Pilot Training Cn235

TABLE OF CONTENTS CN 235
PILOT TRAINING MANUAL

DIRGATARA INDONESIA
INDONESIAN AEROSPACE (IAe)
1. Section 01 General 16. Section 16 Navigation System
2. Section 02 Flight Control System
3. Section 03 Landing Gear System
4. Section 04 Hydraulic System
5. Section 05 Pneumatic System
6. Section 06 Fuel System
7. Section 07 Air Condition System
8. Section 08 Fire Extinguisher System
9. Section 09 Ice and Rain System
10. Section 10 Emergency Equipment
11. Section 11 Powerplant
12. Section 12 Electrical System
13. Section 13 Lighting System
14. Section 14 Autopilot System
15. Section 15 Communication System

SECTION 1
AIRCRAFT GENERAL CN 235
DIRGATARA INDONESIA
1.0 AIRCRAFT GENERAL and control panels are arranged so that essential controls
and indicators are accessible to CM-1 and CM-2 allowing
The aircraft is a twin-engine pressurized aircraft having a high the airplane to be flown from either position.
cantilever wing and a rugged retractable landing gear. The
fuselage is divided into the flight compartment and cabin b. Cabin Compartment
compartment. The mission of the aircraft is to provide rapid
transportation of the personnel or cargo for delivery either by The fuselage of the cabin compartment is design
parachute or by landing on short to medium distance routes. specifically for Maritime Patrol Aircraft (MPA) with a
maximum of 10 mission seats.
The rest area located at the mid station is installed dual

1.1 INTERIORFURNISHINGS single seats on the RH side, whereas on the LH side are
installed two double seats with double folding tables as a
a. Flight Compartment function for plotting.
The flight compartment is designed according to an “all The operator mission seats are installed on the RH side
lights out” concept. Any illumination other than cockpit immediately after the rest area as a function for TACCO
lighting or instrument lighting indicates an abnormal and SENSO station operators. The TACCO has the
situation during takeoff. capability to control of the radar, IFF interrogator and
FLIR sensors whereas the SENSO will have the
The sliding windows have double-function as emergency responsibility to control and monitor the operation of the
exits for the flight crew on the ground, and as emergency ESM and the SENSO will coordinate with TACCO in
ventilation sources in flight in case smoke evacuation executing the mission.
becomes necessary.
Located in the rear part of the cabin compartment,
The Pilot and Co-pilot seats are adjustable in fore and aft installed one observer seat in each side (LH and RH
and vertical directions. Fore and aft position is balanced sides) in front of the bubble windows. The observer will be
with the rudder pedal adjustment. The vertical position is responsible to perform visual verification of the targets
adjusted to achieve a consistent eye reference before through the bubble windows. They can also act as a
every flight. reserve system operator.
Two eye reference position indicators are installed, one on The galley unit and Mission Avionic Rack (MAR) are
each side-frame, of the centre windshield panel. To adjust installed in the aircraft located on the RH side.
the seat the white and black marker balls must be aligned.
The Pilot uses the indicator on the RH frame and the Co- The aircraft is equipped with a stowage located on the LH
pilot uses the indicator on the LH frame. The instrument side behind the lavatory. The stowage is used to store
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maps, manuals and crew equipments. One crew lifer aft

also be installed in this area and have a 20 personnel’s
capacity.
c. Cargo Compartment
The cargo compartment located in the aft part of the

fuselage is design to store the SAR life raft. The SAR
liferaft are droppable with water activated type and have a
10 personnel capacity complete with survival kits.
d. Overall Dimension
Wing Span .............................. 84.68 ft (25.81 m).

Length ........................................... 75.09 ft (22.89 m).
Height (to highest point of tail ) ............ 26.83 ft (8.18 m).
Wheel base .......................................... 22.70 ft (6.92 m).
Wheel Track ......................................... 12.79 ft (3.90 m).
Propeller Diameter ............................... 11.00 ft (3.35 m).
Horizontal Stabilizer Span .................... 34.78 ft (10.60 m).
Ramp door distance from ground ........ 3.97 ft (1.21 m).
NOTE:
Typical ground distance to ramp door in horizontal position
is based on empty weight.
Fig. 1 - 1 Main Geometry Data
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Fig. 1 - 2 ANTENNAS LOCATION

Fig. 1 - 3 TURNING RADII
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SPECIFICATION
JET B, JP-4 (TEMP.MIN. -54ºC, MAX 57ºC)

FUEL JET A, JET A-1, JP-5,JP-8 TS 1, RT
(TEMP.MIN.-40ºC, MAX 57ºC)
MIL-L-7808 (YPE 1), MIN. STARTING TEMP.

OIL 54ºC.
MIL-L-23699 (TYPE II), MIN.STARTING
TEMP. -40ºC.
MIL-H-5606
HYDRAULIC FLUID MIL-H-83282 OR THE MIXING OF BOATH
THE LOWEST OPERATING TEMPERATURE
LIMIT IS -40ºC.
ENGINE EXTINGUISHER: HALON 1311

EXTINGUISHER HAND EXTINGUISHER:
FLUID BCF(BROMOCHLORO DIFLUORMETHAN)-3
EXT.
OXYGEN MIL-O-27210
Fig1 - 4 GROUND SERVICING DIAGRAMS
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Fig. 1 - 5 FLIGHT COMPARTMENT
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Fig. 1 - 6 LH and RH INTRUMENT PANEL
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Fig. 1 -7 INSTRUMENT PANEL CENTER PART
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Fig. 1 - 8 CENTRAL WARNING PANEL Fig. 1 - 9 PEDESTAL
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Fig. 1 - 10 OVERHEAD PANEL

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Fig. 1 - 11 LH and RH CONSOLE

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Fig. 1 - 12 CONTROL WHEEL
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Fig. 1 - 13 CIRCUIT BREAKER
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Fig. 1 - 14 CABIN INTERIOR LAYOUT
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SECTION 2
FLIGHT CONTROL SYSTEM
CN 235
DIRGATARA INDONESIA PILOT TRAINING MANUAL
1.0 GENERAL The trim system is electrically controlled and mechanically

actuated.
The aircraft is equipped with dual mechanical primary flight control
system with disconnection abilities between LH and RH control as The gust lock system is mechanically operated.
a safety feature. The dual flight control system consists of flight Additionally a stick shaker device is installed as an artificial stall
control surfaces, trim control surfaces, flap surfaces, indicating and warning.
warning system and the related mechanical, hydraulic and
electrical subsystems. The system is divided into primary and 1.1 AILERON CONTROL
secondary control system as follows:
The ailerons are statically and dynamically balanced control
Primary flight control systems surface attached to the outboard rear spar of each outer wing.
• Aileron control system Roll control is done through the Pilot and Co-pilot control wheels,
• Elevator control system which move the control surface through a system of control rods,
• Rudder control system bellcranks lever, quadrant assemblies and conventional closed
loop cable circuit with thermal compensated tension regulator to
Secondary flight control systems. absorb any tension differences which may occur due to thermal
expansion or contraction.
• Flap control system
• Aileron trim system Each aileron has a trim tab, trim commands are transmitted from a
• Elevator trim system ROLL trim switch installed on the LH and RH control wheels and
• Rudder trim system the trim position indicated by trim indicator unit (located on the
• Gust lock system center instrument panel). A servo tab is installed on each aileron to
assist the pilot input in overcoming aerodynamic loads during
Primary flight control system is mechanically operated and control movement.
mechanically actuated.
a. Normal roll control
The secondary flight control system is mechanically operated and
electrically controlled. In normal condition the system interconnected by two
EDRs (Electromechanical Detent Rod) to give
The trailing edge flaps are electrically controlled, hydraulically synchronized operation.
powered and mechanically actuated.
Either pilot can trim the aileron system by means of a
ROLL trim switch installed on the handgrip of the
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corresponding control wheel in the lateral side direction. serviceable half-system. At the same time the AIL FWD
Both switches send command signal to the motor of the LH DISC and AIL REAR DISC caution lights on the Central
aileron trim actuator. Warning Panel.
b. Emergency control In this configuration, the LH aileron can be trimmed from

the PILOT ROLL trim switch (operates the normal trim tab)
Each independent half-system is normally interconnected and the RH aileron can be trimmed from the COPILOT
by EDR, one located under the flight compartment floor ROLL trim switch (operates the emergency trim tab).
and one in the center wing. In the event of a control jam
(which can not be broken by force), the EDR is electrically The EDR can be reconnected by setting the ROLL DISC
disconnected by opening the guard switch of the ROLL switch to the TIE position after landing. This operates the
DISC switch (located on the EMERG TRIM and FLT CONT locking mechanism to lock the sliding tubes and the
DISC panel on the center pedestal) and then setting the system reverts to normal mode. The control wheel may
ROLL DISC switch to the UNTIE position. In this condition, have to be moved side to side to engage the locks. When
flight control deflection will require larger input than normal locked, the caution lights go off. The ROLL trim circuit is
input. now switched to their normal mode of operation.
NOTE:
In Emergency mode operation both control wheels must be

held firmly, abrupt side to side displacement may occur,
depending on the force exerted in the jammed side.
In the UNTIE position, the EDR is statically disconnected

to allow independent operation of each half-system and
provides partial control of the aircraft.
The pilot with the free control wheel has roll control of the
aircraft. Each EDR consists of two sliding tubes (one inside
the other) locked by an internal solenoid mechanism to
make one fixed-length rod which connect both half system
to form the dual control system.
When the locking system is released, the tubes are free to

slide one within the other and allow free movement of the
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Fig. 2.1 Aileron (Roll) Control System
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1.2 ELEVATOR CONTROL and one located on the rear face of the rear fuselage
bulkhead, between the two elevators.
The elevators are statically balanced control surfaces attached to
the rear spar of the LH and RH horizontal stabilizers. In the event of a control jam (which can not be broken by
force), the EDR is electrically disconnected by opening the
Pitch control is done through the Pilot and Copilot control columns PITCH DISC guard switch (located on the EMERG TRIM
which move the control surface through a system of push-pull rods, and FLT CONT DISC panel on the center pedestal) and
bellcranks, quadrants, pulleys and conventional closed loop cable then setting the PITCH DISC switch to the UNTIE position.
circuit with thermal compensated tension regulator to absorb any In this condition, flight control deflection will require larger
tension differences which may occur due to thermal expansion or input than normal input.
contraction.
NOTE:
Each elevator has a trim tab, trim command are transmitted from a
PITCH trim switch installed on the Pilot and Copilot control In emergency mode operation both control columns must
columns and the trim position indicated by trim indicator unit be held firmly. Abrupt fore and aft movement may occur.
(located on the center instrument panel). A servo tab is installed on
the RH elevator to assist the pilot input in overcoming aerodynamic In the UNTIE position, the EDR is statically disconnected
loads during control movement. to allow independent operation of each half-system and
provides partial control of the aircraft.
a. Normal pitch control
The pilot with the free control column has pitch control the
In normal condition the system interconnected by two aircraft. Each EDR consists basically of two sliding tubes
EDRs to give synchronized operation. (one inside the other) locked by an internal mechanism.
Either pilot can trim the elevator system by means of a When the locking system is released, the tubes are free to
PITCH trim switch installed in the handgrip of the slide one within the other and allow free movement of the
corresponding control column. Both switches send serviceable half-system. At the same time the ELEV FWD
command signal to the NORMAL motor of the LH elevator DISC and ELEV REAR DISC caution lights on the Central
trim actuator. Warning Panel.
b. Emergency control In this configuration, the LH elevator can be trimmed from

the Pilot PITCH trim switch (operates the normal trim tab)
Each independent half-system is normally interconnected and the RH elevator can be trimmed from the Copilot
by EDR, one located under the flight compartment floor PITCH trim switch (operates the emergency trim tab).
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The EDR can be reconnected by setting the PITCH DISC

switch to the TIE position after landing. This operates the
locking mechanism to lock the sliding tubes and the
system reverts to normal mode. Both control columns may
have to be move, fore and aft to engage the locks. When
locked, the caution lights go off. The PITCH DISC switch is
now switched to their normal mode of operation.
NOTE:
The elevator emergency PITCH trim switch should not be

operated when the elevators are disconnected, unless the
trim switch on the control column is inoperative.
Fig. 2.2 Elevator (Pitch) Control System
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1.3 RUDDER CONTROL b. Emergency control
The rudder is a statically an aerodynamically balanced control The rudder system is not equipped with a FLT CONT DISC
surface attached to the rear spar of the vertical stabilizer. facility, but an Emergency trim actuator motor is provided
Yaw control is done through the pilot and copilot foot pedals, which
move the control surface through a system of control rods,
bellcranks lever, quadrant assemblies and closed loop cable circuit
with thermal compensated tension regulator to absorb any tension
differences which may occur due to thermal expansion or
contraction.
The rudder has a trim tab, trim commands are transmitted from the
rotary RUDDER trim selector switch installed on the center
pedestal and the trim position indicated by trim indicator unit
(located on the center instrument panel).
A smart tab is installed to assist the pilot input in overcoming

aerodynamic loads during control movement. The rudder pedals
have also an adjustment installed on the LH (PILOT ) and RH
(COPILOT) to give the pilot more comfortable and controllable.
Rudder pedal adjustment set by turn crank as required to adjust
rudder pedals fore and aft.
a. Normal control
In normal condition the system interconnected by fixed

length rods to give synchronized operation. Either pilot can
trim the rudder system by means of a rotary RUDDER trim
selector switch located on the rudder trim control panel.
The switch sends command signal to the NORMAL motor
of the trim tab actuator.
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Fig. 2.4 Trim and Rudder Pedal Adjustment Controls

Fig. 2.3 Rudder (Yaw) Control System and Indicators
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1.4 TRIM SYSTEM to the center-off position. At the same time, the actuator
sends a position signal to the aileron NORMAL TRIM
All primary control surfaces are equipped with trim tabs. Each trim indicator. Pilot selector has control priority over that of the
tab is connected by push-pull control rods to an electrically driven Copilot.
actuator. Command switches to control the actuators located on
the control columns, control wheels and the emergency control b. Emergency
panel located on the center pedestal.
In the event of failure of the LH aileron trim control, the RH
Indication of the trim setting is shown on the trim position indicator. aileron trim actuator is used to provide roll trim capability.
NORMAL trim indicator for normal operation and EMERGENCY
trim indicator for emergency operation, except the operation of the Power is supplied from the AIL TRIM circuit breaker on
LH back up motor trim actuator on the LH elevator, trim tab BAT BUS No. 2 CB panel to the aileron rotary guard switch
position is shown on the ELEV NORMAL trim indicator. Trim (located on the emergency trim control panel). When the
indicator also remains the last selected trim position. guard switch is on the unlock position RH aileron trim
actuator is active and operated from AILERON EMER
TRIM switch.
1.5 AILERON TRIM OPERATION
Moving either switch to left or right position supplies power
The ailerons trim system has two motors actuator. One motor to the emergency motor actuator on the RH aileron. The
installed on the LH aileron which served as a normal motor for trim tab position is shown on the aileron EMER TRIM
normal operation and the other motor installed on the RH aileron indicator.
which served as an emergency motor for emergency operation.
c. Roll trim in FLT CONT DISC UNTIE mode
a. Normal
When the FLT CONT ROLL DISC switch is set to the
Power is supplied from the AIL TRIM circuit breaker on UNTIE position, the aileron trim control allow independent
BAT BUS No. 1 CB panel to the roll TRIM switch on the operation of each half-system and provides partial control
Pilot and Copilot control wheels. of the aircraft.
Moving either switch to left or right position supplies power Activating the ROLL DISC switch to UNTIE position, it will
to the normal motor actuator in the LH aileron. isolate the Pilot TRIM switch to the emergency RH trim
actuator and the Copilot TRIM switch to the normal LH trim
Depending on the selection mode, the actuator extends or actuator.
retracts to move the trim tab in the desired direction. When
required trim is set, the switch is released and springs back
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The Pilot can operates the normal LH trim actuator through

LH aileron TRIM switch. The trim tab position is shown on
the NORMAL TRIM indicator.
The Copilot can operate the emergency RH trim actuator

through RH aileron TRIM switch. The RH aileron trim
actuator is activated from the AILERON EMER TRIM
switch, the operation the same as emergency.
The trim tab position is shown on the EMER TRIM

indicator.
d. Aileron Floatation
If one aileron is floating, e.g. broken cable in system, it is

possible to trim the control surface to reduce the deflection.
If the LH aileron is floating, the normal roll trim switches on
the control wheels can be used to trim the control surface.
If the RH aileron is floating, the emergency roll trim switch
is used to trim the control surface.
Fig. 2.5 Trim Indicator And Gust Lock Lever
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1.6 ELEVATOR TRIM OPERATION Power is supplied from the ELEV TRIM circuit breaker on
BAT BUS No. 2 CB panel to the elevator rotary guard
Elevator trim system has three trim motor actuators, two motors switch (located on the emergency trim control panel).
installed on the LH elevator and one motor installed on the RH
elevator. When the guard switch is on the unlock position the
backup LH elevator trim actuator is active and operated
The first motor on the LH elevator functions as a normal motor for from the LH ELEVATOR EMER TRIM switch.
normal operation, the secondary motor on the LH elevator
functions as a backup motor for emergency operation. At the same time, the normal motor of the LH elevator trim
actuator is disconnected.
The motor installed on the RH elevator functions as an emergency
motor for emergency operation. Moving either switch to up or down position supplies power
to the backup motor actuator of the LH elevator.
a. Normal
The trim tab position is shown on the ELEV NORM trim
Power is supplied from the ELEV TRIM circuit breaker on indicator.
BAT BUS No. 1 CB panel to the pitch TRIM switches on
the Pilot and Copilot control wheels. c. PITCH Trim using RH Elevator
Moving either switch to up or down position supplies power In the event of both LH elevator pitch trim control is failure
to the normal trim motor actuator in the LH elevator. (normal and back up), the emergency RH elevator trim
Depending on the selection made, the actuator extends or actuator is used to provide pitch trim capability.
retracts to move the trim tab in the desired position. When
the required trim is set, the switch is released and springs Power is supplied from the ELEV TRIM circuit breaker on
back to the center-off position. At the same time, the BAT BUS NO. 2 CB panel to the RH ELEVATOR EMER
actuator sends a position signal to the elevator NORM TRIM switch (located on the emergency trim control panel).
TRIM indicator. Pilot selector has control priority over that To operate the switch, lift up the safety guard and set the
of the Copilot. switch to the up or down position. This action
supplies power to the emergency motor on the RH elevator
b. Emergency trim actuator. At the same time, the LH ELEVATOR EMER
TRIM switch on the emergency control panel is
In the event of a failure of the normal LH elevator trim disconnected.
control, the backup LH elevator trim actuator is used to
provide pitch trim capability. The trim tab position is shown on the ELEV EMER TRIM
indicator
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d. Pitch trim in FLT CONT DISC UNTIE mode If the RH elevator is floating, the RH emergency pitch trim
switch, on the emergency control panel can be used to the
When the FLT CONT PITCH DISC switch is set to the trim the control surface.
UNTIE position, the elevator trim control allow to
independent operation of each half-system and provides
partial control of the aircraft.
Activating the PITCH DISC switch to UNTIE position, it will

isolate the PILOT TRIM switch to the emergency RH trim
actuator and the COPILOT TRIM switch to the normal LH
trim actuator and back up LH trim actuator.
The PILOT operates the normal LH trim actuator from LH

elevator TRIM switch or the backup LH trim actuator by
activated the LH ELEVATOR EMER TRIM switch.
The trim tab position is shown on the NORM TRIM

indicator.
The Copilot operates the emergency RH trim actuator

through RH elevator TRIM switch. If the Copilot elevator
TRIM switch is inoperative, the RH elevator trim actuator is
controlled from the RH ELEVATOR EMER TRIM switch,
the operation the same as emergency. The trim tab
position is shown on the ELEV EMER TRIM indicator.
PILOT has two motors actuator and two control devices.
COPILOT has one motor actuator and two control devices.
e. Elevator Floatation
If one elevator is floating. e.g. broken cable in system, it is

possible to trim the control surface to reduce the deflection.
If the LH elevator is floating, the normal pitch trim switches
on the control wheels can be used to trim the control
surface.
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Fig. 2.6 Elevator/Aileron Disconnect Warnings Fig. 2.7 Emergency Trim and Controls Disconnect
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1.7 RUDDER TRIM OPERATION RUDDER TRIM switch. At the same time, the NORMAL
motor actuator is disconnected.
The rudder trim system has two motors actuator. The first motor
functions as a normal motor for normal operation and the other Moving either switch to left or right position supplies power
motor functions as an emergency motor for emergency operation. to the emergency motor actuator. The operation,
movement, and position indicator are the same as normal
a. Normal operation.
Power is supplied from the RUD TRIM circuit breaker on c. Rudder Floatation
BAT BUS NO. 1CB panel to the RUDDER TRIM switch on
the rudder trim control panel (located on the center If the rudder is floating, e.g. broken cable in system, it is
pedestal). possible to control the deflection by using either the normal
or emergency trim control.
Moving either switch to left or right position supplies power
to the normal motor of the rudder trim actuator. 1.8 FLAP SYSTEM
Depending on the selection made, the actuator extends or The aircraft is equipped with trailing edges fowler type flaps that
retracts to move the trim tab in the desired direction. When extended during take-off and landing to increase lift and to
the required trim is set, the switch is released and springs increase drag and reduce the stalling speed by generating lift. The
back to the center-off position. At the same time the flap panels, two per wing (inboard and outboard), are installed
actuator sends a position signal to the RUDDER TRIM between the fuselage and the inboard end of the ailerons.
indicator.
The flap control system governs movement and the rate of the flap
b. Emergency panels, flap position and flap warning indications. The system is
governed, controlled and monitored by an Electronic Control Unit
In the event of a failure of the normal rudder trim control, (ECU) which is constantly fed with input data from the flap
the emergency motor of the rudder trim actuator is command selector lever, feedback dual potentiometers and from
used to provide yaw trim capability. a pulse probe located in the flap power unit.
Power is supplied from the RUD TRIM circuit breaker on The ECU also receives and airspeed signal from the airspeed
BAT BUS No. 2 panel to the RUDDER rotary guard switch. transducer in the pitot-static system. The ECU analyzes all the
When the GUARD switch is on the unlock position the inputs and compares them against signal reference voltages. After
emergency motor actuator is active and operated by comparison, the ECU determines the required selection signals to
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the Flap Power Unit accordingly. The ECU also controls the brake brake to operate an internal spring mechanism. The brakes
assemblies and position warning circuits. are applied and maintain the flap setting.
a. Operation During flight, the ECU receives a signal voltage

proportional to aircraft airspeed from the airspeed
Movement of the flap command selector lever to a flap transducer. If the signal indicates that the airspeed is
setting transmits a dual signal at the ECU. The ECU higher than the design limit for flap operation (VFE), the
analyzes and compares the signals against the signal ECU sends a warning signal to the OVSP W/FLAPS
inputs from the two feedback potentiometers. When the caption on the FLAPS control panel, but It does not
ECU is satisfied that the data input is correct, a command prevent the flap operation.
signal is sent to the flap power unit to activate hydraulic
motor of the power unit into the operation. Hydraulic motor In emergency conditions, i.e. ECU has shutdown the
of the power unit is driven by the hydraulic pressure to system. The system can be reactivated on an “onetime-
extend or retract the flaps by means of eight mechanical only” basis by operating the RESET switch.
actuator.
This facility is not available if the system was shut-down
When the flap power unit motor operates, the pulse probe because of a flap asymmetry fault detection.
sends a “direction of rotation” signal to the ECU. If the
signal does not correspond to the command signal, the The Built-In-Test-Equipment (BITE) provides a means of
ECU sends a FLAP FAIL warning to the amber Central checking the integrity of the system. Operation of the test
Warning Panel. pushbutton sends a “check” signal to all shut-down
functions. The FLAP FAIL warning caption light illuminates
During and after flap movement, the two feedback dual to indicate a successful test.
potentiometers supply reference voltage signals
concerning flap position and asymmetry to the ECU and Operation of the RESET switch will cancel the FLAP FAIL
the ECU sends an average of the two signals to the flap warning. The BITE facility is only available with aircraft
position indicator. At the same time, the signals are weight on main landing wheels (W-O-W switch operated).
compared, if the asymmetry feedback occurs, the ECU
commands the power unit to shut down the system. The
ECU sends a FLAP FAIL and FLAP ASYM warning to the
amber and red Central Warning Panel respectively.
When the flap movement is completed, the ECU sends

signal to the brake assemblies to reenergize and allow the
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1.9 STALL/FLAP ICE MODE Pneumatic cross feed can work on ground with gust lock engage,
once lowered to start the flight operation, it prevents the opening of
The flap has an ice mode activation feature, which will disable the Cross Feed Valve and supply of both air conditioning packs
landing flaps (F 23) when flying in icing condition with engine air from only one engine.
inlet anti icing switched on or by pressing FLAP 23 DIS switch.
The Propeller Brake System will be inoperative if the gust lock is
In the event of icing condition by operating of the L ENG and R not on the lock position.
ENG AIR INLET ANTI-ICE switch on the overhead panel, the
selection of flap for landing position is inhibited automatically. 1.11 TAKE OFF CONFIGURATION WARNING
Therefore the aircraft is configured to land with the flaps in
approach position (15°). The indication is shown on the lighted The master WARNING annunciator will flash and the LYREBIRD
switch with FLAP/23 DIS caption on the center instrument panel. warning will be heard when any of the power levers are advanced
beyond the takeoff configuration warning enable. The take off
The FLAP/23 DIS lighted switch can be operated manually incase configuration warning will be active when any of the following
the aircrew intend to land the aircraft with flap approach, i.e. heavy condition occurs:
weight landing.
• Flaps are not set to the take off position (15° or 10°).
• Pitch trim setting is not in take off trim band (not in the green
1.10 GUST LOCK SYSTEM band).
• Parking brake is not fully released.
The gust lock system locks all primary control surfaces in the • he condition lever is not in maximum RPM.
neutral position preventing movement due to external forces (i.e. • Auto feather is not in ARM position, or
strong winds). It also restricts the movement of the Power Lever • CTHS is not set to ON with APR is not set to ARM.
(see POWER PLANT).
The system is engaged by operation of a GUST LOCK lever

located at the LH side of the control quadrant on the center
pedestal.
The gust lock system interfaces with the Air Conditioning System
and Propeller Brake System by activates the micro switches in the
control quadrant.
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1.12 LANDING CONFIGURATION WARNING NOTE:
a. Flap setting Entry an icing condition is automatic by selecting the Air

inlet Anti ice switch.
The aircraft has the following landing flap configuration. • In heavy weight or single engine failure, landing
with flap 15° is an option for the pilot and it is
b. 23° Flap landing implemented by manually selecting flap 23 DIS.
During normal operation any selection and subsequent

movement of flaps to 23°, with the L/G not down and lock
will generate a L/G warning. This warning cannot be muted
and can only be canceled by either selecting the landing
gear down or by aborting flap landing.
c. 15° Flap landing
When operation in icing condition or heavy weight or single

engine the 23° flap position is inhibit which necessitates
landing with flaps at the approach setting of 15°. To avoid
a nuisance L/G warning during operation in heavy weight
or single engine failure or Icing condition when the landing
flap is selected ahead of the landing gear on the approach,
the warning is inhibited by the radio Altimeter until the
aircraft descend to below 500 feet. This warning cannot be
muted and can only be canceled by selecting the landing
gear down, aborting the landing flap or ascending to above
500 feet.
2 - 16
SECTION 2
CN 235
Fig. 2.8 Flap Control System - Schematic
2 - 17
SECTION 2
CN 235
Fig. 2.9 Flap Controls and Indicators
2 - 18
SECTION 3
DIRGATARA INDONESIA LANDING GEAR CN 235
INDONESIAN AEROSPACE (IAe) PILOT TRAINING MANUAL
1.0 GENERAL be mechanically disconnected for ground handling (free rotation for
towing).
The aircraft is equipped with a retractable tricycle landing gear.
The Main Landing Gear (MLG) consists of a LH and RH unit. Each Gear position is indicated by three magnetic indicators. Each
unit equipped with two wheels in tandem layout, with oleopeumatic indicator corresponds to a landing gear leg and is controlled by up
shock absorber units and an actuator for retraction and extension. lock and down lock micro switches located on and operated by the
The landing gear is hydraulically operated and electrically leg as it takes up the selected position.
controlled, MLG and NLG (Nose Landing Gear) are retracted and
extended simultaneously. When retracted, the NLG is fully A continuous visual and aural warning active when any of the
enclosed by double doors and the MLG is partially enclosed by a following conditions occurs:
side fairing. All gear bays are unpressurized.
(a) Landing gear is not down and locked.
A mechanically operated emergency landing gear extension (b The aircraft is below 500 ft with either of the following
system is provided to allow the MLG and NLG to be lowered by event occurs
gravity. :
• A landing flap configuration has been achieved.
Each MLG wheel is equipped with a brake unit incorporated with • Either of the power levers have been retarded to the
an antiskid system. Normal braking is accomplished by a flight idle positions.
hydraulically powered, foot operated system. A hand operated
emergency and parking brake lever is provided to override the Control micro switches at NLG and MLG are also used by the LG
normal braking system. During emergency and parking brake Landing Gear) command system to provide a red flashing warning
operations, the antiskid system automatically deactivated. The light in the selector lever after 15 seconds does not agree with
nose wheel is not equipped with brakes. actual position.
Each MLG wheel is equipped with a brake unit incorporated with The gears are equipped with tubeless low pressure tires as follow :
an antiskid system. Normal braking is accomplished by a
hydraulically powered, foot operated system. A hand operated
emergency and parking brake lever is provided to override the
• MLG : DUNLOP 11.00 - 12/10 PR TL 160 MPH @ 62 psi (
normal braking system. During emergency and parking brake range : 59 - 65 psi ).
operations, the antiskid system automatically deactivated. The • NLG : DUNLOP 8.50 - 10/12 PR TL 160 MPH @ 84 psi (
nose wheel is not equipped with brakes. range : 80 - 90 psi ).
For maneuvering during taxi-operations, a hydraulically operated All tires have a nominal deflection of 35% and they are ribbed
nosewheel steering system is provided. The steering system shall tread pattern.
3-1
SECTION 3
Fig. 3 - 1 Landing Gear - Control and Indicators
3-2
SECTION 3
2.0 MAIN LANDING GEAR

The MLG is installed on the LH/RH lower sides of the aircraft
fuselage, slightly aft of the aircraft center of gravity. A folding drag
brace geometrically locks the landing gear in the fully DOWN
position. The MLG is locked in the fully UP position by an uplock
unit. The uplock unit is mechanically engaged and hydraulically
released. To prevent the landing gear from being retracted when
the aircraft is on the ground, a microswitch is installed on the
structure adjacent to each main landing gear leg. The
microswitches are actuated when the shock absorber units are
compressed, disconnecting the electrical supply from the landing
gear selector.
Indication of MLG in fully DOWN and lock position is given by

microswitches installed on the operating actuators. Indication of
MLG in fully UP and lock position is given by integral
microswitches in the uplock units.
Fig. 3 – 2 Landing Gear - Up and Down Configuration
3-3
SECTION 3
3.0 NOSE LANDING GEAR

