Aircraft Operation Manual C-212 PDF

A.O.M.
C-212-300 MASTER-1
GENERAL INFORMATION 00
C-212-300
SYSTEM DESCRIPTION 01
MASTER
LIMITATIONS 02
NORMAL PROCEDURES 03
AIRCRAFT
OPERATIONS EMERGENCY PROCEDURES 04
MANUAL
ALL WEATHER OPERATION 05
ORIGINAL ISSUE, NOVEMBER 2013
REVISION 2, DECEMBER 2016

PERFORMANCE DATA 06
A.O.M. C-212-300 MASTER-1
LIST OF EFFECTIVE PAGES
Original issue 0 November 2013

Revision 1 November 2014
Revision 2 December 2016
Total number of pages in this volume: 356 which consist of the following:
Page * Revision Page * Revision
Cover 2 3-i – 3-ii 0

A 2 3-1 1
3-2 – 3-4 0
RFC-i – RFC-ii 2 3-5 1
3-6 – 3-36 0
0-i – 0-ii 0
0-1 – 0-2 2 4-i – 4-ii 1
0-3 – 0-8 0 4-iii – 4-iv 0
4-1 1
1-i 0 4-2 – 4-3 2
1-ii 1 4-4 – 4-8 0
1-iii 0 4-9 2
1-vi 1 4-10 – 4-30 0
1-1 – 1-46 0 4-31 1
1-47 – 1-49 2 4-32 0
1-50 – 1-91 0 4-33 1
1-92 2 4-34 0
1-93 – 1-170 0 4-35 – 4-40 1
1-171 1
1-172 – 1-175 0 5-i – 5-ii 0
1-176 – 1-179 1 5-1 – 5-2 0
1-180 – 1-192 0
1-193 – 1-194 2 6-i – 6-ii 0
1-195 – 1-199 0 6-1 – 6-2 0
1-200 2
1-201 – 1-216 0
1-217 2
1-218 – 1-227 0
1-228 2
1-229 – 1-230 0
2-i – 2-ii 0
2-1 – 2-13 0
2-14 1
2-15 – 2-18 0
* Zero in this column indicates original page.
A Revision 2
OPERATIONS
DOCUMENTATION REVISION
PROPOSAL
AFFECTED DOCUMENTATION DATA
DATE Nº OF PAGES
(sign with “X” where applicable)
AIRCRAFT SERIES VERSION
REG. NUMBER
(reserved to AM)
AOM QRH
AFFECTED AFFECTED
VOLUME REV SECTION REV
PAGES PAGES
A.O.M. Normal P.
Emergency P.
Limitations D.
AFM ENCLOSED / REFERENCED DOCUMENTATION
AFFECTS
AFFECTED
AFM SECTION
PAGES
(yes/not)
not
PREPARED BY DEPARTMENT
NOTE: Send the information of this document by e-mail clicking on "SUBMIT FORM" button or send this
document by mail or fax to the following address:
Transport and Mission Training and Operations – Training and Flight Operations Services
AIRBUS DEFENCE AND SPACE
Avda. de Aragón 404 SUBMIT FORM
28022 MADRID (Spain)
Fax: +34 91 585 55 05 RESET FORM

Email: ML.Operations.Support@airbus.com
1. TEXT TO REVIEW:
Revision 2 RFC-i
2. REVISION PROPOSAL:
3. JUSTIFICATION OF THE REVISION PROPOSAL

(if applicable):
RFC-ii Revision 2
SECTION 00 - GENERAL INFORMATION
TABLE OF CONTENTS
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
LIST OF ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3
SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
0-i
LIST OF FIGURES
0-1 Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6
0-ii
FOREWORD
SCOPE OF THE MANUAL
The Aircraft Operations Manual provides the flight crew with essential information for the safe and
efficient operation of the C-212-300 aircraft. Such information supplies an understanding of the aircraft,
its limitations, flight characteristics and procedures for both normal and emergency conditions.
Flight basics are excluded, as a skilled flight crew is assumed. The operating instructions considered
best of every circumstance are given in the Aircraft Operations Manual. However, no handbook can
replace the discretion of the pilot.
This Manual reflects a standard equipped C-212 aircraft. Inevitably differences exist between aircraft
due to individual operators specifications so the exact aircraft description and procedures may not be
described.
The Aircraft Operations Manual states only what can be normally done. Unless specifically addressed
in the Aircraft Operations Manual, no atypical configuration (such as asymmetrical loading) or operation
is permitted.
The procedures herein, just as for the rest of the Aircraft Operations Manual, have not been certified by
the aviation authorities. Although Airbus Defence and Space takes every care when preparing this
manual, the operator is responsible for adopting the Manual and its contents, and for its adaptation to
his own modus operandi where appropriate.
This manual complements the approved Airplane Flight Manual, the latter being the final authority
when discrepancies may arise between both of them.
APPLICABILITY
These documents are fully applicable to the mentioned aircraft, except for the information located
between asterisks which is only applicable to the related version.
It means that two asterisks followed by the text:
– "For A/C with SPZ 200 A/P model": indicates that the following information has to be taken
into account only for aircraft equipped with this particular autopilot model.
Later, a further two asterisks indicate that the text is no longer restricted to a particular version and the
information is applicable once again to all C-212-300 aircraft.
REVISIONS
Documentation updating is carried-out through the following types of revisions:
– Normal revisions: periodically issued, they cover not urgent amendments, changes or
updating. They also contain instructions for their insertion into the manual, and replacements
for the List of Effective Pages.
– Temporary revisions: covering any urgent amendment, are printed on yellow paper.
They include a Transmittal Letter (also printed on yellow paper), which contains the
instructions for the insertion of the revised pages into the manual, and serves as a record
sheet of temporary revisions, for control purposes.
Revision 2 0-1
WARNING, CAUTION AND NOTE

The following definitions apply to "Warning", "Caution" and "Note" found throughout the manual:
WARNING
Operating procedures, techniques, etc., which will
result in personal injury or loss of life if not carefully
followed.
CAUTION
Operating procedures, techniques, etc., which will
result in damage to equipment if not carefully followed.
NOTE
An operating procedure, technique, information or data,
etc., which is considered essential to emphasize.
COMMENTS AND SUGGESTIONS

This manual must be kept up to date. Any experience gathered must become part of its contents. No
error may be corrected unless we are made aware of its existence beforehand. Thus it is essential that
all parties collaborate in communicating their remarks and suggestions when it is necessary to do so.
These should be forwarded to:
Transport and Mission Training and Operations - Training and Flight Operations Services
AIRBUS DEFENCE AND SPACE
Avda. de Aragón, 404
28022 Madrid (Spain)
Fax: +34 91 585 55 05
Email: ML.Operations.Support@airbus.com
0-2 Revision 2
LIST OF ABBREVIATIONS
AC Alternating Current.
AP Autopilot.
APR Automatic Power Reserve System.
AS Auto Start.
BCF Bromochlorodifluromethane. A extinguishing agent, a type of freon.
°C Temperature in degrees centigrade.
CAS or VC Calibrated Airspeed. Indicated airspeed corrected for installation (position

error).
CG Center of Gravity.
C/M-1 Crew Member One (LH seat).
C/M-2 Crew Member Two (RH seat).
C/M-3 Crew Member Three (center seat).
DC Direct Current.
EAS or VE Equivalent Airspeed. Calibrated airspeed corrected for compressibility.
EGT Exhaust Gas Temperature. The temperature of the exhaust gas at the discharge
side of the turbines.
°F Temperature in degrees Fahrenheit.
FCU Fuel Control Unit. A divided used to regulate fuel flow to the combustion
chamber.
FD Flight Director.
FF Fuel Flow.
FI Flight Idle.
FL Flight Level.
Fpm/fpm Feet Per Minute.
FT/ft Feet.
GI Ground Idle.
GPU Ground Power Unit.
GS Ground Speed.
HP Horse Power. One Horse Power is the amount of energy that must be expended to
exert a force of 33 000 pounds throught a distance of 1 foot in 1 minute.
Hr Hour.
Hd Height density. Density of the air in standard atmosphere for the existing outside
air temperature and indicated barometric pressure (having previously set the
pressure altitude scale to 1013 mb).
0-3
Hg Geometrical altitude.
Hg Mercury.
Hp True pressure altitude. Altimeter reading corrected for position error.
Hpi Indicated pressure altitude. Pressure altitude indicated on the altimeter with
respect to the reference set on the barometric scale of the instrument. The
standard pressure altitude is read by adjusting the barometric scale to 1013 mb.
IOAT Indicated Outside Air Temperature.
IAS Indicated Airspeed. Reading on the airspeed indicator. When it is used in graphs,
it is assumed that the instrument error is zero.
IEDS Integrated Engine Display System.
in. Inch.
ISA International Standard Atmosphere.
KCAS Calibrated Airspeed (knots).
KEAS Equivalent Airspeed (knots).
Kg/kg Kilogram.
KIAS Indicated Airspeed (knots).
KT/kt Knots: nautical miles per hour.
KTAS True Airspeed (knots).
Lb/lb Pounds.
LRC Long Range Cruise.
Lt Litre.
MAC Mean Aerodynamic Chord.
MB/mb Millibars.
MFV Manual Fuel Valve.
Min Minute.
MLW Maximum Landing Weight.
MTOW Maximum Takeoff Weight.
MZFW Maximum Zero Fuel Weight.
NACA National Advisory Committee for Aeronautics.
Nm/NM Nautical Miles.
NTS Negative Torque System.
OAT Outside Air Temperature.
OSG Over Speed Governor.
PG Propeller Governor.
0-4
PL Power Lever.
PPC Propeller Pitch Control.
psi Pounds per square inch.
psig Pounds per square inch (gauge).
QFE The altimeter is set (zero reference) to the actual runway pressure. The altimeter
indicates height over the runway.
QNH The altimeter is set (zero reference) to the sea level reference pressure value.
This pressure value is calculated to equalize the runway pressure reading on the
altimeter and the runway elevation.
QNE The altimeter is set (zero reference) to 1013.25 mb (29.92 in. Hg) and the altimeter
reading is the pressure altitude.
RCR Runway Condition Reading.
RFI Rolling Friction Index.
RPM/rpm Engine revolutions (Revolutions Per Minute).
SHP Shaft Horse Power.
SL Sea Level.
SRL Single Red Line.
SRL/AS Single Red Line/Auto Start.
TAS or VT True Airspeed. Equivalent airspeed corrected for density.
TQ Torque. Torque is the effectiveness of a force in setting a body into rotation.
TTL Torque and Temperature Limiter.
USG Under Speed Governor. Flyweight operated fuel metering device, housed in the
fuel control; establishes engine RPM during Beta Mode of operation.
W Weight.
∆ Indicates an increase.
∆ Hpi Altimeter correction for position error.
∆ Hpo Altimeter correction at sea level.
∆ Vc Airspeed correction for compressibility.
ρ Atmospheric density.
ρo Atmospheric density at sea level.
σ Atmospheric density ratio.
µ Coefficient of friction.
Headwind Existing wind component which acts in the opposite direction to the direction of
flight.
Tailwind Existing wind component which acts in the direction of flight.
0-5
SYMBOLS
30-D-003000-C-0117B-00001-M-01-1IÉò
Figure 0-1 (Sheet 1 of 2) Symbols
0-6
30-D-003000-C-0117B-00002-M-01-1IÉò
Figure 0-1 (Sheet 2 of 2) Symbols
0-7
Intentionally left blank
0-8
SECTION 01 - SYSTEM DESCRIPTION
TABLE OF CONTENTS
AIRCRAFT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
MAIN DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
INTERIOR FURNISHINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
ENVIRONMENTAL CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
AUTOMATIC FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
FLIGHT DIRECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32
MODES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
ALTERNATING CURRENT GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
DIRECT CURRENT GENERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-55
EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-63
EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-63
PORTABLE EXTINGUISHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-65
OXYGEN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-67
FIXED OXYGEN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-67
PORTABLE OXYGEN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71
FIRE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-73
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-73
DETECTION OF OVERHEATING OR FIRE IN THE ENGINE . . . . . . . . . . . . . . . . . . . . . 1-76
DETECTION OF WING LEADING EDGE OVERHEATING . . . . . . . . . . . . . . . . . . . . . . . 1-77
ENGINE FIRE EXTINGUISHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-78
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
ROLL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82
YAW CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-86
PITCH CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-90
FLAPS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-95
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-99
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-101
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-101
FUEL TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-102
FUEL TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-104
FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-104
FUEL QUANTITY INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-109
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-111
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-111
RESERVOIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-113
PUMPS AND SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-113
ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-115
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-115
WING AND TAIL DE-ICING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-117
ENGINE AIR INTAKE ANTI-ICE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-121
PITOT TUBES ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-124
WINDSHIELD ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-126
PROPELLER DE-ICING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-129
1-i
FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-133

PITOT-STATIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-133
AIRSPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-136
CODED ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-138
ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-139
VERTICAL SPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-140
OUTSIDE AIR TEMPERATURE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-141
TURN INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-142
ACCELEROMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-143
STANDBY COMPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-144
CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-147
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-147
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-149
NOSEWHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-153
LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-157
LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-157
COCKPIT LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-157
CABIN COMPARTMENT LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-162
CARGO AREA LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-164
EXTERNAL LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-165
TOILET LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-168
EMERGENCY LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-169
DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-171
DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-171
CREW DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-172
PASSENGER DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-174
RAMP AND CARGO DOOR (VENTRAL DOOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-176
EMERGENCY EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-180
DOORS OPEN WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-182
SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-185
SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-185
C/M-1 AND C/M-2 SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-186
OBSERVER OR THIRD CREW MEMBER SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-187
CABIN SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-188
POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-191
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-191
POWER GROUP ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-191
ENGINE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-193
ENGINE FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-196
ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-201
AUTOMATIC POWER RESERVE (APR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-205
TEMPERATURE INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-207
TORQUE INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-211
TORQUE AND TEMPERATURE LIMITING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-213
ENGINE STARTING AND IGNITION CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-215
PROPELLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-219
1-ii Revision 1
LIST OF FIGURES
1-1 C-212 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1-2 Main Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-3 Flight Compartment (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-4 C/M-1 Instrument Panel (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1-5 Central Instrument Panel (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-6 C/M-2 Intrument Panel (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-7 Glareshield - Warning Panel (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-8 Pedestal (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-9 Overhead Panel (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1-10 C/M-1 Console (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
1-11 C/M-2 Console (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-12 Control Wheels (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-13 Ventilation system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-14 Ventilation system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
1-15 Heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
1-16 Heating system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
1-17 Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
1-18 Air conditioning - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
1-19 Automatic flight control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
1-20 Autopilot - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31
1-21 Flight director - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
1-22 AC generation and Distribution system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-52
1-23 AC generation and Distribution system - Controls and indicators . . . . . . . . . . . . 1-54
1-24 DC generation and Distribution system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57
1-25 DC generation and Distribution system - Controls and indicators . . . . . . . . . . . . 1-60
1-26 Emergency equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-64
1-27 Portable extinguishers - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66
1-28 Oxygen endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-67
1-29 Fixed oxygen system installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68
1-30 Fixed oxygen system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70
1-31 Portable oxygen system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
1-32 Engine fire protection system (First discharge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-74
1-33 Engine fire protection system (Second discharge) . . . . . . . . . . . . . . . . . . . . . . . . . 1-75
1-34 Overheating or fire in the engine - Controls and indicators . . . . . . . . . . . . . . . . . 1-76
1-35 Wing leading edge overheating - Controls and indicators . . . . . . . . . . . . . . . . . . . 1-77
1-36 Engine Fire Protection - Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-80
1-37 Control surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81
1-38 Roll control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83
1-39 Roll control system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-85
1-40 Yaw control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-87
1-41 Yaw control system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-89
1-42 Pitch control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-91
1-43 Pitch control system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-93
1-44 Flaps system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-96
1-45 Flaps system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-98
1-46 Gust lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-99
1-47 Fuel Tanks, Vent System and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-103
1-48 Fuel distribution system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-106
1-49 Fuel distribution system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108
1-50 Fuel Quantity - Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-110
1-51 Hydraulic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-112
1-52 Hydraulic system -Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-114
1-53 Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-116
1-54 Wing and Tail De-icing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-118
1-55 Wing and Tail De-Icing - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . 1-120
1-iii
1-56 Engine Air Intake Anti-Ice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-121

1-57 Engine Air Intake Anti-Ice - Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . 1-123
1-58 Pitot Tube Anti-Ice - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-125
1-59 Windshield Ice and Rain protection - Controls and indicators . . . . . . . . . . . . . . . 1-128
1-60 Propeller De-Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-130
1-61 Propeller De-Icing - Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-131
1-62 Pitot static system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-134
1-63 Pitot static system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-135
1-64 Airspeed indicator - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-137
1-65 Coded altimeter - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-138
1-66 Altimeter - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-139
1-67 VSI - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-140
1-68 OAT - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-141
1-69 Turn indicator - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-142
1-70 Accelerometer - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-143
1-71 Standby compass - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-144
1-72 Clock - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145
1-73 Landing gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-148
1-74 Normal, emergency and parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-150
1-75 Normal, emergency and parking brakes - Controls and indicators . . . . . . . . . . . 1-152
1-76 Nosewheel steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154
1-77 Nosewheel steering - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-155
1-78 Cockpit lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-157
1-79 Cockpit lighting - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-160
1-80 Cabin compartment lighting - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . 1-163
1-81 Cargo area lighting - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-164
1-82 External lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-166
1-83 External lighting - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-167
1-84 Toilet lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-168
1-85 Emergency lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-170
1-86 Doors location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-171
1-87 Crew door - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-173
1-88 Passenger door - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-175
1-89 Ramp and cargo door system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-177
1-90 Ramp and cargo door - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-179
1-91 Emergency exits - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-181
1-92 Doors open warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-182
1-93 Doors open warning - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-183
1-94 C/M-1 and C/M-2 seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-186
1-95 C/M-3 seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-187
1-96 Cabin seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-189
1-97 Power Group Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-192
1-98 Engine Control System - Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . 1-194
1-99 Engine fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-198
1-100 Engine fuel system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-200
1-101 Engine oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-202
1-102 Engine oil system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-204
1-103 APR - Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-206
1-104 Temperature indicating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-208
1-105 Temperature indicating system - Controls and indicators . . . . . . . . . . . . . . . . . . . 1-210
1-106 Torque indicating system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . 1-212
1-107 Torque and Temperature Limiting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-214
1-108 Engine Starting and Ignition Circuit - Controls and Indicators . . . . . . . . . . . . . . . . 1-217
1-109 Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-220
1-110 Propeller control system: PG Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-223
1-111 Propeller control system: Beta Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-224
1-112 Propeller control system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . 1-225
1-113 Feathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-226
1-iv Revision 1
1-114 Negative torque system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-227

1-115 Negative torque system - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . 1-228
1-116 Propeller Synchronization - Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . 1-229
1-v
1-vi
AIRCRAFT GENERAL
GENERAL
The C-212 Series 300 is a non-pressurized twin-turboprop high wing aircraft with a fixed tricycle
undercarriage.
The aircraft is powered by two Garrett TPE 331-10R-513C turboprops which drive Dowty Rotol R.334/4
four-blade, reverse-pitch propellers.
The C-212 is an aircraft dedicated to the transport in short and medium range routes; certified for day or
night flights and in visual (VFR) or instrument (IFR) flight conditions.
The C-212 allows to carry out diverse types of mission, such as:
- Passenger Transport.
- Troop Transport.
- Cargo Transport.
- Aerial Delivery.
- Sanitary.
- Maritime Patrol.
- SAR.
30-D-060000-C-0117B-00001-M-01-1IÉò
Figure 1-1 C-212 Aircraft
1-1
MAIN DIMENSIONS
The main dimensions of the aircraft are:
Aircraft
Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.400 m (66 ft 9 in)
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.75 m (51 ft 8 in)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.67 m (21 ft 10.7 in)
Wing
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High Cantilever
Aspect Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.00
Mean Aerodynamic Chord . . . . . . . . . . . . . . . . . . 2.19 m (7 ft 2 in)
Root Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.50 m (8 ft 2 in)
Tip Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 m (4 ft 11 in)
Total Area (including flaps and ailerons) . . . . . . 40.29 m2 (433 ft2)
Horizontal Stabilizer
Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.40 m (27 ft 7 in)
Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.94 m (6 ft 4 in)
Tip Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 m (3 ft 7 in)
Total Area (including elevator) . . . . . . . . . . . . . . . 12.57 m2 (135 ft2)
Vertical Stabilizer
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.38 m (11 ft 1 in)
Tip Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 m (3 ft 9 in)
Total Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.27 m2 (67.5 ft2)
Fuselage - Main Compartment
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.49 m (21 ft 3 in)
Width (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . 1.90 m (6 ft 3 in)
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.80 m (5 ft 11 in)
Floor Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.50 m2 (113 ft2)
Main Landing Gear
Wheel Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.10 m (10 ft 2 in)
Wheel Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.45 m (17 ft 10 in)
1-2
30-D-061000-C-0117B-00001-M-01-1IÉò
Figure 1-2 Main Dimensions
1-3
INTERIOR FURNISHINGS
Flight Compartment
The flight compartment is furnished for two pilots, with the C/M-1 (pilot) seat on the left-hand side and, the
C/M-2 (copilot) on the right-hand side. There is also a third seat for an observer or third crew member
(C/M-3). This seat is stowed on the forward compartment bulkhead and lock into the position behind the
pedestal.
All the controls, indicators and instruments are arranged so that their access and visibility are easy and
quick for the flight crew (see Figure 1-3, Figure 1-4, Figure 1-5, Figure 1-6, Figure 1-7, Figure 1-8,
Figure 1-9, Figure 1-10, Figure 1-11 and Figure 1-12).
The faces of the instruments are black and the pointers and markings are white, so as to be easily visible
in daylight without artificial light. The limits on the instruments are red, the caution zones are yellow
(amber), and the normal operation zones are green.
The flight compartment has two windows that can be easily opened from the inside. These allow a view of
the rear fuselage.
30-D-061100-C-0117B-00001-M-01-1IÉò
Figure 1-3 Flight Compartment (Typical)
1-4
30-D-061100-C-0117B-00002-M-01-1IÉò
Figure 1-4 C/M-1 Instrument Panel (Typical)
1-5
30-D-061100-C-0117B-00003-M-01-1IÉò
Figure 1-5 Central Instrument Panel (Typical)
1-6
30-D-061100-C-0117B-00004-M-01-1IÉò
Figure 1-6 C/M-2 Intrument Panel (Typical)
1-7
30-D-061100-C-0117B-00005-M-01-1IÉò
Figure 1-7 Glareshield - Warning Panel (Typical)
1-8
30-D-061100-C-0117B-00006-M-01-1IÉò
Figure 1-8 Pedestal (Typical)
1-9
30-D-061100-C-0117B-00007-M-01-1IÉò
Figure 1-9 Overhead Panel (Typical)
1-10
30-D-061100-C-0117B-00008-M-01-1IÉò
Figure 1-10 C/M-1 Console (Typical)
1-11
30-D-061100-C-0117B-00009-M-01-1IÉò
Figure 1-11 C/M-2 Console (Typical)
1-12
30-D-061100-C-0117B-00010-M-01-1IÉò
Figure 1-12 Control Wheels (Typical)
1-13
1-14
ENVIRONMENTAL CONTROL SYSTEM

VENTILATION
The ventilation system provides outside air in flight for:
- the cockpit
- the cabin
- the electronic equipment compartment.
In the cockpit, fresh air is supplied via two intakes located on either side of the aircraft nose. The air flows
through pipes towards the diffusers located on each outer side of the two pilot posts. The airflow is
controlled by each pilot by turning the diffuser collar and its direction is changed by turning the diffuser
body.
Cabin air is supplied via two separate subsystems: one for the LH side and another for the RH side. Each
subsystem is supplied with fresh air from the intake located on its respective side of the fuselage, and it is
routed through pipes towards the diffusers. The diffuser outlets are fitted with valves to direct and control
the flow of air.
In the radio and electronic equipment compartment, the outside air enters through an intake located on
the skin of the aircraft and it is routed through pipes using a fan towards the diffusers, cooling the
complete equipment bay. The fan is controlled using the radio compartment cooling switch located in the
overhead panel.
1-15
30-D-212000-C-0117B-00001-M-01-1IÉò
Figure 1-13 Ventilation system
1-16
CONTROLS AND INDICATORS

(1) Radio compartment cooling switch:
It is a two-position switch, labeled RADIO COMPT COOLING and OFF.

· RADIO COMPT COOLING: turns on the radio and electronic equipment compartment fan.
30-D-212000-C-0117B-00002-M-01-1IÉò
Figure 1-14 Ventilation system - Controls and indicators
1-17
HEATING
Hot air required for heating is obtained through two separate units using bleed air from the second-stage
compression of the engines. This air is mixed with the air from the cabin and the resulting warm air mix is
distributed to the cabin and cockpit.
Each unit is controlled by an associated bleed valve switch located on the HEATING CONTROL panel on
the overhead panel, which controls a valve installed in the bleed outlet of each engine. The heating
provided for each pilot is controlled by a shutoff valve located in each outlet.
In the area of the bleed-air outlet, a temperature sensor is installed which turns on the related
LEFT/RIGHT WING HOT warning annunciator in the event of a bleed air leakage. This signal is also sent
(through a relay) to shut off the associated valve.
1-18
30-D-214000-C-0117B-00001-M-01-1IÉò
Figure 1-15 Heating system
1-19

(1) Valve opening indicator:
The valve opening indicator shows the percentage that the regulator valve in either unit is
open, in accordance with the position of the valve indication selector.
(2) IND SELECT selector:
This selector is spring-loaded to its center position and its extreme positions are labeled L and
R.
· L: the valve opening indicator shows the percentage that the regulator valve of the LH unit is
open.
· R: the valve opening indicator shows the percentage that the regulator valve of the RH unit is
open.
(3) VALVES switches:
They are a three-position switches: OPEN, CLOSE and neutral (in the central position).
· OPEN: the associated valve is opened
· CLOSE: the associated valve is closed.
NOTE
If the associated LEFT/RIGHT WING HOT light is on,
the regulator valve is closed and the switch becomes
inoperative.
(4) LEFT/RIGHT WING HOT warning annunciator:
It comes on when a overheating occurs in the bleed-air outlet-area.
1-20
30-D-214000-C-0117B-00002-M-01-1IÉò
Figure 1-16 Heating system - Controls and indicators
1-21
AIR CONDITIONING
Air conditioning is composed of two separate cooling systems.
- Ventilation: used for normal operations.

- Cooled air: used as a booster when fast cooling or high ventilation is required.
Both air flows are interconnected through ducts to diffusers in the flight and cabin compartments.
In ventilation mode, only the evaporator module fans blow a mixture of outside and cabin air through the
ducts and out of the diffusers.
In cooled air mode, outside air is forced into condensor units where it is passed over heat-exchanger
cooling-fins. The circulating air, now cooled, is blown by fans in the condensor unit into the ducts and out
through diffusers in the flight and cabin compartments to reduce the internal temperature.
The AIR CONDITIONING control panel is located on the overhead panel of the cockpit.
1-22
30-D-215000-C-0117B-00001-M-01-1IÉò
Figure 1-17 Air conditioning
1-23

(1) Air conditioning switch:
It is a three-position switch: VENT FAN, AIR COND and netrual (in the central position).
· VENT FAN (ventilation): Enables the evaporator fan in the RH pack, or the fans of both packs
(in accordance with the flow switch LO or HI selection). Consequently the cabins are supplied
with non-conditioned air.
· AIR COND (cooled air): Fully enables the RH package or both packages (in accordance with
the flow switch selection) for supplying conditioning air.
(2) Flow switch:
It is a two-position switch, labeled HI and LO.

· LO: turns on the RH fan pack (when VENT FAN is selected on the air conditioning selector) to
circulate non-conditioned air (at half-full system capacity) or enables the RH pack (when AIR
COND is selected on the air conditioning selector) to circulate conditioned air (at half-full
system capacity).
· HI: circulates the maximum flow of air (both packs are enabled), either conditioned or
non-conditioned (depending on the position of the air conditioning selector).
30-D-215000-C-0117B-00002-M-01-1IÉò
Figure 1-18 Air conditioning - Controls and indicators
1-24
AUTOMATIC FLIGHT
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)
The AFCS is a computer-controlled system to provide horizontal and vertical flight guidance modes.
These include radio guidance, RNAV tracking and air-data-controlled vertical modes. The autopilot and
flight director can be operated independently or completely coupled.
Autopilot (AP)
The AP provides automatic control of:
- pitch and roll attitude.

- automatic pitch trim.
- yaw control for turn coordination.
- yaw damping.
The AP operates three servos to position the primary flight control surfaces (refer to "FLIGHT
CONTROLS").
The AP is operated using pushbuttons and manual pitch and turn controls on the AP controller panel on
the pedestal.
Flight Director (FD)

The FD provides pitch and roll commands to intercept and maintain a flight path. The FD commands are
displayed on the command bars of each ADI. The commands are used in order to:
- hold an attitude.
- hold a barometric altitude.
- hold a vertical speed.
- hold an indicated airspeed.
- capture and hold a preselected altitude.
- capture and follow a preselected heading.
- capture and follow a preselected course.
- capture and follow a localizer and glidescope.
- follow a go-around mode.
The FD modes of operation, except for the Go-around mode, are selected using the mode pushbuttons
of the mode controller panel on the pedestal.
The preselected altitude is selected using the SET knob of the altitude preselect controller on the
pedestal. The controller displays the selected altitude. The controller also displays vertical speed in VS
mode and airspeed in IAS mode.
1-25
30-D-220000-C-0117B-00001-M-01-1IÉò
Figure 1-19 Automatic flight control system
1-26
AUTOPILOT
Autopilot independent operation
When the AP is engaged and no FD mode is selected, the AP operates independently. The aircraft is
commanded to fly with wings level, maintaining pitch attitude and heading.
The AP uses the following sensors:
- lateral accelerometer.
- gyroscopic compass (refer to "NAVIGATION").
- vertical gyroscopes (refer to "NAVIGATION").
The AP is engaged using the AP ENGAGE pushbutton on the AP controller panel. When engaged:
- elevator and aileron servos are engaged.

- yaw damper and rudder servo are engaged.
- automatic pitch trim is engaged.
In the uncoupled mode, if the roll angle is less than 6º, the aircraft maintains its current heading and if the
roll angle is more than 6º, it will maintain its current roll attitude.
The roll attitude must be zero to engage the AP but may be changed after engagement with the TURN
knob on the AP controller or with the TCS pushbutton on the C/M-1 or C/M-2 control wheel.
The pitch attitude may be changed with the PITCH wheel on the AP controller or, the TCS pushbutton on
the C/M-1 or C/M-2 control wheel.
The yaw damper is automatically engaged when the AP is engaged. The yaw damper may be
engaged/disengaged independently from the AP.
The three servos can be disengaged simultaneously using the AP DISC pushbutton on the control wheel.
Partial disengagement is done using the AP ENGAGE pushbutton, which disengages the elevator and
aileron servos, or with the YD ENGAGE pushbutton, which disengages the rudder servo.
The servos will be disengaged automatically with any of the following actions or occurances:
- actuation of the gyroscopic compass SYNC switch (refer to "NAVIGATION"), or

- actuation of the vertical gyroscope FAST ERECT switches (refer to "NAVIGATION"), or
- actuation of the TRIM switch on C/M-1 control wheel, or
- system failure detected by the FD/AP computer.
When an AP failure is detected, the AP OFF annunciator, on both instrument panels, comes on. When a
yaw damper failure is detected, the YD OFF annunciator, on both instrument panels, comes on. The YD
OFF annunciator goes off when the AP DISC pushbutton, on the control wheel,s is pressed.
1-27

(1) Pitch wheel:
The pitch wheel is spring-loaded in the center position. When the autopilot is engaged, the
pitch wheel controls the pitch channel. When the vertical mode lAS or VS is selected, the pitch
wheel changes the respective displayed vertical-mode reference.
When the aircraft is following a glideslope, the pitch wheel is inoperative.
(2) BANK LIMIT pushbutton:
· Pressed: in the HDG mode, the lower bank-limit of 15 degrees is selected. During NAV mode
capture the lower bank-limit is inhibited.
(3) SOFT RIDE pushbutton:
· Pressed: the 'soft ride' mode is selected to improve comfort during turbulent conditions.
(4) TURN knob:
The TURN knob has a detent in the center position, and must be in this position before the AP
can be engaged.
· Turned: it gives a roll command proportional to, and in the direction of, the knob rotation. It also
cancels any other previously selected lateral mode.
(5) YD ENGAGE pushbutton:
The yaw damper is automatically engaged when the AP is engaged. When the AP is not
engaged, the YD ENGAGE pushbutton can be pressed to engage the yaw damper
individually.
· Pressed (ENGAGE light on): the yaw damper is engaged.
(6) AP ENGAGE pushbutton:
The AP will not engage unless the TURN knob is in the center position detent.
· Pressed (ENGAGE light on): the autopilot is engaged.
When no flight director mode is selected, the autopilot rolls the aircraft to wings level and holds
the existing pitch and heading attitude. If any flight director mode is active prior to autopilot
engagement, the autopilot couples to the selected flight director mode.
(7) AP OFF pushbutton (white):
They are located on the C/M-1 and C/M-2 instrument panels and can be checked by
pushing.
Both AP OFF pushbuttons come on when AP disengagement is not initiated by the flight
crew.
(8) YD OFF pushbutton (white):
pushing.
Both YD OFF pushbuttons come on when the yaw damper is disengaged due to a system
failure.
1-28
(9) AP pushbutton:
· Pressed: the AP is disengaged.
(10) GA pushbutton:
· Pressed: the AP is disengaged and the FD Go-around mode is selected.
(11) TCS pushbutton:
Either of the TCS pushbuttons enables manual changes of aircraft attitude, altitude, vertical
speed and/or airspeed without having to disengage the AP.
· Pressed: the AP is momentarily disengaged to enable manual change maneuvers.
· Released: the AP engages and resynchronizes to the new aircraft attitude.
For AP disengagement with flight director modes lAS or VS selected, the manual maneuvers
change the respective reference level.
1-29
30-D-221000-C-0117B-00001-M-01-1IÁÔ
Figure 1-20 (Sheet 1 of 2) Autopilot - Controls and indicators
1-30
30-D-221000-C-0117B-00002-M-01-1IÉò
Figure 1-20 (Sheet 2 of 2) Autopilot - Controls and indicators
1-31
FLIGHT DIRECTOR
The FD gives the crew a visual indication for navigation and control of the aircraft. It is controlled by the
FD mode controller, that contains all mode select buttons and annunciator for FD modes except
Go-around (GA) mode.
The command bars are in view in the ADI when the FD is being used. They are out of view when FD is
turned off, flagged or the attitude is extreme.
FD independent operation
When the FD mode is selected and the AP is disengaged, the FD is in the independent mode.
The maneuvers are performed by the flight crew, following the steering commands on the command bars
of each ADI.
Any lateral mode generates a command on the vertical command bar of each ADI. Any vertical mode
generates a command on the horizontal command bar of each ADI. The lateral and vertical modes are
selected and annunciated on the mode selector.
The Standby (SBY) mode causes the command bars to move out-of-view and a lamp test of the mode
selector and autopilot controller to be performed.
The lateral modes are:
- Heading (HDG) select mode:

Gives steering commands to turn onto a preselected heading and, when reached, maintain
that heading. When selected, previously selected lateral modes are cancelled.
- Navigation (NAV) mode:
Gives steering commands based on inputs from a navigation system.
- Back course (BC) mode:
Gives steering commands to intercept and track a back course localizer signal.
The vertical modes are:
- Altitude hold (ALT) mode:

Gives steering commands to hold the current altitude.
- Vertical speed (VS) mode:
Gives steering commands to hold the current vertical speed. The current vertical speed is
displayed, for 5 seconds, on the altitude preselect controller.
- Indicated air speed (IAS) mode:
Gives steering commands to hold the current lAS. The current lAS is displayed, for 5 seconds,
on the altitude preselect controller.
- Altitude preselect (ALT SEL) mode:
Before engaging this mode, the desired altitude is set on the altitude preselect controller, which
displays the selected altitude. On mode engagement, steering commands are given to obtain
the selected altitude. When the selected altitude is reached, the ALT SEL mode is cancelled
and the ALT mode is automatically engaged.
1-32
The combined lateral and vertical modes are:
- Approach (APR) mode:

With VOR 1 or VOR 2 selected, gives steering commands to intercept, capture and track:
· a VOR station signal, or

· a front course localizer signal and a glide slope.
With TACAN selected, gives steering commands to intercept, capture and track a TACAN
signal.
- Go-around (GA) mode:

Selected to transition from a final phase of an approach to a climb out condition in order to
begin a missed approach procedure. The steering commands are for wings level and 8°
nose-up attitude.
FD with AP operation
The FD selected mode maneuvers are performed by the AP, without C/M action on the control wheels.
The ADI command bars monitor the action of the AP.
When no lateral FD mode is selected, the roll axis commands wings level and heading hold. The roll
attitude can be changed by operating the TURN knob on the AP controller or the TCS pushbutton on
C/M-1 or C/M-2 control wheel.
When no vertical FD mode is selected, the pitch axis maintains the pitch attitude. The pitch attitude can
be changed by operating the PITCH wheel on the AP controller or TCS pushbutton on C/M-1 or C/M-2
control wheel.
In ALT mode, if the aircraft deviates more than 250 ft from the selected altitude, the ALT ALERT
annunciator comes on and the aural altitude alert is heard.
On a localizer/glide slope approach the AP is disengaged with the AP DISC pushbutton at the decision
height (DH). The approach to landing is performed by the C/M using the control wheel.
When GA mode is selected, the AP is automatically disconnected. The ADI command bars give steering
commands for wings level and a fixed 8° pitch-up angle.
GA mode is disengaged by selecting a vertical mode or TCS pushbutton or by engaging the AP.
1-33

(1) FT and FT/MIN annunciator:
The FT annunciator comes on, when in ALT SEL mode, to indicate that the digital display is
showing altitude.
The FT/MIN x 100 annunciator comes on, when in VS mode, to indicate that the digital display
is showing vertical speed.
(2) Digital display:
The digital display displays:
- Selected altitude, when in ALT SEL mode, or

- Indicated airspeed, when in lAS mode, or
- Vertical speed, when in VS mode, or
- Error codes, in FD/AP test or, when stored error codes are retrieved in flight or on the
ground.
(3) Altitude set knob:
For increasing or decreasing the displayed altitude in the ALT SEL mode.
(4) Knots annunciator:
Comes on, when in AS mode, to indicate that the digital display is showing the indicated
airspeed.
(5) HDG pushbutton (green):
· Pressed: the HDG mode is selected, and any previously selected lateral modes are
cancelled.
(6) NAV pushbutton (ARM amber/CAP green):
· Pressed: the NAV mode is set in accordance with the selected navigation system. The ARM
annunciator comes on when the selected VOR or TACAN system is active. The CAP
annunciator comes on in the capture phase and in INS or OMEGA.
(7) APR pushbutton (ARM amber/CAP green):
· Pressed: the APR mode is selected.
- For a VOR or TACAN approach, the ARM annunciator comes on and the CAP
annunciator comes on in the capture phase.
- For an ILS approach, the ARM annunciators of the NAV and APR pushbuttons come
on.
· On localizer capture, NAV ARM annunciator goes off and NAV CAP
annunciator comes on.
· On glide slope capture, APR ARM annunciator goes off and APR CAP
annunciator comes on.
1-34
(8) BC pushbutton (ARM amber/CAP green):
· Pressed: BC mode is selected and the ARM annunciator comes on. The CAP annunciator
comes on in the capture phase.
(9) SBY pushbutton (green):
· Pressed: SBY mode is selected. The ADI command bars move out-of-view. A lamp test of the
mode controller and the AP controller is done.
· Pressed for more than 5 seconds: the system error codes are displayed on the altitude
preselect controller.
(10) IAS pushbutton (green):
· Pressed: IAS mode is selected. The current indicated airspeed is maintained.
(11) VS pushbutton (green):
· Pressed: VS mode is selected. The vertical speed is displayed on the altitude preselect
controller, and for 5 seconds after any vertical speed change.
(12) ALTSEL pushbutton (ARM amber/CAP green):
· Pressed: ALT SEL mode is selected and the ARM annunciator comes on. This mode is to
ascend or descend to a preselected altitude in VS or IAS mode. The CAP annunciator comes
on when the preselected altitude is reached. The ALT mode is then automatically entered.
(13) ALT pushbutton:
· Pressed: ALT mode is selected to maintain the current altitude.
(14) ALT ALERT annunciator (white):
The ALT ALERT annuciator comes on when the aircraft has deviated more than 250 ft from the
selected altitude.
1-35
30-D-222000-C-0117B-00001-M-01-1IÉò
Figure 1-21 Flight director - Controls and indicators
1-36
MODES OF OPERATION
Standby (BSY) mode
This mode resets all other FD modes and acts as a lamp test.
1. SBY pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

.......
On the FD mode controller, press SBY pushbutton and check the SBY legend of
the pushbutton comes on. Selection of SBY will reset off all other flight director
modes and biased out of view the FD command. bars. When the pushbutton is
pressed and held, the "SBY" mode acts as a lamp test, causing all mode
annunciator lights to be lit and the FD warning flag to come in view in the ADIs.
If the SBY pushbutton is held depressed for approximately 5 seconds, the AP

remote warnings for "TRIM FAIL" annunciation (on each pilots instrument panels),
will illuminate. When the SBY pushbutton is released, all the other mode
annunciator lights extinguish and the FD warning flag retracts from view.
Heading Hold (Wings level) mode

This mode is the basic lateral mode of the AP. Heading hold is defined as:
- AP engaged.
- No lateral FD mode is selected.
- Bank angle less than 6°.
When these conditions are satisfied, the autopilot rolls the aircraft to a wings level attitude. When the
bank angle of the aircraft is less than 6°, the Heading hold mode is automatically engaged.
The Heading hold mode is not annunciated on the ADI as it is the default lateral mode when no other
lateral steering mode is selected.
Heading Select (HDG) mode

This mode is used to intercept and maintain a selected heading.
1. Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
Select required heading in the C/M-1 HSI, using the HDG selector in the course
and heading panel.
2. HDG pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
.......
Press HDG pushbutton and check:
- The HDG pushbutton ON legend (GREEN) comes on.

