ISSUED BY hy IF )>an G | shorts TECHNICAL IN | <>) | PUBLICATIONS DEPT. BP SLO) CREW MANUAL Ref. No. SD3/ CM/200/017 STATEMENT OF INITIAL CERTIFICATION This manual complies with British Civil Airworthiness Requirements, Section A, Chapter A6-7. Signed: Date: CAA Approval No.. DAI/1665/40 NOTE : The above certification does not apply to revisions or amendments made after the date of initial ation by other approved Organisations . Revisions or amendments made by other approved Organisations rust each be separately certified and recorcied on separate record sheets Short Brothers and Harland Limited PO Box 241, Airport Road BELFAST BT3 9DZ Northern Ireland Telephone: 0232 58444 Telex: 74688 Cables: Airport Belfast © SHORT BROTHERS & HARLAND LTD. 1975TO: Holders of CREW MANUAL LETTER OF TRANSMITTAL REVISIONINGE SZ Summary of Revision Changes of note are listed against the following chapters:— Chap. 2-01 Information on Cabin Anti-Fogging System (fitted post-mod 5797) is introduced. Chap.2-12 To introduce information on nose downlock sequencing unit (fitted post-mod §711). Chap. 9-05 _Hydraulics-Servicing: To caution against twisting action when operating landing gear emergency down control and to advise re-setting procedure. Revision Action Remove and destroy Insert attached new 2-01, LEP, Page 1 2-01, LEP, Page 1 2-01, Pages 5 to 12 2-01, Pages 5 to 12 2-12, LEP, Page 1 2-12, LEP, Page 1 2-12, Page 5/6 2-12, Page 5/6 9, LEP, Page 1 9, LEP, Page 1 9-05, Pages 3 to 6 9-05, Pages 3 to 6 Records Record the transmittal of this Revision on the RECORD OF REVISIONS at the front of the Manual. Retain this Letter of Transmittal. This Revision complies with British Civil Airworthiness Requirements, Section A, Chapter AG-7. Pte Signed: Date: CAA Approval No. DAI/1665/40 Issued by: Technical Publications Department, Short Brothers Limited, P.O Box 241 Airport Road, BELFAST BT3 9DZ, Northern Ireland. 30 April 1979.To: SHORTS Crew Manual Holders of CREW MANUAL LETTER OF TRANSMITTAL REVISION No. 33 Summary of Re mn Changes of note are listed against the following chapters:~ Chap. 3-01 Weight & C.G. limitations updated to take account of 22600 Ib end 22400 Ib AUW (post and pre-mod 5600 respectively). References to 22000 Ib AUW are deleted. Chap. 302A ) — Engine limitations relative to PTEA-45A & 3-028 ) 4B are updated. Chap. 3.03 Airspeed limitations associated with 4° flap (post-mod 5423) Ghap. 3-04 Manoeuvring limitations updated. Chap. 307 Engine instrument markings updated to advise of differing ranges appropriate to PTBA-45A & 45B engines. Chap. 402 Engine failure on take-off/en route procedures updated to refer to post-mod 5423 flap setting (4°). Chap. &:03 Re-issued in two parts i.e, 6-03A & 5-038 to respectively cover handling procedures appropriate to Engine Models PT6A-45A and 45B. CHECK LIST Expected Ng rise during low flow water methanol test (PT6A-45B) corrected to read approx. 3%, Revision Action Remove and destroy Insert attached new 3, LEP, Page 1/2 3, LEP, Page 1/2 3- CONTENTS, Page 1/2 3- CONTENTS, Page 1/2 3-01, Pages 1/2 and 3/4 3-01, Pages 1/2 and 3/4 302A, Page 1/2 3-02A, Page 1/2 3028, Pages 1/2 and 3/4 3-03, Page 1 304, Page 1 307, Page 1/2 4, LEP, Page 1/2 402, Pages 1/2 end 9/10 5, LEP, Page 1 5- CONTENTS, Page 1 3-02B, Pages 1/2, 3/4 and 5 3-03, Page 1 304, Page 1 3.07, Page 1/2 agi 5- CONTENTS, Page 1/2SHORTS S509 crew Menvet EET) Remove and destroy Insert attached new 5-03, Pages 1 to 17 incl. 5-03, Page 1 Nil 5-03A, Pages 1 to 26 incl. Nil 5-038, Pages 1 to 24 incl, CHECK LIST, LEP, Page 1/2 CHECK LIST, LEP, Page 1/2 CHECK LIST, Page 11/12 CHECK LIST, Page 11/12 3 Records Record the transmittal of this Revision on the RECORD OF REVISIONS at the front of the Manual. Retain this Letter of Transmittal. This Revision complies with British Civil Airworthiness Requirements, Section A, Chapter AB-7. Signed: . Date: CAA Approval No. DAI/1665/40 Issued by: Technical Publications Department Short Brothers Limited P.O. Box 241 Airport Road BELFAST BT39DZ Northern Ireland Dated: 30 June 1979TO:- Holders of Crew Manual LETTER OF TRANSMITTAL REVISION No.34 1. Summary of Revision Changes are listed against the following chapters: Chop. 2-03 Communications: Information on V.H.F. Radio expanded to cover installation of a frequency transfer facility for the first pilot. Information on Passenger Address, Interphone and Audio System revised, Chap. 2-14 Navigation Flight Director System now additionally covers FD112V-005 for British registered aircraft. A Bendix WXR-200A Weather Radar is introduced. 2, Revision Action. Remove and destroy. Insert attached new 2-03 LEP Page 1 May 1/76 2-03 LEP Page 1 July 2/79 2-03 Pages 1/2, 3/4, 5/6 & 9/10 2-03 Pages 1/2, 3/4, 6/6 & 9/10 2:14 LEP Page 1 April 2/79 2-14 LEP Page 1 July 2/79 2-14 Pages 3/4 & 9/10 2-14 Pages 3/4 & 9/10 3. Records Record the transmittal of this Revision on the RECORD OF REVISIONSat the front of the manual. Retain this Letter of Transmittal. This revision complies with British Civil Airworthiness Requirements, Sect., A, Chapter AG-7. LBL ez C.A.A. Approval No. DAI/1865/40. Signed: Issued by: Technical Publ PO Box 241, ions Department, Short Brothers Limited, jort Road, BELFAST BT3 9DZ, Northern Ireland. Dated: 2 July 1979.TO: Holders of CREW MANUAL LETTER OF TRANSMITTAL REVISION No. 35 Summary of Revision Changes of note are listed against the following chapter: Chap. 2-17 POWER PLANT is updated and information on Propeller Synchronization System (fitted post-mod 5237) is introduced. Revision Action Check that the previous revision has been incorporated, Remove and Destroy Insert Attached new 2-17, LEP, Page 1 2-17, LEP, Page 1, dated Aug 30/79 2:17 - CONTENTS, Page 1 2:17- CONTENTS, Page 1 2-17, Pages 19/20, 23/24, 25/26, 29/30 & 33/34. 2-17, Pages 19/20, 23/24, 25/26, 29/30 & 33/34. Records Record the transmittal of this Revision on the RECORD OF REVISIONS at the front of the manual. Retain this Letter of Transmittal. Return Despatch Note to confirm receipt. This revision complies with British Civil Airworthiness Requirements, Section A, Chapter A6-7. Signed: Date: C.A.A. Approval No. DAI/1665/40 Issued by: Technical Publications Department, Short Brothers Limited, P.O Box 241, Airport Road, BELFAST B13 9DZ, Northern Ireland, Dated: 30 August 1979.SHORTS S509 Crew Manual 9575 To: — Holders of CREW MANUAL LETTER OF TRANSMITTAL REVISION No. 36 1. Summary of Revision To introduce information on optional Yaw Damper System. 2. Revision Action Remove and destroy Insert attached new NIL 2-02 Complete 3 Records Record the transmittal of this revision on the RECORD OF REVISIONS at the front of the manual. Retain this Letter of Transmittal. Return Despatch Note to confirm receipt. This revision complies with British Civil Airworthiness Requirements, Sect., A, Chap., A6-7. Signed: 1 Date: C.A.A. Approval No. DAI/1665/40 Issued by: Technical Publication Department, Short Brothers Limited, P.O. Box 241, Airport Road, BELFAST BT3 SDZ, N. Ireland. Dated: 15 October 1979.TO: Holders of CREW MANUAL LETTER OF TRANSMITTAL REVISION No.37_ Summary of Revision Changes are listed against the following chapters: Sect.4 EMERGENCY PROCEDURES: Chap.4-02- Handling Emergencies Ditching procedure is updated to delete erroneous reference to locking of sliding doors, between flight and passenger compartments in the open position. Sect.5 - NORMAL PROCEDURES: Chap.5-03B - Handling Procedures (PT6A-45B) (a) Graphs and tabular formats for MTOP up to 70 knots and 100 knots 1.A.S. are updated. (‘armed’) (b) Static reduced power check chart is updated. Sect9 - SERVICING: Chap.9-03 - Unrelated Servicing Procedures Procedures for provision of electrical power on ground are clarified, Chap.9-04 - Fuel System Pressure refuelling information is revised to call for pressure reduction to 10 psi when filling a tank to a capacity beyond 1750 Ib. Revision Action Note: Ensure all previous revisions have been incorporated. Remove and destroy Insert attached new 4, LEP, Page 1/2 4, LEP, Page 1/2 dated Mar 17/80 4-02, Page 5/6 4-02, Page 5/6 5, LEP, Page 1 5, LEP, Page 1 dated Mar 17/80 5-03B, Pages 7/8, 9/10, 13/14 & 17/18 5-038, Pages 7/8, 9/10, 13/14 & 17/18 9, LEP, Page 1 9, LEP, Page 1 dated Mar 17/80 9-03, Pages 1/2 & 3/4 9-03, Pages 1/2 & 3/4 9-04, Page 1/2 9-04, Page 1/2 Page 1SHORTS S509 Crew Manual TO: Holders of CREW MANUAL (except Variant 200/023) LETTER OF TRANSMITTAL REVISION No. 38 1. Summary of Revision This revision has no effect on the contents of this Manual other than to record its transmittal on the RECORD OF REVISIONS. 2 Revision Action Remove destroy Insert attached new Nil Nil 3 Records Record the transmittal of this Revision on the RECORD OF REVISIONS at the front of the manual. Retain this Letter of Transmittal. This revision complies with British Civil Airworthiness Requirements, Sect. A, Chap. A6-7. CAA Approval No. DAI/1665/40 Issued by: ‘Technical Publications Department, Short Brothers Limited, P.O. Box 241, Airport Road, BELFAST BT3 9DZ, Northern Ireland, Dated: 12 September 1980.TO: SHORTS S59 Crew Manual Holders of CREW MANUAL LETTER OF TRANSMITTAL REVISION No. 39 Summary of Revision Section 7 — FLIGHT PLANNING is re-issued to improve presentation Revision Action Note: Ensure all previous revisions have been incorporated. Remove and destroy Insert attached new Complete Section 7 Complete Section 7 (45 leaves) Records Check that the contents of the effected Section agree with their new List of Effective Pages, and RECORD the incorporation of this Revision in the RECORD OF REVISIONS at the front of the manual. Retain this Letter of Transmittal. Please acknowledge receipt of this Revision. ‘This revision complies with British Civil Airworthiness Requirements, Sect. A, Chap. A6-7. CAA Approval No. DAI/1665/40 (ssued by: Technical Publications Department, Dated: Short Brothers Limited, P 0 Box 241, Airport Road, BELFAST BT3 9DZ, Northern Ireland. 7 October 1980.SHORTS Ss Crew Manual To: Holders of CREW MANUAL LETTER OF TRANSMITTAL REVISION NO. 40 1, Summary of revision Changes are listed against the following chapters. Chap 2.03 COMMUNICATIONS: Information on Collins type H.F. 200 and H.F. 220 introduced. Chap 2-14 NAVIGATION: To introduce information on:- (1) Aerosonic Altimeters (2) Weather Radar RDR-150 (3) Van X D.M.E. Chap 4-01 EMERGENCY PROCEDURES List of vital electrical services (DC) is corrected to indicate that left and right Pitot/Static system heaters are fed, respectively, from the left and right shedding bus bars, 2. Revision action NOTE: Ensure all previous revisions have been incorporated. Remove and destroy Insert attached new Complete Chapter 2-03, Complete Chapter 2-03 (8 leaves) 2.14, LEP, Page 1 2-14, LEP, Page 1 Nov 28/80 2.14, Pages 1/2, 9/10, 11/12 & 13/14 2-14, Pages 1/2, 9/10, 11/12 & 13/14 4.01 LEP 4-01 LEP Nov 28/80, 4.01 Page 9/10 4-01 Page 9/10 3. Records Record the transmittal of this revision on the RECORD OF REVISIONS at the fron of the manual. Retain this Letter of Transmittal. This revision complies with British Civil Airworthiness ee Sect. A, Chapter AG-7 Signed: 2¢ Now Date: Issued by: Tech Pubs. Dept., Short Bros. Ltd., P.0. Box 241, Airport Aid. saa fa Se Dated 28 November 1980. irstond.SHORTS Crew Manual RECORD OF REVISIONS All revisions to this manual will be accompanied by a Letter of Transmittal bearing the revision number, Enter the revision number in numerical order, together with the date filed and the initials of the person filing, in the form below. Letters of Transmittal should be filed immediately after the Record of Revision pages. The introduction of data by revisions or amendments or temporary revisions or amendments not certified in accordance with British Civil Airworthiness Requirements, will invalidate the initial certification on the title page of the manual relative to the part revised. Revisions or amendments or temporary revisions or amendments embodied in this manual and certified by an appropriately approved Organisation, other than that applicable to the initial certification, must be recorded on separate record sheets. REVISION DATE INSERTED REVISION ISSUE DATE INSERTED No DATE INSERTED BY No DATE INSERTED BY 127 bre vaalad Abs he Seu Exe Beus 33 Heus 34 Neus 3 Hse 4 4 tes 3: Mew [= 4 RECORD OF REVISIONS Page 1 Nov 1/75SHORTS Si Crew Manual 0 REVISION ISSUE DATE INSERTED] | REVISION ISSUE DATE INSERTED No DATE INSERTED BY No DATE INSERTED BY iE L 1 a ee — +— a [ot | | SS) RECORD OF REVISIONS Page 2 Nov 1/75SHORTS = crew Menvel BEY O} RECORD OF TEMPORARY REVISIONS All Temporary Revisions to this manual will be accompanied by a Letter of Transmittal bearing the Temporary Revision number. Enter the Temporary Revision number in numerical order, together with the date filed and the initials of the person filing in the Insertion columns below. Letters of Transmittal should be filed immediately after the Record of Temporary Revision pages. On receipt of instructions to delete a Temporary Revision record the removal date and remover's initials in the Removal columns betow. The introduction of data by revisions or amendments or temporary revisions or amendments not ied in accordance with British Civil Airworthiness Requirements, will invalidate the initial certification on the title page of the manual relative to the part revised. Revisions or amendments or temporary revisions or amendments embodied in this manual and certified by an appropriately approved Organisation, other than that applicable to the initial certification, must be recorded on separate record sheets. TEMPORARY PAGE INSERTION | INSERTED | REMOVAL REMOVED REVISION No.