The NLG is installed on the aircraft of symmetry. It is equipped with
a single wheel and a swinging arm assembly. For taxiing
maneuvers, a nose wheel steering system is provided.
A shock absorber unit installed on the NLG leg damps structural

shocks incurred during landing, takeoff and
taxiing.
Nose landing gear doors, on each side of the nose wheel bay fully
enclose the NLG in the fully retracted position. The doors are
mechanically operated by the nose landing gear leg. With the NLG
in the fully DOWN position, the doors are locked open by a spring
lever assembly. The NLG is locked in the fully
DOWN position by an integral locking claw within the hydraulically
operated actuator. In the fully UP position, the NLG is held by an
uplock unit, which is mechanically engaged and hydraulically
disengaged.
Indication of NLG in fully DOWN and lock position is given by a

microswitch on the operating actuator.
Indication of NLG in fully UP and lock position is given by an

integral microswitch in the uplock unit.
The maximum normal landing gear extension and retraction is 15

seconds by using a time delay, after UP or DOWN selection. The
warning (flashing red light in landing gear lever) is activated if the
landing gear is not UP/DOWN and locking after 15 seconds.
Fig. 3 – 3 Nose Landing Gear
3-4
SECTION 3
a. Operation directed to NLG and MLG uplock which are disengaged to

allow the LG to extend. Hydraulic fluid displaced by the
Normally the landing gear is hydraulically operated. NLG and MLG actuator movement, is directed to the fluid
Extension and retraction commands from the LG selector common return line, via the control valve. On completion of
valve are relayed to a control valve. Under emergency the LG extension, the NLG is mechanically locked in the
conditions, the LG can be extended under its own weight down position by an integral locking claw within the
and gravity forces. actuator and at the same time send signal to landing gear
magnetic indicator (green) in the cockpit. The MLG is
b. Retraction geometrically locked down by a folding drag brace. At the
same time send signal to landing gear magnetic indicator
When the selector lever is moved to the UP position the (green) in the cockpit.
solenoid of the control valve energized. This action directs
fluid pressure to the retraction inlet ports of the NLG and
MLG operating actuators. At the same time, fluid pressure
is directed to the brake units to stop main wheel rotation.
Hydraulic fluid displaced by the NLG and MLG actuator
movement, which is directed to the fluid common return
line, via the control valve . On completion of the retraction
operation, the NLG and MLG uplock are mechanically
engaged to lock the LG in the retracted position. At the
same time it send signal to landing gear magnetic indicator
in the cockpit.
In exceptional and dangerous occasion on ground, if it is

necessary to retract the landing gear, in this condition the
PNF must push on override button and move up the
landing gear lever at the same time.
c. Extension
When the selector lever is moved to the DOWN position,

solenoid of the control valve is energized. This action
reverses the control valve piston position and directing fluid
pressure to the extension inlet ports of the NLG and MLG
operating actuators. At the same time, fluid pressure is
3-5
SECTION 3
Fig. 3 - 4 Landing Gear Selector Lever and Position Indicator
3-6
SECTION 3
4.0 EMERGENCY EXTENSION

In the event of a system failure (hydraulic or electrical), the LG can
be extended by the EMERGENCY EXTENSION system.
Operation of the LG emergency extension is initiated by pulling the

guard latch at the same time lifting the emergency landing gear
extension cover handle. This action lifts the cover to expose the
uplock emergency release handle. At the same time, through
linkage, the LG control valve is operated by a plunger. The plunger
moves the control valve piston which allows displaced hydraulic
fluid to be dumped overboard.
Pulling out the uplock release T handle releases all three LG

uplocks through a mechanical system of cables, pulleys and rods.
As the LG extends, under gravity, the fluid in the actuators and
associated pipelines is dumped overboard through the control
valve.
The NLG and MLG extend fully and are locked down as for normal
extension operation.
After operating of the EMERGENCY EXTENSION system, DO

NOT CLOSE the control valve cover, otherwise LG may retract if
LG selector lever is in UP position.
Fig. 3 – 5 Landing Gear - Emergency Extension
3-7
SECTION 3
Fig. 3 – 6 Landing Gear Control and Indicator
3-8
SECTION 3
Fig. 3 – 7 LG Extension and Retraction - Schematic
3-9
SECTION 3
5.0 NOSEWHEEL STEERING

The Nosewheel Steering System (NWS) can be mechanically
disengaged for ground handling operations.
The nosewheel steering deflection design is 50°, but from test

result, it can be deflected effectively 46° of LH/RH of the center
line, and turned by a hydraulically operated steering actuator. The
actuator is controlled by a steering preselector control valve
mechanically linked to a handwheel on the LH console.
The NWS is a hydromechanical assembly connected to the aircraft
hydraulic power and electrical system.
The nose leg turning tube must be mechanically engaged with a

toothed sleeve within the actuator for steering and anti-shimmy
protection.
If the NWS is de-energized, an anti-shimmy function is maintained

by two spring loaded hydraulic valves housed in the steering
actuator.
A selector valve and a microswitch ensures that the system can be

operated only when the nose leg is in the fully DOWN position and
the nose leg shock absorber compressed.
Fig. 3 – 8 Nosewheel Steering Controls and Indicators
3 - 10
SECTION 3
Fig. 3 – 9 Nose Wheel Steering System
3 - 11
SECTION 3
6.0 BRAKES accumulator is initially pressurized with nitrogen through a

charging valve and gage installed on the servicing panel
Each MLG wheel is equipped with a hydraulically operated brake located in the RH LG sponson. An electrical transmitter
unit. sends brake system pressure readings to an indicator on
the hydraulic power system panel.
The LH and RH tandem brake units may be differentially operated
by foot pedal movement. In the event of a main hydraulic system pressure failure,
the check valve prevents loss of main brake pressure. The
A hand-operated emergency brake is provided which also serves accumulator is located in the RH MLG sponson and will
as a parking brake. supply sufficient pressure for a minimum of six full brake
applications. It also absorbs any pressure surges in the
The normal braking system incorporates an antiskid system to normal braking system.
permit maximum braking under all conditions.
For system maintenance purposes, manual operation of a
The main landing gear wheels are equipped with fuse melt plugs to discharge valve on the servicing panel, will release all
deflate the tires in the event if overheating. system pressure back to the common main hydraulic
power return line. Activation of the brake control valves is
Indication of available brake pressure in both the normal and the prevented by a check valve.
emergency/parking system is displayed on two independent
indicators installed on the HYDRAULIC SYST control panel, on the Pressure on the LH/RH foot pedals, through linkage and
overhead panel in the flight compartment. cables, operates the two brake control valves directing
main hydraulic pressure to the LH/RH brake units, via
a. Normal Brake System antiskid units and shuttle valves. Shut-off valves in the
supply line, prevent complete fluid pressure loss in the
The normal brake system is operated by foot pedal event of failure of a brake unit or associated pipelines. If
pressure which is transmitted via cables and pulleys to two one brake unit fails, the companion brake unit will operate
brake control valves. The LH brake control valve supplies normally and providing a reduced braking capability.
brake pressure to the LH brake units, the RH valve serves
the RH brake units. Differential braking is achieved through After take-off, during LG retraction, the brake control
this arrangement. valves are supplied with fluid pressure from the main gear
actuator up line and the brakes are applied automatically.
Main hydraulic power system pressure is supplied to the On completion of the operation, pressure is released
normal braking system via a check valve and is stored for mechanically by the MLG uplocks. The control valves will
using and application in a brake accumulator. The now close under internal spring pressure.
3 - 12
SECTION 3
The normal braking system has an ANTISKID protection

system to permit maximum braking without inducing a
wheel skid. The system is activated by an antiskid switch
on the center console.
The system has a wheel speed transducer in each main

wheel, an antiskid control valve for each brake unit, and an
antiskid control unit. The control unit has a TOUCH DOWN
PROTECTION system to prevent inadvertent brake
application prior to landing. The antiskid system becomes
inoperative when the aircraft speed decelerate below 15
knots and operative at speeds above 30 knots.
The wheel speed transducers are designed to allow control

of each pair of wheels (LH/RH) by one transducer in the
event of failure of the companion wheel transducer. Amber
warning caption lights on the Central Warning Panel
illuminate if any antiskid unit fails.
When not required, the antiskid units can be disengaged

from the braking system by a switch located on the center
console. In this role, the antiskid units act as modulator
valves and supply the required volume of fluid pressure to
operate the brake units proportional to foot pedal input
pressure.
Fig. 3 – 10 Normal Emergency and Parking Brakes Schematic
3 - 13
SECTION 3
7.0 EMERGENCY AND PARKING BRAKES Available emergency braking system pressure is transmitted to an
indicator gage on the hydraulic power system control panel. For
Operation of the EMERG & PARK BR handle applies equal parking purposes, push button on the handle to unlock position and
pressure to all four brake units. The handle is connected by a then the handle is pulled lock and engaged the lock. This action
Teleflex control cable to the parking brake valve. applies full system pressure to all brake units.
The antiskid system is inoperative during emergency and parking

brake operations.
The emergency and parking brake system operates independently

from the normal braking system.
When the EMERG & PARK BR handle is pulled, fluid pressure is

supplied to each shuttle valve via shut-off valves.
The hydraulic pressure displaces the internal sliding piston of the

shuttle valve closing the normal brake
supply line and opening the emergency supply line to the brake
unit. When the handle is released, spring pressure releases the
parking brake valve which closes under the action of an internal
spring assembly.
Closing of this valve shuts off supply pressure and directing fluid
pressure from the wheel brakes to the common hydraulic return
line.
In the event of a main hydraulic power system failure, hydraulic

pressure to the parking brake valve is supplied by a nitrogen
pressurized accumulator. Hydraulic pressure from the accumulator
is contained within the emergency braking system by a check valve
installed in the hydraulic pressure supply line. The accumulator has
a pressure reserve to give a minimum of six full emergency braking
applications.
3 - 14
SECTION 3
Fig. 3 – 11 Brake Controls and Indicators
3 - 15
SECTION 3
8.0 LANDING GEAR MICROSWITCHES

Certain aircraft systems require their inhibition or a particular
actuation according to whether the aircraft is in the air or on the
ground. In order to do this, there is a microswitch installed on
each of the four main landing gear legs and three on the nose
landing gear leg. These seven microswitches are the ground/air
microswitches to give different electrical signals to the system
that needs it according to whether the aircraft is resting on its
wheels (ground) or if these are not supporting any weight (flight).
The four landing gear uplock microswitches and the six downlock
allow the indication and operating sequence of the gear
described in normal Extension and Retraction.
3 - 16
SECTION 3
3 - 17
SECTION 3
8.0 PARKING AND EMERGENCY BRAKES

The parking brake and the emergency brake both use the same
hydraulic circuit and the same control. The hydraulic circuit
receives pressure from the pumps or from an accumulator identical
to the normal circuit, and applies it directly to the four brake packs
when the EMER & PARK BR Lever is pulled on the Pedestal. The
pressure only has to overcome the shuttle valves to enter the
brake packs. There is no Antiskid protection, but the pressure
which the brakes receive is proportional to the lever movement.
The lever has a fixed position, maximum aft, used as a parking
brake control.
3 - 18
SECTION 4
HYDRAULIC SYSTEM
DIRGATARA INDONESIA
CN 235
1.0 CONTROLS AND INDICATORS
The hydraulic power controls and indicators.
Fig. 4 - 1 Controls and Indicators
4-1
SECTION 4
HYDRAULIC SYSTEM
DIRGATARA INDONESIA
CN 235
2.0 HYDRAULIC POWER SYSTEM liters. These quantities are shown on an indicator in the flight
compartment and another on the reservoir itself.
The hydraulic power system supplies fluid pressure necessary to The reservoir has a relief valve in its low-pressure barrel to protect
operate: against overpressure, with vents to outside. A temperature sensor
indicates HOT HYD OIL on the central Warning panel if the
- Landing gear ( extension and retraction ) hydraulic fluid reaches an excessive temperature.
- Normal brakes
- Emergency/Parking brakes
- Nose wheel steering 4.0 DC ELECTRICAL PUMPS
- Flaps
- Propeller brake The two hydraulic pump assemblies installed in parallel are
- Ramp and Ventral doors identical. Each pump consists of a rotating pump, the electric
motor and a hydraulic fluid/air heat exchanger.
The main components of the systems are two DC electric pumps, When the electric motors switched on with the flight compartment
a Pressurized reservoir and a Module unit. The pumps receive the PUMP switch, the pumps take hydraulic fluid at low pressure from
hydraulic fluid from a pressurized reservoir and supply it to the the reservoir. Pump pressurize the fluid from reservoir to a
actuators which need it at nominal pressure of 3000 psi. pressure of 3000 psi, then send it to actuators, which need it.
The Pressurized Reservoir, the two pumps and the module unit Pump output pressure flow to the systems through the module unit.
which contains the filters, valves and the refilling and test A small part of the hydraulic fluid used to lubricate the moving part
connections are located in the RH main landing gear fairing. of the hydraulic pump and is returned to the reservoir through heat
exchanger, check valves and common return line.
Each electric motor will automatically disconnect if:
3.0 PRESSURIZED RESERVOIR
- The electric motor over temperature (O/TEMP caption light on
The system hydraulic fluid is stored in a piston type reservoir the HYDRAULIC SYSTEM CONTROL illuminate).
consists of a low pressure barrel and a high pressure cylinder, - Starting of any of the aircraft engines
pressurized by the pumps themselves to about 50 psi.
In both cases the electric motor will reactive automatically when
This pressurization prevents the formation of foam in its inside and the condition has finished, causing the pump to supply pressure to
improves the feed to the pumps. the system again.
It has capacity of 10 liters. Normal reading of the quantity indicator

with the landing gear down and ramp door close is about of 7.5
4-2
SECTION 4
HYDRAULIC SYSTEM
DIRGATARA INDONESIA
CN 235
5.0 MODULE UNIT

The module unit filters and regulates the fluid pressure before
directing it to the users. The module has three pressure sensors.
One to indicate the hydraulic pressure in the flight compartment,
and two pressure switches used to detect a possible low pressure
in its individual output pump. Also incorporated in the module unit
is filter-clogged indicator.
4-3
SECTION 4
HYDRAULIC SYSTEM
DIRGATARA INDONESIA
CN 235
Fig. 4 - 2 Hydraulic Schematic
4-4
SECTION 5
PNEUMATIC SYSTEM
DIRGATARA INDONESIA
CN 235
The pneumatic system controls and indicators.
Fig. 5 - 1 Pneumatic System Controls and Indicators
5-1
SECTION 5
PNEUMATIC SYSTEM
DIRGATARA INDONESIA
CN 235
2.0 PNEUMATICS
The Pneumatic system supplies the compressed air with specific
pressure and temperature to the Air Conditioning and
Pressurization and the Anti Ice systems.
The system consists of two independent sub system which are

identical and can be interconnected through a Cross Feed Valve
(X - BLEED), which allows the joint supply of the two Air
Conditioning Packs from either engine when the aircraft is on the
ground; although the facilities which the RH propeller brake
supposes make this engine the choice as APU to supply bleed air
to the two Packs and so condition the air of the two compartment.
Fig. 5 - 2 Pneumatic Systems
5-2
SECTION 5
PNEUMATIC SYSTEM
DIRGATARA INDONESIA
CN 235
3.0 BLEED AIR SUPPLY SYSTEM 4.0 SAFETY DEVICES

The bleed air is supplied by the engine compressor from either the The system safety devices includes a pressure switch in the duct
low or high pressure port. The low pressure bleed port is protected to the corresponding pack, and four temperature switches, for each
bleed against the entry of air at higher pressure, from the high side.
pressure bleed port, by a check valve.
In the event of an over-temperature condition accruing below the
When a sub-system is activated by the corresponding Air branch of the cross feed, the corresponding temperature switch will
Conditioning switch, the high pressure and the pressure regulator close the HP valve and will put the amber BLEED O-TEMP light in
open, so supplying air from the two bleed ports. the AIR CONDITIONING panel and the BLEED HOT light in the
Center Warning Panel comes ON. The sub-system will then supply
When the engine speed increased above FLT IDLE, the Air bleed air only from the LP outlet. When the temperature of the
Conditioning pack has a sufficient supply with the low pressure temperature switch drops to a normal valve, the BLEED HOT light
bleed port. In order to save fuel, high pressure bleed port is will go out and a reset can be done by pressing the BLEED O-
automatically cut by means of a pressure switch at the outlet on TEMP light to put it out and open the HP valve at the same time.
the engine. The two high pressure bleed ports can also be closed
manually with the HPVALVES switch on the overhead panel. Any of the following abnormal conditions:
The flow of air through each air conditioning pack is controlled by a a. An overpressure at the cross feed branch
pressure regulator valve. The pressure regulator valve keeps the b. An over-temperature at the pack outlet
pressure of the bleed air to limits acceptable for the pack and c. A hot air leak in HP bleed area
automatically closes if the supply air exceeds these pressure or d. A hot air leak in the pack area
temperature limits, or if hot air leaks in critical zones occur.
Produces the automatic closure of the corresponding HP valve and
The normal position of the valve, with electrical current on the bus pressure regulator, and also puts the visual indicator out of line.
bars but without energizing the system is closed. This shown
continuously in the flight compartment by a two-position visual The overpressure and/or over-temperature will also put the amber
indicator: PCKG BLEED light for the affected side comes on. Once the
abnormal is confirmed, the corresponding Air Conditioning switch
- Not in-line (horizontal) "closed" must be set to OFF so that the light, when it goes out, can indicate
- In-line (vertical) "open" that the abnormal condition has disappeared. With the Air
Conditioning switch at ON this indication is not produced.
5-3
SECTION 5
PNEUMATIC SYSTEM
DIRGATARA INDONESIA
CN 235
A hot air leak in the HP bleed area will also put on the WING
OVER HEAT light of the center warning panel. The WING OVER
HEAT light is common to the two side, the identification of the
affected sub-system is shown by the not in-line visual indicator.
The corresponding Air Conditioning switch must be set to off to
avoid the possible re-opening of the valves.
To prevent the engine reaching a too-high ITT during starting

because an excess of bleed, the corresponding pneumatic sub-
system will automatically close its pressure regulator valve during
this phase.
5.0 CROSS FEED

A bleed air cross over facility allows two air conditioning pack to be
supplied from one pneumatic sub-system through the Cross Feed
Valve. Its use is restricted to ground operation only, given that APU
X BLEED push button only opens the valve when gust lock lever is
engaged position.
It is normally used to condition the temperature of the two

compartments with the RH sub-system (whose engine has the
hydraulic brake on its propeller) to allow certain aircraft servicing
from the forward door.
When the APU X BLEED switch is pressed, its ON light comes on

and if the gust lock lever is in engaged position, the visual indicator
will go in line and the valve will open.
5-4
SECTION 6 CN 235
DIRGATARA INDONESIA FUEL SYSTEM PILOT TRAINING MANUAL
1.0 CONTROL AND INDICATORS
Fig. 6 -1 Controls and Indicators Fig. 6 - 2 Controls and Indicators
6-1
SECTION 6 CN 235
2.0 FUEL SYSTEM

The fuel is stored in four tanks, which form an integral part
of the wing structure. Two main tanks in the center wing and
an auxiliary tank in each outer wing. The total capacity of
the fuel tanks is 5220 liters.
In the normal condition each engine is fed from the main

tank, the main tank can also feeds both engine.
Fuel transfer from auxiliary tank to main tank can be done

by pressure transfer or gravity transfer.
The tanks can be refueled by pressure refueling system through a

pressure refueling point located at RH main landing gear fairing.
The tank can also be filled by gravity through the filler cap on each
tank.
Fig. 6 - 3 Fuel System
6-2
SECTION 6 CN 235
3.0 FUEL STORAGE

To prevent over pressurization of the tanks, each main
tank has a pressure relief valve which will discharge fuel to
3.1 FUEL TANK atmosphere. The valve also serve as a connection point to
empty the tanks by gravity defueling system when the
The fuel tank consists of the main tanks and the auxiliary aircraft is on the ground.
tanks. Each main tank has capacity of 1022 liters and of
each auxiliary tank is 1590 liters. Each auxiliary tank has capacity of 1590 liters, there a jet
Inside each main tank there is collector tank, inside the pump inside the tank which will transfers fuel to main tank
collector tank there is the booster pump. when the booster pump operated. When all the fuel has
been transferred to the related main tank, the float switch
The booster pump is used to supplies fuel during take off will send signal to the AUX annunciator on the FSCU
and landing, the main function of the booster pump is to causes the EMPTY caption comes on.
transfer fuel from auxiliary tank to main tank. When the
booster pump is energized from the flight compartment, Each main tank is vented to its related auxiliary tank
the booster pump supply fuel to the jet pump. The fuel flow through internal and external pipes. The auxiliary tanks
induces a suction pressure in the jet pump which removes has also a similar vent pipe that connected to a NACA
fuel from the auxiliary tank and transferred to the main scoop located on the wing lower skin. The venting system
tank. If there is sufficient pump pressure for the transfer, has various float valve to allow the air enter to tank but
the PRESS XFR visual indicator on the flight compartment prevent fuel spillage from the NACA scoop.
will be horizontal.
The crossfeed facility is used when fuel from one side is
Fuel transfer can also be done by gravity by selecting on required to feed the opposite engine. Operation of the
the GRAVITY XFR pushbutton switch in the flight crossfeed valve is controlled by the X FEED switch on the
compartment, which opens the gravity transfer valve. The flight compartment.
transfer condition is shown by the horizontal visual
indicator on the pushbutton.
When the fuel level in each main less than 270 liters (60
US galls), the corresponding low level float switch is
automatically operated. Operation of the switch energizes
a low level fuel pump which supplies the collector tank and
booster pump with the remaining usable fuel. The switch
also illuminates a FUEL LOW LEVEL warning on the
central warning panel.
6-3
SECTION 6 CN 235
Fig. 6 - 4 Fuel Storage
6-4
SECTION 6 CN 235
3.2 REFUELING
The aircraft can be refueled by pressure or by gravity.
Pressure refueling is controlled from the Refueling Control

Panel located in the RH main landing gear fairing. The
control panel is armed when the circuit breaker is pushed
which supply power to the ON/OFF switch. ON position
allow the test and the selection to be done in order to
refuel. Tank filling is selected using the FULL/MAIN
selector switch on the panel.
MAIN selection is used to refuel main tank only and FULL

selection is used to refuel all the tanks.
In the MAIN selection the gravity transfer valve in each

wing stays in its closed position to prevent the flow of fuel
to the auxiliary tanks, the auxiliary tanks control valve and
the auxiliary tanks overfill float switch are isolated.
FULL selection opens the transfer valve and restores

normal operation of the level control valve and the auxiliary
tank float switch.
When the TEST switch is put to ON position, the current is

cut to these control valves. In this way, a tank full condition
is simulated and stopping the pressure refueling process.
The refueling is continued by returning the TEST switch to
off position. The overfilling float switches in the each tank
give warning of the fuel level control valve failure by
illuminating an OVERFILL light on the refueling panel.
Gravity refueling is done tank by tank through four over

wing filler cap.
Fig. 6 - 5 Refueling System
6-5
SECTION 6 CN 235
4.0 QUANTITY INDICATION Tank Capacity (Usable Fuel)
The indication of the fuel quantity is achieved by means of three

capacitors installed in series in each auxiliary tank and two more in
each main tank. The signal which is sent to a Cadensicon unit
takes into account the density of the fuel. According to how the
selection is made on he panel, the indicator of each wing will
indicate the quantity, in pounds, of fuel existing in an Auxiliary
Tank, in the Main Tank, or the total for this wing.
Each tank also has a magnetic indicator, which allows the

checking on the ground of the fuel quantity in that tank. The
indicator bar comes out of the lower surface of the wing, and the
reading of the markings at the level of the lower wing surface
indicates the pounds of fuel which exist in the tank.
6-6
SECTION 7
AIRCONDITIONING AND CN-235
DIRGATARA INDONESIA
INDONESIAN AEROSPACE (IAe) PRESSURIZATION PILOT TRAINING MANUAL
1.0 AIR CONDITIONING AND PRESSURIZATION

GENERAL
The air conditioning system consists of two independent units
which use bleed air from the LH and RH engine respectively. Each
unit includes a chilled recirculation air stage which is designed to
keep engine bleed air requirements to a minimum. A bleed air
crossover facility allows both systems to be fed from either engine
if required on ground operation only.
Cockpit and cabin compartment have independent air distribution

and temperature selection systems.
Temperature is controlled from the cockpit AIR CONDITIONING

overhead panel. The normal control range covers temperatures
from 18°C to 29°C (65°F to 85°F). The LH system provides air
conditioning temperature control for the cockpit while the RH
system provides air conditioning temperature control for the cabin.
The propeller brake on the RH engine allows the engine to be used
on the ground as an Auxiliary Power Unit (APU) to satisfy air
conditioning bleed air requirements.
The pressurization system is capable of maintaining a positive

differential pressure of 3.64 + 0.10 psi, equivalent to an aircraft
cabin pressure altitude of 7850 ft at an aircraft pressure altitude of
18000 ft.
A cabin pressure controller regulates the outflow of conditioned air

through two outflow/safety valves installed on the rear pressure
bulkhead. Normally, control of the pressurization system is
automatic. A manual control facility is provided for use in the event
of a malfunction in the automatic mode, or to control Fig. 7 - 1 Air Conditioning Pack Control and Indicators (1of 2)
depressurization before opening the ramp and ventral doors in
flight.
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DIRGATARA INDONESIA
2.0 AIR CONDITIONING
a. Compression Sub System
Bleed air for air conditioning system will be supplied from

high or low stage engine bleed. The bleed port switching is
achieved by the HP pressure switch. The HP pressure
switch controls the point at which the HP bleed valve
normally opens or closes. The HP bleed valve closes when
the engine bleed pressure rises above a preset schedule
(77 + 3.5 psi) and opens when the HP bleed pressure falls
below the schedule. Air flow from opening the high
pressure bleed valve closes the low pressure bleed Check
Valve. One bleed Crossover Valve is used to isolate the
bleed air from the two engines during normal operation.
The bleed cross over valve (APU X BLEED) can also be
used on ground to supply two packs from one engine with
gust lock engaged, should the gust lock is not engaged,
the APU X BLEED ON light will still illuminate but the
actual valve is not opened.
The bleed air flow through each air conditioning pack is

controlled by the Pressure Regulator and Shut-off Valve
(PRSOV) and the pack flow characteristics are determined
by Dual Temperature Control Valve (DTCV).
Fig. 7 - 1 Air Conditioning Pack Control and Indicators (2 of 2)
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DIRGATARA INDONESIA
b. Air Conditioning Pack
When PRSOV is selected open, the bleed air will be

regulated by Pressure Regulator and Shut-off Valve and
cooled in the Primary Heat Exchanger. The pressure is
raised in the Air Cycle Machine (ACM) Compressor. The
heat of compression is removed in the Secondary Heat
Exchanger. The Dual (Primary and Secondary) Heat
Exchanger is cooled by ambient air drawn through the
Heat Exchanger by the Fan of Three Wheel ACM.
Cooling of compression air from the Bootstrap Compressor

often condenses some moisture in the Secondary Heat
Exchanger, however not enough to sufficiently dehumidify
the air to an acceptable level.
Dehumidification is completed in the condenser, where the

High Pressure air is cooled to approximately room
temperature with most of the condensation taking place on
the cold surface of the Condenser. The condensed water
drains into the bottom of large, low velocity chamber which
serves as a Water Collector.
The collected water is then sprayed through a spray nozzle

onto the cold face of the Secondary Heat Exchanger to
provide additional cooling capacity of the system.
The bleed air enters the ACM Turbine and expanded to

provide power for compressor and cooling fan.
This energy removal produces very low turbine outlet air

temperature. The cold turbine outlet air is mixed with hot
Fig. 7 - 2 Compression Sub Systems air bypass air immediately upon exiting the turbine and
mixed with cabin recirculation air in the Mixer. The air
mixture is heated while passing through the condenser and
becomes the supply air.
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The supply (duct) air temperature is sensed and limited

during automatic operation to a minimum of 2°C (37°F) and
maximum of 80°C (175°F) to prevent the condenser cold
side inlet temperature from falling below the allowable ice-
free operating point.
Fig. 7 - 3 Air Condition Pack
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c. Air Distributing System and Avionic Cooling Ducting

Schematic
The conditioned air from both air conditioning pack joined

together in the plenum (Mixing box) before supplied to the
cabin and cockpit compartment.
A part of cabin ambient air is extracted by the recirculation

fan located on the air conditioning panel and routed to the
condenser mixer.
Recirculation fans are controlled by switch labeled “L and

R RECIRC FAN” located on the air conditioning panel. The
avionics compartments cooling are provided by avionic bay
fan to suck the avionics compartment ambient air and
discharge to cargo compartment.
RH console cooling is provided by additional fan to suck

the RH console ambient air and discharged to cabin under
floor.
The avionics bay fan and additional fan are controlled by a

switch labeled AVIONIC located on the air conditioning
panel.
Fig. 7 - 4 Air Distribution Systems
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d. Compartment Temperature Control and close the PRSOV and shut off the delivery of bleed air
to the pack.
The environmental control system consists of the
necessary hardware required to provide independent When the Compressor outlet temperature exceeds 224 +
temperature control for both the flight and cabin 6°C (435 + 10°F) the compressor over temperature switch
compartments using two temperature controllers. is actuates and will close the Pressure Regulating and
Shut-off Valve.
The temperature controller maintains the compartment air
temperature at selected value by modulating the dual When the temperature in the supply duct exceed 87.7 +
temperature control valve based on temperature selector 2.7°C (190 + 5°F), the supply (duct) over temperature
input, compartment temperature and supply (duct) switch actuates and will close the pressure regulator and
temperature. The supply (duct) temperature is sensed and shut-off valve.
limited during automatic operation to a minimum 2°C
(37°F) and maximum of 80°C (175°F). Both packs could be supplied from one engine by opening
the Cross Bleed Valve on ground operation only.
The manual temperature control mode is provided as back-
up when automatic temperature mode fail. In the manual
mode, the supply (duct) temperature is controlled manually 3.0 PRESSURIZATION
from temperature toggle through dual temperature control
valve. a. Cabin Pressurization Controller
e. Safety Devices The cabin pressure controller is programmed with signals

from a landing gear switch, PL position switches and the
Automatic pack protection is provided at four location; cabin pressure selector to give full automatic cabin
Bleed Over Pressure at the pressure regulating and shut- pressure control. An AUTO/MAN switch on the cabin
off valve outlet, Bleed Over Temperature at the pressure pressure selector, when set to the MAN position, gives
regulating and shut-off valve outlet, Over Temperature at manual control in the event of a malfunction in the
compressor outlet and Supply (duct) Over Temperature at automatic mode. In the automatic mode, the control
pack outlet. system uses a fixed schedule of cabin pressure
When PRSOV outlet pressure higher than 39 + 1 psi, the versus atmospheric pressure for automatic regulation of
pack over pressure switch will activate and close the cabin pressure in flight. This function is programmed into
PRSOV and shut off the delivery of bleed air to the pack. the electronic controller and additional logic is added to
perform in flight corrections automatically.
When PRSOV outlet temperature higher than 288 + 6°C
(550 + 10°F) the pack over temperature switch will activate
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The automatic mode allows the system to operate without negative pressure differential to -0.36 psi or -10 in H2O or
monitoring the rate of change of cabin altitude and cabin less.
altitude as well as prevents the necessity for the selection
of cruise cabin altitude and cabin rate of change for climb
and descend.
The control system also includes a cabin altitude isobaric

hold function and a manual controller, for manual control of
cabin pressure, in the event of loss of electrical power or at
discretion of the flight crew.
A differential pressure transducer, forward of the cockpit