- A GREEN HDG is annunciated (ADI).
All previously selected lateral modes are cancelled.
The roll angle is limited to 25º. If the BANK LIMIT pushbutton is pressed on the AP controller, the LOW
legend of the pushbutton comes on. The roll angle is now decreased to 15º.
The HDG mode is active until the radial or localizer are captured.
1-37
The HDG mode is cancelled by any one of the following events:
- The capture of any other lateral steering mode.

- The selection of the Go-around mode.
- Reversionary selections on the Symbol Generator (SG), or Heading Reference system.
- The rotating of the TURN knob with the AP engaged.
Roll Hold mode

The AP recognizes that the roll hold mode is operational when:
- The AP is engaged.
- No lateral FD mode is selected.
- The bank angle greater than 6° but less than 45°.
When these conditions are satisfied, the AP maintains the required bank angle. Bank angles up to 45°
can be established using the TURN knob of the autopilot controller.
If TCS was used to start the roll maneuver, bank angles up to 45° can be selected while TCS ENG is
annunciated on the ADI. There is no permanent mode annunciation for Roll hold.
NAV mode
This mode is used to provide commands based on inputs from navigation systems to operate in the VOR
mode or LNAV mode.
VOR mode
This mode is used to intercept capture and track a selected VOR radial using the selected Navigation
source displayed on the HSI.
1. VOR frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

........
Tune the VOR frequency in the selected NAV control unit;

2. Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
Select the required course on the C/M-1 HSI, using the COURSE selector in the
CHP.
3. Intersect angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
Select the required angle of intersect with the VOR radial on the C/M-1 HSI, using
the HEADING selector in the CHP.
4. NAV pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
Press NAV pushbutton, check:

- The NAV pushbutton ARM legend (AMBER) comes on.
- The HDG in GREEN and VOR in WHITE annunciations are displayed
on the ADI.
The AFCS is armed to capture the VOR signal and generates a roll command to fly the HDG mode.
1-38
The roll angle is limited to 25º. If the BANK LIMIT pushbutton is pressed on the autopilot controller, the
LOW legend of the pushbutton comes on. The roll angle is now decreased to 15º.
When the trip point is reached, the AFCS deselects the HDG phase and selects the VOR capture
phase:
- The WHITE VOR annunciator (ADI) extinguishes.

- A GREEN VOR is annunciated (ADI) and flashes for 5 seconds.
- The GREEN HDG annunciator (ADI) extinguishes.
- The HDG pushbutton ON legend (GREEN) goes off.
- If selected, the BANK LIMIT pushbutton LOW legend goes off.
- The NAV pushbutton ARM legend (AMBER) goes off.
- The NAV pushbutton CAP legend (GREEN) comes on.
The AFCS commands a turn to intercept and then to track the selected VOR radial.
NOTE
With the aircraft tracking the selected radial, the roll
angle is limited to 10º.
NOTE
If possible, avoid operating in DME Hold during VOR
capture and tracking operation. When in DME Hold, the
AFCS cannot use DME distance for gain
programming.
The optimum intercept angle should be 45° or less. The system automatically compensates for a
crosswind of up to 45° course error.
On passing over the selected VOR, the system allows the C/M-1 to select a new VOR radial without
return to HDG ON/NAV ARM condition.
The NAV (VOR) mode is cancelled by any one of the following events:
- Pushing the NAV pushbutton.

- Selecting Go-around mode.
- Pushing the pilot/copilot couple button.
- Selecting an alternate Attitude and Heading system or an alternate NAV source.
- Rotating the TURN knob with the AP engaged.
ILS mode
The NAV ILS localizer mode automatically intercepts, captures, and tracks the front course localizer
beam to line the aircraft up on the centerline of the runway in use.
1. ILS frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

........
Tune to the ILS frequency in the selected NAV control unit, identify station.
2. Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
In the C/M-1 HSI, select localizer frontal course, using the COURSE selector in
the CHP.
1-39

........
In the C/M-1 HSI, select angle of intersection with frontal course, using the
HEADING selector in the CHP.
4. NAV pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
Press NAV pushbutton and check:

- The NAV pushbutton ARM legend (AMBER) comes on.
- HDG in GREEN and LOC in WHITE annunciations are displayed on the
ADI.
The aircraft flies the selected heading intercept and the system is armed for automatic localizer beam
capture.
When the trip point is reached, the AFCS disengages the HDG mode and gives the proper roll command
to bank the aircraft toward localizer beam center:
- The GREEN HDG annunciator (ADI) extinguishes.

- The GREEN VOR is annunciated (ADI) and flashes for 5 seconds.
- The HDG pushbutton ON legend (GREEN) goes off.
- The NAV pushbutton ARM legend (AMBER) goes off.
- The NAV pushbutton CAP legend (GREEN) comes on.
- The LOC pushbutton ARM legend (AMBER) remains on.
The AFCS commands a turn to intercept and track the localizer centerline. As the aircraft continues
towards the localizer beams center, the AFCS enters the NOC submode. Finally, the system transitions
to the LOC II submode. There are no visual indications in the cockpit that these submodes have
occurred.
When flying a localizer intercept, the optimum intercept angle is 45°. The system automatically
compensates for a crosswind of up to 45° of course error.
The localizer mode is cancelled by any one of the following events:
- Pushing the NAV pushbutton.

- Selecting Go-around.
- Selecting the HDG mode.
- Selecting the BC mode.
- Pushing the pilot/copilot couple.
- Selecting an alternate attitude or Navigation (NAV) source.
- Moving the TURN knob with the AP engaged.
1-40
Back Course (BC) mode

This mode is used to intercept, capture and track a back course localizer signal.
1. VOR navigation select pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

........
Press C/M-1 VOR 1 or VOR 2 navigation select pushbutton. The SEL legend of
the selected pushbutton comes on.
2. Localizer frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
Tune to the localizer frequency in the selected NAV control unit, identify station
and verify that the C/M-1 HSI navigation flag has disappeared.
3. Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
In the C/M-1 HSI, select localizer frontal course, using the COURSE selector in
the CHP.
........
In the C/M-1 HSI, select intersect angle with frontal course, using the HEADING
selector in the CHP.
5. BC pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
.......
Press BC pushbutton, check:

- The BC pushbutton ARM legend (AMBER) comes on.
- The BC (WHITE) and HDG (GREEN) (ADI) comes on.
When the trip point is reached, the AFCS enters the selected localizer beam capture condition:
- The HDG pushbutton ON legend goes off.

- The BC pushbutton ARM legend (AMBER) goes off.
- The BC pushbutton CAP legend (GREEN) comes on.
- The BC (WHITE) and HDG (GREEN) (ADI) goes off.
- The GREEN BC is annunciated (ADI) and flashes for 5 seconds.
The AFCS commands a turn to intercept and then to track the selected localizer centerline.
The BC mode is cancelled by any one of the following events:
- Pushing the BC button on the mode selector.

- Selecting a VOR frequency on the NAV radio.
- Selecting the cross-side EFIS with the pilot/copilot switch.
- Selecting the alternate attitude source, or an alternate NAV source.
- Moving the TURN knob with the AP engaged.
1-41
Pitch Attitude Hold mode

The Pitch attitude hold mode is the basic vertical flight director mode. It is activated when a FD lateral
(roll) mode is selected without an accompanying vertical (pitch) mode. There is no permanent
annunciation for pitch hold mode.
When in lateral (roll) mode with no vertical mode engaged, the ADI horizontal command bar gives
commands to maintain the pitch attitude memorized in the AFCS computer when the lateral (roll) mode is
selected.
If pitch attitude is to be changed:
1. TCS pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

. . . . . . . .AND
. . . . .HOLD
.....
Press and hold the TCS pushbutton, on the control wheel, and maneuver the
aircraft to the required new pitch attitude.
While the TCS pushbutton is pressed, the ADI horizontal command bar is
synchronized to zero.
2. TCS pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
.........
When the TCS pushbutton is released, the ADI horizontal command bar receives
commands to maintain the new pitch attitude.
Pitch attitude hold is cancelled by selecting any vertical mode or automatic capture of a vertical mode.
Vertical Speed Hold (VS) mode

This mode is used to maintain the existing vertical speed as the mode is selected.
1. Vertical speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH

...........
Establish the required vertical speed.

2. VS pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
.......
Press the VS pushbutton and check:
- The VS pushbutton ON legend (GREEN) comes on.

- The GREEN VS is annunciated on the ADI.
- The vertical speed target is displayed in the lower right corner of the
ADI.
- The vertical speed value is displayed, for 5 seconds, on the altitude
preselected controller.
The ADI horizontal command bar receives commands to maintain the rate of
ascent or descent reference.
A. Vertical Speed Reference Change

The vertical speed reference can be changed without disengaging the mode. The change is with the TCS
pushbutton or the AP controller pitch wheel.
A1. TCS Vertical Speed Change

. . . . . . . .AND
. . . . .HOLD
.....
aircraft to reach the required new vertical speed.
1-42

.........
When the TCS pushbutton is released:
- The ADI horizontal command bar receives commands to maintain the

new vertical speed.
- The new vertical speed value is displayed, for 5 seconds, on the altitude
A2. Pitch Wheel Vertical Speed Change

3. Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE
. . . . . . . . .AND
. . . . .HOLD
.....
Rotate and hold the pitch wheel, on the AP controller, in the required direction until
the required new vertical speed is reached.
4. Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
.........
When the pitch wheel is released:
- It returns to the center position.

new vertical speed.
- The new vertical speed value is displayed, for 5 seconds, on the altitude
When VS is pushed, all previously selected vertical modes are reset. The VS
mode is cancelled by any one of the following events:
- Pushing the VS button on the mode selector.

- Selecting another vertical mode active.
- Coupling the cross-side EFIS using the pilot/copilot switch.
- Selecting a revisionary attitude or heading system.
Indicated Airspeed Hold (IAS) mode

This mode is used to maintain the existing indicated airspeed value at the moment the mode is
selected.
1. Indicated airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH

...........
Establish the required indicated airspeed value.

2. IAS pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
.......
Press the IAS pushbutton and check:
- The IAS pushbutton ON legend (GREEN) comes on.

- A GREEN IAS is annunciated on the ADI.
- The indicated airspeed target is displayed in the lower right corner of the
ADI.
- The indicated airspeed value is displayed, for 5 seconds, on the altitude
1-43
The ADI horizontal command bar receives commands to maintain the indicated airspeed value
reference.
A. Indicated Airspeed Reference Change

The indicated airspeed reference can be changed without disengaging the mode. The change is with the
TCS pushbutton or the Autopilot Controller pitch wheel.
A1. TCS Indicated Airspeed Change

. . . . . . . .AND
. . . . .HOLD
.....
aircraft to reach the required new indicated airspeed.
.........
When the TCS pushbutton is released:

new indicated airspeed.
- The new indicated airspeed value is displayed, for 5 seconds, on the
altitude preselect controller.
When the IAS mode is selected it resets all previously selected vertical modes.
The IAS mode is cancelled by one of the following events:
- Pushing the IAS button on the mode selector.

- Selecting another vertical mode.
- Coupling to the cross-side EFIS using the pilot/copilot switch.
- Selecting reversionary attitude source.
A2. Pitch Wheel Indicated Airspeed Change

3. Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TURN
. . . . . .AND
. . . . .HOLD
.....
Turn and hold the pitch wheel, on the AP controller, in the required direction until
the required new indicated airspeed is reached.
4. Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
.........
When the pitch wheel is released:
- It returns to the center position.

new indicated airspeed.
- The new indicated airspeed value is displayed, for 5 seconds, on the
altitude preselect controller.
1-44
Altitude Hold (ALT) mode

This mode is used to maintain the existing barometric altitude at the moment the mode is selected.
1. ALT pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

.......
Press ALT pushbutton and check:
- The ALT pushbutton ON legend (GREEN) comes on.
The ADI horizontal command bar receives commands to maintain the selected
altitude reference.
NOTE
If the baro setting on the C/M-1 altimeter is changed, a
command is generated to maintain the original altitude
reference.
If the altitude is going to be changed:

. . . . . . . .AND
. . . . .HOLD
.....
aircraft to the required new altitude reference.
While the TCS pushbutton is pressed, the ADI horizontal command bar is
synchronized to zero.
.........
When the TCS pushbutton is released, the ADI horizontal command bar receives
commands to maintain the new altitude reference.
If the aircraft deviates more than 250 ft from the selected altitude reference:
- The ALT annunciator (WHITE), on the C/M-1 instrument panel, comes on.
- The aural altitude alert warning sounds.
The ALT mode is cancelled by any one of the following events:
- Moving the PITCH wheel on the AP controller.

- Pushing the ALT pushbutton.
- Selecting any other vertical mode.
- Coupling the cross-side EFIS with the pilot/copilot button.
- Selecting an alternate attitude source.
Altitude Preselect (ALT SEL) mode

The ALT SEL mode is used in conjunction with another vertical mode to achieve automatic capture, flare,
and level off onto a preselected altitude.
1. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
On the altitude preselected controller adjust the SET knob to display the required
altitude.
1-45
2. ALTSEL pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

.......
Press the ALTSEL pushbutton and check:
- The ALTSEL pushbutton ARM legend (AMBER) comes on.
In the climb or descent to the selected altitude the VS or IAS mode can be selected.
A. VS or IAS selection
3. VS or IAS pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
........
Press VS or IAS pushbutton, as required, and check the ON legend (GREEN), of

the selected pushbutton, comes on.
Continue with step C.
B. VS or IAS not selected

3. VS or IAS pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NOT
. . . . .SELECTED
..........
The AFCS establishes the pitch hold condition to maneuver the aircraft.
Continue with step C.
C. Aircraft Maneuver to Selected Altitude

3. As the aircraft maneuvers to the selected altitude:
- At 1000 ft before reaching the selected altitude, check:
* The ALT Annunciator (WHITE), on C/M-1 instrument panel,

comes on.
- At 250 ft before reaching the selected altitude, check:
* The ALT annunciator, on C/M-1 instrument panel, goes off.

- When the trip point is reached to smoothly attain the selected altitude:
* A GREEN ASL is annunciated (ADI) and flashes for 5

seconds.
* The ALT SEL pushbutton ARM legend goes off.
* The ALTSEL pushbutton CAP legend (GREEN) comes on.
* If selected, the VS or IAS mode is cancelled (ON legend goes
off).
* The ADI horizontal command bar receives commands to level
the aircraft at the selected altitude.
- When the selected altitude is reached:
* The ALTSEL pushbutton CAP (GREEN) legend goes off.

* The AFCS automatically selects the ALT mode (the ALT
pushbutton ON legend (GREEN) comes on).
1-46
The ALT SEL mode is deselected and altitude preselected ARM is automatically reselected
following an altitude SET knob motion or an AP PITCH wheel actuation.
The altitude preselect capture submode is cancelled by any one of the following events:
– Moving the altitude SET knob.
– Moving the PITCH wheel on the AP controller.
– Any other vertical mode selected ON.
– Selecting go-around.
– Selecting the alternate attitude source.
APPROACH (APR) MODE

This mode is used for approaching an ILS (localizer and glide slope) and a VOR in final approach.
ILS APPROACH MODE
This mode is used to intercept, capture and track the front course localizer and glide slope signals.
1. ILS frequency .........................................................................................................SELECT

Tune to the ILS frequency in the selected NAV control unit, identify the station.
2. Course ....................................................................................................................SELECT
In the C/M-1 HSI, select localizer frontal course, using the COURSE selector in the
CHP.
3. Intersect angle........................................................................................................SELECT
In the C/M-1 HSI, select angle of intersection with frontal course, using the
HEADING selector in the CHP.
NOTE
While capturing the glide slope signal from above the 3
degree nominal path, a spurious glide slope capture
may occur due to a wrong glide slope deviation signal.
This spurious capture will order unexpected commands
which may lead, or approach, to stall conditions.
Whenever the pilot notices the pitch movement, or the
spurious glide slope capture, or the trajectory deviation,
he will immediately disconnect the AP, if engaged, to
re-establish a normal attitude and will disengage APR
mode.
4. APR pushbutton .....................................................................................................SELECT

Press APR pushbutton and check:
– The HDG pushbutton ON legend (GREEN) comes on.
– The NAV pushbutton ARM legend (AMBER) comes on.
– The APR pushbutton ARM legend (AMBER) comes on.
– ADI annunciates HDG (GREEN), LOC (WHITE) and GS (WHITE) are shown.
Revision 2 1-47
When the trip point is reached, the AFCS enters the localizer capture condition:
– The HDG pushbutton ON legend (GREEN) goes off.
– HDG (GREEN) annunciator on the ADI goes off.
– The NAV pushbutton ARM legend (AMBER) goes off.
– The NAV pushbutton CAP legend (GREEN) comes on.
– The APR pushbutton ARM legend (AMBER) remains on.
– ADI annunciates LOC (GREEN) and GS (WHITE) are shown.
– LOC annunciation (ADI) flashes for 5 seconds.
The AFCS commands a turn to intercept and track the localizer centerline. When the localizer beam is
captured the AFCS automatically enters the glide slope capture phase. When the glide slope is
captured:
– The APR pushbutton ARM legend (AMBER) goes off.
– The APR pushbutton CAP legend (GREEN) comes on.
– The NAV pushbutton CAP legend (GREEN) remains on.
– On the ADI the LOC annunciation is GREEN and GS annunciation is WHITE.
The AFCS tracks the center of the localizer and glide slope beams. When the decision height is
reached, the decision to land or go-around must be made.
To control the aircraft for flare and touchdown, press the AP DISC pushbutton on the control wheel and
land.
The ILS approach mode is cancelled by any one of the following events:
– Pushing the APR, BC or NAV pushbuttons on the mode selector.
– Selecting go-around.
– Coupling to the cross-side EFIS with pilot/copilot button.
– Selecting the alternate attitude or NAV source on the corresponding display.
– Moving the TURN knob with the AP engaged.
VOR APPROACH MODE
This mode is used to intercept and track a selected VOR for final approach.
1. VOR frequency.......................................................................................................SELECT
Tune the VOR frequency in the selected NAV control unit, identify the station and
check that the C/M-1 HSI navigation flag has disappeared.
2. Course ....................................................................................................................SELECT
Select course to follow in the C/M-1 HSI using the COURSE selector in the CHP.
3. Intersect angle........................................................................................................SELECT
Select angle of intersect with the VOR radial in the C/M-1 HSI, using the HEADING
selector in the CHP.
1-48 Revision 2
4. APR pushbutton .....................................................................................................SELECT

Press APR pushbutton and check:
– The HDG pushbutton ON legend (GREEN) comes on.
– The APR pushbutton ARM legend (AMBER) comes on.
The roll angle is limited to 25º. If the BANK LIMIT pushbutton is pressed in the AP controller,
the LOW legend of the pushbutton comes on. The roll angle is now decreased to 15º.
When the trip point is reached, the AFCS enters the selected VOR beam capture condition:
– The HDG pushbutton ON legend goes off.
– The BANK LIMIT pushbutton LOW legend goes off, if selected.
– The APR pushbutton ARM legend goes off.
– The APR pushbutton CAP legend (GREEN) comes on.
The AFCS commands a turn to intercept and then to track the selected VOR radial for the final
approach.
NOTE
With the aircraft tracking the selected radial, the roll
angle is limited to 10º.
GO-AROUND (GA) MODE

The GA mode is used to transition from a final approach to a climb out condition for a missed approach
procedure.
1. GA button ................................................................................................................ PRESS

Press GA button in one of the grips of the control wheel and check:
– The GA annunciators come on on the C/Ms instrument panels.
– All other FD selected modes are cancelled.
– If engaged, the AP is disengaged.
– The yaw damper remains engaged.
– The ADI vertical command bar receives a heading hold command.
– The ADI horizontal command bar receives a 8° pitch up attitude command.
The GA mode is disengaged by:
– Selecting another pitch mode, or
– Selecting TCS, or
– Engaging the AP.
Revision 2 1-49
1-50
ELECTRICAL SYSTEM
INTRODUCTION
The Electrical system generates, controls, and distributes the DC and the AC power supplies required for
the operation of the various systems of the aircraft.
The DC is provided by two starter-generators and three batteries. The main source of power supplies are
the two generators (each driven by its respective engine) and the secondary source of power is from the
batteries.
On ground, all the systems can be supplied with electric power through an external source of DC
connected to the aircraft.
The distribution of the power generated for the various systems is through the current bus-bars.
ALTERNATING CURRENT GENERATION

The AC Generating system is shown in Figure 1-22.
The alternating current is generated by three inverters which give outputs of both 115 VAC and 26 VAC at
a frequency of 400 Hz.
In normal operation the inverters 1 and 2 are used, which take the power from the primary or auxiliary
bus-bar, each being connected by its respective inverter switch located in the overhead panel.
Each inverter has incorporated an overload protection circuit which, when enabled, switch on the
respective INVERTER light in the warning panel and disconnects the inverter. In this condition, the
stand-by inverter can take the place of the failed one through the auxiliary inverter control switch and the
bus-bar selector located in the overhead panel.
The voltage of either the 115 VAC 1 or the 115 VAC 2 bus-bar can be displayed in the cockpit by a
voltmeter located on the central instrument panel. Selection for display is by a 115 VAC BUS 1/BUS 2
selector switch, below the voltmeter.
Distribution
The electrical system uses the bus-bars for distributing power to the various systems and equipment.
The bus-bars are as follows:
- 115 V No. 1 (115 VAC 1).

- 115 V No. 2 (115 VAC 2).
- 26 V No. 1 (26 VAC 1).
- 26 V No. 2 (26 VAC 2).
1-51
30-D-242000-C-0117B-00001-M-01-1IÉò
Figure 1-22 AC generation and Distribution system
1-52

The controls and indicators for the system are shown in Figure 1-23.
(1) INVERTER switches:
The three inverter control switches, No. 1, No. 2 and AUX INV control, independently control
the respective inverter. Each inverter produces 26V AC 400Hz and 115V AC 400 Hz.
- Inverter No. 1 supplies the BUS 26 VAC 1 and 115 VAC 1.

- Inverter No. 2 supplies the BUS 26 VAC 2 and 115 VAC 2.
- The Auxiliary Inverter is a standby inverter whose AC outputs can be connected to
either No. 1 or No. 2 AC busses.
When an inverter is switched on the ac outputs are connected to the associated ac busses and
the associated warning light is enabled. If an inverter failure occurs the ac outputs are
disconnected from the ac busses and the associated warning light comes on. When the failed
inverter is switched off, the associated warning light goes off.
(2) AC BUS SEL switch:
The AUX INV AC BUS SEL switch is used to connect the auxiliary inverter AC outputs to the
AC busses of the failed inverter No. 1 or No. 2.
(3) AC Voltmeter:
The AC voltmeter is calibrated from zero to 150 V AC. The meter shows the AC voltage on the
selected 115 V AC 400 Hz bus.
(4) V SEL 115 VAC selector:
Selects the 115V AC 400 Hz BUS 1 or BUS 2 to be shown in the AC voltmeter.

(5) INVERTERS warning lights (red):
Each inverter warning light, INVERTER NO. 1, INVERTER NO. 2 and AUX INVERTER is
enabled when the associated inverter is switched on. A warning light comes on for an
associated inverter failure. The warning light goes off when the failed inverter is switched
off.
1-53
30-D-242000-C-0117B-00002-M-01-1IÉò
Figure 1-23 AC generation and Distribution system - Controls and indicators
1-54
DIRECT CURRENT GENERATION

The DC Generation and Distribution system architerture is shown in Figure 1-24.
Two starter-generators, one installed on each propeller gearbox, supply the power required for the
bus-bars through the MASTER SWITCH and their respective generator switch located on the overhead
panel. Each starter-generator has two functions; first it is used as the engine starter motor engine, using
power supply from the batteries or from an external source, and then, when the engines are operating, it
generates current for a maximum of 300 A, 28 VDC.
The power output from each generator is controlled by a Generator Control Unit (GCU) which performs
the following functions:
- Regulation of the voltage output.

It adjusts the voltage output to a previously set value, in order to compensate the changes in
the engine speed and the load variations in the bus-bars.
- Control of the connection of the generator to the bus-bars.
It controls the connection of the generator to the bus-bars, in order to protect the generator
from any reverse current.
- Protection from voltage surges.
It disconnects the generator from its bus-bar when an under-voltage or over-voltage occurs.
- Protection from grounding failures.
It disconnects the generator from its bus-bar during starting and in the event of a grounding
failure.
The protection from voltage surge and grounding failures can be simulated by the generator test
switches in the overhead panel.
Also, the line connecting the generator to its bus-bar is protected by an overload sensor which
disconnects the line in case of an excess current or surge.
If any of the protection is enabled, the respective generator is disconnected from its bus-bar, and the
correseponding GENERATOR LEFT/RIGHT warning annunciator comes on.
The current output indication for each generator is displayed in the cockpit by two ammeters located in
the central instrument panel.
The voltage is shown on a voltmeter in the central instrument panel, and controlled through a DC voltage
selector located below the voltmeter.
Three Nickel-Cadmium batteries are installed. Two 24 V-40 Amp/h for the primary use, and a 24 V-7
Amp/h for auxiliary use. These provide (in case of no external GPU source available) supply power for
the systems on the ground and the required power in order to start the engines.
The batteries, located in the LH main landing gear fairing are connected to bus-bars (Battery No.1 to the
essential bus-bar No. 2, Battery No. 2 to the starting bus-bar, and Battery No. 3 to the auxiliary bus-bar)
through the MASTER SWITCH and its respective battery switch, located in the overhead panel.
The main batteries can be connected, in order to energize the starting bus-bar, in parallel or in series, by
means of a SERies/PaRaLlel connecting switch located in the overhead panel.
NOTE
Starting using batteries in series is recommended for
the first starting of each day only, and/or when the
engine oil temperature is below 5°C.
1-55
The auxiliary battery function is to supply a constant voltage current to the temperature and starting
indication system, connected to the auxiliary bus-bar, which are critical during the starting cycle. The
constant voltage is protected by a power diode which connects together the auxiliary and the essential
No. 2 bus-bars. This diode prevents the auxiliary battery being connected to the essential bus-bar when
its voltage is lower than the auxiliary bus-bar, as a result from its discharge during starting.
The connections between the batteries and the bus-bars are protected by fuses in the case of a circuit
overload or electric leakage in any of them.
Each battery is fitted with a temperature probe which switches on the respective BAT TEMP light in the
warning panel when the battery temperature reaches 54ºC. If a battery reaches 66ºC, then the BATTERY
OVERTEMP light comes on in the warning panel.
In normal operation, the batteries are charged by the generators.
Ground Power Unit

The direct current necessary for the engine start and for the system operation on ground can be supplied
by an external source (GPU), which is connected in the main landing gear LH fairing.
A GPU switch, on the overhead panel, is selected to the GPU position, to connect the GPU power to the
system.
Disconnection of the batteries from the bus-bar is automatically done when the GPU is operating.
Distribution
The electrical system uses the bus-bars for distributing power to the various systems and equipment.
The bus-bars are as follows:
- Essential No. 1.
- Essential No. 2.
- Primary or auxiliary.
- Secondary.
- Starting.
All of the DC bus-bars are connected together by fuses or switches to assure a common voltage in all DC
busses.
The two essential bus-bars are connected together by fuses for protection in case of overload in one of
them.
The essential bus-bar No. 2 and the secondary bus-bar are connected together by a BUS TIED switch, in
the overhead panel.
The essential bus-bar No. 2 is connected to the auxiliary bus-bar through a power diode to prevent
current flow from the auxiliary bus-bar to the essential bus-bar.
The starting bus-bar has the capability of supplying 24 VDC or 48 VDC for starting the engines. This is
done by a series or parallel connection of the batteries. This connection is controlled through the
SERies/PaRaLlel connection switch located in the overhead panel, it also controls the direct connection
of the starting bus-bar to the essential bus-bar No. 2.
1-56
30-D-243000-C-0117B-00001-M-01-1IÉò
Figure 1-24 DC generation and Distribution system
1-57

The Controls and Indicators for the system are shown in Figure 1-25.
(1) MASTER SWITCH:
The two position MASTER SWITCH OFF/ON is located on the overhead panel lower central
section. If ON batteries and generators can be connected to their related bus-bars. If OFF, all
of them are disconnected.
(2) BAT NO. 1, 2, 3 switches:
The BAT NO. 1, 2, 3 switches labeled ON/OFF.
- BAT No. 1 switch connects battery No. 1 to the essential bus.

- BAT No. 2 switch connects battery No. 2 to the start bus.
- BAT No. 3 switch connects the auxiliary battery to the primary/auxiliary bus.
When the DC generators are on, the connected batteries are being charged.
(3) SERIE-PARALLEL switch:
The SERIE-PARALLEL switch has two positions, 24 VDC (parallel) and 48 VDC (series). This
switch is used if the batteries are to be used to start the engines. The 24 VDC or 48 VDC
position can be selected. The 48 VDC position should be used if the oil temperature is less than
5°C, or it is the first start of the day. The batteries should not be used to start the engines if the
outside temperature is less than -10°C.
When the 48 V position is selected the batteries are connected in series to the start bus, this
happens automatically during engine start at 0% RPM and remains in series until 60% RPM.
The batteries then automatically go back to normal (parallel).
(4) BUS TIED switch:
The BUS TIED switch has two positions: NORMAL and EMERG. In the NORMAL position the
secondary bus is connected to the essential bus. Under emergency conditions, the C/M's can
select the EMERG position to disconnect the essential bus from the secondary bus.
(5) LEFT/RIGHT GEN. switches:
Each generator, LEFT GEN. and RIGHT GEN., has a RESET/OFF/ON generator control
switch:
- The ON position switches on the associated generator and switches off the
associated generator warning light. The generator DC output is connected to the
essential bus.
- The RESET position is used before a generator is started to establish the generator
operating conditions.
(6) RADIO MASTER SWITCH:
The RADIO MASTER SWITCH controls the secondary and essential bus connections to the
radio secondary and radio essential busses, respectively.
(7) GPU switch:
The GPU switch is a two-position switch, GPU and OFF. In the GPU position (with the EXT
POWER light on), the GPU power is connected to the essential bus and the batteries are
disconnected.
1-58
(8) EXT. POWER light (green):
The EXT. POWER light comes on when a GPU is connected to the aircraft.
(9) GENERATOR LEFT/RIGHT lights (red):
The respective warning light comes on when the associated generator is off.
(10) DC ammeters:
The DC ammeters are calibrated from zero to 350 Amps. The ammeters show the current from
the LH and RH generators.
(11) DC voltmeter:
The DC voltmeter is calibrated from zero to 35 VDC. The voltmeter shows the voltage selected
with the DC voltage selector.
(12) V SEL 28 VDC selector:
The DC voltage selector has three positions, L GEN, ESS BUS and R GEN. The selected
position connects the DC voltage of, the LH generator or, essential bus or, the RH generator, to
the DC voltmeter.
(13) L/R GEN TEST switches:
The L and R GEN TEST switches simulate an overvoltage, OVER VOLT position, or a ground
fault, FAULT position. When either are simulated the respective generator is disconnected
fromthe DC bus-bar and the corresponding GEN warning annunciator comes on.
(14) GND OPERATION GEN TO SEC BUS switches:
There are two GND OPERATION GEN TO SEC BUS switches: L and R. In the event of a
generator output overload, during a ground engine start, the generator output is connected to
the essential bus-bar No. 1. The generator can only be reconnected to the secondary bus-bar
by operating the respective GND OPERATION GEN TO SEC BUS switch.
(15) BAT NO. 1 or 2 TEMP lights (amber):
The BAT NO. 1 TEMP or BAT NO. 2 TEMP caution lights come on when the respective battery
(battery number 1 or battery number 2) temperature reaches 54ºC.
(16) BAT NO. 3 TEMP light (amber):
The BAT NO. 3 TEMP caution light comes on when the auxiliary battery temperature reaches
54ºC.
(17) BATTERY OVERTEMP light (red):
The BATTERY OVERTEMP warning light comes on when the temperature of one battery
reaches 66ºC. The associated BAT NO. # TEMP light will also be on, and the overtemperature
battery must be disconnected.
1-59
30-D-243000-C-0117B-00002-M-01-1IÉò
Figure 1-25 (Sheet 1 of 2) DC generation and Distribution system - Controls and indicators
1-60
30-D-243000-C-0117B-00003-M-01-1IÉò
Figure 1-25 (Sheet 2 of 2) DC generation and Distribution system - Controls and indicators
1-61
1-62
EMERGENCY EQUIPMENT
EMERGENCY EQUIPMENT
Emergency equipment covers the equipment and systems which are essential for crew safety during and
after an emergency operation. This includes portable emergency equipment, portable fire extinguishers,
oxygen system and emergency exits.
The main components of the system are as follows:
- One portable BCF fire extinguisher, installed on the cockpit bulkhead.

- One portable spotlight, installed on the cockpit bulkhead.
- One portable water-filled fire extinguisher, installed on the aft RH cabin.
- One first aid kit, installed on the cockpit bulkhead.
- One axe, installed on the RH cockpit wall.
- Two smoke masks, installed on the cockpit consoles.
- Two pairs of anti-smoke glasses.
- Lifejackets.
1-63
30-D-256000-C-0117B-00001-M-01-1IÉò
Figure 1-26 Emergency equipment
1-64
PORTABLE EXTINGUISHERS
In order to operate fire protection equipment inside the aircraft, two fire extinguishers are located in the
cockpit (on the bulkhead behind the C/M-2 post), and in the rear section of cabin (next to the emergency
exit door) respectively.
The fire extinguisher in the cockpit is filled with Bromo-chlor-di-fluor-methane (BCF). This fire
extinguisher is used preferably on class B (flammable liquids) and class C (electrical) fires, but it can
also be used if required on ordinary fires. Nevertheless, it cannot be used on class D (metallic) fires.
The fire extinguisher in the cabin is filled with water. This fire extinguisher is used on class A (ordinary)
fires and cannot be used on class C (electrical) fires.
Each fire extinguisher is fastened to the wall by means of a flange with a quick-release fastener. These
fire extinguishers are operated by means of a trigger on their handle allowing them to be operated with
only one hand.