| NUMBER DATE DATE BY RECORD OF TEMPORARY REVISIONS Page 1 Nov 1/75SHORTS Crew Manual TEMPORARY | PAGE REVISION No.] NUMBER ISSUE DATE INSERTION | INSERTED | REMOVAL | REMOVED DATE BY DATE BY TJ RECORD OF TEMPORARY REVISIONS Page 2 Nov 1/75SHORTS Crew Manual SUBJECT INTRODUCTION Tab Divider List of Effective Pages List of Effective TR’s Contents INTRODUCTION Effectivity : All LIST OF EFFECTIVE PAGES PAGE BONS aa DATE Nov 1/75 Nov 1/75 Nov 1/75 Nov 1/75 Nov 1/75. Nov 1/75 Nov 1/75 INTRODUCTION List of Effective Pages Page _1 Nov 1/75SHORTS Crew Manual a INTRODUCTION TABLE OF CONTENTS Subject Page Effectivity INTRODUCTION General 1 All Companion Manuals Format List of Effective Pages Revisions Conventions Mensuration Aircraft - Brief Description Aircraft Modifications INTRODUCTION-CONTENTS Effectivity : All Page 1 Nov 1/75SHORTS SS Crew Manual 755 INTRODUCTION 1. General The purpose of this Introduction is to familiarize the reader with the content and format of this manuel, and its relationship to the aircraft. The manual has been prepared basically in accordance with British Civil Airworthiness Requirements, Chapter A6-7. 2. Companion Manuals Other manuals produced for the SD3-30 a1 Maintenance Manual Wiring Manual Illustrated Parts Catalogue Structural Repair Manual Maintenance Programme Service Bulletin Manual Weight and Balance Manual Illustrated Too! and Equipment Manual 3. Format The Crew Manual is divided into eight Sections, separated by Tab Dividers. Section 1. Flight Compartment Section 2 Systems and Equipment Section 3. Limitations Section 4 Emergency Procedures Section 5 Normal Procedures Section 6 Performance Section 7 Flight Planning Section 8 Check List 4. List of Effective Pages A List of Effective Pages is located at the beginning of each chapter, to enable the operator to establish whether the chapter is complete and if it contains the appropriate issue of all Pages. On each List of Effective Pages the date quoted against each page should correspond to the relevant page. 5. Revisions ‘Two types of revision will be issued: normal, printed on white stock, and temporary, printed on yellow stock. INTRODUCTION Effectivity : All Page 1 Nov 1/75.SHORTS = Crew Manual vedere 0] A. Normal Revisions will be made to this manual when necessary and manual holders will receive copies without request under the terms of agreement between Shorts and the manual holder. Each ravision will contain a revised List of Effective Pages for each chapter affected and a copy of each revised page referred to in the List of Effective Pages. Each revision will be covered by a LETTEROF TRANSMITTAL which advises the holder what pages are to be removed and inserted, New or revised material will be indicated by a vertical line in the left-hand margin, except when @ section or chapter is re-issued in a completely revised form. A REVISION (NORMAL) RECORD SHEET is provided at the front of the Manual, As a means of avoiding a separate ‘customer’ revision system a revision affecting some aircraft ‘only will be issued as a normal revision. In this instance a ‘dummy’ revision will be issued to holders whose books are unaffected and they will be asked to mark up the RECORD SHEET even though no change has been made to the content of their manual. B. Temporary Temporary revisions will be issued to notify operators, at the earliest opportunity, of important changes affecting safety and performance. A REVISION (TEMPORARY) RECORD SHEET is provided at the front of the manual. The recording procedure is simi- lar to that for normal revisions. After the incorporation of a revision it is important for the operator to check the issue and date on each page of effected chapters against the revised List of Effective Pages. The List of Effective Pages is the only document to be used for checking the manual for correct contents. 6. Conventions Words or letters printed in capitals, whether in the text or Keys to Figures, indicate that those words or letters actually appear on the aircraft or component on or near the items concerned. In general U S preferred terminology is used, for instance ‘left’ or ‘right’ appears in preference to ‘port’ and ‘starboard: respectively. 7. Mensuration In general, quantities are quoted first in the units used in the original design (Imperial/U S) with ‘$1 metric quoted in parenthesis. Temperatures are quoted first in Fahrenheit with the Celsius equivalents given in parenthesis, Unless otherwise stated all airspeeds are Indicated Airspeeds. 8 Aircraft - Brief Description A. General The SD3-30 is a twin-engined aircraft with a strut-braced high-wing configuration, and a horizontal tail plane with twin vertical stabilizers and rudders. The tricycle landing gear is retractable. INTRODUCTION Effectivity : All Page 2 Nov 1/75SHORTS SS Crew Manual Power is provided by two Pratt & Whitney Aircraft of Canada Ltd. turboprop engines, each driving a Hartzell five-bladed propeller whose pitch is hydraulically controlled. Reverse pitch and auto-feathering are provided. B. Roles The sircraft is designed for the transporting of passengers on short to medium routes, by day or night, and can be readily adapted to accommodate cargo and passengers, or cargo only. A large door at the forward end of the passenger compartment (left) is for cargo handling, C. Structure The fuselage is essentially a box-like structure with conventional frames supporting double-skin panels in which the smooth outer skin is bonded to a corrugated inner skin. The nose portion, of more conventional skin and stringer construction, contains the flight compartment and nose gear well. The portion forward of the flight compart- ment forms the forward baggage compartment. The nose cone houses the weather radar scanner. The upswept portion of the aft fuselage forms the larger aft baggage compart- ment which has a ventral door. The wings, which carry the engines, flaps and ailerons, consist of a spar-box and a lead- ing edge, Each wing is braced by a strut extending between mid span and stub wing. The wing skins consist of a spanwise-corrugated inner skin bonded to an outer skin, which reduce in thickness towards the tips. The tail comprises a horizontal and twin vertical stabilizers, all structurally simi that they each have three spars separated by ribs and covered by a stressed skin, The horizontal stabilizer is in two parts, each connected at its outboard edge to a vertical stabilizer and at its inboard edge to the fuselage. The elevator is in three parts, inter- connected by torque couplings and operated by a central control lever. The rudders are horn-balanced and, like the elevators, are assisted by geared trim tabs. D. Doors The entrance door to the aircraft is at the aft end of the passenger compartment, left side, and is for crew as well as passengers. Apart from the large cargo door at the forward end of thepassenger compartment left side, all other doors are for emergency use only. These are located, one at the aft end, opposite the entrance door, two at the forward end, the left one forming part of the cargo door, and one in the flight compartment roof, above the 2nd pilot's seat. In an emergency , all the doors, including the normal entrance door, can be opened from inside and outside the aircraft. INTRODUCTION Effectivity : All Page 3 Nov 1/75SHORTS S509 Crew Manual E. Passenger compartment ‘The passenger compartment extends between Stn 74 and Stn 447, the aftmost portion, between Stn 422 and 447 containing the coat closet, galley unit and lavatory compartment. Seating for thirty passengers is provided by ten rows of forward-facing seats, each row consisting of one single and one double seat, the aisle being on the left of the aircraft centre line. Each seat position is provided with individually controllable air conditioning, reading light and attendant call button. The attendant's seat is at the galley unit. To ensure that the information in this manual is compatable with the modification state of the aircraft, no information relating to Modifications issued after delivery of the aircraft will be incorporated retrospectively into this manual without the written assurance of the operator that he intends to embody a particular Modification. The only exceptions will be CAA Mandatory Modifications, in which case the Manual will be revised according to the requirements of the Mandatory Modifications. INTRODUCTION Page 4 Nov 1/75, Effectivity : AllSUBJECT JPAGE] DATE SHORTS SSC Crew Manual LIST OF EFFECTIVE PAGES SUBJECT SUBJECT PAGE| DATE 1-Tab Divider 1-LEP 1-CONTENTS: 1-00 101 Effectivity : All Joist of Ettective Pages Page 1 Sept 10/77SHORTS S509 Crew Manual SECTION 1 - FLIGHT COMPARTMENT Subject FLIGHT COMPARTMENT General Access Seating Control Panels FLIGHT COMPARTMENT PANELS General Effectivity : All 1-01 Para. Ref. RON Effectivity All All All All All 1-CONTENTS Page 1 Sept 10/77SHORTS SSC Crew Manual FLIGHT COMPARTMENT, 1. General The flight compartment is arranged for two-pilot operation, but provision is made for the accommodation of a third flight crew member by the fitting of a supernumerary crew member's seat on the left side, when required by the relevant Airworthiness Authority. 2 Access Access to the aircraft is by the doorway at the aft end of the passenger compartment, left side, Access to the flight compartment is by both of the sliding doors, one on each side of the bulkhead at frame Stn.74, which separates the flight and passenger compartments. These doors are lockable, for security purposes. In an emergency, access to the flight compartment can be gained via the emergency exit in the roof, above the second pilot's position. In darkness, illumination of the aircraft interior is by selecting ON the BOARDING LIGHTS switch on the Attendant's switch panel at the galley unit. Provided that circuit breaker No.214 (BOARDING LIGHTS) on flight compartment panel 2D is closed, this will bring on some of the passenger service unit lights. To illuminate the flight compartment select the FLIGHT COMPARTMENT FLOODLIGHTS (RIGHT) switch on panel 10P to BRIGHT. This switch is the end one at the right hand side of panel 10P, and depends for its supply on circuit breaker No.217 on panel 2D being closed. 3. Seating ‘The pilots’ seats, one on each side of the central console, are individually adjustable for height. Variations in leg length are accommodated by adjustable rudder pedals. To facilitate access to the seats, grab handles are mounted on the upper coupe rail and the seats arm rests are foldable upwards. Each seat is provided with an inertia-type shoulder harness. 4. Control panels The flight compartment panels are located in 1.01, Fig.1. 1-00 Effectivity : All Page 1 Sept 10/77SHORTS Ss cranes FLIGHT COMPARTMENT PANELS. i ZL 1? PANEL IDENT | DESCRIPTION/FUNCTION HYDRAULIC SERVICES AIR CONGITIONING SERVICES LIGHTING DOORS position indication and SYSTEMS TEST Equipment panel Equipment panel DC DISTRIBUTION (lett) DC DISTRIBUTION (right) Main Instrument Panel Avionics Panel Centre Console ‘AC POWER SUPPLIES ANTLICING SERVICES FUEL SERVICES Prop. Pitch and Flap Position Indication] DC POWER SUPPLIES and ENGINE SERVICES Flight Compartment Panels Figure 1 1-01 Effectivity : All Page 1 Sept 10/77SHORTS S509 Crew Manual ceee{ 0] AIR CONDITIONINGSUBJECT PAGE| 2- Tab Divider 2-01 Card Divider} 201, LEP 2-01, CONTEN 2.01 Effectivity : All SHORTS S09 Crew Manual 9, LIST OF EFFECTIVE PAGES DATE SUBJECT pace DATE List of Effective Pages 2-01 Page 1 Apr 30/79SHORTS sc Crew Manual CHAPTER 2.01 - AIR CONDITIONING TABLE OF CONTENTS Subject. Para. Ref. Effectivity General 1 All Bleed air and first stage conditioning (cooling) 2 All Bleed air control, indication and.warning 3 All 4 All Air extraction 5 All Temperature control (flight and pass. compts) 6 All System Management 7 All Communications 2-03 Electrical Power 2-04 Fire Protection 2-06 Flight Controls 2-07 Fuel 2-08 Hydraulic Power 2-09 Ice and Rain Protection 2-10 Landing Gear 2-12 Lights Zell Navigation 2-14 Oxygen 2-15 Power Plant. 