SkyVan Factory Course

WOLSEY AVIATION TRAINING
SERVICES
SC7 SKYVAN
TYPE TECHNICAL
TRAINING NOTES
The information contained within this publication can be considered to be correct on issue to the student on
commencement of a training course.
This publication must not be used in the operation or maintenance of any aircraft. Reference must be made to
the approved Flight Manual and Maintenance Manual.
Issue 5
Jan 2019
Wolsey Aviation Training Services Type Technical Training Notes
SC7 ALL ii Issue 5 Jan 2019

CONTENTS
Chapter. Content.
1 Introduction, Limitations and Structure.
2 Handling.
3 Cockpit Layout.
4 Weight and Balance.
5 Doors
6 Landing Gear.
7 Flight Controls.
8 Hydraulic System.
9 Electrical System.
10 Lights and Emergency Equipment
11 Ice and Rain protection.
12 Heating.
13 Airframe Fuel System.
14 Flight Instruments.
15 Powerplant introduction.
16 Engine Oil System.
17 Engine Indication.
18 Engine Control.
19 Engine Fuel System.
20 Propeller Control.
21 Engine Starting.
22 Engine Rigging.
SC7 ALL iii Issue 5 Jan 2019

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SC7 ALL iv Issue 5 Jan 2019

CHAPTER 1 Introduction, Limitations and Structure
GENERAL
The Skyvan is a twin engined aircraft with a strut braced high-wing mono-plane
configuration and a tail plane with twin fins and rudders. It has a fixed nosewheel
tricycle undercarriage.
Power is provided by two Honeywell TPE331-2 turboprop engines driving
variable pitch propellers.
The fuselage is of square section and is unpressurised.
SC7 ALL 1.1 Issue 5 Jan 2019

PRINCIPLE DIMENSIONS
Length 40 ft 1 inch
Wingspan 64 ft 11 inches
Height 15 ft 1 inch
Wheel Track 13 ft 10 inches
Wheel Base 14 ft 10 inches
Prop ground clearance 5 ft 0 inches

Fuselage ground clearance 1 ft 9 inches
Ground to freight floor 2 ft 6 inches
Freight hold length 18 ft 7.5 inches

Freight hold width 6 ft 6 inches
(between spars) 6 ft 2inches
Freight hold height 6 ft 6 inches
WEIGHT LIMITS
Series 3 Series 3A Series 3M
Max take off weight 12,500lb 13,500lb 13,700lb
Max landing weight 12,500lb 13,500lb 13,500lb
Design payload 4,600lb 5,000lb 5,000lb
AIRSPEED LIMITS
with alternate static source
Vne - never exceed } pre mod 200 kts 210 kts
Vno - normal operating } 1019 173 kts 184 kts
Vmo max operating post mod 173 kts 184 kts
Va – manoeuvring 12500lb 140 kts 148 kts

13500lb 137 kts 145 kts
13700lb 137 kts 145 kts
Vfe flaps extended 18 degrees 128 kts 137 kts

30 degrees 115 kts 124 kts
50 degrees 110 kts 119 kts
to/from 50 degrees 98 kts 107 kts
Vmc - min control 0 flaps 70 kts 80 kts

18 flaps 65 kts 75 kts
30 flaps 57 kts 66 kts
Vdo rear door moving 100kts

Vdl rear door locked open 180kts
Vdr rear door removed 150kts

STRUCTURE
STATION REFERENCES
Measured in inches from station zero at the nose, stations aft of zero are
positive, while those forward of zero are negative.
The front of the nose section is stn. -10.5, with the nose access hinge point at
stn. 10.
The Cockpit /Cabin divide is at stn 74.
The fuselage main spar frames are at stn. 171.6 and stn. 197.2.
Wing stations are measured outboard from the fuselage centreline and are
denoted port or starboard.

FUSELAGE
The fuselage has a square profile with conventional frames supporting a double skin.
The corrugated inner skin replaces the stringers.
Forward of frame 74 the cockpit is of traditional frame, stringer and single skin
construction. The nose structure is hinged for maintenance access.
The lower rear section of the fuselage contains an inward opening freight door, or may
have a smaller baggage door.
In the centre of the fuselage are the main frames extending into stub wings at the lower
edge to support the landing gear, and extending above the fuselage to support the
wings. Contained within this upper structure are two of the fuel cells, and mounted
above the forward cabin are two more.

WING
The wings consist of two main spars running full length forming a sparbox, and a
leading edge spar running from outboard of the engine. These are covered in the
double skin with the inner
corrugations taking the place of
stringers.
The wing is pin jointed to the
fuselage and supported by a strut.
The wing and strut attachments are
similar and contain a plastic filler to
reduce the amount of grease
required.
On the trailing edge are located
two flap sections and the aileron.
In the leading edge inboard of the
engine is an equipment bay.
The wingtip fairing is aluminium
and contains the navigation lights.

ENGINE NACELLE
Extending below
the sparbox the
engine nacelle
structure supports
the engine
bulkhead and
engine mount
frame. The engine
is enclosed in
aluminium fairings.
TAILPLANE
The tailplane is built in two units, with the horizontal stabiliser attached to the fin at the
outer end and attached to the fuselage through four lugs at the inboard end. Location is
provided by a spigot on the fuselage engaging with the innermost frame on the
tailplane. The attachments use shouldered bolts.
The elevator is in three sections linked by torque fittings. The rudders have full span
aerodynamic balance horns at the top.

CHAPTER 2 Handling
SERVICING POINTS
The following servicing points are provided, as shown in the diagram above :-
Fuel fillers (gravity)

Fuel System Water drains
Engine Oil fillers
Electrical Ground Supply 28V DC
Windscreen De-Icing fluid filler.
Hydraulic fluid filler.
Emergency and Normal Accumulator nitrogen charge points.
Nose leg and Main strut nitrogen charge points.
Nose and Main Jacking points

JACKING
Main
jacking
points are
under each
stub wing
at Stn
197.2.
The nose jacking point is on the port side at frame 22 and is located inside the
nose bay.
LEVELLING
Levelling reference points are located :-
Lateral - Internal pads on floor at front spar Stn. 171.6
Longitudinal - External on port stub wing.

TOWING
A towbar may be
attached to the
nosewheel axle. It
should have a shear
pin in the towing eye.
Restrict nosewheel
angle to between limits
marked on nose, 50
degrees either side of
centre.
TIE-DOWN POINTS
Tie down points are available at the wing to lift support strut joints, at the nose
undercarriage and at each stub wing.


CHAPTER 3 Cockpit Layout
The following panels are

located in the Cockpit :-
“P” Panels
CWP - Central Warning
Panel
1P - Main instrument
2P- Avionics
4P- Deicing
5P- Centre console
6P- Electrics, starting,
lighting
7P- Hydraulics
9P- Heating and
ventilation
“D” Panels
1D - DC fuses and
circuit breakers
2D - AC fuses and
circuit breakers
Roof Console
1P and 2P MAIN INSTRUMENT PANEL AND CWP

4P DE-ICING
6P ELECTRICS, STARTING, LIGHTING

7P HYDRAULICS
9P HEATING and VENTILATION
ROOF CONSOLE

3P Centre Console
Flap Selector
Engine Control Levers
Autopilot Controller
(not normally fitted.)
Trim Wheels
Panel Lighting Dimmers

CHAPTER 4 Weight and Balance
CENTRE OF GRAVITY DATUM

Station 152 and is marked on a plate on underside of fuselage at the point where
the leading edge of the wing standard mean chord intersects the centerline.
CENTRE OF GRAVITY LIMITS

Horizontal From 10 to 25 inches aft of C of G datum.
ie. Between STN 162 and STN 177.
14.3 and 35.7% SMC.
Vertical From 43.5 to 70.5 inches above fuselage undersurface
Lateral Not taken into account
CENTRE of GRAVITY CALCULATION
Weights - All weights are expressed in lbs or Kg.
Moments - All moment arms are expressed in inches

(older manuals may use feet)
Moments are therefore the load x distance. Lb ins or Kg ins
Index units are MOMENT

500
Operating empty weight

includes crew, and fluids etc. but excludes fuel and payload.
It is established by weighing.

ESTABLISH CENTRE OF GRAVITY OF EMPTY AIRCRAFT
Moments are taken about the CG datum with the reaction measured as the loads
on the jacking points.
CG inches aft of datum = MOMENT

WEIGHT
CG x (R1+ R2) = R1 x L2 - R2(L1 - L2)
= R1 x L2 - R2 x L1 + R2 x L2
= L2(R1 + R2) - R2 x L1
CG = L2(R1 + R2) - (R2 x L1)

R1 + R2
CG = L2 - R2xL1
R1 + R2
Where L1 = main jack to nose jack

L2 = main jack to datum
Rl = weight at main jack
R2 = weight at nose jack
EX. 1 If L1 = 175.2 inches R1 = 6836 lb

L2 = 45.2 inches R2 = 1342 lb
CG = 45.2 - 1342 x 175.2 = 16.12 inches (or 1.343 feet)

6836+1342
STANDARD MEAN CHORD (SMC)
SMC = Total Wing Area = 70 inches with the leading edge at stn 152.
Wing Span
To convert CG inches to % SMC use the following formulae
% SMC = CG inches x 100

70

Ex. 2 If empty aircraft weight = 8178 lb

empty aircraft index = 263.66
Calculate CG as inches aft of datum and as % Standard Mean Chord.
Index units = MOMENT / 500
therefore Empty Aircraft Moment = Index x 500

= 263.66 x 500
= 131,830
CG inches = MOMENT / WEIGHT
therefore CG inches = 131860 / 8178
= 16.12 inches aft of datum
% SMC = (CG inches / 70) x 100
therefore % SMC = (16.12 / 70) x 100
= 23% SMC
EFFECT of FUEL LOAD on the CENTRE of GRAVITY
CG OF FUEL TANKS
( c of g datum at stn 152)
300 gallon System Fuel Load acts 0.36 inches fwd of datum at STN 151.64.
400 gallon System Fuel Load acts 1.52 inches aft of datum at STN 153.52.
Therefore the fuel load will change the index as follows
300 gal = Fuel wt x -0.36

500
400 gal = Fuel wt x 1.52

500

ESTABLISH WEIGHT AND C OF G OF LOADED AIRCRAFT
Observe limits for:-
Floor Loading
Stn 74 to 225 800 lb / ft run @ 150 lb / sq ft

except between spar frames
Between spar frames 1200 lb / ft run @ 250 lb / sq ft
For loads covering both the above areas use an average loading to
675 lb / ft run @ 225 lb / sq ft
Stn 255 to 297.5 400 lb / ft run @ 150 lb / sq ft
Wheel Loads
Limits apply to loaded vehicle and are either 500 lb , or 750 lb, or 1000 lb
depending on wheel position as shown in loading limitations diagram.

Freight Tiedown Points
Combined seat / cargo lashing points are located on the floor and have a 4000 lb
rating. Do not use “D” rings on sidewalls for freight tiedown.
CARGO LOADING
The cabin is divided into loading compartments with each having a loading limit
which must be observed.
For cargo loading we measure arms in feet instead of inches.
Thus Empty Aircraft moment and index as calculated above are divided by 12.
To calculate CG location of the loaded aircraft :-
Add compartment weights to operating empty weight.

Calculate index change for each compartment.
Then calculate the ZERO FUEL WEIGHT CG
Then calculate the effect of adding the required fuel load to

determine the TAKE OFF WEIGHT CG.
NOTE! When loading in excess of 800 lb always deploy the retractable

support strut.