(1) Operation lever:
When pressed against the handle, allows the extinguishant to exit through the nozzle.
(2) Safety Ring:
Has to be removed to operate the extinguisher.
(3) Handle:
For holding the bottle.
(4) Instructions table
(5) Pressure Gauge:
Indicates current pressure in the bottle.
(6) Discharge Nozzle:
Allows the extinguishant to expand.
1-65
30-D-256025-C-0117B-00001-M-01-1IÉò
Figure 1-27 Portable extinguishers - Controls and indicators
1-66
OXYGEN SYSTEM
The oxygen system is comprised of two different installations: a fixed installation for supplying oxygen to
the flight crew, and a portable installation to be used in emergencies.
FIXED OXYGEN SYSTEM

One high pressure oxygen bottle, fitted with a regulator and permanently installed, provides oxygen for
the flight crew via three outlets located in the cockpit walls (one behind the C/M-1 on the cockpit
bulkhead, a second above the front of the C/M-1 console, and a third above the front of the C/M-2
console). There are also three oxygen outlets in the cabin.
They are controlled via oxygen levers located on the LH console, and they supply oxygen only to those
masks which are connected to the outlets. The left lever controls the cockpit outlets and the right lever
controls the cabin outlets. A green light located on the C/M-1 console indicates that the pressure of the
supply to the cabin is appropriate.
The pressure in the cylinder must be between 200 psig minimum and 1850 psi maximum. This
information is provided to crew members by a pressure gauge installed on the C/M-1 console. If the
cylinder pressure suddenly increases due to an increase in temperature, a safety mechanism in the
cylinder comprising of a rupture disk will cause the disk to break and discharge oxygen to the outside
through a discharge indicator located on the exterior of the LH fuselage. The oxygen discharged through
this indicator will break a green plate, and the indicator will then display red, therefore indicating that the
cylinder is empty. The cylinder is refilled through the charging valve located on the side of the discharge
indicator.
Hanging on the wall next to each crew member is an easily accessible oxygen mask operated on demand
with an integrated microphone. Furthermore, each mask is fitted with a dilution regulator with a
two-position lever, labeled NORMAL and 100% OXY.
System endurance depends on the number of masks connected and the positions selected on the
control lever on each mask.
30-D-256010-C-0117B-00001-M-01-1IÉò
Figure 1-28 Oxygen endurance
1-67
30-D-256010-C-0117B-00002-M-01-1IÉò
Figure 1-29 Fixed oxygen system installation
1-68

(1) Oxygen outlet:
For connecting the mask to the system.
(2) MAIN OXYGEN VALVE lever:
· ON: enables the supply of oxygen to the flight crew via the outlets.
(3) CABIN OXYGEN VALVE lever:
· ON: enables the supply of oxygen to the cabin crew via the outlets.
(4) Cabin oxygen supply light (green):
· ON: indicates that the pressure of the oxygen supply to the cabin is appropriate.
(5) Oxygen supply pressure indicator:
Indicates the pressure of the oxygen bottle.
(6) Flow indicator:
Indicates to the user, by changing its color from red to green, that a sufficient flow of oxygen/air
is being delivered by the system.
(7) Oxygen control lever:
· NORMAL: mask supplies a mixture of oxygen and air from the cabin.
· 100% OXY: mask supplies pure oxygen.
(8) Oxygen connector:
For connecting the mask to the oxygen outlet.
(9) Audio connector:
Establishes the microphone connection.
1-69
30-D-256010-C-0117B-00003-M-01-1IÉò
Figure 1-30 Fixed oxygen system - Controls and indicators
1-70
PORTABLE OXYGEN SYSTEM

The purpose of the portable oxygen system is to provide the crew with an emergency supply of oxygen
when required.
The portable installation includes two high-pressure oxygen cylinders, located behind the pilot and the
co-pilot respectively. A box placed next to each cylinder contains a single oxygen mask.
Each cylinder is fitted with a two-position (ON, OFF) regulator valve adjusted for the service pressure (70
psi) and a pressure gauge to indicate bottle pressure. Each bottle has two outlets for connecting two
oxygen masks.

(1) Closure valve:
For opening or closing the oxygen supply.
(2) Connector outlets:
For connecting two masks to the oxygen supply.
(3) Mask box:
Contains a single oxygen mask.
(4) Instructions table
(5) Strap:
For carrying the oxygen bottle.
(6) Flow indicator:
Indicates to the user, by changing its color from red to green, that a sufficient flow of oxygen/air
is being delivered by the system.
(7) Connector:
For connecting the mask to the connector outlet.
1-71
30-D-256015-C-0117B-00001-M-01-1IÉò
Figure 1-31 Portable oxygen system - Controls and indicators
1-72
FIRE PROTECTION
INTRODUCTION
The function of the Fire Protection system is to detect and solve any fire or overheating that may occur in
the area of the aircraft engines and leading edges.
The Fire Protection system architecture is shown in Figure 1-32 and Figure 1-33.
The Fire Protection system has the following sub-systems:
- Detection:
· Detection of overheating or fire in the engine.

· Detection of wing leading edge overheat.
- Extinction:
· Engine fire extinguishing.
1-73
30-D-260000-C-0117B-00001-M-01-1IÉò
Figure 1-32 Engine fire protection system (First discharge)
1-74
30-D-260000-C-0117B-00002-M-01-1IÉò
Figure 1-33 Engine fire protection system (Second discharge)
1-75
DETECTION OF OVERHEATING OR FIRE IN THE

ENGINE
The function of the system is to detect any overheating or fire that may occur in the areas around the
engines.
The components of the system are:
- Two Fire Detectors.

- Two Control Units.
The function of the Fire Detectors is to detect that an overheating or fire situation has occurred and to
enable the warning circuits.
The Fire Detector is installed around the engine forward of the fire wall. One is installed around each
engine.
The function of the Control Unit is to control the operation of the warning annunciators of the system. One
control unit is installed for each of the Fire Detectors.
The Control Units are installed in the electrical racks.
OPERATION
The operation of the system is shown in Figure 1-32 and Figure 1-33.
The resistance of the Overtemperature Sensors change with a change of the temperature around them.
As the temperature increases the resistance decreases. The output from the loop is monitored in the
control unit and at a given value the control unit enables the warning lights and annunciators. A "Master"
and "Fire Bell" audio warning is given in the cockpit.

(1) Engine FIRE lights (red):
The engine fire lights are located in the glareshield. Each comes on whenever its associated
engine shows conditions of fire or overheating.
30-D-261100-C-0117B-00001-M-01-1IÁÔ
Figure 1-34 Overheating or fire in the engine - Controls and indicators
1-76
DETECTION OF WING LEADING EDGE OVERHEATING

The function of the Detection of Wing Leading Edge Overheating is to detect overheating of the wing
leading edge due to a leak of hot engine-bleed-air.
The primary component of the system are the two leading edge temperature sensors.
OPERATION
The temperature sensors installed in the leading edge of the wings measure the temperature on the
leading edges. When an overtemperature occurs a signal is sent by the sensors and the corresponding
WING HOT light comes on. A supply is also sent to close automatically the bleed air valve of the
applicable engine-bleed-air system. A "master" audio warning is given in the cockpit.

(1) LEFT/RIGHT WING HOT light (amber):
They come on whenever the associated wing has been overheated by the engine bleed air.
30-D-261300-C-0117B-00001-M-01-1IÉò
Figure 1-35 Wing leading edge overheating - Controls and indicators
1-77
ENGINE FIRE EXTINGUISHING

The function of the Engine Fire Extinguishing is to extinguish any fire that may occur in the area of the
engine forward to the firewall.
The primary components of the system are two Fire Extinguisher bottles. The system also uses two
shuttle valves and a system of diffusers in the engine bays.
The function of the Fire Extinguisher bottles is to store the extinguishing agent and to cause it to be
discharged when required.
Each bottle has two explosive cartridges installed in the outlet if the bottle, each one being enabled
through its associated discharge pushbutton, located in the glareshield. When the pushbutton is
pressed, the cartridge is fired and it breaks a diaphragm and atomizes the fire extinguishing liquid, under
pressure, on the engine affected. When the diaphragm is ruptured, a spindle closes a circuit enabling the
associated light located in the glareshield indicating empty fire extinguisher.
One cartridge will cause the bottle to be discharged in the RH engine bay, the other will cause discharge
into the LH engine bay.
A GREEN disc shows the bottle is charged and a RED indication shows the bottle is discharged due to an
overpressurization. The indicators can be seen externally to the aircraft.
There is a crossfeed pipe which, by means of the shuttle valves, prevents the extinguishing agent from
being discharged, in the right sequence, into the wrong engine bay.
The bottles are installed in the engine nacelle behind the firewall in the center wing section of the
aircraft.
OPERATION
The operation of the system is shown in Figure 1-32 and Figure 1-33.
NOTE
The operation given here is for the LEFT engine. The
operation for the RIGHT engine is identical except the
RH lights, annunciators and pushbuttons are used.
When a fire occurs the engine FIRE light is shown.
After stopping the engine, the pilot proceeds to make the extinguishing, the pilot pushes the
DISCHARGE No. 1 pushbutton and a signal is sent to detonate the LEFT cartridge on the LEFT bottle.
The bottle discharges its extinguishing agent through the shuttle valve and diffusers into the LH engine
area. The shuttle valve is forced into a position to stop the extinguishing agent from going to the RIGHT
bottle. As the fire is extinguished the temperature being monitored by the control panel reduces and, at a
given value, the electrical signal disappears and the lights will go off. If the fire is not extinguished the
warnings will remain on and the DISCHARGE No. 2 pushbutton must be pushed. In the second
discharge, it is used the bottle of the opposite engine through the crossfeed pipe and the shuttle valve.
The same actions take place. The shuttle valve is forced in the opposite direction and prevents the
extinguishing agent from entering the, now unpressurized, LEFT bottle.
As a bottle is discharged the transition of the extinguishing agent through the shuttle valve causes a
switch in the bottle to be made and this gives a ground to the applicable EXT'R EMPTY light which comes
on.
1-78

(1) Engine FIRE lights (red):
Each light comes on whenever its associated engine shows conditions of fire or
overheating.
(2) DISCHARGE No. 1 and DISCHARGE No. 2 pushbuttons (LEFT/RIGHT ENGINE FIRE):
The four discharge pushbuttons are protected under guard. When pushed, the pushbutton
fires its associated cartridge installed in one of the outlets of the fire extinguisher bottles.
(3) EXT'R EMPTY light (amber):
The function of these lights is to indicate to the crew that the applicable extinguisher bottle has
been used and it is empty.
(4) ENGINE FIRE L/R test switch:
This switch is spring-loaded to its center position. Its function is to enable the control unit to do
a test of the system. If the system is operative, the associated engine FIRE light comes on.
1-79
30-D-262100-C-0117B-00001-M-01-1IÉò
Figure 1-36 Engine Fire Protection - Controls and Indicators
1-80
FLIGHT CONTROLS
FLIGHT CONTROLS
The maneuverability of the aircraft about its three flight axes is controlled using its primary flight controls
which operate on:
- Ailerons.
- Elevator.
- Rudder.
Secondary control is provided by means of flaps.
The primary control surfaces are mechanically operated, and the flaps are mechanically selected and
hydraulically driven.
In order to prevent abrupt control surface movements on the ground due to wind gusts, the primary
controls can be blocked in the neutral position by means of a gust-lock system.
30-D-270000-C-0117B-00001-M-01-1IÉò
Figure 1-37 Control surfaces
1-81
ROLL CONTROL
Roll is controlled by means of two control wheels which transmit their movement via cables and rods to
the ailerons.
Motion is transmitted to the ailerons using cables and bars, by means of two yokes, for C/M-1 and C/M-2.
Yokes are mechanically interconnected with rods and a synchronization bar, producing a duplicated
cable simple that ends at both aileron drive shafts using several pulleys. This duplicity allows pilots to
have roll control if the opposite set of cables fails.
To trim the controls, the LH aileron incorporates a mechanically operated trim-tab on its trailing edge,
operated using the aileron trim wheel at the rear of the pedestal. The trim value is set by turning the
elevator trim wheels until the desired position is indicated on the scale.
During operations with the AP, the ailerons are actuated by a servomotor which receives signals from the
AP computer.
1-82
30-D-271000-C-0117B-00001-M-01-1IÉò
Figure 1-38 Roll control system
1-83

(1) Yoke:
Yokes are fitted on top of the control columns and mechanically control aileron motion. An
interconnection rod located under the cockpit floor enables synchronized operation of both
ailerons from either yoke.
(2) Aileron trim indicator:
Indicates the trim adjustment value on a scale.
(3) Aileron trim wheel:
For operating the LH aileron trim tab in order to trim the control surface.
1-84
30-D-271000-C-0117B-00002-M-01-1IÉò
Figure 1-39 Roll control system - Controls and indicators
1-85
YAW CONTROL
Yaw is controlled by means of two interconnected foot pedal assemblies. The pedals transmit their
movement via cables and rods to the rudder. This rudder is articulated on the vertical stabilizer.
In order to decrease the forces transmitted to the pedals, the upper trailing edge of the rudder
incorporates a servo-tab which is mechanically actuated by the deflection of the rudder itself.
On the lower trailing edge of the rudder, there is a mechanically operated trim tab controlled by the rudder
trim wheel, located on top of the pedestal. The trim value is set by turning the rudder trim wheel until the
desired position is indicated on the scale.
The position of the foot pedals with respect to the pilot can be adjusted using the pedal adjustment
control located on the centerline of each foot pedal assembly.
During operations with the AP, the rudder is actuated by a servomotor which receives signals from the
AP computer.
1-86
30-D-272000-C-0117B-00001-M-01-1IÉò
Figure 1-40 Yaw control system
1-87

(1) Rudder trim indicator:
Indicates the rudder trim adjustment value on a scale.
(2) Rudder trim wheel:
For operating on the rudder trim tab in order to trim the control surface.
(3) Pedal assembly:
For controlling rudder movement.
(4) Pedal adjustment control:
For adjusting the distance between the foot pedal assembly and the pilot seat.
1-88
30-D-272000-C-0117B-00002-M-01-1IÉò
Figure 1-41 Yaw control system - Controls and indicators
1-89
PITCH CONTROL
Pitch is controlled with two elevators, each mounted on their corresponding horizontal stabilizer.
Motion is transmitted to the elevators by means of cables, bars and two control columns. These columns
are mechanically interconnected through rods and a synchronization bar, allowing synchronized
movement of both elevators by either pilot, activating a duplicated cable system. The left cable system
runs from the left column to the left elevator and the right cable system runs from the right column to the
right elevator. This duplicity enables any pilot to have pitch control if the opposite set of cable fails.
In order to decrease the forces transmitted to the control columns, each elevator surface incorporates on
its trailing edge a mechanical servo-tab actuated by the deflection of the surface itself.
In order to trim the control correctly, each surface incorporates a mechanically actuated trim tab
controlled by the two elevator trim wheels, located on each side of pedestal. The trim value is set by
turning the elevator trim wheels until the desired position is indicated on the scale.
During operations with the AP, the elevators and their trim tabs are actuated by their respective
servomotors which receive signals from the AP computer.
1-90
30-D-273000-C-0117B-00001-M-01-1IÉò
Figure 1-42 Pitch control system
1-91

(1) PITCH TRIM switch:
The PITCH TRIM switch on the C/M-1 control wheel, is a three-position switch biased to the
center position.
• Pushed in and up: actuates the elevator trim tab to trim the aircraft in the nose-down
direction.
• Pushed in and down: actuates the elevator trim tab to trim the aircraft in the nose-up
direction.
(2) Control column:
Two control columns, one for each pilot, are located in the cockpit to mechanically control
elevator motion.
Control columns are fitted over fixed levers and articulated on a common rod allowing
synchronized displacement.
(3) Elevator trim wheels:
For operating the elevator trim tabs jointly in order to trim the control surface.
(4) Elevator trim indicator:
Indicates the elevator trim adjustment value on the scale.
(5) Pitch TRIM indicator:
The pitch TRIM indicator shows an out-of-trim condition by displaying UP or DN to the left of
the TRIM indicator, when a sustained signal is being applied to the pitch servo. The UP
or DN must be off before engaging the AP.
(6) TRIM FAIL pushbutton (white):
pushing.
Both TRIM FAIL pushbuttons come on when the pitch prim tab is displaced to its limit and
additional trim is required or when the pitch trim tab is disengaged due to a system failure.
1-92 Revision 2
30-D-273000-C-0117B-00002-M-01-1IÉò
Figure 1-43 (Sheet 1 of 2) Pitch control system - Controls and indicators
1-93
30-D-273000-C-0117B-00003-M-01-1IÉò
Figure 1-43 (Sheet 2 of 2) Pitch control system - Controls and indicators
1-94
FLAPS SYSTEM
The aircraft wings are equipped with four symmetrical flaps. The extension or retraction of the flaps is
selected mechanically by means of the flaps lever which actuates the selector valve. This valve, in
accordance with the position selected, supplies hydraulic pressure towards the upper or lower part of the
actuator, and this actuator, using rods and bell-crank levers, retracts or extends the flaps. The system is
protected against sudden increases in hydraulic pressure by a pressure-limiting valve and is protected
against overtemperature by a thermal relief valve.
The flap deflection angle is displayed in the cockpit on a flaps position indicator, located on the central
instrument panel. It receives its signal from a sensor and position transmitter located in the LH wing.
Flaps should fully extend or retract within 15 seconds.
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30-D-275000-C-0117B-00001-M-01-1IÉò
Figure 1-44 Flaps system
1-96

(1) Flaps position indicator:
Displays the degree of extension applied to the flaps, expressed as a percentage of the full
extension, which corresponds to 40º. The scale markings on the dial are given in increments of
20%. The markings associated to different deflection angles are:
- 0% is labeled CR (cruising)
- 25% is labeled TO (takeoff)
- 37.5% is labeled APP (approach)
- 100% is labeled LDG (landing)
(2) Flaps lever:
· UP: supplies hydraulic pressure to the upper side of the actuator.

· NORMAL: closes all hydraulic fluid passages so that the actuator is not supplied with hydraulic
pressure on either side.
· DOWN: supplies hydraulic pressure to the lower side of the actuator.
1-97
30-D-275000-C-0117B-00002-M-01-1IÉò
Figure 1-45 Flaps system - Controls and indicators
1-98
GUST LOCK
This system has the function of locking the primary controls in order to prevent abrupt movements on the
ground due to wind gusts. The controls are locked by mechanisms that lock the connecting rods in their
center position. These mechanisms are mechanically operated by means of a gust lock lever located on
the pedestal.

(1) Gust lock lever:
To operate this lever, all of the primary controls must be set to their center position. Then to
lock, the lever is raised, engaging the locks in their housings. Unlocking is performed by first
pulling out the lever in order to release its retaining latch, and then by lowering it down forward
again to its rest position.
30-D-277000-C-0117B-00001-M-01-1IÉò
Figure 1-46 Gust lock
1-99
1-100
FUEL SYSTEM
INTRODUCTION
The aircraft fuel system stores the fuel and supplies it to the engines at the required flow and
pressure.
The aircraft fuel system includes:
- the tanks.
- the fuel transfer.
- the fuel distribution.
- the fuel quantity indication.
Two separate and identical subsystems, one in each wing, supply fuel for its respective engine through a
mechanically operated shutoff valve located behind the firewall and an electrically operated valve
located in front of the firewall. The fuel is normally supplied to each engine from its respective subsystem.
A cross-feed pipe allows feeding fuel to both engines from either subsystem.
The fuel is contained in six tanks, each subsystem has two wing tanks (designated as outboard and
inboard) which are integrated in their respective outboard wing and one underwing tank (see Figure
1-47). Submerged pumps in each subsystem (in each inboard tank) supply fuel under pressure for the
respective engines. A ventilation system prevents pressure differentials between tanks and the
exterior.
Fuel quantity is shown on indicators in the cockpit.
1-101
FUEL TANKS
The wing fuel tanks of each subsystem are located in each outboard wing, and are integrated in the wing
between the front and rear spars. The installations within each wing (subsystem) include one outboard
tank and one inboard tank (see Figure 1-47) and inside the latter there is installed a semisealed
collector box. The inboard tanks are provided with holed bulkheads in order to prevent fuel slashings.
An underwing fuel tank, fitted to a wing mounted pylon under each wing, permits to increase flight
duration. Each tank is a cylindrical container with interior splash bulkheads which have flanged holes to
allow the passage of fuel.
The fuel tank capacities are:
Usable fuel Maximum weight

FUEL TANK
Liters U.S. Gallons kg lb
Inboard 720 190 560 1236
Right wing Outboard 300 79 233 515
Underwing 498 132 389 855
Inboard 720 190 560 1236
Left wing Outboard 300 79 233 515
Underwing 498 132 389 855
TOTAL 3036 802 2364 5212
Values quoted in the chart are gravity refueling values. Fuel weight are based on a value of 6.5
lb/U.S.Gallons of JP-4 fuel at a temperature of 25ºC.
Each subsystem has a ventilation system which allows the entrance of air in order to replace fuel at the
same time as it is transferred or used (in all operation phases on ground or in flight).
The ventilation through each subsystem includes one fiberglass tank located on top of the inboard tank
which is ventilated through a vent outlet located under the wing. The tank is connected to a vent pipe
extending throughout the tanks installation (see Figure 1-47). The pipe is shut in one end and is
provided with four float valves, one for each float valve attached to the pipe (two in each inboard tank and
two in each outboard tank). The float valves are shut or open in accordance with the fuel level but
allowing the entrance of outside air to replace the fuel consumed.
Each underwing tank is connected through a ventilation pipe with the corresponding outboard tank.
Overpressure within the wing tanks of each subsystem is controlled using a safety valve located in the
vent tank and a safety valve (relief valve) located in the inboard tank, under the wing. In case of
overpressure, the safety valve in the vent tank opens and the air/fumes/fuel is expelled out through the
vent outlet. In case the safety valve fails and the pressure differential exceeds a predetermined value,
then the safety valve (relief valve) located within the tank opens and expels the fuel to the exterior.
Each tank is fitted with a drain valve under the tank. The fuel contamination inspections and sampling are
done by pushing a container into the drain valve. The valve closes automatically when the container is
removed. For tank dumping, the drain valve must be pushed fully by using a special drain adaptor which
is to be turned by 90º. In this position, the valve remains fully open and is maintained in this position by
the use of the drain adaptor.
1-102
30-D-281000-C-0117B-00001-M-01-1IÉò
Figure 1-47 Fuel Tanks, Vent System and Drains
1-103
FUEL TRANSFER
Each underwing tank is fitted with a fuel pump which supplies fuel direct to the wing tanks. The normal
fuel transfer sequence in each subsystem is from the outboard tank to the inboard tank, and from the
inboard tank to the collector. Each collector houses two booster pumps (submerged) which supply fuel
under pressure for the engine.
Part of the fuel under pressure goes through a check valve and a filter feeding three separate ejector
pumps which operate by the venturi effect. These ejector pumps perform the automatic fuel transfer.
One jet pump transfers fuel from the outboard tank into the inboard tank. The transfer is performed at a
level above the fuel in the inboard tank, in order to prevent the fuel return. The other two ejector pumps
transfer fuel from the inboard tank to the collector. The ejector pump in the outboard tank operates in
order to replace the fuel transferred from the inboard tank into the collector being supplied to the
engine.
An abnormal transfer is done when the ejector pumps do not operate, like in the case that the engine is
operated with the booster-pumps disconnected or the filter, in the wing leading edge, is clogged. In such
cases the engine is maintained in operation, since two flaper valves, located respectively in the bottom of
the partition between the outboard/inboard tanks and between inboard/collector, let the fuel flow towards
the duct feeding the engine from the collector. This gravity fuel transfer makes the fuel level decrease
simultaneously in outboard, inboard and collector tanks.
FUEL DISTRIBUTION
The electric booster pumps (submerged) supply fuel under pressure for the associated engine. One of
them operates continuously during normal operation of the engine, while the other is kept on stand-by for
an emergency, in which case it is connected, as well as the normal pump during takeoff and landing (for
safety in view of a possible failure).
Each pump is electrically operated from its associated FUEL BOOSTER PUMP switch located on the
overhead panel labeled NORM and AUX.
The fuel from the booster pumps goes through the check valves and together with a safety valve towards
the firewall. Before reaching the firewall, the supply duct is fitted with one shutoff valve. The mechanical
shutoff valve which is normally open and is mechanically operated by means of a lever for emergency
shutoff. An electrical shutoff valve is installed downstream of the mechanical valve and is electrically
operated through the FUEL switch on the overhead panel. Upon its passage through the shutoff valves
the fuel goes through the group of the engine fuel pumps.
A pressure switch in each subsystem illuminates the associated FUEL PRESSURE ENGINE warning
light, located in the warning panel, when the pressure falls.
When the submerged fuel pumps are disconnected, the engine remains in operation, but the fuel is
supplied at low pressure.
Fuel Crossfeed
The two fuel subsystems are interconnected by means of an fuel cross-feed pipe, fitted with a fuel
cross-feed valve. This cross-feed pipe allows the feeding of fuel for both engines from either subsystem,
pressure refueling, pressure defueling and wings fuel transfer for all tanks, from a single point.
The fuel cross-feed valve is normally shut, and is electrically controlled by means of a FUEL FEEDING
switch located in the overhead panel. The valve opens when the FUEL FEEDING switch is selected in
the XFEED position. When the valve is fully open, the green FUEL FEEDING light comes on. If due to
whatever reason the cross-feed valve should not reach the fully open position, then the caution light
FUEL XFEED VALVE, located in the warning lights panel, comes on.
1-104
Refueling
The aircraft can be refueled by gravity or by pressure. The gravity refueling is done tank by tank through a
filler cap located near to the highest part of each tank (on top of the wing for the wing tanks).
The inboard tanks must be filled before the outboard tanks, in order to prevent any uneven load of fuel
being distributed on the landing gear so causing an inclination of wings. An anti-static ground connection
must be installed before refueling is started. Crew members are responsible for checking final fuel level
and that filler caps are in place.
Gravity overwing refueling is conventional through a filler cap for each tank.
On some aircraft versions, pressure refueling of inboard tanks is only made from a single point located in
the RH wing leading edge, between engine and fuselage. Fuel supply pressure required in 50±5 psi.
Full inboard tank refueling takes approximately 8 minutes.
The aircraft must be powered for overfilling warning purposes and the cross-feed valve opened to enable
fuel flow to the left inboard tank. Once tanks are full, two shutoff valves automatically close to stop
refueling. Additionally, two red press-to-test overfill warning lights located on the pressure refueling
panel come on to indicate that fuel level is reaching maximum capacity. This automatic shutoff function
can be verified before hand by means of a pre-check system which includes two float valves (one for
each tank) and a small pilot tank. By pulling the circular push-pull handles located on the single point
pressure refueling panel, valves open allowing fuel to enter the pilot tank at a faster rate than it can drain.
The float valve closes simulating full inboard tanks within approximately 30 seconds. At that moment fuel
supply should automatically cease and the press-to-test overfill warning lights come on. When the
circular handles are reset, refueling will continue as the pilot tank empties and the float valve opens.
1-105
30-D-282000-C-0117B-00001-M-01-1IÉò
Figure 1-48 Fuel distribution system
1-106

(1) FUEL BOOSTER PUMP AUX lights (green):
Each subsystem is fitted with a FUEL BOOSTER PUMP AUX light. The light is press-to-test
type. The light comes on when associated FUEL BOOSTER PUMP AUX switch is selected to
the ON position.
(2) FUEL BOOSTER PUMP switches:
Each subsystem (RIGHT TANK and LEFT TANK) is fitted with a FUEL BOOSTER PUMP
switch for each pump (NORMAL and AUX). It is a two-position switch, labeled ON and OFF. In
its ON position it energizes the associated fuel booster pump.
(3) FUEL FEEDING switch:
This switch is a two-position switch, labeled XFEED and NORMAL.

In the NORMAL position, the crossfeed valve is closed (this is the position for flying in normal
conditions).
When the XFEED position is selected, the crossfeed valve is open, and fuel can be fed to both
engines from a single subsystem or one engine from both subsystems. When it is in this
position the green FUEL FEEDING light, located above the switch, comes on.
(4) FUEL FEEDING light (green):
This light is a press-to-test light. The light comes on when the FUEL FEEDING switch is
selected to the XFEED position.
(5) FUEL LEVEL LEFT/RIGHT TANK light (amber):
Each subsystem is fitted with a caution light labeled FUEL LEVEL LEFT/RIGHT TANK. The
light comes on when the level within the collector decreases below 120 pounds
approximately.
(6) LEFT/RIGHT FUEL SHUTOFF VALVE light (red):
Each subsystem is fitted with a warning light labeled LEFT/RIGHT FUEL SHUTOFF VALVE.
The light comes on when its associated electrical shutoff valve is in an intermediate position
(not fully open or fully closed).
(7) FUEL PRESSURE LEFT/RIGHT ENGINE light (red):
Each subsystem is fitted with a warning light labeled FUEL PRESSURE LEFT/RIGHT
ENGINE. The light comes on when the pressure of fuel feeding to the associated engine falls
below 3.5 psi. The light goes off when pressure increases above 7 psi.
(8) FUEL XFEED VALVE light (amber):
It comes on when the crossfeed valve is in an intermediate position (not fully open or fully
closed).
1-107
30-D-282000-C-0117B-00002-M-01-1IÉò
Figure 1-49 Fuel distribution system - Controls and indicators
1-108
FUEL QUANTITY INDICATION

The fuel quantity indication subsystem gives a continuous indication of the fuel available in the inboard
and outboard tanks situated in both wings.
The subsystem sensor in each wing consists of five capacitance gages; two located in each outboard
tank, two in each inboard tank and one in in the colector tank. The variable height and depth of the fuel in
the tank changes the capacitance of the gage. This changing capacitance produces an electrical signal
proportional to the fuel level in the tank in turn establishes the fuel quantity indication. Each group of
capacitance gages send their signals to a conditioning unit for display on an indicator located in the
central instrument panel.
Each indicator displays the fuel quantity, in pounds, in accordance with the position of the FUEL QTY IND
selector.
The fuel low level warning system is enabled from a min level switch located in the collector. When the
fuel level decreases down to about 120 pounds, the associated caution light FUEL LEVEL LEFT/RIGHT
TANK comes on. This light also comes on when there is an abnormal transfer (gravity transfer), because
the level decreases simultaneously in the three wing tanks and the collector is not fully filled.

(1) FUEL QTY IND indicators:
Each wing subsystem (L TANK and R TANK) is fitted with a fuel quantity indicator. The
indicator is gauged from zero to 2000 pounds, with its dial marked in 100 pounds increments.
The indicator can display the fuel quantity of the inboard tank, the outboard tank or both tanks
together, in accordance with the position of the FUEL QTY IND selector.
(2) FUEL QTY IND selector:
Each wing subsystem is fitted with a wing fuel tank indicaton selector. It is a three-position
switch, labeled OUT, INB and SUM. In the OUT position the associated fuel indicator displays
the fuel quantity existing in the outboard tank. In its INB position the fuel quantity in the inboard
tank is displayed. In its SUM position the total fuel quantity existing in both tanks is displayed.
(3) FUEL CONSUMED POUNDS indicators:
Each wing subsystem is fitted with a digital fuel totalizer. The indicator displays the fuel
quantity, expressed in pounds, consumed by the respetive engine. The signal is originated in a
flowmeter installed in the engine. Its accuracy in cruise is 0.5%. The indicator can be zeroed by
raising a protection rod and pressing a reset pushbutton.
(4) FUEL FLOW indicators:
Each engine is fitted with a FUEL FLOW indicator. The instrument markings are in lbs/hr.
Markings range from 0 to 600 in increments of 10 lbs/hr with a green arc between 0 and 547
lbs/hr. Markings are numbered each 100 lbs/hr. The gauge receives its signal from an
engine-mounted fuel flow transmitter and a frequency converter.
1-109
30-D-282005-C-0117B-00001-M-01-1IÉò
Figure 1-50 Fuel Quantity - Controls and Indicators
1-110
HYDRAULIC SYSTEM
INTRODUCTION
The hydraulic system provides the power required in order to actuate the following subsystems:
- Ramp and cargo door

- Flaps
- Normal, emergency and parking brakes
- Nose wheel steering.
In order to move the actuators associated in the above subsystems, the hydraulic system is fitted with a
pump driven by an electric motor. The pump is fed with hydraulic fluid from a reservoir and delivers it to
the actuators at nominal pressure 2000 psi. The fluid returns to the reservoir at low pressure, to complete
the closed circuit.
The reservoir, the pump and the module which contains the filters, valves and the refilling connection, are
located below the fairing of RH main landing gear. In case of failure of the electrical pump, the system
can be operated by a manual hand pump located in cockpit on the RH of the C/M-2 to supply pressure to
the system.
1-111
30-D-290000-C-0117B-00001-M-01-1IÉò
Figure 1-51 Hydraulic system
1-112
RESERVOIRS
The hydraulic fluid for the system is stored in a 7, 8 liter capacity tank. The level of the hydraulic fluid can
be checked through a glass window with two reference markings FULL and REFILL.
In order to verify the levels there is previously to discharge the three accumulators.
The reservoir is fitted with varied connections for refill, ventilation, return from systems, and feeding to
pumps.
PUMPS AND SYSTEM

The variable-flow hydraulic pump has flow enough to move simultaneously all the systems and is driven
by means of an electrical motor which is controlled from the HYD PUMP switch located on the overhead
panel. When started, it takes fluid from the reservoir in order to compress it and then deliver it to the
actuators of the sub-systems, at a 2000 psi pressure, through a check-valve and a filter. A small portion
of the hydraulic fluid taken by the pump is used in lubricating and cooling the pump unit, and then is sent
back to the reservoir, through a filter.
The system is protected against overpressure loads by means of a safety valve installed between the
pressure line and the return line. The valve operates at a pressure of 2350 psi.
The system is also provided with a pressure sensor, installed in the pressure line, which sends its signals
to an hydraulic pressure indicator located on the central instrument panel.
Manual Hand Pump Lever

In case of failure of the electric pump or electric power, the hydraulic pressure required for delivery to the
varied sub-systems can be obtained using the manual hand pump lever installed on RH side of the
C/M-2. This is a double-acting pump, so that each piston stroke provides an amount of pressure to the
system. A check-valve (located downstream of the electric pump) prevents the fluid from returning back
towards the tank through the electric pump when the hand pump is being operated.

(1) HYD PUMP switch:
It is a two-position switch labeled ON and OFF. In the ON position the motor that drives the
pump is energized and the pump supplies pressure for the system.
(2) HYD PUMP light (green):
The HYD PUMP light is located above the HYD PUMP switch. It is a push-to-test- type. The
light comes on when the HYD PUMP switch is selected to its ON position.
(3) Manual hand pump lever:
The manual hand pump lever, in the front C/M-2 console, manually operates the hydraulic
hand pump. Each lever stroke (both upwards or downwards) generates hydraulic pressure.
(4) Hydraulic pressure indicator:
The hydraulic pressure indicator indicates the pressure in the supply line to the sub-systems.
The indicator scale is zero to 4000 psi, and is marked in 200 psi increments. The green arc is
from 1850 to 2050 psi. A radial red line marks the 2720 psi value.
1-113
30-D-291000-C-0117B-00001-M-01-1IÉò
Figure 1-52 Hydraulic system -Controls and indicators
1-114
ICE AND RAIN PROTECTION

INTRODUCTION
The function of the Ice and Rain Protection System is to:
- Prevent the formation of ice on critical areas of the airframe.

- Remove any ice that does form on these areas.
- Remove water from the windscreen of the aircraft.
The sub-systems of the Ice and Rain Protection are:
- Wing and Tail De-Icing.

- Engine Air Intake Anti-Ice.
- Propeller De-Icing.
- Windshield Ice and Rain Protection.
- Pitot Tubes Anti-Ice.
The Ice and Rain Protection system is shown in Figure 1-53
1-115
30-D-300000-C-0117B-00001-M-01-1IÉò
Figure 1-53 Ice and Rain Protection
1-116
WING AND TAIL DE-ICING SYSTEM

The function of the Wing and Tail De-Icing System is to remove ice that has formed on the wing and tail
surfaces.
The primary components of the system are seven pneumatically inflatable boots moulded to the leading
edges of the wings and tailplane. Two boots are installed on each wing leading edge and one boot to
each of the tail plane leading edge and the vertical stabilizer.
The system also uses hot air from the bleed air system which is passed through a system of pipes and
control valves to the boots.
OPERATION
Two identical systems of pipes and control valves are installed for the system. One from each of the
engines. They are interconnected and the failure of one engine will not affect the operation of the
system.
There are two modes of operation of the system. The first is for light icing of the surfaces and the second
is for heavy icing. The modes are controlled by the WING & TAIL D-ICE mode selector which controls
the timer of the system. The only difference in the modes is this timing of the systems operation cycle.
When the WING & TAIL DE-ICE VALVES HEAT switch is set to the ON position, the VALVES HEAT light
is illuminated and the system starts to operate.
The timer of the system controls the operation of the control valves which control the flow of bleed air to
the boots. The control valves are opened in the sequence INNER WING, OUTER WING and TAIL
boots.
Hot air from the bleed air system is passed through non-return valves and flow restrictors to the
system.
The timer opens the control valves in the correct sequence and the boots are inflated which causes the
ice to break and be removed from the surfaces.
At the end of the sequence the operation is repeated until the WING & TAIL DE-ICE mode selector is
pushed to the off position.
The bled air pressure supplied to the boots is permanently displayed in a DE-ICING PRESSURE
indicator located on the central instrument panel.
1-117
30-D-301000-C-0117B-00001-M-01-1IÉò
Figure 1-54 Wing and Tail De-icing system
1-118

(1) WING & TAIL DE-ICE light (green):
The wing and tail de-ice light is located above the WING & TAIL DE-ICE mode selector and is
push-to-test type. The light comes on as long as the timer is energized through either selection
of the WING & TAIL DE-ICE mode selector.
(2) WING & TAIL DE-ICE mode selector:
It is a three-position switch, labeled OFF, LIGHT and HEAVY.
- In the LIGHT position energizes the timer to start the inflation and deflation
sequence in the boots, setting a 165 second interval between sequences for a 180
second duration total of each cycle.
- In the HEAVY position, the intervals between sequences is reduced down to 45
seconds, for cycle of 60 seconds of total duration.
(3) WING & TAIL DE-ICE VALVES HEAT switch:
It is a two-position switch, labeled ON and OFF. When set the ON position it enables the
heating mats covering the flow control valves.
(4) VALVES HEAT light (green):
The valves heat light is located above the WING & TAIL DE-ICE VALVES HEAT switch, and is
push-to-test type. The light comes on as long as the heating mats are energized.
(5) DE-ICING PRESS indicator:
It displays the bleed air pressure in psi value as supplied to the boots. It is gauged from 0 up to
50 psi, with its dial marked in 1 psi increases. The green arc includes from 17 up to 21 psi. A red
marking exist for the 21 psi value.
1-119
30-D-301000-C-0117B-00002-M-01-1IÉò
Figure 1-55 Wing and Tail De-Icing - Controls and indicators
1-120
ENGINE AIR INTAKE ANTI-ICE SYSTEM

The function of the Air Intake Anti-Ice system is to prevent ice from forming on the air intake surfaces.
The system uses hot air ducted from the engine.
30-D-302000-C-0117B-00001-M-01-1IÉò
Figure 1-56 Engine Air Intake Anti-Ice System
1-121

(1) DE-ICING ENGINE INTAKE lights (green):
Each ENGINE INTAKE light is located above its respective ENGINE INTAKE switch and is a
push-to-test type. The light comes on as long as, with its associated ENGINE INTAKE switch
selected to ON, the associated anti-ice valve remains open.
(2) DE-ICING ENGINE INTAKE switches:
Each switch is a two-position switch, and is labelled ON and OFF. In the ON position energizes
its associated anti-ice valve in order to open it and allow passage of bled air for the air intake
surfaces.
(3) AIR INTAKE HEAT LEFT/RIGHT lights (amber):
When the light is on indicates a failure in its associated anti-ice valve (a valve not open while its
associated DE-ICING ENGINE INTAKE switch is set to ON).
1-122
30-D-302000-C-0117B-00002-M-01-1IÉò
Figure 1-57 Engine Air Intake Anti-Ice - Controls and Indicators
1-123
PITOT TUBES ANTI-ICE

The function of the Pitot Tubes Anti-Ice system is to prevent ice from forming on the pitot tubes. Both pitot
tubes are equipped with electrical heaters in order to prevent the formation of ice deposits.
The LH pitot tube resistance is energized by the 28 VDC ESSENTIAL No. 2 BUS while the RH by the 28
VDC SECONDARY BUS. Two PITOT HEAT L/R switches connect the heaters when the appropriate bus
bars are energized.
Pitot heating should be used during operations with visible humidity or precipitation as well as under
expected or current icing conditions. Heat helps prevent condensation accretion in the pitot tube
system
CAUTION
Pitot heat operation is limited to one minute on the

ground to avoid system damage.
OPERATION
Each heater is enabled through its associated PITOT HEAT switch that, when not selected, has its top
amber light illuminated.
If, during its operation, the system circuit opens due to electrical failure, the associated caution PITOT
HEAT LEFT/RIGHT light comes on.