RH console, senses cabin and outside static pressure and
sends a signal to the cabin pressure indicator.
In the event of an emergency, whether the system

operates in AUTO or MAN mode, the cabin air pressure
can be discharged to atmosphere by operation of the
PRESS DUMP switch.
Microswitches are installed on crew door, passenger door,

ramp door and ventral door that are electrically linked to
the cabin pressure controller to prevent operation of the
pressurization system if any door is not secured and
locked.
b. Outflow Valves
Positive and negative pressure relief is an automatic

function of the outflow/safety valves and is independent of
other modes of operation. When the cabin to outside
pressure differential reaches 3.8 ± 0.1 psi, the outflow
valves open as necessary to keep the pressure differential.
As the aircraft descends and negative pressure
differentials develops, the valve will open to limit the
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Fig. 7 – 5 Pressurization Control and Indicators
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4.0 AUTOMATIC OPERATION reverts to the ground mode of operation with both valves in
the fully open position.
a. Ground Mode (aircraft is powered)
c. Flight Mode
The system self-test is initiated on ground by setting the
AUTO/MAN switch from MAN to AUTO. The FAULT As the aircraft leaves the ground, the weight-on-wheels
annunciator will illuminate momentarily. The light will go off switch operates and signals the cabin pressure controller
if test is successful. The cabin pressure controller then to change to FLIGHT MODE of operation. The controller
supplies electrical command signals to the primary then analyzes all input signals and computes the proper
outflow/safety valve to open the electropneumatic control auto-schedule altitude of the cabin in relation to the
valve then move the primary outflow/safety valve to the present aircraft altitude. This value is then compared with
fully open position. The secondary outflow/safety valve, the selected landing field altitude and the controller uses
being connected to the primary valve by a pneumatic line, the higher of the two as the control value. The controller
also opens fully. then signals the outflow/safety valves as required to
ascend or descend the cabin altitude at a rate not greater
b. Pre-Pressurization Mode than the selected rate of change. Because the auto-
schedule is a function of aircraft altitude, the cabin rate of
When the PL are advanced to the take-off position if the air change (required to follow the auto-schedule) will depend
conditioning is switched ON, the controller determines the on the aircraft rate of climb/descent. The auto-schedule is
cabin pressure that existed just before the PL designed to keep to a minimum the rate of change in cabin
altitude. The nominal rate selector setting will correspond
advancement and retains this reference cabin altitude. The
to a cabin climb rate of 600 fpm and a cabin descend rate
controller then signals the outflow/safety valves to start
of 400 fpm.
closing. The closing of the valves decreases cabin altitude
(increases cabin pressure) at the selected rate until the
d. Landing Mode
cabin altitude is approximately 140 ft below the referenced
cabin altitude (pre-pressurization). This ensures that the
As the aircraft lands the weight-on-wheel switch operates
valves are in a controlling position at lift-off and prevent
and signals the controller to change to LANDING MODE of
any ground pressure transient effects (at the valve
operation. This mode allows a controlled rate of change in
discharge points) from affecting the cabin pressure. If both
cabin altitude in the event that the selected landing field
ECS packs off, the outlet/safety valves move to the fully
altitude is different from the actual landing field altitude.
closed position. If the take-off is aborted and the PL’s are
When this condition occurs, the cabin altitude will change
returned to the IDLE position, the controller commands the
at the selected rate of change for a maximum time of 60
valves to open and the cabin pressure returns to outside
seconds, or until the cabin and outside air pressures are
pressure at the selected rate of change. The system
equal. The system then reverts to ground mode of
operation and commands the output/safety valves to move
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to the fully open position. If the PL are advance to the take- 6.0 MISSION COOLING SYSTEM
off power setting (at any time during the landing), the
controller will command the system to change to the PRE- The aircraft is installed with the Vapor Cycle Cooling System
PRESSURIZATION MODE. (VCCS) placed on the TACCO console and Mission Avionic Rack
(MAR) to maintain the environment temperature / mission avionic
5.0 MANUAL OPERATION equipment systems.
In the event of system electrical failure or if the AUTO/MAN An internal fan also installed inside aircraft nose radome as a
switch is set to MAN, the system will revert to the manual mode function TWT radar cooling system to produce cooling through
of operation. As the electrical power is removed, a solenoid the forced convection from the cockpit air flow for maintaining the
operated valve in the secondary outflow/safety valve closes, temperature of the air within the TWT compartment.
retaining the last control pressure in the ISOBARIC HOLD control
chamber. The control chamber maintains the cabin altitude by The VENT lighted switch control the operation of the evaporator
controlling the pressure in both outflow/safety valves in relation unit, whereas the COOL lighted switch controls the operation of
to the pressure in the isobaric hold chamber. When using the compressor and condenser fan of the condenser unit.
MANUAL control lever (by moving and holding in the UP or DN
position), the cabin altitude is changed as required. The rate of The VCCS systems can be controlled from the panel located on
change is controlled by adjusting the DECR/INCR rate selector the TACCO console labeled “MISSION COLLING SYS” by
knob. The UP/DN manual control lever is spring-loaded to the pressing the lighted switch “VENT” prior pressing the VCCS -
center (HOLD) position. In this position the cabin altitude FAN and the VCCS FAN / FMS CTL on the MISSION SYSTEM
stabilizes on ISOBARIC HOLD chamber pressure. An air check CB panel. The ON indicator on the lighted switch illuminated,
valve in the isobaric hold system ensures that there is a vacuum indicate the system is operative.
relief when operating in MAN mode. The valve will open to
equalize the air pressures in the event that outside air pressure is By pressing the lighted switch “COOL” and prior pressing the
less than the vacuum pressure in the secondary outflow/safety VCCS - COND and the VCCS FAN / FMS on the MISSION
valve. The vacuum regulator is provided to improve the SYSTEM CB panel, both of the ON indicators lighted switches
performance of cabin altitude Manual UP rate of change. “VENT and COOL” illuminated, indicate that the condenser and
evaporator units are operatives.
NOTE:
1. When the electrical power to the evaporator unit is failure,

the indicator “FAIL” on the lighted switches VENT and
COOL will illuminates, also IRS FAN amber contain on the
CWP illuminated. This condition cause the
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compressor and condenser fan will de-energize as 7.0 LAVATORY VENTILATION

protection means.
When the lavatory is occupied, it produces odor. In any case
2. The “FAIL” indicator on the “COOL” lighted switch will produce smoke when the lavatory compartment on
illuminated when the VCCS fail to operate due to fire, it is necessary to provide ventilation in order to remove odor
refrigerant overpressure or low pressure. and smoke from the lavatory compartment, and
also to avoid odor and smoke to enter the cabin compartment.
3. The condenser unit can be operate only in the flight For these purpose, a fan is installed to suck air from the lavatory
operation or on the ground by the GPU. through the duct along the ceiling and dump
overboard.
4. The evaporator fan can be operate on the ground without The Lavatory fan is controlled by a switch labeled “LAV FAN”
the aircraft external power (GPU). When in the flight located on the RH Miscellaneous console (CM-2
operation will be automatically isolated if one TRU Console). See Figure 1.16-9.
operation only. The evaporator unit is automatically It is mandatory to switch “ON” Lavatory fan after engine start and
operated when the condenser unit is operated or when the during flight until landing.
IRS / GPS is operated on the ground as well as in the
flight operation.
5. The ON / FAIL indicators of the “VENT, COOL and RDR

TX” lighted switches can be tested the status of the
systems by activated the toggle switch labeled “TEST”
located on the WORKSTATION LT panel of the TACCO
console.
The RADAR - TX cooling fan can be operate by pressing the lighted

switch “RDR TX” prior pressing the RADAR FAN on the MISSION
SYSTEM on the CB panel, the ON indicator lighted switch will
illuminated, indicate the fan is operative.
NOTE:
1. When the fan runs bellow a set value, the FAIL indicator
on the lighted switch will illuminated.
2. The system can be operated in the flight with one of D.C
mission active or on taxiing operations.
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Fig. 7 – 7 Pressurization Control Schematic

Fig. 7 – 6 Avionic Cooling Ducting Schematic
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Fig. 7 – 8 Mission Cooling System Control and Indicators Fig. 7 – 9 Lavatory Fan Control and Indicators
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DIRGATARA INDONESIA FIRE PROTECTION SYSTEM PPIILLO
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The controls and indicators of the engine fire protection system.
Fig. 8 - 2 Engine fire Extinguisher Controls

Fig. 8 -1 Detection Warning
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2.0 FIRE PROTECTION SYSTEM
The aircraft fire protection gives warning and extinguishing facilities

when an overheat or fire condition occurs.
The fire protection has two sub-system:
2.1 DETECTION
The detection system in the engine zone are controlled by
fire sensing elements. Smoke detector controls the internal
detection system whenever excessive heat, fire or smoke is
detected. Alarm and warning indications are heard and
displayed in the flight compartment.
2.2 EXTINCTION
The engine extinguishing system is a fixed installation of two
pressurized extinguisher bottles each with a two shot
capability. Both extinguishers can be discharged
independently to extinguish a fire in either engine.
The internal extinguishing facilities have some movable

hand operated extinguishers bottles located in the main
compartment.
Fig. 8 - 3 Fire Protection System
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3.0 ENGINE OVERHEAT OR FIRE DETECTION
Each engine is equipped with a detection circuit, which passes

close to the most critical parts of the engine. The detector consists
of two loops of flexible heat sensitive wire type element.
In case of fire, the detector circuit sends a signal to the control unit,
which activates the following signals:
- The audible warning sound

- The corresponding Fire Handle red warning comes on
- The corresponding Warning Panel ENG FIRE comes on
The fire warning stops when the fire or overheat conditions stop.
The audible warning sound can be cancelled by pressing of the
Master Warning annunciators on the instrument panel.
The system is able to detect its own failures, activating the

corresponding ENG FIRE DET light in the warning panel.
Fig. 8 - 4 Engine Overheat or Fire Detection
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4.0 ENGINE FIRE EXTINGUISHING
The extinguisher system has two bottles in parallel so that the pilot
has two discharge shots of extinguishing available for the effected
engine. The illuminated Fire Shutoff Lever operates the system.
The first movement , pulling the lever, cuts the fuel supply to the
corresponding engine (and the hydraulic pressure to the propeller
brake if it is the RH engine) and puts the two READY lights on in
the DISCH placards to indicate that the detonator circuit is ready to
be operated. When the lever is turned to the left, the first bottle is
discharged and the DISCH light comes on in the placard. Turning
the lever to the right, the process is repeated with the second
bottle.
To prevent an overpressure condition, each bottle has a relief pipe

with an exterior outlet through a discharge indicator. These disc
rupture type indicators, located in the RH wing root, show green
when the disc is intact and red when it has been broken.
Fig. 8 - 5 Engine Fire Extinguishing
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5.0 CARGO COMPARTMENT SMOKE DETECTION

The smoke detection system for the cargo compartment consists
of a photo electric detector which, when smoke is detected,
operates and sends a signal to the CARGO FIRE warning caption
light on the red CWP. At the same time, an audio warning is
sounded.
Fig. 8 - 6 Cargo Compartment Smoke Detection
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6.0 LAVATORY COMPARTMENT SMOKE DETECTION

When smoke is detected in the lavatory compartment, a red
LAVATORY FIRE warning on the central warning is illuminated. An
audio warning is also sounded.
Fig. 8 - 7 Lavatory Compartment Smoke Detection

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DIRGATARA INDONESIA ICE & RAIN PROTECTION SYSTEM PPIILLO
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The ice and rain protection system controls and indicators are
shown.
Fig. 9 - 1 Wing and Tail Deicing Controls and Indicators

Fig. 9 - 2 Engine Anti - Ice Controls and Indicators
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Fig. 9 - 3 Propeller De - Icing Controls and Indicators Fig. 9 - 4 Windshield Ice and Rain Protection Controls and Indicators
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2.0 ICE AND RAIN PROTECTION
The components which have ice and rain protection are :
- Surfaces (wings and tail)

- Engine air intakes and inlets
- Propeller blades
- Windshields
- Pitot Tubes
- A.O.A. (angle of Attack) Sensors
To remove ice already formed or to avoid its formation, the wing

and tail deicing system and part of the engine anti-ice system use
hot engine bleed air. The other components are heated by
electricity. Each windshield also has, an electrically operated
windshield wiper which wipes the water off the windshield to avoid
the loss of vision. An ice detector is installed to detect when icing
conditions exist.
Fig. 9 - 5 Ice Detection, Pitot tube and AOA Sensor Anti Ice Controls and Indicators
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3.0 WING AND TAIL DE-ICING
The wing and tail de-icing is by intermittent inflation of elastic boots

on the leading edges. These break the ice once it has formed. The
air taken from the engines is regulated to the operating pressure of
the system by a Regulator Valve, and is sent to the Distribution
Valves through water separators. These valves let the inflation air
pass to the corresponding boot, according to the orders of a
controller. The inflation time of the boots, as well as the actuation
cycle, are controlled by the Timer of the controller. The controller
distributes the signals to the Distribution valves and tests the
functioning of the system by means of pressure switches. These
switches put the corresponding monitor light on in the flight
compartment when its boot receives pressure (with the De-icing
Monitor Switch at MON). In a failure condition, the Timer will leave
the system inoperative and will put the Warning Panel WING TAIL
DI light on.
In the case of a pressure excess because of Regulator Valve

failure, a pressure switch advises the crew by putting the HIGH
PRS DEICING light on in the Warning Panel.
The system has two operating modes, automatic and manual. The
automatic mode can operate in heavy icing conditions (HVY ICE)
or normal icing (LT ICE). The operating mode is selected by the
crew with the MODE SELECT selector on the Overhead Panel.
Fig. 9 - 6 Ice and Rain Protection
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The actuation sequence is fixed in the automatic mode and is :
1. Inflation of the outer wing boots (LH and RH wing)

2. Inflation of the inner wing boots
3. Inflation of the tail boots
The manual mode allows the manual operation of each pair of

wing boots or the tail boots in case of failure of the automatic
system. To operate in this mode it is necessary to put the MODE
SELECT selector in the MAN position and press the corresponding
pushbutton to inflate the respective boots and release it to deflate
them.
Fig. 9 – 7 Wing and Tail De-icing
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- One electrical from the ENG ANTI_ICE pushbutton on the

4.0 ENGINE ANTI-ICE Overhead Panel
Each engine has an anti-ice system which avoids the formation of The first is to bleed part of the compressor air when the engine is
ice in: at low revolutions to prevent compressor stall. The HMU signal
keeps the valve open during the start and operation at low power
- The Nacelle Intake surface (NG < 80%) independently of the position of the ENG ANTI-ICE
- The Splitter Lip pushbutton.
- The Guide Vanes
- Intake Support Fins Above 80% NG, the valve stays open if the ENG ANTI-ICE
pushbutton is pressed to assure a sufficient flow of air for anti-ice.
The Nacelle Intake surfaces are heated by electric mats supplied
by an alternator, which in case of failure is substituted for that of The inlet support fins are heated by the engine return oil, which
the other engine. These alternators, driven by the propeller gear flows through the oil/air heat exchanger integral in the supports.
box of each engine, begin to function when Np > 77%. The heating
of the mats is controlled by a controller according to the signals it
receives from sensors in the Intake (keeps the temperature
between 60 and 80ºC). In the case of low temperature, the
corresponding INLET DEICING light comes on in the Warning
Panel.
The electric mats are star-connected heaters whose current is

monitored with an Earth Fault Detector (EFD). When the EFD
detects an earth fault (heater failure), the corresponding FAIL light
and INLET DEICING warning light come on. The earth fault signal
is a latched output. The lights only go off when the corresponding
system is switched off.
The splitter lip and the engine Guide Vanes are heated by hot
bleed air from the last stage of the axial compressor. The control is
done by means of the Anti-ice and Start Bleed Valve, which
receives two signals:
- One mechanical from the HMU
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Fig. 9 - 8 Engine Anti Ice
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5.0 PROPELLER DE-ICING
The blade heater elements receive current from a timer which is

responsible for the distribution to each opposed pair of blades with
an established time and duration.
The operating cycle depends on the FAST or SLOW selection

made in the flight compartment:
- In the FAST position, each pair of opposed blades

receives heating for 10 sec, and once the last pair have
been heated, there is a rest period of 30 sec.
- In the SLOW position, the heating period of each pair of
opposed blades is 20 sec, but there is no rest period.
In either selection, the heating sequence is the same:
- Propeller 1, blades 2 and 4

The cycle starts from where it was in the moment that it was
interrupted in the previous actuation (rest period included).
In order to increase the safety and life of the system, there are two
identical timers which can be selected. The operation of the
system is monitored by an ammeter.
If it is necessary to operate the system on the ground, there is a

GND OPR pushbutton (guarded) to bypass the landing gear
microswitches, which prevent normal operation on the ground.
Fig. 9 - 9 Propeller De-icing
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6.0 WINDSHIELD ICE AND RAIN PROTECTION 8.0 ICE DETECTION
The windshield are protected against the accumulation of ice by an Icing conditions can be detected by an Ice Detector which puts the
electrical heating system. Each windshield has its own temperature ICE FORM light on in the Warning Panel. The Ice Detector is a
Regulator, activated by its WINDSHIELD switch, which small rotating cylinder, which changes its rotation when ice forms
automatically energizes and de-energizes the heating according to on it and puts on the ICE FORM light in the Warning Panel.
the signal it receives from its sensor. If one windshield system fails,
the other regulator will control the heating of both windshields There are also wing inspection lights for the visual detection of ice
automatically according to the signals of the operative sensor. At formation.
the same time the corresponding WSHLD HEATING light will come
on in the Warning Panel.
In addition, each windshield has a variable speed windscreen

wiper driven by an electric motor, which is controlled by the WIPER
selector of the corresponding console.
7.0 PITOT TUBE AND A.O.A. SENSOR ANTI-ICE
The three pitot tubes and the A.O.A. sensors have electric heaters
to prevent the formation of ice. Each heater is activated by a
pushbutton on the Overhead Panel which, when not energized,
has its OFF light on. There are also three lights on the Warning
Panel which are on when the Pitot heater system is not energized
or when there is a failure in this system.
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Fig. 9 - 10 Ice Protection
9 - 10
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CCN
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DIRGATARA INDONESIA
EMERGENCY EQUIPMENT PPIILLO
OTT TTR
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MAANNUUAALL
1. 0 CONTROLS AND INDICATORS
The emergency equipment controls and indicators.
Fig. 10 - 2 Emergency Lighting Controls and Indicators

Fig. 10 - 1 Fixed Oxygen System Controls and Indicator
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Fig. 10 - 3 Emergency Beacon Controls and Indicators
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CCN
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DIRGATARA INDONESIA
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2.0 EMERGENCY EQUIPMENT
The emergency equipment is the equipment and systems which

are essential for crew safety during and after an emergency
condition. This includes the portable extinguishers, the oxygen
system, the emergency exit and lighting, the location of the
portable emergency equipment, and the emergency location
transmitter.
Fig. 10.- 4 Emergency Equipment Location
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CCN
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DIRGATARA INDONESIA
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3.0 PORTABLE EXTINGUISHERS The pressure of the bottle has to be between a minimum
of 500 psi and a maximum of 1850 psi. This information is
There are three portable extinguishers in the aircraft: one in the given to the crew by a pressure gauge installed in the C/M-
flight compartment and two in the cargo compartment. 2 console. If the pressure of the bottle increases sharply
due to an increase of temperature, the safety mechanism
Two of the extinguishers are Bromochlorodifluoromethane (BCF), of the bottle, made up of a rupture disc, will break and will
that of the flight compartment and one in the cargo compartment. let the oxygen escape through the discharge indicator on
The other one in the cargo compartment is water. the RH fuselage exterior. As the oxygen escapes through
the indicator it will break a green disc. This will cause the
The BCF extinguishers are used preferably on class B (flammable indicator to show red to indicate that the bottle is empty.
liquids) and C (electrical) fires, but can also be used, if necessary,
on ordinary fires. They must not, however, be used on class D The bottle is filled through the charging valve beside the
(metal) fires. The water extinguisher is used on class A (ordinary) discharge valve.
fires and must not be used on class C fires.
Each crew member has a demand-operated oxygen mask
Each extinguisher is held to the wall by clamps, and incorporates a with microphone incorporated. These hang on the flight
safety ring and a pressure gage. compartment walls (near to each crew member and are
easily unhooked).
4.0 OXYGEN SYSTEM
The system has two different installations: a fixed one for the crew,
and a portable one for the passenger and emergency conditions.
4.1 FIXED INSTALLATION

A high-pressure oxygen bottle, permanently installed and
incorporating a regulator, supplies the oxygen to the flight
crew through three outlets located: one on the rear part of
the pedestal and the other two on the C/M-1 and C/M-2
consoles. Control of all these outlets is with the oxygen
switch on the C/M-2 console and only supply oxygen when
a mask is connected.
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CCN
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DIRGATARA INDONESIA
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4.2 PORTABLE INSTALLATION

The portable installation is:
- Two high-pressure oxygen bottles, in the cargo

compartment, each bottle has a mask box containing
continuous flow masks
- Three demand-operated oxygen masks
- A protective breathing equipment in the flight
compartment.
The bottles in the compartment are installed together with

the packaged continuous flow masks. Each bottle has a
two-position (ON, OFF) regulator valve, to reduce the
pressure to the service pressure (70 psi), and a pressure
gage, to indicate the bottle pressure. Also, each bottle has
two outlets so that two continuous flow masks can be
connected.
The protective breathing equipment (PBE) has a life

support pack and, a loose-fitting hood with a neck seal.
The life support pack has a solid state oxygen source and
a chemical scrubber for carbon dioxide and water vapor.
The solid state oxygen source chemically produces low
pressure oxygen when the 'Pull-to-Active' ring is pulled
from the pack. The low pressure oxygen supply is for a 15
minute period only. The PBE is for fire fighting purposes.
Fig. 10 - 5 Fixed Oxygen System
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CCN
N 223355
DIRGATARA INDONESIA
OTT TTR
RAAIIN
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MAANNUUAALL
5.0 EMERGENCY LIGHTING
The electrical supply for emergency lighting is from four 6-volt

rechargeable batteries, which are charged by the aircraft electrical
system.
The emergency lighting is:
- Four exit signs, installed over the doors.

- Four aisle lights
- Four exterior spotlights, which light the external areas of the
aircraft exits.
Control is through the Emergency Lighting CABIN switch on the

Overhead Panel, or through the EMER LTS switch on the rear
panel of the Cargo Compartment.
Also, the crew has a portable spotlight on the compartment

bulkhead (behind the pilot), which comes on automatically and is
supplied by its own batteries (charged by the aircraft electrical
system).
The portable spotlight is charged and comes on, in its stowed

position, with the Emergency Lighting CKPT switch on the
Overhead Panel.
Fig. 10 – 6 Portable Oxygen System
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6.0 EMERGENCY EXIT position light which comes on automatically on contact with the
water.
The emergency exit, on the opposite side to the crew access door,
is clearly identified and can be opened from the inside or the The cargo compartment portable emergency equipment includes:
outside. The door is of the hatch type and has an inspection
window for the locks. In the case that one of these locks fails (door - A first aid kit
not locked), the DOORS UNLOCK light on the Warning Panel and - Two oxygen bottles with mask boxes
the corresponding light on the EXT DOORS indicator on the - Two extinguishers (one BCF and the other water)
Central Instrument Panel come on. - Lifejackets under each passenger seat (if applicable)
If necessary, the crew can exit through the lateral windows of the - Flashlight
flight compartment.
7.0 PORTABLE EMERGENCY EQUIPMENT
The flight compartment portable emergency equipment includes:
- A BCF extinguisher
- An axe
- A portable spotlight
- A protective breathing equipment (PBE)
- Three demand-operated oxygen masks
- Three smoke glasses
- Three lifejackets
The protective breathing equipment, in its stowage box, and the

spotlight are on the cabin bulkhead behind the pilot, while the
extinguisher and the axe are behind the co-pilot. The lifejackets
are behind the crew seats in special boxes. The smoke glasses
and the oxygen masks are hung near to each crewmember on the
cabin bulkhead.
Each lifejacket is made up of two air chambers, with a manual and

automatic inflation system. They have, on the left chamber, a
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CCN
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DIRGATARA INDONESIA
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8.0 EMERGENCY LOCATOR TRANSMITTER
The Emergency Locator Transmitter located in the aircraft tail,

sends 121.5 MHz and 243.0 MHz radio signals to help locate the
aircraft in case of emergency.
The transmission begins automatically when a violent (more than 5

g for 11 msec) shock occurs, or manually when the ELT switch on
the C/M-1 console is put to MAN/TEST or from the Manual switch
on the Transmitter unit.
Fig. 10 - 7 Lighting Location
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Fig. 10 - 8 Emergency Locator Transmitters
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POWERPLANT PILOT TRAINING MANUAL
1.0 GENERAL
The aircraft is powered by two power plants, installed
symmetrically about the aircraft centerline. Each power plant is
made up of a GE CT 7-9C free turbine turboprop engine, four
blades HS 14 RF-21 propeller, air intake and exhaust gas system,
propeller oil cooler, associated control and indication components.
The engine is designed to produce power output 1750 SHP for

maximum take off power and 1870 SHP for one engine inoperative
with APR (Automatic Power Reserve) operative. The engine
consists of a power unit
and PGB (Propeller Gear Box) to provide the gear reduction
between the power unit and propeller.
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Fig. 11.1 Power plant Controls and Indicators
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1.1 ENGINE ASSEMBLY rotor bearings and AGB. The PGB oil system lubricates the
gearbox and used for the propeller pitch control and fuel heating.
The engine consists primarily of a gas generator driving a free The engine is equipped with a self contained electrical system
power turbine, which is directly couple the PGB. supplying power to various engine functions.
The air inlet duct is equipped with a “Bird Catcher” which will trap The power source is an alternator driven by the AGB. In icing
ingested birds before they reach the engine air inlet. conditions, the engine inlet splitter lip and inlet guide vanes are
supplied with hot air tapped from the compressor. The inlet struts
The gas generator has an axial centrifugal compressor with 5 axial are internally warmed by hot engine scavenge oil. The nacelle air
stages and 1 centrifugal stage. The compressor inlet guide vanes intake is protected by built in electrical elements.
and the stator vanes for the 1st and 2nd stages are variable in
pitch. The air inlet to the compressor is designed to prevent
ingestion of foreign objects, by an inertial action operation.
The combustor, where the fuel is injected and ignited is the annular
type. A two stage gas generator turbine with air-cooled blades and
vanes drives the compressor.
An AGB (Accessory Gear Box), located on top of the engine, is

driven by the gas generator through a radial drive shaft. The AGB
has drive pads for various engine and aircraft accessories.
The front side of the gas generator is a two stage power turbine.
The power turbine is mounted on the power turbine, shaft, which
runs through the core of the gas generator and drives the PGB
located in front of the engine. There is no mechanical connection
between the power turbine and the gas generator rotating parts.
The PGB drives the propeller with an overall gear ratio of 15.9 : 1.
It is equipped with drive pads for various engine, propeller and
aircraft accessories.
The engine fuel system equipped with fuel governor to satisfy the
engine operation on various conditions.
The engine and PGB are each provided with an independent oil
system. The engine system provides lubrication and cooling to the
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Fig. 11.2 Power plant Over View
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1.2 ENGINE STARTING AND IGNITION SYSTEM a. GPU
Each engine has a starter generator, which draw electrical power A GPU start is valid for all condition with no requirement for
from the internal batteries or GPU to give initial torque to turn the parallel/series switching.
engines for starting. When the engine reaches self sustaining
speed the relevant starter generator is automatically switched b. X Start
through a speed sensor from starter to generator mode providing
up to 400 A at 30V DC. Battery start assisted by a generator. The first starting
stage is with batteries in parallel up to 1500 rpm and
The speed sensor supplies speed pulses to the Generator Control the second starting stage is with the operating
Unit (GCU) which switches starter to generator mode. Protective generator together with two batteries.
circuits are also brought into operation to disconnect a generator
from consumer loads should overspeed conditions occur. If the c. Battery Start
starter generator experiences overheating conditions, an automatic
switch disconnects the unit from consumer loads or power inputs. During the first stage of the start the two batteries are
The starter generators are set to the starting (cranking) mode by connected in parallel up to 1500 rpm ( 12.5% Ng).
switches installed on the ENGINE START control panel located on During the second start stage from 1500 rpm to 6800 rpm
the cockpit overhead panel. A rotary MODE SEL switch allows the (12.5% to 57% Ng), the two batteries are connected in
operator to select the electrical power to be used for engine start, series. For engine motoring, the two batteries are
with the following functions : connected in parallel.
GPU : Electrical power is supplied from the external d. Engine Starting

ground power unit (GPU).
For normal start, GPU is always an encourage method of
X START : Electrical power is supplied from aircraft’s starting, unless the GPU is unavailable battery start
batteries and the generator of the operating shall be conducted, followed with cross start.
engine. For using GPU as a starting power the GPU voltage shall
be observed, otherwise start time required will be
BAT : Electrical power is supplied from the aircraft longer than standard normal GPU or even with a good
internal batteries. Battery.
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e. Start Sequence
Fig. 11.3 Power plant Center Instruments Indication

Panel
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f. Ignition System
The ignition system is an AC powered, capacitor discharge

system supplied by the engine alternator. It consists of an
ignition exciter assembly with two igniter plugs located on
each engine combustion chamber.
An autoignition system is included in the DECU. The