EX. 3
COMPARTMENT LOAD(lb) ARM(ft) MOMENT INDEX
EMPTY A/C 8178 1.343 10, 983 21.97
A ** - 5.667 ** **
B 500 - 3.625 -1812.5 -3.625
C 700 - 1.208 - 845.6 -1.691
D 1000 + 1.208 +1208.0 +2.416
E 500 + 3.625 +1812.5 +3.625
F 500 + 6.042 +3021.0 +6.042
G 300 + 8.458 +2537.4 +5.075
H ** +10.896 ** **
TOTAL 11,678 +16906.0 33.812
FUEL 1,500 - 0.03 - 45.0 0.090
TOTAL 13,178 16861.0 33.722
Zero fuel C G = M = 16,906

W 11,678
= 1.448 feet aft of datum or 17.38” aft of datum
% SMC = (17.38 / 70) x 100
= 24.8 %SMC
Take Off C G = M = 16,861

W 13,178
= 1.279 feet aft of datum or 15.35” aft of datum
%SMC = (15.35 / 70) x 100
= 21.93 %SMC

TRIM SHEET


CHAPTER 5 Doors
CREW DOOR
Open rearwards
and have locking
stays.
Each has a open

indication
microswitch on
handle mechanism
and in fuselage
door frame.
A barrier may be
fitted to guide
people forwards
away from the
propeller
HOLD OPEN STAY

FREIGHT DOOR
Early aircraft have sill door and main door, but later models have a flip door and
main door. Each type has internal and external handles.
Position indication microswitches are on the door latches and right shoot-bolt.
Door may be opened or removed for flight but Cargo must not extend beyond
fuselage profile.

FREIGHT DOOR WINCH
Winch must be used to raise and lower door with a rachet engaging the brake
drum to control speed when lowering.
The handle is stowed below winch or behind the 2nd pilots seat.
LOADING SUPPORT
Used to
support the
aircraft tail if
loading in
excess of
800 lb.
Light or MI on
panel 1P is
activated by
either of two
microswitches,
up position
and lock
engaged.

PASSENGER SIDE
DOOR (IF FITTED)
Opens forwards or
downwards depending
on type fitted.
Microswitch in frame at
upper latch is
connected to indication
circuit.

DITCHING
HATCH (if fitted)
Above co-pilot
with no
microswitches for
indication.
It must be
physically
checked pre-flight.
BAGGAGE DOOR (if fitted)
Opens aft and down and has an indication microswitch in the fuselage frame.

DOOR OPEN INDICATION

Any single microswitch not made for flight will illuminate a red:
DOOR OPEN caption on the central warning panel.

CHAPTER 6 Landing Gear
The aircraft is equipped with a non-retractable tricycle undercarriage.
MAIN GEAR
The Main undercarriage consists of a trailing lever supported by an oleo-
pneumatic shock absorber. Both components are mounted on spigots which
protrude from the ends of the spars of the stub wing.
MAIN STRUT
Max extension 8.2 inches.
Fluid MIL-II-5606 DTD 585. 2.45 imp pints, 1.39 ltrs.
Nitrogen 285 psi (fully extended)
NOSE GEAR
The nose leg is secured to frame 22. It consists of an oleo-pneumatic shock
absorber supporting a cantilevered beam. Steering is provided to 50 degrees left
and right by a hydraulic actuator.
NOSE STRUT
Max extension 9.5 inches.
Fluid MIL-H-5606 DTD 585. 4.95 imp pints, 2.80 ltrs.
Nitrogen 115 psi (fully extended)


STRUT SERVICING
Nose and main struts, with aircraft weight on
wheels.
1. Attach turner adapter and relieve nitrogen

pressure, until strut fully compressed.
2. Pump in fluid to extend strut by 2 inches.
3. Open bleed screw to expel oil, allowing strut

to compress again.
4. Repeat steps 2. and 3. until air free fluid is

obtained.
5. Jack aircraft until wheels clear of ground.
6. slowly inflate with nitrogen to required

pressure.
Main – 285psi Nose – 115psi.
Dowty SB 32-17M issued Nov 2014

Crack detection on the sliding tube.

TYRE PRESSURES
(All + 5 - 3 psi.)
STANDARD TYRE LOW PRESS TYRE

ALL UP WEIGHT OFF GND ON GND OFF GND ON GND
MAIN
12500 40 42 34 35
13500 / 13700 44 46 34 36
NOSE
12500 40 42 32 33
13500 / 13700 42 44 34 36
Soft ground concession for low pressure tyres (not with remoulded tyres)
12500 28 psi +7 -0
13500 / 13700 30 psi +7 -0



CHAPTER 7 Flight Controls
Primary controls - push pull rods.
Secondary controls - cables/chains.
AILERONS
TRAVEL - 30 up 15 down.
PRIMARY STOPS - In control column.

Not adjustable
SECONDARY STOPS - Outboard hinge.

Set to clearance
MASS BALANCE - Weight on arm.
AERODYNAMIC
BALANCE - Set back hinges.
- Combined
balance/trim tab.

ELEVATOR
TRAVEL - 35 up 12 down.
PRIMARY STOPS - Under captains seat.
SECONDARY STOPS - On operating arm.
MASS BALANCE - Weights in leading edge of outboard sections.
AERODYNAMIC BALANCE - Set back hinges. Combined balance/trim tab.
ANTI UP-FLOAT SPRING - Engages from 14 degrees to 35 degrees.

(Due to short fuselage, elevator can be shielded at low speeds and stall.
Spring prevents pilot snatching control column aft when aerodynamic loads
disappear)
RUDDER
TRAVEL - 30 left + right.
PRIMARY STOPS - Under each pedestal.
SECONDARY STOPS - At lower hinges. Set to clearance
MASS BALANCE - Weights in horns.
AERODYNAMIC BALANCE - Unshielded horns.
- Combined balance/trim tab.

TRIM CONTROLS
Handwheels and gearboxes are all located at the centre console.

Screwjacks are used to operate each balance/trim tab.
The port aileron tab is only a balance tab but all others are combined balance
trim tabs. Travel stops at the chain ends in the centre console.
Friction dampers are located at each aileron and elevator tab to provide spring
loaded damping to surface movement. The rudder tabs have double push/pull
rods. The cable tension varies with ambient temperature.
TRIM TAB GEARBOX TRIM TAB SCREWJACK

ELEVATOR TRIM SERVO JACK
The elevator trim servo jack will position a torsion bias spring in primary elevator
circuit to reduce the aerodynamic trim required. It is signalled from trim wheel via
safety detent and springpot.
This system is required as during descent, the trim tabs are in turbulent air from
the propellers and are less effective than normal, requiring large trim angles to be
set. If a GO AROUND is necessary, this would create problems. The spring bias
gives mechanical trimming, reducing the amount aerodynamic trim required.
PRE FLIGHT CHECK

1. Unlock controls.
2. Electric and hydraulic power on.
3. Move trim wheel and check that column moves in the same direction.
CAUTION: If hydraulic power not available, DO NOT move trim wheel, or

safety detent may break out.
Breakout will also occur if the Jack jams. Remove a panel on the side of the
centre console and reset by hand

FLIGHT CONTROL LOCKS
A lever in flight deck roof operates the control locking mechanism: -

Forward locked, Aft unlocked.
CONTROLS
LOCKED on CWP illuminates if the lever is not in its fully unlocked position.
An interconnection with the fuel levers prevents inadvertent locking of the

controls by ensuring the control lever can only be set to LOCKED after engine
shutdown when both LP fuel levers are set to off.
Balance Valve Lever must also be shut.

FLIGHT CONTROL RIGGING







FLAPS
There are two flap sections on each wing positioned via push pull rods by a
single hydraulic actuator in the center on top of the cabin.
The actuator is signalled by cable through a springpot from a lever on the central
console in the cockpit.
The lever moves through a gate with selectable positions of:
0° up
18° take-off
30° short take off or landing
50° landing

FLAP HYDRAULIC JACK
Operation is by a single
hydraulic actuator which has
its piston rod bolted to
aircraft structure, so the
body moves to drive the
flaps.
Signalling by cable from a

lever in flight deck is through
a spring pot to allow rapid
pre-selection of any flap
position.
The jack bleed nipple is the

highest point in the hydraulic
system and is used to bleed
the normal and emergency
systems.
EFFECT OF HYDRAULIC
FAILURE
With flaps going down –
Flaps stop at time of failure.
With flaps going up -

flaps continue to selected
position.
FLAP POSITION TRANSMITTER

A gauge located in front of the power levers is signalled by a potentiometer
driven by the port inboard bellcrank.

FLAP HYDRAULIC JACK
Jack Stroke
Length Length
Adjust Adjust


STATIC DISCHARGE WICKS
Static electricity collected by the aircraft in flight is dissipated by 13 Miniflex

dischargers located on the ailerons, elevators, rudders and fins.


CHAPTER 8 Hydraulics
Hydraulic Power is provided for Wheel Brakes, Elevator Trim Servo Jack, Flaps
and Nosewheel Steering
System Operating Pressure 2 500 psi

Maximum Applied Brake Pressure 1 050
Fluid Specification DTD585
Hydraulic Power Source Power Pack
Continuous Running Limit 2 minutes

POWER PACK
ELECTRIC MOTOR DRIVEN PUMP

The electrical control supply from the port busbar to the pump relay is via a
master switch, the ground start slave relays (which isolate the supply at start)
and a pressure switch. The pump motor is supplied by the port busbar.
With the master switch selected to ON, the pressure switch will cut motor
operation at 2 500 psi, and then switch the motor on again at 2 100 psi.
The motor cycling time is generally for a short period every 3 minutes with a
green light illuminated on the hydraulics section of panel 1P when the motor is
running.
Excessive cycling times are usually the result of incorrect nitrogen pressure in
accumulator or a leaking component or a pressure switch fault.
From zero the power pack will take approximately 20 seconds to reach 2 500 psi.
A cut-out override switch can be used if the pump fails to run. This allows the
control power supply to by-pass the pressure switch.
PRESSURE RELIEF VALVE

Opens at 3000 psi (+50 -100) if pressure switch fails to the contacts closed
position and the motor continues to run.
NORMAL ACCUMULATOR
Stores pressurised fluid to conserve system pressure as hydraulic systems are
operated. It is charged with nitrogen through an inflation valve at the top of the
piston. The piston travel is used to operate a microswitch and activate a low
pressure warning at 1600 psi. Inflation pressure is 1400 psi at 15 degrees C.
Low nitrogen pressure can cause rapid pump cycling.

Power Pack Fault Conditions
1. If pressure switch contacts remain closed

The power pack will continue to run and the pressure relief valve will prevent
output pressure from exceeding 3 000 psi.
Indication : Main and Emergency Gauges at 3 000 psi
Green “PUMP RUNNING” light on continuously
Action : Switch off master switch. Then select on periodically to maintain
normal system pressure.
NOTE! If the pump is allowed to run for 2 minutes then a cooling period of
1 hour must pass before it is switched on again.
2. If pressure switch contacts remain open

The power pack will not run so the system pressure will fall and the normal
accumulator contents will decrease.
At approximately 1600 psi (4.5 cu. ins.) a microswitch activated by the
accumulator piston rod will illuminate a warning on the CWP.
Indication : Red HYD on the CWP
Main pressure at approximately 1 600psi.
Action : Check C\B on panel lD is in. If in, operate cut-out override as
required to maintain 2 500 psi. If this fails, select emergency supply
when required.

EMERGENCY ACCUMULATOR
Stores sufficient pressurised fluid for 2 flap cycles and 6 to 10 brake applications.
Selection is by a red “T” handle below 1P which is turned CCW to unlock, then
pulled, then turned CW to lock.
Nitrogen pressure is set to 1 400 psi @ 15 degrees C. when the accumulator is

empty of fluid.
VENT VALVE
This valve will return the fluid from normal and emergency accumulators back to
the reservoir.
To operate select the emergency supply and press the vent valve.
SYSTEM FILTER
The metal element with no by-pass provides filtration in the power
pack output pressure line.
Accumulator
Inflation valve
Pressure Switch
Vent Valve
Filter
Emergency
Accumulator
Cable

HYDRAULIC PANELS
Lower left corner of 1P

Control for: Master ON / OFF switch
Cut-out override switch
Green “PUMP RUNNING” light.
7P Gauges for:
Applied brake pressure (port + stbd)
System pressure.
Emergency accumulator pressure (nitrogen)
The applied brake pressure gauges and the system pressure gauge are all
protected by pressure relays, which prevent the loss of system fluid if the gauge
fails.

SYSTEM SERVICING
Ensure the system is in the following condition :-
Flaps up and accumulators discharged.
CONTENTS CHECK
Check that fluid is between grooves on dipstick.
Reservoir capacity 1.2 imp gal. 1.4 us gal. 5.45ltr
System capacity 2.0 imp gal. 2.4 us gal. 9.10ltr
NITROGEN PRESSURE CHECK

Check emergency accumulator pressure on gauge on 7P.
Check normal accumulator pressure using Turner adaptor and gauge on piston
rod.
OAT -40 -1 +15 +38
PRESS 1130 1320 1400 1510

WHEELBRAKES
Hydraulic pressure is supplied from the hydraulic pack or from the emergency
accumulator via pressure reducing valves. The Brake Control Unit reduces this
pressure as required signalled by toe-pedals or the parking brake cable. Output
is via normal or emergency lines separated at the brake caliper by a shuttle
valve.