(1) PITOT HEAT lights (amber):
The PITOT HEAT lights are located above each switch and are push-to-test type. Each light
comes on when its associated PITOT HEAT switch is not selected to ON.
(2) PITOT HEAT switches:
Each PITOT HEAT switch is a two-position switch, labeled ON and OFF. In the ON position
enables its associated pitot heating system.
(3) PITOT HEAT LEFT/RIGHT light (amber):
If the light is on indicates that the associated PITOT HEAT switch is selected to ON, but there is
a failure condition in the system and the circuit is open (no heating is supplied for the
associated pitot tube).
1-124
30-D-303020-C-0117B-00001-M-01-1IÉò
Figure 1-58 Pitot Tube Anti-Ice - Controls and indicators
1-125
WINDSHIELD ICE AND RAIN PROTECTION

The function of the Windshield Ice and Rain Protection system is to prevent the formation of ice or
fogging (due to condensation) and the removal of water from the windshield surface.
OPERATION
The operation of the system is described in two parts. These are:
- Windshield Anti-Ice.
- Windshield Wipers.
Windshield Anti-Ice:
The windshields are protected from accumulation of ice deposits by means of an electrical heating
system including several resistors (windshield heaters), regulators and temperature sensors.
Each windshield is fitted with its own temperature regulator which is enabled by its WINDSHIELD HEAT
switch that automatically connects and disconnects heating, in accordance to the signal received from its
sensor (these maintain the temperature level between 25ºC and 35ºC).
If a windshield system fails and the temperature exceed of 65ºC, the regulator associated to the other
windshield system automatically controls the heating for both windshields in accordance to the signals
from its sensor. Simultaneously the associated caution WINDSHIELD HEAT light comes on.
Windshield Wipers:
Two wipers, one for each main windshield, clear the windshields of precipitation during takeoff, landing or
slow flight to ensure unobstructed forward vision. Both windshield wipers are jointly driven by an electric
motor controlled by the WINDSHIELD WIPER selector. The water/alcohol dispenser is controlled by the
WINDSHIELD SPRAY pushbutton.
CAUTION
To prevent damage to the blades and glass, the

windshield wipers should not be used unless the
windshield is wet.
1-126

The Controls and Indicators are shown in Figure 1-59.
(1) WINDSHIELD HEAT switches:
Each WINDSHIELD HEAT switch is a two-position switch, labeled ON and OFF. In the ON
position enables its associated windshield heating system.
(2) WINDSHIELD HEAT LEFT/RIGHT light (amber):
Each light on indicates a failure in its associated windshield heating circuit and the temperature
in the associated windshield has reached 65ºC.
(3) WINDSHIELD WIPER selector:
The selector is a four-position selector, labeled OFF, PARK, LOW and HIGH:
- In the OFF position the system removes the power from the wipers.
- In the HIGH position the system energizes and the windshield wiper blades operates
on 160 sweeps per minute.
- In the LOW position the speed is decreased down to 120 sweeps per minute.
- In the PARK position, the windshield wipers blades stay in a vertical position in order
to prevent any interference with vision.
(4) WINDSHIELD SPRAY pushbutton:
When the WINDSHIELD SPARY pushbutton is pressed and held, a water/alcohol jet is
dispensed over the windhsields.
1-127
30-D-304000-C-0117B-00001-M-01-1IÉò
Figure 1-59 Windshield Ice and Rain protection - Controls and indicators
1-128
PROPELLER DE-ICING SYSTEM

The function of the Propeller De-Icing system is to remove ice that has formed on the leading edges of
the propeller blades.
The leading edges of propeller blade roots are covered with a de-icing surface. Each de-icing surface
includes an electrical resistor covered by a fabric and rubber compound which also protects the blade
from erosion and oil leakages.
The Propeller De-Icing system is shown in Figure 1-60.
OPERATION
These electrical resistors are connected, in pairs and in parallel, to the distribution rings so that each pair
of opposing blades is being simultaneously heated. The heating for each propeller in controlled by an
electrical control unit which distributes the current supplies and regulates the heating intervals (see
Figure 1-60).
Each system is controlled via the PROPELLER DE-ICE switches which, when selected to ON allow the
current passage so energizing a relay that closes and in turn energizes the electrical control unit.
The current supplied to each electrical control unit and to the de-icing surfaces can be shown on an
ammeter located in the overhead panel. The selection to be shown is controlled from the AMM SEL
switch.
1-129
30-D-306000-C-0117B-00001-M-01-1IÉò
Figure 1-60 Propeller De-Icing System
1-130

The controls and indicators for the system are shown in Figure 1-61.
(1) PROPELLER DE-ICE L/R CTL switches:
The PROPELLER DE-ICE switches are located in the overhead panel. Each of them is a
two-position switch, labelled ON and OFF. In the ON position enables current supply for the
electrical control unit and for the propeller de-icing surfaces.
(2) PROPELLER DE-ICE ammeter:
The PROPELLER DE-ICE ammeter is located in the overhead panel. It shows the current
value supplied to the electrical control unit and to the propeller de-icing surfaces as selected
via the AMM SEL switch.
(3) AMM SEL switch:
The AMM SEL switch is located in the overhead panel. It is a two-position switch, labelled L
and R. It connects the ammeter to the shunt between both propeller de-icing circuits. When
selected to L, it connects the ammeter to the LH propeller circuit, and when it is in R position it
connects the ammeter to the RH propeller circuit.
30-D-306000-C-0117B-00002-M-01-1IÉò
Figure 1-61 Propeller De-Icing - Controls and Indicators
1-131
1-132
FLIGHT INSTRUMENTS
The function of the Flight Instruments System is to provide the flight crew with data required to fly the
aircraft. In this section the following components are described:
- Pitot-Static System
- Airspeed Indicator
- Altimeters
- Vertical Speed Indicator
- Outside Air Temperature Indicator
- Turn Indicator
- Accelerometer
- Standby Compass
- Clock.
PITOT-STATIC SYSTEM
The function of the pitot-static system is to provide pitot and static air for the use of the following
instruments:
- Airspeed indicators.
- Altimeters.
- Vertical speed indicators.
There are two separate pitot static systems, composed of a pitot probe and a static vent. The pitot probe
is located on the respective C/M side of the aircraft nose. The static vent is located on the opposite side of
the aircraft nose. Two alternative static vents are located on each side of the aircraft nose, providing a
common source of static pressure for one or both systems, in the event of an emergency.
The LH pitot probe No.1 provides total pressure for the C/M-1 airspeed indicator. A static vent, on the RH
side of the aircraft nose, is interconnected to pitot probe No.1 to provide static pressure for the C/M-1
airspeed indicator, altimeter and vertical speed indicator.
The RH pitot probe No.2 provides total pressure for the C/M-2 airspeed indicator, the overspeed warning
sensor and the AP/FD air data sensor. A static vent, on the LH side of the aircraft nose, is interconnected
to pitot probe No.2 to provide static pressure for the C/M-2 airspeed indicator, altimeter and vertical
speed indicator, as well as for the overspeed warning sensor and the AP/FD air data sensor.
The two alternative (emergency) static vents are interconnected. A static pressure selector is located on
the C/M-1 and C/M-2 side consoles for connection of each pitot-static system to the associated
NORMAL or EMERG static vent.
Each pitot probe is equipped with an electric heater to prevent ice formation (refer to ICE AND RAIN
PROTECTION).
1-133
30-D-310010-C-0117B-00001-M-01-1IÉò
Figure 1-62 Pitot static system
1-134

(1) Static pressure selector:
It has two positions: NORMAL and EMERG.

· NORMAL: the static pressure is supplied by the respective static system.
· EMERG: the static pressure is supplied by the emergency static vents.
30-D-310010-C-0117B-00002-M-01-1IÉò
Figure 1-63 Pitot static system - Controls and indicators
1-135
AIRSPEED INDICATOR
The airspeed indicator uses differential pressure to calculate and display the aircraft indicated airspeed
in knots (KIAS).
There are two airspeed indicators: one on the LH (C/M-1) instrument panel and one on the RH (C/M-2)
instrument panel.
An overspeed warning system warns the flight crew when an overspeed condition is detected. It is
composed of an overspeed sensor on the nose of the aircraft, a warning light on the warning panel and an
overspeed warning horn on the bulkhead behind the C/M-2 post. The sensor is supplied with pitot and
static pressures from the RH pitot-static system. When the aircraft speed exceeds 200 knots, and aural
and visual warnings are triggered.
The system can be tested using an overspeed test switch located on the TEST panel on the overhead
panel.

(1) Airspeed dial:
The dial is marked from 0 to 270 knots, in increments of 5 knots. The dial also has a series of
colored arcs:
- Green Arc: from 86 knots (maximum stall speed, flaps 0º, certified takeoff weight) up
to 200 knots (maximum stall speed, flaps 40º, certified takeoff weight).
- White Arc: from 71 knots (stall speed, flaps 40º, certified maximum takeoff weight)
up to 115 knots (maximum speed, flaps extended certified VFE). Represents the
operating range for maximum flap deflection (40º).
- Blue Radial Line: on the 146 knots mark. It corresponds to a maximum speed
maneuver (VR).
- Red Radial Line: on the 76 knots mark (VMC) and another on the 200 knots mark
(VMO).
NOTE
Refer to Section 5 for further limitations when operating
with an overload, since these are not shown on the
indicator.
(2) Airspeed pointer:
Indicates the current airspeed of the aircraft in knots.
(3) Overspeed test switch:
A two-position switch, center and up, which is spring-loaded in its central position.
· Pushed up: simulates an overspeed condition, causing the overspeed warning horn to sound
and the overspeed warning light to come on.
(4) OVERSPEED warning light:
Comes on to indicate that an overspeed condition (airspeed in excess of 200 knots) has been
detected.
1-136
30-D-310091-C-0117B-00001-M-01-1IÉò
Figure 1-64 Airspeed indicator - Controls and indicators
1-137
CODED ALTIMETER
The altimeter uses static pressure for its operation and displays the pressure altitude of the aircraft.
The pressure altitude is displayed both on a digital counter and with a pointer.
The barometric potentiometer provides a coded altitude signal for the transponder and an electric signal
to those systems requiring information about the altimeter setting.
It is located on the C/M-1 instrument panel.

(1) Altitude pointer:
Indicates the pressure altitude on a scale of 0 up to 1000 ft, marked in increments of 20 ft.
(2) Pressure window:
Displays the reference pressure in millibars.
(3) Pressure set knob:
Sets the reference pressure in millibars, for a range of 950 to 1050 millibars.
(4) Altitude digital counter:
Indicates the pressure altitude on a digital counter in ten of thousands, thousands and
hundreds of feet.
(5) CODE OFF flag:
This warning flag is displayed when no electrical power is available for the coder.
30-D-310096-C-0117B-00001-M-01-1IÉò
Figure 1-65 Coded altimeter - Controls and indicators
1-138
ALTIMETER
The altimeter uses static pressure in order to display the pressure altitude of the aircraft. The altitude
display range is from 0 to 35000 ft.
The altimeter is located on the C/M-2 instrument panel.

(1) 10000 ft pointer:
This is the radial pointer. Displays the current pressure altitude.
(2) 100 ft pointer:
This is the long pointer. Displays the current pressure altitude.
(3) Pressure window (in inches Hg):
Displays the reference pressure in inches of mercury.
(4) 1000 ft pointer:
This is the short pointer. Displays the current pressure altitude.
(5) Pressure set knob:
For setting the reference pressure. It can be set in the range of 946 to 1050 millibars, or 28.1 to
31 inches Hg.
(6) Pressure window (in millibars):
Displays the reference pressure in millibars.
30-D-310092-C-0117B-00001-M-01-1IÉò
Figure 1-66 Altimeter - Controls and indicators
1-139
VERTICAL SPEED INDICATOR

The function of the VSI is to provide the flight crew with the aircraft vertical speed in feet per minute. The
indicator senses the rate of change in static pressure to calculate the vertical speed.
There are two VSI: one on the LH (C/M-1) instrument panel and one on the RH (C/M-2) instrument
panel.

(1) Vertical speed pointer:
Indicates the ascending or descending vertical speed, expressed in thousands of feet per
minute.
(2) Scale:
The range of the dial is from 0 to 4000 ft/min. It has markings at 100 ft/min increments from 0 to
2000 ft/min, and at 250 ft/min increments from 2000 to 4000 ft/min.
(3) Zero set screw:
Allows the pointer to be reset to zero when the aircraft is on the ground.
30-D-310093-C-0117B-00001-M-01-1IÉò
Figure 1-67 VSI - Controls and indicators
1-140
OUTSIDE AIR TEMPERATURE INDICATOR

The Outside Air Temperature (OAT) indicator operates together with a thermal probe on the aircraft nose
to sense changes in the outside air temperature, and to provide this information to the flight crew by
changing the current through the indicator accordingly in order to move the pointer.
It is located on the central instrument panel.

(1) OAT pointer:
Indicates the current outside air temperature on a scale of -60ºC to +60ºC, with increments of
2ºC.
30-D-311100-C-0117B-00001-M-01-1IÉò
Figure 1-68 OAT - Controls and indicators
1-141
TURN INDICATOR
The function of the turn indicator is to provide a reference for maintaining a straight and uniform flight
course with the aircraft leveled, and to establish the required roll angle for a given angular speed. It is a
electronically-operated device.
There are two turn indicators: one on the LH (C/M-1) instrument panel and one on the RH (C/M-2)
instrument panel.

(1) Turn pointer:
Indicates the direction and rate of turn.
(2) Slide or slip ball:
Indicates aircraft yaw in order to perform a coordinated turn maneuver.
30-D-310020-C-0117B-00001-M-01-1IÉò
Figure 1-69 Turn indicator - Controls and indicators
1-142
ACCELEROMETER
The function of the accelerometer is to indicate the maximum "g" (maximum load factor) reached during
flight.
It is located in the C/M-1 instrument panel.

(1) Upper driven pointer:
Indicates the maximum positive "g" reached during flight, on a scale of 1g to 5g.
(2) Load factor pointer:
Shows the acceleration acting on the aircraft at any given time.
(3) Lower driven pointer:
Indicates the maximum negative "g" reached during flight, on a scale of 0g to -2.2g.
(4) PUSH TO SET pushbutton:
Resets the upper and lower driven pointers to 1g.
30-D-312200-C-0117B-00001-M-01-1IÉò
Figure 1-70 Accelerometer - Controls and indicators
1-143
STANDBY COMPASS
The function of the standby compass is to give the pilot the heading with respect to magnetic north.
It is located above the centre of the glareshield.

(1) Compass card:
The compass card is divided into increments of 5º, with markings every 30º, from 0 to 359º.
(2) Lubber line:
The lubber line is the reference for reading the compass and is marked on the window of the
compass.
30-D-310095-C-0117B-00001-M-01-1IÉò
Figure 1-71 Standby compass - Controls and indicators
1-144
CLOCK
The purpose of the clock is to provide the crew with the current time and a stopwatch function.
Two clocks are integrated in the glareshield: one on the LH (C/M-1) side and one on the RH (C/M-2 side).
The clock has four hands: hours hand, minutes hand, seconds hand and a stopwatch hand.

(1) Stopwatch pushbutton:
· Pressed: stopwatch starts and the hand move.

· Pressed a second time: stopwatch stops.
· Pressed a third time: stopwatch hand returns to zero.
(2) Winding knob:
· Turned: winds up the clock mechanism.

· Pulled then turned: adjusts the time.
(3) Stopwatch hand:
Displays the time elapsed since the stopwatch was started.
30-D-312100-C-0117B-00001-M-01-1IÉò
Figure 1-72 Clock - Controls and indicators
1-145
1-146
LANDING GEAR
LANDING GEAR
The aircraft has a fixed tricycle landing gear with a steerable nosewheel. During ground operations, the
nosewheel is steered hydraulically from the cockpit at LH of C/M-1 up to a maximum of 45° to the left and
to the right.
The main landing gear is fitted with an hydraulically-actuated brake assembly. It is actuated when the
C/M-1 or C/M-2 brake pedals are pressed. The braking is differential and proportional to the amount of
deflection applied to the associated brake pedal.
Main landing gear

Each leg on the main landing gear possesses an oleo-pneumatic shock absorber whose top end is
attached to the fuselage (refer to letter B in Figure 1-65). Its bottom end is shaped as a set-off shaft
where the brake pack and the associated wheel are installed. The tires are low pressure and tubeless.
The shock absorber tubes are interconnected by means of torsional connecting rods which prevent the
tubes from moving separately.
Nose landing gear

The nose gear leg includes two oleo-pneumatic shock absorber tubes, attached together with torsional
connecting rods (refer to letter A in Figure 1-65). The top connecting rod is attached to the hydraulic
actuator assembly and rotates around the outer tube of the leg.
The double-steering hydraulic actuator, installed across the unit, houses a geared piston which, when
translated horizontally to the RH or LH side, drives via connecting rods the torsion nosewheel in
accordance with the commanded input from the steering wheel in the cockpit.
1-147
30-D-320000-C-0117B-00001-M-01-1IÉò
Figure 1-73 Landing gear
1-148
BRAKES
Each main landing gear wheel is fitted with a disk-brake pack which is actuated hydraulically. The pack
includes a disk, which rotates together with the wheel rim, and four brake shoes which exert pressure on
the disk when hydraulic pressure pushes on their pistons. This pack is completed by four fixed
brake-shoes installed on the opposite side of disk, and whose function it is to exert friction on the disk
when it is pushed by the active brake.
When the hydraulic pressure is reduced in order to suppress braking, the piston return-springs pull the
brake away from the disk, so allowing free movement of the wheel.
Normal brakes
Normal braking is accomplished by exerting pressure on the brake pedals, which operate separately in
this mode of use. Either of the two LH pedals will brake the LH wheel of the main landing gear, and a
similar operation brakes the RH wheels (differential braking).
The hydraulic pressure supplied to the brakes, and consequently the braking strength, depends of the
amount of deflection applied to the brake pedal which is being activated. This deflection is transmitted
mechanically to the associated control valve and then the valve proportionally modulates the pressure
transmitted across (via the shuttle-valves) until it reaches the respective brakes.
The shuttle valves move in a given direction, in accordance with the highest force exerted on them. The
pilot exerting the highest input force on his brake-pedal has control of the brakes.
If no pressure is available from the hydraulic pump (both electric and manual) the assembly is supplied
using pressure stored in an accumulator whose capacity is sufficient for 30 brake cycles. In normal
conditions, the accumulator guarantees an immediate response in brake pressure.
The accumulator is located in the nose compartment, together with the hydraulic service panel where the
accumulator pressure gauge and the control for actuating the discharge valve, which allows the pressure
retained within the accumulator to be purged, are installed.
Parking and emergency brakes

Both the parking and the emergency brakes use the same hydraulic circuit and the same control. The
hydraulic circuit is supplied with pressure from the hydraulic pumps (both electrical and manual) or from
an accumulator which is identical to the one in the normal circuit, and that supplies straight pressure for
both brake packs when the parking and emergency brake lever is raised. This lever is located on the rear
part of the pedestal. This pressure only has to get past the shuttle valves in order to reach the brake
packs. The pressure exerted on the brakes is proportional to the force applied to the lever.
The lever is installed in a fixed location on the top part of the pedestal in order to be used as a parking
brake.
WARNING
Maximum care shall be taken while operating

emergency brakes. The system is extremely sensitive;
therefore abrupt braking may cause wheel skidding and
even tire blow-out when are applied excessive or very
quickly forces,
1-149
30-D-324200-C-0117B-00001-M-01-1IÉò
Figure 1-74 Normal, emergency and parking brakes
1-150

(1) Brake pedals:
By applying a force to the top section of either pedal, pressure is supplied to the brake pack of
the corresponding wheel. Each pedal operates a single control valve.
(2) Safety latch:
The emergency and parking brake lever is maintained in up position operating by means of this
lock.
(3) Emergency and parking brake lever:
When raised, all of the emergency pressure is applied to the brake packs.
When fully raised, it remains in this fixed position as the parking brake. The brakes are
released by pushing the latch towards the RH side, so that the lever is released and lowered
under the action of a spring.
(4) Hydraulic pressure indicator:
The hydraulic pressure indicator indicates the pressure in the supply line to the sub-systems.
The indicator scale is zero to 4000 psi, and is marked in 200 psi increments. The green arc is
from 1850 to 2050 psi. A radial red line marks the 2720 psi value.
(4) Emergency brake pressure indicator:
Indicates the pressure in the accumulator for emergency braking. The indicator scale goes
from zero to 4000 psi, and is marked in 200 psi increments. The green arc is from 1570 psi to
2050 psi. A radial line marks the 2720 psi value.
1-151
30-D-324200-C-0117B-00002-M-01-1IÉò
Figure 1-75 Normal, emergency and parking brakes - Controls and indicators
1-152
NOSEWHEEL STEERING
The nose landing-gear is fitted with an hydraulic steering assembly which allows the aircraft to be steered
during taxiing operations by means of a steering wheel on the LH console in the cockpit. Hydraulic fluid
from main system at 2000 psi is sent to the system through both a flow-restricting valve that lowers
actuating speed, and a non-return valve to isolate and maintain pressure within the system.
This steering wheel mechanically positions a control valve which controls the hydraulic pressure towards
one side of the double steering actuator. The actuator has gear teeth which engage with the rotating part
of the nose landing gear, so that a horizontal displacement of the double piston makes the wheel turn
towards the right or left. A follow-up mechanism resets the control valve to "neutral" as soon as the nose
wheel reaches the required deflection. This way, the nose wheel is fixed in the selected position until a
new steering movement is input from the steering wheel.
For the towing of the aircraft, it is required to remove the two quick-fixation pins from the connecting rods.
This enables full, free rotation of the wheel, which is limited to a 45° RH/LH turn.
At all times when the control valve is set to its neutral position, anti-shimmy protection is available to
prevent any vibration of the nose wheel during displacement of the aircraft on the ground. With this
selection, both actuator pistons remain connected to a low pressure accumulator which damps the
oscillations transmitted from the nose wheel to these pistons.
The system is fitted with a sensor that detects pressure variations for anti-shimmy and when this
pressure falls below a predetermined value, the light STEER ACCM, located on the central instrument
panel, comes on.
The accumulator is located in the nose compartment, together with the hydraulic service panel, where a
pressure gauge, an accumulator and the control for actuating the discharge valve, which allows the
pressure retained within the accumulator to be purged, are installed.
1-153
30-D-325000-C-0117B-00001-M-01-1IÉò
Figure 1-76 Nosewheel steering
1-154

(1) Nose steering wheel:
When rotated, it moves the hydraulic control valve in order to rotate the nose wheel in the same
direction as the steering wheel. The nose wheel does not re-centre itself, so when the wheel
reaches the desired orientation, the steering wheel is to be centered in order to maintain the
current steering angle.
(2) STEER ACCM light:
Comes on when the pressure within the steering accumulator falls below its predetermined
value.
30-D-325000-C-0117B-00002-M-01-1IÉò
Figure 1-77 Nosewheel steering - Controls and indicators
1-155
1-156
LIGHTING
LIGHTING
The aircraft lighting system comprises of internal lighting (cockpit, cabin compartment, cargo area and
toilet lighting) and external lighting as well as associated switches and rheostats required for missions
performance.
COCKPIT LIGHTING
Cockpit lighting includes general cockpit lighting, instrument and panel lighting and side console
lighting.
General cockpit lighting is composed of:
- Two overhead lights.

- A hall light.
- Two reading lights (one for each C/M).
Electrical power for the overhead lights and the hall light is supplied by a circuit breaker on the crew door
panel. The on/off control of these lights is located on the crew door panel and on the overhead panel. The
reading lights are operated independently with an on/off and dim control on the respective side console.
Each reading light has a control ring to adjust the illuminated area, and can be moved to adjust the beam
direction.
Instrument and panel lighting is done using integral lamps or indirect lighting. The instrument panels are
also illuminated by three strip lights installed below the glareshield.
Side console lighting uses indirect lighting.
30-D-331000-C-0117B-00001-M-01-1IÉò
Figure 1-78 Cockpit lighting
1-157

(1) COCKPIT lights switch:
· COCKPIT: turns on the cockpit lights.
(2) HALL light switch:
· HALL: turns on the hallway lights.
(3) Cockpit/Hall lights circuit breaker:
Electrical power is supplied to the cockpit overhead light and hall light systems. The electrical
power is supplied by:
- the battery bus, when generator and GPU power not available, or
- the GPU, when a GPU is connected, or
- the generator bus, when the generators are on and a GPU is not connected.
(4) 28V DC utility socket:
Provides the 28 VDC secondary bus for connecting a portable light or maintenance
equipment.
(5) PEDESTAL light switch:
It is a two-position switch labeled ON and OFF.

· ON: the panel lighting on the pedestal comes on.
(6) PILOTS COCKPIT lights switch:
· COCKPIT: turns on the cockpit lights.
(7) PILOTS HALL light switch:
· HALL: turns on the hallway lights.
(8) INSTRUMENTS (INTEGR.) lights control:
Activates and controls the brightness of all cockpit instrument and equipment integral lights.
(9) INSTRUMENTS (EXTERNAL) lights control:
Activates and controls the brightness of:
- The C/M-1, C/M-2 and central instrument panel indirect lighting.

- The panel lights of the fire panel.
- The internal lights of both clocks.
- The internal light of the standby magnetic compass.
1-158
(10) Console lights switch:
A three-position switch, labeled BRIGHT-OFF-DIM. The switch is for turning off or providing
two fixed levels of brightness for:
- The APR panel lights and the PROP SYNC panel lights.
- The autopilot controller panel lights.
- The LH and RH static selector panel lights.
- The C/M-1 and C/M-2 side console panel lights.
(11) OVERHEAD PANEL lights control:
Activates and controls the brightness of the panel lights on the overhead panel.
(12) INSTRUMENT PANEL strip lights control:
Activates and controls the brightness of the three strip lights below the instrument panel
glareshield.
(13) READING LIGHT control:
Activates and controls the brightness of the associated reading light.
1-159
30-D-331000-C-0117B-00002-M-01-1IÉò
Figure 1-79 (Sheet 1 of 2) Cockpit lighting - Controls and indicators
1-160
30-D-331000-C-0117B-00003-M-01-1IÉò
Figure 1-79 (Sheet 2 of 2) Cockpit lighting - Controls and indicators
1-161
CABIN COMPARTMENT LIGHTING

The cabin compartment is illuminated by five red overhead lights: three on the RH side and two on the LH
side.
The LH and RH ceiling lights are controlled independently by two switches on the overhead panel: CABIN
1 and CABIN 2 respectively.
There is also a Fasten Belts and No Smoking symbol warning sign in the cabin compartment. Each
symbol warning sign is controlled by a switch on the overhead panel.

(1) FASTEN BELTS sign switch:

· ON: turns on the fasten seat belts sign in the cabin compartment.
(2) NO SMOKING sign switch:

· ON: turns on the no smoking sign in the cabin compartment.
(3) NO SMOKE/FASTEN BELTS sign
(4) CABIN 1 lights switch:

· ON: turns on the LH cabin lights.
(5) CABIN 2 lights switch:

· ON: turns on the RH cabin lights.
1-162
30-D-332000-C-0117B-00001-M-01-1IÉò
Figure 1-80 Cabin compartment lighting - Controls and indicators
1-163
CARGO AREA LIGHTING

The cargo area lighting comprises of a 15 watt twin filament light. The light is controlled by the CARGO
LIGHT switch on the cargo area light panel.
This panel also has a 28V DC utility socket for connecting a portable lamp or maintenance equipment.
The panel is located on the cabin side of the partition to the cargo ramp door area.

(1) 28V DC utility socket:
It provides the 28V DC secondary bus supply for connecting a portable light or maintenance
equipment.
(2) CARGO LIGHT switch:
· CARGO LIGHT: turns on the cargo light in the cargo area.
30-D-333000-C-0117B-00001-M-01-1IÉò
Figure 1-81 Cargo area lighting - Controls and indicators
1-164
EXTERNAL LIGHTING
External lighting includes landing/taxi, anti-collision, navigation, and wing inspection lights.
Landing and taxi lights

The landing and taxi lights are two retractable light units located on either side of the nose landing gear.
Each light unit is controlled by an OFF-TAXI-LANDING switch on the overhead panel.
The light units extend to two predetermined angles: one for landing and the other for taxiing. The vertical
coverage of the landing lights is approximately 11º. The coverage of the taxi lights is approximately 50º
horizontally and 9º vertically.
CAUTION
With aircraft grounded, do not leave landing lights ON

for more than five minutes to prevent the nose cone
plastic from melting. Observe 5 minutes ON - 5 minutes
OFF cycles.
Navigation lights
The navigation lights are comprised of one green light on the RH wing tip, one red light on the LH wing tip,
and one white light on the tail cone. This lights are controlled by the POSITION switch on the overhead
panel.
Anti-collision lights
The two anti-collision lights are installed on top of the vertical stabilizer and below the front fuselage. The
lights are stroboscopic and operate at a frequency of 50 flashes per minute. Both lights are controlled by
the ANTICOLLISION switch on the overhead panel.
Wing ice and engine inspection lights

The two wing inspection lights are installed on each side of the aircraft fuselage to illuminate the wing
leading edges and the engine air intakes. The lights are used to inspect ice formation on the affected
parts during night flights. They can also be used to improve visibility for ground servicing and testing. The
lights are controlled by the WING INSP LT switch on the overhead panel.
1-165
30-D-334000-C-0117B-00001-M-01-1IÉò
Figure 1-82 External lighting
1-166

(1) ANTICOLLISION switch:

· ON: turns on the two anti-collision lights.
(2) POSITION switch:

· ON: turns on the navigation lights on the LH and RH wing tip and on the tip of the tail cone.
(3) TAXI & LANDING (L, R) light switches:
The switches are marked L and R for the LH and RH light unit. Each switch has three positions,
OFF-TAXI-LANDING.
· LANDING: the light comes on and the light unit extends to a predetermined angle for
landing.
· TAXI: the light comes on and the light unit extends further to a predetermined angle for
taxiing.
· OFF: the light goes off and the light unit retracts.
(4) WING INSP LT switch:

· ON: turns on the wing inspection lights on each side of the fuselage.
30-D-334000-C-0117B-00002-M-01-1IÉò
Figure 1-83 External lighting - Controls and indicators
1-167
TOILET LIGHTING
Toilet lighting comprises of a 15 watt twin filament light. The light can be controlled by an ON/OFF switch
adjacent to the light or using the CABIN 1 switch on the overhead panel (refer to "CABIN
COMPARTMENT LIGHTING" in this chapter).

(1) ON/OFF switch:
It controls the toilet light. This switch is only operative if the CABIN 1 switch is in the OFF
position.
(2) Toilet light
30-D-335000-C-0117B-00001-M-01-1IÉò
Figure 1-84 Toilet lighting
1-168
EMERGENCY LIGHTING
The emergency lighting system is located in both flight and cargo cabins to provide the aircraft with a
stand-by illumination in case of DC electrical power loss or accident.
The cockpit is fitted with a portable light, located behind the C/M-1 seat, which can be dismounted and
used as flash-light. The light is powered by its own nickel-cadmium battery and charged by the aircraft
generating system. Battery minimum charging time is approximately 3.16 hours.
Cargo cabin includes three lights per door, or emergency exit, which illuminate the cabin and indicate
each emergency door. Lights are located on the upper side and powered by their own nickel-cadmium
batteries. Minimum charging time is approximately 16 hours. Each light has a two-position lateral switch
labelled ARM and ON. If in the ARM position (normal condition), lights are controlled by the relevant
cockpit switch. If ON, the light comes on, independent of the cockpit switch position.
The emergency lighting system is controlled by two switches and one light located on the overhead
internal lights panel.

(1) EMERG LT light (amber):
The light comes on when the ESS No. 2 bus bar is energized and the EMERG LT switch is set
to OFF.
(2) EMERG LT switch:
· OFF: the system is de-activated and if the ESS No. 2 bus bar is energized the adjacent amber
press-to-test light will come on.
· ARM: the press-to-test light goes off, batteries charge and all cargo cabin emergency lights
illuminate whenever power is removed from the ESS bus bar either by a 6G deceleration,
sensed by the automatic inertia switch or at shutdown by the DC control switches.
· ON: lights illuminate powered by their own batteries. Most variants are fitted with another
switch next to front access door.
NOTE
To avoid depletion of the emergency light batteries, the
EMERG LT switch must be OFF prior to disconnecting
all aircraft batteries.
(3) COCKPIT EMERG LT switch:
· OFF: the cockpit portable light is disconnected.

· ARM: the battery charges and light illuminates whenever power is removed from the ESS No. 2
bus bar.
· TEST: if the switch was previously set to ARM, the EMERG LT light comes on to indicate that it
is working correctly.
1-169
30-D-336000-C-0117B-00001-M-01-1IÉò
Figure 1-85 Emergency lighting
1-170
DOORS
DOORS
The aircraft is equipped with the following doors:
- Crew Door
- Passenger Door
- Ramp and Cargo Door (Ventral Door)
- Emergency Doors.
The ramp and cargo door are operated hydraulically. All the other doors are manually operated.
30-D-520000-C-0117B-00001-M-02-1IÉò
Figure 1-86 Doors location
Revision 1 1-171
CREW DOOR
The crew door is located on the forward LH side of the cabin, and is held to the aircraft structure by two
hinges which allow it to be opened outwards towards the exterior of the aircraft.
The door is closed and locked using an external or internal handle. It can be locked by key from outside.
To hold the door in the open position, an elastic cord, stowed on the door, is hooked on to a bracket on the
fuselage.
Door is illuminated by specifically-provided door lights whenever the emergency light system is armed
and power supply to the aircraft is out.

(1) Crew door handle
1-172
30-D-521020-C-0117B-00001-M-01-1IÁÔ
Figure 1-87 Crew door - Controls and indicators
1-173
PASSENGER DOOR
The passenger door is located on the rear LH side of the cabin and is held to the aircraft structure by two
hinges which allow it to be opened inwards and towards the rear of the aircraft.
The door is closed and locked by an external or internal handle. To keep the door open, a stay bar which
slots into a housing on the door is used.
The door is equipped with a bubble window for observation. The window is a deep-molded, clear acrylic
panel, complete with a metal frame and seal. The panel is hinged at the top and locked into position at the
bottom.

(1) Bubble window
(2) Passenger door handle
1-174
30-D-521000-C-0117B-00001-M-01-1IÉò
Figure 1-88 Passenger door - Controls and indicators
1-175
RAMP AND CARGO DOOR (VENTRAL DOOR)

The aircraft has a ventral door at the rear of the fuselage. It is made up of two main components:
- Cargo Door: opens upwards and inwards.

- Ramp: opens downwards and outwards.
Both are operated by hydraulic actuators which take the necessary hydraulic power from the aircraft
hydraulic system. They are controlled from the CARGO DOORS CONTROL handle in the cockpit.
The CARGO DOORS CONTROL handle allows the doors to be opened or closed by positioning a 4-way
valve. The opening sequence, when the handle is set to OPEN, is as follows:
- the cargo door starts to open,

- when the cargo door is fully open, the ramp is enabled,
- the ramp lowers to the fully lowered position.
To close the doors, by setting the CARGO DOORS CONTROL handle to CLOSED, the sequence is
reversed.
The ramp can be locked in any position by setting the CARGO DOORS CONTROL handle to LOCKED
and is mechanically locked in its closed position by two pins. The cargo door can be hydraulically
locked in any position between open and closed by setting the REAR DOOR LOCK handle to LOCKED
when the door has moved to the required position. This action isolates the cargo door from the control
system, allowing the ramp to be operated independently.
CAUTION
While handling heavy cargo two supports must be fitted

to prevent the aircraft from rooking.
1-176 Revision 1
30-D-523000-C-0117B-00001-M-02-1IÉò
Figure 1-89 Ramp and cargo door system
Revision 1 1-177

(1) CARGO DOOR CONTROL handle:
It is a three-position handle labeled OPEN, LOCKED, CLOSED:

· OPEN: the handle actuates a four-way valve to connect the hydraulic pressure for opening the
doors.
· CLOSED: to close the doors.
· LOCKED: the four-way valve shuts off both "open" and "closed" circuits.
(2) REAR DOOR LOCK handle:
It is a two-position handle labeled NORMAL, LOCKED and located on the aft RH fuselage:
· NORMAL: the handle opens a shutoff valve installed in the hydraulic circuit which is connected
to the cargo door.
· LOCKED: it shuts off this valve so that only the ramp will move in response to operating the
CARGO DOORS CONTROL handle.
1-178 Revision 1
30-D-523000-C-0117B-00002-M-01-1IÉò
Figure 1-90 Ramp and cargo door - Controls and indicators
Revision 1 1-179
EMERGENCY EXITS
The evacuation of the aircraft on the ground, in the event of an emergency, can be performed through the
doors and exits installed specifically for these situations.
The aircraft has one emergency exit installed in the roof of the cockpit, and one emergency door located
at the aft RH side of the cabin. Both doors are operated manually and open outwards.
The cockpit emergency exit is a hatch which can only be opened from inside the aircraft.
The emergency exit in the cabin is clearly signaled and the door can be opened from both inside or
outside the aircraft. It is fixed to the fuselage with two locking pins that can be released by means of a
handle. It is also equipped with a window for observation.