DECU compares the rate of change of Ng to a
predetermined flame out schedule to detect an engine
”Flame Out”. When detected, the ignition system is
energized for 7,5 seconds. To help prevent a sub idle
relight, the ignition is deenergized when Ng decreases
below 62%. A nonvolatile memory retains the information
in the event of electrical power failure.
Fig. 11.4 Engine Start Panel
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1.3 ENGINE FUEL SYSTEM b. FUEL COLD Indication
The fuel system components are the Hydro Mechanical Unit A fuel temperature sensor located adjacent to the port of
(HMU), engine-driven fuel boost pump, fuel filter,fuel flow the fuel heater assembly supplies an electrical signal to the
transmitter, Overspeed and Drain Valve (ODV), oil cooler, double- amber #1 or #2 FUEL COLD annunciators on the Central
walled fuel manifold and fuel injectors. Warning Panel.
All components except the fuel manifold and injectors are mounted c. Fuel Temp Indication
on the AGB. Fuel is provided by the aircraft fuel system to the
engine-driven boost pump where it is pressurized and routed A fuel temperature indication is shown on an indicated
through the cored passages in the AGB-pad to the fuel heater, located on the RH instrument panel, adjacent to the OAT
which has double-functions as PGB oil cooler. Fuel then passes indicator. The fuel temperature indicator receives a signal
through the fuel filter, which is equipped with an impending bypass from a sensor installed in the LH main fuel tank. The circuit
sensor that illuminates the #1 or #2 ENG FUEL FI caution when a receives a 28V D.C. power supply from BAT BUS No.2, via
differential pressure of 9 + 1 psi occurs. This indicates that the filter the F/FLOW TEMP circuit breaker, located on the
differential pressure has increased to approximately 50% of the overhead BAT BUS No.2 CB panel.
value at which bypass will occur.
The filtered and pressurized fuel flows to the HMU high-pressure

fuel pump. Fuel is metered by the pressure regulating and
metering valve and leaves the HMU to pass to the flow transmitter,
the oil cooler and the ODV through a passageway in the AGB. The
fuel is then routed through the main fuel manifold to the 12 fuel
injectors of the combustion chamber. If the DECU senses a Np
over speed condition, fuel is routed by the ODV back to the HMU
high-pressure pump inlet. During engine shutdown, the ODV drains
residual fuel to through lower engine nacelle.
a. FUEL FLOW and FUEL USED Indication
Fuel flow to each engine is sensed by a transducer

mounted on each engine. Fuel flow causes the transducer
to send pulse signals to an analog/digital indicator installed
on the center instrument panel, which shows rate of fuel
flow in pounds per hour (pph) x 100 and FUEL USED in
pounds (lbs).
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Fig. 11.5 Engine Fuel System Schematic
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Fig. 11.6 Engine Control Schematic
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Fig. 11.7 Hydromechanical Unit Signal Flow
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1.4 LUBRICATION SYSTEM The oil temperature and pressure are shown on center instrument
panel. The low oil pressure is indicated by #1and #2 ENG OIL
The engine oil system is the lubrication system to all parts. The PRES on central warning panel.
system is a self-contained, recirculating dry sump system. Oil in
the engine oil tank is distributed to A, B, and C sumps and the AGB CAUTION;
by the use of tube and scavenge pump.
Loss of engine oil is indicated by a fluctuating oil pressure and then a
The oil is routed through an oil filter and cold oil relief valve before gradual loss of pressure accompanied by a steady or decreasing oil
entering sumps and the AGB. If the pressure across the filter drops temperature as the oil is aerated. Observe oil pressure limits.
to 70 + 10 differential psi, an impending bypass sensor switch will
cause the #1 or #2 ENG OIL FIL caution light illuminate on the
Central Warning Panel. If the pressure drop increases, a bypass
valve will open, allowing unfiltered oil into the lubrication system.
During cold starts when high oil viscosity creates high line
pressures, the cold oil relief valve will open and part of the tube
flow is discharged into the AGB. This action prevents excessive
supply pressure and reduces warm uptime.
The oil in A, B and C sumps is scavenged to the oil tank by a tube

and scavenge pump, while oil from the AGB is scavenged by
gravity drain.
The scavenged oil is routed through a chip detector (B sump oil

only), oil cooler, cooler relief valve and through the hollow inlet and
scroll vanes before entering the oil tank. The chip detector will
cause the #1 or #2 ENG CHIP warning light illuminate on the
Central Warning Panel if metal particles are present in the oil
system. The scavenged oil is cooled by a fuel oil cooler, and in
extreme cases of cold oil, a cooler relief valve will open allowing
the cold oil to flow directly to the oil tank. The oil temperature is
detected by a sensor located in the oil supply line. The oil pressure
indication is provided by a variable impedance transmitter, which
senses the difference between B sump scavenge pressure and
pump output pressure.
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Power Plant Operation
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Fig. 11.8 Engine Fuel Oil Light and Beta Light
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Fig. 11.9 Engine Oil System Schematic
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1.5 PROPELLER
b. Blade Angle Settings (At 42 In. Radius Station)
The propeller is a constant speed four-bladed H.S.14 RF-21 type,
with full feathering and reversible pitch capability. Blades are of Ground Idle : -3.7° + 1.0°
composite construction with a solid aluminum alloy spar. Materials Max. Reverse : -12.38° + 1.28°
used are fiberglass, aluminum, and polyurethane foam fill with Feathered : 80.8° + 0.5°
erosion coating. Additional erosion coating is provided by a Flight Idle : 16.7° + 0.8°
replaceable leading edge nickel sheath. The propeller blades are
electrically de-iced. The propeller hub assembly consists of a
flange mounted aluminum barrel, which retains the blades and a 1.6 PROPELLER CONTROL SYSTEM
dome, which encloses the pitch change mechanism. The spinner
bulkhead contains slip rings for transmission of electrical power to a. Propeller Operation
the propeller de-icing booth. An oil transfer tube connects the
propeller hub and the PCU (Propeller Control Unit) which is The rotary output provided by the ball screw and oil
mounted aft on the PGB. The PCU is a hydro-mechanical control transfer tube assembly within the Propeller Control Unit
using high-pressure PGB lubrication oil. (PCU), drives the pitch lock screw and pitch change valve
assembly within the propeller dome to operate the
The PCU provides the following functions: propeller pitch change mechanism. The mechanism is
supplied with metered oil through the oil transfer tube to
• Propeller governing. the pitch change valve.
• Reverse operation.
• Beta operation and indication. By rotating the pitch lock screw relative to the yoke/piston
• Hydro mechanical and hydro electrical feather operation. assembly, the pitch change valve is positioned inside a
sleeve, which is fixed to the dome. This routes oil to the
• Torque motor for synchrophasing. increase or decrease side of the yoke/piston and opens the
opposite side to drain oil to the PGB sump. When the PCU
A propeller overspeed governor is mounted on the front of the stops the rotation of the input to the pitch lock screw, the
PGB. yoke/piston, pitch lock screw and pitch change valve
assembly move as one unit against the initial direction of
a. Propeller Technical Data the control input to close the pitch change valve.
Manufacturer : HAMILTON SUNSTRAND The ball screw, oil transfer tube, pitch lock screw,
Model : 14 RF-21 yoke/piston and pitch change valve all rotate with the
Number of Blades :4 propeller. Any rotary motion for control inputs is relative to
Diameter : 132.24 in max. (3,357 m) propeller rotation.
31.94 in min. (3,353 m)
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Aerodynamic and centrifugal forces on the propeller

continuously try to drive the blades to flat pitch. If oil
pressure is lost while at a positive blade angle, the blades
will attempt to move the yoke, pitch lock screw and pitch
change valve assembly forward in the dome. Significant
movement is prevented because the yoke can only move
the amount of the pitch lock gap, approximately 1° of blade
angle. These limits over speed, if oil pressure is lost while
at a positive blade angle to approximately 2%. Actuation of
the pitch change mechanism will occur only when hydraulic
pressure is reestablished.
Fig. 11.10 Pitch Change Mechanism
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b. Propeller Control Unit (PCU) Operation linkage attached to the CL (Speed Set Cam) and by the
torque motor, which is controlled by the synchrophaser.
Supply oil is directed to the speed sensitive governor, the The spring force is also adjusted for temperature changes
reversing valve, metering orifices to the beta valve, the through compensation disks mounted on the spring seat.
increase pitch side of the servo piston and into the oil
transfer tube. Metered oil from the governor passes through the least
selector valve, which serves as a hydraulic Discriminator
Hydraulic actuation of the servo piston axially loads the ball between the speed sensitive governor and the overspeed
screw, which converts this axial load into a rotational governor. The least selector valve will remain shifted,
output. This rotational output from the control is transmitted unless an overspeed condition exists, and route the oil
to the propeller by the oil transfer tube, which is splinted to from the governor to the reverse valve. During operation
the ball screw and attached to the pitch lock screw and other than reverse handling, the reverse valve will direct oil
pitch change valve. to the servo piston (metered side) and the beta valve.
When the propeller is in a governing mode, i.e. above the
Supply oil is maintained at all the times during operation on beta schedule, the oil that is routed to the beta valve has
the increase pitch side of the servo piston. no outlet. Therefore, oil metered by the governor directly
positions the servo piston driving the ball screw to position
This acts as a safeguard, if there is a loss of hydraulic the pitch change valve in the propeller.
pressure (metered) pressure to the oppose e side of the
servo piston, unobstructed flow of supply oil would drive While governing, an increase in propeller RPM throws the
the ball screw to feather the propeller. governor flyweights outward shifting the governor toward
closing the outlet window and allow servo piston pressure
Metered oil from valves in the PCU balance forces on the to bleed to lubrication pressure. This relieves oil pressure
servo piston by being introduced to the opposite side of the on the metered side of the servo piston allowing supply
servo piston (The piston surface area on the metered side pressure to actuate the piston driving the ball screw and
of the piston is approximately twice that of the supply side). pitch lock screw counterclockwise to increase blade angle.
The servo piston is actuated by varying this metered As the blade angle increases the RPM decreases and the
pressure. flyweights reposition the governor to on speed.
c. Cruise mode Control A decrease in RPM collapses the flyweights opening the
governor outlet window. This increases the metered
During cruise operation, the cruise mode control supply oil pressure on the servo piston driving the ball screw
is metered by the speed sensitive governor. The governor clockwise to decrease blade angle. The blade angle
is driven through gears in the PCU by propeller rotation. decreases, the RPM increases and the flyweights
The governor is positioned by force acting against a reposition the governor to on speed.
speeder spring. The speeder spring force is varied by
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The flight idle backup system provides protection against

pitch failure to low blade angles. To provide this protection
an electrical signal from the beta switch (closed at beta
angles below flight idle) in the control is routed through a
PL switch (closed above flight idle) to the feather solenoid.
If the blade angle goes below the flight idle blade angle
with the PL above flight idle, the feather solenoid is
energized until the blade angle is above flight idle angle. If
the blade angle again goes below flight idle angle, the
process is repeated and the blade angle will cycle around
the scheduled flight idle blade angle.
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Fig. 11.11 Propeller Control
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d. Beta Mode Control positions the outer beta sleeve to null the valve at the
schedule blade angle.
For beta mode operation an under speed condition must
exist on the governor, i.e., flyweights collapsed directing As the PL is moved toward reverse, the beta schedule cam
flow through the least selector and reverse valves to the positions linkage to shift the reversing valve.
servo piston and beta valve.
As the valve shifts, the governor and overspeed governor
In this mode, the PL through the beta schedule cam and oil sources to the servo piston are closed. It prevents the
linkage positions the inner sleeve of the beta valve to governors from providing oil to increase the blade angle
schedule the blade angle. The beta valve inner sleeve is during reverse handling, which might occur in a rapid
held against the input linkage by hydraulic pressure. transient. Supply oil is metered through the valve to the
The beta follow up arm, attached to the servo piston, beta valve and servo piston (as in the governor
contacts the outer sleeve of the beta valve positioning, it underspeed condition) although the governor flyweights
against hydraulic pressure to provide a blade angle may be extended, because the bottoming governor of the
feedback. engine control increases Np in reverse operation.
The positioning of the inner and outer segments of the beta Beta operation below the flight idle PL position will be
valve meters the oil to the servo piston by dumping oil to indicated by beta lights on the Pilot and Copilot instrument
drain pressure. There is a schedule blade angle for all PL panels.
positions.
The beta switch is located in the PCU and is activated by
Moving the PL to increase blade angle (toward takeoff the servo piston.
position) positions the inner valve to dump oil to drain.
e. Beta Back up
This relieves pressure from the metered side of the servo
piston, driving the ball screw counter clockwise to increase Main function of this system is to protect the propeller pitch
blade angle. As the servo piston moves, the follow up arm fall below Flight Idle pitch angle during flight, which may
allows the hydraulic pressure to position the outer sleeve increase propeller speed above its limit.
and null the beta valve at the scheduled blade angle.
When the pitch angle below Flight Idle Setting the Beta
Moving the PL to decrease blade angle (toward reverse) Switch in the PCU will be closed provides a signals to
positions the inner valve to close. This allows pressure to feather solenoid to dump the oil in PCU to reservoir
build up on the metered side of the servo piston, driving reference pressure, then propeller blades will increase to
the ball screw clockwise to decrease blade angle. As the above Flight Idle pitch setting (β> 16,7°).
servo piston moves, the follow up arm on the piston
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f. Flight Idle Solenoid (FI Solenoid) mechanical and electrical feather valves, pressurizing the
metered side of the servo piston as the governor senses
The aircraft Power Lever is provided with reverse unlocked an underspeed condition. This drives the ball screw
button protection located on the center pedestal, between clockwise (decrease Pitch) and the propeller returns to
PL and CL to prevent unintended Power Lever operation governing or beta operating modes.
below Flight Idle in flight condition.
h. Overspeed
In case the mechanical reverse unlock button fail during
touchdown, the Flight Idle Solenoid override is required to The overspeed governor is an additional safeguard to the
bypass the solenoid, which normally is in locked position. propeller control system. During normal on speed
This system controls the solenoid in flight. When the switch operations the overspeed governor routes supply oil to the
is pushed out condition (illuminate), It will provide least selector valve. If an overspeed occurs, flyweights
mechanical lock to prevent the Power Lever to be retarded shift the overspeed governor, closing its supply oil to the
below Flight Idle and when the switch is pushed in least selector valve and opens the line to dump oil to
condition and amber light OFF, it will allow the power lever drainpressure. The least selector valve shifts, directing oil
to be retarded below Flight Idle. Switch on the pushed in from the servo piston metered side to the overspeed
condition will be illuminate whenever the aircraft weight on governor. This actuates the servo piston driving the ball
wheel is sensing air mode or fault in weight on wheel screw counterclockwise to increase blade angle. As the
detected. blade angle increases the propeller RPM will decrease,
shifting the overspeed governor and therefore the least
g. Feather Mode Control selector valve. The propeller will continue to govern in this
manner at the overspeed governor setting.
To feather the propeller, the CL is placed in the feather
position. It is mechanically opens, through CL linkage. The i. Synchrophaser
feather valve which dumps the servo piston metered oil to
drain. An electrical feather solenoid is also activated (as a The synchrophaser system has the following functions:
back up to insure feather operation) dumping the servo
piston metered oil to drain. This allows supply oil to actuate • To match the RPM (Np) between LH engine (Master)
the servo piston driving the ball screw counterclockwise and RH engine (slave).
(Increase Pitch). The pitch change valve is positioned to • Vary the phase angle relationship of the slave propeller
saturate the “Increase Pitch” side of the yoke/piston with oil to the master propeller to a predetermined value.
(Supply Pressure) while draining the “Decrease Pitch” side.
A manual feather motor and pump can be activated to The synchrophaser sends a signal to a torque motor
(and/or by the auto feather system) provide Additional mounted on the slave propeller governor and brings the
supply oil to the system. The propeller is unfeathered by slave propeller RPM within the phase relationship value to
moving the CL out of the feather position. This closes the the master propeller RPM. For proper operation, it is
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recommended that the master and slave propeller speeds

be matched to within 1% Np prior to engaging the
synchrophaser control. However, the synchrophaser
control will attempt to synchronize the propellers whenever
the speed difference between the master and slave is
within 1% Np During normal operation, the synchrophaser
control output to the torque motor will be limited to a
maximum authority of ± 2.0% of the governing speed
setting of the slave propeller. If either engine is
overspeeding or shutdown, the opposite engine will not be
affected.
Fig. 11.12 Auto/Manual Feather System Panel
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Fig. 11.13 Power Lever Fig. 11.14 Constant Torque Holding System / APR Panel
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1.7 PROPELLER BRAKE supply main hydraulic pressure to open the lock valves and
release the pressure in the lines to the brake unit, through
The aircraft RH engine is provided with a propeller brake system to selector valve (1), to the main return line. If any pressure is
allow the engine to be used as an Auxiliary Power Unit (APU). The trapped in the lines to the brake unit, one or both pressure
propeller brake is operated by pressure from the main hydraulic switches (4) will remain on and complete a circuit through
system. To operate the system, the following conditions must be the OFF control button. It causes a PROP BRAKE warning
required : light on the Central Warning Panel illuminates, at the same
time, an aural warning active.
• PL set to Ground Idle position.
• CL set to Feather Position (at start). The pressure switches are operated during BRAKE ON
• Weight On Wheels (WOW) micro switch in Ground selection and if the pressure is insufficient, the same
Mode position. warning devices are operated.
• Gust Lock Engaged.
NOTE:
a. Operation
(1) Maximum permissible ITT for “APU Mode” operation is 921°C.
When the propeller brake control button is pressed, the (2) Observe Ng limits for altitude and OAT while operating engine in
solenoid of selector valve (1) is energized to direct “APU Mode”.
hydraulic fluid pressure through the lock valves (3) to (3 When the propeller brake is released, wait for two minutes in
operate the brake unit. While the solenoid of selector valve feather mode before unfeathering or shutting down the engine.
(2) is deenergized to connect the outlet port to main
hydraulic return. If main hydraulic pressure is lost, the lock
valves (3) trap the existing operating pressure in the lines
to the brake unit. The minimum hydraulic pressure to lock
the brake is 2700 psi. Two thermal relief valves operate
when the trapped fluid pressure exceeds 3400 psi and
relieve pressure through selector valve (2) back to the
main hydraulic return. Two fluid volume compensators
replenish fluid loss due to thermal expansion. The
compensators also operate two micro switches to complete
a circuit, which causes the control button BRAKE ON
caption light to illuminate. When the control button is
pressed again, (to release) the solenoid of selector valve
(1) is deenergized and cuts off the hydraulic pressure to
the brake unit and connects the unit lines to main hydraulic
return. At the same time, selector valve (2) is energized to
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Fig. 11.15 Propeller Brake Control Engine and Propeller Test
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T T RA IN IN G M A NU UAALL
1.0 GENERAL DESCRIPTION The under voltage detectors are added to the electrical power and
distribution system and illuminates the RED #1 and #2 DC GEN,
The aircraft has DC and AC electrical power sources. The main DC and the AMBER #1 and #2 TRU caption on the central warning
electrical power source is two D.C starter generators which are panel.
driven by the LH and RH side Engine respectively. DC power is
also produced by two Transformer Rectified Units (TRUs) which 2.0 DC GENERATION
convert AC power generated by the alternators whenever any
generator fails. In addition, there are two batteries for emergency a. General
condition, where no generated power is available (both generators
and both alternators/TRUs fail). DC system is generated by:
The AC electrical sources are two alternators driven by the LH and • Two Generators, which also function as starter
RH engine respectively. These alternators produce AC Wild generator, each rated at 400 Amp 28 VDC, each is
Frequency Power. AC power is also produced by the inverters driven by associated engine.
which convert DC power into AC power. • Two 37 Ah 24 VDC Nickel Cadmium Batteries.
· Two Transformer Rectifier Unit (TRUs) rated at 300
When the aircraft is on ground, the electrical power can be Amps./28 VDC which convert AC power produced by
supplied from DC ground power source through an external power the alternators.
receptacle. · Two 5-Ah Stand-by Batteries which are an
independent source of DC power DC power
DC and AC Fixed Frequency electrical power are distributed for distribution system consists of GEN BUS 1 and 2,
servicing the aircraft systems including the mission systems BAT BUS 1 and 2, HOT BUS 1 and 2, SHED BUS 1
through bus bars and circuit breakers. While, AC Wild Frequency and 2, GROUND BUS, DC MISSION BUS 1 and 2,
electrical power is fed directly to the equipment load. and DC MISSION SHED BUS 1 and 2. In normal
condition, DC power generated by GEN 1 is fed to the
There are control and indicators for the electrical system on the GEN BUS 1 from where the power is distributed to the
overhead panel. The control panels include MASTR ELECT panel BAT BUS 1, HOT BUS 1, and GROUND BUS. BAT
which provides BAT and GEN switches. Switching the MSTR BUS 1 supplies power to the SHED BUS 1 and
ELECT BAT and GEN switches to OFF removes all electrical INVERTER 1. If selected, power GEN1 via the BAT
power from the Generators, Batteries, and SHED Busses. There is BUS 1 may also provide power for MISSION DC BUS
also MISSION POWER panel where FAIL/OFF indication lights of 1. The electrical power is supplied to the systems
Mission electrical power are located. through circuit breakers.
DC power generated by GEN 2 is fed to the GEN BUS
2, then, supplied to the BAT BUS 2 and HOT BUS 2.
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BAT BUS 2 supplies power to the SHED BUS 2 and Power for Mission Control is supplied by the BAT BUS 2
INVERTER 2. In normal condition, there are no though circuit breaker labeled MISSION CTL.
connections between:
• Any TRU to GEN BUS 1 or GEN BUS 2 There is a MISSION POWER Panel on the Overhead
• GEN BUS 1 to GEN BUS 2 Panel from where power for MISION DC BUS 1 and 2 are
• BAT BUS 1 to BAT BUS 2. controlled. The power is controlled through two lighted
switches labeled “DC-1” and “DC-2”. Each switch has
The TRU 1 is automatically connected to the GEN BUS 1 caption “FAIL/OFF” which indicates status of power of
when the GEN 1 failure, and the TRU 2 to the GEN BUS 2 MISSION DC BUS respectively.
when the GEN 2 failure as well.
NOTE:
GROUND BUS is introduced for operational reasons
allowing services essential for aircraft comfort and safety, After CB ‘mission CTL’ has activated, OFF caption
which power is supplied by the BAT BUS 1 when the lighted, mean that the switch is not selected (OFF
aircraft is on ground. In flight, these services are supplied position)
by the GEN BUS 1.
Caption of ‘FAIL’ shall only be lighted up when the
During Engine starting or high current drain, activity of the associated mission DC switch is pushed to ‘ON’ and no
BAT BUS voltage drops. Two Backup batteries are power available on the addressed mission bus. DC 1 and 2
required to support the Avionics load when the BAT BUS “FAIL” light are also provided on the MISSION POWER
voltages supplied the loads drops below 23.9 volt. ANN located on the Mission console. The FAIL will
illuminate when the associated DC power is not available.
b. Mission D.C Power
Indication on each mission DC switch can be tested, prior
Mission DC Power System is an additional 28 VDC power to flight for instance, by means of test switch of the
circuit dedicated to supply all mission and all mission instrument lighting system.
support loads. The system integrates all DC power
sources, i.e. GPU, Generators, and TRU’s, through Normally, all the system related and all control must be
MISSION DC BUS No. 1 and 2, and MISION DC SHED activated before operate this system;
BUS No.1 and 2. MISSION DC BUS 2 also supplies power
to the Inverter which provides AC power for AC MISSION (1). GPU Mode Operation (Engines off)
BUS through CB labeled MISSION INV. To activate this mode, it is initially needed to push
ON the GPU circuit breaker located at the RH Main
Landing Gear Nacelle and push ON the GPU
switch on the DC Generation Panel. Then, push
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ON DC 1 and DC 2 switches on the MIISION MISSION BUS 2 are powered by the remaining
POWER panel located at the Overhead panel. TRU. Otherwise, all DC SHED BUS 1 and 2 are
OFF caption on the switches extinguish. It not available.
indicates that DC MISSION BUS 1 and 2, and DC
SHED BUS 1 and 2 are available. In this mode,
DC Mission Bus Tie is not connected.
(2). Generator Mode operation (Engine running)

This mode is operated on ground only. After all
engines are running, activate all or any of
generators by positioning GEN 1 and/or
GEN 2 switches to ON. GPU power will be cut off,
and power of the selected generator is fed
to the appropriated DC MISSION BUS. The
Mission DC 1 switch addresses to DC MISSION
BUS 1, while the DC 2 Mission Switch to the
MISSION BUS 2. In this mode, DC Mission Bus
Tie is not connected.
(3). TRU Mode operation

This mode is effective when the aircraft is in flight
condition and TRU 1 or 2 has been switched to
ON.
When Mission ‘DC No.1’ and ‘DC No.2’ switches

are positioned to ‘ON’ and the TRU 1 and TRU 2
have been activated ON, TRU1 and TRU 2 are
ready to provide the mission loads with 28 VDC
power. This shall not be happened while aircraft is
on ground. After aircraft take off, power from
generator No.1 and No.2 to mission loads shall be
replaced automatically with the power from TRUs.
If one of TRUs or Generators is failure, DC Mission
Tie will be automatically connected. In this
condition, both DC MISSION BUS 1 and DC
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Fig. 12 – 1 Electrical Power Generation and Distribution System (Normal Condition)
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3.0 AC GENERATING SYSTEM of the CB panels and energized from the DC

Distribution System.
AC system is generated by: 115 Vac SHED BUS 1 and 115 Vac SHED BUS 2
pass the AC power to those non-essential AC
• Two Alternators each rated at 26 kVA 115/200 Vac driven by loads.
each engine. This produces AC wild frequency. The availability of AC power on AC Shed Buses is
• Three Inverters (one for standby) each rated at 600 VA are depended on the availability of DC power on DC
fed by the DC Generating system to produce 26 Vac and 115 Shed Buses; those shed buses shall not pass
Vac at 400 Hz Fixed Frequency Power-single Phase. power when one of the following conditions occurs:
• Six inverters and one controller which are fed by DC
- Both generators fail (both DC GEN fail).
Generating System to produce 115/200 VAC Fixed Frequency
- One generator and both TRUs failed.
Power-three phase.
a. AC Operation (2). Wild-frequency AC Power
Wild-frequency AC power is produced by both

(1). Constant Frequency
alternators, provided for:
The main AC distribution system consists of all the
wiring protection devices extending from the
- Engine Air Inlet-Icing Heating system.
inverter output fuses to the AC electrical
- Wing and Tail De-Icing system.
equipment.
- TRUs (Transformer Rectifier Units).
The system is split into No.1 and No.2 sub
The alternator is turned ON which results in
systems, each being supplied from the relevant
caution AC GEN #1 and AC GEN #2 extinguish
INV1 and INV2. The STBY INV can be selected to
after rpm > 85 % through the following switches:
supply either system as required.
- Switches TRU No.1 and/or Engine Air Inlet
AC power is taken from the AC BUS BAR to the
No.1 for AC GEN #1
CB (Circuit Breaker) panel, and then distributed to
- Switches TRU No.2 and/or Engine Air Inlet
associated loads. The Avionics AC power is
No.2 for AC GEN #2
switched through protective relays before being
available on the CB panel.
TRUs convert the wild-frequency AC power, 3-
phase, 115/200 Vac from the alternators into the
These relays are controlled by MASTER switches
28 VDC power. In normal condition, this 28 VDC
on the AVIONICS NO. 1 and the AVIONICS NO.2
power is used to power the mission loads, but shall
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be exchanged automatically to a GEN BUS when ANN panel on the Mission console is also
the associated generator fails. To obtain this, both illuminated to indicate the AC mission power is not
TRU switches have to be selected to ‘ON’ prior to available.
flight. Indication on mission AC switch and/or AC
indicator can be tested, prior to flight for instance,
b. Mission A.C Electrical Power by means of test switch of the instrument lighting
system.
(1). General
The Mission AC Power System is a 3- phase 4.0 EXTERNAL POWER SOURCE

power 115/200 Vac dedicated to supply AC
Mission loads. If the engines are not running and the aircraft is on ground, the
distribution busses can be powered by a GPU (Ground Power Unit)
The system consists of six inverters and one by connecting the unit to the aircraft; caption ‘GPU’ of the GPU
controller unit. All units are integrated with switch on the cockpit is lighted up indicating that GPU is
MISSION POWER panel in the cockpit and connected, and caption ‘ON’ at the same switch is lighted up when
TACCO console. the switch is pushed indicating aircraft is powered from GPU.
Power from GPU shall be removed automatically whenever power
Each inverter input is protected by a fuse and from generator is available; by this, caption ‘ON’ extinguishes while
connected to mission 28 VDC No.2 BUS. Output caption ‘GPU’ remains lights up as long as the GPU is connected.
power is routed to mission 3-phase, 115/200 Vac
BUS from where all are distributed and also
directly to the Mission CB panel on the TACCO 5.0 FAILURE CONDITIONS
console.
The following table shows various conditions that may happen
automatically after normal condition cannot be maintained.
(2). Control and Indicator
There is AC light switch on the MISSION POWER

panel. In normal condition, after the switch is
pushed ON, OFF caption on the switch
extinguishes. Caption of ‘FAIL’ shall be lighted up
when the switch is pushed to ‘ON’ and no power
available on the mission AC bus or there is system
failure. AC “FAIL” light on the MISSION POWER
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Latest row shows no generated power is available, means that BUS TIE to OFF all busses will be powered by one
aircraft in emergency condition, all essential loads necessary for generator or one TRU.
safe landing are powered by two 37-Ah batteries.
However, the relevant BAT BUS will be supplied directly
a. Under Voltage Detector from battery. Observe battery charging periodically every
15 minutes to prevent power losses and monitor Amphere-
The under voltage protection provided by the GCU meter not exceed 400 A for generator and not exceed 300
(Generator Control Unit) which sends signal to drive A for TRU.
caption #1 DC GEN and/or #2 DC GEN of the Central
Warning to light up when the appropriate output generator
is less than 24.5 VDC. 6.0 CONTROLS AND INDICATORS
There are two under voltage detectors used to detect the The controls and indicators of the electrical system are shown in
TRU outputs; signal shall be sent to drive caption TRU1 the following figures.
and/or TRU2 of the Central Warning to light up when
output of the appropriate TRU is less than 24.5 VDC.
b. Gen Bus Tie
In case both GEN BUSES need to be tied, the crew has to

isolate both BAT BUSSES from both GEN BUSSES first
and then tie the two GEN BUSES as follow:
- select the BAT BUS TIE toggle switch to OFF

position, indicated by magnetic indicator showing
cross line,
- then push the GEN BUS TIE switch to connect both
generator, indicated by illuminated ON caption on the
switch.
In example, If there are dual failure of two generators, or

one generator and both TRU’s fail, will cause one DC GEN
BUS and both SHED BUSSES (AC and DC) inoperative ;
by activating GEN BUS TIE to ON and BAT
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Fig. 12 – 2 CB Panels Location Fig. 12 – 3 AVIONICS NO.1 CB Panel

)
)
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Fig. 12 – 4 Circuit Breakers on the AVIONICS NO.1 CB

Panel
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Fig. 12 – 5 BATTERY BUS 1 CB Panel Fig. 12 – 6 Circuit Breakers on the BATTERY 1 CB

Panel Panel
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Fig. 12 – 7 MISCELLANEOUS CB Panel Fig. 12 – 8 Circuit Breakers on the MISCELLANEOUS CB

Panel Panel
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Fig. 12 – 9 BATTERY BUS 2 CB Panel Fig. 12 – 10 Circuit Breakers on the BATTERY BUS 2 CB
Panel Panel
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Fig. 12 – 11 AVIONICS NO.2 CB Panel Fig. 12 – 12 Circuit Breakers on the AVIONICS NO.2 CB
Panel Panel
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Fig. 12 – 13 RH and LH MISCELLANEOUS CB Panel

Panel
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Fig. 12 – 14 RH and LH Circuit Breakers on the LH

MISCELLANEOUS CB Panel
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Fig. 12 – 15 MISSION CB Panel and Circuit Breakers on the MISSION CB Panel

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Fig. 12 – 16 MISSION CB Panel Fig. 12 – 17 AC Generation Controls and Indicators
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Fig. 12 – 18a DC Generation Controls and Indicators
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Fig. 12 – 18b DC Generation Controls and Indicators Fig. 12 – 19 MSTR ELEC (Master Electrical) Switch
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Fig. 12 – 20 MISSION POWER Panel and MISSION POWER ANNUNCIATORS Panel (On Mission Console)
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Fig. 12 – 21 Electrical System Warning and Caution Indications
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1. GENERAL
The aircraft lighting systems are divided into:
1. Internal Lighting
2. External Lighting
Each system is controlled from panels located on the cockpit

panel. In addition the cabin attendant can control the emergency
lighting from the CARGO ATTENDANT CONTROL panel located
on the LH aft and RH forward side of the main cabin area. The
emergency lighting (when set to ARM) can be automatically
operated in the event of an electrical power failure.
Electrical power for the lighting circuits is supplied from the 28V
DC BUS BARS. Power for the 5V panel integral lighting is supplied
from 28V DC / 5V DC converters.
All light units with the exception of the landing lights can be
operated continuously without damage.
1.1 INTERNAL LIGHTING

The internal lighting is divided into the following subsystems:
1. Flight Compartment Lighting.

2. Annunciator Instrument Lighting (ANN LT)
3. Main Cabin Lighting.
4. Cargo Compartment Area Lighting.
5. Troop Jump Light/Dropping Light.
6. Passenger Signs.
Fig. 13 – 1 Internal Lighting Location (Sheet 1 of 2)
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1.1.1 Flight Compartment Lighting.
The flight compartment lighting circuits are:
- General illumination (flood lights).