2-17 Water Injection System 2-18 Emergency and Survival 2-19 CONTENTS 2-01 Effectivity : All Page 1 Feb1/78ie AIR CONDITIONING General A single air conditioning system supplies conditioned air to the flight and passenger compart ments with separate temperature control for each. The system derives its hot from bleeds on both engines but will continue to work, with reduced performance, on a supply from one engine only. The total system is shown diagramatically in figure 1. Bleed air and first stage conditioning (cooling) NOTE: For bleed air control, indication and warning aspects - refer to para. 3. Bleed air is taken from both engines via a fixed orifice, to a pressure reducing/shut-off valve (PR/SOV) which controls the pressure to a valve (30 psi 206 kPa, max:) which, at high power settings, limits the maximum flow that can pass through a venturi located immediately down- stream of the valve. At low power settings the mass flow is limited by the engine bleed orifices. Immediately upstream of the junction of the bleed air ducts, check valves prevent cross-flow between engines and the dumping of all bleed air should either duct fracture. The bleed air in ‘the common duct then enters a precooler which employs ram air as the cooling medium. The pre-cooled air passes to a refrigeration unit consisting of a dual heat exchanger and a three- wheel air cycle machine. In the heat exchanger the bleed air is further cooled in the primary section, compressed and then intercooled in the secondary section, The cooling medium in the heat exchanger is ambient air driven through the heat exchanger by the fan of the air cycle machine. The NACA inlet for the ambient air is located in the fuselage roof fairing and is provided with a lightly pre-loaded (open) flap at the rear for ‘on ground’ use. The flap is closed in flight by the air flow over the fairing. From the secondary section of the heat exchanger, the bleed air is ducted to the turbine inlet and to one half of @ dual bypass valve; the outlets from both units common and deliver the air to a water separator. The cooled air from the secondary section expands in the turbine and produces a low temperature and condensed mixture (fog); it also provides the power to drive the compressor and the fan, The water separator coalesces the fog into drops which, when collected, are delivered as water to an aspirator which sprays into the cooling air stream of the heat exchanger. Beyond the water separator, the ducting divides to provide for the various services detailed in para. 4, 2-01 Effectivity : All Page 1 Sept 2/77SHORTS S559 Crew Manual 3. Bieed air control, indication and wat A. PR/SOV control and indication The left and right solenoid-operated PR/SOV’s are each controlled by ON/OFF switches ‘on the air conditioning services panel 9P. Magnetic indicators on the panel (basically operated by differential pressure switches connected across the venturi downstream of each valve) provide line indication of the respective open/shut conditions. The indicators display crosshatch when de-energised. The PR/SOV’s control circuitry is such that they will automatically close in the following contingencies:- (1) When the Water Injection System is activated for either engine, the PR/SOV on that side will be de-energised shut. (2) Should the precooler outlet temperature exceed 525°F (274°C) as sensed by a duct overtemperature switch, both PR/SOV’s will shut and the following warning lights will illuminate:- (a) the BLEED AIR caption on the Centralized Warning Panel. (b) the relevant duct OVERHEAT light on panel 9P. NOTE: The system can be reset after the warning lights go out - refer to 5-02. B. Spar box overheat warning A thermostat is located in the centre-wing spar box bay left and right at station 68.80. Should the ambient temperature at either position rise to 110°C, possibly as a result of a leak in either the air-conditioning or aerofoil bleed air piping, the contacts of the thermo- stat will close to illuminate:- (1) The BLEED AIR caption on the centralized warning. panel (2) The SPAR BOX OVERHEAT lights on panel 9P and the Anti Icing Services Panel 4P. NOTE: Upon receipt of a warning, the drill detailed in 5-02 is performed to determine and isolate the source of seepage. ©. Duct low pressure warning Warning of duct low pressure is afforded by three LP switches, two of which sense the pressure of the bleed air ducting immediately downstream of the venturi in each half system and the other sensing the pressure in the common (centre) duct upstream of the precooler. 2-01 Effectivity : All Page 2 Sept 2/77SHORTS S059 Crew Manual i, Each switch ‘breaks’ on a rising pressure not greater than 7 psi. and makes on a falling pressure less than the break pressure but not less than 5 psi. The indicating circuitry is such that the system is operational only when there is flow in either or both half systems i.e. engine/s running and PR/SOV/s open. With flow in both half systems, should the pressure at any of the three LP switches fall below the make pressure, a supply will be completed to illuminate the BLEED AIR caption on the centralized warning panel and the DUCT LOW PRESSURE warning light on panel 9P. When there is flow in one half system only, the warning lights will illuminate should either the LP switch in that half system or in the common duct fall below the make setting. Upon receipt of a warning, the drill detailed in 5-02 is performed to determine and isolate the source fault. Duct overpressure warning A high pressure switch is tapped into the centre duct upstream of the precooler. The HP switch makes on a rising pressure of 40 8 psi. and breaks on a falling pressure less than the make pressure but not less than 36 psi. Should the make pressure be operationally exceeded as a result of the failure of one or other of the PR/SOV’s, a supply will be completed to illuminate the BLEED AIR caption ‘on the Centralized Warning Panel and the duct OVER PRESSURE light on panel 9P. Upon receipt of a warning, the drill detailed in 5-02 is performed to identify and isolate the faulty PR/SOV. 4. Air conditioning services A. Flight compartment conditioned air One tapping of cold air taken downstream of the water separator is in receipt of a hot air bleed directed from upstream of the pre-cooler via an electrically-operated single bypass valve. The junction forms an ejector type mixer beyond which the conditioned supply is routed to two distributor ducts, one each side of the flight compartment floor. A manually operated valve (CABIN HEAT - ON/OFF) is introduced at the aft end of each distributor. The valves control the air flow which enters the compartment via a series of holes in the forward inboard faces of the distributors. For temperature control aspects, refer to para. 6, 2-01 Effectivity : All Page 5 Sept 2/77SHORTS S505 Crew Manual mr B. Passenger compartment conditioned air (1) Pre-mod 5198 A tapping of cold air taken downstream of the water separator is delivered to a mixing box into which a hot air bleed directed from upstream of the pre-cooler is introduced (via the electrically-operated dual bypass valve). Beyond the mixing box the ducting divides to supply conditioned air to the left and right floor level distribution ducts. Air enters the compartment via a series of holes on the undersurface of the distributors. For temperature control aspects, refer to para. 6. (2) Post mod 5198 Aircraft to post-mod 5198 standard are provided with a flood cooling facility which com- prises (for each side of the compartment) and additional distributor duct at ceiling level and a two position manually operated control valve (SUMMER/WINTER). Hinged panels in the flight compartment aft bulkhead provide access to the valve control levers, the settings of which determine whether conditioned air enters the passenger com- partment at ceiling level - (SUMMER conditions - cold conditioned air) or floor level as at (1) - (WINTER conditions - warm conditioned air). C. Cabin Anti-Fogging System (Post-Mod 5797) Fog could appear in the passenger compartment whilst the air conditioning system is operating in the full cooling mode in certain hot and humid conditions. With both portions of the dual bypass closed, the passenger compartment duct sensor detects an actual temperature several degrees higher than that at the water separator inlet. This could allow the latter to freeze, thus activating its integral bypass and permitting turbine delivered fog to enter the compartment. To combat this, aircraft to post-mod 5797 standard incorporate a switched resistor in series with the duct sensor and passenger compartment controller. In the full cooling mode the duct sensed temperature thus more closely approximates to that at the water separator. The sensor will then signal the low temperature limiting circuitry of the controller to modulate the dual bypass valve such that the water separator inlet temperature remains above 35°F. The resistor is controlled by a CABIN ANTI-FOG ON/OFF switch on panel 9P so that (1) in the heating mode, the passenger compartment duct temperature upper limit of 160°F remains effective and (2) full advantage of the cooling mode is available when fog would not ensue. 2-01 Effectivity : All Page 6 Apr 30/79SHORTS S509 Crew Manual a D. Individual ventilation Individual ventilation in the flight and passenger compartments is provided by gaspers (punkah louvres) which receive their supply of cool conditioned air from tappings in the supply duct downstream of the water separator. The passenger compartment gaspers are mounted on the nine passenger service unit panels positioned along each side of the cabin; those on the right hand side are double installations to cater for the seating arrangement. ‘Two gaspers, one left and one right, are located on the main instrument panel 1P in the flight compartment. On aircraft to post-mod 5322 standard, a further supply of cold air is made available to the flight compartment by an additional two gaspers. These are mounted one on each side of the aft bulkhead (adjacent to the flood cooling valve control access panels). E, Windshield and side windows demisting Tappings off each of the supply ducts to the flight compartment floor level distributors (para A) are utilised to provide air to demist the windshield and side windows. The demist ducting (post mod 5135) incorporates manually operated flow control valves. DEMIST - ON/OFF. The valve control knobs are located, left and right, on the forward face of frame 74 at approximately mid rear window height. NOTE: For pre-mod 5135 installations, demist flow is solely dependent upon the setting of the CABIN HEAT valves in the floor level distributors. F. Onground ventilation For ventilation on the ground when the engines are shut down a fan. supplies ambient air to the main ducting via a tapping immediately downstream of the water separator. A shut-off valve in the fan duct prevents back flow through the fan when the normal system is operating. The ram air shut-off valve and fan are each controlled by ON/OFF switches on panel 9P. A magnetic indicator on the panel shows line indication of the shut-off valves open/shut condi- tion. The indicator displays crosshatch when de-energised. Control circuitry is such that the shut-off valve must be open before the fan can be operated. CAUTION: | THE FAN MUST NOT BE SELECTED ON IN FLIGHT. The shut-off valve may be opened in flight as a boost to the bleed air flow or to provide an alterhative supply of air at ambient conditions following total loss of bleed air. 2-01 Effectivity : All Page 7 Apr 30/79SHORTS SSC Crew Manual 1G. Optional systems (1) Gasper boost The system, installed on post-mod 5581 aircraft, is presented diagrammatically on Fig. 2. The arrangement is employed to :- (a) Provide increased flow from the gaspers when the aircraft is on the ground. (b) Provide gasper supply during periods of flight (take-off and landing) when condition- ed air is unavailable (engine bleeds OFF). Ambient air is delivered to the flight and passenger compartment gaspers, located respect- ively on the main instrument panel 1P and the passenger service units via intake scoops mounted on the fuselage side, left and right, at station 89. For ground operation, the air is inducted by fans, one left and two right, and thence via the single boost valve each side to the appropriate distribution ducting. The fans and boost valves are controlled by a single three-position switch OFF/RAM/FAN on panel 9P. Magnetic indicators adjacent to the switch display line indication of the boost valve open/shut conditions. Control circuitry is such that FAN selection can only effectively be made for ground oper- ation. The fans will operate throughout a take-off run until their supply is interrupted by weight switch action when the aircraft becomes airborne, Operationally the switch is left at FAN (thus admitting ram air via the open boost valves) until conditioned air is again made available i.e. engine bleeds are opened; the switch is then selected OFF. The control switch is set at RAM on approach (immediately prior to shutting down engine bleeds). This will open both boost valves as for FAN selection although no supply will be afforded to the fans. (2) Ram Air Bypass Facility The system, presented diagrammatically on figure 2 is fitted to post-mod 5540 aircraft. The installation is employed to provide an increased supply of ambient air to the flight and passenger compartment distributor ducts during (a) periods in flight when condition- ed air is unavailable (engine bleeds OFF) or (b) if it is considered that conditioned air requires further augmentation. Air is made available via a bypass duct which connects across the ram air shut-off valve and ground ventilation fan in the fuselage roof fairing (immediately forward of stn.137). The bypass duct incorporates a ram air bypass valve which is controlled by a two position switch BYPASS VALVE - ON/OFF on panel 9P. A magnetic indicator adjacent to the switch displays line indication of the valves open/shut condition. 