(1) Hatch release handle
(2) Hatch locking pins
(3) Door locating pins
(4) Door release handle
(5) Door locking pins
1-180
30-D-522000-C-0117B-00001-M-01-1IÉò
Figure 1-91 Emergency exits - Controls and indicators
1-181
DOORS OPEN WARNING

All the aircraft doors have an incorporated microswitch which is triggered when the door is closed and
locked. If any microswitch is not triggered, the UNSAFE DOOR light on the warning panel and the
corresponding door open light on the central instrument panel come on.
30-D-527000-C-0117B-00001-M-01-1IÉò
Figure 1-92 Doors open warning
1-182

(1) UNSAFE DOOR warning light (red):
Comes on when there are one or more doors not locked.
(2) Door open lights (red):
Comes on when the related door is not locked.
30-D-527000-C-0117B-00002-M-01-1IÉò
Figure 1-93 Doors open warning - Controls and indicators
1-183
1-184
SEATS
SEATS
The aircraft has seats for the crew installed in the cockpit and the cabin compartment.
The cockpit has two seats for the pilots (C/M-1 and C/M-2) and one for an observer or third crew member
(C/M-3).
The cabin compartment has two working seats and three military seats.
1-185
C/M-1 AND C/M-2 SEATS

The C/M-1 seat only differs from the C/M-2 in the position of the adjustment controls, which are on the
right for the C/M-1 and on the left for the C/M-2. Each seat is equipped with seat belts and adjustable
armrests. The seats can also be adjusted in height and position, and are reclinable.
30-D-251111-C-0117B-00001-M-01-1IÉò
Figure 1-94 C/M-1 and C/M-2 seats
1-186
OBSERVER OR THIRD CREW MEMBER SEAT

The C/M-3 seat is a folding tubular structure which is stowed against the forward compartment bulkhead
when not in use. To use, the seat is pivoted on hinges and locked into the cockpit doorway. The seat has
an inertial shoulder and lap safety harness
30-D-251112-C-0117B-00001-M-01-1IÉò
Figure 1-95 C/M-3 seat
1-187
CABIN SEATS
In the cabin compartment, there is a working swivel seat located at the radar console and at the terrain
navigator post. There are also three military seats on the RH side, forward of the equipment rack.
The two working seats are similar in terms of structure and installation. The upper structure has a seat,
backrest, armrests and an inertial shoulder and lap safety harness. The lower structure has seat
adjustment and slide release mechanisms. The working seat can be moved forwards/backwards along a
floor track, to the left/right on the seat mounting and can be swiveled. The working seat can be locked in
any track position and in swivel every 45 degrees.
The three military seats are similar in structure and installation. The seat is a light tubular frame,
supported by two brackets on a seat rail, with two folding legs. The seat is made of reinforced nylon and
attached to the tubular frame. The backrest is made of interwoven nylon straps attached to the back of
the seat frame and hooked over an upper rail. The seat has a lap safety harness and can be folded
against the cabin side wall.
1-188
30-D-251113-C-0117B-00001-M-01-1IÉò
Figure 1-96 Cabin seats
1-189
1-190
POWER PLANT
GENERAL
The aircraft C-212 Serie 300 is equipped with two turboprop engines Garret-Allied Signal TPE
331-10R-513C. In static conditions, standard atmosphere, at sea level and at 100% rpm the nominal
power of each engine is 900 SHP (925 SHP APR on). The C-212 is equipped with a four bladed, constant
speed, hydraulic feathering and reverse pitch Dowty Rotol R.334/4-82-F/13.
The power plant comprises the power group assembly, an engine control system, an engine oil system,
an engine fuel system, an engine starting and ignition system, a propeller and a gearbox.
POWER GROUP ASSEMBLY

The power group assembly consists of a compressor section, combustion section and turbine section.
Inlet air enters the compressor section through an inlet duct located at the bottom of the input housing
assembly. The first stage impeller of the compressor section compresses the inlet air and forces it
through the interstage duct assembly (crossover duct) to the second stage impeller and is discharged
into the combustion section.
The combustion chamber case provides a plenum for compressed air keeping the outer surfaces of the
engine relatively cool. The rear of the combustion chamber case provides a register for the turbine
bearing support and for mounting the fuel nozzle and manifold assemblies.
Gases from the combustion section flow through the stators and rotors and exhaust to atmosphere
through the exhaust duct assembly and around the tail cone. Some compressor air is directed against
the turbine rotors for cooling. The turbine section provides power through the reduction gear and shaft
section to drive the propeller.
The compressed air supplied from the compressor section flows into a single reverse flow annular
combustion chamber assembly that encloses the turbine section. Here atomized fuel supplied by the fuel
nozzle and manifold assembly of the fuel system is mixed with the compressed air. Primary fuel nozzles
are used for starting. Secondary fuel nozzles are used in conjunction with the primary nozzles for all other
phases of operation. During starting and initial acceleration, the fuel-air mixture is ignited by two igniter
plugs of the ignition system. After ignition cutout, combustion is self-sustaining. The resultant
combustion gases are directed to the three-stage axial turbine by the transition liner assembly.
1-191
30-D-710010-C-0117B-00001-M-01-1IÉò
Figure 1-97 Power Group Assembly
1-192
ENGINE CONTROL SYSTEM

The engine control system controls the supply of fuel to the engine and the propeller pitch in order to
control the engine speed.
The main components of the engine control system are: the engine fuel control assembly, the propeller
governor assembly (PG), the propeller pitch control (PPC) and the fuel system components,
underspedd governor (USG) and metering fuel valve (MFV) (see Figure 1-86). These interrelated
engine controls are rigged to provide two basic modes of operation: the beta mode and the
propeller-governing mode (PG-mode).
Beta-mode operation provides for operator control of propeller blade angle, while the RPM lever
varies the engine speed between 65% and 97% rpm (the final value is also as function of power lever
position). The fuel control unit automatically meters fuel flow to supply engine power required by
propeller load. Beta-mode operation is normally used at reduced aircraft speeds for reverse-pitch
braking on the runway and for ground operation.
Propeller-governing mode operation provides for operator control of engine power and selection of
the engine speed-governing point, between 96% and 100% rpm. The propeller governor controls the
propeller blade angle position to absorb the operator selected power setting while maintaining constant
engine speed. Propeller-governing mode operation is used for all airborne operations.

(1) Power Lever (PL):
The PL quadrant has four marked positions: FULL REVERSE (Maximum Reverse Power),
G.I. (Ground Idle), F.I. (Flight Idle) and TAKEOFF (Takeoff Power). The main function of the
power lever is to regulate the fuel flow, blade traction and to select the reverse power.
In FULL REVERSE position, the lever selects the maximum reverse pitch and the
corresponding fuel flow. In GROUND IDLE position the propeller supplies the minimum
torque. It is also used if the propeller blades are latched, for starting. In FLIGHT IDLE
position supplies the minimum fuel flow and torque, depending on the speed. In TAKEOFF
position supplies the maximum power.
The positions between G.I. and Takeoff are named positive traction (the blade pitch angle
are positive) and the positions between from G.I. and Full Reverse are the negative traction
sector (negative pitch angle). The positions between F.I. and Takeoff are the flight positions
and are used for flight operations and for takeoff. The positions between F.I. and Full
Reverse are named Ground positions and are used for ground operations.
The PLs are provided with two security devices that avoid the PLs to be retarded behind F.I.
when the aircraft is in flight. These devices are latches in the lever and a mechanical stop in
the aft part of the quadrant.
(2) Friction Levers:
Adjusts the friction of the power and RPM levers on the left and right side respectively.
Each lever has two limit positions: LOCK and FREE.
(3) RPM Lever:
The RPM levers quadrant has two marked positions: TAXI (MIN RPM) and TAKEOFF/LAND
(MAX RPM). The lever main function is to select the propeller rpm's to obtain the best
efficiency in according to the different positions of the power lever.
On ground operation will be used the TAXI position for starting and taxiing, being able to
require more advanced positions. The TAKEOFF/LAND position will be used for takeoff and
landings and the intermediate positions over 96% will be used for inflight operations.
On ground operations (Beta mode) the engine RPM can be varied between 65±1% in TAXI
and 97% in TAKEOFF by acting on the propeller governor. In flight operations (PG-mode)
the RPM levers permits the C/M's to select engine RPM between 96% and 100%, by acting
on the underspeed governor.
Revision 2 1-193
Figure 1-98 (Sheet 1 of 2) Engine Control System - Controls and Indicators
1-194 Revision 2
30-D-760000-C-0117B-00002-M-01-1IÉò
Figure 1-98 (Sheet 2 of 2) Engine Control System - Controls and Indicators
1-195
ENGINE FUEL SYSTEM

The system provides fuel flow to satisfy the speed and power demands of an engine. The main
components of the system are the engine fuel pumps assembly, the Fuel Control Unit (FCU), the
enrichment valve, an engine shutoff valve, the flow divider and the fuel nozzles (see Figure 1-99).
The fuel from the fuel tank goes through the fuel shutoff valves to the engine pumps assembly. The
pumps assembly includes a boost pump and a high pressure pump, connected by a bypass filter. The
pumps assembly also incorporates a relief valve.
There is a filter anti-ice device that operates automatically when the fuel temperature is below 5ºC. An
anti-ice valve, thermostatically controlled, passes a portion of fuel from the high-pressure pump through
an oil/fuel heat exchanger.
The pump assembly delivers filtered fuel at required pressure to the fuel control unit for metering.
The fuel control unit is attached to the rear of the fuel pump assembly. The control unit incorporates an
overspeed governor, main metering valve, underspeed governor, bypass valve, PL & RPM lever
links.
After the FCU there are an enrichment valve, a limiting valve (TTL operated), a flowmeter and a shutoff
valve (electrically and mechanically actuated).
The engine shutoff valve introduces fuel to the engine in response to the 10% speed switch actuation
during engine starting. The valve is open during normal engine operation. During engine shutdown an
electrical signal from the fuel switch in the cockpit closes the shutoff valve. The valve may be closed from
the cockpit by the Emergency shutdown lever.
A flow divider is used to route the fuel to the primary and secondary nozzles as appropriate.
One manifold provides primary fuel flow for engine starting and continuous operation and the other
provides only secondary fuel flow for continuous operation. The engine contains 10 dual-orifice fuel
nozzles connected through primary and secondary manifolds from the primary and secondary sides of
the fuel flow divider.
During initial phases of an engine start, fuel atomisation is provided only by the primary nozzles.
For all other phases of engine operation, fuel is provided by both the primary and secondary nozzles.
1-196
Fuel Control Unit

The system has the fuel pumps and the filter with A/I protection.
The fuel control unit meters the fuel, supplied by the boost and high pressure fuel pumps, to the engine
combustion chamber. The fuel control unit is composed of three major fuel devices: an overspeed
governor (OSG), a manual fuel valve (MFV) and an underspeed governor (USG).
The FCU meters the fuel to the fuel nozzles according to:
- The setting of the PL and/or the RPM lever.

- The engine air inlet temperature (T2) and pressure (P2) to compensate the changes in the air
density.
- The RPM values according with the overspeed and underspeed settings.
- The compressor discharge pressure (P3) for the acceleration during the starting.
The flyweight-type overspeed governor is a safety device to control engine speed at approximately 103%
in the event of propeller governor assembly malfunction. Excess engine speed produces overspeed
governor flyweight action, which reduces fuel flow to oppose any engine speed increase over this
limit.
The USG functions in beta-mode operation. The engine speed is controlled by the pilot between
65±1% and 97% rpm. Should engine speed attempt to increase beyond the selected setting, the USG
reduces the fuel flow to oppose any speed increase. The minimum engine speed setting during ground
operation reduces noise level and the maximum ssetting provides greater power during reverse-pitch
braking operation.
The MFV meters fuel flow to control engine power at all engine speeeds during beta-mode and during
propeller-governing mode. At a fuel flow sufficient to drive the engine speed above the USG setting the
PG assembly establishes a constant-engine-speed operation by automatically increasing
propeller-blade pitch angle. Additional fuel flow provides additional power at propeller-governing mode.
Propeller-governor mode for speed setting can be established by C/M's control of the RPM lever
between 96% and 100% rpm.
The OSG is a safety device to control engine speed between 104% and 105% in the event of PG
assembly malfunction. Excess engine speed produces OSG action which reduces fuel flow to oppose
any engine speed increase.
1-197
30-D-730000-C-0117B-00001-M-01-1IÉò
Figure 1-99 Engine fuel system
1-198

(1) Emergency shutdown lever:
There is an emergency shutdown lever for each engine. Each lever is mechanically connected
to the mechanical fuel shutoff valve, engine mounted fuel shutoff valve, nacelle vent ports and
feathering valve.
- When te lever is in NORMAL position the mechanical valve is open and the engine
mounted valve is mechanically set to open when electrically energized at 10% rpm
during engine start.
- When the lever is in FEATHER position both valves are closed. This provides a
means of rapid engine shutdown and propeller feathering in the event of emergency
or electrical failure.
(2) FUEL switches:
The FUEL switch is a two-position switch labeled OPEN and CLOSE.
- When it is in OPEN the electrical fuel shutoff valve is open and the engine mounted
shutoff valve is armed to open at 10% rpm during the start after which it remains
mechanically latched open until electrically closed by the FUEL switch or
mechanically closed by the emergency shutdown lever.
- In CLOSE position the electrical fuel and the engine mounted shutoff valves are
electrically energized to close.
(3) PRIME buttons:
Each engine has a PRIME button. When it is pressed it energizes the fuel enrichment valve to
open.
(4) Fuel flow indicators:
The fuel flow indicators display fuel flow in pound per hour and is numbered in 100 lb/h steps
from zero to 600 lb/h and is marked in increments of 10 lb/h. The dial has a green-arc between
zero and 547 lb/h.
1-199
Figure 1-100 Engine Fuel System - Controls and Indicators
1-200 Revision 2
ENGINE OIL SYSTEM

The engine oil system provides a constant supply of clean oil to the engine bearings, reduction gears,
fuel pump accesory drive, torque indication and propeller governor controls. The oil lubricates and cools
engine rotating components and carries any impurities to the oil filter, precluding further circulation within
the oil system. A magnetic chip detector, located in the lower portion of the reduction gearbox will detect
any metal contaminates, the detector is connected to the CHIP DETECTOR warning light
(Figure 1-101).
The system also includes an oil tank, an oil pressure pump, three scavenge pumps, an oil filter, a bypass
filter incorporating an indicator (on the engine) to alert oil filter restriction, a pressure regulator relief
valve, an air/oil cooler, an oil vent valve and an oil/fuel heat exchanger.
The oil tank assembly is mounted as part of the engine. The serices ports includes a screen, dipstick and
a cap. Other ports on the oil tank include an air/oil separator, the cylindrical oil/fuel heat exchanger and a
connection for the unfeathering pump.
The lubrication pump and all three scavenge pumps are similar in construction and differ only in physical
size and displacement. The scavenge pumps are capable of displacing considerably more oil volume
than the pressure pump could put into either sump, so that the gearbox functions at a pressure less than
ambient. This negative pressure assists in preventing oil loss since the seals would admit air into the
case rather than allowing oil to escape.
The oil filter assembly consists of a removable filter housing containing a disposable cartridge type filter
element.
The bypass filter provides a warning to the operator that the filter may be restricted. When the filter is in
bypass, a red rod will extend which will remain extended indicating a restricted oil filter element.
The oil vent valve is mounted on the front face of the reduction gear section. The valve opens to provide
air to the suction side of the pressure and scavenge pumps, reducing the demand of output torque from
the starter-generator. The vent valve is normally close and electrically open between 0% to 60% rpm
during the engine starting.
A ram air/oil cooler is located in the lower engine nacelle. The oil only passes through the air/oil cooler
when an integrated thermostatically controlled valve detects an oil temperature of 75ºC.
1-201
30-D-790000-C-0117B-00001-M-01-1IÉò
Figure 1-101 Engine oil system
1-202

(1) Oil pressure indicators:
There are two oil pressure indicators, one per engine.

Each indicator reads pressure in psi as measured by the system transmitter. The dial is
marked in units of 20 psi extending from 0 to 200 psi and numbered each 40.
- A green arc extends from 70 to 120 psi.

- An amber arc extends from 40 to 70 psi indicating low pressure condition.
- Two solid red radials are marked at 40 and 120 psi indicating minimum pressure at
ground idle and maximum system pressure respectively.
(2) Oil temperature indicators:
There are two oil temperature indicators, one per engine.

Each indicator reads meassured system temperature bulb in ºC. The dial is marked in units of
10ºC from -70ºC to 150ºC and numbered each 50 from -50ºC to 150ºC.
- A green arc extends from 55ºC to 110ºC.

- Two amber arcs extend from -40ºC to 55ºC and from 110ºC to 127ºC.
- Two solid red radials are marked at -40ºC and 127ºC indicating minimum and
maximum system temperatures respectively.
(3) OIL PRESSURE lights (red):
An OIL PRESSURE LEFT/RIGHT light comes on to indicate when oil pressure is below 40
psi.
(4) CHIP DETECTOR lights (red):
The CHIP DETECTOR LEFT/RIGHT ligh comes on when a metallic particle in the oil is
attracted to a magnetic chip detector plug.
1-203
30-D-790000-C-0117B-00002-M-01-1IÉò
Figure 1-102 Engine oil system - Controls and indicators
1-204
AUTOMATIC POWER RESERVE (APR)

The APR system, when armed, will automatically increase engine performance in the event of a
significant loss of torque on either engine. Performance increase is obtained by opening the enrichment
valve and powering a temperature compensator and a torque compensator.
Temperature compensator provides a bias signal to indicate 26ºC lower temperature, thus allowing for
an increase in power equivalent to that of 26ºC EGT until red line is obtained.
Torque compensator provides a bias signal to the torque limiter allow a 2.8% increase in torque, which is
also reflected in the indicator. The same system signal also closes the heating valve if it is open and
illuminates the APR light in the central instrument panel.
In case of a failure of the automatic sequence, the pilot has available a manual selection for system
operation. The APR system powers now only the manual temperature compensator and the torque
compensator.
CONTROLS AND INDICATORS:

(1) APR Mode Selector pushbutton:
The upper part of the pushbutton illuminates ARM when the system is energized by the APR
switch. Failure of the automatic system is indicated when the corresponding amber APR light,
located in the central instrument panel, remains off when torque of the opposite engine drops
below 50%. The override system is selected by pressing the pushbutton and O/RIDE is
displayed in the lower part of the pushbutton. This energizes the manual compensators to bias
the signals to the T/T Limiter.
(2) APR switch:
APR switch is a two position switch labeled ARM and OFF.

· ARM: the APR system automatic sequence is armed.
· OFF: the system is de-energized.
(3) APR TORQUE TEST selector:
The selector has three positions labeled AUT, OFF and MAN. The switch is spring-loaded to
the OFF position.
· AUT: the torque automatic bypass signal serviceability is indicated by the APR TORQUE
TEST light.
· OFF: the system is de-energized.
· MAN: the torque manual bypass signal serviceability is indicated by the APR TORQUE TEST
light.
(4) APR TORQUE TEST pushbutton:
When system is armed this pushbutton provides selection facility, in conjunction with APR
TORQUE TEST selector, to test the APR compensator of each engine, in both manual and
automatic modes. LEFT and RIGHT green lights come on according to the selection
required.
(5) APR L/R lights (amber):
There is a press-to-test light for each engine APR system. The light comes on to indicate the
automatic operation of the corresponding engine APR system.
1-205
30-D-780000-C-0117B-00001-M-01-1IÉò
Figure 1-103 APR - Controls and Indicators
1-206
TEMPERATURE INDICATING SYSTEM

The temperature sensor assembly, installed in the turbine exhaust duct assembly, is an eight unit type
with chromel and alumel elements in each temperature sensor. The temperature sensor are arranged to
provide essentially equal area sensing of Exhaust Gas Temperature (EGT). The temperature sensors
are connected to the Single Red Line (SRL) controller (seeFigure 1-104).
The SRL controller is designed to be used with the EGT measuring system and eliminates the need tor
the pilot to use correction charts to determinate the maximum allowable operating temperature. The EGT
signal is modified and provided as a constant temperature signal to the EGT indicator.
The SRL system receives signals from a Delta P/P transducer, T2 inlet temperature sensor, engine
rpm and compensated EGT. The Delta P/P transducer, using P2 and P5 signals, sends a corrective
signal to the SRL controller that represents the pressure altitude effect on the engine operation.
1-207
30-D-770010-C-0117B-00001-M-01-1IÉò
Figure 1-104 Temperature indicating system
1-208

(1) EGT indicators:
The indicator provides an analog and digital display in ºC. A red light in the face of the indicator comes on
at 650ºC. The analog indication is numbered in 50ºC steps from 200 to 1100ºC. The dial has:
- A green-arc between 200 and 650ºC.

- A red line at 650ºC.
- A red discontinuous line at 770ºC.
(2) EGT TEST switches:
Provision is made to check the serviceability of each indicator and compensator (Figure
1-101). A three-position test switch is located adjacent to each indicator on the central
instrument panel. It is spring loaded to the center position and is labeled COMP TEST and IND
TEST.
· COMP TEST: the compensator is de-energized. A change of the indicated EGT equivalent to
the compensator value should be observed.
· IND TEST: the indicator should display "1888" and a red light comes on.
1-209
30-D-770010-C-0117B-00002-M-01-1IÉò
Figure 1-105 Temperature indicating system - Controls and indicators
1-210
TORQUE INDICATING SYSTEM

The torque indicating system has an oil pressure regulator, a flow restricting orifice, a torque sensor
assembly and a torque transducer.
The pressure regulator receives high pressure oil from the lubrication system and regulates the pressure
to about 85 psi. The orifice is a restriction to oil flow and reduces the downstream pressure. The torque
sensor is a variable pressure regulator and regulates the "torque" pressure as a result of the twisting
action of the torsion shaft. The pressure from the torque sensor and the pneumatic signal from the
pressure inside the gearbox are sent to a torque tranducer that transmits an electrical signal to the torque
indicator.

(1) Torque indicators:
The torque indicators are located in the central instrument panel. The signals are displayed as
percent of the maximum rated power and is numbered in 20% steps from zero to 120%,
marked in increments of 5%. The dial has:
- A green-arc between zero and 100%.

- An amber-arc between 100% and 104.4%.
- A red mark at 104.4%.
(2) RPM indicators (tachometers):
The RPM indicators are located in the central instrument panel. The indicator provides an
analog and digital display in %. The analog indication is numbered in 20% steps from zero to
110% and marked in increments of 10%. The dial has:
- A green-arc between 96% and 100%.

- An amber-arc between 65% and 96% and between 100% and 101%.
- A red line at 101%.
- A white triangle at 103% or 104%, depends the aircraft serie.
1-211
30-D-770020-C-0117B-00001-M-01-1IÉò
Figure 1-106 Torque indicating system - Controls and indicators
1-212
TORQUE AND TEMPERATURE LIMITING SYSTEM

The torque and temperature limiting system used on the TPE 331 engine is designed to provide a limit of
the power to prevent from exceeding the maximum values of 100% torque and 650ºC EGT. The system
consists of a torque temperature limiter (T/TL) computer and a torque limiter valve.
The T/TL receives signals from the torque ring transducer, SRL controller and RPM. When either limit is
reached, signals are generated within the controller and then transmitted to the torque limiter valve that
bypasses metered fuel back to the fuel pump inlet and reduces fuel supply to the engine to avoid to
exceed maximum parameters.
1-213
30-D-770000-C-0117B-00001-M-01-1IÉò
Figure 1-107 Torque and Temperature Limiting System
1-214
ENGINE STARTING AND IGNITION CIRCUIT

Engine starting can be performed automatically or manually, on ground or in flight.
The engine starting is initiated by the AUTO START selector that energizes the starter-generator, in
ground operations, or the unfeathering pump in flight operations. Engine can be started by the AC
batteries or by means of a GPU.
The automatic engine starting requires the AS/SRL controller to be energized through the SRL &
LIMITER COMPTR switch. The controller receives an RPM AC signal from a single monopole circuit in
the PG, and converts it into accurate speed values for the operation of the speed switches in the correct
sequence.
The manual engine starting is performed in case of AS/SRL system is inoperative. The engine starting is
controlled by the FUNCTION SELECT switch and the MANUAL IGN pushbutton located in the overhead
panel.
During automatic engine starting, ignition of fuel-air mixture within the combustion chamber assembly is
accomplished by the ignition system. The ignition unit is energized by 24V DC at 10% RPM and delivers
high voltage pulses to the igniter plugs through the ignition leads. The two igniter plugs produce ignition
sparks to start combustion. The system is de-energized when the engine RPM reaches a value of 60%
that indicates combustion has become self-sustaining. For manual starting the ignition must be
controlled manually with the MANUAL IGN pushbutton.
The ignition unit is energized by the AUTO START selector or by the MANUAL IGN pushbutton. The
AUTO START light in the overhead panel indicates the operation of the system.
In case of an engine flame out during flight operation, when RPM is 80%, automatically a speed switch
enegizes the ignition to attempt an engine start. A microswitch for each engine (located in the leg of main
landing gear) disconnects the system for ground operations, but can be tested with the AUTO IGN test
switch.
CONTROLS AND INDICATORS:

(1) AUTO START selectors:
Each engine has an AUTO START selector. The selectors are spring loaded to the center
position, and are labeled AIR and GND.
· AIR: an automatic airstart is initiated. The selector energizes the unfeathering pump to drive
the propeller to a lower blade angle so airflow becomes the rotational force during
acceleration.
· GND: energizes the starter-generator to provide the rotational force for automatic ground
start.
(2) AUTO START lights (green):
A press-to-test light is located above each AUTO START selector. The light comes on (green)
when the ignition system is energized. It indicates the correct function of the speed switches
during auto start. The light should be monitored during the start to observe it illuminates at 10%
RPM and extinguishes at 60% RPM.
(3) MANUAL IGN pushbuttons:
Each engine has a MANUAL IGN pushbutton, under guard. When the button is pressed it
energizes the ignition system and opens the fuel shutoff valve. During manual air or ground
starts, the button is pressed at 10% RPM and released at 60% RPM. This manually substitutes
the function of the speed switches during an automatic start.
1-215
(4) FUNCTION SELECT switches:
Each engine has a FUNCTION SELECT switch, under guard. The switches are spring loaded
to the center position and are labeled UNFTH, NORM, CRANK.
· UNFTH: the switch only energizes the unfeathering pump which is used for manual airstart and
unfeathering the propeller on the ground.
· NORM: this is the normal position.
· CRANK: used for manual ground starts it energizes the starter generator and oil vent valve to
open.
(5) AUTO IGN L/R TEST switches:
The switch has two positions labeled L or R and TEST. It is spring loaded to the L or R position.
In TEST position the autoignition system is energized to provide an input signal to the ignition
unit and the AUTO START green light comes on.
(6) SRL & START COMPUTER lights (amber):
An SRL and START COMPUTER LEFT/RIGHT light comes on to indicate when its respective
controller is not providing a conditioned EGT indication.
(7) OVERLOAD START RELAYS lights (red):
Each starter has an OVERLOAD START RELAYS lights. It is a press-to-test type. The
corresponding light comes on to indicate a started overload during engine start. The started
generator is automatically de-energized.
(8) SRL & LIMITER CMPTR L/R switches:
The switches, energize the SRL and Limiter computer systems. The three position switches
are labeled OFF, BOTH and SRL (ONLY).
- OFF: the AS/SRL is de-energized.

- SRL (ONLY): the AS/SRL system is energized but the Limiter computer system is
de-enegized.
- BOTH: the AS/SRL and the Limiter computer systems are energized and coupled to
provide protection.
(9) LIMITER CMPTR TEST L/R switches:
There is a switch for each system. It is a three-position switch labeled TORQUE and EGT and
neutral. It is spring loaded to the center position. When held to either TORQUE or EGT the
respective limit is simulated. Serviceability is indicated when a decrease in fuel flow is
observed which results from bypass valve actutation in response to the appropiate signal from
the Limiter computer.
(10) DELTA TRANSDUCER L/R TEST switches:
There is a test switch for each transductor. It has two positions and is spring loaded to the
center position. In the center position the transducer is energized to provide an input signal to
the SRL controller.
· TEST: the transducer is de-energized. When held to TEST serviceability if the transducer is
indicated by a small change in EGT. At the operating altitudes and airspeeds of the aircraft a
change of 2º to 4º is normal.
1-216
Figure 1-108 (Sheet 1 of 2) Engine Starting and Ignition Circuit - Controls and Indicators
Revision 2 1-217
30-D-800000-C-0117B-00002-M-01-1IÉò
Figure 1-108 (Sheet 2 of 2) Engine Starting and Ignition Circuit - Controls and Indicators
1-218
PROPELLERS
General
The propeller is a four bladed, constant speed, with feather and reverse pitch.
The propeller consists of a hub assembly, the blades and the blade bearings. On the rear part of the hub
there is a cylinder which controls the pitch change mechanically and hydraulically. On the front part it is
found the Slip Ring Assembly which transmits the electrical current to the blade de-icer assemblies.
In the Figure 1-109 it is detailed the functioning of the propeller:
- The basic functioning of the blades position is determined by the balance of forces between
hydraulic pressure, spring and counterweights force.
- High pressure oil is delivered to the rear of the piston through the beta tube, this causes the
piston to move from feather to reverse position. This propeller is spring loaded to the full
reverse position.
- When the hydraulic pressure is released from the rear of the piston, the blade counterweights,
with the assistance of the inner and the outer feather springs, move the piston towards the
feather position.
- Movement of the piston is transmitted by the crosshead and the operating pin to the propeller
blade assemblies.
- Two spring loaded latches engage the piston and consequently hold the propeller blades at or
near 0 degrees for minimum propeller drag during starting. When the engine has attained
sufficient speed, the centrifugal force causes the latches to disengage the piston, allowing the
blades to assume their required pitch angle.
- In the event of oil pressure failure the counterweight and springs will move the blades to
feather position.
CAUTION
The propeller must be on starting latches position

attempting a ground start.
If the propeller is not held on the starting latches it may

be so positioned by utilising the unfeather propeller
procedure.
- During the ground shutdown it is essential that a full reverse pitch is selected on engine
shutdown to ensure that the starting latches engage on the piston for subsequent restarting.
1-219
30-D-610000-C-0117B-00001-M-01-1IÉò
Figure 1-109 (Sheet 1 of 2) Propellers
1-220
30-D-610000-C-0117B-00002-M-01-1IÉò
Figure 1-109 (Sheet 2 of 2) Propellers
1-221
Propeller Control System

TPE331 is a constant speed engine, which it is achieved by maintaining the balance between the engine
power and the propeller load. To achieve it there are four control elements. Two of them to control the
power, Manual Fuel Valve (MFV) and the Underspeed Governor (USG), which are in the Fuel Control
Unit (FCU); and the other ones to control the propeller load, the Propeller Pitch Control (PPC) and the
Propeller Governor (PG), which are at the rear part of the gear box.
There are two modes of operation of the engine, Beta Mode (for ground operation) and Governor Mode
(for inflight operation)
The propeller control system consists of an oil transference tube (beta tube), PG, PPC, feather valve,
unfeather pump, beta switch and negative torque system (NTS).
The propeller control system is in charge of controlling the propeller pitch in the two modes of operation,
Beta mode and Governor mode.
In Beta mode, the oil in the lubrication engine system enters the PG where there is a pump, moved by the
engine, which will cause an increase in the oil pressure. This oil is sent to the PPC where, depending on
PL movements, the oil pressure will be modulated. The oil will flow through the beta tube in order to
produce a variation in the pitch of the propeller blade.
A pressure sensor is located on the line between PG and PPC, and it will switch on the green beta light
since pressure here is high. In beta mode the pilot controls, through the PL, the propeller pitch angle.
In beta mode the PL controls the pitch angle through the PPC. Any engine speed between 65 and 97%
RPM is selected with the RPM lever by acting USG.
In the governor mode, the oil in the lubrication engine system enters the PG where there is a pump, and a
pressure regulator valve will modulate oil pressure. Oil is sent to the PPC where it does not suffer
variation. The oil will flow through the beta tube in order to produce a variation in the pitch of the propeller
blade. The beta light sensor will not switch on the beta light since pressure here is low. In governor mode,
the movement of the PL will not affect to the PPC, that will act as hydraulic connection.
In case of advancing the PL further the F.I. position it is produced the transition from Beta mode to
Governor mode.
In Governor mode, the PL controls the fuel flux and engine speed through the MFV. The PG, positioned
by RPM lever to maintain the RPMs between 96 and 100%, controls the propeller pitch angle.
1-222
30-D-610000-C-0117B-00004-M-01-1IÉò
Figure 1-110 Propeller control system: PG Mode
1-223
30-D-610000-C-0117B-00005-M-01-1IÉò
Figure 1-111 Propeller control system: Beta Mode
1-224

(1) Beta lights (green):
A Beta light for each engine is located in the C/M-1 and C/M-2 instrument panel. A pressure
switch closes a circuit to illuminate the beta light when the oil pressure is sufficient to
hydraulically change propeller blade angle by power lever movement in the beta range.
30-D-610000-C-0117B-00003-M-01-1IÉò
Figure 1-112 Propeller control system - Controls and indicators
1-225
Feathering
Feathering valve is mounted at the rear part of the gear box. It acts hydraulically by NTS sensor or
manually by the pilot. The valve releases pressure from the propeller piston, while it avoids pressure to
get from PPC, and the spring makes the propeller feather.
30-D-610000-C-0117B-00006-M-01-1IÉò
Figure 1-113 Feathering
1-226
Negative Torque System

Negative torque occurs when the engine runs lower than the propeller.
The function of the NTS system is to limit the torque that the engine can absorb from the propeller during
windmilling and thereby prevent high propeller drag conditions. The NTS system will automatically move
the propeller blades toward their feathered position (should the engine suddenly lose power while in
flight), and precisely modulate the propeller-blade pitch angle during a propeller-windmilled engine
air-start.
30-D-610000-C-0117B-00007-M-01-1IÉò
Figure 1-114 Negative torque system
1-227
(1) NTS CHECK switches:
The NTS CHECK switches are located in the overhead panel. Each switch is labelled ON
and OFF and is spring loaded to OFF position. When held to ON a circuit is closed to
energize the unfeathering pump and open the normally closed NTS checkout valve.
This supplies oil to the propeller system to accomplish the NTS checks.
(2) NTS CHECK lights (green):
The NTS CHECK lights are located above the NTS CHECK switches, on the overhead
panel. The CHECK light comes on to indicate system serviceability in response to NTS
pressure switch signals.
Figure 1-115 Negative torque system - Controls and Indicators
1-228 Revision 2
Propeller Synchronization
The propeller synchronization system sets automatically the rpm of both engines to have the same value
and it also allows the pilot to select any phase between the propellers. The rpm of one engine will follow
the rpm of the other engine within a predetermined limited range. This range avoids any engine to lose a
quantity of rpm in case of the other engine is feathered with the synchronization system on.
The system consists of:
- Magnetic captor (into the PG).

- Control valve: Receives the signal from the magnetic captor and generate a control signal to
drive the steper motor inside the PG for a light rpm modification.
- Control Panel: Connects the system and adjusts the proper phase for minimum noise.

(1) PROPS SYNC knob:
The PROPS SYNC knob is located in the pedestal. In the ON range the system is connected
and the C/M's can adjust the less noise propeller phase. In the OFF position the system is
de-energized.
(2) PROPS SYNC light (green):
A propeller syncrophaser press-to-test light is located in the pedestal. The light illuminates
when the propeller syncrophaser system is energized.
30-D-610000-C-0117B-00009-M-01-1IÉò
Figure 1-116 Propeller Synchronization - Controls and indicators
1-229
1-230
SECTION 02 - LIMITATIONS
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
WEIGHT LIMITATIONS (CIVIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
WEIGHT LIMITATIONS (MILITARY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
CENTER OF GRAVITY (CIVIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
CENTER OF GRAVITY (MILITARY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
POWERPLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
PROPELLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
AIRSPEED LIMITATIONS (CIVIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
AIRSPEED LIMITATIONS (MILITARY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
OPERATING ENVELOPE (CIVIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
OPERATING ENVELOPE (MILITARY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
ACCELERATION LIMITATIONS (CIVIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
ACCELERATION LIMITATIONS (MILITARY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
MINIMUM FLIGHT CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
EMERGENCY FLIGHT CREW (MILITARY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
2-i
LIST OF FIGURES
2-1 Weight Limitations Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4

2-2 Center of Gravity Position (Civil) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-3 Center of Gravity Position (Military) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-4 Oil Pressure Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2-5 Operating Envelope (Civil) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
2-6 Operating Envelope (Military) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . 2-16
2-ii
INTRODUCTION
The aircraft has certain operative limitations that have to be considered concerning both performances
and systems.
Depending on the type of operation the applicable regulation is different. So, the limitations for military
role are different than those for civil operation. For each limitation, the military or civil nature is specified
in the heading. If the limitation is applicable for both militar or civil, no mention is made in the heading.
These pages do not cover all limitations. Complete coverege is given in AFM.
2-1
WEIGHT LIMITATIONS (CIVIL)

STRUCTURAL WEIGHTS
MAXIMUM RAMP WEIGHT 7750 kg 17086 lb

MAXIMUM TAXI WEIGHT 7750 kg 17086 lb
MAXIMUM TAKEOFF WEIGHT 7700 kg 16976 lb
MAXIMUM LANDING WEIGHT 7450 kg 16424 lb
MAXIMUM ZERO FUEL 7100 kg 15653 lb
WEIGHT
MINIMUM FLIGHT WEIGHT 4300 kg 9481 lb
WEIGHT LIMITATIONS (MILITARY)

Weight limitations applicable to the airplane when it is operated in the military transport role are of two
kinds (gross weight limits and limits on cargo-fuel combination).
GROSS WEIGHT LIMITS
GROSS WEIGHT OPERATIONAL

CONDITION
LIMIT LIMITATIONS
8150 kg
TAXI ---
(17968 lb)
8100 kg 2.5 g - maneuver load
MAXIMUM NORMAL
(17857 lb) factor
TAKE-OFF
MAXIMUM ASSAULT
(16976 lb) factor
MAXIMUM ZERO FUEL
(15653 lb) factor
8100 kg
MAXIMUM NORMAL 9 fps rate of sink
(17857 lb)
LANDING
7600 kg
MAXIMUM ASSAULT 10 fps rate of sink
(16755 lb)
WEIGHT LIMITATIONS CHART

The weight limitations chart Figure 1-1 shows the different zones for the possible combinations of
cargo/fuel permitted and the associated load factor limits.
- Zone A: Recommended.
Cargo-fuel combinations for which airplane operations may be conducted in the assault role at
maneuver load factors up to 3.0 g within the airspeed limitations.
- Zone B: Recommended.
Cargo-fuel combinations for which airplane operations may be conducted in the normal
transport role at maneuver load factors up to 2.5 g within the airspeed limitations.
- Zone C: Not Recommended
2-2
Cargo-fuel combinations which presents a high degree of risk of structural damage. Operation
of the airplane in this area is not recommended and should be avoided. Under conditions of
extreme emergency when the risk of damage to the airplane is secondary, the proper authority
will determine if the degree of risk warrants operation of the airplane at loadings in this zone.
Flight in moderate turbulence is prohibited. Landings must be conducted at a minimum rate of
descent. Operation in this zone imposes a high risk of damage to the landing gear and
supporting structure during taxi. Fuel weights on the area to the top left of the chart, represent a
high risk of damage to the wing structure during flight. Cargo weights on the area at the right of
the chart represent a high risk of main landing gear damage. A structural inspection shall be
performed after flying in this zone.
USE OF CHART:
The Weight Limitations Chart may be used for any of the two following purposes:
1 To determine maximum permissible amount of cargo for a given airplane gross weight, amount
of fuel required, and airplane operating empty weight.
2 To determine maneuver load factor for a given amount of cargo, fuel, and airplane operating
empty weight.
Procedure 1:
Enter chart at the right hand side bottom scale with the amount of fuel required and move up to the
appropriate gross weight line; thence, proceed horizontally to the left (the zero fuel weight on the
corresponding vertical scale may be read). Enter chart at the left hand side bottom scale with the value of
the operating empty weight and move up to intercept the line drawn previously. From the point where the
two lines cross, proceed along the guideline to the left hand side vertical scale to read the maximum
permissible cargo weight.
Procedure 2:
Enter the chart at the left hand side vertical scale with the amount of cargo and draw upwards to the right
and interpolating line. Enter chart again at the left hand side bottom scale with the airplane operating
empty weight and move up to intercept line previously drawn. From the point where the two lines cross,
draw a horizontal line to the right. Enter chart again at the right hand side bottom scale with the amount of
fuel required and move vertically up to intercept the last line drawn. The maximum permissible maneuver
load factor is limited by the value corresponding to the zone where the interception point is located.
NOTE
Load conditions should be checked to determine
condition over destination.
2-3
30-D-152006-C-0117B-00001-M-01-1IÉò
Figure 2-1 Weight Limitations Chart
2-4
CENTER OF GRAVITY (CIVIL)

Allowable ranges of center of gravity position at various weights are shown on graph below:
30-D-152010-C-0117B-00001-M-01-1IÉò
Figure 2-2 Center of Gravity Position (Civil)
2-5
CENTER OF GRAVITY (MILITARY)

The center of gravity location shall always remain within the limits shown on the graph below:
30-D-152011-C-0117B-00001-M-01-1IÉò
Figure 2-3 Center of Gravity Position (Military)
2-6
POWERPLANT
AUTOMATIC POWER REVERSE
APR use should remain an emergency operation only, as engine rotor cycle life is penalized by 4 cycles
for each use of APR.
An engine log book entry is required for each use of APR.
Flight with APR system on must not be initiated when the SRL and/or TTL systems are inoperative.
POWER RATINGS
Engines on the airplane are flat-rated at sea level as follows:
- Takeoff (Initial) Power: 900 SHP up to a 24°C (75°F) day.