- Instrument panel lighting.
The lighting systems are controlled by rotary dimmer

switches and toggle switches. The lighting is divided into
LH center and RH areas, controlled from corresponding
switch panels. In the event of one area circuit failure,
lighting within the flight compartment is not totally lost. The
general (flood) illumination and instrument panel lighting
circuits are protected by circuit breakers (CBs) located on
the LH and RH MISCELLANEOUS CB panels. Flood
lighting is provided by adjustable white spot lights and
fixed dome ceiling lights.
Auxiliary flood lighting is provided by adjustable, clip on

type utility lanterns, each is located on each side console
and at the RH partition behind Copilot. Map holder lights
are installed in the center boss of the Pilot and Copilot
control column. Each rudder pedal tunnel area is provided
with two fluorescent strip lights.
All instrument panels, CB panels and switch control panels

are equipped with 5V DC integral lighting. Power supply
for the 5V lighting is provided by 28V DC / 5V DC
converters. The main instrument panel lighting is
supplemented by strip lighting located below the
glareshield.
Fig. 13 – 1 Internal Lighting Location (Sheet 2 of 2)
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The LH side cabin light is supplied by GROUND BUS the
The flight compartment lighting is controlled as follows: RH side is supplies by GEN BUS. The cabin lighting
circuits are protected by CABIN LT CB located on the
- Pilot, Copilot side console and instrument panel related LH and RH MISCELLANEOUS panels.
controlled from the FLT DECK LT panel on the LH /RH
console. 1.1.4 Cargo Compartment Lighting.
- Overhead panel, center instruments and center
pedestal panels controlled from the FLT DECK LT The cargo compartment area is provided with an internal
panel on the overhead panel. light unit installed in the ceiling and an external light unit
located in the outer surface of the ventral door. Both light
1.1.2 Annunciator Instrument Lighting (ANN LT). units receive 28V DC power from GRN BUS through a
CARGO LT CB located on the LH MISCELLANEOUS
Optional instrument lighting is provided to control intensity panel Pilot console.
of light and to test its functionality. The light is distributed
to instrument panel lighting center pedestal, over head The lamps are individually controlled by CAR EXT and
panel (engine anti ice test) and EFIS switching panel light. CAR INT switches installed on the CARGO ATTENDANT
The ANN LT switch on the RH MISCELLANEOUS panel panel. A cargo focus light is also provided internal cargo
Copilot console is divided into three position: DIM, illumination.
BRIGHT and TEST, In DIM position the intensity of
illumination is low, this is used for IMC, in BRIGHT (BRT) 1.1.5 Troop Jump Light / Dropping Light.
position the intensity of illumination is high, normally used
for VMC/day operation, while the test (TEST) position it will Troop jump light or dropping light is provided to give visual
active all effected light. and aural signal for drooping. It is controlled from TROOP
JUMP panel on the Pilot and Copilot consoles with RED
1.1.3 Main Cabin Lighting. AND GREEN push button switch and HORN spring loaded
push button switch.
The main cabin lighting is provided by eight (4 LH and 4
RH) fluorescent ceiling light units. The light units are The RED switch activates four red light, the green switch
supplied with power from the DC / AC inverter located in activates four green lights and the HORN switch activates
the LH electrical rack. The light units are controlled from two horns.
CABIN LT switch with BRT – OFF – DIM position installed
on the INTERNAL LT overhead panel. In the BRT position, The power is supplied from GEN BUS no. 2 and protected
all ceiling came to illuminate. And the DIM position only by JUMP CONTROL CB located on the Copilot aft cockpit
four ceiling illuminate. bulkhead.
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1.1.6 Passenger Signs.
Passenger signs is provided to instruct passenger to stop

smoking, fasten seal belts and return to seat. Stop
smoking and fasten seat belt signs are installed on the left
and right position wall.
Return to seat warning is installed in the lavatory

compartment. Lighting are controlled from INTERNAL LT
overhead panel. By activated NO SMOKE switch, it will
illuminate the no smoke signs and SEAT BELTS switch
will illuminate the fasten seat belt sign and return to seat
warning.
1.2 EXTERNAL LIGHTING.
The aircraft external lighting is controlled by eight switches

installed on the EXT LT control panel. The switches control the
operation of the following circuits:
1. Position/Navigation Lights.
2. Anticollision Lights.
3. Landing Lights.
4. Taxiing Lights.
5. Runway Turn Off Lights.
6. Wing Inspection Lights.
7. Logo Lights.
8. Formation Lights.
The individual lights and circuit power supplies are described in the
following subparagraphs.
Fig. 13 – 2 External Lights Location
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1.2.1 Position/Navigation Lights. The light unit specification and location is as follows:
The position/navigation lights are controlled by a single A white 42W high intensity strobe light unit, which flashes
switch labeled NAV on the EXT LT overhead panel. The 50 times per minute. The high intensity flash is reflected by
switch receives 28V DC power from GRN BUS through a polished aluminum mirror, inside a clear glass lens. One
NAV CB located on the related LH and RH unit is installed at the top of the vertical stabilizer, the
MISCELLANEOUS panels. In the ON position the switch second unit is installed on the lower forward fuselage
directs power supply no. 1 to the LH lights and power behind the nose landing gear.
supply no. 2 to the RH lights.
1.2.3 Landing Lights.
The light unit specification and location is as follows:
The landing lights are controlled by two separate switches
- A red 40W light unit installed in the LH wing tip giving labeled LANDING (L) and (R) on the EXT LT overhead
0
a 110 angle of visibility. panel. The LH switch receives 28V DC power from SHED
- A green 40W light unit installed in the RH wing tip BUS no. 1 through the LDG LT CB located on the LH
0
giving a 110 angle of visibility. MISCELLANEOUS panel. The RH switch is supplied from
- Two identical white 19W light units installed in the tail SHED BUS no. 2 through the LDG LT CB on the RH
0
cone, each giving 180 angle of visibility. MISCELLANEOUS panel.
The position lights indicate aircraft position, heading and In the ON position, the switch directs power to a motor in
attitude. each light unit. The motor drives the light (lamp) downward
to a preset angle. Limit switches in the unit are now
1.2.2 Anticollision Lights. operated to supply each light with 28V DC power from
BAT BUS no. 1 and no. 2 Battery Protection Units. In the
The anticollision lights are controlled by a single switch OFF position the motor retracts the lamp fully into the unit.
labeled A/COLLISION on the EXT LT overhead panel. The
switch receives 28V DC power from BAT BUS no. 1 and The limit switches now operate to isolate the lamp from
no. 2 through A/COLLISION CB located on the related LH supply and prevent the lamp illuminate when in the
and RH MISCELLANEOUS panels. retracted position.
In the ON position the switch directs the no. 1 power 1.2.4 Taxiing Lights
supply to the lower anticollision light and the no. 2 power
supply to the upper light. The two taxiing lights are controlled by a single switch
labeled TAXI on the EXT LT overhead panel. The switch
receives 28V DC power from BAT BUS no. 1 and no. 2
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through TAXI LT CB located on related LH and RH The light unit specification and location is as follows:
MISCELLANEOUS panels. A wide angle beam 250W, 8A light unit installed in the
front fairing of the LH and RH main landing gear sponson.
In the ON position the switch directs each power supply to
relays in the related LH and RH electrical racks. The relay 1.2.6 Wing Inspection Lights
circuits are routed through a microswitc operated by the
nose landing gear. The two wing inspection lights are controlled by a single
switch labeled WG INSP on the EXT LT overhead panel.
When the nose leg is unlocked and extends the The switch receives 28V DC power from GEN BUS no.1
microswitch operates the circuit to energize the relays. The and no.2 through WG INSP LT CB located on the related
relays now direct 28V DC power to the lights from GEN LH and RH MISCELLANEOUS panels.
BUS no.1 and no. 2through fuses located in the related
LH and RH electrical racks. When the nose landing gear is In the ON position the switch supplies power from GEN
fully retracted and locked UP, the microswitch is operated BUS no.1 and no.2 to the related LH and RH light unit. The
to isolate the power supply to the relays. In this condition light unit specification and location is as follows:
the lights will not illuminate. A 100W, 4A prismatic unit with a heat resistant clear lens.
Both light units are installed symmetrically on the aircraft
The light unit specification is as follows: nose structure.
Two identical 250W, 9A white units installed on the upper
body of the nose landing gear. 1.2.7 Logo Lights
1.2.5 Runway Turn Off Lights The two logo lights are controlled by a single switch
labeled LOGO LT on the LH MISCELLANEOUS panel
The two runway turn off lights are controlled by a single Pilot console. The switch receives 28V DC power from
switch labeled TURN OFF on the EXT LT overhead panel. GEN BUS no.1 and no.2 through the LOGO/T-OFF LTS
The switch receives 28V DC power from GEN BUS no.1 CB located on the related LH and RH MISCELLANEOUS
and no.2 through LOGOT/T-OFF LT CB located on the panels.
related LH and RH MISCELLANEOUS panels.
In the ON position the switch located in Pilot console
In the ON position the switch directs the related power supplies power from GEN BUS no.1 and no.2 to the
supply to energize two relays (LH/RH) located in the RH related LH and RH light unit.
AVIONICS Rack. When the relays are energized 28V DC
power is supplied from GEN BUS no.1 and no.2 through The light unit specification and location is as follows:
fuses located in the LH and RH electrical rack to the A 75W, 3A light unit with a heat resistant clear lens is
related LH and RH light units. installed in the upper surface of the LH and RH horizontal
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stabilizer. Each light is angled to illuminate the LH and RH
side of the vertical stabilizer.
1.2.8 Formation Lights
The formation light system which consists of 12 location is

required when the aircraft is flying in formation at night and
to operate only at the normal flight. The formation light is
controlled by FORM switch on the EXT LT overhead
panel.
In case both generators failed or one generator and TRU

failed this system is not probably to operate. The formation
light system is powered from dual type source, one is 28V
DC GEN BUS 1 to the switch control and the other is 115V
AC shed bus from LH and RH inverter to the CB of each
circuit group.
Fig. 13 – 3 Formation Lights
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2. CONTROLS AND INCICATORS
The lighting controls and indicators are shown in figure 1 through

4.
Fig. 13 – 4 Flight Components Lighting Controls
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Fig. 13 – 5 Internal Lights Controls (Sheet 1 of 4) Fig. 13 – 5 Internal Lights Controls (Sheet 2 of 4)
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Fig. 13 – 5 Internal Lights Controls (Sheet 3 of 4) Fig. 13 – 5 Internal Lights Controls (Sheet 4 of 4)
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Fig. 13 – 6 Cargo Compartment Lighting Control and Indicators

Fig. 13 – 6 Cargo Compartment Lighting Control and Indicators (Sheet 2 of 2)
(Sheet 1 of 2)
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Fig. 13 – 7 External Lighting Controls and Indicators

Fig. 13 – 7 External Lighting Controls and Indicators (Sheet 2 of 2)
(Sheet 1 of 2)
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Fig. 13 – 8 Central Warning Panel
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FLIGHT DIRECTOR AND AUTOPILOT
CCNN 223355
DIRGATARA INDONESIA SYSTEM PPIILLO
OT TRAINING MAN
1.0 GENERAL
The aircraft is equipped with an autopilot system, which provides
flight guidance commands shown on the PFD and may
automatically position the aircraft control surfaces. To perform this
function, the autopilot system processes the outputs from various
aircraft sensors and any pilot initiated commands or mode
selections.
Autopilot system provides the pilot with the following features:
• Attitude hold mode with synchronized steering

• Heading mode.
• Navigation mode (VOR or localizer).
• Approach mode with automatic GS capture and track.
• All angle adaptive capture for VOR and LOC.
• Altitude hold mode.
• Indicated airspeed hold mode.
• Vertical speed hold mode.
• Altitude preselect mode.
• Soft-ride (turbulence) mode.
• Half-bank mode.
• Computed steering display outputs.
• Mode selection controls and indicators.
• System integrity warning flag outputs.
Flight director function allows the pilot has the flight director
steering cue that appeared as pairs of magenta Vbars.
This cue shows pitch and roll commands.
The flight guidance and annunciations of autopilot mode are
displayed on the PFD and/or autopilot control and indicator panels,
i.e. Flight Control Panel (FCP) and Autopilot Panel (APP).
On the PFD, autopilot mode annunciations and flight guidance are Fig. 14-1 Flight Guidance and Autopilot Ann. on the PFD
shown as follow.
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On the APP, autopilot annunciations are shown on the top of the

panel. The annunciated messages are colored coded green for
active, amber for status or arm, and red for failure. Also, there are
several buttons and selector for controlling the system on this
panel. The FCP shows the selected modes and system status. The
annunciated messages are colored coded green for active, amber or
white for status or arm, and red for failure.
Fig. 14-3 Autopilot Mode Annunciations on the FCP

Fig. 14-2 Autopilot Annunciations on the APP
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All autopilot panel (APP) and flight control panel (FCP) annunciators and
their PFD indications are listed below.
Fig. 14-4 APP annunciators and their PFD equivalence Fig. 14-5 FCP annunciators and their PFD equivalence
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2.0 SYSTEM OPERATIONS The slip skid sensor provides a dc output voltage proportional to
the lateral acceleration caused by an uncoordinated turn of the
The autopilot system consists of an autopilot computer, an air data aircraft. This output is normally used by autopilot and yaw damper
sensor, a flight control panel, an autopilot panel, a slip skid sensor, systems to provide coordinated turns. The vertical accelerometer
a normal accelerometer, a yaw rate sensor, an altitude alerter, senses aircraft acceleration perpendicular to the aircraft surface.
three primary servos and uses PFD for displaying purpose.
This signal used by autopilot computer to enhance damping of the
The autopilot computer consists of six microprocessors; a flight vertical modes (ALT, IAS, and VS). The yaw rate sensor senses
guidance microprocessor, a heading rate and EFI bus the yaw rate of the aircraft which, then, used for yaw damping
microprocessor and four independent servo processors. The flight calculations.
guidance (FG) microprocessor receives and processes the
information provided by the sensors, and, then, generates steering The altitude alerter is used to set a desired altitude setting or alert
commands which are sent to the PFD command bars. altitude during the ALT SEL mode of operation.
The heading rate and EFI bus microprocessor provides two When the altimeter indication approaches the altitude set on the
signals; the signal conditioning required to display autopilot mode alerter, the altitude alerter shall provide an ALT indication and
and warning annunciations on the EFI (PFD) and slew up/down audio/aural signal output.
signals to the Air Data System.
The autopilot system is interfaced with other systems including;
Each of the four servo microprocessors performs the servo loop VHF NAV., AHRS, Landing Gear, Radio Altimeter, Air Data System
computations and drives one side of the associated servo. (ADS), FMS, PFD, and ND. The autopilot is also connected with
Commands received from the flight guidance microprocessor along control wheels where AP and YAW disengage switches, and
with servo rate and torque information from the servo are SYNC switch are provided.
processed in the servo loop computer to provide servo positioning
and damping. Electrical power for the autopilot system is supplied by BAT BUS
through circuit breaker labeled FD/AP on the AVIONIC BUS No.1
The autopilot panel (APP) and the flight control panel (FCP) are CB panel. The servos are powered by GEN BUS through circuit
located on the center instrument panel. The APP provides control breaker labeled SVO on the AVIONIC BUS No.1 CB panel.
of the autopilot associated controls and annunciations. The FCP is
used to select the operating mode of the flight guidance or
autopilot system. Selected modes and system status is indicated
on the annunciator strip at the top of this unit.
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Fig. 14-6 Autopilot Block Diagram
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3.0 OPERATION servos from the aircraft controls allowing the pilot to control
the aircraft manually. The system will reengage and hold
An operating mode is selected through the flight control panel the roll angle at the moment the SYNC button is released.
(FCP) and the autopilot panel (APP). Pushing any button Activating the SYNC button also causes the turn knob to
momentary activates or de-activates the associated mode. Mode become inactive. The knob will be back usable when the
annunciation is shown on the FCP, the PFD of EFI and/or the APP. SYNC button is released and the knob has been returned
to the detent position.
The AP and YAW damper switches on the control wheel allows the
pilot to disengage all autopilot servos and cancel all selected When the turn knob is in the detent position, or when the
vertical modes if no lateral mode is selected. The vertical modes SYNC button is released with a roll angle less than 5
can be reselected after the autopilot has disengaged and lateral degrees, the system switches to awing level attitude hold
mode has been selected. Any selected lateral and vertical modes sub mode, during which the aircraft is rolled to a wing level
are retained and can be used in the flight director. Operating the position.
SYNC switch on the control wheel disengages the primary servos
and cancels any selected vertical modes without interrupting b. Heading Hold Mode
computer computations for the selected lateral mode. The aircraft
can be maneuvered to any desired attitude during the time the To activate HDG mode, press the HDG select button on
switch is depressed. the FCP. The HDG annunciator on the FCP will be
illuminated (green). Selection this mode brings the steering
a. Roll Hold Mode display into view and commands the system to fly the
The roll hold mode is selected when no other lateral mode selected heading. A selected heading can be set through
is selected or when the turn knob on the APP is moved out the course heading panel (CHP). The selected heading is
from the detent position. When the roll mode is selected, shown on the ND as the selected heading bug.
the steering display on the PFD is biased out of view.
Engaging the autopilot causes the system to hold the roll c. Navigation (NAV) Mode
attitude present at the time of engagement, provided the
altitude is more than 5 degrees from level. The navigation mode allows the system to provide steering
commands to capture and track the VOR or localizer radio
While the system in the roll hold mode, changing the bank signal. This mode can be activated by pushing the NAV
angle is allowed using the turn knob on the APP or the button on the FCP. Tuning a VOR or localizer radio
SYNC button on the control wheel. Turning the knob frequency while the NAV mode is selected puts the system
commands the system to change the roll attitude into the NAV ARM sub-mode. In this sub-mode, the system
proportionally. The roll attitude is limited at approximately annunciates HDG and NAV ARM and responds to the
30 degrees. Pushing the SYNC button disengages the heading inputs from the CHP. By using the heading knob
on the CHP, the system can be set up to intercept the
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radio course at any intercept angle up to 90 degrees. to a localizer frequency. When the system
When the radio course is captured, the system switches captures the localizer beam, the GS ARM
from NAV ARM to NAV. annunciator illuminates. At glideslope capture, the
annunciation switches from GS ARM to GS and
During VOR operation, command smoothing is provided to any vertical modes are dropped. Glide capture can
facilitate station passage and a dead reckoning (DR) be accomplished from any vertical mode and from
annunciation is used to indicate when the system is above or below the glideslope beam. Annunciation
operating in the station passage sub-mode. during this mode consists of HDG, APPR ARM,
APPR, GS ARM and GS.
d. Approach (APPR) Mode
(3) Back Course Localizer Approach
The APPR mode is activated any time an approach to a
runway is desired and consists of four types of operation; Back Course Localizer Approach is selected by
VOR Approach, ILS Approach, Back Course Localizer pushing the B/C mode button. This mode is similar
Approach (B/C APPR) and RNAV. to the ILS approach mode except it provides
commands to capture and track the localizer back
(1). VOR Approach course. In this configuration, the B/C annunciator is
lit and the glideslope operation is locked out.
Tuning a VOR frequency while the APPR mode is Capture and track of the back localizer beam is
selected initiates the system to be configured in same as during the ILS approach except the
the NAV ARM sub-mode for all angle capture, system must be manually switched to the heading
similar to the NAV mode. Steering commands to mode or pilot must fly the aircraft manually as the
acquire the VOR beam is provided. A station aircraft approach and flies over the localizer
passage sub-mode is also provided allowing transmitter. Annunciation during this mode consists
course to be changed at the VOR station for of B/C, HDG, APPR ARM, and APPR>
dogleg approach to published minimums.
Glideslope operation is locked out and the system (4) RNAV
annunciation consists of HDG, APPR ARM, and
DR (station passage) at the appropriate stages The RNAV approach is the same as a VOR
during the approach. approach except that an RNAV waypoint
represents the station and the system uses a linear
(2). ILS Approach deviation NAV signal from an area NAV system.
The system will be in full ILS approach when the

APPR mode is selected and the VHF Nav. is tuned
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(5) Half-Bank Mode (1/2 Ø) (7) Altitude Hold Mode (ALT)
The half bank mode is selected by pushing the 1/2 The altitude hold mode can be selected by pushing
Ø button on the APP panel. This mode can be the ALT button on the FCP. This mode allows the
activated with any lateral mode, except when the system to maintain the altitude that existed when
turn knob is used during the roll hold mode. When the mode was selected. Before selecting the ALT
the half-bank mode is selected, the normal bank mode, a lateral mode must be selected and the
limit is reduced to approximately 12.5 degrees. autopilot has been engaged. The selected altitude
The mode is automatically dropped upon capture can be changed in 25 feet increments by
of the VOR or localizer signal during the NAV or momentarily pushing the vertical control on the
APPR mode. However, the mode can be APP.
reselected after capture but will have no effect
during the NAV track mode, which has a track (8) Indicated Air Speed Mode (IAS)
bank limit of 10 degrees.
The IAS mode can be selected by pushing the IAS
(6) Pitch Hold Mode button on the FCP. In this mode, the system
provides commands to maintain the indicated
The pitch hold mode is selected when no vertical airspeed present at the time the mode is selected.
mode are selected and either the autopilot is Before selecting the IAS mode, a lateral mode
engaged or a lateral mode (HDG, NAV or APPR) is must be selected and the autopilot has been
selected. The system responds to the selected engaged.
lateral mode and to the pitch attitude at the time The IAS reference can be changed using the
the lateral mode was selected or the autopilot was vertical control on the APP. Each pushing the
engaged. The steering display is biased into view control
provided a lateral mode is selected. The pitch change the IAS reference in 1 knot.
attitude reference can be changed using either the
SYNC switch on the control wheel or the vertical (9) Vertical Speed Mode (VS)
control on the APP. Pushing the vertical control
momentarily changes pitch attitude in 0.5 degree. The vertical speed mode allows the system to
If the control is held for more than 1 second, it maintain the vertical speed that was present at the
provides a 1 degree/second slew rate until it is time of mode selection. Before selecting VS mode,
released. a lateral mode must be selected or the autopilot
has been engaged. The VS reference can be
changed in 200 ft/min increments using the vertical
control.
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(10) Altitude Preselected Mode (ALT SEL) button is pushed during the GA mode, the system
synchronizes to the aircraft pitch attitude, the GA
The altitude preselected mode works in annunciator goes out, and the steering display
conjunction with an altitude pre selector on stays in view even though no lateral mode is
Reference Select Panel (RSP). The desired annunciated.
altitude is set into the pre selector and then the
ALT SEL mode is selected on the FCP, either (12) Descent Mode (DSC)
directly or by selecting the climb or descent mode.
The altitude preselect mode will be enabled, and The descent mode provides a smooth transition
the system provides commands to capture the from the previously selected vertical mode to a
selected altitude when it is approach. On the PFD, preprogrammed vertical descent. Selection of the
the selected altitude is shown above the altitude mode automatically arms the altitude preselect
tape. It will be appeared magenta when coupled to mode, if available, and commands a smooth pitch
the flight director. The selected altitude bug is also change to establish the preprogrammed vertical
displayed on the altitude tape. Similar to FD descent rate.
operation, the associated ASEL annunciator will The DSC and ALT ARM annunciators light when
also be displayed on the PFD as the active the mode is selected. The automatic selection of
autopilot mode if the autopilot is engaged. the altitude preselect mode can be canceled by
Another vertical mode is selected in conjunction pushing the ALT SEL button while the ALT ARM
with the ALT SEL mode to establish a climb or annunciator is lit.
descent to approach the preselect altitude. After After the DSC (VS) mode has been established,
the selected altitude is captured, the system the vertical control on the APP can be used to
automatically switches to the altitude hold mode. change the descent rate in 200-ft/min increments.
If the descent mode is selected while the
(11) Go-Around Mode (GA) preselector is set at the present altitude, the
system automatically cycles directly to the altitude
The go-around mode is a wing level, fixed pitch-up hold mode without descending.
mode that is initiated by pushing GA button on the
control wheel. This mode can be selected from any (13) Climb Mode
lateral mode. Selection of the go-around mode
disengages the autopilot. The system internally The climb mode provides a smooth transition from
synchronizes to the aircraft pitch attitude while in the previously selected vertical mode to a
the go-around mode and maintains the GA pitch preprogrammed vertical climb profile. The vertical
attitude after a lateral mode is selected. If the profile is defined by a stored IAS command that is
SYNC modified by the altitude of the aircraft.
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Selection of the mode automatically arms the the ground with an airspeed of less than 60 knots.
altitude preselect mode, if available, and The ground test mode is interlocked with the strut
commands a smooth pitch change to establish the switch and airspeed so that it cannot interrupt
preprogrammed IAS command. The CLM and ALT autopilot when the aircraft is airborne. The ground
ARM annunciatiors light when the mode is self test is exited by pushing the TEST button a
selected. The automatic selection of the altitude second time.
preselect mode can be canceled by pushing the
ALT SEL button while the ALT ARM annunciator is
lit. The system will hold the climb mode until
another mode is selected or the preselected
altitude is captured.
The IAS reference can be changed in 1 knot
increments using the vertical control. However, the
vertical control cannot be used to command a
negative climb rate because the climb mode has a
minimum climb rate of +50 feet/minute. If the climb
mode is selected while the preselector is set at the
present altitude, the system automatically cycles to
the altitude hold mode without climbing.
(14) Self Test
A self test can be initiated by pushing Test button

on the FCP. The test may be performed in flight or
on ground. To activate the airborne self test, push
and hold the TEST button while the aircraft is flying
at 60 knots or more and no strut switch output.
This test does not interrupt autopilot operation, but
causes a momentary annunciator test followed by
a display of any initial fault conditions that have
been set.
The ground self test mode is activated by
momentary pushing the TEST button while the
aircraft is on
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4.0 CONTROL AND INDICTORS
Fig. 14-7 Autopilot Panel (APP) Fig. 14-8 Flight Control Panel (FCP)
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COMMUNICATION SYSTEM PPIILLO
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1.0 GENERAL unit on the center pedestal, one on each pilot-side. The
control unit allows crew to perform the following
The communication systems consists of V/UHF Communication operations:
system, HF Communication system, Digital Audio Distribution
System (DADS) and Passenger Address and Cabin Interphone • Switching ON and OFF
System (PACIS), and Emergency Locator Transmitter (ELT) • Setting the frequency
• Selecting the guard receiver frequency
a. General • Switching the squelch ON and OFF
• Selecting the operating mode (AM, FM, FSK.)
The aircraft is equipped with two V/UHF (Plain) Radio • Setting the transmit power
Communication systems, one for each pilot-side. The crew • Setting the mode (TR, TR+G, GD, SET)
can use these radios to perform air to air, air to ground,
and ground to air communications. The control display has a display where operation mode and
frequency are shown. The display shows the operation mode and
The V/UHF Communication system provides two-way frequency as follow.
communication links for voice and data in the VHF
frequency bands of 30 to 87.975 MHz (tactical) and
108.000 to 173.975 MHz, and in the UHF frequency band
of 225.000 to 399.975 MHz with a channel spacing of 25
kHz or 8.33 MHz (8.33 kHz only in frequency band
118.000 to 136.99167 MHz).
Communication is in fixed frequency clear voice or data,

i.e. in fixed frequency (plain) mode. The type of modulation
in plain mode is AM/FM/FSK, the type of modulation
AM/FM/FSK depends on the frequency range and
operating mode. Guard receiver operation for the VHF
emergency frequency of 40.5 MHz (FM) or 121.5 MHz
(AM) or UHF emergency frequency of 243 MHz (AM) can
be handled simultaneously with the normal receiver
functions.
The V/UHF Comm. system consists of transceiver, control Fig. 15-1 Main display of V/UHF Communication
unit, and antennas. There are two V/UHF Comm. control Control Unit
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press the ENT key. Please note that by default certain

Two V/UHF antennas are located on the top and the frequencies are linked to modulation mode AM or FM.
bottom of fuselage. The pilot V/UHF Radio Communication Whenever the frequency band (VHF or UHF) is changed,
system is connected to the bottom V/UHF tuned antenna, the modulation mode is assigned to the selected frequency
while the co-pilot V/UHF Radio Communication system to in the new band is automatically set.
the top V/UHF tuned antenna.
If the radio frequency is appeared as a channel number,
The V/UHF Communication system is interfaced with the changing Preset Channel Number can be initiated by
Digital Audio Distribution System (DADS) thereby pressing the PRE (0) key or the P (7) key. The first channel
controlling V/UHF communication activity should be number will be highlighted. Use the numerical keypad to
performed through the Audio Control Panel (ACP). entry the desired channel number, then press the ENT key.
To change the power stage, press repeatedly the A (5) key
Electrical power for the pilot V/UHF Communication until the desired power stage is displayed.
System is supplied by 28 VDC BAT BUS 1 through circuit
breaker labeled V/UHF1 which located on the Avionic No.1 Setup Menu can be called by turning the Mode switch to
CB panel. The co-pilot V/UHF Comm. system is powered SET. From the Setup Menu page crew have possibility to;
by 28 VDC BAT BUS 2 through circuit breaker labeled
V/UHF2 which located on the Avionic No.2 CB panel. • Initiate the Built-In Test (BIT)
• View/change the preset set frequency
b. Operation • View/change the preset assignment
• View/change the general setting.
When power is applied to the system, moving Mode switch
from OFF position, e.g. moved to TR or TR+G, initiates a
Power-on Built in Test (PBIT). The purpose of PBIT is to
test the equipment to ensure its good operational condition
before starting an operation. During PBIT all radio function
are suspended.
NOTE:
If the power interrupts for more than 7 seconds, upon start-
up the system initiates PBIT.
After the end of PBIT, the last selected mode is set. To

change the fixed frequency manually, press the MAN key.
Use the Numerical keypad to entry a new frequency, then
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2.0 HF COMMUNICATION SYSTEM Each HF control unit provides display and control knobs.
The display shows operating (OPR) mode, RF emission
a. General (MODE), the selected frequency/channel (FREQ/CHAN)
and power (PWR) annunciator. Knob and buttons are
The aircraft is equipped with one HF communication provided for controlling the HF comm.
systems. It can be operated in the 2.0 to 29.9999 MHz
frequency range in 100 MHz steps. Communication is The HF system makes available the following operating
possible using Simplex and Half Duplex operation in Upper mode : MAN - manual discrete frequency, CHN – user
Sideband (USB), Lower Sideband (LSB), Amplitude programmed preset channel, SCN - user programmed
Modulation Equivalent (AME) and Continuous Wave (CW). preset channel receive scan, MAR - maritime pre
The frequency data and RF emission for either simplex or programmed preset channel program, TST - built-in-test,
half duplex communication can be stored in the receiver- PGM - user programmable preset channel program, EMR -
transmitter’s non volatile memory. 99 user-programmed emergency preprogrammed preset channel, EXT - external
half-duplex or simplex channels, 249 halfduplex ITU system control and SBY - standby.
channels and six emergency channels may be called up by
their channel numbers. The OPR display will show FLT (fault) or WRN (warning)
should a fault or warning occur in the HF system.
The system consists of a receiver – transceiver, an
automatic antenna coupler and two control units. The The display also momentary shows VOL or SQL while
receiver - transmitter provides the signal required to either the VOL (volume) or SQL (squelch control setting)
translate signal between the RF and audio spectrums. are changed.
The antenna coupler matches the antenna’s electrical The MODE display shows the HF system RF emission
impedance with the power amplifier, there by automatically mode that is selected by VALUE control. The HF system
tuning for each frequency and minimizing the transmitter makes available the following RF emission modes: UV-
signal. Upper Sideband Voice, LV-Lower Sideband Voice,
UDUpper Sideband Data (not operational), LD-Lower
The HF system may be controlled from either HF control Sideband Data (not operational), AM-Amplifier Modulation
unit located on the cockpit center pedestal or the control Equivalent, CW-Continuous Wave. Should a fault warning
unit on Mission Console. HF control can be switched occur in the-HF-system, the MODE function characters will
through HF Workstation Com panel. Two HF Workstation indicate the system unit in which the fault or warning
Com panels are provided, one on the RH console and the occurred.
other on the mission console.
FREQ/CHAN displays up to six numeric characters
frequency data and channel number. The display will also
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shows volume levels (0 thru 7) and squelch levels (0 thru transmitter), or - - (two blanks) for external system.
3) when respective VOL or SQL control settings are The FREQ/CHAN display will then identify the
changed. PWR display shows the selected power level. failure to the module/circuit card and circuit within
The selectable power level are low power – bottom bar, the failed module/circuit card.
medium power – bottom two bars, and high power – all
three bars. (2). Scan mode
The system is interfaced with Digital Audio Distribution Scan mode provides receiver scanning of the user
System (DADS). The selection of the HF radio and volume programmed preset channels 1 through 10. Each
position is performed from the Audio Control Panel (ACP). of the first 10 channels will be scanned for traffic
Electrical power for the system is supplied from the 28 with a dwell time of 0.5 seconds on each channel.
VDC GEN BUS 2 through circuit breaker labeled HF which The FREQ/ CHAN display will show the channel
located on the AVIONIC NO.1 CB panel. number being scanned.
b. Operation To operate in the scan mode, select SCN mode by

positioning cursor to OPR and using VALUE knob
The HF system is automatically on when power is applied to select SCN. Then, rotate SQL control
to the aircraft system. In the SBY mode, the system is counterclockwise to disable (SQL 0) and then
basically turned off (audio muted) and the control unit is clockwise one click (SQL 1). The receiver will mute
disabled. and start scanning after a short delay. If
intermittent stop scan operation occurs, advance
(1). Self test the SQL control clockwise one click at a time until
scanning is continuous, only stopping for pertinent
The self-test is initiated by positioning the cursor traffic.
for OPR display. Use the VALUE knob to
command OPR to select TST. Internal diagnostic (3). Manual operation
testing and monitoring automatically determine if
the system is capable of providing the specified The manual mode is for simplex operation only.
performance. If the system passes the test, MODE Crew may operate this operation mode in voice or
will display OK. CW communications mode.
Should the system fail, OPR will display FLT (fault) To initiate operation of manual or discrete
or MSG (message). The MODE will then display frequency mode, position cursor in OPR field and
the unit as FO (Fiber Optics), CU (antenna select MAN operation mode using the VALUE
coupler), R (control unit), FL (filter), RT (receiver- control. Then, move the cursor to MODE field and
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select the desired RF emission mode (UV, LV or (4). Selecting preset channel
AM) for manual voice communication mode or CW
for manual CW communication mode. Position To communicate using a user programmed preset
cursor on FREQ/CHAN and use VALUE knob to channel, select CHN operation mode. Position
select frequency. cursor to the FREQ/CHAN display and use CHAN
or VALUE knob to select the desired/preset
To select the output power level, position cursor to channel. The channel number will appear on the
PWR and use the VALUE knob to select the FREQ/CHAN display. To display the transmit RF
desired power level. emission mode and frequency, key the microphone
and press FREQ/LD button.
For voice communication operation, select volume
control by rotating the SQL control (5). Selecting preset emergency channel
counterclockwise to disable (SQL 0) and adjusting
VOL control to the desired audio level. To select an emergency channel, select EMR
operation mode. The channel number appears on
If squelch operation is desired, rotate SQL control the FREQ/CHAN display. To view the receive
clockwise 1 click (SQL 1). The receiver will squelch frequency, press the FREQ/LD button. The
after a short delay. If intermittent noise persists, transmit frequency can be viewed by keying the
advance SQL control clockwise one click at a time microphone and pressing the FREQ/LD button.
until no intermittent noise persists.
(6). Preset channel loading To program preset
Momentary key the microphone to tune the channel, select PGM operation mode. Position
antenna coupler. A steady 1000 Hz tone will be cursor on FREQ/CHAN display and use VALUE or
heard in the headset or speaker during the tune CHAN knob to command FREQ/CHAN display to
cycle. The system is ready for normal voice show the desired channel. Press FREQ/LD button.
communication. For CW communication operation, With cursor on the FREQ/CHAN display, select the
rotate SQL control fully counterclockwise (SQL 0). frequency using VALUE knob.
Momentary key the microphone or the CW key to
tune the antenna coupler. A steady 1000 Hz tune For simplex operation depress FREQ/LD button to
tone will be heard load data.
in headset or speaker during the tune cycle. At
completion of tune cycle the steady tune tone will For half-duplex operation depress FREQ/LD button
disappear and receiver noise will be heard. The to load receive frequency first. Then while keying
unit is ready for CW communication. the microphone, use the cursor and VALUE knob
to select the desired RF emission mode and
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transmit frequency. Press FREQ/LD button to load Voice transmission can be made using the
transmit frequency. microphone.
(7). Maritime operation mode
All of the 249 ITU public correspondence channels