5. Air extraction Stale air is expelled from the flight and passenger compartments via louvred outlets on the undersurface of the fuselage, immediately aft of respective frame stations 54 and 447. 2-01 Effectivity : All Page 8 Apr30/79SHOR sso crew Monvel BFS) nw ‘ie (ee) (suse Coser) srry to ruscnr comer, ———{L____— =. conorioneo suru How sehtine Sat Ah if See eines tunenc) Ger entry ‘ a STLRRE ETRE ™ FP] cousctos sox E. ft Ft. Bs SARE RS. “ ‘TEESE GASPER BOOST SYSTEM (mon 5581) soost ant ——- RAM AIR BYPASS FACILITY (moo 5540) Optional Systems Effectivity : All Figure 2 2-01SHORTS S5E9 Crew Manual ao 6. Temperature control (flight and passenger compartments) ‘The passenger compartment automatic temperature control system consists of a controller {electronic analogue type computer), a temperature selector and two temperature sensors, ‘one within the compartment and the other in the supply duct. The controller compares the selected temperature with the compartment and duct sensed temperatures and modulates the dual bypass valve accordingly. A similar system in the flight compartment modulates the single bypass valve. The duct temperature sensors in the flight and passenger supply ducts downstream of the hot line connections additionally signal the temperature controllers to limit respective duct temper- atures throughout the conditioning range of operation (auto mode) to between 35°F (2°C) and 160°F (71°C). The lower limit is of particular importance with regard to the passenger compartment controller, ensuring that delivery air to the water separator is maintained above freezing point. If a failure occurs and the upper temperature limit is exceeded, an overtemperature switch in the appropriate duct will illuminate the BLEED AIR caption on the centralized warning panel and the associated duct OVERHEAT light on the AIR CONDITIONING SERVICES panel 9P. NOTE: The passenger compartment overtemperature switch operates when the duct temperature reaches 185°F to 194°F (85°C to 90°C) and the flight compartment switch (post mod 5408) at 235°F to 245°F (113°C to 118°C). For pre-mod installations the flight compartment overtemperature switch setting is identical to that in the passenger compartment supply duct. Receipt of an overheat warning is a signal to select the affected systems mode switch on panel 9P from AUTO to MANUAL (thus isolating the controller). Operation of the appropriate by- pass valve (dual or single) will then be subject to the control of the associated HOT/COOL manual control switch on panel 9P; this switch is held momentarily in the required position to modulate the relevant bypass valve. Crew indication of the ambient temperature in the passenger compartment is provided by a temperature gauge on panel 9P. System management NOTE: Actions marked thus * relate to optional installations only. A. On ground ventilation (engines stopped) Panel 9P: LEFT and RIGHT ENGINE pressure reducing/ shut-off valve switches (2) - OFF RAM.AIR valve switch ON RAM AIR FAN switch enemON *BYPASS VALVE switch ene OFF *Gasper Boost switch OFF/RAM/FAN . reer FAN 2-01 Effectivity : All Page 10 Apr 30/79SHORTS S09 crow Menvel EF B. On ground ventilation (engine (s) running) Panel 9P: LEFT and/or RIGHT ENGINE pressure reducing/ shut-off valve switch (es) RAM AIR valve switch RAM AIR FAN switch *BYPASS VALVE switch *Gasper Boost switch OFF/RAM/FAN Mode switches (2) TEMP selectors (2) Passenger Compt. SUMMER/WINTER valves (post mod 5198) ON ON . ON . OFF . OFF/FAN as required . AUTO . as required . a8 required Control is now automatic and will regulate to the setting of the temperature selectors. The following notes are provided to enable maximum benefit to be obtained during ground use of the air-conditioning system (engines running) and advises pre take-off actions. NOTES: (1) If a PASSENGER COMPARTMENT and/or FLIGHT COMPARTMENT OVERHEAT (amber) warning light comes on, set the appropriate temperature selector(s) to MIN; if warning persists, manually control the affected system (s) as detailed in para, D. (2) When possible, operate using air bleed from both engines. (3) For ground holding set engine FUEL condition lever to GROUND and set POWER lever to maintain gas generator speed at 70% Ng. (4) During ground operation, ITT will rise when air conditioning is selected, particularly at low values of Ng. Under these circumstances the ITT limit of 700°C at Ng values less than 61.3% must be observed. When taxiing move POWER levers with caution to avoid swinging ITT, and monitor ITT continuously. (5) Reduction of electrical accessory demands during ground operations especially with air-conditioning ON will help in lowering the overall level of engine ITT. (6) For maximum heating the RAM AIR FAN and RAM AIR valve switches should be selected OFF. (7) For max cooling (post mod 5198 and 5332) select SUMMER/WINTER valves to SUMMER and TEMP. selectors to MIN. (8) The air-conditioning system must be switched OFF for take-off. *(9) Select Gasper Boost switch to FAN before take-off. *(10) Set BYPASS VALVE control switch ON prior to take-off. 2-01 Effectivity : All Page 11 Apr 30/79SHORTS Ss Crew Manual ceee{ 0] AUTO-FLIGHTSHORTS S09 Crew Manual D, LIST OF EFFECTIVE PAGES 2.02 Card Divide} 2-02 LEP 202 List of Effective Pages’ =| Effectivity : All 2-02 Page 1 Oct 15/79SHORTS S09 Crew Manual a CHAPTER 22 — AUTO-FLIGHT TABLE OF CONTENTS, ‘SUBJECT Para. ref. Effectivity Yaw Damper Section 1 ALL 2-02 CONTENTS Effectivity : All Page 1 Oct 15/79SHORTS S509 Crew Manual ni AUTO - FLIGHT, Yaw Damper System A General ‘A Yaw Damper System is fitted to some aircraft to provide yaw axis stability with turn co-ordination, Description ‘The system comprises a computer/contral, servo-motor, yaw trim indicator and control switching with ‘engage indication, System control is provi id by:- (1) An engage/disengage switch with an integral annunicator, atthe first pilots position on panel 1P. (2) A disengage button on the outboard horn of each control wheel. The yaw trim indicator is mounted adjacent to the engage/disengage switch. Pre-flight check (1) Glose relevant circuit breakers . (2) Disengage the gust locks (3) Press the YAW DAMPER ENGAGE switch and check that the annunciator is lit, (4) While taxying, check that rudder pedals move in the opposite direction of turn and that the YAW DAMPER indicator corresponds to rudder pedal movement. (5) Press the first pilots control wheel Y.D. OUT switch and check that the system disengages. Re-engage the system and repeat for the second pilots Y.D. OUT switch. (6) Re-engage the system and then press the YAW DAMPER ENGAGE switch. Check that the system is disengaged. In flight operatic To engage the system check that the yaw trim indicator is central, press the YAW DAMPER ENGAGE switch and note that the integral annunciator is lit. The system may be disengaged by operating either OUT contro! wheel switch or again pressing the engage button; the engage annunciator will uish. Tripping either of the yaw damper circuit breakers will elso disengage the system. ‘The system may be overpowered by operating the rudder pedals with a maximum force of 80 Ibs. Limitations. In addition to normal aircraft limitations (Chapter 3), the following shall apply: (1) The yaw damper shall not be engaged at heights less than the followi (a) Take-off : 400 ft above terrain. 2-02 Effectivity : All Page 1 Oct 15/79SHORTS S09 Crew Manual ao (b) Enroute : 400 ft. above terrain {c) Approach : 200 ft. above terrain {2) The system shall not be engaged during single engine operation, 2-02 Effectivity : All Page 2 Oct 15/79SHORTS Ss Crew Manual ceee{ 0] COMMUNICATIONSSHORTS SC Crew Manual ey] LIST OF EFFECTIVE PAGES SUBJECT SUBJECT SUBJECT PAGE| DATE 2-03 Card Divider} 2-03 LEP 2-03 CONTENTS| 2.03 List of Effective Pages 2-03 Effectivity : All Page 1 Nov 28/80SHORTS Ss Crew Manual 554554] U CHAPTER 2-03 — COMMUNICATIONS TABLE OF CONTENTS SUBJECT Para. Ref Effectivity General 1 All V.H.F. Radio 2 All H.F. Radio 3 All Passenger Address System 4 All interphone 5 All Audio System 6 All Voice Recorder 7 All Tape Player 8 All Static Dischargers 9 All CONTENTS 2-03 Page 1 May 1/78 Effectivity : AllSHORTS SC Crew Manual 9, COMMUNICATIONS General This chapter describes the systems installed for communications within, to and from the aircraft. A. V.HF. Radio Two independant V.H.F. radio systems are installed, providing line-of-sight AM communication within the frequency range 117 to 139.975. Some aircraft are equipped with a frequency transfer facility, detailed in para. 28. B. HLF. Radio One of three types may be fitted — Sun Air ASB-320, Collins H.F.200 or H.F.220. The ASB-320 operates on 20 channels in the 2-18 MHz frequency range. The H.F. 200 also operates 20 channels but in the 2 to 22.9999 MHz frequency range. The H.F.220, operating on the same frequency range as the H.F.200 has 16 preset channels, but additionally be “dialled” to any desired frequency. upper and lower sideband compatible AM modes are available in all three systems. C. Passengers Address Two PA facilities are provided. (1) Normal operation : The pilots and attendant may use the system to make announcement. (2) Emergency operation : Flight compartment crew may make announcements over the left passenger compartment speakers via either headset microphones or audio panel handsets with relevant audio panel selector switches at EMY PA, D. — Interphone Interphone is operated in conjunction with the audio system enabling pilot/attendant/ground crew inter-communication, E, Audio System Audio contro! panels are installed at each pilots position to control all incoming and outgoing audio. F. Voice recorder The last 30 minutes of flight deck speech is recorded to assist aircraft accident investigation. G. Tape Player A cassette player can provide musical entertainment whilst the aircraft is on the ground. H. Static discharge Accumulated static electricity is dissipated via dischargers on trailing edges of aerofoils. F. Radio A. Basic installation (Pre Mod 5761). Two independent identical systems are installed. Both are managed via controllers V.H.F.1 and V.H.F.2 on panel 2P. Controller functions are detailed on Fig. 1. AA system is operated by selecting the power control switch to PWR and adjusting the MHz and KHz controls to provide the desired frequency as indicated. The volume control is adjusted to provide ‘a satisfactory level of audio gain. Transmission is attained by operating the appropriate handwhee! Page 1 Effectivity : All Nov 28/80SHORTS Sst Crew Manual 549-53] A Cont'd switch, with PH selected on V.H.1/2 audio panel switch or by the push-to-talk switch on the audio panel hand microphone with SP selected. Self test is achieved by selecting TEST on the power control switch, whereupon a sharp increase in background noise is attained. CAUTION: VOID SIMULTANEOUS TUNING OF BOTH V.H.F.1 & 2 TO THE SAME FREQUENCY OR TO TWO DIFFERENT FREQUENCIES THAT CARRY THE SAME VOICE MESSAGE. B, Frequency transfer facility (Post Mod 5761). This facility is available to the first pilot only. Two controllers, V.H.F.1A and V.H.F1B are mounted on panel 2P. At ‘switch on’, controller V.H.F.1A is active, with an associated light indicating so. the alternative desired frequency is dialled on controller VHF 1B and operated by pressing the VHF 1B selector switch adjacent to the two controllers; again an associated light indicates VHF 1B operative. Reversion to the frequency selected on V.H.F.1A is attained by operating the V.H.F.1A selector switch. The power switch on the V.H.F.1B controller, turned clockwise provides integral lighting. In all other respects the system is operated similarly to the basic installation. FUNCTION 1, MHz Control) provides selection of frequencies ) in the range 117.0 to 135.975 2. KHz Control) MHz 3. Power Control: controls the application of Power to the relevant tranceiver and the TEST function. 4. Volume Control: Varies the level of gain of the relevant transceiver. NOTE: On frequency transfer installations, VHF1B controller has PWR, TEST & VOL captions blanked. movement of power control integral lighting facility & selection is as normal. V.H.F. Controller Figure 1 3. HF. Radio One of three types of H.F. Radio may be installed:- Sun Air ASB-320, Collins H.F. 200, and Collins H.F.220. Page 2 Effectivity : All Nov 28/80SHORTS Sc Crew Manual o, The Sun Air installation provides for communication on 20 preset channels in the 2 to 18 MHz frequency range Collins H.F.200 operates also on 20 preset channels but in the 2 to 22.9999 MHz frequency range. The Collins H.F.220, whilst operating in the same frequency range as H.F.200, has 16 preset channels with the additional capability of being manually tuned to any frequency in the range. In all installations, system management is achieved via @ controller on panel 1P. Controller functions are detailed on figure 2. System operation is relatively simple, requiring only a knowledge of the type of emission required for any selected channel/frequency; USB, AM or telephone for public correspondence, Sun Air installation require a 15 to 20 minute warm up time on being switched on. Sun Air channel frequencies are displayed on the flight compartment roof. Collins channel frequencies are provided on a pull out reference card at the bottom of each controller. Passenger Address System This system provides facility for pilots or cabin attendant to make announcements over the passenger compart- ment speakers. An emergency mode of operation is available in the event of main system failure. Control circuitry is such that operator priocity is as follows:- 1 Pilots 2 ~ Attendant 3. ~ Music (if stereo player fitted) The P.A. MIC on the centre duct may be used to make announcements directly over the system, Alternatively, with P.A. selected on the operating pilots AUDIO panel rotary switch, announcements may be made using the AUDIO panel hand microphone, or the associated pilots headset microphone, keyed at the relevant handwheel Cabin attendants may make calls over the handset in the galley, with PASSENGER ADDRESS selected on the PASSENGER ADDRESS/INTERPHONE switch on the cabin attendants panel. Volume and SENSITIVITY control is provided on the attendants panel. Chimes usually precede announcements in normal operation, but with the stereo tape player operating on the ground the chimes are inhibited. Emergency P.A. may be selected in the event of failure of the main system. The system may then be used with either hand microphones or headset microphones in conjunction with the relevant handwheel switches. NOTE: — It is preferable, in emergency, to use hand microphones as this allows the Voice Recorder to record ‘on one channel only. A summary of Passenger Address switching is provided in Fig. 3. Interphone The system provides facility for communication between flight crew, cabin attendant and ground crew. The system is basically designed for use with headsets. This is achieved by selecting INT an operating pilots B.T/INT hendwheel switch and speaking into the headset microphone. The cabin attandant (and around crew) are included in the communication when either AUDIO panel ATTOT MIC switch is selected and the attendent galley panel PASSENGER ADDRESS/INTERPHONE switch is INTERPHONE When operating interphone on a handwheel switch, the associated observer inthe fight compartment is able to speak. Should a headset microphone become inoperative the affected pilot can stil recive on interphone, but an Speaking he wishes todo on the system is accomplished vig the appropriate AUDIO panel hand microphone {Fits wished, at any time to stop the cabin attendant (and ground crew) from speaking to the fight compart. 2-03 Effectivity : All Page 3 Nov 28/80SHORTS SSC crow manoat FEEL] CLARIFIER — Adjusts clarity of received signals. 2. Mode selector — Selects the compatible sideband for chosen frequency. 3. VOL/off — Provides control of primary power and adjusts audio gain. 4, Channel selector — Selects channel, digitally shown above selector. 5. SQUELCH — Provides nose to set audio threshold. 1. CL — Clarifier control adjusts clarity of received signals. 2. Mode selector — Selects the compatible sideband for chosen frequency. 3. VOL/OFF — Provides control of primary power and adjusts audio gain. 4, Channel selector — Selects channel digitally shown above selector. 5. $0 —Squelch control providing noise to set audio threshold. 6. Channel/frequency card. 1. CLARIFIER — Adjusts clarity of received signals. 2. Mode selector ~ Selects the comp for chosen frequency. 3. V~ (Volume) adjusts audio gain. 4. Channel/frequency controls — Select chosen channel/frequency with indication above controls. 5. SQUELCH — Provides noise to set audio threshold. Channel/frequency card. FREQ/CHAN — Frequency/channel switch appro- priately selected for desired method of frequency dialling H.F. Controllers Figure 2 Effectivity : All Page 4 Nov28/80SHORTS Ss Crew Manual c}°c5)| LU ment, both AUDIO panel ATTOT MIC switches must be selected OF F. A detailed summary of the interphone facility is provided with the Audio System summary Tables 1, 2 & 4 and associated notes. Interphone, attendant and ground crew positions are shown on Figure 4. Audio System The audio system provides selection amplification and distribution of radio and navigation signals together with interphone facilities between flight crew, flight crew and attendant and flight crew and ground crew. Ateach pilots position is an AUDIO panel which provides for the selection and distribution of received signals. The signals may be distributed to either headset or to headsets and speakers (PH or SP respectively). A volume control is provided for speakers, phones and interphone and a rotary selector switch for system made selection. Figure 6 shows a typical AUDIO panel Should a headphone become inoperative and speaker reception poor, selection of FAIL on the appropriate AUDIO panel NORMAL/FAIL switch and all receiver audio switches to SP should improve reception. ‘An ATTENDANT CALL button and light are also located on the AUDIO panels. system location diagram is provided on Figure 6 with a summary of operation in Tables 1, 2 & 3. Aircraft to Pre Mod 5154 are equipped with headset sockets to suit N.A.T.O. jacks. Aircraft to Post Mod 5145 are equipped with additional sockets to suit the customers requirements. 7. Voice Recorder ‘The flight deck voice recorder provides a continuous monitor of flight crew communications and conversations, and preserves the last 30 minutes of recording to assist in aircraft accident investigation. The complete record may only be erased with the aircraft docked and the flying controls locked. Erasure is accomplished by simply pressing the ERASE button on the microphone monitor which is mounted on the right of 1P panel. The monitor also incorporates a TEST button, which when pressed will light an adjacent lamp to indicate satisfactory operation. Aural indication of satisfactory operation may be obtained by connecting a headset (600 ohm) into the monitor phone jack and obtaining a 800 Hz signal by pressing the TEST button. Acrash occasioning a deceleration of approximately 3g will ight a RECORDER POWER OFF warning light on 1P panel. 8 Tape play The tape player will provide musical entertainment simply by providing aircraft power and inserting a chosen cassette, CAUTION: TO AVOID DAMAGE TO THE PLAYER AVOID INSERTING A CASSETTE BACK TO FRONT OR AT AN ANGLE. The system is designed for ground use only as it overrides Passenger Address chimes, although Passenger Address and all call systems remain operative. The cassette player is mounted in the galley compartment and when started will continue to play until a cassette is removed. Figure 7 shows the unit indicating all controls necessary for satisfactory operation. CAUTION: THE FAST FORWARD/REWIND CONTROLS ARE NOT DESIGNED AS ‘FAST SKIP" CONTROLS. TO USE THEM AS SUCH MAY BREAK OR DAMAGE THE CASSETTE. 2-03 Effectivity : All Page 5 Nov 28/80nop a hw: Au ogiez 40N 9 a6eg £0-2 aint Auewung -seasppy suassed TRANSIT PILOTS MICROPHONE “RITENOANTS PASSENGER | crew | _cREW Jbetecron swircn | ~WEADSET HAND | PASS.ADD._| micnoPKONE | ADORESS | yeanpHoNes | sPeAKERS posiiOn | nanowneex sw. | pusn 19 TALK | pusH To TALK| PUSH ro TALK| SPEAKER ny Postion B : oeraesseo | — ALL s = Z : vepnesseo | ALL - = ” : DEPRESSED 5 au | siverone | atocxeo TRANSMIT E - : ‘aut | swetone | stoceeo a a = = ALL 5 > - DEPRESSED 2 : ONLY 5 = eMsy. PA ‘TRANSMIT E - = ONLY E 5 DEPRESSED | ALL = = pee enueWi mst CIs slLuOHsSHORTS SsC9 FOR MUSIC SET PANT SWITCH TOINT CHANNEL SEL, CASSETTE ENTRY BALANCE, HtLuMINATED DIRECTION. INDICATOR TONE CONTROL VOLUME CONTROL Fast REWIND STOP/EJECT FAST FWO. Tape Player Unit Figure 4 9. Static Dischargers Static electricity accumulated in flight is dissipated by static “wicks” located on the trailing edges of ailerons, elevators, rudders and fins. 2-03 Effectivity : All Page 7 Nov 28/80SHORTS SsC9 Crew Manual cH bo +444 4 Jy. ERrVONE vue 3 OO Interphone (attendant & ground crew) 2-03 Effectivity : All Page 8 Nov 28/80SHORTS S59 Crew Manual rahe [0] | ADF RH SIMILAR 1P PANEL FOR ATTENDANT & GROUND CREW SPEAKER I —~ 20 Panet rus ease SPEAKER Sy HC PANEL & 7.8, PANEL LH \\ ‘AUDIO CENTRE POSITION RH. ‘AUDIO CENTRE LM. Audio System Figure 6 2-03 Effectivity : All Page 9 Nov 28/8008/82 "ON 1 2beg £0-2 iy = Auanaoy)3 Summary of Audio System Table 1 ‘uoro pane | wanonnee. | nano | sicnacsro ‘SIGNALS oraay suiron | Swine mc SPEAKER TorHoNes | REMARKS RADIOR NAV WITH | RADIOS NAV oF OFF SELECTED. |PMORSPSELECTED | SEE NOTE 1 VALE. ‘SIDETONE ar. oFF = RADIO 8 NAV Twveamvone | _associareo wt oF RADIO RNAV | OBSERVER CAN SPEAK mapioanavwrtn | napioaway | see nore 2 oF orF Sr SELECTED WTH Pit0Rse | ATTENGANT & GROUND CREW CAN SPEAK sevecteo, WITH ATTENDANT MIC SWITCH OW” nano a NAV Tarenevone | see nore oFF on wise sevecteo | RADIOS NAV. | ATTENDANT 8 GROUND CREW CAN SPEAK. ‘mma Pion se | WITH ATTENOANT MIC SWITCH ‘ON wr SeLecre. TNTERPAONE ar. ort Bs RADIO NAV Twtenpwone | SEE Wore wr orr RADIO NAV | ATTENDANT, GROUND CAEW a associaTED (OBSERVER CAN SPEAK WITH ATTENDANT wig SarTH “Ow” twvenmione | see noTE 2 OFF on fRaDio’B NAV. | ATTENDANT & GROUND CREW CAN SPEAK (WITH ATTENOANT MIC SWITCH “ON” ; THTERPHONE wr AT. orF - RADIO & NAV Twrenrvone | SEENOTED or or = raoi0'8 NAV. | _ATTENMANT GROUND CREW ANO ASSOCIATED (OBSERVER CAN SPEAK WITH ATTENDANTS uc smircH OW. OFF OFF RADIO w WAV "RADIO BNAV wrrw'se sevecreo _[rionsy'sevecreo ge EME SS SLYOHSSHORTS Ss Crew Manual 9, Audio panel control switches have three positions : Speakers & phones (SP), OFF or phones (PH). Attendants MIC switched on AUDIO panel also controls ground crew facility. Either can speak with the left or right ATTDT MIC switch ‘ON’. ‘The system does not provide volume control for the A.D.F. System. In the event of 28V.DC supply failure to the phones, select the NORMAL/FAIL switch to FAIL, receiver switches to SP and ensure that the audio selector switch is not at INT 1 or 2 and INT is not selected on the handwheel switch. The services are regained with level controlled by SPEAKER VOL control. Transmit is available by hand mic or headset mic. Radio and Nav signals are always present with receiver selector switches at SP or PH. With the attendant MIC switches selected ON, the attendant and ground crew may speak at any time with either handwheel switch at INT. Either observer may speak when the associated handwheel switch is at INT. HANDWHEEL | AUDIO CONTROL | HAND MIC PHONES (PH SELECTED) SERVICE PROVIDED RI. V.H.F.1/2 OFF RADIO, NAV & SIDETONE OFF V.H..1/2 ON RADIO, NAV & SIDETONE INT V.H.F.1/2 OFF RADIO, NAV & INTERPHONE INT INT 1 OR INT2 OFF RADIO, NAV & INTERPHONE RT, INT ORINT2 OFF RADIO, NAV & INTERPHONE | OFF INT 1 ORINT2 ON RADIO, NAV & INTERPHONE Audio System Summary Table 2 HANDWHEEL | AUDIOCONTROL | HAND MIC SPEAKER (SP SELECTED) SERVICE PROVIDED OFF V.H.F.1/2 OFF [ RADIO & NAV OFF INTT OFF RADIO & NAV OFF INT? ON = ‘Audio System Summary Table 3 2-03 Effectivity : All Page 11 Nov 28/80SHORTS SsC Crew Manual ate{(0] TRANSMIT SELECTOR SWITCH es PS RECEIVER SELECTOR SwiTcH | Audio Panel Figure 7 Effectivity : All 2-03 Page 12 Nov 28/80SHORTS SsC9 Crew Manual ceee{ 0] ELECTRICAL POWERSHORTS S509 Crew Manual fa LIST OF EFFECTIVE PAGES | sussecr_ pace] DATE SUBJECT [PAGE| DATE SUBJECT | | List of Effective Pages. 2-04 Effectivity : All Page 1 Feb 1/78CHAPTER 2-04 - ELECTRICAL POWER TABLE OF CONTENTS Subject Pera. Ref Effectivity General 1 All AC Generation 2 All AC Generation - Operation 3 All AC Generation (Random Frequency) - Description 4 All AC Generation (Random Frequency) - Operation 5 All DC Generation 6 All DC Generation - Detail 7 All DC Generation - Operation 8 All Battery Supplies - Description 9 All Battery Supplies - Operation 10 All Battery Overheat System - Description " All Battery Overheat System - Operation 12 All External Power - Description 13 All External Power - Operation 14 All Electrical Load Distribution - Description 15 All CONTENTS 2-04 Effectivity : All Page 1 Feb 1/78SHORTS S509 Crew Manual ELECTRICAL POWER a General The primary power generating system is of the 28V d.c. split busbar type in which an engine-driven starter/generator and a battery are connected to each busbar. The two busbers normally opergte independently and each supplies approximately half the general services load. Provision is made to couple the busbars during engine starting, in the event of generator failure or when an external supply is connected to the aircraft. Secondary a.c. power is normally provided by two static inverters each of which is supplied by one of the 28V d.c. general services busbars, to provide constant frequency single phase 400 Hz at 115 volts and 26 volts. A third (standby) static inverter is supplied by the 28V d.c. essential services busbars to provide an alternative a.c. supply automatically in the event of the failure of either of the normal inverters, A 200V random frequency a.c. supply is obtained from three-phase windings on the starter/generators and is used for windshield heating only. Two 24V nickel-cadmium main batteries are providing for self contained engine starting and for use in emergency following generator failure. A third, smaller 24V battery (of the same type) is provided to give an independent emergency source of power, mainly for cabin emergency lighting. Provision is made to connect a 2BV d.c. external supply to the aircraft for engine starting and ground testing. The main batteries are fitted with thermostats for overheat protection. The system is designed to preclude the total loss of electrical power as a result of a single fault in any part of the system with provision for busbar coupling, load shed- ding, and alternative supplies to the d.c. essential services busbars, zs AC. Generation A Description Two 250VA, 115V + 26V, 400Hz solid state inverters, supplied from the 28V d.c. general services busbars normally provide constant frequency a.c. to the aircraft busbars. Each inverter is supplied vie a 15 amp. circuit breaker and each provides approximately half the total a.c. load. A third inverter of similar rating and type is supplied from the right essential services busbar to provide an alternative a.c. supply automatically, in the event of the failure of either of the normal inverters. 2-04 Effectivity :. All Page 1 Nov 1/75ny + Anse SLYOHS es jpouny mer5SHORTS S509 Crew Manual 5, The inverters are designated ‘left inverter’, ‘right inverter’ and ‘standby inverter’, the ‘left’ one being located in the left battery bay and the others in the right 1. Control of the inverters is initially by ON/RESET—OFF switches on panel 4P. Each of these switches, when set at ON/RESET, completes a supply to energize the inverter input relay which completes the 28V d.c. supply to the inverter, The 115V a.c, output then activates an under-voltage unit to de-ener- gize the under-voltage relay and energize the control relay. The control relays will remain energized until the ON/RESET—OFF switches are set at OFF or the 115V a.c. supply fails. In addition, the control relays for the two normal inverters also comptete the supplies to energize the output relays which con- nect the 26V and 115V a.c. supplies to their busbars, The a.c. supplies from ‘the standby inverter are connected to two transfer relays each of which is controlled by one of the normal output relays. Thus a transfer relay is ener- gized to connect the standby a.c. to the busbar normally supplied by a ‘failed’ inverter when the affected relay is de-energized. An interlocking circuit is provided between the two transfer rélays to prevent the standby a.c. from being connected to both busbars at the same time thereby overloading the standby inverter. Indication of inverter failure is provided by three amber warning lamps on panel 4P, Each 115V a.c, busbar has a combined voltmeter/frequency meter, on panel 4P, to give direct reading of the output from whichever inverter is connected to it. indicators are mounted on panel 4P to show if they are connected to their normal inverters or if either has been transferred to standby. The left inverter receives its 28V d.c. input and control supplies from the left general services busbar, the former via a 15 amp circuit breaker No.60 and the latter via @ 5 amp circuit breaker No.61 both on distribution panel 1D. For the right inverter the input and contro! supplies are taken from the right general services busbars the former via a 5 amp circuit breaker No.210 and the latter via a 5 amp circuit breaker No.209 both on distribution panel 2D. The indication supply for the left inverter is taken from a 5 amp circuit breaker No.175 (on panel 2D) on the right essential services busbar whilst that for the right inverter is taken from a & amp circuit breaker No.26 (on panel 1D) on the left essential services busbar. The standby inverter is supplied from the right essential services busbar its input, control and indication supplies being via circuit breakers No.176 (15 amp) No.178 (5 amp) and No.179 (5 amp) respectively (all on distribution panel 2D). A 1 amp circuit breaker is connected in the 115V supply to each undervoltage unit No.327 on distribution panel 1D for the left inverter and No.377 and 376 ‘on distribution panel 2D for the right and standby inverters respectively. 2-04 Effectivity : All Page 3 Nov 1/75conn ED 3. A.C. Generation - Operation When the 28V d.c. general services busbars are energized and the inverter circuit breakers are all closed the inverters are started by holding their control switches at ON/RESET until the amber warning lamps on panel 4P are extinguished. When the control switches are at ON/RESET they energize the inverter input relays which then complete the 28V d.c. supplies to the inverters. As the output voltage from each inverter reaches 100V it opens the contacts on the under-voltage unit to de-energize the under-voltage relay and thereby energize the control relay. When the control relays are energized a pair of contacts on each completes a circuit via the contro! switch to maintain the supply to the operating coil of each input ré This supply will only be terminated when the control switch is set at OFF of the inverter output voltage falls below 90V. A second pair of contacts on each of the contro! relays, for the normal inverters, completes the energizing supply for its output relay causing it to connect the a.c. busbars to the normal inverter. The a.c. outputs from the standby inverters are connected in parallel to the contacts of two normally deenergized transfer relays designated ‘left’ and ‘right’. These relays are controlled by the output relays so that the left transfer relay is energized when the left output relay is de-energized, due to failure or switching off the inverter. With the left transfer relay energized and the left output relay de-energized the left a.c. busbars are transferred from the left inverter to the standby. The right transfer relay and the right output relay operate similarly. To prevent the transfer of both left and right a.c. busbars to the standby inverter, and ‘the consequent possibility of overloading it, the transfer relays are interlocked so that when either relay is energized its contacts break the coil circuit for the other. The magnetic indicators for the normal inverters are each controlled by contacts on the output relays so that they show ‘normal’ when a relay is energized and ‘transfer’ when it is deenergized and the appropriate transfer relay is energized. The cross hatch (or ‘off’) indication occurs when the indicator supply hes been interrupted on the normal inverter has failed without a transfer taking place, due possibily to the previous trans- fer of the other busbar to the standby inverter. The amber warning lamps are controlled by contacts on the output relays in the case of the normal inverters and on the control relay for the standby inverter. These contacts complete the lamp supplies when the re- lays are de-energized and break them when they are energized. 4, A.C. Generation (Random Frequency) - Description On each starter (generator @ three-phase winding, using the main d.c. field flux for excitation, provides random frequency a.c. with an output of 1.5 kVA at 200V nominal. (A maximum of 300V open circuit is obtained at 12250 r.p.m. with the d.c. normally regulated), Protection for the windings is by means of three-phase & amp circuit breakers mounted in the wings ent to the starter/generators. A fault on any one of the three lines will trip the relevant circuit breaker causing it to disconnect the winding completely. 2-04 Effectivity : All Page 4 Nov 1/75SHORTS Crew Manval cn co) WARNING LIGHT POWER ‘SUPPLIES tery stanomy RIGHT sonia Rerten Te reser Gwhnaset INvERTER on onneser AC VOLTMETER MAGNETIC INDICATOR RIGHT BATTERY BAY 20 RIGHT DISTRIBUTION PANEL, STANDBY INVERTER, 10 LEFT DISTRIBUTION PANEL, Sy / LEFT INVERTER AC Generation - Component Logations Figure 2 2-04 Effectivity : All Page 5 Nov 1/75SHORTS S509 Crew Manual iq AC. Generation (Random Frequency) - Operation The system is operational whenever the engines are running, the left and right starter/ generators supplying the left and right windshield heating circuits respectively. The windshield heating control circuit is described in D.C. Generation The dic. generating system is of the 28V split busbar type with a starter/generator and a battery connected to each of the two busbars. Each busbar normally operates indepen- dently and supplies approximately half the d.c. load. Provision is made to couple the busbars under certain conditions 1.e. engine starting, ground supply connected to the craft, or following a generator failure. Automatic load shedding is provided but this can be manually overridden. Emergency power is supplied by the main batteries with another small battery as @ source of emergency power. D. Generation - Ds A. Starter/generator, Lucas BC 0908 Each engine drives a starter/generator which, when operating as a generator, has the following performance at the stated speeds and temperatures. NOTE: The busbar voltage 28V d.c. nominal unless otherwise stated. (1) At 5 700 r.p.m. — 100 amp d.c. minimum at 24V d.c. at ground level self cooled, 120° (ambient) (2) At 7.800 r.p.m. — (a) 200 amp d.c. continuous between 10°C and 60°C (inlet) (b) 100 amp d.c. continuous plus 1.5k VA, 200V a.c. nominal over temperature range:- —50°C to + 60°C inlet or —50°C to +120°C (ambient) {c) 250 amp dc. plus 1.5k VA, 200V a.c. nominal below +10°C (inlet) for 2 hours in every one hundred hours. (d) 330 amp d.c. (overload) above a speed of 7 800 r.p.m. for 2 minutes. The generator is self exciting by means of the rectified output from a three-phase perma- ent magnet generator (P.M.G.) integral with the starter/generator. A further three-phase winding provides random frequency a.c. for windshield heating (24-22-00). As a starter the machine has a capability of three starts each of 25 seconds duration with a 60 second rest period between and a 15 minute cooling period between each three start/rest cycles when using internal batteries. Effectivity : All Page 6 Nov 1/75,SHORTS S09 crow Manvel SEY] The machine is cooled by an internal fan assisted by ram air when the aircraft is in flight. B. Generator contro! and protection unit Lucas U13881. This unit is responsible for the contro! and protection of the starter/generator. Exten- sive use is made of integrated circuits within the unit which provides the following functions:— (1) Generator output voltage regulation and an output current limiting facility for use when starting the second engine or when re-charging the batteries following an engine start. (2) Initial generator excitation and resetting of protection circuits without reliance ona battery source. The necessary source is provided by the permanent magnetic generator (P.M.G.) in the generator. (3) Control of the machine excitation in the starting mode. (4) Control of the line contactor, affected by sensing the generator/busbar differential voltage and generator reverse current. (5) Overvoltage protection. (6) Overspeed protection circuit which caters for the consequences of a generator shaft breakage during the engine start mode. (7) Automatic changeover from the engine start to generate mode. The equip- ment is manufactured by Lucas Aerospace Ltd; more detailed information is contained in the manufacturer's manual. C. Undervoltage unit Page C 14450/03 ‘An undervoltage unit is connected to each busbar. They are normally energized and become de-energized on a falling voltage of not less than 25 volts and energize on a rising voltage of not more than 26 volts. They are connected to provide indication of generator failure (on the warning panel) and to initiate automatic load shedding on the affected system. The equipment is manufactured by Page Engineering Ltd: further detailed information is contained in the manufacturer’s manuals. D. Line contactor E..C.E. No.141CCO1A The two line contactors, left and right, located in panels 1C and 2C respectively, each capable of switching 500 amperes. They contain-two sets of contacts in addi- tion to the main heavy duty contacts. The equipment is supplied by E.C.E.; further detailed information is available in the manufacturer's manuals. 2-04 Effectivity : All Page 7 Nov 1/75SHORTS S09 Crew Manual a £. Line contactor E.C.E. No.121CCO1A These line contactors are used in six positions as right and left shedding contactors, ground services contactors, external supply contactors and busbars coupling contactor. They are similar to type 141CCO1A and are capable of switching 200 amps. F, Line contactor E.C.E. No.111CC01 ‘These line contactors are used to connect the main batteries to the busbars. They are similar to the above contactors and are capable of switching 125 amps. G. Ammeter/voltmeters Kratos Pt.No.124, 132 A combined ammeter/voltmeter associated with each generating system is located on panel 4P. The ammeter is connected to a shunt in the starter/generator main feed and indicates armature current. The scale range is from 0 to 400 amps. The voltmeter is connected to its associated busbar through a 5 amp circuit breaker to give a direct reading of the busbar voltage. The voltmeter scale range is 0 to 35 volts. H. Ammeter shunt Kratos Pt.No.2909-1050 There is a 500 amp shunt connected in each starter/generator main feed supplying the ammeters on panel 4P. The shunts are located in panels 1C (1PA8) and 2C (2PA8) for the left and right systems respectively. They are of sufficient rating to carry the full current taken by the machine when operating in the start mode. J. Voltmeter Kratos Pt.No.115—022 This voltmeter is mounted on panel 4P, has a range of 0 to 30 volts and indicates the voltage of the tail (emergency) battery. It is a moving coil type instrument, manufacturer G, Kratos. and full details are available in the manufacturer's manuals. D.C. Gi ion - Operation A General Each generating system has the following controls on panel 6P:- a generator control switch annotated ON-OFF—COUPLE, a main battery control switch annotated ON— OFF an essential services busbar control switch annotated NORMAL-TRANSFER and a shedding busbar annotated NORMAL-OVERRIDING-EMERGENCY. In addition, there is an electrical master switch, annotated INTERNAL POWER— OFF—EXTERNAL POWER, controlling both generating systems. Magnetic indicators associated with the generating system form part of the symbolic diagram on panel 6P. 2-04 Effectivity : All Page 8 Nov 1/75SHORTS S509 Crew Manual 9, ‘Two red generator failure warning lamps captioned L-GEN and R.GEN are located on the pilots’ instrument panel 1P. After an engine has been started and run up to ground idle speed the line contactor is de-energized by the Control and Protection Units. (C.P.U.) and the starter function is isolated. When the associated generator control switch is set to ig voltage from the PMG applied to the trip line to the CPU is remov- ed and the machine functions as a generator. The initial build up of voltage is assisted by the output of the-PMG applied to the generator field circuit through the CPU. The generator output is connected to the busbar by the line contactor. The ‘operating coil of this contactor is supplied, in the generating mode, from the genera- tor positive line through the contacts of a latched relay in the CPU. Closure of the line contactor is effected when the generator voltage has reached a level of approxi- mately 0.5 volts less than the busbar voltage. A reverse current of 30 amps with a time delay of up to 2 seconds will cause the line contactor to open and take the generator off line. ‘The generator protection circuitry is self re-setting but has an anti-cycling relay in the CPU to inhibit continuous reclosure of the field relay when attempting a reset into a fault condition, thereby preventing potential ‘chattering’ of the line contactor. B. Voltage adjustment and regulation Generator output voltage regulation is effected by varying the current in the shunt field by means of the field contro! circuits in the CPU. Generator output voltage is sensed at the generator side of the line contactor and applied to the solid state field control circuits where it is compared with a zener diode reference voltage. The output from the field control circuits is function of the difference between the sensed voltage and the reference voltage, the field current varying accordingly. Voltage adjustments are made by means of a preset variable resistor on the CPU. C. Overvoltage protection Protection circuitry is incorporated in the CPU to prevent the output voltage from the generator rising above a predetermined level. The generator voltage is applied to the CPU through a circuit breaker. At a preset level of overvoltage, and in a time inversely proportional to the excess of voltage above trip level, @ pilot relay (in the CPU) is energized. The closure of the relay completes the circuit to the trip coils of the field and contactor control relays which in turn open circuit the field and line contactor coil circuits. D. Current limiting ‘The generator output current is automatically limited when the generator ‘on line’ is being used to assist the internal batteries when starting the other engine. 2-04 Effectivity : All Page 9 Nov 1/75,SHORTS S509 Crew Manual i This limits the output to approximately 330 amps maximum. The current limiting relay in the CPU is energized by a positive supplied from the start control feeders = through the electrical master switch (either position) and a relay which is energized when the busbars are coupled. E, Feeder fault sensing Current transformers located in the positive and negative lines for the generator enable the CPU to measure and compare the currents in both lines. The positive line current is sensed when it enters the contactor panel (1C left 2C right) \this is the positive and negative line currents are compared any difference will indicate an earth fault between generator and contactor panel. The CPU will de-energize the genera- tor and disconnect it from the busbars if the difference in the measured currents exceeds 60 + 20 amps. F, Battery overheat protection When a battery reaches a temperature of 60°C with the associated generators on load it is automatically isolated from the busbars — ref. 24-33— G. Load shedding Automatic load shedding of certain heavy loads is provided, in the event of generator failure, primarily to minimise battery drain. The shed busbar can be reconnected to the main busbars by moving the shedding busbar contro! switch from NORMAL to OVERRIDE after the busbars have been coupled. NOTE: — Ground services are shed if the right busbar fails but are regained when ~~ the right shedding bar is re-energized by manual selection. H. Busbar coupling It is necessary to couple the busbars during engine starting, when a ground supply trolley is connected to the aircraft or following engine or generator failure in flight. The coupling procedure is as follows:- (1) Ground supply connected When an external supply is connected to the aircraft and the electrical master switch is set to EXTERNAL POWER a supply from the 3rd pin in the ground supply socket is provided to energize the coupling contactor. In this condition all services are supplied from the ground supply trolley. 2-04 Effectivity : All Page 10 Nov 1/75ynn2ey3 2 8 on g iz ? z90 3 a ag aa if oan 4 ey i a) i SI 3 0-2SHORTS S09 CEWERAL SERVICES BUSBAR une CONTAETOR my LINE conracton Save MLA V4 © + ON OFFORITE TCEMIRAL SERVICES. BUSBAR GENERATOR CONTROL SwiteH (PART) CONTROL t PROTECTION pe MTS CATED ' ' 1 1 ' ' ' 10 crounn ‘surrey COKTACTOR ee tr nese LINE CONIACTOR cou FoNTON cONTAOL GENERATOR sanune Warning, ausean 4 VOLTAGE SENSING eo AMMETER GROUND, athe st we stoma, fase 3 nan PE ERon vour/ammaten SeTATTEREaiIeTnT «| GROUND vane trane nat to08=3 raast AG uswAR CURRENT TRANSFORMER a Fie # suerur GENERATOR Favaizne GENERATOR CURRENT TRANSFORMER as ee Generator Control Figure 4 2-04 All Page 12 Nov 1/75,SHORTS S09 crow Manvel SHEN] (2) Engine starting When starting the engines using the ground supply the busbars are coupled as described in (1) above. When starting using the internal batteries both batteries are connected to ‘the busbars (both main battery switches et ON) and the busbars are auto- matically coupled when the start master switch is set to ARMED. (3) Generator failure In the event of a generator failure the busbars must be coupled by setting the control switch of the failed generator to COUPLE. This will restore power to the failed side and enable the good generator to supply all the aircraft loads on a selective basis. If however, the busbars fail to couple the essential services normally supplied by the faulty generator may be manually transferred to the other busbar. An earth ‘fault’ on either general services busbar will cause an automatic transfer of its essential services to the other busbar. J. Voltmeters and ammeters ‘The current from each generator is indicated on ammeters on panel 4P. These are combined ammeter/voltmeter instruments. The ammeter portion of each instrument is connected to a shunt in the generator output lines. The volt- meter portion indicates the busbar voltage. The tail battery voltage is indicated on another voltmeter on panel 6P when the electrical master switch is st INTERNAL POWER. 9. Battery Supplies - Description A. General ‘Two 24 volt main batteries are fitted in the aircraft and each is connected to one of the general services busbars to supply half the d.c. load. For engine sterting the busbars are coupled, thereby connecting the batteries in parallel. The batteries are connected to the busbars by means of contactors controlled by ON-OFF switches ‘on panel 6P. A small emergency (tail) battery in the rear fuselage, and charged from the left bus- bar, to provide an independent supply for emergency lighting and a constant 24 volt supply for engine starting contro! circuits. —_It also provides a final emergency source of ignition power in the event of double engine failure. B. Detail ‘The batteries are stowed in two compartments under the pilots’ floor, one on each 2-04 Effectivity : All Page 13 Nov 1/75SHORTS S09 crow Manvel BEV] side of the aircraft. They are mounted on the floor of each compartment and are secured by means of tie bars and thumbscrews. Ventilation of the batteries in via ‘an inlet port at the front of the battery casing and two outlet ports at the rear. ‘These ports are connected by flexible nylon ducts the ends of which protrude through the fuselage skin sheeting. The airstream entering the forward facing duct circulates under and between the battery cells and exits through the rearward facing ducts. C. Battery a) The main batteries are 24 volt nickel-cadmium units with a capacity of 18.5 ampere hours at the one hour rate. Each battery is fitted with thermo- stats which activate the overheat control circuits. The main connections to the aircraft wiring are made by Elcon quick release connectors and the con: nections for the thermostats are made via a four-pin Bendix type plug and socket. (2) The emergency (tail) battery is a 24 volt nickel-cadmium unit having a capacity of 2.5 ampere hours. 10, Battery Supplies - Operation A. General ‘The two main batteries are permanently connected to separate battery busbars which supply the engine fire extinguisher, battery indication and certain lighting circuits. The batteries and their busbars are connected to the general services busbars by means of contactors controlled by ON-OFF switches on panel 6P. These switches complete the supplies to energize the battery contactors when the electrical master switch is at INTERNAL POWER. ‘When the starter/generators are operating normally an over- heat gondition will energize the appropriate relay to de-energize the battery contactor (Ref.24—23-00) to disconnect the battery from the general services busbar leaving it to supply its own busbar only. To ensure that the engines cannot be started unless both batteries are connected to the general services busbars and the two busbars are coupled, interlocking relays are connected in the starter control circuits. These relays are only energized when the battery and coupling contactors are closed. If, for any reason, one of these con- tactors fail to close the engine starting system is inhibited. The tail emergency battery is connected to the left general services busbar for charg- ing and to the starting contro! busbar for supplying the starting contro! equipment. B. Battery charging (1) Main batteries The main batteries are charged at constant voltage during flight when the system is in its normal operating mode. Battery charge is registered as part 2-04 Effectivity : All Page 14 Nov 1/75SHORTS S03 crow Manvel BFE) ‘of the generator load on the ammeter scales of the ammeter/voltmeters on panel 6P. The main batteries cannot be charged from an external source whilst they are installed in the aircraft. (2) Emergency (tail) battery For charging, the tail emergency battery is connected to the left general services busbar by means of a relay which is energized in parallel! with the load shedding contactor. In the event of the feilure of the left generator, and the consequent de-energizing of the shedding contactor, the tail battery charging relay will be de-energized to disconnect the tail battery from the busbar. When the shedding contactor is re-energized, by setting its control switch to either OVERRIDE or EMERGENCY, a diode in the coil circuit for the tail battery relay will prevent it from becoming energized to reconnect, the tail battery to the busbar. This battery is connected to both start control circuit breakers when the electrical master switch is set to INTERNAL or EXTERNAL POWER. Its voltmeter, on panel 6P is only connected to it when the electrical master switch is at INTERNAL POWER. 11. Battery Overheat System - Description A General Thermostats are fitted in the main batteries to first provide warning of an overheat condition and then to disconnect an affected battery from the general services bus- bar if adequate action is not taken to reduce the load. B. Detail There are five thermostats in each battery, one of which operates at 50°C (122°F) and the other four at 60°C (140°C). These thermostats are mounted on the intercell links, the four that operate at the higher temperature being positioned so that a localized rise in temperature will cause at least one to operate. When the battery temperature reaches 50°C (122° F) the single thermostat contacts close to complete a supply to the amber warning lamp on panel 6P. A further rise in ‘temperature to 60°C (140°F) will cause the contacts of one or more of the other four thermostats to close. This will complete a supply from the battery busbar to energize the battery overheat relay causing it to break the supply to the battery contactor coil thus disconnecting the battery from the general services busbar. If, however, the generator is off line a pair of contacts, in the de-energized line.con- tactor slave relay, will complete the supply to the coil of the battery contactor independently of the overheat relay. 2-04 Effectivity : All Page 15 Nov 1/75SHORTS Fra Crew Manual 4 I hea J RIGHT MAIN SL BATTERY <“L- | wits ‘a Battery Location and Cooling Figure 5 2-04 Effectivity : All Ren tsSHORTS S509 Crew Manual 7545 wor parteay, ausean 30°C THERMOSTAT LAr anTTEAY ovenneaT Wann LAMP sit LEFT wan patteny 00% THERMOSTATS wer sarteny CONTACTOR Ler aatreny Wacneric INDICATOR LET CEMERAL LOT UNE COMTACTOR ere nig2 esS8y VE RELAY “OUPLING ONTAR Ge me. (24-81-00) nicur stant wasTen SWITCH Urant) ERMOSTATS tocar IWSIDE war TERE) ‘SOC THERMOSTAT +> __ AIGHT pATTERT OVERMAT Wanninc Lane 1-4 RIGHT MAIN BATTERY GO'C THERNOTTATS RicnT aarTeRy CONTACTON icwt arte MAGHETIC. INDICATOR micut cencnat cut ue EOnTACTOR cru, nor 4-31-00) tn GEMERATOR OveRnear TERY ‘wire Battery Switching and Overheat Protection un stanten ctncrator wun Vin fiar 1 eH one B i # $3/5 52 #88 tery temicat wastea awiten ga an Effectivity : All Figure 6SHORTS S09 Craw Manvel SHS] O] ra arr tmencencr (raid ‘GATTERY t-- J—e Lert Load. Mo, SHEDDING CONTACTOR HG $. (24-31-00) Ta eartERY CHARGING RELAY kerr stares ‘CEntRATOR rs cruenaron FAILURE SUAVE RELAY 49: ay ‘wweN SHEDOING Busean Ywiten'is mr NOMMAC On oveRniDe 2 MTERNAL POWER oF usr ELECTRICAL MASTER SWITCH Right START CONTROL BUSBAR tert stanr. conTRoL Buseae Emergency (Tail) Battery Switching Figure 7 2-04 Effectivity : All Page 18 Nov 1/75,SHORTS S09 Crew Manual 4 When an overheat amber warning lamp lights the load on the appropriate battery must be reduced. If the reduction is sufficient the battery will cool and the lamp will be ex- tinguished. If however the reduction is insufficient and the temperature continues to rise until it reaches 60°C (140°F) the battery will be disconnected as indicated by the associated indicator on panel 6P. Subsequent cooling will cause the thermostat to re- connect the battery. The battery will also be reconnected if its generator subsequently fails, NOTE: Reconnection will only take place if the appropriate main battery switch remains at ON. It is recommended that the main battery switch is set at OFF when a battery has been disconnected due to an overheat condition. Automatic disconnect is only available when the generating system is opera- ting normally. It is inhibited if the generator associated with the overheated battery is off line. The following actions are required when an overheat indication occurs + (1) During starting — abort start (2) During flight — switch off overheated battery (3) With busbars coupled — switch off asociated battery immediately on following generator receipt of overheat warning. failure on the same side 13. External Power - Description A. General Provision is made for the connection of a 28V d.c. external supply for engine starting ‘and ground testing. The supply is connected to the right general services busbar via the ground supply contactor by a 3-pin socket and a plug on the aircraft. The pins ‘are arranged so that the plug and socket cannot be mated incorrectly. The external supply is connected to the ground services busbar, when the connection is made, re- gardless of the position to which the electrical master switch is set. To connect the external supply to the general services busbars the electrical master switch must be set to EXTERNAL POWER. B. Detail The external supply plyg is fitted at station 219-289 on the right side of the fuselage Figure 1). Included in the control circuit is the ground supply contactor, which connects the external supply to the busbar, and the ground services contactor (exter- nal) which connects the external supply to the busbar, and the ground services con- tactor (external) which connects it to the ground services busbar. These two contac- tors also operate electro-magnetic indicators on panel 6P to show when the external supply is connected to the ground services and the general services busbars. fectivity : All Page 19 oueeu Nov 1/7514, 15. SHORTS S09 craw Menus! SFEEYO] External Power - Operation When an external supply is plugged into the aircraft @ contro! supply from the third pin energizes the ground services contactor (external) direct and the ground supply contactor via the contacts on the electrical master switch which are closed when the switch is at EXTERNAL (Figure 2). At the same time the coupling contactor is energized in parallel with the ground supply contactor so that the external supply is connected to both general services busbars. When this happens the generator failure slave relays are ener- gized from the general services busbars to de-energize the load shedding contactors. It is therefore necessary to set the shedding busbar selector switch to EMERGENCY in order to reconnect the load shedding busbars by energizing the shedding contactors directly from the general services-busbar. The external supply contactor, when energized , also connects the external supply to activate the trip line circuits, in the control and pro- tection units, which inhibit the generators. NOTE: — The shedding busbar selector switch must be returned to NORMAL when ‘the external supply is disconnected. When the external supply has been connected, the various contactors operate electro- magnetic indicators, on panel 6P, to indicate that the external supply is connected to the right general services busbar, the two general services busbars are coupled and the ground services busbar is connected to the external supply direct. The load shedding busbars will ‘only be connected if their selector switches have been set to EMERGENCY. The third pin on the external plug which provides the contro! supply for the contactors is shorter than the main positive and negative pins. This is to ensure that the external supply is not connected to the busbars during the disengagement of the main pins there: by preventing arcing. The control supply connection includes a diode to prevent the system from operating if the polarity of the ground supply is incorrect. Electrical Load Distribution - Desc Power for the 28V d.c. installation is available from the following sources:- (1) The engine-driven starter/generators (2) The aircraft internal batteries (3) An external power supply Under normal operating conditions each of the two busbars is connected to a sterter/ generator and a battery. The electrical loads on each busbar are approximately equal and provision is made to couple the busbars in the event of a generator failure. In this event automatic load shedding takes place, with the facility to regain, manually, the shed loads after the busbars have been coupled. ‘The essential services busbars may each be transferred manually to the opposite general services busbar in the event of the failure of the busbars to couple after a generator failure. An earth fault on a general services busbar will cause an automatic transfer of the essential services busbar normally connected 2-04 Effectivity : All Page 20 Nov 1/75SHORTS S509 Crew Manual 75)4 External Supply Socket Figure 8 2-04 Effectivity : All Page 21 Nov /75SHORTS S09 crow Monvat BEI] GROUND seavicts CONTACTOR (EXTERNAL) crouno STS Stavices tT sutans exrennaL, surrey rue GroUND surriy MAGNETIC INDICATOR Sori BW ovr rowen oF exrennas surrey conacton coun, Phe.) un te CEL 5 stavices | susan 4 fin 4 n1cw TRU une pins OW CONTROL aD PROTECTION UTS wereenac | exrennar owen rome 30)! Richt suECTRICAL WASTER SWITCH a Graard External Supply Switching Figure 9 Effectivity : All Page 22 Nov1/75SHORTS S09 Crew Manual a Power for the 115/26V, 400Hz circuits is normally provided by two inverters which receive their 28V d.c. inputs from the general services busbars. A third inverter of the same type, supplied from the right essential services busbar, automatically provides a standby a.c. supply in the event of failure of either normal inverter. A. General The busbars which connect the generators, batteries, external supply and inverters to the various sub circuits are contained in two distribution panels mounted one on each side of the pilots’ position. These panels are designated 1D for that containing the left busbars and 2D for that containing the right busbars. For emergency lighting and starting, distribution panel 3D with its busbar connected to tail battery is located in the rear fuselage. Protection for the various sub-circuits is provided by circuit breakers of the trip free pull type mounted on the main distribution panels so as to be visible and accessible from the pilots’ position. B. Busbars ‘The busbars in each distribution panel are connected and controlled according to their operational functions as follows :- (1) General services (or main) busbars Each of these busbars provides the connection point for a starter/generator, a battery, a group of general services sub-circuits and the various secondary bus- bars. Normally the two general services busbars are separate but provision is made to couple them under the following conditions + (a) Ground supply connected When a live 28V d.c. external supply is connected to the external supply plug and the electrical master switch is set to EXTERNAL POWER. In this case both busbars are connected to the external power supply. {b) Engine starting When the start master switch is set to ARMED to permit starting either engine from both batteries. (c) Generator failure When the ‘failed’ generator control switch is set to COUPLE to enable the other generator to supply all loads on a selective basis within its 2-04 Effectivity : All Page 23 Nov 1/75