- Takeoff (APR on) Power: 925 SHP up to a 27°C (81°F) day.
- Maximum Continuous Power: 900 SHP up to a 24°C (75°C) day.
at 100% RPM (41730 - rpm engine speed) with a 650°C indicated EGT (SRL on) limit.
Operating Conditions Propeller Shaft Indicated EGT Net Thrust,

SHP
(U.S.Std. Atmosphere, S.L., Static) Speed, rpm (SRL on), ºC lb
Takeoff (Initial) Power
1591 624 900 110
(five minute limit)
Takeoff (APR on) Power
1591 633 925 113
(five minute limit)
Maximum Continuous Power 1591 624 900 110
POWER SETTINGS
For compliance with applicable regulations, takeoff and maximum continuous power must be set as
defined by either the applicable %TQ limit or indicated EGT (SRL on) limit, whichever is reached first.
Operating Limits
Power Settings
Indicated EGT
%TQ Time Limit
(SRL on), °C
(1) Takeoff, 100% RPM (2) (3) 650 5 minutes
Unrestricted
Maximum Continuous, (use only when
100 650
100% RPM operationally
necessary)
(1) Takeoff (initial) power is selected by the pilot on takeoff. When the APR system is operative, takeoff
(APR on) power will be obtained automatically on one engine if the other fails during takeoff. The five
minute limit of takeoff (APR on) power must include the duration of operation at takeoff (initial) power
prior to the operation of APR.
(2) Takeoff (initial) power limit is 100% TQ

Takeoff (APR on) power limit is 102.8% TQ
2-7
(3) For the case of takeoff (APR on) power, the EGT (SRL on) limit is actually a value corrected down by
26°C through a bias signal to the EGT indicator.
However, the takeoff (initial) power %TQ setting must not be less than the minimum permissible value.
Any exceedance during APR operation of the takeoff power indicated EGT operating limits must be
recorded in the engine log book.
The EGT operating limits shown above are for SRL system on operation. When the SRL system is off the
maximum EGT limitation for takeoff or cruise will vary as a function of ambient conditions.
TORQUE LIMITS
Maximum Permissible Torque: 100.0 %TQ, continuous.
102.8 %TQ (APR on), 5 minutes.
If any of the values above are exceeded in flight, immediately reduce it to within limits. However, no
engine maintenance action is required if values up to 104.4 %TQ are not exceeded for more than 5
minutes.
CAUTION
If an abrupt loss or an excesive fluctuation of torque

indication occurs (±7.5% TQ), immediately shut down
the engine.
RPM SETTINGS
Operating Conditions % RPM

Takeoff and Maximum Continuous 100.0
Maximum Cruise 98.0
Normal Cruise 96.1
Minimum In-Flight Cruise setting 96.0
Transients of up to ±1% from ground set point are permissible during takeoff and landing. Transients of
up to ±2% about the operational set point, as determined by the pilot setting of the RPM lever, are
permissible during maneuvering flight other than takeoff and landing. RPM variations of up to ±0.25%
about the operational set point, as determined by the pilot setting of RPM lever, are permissible during
steady-state engine operation under calm flight or static conditions. In case of sudden engine stoppage
or externally induced deceleration, shutdown the engine. Refer to the maintenance manual for
appropriate action.
2-8
RPM LIMITS
Operating Conditions % RPM

Continuous Overspeed 101.0
Maximum, 5 minutes 101.5
Maximum, 30 seconds 105.5
Transient
Maximum, 5 seconds 106.0
Never Exceed Over 106.0
Landing, minimum 93.0
Full Reverse (1)
Static, minimum 94.5
(1) Return power levers to G.I. position if engine speed drops below limits.
CAUTION
Avoid operation between 18 and 28 percent rpm except

for transient occurring during start and shutdown.
WINDMILLING LIMITATIONS
RPM Range Maximum Permissible Operating Time

0% to 5% No limitation
5% to 10% 30 min.
10% to 18% 5 min.
18% to 28% Propeller windmilling prohibited in this range
28% to 100% 1 min
EGT LIMITS
Operating Conditions Maximum EGT, ºC Time Limit (Maximum)

Starting (Air and Ground) 770 1 second
Takeoff (Initial) 650 (1) 5 minutes
Takeoff (APR on) 650 (3) 5 minutes (2)
Maximum Continuous 650 (1) ---
(1) With the SRL system inoperative (a situation which requires the operation to be conducted with the
APR system disabled) the EGT limits for takeoff and maximum continuous (and cruise) will vary as a
function of ambient conditions and must be determined.
(2) This time limit must include the duration of operation at initial takeoff prior to operation of APR.
(3) This 650°C EGT limits is actually a value corrected down by 26°C, through a bias signal to the EGT
indicator.
2-9
ENGINE LIGHT-OFF TIME LIMITS
Starting Condition Time (from 10% RPM to light-off)

On Ground 10 seconds (when not using PRIME switch)
2 seconds (when using PRIME switch)
In Air 15 seconds
If limits are exceeded, abort start. Attempt to determine cause of failure to start and correct before further
attempt.
IGNITION SYSTEM LIMITATIONS

One hour (total) on in any two hour period.
FUEL SYSTEM
FUEL QUANTITY
USABLE FUEL IN FLIGHT

U.S. GAL. LB LITERS KG
INBOARD 190 1236 720 560
LEFT OUTBOARD 79 515 300 233
UNDERWING 132 855 498 389
FUEL TANK
INBOARD 190 1236 720 560
RIGHT OUTBOARD 79 515 300 233
UNDERWING 132 855 498 389
TOTAL 802 5212 3036 2364
This values are based on a value of 6.5 lb/U.S. Gal. of JP-4 fuel at a temperature of 25ºC.
FUEL PRESSURE
Fuel low pressure warning switch senses engine boost pump inlet pressure.
Minimum fuel pressure warning range: 3.5 to 7.0 psi.
FUEL LOADING
Inboard tanks must be filled prior to outboard ones.
FUEL INDICATING SYSTEM

Fuel remaining in tanks when fuel quantity indicators read zero is not safely usable in flight.
2-10
PROPELLERS
CAUTION
All ground running for test purposes with the aircraft

stationary must be done with the aircraft headed into
the wind within plus or minus 60 degrees.
Unfeathering Pump Duty Cycle: 1 min. ON - 3 min. OFF.
PROPELLER SYNCHROPHASER SYSTEM

The propeller synchrophaser system must be turned off for takeoff, approach and landing.
The negative torque sensing (NTS) system must be operational for takeoff, since required takeoff
runway lengths and climb performance data are based upon automatic propeller drag reduction by
driving the propeller blade angle toward feather in the event of fuel starvation or in-flight engine
shutdown.
WARNING
Power lever must not be retarded aft of F.I. when in

flight. Excessive drag may result.
OIL SYSTEM
OIL TEMPERATURE LIMITS
TYPE I TYPE II
MIL-L-7808G MIL-L-7808D MIL-L-23699B
MIL-L-7808F
MIN. STARTING (1) -40ºC -40ºC -40ºC
MAX. AT 86% TQ OR 110ºC 93ºC 110ºC (3)
LESS (CONTINUOUS)
MAX. GROUND 110ºC 93ºC 127ºC
OPERATION
(CONTINUOUS)
MAX. ABOVE 86% TQ 79ºC 79ºC 110ºC
(CONTINUOUS) (2)
MIN. FOR AIRSTART 4ºC 4ºC 4ºC
(1) If limit is exceeded, heat engine prior to start.
(2) If limit is exceeded, seek flight regime at which oil temperature limit can be maintained.
(3) 127ºC (5 min. limit above 110ºC).
2-11
OIL PRESSURE LIMITS

Permissible oil pressure operating ranges at normal operating temperatures versus engine RPM are
shown in the graph below. The minimum oil pressure at ground idle RPM is 40 psig. Minimum oil
pressure may decrease with altitude. Above 23,000ft oil pressure may stabilize below 70 psig, but at no
time below 50 psig.
30-D-152030-C-0117B-00001-M-01-1IÉò
Figure 2-4 Oil Pressure Limits
2-12
AIRSPEED LIMITATIONS (CIVIL)

MAXIMUM OPERATING SPEED LIMIT
VMO = 200 KIAS from S.L. to 25,000 ft.
CAUTION
The maximum operating speed VMO must not be

deliberately exceeded in any flight regime (climb, cruise
or descent), except where a higher speed is authorised
for flight tests or pilot training.
MAXIMUM MANEUVERING SPEED LIMIT

VA = 146 KIAS
CAUTION
Full application of rudder and aileron controls as well as

maneuvers that involve angles of attack near the stall
must be confined to speeds below VA.
WARNING
Rapid and large alternating rudder control inputs, or

certain combinations of sideslip angle and opposite
rudder deflection can result in potentially dangerous
loads on the vertical stabilizer, even at speeds below
the design manoeuvring speed VA.
NOTE
Pilots should not become reluctant to command full
rudder when required and when appropriate, such as
during an engine failure shortly after takeoff or during
strong or gusty crosswind takeoffs or landings.
MAXIMUM FLAP EXTENDED SPEED
Flap Deflection VFE (KIAS)

25% 135
100% (DOWN) 115
MINIMUM CONTROL SPEEDS

Minimum Control Speed (Air), VMCA : 76 KIAS
Minimum Control Speed (Ground), VMCG : 69 KIAS
The airplane is fully controllable in flight with either engine inoperative and the other producing rated
takeoff power, at all airspeeds from VMCA to VMO.
2-13
CROSSWIND SPEED LIMITS

The critical crosswind component has not been determined. The maximum crosswind component
demonstrated during takeoff and landings is 20 knots measured at a height of 33 feet above the runway,
and is not considered to be a limiting value.
MISCELLANEOUS SPEED LIMITS

Maximum Reverse Thrust Speed: 90 KIAS.
NOTE
Prior to negative thrust application during landing and
takeoff ground runs, power control levers must be
positioned at G.I. until the airplane has slowed down to
below 90 KIAS.
Maximum Ramp and Cargo Door Operating Speed: 170 KIAS
Maximum Tire Ground Speed: 160 mph
AIRSPEED LIMITATIONS (MILITARY)

The maximum flight speed limitations table shown below lists the values of the Maximum Airspeed Limit
and the Maximum Recommended Airspeed. These values apply to all altitudes up to 25,000 feet.
Maximum Flight Speed Limitations KIAS

Maximum Airspeed Limit 250
Maximum Recommeded Airspeed 200
The Maximum Airspeed Limit supersedes the Maximum Operating Speed Limit, VMO appearing on the
subsection "AIRSPEED LIMITATIONS (CIVIL)" in this section, when the airplane is operated in the
military transport role.
Any flight speed up to the Maximum Recommended Airspeed may be utilized up to and including
moderate turbulence. The airplane should not be operated in conditions of severe turbulence; however,
if flight in severe turbulence cannot be avoided, the recommended turbulence penetration airspeed for
use when flying in severe turbulence is 146 KIAS.
The maneuver load factor limits are -1.2 to 3.0 g unless further limited by the Weight Limitations
Chart.
Operation at airspeeds between Maximum Recommended Airspeed and Maximum Airspeed Limit is
permissible in smooth to moderate turbulence. Flight in severe turbulence is strictly prohibited. The
maneuver load factor limits are 0 to 3.0 g unless further limited by the Weight Limitations Chart. The
Maximum Airspeed Limit shall never be exceeded.
NOTE
The Maximum Recommended Airspeed is equal to the
VMO value listed on the subsection "AIRSPEED
LIMITATIONS (CIVIL)" in this section.
2-14 Revision 1
OPERATING ENVELOPE (CIVIL)
30-D-152040-C-0117B-00001-M-01-1IÉò
Figure 2-5 Operating Envelope (Civil)

OPERATING ENVELOPE (MILITARY)
30-D-152041-C-0117B-00001-M-01-1IÉò
Figure 2-6 Operating Envelope (Military)

ACCELERATION LIMITATIONS (CIVIL)
Configuration Load Factor

Flaps 0% (UP) +3.0 to -1.2
Flaps 100% (DOWN) +2.0 to 0
NOTE
These accelerations limit the angle of bank in turns and
the severity of pull-up maneuvers.
ACCELERATION LIMITATIONS (MILITARY)

Never exceed the structurally-safe maneuver load factors appropriate to the weight and airspeed and
listed in the Weight Limitations Chart and in the subsection "AIRSPEED LIMITATIONS (MILITARY)" in
this section, respectively.
The permissible maneuver load factor range with flap extended is 0 to 2.0 g, up to the maximum flap
extended speed.
Moreover, the following additional acceleration limitations apply:
When flying in light turbulence, do not deliberately exceed the 0 to 2.0 g range in maneuvers. When
flying in conditions of moderate turbulence, do not deliberately exceed the 0.25 to 1.75 g range in
maneuvers.
For asymmetrical maneuvers which include aileron inputs, roll acceleration, and roll velocity, the
allowable load factors are 0.25 to 1.5 g (rolling pullouts).
An accelerometer for the determination of g-loading is fitted on the instrument panel. Since feel is often
misleading, particularly when the pilot's attention is diverted, abrupt or unnecessary maneuvering must
always be avoided.
Normal airplane instrumentation cannot be used to accurately measure rate of sink at touchdown. The
pilot in command must exercise sound judgement and report any landing which is considered to have
been a hard landing.
MINIMUM FLIGHT CREW

Minimum Flight Crew for All Operations: one pilot and one copilot.
EMERGENCY FLIGHT CREW (MILITARY)

The absolute minimum number of crewmembers required to takeoff, fly and land the airplane safely in
the case where the loss of the airplane is very likely if the airplane is not evacuated is one pilot.
2-17
ELECTRICAL SYSTEM
BATTERIES
Battery Temperature Operating Range: -10º to 66ºC.
CAUTION
The foregoing battery operating range is subject to

additional limitations arising from the aircraft
operational temperature range. Use an appropriate
power unit for engine starts at ambient temperatures
below -10ºC (14ºF).
STARTER GENERATOR
Starter-Generator Maximum Permissible Load: 300 Amp.
Starter-Generator Duty Cycle: 30 seconds ON - 1 minute OFF. A further 30 seconds ON requires 1

minute OFF. An additional 30 seconds ON requires 15 minutes OFF.
Compliance with the above duty cycle is required for proper cooling between engine starts.
ELECTRICAL COMPONENTS
Maximum Landing Light Ground Operating Time: 5 minutes ON - 5 minutes OFF.
DC/AC Inverter Operating Limits:
- Normal: 450 VA
- Transient: 600 VA (1 minute)
2-18
SECTION 03 - NORMAL PROCEDURES
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
PROCEDURE ACOMPLISHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
PREFLIGHT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
EXTERIOR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
INTERIOR INSPECTION/CARGO CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
C/M-2 COCKPIT PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
C/M-1 COCKPIT PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
ENGINES START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
BEFORE STARTING ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
AUTOMATIC GROUND START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
TAXIING AND TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
BEFORE TAXIING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
TAXIING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
CLIMB AND CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
DESCENT AND APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
AFTER LANDING AND PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
ENGINE SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
AFTER ENGINE SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
NTS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
OVERSPEED GOVERNOR CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
3-i
LIST OF FIGURES
3-1 Exterior inspection route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

3-2 C/M-2 and C/M-1 panels scan sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3-3 Turning radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
3-ii
INTRODUCTION
GENERAL
The Procedures described in this chapter are recommended by Airbus Defence and Space to achieve
safe and efficient operation of the C-212 aircraft. As a result of the subsequent experience of both
operators and manufacturer there may be modifications to these procedures. Any modifications will be
reflected at the appropriate time by means of revisions.
Like the rest of the Aircraft Operations Manual, these procedures have not been certified by the Aviation
Authorities. Although Airbus Defence and Space takes maximum care while preparing this manual, the
operator is responsible for the adoption of Manual and its contents, as well as its adaptation to the
operators modus operandi if convenient.
NOTE
This Manual reflects a standard equipped C-212
aircraft. Inevitably differences exist between aircraft
due to individual operators specifications so the exact
procedures may not be described.
If any information or procedure in this Aircraft Operations Manual contradicts the "C-212 Flight
Manual″, the latter shall take priority. There may be differences between each of them due either to the
order in which particular steps are performed, or the addition of other steps or aspects, which while
differing, are not contradictory.
It is assumed that the crew members have taken prior instruction and have understood and assimilated
the Description and Operation of the Aircraft and its Systems as described in Section 01 of this Aircraft
Operations Manual.
The described operation is based on the assumption that all the systems are operating normally and the
aircraft has been delivered to the crew by Maintenance - Flight Line after the Pre-flight inspection stated
in the Aircraft Maintenance Manual.
Some normal non-routine or infrequent operations are described at "SYSTEM DESCRIPTION" or "ALL
WEATHER OPERATIONS" sections.
Whenever the aircraft is not delivered by Maintenance - Flight Line, Pre-flight inspection will be
performed according to the Aircraft Maintenance Manual.
PROCEDURE ACOMPLISHMENT
The Normal Procedures will be applied by the crew in each flight phase.
The NORMAL PROCEDURES, or expanded procedures if proceeds, provide a detailed description on

required steps to perform at each phase. This detailed description is required during familiarization and
initial operation with the aircraft and may be used for further reference. It is therefore both training and
reference documentation. This documentation will normally be used by the crew during familiarization
and rarely during real flight.
As a basic guideline, every time the pilot selects any function, he must check the subsequent relevant
system reaction. Specifically, when any AFCS mode is selected or de-selected, the mode status must be
PFD-confirmed by both pilots. The PF will call-out the selected modes PFD-displayed any time there is a
change, to be confirmed by the PNF.
The procedures included here assume a GPU is available. Those STEPS THAT MUST NOT BE
PERFORMED IF ONLY BATTERIES ARE AVAILABLE are enclosed in square brackets (for example
[Interior/external lights................PLT/ON]).
NOTE
For procedures purposes one engine running is
equivalent to GPU available.
Revision 1 3-1
3-2
PREFLIGHT INSPECTION
EXTERIOR INSPECTION
The Exterior inspection should be started from the point marked by letter A. A visual check of the aircraft
should be accomplished during the exterior inspection, for fuel and oil leaks, damaged skin, and snow
and slush accumulation.
30-D-153205-C-0117B-00001-M-01-1IÉò
Figure 3-1 Exterior inspection route
3-3
1. FORWARD FUSELAGE AREA:
Left Cabin Vent Airscoop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

.......
Left Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Oxygen Discharge Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GREEN
.......
Oxygen Filler Access Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE
........
Vent Air Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Crew Door Emergency Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Lower Anticollision Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Lower Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Left cockpit Vent Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
OAT Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN
.......
Left Static Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Left Pitot Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
. . . . . . . . .COVER/CONDITION
...................
Fwd. Baggage Hold Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION/SECURE
....................
Taxi/Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
GS Antena . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Windshield and Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN
.......
NLG Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENSION/CONDITION
........................
Nose Wheel and Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Steering Disconnect Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
...........
Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION/SECURE
....................
Right Pitot Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
. . . . . . . . .COVER/CONDITION
...................
Right Static Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Right Cockpit Vent Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Fwd Emergency Exit Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Fwd Emergency Exit Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Right Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Vent Air Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Right Cabin Vent Airscoop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
2. RIGHT MLG AREA:
Hydraulic Reservoir compartment Vent Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

.......
Hydraulic Reservoir Sighy Gage and Access Plate . . . . . . . . . CHECK
. . . . . . . .LEVEL/SECURE
...............
MLG Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENSION/CONDITION
........................
Wheel, Tire and Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION/LEAKS
..................
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A.R.
....
3-4
3. RIGHT WING AREA:
Pressure Refuelling Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED/SECURE

.................
Engine Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
. . . . . . . . . .COVER/CLEAR
..............
Fire Extinguisher Discharge Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GREEN
.......
Engine Fuel Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Engine Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
. . . . . . . . . COVER/CLEAR
. . . . . . . . . . . . . . . AND
. . . . . CLEAN
.......
Engine Air Inlet Press/Temp Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Oil Cooler Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/CONDITION
...................
Propeller and Propellers De-icers . . . . . . . . . . . . . . . . . . .FREE
. . . . . .ROTATION/CONDITION
......................
. . . . . . . . . . . . . . . . . . . . . . . . . . . NO
. . . .UNUSUAL
. . . . . . . . . . NOISE/NOTE
. . . . . . . . . . . . . START
. . . . . . . LOCK
. . . . . . POSITION
..........
Engine Oil Quantity and Filler Cap . . . . . . . . . . . . . . . . . . . . . . .PROPER
. . . . . . . . .LEVEL/SECURE
...............
Cowling and Latches . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
. . . . . . . . . . . .AND
. . . . .LEAKS/SECURE
...............
Nacelle Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Fuel Tank Sumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DRAIN
......
Fuel Tank Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Wing De-ice Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Wing De-ice Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Overwing Fuel Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE
........
Wind Tip Position Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Wing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
4. AFT FUSELAGE AND EMPENNAGE AREA:
Emergency Exit Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION

...........
Emergency Exit Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Right Cabin Vent Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Upper Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
De-ice Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
...........
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Upper Anticollision Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Tail Position Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Ramp and Cargo Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Left cabin Vent Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Passenger Door Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Passenger Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Revision 1 3-5
5. LEFT WING AREA:
Wing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION

...........
...........
Stastic Dischargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Wing Tip Position Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Wing De-ice Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Wing De-ice Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
Overwing Fuel Caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE
........
Fuel Tank Sumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DRAIN
......
Fuel Tanks Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Engine Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
. . . . . . . . . .COVER/CLEAR
..............
Engine Fuel Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
Fire Extinguisher Discharge Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GREEN
.......
Engine Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
. . . . . . . . . .COVER/CLEAR
..............
Engine Air Inlet Press, and Temperature Sensors . . . . . . . . . . . GENERAL
. . . . . . . . . . .CONDITION
...........
Oil Cooler Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/CONDITION
...................
Propeller and Propeller De-icers . . . . . . . . . . . . . . . . . . . .FREE
. . . . . .ROTATION/CONDITION
......................
. . . . . . . . . . . . . . . . . . . . . . . . . . . NO
. . . .UNUSUAL
. . . . . . . . . . NOISE/NOTE
. . . . . . . . . . . . . START
. . . . . . . LOCK
. . . . . . POSITION
..........
Engine Oil Quantity and Filler Cap . . . . . . . . . . . . . . . . . . . . . . .PROPER
. . . . . . . . .LEVEL/SECURE
...............
Cowling and Latches . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
. . . . . . . . . . . .AND
. . . . .LEAKS/SECURE
...............
Nacelle Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
.......
6. LEFT MLG AREA:
Battery Compartment Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/LEAKS

..............
External Power Access Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A.R.
....
Wheel, Tire and Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONDITION
...........
MLG Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENSION/CONDITION
........................
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A.R.
....
3-6
INTERIOR INSPECTION/CARGO CABIN

1. Portable Lamplight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
.........
2. Crew entrance LIGHT (COCKPIT-HALL) C/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
..
3. Pitot and Engine covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
.........
4. Spare fuses/Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
.........
5. Emergency equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
.......
6. Roof emergency exit hatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE
........
7. Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE
........
8. Jacking steadies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
.........
9. Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
....
10. REAR DOOR LOCK SELECTOR VALVE spigot (if installed) . . . . . . . . . . . . . . . . . .NORMAL
........
11. Ramp door pins (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
....
12. CARGO LIGHT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
13. Portable ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
.........
C/M-2 COCKPIT PREPARATION

GENERAL
1. Checklist, Log Books, and Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

. . . .BOARD
.......
2. Aircraft Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .WITHIN
. . . . . . . .LIMITS
......
3. Seat and Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
........
OVERHEAD PANEL
4. Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
..
Check the reason for any C/Bs that are disconnected before re-engaging.
5. Antiskid CONTROL Switch (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
...
6. De-icing panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
a. PITOT HEAT - L and R Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

...
b. WINDSHIELD HEAT - L and R Switches . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
c. ENGINE INTAKE - L and R Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
d. PROPELLER DE-ICE CTL Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
e. WING & TAIL DE-ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
7. Heating control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
a. HEATING CONTROL VALVES - L and R Switches . . . . . . . . . . . . . . . . . .OFF

...
b. FASTEN BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
c. NO SMOKING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
3-7
8. AC control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF/No.

. . . . . . . . 1.
a. No. 1 INV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

...
b. No. 2 INV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
c. AUX INV - CONTROL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
d. AUX INV - AC BUS SEL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .No.
. . . .1
9. External lights panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
a. ANTICOLLISION Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

...
b. POSITION Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
c. TAXI & LANDING LIGHTS - L and R Switches . . . . . . . . . . . . . . . . . . . . . .OFF
...
d. WING INSP LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
e. TAIL LIGHT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
10. Fuel control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORMAL/OFF
.............
a. FUEL FEEDING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

........
b. FUEL BOOSTER PUMPS Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
11. HYD PUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
12. Internal lights panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF/A.R.
........
a. EMERG LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

...
b. COCKPIT EMERG LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
c. PEDESTAL Lighting Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
d. COCKPIT Lighting Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A.R.
...
e. HALL Lighting Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A.R.
...
f. CABIN - 1 and 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A.R.
...
13. DC control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF/NORMAL
.............
a. EXT POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

...
b. Battery Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
c. BUS TIED Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
........
d. SERIES/PARALLEL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24V
...
e. RADIO MASTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
f. Generator Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
14. Engine starting panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Guarded/CLOSED
................
a. MANUAL IGN Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Guarded

.......
b. FUNCTION SELECT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Guarded
.......
c. FUEL Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSE
......
3-8
15. Internal lights panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

....
a. Lighting Rheostats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

...
b. CONTROL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
16. EMERGENCY SHUTDOWN Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORMAL
........
17. MASTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
...
18. Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLEAN
......
GLARESHIELD PANEL
19. Standby Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

.......
20. Clocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .WOUND/SET
............
21. Fire Extinguishant DISCHARGE Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guarded
........
INSTRUMENT PANEL
22. Check condition of glass and readability of instruments and for proper indications.
NOTE
Torque indicator readings should be 100% TQ.
23. Pressure Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
....
24. STALL WARNING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
25. Compass Deviation Cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
.......
26. Engine instrument panel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
a. Check condition of glass and readability of instruments and for proper

indications.
b. Fuel totalizers (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A.R.
...
Reset to zero or retain fuel consumed indication, as required.

c. VOLT SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ESS
. . . . .BUS
...
d. Compass Deviation Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
......
PEDESTAL
27. Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

....
28. Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
29. ATC Transponder Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
30. PROPS SYNC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
31. APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
32. SRL & LIMITER CMPTR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BOTH
.....
33. Friction Locks Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FREE
.....
34. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Free/F.I.
.......
35. RPM Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Free/TAXI
.........
36. Gust Lock Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
..........
3-9
37. Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ZERO

.....
38. Parking Brake Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARKING
.........
39. Wing Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORMAL
........
RH CONSOLE
40. STATIC PRESS SELECTOR Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORMAL

........
41. READING LIGHT Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
42. Interphone Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
43. Copilot and Portable Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/STOWED
................
Check mask for proper connection to terminals, and adequate oxygen supply. No
smoking/naked flame during check.
44. Smoke Goggles/Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
.........
45. Headset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
.......
3-10
C/M-1 COCKPIT PREPARATION

GENERAL
1. Seat and Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST

........
GLARESHIELD PANEL
2. Clocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .WOUND/SET
............
3. Fire Extinguishant DISCHARGE Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guarded
........
INSTRUMENT PANEL
4. Check condition of glass and readability of instruments and for proper indications.
5. Pressure Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
....
....
7. Compass Deviation Cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
.......
PEDESTAL
8. Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
9. ATC Transponder Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
LH CONSOLE
10. STATIC PRESS SELECTOR Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORMAL

........
11. READING LIGHT Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
12. WINDSHIELD WIPER rotary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
13. Oxygen Pressure gauge reading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
....
14. Steering handwheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
...........
15. OXYGEN-MAIN LINE VALVE Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
...
16. Interphone Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
....
17. Pilot Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/STOWED
................
Check mask for proper connection to terminals, and adequate oxygen supply. No
smoking/naked flame during check.
18. Smoke Goggles/Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED
.........
19. Headset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
.......
3-11
30-D-153215-C-0117B-00001-M-01-1IÉò
Figure 3-2 C/M-2 and C/M-1 panels scan sequence
3-12
ENGINES START
BEFORE STARTING ENGINES
NOTE
The use of the GPU for engine starting is highly
recommended. Use a GPU able to support at least
1200 peak Amp. DC in order to optimize the engine
starting.
NOTE
When an engine start is usually done by means of the
battery and the other one with electrical power from the
running one, it is highly recommended to alternate the
engine starting order in each starting sequence in order
to not overload the same starter-generator.
Should the voltage drop below 16V DC during a battery

engine start, check batteries condition.
1. Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/ON
.......... 1
To perform this check make sure the SERIES/PARALLEL switch is set to 24V;
switch on No. 1 battery and check voltage, then switch it off. Repeat for No. 2
battery but leave on. Following this, switch on No. 1 and the auxiliary.
2. EXT POWER Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
3. SERIES/PARALLEL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
The switch shall be set to 24V for normal start. For battery starts with engine oil
temperature below 5°C and/or the first battery start of the day, it should be set to
the 48V position.
4. EXT POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
If available, connect an adequate 28V external power unit (600 - 1200 Amp.
overload) of the negatively grounded type to the airplane and proceed in the
following way:
a. EXT POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APU

...
b. APU Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
......
NOTE
When the EXT POWER switch is moved to either the
APU or UTILITY position, it overrides the positions of
the BAT No. 1, BAT No. 2, BAT No. 3 and
SERIES/PARALLEL switches.
5. PITOT HEAT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
6. ENGINE INTAKE Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
7. WING & TAIL DE-ICE Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
8. FUEL FEEDING Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 2
9. FUEL BOOSTER PUMPS Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 2
10. HYD PUMP Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 2
3-13
11. EMERG LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ARM

............ 2
Hold the switch momentarily to the ON position and check that the cabin
emergency lights remain illuminated while in this position. Reset to ARM.
The amber warning light located over the EMERG LT switch will come on when
electrical power is available to the 28V DC Essential Bus No. 2 and the switch is
not in the ARM position.
12. COCKPIT EMERG LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ARM
............ 2
Hold the switch momentarily to the ARM, then to the TEST position and check that
the cockpit emergency light remains illuminated while in this position. Reset to
ARM after test is completed.
CAUTION
To prevent inadvertent use of the self-contained battery

power supply units in the system, the forementioned
emergency light switches should always be set to their
OFF positions prior to removing electrical power from
the 28V DC Essential Bus No. 2.
13. AUTO START Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
14. NTS CHECK Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
15. Warning Panel TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
..... 2
16. EXT'R EMPTY Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
17. FIRE Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
..... 2
Use appropriate test switches on overhead TEST panel.

18. BETA Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1/2
19. STALL WARNING Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
. . . . . . . ON
... 1
20. Unsafe Door/STEER ACCM Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 2
21. APR - L and R Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
22. OVERLOAD START RELAYS - L and R Lights . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 1
23. PROPS SYNC Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS-TO-TEST
................ 2
24. OVERSPEED Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
Check that the OVERSPEED warning panel light comes on and the aural warning
sounds during the above operation.
25. Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON/CHECK
.......... 1
Turn STALL WARNING switch ON; the adjacent green light will extinguish.
Smoothly lift the AOA vane trailing edge and observe the illumination of the STALL
annunciators and the simultaneous activation of the associated aural warning.
CAUTION
Prior to touching the AOA vane, make sure it is cool

enough to handle. It is recommended that the test be
conducted immediately after turning the system on.
3-14
26. Torque Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

....... 1
The torque indicator readings should show 0% TQ.

27. EGT Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
..... 1
The internal red warning light should come on momentarily as the indicator
reading passes through the 650°C mark, when the adjacent EGT test switch is
held to IND TEST.
28. Fuel Quantity Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
29. Hydraulic Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
30. Emergency Brake Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
NOTE
If above reading is low, hold the HYD PUMP switch to
its ON position until a pressure of 2000 psig is
indicated. The green HYD PUMP light should remain
on during the operation.
31. Flap Position Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
Visually check that the flaps are up.

32. APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARM
.... 2
Check that the green ARM light on the adjacent pushbutton comes on, that the
EGT readings on both engines decrease 26°C, and that both amber APR lights
come on.
NOTE
EGT indicators do not read below 0°C.
33. TORQUE TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MOMENTARILY
. . . . . . . . . . . . . . .TO
. . . AUT
.... 1
Check that the adjacent green LEFT and RIGHT lights come on.
34. APR Override Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
....... 2
Check that the green ARM light and the amber APR lights go out, that the EGT
readings on both engines remain unchanged, and that the red O/RIDE light comes
on.
35. TORQUE TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOMENTARILY
. . . . . . . . . . . . . . . TO
. . . .MAN
.... 1
Check that the adjacent green LEFT and RIGHT lights come on.
36. APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
37. APR Override Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
....... 1
Check that the red O/RIDE light goes out and that the EGT readings on both
engines return to the values existing prior to initiating the test.
38. Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/SET
........... 1
Check corresponding AC voltage by successively testing the inverters. Voltage

readings should be 115V.
No. 2 INV switch should be set to OFF during battery starts in cold weather.
Auxiliary inverter should normally remain disconnected.
3-15
39. Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCKED

........ 2
40. Warning Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
Check that no abnormal warning lights come on in the panel.

41. RADIO MASTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
AUTOMATIC GROUND START

NOTE
The airplane should be parked into headwind or
quartering headwind, if possible, so as to minimize
starting loads and EGT increases. Make sure that
ground areas around radome, propellers, and engine
exhausts are clear of personnel and loose equipment.
The use of a GPU for engine start when OAT is -12°C or
below is recommended. Observe applicable OAT limits
for engine start.
1. ANTICOLLISION Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.

.... 1
2. NO SMOKING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
3. FASTEN Seat BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
NOTE
It is recommended to start left engine first.
4. RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAXI
.... 1
5. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G.I.
... 1
6. Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/ON
. . . . . . . . . . . START
. . . . . . . LOCKS
....... 1
Propeller must be on start locks prior to start, otherwise engine damage may
result. If feathered, proceed in the following way:
a. FUNCTION SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNFEATH

.........
b. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REVERSE
.........
c. Observe blades unfeather and listen for aural indication of unfeathering
pump running and start locks engaging as the blades move toward the locked
position. If unfeathering pump runs out of oil during this operation, pull
propeller through by hand, or crank engine with starter, to scavenge oil from
gearbox and return it to the oil tank.
d. FUNCTION SELECT Switch . . . . . . . . . . . . . . . . . . . . . . RELEASE
. . . . . . . . . . TO
. . . .NORM
.....
e. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.I.
...
7. SRL & LIMITER CMPTR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BOTH
..... 1
8. SRL & START COMPUTER Warning Panel Light . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
. . . . . . . ON
... 1
9. FUEL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
..... 2
10. Fuel Booster Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST/NORMAL
. . . . . . . . . . . . . . . ON
... 2
First switch on the AUX pump and note fuel pressure and adjacent green light on;
then switch off. Repeat procedure for NORMAL pump but leave on.
3-16
NOTE
If residual EGT is in excess of 200°C, hold the
FUNCTION SELECT switch to CRANK until either
200°C EGT or 15% RPM is attained, at which time a
start may be initiated
11. NTS Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
See the normal procedure "NTS CHECK".

12. AUTO START Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOMENTARILY
. . . . . . . . . . . . . . . TO
. . . .GND
.... 1
Observe propeller rotation. Abort start immediately as directed in the emergency

procedure "GROUND START FAILURE" if propeller fails to rotate.
13. RPM Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
. . . . . . . . . .UNTIL
. . . . . . 10-12%
. . . . . . . .RPM
.... 1
If engine speed fails to reach 10% RPM in 10 seconds, abort start with the
emergency procedure "GROUND START FAILURE". If AUTO START warning
light does not come on at 10-12% RPM and the FUEL SHUTOFF VALVE warning
panel light remains on after such speed, the 10% RPM speed switch is suspect
and the start should be aborted as directed in the emergency procedure
"GROUND START FAILURE". If it is decided to continue the start, press the
MANUAL IGN pushbutton until 60% RPM when it may be released. However, no
automatic air starts will be feasible.
14. Fuel Flow Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RISING
. . . . . . . AT
. . . 10-12%
. . . . . . . .RPM
.... 1
15. EGT Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OBSERVE
. . . . . . . . . .LIGHT-OFF
. . . . . . . . . . . AT
. . . 14-20%
. . . . . . . .RPM
.... 1
If light-off is not indicated by a rapid rise in EGT within approximately 5 seconds

after reaching 10% RPM or by 20% RPM, reject the start as directed in the
emergency procedure "GROUND START FAILURE".
NOTE
The engine is fitted with a solenoid fuel enrichment
valve that is automatically actuated whenever the EGT
is less than 690°C. Depressing the PRIME switch
above 690°C will override this automatic function.
16. Oil Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
If oil pressure fails to raise within 10 seconds after lightoff or by 30% RPM,
terminate the start as directed in the emergency procedure "GROUND START
FAILURE" and determine the cause.
17. EGT Indicator . . . . . . . . . . . . MONITOR/OBSERVE
. . . . . . . . . . . . . . . . . . . . .EGT
. . . . LIMITS
. . . . . . . (770°C,
. . . . . . . .1. SECOND
. . . . . . . . . .MAX.)
..... 1
CAUTION
If EGT is approaching the limit and rising rapidly, or if

rpm stops increasing prior to 40% RPM, immediately
abort the start as directed in the emergency procedure
"GROUND START FAILURE". Exceeding the start
EGT limit may seriously damage the engine.
18. RPM Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR/STABILIZED
. . . . . . . . . . . . . . . . . . . . . . AT
. . . .65%
. . . . ±1%
. . . . .RPM
.... 1
If the AUTO START warning light remains on after 60% RPM, terminate the start
as directed in the emergency procedure "GROUND START FAILURE".
3-17
CAUTION
If the OVERLOAD START RELAYS warning light

comes on during the start operation, reject the start as
directed in the emergency procedure "GROUND
START FAILURE".
19. EGT Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EGT
. . . . .STABILIZED
........... 1
20. Oil Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
Check reading is within yellow or green arcs.