BRAKE PACK
A single disc unit with a 3 piston
caliper is located at each main
wheel.
Self adjusting, the units have wear

pins, the pads are fully worn when
wear pins are flush within recess.
New pad pin protrusion is 0.5”.
SYSTEM OPERATION
Normal and emergency supplies
are reduced in pressure to 1050
psi (+150 -0) by separate pressure
reducing valves and is made
available to the brake control unit.
Toe pedals signal the brake control

valve by independent hydraulic
lines, the parking brake signals the
BCU by cable.
DO NOT PRESS TOE PEDALS

WHEN THE PARKING
BRAKE IS SET
The brake control

valve contains 4
pressure reducing
valves (L+R norm
and L+R emerg)
which release
pressure in
proportion to toe
pedal pressure.
Output to brake
units is via separate
normal and
emergency lines,
with the normal
lines having gauges
on 7P.
High internal
leakage rate can
cause rapid pump
cycling.

NOSE WHEEL STEERING
A Steering tiller on the left of the flight deck provides command of nosewheel
steering through 50 degrees left or right. The signal to the actuator is by push pull
rods. The actuator piston rod is bolted to fuselage while actuator body moves to
turn nose wheel. The 50° travel stops are on the noseleg.
The steering lever moves during castoring and should not be restricted.
Do not apply excessive force to the tiller.
Ensure it is centralised before touchdown.

SHIMMY DAMPER
Pre mod 1562 - Friction band type

Tighten until a torque of 750 - 800 lb in is required to turn the nosewheel left to
right with the wheel off ground.
Insert bar into wheel axle and check that load required to turn wheel is 22lb at 36
inches from the wheel centre line.
Post mod 1562 - Friction clamp type

Torque 325 - 372 lb in Load 10 lb at 36”

CHAPTER 9 Electrics
The aircraft has a split electrical busbar system, the principle being that no single
fault will cause a total loss of electrical power.
Power Supplies
Starter / Generator 28V DC
Batteries 24V DC
Inverters 115V and 26V AC
On the overhead panel 6P the left side is Electrics. This panel presents the two
Main Busbars supplied by the Generators with ammeters, which read generator
output only, normal control switches and overvolt reset switches.
Volt meters display Main Busbar voltage. The batteries are represented by their
On/Off switches. The optional start auxiliary and ground service batteries have
test switches which connect them to the voltmeters.
In the centre of 6P, to the right of the electrical section, are the Start Power and
Electrical Master switches.
Above 6P are the distribution panels. Most DC circuits have fuses located behind
the 1D panel, some circuits have Circuit Breakers, to the right of 1D.
AC circuits are supplied through fuses behind the 2D panel.

DC DISTRIBUTION
The Primary Busbars are supplied from the Ground Power unit only, or from the
Batteries only, or from the Batteries and Generators. The primary Busbars are
normally independent but can be coupled.
The Secondary Busbars are supplied from the Primary Busbars and provide supply
to the Essential Busbars, the General Services and the AC Inverters.
The Essential Busbars can be supplied from either Secondary Busbar.
The Ground Services Busbar can be supplied from the External Supply or from the
Right Battery.

SERIES/PARALLEL STARTING
SERIES STARTING (Mod 875)
When the START POWER SWITCH is at 48v, the primary busbars are supplied
from the main batteries in series at 48v, with the Series Contactor closed, the
Right Battery contactor open and the Left Battery negative contactor open.
The secondary busbars are tied together and supplied from the right main and
auxiliary batteries in parallel at 24v, with the three Auxiliary contactors closed,
and normal Secondary contactors open.
When “Start” is selected, associated secondary busbar is supplied from auxiliary

battery only and opposite secondary busbar is de-energised. The Mid Auxiliary
contactor opens.

PRIMARY BUSBARS
The Primary Busbars can be supplied from: GPU, Aircraft batteries, or starter /
generator. The voltage is normally 28 V dc from the generator or GPU, but may
be 48v from main batteries for series starting. They supply the Starter motor and
the secondary busbars.
Primary busbars normally operate independently, but they may be coupled for
the following conditions.
1. External supply : Select electrical master switch

to” EXTERNAL”.
2. Engine starting : Select start mode switch to

“GROUND START ONLY”
3. Generator Failure : Select the failed generator switch to

“COUPLED” with the good generator switch
set to “ON”.

ESSENTIAL SERVICES BUSBAR
The Essential services busbars are normally supplied from their associated
secondary busbar, but it can be transferred to the opposite busbar by selecting
the essential services supply switch to “BUSBAR FAILED”.
A circuit breaker is in the transfer supply line to protect the opposite Secondary
Busbar in the event of the failure being on the Essential Busbar.

GROUND SERVICES BUSBAR

Automatically supplied from external plug when a GPU is connected to the
aircraft.
Supplied from right main battery or Ground Services Battery if fitted when
electrical master switch is selected to INTERNAL or EXTERNAL.
Ground services only can be supplied by selecting INTERNAL and batteries OFF
EXTERNAL SUPPLY
The GPU will automatically supply ground services when connected.
Set the electrical master switch to “EXTERNAL” to connect to the left Primary
Busbar and couple to the right Primary Busbar.
If the Port Battery contactor fails to a “contacts closed” condition, the external
power supply is inhibited.

STARTER GENERATOR (LEAR SIEGLER)
Limits - 200 Amps continuous above 20 degrees C.

- 250 Amps continuous below 20 degrees C.
- 300 Amps for 2 minutes,
ON / OFF / COUPLED switches are on panel 6P.
The starter generator is mounted on the engine accessory gearcase and is a 4

pole commutator machine, acting as a series motor for engine starting, and after
start as an engine driven shunt generator. An integral fan provides cooling.
The output as a generator is through a cut-out unit to the primary busbar with
voltage regulation by solid state regulators.

Voltage Regulator
Located in the battery bay, they regulate the voltage by controlling the generator
shunt field current.
The regulated voltage is set by adjustment of a potentiometer on the regulator, to

give the desired voltage for the ambient temperature.
To set voltage
Run engine at 92% RPM
Allow 15 minute warm up for electrical equipment
Switch on sufficent equipment to set a load of 30A
Adjust to within ± 0.1 V of target value
Ambient Temperature Busbar Voltage
(degrees Celcius) (calibrated voltmeter)
Below 0 28.5
0 to 15 28
15 to 25 27.5
25 to 35 27
Above 35 26.5
The voltage regulator also incorporates an overvoltage protection unit set at 31v
to trip the generator off line. The unit will latch to OFF.
Reset Button
On panel 6P, the reset button is pressed to reset the overvolt latching relay and
therefore enable the generator field supply.
Cut-Out Unit
The cut-out units are mounted in the wing contactor panels and contain the
generator line contactor for connection to the primary busbar.
After engine start the cut-out unit will bring on the generator supply when its
output voltage exceeds the busbar voltage by 0.35 to 0.65 V.
If the generator voltage falls below that of the busbar, creating a reverse current
condition, then the cut-out unit would disconnect the generator at between 9
Amps to 25 Amps.
During engine shutdown the cut-out will trip the generator off as its voltage falls.
Any time the generator is off line the cut-out unit will illuminate a red
GEN GEN
PORT or STBD on the CWP.

GENERATOR FAILURE INDICATIONS
SINGLE GENERATOR FAILURE
Red caption on CWP GEN or GEN

STBD PORT
Ammeter reading ZERO
Voltmeter reading REDUCING TO BATTERY VOLTAGE
ACTION :1. Press RESET on panel 6P

If reset fails proceed to step 2
2. Set failed generator switch to COUPLED Check coupling MI confirms coupling

If busbars fail to couple proceed to step 3.
3. Set the essential services switch at the failed side to BUSBAR FAILED
GENERATOR FAILURE FOLLOWING A BATTERY OVERHEAT
ACTION : 1. Switch battery ON
2 Select failed generator to COUPLED
3 Set battery to OFF
DOUBLE GENERATOR FAILURE
ACTION : 1. Switch off all non-vital loads
2. Check generator switches at ON
3. Attempt reset
If reset fails the batteries will maintain vital services for 30 minutes provided the
use of propeller anti-icing is restricted to 10 minutes.

BATTERIES
Both main batteries are located below the co-pilots floor, as is the auxiliary
battery used in series/parallel starting systems
MAIN 24v, 2Oah, ni-cad or lead acid.
Control is by battery switches on panel 6P which are armed by setting the

electrical master switch to INTERNAL.
The batteries are charged from the aircraft generators during normal operation.
An overheat thermostat in each battery operates at 60 degrees C to illuminate: -
BATTERY BATTERY
OVERHEAT or OVERHEAT on CWP
PORT STBD
and the battery will disconnect if the generator is on line.
Direct battery supplies are taken from the starboard battery to :-

Engine fire extinguishers
Cockpit utility light
Two flourescent lights in the cabin.

OPTIONAL GROUND SERVICES BATTERIES

24 V 3 AH Nickel-Cadmium or 24 V 4AH Lead-Acid
These are fitted to supply ground services and therefore conserve main battery
supplies during internal starting.
Charging is from the starboard secondary busbar, and is via the ground services
battery relay controlled by the starboard generator cut-out unit. If the starboard
generator fails, the charging supply will be lost until couple is selected which will
place control of the relay to the port generator cut-out unit.
START AUXILLARY BATTERY

24 V 3 AH NiCad or 24 V 4 AH Lead-acid
Supplies the secondary busbars in conjunction with the right main battery when
the primary busbars are at 48 V during engine start. Charging is from the Port
secondary busbar.

AC SYSTEM
STATIC INVERTERS
Two 100 VA static inverters supplied by the secondary dc busbars each have
outputs of :-
115v, 400Hz, single phase.
The units are transistorised, tuned oscillator type, incorporating regulation and
protection against output overload, thermal runaway, and transient input
voltages.
AUTO - TRANSFORMERS
Supplied from 115 V ac busbars the auto-transformers have an output of :-
26v, 400Hz, single phase
UNDERVOLTAGE UNITS
Monitoring the 115 V ac busbar the unit will operate at a falling voltage of 90 V
AC to illuminate a red
Nol No2
INV or INV on the CWP.
NORMAL/OFF/TRANSFER SWITCHES
Located on panel 2P these switches are set to “TRANSFER” if the associated
warning operates, the ac supplies are then taken from the opposite inverter, 26
and 115 volts.
ADDITIONAL AC CONTROLS / FUNCTIONS

The Captains gyro supply (from no. 1 inverter) will automatically transfer to no. 2
inverter if no1 inverter fails.
A Normal/Emergency switch transfers 26v AC for VOR/ILS from no1 to no2 auto-
transformer.



CHAPTER 10 Lighting and Emergency Equipment
INTERNAL LIGHTING
Internal lighting is provided as follows :-

Cabin lights with a switch on the entry door post.
Cockpit General light with a switch on the entry door post.
One movable red/white utility lamp.
Panel lighting.
Centre console lamp.
Optional cabin “No Smoking” and “Fasten Seat Belts” signs.

EXTERNAL LIGHTING
External lighting is provided as follows :-

Navigation lights on the wing tips and tail.
Rotating Beacons above and below the fuselage.
Combined Landing/Taxi lights at the top of the struts.
An Ice Observation light above the entry door.

AIRCRAFT EMERGENCY EQUIPMENT
HAND HELD EXTINGUISHERS

A Portable BCF extinguisher is behind the trim panel at the left side of flight deck.
An optional extinguisher can be located at the cabin exit. BCF is suitable for
solid, liquid and electrical fires.
EMERGENCY AXES
Located in the flight compartment behind co-pilot or on the right sidewall and an
optional axe at the left side of the cabin at the rear door, the axes would be used
in the event of an exit jamming on impact.
EMERGENCY LIGHTS
3 emergency lights are located on the aircraft, two in the cockpit ceiling panels,
and one at the starboard side of the cabin.
They are self contained units each having two internal 1.5 V dry cell batteries,
and its own 3g inertia switch for activation.
They can be removed and used as a flashlight.
FIRST AID KIT

On ditching hatch or aft end of centre console.
An optional kit may be found at starboard side of the cabin.