(receive and transmit frequencies plus RF
emission mode) in the maritime radiotelephone
network are pre programmed into the receiver-
transmitter’s non volatile memory. The 249 ITU
channels all operate half duplex in the UV (upper
sideband voice) RF emission mode.
To operate in the maritime mode, select MAR

mode. Position cursor to FREQ/CHAN field and
select the desired ITU channel using CHAN or
VALUE control. Then, select the output power level
as desired.
If squelch operation is desired, rotate SQL control

counter clockwise to disable (SQL 0) and then
clockwise one click at a time until no intermittent
noise persists.
After selecting frequency, tune the antenna coupler

by momentarily keying the microphone. The
antenna coupler will then tune automatically. A
steady 1000 Hz tune tone will be heard in the
headset during the tune cycle. The average tune
time is approximately 30 milliseconds if the
channel has been previously tuned. Automatic
tuning to a new frequency takes nominally less
than one second. After completion of the tune
cycle, the steady tune tone will disappear and
receiver noise will be heard.
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3.0 DIGITAL AUDIO DISTRIBUTION SYSTEM (DADS) & - Radio navigation support and audio for recordings
PASSENGER ADDRESS CABIN system.
INTERPHONE SYSTEM (PACIS) The DADS and PACIS consists of a Remote Electronics
Unit (REU), three Audio Control Panels (ACP), seven
a. General Jack-Boxes (JB), eight Headsets, two Cockpit Speakers,
one Ground Crew Interphone Unit, ten Cabin Speakers,
The aircraft is equipped with a Digital Audio Distribution and one Audio Central Unit.
System (DADS) and Passenger Address Cabin Interphone
System (PACIS) which provide a centralized control of The REU is a center of audio management. It receives
airplane communication equipments. audio signal from communication and navigation
equipments, Aural Warning System, and PACIS. Then, the
These systems permit the following communications or REU processes and transmits the received audio through
functions to be performed. selector and volume controls of the ACP to either
headphone or speakers Outs. The audio signal is also
- Two-way communication between Pilot, Copilot and routed to CVR Out.
Tactical Command (TACCO) in hot or cool
communication through Audio Control Panel (ACP), An ACP is an operator interface unit used for controlling
- Two-way communication among cabin crews such as communication and aural warning systems. Three ACPs
Observer (OBS) 1, Observer 2, Flight Engineer (FE), are installed in the aircraft, one on each side instrument
SENSO and TACCO Operators, panel and other on the Mission console. They are identical
- With permissions from TACCO, the OBS1 and OBS2 and interchangeable. Each ACP has several switches or
can communicate two way communication with cockpit control knobs used for turning on/off and adjusting volume
crew, the following communication equipments: NAV 1, NAV 2,
- Two-way communication Pilot/Copilot with Ground ADF 1, ADF 2, V/UHF 1, V/UHF 2, V/UHF 3, DME ½, HF.
Crews, There is also an EMG switch provided for manually
- To generate aural warnings from Central Warning selecting emergency mode.
System (CWS), Terrain Awareness Warning System
(TAWS) and Traffic Alert, Collision Avoidance System Each ACP is accompanied by a co-located Jack Box for
(TCAS) and Electronic Surface Measure (when is purpose of the connection of headsets and microphones.
installed), Also, there are four jack boxes provided for other flight
- Two-way audio communication with Radios system crews and one for ground crew. The crew can send and
such as V/UHF and HF systems, hear an audio voice through a headset plugged into these
- PA (Public Address) functions to Cabin area, jack boxes. However, the voice may also be sounded
through the speakers. There are two speakers in the
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cockpit and ten speakers in the cabin compartment. The FLT button below the main volume control knob allows the
cabin speakers are interfaced with the REU through the system to remove identification tones from navigation
ACU. signals, such that only the voice information remains. To
active this function, push the FLT button.
Electrical power for DADs and PACIS system is supplied
by a 28VDC Gen Bus 1 and Gen Bus 2 through the circuit There are several buttons at the lower of ACP. Each has a
breakers located on the AVIONIC NO.1 and the AVIONIC certain function. The INPH HOT button is used to activate
NO.2 CB panels. On the AVIONIC No.1 CB panel, there hot line communication between flight crew and ground
are circuit breakers labeled ICS (CPLT), ICS (TACCO), crew. Pushing the MKR (1 and 2) allows the system to
and PA. On The AVIONIC NO.2 CB panel, there are circuit receive the marker beacon audio signal. The SPKR button
breakers labeled ICS (PLT), ICS (TACCO), and PA. is used to connect system to the cockpit speakers. While,
pushing the AUTO button allows the system to
b. Operation automatically receive audio from the selected transmitting
radio regardless of position of receiver ON/OFF switch.
The ACP allows the crew member to select the desired In the event of failure in the audio system, push the EMG
radios, navigation aids, interphones and PA system for button to select the emergency mode. In this mode, Pilot
transmission and monitoring. microphone is routed directly to V/UHF1, while Copilot mic
to V/UHF2.
Transmitter Selector at upper of ACP panel is used to
select one radio or system for transmission. To select the
desired radio or system, push an appropriate selector
button. Any microphone at the station where that ACP
located may then be keyed to transmit on the selected
radio or system.
Receiver switches on the ACP are turning knobs used to

select an audio system to be monitored and to adjust its
audio volume. To select a system to be monitored, pull the
appropriate knob. Any combination of radios or system
may be selected. Rotating the knob adjusts its audio
volume. There is also a main volume control provided for
adjusting audio volume of all activated receivers and
speakers simultaneously. Outer of the main volume knob is
used to select which microphone will be connected to the
system, either the headset or mask microphone.
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4.0 EMERGENCY LOCATOR TRANSMITTER The ELT system is powered by four Lithium Manganese
Dioxide cell batteries that are connected in series.
a. General
Power for the ELT indicator on remote switch panel in the
The aircraft is equipped with an ELT-406. When activated, cockpit is supplied by 28 VDC RH HOT BUS
the ELT transmits a signal on all emergency frequencies; through circuit breaker labeled ELT which located on the
121.5, 243.0 and 406.025 MHz, to facilitate aircraft location AIONICS NO.2 CB panel.
during rescue and search operations. In a crash, the ELT
will activate automatically and transmit the standard swept b. Operation
tone on 121.5 and 243.0 MHz. Every 50 seconds for 520
milliseconds the 406.025 MHz transmitter turns on. During Normally, the switch configuration on the remote switch is
that time an encoded digital message is sent to the in the ARM position. The switch on the ELT unit is also
satellite. The information message contains serial number positioned to “OFF”.
of the transmitter or Aircraft ID, country code and I.D. code.
Once the ELT is activated and the 406.025 MHz signal is The ELT may be automatically or manually activated.
detected from the satellite and a position is calculated, the When the ELT is activated, the emergency swept tone
121.5/243.0 MHz transmission are used to home in on the appears and an indicator light on the remote switch panel
crash site. Because aircraft communication radios are not flashes to indicate that the system is transmitting.
capable of receiving 406.025 MHz transmission, the only
method of monitoring the ELT is the blinking cockpit light, (1) AUTOMATIC Operation
the buzzer or the 121.5/243.0 MHz transmissions.
The ELT will automatically activate during crash
The 406.025 MHz transmitter will operate for 24 hours and and transmits standard swept tone on 121.5 and
then shuts down automatically. The 121.5/243.0 MHz 243.0 MHz. Every 50 seconds for 520 milliseconds
transmitter will continue to operate until the unit has the 406.025 MHz Transmitter on.
exhausted the battery power which typically will be at least
72 hours. (2) MANUAL operation
The ELT system consists of ELT unit, battery pack, fixed Manual activation can be performed by positioning
antenna, buzzer and cockpit remote switch. The antenna is either the switch on the remote control or the
located at the upper side tail area. The cockpit remote switch on the ELT unit to ON.
switch is located on the LH console.
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NOTE:
Do not allow the transmitting test duration to
exceed 15 seconds. If the transmission lasts
longer than fifteen seconds, the satellite considers
the transmission to be a valid distress signal
To exit the active state, a reset condition must be

entered. It can be performed by following one of
two procedures below.
- The switch on the remote control may be

toggled from the ARMED/RESET position to
ON and then back to ARMED/RESET, or if
the switch is already in the ON position, it
must be placed into the ARMED/RESET
position.
- The ELT unit switch may be moved from the
OFF position to the ON and then back to the
OFF position. If the switch is already in ON
position, it must be placed into the OFF
position.
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5.0 CONTROL AND INDICATORS
Fig. 15-2 V/UHF Communication Control Unit
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Fig. 15-3 HF Communication. Control Unit
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Fig. 15-4 Workstation Communication Panel
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Fig. 15-5 Audio Control Panel
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Fig. 15-6 Nosewheel steering/Control Wheel PTT and Jack Box
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Fig. 15-7 ELT Remote Switch
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Fig. 15-8 ELT Control
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INDONESIAN AEROSPACE (IAe) NAVIGATION SYSTEM PILOT TRAINING MANUAL
1.0 GENERAL Each ADF system consists of a receiver, control unit, and
antenna. The antennas are located on the bottom of
The aircraft is equipped with any system that support or provide fuselage. The antenna receives and processes the ground
navigation information. The navigation systems give the flight transmission to provide rf signal to ADF receiver. Then, the
crews information necessary for precise navigation of the aircraft signal is converted into bearing information that displayed
in-flight. They include systems that generate a dynamic graphic on the PFD and/or ND display.
showing the area out of the aircraft such as EGPWS and Weather
Radar. Traffic features is provided by TCAS II system. A Flight The signal is also sent to the audio ICS system allowing
Management System allows the pilot to control and manage any of the aural output of the received signal to be generated.
flight parameters through a centralized control.
ADF control panels are located on the pedestal. The panel
Information and graphic of navigation systems are displayed on the allows pilot to control the ADF operation including
PFD and/or ND display. Any data may also be shown on the FMS frequency selection, mode selection, and storing station
display. frequency. Bearing information is displayed on the PDF
and ND displays which are located on the center
instrument. Bearing source selection can also be selected
2.0 AUTOMATIC DIRECTION FINDER using the NAV/BRG SOURCE key on the PDFCP. The key
allows crew to change primary and secondary bearing
a. SYSTEM DESCRIPTION source.
The aircraft is equipped with two ADF systems. The ADF The aircraft’s bearing to a selected ADF is displayed on the
provides the relative magnetic bearing from the aircraft to PFD/ND display. The primary bearing pointer is a single
the selected ground station. An audio reception of the line with a round pointer head. The secondary bearing
received signals is also provided. The system operates in pointer is a double line with a diamond pointer head. The
190 kHz to 1749.5 kHz frequency range. pointers will be green when depicting on-side ADF and
amber for cross-side. When the selected source is invalid,
The ADF system has two functional modes of operation; the pointer will be removed from view. The PFD/ND also
ANT and ADF mode. In ANT mode, the system functions displays Primary and Secondary Bearing Data Block.
as an aural receiver, providing only an aural output of the
received signal fed to the aircraft Intercommunication The ADF system is powered by 28 VDC Gen Bus through
System (ICS). In ADF mode, it functions as an automatic circuit breaker labeled ADF.
direction finder system that provides relative bearing-to the
station signal.
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b. OPERATION in storage at location will be discarded and replaced by the

new frequency.
Moving the POWER/MODE switch from OFF allows the
system to operate in a selected mode. If the switch is Source of primary and secondary bearing indications on
positioned to the ANT, the ADF operates in the ANT mode. the PFD/ND can be changed through the NAV/BRG
In this mode, the system functions as an aural receiver, SOURCE key on the PFDCP. Subsequent presses the
providing only an aural output of the received signal. If the PUSH SEL center key allow crew to select which bearing
ADF mode is selected, the ADF pointers on the PDF/ND source will be changed. Data block of the selected bearing
display will indicate the station bearing. Selecting TONE source will be rounded by cyan box. Data block within the
allows the identification of the stations with carrier wave cyan box can be changed by rotating encoder. Each detent
modulation (CW) to be heard. of the encoder changes to the next source in the list. Once
selected, press the PUSH SEL key once more to accept
Pressing and holding the TEST button initiates the radio the selected source.
self test routine. In self test function, the ADF pointer
rotates 90 degrees from its previous position and an aural Positioning the POWER/MODE switch to OFF interrupts
tone will be heard. Releasing the test button causes the system power.
pointer to normal position. If a fault is detected, the word
“DIAG” is appeared on the upper window of the control 3.0 ATTITUDE HEADING REFERENCE SYSTEM (AHRS)
unit.
a. SYSTEM DESCRIPTION
Tuning can be performed by entering a frequency into the
preset window. Then, the preset frequency can be The aircraft is equipped with two (2) Attitude Heading
transferred as an active frequency by positioning Reference System (AHRS). The primary function of the
(momentary) the XFR/MEM switch to XTR. The desired AHRS is to provide measurement of the aircraft pitch, roll,
frequency can also be inserted directly into the active and heading angles for use by the Primary Flight Display
window by pressing the ACT button. While the active (PFD), Navigation Display (ND), Autopilot, Weather Radar,
frequency is tuned, the ACT indicator illuminates. TCAS, and TAWS.
The preset frequency on the preset window can be stored The AHRS consists of Attitude Heading Computer (AHC),
by pressing STO button. When the button is pressed, the Flux Detector Unit (FDU) and External Compensator Unit
upper window will display the channel number of available (ECU). The AHC measures angular rates and linear
memory (CH1 through CH4). The number channel may be accelerations about the body axis of the aircraft and
advanced using XFR/MEM switch. The STO button should processes this data to obtain three axis angles, rate and
be pushed a second time to commit the preset frequency acceleration information.
to memory in the selected location. The frequency that was
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The FDU detects the horizontal component of the earth’s from the FDU is not used to slave the heading of AHC. The
magnetic field. The FDU and the associated AHC circuits AHC performs like a directional gyro. Momentary selecting
generate three out puts that indicate the aircraft magnetic then deselecting DG mode prior to take of corrects any
heading. The ECU stores the compensation data in non- heading splits between the two compass cards.
volatile memory. The compensation data corrects the
errors caused by the aircraft altering the earth’s magnetic Pushing either right or left the slew button causes the
field and flux detector unit misalignment (heading) errors. heading computation in the AHC to slew toward the
selected direction. When operating in the DG mode it is
The AHRS is powered by 28 VDC Battery Bus and 26 Vac used to correct for left or right heading drift. In Slave mode,
bus through circuit breakers labeled AHS. pushing button also causes the heading computation to
slew toward, but when the button is released, the heading
b. OPERATION will slowly slave back to the heading sensed by the FDU.
The slew buttons will cause an increase or decrease in the
The AHRS system is automatic operated when the power heading at one degree per second for the first two second,
is applied to the aircraft and the initialization has been at five degrees per second if the switch remains engaged.
completed. Upon successful completion of the power up
test the system is capable of operating in the AHRS mode There are FDU/MMT switches on the LH and RH
Miscellaneous. During a compass swing procedure, the
Proper operation of the AHRS is followed by the indication switch should be positioned to FDU. This procedure
as below: calibrates the compass system to compensate for aircraft
magnetic field disturbances near the flux detector.
• The compass rose/arc on the ND and RMI slew to the
correct magnetic heading Selecting MMT while the aircraft is level position allows the
• The attitude sphere on the PFD of ADI move to system computing the value of the pitch and roll offset
indicate the pitch and roll attitude between the AHC mounting plane and the aircraft level
• The ATT and HDG flag are not appeared on the PFD plane. These offset values will be stored in the ECU. The
and/or ND. AHC will then read these offset value during the
initialization process and compensate the computed
The operating control panel consists of switches used to attitude accordingly during normal operation.
select the Directional Gyro mode (DG) and slew
pushbutton. The DG switch allows selection between
heading (slave) and DG (directional gyro) mode. In the
heading (slave) mode the input from the FDU is used to
slave the heading of the AHC. This is the primary heading
mode during normal operation. In the DG mode, the input
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4.0 VHF NAVIGATION SYSTEM The aircraft heading and course information is displayed
on the ND. Two course pointers may be appeared on the
a. SYSTEM DESCRIPTION ND; primary and secondary course pointer. The primary
course pointer appears as a solid line with triangular
The aircraft is equipped with two VHF navigation systems, pointer while secondary course pointer as double dashed
NAV 1 (LH) and NAV 2 (RH). Both systems are line.
independent but use the same antennas. Each system
receives and processes data for VOR, localizer (LOC),
glideslope (GS) and marker beacon (MB) signals to supply
VOR bearing, course deviation, to/from information, LOC
and GS deviation, high and low flag signals, MB signals
and VOR, LOC and MB audio signals.
The receiver unit of the system is a combined VOR/LOC,

GS and MB receiver. The VOR/LOC receiver operates in
the 108.000 to 117.950 MHz frequency band and supplies
200 VOR/LOC channels. The GS receiver frequency band
is the 329.150 to 335.000 MHz. It supplies 40 operating
channels. The MB receiver operates on the 75 MHz
frequency.
The system supplies:
• VOR bearing, lateral and GS deviation and to/from

information to ND.
• GS and LOC deviation signal to PFD.
• VOR, LOC and MB audio signals to the digital audio
distribution system (DADS).
The NAV 1 is also interfaced with the FMS allowing crew to

select a VOR and check status of the selected VOR from
the FMS control display unit.
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When the aircraft intercepts the beacon signals, marker beacon

annunciator will appear on the PFD. The outer marker appears as an OM
on a cyan field, the middle marker as MM on a yellow field and the inner
marker as an IM on a white field. Only one of marker beacon annunciators
appears at any time.
The PFD also indicates GS and LOC deviations. The glideslope deviation
is show on the vertical deviation scale of the PFD, while the localizer
deviation on the lateral deviation scale.
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ND. The selected heading is indicated by the selected

heading bug on the ND.
There are MKR SENS switches on the LH and RH

miscellaneous panel. Each switch is used for adjusting the
marker beacon sensitivity. The NAV1 / NAV2 and MKR1 /
MKR2 audio will be heard through headset. The audio can
be controlled from the ACU (Audio Control Unit).
The NAV1 is powered by 28 VDC from 28 VDC battery

Bus No.1 through CB labeled VOR1, while the NAV2 by 28
VDC from 28 VDC battery Bus No.2 through labeled
VOR2.
c. OPERATION
To turn on the system, position POWER / MODE switch to

ON. The receiver will bleep a short tone during tis memory
check. After the memory check, the control displays the
ACTIVE and PRESET frequencies that were last selected.
b. VOR STATUS PAGE
(1) Selecting and activating frequency from VHF
The navigation system is controlled through control unit control (CTL-32)
CTL-32 located on the central console. It can store four
preset frequencies in its memory. Each frequency can be The desired frequency can be selected by using
recalled to the preset display using the XFR/MEM switch. FREQUENCY SELECT knobs or by XFR / MEM
switch. If using FREQUENCY SELECT knobs,
The NAV source of VOR can also be selected through the outer knob changes frequency in the preset
PFD control panel (PFDCP) and FMS of VOR status page. display by 1 Mhz increments and the inner knob
When a VOR is selected as source of NAV, the change in 0.05 Mhz increments.
course/heading can be set using the CHP panel located on
the center console. Setting course allows crew to move the To recall stored frequencies, move the XFR /
course needle to the desired position around HIS on the MEM switch to MEM repeatedly until the desired
change appears on the preset display. Then the
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selected frequency that is set in the preset is appeared. On the Data Page 2, select VOR.
display can be transferred to the active display by VOR Status Page will appear.
momentary moving XFR /MEM switch to XFR.
A VOR can be selected manually through VOR
Direct setting the active frequency is allowed. To Status Page. To select a VOR, press the LSK
perform this, push ACT button for approximately adjacent to the IDENT. The IDENT entry field will
2 seconds. be highlighted. Enter the identifier of the desired
VOR using the LIST function. STATUS MANUAL
The preset display window shows dashes. Use indicates a manual selection.
the FREQUENCY SELECT knobs to set
frequency. While the knob is rotated, the ACT To return to automatic VOR station selection,
annunciator flashes to indicate that the receiver is display VOR status page and select CANCEL
being returned. MANUAL option by pressing the key adjacent to
that option. VOR automatically reverts to the
(2) To return to the PRESET frequency selection nearest VOR and indicates STATUS NORMAL.
mode, push in ACT button for 2 seconds.
(4) Changing NAV/BRG source from the PFD control
To store frequencies in the memory, select the panel (PFDCP) On the PFDCP, press PUSH SEL
frequency in the preset display using center key of NAV/BRG SOURCE SWITCH as
FREQUENCY SELECT knobs. Push in STO required to select either primary or secondary
button once. One of the four channel numbers navigation/bearing source will be changed. Then,
(CH 1 – CH 4) will be shown on the active display rotate the encoder (outer of switch) to select the
for approximately 5 seconds. desired source. Once selected, push the PUSH
SEL KEY to accept the selected source.
During this time, the channel number can be
changed by momentary setting the XFR/MEM (5) Setting course/heading from Course Heading
switch to MEM position. After the desired channel panel (CHP) To set course, use the CRS
number has been selected, push STO button encoder. Turning the encoder steers the NAV
once to store the frequency. course needle on the ND clockwise or
counterclockwise.
(3) Checking and selecting VOR station from FMS
Status of the selected VOR can be checked on To set heading, use the HDG encoder. Turning
the VOR Status Page. To access this page, the encoder steers the selected heading bug on
press DATA key and NEXT key until Data Page 2 the ND clockwise or counterclockwise.
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(6) VOR self test on the PFD and marker beacon tone will be
heard in the marker audio output.
To initiate VOR self test, select VOR BDN station
frequency of 117.00 MHZ on the VHF Nav control (9) Turning off
unit.
To turn off the system, move the POWER/MODE
Magnetic bearing pointer on the PFD will indicate switch to OFF.
BDN VOR station. Then, press and hold TEST
button on the VHF Nav. control unit. The NAV
warning flag will appear on the ND/PFD. 5.0 MODE-S TRANSPONDER
After approximately 2 seconds, the flag will go- a. SYSTEM DESCRIPTION
out of view, and magnetic bearing pointer will
indicate approximately 0 degree. Release the A Mode-S Transponder is installed in the aircraft. The
TEST button. transponder is a solid-state, airborne, air traffic control
(ATC) transponder that provides Mode-A, Mode-C, and
(7) ILS (LOC and GS) self test special identification replies to ATCRBS (Air Traffic Radar
Beacon System). It also has capable of receiving and
To initiate ILS self test, select localizer frequency sending Mode-S messages that is required by the TCAS II.
of 108.1 MHz and press and hold TEST button
on the VHF Nav. control panel. The LOC and GS The transponder receives interrogation from ground ATC
warning flags will appear on the PFD. facilities and from TCAS-equipped aircraft, decodes and
processes the data and transmits a reply if appropriate.
After approximately 3 seconds the LOC and GS The interrogation signal is received on 1030 MHz. The
flag will disappear. The localizer pointer will right reply signal is transmitted on 1090 MHz frequency. The
deflect and the glideslope pointer will deflect signal is received and transmitted through two antennas
down approximately two thirds of full scale. mounted on the top and the bottom of the fuselage.
Release the TEST button.
The transponder is controlled through ATC/TCAS control
(8) MARKER BEACON self test unit located on the Pedestal panel. From this control unit,
pilot can control the transponder operations including
The marker beacon is automatically tested when selection basic function, selection operation mode, and
the self test is actuated and VOR or LOC entry ATC code and Flight ID.
frequency is selected. When the test is performed
the marker beacon annunciator will be appeared
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The control unit has LCD window where annunciations and Selection TA/RA puts the transponder (and TCAS) in the
information related with the transponder such as ATC code traffic advisory and resolution advisory mode.
and FID are displayed.
The Range Encoder switch knob located at the Function
The following systems are interfaced with the transponder; Select switch selects the ranges displayed for traffic
TCAS II, ADC, DME and Weight on Wheel. advisory and resolution advisory information. The rear
connector discrete program the available range selections.
Electrical power for the system is supplied from RH GEN Ranges include 3, 5, 10, 15 nm and extended 20, 40 nm.
BUS through circuit breakers labeled TDR and ATC/TCAS
C/U (for ATC/TCAS control unit). Operation mode of the transponder can be selected by
pressing the MODE pushbutton. The following modes are
b. OPERATION selectable: ATC, FID, ADC (for TCAS function), TFC (not
available), and FL. The selected operation mode
The ATC/TCAS control unit allows the pilot to control the annunciation appears on the LCD window.
transponder operation. There is the Function Select rotary
switch on the control unit which used to select the basic Selection ATC mode allows entry of the ATC identification
function of transponder. Selectable functions include OFF, code. To select this identification code, use the encoder
STBY, ALT OFF, XPDR, TA, TA/RA. To select the desired knob. The outer encoder knob positions the cursor for
function, rotate the switch to the appropriate position. entry, and the inner knob selects the content.
When the function switch is in OFF position, the display The selected ATC identification code will be displayed on
back-lighting is de-energized. The data is not processed the LCD window.
and only the function switch is active. In STBY, the
transponder is in standby mode. While the transponder is While FID mode activating, Flight ID can be selected using
in this function, ATC mode is active. When ALT OFF is the encoder knobs. The outer knob positions the cursor for
selected, altitude and location information are not entry, and the inner knob selects the alpha numeric
transmitted to the ground. The transponder’s reply to character. FL mode allows selection of relative (REL) or
Mode-C and Mode-S interrogations does not contain an absolute (ABS) altitude to be displayed.
altitude report. If the aircraft is on the ground, the
transponder replies to Mode-S interrogations. The transponder functional test can be initiated by pressing
Selection XPDR activates the transponder annunciated on TEST pushbutton. When the test is initiated, the window
the LCD window (if two transponders are installed). segments light for two seconds, then the squawk code will
Positioning the switch to TA puts the transponder (and display flight level (altitude) information for four seconds.
TCAS) in the traffic advisory mode.
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Pressing the ID button (center of the encoder knobs) Interfacing with the radio altimeter allows ND displaying
causes the ATC code to be transmitted and the “ID” is radio altimeter indications when the reversion format is
shown on the LCD window. displayed on the ND.
The radio altimeter system consists of Transceiver,
transmit antenna and receive antenna. The antennas are
located on the bottom of fuselage. Controlling the system
6.0 RADIO ALTIMETER can be performed through the RAD ALT switch on the RH
MISCELLANEOUS panel. The switch has three options:
a. SYSTEM DESCRIPTION TEST, OFF, and ON. The selected Radio Altitude can be
set using RA/DA button and BARO SET/MINIMMUMS
The aircraft is equipped with a Radio Altimeter. The Radio knob on the PFDCP.
Altimeter is capable to receive, transmit and process
FM/CW signal to provide an altitude signal to the aircraft Electrical power for the system is supplied by 28 VDC LH
above the ground up to 2500 ft. The signal, then, is BAT Bus through a circuit breaker labeled RAD ALTM.
processed and presented as altitude information on the
Primary Flight Displays (PDFs) and Navigation Displays b. OPERATION
(NDs). The altitude data is also sent to TCAS, TAWS and
Auto Pilot. They use the altitude signal to perform their The RA system is turned on by positioning the RAD ALT
functions. SWITCH to ON position. To initiate a self test, move and
hold the switch to TEST. During the self test process, RA
On the PFD, the current radio altitude indication is indication of 50 feet is displayed and RA flag appears on
displayed as a numerical data and indicated by a redwhite the PFD. When the switch is released and back to ON
barber pole annunciation. The numerical altitude indication position, the RA indication will return to normal indication.
is appeared below the aircraft symbol of ADI. This data is
displayed when the radar altitude is within range, (typically Setting the Radio Altitude (RA) minimum can be performed
2500 ft/762 meters). In the Altitude Tape of PFD, the from the PFDCP. To set the RA minimum, enable display
altitude indication is shown as the red-white barber pole of RA minimum using RA/DA key. Pressing RA/DA key
reaching from the bottom of the altitude to the aircraft toggles display of RA minimum or display DA minimum. If
altitude. This indication disappears when radio altitude is selected, a display window for setting the RA minimums is
greater than 1000 ft above ground level (AGL). presented on the PFD display below and to the right of the
aircraft symbol. While display of RA minimum is shown, the
The selected Radio Altitude (RA) appears to the right of RA minimum can be set by rotating the BARO
the RALT field. SET/MINIMUMS encoder.
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7.0 TERRAIN AWARENESS WARNING SYSTEM (TAWS) and terrain, any appropriate alerts will be issued. The
system provides both visual and aural alerts.
a. SYSTEM DESCRIPTION
The configuration module stores the data defining the
The aircraft is equipped with a Terrain Awareness Warning interface, mode and function options selected to match the
System (TAWS). The TAWS provides terrain awareness aircraft systems and operator requirements.
display to improve situational awareness and generates TAWS control panel includes TAWS annunciators panel
any alerting and warning to warn to flight crew of danger located on the Center Instrument panel and TAWS
with respect to terrain, man-made obstacle and other switches panel located on the RH Console panel. When
conditions associated with the dangers of Controlled Flight any alert is issued, the TAWS appropriate annunciator will
Into Terrain (CFIT). The following features are provided by illuminate. TAWS switches panel provides ALERTS
the TAWS: INHIBIT and FLAP OVERRIDE switches.
• Terrain situational awareness relative to the current The TAWS is interfaced with the following system: FMS,
and predicted aircraft position. DADS (ICS), radio altimeter, ILS, ADC, flight control
• An advanced Ground Proximity Warning System system (FCP), flap/gear position, TCAS.
(GPWS).
• Alert information to the flight crew both visually and TAWS terrain display is displayed on the Navigation
aurally. Display (ND) located on the Center Instrument panel.
• Display of terrain along with flight path intent
information. Electrical power for TAWS system is supplied by Avionic
• Three views: Plan, Profile and 3D Perspective. Gen Bus 1 through a circuit breaker (CB) labeled TAWS.
• Alerts in accordance with standard GPWS. This CB is located on the LH Overhead Panel.
The TAWS system consists of TAWS computer unit, b. Terrain Awareness Display
configuration module, and control panel. The TAWS
computer unit receives information from the FMS, GPS The system provides a terrain display to improve
sensor, air data computer, radio altimeter, flaps, landing situational awareness. Terrain is represented by varying
gear and ILS, and uses the information to determine the color according to the elevation of the displayed terrain. It
aircraft’s state and intent. The result of data input will alert the pilot to areas of dangerous terrain and
processing is combined with the terrain data base for conversely to areas to less precipitous terrain. While the
detecting a potential conflict. If the computer detects a aircraft altitude is changing, the terrain display color will be
possible conflict between the future flight path of aircraft adjusted automatically.
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Color coding of terrain display are as follow: (1). Map View
Red indicates terrain above the aircraft. THE AIRCRAFT Map View shows the terrain under the aircraft as
DOES NOT HAVE SAFE TERRAIN CLEARANCE. looking down from above. In this view the aircraft’s
position is represented by the apex of the aircraft
Yellow indicates terrain below the aircraft and penetrating position triangle. If the aircraft is on or within the
the ROC (required obstacle clearance). THE AIRCRAFT display range of the FMS flight plan, the flight plan
DOES NOT HAVE SAFE TERRAIN CLEARANCE. will also be superimposed on the map view. The
active navigation leg is displayed in magenta.
Green indicates terrain below aircraft altitude minus ROC Subsequent legs are white. The aircraft flight path
Blue indicates bodies of water Gray indicates areas where trend is shown as a dashed magenta line. “GAP”
terrain database is not available. and “NO LINK” in flight plans are depicted as no
connection between waypoints on either side of
The system also provides visual alert to flight crew of GAP.
impending terrain flight plan. If the system predicts a
terrain threat along flight plan, a white star symbol is If terrain conflict with the Flight Plan Intent function
displayed. This visual alert is appeared only in TAWS of is detected within range of map display, the terrain
Map and Profile views. If the alert level is CAUTION, the threat advisory symbol is appeared on the
terrain alert symbol indication will be a flashing yellow star. predicted point of conflict. A “FPL CONFLICT (XXX
This visual alert is issued approximately 50 seconds prior X.X nm) “ message is also displayed. Three letters
to the terrain threat. If the alert level is a WARNING, the of XXX is a waypoint identifier, two numbers of X.X
terrain alert symbol indication will be a flashing red star. is the conflict distance in nm. A positive distance
This alert is issued approximately 30 seconds prior to the value indicates the conflict occurs beyond the
terrain threat. indicated waypoint. A negative value indicates the
conflict occurs before the indicated waypoint Map
During high rate of descent or while turning near terrain, View display is shown as below.
caution and warnings can occur in significantly less time
than the normal 50 and 30 seconds prior to threat The
TAWS provides three display view modes for use as
situational awareness tools; Map and Profile views, and 3D
Perspective.
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(2) Profile View
Profile view is two dimensional representation of

terrain along the flight path as looking from the
side. In this view, the aircraft position and altitude
is depicted by a black triangle in the upper right
corner of the display. Black vertical lines on the
display indicate the distance being viewed ahead
of the aircraft with both maximum horizontal range
and half range distances displayed. White
horizontal lines indicate the vertical range of
altitude selected display. The range selected is
show in the upper left of the display.
Range can be selected using the RANGE /