21. EXT POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
During APU starts, proceed to step 26 (if applicable), set the EXT POWER switch
to OFF and then, complete steps 22 through 25.
22. RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
Prior to switching on the generator, advance the RPM lever beyond 80% RPM
during battery starts.
23. SRL & START COMPUTER Warning Panel Light . . . . . . . ABOVE
. . . . . . . .80%
. . . . .RPM
. . . . .CHECK
. . . . . . . OFF
.... 1
24. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RESET/ON
.......... 1
During battery starts, wait until ammeter reading falls below 80 Amps. before
starting other engine. The starter-generator of any engine already started can be
used to assist the batteries in the start of the other engine.
NOTE
The main batteries become automatically connected in
parallel above 60% RPM, regardless of the position of
the SERIES/PARALLEL switch.
25. Warning Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SCAN
..... 2
No abnormal warning lights on.
CAUTION
Avoid continuous engine ground operation in the

78-92% RPM range in normal crosswinds, or
quartering tailwinds, in excess of 20 knots.
26. Repeat steps 4 through 25 for Opposite Engine.
NOTE
If maintenance action has taken place following the
occurrence of an overcurrent condition to the 28V DC
secondary bus, reset switches labeled GND
OPERATION - GEN TO SEC BUS and check for proper
operation of circuits fed from the forementioned bus.
27. AUTO IGN Test Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MOMENTARILY
. . . . . . . . . . . . . . .TO
. . . ON
... 2
Momentarily turn each switch to ON and check illumination of corresponding

green AUTO START light on engine starting panel.
3-18
TAXIING AND TAKEOFF

BEFORE TAXIING
1. Oil Pressure Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECHECK
.......... 1/2
Check readings are within amber or green ranges.

2. Oil Temperature Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1/2
3. SERIES/PARALLEL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24V
... 1
4. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
............ 1
Observe adjacent green light extinguishes upon disengagement.

5. No.2 INV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
6. GEN Test Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FAULT/OVERVOLT/OFF
...................... 2
Check that the corresponding GENERATOR warning panel light comes on.
7. Generators Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
Perform check by sequentially moving the VOLT SELEC switch to its LEFT GEN
and RIGHT GEN positions.
8. DC Ammeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
Allow ammeter indications to stabilize, and check for even electrical load sharing.
9. PITOT HEAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MOMENTARILY

. . . . . . . . . . . . . . .TO
. . . ON
... 1
Check that the corresponding green warning light comes on and the PITOT HEAT
warning panel light remains off.
10. ENGINE INTAKE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MOMENTARILY
. . . . . . . . . . . . . . .TO
. . . ON
... 1
Check that the corresponding green warning light comes on and the AIR INTAKE
warning panel light remains off.
11. PROPELLER DE-ICE CTL Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON/OFF
....... 1
Momentarily turn each CTL switch to ON while simultaneously holding the AMM
SEL switch to the corresponding position. Propeller de-icer ammeter should read
between 25 and 30 Amps.
12. De-icer Boots Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
13. HEATING CONTROL VALVES - L and R Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
Heating should not be switched on before engine starting at low ambient

temperatures as engine overtemperature and/or slow acceleration may result.
14. RADIO MASTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 1
15. Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/TEST
......... 1
Prior to their operation, allow for applicable equipment warm-up periods and
perform corresponding functional tests.
3-19
16. Overspeed Governor Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.

.... 1/2
See the normal procedure "OVERSPEED GOVERNOR CHECK".
NOTE
This check must be made before the first flight of the
day or prior to each flight when airstarts are to be
intentionally made; also, if there is an indication of
malfunction, or when any maintenance or adjustment
involving the engine control system have been
performed.
17. Propeller Start Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
............ 1
With the RPM lever in TAXI, move the PL SLOWLY toward REVERSE. If the
BETA light goes out, stop the movement until it comes on again. Continue until a
positive indication of reverse thrust is observed as a rise in torque. Return the PL
to F.I. slowly and note the change in propeller sound and the slight nose down
effect on the airplane. Return PL to G.I.
NOTE
Check for positive indication that the locks have been
removed by an increase in torque when the PL is
advanced from G.I. to F.I. and when taxiing.
18. APR System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
With both PLs at G.I., check system as follows:
a. APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM

....
Note an increase in fuel flow and % TQ on both engines.

b. APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
...
19. Antiskid System (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/TEST
......... 2
Make sure the antiskid CONTROL switch is turned ON. With the hydraulic pump
turned on for the check, verify that the ANTISKID inoperative annunciator on
pilot's instrument panel does not illuminate. However, the annunciator should
illuminate while the adjacent antiskid TEST switch is held to ON.
TAXIING
1. Jump Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE
........ 2
2. TAXI & LANDING Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
3. POSITION Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
4. TAIL LIGHT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
5. HYD PUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
Check the hydraulic pressure and emergency brake pressure indicators for proper
readings.
6. Parking Brake Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
......... 2
Visually check for possible taxi obstructions and release parking brake when
ready.
3-20
7. RPM Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAXI

.... 1
8. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
If power above F.I. is needed during taxi with the RPM levers in the TAXI position,
it is recommended that the RPM levers be advanced as necessary. If more than
idle reverse thrust is required to slow down, move RPM levers to
TAKEOFF/LAND.
9. Brake Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1/2
Both the pilot and copilot brakes should be checked alternatively.

10. Nosewheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
Observe applicable turning radii limitations and avoid fast turn-offs from runway.
11. BETA Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1/2
NOTE
It is permissible to have the BETA light out at engine
RPM below 85% during ground and taxi operations and
still have the engine operating normally. The light must
be on above 85% RPM when operating in the Beta
mode.
12. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET/CHECK
........... 1/2
Check that RMI's, course and turn indicators respond to turns while taxiing. Note
that horizon indicators remain level during turns.
13. Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET/CHECK
........... 1/2
Check that the required NAV/COMM equipment is functioning properly and

facilities required immediately after takeoff are tuned and identified
3-21
30-D-153410-C-0117B-00001-M-01-1IÉò
Figure 3-3 Turning radius
3-22
BEFORE TAKEOFF
1. Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
........ 1/2
2. Gust Lock Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
............ 2
3. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FREE/FULL
. . . . . . . . . . . TRAVEL
........ 1/2
4. Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GREEN
. . . . . . . .RANGE
....... 1
5. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
.... 1/2
Normal takeoff position is TO.

6. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G.I.
... 1
7. RPM Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAKEOFF/LAND
............... 1
Engine speed should be 96-97% RPM.

8. ENGINE INTAKE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
9. Propeller Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
Advance PLs toward the TAKEOFF position until the engine rpm does not
increase with the advancing PL. The rpm should be 99.5-101.0% RPM.
10. PITOT HEAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
11. WINDSHIELD HEAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
12. PROPELLER DE-ICE CTL Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
13. HEATING CONTROL VALVES Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
14. FUEL BOOSTER PUMPS - AUX Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
Adjacent green lights will come on.

15. Shoulder Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
........ 1/2
3-23
TAKEOFF
1. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALIGNED
......... 1
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HOLD
..... 1
3. TAXI & LANDING LIGHTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
............... 1
5. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
.......... 1
Carefully advance as required to read 650ºC EGT and/or 100% TQ.
Each PL should be placed just forward of the position where the first of the limiting
values above was reached.
6. RPM Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
. . . ±. 1%
. . . .RPM
.... 2
7. APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARM/ARM
. . . . . . . . . .LIGHT
. . . . . . ON
... 2
Check that the ARM light on adjacent APR override pushbutton comes on, and the
APR amber lights on instrument panel remain off, when the APR switch is set to
the ARM position.
CAUTION
Do not set switch to ARM if either the SRL system or

TTL system are inoperative.
8. Oil Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GREEN
. . . . . . . .RANGE
....... 2
9. Oil Temperature Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GREEN
. . . . . . . .RANGE
....... 2
.... 2
..... 1
During the takeoff run:
12. Use nosewheel steering up to 45 KIAS.

13. At 60 KIAS, Airspeed Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X-CHECK
......... 1
14. At VR Attainment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ROTATE
........ 1
During the takeoff path:
15. At 400 ft minimum and V2 + 8 KIAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS

. . . . . . . UP
... 1
16. APR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
3-24
CLIMB AND CRUISE

CLIMB
1. Climb Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ATTAIN
....... 1
NOTE
Best two-engine climb airspeed is 105 KIAS.
Recommended normal climb airspeed is 135 KIAS.
2. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
. . . . .NOT
. . . . .TO
. . .EXCEED
. . . . . . . . .650ºC
. . . . . .EGT
. . . . .AND/OR
. . . . . . . . 100%
. . . . . .T.Q. 1
Normal climb power is 650°C EGT/98% RPM. If it is desired to reduce engine

speed for climb, proceed as follows:
a. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REDUCE
. . . . . . . . .TO
. . .600°C
. . . . . . EGT
. . . . .OR
. . . .LESS
....
b. RPM Levers . . . . . . . . . . .DESIRED
. . . . . . . . . SPEED
. . . . . . . .BETWEEN
. . . . . . . . . . 96%
. . . . .AND
. . . . .98%
. . . . RPM
....
c. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
. . . . . . . . .A.R.
...
Do not exceed 650ºC EGT and/or 100% TQ.

3. Friction Lock Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
4. TAXI & LANDING LIGHT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
5. FUEL BOOSTER PUMPS - AUX Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
.... 2
7. NO SMOKING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
8. FASTEN Seat BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
9. HEATING CONTROL VALVES Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
.... 2
.... 1
.... 1
.... 1
14. WING & TAIL DE-ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
15. At transition level, Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RESET
...... 1/2
3-25
CRUISE
1. Cruise Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
.... 1
Set cruise power as follows:
a. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REDUCE
. . . . . . . . .EGT
. . . . TO
. . . .600°C
. . . . . .OR
. . . .LESS
....
b. RPM Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
. . . . .CRUISE
. . . . . . . .%
. . RPM
....
Normal cruise RPM is 96%.

c. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
. . . . . . . . .A.R.
...
Do not exceed 650ºC EGT and/or 100% TQ.

2. PROPS SYNC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
Ensure the difference in indicated % RPM between engines does not exceed one
unit prior to turning on the switch.
3. Oil Pressure Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
4. Oil Temperature Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
5. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
.... 1/2
6. ANTICOLLISION Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
NOTE
During night flights through clouds, switch off the
anticollision lights so as to avoid cloud induced vertigo
to the crew.
7. Fuel Quantity Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
Periodically check fuel quantity on tanks; correct significant fuel asymmetry by

setting the FUEL FEEDING switch to its XFEED position and using fuel booster
pumps selectively.
3-26
DESCENT AND APPROACH

DESCENT
1. RPM Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96%
. . . . .RPM
.... 1
2. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
. . . . TO
. . . .DESIRED
. . . . . . . . . RATE
. . . . . . OF
. . . .DESCENT
......... 1
WARNING
Do not move PLs aft of F.I. position during flight.

3. Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1/2
.... 1
.... 1
.... 1
.... 2
8. WING & TAIL DE-ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
9. ANTICOLLISION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
10. At transition level, altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
.... 1/2
APPROACH
1. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET/X-CHECK
............. 1/2
2. Recommended Approach Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V. REF
. . . . +. .15
. . .KIAS
.... 1/2
3. APR Override Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESS/CHECK
.............. 2
The EGT reading on each engine will decrease 26°C approximately and the
O/RIDE red light will illuminate.
4. APR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
CAUTION
Ensure the APR switch is turned off prior to initiating the

approach; otherwise, abnormally low rates of descent
will result.
5. HYD PUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
6. Hydraulic Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
7. Emergency Brake Pressure Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
8. Antiskid System (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
..... 2
Ensure antiskid CONTROL switch is set to ON and check that the ANTISKID
inoperative annunciator on pilot's instrument panel is not illuminated; then, hold
the adjacent antiskid TEST switch to ON and verify simultaneous illumination of
the annunciator.
9. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APP
.... 1/2
3-27

............... 1
WARNING
At a safe altitude, advance both RPM levers

simultaneously.
.... 2
12. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RETARD
........ 1
Retard toward F.I. as required for proper rate of descent.
WARNING
Do not move PLs aft of F.I. position during flight.

..... 2
14. Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1/2
15. NAV/COMM Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1/2
16. TAXI & LANDING LIGHTS Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
17. TAIL LIGHT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
18. FUEL BOOSTER PUMPS-AUX Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
19. HEATING CONTROL-VALVES Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
20. NO SMOKING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
21. FASTEN Seat BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
22. Steering Handwheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
........... 1
23. Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
. . . . . . . OFF
.... 2
3-28
LANDING
LANDING
1. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LAND
..... 1/2
2. Recommended Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .V. REF
... 1
............... 1
4. Nosewheel contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OBTAIN
....... 1
5. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.I.
... 1
After touchdown the elevator column must be pushed forward to transfer the
weight of the airplane on to the main wheels and thereby assist the braking.
6. F.I. Stop Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
......... 2
7. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G.I.
... 1
CAUTION
Ensure both BETA lights are illuminated if reverse

thrust is to be used during landing.
8. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
Use full reverse thrust only below 90 KIAS.
CAUTION
With PLs in REVERSE position the minimum

permissible % RPM in landing is 93.0. Return PLs to
G.I. position if RPM drops below limit. When landing on
snow or unpaved runways expect visibility to be
restricted when using reverse thrust. Use reverse with
caution on ice.
9. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
If no reverse thrust is to be used during landing, brakes should not be applied until
elevator column is fully forward, the nosewheel is firmly on ground, and PLs are at
G.I.
10. RPM Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAXI
.... 2
Move RPM levers to TAXI only below 30 KIAS and after turning off the runway.
3-29
GO-AROUND
............... 1
2. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
.......... 1
Advance as required to 650ºC EGT and/or 102.8% TQ.

3. Climb Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATTAIN
. . . . . . . .V. REF
... 1
4. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
... 1/2
.... 2
6. Climb Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ATTAIN
. . . . . . .V
. .REF
. . . +. .9. .KIAS
.... 1
7. At 400 ft minimum, flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
... 1/2
3-30
AFTER LANDING AND PARKING

AFTER LANDING
1. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
... 1/2
2. Gust Lock Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENGAGE
........ 2
This action is to be applied upon leaving the landing runway.

3. POSITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
4. TAXI & LANDING LIGHT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
5. FUEL BOOSTER PUMPS - AUX Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
6. Anti-ice/De-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
.... 1
8. APR Override Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
....... 1
The red O/RIDE pushbutton light will extinguish.

9. Non Required Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
PARKING
1. Steering Handwheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
........... 1
To improve engine cooling, the airplane should be parked into wind. If reverse
taxiing is required, the airplane should be stopped by use of forward thrust to
prevent it from sitting on the tail.
If the reverse thrust is not enough to move the aircraft when the RPM lever is in
TAXI position, advance the RPM lever to TAKEOFF/LAND position.
CAUTION
With RPM levers in TAKEOFF/LAND position and PLs

in REVERSE position, the minimum permissible %
RPM in parking is 94.5%. Return PLs to G.I. if % RPM
drops below limit.
2. POSITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
3. TAXI & LANDING LIGHT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
4. Parking Brake Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
.... 2
6. Emergency Locator Transmitter (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
Tune VHF receiver to 121.5 MHz and listen for inadvertent ELT activation. If the
ELT has been activated, it must be immediately shut off and nearest flight service
facility should be notified of the action.
7. RADIO MASTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
8. Emergency lights switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
3-31
ENGINE SHUTDOWN
1. RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAXI
.... 1
CAUTION
Prior to shutdown cool engine 3 minutes minimum

either at taxi conditions (taxi time included) or following
any stabilized power application above 20% TQ and
RPM lever at TAKEOFF/LAND position. If required,
cool oil with PL at F.I. Allow EGT to stabilize before
shutdown.
2. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.
. . . I.. 1
NOTE
The engine fuel purge system will not totally purge
unless a minimum 95% RPM value is attained during
the operational cycle. Partial purge will result in minor
smoking from the engine.
3. FUEL BOOSTER PUMPS - NORMAL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
4. FUEL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
The engine rpm should increase with actuation of the FUEL switch, then decay
when the manifold fuel is depleted.
NOTE
Actuation of the FUEL switch following manual
shutdown of an engine will result in fuel accumulation in
the plenum. It is recommended that the electrical
shutdown circuits not be activated until engine cooling
precludes combustion or, in the case of initial engine
operation with intentional manual shutdowns required,
the purge system may be disabled.
5. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
To leave propeller blades on start locks, set the PL to the REVERSE position
below 50% RPM, and hold there until propeller stops. To leave propeller
feathered, set the PL to F.I. position.
NOTE
Monitor engine coast-down for unusual noises.
6. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
. . . F.I.
. . . .AFTER
. . . . . . . ENGINE
. . . . . . . . STOPS
....... 1
To prevent ground crews from overfilling oil tanks and to permit oil level checks,
set PL to F.I. when engine stops.
7. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
NOTE
If engine cooldown time was not observed, it is
recommended to ventilate engine for 30 seconds within
five minutes from shutdown.
3-32
AFTER ENGINE SHUTDOWN

1. No.1 INV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
2. No. 2 INV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
3. AUX INV-CONTROL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
4. ANTICOLLISION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
5. FASTEN Seat BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
6. NO SMOKING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
7. OXYGEN-MAIN LINE VALVE Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
8. INTERNAL LIGHTS Switches/Rheostats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF/DIM
........ 2
9. BAT Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
10. Crew Entrance LIGHT Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
WARNING
Beware of rotating propellers after disembarking.

11. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
If residual EGT is high, rotate propellers by hand for ventilation and freedom of
motion. Index propellers for quick turn-around engine start.
12. Pitot and Engine Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
CAUTION
Do not install covers on engine intakes or tailpipes, for

at least 10 minutes after shutdown. If engine restarts
within 10 to 45 minutes after shutdown are anticipated,
rotate the propeller by hand (in the normal direction of
rotation only) eight blades from the shutdown position.
This is to be accomplished approximately 10 minutes
before restart.
3-33
3-34
NTS CHECK
An NTS check should be conducted simultaneously with engine start on the first engine start of the day or
if an intentional engine shutdown for training or flight test is planned. This check may be accomplished by
cranking the engine or when starting.
WARNING
Aircraft takeoff shall not be carried out if NTS does not

test properly.
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.I.
... 1
2. NTS CHECK Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HOLD
. . . . . .TO
. . . ON
... 1
3. NTS CHECK Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
. . . . . . . ON
... 1
4. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G.I.
... 1
5. NTS CHECK Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
. . . . . . . .OUT
.... 1
6. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.I.
... 1
. . . . . . . ON
... 1
NOTE
Steps 1 through 7 above check the proper operation of
the NTS lockout valve.
8. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
. . . . . . . OR
. . . .CRANK
. . . . . . . A.R.
.... 1
The engine may be cranked by holding the FUNCTION SELECT switch to the
CRANK position.
. . . . . . . .OUT
.... 1
NTS check light should go out when engine starts to rotate, indicating that NTS
system has properly sensed negative torque and moved feathering valve. At 25%
RPM the light should come on again.
10. RPM Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
......... 1
Monitor until rpm exceeds 25% RPM.

. . . . . . . ON
... 1
12. NTS CHECK Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
......... 1
. . . . . . . .OUT
.... 1
3-35
OVERSPEED GOVERNOR CHECK

This check must be made before the first flight of the day or prior to each flight when airstarts are to be
intentionally made; also, if there is an indication of malfunction, or when any maintenance or adjustment
involving the engine control system have been performed. The overspeed governor can be checked right
after the engine has been started and prior to propeller start locks removal.
1. Airplane Surrounding Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLEAR

...... 1
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 1
CAUTION
Failure of the start locks during the overspeed governor

check can result in a sudden forward 'jump' of the
airplane.
3. Oil Temperature Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GREEN
. . . . . . . .RANGE
....... 1
4. RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAKEOFF/LAND
............... 1
Allow engine RPM to stabilize.

5. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
.......... 1
Slowly advance until further motion causes no increase in fuel flow or RPM.
6. RPM Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103-105%
. . . . . . . . . .RPM
.... 1
CAUTION
Do not allow RPM to exceed 106%. Keep overspeed

governor check time to a minimum. Do not prolong
over-speed governor check at engine speeds above
100% RPM. Transient period not to exceed 30 seconds
with the 104.5% RPM is allowed.
7. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RETURN
. . . . . . . . .TO
. . .G.I.
... 1
3-36
SECTION 04 - EMERGENCY PROCEDURES
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
ON GROUND EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
ENGINE FIRE ON GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
ELECTRICAL FIRE ON GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
UNCOMMANDED ENGINE TORQUE AND EGT INCREASE . . . . . . . . . . . . . . . . . . . . . . 4-6
MANUAL GROUND START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
GROUND START FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
GROUND EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
TAKEOFF EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
ENGINE FAILURE - ABORTED TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
ENGINE FAILURE ON CONTINUED TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
NOSEWHEEL STEERING FAILURE (TAKEOFF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
INFLIGHT EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
ENGINE FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
POWER PLANT CONTROL MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
CHIP DETECTOR LIGHT ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
INOPERATIVE SRL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
TORQUE/TEMPERATURE LIMITER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
UNCOMMANDED ENGINE TORQUE AND EGT INCREASE . . . . . . . . . . . . . . . . . . . . . . 4-16
ENGINE FAILURE IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
ENGINE FIRE IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
BOTH ENGINE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
ENGINE AIRSTART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
FUEL SYSTEM FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
WING TANK LOW FUEL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
ABNORMAL WING TANK FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
WING TANK FUEL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
ELECTRICAL SYSTEM FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
ELECTRICAL FIRE IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
BATTERY TEMPERATURE CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
BATTERY OVERTEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
GENERATOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
INVERTER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
EXCESSIVE AMMETER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
CIRCUIT BREAKER TRIPPED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
COMPASS SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
HYDRAULIC SYSTEM FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
MAIN SUPPLY FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
FLAP EMERGENCY SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
FLIGHT CONTROL SYSTEM FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
PITCH TRIM RUNAWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
ANTI-ICE SYSTEM FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
WINDSHIELD HEATING FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
PITOT HEATING FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
STATIC PRESSURE SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
MISCELLANEOUS FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
SMOKE EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
SPIN RECOVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
LANDING EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
SINGLE ENGINE LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
SINGLE ENGINE GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
NOSEWHEEL STEERING FAILURE (LANDING) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
WHEEL BRAKE OPERATION - MAIN SUPPLY FAILURE . . . . . . . . . . . . . . . . . . . . . . . . 4-38
Revision 1 4-i
WHEEL BRAKES - EMERGENCY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38

TOTAL LOSS OF BRAKING ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
ANTISKID FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
EMERGENCY LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
4-ii Revision 1
LIST OF FIGURES
4-1 Engine EGT limits - SRL system inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
4-iii
4-iv
INTRODUCTION
The Emergency Procedures described in this chapter are recommended by Airbus Defence and
Space to achieve safe and efficient operation of the C-212 aircraft. As a result of the subsequent
experience of operators and the manufacturer there may be modifications to these Procedures. Any
such modifications will be reflected at the appropriate time by means of Revisions.
Like the rest of the Aircraft Operations Manual, these Procedures have not been certified by the aviation
authorities. Although Airbus Defence and Space takes every care when preparing this manual, the
operator is responsible for the adoption of the Manual and its contents, and its adaptation to the
operators modus operandi where appropriate.
NOTE
This Manual reflects a standard equipped C-212
aircraft. Inevitably differences exist between aircrafts
due to individual operators specifications so the exact
procedures may not be described.
If any information or Procedure in this Aircraft Operations Manual contradicts the "C-212 Flight Manual"
applicable to your Aircraft Version, the latter shall take precedence. There may be differences between
each of them due either to the order in which particular steps are executed, or the addition of other steps
or aspects, which while different, are not contradictory.
The Emergency Procedures describe the actions necessary to protect the aircraft and its occupants from
imminent risk or critical damage due to an imminent or actual failure of any aircraft component or
system.
PRINCIPLES OF APPLICATION
As the Emergency Procedures are not routine, their application follows the "Read and Do" principle,
except in the case of those containing "Memory Steps".
MEMORY STEPS
Some procedures contain specific actions that have to be executed from memory as soon as
circumstances permit.
These actions are to be performed without resorting to the "Emergency Procedures List" in order to avoid
an unnecessary delay at a time when the safety of the aircraft or its occupants has been compromised.
These are printed in 'bold face' and are called "Memory steps" or "Immediate steps".
In general, the "Memory Steps" are performed in silence. However, some of these steps have to be
announced out loud before they are performed so they can be checked by the other C/M. These steps
have been selected because performing them incorrectly could potentially worsen the situation and they
are identified with an asterisk (*) in the column indicating which C/M is to perform the action.
PRESENTATION
The expanded version of the Emergency Procedures is presented in Section 04. This version consists of
basic procedures expanded with explanations and clarifications to facilitate understanding of why and
how some specific actions are to be performed.
Based on the "Expanded Emergency Procedures", there is an "Emergency Procedures List" in the Quick
Reference Handbook (QRH), consisting of a summarized list of the procedures to aid their use in the
cockpit. The term "summarized" is applicable only to their lenght, as the number of actions is the same as
in the Expanded list.
Revision 1 4-1
TRIGGERING CONDITIONS
At the start of each procedure (in the expanded version) the technical conditions and or annunciations
requiring the application of the procedure are stated. The following indications, which are the logical
consequence of a specific technical failure, are not mentioned (for example: loss of a generator due to
an engine failure).
No action is taken, apart from situate landing gear lever up with positive climb, until:
– The appropriate flight path is established and minimum V2 is reached, and
– The aircraft is at least 400 ft above the runway or above the adequate safe altitude
considered for that particular airport/runway, except for any condition that precludes to
achieve the above mentioned targets or impedes the control of the aircraft.
ACTION SEQUENCE FOR AN EMERGENCY PROCEDURE

1. IDENTIFICATION/VERIFICATION:
– C/M detecting a current or imminent emergency will immediately notify the other
C/M (the way in which it is expressed used must not lead the other crew member to
prejudge which procedure is applicable).
– The aural warnings and MASTER Lights will be cancelled by either C/M once the
problem is identified and confirmed.
– Before initiating an Emergency Procedure, verify that the affected system is

correctly configured and its C/Bs are in. Only one attempt shall be made to reset a
C/B.
– All the indications available must be cross checked whenever possible to confirm
that the system is functioning incorrectly.
– The Pilot in Command (PIC) will request the applicable procedure.
2. DISTRIBUTION OF TASKS (TASKS SHARING):
– The PIC designates the Pilot Flying (PF).

These procedures are written assuming that C/M-1 is the PIC and PF. Nevertheless,
C/M-2 may be designated as PF for those flight phases in which this would give a
greater degree of safety. It is essential that the PIC define clearly who is acting as
PF.
3. EXECUTING "MEMORY STEPS":
As soon as the situation permits, the "Memory steps" will be executed, if any.
4. READING/EXECUTION:
– As soon as the situation permits, C/M-1 will ask C/M-2 to read out the "Emergency
procedures list".
C/M-2 will read the whole text applicable, including the "Memory steps" already
performed, out loud. The text will be read only when C/M-1, if involved, is paying
attention. C/M-1 must confirm that he/she has understood each point before
proceeding.
Those steps whose incorrect execution could lead to a serious situation are
identified with a (*) in the column indicating which C/M performs the action and they
must be checked and confirmed by the other C/M before execution.
4-2 Revision 2
– The actions and decisions must be executed by the designated crew member:
If C/M-1 is the crew member designated to execute the corresponding step, C/M-2
will read the complete step, i.e. the action to perform and its objective. C/M-1 will
confirm that the action has been performed correctly by repeating the result. C/M-2
will check it.
If C/M-2 is the crew member designated to execute the corresponding step, he will
read the complete step and confirm that the action has been performed correctly by
repeating the result. C/M-1 will check it when possible.
When C/M-1 has to make a decision, C/M-2 will read all the options available and
C/M-1 will decide which is appropriate for the situation.
5. COMPLETION OF A PROCEDURE:
– Once an emergency procedure has been initiated, it must be continued until its
definitive end (end of the procedure or the word END). If an interruption is required,
the sequence must be continued later.
– If an emergency procedure envisages steps affecting the landing procedure, C/M-2

shall advise C/M-1.
– At the end of the procedure C/M-2 should say "................................... procedure

completed" (e.g. "GENERATOR FAILURE" procedure completed).
– Both C/Ms shall undertake an analysis of the consequences of the failure for the rest
of the flight and shall observe restrictions arising as a result of the failure.
Revision 2 4-3
4-4
ON GROUND EMERGENCIES
ENGINE FIRE ON GROUND
All actions indicated are for the affected engine.
1. EMERGENCY SHUTDOWN lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FEATHER

......... 1
2. FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 1
3. GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
4. Engine fire DISCHARGE No. 1 pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESSED
......... 2
Check that the corresponding EXT'R EMTPY light comes on upon discharge.
5. Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
...... 1/2
A. IF FIRE INDICATIONS DISAPPEAR BEFORE 30 SECONDS:

6. Continue with step 7.
B. IF FIRE INDICATIONS PERSIST AFTER 30 SECONDS:

6. Engine fire DISCHARGE No. 2 pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESSED
......... 2
Check that the corresponding EXT'R EMTPY light comes on upon discharge.
7. FUEL BOOSTER PUMPS swtiches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
NOTE
It is recommended to proceed directly to step 11 if
propeller is on start locks.
8. EMERGENCY SHUTDOWN lever . . . . . . . . RESET
. . . . . . . TO
. . . .NORMAL
. . . . . . . . .AFTER
. . . . . . . ENGINE
. . . . . . . . STOPS
....... 1
9. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.I.
... 1
WARNING
Movement of PL aft of F.I. will preclude propeller

unfeathering.
10. NTS switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HOLD
. . . . . .TO
. . . ON
... 1
11. FUNCTION SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HOLD
. . . . . .TO
. . . CRANK
....... 1
With the propeller unfeathered, motor the engine with the FUNCTION SELECT
switch to CRANK until engine is cleared of fuel and vapors. If fire presists, use
remaining available fire-fighting equipment.
12. If necessary, apply the emergency procedure "GROUND EVACUATION".
ELECTRICAL FIRE ON GROUND

1. EXT POWER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
2. MASTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1
4-5
UNCOMMANDED ENGINE TORQUE AND EGT

INCREASE
During ground start:
If an engine exhibits rapidly increasing RPM above idle values, immediately terminate the
start.
During reverse operation:
If an engine suddenly develops forward thrust, immediately terminate reverse thrust. If

necessary, shut down both engines in order to maintain directional control.
MANUAL GROUND START

1. RPM lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAXI
.... 1
2. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G.I.
... 1
3. Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/ON
. . . . . . . . . . . START
. . . . . . . LOCKS
....... 1
Propellers must be on start locks prior to start. If feathered proceed in the following
way:
a. FUNCTION SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNFEATH

.........
b. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REVERSE
.........
c. Observe blades unfeather and listen for aural indication of unfeathering
pump running and start locks engaging as the blades move toward the locked
position. If unfeathering pump runs out of oil during this operation, pull
propeller through by hand, or crank engine with starter, to scavenge oil from
gearbox and return it to the oil tank.
d. FUNCTION SELECT switch . . . . . . . . . . . . . . . . . . . . . . . RELEASE
. . . . . . . . . . TO
. . . .NORM
.....
e. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.I.
...
4. SRL & LIMITER CMPTR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
Set switch to OFF if reason for manual ground start is any % RPM speed switch
being suspect.
Set switch to SRL (ONLY) if reason for manual ground start is an inoperative
SRL/Auto start computer.
5. SRL & START COMPUTER warning panel light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
The warning panel light should be on unless SRL & LIMITER CMPTR switch is in
the OFF position.
6. FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
..... 2
7. Fuel booster pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST/NORMAL
. . . . . . . . . . . . . . . ON
... 2
First switch on the AUX pump and note fuel pressure and adjacent green light on;
then switch off. Repeat procedure for NORMAL pump but leave on. FUEL
PRESSURE warning panel light should go out.
4-6
8. FUNCTION SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HOLD

. . . . . .TO
. . . CRANK
....... 1
Observe propeller rotation.

9. RPM indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
......... 2
10. MANUAL IGN pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESS
. . . . . . . A.R.
.... 1
Press it at 15% RPM if reason for manual ground start is a residual EGT in excess
of 200ºC; otherwise, press it at 10-12% RPM.
11. PRIME switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
If reason for manual ground start is an inoperative SRL/Auto start computer, press
PRIME switch until engine light-off, and use as required to maintain satisfactory
engine acceleration.
12. Fuel flow indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RISING
. . . . . . . AT
. . . 10-12%
. . . . . . . .RPM
.... 2
13. EGT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OBSERVE
. . . . . . . . . .LIGHT-OFF
. . . . . . . . . . . AT
. . . 14-20%
. . . . . . . .RPM
.... 1
CAUTION
If light-off is not indicated by a rapid rise in EGT within

approximately 10 seconds after reaching 10% RPM,
abort the start as directed in the emergency procedure
"GROUND START FAILURE".
14. Oil pressure indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1
CAUTION
If oil pressure is not indicated within 10 seconds after

light-off, terminate the start as directed in the
emergency procedure "GROUND START FAILURE"
and determine the cause.
15. EGT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
......... 1
Observe EGT limits (770ºC, one second maximum).

16. MANUAL IGN pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AT
. . .60%
. . . . RPM,
. . . . . .RELEASE
......... 1
17. FUNCTION SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
. . . . . . . . . .AT
. . . 60%
. . . . .RPM
.... 1
18. RPM indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
......... 2
Stabilized at 65±1% RPM.
CAUTION
If the SRL & START COMPUTER warning light remains

on after 60% RPM, or the OVERLOAD START
RELAYS warning light comes on during the start
operation, abort the start as directed in the emergency
procedure "GROUND START FAILURE".
19. EGT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
. . . . . . . .EGT
. . . . .STABILIZED
........... 1
20. SRL & LIMITER CMPTR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
Set switch to OFF if reason for manual ground start is an inoperative SRL/Auto
start computer; ohterwise, set switch to BOTH.
4-7

....... 1
Check reading is within yellow or green arcs.

22. EXT POWER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
During GPU starts, proceed to step 26 (if applicable), set the EXT POWER switch
to OFF and, then, complete steps 23 through 25.
23. RPM lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
Prior to switching on the generator, advance the RPM lever beyond 80% RPM
during battery starts.
24. SRL & START COMPUTER warning panel light . . . . . . . . .ABOVE
. . . . . . . 80%
. . . . .RPM,
. . . . . CHECK
. . . . . . . .OUT
.... 2
25. GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RESET/ON
.......... 2
During battery starts, wait until ammeter reading falls below 80 Amps. before
starting other engine. The starter-generator of any engine already started can be
used to assist the batteries in the start of the other engine.
26. Warning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SCAN
..... 2
No abnormal warning light should be on.
GROUND START FAILURE

1. FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
Alternately stop the engine by positioning the EMERGENCY SHUTDOWN lever

to FEATHER when the failure to start is due to electrical loss, as indicated by the
FUEL SHUTOFF VALVE warning panel light failing to come on.
2. SRL & LIMITER CMPTR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
If reason of failure to start is of a non-electrical nature and it occurs after engine

reaches 10% RPM.
3. FUNCTION SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
If light-off has not occurred, either leave switch to NORMAL and allow 3 minutes
for fuel drain from the engine before attempting another start or, alternately, motor
the engine to clear fuel by holding the switch to CRANK for 10 seconds
minimum.
If light-off has occurred and residual EGT does not exceed 200ºC, hold switch to
CRANK for 10 seconds minimum.
If light-off has occurred and residual EGT is 200ºC or more, hold switch to CRANK
until 15% RPM or until residual EGT falls below 200ºC, wichever comes first.
4. FUEL BOOSTER PUMPS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
4-8
GROUND EVACUATION
When the aircraft has been stopped and it is considered necessary to evacuate the aircraft proceed as
follows:
WARNING
If a hot brake is suspected or main wheel well fire
exists, use reverse thrust to stop the aircraft, once the
aircraft is stopped do not use parking brake.
If a main wheel well fire exists, or if hot brakes are

suspected, chock the nose wheel only.
Do not approach the main wheel area when extreme

temperatures due to excessive braking are suspected.
All personnel other than the fire department should
evacuate the immediate area. The area on both sides
of the wheel will be cleared of personnel and
equipment for at least 300 ft. If conditions require
personnel to be close to any overheated wheel or tire
assembly, the approach should only be from the fore or
aft of the wheel area.
1. Parking brake ............................................................................................................... ON 1

2. Tower/Ground personnel .............................................................................. INFORMED 1/2
The C/M-1 shall alert the ground personnel of his intention to evacuate if they are
present.
The C/M-2 shall inform the tower.
3. Fuel valve .............................................................................................................CLOSED 2

4. Engine fire DISCHARGE No. 1 and No. 2 pushbuttons ......................... PUSHED A.R. 2
Push the pushbuttons if a fire appears imminent. This is a preventative measure
against the possibility of fire from liquids spilling from broken pipes or casings.
5. Order the crew and passengers, if any, to evacuate the aircraft ................................. 1
BEFORE LEAVING THE COCKPIT:
6. MASTER SWITCH ........................................................................................................OFF 1

7. Evacuate the aircraft by the opposite side of fire.
Revision 2 4-9
4-10
TAKEOFF EMERGENCIES
ENGINE FAILURE - ABORTED TAKEOFF
1. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.I.
... 1
2. Control column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
. . . . . .FORWARD
.......... 1/2
3. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G.I.
... 1
Steer with rudder, nosewheel steering below 60 KIAS.

4. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
5. PL (on operating engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSE
. . . . . . . . . . A.R.
.... 1
CAUTION
Carefully apply reverse thrust as required in

conjunction with nosewheel steering to maintain
directional control. Use caution when applying reverse
thrust to operating engine on wet or slippery runways.
6. FUEL switch (on inoperative engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
7. FUEL BOOSTER PUMPS switches (on inoperative engine) . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
8. GENERATOR switch (on inoperative engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
ENGINE FAILURE ON CONTINUED TAKEOFF

1. Inoperative engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFIED
........... 1/2
Positively identify failed engine using the following criteria:
a. Operating engine and pedal being used to maintain directional control are on
the same side of airplane.
b. Crosscheck EGT and %TQ indicators for abnormal readings.
2. Bank aircraft 5º maximum toward operating engine.
3. V2 airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED/MAINTAINED
....................... 1
4. APR light (operating engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED
. . . . . . . . . . ON
... 1/2
If amber light is not on, press APR override switch; the green ARM light will
extinguish and the red O/RIDE light will come on.
5. EMERGENCY SHUTDOWN lever (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . .FEATHER
......... 1
WARNING
Do not retard PL on inoperative engine until propeller

has feathered.
6. FUEL BOOSTER PUMPS switches (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
7. GENERATOR switch (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
4-11
8. FUEL switch (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

....... 2
CAUTION
Actuation of the FUEL switch following manual

shutdown of the engine will result in fuel accumulation
in the plenum. It is recommended that the FUEL switch
not be moved to its CLOSE position until engine cooling
precludes combustion of such fuel.
After climb-out:
9. Flaps (at 400 feet minimum and V2 +8 KIAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

... 1/2
10. APR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 1/2
Observe 5 minute limit for takeoff power.