ENGINE FIRE DETECTION
Engine fire detection is provided by a “Graviner” impedance type firewire around

each engine, which will activate the engine fire warning if the fire zone
temperature exceeds 400 degrees C. The warning will cancel when the
temperature falls to a safe level. The system utilises power supplies from the
associated 115v ac busbar for sensor operation, and from the 28 V primary
busbar for indication.
On a 48 V starting system the power supplies to the opposite engine instruments

and fire warning are transferred to the starting engine secondary busbar to be
supplied by the auxiliary battery.

FIRE WARNING FIRE FIRE

PORT or STBD on CWP.
Red lights on associated extinguisher buttons

Red light beside associated feather handle
SYSTEM TEST
Operation of the CWP test button will activate all fire warnings, which confirms
the continuity of the firewire, the integrity of the control unit, and the serviceability
of the warning lamps. Note : AC Inverters must be on.
ENGINE FIRE EXTINGUISHERS
Pre-mod 1520 one BCF extinguisher is fitted per engine.

Post-mod 1520 two extinguishers are fitted for each engine. (one aircraft only)
Located in the wing root.
The extinguishers are fired electrically using direct battery supplies, and the
cockpit indication of firing is by a red fuse at the shot button on panel 6P. An
indicator pin is also displaced at the bottle to confirm that the bottle has been
fired.
Thermal relief ports are provided on the underside of each wing root. If the bottle
overpressurises due to high temperatures, the extinguishant is dumped
overboard, blowing out a green disc to leave the red interior of the bowl visible.
FIRE DRILL
1. Pull and lock feather handle.
2. Low pressure fuel lever - OFF.
3. Press extinguisher button.

STALL WARNING
The stall warning

system will provide
aural and visual
warning of the aircraft
approaching the stall
condition.
A guarded inhibit
switch, on panel 1P,
connects the
electrical supply to
the stall detector unit
in the port outboard
wing leading edge.
Warning red light beside switch on 1P

red light and horn STBD side of 1P
On post mod 1209 the inhibit switch is deleted and a circuit breaker is added on
panel 1D.

CHAPTER 11 Ice and Rain Protection
The following weather protection systems are provided :-
Pitot Heaters, electrical.
Airframe De-Icing, on the

leading edges of the
wings and tail.
Propeller De-Icing,
electrical heaters on the
blade roots.
Engine Intake Anti-Icing,

hot bleed air.
Windshield fluid De-

Icing.
Windshield wipers.
Ice Spotlight.
Most of these services are controlled from the Anti-Icing Panel 4P.

PITOT HEAD / STALL VANE HEATER
PITOT HEAT
Heat supply - essential services.

Green lights on panel 4P confirm that power is available to the heating element
but are not a positive indication that it is heating.
Do not operate for more than 5 minutes if the aircraft is stationary.
STALL HEAT
Heat supply - essential services

The stall detector is a vane type unit located on the port wing leading edge and is
electrically anti-iced when the port pitot/stall heat is selected ON.
The green light is an indication that power is available and not positive
confirmation of actual heating.

ENGINE INTAKE HEAT
P3 bleed air is admitted via

a solenoid valve to prevent
icing in the inlet cowling, the
engine inlet duct, the
compressor inlet anti-icing
shield, and the fuel control
sensor probe.
A magnetic indicator on 4P
shows valve position and is
activated by a microswitch
in the valve.
VALVE SHUT - SHUT

VALVE OPEN - OPEN
NO DC POWER- BLACK
The system must be switched on at OAT below +5 degrees C in icing conditions.
DO NOT switch on for more than 10 seconds if OAT is above +21 degrees C.

PROPELLER DE - ICING
Power supply - essential

services (starboard)
HEATER MATS
Double element electrical
heater mats on each blade
root de-ice by applying
heat, this is assisted by the
airflow and centrifugal
force of the propeller, to
remove the ice.
CYCLIC TIMER
Supplies electrical power
to the heating elements for
34 seconds each in the
following sequence:-
Starboard outer, Starboard inner, Port outer, Port inner.
SWITCH, AMMETER, MAGNETIC INDICATOR (panel 4P)

The switch is a combined 25 Amp circuit breaker and switch, which connects the
power supply to the timer via an ammeter shunt.
3 blade propeller normal reading 14 to 18 A
4 blade propeller normal reading 17 to 22 A
The magnetic indicator will display the sequencing of the cyclic timer as follows:-
Black - outer element, White - inner element, Crosshatch - power off.
NOTE!
1 cycle only
to test
when engine
shutdown.

WINDSCREEN WIPERS
Power supply - starboard

essential services.
Fitted to the 1st pilots position

with an option of a wiper at the
2nd pilots position. The system
comprises an electrical motor, a
converter, a drive arm
assembly, and the blade
assembly.
Switch on 4P (or lP), do not use

above 130 kts, and Do not use
on dry screen.
WINDSCREEN DE-ICING
A methylated spirits fluid

de-icing system is
operated by a hand pump
located underneath the
port side of the 1st pilots
instrument panel.
The tank capacity is 1 gallon, and is located below the pilots floor on the
starboard side. Spray bars at the windshield atomise the fluid.

AIRFRAME DE-ICING
Airframe de-icing is by
applying de-icing fluid to the
leading edge of the wings,
outboard of the engines, the
tailplane, and the fins. This
loosens the ice which is then
removed by the airflow.
Aircraft with mod 1491 also
de-ices the leading edge of
the rudder horns.
ICE OBSERVATION LIGHT

The ice observation light is
used to illuminate the left
wing leading edge.
FLUID TANK
At the port sidewall between
frames 290 and 314, the tank
capacity differs between pre
and post mod 1491.
Pre mod 1491, 2.4 imp gal,

2.88 us gal, 10.69 ltrs,
which is sufficient for 40
minutes continuous use.
Post mod 1491, 4.8 imp gal, 5.76 us gal, 21.38 ltrs,
which is sufficient for 80 minutes continuous use.
The tank is equipped with a filler, vent and sight gauge.
PUMP(S)
Power supply - starboard essential services. The electrical pumps, are fitted
below the fluid tank.
Pre mod 1491 - 1 pump.
Post mod 1491 - 2 pumps.
Control switch and light are on 4P

(light indicates supply is on, does not confirm pump is running)
pre-mod 1491has two position switch ON / OFF,
post -mod 1491 has three positions, No. 1 / OFF / No. 1+2 and 2 lights.
DO NOT OPERATE PUMPS WITH NO FLUID SUPPLY

AEROFOIL DE-ICING (Cont)
FILTER(S)
Filter housings are
located above the
fluid tank and contain
pleated elements of a
paper pre-filter with a
plastic membrane.
PROPORTIONING
UNIT
One in each wingtip
and in the base of
each fin distribute
fluid to the individual
distributers at the
leading edge.
DISTRIBUTERS
Porous metal
distributers are fitted
to the leading edges -
7 on each wing
1 on each tailplane
3 on each fin
1 on each rudder
horn (mod 1491)
Prime system for 2 minutes before entering known icing.


Chapter 12 Heating and Ventilation
System uses P3 bleed air from each engine (approx 3% of total air flow) mixed
with cold air to provide heating and ventilation of the cockpit and cabin.
The controls are on panel 9P.
STOP VALVE
Mounted on the rear engine bulkhead, the electro-pneumatic stop valves are
energised open by a solenoid controlled servo mechanism.
Control is by ON / OFF switches on 9P.
PRESSURE SWITCHES
A 34 to 38 psi switch is located in each engine bleed line and a 4 to 5 psi switch
is located in the common duct upstream of the hot-air valve. They are armed by
selecting the bleeds open so if the pressure falls below the switch setting it will
illuminate a red
CABIN on the CWP.
HEAT
ACTION - Switch off each engine bleed in turn, leave off bleed which cancels
warning. If warning continues, switch off both.

HOT AIR SHUT OFF VALVE

Operated by the HOT AIR KNOB on panel 9P via a teleflex cable to control the
amount of hot air flow into the jet pump plenum.
JET PUMP PLENUM

Hot air entering the jet pump draws in cold air:-
In flight from a ram air inlet controlled by the cold air shut off valve.
On ground from the ground air inlet via a flap valve.
Mixed air is then supplied to the flight deck and the cabin.
COLD AIR SHUT OFF VALVE

Controls coldair flow into the jet pump plenum in flight by operation of the COLD
AIR KNOB on 9P via a teleflex cable,
TEMPERATURE GAUGE ON 9P
Signalled by a resistance bulb type temperature sensor at the outlet of the
plenum.
Red line at 150 degrees C.
ACTION - close hot valve or open cold valve.

DEMIST
Switch on 9P to operate a blower in the flight deck ducting to supply both
windscreens.
PASSENGER COLD AIR

Ram air inlets on each side of fuselage will supplies punkah louvres for each
passenger.
Blowers can be selected by a PASSENGER COLD AIR switch on panel 9P

to provide an air supply on the ground. *DO NOT USE IN FLIGHT*
PILOTS PUNKAH LOUVRES

Supplied direct from inlets below each windscreen.


Chapter 13 Fuel System
Either of two standards of fuel system may be fitted, referred to as the 300 or 400
gallon systems.
Fuel is stored in metal roof tanks for both systems, with additional rubber lined
side-wall tanks on the 400 gallon system. Gravity and booster pump feed is used
to supply low pressure fuel to the engine fuel system.
FUEL SPECIFICATION
Aviation Kerosene Jet A-l Jet A JP5 JP1
Aviation Wide-cut Jet B JP4
80/87 avgas may be used but not in excess of 830 imp gals per 100 hrs.
Avgas must not be used with side wall tank system. 100/130 avgas must not be
used with either system as it has a detrimental effect on the fuel control unit.
300 GALLON SYSTEM.
ROOF TANKS Cells 1 + 3 left 145imp gals 1160 lb.

Cells 2 + 4 right 145imp gals 1160 lb.
Total 290imp gals 2320 lb.
An additional 5 gallons unusable is in the system.

FILLER CAPS
Located on cells 1 and 2 and have drains to the underside of the wing.
DIPSTICKS
Calibrated in us and imp gals they are located at cells 1 and 2.
CONTENTS GAUGES
Floats in cells 1 + 2 provide a contents readout in pounds on panel 1P
TANK VENTING
Venting is by Vent Valves at the top of cells 1 and 2. Normally open to allow
unrestricted airflow they are closed by float valve action to prevent fuel loss
during surging.
The Float valve will open against a spring to act as a pressure relief valve at 1.8
psi with the outlet at the trailing edge of each wing.
Two 1/4 inch holes between cells 1 and 2 provide emergency cross venting.

COLLECTOR TANK
Located on the fuselage sidewalls
they each hold approximately 1.25
imp gallons, and are supplied by
gravity via a non return valve and an
isolation valve.
Venting is back to cells 1 or 2 via a
negative G valve.
A Drain valve is located below each
collector tank and has a separate
access flap.
BOOSTER PUMPS
Single stage, centrifugal, submerged
type pumps are supplied by the
associated 28 V dc busbar and are
located inside their associated
collector tank.
Normally on at all times during engine
operation.
LOW PRESSURE (LP) FUEL

VALVES
Cable operated from levers in flight
deck roof, the valves have three
positions.
AFT - Off.
CENTRE - Supplies that engine

from opposite tank.
FORWARD - Supplies that engine

from its own tank.
The Fuel levers are locked in “OFF” position when the flying controls are locked.
BALANCE VALVES
Selected to OPEN in the event of engine malfunctioning due to poor fuel supply
from one side. It allows the fuel to be supplied from both tanks by the remaining
operational pump by connecting cells 1 and 2 at the forward end.
Do not use below 160 lb in each tank.

LOW PRESSURE SWITCHES

LP switches in the low pressure fuel line to each engine operate at 3 psi. to
illuminate an amber FUEL FUEL
PRESS or PRESS on CWP.
PORT STBD
ACTION 1. Check contents. 2. Check pump circuit breakers.