OPTION encoder on the ND control panel.
NOTE:
The vertical range should be selected to value that
displays terrain below the aircraft.
If the following condition exist, “PROFILE VIEW

NOT AVAILABLE” message appears and the
display reverts to gray.
- The aircraft is more than 2.8 nm from the

desired FMS track in the en-route phase.
- The aircraft is more than 1.0 nm the desired
FMS track in the terminal phase.
- The aircraft is more than 0.5 nm from the
desired FMS track in the approach phase.
- The aircraft is flying an FMS selected cross
track (SXTK).
- The aircraft is flying an active DME arc or
heading leg.
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- Aircraft track differs from the desired FMS

track by more than 135 degrees.
The profile view is also unavailable when once holding

pattern or procedure turn is performed.
In the profile view, the flight plan is displayed as white lines

with a magenta line depicting the active leg.
Waypoints that do not have valid altitude constraint
associated will be depicted along the terrain surface and
the “VNAV ALTITUDE MISSING’ message will appear at
the bottom of the display.
If terrain conflict with the flight plant intent function is

detected within the display range, the terrain threat
advisory symbol is appeared on the predicted point of
conflict. A “ FPL CONFLICT (XXX X.X nm)” message is
also displayed at the bottom of display. A positive distance
value indicates the conflict occurs beyond the indicated
waypoint. A negative value indicates the conflict occur
before the indicated waypoint.
Profile view displayed is shown as below.
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The 3D perspective view is auto ranging based on airplane

altitude. The FMS TO waypoint is displayed on the 3D
perspective view if an altitude constraint has been input.
The display includes a waypoint post. The circle on the top
of waypoint depicts the altitude constraint in relation to the
terrain. The black bar below the circle represents the
altitude up to 1,000 feet below the waypoint altitude. The
white bar depicts the remainder of clearance altitude.
If a flight plant is stored with altitude constraint associated

with the waypoints, the system monitors terrain conflicts
with the flight plant intent function. When a flight path
encounters terrain that does not provide the Required
Terrain Clearance (RTC), a terrain threat caution (yellow
star) or terrain threat warning (red star) will be displayed at
the closest threat location.
3D perspective view displayed is shown as below.
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c. GPWS Alert, Warning and Callout
(1) Premature Descent Alerts
The TAWS generates alerts when the aircraft

violates the Minimum Ground Clearance Boundary
(MGCB) protection floor around airport. When the
aircraft is hazardously below the normal approach
path angle of three degrees, a “TOOL LOW
TERRAIN” aural alert will be generated. The alerts
envelope is shown as follow.
Premature Descent Alerts are available when the

aircraft is below the runway elevation. This occurs
when the airport is on a mesa or hilltop and the
minimum radio altitude for alert is not obtained due
to runway location.
The alerts envelope of Premature Descent Alert is

shown below.
Graphic of TAWS Premature Descent Alerts
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(2) Basic Ground Proximity Alerts Visual - PULL UP annunciator located on TAWS
control panel illuminates. PULL UP alert is
The TAWS provides Ground Proximity alerts as appeared on the ADI presentation of the
follow. PFD.
Mode 1 - Excessive rate descent As the rate of descent is decreased and the aircraft
Mode 2 - Excessive terrain closure rate flight path exits the alerting / warning envelope, the
Mode 3 - Negative climb rate or altitude loss aural alert will cease and the annunciator will
after take off extinguish.
Mode 4 - Unsafe terrain clearance when not
in landing configuration
Mode 5 - Excessive downward deviation
from an ILS glide slop
Mode 6 - Callouts
(3) Mode 1- Excessive rate of descent
This alert is activated for all phases of flight and

provides alerts and warnings for excessive rates of
descent as determined by the aircraft’s vertical
speed. When the aircraft enters an excessive rate
of descent within 2450 feet of the ground, the
following alerts will be generated.
Aural - “SINK RATE, SINK RATE’

Visual - TERRAIN alert appears in the ADI
presentation of the PFD.
Should the aircraft penetrate the warning area (see

the chart), the alert is converted to the following
warning.
Aural - “PULL UP’. This warning will be heard

continuously.
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(4) Mode 2 - Excessive terrain closure rate
This mode uses radio altitude, airspeed, flaps and

gear inputs to produce warnings. Excessive radio
altitude closure rates trigger warnings.
Mode 2A is activated during departure, en-route

and terminal operations (flaps not in landing
configuration and not on glide slope). When the
aircraft enters the Mode 2A alert envelope, the
following alerts will be generated.
Aural – “TERRAIN, TERRAIN”.

Visual – TERRAIN alert appears on the ADI
presentation of PFD display.
If the aircraft penetrates PULL UP envelope from

No Alert area, the system generates alert as
follow,

Visual – PULL UP annunciator illuminates.
These alerts are followed by PULL UP aural and

visual alerts (until the condition no longer exists).
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Mode 2B monitors when the flaps are in landing

configuration (or FLAP OVRD enabled), or when
on an ILS approach with less than a 2 dot localizer
and glide slope deviation. Entering the alert
envelope with the landing gear extended activates
alerts as follow.

presentation of the PFD display.
These alerts are repeated until the envelope is

exited.
When the aircraft penetrates the envelope with the
landing gear up, the system generates warnings as
follow.
Aural – “PULL UP, PULL UP”.

Visual – PULL UP annunciator illuminates.
The aural warning will be repeated and the

annunciator will remain illuminated until the
envelope is exited.
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(5) Mode 3 - Negative climb rate or altitude loss after

take-off
Mode 3 provides a warning generated for take-off

and go-around below 1347 feet AGL when flaps
are in other than landing position. The system uses
radio and barometric altitude loss to provide this
warning.
Entering the warning envelope activates warnings

as follow.
Aural - “DON’T SINK”.

The alert will be reset when a positive rate of climb

is greater than 500 FPM or if the initial descent
altitude is reached with a positive rate of climb less
than 500 FPM. Should it be necessary to land
while Mode 3 is active, DON’T SINK aural warning
remains heard until flaps are selected to the
landing position.
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(6) Mode 4 - Unsafe terrain clearance when not in

landing configuration
Mode 4 is activated when the aircraft is operated

too close to terrain with either landing gear
retracted or when the system detects that the
aircraft is in landing configuration with flaps not in
landing position.
Mode 4A is generated when the airplane is too

close to terrain with landing gear retracted. When
the Mode 4A alert envelope is penetrated below
190 knots, the alerts is generated as follow
Aural - “TOO LOW GEAR”.

Visual – TERRAIN ALERT appears on the ADI
When the aircraft penetrates Mode 4A alert

envelope with the airspeed of 190 knots or more,
the aural alert is “TOO LOW TERRAIN”.
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Mode 4B is generated when the airplane is too

close to terrain with landing gear down and flaps
not in landing position. If the Mode 4B alert
envelope is penetrated below 159 knots, the alerts
is generated as follow.
Aural - “TOO LOW FLAPS”.

When the aircraft penetrates Mode 4B alert

envelope with the airspeed of 159 knots or more,
the aural alert is “TOO LOW TERRAIN”.
If landing will be performed with the flaps not in

landing position, the aural alert “TOO LOW
FLAPS” can be disabled by selecting FLAP OVRD.
However, TOO LOW TERRAIN is not affected.
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(7) Mode 5 - Excessive downward deviation from an

ILS glide slope
Mode 5 alerts the flight crew of descent of more

than1.3 dot below an ILS glide slope. This mode is
activated while below 1000 feet radio altitude and
an ILS glide slope is tuned on the navigation
receiver. The alert envelope has two areas of aural
alerting, soft and loud. Entering the alert envelope
generates alerts as follow.
Aural - “GLIDE SLOPE”.

Visual – BELOW G/S annunciator illuminates.
If the deviation continues to increase, the loud

“GLIDE SLOPE” aural alert is generated when the
aircraft is below 300 feet radio altitude and more
than 2 dots below glide slope. BELOW G/S
annunciator remains illuminated.
The glide slope alert can be inhibited or cancelled

by pressing the Glide Slope Inhibit switch below
2000 feet of radio altitude. Cancelling this alert, for
example, is selected when executing localizer back
course approach to prevent nuisance alerts.
If inhibited, the alert will not be re-armed until

either of the following condition exists: the aircraft
altitude exceeds 2100 feet of radio altitude or Air to
Ground transitions from Ground to Air.
The Mode 5 can also be re-enabled by pressing

the Glide Slope Inhibit switch.
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(8) Mode 6 - Callouts - Terrain and Alerts Inhibit Switches

TAWS system is equipped with Terrain and
Mode 6 monitors radio altitude and bank angle to Alerts inhibit switches. The terrain inhibit
provide the following aural call-out. switch allows the pilot to inhibit TAWS terrain
alerting function. The TERR INHIB
- Altitude Callouts annunciator switch illuminates (white) when
When the aircraft descents through 500 feet terrain inhibit is selected.
AGL, a “FIVE HUNDRED” aural callouts is
sounded. An additional altitude callouts may The Alert inhibit switch allows the pilot to
be configured. Altitude callouts are available inhibit all TAWS visual and aural alerts. When
in 500-feet increment from 1000 to 2000 feet. inhibit mode is selected, both TERRAIN INOP
100-feet increment from 100 to 1000 feet and and GPWS INOP annunciators are
10-feet from 10 to 100 feet radio altitude. illuminated.
- Minimums Callout The FLAP OVRD switch is used to simulate

If configured, when the minimum altitude set flaps in landing position. By activating this
is reached, a “MINIMUM” aural callout is switch, Mode 4B alert will be disabled,
sounded. The system generates this callout however the aircraft landing is performed with
during approach and may only occur once per flaps position in other normal landing.
approach.
d. OPERATION
- Bank Angle Callout
If configured, when the bank angle limit is The TAWS system is automatically on when power is
reached, a “BANK ANGLE” aural callout is applied to the aircraft system.
sounded. If the aircraft continues past the limit
and reaches a bank angle equal to 20 percent The system performs a Built-In-Test including a power-up
greater than the configured setting, a second self test, initiated test and continuous test. During self-test,
aural alert will be issued. Decreasing the bank each of the aural annunciatons will be sequenced. The
angle to 20 percent less than the configured remote annunciation corresponding to the aural
setting will be reset the callout. annunciation will illuminate at the same time the aural
annunciation occurs.
If failure is detected, TERRAIN INOP or GPWS INOP

annunciator illuminates. The TAWS status is also shown
on the upper right side of the ND display.
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To select TAWS for display on the ND, press the TERR

key on the ND control panel. The panel is located on the
Center Console. Display view mode and range scale are
selected using RANGE/OPTION encoder on the ND
control panel.
To select any mode view or range scale, push the PUSH

SEL center key. A menu item will appear. Rotate the
encoder to highlight the desired menu item. Push the SEL
key to select the highlighted item. The menu disappears
when a selection is made, or after five seconds of inactivity
of the OPTIONS encoder or the SEL key.
While TAWS terrain displayed, pressing the TERR key will

remove it from the ND display.
To inhibit Terrain function, press the TERR INHIBIT switch.

The switch will illuminate (white) and Terrain function is
inhibited.
To inhibit alerts, press the ALERTS INHIBIT switch. The

switch, as well as TERR INOP and GPWS INOP
annunciators, will illuminate. On the ND display, TERR INH
annunciator is appeared. All TAWS visual and aural alerts
are inhibited. Terrain data remains displayed on the ND
display.
To override flaps, press FLAP OVERRIDE switch. The

switch will illuminate. “TOO LOW FLAPS” (Mode 4B) alert
is disabled.
Status of the TAWS is indicated by annunciator appeared

on the upper right side of the ND display. TAWS mode
annunciators are listed below.
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8.0 TRAFFIC ALERT AND COLLISION AVOIDANCE Resolution Advisory (RA) is the highest alert level
SYSTEM (TCAS II) generated by TCAS system. The system triggers an RA
when the intruding aircraft is projected to be collision
a. SYSTEM DESCRIPTION threat. The time to closest approach with the intruder is
between 15 and 35 seconds depending on the aircraft
The aircraft is equipped with a TCAS II system. The altitude. The intruder is shown in the traffic display as a
system is designed to provide a capability for collision solid red square at the correct range and bearing relative
avoidance and surveillance. to the aircraft. This symbol appears together with an
appropriate aural warning and a vertical maneuver
The TCAS II system monitors the airspace surrounding the indication on the vertical speed indicator (VSI) of the PFD
aircraft by interrogating the transponders of other aircraft. display. The vertical maneuver indication is shown around
The transponder replies are tracked, and a flight path of the vertical speed scale in the form of a prohibited red arc
the detected aircraft is predicted based on the track. Than and a target green arc of vertical speed. A green arc light
the system predicts the time to, and the separation at, the is target vertical speed that must be reached to satisfy the
intruder’s Closest Point of Approach (CPA). Up to 30 of the resolution. The pilot should maneuver the aircraft within
tracked aircraft can be appeared on the traffic display. The this vertical speed.
traffic display is shown on the PFD or ND display. If TCAS
predicts that certain safe boundaries may be violated, aural Vertical speeds within the arc red area must be avoided.
and visual annunciations are generated. Aural alert will be RA voice announcements are listed later in this section.
heard through headset and speaker.
Traffic Alert and Resolution Advisory
A Traffic Advisory (TA) is the first alert level that generated

to call attention to a possible conflict. Depending on the
aircraft altitude, TCAS triggers TA when time to Closest
Point of Approach (CPA) is between 20 and 48 seconds.
The TA is announced aurally by words “TRAFFIC,
TRAFFIC”. The traffic is displayed in the traffic display as a
solid yellow circle at correct range and bearing relative to
the aircraft. Under normal conditions a TA will precede an
Resolution Advisory (RA) by a 10 to 15 seconds depending
on the aircraft altitude.
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If RA or TA is in affect but bearing information is not available, RA/TA text

message will be appeared on the upper right of the ND display. The
message shows distance, relative altitude, and vertical trend (if exists) of
the intruder.
List of TCAS aural message alerts.
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The TCAS system consists of a Processor Unit, Directional 9.0 WEATHER RADAR
antennas, and Configuration module. The system is also
interfaced with the following systems; Mode-S a. SYSTEM DESCRIPTION
Transponder, Digital Audio Distribution System (DADS),
Attitude Heading Reference System (AHRS), Radio The aircraft is equipped with a Turbulence Weather Radar
Altimeter, PFD and ND, TAWS, DME, IFF, Landing Gear System. The system provides a display of radar detectable
system and Weight on Wheel (WoW) switch. precipitation within 60 degrees of the flight path. It also
may display area of the storm that contains detectable
Electrical power for TCAS II system is supplied by 28 VDC areas of turbulence. This will alert the pilot to location of
LH GEN bus 2 through circuit breakers labeled TCAS (for precipitation related turbulent conditions.
TCAS II Processor) and ATC/TCAS C/U (for ATC/TCAS
control unit). The circuit breakers are located on the The Radar can be operated in the following selectable
AVIONICS NO 1 CB panel. mode; WX, WX+T, MAP, TGT and TURB modes. In the
WX mode, the system detects and displays rainfall in areas
b. OPERATION within the range selection. On the display, weather targets
will appeared in green, yellow, red and magenta. The
TCAS system is controlled through ATC/TCAS control following table shows color of radar display versus Rainfall
panel located on the Pedestal panel. The TCAS mode can rate.
be selected using the Function Select switch. By
positioning the switch to TA/RA, traffic feature will be
provided and both aural and visual RAs (Resolution
Advisories) will be issued when a collision threat is
predicted.
Positioning the switch on TA selects TCAS “TA-ONLY”

mode. In this mode, the system provides TA (traffic
advisory) alerts but does not issue RA alerts. When this
mode is selected, a TA ONLY annunciation appears on the
traffic display and traffic feature is provided.
When an others mode (XPDR, ALT OFF or STBY) is

selected, TCAS mode will be in the standby mode.
To view display of traffic information on the ND/PFD
display, use the TFC key on the ND/PFD control panel.
The key switches display of traffic information on and off.
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In the WX+T mode, the system displays detected

turbulence along with the weather detection. Turbulence
detection is provided only in range selection of 50 or less.
Detected turbulence is displayed in magenta.
When WX+T (or WX) is selected, activating GCS will

reduce the intensity of ground returns, allowing better
definition of precipitation returns.
In the MAP mode, the system performs ground mapping.

Then, ground targets are displayed.
In the TGT mode, the radar detects a weather radar target

without displaying it.
In the TURB mode, the radar displays areas of detectable

precipitation-related turbulence only.
The information of radar is displayed on both PFD and ND

display. On the PFD display, the radar information is
displayed in the composite format of the PFD.
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The ND displays a Map with a compass in a 360° rose or a 120° arc. ND The Turbulence radar system consists of
display in 120° arc is shown as below. Receiver/Transmitter/Antenna (RTA) unit and control
panel. The RTA combines the radar transmitter, receiver
and antenna into a single unit. This unit is installed on the
nose area and covered by radome. The mechanical limit of
the RTA tilt axis is ± 30 degrees. The antenna azimuth
scan angle is ±60 degrees on either side of the aircraft
nose’s. When the SEC (sector) scan is selected, the
azimuth scan angle is reduced to ±30 degrees.
Radar operation is controlled using Radar control panel

located on the Pedestal. The control panel provides
switches and knobs used to perform the following
operation; selecting operation mode and range, adjusting
gain and antenna tilt, and activating GCS, Stabilization,
and AUTO tilt mode.
Electrical power for the radar system is supplied by 28

VDC GEN BUS through a circuit breaker labeled WXR on
the AVIONIC NO.2 CB panel.
b. OPERATION
To select operation mode, position the Mode selector to

the desired mode. The selectable mode are OFF, STBY,
TEST, TGT, MAP, WX, WX+T, and TURB. In OFF mode,
electrical power is removed from the radar system. When
the selector is moved to STBY, the power will be applied
and the short initialization is performed. During the
initialization the antenna is driven to bore sight position (0
degree azimuth and 0 degree tilt). This position is
remained as long as STBY is selected. STBY annunciator
is appeared on the ND display.
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Selecting TEST mode initiates the radar and display color TILT of the antenna is adjusted by rotating the TILT
self test function. The self test display will be appeared and control. The TILT control allows adjusting the vertical aim
TEST is annunciated on the ND display. The display of the of the radar antenna from approximately ±15 degrees from
self test function is as follows: at the apex, occupying a horizontal. When stabilization is on, the combination
range approximately equal to two of the color bands, are control range is from 30 degrees down to 30 degrees up.
two arcs of black which represent no detectable moisture. Auto tilt mode can be selected by pulling outward the
Progressing outward, the colored arcs proceed as green, AUTO knob. When the auto tilt is enabled, the current
yellow, red, magenta, a ring that alternates between red displayed tilt setting will be adjusted automatically by
and magenta, and finally, an outer band of yellow. following altitude or selected range changes. Pushing the
AUTO knob turns the auto tilt feature.
Other modes, i.e. TGT, MAP, WX, WX+T, and TURB, can
be selected by positioning the mode switch to the desired The radar antenna pitch and roll can be stabilized by
mode. The TURB position of MODE switch is spring pressing STB button on the radar control panel. When not
loaded. Holding the switch is required when the TURB selected, the “USTB” annunciator is appeared on the
mode is selected. Releasing the switch returns it to the display. Otherwise, when stabilization is selected, there is
WX+T position. no related annunciation. A flashing USTB annunciator
indicates that an attitude fault is detected.
The maximum display range can be selected by rotating
the range selector. The selectable ranges are 5, 10, 25,
50, 100, 200, and 300 nmi. Turbulence (TURB or WX+T 10.0 FLIGHT MANAGEMENT SYSTEM
modes) can only be detected on the 5, 10, 25, and 50 nmi
ranges. a. SYSTEM DESCRIPTION
The gain of the radar receiver can be controlled manually The aircraft is equipped with a Flight Management System
by rotating the gain selector. In this selector, CAL (FMS). It is a fully integrated navigation and flight
(calibrated) is a normal gain. Each of the plus setting (+1, management system designed to provide the pilot the
+2, +3) increases the system sensitivity. It may be chosen ability to:
to identity the lightest level of the precipitation. Each of the
minus setting (-1, -2, -3) reduces sensitivity. It may be • Centralized control of the aircraft navigation sensors
chosen to allow a more in depth study of the most intense • Database management and flight planning
weather targets. The selected GAIN annunciator is • Navigating the aircraft along a programmed flight plan
appeared on the ND display. • Lateral flight guidance and steering
• Compute the Best Computed Position information from
any long-range navigation sensors.
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The FMS combines the flight plan entered by the pilot, 2 Control Display Unit (CDU), Configuration Module, Data
position information received from navigation sensors, and Transfer Unit (SSDTU) and a GPS antenna.
information stored in its memory. All data input are used to
compute the aircraft status parameters as displayed on the The NCU receives data input from various sensors (INS,
CDU. ADC, VOR and DME). Position information from these
sensors is used to determine the Best Computed Position
Flight planning is accomplished by accessing the internal (BCP) that is used by FMS for navigating the aircraft along
navigation data which includes the navigation database, the programmed flight plan. The type and number of
pilot defined data and company defined routes (if sensors can be tailored to optimize the user’s specific
available). The pilot can select waypoints, routes or operational requirements. The NCU also receives data
procedures that are stored in the database for creating a input from Configuration Module. The data from
flight plan. If desired, the defined flight plan can be configuration module is used to configure the FMS input
modified. and output ports and identifies other installation specific
data. The NCU is located on the RH Avionic Rack.
Once a flight plan is entered and the system in Navigation
mode, the FMS is ready to navigate along the flight plan. The CDU contains a display on the top half and a keyboard
The Navigation Pages will display all the navigation data on the bottom half. It is used to execute the following
normally required by the pilot, as well as provide a means operations: selecting system mode, entering data,
of altering the current navigation leg. Leg of flight plan will selecting and deselecting navigation sensors and
change automatically. It will not occur if there is no the next monitoring the FMS operational status. Two CDUs are
waypoint on the Nav Page. When approach mode is provided. One CDU is located on the Center Pedestal, the
entered, leg changes at the approach waypoints are other on the Mission Operator Console.
automatic.
The SSDTU is used to update the navigation database and
The FMS also provides guidance to assist the pilot routing to load aircraft specific performance.
the selected search pattern. Six patterns are available.
The GPS antenna is located on the top of aircraft between
The FMS also has Vertical Navigation (VNAV) function. frame 12 and frame 13.
This function allows the pilot to define a vertical flight
profile along flight plan. The system then computes the The FMS is interfaced with PFD 1 & 2, MFD, Vision-1, and
aircraft deviation from that profile for display. TAWS. The FMS supplies the following data input to those
systems: position lateral, vertical deviation and flight plan.
The FMS installation consists of the FMS (containing the The FMS also interfaces and supplies any data to the
Navigation Computer Unit (NCU) and GPS/WAAS sensor), CVR/FDR system. The data supplied to CVR/FDR includes
present position, date, time, ground speed, wind speed
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and navigation data. The FMS block interfaces is shown

below.
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Electrical power for the FMS is supplied from 28VDC Gen If the self test is successful, the Copyright Page is
Bus 2 through circuit breakers labeled FMS (for FMS) and automatically displayed for two seconds. Then, if exist, the
SSDU (for SSDU). The CBs are located on the CB Tactical Waypoints Page will be displayed. To keep tactical
Avionics No.2 Panel, waypoints, press the 4L LSK key. To delete tactical
waypoints, press the 5L LSK key.
The CDU located on the Mission Panel is powered by 28
VDC Mission Bus 1 through CB labeled CDU 2.
b. OPERATION
(1) Turning on and Initialization

To activate the FMS, press the PWR DIM key. The
system will turn on and performs a self test. A Self
Test Page displays the results of each test
performed.
NOTE: If a serious failure occurs, the Self Test Page will

remain onscreen. If a minor failure occurs, the FMS will
continue with the initialization process after alerting the
pilot of failure. The message can be viewed by pressing
the MSG key.
After successful completion of self tests, the INIT
(Initialization) Page is displayed. The page displays
position, date and time information obtained from a valid
sensor. The INIT page is shown as below.
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If desired, press the PWR DIM key again for

controlling the brightness of the screen. The
brightness control window will appear
If all data shown on the INIT Page is accepted,

select ACCEPT by pressing the 5L LSK key. All
data will turn green. This indicates that the
initialization is complete.
If any of data are incorrect, press the 1L LSK key.

The field adjacent to the key will be highlighted.
The identifier waypoint can be entered using the
alpha keys or the LIST function key. By selecting
ACCEPT option, the coordinate of the selected
waypoint will pre-fill on the Initialization Page. To adjust screen intensity, press and hold the LSK
key adjacent to BRIGHT or DIM option as required.
Data on the INIT page can also be corrected To return the previous display, select CANCEL.
through the Define Position Page. When the ID
waypoint is highlighted, press the ENTER key. The To adjust display/key alignment, select DISPLAY.
Define Position Page will be displayed. Then, enter The display option window will appear.
the correct data in the selected field and press the
ENTER key. Verify the parameters and select
ACCEPT by pressing the 5L LSK key.
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(a) Constructing a Flight Plan
With no flight plan defined in the FMS,

pressing the FLP key displays the empty
Flight Plan Page allowing the pilot to build
a flight plan. On the page, the first flight
plan waypoint will be pre-filled with the
airport from the initialization process or the
closest waypoint as derived from GPS. The
cursor will appear at the second waypoint
field.
To adjust display alignment, use the LSK key

adjacent to UP or DOWN option as required.
Select CANCEL to exit display window or the PWR
DIM key to close the entire overlay.
After initialization, the FMS ready is ready to

accept the flight plan. The flight plan can be constructed by
inputting waypoints into the cursor or by
(2) Flight Plan Management copying a route from the pilot or company
database. A Flight Plan may contain up to
The Flight Plan function allows the pilot to 98 route elements.
construct a new flight plan, alter the current flight
plan, or to insert a SID, STAR or approach into the The second waypoint identifier can be
flight plan. It can be performed from the Flight Plan entered by typing identifier or selected
pages. To access the pages, press the FLP from the list of waypoints stored in the data
function key. base. To display the LIST page, press the
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LIST key. If required, use the NEXT or

PREV key to move to the page with the
desired waypoint. Enter the reference
number of the desired waypoint and press
the ENTER key to insert into the flight plan.
The cursor will move to the next empty
field in the flight plan. Continue entering
waypoints into the flight plan to the
destination.
To copy a route from the pilot data base,

press the 3L LSK key. The PLT RTE Page
will be displayed with list of any existing
stored routes in the left side of the screen. The DEPARTURE page will be pre-filled
If required, use the NEXT or PREV key to with the departure airport. The cursor is on
move to the page with the desired route. the Runway field and a list of available
Enter the reference number of the desired runway appears. Enter the reference
route and press ENTER. number of the selected runway. The cursor
will advance to the SID field and a list of
To copy a route from the company available SIDs appears. Enter the
database, press the 4L LSK key. The CO reference number of the selected SID.
RTE Page will be displayed with list of any After the SID is entered, a list of en-route
existing stored routes. If required, use the transitions is displayed, if available. Enter a
NEXT or PREV key to move to the page transition, if applicable.
with the desired route. Enter the reference
number of the desired route and press To insert Approach or STAR into the flight
ENTER. plan, press the MENU key to display the
FLP MENU page and select ARRIVE by
To add SID to the flight plan, press the pressing the 4R LSK key. The Arrival Page
MENU key to display the FLP MENU Page will be displayed.
and select DEPART by pressing the 4L
LSK key. The Departure Page will be
displayed.
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(b) Weight and Fuel Initialization
The FMS has a fuel function which allows

crew to perform all fuel management
functions. Fuel initialization should be
accomplished before take-off, but can be
amended anytime during flight.
By pressing the FUEL key, Fuel Page 1

will be displayed. The page is used during
To insert an approach, press the 4R LSK pre-departure phase to enter the initial fuel
key. The cursor will move to the APPR onboard, to calculate the gross weight of
field and the list of available approach the aircraft and to construct a reserves
appears. Enter the reference number of plan.
the selected approach and press ENTER.
The selected approach has been linked

into the flight plan. Press the 5R LSK key
to return to the Flight Plan Page. Or, follow
entering approach with selecting a runway
and STAR. To select a runway, move the
cursor to the RUNWAY field by pressing
the 2R LSK key. Enter the reference
number of the selected runway and press
ENTER. The cursor will advance to the
STAR field and the list of available STAR
appears. Enter the reference number of
the selected STAR and press ENTER. A
list of transitions for the selected STAR is
displayed. Select the transition and press
ENTER.
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The basic weight is pre-filled with the value

last used, or loaded from the configuration
module programmed at the time of
installation. If needed, the weight may be
corrected by using the 1L LSK key. By
pressing the key, the cursor appears on
the basic weight field. Enter the correct
value and press ENTER. The cursor will
move to the PAX field.
Enter the number of passengers (PAX)

and press ENTER key. The passenger
weight is automatically calculated at
default weight setting.
Then, while the cursor on the CARGO

field, enter the cargo weight or “0”, if
appropriate, and press ENTER. The zero
fuel weight is then calculated. The cursor
moves to the FUEL ONBOARD field.
Enter the fuel for each tank on the aircraft
and press ENTER. Then, press the 5R
Pressing the 5R LSK key will display FUEL
LSK key to return to FUEL PAGE 1.
ONBOARD Page. The Page is shown as
below.
Entry of the ALTERNATE, HOLD and
EXTRA fields will result in the FMS
calculating the aircraft TOTAL RESVRS.
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NOTE:
Fuel quantity readings on the FMS are
based the quantity inputs by the pilot,
minus the fuel flow input from the aircraft.
There is no connection between FMS
quantity readings and fuel’s quantity
aircraft.
There are four other fuel pages. The pages

provide a summary of all fuel management
functions for the current flight plan, fuel
flow and fuel used.
During in flight, the FUEL key will default to

Fuel Page 2. This page displays range and
endurance estimates based upon
departure time and current parameters.
Manual FUEL FLOW and GS
(groundspeed) entries may be made to The left side of the display is for viewing
evaluate their effect on the other conversions. Conversions are made
parameters display. automatically by pressing any LSK key and
entering the number followed by pressing
With any Fuel Page displayed, pressing ENTER.
MENU key will access the Fuel Option
Page. By pressing the 3R LSK key, crew may
select BY TANK or BY TOTAL option. If
TANK is selected, fuel is entered per tank.
If TOTAL is selected, the fuel onboard
entry can be made directly on the Fuel
Page 1 as a total amount.
The AVG PAX WT field allows the entry an

average passenger weight value to be
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used for calculating total passenger weight Reviewing other flight plan pages can be
on the Fuel Page 1. performed from Flight Plan Menu page. The page
is accessed from any Flight Plan page by pressing
(c) Reviewing Flight Plan the MENU key. The first Flight Plan Menu is shown
as below.
During preflight, crew may review the
defined Flight Plan. It can be performed
from the Flight Plan Summary page. The
page provides a synopsis of distance, time,
and fuel requirements for the planned
flight. The FPL SUMMARY page is
accessed from the Flight Plan pages by
using the PREV and NEXT keys.
By entering estimated true airspeed (TAS),

fuel flow (FF) and reserve fuel along with
estimated time of departure (ETD), the
arrival time can be calculated in UTC. By
entering the local differential from UTC
time, local arrival can be determined. To
enter data, use the LSK keys and the
numeric keys. Press ENTER to complete
data entry.
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Pressing the 1L LSK key displays the Pressing the 3R LSK key displays the
COMPRESS page. The page views up to RAIM Prediction Page. This option is
nine flight plan waypoints at one time. The provided only if any configured GPS has
current TO waypoint is shown on the first RAIM capability. During en-route and
page with a caret (>). Also shown for each approach operations, the FMS provides
waypoint is altitude or altitude window pilot requested of RAIM availability at the
constraints (if any). No entries can be selected ARRIVE waypoint for period of
made to this page. ETA ± 15 minutes in five minutes
increments. RAIM availability is displayed
Pressing the 2L LSK key displays the FLP in terms of meeting en-route (ENR),
CLC page. The Clearance Language Page terminal (TERM) and approach (APP)
shows SID, airway sequence, STAR and criteria.
approach in Clearance language. No
entries can be made to this page. Pressing the 4R LSK key displays the
ARRIVAL Page. The page is used to select
Pressing the 3L LSK key displays the FLP the arrival procedures to be inserted in a
PPOS TO WP page. The Flight Position to flight plan or pilot route.
Waypoint Page shows distance and time
from present position to each flight plan Flight Plan Menu Page 2 is accessed from
waypoint. No entries can be made to this any Flight Plan Page by pressing the
page. MENU key, then the NEXT or PREV key.
Pressing the 4L LSK key displays the

DEPARTURE Page. The page is used to
select departure procedures to be inserted
in a flight plan or pilot route.
Pressing the 1R LSK key displays the PLT

ROUTE Page. The Normal Pilot Route
Page is viewed with the cursor over the
route name filed. The current flight plan is
now saved as a route in the Pilot Defined
Database.
The 2R LSK key is not available.
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coordinates of every flight plan waypoint,

or “FLOATING WAYPOINT” in the case of
procedural leg. No entries can be made to
this page.