11. APR Override pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1/2
If O/RIDE light is on, press pushbutton and check that the light goes out.
12. PL (on operating engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
13. Trim controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1/2
14. Ammeter (on operating engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
Reduce electrical loads below 300 Amps.
NOSEWHEEL STEERING FAILURE (TAKEOFF)

STEER ACCM annunciator light on.
-----------------
Prior to or during taxiing:
Discontinue further airplane operation and refer airplane to maintenance. Necessary taxiing is
to be limited to speeds below 15 knots.
During takeoff run:
1. Perform normal RTO procedures. Nosewheel steering handwheel, when used, is to be

safely held (fingers outside spokes).
CAUTION
Be prepared for the sudden occurrence of nosewheel

shimmy.
2. If shimmy occurs, immediately release steering handwheel (if being used) and hold sufficient
back pressure on control column to relieve weight on nose landing gear. Apply reverse thrust
and use brakes for deceleration. Below 50 knots, use differential braking to maintain
directional control.
4-12
INFLIGHT EMERGENCIES
ENGINE FAILURES
POWER PLANT CONTROL MALFUNCTION
TQ oscillations at high EGT and RPM<100%.
OR
Engine inability to govern at selected % RPM, possibly coupled with illumination of beta light in flight.
AND/OR
Beta light illumination at low power settings at approach airspeeds.
--------------------
With TQ oscillations at high EGT and RPM<100% retard PLs until TQ stabilizers and increase RPM to
100%.
1. Aircraft flight qualities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

. . . . . . . .(IF
. . .POSSIBLE)
.......... 1
Check for unusual drag or yaw during a simulated landing flare at a safe altitude
before landing is attempted.
If power plant control affects the aircraft flight qualities or if the beta light illuminates during
approach at lower power setting, proceed as follows:
2. Apply the emergency procedure "ENGINE FAILURE IN FLIGHT".
CHIP DETECTOR LIGHT ON

CHIP DETECTOR CHIP DETECTOR
or
LEFT RIGHT
----------------
WARNING
Do not takeoff if a chip detector warning light

illuminates on ground.
1. Engine operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR

......... 2
If the engine operation appears to be normal during flight, continue to the nearest
suitable airport and check reason. Otherwise, the affected engine should be shut
down and a single engine landing executed.
4-13
INOPERATIVE SRL SYSTEM

SRL & START SRL & START
or
COMPUTER RIGHT COMPUTER LEFT
AND/OR
An erratic or fluctuating EGT indication
AND/OR
A sudden change in EGT of 20ºC or more with no corresponding change in other engine indications.
--------------------
NOTE
Do not initiate a takeoff with the SRL system
inoperative.
1. PL (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST

........ 1
Adjust to match % TQ on other engine.

2. SRL & LIMITER CMPTR switch (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
The TTL limiter is also disconnected when the SRL & LIMITER COMPUTERS
switch is set to off.
The displayed EGT is uncompensated (SRL off) EGT, which varies with ambient
temperature and flight speed. When the SRL system is disabled, the EGT limits
for the various %RPM regimes (within which the engine must be operated) will
also vary as a function of airspeed and ambient conditions.
3. EGT/SRL OFF operating limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALCULATE
............ 2
Use the chart in Figure 4-1 to calculate the limits.
Ensure the corresponding torque and EGT limits are not exceed on the affected
engine. The EGT indication lags behind the actual engine EGT; therefore, the PL
on the affected engine should be set slowly to allow adequate time for EGT lag.
Changes in airspeed, ambient temperature and/or altitude produce changes in
EGT; therefore, EGT should be monitored when operated near the EGT limit.
4. PL (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ADJUST
. . . . . . . .POWER
. . . . . . . . A.R.
.... 1
NOTE
Perform maintenance check prior to next flight.
4-14
30-D-154515-C-0117B-00001-M-01-1IÉò
Figure 4-1 Engine EGT limits - SRL system inoperative
4-15
TORQUE/TEMPERATURE LIMITER FAILURE

The %TQ/EGT does not regulate automatically (fuel bypass valve suck closed).
OR
Decreased engine fuel flow capability with the posibility of NTS occurring during F.I. operation (fuel
bypass valve stuck open).
------------------
NOTE
Do not initiate a takeoff with the TTL system
inoperative.
1. SRL & LIMITER CMPTR switch (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . .SRL

. . . . (ONLY)
....... 2
A. IF FUEL BYPASS VALVE IS STUCK OPEN:

2. PL (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
.......... 1
Advance far enough to ensure normal operation. (END)
B. IF FUEL BYPASS VALVE IS STUCK CLOSED:

2. PL (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .USE
. . . . WITH
. . . . . . CAUTION
......... 1
The EGT indication lags behind actual engine EGT; therefore the PL should be set
slowly above 50% TQ and/or 50% travel to allow for adequate time for EGT lag.
Changes in airspeed, ambient temperature and/or altitude produce changes in

EGT; therefore, EGT should be monitored when the engine is operated near
650ºC. Retard PL, as necessary, not to exceed 650ºC. Do not exceed 675ºC EGT
limit when at 100% RPM; likewise, do not exceed 709ºC EGT limit when operating
in the 96-97% RPM range.
3. Prior to turning on the engine inlet or cabin heating with TTL disabled, retard PL as necessary
to achieve a 15ºC or 50ºC EGT reduction, respectively, below limit.
UNCOMMANDED ENGINE TORQUE AND EGT INCREASE

Uncommanded increase of engine torque and EGT.
OR
Engine power fails to respond when the PL is retarded.
--------------------
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RETARD
........ 1
IF THE CONTROL IS NOT ACHIEVED:

2. Affected engine shut down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONSIDER
.......... 1
Shut down the affected engine as soon as possible consistent with the safe
operation of the aircraft.
4-16
ENGINE FAILURE IN FLIGHT

1. EMERGENCY SHUTDOWN lever (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . .FEATHER
......... 1
2. FUEL BOOSTER PUMPS switches (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
CAUTION
Observe applicable engine limitations. Windmilling in

the speed range between 18% and 28% RPM may
result in engine damage.
3. HEATING CONTROL VALVES switch (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
4. PL (unaffected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
5. Trim controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
6. Ammeter (unaffected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2

7. GENERATOR switch (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
8. ENGINE INTAKE switch (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
9. FUEL switch (on failed engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
ENGINE FIRE IN FLIGHT

ENGINE FIRE light on.
-----------
1. EMERGENCY SHUTDOWN lever (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . .FEATHER

......... 1
2. FUEL BOOSTER PUMPS switches (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
3. Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
...... 2
A. IF FIRE INDICATIONS DISAPPEAR BEFORE 10 SECONDS:

4. Refer to the emergency procedure "ENGINE FAILURE IN FLIGHT".
B. IF ANY FIRE INDICATION PERSISTS AFTER 10 SECONDS:

4. Engine fire DISCHARGE No. 1 pushbutton (affected engine) . . . . . . . . . . . . . . .PRESSED
......... 2
Check that the corresponding EXT'R EMPTY warning light comes on upon
discharge.
B1. If the fire indications disappear before 40 seconds:

5. Refer to the emergency procedure "ENGINE FAILURE IN FLIGHT".
4-17
B2. If any indication persists after 40 seconds:

5. Engine fire DISCHARGE No. 2 pushbutton (affected engine) . . . . . . . . . . . . . . .PRESSED
......... 2
Check that the corresponding EXT'R EMPTY warning light comes on upon
discharge.
CAUTION
Observe applicable engine limitations. Windmilling in

the speed range between 18% and 28% RPM may
result in engine damage.
6. HEATING CONTROL VALVES switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
7. PL (unaffected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
8. Trim controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
9. Ammeter (unaffected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2

10. GENERATOR switch (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
11. ENGINE INTAKE switch (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
A. IF FIRE IS EXTINGUISHED:
12. Land as soonas practicable.
B. IF FIRE PERSISTS:
12. Prepare for an immediate emergency landing.
13. Flaps up whenever possible.
4-18
BOTH ENGINE FAILURE

1. EMERGENCY SHUTDOWN levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FEATHER
......... 1
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CR
... 2
Keep the flaps retracted until absolutely necessary.

3. BUS TIED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERG.
........ 1
Reduce electrical load below 80 Amps. and attempt to relight the engines. Remain
within the in-flight engine starting envelope. If airstart is not achieved prepare for
an emergency landing.
4. Best glide airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CALCULATE/ADJUST
.................... 1/2
BEST GLIDE AISPEED

kg 5000 5500 6000 6500 7000 7500
WEIGHT
lb 11000 12100 13200 14300 15400 16500
KIAS 90.5 94.5 98.5 102.5 107 111
MAXIMUM GLIDE DISTANCES IN STILL AIR

HEIGHT (ft) 2000 4000 6000 8000
HORIZONTAL
3.5 7 10.5 14
DISTANCE (NM)
ENGINE AIRSTART
CAUTION
If an engine has been shutdown because of fire or an

obvious failure, as indicated by either the engine
instruments or an excessive vibration, an airstart
should not be attempted.
Do not attempt an airstart if oil temperature is under

4°C.
All actions indicated are for the affected engine.
BEFORE START:
1. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BELOW
. . . . . . . .20000
. . . . . .ft. 1
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABOVE
. . . . . . . .90
. . .KCAS
..... 1
3. EMERGENCY SHUTDOWN lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORMAL
........ 1
4. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ABOUT
. . . . . . . ONE
. . . . . INCH
. . . . . .FORWARD
. . . . . . . . . . .OF
. . . F.I.
... 1
5. RPM lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
. . . . .AS
. . .OPERATING
. . . . . . . . . . . . ENGINE
........ 1
If maximum power is needed immediately after engine start, place the RPM levers
to TAKEOFF/LAND.
4-19
6. HEATING CONTROL VALVES switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

....... 2
7. ENGINE INTAKE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
8. FUEL BOOSTER PUMPS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
.... 2
10. EGT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
. . . . . . . RESIDUAL
. . . . . . . . . . . EGT
.... 2
If possible do not attempt an automatic airstart when residual EGT exceeds

200ºC. This is not a limitation but reduces the chance of exceeding starting EGT
limits. A "MANUAL AIRSTART" is recommended.
ENGINE AIRSTART:
Abort airstart (EMERGENCY SHUTDOWN lever to FEATHER) when any of the following
occurs:
- Propeller fails to rotate.

- RPM does not reach 10% RPM in 10 seconds.
- EGT is not rising 10 seconds after 10% RPM.
- EGT rises rapidly toward start limit (770ºC).
- EGT approaches start limit (770ºC).
- Oil pressure fails to rise by 65% RPM.
- RPM stops increasing prior to propeller governor setting.
- Any unusual noise or vibration occurs.
- Engine instruments indicate abnormal conditions.
A. AUTOMATIC AIRSTART:
11. SRL & LIMITER CMPTR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BOTH

..... 2
12. FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
..... 2
13. AUTO START switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOMENTARILY
. . . . . . . . . . . . . . . TO
. . . .AIR
... 1
14. EGT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RISING.
. . . . . . . . OBSERVE
. . . . . . . . . . .EGT
. . . . LIMITS
. . . . . . . (770ºC)
....... 2
15. RPM indicator . . . . . . . . . . .INCREASING
. . . . . . . . . . . . . TOWARDS
. . . . . . . . . . . SELECTED
. . . . . . . . . . . RPM
. . . . . LEVER
. . . . . . . SETTING
......... 2
16. Oil pressure indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RISING
. . . . . . . .BY
. . . 65%
. . . . .RPM
.... 2
B. MANUAL AIRSTART:
11. SRL & LIMITER CMPTR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
12. FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
..... 2
13. FUNCTION SELECT switch . . . . . . . . . . . . . . . . . . . . HOLD
. . . . . . .TO
. . .UNFEATHER
. . . . . . . . . . . . .TO
. . . 60%
. . . . .RPM
.... 1
4-20
14. PRIME switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.

.... 1
- On prior next step.

- Off at engine light-off.
- On to assist acceleration.
- Off when EGT rises rapidly or approaches start limit or at 60% RPM.
15. MANUAL IGN pushbutton . . . . . . . . . . . . . . . . . .PRESS
. . . . . . . AT
. . . REQUIRED
...........%
. . .RPM
. . . . .AND
. . . . .HOLD
..... 1
Press at 10-12% RPM (15% RPM in case of excessive residual EGT). The AUTO
START warning light should come on when MANUAL IGN pushbutton is
pressed.
CAUTION
Do not activate the MANUAL IGN pushbutton with the

FUEL switch at CLOSE as the engine will flameout
when released.
16. EGT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RISING.
. . . . . . . . OBSERVE
. . . . . . . . . . .EGT
. . . . LIMITS
. . . . . . . (770ºC)
....... 2
17. RPM indicator . . . . . . . . . . .INCREASING
. . . . . . . . . . . . . TOWARDS
. . . . . . . . . . . SELECTED
. . . . . . . . . . . RPM
. . . . . LEVER
. . . . . . . SETTING
......... 2
18. MAUAL IGN pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AT
. . .60%
. . . . RPM,
. . . . . .RELEASE
......... 1
CAUTION
If the AUTO START warning light remains on above

60% RPM, do not perform any intentional engine
shutdowns.
19. Oil pressure indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RISING
. . . . . . . .BY
. . . 65%
. . . . .RPM
.... 2
AFTER AIRSTART:
20. RPM lever . . . . . . . . . . . . . . . . . . . . . . ADJUST
. . . . . . . . .TO
. . .MATCH
. . . . . . . .%. .RPM
. . . . .ON
. . . .OPPOSITE
. . . . . . . . . . ENGINE
........ 1
21. ENGINE INTAKE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
.......... 2
23. SRL & LIMITER CMPTR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BOTH
..... 2
....... 2
Note the OIL PRESSURE warning annunciator eventually goes out.

25. FUEL BOOSTER PUMPS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
26. HEATING CONTROL VALVES switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
4-21
4-22
FUEL SYSTEM FAILURES

WING TANK LOW FUEL PRESSURE
FUEL PRESSURE FUEL PRESSURE
or
LEFT ENGINE RIGHT ENGINE
------------------
1. FUEL BOOSTER PUMPS switches (affected tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

... 2
Turn on both fuel booster pumps on affected tank. This action normally cancels
the annunciation.If condition cannot be cured, suspect a fuel leak; refer to the
emergency procedure "WING TANK FUEL LEAK".
ABNORMAL WING TANK FUEL LEVEL

FUEL LEVEL FUEL LEVEL
or
LEFT TANK RIGHT TANK
------------------
An abnormal main wing tank fuel quantity reading is displayed.
1. FUEL QTY. IND indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

....... 2
A. IF FUEL QUANTITY READING IS HIGHER THAN 55 KG (120 LB):

2. FUEL BOOSTER PUMPS - NORMAL switch (affected engine) . . . . . . . . . . . . . . . . . . . . . ON
... 2
This action will normally cancel the annunciation. If unable, to cancel

annunciation, avoid prolonged sideslip maneuvers to the affected side; do not
attempt a go-around with a main fuel quantity reading below 90 kg (200 lb) on the
affected side.
CAUTION
Do not use cross feed either to correct a possible fuel

imbalance towards the unaffected side or after
opposite. FUEL LEVEL TANK annunciator comes on.
B. IF 55 KG (120 LB) QUANTITY READING OCCURS UNTIMELY:

2. FUEL CONSUMED POUNDS indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .XCHECK
........ 2
Crosscheck fuel quantity and fuel used readouts for abnormal values, as well as
possible abnormal lateral imbalance. If abnormal values are present, refer to the
emergency procedure "WING TANK FUEL LEAK".
4-23
WING TANK FUEL LEAK

Abnormal fuel quantity vs Consumption readings.
AND/OR
Possible abnormal lateral imbalance.
-----------------
1. FUEL FEEDING switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORMAL

........ 2
Close crossfeed valve without delay.

2. FUEL BOOSTER PUMPS switches (on opposite wing tank) . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
3. FUEL BOOSTER PUMPS switches (on affected wing tank) . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
Keep crossfeed valve closed for the remainder of the flight.

4. Flight altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BELOW
. . . . . . . .15000
. . . . . .ft. 1
If possible, reduce flight altitude below 15000 ft when etitherJet B or JP-4 fuel is
used.
NOTE
Evidence of any type of fuel leak is considered a
serious fire hazard. If a leak occurs in flight in close
proximity to an engine, a precautionary shutdown will
be considered.
5. Land . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS
. . . .SOON
. . . . . .AS
. . . POSSIBLE
.......... 1
Land at the nearest suitable airport which has runway of sufficient length to allow a
landing without the need for reverse thrust.
WARNING
Do not reverse thrust when landing with a fuel leak.

Reverse thrust may direct the leaking fuel onto the
engine causing it to ignite. A nacelle or wing fire may
result.
4-24
ELECTRICAL SYSTEM FAILURES

ELECTRICAL FIRE IN FLIGHT
1. OXYGEN MAIN LINE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
..... 1/2
2. Oxygen masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DONNED/100%
. . . . . . . . . . . . . . .OXYGEN
........ 1/2
3. Smoke googles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUT
. . . . .ON
... 1/2
4. Establish crew intercommunication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/2
5. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ADJUST
. . . . . . . . A.R.
.... 1
Retard PLs as necessary until a small decrease in both EGT and % TQ readings
is noticed.
6. RADIO MASTER SWITCH (in VMC only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
If fire persists, proceed to next steps.

7. MASTER SWITCH (in VMC only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
8. GENERATOR switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
........ 2
10. No. 2 INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
11. AUX BATTERY BUS No. 2 INV C/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
..... 2
12. 115V AC No.1 & No.2 BUSES TIED C/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
..... 2
13. ESSENTIAL BUSES NON PRIORITY C/Bs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
..... 2
14. MASTER SWITCH (in VMC only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
If fire persists, pull and re-engage remaining C/B's while observing effect on fire or
smoke. Isolate faulty circuits and re-establish electrical power as necessary.
Land as soon as practicable. If fire continues, fight it with extinguishers and
prepare for an emergency landing.
BATTERY TEMPERATURE CAUTION

BAT NO. 1 BAT NO. 2
or
TEMP. TEMP.
--------------
1. Affected BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

.... 2
When BAT TEMP. caution panel light goes out:
2. Affected BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

... 2
NOTE
All electrically operated components can be operated
normally on power from the generators when the
battery switches are off.
4-25
BATTERY OVERTEMP
BATTERY
and CAUTION
OVERTEMP
-------------
1. Affected battery/ies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFIED

........... 2
Identify affected battery/ies by means of the associated BAT TEMP amber light/s
on warning panel.
2. BAT switch/es (affected battery/ies) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
3. Battery/ies disconnect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
.......... 2
Observe corresponding warning panel light, verify disconnect indication of

affected battery/ies and land as soon as practicable.
WARNING
If battery/ies disconnect is not verified, land as soon as

possible.
NOTE
Clearance of affected batteries for further use in flight
requires ground maintenance action.
GENERATOR FAILURE
GENERATOR GENERATOR
or
LEFT RIGHT
--------------
1. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

.... 2
2. Ammeter reading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
3. DC voltmeter reading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
Set the VOLT SELECT switch to the corresponding GEN position prior to checking
voltmeter reading.
.......... 2
If generator does not reset:

.... 2
CAUTION
Turn off non-essential items as required to reduce

electrical loads on operating generator below 300
Amps.
If both generators fail:

........ 2
7. Turn off non-essential items of equipment to ensure a larger battery power availability 2
4-26
INVERTER FAILURE
INVERTER INVERTER
or
NO. 1 NO. 2
----------------
1. Failed inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

.... 2
Check that the corresponding warning panel light goes out.

2. AUX INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
3. AC BUS SEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 2
Set switch to the position corresponding to the failed inverter bus.
EXCESSIVE AMMETER INDICATION

1. BAT switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
If excessive indication disappears, a battery circuit malfunction exists. Identify and

isolate the circuit by sequentially turning off the BAT switches and leaving the
switch for the malfunctioning circuit to OFF.
If excessive indication remains, turn BAT switches on and proceed to next step.
........ 2
If excessive indication still exists, pull all C/Bs on the secondary bus, return BUS
TIED switch to NORMAL; and individually reset C/Bs until affected circuit is
identified. Isolate circuit by pulling corresponding C/B.
If excessive indication disappears, return BUS TIED switch to NORMAL and

proceed to next step.
3. 115V AC No. 1 & No. 2 BUS TIED C/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
..... 2
4. INV switches . . . . . . .TURN
. . . . . . OFF
. . . . .No.
. . . .1. AND
. . . . .CHECK
. . . . . . . .AS
. . .FOLLOWS.
. . . . . . . . . . .REPEAT
. . . . . . . . .FOR
. . . . No.
. . . . 2. 2
If excessive indication disappears identify and isolate malfunctioning circuit in

corresponding 115V AC bus and 26V AC bus. Reset C/B in step 3 and turn on
affected INV switch.
If excessive indication still exists, identify and isolate malfunctioning circuit by

checking C/Bs on AUX BATTERY, ESSENTIAL BUS No. 1 and ESSENTIAL BUS
No. 2.
5. If excessive indication persists, land as soon as practicable.
CIRCUIT BREAKER TRIPPED

1. Affected circuit breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH
. . . . . . TO
. . . .RESET
...... 2
Two attempts maximum.
CAUTION
If C/B trips again, do not reset.
4-27
COMPASS SYSTEM FAILURE

COMP flag on pilot's HSI and HDG flag on copilot's RMI come on.
OR
Heading indications on pilot's HSI and RMI differ from each other.
---------------
1. COMPASS No. 1 - SLAVE/FREE swtich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FREE

..... 1
Use COMPASS SYNC switch to restore concordant heading indications.
NOTE
When any SLAVE/FREE switch is moved to FREE, the
associated COMP and/or HDG flag/s is/are not
retracted out of view.
If indications either cannot be restored or remain non-concordant, use the information

supplied by the compass system No. 2 or the standby magnetic compass.
A. IF THE COMPASS SYSTEM No. 2 IS TO BE USED:

2. HORIZ GYRO-PILOT SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No.
. . . . 2. 1
B. IF THE STANDBY MAGNETIC COMPASS READING IS TO BE USED:

2. WINDSHIELD HEAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
WARNING
Stanby magnetic compass readings are unreliable with

windshield heating on.
4-28
HYDRAULIC SYSTEM FAILURES

MAIN SUPPLY FAILURES
1. HYD pressure indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
If normal pressure indication (green readout) is not obtained upon hydraulic motor
pump connection, turn pump off.
2. Hydraulic hand pump lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPERATE
......... 2
About 70 strokes of the hydraulic hand pump lever are normally required to
achieved normal pressure in a depleted hydraulic system.
No further crew action is required in flight until a change in flap setting becomes necessary (refer to the
emergency procedure “FLAP EMERGENCY SETTING”).
Nosewheel steering will be lost when normal pressure is not available.
Hydraulic pressure is normally maintained in the normal brake pressure accumulator and is available for
normal wheel brake operation as directed under the emergency procedure “WHEEL BRAKE
OPERATION - MAIN SUPPLY FAILURE”.
Additionally, hydraulic pressure stored in the emergency brake accumulator is available for emergency
wheel brake operation, as directed under the emergency procedure “WHEEL BRAKES - EMERGENCY
OPERATION”, in the event of failure of the normal wheel brake system.
CAUTION
Simultaneous application of normal and emergency

braking pressure is not permitted.
FLAP EMERGENCY SETTING

1. Hydraulic hand pump lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPERATE
......... 2
Operate the hydraulic hand pump lever until the required flap position is shown on
the flap position indicator. About 100 strokes of the hydraulic pump lever are
normally required to full flap extension.
NOTE
Maintain a speed below 100 KIAS before placing the
flaps in the LAND position.
If it is not possible to lower the flaps perform a flaps-up approach and landing, at
VREF+16 KIAS and allow for a 32% increase over scheduled (unfactored) full flaps extended
landing distance (refer to the “LANDING DISTANCES” graph in the applicable AFM).
If required flap setting is obtained and when the desired flap position has been obtained
on the indicator:
2. Flap lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETURN
. . . . . . . . . TO
. . . .NORMAL
........ 2
4-29
4-30
FLIGHT CONTROL SYSTEM FAILURES
PITCH TRIM RUNAWAY

Pitch movement in the same direction as the pitch trim indicator with no action from pilot and with
autopilot disengaged.
---------------------------
1. Pitch trim control wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STOP

. . . . . .MOVEMENT
........... 1
Manually stop the pitch trim control wheel from moving.

2. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISABLE
........ 2
** For A/C with SPZ 200 A/P model:
Disconnect the C/B related to the A/P:
"AUTOPILOT" 7 ½ A 28 V DC SECONDARY BAR (CA1).**
Disconnect the C/B related to the A/P:
"AUTOPILOT" 7 ½ A 28 V DC SECONDARY BAR (CA2).**

3. Pitch trim control wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
Set required trim once again using the pitch trim control wheel.
4. Maintain autopilot de-energized for the remainder of the flight.
NOTE
In addition to the aforementioned C/B, to completely
de-energize the A/P & FD system if desirable:
Disconnect "AUTOPILOT" 1 ½ A 115 V AC BUS 1

(CA53) and "AUTOPILOT" 1 ½ A 115 V AC BUS 2
(CA52) circuit breakers.**
Disconnect "FD & PA" 7 ½ A 28 V DC ESSENTIAL 2

(CA1) circuit breaker,**
Revision 1 4-31
4-32
ANTI-ICE SYSTEM FAILURES

WINDSHIELD HEATING FAILURE
WINDSHIELD HEAT. WINDSHIELD HEAT.
or
LEFT RIGHT
------------------
The illumination of the before mentioned annunciator is a signal that the corresponding temperature
regulator is faulty, its functions being automatically transferred to the other regulator. Consequently, the
heating of the windshields continues operating normally (do not turn off the corresponding WINDSHIELD
HEAT switch).
If the other annunciator comes on:
1. WINDSHIELD HEAT L & R switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

.... 2
If visibility is lost through panes during the approach, open direct vision window, if
necessary, when the airspeed is below 170 KIAS.
PITOT HEATING FAILURE

PITOT HEAT. PITOT HEAT.
or
LEFT RIGHT
-------------
1. Avoid areas where icing conditions exist.

2. Airspeed indicator (affected side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
......... 1
Compare airspeed indications with those of the other pilot.
STATIC PRESSURE SYSTEM FAILURE

False indications on intruments.
--------------
1. Defective system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IDENTIFY

......... 1/2
2. STATIC selector (on defective system) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EMERG
....... 1/2
3. Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 1/2
If false indications are still displayed, continue flight using the other pilot's
instruments.
Revision 1 4-33
4-34
MISCELLANEOUS FAILURES
SMOKE EVACUATION
1. OXYGEN MAIN LINE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
..... 1/2
2. Oxygen masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DONNED/100%
. . . . . . . . . . . . . . .OXYGEN
........ 1/2
3. Smoke googles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUT
. . . . ON
... 1/2
4. HEATING CONTROL VALVES switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
The crew should attempt to close off the source that might aggravate the smoke or
fumes.
5. RAMP & CARGO DOORS handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
. . . . . . A.R.
.... 2
Maximum permissible airspeed with ramp and cargo door open is 170 KIAS.
Return handle to NORMAL after ramp and cargo door has opened.
NOTE
Do not open the cockpit windows for the remainder of
flight, to avoid smoke enter on cockpit.
6. Passengers access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
. . . . . . A.R.
.... 2
7. Cockpit windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
. . . . . . A.R.
.... 1/2
NOTE
The cockpit windows should not be opened
concurrently with the rear access door and/or the ramp
and cargo door as this may cause smoke to be drawn
into the cockpit. Smoke concentration will dissipate in
approximately 30 seconds.
SPIN RECOVERY
This aircraft has not been flight tested in a spin configuration. However the recommended spin recovery
procedure is as follows:
1. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.I.
... 1
2. Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NEUTRAL
......... 1
3. Rudder . . . . . . . . . . . . . . . . . . . OPPOSITE
. . . . . . . . . . .UNTIL
. . . . . . ROTATION
. . . . . . . . . . . STOPS.
. . . . . . . .THEN
. . . . . .CENTRALIZE
............ 1
4. Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FORWARD
.......... 1
5. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CR
... 1/2
Revision 1 4-35
4-36 Revision 1
LANDING EMERGENCIES
SINGLE ENGINE LANDING
1. RPM lever (operating engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAKEOFF/LAND
............... 2
2. APR override pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
....... 2
Check that the O/RIDE red light is illuminated.

3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
... 1/2
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V . . . +. .8. .KIAS
. .REF .... 1
Land on centerline for steering reference.
After touchdown:
5. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F.I.
... 1
6. Control column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
. . . . . .FORWARD
.......... 1/2
7. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
. . . . . . . . . .F.I.
. . . LOCKS
. . . . . . . .AND
. . . . SLOWLY
. . . . . . . . . AFT
.... 1
8. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .USE
. . . . .TO
. . . MAINTAIN
. . . . . . . . . . DIRECTIONAL
. . . . . . . . . . . . . . CONTROL
.......... 1
9. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1
10. Nosewheel steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BELOW
. . . . . . . .60
. . .KIAS
.... 1
SINGLE ENGINE GO-AROUND

1. PL (operating engine) . . . . . . . . . . . . . .ADVANCE
. . . . . . . . . . A.R.
. . . . .TO
. . .650ºC
. . . . . .EGT
. . . . AND/OR
. . . . . . . . .102.8%
. . . . . . .T. Q. 1
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .V. REF
... 1
3. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1/2
Correct for yaw as needed.
When obstacles have been cleared:

4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ACCELERATE
. . . . . . . . . . . . . .TO
. . .V . . .+14
. .REF . . . .KIAS
.... 1
5. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
... 1/2
NOSEWHEEL STEERING FAILURE (LANDING)

STEER ACCM annunciator light on.
-----------------------
1. Touchdown at the lowest possible sink rate controllable airspeed with airplane in a nose-high
pitch attitude. Hold sufficient back pressure on the control column until nosewheel can no
longer be held off the runway surface. Apply reverse thrust and brakes for deceleration.
Nosewheel steering handwheel, when used, is to be safely held (fingers outside spokes).
CAUTION
Be prepared for the sudden occurrence of nosewheel

shimmy.
Revision 1 4-37
2. If shimmy occurs, immediately release steering handwheel (if being used) and use
differential braking to maintain directional control. Apply reverse thrust and brakes for
deceleration. Allow for a 10% increase on scheduled landing distance.
WHEEL BRAKE OPERATION - MAIN SUPPLY FAILURE

The present procedure is to be applied only after the emergency procedure "MAIN SUPPLY
FAILURE".
NOTE
A fully charged hydraulic pressure accumulator is
capable of giving at least 10 full brake applications for
the landing run under most adverse conditions.
1. Brakes (on ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY

...... 1
Apply brakes with the aircraft firmly on ground. Brake pedals should not be
pumped; otherwise, rapid exhaustion of accumulator pressure will occur. Full
differential braking capability is retained.
2. For landing, refer before to the “LANDING DISTANCES” graph in the applicable AFM. When
braking action is deemed to be marginal, change over to the emergency wheel brake
system.
WHEEL BRAKES - EMERGENCY OPERATION

The emergency braking system must be only used when failure of the normal braking system is
confirmed.
1. Emergency brake pressure indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

....... 2
A fully charged emergency accumulator is capable of giving at least 10 brake

applications to full braking effort.
2. Emergency brake lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPERATE
......... 2
Use the lever with the airplane firmly on ground. Emergency braking is then
available but differential braking is lost. If committed to using the emergency
braking system after touchdown, it should be selected with the pedals released.
Monitor emergency brake pressure indication. Use lever and check brake
operation. The minimum required pull, consistent with maintaining directional
control, should be applied and maintained until the airplane slows to taxiing speed.
The lever should not be pumped or rapid exhaustion of the emergency
accumulator will occur. Reduced braking effectiveness will occur only below a
1100 psi readout.
WARNING
The emergency brake lever must be pulled up softly

and progressively in order to avoid the blockage of the
wheels.
The landing distance is largely dependent on braking technique and runway

condition. This should be keeping on mind when selecting a runway for landing.
4-38 Revision 1
TOTAL LOSS OF BRAKING ACTION

In the event of failure of the emergency system as evidenced by a zero reading on the appropriate gauge
and inoperative braking:
1. Emergency hand pump lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPERATE

......... 2
2. PLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSE
. . . . . . . . . . A.R.
.... 1
Use reverse thrust in conjunction with nosewheel steering and brakes to control
and stop the aircraft.
ANTISKID FAILURE
The procedure applies only to aircraft fitted with the CASA optional antiskid system.
ANTISKID inoperative annunciator on.
-----------------
1. Antiskid CONTROL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

... 2
2. Due account shall be taken of the effect of the antiskid system inoperative on maximum
landing weight for landing field lenght available.
EMERGENCY LANDING
1. Distress signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BROADCAST
............. 2
2. NO SMOKING switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
3. FASTEN BELTS switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
4. Emergency lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
... 2
5. HEATING CONTROL VALVES switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
....... 2
6. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.R.
.... 1/2
7. 1000 ft scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
. . . . . . . . . AIRSPEED
.......... 1
8. FUEL switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
. . . . .AFTER
. . . . . . .TOUCHDOWN
............. 2
If before touchdown obstructions in the landing path are observed and damage to
the aircraft appears possible, the FUEL switches should be turned off.
9. Engine fire DISCHARGE No. 1 & 2 switches (after touchdown) . . . . . . . . . . . . . . . . . . A.R.
.... 2
Press switches if fire appears likely.

10. Electrical MASTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
.... 2
11. Emergency exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN
..... 2
Revision 1 4-39
4-40 Revision 1
SECTION 05 - ALL WEATHER OPERATION
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-i
5-ii
INTRODUCTION
The information and specific procedures for "all weather operation" of the C-212 series 300 aircraft are
provided in following documents:
- Airplane Flight Manual (AFM).

- Annex 1 to AFM (when included in the applicable AFM. Not applicable to DGAC approved
AFM).
- Customized Aircraft Operation Manual (AOM).
- Customized Quick Reference Handbook (QRH).
5-1
5-2
SECTION 06 - PERFORMANCE DATA
TABLE OF CONTENTS
PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6-i
6-ii
PERFORMANCE DATA
This section in Master AOM is intended to be used as a location to include a copy of all relevant
performance information (tables, charts, figures, etc.) for each operator/customer of C-212 series 300
aircraft. The availability of this information also in Master AOM may increase the efficiency and safety of
the flight operations.
NOTE
Each operator/customer must decide which is the most
relevant information to be included on these pages in
accordance with the kind of operation followed by the
aircraft, the ambient conditions, the experience of the
crews, the average flight profile, etc.
Relevant performance information means any performance data that is frequently used by the crews, or
that is required by operational regulations, or that affects the safety of the aircraft operation. The list of
relevant performance information may include the following items, but is not limited to them:
- Operation with one engine inoperative (weight limitations at takeoff and landing due to
minimum climb gradient, aircraft ceilings, driftdown charts and parameters, etc...).
- Aircraft ceilings with both engines operatives.
- Maximum torque and/or maximum ITT for the existing ambient condition.
- Takeoff and landing speeds.
- Etc.
Performance data is available in the AFM applicable to each aircraft, and may be included here as
photocopies from AFM pages, or customer/operators may also collect all the information and prepare
their own pages.
NOTE
It is the responsibility of each operator/customer to
maintain updated the performance information in
Master AOM (e.g when new issues and revisions to the
AFM are received).
In order to ease the process of collecting all performance data in AFM, a list of the main sources for
performance data in AFM is given to operators/customers. Use this information only as a reference
guide. It is not a checklist including all the possibilities.
- In AFM, "SECTION 6 - PERFORMANCE INFORMATION" includes performance charts,

tables and data in accordance with FAR-25 regulations for civil operation of the aircraft.
- Only for operators conducting non civil operation of the aircraft (when included in the
applicable AFM), there is an "ANNEX NO. 1 - AIRPLANE OPERATIONS AT INCREASED
STRUCTURAL WEIGHTS" as part of the AFM, that includes all additional charts, tables and
data for this specific kind of operation. This new data is established in accordance with
MIL-M-7700D specification.
- For some particular operators other annexes may also be applicable. Additional performance
data may also be included on these annexes.
- Supplements include all required data for the particular systems and/or equipment that are not
fitted in all aircraft or are not an integral part of the basic configuration of the aircraft. For these
items, a list of applicable supplements is also provided in AFM. These supplements may have
also include additional performance data due to the effect of the specific items fitted in the
aircraft.
- For some particular operators, or for some specific systems and/or equipment, appendices
may also be applicable. Additional performance data may also be included on these
appendices.
6-1
6-2

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A.O.M.

ALL WEATHER OPERATION 05

ORIGINAL ISSUE, NOVEMBER 2013

REVISION 2, DECEMBER 2016

LIST OF EFFECTIVE PAGES

Original issue 0 November 2013

Page * Revision Page * Revision

Cover 2 3-i – 3-ii 0

* Zero in this column indicates original page.

Fax: +34 91 585 55 05 RESET FORM

3. JUSTIFICATION OF THE REVISION PROPOSAL

SECTION 00 - GENERAL INFORMATION

0-1 Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-6

It means that two asterisks followed by the text:

WARNING, CAUTION AND NOTE

COMMENTS AND SUGGESTIONS

AIRBUS DEFENCE AND SPACE

Avda. de Aragón, 404

28022 Madrid (Spain)

Fax: +34 91 585 55 05

APR Automatic Power Reserve System.

BCF Bromochlorodifluromethane. A extinguishing agent, a type of freon.

°C Temperature in degrees centigrade.

CAS or VC Calibrated Airspeed. Indicated airspeed corrected for installation (position

C/M-1 Crew Member One (LH seat).

C/M-2 Crew Member Two (RH seat).

C/M-3 Crew Member Three (center seat).

EAS or VE Equivalent Airspeed. Calibrated airspeed corrected for compressibility.

°F Temperature in degrees Fahrenheit.

Fpm/fpm Feet Per Minute.

GPU Ground Power Unit.

Hp True pressure altitude. Altimeter reading corrected for position error.

IOAT Indicated Outside Air Temperature.

IEDS Integrated Engine Display System.

ISA International Standard Atmosphere.

KCAS Calibrated Airspeed (knots).

KEAS Equivalent Airspeed (knots).

KIAS Indicated Airspeed (knots).

KT/kt Knots: nautical miles per hour.

KTAS True Airspeed (knots).

LRC Long Range Cruise.

MAC Mean Aerodynamic Chord.

MFV Manual Fuel Valve.

MLW Maximum Landing Weight.

MTOW Maximum Takeoff Weight.

MZFW Maximum Zero Fuel Weight.

NACA National Advisory Committee for Aeronautics.

Nm/NM Nautical Miles.

NTS Negative Torque System.

OAT Outside Air Temperature.

OSG Over Speed Governor.

PPC Propeller Pitch Control.

psi Pounds per square inch.

psig Pounds per square inch (gauge).

RCR Runway Condition Reading.

RFI Rolling Friction Index.

RPM/rpm Engine revolutions (Revolutions Per Minute).

SHP Shaft Horse Power.

SRL Single Red Line.

SRL/AS Single Red Line/Auto Start.

TAS or VT True Airspeed. Equivalent airspeed corrected for density.

TQ Torque. Torque is the effectiveness of a force in setting a body into rotation.

TTL Torque and Temperature Limiter.