3. Select failed side LP fuel lever to centre position (crossfeed)
4. Select balance valve open.
5. When contents fall below 160 lb, select LP fuel lever forward and balance
valve shut.
PRESSURE REFUELLING
The pressure refuel coupling is on the refuelling panel at the forward right side of
the fuselage.
LIMITS - Max pressure 50 psi.
- Max flow 37 gals per minute.
30 gals per minute (post mod 1430)
SOLENOID VALVE
Controlled by switch on refuel panel and by a float switch in cell 2.
VENT VALVE
Operates at 2 psi. and is piped to an outlet below coupling. Tested by cable and
tag in piping.

400 GALLON SYSTEM
ROOF TANKS Cells 1 + 3 left 145 imp gals 1160 lb.

Cells 2 + 4 right 145 imp gals 1160 lb.
SIDEWALL TANKS Cells 5 + 7 left 49.5 imp gals 396 lb.

Cells 6 + 8 right 49.5 imp gals 396 lb.
99.0 imp gals 792 lb.
Total 389 imp gals 3112 lb.
**** AVGAS MUST NOT BE USED ****

FILLER CAPS
Located on cells 1 and 2 and have drains to the underside of the wing.
DIPSTICKS
Calibrated in us and imp gals they are located at cells 1 and 2.

CONTENTS GAUGES
A capacitance probe system utilising probes in cells 1, 2, 5, and 6
provides a contents readout in pounds on panel 1P
TANK VENTING
Venting is by Vent Valves at the top of cells
1 and 2. Normally open to allow
unrestricted airflow they are closed by float
valve action to prevent fuel loss during
surging.
The Float valve will open against spring to

act as a pressure relief valve at 1.8 psi with
the outlet at the trailing edge of each wing.
Two 1/4 inch holes between cells 1 and 2
provide emergency cross venting.

BOOSTER PUMPS
Single stage, in-line type pumps
are supplied by the associated 28
V dc busbar and are located
below cells 5 and 6.
Normally on at all times during
engine operation.
DRAIN VALVES
Locate below cells 5 and 6.
LOW PRESSURE (LP) FUEL VALVES

Cable operated from levers in flight
deck roof, the valves have three
positions.
AFT - Off.
CENTRE - Supplies that engine
from opposite tank.
FORWARD - Supplies that engine
from its own tank.
The Fuel levers are locked in

“OFF” position when the flying
controls are locked.
BALANCE VALVES
Selected to OPEN in the event of engine malfunctioning due to poor fuel supply
from one side. It allows the fuel to be supplied from both tanks by the remaining
operational pump by connecting cells 1 and 2 at the forward end.
Do not use below 560 lb in each tank.
LOW PRESSURE SWITCHES

LP switches in the low pressure fuel line to each engine operate at 3 psi. to
illuminate an amber FUEL FUEL
PRESS or PRESS on CWP.
PORT STBD
ACTION 1. Check contents.
2. Check pump circuit breakers.
above 5000 ft 3. Select failed side LP fuel lever to centre position (crossfeed)
4. Select balance valve open.
5. Failed booster pump OFF.
6. When contents fall below 560 lb, select LP
fuel lever forward and balance valve shut.
below 5000 ft LP levers should be set fully forward.


Chapter 14 Flight instruments
PITOT STATIC SYSTEM
Two fully independant

systems provide barometric
pressure information to the
pilots flight instruments, and
the second pilots system also
provides a static input to the
autopilot system if fitted.
P1 supplies 1st pilots A.S.I.

S1 supplies -1st pilots A.S.I.
rate of climb
altimeter
P2 supplies –2nd pilots A.S.I.

S2 supplies -2nd pilots A.S.I.
rate of climb
altimeter
autopilot
7 drain traps are provided to

remove water from the system, located at frames 22, 54, 74.
Alternate static vents are available on selection by levers at the lower outer
corners of 1P. Observe altimeter corrections
Caution: Disengage autopilot height lock
before selecting 2nd pilots alternate static.
OUTSIDE AIR TEMPERATURE

An OAT sensor is mounted under the left
wing to provide a temperature readout on
panel 1P.
TURN and SLIP INDICATOR

Power supply - associated 28 V dc.
Indicates the aircraft rate of turn about the
vertical axis and deviation from correct bank
angle. Smiths units have a power off warning
flag.
MAGNETIC COMPASS
A stand-by magnetic compass is mounted
above the port side of panel 1P to provide
magnetic compass information if the normal
system fails.

GYRO HORIZONS
Power Supplies -
115 V ac from associated inverter. (Sperry unit requires 3 phase supply which is
supplied by a phase adaptor in the input supply.)
The gyroscopic flight instrument will provide continuous indication of aircraft pitch
and roll.
On aircraft fitted with an autopilot the 2nd pilots horizon will provide the horizontal
reference.
Mechanical fast erect facilities and power off warning flags are provided on each
unit.
COMPASS SYSTEM
Power supplies - 28 V dc port essential services 115 V and 26 V ac
starboard
The magnetically slaved gyro compass system will provide magnetic heading
information to the gyro indicator display on panel lP. Three types of system may
be fitted which all require a 3 minute warm up period : -
AIM 800E
Comprising a starboard wing tip flux detector, a gyro indicator, slaving indicator,
and FREE / SLAVE switch on panel 1P.
In addition to the heading information, the gyro indicator also has dual pointers to
display ADF or VOR bearing information.
Selecting FREE will remove the slaving inputs from the system therefore the unit
is simply a free gyro which will have large errors after prolonged use.
Initial setting of the system is by rotating the compass card until the slaving
indicator is zeroed.
GENERAL ELECTRIC SC1

Comprises a remote flux detector, compass amplifier, synchronising indicator,
and a gyro indicator. The gyro indicator has a repeat output to the NAV 1 RMI.
To initially set up the system rotate the caging knob in the opposite direction to
the slave indication until the indication is centred.
NOTE! The indicator will centre on either of two headings which are 180
degrees apart, but only one is correct and that can be determined
by rotating the caging knob and confirming the indicator will move
in the same direction.
COLLINS P101
Comprises a course indicator, flux detector, slaving unit, and an electrically
driven gyro. The system will also drive the compass cards on the pilots RMI’s
and NAV repeater for the 2nd pilot.
Set up is by selecting FAST SLAVE (330 degrees per minute), while the aircraft
is in a magnetically clean area, until the compass card stops turning, then
release the switch back to normal slaving (3 degrees per minute)

CHAPTER 15 Powerplant Introduction
The Short Skyvan aircraft is powered by two single shaft, turboprop engines
driving a fully reversing three or four blade metal propeller.
ENGINE TYPE
GARRETT TPE - 331 - 2 - 201A (now Honeywell)
TPE = turboprop engine
331 = engine manufacturer series indicator
-2 = power class (FAA certification)
201 = engine configuration
A = application (aircraft manufacturer)
PROPELLER TYPE
Hartzell HC-B3TN-5C or -5E (3 BLADE)
Hartzell HC-BT4N-5C (4 BLADE)
Metal propeller utilising single action hydraulic control, rotating clockwise viewed
from the rear.
ROTATIONAL SPEEDS
Propeller 2000 rpm at 100% rpm.
Turbine 41 730 rpm at 100% rpm.
DIMENSIONS and WEIGHTS

Nominal engine length 46 inches
Nominal engine width 21 inches
Nominal engine height 26 inches
Engine weight (dry) 335lb.
RATINGS
Shaft horsepower (shp)

This is the power above that required to drive the compressor and is therefore
the power available to the propeller.
shp = 715
Equivalent shp
This is the rated shp with the addition of the shaft horsepower representation of
the jet thrust provided by the exhaust.
The value is only of significance at maximum power with the aircraft static, as the
relative value of jet thrust will depreciate as forward speed increases.
At static conditions 2.5 lb = 1 shp so the eshp = shp + (jet thrust/2.5)
eshp = 755 (derated from 775 SHP)

INTRODUCTION
The Skyvan powerplants each comprise :-
Variable pitch propeller, single shaft turboprop engine, engine accessory
systems, exhaust system.
Construction of the engine can be broken down into a number of sections.
1. Nose Cone This supports the propeller shaft and gearbox.

2. Gearbox Provides the drive to the propeller and to engine accessories.
3. Compressor Two stage centrifugal compressor
4. Combustion assy Single annular unit encloses the turbine assembly and
has five primary and ten secondary fuel nozzles, and two igniter plugs.
5. Turbine assy Three stage turbine with rotors directly connected to the
compressor by curvic couplings.
6. Exhaust The annular duct from the turbine section directs the hot gasses
to the aircrafts exhaust system.
ENGINE AIRFLOW STATIONS

This permits identification of various stages of the engine representing the gas
flow in that section and is related to the temperature or the pressure.
For the TPE-331 the following identifications apply:-
1 - Ambient
2 - Compressor inlet
3 - Compressor discharge
4 - Turbine inlet
5 - Turbine discharge
The numbers are prefixed with either a “T” for temperature, or with a “P” for
pressure.
To identify intermediate points of a particular stage a decimal point is used.

COMPRESSOR
Air enters the engine through the
intake and is directed to the
compressor section.
Each stage of the centrifugal
compressor involves an impeller and
diffuser.
The impeller accelerates the air

outwards from the hub, increasing the
air velocity and creating dynamic
pressure, and directing the air into the
diffuser, where the divergent profile
slows the air and increases the static
pressure.
From the second diffuser stage the air

flow is directed into the combustion
chamber.
COMBUSTION CHAMBER
The single annular
combustion chamber
contains 15 simplex fuel
nozzles which supply fuel in
atomized form into the
airflow to sustain the flame
and maintain the continuous
combustion of the gas
turbine engine. The flame is
ignited by two igniter plugs
during the start sequence,
the ignition switched off at
50% rpm by the start
controlling circuit.
Approximately 30% of the air is used to support combustion, the remaining air
being used to control the flame, and provide cooling.
TURBINES
The high energy gases from the combustion chamber are directed to the turbine
section which is in three stages, each stage having a static section of inlet guide
vanes, and a rotational turbine wheel.
The cross-sectional area of each stage is increased over that preceding to allow
for the energy drop occurring as the thermal energy is converted into mechanical
work of driving the engine main shaft.

MAIN GEARBOX
A two stage gearbox is used to
convert the low torque, high
speed drive from the main shaft
to a high torque, low speed drive
to the propeller.
The first stage is a high speed
pinion driving a bull gear,
followed by a planetary section
where the ring gear drive the
prop shaft. The output drives the
propeller at a speed of 2000 rpm
at 100% RPM
The propeller uses single acting

hydraulic control to vary the
blade angle through the range
from feather to reverse.
ACCESSORY GEARBOX
The rear upper section of the
gearbox drives the following
accessories.
Fuel pump
Fuel Control Unit
Propeller Governor
Oil Pumps
Starter Generator

ENGINE NACELLE
The engine is secured by three mounts, within a supporting frame to the engine
bulkhead. The engine bulkhead is an extension of the main wing sparbox. The
engine is covered by fairings with two hinged side panels for maintenance
access.
The engine exhaust is directed into a larger diameter exhaust pipe which acts as
an eductor pump. This draws cooling air through the heat shield around the
engine hot section. This cooling air enters through the oil cooler on top of the
heat shield.


CHAPTER 16 Engine Oil System
The engine dry-sump system is a re-circulatory system providing lubrication and

cooling oil to the bearings and to the gears. It also provides oil to the propeller
control system and provides the heat source for two anti-icing systems, intake
heat (upper lip) and the fuel heater.
Two sub-systems combine to make up the complete lubrication system, and

these are the pressure system, which delivers the oil to the required locations on
the engine, and the scavenge system, which returns the oil to the tank.
Tank capacity 6.25 U.S. QT (6.6 L)

Usable oil 1.0 U.S. QT (0.94 L)
Maximum permitted consumption 1 U.S. QT / 10 hours.
TYPE I OILS MAY NOT BE USED IF OAT EXCEEDS ISA +5 DEG. C.

TYPE II OILS MAY BE USED AT ALL TEMPERATURES.
*** NEVER MIX OILS OF DIFFERENT TYPES OR BRANDS ***
OIL CHECK
Check the oil level with the propeller on the start locks, and the propeller dome oil
scavenged back to the tank by rotating the propeller through 30 revolutions.
Dipstick has FULL and ADD marks. (ADD to FULL = 1 QT)

OIL PRESSURE SYSTEM
PUMP
A single gerotor pump, driven by the engine, will draw oil from the tank at a
displacement of approximately 12 gal/min. The pump is mounted at the upper
right, aft end of the gearcase.
PRESSURE REGULATOR
Oil pressure is set within the range 90 to 120 psi, by a pressure regulator valve
which returns excess oil to the pump intake. This valve is located at the right side
of the gearcase, and once set it should not require any further adjustment.
OIL FILTER
The oil flows through a filter housed at the right rear of the gearcase. A by-pass
valve will operate if the filter clogs causing a differential pressure (Dp) of 50 to 60
psi., this will also activate a red clogging pin which will protrude at the right side
of the gearcase.
SCAVENGE SYSTEM
SCAVENGE PUMPS
The scavenge system has three pumps, two supplied by the same input drive on
the accessory gearbox, and one driven by the main shaft.
The pump driven by the main shaft is located at the rear of the engine and is
used to pump the oil from the rear turbine bearing through the main shaft and
into the gearbox. It has a displacement of approximately 3.5 gal/mm.
The other two pumps are used to return the oil from the gearbox to the oil tank
via the fuel heater, and the oil cooler. Each of these pumps has a displacement
of approx. 9 gal/mm.
In both the main scavenge pumps and the rear turbine bearing scavenge pump,
the oil displacement is greater than the oil delivery, resulting in the scavenge
output drawing air into the gearbox through the seals and mating surfaces
producing a negative pressure in the gearbox. This assists in preventing oil loss
from the gearbox. The negative pressure is typically 2 to 10 inches Hg.

CHIP DETECTOR
A magnetic chip detector permits continuity checking to highlight contamination.
It is located at the bottom left side of the gearbox and is connected to a terminal
block beside the oil filler cap.
FUEL HEATER
The fuel heater is used to transfer the heat of the oil to the fuel and therefore
maintain the fuel temperature above water freezing level.
OIL COOLER
Ram air is used by the oil cooler to
cool the oil prior to it returning to the
tank. A below 65 deg.C. by-pass will
permit oil to by-pass the oil cooler and
return directly to the tank if the oil
temperature is below that setting.
An oil cooler shutter is operated by

the feather handle to reduce airflow
around the engine during an engine
fire.
AIR / OIL SEPARATION

A teflon ribbon air / oil separator is
located within the oil tank.
OIL VENT VALVE

During engine start it is necessary to reduce the loading on the starter motor as
much as possible thus the propeller is maintained on the start locks holding the
blades at a fine pitch. To assist in further reducing the loads, a vent valve is
opened on start selection to admit air to the oil pumps thereby reducing their
loading. The vent valve will close at 50% rpm.
DRAINS and OIL TANK VENT

A drains mast on the bottom of
the engine collects the drain
outlets from
Fuel Control Unit

Fuel Pump
Start Pressure regulator
Combustion Chamber
Flow Divider
Oil Tank Breather


CHAPTER 17 Engine Indication
INTRODUCTION
Engine Indication is provided on gauges on 1P for Torque, RPM, EGT, Fuel Flow
and Oil pressure/Temperature. Warning lights are provided on the CWP for Low
Oil Pressure, Low Fuel Pressure, Negative Torque System test and blade angle
Beta Lights.

TORQUE
Torque is the turning moment on the propeller shaft. It is transmitted to the

propeller from the main shaft by a torsion shaft which is connected to the aft end
of the main shaft, and provides the drive to the high speed pinion at its forward
end.
As the propeller load increases, ie. the torque changes, the torsion shaft twists
relative to the main shaft. The degree of twist is directly proportional to the
applied torque and is measured by the torque sensor assembly to produce an oil
pressure signal which is transmitted electrically to the torque gauge.
Power supply - 26 V ac, Cockpit readout in PSI

TORQUE SHIFT
The torsion shaft will adopt a set twist relative to the main shaft, which will
generally result in the indicated torque not representing the true torque. The
amount of torque shift is continuously checked through engine trend monitoring
and is recorded in the engine log, and at the torque indicator on panel 1P.
For example; If TS = +4 and the true torque target value was 56 psi, then
power would be advanced to obtain 60 psi.
LIMITS
Maximum take off power (MTOP) 64 psi 5 mins.
Maximum continuous power (MCP) 64 psi
Maximum recommended cont power (MRCP) 62.5 psi
Maximum on ground 62 psi
Gearbox limit 68.5 psi
ENGINE RPM
A Tachometer generator on the engine gear box directly signals the gauge.
The unit is a 3 phase, 2 pole, ac generator of which the output frequency is
dependant on its rotational speed.
100% = 41,730 rpm (turbine) = 2,000 rpm. (prop)
LIMITS (± 1%)
Max 100% continuous
101% 5 min.
105% 5 sec.
Min 99.5% for take off
85% in flight
65% on ground
(Overspeed governor is set at 103% - 104%.)

EXHAUST GAS TEMPERATURE

Engine temperatures must be limited to ensure that turbine inlet temperatures
are not exceeded, which would result in internal failures or rapid deterioration of
turbine blades.
The TPE - 331 measures engine temperature in the exhaust ducting and is
referred to as EGT. This has the advantage of measuring at a point of low
stratification, and allows the use of lightweight probes.
When measuring EGT we are reading the temperature drop across the turbine
stages to ensure the turbine inlet temperature is not exceeded. As this is a
function of the air mass flow this temperature drop can be affected by, engine
rpm, aircraft velocity, pressure altitude and ambient temperature.
The EGT computer is used to determine EGT limits relative to ambient
conditions.
The system utilises eight thermocouples positioned around the engine exhaust.
These are units of dissimilar metals (chromel and alumel) which react to
temperature change by producing a voltage signal to the cockpit instrumentation
on panel 1P.
The thermocouples are connected in parallel to produce an average signal, with
alternate probes deeper into the gas stream.
A compensator in the circuit will correct readout so that all engines have the
same power/temp relationship.
The compensator is disabled during start.
Power supplies 115v AC for gauge.
28v DC for compensator.
Red power off flag is on gauge.
Cockpit Readout degrees Celsius.

EGT COMPUTER (1P)
Gives EGT limits for take off and cruise power when the OAT is input manually
by the pilot.
1. TO limit applies for airspeeds up to 100 kts. Above 100 kts, EGT limit is 10
degrees below that shown.
2. Cruise limit applies at all airspeeds
3. Oat gauge reads 4 degrees high on ground.
4. Limits shown apply for engine speeds 96% - 100%, for cruise at 85% - 96%,
refer to table on flight deck roof.
LIMITS
Starting 815 1 sec (>827 remove engine)
MTOP + MCP, red box + 5
MTOP + MCP, red box + 15 30 sec
MTOP + MCP, red box + 20 5 sec
MTOP above 100 kts, red box – 10 5 min
MRCP cruise box
Maximum residual temp for air start 200
FUEL FLOW
Power supply 28 V dc.
A vane type transmitter is

located at the FCU output
which signals the cockpit
instruments via a signal
conditioning unit.
The readout is in lb/hr and information is also fed to a totaliser on panel 1P if
fitted.

OIL TEMP/PRESSURE
Power supplies -
associated 28V DC
PRESSURE
The oil pressure sensor is
located aft of the engine
firewall.
LIMITS
Normal range (rpm 100%) 70 - 120 psi.
Minimum on ground ( 65% ) 40 psi. (was 50psi, reduced to 40 by SB.)
LOW OIL PRESSURE WARNING

A pressure switch, located aft of the engine fire wall, will activate the low oil
pressure warning at 70 psi.
a red OIL OIL on the CWP.
PRESS PRESS
PORT STBD
and a red light beside the associated feather handle.
TEMPERATURE
The oil temperature resistence bulb type sensor is on the rear of the engine gear
box.
LIMITS Type 2 oil Type 1 oil.

MTOP 127 93 5 min
MCP 127 93
MRCP 110 79
Minimum 65 65
Type 1 oil is not recommended for use above ISA + 5.
Oil change intervals Type 1 400 hrs.

Type 2 800 hrs.

CHAPTER 18 Engine Control
PRINCIPLES OF TURBOPROP CONTROL
To control any turboprop engine it is necessary to control two variables.
1. POWER AVAILABLE
This is directly proportional to FUEL FLOW
2. LOAD APPLIED
This is directly proportional to propeller blade angle and RPM. Generally RPM is
held constant and load is controlled by varying the blade angle. The RPM set is
dependant on the requirements for taxying, take-off, climb, cruise, descent, or
landing.
LOAD MUST MATCH the POWER AVAILABLE
Any time one of the two variables is changed, the other must be altered by the
same amount.
One variable is set directly, the other is controlled automatically.

ENGINE CONTROL RANGES
The Garrett engine has two ranges of control which are defined by the power
lever position.
FLIGHT RANGE FLIGHT IDLE to MAX POWER
The power lever directly sets the power available by setting fuel flow.
The load is controlled automatically by varying the blade angle, to match the
power available.
GROUND RANGE Below FLIGHT IDLE to REVERSE
The power lever sets the load by directly setting the blade angle.
Power available is therefore controlled automatically to match the load.
ENGINE CONTROLLING DEVICES
The TPE - 331 has four engine control devices of which only two will be in control
at any time.
FLIGHT RANGE
MANUAL FUEL VALVE (MFV)

This is part of the engine fuel control unit (FCU) and meters fuel flow to the
engine directly controlled from the power lever.
PROPELLER GOVERNOR (Prop Gov)

A centrifugal flyweight governor located on the accessory gearcase will
automatically maintain propeller rpm (prpm) by varying blade angle. It achieves
this by regulating oil pressure to the propeller dome.
Set by the RPM lever 85% at LOW to 100% at HIGH
FLIGHT RANGE CONTROL SUMMARY

The power lever directly sets power available with the manual fuel valve. The
propeller governor automatically controls the load to match by varying blade
angle.
As the power lever is advanced, to increase fuel flow, giving more power, the
RPM tends to rise. The propeller governor senses this and automatically
increases the blade angle to bring RPM back on speed.

GROUND RANGE
PROPELLER PITCH CONTROLLER (PPC)

Located at the centre of the accessory gearcase and connected to the propeller
by the BETA TUBE, the PPC directly controls blade angle by power lever
movement in the ground range. It sets a positive blade angle at Fl, flat pitch at
GI, and a negative pitch at REV.
When the power lever is in the flight range the PPC does not control blade angle
but does act as the Low Blade Angle safety stop.
UNDERSPEED GOVERNOR (USG)

Located inside the FCU the underspeed governor acts on the fuel valve and
automatically maintains propeller RPM by varying fuel flow.
It is operated only in the ground range and is set by the RPM lever from 65% at
LOW to 97% at HIGH.
GROUND RANGE CONTROL SUMMARY

The power lever directly sets the load using the PPC to set the blade angle. The
underspeed governor automatically maintains RPM by varying fuel flow.
When the power lever is moved from Flight ldle towards Ground Idle, directly
reducing the blade angle, the RPM will tend to rise. The underspeed governor
will sense this and reduce fuel flow to return RPM to the set speed.

USG
MFV
USG
MFV
ENGINE CONTROLLING DEVICES

ENGINE CONTROL LEVERS
POWER LEVER
A mechanical linkage provides an input to the MFV and to the PPC. The
functions of the power lever are dependant of the operating range:-
FLIGHT RANGE Sets the FCU metering valve. (MFV)
GROUND RANGE
1. Operates the PPC.
Blade Angles 3 Blade 4 Blade

REV -6 -6deg 50min
GI +2 +2deg 45min
Fl +9deg 15 min +8deg 26min
2. Operates USG reset below Ground Idle. ie. 80% at REV. ( “Screw V” )
3. Resets the prop gov to 103% ( “Screw W” )
RPM LEVER
Mechanically connected to the propeller governor and to the underspeed
governor, the speed range depends on the power lever position.
FLIGHT RANGE 85% to 100% ( “Screw X” ) set on the PROP GOVERNOR
GROUND RANGE 65% to 97% set on the UNDERSPEED GOV

GROUND AIR LEVER

The ground/air lever is to prevent inadvertent selection of the power levers into
the ground range during flight operations. It must be pressed down to release a
baulk to permit power lever movement below Flight Idle, and it will reset
automatically as the power levers are advanced forward of Flight Idle.
EMERGENCY SHUTDOWN HANDLE

A red T handle on the cockpit overhead panel will provide a means of shutting
down the engine and feathering the propeller in an emergency condition.
It also closes the oil cooler air inlet.
The linkage is designed to operate the fuel shut-off valve first, then operate the
feather valve.

ENGINE CONTROL SUMMARY
FLIGHT RANGE
PROPELLER GOVERNING MODE

The power lever sets the power available through the manual fuel valve. The
propeller governor varies blade angle to automatically maintain RPM constant at
the value set by the RPM lever.
PROPELLER NOT GOVERNED MODE

When the aircraft is on the ground and the power lever is brought back to FI,
setting low fuel flow, the propellor governor will reduce the blade angle to the
Low Blade Angle stop setting (PPC). Any further reduction in fuel flow will cause
RPM to fall below the propeller governor speed setting. The propeller governor
no longer controls RPM.
GROUND RANGE
BETA NOT GOVERNED

As the power lever is moved below FI into the ground range, the power lever is
still controlling fuel flow via the manual fuel valve and will also be reducing the
blade angle via the PPC.
The reduction in fuel flow will be greater than the reduction in load so RPM will
fall until it reaches the setting of the underspeed governor.
BETA GOVERNED
Once the RPM has reached the underspeed governor setting, it will control fuel
flow to match the reduction in load to Ground Idle by reducing fuel flow and the
increase in load to REV by increasing fuel flow. The manual fuel valve is no
longer controlling fuel flow.
UNDERSPEED GOVERNOR RESET

If low RPM is set by the RPM lever, then RPM will reduce to 65% at
GI. This is too low an RPM for the engine to operate efficiently at
REVERSE and it would “Bog Down”. To prevent this the underspeed
governor is reset to approximately 80% at REVERSE.
BETA LIGHT
A 270 psi pressure switch located in the oil line to the PPC, will illuminate a blue
BETA PORT or BETA STBD on the CWP. This occurs when the propeller
governor is running underspeed, permitting full oil pressure to the PPC.


TYPICAL ENGINE RUNNING CONFIGURATIONS.
Power RPM Mode RPM EGT FF Tq Blade Beta

Lever Lever % ºC Lb/Hr PSI Angle Light
½” Fwd of LOW
Ground Idle
Reverse LOW
Reverse HIGH
Ground Idle HIGH
Ground Idle LOW
Flight Idle LOW
Flight idle HIGH
Max HIGH
0ºC
Sea Level
Max HIGH
30 ºC
+500 Feet

ENGINE RUNNING PROBLEMS
1. During cruise flight, the heating bleed is opened. What will be the change
to engine instruments?
TQ RPM FF EGT
2. Running at GI, the heating bleed is opened. What will be the change to
engine instruments?
TQ RPM FF EGT
3. During cruise flight, the propeller shaft bearing partially fails causing
increased friction. What will be the change to engine instruments?
TQ RPM FF EGT
4. Running at REV, the propeller shaft bearing partially fails causing

TQ RPM FF EGT
5. During cruise flight, the rear turbine bearing partially fails causing
TQ RPM FF EGT
6. When performing a power check to a temperature limit on an engine with

an inefficient compressor, what change in indications will occur compared
to a good engine.
TQ RPM FF EGT
7. When performing a power check to a torque limit on an engine with an

inefficient compressor, what change in indications will occur compared to
a good engine.
TQ RPM FF EGT

CHAPTER 19 Engine Fuel System
FUEL SYSTEM INTRODUCTION

A high pressure pump delivers fuel to the fuel control unit (FCU) in an amount
exceeding the demand of the engine. A variable orifice metering valve within the
FCU will control all fuel flow to the engines combustion chamber in response to
inputs through the control system with regards to both cockpit commands and
operating conditions. The surplus fuel is continually returned to the pump.
A Start pressure Regulator provides fuel enrichment during the start sequence
and supplies the fuel heater during normal running.
The Fuel Shutoff valve is controlled electrically, supplying fuel at 10% during
startup and shutting fuel off when Stop is selected. It will be shut manually by the
feather handle.
The Flow Divider supplies the Primary Manifold, 5 nozzles, at 10%, followed by
the Secondary Manifold, 10 nozzles, at approximately 45% during the start
sequence.

ENGINE FUEL PUMP ASSEMBLY
The engine driven fuel

pump assembly
comprises of a
centrifugal booster
pump and a gear type
high pressure pump,
with filtration provided
between the two
sections.
Fuel pressure from the

centrifugal section is
boosted to
approximately 35psi.
above inlet pressure.
The filter element between the two pump sections is a 40 micron unit, and should
it become clogged, a by-pass will operate to permit continuation of fuel flow. The
by-pass valve opens at a differential pressure of Dp 13psi.
A fuel heater is incorporated in the engine fuel system to prevent ice formation of
any water present in the fuel, which would cause filter and then fuel control unit
blockage. It operates by passing high pressure pump output fuel through a fuel
heater (heat exchanger using engine lubrication oil as the heating medium) and
directing it back to the filter inlet. Control of the fuel through the heater is by a
thermo-static anti-ice valve which opens progressively if the fuel temperature to
the gear pump would fall below 5 deg. c.
An anti-ice lockout valve is used to prevent fuel from passing through the heater
during the start cycle, therefore ensuring adequate supply of fuel for engine
acceleration.
The valve is held shut during start by the start fuel regulator.
The high pressure section is a positive displacement gear type pump capable of
delivering fuel at up to three to four times greater than that required by the
engine. Excess fuel is returned by the FCU to the high pressure pump inlet.
When shutdown is selected it is necessary to prevent internal build-up of fuel

pressures, in both the pump and the FCU, which could lead to damaged seals
etc. This is achieved by a relief valve opening at pressures exceeding 1100psi.
and dumping output fuel pressure back to the high pressure pump inlet.

START PRESSURE FUEL REGULATOR
A solenoid valve
mounted on the right
side of the gearcase,
will permit extra fuel to
by-pass the FCU, to
assist engine
acceleration at start.
Selection is made at
panel 6P until light-up
occurs, then released
until after 25% rpm,
after which it may be
used intermittantly if
required. During an in-
flight re-light the button
is pressed until 85%
rpm is attained.
FUEL CONTROL UNIT

The fuel control unit is the primary fuel regulating device in that it contains the
metering valve that sets the desired fuel schedule in relation to power lever or
USG demand, and also on inputs of P3 air pressure, RPM, inlet pressure and
temperature.
DIFFERENTIAL PRESSURE REGULATOR

By maintaining a constant pressure differential (40 to 45 psi) across the metering
valve, the pressure regulator ensures that all changes in fuel flow are as a result
of changes in the metering valve orifice area, and not due to a rise or fall in
unmetered fuel pressure. It operates by dumping excess unmetered fuel back to
the pump inlet.
METERING VALVE
Metering control is in response to the power lever manual input, the USG fuel
demand, intake pressure and temperature, and P3 air pressure.

ACCELERATION CONTROL
Compressor discharge pressure (P3) acting on a bellows assembly will rotate a 3
dimensional cam to control the rate of fuel flow increase. During engine start the
P3 increase controls fuel flow increase until RPM reaches the setting of the
underspeed governor.
When changes to RPM are required the Acceleration Control capsule will control
the air-fuel mixture within acceptable limits to control acceleration and
deceleration, setting a rich mixture for acceleration and a lean mixture for
deceleration.

UNDERSPEED GOVERNOR CONTROL

When RPM has increased to the set speed for the Underspeed Governer the
USG flyweights will move out and act against a speeder spring, set by the RPM
lever, to position the metering valve. The USG will now increase or decrease fuel
flow as required to maintain the set speed.

POWER LEVER INPUT

When the power lever is moved between FI and MAX an input to the FCU,
through the manual fuel valve shaft, will mechanically position the metering
valve, overriding the underspeed governor.
INTAKE PRESSURE CONTROL

A variation in intake pressure is used to position the 3 dimensional cam axially to
adjust fuel flow accordingly. In general, a fall in P2 pressure is matched by a fall
in fuel flow.
INTAKE TEMPERATURE CONTROL

Variations of intake temperature are signaled to the FCU by an alcohol (dyed
red) sensor line to ensure that a rise in intake temperature is matched by a drop
in fuel flow. This input acts on the power lever mechanism.

OVERSPEED GOVERNOR
This governor is set to prevent an overspeed by limiting fuel flow upstream of the
metering valve. It is set to control at 103% to 104%.
A test can be performed after start, by maintaining the propeller on the start locks
and advancing the power lever until RPM stabilises.
PRESSURISING VALVE
Ensures that the fuel pressure to the nozzles is high enough for atomisation, and
that the FCU P2 system functions correctly. It opens at start at approximately 125
psi.
Specific Gravity adjustment – for the type of fuel used.
Flight Idle Fuel Flow adjustment – sets the descent rate.

FUEL SHUT-OFF VALVE

Mounted at the lower left side of the engine, the fuel shut-off valve can be
operated electrically by the engine starting system, or mechanically by the
feather handle.
During start the valve is energised open at 10% RPM and will latch to this
position, remaining open when the start circuit is cut at 50%
Selecting stop will energise the closed coil to latch the valve to the shut position.
Operation of the feather handle will activate the shut-off valve prior to operating
the feather valve. In this condition the electrical function is over ridden.
FLOW DIVIDER and FUEL MANIFOLD

The flow divider restricts the flow of fuel, during the initial phase of the start cycle,
to only the 5 primary fuel nozzles, but will deliver fuel to both the primary and the
10 secondary nozzles as the engine accelerates past 45% RPM. due to the rise
in fuel pressure.
On shut-down a manifold drain is opened by high pressure fuel from upstream of
the shut-off valve.
Some installations have a manifold purge system, where at shut down, P3 air is
used to blow the fuel into the combustion chamber to burn.

Manifold Purge System

Stored P3 air is released into the flow divider when Stop is selected, to blow
remaining fuel into the combustion chamber.
P3 air is taken from the compressor case through a filter and non-return valve to
an accumulator located in the engine nacelle tailcone.
This stored air will be at the highest P3 pressure experienced during the engine
run, normally take-off power P3. At shutdown this will be higher pressure than
that in the combustion chamber at idle.
When Stop is selected a solenoid valve is energised to admit the stored P3 air
through a non-return valve into the Flow Divider. This will blow the remaining fuel
in the manifolds into the combustion chamber to be burnt. This is more
acceptable to the Environmental Protection Agency than allowing the fuel to drain
out onto the ramp.
If the system fails a plume of smoke will be observed from the exhaust pipes at
shutdown. This is fuel vapour as the remaining fuel in the manifolds drains down
and dribbles out of the lower nozzles into the hot chamber.
This condition must be fixed. If it is carried for a long time the lower nozzles will
coke up, causing uneven spray pattern and eventually combustion chamber
failure.
The solenoid valve will get hot when the aircraft is parked with DC power on.


CHAPTER 20 Propeller Control
The Skyvan propeller is manufactured by Hartzell, and is a metal, three or four

blade, fully reversing and feathering assembly utilising single action hydraulic
control.
Blade Angles 3 BLADE 4 BLADE
(30 inch radial station)
Feather 85deg. 0 min 84deg 40min
Flight idle 09deg. 15 min 08deg 26min
Ground idle 02deg. 0 min 02deg 45min
Reverse -06deg. 0 min -6.5deg 50min
Engine lubrication oil is used as the hydraulic fluid but as normal operating oil
pressure is too low to support prop control, the oil pressure is boosted by a pump
in the prop governor assembly to approximately 430 psi.
This oil pressure is directed to the propeller servo mechanism (propeller dome) in
order to oppose the action of a feathering spring and counterweights, and drive
the blades towards a fine pitch.
If the oil is dumped from the dome into the gearcase then the spring and
counterweights will drive the blades towards a coarse blade angle.
In either direction of blade angle movement the flow of oil is through the propeller
governor pilot valve, the propeller pitch controller, and the oil transfer tube (Beta
Tube)

START LOCKS
On any fixed shaft turboprop it is necessary to relieve the loading placed on the
starter. This is achieved by holding the blades at a fine pitch by the use of start
locks.
A spring loaded start lock is fitted at each propeller blade root which will hold the
blades at approximately 2 deg.
The locks are released after engine start by selecting the power lever to reverse
and allowing the centrifugal force to disengage the lock from the hub. At
shutdown the locks are re-engaged by selecting the power lever below ground
idle towards reverse until engine speed is below 30%
BETA GOVERNING
With the propeller governor running in an underspeed condition the PPC will
control all oil flow to and from the propeller in direct response to power lever
movement.

PROPELLER PITCH CONTROLLER (PPC)

Mounted on the rear face of the engine accessory gearcase, this unit is aligned
coaxially with the propeller shaft.
Oil from the propeller governor flows through a ported sleeve and into the beta
tube which transfers the oil supply to the propeller dome.
A cam assembly inside the PPC operates in response to power lever movement
in the ground range, moving the ported sleeve to either admit oil to the dome or
to dump the oil back to the gearcase. As the beta tube moves with the propeller
assembly its follow-up action will close the oil ports at the desired setting once
power lever movement has stopped.
During prop governing operation the oil pressure through the PPC to the
propeller will be controlled in the propeller governor, and the beta tube ports will
move well inside the sleeve. The sleeve is still moved in flight during flight range
control but it does not control blade angle. It sets a progressively increasing Low
Blade Angle stop.
Beta Tube adjustment sets Flight Idle Blade Angle.

PROP GOVERNING
The rpm is controlled at the speed set by the RPM lever, by the prop governor,
which automatically adjusts the oil supply to the propeller to vary the blade angle.
The PPC and the beta tube act as a “flight fine pitch stop”.
PROPELLER GOVERNOR
Mounted on the gearbox housing
this unit contains a spool type
metering valve controlled by the
action of a centrifugal fly-weight
governor. It also houses the oil
pump necessary to boost the oil
pressure to levels sufficient for
propeller control.
The governor flyweights oppose
the force in the speeder spring to
achieve a balanced condition (on-
speed) . If RPM tends to increase
the flyweight force will exceed the
spring force, the flyweights will
move outwards to an overspeed condition, or if the RPM is decreasing spring
force will exceed the flyweight force and they will move inwards to an
underspeed condition. This movement is transmitted to the spool valve to admit
oil to, or dump oil from, the propeller dome as required.

FEATHER VALVE
In the event of an emergency shutdown in flight it is necessary to feather the
propeller and thereby reduce drag on the aircraft, the feathered position will also
stop any tendency for the propeller to windmill.
The feather valve is mounted on the rear of the gearcase and is operated by the
feather handle in the cockpit overhead panel. This linkage is designed so that
fuel flow is cut before the feather valve is operated.
The feather valve is also operated by the engine negative torque sensing system
to control blade angle and limit torque during flameout.
UNFEATHERING PUMP
Pumps oil directly from the oil tank to the propeller dome via the PPC, to either
initiate an in-flight relight, or on the ground ,to return the propeller onto the start
locks prior to engine start.
Operated by selecting START with the start mode switch at NORMAL. The
unfeathering pump will also run during ground starts.

NEGATIVE TORQUE SYSTEM

This is a condition where the engine no longer drives the propeller but the roles
are reversed and the propeller attempts to drive the engine. It is generally
associated with an engine failure.
When negative torque

occurs, the pilot valve in
the negative torque sensor
will move to block the oil
passage, this allows oil
pressure to rise sufficiently
to operate the feathering
valve.
It will not fully feather the

propeller but increases the
blade angle to reduce
drag, RPM will run from 20
to 30%

The NTS PORT and NTS STBD lights on the CWP do not operate during
negative torque conditions, with the exception of an inflight re-light using the
unfeathering pump.
They will illuminate briefly during the engine start on the ground as the starter is
driving the main shaft, simulating negative torque. The lights confirm the NTS
system is operational.
When normal ground “Start” is selected the Start Switch is held, this holds on the
unfeathering pump. This supplies pressure to activate the NTS switch and bring
on the NTS lights. As the engine accelerates from the starter motor this creates
negative torque through the gearbox. The NTS valve will move directing pressure
to the feather valve. This will dump the pressure from the unfeathering pump to
the sump, and the NTS light will go out. At this point the Start switch is normally
released, switching off the unfeathering pump.


Chapter 21 Engine Starting
Engine starting on the ground is achieved by the use of an electrically powered

starter/generator which takes its power supply from the, d.c. main busbar, supply
may be either an external supply from a ground power unit (especially
recommended for the first start of the day), or from the aircrafts batteries.
In flight the engine is allowed to windmill by unfeathering the propeller to provide
engine rotation.
The starting sequence is essentially automatic and under the control of speed
switching, but with the facility of manual fuel enrichment. From selecting start the
pilot or engineer simply monitors the engine instruments and the CWP to observe
the sequence is correct and that the engine is operating within the prescribed
limitations, with particular attention applied to EGT.
Note! It is important that the propeller is on the start locks otherwise

the propeller loading will prevent the starter from accelerating
the engine properly and a critical overtemperature will occur.
START CONTROLS (6p)
START MODE SWITCH

NORMAL - Used during inflight relight.
GROUND START ONLY - Arms start master switch start
selection. Amber GND START ONLY on CWP.
START MASTER SWITCH
START - Momentary selection to energise start circuit.
RUN - Spring loaded to this position.
STOP - Selected to shutdown engine by closing fuel valve.
IGNITION and FUEL SWITCH

NORMAL - Supplies the igniter unit via the fuel and ignition relay at l0%RPM.
ISOLATE - Prevents operation of engine igniters or supply of fuel flow.
FUEL REGULATOR BUTTON

Push to energise fuel enrichment during start.


START SWITCHING SEQUENCE
NOTE! To energise the starting contactor the following conditions must be

satisfied: 1. Start mode switch at GROUND START ONLY
2. The dc busbars must be coupled.
3. Both battery contactors in same state.
1. Check initial settings of the switches on the cockpit panels comply with the
start check list.
The essentials of which are
Connect and energise GPU if using external power.
Battery switches on.
Generator off.
Air cond. bleed off.
Anti-ice systems off.
Hydraulic master on.
RPM lever taxy.
Power lever 1/2” forward of ground idle.
Fuel/ignition switch normal.
Controls unlocked.
LP levers open.
Booster pump on.
Start Mode switch ground start only.
Start power switch 24 V or 48 V
2. Select start and hold. Press and hold Start fuel regulator.
The starter will now operate, the oil vent valve will open, and the EGT
compensator is switched off.
3. At 10% rpm the engine speed switch will operate to activate the following :
The ignition circuit is energised to enable igniter operation.
The fuel valve is energised to the open position so that fuel can flow from
the metering valve to the engine manifold.
4. Check light up has occurred within 10 seconds warm or 15 seconds cold

of selecting start.
Release the start fuel regulator. Monitor EGT, Max 815 deg.C.
5. When the NTS light comes on release the start switch.
6. Between 25 to 45% press the start fuel regulator as required.
7. At 50% check: starter off

The oil vent valve will close and EGT compensation will be switched on.
8. RPM will stabilise at 65%

BATTERY CHARGING BEFORE START OF SECOND ENGINE

(internal power only)
Start Mode NORMAL

Power Lever ADVANCE TO SET 80% RPM
Gen switch ON
When Ammeter below 125 Amps
Gen switch COUPLED on shutdown side
When ammeter below 150 Amps (50 A Varley batteries)
BOTH GENERATOR SWITCHES OFF
START SECOND ENGINE As per 1st engine
AFTER START CHECKS
Start Power switch NORMAL

Start Mode switch NORMAL
Electrical Master switch FLIGHT or INTERNAL
(check busbars uncoupled)
External supply Disconnect
Power Levers Advance to 80% RPM
Generator switches ON
VENTILATION CYCLE
Fuel Ignition switch ISOLATE

Start Mode Switch GROUND START
Engine Master switch START and hold
Ignition / Fuel switch After 10 sec select NORMAL
Light up should occur within 3 seconds.
OVERSPEED GOVERNOR TEST
Required after engine servicing adjustments and before air test or training
involving engine re-lighting. (prop held on start locks)
RPM Levers TAKE - OFF

STBD Power lever Advance until RPM stabilises
Check stabilisation at 103% to 104%
DO NOT EXCEED 105%
STBD Power lever GI
Repeat test for PORT engine, RPM levers TAXY

NORMAL SHUTDOWN
Run at GI / TAXY for 3 minutes following ground operations at high power.
(Time taxiing may be included)
Booster Pump OFF

Master Start STOP
Power Levers REV to engage start locks
STARTING LIMITS
MAX EGT 815ºC

MIN VOLTAGE 22V
STARTER OPERATION
1 min cooling between 1st and 2nd attempt.
20 min cooling before 3rd attempt 48V
10 min cooling before 3rd attempt 24V
To abort a start attempt on the ground Select STOP

If EGT continues to rise select emergency shutdown.
IN-FLIGHT RELIGHT
Airspeed 90 to 140 kts

Altitude Below 20 000ft
EGT Below 200 ºC
Feather Handle Fully in
LP Fuel Lever OPEN
Booster pump ON
Power lever AIR START (back edge against mark)
RPM Lever AIR START (back edge against mark)
Start Mode NORMAL
Start switch and Start Fuel Regulator Press to 85% RPM
Check :-
Propeller unfeathering
Fuel flow and ignition at 10%
Light up by 25%
Max EGT 815 deg. C.

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WOLSEY AVIATION TRAINING

SC7 ALL ii Issue 5 Jan 2019

1 Introduction, Limitations and Structure.

4 Weight and Balance.

10 Lights and Emergency Equipment

11 Ice and Rain protection.

13 Airframe Fuel System.

16 Engine Oil System.

19 Engine Fuel System.

SC7 ALL iii Issue 5 Jan 2019

This page is intentionally blank

SC7 ALL iv Issue 5 Jan 2019

CHAPTER 1 Introduction, Limitations and Structure

SC7 ALL 1.1 Issue 5 Jan 2019

Prop ground clearance 5 ft 0 inches

Freight hold length 18 ft 7.5 inches

Va – manoeuvring 12500lb 140 kts 148 kts

Vfe flaps extended 18 degrees 128 kts 137 kts

Vmc - min control 0 flaps 70 kts 80 kts

Vdo rear door moving 100kts

SC7 ALL 1.2 Issue 5 Jan 2019

SC7 ALL 1.3 Issue 5 Jan 2019

SC7 ALL 1.4 Issue 5 Jan 2019

SC7 ALL 1.5 Issue 5 Jan 2019

SC7 ALL 1.6 Issue 5 Jan 2019

Fuel fillers (gravity)

SC7 ALL 2.1 Issue 5 Jan 2019

Levelling reference points are located :-

Lateral - Internal pads on floor at front spar Stn. 171.6

Longitudinal - External on port stub wing.

SC7 ALL 2.2 Issue 5 Jan 2019

SC7 ALL 2.3 Issue 5 Jan 2019

This page is intentionally blank

SC7 ALL 2.4 Issue 5 Jan 2019

CHAPTER 3 Cockpit Layout

The following panels are

1P and 2P MAIN INSTRUMENT PANEL AND CWP

SC7 ALL 3.1 Issue 5 Jan 2019

6P ELECTRICS, STARTING, LIGHTING

SC7 ALL 3.2 Issue 5 Jan 2019

9P HEATING and VENTILATION

SC7 ALL 3.3 Issue 5 Jan 2019

Engine Control Levers

Panel Lighting Dimmers

SC7 ALL 3.4 Issue 5 Jan 2019

CHAPTER 4 Weight and Balance

CENTRE OF GRAVITY DATUM

CENTRE OF GRAVITY LIMITS

Vertical From 43.5 to 70.5 inches above fuselage undersurface

Lateral Not taken into account

CENTRE of GRAVITY CALCULATION

Weights - All weights are expressed in lbs or Kg.

Moments - All moment arms are expressed in inches

Index units are MOMENT

Operating empty weight

SC7 ALL 4.1 Issue 5 Jan 2019

ESTABLISH CENTRE OF GRAVITY OF EMPTY AIRCRAFT

CG inches aft of datum = MOMENT

CG x (R1+ R2) = R1 x L2 - R2(L1 - L2)

CG = L2(R1 + R2) - (R2 x L1)

Where L1 = main jack to nose jack

EX. 1 If L1 = 175.2 inches R1 = 6836 lb

CG = 45.2 - 1342 x 175.2 = 16.12 inches (or 1.343 feet)