Flight Plan Wind page. On this page, wind
information may be added to individual
waypoints in the flight plan in order to
provide more accurate estimate of the trip
duration and ETA.
If an approach is entered in the flight plan,

pressing the 5L LSK key displays the
Approach Plan page.
The page provides the pilot with a

convenient summary of pertinent approach
Pressing the 1L LSK key displays the REF
information.
ALT page. The page shows the waypoint
altitude or altitude constraint (if any). One
The 1R LSK key is used to invert an
of the following symbol may be appeared
entered flight plan (see Invert Flight Plan
in front of altitude; “@” (AT altitude), “c”
section).
(variable constraint), “-“ (no altitude
constraint), “x” (vertical navigation altitude).
If temperature compensation is configured,
The reference altitude is displayed without
pressing the 2R LSK key displays the
any symbol (blank space).
Temperature Compensation Page. On the
page, crew may entry the data needed to
calculate the temperature adjusted
Flight Plan Waypoint to Destination page.
altitudes.
The page shows the distance and time
from each waypoint to the destination. No
As configured, the 3R LSK key is
entries can be made to this page.
applicable to select either Flight Log or
Flight Number option.
Flight Plan page which shows the
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Pressing the key allows crew to input the press the LSK key applicable to highlight
flight ID number or display the Flight Log the waypoint to be deleted. A window with
page. The FLT LOG page informs the five options appears in the right side of the
following data; basic weight of the aircraft, screen. Press the LSK key adjacent to
passenger weight, cargo weight, gross DEL option twice. The highlighted waypoint
weight, flight number, upload fuel and total will be deleted.
fuel onboard.
The 4R LSK key is not available.
(d) Flight Plan Editing
The stored flight plan may be modified. To

modify the flight plan, select the Flight Plan
Page. The page allows crew to edit the
flight plan as follow.
A new waypoint may be added to the flight

plan. To insert the waypoint, select the
Flight Plan page by pressing the FLP key.
If required, use the NEXT and PREV keys
to locate the waypoint that will follow the
inserted waypoint. Press the LSK key (e) Invert Flight Plan
applicable to highlight the waypoint will
follow the new waypoint. Then, enter the To invert the entered flight plan, select the
new waypoint using the LIST function or by MENU page and use the NEXT key to
typing in the identifier. The new waypoint display the Flight Plan Menu Page 2. Press
will be inserted in the position selected and the LSK key adjacent to INVERT FLP
the highlighted waypoint will advance to twice. This deletes SID, STAR or approach
the next position. from the current flight plan, and then
inverts the flight plan.
A waypoint contained in the flight plan may
be deleted. To delete the waypoint in the
flight plan, select the Flight Plan Page and
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The pilot must perform a manual FR/TO Pages are cycled through by pressing the NEXT or
leg change (or select DTO) to use the new PREV keys.
flight plan. NAV Page 1 shows the information that correlates
with to the information displayed on the HSI.
(f) Deleting Flight Plan
A Flight Plan can be deleted by following

one of two procedures below.
- Select the Flight Plan Page 1 by

pressing the FLP key. Press the
1L LSK key and enter “99”. Then,
press ENTER.
- From any Flight Plan page, press
MENU key. Press the LSK key
adjacent to DELETE FLP option
(the 5L LSK key) twice.
NOTE: If Flight Plan is deleted during

flight, the current navigation leg will remain
active. The Normal Navigation Page will
display the FR and TO waypoint active.
The next identifier will be deleted.
Once the flight plan is entered and the

system is in Navigation mode, the FMS is
ready to navigate the aircraft along the
flight plan.
Additional navigational information is shown below
FROM waypoints. The appeared data depends on
(3) Navigation and Steering type of the current leg. An additional navigation
data shown below TO waypoint is effective for the
Pressing the NAV function key accesses leg between the TO and the NX waypoints.
navigation pages. Three NAV pages are provided To display NAV Page 2, press the NEXT key. The
to display navigation data required by the pilot. information displayed on the NAV Page 2 is similar
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to the NAV Page 1 except data shown below the

horizontal line. In addition, headwind/tailwind data
is appeared and ANP and RNP values are
replaced by bearing to current terminator and track
angle error data.
The NAV page contains any pages which each of

them presents a certain navigation data. The
desired page can be accessed by pressing the
LSK key adjacent to the selected page identifier.
While NAV Page 2 appears, pressing the NEXT Any of navigation pages are described below.
key displays the NAV Page 3. The page shows
FMS system position and position certainty (a) Commanded Heading Page
associated with the FMS computed position.
The Commanded Heading Page allows the
pilot to control the aircraft heading from
FMS. The page can be selected from the
NAV Page 1, the NAV Page 2,or the
maneuver Page. To display the page,
press the LSK key adjacent to HDG.
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The entered turning value will be

subtracted from current heading, and the
aircraft will turn to and roll
out on that new heading.
The pilot can select the current heading

mode by pressing the 2R LSK key. If
Heading Select (HDG SEL) mode is in use,
INTERCEPT will be selectable and vice
versa. NO INTCPT will appear when the
commanded heading does not intercept
the current navigation leg.
(b) Maneuver Page

The FMS commanded heading is
presented on the upper right of the page. The Maneuver page allows crew to define
The cursor’s position defaults to this field. and activate Holding Patterns, PVOR and
When the page is first access, the current SXTK. The page can be displayed by
heading will be flashing. The pilot may pressing the LSK adjacent to MNVR option
confirm the current heading or enter a new appeared on NAV page or HDG page.
heading. To confirm the current heading,
press the ENTER key. A new heading can
be entered by typing it into the CMD HDG
field. After a new heading is entered, the
ENTER key must be pressed a second
time for confirmation.
While cursor is over the CMD HDG field,

pressing R, L or ± key appears “TURN R
(or L) ____ “ at commanded heading field.
This allows the pilot to enter the number of
degree of the desired turning.
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After the hold fix is defined, press ENTER.

The Holding Page will be displayed. If the
(c) Program a Holding Pattern
Hold fix is a flight plan waypoint, ARM
HOLD option is appeared. Pressing the 5L
If no hold is defined, pressing the 1L LSK
LSK key enters the holding pattern into the
displays the Hold Fix Page. On this page,
flight plan. If the Holding fix is not a part of
the pilot can define the Hold Fix waypoint by
the flight plan, the ARM HOLD option is
directly entering the identifier or using the
replaced by the highlighted DTO HOLD.
LIST function.
Press ENTER to confirm it. The aircraft will
proceed from present position direct to the
fix. The holding defined can also be
retained for later use. The last hold defined
will be retained even if the Holding Page is
exited.
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Direct to the hold fix of the defined holding

pattern can also be initiated from the
Maneuver Page.
Whenever an armed holding pattern is
Selecting DTO HOLD option displays the present in the flight plan, DISARM HOLD
Holding Page for the next hold in the flight option appears on the Maneuver Page.
plan. By selecting DTO HOLD option on this Pressing the 3L LSK key displays the
page, the aircraft will proceed direct to the Holding Page with the highlighted DISARM
hold fix. HOLD. Pressing the 5L LSK key confirms
disarming the holding.
If a Hold is armed, selecting HOLDING
DEFN on Maneuver Page displays the If a holding is activated, selecting
Holding Pattern Definition Page for the next HOLDING DEFN on the MANEUVER
hold in the flight plan. Page displays the Holding Page for the
active hold.
Whenever a Hold is active, the Maneuver

Page provides PROCEED option at the
field adjacent to the 2L LSK key. If the
current holding fix is in the flight plan,
pressing this key continues the hold until
crossing the fix. If the hold fix is not in the
flight plan, it displays the Navigation Leg
Page.
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(e) Edit Holding Pattern

Once PROCEED has been selected, the
CONTINUE HOLD option on the Maneuver The holding pattern can be modified from
Page is available. the Maneuver Page. Selecting HOLDING
DEFN option displays the holding page. To
The option is also provided whenever a modify information in the INBD, DIR,
holding pattern that terminates TURN direction, TIME or DIST FIELDS,
automatically is active. use the LSK key associated with the field.
When the holding pattern has an automatic Enter the correct data then press ENTER
termination, selecting CONTINUE HOLD to accept the data.
modifies the leg to terminate manually.
When the holding pattern terminates (f) Exit a Holding Pattern
manually, pressing the key makes the
holding pattern continue. While holding, select PROCEED option on
the Maneuver Page. If the Hold Fix was
not on the flight plan, the Navigation Leg
Page will be displayed. Enter a NX
(d) Holding at Present Position waypoint and press ENTER. If the Hold Fix
is on the flight plan, the aircraft continues
Holding at present position can be initiated the holding until crossing the Fix, then will
by selecting PPOS HOLD option in the proceed on course as the flight plan
Maneuver Page. directs.
Pressing the LSK key adjacent to PPOS Hold can also be exited with a DTO
HOLD option displays the Holding Page command, the HDG mode, or manual leg
with the current position in the Hold Fix change.
field. If desired, the default holding pattern
can be modified. After modification, select (g) Pseudo-VOR
DTO HOLD option. The PPOS hold will be
positioned 15 seconds ahead of the aircraft The FMS provides the capability to track to
along the aircraft’s current track. or from any known waypoint on a
programmed course or radial, similar to
tracking on a VOR radial. The Pseudo-
VOR Page can be accessed from the
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Maneuver Page by pressing the 2R LSK

key.
A desired offset may be input by using the

+/- key to select left or right of course and
entering the amount of offset in nm and
tenths. Then, press ENTER. XTK field will
(h) Cross track operation (Parallel Course) indicate crosstrack from the selected
crosstrack, and the system will provide
The pilot may establish a course that steering to fly an appropriate intercept to
guides the aircraft along a selected offset the selected crosstrack.
from the leg. The amount of offset can be
defined by selecting SXTK option on the FMS HDG mode will take priority over the
Maneuver Page. Pressing the LSK key selected crosstrack if both modes are
adjacent to SXTK will display Navigation active. Automatic cancellation of STXK will
Page with the highlighted SXTK field. occur when performing a DTO, PVOR,
manual leg change or for leg types that do
not have a parallel path, such as holding
maneuvers. Also, the crosstrack cancels
when the course change is greater than
120°.
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(i) Hold Position Page

(4) Direct To
Pressing the LSK key adjacent to the
HOLD POS option on the Navigation Page The FMS has Direct-To (DTO) function. This
3 displays the Hold Position Page. function is dedicated to changing the flight plan in
response to “direct to” clearance. A Direct-To leg
change can be defined for waypoints, airports or
runways on or off the flight plan. A Direct-To
waypoint can be selected from the DTO page.
Pressing the DTO key displays the Direct-To
(DTO) page.
The FMS position may be updated

manually. To initiate updating position,
press the 1L LSK key. The Define Position
Page will be displayed for entering a new
position. DTO waypoint can be entered by typing in the
identifier, entering the reference number or using
LIST function. Turn direction will be automatically
calculated. The direction will default to the shortest
turn, however, it may be changed by specifying
LEFT or RIGHT direction. The desired direction
can be selected using the 1R LSK key (for LEFT
direction) or the 2R LSK key (RIGHT direction).
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Selecting AUTO will cancel LEFT or RIGHT and defined and activated, the aircraft will be guided
return default to the shortest direction. along pattern path.
NOTE: If DTO point is an airport not in the flight Six Patterns are available; Rising Ladder,
plan, and a STAR for the original destination Expanding Square, Race Track, Sector Search,
airport has not been linked yet to the flight plan, Orbit, and Border Patrol. A Pattern can be selected
the default airport on the Arrival Page will be from SEARCH PATTERN Page.
automatically replaced by the DTO airport. If a
STAR for the original destination airport has To display the SEARCH PATTERN Page, select
already been linked to the flight plan, that airport PATTERN option on the Navigation Menu Page.
will remain the default airport on the Arrival Page, The Navigation Menu Page is accessed by
and the pilot must select the DTO airport as the pressing the MENU key from any Navigation Page.
new default airport on the Arrival Page before While the Navigation Menu Page is displayed,
linking a STAR to the flight plan. press the 1R LSK key displays the Search Pattern
Page.
After DTO waypoint and turn direction are defined,
press ENTER. The aircraft will steer directly to the
DTO waypoint. On the Navigation Page, the
present position displays in the FR waypoint
position. The DTO waypoint identifier displays in
the TO waypoint position.
If the DTO waypoint entered is in the flight plan,

the next flight plan waypoint after the new TO
waypoint displays in the NX position. If the DTO
waypoint is not in the flight plan, the cursor will be
over the NX identifier field to allow the new TO
waypoint to be linked into the flight plan.
(5) Search Pattern
Multi Mission Management System (MMMS) of the

FMS provides the capability to automatically steer
along search pattern. Once search pattern is
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To select Pattern, press the LSK key associated

with the desired Pattern.
(a) Rising Ladder
The Rising Ladder pattern can be selected

by pressing the 1L LSK key. The pattern
consists of an alternating series of parallel
legs, adjoining fly-over waypoints, which
are connected by special turn sequences.
Search pattern is defined by entering pattern

parameters. To enter parameters, use the LSK key
to position the cursor to any parameter field. Then,
enter the data and press ENTER. The Initial
Waypoint may be input using either the LIST or
Direct Entry process. If the selected waypoint is
not in the database, the Define Waypoint Page can
be used to create a new defined waypoint.
Other pattern parameters including initial track,

initial turn direction, leg separation distance and
leg length must be determined. Maximum value for
leg separation distance is 99,9. Maximum value for
leg length is 999,9.
(b) Expanding Square
The Expanding Square Pattern can be

On the screen, a graphic representation of selected by pressing the 2L LSK key. The
the Rising Ladder Pattern is shown as pattern consists of a series of legs flown
below. with conventional turn anticipation. The leg
length will be increased by leg separation
distance after every other leg is flown.
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The entered pattern parameters include

initial waypoint, initial track, initial turn
direction and separation of parallel leg on
the same track.
(c) Race Track
The Race Track Pattern can be selected

On the screen, the Expanding Square by pressing the 3L LSK key. The pattern
Search Pattern Page is shown as below. consists of two parallel legs.
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initial waypoint, initial track, initial turn
direction, straight leg length and leg
separation distance.
(d) Sector Search
The Sector Search Pattern can be selected

by pressing the 1R LSK key. The pattern
consists of a series of legs, utilizing a
center point, that resemble cloverleaf.
On the screen, the Race Track Search

Pattern Page is shown as below.
On the screen, the Sector Search Pattern

Page is shown as below.
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center waypoint, initial track, initial turn
direction, angle between legs, and leg
distance.
(e) Orbit Pattern

On the screen, the Orbit Search Pattern
The Orbit Pattern can be selected by Page is shown as below.
pressing the 2R LSK key. The pattern
consists of flying a constant radius circle in
pre-defined direction around a point.
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(f) Border Patrol

To perform Border Patrol, define a flight
The Border Patrol Pattern can be selected plan will be routed. Then, select turn
by pressing the 3R LSK key. The pattern direction for the first and the last
consists of flying a track between pilot waypoints. The default of turn direction is
defined waypoints with a course reversal at left turn, however the pilot may select the
the final waypoint. direction as desired.
BORDER Page 2 can be accessed using

the NEXT or PREV key. The page displays
the waypoints used in the border patrol
search patterns.
The defined search pattern can be

activated from any search pattern pages
by pressing the 5L LSK key (ACTIVATE
option). When the search pattern is
activated, Nav Search Page will be
On the screen, the Border Patrol Pattern is displayed. The Nav Search Page 1
shown as below. presents a graphical display of the search
pattern with an aircraft position symbol in
the center of the aircraft’s current guidance
leg. The Nav Search Page 2 and 3 are can
be selected using the NEXT or PREV key.
The Nav Search Page 2 and 3 present
navigation information which correlates
with information displayed on the HSI.
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the center of the aircraft’s current guidance

leg. The Nav Search Page 2 and 3 are can
be selected using the NEXT or PREV key.
The Nav Search Page 2 and 3 present
navigation information which correlates
with information displayed on the HSI.
NAV SEARCH PAGE 1
To begin search pattern, press the 5R LSK
key. The Nav Search Page status changes
from ACTIVE to SEARCH. SEARCH
option is replaced by INTERRUPT option.
Selecting INTERRUPT option will change

from SEARCH to INTERRUPTED. During
the period of interruption, the pilot is free to
To perform Border Patrol, define a flight maneuver the aircraft at will, or to select
plan will be routed. Then, select turn another search pattern. When ready to
direction for the first and the last resume the search pattern, select
waypoints. The default of turn direction is RESUME option. The status will return to
left turn, however the pilot may select the SEARCH.
direction as desired.
An active search pattern may be cancelled.
BORDER Page 2 can be accessed using To cancel search pattern, press the DTO
the NEXT or PREV key. The page displays key to conduct direct-to operation, or from
the waypoints used in the border patrol the NAV Search Page 2 select MNVR,
search patterns. then PVOR. The search pattern will be
cancelled and remove from the NAV
The defined search pattern can be display.
activated from any search pattern pages
by pressing the 5L LSK key (ACTIVATE (6) Emergency Divert
option). When the search pattern is
activated, Nav Search Page will be The pilot can perform an emergency divert to the
displayed. The Nav Search Page 1 closest airport. To display the Divert Page, press
presents a graphical display of the search the DTO key to access the DTO Page and select
pattern with an aircraft position symbol in DIVERT by pressing the 5R LSK key. The Divert
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Page will be displayed. The page shows a list of up (7) Vertical Navigation
to 12 closest airports with associated bearing,
range and longest runway based on current The FMS has a Vertical Navigation (VNAV)
position. function. This function allows the pilot to define a
desired vertical flight profile along the flight plan. A
vertical profile can be created from the Flight Plan
Page or VNAV Path Page.
To enter a waypoint altitude from the Flight Plan

Page, press the FLP key to access Flight Plan
Pages. Use the applicable LSK (1R – 5R) key to
highlight the ALT/FLT field. Enter the altitude or
flight level, and press ENTER.
To define vertical profile from the VNAV Path

Page, press the NAV key. The VNAV Path Page
will be displayed and all entry fields are pre-filled
with the current flight plan waypoints.
NOTE: A flight plan must be active, as flight plan

waypoint are used to define VNAV waypoints.
An airport can be selected by entering the
reference number, using the LIST function or
directly entering the identifier. Then, press ENTER.
If the NX waypoint is not defined, the Nav Leg
Page is displayed and the waypoint can be
defined.
The FMS will divert to the chosen airport. If the

airport is not contained in the flight plan, it is added
to the end.
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Press the NEXT key to view succeeding VNAV

waypoints on the VNAV Path Page 2. Repeat the
previous process to define all succeeding
waypoints.
Press the 1R LSK key to access the target vertical

speed. Enter the desired vertical speed and press
ENTER.
NOTE:
Invalid entries the target vertical speed will cause
the vertical speed entry to flash and error message
will be displayed.
The distance and time to the TOD (Top of Decent)

will be computed and displayed, as well as FPA
(Flight Path Angle). TOD is the point at which the
To define VNAV TO waypoint, press the 3L LSK pilot should begin the capture maneuver for the
key. As required, use the NEXT or PREV key to FPA. The VNAV Path will be shown as below.
view additional flight plan waypoints. Enter the
reference number of the desired waypoint and
press ENTER. The cursor will move to the offset
distance entry field. If desired, enter the offset
distance.
After entering the offset distance, press ENTER.

The cursor will move to the target altitude entry
field.
Entries to this field may be either altitudes or flight

levels.
Press the 4L LSK key to access the NX entry field

and repeat the previous process to define the NX
waypoint.
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After the TO NAV waypoint and the vertical flight the desired vertical waypoint and press
path are defined, the VNAV function enters the ENTER.
operation cruise state. In this state, the aircraft will
be no more than 200 feet below the reference (b) Cancel VNAV Flight Profile
altitude of the VNAV TO waypoint and the vertical
flight path will be intercepted ahead of the aircraft. VNAV Flight Profile can be cancelled from
the Vertical Navigation Page. To access
Two minutes prior to TOD, a TOP OF DESCENT the page, press VNAV key. On the page,
ALERT message will activate on the Message select CNCL VNAV by pressing the 5L
Page. At fifteen seconds prior to TOD, a VPATH LSK key. The vertical flight profile will be
CAPTURE message will activate. At fifteen prior to deleted and the Vertical Navigation Pages
any vertical waypoint, a VERTICAL WPT ALERT will fill with next six waypoints in the flight
message will activate. plan.
When the aircraft reaches the last VNAV waypoint,

VNAV guidance will be to zero VSR and will (8) Monitoring Performance
maintain level flight.
During airborne, the pilot may monitor synopsis of
(a) Vertical-To Procedure in-flight performance information shown on the
Performance Page. To display Performance
This procedure is similar to Direct-To for Pages, press the PERF function key. The
lateral flight path, but is used for in vertical Performance Page 1 will be displayed. No entry
flight paths. A Vertical waypoint can be can be made on this page.
selected from the Vertical-To Page. The
page can be accessed from the VNAV
PATH Page by pressing the 5R LSK key
(VTO option).
The Vertical-To Page displays the list of

vertical waypoints. The offset distance,
altitude and vertical speed required are
displayed next to the respective vertical
waypoint. Invalid waypoints are displayed
in small font. To select VNAV Direct-To
waypoint, enter the reference number of
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If all information required for calculation

ETP/PNR has been entered or supplied,
pressing the 5L LSK key while the
Performance Menu Page shown will
display the ENP/PNR Page 4. The page
displays the ETP and PNR as calculated
with the entered/supplied information.
As configured, other Performance Pages

are provided. If the Manual option is
configured, Performance Page 2 can be
displayed. The page displays the entered
Performance data.
If entry information is needed, pressing the
When any of Performance Pages is
5L LSK key while the Performance Menu
displayed, pressing the MENU key
Page shown will display the ETP/PNR
accesses the Performance Menu Pages.
Page 1. On this page, the pilot may enter
up to four airport identifiers, any of which
From this page, the pilot may access the
can be used as the starting point and
ETP/PNR Pages. ETP/PNR (Equal Time
ending point for ETP/PNR calculations.
Point/Point of No Return) is the en-route
point where flying to the destination will
By using NEXT key, ETP/PNR Page 2 and
take as long as flying back to the point of
3 can be accessed. On these pages, any
departure.
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information required for calculation While the DATA Page 1 appears, pressing the
ENT/PNR can be entered. NEXT key displays the DATA Page 2. The page
provides a synopsis of input sensor operation.
From the ENT/PNR Page 3, press NEXT
key will display ENT/PNR Page 4.
(9) Reviewing Data
Four DATA pages are provided to display FMS

information and status, navigation database and
sensors interfaced with the FMS. To access Data
Pages, press the DATA key.
The DATA Page 1 allows crew to access any data

or to appear any of FMS display. It can be selected
by pressing the LSK corresponding to the desired
data or display. The selectable data and display
are Navigation data, Pilot Data, Company data,
Disk Menu and TAWS.
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Pressing the NEXT key displays the DATA Page 3.

The page displays FMS system position and all
long range sensors with their position differences.
If all heading inputs fail, entering heading data

manually is allowed. If desired, date, time and
variation data can also be entered manually.
(10) Turning Off
Upon touchdown, the LANDING Summary Page

will be displayed (the page may not displayed
when landing at high pressure altitude airports).
When the LSK associated with a sensor is
pressed, that sensor’s position will be displayed in
the upper right of the page and position difference
will be displayed just below the FMS position. The
selected sensor identifier will be displayed in small
characters and its selection arrow will be removed.
While the DATA Page 3 appears, pressing the

NEXT key displays the DATA Page 4. The page
presents a general purpose data.
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Pressing NEXT key displays the Landing Summary

Page 2. The page displays the FMS Best
Computed Position (FMS # POS) coordinates. If
desired, use the LSK key to select other sensors
position coordinates.
To shutdown system, press the PWR DIM key.

The dimming control window will be displayed.
Press the 5R LSK key and select CONFIRM OF by
pressing the 1R LSK key. The system will
shutdown.
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11.0 CONTROL INDICATOR
Fig. 16-1 ADF Control Unit Fig. 16-2 AHRS Controls and Indicators
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Fig. 16-4 PFDCP Control Unit

Fig. 16-3 VHF NAV Control Unit
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Fig. 16-5 CRS/HDG Control Unit Fig. 16-6 Transponder/TCAS Control Unit
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Fig. 16-7 Radio Altitude Switch Fig. 16-8 TAWS Annunciators and Switches
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Fig. 16-9 Radar Control Unit Fig. 16-10 FMS Control Display Unit (CDU) (1 OF 2)
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Fig. 16-10 FMS Control Display Unit (CDU) (2 OF 2)
16 - 72

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TABLE OF CONTENTS CN 235

PILOT TRAINING MANUAL

1. Section 01 General 16. Section 16 Navigation System

2. Section 02 Flight Control System

3. Section 03 Landing Gear System

4. Section 04 Hydraulic System

5. Section 05 Pneumatic System

6. Section 06 Fuel System

7. Section 07 Air Condition System

8. Section 08 Fire Extinguisher System

9. Section 09 Ice and Rain System

10. Section 10 Emergency Equipment

11. Section 11 Powerplant

12. Section 12 Electrical System

13. Section 13 Lighting System

14. Section 14 Autopilot System

15. Section 15 Communication System

The rest area located at the mid station is installed dual

maps, manuals and crew equipments. One crew lifer aft

The cargo compartment located in the aft part of the

Wing Span .............................. 84.68 ft (25.81 m).

Fig. 1 - 1 Main Geometry Data

Fig. 1 - 2 ANTENNAS LOCATION

JET B, JP-4 (TEMP.MIN. -54ºC, MAX 57ºC)

MIL-L-7808 (YPE 1), MIN. STARTING TEMP.

ENGINE EXTINGUISHER: HALON 1311

Fig1 - 4 GROUND SERVICING DIAGRAMS

Fig. 1 - 5 FLIGHT COMPARTMENT

Fig. 1 - 6 LH and RH INTRUMENT PANEL

Fig. 1 -7 INSTRUMENT PANEL CENTER PART

Fig. 1 - 8 CENTRAL WARNING PANEL Fig. 1 - 9 PEDESTAL

Fig. 1 - 10 OVERHEAD PANEL

Fig. 1 - 11 LH and RH CONSOLE

Fig. 1 - 12 CONTROL WHEEL

Fig. 1 - 13 CIRCUIT BREAKER

Fig. 1 - 14 CABIN INTERIOR LAYOUT

1.0 GENERAL The trim system is electrically controlled and mechanically

b. Emergency control In this configuration, the LH aileron can be trimmed from

In Emergency mode operation both control wheels must be

In the UNTIE position, the EDR is statically disconnected

When the locking system is released, the tubes are free to

Fig. 2.1 Aileron (Roll) Control System

b. Emergency control In this configuration, the LH elevator can be trimmed from

The EDR can be reconnected by setting the PITCH DISC

The elevator emergency PITCH trim switch should not be

Fig. 2.2 Elevator (Pitch) Control System

1.3 RUDDER CONTROL b. Emergency control

A smart tab is installed to assist the pilot input in overcoming

In normal condition the system interconnected by fixed

Fig. 2.4 Trim and Rudder Pedal Adjustment Controls

The Pilot can operates the normal LH trim actuator through

The Copilot can operate the emergency RH trim actuator

The trim tab position is shown on the EMER TRIM

If one aileron is floating, e.g. broken cable in system, it is

Fig. 2.5 Trim Indicator And Gust Lock Lever

Activating the PITCH DISC switch to UNTIE position, it will

The PILOT operates the normal LH trim actuator from LH

The trim tab position is shown on the NORM TRIM

The Copilot operates the emergency RH trim actuator

If one elevator is floating. e.g. broken cable in system, it is

a. Operation During flight, the ECU receives a signal voltage

When the flap movement is completed, the ECU sends

The system is engaged by operation of a GUST LOCK lever

1.12 LANDING CONFIGURATION WARNING NOTE: