Professional Documents
Culture Documents
Part 1
a) be used for any purpose other than those for which it was supplied;
b) be copied or reproduced in whole or in part without the prior written
consent of Saab AB; nor
c) be disclosed to any third party without the prior written consent of
Saab AB
Saab AB
SE−581 88 Linköping
Sweden Telephone: int+46 13 18 00 00
LETTER OF TRANSMITTAL
FILING INSTRUCTIONS
Before inserting this revision, ensure that Revision No. 53, Jun 01/17 is incorporated.
PAGE 1
Dec 01/17
Aircraft Operations Manual
PAGE 2
Dec 01/17
Aircraft Operations Manual
RECORD OF REVISIONS
PAGE 1
Dec 01/17
Aircraft Operations Manual
PAGE 2
Dec 01/17
Aircraft Operations Manual
HIGHLIGHTS
REVISION No. 54, Dec 01/17
AOM BOOK I
17.2 2 Restriction added to the AOM since the OB is removed. It has been
requested by the GE that OB No. 18 should be removed since there
was a risk of damaging the engine if the procedure in the OB was not
followed.
3 Text shift due to new text in 17.2 page 2.
6 Cooling time changed to the new recommended 70 seconds.
9 Misspell of word “extensive” corrected.
10 SI units added behind numeric temperature. Bullit “Must be in OFF..”
has been changed to a sub bullit to clarify which switch to be set in
OFF position.
11 Explanation of the different starting techniques rewritten. Editorial
correction to NOTE text, “be” added to correct sentence structure
and reposition of NOTE.
12−14 Presentation clarified by structural changes and reposition of text on
pages 12−14. The technical content has not been changed, only edi-
torial changes to increase readability. Page 13, BUS TIE CONN
added in two places in the last two sub bullits on page, this is done to
clarify which light is meant. Editorial change to headline.
15−16 Procedure for engine start has been clarified and modified with new
layout. No technical changes except the new recommended 70 sec
cooling time of S/G.
17 Word “ground” replaced with “external”.
8−40 Page shift due to partly new layout on pages 12−14.
29 P added to correct misspelled word PRIOR in CAUTION.
31 GPU changed to external power.
39 New page due to page shift.
40 −”−.
PAGE 1
Dec 01/17
Aircraft Operations Manual
HIGHLIGHTS
REVISION No. 54, Dec 01/17
AOM BOOK II
22/2 11−13 Editorial changes to page. Text moved and repositioned on page.
Procedures “Motoring Start” and “Direct Start” reconstructed and
clarified.
12−26 Page shift.
25−26 New page due page shift.
23/2 A6−2 00 Note added concerning aircraft speed during icing conditions.
A6−2 10 −”−.
A6−3 10 −”−.
A8−9 00 −”−.
A10−2 00 Item 1 corrected to DISENGAGE. In NOTE, word “item” in list of
affected system corrected to “systems” and next to last sentence,
“radar” corrected to “radio”.
24/2 E7−8 00 Note added concerning aircraft speed during icing conditions.
36/10.1 2 NOTE added regarding erroneous steering and guidance from FMS
during go−around.
PAGE 2
Dec 01/17
Aircraft Operations Manual
To: Saab AB
Support and Services
MANUAL USER COMMENTS
Publication Engineering on omissions, procedures, etc.
SE−581 88 Linköping
SWEDEN
Phone: +46−13 18 00 00 Aircraft Operations Manual
Email: customer.support.publications@saabgroup.com
From: Date:
Phone/Fax/Email:
Comments:
Please forward this form, when completed, to the above address. If possible, attach a photo−copy
of the relevant manual page with any comments added, as necessary.
1. FOREWORD 9. Fuel
INTRO
PAGE 1
Dec 01/16
Aircraft Operations Manual INTRODUCTION
27/1.1
Page 1
INTRO
PAGE 2
Dec 01/16
Aircraft Operations Manual INTRODUCTION
Prefix Explanation
S Standard equipment
S1 Different standards
S2 Different standards
O Optional equipment
O1 Different options
O2 Different options
C Collins equipment
CI Collins Pro Line I
C II Collins Pro Line II
CO Collins optional
K King equipment
KO King optional
INTRO
PAGE 3
Dec 01/16
Aircraft Operations Manual INTRODUCTION
INTRO
PAGE 4
Dec 01/16
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
REVISION 54 DATE: Dec 01/17
N, R or D, indicates pages which are New, Revised or Deleted respectively. Remove and insert the affected
pages.
AOM PART 1
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
R 24 Dec 01/17
INTRO 1 Dec 01/16 R 25 Dec 01/17
2 Dec 01/16 R 26 Dec 01/17
3 Dec 01/16 R 27 Dec 01/17
4 Dec 01/16
R 28 Dec 01/17
R 29 Dec 01/17
LEP Part 1 R 1 Dec 01/17
R 2 Dec 01/17 R 30 Dec 01/17
R 3 Dec 01/17 R 31 Dec 01/17
R 4 Dec 01/17 R 32 Dec 01/17
R 5 Dec 01/17 R 33 Dec 01/17
R 6 Dec 01/17 R 34 Dec 01/17
R 7 Dec 01/17
R 8 Dec 01/17 MOD LIST 1 Jun 01/17
R 9 Dec 01/17 340 B 2 Jun 01/17
R 10 Dec 01/17 3 Jun 01/17
R 11 Dec 01/17 4 Jun 01/17
R 12 Dec 01/17
R 13 Dec 01/17 MOD LIST 1 Jun 01/17
R 14 Dec 01/17 340 B (WT) 2 Jun 01/17
R 15 Dec 01/17 3 Jun 01/17
R 16 Dec 01/17
4 Jun 01/17
LEP Part 2 R 17 Dec 01/17
340 B R 18 Dec 01/17
TAB DIV. 1
R 19 Dec 01/17
R 20 Dec 01/17 1 1 Apr 01/15
R 21 Dec 01/17 2 Apr 01/15
R 22 Dec 01/17
1/1.1 1 Apr 01/15
R 23 Dec 01/17
2 Apr 01/15
R 24 Dec 01/17
R 25 Dec 01/17 3 Apr 01/15
R 26 Dec 01/17 4 Apr 01/15
R 27 Dec 01/17 S1 5 Apr 01/15
R 28 Dec 01/17 S1 6 Apr 01/15
R 29 Dec 01/17 S2 5 Apr 01/15
R 30 Dec 01/17 S2 6 Apr 01/15
LEP Part 2 R 17 Dec 01/17 7 Apr 01/15
340 B (WT) R 18 Dec 01/17 8 Apr 01/15
R 19 Dec 01/17
R 20 Dec 01/17 1/1.2 1 Apr 01/15
R 21 Dec 01/17 2 Apr 01/15
R 22 Dec 01/17 3 Apr 01/15
R 23 Dec 01/17 4 Apr 01/15
LEP
PAGE 1
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
O 10 Jun 01/17
1/2.1 1 Jun 30/15
O 11 Jun 01/17
2 Jun 30/15
O 12 Jun 01/17
3 Jun 30/15
S1 13 Jun 01/17
4 Jun 30/15
S1 14 Jun 01/17
5 Jun 30/15
6 Jun 30/15 S2 13 Jun 01/17
7 Jun 30/15 S2 14 Jun 01/17
8 Jun 30/15 15 Jun 01/17
9 Jun 30/15 16 Jun 01/17
10 Jun 30/15 17 Jun 01/17
11 Jun 30/15 18 Jun 01/17
12 Jun 30/15 19 Jun 01/17
13 Jun 30/15 20 Jun 01/17
14 Jun 30/15 21 Jun 01/17
15 Jun 30/15 22 Jun 01/17
16 Jun 30/15 2.2 1 Jun 01/17
17 Jun 30/15 2 Jun 01/17
18 Jun 30/15 3 Jun 01/17
S1 19 Jun 30/15 4 Jun 01/17
S1 20 Jun 30/15 5 Jun 01/17
S1 21 Jun 30/15 6 Jun 01/17
S1 22 Jun 30/15 7 Jun 01/17
S2 19 Jun 30/15 8 Jun 01/17
S2 20 Jun 30/15
S2 21 Jun 30/15 TAB DIV. 3
S2 22 Jun 30/15
23 Jun 30/15 3 1 Apr 01/15
24 Jun 30/15 2 Apr 01/15
3.0 S 1 Apr 01/15
TAB DIV. 2 S 2 Apr 01/15
2 1 Apr 01/15 3.1 S 1 Jun 30/15
2 Apr 01/15 S 2 Jun 30/15
2.1 1 Jun 01/17 S 3 Jun 30/15
2 Jun 01/17 S 4 Jun 30/15
3 Jun 01/17 S 5 Jun 30/15
4 Jun 01/17 S 6 Jun 30/15
5 Jun 01/17 S 7 Jun 30/15
6 Jun 01/17 S 8 Jun 30/15
7 Jun 01/17 S 9 Jun 30/15
8 Jun 01/17 S 10 Jun 30/15
S 9 Jun 01/17 S 11 Jun 30/15
S 10 Jun 01/17 S 12 Jun 30/15
S 11 Jun 01/17 S 13 Jun 30/15
S 12 Jun 01/17 S 14 Jun 30/15
O 9 Jun 01/17 S 15 Jun 30/15
LEP
PAGE 2
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
3.1 Cont’d
3.2 O 1 Apr 01/15
S 16 Jun 30/15
O 2 Apr 01/15
S 17 Jun 30/15
O 3 Apr 01/15
S 18 Jun 30/15
O 4 Apr 01/15
3.2 S 1 Apr 01/15 O 5 Apr 01/15
S 2 Apr 01/15 O 6 Apr 01/15
S 3 Apr 01/15 O 7 Apr 01/15
S 4 Apr 01/15 O 8 Apr 01/15
S 5 Apr 01/15 O 9 Apr 01/15
S 6 Apr 01/15 O 10 Apr 01/15
S 7 Apr 01/15 O 11 Apr 01/15
S 8 Apr 01/15 O 12 Apr 01/15
S 9 Apr 01/15 O 13 Apr 01/15
S 10 Apr 01/15 O 14 Apr 01/15
S 11 Apr 01/15 O 15 Apr 01/15
S 12 Apr 01/15 O 16 Apr 01/15
S 13 Apr 01/15 O 17 Apr 01/15
S 14 Apr 01/15 O 18 Apr 01/15
S 15 Apr 01/15 O 19 Apr 01/15
S 16 Apr 01/15 O 20 Apr 01/15
S 17 Apr 01/15
S 18 Apr 01/15 TAB DIV. 4
S 19 Apr 01/15
4 1 Apr 01/15
S 20 Apr 01/15
2 Apr 01/15
3.0 O 1 Apr 01/15
4/1.1 1 Apr 01/15
O 2 Apr 01/15
2 Apr 01/15
3.1 O 1 Jun 30/15 3 Apr 01/15
O 2 Jun 30/15 4 Apr 01/15
O 3 Jun 30/15 5 Apr 01/15
O 4 Jun 30/15 6 Apr 01/15
O 5 Jun 30/15 7 Apr 01/15
O 6 Jun 30/15 8 Apr 01/15
O 7 Jun 30/15 9 Apr 01/15
O 8 Jun 30/15 10 Apr 01/15
O 9 Jun 30/15 11 Apr 01/15
O 10 Jun 30/15 12 Apr 01/15
O 11 Jun 30/15 13 Apr 01/15
O 12 Jun 30/15 14 Apr 01/15
O 13 Jun 30/15
4/1.2 1 Apr 01/15
O 14 Jun 30/15
2 Apr 01/15
O 15 Jun 30/15
O 16 Jun 30/15 4/2.1 O 1 Apr 01/15
O 17 Jun 30/15 O 2 Apr 01/15
O 18 Jun 30/15 O 3 Apr 01/15
LEP
PAGE 3
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 4
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
5.1 Cont’d
6/1.1 1 Apr 01/15
6 Jun 01/17
2 Apr 01/15
7 Jun 01/17
8 Jun 01/17 6/2.1 1 Apr 01/15
9 Jun 01/17 2 Apr 01/15
10 Jun 01/17 3 Apr 01/15
11 Jun 01/17 4 Apr 01/15
12 Jun 01/17 5 Apr 01/15
13 Jun 01/17 6 Apr 01/15
14 Jun 01/17 7 Apr 01/15
15 Jun 01/17 8 Apr 01/15
16 Jun 01/17 9 Apr 01/15
17 Jun 01/17 10 Apr 01/15
18 Jun 01/17 11 Apr 01/15
19 Jun 01/17 12 Apr 01/15
20 Jun 01/17 13 Apr 01/15
21 Jun 01/17 14 Apr 01/15
22 Jun 01/17 15 Apr 01/15
23 Jun 01/17 16 Apr 01/15
24 Jun 01/17
25 Jun 01/17 6/3.1 1 Apr 01/15
26 Jun 01/17 2 Apr 01/15
S1 27 Jun 01/17 3 Apr 01/15
S1 28 Jun 01/17 4 Apr 01/15
S2 27 Jun 01/17 6/4.1 1 Apr 01/15
S2 28 Jun 01/17 2 Apr 01/15
29 Jun 01/17
30 Jun 01/17 6/5.1 1 Apr 01/15
31 Jun 01/17 2 Apr 01/15
32 Jun 01/17 6/6.1 1 Apr 01/15
33 Jun 01/17 2 Apr 01/15
34 Jun 01/17
6/7.1 S1 1 Apr 01/15
35 Jun 01/17
36 Jun 01/17 S1 2 Apr 01/15
37 Jun 01/17 S1 3 Apr 01/15
38 Jun 01/17 S1 4 Apr 01/15
39 Jun 01/17 S2 1 Apr 01/15
40 Jun 01/17 S2 2 Apr 01/15
S2 3 Apr 01/15
5.2 1 Apr 01/15 S2 4 Apr 01/15
2 Apr 01/15 S3 1 Apr 01/15
3 Apr 01/15 S3 2 Apr 01/15
4 Apr 01/15 S3 3 Apr 01/15
S3 4 Apr 01/15
TAB DIV. 6
S4 1 Apr 01/15
6 1 Apr 01/15 S4 2 Apr 01/15
2 Apr 01/15 S4 3 Apr 01/15
LEP
PAGE 5
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
6/7.1 Cont’d
8.1 1 Apr 01/15
S4 4 Apr 01/15
2 Apr 01/15
S5 1 Apr 01/15
3 Apr 01/15
S5 2 Apr 01/15
4 Apr 01/15
S5 3 Apr 01/15
5 Apr 01/15
S5 4 Apr 01/15
6 Apr 01/15
6/8.1 1 Apr 01/15 7 Apr 01/15
2 Apr 01/15 8 Apr 01/15
9 Apr 01/15
6/9.1 1 Apr 01/15
2 Apr 01/15 10 Apr 01/15
11 Apr 01/15
6/10.1 1 Apr 01/15 12 Apr 01/15
2 Apr 01/15
3 Apr 01/15 8.2 1 Apr 01/15
4 Apr 01/15 2 Apr 01/15
5 Apr 01/15 3 Apr 01/15
6 Apr 01/15 4 Apr 01/15
LEP
PAGE 6
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
7 Jun 01/17
9/2.0 1 Apr 01/15
8 Jun 01/17
2 Apr 01/15
9 Jun 01/17
9/2.1 1 Apr 01/15 10 Jun 01/17
2 Apr 01/15 S1 11 Jun 01/17
3 Apr 01/15 S1 12 Jun 01/17
4 Apr 01/15 S2 11 Jun 01/17
9/2.2 1 Jun 01/17 S2 12 Jun 01/17
2 Jun 01/17 O1 11 Jun 01/17
3 Jun 01/17 O1 12 Jun 01/17
4 Jun 01/17 O2 11 Jun 01/17
5 Jun 01/17 O2 12 Jun 01/17
6 Jun 01/17 S1 13 Jun 01/17
7 Jun 01/17 S1 14 Jun 01/17
S2 13 Jun 01/17
8 Jun 01/17
S2 14 Jun 01/17
9 Jun 01/17
15 Jun 01/17
10 Jun 01/17
16 Jun 01/17
TAB DIV. 10 17 Jun 01/17
18 Jun 01/17
10 1 Apr 01/15 S1 19 Jun 01/17
2 Apr 01/15 S1 20 Jun 01/17
10.1 1 Apr 01/15 S2 19 Jun 01/17
2 Apr 01/15 S2 20 Jun 01/17
3 Apr 01/15 21 Jun 01/17
4 Apr 01/15 22 Jun 01/17
5 Apr 01/15 23 Jun 01/17
6 Apr 01/15 24 Jun 01/17
7 Apr 01/15 25 Jun 01/17
8 Apr 01/15 26 Jun 01/17
S1 27 Jun 01/17
10.2 1 Apr 01/15 S1 28 Jun 01/17
2 Apr 01/15 S2 27 Jun 01/17
3 Apr 01/15 S2 28 Jun 01/17
4 Apr 01/15
11.2 1 Dec 01/15
TAB DIV. 11 2 Dec 01/15
3 Dec 01/15
11 1 Apr 01/15
4 Dec 01/15
2 Apr 01/15
5 Dec 01/15
11.1 1 Jun 01/17 6 Dec 01/15
2 Jun 01/17 7 Dec 01/15
3 Jun 01/17 8 Dec 01/15
4 Jun 01/17 9 Dec 01/15
5 Jun 01/17 10 Dec 01/15
6 Jun 01/17 11 Dec 01/15
LEP
PAGE 7
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 8
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 9
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 10
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 11
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 12
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 13
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 14
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
S2 4 Apr 01/15
19/2.2 1 Apr 01/15
S2 5 Apr 01/15
2 Apr 01/15
S2 6 Apr 01/15
19/3.1 1 Apr 01/15 S3 1 Apr 01/15
2 Apr 01/15 S3 2 Apr 01/15
19/3.2 1 Apr 01/15 S3 3 Apr 01/15
2 Apr 01/15 S3 4 Apr 01/15
S3 5 Apr 01/15
19/4.1 1 Apr 01/15 S3 6 Apr 01/15
2 Apr 01/15 7 Apr 01/15
3 Apr 01/15
8 Apr 01/15
4 Apr 01/15
S1 5 Apr 01/15 19/6.1 1 Apr 01/15
S1 6 Apr 01/15 2 Apr 01/15
S2 5 Apr 01/15 3 Apr 01/15
S2 6 Apr 01/15 4 Apr 01/15
7 Apr 01/15 5 Apr 01/15
8 Apr 01/15 6 Apr 01/15
9 Apr 01/15 7 Apr 01/15
10 Apr 01/15 8 Apr 01/15
9 Apr 01/15
19/4.2 1 Apr 01/15
10 Apr 01/15
2 Apr 01/15
3 Apr 01/15 19/6.2 S1 1 Apr 01/15
4 Apr 01/15 S1 2 Apr 01/15
19/5.1 1 Apr 01/15 S1 3 Apr 01/15
2 Apr 01/15 S1 4 Apr 01/15
3 Apr 01/15 S1 5 Apr 01/15
4 Apr 01/15 S1 6 Apr 01/15
5 Apr 01/15 S2 1 Apr 01/15
6 Apr 01/15 S2 2 Apr 01/15
7 Apr 01/15 S2 3 Apr 01/15
8 Apr 01/15 S2 4 Apr 01/15
9 Apr 01/15 S2 5 Apr 01/15
10 Apr 01/15 S2 6 Apr 01/15
11 Apr 01/15 S3 1 Apr 01/15
12 Apr 01/15 S3 2 Apr 01/15
S3 3 Apr 01/15
19/5.2 S1 1 Apr 01/15
S3 4 Apr 01/15
S1 2 Apr 01/15
S3 5 Apr 01/15
S1 3 Apr 01/15
S3 6 Apr 01/15
S1 4 Apr 01/15
7 Apr 01/15
S1 5 Apr 01/15
8 Apr 01/15
S1 6 Apr 01/15
S2 1 Apr 01/15 19/7.1 1 Jun30/15
S2 2 Apr 01/15 2 Jun30/15
S2 3 Apr 01/15 3 Jun30/15
LEP
PAGE 15
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
19/7.1 Cont’d
19/7.2 1 Apr 01/15
4 Jun30/15
2 Apr 01/15
5 Jun30/15
3 Apr 01/15
6 Jun30/15
4 Apr 01/15
7 Jun30/15
8 Jun30/15
9 Jun30/15
10 Jun30/15
11 Jun30/15
12 Jun30/15
13 Jun30/15
14 Jun30/15
15 Jun30/15
16 Jun30/15
17 Jun30/15
18 Jun30/15
19 Jun30/15
20 Jun30/15
21 Jun30/15
22 Jun30/15
LEP
PAGE 16
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
AOM PART 2
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
R 17 Dec 01/17
TAB DIV. 20 R 18 Dec 01/17
00 R 19 Dec 01/17
See list of Effective and Cancelled Alert Opera- 00 R 20 Dec 01/17
tions Bulletins in the AOM. 10 R 19 Dec 01/17
10 R 20 Dec 01/17
TAB DIV. 21
R 21 Dec 01/17
R 22 Dec 01/17
See list of Effective and Cancelled
Operations Bulletins in the AOM. R 23 Dec 01/17
R 24 Dec 01/17
TAB DIV. 22 N 25 Dec 01/17
N 26 Dec 01/17
22 1 Apr 01/15
2 Apr 01/15 TAB DIV. 23
22/1 00 N1 Dec 01/15 23 1 Apr 01/15
00 N2 Dec 01/15 2 Apr 01/15
10 N2 Dec 01/15
00 N3 Dec 01/15 23/1 1 Apr 01/15
00 N4 Dec 01/15 2 Apr 01/15
10 N4 Dec 01/15 23/2 A0−0 Jun 01/17
00 N5 Dec 01/15 00 A0−1 exp Jun 01/17
10 N5 Dec 01/15 00 A0−1 Jun 01/17
00 N6 Dec 01/15 10 A0−1 exp Jun 01/17
00 N7 Dec 01/15 10 A0−1 Jun 01/17
10 N7 Dec 01/15 20 A0−1 exp Jun 01/17
00 N8 Dec 01/15 20 A0−1 Jun 01/17
22/2 R 1 Dec 01/17 30 A0−1 exp Jun 01/17
R 2 Dec 01/17 30 A0−1 Jun 01/17
R 3 Dec 01/17 00 A0−2 exp Jun 01/17
R 4 Dec 01/17 00 A0−2 Jun 01/17
R 5 Dec 01/17 10 A0−2 exp Jun 01/17
R 6 Dec 01/17 10 A0−2 Jun 01/17
R 7 Dec 01/17 00 A0−3 exp Jun 01/17
R 8 Dec 01/17 00 A0−3 Jun 01/17
R 9 Dec 01/17 10 A0−3 exp Jun 01/17
R 10 Dec 01/17 10 A0−3 Jun 01/17
R 11 Dec 01/17 A1−0 Jun 01/16
R 12 Dec 01/17 00 A1−1 exp Jun 01/16
R 13 Dec 01/17 00 A1−1 Jun 01/16
R 14 Dec 01/17 00 A1−2 exp Jun 01/16
R 15 Dec 01/17 00 A1−2 Jun 01/16
R 16 Dec 01/17 00 A1−3 exp Jun 01/16
LEP
PAGE 17
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
23/2 Cont’d 10 A2−8 exp Jun 01/17
00 A1−3 Jun 01/16 10 A2−8 Jun 01/17
00 A1−4 exp Jun 01/16 00 A2−9 exp Jun 01/17
00 A1−4 Jun 01/16 00 A2−9 Jun 01/17
00 A1−5 exp Jun 01/16 10 A2−9 exp Jun 01/17
00 A1−5 Jun 01/16 10 A2−9 Jun 01/17
00 A1−6 exp Jun 01/16 20 A2−9 exp Jun 01/17
00 A1−6 Jun 01/16 20 A2−9 Jun 01/17
A2−0 Jun 01/17 30 A2−9 exp Jun 01/17
00 A2−1 exp Jun 01/17 30 A2−9 Jun 01/17
00 A2−1 Jun 01/17 00 A2−10 exp Jun 01/17
00 A2−2 exp Jun 01/17 00 A2−10 Jun 01/17
00 A2−2 Jun 01/17 10 A2−10 exp Jun 01/17
00 A2−3 exp Jun 01/17 10 A2−10 Jun 01/17
00 A2−3 Jun 01/17 20 A2−10 exp Jun 01/17
10 A2−3 exp Jun 01/17 20 A2−10 Jun 01/17
10 A2−3 Jun 01/17 30 A2−10 exp Jun 01/17
20 A2−3 exp Jun 01/17 30 A2−10 Jun 01/17
20 A2−3 Jun 01/17 00 A2−11 exp Jun 01/17
30 A2−3 exp Jun 01/17 00 A2−11 Jun 01/17
30 A2−3 Jun 01/17 00 A2−12 exp Jun 01/17
00 A2−4 exp Jun 01/17 00 A2−12 Jun 01/17
00 A2−4 Jun 01/17 00 A2−13 exp Jun 01/17
10 A2−4 exp Jun 01/17 00 A2−13 Jun 01/17
10 A2−4 Jun 01/17 00 A2−14 exp Jun 01/17
20 A2−4 exp Jun 01/17 00 A2−14 Jun 01/17
20 A2−4 Jun 01/17 00 A2−15 exp Jun 01/17
30 A2−4 exp Jun 01/17 00 A2−15 Jun 01/17
30 A2−4 Jun 01/17 00 A2−16 exp Jun 01/17
00 A2−5 exp Jun 01/17 00 A2−16 Jun 01/17
00 A2−5 Jun 01/17 00 A2−17 exp Jun 01/17
10 A2−5 exp Jun 01/17 00 A2−17 Jun 01/17
10 A2−5 Jun 01/17 00 A2−18 exp Jun 01/17
20 A2−5 exp Jun 01/17 00 A2−18 Jun 01/17
20 A2−5 Jun 01/17 A3−0 Jun 01/17
30 A2−5 exp Jun 01/17 00 A3−1 exp Jun 01/17
30 A2−5 Jun 01/17 00 A3−1 Jun 01/17
00 A2−6 exp Jun 01/17 00 A3−2 exp Jun 01/17
00 A2−6 Jun 01/17 00 A3−2 Jun 01/17
10 A2−6 exp Jun 01/17 00 A3−3 exp Jun 01/17
10 A2−6 Jun 01/17 00 A3−3 Jun 01/17
00 A2−7 exp Jun 01/17 00 A3−4 exp Jun 01/17
00 A2−7 Jun 01/17 00 A3−4 Jun 01/17
10 A2−7 exp Jun 01/17 00 A3−5 exp Jun 01/17
10 A2−7 Jun 01/17 00 A3−5 Jun 01/17
00 A2−8 exp Jun 01/17 A4−0 Dec 01/16
00 A2−8 Jun 01/17 00 A4−1 exp Dec 01/16
LEP
PAGE 18
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
23/2 Cont’d 00 R A6−7 Dec 01/17
00 A4−1 Dec 01/16 10 R A6−7 exp Dec 01/17
00 A4−2 exp Dec 01/16 10 R A6−7 Dec 01/17
00 A4−2 Dec 01/16 00 R A6−8 exp Dec 01/17
00 A4−3 exp Dec 01/16 00 R A6−8 Dec 01/17
00 A4−3 Dec 01/16 00 R A6−9 exp Dec 01/17
00 A4−4 exp Dec 01/16 00 R A6−9 Dec 01/17
00 A4−4 Dec 01/16 10 R A6−9 exp Dec 01/17
A5−0 Jun 01/17 10 R A6−9 Dec 01/17
00 A5−1 exp Jun 01/17 00 R A6−10 exp Dec 01/17
00 A5−1 Jun 01/17 00 R A6−10 Dec 01/17
00 A5−2 exp Jun 01/17 10 R A6−10 exp Dec 01/17
00 A5−2 Jun 01/17 10 R A6−10 Dec 01/17
00 A5−3 exp Jun 01/17 00 R A6−11 exp Dec 01/17
00 A5−3 Jun 01/17 00 R A6−11 Dec 01/17
10 A5−3 exp Jun 01/17 00 R A6−12 exp Dec 01/17
10 A5−3 Jun 01/17 00 R A6−12 Dec 01/17
00 A5−4 exp Jun 01/17 A7−0 Jun 01/16
00 A5−4 Jun 01/17 00 A7−1 exp Jun 01/16
00 A5−5 exp Jun 01/17 00 A7−1 Jun 01/16
00 A5−5 Jun 01/17 00 A7−2 exp Jun 01/16
00 A5−6 exp Jun 01/17 00 A7−2 Jun 01/16
00 A5−6 Jun 01/17 00 A7−3 exp Jun 01/16
00 A5−7 exp Jun 01/17 00 A7−3 Jun 01/16
00 A5−7 Jun 01/17 00 A7−4 exp Jun 01/16
00 A5−8 exp Jun 01/17 00 A7−4 Jun 01/16
00 A5−8 Jun 01/17 00 A7−5 exp Jun 01/16
R A6−0 Dec 01/17 00 A7−5 Jun 01/16
00 R A6−1 exp Dec 01/17 10 A7−5 exp Jun 01/16
00 R A6−1 Dec 01/17 10 A7−5 Jun 01/16
00 R A6−2 exp Dec 01/17 R A8−0 Dec 01/17
00 R A6−2 Dec 01/17 00 R A8−1 exp Dec 01/17
10 R A6−2 exp Dec 01/17 00 R A8−1 Dec 01/17
10 R A6−2 Dec 01/17 00 R A8−2 exp Dec 01/17
00 R A6−3 exp Dec 01/17 00 R A8−2 Dec 01/17
00 R A6−3 Dec 01/17 00 R A8−3 exp Dec 01/17
10 R A6−3 exp Dec 01/17 00 R A8−3 Dec 01/17
10 R A6−3 Dec 01/17 00 R A8−4 exp Dec 01/17
00 R A6−4 exp Dec 01/17 00 R A8−4 Dec 01/17
00 R A6−4 Dec 01/17 00 R A8−5 exp Dec 01/17
00 R A6−5 exp Dec 01/17 00 R A8−5 Dec 01/17
00 R A6−5 Dec 01/17 10 R A8−5 exp Dec 01/17
00 R A6−6 exp Dec 01/17 10 R A8−5 Dec 01/17
00 R A6−6 Dec 01/17 00 R A8−6 exp Dec 01/17
10 R A6−6 exp Dec 01/17 00 R A8−6 Dec 01/17
10 R A6−6 Dec 01/17 00 R A8−7 exp Dec 01/17
00 R A6−7 exp Dec 01/17 00 R A8−7 Dec 01/17
LEP
PAGE 19
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
23/2 Cont’d A13−0 Jun 01/16
10 R A8−7 exp Dec 01/17 00 A13−1 exp Jun 01/16
10 R A8−7 Dec 01/17 00 A13−1 Jun 01/16
00 R A8−8 exp Dec 01/17 00 A13−2 exp Jun 01/16
00 R A8−8 Dec 01/17 00 A13−2 Jun 01/16
00 R A8−9 exp Dec 01/17 10 A13−2 exp Jun 01/16
00 R A8−9 Dec 01/17 10 A13−2 Jun 01/16
00 R A8−10 exp Dec 01/17 00 A13−3 exp Jun 01/16
00 R A8−10 Dec 01/17 00 A13−3 Jun 01/16
00 R A8−11 exp Dec 01/17 A14−0 Jun 01/16
00 R A8−11 Dec 01/17 00 A14−1 exp Jun 01/16
10 R A8−11 exp Dec 01/17 00 A14−1 Jun 01/16
10 R A8−11 Dec 01/17 A15−0 Jun 01/16
00 R A8−12 exp Dec 01/17 00 A15−1 exp Jun 01/16
00 R A8−12 Dec 01/17 00 A15−1 Jun 01/16
00 R A8−13 exp Dec 01/17 10 A15−1 exp Jun 01/16
00 R A8−13 Dec 01/17 10 A15−1 Jun 01/16
00 R A8−14 exp Dec 01/17 A16−0 Jun 01/16
00 R A8−14 Dec 01/17 00 A16−1 exp Jun 01/16
00 R A8−15 exp Dec 01/17 00 A16−1 Jun 01/16
00 R A8−15 Dec 01/17 00 A16−2 exp Jun 01/16
00 R A8−16 exp Dec 01/17 00 A16−2 Jun 01/16
00 R A8−16 Dec 01/17 A17−0 Jun 01/16
00 R A8−17 exp Dec 01/17 00 A17−1 exp Jun 01/16
00 R A8−17 Dec 01/17
00 A17−1 Jun 01/16
00 R A8−18 exp Dec 01/17
00 R A8−18 Dec 01/17 TAB DIV. 24
A9−0 Jun 01/16
00 A9−1 exp Jun 01/16 24 1 Apr 01/15
00 A9−1 Jun 01/16 2 Apr 01/15
R A10−0 Dec 01/17 24/1 1 Apr 01/15
00 R A10−1 exp Dec 01/17 2 Apr 01/15
00 R A10−1 Dec 01/17
00 R A10−2 exp Dec 01/17 24/2 E0−0 Jun 01/16
00 R A10−2 Dec 01/17 00 E0−1 exp Jun 01/16
00 R A10−3 exp Dec 01/17 00 E0−1 Jun 01/16
00 R A10−3 Dec 01/17 10 E0−1 exp Jun 01/16
00 R A10−4 exp Dec 01/17 10 E0−1 Jun 01/16
00 R A10−4 Dec 01/17 E1−0 Jun 01/16
00 R A10−5 exp Dec 01/17 00 E1−1 exp Jun 01/16
00 R A10−5 Dec 01/17 00 E1−1 Jun 01/16
A11−0 Jun 01/16 10 E1−1 exp Jun 01/16
00 A11−1 exp Jun 01/16 10 E1−1 Jun 01/16
00 A11−1 Jun 01/16 00 E1−2 exp Jun 01/16
A12−0 Jun 01/16 00 E1−2 Jun 01/16
00 A12−1 exp Jun 01/16 00 E1−3 exp Jun 01/16
00 A12−1 Jun 01/16 00 E1−3 Jun 01/16
LEP
PAGE 20
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
24/2 Cont’d 00 E2−3 Jun 01/17
10 E1−3 exp Jun 01/16 E3−0 Jun 01/16
10 E1−3 Jun 01/16 00 E3−1 exp Jun 01/16
00 E1−4 exp Jun 01/16 00 E3−1 Jun 01/16
00 E1−4 Jun 01/16 10 E3−1 exp Jun 01/16
10 E1−4 exp Jun 01/16 10 E3−1 Jun 01/16
10 E1−4 Jun 01/16 00 E3−2 exp Jun 01/16
00 E1−5 exp Jun 01/16 00 E3−2 Jun 01/16
00 E1−5 Jun 01/16 00 E3−3 exp Jun 01/16
10 E1−5 exp Jun 01/16 00 E3−3 Jun 01/16
10 E1−5 Jun 01/16 10 E3−3 exp Jun 01/16
00 E1−6 exp Jun 01/16 10 E3−3 Jun 01/16
00 E1−6 Jun 01/16 00 E3−4 exp Jun 01/16
00 E1−7 exp Jun 01/16 00 E3−4 Jun 01/16
00 E1−7 Jun 01/16 10 E3−4 exp Jun 01/16
10 E1−7 exp Jun 01/16 10 E3−4 Jun 01/16
10 E1−7 Jun 01/16 00 E3−5 exp Jun 01/16
20 E1−7 exp Jun 01/16 00 E3−5 Jun 01/16
20 E1−7 Jun 01/16 10 E3−5 exp Jun 01/16
30 E1−7 exp Jun 01/16 10 E3−5 Jun 01/16
30 E1−7 Jun 01/16 00 E3−6 exp Jun 01/16
40 E1−7 exp Jun 01/16 00 E3−6 Jun 01/16
40 E1−7 Jun 01/16 E4−0 Dec 01/16
00 E1−8 exp Jun 01/16 00 E4−1 exp Dec 01/16
00 E1−8 Jun 01/16 00 E4−1 Dec 01/16
10 E1−8 exp Jun 01/16 00 E4−2 exp Dec 01/16
10 E1−8 Jun 01/16 00 E4−2 Dec 01/16
20 E1−8 exp Jun 01/16 00 E4−3 exp Dec 01/16
20 E1−8 Jun 01/16 00 E4−3 Dec 01/16
30 E1−8 exp Jun 01/16 00 E4−4 exp Dec 01/16
30 E1−8 Jun 01/16 00 E4−4 Dec 01/16
40 E1−8 exp Jun 01/16 E5−0 Jun 01/16
40 E1−8 Jun 01/16 00 E5−1 exp Jun 01/16
00 E1−9 exp Jun 01/16 00 E5−1 Jun 01/16
00 E1−9 Jun 01/16 00 E5−2 exp Jun 01/16
00 E1−10 exp Jun 01/16 00 E5−2 Jun 01/16
00 E1−10 Jun 01/16 00 E5−3 exp Jun 01/16
E2−0 Jun 01/17 00 E5−3 Jun 01/16
00 E2−1 exp Jun 01/17 10 E5−3 exp Jun 01/16
00 E2−1 Jun 01/17 10 E5−3 Jun 01/16
10 E2−1 exp Jun 01/17 00 E5−4 exp Jun 01/16
10 E2−1 Jun 01/17 00 E5−4 Jun 01/16
00 E2−2 exp Jun 01/17 10 E5−4 exp Jun 01/16
00 E2−2 Jun 01/17 10 E5−4 Jun 01/16
10 E2−2 exp Jun 01/17 E6−0 Jun 01/16
10 E2−2 Jun 01/17 00 E6−1 exp Jun 01/16
00 E2−3 exp Jun 01/17 00 E6−1 Jun 01/16
LEP
PAGE 21
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
24/2 Cont’d
24/6 1 Apr 01/15
R E7−0 Dec 01/17
2 Apr 01/15
00 R E7−1 exp Dec 01/17
00 R E7−1 Dec 01/17 TAB DIV. 25
00 R E7−2 exp Dec 01/17
00 R E7−2 Dec 01/17 25 1 Apr 01/15
00 R E7−3 exp Dec 01/17 2 Apr 01/15
00 R E7−3 Dec 01/17 25/1 1 Dec 01/16
00 R E7−4 exp Dec 01/17 2 Dec 01/16
00 R E7−4 Dec 01/17 3 Dec 01/16
00 R E7−5 exp Dec 01/17 4 Dec 01/16
00 R E7−5 Dec 01/17 5 Dec 01/16
00 R E7−6 exp Dec 01/17 6 Dec 01/16
00 R E7−6 Dec 01/17 7 Dec 01/16
10 R E7−6 exp Dec 01/17 8 Dec 01/16
10 R E7−6 Dec 01/17 9 Dec 01/16
00 R E7−7 exp Dec 01/17 10 Dec 01/16
00 R E7−7 Dec 01/17 11 Dec 01/16
00 R E7−8 exp Dec 01/17 12 Dec 01/16
00 R E7−8 Dec 01/17 13 Dec 01/16
00 R E7−9 exp Dec 01/17 14 Dec 01/16
00 R E7−9 Dec 01/17 15 Dec 01/16
00 R E7−10 exp Dec 01/17 16 Dec 01/16
00 R E7−10 Dec 01/17
25/2 1 Dec 01/16
24/3 1 Jun 30/15 2 Dec 01/16
2 Jun 30/15 3 Dec 01/16
3 Jun 30/15 4 Dec 01/16
4 Jun 30/15
25/3 1 Dec 01/16
5 Jun 30/15
2 Dec 01/16
6 Jun 30/15
3 Dec 01/16
7 Jun 30/15
4 Dec 01/16
8 Jun 30/15
5 Dec 01/16
9 Jun 30/15
6 Dec 01/16
10 Jun 30/15
7 Dec 01/16
11 Jun 30/15
8 Dec 01/16
12 Jun 30/15
9 Dec 01/16
13 Jun 30/15
10 Dec 01/16
14 Jun 30/15
25/4 1 Dec 01/15
24/4 1 Jun 01/16
2 Dec 01/15
2 Jun 01/16
3 Jun 01/16 25/5 1 Dec 01/15
4 Jun 01/16 2 Dec 01/15
24/5 1 Apr 01/15 25/6 1 Apr 01/15
2 Apr 01/15 2 Apr 01/15
LEP
PAGE 22
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
4 Jun 01/16
25/7 1 Apr 01/15
5 Jun 01/16
2 Apr 01/15
6 Jun 01/16
3 Apr 01/15
4 Apr 01/15 26/3 S1 1 Apr 01/15
S1 2 Apr 01/15
25/8 1 Dec 01/15
S1 3 Apr 01/15
2 Dec 01/15
S1 4 Apr 01/15
25/9 R 1 Dec 01/17 S1 5 Apr 01/15
R 2 Dec 01/17 S1 6 Apr 01/15
R 3 Dec 01/17 S2 1 Apr 01/15
R 4 Dec 01/17 S2 2 Apr 01/15
S2 3 Apr 01/15
25/10 1 Apr 01/15
S2 4 Apr 01/15
2 Apr 01/15
S2 5 Apr 01/15
3 Apr 01/15
S2 6 Apr 01/15
4 Apr 01/15
5 Apr 01/15 26/4 1 Apr 01/15
6 Apr 01/15 2 Apr 01/15
7 Apr 01/15 3 Apr 01/15
8 Apr 01/15 4 Apr 01/15
9 Apr 01/15 5 Apr 01/15
10 Apr 01/15 6 Apr 01/15
25/11 1 Apr 01/15 26/5 1 Apr 01/15
2 Apr 01/15 2 Apr 01/15
3 Apr 01/15 3 Apr 01/15
4 Apr 01/15 4 Apr 01/15
5 Apr 01/15
25/12 1 Dec 01/15
6 Apr 01/15
2 Dec 01/15
3 Dec 01/15 26/6 S1 1 Apr 01/15
4 Dec 01/15 S1 2 Apr 01/15
5 Dec 01/15 S1 3 Apr 01/15
6 Dec 01/15 S1 4 Apr 01/15
7 Dec 01/15 S1 5 Apr 01/15
8 Dec 01/15 S1 6 Apr 01/15
S1 7 Apr 01/15
TAB DIV. 26 S1 8 Apr 01/15
26 1 Apr 01/16 S2 1 Apr 01/15
2 Apr 01/16 S2 2 Apr 01/15
S2 3 Apr 01/15
26/1 1 Dec 01/16
S2 4 Apr 01/15
2 Dec 01/16
S2 5 Apr 01/15
26/2 1 Jun 01/16 S2 6 Apr 01/15
2 Jun 01/16 S2 7 Apr 01/15
3 Jun 01/16 S2 8 Apr 01/15
LEP
PAGE 23
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
5 Apr 01/15
TAB DIV. 27 6 Apr 01/15
27 1 Apr 01/15 7 Apr 01/15
2 Apr 01/15 8 Apr 01/15
9 Apr 01/15
27/1 1 Dec 01/15 10 Apr 01/15
2 Dec 01/15
28/2 1 Apr 01/15
3 Dec 01/15
2 Apr 01/15
4 Dec 01/15
3 Apr 01/15
5 Dec 01/15
4 Apr 01/15
6 Dec 01/15
5 Apr 01/15
7 Dec 01/15
6 Apr 01/15
8 Dec 01/15
9 Dec 01/15 28/3 1 Apr 01/15
10 Dec 01/15 2 Apr 01/15
11 Dec 01/15 3 Apr 01/15
12 Dec 01/15 4 Apr 01/15
5 Apr 01/15
27/2 1 Apr 01/15
6 Apr 01/15
2 Apr 01/15
3 Apr 01/15 28/4 1 Apr 01/15
4 Apr 01/15 2 Apr 01/15
5 Apr 01/15 3 Apr 01/15
6 Apr 01/15 4 Apr 01/15
7 Apr 01/15 5 Apr 01/15
8 Apr 01/15 6 Apr 01/15
9 Apr 01/15 28/5 1 Apr 01/15
10 Apr 01/15 2 Apr 01/15
11 Apr 01/15 3 Apr 01/15
12 Apr 01/15 4 Apr 01/15
13 Apr 01/15 5 Apr 01/15
14 Apr 01/15 6 Apr 01/15
15 Apr 01/15
16 Apr 01/15 28/6 1 Apr 01/15
17 Apr 01/15 2 Apr 01/15
18 Apr 01/15
TAB DIV. 29
19 Apr 01/15
20 Apr 01/15 29 1 Apr 01/15
2 Apr 01/15
TAB DIV. 28
29/1 1 Dec 01/15
28 1 Apr 01/15 2 Dec 01/15
2 Apr 01/15 3 Dec 01/15
4 Dec 01/15
28/1 1 Apr 01/15
2 Apr 01/15 29/2 1 Dec 01/15
3 Apr 01/15 2 Dec 01/15
4 Apr 01/15 S1 3 Dec 01/15
LEP
PAGE 24
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
29/2 Cont’d 7 Apr 01/15
S1 4 Dec 01/15 8 Apr 01/15
S2 3 Dec 01/15
30/3 1 Apr 01/15
S2 4 Dec 01/15
2 Apr 01/15
29/3 S1 1 Dec 01/15 3 Apr 01/15
S1 2 Dec 01/15 4 Apr 01/15
S2 1 Dec 01/15
S2 2 Dec 01/15 TAB DIV. 31
29/4 S1 1 Dec 01/15 31 1 Apr 01/15
S1 2 Dec 01/15 2 Apr 01/15
S1 3 Dec 01/15
31/1 1 Apr 01/15
S1 4 Dec 01/15
2 Apr 01/15
S2 1 Dec 01/15
S2 2 Dec 01/15 31/2 1 Apr 01/15
S2 3 Dec 01/15 2 Apr 01/15
S2 4 Dec 01/15 3 Apr 01/15
4 Apr 01/15
29/5 1 Dec 01/15
2 Dec 01/15 31/3 1 Apr 01/15
S1 3 Dec 01/15 2 Apr 01/15
S1 4 Dec 01/15 3 Apr 01/15
S1 5 Dec 01/15 4 Apr 01/15
S1 6 Dec 01/15
31/4 1 Apr 01/15
S2 3 Dec 01/15
2 Apr 01/15
S2 4 Dec 01/15
S2 5 Dec 01/15 31/5 1 Apr 01/15
S2 6 Dec 01/15 2 Apr 01/15
LEP
PAGE 25
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
32/2 Cont’d 9 Apr 01/15
9 Dec 01/15 10 Apr 01/15
10 Dec 01/15 11 Apr 01/15
11 Dec 01/15 12 Apr 01/15
12 Dec 01/15 13 Apr 01/15
13 Dec 01/15 14 Apr 01/15
14 Dec 01/15 15 Apr 01/15
15 Dec 01/15 16 Apr 01/15
16 Dec 01/15 17 Apr 01/15
17 Dec 01/15 18 Apr 01/15
18 Dec 01/15
33/4 1 Apr 01/15
32/3 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15
3 Apr 01/15 TAB DIV. 34
4 Apr 01/15 34 1 Apr 01/15
32/4 1 Jun 01/17 2 Apr 01/15
2 Jun 01/17
TAB DIV. 35
32/5 1 Apr 01/15
2 Apr 01/15 35 1 Apr 01/15
3 Apr 01/15 2 Apr 01/15
4 Apr 01/15 35/1 1 Apr 01/15
2 Apr 01/15
TAB DIV. 33
33 1 Apr 01/15 TAB DIV. 36
2 Apr 01/15 36 1 Apr 01/15
33/1 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15 36/1.1 1 Apr 01/15
33/2 S1 1 Apr 01/15 2 Apr 01/15
S1 2 Apr 01/15 3 Apr 01/15
S2 1 Apr 01/15 4 Apr 01/15
S2 2 Apr 01/15 5 Apr 01/15
3 Apr 01/15 6 Apr 01/15
7 Apr 01/15
4 Apr 01/15
8 Apr 01/15
33/3 S1 1 Apr 01/15
36/1.2 1 Apr 01/15
S1 2 Apr 01/15
2 Apr 01/15
S2 1 Apr 01/15
3 Apr 01/15
S2 2 Apr 01/15
4 Apr 01/15
3 Apr 01/15
4 Apr 01/15 36/2.1 1 Apr 01/15
5 Apr 01/15 2 Apr 01/15
6 Apr 01/15 3 Apr 01/15
7 Apr 01/15 4 Apr 01/15
8 Apr 01/15 5 Apr 01/15
LEP
PAGE 26
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
36/2.1 Cont’d 5 Jun 01/17*
6 Apr 01/15 6 Jun 01/17*
7 Apr 01/15 7 Jun 01/17*
8 Apr 01/15 8 Jun 01/17*
9 Jun 01/17*
36/2.2 1 Apr 01/15
10 Jun 01/17*
2 Apr 01/15
11 Jun 01/17*
3 Apr 01/15
12 Jun 01/17*
4 Apr 01/15
13 Jun 01/17*
36/3.1 1 Apr 01/15 14 Jun 01/17*
2 Apr 01/15 15 Jun 01/17*
3 Apr 01/15 16 Jun 01/17*
4 Apr 01/15
36/10.1 R 1 Dec 01/17
5 Apr 01/15
R 2 Dec 01/17
6 Apr 01/15
R 3 Dec 01/17
36/4.1 1 Apr 01/15 R 4 Dec 01/17
2 Apr 01/15
36/10.2 1 Apr 01/15
36/4.2 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15 3 Apr 01/15
3 Apr 01/15 4 Apr 01/15
4 Apr 01/15
TAB DIV. 37
36/5.1 1 Apr 01/15
2 Apr 01/15 37 1 Apr 01/15
3 Apr 01/15 2 Apr 01/15
4 Apr 01/15 37/1 R 1 Dec 01/17
36/5.2 1 Apr 01/15 R 2 Dec 01/17
2 Apr 01/15 R 3 Dec 01/17
R 4 Dec 01/17
36/6.1 1 Apr 01/15
R 5 Dec 01/17
2 Apr 01/15
R 6 Dec 01/17
36/7.1 S1 1 Apr 01/15 R 7 Dec 01/17
S1 2 Apr 01/15 R 8 Dec 01/17
S2 1 Apr 01/15 R 9 Dec 01/17
S2 2 Apr 01/15 R 10 Dec 01/17
3 Apr 01/15 R 11 Dec 01/17
4 Apr 01/15 R 12 Dec 01/17
R 13 Dec 01/17
36/8.1 1 Apr 01/15
R 14 Dec 01/17
2 Apr 01/15
R 15 Dec 01/17
3 Apr 01/15
R 16 Dec 01/17
4 Apr 01/15
R 17 Dec 01/17
36/9.1 1 Jun 01/17* R 18 Dec 01/17
2 Jun 01/17* R 19 Dec 01/17
3 Jun 01/17* R 20 Dec 01/17
4 Jun 01/17* R 21 Dec 01/17
LEP
PAGE 27
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
37/1 Cont’d 5 Apr 01/15
R 22 Dec 01/17 6 Apr 01/15
R 23 Dec 01/17 7 Apr 01/15
R 24 Dec 01/17 8 Apr 01/15
R 25 Dec 01/17
37/3.4 A0−0 Dec 01/16
R 26 Dec 01/17
15 A0−1 exp Dec 01/16
R 27 Dec 01/17
15 A0−1 Dec 01/16
R 28 Dec 01/17
A3−0 Jun 01/16
R 29 Dec 01/17
15 A3−3 exp Jun 01/16
R 30 Dec 01/17
15 A3−3 Jun 01/16
R 31 Dec 01/17
A4−0 Dec 01/16
R 32 Dec 10/17 15 A4−3 exp Dec 01/16
R 33 Dec 01/17
15 A4−3 Dec 01/16
R 34 Dec 01/17
A5−0 Jun 01/17
R 35 Dec 01/17 15 A5−4 exp Jun 01/17
R 36 Dec 01/17 15 A5−4 Jun 01/17
R 37 Dec 01/17 15 A5−5 exp Jun 01/17
R 38 Dec 01/17 15 A5−5 Jun 01/17
R 39 Dec 01/17 15 A5−6 exp Jun 01/17
R 40 Dec 01/17 15 A5−6 Jun 01/17
R 41 Dec 01/17 15 A5−7 exp Jun 01/17
R 42 Dec 01/17 15 A5−7 Jun 01/17
R 43 Dec 01/17 A6−0 Jun 01/16
R 44 Dec 01/17 15 A6−9 exp Jun 01/16
R 45 Dec 01/17 15 A6−9 Jun 01/16
R 46 Dec 01/17 25 A6−9 exp Jun 01/16
37/2 1 Apr 01/15 25 A6−9 Jun 01/16
2 Apr 01/15 15 A6−10 exp Jun 01/16
3 Apr 01/15 15 A6−10 Jun 01/16
4 Apr 01/15 25 A6−10 exp Jun 01/16
5 Apr 01/15 25 A6−10 Jun 01/16
6 Apr 01/15 15 A6−11 exp Jun 01/16
7 Apr 01/15 15 A6−11 Jun 01/16
8 Apr 01/15 15 A6−12 exp Jun 01/16
15 A6−12 Jun 01/16
37/3 1 Apr 01/15 A8−0 Dec 01/16
2 Apr 01/15 15 A8−5 exp Dec 01/16
37/3.1 1 Apr 01/15 15 A8−5 Dec 01/16
2 Apr 01/15 25 A8−5 exp Dec 01/16
25 A8−5 Dec 01/16
37/3.2 1 Jun 30/15
15 A8−10 exp Dec 01/16
2 Jun 30/15
15 A8−10 Dec 01/16
37/3.3 1 Apr 01/15 15 A8−11 exp Dec 01/16
2 Apr 01/15 15 A8−11 Dec 01/16
3 Apr 01/15 25 A8−11 exp Dec 01/16
4 Apr 01/15 25 A8−11 Dec 01/16
LEP
PAGE 28
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
37/3.5 E0−0 Jun 01/16 37/3.8 1 Jun 30/15
15 E0−1 exp Jun 01/16 2 Jun 30/15
15 E0−1 Jun 01/16
37/3.9 1 Apr 01/15
E1−0 Jun 01/16
2 Apr 01/15
15 E1−1 exp Jun 01/16 S1 3 Apr 01/15
15 E1−1 Jun 01/16 S1 4 Apr 01/15
25 E1−1 exp Jun 01/16 S1 5 Apr 01/15
25 E1−1 Jun 01/16 S1 6 Apr 01/15
15 E1−7 exp Jun 01/16 S2 3 Apr 01/15
15 E1−7 Jun 01/16 S2 4 Apr 01/15
E3−0 Jun 01/16 S2 5 Apr 01/15
15 E3−3 exp Jun 01/16 S2 6 Apr 01/15
15 E3−3 Jun 01/16
37/3.10 1 Apr 01/15
25 E3−3 exp Jun 01/16
2 Apr 01/15
25 E3−3 Jun 01/16
S1 3 Apr 01/15
E4−0 Jun 01/16
S1 4 Apr 01/15
15 E4−1 exp Jun 01/16
S2 3 Apr 01/15
15 E4−1 Jun 01/16
S2 4 Apr 01/15
15 E4−2 exp Jun 01/16
5 Apr 01/15
15 E4−2 Jun 01/16
6 Apr 01/15
15 E4−3 exp Jun 01/16
S1 7 Apr 01/15
15 E4−3 Jun 01/16
S1 8 Apr 01/15
15 E4−4 exp Jun 01/16
S2 7 Apr 01/15
15 E4−4 Jun 01/16 S2 8 Apr 01/15
15 E7−0 Jun 01/16 9 Apr 01/15
15 E7−9 exp Jun 01/16 10 Apr 01/15
15 E7−9 Jun 01/16
15 E7−10 exp Jun 01/16 37/3.11 1 Jun 30/15
15 E7−10 Jun 01/16 2 Jun 30/15
3 Jun 30/15
37/3.6 1 Apr 01/15 4 Jun 30/15
2 Apr 01/15
37/4 1 Apr 01/15
37/3.7 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15 3 Apr 01/15
3 Apr 01/15 4 Apr 01/15
4 Apr 01/15 5 Apr 01/15
5 Apr 01/15 6 Apr 01/15
6 Apr 01/15
37/5 1 Apr 01/15*
7 Apr 01/15
2 Apr 01/15*
8 Apr 01/15
3 Apr 01/15*
9 Apr 01/15
4 Apr 01/15*
10 Apr 01/15
11 Apr 01/15
12 Apr 01/15 * Distribution limited to particular operators
LEP
PAGE 29
Dec 01/17
Aircraft Operations Manual
LIST OF EFFECTIVE PAGES
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
LEP
PAGE 30
Dec 01/17
Aircraft Operations Manual
MOD LIST
PAGE 1
Jun 01/17
Aircraft Operations Manual
MOD LIST
PAGE 2
Jun 01/17
Aircraft Operations Manual
MOD LIST
PAGE 3
Jun 01/17
Aircraft Operations Manual
MOD LIST
PAGE 4
Jun 01/17
Aircraft Operations Manual AIRCRAFT GENERAL
CONTENTS
Aircraft Data
Cockpit
1 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL
1 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
Main dimensions
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 ft 9 in 19.73 m
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 ft 7.0 m
Span (without extended wingtips) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 ft 4 in 21.44 m
Span (with extended wingtips) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 ft 8 in 22.75 m
Propeller clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ft 8 in 0.51 m
Passenger door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 x 63 in 0.69 x 1.60 m
Cargo door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 x 51 in 1.35 x 1.30 m
Baggage compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 cu ft 6.8 cu m
Weights
See AFM 340B
Engine Rating
2 General Electric CT7−9B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff power +APR or Go−around power (each) . . . . . . . . . . . . . . . . . . . . . . 1 870 shp
Takeoff power (each) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 750 shp
Flat rated to (at SL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35C
1/1.1
PAGE 1
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
A9898
1/1.1
PAGE 2
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
WING TIP SWEEP 104 ft (32 m), WITHOUT EXTENDED WING TIPS
WING TIP SWEEP 108 ft (33.3 m), WITH EXTENDED WING TIPS
TURN CENTER
58 ft (18 m)
MINIMUM PAVEMENT WIDTH
(TIRE SLIPPAGE IS NOT CONSIDERED)
A15474
1/1.1
PAGE 3
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
Ref in m
a 85.0 2.16
b 72.0 1.83
c 16.3 0.41
d 17.0 0.43
e 67.0 1.70
f 91.0 2.31
A11574
1/1.1
PAGE 4
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
5. ANTENNA ARRANGEMENT
VOR/LOC
VHF COM 1
ELT
GLIDE SLOPE
1/1.1 S1
A/C 106−219 PAGE 5
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
1/1.1 S1
A/C 106−219 PAGE 6
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
5. ANTENNA ARRANGEMENT
HF (option) VOR/LOC
RNAV−VLF/OMEGA
(option)
WEATHER VHF 2 * ACARS−VHF 3
RADAR
(option)
MARKER BEACON
DME 1
ATC 2
DME 2 (option)
(option)
TCAS RADIO ALT
(option)
* VHF 2/UHF with Mod. No. 3142 installed
RADIO ALT ATC 1
A28642
1/1.1 S2
A/C 220−UP or TCAS Mod for a/c 160−219 except for MARKER and PAGE 5
VHF 2
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
1/1.1 S2
A/C 220−UP or TCAS Mod for a/c 160−219 except for MARKER and PAGE 6
VHF 2
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
(0.802 kg/L)
A9986
1/1.1
PAGE 7
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
1/1.1
PAGE 8
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Operation
1. LIMITATION
1.1 SERVICEABILITY
− The aircraft is certificated in the Transport Category for the following types of operation provided the
appropriate instruments and equipment required are installed and in operable condition according to
the Master Minimum Equipment List, MMEL.
− Carriage of passengers (Maximum number of passenger seats 37).
− Carriage of cargo. The cargo compartment is classified as a class C cargo compartment.
− Operation in day and night Visual Flying Rules (VFR).
− Operation in day and night Instrument Flying Rules (IFR).
− Operating in icing conditions.
− Category II approach.
1.2 DITCHING
The aircraft is certificated for ditching provided Mod No 1198 is installed.
1.3 OPERATIONAL LIMITS
− Maximum runway slope Takeoff (mean) −2% to +1.5%.
− Maximum runway slope Landing (mean) −2% to +2%
− Airport pressure altitude −1 000 ft to +8 000 ft.
− Flight maneuvering load factors.
Clean configuration + 2.75 g to − 1.0 g.
Flaps extended + 2.0 g to 0 g.
(Cont’d)
1/1.2
PAGE 1
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Operation
(Cont’d)
− Maximum operating altitude and environmental envelope.
PRESSURE
ALTITUDE
x 1000 FT
25
20
ISA
15
10
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
8
5
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
TAKE−OFF LIMITS
1.5
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
−1
0
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
−60 −50 −40 −30 −20 −10 0 +10 +20 +30 +40 +50
−55 +15 +47
A12127 OAT IN DEGREES CELSIUS
Below −18 certain conditions in accordance with the AFM must be met.
1/1.2
PAGE 2
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Operation
2. NORMAL OPERATION
The Saab 340 is designed for a regional airline operation where a standard mission profile includes take−
off, climb (to cruise altitude), cruise, descent and landing. A typical flight cycle is assumed to be carried out
with duration and at altitudes associated with such operation. Significant and recurring deviations from the
standard mission profile may be outside certified limits and shall be brought to Saab’s attention since a
tailored maintenance program could be required.
3. ABNORMAL OPERATION
Not applicable.
1/1.2
PAGE 3
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Operation
1/1.2
PAGE 4
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1. COCKPIT GENERAL
CAUTION
A sun−visor must never be folded in a position
A11948
blocking the handgrips in the cockpit ceiling. This
is to facilitate quick access to the grip should a Fig. 1 Observer seat
seat runaway occur.
1/2.1
PAGE 1
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
mechanical
A11947
NOTE
To improve observer comfort both inboard armrests should be stowed in up position.
1/2.1
PAGE 2
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
A11949
1/2.1
PAGE 3
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
4. PEDALS
A11570
1/2.1
PAGE 4
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
5. COCKPIT PANEL
Sun−visor. Should never be parked in
a position blocking the handgrips
Overhead panel
Handgrip Handgrip
Glareshield panel
Center instrument panel
Right pilot
Left pilot instrument panel
instrument panel
A11942
1/2.1
PAGE 5
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1
PAGE 6
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
Valid for a/c with Mod.no. 3529 for 340 B / 3530 for 340 WT.
(Improved stall warning system for icing condition).
A30788
1/2.1
PAGE 7
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1
PAGE 8
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
Valid for a/c with Mod.no.3529 for 340 B / 3530 for 340 WT.
(Improved stall warning system for icing condition).
A30789
1/2.1
PAGE 9
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1
PAGE 10
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
A9875
1/2.1
PAGE 11
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1
PAGE 12
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
A9876
1/2.1
PAGE 13
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1
PAGE 14
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
A10750
1/2.1
PAGE 15
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1
PAGE 16
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
A10729
1/2.1
PAGE 17
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1
PAGE 18
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
6. COCKPIT DOOR
NOTE
Easy or full opening of the door may be obstruc-
ted by the observer’s smoke mask assembly,
jumpseat harness buckle holder, etc. However,
slight force should overcome such obstructions.
CAUTION
Due to possibility of damage to door assembly,
hinge, etc., opening of door inwards is consid-
ered an abnormal operation, and shall be at-
tempted only if an immovable obstruction pre-
vents normal opening of the door in a timely
manner.
1/2.1 S1
PAGE 19
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
Door jamb
Latch lever
Used to latch the door in locked
position.
Blowout panel
In case of a rapid decompression,
the door has a pressure equalization
panel (blowout panel) to equalize the
pressure between the passenger
compartment and the cockpit.
A27403
1/2.1 S1
PAGE 20
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1 S1
PAGE 21
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1 S1
PAGE 22
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
The cockpit door jamb is reinforced by a heavy− a. Remove the jumpseat assembly from its frame.
gauge aluminum abutment. The abutment angle is b. Slide the grill latch to remove the blowout panel
attached to the cockpit side of the door jamb by cage assembly removable grill (with Mod
three clevis pins, thus allowing removal of the abut- No.3133 installed).
ment angle by aircrew in event door must be c. Remove the three clevis pins from the abutment
opened inward. angle by pressing down the knob on the clevis
pins and pulling them out.
1/2.1 S2
PAGE 19
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
NOTE
Easy or full opening of the door may be obstruc-
ted by the observer’s smoke mask assembly,
jumpseat harness buckle holder, etc. However,
slight force should overcome such obstructions.
CAUTION
Due to possibility of damage to door assembly,
hinge, etc., opening of door inwards is consid-
ered an abnormal operation, and shall be at-
tempted only if an immovable obstruction pre-
vents normal opening of the door in a timely
manner.
1/2.1 S2
PAGE 20
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
Rounded knob
Abutment angle
Used to engage the pintle latch lever.
Provides protection
from forced entry.
Nylon lanyard
Used to pull the door towards closed
position.
Clevis pins
Removing the clevis
pins allows the door Removable grill latch (with Mod.
to be opened inward. No. 3133 installed)
Used to remove the grill in case that
the door must be opened inwards.
A27402
1/2.1 S2
PAGE 21
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1/2.1 S2
PAGE 22
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
7.1 General
NOTE
The formal operational approval of the complete
EFB installation rests with the operator.
NOTE
When the aircraft is without power, unplug the
EFB. Otherwise the EFB batteries may be
discharged.
1/2.1
PAGE 23
Jun 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
A
A A
A31199
A31949
Fig. 14 Location of electrical USB connector on side panels (Mod. No. 3543 shown).
1/2.1
PAGE 24
Jun 30/15
Aircraft Operations Manual AIR CONDITIONING & PRESSURIZATION
CONTENTS
2 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual AIR CONDITIONING & PRESSURIZATION
2 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
2.1
PAGE 1
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
towards open, the pack valve is moved towards Air Filter. The air is blown over the filter to prevent a
closed and vice versa. This allows a temperature moisture build up in the filter.
regulation of the air leaving the pack.
With Mod. No. 1991 installed, there is a ducting
The cooling part of the pack consists of an air cycle system from Left and Right air Conditioning Packs
machine and a dual heat exchanger mounted on supplying a limited amount of dry air into the tail−
the front end of the air cycle machine. The primary compartment creating a slight overpressure. By
section of the heat exchanger decreases the tem- supplying a stream of dry air flow to the tail−
perature of the bleed air from the pneumatic system compartment a reducing moisture build−up in that
before it enters the compressor of the air cycle ma- area will be achieved.
chine where the pressure and temperature is in-
If a bleed valve is closed or after an engine failure
creased.
the air supply is automatically shut off by the Tail−
The air is then cooled by the secondary heat ex- compartment Air Shut−off Valve (see also AOM
changer section, followed by an expansion over the 16.1.).
turbine of the air cycle machine where further tem-
Two recirculation fans feed air from cockpit and
perature decrease occurs.
cabin back to the respective pack to improve the
The cooled air is then mixed with hot, bypassed air airflow. Filters are provided for cleaning of the recir-
and with air from the recirculation fan. Before being culated air before it enters the recirculation fans.
distributed, the conditioned air is paced through a
There is also a recirculation fan fault detection sys-
condenser where moisture in the air from the sec-
tem installed. It consists of a speed sensor which
ondary heat exchanger is condensed using the
triggers L respectively R RECIRC light in the AIR
conditioned air as a cooling agent. The condensed
COND panel should the speed drop below 80% of
water is collected, routed to the heat exchanger and
normal speed, indicating failure of the recirculating
sprayed into the cooling airstream to improve the
fan.
cooling.
The avionics rack is ventilated by a fan which draws
Each pack is protected against overtemperature by
air from the cabin through a filter into the avionics
two overtemperature switches. One switch is lo-
rack and down to the underfloor area and then
cated in the compressor outlet duct and closes if
dumped overboard through the outflow valves. The
the temperature exceeds 225C (440F). The other
avionics vent fan operates whenever anyone of the
switch is located in the pack outlet duct and closes
three AVION switches is in ON position.
if the temperature exceeds 82C (180F).
There is also a vent fan fault detection system
If an overtemperature occurs, the respective bleed
installed. It consists of a current detector connected
valve will close and the DUCT OV TEMP light in the
to the avionics vent fan. The detector activates an
AIR COND panel will come on together with AIR
AVIONICS VENT master caution light should the
COND master caution.
vent fan stop.
Distribution system (Fig. 3) External ground equipment for heating or cooling
Conditioned air is ducted from the left and right air can be connected to the distribution system. The
conditioning packs. The left pack supplies the cabin connector is located inside a service door at the
while the right pack supplies cockpit and cabin. The bottom of the fuselage in the rear wing area. The
required supply to the cockpit is limited to 1/3 of the external ground equipment connection door is pro-
available flow from the right pack. Therefore, the vided with an on the ground (from outside) extend-
supplemental flow from the right pack is routed via able ram air intake. The ram air intake shall be ex-
a connecting duct to the cabin ducting. tended (requires Mod. No. 2305) when dispatching
with only one airconditioning pack operating (MEL
A small amount of bleed air is routed from Left and
item). The intake is used as a backup if the operat-
Right Air Conditioning Pack to the Cabin Pressure
ing pack fails. During operation with one Air Condi-
tioning Pack, pressure in the distribution system
2.1
PAGE 2
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
exceeds the ram air pressure keeping the ground A temperature below freezing is indicated by snow
connection check valve closed. Should the remain- blowing through the gaspers or frost freezing in the
ing ACP fail, ram air pressure opens the check gasper nozzles. This situation can block the system
valve furnishing fresh air to the compartments. The creating an overpressure high enough to damage
ram air pressure is adequate to ventilate the the distribution ducting.
compartments on its own. During cruise a minimum
Typical operating conditions with manual temp con-
speed of 210 KIAS must be kept to maintain a suffi-
trol when a temperature below 0C is created in the
cient ram air pressure.
distribution ducting.
Temperature control system (Fig. 1) − Propeller Brake engaged with:
Each pack has its own, independent temperature X−VALVE open.
control system. R HP VALVE open (AUTO position).
The dual temperature control valve can be operated RECIRC fans OFF.
either automatically to provide a compartment tem- Dual control valves, TEMP SELECT switches,
perature of between 18C and 29C, or manually if max COLD.
necessary. However, in MAN mode, temperature − Normal engine operation with:
can be selected within a greater range.
Power levers below approximately 80% Ng (HP
Automatic mode is selected by setting the three VALVES open).
position TEMP SELECT switch in the AIR COND RECIRC fans OFF or ON.
panel to AUTO. The dual control valve is then oper-
Dual control valves, TEMP SELECT switches,
ated by a controller using inputs from temperature
max COLD.
sensors both in the duct and in the respective
compartment. These temperatures are compared to Optional Pilot footwarmer installation (Fig. 3)
the temperature selector setting and the control Mod. No. 1345
valves adjust accordingly. As an option the cockpit can be provided with foot-
In addition, high and low temperature limit circuits warmers. Air is taken from the normal supply to the
keep the duct temperature between 3C (25F) and cockpit, the amount of air can be adjusted by an Air
75C (167F) at all times. Flow Regulator, one for each pilot. The air temper-
ature is controlled via a heater for each pilot, there-
The dual temperature control valve is manually op-
by providing an individual adjustment for optimum
erated by holding the TEMP SELECT switch in ei-
comfort.
ther HOT or COLD spring−loaded position.
When the footwarmer is used at least one sides−
Manual temperature mode shall only be used in
BLEED system including the RECIRC FAN must be
case of failure in the automatic control system (with
ON.
Mod. No. 3121 installed the temperature switches
are guarded in AUTO position to prevent unneces- Optional Cockpit floor heaters installation
sary use of the manual mode). (Fig. 10) Mod. No. 2293
Since the temperature limit circuits are deactivated As an alternate to Mod No 1345, an optional Cock-
in manual mode extreme care shall be taken not to pit Floor Heater installation Mod No 2293 can be
obtain a temperature below freezing in the distribu- provided. Mod No 2293 consists of an electrically
tion duct. Therefore always keep the recirculating powered heater element embedded in the cockpit
fan ON for that pack which is operated in manual floor carpets. Extent of heater element: see Fig. 10.
mode. On the right pilot side a pull loop is fixed to the floor
carpet close to the hydraulic hand pump position for
The left distribution duct temperature can easily be
easy access.
checked on the temperature indicator in the AIR
COND panel.
2.1
PAGE 3
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
The heaters are powered from the UTILITY BUS For emergency pressure relief, the electro−pneu-
and are individually controlled by an ON−OFF matical outflow valve can be opened by an emer-
switch on each side panel. gency pressure dump switch. With Mod. No. 1994
installed both outflow valves are opened with the
Optional cargo heater installation. Mod. No. 2787
pressure dump switch when on ground.
option 21:07
For maintenance purpose the system can be
To improve the temperature in the normally non
switched to flight mode on ground using the CAB
heated cargo compartment an optional electrical
PRESS switch in the overhead TEST 2 panel.
cargo heater can be installed.
The heater consists of an AC driven heater and a Automatic operation
DC driven fan for air circulation. The heater unit is When the system is in AUTO and powered, a pres-
controlled from a dedicated CARGO HEATER ON− sure controller self−test is initiated. This illuminates
OFF switch in the cockpit. To operate, the cargo a FAULT light on the control panel. If no fault is de-
heater requires both AC generator to be on line, tected, the light will go off in less than 3 seconds.
and is accordingly automatically disconnected if ei-
The automatic function of the pressurization system
ther AC generator drops off line. Further more the
works in six different modes depending on phase of
heater unit is disconnected if the cargo fire extin-
flight:
guisher is activated.
− Ground mode The system is in ground mode
With the system in operation the temperature in the when the aircraft is on ground with power levers
cargo compartment will be kept at minimum +2C at retarded.
OAT −60C and +12C at OAT −40C. The temper- Without Mod. No. 1994 installed:
ature in the cargo compartment can be continuously After engine start, vacuum pressure is supplied
monitored by the TEMP indicator on the overhead to the outflow valves which will go to fully open
panel. position.
2.2 Pressurization system (Fig. 4) With Mod. No. 1994 installed:
After engine start, vacuum pressure is supplied
The cabin is pressurized by both air conditioning to the outflow valves which will make the primary
packs. The pressure is regulated by two outflow electro−pneumatic valve to go to fully open posi-
valves, located in the empennage. tion while the secondary pneumatic valve re-
The primary outflow valve is electro−pneumatically mains closed (the valve is closed during all nor-
controlled by a pressurization controller and is nor- mal operation).
mally used for automatic pressure regulation. The − Pre−pressurization mode When one power le-
secondary outflow valve is pneumatically controlled ver is moved above the minimum takeoff power
from the cockpit control panel and is used as a position (64 power lever angle), the system
manual standby system. Both outflow valves are transfers to pre−pressurization mode.
supplied with servo vacuum pressure from the Without Mod. No. 1994 installed:
pneumatic system. The secondary pneumatic outflow valve will close
and the primary electro−pneumatical outflow
The outflow valves also incorporate positive and
valve is modulated towards its closed position
negative relief functions. For relief valve opening,
permitting cabin pressurization at a rate of 300
maximum positive differential pressure is 7.6 psi
ft/min (at detent position) to 140 ft below actual
and maximum negative pressure is 0.5 psi.
cabin altitude existing prior to power levers ad-
In the corporate version an additional altitude limit vancement. If both power levers are retarded
control function is added on the electro−pneumatic below the min. takeoff power position the secon-
primary outflow valve preventing cabin altitude to dary pneumatic outflow valve will go to fully open
exceed 15 000 ft should the pressurization control- position and the primary electro−pneumatic valve
ler fail. modulates a cabin uprate of 500 ft/min. After 20
2.1
PAGE 4
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
sec. a timer will give a control command driving − Cruise mode When the aircraft reaches its cruis-
the valve to fully open position. ing level and the altitude change is less than 200
With Mod. No. 1994 installed: ft per minute the system transfers to cruise
The primary electro−pneumatical outflow valve is mode. Setting the cruise mode effects two
modulated towards its closed position permitting changes in the control logic:
cabin pressurization at a rate of 300 ft/min (at the down rate limit is revised from zero to 300
detent position) to 140 ft below actual cabin alti- ft/min at detent position.
tude existing prior to power levers advancement. the cabin altitude is clamped at the control
If both power levers are retarded below the min. point, the cabin altitude will remain unchanged
takeoff power position the primary electro−pneu- for flight disturbances not exceeding 100 ft
matic valve modulates a cabin uprate of 500 ft/ climb and 200 ft descend in aircraft altitude.
min. After 20 sec. a timer will give a control com- However a change in LDG ALT or barometric
mand driving the valve to fully open position. setting will cause either an up or down rate of
− Climb mode At Liftoff as sensed by the weight cabin altitude. When the aircraft climbs more
on wheel switches the system transfers to climb than 100 ft or descends more than 200ft below
mode. The pneumatic outflow valve will remain the clamped altitude the clamp will be deleted
closed and the electro−pneumatical valve is regu- and a new control point will be established
lated by the controller. The controller computes when the altitude change again is less than 100
the barometric corrected selected LDG ALT and ft per minute.
the sensed aircraft altitude. These parameters − Descent mode When the aircraft descends 200
are compared with the computed auto−schedule ft in less then one minute or descends more than
to establish a control point for cabin pressure 500 ft regardless of time the system transfers to
regulation. The rate of change is set to 500 ft/min descent mode. The cruise clamp is deleted and a
(at detent position) for uprate and a zero descent new control point is established which is the high-
rate. If the actual takeoff altitude is less than the er of either selected LDG ALT or the auto−sched-
selected LDG ALT, the control point is initially set uled altitude. The controller starts to downrate
to the LDG ALT. The controller starts to uprate the cabin and maintains the new control point.
the cabin until it intercepts the auto−schedule
− Landing mode When the controller receives sig-
when it change control point and follows the
nals from the weight on wheel switches at touch
auto−schedule.
down, and aircraft altitude is less than 15000 ft,
If the actual takeoff altitude is greater than the the system is transferred to landing mode.
selected LGD ALT, the takeoff altitude will be
Without Mod. No. 1994 installed, the pneumatic
maintained until the auto−schedule exceeds the
outflow valve will go to fully open position and the
takeoff altitude. As the aircraft climb and the
electro−pneumatic valve will modulate a cabin
auto−schedule exceed the takeoff altitude, the
uprate of 500 ft/min.
controller switch will effect an uprate and follow
With Mod. No. 1994 installed, the pneumatic out-
the auto−schedule.
flow valve will remain closed and the electro−
If the system fails to switch to flight mode at lift-
pneumatic valve modulates a cabin uprate of 500
off, a backup feature in the pressurization con-
ft/min.
troller will transfer the system to flight mode
After 20 sec. a timer will give a control command
when aircraft altitude exceeds 15 000 ft. In addi-
driving the valve to fully open position, the 20
tion the controller will ensure that the differential
sec. cabin uprate is to eliminate any error in se-
pressure never exceeds 7.1 psi. At takeoff with
lected LDG ALT or barometric correction.
both BLD VALVES switched off both outflow
valves will be closed. When switching on the first
BLD VALVE the pressurization system goes di-
rectly into climb mode.
2.1
PAGE 5
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
2.1
PAGE 6
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A12060
2.1
PAGE 7
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A12061
2.1
PAGE 8
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A26903
2.1 S
This page is Applicable to aircraft without Mod no 1991 installed PAGE 9
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
2.1 S
This page is Applicable to aircraft without Mod no 1991 installed PAGE 10
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A12063
2.1 S
This page is applicable to aircraft without Mod no 1994 installed PAGE 11
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
2.1 S
This page is applicable to aircraft without Mod no 1994 installed PAGE 12
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A26864
2.1 O
This page is applicable to aircraft with Mod no 1991 installed PAGE 9
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
2.1 O
This page is applicable to aircraft with Mod no 1991 installed PAGE 10
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
BELOW
T/O PWR
A26863
2.1 O
This page is applicable to aircraft with Mod no 1994 installed PAGE 11
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
2.1 O
This page is applicable to aircraft with Mod no 1994 installed PAGE 12
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A10723
Fig. 5 Air conditioning panel − controls and indicators
2.1 S1
Applicable to aircraft without Mod. No. 3121 installed PAGE 13
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
2.1 S1
Applicable to aircraft without Mod. No. 3121 installed PAGE 14
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
RECIRC RECIRC
HOT/COLD Springloaded positions where tem-
ON ON perature control valve moves in
L RECIRC R RECIRC desired direction. (Shall only be
L BLD AIR R BLD AIR used if the automatic temp. regula-
LEAK LEAK
OFF OFF
tion fails. The temperature switches
are guarded in AUTO position to
prevent unnecessary use of the
L/R BLD AIR LEAK light (amber). manual mode.)
See AOM 1.16 Pneumatics. Neutral No temperature regulation.
2.1 S2
Applicable to aircraft with Mod. No. 3121 installed PAGE 13
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
2.1 S2
Applicable to aircraft with Mod. No. 3121 installed PAGE 14
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A
DIFF PRESS indicator.
Displays cabin differential pressure. Shows 8.8
when LAMP TEST switch on test panel is held
in LWR position. A negative diff pressure is indi-
cated by
MOD 2204
(A/C 300−UP)
PRESS DUMP switch.
Moves the electropneumatical outflow valve to
fully open position.
A10726
Fig. 6 Pressurization system − controls and indicators
2.1
PAGE 15
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
Cabin rate set knob. − Illuminates for 3 seconds when system self−
test is performed. If no fault is detected light
Used to set cabin vertical speeds from 50 to goes off.
2 500 fpm up, or from 50 to 1 500 fpm down.
Detent position corresponds to 500 fpm up or
300 fpm down.
MODE SELECTOR:
AUTO Pressure controller operates automatically
according to its own cabin pressure schedule.
MAN Cabin pressure is manually regulated by the
manual pressurization knob.
A12074
Fig. 7 Pressurization system − controls and indicators
2.1
PAGE 16
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
LH SIDE
FOOTWARMER
TEMP
HIGH
LOW
OFF
A TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R
OVV
GDN
ENG OVSP AIR DATA EMER PWR L AHRS R Heater switch. Air flow Regulator.
A
Three position Controls the amount
Heater control of air directed to the
switch. fwd part of the cockpit
L R 1 EFIS 2 RUD LIM CAB PRESS floor.
B
RH SIDE
LOW
OFF
A26865
Fig. 8 Air conditioning and pressurization − controls and indicators
2.1
PAGE 17
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A B C D
1 L ENG
FIRE
AVIONIC
SMOKE
LAV
SMOKE
R ENG
FIRE
1 CABIN PRESS light (red).
2
L ENG CARGO CABIN R ENG
2 Comes on if cabin altitude climbs above 10 000
OIL PRESS SMOKE PRESS OIL PRESS
L TAIL P PROP R TAILP
ft or if differential pressure exceeds 7.5 psi.
3 3
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
5 AUTO PITCH RUDDER 5
COARSEN TRIM LIMIT
L FIRE R FIRE
AIRCOND light (amber).
6 FUEL ELEC 6
DET FAIL DET FAIL
Comes on when any caution light except L/R
7 ICE 7
PROT ENGINE FLAPS AIRCOND RECIRC on the air conditioning panel illumi-
8 PARK HYDR EMER LTS OXYGEN 8 nates.
BRK ON UN ARMED
A10778
Fig. 9 Air conditioning and pressurization − controls and indicators
2.1
PAGE 18
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A A
Heater switch.
Two position heater element ON−OFF
switch.
A10800
Fig. 10 Air conditioning and pressurization − cockpit floor heaters
2.1
PAGE 19
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A
B
B
CARGO
HEATER
ON
A AIR CONDITIONING PANEL
OFF
A15971
Fig. 11 Optional cargo heater controls and indicators
2.1
PAGE 20
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
A15969
Fig. 12 Optional cargo heater installation
2.1
PAGE 21
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
Air conditioning
Cockpit temperature control . . . . . . . . . . . . . . . . L MAIN BUS H−15 F DECK TEMP
Cabin temperature control ............... R MAIN BUS P−14 CABIN TEMP
Avionic rack fan control . . . . . . . . . . . . . . . . . . . L MAIN BUS G−10 VENT AVION FAN CONTROL
Avionic rack fan power . . . . . . . . . . . . . . . . . . . . L MAIN BUS G−11 VENT AVION PWR
Pressurization
Cabin pressurization control . . . . . . . . . . . . . . . L BAT BUS G−7 CAB PR CTL & EM DUMP
Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M−7 CABIN PRESS IND
Ground mode valve opening . . . . . . . . . . . . . . . R BAT BUS M−6 CABIN PRESS AUTO DUMP
Emergency dumping . . . . . . . . . . . . . . . . . . . . . . L BAT BUS G−7 CAB PR CTL & EM DUMP
2.1
PAGE 22
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Operation
1. LIMITATIONS
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
5 10 15 20 25 30
PRESSURE ALTITUDE −1000 FT
2.2
PAGE 1
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Operation
2. NORMAL OPERATION
CARGO
FL 100 COMPARTMENT
TEMPERATURE
( C )
REFERENCE TEMPERATURE = ISA +20
REFERENCE TEMPERATURE = ISA −10¯C
+10
0
REFERENCE TEMPERATURE = ISA −15° C
−10
20 40 60 80 100 120
A10251 FLYING TIME−MINUTES
(Cont’d)
2.2
PAGE 2
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Operation
(Cont’d)
CARGO
COMPART-
FL 150 MENT
TEMPERATURE
( C )
+20
REFERENCE TEMPERATURE = ISA
+10
−10
20 40 60 80 100 120
FLYING TIME−MINUTES
CARGO
COMPARTMENT
TEMPERATURE
FL 200 ( C )
+20
REFERENCE = ISA
REFERENCE TEMPERATURE = ISA−5C
Ex
0
Ex
−10
20 40 60 80 100 120
(Cont’d)
2.2
PAGE 3
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Operation
(Cont’d)
CARGO
COMPARTMENT
TEMPERATURE
FL 250 ( C )
+20
REFERENCE TEMP.= ISA +5 C
REFERENCE TEMP. = ISA
REFERENCE TEMP. = ISA −5 C
REFERENCE TEMP. = ISA −10 C +10
REFERENCE TEMP. = ISA −15 C
−10
20 40 60 80 100 120
A10251 FLYING TIME−MINUTES
2.2 AIR CONDI- This procedure assumes that the pneumatic system is checked and set accord-
TIONING ing to AOM 16.2 PNEUMATICS.
NORMAL
OPERATION
(AUTO MODE)
NOTE
Running a recirculation fan creates heat around the fan itself.
If a recirc fan is running (on ground) without the corresponding ACM more than
approx. 10 minutes (depending on OAT) a thermo switch will turn off the fan for a
considerable time until the temperature has decreased and the thermo switch au-
tomatically resets.
Preflight
1. TEMP SELECT switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
2.2
PAGE 4
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Operation
(Cont’d)
2. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . SET AS
DESIRED
After engine start
3. Air conditioning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
2.3 CABIN COOL This procedure describes the most efficient way to pull down the temperature to
DOWN a comfortable level in a heat soaked parked aircraft. The procedure will also
PROCEDURE minimize the amount of moisture and condensation experienced in the air dis-
tribution ducting during temperature pull−down in hot and humid conditions.
The procedure assumes right engine running with propeller brake applied.
With HP bleed extracted from the engine, ITT will be high and in some cases
limiting. If ITT is limiting, engine temperature will decrease when closing the X−
VALVE.
Before embarking passenger
With propeller brake applied and PL set:
1. Entrance door and cockpit hatches . . . . . . . . . . . . . . . . CLOSED
2. TEMP SELECT switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
3. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . COLD
2.2
PAGE 5
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Operation
(Cont’d)
8. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
9. Reset power and operate the propeller brake in accordance
with AOM 17.2.
10. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
− when the temperature has stabilized adjust the control knobs to maintain a
temperature of 5 to 7 C below actual OAT. At 5 to 7 C lower temperature
gives the optimum comfort feeling. A lower temperature may cause a tem-
perature discomfort when entering the aircraft.
When embarking passenger
− Keep the cockpit door closed while the entrance door is open to minimize
moisture and condensation in cockpit.
11. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
With passengers on−board and entrance door closed
12. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . COLD
2.4 AIR One or both air conditioning packs can be operated manually if respective sides
CONDITIONING AUTO mode fails.
MANUAL
OPERATION
CAUTION
Extreme care must be taken not to obtain a temperature below freezing in the dis-
tribution ducting.
− Hold the switch in HOT position for 8 sec., to achieve a reference position.
(Dual control valve in hot end position).
(Cont’d)
2.2
PAGE 6
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Operation
(Cont’d)
3. TEMP SELECT switch for desired system . . . . . . . . . . COLD
− Hold the switch in COLD position for 3 sec., thereby setting the valve in
middle position. (Normal travelling time between valve max COLD and max
HOT is 6 sec.)
− Allow the system to stabilize for approximately 5 min.
4. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
2.2
PAGE 7
Jun 01/17
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Operation
(Cont’d)
5. Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . SET
2.6 PRESSURIZA- In manual operation pressurization is regulated by the pneumatic outflow valve
TION while the normal electropneumatical outflow valve is closed.
SYSTEM
MANUAL 1. Mode selector switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
OPERATION
− This will disconnect the automatic pressure control system.
2. Manual control knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
3. ABNORMAL OPERATION
2.2
PAGE 8
Jun 01/17
Aircraft Operations Manual AUTOFLIGHT
CONTENTS
3.0 Highlights
3.1 Description
3.2 Operation
3.0 Highlights
3.1 Description
3.2 Operation
3 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT
3 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Highlights
0. MODIFICATION STANDARD
3.0 S
PAGE 1
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Highlights
3.0 S
PAGE 2
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 1
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 2
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
if the pitch knob is moved out of its detent ex- − Selectable by ALT mode button.
cept in GS ”CAP” or ALTS mode. − Selection of ALT clears any previously selected
− Selection of/Reversion to VS clears any pre- vertical mode except ALTS and GS ”CAP”.
viously selected vertical mode except GS ”CAP” − The altitude is held regardless of barometer set-
and ALTS. tings.
IAS, Indicated Airspeed mode ALTS
− The FCC gives pitch attitude commands to main- − When approaching the altitude selected on the
tain the IAS existing at time of mode engagement APA the FCC will command an asymptotic cap-
or − if already in IAS − at time of pressing and ture profile and holding of the selected altitude.
releasing the VERT SYNC button. − The capture point is variable and is a function of
− Mode selectable by pushing the IAS mode button aircraft vertical speed.
on the MSP. Selection of IAS clears any pre- − The ALTS submode is always armed for capture
viously selected vertical mode except ALTS and of the altitude selected on the APA. Once en-
GS ”CAP”. gaged, the ALTS clears any other vertical mode
CLIMB mode except GS ”CAP”. Furthermore, it is not possible
to select any other vertical mode except GA until
− The FCC computes and updates a climb IAS dis-
a new altitude is selected on the APA; GS ”CAP”
played on the EADI. The computed IAS is a func-
will automatically cancel ALTS. A Flight advisory
tion of altitude at medium aircraft weight.
IAS for Long Range cruise will be displayed on
− There are three climb mode settings (Rate of
the EADI when ALTS mode is in track. The com-
Climb, R−o−C) to be used for the computation of
puted IAS is a function of altitude at medium air-
IAS. They are selectable by cycling the CLIMB
craft weight.
mode push button on MSP. The desired climb
− For visual and aural altitude alert signals, see
setting annunciated on EFIS, ”H”, ”M” and ”L”
AOM 12/1.1, AIR DATA SYSTEM.
respectively, is related to their effect on IAS
(High, Medium and Low IAS). − The altitude selected on the APA will follow the
barometer settings made on the left altimeter.
− One push gives a rather low, R−o−C (H), two
pushes a medium R−o−C (M) and three pushes VNAV, Vertical Navigation Mode (If installed)
give the best R−o−C (L). This is the sequence − The VNAV mode works in conjunction with the
when climb mode is selected the first time after VNI (Vertical Navigation Indicator) if installed.
power up. The last selected climb setting will − Selectable if a VNAV path has been defined on
reappear when climb mode is reselected after a the VNI and it is less than three minutes to the
vertical mode change. determined descend/climb point.
− Selection of CLIMB mode clears any previously − Mode is armed by pushing the VNAV button on
selected vertical mode except GS ”CAP” and the MSP and the letters VNAV will be indicated
ALTS. on the EADI.
ALT − The FCC will continue in the existing vertical
− FCC holds the altitude existing at time of mode mode until capture conditions have been met,
engagement or − if already in ALT − at time of then automatically capture and track a VNAV
pressing and releasing the VERT SYNC button. path as defined on the VNI.
A Flight advisory IAS for Long Range Cruise will − At capture VNAV clears any previously selected
be displayed on the EADI when ALT mode is in vertical mode except ALTS.
track. − Vertical command data provided by the VNI are
− The computed IAS is a function of altitude at me- displayed on the EHSI by the vertical deviation
dium aircraft weight.
3.1 S
PAGE 3
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
pointer. When in VNAV mode the letters VNV will LATERAL MODES
be indicated above the deviation scale.
HDG, Heading mode
NOTE − The FCC gives commands to turn to and hold the
heading indicated by the heading bug on the
The deviation scale can also display GS (Glide
EHSI. Turn is in the direction of shortest arc. The
Slope).
heading bug can be manually moved either by
− If a failure to the VNAV system occurs the verti- the HDG knob on the Course Heading Panel
cal deviation pointer will be replaced by the let- (CHP) or by the TURN knob on the APP. The
ters VNV boxed and in red. The indication will bug will automatically synchronize to existing
flash for 10 seconds and then become steady. heading when the system is powered up.
− Basic mode at power on. Selectable by HDG
PTCH, Pitch hold mode
mode button.
FCC commands holding of the pitch attitude exist- − Selection of HDG mode clears any previously
ing at time of engagement. selected lateral mode. Heading can be preset
PTCH is not manually selectable but a reversionary before selecting HDG mode.
mode which is engaged when: NAV, Navigation system mode
a. VERT SYNC button pressed and released while i − The FCC commands capture and tracking of the
n GA mode. course defined by the active navigational data
b. VS button pressed and released while in VS displayed on the EFIS (VOR, LOC, BC or RNAV
mode with invalid data required for VS mode (i.e. if installed).
FD flag is present on display).
NOTE
VERT SYNC, Vertical Synchronization
Applicable to FCC 85/86−210:
If for any reason the aircraft is allowed to deviate
from the FCC commands in certain vertical modes, The capture and tracking gain in NAV−mode is
normally only when flying manually (VS, IAS, ALT, dependant on the distance to the VOR−station.
GA) the respective reference data can be synchro- In the new Flight Control Computer software −
nized to the existing flight condition by the VERT FCC 85/86−210 − DME−data is used in the con-
SYNC button on the control wheel. The synchro- trol law such that the gain will be based on the
nization occurs at the time of pressing and be- distance, leading to improved performance.
comes activated when releasing the VERT SYNC However, if no DME−data is available (e.g. when
button. VOR2 is used as NAV−source) the gain will be
The reference data is changed in the respective based on a default value equal to a far distance
mode as follows: from the VOR. This will lead to overshoots at
short distances during capture and tracking.
a. if in VS mode, the FCC reference data changes
to existing vertical speed.
The capture point depends on intercept angle and
b. if in IAS mode, the FCC reference data changes closure rate.
to existing IAS.
− GS is inhibited in NAV mode.
c. if in ALT mode, the FCC reference data changes
− Mode is armed by pushing the NAV mode button.
to existing ALT.
FCC automatically reverts to HDG and desired
d. if in GA mode, the FCC reference data changes
intercept heading can be selected on the heading
to existing attitude. The vertical mode display on
bug.
EADI simultaneously changes from GA to PTCH.
− Mode is engaged at the capture point and NAV
It is only the reference data that is changed. The ”CAP” is displayed on EADI.
respective mode function is retained. Pitch trim is − NAV mode is retained if changing NAV data
not affected. AP will remain engaged. source.
3.1 S
PAGE 4
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
− NAV mode is cleared by selecting HDG or APPR. Vertical profile has to be flown by pilot inputs.
1/2 BANK, Half bank mode (If installed) c. VOR: Operation is similar to NAV except tighter
gains, VOR ”CAP” or ”ARM” are displayed.
− The Half bank mode is a submode to HDG and
NAV. It reduces the bank limit from 27 to 13.5 Vertical profile has to be flown by pilot inputs.
in these modes. GA, Go−Around mode
− Mode is selectable by pushing the 1/2 BANK but- − The FCC commands existing heading hold and a
ton, and indicated on the MSP only; it has no fixed pitch up attitude (6,4) on the FD.
mode annunciator on the EADI. Mode is turned
off by a second push on the button. NOTE
− The mode is suppressed at APPR LOC/VOR If the aircraft is in altitude preselect or track cap-
capture. ture (ALTS “CAP” and ALTS “TRACK”), these
COMBINED MODES modes might be immediately recaptured and the
resulting FD command will not indicate a climb.
APPR, Approach mode
− The FCC functions in principle as in NAV mode − Mode can be selected at any time by pressing
but commands are also given for vertical capture/ either GA button in the power levers. GA is dis-
tracking if an ILS GS is available. Radio altimeter played on the lateral and vertical mode annunci-
information is used to gainprogram the radio sig- ations on EADI. Since GA is a FD mode only, the
nals for increased precision during the approach. AP and YD will disengage.
− Mode is armed by pushing the APPR button. − Selection of GA clears any previously selected
FCC automatically reverts to HDG and desired lateral and vertical mode (ALTS “CAP” and ALTS
intercept heading can be selected on the heading “TRACK” might however be immediately recap-
bug. tured if these modes were captured when GA
− Mode is engaged at the respective capture point was selected).
and the LOC/VOR ”CAP” and GS ”CAP” informa- − At re−engagement of the AP, the FCC remains in
tion are displayed on EADI. GA mode in the lateral axis while the vertical
− FD display can not be removed by pushing FD mode will become VS.
buttons on DCP. The heading bug will not be synchronized at GA
− The following types of approaches are possible: selection, but the existing heading at GA initiation
a. ILS: localizer capture is indicated by EADI lateral will be maintained until another lateral mode is se-
mode annunciation changes to LOC ”CAP”, GS lected.
”ARM” is displayed for the vertical axis. GS shall
be captured from below the beam. MAINTENANCE
In GS ”CAP” a new vertical mode can only be Diagnostic mode
selected after a new lateral mode has been − Provides a multiple line display on EFIS to assist
selected (other than APPR). in failure analysis.
b. BC, Back Course: The Back Course is automati- − Report mode is the one of the three available
cally corrected for by EFIS and annunciated by a basic submodes that is to be notified here.
yellow B/C replacing the GS ”CAP” indication on − Available on ground only with AP and YD disen-
the EADI/EHSI. gaged but before power shutdown.
With the CRS selector set for the normal
Localizer inbound course the LOC symbols on
the EADI/EHSI are not reversed when flying:
−Inbound on the Back course.
−Outbound on the Localizer inbound course.
BC approach operates like LOC, except for
slightly different gains.
3.1 S
PAGE 5
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 6
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
NAV S NAV S
L R AP control panel
Altitude preselect/
alert panel
ALT
SEL
FD/AP mode
select panel
EFIS 1 & 2 Nav data
AP disconnect button
Vert sync button
DME VNI (if Vert
NO 1 installed) Nav
Radio altim data
FD/AP
flight control
computer
(FCC)
(Including yaw
Air data
ADS damper) (YD)
Control wheels
(Right CW shown)
Elevator autotrim
Rudder autotrim
A13574
3.1 S
PAGE 7
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
NAV S NAV S
L R
Moving TURN knob out of detent slews the HDG bug at a rate proportional to amount of knob displacement.
PITCH wheel.
Pitch wheel is spring loaded to return to a center detent position. The wheel is used to manually apply verti-
cal speed commands to FD/AP in steps of 50 ft.
Moving pitch wheel from detent resets vertical mode to VS (except in GS ”CAP” and ALTS mode) and then
slews vertical speed reference at rate proportional to the amount of wheel displacement.
A13577
3.1 S
PAGE 8
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
AUTO CONFIG
TRIM
AUTO PITCH RUDDER
COARSEN TRIM LIMIT
AUTO TRIM warning light.
Comes on if the autopilot should detect a
failure in the AP auto trim or YD auto trim
systems.
A13581
Fig. 3 MSP and AUTO TRIM warning light − controls and indicators
3.1 S
PAGE 9
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 10
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 11
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 12
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
10 10
Flight Director flag.
FD RUD
Failure of the flight director is annunciated as a M
red box with the letters FD. The flight director will AIL 20 20
FD EL DH200
be removed (not shown in this picture). The in- Flight Director comparator caution in yellow. Comes on
dication will flash for then seconds before becom- flashing at differences or more than 5 degrees between
ing steady. the displayed pitch steering or roll steering commands,
reset by master caution button.
The mode annunciation in in WHITE for armed GREEN for captured modes.
A13922
3.1 S
PAGE 13
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 14
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
EFIS TEST PANEL DISPLAY CONTROL PANEL (DCP) MODE SELECT PANEL (MSP) AP CONTROL PANEL A/P DISC BUTTON
DH INT SECTOR SELECT TURN ENGAGED
TEST 2 1/2
PROP OVSP DTA HDG BANK NAV APPR DN YD AP
L R L GEN R
OVV BRG
ROSE RR
VS IAS CLIMB V NAV ALT
RA FD ET 2ND
DEV
TST CRS
GDN UP
ENG OVSP AIR DATA EMER PWR L AHRS R DISENGAGED
A
12.
L R
1 EFIS 2 RUD LIM CAB PRESS 5. 7. 8.
B
2. 9.
1.
12.
IF FAILURE WITH THE FD/AP SYSTEM OCCURS, PERFORM FCS 5. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY PRESS 10. Use pitch wheel to display YD ENG CODE.
DIAGNOSTICS ENTRY AND NOTE REPAIR, AP DIS, YD DIS, ANY THREE MODE BUTTONS 11. Note in the AIRCRAFT LOGBOOK:
AP ENG AND YD ENG CODES IN THE AIRCRAFT LOGBOOK. FOR 3 SEC.
− REPAIR CODE
6. REPORT MODE comes up on EADI and
1. EFIS test switch . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK. − AP DIS CODE
− After Landing, with AP and YD disengaged 7. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN − YD DIS CODE
and before L and R AVION power shutdown. TO THIRD LINE BY MOMEN−
TARILY PRESS ANY MODE − AP ENG CODE
− EFIS 1 for left side.
BUTTON. − YD ENG CODE
− EFIS 2 for right side. 8. Use pitch wheel on AP CONTROL PANEL to 12. to disengage FCS DIAGNOSTICS . . . . PRESS A/P DISC BUTTON
2. RA TST button . . . . . . . . . . . . PRESS. display YD DIS CODE. The codes roll over AND THEREAFTER, PRESS
in alphabetical order. EFIS TEST SWITCH.
− L DCP for left side.
− Wheel DN, code rolls forward. − L A/P DISC button and EFIS 1 for
−R DCP for right side.
− Wheel UP, code rolls reversed. left side.
3. RA TST button and EFIS test switch . . . . RELEASE.
− Operate wheel momentarily DN or − R A/P DISC button and EFIS 2 for
4. FCS DIAGNOSTICS in red comes up
UP to slowly roll codes. right side.
on EADI and EHSI . . . . . . . . . . . . . . . . . . . CHECK.
9. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN TO 13. End of procedure.
FIFTH LINE.
A13600
3.1 S
PAGE 15
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 16
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 17
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Description
3.1 S
PAGE 18
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
1. LIMITATIONS
3.2 S
PAGE 1
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
2. NORMAL OPERATION
A. Vertical Modes
SELECT- SELECT- VERTICAL LATERAL PITCH ROLL REMARK
ABLE ABLE VER- COM- COM- KNOB KNOB
LATERAL TICAL MANDS ON MANDS ON CAUSES CAUSES
MODES MODES EADI EADI
VS ANY ANY TO ZERO SEE SE- CHANGE SEE SE- BASIC VER-
VS ERROR LECTED OF VS LECTED TICAL MODE
LATERAL COMMAND LATERAL OCCURS AT
MODE MODE POWER UP
IAS ANY ANY TO ZERO SEE SE- RETURN SEE SE- −−−
IAS ERROR LECTED TO VS LECTED
LATERAL MODE LATERAL
MODE MODE
CLIMB ANY ANY TO ZERO SEE SE- RETURN SEE SE- SUCCESSIVE
IAS CLIMB LECTED TO VS LECTED PUSHES OF
ERROR LATERAL MODE LATERAL CLIMB BUTTON
MODE MODE CYCLES H−M−L
SPEED PRO-
FILES
ALT ANY ANY TO ZERO SEE SE- RETURN SEE SE- ALT REF SYNCS
ALT REF LECTED TO VS LECTED TO EXISTING
LATERAL MODE LATERAL ALT AT SELEC-
MODE MODE TION. NO BARO-
SET CORREC-
TION
ALTS ANY ANY SEE SE- SEE SE- SEE SE- SEE SE- ALWAYS ARMED
”ARM” LECTED LECTED LECTED LECTED EXCEPT IN GS
VERTICAL LATERAL VERTICAL LATERAL CAPTURE
MODE MODE MODE MODE
ALTS ANY GS ”CAP” TO AC- SEE SE- SEE SE- MOVING APA
”CAP” AND GA QUIRE APA LECTED LECTED CAUSES
SETTING LATERAL NOTHING LATERAL CHANGE TO VS
MODE UNLESS MODE AND REARMS
APA HAS ALTS
BEEN SET
ALTS ANY GS ”CAP” TO HOLD SEE SE- TO NEW SEE SE- MOVING APA
”TRACK” AND GA APA SET- LECTED ALTITUDE LECTED CAUSES
TING LATERAL LATERAL CHANGE TO
MODE MODE ALT AND
REARMS ALTS
3.2 S
PAGE 2
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
GA DISENGAGES YD AND AP, CANCELS ANY LAT OR VERT MODE (ALTS “CAP” AND ALTS “TRACK”
MIGHT HOWEVER BE IMMEDIATELY RECAPTURED). CAUSES HDG HLD AND A FIXED 6.4 PITCH
UP COMMAND, SELECTING HDG GIVES HDG/GA. ENGAGING AP RETURNS SYSTEM TO VS MODE.
WHEN IN ALTS “CAP” LAT MODE WILL CHANGE TO GA AND VERT MODE WILL REMAIN ALTS UNTIL
A NEW VERT MODE IS MANUALLY SELECTED.
VNAV ANY VNAV SEE SE- SEE SE- SEE SE- SEE SE− VNAV ”ARM”
”ARM” (Op- ”ARM” NOT LECTED LECTED LECTED LECTED NOT SELECT-
tion) SELECT- VERTICAL LATERAL VERTICAL LATERAL ABLE IN ALTS.
ABLE IN MODE MODE MODE MODE VNAV ARM NOT
ALTS SELECTABLE
UNTIL 3 MIN
FROM THE DE-
SCEND POINT
VNAV ANY ANY FLIES SEE SE- RETURN SEE SE− REQUIRES
”CAP” (Op- COM- LECTED TO VS LECTED APPR MOD
tion) MANDS LATERAL LATERAL VNAV ”CAP”
FROM MODE MODE WILL NOT OC-
VNI−80D CUR IN ALTS
B. Lateral Modes
SELECT- SELECT- VERTICAL LATERAL PITCH ROLL REMARK
ABLE ABLE VER- COM- COM- KNOB KNOB
LATERAL TICAL MANDS ON MANDS ON CAUSES CAUSES
MODES MODES EADI EADI
HDG ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG BASIC LATERAL
LECTED HDG DIF- LECTED ON EHSI MODE. OCCURS
VERTICAL FERENCE VERTICAL TO SLEW AT POWER UP
MODE ON EHSI MODE
NAV ”ARM” ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG FLIES HDG UN-
APPR LECTED HDG DIF- LECTED ON EHSI TIL VOR OR
”ARM” VERTICAL FERENCE VERTICAL TO SLEW LOC CAPTURE
MODE ON EHSI MODE
NAV ”CAP” ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRED VAL-
LECTED QUIRE AND LECTED ON EHSI ID VOR/LOC
VERTICAL TRACK VERTICAL TO SLEW SIGNAL
MODE ZERO VOR/ MODE
LOC DEV
3.2 S
PAGE 3
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
APPR ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG HDG WILL RE-
”ARM” LECTED HDG DIF- LECTED ON EHSI SULT LAT
VERTICAL FERENCE VERTICAL TO SLEW SELECTION OF
MODE ON EHSI MODE APPR.
APPR ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRES VAL-
”CAP” LECTED QUIRE AND LECTED ON EHSI ID LOC SIGNAL
VERTICAL TRACK VERTICAL TO SLEW
MODE ZERO VOR/ MODE
LOC DEV
3.2 S
PAGE 4
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
2.1 AUTOPILOT The autopilot and its various modes shall normally be used to the greatest pos-
GENERAL sible extent.
As a general rule, the pilot flying the aircraft (1/P) shall operate the autopilot.
The AP modes shall be monitored by use of the EADI. The light in the mode
buttons in the MSP shall only be regarded as a reminder of depressed but-
tons.
NOTE
When the autopilot is used below 1 500 ft., 1/P must keep one hand on the con-
trol wheel and have his feet on the rudder pedals, prepared to disengage the au-
topilot and take over manual control if necessary.
2.2 FLIGHT The FD V−shaped (magenta−colored) command bar shall normally be selected
DIRECTOR, on both EADIs. However, the displayed command bars can be deselected by
GENERAL pressing the FD button on the DCP except in APPR mode.
3.2 S
PAGE 5
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
2.5 MODES Modes are normally selected by pressing the respective buttons on MSP. The
GENERAL indicator in button illuminates.
ALTS mode is always armed by the APA as indicates on the EADI by a white
ALTS under the active vertical mode. An automatic mode change will occur
when actual flying altitude intercepts with the calculated capture point for the
APA setting. Exception: ALTS is not armed in GS ”CAP”.
GA mode can only be engaged by GA switches in power levers.
NOTE
Always confirm with the EADI mode annunciation that selected mode has been
armed/engaged.
A new mode can always be selected by pushing desired button on MSP.
Exceptions:
− A new vertical mode can not be selected in ALTS unless first selecting a new
altitude on the APA.
− A new vertical mode can not be selected in GS ”CAP” unless a new lateral
mode or GA is selected.
Operation of pitch wheel will give a mode change to VS except in GS ”CAP” and
ALTS.
HALF BANK The Half Bank mode is a submode to HDG and NAV. It reduces the bank
MODE limit from 27 to 13.5 in these modes. The mode is selected by pressing the
(Optional) 1/2 BANK button, and indicated on the MSP only. The mode is turned off by
a second push on the button. (Push on/push off function).
3.2 S
PAGE 6
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
3.2 S
PAGE 7
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
(Cont’d)
− Monitor the system when approaching the selected altitude. Verify altitude
alert and that the annunciation changes from armed (ALTS in white) to cap-
ture (ALTS in green) when approaching the altitude.
− At altitude capture, FD/AP commands changes in pitch attitude to guide air-
craft onto, and hold, selected altitude.
NOTE
Change of APA setting during capture phase will revert FD/AP to basic mode VS.
− At capture check EADI to annunciate ALTS in green. Flight advisory speed
for long range cruise (knots IAS) comes on when ALTS in track.
2.11 V NAV MODE The vertical Navigation Indicator (VNI), (if installed), computes and displays the
(Optional) required parameters for Vertical Navigation (V NAV).
Automatic patch capture above or below present altitude using initial vertical
speed:
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED TO ALT
3. Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT. Push the SET/PUSH SEL knob and observe ALT
FT annunciated. Rotate knob to set the cleared to aimpoint altitude in
SETUP display.
4. Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciator.
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME sta-
tion.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5. Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SET knob to set up station elevation to the nearest 100 ft.
(Cont’d)
3.2 S
PAGE 8
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
(Cont’d)
6. VS Bug desired climb/descend rate . . . . . . . . . . . . . . . SET
− Rotate PUSH TEST knob as required for initial VS and check VS ARM
− The VSR display shows computed VS required to the aimpoint at the present
ground speed.
7. V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. DISTANCE display shows distance to path
capture point.
− When the aircraft reaches the path capture point, the VS ARM and TO TRK
annunciators go blank and the FD/AP captures the path to the aimpoint.
− The VS bug will retract. TO ALT NM will be annunciated and the distance dis-
play now show the distance to the aimpoint.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude pre−selector) automatic level off occurs.
Automatic path capture above or below presents altitude using selected
path angle:
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED
TO ALT
3. Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated. Rotate the knob to set cleared to aimpoint altitude in SETUP
display.
4. Desired path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob. Observe ANG DEG annunciated.
− Rotate SET/PUSH SEL knob until ANG SETUP display indicates desired
path angle and check ANG ARM annunciator in view. (Disregard DISTANCE
display if any numbers are present.)
5. Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob and check OFFSET NM annunciated.
(Cont’d)
3.2 S
PAGE 9
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
(Cont’d)
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME sta-
tion.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
6. Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
7. V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. Distance display shows distance to path
captured point.
− When aircraft reaches path capture point, the ANG ARM and TO TRK an-
nunciators go blank and the AP FD captures the path to the aimpoint.
− Check TO ALT NM annunciated. DISTANCE display now shows the distance
to the aimpoint.
− The VSR display shows VS required to reach the aimpoint.
− When aircraft reaches aimpoint (which is at the altitude selected on the alti-
tude preselector) automatic level − off occurs.
Manual path capture:
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED TO
ALT
3. Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated, then rotate knob to set the cleared to aimpoint altitude in the
SETUP display.
4. Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciated.
(Cont’d)
3.2 S
PAGE 10
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
(Cont’d)
− Rotate SET/PUSH SEL knob until setup display indicates desired offset and
offset annunciator shows correct location before or after the DME station.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5. Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
6. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− VSR display shows the VS required from present position to the aimpoint.
Once a desired VS is reached, a direct to aimpoint can be initiated by mo-
mentary rotating the function switch to DIR and back to ACT.
− Distance to the aimpoint TO ALT is shown on the DISTANCE display.
− For path tracking information use FD display on EADI or vertical deviation
display on EHSI.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude preselector) the altitude alert (visual and aural) comes on and the
pilot manually levels off at the preselected altitude.
2.13 NAV−VOR The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
MODE or right navigation source signals to the FD/AP.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
FREQUENCY
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Check course readout on EHSI.
(Cont’d)
3.2 S
PAGE 11
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
(Cont’d)
3. NAV SOURCE SELECTOR push button . . . . . . . . . . . PRESS LEFT/
RIGHT
4. MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and VOR white on EADI.
5. HDG KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
INTERCEPT HDG
6. At VOR ”CAP”, VOR green on EADI . . . . . . . . . . . . . . CHECK
NOTE
When overflying a VOR station (cone of confusion) the FD/AP will revert to dead
reckoning and hold selected course (CRS 1/CRS 2). This is annunciated on EADI
with a yellow DR.
2.14 NAV−LOC
MODE
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yel-
low B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal localizer inbound course the LOC sym-
bols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The purpose of this mode is to lock the FD/AP to the localizer only at airports
where there is no glideslope or the glideslope beam is not suitable for auto-
matic approach. Glideslope deviation information is presented in the EADI.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
(Cont’d)
3.2 S
PAGE 12
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
(Cont’d)
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
3. NAV SOURCE SELECTOR push buttons . . . . . . . . . . PRESS LEFT/
RIGHT
4. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
5. MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not select NAV mode until localizer deviation indication becomes active
and correct localizer beam confirmed.
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and LOC white on EADI.
6. At LOC ”CAP”, LOC green on EADI . . . . . . . . . . . . . . . CHECK
7. VS or IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate VS or IAS.
8. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
9. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
− To be selected before commencing descent at final approach fix.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
(Cont’d)
3.2 S
PAGE 13
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
(Cont’d)
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The lateral operation of this mode is essentially the same as in NAV LOC
mode except for higher FD/AP control law gains go give increased precision
during approach.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
− The ILS frequency should be selected on both NAV
controls.
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
− Check course readout on EHSI.
3. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
4. DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HDG
5. MSP APPR button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not selected APPR mode until localizer deviation indication becomes act-
ive and correct localizer beam confirmed.
− When APPR mode is selected before capture conditions are met, system
automatically goes into HDG mode whilst APPR is armed.
6. HDG green, LOC white on EADI . . . . . . . . . . . . . . . . . . CHECK
7. At LOC ”CAP”, LOC green and GS white on EADI . . CHECK
8. At GS ”CAP”, GS green on EADI . . . . . . . . . . . . . . . . . CHECK
− Radio height is used to gain program localizer and glideslope signals.
9. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
10. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
CAUTION
The pilot is the master monitor and progress should be continuously assessed
during the approach using ILS raw data.
3.2 S
PAGE 14
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
3.2 S
PAGE 15
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
3. ABNORMAL OPERATION
3.2 S
PAGE 16
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
Cont’d
CAUTION
Check mode annunciation before re−engagement.
3. AP engage lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
− Try to re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down, per-
form the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
3.2 S
PAGE 17
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
3.2 S
PAGE 18
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
3.5 ALTITUDE If it is evident that the system is not responding correctly to capture the selected
PRESELECTOR altitude, disconnect the autopilot and manually fly the aircraft onto the altitude
disregarding Flight Director command. Select ALT mode, verify mode annunci-
ALERTER
ation on EADI and re−engage autopilot.
FAILURE TO
CAPTURE SET
ALTITUDE
When a mode data source fails to a flagged condition, the FD command bars will disappear from view, the
red FD flag will appear. In such an event, the pilot is responsible for evaluating the situation and taking
proper action such as disengaging the autopilot or changing flight director modes.
Other failure modes can occur which will provide different cues such as aircraft attitude or flight path
changes and it is always the pilots responsibility to monitor system operation against raw data and other
sources. However, the following paragraphs (3.6 and 3.7) describe two important situations more in detail.
3.6 LOC/GS When flying in APPR or NAV mode and LOC and/or GS capture. Loss of LOC
GROUND and/or GS radio signals due to ground station interruption will cause the follow-
STATION ing on the EADI:
INTERRUPTION
− Flight Director command bar disappears replaced by FD red flag.
− LOC and/or GS indication disappears replaced by LOC and/or GS red flag.
− Captured LOC and/or GS annunciation remain in capture (green).
− APPR or NAV mode remains selected.
− The FD/AP will maintain short term dead reckoning (not announced on the
EADI) until other modes are selected.
ACTIONS
− Perform GO−AROUND.
3.2 S
PAGE 19
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Operation
3.7 ELECTRICAL When flying in APPR and LOC and/or GS capture or in NAV mode and LOC
POWER capture. Loss of electrical power to the NAV receiver will cause the following on
INTERRUPTION the EADI:
WHEN FLYING
LOC/GS
LOSS OF 28 VDC:
− The FD/AP will revert to basic modes (HDG/VS) changing captured LOC/GS
annunciation to captured HDG/VS annunciation.
− LOC and/or GS indication disappears.
− The FD/AP will maintain HDG and VS mode until other modes are selected.
ACTIONS
− Perform GO AROUND.
3.2 S
PAGE 20
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Highlights
0. MODIFICATION STANDARD
3.0 O
PAGE 1
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Highlights
3.0 O
PAGE 2
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 1
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 2
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 3
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
then automatically capture and track a VNAV d. if in GA mode, the FCC reference data changes to
path as defined on the VNI. existing attitude. The vertical mode display on
− At capture VNAV clears any previously selected EADI simultaneously changes from GA to PTCH.
vertical mode. It is only the reference data that is changed. The
− Vertical command data provided by the VNI are respective mode function is retained. Pitch trim is
displayed on the EHSI by the vertical deviation not affected. AP will remain engaged.
pointer. When in VNAV mode the letters VNV will
be indicated above the deviation scale. LATERAL MODES
HDG, Heading mode
NOTE
− The FCC gives commands to turn to and hold the
The deviation scale can also display GS (Glide heading indicated by the heading bug on the
Slope). EHSI. Turn is in the direction of shortest arc. The
heading bug can be manually moved either by
− If a failure to the VNAV system occurs the verti-
the HDG knob on the Course Heading Panel
cal deviation pointer will be replaced by the let-
(CHP) or by the TURN knob on the APP. The
ters VNV boxed and in red. The indication will
bug will automatically synchronize to existing
flash for 10 seconds and then become steady.
heading when the system is powered up.
PTCH, Pitch hold mode − Basic mode at power on. Selectable by HDG
FCC commands holding of the pitch attitude exist- mode button.
ing at time of engagement. − Selection of HDG mode clears any previously
− PTCH is not manually selectable but a reversion- selected lateral mode. Heading can be preset
ary mode which is engaged when: before selecting HDG mode.
a. VERT SYNC button pressed and released while NAV, Navigation system mode
in GA mode. − The FCC commands capture and tracking of the
b. VS button pressed and released while in VS course defined by the active navigational data
mode with invalid data required for VS mode (i.e. displayed on the EFIS (VOR, LOC, BC or RNAV
FD flag is present on display). if installed). The capture point depends on inter-
VERT SYNC, Vertical Synchronization cept angle and closure rate.
3.1 O
PAGE 4
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
intercept heading can be selected on the heading In GS ”CAP” a new vertical mode can only be
bug. selected after a new lateral mode has been
− Mode is engaged at the capture point and NAV selected (other than APPR).
”CAP” is displayed on EADI. b. BC, Back Course: The back course is automati-
− NAV mode is retained if changing NAV data cally corrected for by EFIS and annunciated by a
source. yellow B/C replacing the GS ”CAP” indication on
− NAV mode is cleared by selecting HDG or APPR. the EADI/EHSI.
With the CRS selector set for the normal
1/2 BANK, Half bank mode (if installed)
Localizer inbound course the LOC symbols on
− The Half bank mode is a submode to HDG and the EADI/EHSI are not reversed when flying:
NAV. It reduces the bank limit from 27 to 13.5
−Inbound on the Back course.
in these modes.
−Outbound on the Localizer inbound course.
− Mode is selectable by pushing the 1/2 Bank but-
BC approach operates like LOC, except for
ton, and indicated on the MSP only; it has no
slightly different gains.
mode annunciator on the EADI. Mode is turned
off by a second push on the button. Half bank Vertical profile has to be flown by pilot inputs.
must be selected on both MSP to have equal c. VOR: Operation is similar to NAV except tighter
information on both FD. gains, VOR ”CAP” or ”ARM” are displayed
Vertical profile has to be flown by pilot inputs.
NOTE
GA, Go−Around mode
Half bank mode is only activated and deactivated
− The FCC commands existing heading hold and a
on the selected side.
fixed pitch up attitude (6,4) on the FD.
3.1 O
PAGE 5
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
− Report mode is the one of the three available are used to couple left or right navigation source as
basic submodes that is to be notified. input to the FD/AP.
− Available on ground only with AP and YD disen-
2.5 Altitude Preselector Alerter (APA)
gaged but before power shut−down.
− Diagnostics can be performed independently on The altitude preselect mode causes the system to
either left or right FCC channel and displayed on capture the altitude selected on the preselector/al-
the respective EFIS side. erter. Any other vertical mode may be used prior to
altitude capture.
2. MAIN COMPONENTS AND SUBSYSTEMS
At capture, other vertical modes are cleared and
2.1 Flight Control Computer (FCC) command signals are generated to level off the air-
craft at the selected altitude. For the altitude alert
The FD/AP computer is the heart of the flight con-
function, see AOM 12/1.1, AIR DATA SYSTEM.
trol system. The signals received from various other
systems are converted into command signals ac- 2.6 Vertical Navigation Indicator (VNI).
cording to the selected mode of operation. (If installed)
Command signals are fed to the FD command bar The Vertical Navigation Indicator/computer (VNI)
for display of pitch and roll steering. With the AP serves as a vertical speed indicator. In addition it
engaged, identical signals are transformed for ac- computes data for vertical navigation to be used by
tuation of rudder, aileron and elevator servos and the FCC.
also the pitch and rudder trim system. See Fig. 1,
FGAS − system schematic. he VNI can also be used in conjunction with the Alti-
tude Preselector for automatic capture of selected
2.2 Mode Select Panel (MSP) altitude.
There are two MSP’s, one for each FD channel, 2.7 Loss of approach warning.
located on each side of the glareshield panel. They (If Mod 1790 SB SF340 34−049 installed)
contain push buttons for selection of FD lateral and
vertical modes. All buttons except 1/2 BANK mode The autopilot system is provided with a ”loss of ap-
have only on−function, i.e a mode can only be de- proach mode” warning which is only active on that
selected by selection of another mode. Half bank side to which the autopilot is coupled to and when
mode (if installed) button has an on/off function. the aircraft radio height is between 90−1000 ft. The
Selecting a new mode on one side will also change warning will disengage the AP/YD and will activate
the opposite MSP to the same mode except when the ”cavalry charge” aural alert. This occurs if any
leaving APPR for a new mode. 1/2 BANK will only of the following criteria are met:
change bank mode on selected side and must thus − AP built−in test detects nonvalid APPR mode.
be selected on both MSP. − Pilot deselects APPR mode.
− LOC frequency becomes changed to VOR fre-
2.3 Autopilot Panel (APP)
quency when established on LOC and GS.
Located on the pedestal. Contains engage/disen-
gage levers for AP and YD, a button for AP transfer
between the two FCC channels and controls for
heading and vertical speed changes.
3.1 O
PAGE 6
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
NAV S NAV S
L R AP control panel
Altitude preselect/
alert panel
ALT
SEL
FD/AP mode
select panel
EFIS 1 & 2 Nav data
AP disconnect button
Vert sync button
DME VNI (if Vert
NO 1 installed) Nav
Radio altim data
FD/AP
flight control
computer
(FCC)
(Including yaw
Air data
ADS damper) (YD)
Control wheels
(Right CW shown)
Elevator autotrim
Rudder autotrim
A13574
3.1 O
PAGE 7
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
AP XFR button.
The AP XFR button is a push−on/push−off transfer
switch. The button is normally not illuminated and
the AP uses signals from the left pilot side. When
A pushed (AP XFR illuminted), transfer to right pilot
side takes place.
A AP CONTROL PANEL
TURN ENGAGED YD/AP engage levers.
DN YD AP
The YD and AP engage levers are spring
loaded to DISENGAGED position. Moving
levers to ENGAGE position engages Yaw
Damper and Autopilot after a selftest period
UP
of one (1) sec. YD may be engaged sepa-
DISENGAGED rately. Moving AP lever to ENGAGED will
engage both YD and AP.
Moving TURN knob out of detent slews the HDG bug at a rate proportional to amount of knob displacement.
PITCH wheel.
Pitch wheel is spring loaded to return to a center detent position. The wheel is used to manually apply verti-
cal speed commands to FD/AP in steps of 50 ft.
Moving pitch wheel from detent resets vertical mode to VS (except in GS ”CAP” and ALTS mode) and then
slews vertical speed reference at rate proportional to the amount of wheel displacement.
A13607
3.1 O
PAGE 8
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
A13606
Fig. 3 MSP, NAV source push buttons and AUTOTRIM warning lights − controls and indicators
3.1 O
PAGE 9
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 10
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
IF VNI INSTALLED
3.1 O
PAGE 11
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 12
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
FD RUD
If speed source fails, pointer turns to a red boxed M
AIL 20 20
SPD flag, flashes for 10 s then steady. FD EL DH200
Also see AOM 12/1.1. Flight Director comparator caution in yellow. Comes on
flashing at differences or more than 5 degrees between
the displayed pitch steering or roll steering commands,
Flight Director flag. reset by master caution button.
Failure of the flight director is annunciated as a
red box with the letters FD. The flight director will
be removed (not shown in this picture). The in-
dication will flash for then seconds before becom-
ing steady. The mode annunciation in in WHITE for armed GREEN for captured modes.
A13868
3.1 O
PAGE 13
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 14
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
EFIS TEST PANEL DISPLAY CONTROL PANEL (DCP) MODE SELECT PANEL (MSP) AP CONTROL PANEL
DH INT SECTOR SELECT TURN
TEST 2 ENGAGED
PROP OVSP DTA HDG 1/2 NAV APPR
BANK DN YD AP
L R L GEN R
OVV
BRG
ROSE RR
VS IAS CLIMB V NAV ALT
RA FD ET 2ND
DEV
TST CRS
GDN UP
ENG OVSP AIR DATA EMER PWR L AHRS R
A DISENGAGED
12.
L R
1 EFIS 2 RUD LIM CAB PRESS 5. 7. 8.
B
2. 9.
1.
12.
IF FAILURE WITH THE FD/AP SYSTEM OCCURS, PERFORM FCS 5. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY PRESS 10. Use pitch wheel to display YD ENG CODE.
DIAGNOSTICS ENTRY AND NOTE REPAIR, AP DIS, YD DIS, ANY THREE MODE BUTTONS 11. Note in the AIRCRAFT LOGBOOK:
AP ENG AND YD ENG CODES IN THE AIRCRAFT LOGBOOK. FOR 3 SEC.
− REPAIR CODE
6. REPORT MODE comes up on EADI and
1. EFIS test switch . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK. − AP DIS CODE
− After Landing, with AP and YD disengaged 7. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN − YD DIS CODE
and before L and R AVION power shutdown. TO THIRD LINE BY MOMEN−
TARILY PRESS ANY MODE − AP ENG CODE
− EFIS 1 for left side.
BUTTON. − YD ENG CODE
− EFIS 2 for right side. 8. Use pitch wheel on AP CONTROL PANEL to 12. to disengage FCS DIAGNOSTICS . . . . PRESS A/P DISC BUTTON
2. RA TST button . . . . . . . . . . . . PRESS. display YD DIS CODE. The codes roll over AND THEREAFTER, PRESS
in alphabetical order. EFIS TEST SWITCH.
− L DCP for left side.
− Wheel DN, code rolls forward. − L A/P DISC button and EFIS 1 for
−R DCP for right side.
− Wheel UP, code rolls reversed. left side.
3. RA TST button and EFIS test switch . . . . RELEASE.
− Operate wheel momentarily DN or − R A/P DISC button and EFIS 2 for
4. FCS DIAGNOSTICS in red comes up
UP to slowly roll codes. right side.
on EADI and EHSI . . . . . . . . . . . . . . . . . . . CHECK.
9. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN TO 13. End of procedure.
FIFTH LINE.
A13600
3.1 O
PAGE 15
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 16
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 17
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Description
3.1 O
PAGE 18
Jun 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
1. LIMITATIONS
AP Update 2 (FCC−86)
AP speed limits
− All AP/YD operation . . . . . . . . . . . . . . . . . . . . . . kt 1) 2) 1) 2) VMO/MMO
1) 2)
1. Before autopilot engagement the aircraft
should be trimmed in all three axis.
3.2 O
PAGE 1
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
2. NORMAL OPERATION
A. Vertical Modes
SELECT- SELECT- VERTICAL LATERAL PITCH ROLL REMARK
ABLE ABLE VER- COM- COM- KNOB KNOB
LATERAL TICAL MANDS ON MANDS ON CAUSES CAUSES
MODES MODES EADI EADI
VS ANY ANY TO ZERO SEE SE- CHANGE SEE SE- BASIC VER-
VS ERROR LECTED OF VS LECTED TICAL MODE
LATERAL COMMAND LATERAL OCCURS AT
MODE MODE POWER UP
IAS ANY ANY TO ZERO SEE SE- RETURN SEE SE- −−−
IAS ERROR LECTED TO VS LECTED
LATERAL MODE LATERAL
MODE MODE
CLIMB ANY ANY TO ZERO SEE SE- RETURN SEE SE- SUCCESSIVE
IAS CLIMB LECTED TO VS LECTED PUSHES OF
ERROR LATERAL MODE LATERAL CLIMB BUTTON
MODE MODE CYCLES H−M−L
SPEED PRO-
FILES
ALT ANY ANY TO ZERO SEE SE- RETURN SEE SE- ALT REF SYNCS
ALT REF LECTED TO VS LECTED TO EXISTING
LATERAL MODE LATERAL ALT AT SELEC-
MODE MODE TION. NO BARO-
SET CORREC-
TION
ALTS ANY ANY SEE SE- SEE SE- SEE SE- SEE SE- ALWAYS ARMED
”ARM” LECTED LECTED LECTED LECTED EXCEPT IN GS
VERTICAL LATERAL VERTICAL LATERAL CAPTURE
MODE MODE MODE MODE
ALTS ANY GS ”CAP” TO AC- SEE SE- SEE SE- MOVING APA
”CAP” AND GA QUIRE APA LECTED LECTED CAUSES
SETTING LATERAL NOTHING LATERAL CHANGE TO VS
MODE UNLESS MODE AND REARMS
APA HAS ALTS
BEEN SET
ALTS ANY GS ”CAP” TO HOLD SEE SE- TO NEW SEE SE- MOVING APA
”TRACK” AND GA APA SET- LECTED ALTITUDE LECTED CAUSES
TING LATERAL LATERAL CHANGE TO
MODE MODE ALT AND
REARMS ALTS
3.2 O
PAGE 2
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
GA DISENGAGES YD AND AP, CANCELS ANY LAT OR VERT MODE (ALTS “CAP” AND ALTS “TRACK”
MIGHT HOWEVER BE IMMEDIATELY RECAPTURED). CAUSES HDG HLD AND A FIXED 6.4 PITCH
UP COMMAND, SELECTING HDG GIVES HDG/GA. ENGAGING AP RETURNS SYSTEM TO VS
MODE. WHEN IN ALTS “CAP” LAT MODE WILL CHANGE TO GA AND VERT MODE WILL REMAIN
ALTS UNTIL A NEW VERT MODE IS MANUALLY SELECTED.
VNAV ANY VNAV SEE SE- SEE SE- SEE SE- SEE SE− VNAV ”ARM”
”ARM” (Op- ”ARM” NOT LECTED LECTED LECTED LECTED NOT SELECT-
tion) SELECT- VERTICAL LATERAL VERTICAL LATERAL ABLE IN ALTS.
ABLE IN MODE MODE MODE MODE VNAV ARM NOT
ALTS SELECTABLE
UNTIL 3 MIN
FROM THE DE-
SCEND POINT
VNAV ANY ANY FLIES SEE SE- RETURN SEE SE− REQUIRES
”CAP” (Op- COM- LECTED TO VS LECTED APPR MOD
tion) MANDS LATERAL LATERAL VNAV ”CAP”
FROM MODE MODE WILL NOT OC-
VNI−80D CUR IN ALTS
NOTE
REF is used as definition of speed or altitude used by FD as tracking value.
NOTE
ERROR is used as the difference between actual and REF value.
3.2 O
PAGE 3
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
B. Lateral Modes
SELECT- SELECT- VERTICAL LATERAL PITCH ROLL REMARK
ABLE ABLE VER- COM- COM- KNOB KNOB
LATERAL TICAL MANDS ON MANDS ON CAUSES CAUSES
MODES MODES EADI EADI
HDG ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG BASIC LATERAL
LECTED HDG DIF- LECTED ON EHSI MODE. OCCURS
VERTICAL FERENCE VERTICAL TO SLEW AT POWER UP
MODE ON EHSI MODE
NAV ”ARM” ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG FLIES HDG UN-
APPR LECTED HDG DIF- LECTED ON EHSI TIL VOR OR
”ARM” VERTICAL FERENCE VERTICAL TO SLEW LOC CAPTURE
MODE ON EHSI MODE
NAV ”CAP” ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRED VAL-
LECTED QUIRE AND LECTED ON EHSI ID VOR/LOC
VERTICAL TRACK VERTICAL TO SLEW SIGNAL
MODE ZERO VOR/ MODE
LOC DEV
APPR ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG HDG WILL RE-
”ARM” LECTED HDG DIF- LECTED ON EHSI SULT LAT
VERTICAL FERENCE VERTICAL TO SLEW SELECTION OF
MODE ON EHSI MODE APPR.
APPR ANY ANY UNTIL SEE SE- TO AC- SEE SE- HDG BUG REQUIRES VAL-
”CAP” GS CAP- LECTED QUIRE AND LECTED ON EHSI ID LOC SIGNAL
TURE VERTICAL TRACK VERTICAL TO SLEW
MODE ZERO VOR/ MODE
LOC DEV
3.2 O
PAGE 4
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
2.1 AUTOPILOT The autopilot and its various modes shall normally be used to the greatest pos-
GENERAL sible extent.
As a general rule, the pilot flying the aircraft (1/P) shall operate the autopilot.
The AP modes shall be monitored by use of the EADI. The light in the mode
buttons in the MSP shall only be regarded as a reminder of depressed but-
tons. There are two FDs and either of them can be connected to the AP.
Selection of L/R FD to the AP is performed by pressing the APXFR button
on AP CONTROL PANEL AND ANNUNCIATED IN EADI by
AP / AP (AP connected L resp R FD).
NOTE
When the autopilot is used below 1 500 ft., 1/P must keep one hand on the con-
trol wheel and have his feet on the rudder pedals, prepared to disengage the au-
topilot and take over manual control if necessary.
2.2 FLIGHT The FD V−shaped (magenta−colored) command bar shall normally be selected
DIRECTOR, on both EADIs. However, the displayed command bars can be deselected by
GENERAL pressing the FD button on the DCP except in APPR mode. Between L/R FD
there is a cross talk function active in all modes except APPR and HALF BANK.
The cross talk function is used to synchronize a selected mode on one side to
the other. After selection of APPR mode reactivation of the cross talk function is
performed by selection of another lateral mode on both sides MSP or by press-
ing GA button on either power lever.
NOTE
At manual flight using FD in VS or IAS mode. If selecting a different Vertical
Speed or Airspeed than present and thereafter selecting AP XFR, split will occur
between the Flight Directors. The (XFR) selected FD will capture the present VS
or IAS, and the other FD remains with the selected VS or IAS. However, pressing
VERT SYNC button on the failing side or engaging the AP will synchronize the
Flight Directors.
3.2 O
PAGE 5
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
2.5 MODES Modes are normally selected by pressing the respective buttons on MSP. The
GENERAL indicator in button illuminates.
ALTS mode is always armed by the APA as indicates on the EADI by a white
ALTS under the active vertical mode. An automatic mode change will occur
when actual flying altitude intercepts with the calculated capture point for the
APA setting. Exception: ALTS is not armed in GS ”CAP”.
GA mode can only be engaged by GA switches in power levers.
NOTE
Always confirm with the EADI mode annunciation that selected mode has been
armed/engaged.
A new mode can always be selected by pushing desired button on MSP.
Exceptions:
− A new vertical mode can not be selected in ALTS unless first selecting a new
altitude on the APA.
− A new vertical mode can not be selected in GS ”CAP” unless a new lateral
mode or GA is selected.
Operation of pitch wheel will give a mode change to VS except in GS ”CAP” and
ALTS.
HALF BANK The Half Bank mode is a submode to HDG and NAV. It reduces the bank
MODE limit from 27 to 13.5 in these modes. Mode is selected by pressing the 1/2
(Optional) BANK button, and indicated on the MSP only. The mode is turned off by a
second push on the button. (Push on/push off function). The mode has to
be selected/deselected on both MSP to get half bank FD command on both
EADI’s (no cross talk).
3.2 O
PAGE 6
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
3.2 O
PAGE 7
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
(Cont’d)
− Monitor the system when approaching the selected altitude. Verify altitude
alert and that the annunciation changes from armed (ALTS in white) to cap-
ture (ALTS in green) when approaching the altitude.
− At altitude capture, FD/AP commands changes in pitch attitude to guide air-
craft onto, and hold, selected altitude.
NOTE
Change of APA setting during capture phase will revert FD/AP to basic mode VS.
− At capture check EADI to annunciate ALTS in green. Flight advisory speed
for long range cruise (knots IAS) comes on when ALTS in track.
2.11 V NAV MODE The vertical Navigation Indicator (VNI), (if installed), computes and displays the
(Optional) required parameters for Vertical Navigation (V NAV).
Automatic patch capture above or below present altitude using initial vertical
speed:
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED TO ALT
3. Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT. Push the SET/PUSH SEL knob and observe ALT
FT annunciated. Rotate knob to set the cleared to aimpoint altitude in
SETUP display.
4. Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciator.
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME sta-
tion.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5. Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SET knob to set up station elevation to the nearest 100 ft.
(Cont’d)
3.2 O
PAGE 8
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
(Cont’d)
6. VS Bug desired climb/descend rate . . . . . . . . . . . . . . . SET
− Rotate PUSH TEST knob as required for initial VS and check VS ARM
− The VSR display shows computed VS required to the aimpoint at the present
ground speed.
7. V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. DISTANCE display shows distance to path
capture point.
− When the aircraft reaches the path capture point, the VS ARM and TO TRK
annunciators go blank and the FD/AP captures the path to the aimpoint.
− The VS bug will retract. TO ALT NM will be annunciated and the distance dis-
play now show the distance to the aimpoint.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude pre−selector automatic level off occurs).
Automatic path capture above or below present altitude using selected path
angle:
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED
TO ALT
3. Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated. The rotate the knob to set cleared to aimpoint altitude in
SETUP display.
4. Desired path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob. Observe ANG DEG annunciated.
− Rotate SET/PUSH SEL knob until ANG SETUP display indicates desired
path angle and check ANG ARM annunciator in view. (Disregard DISTANCE
display if any numbers are present.)
5. Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob and check OFFSET NM annunciated.
(Cont’d)
3.2 O
PAGE 9
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
(Cont’d)
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME sta-
tion.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
6. Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
7. V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. Distance display shows distance to path
captured point.
− When aircraft reaches path capture point, the ANG ARM and TO TRK an-
nunciators go blank and the AP FD captures the path to the aimpoint.
− Check TO ALT NM annunciated. DISTANCE display now shows the distance
to the aimpoint.
− The VSR display shows VS required to reach the aimpoint.
− When aircraft reaches aimpoint (which is at the altitude selected on the alti-
tude preselector) automatic level − off occurs.
Manual path capture:
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED TO
ALT
3. Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated, then rotate knob to set the cleared to aimpoint altitude in the
SETUP display.
4. Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciated.
(Cont’d)
3.2 O
PAGE 10
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
(Cont’d)
− Rotate SET/PUSH SEL knob until setup display indicates desired offset and
offset annunciator shows correct location before or after the DME station.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5. Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
6. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− VSR display shows the VS required from present position to the aimpoint.
Once a desired VS is reached, a direct to aimpoint can be initiated by mo-
mentary rotating the function switch to DIR and back to ACT.
− Distance to the aimpoint TO ALT is shown on the DISTANCE display.
− For path tracking information use FD display on EADI or vertical deviation
display on EHSI.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude preselector) the altitude alert (visual and aural) comes on and the
pilot manually levels off at the preselected altitude.
2.13 NAV−VOR The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
MODE or right navigation source signals to the FD/AP.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
FREQUENCY
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Check course readout on EHSI.
(Cont’d)
3.2 O
PAGE 11
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
(Cont’d)
3. NAV SOURCE SELECTOR push button . . . . . . . . . . . PRESS LEFT/RIGHT
4. MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and VOR white on EADI.
5. HDG KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
INTERCEPT HDG
6. At VOR ”CAP”, VOR green on EADI . . . . . . . . . . . . . . CHECK
NOTE
When overflying a VOR station (cone of confusion) the FD/AP will revert to dead
reckoning and hold selected course (CRS 1/CRS 2). This is annunciated on EADI
with a yellow DR.
2.14 NAV−LOC
MODE
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yel-
low B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal localizer inbound course the LOC sym-
bols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The purpose of this mode is to lock the FD/AP to the localizer only at airports
where there is no glideslope or the glideslope beam is not suitable for auto-
matic approach. Glideslope deviation information is presented in the EADI.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
(Cont’d)
3.2 O
PAGE 12
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
(Cont’d)
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
3. NAV SOURCE SELECTOR push buttons . . . . . . . . . . PRESS LEFT/RIGHT
4. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
5. MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not select NAV mode until localizer deviation indication becomes active
and correct localizer beam confirmed.
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and LOC white on EADI.
6. At LOC ”CAP”, LOC green on EADI . . . . . . . . . . . . . . . CHECK
7. VS or IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate VS or IAS.
8. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
9. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
− To be selected before commencing descent at final approach fix.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
(Cont’d)
3.2 O
PAGE 13
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
(Cont’d)
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The lateral operation of this mode is essentially the same as in NAV LOC
mode except for higher FD/AP control law gains go give increased precision
during approach.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
− The ILS frequency should be selected on both NAV
controls.
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
− Check course readout on EHSI.
3. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
4. DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HDG
*5. Radio altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Radio altimeter test must be performed before APPR mode is selected. Tem-
porary config warning will occur if RA test performed with PL below 64. In
APPR and NAV mode the test function is disabled.
6. MSP APPR button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not selected APPR mode until localizer deviation indication becomes act-
ive and correct localizer beam confirmed.
− When APPR mode is selected before capture conditions are met, system
automatically goes into HDG mode whilst APPR is armed.
7. HDG green, LOC white on EADI . . . . . . . . . . . . . . . . . . CHECK
8. At LOC ”CAP”, LOC green and GS white on EADI . . CHECK
9. At GS ”CAP”, GS green on EADI . . . . . . . . . . . . . . . . . CHECK
− Radio height is used to gain program localizer and glideslope signals.
− Establish aircraft in landing configuration before 600 ft above threshold.
* − If excess deviation alert occurs below CAT I minima perform go−around.
10. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
(Cont’d)
3.2 O
PAGE 14
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
(Cont’d)
11. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
CAUTION
− The pilot is the master monitor and progress should be continuously as-
sessed during the approach using ILS raw data.
− In CAT II approaches, the Autopilot must be coupled and should remain en-
gaged down to the minimum use height.
3.2 O
PAGE 15
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
3. ABNORMAL OPERATION
3.2 O
PAGE 16
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
Cont’d
CAUTION
Check mode annunciation before re−engagement.
3. AP engage lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
− Try to re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down, per-
form the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
3.2 O
PAGE 17
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
3.2 O
PAGE 18
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
3.5 ALTITUDE If it is evident that the system is not responding correctly to capture the selected
PRESELECTOR altitude, disconnect the autopilot and manually fly the aircraft onto the altitude
disregarding Flight Director command. Select ALT mode, verify mode annunci-
ALERTER
ation on EADI and re−engage autopilot.
FAILURE TO
CAPTURE SET
ALTITUDE
When a mode data source fails to a flagged condition, the FD command bars will disappear from view, the
red FD flag will appear. In such an event, the pilot is responsible for evaluating the situation and taking
proper action such as disengaging the autopilot or changing flight director modes.
Other failure modes can occur which will provide different cues such as aircraft attitude or flight path
changes and it is always the pilots responsibility to monitor system operation against raw data and other
sources. However, the following paragraphs (3.6 and 3.7) describe two important situations more in detail.
3.6 LOC/GS When flying in APPR or NAV mode and LOC and/or GS capture. Loss of LOC
GROUND and/or GS radio signals due to ground station interruption will cause the follow-
STATION ing on the EADI:
INTERRUPTION
− Flight Director command bar disappears replaced by FD red flag.
− LOC and/or GS indication disappears replaced by LOC and/or GS red flag.
− Captured LOC and/or GS annunciation remain in capture (green).
− APPR or NAV mode remains selected.
− The FD/AP will maintain short term dead reckoning (not announced on the
EADI) until other modes are selected.
ACTIONS
− Perform GO−AROUND.
3.2 O
PAGE 19
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Operation
3.7 ELECTRICAL When flying in APPR and LOC and/or GS capture or in NAV mode and LOC
POWER capture. Loss of electrical power to the NAV receiver will cause the following on
INTERRUPTION the EADI:
WHEN FLYING
LOC/GS
LOSS OF 28 VDC:
− The FD/AP will revert to basic modes (HDG/VS) changing captured LOC/GS
annunciation to captured HDG/VS annunciation.
− LOC and/or GS indication disappears.
− The FD/AP will maintain HDG and VS mode until other modes are selected.
With Mod. No. 1790 installed, loss of 28 VDC below 1000 ft RALT will addition-
ally cause the following:
ACTIONS
− Perform GO AROUND.
3.2 O
PAGE 20
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS
CONTENTS
Audio Integrating
HF COM (OPTION)
VHF COM
4/3.0 Highlights
4/3.1 Description
4/3.2 Operation
PA/Interphone
ACARS (OPTION)
4 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS
4 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
The audio integrating system provides the pilots Two ACP’s are installed in the cockpit, one for each
with intercom and audio control. pilot. The ACP’s are furnished with slide levers for
volume control and a number of pushbuttons and
The VHF HF COM and HF COM (if installed) sys-
switches that allow various controls of the audio
tems, as well as audio signals from the radio navi-
system. The selected volume levels and switch set-
gation systems, are together with the cockpit and
tings are converted into digital data and sent to the
ground crew interconnected with the audio integrat-
REU for control of the systems interconnected with
ing system. The audio integrating system will then
the REU.
provide the pilot with a corresponding number of
audio channels, which can easily be selected and 2.3 Loudspeakers
controlled by any of the two Audio Control Panels.
The communication and the audio signals are lis- Two loudspeakers are installed in the cockpit above
tened to and spoken with by either headsets or each pilot’s head. The volume of the speakers are
cockpit loudspeakers and hand microphones. controlled by associated SPKR slide levers, L
speaker L ACP and R speaker R ACP. Aural warn-
All communication is recorded by the CVR (Cockpit
ing, GPWS, and PA chime signals have fixed audio
Voice Recorder). The Press To Transmit signals for
levels and can be heard regardless of volume set-
the COM’s are recorded by the Flight data recorder.
ting.
2. MAIN COMPONENTS AND SUBSYSTEMS
2.4 Pilot jack panel
2.1 Remote Electronic Unit (REU) Two pilot jack panels provide connections of the
headsets to the REU, two kinds of standard head-
The Remote Electronic Unit, REU, which forms the
set connectors are accepted; PJ−055B earphone
central part of the audio integrating system, serves
and PJ−068 microphone or CANNON XLR type
as a distribution and switching center for the sys-
connectors. With Mod. No. 3144 installed, it is also
tems that are interconnected with the REU.
possible to connect headsets with active noise re-
For communication, two pilot jack panels provide duction.
connections of the headsets to the REU. There are
For oxygen mask use, a separate jack connects the
also two loudspeakers and hand microphones con-
mask microphone to the REU by the BOOM/MASK
nected to the REU for backup.
switch on associated ACP; L mask L ACP and R
The REU contains two identical circuit boards pow- mask R ACP. PA calls with the mask microphone
ered through their associated Audio Control Panel, can be made by pressing the PA button on the jack
ACP, by L and R BAT BUS. The circuit boards per- panel, also see AOM 4/4.1 and 4/4.2.
form switching and amplification as selected on the
ACP of cockpit intercom, HF and VHF COM audio 2.5 Observers jack panel
and of audio idents for VOR, ILS, MARKER, DME
The observers jack panel provides connection of
and ADF.
the observers headset to the REU. The same type
Aural warning, GPWS and PA chime signals have of connectors are accepted as for pilot jack panel. A
fixed audio levels and can be heard regardless of MIC switch provides on/off function of the observers
volume setting. microphone. There is also a PHONE switch which
allows the observer to listen to either the left or the
If one or both circuit boards should fail, the VHF
right pilot’s communication.
COM’s can be bypassed the REU and switched
directly to the headsets by the NORM/EMER switch From a/c 180−up a microphone jack is provided for
on associated ACP; VHF COM 1 to the L/P ACP the observers oxygen mask microphone, see Fig. 6.
and VHF COM 2 to the R/P ACP. The jack is in parallel with the observers jack panel
4/1.1
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
and does not require unplugging of the headset mi- and cockpit. Intercom volume is controlled with INT
crophone. slide lever on both ACP’s. The white ground crew
light on the ground status panel will be on whenever
With Mod. No. 2600 installed, a hand microphone is
the ground crew headset is connected.
provided for the observer. This hand microphone
provides radio communication for the observer or The ground crew microphone can be switched on/
instructor on the jump seat. The hand microphone off by a switch on the ground crew headset control-
is connected in parallel with the left pilots hand mi- ling the REU.
crophone through a selector switch on the left ACP.
As an option the a/c can be provided with a cockpit
The selector switch controls which hand micro-
call button located beside the ground crew jack pan-
phone is active for transmission (left pilot or observ-
el. When the button is pressed a high low chime will
er). With the observer hand microphone selected, it
sound in the cockpit audio system.
is still possible for the pilot to transmit using the
PTT button on the ACP or control wheel.
4/1.1
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
Logic
ACP
Audio
Jack panel
R/P
IDENT signal
Logic VOR
ACP
REU
PTT IDENT signal
LOC
Steering wheel
switch
L/P
R/P
REMOTE IDENT signal Marker
Hand Mic.
ELECTRONIC
UNIT
Chime IDENT signal
DME
Cockpit call *
Ground
crew Audio IDENT signal
ADF
Jack panel
Mic. ON/OFF
Cockpit Light
PA chime
Audio
HF COM
Audio
UHF COM *
* OPTION
A27894
Fig. 1 Audio integrating system − schematic
4/1.1
PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
MIC switch.
HOT− Headset or mask microphone is
continuously on in the intercom.
COLD− The microphone is only on in the
intercom when the PTT is de-
pressed for transmission.
BOOM/MASK switch.
4/1.1
PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
DOORS STATUS
CARGO R PROP
FUELING
DOOR BRAKE
A A
Ground crew light.
A white light comes on when ground
crew headset is connected in the nose
wheel well.
A PILOTS JACK PANEL
BOOM PA
Interphone button.
Connects mask microphone to
PA/Interphone when pressed. See AOM
4/4.1 and 4/4.2.
ANR PWR
A28633
Fig. 3 Ground status and pilots jack panel − jacks and lights (Left side shown)
4/1.1
PAGE 5
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
A B COCKPIT LOUDSPEAKER
B B
R/P COLD
With Mod. No. 3144 installed:
Connection for power to ANR
headsets.
ANR PWR
A28634
Fig. 4 Loudspeaker and observers jack panel − controls and jacks
4/1.1
PAGE 6
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
Headset
Microphone plug
Earphone plug
A11579
Fig. 5 Ground crew station and schematic
4/1.1
PAGE 7
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
4/1.1
PAGE 8
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
OXY MASK
MIC
A11565
Fig. 6 Observers oxygen mask microphone jack
4/1.1
A/C 180 − up PAGE 9
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
4/1.1
A/C 180 − up PAGE 10
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
OBSERVER
MIC
OXY MASK
MIC
A29408
Fig. 7 Observers hand microphone jack
4/1.1
With Mod. No. 2600 installed PAGE 11
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
MIC
COLD
A MIC OBSERVER SWITCH 1 COM 2 COM 3 HF INT BOOM
MASK
NORM
EMER
1 NAV 2 MKR 1 ADF 2 PA SPKR
VOICE
IDENT
PTT
With the switch in the OBSVR position it is still possible for the pilot to use
the PTT buttons on the ACP and control wheel to transmit.
A29411
Fig. 8 Observer/pilot hand microphone switch
4/1.1
With Mod. No. 2600 installed PAGE 12
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
4/1.1
PAGE 13
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
4/1.1
PAGE 14
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
The operation is described individually under each system which is connected to the Audio Integrating sys-
tem; VOR/ILS, DME, ADF, PA/INTERPHONE, VHF COM, HF COM and UHF COM.
3. ABNORMAL OPERATION
5. End of procedure.
Communication re−established
3. If headsets failed use hand microphones and loudspeakers.
4. End of procedure.
4/1.2
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Operation
4/1.2
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Description
The HF 230 communication system provides a two- The clarifier permits the pitch of the received signal
way voice link in the high frequency range 2.0 to to be varied 100 Hz in all modes except AM.
22.9999 MHz. A 100 Hz frequency spacing allows
2.2 Transceiver and Power amplifier
selection of any one of 280 000 distinct frequencies.
The following communication modes can be se- The transceiver contains the frequency synthesizer
lected: and the channel program memory which will auto-
matically be tuned to the selected frequency/chan-
− USB = Upper side band (single side band nel.
trans−mission).
The transceiver also contains the receiver/exciter.
− LSB = Lower side band.
The exciter is a transmitter which produces a low
− AM = Amplitude modulated. power signal (150 mW) which is applied to the Pow-
− TEL SUP CAR and TEL PLT CAR= Telephone er amplifier during transmission, and amplified to a
mode. Half duplex operation on 176 prepro- 100 watt peak signal for all modes except 25 watt
grammed ITU radiotelephone channels. average signal for AM operation.
The system consists of a control unit in the cockpit, 2.3 Antenna coupler and Antenna
a transceiver and power amplifier in the avionics
rack and an antenna with antenna coupler in the tail Because the HF system operates over such a wild
section. frequency range, it is not possible to match the ac-
tual length of the aircraft HF antenna to each of the
Audio control and PTT are managed through the HF frequencies.
Audio Integrating system, all communication is
recorded by the CVR (Cockpit Voice Recorder) and The Antenna coupler function is to change its elec-
PTT by the Flight data recorder via the FDAU trical impedance and thereby tuning the antenna to
(Flight Data Acquisition Unit). each frequency and making the antenna appear to
the transmitted signal as if it were the ideal physical
2. MAIN COMPONENTS AND SUBSYSTEMS length.
2.1 Control unit During the tuning cycle which is started by a mo-
mentary PTT operation, the Antenna coupler re-
The principal part of the control unit is a micropro- quires from 5 to 15 seconds, during which a steady
cessor, the necessary controls and a frequency/ 1000 Hz tone will be heard. Within 1 second after
channel display. completion of the tuning cycle, tone will cease, indi-
Selected by the FREQ/CHAN switch, the two con- cating that the HF is ready for transmitting. Howev-
trol knobs provides frequency setting in 100 Hz er, should the Antenna coupler fail to tune within 30
seconds the 1000 Hz tone will begin to ”beep”, indi-
spacing or setting of any of the 40 user preprogram-
cating a fault has occurred. The fault can be cleared
mable and 176 preprogrammed ITU telephone
by rechannelling and initiating a new tuning cycle.
channels.
4/2.1 O
COLLINS HF − 230 PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Description
CONTROL UNIT
MODE / SQUELCH /
FREQ CLARIFIER / TEST
COCPIT VOICE RECORDER
TUNING
FAULT TRANSMIT /
TUNING FLIGHT DATA RECORDER
RECEIVE
POWER AMPLIFIER
TRANSMIT /
TUNING
RECEIVE
ANTENNA COUPLER
ANTENNA
A26866
4/2.1 O
COLLINS HF − 230 PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Description
4/2.1 O
COLLINS HF − 230 PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Description
4/2.1 O
COLLINS HF − 230 PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Description
A/P
D
I
S
C
A CONTROL WHEEL
PTT
PTT BUTTON
B HAND MICROPHONE
C B A B C
MIC
COLD
1 COM 2 COM 3 HF INT BOOM
EMER
1 NAV 2 MKR 1 ADF 2 PA SPKR
HF Volume control lever.
VOICE
IDENT
PTT
PTT button.
C0675
− Press To Transmit.
4/2.1 O
PAGE 5
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Description
4/2.1 O
PAGE 6
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.2 USER The 40 user programmable channels can be easily programmed on ground or
CHANNELS in flight. All programmed information is stored in nonvolatile memory and can
PROGRAMM be easily recalled by selecting the desired user channel number.
ING
There are three types of channels that can be programmed:
A. Half duplex.
The user programs two different frequencies, one for receive and one for
transmit. The user also assigns one of the available operating modes (USB,
LSB, AM, TEL SUP CAR or TEL PLT CAR) to the selected channel. Half du-
plex operation is used by the maritime radiotelephone network (public corre-
spondence) stations.
1. Ensure that the CHAN/FREQ selector is in the CHAN position.
(Cont’d)
4/2.2 O
COLLINS HF 230 PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Operation
(Cont’d)
2. Select the desired user channel.
Rotate the left outer channel select knob in either direction until user channel 1
or 40 appears at the right side of the CHAN display. Then use the right outer
channel select knob to select the desired channel number (from 1 to 40) to
program.
3. Initiate program mode.
Press the program (PGM) button once to initiate the programming sequence.
At this point, the entire display will begin to slowly blink.
4. Enter the receive frequency and mode of operation.
Set the desired receive frequency using the four frequency select knobs. The
receive frequency will appear in the FREQ kHz display. Next, select the de-
sired operating mode (USB, LSB, AM, TEL SUP CAR or TEL PLT CAR) by
pulling out the PULL MODE knob and rotating it until the appropriate mode
appears in the MODE display.
5. Store the receive frequency and mode of operation.
With the desired receive frequency and mode being displayed, press the
PGM button once again to store the data. The display will blank for a short
period of time to confirm storage.
6. Enter and store the transmit frequency.
When the display returns, it will be blinking faster with the transmit frequency
displayed (initially this is the same as the already programmed receive fre-
quency). At this point, the operator have approximately 20 seconds to begin
entering the desired transmit frequency. If no changes are made during the
next 20 sec. the currently displayed transmit frequency will become invalid
and a receive−only channel have been created. Set the desired transmit fre-
quency using the four frequency select knobs.
With the desired transmit frequency shown in the FREQ kHz display, press
the PGM button once again to store the data. As before, the display will blank
for a short period of time to confirm the storage. The display will then return to
normal with the new channel data (channel number, mode and receive fre-
quency) showing.
B. Simplex
The user programs the same frequency for receive and for transmit. The user
also assigns one of the available operating modes (USB, LSB, AM, TEL SUP
CAR and TEL PLT CAR) to the selected channel. Simplex operation is used
by ARINC, ATC (Air Traffic Control) and others.
1. Ensure that the CHAN/FREQ selector is in the CHAN position.
(Cont’d)
4/2.2 O
COLLINS HF 230 PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Operation
(Cont’d)
2. Select the desired user channel.
Rotate the left outer channel select knob in either direction until user channel 1
or 40 appears at the right side of the CHAN display. Then use the right outer
channel select knob to select the desired channel number (from 1 to 40) to
program.
3. Initiate program mode.
Press the program (PGM) button once to initiate the programming sequence.
At this point, the entire display will begin to slowly blink.
4. Enter the receive frequency and mode of operation.
Set the desired simplex receive (and transmit) frequency using the four fre-
quency select knobs. The selected frequency will appear in the FREQ kHz
display. Next, select the desired operating mode (USB, LSB, AM, TEL SUP
CAR or TEL PLT CAR) by pulling out the PULL MODE knob and rotating it
until the appropriate mode appears in the MODE display.
5. Store the receive frequency and mode of operation.
With the desired simplex frequency and mode being displayed, press the
PGM button once again to store the data. The display will blank for a short
period of time to confirm storage.
6. Store the transmit frequency.
When the display returns, it will be blinking faster with the simplex transmit
frequency displayed (this is the same as the already programmed receive fre-
quency). At this point, the operator have approximately 20 seconds to com-
plete the simplex programming operation. If no changes are made during the
next 20 seconds, the currently displayed transmit frequency will become in-
valid and a receive−only channel have been created. Press the PGM button
once again to store the frequency. As before, the display will blank for a short
period of time to confirm storage. The display will then return to normal with
the new channel data (channel number, mode and simplex frequency) show-
ing.
C. Receive−only
The user programs a frequency for receive and assigns one of the available
operating modes (USB, LSB, TEL SUP CAR or TEL PLT CAR) but does not
program a transmit frequency. The transmitter and power amplifier are locked
out and can not be used when a channel has been programmed for receive−
only operation. Receive−only channels are used to listen to frequency stan-
dards (WWV for example), time, weather, Omega status and geophysical
alert broadcasts to name just a few.
(Cont’d)
4/2.2 O
COLLINS HF 230 PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Operation
(Cont’d)
1. Ensure that the CHAN/FREQ selector is in the CHAN position.
2. Select the desired user channel.
Rotate the left outer channel select knob in either direction until user channel 1
or 40 appears at the right side of the CHAN display. Then use the right outer
channel select knob to select the desired channel number (from 1 to 40) to
program.
3. Initiate program mode.
Press the program (PGM) button once to initiate the programming sequence.
At this point, the entire display will begin to slowly blink.
4. Enter the receive frequency and mode of operation.
Set the desired receive frequency using the four frequency select knobs. The
selected frequency will appear in the FREQ kHz display. Next, select the de-
sired operating mode (USB, LSB, AM, TEL SUP CAR or TEL PLT CAR) by
pulling out the PULL MODE knob and rotating it until the appropriate mode
appears in the MODE display.
5. Store the receive frequency and mode of operation.
With the desired receive frequency and mode being displayed, press the
PGM button once again to store the data. The display will blank for a short
period of time to confirm storage.
6. Terminate the programming sequence.
When the display returns, it will be blinking faster with the simplex transmit
frequency displayed(this is the same as the already programmed receive fre-
quency. At this point, the operator can terminate the programming sequence
in any of the three ways.
a. By momentarily pressing any PTT button.
b. By positioning the CHAN/FREQ selector to FREQ and then back to
CHAN.
c. By waiting for the 20 second timer to run out
(this is the preferred method).
When the programming sequence is terminated, the display will return to nor-
mal with the new channel data (Channel number, mode and receive−only fre-
quency) showing.
4/2.2 O
COLLINS HF 230 PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Operation
WARNING
2.3 FREQUENCY/ Do not tune or transmit on HF system during fueling since fire and/or injury to
CHANNEL TUN- personnel may result.
ING
1. XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . PRESS
− Check to be illuminated.
2. CLAR, clarifier control . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Frequency selection
3. CHAN/FREQ selector . . . . . . . . . . . . . . . . . . . . . . . FREQ
4. Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− The HF will mute when selecting a new frequency. Wait until the HF is
no longer muted before continuing the tuning procedure.
5. PULL MODE knob . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT.
4/2.2 O
COLLINS HF 230 PAGE 5
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Operation
(Cont’d)
5. PULL MODE knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS
REQUIRED
− Pulling out and rotating the PULL MODE knob when one of the 176 ITU
channels is selected cycles the system between TEL SUP CAR and TEL
PLT CAR mode.
− All five of the modes (USB, AM, LSB, TEL SUP CAR and TEL PLT CAR)
are available for use on the user programmable channels. However, if one
of the 40 user programmable channels is selected and the PULL MODE
knob is pulled out and rotated, no mode changes will occur. This is because
the modes for these channels are selected and stored in non−volatile
memory during the programming sequence.
6. PTT (Press To Transmit) button . . . . . . . . . . . . . . . . . . . PRESS
MOMENTARILY
RECEIVE
1. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . ADJUST
− Start with the control at OFF and turn clockwise to improve audio clarity
when receiving slightly “off frequency” USB, LSB or telephone signals.
− Does not affect AM reception, and it is disabled during transmit or when
the control is positioned to OFF.
(Cont’d)
4/2.2 O
COLLINS HF 230 PAGE 6
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Operation
(Cont’d)
3. Squelch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Start with the control at TST and turn clockwise until background noise
is barely audible.
− Do not rotate squelch control too fast. Squelch circuit has a relatively
long time constant and rotating knob knob too far may result in missed
calls on some of the weaker signals.
− Setting the squelch control too far clockwise can result in blocking out
weak signals. The operator will find that there are times (depending on
prevailing conditions) when it will be necessary to maintain satisfactory
reception. This is because of conditions relating to propagation and the
ionosphere that causes the HF receiver to have to operate with a signal
that is subject to considerable fading and which is only marginally
strong (unlike the conventional VHF which normally operates with a
strong line−of−sight, nonfading signal).
4. HF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . READJUST
− Check to be illuminating.
2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
CAUTION
HF transmission disturbs the ADF system.
NOTE
The HF must be returned each time changing to new channel or frequency, be-
fore transmitting.
4/2.2 O
COLLINS HF 230 PAGE 7
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Operation
3. ABNORMAL OPERATION
3.4 EQUIPMENT If the receive (R) or transmit (T) annunciators on the HF control unit start to
MALFUNCTION flash indicates that the receive or transmit (as applicable) frequency data from
the Transceiver does not match that being sent by the HF control unit. An
equipment malfunction is probable and the HF system should be checked by
maintenance personnel.
4/2.2 O
COLLINS HF 230 PAGE 8
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Highlights
0. MODIFICATION STANDARD
DESCRIPTION/OPERATION
4/3.0
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Highlights
4/3.0
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
4/3.1 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
Frequency display
Upper display − Active frequency (ACT).
Lower display − Standby frequency.
NOTE:
With Mod. No. 2938 installed, three decimal digits will be shown.
MEM − Memory frequencies available
TX − Indicates transmitting.
XFR/MEM switch
When switched momentarily to:
XFR − Standby frequency moves to upper displayand
becomes active.
− Former active frequency moves to lower display
and becomes standby.
− A tone will be heard when interchanging the
active/standby frequencies.
A MEM − Steps through the six preprogrammed
frequencies.
A COM CONTROL UNIT − After frequency choice, set XFR/MEM switch to
WITH MEMORY XFR position to activate memory frequency.
COLLINS
A
XFR
C Function selector
T
NORM − Squelch function active.
MEM TX MEM SQ OFF − Squelch function disabled.
SQ
NORM OFF
COM
STO Frequency selector
Large knob − Controls the three left digits
TEST ACT in 1 MHz steps.
Small knob − Controls the two (three) right digits in
50 kHz steps or 25 (8.33) kHz steps for the
first two steps after the direction of rotation
has been reversed.
When selecting XXX.X25 or XXX.X75, only 2 or 7
will be displayed.
Photocell
Controls display brightness.
ACT button
When depressed for more than 2 seconds:
STO button −Standby frequency display goes off.
Frequency selector controls active frequency display.
Select memory cell to program (CH.−) with XFR/ For return to normal:
MEM switch then momentarily press STO button: −Depress for more than 2 seconds.
−Control unit enters Program mode.
−Set up frequency with frequency selector.
−Press STO button to store frequency. TEST button
−XFR/MEM switch for next memory cell (CH.−) When momentarily pressed:
−No activation for 3 sec, returns display to normal. −Control unit enters and displays Diagnostic Fail Code
mode.
−Two tones will be heard.
C0806
(For maintenance purpose).
Fig. 2 VHF COM − controls
4/3.1 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
4/3.1 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
Frequency display.
UPPER − Displays active frequency. When
transmitting, a T is displayed at the
right of the active frequency display.
Lower − Displays standby (SBY) frequency.
NOTE: With Mod. No. 2938 installed, three
decimal digits will be shown.
Photocell.
Controls display brightness.
A COM CONTROL UNIT
Transfer button.
When momentarily pressed:
T
− Standby frequency moves to upper display
and becomes active. Former active frequency
S
B moves to lower display and becomes standby.
Y
When depressed for more than 2 sec:
− Standby frequency display goes off.
Frequency selectors control active frequency
PULL display.
TEST
When pressed again momentarily:
− Standby frequency displayed again and func-
tion back to normal.
Frequency selector.
Large knob − Controls the three left digits
in 1 MHz steps.
PULL TEST knob. Small knob − Controls the two (three) right digits
− When switch is pulled the squelch in 50 kHz steps and in 25 (8.33)
becomes disabled. kHz steps when the knob is pulled
out.
− Knob pushed in the squelch becomes
active again. When selecting XXX.X25 or XXX.X75, only 2 or 7
will be displayed.
A21308
Fig. 2 VHF COM − controls
4/3.1 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
NOTE
Due to fuel tank probe wiring, fuel quantity indica- Audio Integrating System
tion may momentarily change (less than 1% of full
VHF COM
scale indication) when transmitting on COM 2.
Transceiver
Digital Flight Data Recorder
The transmission (PTT button keying) is recorded
on the Digital Flight Data Recorder (DFDR) via the
Flight Data Acquisition Unit (FDAU). The commu-
nication will also be recorded by the Cockpit Voice Cockpit Voice Recorder
Recorder via the Audio Integrating System.
4/3.1 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
Photocell
Controls display brightness.
4/3.1 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
A/P
D
I
S
C
A CONTROL WHEEL
PTT
PTT BUTTON
B HAND MICROPHONE
C B A B C
MIC
COLD
BOOM
NORM/EMER switch.
1 COM 2 COM 3 HF INT
NORM − Control of the COM:s are managed
by the ACP.
MASK
NORM EMER − Bypass of the REU if the audio
system fails.
EMER − Direct connection with the COM by
VOICE
1 NAV 2 MKR 1 ADF 2 PA SPKR
headset and control wheel PTT
button only.
− For L side ACP; COM 1, L control
IDENT
PTT
wheel PTT and L headset.
− For R side ACP; COM 2, R control
wheel PTT and R headset.
− Fixed volume.
4/3.1
PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
OXY BOOM
MASK
BOOM PA
1. 3.
B A A B
2.
A27911
Fig. 4 ACP failure and NORM EMERG switch − oxygen mask use
4/3.1
PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
4/3.1
PAGE 5
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Description
4/3.1
PAGE 6
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The VHF COM systems are switched ON/OFF by ESS (COM 1) and R AVI-
ON (COM 2) switches.
2.2 VHF COM SYS- 1. TEST button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND
TEM TEST HOLD.
4/3.2 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
− Momentarily press switch to XFR, will make chosen memory frequency ac-
tive.
Receiving
3. COM volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check a T to appear right of active frequency.
4. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− After message.
NOTE
For Collins Pro Line II VHF COM:
If transmitting on one COM with a frequency separation of 6.4 MHz or less be-
tween the two COMs, the other COM will be blocked out from receiving.
4/3.2 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
3. ABNORMAL OPERATION
− A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3. NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
4. Communication lost.
5. End of procedure.
Communication re−established
3. If headsets failed use handmicrophones and loudspeakers.
4. End of procedure.
2. End of procedure.
4/3.2 C
COLLINS PRO LINE II PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
4/3.2 C
COLLINS PRO LINE II PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The VHF COM systems are switched ON/OFF by ESS (COM 1) and R
AVION (COM 2) switches.
− After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check a T to appear right of active frequency.
3. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
− After message.
NOTE
For King VHF COM:
If transmitting on one COM with a frequency separation of 12.8 MHz or less
between the two COMs, the other COM will be blocked out from receiving.
4/3.2 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
3. ABNORMAL OPERATION
− A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3. NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
4. Communication lost.
5. End of procedure.
Communication re−established
3. If headsets failed use handmicrophones and loudspeakers.
4. End of procedure.
2. End of procedure.
4/3.2 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The VHF COM systems are switched ON/OFF by ESS (COM 1) and R AVI-
ON (COM 2) switches.
− No activity for 20 seconds will also return control unit to normal display.
4/3.2 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
− After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRESS.
− Check a T to appear right of active frequency.
(Cont’d)
4/3.2 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
(Cont’d)
5. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
− After message.
NOTE
For King VHF COM:
If transmitting on one COM with a frequency separation of 12.8 MHz or less be-
tween the two COMs, the other COM will be blocked out from receiving.
4/3.2 KO
KING MEMORY PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Operation
3. ABNORMAL OPERATION
− A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3. NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
4. Communication lost.
5. End of procedure.
Communication re−established
3. If headsets failed use handmicrophones and loudspeakers.
4. End of procedure.
2. End of procedure.
4/3.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
The Passenger Address (PA) and Interphone are The similar type of interphones is used in cockpit
two combined systems, utilizing the same amplifier and cabin. The handset is provided with noise can-
unit (PA amplifier) located in the avionics rack. celling microphone. There are three buttonlights on
top of the cradle, PA, CALL and EMER. The upper
The PA system provides the passengers with cabin
half of the buttonlight is lit to identify the function.
attendant call buttons which gives a HI chime tone
The lower half of the buttonlight will come on to indi-
in the cabin loudspeaker system for attention.
cate the function in use. The amplifiers for the inter-
The HI chime tone will also be heard as soon as phone system are located in the cradles. The cabin
”NO SMOKING” or ”SEAT BELT” signs are oper- interphone is protected against inadvertent use,
ated on/off. therefore the handset must be released before se-
For boarding music etc., an entertainment system lecting a buttonlight.
can easily be connected to the PA system. 2.3 Loudspeakers
The Interphone system provides communication via
There are six loudspeakers in the cabin evenly dis-
two interphones, between cockpit and cabin crew
tributed above the passenger seats and one in the
and also for giving messages to the passengers.
lavatory area.
There are also three lights PA, CALL and EMER,
which together with HI−LOW chime tone, alerts the
cockpit/cabin crews about any calls.
The Interphone gives the following communications:
− Cockpit to passenger.
− Cockpit to cabin attendant.
− Cabin attendant to cockpit.
− Cabin attendant to passenger.
The PA system has the following functions:
− Cabin attendant call buttons.
− NO SMOKING/ SEAT BELT signs.
− Loudspeakers for distribution of messages.
− Boarding music/entertainment systems.
2.1 PA AMPLIFIER
4/4.1 S1
A/C 160−379 PAGE 1
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
CALL/EMER
BOOM PA
COCKPIT INTERPHONE
CABIN INTERPHONE
AUDIO
Cockpit voice
PA CALL EMER
recorder
AUDIO
OFF
HI chime
Cabin call
Passenger call
Attendant panel Lavatory call buttons NOTE
* NO SMOKING or
CKPT STERILE if
mod. no. 2070
installed
A16551
4/4.1 S1
A/C 160−379 PAGE 2
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
A
B
Cabin PA volume.
IDENT
PTT Only when PA selected in cockpit or cabin:
Messages given to the passenger from cockpit
crew or cabin attendant can be listened to by
increasing the PA volume.
A14872
Fig. 2 Cabin sign and audio control panel − controls and lights
4/4.1 S1
A/C 160−379 PAGE 3
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
A
Call buttonlights.
PA − Select to give passenger messages.
CALL − Select to call cabin attendant.
EMER − Select to give emergency call to cabin
attendant.
The selected CALL or EMER buttonlight comes
on together with HI−LOW chime when cockpit
crew;s called by cabin attendant.
PA buttonlight comes on without chime when
cabin crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in B CABIN INTERPHONE BUTTON (L/P, R/P)
green, EMER in red and flashing.
PA CALL EMRG
Interphone button when headset in use.
Calls to cabin:
− Select a buttonlight on the cockpit interphone.
− Press the cabin interphone button and give
message in headset microphone.
− After message, release cabin interphone button
Handset release.
which also resets the cockpit interphone button−
Pull the lever to release lights.
handset.
Calls from cabin:
Press to − Press the cabin interphone button to answer
talk button message.
− After message, release cabin interphone button.
A16559
Fig. 3 Cockpit interphone and PA buttons − controls
4/4.1 S1
A/C 160−379 PAGE 4
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
A A
A PILOT’S JACK PANEL
A16558
Fig. 4 PA calls with oxygen mask and using the PA button
4/4.1 S1
A/C 160−379 PAGE 5
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
PA (green).
CALL (green).
PA CALL EMRG
Call buttonlights.
PA − Select to give passenger messages.
CALL − Select to call cockpit.
EMRG − Select to emergency call cockpit.
The selected CALL or EMER buttonlight comes
on together with HI−LOW chime when cabin
attendant is called by cockpit crew.
PA buttonlight comes on without chime when
cockpit crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in
green, EMER in red and flashing.
The interphone is protected against inadvertent
use, therefore the handset must be released
before selecting a buttonlight.
Handset release.
Press to talk button.
Pull the lever to release handset.
A14991
4/4.1 S1
A/C 160−379 PAGE 6
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
IF TAWS INSTALLED
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−12 PA L
Passenger cabin attendant call . . . . . . . . . . . . . . . UTILITY BUS L−25, L−27 CABIN READ L
CABIN READ R
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L−11 AUDIO TAWS
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R ESS BUS* L−13 BOARD MUSIC
* Supplied by the R INV BUS if the boarding music is AC powered.
4/4.1 S1
A/C 160−379 PAGE 7
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
4/4.1 S1
A/C 160−379 PAGE 8
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
The Passenger Address (PA) and Interphone are The similar type of interphones is used in cockpit
two combined systems, utilizing the same amplifier and cabin. The handset is provided with noise can-
unit (PA amplifier) located in the avionics rack. celling microphone. There are three buttonlights on
top of the cradle, PA, CALL and EMER. The upper
The PA system provides the passengers with cabin
half of the buttonlight is lit to identify the function.
attendant call buttons which gives a HI chime tone
The lower half of the buttonlight will come on to indi-
in the cabin loudspeaker system for attention.
cate the function in use. The amplifiers for the inter-
The HI chime tone will also be heard as soon as phone system are located in the cradles. The cabin
”NO SMOKING” or ”SEAT BELT” signs are oper- interphone is protected against inadvertent use,
ated on/off. therefore the handset must be released before se-
For boarding music etc., an entertainment system lecting a buttonlight.
can easily be connected to the PA system. 2.3 Loudspeakers
The Interphone system provides communication via
There are eleven loudspeakers in the cabin evenly
two interphones, between cockpit and cabin crew
distributed above the passenger seats and one in
and also for giving messages to the passengers.
the lavatory area.
There are also three lights PA, CALL and EMER,
which together with HI−LOW chime tone, alerts the
cockpit/cabin crews about any calls.
The Interphone gives the following communications:
− Cockpit to passenger.
− Cockpit to cabin attendant.
− Cabin attendant to cockpit.
− Cabin attendant to passenger.
The PA system has the following functions:
− Cabin attendant call buttons.
− NO SMOKING/ SEAT BELT signs.
− Loudspeakers for distribution of messages.
− Boarding music/entertainment systems.
2.1 PA AMPLIFIER
4/4.1 S2
A/C 380−up PAGE 1
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
CABIN SIGN PANEL PILOTS L/R JACK PANEL
OXY BOOM
EMER MASK
CALL
CALL/EMER
BOOM PA
COCKPIT INTERPHONE
Oxygen mask
Digital
Remote Audio/chime
electric unit Cockpit
speakers
REU
PA/CALL/EMER
CABIN INTERPHONE
AUDIO Cockpit
CALL/EMER HI/LO chime voice
recorder
CABIN SIGN PANEL * PA amplifier Audio/chime
SEAT NO
PA/CALL/EMER
OFF
HI chime
Cabin call
Passenger call
Attendant panel Lavatory call buttons NOTE
* NO SMOKING or
CKPT STERILE if
mod. no. 2070
installed
A34012
4/4.1 S2
A/C 380--up PAGE 2
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
A
B
IDENT
Cabin PA volume.
PTT Only when PA selected in cockpit or cabin:
Messages given to the passanger from cockpit
crew or cabin attendant can be listened to by
increasing the PA volume.
A14872
Fig. 2 Cabin sign and audio control panel -- controls and lights
4/4.1 S2
A/C 380--up PAGE 3
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
Interphone panel
Emergency calls are identified by triple
HI--LOW chimes and the red EMER but-
ton on the Interphone panel comes on.
Flight deck calls are identified by single Push To Talk button
HI--LOW chime and the green CALL but-
ton on the Interphone panel comes on. Only needed for PA calls.
A14854
4/4.1 S2
A/C 380--up PAGE 4
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
A A
A PILOT’S JACK PANEL
A16558
4/4.1 S2
A/C 380--up PAGE 5
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
A CABIN INTERPHONE
Call buttons
EMG -- Emergency call to flight deck
PA -- Passenger calls
FLT -- Flight deck call
A14853
4/4.1 S2
A/C 380--up PAGE 6
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
C/A PANEL
PA (green).
CALL (green).
A16564
4/4.1 S2
A/C 380--up PAGE 7
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
IF TAWS INSTALLED:
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E--12 PA L
Passenger cabin attendant call . . . . . . . . . . . . . . . UTILITY BUS L--25, L--27 CABIN READ L
CABIN READ R
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L--11 AUDIO TAWS
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R ESS BUS* L--13 BOARD MUSIC
* Supplied by the R INV BUS if the boarding music is AC powered.
4/4.1 S2
A/C 380--up PAGE 8
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
4. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
4/4.2 S1
A/C 160−379 PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
(Cont’d)
After message:
3. CABIN interphone button . . . . . . . . . . . . . . . . . . . . RELEASE
2.3 CALLS FROM Cabin attendant announcements to the passengers is indicated by the PA
CABIN button light coming on, and can be listened to via the PA volume lever (ACP).
Answer cabin attendant calls:
Via cockpit interphone
1. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
− The selected button light goes out indicating the interphone is reset
when the cabin attendant replaces the cabin handset.
(Cont’d)
4/4.2 S1
A/C 160−379 PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
(Cont’d)
Via oxygen mask microphone
1. Oxygen mask PA button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
2. PA button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The selected button light goes out indicating the interphone
is reset when the cabin attendant replaces the cabin handset.
4. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
4/4.2 S1
A/C 160−379 PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
2.5 CALLS FROM Cockpit announcement to the passengers are indicated by the PA buttonlight
COCKPIT comes on.
− The selected buttonlight goes off indicating the interphone is reset when
the cockpit handset/interphone button is replaced/reset.
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
3. ABNORMAL OPERATION
It is recommended that the individual operator develop alternative procedures for normal operation in
case of interphone system failure.
2. End of procedure.
4/4.2 S1
A/C 160−379 PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
4/4.2 S2
A/C 380−up PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
(Cont’d)
After message:
4. CAB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
2.3 CALLS FROM Cabin attendant announcements to the passengers is indicated by the PA
CABIN button light coming on, and can be listened to via the PA volume lever (ACP).
Answer cabin attendant calls:
Via cockpit interphone
2. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
3. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected button light goes off indicating the interphone is reset when
the cabin attendant replaces the cabin handset.
Via headset (with or without oxygen mask)
4/4.2 S2
A/C 380−up PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
(Cont’d)
− Make announcement.
After message:
4. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
2.5 CALLS FROM Cockpit announcement to the passengers are indicated by the PA buttonlight
COCKPIT comes on.
3. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected buttonlight goes out indicating the interphone system is reset
first when the cockpit handset/interphone button is replaced/reset.
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
4/4.2 S2
A/C 380−up PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
3. ABNORMAL OPERATION
It is recommended that the individual operator develop alternative procedures for normal operation in
case of interphone system failure.
4/4.2 S2
A/C 380−up PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
ACARS is an abbreviation for ARINC communica- The Control display panel provides the aircrew in-
tion and reporting system. The system is designed terface with ACARS. The touch sensitive display
to reduce the requirement of voice communications screen provides Keypads, Alphabetic and Numeric
by reporting automatically the arrival and departure Keyboards to allow entering of the text portions of
times of the aircraft and other operational flight the departure/arrival reports, ETA reports, company
data. The system uses an assigned VHF airborne messages etc. The display screen is covered with
frequency to transmit and receive data from a an infrared touch−matrix for data input. The touch is
ground station that is similarly equipped. detected as a breach in the infrared matrix and is
activated until the breach (finger, pen etc.) is no
The system provides current up−to−date informa-
longer present.
tion to the aircrew without increasing the workload
of voice communication systems. The ACARS al- The infrared touch technology always permits op-
lows the aircrew to send information such as depar- eration even in direct sunlight and at all touch
ture time, arrival time, fuel status, and flight delay angles.
information to the airline command center. In es-
The display supplies both bit mapped graphics and
sence, the ACARS system provides an information
text with a text range from 14 lines with 24 columns,
service to the aircrew and the airline command
to 24 lines with 40 columns.
while still maintaining a manageable workload for
the aircrew. Other benefits of ACARS include 2.4 Printer
ground monitoring of aircraft engines and other pa-
rameters, more efficient exchange of information The printer provides a hard copy printout of data,
concerning arrival and connecting flights, reduction collected by the Management unit. Data that will be
of multiple frequency changes in the aircraft, and a printed includes upbrushed printer messages and
more reliable aircraft selective calling system. data entered into the Control display panel not
queued for transmission. Upbrushed messages
2. MAIN COMPONENTS AND SUBSYSTEMS could include weather reports, dispatch information
etc.
2.1 ACARS system
4/5.1
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
2.5 ACARS ground facilities The ARINC Electronics Switching Systems (ESS)
network provides VHF radio coverage to enroute
The ACARS ground stations consist of an ARINC
aircraft and terminal coverage at more than 150
central computer, a switching network system and
airports in North America. The network covers all of
a VHF com radio station. Individual Airline computer
the United States, some US possessions, and por-
systems are commuting with the ARINC central
tions of Mexico and Canada.
computer through the switching network. Fig. 2.
VHF
TRANSCEIVER
ACARS AIRCRAFT
MANAGEMENT FDAU SYSTEMS
UNIT AND
CONTROL
DISPLAY SENSORS
PANEL
PRINTER
4/5.1
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
VHF COM
CONTROL
DISPLAY MANAGEMENT
UNIT
ARINC
AIRLINE COMPUTER VHF RADIO
SITE
AIRLINE COMPUTER
AIRLINE COMPUTER
ARINC
VHF RADIO
SITE
ESS GROUN
NET- D
WORK STATION
WIRE LINE
ARINC GROUN
CENTRAL COMPUT- D
A9870 ER STATION
4/5.1
PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
Collins
D
Ambient Light sensor.
A
T
A
L
I
N
K
A9866
4/5.1
PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
Collins
D
A Select / User Function page keypads 2/2
T
A
L
Label Function Performed
I Same as above.
N
K
A9867
4/5.1
PAGE 5
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
Alphabetic keyboard
TEMPERATURE KEYS
NAVIGATIONAL KEYS NUMERIC KEYS
Collins
D
A
T MISCELLANEOUS &
A SPECIAL KEYS
L
I
N
K Numeric keyboard
4/5.1
PAGE 6
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
4/5.1
PAGE 7
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
Normal power
VHF COM 3 . . . . . . . . . . . . . . . . . . . R MAIN BUS L−14 VHF COM3
ACARS . . . . . . . . . . . . . . . . . . . . . . . R INV BUS 115 VAC N−18 ACARS PWR
Back−up power
ACARS . . . . . . . . . . . . . . . . . . . . . . . R HOT BAT BUS N−19 ACARS BACK UP
With Mod No 2544 installed, the power supply for ACARS COM3 and Inverter is changed.
The VHF COM3 power supply is changed to R BAT BUS. The Inverter power supply is changed to
L and R BAT BUS respectively
4/5.1
PAGE 8
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− ACARS will be powered with one generator on Line or with external power
available.
− During engine start, ACARS is power supplied from R HOT BAT BUS to
assure the engine trend monitoring.
NOTE
With Mod No 2544 installed, the power supply for ACARS COM3 and
Inverter is changed so that the ACARS can be used on battery power.
2.3 CONTROL Keep the display area clean form foreign objects which otherwise could cause
DISPLAY inadvertent keying.
PANEL
2.4 PRINTER; A time-out of 1.7 minutes starts when a break occurs in a transmitted message
MESSAGE from the MU to the printer. The printer transmits the status condition ”Printer
TRANSFER Ready” and prints ”Message incomplete” if the transmitted message does not
BREAKS resume within 1.7 minutes.
2.5 ACARS For ACARS operation instruction see COLLINS INSTRUCTION/PILOTs GUIDE.
OPERATION
4/5.2
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Operation
3. ABNORMAL OPERATION
3. INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/SELECT
THE OTHER.
4. End of procedure.
4/5.2
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Description
The Bendix/King KTR 909B UHF communication The transmitting and receiving is through a com-
system is a two−way voice communication system. bined VHF/UHF antenna mounted on the bottom of
It is amplitude modulated in the 225.000 to 399.975 the aircraft.
MHz frequency range with 25 kHz frequency spac-
ing.
System utilization is through the Audio Integrating Antenna
System.
4/6.1 O
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Description
Transmit annunciation.
4/6.1 O
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Description
A/P
D
I
S
C
A CONTROL WHEEL
PTT
PTT BUTTON
B HAND MICROPHONE
C B A B C
MIC
COLD
1 COM 2 COM 3 HF INT BOOM
EMER
1 NAV 2 MKR 1 ADF 2 PA SPKR
UHF Volume control lever.
VOICE
IDENT
PTT
PTT button.
− Press To Transmit.
A28635
4/6.1 O
PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Description
4/6.1 O
PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− Rotating the volume knob clockwise out of the OFF detent position applies
power to the UHF.
− Received audio volume is controlled by rotating the
knob clockwise to increase the volume and
counter clockwise to decrease the volume.
2.2 UHF COM 1. PUSH TONE button (COM control unit) . . . . . . . . . . . . PRESS AND HOLD
SYSTEM TEST
− Pressing this button modulates the signal with a 1 KHz tone. This verifies
the operation of the transmitter and the audio system (this feature is dis-
abled in the BOTH mode).
− Press and release the volume knob to remove automatic squelch. To place
the radio back in automatic squelch, momentarily press the volume knob.
4/6.2 O
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Operation
(Cont’d)
NOTE
When the receiver is in the BOTH mode, the Guard (GD) and Main (MN) annun-
ciators come on.
If the guard channel is selected in preset mode or the guard frequency is se-
lected in manual mode, it is not possible to select the BOTH mode.
− Momentarily press the MODE button until the frequency display begins to
flash.
4. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Momentarily press the PUSH TONE button to designate the displayed fre-
quency as the transmit frequency.
6. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Rotate the frequency selector knobs to select the desired receive frequen-
cy. The display now indicates the desired receive frequency.
To program another channel, momentarily press the CHAN button until the
top display is flashing. Rotate the knobs to select the desired channel number.
(Cont’d)
4/6.2 O
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Operation
(Cont’d)
7. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the CHAN button to exit the program mode (or wait for
20 seconds).
2.6 REMOVING 1. CHAN button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
PRESET CHAN-
NELS − Press and hold (about two seconds) the CHAN button until the top display
line contains either the letter “P” followed by the channel number, or “GdP”
for the Guard channel.
2. Channel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN
− Momentarily press the MODE button until the frequency display begins to
flash.
4. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Rotate the frequency selector knobs to change the MHz portion of the fre-
quency to 225 or 399. Decrement one step from 225 or increment one step
from 399 and the display will show dashes in the frequency display.
5. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the CHAN button to remove the channel as a preset and
exit the program mode.
NOTE
Selecting a new channel number will also remove the channel as a preset.
2.7 PRESET The CHAN button is used to toggle the radio between manual and preset
CHANNEL SE- channel selection. To select a preset or guard frequency:
LECTION
1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the CHAN button until the channel number display (top
line) displays either “CH” followed by a number or “Gd”.
2. Channel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN
− Turn either knob to cycle through the available channels. Only pro-
grammed channels will be displayed. The Guard channel is located be-
tween the highest and lowest numbered programmed frequencies.
4/6.2 O
PAGE 3
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Operation
2.8 MANUAL The CHAN button is used to toggle the radio between manual and preset
FREQUENCY channel selection. When a frequency is selected manually, semi−duplex op-
SELECTION eration is not available. To enter a frequency manually:
− Momentarily press the CHAN button until the channel number display (top
line) goes blank.
2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
CAUTION
Do not transmit for more than 90 seconds. If the transmitter is active for more
than 90 seconds, a transmit timeout error occurs.
4/6.2 O
PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Operation
3. ABNORMAL OPERATION
2. Channel/Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETUNE.
4. ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
5. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
6. End of procedure.
2. End of procedure.
3.3 TRANSMIT If the transmitter is active for more than 90 seconds, a transmit timeout error
TIMEOUT occurs. This is indicated by the flashing of every illuminated segment of the
display.
The transmitter will go inactive until the fault is found or an interruption in the
DC power supply occurs. In most cases, this is caused by the microphone
PTT button being stuck or a transmission in excess of 90 seconds.
− When the CHAN and MODE buttons are simultaneously pressed and held,
the display shows software version and revision along with any currently
present faults.
(Cont’d)
4/6.2 O
PAGE 5
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Operation
(Cont’d)
2. Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− The fault display shall be shown on the right side of the bottom row of the
display. It shall be made up of the alphabetic character “F” and a number as
shown below:
CODE FAULT
0 None
1 Internal processor communications error
2 Non violate memory error
4 Synthesizer lock error
8 Not used
3. End of procedure.
4/6.2 O
PAGE 6
Apr 01/15
Aircraft Operations Manual ELECTRICAL
CONTENTS
Electrical
5 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual ELECTRICAL
5 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 1
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
In case of fire handle is pulled, the corresponding perature of 71C, thereby disconnecting the battery
generator is de−energized by its GCU and discon- from its GEN BUS and the START BUS, indicated
nected from the GEN BUS. by a BAT HOT light on the overhead panel. In an
emergency situation the 71C thermal switch can
After any fault causing a GCU to isolate the af-
be overridden by setting the battery switch to
fected generator, the field relay can be reset by
OVRD position to assure battery supply to the GEN
cycling the respective GEN switch in RESET posi-
BUS.
tion.
NOTE One thermal sensor is located on each battery to
measure the battery temperature, which is shown
Applicable without mod 2533 installed.
on the temperature indicator on the overhead panel.
The GCU can not detect DC generator voltage
The indicator is shared with the fuel temperature
low (generator not charging) and subsequently
indication by means of a selector switch.
not disconnect a non−charging generator. Also
see Abnormal Procedures DC voltage low. To improve ventilation on ground, a fan is installed
in each battery compartment. The fan is controlled
NOTE by the nose landing gear locked down switch when
Applicable with mod 2533 installed. airborne ram air is used for ventilation.
The GCU will detect DC generator voltage
low situation and subsequently disconnect a non− 2.5 Power Distribution Unit (PDU)
charging generator. A left and a right power distribution unit controls all
primary switching of the different power sources
2.3 External power
which might be connected to the aircraft buses. The
An external power receptacle on the right hand aft following relays are installed in the distribution units:
fuselage wing fairing, allows the aircraft to be sup-
L/R Generator Relay (GR)
plied on ground with 28 V DC power from a ground
power unit. When the generator relay is closed, the starter/gen-
erator powers the GEN BUS. The following condi-
A status light on the overhead panel indicates when
tions must be met for the generator relay to close:
external power is available.
− External power relay open.
2.4 Batteries − Engine start completed.
− Generator field current reset.
There are two 24 V/43 ampere−hours nickel−cad-
mium batteries which are installed in the left and External Power Overvoltage Relay (right PDU)
right wing fairings.
An overvoltage protection relay will open the exter-
With battery power only, each battery supplies pow- nal power relay or not allow it to close if external
er to its respective HOT BAT BUS and BAT BUS power voltage should exceed 31 volt.
via GEN BUS. A number of other buses are then
External Power Relay (EPR) (right PDU)
powered from the BAT BUS, see Fig. 2.
When the external power relay is closed, the exter-
When using the batteries for engine start, they will
nal power unit powers the DC buses via the START
be connected in series with the Series/Parallel relay
BUS.
and thereby supplying 48 V DC to the starter/gener-
ator. The L GEN BUS is powered via the de−energized
series/parallel relay and the R GEN BUS via the
Two thermal switches are installed on each battery
closed bus tie relay.
to provide overheat protection. The first thermal
switch closes at 57C so that a NO BAT START The following condition must be met for the external
light on the overhead panel comes on, indicating power relay to close:
that the batteries should not be used for engine − EXT PWR switch on overhead panel in ON posi-
starting. A second thermal switch closes at a tem- tion.
5.1
PAGE 2
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
− External power available. The batteries will be charged from respective GEN
− External power overvoltage relay not energized. BUS when at least one generator is on line.
The EXT PWR switch is provided with an electro- L/R Start Relay
magnetic hold function which will hold the switch
When the start relay is closed, the starter/generator
lever in ON position when external power is
receives power from the START BUS.
switched ON. The EXT PWR switch will also auto-
matically be de−energized and retarded to OFF During a battery start, the start relay is controlled by
position if the external power voltage drops below the series/parallel relay connecting the two batteries
approximately 10 V. The EXT PWR relay de−ener- in series.
gizes and the batteries will be connected if the The start relay closes when the start switch is in ON
BAT−switches are ON. position. The relay has a hold function and will re-
Applicable to a/c without Mod. 2617 main closed when the start switch is released. The
relay will open at 55% Ng controlled by the GCU.
During the first part of the engine start sequence
while the start switch is held in start position, the Series/Parallel Relay
EXT PWR switch will retard to OFF if the external When the series/parallel relay is in de−energized
power voltage should drop below approximately 7V. position, the START BUS is connected to the L
The start sequence will continue on batteries. Dur- GEN BUS. When energized, the L GEN BUS is
ing the remaining part of the start sequence when separated from the START BUS.
the start switch is released, the drop out voltage is
approximately 10 V. If now dropping below that val- This relay is slaved to the battery bus relay and is
ue the start sequence will be interrupted. energized during a battery engine start which will
connect the batteries in series giving 48 V for start.
Applicable to a/c with Mod. 2617
L HOT BAT BUS Relay
If EXT PWR should drop off line while the Start
Switch is being held in the START position or any- When the HOT BAT BUS relay is de−energized, it
time during a start−up, there will be loss of electrical connects the left battery to the L HOT BAT BUS.
power. The only busses that will be powered are LH This relay is energized during engine battery start,
and RH Hot Battery Busses and Emergency Battery and connects the L HOT BAT BUS to the R GEN
Bus until the Start Switch is released (during motor- BUS (right battery).
ing or motoring start) or the Condition Lever is
moved to Fuel Off (during a start−up). Bus Tie Relay (left PDU)
When the bus tie relay is closed, it connects the two
L/R Battery Relay
generator buses. This is done for three reasons:
When the battery relays are closed, the left battery
− To supply both L and R GEN BUS when external
is connected to the START BUS and the right bat-
power is on.
tery is connected to the R GEN BUS.
− To enable power supply to both L and R GEN
The following conditions must be met for a battery BUS from only one generator.,
relay to close: − To connect the two main batteries.
− L/R BAT switch on overhead panel in ON posi- The bus tie relay function is controlled by a BUS
tion. TIE switch and monitored by a BUS TIE CONN
− EXT PWR switch off. light, both located on the overhead panel.
− Battery temperature below 71C
The bus tie relay is closed when the BUS TIE
or switch is in CONN position or in AUTO position with
− Battery switch in OVRD positions (for emergency one or both generators failed or with only batteries
use only). ON. It is open if the BUS TIE switch is in SPLIT
5.1
PAGE 3
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
position or in AUTO position with both generators RCCB will close and supply power to the UTILITY
on line. BUS provided both generators are on line or exter-
nal power is switched on.
L/R MAIN START BUS relay
The respective BAT BUS supplies the L/R MAIN
When a MAIN START BUS relay is closed, it con-
START BUS via its main start bus relay and L/R
nects the MAIN START BUS to its BAT BUS.
ESS BUS via its ESS BUS relay. The ESS BUS
To close a MAIN START BUS relay, the respective relays are open during engine start.
generator relay or the external power relay must be
The L/R MAIN START BUS supplies its respective
closed.
AVIONIC START BUS when the L/R AVION switch
L/R MAIN BUS relay is ON.
When a MAIN BUS relay is closed, it connects the When the ESS AVION switch is ON the ESS
MAIN BUS to the GEN BUS. AVIONIC BUS is supplied from the L ESS BUS and
To close a MAIN BUS relay the following conditions the EMER AVIONIC BUS from the EMERGENCY
must be met: BUS.
− The corresponding BAT BUS powered. 2.7 Emergency power supply
− The corresponding MAIN START BUS relay
closed. Emergency power is supplied by the emergency
power supply unit which contains the emergency
− No engine starting in progress.
battery and a battery heater. The battery is a 24 V/5
Overcurrent relay ampere−hours lead−acid battery. The battery heater
To protect the main distribution system in case of a will be activated automatically in cold temperatures.
short circuit, there is a bus tie overcurrent relay The heater warms up the battery for best battery
installed. efficiency.
Should the current over the relay exceed 800 am- When the L BAT BUS is powered from generator or
pere the overcurrent relay trips, causing the bus tie external power, the emergency battery is charged
relay to open. from this bus. The emergency battery begins to
supply power to the EMERGENCY BUS when the L
Manual reset of the overcurrent relay can be done BAT BUS voltage goes below 24 V.
by the RESET BUS TIE pushbutton (K−1) on the
forward part of left pilot’s circuit breaker panel. If the emergency battery voltage drops below 24 V,
the EMER PWR light on the overhead panel comes
Automatic override of the bus tie overcurrent on. This light also comes on if the EMERGENCY
protection is performed during an engine start. BUS is not powered, provide the warning electronic
2.6 DC Buses unit (WEU) is powered.
Remote Controlled Circuit Breakers (RCCB) are 2.8 DC/AC inverter system
used to switch high current and are controlled either
Applicable with a main and a standby inverter
by a switch or by an electric bus via a small current
installed
CB. The RCCB will open for an overcurrent. The
respective GEN BUS supplies power to its respec- There are two 400 Hz inverters, one main inverter
tive BAT BUS and to respective MAIN BUS via the and one standby inverter. With the MAIN INV 115V
MAIN BUS relay. The respective MAIN BUS sup- 26V switch in ON and the 26V inverter switch in
plies its AVIONIC BUS visa a RCCB. The RCCB MAIN INV, the main inverter supplies power to:
will close when respective AVIONIC switch is set to − L and R INV BUS 115V AC
ON provided the respective MAIN BUS is powered. − L and R INV BUS 26V AC
The R MAIN BUS also supplies the UTILITY BUS If the DC supply from the L MAIN BUS to the main
via a RCCB. If the R MAIN BUS is powered the inverter is interrupted, or the main inverter fails, the
5.1
PAGE 4
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
MAIN INV light on the overhead panel comes on. In variable between 460 to 600 Hz due to variations in
this case, the standby inverter can be selected by propeller rpm. There is one AC generator installed
placing the 26V inverter switch to STBY INV. The on each propeller gearbox and it is cooled by ram
standby inverter will then supply the L and R INV air during flight and by an integral fan on the
BUS 26V AC from the R MAIN BUS. The L and R ground.
INV BUS 115V AC will however remain powerless.
The generator drive shaft has a shear point which
Applicable with two main inverters installed will separate the generator drive shaft from the ac-
cessory drive gear in case of high mechanical over-
The a/c is provided with two main inverters 115
loading.
V/26 V 400 Hz.
Each generator is connected to the respective L/R
By selecting INVERTER 1 or 2, anyone of the two
AC GEN BUS through an AC generator relay and
inverters will supply power to:
controlled by a control unit. The control unit regu-
− L and R INV BUS 115 V AC; lates the voltage to 115V and also provides fault
− L and R INV BUS 26 V AC. protection.
If the DC supply to the selected operation inverter is Either of the two generator relays automatically ties
interrupted or if the inverter fails, the INVERTER the two generator busses together when one gener-
light on the overhead panel comes on. In this case ator is inoperative, or manually by means of the L/R
select the other inverter. AC GEN switches on the overhead panel.
With Mod No 2544 installed (power supply changed If a generator fails or disconnects from the L/R AC
for ACARS COM3 and the inverters). The power GEN BUS due to too low propeller rpm, it’s AC
supply for the inverters are changed from L and R GEN light on the overhead panel comes on. The
MAIN BUS to L and R BAT BUS. The selected in- generator automatically resets when the propeller
verter might trip during engine battery start due to rpm increases again and the AC GEN light goes
battery voltage drop and must be reset after engine out.
start if tripped.
5.1
PAGE 5
Jun 01/17
A31859
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
Fig. 1
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
Jun 01/17
field control and field control and
power
fault detection fault detection
6
R battery
− ALL switches OFF.
ELECTRICAL
Description
A31860
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
Fig. 2
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
Jun 01/17
field control and field control and
power
fault detection fault detection
7
R battery
− L and R BAT switches ON.
− ESS AVION switch ON.
ELECTRICAL
Description
A31861
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
Fig. 3
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
Jun 01/17
field control and field control and
power
fault detection fault detection
8
R battery
− EXT PWR switch ON.
− ESS, L and R AVION switches ON.
− L and R BAT switches OFF.
ELECTRICAL
Description
A31862
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
Fig. 4
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
Jun 01/17
field control and field control and
power
fault detection fault detection
9
R battery
− Both generators on line.
− All switches ON (EXT PWR OFF).
ELECTRICAL
Description
A31863
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
Fig. 5
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
Jun 01/17
field control and field control and
power
fault detection fault detection
10
R battery
− One generator on line.
− All switches ON (EXT PWR OFF).
ELECTRICAL
Description
A31864
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
Fig. 6
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
Jun 01/17
field control and field control and
power
fault detection fault detection
11
R battery
− Engine start on batteries.
− ESS AVION switch ON.
ELECTRICAL
Description
A31865
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
Fig. 7
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
Jun 01/17
field control and field control and
power
fault detection fault detection
12
R battery
− Engine start on external power.
− L and R BAT switch ON.
− ESS AVION switch ON.
ELECTRICAL
Description
A31866
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
Fig. 8
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
Jun 01/17
field control and field control and
power
fault detection fault detection
13
R battery
− Second engine start on crosside generator and battery power.
− ESS AVION switch ON.
ELECTRICAL
Description
Aircraft Operations Manual ELECTRICAL
Description
MAIN INV
115V 26V Inverter
1
ON
Inverter
2
OFF
L MAIN R MAIN
BUS BUS
1 OFF 2
Inverter OK signal
Inverter Inverter
1 2
Inverter ON signal
L MAIN R MAIN
BUS BUS
5.1
PAGE 14
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
A12678
5.1
PAGE 15
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
DC POWER
5.1
PAGE 16
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
− Emergency battery charging (JET PACK). − Fuel used indication (if installed).
− Cabin pressurization control. − Outflow valve auto dump on ground.
− Cabin pressure emergency dumping. − R pilot audio.
− L pilot audio. − Lavatory and cargo smoke detection.
− P/A amplifier and handsets. − Flap indication.
− Avionic compartment smoke detection. − Stby trim indicator backup power.
− Flap control. − Stby pitch and stby roll trim backup power.
− Stby trim indicator main power. − Main trim indicator.
− Stby pitch and stby roll trim main power. − Main roll and main pitch trim.
− Pitch/roll disconnect. − Yaw trim.
− L stby fuel pump, power and control. − Pitch trim synchronization.
− L main fuel pressure control and indication. − Rudder limiter override.
− L fuel shutoff valve. − R stby fuel pump, power and control.
− L windshield wiper. − R main fuel pressure control and indication.
− Cockpit voice recorder. − R fuel shutoff valve.
− Landing gear extension and retraction. − R landing gear emergency extension.
− L landing gear emergency extension. − Landing gear relays.
− Nose wheel steering. − Navigation lights, one bulb each position.
− Taxi light. − Map lighting.
− Rotating/flashing beacons. − Flood lighting, right.
− Pilot reading lights. − Cabin signs.
− Flood lighting, left and center. − R engine autoignition.
− L engine autoignition. − R engine speed (Ng).
− L engine GCU. − R engine GCU.
− L engine start control. − R engine start control.
− L engine speed (Ng). − R engine temp (ITT).
− L engine temp (ITT). − R engine torque.
− L engine torque. − R engine oil temp and press. indication.
− L engine oil temp and press indication. − R engine fuel flow.
− L engine fuel flow. − R engine CTOT.
− L engine CTOT. − TAWS audio (if installed).
− L and R engine anti−ice control lights. − R engine intake anti−ice control.
(Cont’d) (Cont’d)
5.1
PAGE 17
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
− L engine intake anti−ice control. − R prop, oil temp and press. indication.
− L prop oil temp and press indication. − Propeller brake.
− L propeller de−ice control. − R propeller de−ice control.
− R bleed valve control. − L bleed valve control.
− L stall warning (channel 1). − R stall warning (channel 2).
− Cabin overhead lighting. − Stick pusher servo.
− Windshield heat, L front and side control. − Windshield heat, R front and side control.
− Bus tie relay AUTO function. − Wing and stab de−ice man. and control ind.
− Hydraulic pump OVRD (with mod 2414 and − Wing and stab de−ice air supply control.
300−up). − Warning annunciator system, channel 2 (with
− Warning annunciator system, channel 1 (with mod 2328 and 300−up).
mod 2328 and 300−up). − ACARS, VHF COM3 if installed
− INVERTER 1 (with mod 2544). (with mod 2544).
− INVERTER 2 (with mod 2544).
− FI STOP (with mod no 2258 and 376−up).
5.1
PAGE 18
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 19
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 20
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 21
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
AC POWER
− Flight recorder power (for a/c 160−249 without − Flight recorder power (for a/c 160−249 with
mod.2245 and/or without mod..2948). mod.2245 and/or with mod. 2948, and for a/c
− Integral panel lighting. 250−UP).
5.1
PAGE 22
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 23
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 24
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
A B
DC ELEC
L AVION ESS AVION R AVION
ON ON ON
C0655
5.1
PAGE 25
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 26
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
A B B AC/DC PANEL
C AC ELEC DC ELEC DC AMP/VOLT indicator.
Indicates the voltage for respective selected
26V MAIN/STBY switch. 26V bus or source. If L or R GEN selected the
MAIN INV − Connects L and R INVERTER BUS MAIN STBY 600 30 indicator also shows current load in amperes.
26 V AC to the main inverter. INV INV
400 25
STBY INV − Connects L and R INVERTER BUS NOTE: AMP is only indicated when L or R GEN
20
26 V AC to the standby inverter. 200 is selected.
DC
AMP VOLT 15
0 0
MAIN INV
GEN GEN
OFF BAT BAT
EXT PWR
DOORS STATUS
CARGO FUELING R PROP
NO BAT START light (amber). DOOR BRAKE EXT PWR AVAIL light (blue).
Comes on if L or R battery temperature MAIN MAIN DOOR When light is on, external power is connected
DOOR HANDLE and is available for use.
exceeds 57C. For engine start limitations CREW EXT PWR
see AOM 17, Power Plant. HATCH AVAIL
A12703
Fig. 13 Electrical − controls and indicators (two main 115 V/26 V inverters)
5.1 S1
PAGE 27
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1 S1
PAGE 28
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
A B B AC/DC PANEL
C AC ELEC DC ELEC
DC AMP/VOLT indicator.
INVERTER Indicates the voltage for respective selected
inverter lIGHT (AMBER). bus or source. If L or R GEN selected the
Comes on if the selected inverter fails or the 600 30 indicator also shows current load in amperes.
INVERTER 25
INVERTER switch is in OFF position. 400
1 OFF 2 20 NOTE: AMP is only indicated when L or R GEN
200 DC is selected.
AMP VOLT 15
0 0
INVERTER switch. L R
EMER
AVION AVION
In 1 or 2 position the respective inverter supplies DC AMP/VOLT selector.
115 V AC to the L and R INVERTER BUS 115 V ESS ESS
Selects bus or source to be displayed on
AC. 26 V AC is also supplied to the L and R
MAIN MAIN DC AMP/VOLT indicator.
INVERTER BUS 26 V AC.
GEN GEN
BAT BAT
EXT PWR
DOORS STATUS
CARGO FUELING R PROP
DOOR BRAKE
MAIN MAIN DOOR
NO BAT START light (amber). DOOR HANDLE
CREW EXT PWR
Comes on if L or R battery temperature HATCH AVAIL
exceeds 57C. For engine start limitations
see AOM 17, Power Plant.
EXT PWR AVAIL light (blue).
When light is on, external power is connected
and is available for use.
A26868
Fig. 13 Electrical − controls and indicators (two main 115 V/26 V inverters)
5.1 S2
PAGE 27
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1 S2
PAGE 28
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
A B
B TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R
OVV
GDN
ENG OVSP AIR DATA EMER PWR L AHRS R
A
NOTE:
With Mod. No. 2514 L/R GEN OVV switches are
removed.
L ENGINE ON R ENGINE
A31454
Fig. 14 Electrical − controls and indicators
5.1
PAGE 29
Jun01/17
Aircraft Operations Manual ELECTRICAL
Description
A14820
Fig. 15 Electrical − controls and indicators
5.1
PAGE 30
Jun01/17
Aircraft Operations Manual ELECTRICAL
Description
L PL
MIN T/O
A11394
5.1
PAGE 31
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 32
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
LDG
RELAYS
R PL
MIN T/O
A11182
5.1
PAGE 33
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 34
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
DATA TAWS
AQUIS BAT
L PL
MIN T/O
BUS / TOILET
DATA
REC
A24784
5.1
PAGE 35
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 36
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
AUDIO BOARD
TAWS MUSIC
RELAYS
R PL
MIN T/O
SW ICE
IND
A30942
5.1
PAGE 37
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
5.1
PAGE 38
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
DC buses
L essential/Left main . . . . . . . . . . . . . . . . . . . K−9 L ESS L MAIN
R essential/Right main . . . . . . . . . . . . . . . . . S−7 R ESS R MAIN
Batteries
L battery vent . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS K−2 L BAT VENT
L battery control override . . . . . . . . . . . . . . . J−1 CONTROL OVRD
L battery control on . . . . . . . . . . . . . . . . . . . . J−2 L BAT ON
R/L battery fuel temp ind . . . . . . . . . . . . . . . R ESS BUS S−12 BAT FUEL IND
DC voltage indicating
L battery bus . . . . . . . . . . . . . . . . . . . . . . . . . K−14 L BAT
R battery bus . . . . . . . . . . . . . . . . . . . . . . . . . S−11 R BAT
5.1
PAGE 39
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Description
AC generator
Load transfer left Ø A . . . . . . . . . . . . . . . . . . K−28 LOAD XFR Ø A
Load transfer left Ø B . . . . . . . . . . . . . . . . . . K−27 LOAD XFR Ø B
Load transfer left Ø C . . . . . . . . . . . . . . . . . . K−26 LOAD XFR Ø C
5.1
PAGE 40
Jun 01/17
Aircraft Operations Manual ELECTRICAL
Operation
1. LIMITATIONS
DC generators
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC 27.5 28 29
− Nominal load per generator . . . . . . . . . . . . . . . . . A − 400 −
− Maximum load for 5 minutes . . . . . . . . . . . . . . . . A − − 600
Main batteries
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC − 24 −
− Capacity per battery . . . . . . . . . . . . . . . . . . . . . . . Ah − 43 −
− Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C −30 − −
NOTE
Emergency lighting battery temperature must be warm-
er than −18 C.
Emergency power supply
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC − 24 −
− Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ah − 5 −
AC generators
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V AC 90 115 125
− Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hz 460 − 600
− Nominal load per generator . . . . . . . . . . . . . . . . . kVA − − 26
External power
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC 26 − 29
− Amperage requirement . . . . . . . . . . . . . . . . . . . .
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . A − − 600
Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 1400 − 1600
5.2
PAGE 1
Apr 01/15
Aircraft Operations Manual ELECTRICAL
Operation
2. NORMAL OPERATION
− Alternate between the two inverters so that not only one inverter is oper-
ated on every flight.
NOTE
With Mod No 2544 installed the selected inverter must be reset after
engine start if tripped.
5.2
PAGE 2
Apr 01/15
Aircraft Operations Manual ELECTRICAL
Operation
2.3 ENGINE START For Electrical system operation during engine start and during engine opera-
tion see section 17 POWER PLANT.
5.2
PAGE 3
Apr 01/15
Aircraft Operations Manual ELECTRICAL
Operation
3. ABNORMAL OPERATION
5.2
PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
CONTENTS
Flotation equipment
6/6.0 Highlights − not applicable
6/6.1 Description
6/6.2 Operations − not applicable
6 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
6 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Location
1. LOCATIONS
ËË
Flash light (1) ( P. B. E. (1), when required)
Oxygen mask (1)
ËË
Fire axe (1) First aid kit
Smoke goggles (1) Oxygen 120 L
Observer oxygen outlet
Emergency flash light
Main Door
ËË Oxygen 310 L
Fire extinguiser (1)
(F/A life vest)
Passenger oxygen masks
F/A service panel Full face mask
P/A system (PBE (1), when required)
Overwing exits
ÎÎÎÎ E.L.T.
ÎÎÎÎ
ÎÎÎÎ
Oxygen outlets in the
P.S.U‘s Number and
ÎÎÎÎ
location vary with
national regulations
Emergency Exit
ÎÎÎÎ Life vest under each
passenger seat or
flotation aids
(seat cushions)
A10155
Fig. 1 Location − loose equipment
CAUTION
Emergency equipment (type, number and location) vary with operators.
To ensure correct information, contact your Flight Operations department.
Crew members should receive adequate training in the handling of all emergency equipment.
6/1.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Location
6/1.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
Number of cabin outlets varies with national regula- The oxygen bottle(s), which is made of metal with
tions and operators specification. They are primarily an over−wrapping of Kevlar fiber sealed in epoxy,
intended for giving supplemental oxygen after a de- has a relief plug connected to an overboard dis-
compression. charge line. The discharge line port is covered by a
green blow−out disk and is located on the right side
The portable system is intended for the flight atten-
of the fuselage nose section. Absence of the disk
dant, for crew walk−around purposes and for dis-
indicates that the bottle has been discharged.
pensing first aid oxygen.
The bottle(s) has a capacity of 1390 l and nominal
2. FIXED OXYGEN SYSTEM charging pressure is 1,850 psi.
Oxygen bottle(s), located under the cockpit floor, The ground servicing panel is located adjacent to
provides the system with high pressure oxygen the disk.
(approx. 1,850 psi). The oxygen flows through a
Oxygen bottle
A11114
Fig. 1 Fixed oxygen system − oxygen bottle location
6/2.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
Pass
only
Lift to
open
6/2.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
A11118
Fig. 3 Oxygen − controls and indicators
6/2.1
PAGE 3
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
Pilot CWP
oxygen
outlet Oxygen on/off
OXYGEN
valve handle
Observers
oxygen
outlet Press
switch
Press indicator
LP relief
A11119
Fig. 4 Fixed oxygen system − schematic
6/2.1
PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
There are three plug−in type oxygen outlets in The quick−donning masks are diluter/demand type
the cockpit: one for each pilot, located behind and with mask mounted regulator and microphone.
outboard of each pilot’s seat on the side panel; and Each mask is supplied with a red flow indicator
one for the observer, located on the left side wall which disappears when oxygen is flowing.
above the observer’s seat.
The mask mounted diluter/demand regulator pro-
Flight crew masks (quick donning masks) are nor- vides oxygen dilution and delivery pressure control.
mally connected to their outlets so that they can be
The oxygen selector on the regulator enables the
put into immediate use. If a mask is disconnected
mask to be supplied either with oxygen mixed with
from its outlet, a check valve in the outlet prevents
ambient air (”NORMAL”) , or with 100% oxygen on
line pressure from leaking.
demand.
When not in use, these masks hang from overhead
When the emergency selector is turned to ON, the
quick−release holders behind the respective pilot to
mask is supplied with 100% continuous flow oxy-
be conveniently at hand for immediate donning.
gen. This should be used for protective breathing
Observer mask purposes (smoke in the cockpit etc.).
Type and how to store it during flight varies with Smoke goggle (push−pull) vent valve is used in
national regulations. conjunction with 100% continuous flow oxygen
(emergency selector ON) to divert a small flow of
All masks except the first aid mask, can be plugged
oxygen from the mask cavity into the smoke goggle
into the cockpit outlets.
cavity to vent smoke or noxious fumes which may
Flight crew and observer masks can be used with be present.
the large (310 l) portable oxygen bottle if desired.
To ventilate:
However, they can not be used with the small
(120 l) bottle, which will only accept the first aid − Turn emergency selector to ON
mask. − Pull out the Vent Valve knob.
A11171
Fig. 5 Flight crew oxygen mask
6/2.1
PAGE 5
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
A11172
Fig. 6 Passenger oxygen outlets / Passenger oxy-
gen mask
6/2.1
PAGE 6
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
4. PORTABLE OXYGEN
NOTE
The oxygen mask attached to the small (120 L)
bottle can not be connected to any other outlet in
the aircraft.
A11173
Fig. 7 Portable oxygen bottles
6/2.1
PAGE 7
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
NOTE NOTE
The mask can not be connected to the small Minimum pressure for use: 50 psi.
(120 L) bottle.
SUMMARY
1. The fixed system has outlets in cockpit and in
cabin. Any mask except the ”first−aid” mask
can be plugged into any of these outlets.
2. There are two different portable bottles; one
large for the flight attendant and crew walk−
around and one small for first−aid oxygen.
3. Flight attendant should primarily use the large
(310 L) portable bottle.
4. Small portable bottle has special fittings which
will only accept the attached ”first−aid” mask.
5. Flight crew oxygen masks should always be
connected. Observer mask usage varies with
national regulations.
A11174
Fig. 8 Full face mask
6/2.1
PAGE 8
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
Two different system configurations are covered, Passenger: The supply duration given is al-
ways for a 30 minute−supply to
the basic 1 and the optional 3 fixed bottles installa- each passenger mask.
tion.
6/2.1
PAGE 9
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
14
10 30 MIN. OXYGEN SUPPLY
TO 4 PASSENGERS.
AOM0006
1O 20 30 40 80 90 100 110 120
FLIGHT TIME − MINUTES
Fig. 9
5.2 FAR 135 DESCENT PROFILE
ALTITUDE
1000 FEET
25
3 bottles / 30 outlets
15
AOM0005
1O 20 30 40 80 90 100 110 120
FLIGHT TIME − MINUTES
Fig. 10
5.3 OXYGEN SUPPLY DURATION charts system configuration meets the FAR 135 require-
ment.
These charts are presented for 2 system configura-
tions: The OXYGEN SUPPLY DURATION charts assume
a fully loaded cabin and present dispatch pressure
− The basic 1 bottle installation with 2 or 3 crew
versus crew oxygen supply duration. The charts
masks in use and 4 passenger oxygen masks.
present minimum dispatch pressure versus time
The oxygen supply duration (Fig. 11) are based
from 30 to 120 min. The first 30 min not shown cov-
on the descent profile for FAR 121 and the whole
er the required 30 min passenger oxygen supply (4
system configuration meets the FAR 121 require-
resp 30 passenger masks in use) as well as the first
ment.
30 min of cockpit crew oxygen supply.
− The optional 3 bottles installation with 2 or 3 crew
masks in use and 30 passenger oxygen masks. CAUTION
The oxygen supply duration (Fig. 12) are based
Both FAR Part 121 and 135 require a 2 hour oxy-
on the descent profile for FAR 135 and the whole
gen supply to each cockpit crew member.
6/2.1
PAGE 10
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
1800
AOM0010 1850
30 40 50 60 70 80 90 100 110 120
DURATION − MINUTES
Fig. 11
6/2.1
PAGE 11
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
6/2.1
PAGE 12
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
NOTE
All OXYGEN SUPPLY DURATION charts are based on oxygen selector in NORM position.
5.4 MINIMUM DISPATCH PRESSURE tables use and 34 passenger oxygen masks. The dis-
patch pressure covers both the FAR 121 and 135
These tables are presented for 3 system configura-
descent profiles (Fig. 12).
tions:
The MINIMUM DISPATCH PRESSURE tables
− The first two configurations are identical to the 1
presents minimum dispatch pressure versus num-
and 3 bottle system as detailed above under OX-
ber of passenger on board and Outside Air Temper-
YGEN SUPPLY DURATION charts Fig. 11).
ature. They all provide a 2 hour oxygen supply to
− The third configuration consists of the optional 3
the cockpit crew (2 or 3).
fixed bottle−installation with 2 or 3 crew masks in
6/2.1
PAGE 13
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
16−20 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
21−25 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
26−30 1050 1100 1150 1200 1240 1290 1340 1380 1430 1480 1530
3 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax −50 −40 −30 −20 −10 0 10 20 30 40 50
5 or Less 860 860 860 860 860 860 860 860 890 920 950
6−10 860 860 860 860 890 930 960 990 1030 1060 1100
11−15 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
16−20 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
21−25 1060 1110 1160 1200 1250 1300 1350 1390 1440 1490 1540
26−30 1160 1210 1260 1320 1370 1420 1470 1520 1580 1630 1680
6/2.1
PAGE 14
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
3 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax −50 −40 −30 −20 −10 0 10 20 30 40 50
5 or Less 860 860 860 860 860 860 860 860 890 920 950
6−10 860 860 860 860 890 930 960 990 1030 1060 1100
11−15 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
16−20 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
21−25 1060 1110 1160 1200 1250 1300 1350 1390 1440 1490 1540
26−30 1160 1210 1260 1320 1370 1420 1470 1520 1580 1630 1680
31−34 1240 1300 1360 1410 1470 1520 1580 1630 1690 1750 1800
6/2.1
PAGE 15
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Oxygen
6/2.1
PAGE 16
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Lighting
6/3.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Lighting
3. FLASH LIGHTS
Three flash lights are provided with the aircraft as Indicator lamp
standard. Two are located in the cockpit, outboard
of each pilot’s seat, and one in the cabin entrance
area close to the F/A seat.
The F/A flashlight has a small red light, which keeps
blinking when the batteries are properly charged.
In the bottom a carrying loop is attached. The flash
light is automatically activated when removed from
its mounting bracket. A10721
Fig. 1 Emergency Flash light
NOTE
The F/A flash light should be considered as emer-
gency equipment and should only be used in an
emergency.
6/3.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Lighting
A B
A11111
Fig. 2 Emergency lighting − controls and indicators
6/3.1
PAGE 3
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Lighting
A9920
Fig. 3 Emergency lights unarmed indication
6/3.1
PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Fire fighting equipment
Fire−fighting equipment comprises hand fire extin- The Halon fire extinguishers contain Halon 1211
guishers and a fire axe. which can be used against all types of fires.
A11175
Fig. 1 Halon fire extinguisher
6/4.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Fire fighting equipment
Water is used against fires in textiles, paper etc. It The avionics rack is provided with a red rubber inlet
must not be used against burning liquids and when for fire−fighting, located on the wall behind the left
electricity is involved. pilot. This inlet may be used to fight an avionics fire,
should other (isolation) procedures fail to cure the
The extinguisher contains 1,35 l of water, and has a
problem.
range of up to 6 m. An anti−freeze is added to pre-
vent freezing down to approximately − 20 C. Emp- 2.6 Fire axe
tying takes 35 sec. (continuous use).
The fire axe is located in the cockpit on the wall be-
2.4 H20 fire extinguisher operation hind the left pilot’s seat. It is intended for use in
− Turn handle fully clockwise (this will puncture the emergencies, e.g. breaking and cutting inside the
C02 cartridge in the handle). aircraft. The axe handle is electrically isolated.
− Depress trigger.
− Aim at fire.
− Hold the extinguisher upright.
− It is possible to form water spray by holding a
Avionics rack
finger on the nozzle. fire−fighting inlet
Trigger
CO2 Cartridge
Smoke
goggles
Handle
Standpipe
A31891
A31890
6/4.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
PBE / Smoke Goggles
1.2 Operation
− Don flight crew mask.
− Don smoke goggles; ensure a tight fit to the oxy-
gen mask.
− Tighten the straps.
− Ventilate by turning emergency selector to ON
and pulling the vent valve knob.
6/5.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
PBE / Smoke Goggles
6/5.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Flotation equipment
1. GENERAL
− All flotation equipment must be readily available
to all persons on board.
− Number, type and locations vary with national
regulations.
− The crew should have their own life vests, lo-
cated adjacent to each crew station.
− Passengers are provided with life vests or spe-
cially designed seat cushions.
A11176
Fig. 1 Life vest/seat cushion operation
6/6.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Flotation equipment
6/6.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
The Emergency Locator Transmitter (ELT) facili- Should the ELT be inadvertently activated, gain ac-
tates search and rescue in case of a crash landing. cess to the transmitter, set its front panel ON−OFF−
It activates automatically on impact, transmitting on ARM switch to OFF, depress the RESET pushbut-
civil as well as military aeronautical distress fre- ton and set the ON−OFF−ARM switch to ARM. To
quencies (121.5 and 243 MHz). prevent unnecessary search−and rescue actions,
inform ATC immediately. Also, make an entry in the
It is located aft of the cargo compartment, and is
aircraft log book.
removable from the aircraft.
3.4 Portable operation
2. DESCRIPTION
It is not normal procedure to bring the ELT along in
The ELT operates independent of the aircraft batter-
an evacuation. Should, however, circumstances
ies. It is waterproof, crash resistant, and will nor-
warrant the effort of removing the ELT, the portable
mally be operative after a crash landing.
operation is the following:
At a 5−7 G nominal impact, the ELT automatically − Gain access to the ELT through the access panel
activates, transmitting an emergency signal contain- aft of the cargo compartment.
ing 2−4 downsweep (1,600 − 300 Hz) signals per
− Set the ELT switch to OFF.
second. The self−contained battery has a minimum
− Disconnect the antenna cable and tear loose the
capacity of 52 hours of transmission.
two cables to the remote selector circuit.
There are two antennas: a permanent external on − Remove the ELT from its mounting bracket.
the tail cone and a blade antenna for portable ELT − Extend the blade antenna fully by pulling the
use. plastic end of the antenna.
The ELT is controlled by an internal impact switch The ELT is now ready for portable use and will
and an ELT switch on the transmitter front panel. transmit whenever the ELT switch is in the ON posi-
Remote control of the ELT is possible by way of a tion.
two−position (ON−ARMED) switch on the cockpit
overhead EMERGENCY panel. For maximum radio range, the ELT should be lo-
cated as high as possible above the surrounding
3. OPERATION terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
3.1 Automatic activation
At low temperatures, keep the transmitter inside
For normal operation, the ELT switch in cockpit your jacket with the antenna outside.
shall be guarded in ARMED position. The ELT will
IMPORTANT: To prevent unnecessary search−and
then activate automatically on impact.
rescue actions, inform ATC immediately if the ELT
3.2 Manual activation has been switched on inadvertently.
6/7.1 S1
A/C 160 −170 PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A EMERGENCY PANEL
ELT switch.
ON Manual activation of ELT.
ARMED Automatic activation of ELT
by impact switch.
A11112
Fig. 1 ELT − controls
6/7.1 S1
A/C 160 −170 PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A
Access panel to the ELT, in the cargo compartment
RESET button.
When pressed the ELT selector in OFF
position, the ELT is deactivated.
ELT switch.
Blade antenna for portable operation. Automatic use: Normal position. Automat-
ic activation by impact
Pull plastic end to extend the antenna.
switch or activation by re-
mote switch.
Portable use:
ON ELT is on.
A11113 OFF ELT is off.
6/7.1 S1
A/C 160 −170 PAGE 3
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
6/7.1 S1
A/C 160 −170 PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
The ELT operates independent of the aircraft batter- The ELT can be purposely activated by setting the
ies. It is waterproof, crash resistant, and will nor- ELT switch in cockpit to ON.
mally be operative after a crash landing.
3.3 Deactivation
At a 5−7 G nominal impact, the ELT automatically
activates, transmitting an emergency signal contain- Should the ELT be inadvertently activated, gain ac-
ing 2−4 downsweep (1,600 − 300 Hz) signals per cess to the transmitter, set its front panel AUTO−
second. The self−contained battery has a minimum OFF−ON switch to OFF, and then back to AUTO.To
capacity of 52 hours of transmission. prevent unnecessary search−and rescue actions,
inform ATC immediately. Also, make an entry in the
There is one permanent external antenna mounted
aircraft log book.
on the tail cone.
IMPORTANT: To prevent unnecessary search−and
The ELT is controlled by an internal impact switch
rescue actions, inform ATC immediately if the ELT
and an ELT switch on the transmitter front panel.
has been switched on inadvertently.
Remote control of the ELT is possible by way of a
6/7.1 S2
A/C 171−299 PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A EMERGENCY PANEL
ELT switch.
ON Manual activation of ELT.
ARMED Automatic activation of ELT
by impact switch.
A11112
Fig. 1 ELT − controls
6/7.1 S2
A/C 171−299 PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
ELT switch.
AUTO Normal position. Automatic ac-
tivation by impact switch or ac-
tivation by remote switch.
OFF ELT is off.
ON ELT is on.
A11217
Fig. 2 ELT − Location and controls
6/7.1 S2
A/C 171−299 PAGE 3
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
6/7.1 S2
A/C 171−299 PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
The Emergency Locator Transmitter (ELT) facili- The ELT can be purposely activated by setting the
tates search and rescue in case of a crash landing. ELT switch in cockpit to ON.
It activates automatically on impact, transmitting on
civil as well as military aeronautical distress fre- 3.3 Deactivation
quencies (121.5 and 243 MHz). As an option (Mod. The ELT can be deactivated in two ways should the
No. 3099), the ELT can be provided with a satellite ELT be inadvertently activated;
com card that will transmit aircraft identifications on
− Gain access to the transmitter and set the ELT
satellite frequency 406 MHz.
ON/ARM−OFF switch to OFF, and then back to
It is located aft of the cargo compartment, and is ON/ARM.
removable from the aircraft. − On the cockpit EMERGENCY panel, momentarily
set the ELT switch to spring−loaded RESET posi-
2. DESCRIPTION
tion. To prevent unnecessary search−and rescue
The ELT operates independent of the aircraft batter- actions, inform ATC immediately. Also, make an
ies. It is waterproof, will float in water, is crash resis- entry in the aircraft log book.
tant, and will normally be operative after a crash − Portable operation
landing. It is not normal procedure to bring the ELT along in
At a 5−7 G nominal impact, the ELT automatically an evacuation. Should, however, circumstances
activates, transmitting an emergency signal contain- warrant the effort of removing the ELT, the portable
ing 2−4 down−sweep (1,600 − 300 Hz) signals per operation is the following:
second. The self−contained battery has a minimum − Gain access to the ELT through the access panel
capacity of 52 hours of transmission. aft of the cargo compartment.
There are two antennas: a permanent external on − Set the ELT switch to OFF. If not the ELT will
the tail cone and a flexible antenna for portable ELT start transmitting when removed from its mount-
use. ing bracket.
− Remove the ELT from its mounting bracket.
The ELT is controlled by an internal impact switch
− Disconnect the antenna cable and the connector
and an ELT switch on the transmitter body. Remote
from the remote selector circuit.
control of the ELT is possible by way of a three−
position (ON−ARMED−RESET) switch on the cock- − Connect the flexible antenna to the ELT.
pit overhead EMERGENCY panel. The ELT is now ready for portable use and will
transmit (after 30 sec.) whenever the ELT switch is
3. OPERATION in the ON position.
Upon activation there is a time delay of 30 seconds For maximum radio range, the ELT should be lo-
before the ELT starts to transmit. Activation is indi- cated as high as possible above the surrounding
cated by a flashing red indicator on the ELT and on terrain, e.g. on a hill top or in a tree. The antenna
the EMERGENCY panel. should be oriented vertically.
3.1 Automatic activation At low temperatures, keep the transmitter inside
your jacket with the antenna outside.
For normal operation, the ELT switch in cockpit
shall be positioned in ARMED position. The ELT will IMPORTANT: To prevent unnecessary search−and
then activate automatically on impact. rescue actions, inform ATC immediately if the ELT
has been switched on inadvertently.
6/7.1 S3
A/C 300 − UP or with Mod. No. 2204 installed. PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
Activation indicator.
ELT activation indicated by red flashing
light. Transmission occurs after 30 se-
conds.
A EMERGENCY PANEL
RESET
ELT switch.
ON Manual activation of ELT.
Transmission starts after 30
seconds.
ARMED Automatic activation of ELT
by impact switch.
RESET Deactivation of ELT transmis-
sion.
A11194
Fig. 1 ELT − controls
6/7.1 S3
A/C 300 − UP or with Mod. No. 2204 installed. PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
Activation indicator.
A ELT activation indicated by
red flashing light. Transmis-
Access panel to the ELT, in the cargo compartment sion occurs after 30 se-
conds.
Safety string.
ELT switch.
Portable use:
ON/ARM ELT is on
Flexible antenna.
OFF ELT is off
For portable use.
A11218
Fig. 2 ELT − Location and controls
6/7.1 S3
A/C 300 − UP or with Mod. No. 2204 installed. PAGE 3
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
6/7.1 S3
A/C 300 − UP or with Mod. No. 2204 installed. PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
The Emergency Locator Transmitter (ELT) facili- The ELT can be purposely activated by setting the
tates search and rescue in case of a crash landing. ELT switch in cockpit to ON.
It activates automatically on impact, transmitting on
civil as well as military aeronautical distress fre- 3.3 Deactivation
quencies (121.5 and 243 MHz). The ELT is also The ELT can be deactivated in two ways should the
provided with a satellite com card that will transmit ELT be inadvertently activated;
aircraft identifications on satellite frequency 406
− Gain access to the transmitter and set the ELT
MHz.
MAN/RESET−AUTO−OFF switch to OFF, and
It is located aft of the cargo compartment, and is then back to AUTO.
removable from the aircraft. − On the cockpit EMERGENCY panel, momentarily
set the ELT switch to spring−loaded RESET posi-
2. DESCRIPTION
tion. To prevent unnecessary search−and rescue
The ELT operates independent of the aircraft batter- actions, inform ATC immediately. Also, make an
ies. It is waterproof, will float in water, is crash resis- entry in the aircraft log book.
tant, and will normally be operative after a crash
3.4 Portable operation
landing.
It is not normal procedure to bring the ELT along in
At a 5−7 G nominal impact, the ELT automatically
an evacuation. Should, however, circumstances
activates, transmitting an emergency signal contain-
warrant the effort of removing the ELT, the portable
ing 2−4 downsweep (1,600 − 300 Hz) signals per
operation is the following:
second. The self−contained battery has a minimum
capacity of 48 hours of transmission. − Gain access to the ELT through the access panel
aft of the cargo compartment.
There are two antennas: a permanent external on
− Set the ELT switch to OFF. If not the ELT will
the tail cone and a flexible antenna for portable ELT
start transmitting when removed from its mount-
use.
ing bracket.
The ELT is controlled by an internal impact switch − Remove the ELT from its mounting bracket.
and an ELT switch on the transmitter body. Remote − Disconnect the antenna cable and the connector
control of the ELT is possible by way of a three− from the remote selector circuit.
position (ON−ARMED−RESET) switch on the cock-
− Connect the flexible antenna to the ELT.
pit overhead EMERGENCY panel.
The ELT is now ready for portable use and will
3. OPERATION transmit (after 2 sec.) whenever the ELT switch is in
the MAN/RESET position.
Upon activation there is a time delay of 2 seconds
before the ELT starts to transmit. Activation is indi- For maximum radio range, the ELT should be lo-
cated by a flashing red indicator on the ELT and on cated as high as possible above the surrounding
the EMERGENCY panel. terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
3.1 Automatic activation
At low temperatures, keep the transmitter inside
For normal operation, the ELT switch in cockpit your jacket with the antenna outside.
shall be positioned in ARMED position. The ELT will
IMPORTANT: To prevent unnecessary search−and
then activate automatically on impact.
rescue actions, inform ATC immediately if the ELT
has been switched on inadvertently.
6/7.1 S4
With Mod No 3112 installed (Air Precision ELT) PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
Activation indicator.
ELT activation indicated by red flashing
light. Transmission occurs after 2 seconds.
A EMERGENCY PANEL
RESET
ELT switch.
ON Manual activation of ELT.
Transmission starts after 2
seconds.
ARMED Automatic activation of ELT
by impact switch.
RESET Deactivation of ELT transmis-
sion.
A11194
Fig. 1 ELT − controls
6/7.1 S4
With Mod No 3112 installed (Air Precision ELT) PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
Flexible Antenna.
For portable use.
Activation indicator.
ELT activation indicated by red
flashing light. Transmission
occurs after 2 seconds.
MAN
ANT AUTO
RESET
OFF
ELT switch.
AUTO: Normal position. Automatic activation by impact switch or activation by remote switch.
Portable use:
MAN/RESET: ELT is on in MAN/RESET position.
OFF ELT is off in OFF position.
A25580
Fig. 2 ELT − Location and controls
6/7.1 S4
With Mod No 3112 installed (Air Precision ELT) PAGE 3
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
6/7.1 S4
With Mod No 3112 installed (Air Precision ELT) PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
The Emergency Locator Transmitter (ELT) is acti- For normal operation, the switch in the cockpit shall
vated automatically on impact, transmitting on be in the ARMED position, and the switch on the
121.5, 243 and 406.25 MHz. ELT shall be in the ON position. The ELT will then
activate automatically on impact.
The ELT is located in the rear avionics rack, and
can not be removed from the aircraft. 1.2 Manual activation
The ELT is waterproof. It operates independently of
The ELT is manually activated when the cockpit
the aircraft batteries. The self−contained battery
switch is set to ON.
has a minimum capacity of 24 hours of transmission
on 406.25 MHz and 72 hours on 121.5/243 MHz. 1.3 Deactivation
There are three switches: The ELT can be deactivated in two ways:
− The impact switch (activates the ELT at a 5 G − Set the switch on the ELT to OFF, or
impact) − On the cockpit EMERGENCY panel, momentarily
− An ”ON − OFF” switch on the ELT set the ELT switch to the RESET position.
− A remote ”ON − ARMED − RESET” switch on the
EMERGENCY overhead panel in the flight com- NOTE
partment. If the ELT has been inadvertently activated, inform
Upon activation, the ELT starts to transmit on 121.5 ATC immediately, to prevent unnecessary search/
and 243 MHz. There is a time delay of 47 seconds rescue actions. Also, make an entry in the aircraft
before the ELT starts to transmit on 406.25 MHz. log book.
Activation is indicated by a flashing red indicator on
the ELT and on the EMERGENCY panel.
6/7.1 S5
Applicable for A/C with mod. 3504 (Artex ELT C406−1) PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
Activation indicator
ELT activation indicated by red flashing light.
Transmission on 121.5 and 243 MHz starts
upon activation and after 47 seconds on
406.25 MHz.
A EMERGENCY PANEL
RESET
ELT switch
ON − Manual activation of ELT.
Transmission on 121.5 and 243 MHz
starts upon activation and after
47 seconds on 406.25 MHz.
ARMED − Automatic activation of ELT by
impact switch
RESET − Deactivation of ELT transmission.
(Do not hold in RESET for more than
a second or two.)
A31333
Fig. 1 ELT − controls
6/7.1 S5
Applicable for A/C with mod. 3504 (Artex ELT C406−1) PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A
Access panel to the ELT, in the cargo compartment
Activation indicator.
ELT activation indicated by red flashing light.
Transmission on 121.5 and 243 MHz starts
A ELT upon activation and after 47 seconds on
406.25 MHz.
ON
OFF
ELT switch.
ON: Normal position. Automatic activation by impact switch or activation by remote switch.
OFF: ELT is off.
A31334
Fig. 2 ELT − Location and controls
6/7.1 S5
Applicable for A/C with mod. 3504 (Artex ELT C406−1) PAGE 3
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Emergency Locator Transmitter
6/7.1 S5
Applicable for A/C with mod. 3504 (Artex ELT C406−1) PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
First Aid Kit
Qty:
NOTE
Some national regulations may specify a different
content.
Check with your Flight Operations department.
6/8.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
First Aid Kit
6/8.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Spare bulbs and fuses
A11154
Fig. 1 Spare bulbs and fuses
6/9.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Spare bulbs and fuses
6/9.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Exits
WARNING NOTE
All crew members should receive adequate train- If the main door handle has been inadvertently
ing in the handling of emergency exits and evac- moved to the closed position with the door open, a
uation procedures. latch in the middle of the door (inside) has to be
pressed before the handle can be returned to open.
The aircraft is provided with five emergency exits; The latch is a plastic ”roller” about 5 cm long.
− Main door (1)
− Forward right exit (1) General
− Overwing exits (2) The main door, located on the forward left side fu-
− Cockpit escape hatch (1) selage, is primarily intended for embarkation/ dis-
The aircraft is provided with one Cargo door which embarkation. It is also used as an emergency exit
is not considered as an emergency exit and normal- (type I).
ly operated from outside. On some aircraft the Car- The main door is of ”semi−plug” type, held in posi-
go door may be operated also from inside, by in- tion by door stops, guided pins and doorway sup-
serting a handle into the door locking mechanism. port fittings.
When rotating the door handle from closed posi-
Forward right Overwing tion,the door moves slightly upwards to a position
exit (Type ll) exit (Type lll)
where the door stops and guide pins are clear of
Cockpit the doorway support fittings. The door can then be
escape
hatch
swung outwards to the fully open position.
Friction loads between the door and the doorway,
Cargo door
induced by cabin pressurization, will prevent door
opening until cabin differential pressure has been
reduced to a low value.
Main door When opened fully, a spring−loaded hook on top of
A9910 (Type l)
Fig. 1 Emergency exits the main door hinge will engage an external fuse-
lage bracket, retaining the door in the fully open
NOTE position. To close the door, the hook is released by
When a ground air conditioning unit is supplying air either of the two door lock release knobs, accessi-
to the cabin with the doors closed, the cabin may ble from the cabin and the ground, respectively.
become slightly pressurized (depending on the ca-
pacity of the unit). This may require an extra effort
to open the emergency exits and to unlock the main
door. Leaving the cockpit ground communication
hatch slightly open would alleviate the situation.
6/10.1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Exits
CAUTION
The main door will swing open if the door is un-
locked and the cabin happens to be pressurized.
Shoot bolt
index window
Shoot bolt
tip switch
Guidepin Switch
A9911
6/10.1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Exits
General NOTE
Forward right and Overwing exits have identical Forward right exit outside handle is located on
handles and are operated the same way from in- the bottom of the hatch.
side. The locking mechanisms are found in the up-
per ends; the lower ends have hooks.
EXIT
COVER
PULL
CLOSED
Î
Î
OPEN
Î
Î
OPEN
EMERGENCY EXIT
A9880
Fig. 3 Forward right and overwing exits − operation
6/10.1
PAGE 3
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Exits
Evacuation
CAUTION
Use care to avoid pitot tubes and AOA sensor
when descending down the side of the aircraft.
NOTE
If possible escape on the left side due to length of
strap.
A9914
Fig. 4 Cockpit escape hatch − operation and indic-
ation
6/10.1
PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Exits
Fwd bulkhead
cargo comp.
Forward
External Door
Handle
Internal Door
handle stowed position
(stowage position may vary
with bulkhead configuration)
6/10.1
PAGE 5
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
Exits
NOTE
The stair itself is not to be considered as emergen-
cy equipment. However, its function has bearing on Release lever.
Release to
the use of the Main door as an emergency exit. fold the stairs.
CAUTION
Evacuation procedures should not include the
stair to be used in an emergency evacuation.
The reason for this is the possibility of a bent
slide hand rail which could render the stair un-
movable or stuck in a middle position thereby
blocking the exit.
Operation
To extend from outside
− release floor lock;
Floor locker.Release to slide
− pull stair to parked position; the folded stairs forward on aft.
− release hook;
− pull stair out.
Plastic catch. Release
To extend from inside to extend the stairs.
− release floor lock; A9909
− pull stair to parked position; Fig. 6 Stair − operation
− release hook;
− push stair out.
Retract from outside
− release hook;
− lift and push stair to lock in folded position;
− release floor lock;
− push stair into parked position.
Retract from inside
− release hook;
− pull and press down handrails;
− pull handle to lock stair in folded position;
− release floor lock.
6/10.1
PAGE 6
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
CONTENTS
Fire Protection
7 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
7 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
7.1
PAGE 1
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
single detector is enough to initiate an overheat TEST 1 panel. When activated, smoke conditions in
warning. all compartments are simulated and all warnings
activated.
Applicable to a/c with mod. 3400/3401
There is one pneumatic detector for each engine 2.4 Cargo compartment fire extinguisher
tailpipe. The detector consists of a hermetically system
sealed responder housing with electrical switches
The cargo compartment is provided with a fire extin-
and a gas filled sensor tube. If the tail pipe tempera-
guisher system consisting of a Halon 1301 extin-
ture reaches a predetermined value, a switch will
guisher. The extinguisher is located behind the rear
close and initiate an overheat warning.
bulkhead of the cargo compartment on the right
Applicable to all aircraft side. The tube terminates at a nozzle that is de-
signed to provide an even distribution of extinguish-
When a tail pipe overtemperature is detected, the
er agent in the cargo compartment.
following warnings will be given:
− MASTER WARNING and The extinguisher container is a dual wall type, a
L/R TAIL P HOT (CWP) light. bottle within the bottle. When the bottle is dis-
charged, the outer volume rapidly floods the
Pressing either of the master warning lights will
compartment with agent in order to extinguish the
cancel the warning except the L/R TAIL P HOT light
fire. The inner volume slowly leaks a regulated flow
which will go from flashing to steady and stay on
of the agent through a restrictor maintaining a spe-
until the tail pipe temperature has decreased.
cified concentration level high enough to prevent
The engine fire loop test switch is also used to test reignition.
the tail pipe overtemperature system. Activating the
If smoke is detected in the cargo compartment, the
switch will simulate an overtemperature condition
flight crew can activate the fire extinguisher system
and thereby check the integrity of the circuit to the
by operating the CARGO FIRE EXTG switch on the
detectors.
overhead panel.
2.3 Smoke detection (Fig. 3) A CARGO EXTG light adjacent to the extinguisher
switch is operated by a pressure switch sensing
There are three independent smoke detection sys-
pressure in the inner volume. Normal pressure in
tems installed, namely in the avionics compartment,
the extinguisher container is 360 psi. The CARGO
lavatory and in the cargo compartment.
EXTG light comes on when pressure decreases to
The smoke detectors, one in each compartment, 310−260 psi indicating low pressure in the bottle.
use a pulsed light beam and a photo sensor to de- When the extinguisher system is activated the light
tect smoke. With Mod No 1819 installed there are will come on when the outer volume has been
two smoke detectors in the cargo compartment. drained and the pressure in the inner volume has
The respective warning is triggered when smoke reached the trigging level, this can take up to 15
density reaches a preset value. minutes. Accordingly CARGO EXTG light not com-
If smoke is detected in any compartment, the fol- ing on in sequence with activation of the FIRE
lowing warnings will be activated: EXTG shall not be interpreted as a non functioning
system.
− MASTER WARNING and
AVIONIC, LAV or CARGO SMOKE (CWP) light.
Pressing either of the master warning lights will
cancel all warnings except the respective CWP
light, which will change from flashing to steady and
stay on until the smoke has disappeared.
In the standard passenger version the smoke de-
tectors are tested by one single test switch on the
7.1
PAGE 2
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
7.1
PAGE 3
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
7.1
PAGE 4
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
A11992
Fig. 1 Engine fire protection and exhaust duct overtemperature system
7.1 S1
Applicable to aircraft without Mod. No. 3400/3401 installed. PAGE 5
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
7.1 S1
Applicable to aircraft without Mod. No. 3400/3401 installed. PAGE 6
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
REPETITIVE CHIMES
MASTER
WARNING FLASHING
L TAIL P CWP
HOT FLASHING
TAIL PIPE
OVERTEMP
SENSOR LOOP
OVERTEMP
TEST
SIGNAL
FIRE LOOP
FIRE TEST
FIRE FIRE SHORT
L R
DETECTOR CONTROL
UNIT
FAILURE TEST
TEST 1 PANEL
FIRE WARNING DETECTOR FAILURE
FIRE BELL SINGLE CHIMES
MASTER MASTER
FLASHING WARNING WARNING
FLASHING
FIRE
HANDLE L ENG
LIGHT
A31329
Fig. 1 Engine fire protection and exhaust duct overtemperature system
7.1 S2
Applicable to aircraft with Mod. No. 3400/3401 installed. PAGE 5
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
7.1 S2
Applicable to aircraft with Mod. No. 3400/3401 installed. PAGE 6
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
Pressure gauge
A11993
Fig. 2 Engine fire extinguishing system
7.1
PAGE 7
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
Repetitive
chimes
MASTER Flashing
WARNING
AVIONIC
SMOKE
LAV CWP
SMOKE flashing
CARGO
SMOKE
Smoke signal
Avionic smoke
sensor
TEST 1 PANEL
SMOKE
Test
signals
Lavatory smoke
sensor
7.1
PAGE 8
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
7.1
PAGE 9
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
A11989
Fig. 5 Fire protection − controls and indicators
7.1
PAGE 10
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
7.1
PAGE 11
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
A11994
Fig. 7 Fire protection − controls and indicators
7.1
PAGE 12
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
Detection.
Left engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS E−1 L ENG FIRE
Right engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS L−1 R ENG FIRE
Left engine tail pipe hot detection . . . . . . . . . . . . . EMER BUS E−2 L TAIL P HOT
Right engine tail pipe hot detection . . . . . . . . . . . . EMER BUS L−2 R TAIL P HOT
Fire extinguishing.
L main squib & R reserve squib . . . . . . . . . . . . . . L HOT BAT BUS E−3 L BOTTLE
R main squib & L reserve squib . . . . . . . . . . . . . . R HOT BAT BUS L−3 R BOTTLE
Left engine shutoff control . . . . . . . . . . . . . . . . . . . L HOT BAT BUS F−3 L ENG SHUTOFF
Right engine shutoff control . . . . . . . . . . . . . . . . . . R HOT BAT BUS M−2 R ENG SHUTOFF
7.1
PAGE 13
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Description
7.1
PAGE 14
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
7.2
PAGE 1
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
Operation
3. ABNORMAL OPERATION
7.2
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
CONTENTS
Flight Controls
8 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
8 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
1. GENERAL Geared tabs are used with the elevator and aileron
systems while a spring tab is used with the rudder
The flight controls are divided into two groups:
system.
− Primary flight controls consisting of elevators,
ailerons and rudder. The geared tabs deflect proportionally to control
surface movement to assist the control forces by
− Secondary flight controls consisting of trim sys-
means of aerodynamic effect on the tab.
tem and the flaps.
All primary flight controls are conventional, manually The rudder pedals are mechanically linked to the
spring tab, and via torsion bars to the rudder.
operated rod and cable assemblies. All control sur-
faces are mass balanced. A rudder travel limiting system limits the control
system operating range as a function of airspeed.
The flaps are electrically controlled and hydraulical-
ly actuated. All tabs are controlled electrically from cockpit when
used for trimming.
The trim system is electrically controlled and electri-
cally actuated. On ground, all primary flight controls can be locked
by a gust lock system.
Rudder
Tab
Elevator
Aileron Tab
Tab
Flap
Horizontal stabilizer
A10865
Fig. 1 Flight control surfaces
8.1
PAGE 1
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
2. MAIN COMPONENTS AND SUBSYSTEMS in the cockpit which separates the two channels
from each other. If the handle is not pulled the dis-
2.1 Ailerons connect function is automatically reset when the
excessive control force no longer is applied.
Each aileron is hinged to the wing trailing edge at
two points. After the handle has been pulled, disconnection is
permanent and the system can only be reset on the
The left and right aileron control channels are me-
ground.
chanically interconnected.
When the control channels are disconnected the left
However, should one of the control channels be-
pilot has control of the left elevator while the right
come jammed, the other channel can be controlled
pilot retains control of the right elevator, and the
by applying excessive force to the control wheel or
pilot whose elevator channel is free, maintains suffi-
disconnected by pulling the roll disconnect handle in
cient control of the aircraft with his column.
the cockpit which separates the two channels from
each other. If the handle is not pulled the discon- If left channel is jammed, no stick pusher move-
nect function is automatically reset when the exces- ment is available, see AOM 19/4.1.
sive control force no longer is applied.
An elevator downspring is installed in each control
After the handle has been pulled, disconnection is system in order to improve the stick−force variation
permanent and the system can only be reset on the with speed at low speed. The spring acts with a
ground by use of the reset switch adjacent to the constant force over the whole elevator range of
disconnect unit. travel. Additionally, an elevator upspring is installed
in each control system as a complement to the
When the control channels are disconnected the left
downspring. The upspring only acts at elevator
pilot has control of the left aileron while right pilot
angles of 6 down or more. The spring−force in-
retains control of the right aileron, and the pilot
creases with increased down deflection. The spring
whose aileron channel is free, maintains sufficient
improves the pushover characteristics of the aircraft
control of the aircraft with his wheel.
but has no function at manoeuvres encountered
A centering spring unit is installed in each control during normal operation.
system to improve the lateral stability at extreme
Two sensors supply elevator position information to
sideslip angles. The spring unit also compensates
the flight recorder.
the aerodynamic upfloat in case of a disconnection
during flight. The autopilot elevator servo drive is mechanically
linked to the left elevator channel.
A sensor supplies aileron position information to the
flight recorder. 2.3 Rudder
The autopilot aileron servo drive is mechanically
The rudder is hinged to the fin at two points and is
linked to the right aileron channel.
operated with assistance of a spring tab. An aero-
2.2 Elevators dynamic balance horn is located at the top of the
rudder.
The elevators are hinged to the horizontal stabilizer
Each pair of rudder pedals is mechanically intercon-
at three points.
nected. The pedal positions can be individually ad-
The left and right elevator control channels are me- justed with a lever mounted in the center of each
chanically interconnected. pair of pedals.
However, should one of the control channels be- A sensor supplies rudder position information to the
come jammed, the other channel can be controlled flight recorder.
by applying excessive force to the control column or
The autopilot rudder servo drive is mechanically
disconnected by pulling the pitch disconnect handle
linked to the rudder control system.
8.1
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
Rudder Limiter System There are four handle ”detents”, designated, 7, 15,
The rudder control system includes a rudder limiter 20 and 35, respectively. Cockpit indication is by way
control unit that controls a rudder limiting mecha- of a dual pointer instrument, with a white ”band” at
nism to prevent overload conditions as a result of each setting.
excessive rudder pedal displacement or excessive The actual flap deflection achieved at each setting
control forces on the rudder at high speed. varies with airspeed. At the maximum airspeed al-
The rudder limiting system provides restrictions lowed for a setting the air loads on the flap surfaces
within following speed ranges: make the pointers stop at the ”upper end” of the
white band, whereas on ground they may stop clos-
− At airspeeds below 150 kts, the system permits
er to the ”lower end”. The white band thus indicates
full range of movement for the rudder.
a ”range”, to accommodate the flexing of the flap
− At airspeeds between 150 and 200 kts the sys- surfaces at different airspeeds.
tem limits rudder deflection to 15 deg. in either
direction. A left flap position sensor supplies signals used for:
− At airspeeds above 200 kts the system limits rud- − Left flap position indicator pointer in cockpit
der deflections to 6.3 deg. in either direction. − Position feedback for flap operation.
In a malfunction of the system the RUDDER LIMIT − Takeoff configuration warning (CONFIG)
light on the Central Warning Panel comes on. The − Flight recorder.
Rudder Limiter Control Unit will consider one of the − Left stall warning channel.
following cases as a system malfunction: power A right flap position sensor supplies signals used
loss, limiting mechanism fails to enter proper posi- for:
tion for corresponding airspeed, a failure in the
− Right flap position indicator pointer in cockpit
speed sensors or excessive rudder command for
corresponding airspeed due to mechanical failure. − Landing configuration warning (CONFIG)
− Right stall warning channel.
The rudder limiter system can be overridden by set-
ting the RUDDER LIMIT switch to the OVRD posi- A flap position signal for the GPWS is also supplied
tion. By setting the RUDDER LIMIT switch to directly from the flap control unit.
OVRD the rudder limiting mechanism will be re- If there is a malfunction in the flap electrical control
tracted by the override actuator enabling full range system the FLAPS light on the CWP illuminates.
of movement for the rudder at any airspeeds. The
A flap control system TEST lamp and a TEST
RUDDER LIMIT light will then persist until the air-
switch are installed on the overhead panel.
speed is below 140 kts, where actual position of the
limiting mechanism will correspond with the air- 2.5 Gust locks
speed thus extinguishing the warning light.
The gust lock is controlled with a handle on the cen-
2.4 Flaps ter pedestal in the cockpit. The system locks the
elevator and aileron controls mechanically and the
There is a single, slotted flap on each wing. The
rudder electrically. Either of the control columns
flaps are mechanically interconnected and are oper-
must be pushed forward in order to get the elevator
ated by hydraulic power and controlled with a han-
gust−lock into grip.
dle on the center pedestal.
With the gust lock engaged, power lever movement
The flaps can also be powered by hydraulic hand
is limited to prevent the aircraft from taking off with
pump pressure. Ref. AOM 10.1 and 10.2.
the controls locked.
To prevent flap damage due to excessive air loads,
The gust lock handle also controls the following
a blow−back protection is incorporated in the hy-
electrical functions.
draulic system.
With the gust lock engaged the following is pos-
sible:
8.1
PAGE 3
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
− Operation of the right engine propeller brake With the pitch trim synchronization deactivated both
− Erasing of cockpit voice recorder. main (left) and standby (right) trim tabs can be op-
erated individually by the control wheel trim
Should any disconnection occur in the gust lock
switches and the STBY PITCH trim switches re-
control link system, the system fails in the disen-
spectively.
gaged position.
All trim switches are dual switches to prevent run-
If the gust lock handle is in off position but the rud-
away trim, and must be operated together to com-
der gust lock remains engaged, the GUST lock light
plete the necessary electrical circuit.
on the CWP illuminates.
A common trim tab position indicator is located on
2.6 Trim systems the center instrument panel.
Main roll trim is accomplished by operating the
2.7 Takeoff configuration warning
ROLL trim switches to actuate the left aileron trim
tab. The trim and flap positions are fed into the CONFIG
(configuration) warning circuit of the master warning
Standby roll trim is accomplished by operating the
system. With the aircraft weight on the wheels,
STBY ROLL trim switches to actuate the right aile-
flaps at takeoff position (within 0 to 15 degrees
ron trim tab.
range), pitch trim in the normal takeoff range (green
Yaw trim is accomplished by operating the YAW band), and condition levers set for maximum PROP
trim switches to actuate the rudder tab. RPM, the configuration for takeoff is correct. The
All these switches are located in the trim panel on power levers can then be advanced to maximum
the center pedestal in the cockpit. power for takeoff without a CONFIG warning. How-
ever, if any of these conditions are not met, the
Main pitch trim is accomplished by operating the master warning is activated. The CONFIG warning
trim switches on either control wheel to actuate the light on the center warning panel flashes bright red,
left elevator trim tab, and via a synchronization sys- an intermittent horn sounds and the red master
tem, the right trim tab. The left pilot’s switches over- warning light come on flashing.
ride the right pilot’s switches.
Pressing the master warning light cancels the horn,
Built−in monitoring circuits deactivate the synchro- the light goes off, and the CONFIG light changes to
nization in case of a discrepancy, and illuminate the steady.
PITCH TRIM light on the CWP.
2.8 Landing configuration warning
Standby pitch trim is accomplished by operating the
STBY PITCH trim switches on the center pedestal. The flap warning system is part of the Ground Prox-
These switches actuate the right elevator trim tab imity Warning System (GPWS). See AOM 19/2.1
only.
Standby pitch trim also deactivates the synchro-
nization. In this case it can be reset with the PITCH
RESET switch on the trim switch panel.
8.1
PAGE 4
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
B FLAP HANDLE
GUSTLOCK
RELEASE FRICTION
Flap handle.
Used to select flap positions as indicated on the
handle placard. Detents at 7, 15, 20 and
35. For flaps up selection there are gates at
20 and 7.
20 20
ON
35 35
OFF
FRICTION POWER PROP SYNC COND FLAP
A10641
Fig. 2 Flight controls − controls and indicators − Flap
8.1
PAGE 5
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
GUSTLOCK
RELEASE FRICTION
20 20
ON
35 35
OFF
FRICTION POWER PROP SYNC COND FLAP
A10647
Fig. 3 Flight controls − controls and indicators − Gustlock
8.1
PAGE 6
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
MAIN STBY
UP UP
At power up, the built in test will illuminate all segments
P P
I I for 5 seconds.
T 0 0 T NOTE: Loss of main or standby power results in segments
C C flashing during test sequence.
H H
ROLL
DN DN Pointer indication moves in descrete steps (at intermediate
0
trim settings segments may alternate between two positions).
L R
A B YAW
8.1
PAGE 7
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
8.1
PAGE 8
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
A
B CENTRAL WARNING PANEL
PITCH TRIM light (amber). CONFIG light (red).
A B C D
The PITCH TRIM lights comes on when The CONFIG light comes on when apply-
pitch trim synchronization is deactivated. 1 L ENG AVIONIC LAV R ENG 1 ing take−off power on ground for:
FIRE SMOKE SMOKE FIRE
L ENG CARGO CABIN R ENG − Pitch trim tabs out of take−off range
2 2
OIL PRESS SMOKE PRESS OIL PRESS (green band).
FLAPS light (amber). 3 L TAIL P PROP R TAIL P 3 − CL not in MAX position.
HOT BRAKE HOT
The FLAPS light comes on if there is a AUTO − Flaps not in take−off position.
4 CONFIG 4
malfunction in the flap electrical control TRIM
system. The light will also come on when 5 AUTO PITCH RUDDER 5
FLAPS test switch is activated. COARSEN TRIM LIMIT
B 6 L FIRE
FUEL ELEC
R FIRE 6 RUDDER LIMIT light (amber).
DET FAIL DET FAIL
GUST LOCK light (amber). 7 ICE 7 The RUDDER LIMIT light comes on if the
ENGINE FLAPS AIRCOND
The GUST LOCK light comes on if gust PROT rudder limiting system fails.
8 PARK EMER LTS 8
lock handle is in off position but the BRK ON
HYDR UNARMED OXYGEN
rudder gust lock remains engaged. A−SKID AVIONICS
9 AVIONICS DOORS 9
INOP VENT
10 L STALL GUST PUSHER R STALL 10
FAIL LOCK SYSTEM FAIL
RST
FLAPS test switch.
When actived, the FLAPS light on CWP
with associated warnings, and flaps test
light come on steady indicating an opera-
tive system.
Axxxxx
Fig. 5 Flight controls − controls and indicators
8.1
PAGE 9
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
8.1
PAGE 10
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
B
B RUDDER LIMIT OVERRIDE SWITCH
ALTERNATE LOCATION
CENTER PEDESTAL RIGHT SIDE PANEL
RUD
RUD LIM LIM
OVRD
OVRD
NORM
NORM
CAUTION
Store only suitable acessories in the pedestal stowages in such a way that they do not interfer with the
ROLL and PITCH disconnect handles. Placing too big accessories (manuals, checklists etc) in the stow-
ages or placing accessories in a thoughtless manner could, inadvertantly, prevent a quick activation of the
ROLL and PITCH disconnect handles, located at the juncture of the pedestal and center instrument panel.
8.1
PAGE 11
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Description
8.1
PAGE 12
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Operation
1. LIMITATIONS
2. NORMAL OPERATION
8.2
PAGE 1
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Operation
(Cont’d)
5. Actuate both STBY ROLL trim switches on pedestal to L and R positions
and check STBY ROLL trim indicator to move towards corresponding posi-
tions. Reset to 0.
− Check that STBY ROLL trim can not be operated by just one switch.
6. Actuate both YAW trim switches on pedestal to L and R positions and
check YAW trim indicator to move towards corresponding positions. Reset
to 0.
− Check that YAW trim can not be operated by just one switch.
8.2
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Operation
2.5 RUDDER The following test is required by AMM section 27−22−25−2 Rudder Trim
SUBTAB TRIM
CURVES TEST Tab / Procedure 1 − Adjust Rudder Sub Tab.
8.2
PAGE 3
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
Operation
3. ABNORMAL OPERATION
3.1 FLIGHT It is of utmost importance that a thorough and professional trouble shooting is per-
CONTROL formed whenever an irregular or abnormal function the flight controls has oc-
MALFUNC- curred. Therefore, it is essential that all information concerning the trouble experi-
TIONS enced is collected and forwarded to the Maintenance Unit responsible for the sub-
sequent trouble shooting.
8.2
PAGE 4
Apr 01/15
Aircraft Operations Manual FUEL
CONTENTS
Fuel
9/1.0 Highlights
9/1.1 Description
9/1.2 Operation
Fueling instruction
9/2.0 Highlights
9/2.1 Description
9/2.2 Operation
9 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual FUEL
9 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual FUEL
Highlights
0. MODIFICATION STANDARD
9/1.0
PAGE 1
Apr 01/15
Aircraft Operations Manual FUEL
Highlights
9/1.0
PAGE 2
Apr 01/15
Aircraft Operations Manual FUEL
Description
A11629
Fig. 1 Fuel tanks − location
9/1.1
PAGE 1
Apr 01/15
Aircraft Operations Manual FUEL
Description
2. MAIN COMPONENTS AND SUBSYSTEMS cated inside the inboard tank cells. The outboard
(Fig. 2) cells are replenished by overflow through the vent
line from the inboard cells.
2.1 Fuel storage
Optical sensors are used to determine mid−level
Each fuel tank consists of two cells, integral with and full level. When activated, the selected sensor
the wing, one inboard and one outboard of the en- interrupts electrical power to the affected refueling
gine nacelle. Baffling is provided inside the fuel cells shutoff valve solenoid and the valve closes.
to prevent rapid displacements of fuel within the cell
If the full level detection fails, an overfill float switch
during aircraft maneuvering. The two cells are inter-
in each cell will interrupt the power and turn on the
connected by a fuel hose and a vent line. A flapper
corresponding OVERFULL light on the refuel/defuel
valve in the fuel line permits fuel flow from the out-
panel.
board to the inboard cell only. Each outboard cell
has a filler neck for gravity fueling. The defueling valve is operated by a DC electric
motor and is of the same type as the interconnect,
The lower end of the inboard cell has a hopper tank
crossfeed and fire shutoff valves
with a capacity of 200 lb (90 kg). Four flapper
valves permit fuel to flow into, but not out of the Engine feed system
hopper tank to provide fuel for the engine feed sys- A fuel feed line connects each tank with the engine
tem at all times. A negative ”G” suction feed inlet on the same side. A crossfeed line with a shutoff
canister is attached to the wing structure within the valve interconnects the two feed lines. A suction
hopper tank and surrounds the suction feed inlet inlet and a standby pump with inlet for the feed line
check valve. The canister insures continuous fuel are located in each hopper tank. Check valves in
feed during limited uncoordinated or negative ”G” the inlets prevent return flow into the tank.
aircraft maneuvering. A drain valve is incorporated
in the lowest part of the hopper tank. An engine−driven main pump on each engine draws
fuel from the tank. A main pump differential pres-
The inboard cell is vented to the outboard cell. The sure switch, sensing the differential pressure across
outboard cell is then vented overboard through a the pump, actuates the corresponding standby
vent line at the underside of the wing. The vent sys- pump if the main pump fails, provided that the L/R
tem maintains a slight overpressure in the tanks STBY pump switch is set in the guarded AUTO
during flight. A baffle in the outboard cell prevents position. The main pump differential pressure switch
fuel from sloshing out through the vent. The vent also actuates the MAIN PUMP warning light on the
will also provide for overflow in case of overfilling overhead fuel panel. In case of engine shutdown, a
when fueling, e.g. due to a failure in the shutoff sys- condition lever actuated switch will inhibit the stand-
tem. by pump auto starting.
2.2 Fuel distribution Another pressure switch senses the pressure in the
feed line upstream of the main pump and activates
Pressure fueling system the STBY PRESS light on the fuel panel to indicate
A single point receptacle and refuel/defuel control standby pump operation. In case of standby pump
panel is located in the right wing leading edge, out- failure, the standby pump on the opposite side can
board of the engine nacelle. The control panel is be switched on to supply fuel through the cross-
supplied direct from the batteries and does not re- feed. The capacity of each standby pump is suffi-
quire any power to be on in the cockpit. A refueling/ cient to supply both engines at all power settings.
defueling line connects the receptacle with a refuel-
A fuel heater and a fuel filter are incorporated in the
ing shutoff valve in each tank and with a defueling
engine installation. See AOM 17.1 for description.
valve on the crossfeed line.
An electrical shutoff valve at each engine nacelle
The refueling shutoff valves are solenoid controlled
will shut off the fuel supply to the engine if the fire
and actuated by the fueling pressure. They are lo-
handle is pulled. The L/R VALVE CLOSED light on
9/1.1
PAGE 2
Apr 01/15
Aircraft Operations Manual FUEL
Description
the overhead fuel panel indicates the condition. will activate the master caution, L/R LOW LEVEL
Pressure relief valves in the shutoff valve and the light on the overhead panel and FUEL (CWP) light.
suction check valves protect the feed line from ex-
Mechanical quantity indication
cessive pressure due to thermal expansion when
the shutoff valve is closed. There is a magnetic dipstick in each inboard tank
cell. The stick is accessible from the underside of
2.3 Indicating systems the wing. When lowered, the stick will engage
magnetically with a float device inside the tank. The
Electrical quantity indication
protruding length will indicate fuel level by the dip-
The quantity indication system is of the capacitance stick scale indexed in inches. The fuel quantity can
type and consists of six probes and two indicators then be calculated from the dipstick index. See the
for each tank plus a signal conditioner. The signal table below. The fuel quantities are calculated with
conditioner converts the capacitance values of the a fuel density of 6.7 lb/US gallon or 0.802 kg/l for a
probes to indicator readings. Since the capacitance levelled aircraft. The dipstick scale is ranging from 0
depends on fuel level and density, the indicators will to 10.0 inches corresponding to 114 − 1038 lb or 52
show the weight of the fuel on board. − 472 kg.
Due to fuel tank probe wiring, fuel quantity indication The fuel temperature indicator is provided to indi-
may momentarily change (less than 1% of full scale cate the temperature of the fuel being delivered to
indication) when transmitting on COM 2. the engines.
A temperature sensor is installed in the fuel system
A fuel low level caution is provided for each tank. upstream the engine fuel inlet. The temperature
When the fuel level is below 300lb 70lb (135 kg signal is transmitted to an indicator on the overhead
30 kg) in a tank, a float switch in each inboard cell panel. The indicator is shared with the battery tem-
perature indicator by means of a selector.
A11582
Fig. 2 Dipstick index
9/1.1
PAGE 3
Apr 01/15
Aircraft Operations Manual FUEL
Description
A11581
Fig. 3 Fuel system − magnetic dipstick and fuel tank drain valve
9/1.1
PAGE 4
Apr 01/15
Aircraft Operations Manual FUEL
Description
STANDBY PUMP
DIFFERENTIAL PRESSURE
SWITCH
MAIN PUMP DIFFERENTIAL
PRESSURE SWITCH
A11644
Fig. 4 Fuel system − schematic
9/1.1
PAGE 5
Apr 01/15
Aircraft Operations Manual FUEL
Description
9/1.1
PAGE 6
Apr 01/15
Aircraft Operations Manual FUEL
Description
XFEED
ON
L VALVE R VALVE
CLOSED CLOSED
L FUEL
ÂÂ Â R FUEL
ÂÂ Â
FILTER FILTER
L MAIN R MAIN
PUMP PUMP
L STBY R STBY
PRESS PRESS
L LOW R LOW
LEVEL LEVEL
Engine feed
Crossfeed
Interconnect
Refuel / defuel
Vent
Vent / overflow
A24306
Fig. 5 Fuel system − flow schematic, caution lights and controls
9/1.1
PAGE 7
Apr 01/15
Aircraft Operations Manual FUEL
Description
9/1.1
PAGE 8
Apr 01/15
Aircraft Operations Manual FUEL
Description
C
B FUEL QUANTITY INDICATORS
A
Temperature display.
Indicates FUEL TEMP as selected by the
switch. At UPR lamp test, the digital display will
show +88.
DOORS STATUS
CARGO FUELING R PROP
DOOR BRAKE
MAIN MAIN DOOR
DOOR HANDLE
CREW EXT PWR
HATCH AVAIL
9/1.1
PAGE 9
Apr 01/15
Aircraft Operations Manual FUEL
Description
9/1.1
PAGE 10
Apr 01/15
Aircraft Operations Manual FUEL
Description
A11396
9/1.1
PAGE 11
Apr 01/15
Aircraft Operations Manual FUEL
Description
9/1.1
PAGE 12
Apr 01/15
Aircraft Operations Manual FUEL
Description
C B
C FUEL test switch.
L− Left fuel quantity indicators shows ;
without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091: 1000 50 lb (455 23 kg)
Left fuel flow indicator shows 760 35 lb/h or B TEST 1 PANEL
345 16 kg/h
R − same values as above for right instrument. TEST 1
BLD LEAK 1 STALL 2
NOTE: This test determines that the fuel quantity sig- L R
nal conditioner and indicators perform accu-
+
rately to a pre−set capacitance (to give the sim- ACC
A ulated fuel quantity shown above). This test LAMPS FLAPS FUEL FIRE SHORT
L R AFT
does not check the integrity of the fuel probes UPR
or ensure full and empty calibration nor does it FWD
LWR
check that the actual fuel level is measured AUTOCOARS FIRE SMOKE
correctly. L R L R
RST
C FIRE PROTECTION PANEL
A CENTRAL WARNING PANEL
A B C D
A11646
Fig. 8 Fuel system − fuel caution light, fuel test and fire shut off
9/1.1
PAGE 13
Apr 01/15
Aircraft Operations Manual FUEL
Description
9/1.1
PAGE 14
Apr 01/15
Aircraft Operations Manual FUEL
Description
Right standby pump power . . . . . . . . . . . . . . . . . . R BAT BUS R−13 R STBY PUMP PWR
Right standby pump control . . . . . . . . . . . . . . . . . . R BAT BUS R−14 R STBY PUMP CONTROL
Right fuel press norm . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R−15 R MAIN PRESS
Valves
Interconnect valve . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS J−14 CONN VALVE
Indication
Left fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS J−13 L QTY
Right fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS R−12 R QTY
Temperature indication . . . . . . . . . . . . . . . . . . . . . . R ESS BUS S−12 BAT FUEL IND
Fueling control
Refueling/defueling power . . . . . . . . . . . . . . . . . . . R HOT BAT BUS R WING FAIRING
9/1.1
PAGE 15
Apr 01/15
Aircraft Operations Manual FUEL
Description
9/1.1
PAGE 16
Apr 01/15
Aircraft Operations Manual FUEL
Operation
1. LIMITATIONS
Fuel remaining in the tanks when the fuel quantity indicators read zero in level flight can not be safely used
in all flight conditions.
9/1.2
PAGE 1
Apr 01/15
Aircraft Operations Manual FUEL
Operation
2. NORMAL OPERATION
− Check fuel quantity indicator and fuel flow indicator for same values as
above.
9/1.2
PAGE 2
Apr 01/15
Aircraft Operations Manual FUEL
Operation
(Cont’d)
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2.5 INTERCON- This procedure can be used to balance the fuel load in the tanks, both on
NECT VALVE ground and during cruise.
OPERATION.
1. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(EQUALIZING
FUEL LOAD) − Check CONN VLV OPEN light to come on.
When fuel quantities in both tanks are equal
2. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
− Check CONN VLV OPEN light to go off, indicating that the valve is fully
closed.
WARNING
The CONN VLV OPEN light is not connected to the Warning annunciator sys-
tem and is only indicated on the Fuel control panel, it will subsequently not pro-
duce any master caution single chime nor any caution light on the CWP.
CAUTION
On ground, operation of the interconnect valve must be carefully monitored. If
the aircraft is not leveled properly the fuel unbalance can increase instead of
equalize.
NOTE
CONN VALVE switch must be in CLOSED during takeoff and landing in normal
operation.
9/1.2
PAGE 3
Apr 01/15
Aircraft Operations Manual FUEL
Operation
3. ABNORMAL OPERATION
9/1.2
PAGE 4
Apr 01/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Highlights
0. MODIFICATION STANDARD
9/2.0
PAGE 1
Apr 01/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Highlights
9/2.0
PAGE 2
Apr 01/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Description
1. GENERAL
Not applicable.
OVERFULL light (red).
3. CONTROLS AND INDICATORS Light on indicates that the level in the corresponding Pressure fueling receptacle.
tank is above full and that overflow is imminent.
The electrical power to the refueling shutoff valve is in-
terrupted and the valve is closed preventing any further
refuel attempts. To test light, press light cap.
B FUELING PANEL
9/2.1
PAGE 1
Apr 01/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Description
9/2.1
PAGE 2
Apr 01/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Description
Handle
Trigger
Fuel nozzle
A12401
Fig. 2 Fuel additive blender
9/2.1
PAGE 3
Apr 01/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Description
9/2.1
PAGE 4
Apr 01/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
1. LIMITATIONS
In addition to the fuel types listed above, all aviation gas turbine fuels not listed above but conforming to
the General Electric’s Specification No. D50TF2 are approved for use in all General Electric CT7
engines and in the Saab 340 aircraft. Approved fuel types and additives are listed in General Electric Ser-
vice Bulletin 73−0048 R00 Engine−Fuel System (73−00−00) − Fuel and Additive Requirements. The GE
SB also includes special conditions for use of other fuel types such as CIS and Ukraine TS−1.
(Cont’d)
9/2.2
PAGE 1
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
(Cont’d)
Kerosene fuels
− JET−A freezing point − 40F or −40C.
− JET−A1, JP5 freezing point − 53F or −47C.
− JP8, freezing point − 58F or −50C.
Specification: IATA Guidance Material for Aviation Turbine Fuels, Addendum 76−1.
Equivalent specifications: Canada CAN 2−3.23 (3−GP−24)
France AIR 3405
United kingdom DERD 2494 (DERD 2498)
United States ASTM D1655
MIL−T−5624 (JP5), MIL−T−83133D (JP8)
Wide cut fuels
− JET−B freezing point − 58F or −50C.
− JP4 freezing point − 72F or −58C.
Specification: IATA Guidance Material for Aviation Turbine Fuels, Addendum 76−1.
Mixing of different fuel types of the same category (kerosine or wide cut) is permitted, provided that
the most restrictive operational limit of the types is used.
Additives (See also General Electric SB 73−0048)
Fuel anti−ice additives meeting specification MIL 27686E or MIL 85470B are authorized for use.
Concentration shall be minimum 0.06% to maximum 0.15% by volume.
If low fuel lubricity is being used in aircraft equipped with certain Woodward HMUs, a change in fuel or
adding a fuel lubricity additive is recommended. For approved fuel lubricity additives and concentrations
see GE SB A73−43.
9/2.2
PAGE 2
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
2. NORMAL OPERATION
2.1 GENERAL For general fueling safety regulations, refer to the appropriate national regula-
tions.
Smoking, use of open fire or any activity that can cause sparks are not per-
mitted in the fueling area.
2.2 PRESSURE 1. Check with flight crew or in Aircraft Log for complaints on the fuel system.
FUELING
(Cont’d)
9/2.2
PAGE 3
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
(Cont’d)
In cockpit
2. Overhead fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− The increasing fuel load will compress the landing gear shock struts.
6. Ground connection bonding cable . . . . . . . . . . . . . . . . . CONNECT
− Bonding cable from fuel truck connected to the grounding point beside the
fueling panel.
7. Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Select MID LEVEL or FULL LEVEL as required. The fueling will stop auto-
matically when selected level is reached.
− If an intermediate level is required, select FULL LEVEL and then switches
to OFF when the required quantity is reached.
(Cont’d)
9/2.2
PAGE 4
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
(Cont’d)
12. Order fueling to start.
13. Monitor the fueling.
− If an OVERFULL light comes on, set the fueling control switches to OFF
and stop the fueling.
Investigate.
When correct fuel quantity is reached
14. Fueling control switches . . . . . . . . . . . . . . . . . . . . . . . . . OFF
15. Order fueling to stop.
16. FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
17. Disconnect fuel nozzle.
2.3 GRAVITY 1. Check with flight crew or in Aircraft Log for complaints on the fuel systems.
FUELING
In cockpit
2. Overhead fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− The increasing fuel load will compress the landing gear shock struts.
6. Ground connection bonding cable . . . . . . . . . . . . . . . . . CONNECT
− Bonding cable from fuel truck connected to the grounding point beside the
fueling panel.
(Cont’d)
9/2.2
PAGE 5
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
(Cont’d)
7. Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Connect bonding cable from fuel nozzle to aircraft before opening the tank
filler cap.
11. Filler cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
2.4 DEFUELING Pressure defueling is the quickest and most common way to defuel. The
tanks can be defueled either simultaneously or independently. The standby
pumps are used for pressure defueling. If a large quantity of fuel must be de-
fueled use GPU power supply, otherwise the standby pumps will drain the bat-
teries.
If standby pumps not available for defuel, suction defueling by the fuel truck
can be used. However, it’s not so effective and takes longer time. At suction,
the tanks can be defueled simultaneously but only the right tank independent-
ly, due to the fuel system design.
Outside aircraft
1. Overboard vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
9/2.2
PAGE 6
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
(Cont’d)
2. Clearance aircraft/ground equipment . . . . . . . . . . . . . . CHECK
− The change in fuel load may change the landing gear shock strut exten-
sion.
3. Ground connection bonding cable . . . . . . . . . . . . . . . . . CONNECT
− Bonding cable from fuel truck connected to the grounding point beside the
fueling panel.
4. Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
9/2.2
PAGE 7
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
(Cont’d)
8. DE−FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
In cockpit
9. L/R STBY PUMP switch . . . . . . . . . . . . . . . . . . . . . AUTO
10. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9/2.2
PAGE 8
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
2.5 BLENDING This procedure can only be used in conjunction with procedure 2.3, GRAVITY
WITH ANTI− FUELING, when anti−icing additive is required and pre−blended fuel is not
ICING available.
ADDITIVE The procedure is applicable to Hi−Flo Prist blender model PHF.204, using Hi−
Flo Prist additive manufactured by PPF Industries Inc., Pittsburg PA, USA.
WARNING
Hi−Flo Prist may be harmful if inhaled or swallowed. Use adequate ventilation.
Avoid contact with skin and eyes. If sprayed into eyes, flush with large amounts
of water and contact a physician immediately.
9/2.2
PAGE 9
Jun 01/17
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Operation
9/2.2
PAGE 10
Jun 01/17
Aircraft Operations Manual HYDRAULICS
CONTENTS
Hydraulics
10 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual HYDRAULICS
10 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Description
Main reservoir
The main reservoir has a capacity of 310 cubic
inches (approx. 5 liters). The reservoir is pressur-
ized from the emergency accumulator circuit to pro-
vide a positive pressure supply to the hydraulic
pump. In case of loss of pressurization, a spring will
ensure a positive fluid supply.
10.1
PAGE 1
Aprr 01/15
Aircraft Operations Manual HYDRAULICS
Description
10.1
PAGE 2
Aprr 01/15
Aircraft Operations Manual HYDRAULICS
Description
Gear emergency
uplock actuator
actuator
Return
A11221
Fig. 1 Hydraulic system − schematic
10.1
PAGE 3
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Description
10.1
PAGE 4
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Description
A HYDRAULIC PANEL
A11210
10.1
PAGE 5
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Description
6 L FIRE R FIRE 6
FUEL ELEC
DET FAIL DET FAIL
7 ICE 7
ENGINE FLAPS AIR COND
PROT
PARK HYDR EMER LTS OXYGEN
8 8
BRK ON UNARMED
9 A−SKID AVIONICS DOORS 9
AVIONICS
INOP VENT
L STALL GUST PUSHER R STALL
10 FAIL LOCK SYSTEM FAIL 10
10.1
PAGE 6
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Description
Hydraulic pump power . . . . . . . . . . . . . . . . . . . . L GEN BUS No CB, protected by a 200 amp fuse in
the L PDU.
Hydr pump control (AUTO) . . . . . . . . . . . . . . . . L MAIN BUS F−9 PUMP AUTO
Hydr pump control (OVRD) . . . . . . . . . . . . . . . . L ESS BUS F−8 PUMP OVRD (A/C 160−299)
Hydr pump control (OVRD) . . . . . . . . . . . . . . . . L BAT BUS F−8 PUMP OVRD
(only A/C 300−up Mod No 2414)
Hydr quantity ind . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M−3 PR IND QTY IND
Hydr press ind, main & inb. brake . . . . . . . . . . . R ESS BUS M−3 PR IND QTY IND
Hydr press ind, emerg & outb. brake . . . . . . . . L ESS BUS F−4 PRESS IND
10.1
PAGE 7
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Description
10.1
PAGE 8
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Operation
1. LIMITATIONS
MIL−H−5606.
10.2
PAGE 1
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Operation
2. NORMAL OPERATION
10.2
PAGE 2
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Operation
3. ABNORMAL OPERATION
NOTE
The hydraulic system pressure relief valve will open at 3 750 psi (in main sys-
tem). If the hydraulic pump is allowed to operate with relief valve controlling
pressure, hydraulic overtemperature will result.
ACTIONS
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
− If pressure approaches low end of green arc when operating any hydraulic
subsystem.
3. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN OVRD
− Operate pump in OVRD until pressure in affected system reaches top end
of green arc. Then return switch to OFF.
4. End of procedure.
10.2
PAGE 3
Apr 01/15
Aircraft Operations Manual HYDRAULICS
Operation
10.2
PAGE 4
Apr 01/15
Aircraft Operations Manual ICE & RAIN PROTECTION
CONTENTS
11 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual ICE & RAIN PROTECTION
11 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
1. GENERAL for ice and rain protection. Bleed air is used for the
wing and stabilizer inflatable boots, the engine split
The aircraft is fully equipped for all−weather opera-
lip and inlet guide vanes. Electrical power is used
tion.
for the remainder of the ice and rain protection sys-
The ice and rain protection system is divided into: tems.
− Wing and stabilizer (boot) de−icing. All ice and rain protection systems are controlled
− Engine anti−icing. from the overhead panel except for the main pitot
− Propeller de−icing. tubes, temperature probe and angle of attack sen-
− Windshield heating. sors which are powered automatically as soon as
− Windshield wipers. one AC generator is on line.
− Pitot tubes, Outside Air Temperature probe There are also caution lights advising flight crew of
(OAT) and angle of attack sensor heating. any system fault. When any caution light is illumi-
Air bleed and electrical power, mainly from the nated, the ICE PROT MASTER CAUTION light is
115VAC wild frequency system, is used activated.
A9943
11.1
PAGE 1
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
2.1 Wing and stabilizer (boot) de−ice On a/c s/n 240−up (post Mod 2083) the regu-
lated pressure is directed to a distribution duct
Wing and stabilizer de−icing is provided by conven- supplying all boots through five ejector flow con-
tional inflatable boots located on the wing and lead- trol valves. The ejector flow control valves are
ing edges. solenoid operated and located two in each na-
Normal color of the boots are black but as an option celle for inboard and outboard wing de−ice and
silver colored boots are available. On the silver col- one in the fin for stabilizer de−ice.
ored boots there are black stripes to improve ice
Integral with each distribution valve or ejector flow
detection.
control valve is an air ejector which passes a small
Pre−cooled and regulated engine bleed air from flow of regulated air overboard to create enough
both engines, supplied via the pneumatic system, is suction to prevent the boots from inflating due to
used for de−icing. With Mod No 2310 installed HP aerodynamic lift when not pressurized. When a so-
bleed valve will automatically be opened when lenoid in a distribution valve or ejector flow control
associated PL are below 64 PLA (min takeoff posi- valve is energized, manually or by timer, it will shift
tion) and the CYCLING switch is placed in either from suction to pressure and a rapid inflation of the
ONE CYCLE or CONT position provided the HP boot will occur, cracking accumulated ice. Upon
Bleed Switch is in AUTO. Once activated the HP completion of the automatically controlled 6 se-
BLD VALVES will be opened for 30 sec. to cover a conds timing cycle, the solenoid is de−energized
complete boot de−ice cycle. The bleed air flows via and suction restored. In conditions of low tempera-
a normally open shut−off valve, controlled by the ture, −30C and below, the rubber in the boots be-
AIR SUPPLY ON/OFF switch, to a pressure regula- comes stiff which results in the deflation sequence
tor in each nacelle. The regulator reduces the pres- being prolonged.
sure to 18 psi and contains an integral relief valve
preventing the pressure from exceeding 25 psi if the The sequence of boot inflation is maintained by a
regulator should become stuck open. An overheat timer control unit. Upon selection of either ONE
sensor is installed downstream of each regulator. CYCLE or CONT a timer will cause each boot zone
to inflate in the following order: stabilizer, outboard
NOTE wing, inboard wing, and finally re−inflation of stabi-
lizer.
On a/c s/n 240−up (post Mod 2083) the regulator
reduces the pressure to 21 psi and contains an When CONT is selected this inflation cycle will be
integral relief valve preventing the pressure from repeated every third minute.
exceeding 27 psi if the regulator should become
A Push button for each boot zone permits manual
stuck open.
override of the timer.
The sensor will cause a DE−ICE OV TEMP light to To monitor the boot de−ice system a TIMER light
come on whenever the temperature reaches 150C comes on should either of the following faults be
(300F). detected:
The regulated pressure is directed to a distribution − No pressure is sensed downstream the valve
duct supplying all boots through three distribution sequenced for opening within 4 seconds.
valves. The distribution valves are solenoid oper- − The activated timer gives no inflation signal.
ated and located one in each nacelle for inboard − The boots are not cycling.
and outboard wing de−ice and one in the fin for sta- − Pressure remains on in the stabilizer boot zones
bilizer deice. (AUTO CYCLING switch in CONT).
− Pressure remains on in the stabilizer boot zones
when next cycle is activated (AUTO CYCLING
switch in ONE CYCLE).
11.1
PAGE 2
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
− Pressure remains on in Left and Right inboard valve ported to the Splitter Lip, the inlet guide vanes
wing or Left and Right outboard wing boot zones and the Inlet Particle Separator Ejector Duct. When
after more than 8 seconds. power is increased the bleed air reduces and at
On a/c s/n 160−239: 90% Ng corrected (temperature related) the sleeve
valve is fully closed. With engine anti−icing switched
The following additional faults triggers the TIMER ON at low power settings some air is routed from
light: the Sleeve Valve via the Electronic Solenoid Valve
− Control power to timer is lost. If the W OUTB to the Splitter Lip and inlet guide vanes while the
push button is depressed the TIMER light will go rest is routed direct from the Sleeve Valve. When
out. When the button is released the light will power is increased relatively more air is routed via
come on again. the Solenoid Valve and at high power settings all
On a/c s/n 240−up: bleed air for anti−icing is routed from the Sleeve
Valve via the Solenoid Valve.
The following additional faults triggers the TIMER
light: The electrical inlet duct heating uses 115VAC, wild
frequency, supplied directly from each engine’s own
− Pressure remains on in any boot zone
AC generator only. Therefore, there can be no
(AUTO CYCLING switch in ONE CYCLE or
cross−feed from the other AC generator in case of
CONT).
malfunction.
− Control power to timer is lost.
− Depressing any of the Manual push buttons while 2.2.2 Upper and Lower duct
in CONT or during a one CYCLE sequence will (Applicable to A/C with LUCAS intakes
result in the TIMER light coming on momentarily. (without mod. no. 2095)
In CONT, ONE CYCLE or by manually overriding In the lower leading edge section the duct is pro-
the timer the inflation sequences can be monitored vided with a temperature control sensor, an under−
by following the illumination of the green indication temperature sensor and an over−temperature sen-
lights which will come on whenever the respective sor. These sensors are connected to an inlet duct
boot zone is pressurized if BOOT IND switch is in heater controller located in the engine nacelle
ON position. In OFF position no illumination will oc- equipment compartment.
cur.
The normal temperature control sensor has preset
2.2 Engine anti−ice system (Fig. 3) control levels for inlet heat controller to ”cut in” at
60C (140F) and to ”cut out” at 80C (175F). A
2.2.1 General failure in the inlet ice protection system is indicated
by L or R INTAKE light coming on.
An engine anti−ice system prevents ice formation
on certain areas of the engine where ice buildup The light comes on if:
otherwise could be expected. These areas are the − The over−temperature sensor senses a tempera-
inlet lip, intake ducts including Inlet Protection De- ture exceeding 125C (257F) in which case the
vice (IPD) with exhaust nozzle which are electrically inlet heat controller will ”cut out” power to the
heated, and the splitter lip and inlet guide vanes, heaters. (If the L/R ENGINE switch is left ON the
which are heated with bleed air. light will go out when power is ”cut in” at 40C
Both the electrical and the bleed air parts of the followed by a new overheat.)
system are controlled by the same L/R ENGINE − The under−temperature sensor senses a temper-
anti−ice switches. ature below 10C (50F). (Inhibited for 25 sec
when switching on the system to avoid nuisance
In order to increase the engine stall margin at low
warnings).
power operation, bleed air is bled from the 5th com-
− Loss of power in one or more phases in the
pressor stage and via the HMU operated sleeve
three−phase power supply system.
11.1
PAGE 3
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1
PAGE 4
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
− The L/R PROP DE−ICE lights (blue) on the flight 2.4 Windshield heating (Fig. 4)
status panel which will come on when the system
The front windshields and the forward part of the
is working and will go out in case of system fail-
side windshields are electrically heated from the
ure.
115 VAC, wild frequency buses for anti−icing. L AC
− One ICE PROT light (amber) on the CWP which
BUS supplies heating power for L front and side
will come on flashing together with MASTER
windshields and R AC BUS supplies heating power
CAUTION in case of failure.
for R front and side windshields. In addition, air
− Two L/R PROP lights (amber) on the overhead
from the air conditioning system is directed to the
panel will come on in case of failure.
inside of the windshields to prevent fogging as soon
During normal operation each propeller de−icer boot as the air conditioning system is working.
is powered by it’s associated AC generator. In the
The power used for heating is regulated by two con-
event of an engine or AC generator failure the pro-
trollers. The left controller powers the left front and
pelled de−icer boots are automatically powered
right side windshields while the right controller pow-
from the opposite side.
ers the right front and left side windshields.
When the L/R PROP de−ice switch is in NORM/
Once the windshields have reached their working
MAX position 28 VDC will be applied to the timer/
temperature, the controllers will modulate the power
switching/monitor unit. The timer unit alternately
output to keep this temperature. If an open or short
turns on power to two opposite pair of blades.
circuit occurs in the normal temperature sensor, the
In NORM position power is on for 11 seconds and over−temperature sensor will take over and modu-
off for 79 seconds. In MAX position power is on for late the temperature together with the controller.
90 seconds and off for 90 seconds.
Each controller also provides overheat and fault
It is very important to observe the temperature protection. If a controller detects an overheat sen-
switching point for use of NORM resp MAX modes. sor circuit failure or a complete controller fault, it
If using MAX mode at temperatures warmer than shuts off power to the affected windshield and illu-
−12 and NORM mode at temperatures warmer minates the respective windshield L/R SIDE or L/R
than −5 , there is a risk for the ice to melt and ”run FRONT light. If, however, only the normal tempera-
back” and re−freeze behind the boots. Run back will ture circuit fails and the over−temperature sensor
cause a drastic reduction in Propeller thrust, up to circuit takes over, the caution light will illuminate but
about 30%. However, MAX mode may be used in the windshield is still heated. Positioning the switch
the temperature range −10 to −12 SAT if unac- for the affected windshield to OFF will extinguish
ceptable propeller vibrations are experienced. If un- the caution light and resets the controller channel
acceptable vibrations occur at warmer temperatures for this windshield.
than −10 SAT use MAX mode for a short period
The front windshields heating can only be selected
until the vibrations disappear. Bear in mind the risk
ON or OFF. When set to ON, power is applied grad-
for run back.
ually by the controller to reduce thermal stresses in
A timer fault monitoring unit will automatically dis- the windshields. If the windshields are cold, it may
connect the power and activate L or R PROP cau- take up to 6 minutes before full power is applied.
tion light in the ICE PROTECTION panel together
A/C 160−299
with ICE PROT CWP light whenever one or more of
the following faults arise: The side windshields have no low power warm-up
− AC or DC power failure. period. Instead, there are two power settings avail-
able, NORM and HIGH. NORM is used for defog-
− Timer not cycling or remaining permanently on.
ging while HIGH is used for de−icing. When heating
− Over−/Undercurrent to propeller boots.
is applied to a side windshield NORM setting must
− Cycling interval periods are off by more than
be used for at least 7 minutes before HIGH may be
0.5%.
selected in order to reduce the thermal stresses. As
an additional precaution when HIGH is selected,
11.1
PAGE 5
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
NORM power will be applied whenever the aircraft 2.7 Ice detector
is on ground (WOW, weight on wheels switches (Optional Mod No. 1933)
sensing ground mode).
The ice detector consists of an ultrasonic axially
A/C 300−UP vibrating tube as sensing element. The logic is con-
The side windshields heating can be selected ON or trolled by a micro−processor built into the ice detec-
OFF. When set to ON, power is applied gradually tor housing. Upon sensing ice as evident by a
by the controller to reduce thermal stresses in the change in frequency, at a preset level, the micro−
windshields. processor will activate the L and R ENG ANTI−ICE
blue status lights which will start flashing. When
2.5 Windshield wipers (Fig. 5) switching ENG A/I ON the blue light will change to
steady.
Each front windshield is provided with a windshield
wiper. The wipers can be operated both at HIGH The ice detector has a heating element which will
and LOW speed. Also, each wiper rotary switch has de−ice the detector in a cyclic manner. When the
a PARK position where the wiper is returned to frequency of vibration is sensed to be at a ”no ice”
stowed position. level the heating is switched off and a new ice
detection cycle is started. If the ENG ANTI−ICE has
The wiper motors have a thermal overheat protec-
been switched ON previously, and remains ON, the
tion with auto−reset when the temperature has de-
blue status lights will remain steady, i.e. the flashing
creased.
is suppressed.
2.6 Pitot tubes, Outside Air Temperature The INVERTER must be in INV 1 position for the
probe (OAT) and angle of attack sensor ice detector to work, unless Mod No. 2546 is
heating (Fig. 5) installed, when the Ice detector is powered from R
The pitot tubes, temperature probe (OAT) and angle AC GEN BUS and will then work regardless of in-
of attack sensors are electrically heated. All except verter selection.
the standby pitot tube are supplied with 115 VAC,
CAUTION
wild frequency. The standby pitot tube is supplied
with 28 VDC. IT IS VERY IMPORTANT TO UNDERSTAND
THAT THE ICE DETECTOR ALERT SHALL
There is a main pitot tube and an angle of attack NOT BE USED AS THE CUE FOR SWITCHING
sensor on each side of the airplane in the cockpit ON ENG ANTI−ICE. THE ICE DETECTOR
area. These tubes and sensors are heated whenev- FUNCTION SHALL BE CONSIDERED AN
er the 115 VAC wild frequency buses are powered. ALERT SHOULD ICING CONDITIONS BE EN-
The temperature probe located forward of the pilots TERED UNNOTICED FOR ANY REASON.
windshields is also powered directly from the 115
VAC wild frequency system but via the WOW 2.8 Ice detector
switch, powering the probe only in the air. A heated (Optional Mod No. 3168)
probe without any air flow would give an incorrect
temperature reading. The ice detector consists of an ultrasonic axially
vibrating tube as sensing element. The logic is con-
The standby pitot tube, powered by 28 VDC, is con- trolled by a micro−processor built into the ice detec-
trolled by a STBY PITOT switch which must be in tor housing. Upon sensing ice as evident by a
ON position for the pitot tube to be heated. The pi- change in frequency, at a preset level, the micro−
tot tube must be powered for 5 minutes to be pro- processor will activate the L and R ENG ANTI−ICE
vide with full anti−ice protection. blue status lights which will start flashing and the
ICE COND indication light will illuminate in white.
When switching ENG A/I ON the blue light will
change to steady.
11.1
PAGE 6
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
CAUTION
IT IS VERY IMPORTANT TO UNDERSTAND
THAT THE ICE DETECTOR ALERT SHALL
NOT BE USED AS THE CUE FOR SWITCHING
ON ENG ANTI−ICE. THE ICE DETECTOR
FUNCTION SHALL BE CONSIDERED AN
ALERT SHOULD ICING CONDITIONS BE EN-
TERED UNNOTICED FOR ANY REASON.
11.1
PAGE 7
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1
PAGE 8
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
28VDC
POWER ON
Left side
distribution
valve
28VDC
Left side POWER
overheat
sensor
Inboard boots Inboard boots
Left side
shut off 28VDC
valve POWER
28VDC
CONTROL
Outboard boots Outboard boots POWER
TIMER
& &
pressure
Left side
Distribution
valve
Overheat
sensor 150C Inboard boots
Ejector
Regulator
with relief
ËËËËË
and check
valves
valve
ËËËËË
Pneumatic pressure
AOM0106 open
system
Shut off
valve Pre cooler
11.1
PAGE 9
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1
PAGE 10
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
ÉÉ
L PROP R PROP
To RAC
ÉÉ
GEN Switch L PROP R PROP
ÉÉ
MAX
NORM
ÉÉ
OFF
Control power
ÉÉ
Power to heating boots Max
Timer/ 28 VDC
ÉÉ
Norm
Switching/ control
monitor unit power
ÉÉ
Off L BETA R BETA
ÇÇ
AC HEAT L ENG R ENG
ANTI−ICE ANTI−ICE
L AC R AC
ÉÉ ÇÇ
GEN GEN
ÉÉ
L AC GEN R AC GEN
Heating
ÉÉ ÇÇ Ç
ON boot
LOAD
ÉÉ ÇÇ
ÇÇÇ Ç
XFR
OFF/R
ÉÉ ÇÇÇ Ç
ÉÉ ÇÇÇ Ç
Failure signal
on ground
ÉÉ ÇÇÇ Ç
ON/OFF resetable Inlet Particle Separator Ejector Duct
signals circuit
ÇÇÇ
breakers HMU operated
from GCU ENGINE
sleeve valve
ÇÇÇ
ON/LOAD XFR/OFFR Heating failure signal L INTAKE L AIR R AIR R INTAKE
signals from Power to inlet
ÇÇÇ
AC GEN switch duct heating L ENGINE L ENGINE
ON/OFF elements
signals ON
Electronic
Solenoid valve
OFF
control
power
28 VDC
on ground control
GEN resetable power
CONTROL L 115 VAC circuit
Failure signals UNIT (GCU) ON/OFF GEN breakers
AOM0104 signals
11.1 S1
This page is applicable to aircraft with LUCAS intake. PAGE 11
Without Mod No 2095 and without Mod. No. 3529 or 3530
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 S1
This page is applicable to aircraft with LUCAS intake. PAGE 12
Without Mod No 2095 and without Mod. No. 3529 or 3530
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
PROPELLER
Heating failure signal
L PROP R PROP
L 115 VAC GEN BUS
L PROP R PROP
To RAC
ÉÉ
ÉÉ
MAX
GEN Switch NORM
OFF
ÉÉ
ÉÉ Timer/
Control power
Max
Norm 28 VDC
ÉÉ
Power to heating boots control
Switching/ Off power L BETA R BETA
ÉÉ
monitor unit
ÉÉ
L PROP R PROP
DE−ICE DE−ICE
ON LOAD
From R115 VAC
GEN Bus XFR Split lip L ENG R ENG
OFF/R heating ANTI−ICE ANTI−ICE
Inlet guide
vane heating
Ç
AC HEAT
L AC R AC
ÉÉ Ç
GEN GEN
ÉÉ
L AC GEN R AC GEN
ÉÉ ÇÇÇ
ÇÇ ÇÇ
XFR
OFF/R ENGINE
on ground
ÉÉ ÇÇÇ ÇÇ L ENGINE R ENGINE
ÉÉ ÇÇÇ ÇÇ
Inlet Particle Separator Ejector Duct
ON/OFF resetable ON
signals circuit HMU operated
ÇÇÇ
from GCU breakers sleeve valve
ÇÇÇ
OFF
ON/LOAD XFR/OFFR
Power to inlet
signals from
duct heating
AC GEN switch
elements
ON/OFF Heating failure signal
signals STALL
WARNING
COMPUTER 1
Electronic
Solenoid valve control
power
STALL
WARNING
Inlet heat Heating failure signal COMPUTER 2
28 VDC
controller control
power
GEN on ground
CONTROL L 115 VAC resetable
Failure signals UNIT (GCU) ON/OFF GEN circuit
signals breakers
A30774
11.1 S2
This page is applicable to aircraft with LUCAS intake. PAGE 11
Without Mod No 2095 and with Mod. No. 3529 or 3530
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 S2
This page is applicable to aircraft with LUCAS intake. PAGE 12
Without Mod No 2095 and with Mod. No. 3529 or 3530
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
ÉÉ
L PROP R PROP
To RAC
ÉÉ
GEN Switch L PROP R PROP
ÉÉ
MAX
NORM
ÉÉ
OFF
Control power
ÉÉ
Power to heating boots Max
Timer/ 28 VDC
ÉÉ
Norm
Switching/ control
monitor unit power
ÉÉ
Off L BETA R BETA
ÇÇ
AC HEAT L ENG R ENG
ANTI−ICE ANTI−ICE
L AC R AC
ÉÉ ÇÇ
GEN GEN
ÉÉ
L AC GEN R AC GEN
Heating
ÉÉ ÇÇ Ç
ON boot
LOAD
ÉÉ ÇÇ
ÇÇÇ Ç
XFR
OFF/R
ÉÉ ÇÇÇ Ç
ÉÉ ÇÇÇ Ç
Failure signal
on ground
ÉÉ ÇÇÇ Ç
ON/OFF resetable Inlet Particle Separator Ejector Duct
signals circuit
ÇÇÇ
breakers HMU operated
from GCU POWER ENGINE
sleeve valve
ÇÇÇ
ON/LOAD XFR/OFFR POWER Heating failure signal L INTAKE L AIR R AIR R INTAKE
signals from
ÇÇÇ
AC GEN switch POWER
L ENGINE L ENGINE
ON/OFF
signals ON
Electronic
POWER
Solenoid valve
OFF
=Primary temp
sensor
Anti−ice
=Back up temp MICRO MICRO
Control
sensor PROCESSOR PROCESSOR
LOWER DUCT UPPER DUCT Unit
control
Located in
power
Engine Na-
celle
28 VDC
WoW
on ground Gnd control
GEN resetable CONTROL UNIT DISPLAY power
CONTROL L 115 VAC circuit
Failure signals UNIT (GCU) ON/OFF GEN breakers L INTAKE Light
RESET AC CONT UPR LWR
signals in TEST 3 PANEL IN- UNIT DUC DUC
AOM0103 Air SWITCHES
The lights are disconnected PUT T T
by Mod No 2250 and removed
by Mod No 2255
11.1 O1
This page is applicable to aircraft with COX intake. PAGE 11
With Mod no 2095 and without Mod. No. 3529 or 3530.
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 O1
This page is applicable to aircraft with COX intake. PAGE 12
With Mod no 2095 and without Mod. No. 3529 or 3530.
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
ÉÉ
L PROP R PROP
To RAC
ÉÉ
GEN Switch L PROP R PROP
ÉÉ
MAX
NORM
ÉÉ
OFF
Control power
ÉÉ
Power to heating boots Max (A) FI STOP
FI STOP (B)
OPEN
Timer/ 28 VDC
ÉÉ
Switching/ Norm
control
monitor unit power
ÉÉ
Off L BETA R BETA
ÇÇ
AC HEAT L ENG R ENG
ANTI−ICE ANTI−ICE
L R
ÉÉ ÇÇ
AC AC
GEN GEN
ÉÉ
L AC GEN R AC GEN
Heating
ÉÉ ÇÇ Ç
ON boot Failure signal
LOAD
ÉÉ ÇÇ
ÇÇÇ Ç
XFR
OFF/R
ENGINE
ÉÉ ÇÇÇ Ç
from GCU breakers POWER sleeve valve
ÇÇÇ
ON/LOAD XFR/OFFR OFF
POWER
signals from
ÇÇÇ
AC GEN switch POWER
ON/OFF
signals Heating failure signal
STALL
Electronic WARNING
POWER
Solenoid valve COMPUTER 1
control
=Primary temp power
sensor
Anti−ice STALL
=Back up temp MICRO PROCESSOR MICRO PROCESSOR WARNING
sensor LOWER DUCT UPPER DUCT Control COMPUTER 2
28 VDC
Unit
control
power
Located in
Engine Nacelle
on ground WoW
resetable Gnd
GEN
CONTROL L 115 VAC circuit
UNIT (GCU) ON/OFF GEN breakers L INTAKE Light CONTROL UNIT DISPLAY
Failure signals
signals in TEST 3 PANEL
Air
The lights are disconnected RESET AC CONT UPR LWR
A30791 by Mod No 2250 and removed SWITCHES IN- UNIT DUC DUC
by Mod No 2255 PUT T T
11.1 O2
This page is applicable to aircraft with COX intake. PAGE 11
With Mod no 2095 and with Mod. No. 3529 or 3530.
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 O2
This page is applicable to aircraft with COX intake. PAGE 12
With Mod no 2095 and with Mod. No. 3529 or 3530.
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
A9913
Fig. 4 Window heat − schematic
11.1 S1
A/C 160−299 PAGE 13
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 S1
A/C 160−299 PAGE 14
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
ON ON ON
A11029
11.1 S2
A/C 300 − up PAGE 13
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 S2
A/C 300 − up PAGE 14
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
28 VDC 28 VDC
Ice detector
optional (Mod No 1933)
Left pitot
Temperature probe
RW o W
Switch
R 115VAC L 115VAC
NLG GEN BUS GEN BUS
up lock
switch
R INV BUS
ICE PROTECTION
ICE−DET L PITOT R PITOT STBY
PITOT L BETA R BETA
TEST
L ALPHA R ALPHA
ON STBY PITOT L PROP R PROP
OFF OAT ON DE−ICE DE−ICE
OFF
L ENG R ENG
ANTI−ICE ANTI−ICE
28 VDC
A9670
11.1
PAGE 15
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
AUTO CYCLING
Activates timer to give a four−times six second
cycle of boot inflation in the following order:
Stabilizer
Outboard wing
Inboard wing
Stabilizer
ONE CYCLE (Spring loaded to OFF position):
One Axxx
complete cycle.
CONT: One complete cycle every third
minute.
A34462
Fig. 6 Stabilizer and wing de−ice system − controls and indicators
11.1
PAGE 16
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1
PAGE 17
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1
PAGE 18
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 S1
A/C 160−299 PAGE 19
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 S1
A/C 160−299 PAGE 20
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 S2
A/C 300 − up PAGE 19
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
11.1 S2
A/C 300 − up PAGE 20
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
B
A WINDSHIELD WIPER PANEL
A A
WIPER EFIS
OFF
PARK LOW
DRIVE XFR
H
I N
G O
H R
M
XSIDE DATA
ADI REV
N
O
R
M
HSI REV
Wiper rotary switch
PARK Wiper is returned to stowed position.
OFF Wiper stops in present positon.
LOW Wiper operates at low speed.
HIGH Wiper operates at high speed.
A9924
Fig. 9 Windshield wiper and probe heat system − controls and indicators
11.1
PAGE 21
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
A9920
Fig. 10 Ice and rain protection master caution −controls and indicators
11.1
PAGE 22
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
A SIDE PANEL
A9667
Fig. 11 Ice Detection System (Option Mod No 1933)
11.1
PAGE 23
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
2
1
1
2
9
12
7
6
A SIDE PANEL
ICE COND indication light (white)
Optional Mod No 3168
The ice detection indication light comes on if
the ice detector senses ice.
11.1
PAGE 24
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
L BETA
L PROP
DE−ICE
2 L ENG
1 ANTI−ICE
L IGN
ICE SPD
ON 9
1 2
7
A14690
Fig. 13 ICE SPD button (Option Mod No 2650)
11.1
PAGE 25
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
Engine anti−ice
Control L and R . . . . . . . . . . . L BAT BUS H−27 L/R ENG ANTI−ICE CONTROL
Electrical control L . . . . . . . . . L BAT BUS H−26 L INTAKE
Air control L . . . . . . . . . . . . . . L MAIN BUS H−25 L AIR VALVE
Electric control R . . . . . . . . . . R BAT BUS R−27 R INTAKE
Air control R . . . . . . . . . . . . . . R MAIN BUS R−28 R AIR VALVE
Left intake
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
PWR Ø B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
PWR Ø C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
Right intake
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
PWR Ø C . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
Propeller de−ice
Left propeller
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H−24 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H−23 PWR Ø B
PWR Ø C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H−22 PWR Ø C
Control . . . . . . . . . . . . . . . . . . . L BAT BUS H−21 CONTROL
Right propeller
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P−21 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P−22 PWR Ø B
PWR Ø C . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P−23 PWR Ø C
Control . . . . . . . . . . . . . . . . . . . R BAT BUS P−24 CONTROL
11.1
PAGE 26
Jun01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
Windshield heat
L front
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−23 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−22 PWR Ø B
Control . . . . . . . . . . . . . . . . . . . L BAT BUS J−21 CONTROL
L side
PWR Ø C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−26 PWR Ø C
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−25 PWR Ø A
Control . . . . . . . . . . . . . . . . . . . L BAT BUS J−24 CONTROL
Right front
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−21 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−22 PWR Ø B
Control . . . . . . . . . . . . . . . . . . . R BAT BUS R−23 CONTROL
Right side
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−24 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−25 PWR Ø B
Control . . . . . . . . . . . . . . . . . . . R BAT BUS R−26 CONTROL
Windshield wipers
Wiper L . . . . . . . . . . . . . . . . . . L BAT BUS H−28 L WIPER
Wiper R . . . . . . . . . . . . . . . . . . R MAIN BUS P−28 R WIPER
Probe heat
Pitot L . . . . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−27 L PITOT Ø C
Pitot R . . . . . . . . . . . . . . . . . . . R 115 VAC GEN BUS S−25 R PITOT Ø A
Angle of attack L . . . . . . . . . . L 115 VAC GEN BUS J−28 L ALPHA Ø C
Angle of attack R . . . . . . . . . . R 115 VAC GEN BUS S−24 R ALPHA Ø A
Temperature probe . . . . . . . . R 115 VAC GEN BUS S−23 OAT Ø A
Standby pitot power . . . . . . . R ESS BUS S−26 STBY PITOT PWR
Standby pitot control . . . . . . . R ESS BUS S−27 STBY PITOT CONTROL
Ice detector (optional
Mod No 1933) . . . . . . . . . . . . R INV BUS
(Cont’d)
11.1 S1
A/C 160−299 PAGE 27
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
(Cont’d)
Ice detector with
Mod No 1933 and 2546 . . . . R 115 VAC GEN BUS
Ice detector with
Mod No 3168 . . . . . . . . . . . . . R 115 VAC GEN BUS Not in cockpit
Improved S/W system
Mod No 3529 or 3530 . . . . . . R BAT BUS S−28 ICE SPD IND
11.1 S1
A/C 160−299 PAGE 28
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
Windshield heat
L front
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−23 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−22 PWR Ø B
Control . . . . . . . . . . . . . . . . . . . L BAT BUS J−21 CONTROL
L side
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS R−24 PWR Ø A
Control . . . . . . . . . . . . . . . . . . . L BAT BUS R−26 CONTROL
Right front
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−21 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−22 PWR Ø B
Control . . . . . . . . . . . . . . . . . . . R BAT BUS R−23 CONTROL
Right side
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS J−25 PWR Ø A
Control . . . . . . . . . . . . . . . . . . . R BAT BUS J−24 CONTROL
Windshield wipers
Wiper L . . . . . . . . . . . . . . . . . . L BAT BUS H−28 L WIPER
Wiper R . . . . . . . . . . . . . . . . . . R MAIN BUS P−28 R WIPER
Probe heat
Pitot L . . . . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−27 L PITOT Ø C
Pitot R . . . . . . . . . . . . . . . . . . . R 115 VAC GEN BUS S−25 R PITOT Ø A
Angle of attack L . . . . . . . . . . L 115 VAC GEN BUS J−28 L ALPHA Ø C
Angle of attack R . . . . . . . . . . R 115 VAC GEN BUS S−24 R ALPHA Ø A
Temperature probe . . . . . . . . R 115 VAC GEN BUS S−23 OAT Ø A
Standby pitot power . . . . . . . R ESS BUS S−26 STBY PITOT PWR
Standby pitot control . . . . . . . R ESS BUS S−27 STBY PITOT CONTROL
Ice detector (optional
Mod No 1933) . . . . . . . . . . . . R INV BUS
Ice detector with
Mod No 1933 and 2546 . . . . R 115 VAC GEN BUS
(Cont’d)
11.1 S2
A/C 300−up PAGE 27
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
(Cont’d)
Ice detector with
Mod No 3168 . . . . . . . . . . . . . R 115 VAC GEN BUS Not in cockpit
Improved S/W system
Mod No 3529 or 3530 . . . . . . R BAT BUS S−28 ICE SPD IND
11.1 S2
A/C 300−up PAGE 28
Jun 01/17
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.1 GENERAL During ground operation there might be transient drops in PROP RPM, below
the preset AC generator trigger level. If the drop lasts more than 7 seconds the
AC generator will trip and MASTER CAUTION / ICE PROT (CWP) lights will
come on together with AC GEN caution and other AC--powered system caution
lights in the overhead panel.
There are also cases where ice protection system caution lights will come on
without AC GEN caution light. This is due to an inherent warning system time
delay.
The AC generator will come on line automatically when PROP RPM increases,
and the engine INTAKE caution light will go out. However, the windshield
FRONT/SIDE and PROP caution lights can only be extinguished by resetting
the systems (switches selected to OFF and then to desired position).
11.2
PAGE 1
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
11.2
PAGE 2
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
(Cont’d)
Takeoff on RWY with standing water, slush, wet or dry snow
When taking off in this condition there is a risk of spray ingestion into the en-
gines. Switch on engine anti--ice when ambient temperature is +5C (+10C ac-
cording to FAA AD 96--01--04 R1 and 2008--06--11) and below (operation may
be restricted by national rules).
For a/c with Mod.no 3529 for 340B / 3530 for 340WT
Departure when icing conditions on ground and expected icing after lift--
off
-- When engine anti--ice is selected, before take--off, L/R ENG ANTI--ICE lights
on the Flight Status Panel will come on. Use these lights, also as Ice Speed
“armed” lights. This is the indication that the stall warning will change (in-
crease) the stall warning triggering airspeeds after 6 minutes from lift--off. (
See also FLIGHT PROCEDURES 25/3 and 25/10 Takeoff briefing and Call--
outs).
Ice formation discovery during darkness
When operationally feasible, switching on the cockpit dome light will increase
the possibility of discovering unexpected ice, for example on the wipers.
Using the strobe--lights or switching on the landing lights now and then will in-
crease the possibility of identifying unexpected icing conditions.
The air inlet can be inspected from the cockpit by use of a flashlight.
Operation in and after certain icing conditions
During flight through heavy snow, heavy sleet or ice crystals, substantial
amounts of ice may be collected on parts of the bird catcher even with a fully
functioning engine anti--ice system. This is no problem as long as a positive air-
flow through the birdcatcher is assured. However, REVERSE POWER OP-
ERATION BELOW 50 KTS (EVEN WITH A FULLY OPEN EXHAUST
NOZZLE) AND DURING PROPELLER BRAKE OPERATION WITH A MORE
THAN 30 PERCENT ICED--UP (BLOCKED) NOZZLE THE AIRFLOW IS RE-
VERSED THROUGH THE BIRDCATCHER.
Such conditions are potentials for ice being sucked into the engine. After en-
countering such conditions, keep the engine anti--ice system ON for the dura-
tion of flight at temperature below +5 C if operationally feasible.
Engine anti--ice ON during ground operation after landing will assure that both
the air and the walls in the birdcatcher is warmed up. This will expedite the melt-
ing of possible ice collected in the birdcatcher. However, if the prevailing tem-
perature is below the freezing point, de--icing of the birdcatcher might be neces-
sary. An inspection of the air intake/birdcatcher for possible residual ice/snow
will determine the need for de--icing of the birdcatcher.
(Cont’d)
11.2
PAGE 3
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
(Cont’d)
If icing conditions have been encountered during flight
-- If operationally feasible, avoid use of reverse thrust below 50 KIAS.
2.3 WING AND The Boot De--icing must be used As defined for operation of wing and stabilizer
STABILIZER de--icing boots ( see page 2), or upon annunciation from an ice detector system (if
DE--ICE installed), whichever occurs first except:
OPERATION
-- During take--off, until reaching 400 feet above threshold elevation, use boots
only at first sign of ice anywhere on the aircraft.
-- If SAT is below--40 _C, use boots only if ice is observed accumulating on any
part of the aircraft.
System check
1. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Idle
2. HP BLD VALVE switch (one only) . . . . . . . . . . . . . . . . . AUTO
3. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
4. BOOT IND switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
-- Set BOOT IND switch to ON for boot indication lights to work during test.
5. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . ONE CYCLE
11.2
PAGE 4
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
(Cont’d)
1. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . CONT
Use CONT mode or operate the system as needed. If ice accumulation be-
tween the the automatic cycles is estimated to be more than 5 mm
(1/4 inch), set the AUTO CYCLING switch momentarily to OFF and then
back to CONT to activate an extra cycle, in between the automatic cycling,
to minimize ice accumulation.
2. Observe boot indication lights to come on, one at a time.
The de--icing boots can be turned off when
-- The OAT or SAT is warmer than +5 _C and there is no ice observed on any
part of the aircraft and it is certain that there is no ice accumulation on the air-
craft;
or;
-- No visible moisture (such as fog with visibility of one mile or less, rain snow,
sleet, ice crystals) is present;
and;
-- Three (3) de--icing boot cycles (9 minutes in CONT mode) have been
completed after exiting visible moisture.
-- If entering SAT below --40 _C , turn boots off before completion of 3 cycles.
When wing and stabilizer de--icing no longer required
1. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Boots de--ice manual operation
-- Press and hold one manual push--button at a time for 6 sec. in the following se-
quence: STAB -- W OUTB -- W INB -- STAB.
-- Observe respective BOOT IND light to come on.
-- Repeat as often as required (ice accumulation more than 5 mm (1/4 inch)).
11.2
PAGE 5
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
(Cont’d)
NOTE
When switching Engine Anti--ice ON or OFF check proper function by observing a
decrease or increase in engine torque setting. If no decrease or increase, reduce
power to below 88 % Ng, cycle switch (OFF then ON) and then increase to max
cruise power to restore proper function.
NOTE
APPLICABLE TO AIRCRAFT WITH COX INTAKES (Mod No 2095 installed). In
extremely cold temperatures L/R INTAKE light may come on after engine anti--ice
activation because of the relatively long time to reach working temperature. Se-
lecting the switch to OFF then ON will solve the problem since at this time the
intake has been preheated.
CAUTION
Except for the first 6 minutes after liftoff, make sure to have a speed not less than
the published minimum speed with engine Anti--ice ON (speeds with applicable
ice increment) before selecting engine Anti--ice ON.
11.2
PAGE 6
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
11.2
PAGE 7
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
(Cont’d)
1. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL/MAX
-- Set windshield SIDE switches in NORM. NORM must be active for at least
7 minutes before HIGH may be selected.
NOTE
If HIGH is selected on the ground, NORM power will be supplied while on the
ground.
When windshield heating no longer required
1. W SHIELD heat switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
11.2
PAGE 8
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
2.8 PROBE HEAT Probe heat for the main pitots, angle of attack sensors and (only in flight) tem-
perature probe is activated when the 115 AC GEN BUSES are powered.
Before takeoff
1. STBY PITOT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2.9 ICE SPEED -- Operate the system in accordance with the procedures i Supplement 37/3.
SYSTEM
With Mod No.
2650 installed
11.2
PAGE 9
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
2.12 STALL WARN- With either of the Engine Anti--ice switches selected ON, the improved stall
ING SYSTEM warning system, with increased stall warning speed trigger levels, will be
armed if on ground, and activated in the air.
With Mod. No. 3529 for
However, activation is inhibited until approximately 6 minutes after lift--off.
340B / 3530 for 340WT
The activation is indicated by illumination of a blue ICE SPEED p/b on the cen-
(Improved stall warn- ter instrument panel.
ing system for icing
conditions)
The increased stall warning level can be deactivated
-- After the engine anti--ice system has been switched OFF
and;
-- There is no ice observed on any part of the aircraft and it is certain that there
is no ice accumulated on the aircraft.
(Cont’d)
11.2
PAGE 10
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
(Cont’d)
-- Deactivation of the system in flight is done by; first switching both
Engine Anti--ice switches to OFF and then pressing the illuminated ICE SPEED
p/b. The light in the button will then go out.
-- After a Touch and Go landing -- with Engine Anti--ice selected ON, the
light will first go--out and after 6 minutes illuminate again when the system be-
comes active.
-- Deactivation of the system after landing -- with the Engine Anti--ice
selected OFF, but with the system activated (ICE SPEED light is on during
landing), is automatic via the WoW--switch function. The light will go out at
touch down.
For description see Section 19 WARNINGS AND CAUTIONS.
11.2
PAGE 11
Dec 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Operation
3. ABNORMAL OPERATION
11.2
PAGE 12
Dec 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS
CONTENTS
Clocks
12 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS
12 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
The air data system uses three Pitot/Static tubes The ADC senses the air temperature, it also con-
which senses the pitot and the static pressures and verts the pitot and static pressures into electrical
feeds that information to the pneumatic instruments signals from which the ADC calculates the various
and to the Air Data Computer (ADC). The ADC cal- parameters. These parameters are:
culates the various data to be displayed on the − Altitude (ALT).
electric instruments and EFIS or to be supplied to − Vertical speed (VS).
other systems as shown in Fig. 2.
− Indicated airspeed (IAS).
2. MAIN COMPONENTS AND SUBSYSTEMS − True airspeed (TAS).
− Maximum operating speed (VMO).
2.1 Pitot/static systems − Static air temperature (SAT).
The aircraft is equipped with two main and one These parameters are available as digital values
standby pitot/static system (Fig. 1). The two main and analogue signals and are supplied to many sys-
Pitot/Static tubes have two separate static cham- tems as shown in Fig. 2.
bers. Each static chamber is interconnected with
The ADC calculates the VMO and triggers the mas-
the corresponding chamber in the other tube. The
ter warning system to give an overspeed warning
purpose is to eliminate pressure differences be-
when the speed exceeds VMO by 2 kt.
tween the two systems. The interconnections are
provided with shutoff valves to isolate the systems 2.4 Instruments
for example should a static leak appear. The left
main tube supplies pitot pressure to the ADC and These are two different types of indicators:
the right main tube supplies pitot pressure to the − Electromechanical (servo) indicators for the left
pneumatic instruments. pilot, supplied with data from ADC.
− Pneumatic indicators for the right pilot and for
The standby Pitot/Static tube has only one static
standby instruments, supplied directly with pitot
chamber and supplies the standby instruments and
and/or static pressures.
the airspeed sensor.
Altimeters
All three Pitot/Static tubes are electrically heated to
prevent icing. A failure of the heating will light a The ADC supplies information of uncorrected alti-
caution: L, R or STBY PITOT caution light on the tude to the electromechanical altimeter. The altime-
overhead panel. Also see 11.1, ICE AND RAIN ter converts this information into a display, cor-
PROTECTION. The tubes are located as follows: rected for the barometer pressure, set by a
− Left main tube and standby (upper tube) on the baroknob on the instrument. The display shows
left side of the a/c fwd fuselage. both a five numerical digital readout and an ana-
logue pointer with a smallest scale increment of 20
− Right main tube on the right side of the a/c fwd
ft. The corrected altitude is also supplied to the alti-
fuselage.
tude preselector/alerter. The altimeter also contains
2.2 Temperature probe an encoder that furnishes the ATC transponders
with aircraft altitude information related to 1013
The Outside Air Temperature probe (OAT), senses
mb/2991 inHg.
air temperature for the ADC. The probe is provided
with an electrical heater for anti−icing. Also see The pneumatic altimeters are equipped with an an-
AOM 11.1, ICE AND RAIN PROTECTION. Should eroid which converts static pressure into a mechani-
the heater fail, the OAT caution light on the over- cal movement of the counter and pointer. Correction
head panel will come on. The OAT probe is located for barometer pressure is set with a baro knob on
on the upper part of the fwd fuselage. each instrument. The display is the same as for the
electromechanical altimeter. (Cont’d page 5)
12/1.1
PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
C0714
12/1.1
PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
EFIS
MFD if installed
A25727
Fig. 2 ADC inputs/outputs
12/1.1
PAGE 3
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
12/1.1
PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
The pneumatic airspeed indicators are connected Also see AOM 3, AUTOFLIGHT.
directly to the pitot and static pressures. The right
Airspeed Sensor
airspeed indicator has two pointers indicating IAS
and VMO. The indicator is also provided with air- The airspeed sensor is supplied from the standby
speed reference bugs that can be set as reminders. pitot/static tube. The sensor converts the pressures
The indicator also gives overspeed warning as a into electrical IAS signals which it provides to the
backup for the ADC overspeed warning. The stand- AHRS and Rudder Limiter systems. The Rudder
by airspeed indicator gives only IAS indication. Limiter system uses this IAS as an accurancy
check of the Airdata computer provided IAS signal.
Vertical speed indicator
The electromechanical vertical speed indicator
displays vertical speed which has been determined
and supplied by the ADC. The pneumatic indicator
converts change in static pressure into a proportion-
al vertical speed.
12/1.1
PAGE 5
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
12/1.1
PAGE 6
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
B A
Altitude indication.
Shows aircraft altitude with a smallest
A STANDBY ALTIMETER scale increment of 20 ft by a digital
and an analogue scale.
Baroset indication.
Displays set barometric pressure in
millibars (MB), or as an option in
inches of mercury (INHG).
Baroset knob.
IAS pointer.
No NMO indication is provided.
KNOTS
A26571
Fig. 3 Standby Altimeter and Standby Indicated AIrspeed indicator
12/1.1 S
PAGE 7
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
VMO pointer.
IAS pointer.
12/1.1 S
PAGE 8
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
B A
Altitude indication.
A STANDBY ALTIMETER Shows aircraft altitude with a smallest
scale increment of 20 ft by a digital
and an analogue scale.
Baroset indication.
Displays set barometric pressure in
millibars (MB), or as an option in
inches of mercury (INHG).
Baroset knob.
A26569
Fig. 3 Standby Altimeter and Standby Indicated AIrspeed indicator
12/1.1 O
PAGE 7
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A LEFT IAS INDICATOR
VMO pointer
IAS pointer
A26570
Fig. 4 Left Indicated Airspeed (IAS) indicator − control and indication
12/1.1 O
PAGE 8
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
VMO pointer
IAS pointer
C0720
Fig. 5 Right Indicated Airspeed (IAS) indicator
12/1.1
PAGE 9
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A LEFT ALTIMETER
Altitude indication
Shows aircraft altitude by a digital and
an analogue scale with a smallest scale
increment of 20 ft.
Baroset indication
Displays set barometric pressure in inch-
es mercury (IN HG) or millibars (MB).
Test button
When pressed and held:
− Warning flag comes in veiw.
− Pointer goes either way to the 9 o’clock
Warning flag (red) position.
− Transponder altitude report is inhibited.
Flag is indicated if:
− The test button is pressed.
− The altitmeter fails.
− Loss of altitude data from the ADC.
A26573
Fig. 6 Left Altimeter (ALT) indicator
12/1.1
PAGE 10
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A RIGHT ALTIMETER
VIB
Altitude indication.
Shows aircraft altitude by a digital and
an analogue scale with a smallest scale
increment of 20 ft.
Baroset indication.
Displays set barometric pressure in milli−
bars (MB) and in inches mercury (IN HG).
Baroset knob.
C0732
Fig. 7 Right Altimeter (ALT) indicator
12/1.1 S
PAGE 11
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A LEFT VERTICAL SPEED INDICATOR
1000 FPM
TEST
Push TEST button
When pressed and held:
− Warning flag comes in wiew.
− Pointer moves to 6000 fpm up position.
A26575
Fig. 8 Left vertical Speed, VS, indicator
12/1.1 S
PAGE 12
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
ANNUNCIATOR UNITS
OFFSET NM
STA, EL FT
ALT FT
ANG DEG
TO TRK NM
TO ALT NM
A26576
12/1.1 O
PAGE 13
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
12/1.1 O
PAGE 14
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A26670
Fig. 10 Right Vertical Speed, VS, indicator
12/1.1 S
PAGE 15
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
12/1.1 S
PAGE 16
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A EADI
1 dot = 5 knots.
Fast or Slow index = 10 knots faster or S 10 10
slower than the selected speed.
20 20
If speed source fails, pointer turns to a
red boxed SPD flag, flashes for 10 s
then steady.
C0726
Fig. 11 Fast−Slow speed indication
12/1.1 O
PAGE 17
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
12/1.1 O
PAGE 18
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
TAS indication.
A A True airspeed in knots.
If ADC speed information fails, readout turns
to red dashes, flashes for 10 s then steady.
SAT indication.
Static air temperature in degrees centigrade.
If ADC temperature information fails, read-
A EHSI out turns to red dashes, flashes for 10 s
then steady.
TAS 190 +7 C
164 282
VOR 1 VOR 2
A26671
Fig. 12 True Airspeed, TAS and Static Air Temperature,SAT − indication
12/1.1
PAGE 19
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
B B
A TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R AIR DATA Computer test switch
OVV (for maintenance only)
L R 1 EFIS 2 RUD LIM CAB PRESS When pressed and held in the air:
B − Only the overspeed warning comes on.
STATIC PRESS
VALVE
LIFT TO CLOSE
C0724
Fig. 13 Static pressure shutoff valve and ADC test switch
12/1.1
PAGE 20
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A12711
Fig. 14 Altitude Preselector Alerter (APA) − control and light
12/1.1
PAGE 21
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
Deviation altitude
1000ft
Preselected
altitude
1000ft
No alert light
Deviation altitude
300 ft deviation altitude alert with Collins PRE 80D P/N − 015.
200 ft deviation altitude alert with Collins PRE 80D P/N − 035.
Aircraft with S/N 180 − up has 200 ft deviation altitude alert.
A12719
Fig. 15 Altitude alert envelope
12/1.1
PAGE 22
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
12/1.1
PAGE 23
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
12/1.1
PAGE 24
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
1. LIMITATIONS
Deviation from true altitude at ground check and difference between two indicators according to national
regulations.
12/1.2
PAGE 1
Jun30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
12/1.2
PAGE 2
Jun30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
2. NORMAL OPERATION
12/1.2
PAGE 3
Jun30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
3. ABNORMAL OPERATION.
2. End of procedure.
2. End of procedure.
Only the IAS indicator affected
1. CB F- 15 ADC L ASI . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2. End of procedure.
Only the VS or VNAV indicator affected
1. CB F- 13 L VSI/VNI PRESEL . . . . . . . . . . . . . . . . . CHECK/RESET
2. End of procedure.
All three instruments affected
1. See Chapter 23, ABNORMAL PROCEDURE, ADC FAILURE.
2. End of procedure.
12/1.2
PAGE 4
Jun30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
2. End of procedure.
PROBABLE CAUSE
- Probable cause could be frozen or clogged pitot tube.
2. End of procedure.
PROBABLE CAUSE
- Probable cause could be frozen or clogged pitot tube.
12/1.2
PAGE 5
Jun30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
2. End of procedure.
If erratic indication on more than one side
1. L and R static shut- off valve . . . . . . . . . . . . . . . . . . . . . CLOSE
2. End of procedure.
CAUTION
A static leakage in the right system can affect the cabin pressurization control.
Be prepared to use MAN cabin pressure control.
12/1.2
PAGE 6
Jun30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, CLOCKS
Description
12/2.1
PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, CLOCKS
Description
A A (if installed)
Chronometer button.
A CHRONOMETER
Momentarily press button to:
− Start
− Stop
12
11 1
− Reset
10 2
9 3
8 4 Minute hand.
7 5
6
Hour hand.
A11195
Fig. 1 Clock − controls and indicators
12/2.1
PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, CLOCKS
Description
12/2.1
PAGE 3
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, CLOCKS
Description
12/2.1
PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
The Flight Recorder system consists of four units: This is a recorder with a crashproof tape magazine
− The Flight Data Acquisition Unit (FDAU) that col- installed in the rear compartment. The recorder
lects and arranges the data; uses magnetic tape and is of the continuous type
− The Digital Flight Data Recorder (DFDR) that which means that all data is recorded in a continu-
records the data on a magnetic tape; ous stream. However, the recorder can not hold
more data than that corresponding to approximately
− The Flight Recorder panel with monitoring lights;
25 flight hours. When the tape is filled up, the oldest
− The triaxial accelerometer.
data is therefore automatically erased and new data
The Flight Recorder system becomes powered and entered instead. The tape may therefore be looked
and starts to operate as soon as one engine is run- upon as an endless band, holding information from
ning and one generator on line. the last 25 flight hours. To prevent unintentional
blanking of recorded data during ground stops or at
2. MAIN COMPONENTS AND SUBSYSTEMS
maintenance, a relay controlled by either engine oil
2.1 Flight Data Acquisition Unit (FDAU) pressure switches off the Flight Recorder when en-
gines are not running. The recorder unit is provided
The FDAU, installed in the avionics rack, samples with an underwater locator beacon, automatically
data from various sensors and systems according started when submerged in water. It is battery pow-
to a prearranged program which includes different ered and transmits an acoustic signal for 30 days.
sampling rates for various parameters. Parameters The recorder has a feature that allows the tape to
prone to high rate of change consequently have the be played back on ground for dumping of flight
highest sampling rate while, for example, switch data.
positions are sampled with a low rate. Analogue
parameters are converted into digital numbers and 2.3 Flight Recorder Panel
all parameters are formatted into a data stream in The panel is provided with caution lights for DFDR
which each data word has its fixed location. The or FDAU failures and also an Event pushbutton to
word can thus be easily found on the recorder tape mark events during aircraft operation.
and recovered for analysis on ground, for example
transcribed into more conveniently readable form, 2.4 Triaxial accelerometer
altitude in feet etc.
The accelerometer provides the system with data
for vertical, longitudinal and lateral axis.
12/3.1 S1
STANDARD A/C 160 − 250 PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
EVENT button.
Press to mark events on the tape.
A11475
Fig. 1 Flight Recorder Panel − lights and button
12/3.1 S1
STANDARD A/C 160 − 250 PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
The Flight Recorder system consists of four units: This is a recorder with a crashproof tape magazine
− The Flight Data Acquisition Unit (FDAU) that col- installed in the rear compartment. The recorder
lects and arranges the data; uses magnetic tape and is of the continuous type
− The Digital Flight Data Recorder (DFDR) that which means that all data is recorded in a continu-
records the data on a magnetic tape; ous stream. However, the recorder can not hold
more data than that corresponding to approximately
− The Flight Data Entry Panel (FDEP) for insertion
25 flight hours. When the tape is filled up, the oldest
of documentary data and monitoring lights.
data is therefore automatically erased and new data
− The triaxial accelerometer.
entered instead. The tape may therefore be looked
The Flight Recorder system becomes powered and upon as an endless band, holding information from
and starts to operate as soon as one engine is run- the last 25 flight hours. To prevent unintentional
ning and one generator on line. blanking of recorded data during ground stops or at
maintenance, a relay controlled by either engine oil
2. MAIN COMPONENTS AND SUBSYSTEMS
pressure, switches off the Flight Recorder when
2.1 Flight Data Acquisition Unit (FDAU) engines are not running. The recorder unit is pro-
vided with an underwater locator beacon, automati-
The FDAU, installed in the avionics rack, samples cally started when submerged in water. It is battery
data from various sensors and systems according powered and transmits an acoustic signal for 30
to a prearranged program which includes different days. The recorder has a feature that allows the
sampling rates for various parameters. Parameters tape to be played back on ground for dumping of
prone to high rate of change consequently have the flight data.
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue 2.3 Flight Data Entry Panel (FDEP)
parameters are converted into digital numbers and The FDEP is provided with thumb wheel switches
all parameters are formatted into a data stream in and a pushbutton for selection and insert of flight
which each data word has its fixed location. The data to be recorded on the tape.
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example The panel is also provided with caution lights for
transcribed into more conveniently readable form, DFDR or FDAU failures and also an Event pushbut-
altitude in feet etc. ton to mark events during aircraft operation.
12/3.1 S2
STANDARD A/C 251 − up PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
A11477
Fig. 1 Flight Data Entry Panel − lights and buttons
12/3.1 S2
STANDARD A/C 251 − up PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
The Flight Recorder system consists of four units: This is a recorder with a crashproof tape magazine
− The Flight Data Acquisition Unit (FDAU) that col- installed in the rear compartment. The recorder
lects and arranges the data; uses magnetic tape and is of the continuous type
− The Digital Flight Data Recorder (DFDR) that which means that all data is recorded in a continu-
records the data on a magnetic tape; ous stream. However, the recorder can not hold
more data than that corresponding to approximately
− The Flight Data Entry Panel (FDEP) for insertion
25 flight hours. When the tape is filled up, the oldest
of documentary data and monitoring lights.
data is therefore automatically erased and new data
− The triaxial accelerometer.
entered instead. The tape may therefore be looked
The Flight Recorder system becomes powered and upon as an endless band, holding information from
and starts to operate as soon as one engine is run- the last 25 flight hours. To prevent unintentional
ning and one generator on line. blanking of recorded data during ground stops or at
maintenance, a relay controlled by either engine oil
2. MAIN COMPONENTS AND SUBSYSTEMS
pressure, switches off the Flight Recorder when
2.1 Flight Data Acquisition Unit (FDAU) engines are not running. The recorder unit is pro-
vided with an underwater locator beacon, automati-
The FDAU, installed in the avionics rack, samples cally started when submerged in water. It is battery
data from various sensors and systems according powered and transmits an acoustic signal for 30
to a prearranged program which includes different days. The recorder has a feature that allows the
sampling rates for various parameters. Parameters tape to be played back on ground and for dumping
prone to high rate of change consequently have the of flight data.
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue 2.3 Flight Data Entry Panel (FDEP)
parameters are converted into digital numbers and The FDEP is provided with thumb wheel switches
all parameters are formatted into a data stream in and a pushbutton for selection and insert of flight
which each data word has its fixed location. The data to be recorded on the tape.
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example The panel is also provided with caution lights for
transcribed into more conveniently readable form, DFDR or FDAU failures and also an Event pushbut-
altitude in feet etc. ton to mark events during aircraft operation.
12/3.1 O1
OPTION A/C 160 − 250 PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
INSERT button.
Press to insert selected flight data.
EVENT button.
Press to mark events on the tape.
A11476
Fig. 1 Flight Data Entry Panel − lights and buttons
12/3.1 O1
OPTION A/C 160 − 250 PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
The FDAU, installed in the avionics rack, samples 2.4 Triaxial accelerometer
data from various sensors and systems according
The accelerometer provides the system with data
to a prearranged program which includes different
for vertical, longitudinal and lateral axis.
sampling rates for various parameters. Parameters
prone to high rate of change consequently have the 2.5 Engine Trend Monitoring
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue A totally independent function is also available in
parameters are converted into digital numbers and the FDAU. This independently operating micropro-
all parameters are formatted into a data stream in cessor controlled feature samples certain parame-
which each data word has its fixed location. The ters available through the existing ”normal” FDAU
word can thus be easily found on the recorder tape processing and decides when certain conditions are
and recovered for analysis on ground, for example met to sample engine performance. This function is
transcribed into more conveniently readable form, normally referred to as Engine Trend Monitoring
altitude in feet etc. (ETM) and the following ETM conditions are moni-
tored:
2.2 Digital Flight Data Recorder (DFDR) 1. Takeoff Report
This is a recorder with a crashproof tape magazine 2. Cruise Report
installed in the rear compartment. The recorder 3. Limit Exceedance Report
uses magnetic tape and is of the continuous type
4. Event Marker Report
which means that all data is recorded in a continu-
ous stream. However, the recorder can not hold The ETM function can store up to 30 takeoff and
more data than that corresponding to approximately cruise reports (i.e. 15 flights), 20 event marker and
25 flight hours. When the tape is filled up, the oldest 20 exceedance reports. Subsequent reports will
data is therefore automatically erased and new data overwrite the oldest reports stored.
entered instead. The tape may therefore be looked
When 80% of available memory capacity is used up
upon as an endless band, holding information from
(i.e. 24 ”normal” flights), the FDAU will activate a
the last 25 flight hours. To prevent unintentional
MEMory light on the Flight Data Entry Panel. This
blanking of recorded data during ground stops or at
light only serves to alert the crew of impending
maintenance, a relay controlled by either engine oil
memory overwrite and subsequent loss of old data.
pressure, switches off the Flight Recorder when
engines are not running. The recorder unit is pro-
12/3.1 O2
OPTION A/C 251 − up PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
A11478
Fig. 1 Flight Data Entry Panel − lights and buttons
12/3.1 O2
OPTION A/C 251 − up PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
Flight recorder . . . . . . . . . . . . . . . . . . . . . L INV BUS 115 VAC F−19 RECORD FLIGHT
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M−19 FLIGHT DATA AQUIS
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250−UP:
Flight recorder . . . . . . . . . . . . . . . . . . . . . R INV BUS 115 VAC M−19 RECORD FLIGHT
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F−19 DATA AQUIS PWR
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS F−18 DATA AQUIS BACK−UP
PWR (Optional)
12/3.1
PAGE 3
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
12/3.1
PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No.
2948:
12/3.2 S
PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
3. ABNORMAL OPERATION
2. End of procedure.
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
2. End of procedure.
2. End of procedure.
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
2. End of procedure.
12/3.2 S
PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
− Trip number.
− Leg.
− Trip date.
AFTER ENGINE START (ONE ENGINE RUNNING)
1. DFDR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
12/3.2 O
PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
12/3.2 O
PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
3. ABNORMAL OPERATION
2. End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
2. End of procedure.
2. End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
2. End of procedure.
12/3.2 O
PAGE 3
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
12/3.2 O
PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
The CVR operates continuously as soon as L BAT An Inertia switch will switch off the CVR saving the
and ESS AVION switches are set to ON. records if the aircraft longitudinal G−load exceeds
2.5 G.
The CVR records audio communication directly
from the Remote Electronic Unit (REU) on three 2. MAIN COMPONENTS AND SUBSYSTEMS
separate channels for pilot, copilot and PA/Cabin
Interphone. The fourth channel records sounds Not applicable.
picked up with the cockpit area microphone in the
overhead panel.
12/4.1 S1
A/C 160−399 PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
OFF
TEST button.
B CVR CONTROL PANEL When pressed, an internal test starts pro-
ducing:
−A 600 Hz audio tone to headset output.
−A green band indication on the monitor
TEST ERASE meter.
HEADSET
ERASE button.
When pressed at least 2 seconds with air-
craft on ground and with gust lock set the
recordings on the tape will be erased.
Monitor meter.
Headset output.
Used to monitor present recordings.
A11580
Fig. 1 Cockpit voice recorder − controls and indicators
12/4.1 S1
A/C 160−399 PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
Voice recorder . . . . . . . . . . . . . . . . . . . . . L BAT BUS F−18 RECORD VOICE
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250−UP:
Voice recorder . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−15 RECORD VOICE
12/4.1 S1
A/C 160−399 PAGE 3
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
12/4.1 S1
A/C 160−399 PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
The CVR operates continuously as soon as L BAT An Inertia switch will switch off the CVR saving the
and ESS AVION switches are set to ON. records if the aircraft longitudinal G−load exceeds
2.5 G.
The CVR records audio communication directly
from the Remote Electronic Unit (REU) on three 2. MAIN COMPONENTS AND SUBSYSTEMS
separate channels for pilot, copilot and PA/Cabin
Interphone. The fourth channel records sounds Not applicable.
picked up with the cockpit area microphone in the
overhead panel.
12/4.1 S2
A/C 400−up PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
OFF
Headset output.
Used to monitor present recordings.
A15786
Fig. 1 Cockpit voice recorder − controls and indicators
12/4.1 S2
A/C 400−up PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
12/4.1 S2
A/C 400−up PAGE 3
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
12/4.1 S2
A/C 400−up PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
The SSCVR operates continuously as soon as LH The recorder is provided with an underwater locator
BAT BUS is powered and ESS AVION switch is set beacon which is automatically started when sub-
to ON. It will continue to operate until a force of merged in water. The locator is battery powered
more than 2G opens the contacts of the inertia and will send out acoustic signals for 30 days.
switch, or the ESS AVION switch is set to OFF.
2. MAIN COMPONENTS AND SUBSYSTEMS
The SSCVR records audio from four communica-
tion channels, the PA system, the pilot and co−pilot Not applicable.
12/4.1 S3
Applicable to A/C with Solid State with 30 minutes recording time PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
OFF
TEST button.
B CVR CONTROL PANEL When pressed, an internal test starts pro-
ducing:
−A 800 Hz audio tone to headset output.
−A green band indication on the monitor
TEST ERASE meter.
HEADSET
ERASE button.
When pressed at least 2 seconds with air-
craft on ground and with gust lock set all
data in the solid state flash memories will
be erased.
Monitor meter.
Headset output.
Used to monitor present recordings.
A11580
Fig. 1 Cockpit voice recorder − controls and indicators
12/4.1 S3
Applicable to A/C with Solid State with 30 minutes recording time PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
Voice recorder . . . . . . . . . . . . . . . . . . . . . L BAT BUS F−18 RECORD VOICE
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250−UP:
Voice recorder . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−15 RECORD VOICE
12/4.1 S3
Applicable to A/C with Solid State with 30 minutes recording time PAGE 3
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
12/4.1 S3
Applicable to A/C with Solid State with 30 minutes recording time PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
12/4.1 S4
Applicable to A/C with Solid State with 2 hours recording time PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
OFF
Headset output.
Used to monitor present recordings.
A15786
12/4.1 S4
Applicable to A/C with Solid State with 2 hours recording time PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
Voice recorder . . . . . . . . . . . . . . . . . . . . . L BAT BUS F−18 RECORD VOICE
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250−UP:
Voice recorder . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−15 RECORD VOICE
12/4.1 S4
Applicable to A/C with Solid State with 2 hours recording time PAGE 3
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
12/4.1 S4
Applicable to A/C with Solid State with 2 hours recording time PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.3 ERASING Total erasing is possible only on ground and with gust lock set as follows:
1. ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
2.4 SAVING THE The voice recorder holds only the recording of the last 30 minutes and if these
RECORDINGS records are to be preserved, pull CB RECORD VOICE.
For A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948, pull
F−18 RECORD VOICE.
For A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP, pull E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is mov-
ing on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discre-
tion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMER-
GENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2 S1
A/C 160−399 PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
3. ABNORMAL OPERATION
2. End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
2. End of procedure.
12/4.2 S1
A/C 160−399 PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.3 ERASING Total erasing is possible only on ground and with gust lock set as follows:
1. ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
2.4 SAVING THE The voice recorder holds only the recording of the last 2 hours and if these
RECORDINGS records are to be preserved, pull CB E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is mov-
ing on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discre-
tion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMER-
GENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2 S2
A/C 400−up PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
3. ABNORMAL OPERATION
2. End of procedure.
12/4.2 S2
A/C 400−up PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.3 ERASING Total erasing is possible only on ground and with gust lock set as follows:
1. ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
2.4 SAVING THE The voice recorder holds only the recording of the last 30 minutes and if these
RECORDINGS records are to be preserved, pull CB RECORD VOICE.
For A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948, pull
F−18 RECORD VOICE.
For A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP, pull E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is mov-
ing on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discre-
tion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMER-
GENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2 S3
Applicable to A/C with Solid State with 30 minutes recording time PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
3. ABNORMAL OPERATION
2. End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and
for A/C 250−UP:
2. End of procedure.
12/4.2 S3
Applicable to A/C with Solid State with 30 minutes recording time PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.3 ERASING Total erasing is possible only on ground and with gust lock set as follows:
1. ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
2.4 SAVING THE The voice recorder holds only the recording of the last 2 hours and if these
RECORDINGS records are to be preserved, pull CB RECORD VOICE.
For A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948, pull
F−18 RECORD VOICE.
For A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP, pull E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is mov-
ing on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discre-
tion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMER-
GENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2 S4
Applicable to A/C with Solid State with 2 hours recording time PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
3. ABNORMAL OPERATION
2. End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and
for A/C 250−UP:
2. End of procedure.
12/4.2 S4
Applicable to A/C with Solid State with 2 hours recording time PAGE 2
Apr 01/15
Aircraft Operations Manual LANDING GEAR
CONTENTS
Landing Gear
13 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual LANDING GEAR
13 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
The aircraft is equipped with a conventional retract- With gear UP selected, an electrically operated con-
able landing gear. trol valve ports hydraulic pressure to release the
downlocks and pressurize the hydraulic actuators.
The main gears are located in the engine nacelles
and the nose gear in the forward fuselage. All gears A mechanical lock on the landing gear control han-
retract forward. dle prevents selection of gear up on ground. In
flight, this lock is disengaged by a solenoid. Should
Each gear is equipped with dual wheels. the solenoid fail, the handle can be released by
Normal landing gear operation is by hydraulic power pressing the DOWN LOCK REL button to the left of
but in an emergency the gear can be extended by the gear handle. When the gears are up, an up−
free fall or by use of the hydraulic hand pump. In- lock hook will engage a roller on the gears and re-
dications are provided for gear down and locked tain them in the retracted position.
and for any landing gear/gear handle disagreement. With gear DN selected, hydraulic pressure is ported
All main wheels have disc brakes. An anti−skid sys- to the uplocks and hydraulic actuators. As soon as
tem automatically modulates the brake pressure for the gears are fully extended, the downlocks will en-
maximum braking efficiency. gage.
13.1
PAGE 1
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
connected from the gear, leaving the doors in fully own accumulator. Hydraulic pressure is normally
open position. The disconnection is made by an supplied by the electrical hydraulic pump but the
explosive separation bolt that is electrically acti- hand pump may be used as an alternative.
vated by the emergency extension handle when
The different brake functions are:
pulled. The electrical circuits are deactivated on
ground. − Normal braking (anti−skid).
− Emergency braking (anti−skid).
NOTE − Parking brake.
If the landing gear was emergency extended due Normal braking
to loss of hydraulic pressure/fluid or a fault in the
Braking is controlled by the rudder pedals in the
landing gear control valve, the nose wheel steer-
conventional manner. Each pedal is connected to
ing will be inoperative.
one outboard and one inboard brake power valve
and, consequently, each brake has its own power
When retracting the gear, the indications are as fol-
lows: valve. The four power valves are installed on a
common assembly in the nose wheel well ceiling.
− When gear UP is selected, the amber disagree-
ment light in the gear handle knob will come on An anti−skid system modulates brake pressure for
to indicate disagreement between the handle and maximum braking efficiency. The system consists of
gear positions. After a few seconds the green an anti−skid control box, one wheel speed transduc-
downlock lights go out. er on each main wheel, two anti−skid valves and an
− When the gear is up and locked, the light in the anti−skid ON/OFF switch on the hydraulic panel in
gear handle knob goes off. the center pedestal.
When extending the gear, the indications are as The anti−skid system also incorporates ”Touchdown
follows: Protection”. This function prevents braking whilst in
− If all gears are up and the gear handle is UP, flight in order to avoid landing with braked wheels
there is no light indication. and consequent damage to the tyres.
− When gear DN is selected the disagreement light In order to obtain braking with anti−skid protection
in the gear handle knob comes on to indicate ini- the following is required:
tial disagreement between handle position and − Anti−skid switch ON
actual position of gear. and (for each circuit)
− When a gear is down and locked, the respective − appropriate power lever (see Fig. 1) below flight
green downlock light comes on. When all three idle, plus 3 seconds delay
gears are down and locked the amber gear han-
or
dle disagreement light goes out.
− appropriate left or right weight on wheel switch
During emergency extension, the green down (see Fig. 1) activated to ”ground” position, plus 3
locked gear lights come on irrespective of gear han- seconds delay
dle position. The amber disagreement light goes out or
when the gear handle is selected down.
− average wheelspeed over 50 kts.
The integrity of the indicator lights is tested by
pressing the test button on the gear handle unit. NOTE
The activation logics for the inboard and out-
2.2 Brakes (Fig. 1) board circuits are independent.
The main landing gear wheels are fitted with self−
Throughout the landing roll, the wheel speed trans-
adjusting hydraulic disc brakes.
ducers send signals via the control box to the anti−
There are two brake circuits − one for the outboard skid valves which modulate the brake pressure.
and one for the inboard brakes. Each circuit has its Should a skid begin, e.g. on an inboard wheel,
13.1
PAGE 2
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
brake pressure is reduced for both inboard brakes A PARK BRK ON (CWP) light comes on when ap-
since they are connected to the same circuit. Simi- plying the parking brake and the trapped pressure
larly, a skid on an outboard wheel will reduce brake exceeds 1700 psi. Once illuminated, the light will
pressure to both outboard brakes. There is also a stay on as long as the trapped pressure remains
locked wheel protection which dumps the brake above 900 psi.
pressure in a brake circuit should the wheel speeds
in the circuit differ by more than 50%. NOTE
There is a possibility to set the brakes (handle is
When aircraft speed has decreased to about 20 kts
up) without the CWP light coming on if the pres-
the anti−skid system cuts out and braking must
sure is just high enough to close the valve (1500
then be modulated manually.
psi) but below the CWP light−on triggering pres-
The anti−skid control box circuits and the wheel sure (1700 psi). Therefore, check CWP light
speed transducers are continuously monitored for coming on when parking brake is set.
proper functioning. If any parameter exceeds its
established limits, the A−SKID INOP light on the The parking brake is disengaged by turning the
central warning panel comes on. handle approximately 30 counter−clockwise and
The light also comes on if the anti−skid switch is pushing down.
OFF when the gear is extended before landing. 2.3 Nose wheel steering (Fig. 3)
This alerts the pilot to an incorrect switch position.
Nose wheel steering is hydraulic and operated by a
Emergency braking
single hydraulic actuator. The steering system is
Emergency braking must be used if the hydraulic operative on ground only and is controlled by a
pump is inoperative. Hydraulic pressure is then wheel on the left pilot’ s side panel. Maximum steer-
available only from the brake accumulators or from ing deflection is 60 left or right.
the hand pump.
To steer, the wheel must first be pushed down to
The same controls are used for emergency brake engage mechanically with the steering system and
application as for normal braking. The anti−skid to complete the electrical circuit to open the steer-
function is maintained since accumulator capacity is ing shutoff valve.
sufficient for more than one complete landing se-
When towing, maximum deflection is 120 or 90,
quence.
depending on mod status, as indicated on the nose
Parking brake gear. A ground handling lockout switch in the nose-
The parking brake is controlled by a handle on the wheel well is used to deactivate the steering system
left pilot’ s side panel. By pulling the handle and during towing.
then depressing the brake pedals, hydraulic pres- If the nosewheel is deflected more than 20 5
sure is trapped in the system by means of a parking without the steering wheel being pushed down or
brake valve closing the return line when the trapped ground handling lockout switch is closed, a solenoid
pressure exceeds the brake valve set pressure of steering brake will lock the wheel in its present posi-
1500 psi. The brake valve will remain closed and tion, and engage the nose wheel steering system
the handle remains in pulled (up) position as long preventing further deflection.
as the trapped pressure exceeds 950 psi. If pres-
In flight the nosewheel is automatically centered by
sure decreases below 950 psi the valve will auto-
cams in the shock strut.
matically open and relieve remaining pressure to
the return line. The handle remains in the pulled 2.4 Landing Gear switches/relays
(up) position.The brake handle can be locked in the
pulled position by turning the handle approximately There are two air/ground (WOW) switches located
30 clockwise. on each main gear and one downlock and one
uplock switch on each gear. These switches are
13.1
PAGE 3
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
13.1
PAGE 4
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
− RIGHT MLG UPLOCK SWITCH. tarded below minimum takeoff power (62 Power
Landing gear indication. Lever Angle). The horn may be silenced by pushing
Flight Recorder. the master warning light.
13.1
PAGE 5
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
Left pilot Right pilot
Brake pedals
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
L Inboard R Inboard L outboard R outboard
power power power power
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
valve valve valve valve
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Pressure from Pressure from
electric or electric or
hand pump
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
hand pump
Parking Parking
Ï
brake brake
valve handle
Ï Return
PARK
BRK ON
Inboard Outboard
anti−skid anti−skid
valve valve
A−SKID
Anti−skid control box INOP
Outboard Inboard
Anti− Anti−
skid skid
channel channel
Speed
Speed signals
Anti−skid
signals
L outb switch L inb
W on W OFF ON W on W
R outb R inb
W on W W on W
R PL L PL
below FI below FI
28 VDC
A10002
Fig. 1 Brake system − schematic
13.1
PAGE 6
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
To explosive Emergency UP
separation extension
bolts handle Landing gear
handle
Solenoid DOWN
Up−signal
28 VDC
28 VDC Down signal
Main accumulator
Hydraulic
hand pump
Emergency Hydraulic
Gear
gear pump
selector
selector
DOWN pressure
UP pressure
Emergency
acccumulator
Uplock actuator
Downlock actuator
A10005
Fig. 2 Landing gear extension/retraction − schematic
13.1
PAGE 7
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
Steering wheel
Actuator
Return
ÎÎ Control
valve
Main
accumulator
Hydraulic
handpump
Shutoff
valve
Solenoid
Air
L WoW Hydraulic P
pump
Gnd M
R WoW
28 VDC
NLG down Ground handling
and locked Lockout switch
Deflection
>20 5
A10044
Fig. 3 Nose gear steering − schematic
13.1
PAGE 8
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
TEST button.
When pressed: UP
With the gear locked in down position the amber
internal gear handle disagreement light comes DOWN
on to indicate the integrity of the lamp in addition LOCK
to the already activated landing gear lights. REL TEST
When pressed:
With the gear locked in up position, the three
green NOSE, LEFT and RIGHT lights plus the
amber internal gear handle disagreement light DN
comes on to indicate the integrity of the lamps.
13.1
PAGE 9
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
Hand pump
Provides hydraulic pressure to operate flaps,
brakes and landing gear. Operated by a detach-
A able handle, stowed on the right rear cockpit
wall.
13.1
PAGE 10
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
ANTI−SKID switch.
ON − Anti−skid system active when:
Landing Gear handle is down.
Both PL below FI or at least one
in−board and one outboard WOW
switch activated.
OFF − Anti−skid system is off and A−
SKID INOP caution light on cen-
tral warning panel illuminated.
B HYDRAULIC PANEL
A B
A10010
13.1
PAGE 11
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
B A
A CENTRAL WARNING PANEL
PARK BRK ON light (amber).
AUTO
Comes on when parking brake handle is pulled COARSEN
and brake pressure exceeds 1700 psi and goes
L FIRE R FIRE
off when parking brake handle is pushed down DET FAIL
FUEL ELEC
DET FAIL
and/or the brake pressure decreases below 900
psi. ICE
ENGINE FLAPS AIR COND
PROT
PARK HYDR EMER LTS OXYGEN
BRK ON UN ARMED
A−SKID AVIONICS DOORS
AVIONICS
INOP VET
A−SKID INOP light (amber).
L STALL GUST PUSHER R STALL
Comes on when the Landing gear is extended FAIL LOCK SYSTEM FAIL
with ANTI−SKID switch in OFF or with a sys-
tem fault.
B BRAKE PEDALS
Brake pedals.
When left or right brake pedal is depressed the
respective main gear brake is activated. The
brake pedals are also used in conjunction with
the parking brake handle to set parking brakes.
A10007
Fig. 7 Brake system − controls and indicators
13.1
PAGE 12
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
B A
B STEERING WHEEL
Steering wheel.
Used to turn nose wheel.
Steering wheel must be pushed down to engage
and allow pressure to the hydraulic steering ac-
tuator.
A10008
Fig. 8 Landing gear − controls and indicators
13.1
PAGE 13
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Description
Anti−skid touch down protection inboard . . . . . L MAIN BUS J−19 ENG AUTO−IGN L CTL
Anti−skid touch down protection outboard . . . . R MAIN BUS R−18 ENG AUTO−IGN R CTL
13.1
PAGE 14
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Operation
1. LIMITATIONS
13.2
PAGE 1
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Operation
2. NORMAL OPERATION
13.2
PAGE 2
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Operation
CAUTION
Avoid sharp turns at high speed or sharp turns assisted by differential power
or braking.The nose wheel may swing around 180 degrees. Only differential
power sufficient to maintain speed in turns is permissible.
Backing
− Slow backing of the aircraft is permissible, start backing by depressing the
nose steering wheel and apply reverse power as required. Keep the nose
steering wheel depressed and limit the steering to approx. 45 degrees
deflection either side on the nose steering wheel. Stop backing by advanc-
ing the Power Levers to forward power as required.
− If the nose steering wheel is not depressed there is a possibility for the nose
wheel to swing uncontrolled 20 degrees either side.
− Depressing the nose steering wheel with a deflection limit of 45 degrees
either side will prevent the nose wheel to be mechanically forced to swing
around 180 degrees.
Parking
When parking, maintain a straight path for the last few feet to relieve stress in
the landing gear.
13.2
PAGE 3
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Operation
13.2
PAGE 4
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Operation
(Cont’d)
During landing rollout
7. Depress brake pedals as required.
− For NORMAL braking, set brake pedals to obtain desired deceleration, tak-
ing runway length and surface conditions into consideration. Do not pump
brake pedals.
− For MAXIMUM braking, depress brake pedals fully and hold steady until
reaching 20 kt. Below 20 kt, modulate brake pressure to avoid locking
wheels.
Parking
8. Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set parking brakes by pulling brake handle while simultaneously depress-
ing brake pedals.
− Lock the brake handle by turning it approximately 30 clockwise.
− Check amber PARK BRK ON (CWP) light to come on.
When chocks in place
9. Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Depress parking brake handle
− Check PARK BRK ON (CWP) light to be off.
13.2
PAGE 5
Apr 01/15
Aircraft Operations Manual LANDING GEAR
Operation
3. ABNORMAL OPERATION
13.2
PAGE 6
Apr 01/15
Aircraft Operations Manual LIGHTING
CONTENTS
Exterior lighting
Cockpit lighting
Cabin lighting
Cargo lighting
14 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING
14 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
1. GENERAL
14/1.1 S1
A/C 160 − 200 PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
NAV BCN
Navigation light switch. Flashing beacon switch.
A
LOGO (if installed)
EXT LIGHTS
NAV BCN STROBE LOGO Fin logo light switch.
ON ON ON
L and R TAXI
Left and right landing light switch. Taxi light switch.
A26672
14/1.1 S1
A/C 160 − 200 PAGE 2
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
Navigation light Strobe light
Flashing beacon
A9874
14/1.1 S1
A/C 160 − 200 PAGE 3
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
14/1.1 S1
A/C 160 − 200 PAGE 4
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
1. GENERAL
14/1.1 S2
A/C 201 − up PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
NAV.
Navigation light switch.
A BCN.
Flashing beacon switch.
EXT LIGHTS LO − For use on ground.
NAV BCN STROBE HI − For use in the air only.
ON HI ON
LO
OFF OFF OFF
ON ON ON STROBE.
OFF OFF OFF
Wing strobe lights.
WING.
Wing inspection light switch.
L AND R. TAXI.
Left and right landing light switches. Taxi light switch.
C0731
14/1.1 S2
A/C 201 − up PAGE 2
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
Navigation light Strobe light (if installed)
Flashing beacon
A9873
Fig. 2 Exterior Lighting
14/1.1 S2
A/C 201 − up PAGE 3
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
14/1.1 S2
A/C 201 − up PAGE 4
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
Optional lights
Fin logo lights . . . . . . . . . . . . . . . . . . . . . . R MAIN START BUS M−22 EXT LIGHTS LOGO
14/1.1
PAGE 5
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
14/1.1
PAGE 6
Apr 01/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
1. GENERAL the switch in DIM position, one tube over each pan-
el is illuminated and the intensity is controlled by the
The cockpit lighting consists of:
L/R and R FLOOD potentiometer.
− Dome lights.
− Utility lights. 2.5 Instrument lighting
− Map lighting. Each pilot has an INST light potentiometer for con-
− Instrument panel flood lighting. trolling the light intensity in his own instruments.
− Instrument lighting.
The CTR PNLS potentiometer on the overhead
2. MAIN COMPONENTS AND SUBSYSTEMS panel controls the light intensity in the instruments
on the overhead panel, center panel and pedestal.
2.1 Dome lighting Since the overhead panel and pedestal have no
flood lights, these panels have integral panel light-
There are two dome lights. They are located one on
ing which means that the text and the markings on
each side of the overhead panel. The dome lights
the panels illuminates. This lighting is controlled by
are controlled from the overhead panel by a DOME
the PANEL potentiometer on the overhead panel.
light switch.
The intensity of the digit lights in the push−buttons
2.2 Reading lights on the MSP are controlled by the DIGITS poten-
tiometer on the overhead panel.
There are two reading lights installed on both sides
Intensity control of the annunciator lights is per-
of the overhead panel. The light intensity can be
formed by the ANNUN switch on the overhead pan-
controlled by turning the lower ring on the light, the
light spot can also be zoomed by the upper ring. el. In BRIGHT position the annunciator lights illu-
minate bright while in DIM position they illuminate
2.3 Map lighting dim. See 19/1.1 WARNINGS AND CAUTIONS.
A map light is installed on each control wheel map In case of a failure of the normal instrument lighting
holder. The light intensity is adjustable with a poten- power source, the emergency power supply unit,
tiometer on each light installation. described in section 5.1 ELECTRICAL will automat-
ically take over the lighting in the following instru-
2.4 Instrument panel flood lighting ments:
The instrument panel flood lighting is divided into − Standby attitude indicator.
two parts. The left pilot has control of the left instru- − Standby airspeed indicator.
ment panel and the center panel flood lighting while − Standby altimeter.
the right pilot has control of the right instrument − Standby compass.
panel. − Standby VOR/ILS indicator.
With the L/R FLOOD light switch in BRT, both two − Cabin pressure indicator.
fluorescent tubes over each panel illuminates. With
14/2.1
PAGE 1
Jun 30/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
C0737
Fig. 1 Map and reading light
14/2.1
PAGE 2
Jun 30/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
OVERHEAD PANEL
DOME LIGHT DOME LIGHT
FLIGHT RECORDER
PANEL
A INTERNAL LIGHT
TRIM PANEL
RUDDER LIMIT PANEL
14/2.1
PAGE 3
Jun 30/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
14/2.1
PAGE 4
Jun 30/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
DC AMP/VOLT
C D FUEL BAT TEMP INDICATOR CABIN TEMP
INDICATOR INDICATOR
A26679
Fig. 3 Instrument panel and flood lighting
14/2.1
PAGE 5
Jun 30/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
14/2.1
PAGE 6
Jun 30/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
Flood lighting left and center . . . . . . . . . . . . . . . . . L BAT BUS E−22 FLOOD VAR
Flood lighting right . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L−21 FLOOD
14/2.1
PAGE 7
Jun 30/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
14/2.1
PAGE 8
Jun 30/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
14/3.1 S
PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
CALL. CALL
CABIN
Passenger call indicator.
LAVATORY OVERHEAD switch.
Cabin overhead lights.
WINDOW switch. WINDOW AND OVERHEAD
OFF OFF
LAVATORY switch and
LAVATORY LIGHTS indicator
LAVATORY
ON Controls the lavatory en-
try light. The main light is
controlled by the lavatory
door locking mechanism.
OFF
S. AREA.
SERVICE AREA AND ENTRANCE
Controls switch and pro- S. AREA ENTRANCE
vides the service area BRIGHT 5. MIN CYCLE
14/3.1 S
PAGE 2
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
The cabin lighting consists of the following: The service area between the cockpit and the main
− Overhead and window lighting. door has its own general lighting which is controlled
− Reading lights. by the S. AREA light switch. The switch has two
positions, BRIGHT and DIM.
− Service area lighting.
− Entrance lighting. 2.4 Entrance lighting
− Airstairs lighting.
A light is provided in the entrance area and the
− Lavatory lighting.
doorway. The control switch also contains a timer
− Cabin signs.
circuitry powered from hot bat bus, that will provide
All cabin lights are controlled from the Cabin Atten- 5 minutes of light when leaving or entering the
dant panel adjacent to the main door aft frame. aircraft in darkness.
2.1 Overhead and window lighting A light located behind the lens, covering the left
landing light will illuminate the lower half of the
Overhead and window lighting is of the fluorescent airstairs when switched ON.
tube type. The tubes are evenly distributed
throughout the cabin and powered from twenty 2.6 Lavatory lighting
inverters. The output from the inverters furnishes
The lavatory is provided with an entry light
power to the fluorescent tubes so that one inverter
controlled by the TOILET switch, the main light
supplies two tubes each. The Cabin Lighting panel
automatically comes on when the lavatory door is
contains the two control switches which are marked
closed, controlled by a switch in the locking mecha-
OVERHEAD and WINDOW.
nism.
2.2 Reading lights
2.7 Cabin signs
The passenger reading light system provides
The no smoking/fasten seat belt signs in the cabin
individual lighting at each passenger seat. The
and the return to seat sign in the lavatory are
lights are contained in the passenger service units
installed for passenger flight information.
along with push on/push off type switches.
14/3.1 O
PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
CALL. CALL
CABIN
Passenger call indicator.
LAVATORY OVERHEAD switch.
Cabin overhead lights.
WINDOW switch. WINDOW AND OVERHEAD
OFF OFF
AIRSTAIRS switch and LAVATORY switch and
Indicator. AIRSTAIRS ANDLAVATORY LIGHTS indicator.
LAVATORY
Controls switch and
AIRSTAIRS
ON ON Controls the lavatory entry
provides the service area light. The main light is
light with bright and dim. controlled by the lavatory
door locking mechanism.
OFF OFF
S. AREA.
SERVICE AREA AND ENTRANCE
Controls switch and S. AREA ENTRANCE
provides the service area BRIGHT 5. MIN CYCLE
14/3.1 O
PAGE 2
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
14/3.1 S1
Applicable to A/C with GEN. III interior PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
ANC pushbutton.
Normal pushed in position
gives automatic Active
Noise Control.
OFF
FAULT
S. AREA.
Controls switch and
provides the service area
ENTRANCE.
light.
Controls the light in the
entrance and airstairs
area.
EMERGENCY LIGHTS
button light.
See AOM 6/3.1.
ARM
ON
A10153
Fig. 1 Cabin light panel − controls
14/3.1 S1
Applicable to A/C with GEN. III interior PAGE 2
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
A10152
Fig. 2 Passenger service units
14/3.1
PAGE 3
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
OFF
NOTE
The no smoking sign will illuminate constantly if
A10151
Fig. 3 Cabin signs
14/3.1
PAGE 4
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
14/3.1
PAGE 5
Apr 01/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
14/3.1
PAGE 6
Apr 01/15
Aircraft Operations Manual LIGHTING, CARGO LIGHTING
Description
1. GENERAL
Not applicable.
Not applicable.
3. CONTROLS
Cargo LT.
CARGO LT Controls the lights in the cargo compartment.
OFF With EXT PWR BAT switches in off, setting
the switch to ON 5 MIN position will turn on
ON the cargo lights for 5 minutes then off.
ON 5 MIN
A26680
Fig. 1 Cargo compartment light switch
14/4.1
PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING, CARGO LIGHTING
Description
14/4.1
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION
CONTENTS
15 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION
ABBREVIATIONS
ADC Air Data Computer FCC Flight Control Computer
ADF Automatic Direction Finder FD Flight Director
ADI Attitude Director Indicator FD/AP Flight Director/Autopilot
ADS Air Data System FDAU Flight Data Acquisition Unit
AHC Attitude Heading Computer FDEP Flight Data Entry Panel
AHRS Attitude Heading Reference System FGAS Flight Guidance & Autopilot System
AIL Aileron FL Flight Level
ANG Angular FMS Flight Management System
ANT Antenna FPL Flight Plan
AP AutoPilot FRQ Frequency
APA Altitude Preselect/Alerter GA Go Around
APP Autopilot Panel GMT Greenwich Mean Time
APPR Approach GPWS Ground Proximity Warning System
ATC Air Traffic Control GS GlideSlope
ATT Attitude GSP Ground Speed
B/C Back Course HDG Heading
BFO Beat Frequency Oscillator HSI Horizontal Situation Indicator
BRG Bearing IAS Indicated Airspeed
CDU Control Display Unit ILS Instrument Landing System
CHAN Channel INT Intensity
CHP Course Heading Panel LRN Long Range Navigation
CLR Clear LOC Localizer
CRS Course M Inner Marker
CRT Cathode Ray Tubes MEM Memory
CRU Computer Receiver Unit MFD Multifunction Display
CVR Cockpit Voice Recorder MM Middle Marker
CW Continuous Wave MPU Multifunction Processor Unit
CWP Central Warning Panel MSG Message
D Distance NAV Navigation
DCP Display Control Panel NORM Normal
DEV Deviation OBS Omni Bearing Selector
DFDR Digital Flight Data Recorder OM Outer Marker
DH Decision Height PAC Path Attenuation Correction
DME Distance Measuring Equipment PGE Page
DPU Display Processor Unit PWR Power
DR Dead Reckoning RA Radio Altimeter
DTA Data RA TST Radio Altimeter Test
EADI Electronic Attitude Director Indicator RCL Recall
EFIS Electronic Flight Instrument System RDR Radar
EHSI Electronic Horizontal Situation Indic. REU Remote Electronic Unit
EL Elevator RMI Radio Magnetic Indicator
EMG Emergency RMT Remote
ET Elapsed Time RNAV Area Nav System
15
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION
ABBREVIATIONS (cont’d)
RR Radar Mode
RTU Radio Tune Unit
RUD Rudder
SAT Static Air Temperature
SKP Skip
SNS Sensor
SPD Speed
STB Stabilization
STC Sensitivity Time Control
STIM Stimulus test mode
TAS True Airspeed
TGT Target
TK Track
TTG Time To Go
VLF Very Low Frequency
VNAV Vertical Navigation
VNI Vertical Navigation Indicator
VOR Very High Frequency Omnidirectional
Radio Range
VS Vertical Speed
WPT Waypoint
WRN Warning
WX Weather Radar
WXP Weather Radar Panel
XATT Crosside Attitude
XDTA Crosside Data
XFR Transfer
XHDG Crosside Heading
XSIDE Crosside
XTRACK Cross Track
YD Yaw Damper
15
PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION
15
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Highlights
0. MODIFICATION STANDARD
SAT
TAS
TTG
GSP
D
15/1.0
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Highlights
15/1.0
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
L EFIS R EFIS
L EADI R EADI
Switches Switches
Crosstalk
L DPU R DPU
Data Data
Aircraft Aircraft
systems systems
1* 2*
Weather
L EHSI L DCP R DCP R EHSI
Radar
CHP
* See 2.1 on page 2
Fig. 1 EFIS − Schematic
15/1.1 S
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
2.1 Display Processor Unit, DPU The two panels, one for each side are used to se-
lect and control the information displayed on the
The DPU receives data from the digital data busses EADI and EHSI.
as well as from the analogue data busses. It selects
data required for the displays and transfers them to 2.4 Course Heading Panel, CHP
an output circuitry that generates right type of al-
The Course Heading Panel is used to select desired
phanumerical text, symbols and color combination
heading and also to set selected course (CRS 1
needed for the display.
and CRS 2), displayed on EHSI.
The following systems interface with the DPU by
digital/analogue busses for display of their informa- 2.5 EFIS switches
tion. There are two EFIS switches on each EFIS panel
(Overhead panel). These switches are used in case
− Radio altimeter . . . . Radio height, DH
of system failure. The displayed information on the
− Air data computer . . Airspeed, altitude, TAS, EADI and EHSI can be switched to one of either
SAT (EADI or EHSI) as composite mode information if
− VOR/ILS/MB . . . . . . VOR/LOC/GS deviations any EADI/EASI should fail (ADI REV/HSI REV).
VOR course. Marker They can also transfer opposite side data to onside
Beacon if onside data should fail (XSIDE DATA). If the drive
− DME . . . . . . . . . . . . . Distance, Ground signals (DPU) for the EADI/EHSI fails on one side,
Speed, Time To Go the opposite side DPU can provide drive signals
(DRIVE XFR) for the failed side. The left side
− ADF . . . . . . . . . . . . . . ADF bearings
switches are used to preserve displays on left side
− AHRS . . . . . . . . . . . . Pitch− and roll attitudes, EADI/EHSI and vice versa.
magnetic heading
− FD/AP . . . . . . . . . . . . Mode annunciation, FD NOTE
command bar Comparator caution is inhibited when DRIVE
XFR is selected. Pitch, roll and heading
− Weather radar . . . . . Radar display
comparator caution is inhibited when XSIDE
− RNAV1) . . . . . . . . . . . Distance, Ground speed, DATA is selected.
Time To Go and Lateral
deviation
2.6 Nav source selection pushbuttons
− VNAV 1) . . . . . . . . . . . Vertical deviation.
Two pushbuttons, NAV S L and NAV S R, are lo-
1) OPTION cated on the glareshield panel. They are used to
2.2 Flight displays, EADI, EHSI select left or right nav source for the FD/AP, dis-
played on EADI (FD command bar and modes).
The Flight display instruments are cathode ray
tubes (CRT). They have three electronic guns, one 2.7 EFIS test panel
for each basic color, red−blue−green, which, when Two switches (EFIS 1 and 2) located on the over-
combined, give the desired color and display sym- head panel (TEST 2 panel) are used to test various
bols. functions on EFIS.
15/1.1 S
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
B B
DRIVE
XFR
ADI REV/NORM/HSI REV switch. XSIDE DATA − Used if attitude and/or heading
data fails.
ADI REV − Used if the EHSI has failed. − Data from opposite side are
−The EHSI display is then then displayed.
transferred to the EADI and − Both sides EADI and EHSI
changed to composite format. will thus be supplied with
the same attitude and heading
NORM −Normal operation. information.
− Switched side will display XATT
HSI REV − Used if the EADI has failed. and XHDG in yellow on EFIS.
−The EADI display is then − DCP functions as normal.
transferred to the EHSI and NOTE
changed to composite format. If switching directly from DRIVE XFR to
XSIDE DATA, initialization will take 10−15
Set switch towards operating display. s before full information is displayed.
A27880
15/1.1 S
PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
A B
Fig. 3 NAV source pushbuttons, Central Warning Panel and CHP − lights and controls
15/1.1 S
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
DRIVE DRIVE
XFR XFR
L R
DRIVE XFR DRIVE XFR
N N
O O
R R
M M
L XSIDE DATA XSIDE DATA R
EADI EADI
L DPU R DPU
L C C R
ADI REV D O D D O D ADI REV
N D D N
N I I R R I I N
S T S S T S
O I I O
P R P P R P
R V V R
L O L L O L
M E E M
A L A A L A
HSI REV L R R L HSI REV
Y Y Y Y
E E
R R
1 1
L DATA R DATA
L L L R R R
EHSI DCP AHC AHC DCP EHSI
15/1.1 S
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1 S
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
L EFIS R EFIS
L EADI MFD R EADI
Switches Switches
Crosstalk
Aircraft * Aircraft *
systems 1 systems 2
Weather
Radar
15/1.1 O
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
2. MAIN COMPONENTS AND SUBSYSTEMS Multifunction Display unit (MFD) with display data
but can also be used as a spare for any DPU. In
2.1 Display Processor Unit, DPU such a case it is switched in by the EFIS switches
(DRIVE XFR).
The DPU receives data from the digital data busses
as well as from the analogue data busses. It selects 2.4 Multifunction Display unit, MFD
data required for the displays and transfers them to
an output circuitry that generates right type of al- The technique to produce the picture is the same as
phanumerical text, symbols and color combinations for the EADI/EHSI. However, this display unit is pro-
needed for the selected displays. vided with several switches and pushbuttons for
control and selection of displayed information.
The following systems interface with the DPU by
digital/analogue busses for display of their informa- 2.5 Display Control Panel, DCP
tion.
The two panels, one for each side are used to se-
− Radio altimeter . . . . Radio height, DH. lect and control the information displayed on the
− Air data computer . . Airspeed, altitude, TAS, EADI and EHSI.
SAT 2.6 Course Heading Panel, CHP
− VOR/ILS/MB . . . . . . VOR/LOC/GS devi-
The Course Heading Panel is used to select desired
ations VOR course.
heading and also to set selected course (CRS 1
Marker Beacon
and CRS 2), displayed on EHSI.
− DME . . . . . . . . . . . . . Distance, Ground
Speed, Time To Go 2.7 EFIS switches
− ADF . . . . . . . . . . . . . . ADF bearings There are two EFIS switches on each EFIS panel
− AHRS . . . . . . . . . . . . Pitch− and roll attitudes, (Overhead panel). These switches are used in case
magnetic heading of system failure. The displayed information on the
− FD/AP . . . . . . . . . . . . Mode annunciation, FD EADI and EHSI can be switched to one of either
command bar (EADI or EHSI) as composite mode information if
any EADI/EASI should fail (ADI REV/HSI REV).
− Weather radar . . . . . Radar display.
They can also transfer opposite side data to onside
− RNAV 1) . . . . . . . . . . Distance, Ground if onside data should fail (XSIDE DATA). If the drive
speed, Time To Go and signals (DPU) for the EADI/EHSI fails on any side,
Lateral deviation the MPU can provide drive signals (DRIVE XFR).
− VNAV 1) . . . . . . . . . . . Vertical deviation. The left side switches are used to preserve displays
on left side EADI/EHSI and vice versa.
1) If installed.
2.8 Nav source selection pushbuttons
2.2 Flight displays, EADI, EHSI
Two pushbuttons, NAV S L and NAV S R, are lo-
The Flight display instruments are cathode ray
cated on the glareshield panel. They are used to
tubes (CRT). They have three electronic guns, one
select left or right nav source for the FD/AP, dis-
for each basic color, red−blue−green, which, when
played on EADI (FD command bar and modes).
combined, give the desired color and display sym-
bols. 2.9 EFIS test panel
2.3 Multifunction Processor Unit, MPU Two switches (EFIS 1 and 2) located on the over-
head panel are used to test various functions on
The MPU functions in the same way as the DPU
EFIS.
described above and normally it furnishes only the
15/1.1 O
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
B B
DRIVE
XFR
15/1.1 O
PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
A B
A27888
Fig. 3 NAV source pushbuttons, Central Warning Panel and CHP − lights and controls
15/1.1 O
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
DRIVE DRIVE
XFR XFR
L R
DRIVE XFR DRIVE XFR
N N
O O
R R
M M
L XSIDE DATA XSIDE DATA R
EADI EADI
L DPU R DPU
L/R DATA BUS 2
L C C R
O MPU MPU O
ADI REV D D D D D D ADI REV
I N I I N I
N R R N
S T S S T S
O I I O
P R P P R P
R V V R
L O L L O L
M E E M
A L A A L A
HSI REV L R R L HSI REV
Y Y Y Y
E E
R R
1 1
L DATA R DATA
L DATA
L L L DISPLAY 1 R R R
MFD DRIVER
EHSI DCP AHC AHC DCP EHSI
R DATA
15/1.1 O
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
15/1.1 O
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
De−clutter pushbutton.
DTA (Data).
− When pushed GSP, TTG, TAS crosside DME
and NAV data are removed from the EHSI.
DH (Decision Height) knob. INT (Intensity) control knobs. − Next push restores data.
Knob out: Small knob controls the brightness of the EADI display.
− DH readout is blanked when above Large knob controls the brightness of the EHSI display.
2500 RALT. SELECT switch (RNAV selector).
− Not possible to set DH. The multiposition rotary switch is used to select
Knob in: between VOR/ILS and RNAV as navigation
− DH readout displayed. source, to be displayed on the EHSI:s. When
− DH is set by rotating the knob. turned left or right, each step gives VOR/ILS
Range 0−999 ft. B DISPLAY CONTROL PANEL − LRN 1 − VOR/ILS − LRN 1....and on. Only the
switch on the LH DCP and if RNAV installed.
Not used and no effect if operated in aircrafts
RA TST (Radio Altimeter Test) pushbutton. without RNAV.
B B When momentarily pressed and held:
DH INT SECTOR SELECT
− Radio height 50 ft on EADI. ADF pushbutton.
DTA
− Flashing DH annunciation in yellow on EADI. BRG (Bearing)
A TEST 2 PANEL (EFIS TEST) − DH light comes on steady. ROSE RR
BRG − When pushed ADF bearing pointer is
The RA test is inhibited when: removed from the EHSI.
TEST 2 − FD/AP engaged in NAV or APPR mode. RA
FD ET DEV
2ND
− Next push restores the pointer.
PROP OVSP TST CRS
L R L GEN R − EADI/EHSI in test mode.
OVV
Fig. 5 Display Control Panel, DCP, and EFIS test switches − controls
15/1.1
PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
10 10
B/C, Back Course annunciator in yellow.
Blue sky YD, Yaw Damper annunciator in yellow. S Comes on and replaces GS pointer and GS scale
Comes on at YD disengagement. AOM 3.1. 20 20
M 680 in case of ILS back course. AOM 15/3.1.
DH200
Fast−slow speed indication. Moving diamond Radio altitude in green. AOM 15/7.1.
shaped pointer in green, index in white.1 dot = 5
kts, Fast or Slow index = 10 kts. If speed source
fails, pointer turns red, flashes for 10 s then steady. Selected Decision Height in green. AOM 15/7.1.
20 20 (Option). AOM 3.1 and AOM 12/1.1.
Marker annunciation. M in white, MM in yellow
10 10
DH annunciatior in yellow. Comes on when radio and OM in cyan. AOM 15/3.1.
height < selected Decision Height. Flashes for
10 10
10 s then steady. Goes off below 5 feet RALT. Aircraft symbol in black with withe board.
AOM 15/7.1.
20 20 Localizer deviation. Moving runway symbol
in cyan for LH, green for RH. Index in white. Aircraft Slip / skid indicator. Black ball with
FD, Flight Director command bar in magenta. normal position index.
If system fails or no LOC reception, runway
FD bar disappears when FD failures occurs.
symbol turns to red flag, flashes for 10 s
AOM 3.1.
then steady. Excessive deviation is indi-
cated by pointer flashing between yellow NOTE: LOC and GS displays are only in view
Pitch attitude scale in whie. AOM 15/8.1. and normal color. AOM 15/3.1. when an ILS frequency selected.
Brown earth
C0739
15/1.1
PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
Fast−slow speed flag in red. Comes on if speed DPU warning in red. Comes on if Display Mistrim annunciator in yellow. Comes on if aileron,
source fails, flashes for 10 s then steady. Processor Unit fails, flashes for 10 s then steady. elevator or rudder mistrim detected. AOM 3.1.
AOM 3.1 and AOM 12/1.1.
Attitude warning in red. Comes on if AHRS
attitude fails, flashes for 10 s then steady.
AOM 15/8.1.
TEST
DPU
G
Flight Director flag in red. Comes on in case of TEST annunciator in red. Comes on when
ATT
S
P
S flight director failures. Flashes for 10 s then corresponding EFIS test switch used.
D steady. AOM 3.1.
RUD
FD
PITCH AIL
XDTA RA
ROLL
GSRA EL XATT XATT, crosside attitude annunciation in
LOC Radio Altimeter flag in red. Comes on if radio LOC FD yellow comes on when XSIDE DATA (switch)
DCP
altimeter fails, flashes for 10 s then steady. seleted and data provided from opposite
AOM 15/7.1. Attitude Heading Reference System (AHRS).
XDATA, crosside data flag in red. Comes on if Comparator caution in yellow. Comes on flashing
crosside data bus fails; opposite side’s informa- if pitch, roll, glideslope, localizer, flight director or
tion not available, flashes for 10 s then steady. radio altimeter comparator error detected, reset
by master caution detected AOM 3.1, 15/3.1,
15/7.1 and 15/8.1.
C0742
15/1.1
PAGE 11
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 12
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
S
OM 1250 Heading bug.
DH200 AOM 15/8.1.
Compass sector.
40 of the compass rose is displayed.
AOM 15/8.1.
A26702
15/1.1
PAGE 13
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 14
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
Navigation source flag with corresponding DME Distance (NM) in cyan for LH, green
selected course. NAV1 in cyan, NAV2 in for RH. Dashes in normal color if no DME NOTE: GS or VNAV display are only in
green. If system fails or no reception flag recep−tion. If systems fails, readout disap− view when selected.
turns red, flashes for 10 s then steady. pears replaced by blanks. DME HOLD indi−
AOM 15/3.1. cated by yellow D and H. AOM 15/4.1.
C0715
Fig. 9 EHSI normal display (right side shown) − symbols and colors
15/1.1
PAGE 15
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 16
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
Navigation source flag in red, comes on DME flag. If DME fails, the readouts disappear
if NAV1 or NAV2 fails or no reception, replaced by blanks. AOM 15/3.1.
flashes for 10 s then steady. AOM 15/3.1. NOTE: GS or VNAV display are only in view
when selected.
C0717
15/1.1
PAGE 17
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 18
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
TAS 193
GSP 165
− 19 C T ET 02:23
TTG 5.0
In SECTOR mode with 2ND CRS selected, the
range arc is a dashed white line. Distance in
015 Nm shows half of selected range set by any
G/S
Mode selector in any of the six SECTOR of the six SECTOR positions 5, 25, 100, 200,
ANG
positions. 300 and 600 Nm.
In RADAR mode with 2ND CRS selected, the
range arc is a solid cyan colored line.
TO SECTOR MODE WITCH SECOND COURSE
103 050
VOR 1 VOR 2
D 12.4 D 34.0
015
TO of FR (from) indication. DH INT SECTOR SELECT G/S
DEV
Disappears when NAV flagged. AOM 15/3.1. ANG
ROSE RR ARN
BRG
SECTOR MODE WITH WEATHER RADAR
RA 2ND TO 12.5
FD ET DTA
TST CRS 103 050
Selected radar mode; MODE knob on weather VOR 1 VOR 2
radar panel. AOM 15/5.1. D 12.4 D 34.0
015
G/S
Mode selector in RR position. Momentarily press 2ND CRS, second course With 2ND CRS selected, the second NAV
ANG
selected. source will be displayed as an octagonal symbol
together with the ident code if the NAV
ARN
source is a VOR/DME and as a star symbol
WX
without ident code if the NAV source is an
103
TO 12.5
050 RNAV waypoint (if installed).
VOR 1 VOR 2 No display if the selected NAV source is
D 12.4 D 34.0
only a VOR.
Range arc in cyan when controlled by the
wheather radar, RANGE knob on weather
radar panel. Distance in NM indicates half
of selected radar range. AOM 15/5.1.
Radar echo display in cyan, green, yellow,
red and magenta.
Colors depends on selected radar mode.
AOM 15/5.1.
C0718
15/1.1
PAGE 19
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 20
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
IMPORTANT In MAP mode, the station symbol with courseline and ident code will not be displayed if:
a. Selected NAV source is only a VOR or only a DME station (both VOR and DME required).
b. DME is set to DME HOLD.
15/1.1
PAGE 21
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 22
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
F 10 10
10 10
1 6 2 1 2 11
S
20 20 DH 200
MAP MODE ENTRY S 10 10
20 20 DH 200
1 Set mode selector in any of the six SECTOR
10
positions.
4 2 Enter MAP mode by momentarily push DEV
button. MAP MODE
3 The range arc is controlled by the sector positions;
10 VOR2 deviation symbol, full scale equal to
5, 25, 100, 200, 300, 600 Nm and indicates half
MAP MODE 10 degrees. VOR red flag if VOR/DME not
of the selected distance. invalid, flashes for 10 seconds then steady.
TAS 193 -19C
T ET 02:23
GSP 182 TTG 19.0 MAP MODE DISPLAY
MAP MODE WITH SECOND COURSE
015 MAP MODE WITH SECOND COURSE
4 VOR1 deviation symbol, full scale equal to
10 degrees. VOR red flag if VOR/DME not valid, 11 Momentarily press the 2ND CRS button. TAS 193 -19C
T ET 02:23
ANG flashes for 10 seconds then steady. GSP 140 TTG 32.0
5 VOR1/DME1 station presentation with ident code 12 Second NAV source (VOR1/DME1 on RH side) 015
and courseline. Solid line is TO indication, dashed station presentation with ident code and
ARN 50 3 line is FROM indication. courseline.
ARN
092
VOR 1 VOR 2
160
The VOR/DME station is displayed as an octagonal ANG
D 45.5 D 63.2 shaped symbol. If the VOR/DME station is off scale 13 VOR2/DME2 station presentation with ident KEW
the line is drawn with an arrow pointing toward the code and courseline.
5 50
VOR/DME station and with the station ident written
ARN
9
C0760
15/1.1
PAGE 23
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Description
15/1.1
PAGE 24
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
L DCP
HDG 170 IAS
20 20
DH INT SECTOR SELECT
F 10 10 DTA
BRG
ROSE RR
RA FD ET 2ND
10 10 DEV
S TST CRS
20 20 DH 200
15/1.1
PAGE 25
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
15/1.1
PAGE 26
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
15/1.1
PAGE 27
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
15/1.1
PAGE 28
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
NORM T
VOR1/DME1 in cyan. VOR in red and no NORM T VOR2/DME2 station presentation with ident
NAV station presentation if flagged. NAV
code and courseline. Solid line is TO indication,
dashed line is FROM indication. The VOR/DME
station is displayed as an octagonal shaped
symbol. If the VOR/DME station is off scale the
ARN KEW line is drawn with an arrow pointing writting on
the line. No display if selected NAV source is
only av VOR.
150 150
CRS 085 ARN CRS 170 KEW CRS 085 ARN CRS 105 KEW
LRN
VOR
150
BRG 105
The waypoint name is not displayed next
CRS 085 to the starshaped symbol, when using
the RNAV.
15/1.1
PAGE 29
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
15/1.1
PAGE 30
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
DESCENT
(13) Line select pushbuttons
LANDING
150
VOR CRS 030 KEW Radar echo presentation in cyan, green, APPROACH
CRS 085 yellow, red and magenta. Colors depends
on selected mode. AOM 15/5.1.
NORM T
APPROACH 7
ALTIMETER SET/CK
CAB PRESS FT SET
FUEL CKD
V SPEED SET
CAB SIGS/DOOR SET
X FEED/TRANS SHUT
N W STRG CLEAR
1) Numbers within brackets refer to the description on Fig. 14. IF MFD INSTALLED.
C0741
15/1.1
PAGE 31
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
15/1.1
PAGE 32
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
15/1.1
PAGE 33
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
15/1.1
PAGE 34
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
15/1.2 S
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Operation
2.4 FD COMMAND At power on, the FD command bars are activated and thus visible on the EADI.
BARS IN EADI They can, however, be removed if so desired (except in APPR, approach
mode).
1. FD pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
2.5 ELAPSED TIME Elapsed time can be measured and displayed on the EADI, in minutes and se-
conds for the first hour and thereafter in hours and minutes.
1. ET pushbutton, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
RELEASE
− The chronometer is stopped and the elapsed time is displayed as long as the
button is held.
3. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RELEASE
2.6 EHSI The information on the EHSI display can be reduced in such a way that unnec-
DECLUTTER essary information is removed.
1. DTA (Data) pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− GSP, TAS, TTG, Crosside DME and NAV data are removed from the EHSI.
− Next push restores the data.
15/1.2 S
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Operation
− When mode selector in SECTOR or RR mode, pressing the DEV button al-
lows presentation of VOR deviation indication displayed on EADI and MAP
mode indication displayed on EHSI.
− Next push restores the standard VOR course pointer on EHSI.
2.9 2ND COURSE Second NAV course (NAV 2 on LH side and NAV 1 on RH side) can be selected
and displayed on the EHSI.
In ROSE position
1. 2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
15/1.2 S
PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Operation
(Cont’d)
− On R EFIS only: if RNAV installed and in use, 2ND CRS will display the
RNAV waypoint as a star symbol with course line without ident code.
− Next push, second NAV source disappears.
2.10 SELECT The multiposition rotary switch is used to select between VOR/ILS as naviga-
(on L DCP and tion source.
only if RNAV is 1. SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN L or R
installed)
− Each step the switch is turned gives VOR/ILS....LRN 1....
VOR/ILS....LRN 1 ..... and on.
− LRN 1 is the RNAV source flag.
− No effect if operated in none RNAV equipped aircraft.
15/1.2 S
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Operation
3. ABNORMAL OPERATION
15/1.2 S
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Operation
(Cont’d)
− Left and right EADI/EHSI shows the same information.
− Comparator caution is inhibited.
− Switched side DRIVE XFR light comes on.
4. End of procedure.
EHSI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . ADI REV
If composite mode comes on without any failure
2. CB for the failed EHSI . . . . . . . . . . . . . . . . . . . PULL
3. End of procedure.
If failure remains when in composite mode
2. EFIS switch (ADI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE
XFR
− Failed side’s EADI/EHSI are now driven by the opposite DPU and controlled
by the opposite DCP.
− Brightness is controlled by the own DCP.
− Left and right EADI/EHSI shows the same information.
− Comparator caution is inhibited.
− Switched side DRIVE XFR light comes on.
4. End of procedure.
15/1.2 S
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Operation
− Failed side’s EADI/EHSI are now driven by the opposite DPU and controlled
by the opposite DCP.
− Brightness is controlled by the own DCP.
− Left and right EADI/EHSI shows the same information.
− Comparator caution is inhibited.
− Switched side DRIVE XFR light comes on.
2. End of procedure.
NOTE
In a case where a DPU has failed and also the associated CB has popped: XDTA
warning in red can or will appear on the EADI/EHSI when the applicable EFIS
switch is set to DRIVE XFR.
− The opposite side’s AHRS is now supplying the same attitude and heading
information to both sides EADI and EHSI.
− Pitch and Roll comparator cautions are inhibited.
− Failed side EADI/EHSI displays XATT/XHDG in yellow.
− Crosscheck against standby instruments during the remaining flight.
− The autopilot is not possible to use.
2. End of procedure.
15/1.2 S
PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Operation
15/1.2 S
PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
15/1.2 O
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
2.3 POWER UP ON/OFF function is provided the MFD by the L and R AVION switches if the
MFD MFD PWR button is in ON position.
1. PWR button, MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS−ON
− Pressed in position is ON, button out is OFF.
− The button is normally always left in ON position so that ON/OFF is provided
by the L and R AVION switches. However, the MFD can be turned ON or OFF
as required.
For MFD operation, see detailed MFD description in the description section of
this chapter.
2.5 FD COMMAND At power on, the FD command bars are activated and thus visible on the EADI.
BARS IN EADI They can, however, be removed if so desired (except in APPR, approach
mode).
1. FD pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− FD command bars are removed.
− Next push restores the FD command bars.
2.6 ELAPSED TIME Elapsed time can be measured and displayed on the EADI, in minutes and se-
conds for the first hour and thereafter in hours and minutes.
1. ET pushbutton, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
RELEASE
− The chronometer is started.
2. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− The chronometer is stopped and the elapsed time is displayed as long as the
button is held.
3. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− The chronometer is reset to zero and can be started again.
15/1.2 O
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
2.7 EHSI DECLUT- The information on the EHSI display can be reduced in such a way that unnec-
TER essary information is removed.
1. DTA (Data) pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− GSP, TAS, TTG, Crosside DME and NAV data are removed from the EHSI.
− Next push restores the data.
2.10 2ND COURSE Second NAV course (NAV 2 on LH side and NAV 1 on RH side) can be selected
and displayed on the EHSI.
In ROSE position:
1. 2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
15/1.2 O
PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
(Cont’d)
In SECTOR position with map mode selected (DEV button):
1. 2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
2.11 SELECT The multiposition rotary switch is used to select between VOR/ILS as naviga-
(on L DCP and tion source.
only if RNAV is 1. SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN L or R
installed)
− Each step the switch is turned gives VOR/ILS....LRN 1....
VOR/ILS....LRN 1 ..... and on.
− LRN 1 is the RNAV source flag.
− No effect if operated in none RNAV equipped aircraft.
15/1.2 O
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
NORMAL PROCEDURES
APPENDICES
15/1.2 O
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9927
15/1.2 O
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9928
15/1.2 O
PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9929
15/1.2 O
PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9930
15/1.2 O
PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9931
15/1.2 O
PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9932
15/1.2 O
PAGE 11
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9933
15/1.2 O
PAGE 12
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9934
15/1.2 O
PAGE 13
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
A9935
15/1.2 O
PAGE 14
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
3. ABNORMAL OPERATION
15/1.2 O
PAGE 15
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
(Cont’d)
− Switched side drive XFR light comes on.
EHSI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . ADI REV
If composite mode comes on without any failure
2. CB for the failed EHSI . . . . . . . . . . . . . . . . . . . . . PULL
3. End of procedure.
If failure remains when in composite mode
2. EFIS switch (ADI REV) . . . . . . . . . . . . . . . . . . . . . . . . . . BACK TO NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
− Failed side’s EADI/EHSI are now driven by the MPU. The MFD will also dis-
play the same information being presented on the failed side’s EHSI.
− The EADI/EHSI are still controlled from own DCP.
− Switched side DRIVE XFR light comes on.
4. End of procedure.
− Failed side EADI/EHSI are now driven by the MPU. The MFD will also display
the same information being presented on the failed side EHSI.
− The EADI/EHSI are still controlled from own DCP.
2. End of procedure.
(Cont’d)
15/1.2 O
PAGE 16
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
(Cont’d)
NOTE
Switching from DRIVE XFR back to NORM will cause the EADI/EHSI presenta-
tion to blank out on the switched side for a couple of seconds.
NOTE
In a case where a DPU has failed and also the associated CB has popped: XDTA
warning in red can or will appear on the EADI/EHSI when the applicable EFIS
switch is set to DRIVE XFR.
− The opposite side’s AHRS is now supplying the same attitude and heading
information to both sides EADI and EHSI.
− Pitch and Roll comparator cautions are inhibited.
− Failed side EADI/EHSI displays XATT/XHDG in yellow.
− Crosscheck against standby instruments during the remaining flight.
− The autopilot is not possible to use.
2. End of procedure.
15/1.2 O
PAGE 17
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Operation
15/1.2 O
PAGE 18
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Highlights
0. MODIFICATION STANDARD
15/2.0
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Highlights
15/2.0
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Description
The Automatic Direction Finder, ADF, detects the The receiver consists principally of two parts, the
relative bearing to a selected radio station (NDB). normal radio and audio amplifiers for the station
The frequency range for selection is 190 to 1749,5 signals and a circuitry to determine the direction to
kHz. the station.
The radio bearing is combined with the magnetic 2.4 System function
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to When in the normal mode (ADF), the signals from
the selected ADF station. The ADF bearing can the selected station are routed to the audio integrat-
also be indicated on the EHSI. ing system and can be heard as an identification
signal. The signals are also routed to a circuit that
If two systems are installed they are completely
determines the bearing to the station. In ANT mode
separated. The bearing indication is displayed by
the loop antenna output is disabled and the result is
RMI pointers. Single pointer indicates ADF 1 and
only audio without bearing indication. In TONE
double pointer indicates ADF 2. L EHSI ADF pointer
mode unmodulated signals (Continuous Wave, CW)
indicates ADF 1 bearing and R EHSI ADF pointer
are received and identified.
indicates ADF 2 bearing.
By using the ADF switch on the RMI, the ADF bear-
With only one system installed all ADF pointers will
ing indication can be displayed on the RMI. With the
indicate the ADF 1 bearing.
BRG button on the display control panel (DCP) the
2. MAIN COMPONENTS AND SUBSYSTEMS ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
2.1 Antenna
Fig. 1 ADF−schematic
15/2.1 C
COLLINS PRO LINE II PAGE 1
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
XFR/MEM switch.
When momentarily switched to:
A A (If installed)
A ADF CONTROL UNIT
WITH MEMORY
Frequency display.
Upper display−Active frequency. COLLINS
Function selector.
ANT − Audio only.
MEM MEM
ADF − Bearing indication and audio ident. ADF
ADF TONE
TONE − Provides a 1000 Hz tone for audio ident (CW).
ANT STO
Photocell.
Controls display brightness. TEST ACT
TEST button.
When pressed and held:
− ADF pointers in EHSI and RMI rotate to a 90_ position
counterclockwise of previous indication.
− Control unit will enter and display Diagnostic Fail Code ACT button.
mode (maintenance). When depressed for more than 2 seconds:
15/2.1 C
COLLINS PRO LINE II PAGE 2
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
2.1 Antenna
ADF bearing
There is one antenna installed for each system; EFIS
ADF 1 in the bottom of the fuselage and ADF 2 (if ADF
installed) on the top of the fuselage. 3 o’clock
park logic
The antennas are of the integrated type i.e. it con-
tains a loop and a sense antenna. An amplifier pro- ADF
Receiver
vides outputs to the ADF receivers.
ADF bearing
2.2 Control Unit RMI
ADF
The principal part of the control unit is the micropro- 3 o’clock
cessor which senses switch and selector positions, park logic
transfers them into frequency and mode information Audio integrating
and finally generates adequate control signals to system.
the receiver.
Selected
The control unit is also provided with a gas dis- frequency
charge type of display for two frequencies, one ac-
tive and one for standby. Control
unit
2.3 Receiver
Fig. 1 ADF−schematic
The receiver consists principally of two parts, the
normal radio and audio amplifiers for the station
15/2.1 K
KING PAGE 1
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
Photocell.
Controls display brightness.
A A (If installed)
Frequency display.
Upper display − active frequency.
Lower display − standby frequency. X S
Display flashed if selected frequency less than B
Y
190 kHz. X right of active frequency is displayed
in ANT mode and when detector circuit not ADF
locked on a bearing. ADF ANT
BFO BFO
Function selector.
ADF− Bearing indication and audio ident.
BFO− Adds a 1000 Hz signal for audio ident
(CW).
ANT− Audio only.
BFO− Adds a 1000 Hz signal for audio ident
(CW).
Frequency selector.
Transfer button.
Large knob− Controls the two left digits (1000
and 100 kHz). When momentarily pressed:
Small knob− Controls tens of kHz when pushed − Standby frequency moves to upper display
in and units fo kHz pulled out. and becomes active. Former active frequency
moves to lower display and becomes standby.
The selected frequency will appear in lower
(standby) display. When depressed for more than 2 seconds:
See also ”Transfer button”. − Standby frequency display goes off. Frequen-
cy selectors control active frequency display.
When pressed again momentarily:
− Standby frequency displayed again and func-
A10064
tion back to normal.
15/2.1 K
KING PAGE 2
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
The Automatic Direction Finder, ADF, detects the The receiver consists principally of two parts, the
relative bearing to a selected radio station (NDB). normal radio and audio amplifiers for the station
The frequency range for selection is 190 to 1749,5 signals and a circuitry to determine the direction to
kHz. the station.
The radio bearing is combined with the magnetic 2.4 System function
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to When in the normal mode (ADF), the signals from
the selected ADF station. The ADF bearing can the selected station are routed to the audio integrat-
also be indicated on the EHSI. ing system and can be heard as an identification
signals. The signals are also routed to a circuit that
If two systems are installed they are completely
determines the bearing to the station. In ANT mode
separated. The bearing indication is displayed by
the loop antenna output is disabled and the result is
RMI pointers. Single pointer indicates ADF 1 and
only audio without bearing indication. In TONE
double pointer indicates ADF 2. L EHSI ADF pointer
mode unmodulated signals (Continuous Wave, CW)
indicates ADF 1 bearing and R EHSI ADF pointer
are received and identified.
indicates ADF 2 bearing.
By using the ADF switch on the RMI, the ADF bear-
With only one system installed all ADF pointers will
ing indication can be displayed on the RMI. With the
indicate the ADF 1 bearing.
BRG button on the display control panel (DCP) the
2. MAIN COMPONENTS AND SUBSYSTEMS ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
2.1 Antenna
ADF
The principal part of the control unit is the micropro-
Receiver
cessor which senses switch and selector positions,
ADF bearing
transfers them into frequency and mode information
and finally generates adequate control signals to RMI
ADF
the receiver. 3 o’clock
park logic
The control unit is also provided with a gas dis-
Audio integrating
charge type of display for two frequencies, one ac- system.
tive and one for standby.
A programmable Memory facility is also contained Selected
frequency
in the control unit. The Memory provides nine pre−
programmed frequencies by momentarily pressing
the CHAN button and thereafter, choosing frequen- Control
cy by means of the Frequency selector. unit
Fig. 1 ADF−schematic
15/2.1 KO
KING MEMORY PAGE 1
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
15/2.1 KO
KING MEMORY PAGE 2
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
A A (If installed)
A10066
15/2.1
PAGE 3
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
BRG − button.
First push removes the ADF bearing pointer
on the EHSI. Next push makes it reappear.
A10067
Fig. 4 EHSI, ADF functions and Display Control Panel − controls and indicators
15/2.1
PAGE 4
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
15/2.1
PAGE 5
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Description
15/2.1
PAGE 6
Jun 01/17
Aircraft Operations Manual NAVIGATION, ADF
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
− The ADF systems are switched ON/OFF by ESS, L and R AVION switches.
2.2 ADF SYSTEM 1. TEST button (ADF control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
TEST
− ADF pointer on EHSI and RMI rotate to a position 90 counterclockwise of
previous indication.
− 1000 Hz tone should be heard.
− Control unit displays Diagnostics Fail Code mode. (Maintenance).
2. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
15/2.2 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
− Momentarily press switch to MEM, will step through the memory for choice of
frequency.
2. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR will make chosen memory frequency ac-
tive.
3. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− If call signal is not heard, station frequency may be slightly above or below
the published one. Try tuning 0.5 kHz above. If no result try 0.5 kHz below.
7. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/2.2 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
3. ABNORMAL OPERATION
1. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
2. End of procedure.
Only EHSI affected
1. BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2. End of procedure.
15/2.2 C
COLLINS PRO LINE II PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
15/2.2 C
COLLINS PRO LINE II PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
− The ADF systems are switched ON/OFF by ESS, L and R AVION switches.
− If call signal is not heard, station frequency may be slightly above or below
the published one. Try tuning 1000 Hz above. If no result try 1000 Hz below.
6. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/2.2 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
3. ABNORMAL OPERATION
1. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
2. End of procedure.
Only EHSI affected
1. BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2. End of procedure.
15/2.2 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
− The ADF systems are switched ON/OFF by ESS, L and R AVION switches.
− When momentarily pressed gives frequency selector control over either up-
per or lower display.
− Controlled display is flashing.
4. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
To program next frequency
5. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− No activity for 20 seconds will also return Control unit to normal display.
15/2.2 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
− If call signal is not heard, station frequency may be slightly above or below
the published one. Try tuning 1000 Hz above. If no result try 1000 kHz below.
8. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/2.2 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
3. ABNORMAL OPERATION
1. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
2. End of procedure.
Only EHSI affected
1. BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2. End of procedure.
15/2.2 KO
KING MEMORY PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Operation
15/2.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
Course
selector
Selected
course
VOR/ILS
VOR/ILS indicator
deviation
VOR/ILS
VOR/ILS indicator and RMI
red flag
A27934
15/3.1 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
2. MAIN COMPONENTS AND SUBSYTEMS ence System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
2.1 Control unit of failure or no reception of selected station, dis-
plays VOR in red on EFIS and a red NAV flag on
The control unit can display two frequencies, one
the VOR/ILS indicator. The flag also drives the RMI
active that tunes the receiver and one as standby
VOR pointers to a 3 o’clock parking position.
which easily can be made active. The unit is pro-
vided with the necessary controls for frequency ILS
−and transfer selection. A selected DME station
When an ILS frequency is selected, both the localiz-
can be retained by a HOLD mode and a new VOR/
er and the glideslope receivers are tuned to that
ILS or DME frequency can be tuned without affect-
frequency. The receivers determinate the aircraft
ing DME function.
movements with respect to received localizer and
A programmable Memory facility is also contained glideslope signals and with selected localizer in-
in the control unit. The Memory provides four pre- bound course (CRS 1/CRS 2 knobs). The aircraft
programmed frequencies. To select a Memory fre- movements are then converted into direct propor-
quency, simply step through the Memory by, operat- tional localizer and glideslope deviations. The local-
ing the XFR/MEM switch momentarily in MEM izer and glideslope deviations and displayed on the
position. EADI and EHSI by LOC and GS symbols and on
the VOR/ILS indicator, by localizer and glideslope
2.2 Navigation receiver bars.
The navigation receiver contains circuitry for the Marker
VOR, ILS (Localizer and glideslope) and marker
The marker system receives the signals from the
functions.
marker beacon stations and determines which type
VOR of marker is present. The station signals are then
Both a frequency and the course (CRS) to a station modulates and presented on the EADI as follows:
has to be selected. The receiver then compares the − 400 Hz for outer marker (CYAN).
received radial with the selected course and calcu- − 1300 Hz for middle marker (AMBER).
lates the deviation. The selected course and devi- − 3000 Hz for inner (airway) marker (WHITE).
ation is displayed on the EHSI and on the VOR/ILS
The marker audio signals are filtered out and made
indicator. The deviation is Angular presented, as
audible via the audio integrating system.
announced on the EHSI by the letters ANG. The
RMI will display magnetic bearing to the received 2.3 Antennas
VOR station.
− A dual antenna is used for the VOR/LOC signals.
− Angular means that the displayed deviation rep- It is located on top of the fin.
resents the angle between aircraft and selected
− A dual antenna is also used for the glideslope
radial and is thus unaffected of distance.
signals. This antenna is installed inside the nose
TO and FROM indication is determined by the sys- radome.
tem from the selected course with respect to the − The marker signals are received by an antenna
received radial. mounted on the bottom of the fuselage just for-
The magnetic information for the presentation of the ward of the wing.
course is received from the Attitude Heading Refer-
15/3.1 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
XFR/MEM switch
When switched momentarily to:
XFR
− Standby frequency moves to upper display and be-
comes active.
− Former active frequency moves to lower display and
becomes standby.
MEM
− Steps through the four preprogrammed frequencies.
A A After chosen a frequency, set XFR/MEM switch to
A NAV CONTROL UNIT WITH MEMORY XFR position, to make memory frequency active.
Frequency selector
Collins Normally controls standby frequency display:
Larger knob
− controls the three left digits (MHz).
Smaller knob
− controls the two right digits (kHz).
ACT button
When depressed for more than 2 seconds:
− Standby frequency display goes off.
Frequency selector controls active frequency dis-
play.
For return to normal:
− Depress for more than 2 seconds.
TEST button
When pressed and held:
Photocell
− Control unit enters and displays Diagnostics Fail
Controls display brightness. Code mode (maintenance).
Function selector And if an ILS frequency selected (for approx.12 se-
NORM conds)
− DME station paired to active frequency in upper dis- And CRS 1 or CRS 2 set at present aircraft heading:
play − LOC goes to the right and GS goes down on EFIS and
HOLD GS bar goes down on the VOR/ILS Indicator.
− System holds DME station. − A 30 Hz marker tone is heard and marker is indicated
A new frequency can be tuned without affecting DME by alternate display of M, MM and OM.
function. − DME D, GSP, TTG readouts: turn to dashes.
− Standby display will show held DME stations fre- And if a VOR frequency selected (for approx. 12 se-
quency. conds):
− Frequency selector controls active display. − Deviation bar on EHSI centered and TO indication, if
course selected 360 (CRS 1 or CRS 2). (VOR/ILS In-
dicator not affected)
STO button − A 30 Hz marker tone is heard and marker is indicated
Select memory cell to program (CH.−) with XFR/MEM by alternate display of M, MM and OM.
switch then momentarily press STO button: − DME D, GSP, TTG read−outs: turn to dashes.
− Control unit enters Program Mode. − RMI pointer to 360 (VOR).
Setup frequency with frequency selector.
Press STO button to store frequency. NOTE:
− XFR/MEM switch for next memory cell (CH.−). The test is inhibited when AP engaged in NAV or
− No activity for 3 seconds, returns display to normal. APPR mode.
C0776
15/3.1 C
COLLINS PRO LINE II PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1 C
COLLINS PRO LINE II PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
Course
selector
Selected
course
A27945
15/3.1 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
2. MAIN COMPONENTS AND SUBSYTEMS plays VOR in red on EFIS and a red NAV flag on
the VOR/ILS indicator. The flag also drives the RMI
2.1 Control unit VOR pointers to a 3 o’clock parking position.
The control unit can display two frequencies, one ILS
active that tunes the receiver and one as standby
When an ILS frequency is selected, both the localiz-
which easily can be made active. The unit is pro-
er and the glideslope receivers are tuned to that
vided with the necessary controls for frequency
frequency. The receivers determinate the aircraft
−and transfer selection. A selected DME station
movements with respect to received localizer and
can be retained by a HOLD mode and a new VOR/
glideslope signals and with selected localizer in-
ILS or DME frequency can be tuned without affect-
bound course (CRS 1/CRS 2 knobs). The aircraft
ing DME function.
movements are then converted into direct propor-
2.2 Navigation receiver tional localizer and glideslope deviations. The local-
izer and glideslope deviations and displayed on the
The navigation receiver contains circuitry for the EADI and EHSI by LOC and GS symbols and on
VOR, ILS (Localizer and glideslope) and marker the VOR/ILS indicator, by localizer and glideslope
functions. bars.
VOR Marker
Both a frequency and the course (CRS) to a station The marker system receives the signals from the
has to be selected. The receiver then compares the marker beacon stations and determines which type
received radial with the selected course and calcu- of marker is present. The station signals are then
lates the deviation. The selected course and devi- modulates and presented on the EADI as follows:
ation is displayed on the EHSI and on the VOR/ILS
− 400 Hz for outer marker (CYAN).
indicator. The deviation is Angular presented, as
− 1300 Hz for middle marker (AMBER).
announced on the EHSI by the letters ANG. The
− 3000 Hz for inner (airway) marker (WHITE).
RMI will display magnetic bearing to the received
VOR station. The marker audio signals are filtered out and made
− Angular means that the displayed deviation rep- audible via the audio integrating system.
resents the angle between aircraft and selected 2.3 Antennas
radial and is thus unaffected of distance.
− A dual antenna is used for the VOR/LOC signals.
TO and FROM indication is determined by the sys-
It is located on top of the fin.
tem from the selected course with respect to the
− A dual antenna is also used for the glideslope
received radial.
signals. This antenna is installed inside the nose
The magnetic information for the presentation of the radome.
course is received from the Attitude Heading Refer- − The marker signals are received by an antenna
ence System (AHRS). See AOM 15/8.1. The VOR mounted on the bottom of the fuselage just for-
receiver also generates a flag signal which, in case ward of the wing.
of failure or no reception of selected station, dis-
15/3.1 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
A A
Photocell.
Controls display brightness.
Frequency display.
Upper display − Active frequency.
Lower display − Standby frequency.
Transfer switch.
When pressed, standby frequency moves to
upper display and becomes active.
Former active frequency moves to lower
display and becomes standby.
Frequency selector.
Small knob − Controls the two right digits (kHz).
Large knob − Controls the three left digits (kHz).
When the small knob is pulled out, standby
display goes off and the selector controls the
active display.
When the small knob is pushed in standby display
is returned and controlled by the selector.
A12093
15/3.1 K
KING PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1 K
KING PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
Course
selector
Selected
course
A27945
15/3.1 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
2. MAIN COMPONENTS AND SUBSYTEMS ence System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
2.1 Control unit of failure or no reception of selected station, dis-
plays VOR in red on EFIS and a red NAV flag on
The control unit can display two frequencies, one
the VOR/ILS indicator. The flag also drives the RMI
active that tunes the receiver and one as standby
VOR pointers to a 3 o’clock parking position.
which easily can be made active. The unit is pro-
vided with the necessary controls for frequency ILS
−and transfer selection. A selected DME station
When an ILS frequency is selected, both the localiz-
can be retained by a HOLD mode and a new VOR/
er and the glideslope receivers are tuned to that
ILS or DME frequency can be tuned without affect-
frequency. The receivers determinate the aircraft
ing DME function.
movements with respect to received localizer and
A programmable Memory facility is also contained glideslope signals and with selected localizer in-
in the control unit. The Memory provides nine pre− bound course (CRS 1/CRS 2 knobs). The aircraft
programmed frequencies, by momentarily pressing movements are then converted into direct propor-
the CHAN button and thereafter, choose frequency tional localizer and glideslope deviations. The local-
by means of the Frequency selector. izer and glideslope deviations and displayed on the
EADI and EHSI by LOC and GS symbols and on
2.2 Navigation receiver the VOR/ILS indicator, by localizer and glideslope
The navigation receiver contains circuitry for the bars.
VOR, ILS (Localizer and glideslope) and marker Marker
functions.
The marker system receives the signals from the
VOR marker beacon stations and determines which type
Both a frequency and the course (CRS) to a station of marker is present. The station signals are then
has to be selected. The receiver then compares the modulates and presented on the EADI as follows:
received radial with the selected course and calcu- − 400 Hz for outer marker (CYAN).
lates the deviation. The selected course and devi- − 1300 Hz for middle marker (AMBER).
ation is displayed on the EHSI and on the VOR/ILS − 3000 Hz for inner (airway) marker (WHITE).
indicator. The deviation is Angular presented, as
The marker audio signals are filtered out and made
announced on the EHSI by the letters ANG. The
audible via the audio integrating system.
RMI will display magnetic bearing to the received
VOR station. 2.3 Antennas
− Angular means that the displayed deviation rep- − A dual antenna is used for the VOR/LOC signals.
resents the angle between aircraft and selected It is located on top of the fin.
radial and is thus unaffected of distance.
− A dual antenna is also used for the glideslope
TO and FROM indication is determined by the sys- signals. This antenna is installed inside the nose
tem from the selected course with respect to the radome.
received radial. − The marker signals are received by an antenna
The magnetic information for the presentation of the mounted on the bottom of the fuselage just for-
course is received from the Attitude Heading Refer- ward of the wing.
15/3.1 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
Photocell.
Controls display brightness.
Transfer button.
When momentarily pressed:
− Standby frequency moves to upper display and
becomes active.
− Former active frequency moves to lower display and
becomes standby.
When depressed for more than 2 seconds:
− Standby frequency display goes off.
A A
− Frequency selectors control active frequency display.
When pressed again momentarily:
A NAV CONTROL UNIT WITH MEMORY − Standby frequency displayed again and function back
to normal.
When pressed in CHANNEL mode:
− Selected frequency becomes active and former active
frequency becomes standby.
When pressed in PROGRAM mode:
− Frequency selector controls either one of Upper/Lower
display for setup of Memory.
CHAN button.
When momentarily pressed:
− Unit enters 9 frequency’s CHANNEL mode.
− Select frequency with frequency selector then, press
CHAN or wait for 5 seconds (also see Transfer button).
− Selected frequency becomes standby.
When depressed and hold for more than 2 seconds:
Frequency display. − Unit enters PROGRAM mode for 9 frequency’s.
− Select CHANNEL to be programmed, then momentarily
Upper display − Active frequency.
press Transfer button.
Lower display − Standby frequency. − Selected frequency to be stored. (Flashing display
indicates which display is controlled by the frequency
Frequency selector. selector.)
Large knob − Controls the three left digits − For return to Normal, press CHAN or wait for 20 se-
(kHz). conds.
Small knob − Controls the two right digits
(kHz).
The selected frequency will appear in lower
(standby) display.
See also ”Transfer button”.
A12094
15/3.1 KO
KING MEMORY PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
Marker display.
A NAV 2 selected course pointer (green). OM in cyan − Outer Marker.
NAV 2 is second course on left EHSI wich is MM in yellow − Middle Marker.
indicated by the dashed pointer. M in white − Inner Marker.
ANG display (blue).
Angular presentation of VOR deviation Localizer deviation display.
AOM 15/1.1 EFIS. Compass rose (white).
− Scale in white dots, moving runway symbol in green.
− In case of localizer failure or no reception LOC with-
B L EADI ILS/MARKER DISPLAYS in red box will appear, flash for 10 s then steady.
NAV 1 To−From indication.
A L EHSI VOR/LOC DISPLAYS Disappears when NAV 1 source red flag comes on.
− In case of excessive LOC deviation when between
No To−From indication on second course pointer. 90 and 600 ft radioheight the pointer colour will
change to yellow − back to normal − yellow etc. until
deviation within limit again.
NAV 1 VOR/LOC course deviation bar (cyan). Limit = 0,25 dot.
Disappears when NAV1 source red flag comes on. Back course indication:
− The back course is automatically corrected for by
EFIS and annunciated by a yellow B/C replacing the
Deviation scale (cyan). GS indication on the EADI/EHSI. With the CRS se-
lector set for the normal localizer inbound course,
the LOC symbol on the EADI is not reversed when
NAV 2 VOR/LOC course deviation bar (green). flying:
Disappears when NAV 2 source red flag comes on. − Inbound on the back course.
− Outbound on the localizer inbound course.
NAV 1 selected course pointer (cyan).
Glideslope−Localizer comparator caution.
− The comparator caution is enabled below 1000 ft
NAV source flag. NAV selected course.
radio height.
NAV 1 source in left corner (cyan). NAV 2 VOR 1/LOC 1 in left corner (cyan). − Comes on for a discrepancy of approx 1/2 dot for
source in right corner (green). If no reception or VOR 2/LOC 2 in right corner (green). GS and approx 1/3 dot for LOC. CWP.
if system fails, indication turns red and flashes
for 10 s then steady. − AVIONICS light will come on flashing togetherwith
master cautions. The AVIONICS light wil revert to
steady when caution is reset. The caution indication
will disappear when the error no longer exists.
A12112
15/3.1
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1
PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1
PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
NOTE
When a VOR station selected:
− Glideslope deviation bar parks at “Fly Up” posi-
tion without the glideslope warning flag visible.
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse the
Localizer indication.
− Do not use the Glideslope indication.
A A
Azimuth card.
A STANDBY VOR/ILS INDICATOR
A10136
15/3.1 C
COLLINS PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1 C
COLLINS PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
NOTE
When a VOR station selected:
− Glideslope deviation bar parks at ”Fly Up” posi-
tion without the glideslope warning flag visible.
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse
the Localizer indication.
− Do not use the Glideslope indication.
A A
Azimuth card.
A STANDBY VOR/ILS INDICATOR
A10136
15/3.1 K
KING PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1 K
KING PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
Course selector.
Selected course indicated on EHSI.
− CRS 1: NAV 1 course pointer.
B A B
− CRS 2: NAV 2 course pointer.
(if installed)
A10776
15/3.1
PAGE 11
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
15/3.1
PAGE 12
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The NAV systems are switched ON/OFF by ESS, L and R AVION switches.
− LOC goes to the right and GS goes down on EFIS and GS bar goes down on
VOR/ILS indicator.
− A 30 Hz marker tone is heard and marker indicated by flashing display. (NAV
1 only.)
− DME D, GSP, TTG readouts turns to dashes.
− Control unit enters and displays Diagnostics Fail Code mode (maintenance).
4. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
5. Frequency Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT A VOR
FREQUENCY
6. CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 360
7. TEST button (NAV control unit) . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
15/3.2 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
(Cont’d)
8. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− Rotate until VOR 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
If RNAV not installed
Frequency set up
1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Momentarily press switch to MEM will step through the memory for choice of
frequency.
(Cont’d)
15/3.2 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
(Cont’d)
2. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR will make chosen memory frequency ac-
tive.
3. VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
4. NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identifica-
tion signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
6. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Rotate until LOC 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
(Cont’d)
15/3.2 C
COLLINS PRO LINE II PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
(Cont’d)
If RNAV not installed
Frequency set up
1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Momentarily press switch to XFR will make chosen memory frequency ac-
tive.
3. VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
4. NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identifica-
tion signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
6. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INBOUND
COURSE
8. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK
15/3.2 C
COLLINS PRO LINE II PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
(Cont’d)
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yel-
low B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal Localizer inbound course the LOC sym-
bols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the Localizer inbound course.
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse the Localizer indication.
− Do not use the Glideslope indication.
15/3.2 C
COLLINS PRO LINE II PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
3. ABNORMAL OPERATION
3. End of procedure.
15/3.2 C
COLLINS PRO LINE II PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
15/3.2 C
COLLINS PRO LINE II PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
15/3.2 C
COLLINS PRO LINE II PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The NAV systems are switched ON/OFF by ESS, L and R AVION switches.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identifica-
tion signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
5. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/3.2 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identifica-
tion signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
5. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INBOUND
COURSE
7. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK
(Cont’d)
15/3.2 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
(Cont’d)
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse the Localizer indication.
− Do not use the Glideslope indication.
15/3.2 K
KING PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
3. ABNORMAL OPERATION
3. End of procedure.
15/3.2 K
KING PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
15/3.2 K
KING PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
15/3.2 K
KING PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The NAV systems are switched ON/OFF by ESS, L and R AVION switches.
− Rotate until VOR 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
(Cont’d)
15/3.2 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
(Cont’d)
If RNAV not installed
Frequency set up
1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identifi-
cation signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
7. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
9. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
10. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
15/3.2 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
(Cont’d)
NOTE
− The possibility of a wrong EHSI/RMI indication with correct call sign and NAV
source flag exists if the receiver is tuned 50 kHz off the ground station fre-
quency. Always make sure the VOR receiver is correctly tuned by checking
the frequency display.
CAUTION
Always assure proper ADF/VOR selection on the RMI before using the bearing
pointer information.
− Rotate until LOC 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
If RNAV not installed
Frequency set up
1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
15/3.2 KO
KING MEMORY PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
(Cont’d)
6. Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identifi-
cation signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
7. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INBOUND
COURSE
9. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse the Localizer indication.
− Do not use the Glideslope indication.
15/3.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
15/3.2 KO
KING MEMORY PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
3. ABNORMAL OPERATION
3. End of procedure.
15/3.2 KO
KING MEMORY PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
15/3.2 KO
KING MEMORY PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Operation
15/3.2 KO
KING MEMORY PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
15/4.1 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
A A
A26685
15/4.1 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
15/4.1 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
DME HOLD
NAV
A26686
15/4.1 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
15/4.1 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
A A
S
B
Y
NAV
CHAN
A26687
15/4.1 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
Distance display.
− Distance display is cyan for left and green
for right side.
− Indicates distance in NM to selected DME
VOR 1 VOR 2 station.
D 37.6 D 34.5H − If in DME HOLD mode a yellow H will appear
after the readout and the letter D turns to
yellow.
− If no computed data, the display will be
dashes in normal colour.
− If system fails, the display will be red
dashes, flashing for 10s, then steady.
Groundspeed display.
− Groundspeed display is cyan for left and
green for right side.
− The speed in knots is only accurate when
the aircraft is flying directly to or from the
selected DME station.
− If no computed data is available, the
display will be dashes in normal color.
− If system fails, the display will be red
dashes, flashing for 10s, then steady.
C0827
15/4.1
PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
15/4.1
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
IF VNI INSTALLED
15/4.1
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
15/4.1
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
DME TEST.
When NAV test button is pressed and
held, the DME INDICATOR will enter
and display the self−test diagnostic
mode (for maintenance use).
DME
SELECT
1
A26689
15/4.1
COLLINS PRO LINE II PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
15/4.1
COLLINS PRO LINE II PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
15/4.1
PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
15/4.1
PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
15/4.2 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
− Rotate until VOR1 or LOC1 is displayed in the lower left corner of both
EHSI’s.
− Proceed with item 1 below.
If RNAV not installed
1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Frequency set up
2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Momentarily press switch to MEM will step through the memory for choice
of frequency.
3. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR will make chosen memory frequency ac-
tive.
4. VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
5. NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6. Identify station.
15/4.2 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
(Cont’d)
NOTE
Due to uncoordinated military (TACAN) and civil DME frequency allocations,
erroneous indications may result even if the proper NAV frequency has been
selected. Make sure that the DME station is positively identified before relying
on the DME readouts.
2.5 OPERATION IN The selected DME station can be held, if the pilot decides to keep the selected
DME HOLD DME station tuned and select a different NAV frequency.
− A yellow H will appear after the Distance readout and the letter D turns to
yellow.
− A new NAV frequency can be selected without affecting the DME.
− Standby display will show the frequency of the held DME station.
− Frequency selector controls active display.
15/4.2 C
COLLINS PRO LINE II PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
3. ABNORMAL OPERATION
3. End of procedure.
15/4.2 C
COLLINS PRO LINE II PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 OPERATION 1. DME HOLD switch (above NAV control unit) . . . . . . . . OFF
2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
3. VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
4. NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. Identify station.
15/4.2 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
2.3 OPERATION IN The selected DME station can be held, if the pilot decides to keep the selected
DME HOLD DME station tuned and select a different NAV frequency.
− A yellow H will appear after the Distance readout and the letter D turns to
yellow.
− A new NAV frequency can be selected without affecting the DME.
− The held DME stations frequency is no longer related to the frequency dis-
played on the NAV control unit.
15/4.2 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
3. ABNORMAL OPERATION
3. End of procedure.
15/4.2 K
KING PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
15/4.2 K
KING PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− Rotate until VOR1 or LOC1 is displayed in the lower left corner of both
EHSI.
− Proceed with item 1 below.
(Cont’d)
15/4.2 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
(Cont’d)
If RNAV not installed
1. DME HOLD switch (above NAV control unit) . . . . . . . . OFF
Frequency set up
2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Any one of the two knobs will control the memorycells for choice of fre-
quency.
4. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
15/4.2 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
(Cont’d)
NOTE
Due to uncoordinated military (TACAN) and civil DME frequency allocations,
erroneous indications may result even if the proper NAV frequency has been
selected. Make sure that the DME station is positively identified before relying
on the DME readouts.
2.4 OPERATION IN The selected DME station can be held, if the pilot decides to keep the selected
DME HOLD DME station tuned and select a different NAV frequency.
− A yellow H will appear after the Distance readout and the letter D turns to
yellow.
− A new NAV frequency can be selected without affecting the DME.
− The held DME stations frequency is no longer related to the frequency dis-
played on the NAV control unit.
15/4.2 KO
KING MEMORY PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Operation
3. ABNORMAL OPERATION
3. End of procedure.
15/4.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
EHSI
RADAR RADAR
RADAR
Trans- control
antenna MFD
ceiver panel
(if installed)
Fig. 1 WEATHER RADAR − schematic
15/5.1 S
COLLINS WXR 200 PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
BLACK <20 −− −−
15/5.1 S
COLLINS WXR 200 PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
The colors for the ground picture are somewhat that creates and controls the radar picture present-
changed: ed on EHSI and MFD from the digital information
sent by the transceiver.
WXR 200 COLOR DEFINITIONS
Target alert
Activated Target alert is indicated by a steady yel-
low boxed T on EHSI and MFD. When selected, T
is visible also with EHSI in ROSE mode and on the
MFD even if RDR mode is not selected. The T will
start to flash and alert the pilot if the signal strength
of the echo increases up to storm cell level and the
target is detected in a sector within 50 to 150 NM
and 15 of dead ahead regardless of selected
range.
2.1 Antenna
2.2 Transceiver
15/5.1 S
COLLINS WXR 200 PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
RANGE selector.
Selects operating range in NM.
MODE RANGE
TEST NORM
25
50 100
200
STB (Stabilization) button.
TGT HLD STB
STBY
OFF
WX
MAP
10 300 Stabilization of the antenna is provided when
+10
the button is pushed in. No stabilization when
MIN MAX +5
the button is pushed a second time (out).
0
GAIN TILT
−5 −10
TILT control.
Adjust the antenna tilt angle.
Range 15.
D0668
15/5.1 S
COLLINS WXR 200 PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
ROSE RR
BRG
RA 2ND
FD ET DEV
TST CRS
B A A B
MODE selector.
Weather radar display is added to the EHSI
sector picture when RR position is selected
(and with radar switched on).
Target mode.
B EHSI SECTOR MODE/WEATHER A yellow steady T is displayed when TGT button is
RADAR DISPLAY selected. The T will start to flash and alert the pilot
if the signal strength of the echo increases up to
Red (VIP−level 3) and the target is detected in a
sector within 50 to150 NM and 15 of dead
ahead regardless of selected range. If selected,
the T is visible also when ROSE mode is selected.
Mode annunciator.
OFF, STBY, TEST, NORM, WX or MAP in white.
GAIN or HOLD can also be displayed alternately
with the Mode annunciator.
A26778
15/5.1 S
COLLINS WXR 200 PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 S
COLLINS WXR 200 PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
A
Target mode.
A yellow steady T is displayed when TGT
button is selected. The T will start to flash
and alert the pilot if the signal strength of
the echo increases up to Red (VIP−Level 3)
in a sector within 50 to 150 NM and 15of
A MFD RDR − MODE
dead ahead regardless of selected range. If
selected, the T is visible also when RDR
mode is not selected on the MFD.
RDR button.
Enables radar display on MFD. Radar display
can be mixed with NAV display, if both RDR
and NAV selected.
RDR annunciated in green when button
depressed. Mode annunciator OFF, STBY,
TEST, NORM, WX or MAP in cyan. GAIN or
HOLD can also be displyed alternatley with
the Mode annunciator.
A26692
Fig. 4 Multifunction display, MFD, in radar mode − controls and radar picture
15/5.1 S
If MFD installed WXR 200 PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 S
If MFD installed WXR 200 PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 S
COLLINS WXR 200 PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 S
COLLINS WXR 200 PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O1
COLLINS WXR 350 PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
pensate for attenuated signal, resulting in the PAC alert bar to appear. In MAP mode, the PAC alert is
disabled.
EHSI
RADAR RADAR
RADAR
Trans- control
antenna MFD
ceiver panel
(if installed)
Fig. 1 WEATHER RADAR − schematic
The color code for the weather picture is:
BLACK <20 −− −−
15/5.1 O1
COLLINS WXR 350 PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
storm cell. The contouring is to highlight the most between 15 from the aircraft’s x−axis or from hor-
hazardous storm cells. izontal with stabilization selected.
Ground mapping (MAP−position) 2.2 Transceiver
The signals representing ground echos are treated
The transceiver works in the X−band at a frequency
with the Sensitivity Time Controller, STC, in order to
of 9,345 GHz. It transmits and receives the radar
keep constant echo intensity for close−in ranges.
beam and transforms the result into digital informa-
The shape of the radar beam is more narrow and
tion fed to the radar control panel.
with lower beam power than for weather detection
in order to provide better resolution of the ground 2.3 Weather radar control panel − WXP
echo returns.
The control panel is provided with the necessary
CAUTION controls to select the various modes and functions.
Do not rely on MAP mode only for navigation. The control panel also contains the microprocessor
that creates and controls the radar picture present-
The colors for the ground picture are somewhat ed on EHSI and MFD from the digital information
changed: sent by the transceiver.
Target alert
Activated Target alert is indicated by a steady yel-
low boxed T on EHSI and MFD. When selected the,
T is visible also with EHSI in ROSE mode and on
the MFD even if RDR mode is not selected. The T
will start to flash and alert the pilot if the signal
strength of the echo increases up to storm cell level
and the target is detected in a sector within 50 to
150 NM and 15 of dead ahead regardless of se-
lected range.
2.1 Antenna
15/5.1 O1
COLLINS WXR 350 PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
RANGE selector.
Selects operating range in NM.
MODE RANGE
TEST NORM
25
50 100
200
STB (Stabilization) button.
TGT HLD STB
STBY
OFF
WX
MAP
10 300 Stabilization of the antenna is provided when
+10
the button is pushed in. No stabilization when
MIN MAX +5
the button is pushed a second time (out).
0
GAIN TILT
−5 −10
TILT control.
Adjust the antenna tilt angle.
Range 15.
D0668
15/5.1 O1
COLLINS WXR 350 PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
ROSE RR
BRG
RA 2ND
FD ET DEV
TST CRS
MODE selector.
B A A B Weather radar display is added to the EHSI
sector picture when RR position is selected
(and with radar switched on).
Target mode.
A yellow steady T is displayed when TGT
B EHSI SECTOR MODE/WEATHER
button is selected. The T will start to flash
RADAR DISPLAY
and alert the pilot if the signal strength of the
echo increases up to RED (VIP−LEVEL 3)
and the target is detected in a sector within
50 to 150 NM and 15of dead ahead
regardless of selected range. If selected, the
T is visible also when ROSE mode is
selected.
Mode annunciator.
OFF, STBY, TEST, NORM, WX or MAP in white.
GAIN or HOLD can also be displayed alternately
with the Mode annunciator.
A26777
15/5.1 O1
COLLINS WXR 350 PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O1
COLLINS WXR 350 PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
A
Target mode.
A yellow steady T is displayed when TGT
button is selected. The T will start to flash
and alert the pilot if the signal strength of
the echo increases up to RED (VIP−Level 3)
in a sector within 50 to 150 NM and 15of
A MFD RDR − MODE
dead ahead regardless of selected range. If
selected, the T is visible also when RDR
mode is not selected on the MFD.
RDR button.
Enables radar display on MFD. Radar display
can be mixed with NAV display, if both RDR
and NAV selected.
RDR annunciated in green when button
depressed. Mode annunciator OFF, STBY,
TEST, NORM, WX or MAP in cyan. GAIN or
HOLD can also be displyed alternatley with
the Mode annunciator. IF MFD INSTALLED
WXR 200/350
A26692
Fig. 4 Multifunction display, MFD, in radar mode − controls and radar picture
15/5.1 O1
If MFD installed WXR 350 PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O1
If MFD installed WXR 350 PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
A26886
15/5.1 O1
COLLINS WXR 350 PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O1
COLLINS WXR 350 PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O2
COLLINS TWR 850 PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
Observe that the PAC function is intended for circuit interprets the return signals from ground tar-
weather detection modes only. Using a weather gets as intense storm targets and tries to compen-
detection mode and downward tilt to produce a sate for the attenuated signal, resulting in the PAC
ground map will probably produce a display which alert bar to appear. In MAP mode, the PAC alert is
makes correct interpretation more difficult. The PAC disabled.
EHSI
RADAR RADAR
RADAR
Trans- control
antenna MFD
ceiver panel
(if installed)
Fig. 1 WEATHER RADAR − schematic
15/5.1 O2
COLLINS TWR 850 PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
BLACK <20 −− −−
15/5.1 O2
COLLINS TWR 850 PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
the TURB position. Releasing the selector returns it exceeds 16.4 ft/s (5 m/s) the flashing annunciation
to the WX+T position and restores the full weather will alternate between TGT and TRB (turbulence).
radar display. By removing the green, yellow, red
and magenta precipitation echoes from the display, 2. MAIN COMPONENTS AND SUBSYSTEMS
the areas of turbulence can be observed alone. As
2.1 Physical description
in the WX+T mode, the turbulence can only be de-
tected in the 5, 10, 25, and 50 NM ranges. The system consists of two separate units, the
Receiver−Transmitter−Antenna and the weather
Ground mapping (MAP−position)
radar panel. The mechanical feature of the TWR
The signals representing ground echos are treated 850 radar is its compact construction, combining
with the Sensitivity Time Controller, STC, in order to the receiver, transmitter and antenna into a single
keep constant echo intensity for close−in ranges. unit. The forward part of this unit is the flat−plate
The shape of the radar beam is more narrow and antenna. Directly behind the antenna is the RF as-
with lower beam power than for weather detection sembly, consisting of the transmitter and receiver.
in order to provide better resolution of the ground Mating the antenna and receiver−transmitter elimi-
echo returns. The PAC alert and ground clutter sup- nates the need for waveguide.
pression (GCS) functions are disabled in MAP
mode. 2.2 Antenna
15/5.1 O2
COLLINS TWR 850 PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
MODE selector. GCS (Ground Clutter Suppression) button. STB (Stabilization) button.
Rotate this knob to select system operating Press and release the GCS button to reduce the Press the STB button to turn on the radar antenna
modes. intensity of ground returns. stabilization circuits.
STBY − Turns on the system but does not
allow it to transmit. This makes the precipitation returns easier to see. The STB button is latching and is normally left in
TEST − Causes the radar self−test display The pilot should note that the GCS feature may the on (or pushed in) position. Antenna stabiliza-
to appear. also reduce the intensity of, or completely tion is turned off in the event of an attitude input
TGT − Allows targets to be detected but eliminate weaker precipitation returns. For this signal failure. When STB is off, USTB is annun-
not displayed. reason, the GCS feature times out after approxi- ciated on EHSI/MFD.
MAP − Use this mode for ground mapping. mately 10 seconds. When selected, GCS is
WX − Basic weather detection mode. Targets annunciated on EHSI/MFD.
may appear in green, yellow, red or
A magenta. SEC (Sector Scan) button.
WX+T − Same as WX but also allows precipita− Press the SEC button to reduce the normal 120
tion related turbulence to be detected degree scan (60 degrees either side of center) to a
on the 5, 10, 25, and 50 mile ranges. 60 degree scan (30 degrees either side of center).
TURB − Removes all targets except detected
areas of precipitation related turbulence Reducing the sector scan effectively increases the
which appear in magenta. radar update rate. Press the SEC button again to
return to the full 120 degree scan. Annunciation is
A WEATHER RADAR CONTROL PANEL via the reduced size of the range arcs.
RANGE selector.
Rotate this knob to select the maximum display
range.
C0799
15/5.1 O2
COLLINS TWR 850 PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O2
COLLINS TWR 850 PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
A B EHSI SECTOR MODE/WEATHER RADAR DISPLAY TGT target and TRB turbulence annunciator
in yellow.
The target mode provides an alert sector from
Radar echo display.
7 to 200 NM and 15 degree of dead ahead
Colors depend on selected radar mode and echo GSP 220 −19C TGT ET 02:23
level.
TTG 5.0 regardless of the selected range. The TGT
ÇÇÇÇ ÇÇÇÇÇ
annunciator will start to flash and alert creases
up to Red (VIP−level 3). If the wind velocity also
ÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇ
tion will alternate between TGT and TRB
(turbulence).
DTA
selected. 103 082 USTB unstabilized in white.
BRG VOR 1 VOR 2 Indicates that antenna stabilization is turned off.
ROSE RR D 12.3 D 34.5H
RA FD ET 2ND
DEV
TST CRS
C0847
15/5.1 O2
COLLINS TWR 850 PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O2
COLLINS TWR 850 PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
A26888
Fig. 4 Multifunction display, MFD, in radar mode − controls and radar picture
15/5.1 O2
COLLINS TWR 850 PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O2
COLLINS TWR 850 PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
A26887
15/5.1 O2
COLLINS TWR 850 PAGE 11
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
15/5.1 O2
COLLINS TWR 850 PAGE 12
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
1. LIMITATIONS
WARNING
Do not operate radar within 60 m / 180 ft of other aircraft being refueled or within 30 m / 90 ft of personnel
in the beam area.
2. NORMAL OPERATION
2. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Radar can also be switched off with MODE selector in OFF position.
15/5.2 S
COLLINS WXR 200 PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
5. Test picture for WXR 200 system.
RED / FLASHING
YELLOW
GREEN
Fig. 1
15/5.2 S
COLLINS WXR 200 PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
− By reducing GAIN, weather echoes will gradually disappear from the radar
picture, leaving only the stronger echoes.
− Do not leave the GAIN control reduced after use, always return to MAX
position.
6. TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Gives flashing target alert on EHSI (yellow boxed T), when a storm cell is
detected within 50 to 150 NM and 15 degrees ahead of the aircraft regard-
less of range selected.
− Helpful if other modes than weather radar has been selected on EFIS (i.e.
compass rose mode).
8. HLD button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Adjust picture with RANGE, GAIN, TILT and display intensity for best re-
sults.
15/5.2 S
COLLINS WXR 200 PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
15/5.2 S
COLLINS WXR 200 PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
1. LIMITATIONS
WARNING
Do not operate radar within 60 m / 180 ft of other aircraft being refueled or within 30 m / 90 ft of personnel
in the beam area.
2. NORMAL OPERATION
2. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Radar can also be switched off with MODE selector in OFF position.
15/5.2 O1
COLLINS WXR 350 PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
5. Test picture for WXR 350 system.
YELLOW
MAGENTA
RED / FLASHING
YELLOW
GREEN
Fig. 1
15/5.2 O1
COLLINS WXR 350 PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
− Do not leave the GAIN control reduced after use, always return to MAX
position.
6. TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Gives flashing target alert on EHSI (yellow boxed T), when a storm cell is
detected within 50 to 150 NM and 15 degrees ahead of the aircraft regard-
less of range selected.
− Helpful if other modes than weather radar has been selected on EFIS (i.e.
compass rose mode).
8. HLD button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Adjust picture with RANGE, GAIN, TILT and display intensity for best re-
sults.
15/5.2 O1
COLLINS WXR 350 PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
15/5.2 O1
COLLINS WXR 350 PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
1. LIMITATIONS
WARNING
Do not operate radar within 60 m / 180 ft of other aircraft being refueled or within 30 m / 90 ft of personnel
in the beam area.
2. NORMAL OPERATION
2. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Radar can also be switched off with MODE selector in OFF position.
15/5.2 O2
COLLINS TWR 850 PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
5. Test picture for TWR 850 system.
B3638
Fig. 1
15/5.2 O2
COLLINS TWR 850 PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
5. SEC button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Adjust picture with RANGE, GAIN, TILT and display intensity for best re-
sults.
15/5.2 O2
COLLINS TWR 850 PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
15/5.2 O2
COLLINS TWR 850 PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
2.5 GAIN Operators must recognize that reducing the gain of the system reduces the
CONTROL effective range and the sensitivity of the system. The variable GAIN control
should only be used to reduce the receivers sensitivity to aid in determining
the relative intensity of multiple thunderstorms and locating embedded cells in
a rain front at low altitude and in terminal areas − not to locate a path to pene-
trate the storm area. As the gain is reduced the red areas of the target will
eventually be displayed as yellow and the yellow areas will turn into green.
The red area that is the last to change to next lower level is the strongest part
of the target. If there is a large area of red displayed and the pilot desires to
know which way to deviate to avoid the strongest part of the cell, he may re-
duce the gain slowly and note which part of the target remains red longest.
That is the strongest part of the red return and the area to avoid by the great-
est distance.
Reducing the gain when ground mapping through light rainfall will clear up the
ground picture. GAIN is flashed on the display whenever a reduced gain
mode is selected. Do not leave the GAIN control reduced after use, always
return to MAX (CAL for TWR 850) position.
WXR 200
How to see the difference between a strong cell and a severe thunderstorm.
Example:
− Red color comes on at a reflectivity over 40 dbz.
− Strong and very strong cells have reflectivities in excess of 40 dbz.
− Severe thunderstorms have reflectivities in excess of 50 dbz.
− Each click on the GAIN control reduces the receiver sensitivity with 6 dbz.
All cells in a weather system that still indicates red after the GAIN has been
reduced two clicks, must be treated as severe thunderstorms.
The WXR 350 weather radar has a fifth color, magenta, which comes on at a
reflectivity exceeding 50 dbz.
2.6 HOLD BUTTON The (weather) hold function allows the pilot to evaluate storm direction and
rate of movement relative to the aircraft’s present heading. The hold function
will provide the greatest assistance when used on longer ranges. On shorter
ranges, the weather situation can change too rapidly to justify using the hold
function.
15/5.2
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
2.7 TILT SETTINGS The radar beam is a narrow cone with a beam width of 6 for 18 inch antenna,
(with STB 7 for 14 antenna and 8 for 12 inch antenna and it sweeps in a plane relative
selected) to earth. The tilt control is used to vary the sweep of the beam up or down with
respect to the plane of the earth. The key to best weather radar effectivity is
precision antenna tilt management for detection, analyzing and avoiding haz-
ardous convective weather handling of the TILT control allows the pilot to
measure precipitation densities, the height of a storm, rain core shapes, rain
gradients or even distinguish between weather and ground echoes. De-
scribed further on are some technics to manipulate the TILT control for best
weather detections.
1. Finding the calibrated 0 tilt
With STB selected the 0 index on the TILT control should normally position
the radar beam in parallel to the surface of the earth. (We can ignore the earth
curvature up to 60 NM distances.) This will be true only if the radar antenna
has been properly aligned with precision instruments like by the aircraft
manufacture. However, experience has shown that the alignment will some-
times deviate after workshop visits and overhauls of the radar system. There-
fore the tilt index must be checked and calibrated before the pilot can rely on
the tilt effectivity.
If we bear in mind that everything connected with tilt management is angular,
we will find that when tilt is changed in degrees, the beam is displaced up or
down a certain numbers of feet dependent on the distance from the aircraft.
The numbers of feet at a particular distance can easily be calculated by this
formula:
distance x 100 = feet per degree.
One degree of tilt change moves the beam up or down 100 feet at one NM
from he antenna.
At 5 NM the movement is 5 x 100 = 500 feet. At 12,5 NM; 12,5 x 100 = 1250
feet etc. This formula can now easily be applied to determine the time zero tilt.
On a clear day, start with level off the aircraft and set a normal cruise speed,
over flat terrain.
With STB selected, turn the tilt down until the ground echo is displayed from
the range arc and out. Then identify the altitude AGL and the arc range in the
following table. By adjusting the tilt with the value taken from the table, the
radar beam will be leveled in parallel with the surface of the earth . Now, any
difference between this tilt setting and the 0 TILT index is a result of misalign-
ment.
(Cont’d)
15/5.2
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
12 INCH ANTENNA (WXR 200)
(Cont’d)
15/5.2
PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
18 INCH ANTENNA (WXR 350)
15/5.2
PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
With the parked position selected, the pilot can also easily measure the clear-
ance to an object. Suppose that an echo working back toward the aircraft, is
fading out at the 30 NM range. The echo has faded because it has worked
back under the radar beam. Fading out at 30 NM means that the echo − what-
ever it is − will be cleared by about 1200−1500 feet (depending on which an-
tenna). If the echo fades out at 2 NM it will be cleared by less than 800−1000
feet, if at all. The formula is: half the beam width + 1 x range x 100. Beam width
is 6 for 18 inch antenna, 7 for 14 inch and 8 for 12 inch.
To find the parked position, set the tilt down one degree. Then adjust the
range control so that the ground is being painted on the outer one−third
to one−half of the indicator. The following table shows range setting versus
altitude and distance from where the ground return is painted.
12 INCH ANTENNA (WXR 200)
2000 4
10
4000 8
6000 12
8000 16 25
10000 20
12000 24
14000 28
16000 32 50
18000 36
20000 40
22000 44
25000 50
27000 54 100
29000 58
31000 62
(Cont’d)
15/5.2
PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
14 INCH ANTENNA (TWR 850)
2000 4.5 10
4000 9
6000 13.5 25
8000 18
10000 22.5
12000 27
14000 31 50
16000 35.5
18000 40
20000 44.5
22000 49
25000 55.5 100
27000 60
29000 64.5
31000 69
2000 5 10
4000 10
6000 15 25
8000 20
10000 25
12000 30 50
14000 35
16000 40
18000 45
20000 50
22000 55 100
25000 63
27000 68
29000 73
31000 76
(Cont’d)
15/5.2
PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
3. Tilt up position
If the tilt is precisely positioned so the bottom of the beam sweeps on a plane
parallel to the earth’s surface, the radar will detect and display objects that
intrude through the flight level of the aircraft. This tilt position can be set by
using a simple technique.
Set the tilt so that ground returns are being displayed for example from the 50
NM arc outward. Then drop the thousands from the aircraft height (AGL), di-
vided by 5, and move the tilt up that number of degrees
Example:
Flying at flight level 210, assume that the present ground elevation is 1000
feet, the height AGL will be about 20000 feet, and 20 divided by 5 equals 4.
Then note the tilt setting with the bottom of the beam sweeping on the 50 NM
arc, then increase tilt by the number of degrees equal to the calculation (4 de-
grees).
The calculation can also be made with other range settings.
NM arc Divided by
5 0.5
12.5 1.25
25 2.5
50 5
100 10
150 15
If finding the calibrated 0 tilt technique has been conducted. The Tilt up posi-
tion can also be performed by moving the tilt up one−half beam width from the
calibrated 0 tilt position.
One−half beam width is: 3 for 18 inch antenna, 3.5 for 14 inch antenna and
4 for 12 inch antenna.
4. Measure the height of a radar target
The tilt can also be used to determine the height of a radar target. Slowly in-
crease the tilt in 1 increments from the setting calculated above until the
echo becomes so weak that it almost disappears from the display. The bottom
of the beam is now barely overscanning the top of the target. Now calculate
the height of the target relative to the aircraft’s altitude with this formula:
Distance to the target multiplied by 100 multiplied by the number of degrees
the tilt was increased equals targets radar height.
(Cont’d)
15/5.2
PAGE 11
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
Example:
A target is displayed at 50 NM with the bottom of the beam leveled at the air-
craft altitude. After increasing tilt, the echo disappeared at 4. Now calculate
the height of the target like this:
50 x 100 x 4 = 20000 feet
The radar top of the target is 20000 feet above the aircraft.
Observe that this method measures the radar top of the target, it does not
measure total storm height, hazards may exist several thousands feet above
the radar top. The method can also be used to measure radar tops below the
aircraft altitude in the same manner by adjust the tilt downward . The method
will work with airborne radars out to a distance of 60 NM. Beyond that, the
curvature of the earth and some other factors render it unreliable.
A repetition of the height determining method is recommended in 2 to 3 min-
ute intervals when approaching a weather system to monitor whether the
storm is growing in height or dissipating. Rapid growth in radar height of the
weather above 20000 to 30000 feet, indicates a very hazardous weather sys-
tem. Experience has proven that the hazards associated with a weather sys-
tem are directly proportional to its radar height. In terminal areas, any storm
with a radar top exceeding 20000 feet AGL is a potential killer.
5. + 10 tilt.
Sometimes there is just no time for much knob tweaking and calculating dur-
ing a busy approach. In those cases the + 10 on the tilt method is to prefer.
Execute the method every 2 minutes for best efficiency. With + 10 on the tilt,
echoes displayed at distances of 25 NM or more have radar tops of at least
25000 feet above the present altitude and echoes at 15 NM or more have ra-
dar tops of more than 15000 feet above present aircraft altitude. Never leave
the tilt at + 10 for more than a 5−10 sweeps at most. Always return to the
Parked position.
2.8 PREFLIGHT Make it a part of preflight to check the radar prior to leaving the ramp. Set the
AND CLIMB− Mode selector to TEST.
OUT TIPS While taxiing or when the aircraft is clear of terminal area and other aircraft,
select the shortest range on the radar panel, set the Mode selector to WX, and
then adjust the antenna tilt downward until ground echoes appear at the bot-
tom of the display. This is a confidence check to ensure the radar is operation-
al.
Tilt the antenna upward and use the radar to determine the weather situation
around the airport while taxiing and lined up, especially in darkness (make
sure to be clear of other aircraft).
(Cont’d)
15/5.2
PAGE 12
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
The best radar performance and confidence check is while airborne. The
check is quite simple, if the radar can not display ground returns to a distance
of at least 100 NM it can not be trusted. It is convenient to perform the check at
10000 feet because at 10000 feet the line of sight is just 100 NM. Perform the
check as the aircraft is climbing through 10000 feet AGL. With STB selected,
set RANGE at 200 NM and the TILT control at −1. Now check radar picture
when passing through 10000 feet. There should be ground returns displayed
out to a distance of at least 100 NM.
2.9 AVOIDANCE Along squall lines, individual cells are in different stages of development.
PATH Areas between closely spaced, intense echoes may contain developing
PLANNING clouds not having enough moisture to produce an echo. The lightest level
(green) may or may not be displayed, which would indicate light rainfall rates
or no rainfall; yet, these areas could have strong updrafts or downdrafts. In
penetrating a squall line, fly as far from building cells as possible. Avoid con-
toured areas of the display (areas of intense turbulence) by at least 10 miles or
more, whenever possible. Targets showing wide areas of green are generally
precipitation without severe turbulence.
Avoid all cells containing magenta and red areas by at least 20 miles, if pos-
sible.
Avoid to deviate downwind unless absolutely necessary. The changes of en-
countering severe turbulence and damaging hail are greatly reduced by se-
lecting the upwind side of a storm.
2.10 TERMINAL There are three Life−and−death rules for terminal area:
AREAS
− With +10 tilt, any echo that appears on the display at 20 NM or greater
must be avoided regardless if it is contouring or not.
− With +10 tilt, any echo giving contours regardless of distance must be
avoided no matter how high it is.
− With +10 tilt and aircraft in landing configuration, if any contouring echo is
detected within 5 NM and can not be avoided, perform immediate go−
around. If lined up for takeoff, do not go.
Also on an approach, do not hesitate to ask the controller how the weather
looks like from the tower side. Ask questions like the following:
− What does the weather look like from your position?
− How long time ago did the weather develop?
− Does the weather seem to be dissipating or growing?
− Is the weather moving?
(Cont’d)
15/5.2
PAGE 13
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
− At what speed and direction is it moving?
− Is the weather in a line?
2.11 RADAR Extremely heavy rainfall can reduce the ability of the radar waves to penetrate
SHADOW and present a full picture of the weather area. This condition is referred to as
“radar attenuation”. It is a case where ground returns can be helpful in analyz-
ing the weather situation. Tilt the antenna down and observe the ground re-
turns around the radar echo. With very heavy intervening rain, the ground re-
turns behind the echo will not be present but rather will appear as a shadow.
This may indicate a larger area of precipitation than appears on the indicator.
Shadowing storms will also contain microbursts, downbursts, larger hail, ex-
treme turbulence and very possibly, tornadoes. Never fly toward a radar shad-
ow, always avoid penetrating a shadowed area. Standing on the ground and
scanning a storm with +5 till +15 tilt. If the storm echo appears bowed or
crescent shaped, arcing away from the radar, opposite to the range arc on the
display, it is a shadow producing severe thunderstorm. Another indication is
also a dip on the backside of the echo pointing toward the radar.
2.12 THUNDER- The most intense echoes are severe thunderstorms with a reflectivity in ex-
STORMS cess of 50 dbz. Remember that hail may fall several miles from the cloud. It is
also important to bear in mind that radar detects presence of precipitation.
Storm associated turbulence without precipitation can extend several thou-
sand feet above a storm and outward more than 20 miles. The pilot should
avoid the most intense echoes by at least 20 miles, if possible. Thunderstorm
development is rapid. A course that appears clear may contain cells a short
time later. When viewing the shorter ranges, periodically select one of the lon-
ger ranges to observe distant conditions. This permits early planning of nec-
essary avoidance maneuvers. Do not be fooled by the size of an echo. Even
an echo as small as 1500 feet in diameter may produce extreme danger.
Studies have shown that thunderstorms tend to travel in the direction of the
winds around the 10000−foot level. New cells generally form on the side of the
cloud in the direction toward which it is moving, usually an easterly direction.
Newly developing cells often do not contain sufficient water to reflect an echo,
yet, they can cause severe turbulence. In general, detour to the diminishing
side of thunderstorms, especially if passing at close range
See 2.5 GAIN CONTROL for how to identify severe thunderstorms.
15/5.2
PAGE 14
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
2.14 HAIL Hail results from updrafts carrying water high enough to freeze. Consequent-
ly, the greater height of a thunderstorm echo, the greater the probability that it
contains hail. An estimate of the height can be made by the amount of anten-
na uptilt required to view the upper part of the target echo. In the upper regions
of a cloud where ice particles are “dry” (no liquid coating on the particle),
echoes will be less intense. Liquid water reflects about 5 times more radar
energy than solid ice particles of the same mass. Since hailstones are consid-
erably larger than water drops and are usually coated with a thin layer of liquid
water, the echo intensity from “wet” hail is greater than that from rainfall. Thun-
derstorm targets having an intensity greater than that associated with maxi-
mum rainfall will most likely contain hail.
It is not always possible to determine from the display, whether the echo is
from hail or rain. Instances have been reported of hail targets producing fing-
erlike protrusions up to 5 miles long and blunt protuberances up to 3 miles
from the edge of a thunderstorm echoes. In parts of the world were hail occurs
often, contouring extensions (WX mode) from thunderstorms generally indi-
cate the presence of hail. This same type of display is also associated with
new convective cells that may not yet contain hail.
(Cont’d)
15/5.2
PAGE 15
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
As with tornadoes, there are no uniquely distinctive displays that are, in all
cases, associated with hail. Protruding fingers, hooks, scalloped edges, and
U−shapes are display shapes that have been associated with hail, yet hail
echoes are not limited to these shapes. These displays, however, do indicate
areas of severe turbulence and must be avoided by a wide margin.
Echoes from hail can appear quickly and along any edge of a storm cell.
These echoes can also change in shape and intensity in a vary short period of
time. For this reason, close and careful monitoring of the display is required.
− ICE CRYSTALS
− WET SNOW
− DRY HAIL
(Cont’d)
15/5.2
PAGE 16
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
STEEP GRADIENT
Gradient is the distance from the outer edge of the echo to the red color which
is the core of the cell. The rain gradient depicted in an echo is directly propor-
tional to vertical shear potential. The steeper the gradient, the greater the po-
tential for severe vertical shears and also horizontal shears near the ground.
SCALLOPED EDGES
Echoes with a wavy scalloped edge is quite typical for a hail producing storm.
Presence of extreme hail shafts exist if the echo also shows protrusions, pro-
tuberances, U−shapes, hooks and fingers.
(Cont’d)
15/5.2
PAGE 17
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
PENDANT
An echo shaped like a pendant is a sign of a tornado producing storm. Most
major tornado producing storms have had this shape. A notch in the large end
indicates a strong wind aloft blowing towards the large end from the small end.
Variations of the pendant shape can also be echoes looking like a frying pan, a
heart or a spearpoint. The echo normally moves towards the notched end.
HOURGLASS
A two cell connected together relationship should be carefully avoided. In
such a complex combination, one cell will frequently become dominant and
suching the energy and moisture from the weaker cell. This kind of develop-
ment can result in an weather explosion producing extreme microbursts with
surface gusts above 70 knots. Also expect extreme rain. This entire event is
very rapid and may occur as fast as five minutes.
15/5.2
PAGE 18
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
APPENDICES.
B3199
15/5.2
PAGE 19
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
APPENDICES.
B3200
15/5.2
PAGE 20
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
APPENDICES.
B3201
15/5.2
PAGE 21
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
APPENDICES.
B3202
15/5.2
PAGE 22
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
APPENDICES.
B3203
15/5.2
PAGE 23
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
APPENDICES.
B3204
15/5.2
PAGE 24
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
APPENDICES.
15/5.2
PAGE 25
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
3. ABNORMAL OPERATION
2. End of procedure.
4. End of procedure.
6. End of procedure.
NOTE
WXR 200 is only stabilized in pitch causing parts of the radar picture to disappear
with roll movements of the aircraft.
(Cont’d)
15/5.2
PAGE 26
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
(Cont’d)
* If dual 115 V AC and 26 V AC inverters installed:
3. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
2. 26 V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK*
3. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
15/5.2
PAGE 27
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Operation
15/5.2
PAGE 28
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
Antenna
TRANSPONDER
Encoding
Control unit Altimeter
(L/H side)
Fig. 1 ATC Transponder − schematic
15/6.1 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
ADC
− Barometric Altitude
15/6.1 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
3. CONTROLS
Transponder selector.
1 − Transponder 1 active.
2 − Transponder 2 active (if installed).
A Altitude/Ident display.
Normally blank except when:
A CONTROL UNIT − TEST button pressed:
Aircraft altitude in 100 feet increments.
Collins
− IDENT button pressed:
A
C 1 ID comes on for approx 15s.
T
Reply indication.
TX 2
Comes on each time an interrogation is
ATC
ON ALT
replied.
STBY IDENT
Code selector.
TEST PRE
Range 0000−7777
The larger knob controls the two left digits,
and the smaller knob the two right digits.
Photocell.
Controls display brightness. PRE button.
To store a code in the nonvolatile memory:
Function selector. − Press and hold PRE button while selecting
a code for storage, then release button.
STBY− Power applied but prevented from
transmitting replies. To recall preset code:
ON− Mode A. Transponder replies with − Momentarily press PRE button.
selected code.
Ident button.
ALT − Mode C. Transponder replies with both When momentarily pressed, the system will
selected code and altitude information. transmit an ident pulse for appr. 15 s.
(”Squawk”)
ACT Light.
ACT flashes continuously if the reply code is TEST button.
not the same as the code shown in the display. Control unit enters Diagnostic Fail Code mode
(maintenance).
A11227
15/6.1 C
COLLINS PRO LINE II PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
15/6.1 C
COLLINS PRO LINE II PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
Antenna
TRANSPONDER
Encoding
Control unit Altimeter
(L/H side)
Fig. 1 ATC Transponder − schematic
15/6.1 CO
COLLINS PRO LINE II PAGE 1
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
ADC
− Barometric Altitude
15/6.1 CO
COLLINS PRO LINE II PAGE 2
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
3. CONTROLS
Altitude/Ident display.
Normally blank except when:
− TEST button pressed:
Aircraft altitude in 100 feet increments.
− IDENT button pressed:
ID comes on for approx 15s.
− Flight ID is entered.
A CONTROL UNIT
Transponder selector.
Collins
Pushbutton toggles between transponder 1
A active (”1” illuminated) and transponder 2
1
C
T
active (”2” illuminated).
TX 2 Reply indication.
ATC Comes on each time an interrogation is
STBY
ON ALT
FID
IDENT replied.
Code selector.
TEST PRE
Range 0000−7777
The larger knob controls the two left digits,
and the smaller knob the two right digits.
Photocell.
Controls display brightness. PRE button.
To store a code in the nonvolatile memory:
Function selector.
− Press and hold PRE button while selecting
STBY− Power applied but prevented from a code for storage, then release button.
transmitting replies.
To recall preset code:
ON− Mode A and S. Transponder replies
− Momentarily press PRE button.
with selected code and flight ID.
ALT − Mode A, C and S. Transponder replies
with selected code, altitude information Ident button.
and flight ID. When momentarily pressed, the system will
FID − With the selector in FID, a flight ID can transmit an ident pulse for appr. 15 s.
be entered using the selector knobs. (”Squawk”)
15/6.1 CO
COLLINS PRO LINE II PAGE 3
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
15/6.1 CO
COLLINS PRO LINE II PAGE 4
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
The control unit is common to both system 1 and 2 The inhibit circuits of the transponder and DME sys-
(if two systems installed). It is provided with a tems are interconnected in order to avoid interfer-
switch (dual system only), permitting only one sys- ence between the transponder and the DME. The
tem at the time to be active. transponder is inhibited when the DME transmits
and vice versa.
2.2 Transmitter
2.3 Antenna
The interrogation and reply modes:
The antennas are located on the bottom of the fu-
− Selector in ON position:
selage just forward of the wing.
Transponder replies to Mode A interrogations
with Ident code.
− Selector in ALT position:
Transponder replies to Mode A and Mode C in-
terrogations with ident code and flight altitude.
Antenna
TRANSPONDER
Encoding
Control unit Altimeter
(L/H side)
15/6.1 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
ADC
− Barometric Altitude
15/6.1 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
3. CONTROLS
Ident button.
When momentarily pressed, the system
transmit an ident pulse and the IDT dis-
play comes on, for approx. 20 s.
Photocell.
Controls display brightness.
A
Ident code display.
Displays selected code.
Reply indication.
Comes on each time an interrogation is
replied when selector in TEST.
A CONTROL UNIT
Transponder selector.
1 − Transponder 1 active.
2 − Transponder 2 active (if installed).
15/6.1 K
KING PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
15/6.1 K
KING PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
The control unit is common to both system 1 and 2 The inhibit circuits of the transponder and DME sys-
(if two systems installed). It is provided with a tems are interconnected in order to avoid interfer-
switch (dual system only), permitting only one sys- ence between the transponder and the DME. The
tem at the time to be active. transponder is inhibited when the DME transmits
and vice versa.
2.2 Transmitter
2.3 Antenna
The interrogation and reply modes:
The antennas are located on the bottom of the fu-
− Selector in ON position:
selage just forward of the wing.
Transponder replies to Mode A interrogations
with Ident code.
− Selector in ALT position:
Transponder replies to Mode A and Mode C in-
terrogations with ident code and flight altitude.
Antenna
TRANSPONDER
Encoding
Control unit Altimeter
(L/H side)
15/6.1 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
ADC
− Barometric Altitude
15/6.1 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
3. CONTROLS
Ident button.
When momentarily pressed, the system
transmit an ident puls and the IDT
display comes on, for approx. 20 s.
Photocell.
Controls display brightness.
Cursor. FL
A
Used to select code.
I
SBY ON ALT IDT D
T
Mode indication. XPDR
Comes on when respective mode is selected.
ON ALT
OFF SBY TST
1 2
Transponder selector.
1 − Transponder 1 active.
OFF − Both systems off.
2 − Transponder 2 active.
15/6.1 KO
KING MEMORY PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
15/6.1 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
15/6.1
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
15/6.1
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− Press and hold PRE button while selecting a code for storage.
− The large knob controls the two left digits and the smaller one the two
right digits.
− The large knob controls the two left digits and the smaller one the two right
digits.
3. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT
15/6.2 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
3. ABNORMAL OPERATION
3. End of procedure.
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. End of procedure.
3. End of procedure.
15/6.2 C
COLLINS PRO LINE II PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− Press and hold PRE button while selecting a code for storage.
− The large knob controls the two left digits and the smaller one the two
right digits.
− The large knob controls the two left digits and the smaller one the two right
digits.
3. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT
15/6.2 CO
COLLINS PRO LINE II PAGE 1
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
− Rotate the large knob to select which of the 8 positions should be used and
the smaller one to enter the flight ID code.
3. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT
15/6.2 CO
COLLINS PRO LINE II PAGE 2
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
3. ABNORMAL OPERATION
3. End of procedure.
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. End of procedure.
3. End of procedure.
15/6.2 CO
COLLINS PRO LINE II PAGE 3
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
15/6.2 CO
COLLINS PRO LINE II PAGE 4
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
15/6.2 K
KING PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
15/6.2 K
KING PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
3. ABNORMAL OPERATION
3. End of procedure.
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. End of procedure.
3. End of procedure.
15/6.2 K
KING PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
15/6.2 K
KING PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
15/6.2 KO
KING MEMORY PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
15/6.2 KO
KING MEMORY PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
3. ABNORMAL OPERATION
3. End of procedure.
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. End of procedure.
3. End of procedure.
15/6.2 KO
KING MEMORY PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Operation
15/6.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Highlights
0. MODIFICATION STANDARD
NOTE
Nuisance DH annunciation and DH Light may
come on when standing or taxiing on a wet tar-
mac or runway.
DH annunciation and DH Light will come on after
takeoff and extinguishes first when the aircraft
has reached 50 ft above set decision height.
15/7.0
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Highlights
15/7.0
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Description
Antenna
Radio
Test inhibit Altimeter Master Warning System 500 ft trip
AP/FD Height
Height
15/7.1
PAGE 1
Dec 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Description
NOTE
“Loss of approach mode” warning will not be
obtained.
15/7.1
PAGE 2
Dec 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Description
C0725
15/7.1
PAGE 3
Dec 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Description
B DH LIGHT
DH Light (yellow).
Comes on steady when set DH is reached.
Disappears at 5 ft.
A
DH annunciation (yellow).
Comes on when set DH is reached.
Flashes for 10 s then steady.
20 20 Disappears at 5 ft.
10 10
DH Radio height display (green).
-- Height display in ft when below 2500 ft.
Increments 50 ft when above 1000 ft, other--
10 10
wise 10 ft.
-- Display blanked when out of range (above
20 20 680 2500 ft).
RA DH200
-- Display replaced by RA in red when radio
altimeter fails. Flashes for 10 s then steady.
DH display (green).
-- Displays DH set on DCP.
-- Blanked when above 2500 ft if DH--knob is
in out position.
Radio height comparator caution (yellow).
The inputs to the two DPU:s are compared.
Triggering level varies linearly with height from
30 to 170 ft.
Master caution light and AVIONICS light on the
CWP will also come on and flash until Master
caution has been reset, then steady. The dis-
play is deleted when the error no longer exists.
C0750
15/7.1
PAGE 4
Dec 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Description
15/7.1
PAGE 5
Dec 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Description
15/7.1
PAGE 6
Dec 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Operation
1. LIMITATIONS
2. NORMAL OPERATION
15/7.2
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Operation
3. ABNORMAL OPERATION
2. End of procedure.
15/7.2
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
The attitude and heading information comes from Each system has one detector located in the wing
the two Attitude Heading Computers (AHC) and to avoid magnetic disturbances. The detector unit
their subsystems which together are called Attitude consists of two coils oriented 90 apart which sense
Heading Reference System, AHRS. the horizontal components (Cos and Sin) of the
magnetic field. The coil system is kept horizontal by
As a back−up, there is a standby horizon and a
a fluid damped pendulum.
standby compass.
The output representing the direction of the mag-
The AHRS replaces vertical− and directional gyros
netic field is transferred to the computer where it is
and instead has sensors that gives angular rates
compensated for magnetic errors of the detector.
and accelerations which after processing in a micro-
The compensated signal slaves the heading in-
computer result in the normal attitude and heading
formation with 1 per minute and the result is thus
outputs to the FD/AP and EFIS.
magnetic heading. Each computer has a compen-
An important difference from a normal gyro is that sator card for adjustment of the magnetic error,
the unit is not space oriented but oriented to the which is normally set at the aircraft compass swing
aircraft axes. This is called a ”strap down” system. (maintenance).
The AHRS is also provided with an internal monitor-
The system also contains a quick heading slave
ing circuit.
function, which by means of a push button, slaves
2. MAIN COMPONENTS AND SUBSYSTEMS the magnetic heading related to present flux detec-
tor readout. There are two HDG SLAVE buttons,
2.1 Inertial sensors one on each side, located underneath the EHSI:s.
The sensing elements in this system are piezoelec- 2.3 Computer
tric crystals. These crystals have a sensitive axis
which will generate a voltage when exposed to The computer has several functions:
stresses such as accelerations. The accelerations − To determine levelling, alignment and slaving
that are sensed are Coriolis accelerations which are corrections. This is automatically initiated at pow-
proportional to the angular rate of the unit i.e. the er up of the computer and is completed after
angular rate of the aircraft. approximately 70 seconds within which time the
aircraft must not be moved.
The elements are combined into two sensor units
which thus measure the angular rate and the accel- − To determine attitude angles from the sensor val-
ues and to distribute these signals to various
eration in two axis. By combining two such units the
instruments.
necessary three axis pitch, roll and yaw can be cov-
ered. The fourth channel is redundant and used for − To determine the magnetic heading and to dis-
monitoring purposes. tribute this value both as analogue and digital
signals.
The strap down principle means that the sensor can
not be levelled and aligned as a normal gyro or plat- 2.4 Standby horizon
form. The space orientation is determined by the
The aircraft is provided with a standby horizon
computer which calculates corrections based upon
which is a self−contained instrument with an internal
the measured accelerations. In order to remove ve-
vertical gyro. The gyro is erected manually by a
hicle acceleration errors in the gravity measure-
caging knob on the instrument.
ments used for levelling, TAS and vertical speed
from ADC and IAS from a separate sensor are also
entered into the computer.
15/8.1
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
The aircraft is also provided with a standby com- The aircraft is provided with a deviation card for the
pass. It is a self−contained magnetic compass standby compass, located underneath the forward
which is compensated for magnetic disturbance part of the overhead panel.
including the average failure from standby pitot
heating on and off.
15/8.1
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
PITCH YAW
Linear acceleration Linear acceleration ROLL
Angular rate Angular rate Linear acceleration
Angular rate
AHRS
−Pitch attitude
−Roll attitude
−Heading
−Rate & accelerations
Type of data is selected according to the need of each system connected to the AHRS.
C0752
15/8.1
PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
15/8.1
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE SYSTEM
Description
10 10
PITCH SCALE
Fig. 2 Course Heading Panel and EADI − controls and attitude presentation
15/8.1
Page 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE SYSTEM
Description
15/8.1
Page 6
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
015
80 sector compass (white).
Will show 40 from actual heading.
C0747
15/8.1
PAGE 7
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
PWR INT
NAV
E
6 12
RMT
80_ sector compass (white).
PGE Will show 40 from actual heading.
EMG
12.5
CRS 103
DATA Aircraft symbol (white).
RCL SKP CLR
IF MFD INSTALLED
A26694
15/8.1
PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
B (If installed.)
BRG
ROSE RR
Mode Selector
RA FD 2ND
ET DEV ROSE− 360 compass rose.
TST CRS
SECTOR − 80 compass sector.
RR− 80 compass sector with weather radar pre-
sentation.
Also see AOM 15/1.1.
Warning flag
Comes on in case of heading failure.
Compass rose
VOR VOR
A12679
Fig. 5 Display control panel, RMI and HDG slave button − controls and indicators
15/8.1
PAGE 9
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
C A
KO
M KO
K
O
S
0
30
60
90
120
150
180
210
240
270
300
330
NOTE
Lighting strikes on the a/c may cause the standby DATE SIGN
compass reading not to be reliable due to residual
magnetizing.
A12367
15/8.1
PAGE 10
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
C STANDBY HORIZON
Warning flag (red).
1
Pitch angle scale.
2
3
Aircraft symbol.
Cage knob.
Pull to cage and erect gyro.
D TEST 2 PANEL
TEST 2 AHRS L and R STIM mode switches
PROP OVSP
L GEN R
(4 MODES).
L R
OVV Used when AHRS orientation memory
information is lost (on ground only); see
AOM 23, ABNORMAL OPERATION.
GDN
ENG OVSP AIR DATA EMER PWR L AHRS R
Also used for maintenance AHRS STIM
A mode operations.
C0754
15/8.1
PAGE 11
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
15/8.1
PAGE 12
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE HEADING SYSTEM
Operation
1. LIMITATIONS
Standby compass.
− After compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Steady flight.
2. NORMAL OPERATION
2.1 GENERAL Special considerations must be taken to correctly initialize inertially based atti-
tude heading reference systems in order to establish correct attitude and head-
ing references with respect to earth references. During the alignment or initiali-
zation period, an inertial system is susceptible to aircraft movement and to
some extent bus voltage transients. The method traditionally used to initialize
an inertial system is to apply power to the system and to keep the aircraft sta-
tionary until all errors in the system are biased to zero. Aircraft movement due to
taxiing will cause inertial errors that are excessive. To avoid voltage transients,
operation of hydraulic pump operation shall not be performed during initializa-
tion.
AHRS initialization requires approximately 70 seconds to be completed after
that electrical power was switched on. To reduce the time with passenger
aboard until commence taxiing, the recommendation is to perform AHRS initial-
ization before engine start when using external power for start up, and after first
engine start when using aircraft batteries for start up.
2.2 POWER The two AHRS’s are switched ON/OFF by L and R AVION switches and the
SUPPLY Standby Horizon by ESS AVION switch.
AHRS 1 and 2 main power supply is from L/R AVIONIC BUS respectively, how-
ever if AHRS main power is switched off (L/R AVION switched OFF) or during
engine start, a timer circuit is activated supplying back up power from L/R HOT
BAT BUS. The back up power timer circuit will keep AHRS on line for 11 minutes
and 12 seconds.
15/8.2
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE HEADING SYSTEM
Operation
− AHRS stays on line supplied by back up power via the timer circuit from
HOT BAT BUS’es.
After Engine start
3. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . ON
15/8.2
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE HEADING SYSTEM
Operation
(Cont’d)
− After approximately 70 seconds check AHRS initialization to be completed
as indicated be presentation of attitude on both EADI and removal of red
flags ATT on EADI and HDG on EHSI.
− AHRS initialization is indicated by the slow compass rose rotation from North
one revolution clockwise to North and then rapidly to present aircraft head-
ing.
Before Second Engine Start (generator cross start)
2. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− AHRS stays on line supplied by back up power via the timer circuit from HOT
BAT BUS’es.
− Check that attitude difference between attitude displayed on both EADI’s and
standby ADI is 3 or less (Roll and Pitch) and that heading is not slewing
away from aircraft heading.
Before first engine start AHRS initialization is not possible without external pow-
er, AVION BUS’es are not supplied by Batteries only. During second engine
start (generator cross start) the voltage will drop but normally not to a level mak-
ing AHRS to go off line however in some cases e.g. in extreme cold conditions, it
may drop to a level causing an AHRS reinitialization after second engine start.
15/8.2
PAGE 3
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE HEADING SYSTEM
Operation
2.4 OPERATION For attitude there is only one type of presentation on the EADI but the heading
information can be presented either as a complete compass rose (360) or as a
sector of 40 around the present aircraft heading on the EHSI.
1. Mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
15/8.2
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE HEADING SYSTEM
Operation
3. ABNORMAL OPERATION
2. End of procedure.
15/8.2
PAGE 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE HEADING SYSTEM
Operation
15/8.2
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 O
PAGE 1
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
of waypoints taken directly from the Data Base or 3.2 FMS Selection
from the 175 user generated non−volatile way-
Activations of the FMS is controlled from the DIS-
points.
PLAY CONTROL PANEL (DCP) on the glareshield.
3. OPERATION The NAV information is shown on both pilots EHSI.
Active tuning of VOR 1 and DME 1 sensors is now
System operation may be manual to selected way- controlled from the FMS. When selecting RNAV, the
points or automatic providing uninterrupted naviga- upper frequency display NAV 1 control heads will go
tion throughout a complete flight plan. Nav sensors out.
may be selected separately or blended within the
computer. The FMS becomes integrated and takes 3.3 FMS presentation on EFIS
control over NAV 1/DME 1 systems when LRN 1
has been selected by means of the SELECT knob BOTH PILOTS EHSI
on L DCP. The system also interfaces with the EFIS i) Will display LRN 1 at the bottom left of the dis-
to provide presentation on the EFIS displays, such play (when RNAV is selected).
as next waypoints of the flight plans, selected ii) When operating in map mode:
course and reference ground stations. Autoflight waypoint is shown by with a line TO/FROM
controlled by the FMS is made through L NAV it, indicating the track.
SOURCE SELECT and NAV mode on the autopilot A TO/FROM arrow will shown on the
MODE SELECT PANEL. trackline when the WPT is off the screen.
3.1 Operational Status Selection LEFT PILOTS EHSI
i) The KNS 660 provides automatic No. 1 course
En- Approach:
needle drive while using the AUTO/LEG method
route:
of operation.
Air- Inter-
ways, secting ii) In the OBS method of operation the No. 1
Flight a speci- VOR RNAV LOC course needle must be set manually, from the
Plans fied COURSE HEADING PANEL (CHP) or from the
or VOR CDU.
Direct Radial
TO TO or iii) The deviation bar on the EHSI provides LEFT/
FROM RIGHT steering information from the FMS.
Method AUTO/ OBS OBS OBS OBS iv) The DME1 display provides distance to next
of Op- LEG waypoint (WPT) in nautical miles, time and
eration ground speed.
Sensor BLEND VOR VOR VOR ILS
RIGHT PILOTS EHSI
Mode RNV NAV NAV RNAV ILS
ENR APR When second course is selected:
i) The FMS provides automatic No. 2 course
needle drive while using the AUTO/LEG method
CAUTION
of operation.
When using the FMS for navigation, the No. 1 ii) In the OBS method of operation the No. 2
pointer on both RMIs will automatically be parked course needle must be set manually from the
in 3 o’clock position with No. 1 pointer VOR/ADF CHP or from the CDU.
switch in VOR position.
However, if using the No. 1 pointer, for ADF, the iii) The deviation bar provides LEFT/RIGHT steer-
RMI indications will be normal. ing information from the FMS.
The VOR Indicator is also inoperative when oper- iv) The DME 1 display provides distance to next
ating the FMS. WPT in nautical miles.
15/9.1 O
PAGE 2
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
AHRS HDG
(1.15/8) Frequency Management
DATA
LOADER
Control Display
ground support
Unit
equipment
(CDU)
15/9.1 O
PAGE 3
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 O
PAGE 4
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
MESSAGE key (MSG). FUNCTION key (OBS/LEG). BRIGHTNESS CONTROL switch (BRT/DIM).
Selects the message page. Used be the Selects the method of operation OBS or AUTO/LEG. A rocker type switch which, increases or
pilot to acknowledge a MSG light, above decreases the picture brightness of the CRT
the KEY and on the remote indicator. when pressed at the top or the bottom. 80 % of
FREQUENCY key (FRQ). maximum level when the unit is turned on.
Selects the frequency pages allowing
FLIGHT PLAN key (FPL). frequency managment.
(For FMS interfaced with KING avion- ON/OFF switch.
Selects the active flight plan (FPLO) or the flight
ics only). A rocker type switch which, when pushed at the
plan menu pages.
top, provides power and self test initialization.
When turning off, a caution message is generated.
DIRECT TO key (D).
C CONTROL DISPLAY UNIT (CDU)
Selects the DIRECT TO operation. SENSOR key (SNS).
Selects the active sensor to be used for navi-
FRQ BRT ON
gation. Alternate key strokes will select VOR or
OBS DIM OFF BLEND.
SELECT KNOB. LEG
The multiposition rotary switch is used to select MSG
A B C the navigation sensor, NAV 1 or LRN 1, to be SNS
L N R
1 2 3 Numeric keyboard.
displayed on EHSI (left DCP only).
A LH DISPLAY CONTROL PANEL (DCP) MOD W4 5 6E
15/9.1 O
Page 5
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 O
Page 6
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
LIN display.
Linear RNAV deviation display.
See AOM 1.15/1 EFIS.
FMS next waypoint and course
presentaion. The waypoint is dis-
played as a star symbol.
Solid courseline indicates TO waypoint
and dashed courseline indicates
FROM waypoint. Waypoint flashes pri-
D, GSP, TTG FMS valid flag. Selected course to next waypoint. or to waypoint passage (cyan).
distance, ground speed and
time to next waypoint.
Only distance is displayed on
RH EHSI.
15/9.1 O
Page 7
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 O
Page 8
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
A MULTIFUNCTION DISPLAY,
MFD FMS SELECTED VOR 2/DME 2 station presentation with
ident code and courseline (green).
A20566
IF MFD INSTALLED
15/9.1 O
PAGE 9
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 O
PAGE 10
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
A20563
15/9.1 CO
PAGE 11
Dec 01/15
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 CO
PAGE 12
Dec 01/15
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
A20562
15/9.1 KO
PAGE 11
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 KO
PAGE 12
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 O
PAGE 13
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
15/9.1 O
PAGE 14
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
This FMS description gives a general outline of the 2.1 Flight Management System
system with regards to the SAAB 340B installation.
Detailed information for operation is contained in The Flight Management System, FMS, consists of
the UNIVERSAL UNS−1Msp OPERATOR’S MANU- the following units:
AL. In the Saab 340B the system is referred to as 1 Navigation Computer Unit, NCU
FMS but in the UNIVERSAL MANUAL the system 1 Control Display Unit, CDU
is referred to as Navigation Management System, 1 Configuration Module, CM
NMS. 1 GPS Antenna
The Flight Management System, FMS, offers capa- 3 Remote Annunciators
bilities such as flight planning, steering guidance Navigation Computer Unit, NCU
and fuel management. The navigation data is re-
ceived from the internal GPS receiver and from the The Navigation Computer Unit is located in the
interfaced navigation sensors i.e. the Air Data Com- avionics rack. The NCU is the computational center
puter, the VOR/DME and the Attitude Heading Ref- of the Flight Management System. The GPS receiv-
erence System, AHRS. Based on the available in- er is physically located in the NCU.
formation a”best position” is calculated (as a Control Display Unit
Kalman filtered solution). When the best position is
The Control Display Unit, located in the center ped-
obtained, navigational information such as course to
estal, is the interface between the Flight Manage-
waypoint, Estimated Time Enroute, ETE, distance
ment System and the pilot. Data and commands
to waypoint, wind and ground speed are computed
are entered to the FMS through the keyboard and
and displayed. The information will be available on
information is presented on a Flat Panel Liquid
the FMS alphanumeric display as well as on the
Crystal Display. Dimming of the CDU is provided by
EFIS display, and MFD display (if installed).
the CTR PNLS knob located on the INT LIGHT
The fuel flow management receives fuel flow input panel.
from the aircraft fuel flow sensors and along with
data supplied by the pilot, continuously updates and Configuration Module
displays fuel management information during the The FMS is configured to its specific aircraft instal-
flight. The fuel flow management is only an advisory lation by the use of a configuration module, which is
for planning. programmed via the FMS keypad inputs to com-
pletely define the sensors inputs, fuel flow, air data
Three Remote Annunciators (WPT/XTK, MSG/HDG
etc. The configuration module is mounted on the
and APPR/GPS) driven by the FMS are also
FMS wire harness connector.
installed on the glareshield panel.
GPS antenna
NOTE
The GPS antenna is a single frequency antenna
The FMS offers vertical navigation, VNAV, and with an internal preamplifier.
non−precision approach, NPA. These functions
have not been implemented in the SAAB 340B Remote annunciators
installation. The FMS provides outputs to the following remote
annunciators: WPT/XTK, MSG/HDG and APPR/
GPS.
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 1
Dec 01/15
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 2
Dec 01/15
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
FMS DME control Active tuning of DME1 is now controlled from the
The FMS will allocate a DME (using DME 1) chan- FMS system.
nel in order to calculate a DME−DME position by BOTH PILOTS EHSI
searching the nav data base to determine which − Will display LRN1 at the bottom left of the dis-
DME stations are within range (approximately 300 play.
NM) and sequentially tune each station. By
interrogating multiple DME stations at a four second When operating EHSI in map mode:
rate, knowing the geographic co−ordinates for each − Waypoint is shown by a star shaped symbol and
station, and correcting the distance computation for with a line TO/FROM it, indicating the track. A
slant range using station elevation and aircraft alti- TO/FROM arrow will show on the trackline if the
tude, the FMS is able to compute the position of the WPT is off the screen.
aircraft. LEFT PILOTS EHSI
Steering − The FMS provides automatic No 1 course needle
drive.
When a flight plan has been activated, the FMS will
output roll command to the FCC. The roll rate is − The deviation bar on the EHSI provides LEFT/
limited to 3 per second. RIGHT steering information from the FMS.
− The DME1 display provides distance to next way-
Fuel Flow Management point (WPT) in nautical miles, time and ground
The FMS receives fuel flow information from the speed.
fuel flow sensors. The initial fuel onboard has to be RIGHT PILOTS EHSI
inserted, and thereafter the fuel used can be pres-
ented. The Fuel Flow Management is only an advi- When second course is selected:
sory for planning. − The FMS provides automatic No 2 course needle
drive.
2.4 FMS presentation on EFIS − The deviation bar provides LEFT/RIGHT steering
Activations of the FMS is controlled from the DIS- information from the FMS.
PLAY CONTROL PANEL (DCP) on the glareshield. − The DME1 display provides distance to next way-
The FMS information is shown on both pilots EHSI. point (WPT) in nautical miles.
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 3
Dec 01/15
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
A REMOTE ANNUNCIATORS
WPT − Illuminates approximately 15 seconds prior to a
leg change. When the light comes on, the
appropriate message will be available on the
CDU. The light will automatically go out when
the leg change occurs.
XTK − Illuminates when a parallel course has been
selected for the current navigation leg.
The XTK will remain on until the parallel
course is cancelled manually or automatically
at the next leg change.
MSG − Flashes when a message is given on the
message page.
HDG − Illuminates whenever the heading mode has
been selected. When the annunciator is on,
the FMS flight director and autopilot outputs
are referenced to a pilot selected heading
rather than to the active FR−TO nav leg.
The FMS heading will remain on until the
heading mode is either automatically or
manually cancelled.
APPR −FMS approach functional, not used in the
Saab 340B.
A LH DISPLAY CONTROL PANEL (DCP) and GPS − Is an integrity uncertain annunciator and it will
REMOTE ANNUNCIATORS come on when the GPS sensor is in NONE
or ALARM states.
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 4
Dec 01/15
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
Function Keys
The function keys are used to directly access certain functions or the FMS:
DATA, FPL, NAV, VNAV, DTO, FUEL, LIST, MENU and MNVR.
MSG POS
UNIVERSAL
MSG DATA
DTO MNVR
ON
OFF
NAV VNAV
BRT
FPL FUEL
Miscellaneously Keys
ON−OFF, BRT, DIM, MSG, ENTER, , BACK. DIM
LIST MENU
A B C D E F G 1 2 3
H I J K L M N 4 5 6
O P Q R S T U 7 8 9
V W X Y Z ENTER BACK 0 +
A15904
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 5
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 6
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
F 10 10
NOTE
Either one of NAV 1 or FMS can be displayed,
not both at the same time.
LIN
LIN display TAS 193 −19C
T ET 02:23
TO
50 GSP 165 TTG 5.0
Linear RNAV deviation display.
103 082 015 5
LRN 1 VOR 2 FMS Active flight plan with the
D 12.4
3
D 34.5
next three waypoints presented
4 (cyan). The waypoints are dis-
played as star symbols. The
LIN
3 next (to be overflown) waypoint
ARN
50
flashes prior to waypoint pas-
103
LRN 1 VOR 2
082
sage to the new leg.
D 56.1 D 34.5
3
Fig. 3 LH EHSI − FMS presentation in SECTOR MODE and LH EADI/EHSI − FMS presentation in MAP
MODE
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 7
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 8
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
NORM T
NAV
NOTE
Either one of NAV 1 or FMS can be displayed,
not both at the same time.
A15884
IF MFD INSTALLED.
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 9
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Description
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 10
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
1. GENERAL 2. MAIN COMPONENTS AND SUBSYSTEMS
This FMS description gives a general outline of the 2.1 Flight Management System
system with regards to the SAAB 340B installation.
Detailed information for operation is contained in The Flight Management System, FMS, consists of
the UNIVERSAL UNS−1K OPERATOR’S MANUAL the following units:
(SCN 602 for UNS−1K and SCN 803 for UNS1K+ 1 Navigation Computer Unit, NCU
and UNS−1L and SNC 1000 for UNS−1Lw). In the 1 Control Display Unit, CDU
Saab 340B the system is referred to as FMS but in 1 Configuration Module, CM
the UNIVERSAL MANUAL the system is referred to 1 GPS Antenna
as Navigation Management System, NMS. 3 Remote Annunciators
The Flight Management System, FMS, offers capa- 1 Data Transfer Unit, DTU
bilities such as flight planning, steering guidance
Navigation Computer Unit, NCU
and fuel management. The navigation data is re-
ceived from the internal GPS receiver and from the The Navigation Computer Unit is located in the
interfaced navigation sensors i.e. the Air Data Com- avionics rack. The NCU is the computational center
puter, the VOR/DME and the Attitude Heading Ref- of the Flight Management System. The GPS receiv-
erence System, AHRS. Based on the available in- er is physically located in the NCU.
formation a ”best position” is calculated (as a Control Display Unit
Kalman filtered solution). When the best position is
The Control Display Unit, located in the center ped-
obtained, navigational information such as course to
estal, is the interface between the Flight Manage-
waypoint, Estimated Time Enroute, ETE, distance
ment System and the pilot. Data and commands
to waypoint, wind and ground speed are computed
are entered to the FMS through the keyboard and
and displayed. The information will be available on
information is presented on a Flat Panel Liquid
the FMS alphanumeric display as well as on the
Crystal Display. Dimming of the CDU is provided by
EFIS display, and MFD display (if installed).
the CTR PNLS knob located on the INT LIGHT
The fuel flow management receives fuel flow input panel.
from the aircraft fuel flow sensors and along with
data supplied by the pilot, continuously updates and Configuration Module
displays fuel management information during the The FMS is configured to its specific aircraft instal-
flight. The fuel flow management is only an advisory lation by the use of a configuration module, which is
for planning. programmed via the FMS keypad inputs to com-
pletely define the sensors inputs, fuel flow, air data
Three Remote Annunciators (WPT/XTK, MSG/HDG
etc. The configuration module is mounted on the
and APPR/GPS without Mod. No. 2966 or DR/GPS
NCU mounting tray.
with Mod. No. 2966 installed) driven by the FMS are
also installed on the glareshield panel. GPS antenna
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 1
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
− Update the standard and expanded navigation 2.2 FMS Software
databases
Navigation Data Base
− Load aircraft specific performance data
− Load pilot defined flight plans and checklists The navigation data base contains waypoint in-
formation on VORs, DMEs, enroute intersections,
Remote annunciators
non−directional beacons and airports including air-
The FMS provides outputs to the following remote port reference points, airport runway thresholds and
annunciators: WPT/XTK, MSG/HDG and APPR/ airport terminal waypoints. The region of data base
GPS or DR/GPS. coverage is tailored to meet the needs of the user.
The data base has a twenty eight day period of ef-
WPT Illuminates approximately 15 seconds fectivity and is stored on a 3.5” floppy disc (for
prior to a leg change. When the light
UNS1K+ and UNS−1Lw a zip drive) which is loaded
comes on, the appropriate message
will be available on the CDU. The light into the FMS via the DTU.
will automatically go out when the leg
Company Routes
change occurs.
The FMS allows up to 200 company routes be to
XTK Illuminates when a parallel course
has been selected for the current nav- stored in the FMS. Each route may contain up to 98
igation leg. The XTK will remain on waypoints. In addition to the pre−defined waypoints,
until the parallel course is cancelled 200 operator defined waypoints can be defined and
manually or automatically at the next stored in the FMS. Up to 2500 company routes may
leg change. be stored via the off−line flight plan program.
MSG Flashes when a message is given on
the CDU message page. 2.3 Operation
HDG Illuminates whenever the heading Initialization
mode has been selected. When the
annunciator is on, the FMS flight di- After power up, the first page presented is the Ini-
rector and autopilot outputs are refer- tialization page. This page displays the date, UTC
enced to a pilot selected heading time, present position, the data base start and ex-
rather than to the active FR−TO nav piration date. When GPS transitions to NAV mode,
leg. The FMS heading will remain on
until the heading mode is either auto- then <GPS> will be displayed in the present posi-
matically or manually cancelled. tion ID field and GPS lat/long will be displayed be-
low. If the current date is later than the expiration
APPR FMS approach function, not used in
the SAAB 340B unless Mod. No. date, the message DATA BASE OLD will appear
3034 is installed (without Mod. No. under the MSG page. The system can still be used
2966 installed). for navigation, but the pilot must verify each way-
DR Dead Reckoning annunciator illumi- point prior to use for IFR operation. Present Posi-
nates when the position signals from tion Identifier (ID) may be corrected by entering an
the used navaids are lost (with Mod. identifier into this field. Initial position coordinates
No. 2966 installed). The computation will be automatically updated.
and display of the FMS navigation
information is then extrapolated from Flight Planning
the last known position which makes
The pilot selects from waypoints, routes, airways,
the information less reliable.
arrivals and departures, approaches and runways to
GPS Is a GPS integrity uncertain annuncia- create the desired flight plan. The flight plan will be
tor and it will come on when the GPS
presented in terms of direct leg, bearing to way-
sensor is in NONE or ALARM states.
point, distance to go and estimated time en route.
The flight plans will consist of waypoints from the
nav data base and/or pilot defined waypoints. The
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 2
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
flight plan waypoints are deleted from the presenta- slant range using station elevation and aircraft alti-
tion as they are passed. tude, the FMS is able to compute the position of the
aircraft.
Navigation
The FMS accepts data from multiple navigation Steering
sensors and (using a Kalman filter) computes a When a flight plan has been activated, the FMS will
position estimate. The FMS smooths the transients output roll command to the FCC. The roll rate is
caused by changes in the available sensor data. limited to 3 per second.
When the best position is obtained navigational in-
Fuel Flow Management
formation such as course to waypoint, estimated
time en−route, distance to waypoint, wind and The FMS receives fuel flow information from the
ground speed are computed. fuel flow sensors. The initial fuel onboard has to be
inserted, and thereafter the fuel used can be pres-
A sensor ”watchdog” automatically protects against
ented. The Fuel Flow Management is only an advi-
a large error being input from a navigation sen-
sory for planning.
sor which could cause an error in the best com-
puted position. This is accomplished by continu- 2.4 FMS presentation on EFIS
ously monitoring the difference between the
computed position and the FMS best computed Activations of the FMS is controlled from the DIS-
position. If the difference exceeds a pre−set value, PLAY CONTROL PANEL (DCP) on the glareshield.
the ”watchdog” will activate the appropriate mes- The FMS information is shown on both pilots EHSI.
sage to alert the pilot. Additionally, a sensor monitor Active tuning of DME1 is now controlled from the
will detect any sensor that is rapidly diverging from FMS system.
the FMS position, and will deselect that sensor be- BOTH PILOTS EHSI
fore it can affect the FMS position. − Will display LRN1 at the bottom left of the dis-
Advisory VNAV Top of Descent (With Mod. No. play.
3562 installed) When operating EHSI in map mode:
By enabling the VNAV function in the UNS−1Lw − Waypoint is shown by a star shaped symbol and
FMS with Mod. No. 3562, enroute vertical naviga- with a line TO/FROM it, indicating the track. A
tion descent profile can be computed and guidance TO/FROM arrow will show on the trackline if the
provided to the pilot. The FMS CDU will display the WPT is off the screen.
vertical speeds required to obtain target altitudes at LEFT PILOTS EHSI
waypoints entered through the flightplan. Top of
− The FMS provides automatic No 1 course needle
Descent (TOD) point and Flight Path Angle (FPA)
drive.
based on target vertical speed will also be com-
puted and displayed. Vertical deviation/steering in- − The deviation bar on the EHSI provides LEFT/
formation will not be displayed on the EFIS or pro- RIGHT steering information from the FMS.
vided to the autopilot and vertical guidance may − The DME1 display provides distance to next way-
only be considered advisory. point (WPT) in nautical miles, time and ground
speed.
FMS DME control
RIGHT PILOTS EHSI
The FMS will allocate a DME (using DME 1) chan-
nel in order to calculate a DME−DME position by When second course is selected:
searching the nav data base to determine which − The FMS provides automatic No 2 course needle
DME stations are within range (approximately 300 drive.
NM) and sequentially tune each station. By − The deviation bar provides LEFT/RIGHT steering
interrogating multiple DME stations at a four second information from the FMS.
rate, knowing the geographic co−ordinates for each − The DME1 display provides distance to next way-
station, and correcting the distance computation for point (WPT) in nautical miles.
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 3
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
3. CONTROLS AND INDICATORS
REMOTE ANNUNCIATORS
A WPT − Illuminates approximately 15 seconds prior to a leg change.
When the light comes on, the appropriate message will be
available on the CDU. The light will automatically go out
when the leg change occurs.
XTK − Illuminates when a parallel course has been selected for the
current navigation leg. The XTK will remain on until the par-
allel course is cancelled manually or automatically at the
next leg change.
MSG − Flashes when a message is given on the message page.
HDG − Illuminates whenever the heading mode has been selected.
When the annunciator is on, the FMS flight director and
autopilot outputs are referenced to a pilot selected heading
rather than to the active FR−TO nav leg. The FMS heading
will remain on until the heading mode is either automatically
or manually cancelled.
GPS − Is an integrity uncertain annunciator and it will come on
when the GPS sensor is in NONE or ALARM states.
without Mod. No. 2966 installed:
APPR −FMS approach functional, not used in the Saab 340B un-
less Mod. No. 3034 is installed.
with Mod. No. 2966 installed:
DR − Dead Reckoning annunciator illuminates when the position
signals from the used navaids are lost. The computation
and display of the FMS navigation information is then extra-
polated from the last known position which makes the in-
formation less reliable.
A LH DISPLAY CONTROL PANEL (DCP) and REMOTE ANNUNCIATORS
Without Mod. 2966 installed With Mod. 2966 installed
APPR MSG WPT DR MSG WPT
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 4
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
A
Function Keys
The function keys are used to directly access certain functions of the FMS:
DATA, FPL, NAV, VNAV, DTO, FUEL, LIST, MENU, TUNE and PERF.
MSG 1L 1R NAV
DATA 2L 2R DTO
FUEL 3L 3R FPL
NEXT
A B C D E F G 1 2 3 MENU
PWR
DIM H I J K L M N 4 5 6 PERF
O P Q R S T U 7 8 9
V W X Y Z 0 +−
ENTER BACK
A18004
A15904
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 5
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 6
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
A EADI (LH) MAP MODE SELECTED
A B
F 10 10
NOTE
Either one of NAV 1 or FMS can be displayed,
not both at the same time.
LIN
LIN display TAS 193 −19C
T ET 02:23
TO
50 GSP 165 TTG 5.0
Linear RNAV deviation display.
103 082 015 5
LRN 1 VOR 2 FMS Active flight plan with the
D 12.4
3
D 34.5
next three waypoints presented
4 (cyan). The waypoints are dis-
played as star symbols. The
LIN
3 next (to be overflown) waypoint
ARN
50
flashes prior to waypoint pas-
103
LRN 1 VOR 2
082
sage to the new leg.
D 56.1 D 34.5
3
Fig. 3 LH EHSI − FMS presentation in SECTOR MODE and LH EADI/EHSI − FMS presentation in MAP
MODE
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 7
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 8
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
NORM T
NAV
NOTE
Either one of NAV 1 or FMS can be displayed,
not both at the same time.
A15884
IF MFD INSTALLED.
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 9
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Description
4. ELECTRICAL POWER SUPPLY
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 10
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Operation
1. LIMITATIONS
2. NORMAL OPERATION
− The GPS mode may not be used as the primary source of navigation.
− Operation in GPS mode requires continuous monitoring of primary naviga-
tion source.
5. When deselecting LRN, by turning the select knob, VOR or LOC is dis-
played in the left corner of the EHSI. Simultaneously the heading bug is
synchronized to actual aircraft heading. The active FD mode is HDG. VOR
or LOC modes are armed.
NOTE
MSP APPR button is selectable but function is disabled while FMS selection is
valid.
2.3 RNAV For FMS operation instructions see KING KNS 660 PILOT’S GUIDE.
OPERATION
15/9.2 O
KING FMS KNS 660 PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Operation
3. ABNORMAL OPERATION
15/9.2 O
KING FMS KNS 660 PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.3 RNAV For FMS operation instructions see UNIVERSAL UNS−1 Msp OPERATOR’S
OPERATION MANUAL.
15/9.2 O2
UNIVERSAL FMS UNS−1Msp PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp
Operation
3. ABNORMAL OPERATION
15/9.2 O2
UNIVERSAL FMS UNS−1Msp PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.3 RNAV For FMS operation instructions see UNIVERSAL UNS−1K OPERATOR’S
OPERATION MANUAL (SCN 602 for UNS−1K and SCN 803 for UNS1K+ and UNS−1L and
SCN 1000 for UNS−1Lw).
15/9.2 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION,
FMS UNS−1K, 1K+, 1L and 1Lw
Operation
2.4 P−RNAV
OPRAERTION
CAUTION
With Mod. No. 2905 or 2906 (Universal FMS UNS−1k, SCN 602.x) but without
Mod. No. 3310 installed, Terminal Mode must be selected manually on the FMS.
After passing each waypoint in the Terminal Area, the FMS reverts to Enroute
Mode, which means that Terminal Mode must be selected after passing each
waypoint in the SID/STAR. When selecting Terminal Mode, the lateral deviation
display full scale deflection will change from 5 NM to 1 NM. Selection of Termi-
nal Mode does not affect the autopilot roll steering signal gain. Therefore it is
recommended to always fly SID’s and STAR’s with coupled autopilot.
Mod. No. 3310 (SB 340−34−204) contains a solid state Data Transfer Unit and
a new software version which eliminates the errorneous behavior described
above.
3. ABNORMAL OPERATION
15/9.2 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 2
Apr 01/15
Aircraft Operations Manual PNEUMATICS
CONTENTS
Pneumatics
16 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual PNEUMATICS
16 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Description
Right engine operating in propeller brake mode can The valve closes under the following conditions:
supply sufficient bleed air to power the two air con- − If the bleed air temperature exceeds 288C
ditioning packs by opening the XVALVE. In flight, (550F);
however, the XVALVE shall be closed. − If the fire handle is pulled;
− If the regulated pressure exceeds 43,5 psi;
2.2 Precooler
− If the air conditioning pack (ACP) compressor
The precooler, or heat exchanger, is mainly used to discharge temperature exceeds 225 (440F);
lower the temperature of the high pressure bleed − If the distribution duct temperature exceeds 82C
air. A small section of the unit is also used for cool- (180F);
ing the air to the boot de−icing system. − If the BLD VALVE switch is set to OFF.
Air is used as the cooling medium. In flight ram air In each case when the triggering condition has
is taken from a scoop on the engine nacelle. On the ceased to exist, the valve can be reopened by mov-
ground, controlled by the WOW switch, this airflow ing the BLD VALVE switch to RESET then AUTO.
16.1
PAGE 1
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Description
As a confirmation of a closed valve, BLD CLOSED − when a Bleed valve is closed; (It closes under
light in the AIR COND panel will come on together any of the Bleed valve closing conditions, see
with AIRCOND master caution. item 2.4.)
Should the valve fail to close after a close signal the − after an engine failure. (It closes when one DC
BLD FAULT light in the AIR COND panel will come generator goes off line, power is lost to the UTIL-
on together with AIRCOND master caution. The ITY BUS).
BLD FAULT light will also come on if the bleed air The valve is pneumatically actuated and requires a
temperature is too high or the regulated pressure bleed pressure of about 2 psi for operation. In case
exceeds it’s allowable value. of loss of electrical control power the valve fails
closed.
When the temperature or pressure goes down after
the valve has closed the BLD FAULT light will go 2.7 Hot air leak detection
out.
A temperature variable resistance continuous loop
The valve is pneumatically actuated and requires a
hot air leak detector system is installed. The loop is
bleed pressure of min. 10 psi for operation. In case
routed alongside the bleed ducting between the en-
of loss of electrical control power the valve fails
gine nacelle and the cross valve on each side of the
open.
aircraft. The loop terminates at a control unit. If the
2.5 Cross manifold and Cross valve control unit senses a temperature of 205 (400F),
the affected side’s BLD AIR LEAK light in the AIR
The cross manifold connects the left and right en- COND panel will come on together with AIRCOND
gine bleed systems. master caution.
A cross valve in the manifold makes it possible to
interconnect the two bleed systems. The valve may
only be opened on the ground. The valve is con-
trolled by a 2−position switch on the AIR COND
panel. To open the valve requires one BLD VALVE
to be closed. If, when the X VALVE is open, both
BLD VALVEs are set in AUTO the X VALVE will au-
tomatically close.
As a confirmation of an opened valve X VALVE
OPEN light in the AIR COND panel will come on.
The valve is pneumatically actuated and requires a
bleed pressure of min. 10 psi for operation. In case
of loss of electrical control power the valve fails
closed.
16.1
PAGE 2
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Description
A12084
Fig. 1 Pneumatic system − schematic (LH side shown)
16.1
PAGE 3
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Description
16.1
PAGE 4
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Description
X VALVE switch.
OPEN Valve open (requires one bleed valve
to be closed).
CLOSED Valve closed.
A12095
Fig. 2 Pneumatic system − controls and indicators
16.1
PAGE 5
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Description
B TEST 1 PANEL
TEST 1
BLD LEAK 1 STALL 2
L R
BLD LEAK test switch.
+ L/R Tests continuity of the respective
ACC side’s bleed leak detection loop.
LAMPS FLAPS FUEL FIRE SHORT Center Off.
UPR L R
LWR
AUTOCOARS FIRE SMOKE
L R L R
RST
6 6
AIRCOND light (amber).
7 7 The AIRCOND light will come on flashing to-
8 8
gether with associated master caution for:
− Bleed air leak.
9 9 − Bled air temp is too high.
− BLD VALVE is closed.
10 10 − BLD VALVE is not closed after a close signal.
− HP VALVE is not closed after a close signal.
A12670
Fig. 3 Pneumatic system − controls and indicators
16.1
PAGE 6
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Description
High press control right (MANUAL) . . . . . . R MAIN BUS P−19 R HP MAN CTL
High press control right (AUTO) . . . . . . . . . R MAIN BUS P−18 R HP AUTO
High press control left (MANUAL) . . . . . . . . L MAIN BUS H−19 L HP MAN CTL
High press control left (AUTO) . . . . . . . . . . L MAIN BUS H−18 L HP AUTO
Tailcompartment air shut−off valve . . . . . . . UTILITY BUS P−20 TAIL COMPT AIR
(WITH MOD NO 1991 INSTALLED)
Bleed air leak ind. right . . . . . . . . . . . . . . . . . R MAIN BUS P−13 R BLD AIR LEAK
Bleed air leak ind. left . . . . . . . . . . . . . . . . . . L MAIN BUS H−13 L BLD AIR LEAK
16.1
PAGE 7
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Description
16.1
PAGE 8
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
16.2
PAGE 1
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Operation
(Cont’d)
On ground
10. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS
REQUIRED
Parking
11. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
12. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
− Set the switches to CLOSED before engine shut down.
16.2
PAGE 2
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Operation
3. ABNORMAL OPERATION
16.2
PAGE 3
Apr 01/15
Aircraft Operations Manual PNEUMATICS
Operation
16.2
PAGE 4
Apr 01/15
Aircraft Operations Manual POWER PLANT
CONTENTS
Power Plant
17.0 Highlights
17.1 Description
17.2 Operation
17 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual POWER PLANT
17 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Highlights
0. MODIFICATION STANDARD 0.2 PROPELLER GEAR BOX (PGB) OIL SYS-
TEM
The systems described in chapters 17.1 and 17.2
assume a certain modification standard of the air- Applicable to a/c 160−173, 175,176,178 and 179
craft. If a modification is not installed the following (without Mod No. 1492 , addition of separate PGB
apply as a complement to what is stated. Oil Press Switch).
A10899
17.0
PAGE 1
Apr 01/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Highlights
0.3 STARTING SYSTEM 0.4 STARTING SYSTEM
Applicable to a/c without Mod 2417, SB 24−021 Applicable to a/c without Mod No 2617, SB 24−025
(Electrical power change to parallel motoring). (Additional changes to engine start control power
supply).
The aircraft electrical system DC generator oper-
ates as a motor during engine start (combined start- EXT PWR disconnects automatically, EXT PWR
er/generator). See also AOM 1.5. ELECTRICAL. ON light goes out and EXT PWR switch automati-
cally flips to OFF if:
The starter/generator may be powered from:
− With START switch engaged and if GPU voltage
− aircraft batteries (battery start);
drops to below approx. 7V the starter/generator
− GPU;
will automatically be powered from the batteries.
− the generator of an operating engine, together i.e. a start sequence will continue as a battery
with the aircraft batteries. (Generator cross−over start and in case of motoring the motoring will
start.) continue on battery power.
During battery start, the batteries are connected in − With START switch released and if GPU voltage
series by the series/parallel relay. This switching is drops to below approx. 10V the batteries connect
accomplished automatically when the start cycle is automatically, however, the starter/generator will
initiated and there is no external or generator power be disengaged. Reactivating the START switch
available. will reengage the starter/generator.
If the battery temperature is too high (575C or 0.5 BETA STOP
above), a NO BAT START light in the cockpit over-
head panel will illuminate. Applicable to a/c without FI STOP Mod No 2558,
SB 76−032.
The start function of the starter/generator is con-
trolled by the start relay. During an engine start this A manually operated BETA STOP is available (Mod
relay is closed when the following conditions are No 2609, SB 76−034). Description and Operation,
met (for the engine being started): see Operations Bulletin No 23, Rev A.
− CL in START position;
− Ignition switch in NORM or CONT position;
− Start switch L or R position respectively;
− Ng below 55% (as sensed by the starter/genera-
tor).
This means that the starter/generator will drive the
engine up to approximately 55% Ng, then automati-
cally cut out and revert to its role as generator.
Dry motoring of the engine without ignition is pos-
sible with the concerned ignition switch in the OFF
position and the CL in FUEL OFF. For this opera-
tion the start switch must be held in the L or R posi-
tion for as long as motoring is required.
Power supply for engine start control is L/R BAT
BUS respectively.
17.0
PAGE 2
Apr 01/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
1. GENERAL eign objects by inertial action. The combustor,
where the fuel is injected and burned is of the annu-
The aircraft is equipped with two General Electric
lar type. A two−stage turbine with air−cooled blades
CT7−9B turboprop engines, each developing a
drives the compressor.
maximum takeoff power of 1870 SHP/1935 ESHP
at sea level up to a temperature of 35C. Each en- An accessory gear box, located on top of the en-
gine drives a 132 inch diameter four−bladed Dowty gine, is driven by the gas generator through a radial
Rotol propeller. drive shaft. The accessory gear box has drive pads
for various engine and aircraft accessories.
1.1 Engine
A two−stage power turbine has an output shaft run-
The engine consists of a gas generator powering a ning through the entire gas generator to the propel-
free power turbine which is directly coupled to the ler gear box (PGB) which is a separate unit located
propeller gear box. in front of the engine. There is no mechanical con-
nection between the power turbine and the gas gen-
The air inlet duct is equipped with a ”bird catcher”
erator rotating parts.
which will trap ingested birds before they reach the
engine air inlet. The propeller gear box drives the propeller with a
gear ratio of 15.9:1. It is equipped with drive pads
The gas generator has an axial−centrifugal com-
for various engine and aircraft accessories.
pressor with 5 axial stages and one centrifugal
stage. The compression ratio is 17:1. The compres- The engine fuel system provides the engine with
sor inlet guide vanes and the stator vanes for the fuel to satisfy the various operating conditions.
1st and 2nd stage are variable. The air inlet to the
The engine and the propeller gear box are each
compressor is designed to reduce ingestion of for-
provided with an independent oil system.
Propeller gearbox
Propeller−
brake
17.1
PAGE 1
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
The engine system provides lubrication and cooling cally started. Lights in the cockpit will indicate the
of the bearings and accessory gear box. The pro- main pump failure and standby pump on.
peller gear box oil system lubricates the gear box
Fuel heater
and is also used for the propeller pitch control and
fuel heating. The engine is equipped with a self− To prevent fuel icing in the fuel filter, a fuel heater is
contained electrical system supplying power to vari- installed. The heater utilizes PGB oil to heat the
ous engine functions. The power source is an alter- fuel. A thermostat valve sensing the fuel tempera-
nator driven by the accessory gear box. ture controls the oil flow through the heater. A ther-
mal switch in the fuel out port of the fuel heater will
The engine splitter lip and inlet guide vanes are
cause a light in the cockpit to illuminate when the
anti−iced by hot air tapped from the compressor
fuel temperature becomes too low, 0 − 3C (32 −
and the engine inlet by hot engine scavenge oil.
38F). This can occur if the heater fails or during
The nacelle air intake and the birdcatcher are elec-
engine start with fuel temperatures near 0C (32F).
trically anti−iced. For description of these systems,
see AOM 11.1. ICE AND RAIN PROTECTION. Fuel filter
17.1
PAGE 2
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
In the HMU there is a torque motor which can only cal power alternator, which is driven by the acces-
increase fuel beyond PL position and which has two sory gear box. The signals are used for:
functions: − ENG rpm indication;
− to meter engine fuel, by signals from the DECU − DECU flame out protection system (autoignition)
bottoming governor circuit, in order to achieve a − Autocoarsen system.
pre−set variable minimum PROP RPM on ground
Forward Np sensor; This sensor is located at the
(1040/1200) ;
forward end of the propeller drive shaft housing be-
− to meter engine fuel, by signals from the DECU
tween the gas generator and the PGB. This sensor
constant torque and APR circuit, in order to
is used to measure power turbine speed (Np). The
achieve a selected torque (CTOT−function) or a
sensor contains a permanent magnet and wire coil
torque push (APR−function).
and produces a pulse of current each time a timing
The metered fuel output from the HMU is indicated notch on the shaft passes. The signals are used for:
on the fuel flow indicator in cockpit. − PRPM indication (via the DECU);
Fuel Used Indicator − BG function.
An optional, digital readout, Fuel Used Indicator is Aft TRQ/Np sensor; This dual function sensor is
tied into both fuel flow indicators and displays total located in the exhaust frame. Np is picked up the
fuel used. same way as for the forward Np sensor.
The indicator resets automatically to zero during an The torque signals are picked up as follows;
internal battery start and also during a GPU−start if Engine power output of the propeller is an electronic
GPU voltage drops below approximately 20 V. measurement of twist applied to the Np rotor shaft.
NOTE The rotor shaft is hollow and a coaxial reference
If a fuel flow needle momentarily drops to zero, shaft is pinned to the rotor shaft at the forward end
the Fuel Used Indicator notches up ten units and is free at the aft end.
(10 lb or 10 kg) each time this happens. The rotor shaft and the reference shaft have four
teeth at the aft end. The reference shaft teeth are
With the lamp test switch in LWR, the indicator 180 apart and offset 90 from the teeth on the rotor
should read 8880. shaft.
Overspeed and drain valve A dual−function monopole sensor is installed and
During normal operation the overspeed and drain senses the rotary motion and relative position of the
valve allows metered fuel to pass from the HMU to teeth. In a no−load condition, the teeth pulses are
the fuel injectors. In case an Np overspeed is equal to the reference shaft teeth pulses. When
sensed by the DECU, the fuel flow is shut off to the power is applied, a measurable twist occurs on the
fuel injectors and bypassed back to the inlet of the rotor shaft which is directly proportionate to the ap-
HMU high pressure pump, causing a momentary plied power. The reference shaft will not twist since
engine flameout. At engine shutdown, the over- it is free at its aft end; therefore, the phase relation-
speed and drain valve allows fuel upstream of the ship of the torque shaft and reference shaft teeth
valve to be purged back through the fuel injector changes, and the phase shift between the induced
manifold and lines to an environmental container pulses is a measurement of twist (torque) applied to
located just forward of the wheel well. the propeller through the reduction gear.
The signals are used by the DECU for:
2.2 Torque and RPM
− TRQ indication;
Engine RPM (Ng) is the speed of the gas generator − Autocoarsen system;
speed. The signal is taken from the engine electri- − CTOT/APR system;
17.1
PAGE 3
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
− Np overspeed protection; Bottoming governor (BG) function (Variable
− Back up Np signals to the BG function should minimum PROP RPM)
forward Np sensor fail. The purpose of the BG−function is to automatically
2.3 Digital Electronic Control Unit (DECU) provide a minimum PROP RPM during ground op-
eration only.
The DECU is a digital electronic supervisory control − 1040 during normal ground operation;
device mounted below the compressor casing. The
− 1200 during full reverse thrust operation.
forward face of the DECU extends into the scroll
case and is cooled by airflow through the scroll This is achieved by increasing fuel flow thereby in-
case. creasing engine speed (Ng).
The DECU is powered by the engine electrical pow- Basically the BG−function consists of a BG−circuit
er alternator. See 2.4. in the DECU and a torque motor in the HMU.
The DECU accepts signals and provides functions The forward Np sensor sends PROP RPM refer-
as below: ence signals to the BG−circuit which in turn signals
the torque motor to increase fuel flow to maintain
− Np overspeed protection;
Np at the reference speed.
− Flameout protection (autoignition);
− Bottoming governor (BG) function (variable); The BG is manually enabled by moving CL into
MIN−MAX range.
− CTOT system with APR function;
− TRQ/PROP RPM indication (processed); Should the Forward Np Sensor fail, the Aft TRQ/Np
− ITT indication (adjusted and passed through). Sensor functions as back−up.
Power turbine (Np) overspeed protection There are several functions which affect BG enab-
ling/disabling and thereby the torque motor opera-
Should the power turbine speed (Np) exceed
tion:
25,000 RPM (1573 PROP RPM), the DECU acti-
vates the overspeed solenoid on the Overspeed − CL quadrant switch. Provides BG enabling with
and Drain Valve (ODV). This shuts off fuel and turns CL in MIN−MAX range.
on ignition. When the rpm has dropped below 1573, − DECU function which enables the BC above 830
the DECU signal is removed, causing the fuel flow PRPM and disables the BG below 280 PRPM.
to return. The ignition is on for at least 7 seconds The upper limit is to avoid overswing and the low-
after the overspeed has passed. The Np overspeed er limit is to prevent Ng acceleration in the event
protection system can be tested with the ENG of Np sensing signal system failure.
OVSP A and B test switches on the cockpit over- − PL quadrant switches which together with a
head panel. WoW switch function will disable the BG with PL
in the range FLT IDLE to 64 PLA, when airborne.
Flameout protection (Autoignition)
This is to prevent asymmetric power should one
The DECU compares actual gas generator speed torque motor inadvertently be activated during
(Ng) rate of change to a predetermined flameout the approach/landing phase of flight. On ground
schedule to detect an engine flameout. When such the BG is enabled regardless of PL position, pro-
a condition is detected, the auto−ignition system will vided CL is in MIN−MAX range.
be triggered for at least 7 seconds. Should Ng de-
When PL is advanced between GND IDLE and FLT
crease below 62% ignition will be shut off to prevent
IDLE with CL in MIN−MAX range, gas generator
sub−idle relight.
speed and propeller blade angle are increased. If
the PRPM is less than 1040, the torque motor will
be signalled by the DECU to increase fuel flow and
thus gas generator speed and therefore PRPM.
17.1
PAGE 4
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
Further PL advancement increases gas generator NOTE
and propeller speeds.
As regards torque indication characteristics, mi-
During reverse thrust operation PRPM is main- nor fluctuations ( 1%) on the gauge are accept-
tained at 1040 by increasing gas generator speed able. When the gas generator rotates at exactly
as the propeller blade angle goes negative. When twice the power turbine speed (Ng = 2 Np), the
the propeller blade angle exceeds −10 degrees, the torque sensor may vibrate and thereby produce a
BG function increases fuel flow to maintain above slightly higher torque fluctuation. In this case +
1200 PRPM. 3% on the gauge is acceptable. A small change
Although the BG is also enabled during flight (ex- in PL or CL position (Ng or PROP RPM) should
cept when PL is between FLT IDLE to 645 PLA eliminate the fluctuation. Two commonly used
range) there is no BG function, due to the fact that power settings where the phenomena may occur
during flight PRPM is above 1040. are PROP RPM 1330, Ng 92% and PROP RPM
1270, Ng 90%. This is based on 100% Ng =
CTOT/APR system (See also 2.10) 44720 and 100 Np = 22000 (1384 PROP RPM).
A constant−torque circuit located in the DECU, a
common variable resistance circuit in the CTOT CAUTION
panel and a torque motor in the HMU (same torque Should torque fluctuations exceed these values,
motor as for BG function) are used to adjust fuel or if PL/CL changes do not eliminate them, the
flow (Ng) beyond PL position and thereby torque, to indication should be considered as erratic indica-
a preselected value. tion, and the torque motor should be locked out.
In the CTOT system is an integrated Automatic
Power Reserve (APR)−function to provide an extra NOTE
7% delta torque push on the good engine, should a
Failure of the TRQ and/or Np signals to the
power loss occur on one engine. A resistance cir-
DECU or a failure inside the DECU may cause
cuit in the CTOT panel is automatically reconfigured
the BG and CTOT functions to give erroneous
to increase the torque reference signal activated by
signals to the torque motor. This may cause en-
an autocoarsen signal.
gine rpm (Ng) to increase uncontrolled, followed
Torque (TRQ) /Propeller rpm (PROP RPM) by a possible overtorque or power turbine over-
indications (See also 2.2) speed. In both cases, the failure can be cor-
The TRQ indication is inhibited below 470 PRPM. rected by locking out the torque motor from the
DECU.
The propeller speed is actually measured as power
turbine speed (Np) but is displayed in cockpit as Erratic TRQ and/or PROP RPM cockpit indications
PROP RPM (i.e. Np divided by 15.9). (large needle movements; needle hesitations fol-
lowed by abrupt step change to another value) can
be the first indication to the crew of a sensor sys-
tem failure. Prompt crew action must be taken to
lock out the torque motor. Locking out the torque
motor will not correct the erratic cockpit indications;
however, it will prevent the engine from causing
propeller overspeed or overtorque.
To lockout the torque motor; Push CL to MAX then
lift up and momentarily push hard into T/M, then pull
back to approx. half between MAX−MIN, then set
desired PRPM.
17.1
PAGE 5
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
NOTE 2.5 Oil system
With the CL in the T/M position, fuel is vented Engine oil system (Fig. 3)
overboard; therefore, CL should be moved only
The engine oil system is a self−contained, recircu-
momentarily into this position. Pulling back to
lating, dry sump system providing pressurized oil for
approx. half between MAX−MIN will ensure clos-
lubrication and cooling.
ing of the vapor vent valve.
The oil tank is integral with the engine main frame.
If the torque motor has been locked out it can only The capacity is 7.3 US quarts (approx 7 liters) and
be reset by positioning the CL to FUEL OFF. a sight gauge showing tank quantity is located on
the right side of the tank.
Torque motor lock−out does not affect propeller rpm
when airborne; on ground, however, minimum Two quarts may be added to an engine which is at
PROP RPM must be manually controlled by the PL. the ”ADD” level to bring it to full. It is not possible to
See also ABNORMAL PROCEDURES. over−service the engine. As an extra precaution the
oil tank inlet has a flapper valve which seals the
ITT indication
inlet if the oil cap is not on properly.
The interstage turbine temperature (ITT) is mea-
The oil pump is a multi−element (six scavange and
sured by a thermocouple assembly located in the
one lube) pump with gear rotors on a common
gas−stream between the gas generator turbine and
shaft. The lube pump draws oil from the tank and
the power turbine. The assembly consists of seven
provides high pressure oil through a fine mesh filter
thermocouples that average temperature input to
to the engine bearings and the accessory gear box.
the cockpit ITT gauge. A loss of a thermocouple will
therefore not significantly affect the indicated tem- The other six pump elements scavenge oil from the
perature. The output of the thermocouples is trans- various sumps (A, B and C) and return the oil to the
mitted to the DECU where it may be slightly ad- tank via an oil cooler where fuel cools the oil.
justed by a factory calibrated timer and then
Before reaching the oil tank, the return oil passes
transmitted for cockpit indication. In the event of a
through the engine inlet frame vanes where it aids
DECU failure, the ITT signal to the cockpit will not
in anti−icing the inlet (not controllable).
be adjusted by the timer. The indicator has both
analog and digital presentations; the digital presen- There is an engine oil differential pressure transduc-
tation being derived from the same incoming signal, er and a differential pressure switch. The pressure
however processed by a separate amplifier. switch provides signals to the warning system, and
the transducer provides signals to the cockpit indi-
2.4 Engine electrical system cator. Master warning and L/R ENG OIL PRESS
CWP light come on when oil pressure is below 30
Each engine has its own electrical system, power-
psi.
ing the basic electrically powered engine systems.
The transducer and pressure switch measure the
The sole source of power is an alternator driven
differential pressure between tube pump output and
from the accessory gear box. The alternator con-
the B−sump which houses the number 4 bearing.
tains three separate sets of windings for its three
(See Fig. 3) This system provides the earliest warn-
functions:
ing of low oil pressure or low oil level at any of the
− Ignition power; sumps.
− DECU power;
− Ng RPM signal.
17.1
PAGE 6
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
Characteristics of a pressure transducer failure are imately 1 qt constitutes a reserve for emergency
that the oil pressure indication will rapidly go to zero propeller feathering.
or to the upper limit of the gauge.
One quart can be added to a PGB which is at the
NOTE ”ADD” level to bring it to full. The PGB reading
should be taken at least ten minutes after shut
The warning consists of the master warning and
down. It is possible to over−service the PGB. An
L/R ENG OIL PRESS CWP light. The same
over−serviced PGB will cause fluctuating PGB oil
master warning and CWP light will come on in
pressure indication. The PGB lube pump provides
the case of low PGB oil pressure. pressurized oil for gear and bearing lubrication and
With the aircraft on ground, the PGB warning is propeller control. The low pressure oil is passed
delayed by 15 seconds to allow for propeller ac- through an oil cooler and fine mesh filter after being
celeration transients. There is no delay on the discharged from the pump. Approximately 50% of
engine oil pressure warning. This means that at the pressurized oil flow is utilized for lubrication.
aircraft electrical power−up, the master warnings The other 50% is routed to the high pressure side of
L and R ENG OIL PRESS shall be generated pump where the pressure is further increased for
immediately. Should the warning not be dis- use in the propeller pitch control system. An electri-
played until some 15 seconds after the electrical cally powered propeller (feathering) pump, has ac-
power−up, then there is a failure in the engine oil cess to the emergency reserve oil for propeller
pressure circuit. feathering, should the normal oil supply be lost.
PGB oil is also used for fuel heating to prevent icing
Loss of oil usually is characterized by fluctuating oil in the fuel filter.
pressure and then a drop in oil pressure. The oil
temperature indication is taken downstream of the There is a PGB differential oil pressure transducer
lube pump and prior to the oil being delivered to the and a PGB differential oil pressure switch. The
bearings. If the oil quantity should start to decrease transducer provides signals to the cockpit indicator
(i.e. leakage), air will begin to mix in the supply line and low power (PL < FLT IDLE) oil pressure warn-
and due to aeration, the oil temperature will hold ing. The pressure switch provides signals to the
steady or start to decrease slightly. This phenome- high power (PL > FLT IDLE) oil pressure warning.
non is opposite to what pilots generally expect Characteristics of a pressure transducer failure are
which is a rise in oil temperature. The oil filter is that the oil pressure indication will rapidly go to zero
equipped with an impending bypass sensor which or to the upper limit of the gauge.
will cause a MASTER CAUTION if the pressure
drop across the filter exceeds a predetermined val- NOTE
ue. If the pressure differential increases further, a The warning consists of the master warning and
bypass valve will open, allowing unfiltered oil into the same L/R ENG OIL PRESS CWP light as for
the lubrication system. the engine oil pressure warning. The warning
A magnetic chip detector is installed in the return oil comes below 25 psi (PL > FLT IDLE) and below
system. The chip detector will cause a MASTER 7 psi (PL < FLT IDLE).
CAUTION if metal particles are present in the oil
system. See Fig. 3, Fig. 1 and Fig. 1. 2.6 Propeller control system (Fig. 5)
Propeller Gear Box (PGB) oil system (Fig. 4) The propeller pitch control system utilizes PGB oil
The PGB is lubricated by an integral oil system pressure boosted by the high pressure section of
where the PGB housing itself is used as the oil res- the PGB pump to control the propeller blade angle.
ervoir. A sight gauge on the lower right side of the The pitch change mechanism is contained in the
PGB indicates oil quantity. The capacity of the res- propeller hub while the pitch control unit is located
ervoir is 5 US quarts (approx 4.7 l) of which approx- on, and driven by, the PGB. The propeller pitch con-
17.1
PAGE 7
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
trol range is from the fully feathered position (+ 83) through the feather solenoid valve. When the feath-
to max reverse blade angle (− 16). ering valve is actuated, it isolates the propeller from
the governor and directs pressure oil to the coarse
Propeller pitch change mechanism.
pitch side of the piston thereby aiding counter-
Propeller pitch angle is controlled by a piston in the weights on the propeller in driving the propeller
propeller dome. The piston shaft engages pins on blades to the feather position.
the root end of each propeller blade. The extension
The beta tube assembly consists of the beta tube
of the piston shaft (the beta tube) runs through the
and the beta sleeve. The beta tube actually consists
propeller shaft to the propeller pitch control unit on
of two concentric tubes, the inner one carrying con-
the rear side of the PGB. The beta tube contains
trol oil to the coarse pitch side of the piston and the
the oil passages for directing the pitch control oil to
outer one carrying oil to the fine pitch side. The beta
either side of the piston. Forward movement of the
tube is attached to the pitch change piston and
piston will cause a change towards fine pitch (ulti-
serves as a feedback of propeller blade position to
mately reverse) while rearward movement will
the PCU. It rotates with the propeller shaft. The
cause a change towards coarse pitch (ultimately
beta sleeve, through which the beta tube runs,
feather).
serves as an oil transfer for the pitch control oil. The
In addition to oil pressure, counter weights on the sleeve has an axial travel controlled by the PL.
propeller blades are utilized for pitch control. They
During constant speed operation (CL in constant
are sized and phased so that the centrifugal force of
speed range and PL above flight idle) the beta
the weights tends to move the blades towards
sleeve is positioned so that oil is admitted to/ from
coarse pitch.
the piston as directed by the governor. In this mode
The counterweight arrangement makes the propel- of operation the beta sleeve also serves as a mini-
ler ”fail−safe towards coarse” (low RPM) in case of mum pitch stop controlled by the PL. At low power
loss of control oil pressure. settings when the engine cannot maintain the pro-
peller speed set by the governor, the pitch is con-
Pitch Control Unit (PCU)
trolled by the PL moving the minimum pitch stop.
The PCU contains the principal elements of the (+10 to +17 blade angle).
pitch change control systems: the constant speed
governor, the feathering valve and associated feath- When the PL is moved below the FLT IDLE posi-
er solenoid valve and the beta tube assembly. tion, the system goes into the beta control mode.
Propeller pitch is then directly controlled by the PL
The constant speed governor is a fly−weight oper- between +10 at FLT IDLE through 0 (ground idle)
ated unit driven by the PGB. The flyweights position to full reverse (stop at −16). On the ground with PL
a hydraulic valve to direct oil pressure as required and CL in the enabling positions propeller RPM is
to maintain a set RPM. maintained at 1040 (max reverse above 1200
Input to set the desired PRPM is made with the CL. PRPM) by the bottoming governor function of the
During normal constant speed operation, the pitch DECU. When the propeller is in the beta mode the
control system operates as a single oil line system BETA light will illuminate at pitch +8 or less.
with the governor directing pressure oil to the fine It is prohibited to move PL below the FLT IDLE
pitch side of the piston to decrease pitch (increase position when airborne.
PRPM) or connecting the fine pitch side to return so
that counterweight action will increase pitch to de- Propeller Overspeed Governor
crease PRPM. The governor speed control range is The overspeed governor is a separate unit driven
from 1150 to 1396 PRPM. by the PGB. It is a flyweight−operated unit similar to
The feathering valve controls the feathering action the constant speed governor. With the propeller
of the propeller. The valve is controlled either me- RPM in the normal operating range the overspeed
chanically by the CL or electrically / hydraulically
17.1
PAGE 8
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
governor merely directs propeller control oil to the Among the hardware/software components in the
constant speed governor. system are an autocoarsen computer and an auto-
coarsen switcher.
In case of propeller overspeed (1453 RPM or more)
when in governing mode (PL at FLT IDLE or Cockpit indications and switches:
above), the overspeed governor shuts off the oil − AUTOCOARSEN ON/OFF switch;
supply to the constant speed governor. Deprived of − AUTOCOARS LOW/HIGH status lights;
control oil pressure, the propeller blades will move
− AUTOCOARSEN CWP light;
towards coarse pitch by counterweight action,
− AUTOCOARS/RST test switch;
thereby reducing the rpm.
− AUTO COARS LOW TEST switch.
The overspeed governor can be tested on ground
The AUTO COARSEN ON/OFF switch must be set
with the PROP OVSP test switch on the cockpit
to ON position to achieve any indication or auto-
overhead panel.
coarsen function.
NOTE The system has two distinct modes of operation:
Should propeller overspeed occur it is essential LOW POWER and HIGH POWER, modes.
not to move the affected PL until the propeller The system monitors power lever positions and en-
has been feathered by the CL. Retarding PL to gine parameters as below:
FLT IDLE will fine off the propeller pitch and
might aggravate the overspeed. See also Abnor- PLA − Power Lever Angle quadrant position.
mal Checklist. PLA 64 degrees is the minimum takeoff
power PL position;
Propeller (feathering) pump Ng − Gas generator speed (%);
The propeller pump is an electrically powered auxil- Ne − Starter/generator speed (%);
iary pump which provides propeller control oil pres-
TRQ − Torque (%);
sure for feathering should the PGB high pressure
section of the pump fail. As the propeller feathering P3 − Compressor discharge pressure (psi).
pump has access to the reserve sump oil in the
System status indications:
PGB it is possible to feather the propeller if PGB oil
is lost through leakage. The pump may also be uti- − AUTOCOARS LOW and AUTOCOARS HIGH
lized for propeller checks on ground by mainte- arm lights (green flight status panel lights) indi-
nance. cating that the system is armed in LOW or HIGH
power mode;
The pump is controlled by the propeller PUMP
− AUTOCOARSEN (CWP light) indicating a sys-
switch on the cockpit overhead panel.
tem malfunction.
Autocoarsen system All parameters are supplied to the autocoarsen
The autocoarsen system is installed to achieve a switcher. Depending upon power mode, the respec-
fast reduction in windmilling drag during takeoff, tive parameters are either modified by the switcher
approach and go−around in case of engine failure. or passed directly through to the computer. During
The system also responds to temporary engine low power mode the switcher modifies low power
malfunctions such as momentary fuel or air flow mode inputs to emulate high power parameters as
interruption. either a high (=good) value, or low (=failed) value
for computer processing.
The system continues to monitor engine parame-
ters after an autocoarsen, and it uncoarsens the To command an autocoarsen, two input parameters
propeller if both TRQ and P3 return above threshold from the same engine must be below their respec-
values. tive threshold values (a low input) for that mode of
operation.
17.1
PAGE 9
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
NOTE − TRQ > 50 % (good engine); and
− TRQ < 50 % (failed engine); and
Numbers below are rounded to nearest 5 except
for the PLA. − TRQ differential > 25% (between engines); and
− P3< 120 psi (failed engine).
LOW POWER mode The system has a back−up feature: in the event a
This status is indicated by an AUTOCOARS LOW high power mode autocoarsen does not occur due
”armed” light if: to a system malfunction, an autocoarsen occurs if:
− PLA < 64 degrees (one or both PL’s); and − Ng < 55 % (failed engine); and
− Ng> 55% (both engines); and − Ne < 60 % (failed engine); and
− Ne > 60% (both engines). − Ng > 55 % (good engine).
HIGH POWER mode Two system test switches are installed: AUTO-
COARS/RST for computer testing and L/R for LOW
This status is indicated by an AUTOCOARS HIGH mode testing.
”armed” light if:
− PLA > 64 degrees (both PL’s); and Propeller synchrophasing
− TRQ > 50 % (both engines); and The synchrophasing system reduces propeller
− P3> 120psi (both engines). noise and vibration.
Autocoarsen occurs if (AUTOCOARS HIGH light The sensors for the synchrophaser are located on
does not need to be on): the propeller slip−ring assembly for each propeller.
− PLA > 64 degrees (both PL’s); and To be able to synchrophase, the propeller RPM
17.1
PAGE 10
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
must be within 10 RPM of each other. The synchro- − Gust Lock ENGAGED;
phaser will then sense the position of the propeller − Right PL in GND IDLE;
and adjust the PCU governors so that the propellers − Right CL in START or FUEL OFF;
will keep the same relative position and thereby − Right Fire Handle IN;
also the same RPM. Any manual propeller speed
− PROP BRK switch ON.
setting difference (CL manipulation) exceeding 10
RPM will cause loss of synchrophasing and result in Except for emergency or abnormal conditions, the
split propeller RPM. With Dowty propellers, the syn- Gust Lock, Fire Handle and CL must remain in
chrophaser drives the slower RPM up to the higher these positions.
RPM. There is no slave propeller with this system. If the Gust Lock is disengaged or the CL moved
With Hamilton propellers, there is a master (L/H) forward out of START position, or the right Fire
and a slave (R/H) propeller. The sychrophaser ad- Handle is pulled, the hydraulic pressure supply will
justs the slave propeller RPM to the master propel- be turned off. The lock valves will keep the brake
ler RPM. engaged. However, there might be a decrease in
pressure which will cause the propeller to start to
2.7 Propeller brake (OPTIONAL)
rotate with subsequent brake damage.
The right propeller gear box is equipped with a Pro- A PROP BRAKE status light in the overhead
peller Brake which permits the right engine to be ground status panel will come on when the R PROP
operated as an auxiliary power unit. DC power for BRK switch is actuated to ON and power is applied
the electrical system and bleed air for the air condi- to the brake ON−solenoid. The light will go out if
tioning system is available during ground operation. power is interrupted.
The brake is powered from the aircraft hydraulic
system (main gear down line) via a control unit. NOTE
With the HYDR PUMP switch in AUTO, engage-
On ground if PROP BRAKE warning comes on
ment of the propeller brake starts the hydraulic
with the PROP BRK switch in either ON or OFF
pump, which will run continuously. To prevent
position the engine must be shut down immedi-
unintentional propeller rotation due to a failure when
ately, followed by maintenance action.
the propeller brake is set ON, the following safety
features are built into the system:
A PROP BRAKE warning light in the CWP will
− Two hydraulic brake cylinders supplied by sepa- come on together with MASTER WARNING and
rate channels, each capable of holding the pro- triple chime for the following conditions:
peller stationary;
− PROP BRK switch ON
− Two hydraulic lock valves that will trap hydraulic
Power interrupted to the ON solenoid (e.g. due
pressure in the brake cylinders should the supply
to failure, power loss, Gust lock or CL moved
pressure drop while the brake is on; out of position, or Fire Handle pulled);
− The system will retain the last commanded set-
Hydraulic pressure (one or both channels) too
ting in case of hydraulic or electrical failure.
low.
Two ON−OFF solenoid operated control valves in
− PROP BRK switch OFF
the control unit direct hydraulic pressure for ON and
Hydraulic pressure (one or both channels) too
OFF functions. With the Landing Gear Handle
high;
DOWN there is a positive actuation of the OFF
function, as a back up safety feature, for uninten- May come on for 5 seconds during disengage-
tional propeller brake engagement when airborne ment (nuisance warning). However, the engine
and the landing gear is down. must be shut down immediately followed by
maintenance action. It is impossible to deter-
To engage the propeller brake the following condi- mine this nuisance from a real warning.
tions must be met:
17.1
PAGE 11
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
2.8 Starting system During engine start the starter/generator will drive
the engine up to approximately 55% Ng, then auto-
The aircraft electrical system DC generator oper-
matically cut out and revert to its role as generator.
ates as a motor during engine start and engine mo-
toring (combined starter/generator). See also NOTE
AOM 5. ELECTRICAL.
If EXT PWR should drop off line while the Start
The starter generator may be powered from: Switch is being held in the START position or
− Aircraft batteries (external power must be off). anytime during a start−up, there will be loss of
− External power. electrical power. The only busses that will be
powered are LH and RH Hot Battery Busses and
− Generator of an operating engine, together with
Emergency Battery Bus until the Start Switch is
the aircraft batteries.
released (during motoring or motoring start) or
During ”battery start” the batteries are connected in the Condition Lever is moved to Fuel Off (during
series. a start−up).
During ”motoring” the batteries are connected in The loss of power will effect most systems in the
parallel. cockpit as well as the cabin lighting. The EXT
The series/parallel logic is controlled by the series/ PWR switch is powered by the Emergency Bus
parallel relay via the position of the IGN switch. during the start, and will not automatically move
With the switch in OFF position the batteries are to OFF position. Electrical power will be restored
connected in parallel and with the switch in NOR- (Main battery power) and EXT PWR switch will
MAL or CONT position in series, hence ”motoring” drop to OFF once the Start Switch is released
is accomplished in parallel and ”battery start” in se- (during motoring) or the Condition Lever is
ries. When performing a ”motoring start” (start initi- moved to Fuel OFF (during start).
ated by dry motoring) the motoring sequence is ac-
complished with the batteries in parallel and the 2.9 Ignition System
start sequence in series.
The ignition system is an AC powered capacitor
The reason for the switching logic is to keep low discharge low voltage system. It includes a dual
battery temperature. If the battery temperature is to exciter unit and two igniter plugs.
high (57C or above), a NO BAT START light on the
overhead panel will illuminate. The exciter is powered by one winding of the engine
electrical system alternator. The spark rate of each
The function of the starter/generator is controlled by ignition circuit is a minimum of two sparks per se-
the start relay. The relay is closed during the follow- cond.
ing conditions.
The ignition system is controlled by two switches (L
Engine start: IGN/R IGN). The switches have three positions:
− CL in START position. OFF−NORM−CONT.
− Ignitions switch in NORM or CONT position. With the switch in NORM an auto−ignition system is
− Start switch L or R respectively. triggered for 7 seconds by the DECU flameout
− Ng below 55% (as sensed by starter/generator). protection system. (See 2.3.)
Motoring: Two lights in the flight status panel (L IGN/R IGN)
− CL in FUEL OFF position. will come on:
− Ignition switch in OFF position. − With the switch in NORM:
− Start switch in L or R position. during engine start;
during engine shut down (momentarily);
17.1
PAGE 12
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
if autoignition triggered due to flameout or a auto−coarsen signal, therefore to be able to
fast retardation of PL; achieve APR function the autocoarsen system
if electrical control power is lost (engine auto- must be ON.
ignition CB tripped); The CTOT system limits the ITT. There will be fuel
if ignition is applied automatically by the DECU cut−back at ITT 955C or 976C depending on ECU
in case of power turbine overspeed; Part No. However, the limitation may always be
during engine overspeed test. overridden by advancing the PL’s.
17.1
PAGE 13
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
The CTOT system is disengaged by selecting the an engine whose corresponding PL is set above 64
CTOT switch OFF. Retarding the PL below the 64 PLA can be affected by the APR.
PLA will also disengage the system. Readvance-
There is no sequence logic built into the system.
ment of the PL will cause a rapid acceleration to
That means that there will be an APR activation
dialed torque if the system has not been turned
irrespective of in which sequence the system re-
OFF. It is possible to override the system by ad-
ceives the required inputs (autocoarsen signal, PL
vancing the PL to command a higher torque than is
advancement and CTOT switch positioning).
selected. This action cancels the torque limit and
ITT limit features. In an aborted takeoff the CTOT The signal is latched in the CTOT panel and the
will be disengaged when PL is retarded below 64 APR function can only be deactivated by selecting
PLA. the CTOT switch from APR to ON or OFF positions.
Selecting the AUTOCOARSEN switch to OFF will
PL position to within 15−20% of the selected torque
not deactivate the system.
is also desirable in the unlikely event of failure of
both CTOT systems. Torque drop between the Manipulating a PL after an APR activation will in
CTOT setting and PL position setting is then mini- principle have the same influence on the CTOT/
mized. Similarly, torque differential between right APR system as if CTOT only was in use. The sys-
and left engine will be minimal should one CTOT tem will be disengaged if PL is retarded below 64
system fail. PLA and will be reengaged if PL is readvanced to
above 64 PLA, provided an autocoarsen command
The APR function is an integrated part of the CTOT
still exists.
system.
If the CTOT knob is set to below 100% and with the
The APR system will provide an extra 7% delta
CTOT switch set to ON or APR, additional power
torque (120 shp) on the good engine should power
may be achieved quickly and accurately by rotating
loss occur on one engine.
the CTOT knob clockwise to a higher value;
The APR system, when armed, is activated by an − with the CTOT switch in ON position the power is
autocoarsen signal. The resistance circuit in the limited to 100% TRQ;
CTOT panel is then automatically reconfigured to − with the CTOT switch in APR position, and
increase the torque reference signal to the DECU should the APR be triggered, the APR torque
by 7% delta. increase will be added to the new CTOT value,
To achieve the APR function, the system must be however, it will be limited to 107% TRQ.
armed and activated by an autocoarsen signal If the situation warrants, power may always be add-
(from either HIGH or LOW mode). ed by advancing the PL. Advancing the PL cancels
The system is armed (individually) when; the ITT limit feature.
− AUTOCOARSEN switch ON; 2.11 Engine Bleed Air system
− PL (individual function) above 64 PLA;
See AOM 16. PNEUMATICS.
− CTOT switch set to APR position.
There are two (L APR/R APR) lights in the flight 2.12 FI STOP (Flight Idle Stop) system
status panel which will come on if the respectively
The purpose of the FI STOP is to prevent any PL
PL is advanced above 64 PLA and the CTOT
from being moved into beta range during flight.
switch is set to APR.
The system consists of an automatically operated
AUTOCOARS HIGH or AUTOCOARS LOW light
mechanical stop arm located within the control
together with an APR light indicates that the particu-
quadrant which physically blocks power lever move-
lar APR system is armed.
ment below flight idle when the aircraft is in flight
An autocoarsen signal from either HIGH or LOW (stop is closed), and is removed to give free pas-
mode will activate the APR system. However, only sage, forward and aft, when the aircraft is on
17.1
PAGE 14
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
ground (stop is open). The automatic function of the FI STOP OPEN (amber) is on:
stop arm is controlled by a solenoid which is con- − Flight Idle Stop is open and landing gear not
trolled by signals from the following: down and locked. This indicates an abnormal
− L or R landing gear locked down switches. situation. The indication is latched even after the
− L or R (inboard or outboard) wheel spin−up (anti− gear is down and locked and is reset only after
skid computer). the aircraft has been electrically powered down.
− L or R weight−on−wheel switches. This light will come on:
An emergency override function, to be used on − In case of failure of the stop to close after take
ground only, is also provided. off when the gear is retracted (electrical or me-
chanical failure).
When the solenoid is depowered the stop will be in
flight position (stop is closed). − In case of activation of the emergency override
function, before the landing gear is extended.
The normal function as well as the override function
have their dedicated cockpit indications. NOTE
Stop logic Both the FI STOP (blue) light and the FI STOP
OPEN (amber) light will come on after gear is
Stop Open − aircraft on ground down and locked, should the override function
(L or R LDG extended) AND ((L or R inboard or out- be activated when airborne.
board wheel speed >25 kts) or (L or R weight−on−
wheels)). Emergency override function
Stop Closed − aircraft in flight The override function is activated with the FI STOP
OVRD pull knob, located on the control quadrant
(L and R LDG retracted) OR ((L and R LDG ex-
between the PLs and the CLs. The knob is con-
tended) and ( L and R not weight−on wheels) and
nected to the stop arm by a mechanical cable.
(L and R inboard and outboard wheel speed <9
When the knob is pulled the stop will be mechani-
kts)).
cally forced to its open position, irrespective of the
Indications electrical solenoid and its logic.
The position of the stop is indicated on the top of After the knob is pulled it is locked in up position ( a
the Flight Status Panel as follows: red colored area is exposed under the knob), and
must be reset by maintenance action.
FI STOP (blue) is on:
− Stop is open and landing gear down and locked. When the knob is pulled, the aircraft takeoff CON-
This is the normal indication when aircraft is elec- FIG (warning) (non−resettable) will be triggered at a
trically powered on ground. The light should re- left engine start attempt (CL in START and the
main on until the landing gear is retracted after START switch activated). The warning can be inhib-
take−off. If the landing gear is not retracted the ited only by retarding the L CL to FUEL OFF posi-
light will stay on until all wheels have spun down tion. This specific warning can only be triggered
to < 9 kts which may take up to 90 seconds, dur- with aircraft on ground (weight−on−wheels and
ing which period the stop will remain open. landing gear down and locked).
17.1
PAGE 15
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
Fuel injectors
Shrouded fuel
manifold
R
ÎÎÎÎ
ÎÎÎÎ
MAIN High pressure fuel
PUMP
ÎÎÎÎ ÎÎ
Main pump pressure
To standby pump
FUEL
ÎÎÎÎ ÎÎ
control
CWP Suction
ENGINE Differential pressure
switch
From aircraft fuel
supply
A11651
17.1
PAGE 16
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
A9899
17.1
PAGE 17
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
Signals on ground
(PL<FLT IDLE)
A9900
17.1
PAGE 18
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
A9901
17.1
PAGE 19
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1
PAGE 20
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
3. CONTROLS AND INDICATORS
A9902
17.1 S1
Applicable to A/C without FI STOP (Mod 2558, SB 76−032) PAGE 21
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1 S1
Applicable to A/C without FI STOP (Mod 2558, SB 76−032) PAGE 22
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
3. CONTROLS AND INDICATORS
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76−032) PAGE 21
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76−032) PAGE 22
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
Propeller pump switch (2).
Controls the operation of the feather pump
A and feather solenoid valve.
MAN FEATHER:
The feather pump will run and the
A PROPELLER CONTROL AND feather solenoid valve will open
ENGINE START PANELS allowing complete feathering of
the propeller.
OFF: The pump is off.
PROPELLER TEST: The feather pump will run but the
L PUMP R PUMP
feather solenoid valve will not
AUTO COARSEN switch. MAN FEATHER
open. This function is used for
Controls power to the auto coarsen computer. OFF maintenance tests of the propel-
TEST ler pitch control system.
AUTO COARSEN R PROP BRAKE
The switch is spring loaded to OFF.
CHIP DETECT caution light (amber) (2). ON ON
come on.
L R
17.1
PAGE 23
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1
PAGE 24
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
AUTOCOARSEN HIGH light (green). A FLIGHT STATUS PANEL BETA light (green) (2).
Comes on when: Indicates that the propeller is in the beta mode.
− AUTOCOARSEN switch is ON;
− Both PL’s > 64 PLA; and
− TRQ on both engines above 50%; and L/R APR light (green).
− P3 pressure on both engines above 120 psi. Comes on:
Ignition light (white) (2). − PL > 64 PLA.
Comes on: − CTOT switch set to APR.
− With IGN switch in NORM
during engine start;
if autoignition is triggered due to flame−out or fast retardation of PL; AUTOCOARSEN LOW light (green).
if electrical control power is lost; Comes on when:
if ignition is applied automatically by the DECU in case of power tur-
bine over−speed; − AUTOCOARSEN switch is ON.
AB
during engine overspeed test. − One or both PL’s below 64 degrees PLA; and
− Both Ng above 55%; and
− Both Ne above 60%.
B ENGINE INSTRUMENT PANEL
Engine overtemperature light (red) (2).
Comes on if ITT exceeds 962 +3 C. −2
NOTE:
PGB oil pressure and temperature indicator
Fuel flow indicator (2). Optional engine instrument panel;
(2).
Indicates fuel flow delivered by the HMU to the Propeller RPM indicators and Engine oil pres-
Indicates PGB lubrication oil pressure and tem-
engine. sure and temperature indicators swap position.
perature.
A9906
17.1 S1
Applicable to A/C without FI STOP (Mod 2558, SB 76−032) PAGE 25
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1 S1
Applicable to A/C without FI STOP (Mod 2558, SB 76−032) PAGE 26
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
AUTOCOARSEN HIGH light (green). A FLIGHT STATUS PANEL BETA light (green) (2).
Comes on when: Indicates that the propeller is in the beta mode.
(A) FI STOP FI STOP (B)
− AUTOCOARSEN switch is ON;
OPEN
− Both PL’s > 64 PLA; and
− TRQ on both engines above 50%; and L/R APR light (green).
− P3 pressure on both engines above 120 psi. Comes on:
Ignition light (white) (2). − PL > 64 PLA.
Comes on: − CTOT switch set to APR.
− With IGN switch in NORM
during engine start;
if autoignition is triggered due to flame−out or fast retardation of PL; AUTOCOARSEN LOW light (green).
if electrical control power is lost; Comes on when:
if ignition is applied automatically by the DECU in case of power tur-
bine over−speed; − AUTOCOARSEN switch is ON.
AB
during engine overspeed test. − One or both PL’s below 64 degrees PLA; and
− Both Ng above 55%; and
− Both Ne above 60%.
B ENGINE INSTRUMENT PANEL
Engine overtemperature light (red) (2). FI STOP (B) light.
Comes on if ITT exceeds 962 +3 C. −2 FI STOP OPEN (A) and gear not down. On − Stop is open.
On − Stop is open and locked. This indicates an ab− − Normal indication on ground with
Torque indicator (2). normal situation. The light will remain on even electrical power on.
after the gear is down and locked and goes out − Airborne with landing gear down if
Indicates the torque delivered by the power tur- only after a/c is electrically powered down.
bine to the PGB. See NOTE wheel spin >9 kts.
− Will come on in case of failure of the stop to Out − Stop is closed.
close after takeoff when the gear is retracted or
in case of activation of the emergency override − Normal indication airborne with gear
Engine RPM indicator (Ng) (2). retracted.
pull knob before the landing gear is extended.
Indicates gas generator RPM in percent of max.
rated RPM. Interstage Turbine Temperature (ITT) Indicator (2).
Indicates the gas temperature between the gas genera-
tor turbine and the power turbine. Contains both analog
Engine oil pressure and temperature indica-
and digital indication. The digital display will show 888
tor (2).
when the LAMP TEST switch is hold to LWR. Above
Indicates engine lubrication oil pressure and 1000C the digital start to indicate from zero and up,
temperature. e.g. 1080 will indicate 080.
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76−032) PAGE 25
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76−032) PAGE 26
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
PROP OVSP test switch.
For test procedure see AMM.
B TEST PANELS
B
C TEST 2
PROP OVSP
L R L GEN R
OVV
ENG OIL PRESS warning light (red) (2).
Comes on if: ENG OVSPD test switches (A and B). ENG OVSP GND
AIR DATA EMER PWR L AHRS R
− Engine oil pressure is below 30 psi; For test procedure see AMM. A
TEST 1
A BLD LEAK 1 STALL 2
L R
brake system. 3
L TAIL P PROP R TAIR P
AUTOCOARS FIRE SMK 1
HOT BRAKE HOT 3 L R
L R
17.1
PAGE 27
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1
PAGE 28
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
There are two versions of CL−quadrant, easiest
recognized by one version having the upper gate OVSP AND Back−up Np Np
at MAX position removed. DRAIN VALVE Fwd sensor
DECU
Bottom Gov
Disabled
FWD
FWD
Prop Speed
Bottom Gov Beta mode
Bottom Gov Disabled
enabled Latch
Bottom Gov
enabled
W o W switch function
Vapor vent.
39 Bottom Gov. Enable/Disable SW 36 Unfeather 90 Max. Power 64 Min T/O 19 GND IDLE Max. Rev. 0
A11705 SHOWN: CL at MIN, PL above min T/O power position, Bottom. Gov. enabled, CTOT OFF.
Fig. 1 Power plant − controls and indicators
17.1 S1
Applicable to A/C without FI STOP (Mod 2558, SB 76−032) PAGE 29
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1 S1
Applicable to A/C without FI STOP (Mod 2558, SB 76−032) PAGE 30
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
There are two versions of CL−quadrant, easiest
OVSP AND Back−up Np
recognized by one version having the upper gate Np
DRAIN VALVE Fwd sensor
at MAX position removed. DECU
Prop RPM
>830 <280 TRQ Np
CL manipulations: Aft sensor
FUEL OFF to START
Lift up−forward, then push down−for- ENG OVSP BOTTOM CTOT/APR ITT IND Np IND Ng rate THERMO
ward into START detent. GOV TRQ IND flame out COUPLES
protection
START to MIN:
Lift up−forward to upper gate, then
Ng
release into MIN position.
MIN−MAX range:
Push and Pull. T/M lockout:Push to Autoignition
A CTOT REF
MAX. Then lift up and momentarily
push hard into T/M, then pull back to TORQUE
approx. half between MAX−MIN, MOTOR
then set desired PRPM. HMU L R
Bottom Gov
Disabled
FWD
FWD
Prop Speed
Bottom Gov Beta mode
Bottom Gov Disabled
enabled Latch
Bottom Gov
enabled
W o W switch function
39 Bottom Gov. Enable/Disable SW 36 Unfeather 90 Max. Power 64 Min T/O 19 GND IDLE Max. Rev. 0
A15881 SHOWN: CL at MIN, PL above min T/O power position, Bottom. Gov. enabled, CTOT OFF.
Fig. 1 Power plant − controls and indicators
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76−032) PAGE 29
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76−032) PAGE 30
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
PULL
TO PL
OVRD A
PL
RESET TOOL
LOCKING
LOCKING
PLATE PIN
PLATE PIN CAREFULLY ALIGN THE RESET
TOOL WITH THE LOCKING
PLATE PIN AND PUSH IN
VIEW A SPRING
VIEW A SPRING
A15880
Resetting the OVRD pullknob
Fig. 2 Power plant − controls and indicators
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76−032) PAGE 31
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76−032) PAGE 32
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
4. ELECTRICAL POWER SUPPLY
Engine starting
GCU L eng . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J−4 L GCU
GCU R eng . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R−2 R GCU
Control L eng (NORM ignition) . . . . . . . . . . L EMG BUS J−3 CTL L
Control R eng (NORM ignition) . . . . . . . . . . R EMG BUS R−1 CTL R
Auto ignition L eng . . . . . . . . . . . . . . . . . . . . . L BAT BUS J−19 AUTO−IGN L CTL
Auto ignition R eng . . . . . . . . . . . . . . . . . . . . R BAT BUS R−18 AUTO−IGN R CTL
Indications
17.1
PAGE 33
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Description
Engine control
Propeller control
17.1
PAGE 34
Jun 30/15
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
1. LIMITATIONS
NOTE
MAX Continuous Power
Is provided for one engine operation and if required, for two engine operation in severe icing conditions. It
is NOT intended for use during normal icing conditions, climb expedites from ATC etc.
The statement above should not prevent the pilot from using the power deemed required in an emergency
or abnormal situation or from using the power required to prevent such a situation from developing. The
AOM power setting charts for Max. Takeoff/Climb/Cruise contain the maximum torque to be used for nor-
mal operations.
RPM
− Overspeed.
Ng (max 12 sec) . . . . . . . . . . . . . . . . . . . . . % − − 105
Ng overspeed (HMU fuel shutoff) . . . . . . . % − 110 −
Np (max 12 sec) . . . . . . . . . . . . . . . . . . . . . Prop RPM − − 1572
Np overspeed protection . . . . . . . . . . . . . . Prop RPM 1558 1573 1588
NOTE
− Prop RPM up to 1396 is allowed with CL in MAX.
− Prop RPM above 1396 indicates a propeller control system anomaly, although Prop RPM up to 1456 is
allowed up to one hour at up to Max Continuous Power.
(Cont’d)
17.2
PAGE 1
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
Unit Min Normal Max
(Cont’d)
Prop overspeed governor . . . . . . . . . . . . . . Prop RPM 1450 1453 1456
− Takeoff
Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . % − − 101.3
(+APR 102)
Np . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prop RPM − 1384 1396
− Max continuous.
Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . % − − 102
Np . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prop RPM − 1384 1396
− Min Np normal ground operation
Bottoming governor . . . . . . . . . . . . . . . . . . Prop RPM − 1040 −
Bottoming governor during max reverse Prop RPM − 1205 −
− Avoid steady state PROP RPM in the
ranges (except for required checks):
375 − 500
625 − 950
1070 − 1220 (Applicable for Dowty Pro-
peller only)
− Ground operation with Condition Levers in
UNF position (CL‘s below MIN−gate and
Bottoming Governor not engaged) is not
allowed.
− Continuous operation of the propeller on
the ground between 1070 and 1220 PRPM
more than needed for normal taxiing is to
be avoided.
− Ground idle Ng . . . . . . . . . . . . . . . . . . . . . . . . % 65 70 75
− Motoring Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . % 20 − −
Temperature (ITT)
− Starting transient if Ng accelerates normal- C − − 965
ly to ground idle . . . . . . . . . . . . . . . . . . . . . . . .
− Acceleration above ground idle (except C − − 965
takeoff) (max 12 sec) . . . . . . . . . . . . . . . . . . .
− Takeoff (max 5 min) . . . . . . . . . . . . . . . . . . . . C − − 917
(+APR 940)
− Takeoff (max 2 min) . . . . . . . . . . . . . . . . . . . . C − − 927
(+APR 950)
− Max continuous . . . . . . . . . . . . . . . . . . . . . . . . C − − 944
(Cont’d)
17.2
PAGE 2
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
Unit Min Normal Max
(Cont’d)
− Propeller brake operation . . . . . . . . . . . . . . . . C − − 895
Torque
− Takeoff (max 5 min) . . . . . . . . . . . . . . . . . . . . % − − 100
(+APR107)
− Transient overshoot, except takeoff
(max 12 sec) . . . . . . . . . . . . . . . . . . . . . . . . . . % − − 112
− Max continuous (OEI) . . . . . . . . . . . . . . . . . . % − − 100
− Tolerance to selected CTOT value . . . . . . . . % − − 2
− Max. diff. between indications with CTOT
selected ON . . . . . . . . . . . . . . . . . . . . . . . . . . . % − − 3
− Fluctuations (Delta torque) . . . . . . . . . . . . . . % − − 1
− Fluctuations at Ng = 2 Np
(Delta torque) . . . . . . . . . . . . . . . . . . . % − − 3
FUEL SYSTEM
OIL SYSTEM
NOTE
For operators where flight crew members are also responsible for checking engine and propeller gear box
oil fluid levels, there should be an established procedure which allows both technicians and flight crews to
monitor oil CONSUMPTION RATES.
17.2
PAGE 3
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
Unit Min Normal Max
(Cont’d)
17.2
PAGE 4
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
Unit Min Normal Max
(Cont’d)
CAUTION
Minimum oil temperature for engine start with type I oil is −54C and type II oil is −40C.
NOTE
Mixing of type I and II oils is allowed but not recommended.
(Cont’d)
17.2
PAGE 5
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
− If there are repeated engagements, there should be a cool down period in between.
As an example, a cross−over start (also called cross−generator start) requires a 70 seconds cooling time
after completing the first engine start (first engine generator on−line) prior to performing a cross−over
start of the second engine.
MISCELLANEOUS LIMITATIONS
WARNING
Moving PL below FLT IDLE position is prohibited when airborne.
See also 17.1 Fig. 6.
− When airborne, grip the PL knobs only, thereby eliminating PL movement to below FLT IDLE.
NOTE
Use the official reported temperature to below table.
(Cont’d)
17.2
PAGE 6
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
88
12
10
86
8
PRESSURE ALTITUDE IN THOUSANDS OF FEET
6
84 5
4
82 3
2
80 1
0
78 −1
−2
76
74
72
70
68
66
64
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT C
A30617
17.2
PAGE 7
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
2. NORMAL OPERATION
2.1 GENERAL ”Hints for longer engine life” and ”FOD−prevention” are procedures to
minimize maintenance expenditures. The procedures are recommended to
reduce engine temperature and to avoid FOD (Foreign Object Damage) to
engines and propellers during ground operations. However, the proce-
dures must be adopted with full safety consideration. Nothing herein
should prevent the pilot from applying maximum forward and reverse
thrust for safety reason. Nothing herein should prevent the pilot from taxi-
ing at a safe speed. The procedures might deviate from operators stan-
dard operating procedures and must therefore be adapted in a way that
required test− and checkitems before takeoff and after landing are per-
formed.
Operation in gravel areas and on FOD surfaces is not recommended. Re-
quest through appropriate authorities that the ramp, taxiway and runway
be cleared. Get rid of stones, pebbles and dirt. Remain on clean surfaces
for all ground operations. However, if operation on FOD surfaces can not
be avoided, following the ”FOD−prevention” procedures will minimize pos-
sible damage.
CAUTION
Do not taxi using reverse power rather than aircraft brakes. FOD engine inges-
tion may result.
17.2
PAGE 8
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−Bleed air, especially HP−bleed will have considerable impact on ITT.
HP−bleed may be necessary to operate boot de−ice system or for cabin
comfort in hot or cold climate. Use HP−bleed only when required. Turn
HP−bleed off when requirements have been satisfied. When using HP−
bleed use Table 1 (17.2 page 7) as a guide for initial setting of Ng to
obtain a low ITT. Minor Ng adjustments may decrease ITT further. For
propeller brake operation, Table 1 gives the maximum allowable Ng.
FOD−prevention
−Pick up loose objects on the ramp.
−Keep running propellers over hard, clean surfaces. If this is not possible,
consider either:
a) Start−up and taxi out on one (most suitable) engine;
b) Start−up both engines. Leave one CL in START (feathered) position
and taxi out on one (most suitable) engine.
Prevention of sub−idle overtemperature
There is a potential possibility for sub−idle overtemperature when placing
electrical or bleed air loads on an engine running at ground idle speed.
After engine start the Ng must always be maintained at or above the idle
speed observed when the engine was initially started.
Increasing the Ng 2−3%, whenever possible, especially during tailwind
conditions, prior to placing electrical or bleed air loads on the enigne will
greatly reduce the potential of a sub−idle event.
Low compressor efficiency, bleed air extraction (LP/HP), and electrical
loads on the accessory drive, in combination, may cause Ng to be reduced
to a speed where the gas generator is no longer able to sustain operation.
This situation may result in a rapid decay of Ng and Np, a rapid rise in ITT,
and can cause extensive damage to the engine, if the crew fails to im-
mediately shut down the engine by placing the condition lever to FUEL
OFF.
(Cont’d)
17.2
PAGE 9
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
Electrical system damage prevention
If during a ”Motoring” start the IGN switch is set to NORM and the CL is
advanced to START at about the same time with the IGN switch leading
the CL movement, the start signal to the start relay will be interrupted mo-
mentatily similar to a poor ground power unit. The flight crew will not see
the interruption in the cockpit displays. This causes the start relay to begin
coming open and then go closed again resulting in nothing more than loss
of contact pressure causing burning of the contacts (damage of the
PDUs). To prevent this from happening, the flight crew should verify that
the CL is in the START position before setting the IGN switch to NORM. At
no time should the CL be moved below the START detent unless the start
is being terminated or the engine is being shut down using published pro-
cedures.
Preparations
−Electrical power . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD AND ON
L/R BAT sws ON. BAT requirement Min 24V.
EXT PWR sw ON or OFF as applicable.
−BUS TIE CONN green light . . . . . . . . . . . . . . . . . . CHKD ON
It is essentail to check the BUS TIE−function.
BUS TIE light must be on before all engine starts.
−HP VALVE sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
−BLD VALVE sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/AUTO
To facilitate engine acceleration.
−Engine instruments . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL
If ITT is above 175C, motor engine below 175C.
−Propeller area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
−L/R AVION sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Must be in OFF position during engine start, on ground only.
(Cont’d)
17.2
PAGE 10
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
Starting
Starting methods and designations:
−“Motoring Start”: Start initiated by dry motoring of engine with
either; batteries only − “Battery Start”,
battery and one generator − “Cross−over Start”
or start on external power − “EXT PWR Start”.
−”Direct Start”: Start performed without motoring with either;
batteries only − “Battery Start”,
battery and one generator − “Cross−over Start”
or start on external power − “EXT PWR Start”.
NOTE
Motoring Start is the recommended procedure for all engine starts on ground
due to;
− High airflow during initial start and thereby leaner fuel to air ratio and im-
proved fuel burn.
NOTE
During Battery Start there might be nuisance Fuel Flow fluctuations due to volt-
age variations. To avoid these fluctuations, for the engine being started, it is rec-
ommended to perform a Battery Start on the RH engine and thereafter a Cross-
over Start on the LH engine.
NOTE
EXT PWR requirement is 1400 Amp minimum and 1600 Amp maximum. If EXT
PWR <1400 Amp it is recommended to perform Battery and Cross−over starts
to facilitate engine acceleration.
Repeated Battery Starts may bring the Battery Temperature above limits. This is
especially pronounced in hot weather operation if short times between starts.
(The Battery Temperature increases approx. 10−15 degrees every Battery
Start). Therefore, check Battery Temperature now and then, and when required,
perform an EXT PWR Start.
NOTE
During starting at sub−idle engine speeds and after shutdown, nuisance fuel
flow indications up to 900 lb/h (400 kg/h) may be observed with the CL at FUEL
OFF. Since there is no evidence of actual fuel flow (ITT indication) this situation
is considered to be an indication error only and does not affect the operability of
the engine.
(Cont’d)
17.2
PAGE 11
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
The engine start shall be aborted for any of the following conditions:
−Ng does not start to increase at starter activation.
−If Ng ceases to accelerate for 3 seconds prior to achieving stabilized
IDLE.
−No light−up (ITT rise) indication within 20 seconds from initial Ng indica-
tion for a direct start and; if no ITT rise within a few seconds for a mo-
toring start.
−If ITT rapidly approaches or exceeds 965C.
−No positive ENG OIL or PROP OIL pressure indication after ground idle.
−No PROP OIL pressure indication at stable ground idle PROP RPM.
−NO BAT START light;
Battery Start − light must be off
Cross−over Start − light may be on. Check L/R BAT temp max 60C
If light comes on during start, continue the start
If light is on after engine start, check L/R BAT temp max. 64C before
takeoff
Abort start by returning the CL to FUEL OFF, turn OFF ignition and motor
engine to below ITT 175C. If start is aborted before light−up (no ITT rise),
motor for at least 10 seconds (but not more than 30 seconds) to purge fuel
from combustor and turbine.
−PL to GND IDLE
−CL in FUEL OFF and Check;
Bus Tie green light ON.
L/R Avion switches OFF.
Stby Press Light (ON or OFF).
IGN switches OFF.
NO BAT START light.
(Cont’d)
17.2
PAGE 12
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
MOTORING START:
−START sw (L/R). Check Ng to stabilize (approx. Ng 20%) and ITT below
175C, then;
Move CL to START then immediately;
IGN switch to NORM while holding START switch;
Hold the START switch until light up which should occur a few seconds
after IGN sw is set to NORM.
NOTE
It is essential that CL is moved to START before IGN sw is set to NORM. This is
to prevent damage to the PDU starter relay.
NOTE
Turn IGN switch to NORM immediately after CL is moved to START. If not, re-
tard CL to FUEL OFF.
Check power plant parameters during acceleration to ground idle
−Ng, Light−up, ITT, Oil press, propeller rotation and S/G cut−out
−Check Ng to stabilize at ground idle, then;
Check BUS TIE CONN light is on.
It is essential to check BUS TIE and S/G cut−out functions.
−After an engine start (irrespective of starting method);
Check BUS TIE CONN light to come on before turning on the generator
or, if EXT PWR start before EXT PWR switch is set to OFF.
If BUS TIE CONN light does not come on, check L/R BAT voltage. If volt-
age below 20 V, immediately turn BAT switches to OFF and shut down
engine(s). If voltage above 20 V, press release button K−1. If light then
does not come on, shut engines down and call for maintenance.
Let L/R starter/generator cool down for 70 seconds prior cross−over start.
−Turn generator ON;
It may take 15 seconds before the generator is on line. Check voltage to
be minimum 27,5 V before flight.
NOTE
− Voltage below 20 V indicates a short circuit.
− If voltage above 20 V and BUS TIE light not coming on after a reset attempt
(K−1) indicates either a BUS TIE relay, PDU or a S/G cut−out failure.
(Cont’d)
17.2
PAGE 13
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−Turn on L/R AVION (depending on starting method);
Normally, during EXT PWR start, AHRS initialization is completed before
first engine start, then leave switches in OFF until second engine has
been started. Allow the S/G to cool down 70 seconds prior next start.
If battery start followed by cross−over start, turn switches ON after first
generator is on line, wait for initialization (approx. 70 secs) then turn OFF
before second engine start. This allows the S/G to cool down prior next
start.
−Check ENGINE and FUEL panels;
Check all indicating lights in ENGINE and FUEL overhead panels to be
out.
−If required, turn engine anti−ice on.
There might not be PROP RPM instrument indication at low propeller
speed (CL in START). The uncertainty is due to low Np sensor output sig-
nals.
Fuel Flow indication may be delayed during start sequence due to trans-
mitter tolerances at low fuel flow rates.
The increase in Ng might be slow. However, as long as Ng increases and
ITT does not exceed 965C, the start attempt can continue. Watch Ng
carefully. If any tendency of Ng to stop accelerating, abort the start im-
mediately.
(Cont’d)
17.2
PAGE 14
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
DIRECT START:
−Set IGN switch to NORM
−Move CL to START
−Activate START sw (L/R);
Hold START sw for 2 seconds.
Check power plant parameters during acceleration to ground idle
−Ng, Light−up, ITT, Oil press, propeller rotation and S/G cut−out
−Check Ng to stabilize at ground idle, then;
Check BUS TIE CONN light is on.
It is essential to check BUS TIE and S/G cut−out functions.
−After an engine start (irrespective of starting method);
Check BUS TIE CONN light to come on before turning on the generator
or, if EXT PWR start before EXT PWR switch is set to OFF.
If BUS TIE CONN light does not come on, check L/R BAT voltage. If volt-
age below 20 V, immediately turn BAT switches to OFF and shut down
engine(s). If voltage above 20 V, press release button K−1. If light then
does not come on, shut engines down and call for maintenance.
−Turn generator ON;
It may take 15 seconds before the generator is on line. Check voltage to
be minimum 27,5 V before flight.
NOTE
− Voltage below 20 V indicates a short circuit.
− If voltage above 20 V and BUS TIE light not coming on after a reset attempt
(K−1) indicates either a BUS TIE relay, PDU or a S/G cut−out failure.
−Turn on L/R AVION (depending on starting method);
Normally, during EXT PWR start, AHRS initialization is completed before
first engine start, then leave switches in OFF until second engine has
been started. Allow the S/G to cool down 70 seconds prior next start.
If battery start followed by cross−over start, turn switches ON after first
generator is on line, wait for initialization (approx. 70 secs) then turn OFF
before second engine start. This allows the S/G to cool down prior next
start.
(Cont’d)
17.2
PAGE 15
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−Check ENGINE and FUEL panels;
Check all indicating lights in ENGINE and FUEL overhead panels to be
out.
−If required, turn engine anti−ice on.
There might not be PROP RPM instrument indication at low propeller
speed (CL in START). The uncertainty is due to low Np sensor output sig-
nals.
Fuel Flow indication may be delayed during start sequence due to trans-
mitter tolerances at low fuel flow rates.
The increase in Ng might be slow. However, as long as Ng increases and
ITT does not exceed 965C, the start attempt can continue. Watch Ng
carefully. If any tendency of Ng to stop accelerating, abort the start im-
mediately.
Cold weather operations
NOTE
Cold weather operation
Engine OIL BYPASS light may be on due to high oil viscosity if oil temperature
is cold. The FUEL LOW TEMP light may be on if the fuel is cold. The light will
remain on until the PROP OIL temperature has increased enough to heat the
fuel.
It is normal with high oil pressure on the engine and PGB during initial start
when the oil is cold. The engine’s oil pressure should return to 30 − 100 psi after
engine operates at ground idle speed for 5 minutes. However, time required for
warm up will depend on temperature of the engine and of the oil system, before
start. Time to warm engine oil may be reduced by gradually increasing gas gen-
erator speed, up to a maximum of flight idle, exercising care not to exceed the
oil pressure limitations in the AFM.
When the engine is cold−soaked, PGB oil temperature will rise slowly. After en-
gine oil temperature has reached the normal operating range, bottoming govern-
ing (CL in min−max range) may be engaged and the power increased up to
flight idle to reduce the warmup time of the PGB oil, exercising care not to ex-
ceed the oil pressure limitations in the AFM. If PGB oil pressure is within normal
operating range, takeoff may be initiated when the PGB oil temperature reaches
25_C.
17.2
PAGE 16
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
General
The right propeller may be braked, allowing the engine to be used as an
auxiliary power unit supplying electrical and pneumatic power for operation
of the aircraft systems without the need for a external power unit.
CAUTION
If a malfunction occurs during operation of the propeller brake or any motion of
the propeller occurs after application of the brake, the engine must be shut
down immediately.
NOTE
Check nose wheel in centered position: More than 20 deflection will drain the
MAIN accumulator pressure faster.
To apply propeller brake with engine running
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD then AUTO
−Check MAIN pressure to be approx. 3000 psi.
2. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
3. R Condition lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
−Check right propeller to be feathered.
4. Gust lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
−Check PROP BRAKE Status Light to come on.
(Cont’d)
17.2
PAGE 17
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−Check right propeller to stop rotating and remain motionless within 5 se-
conds.
−If PROP BRAKE Status Light does not illuminate or propeller does not
stop within 5 seconds return R PROP BRK switch to OFF. Do not try
another attempt. Consider the propeller brake as unserviceable. Re-
quest maintenance check with regard to heat damage and oil contami-
nation prior to takeoff.
6. End of procedure.
To perform an engine start with propeller brake on
1. Perform the BEFORE ENGINE START checklist.
2. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD then AUTO
−Check MAIN pressure to be approx. 3000 psi.
3. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
−Check that PROP BRAKE status light is on.
4. Start engine, check propeller remains motionless and perform AFTER EN-
GINE START checklist.
5. End of procedure.
Engine operation with propeller brake applied
1. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
−If only LP−bleed and generator is on remain at GND IDLE. If using HP−
bleed set PL to value of Table 1 (17.2 page 7) or PL stop, whichever is
lowest.
2. Electrical power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
3. R BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. R HP VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. R POWER lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
−Reset acc. to 1. above
6. L BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
−The L BLD VALVE must be closed to be able to open the X VALVE.
7. Air Condition X VALVE switch . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8. R AND L RECIRC switch . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
(Cont’d)
17.2
PAGE 18
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
9. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
−Reset acc. to 1. above
−Apply Power Lever friction lock.
CAUTION
On a hot day, engine temp can be limiting when operating with air condition X
VALVE open.
17.2
PAGE 19
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
7. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
8. End of procedure.
17.2
PAGE 20
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−Lift CL out of START and move to MIN position. When Ng starts to ac-
celerate at 830 PRPM, move CL to MAX.
3. BETA lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
4. Ice protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
−Modulation of PL between GND IDLE and FLT IDLE will directly control
propeller pitch between 0 and 10 degrees. The bottoming governor
function will maintain 1040 propeller RPM as long as PL is below FLT
IDLE.
Taxiing
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS NEEDED
−Modulation of PL between GND IDLE and FLT IDLE will directly control
propeller pitch between O and 10 degrees. The bottoming governor
function will maintain 1040 propeller RPM as long as PL is below FLT
IDLE.
−If reverse thrust is required the PL’s may be moved aft of GND IDLE into
reverse. When a propeller blade is below −105 pitch the BG−function
will maintain above 1200 RPM on that engine.
−Operating with PL above FLT IDLE is only required to start taxiing in
snow, uphill etc.
17.2
PAGE 21
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−When max. takeoff power is set (e.g. takeoff or go−around) with engine
anti−ice ON and/or ECS OFF, set climb power prior switching off anti−
ice or switching on ECS. This is to avoid the possibility of exceeding
maximum rated takeoff power.
FOD−prevention
−Make rolling takeoffs if possible.
−Apply power smoothly. An abrupt power application greatly increases
possibility for FOD.
General
−CL must be in MAX position.
−To meet different performance criteria there are different ”methods” for
takeoff power application and aircraft handling. The ”methods” and cor-
responding performance data are described in the AFM and AOM Sect.
28.
−The AUTO COARS LOW light will be on at low power and will go out
when the PL’s are advanced to high power. The AUTOCOARS HIGH
light should come on when both PL’s are advanced to above PLA 64.
Power setting with CTOT
−Advance PL and STOP PL MOVEMENT at 15−20% TRQ below se-
lected TRQ, then select CTOT switch to ON or APR as required.
NOTE
It is essential to stop PL forward movement at 15−20% below selected TRQ. If
not, the selected TRQ might be exceeded due to torque blooming during accel-
eration.
Should a change in power be required, this is achieved by turning the
CTOT knob.
For power plant indications and procedures in case of power loss, see
ABNORMAL PROCEDURES 3.4 and 3.5.
(Cont’d)
17.2
PAGE 22
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
Power setting without CTOT
−Advance PL and set torque according to power setting chart. Do not ad-
just power above 60 KIAS. The torque blooming will increase the torque
by approx 5%.
NOTE
During Autocoarsen inoperative procedures the CTOT switch should be se-
lected to ON or OFF positions (not APR). This is to avoid a possible uncom-
manded APR boost, should a failure exist in the autocoarsen/APR activation
circuit.
WARNING
During an aborted takeoff the PL must be retarded fully to the FLT IDLE position
prior lifting the latch allowing PL to be moved below FLT IDLE.
If the latch is lifted with PL above FLT IDLE the PL will be stuck with conse-
quential increased stopping distance.
17.2
PAGE 23
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−PROP SYNC should be turned ON to reduce vibration and cabin noise.
Adjust CL to within 10 PROP RPM before turning on. The PROP SYNC
switch may remain in ON position during PROP RPM changes and pro-
pellers will be synchronized when within 10 PROP RPM diff. However,
the best result for synchrophasing is to turn the system OFF before and
ON after PROP RPM adjustments.
NOTE
During normal operation it is important that the CTOT switch is set to
OFF during the initial climb after takeoff or go−around. If the switch is not
set to OFF, the torque will be constant and the ITT will gradually rise to
above limits as the aircraft climbs. To avoid this, always verify the switch
is OFF physically by the hand.
−Check that FI STOP light is out after gear retraction.
−During climb now and then adjust PL to required TRQ.
−High PROP RPM will increase the drag and the rate of descent.
−Move CLs gently to avoid unnecessary stress on propeller and PGB.
17.2
PAGE 24
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
17.2
PAGE 25
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
CAUTION
When CL is moved to START, the propeller should feather and PROP RPM
decrease. If PROP RPM does not decrease, move CL to FUEL OFF immediate-
ly, otherwise engine will accelerate to over−torque and overtemp condition.
CAUTION
If left engine is shut down or left generator is turned off during intaxiing, check
BUS TIE light to come on. This is to ensure proper nosewheel steering and
anti−skid function.
NOTE
It is important to retard the PL’s fully to the FLT IDLE before the latches are
lifted in order to be able to move the PL’s further into the BETA range.
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
NOTE
When icing conditions, ice accumulation is minimized by keeping the CL in MIN−
MAX as long as practical.
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
−A smooth feathering will be accomplished by noticing the PROP OIL
pressure which initially rises then drops when CL is about half way be-
tween MIN and START. At pressure rise hold the CL for a few seconds
then move it slowly into START.
3. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
−This will further reduce ITT.
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(Cont’d)
17.2
PAGE 26
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
5. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
−If there is evidence of combustion after shutdown, indicated by a im-
mediate rise in ITT, motor the engine.
NOTE
During ground operation, if an immediate shut down is required from high power
(Ng above 90 %) the PL should be retarded to GND IDLE and CL to FUEL OFF,
then motor to below 175C. If unable to reduce to 175C within 5 minutes, wait 2
hrs to restart engine.
For engine shut down with propeller brake applied see, PROPELLER
BRAKE OPERATION
2.12 P3 SWITCH
TEST CAUTION
Do not activate PROPELLER PUMP switches with CL’s in MIN−MAX range.
The CL’s must be in the UNF position. With CL’s unintentionally moved into
MIN−MAX range the bottoming governor will try to maintain 1040 PROP RPM
and an overtorque will occur.
17.2
PAGE 27
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
2.13 POWER FLUC- Even if the procedures for activation of the engine anti−ice system has
TUATIONS been followed, power fluctuation(s) may occur during the time the system
is activated. This is caused by snow accumulated in the birdcatcher and
ingested into the engine causing a short duration combustor flameout.
Power fluctuation occurs primarily at altitude >10 000 feet and at tempera-
tures between ISA and ISA+20. Repeated fluctuations may occur. A power
fluctuation is recognized as a momentarily drop in engine indications, with
consequently slight yaw. In some cases flames might be seen in the ex-
haust pipe followed by a bang. All parameters recover in 1−4 seconds. If
the autoignition is activated, a L(R) IGN light will come on for approx. 7
seconds.
Power fluctuation(s) should not be considered as abnormal engine beha-
vior, and no action is required by the crew should a bang and/or a flame
be noticed, it is recommended to inform the passengers about this “normal
engine characteristics”.
NOTE
Experience reveals that in most cases the autoignition system is an active part
in the power drop recovery process. Therefore, it is essential to test the auto-
ignition system.
2.14 AUTO IGNITION −During engine shut down verify IGN lights in the Flight Status Panel to
TEST (CIRCUIT illuminate momentarily. IGN lights will illuminate until Ng drops below
TEST) approx. 62%.
−In bright sunlight, shade the Flight Status Panel to ensure that the lights
are visible when illuminated.
−If an ignition light fails to illuminate the auto−ignition system is to be con-
sidered inoperative.
1. Adjust Ng to approx. 75 − 77% (minimum 75%).
2. Shut down the engines (CL to FUEL OFF).
3. Check IGN lights to illuminate momentarily.
4. Retard PLs to GND IDLE.
5. End of procedure.
NOTE
The functions of the igniter plugs, ignition exciters and alternator are automati-
cally checked during engine start. When combined with the circuit test above
this will provide a full function check of the auto−ignition system.
17.2
PAGE 28
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
3. ABNORMAL OPERATION
3.1 GENERAL In all cases when a power plant behavior and/or cockpit indication differ
from normal, when practical:
−Push FDR EVENT button;
−Record indicated parameters and duration above or below limit;
−Notify maintenance;
−Consider FDR securing and removal.
CAUTION
PRIOR TO SHUTTING DOWN OR SWITCHING OFF VITAL ITEMS LIKE EN-
GINE, FUEL, GENERATORS ETC THE APPROPRIATE LEVER, HANDLE OR
SWITCH SHALL BE VERIFIED BY BOTH PILOTS.
NOTE
UNLESS OTHERWISE INDICATED IN THE PROCEDURES, MANIPULATION
OF LEVERS, SWITCHES ETC REFERS TO THE AFFECTED ENGINE AND/
OR SYSTEM.
NOTE
It is recommended that training includes at least the two below mentioned essen-
tial engine securing procedures to be performed as memory items:
3.2 DISCONTINUED If an abnormal condition develops during engine start, necessitating abort-
ENGINE START ing the start, the following procedure applies.
If the specific malfunction requires a different abort procedure, this will be
covered in Section 23.
1. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
−This action will shut off the fuel to the engine and cut out the starter and
ignition.
2. Check engine deceleration.
(Cont’d)
17.2
PAGE 29
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
If no fuel was indicated.
3. End of procedure.
If fuel was admitted to the engine.
3. Motor the engine.
17.2
PAGE 30
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
NOTE
If motoring on external power and the external power voltage drops off line, the
EXT PWR switch will not flip to OFF as long as the start switch is held.
The motoring will not continue on battery power. The batteries will be connected
once the start switch is released.
When motoring completed
4. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
5. End of procedure.
Motoring Start procedure
1. Perform items 1 − 3 above.
−Check ITT below 175 C and Ng above 20%.
CAUTION
Turn IGN switch to NORM within 2 seconds after CL is moved to START. If not,
retard CL to FUEL OFF and motor engine.
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
3. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
4. START switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
−Release after a positive rise in Ng.
5. Check engine parameters.
6. End of procedure.
17.2
PAGE 31
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−IGN light may come on.
−PROP RPM will decrease if autocoarsen occurs, otherwise PROP RPM
remains about 1200−1384 depending on aircraft speed.
−When a propeller autocoarsens the Flight Status Panel AUTO COARS
HIGH or LOW ”arm” light goes out and the ICE PROTECT (CWP) and
AC GEN caution lights will come on (provided the AC GEN switch is
ON).
−When engine (Ng) has spooled down to about 25% the DECU is no long-
er powered and all signals from the DECU for TRQ − and PROP RPM −
indications will be zero.
−Taxiing:
AUTO COARS
LOW
17.2
PAGE 32
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
As can be seen from above the flight status panel lights can not be used to
verify a bad or good engine. The verification must be performed by scan-
ning the power plant instruments;
−primarily: TRQ − ITT − Ng − F/F
−secondary: PRPM.
3. Autocoarsen propeller characteristics.
17.2
PAGE 33
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−The cycling RPM given above (60−600) are real RPM whilst cockpit
PROP RPM indication depends on the nature of the failure. The indica-
tion will be zero if engine (Ng) spools down to about 25%.
−The cycling can be heard in the cockpit.
NOTE
With two good engines operating normally a momentary autocoarsen (autofeath-
er) system activation may occur during power application when power on one
engine is applied from low to high power setting. The activation may occur if P3
is still <120 psi when the PL reaches w 64 degree PLA. Certain conditions such
as low atmospheric pressure, low airspeed and high temperature may cause all
necessary parameters to be fulfilled. The activation will cause a momentary
PRPM drop and then an overswing. At further PL advancement Ng and P3 will
increase, the coarsened propeller will quickly generate more torque and the auto-
coarsen signal is cancelled. With the PL stationary at or slightly above 64 degree
PLA a continuous activation and deactivation may occur causing PRPM and
TRQ to vary continuously. Further PL advancement will deactivate the system.
4. Propeller drag.
Influence on performance of a feathered or wind−milling propeller versus a
coarsened propeller. Numbers are approximative at normal takeoff and
landing speeds and are given as increase of grossweight and decrease in
rate of climb versus a coarsened propeller.
Propeller lb (kg) (ft/min)
Coarsened 0 0 0
Feathered + 300 (140) − 20
Windmilling + 6000 (2700) − 500
NOTE
The above referenced performance penalties are not intended to be used for dis-
patch with an inoperative autocoarsen system. Refer to applicable AFM supple-
ment for operation with autocoarsen inoperative.
WARNING
An unfeathered propeller of an engine with the PL at FLT IDLE and CL in MAX
will produce more drag than a feathered propeller with the CL in FUEL OFF. The
drag difference is considerable and varies with speed, increasing with speed re-
duction down to approx. 100 KIAS. Further speed reduction will decrease the
drag difference.
(Cont’d)
17.2
PAGE 34
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
NOTE
OEI performance is based on a feathered propeller with CL in FUEL OFF.
NOTE
A windmilling uncoarsened propeller rotates at a ”steady” RPM (1200−1384) de-
pending on aircraft speed and results in a substantial yawing moment.
17.2
PAGE 35
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
3.7 UNUSUAL High pitched, whining sound from an engine, sound changes (level and fre-
ENGINE NOISE quency) with engine power changes may be caused by a damaged com-
pressor.
ACTIONS
−Reduce power and monitor engine instruments.
17.2
PAGE 36
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
17.2
PAGE 37
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
(Cont’d)
−To lock out the torque motor:
CAUTION
Keeping Condition Lever in T/M position will cause fuel to be vented overboard.
17.2
PAGE 38
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
3.10 ENGINE During engine restart in flight PL should be placed in FLT IDLE position.
RESTART IN
FLIGHT
WARNING
It is prohibited to move PL below FLT IDLE when airborne.
During engine start on ground, PL is placed into GND IDLE position. Due to the
fact that this is the ”normal start position”, there is a possibility, by habit, to move
PL to this wrong position also during an engine restart in flight.
If PL is moved below FLT IDLE there will be no control of the propeller speed
with consequential extremely high drag and uncontrolled flight.
17.2
PAGE 39
Dec 01/17
Aircraft Operations Manual CT7−9B
POWER PLANT
Operation
3.14 FI STOP −In case of RH BAT BUS power loss, pull FI STOP OVRD knob after touch
down.
Electrical
failures −In case of any other RH MAIN or ESS BUS failure, be prepared to pull FI
STOP OVRD knob after touch down.
17.2
PAGE 40
Dec 01/17
Aircraft Operations Manual WATER AND WASTE
CONTENTS
18 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
18 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
Description
A number of options are available, like oven, exter- Toilet servicing is carried out either through a ser-
nal portable water service panel, dual service trol- vice panel on the right side of the forward fuselage
leys and boarding music player. or from inside the aircraft, depending on which op-
tion is installed.
2.2 Lavatory (Fig. 1 and Fig. 3)
2.4 Optional external water service
The lavatory is located in the aft section of the air-
craft. As an option the alternate location for the lav- As an option, refill of the galley potable water and
atory is in the right side of the forward part of the wash basin water tank can be carried out through
aircraft, opposite the avionics rack. an external water service panel. Location of the
panel is on the forward right side of the fuselage.
The standard lavatory is equipped with a toilet as-
sembly, a trash bin, drawers, passenger service Refill of the water tank for the aft lavatory wash ba-
unit, signs and placards. An optional wash basin sin can be carried out through an optional external
with a heated water tank is available. water service panel. Location of the panel is on the
aft right side of the fuselage.
Toilet tank capacity is 8.7 gallons (22 liters) and
chemical precharge should be 2 ounces (60 grams) NOTE
mixed with water to a volume of 1.7 gallons (6.5). If
If the aircraft is parked in sub−zero temperatures
the optional wash basin is installed, the heated wa-
the galley and wash basin tanks should be
ter tank for this has a capacity of 2 gallons (7.5 li-
drained.
ters).
The wash basin water drains into the toilet tank, so
2 gallons of space should be allowed for. The
18.1
PAGE 1
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
Description
3. ILLUSTRATIONS
A AIRCRAFT WITH AFT LAVATORY
RH GALLEY LAVATORY
LH GALLEY
LH GALLEY
A26705
Fig. 1 Galley and Lavatory location
18.1
PAGE 2
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
Description
A26706
Fig. 2 Left and right hand galley
18.1
PAGE 3
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
Description
18.1
PAGE 4
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
Description
A26707
Fig. 3 Forward or aft located lavatory
18.1
PAGE 5
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
Description
18.1
PAGE 6
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
Description
ALTERNATIVE LOCATION
18.1
PAGE 7
Apr 01/15
Aircraft Operations Manual WATER AND WASTE
Description
L Galley light, liquid heater and F/A seat heater UTILITY BUS F−28 GALLEY
Lavatory flush and light . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M−27 LAVATORY TOILET & LIGHT
R galley control . . . . . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS M−26 R GALLEY CONTROL
Lavatory water heater (if installed) . . . . . . . . . . . . UTILITY BUS M−28 LAVATORY WATER HEATER
Galley fan, light and liquid heater . . . . . . . . . . . . . UTILITY BUS M−25 R GALLEY FAN & LT
Galley hot jugs heating . . . . . . . . . . . . . . . . . . . . . . L GEN BUS115 VAT K−22 GALLEY/TOILET PWR Ø C
Galley hot jugs heating . . . . . . . . . . . . . . . . . . . . . . L GEN BUS115 VAT K−23 R GALLEY/TOILET PWR Ø B
Galley hot jugs heating . . . . . . . . . . . . . . . . . . . . . . L GEN BUS115 VAT K−24 R GALLEY/TOILET PWR Ø A
18.1
PAGE 8
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS
CONTENTS
Overspeed warning
Stall warning
19 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS
19 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
The Warning Annunciator System (WAS) monitors The master caution light on the glareshield panel
various parameters in the aircraft and triggers ap- and the single chime will come on whenever one or
propriate warnings and cautions when certain com- more of the amber caution annunciator lights on the
binations of parameter values exceeds the warnings central warning panel comes on due to a aircraft
and cautions thresholds. Both visual (red and am- system malfunction. The master caution lights and
ber lights) and aural alerts (chime and specific the single chime alert can be turned off and the sys-
alerts) are used. tem reset by pressing either Master caution button-
light. System function and operation in the same
WARNINGS AND CAUTIONS manner as the Master warning described above.
VISUAL AURAL
2.3 Central warning panel
Immediate Specific aural tones
RED RED action and triple chimes. The top half of the lights on the central warning
Required. panel contains red warning annunciator lights. Eight
Corrective Specific aural tones of these are recorded by the flight data recorder.
AMBER action or and single chimes. (Fig. 2.) The lights at the bottom half are amber
close caution annunciator lights. Some caution lights in-
attention. cludes an arrow pointing in the direction where the
indicators and the controls for the particular system
2. MAIN COMPONENTS AND SUBSYSTEMS are located.
The warning electronic unit receives advisory input 2.4 Takeoff inhibit
signals from various aircraft sensors. The signals The Takeoff inhibit mode is only for use during take-
are compared with fixed thresholds and if exceeded off and is selected prior to takeoff. By pushing the
the circuitry will enable Master warning, Master cau- takeoff inhibit button (T/O INH) located on the cen-
tion or other alerts to come on. Master warnings ter instrument panel, nonessential warnings, not
and Master cautions are indicated by associated needed during the takeoff phases, are inhibited
lights on the glareshield panel in front of each pilot (suppressed). An integral light in the takeoff inhibit
and on the Central warning panel. button will confirm the selection. Pressing the take-
2.1 Master warning off inhibit button a second time will reset the system
and extinguish the light. Automatic reset will occur
The master warning lights on the glareshield panel when the landing gear is retracted or when Ground
and the triple chime will come on whenever one or Operation is selected. If any of the suppressed
more of the red warning annunciator lights on the warnings and cautions are received by the warning
central warning panel comes on due to an aircraft electronic unit during Takeoff inhibit mode they will
system malfunction. The master warning lights and subsequently come on together with aural alert
the triple chime alert can be turned off and the sys- when Takeoff inhibit mode be−comes reset.
tem reset by pressing either Master warning button-
light. After resetting, the system is rearmed and will 2.5 Ground Operation
respond again to any subsequent malfunction. The The Ground operation mode is only available on
annunciator lights on the central warning panel will ground and will when selected minimize the nui-
remain on until the fault is corrected. The warnings sance effect of various cautionary alerts for ground
not announced through the Warning Annunciator handling and prior to takeoff.
System are reset through the associated system
(AP disconnect) or can not be reset at all (Stall Ground operation mode will inhibit all aural caution-
warning and Overspeed warning). ary alerts and also inhibit the master caution lights
except for those alerts listed in Table 1. Remaining
cautionary visual alerts will only appear on the CWP
19/1.1
PAGE 1
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
19/1.1
PAGE 2
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
LWR
GND
OP ANNUN
OVERHEAD BRIGHT
PANEL
LIGHTS
DIM
L GEN
C0758
19/1.1
PAGE 3
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
19/1.1
PAGE 4
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
A B C D
Warning lights 1 L ENG AVIONIC LAV R ENG 1
recorded by FIRE SMOKE SMOKE FIRE
the Flight Data 2 L ENG CARGO CABIN R ENG 2
OIL PRESS SMOKE PRESS OIL PRESS RED
Recorder Warning annunciator lights
3 L TAIL P PROP R TAIL P 3
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
5 AUTO PITCH RUDDER 5
COARSEN TRIM LIMIT
6 L FIRE R FIRE 6
FUEL ELEC
DET FAIL DET FAIL
7 ICE 7
PROT
ENGINE FLAPS AIRCOND AMBER
8 PARK EMER LTS 8
Caution annunciator lights
HYDR OXYGEN
BRK ON UNARMED
9 A−SKID AVIONICS DOORS 9
AVIONICS
INOP VENT
10 L STALL GUST PUSHER R STALL 10
FAIL LOCK SYSTEM FAIL
C0704
19/1.1
PAGE 5
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
MASTER MASTER
CAUTION WARNING
19/1.1
PAGE 6
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
B A A TEST PANEL
TEST 1
BLD LEAK 1 STALL 2
L R
+
ACC
LAMPS FLAPS FUEL FIRE SHORT
UPR L R
LWR
AUTOCOARS FIRE SMOKE
L R L R
OFF
ANNUN
BRIGHT
DIM
19/1.1
PAGE 7
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
Normal power
Warning Annunciator System Channel 1 . . . . . . . L ESS BUS E−6 WARN SYST CHAN1
without mod 2328
Warning Annunciator System Channel 2 . . . . . . . R ESS BUS L−5 WARN SYST CHAN2
without mod 2328
Warning Annunciator System . . . . . . . . . . . . . . . . L ESS BUS E−4 WARN SYST TEST
BRT DIM
Warning Annunciator System Channel 1 . . . . . . . L BAT BUS E−6 WARN SYST CHAN 1
(with mod 2328 and 300−up)
Warning Annunciator System Channel 2 . . . . . . . R BAT BUS L−5 WARN SYST CHAN 2
(with mod 2328 and 300−up)
Back up power
Warning Annunciator System . . . . . . . . . . . . . . . . EMER BUS E−5 WARN SYST BACK UP
PWR
19/1.1
PAGE 8
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2. R BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− If available
The Warning Annunciator system is powered by L and R BAT switches or EXT
PWR switch. One nuisance Master caution may come on if R BAT is switched
on before L BAT switch.
− Check the annunciator lights on overhead panel and single chime to come
on.
3. LAMPS UPR/LWR test switch . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD LWR
19/1.2
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Operation
3. ABNORMAL OPERATION
19/1.2
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
1. GENERAL warnings, the warnings are generated according to
the following priority:
The Ground Proximity Warning System (GPWS)
provides visual and unique aural warnings of inad- Priority Message Mode
vertent dangerous flight paths relative to ground.
1 WHOOP WHOOP PULL UP 1 and 2
Two versions are described, MK II and MK VII
(Mod. No. 2602). The GPWS processes radio alti- 2 TERRAIN, TERRAIN 2
tude, vertical speed, indicated airspeed, glideslope 3 TOO LOW TERRAIN 4A, 4B
deviation, landing gear and flap positions to deter- and 4C
mine if a dangerous situation is developing. 4 TOO LOW GEAR 4A
(Cont’d)
19/2.1
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
INHIBIT
Landing gear position
GPWS
Override FLAP
OVRD
NORM
A11198
19/2.1
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
TERRAIN
”Sink rate”
TERRAIN
A11197
19/2.1
PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
TERRAIN TERRAIN
Warning out
A11199
19/2.1
PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
TERRAIN TERRAIN
Warning out
A28485
19/2.1
PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
TERRAIN
A11200
19/2.1
PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
TERRAIN TERRAIN
19/2.1
PAGE 7
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
TERRAIN TERRAIN
A11202
Fig. 7 Inadvertent proximity to terrain with gear down and flaps up − schematic
19/2.1
PAGE 8
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
A14409
19/2.1
PAGE 9
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
BELOW
G/S
INHIBIT
”GLIDESLOPE”
6 db higher than previous
2 dots
RALT <300 ft
BELOW
1.3 dots
G/S
INHIBIT
”GLIDESLOPE”
A11203
19/2.1
PAGE 10
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
3. CONTROLS AND INDICATORS
BELOW
TERRAIN
G/S
INHIBIT
B
GPWS
FLAP
A11204
19/2.1
PAGE 11
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
4. ELECTRICAL POWER SUPPLY
19/2.1
PAGE 12
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
1. LIMITATIONS
Not applicable.
2. NORMAL PROCEDURES
2.3 GPWS FLAP For intentional landing without landing flap set, override the ”TOO LOW
OVERRIDE FLAPS” warning with the GPWS FLAP switch.
1. GPWS FLAP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
19/2.2
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
3. ABNORMAL OPERATION
3. End of procedure.
No activation of TERRAIN and BELOW G/S INHIBIT buttonlight
1. CB F−16 (GPWS IND) . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2. End of procedure.
19/2.2
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, OVERSPEED WARNING
Description
1. GENERAL
An aural overspeed warning is provided in form of a
continuous horn. The warning comes on if VMO
should be exceeded by 1,5 − 6 knots.
The Air Data Computer (ADC) outputs the over-
speed signal to the Master Warning System which
generates the aural overspeed warning. As a back-
up the right Airspeed indicator also provides an
overspeed signal to the Master Warning System
(VMO exceeded by 1,5 − 6 knots).
The overspeed warning can be tested by the AIR
DATA test switch on the TEST 2 panel (mainte-
nance only).
ADC
Warning
electronic
unit
R Airspeed
indicator
Not applicable.
Not applicable.
19/3.1
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, OVERSPEED WARNING
Description
19/3.1
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, OVERSPEED WARNING
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATIONS
3. ABNORMAL OPERATION
19/3.2
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, OVERSPEED WARNING
Operation
19/3.2
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
19/4.1
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
There is one AOA sensor mounted on each side of By implementation of the Improved Stall Warning
the forward part of the fuselage. The sensors meas- System for Icing Condition, an Ice Speed Function
ure the direction of the airflow relative to the fuse- is introduced, in addition to the basic computer
lage and thus the angle of attack and transfer the functions.
information to the stall warning computer. The sen-
The stall warning speed trigger levels are in-
sors are electrically heated. A failure in a heating
creased, to compensate for ice accretion on the
circuit will activate the caution L or R ALPHA light
wings.
on the overhead panel.
This is created by a computed lower AOA. Approxi-
Also see 11.1. ICE AND RAIN PROTECTION.
mately 6 degrees lower than in the basic computer.
2.3 Pusher actuator The stick pusher function and stick pusher trigger
speed levels remain unchanged.
At pusher activation the pusher applies 80 lbs force
forward on the control column to a position of 4 de- The basic stall warning/pusher system is un-
grees elevator down. The actuator is a DC torque changed and operates as described in sub chapters
motor with a slip clutch and an electronic interface 1−2.4 above. Thus, even with the ICE SPEED func-
for the stall warning computers. tion installed, the basic system operates during all
phases of flight.
The electronic circuit requires push command sig-
nals from the stall warning computers for activation 2.5.2 Ice Speed Function
of the slip clutch and the DC torque motor. The
torque motor force is transferred to the left elevator − The Ice Speed Function is activated by switching
control system via a quadrant wheel and a pushrod. on Engine Anti−Ice.
Connection with the right elevator control system is − Any or both of the Engine Anti−Ice switches will
by the elevator interconnect unit. activate the function.
− A timer starts at lift−off. (Weight off Wheel).
A ”< 0.5 g”−switch will stop the actuator from forcing
− The timer starts at all lift−offs. Also when the
the aircraft into an unacceptable nose down maneuv-
er. − Engine Anti−ice has not been switched on.
− The timer inhibits the Ice Speed Function until
Each pilot can disable the pusher actuator by press- 6minutes (+− 18 seconds) after lift−off.
ing one of the two PUSHER DISARM buttons. The
− Activation of the Ice Speed Function is indicated
pusher system can then not be reset while airborne.
by illumination of a blue “ICE SPEED” push but-
The STICK PUSHER RESET switch is situated in
ton on the instrument panel.
the right electrical center.
− Once activated, the Ice Speed Function remains
2.4 Stick shaker active even if Engine Anti−ice is selected off.
− Deactivation of the Ice Speed Function is done
The stick shaker consists of a rotating unbalanced
by first switching both Engine Anti−ice switches
weight driven by a DC motor via a gearing, giving a
to OFF and then pressing the “ICE SPEED” push
vibration of approximately 20 Hz. One stick shaker
button. The light in the button will then go out.
is mounted on each control column and is activated
− When the light in the button goes out, this is also
by the stall warning computer channel 1 and/or
a confirmation that the basic system is still active.
channel 2.
− If only the push button is pressed the light will go
2.5 Ice Speed System out but will come on again when the button is
released.
(Applicable to a/c with Mod.no. 3529 for 340B /
− Thus deactivation always requires that Engine
Mod.no. 3530 for 340 WT. Improved Stall Warning
Anti−ice is selected off.
Systems for Icing Condition).
19/4.1
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
CAUTION
After a touch−and−go, with Engine Anti−ice ON,
the 6−minute inhibit of the Ice Speed function is
restarted at lift−off; however, the basic stall warn-
ing is active.
As there is no procedure to override this system
behavior, decreased stall warning speed trigger
levels must be considered for example during
flight training in icing conditions.
2.5.4 Operations
See:
Chapter 2.19/4
Section 22, NORMAL PROCEDURES
Section 23, ABNORMAL PROCEDURES
Section 25, FLIGHT PROCEDURES
Section 27, SPEEDS.
Section 29, SERVICE CEILING
Section 30, LANDING
19/4.1
PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
19/4.1
PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
R shaker and clacker signals Stall warning Flap position and wing de−ice
computer
channel 2
PUSH 2 signals Test stall 2
PUSH 1 PUSH 1
PUSH 2 PUSH 2 L stall fail Test stall 1
AP disengage
Auto pilot
L CONTROL
COLUMN Left angle of attack
(AOA) sensor
PUSHER PUSHER
DISARM DISARM
PUSHER
ACTUATOR PUSHER PUSHER
DISARM DISARM
A26709
19/4.1 S1
Applicable without Mod. No. 3529 or 3530 PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
19/4.1 S1
Applicable without Mod. No. 3529 or 3530 PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
9 A−SKID AVIONICS 9
AVIONICS DOORS
Clacker INOP VENT
SHAKER 10 L STALL GUST PUSHER R STALL 10
FAIL LOCK SYSTEM FAIL
R stall fail
Weight on wheels
R shaker and clacker signals
Stall warning Flap position and
computer wing de−ice
PUSH 2 signals channel 2
Test stall 2
PUSH 1 PUSH 1
PUSH 2 PUSH 2 L stall fail Test stall 1
AP disengage ENGINE
L INTAKE L AIR R AIR R INTAKE
Dual AOA signals
SHAKER L ENGINE L ENGINE
Pusher system
Auto pilot ON
L CONTROL
Left angle of attack OFF
COLUMN
(AOA) sensor
PUSHER PUSHER
DISARM DISARM
PUSHER
ACTUATOR PUSHER PUSHER
DISARM DISARM
A30790
19/4.1 S2
Applicable with Mod. No. 3529 or 3530 PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
19/4.1 S2
Applicable with Mod. No. 3529 or 3530 PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
D E PUSHER
DISARM
STALL 1 and 2 test switches.
− STALL 1 upwards initiates left and right
stick shaker, aural stall warning and PUSH 1 PUSHER
light. PUSH 1
DISARM
− STALL 2 upwards initiates left and right PUSH 2
Stick shakers. stick shaker, aural stall warning and PUSH 2
The stick shakers provide a physical warning light.
in form of vibrations in the control column for − STALL 1 and 2 upwards initiates left and right
the respective channel. stick shakers, aural stall warning, PUSH 1
Stick pusher. and 2 lights and stick push. PUSHER DISARM buttonlight.
PUSH 1 / PUSH 2 indicator light. When pushed the stick pusher servo is disarmed.
The stick pusher provides a forward move- − STALL 1 and 2 downwards (+ ACC) initiates
ment with 80 lbs push force of the control left and right stick shakers, aural stall warning, Comes on and indicates if PUSH 1/PUSH 2 The pusher servo can only be rearmed on ground
columns. Full push stroke corresponds to 4 PUSH 1 and 2 light and no stick push signals are initiated. The light is inhibited if from the outside. The indicator light in both buttons
elevator down. (below 0.5 g conditions is simulated). pusher has been disarmed. comes on when either button has been depressed.
A26710
19/4.1
PAGE 7
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
19/4.1
PAGE 8
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
Left stall warning channel . . . . . . . . . . . . . . . . . . . . L BAT BUS E−7 STALL WARN CHAN 1
Right stall warning channel . . . . . . . . . . . . . . . . . . R BAT BUS L−6 STALL WARN CHAN 2
Stick pusher servo R BAT BUS L−4 STICK PUSHER
19/4.1
PAGE 9
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
19/4.1
PAGE 10
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATIONS
19/4.2
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Operation
3. ABNORMAL OPERATION
2. End of procedure.
3.2 ICE SPEED Valid for a/c with Mod. No.3529 for 340B / 3530 for 340WT
LIGHT ABNOR (Improved stall warning for icing conditions).
MALITIES
INDICATIONS
− ICE SPEED light does not illuminate when it should.
− ICE SPEED light illuminates when it should not.
ACTIONS
1. Use ice speeds and increase speed awareness
2. End of procedure.
(Cont’d)
19/4.2
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Operation
(Cont’d)
3. End of procedure.
NOTE
PUSHER SYSTEM caution light comes on during normal stick pusher action.
19/4.2
PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Operation
19/4.2
PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
1. GENERAL attention to a developing collision threat using the
TCAS II traffic/advisory (TA/MFD) indicators and
The TCAS II system is an on−board collision avoid-
the voice message, ”TRAFFIC TRAFFIC”. It per-
ance and traffic situation system which monitors a
mits mental and physical preparation for a pos-
radius of at least 14 nautical miles about the aircraft
sible maneuver to follow, and assists the pilot in
and, by interrogating any ”intruding” aircraft’s trans-
achieving visual acquisition of the threat aircraft.
ponder, determines if a potential airspace conflict
− If the intruder gets within approximately 30 sec.
exists. This is done by computing the range, alti-
of CPA, it is considered a threat and an aural and
tude, bearing and closure rate of other transpond-
visual resolution advisory (RA) is issued. This
er−equipped aircraft, with respect to the TCAS−
level provides a recommended vertical maneuver
equipped aircraft.
using the TCAS II RA/VSI Indicators and voice
The ACAS II system complies with TCAS II Change messages to provide adequate vertical separa-
7.0 and TCAS II Change 7.1. Limitations and tion from the threat aircraft or prevents initiation
normal procedures for each ACAS/TCAS mod. are of a maneuver that would place the TCAS II air-
described in sub chapter 19/5.2. When TCAS is craft in jeopardy.
mentioned in this section, ACAS is also applicable.
2.2 Mode S transponder system equipment
When TCAS II is mentioned in this manual it applies
both to change 6.04A, 7.0 and 7.1, unless other- The Mode S transponder system consists of the
wise stated. following equipment:
2. MAIN COMPONENTS AND SUBSYSTEMS Qty Description
2.1 TCAS II system equipment 1(2) Mode S Transponder(s)
1 ATC Transponder Control
The TCAS II system consists of the following:
2(4) L−Band Omni−directional Antennas
Qty Description (one/two top, one/two bottom)
1 TCAS II Transmitter−Receiver (A second Mode S transponder can be installed as
2 RA/VSI Indicators an option)
1 TCAS Control The ATC/MODE S transponder is a solid−state, air-
2 Directional Antenna borne, air traffic control (ATC) transponder that re-
(one top, one bottom) sponds to ATCRBS (Air Traffic Control Radar Bea-
1 TA/MFD Indicator con System) MODE A, MODE C and MODE S
(SELECTIVE INTERROGATIONS) interrogations.
The TCAS requires the following equipment to be The MODE S function is capable of being discretely
functional and operating: addressed (so that interrogation can be directed to
− Air Data Computer a specific aircraft as required by TCAS II) and for
− Mode S Transponder receiving and sending data link messages. It is also
capable of receiving and transmitting from two an-
− Two TCAS II RA/VSI Indicators
tennas (for use in diversity operations for improving
− Radio Altimeter
air−to−air surveillance and communications).
− One TA/MFD Indicator
The TCAS II system will resolve multiple aircraft
The TCAS II system provides two levels of threat
encounters. The TCAS II is considered a backup
advisories:
system to the ”SEE−AND−AVOID” concept and the
− If the traffic gets within approximately 45 sec. of ATC radar environment.
projected Closest Point of Approach (CPA), it is
then considered an intruder, and an aural and
visual traffic advisory is issued. This level calls
19/5.1
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
2.3 Standard TCAS II definitions
a. ACASII/TCAS II − An ACAS (Airborne Collision
Avoidance System) or TCAS (Traffic alert and Colli-
sion Avoidance System) that utilizes interrogation
of, and replies from airborne radar beacon trans-
ponder and provides traffic advisories (TA) and res-
olution advisories (RA) in the vertical plane.
b. Other Traffic − is defined as any other traffic within
the range of the display and within 2700 ft vertic-
ally.
c. Proximate Traffic − is defined to be any traffic not
generating an RA or TA but which is within six nauti-
cal miles (nm) slant range and within 1200 ft ver-
tically.
d. Traffic Advisory (TA) − Information given to the pilot
pertaining to the position of intruding aircraft in the
immediate vicinity. The information contains no
suggested maneuver.
e. Threat − Traffic that has satisfied the threat detec-
tion logic and requires a Resolution Advisory (RA).
f. Resolution Advisory (RA) − A display indication giv-
en to the pilot recommending a maneuver to in-
crease vertical separation relative to an intruding
(threat) aircraft.
(1) Corrective Advisory − A Resolution Advisory
that instructs the pilot to deviate from current
vertical rate.
(2) Preventive Advisory − A Resolution Advisory
that instructs the pilot to avoid certain devi-
ations from current vertical rate.
19/5.1
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
3. CONTROLS
A TCAS II CONTROL
Collins
A B
AUTO TA TCAS
STBY ONL
Y
TEST
Mode Selector
STBY − Standby
AUTO − Traffic / resolution advisory
(automatic) TEST Button
TA ONLY − Traffic advisory mode of operation Push for TCAS self test
B ATC CONTROL
ATC CODE
DISPLAY Collins
A
COMPARATOR C 1 1/2 TRANSPONDER
ANNUNCIATOR T
SELECT SWITCH
ANNUNCIATORS RMT TX 2
CODE SELECT
ATC
ON ALT
KNOBS (2)
STBY IDENT
PRE BUTTON
MODE SELECTOR TEST PRE
(CODE PRESENT)
A23996
19/5.1
PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
19/5.1
PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
“OTHER TCAS TRAFFIC” SELECTION/
A COLLINS TA/MFD INDICATOR DESELECTION ANNUNCIATOR CONTROL OR INDICATOR FUNCTION
”OTHER TCAS TRAFFIC” SELECTED (INDICA− TED
NOTE BY A CYAN OPEN DIAMOND), OR ”OTHER TCAS
Turns TA/MFD Indicator ON and
TRAFFIC” DESELECTED (INDICATED BY −OFF IN PWR Pushbutton OFF.
If EFIS is operated in DRIVE XFR on any side, the
MFD will not display TCAS information. Only EHSI WHITE). SELECTION IS DISPLAYED IN UPPER LEFT
WHEN MENY TIME−OUTS. Adds and removes display of
information will be displayed.
TFC pushbutton TCAS information from normal
MFD display.
5,10, 20, OR 40 NM ANNUNCIATOR
SELECTED FORWARD NM (NAUTICAL MILE)
RANGE OF TRAFFIC DISPLAY.
Selects either RADAR or NAVIGA-
OUTER RANGE RING RDR/NAV pushbutton TION mode.
“OTHER TCAS TRAFFIC” SELECTION/
SELECTED RANGE RING OF THE FULL DESELECTION PUSHBUTTON
RANGE DISPLAYED IN UPPER RIGHT. Indicates that TCAS system is in
SELECTS OR DESELECTS “OTHER TCAS
TRAFFIC” ON THE DISPLAY. TCAS OFF annunciator−white standby.
A ”TCAS OFF” characters
TFC PUSHBUTTON AIRCRAFT ABOVE/BELOW ANNUNCIATOR Indicates that the indicator is oper-
SELECTS DISPLAY OF TCAS INFORMATION SELECTED RANGES OF NEITHER ABOVE NOR TA−ONLY annunciator−white ating in TA−ONLY mode.
FROM NORMAL MFD DISPLAY. TCAS MENU BELOW (−2700 TO +2700 ft). ABOVE (−2700 TO ”TA−ONLY” characters; charac-
SELECTION IS DISPLAYED. MENU REMAINS −OFF +9900 ft). BELOW (−9900 TO +2700) OR ABOVE ters change to yellow if a TA Indicates that the TCAS computer
IN VIEW BUT TIME−OUTS AFTER 5 SEC ABOVE −OFF AND BELOW (−9900 TO +9900) SELECTED occurs and flashes between has failed to transmit data vital for
IF THERE IS NO SELECTION ACTIVITY. BELOW RANGE (WHITE) IS DISPLAYED IN UPPER LEFT
+10 high and low intensity display.
5 AFTER MENU TIME−OUTS.
19/5.1
PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
19/5.1
PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
NOTE
The VSI is normal vertical speed indicator,
and the presence of the lights or the TCAS
STATUS WINDOW flags will not interfere
with the ability of the needle to indicate
vertical speeds.
A9703
19/5.1
PAGE 7
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
19/5.1
PAGE 8
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
VISUAL RAs − VERTICAL SPEED SCALE
The color−coded visual advisory areas just inside, and adjacent to, the Vertical A Preventive Resolution Advisory is issued when The TCAS aircraft’s present verti-
Speed Indicators scale instructs the pilot to what vertical speed region is TO BE cal speed is already outside the prohibited region. Those vertical speeds deemed GREEN =
AVOIDED (RED). If a change in vertical sped is necessary, the specific region of unsafe are illuminated in RED. Preventive Resolution Advisory visual indications
vertical speed the pilot is to ”fly−to” is illuminated in GREEN. For example, the pro- range from restricting rate of climb or descent, to prohibiting changes in vertical RED =
hibited RED vertical speed region may extend form −6000 FPM to +1500 FPM as speed altogether. The aural message ”MONITOR VERTICAL SPEED” accompanies
shown in Figure a. The GREEN ”fly−to” area appears from +1500 FPM to +2000 the full range of Preventive Resolution Advisories.
FPM.
1 2 1 2 1 2 1 2
.5 4 .5 4 .5 4 .5 4
VSI VSI VSI VSI
0 6 0 6 0 6 0 6
X 1000 FPM X 1000 FPM X 1000 FPM X 1000 FPM
TCAS TCAS TCAS TCAS
.5 4 .5 4 .5 4 .5 4
1 2 1 2 1 2 1 2
PRESS PRESS PRESS PRESS
1 2 1 2 1 2 1 2
.5 4 .5 4 .5 4 .5 4
VSI VSI VSI VSI
0 6 0 6 0 6 0 6
X 1000 FPM X 1000 FPM X 1000 FPM X 1000 FPM
TCAS TCAS TCAS TCAS
.5 4 .5 4 .5 4 .5 4
1 2 1 2 1 2 1 2
PRESS PRESS PRESS PRESS
CORRECTIVE − INCREASE CLIMB CORRECTIVE − INCREASE DESCENT PREVENTIVE − MONITOR PREVENTIVE − MONITOR
Figure b Figure d VERTICAL SPEED VERTICAL SPEED
Figure f Figure h
A9201
19/5.1
PAGE 9
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
19/5.1
PAGE 10
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
4. ELECTRICAL POWER SUPPLY
19/5.1
PAGE 11
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Description
19/5.1
PAGE 12
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 523−0776233, dated 6−1−90 or later,
for normal system operating procedures.
19/5.2 S1
ACAS II / TCAS II Change 7.0 PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting, TCAS
TEM NORMAL must be turned off by returning MODE selector on the ATC control to ”ON” and
OPERATING the MODE selector on the TCAS control to ”STBY”.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The
ISTICS
chart below gives the TCAS inhibits created by the radio altimeter and the asso-
ciated RA status.
RADIO ALTITUDE RESOLUTION ADVISORY (RA)
STATUS:
NOTE
Flight director pitch commands may be followed only if they result in a vertical
speed which satisfies the RA command.
NOTE
It is possible in some cases to have insufficient aircraft performance to follow the
TCAS RA command without flying into stall warning or buffet.
Conditions where this may occur include:
− Bank angle in excess of 15 degrees.
− Operation at airports outside 0−5300 ft MSL or at temperatures outside ISA
50 F / 28 C.
− Speeds below normal operating speeds.
− Buffet margin less than 0.3 G.
− Failure to configure for go−around following a climb RA in landing configura-
tion.
− Failure to advance thrust to full rating following a reduced power thrust take-
off.
− Abnormal configurations which reduce performance. (e.g., gear not retract-
able)
− TCAS command reversal to an “INCREASE CLIMB, INCREASE CLIMB” or
a ”CLIMB, CLIMB NOW”.
(Cont’d)
19/5.2 S1
ACAS II / TCAS II Change 7.0 PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
(Cont’d)
NOTE
TCAS will continue to provide RA commands during stick shaker operation.
NOTE
If high speed buffet is encountered when initially responding to RA, relax pitch
force as necessary to reduce buffet, but continue the maneuver.
NOTE
Select TA only mode following an inflight engine shutdown.
WHEN A TCAS RA OCCURS:
If a maneuver is required:
AUTOPILOT . . . . . . . . DISCONNECT
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
POWER . . . . . . . . . . . . AS REQUIRED
IF TCAS ”CLIMB” OR ”INCREASE CLIMB” RA OCCURS WHEN CON-
FIGURED FOR LANDING:
AUTOPILOT . . . . . . . . DISCONNECT
POWER . . . . . . . . . . . . GO−AROUND THRUST
FLAPS . . . . . . . . . . . . . RETRACT TO GO−AROUND POSITION
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
GEAR . . . . . . . . . . . . . . UP WITH POSITIVE RATE OF CLIMB
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDIATELY
ABANDON THE RA MANEUVER AND EXECUTE THE STALL RECOVERY
PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER, IM-
MEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
PROPRIATE GPWS/TAWS RECOVERY PROCEDURE. If a GPWS/TAWS
warning occurs, TCAS will automatically revert to TA only mode and TCAS au-
ral messages are inhibited. Normal TCAS operation will resume when GPWS/
TAWS warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver
within approximately 5 sec., and within approximately 2 1/2 sec. if an additional
corrective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE
selector to ON on the ATC control panel will automatically cause TCAS to be in
standby (TCAS OFF on TA/MFD indicator and RA OFF on RA/VSI indicator).
19/5.2 S1
ACAS II / TCAS II Change 7.0 PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/MFD indicator as YELLOW filled
TEM TRAFFIC circles representing the intruder.
ADVISORY (TA)
Traffic advisories (TA) will be annunciated as appropriate:
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
”TRAFFIC, TRAF- Amber filled circle Conduct a visual search for the in-
FIC” shown on the TA/MFD truder. If successful, maintain visual
indicator acquisition to ensure safe separa-
tion.
2.6 TCAS II Threat traffic are shown on the TA/MFD indicator as RED filled squares repre-
SYSTEM senting the intruder.
RESOLUTION
Resolution advisories (RA) will be annunciated as appropriate:
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S1
ACAS II / TCAS II Change 7.0 PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
(Cont’d)
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S1
ACAS II / TCAS II Change 7.0 PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial reso-
TEM lution advisory (RA) does not provide sufficient vertical separation. These an-
ENHANCED nunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S1
ACAS II / TCAS II Change 7.0 PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 523−0776233, dated 6−1−90 or later,
for normal system operating procedures.
19/5.2 S2
TCAS II Change 6.04A PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting, TCAS
TEM NORMAL must be turned off by returning MODE selector on the ATC control to ”ON” and the
OPERATING MODE selector on the TCAS control to ”STBY”.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The
ISTICS
chart below gives the TCAS inhibits created by the radio altimeter and the associ-
ated RA status.
RADIO ALTITUDE RESOLUTION ADVISORY (RA)
STATUS:
NOTE
Flight director pitch commands may be followed only if they result in a vertical
speed which satisfies the RA command.
NOTE
It is possible in some cases to have insufficient aircraft performance to follow the
TCAS RA command without flying into stall warning or buffet.
Conditions where this may occur include:
− Bank angle in excess of 15 degrees.
− Operation at airports outside 0−5300 ft MSL or at temperatures outside ISA
50 F / 28 C.
− Speeds below normal operating speeds.
− Buffet margin less than 0.3 G.
− Failure to configure for go−around following a climb RA in landing configura-
tion.
− Failure to advance thrust to full rating following a reduced power thrust takeoff.
− Abnormal configurations which reduce performance. (e.g., gear not retract-
able)
− TCAS command reversal to a ”CLIMB−CLIMB−NOW”.
(Cont’d)
19/5.2 S2
TCAS II Change 6.04A PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
(Cont’d)
NOTE
TCAS will continue to provide RA commands during stick shaker operation.
NOTE
If high speed buffet is encountered when initially responding to RA, relax pitch
force as necessary to reduce buffet, but continue the maneuver.
NOTE
Select TA only mode following an inflight engine shutdown.
WHEN A TCAS RA OCCURS:
If a maneuver is required:
AUTOPILOT . . . . . . . . DISCONNECT
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
POWER . . . . . . . . . . . . AS REQUIRED
IF TCAS ”CLIMB” OR ”INCREASE CLIMB” RA OCCURS WHEN CONFIGURED
FOR LANDING:
AUTOPILOT . . . . . . . . DISCONNECT
POWER . . . . . . . . . . . . GO−AROUND THRUST
FLAPS . . . . . . . . . . . . . RETRACT TO GO−AROUND POSITION
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
GEAR . . . . . . . . . . . . . . UP WITH POSITIVE RATE OF CLIMB
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDIATELY
ABANDON THE RA MANEUVER AND EXECUTE THE STALL RECOVERY
PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER, IM-
MEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
PROPRIATE GPWS/TAWS RECOVERY PROCEDURE. If a GPWS/TAWS
warning occurs, TCAS will automatically revert to TA only mode and TCAS aural
messages are inhibited. Normal TCAS operation will resume when GPWS/TAWS
warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver with-
in approximately 5 sec., and within approximately 2 1/2 sec. if an additional cor-
rective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE se-
lector to ON on the ATC control panel will automatically cause TCAS to be in
standby (TCAS OFF on TA/MFD indicator and RA OFF on RA/VSI indicator).
19/5.2 S2
TCAS II Change 6.04A PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/MFD indicator as YELLOW filled
TEM TRAFFIC circles representing the intruder.
ADVISORY (TA)
Traffic advisories (TA) will be annunciated as appropriate:
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
”TRAFFIC, Amber filled circle shown Conduct a visual search for the in-
TRAFFIC” on the TA/MFD indicator truder. If successful, maintain visual
acquisition to ensure safe separation.
2.6 TCAS II Resolution advisories (RA) are shown on the TA/MFD indicator as RED filled
SYSTEM squares representing the intruder.
RESOLUTION
Resolution advisories (RA) will be annunciated as appropriate:
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S2
TCAS II Change 6.04A PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
(Cont’d)
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S2
TCAS II Change 6.04A PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial resolu-
TEM tion advisory (RA) does not provide sufficient vertical separation. These annunci-
ENHANCED ation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S2
TCAS II Change 6.04A PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 523−0776233, dated 6−1−90 or later,
for normal system operating procedures.
19/5.2 S3
ACAS II / TCAS II Change 7.1 PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting, TCAS
TEM NORMAL must be turned off by returning MODE selector on the ATC control to ”ON” and
OPERATING the MODE selector on the TCAS control to ”STBY”.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The
ISTICS
chart below gives the TCAS inhibits created by the radio altimeter and the asso-
ciated RA status.
RADIO ALTITUDE RESOLUTION ADVISORY (RA)
STATUS:
NOTE
Flight director pitch commands may be followed only if they result in a vertical
speed which satisfies the RA command.
NOTE
It is possible in some cases to have insufficient aircraft performance to follow the
TCAS RA command without flying into stall warning or buffet.
Conditions where this may occur include:
− Bank angle in excess of 15 degrees.
− Operation at airports outside 0−5300 ft MSL or at temperatures outside ISA
50 F / 28 C.
− Speeds below normal operating speeds.
− Buffet margin less than 0.3 G.
− Failure to configure for go−around following a climb RA in landing configura-
tion.
− Failure to advance thrust to full rating following a reduced power thrust take-
off.
− Abnormal configurations which reduce performance. (e.g., gear not retract-
able)
− TCAS command reversal to an “INCREASE CLIMB, INCREASE CLIMB” or
a ”CLIMB, CLIMB NOW”.
(Cont’d)
19/5.2 S3
ACAS II / TCAS II Change 7.1 PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
(Cont’d)
NOTE
TCAS will continue to provide RA commands during stick shaker operation.
NOTE
If high speed buffet is encountered when initially responding to RA, relax pitch
force as necessary to reduce buffet, but continue the maneuver.
NOTE
Select TA only mode following an inflight engine shutdown.
WHEN A TCAS RA OCCURS:
If a maneuver is required:
AUTOPILOT . . . . . . . . DISCONNECT
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
POWER . . . . . . . . . . . . AS REQUIRED
IF TCAS ”CLIMB” OR ”INCREASE CLIMB” RA OCCURS WHEN CON-
FIGURED FOR LANDING:
AUTOPILOT . . . . . . . . DISCONNECT
POWER . . . . . . . . . . . . GO−AROUND THRUST
FLAPS . . . . . . . . . . . . . RETRACT TO GO−AROUND POSITION
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
GEAR . . . . . . . . . . . . . . UP WITH POSITIVE RATE OF CLIMB
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDIATELY
ABANDON THE RA MANEUVER AND EXECUTE THE STALL RECOVERY
PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER, IM-
MEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
PROPRIATE GPWS/TAWS RECOVERY PROCEDURE. If a GPWS/TAWS
warning occurs, TCAS will automatically revert to TA only mode and TCAS au-
ral messages are inhibited. Normal TCAS operation will resume when GPWS/
TAWS warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver
within approximately 5 sec., and within approximately 2 1/2 sec. if an additional
corrective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE
selector to ON on the ATC control panel will automatically cause TCAS to be in
standby (TCAS OFF on TA/MFD indicator and RA OFF on RA/VSI indicator).
19/5.2 S3
ACAS II / TCAS II Change 7.1 PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/MFD indicator as YELLOW filled
TEM TRAFFIC circles representing the intruder.
ADVISORY (TA)
Traffic advisories (TA) will be annunciated as appropriate:
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
”TRAFFIC, TRAF- Amber filled circle Conduct a visual search for the in-
FIC” shown on the TA/MFD truder. If successful, maintain visual
indicator acquisition to ensure safe separa-
tion.
2.6 TCAS II Threat traffic are shown on the TA/MFD indicator as RED filled squares repre-
SYSTEM senting the intruder.
RESOLUTION
Resolution advisories (RA) will be annunciated as appropriate:
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S3
ACAS II / TCAS II Change 7.1 PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
(Cont’d)
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S3
ACAS II / TCAS II Change 7.1 PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial reso-
TEM lution advisory (RA) does not provide sufficient vertical separation. These an-
ENHANCED nunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/5.2 S3
ACAS II / TCAS II Change 7.1 PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
3. ABNORMAL OPERATION
2. End of procedure.
TCAS FAIL is annunciated
1. If ”TCAS FAIL” is annunciated on the TA/MFD Indicator or if ”TCAS
FAIL” is annunciated on the RA/VSI Indicator or if ”TCAS SYSTEM
TEST FAIL” audio annunciation occurs, turn TCAS off. Rotate TCAS
mode selector to ”STBY” position. (TCAS will no longer be operable.)
2. End of procedure.
ADC or RALT u/s
1. If ADC or RADIO ALTIMETER no longer available, turn TCAS off.
(TCAS will no longer be operable.)
2. End of procedure.
ACT Light flashes
1. If the ”ACT” light flashes continuously on the ATC control when posi-
tion 1/2 switch is in either position, select ”STBY” on the TCAS mode
selector. (TCAS will no longer be operable.)
2. End of procedure.
TA ONLY flag
1. If ”TA ONLY” flag appears on the TA/MFD Indicator or ”RA OFF” ap-
pears on the RA/VSI Indicator, verify TCAS mode selector is selected
to ”AUTO”. If ”AUTO” is selected and ”TA ONLY” or ”RA OFF” flag is
still in view then the Pilot with the operable VSI (with no RA OFF flag)
should be briefed to conduct any subsequent maneuvers required by
an RA advisory.
2. End of procedure.
VSI flag
1. If ”VSI” flag appears on the RA/VSI indicator, then the Pilot with the
operable VSI (with no VSI flag) should be briefed to conduct any sub-
sequent maneuvers required by an RA advisory.
2. End of procedure.
19/5.2
PAGE 7
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/MFD
Operation
19/5.2
PAGE 8
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
1. GENERAL and the voice message, ”TRAFFIC TRAFFIC”. It
permits mental and physical preparation for a
The TCAS II system is an on−board collision avoid-
possible maneuver to follow, and assists the pilot
ance and traffic situation system which monitors a
in achieving visual acquisition of the threat air-
radius of at least 14 nautical miles about the aircraft
craft.
and, by interrogating any ”intruding” aircraft’s trans-
− If the intruder gets within approximately 30 sec.
ponder, determines if a potential airspace conflict
of CPA, it is considered a threat and an aural and
exists. This is done by computing the range, alti-
visual resolution advisory (RA) is issued. This
tude, bearing and closure rate of other transpond-
level provides a recommended vertical maneuver
er−equipped aircraft, with respect to the TCAS−
using the TCAS II TA/RA/VSI Indicators and
equipped aircraft.
voice messages to provide adequate vertical
The ACAS II system complies with TCAS II Change separation from the threat aircraft or prevents
7.0 and TCAS II Change 7.1. Limitations and initiation of a maneuver that would place the
normal procedures for each ACAS/TCAS mod. are TCAS II aircraft in jeopardy.
described in sub chapter 19/6.2. When TCAS is
2.2 Mode S transponder system equipment
mentioned in this section, ACAS is also applicable.
When TCAS II is mentioned in this manual it applies The Mode S transponder system consists of the
both to change 6.04A, 7.0 and 7.1, unless other- following equipment:
wise stated.
Qty Description
2. MAIN COMPONENTS AND SUBSYSTEMS
1(2) Mode S Transponder(s)
2.1 TCAS II system equipment 1 ATC Transponder Control
The TCAS II system consists of the following: 2(4) L−Band Omni−directional Antennas
(one/two top, one/two bottom)
Qty Description
(A second Mode S transponder can be installed as
1 TCAS II Transmitter−Receiver an option)
2 TA/RA/VSI Indicators
The ATC/MODE S transponder is a solid−state, air-
1 TCAS Control borne, air traffic control (ATC) transponder that re-
2 Directional Antenna sponds to ATCRBS (Air Traffic Control Radar Bea-
(one top, one bottom) con System) MODE A, MODE C and MODE S
(SELECTIVE INTERROGATIONS) interrogations.
The TCAS requires the following equipment to be The MODE S function is capable of being discretely
functional and operating: addressed (so that interrogation can be directed to
− Mode S Transponder a specific aircraft as required by TCAS II) and for
− Air Data Computer receiving and sending data link messages. It is also
− Two TCAS II TA/RA/VSI Indicators capable of receiving and transmitting from two an-
− Radio Altimeter. tennas (for use in diversity operations for improving
air−to−air surveillance and communications).
The TCAS II system provides two levels of threat
advisories: The TCAS II system will resolve multiple aircraft
− If the traffic gets within approximately 45 sec. of encounters. The TCAS II is considered a backup
projected Closest Point of Approach (CPA), it is system to the ”SEE−AND−AVOID” concept and the
then considered an intruder, and an aural and ATC radar environment.
visual traffic advisory is issued. This level calls
attention to a developing collision threat using the
TCAS II traffic/advisory (TA/RA/VSI) indicators
19/6.1
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
2.3 Standard TCAS II definitions
a. ACAS II/TCAS II − An ACAS (AIrborne Collision
Avoidance System) or TCAS (Traffic alert and Colli-
sion Avoidance System) that utilizes interrogation
of, and replies from airborne radar beacon trans-
ponder and provides traffic advisories (TA) and res-
olution advisories (RA) in the vertical plane.
b. Other Traffic − is defined as any other traffic within
the range of the display and within 2700 ft vertic-
ally.
c. Proximate Traffic − is defined to be any traffic not
generating an RA or TA but which is within six nauti-
cal miles (nm) slant range and within 1200 ft ver-
tically.
d. Traffic Advisory (TA) − Information given to the pilot
pertaining to the position of intruding aircraft in the
immediate vicinity. The information contains no
suggested maneuver.
e. Threat − Traffic that has satisfied the threat detec-
tion logic and requires a Resolution Advisory (RA).
f. Resolution Advisory (RA) − A display indication giv-
en to the pilot recommending a maneuver to in-
crease vertical separation relative to an intruding
(threat) aircraft.
(1) Corrective Advisory − A Resolution Advisory
that instructs the pilot to deviate from current
vertical rate.
(2) Preventive Advisory − A Resolution Advisory
that instructs the pilot to avoid certain devi-
ations from current vertical rate.
19/6.1
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
3. CONTROLS
A TCAS II CONTROL
Collins
A B
AUTO TA TCAS
STBY ONL
Y
TEST
Mode Selector
STBY − Standby
AUTO − Traffic / resolution advisory
(automatic) TEST Button
TA ONLY − Traffic advisory mode of operation Push for TCAS self test
B ATC CONTROL
ATC CODE
Collins
DISPLAY
A
COMPARATOR C 1
T 1/2 TRANSPONDER
ANNUNCIATOR
SELECT SWITCH
ANNUNCIATORS RMT TX 2
ATC
ON ALT
CODE SELECT
IDENT
STBY KNOBS (2)
A23996
19/6.1
PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
19/6.1
PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
19/6.1
PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
19/6.1
PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
VISUAL RAs − VERTICAL SPEED SCALE
The color−coded visual advisory areas just inside, and adjacent to, the Vertical A Preventive Resolution Advisory is issued when The TCAS aircraft’s present
Speed Indicators scale instructs the pilot to what vertical speed region is TO BE vertical speed is already outside the prohibited region. Those vertical speeds GREEN =
AVOIDED (RED). If a change in vertical sped is necessary, the specific region of deemed unsafe are illuminated in RED. Preventive Resolution Advisory visual
vertical speed the pilot is to ”fly−to” is illuminated in GREEN. For example, the pro- indications range from restricting rate of climb or descent, to prohibiting RED =
hibited RED vertical speed region may extend form −6000 FPM to +1500 FPM as changes in vertical speed altogether. The aural message ”MONITOR VER-
shown in Figure a. The GREEN ”fly−to” area appears from +1500 FPM to +2000 TICAL SPEED” accompanies the full range of Preventive Resolution Adviso-
FPM. ries.
CORRECTIVE − INCREASE CLIMB CORRECTIVE − INCREASE DESCENT PREVENTIVE − MONITOR PREVENTIVE − MONITOR
Figure b Figure d VERTICAL SPEED VERTICAL SPEED
Figure f Figure h
19/6.1
PAGE 7
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
19/6.1
PAGE 8
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
4. ELECTRICAL POWER SUPPLY
19/6.1
PAGE 9
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Description
19/6.1
PAGE 10
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 523−0776233, dated 6−1−90 or
later, for normal system operating procedures.
19/6.2 S1
ACAS II / TCAS II Change 7.0 PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting,
TEM NORMAL TCAS must be turned off by returning MODE selector on the ATC control to
OPERATING ”ON” and the MODE selector on the TCAS control to ”STBY”.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes.
ISTICS
The chart below gives the TCAS inhibits created by the radio altimeter and
the associated RA status.
RADIO ALTITUDE RESOLUTION ADVISORY (RA)
STATUS:
NOTE
Flight director pitch commands may be followed only if they result in a vertical
speed which satisfies the RA command.
NOTE
It is possible in some cases to have insufficient aircraft performance to follow the
TCAS RA command without flying into stall warning or buffet.
Conditions where this may occur include:
− Bank angle in excess of 15 degrees.
− Operation at airports outside 0−5300 ft MSL or at temperatures outside ISA
50 F / 28 C.
− Speeds below normal operating speeds.
− Buffet margin less than 0.3 G.
− Failure to configure for go−around following a climb RA in landing configura-
tion.
− Failure to advance thrust to full rating following a reduced power thrust take-
off.
− Abnormal configurations which reduce performance. (e.g., gear not retract-
able)
− TCAS command reversal to an “INCREASE CLIMB, INCREASE CLIMB” or
a ”CLIMB, CLIMB NOW”.
(Cont’d)
19/6.2 S1
ACAS II / TCAS II Change 7.0 PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
(Cont’d)
NOTE
TCAS will continue to provide RA commands during stick shaker operation.
NOTE
If high speed buffet is encountered when initially responding to RA, relax pitch
force as necessary to reduce buffet, but continue the maneuver.
NOTE
Select TA only mode following an inflight engine shutdown.
WHEN A TCAS RA OCCURS:
If a maneuver is required:
AUTOPILOT . . . . . . . . DISCONNECT
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
POWER . . . . . . . . . . . . AS REQUIRED
IF TCAS ”CLIMB” OR ”INCREASE CLIMB” RA OCCURS WHEN CON-
FIGURED FOR LANDING:
AUTOPILOT . . . . . . . . DISCONNECT
POWER . . . . . . . . . . . . GO−AROUND THRUST
FLAPS . . . . . . . . . . . . . RETRACT TO GO−AROUND POSITION
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
GEAR . . . . . . . . . . . . . . UP WITH POSITIVE RATE OF CLIMB
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDI-
ATELY ABANDON THE RA MANEUVER AND EXECUTE THE STALL RE-
COVERY PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER,
IMMEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
PROPRIATE GPWS/TAWS RECOVERY PROCEDURE. If a GPWS/TAWS
warning occurs, TCAS will automatically revert to TA only mode and TCAS
aural messages are inhibited. Normal TCAS operation will resume when
GPWSTAWS warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver
within approximately 5 sec., and within approximately 2 1/2 sec. if an additional
corrective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE
selector to ON on the ATC control panel will automatically cause TCAS to be in
standby (TCAS OFF on TA/RA/VSI indicators).
19/6.2 S1
ACAS II / TCAS II Change 7.0 PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER
TEM TRAFFIC filled circles representing the intruder.
ADVISORY (TA)
Traffic advisories (TA) will be annunciated as appropriate:
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
”TRAFFIC, Amber filled circle Conduct a visual search for the in-
TRAFFIC” shown on the TA/RA/ truder. If successful, maintain visual
VSI indicator acquisition to ensure safe separation.
2.6 TCAS II Threat traffic are shown on the TA/RA/VSI indicator as RED filled squares
SYSTEM representing the intruder.
RESOLUTION
Resolution advisories (RA) will be annunciated as appropriate:
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S1
ACAS II / TCAS II Change 7.0 PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
(Cont’d)
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S1
ACAS II / TCAS II Change 7.0 PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial res-
TEM olution advisory (RA) does not provide sufficient vertical separation. These
ENHANCED annunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S1
ACAS II / TCAS II Change 7.0 PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TCAS WITH TA/RA/VSI
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 523−0776233, dated 6−1−90 or later,
for normal system operating procedures.
19/6.2 S2
TCAS II Change 6.04A PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TCAS WITH TA/RA/VSI
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting, TCAS
TEM NORMAL must be turned off by returning MODE selector on the ATC control to ”ON” and
OPERATING the MODE selector on the TCAS control to ”STBY”.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The
ISTICS
chart below gives the TCAS inhibits created by the radio altimeter and the asso-
ciated RA status.
RADIO ALTITUDE RESOLUTION ADVISORY (RA)
STATUS:
NOTE
Flight director pitch commands may be followed only if they result in a vertical
speed which satisfies the RA command.
NOTE
It is possible in some cases to have insufficient aircraft performance to follow the
TCAS RA command without flying into stall warning or buffet.
Conditions where this may occur include:
− Bank angle in excess of 15 degrees.
− Operation at airports outside 0−5300 ft MSL or at temperatures outside ISA
50 F / 28 C.
− Speeds below normal operating speeds.
− Buffet margin less than 0.3 G.
− Failure to configure for go−around following a climb RA in landing configura-
tion.
− Failure to advance thrust to full rating following a reduced power thrust take-
off.
− Abnormal configurations which reduce performance. (e.g., gear not retract-
able).
(Cont’d)
19/6.2 S2
TCAS II Change 6.04A PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TCAS WITH TA/RA/VSI
Operation
(Cont’d)
− TCAS command reversal to a ”CLIMB−CLIMB−NOW”.
NOTE
TCAS will continue to provide RA commands during stick shaker operation.
NOTE
If high speed buffet is encountered when initially responding to RA, relax pitch
force as necessary to reduce buffet, but continue the maneuver.
NOTE
Select TA only mode following an inflight engine shutdown.
WHEN A TCAS RA OCCURS:
If a maneuver is required:
AUTOPILOT . . . . . . . . DISCONNECT
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
POWER . . . . . . . . . . . . AS REQUIRED
IF TCAS ”CLIMB” OR ”INCREASE CLIMB” RA OCCURS WHEN CON-
FIGURED FOR LANDING:
AUTOPILOT . . . . . . . . DISCONNECT
POWER . . . . . . . . . . . . GO−AROUND THRUST
FLAPS . . . . . . . . . . . . . RETRACT TO GO−AROUND POSITION
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
GEAR . . . . . . . . . . . . . . UP WITH POSITIVE RATE OF CLIMB
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDIATELY
ABANDON THE RA MANEUVER AND EXECUTE THE STALL RECOVERY
PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER, IM-
MEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
PROPRIATE GPWS/TAWS RECOVERY PROCEDURE. If a GPWS/TAWS
warning occurs, TCAS will automatically revert to TA only mode and TCAS au-
ral messages are inhibited. Normal TCAS operation will resume when GP-
WSTAWS warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver
within approximately 5 seconds, and within approximately 2 1/2 sec. if an addi-
tional corrective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE
selector to ON on the ATC control panel will automatically cause TCAS to be in
standby (TCAS OFF on TA/RA/VSI indicators).
19/6.2 S2
TCAS II Change 6.04A PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TCAS WITH TA/RA/VSI
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER filled
TEM TRAFFIC circles representing the intruder.
ADVISORY (TA)
Traffic advisories (TA) will be annunciated as appropriate:
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
”TRAFFIC, Amber filled circle shown Conduct a visual search for the in-
TRAFFIC” on the TA/RA/VSI indica- truder. If successful, maintain visu-
tor al acquisition to ensure safe sepa-
ration.
2.6 TCAS II Resolution advisories (RA) are shown on the TA/RA/VSI indicator as RED filled
SYSTEM squares representing the intruder.
RESOLUTION
Resolution advisories (RA) will be annunciated as appropriate:
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S2
TCAS II Change 6.04A PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TCAS WITH TA/RA/VSI
Operation
(Cont’d)
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S2
TCAS II Change 6.04A PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TCAS WITH TA/RA/VSI
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial reso-
TEM lution advisory (RA) does not provide sufficient vertical separation. These an-
ENHANCED nunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S2
TCAS II Change 6.04A PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 523−0776233, dated 6−1−90 or
later, for normal system operating procedures.
19/6.2 S3
ACAS II / TCAS II Change 7.1 PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting,
TEM NORMAL TCAS must be turned off by returning MODE selector on the ATC control to
OPERATING ”ON” and the MODE selector on the TCAS control to ”STBY”.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes.
ISTICS
The chart below gives the TCAS inhibits created by the radio altimeter and
the associated RA status.
RADIO ALTITUDE RESOLUTION ADVISORY (RA)
STATUS:
NOTE
Flight director pitch commands may be followed only if they result in a vertical
speed which satisfies the RA command.
NOTE
It is possible in some cases to have insufficient aircraft performance to follow the
TCAS RA command without flying into stall warning or buffet.
Conditions where this may occur include:
− Bank angle in excess of 15 degrees.
− Operation at airports outside 0−5300 ft MSL or at temperatures outside ISA
50 F / 28 C.
− Speeds below normal operating speeds.
− Buffet margin less than 0.3 G.
− Failure to configure for go−around following a climb RA in landing configura-
tion.
− Failure to advance thrust to full rating following a reduced power thrust take-
off.
− Abnormal configurations which reduce performance. (e.g., gear not retract-
able)
− TCAS command reversal to an “INCREASE CLIMB, INCREASE CLIMB” or
a ”CLIMB, CLIMB NOW”.
(Cont’d)
19/6.2 S3
ACAS II / TCAS II Change 7.1 PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
(Cont’d)
NOTE
TCAS will continue to provide RA commands during stick shaker operation.
NOTE
If high speed buffet is encountered when initially responding to RA, relax pitch
force as necessary to reduce buffet, but continue the maneuver.
NOTE
Select TA only mode following an inflight engine shutdown.
WHEN A TCAS RA OCCURS:
If a maneuver is required:
AUTOPILOT . . . . . . . . DISCONNECT
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
POWER . . . . . . . . . . . . AS REQUIRED
IF TCAS ”CLIMB” OR ”INCREASE CLIMB” RA OCCURS WHEN CON-
FIGURED FOR LANDING:
AUTOPILOT . . . . . . . . DISCONNECT
POWER . . . . . . . . . . . . GO−AROUND THRUST
FLAPS . . . . . . . . . . . . . RETRACT TO GO−AROUND POSITION
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
GEAR . . . . . . . . . . . . . . UP WITH POSITIVE RATE OF CLIMB
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDI-
ATELY ABANDON THE RA MANEUVER AND EXECUTE THE STALL RE-
COVERY PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER,
IMMEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
PROPRIATE GPWS/TAWS RECOVERY PROCEDURE. If a GPWS/TAWS
warning occurs, TCAS will automatically revert to TA only mode and TCAS
aural messages are inhibited. Normal TCAS operation will resume when
GPWSTAWS warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver
within approximately 5 sec., and within approximately 2 1/2 sec. if an additional
corrective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE
selector to ON on the ATC control panel will automatically cause TCAS to be in
standby (TCAS OFF on TA/RA/VSI indicators).
19/6.2 S3
ACAS II / TCAS II Change 7.1 PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER
TEM TRAFFIC filled circles representing the intruder.
ADVISORY (TA)
Traffic advisories (TA) will be annunciated as appropriate:
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
”TRAFFIC, Amber filled circle Conduct a visual search for the in-
TRAFFIC” shown on the TA/RA/ truder. If successful, maintain visual
VSI indicator acquisition to ensure safe separation.
2.6 TCAS II Threat traffic are shown on the TA/RA/VSI indicator as RED filled squares
SYSTEM representing the intruder.
RESOLUTION
Resolution advisories (RA) will be annunciated as appropriate:
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S3
ACAS II / TCAS II Change 7.1 PAGE 4
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
(Cont’d)
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S3
ACAS II / TCAS II Change 7.1 PAGE 5
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial res-
TEM olution advisory (RA) does not provide sufficient vertical separation. These
ENHANCED annunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
19/6.2 S3
ACAS II / TCAS II Change 7.1 PAGE 6
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
3. ABNORMAL OPERATION
2. End of procedure.
TCAS FAIL is annunciated
1. If ”TCAS FAIL” is annunciated on the TA/RA/VSI Indicator or if ”TCAS
SYSTEM TEST FAIL” audio annunciation occurs, turn TCAS off. Ro-
tate TCAS mode selector to ”STBY” position. (TCAS will no longer be
operable.)
2. End of procedure.
ADC or RALT u/s
1. If ADC or RADIO ALTIMETER no longer available, turn TCAS off.
(TCAS will no longer be operable.)
2. End of procedure.
ACT Light flashes
1. If the ”ACT” light flashes continuously on the ATC control when posi-
tion 1/2 switch is in either position, select ”STBY” on the TCAS mode
selector. (TCAS will no longer be operable.)
2. End of procedure.
RA flag
1. If ”RA” flag appears on the TA/RA/VSI indicator, verify TCAS control
mode switch is selected to ”AUTO”. If ”AUTO” is selected and ”RA”
flag is still in view then the Pilot with the operable VSI (with no RA
flag) should be briefed to conduct any subsequent maneuvers re-
quired by an RA advisory.
2. End of procedure.
VSI flag
1. If ”VSI” flag appears on the TA/RA/VSI indicator, then the Pilot with
the operable VSI (with no VSI flag) should be briefed to conduct any
subsequent maneuvers required by an RA advisory.
2. End of procedure.
19/6.2
PAGE 7
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
ACAS/TCAS WITH TA/RA/VSI
Operation
19/6.2
PAGE 8
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
1. GENERAL zontal and vertical position) with a safe altitude
“floor” based on known terrain features, extracted
The Terrain Awareness Warning System (TAWS),
from an internal terrain database. Accurate aircraft
provides unique visual and aural warnings to pre-
position data are derived from a Global Positioning
vent the aircraft from approaching the ground inad-
System (GPS) receiver implemented in TAWS unit
vertently. The TAWS is based on the standard
or from the optional FMS/GPS system.
Ground Proximity Warning System (GPWS) with
additional “look ahead” features to improve crew The TAWS computer (TAWC) monitors interfacing
situational awareness and provide advanced warn- system inputs to determine if any alert/warning en-
ings and alerts of hazardous proximity to terrain velope is being penetrated. When aircraft operation
with significantly increased margins compared to deviates into an alert/warning condition, visual
the standard GPWS. The TAWS continuously warning and aural messages are generated as
compares the projected aircraft ground track (hori- shown in Table 1.
3 − Altitude loss after take off TERRAIN / BELOW G/S lights − DON’T SINK
4A − Terrain clearance (gear TERRAIN / BELOW G/S lights − TOO LOW GEAR
up) − TOO LOW TERRAIN
4B − Terrain clearance (gear TERRAIN / BELOW G/S lights − TOO LOW FLAPS
down, flaps up) − TOO LOW TERRAIN
4C − Minimum Terrain clear- TERRAIN / BELOW G/S lights − TOO LOW TERRAIN
ance during takeoff
TCF − Pre−mature Descent TERRAIN / BELOW G/S lights − TOO LOW TERRAIN
(Cont’d)
19/7.1
PAGE 1
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
2.1 Aural Warnings Obstacle database is a separate file from the terrain
database, containing man made obstacles with a
The aural messages are digitally synthesized and height exceeding 100 feet. The obstacle data is pro-
stored in read only memories in TAWC. When an cessed and displayed on the EFIS and MFD in the
alert/warning is generated, the information stored in same fashion as terrain is presented on the display,
the appropriate read only memories is retrieved and it causes same visual indications of warning and
converted to an audio signal. The audio signal is caution alerts like terrain.
routed to the audio integrating system where it is
Some areas may not be included in the obstacle
amplified and supplied to both pilots’ cockpit speak-
database. The operator should check the availability
ers and headsets.
of obstacle database for his area of operation.
2.2 Visual Warnings
2.5 Geometric Altitude
The amber TERRAIN/BELOW G/S and red TER-
Geometric altitude is a computed aircraft altitude
RAIN lamps are illuminated pushbutton activated by
designed to ensure optimal operation of the terrain
the TAWS computer.
awareness function through all phases of flight and
If more than one warning mode envelope is pene- atmospheric conditions. Geometric altitude uses a
trated at the same time requiring conflicting aural pressure altitude calculation, GPS altitude, radio
warnings, the warnings are generated according to altitude, terrain and runway elevation data to reduce
the priority order in Table 2. or eliminate errors potentially induced in correct
The highest priority message is always provided. If barometric altitude by temperature extremes, non
a higher priority warning occurs, the higher priority standard altitude conditions and altimeter miss−
warning is immediately generated. When a warning sets. Geometric altitude allows TAWS operations in
ceases, the message is completed before switching QFE environments without special procedures by
to a warning of lower priority. the flight crew.
The terrain database divides the earth’s surface into The weather radar adapter converts digital terrain
grid sets referenced horizontally on the geographic data from the computer into Red−Green−Blue
coordinate system of the WGS−84. Higher resolu- (RGB) format which is transmitted to the LH/RH
tion grids are used around airports. EHSI on the EFIS and the MFD, via a WXR/TAWS
relay.
19/7.1
PAGE 2
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
19/7.1
PAGE 3
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
BLACK
SEA LEVEL
AIRCRAFT AT RELATIVE HIGH ALTITUDE
SEA LEVEL
B16672 AIRCRAFT AT RELATIVE LOW ALTITUDE
Fig. 1 Display colors − schematic
1 PULL UP 1
3 PULL UP 2
(Cont’d)
19/7.1
PAGE 4
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
12 Altitude Callouts 6
15 SINK RATE 1
16 DON’T SINK 3
17 GLIDESLOPE 5
NOTE
1) Alerts/warnings for man made obstacles will not be given if such obstacle data is not included in the data-
base.
19/7.1
PAGE 5
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
50% Red Terrain that is more than 2000 feet above aircraft altitude.
50% Yellow Dots Terrain that is between 1000 and 2000 feet above aircraft altitude.
25% Yellow Dots Terrain that is 500 (250 with gear down) below to 1000 feet above aircraft
altitude.
Solid Green Shown only when no Red or Yellow terrain areas are within range on the
display. Highest terrain not within 500 (250 with gear down) feet of aircraft
altitude.
50% Green Dots Terrain that is 500 (250 with gear down) feet below to 1000 below aircraft
altitude, or Terrain that is middle elevation band when there are no Red or
Yellow terrain areas within range on the display.
16% Green Dots Terrain that is 1000 to 2000 feet below aircraft altitude, or terrain that is the
lower elevation band when there are no Red or Yellow terrain areas within
range of the display.
19/7.1
PAGE 6
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
Radio altitude
Radio altimeter
Aural Warning Audio
splitter
Vertical speed
Air data computer Altitude
Ind. Airspeed
(Depending on FDAU status) Flight
recorder
TERRAIN
Warning and test
LH AHRS TAWC
TERRAIN
Caution and G/S Inhibit
BELOW
Auto pilot engaged G/S
DH FAULT
(with Mod. No. 3151 installed) Fault and Display select
DISP
Weather Radar
Range
TERR
Terrain Inhibit
Flap position
TAWS
FLAP
OVRD
Override
A24734 NORM
Fig. 2 TAWS − schematic
19/7.1
PAGE 7
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERRAIN
BELOW
G/S
”SINK RATE”
TERRAIN
”PULL UP”
A24742
19/7.1
PAGE 8
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERRAIN TERRAIN
BELOW
G/S
Warning out
A28219
19/7.1
PAGE 9
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERRAIN TERRAIN
BELOW
G/S
Warning out
A24752
19/7.1
PAGE 10
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERRAIN
BELOW
G/S
” DON’T SINK”
A11200
19/7.1
PAGE 11
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERRAIN TERRAIN
BELOW BELOW
G/S G/S
A24749
19/7.1
PAGE 12
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERRAIN TERRAIN
BELOW BELOW
G/S G/S
A24748
Fig. 8 Inadvertent proximity to terrain with gear down and flaps up − schematic
19/7.1
PAGE 13
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERRAIN
BELOW
G/S
A24747
19/7.1
PAGE 14
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERRAIN
BELOW
G/S
”GLIDESLOPE”
6 db higher than previous
2 dots
RALT 300 ft
1.3 dots
TERRAIN
BELOW
G/S
”GLIDESLOPE”
A24746
19/7.1
PAGE 15
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
”500”
“MINIMUMS−MINIMUMS”
DH
A28520
19/7.1
PAGE 16
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
A24773
19/7.1
PAGE 17
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
700’
AGL
400’
AGL
TERRAIN
4NM 12NM 15NM
A28498
19/7.1
PAGE 18
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
BELOW BELOW
G/S G/S
WARNING WARNING
AREA AREA
CAUTION
AREA CAUTION
AREA
A28496
19/7.1
PAGE 19
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
3. CONTROLS AND INDICATORS
A A
A TAWS Test.
Press the TERRAIN warning light button to acti-
G/S TAWS vate the TAWS self test.
INHIBIT TEST
TERRAIN TERRAIN
BELOW
TERR
G/S AWARE
FAULT
DISP
A24792
19/7.1
PAGE 20
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
TERR
INHIBIT
TERR
TERRAIN INHIBIT buttonlight.
INH Press the Terrain Inhibit to inhibit the terrain
awareness functions at areas not covered by the
TAWS terrain database.
FLAP
OWRD
NORM
A24790
19/7.1
PAGE 21
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Description
4. ELECTRICAL POWER SUPPLY
19/7.1
PAGE 22
Jun 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Operation
1. LIMITATIONS
2. NORMAL OPERATION
19/7.2
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Operation
2.5 TAWS FLAP For intentional landing without landing flap set, override the Mode 4B warnings
OVERRIDE with the TAWS FLAP switch.
1. TAWS FLAP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
− The switch in OVRD simulates landing flap for the TAWS.
19/7.2
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Operation
3. ABNORMAL OPERATION
19/7.2
PAGE 3
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
TAWS
Operation
6. Loss of ARINC 429 range data bus from the weather radar adapter to the
TAWC.
− Terrain awareness functions and terrain display inoperative.
7. Power supply fault to WXR/TAWS switching relay and weather radar adapt-
er.
− Terrain awareness functions and terrain display inoperative.
19/7.2
PAGE 4
Apr 01/15
AIRCRAFT OPERATIONS MANUAL
Part 2
a) be used for any purpose other than those for which it was supplied;
b) be copied or reproduced in whole or in part without the prior written
consent of Saab AB; nor
c) be disclosed to any third party without the prior written consent of
Saab AB
Saab AB
SE−581 88 Linköping
Sweden Telephone: int+46 13 18 00 00
ALERT
OPERATIONS
BULLETIN
No. DATE CONTENT
20 −CONTENTS
PAGE 1
Dec 01/17
Aircraft Operations Manual ALERT OPERATIONS BULLETINS
ALERT
OPERATIONS
BULLETIN
No. REASON
1A Covered by Mod No 1985.
2 Corrected by Vendor SB and Abnormal Checklist.
3 Incorporated in Abnormal Checklist.
4 Incorporated in Section 17 Power Plant.
5 Incorporated in Abnormal Checklist.
6 Incorporated in Emergency Checklist.
7 Incorporated in Abnormal and Emergency Checklist.
8 Incorporated in Emergency Checklist.
9 Incorporated in Section 17 Power Plant.
10 The deficiencies in the Anti−Skid System are corrected when SB 32−107 (mod.
no. 2718) is implemented.
The SB is mandated by Airworthiness Directives.
11, Rev B Transferred to the MRB as Maintenance action.
12 Ruptured de−ice boots
20 −CONTENTS
PAGE 2
Dec 01/17
Aircraft Operations Manual OPERATIONS BULLETINS
OPERATIONS
BULLETIN
No. DATE CONTENT
2C Oct 05/01 Windshield wiper operation.
10 Dec 06/90 Boot de−ice timer warning.
14 May 06/91 Autocoarsen system.
19 Jun 27/94 Propeller Brake Operational Restriction.
20 Jul 08/94 TCAS system changes
23A Feb 20/95 Manually operated BETA STOP
25A Feb 02/01 Start Control and Procedures Changes
27A Apr 30/97 Modified Engine Intakes
32 Oct 06/00 CT7−9B Power Fluctuations
35 Apr 10/12 FMS − Erroneous Steering and Guidance Condition.
39 Apr 01/15 Erroneus Guidande Caused by an Improperly Cancelled Hol-
ding Pattern.
21
PAGE 1
Dec 01/17
Aircraft Operations Manual OPERATIONS BULLETINS
OPERATIONS
BULLETIN
No. REASON
1 Incorporated in Chapter 6/2.1 EMERGENCY EQUIPMENT, Oxygen
3 Covered by Service Newsletter.
4 Hamilton Standard and Dowty Landing performance is now equal.
5 Covered by Service Bulletin.
6 Incorporated in AOM/AFM.
7 All HMU’s have been SCREENED for the +10 C to +18 C concern.
8 Stall warning computers replaced.
9 Corrected by Vendor Service Bulletin.
11 Incorporated in Section 11.
12 Corrected by Service Bulletin.
13 Incorporated in Abnormal Checklist.
15 Incorporated in Chapter 12/3.1 INSTRUMENTS AND RECORDERS, Flight Re-
corder System.
16 Corrected in Revision No 12, Jul 15/91. The complete Chapter 32/2 CLIMB/
CRUISE/ DESCENT, Climb has been revised.
17 Incorporated in Supplement 37/1, Operation in cold weather and icing conditions.
18 Ground Operation with Condition Levers in UNF position. Incorporated in
section17.
21 Special bottoming governor check incorporated in supplement no. 1.
22 Incorporated in Section 17
24 Incorporated in Abnormal Checklist.
26 Incorporated in Section 17 and Abnormal Checklist.
28 Incorporated in Section 17.
29 Incorporated in Section 17 and Abnormal Checklist.
30 Recommendations regarding de−/anti−icing fluids incorporated in supplement no.
1
31 Incorporated in section 19 and supplement no. 1
33 Incorporated in section 25/3.
34 FMS − Erroneous Course Deviation Presentation. Incorporated in Section 36/10.
36 Provisioning for Electronic Flight Bag − iPad
37 Incorporated in section 24/2 and Emergency Checklist.
38 Incorporated in Emergency Checklist.
21
PAGE 2
Dec 01/17
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN No. 2, Rev C
WINDSHIELD WIPER OPERATION
THIS AOM BULLETIN IS NOT APPLICABLE TO AIRCRAFT WITH MOD NO 2354 INSTALLED
(SB No 30−041 OR SB No 30−079).
Mod No 2354 consists of an improved resistor circuit for the LOW mode.
Some occurrences of overheating of resistors in the windshield wiper control circuitry has been reported.
These resistors affect the LOW and PARK mode only. The overheat has resulted in smoke being generated
in the cockpit.
To prevent reoccurrence until the design weakness has been corrected the procedures for operating the
windshield wipers are recommended to be changed as follows:
− HIGH mode shall always be used.
− When parking the wiper the rotary switch shall only be placed in PARK mode momentarily. ”Prolonged”
(longer than 1 second) operation in PARK mode with the wiper stationary in correct or erroneous parking
position may result in an overheat situation.
− The wiper shall never be operated on a dry windshield.
If smoke is being generated due to overheat, place the rotary switch in OFF position and the smoke genera-
tion will cease when the temperature goes down.
21/2
PAGE 1(1)
Oct 05/01
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN No. 10
BOOT DE−ICE TIMER WARNING
Background
Tolerances in the engine bleed extraction system and the HP bleed valve trigger level may result in the HP
bleed valve not being activated at low power settings. At the same time LP bleed pressure may not be suffi-
cient for de−icer boot operation, indicated by the TIMER caution light coming on. Occasionally the TIMER
caution comes on while a proper de−ice cycle is indicated by the green BOOT INDICATION LIGHTS. This
indication however, shall not be considered a de−icer cycle.
Pilot Action
Whenever a TIMER warning in flight is experienced, the correct action is to increase TRQ to approximately
25−30% to achieve a sufficient bleed extraction from the LP bleed system. Let the TIMER warning go out and
reactivate the Boot de−ice system. If the TIMER warning comes on again, revert to Abnormal Check−list pro-
cedure for TIMER LIGHT ON.
21/10
PAGE 1(1)
Dec 06/90
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN No. 14
AUTOCOARSEN SYSTEM
Applicable to aircraft with Mod No 2198, SB 61− 026, Propellers − Introduction of new autocoarsen com-
puter.(A computer which requires also P3 for uncoarsening).
Description
− A latch logic has been incorporated in the improved autocoarsen computer for the purpose of preventing
uncoarsening of an already coarsened propeller unless both TRQ and P3 returns above threshold values
(50%, 120 psi).
− There is no change of the input signals to the computer (TRQ, P3, Ng, Ne and PLA ) for arming the sys-
tem, nor is there any change of the signals or the logic for an autocoarsen activation.
− With the system selected ON, TRQ and P3 are the only parameters which can cause a propeller to un-
coarsen after it has autocoarsened regardless of whether the autocoarsen occurred in HIGH or LOW
mode.
− After an autocoarsen event the signals from each engine are processed separately which means there is
no comparison of signals between the engines any more.
Normal/Abnormal/Emergency procedures
− No change.
Tests
− The latch logic must be reset every time the autocoarsen computer has signaled thepropeller to autocoar-
sen. The reset is accomplished by setting the AUTOCOARSEN switch to OFF for at least 2 seconds then
ON or the Test Switch to RST, however, it is preferable to use the AUTOCOARSEN switch as the the
torque signal decreases rapidly when the RPM goes down and the test switch function requires a torque
signal of approx 10%.
− Autocoarsen system test / P3 switch test ( Ref. AOM 2/17 ) ; − with the AUTOCOARSEN switch ON ,
every time L/R PUMP switches have been selected to MAN FEATHER or the AUTO COARS LOW
TEST switch has been selected Lor R ,the latch must be reset as described above.
21/14
PAGE 1(1)
May 06/91
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN No. 19
Propeller Brake Operational Restriction
There have been cases where the Propeller has started to rotate during propeller brake operation with the
R PROP BRK switch selected ON.
The procedure calls for to ”maintain HYDR MAIN pressure between 2700 and 3000 psi by switching HYDR
PUMP switch between OFF and AUTO”.
As an extra safety feature a HYDR caution will come on if the pressure drops to a specified value.
The events have revealed that the warning has been triggered at a too low pressure, due to a faulty switch in
the Propeller Brake Valve.
Service Bulletins will be issued which will take care of the faulty component.
Until the Service Bulletins are implemented the following apply;
− During normal operation, with the propeller brake engaged, the HYD PUMP switch must remain in AUTO
position.
NOTE
There are no changes in the Abnormal and Emergency procedures.
21/19
PAGE 1(1)
Jun 27/94
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN No. 20
TCAS SYSTEM CHANGES
BACKGROUND
TTR−920 TCAS II TRANSMITTER−RECEIVER
SERVICE INFORMATION LETTER
CAS LOGIC CHANGE 6.04A ENHANCED
The Service Information Letter provides information about the TCAS II inhibits, modes and parameter
changes made to enhance TCAS system performance and to make the system more compatible with the Air
Traffic Control System.
CHANGES
The changes are implemented in the TTR−920 TCAS II Transmitter−Receiver by service bulletin and are
identified by a change to the equipment part number. The following table relates baseline part numbers and
operational parameters to the new part numbers and requirements for Change 6.04A Enhanced enhance-
ments.
BASELINE 6.04A ENHANCED
622−8971−012 622−8971−020
622−8971−112 622−8971−120
622−8971−014 622−8971−320
1. RA INHIBIT ALTITUDE:
TCAS shall inhibit all resolution advisories (RAs) when own aircraft is below the radio altimeter altitudes
listed in the following table.
21/20
PAGE 1(3)
Jul 08/94
Aircraft Operations Manual OPERATIONS BULLETINS
3. DESCEND RA INHIBIT:
The descend RA inhibit altitude remains unchanged, descend resolution advisories (RAs) will be inhibited
when own aircraft is below the radio altimeter altitudes listed in the following table.
The increase descend RA inhibit altitude remains unchanged, increased descend resolution advisories
(RAs) will be inhibited when own aircraft is below the radio altimeter altitudes listed in the following table.
BASELINE 6.04A ENHANCED
21/20
PAGE 2(3)
Jul 08/94
Aircraft Operations Manual OPERATIONS BULLETINS
OPERATION
The occurence of traffic alerts (TAs) against legally separated IFR traffic and when own aircraft is below 5000
feet has resulted in changes to the Vertical Threshold and the Alarm Time parameters. The threshold has
been reduced from 1200 feet to 850 feet for altitudes up to FL300 (30 000 feet). The alarm time change al-
lows TCAS to better adapt to the terminal airspace.
Similarly, resolution advisories (RAs), either preventive or corrective, in the terminal area were considered to
be excessive, as were RAs against projected crossing threat traffic that levels off approximately 1000 feet
away, both when own aircraft is level and when own aircraft has a high vertical rate. It was also necessary to
make the system more tolerant of assigned altitude overshoots of up to 400 ft. Changes were made to the
Vertical Threshold and Alarm Time parameters for RAs to reduce the occurrence of these advisories.
Immediate and smooth response to a Resolution Advisory (RA) is required to obtain maximum separation.
While TCAS II RA algorithms are based upon the pilot initiating the initial maneuver within 5 seconds of the
RA, and within 2.5 seconds for additional corrective RAs (increase or reversal) that may be issued. Any
delay in responding to RAs will reduce the separation provided. The pilot should respond immediately to the
RA even if the intruder is not in visual contact.
21/20
PAGE 3(3)
Jul 08/94
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN NO. 23, Rev A
Manually operated BETA STOP
WARNING
GENERAL
Manipulation of PLs below Flight Idle Stop when airborne has caused one accident and several incidents in-
cluding uncontrolled flight, power loss on one or both engines as well as severe engine damage. Due to this
situation an automatic PL Stop will be implemented in the fleet over the next two years.
Despite the above cockpit warning placard, during a recent incident both PLs were unintentionally moved be-
low FLT IDLE on final approach, whereby one engine flamed out completely. The other engine did relight au-
tomatically. Therefore SAAB has decided to provide the fleet with a manually operated PL Stop, called ”BETA
STOP” (Mod No. 2609, SB 76−034). This is an interim measure until the automatic PL Stop is incorporated.
The purpose of the BETA STOP is to prevent any PL from being unintentionally moved into the beta range
during flight.
The use of the stop requires additional procedures and a slight modification to the Normal Checklist.
DESCRIPTION
The stop consists of a simple flap marked BETA OPEN on one side and BETA STOP on the other side.
When lifted and positioned fully forward and down (BETA STOP), the stop will prevent PL movement into the
beta range. The stop will act as a backup approx. 2 mm (1/10 inch) behind the PLs when in the FLT IDLE
position. When the stop is lifted and positioned aft (BETA OPEN) the PLs are free to be moved into beta and
reverse. The stop is designed to be operated aft by use of a single finger (other fingers clenched).
NOTE
Individual operators might require adjustments of the recommended procedures due to special operating
landing conditions. This should be discussed with the respective operators national Aviation
Authority.
− It is recommended that the ”beta stop operation” should be included in the approach briefing.
− Just before touchdown, PNF should be prepared to remove and set the stop to BETA OPEN position
(Fig. 3).
− Immediately after touchdown, PNF should remove and set the stop to BETA OPEN position (Fig. 4).
21/23
PAGE 1(3)
Feb 20/95
Aircraft Operations Manual OPERATIONS BULLETINS
NOTE
The following callouts are recommended by SAAB, however, they may not necessarily meet all the needs
for all airlines. It is important that appropriate Company standard callouts are determined and established.
CALLOUT BY CONDITION/REMARKS
WARNING
It is essential that PF manipulates the PLs in the normal way, thus retarding PLs to the normal FLT IDLE
stop when required, and not to the new ”BETA STOP”. The old rule still applies:
DO NOT TOUCH PL LATCHES WHEN AIRBORNE (ref AOM 17.1 page 27/28).
WARNING
It is essential that the stop is removed immediately after touch down and before PLs are retarded to avoid
hang up with consequential delay in ground idle power application.
TRAINING
− The crew should be briefed about the intended purpose of the stop and how to use it.
− The stop is simple in design and simple to use, therefore no special training is required. However, before
first flight with the stop installed, pilots are recommended to exercise the stop, with PL manipulations in
and out of beta range, in a crew coordinated way including call outs. Further training should not be re-
quired.
− It is recommended that all flight crews receive a copy of this bulletin.
PERFORMANCE
− No change.
ABNORMAL AND EMERGENCY PROCEDURES
− No change.
21/23
PAGE 2(3)
Feb 20/95
Aircraft Operations Manual OPERATIONS BULLETINS
Position during
ground operation
Fig 1
Fig 2
Fig 3
A14020
21/23
PAGE 3(3)
Feb 20/95
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN NO. 25, Rev A
Start Control and Procedures Changes
BACKGROUND
In an effort to improve the reliability of the Power Distribution Units (PDU), additional changes are being made
to the aircraft wiring to protect some of the relays used during start operations from power interruptions if the
GPU should malfunction or drop off line during a start. There are also additional steps that the flight crew can
take to help improve the aircraft reliability. These topics are discussed below.
OPERATIONAL EFFECTS ON THE AIRCRAFT ELECTRICAL SYSTEM AS A RESULT OF MOD NO. 2617,
SAAB SB 24−025 (ADDITIONAL CHANGES TO THE ENGINE START CONTROL POWER SUPPLY)
This modification provides an improved electrical environment for the start relays, the battery relays and the
external power relay during start operations when the aircraft is powered from a Ground Power Unit (GPU).
The power supply changes are as follows:
− LH Start relay coil power is moved to the LH Hot Battery Bus
− RH Start relay coil is already powered by the RH Hot Battery Bus (Mod No. 2418 − SB 24−020)
During starter operation, the following components will be powered by the Emergency Battery Bus:
− LH and RH Battery disconnect relays
− External Power relay coil
− External Power Switch
These changes also prevent the battery relays from closing into the start currents as long as the Start Switch
is held or the start relay is energized (if the GPU should malfunction or drop off line). The start will no longer
continue on battery power as presently described in the AOM.
If all systems work properly there will be no changes in the cockpit procedures during a start with Mod No.
2617 installed. However, if the GPU should drop off line while the Start Switch is being held in the Start posi-
tion or anytime that the start relay is energized, there will be a loss of electrical power to the aircraft. Since
the battery relays will no longer automatically energize with the loss of ground power, the only busses that will
be powered are the LH and RH Hot Battery Busses and the Emergency Battery Bus until the start switch is
released (during a motoring start) or the Condition Lever is moved to Fuel Off (during a normal start).
The loss of power will effect most systems in the cockpit as well as the cabin lighting. Since the Ground Pow-
er Switch is now powered by the Emergency Bus during the start, the External Power Switch will not auto-
matically move to the OFF position. Electrical power will be restored (Main battery power) once the Condition
Lever is moved to Fuel OFF (during a normal start) or the Start Switch is released (during a motoring start)
and the External Power Switch moves to OFF. As a result of this event, the flight crew should request another
ground power unit or do a battery or cross generator start depending on the available power supply.
Particular attention should be given to the engine temperature (ITT) since the loss of the GPU may result in a
Hung Start depending on when the GPU drops off line. If ITT may not be supervised due to darkness in the
cockpit the motoring start should be aborted. Take the Condition Lever to Fuel Off and the light will come on
again.
21/25
PAGE 1(2)
Feb 02/01
Aircraft Operations Manual OPERATIONS BULLETINS
CAUTION
Turn IGN switch to NORM within 2 seconds after CL is moved to START. If not, retard CL to FUEL OFF
and motor engine.
21/25
PAGE 2(2)
Feb 02/01
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN NO. 27, Rev A
Modified Engine Intakes
BACKGROUND
To improve anti−icing of the inlet, a redesign of the intake heating system has been performed. Part of the
improvement is an increase in the electrical power. The modified intake will now be installed in some aircraft
at selected operators in accordance with a Controlled Service Introduction Program as a final proof of the im-
provement.
The modification is covered in:
SB 30−054 Mod No. 2662 for Lucas intakes (ACT)
SB 30−055 and 30−057 Mod No. 2664 and 2708 for Cox intakes.
Because of an increased electrical power demand from the AC generators the thrust will be slightly reduced
when Engine Anti−Ice is selected ON. This will affect the performance charts/tables in the AOM and AFM
listed below.
With Engine Anti−Ice ON, enter the appropriate performance charts/tables with 100 lbs/50 kg more than actu-
al weight when calculating performance.
AOM
− Climb Limited Takeoff Weight
− One Engine Service Ceiling
− Drift Down
− Approach Climb Limited Landing Weights
− Speed and SAR, single engine.
AFM
− Climb Limited Takeoff Weights and Second Segment Climb Gradients
− Approach Climb Limited Landing Weights
− Final Climb Gradients and Speeds
− Enroute Single Engine Net Gradients and Speeds.
21/27
PAGE 1(1)
Apr 30/97
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN NO. 32
CT7−9B Power Fluctuations
EFFECTIVITY
Applicable to all Saab 340B aircraft.
GENERAL
Even when operating in accordance with published requirements for activation of the engine anti−ice system,
very short−duration (1−4 seconds) power fluctuations may occur. These power fluctuations are the result of
snow / ice accumulation in the birdcatcher that is sometimes ingested into the engine. Ingestion of this snow /
ice, in some cases, causes momentary (less than 2 seconds) quenching of the combustor, and / or self−re-
covering ingestion compressor stall. Reports from pilots show that power fluctuations will occur primarily at
altitudes greater than 10,000 feet while operating at temperatures between ISA and ISA+20 in icing condi-
tions, or shortly after leaving such conditions.
It should be noted that in almost 9 million hours of Saab 340 operation only one actual engine shutdown has
been experienced as a result of a power fluctuation. Investigation of that incident discovered a failed fuse in
the engine’s DECU. As a result of the investigation, requirements were incorporated for an auto−ignition test
to be accomplished once per day (every flight for operation according to FAA regulations). Since then, no fur-
ther complications have been experienced with a power fluctuation.
In all cases, the power fluctuation requires no aircrew input for recovery, and incurs no adverse affects
on engine integrity or performance.
IDENTIFICATION
Power Fluctuation is defined as a self−recovering short−term single transient in engine parameters induced
by the ingestion of snow/ice. It is identified by a short illumination of the FSP IGN light. The light remains illu-
minated approximately 7 seconds even though the actual power fluctuation lasts only 1−4 seconds. In most
cases only small fluctuations in ITT, NG, and TQ will be visible for less than 4 seconds. Power fluctuations
may also cause a ”pop” noise, a small yaw transient, or a visible flash coming out of the engine tailpipe.
DESCRIPTION
The power fluctuation phenomenon is well understood thanks to analysis of test and in−service data. This
data was obtained from DFDR information from actual events, aircrew reports, videotape of actual events
(recorded by cameras installed in the engine inlet during revenue service), ”water slug” tests conducted by
G.E. in test cell rigs, ice tunnel testing and flight test results.
The video recordings showed small lumps of snow shedding from the aft wall of the birdcatcher and being
sucked into the engine. Figure 1 A−G shows the sequence of events leading to a power fluctuation.
NOTE
Since activation of the auto−ignition system on Saab 340B aircraft is both more sensitive, and latches for
at least 7 seconds, pilot reports of power fluctuations on Saab 340B aircraft outnumber those for Saab
340A aircraft by 10 to 1.
For analysis purposes, power fluctuations have been separated into three distinct types, depending upon the
actual internal process within the powerplant, and the resulting external symptoms. The three types are de-
fined, along with resulting cockpit and other indications, as follows (see also Figure 2):
21/32
PAGE 1(7)
Oct 06/00
Aircraft Operations Manual OPERATIONS BULLETINS
− A ”Type I” power fluctuation is caused by a full or partial quenching of the combustor caused by ingestion
of a water slug (from melted snow / ice). This results in a momentary ITT drop − indicated on the cockpit
ITT indicator. The powerplant will self−recover via the auto−ignition system, with restoration of set power
within 4 seconds. An audible pop may be heard, and a brief flash may be observed from the tailpipe as the
combustor relights. In some cases, slight yaw toward the affected powerplant may be felt. With a ”Type I”
event, auto−ignition is probably necessary to ensure relight.
− A ”Type II” power fluctuation is a self−recovering compressor stall caused by ingestion of a water slug
(from melted snow/ice) of a lesser amount than that causing a Type I event. The compressor stall causes a
momentary rise in ITT indication, and may be accompanied by an audible pop. The stall is self−recovering,
and set power is restored within 2 seconds. Although auto−ignition will be triggered, the engine will self−re-
cover even without auto−ignition. As with the ”Type I”, slight yaw may be experienced toward the affected
powerplant.
− A ”Type III” power fluctuation is a very minor engine disturbance. ITT, TQ, and NG indicator fluctuations
are very small and of short duration − probably not noticeable to aircrew. The auto−ignition will probably
activate, thus the aircrew is likely to notice illumination of FSP IGN light.
An estimated 90% of reported events are classed a Type II or III event.
The auto−ignition system is triggered by exceedance of a pre−scheduled NG deceleration rate. This results in
a sensitive auto−ignition system. The auto−ignition system is also designed to remain activated for at least 7
seconds following the trigger during which time the cockpit light remains on. Thus, even though auto−ignition
is only required for recovery from a ”Type I” event, even the small NG deceleration associated with ”Type II”
and ”Type III” events is sufficient to trigger auto−ignition. The auto−ignition system is illustrated in Figures
3A−D.
PROCEDURES
No new procedures are required.
In accordance with already existing procedures, aircrews are reminded to always use Engine Anti−Ice in ac-
cordance with published recommendations − i.e., Engine Anti−Ice should be selected ON well prior to enter-
ing icing conditions, which for Engine Anti−Ice operation are defined as +5C OAT (+10 for operation accord-
ing to FAA regulations) in visible moisture or clouds with visibility of less than one mile. In addition, upon
exiting such conditions, Engine Anti−Ice shall be left ON for 5 minutes.
The Auto−Ignition System Test shall be conducted at engine shutdown. The auto−ignition system is tested by
observing the FSP IGN lights carefully as each engine’s CL is retarded to the FUEL OFF position. At fuel
shutoff, as NG begins to decelerate, confirm that the FSP IGN lights illuminate, and remain illuminated until
NG decelerates below 62%.
NOTE
Since study of the power fluctuation phenomena has shown that no negative effect on power−plant integri-
ty or performance will result from a power fluctuation, it is no longer necessary to perform a nnT after ex-
periencing a power fluctuation. Normal engine monitoring should continue.
MALFUNCTION PROCEDURES
No new malfunction procedures are required.
21/32
PAGE 2(7)
Oct 06/00
Aircraft Operations Manual OPERATIONS BULLETINS
A23744
21/32
PAGE 3(7)
Oct 06/00
Aircraft Operations Manual OPERATIONS BULLETINS
L IGN
A23745
21/32
PAGE 4(7)
Oct 06/00
Aircraft Operations Manual OPERATIONS BULLETINS
70
TQ
%
60
50
900 ITT ITT NO ITT
ITT
C DROP RISE CHANGE
800
100
NG
%
80 Ng rate sufficient to activate auto ignition
0 4 8 0 4 8 0 4 8
Time − s
A23815
21/32
PAGE 5(7)
Oct 06/00
Aircraft Operations Manual OPERATIONS BULLETINS
L IGN
PWR
Ñ CONT
NORM
OFF
CONT
AUTO ALTERNATOR
EXCITER
UNIT
L IGN
30
Ng
Ng DECEL RATE (Ng %/sec.)
IGN ON
Ng %/sec.
25
Ng %
20
A23644
90 95 100
Ñ
L IGN
Ñ
CONT CONT
PWR EXCITER
NORM AUTO ALTERNATOR UNIT
OFF
L IGN
30
Ng
Ng DECEL RATE (Ng %/sec.)
IGN ON
Ng %/sec.
25
Ng %
20
A23645
90 95 100
21/32
PAGE 6(7)
Oct 06/00
Aircraft Operations Manual OPERATIONS BULLETINS
ÑÑ
L IGN
CONT CONT
PWR ALTERNATOR EXCITER
NORM AUTO UNIT
OFF
L IGN
30
Ng
Ng DECEL RATE (Ng %/sec.)
IGN ON
Ng %/sec.
25
7-second latch
Ng %
20
A23646
90 95 100
ÑÑ
L IGN
CONT CONT
PWR EXCITER
NORM AUTO ALTERNATOR
UNIT
OFF
L IGN
30
Ng
Ng DECEL RATE (Ng %/sec.)
IGN ON Ng %/sec.
25
7-second latch
Ng %
20
A23647
90 95 100
21/32
PAGE 7(7)
Oct 06/00
Aircraft Operations Manual OPERATIONS BULLETINS
OB
OPERATIONS BULLETIN NO. 35
FMS − Erroneous Steering and Guidance Condition
EFFECTIVITY
The purpose of this cover bulletin is to assure that operators of Saab 340 have received the attached Univer-
sal Avionics Service Bulletin Number 3XXX.( )−34−3508. The Service Bulletin from Universal Avionics applies
to FMS installations operating with Software Control Number (SCN) 802.X/902.X, 803.X/903.X and
1000.0/1100.0 thru 1000.5/1100.5.
This applies to all Saab 340 aircraft with Mod. No. 3034 installed. Currently this modification is installed in
aircraft with serial number 217, 226, 270 and 280 only.
BACKGROUND
Universal Avionics has discovered a potential problem for approach. In the attached SB from Universal it is
stated that the FMS may produce erroneous guidance when the listed conditions are met. Below is a further
explanation of how the error occurs and the magnitude of the error.
DESCRIPTION
When the pilot selects GA mode via the Control Display Unit, the FMS cancels approach mode, deletes the
End Of Approach gap, and converts the following Initial Fix leg to a Track−to−Fix (TF) leg. This links the end
of the approach to the start of the missed approach procedure.
When conditions #1, #2 and #4 in the attached Universal SB are present, the TF leg is not properly initialized.
It should have zero length, but it will be assigned a length equal to the distance from the step−down fix to the
runway and assigned a default track angle of 180T. When the faulty TF leg becomes the TO (TO/FROM) leg,
the FMS will initiate a turn to 180T.
If the approach is oriented in a southerly direction, the leg will immediately sequence and erroneous guidance
will not occur. If the approach is oriented in a northerly direction (condition #3 in the Universal SB), the FMS
could command a significant excursion from the intended path. The amount of the error will depend on the
approach and where and when GA is initiated.
PROCEDURE
Until Saab SB 340−34−235 has been implemented, the following applies:
The operator must investigate whether any of the used airports have approaches where the #1, #2 and #3
conditions exist, and thus the described error might occur. If this is the case, alternate procedures must be
established and made available to the flight crews. Consider either prohibiting use of the affected ap-
proaches, or requiring selection of HDG mode when initiating GA on such approaches.
21/35
PAGE 1(1)
Apr 10/12
Aircraft Operations Manual OPERATIONS BULLETINS
EFFECTIVITY
This operations Bulletin, which origins from Universal Avionics Service Bulletin 2XXX.( )−34−3562, applies to
Universal Avionics FMS installations operating with SCN 802.7/902.7, 802.8/902.8, SCN 803.2/903.2, and
SCN 1000.3/1100.3 through 1000.6/1100.6.
DESCRIPTION
Universal Avionics has found an anomaly where a cancelled holding pattern can cause erroneous navigation
guidance if any subsequent procedure is containing any of the following leg types:
− VD (Heading to DME Distance)
− VI (Heading to Next Leg Intercept)
− VR (Heading to Radial Termination)
− CD (Course to DME Distance)
− CI (Course to Next Leg Intercept)
− CR (Course to Radial Termination)
When a HOLD is initiated (the NAV page shows “HOLD ARMED”) and then cancelled by ATC before the
HOLD activates (before the “HOLD ARMED” indication on the NAV page reverts to “HOLDING”). This can
cause failure to auto−sequence beyond that leg, if any of the legs listed above subsequently become the TO
leg.
OPERATING PROCEDURES
After cancelling of an initiated HOLD during flight:
− After each waypoint, verify that correct track or heading is established.
AND
− Use the direct to (DTO) function to sequence next active waypoint.
OR
− Make a manual leg change from the NAV page 1 or 2. To change the leg, press the line select key adjacent
to the “FR” or “TO” field, as desired.
OR
− From NAV page, manually select heading (HDG) function and proceed in FMS HDG mode to final appro-
ach.
After cancelling of an initiated HOLD when on ground:
− Cycle the FMS ON/OFF before next departure.
21/39
PAGE 1(1)
Apr 01/15
Aircraft Operations Manual NORMAL PROCEDURES
CONTENTS
Normal Procedures
22 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual NORMAL PROCEDURES
22 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual NORMAL PROCEDURES
Normal Checklist
NORMAL CHECKLIST
Page
TAXI CHECK . . . . . . . . . . . . . . . . . . . . . N5
CLIMB CHECK . . . . . . . . . . . . . . . . . . . N6
DESCENT CHECK . . . . . . . . . . . . . . . . N6
APPROACH CHECK . . . . . . . . . . . . . . N7
LANDING CHECK . . . . . . . . . . . . . . . . . N7
PARKING CHECK . . . . . . . . . . . . . . . . . N8
SYMBOLS:
Beacon . . . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . LP
Doors/Status . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Bus Tie . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
LY FOR ACARS COM AND INVERTER.
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Bus Tie . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
External Power . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . RP
Generators . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
INVERTER . . . . . . . . . . . . . . . . . . . . . CHKD/RESET . . . . RP
Air Conditioning . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Emergency Lights . . . . . . . . . . . . . . . ARMED . . . . . . . . . . RP
Fuel Used . . . . . . . . . . . . . . . . . . . . . . RESET . . . . . . . . . . RP
COM AND INVERTER.
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Altimeters . . . . . . . . . . . . . . . . . . . . . . X−CHKD . . . . . . . . . BP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET ........ RP
Flight Instr/Radios . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
(1) Tests . . . . . . . . . . . . . . . . . . . . . . . PERF . . . . . . . . . . . . RP
− RA
− GPWS/TAWS
− CTOT
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Briefing . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE . . . . . . BP
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Altimeters . . . . . . . . . . . . . . . . . . . . . . X−CHKD . . . . . . . . . BP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET ........ RP
Flight Instr/Radios . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
(1) Tests . . . . . . . . . . . . . . . . . . . . . . . PERF . . . . . . . . . . . . RP
− RA
− GPWS/TAWS
− CTOT
− TCAS
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Briefing . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE . . . . . . BP
CLIMB CHECK
Gear/Flaps . . . . . . . . . . . . . . . . . . . . . UP
Ice Protection/AP MODE . . . . . . . . . SET/SELECT . . . . . PNF
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Cabin Signs . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Air Conditioning . . . . . . . . . . . . . . . . . SET
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . OUT
Cabin Pressure . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . . ON
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Altimeters . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD . . . . BP
DESCENT CHECK
Briefing . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE . . . . . . BP
Ice Protection . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Cabin Pressure . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . PNF
Flight Instr/Radios . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Bugs/CTOT . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . BP
APPROACH CHECK
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON
Landing Signal . . . . . . . . . . . . . . . . . . GIVEN
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN . . . . . . . . . . PNF
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF
Condition Levers . . . . . . . . . . . . . . . . MAX . . . . . . . . . . . . . PNF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Yaw Damper . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . PF
Gust Lock . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Ice Protection . . . . . . . . . . . . . . . . . . . SET
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . SET
HP Valves . . . . . . . . . . . . . . . . . . . . . . CLOSED
Diff. Pressure . . . . . . . . . . . . . . . . . . . CHKD
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder . . . . . . . . . . . . . . STBY
Auto Ignition Test (1) . . . . . . . . . . . . . PERF
Altimeters . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD . . . . BP
External Lights . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Cabin Signs . . . . . . . . . . . . . . . . . . . . ON
Ice Speed . . . . . . . . . . . . . . . . . . . . . . DECIDE . . . . . . . . . BP
HP Valves . . . . . . . . . . . . . . . . . . . . . . SET
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON
Landing Signal . . . . . . . . . . . . . . . . . . GIVEN
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN . . . . . . . . . . PNF
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF
Condition Levers . . . . . . . . . . . . . . . . MAX . . . . . . . . . . . . . PNF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Yaw Damper . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . PF
Gust Lock . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Ice Protection . . . . . . . . . . . . . . . . . . . SET
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . SET
HP Valves . . . . . . . . . . . . . . . . . . . . . . CLOSED
Diff. Pressure . . . . . . . . . . . . . . . . . . . CHKD
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder/ACAS/TCAS . . STBY
Auto Ignition Test (1) . . . . . . . . . . . . . PERF
PARKING CHECK
PF − Pilot Flying
BP − Both pilots
Words inside quotation marks (”........”) should be regarded as callouts and orders.
Items without explaining text are considered self−explanatory.
In the expanded checklist, between checkitems, are some procedures (framed) to be used to facilitate the
operation. (See also section 25, FLIGHT PROCEDURES)
The checklists follow a standardized scan of the cockpit panels except when required by logic of actions prior-
ity. This provides the flight crew with established patterns for performing the normal procedures and check-
lists.
22/2
PAGE 1
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
4
1
1
A10326
22/2
PAGE 2
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
The first check items, to ”Overhead Panel”, are easiest performed prior to taking the pilot seat (one pilot on
board).
Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
− Check flap handle to correspond to actual flap position.
Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
− Perform the above items prior turning on any electrical power (battery or external).
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD
− Check the batteries individually and with load. Minimum for engine start is 24V on
each.
L BAT ON − check L BAT voltage.
R BAT ON and L BAT OFF − check R BAT voltage.
L BAT ON.
Bus Tie should be on during this test.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− If no external power available:
ESS AVION switch ON.
L/R AVION switches should be OFF during engine starts, ON after first engine
start (for AHRS initialization) then OFF prior second engine start.
− If external power available:
Set all three AVION switches to ON. AHRS will start initialization. Set L/R AVION
switches to OFF prior engine start. Set switches to ON after second engine is
started and both generators are on line.
(Cont’d)
22/2
PAGE 3
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
− Check all the required manuals and documents are on board.
22/2
PAGE 4
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
22/2
PAGE 5
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− ROLL & PITCH disconnect handles IN and safetied
− Hydraulic & Anti−Skid.
HYDR PUMP AUTO.
ANTI SKID switch ON
Pressures and quantity within green arc. If pressure below green arc, momen-
tarily set HYDR PUMP switch to OVRD.
− Cabin pressure.
Mode SELECTOR MAN then AUTO and check FAULT light to come on and go
out.
Manual pressurization knob at index i.e. closed.
R−knob at index.
A−knob to departure field elevation.
B−knob to ONH.
− Gust lock ON
Press rudder pedals.
Check all flight controls are locked.
− Power/Condition Levers GND IDLE/FUEL OFF
− CTOT switch OFF.
− RUD LIM switch NORM/GUARDED.
(Applicable only to aircraft with the Rudder Limiter switch located on the
pedestal)
− Trims
Check both directions,then;
−Aileron zero.
−Yaw 1 ½ unit right.
−Pitch zero. Should be reset considering actual CG when load is known.
(Cont’d)
22/2
PAGE 6
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
22/2
PAGE 7
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
22/2
PAGE 8
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD RP
− Check the batteries individually and with load. Minimum for engine start is 24V on
each.
L BAT ON − Check L BAT voltage.
R BAT ON and L BAT OFF − Check R BAT voltage.
L BAT ON.
Bus Tie should be on during this test.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP
− If no external power available:
ESS AVION switch ON.
L/R AVION switches should be OFF during engine starts, ON after first engine
starts (for AHRS initialization) then OFF prior second engine start.
− If external power available.
Set all three AVION switches to ON. AHRS will start initialization. Set L/R AVION
switches to OFF prior engine start. Set switches to ON after second engine is
started and both generators are on line.
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD RP
− Check oxygen handle UP and required oxygen supply pressure.
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON LP
(Cont’d)
22/2
PAGE 9
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
− Check pressures and quantity within green arc. If pressure below green arc, mo-
mentarily set HYDR PUMP switch to OVRD.
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LP
− Aileron zero.
− Yaw 1 ½ unit right.
− Pitch acc. to CG % MAC.
Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON LP
Doors/Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP
− Check DOORS caution lights and FUELING blue light to be OUT.
− RP checks Fuel Service Door on right wing to be closed.
22/2
PAGE 10
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
− Before starting any engine or releasing propeller brake, RP and LP respectively shall check
propeller area clear, then call out ”Clear right”, ”Clear left”. Perform this check in addition to any
clearance obtained from ground staff.
− Battery start − wait at least 70 seconds between the first and second engine start to allow for cooling of
the first starter/generator and AHRS initialization (elapsed time to start after first generator on−line).
− EXT PWR start − wait at least 70 seconds between the first and second engine start to allow for cooling
of the EXT PWR relay if on−side starting (both engines started on EXT PWR) is performed or the first
Starter/generator if cross−over start is performed (elapsed time to start after first generator on−line).
AHRS initialization prior to first engine start.
NOTE
See 17/2 in the AOM for valid engine starting limits concerning each different start method − EXT PWR
start, battery start and crossover start.
NOTE
It is essential to check the BUS TIE−function:
− BUS TIE light must be ON before any engine start.
− BUS TIE light must be ON before selecting any generator switch RESET−ON and before EXT PWR switch
is set to OFF.
NOTE
ENG TRQ and ENG TEMP instruments may indicate full scale deflection for approximately 3 sec after
initiation of engine start sequence. This will happen prior to ignition.
MOTORING START
− PL in GND IDLE.
− LP holds START switch (L/R) and calls ”Fuel on” when Ng has ceased to accelerate and ITT below
175 C;
RP then advances CL to START.
When CL is at START, LP immediately sets IGN switch to NORM while holding START switch.
Hold the START switch until light up.
LP then moves right hand to CL and Monitor instruments;
22/2
PAGE 11
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
CAUTION
Turn IGN switch to NORM immediately after CL is moved to START. If not, retard CL to FUEL OFF and
motor engine for at least 10 seconds, but not more than 30 seconds, to purge fuel from combustor and
turbine.
Monitor instruments
− Monitor instruments;
Ng.
fuel flow.
light up.
oil pressure (engine and propeller).
Ng steady increase.
NOTE
If the start fails, SHUT DOWN engine immediately by retarding CL to FUEL OFF. Set IGN switch to OFF
and motor to below 175 C if required.
If battery start; Set L/R AVION switches to ON for AHRS initialization. When initialization completed, set
L/R AVION to OFF prior second engine start. Performing AHRS initialization between first and second en-
gine start will allow the first starter/generator to cool down, approximate 70 seconds, prior second engine
start.
If EXT PWR start followed by a cross−over start; Let L/R AVION switches remain in OFF until second
engine has been started. Allow starter/generator to cool down for 70 seconds before performing cross−
over start.
If EXT PWR start; Let L/R AVION switches remain in OFF until second engine has been started.
NOTE
Set EXT PWR switch to OFF prior ordering external power to be disconnected.
22/2
PAGE 12
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
DIRECT START
− PL in GND IDLE.
Monitor instruments
− Monitor instruments;
Ng.
fuel flow.
light up.
oil pressure (engine and propeller).
Ng steady increase.
NOTE
If the start fails, SHUT DOWN engine immediately by retarding CL to FUEL OFF. Set IGN switch to OFF
and motor to below 175 C if required.
If battery start: Set L/R AVION switches to ON for AHRS initialization. When initialization completed, set
L/R AVION to OFF prior second engine start. Performing AHRS initialization between first and second en-
gine start will allow the first starter/generator to cool down, approximate 70 seconds, prior second engine
start.
If EXT PWR start followed by a cross−over start: Let L/R AVION switches remain in OFF until second
engine has been started. Allow starter/generator to cool down for 70 seconds before performing cross−
over start.
If EXT PWR start: Let L/R AVION switches remain in OFF until second engine has been started.
22/2
PAGE 13
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
NOTE
Set EXT PWR switch to OFF prior ordering external power to be disconnected.
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON RP
− Set AUTOCOARSEN switch to ON after second engine start.
− Check AUTO COARS LOW Light to come on.
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD RP
− Check voltage to be minimum 27,5 V.
− Check current to be minimum 50 A.
INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/RESET RP
− If tripped set INVERTER switch to OFF and then back to position 1 or 2.
(Applicable to aircraft with Mod No 2544, changed power supply for inverters and
ACARS COM3.)
22/2
PAGE 14
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
When taxi clearance obtained RP checks right side and calls ”Clear right”. RP continues to check right side
until aircraft is clear of any possible obstacle or ground traffic.
When clear of ramp area LP orders ”Flaps fifteen − TAXI CHECK” or, if zero degree takeoff, ”Flaps zero −
TAXI CHECK”.
TAXI CHECK
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
− Check brakes during initial start of taxiing.
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X−CHKD BP
− Call out readings and crosscheck indications.
(Cont’d)
22/2
PAGE 15
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP
− Check CTOT knob at takeoff value.
Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE BP
− Hold this item until clearance received.
− See AOM 25, FLIGHT PROCEDURES, TAKEOFF BRIEFING.
22/2
PAGE 16
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
NOTE
If takeoff performance with ECS ON is not available A/I ON (ECS OFF) can also be used to increase the
compressor stall margin.
CWP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
− Check CWP for any unexpected CWP light to be on.
22/2
PAGE 17
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
CLIMB CHECK
Gear/Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Prop Sync. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Adjust CL within 10 RPM and turn prop. sync. ON. It might take 15 seconds before
propellers are fully synchrophazed.
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− In addition to a visual check of the switch position, make it a habit to physically
check the position by pressing the switch backwards.
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD BP
− Altimeter setting according to national regulations.
− After resetting call out readings and crosscheck indications.
22/2
PAGE 18
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
DESCENT CHECK
Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE BP
− See AOM 25, FLIGHT PROCEDURES.
− Review possible icing conditions, handling of de−ice/anti−ice systems and autopilot
mode selection during descent, approach and landing.
Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET BP
− Set IAS, TRQ and ITT bugs .
− Turn CTOT knob to go−around value.
22/2
PAGE 19
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
APPROACH CHECK
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD BP
− Altimeter setting according to national regulations.
− After resetting call out readings and crosscheck indications.
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF
− See AOM 25, FLIGHT PROCEDURES.
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ICE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECIDE BP
− Check for icing conditions as defined for each ice protection system.
D If ice or not certain there is no ice on the wings, or if icing conditions are ex-
pected during approach, or if ICE SPEED p/b is illuminated:
Use VREF+10 as corrected reference speed (VREFC) during approach and
landing.
Activate the de/anti−ice system and continue to operate the system as need-
ed to minimize the ice accumulation on the airframe. (see also ICE & RAIN
PROTECTION section 11).
CAUTION
It is essential that correct reference speed is used to assure margin to stickshaker and stall as well as to
avoid unnecessary long landing distance.
NOTE
Clear ice which is difficult to detect may become visible at boot activation.
D If no ice:
Check ICE SPEED p/b black. Use VREF during approach and landing.
HP Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Normally use CLOSED position to avoid high ITT after landing. AUTO position
only if required for boot de−ice operation. In that case, turn to CLOSED after land-
ing. For HP bleed operation see also section 17, POWER PLANT.
22/2 Code 00
Applicable to aircraft without Ice speed system Mod. No. 2650 in- PAGE 20
stalled Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
22/2 Code 00
Applicable to aircraft without Ice speed system Mod. No. 2650 in- PAGE 21
stalled Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
APPROACH CHECK
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD BP
− Altimeter setting according to national regulations.
− After resetting call out readings and crosscheck indications.
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF
− See AOM 25, FLIGHT PROCEDURES.
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(Not applicable to aircraft with cargo configuration)
ICE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECIDE BP
− Check for ice on the aircraft.
D If ice or not certain there is no ice on the wings:
Use VREF20+25 for flaps 20 and VREF35+20 for flaps 35 as reference speed
during approach and landing.
Activate the de/anti−ice system and continue to operate the system as need-
ed to minimize the ice accumulation on the airframe. (see also ICE & RAIN
PROTECTION section 11 and 37/3.2).
NOTE
Clear ice which is difficult to detect may become visible at boot activation.
D If no ice:
Check ICE SPD p/b black. Use VREF as reference speed during approach
and landing.
CAUTION
It is essential that correct reference speed is used to assure margin to stickshaker and stall as well as to
avoid unnecessary long landing distance.
HP Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Normally use CLOSED position to avoid high ITT after landing. AUTO position
only if required for boot de−ice operation. In that case, turn to CLOSED after land-
ing. For HP bleed operation see also section 17, POWER PLANT.
22/2 Code 10
Applicable to aircraft with Ice speed system Mod. No. 2650 installed. PAGE 20
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
22/2 Code 10
Applicable to aircraft with Ice speed system Mod. No. 2650 installed. PAGE 21
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Prior selecting Autocoarsen ON, check TRQ indication for normal indication. In
case of a faulty TRQ indication (zero or erratic), do not select Autocoarsen ON.
Leave the system OFF and consider VMCL (114 KIAS) with autocoarsen inopera-
tive. The same applies after the system has been selected ON. Should a faulty
TRQ indication occur, select system OFF immediately. The reason is to avoid a
possible inadvertant autocoarsen.
Landing Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GIVEN
− Notify F/A that landing is imminent by two ”chimes”. Turn one Cabin Sign switch
OFF − wait 1 second − ON.
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN,
THREE
GREEN PNF
− PF verifies three green lights are on.
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check quantity and all four accumulator pressures to be within green band.
Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX PNF
− Advise PF prior advancing CL’s. High PRPM increases drag.
− Advance CL’s smoothly to MAX. Landing distance and go−around performance is
based on CL’s in MAX position.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF
− PF verifies correct flap setting.
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PF
− Yaw Damper must be OFF for landing and go−around.
(Cont’d)
22/2
PAGE 22
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
22/2
PAGE 23
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
5. End of procedure.
(If an IGN light does not illuminate, the autoignition system should be regarded as inoperative.)
Parking procedure
− When aircraft is stopped, set/check parking brake, turn SEAT BELT sign OFF and select EMER LIGHT
switch to OFF.
− When aircraft parked with left engine shut down and right engine either shut down, or running with Pro-
peller Brake engaged, perform the check items as applicable down to ”Batteries”, then when feasable,
LP calls for PARKING CHECK.
22/2
PAGE 24
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
PARKING CHECK
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD LP
− Set parking brake and check PARK BRK (CWP) light on.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
External lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Select beacon OFF when propeller stopped; however, beacon must be ON if pro-
peller brake operation.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− At turn−arounds with EXT power available or propeller brake operation, leave
AVION switches ON until engine start. In other case, turn OFF.
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− If propeller brake operation, leave right generator ON and check left GEN switch
OFF.
− If external power is on check both GEN switches OFF.
− If both engines are shut down, check both GEN switches OFF.
Conditions Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
Seat belt sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Check RECIRC fan switches OFF and L/R BLD − and L/R HP VALVE switches
CLOSED.
− If propeller brake operation, leave right RECIRC fan switch on and R BLD VALVE
switch in AUTO and adjust temperature. Use HP−bleed and X−VALVE only if re-
quired. Turn off HP−bleed as soon as requirement no longer exists. For HP−bleed
operation see also sect. 17, POWER PLANT.
Emergency lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Check EMER LIGHT switch OFF.
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
− At turn−arounds, leave handle up.
− If terminating flight, push handle down.
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
− At turn−arounds with external power available and cockpit attended or during pro-
peller brake operation, leave the switches ON.
− In other cases set to OFF as soon as feasible.
Dome light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
− Turn off dome light when not more required and when leaving cockpit.
22/2
PAGE 25
Dec 01/17
Aircraft Operations Manual NORMAL PROCEDURES
Expanded Normal Checklist
22/2
PAGE 26
Dec 01/17
Aircraft Operations Manual ABNORMAL PROCEDURES
CONTENTS
Abnormal Procedures
23/1 Introduction
23/2 Abnormal checklist (with expanded checklist)
23 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual ABNORMAL PROCEDURES
23 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual ABNORMAL PROCEDURES
Introduction
23/1
PAGE 1
Apr 01/15
Aircraft Operations Manual ABNORMAL PROCEDURES
Introduction
NOTE
When a procedure calls for the POWER to be
REDUCED the continued operation should be
regarded as One Engine Inoperative (OEI)
Operation which includes landing at the nearest
suitable airport using OEI configuration and land-
ing speeds. Set power to 20−30% on the bad en-
gine to reduce propeller drag; maintain this power
until landing flare where both power levers should
be retarded as for a normal landing.
Should circumstances require additional power,
do not hesitate to use both engines as required.
Set CL to MAX before landing, since landing dis-
tances are based on this. In addition, if the CL is
in a position other than MAX with a running gas
generator, aircraft characteristics during landing
will differ from what is normally experienced dur-
ing training.
For the go−around case, plan as for a OEI−
go−around. Should a go−around become neces-
sary, do not hesitate to use both engines; howev-
er, make configuration changes and use speeds
as for OEI−operation.
NOTE
After an engine Malfunction has been rectified,
e.g. an engine has been shut down, restarted and
running normally, NORMAL PROCEDURES ap-
ply.
The above also applies, if an engine which in ac-
cordance with Malfunction Procedures has been
operated on REDUCED POWER (20−30 %), and
power in accordance with procedures, has then
been restored.
When restoring power on one engine make sure
that the AUTOCOARSEN switch is in OFF posi-
tion, until both PLs are at approximately the same
power lever angle (PLA) − then NORMAL PRO-
CEDURES apply. (see also 2/17 page 28).
23/1
PAGE 2
Apr 01/15
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
0. Contents
23/2
PAGE A0−0
Jun 01/17
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A0−1 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
2. Electrical
BAT light on A2−1
BAT HOT light on A2−2
INVERTER light on A2−3
GEN OV TEMP light on A2−3
DC GEN light on A2−4
BUS TIE CONN FAULT A2−4
DC VOLTAGE LOW A2−6
EMER PWR light on A2−7
MAIN BUS light on A2−9
ESS BUS light on A2−10
NO BAT START light, see Power Plant
Electrical power distribution list A2−11
4. Fuel System
FUEL MAIN PUMP light on A4−1
FUEL LOW TEMP light on A4−1
FUEL FILTER light on A4−1
FUEL LOW LEVEL light on A4−2
FUEL UNBALANCE A4−2
FUEL LEAK A4−3
5. Hydraulic System
HYDR light on A5−1
HYDRAULIC FLUID LOSS A5−4
Continued...
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A0−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A0−1 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
2. Electrical
BAT light on A2−1
BAT HOT light on A2−2
INVERTER light on A2−3
GEN OV TEMP light on A2−3
DC GEN light on A2−4
BUS TIE CONN FAULT A2−4
DC VOLTAGE LOW A2−6
EMER PWR light on A2−7
MAIN BUS light on A2−9
ESS BUS light on A2−10
NO BAT START light, see Power Plant
Electrical power distribution list A2−11
4. Fuel System
FUEL MAIN PUMP light on A4−1
FUEL LOW TEMP light on A4−1
FUEL FILTER light on A4−1
FUEL LOW LEVEL light on A4−2
FUEL UNBALANCE A4−2
FUEL LEAK A4−3
5. Hydraulic System
HYDR light on A5−1
HYDR light on prop brake engaged A5−3
HYDRAULIC FLUID LOSS A5−4
Continued...
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 10 A0−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 20
PAGE A0−1 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH
A MAIN AND A STANDBY INVERTER INSTALLED
2. Electrical
BAT light on A2−1
BAT HOT light on A2−2
MAIN INV light on A2−3
115V AC OR 26V AC FAULT A2−3
GEN OV TEMP light on A2−3
DC GEN light on A2−4
BUS TIE CONN FAULT A2−4
DC VOLTAGE LOW A2−6
EMER PWR light on A2−7
MAIN BUS light on A2−9
ESS BUS light on A2−10
NO BAT START light, see Power Plant
Electrical power distribution list A2−11
4. Fuel System
FUEL MAIN PUMP light on A4−1
FUEL LOW TEMP light on A4−1
FUEL FILTER light on A4−1
FUEL LOW LEVEL light on A4−2
FUEL UNBALANCE A4−2
FUEL LEAK A4−3
5. Hydraulic System
HYDR light on A5−1
HYDRAULIC FLUID LOSS A5−4
Continued...
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 20 A0−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 30
PAGE A0−1 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH
A MAIN AND A STANDBY INVERTER INSTALLED
2. Electrical
BAT light on A2−1
BAT HOT light on A2−2
MAIN INV light on A2−3
115V AC OR 26V AC FAULT A2−3
GEN OV TEMP light on A2−3
DC GEN light on A2−4
BUS TIE CONN FAULT A2−4
DC VOLTAGE LOW A2−6
EMER PWR light on A2−7
MAIN BUS light on A2−9
ESS BUS light on A2−10
NO BAT START light, see Power Plant
Electrical power distribution list A2−11
4. Fuel System
FUEL MAIN PUMP light on A4−1
FUEL LOW TEMP light on A4−1
FUEL FILTER light on A4−1
FUEL LOW LEVEL light on A4−2
FUEL UNBALANCE A4−2
FUEL LEAK A4−3
5. Hydraulic System
HYDR light on A5−1
HYDR light on prop brake engaged A5−3
HYDRAULIC FLUID LOSS A5−4
Continued...
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 30 A0−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A0−2 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page
7. Landing Gear
GEAR DOWN UNSAFE CONDITION A7−1
GEAR UP UNSAFE CONDITION A7−3
LANDING GEAR HANDLE CAN NOT BE A7−4
MOVED TO UP POSITION
A−SKID INOP light on A7−5
NOSE WHEEL STEERING FAULT A7−5
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A0−2
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A0−2 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page
7. Landing Gear
GEAR DOWN UNSAFE CONDITION A7−1
GEAR UP UNSAFE CONDITION A7−3
LANDING GEAR HANDLE CAN NOT BE A7−4
MOVED TO UP POSITION
A−SKID INOP light on A7−5
NOSE WHEEL STEERING FAULT A7−5
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 10 A0−2
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A0−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page
11. Autopilot
MISTRIM INDICATION A11−1
12. Doors
CARGO DOOR light on A12−1
MAIN DOOR and/or MAIN DOOR HANDLE light on A12−1
CREW HATCH light on A12−1
13. EFIS
EFIS FAILURE / DISTURBANCES A13−1
ATT and/or HDG RED FLAG A13−2
AVIONICS light on A13−3
17. Windows
WINDOW CRACK IN COCKPIT A17−1
WINDOW CRACK IN CABIN A17−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A0−3
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A0−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page
11. Autopilot
MISTRIM INDICATION A11−1
12. Doors
CARGO DOOR light on A12−1
MAIN DOOR and/or MAIN DOOR HANDLE light on A12−1
CREW HATCH light on A12−1
13. EFIS
EFIS FAILURE / DISTURBANCES A13−1
ATT and/or HDG RED FLAG A13−2
AVIONICS light on A13−3
17. Windows
WINDOW CRACK IN COCKPIT A17−1
WINDOW CRACK IN CABIN A17−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 10 A0−3
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
1. Air Condition and Pressurization
23/2
PAGE A1−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− If any of the above mentioned caution lights comes on, close the associated BLD VALVE in order to secure
bleed system from an overtemp situation.
− BLD CLOSED light will come on when:
BLD switch is set to CLOSED position, and
Associated bleed system is confirmed OFF.
− One Bleed system is sufficient for ventilation and pressurization.
− Operation with TEMP SELECT switch in MANUAL MAX HOT will result in overtemp.
23/2 00
PAGE A1−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A1−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− At cabin altitudes above approximately 10 000 ft the CABIN PRESS CWP will come on.
23/2 00
PAGE A1−2 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A1−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
Left bleed system provides the cabin with tempered air and the right bleed system supports cockpit and cabin
with tempered air. In a case where an abnormal temp rise is noticed in cockpit, begin troubleshooting with R HP/
BLD VALVE.
Due to the vast volume of air in cabin, response to any change of input to the L bleed system may take as
much as 15 minutes.
When affected side is identified, keep that side HP/BLD switches closed for the duration of flight.
23/2 00
PAGE A1−3 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A1−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A1−4 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A1−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− It is difficult to control cabin pressurization in manual mode and there is a long delay between a comman-
ded change and cabin response. Make adjustments in small steps and wait for response.
− Automatic dump function after landing (wow) does not exist when operating in manual mode. Dump switch
works in both automatic and manual mode.
23/2 00
PAGE A1−5 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
On Ground
1. Call maintenance.
− A malfunction is indicated if the FAULT light remains illumin-
ated more than 3 seconds after power on or test.
NOTE
During first engine start, at battery start, the FAULT light may come
on for a short while due to low voltage. This shall not be interpreted
as a fault.
2. End of procedure.
In Flight
Before Landing
WARNING
With cabin pressurization control in MAN, there is no automatic
dump function at landing.
3. MANUAL CONTROL knob . . . . . . . . . . . . . MODULATE
− Modulate diff. pressure to 0.
4. MANUAL CONTROL knob . . . . . . . . . . . . . FULLY CLOCK−
WISE
5. PRESS DUMP switch . . . . . . . . . . . . . . . . . ON
6. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A1−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
RECIRC light on
23/2 00
PAGE A1−6 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
RECIRC light on
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A1−6
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
2. Electrical
23/2
PAGE A2−0
Jun 01/17
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−1 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
BAT light on
NOTE
Among others, the following systems are affected:
− L HP, Bleed and GEN shut off
− R HP, Bleed and GEN shut off
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− BAT HOT indication may remain on for an extended time after the battery has been switched OFF.
23/2 00
PAGE A2−2 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
Among others, the following systems are affected:
− L HP, Bleed and GEN shut off
− R HP, Bleed and GEN shut off
2. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
2. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A2−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page A2−4
2. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A2−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 20
PAGE A2−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
2. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 20 A2−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 30
PAGE A2−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page A2−4
2. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 30 A2−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
DC GEN light on
− A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds.
Therefore, if it is suspected that the DC generator caution was triggered by a lightning strike, wait at least
15 seconds before the second reset attempt of the generator is performed (if the first was unsuccessful).
23/2 00
PAGE A2−4 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
BELOW 20V:
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . OFF
3. BUS TIE switch . . . . . . . . . . . . . . . . . . . SPLIT
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
− If LH side affected, Emergency Extension of Landing Gear is
required.
− If RH side affected, pull FI STOP OVRD knob after touch
down.
− Consider all busses on affected side unpowered.
See ELECTRICAL DISTRIBUTION list.
Page A2−11
NOTE
Among others, the following systems are affected:
Left busses Right busses
− Flap control − Flap indication
− Nose wheel steering − Landing gear downlock in-
− Cabin pressurization control dication
− Landing gear extension − Pitch trim synchronization
− Landing gear in transit light − FD and AP
− FD and AP
− L Windshield wiper
INVERTER LIGHT OFF:
5. End of procedure.
INVERTER LIGHT ON:
5. INV switch . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other INVERTER.
6. End of procedure.
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
ABOVE 20V:
2. BUS TIE switch . . . . . . . . . . . . . . . . . . . Check in AUTO
3. RESET BUS TIE button . . . . . . . . . . . PRESS/
RELEASE
− L Cb panel position K−1.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
DC GEN light on
− A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds.
Therefore, if it is suspected that the DC generator caution was triggered by a lightning strike, wait at least
15 seconds before the second reset attempt of the generator is performed (if the first was unsuccessful).
23/2 10
PAGE A2−4 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
BELOW 20V:
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . OFF
(WITHOUT MOD NO 2024)
NOTE
Among others, the following systems are affected:
Left busses Right busses
− Flap control − Flap indication
− Nose wheel steering − Landing gear downlock in-
− Cabin pressurization control dication
− Landing gear extension − Pitch trim synchronization
− Landing gear in transit light − FD and AP
− FD and AP
− L Windshield wiper
Main INV LIGHT OFF:
5. End of procedure.
Main INV LIGHT ON:
5. 26V switch (standby inverter) . . . . . . . STBY INV
6. End of procedure.
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
ABOVE 20V:
2. BUS TIE switch . . . . . . . . . . . . . . . . . . . Check in AUTO
3. RESET BUS TIE button . . . . . . . . . . . PRESS/
RELEASE
− L Cb panel position K−1.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A2−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
DC GEN light on
− A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds.
Therefore, if it is suspected that the DC generator caution was triggered by a lightning strike, wait at least
15 seconds before the second reset attempt of the generator is performed (if the first was unsuccessful).
23/2 20
PAGE A2−4 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
DC GEN light on
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH TWO IN-
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
BELOW 20V:
MOD NO 2024 (NO STANDBY INVERTER)
AND WITHOUT FI STOP (MOD NO 2558).
NOTE
Among others, the following systems are affected:
Left busses Right busses
− Flap control − Flap indication
− Nose wheel steering − Landing gear downlock in-
− Cabin pressurization control dication
− Landing gear extension − Pitch trim synchronization
− Landing gear in transit light − FD and AP
− FD and AP
− L Windshield wiper
NOTE
CONN position not allowed for dispatch.
INVERTER LIGHT OFF:
5. End of procedure.
INVERTER LIGHT ON:
5. INV switch . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other INVERTER.
6. End of procedure.
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
ABOVE 20V:
2. BUS TIE switch . . . . . . . . . . . . . . . . . . . Check in AUTO
3. RESET BUS TIE button . . . . . . . . . . . PRESS/
RELEASE
− L Cb panel position K−1.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 20 A2−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
DC GEN light on
− A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds.
Therefore, if it is suspected that the DC generator caution was triggered by a lightning strike, wait at least
15 seconds before the second reset attempt of the generator is performed (if the first was unsuccessful).
23/2 30
PAGE A2−4 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
DC GEN light on
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A MAIN
NOTE
Among others, the following systems are affected:
Left busses Right busses
− Flap control − Flap indication
− Nose wheel steering − Landing gear downlock in-
− Cabin pressurization control dication
− Landing gear extension − Pitch trim synchronization
− Landing gear in transit light − FD and AP
− FD and AP
− L Windshield wiper
Main INV LIGHT OFF:
5. End of procedure.
Main INV LIGHT ON:
5. 26V switch (standby inverter) . . . . . . . STBY INV
6. End of procedure.
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
ABOVE 20V:
2. BUS TIE switch . . . . . . . . . . . . . . . . . . . Check in AUTO
3. RESET BUS TIE button . . . . . . . . . . . PRESS/
RELEASE
− L Cb panel position K−1.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 30 A2−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−5 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
TWO INVERTERS INSTALLED, IN ACCORDANCE
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH
NOTE
CONN position not allowed for dispatch.
4. BUS TIE switch . . . . . . . . . . . . . . . . . . . CONN
5. RESET BUS TIE button . . . . . . . . . . . PRESS/
RELEASE
BUS TIE CONN LIGHT OFF:
6. GEN switch . . . . . . . . . . . . . . . . . . OFF
− See CAUTION above.
INVERTER LIGHT OFF:
7. End of procedure.
INVERTER LIGHT ON:
7. Select INVERTER switch . . . . . . OTHER
INVERTER
8. End of procedure.
BUS TIE CONN LIGHT ON:
2. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . RESET then ON
− Maximum two reset attempts.
GEN LIGHT ON:
3. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
4. End of procedure.
GEN LIGHT OFF:
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A2−5 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
CONN position not allowed for dispatch.
4. BUS TIE switch . . . . . . . . . . . . . . . . . . . CONN
(WITHOUT MOD NO 2024)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A2−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 20
PAGE A2−5 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 20 A2−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 30
PAGE A2−5 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 30 A2−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
DC VOLTAGE LOW
23/2 00
PAGE A2−6 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page A2−4
INDICATION:
Generator voltage below 26 V.
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
Do not attempt to reset generator.
2. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK
BUS TIE CONN LIGHT ON:
3. End of procedure.
BUS TIE CONN LIGHT OFF:
3. RESET BUS TIE button
(L Cb panel position K−1) . . . . . . . . . . . . . . PRESS/
RELEASE
BUS TIE CONN LIGHT ON:
4. End of procedure.
BUS TIE CONN LIGHT OFF:
NOTE
CONN position not allowed for dispatch.
4. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . CONN
5. RESET BUS TIE button . . . . . . . . . . . . . . . PRESS/
RELEASE
BUS TIE CONN LIGHT OFF:
INVERTER LIGHT OFF:
6. End of procedure.
INVERTER LIGHT ON:
6. Select INVERTER switch . . . . . . . . . . OTHER
INVERTER
7. End of procedure.
BUS TIE CONN LIGHT ON:
6. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−6
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
DC VOLTAGE LOW
23/2 10
PAGE A2−6 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Page A2−4
CAUTION
Do not attempt to reset generator.
2. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK
BUS TIE CONN LIGHT ON:
3. End of procedure.
BUS TIE CONN LIGHT OFF:
3. RESET BUS TIE button
(L Cb panel position K−1) . . . . . . . . . . . . . . PRESS/
RELEASE
BUS TIE CONN LIGHT ON:
4. End of procedure.
BUS TIE CONN LIGHT OFF:
NOTE
CONN position not allowed for dispatch.
4. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . CONN
5. RESET BUS TIE button . . . . . . . . . . . . . . . PRESS/
RELEASE
BUS TIE CONN LIGHT OFF:
Main INV LIGHT OFF:
6. End of procedure.
Main INV LIGHT ON:
6. 26V switch (standby inverter) . . . . . . . STBY INV
7. End of procedure.
BUS TIE CONN LIGHT ON:
6. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A2−6
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−7 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
CAUTION
EMER BUS and EMER AVIONIC BUS are lost. For affect on equip-
ment, see ELECTRICAL POWER DISTRIBUTION list.
Page A2−11
NOTE
Among others, the following systems are affected:
− VHF COM 1
1. Check L GEN Voltage.
Voltage NORMAL (above 26 V):
2. EMER BUS and EMER AVIONIC BUS are lost.
3. End of procedure.
Voltage LOW (below 26 V):
2. L GEN switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
Do not attempt to reset generator.
3. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK
BUS TIE CONN LIGHT ON:
4. End of procedure.
BUS TIE CONN LIGHT OFF:
4. RESET BUS TIE button . . . . . . . . . . . . . . . PRESS/
RELEASE
− L Cb panel position K1.
BUS TIE CONN LIGHT ON:
5. End of procedure.
BUS TIE CONN LIGHT OFF:
NOTE
CONN position not allowed for dispatch.
5. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . CONN
6. RESET BUS TIE button . . . . . . . . . . . . . . . PRESS/
RELEASE
− L Cb panel position K1.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−7
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A2−7 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
CAUTION
EMER BUS and EMER AVIONIC BUS are lost. For affect on equip-
ment, see ELECTRICAL POWER DISTRIBUTION list.
Page A2−11
AND A STANDBY INVERTER INSTALLED
NOTE
Among others, the following systems are affected:
− VHF COM 1
(WITHOUT MOD NO 2024)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A2−7
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−8 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
BUS TIE CONN LIGHT OFF:
INVERT LIGHT OFF:
7. End of procedure.
INVERT LIGHT ON:
7. Select INVERTER switch . . . . . . . . . . OTHER
INVERTER
8. End of procedure.
BUS TIE CONN LIGHT ON:
7. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−8
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A2−8 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
BUS TIE CONN LIGHT OFF:
INVERT LIGHT OFF:
7. End of procedure.
INVERT LIGHT ON:
(WITHOUT MOD NO 2024)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A2−8
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−9 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
1. MAIN and AVIONIC BUS on affected side are lost. For effect
on equipment, see ELECTRICAL POWER DISTRIBUTION
list.
MOD NO 2024 (NO STANDBY INVERTER)
Page A2−11
AND WITH FI STOP (MOD NO 2558).
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−9
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A2−9 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
1. MAIN and AVIONIC BUS on affected side are lost. For effect
on equipment, see ELECTRICAL POWER DISTRIBUTION
list.
AND WITH FI STOP (MOD NO 2558).
Page A2−11
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A2−9
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 20
PAGE A2−9 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
1. MAIN and AVIONIC BUS on affected side are lost. For effect
on equipment, see ELECTRICAL POWER DISTRIBUTION
VERTERS INSTALLED, IN ACCORDANCE WITH
list.
Page A2−11
MOD NO 2024 (NO STANDBY INVERTER)
AND WITHOUT FI STOP (MOD NO 2558).
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 20 A2−9
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 30
PAGE A2−9 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
1. MAIN and AVIONIC BUS on affected side are lost. For effect
on equipment, see ELECTRICAL POWER DISTRIBUTION
list.
Page A2−11
AND WITHOUT FI STOP (MOD NO 2558).
AND A STANDBY INVERTER INSTALLED
− Anti−skid inboard
− Propeller synchrophazer
− Hydraulic pump AUTO
− Main Inverter
3. End of procedure.
RIGHT MAIN BUS FAULT:
2. Check the 26V switch to be in MAIN INV.
NOTE
Among others, following systems are affected:
− R Windshield wiper
− Anti−skid outboard
− Standby Inverter
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 30 A2−9
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−10 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
WITH FI STOP (MOD NO 2558) INSTALLED. 1. ESS BUS on affected side is lost (with L ESS BUS faulty also
ESS AVIONIC BUS is lost). For effect on equipment, see
ELECTRICAL POWER DISTRIBUTION list.
Page A2−11
NOTE
SERIAL NUMBER 4−339
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A2−10
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A2−10 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
1. ESS BUS on affected side is lost (with L ESS BUS faulty also
ESS AVIONIC BUS is lost). For effect on equipment, see
ELECTRICAL POWER DISTRIBUTION list.
SERIAL NUMBER 340 AND HIGHER
Page A2−11
NOTE
Among others, following systems are affected:
− Landing gear in transit (L ESS BUS)
− Landing gear downlock indication (R ESS BUS)
− Nose Wheel Steering (R ESS BUS)
2. If R ESS BUS affected pull FI STOP OVRD knob after touch
down.
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A2−10
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 20
PAGE A2−10 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
1. ESS BUS on affected side is lost (with L ESS BUS faulty also
ESS AVIONIC BUS is lost). For effect on equipment, see
ELECTRICAL POWER DISTRIBUTION list.
WITHOUT FI STOP (MOD NO 2558).
Page A2−11
NOTE
SERIAL NUMBER 4−339
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 20 A2−10
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 30
PAGE A2−10 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
AND WITHOUT FI STOP (MOD NO 2558). 1. ESS BUS on affected side is lost (with L ESS BUS faulty also
ESS AVIONIC BUS is lost). For effect on equipment, see
ELECTRICAL POWER DISTRIBUTION list.
SERIAL NUMBER 340 AND HIGHER
Page A2−11
NOTE
Among others, following systems are affected:
− Landing gear in transit ( L ESS BUS)
− Landing gear downlock indication (R ESS BUS)
− Nose Wheel Steering (R ESS BUS)
2. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 30 A2−10
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−11 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
DC POWER
NOTE
Systems normally used for a safe landing affected by a bus fault, are
highlighted in bold text.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A2−11
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−12 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A2−12
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−13 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A2−13
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−14 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A2−14
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−15 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A2−15
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−16 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A2−16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−17 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A2−17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A2−18 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
AC POWER
L INV BUS 26 V AC R INV BUS 26 V AC
− AHRS 1 compass refer- − AHRS 2 compass refer-
ence. ence.
− NAV 1 compass reference. − Boarding music (if installed
and AC powered).
− NAV 2 compass reference.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00 A2−18
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
3. Flight Control System
23/2
PAGE A3−0
Jun 01/17
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A3−1 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
At the end of a normal pusher operation cycle the PUSHER SYS-
TEM Light on CWP may come on for a few seconds.
1. PUSHER DISARM button . . . . . . . . . . . . . . PRESS
2. Cb (L−4 STICK PUSHER) . . . . . . . . . . . . . PULL
CAUTION
PUSHER SYSTEM IS INOPERATIVE.
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A3−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A3−2 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
1. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
2. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
− Hold flight controls firmly before disconnecting A/P.
− Expect increased control forces.
3. MAIN and STBY PITCH TRIM . . . . . . . . . . TRY TO
SYNCHRONIZE
MANUALLY
NOT POSSIBLE to synchronize MAIN and STBY trim:
4. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . BELOW
180 KIAS
5. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . DO NOT
RE−ENGAGE
− Considering acceptable control forces, try to keep trim
split to a minimum.
− Control forces will decrease with decreasing speed.
− Flap extension will increase or decrease control forces.
− Consider Flaps 0 for landing.
6. End of procedure.
POSSIBLE to synchronize MAIN and STBY trim:
4. PITCH RESET button . . . . . . . . . . . . . . . . . PRESS
Trim sync. function RESTORED:
5. Resume normal operation.
6. End of procedure.
Trim sync. function NOT RESTORED:
5. Keep MAIN and STBY trim synchronized manually.
− Max trim split above 180 KIAS never to exceed 1 unit.
6. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A3−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A3−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A3−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− The speed limits 150 and 180 KIAS are caused by structural strength reasons.
23/2 00
PAGE A3−4 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A3−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− To visually check full rudder travel (this procedure require two persons), first check that the electrically
power is ON. Then place the observer behind the aircraft in full view of rudder and fin. Apply full rudder in
both directions and check that the center of the rudder leading edge is approximately aligned with the fin
surface when reaching max rudder deflections. See Fig. 1.
This check confirms that the rudder rudder limiter is not stuck in the 6.5_ or 15_positions.
A A
CL
CL CL
CL=CENTER LINE
23/2 00
PAGE A3−5 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
LIGHT ON:
5. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 180 KIAS
− Avoid large rudder deflections at speed above 150 KIAS.
− Consider possible reduction in available rudder control.
− Be prepared to use asymmetric power and ailerons for con-
trol.
− If possible, select a runway with crosswind component less
than 10 kts for landing.
6. End of procedure.
AIRCRAFT ON GROUND
NOTE
This procedure is to be used on ground, during system start−up
only. It is not intended to be used in flight.
1. Pull and reset c/b G−5 once.
2. Release the Gust Lock and verify that full rudder travel is
available by visually observing the rudder deflection.
3. If the RUDDER LIMIT light illuminates again, refer to the MEL
prior to dispatch.
4. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A3−5
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
4. Fuel System
23/2
PAGE A4−0
Dec 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A4−1 exp
Dec 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
During Engine Start with fuel temperatures near 0C (32F) or below
it is normal that the FUEL LOW TEMP comes on. The light should
go out as the PGB oil warms up.
Should the fuel heater fail and the fuel temperature drop to 0C
(32F) the FUEL LOW TEMP light will illuminate.
If FUEL FILTER light comes on, see procedure Page A4−1
FUEL FILTER light on.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A4−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A4−2 exp
Dec 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
Fuel remaining is 300 lb 70lb / 135 kg 30 kg.
and/or
FUEL UNBALANCE
CAUTION
Fuel unbalance may indicate a fuel leak. Always consider the pos-
sibility of a fuel leak prior to balancing fuel.
1. STBY PUMP (feeding side) . . . . . . . . . . . . OVRD
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Monitor fuel transfer and balance fuel as required.
When fuel is balanced:
4. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. STBY PUMP (feeding side) . . . . . . . . . . . . AUTO
6. Note left and right fuel quantities.
− Repeated fuel unbalances may indicate a fuel leak.
7. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A4−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
FUEL LEAK
− A faulty fuel quantity guage may be indicated by the affected guage indicating zero (or less than 300 lb/135
kg), without the fuel low level caution light on CWP beeing illuminated.
23/2 00
PAGE A4−3 exp
Dec 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
7. End of procedure.
No fuel leak:
(Cont’d)
23/2 00
PAGE A4−4 exp
Dec 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
FUEL LEAK
(Cont’d)
CAUTION
Do not use XFEED to balance fuel since this may start the fuel
leak again.
5. CONN VALVE . . . . . . . . . . . . . . . . . . . . OPEN
− Balance fuel as needed. All remaining fuel can be used for
the running engine.
6. Apply OEI OPERATION checklist. Page A8−10
7. End of procedure.
NO FUEL LEAK:
3. Resume normal fuel management.
4. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A4−4
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
5. Hydraulic System
23/2
PAGE A5−0
Jun 01/17
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
HYDR light on
− The light will come on if low hydraulic pressure in any of the hydraulic accumulators or high fluid temp in
the main reservoir.
− Maximum speed for gear normal and emergency extension is 200 KIAS.
− With HYD QTY NORMAL and NO INCREASE in MAIN Pressure when in OVRD indicates a faulty Electri-
cal pump, this will require Manual Extension of the Gear with the Handpump. This is reflected under HYD
FLUID LOSS checklist.
23/2 00
PAGE A5−1 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
HYDR light on
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A5−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A5−2 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
HYDR light on
Cont’d
NO INCREASE in MAIN pressure when in OVRD:
4. Apply HYDRAULIC FLUID LOSS Page A5−4
procedure for Landing Gear, Flaps
and Brake operation.
5. End of procedure.
INCREASE in MAIN pressure when in OVRD:
4. Switch between OVRD and OFF as required to maintain
pressure when operating hydraulic systems.
5. End of procedure.
EMER and MAIN pressure are both NORMAL:
− This indicates high temperature in the main reservoir.
3. Switch between OVRD and OFF as required to maintain
pressure when required for Landing Gear, Flaps and Brake
operation.
BEFORE LANDING
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A5−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A5−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17 code 00
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
A5−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− Never release the prop brake (switch to OFF) before it has been assured that the area is clear, or wait until
the engine has spooled down to below 10% Ng to prevent propeller rotation. It takes a while for the Ng to
reach 10%
23/2 10
PAGE A5−3 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A5−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− A large number of hand pump strokes are required for flap and landing gear operation.
− Stroke resistance characteristics vary from very light to rather heavy.
− Position of handpump selector is important. Normally center for gear and flaps and at the outer end (left/
right) for inboard/outboard brakes. Small adjustments to these positions might be necessary to achieve
enough pressure.
− A large number of hand pump strokes and continuous pumping is required to achieve and maintain enough
brake pressure.
− Normal action with a faulty hydraulic pump is to tow the aircraft on ground. It is a challenging task to taxi on
ground with just the handpump as pressure source.
− Direct entry into this procedure is when Hydraulic Quantity is low. The majority of Hydraulic fault related
procedures refers to this procedure for Landing Gear, Flaps and Brake operation.
− Even though emergency extension does not require the Landing Gear handle to be selected down it shall
be selected down for the obvious reason of agreeing with the Landing Gear position. It is also required for
anti−skid function.
− Maximum speed for gear normal or emergency extension is 200 KIAS.
− The operational capability of the emergency hydraulic system (hand pump system) is adequate to perform
a normal safe landing and stop. The amount of fluid is however limited and unnecessary braking or nose
wheel steering should be avoided during the landing roll out to make a safe stop on the runway. The safest
action is to shut down engine, using the fire handles, park the aircraft on the runway and request towing.
23/2 00
PAGE A5−4 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
CAUTION
If HYD QTY loss was accompanied by an excessive pressure loss
in INB or OUTB BRK accumulator, do not use hand pump to inc-
rease pressure in that accumulator. Pressure loss in a BRK ac-
cumulator is always accompanied by pressure loss in the MAIN
accumulator.
1. HAND PUMP SELECTOR . . . . . . . . . . . . . SET TO DE-
SIRED BRAKE
SYSTEM
− Operate Hand Pump to increase brake accumulator pres-
sure.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A5−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A5−5 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
NOTE
A fully charged brake system will normally be sufficient to stop the
aircraft using normal braking technique. Braking with anti−skid sys-
tem ON normally consumes less hydraulic fluid than with anti−skid
system OFF.
BOTH brake systems pressurized:
2. Use normal braking technique.
− Avoid excessive cycling of the brakes.
REGISTER.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A5−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A5−6 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Cont’d
NO brake system pressurized:
2. Increase VREF by Malfunction increment (Mi) and ice incre-
ment i.a.
− Consider increased landing distance.
Landing ICE ICE INCR Mi Mi / Wi LDF
Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No − +20 / +25 +Wi 2.80 / 3.10
REGISTER.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A5−6
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A5−7 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Flaps operation
NOTE
If HYD MAIN Press was NORMAL before Landing Gear extension,
follow procedure below as for HYD QTY OR HYD MAIN pressure
LOW.
EITHER HYD QTY OR HYD MAIN pressure LOW:
1. FLAP HANDLE . . . . . . . . . . . . . . . . . . . SET TO
DESIRED POS.
REGISTER.
Before landing
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A5−7
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− The shut off valves are positioned at the left and right inner wing. When using fire handles, the valves
moves to the closed position trapping fuel in the fuel line for the engine to consume. Be aware that it takes
approximate 45 seconds for the engine to consume the remaining fuel before ceasing.
23/2 00
PAGE A5−8 exp
Jun 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
After landing
WARNING
Do not taxi with bake system unpressurized. Once the aircraft has
come to a stop after landing, shut down engines with Fire Handles to
prevent uncontrolled forward thrust. Be aware that at low power set-
ting it takes approximately 45 seconds for the engine to consume
the remaining fuel before ceasing. Tow the aircraft to a safe parking.
Ensure that AUTOCOARSEN is selected to OFF prior to shutting
down the engines.
NOTE
During taxiing with a non functional hydraulic pump, use nose
wheel steering and brakes with great care. The functions will be
abruptly lost when hydraulic accumulator pressure falls below
about 1650 psi.
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A5−8
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
6. Ice Protection
23/2
PAGE A6−0
Dec 01/17
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− Unreliable indications may be experienced with faulty anti−icing system. See page A6−7
PITOT and/or ALPHA and/or OAT light on for effect on instruments and systems.
23/2 00
PAGE A6−1 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
AC GEN light on
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A6−2 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
Before proceeding with the next step, ensure that the aircraft speed
is at least minimum speed for icing conditions.
1. ENGINE anti−ice switch . . . . . . . . . . . . . . . OFF then ON
LIGHT goes OFF:
2. End of procedure.
COX ENGINE INTAKE.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A6−2 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
Before proceeding with the next step, ensure that the aircraft speed
is at least minimum speed for icing conditions.
1. ENGINE anti−ice switch . . . . . . . . . . . . . . . OFF then ON
LIGHT goes OFF
NOTE
LUCAS ENGINE INTAKE.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A6−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A6−3 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17 code 00
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
A6−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A6−3 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A6−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A6−4 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A6−5 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A6−6 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−6
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A6−6 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
− RIGHT:
FRONT: R−23 (CONTROL); R−21, R−22 (PWR Ø A, B)
SIDE: R−26 (CONTROL); R−24, R−25 (PWR Ø A, B)
LIGHT OFF
3. End of procedure.
LIGHT ON
− The de−icing may function but is regulated by overtemp
sensor. Repeated overtemp may occur.
− If no anti−icing effect: Affected switch(es) OFF.
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A6−6
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A6−7 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
If more than one light on the overhead Ice Protection Panel is on,
consider using 115V AC GEN BUS FAULT procedure.
Page A6−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−7
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A6−7 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
If more than one light on the same side is on, consider using 115V
AC GEN BUS FAULT procedure. Page A6−1
2. End of procedure.
LIGHT ON
2. The following equipment/information is affected:
L/P R/P
L PITOT RUD LIM RUD LIM
IAS ALT VS
R PITOT IAS ALT VS
L ALPHA Stall warning
R ALPHA Stall warning
OAT SAT SAT
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A6−7
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A6−8 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−8
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
TIMER light on
− If there is any uncertainty about the status of the boots, consider the boots to be inflated.
− Inflated boots will increase the stallspeed.
− Without HP BLD ON the air supply is not always sufficient for boots de−icing. Once the TIMER LIGHT has
been activated, it will remain on until a complete cycle has been completed.
− A ruptured or torn stabilizer de−icing boot can be indicated by a TIMER caution together with a STAB
BOOT IND light not illuminating. If this is the case the landing shall be performed with flaps 0.
23/2 00
PAGE A6−9 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
TIMER light on
APPLICABLE TO AIRCRAFT WITH MOD NO 2310
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−9
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
TIMER light on
− If there is any uncertainty about the status of the boots, consider the boots to be inflated.
− Inflated boots will increase the stallspeed.
− Without HP BLD ON the air supply is not always sufficient for boots de−icing. Once the TIMER LIGHT has
been activated, it will remain on until a complete cycle has been completed.
− However, at low power settings, also with HP BLD in AUTO, the HP bleed valve may not be triggered. This
is due to tolerances in the engine bleed extraction system. At the same time LP−bleed pressure may not
be sufficient for de−icer boot operation, indicated by the TIMER caution coming on.
− Occasionally the TIMER caution comes on while a proper de−ice cycle is indicated by the BOOT INDICA-
TION LIGHTS coming on at the same time. This indication shall not be considered as a de−icing cycle.
Therefore, in all cases where the TIMER caution comes on the Abnormal checklist must be consulted.
− A ruptured or torn stabilizer de−icing boot can be indicated by a TIMER caution together with a STAB
BOOT IND light not illuminating. If this is the case the landing shall be performed with flaps 0.
23/2 10
PAGE A6−9 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
TIMER light on
APPLICABLE TO AIRCRAFT WITHOUT MOD NO 2310
NOTE
NOT APPLICABLE TO AIRCRAFT ON CANADIAN
Decrease
TIMER LIGHT OFF
2. End of procedure.
TIMER LIGHT ON
2. BOOT IND switch . . . . . . . . . . . . . . . . . . . . . ON
3. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . CHECK ON
AUTO CYCLING switch in CONT
REGISTER.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A6−9
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A6−10 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
TIMER light on
APPLICABLE TO AIRCRAFT WITH MOD NO 2310
Landing Mi Mi / Wi LDF
Flap
Wing Fault 20 +10 +Wi 1.15
35 +10 +Wi 1.15
Stab fault or 0 VREF20+30 +Wi 1.45
Wing & Stab
fault
6. End of procedure.
REGISTER.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−10
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGEA6−10 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
TIMER light on
APPLICABLE TO AIRCRAFT WITHOUT MOD NO 2310
Flap
Wing Fault 20 +10 +Wi 1.15
35 +10 +Wi 1.15
Stab fault or 0 VREF20+30 +Wi 1.45
Wing & Stab
fault
7. End of procedure.
REGISTER.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A6−10
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− If there is any uncertainty about the status of the boots, consider the boots to be inflated.
− Inflated boots will increase the stallspeed.
23/2 00
PAGE A6−11 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−11
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− If there is any uncertainty about the status of the boots, consider the boots to be inflated.
− Inflated boots will increase the stallspeed.
23/2 00
PAGE A6−12 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A6−12
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
7. Landing Gear
23/2
PAGE A7−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− INDICATION: One or more downlock lights OFF with Landing Gear selected down.
− There are no means of visually confirming a down and locked position of the main gears.
− The nose gear can be regarded to be down and locked if the taxi light is lit.
23/2 00
PAGE A7−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
− Make sure that the ANNUN switch is in BRIGHT before proceed-
ing with the checklist.
− Perform lamp test (on landing gear control panel).
Replace faulty bulbs.
− Check Cb F−7 (LDG CONTROL) and M−5 (LDG IND).
− Reset once and if Cb F−7 is not resettable, the following will be
lost:
Nose wheel steering (for A/C s/n 340 and up, nose wheel stee-
ring will also be lost if c/b M−5 is not resettable.)
Hand pump extension (perform emergency extension)
− The nose gear can be regarded to be down and locked if the
taxi light can be confirmed lit.
TRANSIT LIGHT OFF and one or more downlock light OFF:
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . MAX 150
2. Landing gear . . . . . . . . . . . . . . . . . . . . . RECYCLE
− Check for NORMAL transit light function during recycling
(consider more than one recycle).
Landing Gear may be regarded as down and locked if
transit light comes on and then goes out after recycling.
TRANSIT LIGHT FUNCTION NORMAL:
3. End of procedure.
TRANSIT LIGHT FUNCTION NOT NORMAL:
3. Regard Landing Gear as UNSAFE. Page E7−2
Apply EMERGENCY LANDING pro-
cedure.
4. End of procedure.
TRANSIT LIGHT ON and one or more downlock lights OFF:
1. Check HYDRAULIC INDICATORS.
MAIN PRESSURE LOW:
HYD QTY DECREASING OR BELOW RED radial line:
2. HYDR PUMP switch . . . . . . . . . . OFF
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A7−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A7−2 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
2. HYDR PUMP switch . . . . . . . . . . . . . . OVRD
− Place the switch into OVRD position and check for in-
crease in MAIN pressure.
NO INCREASE in MAIN pressure:
3. HYDR PUMP switch . . . . . . . . . . OFF
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A7−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− INDICATIONS: Disagreement light and/or one or more green downlock lights remains ON.
23/2 00
PAGE A7−3 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A7−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A7−4 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
CAUTION
IF STRUCTURAL INTEGRITY OF THE LANDING GEAR IS IN
DOUBT, DO NOT RETRACT LANDING GEAR UNLESS RE-
QUIRED BY PERFORMANCE REASONS AFTER AN ENGINE
FAILURE.
1. DOWN LOCK REL. button . . . . . . . . . . . . . PUSH
2. LANDING GEAR HANDLE . . . . . . . . . . . . . UP
− Select Landing Gear UP while depressing DOWN LOCK REL
button.
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A7−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− Using wheel brakes at higher speeds than specified will result in locked wheel and consequently flat tires.
23/2 00
PAGE A7−5 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A7−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− Using wheel brakes at higher speeds than specified will result in locked wheel and consequently flat tires.
23/2 10
PAGE A7−5 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A7−5
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
8. Power Plant and Propeller
23/2
PAGE A8−0
Dec 01/17
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−1 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
HUNG START
− A start is defined as a ”hung start” if during the start the Ng ceases to accelerate for 3 seconds prior to
achieving stabilized IDLE. It is essential that a ”hung start” be discontinued immediately.
− During a normal start the Ng may accelerate with a slow but almost constant rate of speed to Idle RPM. If
for some reason the compressor rotor starts to orbit at one of its critical speeds during the start, it may
start to rub the case, then ceases to accelerate and often there will be a rapid rise in ITT. If the start is al-
lowed to continue, the orbiting may increase and significant engine damage can result.
HOT START
− See above.
23/2 00
PAGE A8−2 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NO LIGHT UP
HUNG START
HOT START
No light up
NOTE
If start hung at 55% NG, suspect Starter/Generator speed
pickup fault. Apply STARTER DOES NOT DISENGAGE pro-
cedure. Page A8−4
4. End of procedure.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−3 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NO LIGHT UP
HUNG START
HOT START
(Cont’d)
Hot start
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− There are some different failures which can cause the starter to not disengage. One fault is failure of the
starter speed pickup signal. An indication of this fault is a hung start at approximately 55% NG and the
generator offline, or if IGN light does not go out and it is not possible to reset the generator after start.
In this case the starter can be disengaged an the generator brought online by selecting the ignition switch
to OFF and the back to NORMAL (gives a signal to the starter to disengage).
− Another indication of that the starter has not disengaged is, if after engine start, it is not possible to engage
the GEN and after engine shut down the engine is still turning (is still in uncommanded motoring). This fault
is caused by a welded start relay or that the control signal from the GCU to the start relay is constantly ON.
For these failures it is not possible to disengage the starter, power supply to the starter must then be shut
off.
23/2 00
PAGE A8−4 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− TCAS knob shall be set to TA ONLY since performance is not enough to follow a climbing RA maneuver.
− Following an engine shut down an unfeathered propeller will rotate at almost normal propeller RPM. How-
ever, the propeller RPM indication will read zero when the engine has spooled down.
− A feathered propeller may rotate slowly. The rotation speeds vary with KIAS and sideslip.
− It is not recommended to activate the electric feather pump with PROPELLER PUMP switch for more than
30 seconds.
− APR function will be available if the AUTOCOARSEN switch is left ON or is selected ON after the engine is
shut down.
23/2 00
PAGE A8−5 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
Following an engine failure or shut down it is required to disconnect
the AP and re−trim the a/c before re−engagement of the AP.
3. PROP SYNC switch . . . . . . . . . . . . . . . . . . . OFF
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK ON
6. ICE PROTECTION PROP switch . . . . . . . OFF
7. ICE PROTECTION ENGINE switch . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CLOSED
9. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSED
10. HP VALVE switch . . . . . . . . . . . . . . . . . . . . . CLOSED
11. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
12. LAND at nearest suitable airport.
13. Apply OEI OPERATION procedure Page A8−10
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− Following an engine shut down an unfeathered propeller will rotate at almost normal propeller RPM. How-
ever, the propeller RPM indication will read zero when the engine has spooled down.
− A feathered propeller may rotate slowly. The rotation speeds vary with KIAS and sideslip.
− It is not recommended to activate the electric feather pump with PROPELLER PUMP switch for more than
30 seconds.
− APR function will be available if the AUTOCOARSEN switch is left ON or is selected ON after the engine is
shut down.
23/2 10
PAGE A8−5 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
* 1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO
20−30%
NOT APPLICABLE TO AIRCRAFT ON CANADIAN
175C.
CAUTION
If propeller has not feathered, ensure AUTOCOARSEN switch is
OFF and set PROPELLER PUMP switch to MAN FEATHER. Hold
the switch until the propeller is in the full feathered position.
NOTE
Following an engine failure or shut down it is required to disconnect
REGISTER.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A8−5
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
WARNING
Do not move PL below FLT IDLE when airborne.
During engine start on ground PL is placed into GND IDLE position. Due to the fact that this is the ”normal
start position”, there is a possibility, by habit, to move PL to this wrong position also during an engine re-
start in flight.
If PL is moved below FLT IDLE there will be no control of the propeller speed with consequential extremely
high drag and uncontrolled flight.
− ENG OIL PRESS light will come on as a consequence of the pressure being less than 25 psi with the pro-
peller feathered.
− When unfeathering the propeller pause in UNF position and allow PRPM to increase and stabilize, then
move the CONDITION LEVER into MIN−MAX range. Failure to pause can result in loss of BG, CTOT and
APR−functions.
23/2 00
PAGE A8−6 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
20
15
This is the certified restart
envelope.
However, restart may be
successful up to 25 000 ft.
10
Engine Restart
5 Envelope
0
100 130 160 190 220 250
KIAS
2. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . CHECK/PUSH
− Confirm Fire Handle fully IN.
3. AUTO COARSEN switch . . . . . . . . . . . . . . OFF
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. RECIRC switches (both) . . . . . . . . . . . . . . . OFF
6. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSED
7. POWER LEVER . . . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE
8. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
− The A/P will otherwise disconnect automatically during en-
gine restart.
− IF ITT ABOVE 175C MOTOR the engine.
9. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
10. CONDITION LEVER . . . . . . . . . . . . . . . . . . START
11. FUEL STBY PRESS Light . . . . . . . . . . . . . CHECK ON
If light off: Turn FUEL STBY PUMP Switch to OVRD and check
FUEL STBY PRESS Light to illuminate. If light still off, turn op-
posite sides STBY PUMP switch to OVRD and XFEED switch to
ON.
NOTE
Nuisance Configuration warning will occur during Engine Restart
due to temporary loss of Radio Altimeter function.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−6
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−7 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−7
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A8−7 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
12. START switch . . . . . . . . . . . . . . . . . . . . . . . . L or R
Restart UNSUCCESSFUL
13. CONDITION LEVER . . . . . . . . . . . . . . FUEL OFF
ACAS/TCAS SYSTEM INSTALLED.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A8−7
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−8 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
1. CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If parameter(s) still above limit:
2. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
− Do not reduce below 20−30%
If parameter(s) still above limit:
3. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . T/M then SET
CAUTION
When torque motor has been locked out it cannot be reset without
shutting down the engine.
CAUTION
T/M lock−out on only one engine will cause reduced and asymmet-
ric reverse thrust during roll out.
Consider to lock out the other engine.
If parameter(s) still above limit:
4. Shut down engine Page A8−5
5. End of procedure.
1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
− Do not reduce below 20−30%
2. Monitor Oil Temp.
If Oil Temp DECREASE:
3. Continue with Reduced Power
Be alert for other engine symptoms like: Engine vibrations −
Oil pressure fluctuations − CHIP DETECT
If Oil Temp still above limit and/or other engine symptoms:
4. Consider to shut down engine Page A8−5
5. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−8
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
COMPRESSOR STALL
− A compressor stall is an aerodynamic interruption of airflow through the compressor. Factors that can in-
crease the stall sensitivity and decrease stall margin are FOD, dirty compressor, unusual flight conditions,
hot gas ingestion or a faulty control system.
− Indications are one or more audible bangs or pops accompanied by a possible increase in ITT and fluctuat-
ing Ng.
− Other operating parameters of the affected engine may decrease.
− If the autocoarsen is ON a compressor stall may trigger the autocoarsen system, especially during decel-
eration from takeoff power to climb power.
− Increasing engine bleed such as ECS and engine anti−ice increases stall margin.
− A compressor stall generally occurs when power is either being increased or decreased.
23/2 00
PAGE A8−9 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
COMPRESSOR STALL
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−9
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−10 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
If Engine failure occurred during take−off or Climb out, perform nor-
mal CLIMB checklist before continuing with the procedure. This
procedure includes normal DESCENT, APPROACH and LANDING
CHECKS.
NOTE
Max fuel unbalance: 200 lbs (90 kg).
1. CONN VALVE switch . . . . . . . . . . . . . . . . . . OPEN
REGISTER.
Engine Restart
Drift Down
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−10
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−11 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Descent Check
CANADIAN REGISTER.
4. BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
5. Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . CHECK
6. Bugs / CTOT . . . . . . . . . . . . . . . . . . . . . . . . . SET
7. Checklist complete.
Landing ICE ICE INCR Mi Mi / Wi LDF
Flap ACC
20 No − +10 Highest of Mi or 1.15
Yes +10 − Wi 1.15
Approach Check
1. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHECK
2. EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . SET
3. CONN VALVE switch/ . . . . . . . . . . . . . . . . . CLOSED/
X FEED switch and STBY pump . . . . . . . . OFF and AUTO
4. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
5. HP VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. Checklist complete to gear down.
Landing Check
1. AUTOCOARSEN switch . . . . . . . . . . . . . . . ON
− To facilitate APR function in Go−around.
2. LANDING SIGNAL . . . . . . . . . . . . . . . . . . . . GIVEN
3. BLD VALVES switches . . . . . . . . . . . . . . . . CLOSED
4. LANDING GEAR . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN
5. HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . CHECK
6. CONDITION LEVER . . . . . . . . . . . . . . . . . . MAX
7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET (MAX 20)
8. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Checklist complete.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−11
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A8−11 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
OEI OPERATION
(Cont’d)
APPLICABLE FOR AIRCRAFT WITHOUT
MOD NO 2310 INSTALLED (AUTOMATIC
OEI Landing
NOT APPLICABLE TO AIRCRAFT ON
Descent Check
1. ICE PROTECTION . . . . . . . . . . . . . . . . . . . SET
2. CABIN PRESSURE . . . . . . . . . . . . . . . . . . . SET/CHECK
CANADIAN REGISTER.
7. Checklist complete.
Landing ICE ICE INCR Mi Mi / Wi LDF
Flap ACC
20 No − +10 Highest of Mi or 1.15
Yes +10 − Wi 1.15
Approach Check
1. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHECK
2. EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . SET
3. CONN VALVE switch/ . . . . . . . . . . . . . . . . . CLOSED/
X FEED switch and STBY pump . . . . . . . . OFF and AUTO
4. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
5. HP VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. Checklist complete to gear down.
Landing Check
1. AUTOCOARSEN switch . . . . . . . . . . . . . . . ON
− To facilitate APR function in Go−around.
2. LANDING SIGNAL . . . . . . . . . . . . . . . . . . . . GIVEN
3. BLD VALVES and HP VALVES switches . CLOSED
4. LANDING GEAR . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN
5. HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . CHECK
6. CONDITION LEVER . . . . . . . . . . . . . . . . . . MAX
7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET (MAX 20)
8. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Checklist complete.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A8−11
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−12 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−12
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
Uncommanded engine operation may be caused by sensor failure, electrical control failure or mechanical fail-
ure.
The failure may create actual power variations (increase and/or decrease in TRQ, ITT, Ng, PRPM and Fuel
Flow).
The failure may also be indicated on the cockpit instruments as erratic indications only, or some instruments
reading zero (TRQ, ITT, Ng, PRPM and Fuel Flow) without any actual power variation(s). A single fuel flow
gauge indicating zero does not require the use of the UNCOMMANDED ENGINE OPERATION procedure.
Uncommanded engine operation may affect aircraft controllability both in the air and on the ground e.g. during
take off or during landing, depending on the cause of the condition.
In all cases of an UNCOMMANDED ENGINE OPERATION the Torque Motor has to be locked out im-
mediately and the Autocoarsen System set to OFF.
Minimum VREF of 114 KIAS is required because of higher minimum control speed (VMCA) due to inoperative
autocoarsen system.
If actual power variations continue after the Torque Motor has been locked out, consider to shut down the af-
fected engine.
23/2 00
PAGE A8−13 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
On Ground
In Flight
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−13
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− Most probable cause is malfunction of a Pitch Control Unit (PCU) constant propeller speed governor.
− Indications;
with CL’s matched an uncommanded increase in PRPM on one propeller;
Torque will decrease slightly on affected engine;
Other parameters are normal prop oil pressure normal;
no unusual vibrations or noise than from unsynchronized propel
lers;
no yaw.
− DO NOT MOVE THE PL, IN ANY DIRECTION, UNTIL THE ”PROP RPM OVER LIMIT” PROCEDURE
HAS BEEN APPLIED, AS THIS MIGHT DECREASE THE PROPELLER PITCH ANGLE AND THEREBY
AGGRAVATE THE SITUATION.
ITT DT SHIFT
The reason for monitoring differences in ITT is to detect a sudden change in engine performance.
The T method is based on comparing ITT between the two engines during each flight and comparing with
a baseline T value. The first T (baseline value) is established after engine replacement, repair, etc. The
baseline value is used to compare the T between the engines during each flight.
The T is defined as the difference between the T baseline and the latest read T value. When the T
exceeds certain threshold values, actions according to the procedure shall be performed.
23/2 00
PAGE A8−14 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
CAUTION
Do not move Power Lever until procedure below is carried out:
1. PROP SYNC switch . . . . . . . . . . . . . . . . . . . OFF
2. CONDITION LEVER . . . . . . . . . . . . . . . . . . RETARD TO
MIN
PROP RPM UNCONTROLLABLE:
3. CONDITION LEVER . . . . . . . . . . . . . . FUEL OFF
− Check ENG RPM, TEMP and FUEL FLOW to decrease.
4. Apply ENGINE SHUT DOWN pro- Page A8−5
cedure.
5. End of procedure.
PROP RPM CONTROLLABLE:
3. Resume normal operation with monitoring of Engine and Pro-
peller indication.
4. End of procedure.
ITT DT SHIFT
DT = Expected DT
DDT = ITT diff from DT
− More DT = ”Hot” eng. gets hotter
− Less DT = ”Cold” eng. gets hotter
1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE <40%
RESET
MATCHED TRQ
2. Adjust TRQ from below / wait 3 minutes.
3. TRESHOLDS / ACTIONS
− If DDT <30C . . . . . . . . . . . . . . . . . . . . . . . NORMAL
− If DDT 30−40C . . . . . . . . . . . . . . . . . . . . . TAKE TREND
DATA. ADVISE
MAINTENANCE
NOTE
Take trend data with eng. A/I OFF and A/I ON.
− If DDT >40C . . . . . . . . . . . . . . . . . . . . . . TAKE MAIN-
TENANCE
ACTION BE-
FORE NEXT
FLIGHT
− AVOID Ng range 80−84% and 94−98% if possible.
4. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−14
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− Underspeed condition exists if propeller is not able to achieve 1384 PRPM with CL in MAX position, or with
CL’s matched in cruise range an uncommanded decrease occurs on one propeller.
− Verify an underspeed by advancing CL’s to MAX and check PRPM (approx. 1384).
− It is normal that prop speed drops approx. 50 PRPM during landing flare, due to aerodynamic load and de-
creased KIAS i.e. in a normal case from 1384 to approx. 1350, however, in an underspeed condition there
is a possibility that the prop speed will drop to below the bottoming governor speed (1040).
− During landing, if PRPM decreases below 1040 the propeller bottoming governor will activate. After touch
down the aircraft controllability can be affected, depending upon the cause of the propeller underspeed
condition. The T/M lockout position will preclude this possibility.
− Momentarily selecting T/M position disables the propeller bottoming governor.
− The reason to shut down the engine if propeller speed decreases to below 1200 PRPM, is lack of familiar-
ization with aircraft handling characteristic with one propeller operating below normal governor speed.
− See also 17.2, POWER PLANT, Abnormal Procedures, OPERATION IN TORQUE MOTOR LOCKOUT
− High propeller oil temperature can be the result of prolonged use of Ground Idle at high ambient tempera-
tures on ground. If high propeller oil temperatures are obtained during such conditions, an increase of
torque to Flight Idle will increase the ventilation through the oil cooler and thereby increase the cooling of
the propeller oil. Monitor propeller oil temperature and verify that the temperature decreases. If the temper-
ature does not decrease and has been in the yellow temperature band for 15 minutes, shut down the en-
gine.
23/2 00
PAGE A8−15 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
INDICATION:
Uncommanded decrease in PRPM on one propeller with CL’s
matched in the MIN−MAX range or inability to achieve MAX PRPM
(1384) with CL’s in MAX position.
CAUTION
Keeping condition lever in T/M position will cause fuel to be vented
overboard.
1. Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Prop Underspeed Condition . . . . . . . . . . . . VERIFIED
3. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/M then SET
− Push Condition Lever to MAX, then lift up and push hard into
T/M, then pull back to approx. half between MAX−MIN, then
set desired PRPM.
− When the torque motor has been locked out it can not be reset
without shutting down the engine. Reduced and asymmetric
reverse thrust will be obtained during rollout. Consider to lock
out the other torque motor before landing.
4. If PRPM decreases below 1200, shut Page A8−5
down engine prior to landing. Apply EN-
GINE SHUT DOWN procedure.
5. End of procedure.
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−15
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
− Use of a min VREF of 114 KIAS is because of the higher minimum control speed without autocoarsen sys-
tem.
23/2 00
PAGE A8−16 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−17 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
Often the inability to move the power lever is caused by a frozen
power lever cable. In these cases the power lever can usually be
operated at lower altitudes (higher SAT).
POSSIBLE TO CONTROL FLIGHT PATH BY ADJUSTING
POWER WITH THE OPERATIVE POWER LEVER:
1. Adjust flight path by controlling power with the operative
power lever.
2. If possible, enter holding to check if stuck power lever
can be moved (alternatively check during approach).
POWER LEVER OPERATIVE:
3. Resume normal operation.
4. End of procedure.
POWER LEVER INOPERATIVE:
3. Consider to apply ENGINE SHUT DOWN PROCE-
DURE with the exception of action item 1 (power lever
reduction) if safe landing can not be performed by ad-
justing power with the operative power lever.
CAUTION
Move the condition lever directly to FUEL OFF (do not wait at
START position).
Page A8−5
NOTE
The yaw disturbance will be slightly higher than normal.
4. End of procedure.
NOT POSSIBLE TO CONTROL FLIGHT PATH BY ADJUS-
TING POWER WITH THE OPERATIVE POWER LEVER:
1. Apply ENGINE SHUT DOWN PROCEDURE with the
exception of action item 1 (power lever reduction).
CAUTION
Move the condition lever directly to FUEL OFF (do not wait at
START position).
Page A8−5
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−17
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A8−18 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
NOTE
The yaw disturbance will be slightly higher than normal.
2. If possible, enter holding to check if stuck power lever
can be moved (alternatively check during approach).
POWER LEVER OPERATIVE:
3. Consider to apply ENGINE Page A8−6
RESTART IN FLIGHT procedure.
4. End of procedure.
POWER LEVER INOPERATIVE:
3. Continue for single engine landing.
4. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A8−18
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
9. Oxygen
23/2
PAGE A9−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A9−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
OXYGEN light on
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A9−1
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
10. Air Data
23/2
PAGE A10−0
Dec 01/17
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A10−1 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
INDICATIONS:
Left Airspeed, Altitude and Vertical Speed Red Flags. L and R air
data information red flagged on EFIS.
1. Cb F−15, F−14 (ADC L ASI/ALTIM) . . . . . PULL/RESET
2. Cb J−27 (PROBE HEAT L PITOT) . . . . . . PULL/RESET
3. If function still not restored, EFIS attitude and heading accur-
acy is reduced. Monitor on non AIR DATA COMPUTER de-
pendent instrument.
4. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A10−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A10−2 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A10−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A10−3 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
Climb
Configuration: Gear UP, Flaps 0
Pitch: 10 degrees, Nose UP.
Torque: 100%
Propeller RPM: 1334
Level Flight
Configuration: Gear UP, Flaps 0
Pitch: According to table.
Torque: According to table.
Propeller RPM: 1220−1330
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A10−3
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A10−4 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
Descent
Configuration: Gear UP, Flaps 0
Pitch: According to table.
Torque: According to table.
Propeller RPM: 1220−1330
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A10−4
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A10−5 exp
Dec 01/17
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
Final Approach
Configuration: Gear DOWN, Flaps 20
Pitch: According to table.
Torque: According to table.
Propeller RPM: 1384
Speed/altitude symptoms:
TOTAL pressure blocked results in:
− Constant IAS in level flight;
− Increasing IAS in climb;
− Decreasing IAS in descent.
STATIC pressure blocked results in:
− Altitude remains constant in climb/descent;
− Increasing IAS in descent;
− Decreasing IAS in climb.
TOTAL and STATIC pressure blocked:
− Constant IAS in all flight regimes;
− Altitude remains constant in climb/descent.
10. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A10−5
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
11. Autopilot
23/2
PAGE A11−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A11−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
MISTRIM INDICATION
INDICATION:
AIL, EL or RUD yellow mistrim indication on EFIS.
NOTE
Temporary EL mistrim indication during Flap operation is normal.
CAUTION
Be prepared for trim transients when disengaging the autopilot.
1. AUTOPILOT and YAW DAMPER . . . . . . . DISENGAGE
2. Retrim affected channel.
3. AUTOPILOT and YAW DAMPER . . . . . . . ENGAGE
NORMAL OPERATION:
4. End of procedure.
AIL or EL mistrim indication:
4. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . DISENGAGE
− Use only YAW DAMPER.
5. End of procedure.
RUD mistrim indication:
4. AUTOPILOT and YAW DAMPER . . . . . . . DISENGAGE
5. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A11−1
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
12. Doors
23/2
PAGE A12−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A12−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
CAUTION
Approach the door with caution and never touch the door handle.
1. Make a visual check of the two door INDEXES through the
door sight windows.
One or both index NOT ALIGNED:
2. Regard the door as unsafe.
3. Reduce cabin diff pressure if possible.
4. If feasible evacuate seats adjacent to the main door.
5. Land at nearest suitable airport.
6. End of procedure.
Both index ALIGNED:
2. Regard the door as safe.
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A12−1
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
13. EFIS
23/2
PAGE A13−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A13−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
INDICATION:
EFIS totally black, blurred, fluctuates, flickers or distorted.
1. GEN Voltage . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
GEN Voltage LOW (below 26 V):
Apply procedure DC VOLTAGE LOW. Page A2−6
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A13−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A13−2 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
On Ground
If RED flags ATT on EADI and/or RED HDG on EHSI are not
cleared after approx. 70 seconds.
1. Park aircraft
2. CB’s AHC AVION and BAT (affected side) PULL/RESET
CBs:
Left side: F−12 AHC1 AVION, F−11 AHC1 BAT
Right side: M−10 AHC2 AVION, M−11 AHC2 BAT
After approximately 70 seconds
3. Check EADI and EHSI for normal presentation and no RED
ATT and no RED HDG flag
− Yellow HDG flag may be removed by momentarily pressing
the HDG slave button.
− Wait 2 minutes before take−off.
4. End of procedure.
NOTE
If any flag is still not cleared consult MEL.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A13−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A13−2 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
In Flight
On Ground
If RED flags ATT on EADI and/or RED HDG on EHSI are not
cleared after approx. 70 seconds.
1. Park aircraft
2. CB’s AHC AVION and BAT (affected side) PULL/RESET
CBs:
Left side: F−12 AHC1 AVION, F−11 AHC1 BAT
Right side: M−10 AHC2 AVION, M−11 AHC2 BAT
After approximately 70 seconds
3. Check EADI and EHSI for normal presentation and no RED
ATT and no RED HDG flag
− Yellow HDG flag may be removed by momentarily pressing
the HDG slave button.
− Wait 2 minutes before take−off.
4. End of procedure.
NOTE
If any flag is still not cleared consult MEL.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A13−2
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
AVIONICS light on
23/2 00
PAGE A13−3 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
AVIONICS light on
INDICATIONS:
PTCH, ROLL, FD, HDG, RA, GS or LOC yellow flag on EFIS
(comparator caution).
1. Compare LEFT and RIGHT side with STANDBY instrument to
establish faulty side.
CAUTION
Avoid to slave heading with HDG SLAVE button when standing on
runways/taxiways with magnetic disturbance or when flying in tur-
bulent air.
2. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A13−3
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
14. Fire Protection
23/2
PAGE A14−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A14−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A14−1
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
15. Warning System
23/2
PAGE A15−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A15−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A15−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 10
PAGE A15−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
NOTE
Illogical combinations of warnings and cautions lights may occur.
1. Warning System c/b’s . . . . . . . . . . . . . . . . . PULL/RESET
− E−6 (CHAN 1); L−5 (CHAN 2).
− Max 2 reset attempts.
LIGHT OFF
2. End of procedure.
LIGHT ON
2. Notify maintenance.
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10 A15−1
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
16. F/D and Autopilot Diagnostics
23/2
PAGE A16−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A16−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A16−1
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
23/2 00
PAGE A16−2 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
(Cont’d)
9. NOTE IN THE AIRCRAFT LOGBOOK:
LEFT RIGHT
REPAIR=CODE
AP DIS=CODE
> YD DIS=CODE
AP ENGCODE
=
YD ENGCODE
=
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A16−2
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual ABNORMAL PROCEDURES
ABNORMAL CHECKLIST
17. Windows
23/2
PAGE A17−0
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
Expanded Abnormal Checklist
WINDOW CRACKS
Cockpit windshields
The cockpit windshields are multi−layered. If there is a crack, it is more likely to occur to the outer layer. This
layer does NOT affect the structural integrity of the windshields.
Cracking is sometimes preceded by a noticeable “foggy” appearance; it is sometimes accompanied by a loud
noise.
If the windshield ice protection is ON, the affected windshield’s ice protection caution light may come on, to-
gether with CWP ICE PROT light.
Placing a solid object − such as a pencil − next to the affected pane and looking at its reflection may help con-
firm that cracking is limited to the exterior glass layer.
NOTE
If vision is impaired, consider diversion if the destination airport:
− has low Meteorological Visibility or marginal Weather.
− is Busy.
− is Uncontrolled.
CAUTION
If it is difficult to confirm where the crack is, assume it is in an inner layer, in which case cabin diff pressure
should be reduced.
Cabin windows
The cabin windows are of a single−layer type, and a crack should be considered structural damage.
NOTE
The non−structural, thin plastic pane mounted on the cabin side panel does not affect structural integrity,
and cracks here are only of cosmetic consideration.
23/2 00
PAGE A17−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
Yes No
(or not possible
2. ICE PROTECTION
to decide)
for affected window . . . . . . . OFF
3. End of procedure.
Yes No
3. End of Procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 00 A17−1
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
CONTENTS
Emergency Procedures
24/1 Introduction
24/2 Emergency Checklist (with expanded checklist)
24/3 Emergency Landing/Evacuation
24/4 Cabin Smoke/Fire
24/5 Air Leak and Rapid Decompression
24/6 Suspect Device
24 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY PROCEDURES
24 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Introduction
It is expected that the flight crew possesses suffi- J−16 (L STBY PUMP PWR)
cient knowledge to select correct checklist. The J−15 (L STBY PUMP CONTROL)
flight crew is further expected to have thorough un- J−13 (L QTY)
derstanding of what is accomplished by performing R−13 (R STBY PUMP PWR)
a certain item in the checklist. Checklist items not R−14 (R STBY PUMP CONTROL)
considered obvious and other relevant operational R−12 (R QTY)
aspects are presented on the page preceding the
It is recommended that these circuit breakers are
checklist.
color coded to prevent an unintentional c/b reset.
It is not possible to cover all combinations of Mal-
Malfunction procedures include speed increments
function in checklists, and with some exceptions, it
for increase of VREF if the malfunction has impact
only covers single failures. If multiple unrelated fail-
on maneuverability or stall speed. In these cases
ures should occur, the flight crew may have to com-
there is also given a Landing Distance Factor
bine in parts or in whole different checklists and to
(LDF), however, no LDF is given for speed incre-
exercise good judgement to determine the safest
ments not exceeding 10 kt relative normal Flap
course of action.
20/35 landing.
WHEN A MALFUNCTION IS EXPERIENCED, IT
The LDF stated for a certain malfunction is always
SHALL BE POSITIVELY IDENTIFIED BEFORE
related to demonstrated landing distance if not
ANY ACTION IS TAKEN AND UNDER NO CIR-
otherwise explicitly stated. Accordingly a Distance
CUMSTANCES SHALL CONTROL OF THE AIR-
Factor below 1.67 will result in a landing distance
CRAFT BE COMPROMISED.
not exceeding the required landing field length. It is
PRIOR TO SHUTTING DOWN OR SWITCHING the responsibility of each individual operator and the
OFF VITAL ITEMS LIKE ENGINE, FUEL, GENER- Pilot−in−Command to decide what relationship be-
ATOR ETC. THE APPROPRIATE LEVER, HAN- tween landing distance and available landing field
DLE OR SWITCH SHALL BE VERIFIED BY BOTH length shall be acceptable under these circum-
PILOTS. No annotations specifying these items are stances.
included in the checklists.
Some malfunction speed increments include the 10
UNLESS OTHERWISE INDICATED IN THE kt ice increment. This is due to the nature of the
CHECKLISTS, MANIPULATION OF LEVERS, malfunction. If not included this is given as an addi-
SWITCHES ETC REFERS TO THE AFFECTED tional 10 kt VREF−increase in the checklist.
ENGINE AND/OR SYSTEM.
24/1
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Introduction
2. CHECKLIST TERMINOLOGY
NOTE
When a procedure calls for the POWER to be 2.1 Definitions
REDUCED the continued operation should be
In some emergency checklists, there is a recom-
regarded as One Engine Inoperative (OEI)
mendation to terminate the flight − “land at nearest
Operation which includes landing at the nearest
suitable airport” or “LAND as soon as possible”.
suitable airport using OEI configuration and land-
ing speeds. Set power to 20−30% on the bad “nearest suitable airport” means to land at the
engine to reduce propeller drag; maintain this nearest airport, depending on circumstances, which
power until landing flare where both power levers has the required weather situation and necessary
should be retarded as for a normal landing. facilities.
Should circumstances require additional power, “LAND as soon as possible” is used for urgent
do not hesitate to use both engines as required. malfunctions, such as fire, smoke etc.
Set CL to MAX before landing, since landing dis-
tances are based on this. In addition, if the CL is
in a position other than MAX with a running gas
generator, aircraft characteristics during landing
will differ from what is normally experienced dur-
ing training.
For the go−around case, plan as for a OEI−
go−around. Should a go−around become neces-
sary, do not hesitate to use both engines; howev-
er, make configuration changes and use speeds
as for OEI−operation.
NOTE
After an engine Malfunction has been rectified,
e.g. an engine has been shut down, restarted
and running normally, NORMAL PROCEDURES
apply.
The above also applies, if an engine which in
accordance with Malfunction Procedures has
been operated on REDUCED POWER (20−30
%), and power in accordance with procedures,
has then been restored.
When restoring power on one engine make sure
that the AUTOCOARSEN switch is in OFF posi-
tion, until both PLs are at approximately the
same power lever angle (PLA) − then NORMAL
PROCEDURES apply. (see also 17/2 page 29).
24/1
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY PROCEDURES
EMERGENCY CHECKLIST
0. Contents
24/2
PAGE E0−0
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E0−1 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
Page
1. Fire / Smoke
WITHOUT PROPELLER BRAKE INSTALLED.
THIS PAGE IS APPLICABLE TO AIRCRAFT
ENGINE FIRE E1−1
AIR CONDITIONING SMOKE E1−2
AVIONIC or ELECTRICAL SMOKE or FIRE E1−3
LAVATORY SMOKE E1−5
TAIL PIPE HOT light on E1−6
CARGO COMPARTMENT SMOKE E1−7
SMOKE REMOVAL E1−9
3. Power Plant
BOTH ENGINES FLAME OUT E3−1
ENGINE FAILURE E3−3
ENGINE OIL PRESSURE LOW E3−4
PROPELLER OIL PRESSURE LOW E3−5
PROPELLER OIL PRESSURE HIGH E3−6
UNUSUAL VIBRATIONS E7−9
4. Flight Controls
ELEVATOR SYSTEM JAMMED E4−1
AILERON SYSTEM JAMMED E4−3
5. Electrical
LOSS OF BOTH GENERATORS (both engines running) E5−1
ELECTRICAL LOAD REDUCTION E5−4
6. Autopilot
AUTOTRIM light on E6−1
7. Various Emergencies
EMERGENCY EVACUATION E7−1
EMERGENCY LANDING E7−2
DITCHING E7−4
SUSPECT DEVICE FOUND ON BOARD E7−6
DISTRESS CALL E7−7
EMERGENCY ANNOUNCEMENT E7−7
TRANSPONDER CODES E7−7
FLIGHT IN VOLCANIC ASH E7−8
UNUSUAL VIBRATIONS E7−9
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E0−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 10
PAGE E0−1 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
Page
3. Power Plant
BOTH ENGINES FLAME OUT E3−1
ENGINE FAILURE E3−3
PROP BRAKE FAULT E3−4
ENGINE OIL PRESSURE LOW E3−4
PROPELLER OIL PRESSURE LOW E3−5
PROPELLER OIL PRESSURE HIGH E3−6
UNUSUAL VIBRATIONS E7−9
4. Flight Controls
ELEVATOR SYSTEM JAMMED E4−1
AILERON SYSTEM JAMMED E4−3
5. Electrical
LOSS OF BOTH GENERATORS (both engines running) E5−1
ELECTRICAL LOAD REDUCTION E5−4
6. Autopilot
AUTOTRIM light on E6−1
7. Various Emergencies
EMERGENCY EVACUATION E7−1
EMERGENCY LANDING E7−2
DITCHING E7−4
SUSPECT DEVICE FOUND ON BOARD E7−6
DISTRESS CALL E7−7
EMERGENCY ANNOUNCEMENT E7−7
TRANSPONDER CODES E7−7
FLIGHT IN VOLCANIC ASH E7−8
UNUSUAL VIBRATIONS E7−9
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E0−1
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
EMERGENCY CHECKLIST
1. Fire / Smoke
24/2
PAGE E1−0
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
ENGINE FIRE
− Fire indication:
Fire bell
L/R ENG FIRE CWP light
L/R ENG fire handle light
− The electrical feather pump which is activated with the PROPELLER PUMP switch will overheat if acti-
vated more than 30 seconds.
− If fire on ground, and away from block, turn the aircraft to get fire away from the fuselage. Perform the
24/2 00
PAGE E1−1 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
20−30%
*2. CONDITION LEVER . . . . . . . . . . . . . . . . . . FUEL OFF
ACAS/TCAS SYSTEM INSTALLED.
NOTE
Following an engine shut down it is required to disconnect the AP
and re−trim the a/c before re−engagement of the AP.
5. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK ON
7. ICE PROTECTION PROP and ENGINE
switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CHECK
CLOSED
9. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSED
10. HP VALVE switch . . . . . . . . . . . . . . . . . . . . . CLOSED
11. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
12. Apply OEI OPERATION procedure Page A8−10
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
ENGINE FIRE
− Fire indication:
Fire bell
L/R ENG FIRE CWP light
L/R ENG fire handle light
− The electrical feather pump which is activated with the PROPELLER PUMP switch will overheat if acti-
vated more than 30 seconds.
− If fire on ground, and away from block, turn the aircraft to get fire away from the fuselage. Perform the
24/2 10
PAGE E1−1 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
20−30%
*2. CONDITION LEVER . . . . . . . . . . . . . . . . . . FUEL OFF
*3. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . PULL
*4. FIRE EXTG switch . . . . . . . . . . . . . . . . . . . . ON
− If fire indication still on after 30 seconds − discharge
CANADIAN REGISTER.
NOTE
Following an engine shut down it is required to disconnect the AP
and re−trim the a/c before re−engagement of the AP.
5. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK ON
7. ICE PROTECTION PROP and ENGINE
switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CHECK
CLOSED
9. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSED
10. HP VALVE switch . . . . . . . . . . . . . . . . . . . . . CLOSED
11. Apply OEI OPERATION procedure Page A8−10
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E1−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− To clear mask and goggles of smoke, turn emergency selector to ON and pull out the vent valve knob
(Section 6/2.1).
− In poor visibility, use flashlights.
− When deemed possible, set the oxygen selector to NORMAL. Leaving the selector in 100% will result in a
much faster depletion of oxygen. Oxygen for smoke protection (100% position) is according to the regula-
tions required to be available for minimum15 min.
− Set both RECIRC switches to OFF; this makes it easier to establish which air conditioning pack is creating
smoke and to prevent recirculation of contaminated air.
24/2 00
PAGE E1−2 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−2
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Switch off both RECIRC switches; this makes it easier to establish the smoke creating source.
− If it can be determined that a certain Avionic or electrical unit is creating smoke, turn off this unit.
− If the affected circuit can not be located the procedure calls for isolation.
− When circuits are turned OFF and ON, in order to isolate and locate an affected circuit, pausing in be-
tween is necessary. It takes some time for smoke to disappear or reappear.
− Before switching OFF L and R AVIONIC: disconnect the Autopilot and start flying on the standby instru-
ment. When L and R AVIONIC are switched OFF all EFIS presentation will be lost and the screens turn
black along with most of the left side’s Flight Instruments. HDG information is only available from the
standby compass (the AHRS systems are backup supplied from the HOT BAT busses for 11 minutes).
NAV information is only available from STBY VOR/ILS indicator.
− Possible cabin smoke source can be switched OFF at the cabin lighting panel by the C/A.
− If AVIONIC switch/switches are OFF for more than 11 minutes AHRS will drop off line. If reinitialization is
required, establish Aircraft in stabilized level flight during reinitialization (approximately 70 sec.).
− Even when a smoke creating source has been isolated it may take a while until smoke disappears/smoke
warning goes out.
24/2 00
PAGE E1−3 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−3
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Switch off both RECIRC switches; this makes it easier to establish the smoke creating source.
− If it can be determined that a certain Avionic or electrical unit is creating smoke, turn off this unit.
− If the affected circuit can not be located the procedure calls for isolation.
− When circuits are turned OFF and ON, in order to isolate and locate an affected circuit, pausing in be-
tween is necessary. It takes some time for smoke to disappear or reappear.
− Before switching OFF L and R AVIONIC: disconnect the Autopilot and start flying on the standby instru-
ment. When L and R AVIONIC are switched OFF all EFIS presentation will be lost and the screens turn
black along with most of the left side’s Flight Instruments. HDG information is only available from the
standby compass (the AHRS systems are backup supplied from the HOT BAT busses for 11 minutes).
NAV information is only available from STBY VOR/ILS indicator.
− Possible cabin smoke source can be switched OFF at the cabin lighting panel by the C/A.
− If AVIONIC switch/switches are OFF for more than 11 minutes AHRS will drop off line. If reinitialization is
required, establish Aircraft in stabilized level flight during reinitialization (approximately 70 sec.).
− Even when a smoke creating source has been isolated it may take a while until smoke disappears/smoke
warning goes out.
24/2 10
PAGE E1−3 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
CLOSED
5. RECIRC switches (both) . . . . . . . . . . . . . . . OFF
While proceeding with the procedure below, prepare to land
without delay at the nearest suitable airport.
Affected circuit CAN be located
6. Affected circuit . . . . . . . . . . . . . . . . . . ISOLATE
7. Extinguish fire (if any). See GENERAL NOTE below.
8. End of procedure.
Affected circuit CAN NOT be located
6. In an extreme smoke situation open cockpit door to improve
visibility in cockpit.
7. Establish trimmed flight on STBY instruments.
8. VHF COM 1/NAV 1 . . . . . . . . . . . . . . . . . . . SELECT
NOTE
When proceeding with pos. 10, the following will result.
− Rudder Limiter inoperative.
− Autopilot disengage.
9. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
10. L and R AVION switches (both) . . . . . . . . . OFF
Fire or smoke DECREASES OR STOPS
11. Try to restore one side by selecting L/R AVION
switches ON (one at a time).
12. AVION switch (affected side) . . . . . OFF
13. Extinguish fire (if any). See GENERAL NOTE below.
14. End of procedure.
Fire or smoke PERSISTS
11. L and R AVION switches (both) . . . . . . . . . ON
12. VHF COM 2/NAV 2 . . . . . . . . . . . . . . . . . . . SELECT
13. ESS AVION switch . . . . . . . . . . . . . . . . . . . . OFF
14. ACARS c/b’s . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− R c/b’s panel position N18 & N19.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E1−3
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E1−4 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−4
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 10
PAGE E1−4 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
(Cont’d)
Fire or smoke DECREASES OR STOPS
15. Extinguish fire (if any). See GENERAL NOTE below.
16. End of procedure.
ACARS SYSTEM INSTALLED.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E1−4
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
LAVATORY SMOKE
− Pull the Cb’s to remove all electrical power supply to the lavatory.
− Switch OFF the RECIRC switches to reduce the ventilation to a minimum.
24/2 00
PAGE E1−5 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−5
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
LAVATORY SMOKE
− Pull the Cb’s to remove all electrical power supply to the lavatory.
− Switch OFF the RECIRC switches to reduce the ventilation to a minimum.
24/2 10
PAGE E1−5 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
LAVATORY SMOKE
THIS PAGE IS APPLICABLE FOR A/C 360 − UP
1. CB’s LAVATORY − TOILET & LIGHT
(M−27 & F−24) and WATER HEATER
(M−28, if installed) . . . . . . . . . . . . . . . . . . . . PULL
2. RECIRC switches (both) . . . . . . . . . . . . . . . OFF
3. CABIN ATTENDANT . . . . . . . . . . . . . . . . . . INFORM and
INVESTIGATE
NOTE
(GEN. III INTERIOR).
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E1−5
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E1−6 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
5. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−6
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Switch OFF L BLD VALVE and L RECIRC FAN to reduce diff pressure between cabin and cargo compart-
ments. This reduces the risk of air leaking into the cargo compartment reducing the halon concentration.
− Do not open the cargo door until all passengers have disembarked and the fire fighting services are pres-
ent.
− The CARGO EXTG light will come ON when the pressure in the inner bottle has decreased to below a cer-
tain limit. This may take up to 15 min.
− The cargo compartment is classified as a Class C cargo compartment and has been demonstrated to pro-
vide 35 minutes fire protection duration.
− After conducting a cargo compartment fire suppression procedures, regardless of the duration capability of
the cargo fire extinguishing system, land at the nearest suitable airport.
24/2 00
PAGE E1−7 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
5. End of procedure.
CONFIGURATION.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−7
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Switch OFF L BLD VALVE and L RECIRC FAN to reduce diff pressure between cabin and cargo compart-
ments. This reduces the risk of air leaking into the cargo compartment reducing the halon concentration.
− Do not open the cargo door until all passengers have disembarked and the fire fighting services are pres-
ent.
− The CARGO EXTG light will come ON when the pressure in the inner bottle has decreased to below a cer-
tain limit. This may take up to 15 min.
− The cargo compartment is classified as a Class C cargo compartment and has been demonstrated to pro-
vide 70 minutes fire protection duration.
− After conducting a cargo compartment fire suppression procedures, regardless of the duration capability of
the cargo fire extinguishing system, land at the nearest suitable airport.
24/2 10
PAGE E1−7 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
cond bottle can be used earlier. The time difference between ac-
tivation of CARGO FIRE EXTG 1 and 2 must however be more
than 2 minutes, otherwise blow out panels can be activated due to
pressure transients.
If still airborne 35 minutes after activating
CARGO FIRE EXTG 1:
5. CARGO FIRE EXTG 2 switch . . . . . . . . . . ON
6. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E1−7
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Switch OFF L BLD VALVE and L RECIRC FAN to reduce diff pressure between cabin and cargo compart-
ments. This reduces the risk of air leaking into the cargo compartment reducing the halon concentration.
− Do not open the cargo door until all passengers have disembarked and the fire fighting services are pres-
ent.
− The CARGO EXTG light will come ON when the pressure in the inner bottle has decreased to below a cer-
tain limit. This may take up to 15 min.
− The cargo compartment is classified as a Class C cargo compartment and has been demonstrated to pro-
vide 60 minutes fire protection duration.
− After conducting a cargo compartment fire suppression procedures, regardless of the duration capability of
the cargo fire extinguishing system, land at the nearest suitable airport.
24/2 20
PAGE E1−7 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
pressure transients.
If still airborne 25 minutes after activating
CARGO FIRE EXTG 1:
5. CARGO FIRE EXTG 2 switch . . . . . . . . . . ON
6. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 20 E1−7
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
PASSENGER CONFIGURATION
− Switch OFF L BLD VALVE and L RECIRC FAN to reduce diff pressure between cabin and cargo compart-
ments. This reduces the risk of air leaking into the cargo compartment reducing the halon concentration.
− Check the CARGO XVALVE handle to be pushed in so the total air supply to the cabin will not stop after
performing item 3 and 4.
− Do not open the cargo door until all passengers have disembarked and the fire fighting services are pres-
ent.
− The CARGO EXTG light will come ON when the pressure in the inner bottle has decreased to below a cer-
tain limit. This may take up to 15 min.
− The cargo compartment is classified as a Class C cargo compartment and has been demonstrated to pro-
vide 60 minutes fire protection duration.
− After conducting a cargo compartment fire suppression procedures, regardless of the duration capability of
the cargo fire extinguishing system, land at the nearest suitable airport.
CARGO CONFIGURATION
− When L BLD VALVE has been CLOSED, CARGO X VALVE handle pulled and both RECIRC Fans
switched OFF, all air supply to the enlarged cargo compartment has been switched OFF.
− In the all cargo (accessible) configuration, with fire extinguishing equipment available, a crew member may
enter and extinguish a fire.
− There is no requirement for Halon fire fighting capability in an all cargo configuration. However, to make
optimum use of available means both FIRE EXTG switches shall be activated.
− Close the cockpit door to exclude heavy concentration of smoke and to minimize ventilation into the en-
larged cargo compartment.
− Use EMERGENCY position on the mask selector as required to clear mask from smoke.
− In poor visibility use flashlights.
− When deemed possible, place the oxygen selector in NORMAL position. Leaving the selector in 100%
position will result in a much faster depletion of oxygen. Oxygen for smoke protection (100% position) is
according to the regulations required to be available for 15 minutes as a minimum.
− Non−essential equipment are equipment such as:
− HF − MFD
− ACARS − AREA NAV
− TCAS − DME 1 or 2
− TRANSPONDER 1 or 2 − ADF 1 or 2
− Switch only OFF equipment deemed not required. It is not necessary to switch OFF any of AVIONIC
switches.
− By keeping the AVIONIC FAN ON for a short while the Halon distribution within the enlarged cargo
compartment is optimized (sucked forward). The CB’s must then be pulled to remove the last source of
ventilation.
24/2 30
PAGE E1−7 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
Passenger Configuration
Cargo Configuration
NOTE
AVIONIC and LAV SMOKE (CWP) lights may come on as a conse-
quence of smoke in the enlarged cargo compartment.
1. L BLD VALVE switch . . . . . . . . . . . . . . . . . . CLOSED
2. CARGO XVALVE handle . . . . . . . . . . . . . . . PULL and TURN
− Pull to stop and turn clockwise to lock valve in closed position.
3. L and R RECIRC switches . . . . . . . . . . . . . OFF
4. CARGO FIRE EXTG switches (1+2) . . . . ON
5. COCKPIT DOOR . . . . . . . . . . . . . . . . . . . . . CLOSE
6. OXYGEN MASKS and REGULATORS . . ON and 100%
7. COMMUNICATION . . . . . . . . . . . . . . . . . . . ESTABLISH
8. PASSENGER OXYGEN VALVE . . . . . . . . CHECK
CLOSED
9. Cb:s VENT AVION FAN CONTROL
(G−10) and VENT AVION PWR (G−11) . . PULL
10. Cb:s for non essential equipment . . . . . . . PULL
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 30 E1−7
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Switch OFF L BLD VALVE and L RECIRC FAN to reduce diff pressure between cabin and cargo compart-
ments. This reduces the risk of air leaking into the cargo compartment reducing the halon concentration.
− Check the CARGO XVALVE handle to be pushed in so the total air supply to the cabin will not be removed
after performing item 3 and 4.
− Do not open the cargo door until all passengers have disembarked and the fire fighting services are pres-
ent.
− The CARGO EXTG light will come ON when the pressure in the inner bottle has decreased to below a cer-
tain limit. This may take up to 15 min.
− The cargo compartment is classified as a Class C cargo compartment and has been demonstrated to pro-
vide 35 minutes fire protection duration.
− After conducting a cargo compartment fire suppression procedures, regardless of the duration capability of
the cargo fire extinguishing system, land at the nearest suitable airport.
24/2 40
PAGE E1−7 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
Cargo Configuration
NOTE
AVIONIC and LAV SMOKE (CWP) lights may come on as a conse-
quence of smoke in the enlarged cargo compartment.
1. L BLD VALVE switch . . . . . . . . . . . . . . . . . . CLOSED
2. CARGO XVALVE handle . . . . . . . . . . . . . . . PULL and TURN
− Pull to stop and turn clockwise to lock valve in closed position.
3. L and R RECIRC switches . . . . . . . . . . . . . OFF
4. CARGO FIRE EXTG switch . . . . . . . . . . . . ON
5. COCKPIT DOOR . . . . . . . . . . . . . . . . . . . . . CLOSE
6. OXYGEN MASKS and REGULATORS . . ON and 100%
7. COMMUNICATION . . . . . . . . . . . . . . . . . . . ESTABLISH
8. PASSENGER OXYGEN VALVE . . . . . . . . CHECK
CLOSED
9. Cb:s VENT AVION FAN CONTROL
(G−10) and VENT AVION PWR (G−11) . . PULL
10. Cb:s for non essential equipment . . . . . . . PULL
− With avionic fan stopped an overheat condition may occur.
Pull Cb:s for all equipment not essential for continued flight.
11. LAND as soon as possible.
NOTE
If cockpit smoke removal deemed required, apply SMOKE RE-
MOVAL COCKPIT procedure.
Page E1−9
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 40 E1−7
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E1−8 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16 code 10
code 00
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
E1−8
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 10
PAGE E1−8 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16 code 10
code 10
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
E1−8
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 20
PAGE E1−8 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16 code 10
code 20
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
E1−8
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 30
PAGE E1−8 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
Cargo Configuration
(Cont’d)
− With avionic fan stopped an overheat condition may occur.
Pull Cb:s for all equipment not essential for continued flight.
11. LAND as soon as possible.
NOTE
If cockpit smoke removal deemed required, apply SMOKE RE-
MOVAL COCKPIT procedure.
Page E1−9
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 30 E1−8
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 40
PAGE E1−8 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16 code 10
code 40
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
E1−8
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
SMOKE REMOVAL
− Smoke removal procedure shall be performed in case of serious smoke or toxic fumes.
− If smoke is generated in the cockpit during windshield wiper operation; In addition to other possible
smoke sources, suspect possible wiper resistor overheat. Place the rotary switch in OFF position. When
the temperature then goes down the smoke will cease. (See also Section 11.2 ICE AND RAIN Operation).
24/2 00
PAGE E1−9 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
SMOKE REMOVAL
COCKPIT
1. DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
− Descend to 10000 ft or minimum altitude for terrain clear-
ance, whichever is higher.
2. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/
X−CHECK
3. CABIN DIFF PRESSURE−REDUCE to 1.5 psi or less by
manual control of cabin altitude, select MODE SELECTOR
switch to MAN and rotate MANUAL CONTROL knob clock-
wise to increase cabin altitude. Partly open GROUND COM
HATCH. The cabin altitude can be easily controlled by open-
ing the hatch more or less.
Smoke PERSISTS
NOTE
If not deemed necessary to dump earlier, wait until a differen-
tial pressure of about 1 psi is obtained.
4. PRESS DUMP switch . . . . . . . . . . . ON
5. AIRSPEED−REDUCE to 160 KIAS or below and open
the crew hatch to ventilation position.
6. LAND as soon as possible.
7. Close Ground Communication Hatch prior landing so
as not to interfere with Nose Wheel steering.
8. End of procedure.
Smoke DISAPPEARS
4. Close Ground Communication Hatch prior landing so as not
to interfere with Nose Wheel steering.
5. End of procedure.
CABIN
1. DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
− Descend to 10000 ft or minimum altitude for terrain clear-
ance, whichever is higher.
2. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/
X−CHECK
3. CABIN DIFF PRESSURE−REDUCE to 1.5 psi or less by
manual control of cabin altitude, select MODE SELECTOR
switch to MAN and rotate MANUAL CONTROL knob clock-
wise to increase cabin altitude.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−9
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E1−10 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
SMOKE REMOVAL
(Cont’d)
NOTE
If not deemed necessary to dump earlier, wait until a differential
pressure of about 1 psi is obtained.
4. PRESS DUMP switch . . . . . . . . . . . . . . . . . ON
5. LAND as soon as possible.
NOTE
It is possible to remove an overwing emergency exit during flight at
airspeeds below 120 KIAS to evacuate smoke in an extreme CAB-
IN smoke situation. However consider the risk for falling overboard
as well as other possible hazards like high noise level (cabin com-
munication may be impossible), cold temp. etc.
6. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E1−10
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
EMERGENCY CHECKLIST
2. Air Condition and Pressurization
24/2
PAGE E2−0
Jun 01/17
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
PIC will initiate emergency descent by the call−out ”Emergency descent” and select APA to higher value.
− BP
don oxygen/select MASK (see NOTE)
− PF
start bank 20−30 and lower nose
retard PL’s to FLT IDLE and push CL’s to MAX
increase speed to VMO, then continue descent. Change heading i.a. according to national regulations.
− PNF
select Cabin signs on, inform ATC
reselect ATC TXP if applicable .
inform cabin
− BP
reset APA and altimeter if applicable.
complete Emergency Descent Checklist.
Start level off approx. 500 ft above decided altitude.
NOTE
If hand flying PF immediately starts the descent while PNF first dons oxygen and then takes over the con-
trols.
− If structural integrity in doubt consider to extend the landing gear to increase the drag and thereby obtain a
higher descent rate at a lower speed.
− When judged possible place the oxygen selector in NORMAL position. Leaving the selector in 100% posi-
tion will result in a fast depletion of oxygen.
24/2 00
PAGE E2−1 exp
Jun 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E2−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
PIC will initiate emergency descent by the call−out ”Emergency descent” and select APA to higher value.
− BP
don oxygen/select MASK (see NOTE)
− PF
start bank 20−30 and lower nose
retard PL’s to FLT IDLE and push CL’s to MAX
increase speed to VMO, then continue descent. Change heading i.a. according to national regulations.
− PNF
select Cabin signs on, inform ATC
reselect ATC TXP if applicable .
inform cabin
− BP
reset APA and altimeter if applicable.
complete Emergency Descent Checklist.
Start level off approx. 500 ft above decided altitude.
NOTE
If hand flying PF immediately starts the descent while PNF first dons oxygen and then takes over the con-
trols.
− If structural integrity in doubt consider to extend the landing gear to increase the drag and thereby obtain a
higher descent rate at a lower speed.
− When judged possible place the oxygen selector in NORMAL position. Leaving the selector in 100% posi-
tion will result in a fast depletion of oxygen.
− Automatic drop−out passenger oxygen system will activated at 13 000 ft to 14 000 ft cabin altitude. To
manually secure the function the PASSENGER OXYGEN VALVE shall be set into OVRD position.
24/2 10
PAGE E2−1 exp
Jun 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
RAPID DEPRESSURIZATION −
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A EMERGENCY DESCENT
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E2−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− When judged possible place the oxygen selector in NORMAL position. Leaving the selector in 100% posi-
tion will result in a fast depletion of oxygen.
− It is difficult to control cabin pressurization in manual mode and there is a long delay between a comman-
ded change and cabin response.
− A good start is to place the control knob at about 2 o’clock position and wait for the response and the cabin
rate needle to stabilize. Then make adjustment in ”1 hour” steps and wait for the response.
− In case of rapid decompression combined with high flight altitude perform an EMERGENCY DESCENT.
− Automatic dump function after landing (WoW) does not exist when operating in manual mode. Dump
switch works in both automatic and manual mode.
24/2 00
PAGE E2−2 exp
Jun 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E2−2
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− When judged possible place the oxygen selector in NORMAL position. Leaving the selector in 100% posi-
tion will result in a fast depletion of oxygen.
− It is difficult to control cabin pressurization in manual mode and there is a long delay between a comman-
ded change and cabin response.
− A good start is to place the control knob at about 2 o’clock position and wait for the response and the cabin
rate needle to stabilize. Then make adjustment in ”1 hour” steps and wait for the response.
− In case of rapid decompression combined with high flight altitude perform an EMERGENCY DESCENT.
− Automatic dump function after landing (WoW) does not exist when operating in manual mode. Dump
switch works in both automatic and manual mode.
24/2 10
PAGE E2−2 exp
Jun 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E2−2
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E2−3 exp
Jun 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
WARNING
With cabin pressurization control in MAN, there is no automatic
dump function at landing.
7. MANUAL CONTROL knob . . . . . . . . . . . . . MODULATE
− Modulate diff. pressure to 0.
8. MANUAL CONTROL knob . . . . . . . . . . . . . FULLY
CLOCKWISE
9. PRESS DUMP switch . . . . . . . . . . . . . . . . . ON
10. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E2−3
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
EMERGENCY CHECKLIST
3. Power Plant
24/2
PAGE E3−0
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
WARNING
Do not move PL below FLT IDLE when airborne.
During engine start on ground PL is placed into GND IDLE position. Due to the fact that this is the ”normal
start position”, there is a possibility, by habit, to move PL to this wrong position also during an engine re-
start in flight.
If PL is moved below FLT IDLE there will be no control of the propeller speed with consequential extremely
high drag and uncontrolled flight.
− With both generators OFF line all EFIS presentation will be lost and the screens turn black. Fly on standby
instrument and use NAV 1 / COM 1.
− TCAS switch shall be set to TA ONLY since performance is not enough to follow a climbing RA maneuver.
24/2 00
PAGE E3−1 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E3−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
WARNING
Do not move PL below FLT IDLE when airborne.
During engine start on ground PL is placed into GND IDLE position. Due to the fact that this is the ”normal
start position”, there is a possibility, by habit, to move PL to this wrong position also during an engine re-
start in flight.
If PL is moved below FLT IDLE there will be no control of the propeller speed with consequential extremely
high drag and uncontrolled flight.
− With both generators OFF line all EFIS presentation will be lost and the screens turn black. Fly on standby
instrument and use NAV 1 / COM 1.
24/2 10
PAGE E3−1 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E3−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E3−2 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
(Cont’d)
12. R CONDITION LEVER . . . . . . . . . . . . . . . . FUEL OFF
13. Apply EMERGENCY LANDING or DITCH- Page E7−2,
ING procedure, as applicable. E7−4
NOTE
If both engines restart and running, normal procedures apply.
14. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E3−2
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
ENGINE FAILURE
− Following an engine failure an unfeathered propeller will rotate at almost normal prop RPM. However, the
prop RPM indications will read zero when the engine has spooled down.
− A feathered propeller may rotate slowly. The RPM varies with airspeed and sideslip.
− It is not recommended to activate the electric feather pump with PROPELLER PUMP switch for more than
30 seconds.
− Set TCAS to TA ONLY since performance on one engine is not enough to follow a climbing RA maneuver.
24/2 00
PAGE E3−3 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
CAUTION
If the propeller has not feathered ensure AUTOCOARSEN switch is
OFF and set PROPELLER PUMP switch to MAN FEATHER. Hold
the switch until the propeller is in the full feathered position.
NOTE
Following an engine failure it is required to disconnect the AP and
re−trim the a/c before re−engagement of the AP.
REGISTER.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E3−3
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
ENGINE FAILURE
− Following an engine failure an unfeathered propeller will rotate at almost normal prop RPM. However, the
prop RPM indications will read zero when the engine has spooled down.
− A feathered propeller may rotate slowly. The RPM varies with airspeed and sideslip.
− It is not recommended to activate the electric feather pump with PROPELLER PUMP switch for more than
30 seconds.
24/2 10
PAGE E3−3 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
NOTE
Following an engine failure it is required to disconnect the AP and
re−trim the a/c before re−engagement of the AP.
REGISTER.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E3−3
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E3−4 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E3−4
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Turning the PROP BRAKE switch OFF above 10% Ng may result in propeller rotation.
24/2 10
PAGE E3−4 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
IN FLIGHT
ON GROUND
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E3−4
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Actual PGB oil system abnormal operation is usually preceded by fluctuating and gradually decreasing in-
dications.
− An indicating system abnormality usually results in sudden full scale deflection of the gage reading.
− Indications below indicate abnormalities in the propeller gearbox:
decreasing prop oil pressure
prop oil temp rising as prop oil pressure decreases
momentary loss of propeller sync.
uncommanded PRPM increase or decrease
noise and vibrations
− If any of the above indications accompany low propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required to feather the propeller.
24/2 00
PAGE E3−5 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
MOD NO 1492 INSTALLED. WITH THIS MOD THERE ARE PROPELLER OIL PRESSURE LOW
DUAL PRESSURE TRANSDUCERS, ONE FOR THE CWP
LIGHT AND ONE FOR THE OIL PRESSURE GAUGE. 1. Check ENG OIL and PROP OIL pressure indicators.
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E3−5
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Actual PGB oil system abnormal operation is usually preceded by fluctuating and gradually decreasing in-
dications.
− An indicating system abnormality usually results in sudden full scale deflection of the gage reading.
− Indications below indicate abnormalities in the propeller gearbox:
decreasing prop oil pressure
prop oil temp rising as prop oil pressure decreases
momentary loss of propeller sync.
uncommanded PRPM increase or decrease
noise and vibrations
− If any of the above indications accompany low propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required to feather the propeller.
24/2 10
PAGE E3−5 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
3. End of procedure.
PROP OIL pressure 5−25 psi
2. POWER (affected engine) . . . . . . . . REDUCE TO
20−30%
3. CONDITION LEVER (affected
engine) . . . . . . . . . . . . . . . . . . . . . . . . MIN
4. AUTOCOARSEN . . . . . . . . . . . . . . . OFF
5. Continue flight: monitor PROP OIL TEMP/PRESS and
PROP RPM.
6. CONDITION LEVER MAX and power 20−30% before
landing.
7. Apply OEI OPERATION procedure.
Page A8−10
8. End of procedure.
PROP OIL pressure BELOW 5 psi AND OIL TEMP NOR-
MAL
2. CONDITION LEVER (affected
engine) . . . . . . . . . . . . . . . . . . . . . . . . EXERCISE
PROP RPM FOLLOWS
− Assume transducer or instrument failure.
3. Continue flight: monitor PROP OIL TEMP/PRESS
and PROP RPM.
4. End of procedure.
PROP RPM does NOT FOLLOW
3. Apply ENGINE SHUT DOWN pro- Page A8−5
cedure.
4. End of procedure.
PROP OIL pressure BELOW 5 psi AND OIL TEMP or PROP
RPM ABNORMAL
2. Apply ENGINE SHUT DOWN procedure. Page A8−5
3. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E3−5
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
− Actual PGB oil system abnormal operation can result in gradually increasing indications.
− An indicating system abnormality usually results in sudden full scale deflection of the gage reading.
− There is no CWP warning for high oil pressure.
− Indications below indicate abnormalities in the propeller gearbox:
increasing prop oil pressure
prop oil temp rising as prop oil pressure rises
momentary loss of propeller sync.
uncommanded PRPM increase or decrease
noise and vibrations
− If any of the above indications accompany high propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required, to feather the propeller.
24/2 00
PAGE E3−6 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
2. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E3−6
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
EMERGENCY CHECKLIST
4. Flight Controls
24/2
PAGE E4−0
Dec 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E4−1 exp
Dec 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
A/C.
*3. PITCH DISCONNECT HANDLE . . . . . . . . PULL
− The pilot on the side not failed can control the A/C.
4. CONTROLLABILITY . . . . . . . . . . . . . . . . . . CHECK
− Check controllability at safe altitude in below recommended
landing configuration and speed.
5. Keep airspeed within 160−200 KIAS for cruise and descent.
6. LANDING TECHNIQUE . . . . . . . . . . . . . . . REVIEW
Elevator has jammed in UP position
− The elevator effect may not be sufficient for high speed.
− Flaps extended may require more elevator down than avail-
able.
− Consider to move CG forward.
− Use ZERO flaps for landing.
− Increase VREF by Malfunction Increment and ice increment
i.a.
− Consider increased landing distance.
− GPWS FLAP/TAWS FLAP Switch OVRD.
7. End of procedure.
Elevator has jammed in DOWN or NEAR NEUTRAL position
− The elevator effect may not be sufficient for low speed.
− Flaps extended will increase available nose up elevator
power.
− Consider to move CG aft.
− Use FULL flaps for landing.
− Increase VREF by Malfunction Increment.
− Consider increased landing distance.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/16 code 10
code 00 E4−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E4−2 exp
Dec 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
(Cont’d)
Landing ICE ICE INCR Mi Mi / Wi LDF
Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No − +20 / +25 +Wi 1.35 / 1.45
Yes +10 +20 / +25 +Wi 1.45 / 1.60
ON CANADIAN REGISTER.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/16 code 10
code 00 E4−2
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E4−3 exp
Dec 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/16 code 10
code 00 E4−3
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E4−4 exp
Dec 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
(Cont’d)
Landing ICE ICE INCR Mi Mi / Wi LDF
Flap ACC
20 No − +20 Highest of Mi or Wi 1.30
Yes +10 +10 Highest of Mi or Wi 1.30
ON CANADIAN REGISTER.
6. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/16 code 10
code 00 E4−4
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
EMERGENCY CHECKLIST
5. Electrical
24/2
PAGE E5−0
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
With both Main Bus Caution Lights OFF, when both generators are off−line:
− If experiencing loss of both generators (both engines running) − and systems that normally are automati-
cally powered down, stays powered − it is essential to immediately start electrical load reduction. Without
the immediate load reduction the endurance of the main batteries is less than 15 minutes.
Lightning Strike
− If the cause is a lightning strike, resetting the generators will most likely be successful.
− A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds. Therefore, if
it is suspected that the DC generator caution was triggered by a lightning strike, wait at least 15 seconds
before the second reset attempt of the generator is performed (if the first was unsuccessful).
24/2 00
PAGE E5−1 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
5. End of procedure.
NO generator can be reset
4. Both GEN switches . . . . . . . . . . . . . . . . . . . OFF
BOTH MAIN BUS lights are OFF
5. Enter Visual Flight Conditions and LAND as soon as
possible.
6. Immediate LOAD REDUCTION . . . PERFORM
CAUTION
Without the immediate load reduction, the endurance of the
main batteries is less than 15 minutes.
− Both RECIRC FAN switches . . . . . . . . . . OFF
− L and R AVION switches . . . . . . . . . . . . . OFF
− Cb Utility Bus (Right side S−5) . . . . . . . . Pull
− All External lights . . . . . . . . . . . . . . . . . . . OFF
− INVERTER switch . . . . . . . . . . . . . . . . . . . OFF
− EMERGENCY LIGHTS switch . . . . . . . . OFF
− HYDR PUMP . . . . . . . . . . . . . . . . . . . . . . . OFF
− Cb CABIN WINDOW (Right side L−24) Pull
− Cb VENT AVION PWR (Left side G−11) Pull
− Cb CABIN WINDOW (Left side F−24) . . Pull
− Cb CABIN GENERAL (Left side F−25) . Pull
CAUTION
With the immediate load reduction listed above, the endurance
of the main batteries is approximately 45 minutes. The endur-
ance of the main batteries can be guaranteed only if electrical
load is reduced within 5 minutes.
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E5−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E5−2 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
(Cont’d)
NOTE
After the immediate load reduction, the following busses are
NOT powered:
− L and R AVIONIC START BUS
− L and R AVIONIC BUS
− L and R INV BUS 26 V AC
− L and R INV BUS 115 V AC
− UTILITY BUS
7. Additional LOAD REDUCTION . . . . CONSIDER
ITEM Cb or Switch
Nomenclature Location Load
Amp
Engine ice protection L and R ENGINE OH−Panel 2.0
Windshield heating L and R SIDE −”− 1.4
control L and R FRONT
Standby Pitot heat STBY PITOT −”− 12.6
L Windshield wiper WIPER HIGH −”− 6.0
Prop de−icing L and R PROP −”− 1.2
Wing de−icing BOOT SW −”− 1.5
Flood lights FLOOD Glareshield 1.3
Passenger address PA Cb E−12 1.0
system
NOTE
With the additional load reduction the endurance of the main
batteries will be increased. The endurance of the emergency
power supply is minimum 60 minutes.
Before Landing
8. EMERGENCY LIGHTS switch . . . . ON
9. HYDR PUMP . . . . . . . . . . . . . . . . . . . AUTO
10. End of procedure.
BOTH MAIN BUS lights are ON
(Cont’d)
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E5−2
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E5−3 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
(Cont’d)
NOTE
With R MAIN BUS off, the EMER LIGHTS are activated. Consider
to switch OFF the EMER LIGHTS and reactivate the lights prior to
landing. The endurance of the EMER LIGHT batteries is 15
minutes.
INVERTER POWER SUPPLY.
NOTE
When both generators are lost only equipment connected to the
following busses are operative:
HOT BAT BUS
BAT BUS (L and R BAT Switches must be ON)
ESS BUS (L and R BAT Switches must be ON)
ESS BUS AVIONIC (L and R BAT and ESS AVION
Switches must be ON)
EMERG BUS (L or R BAT Switches must be ON)
EMERG BUS AVIONIC (L or R BAT and ESS AVION
Switches must be ON)
The following inoperative equipment does not have any fault indica-
tion:
GPWS/TAWS (mode 1−6), HYDR PUMP (AUTO), LAND/TAXI
LIGHTS, STROBE LIGHTS, WING INSP LIGHTS, R WIND-
SHIELD WIPER.
HYDR PUMP is operative in OVRD position. However, avoid use
due to high electrical power consumption.
CAUTION
Without load reduction the endurance of the main batteries is ap-
proximately 60 min. The endurance of the emergency power supply
is minimum 60 minutes.
5. ELECTRICAL CIRCUITS (non−essential) OFF
See ELECTRICAL LOAD REDUCTION. Page E5−4
7. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E5−3
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 10
PAGE E5−3 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
(Cont’d)
NOTE
MOD 2544 INSTALLED, CHANGE OF ACARS COM AND
With R MAIN BUS off, the EMER LIGHTS are activated. Consider
to switch OFF the EMER LIGHTS and reactivate the lights prior to
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH
9. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E5−3
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E5−4 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
NOTE
With load reduction the endurance of the main batteries will be in-
creased.
ITEM Cb or Switch
INVERTER POWER SUPPLY.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E5−4
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 10
PAGE E5−4 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
NOTE
With load reduction the endurance of the main batteries will be in-
creased.
FOR ACARS COM AND INVERTER.
ITEM Cb or Switch
Nomenclature Location Load
Amp
Engine ice protection L and R ENGINE OH−Panel 2.0
Windshield heating L and R SIDE −”− 1.4
control L and R FRONT
Standby Pitot heat STBY PITOT −”− 12.6
L Windshield wiper WIPER HIGH −”− 6.0
Prop de−icing L and R PROP −”− 1.2
Wing de−icing BOOT SW −”− 1.5
Navigation lights EXT LIGHTS NAV 4.3
Cabin lighting INT LIGHTS Cb F−24 4.3
CABIN WINDOW
Flood lights FLOOD Glareshield 1.3
Rotating beacon EXT LIGHTS BCN OH−Panel 7.9
or
Flashing beacon EXT LIGHTS BCN OH−Panel 4.0
Passenger address PA Cb E−12 1.0
system
Inverter INVERTER 1 and 2 OH−Panel 11.0
ACARS COM VHF COM3 Cb L−14 0.6
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E5−4
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
EMERGENCY CHECKLIST
6. Autopilot
24/2
PAGE E6−0
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E6−1 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
AUTOTRIM light on
Page A3−2
NOTE
Do not perform approach with YAW DAMPER engaged.
5. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Jun 01/16
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E6−1
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
EMERGENCY CHECKLIST
7. Various Emergencies
24/2
PAGE E7−0
Dec 01/17
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
EMERGENCY EVACUATION
− It is recommended that evacuation checklist and procedures are drilled and known by heart.
− For obvious reasons, pilots should also know the other crew members duties.
− Normally, but not necessarily, the PiC will initiate an evacuation.
− Stop the aircraft if not already stopped by itself, and set parking brakes.
− When aircraft is parked PiC calls ”Shut down engines, evacuation checklist”, then both pilots should per-
form their check items, independent of each other. It is essential to have the engines shut down prior the
evacuation starts, therefore that vital item should be included in the call.
− In windy conditions and if fire outside the fuselage consider aligning the aircraft into the wind to keep
flames away from both the fuselage and fuel vents.
− Use COM 1 since antenna is located on top of the fuselage and is operative on battery power.
LEFT PILOT
RIGHT PILOT
NOTE
When the aircraft has come to a complete stop and the parking brake is set, PIC shall use all relevant
sources − such as visual observations, external communication and F/A − in judging the situation quickly: Is
emergency evacuation required or not? If in doubt, always perform an emergency evacuation although high risk
of injury. If no emergency evacuation is required, the PIC shall order ”Keep Your Seats” to cancel it. If no
emergency evacuation is necessary, but there is a considerable risk to passengers and crew if the situation de-
toriates, a rapid disembarkment is performed by use of the stair. This is to avoid unnecessary injuries to pas-
sengers and crew in a non−life threatening situation. F/A shall give flight crew a short moment to evaluate the
situation, if not obvious that emergency evacuation is necessary. Otherwise wait for the evacuation order
from the flight crew.
24/2 00
PAGE E7−1 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
EMERGENCY EVACUATION
Left Pilot
1. Parking Brakes . . . . . . . . . . . . . . . . . . . . . . SET
2. ”Evacuation” . . . . . . . . . . . . . . . . . . . . . . . . ORDER
3. Tower/Ground Crew . . . . . . . . . . . . . . . . . NOTIFY
4. BAT switches (both) . . . . . . . . . . . . . . . . . OFF
5. End of procedure.
Right Pilot
1. Condition Levers (both) . . . . . . . . . . . . . . FUEL OFF
2. EMERGENCY Panel switches (all) . . . . ON
3. Fire Handles (both) . . . . . . . . . . . . . . . . . . PULL
4. FIRE EXTG switches (both) . . . . . . . . . . ON
5. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−1
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
EMERGENCY LANDING
WARNING
ALL WORK TO SECURE THE LANDING GEAR MUST BE CARRIED OUT WITH GREAT CAUTION
AND THE POSSIBLE COLLAPSE OF ONE OR MORE OF THE GEARS MUST BE CONSIDERED.
24/2 00
PAGE E7−2 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
EMERGENCY LANDING
LANDING TECHNIQUE:
− Use as much flaps as possible.
− Land with gear down even if not all gears are down and locked.
− Make a normal flare and touch down.
− If one main gear not locked keep wings level with aileron as long
as possible. Be prepared for a strong yaw when wing touches
ground.
− If nose gear not locked lower the nose gently before elevator ef-
fectiveness is lost.
NOTE
This procedure includes normal DESCENT, APPROACH and
LANDING CHECKS.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−2
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E7−3 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
EMERGENCY LANDING
(Cont’d)
NOTE
In case of gear malfunction the non−resettable configuration warn-
ing can be silenced by pulling the Cb FLAP CONTROL (G−6) after
the flaps have been set. The flaps can then not be moved until the
Cb is reset. Consider whether the flap setting will allow sufficient
Climb gradient in a go−around.
19. If Nose Landing Gear is not down and locked SWITCH OFF
the HYDR PUMP.
20. CONDITION LEVERS . . . . . . . . . . . . . . . . . MAX
21. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
22. SHOULDER HARNESS . . . . . . . . . . . . . . . LOCK
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−3
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
DITCHING
24/2 00
PAGE E7−4 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
DITCHING
LANDING TECHNIQUE:
− If possible the gross weight should be reduced.
− If a pronounced sea is running, the landing should be made paral-
lel to the line of the wave crests with the touch down point on the
back of a wave.
− Landing should be made with maximum available flaps. At touch
down the aircraft should be in a nose−up attitude with minimum
speed and a rate of descent of not more than 300 ft per minute.
− Landing should be made with wings level and no yaw.
NOTE
This procedure includes normal DESCENT, APPROACH and
LANDING CHECKS.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−4
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E7−5 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
DITCHING
(Cont’d)
18. CONDITION LEVERS . . . . . . . . . . . . . . . . . MAX
19. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
20. SHOULDER HARNESS . . . . . . . . . . . . . . . LOCK
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−5
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E7−6 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
AT DETECTION
IN THE AFT PART OF THE FUSELAGE.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−6
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 10
PAGE E7−6 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
AT DETECTION
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 10 E7−6
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E7−7 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
DISTRESS CALL
EMERGENCY ANNOUNCEMENT
TRANSPONDER CODES
EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 7700
COMMUNICATION FAILURE . . . . . . . . . . . . . . . . A 7600
HIJACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 7500
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−7
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
Flight in areas of known volcanic activity must be avoided. This is particularly important during night or in IMC
when volcanic ash is not visible. If volcanic activity is reported, check all NOTAMs and ATC directives for cur-
rent status of volcanic activity. Plan the flight on the upwind side of the volcanic cloud.
NOTE
Airborne weather radar cannot detect volcanic ash.
Volcanic ash may be difficult to detect at night or in IMC. However, the following phenomena have been
reported by flight crews:
− An acrid smell, similar to electrical smoke.
− Multiple engine malfunctions such as rising ITT, stall and flame−out.
− St Elmo’s fire and static discharges around the windows.
− Decrease or loss of indicated airspeed.
If volcanic ash is encountered, reduce power (to Flight Idle if practical). Select continuous ignition and leave
the area immediately.
If ITT rises abnormally at Flight Idle and/or engine operation becomes unstable, shut down the engine.
Volcanic ash may cause rapid erosion and damage to internal engine components, causing surge, loss of
power and high ITT. Retarding power to Flight Idle lowers the ITT and will reduce debris build−up on com-
pressor and turbine blades, and improves stall margin. Further improvement in engine stall margin is obtained
by switching on engine anti−ice and use of HP bleed. Avoid rapid power lever movements to prevent a pos-
sible compressor stall.
It may be necessary to shut down and restart the engine to prevent exceeding ITT limits. Restart should be
attempted immediately, more than one attempt may be required to obtain a successful start. Compressor
bleed should be maximized during start and during the remainder of the flight. Some engine performance loss
may remain after restarting. After restart use slow throttle movement to avoid compressor stall. A successful
restart may not be possible until clear of the volcanic ash.
Following a successful restart slowly accelerate each engine in turn and monitor engine operation.
Volcanic ash is very abrasive and can cause serious damage to engines and leading edges of wing and tail.
Windows become opaque, obstructing vision. Landing light effectiveness may be reduced.
After flying in volcanic ash the aircraft and the engine must be inspected by maintenance.
24/2 00
PAGE E7−8 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS LOW AS
PRACTICAL
NOTE
Before proceeding with the next step, ensure that the aircraft speed
is at least minimum speed for icing conditions.
2. ENGINE ANTI−ICE switches (both) . . . . . ON
3. IGNITION switches (both) . . . . . . . . . . . . . CONT
4. HP BLEED switches (both) . . . . . . . . . . . . . AUTO
5. LEAVE AREA AS QUICKLY AS POSSIBLE
If ITT rises abnormally and /or engine becomes unstable
6. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
7. Apply ENGINE RESTART IN FLIGHT pro- Page A8−6
cedure.
Following a successful restart slowly accelerate each engine to the
required power and verify satisfactory engine operation. Leave HP
bleed in AUTO and ENG anti−ice ON for remainder of flight.
8. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−8
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
UNUSUAL VIBRATIONS
Vibrations can be divided into Airframe or Engine caused. Airframe caused is the relatively more high
frequent vibration compared with engine caused.
AIRFRAME VIBRATIONS
Airframe vibrations may be caused by among others:
− worn Flight Control surface bearings.
− reduced Flight Control cable tensions.
− external damage to Flight Control surfaces.
− ruptured de−ice boot causing partial airflow separation over an aerodynamic surface.
ENGINE VIBRATIONS
Unusual and significant engine vibrations may be caused by loose engine mounts, a damaged compressor or
turbine, or a damaged propeller gear box or propeller.
Propeller vibrations are common, particularly in icing conditions. This may be caused by uneven ice accretion
and ice shedding, and is often accompanied by the sound of ice particles hitting the airframe. The vibrations
can be from low to high and are about similar from both propellers in this case.
OPERATIONAL
When experiencing aircraft vibrations always revert back to the vibration free condition. If the vibration
develops in a steady state condition, reduce speed (consistent with safe operations). In all conditions it is
essential to reduce the excitation energy level by reducing the speed. See emergency procedure UNUSUAL
VIBRATIONS.
Under no circumstances re−enter the vibration condition, speed, trim or flaps setting and definitely not for
trouble shooting purposes. The flight shall continue at reduced speed if applicable and, if the vibration oc-
curred during flap extension, the landing shall be performed with reduced or zero Flaps setting. For landing
with reduced or zero flaps, follow abnormal procedure FLAP FAULT for speed increment and Landing
distance factor.
Aircraft should not be operated with unusual vibrations in the Flight Control System. Degradations/Faults
must be rectified before next flight.
24/2 00
PAGE E7−9 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
UNUSUAL VIBRATIONS
NOT APPLICABLE TO AIRCRAFT ON
CAUTION
If in doubt whether it is a natural pre−stall warning in the form of
buffeting, or an unusual vibration, always perform stall recovery.
CANADIAN REGISTER.
1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
2. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
− Retard both PLs to FI.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
− Reduce the airspeed to 180 KIAS or to a lower speed consist-
ent with safe operation to stop the vibrations.
VIBRATIONS CEASE
4. Power . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
− Restore power on both engines as required but do not
exceed 180 KIAS.
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE
If the unusual vibration develops when flaps are extended −
retract flaps to a known vibration free setting and land with
flaps in this position. Consider the possibility of De−Ice Boot
rupture. This requires a combination of increments from FLAP
FAULT and TIMER light on procedures. With a faulty STAB
boot, use flap 0 for landing.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−9
Aircraft Operations Manual EMERGENCY PROCEDURES
Expanded Emergency Checklist
24/2 00
PAGE E7−10 exp
Dec 01/17
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
UNUSUAL VIBRATIONS
NOT APPLICABLE TO AIRCRAFT ON
(Cont’d)
VIBRATIONS CONTINUE
CANADIAN REGISTER.
9. End of procedure.
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Dec 01/17
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
code 10
code 00 E7−10
THIS PAGE INTENTIONALLY LEFT BLANK !
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
24/3
PAGE 1
Jun30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
24/3
PAGE 2
Jun30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
(Cont’d)
24/3
PAGE 3
Jun30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
− In case of emergency landing on land, high inside the aircraft. Show how to wear and how to
healed shoes shall be removed. Other shoes inflate. Before a landing in darkness, passengers
should be kept on. should be instructed to pull out the life vest bat-
− In case of ditching, shoes shall be removed. tery plugs. The light will then automatically come
− Glasses, false teeth, pointed sharp objects etc. on when the battery comes in contact with water.
shall be removed, ties loosened and shirt collars Life vests should be inflated immediately upon
opened. For fire protection, clothing (coats, jack- leaving the aircraft. Life vests on small children
ets and gloves) shall be worn. shall be inflated inside the aircraft before impact.
− Secure the galley by locking all containers and If flotation cushions are carried, instruct the pas-
doors. Any leftover items should be placed in the sengers how to remove and how to use them.
lavatory. If ditching, the passengers should be advised
− Stow hard, loose objects from the cabin in the that all crew members will wear red life vests. (if
lavatory and the soft ones on the floor under the applicable).
seats. Instruct ”brace for impact” positions.
− Stow newspapers and magazines in the lavatory − The ”brace for impact” positions shown in the
as they will make the floor slippery if tossed figures are considered to offer the best crash
around during landing impact. protection. Show the applicable sitting position to
− Lavatory door shall be locked. the passengers, and tell them to take this posi-
If time permits tion when so ordered or when the cabin signs are
flashing repeatedly.
Instruct how to use flotation equipment.
Distribute clothing to be used for face protection.
− If ditching and passenger life vests are carried,
order to put life vests on and instruct not to inflate
24/3
PAGE 4
Jun30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
Fig 1. Flight Attendant brace for impact po- Fig. 3. Passenger brace for impact position
sition. aft. of a fixed seat back (e.g. over-
wing exits).
Fig. 2. Normal passenger brace for impact . Put the infant between your legs, supporting
position. his head with one hand. Hold other arm around
waist of infant.
. Push seat back in front of you forward.
. Bend down.
A10252
24/3
PAGE 5
Jun30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
24/3
PAGE 6
Jun30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
24/3
PAGE 7
Jun30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
member has to move to another part of the cab- up and order: ”EMERGENCY − OPEN SEAT
in, they shall, if practicable, travel (hurdle) over BELTS − PUT LIFE VESTS ON/ BRING YOUR
the seat rows. SEAT CUSHIONS − OPEN OVERWING EXITS
− When passengers are out, evacuate survival − GET OUT!”.
equipment (if applicable), then jump; Direct passengers to overwing exits. Instruct
The passengers shall carry the survival equip- able−bodied passengers to guard main door and
ment away from the aircraft in an upwind direc- forward right exit
tion. If practicable, more liquids, food and other − An able−bodied passenger may guard each for-
survival equipment may be collected after- ward exit until cockpit crew takes over. Order:
wards, when there is no longer any apparent ”DOOR UNDER WATER − USE OVERWING
danger. EXITS ONLY!”.
− When on ground, direct passengers away
Assist passengers out on the wing
from aircraft to an assembly point. Use passen-
gers as help to carry injured persons away from − Battery plugs shall be pulled out. Order: ”FOOT
danger area. Keep passengers together and as- FIRST − STAND ON THE WING!”.
sist as required. Evacuate through overwing exit
− Check life vests to be inflated.
WARNING
− Remain on the wing as long as possible.
Do not allow anybody to reenter the aircraft with-
out permission from the PIC.
24/3
PAGE 8
Jun30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
TO BE
OPENED
60” (1.5 m)
36” (0.9 m)
Nose gear retracted Ditching
DO NOT OPEN
A10249
24/3
PAGE 9
Jun 30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
24/3
PAGE 10
Jun 30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
6. EVACUATION ON LAND
FLIGHT ATTENDANT
24/3
PAGE 11
Jun 30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
FLIGHT ATTENDANT
NOTE
Waves and wind might require evacuation on one side only.
NOTE
− As the forward exits (Main door and forward right exit) will be partly under water, they must not
be opened. PIC and Copilot shall enter the cabin and initially guard the exits. If F/A has instructed a
passenger to guard these exits, he/she shall be released from this duty.
− Passenger and crew shall remain on the wings as long as possible.
24/3
PAGE 12
Jun 30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
Ditching
”EMERGENCY − PUT LIFE VEST ON / BRING
YOUR SEAT CUSHIONS − OPEN OVERWING
EXITS − GET OUT”.
At overwing exits:
− ”FOOT FIRST, HURRY LET’S GO”
− ”STAND ON THE WING”
− ”SLIDE DOWN THE WING” (on land only)
24/3
PAGE 13
Jun 30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Emergency Landing/Evacuation
Applies to ditching only. − Remove tie and sharp objects. Put false teeth
and glasses in pocket.
24/3
PAGE 14
Jun 30/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Cabin Smoke/Fire
24/4
PAGE 1
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Cabin Smoke/Fire
WARNING
NOTE
DO NOT COVER OR USE ICE TO COOL THE
The lavatory trash bin is fitted with an automatic
DEVICE. ICE OR OTHER MATERIAL INSU-
fire extinguisher.
LATES THE DEVICE, INCREASING THE LIKE-
LIHOOD THAT ADDITIONAL BATTERY CELLS
Galley Fire
WILL REACH THERMAL RUNAWAY.
− Switch off galley power.
Switch off all electrical equipment and request
WARNING
cockpit assistance to remove all electrical pow-
er to galley. DO NOT ATTEMPT TO PICK UP AND MOVE A
− If oven fire, close the oven door. Have Halon Fire SMOKING OR BURNING DEVICE. BODILY IN-
Extinguisher ready in case fire continues. JURY MAY RESULT.
Get nearest Halon Fire Extinguisher and dis-
charge at base of flame.
If fire is behind wall
−Assure all electrical power to galley is off.
−Use fire axe to gain access to fire area.
− If waste box fire any non−flammable liquid may
be used provided electrical power to the galley is
off. Otherwise use Halon Fire Extinguisher.
− Use any non−flammable liquid to soak any em-
bers and prevent re−ignition. Do not use water
near any energized electrical wiring.
− Do not restore galley power.
Suspected Electrical Fire
− Remove electrical power.
− Use Halon Fire Extinguisher.
− Discharge at base of flame.
− If fire behind a wall or panel, assure that electri-
cal power is removed. Use fire axe to gain ac-
cess to fire.
− If heavy smoke, crouch down close to floor for
easier breathing.
Portable Electronic Devices Fire caused by
Lithium Batteries
− Once a cell in a lithium battery pack goes into
thermal runaway, it will produce enough heat to
cause the adjacent cells to go into thermal run-
away. The resulting fire can flare repeatedly as
each cell ruptures and releases its contents.
− Use Halon Fire Extinguisher to extinguish the fire
and prevent it to spread.
− After the fire is extinguished, use any non−flam-
mable liquid to cool the device. This prevents
additional battery cells from reaching thermal
runaway.
24/4
PAGE 2
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Cabin Smoke/Fire
24/4
PAGE 3
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Cabin Smoke/Fire
24/4
PAGE 4
Jun 01/16
Aircraft Operations Manual EMERGENCY PROCEDURES
Air Leak and Decompression
1. GENERAL
2. F/A PROCEDURE
24/5
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Air Leak and Decompression
24/5
PAGE 2
Apr 01/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Suspect Device
24/6
PAGE 1
Apr 01/15
Aircraft Operations Manual EMERGENCY PROCEDURES
Suspect Device
24/6
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CONTENTS
Flight Procedures
25/1 General
1. Abbreviations
2. Introduction
3. Flight Director / Autopilot
4. Yaw Damper
5. External lights
6. Wind limits
7. Operation on surfaces with braking action less than good
8. Icing conditions
9. Flight in turbulence
10. Wheel brake cooling
11. Configurations
12. Bugs
13. GPWS/TAWS warning in flight
14. Windwhear
25/2 Taxiing
1. Pushback and towing
2. Power management
3. Maneuvering and braking
4. Backing
5. Ground holding
6. After landing
7. Parking
8. Engine shutdown
9. HP−bleed during taxiing
25/3 Takeoff
1. General
2. Takeoff briefing
3. Normal takeoff and climb out
4. Takeoff on runways covered by standing water, slush or snow
5. Malfunctions or abnormal aircraft behavior during takeoff
25/4 Climb
1. Normal climb
2. One engine inoperative climb
25/5 Cruise
1. Flight level selection
2. Power setting
3. Speeds
25 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CONTENTS (Cont’d)
25/7 Approach
1. General
2. Approach briefing
3. Noise abatement procedure
4. Flap extension
5. AEO and OEI instrument approach
6. AEO and OEI visual approach
7. AEO and OEI low circuit
25/8 Go−around
1. General
2. Procedures
25/9 Landing
1. Normal landing
2. Crosswind landing
3. Disorientation
4. OEI−Landing
5. Flapless landing
25/10 Callouts
1. General
2. Takeoff and climb
3. Descent, approach and landing
4. Go−around
5. Change in aircraft configuration
6. Opoeration of FD/AP
7. Additional callouts
8. Ice speeds
25/12 Training
1. Unusual attitude recovery
2. Instructor hints
3. Simulator training
4. Speed awareness
25 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
1. ABBREVIATIONS
ADC Air Data Computer PNF Pilot Not Flying, Monitoring pilot, 2/P,
AEO All Engines Operative, All Engines Op- etc.
erative operation PIC Pilot−In−Command
AGL Above Ground Level R/C Rate of Climb
ALT Altitude RH Right Hand
AP Autopilot RP Pilot occupying right hand seat
APR Automatic Power Reserve RPT Reduced Power Takeoff
BP Both Pilots, Any Pilot SAT Static Air Temperature
CAT Clear Air Turbulence TRQ Torque
CW Control Wheel VS Vertical Speed
DA Decision Altitude WAT Weight Altitude Temperature
DH Decision Height
DP Decision Point NOTE
EADI Electronic Attitude/Director Indicator Word inside quotation marks (” ....”) should be
EHSI Electronic Horizontal Situation Indica- regarded as callouts.
tor
ECS Environmental Control System
ECS ON BLD VALVE + HP VALVE in Auto
ECS OFF BLD VALVE + HP VALVE CLOSED
EFIS Electronic Flight Instrument System
F/A Flight Attendant
FAF Final Approach Fix
FD Flight Director
GA Go−Around
GW Gross Weight
HDG Heading
i.a. if applicable
IAS Indicated Air Speed
KIAS Knots Indicated Air Speed
LH Left Hand
LP Pilot occupying left hand seat
LRC Long Range Cruise
MAP Missed Approach Point
MCP Max Continuous Power
MSA Minimum Sector Altitude
MDA Minimum Descent Altitude
NW Nose Wheel
NWS Nose Wheel Steering
OAT Outside Air Temperature
OEI One Engine Inoperative, One Engine In
operative operation
PF Pilot Flying, Pilot manipulating the con-
trols, 1/P, etc.
25/1
PAGE 1
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
NOTE
It is of utmost importance that the progress of a
SAAB recommendation: Make it a habit al-
flight is constantly and effectively monitored, with
ways to use IAS mode during climb, also in
strict crew discipline in adhering to company pro-
non−icing conditions.
cedures.
However, the pilot−in−command has the final au- After takeoff the AP could preferably be engaged as
thority as to the disposition of the aircraft, and may soon as feasible. For AP minimum engagement
deviate from procedures as circumstances may height and speed limitations, see AFM.
warrant.
The FD/AP selections and progress of flight shall be
The primary task of the PF is to fly the aircraft. The carefully monitored on both EFIS.
primary task for the PNF is to monitor and assist
− When autopilot is used, PF should handle all
the PF, as well as managing systems and radio
mode selections.
communications.
− When hand−flying, PF may order mode selec-
The checklists (normal, abnormal and emergency) tions to be performed by PNF.
are the primary documents in confirming that the
When hand−flying and using FD it is important to
aircraft is in a correct configuration, and that sys-
follow the V−bar commands. Flying against the V−
tems are in the status required for any particular
bar will confuse the computer to think that external
phase of flight.
conditions, such as winds, have changed. If FD
Checklists should be regarded as standard equip- commands are suspect, turn off AP/FD and fly raw
ment, and should be called for and used for all data on the EADI/EHSI.
phases of flight, as well as for applicable abnormal/
4. YAW DAMPER
emergency procedures.
The yaw damper is very effective in reducing direc-
3. FLIGHT DIRECTOR / AUTOPILOT
tional/lateral oscillations. The true extent of yaw
Maximum use of FD/AP is recommended. The FD movement during even light turbulence is not evi-
is an integrated part of the AP, therefore the FD dent from the cockpit, but is quite noticeable in the
should be displayed on both sides when AP is en- aft cabin rows.
gaged.
The yaw damper must be off during takeoff, may be
The AP must be off during takeoff, may be engaged engaged after lift−off and must be disengaged be-
after takeoff and must be disengaged before land- fore landing and when initiating a go−around.
ing and when initiating a go−around.
25/1
PAGE 2
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
40 50 Wind direction
relative to runway
(DEG)
Headwind (kt)
60
30
Windspeed (kt)
70
20
80
10
0 90
Tailwind (kt)
10
100
Maximum tailwind
0 10 20 30 40 50 60
Crosswind−Knots
A9975
Fig. 2 Example
Maximum tailwind component is 10 kt.
25/1
PAGE 3
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
CAUTION
Below table, ”Maximum crosswind components vs. friction coefficient” should be considered as a rough
guide only. The values given are obtained from airline experience and are not verified by flight tests.
25/1
PAGE 4
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
Aircraft directional control is maintained with rudder Failure to remove snow and ice from the aircraft on
inputs, nosewheel steering and, when required, dif- ground can result in serious aerodynamic distur-
ferential braking. bances and structural damage if flight is attempted.
25/1
PAGE 5
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
25/1
PAGE 6
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
aircraft is certified using airframe buffeting as stall 8.5 Special consideration with Mod. No. 3529
warning in icing conditions. If any doubts exists installed (Improved stall warning system
whether it may be pre−stall buffeting or propeller for icing conditions)
vibration, perform stall recovery as it is more safe to
It is important to understand the relationship
assume a pre−stall, buffeting.
between ENG ANTI−ICE blue status light and the
CAUTION ICE SPEED blue indication light. When ENG ANTI−
ICE are set ON, the ice stall warning speeds are
Experience from real life events shows that speed
armed:
retardation can be very rapid when exposed to
severe icing condition and requires an immediate − IAS mode shall be used for FD/AP vertical mode
action. Do not hesitate to request priority to exit − Fly speed according to AEO TAKEOFF or OEI
area before situation deteriorates beyond control. CONTINUED TAKEOFF in section 25/3
Flight in severe icing condition pose potential haz- − If actual ice build−up is observed before ac-
ard to all aircraft, even for a short duration of celeration altitude select Boot de−ice CONT
time. Flight through areas of severe icing condi- mode, otherwise wait until 400 ft above RWY th-
tion is a very high risk operation for most aircraft. reshold to select CONT mode.
Before takeoff with engine anti−ice selected, the
8.4 Ice detection takeoff briefing and speed bug setting should reflect
the ICE SPEED concept. Special attention regard-
Use all available means to detect ice accumulation
ing speeds and acceleration altitude should be giv-
even though the windshield wiper is the primary
en. After 6 minutes from takeoff, ICE SPEED light
visual cue. Ice detection at night requires special
will illuminate to confirm ice speeds and that stall
attention, use landing− and wing inspection lights
warning (stick shaker) trigger level has been in-
regularly to improve the possibility to detect ice.
creased.
Use flashlight to detect ice on wind shield wiper.
Clear ice may be difficult to detect. Consider cycling The decision process to revert back to none ice
of the boots to cause clear ice to crack and make speeds is as follow:
visual detection easier. − Determine that the aircraft is free from ice
Failure to remove snow and ice from the aircraft on − Deselect ICE SPEED system by first selecting
ground can result in serious aerodynamic distur- ENG ANTI−ICE to OFF and then pushing the
bances and structural damage if flight is attempted. ICE SPEED button
− Reset speed bugs to “ice free” speeds.
Takeoff distance and climb out performance will be
adversely affected to a dangerous degree, depend- Before selecting ENG AINT−ICE OFF , make sure
ing upon weight and distribution of the snow and that 5 minutes has lapsed since leaving icing condi-
ice. tions. Flying “ice speeds” with the ICE SPEED sys-
tem active, gives approximately the same margin to
25/1
PAGE 7
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
stall warning (stick shaker) as flying “ice free second or less) transient stall warning might be
speeds” with the “basic” system. generated. Especially noticeable during climb with
ICE SPD activated. The transient stall warning is
CAUTION triggered by sudden large movement of the alpha
Speed selection: vane caused by the turbulence and is not caused
by actual aircraft alpha being at stall warning level.
Before takeoff select correct VCLEAN speed;
Should such a momentary stall warning occur at
Flying engine anti−ice ON speed (“ice speed”) confirmed safe speed and altitude it can be disre-
with engine anti−ice OFF (“ice free”) takeoff per- garded. Under all circumstances it is advisable to
formance calculation may have influence on increase the speed when encountering turbulence
obstacle clearance in the Acceleration or Final more than light. Increase increment with increased
Climb segment. turbulence level, but not above penetration speed.
Flying “ice free speeds” with ICE SPEED system DO NOT CHASE AIRSPEED
selected, results in a considerable decrease in
Adjust power and trim for penetration speed before
margin to stick shaker and in many cases in an
entering turbulence. If unexpectedly flying into tur-
unwanted stick shaker activation.
bulent conditions with too high speed, do not slow
Before landing, select correct landing speed; down the aircraft too rapidly. It is better to fly slightly
Flying “ice speed” (VREF+10) with landing per- fast than too slow in an uncertain state of power
formance based on ice free speeds results in and trim.
longer landing distance than calculated. Large airspeed fluctuations are likely to occur.
Flying “ice free speeds” with ICE SPEED system Penetration speed is 190 KIAS up to 21 000 ft;
selected, results in a considerable decrease in above 21 000 ft, maintain VMO pointer minus 30 kt.
margin to stick shaker and in many cases in an Do not over control in an effort to maintain a se-
unwanted stick shaker activation e.g. during land- lected speed, as this is more likely to lead to loss of
ing flare. control than the speed fluctuations themselves, and
Landing technique. Avoid bleeding off speed in greater loads will be imposed on the structure.
landing flare and limit pitch to 4−5 degree nose up AVOID LARGE POWER CHANGES
will assist in preventing nuisance stick shaker
Set power for penetration speed and do not change
warning and assure landing performance.
it unless smooth and fine corrections would be ad-
visable to oppose larger and persistent variations in
9. FLIGHT IN TURBULENCE speed/altitude. Large variations of power will
See also section 15.5 WEATHER RADAR. change both pitch attitude and trim.
Flight through areas of known severe turbulence USE THE AUTOPILOT TO THE EXTENT POS-
caused by clear air turbulence or thunderstorms SIBLE
shall be avoided, if possible. Should, however. such The autopilot will not be fooled by false attitude
flights be inevitable, the following is recommended: cues, nor will it be troubled by unreadable instru-
SECURE AIRCRAFT ments, but it will be able to make corrective control
inputs on those occasions such inputs become nec-
Check cockpit equipment are secured and advise essary.
F/A. Switch on CABIN SIGNS. Put on shoulder har-
ness. Monitor the autopilot carefully and be alert for inad-
vertent autopilot disconnect.
INADVERTANT MOMENTARY STALL WARNING
IN TURBULENCE Do not use IAS or ALT modes.
The VS mode receives inputs from the AHRS pitch
When experiencing moderate to severe turbulence attitude; therefore VS/HDG mode is recommended.
at or close to optimum speeds a momentary (one
25/1
PAGE 8
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
25/1
PAGE 9
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
10. WHEEL BRAKE COOLING If one or more tires deflate, replace all the main
wheel/tire and brake assemblies.
The wheel and brake system is designed to absorb
the energy induced by a rejected takeoff from V1 at If all the tires remain inflated another takeoff may be
MTOW. Actual rejected−takeoff tests have shown made provided:
that thermal fuses may blow, resulting in one or − The brakes have been allowed to cool for the
more flat tires when aborting at high energy levels, BCT minimum brake cooling time
but no other damage to the wheels and brakes has − If the energy of the RTO performed lies in the
occurred. ”CAUTION ZONE” or ”WARNING ZONE”, a visu-
If the brakes are hot it is preferable (if possible) not al check of the wheels, brakes and tires is made
to set the parking brake until the brakes have and no damage (e.g. melting of the tire bead seat
cooled down. or hydraulic seal leakage) is seen.
− After rejection from high energy levels, “CAU-
The wheels have thermal fuses which melt and de-
TION ZONE” or “WARNING ZONE”, mainte-
flate the tires if overheated (this is to prevent explo-
nance inspections in accordance with AMM, in-
sion of the tires).
cluding a check of the wear indicator pins, must
It should be noted that many brakings at lower be performed before subsequent takeoff.
speeds and/or weights (e.g. during pilot training) or − After rejection from lower energy levels, perform
long taxiing at high weight and/or speed might heat a visual inspection of wheels and brakes, includ-
up the brakes enough to make the thermal fuses ing a check of the wear indicator pins, and apply
melt. brakes one or two times to check for proper func-
The following guidelines are recommended before a tion before subsequent takeoff.
takeoff is attempted after a landing with hard brak-
ing or after a RTO (see Fig. 2).
WARNING
Approach the main gear with caution, from the
front or rear only. Do not approach for minimum
30 minutes or until the thermal plugs melt if the
energy of the RTO performed lies in the BCT
”WARNING ZONE”.
25/1
PAGE 10
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
Minimum brake cooling time between landing Minimum brake cooling time between an RTO and
and next takeoff next takeoff
Calculate landing energy per brake: Calculate landing energy per brake:
1. Establish kinetic energy for weight and speed: 1. Establish kinetic energy for weight and speed:
Enter the BRAKE COOLING TIME (BCT) Enter the BRAKE COOLING TIME (BCT)
graph with previous landing weight and draw a graph with previous RTO weight and draw a
vertical line to the intersection with the brake vertical line to the intersection with the brake
application speed. The interscetion (26 500 lb application speed. The interscetion (27 500 lb
and 100 kt) gives a kinetic energy of 2.95 x106 and 107 kt) gives a kinetic energy of 3.50 x106
ftlb. This is the kinetic energy for a standard at- ftlb. This is the kinetic energy for a standard at-
mosphere condition. mosphere condition.
2. Establish kinetic energy corrected for ambient 2. Establish kinetic energy corrected for ambient
temperature and pressure altitude: temperature and pressure altitude:
Draw a horizontal line from the intersection Draw a horizontal line from the intersection
point to the OAT reference line. From this point point to the OAT reference line. From this point
follow the curves to the applicable temperature follow the curves to the applicable temperature
(OAT −10C corrects the kinetic energy to 2.85 (OAT −10C corrects the kinetic energy to 3.40
x106 ftlb). Repeat the same procedure to cor- x106 ftlb). Repeat the same procedure to cor-
rect for altitude (3000 ft corrects to 2.95 x106 rect for altitude (3000 ft corrects to 3.50 x106
ftlb). ftlb).
3. Calculate Maximum RTO energy (i.e. from V1) 3. Calculate Maximum RTO energy (i.e. from V1)
for next takeoff: for next takeoff:
Repeat steps 1 and 2 as described above using Repeat steps 1 and 2 as described above using
the scheduled TOW, V1 speed, atmospheric the scheduled TOW, V1 speed, atmospheric
conditions. TOW 27 500 lb, V1 107 KIAS, OAT conditions. TOW 27 500 lb, V1 107 KIAS, OAT
−10C, and pressure altitude 3000 ft gives a −10C, and pressure altitude 3000 ft gives a
maximum RTO energy of 3.50 x106 ftlb per maximum RTO energy of 3.50 x106 ftlb per
brake. brake.
4. Determine minimum brake cooling time: 4. Determine minimum brake cooling time:
Enter the BRAKE COOLING TIME FOR RTO Enter the BRAKE COOLING TIME FOR RTO
CAPACITY graph with the calculated kinetic CAPACITY graph with the calculated kinetic
energy from previous landing (2.95 x106 ftlb) energy from previous RTO (3.50 x106 ftlb) from
from the left and the calculated kinetic energy the left and the calculated kinetic energy for
for maximum RTO (3.50 x106 ftlb) from below. maximum RTO (3.50 x106 ftlb) from below.
Read minimum cooling time at the intersection Read minimum cooling time at the intersection
of the two lines. This gives a minimum wait time of the two lines. This gives a minimum wait time
of 5 minutes. of 30 minutes.
25/1
PAGE 11
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
WARNING
CAUTION
ZONE
ZONE
25/1
PAGE 12
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
25/1
PAGE 13
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
14. WINDSHEAR For both types, the following action should be tak
en:
14.1 General
− Disconnect the autopilot
Windshear is well known to all pilots. Since 1991 − Be prepared to go around.
all jets seating more than 30 passengers must Downbursts/microbursts
have a warning system installed. Most turboprops,
including the Saab 340, are excluded from this re The most dangerous type of windshear is known
quirement. The need for training is however recog as downburst or its smaller form microburst.
nized for all types of aircraft. A downburst is a vertical current at high
There are basically two types of windshear: windspeed, 6000 to 7000 fpm or approx. 60 knots.
Increased performance and decreased perfor A microburst is a violent downward burst of air
mance windshear. They affect aircraft performance spreading out horizontally upon reaching the sur
in different ways. face. It can occur where convective weather exists.
However, the probability of encounter is low, due to
INCREASED PERFORMANCE windshear is when the fact that it lasts only a few minutes. Its effect on
the aircraft suddenly encounters a change from aircraft performance and flight path can be disas
tailwind to headwind, causing an increase in indi trous. It is a problem to avoid these phenomena
cated airspeed. since they are undetectable on conventional radar
DECREASED PERFORMANCE windshear is when and not visible to the eye in clear air. Therefore,
the aircraft encounters a change from headwind to flight crews should train in a simulator to be able to
tailwind, causing the indicated airspeed to drop. handle the aircraft in these situations.
B9177
Fig. 4 Dry microburst formation. Evaporation of rain below cloudbase (virga) causes intense cooling of rain-
shaft air and subsequent cool air plunge
25/1
PAGE 14
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
14.2 Windshear Effects may still have an unacceptable climb rate. Aircraft
nose-up is according to the Flight Director pitch
The immediate effect of a decreasing headwind or
bar or at a prescribed pitch angle. In this situation,
increasing tailwind is a decrease in IAS and there
only one variable is left, namely pitch control.
fore a loss in performance of the aircraft. Due to
the loss of speed, the aircraft tends to pitch down The question becomes; Should the pitch angle be
to regain trim speed. If encountered after lift-off, reduced to gain speed and reinitiate a climb? If so,
insufficient climb performance and no further what airspeed is best? Or, should the pitch angle
speed increase, or loss of speed, may result in the be increased and airspeed traded for altitude? If
aircraft hitting obstacles in the takeoff area. so, how? In order to answer the questions, it is
necessary to look at aircraft performance.
An increasing headwind or decreasing tailwind
shear will increase IAS and aircraft performance. 14.4 Windshear during Take−Off
The aircraft will tend to pitch up in order to regain
trim speed. There are some precautions to be taken when
making a take-off where windshear conditions are
NOTE suspected. The first rule is to avoid a takeoff into
windshear conditions. If after careful consideration
A performance-increasing shear is frequently
the decision to take off is made:
followed by a performance-decreasing shear.
− Select the longest runway available
If the pilot corrects for the effect of the first shear − Select as low flap setting as possible
(nose down, power reduction) he will be caught in − Use full takeoff power
a very unfavorable situation if subsequently a per − Make a late and slow rotation
formance-decreasing shear is encountered. − Keep V2+25 knots
There are at least six different meteorological − Be alert for any airspeed fluctuation during take
conditions causing windshear; off and initial climb.
− High cloudbase convective clouds Vertical flight path control is the most important
− Small rapidly building cells factor. If encountering windshear and ground
− Thunderstorms contact is imminent:
− Frontal activity − Apply (if not already set) full power
− Strong temperature inversions − Increase pitch angle (if necessary, until
− Strong and variable surface winds. stickshaker)
It is evident that windshear is a problem because it − Keep a positive or zero rate of climb.
often occurs at low indicated airspeed and low alti The flight director must be ignored in this situation
tude. since it is attempting to command higher speed.
25/1
PAGE 15
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
GENERAL
B9178
(1) Approach initially appeared normal.
(2) Increasing downdraft and tailwind encountered at transition.
(3) Airspeed decrease combined with reduced visual cues resulted in pitch attitude reduction.
(4) Airplane crashed short of approach end of runway
WARNING
If the presence of severe windshear is known or
suspected, DO NOT TAKE OFF or DO NOT
MAKE AN APPROACH TO LAND.
NOTE
Exact parameters can not be established.
25/1
PAGE 16
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAXIING
Before starting push−back the BEFORE ENGINE Engine start after push−back completed
START check should be completed. This assures − Start engine as convenient.
that the batteries are on and a min hydraulic pres-
2. POWER MANAGEMENT
sure of 2100 psi (HYD PUMP in auto) during all
towing and pushback operation. The hydraulic sys- Use of power during ground operation demands
tem needs to be pressurized in order to ensure sound judgment and technique. The prop blast can
Landing Gear downlocking without pins installed. cause damage and injury even at low power set-
Furthermore the hydraulic pressure to the Nose tings.
Wheel Steering must be disconnected to ensure Very little power application is required to initiate
free nose wheel castering above 20 degrees deflec- taxiing. Taxi with CL in bottoming governor engage
tion. This is accomplished in either of two ways: range (MIN−MAX).
− Installation of a special ”retainer” which selects
3. MANEUVERING AND BRAKING
the Ground Handling switch to off (recommended
procedure).
CAUTION
− Pulling of Cb F−5 NOSE WL STEER.
Avoid sharp turns at high speed or sharp turns
It is essential that the ”Retainer” is verified to be assisted by differential power or braking. The
removed (Cb reset) before taxiing. LP may have nose wheel may swing around 180 degrees. Only
interphone and must have visual contact with the differential power sufficient to maintain speed in
ground crew. Do not apply engine power to assist turns is permitted.
push−back. Be prepared to brake upon request by
the ground crew. The engines may be started dur- L/P should taxi the aircraft. Use nose wheel steer-
ing push−back. ing during taxiing. Turning at low speeds can be
assisted by using asymmetric power and/or braking.
CAUTION For obstruction clearance during minimum radius
If a towbarless tractor is used for pushback or turns, the wingtips are the critical parts of the air-
towing, braking must be avoided except for emer- craft. For various turn radius see section 1, AIR-
gency situations. Braking can cause structural CRAFT GENERAL.
damage and/or nose landing gear collapse.
Check the brakes during initial taxiing when the
speed is low. Apply brakes smoothly. This is espe-
Before push−back
cially important when braking action is reduced to
− Ensure Retainer installed (or Cb F−5 pulled)
avoid skidding.
− Clearance
− “Brakes OFF” signal − Ground Crew push−back NOTE
signal. If braking is lost during taxiing, without any Anti−
Engine start during push−back Skid Caution being illuminated, set Anti−Skid
− Start engine as convenient. switch to OFF.
25/2
PAGE 1
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAXIING
4. BACKING 7. PARKING
Slow backing of the aircraft is permitted. Start back- When parking, bring the aircraft to a smooth and
ing by depressing the NWS and then apply reverse definite stop using wheel brakes before setting the
power as required, keeping the NWS depressed all parking brakes. The last few meters of taxiing be-
the time. Limit steering wheel deflection to 45. fore parking should be made straight ahead to re-
Stop backing by advancing the Power Levers as lieve stress in the nosewheel.
required.
After taxiing on areas covered by snow or slush,
CAUTION ask for wheel chocks (front and aft) on both main
gears and do not set parking brakes until brakes
DO NOT STOP BACKING BY APPLYING
have cooled down.
BRAKES.
− Applying brakes will give a tail down moment 8. ENGINE SHUTDOWN
which can result in aircraft damage if the tail
hits the ground. The majority of the Saab 340 B fleet is equipped
with Dowty propellers; however, there are some
NOTE with Hamilton−Standard propellers. The recom-
− If the nose steering wheel is not depressed, mended shut−down procedure is slightly different
there is a possibility for the nose wheel to for the two; see CAUTION boxes below.
swing uncontrolled 20 either side.
Applicable to DOWTY propellers
− Depressing the nose steering wheel with a
deflection limit of 45 either side will eliminate CAUTION
the risk for the nose wheel to be mechanically
If the Condition Levers are moved rapidly to
forced to swing around 180.
START position, there will be a momentary burst
of forward power. This will cause a yaw if one
5. GROUND HOLDING engine is shut down at a time or cause the air-
Should a takeoff delay occur, head the aircraft into craft to move forward if parked on a slippery
the wind, if practicable, to avoid fumes in the cabin area. A smooth feathering will be accomplished
and to avoid cross−wind effect that will cause mild by noticing the PROP OIL pressure which initially
shaking or buffeting. rises then drops when CL is about halfway be-
tween MIN and START. At pressure rise hold the
6. AFTER LANDING CL for a few seconds then move slowly into
START.
For best maneuverability during intaxiing, let both
engines run until reaching the stand. If, one engine
Applicable to Hamilton−Standard propellers
is to be shut down in advance, due consideration
must be given to taxiway and ramp conditions with CAUTION
respect to braking action, sharp turns and con-
If the Condition Levers are moved rapidly to
gested areas. Normal 90 parking turns toward the
START position, there will be a momentary burst
running engine should be avoided, as any forward
of forward power. This will cause a yaw if one
power required to sustain speed in the turn will have
engine is shut down at a time or cause the air-
to be substantial and thus cause noise and possible
craft to move forward if parked on a slippery
blast damage to objects behind the aircraft.
area. On a slippery ramp move the CLs direct
− For engine cool−down requirements prior to shut from MIN/MAX to FUEL OFF.
down, see AOM chapter 17/2.
25/2
PAGE 2
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAXIING
NOTE
− Procedure below refers to engine where HP is
used.
− Use HP on one side only.
− Set CL to START
− Increase Ng
− Select HP VALVE to AUTO and check ITT to in-
crease
− Select BLD VLV to CLOSED (opposite engine)
− Select XVLV to OPEN
− Adjust Ng to obtain lowest possible ITT.
When HP−bleed no longer required:
− Select XVLV/HP to CLOSE
− Select BLD VLV to AUTO (opposite engine)
− Reduce to GND IDLE
− Set CL to MAX.
25/2
PAGE 3
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAXIING
25/2
PAGE 4
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
Close attention must be paid to prescribed proce- The purpose of the takeoff briefing is to be well pre-
dures in order to obtain best takeoff and initial clim- pared for a normal take−off and to have a plan
bout performance. These procedures have been ready if a malfunction occurs during take−off or
selected as being the most desirable from a safety climbout.
point of view and for the attainment of minimum
If feasible, perform briefing prior to engine start
practical takeoff distance.
when there is a minimum of distractions. Then, be-
Both pilot seats shall be adjusted using the eye fore takeoff, repeat takeoff speeds and check any
position indicator. This will ensure good instrument amendments due to ATC clearance.
visibility as well as optimum glareshield cutoff angle.
The rudder pedals shall be adjusted so that full rud- NOTE
der can be applied at the same time as full wheel If possible, avoid dispatch or takeoff during freez-
braking is given on the same side. ing precipitation (freezing drizzle, freezing rain
etc.) conditions. In addition, consider the severity
The seats must be positively locked so that no un-
timely vertical or rearward movements can occur. and horizontal/vertical extent of icing conditions
and assess safe exit strategies − the best altern-
Cockpit management regarding environment and ative may be to wait it out on the ground.
call out during the initial take−off:
− After ”Power set” maintain cockpit silence except The following gives examples of items and proce-
for ”80 knots” and ”Vone−Rotate”. dures to be considered;
However, − Review possible icing condition during take−off
and climb out.
− If any serious malfunction occurs, call ”failure”.
− If Engine anti−ice is selected, plan to use Ice
− If ”Failure” before V1 − abort.
Speeds after the acceleration segment. Use V2
− If ”Failure” after V1 − continue.
up to acceleration height, accelerate to VCLEAN−
− Actions to be performed upon PF order.
ICE and then use VCLEAN−ICE during final climb.
Takeoff flap setting is 0_ or 15_. Both pilots should VCLEAN−ICE is equal to published “Final Climb
verify correct flap setting. Speed with Engine Anti−ice ON” − in the AFM.
Pitch trim should be set in a position which corre- − If Engine anti−ice is not selected, use VCLEAN
sponds to the actual C.G.−position. The aircraft will in lieu of VCLEAN−ICE.
then be in trim at V2+10 with takeoff power, flap set − Takeoff Method (A, B, C, etc.).
for takeoff and gear up. − TRQ, Flapsetting, Speeds.
− Set all Bugs.
Set pitch trim according to diagram. Both pilots
should verify correct trim setting. − Rejected takeoff.
− Continued takeoff if engine failure
After the pitch trim setting has been made, actuate
Acceleration altitude
the trim switches only if required during lift off.
Circling minima (if VMC and feasible to come
Recommended pitch trim setting with flaps 15 For
flaps
right back in a circling approach for landing)
0
−MSA (If engine failure, to be reached with final
CG % 10 15 20 25 30 35 38
MAC climb speed prior to joining approach proce-
UP UP UP UP 0 DN DN ADD dure or setting course to nearest suitable air-
Units 1 1/4 1 3/4 1/4 1/4 1/2 1/2
UP port).
− Heading / Initial turn after liftoff.
− Departure route (SID), and setting of nav aids
25/3
PAGE 1
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
− Cockpit management regarding environment (see Start ”timing” when setting takeoff power. Do not
TAKEOFF − GENERAL, which may be included increase PL friction during takeoff. Move PL’s
as a part of ”standard briefing”). smoothly and as slowly as circumstances permit.
If both pilots are familiar with the airport the term The design of the autocoarsen and APR systems
”standard briefing” may be used. However, add: requires a check during initial takeoff roll. If takeoff
− Review possible icing condition during takeoff performance is based on APR, check AUTO
and climb out. COARS HIGH + L/R APR lights. − ”Green Lights”
− Takeoff Method. − to come on.
− TRQ, Flap setting, Speeds. If takeoff is performed without APR, check AUTO
− Bugsetting COARS HIGH light − ”Green Light” − to come on.
− Acceleration altitude. Regardless of whom is going to perform the takeoff,
− Heading / initial turn after liftoff. LP advances and keeps the hand on PL’s until
Any deviation from standard procedures should be ”VONE”.
clearly pointed out by PIC. Takeoff with CTOT:
If jump seat is occupied, the occupant should be − If LP or RP performs as PF:
briefed on the requirements of maintaining a sterile LP advances PL’s and orders ”set power”,
cockpit environment during takeoff as well as opera-
RP turns CTOT switch to a predetermined
tion of jumpseat, oxygen supply and cockpit evacu-
position (ON or APR).
ation procedures.
Takeoff without CTOT:
3. NORMAL TAKEOFF AND CLIMB OUT
− If LP performs as PF:
Taxi into takeoff position at the beginning of the run- LP advances PL’s and orders ”set power”,
way or at another approved takeoff point, and align RP adjusts PL’s to a predetermined TRQ
the aircraft on or close to the runway center line. − If RP performs as PF:
Both pilots check headings to correspond to runway
LP advances and adjusts PL’s to a predeter-
heading, and takeoff data to be valid for the actual
mined TRQ (”set power” may be omitted).
runway and takeoff point.
Reduced power takeoffs will significantly increase
Power management engine life and reduce maintenance expenditures.
A defined workload will facilitate the operation. Dur- When possible and operationally feasible, select
ing a LP−takeoff, prior liftoff, the primary task for RP runways which will allow reduced power for takeoff.
is to check correct power and engine instruments.
During a RP−takeoff, prior ”VONE”, LP must split NOTE
attention between outside look−out and check of For ”Reduced power takeoff” limitations proce-
instruments. dures and performance see AFM and also AOM
sect. 28. In addition to the limitations, consider
NOTE possible downdraft and windshear if obstacle
Observance of engine operating limitations and limited and/or windy conditions. Use of reduced
correct operating procedures are essential for the power will result in the aircraft operating near the
safe, efficient and economical operation of the performance limits. Although there are extra mar-
engine. gins built into the reduced−power takeoff con-
cept, these extra margins might be easily con-
In particular, TRQ and ITT should be monitored;
sumed during unfavorable conditions.
exceeding these limitations will have a detrimen-
tal effect on engine life and overhaul costs.
For ”takeoff power setting methods”, see sect. 26,
POWER SETTINGS.
25/3
PAGE 2
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
For engine normal/abnormal/emergency proce- keep the wings level. Maintain a slight forward pres-
dures, see sect. 17, 22, 23 and 24. sure on the CW until rotation.
25/3
PAGE 3
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
ment failure during this position of flight must be 5. MALFUNCTIONS OR ABNORMAL AIR-
kept in mind. CRAFT BEHAVIOR DURING TAKEOFF
25/3
PAGE 4
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
25/3
PAGE 5
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
NOTE
Check sufficient power on the good engine. Dur-
ing a reduced power takeoff it is advisable to in-
crease power to max. power.Turn CTOT−knob
clockwise or advance PL as required.
25/3
PAGE 6
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
”Acceleration altitude” is minimum 400 ft above threshold elevation, or greater if required (stated) for ob-
stacle clearance.
The altitude is intended for acceleration for both flaps 15 and flaps 0 takeoffs. However, the altitude might
vary depending on flap setting.
If power loss occurs during any phase of the take−off, join OEI−procedure.
PF Climb checklist
Callouts Rotate to obtain V2+10
Flaps up
Timing
Positive R/C
Gear up Power set
Set power My controls
Acc. altitude
(min 400 ft)
Flaps up selected−
clean speed.....
Power set 80 knots VONE Rotate
A9978
25/3
PAGE 7
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
NOTE
Shown is a typical method C (rolling) take−off. RPT as stated in profile is a Reduced Power Take−off.
25/3
PAGE 8
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
PF Orders actions
and appropriate
Rotate to obtain V2 emergency checklist
PF
Callouts
PNF Max continuous
power
Climb checklist
Timing Positive climb
Gear up Flaps up
Set power My controls Max power
(if RPT)
Acc. altitude
(min 400 ft)
Power set
Power set 80 knots Rotate Gear up +
selected PNF Performs actions,
Green light VONE ordered by PF.
+ Advice ATC
Flaps up selected−
A31330 clean speed.....
Fig. 2 OEI continued takeoff − power loss after V1
25/3
PAGE 9
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
TAKEOFF
25/3
PAGE 10
Dec 01/16
Aircraft Operations Manual FLIGHT PROCEDURES
CLIMB
25/4
PAGE 1
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CLIMB
25/4
PAGE 2
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CRUISE
1. FLIGHT LEVEL SELECTION but then been exposed to severe icing conditions
making it impossible to maintain the climb speed
Select flight levels as to obtain best total economy
once leveled off. The result from these events has
or fuel economy if applicable for extended range been a rapid speed reduction.
flights. Avoid using flight levels or routing where
CAT or thunderstorms are forecasted. NOTE
2. POWER SETTING Regarding service ceiling and drift down, with
and without residual ice, see Section 29.
Set cruise power according to Section 26 POWER
SETTINGS.
3. SPEEDS
25/5
PAGE 1
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CRUISE
25/5
PAGE 2
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
DESCENT/HOLDING
1. NORMAL DESCENT
2. HOLDING
25/6
PAGE 1
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
DESCENT/HOLDING
25/6
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
APPROACH
Common basics for a successful approach are: Perform the approach briefing in good time before
− good descent planning commencing the approach. The main parts are:
− careful consideration of approach plates − destination weather
− accurate flying and good crew coordination − possible icing conditions during descent, ap-
proach and landing
A precise approach technique is required not only to
ensure safety during the approach itself, but also to − minimum safe altitudes
bring the aircraft to a safe stop after touchdown. − approach procedures and setting of nav. aids
This is especially important on short runways or − field elevation
when adverse weather and/or runway conditions − DA, DH, MDA, DP
exist. − MAP
Approach patterns to be followed are described un- − missed approach procedures
der paragraph 3−5. All availabe navigational aids − speeds
shall be used and crosschecked for reasonableness − bug setting
of displayed information in order to minimize the Any deviation from standard operating procedures
risk of let down/approach on an incorrect track or should be included in the briefing.
wrong runway.
3. NOISE ABATEMENT PROCEDURE
The power levers shall be operated by PF.
Gear and flaps shall be operated by PNF upon or- Considerable lower noise, during the approach, is
der from PF. achieved by flying the approach at lowest possible
propeller speed ( CL’s in MIN position), however,
PNF shall closely monitor the approach and make the following must be considered:
mandatory and advisory callouts.
− Landing distance and go−around performance is
PNF shall monitor flight instruments, engine instru- based on propeller speed 1384, therefore the
ments and the progress of the approach. Excessive CL’s should be moved to MAX position before
deviations from normal approach speeds/proce- landing. A slight TRQ increase at this stage
dures shall be called out. (approx 5%) is necessary to keep the same pow-
When executing an instrument approach in weather er.
close to minima, a high degree of precision is of − The CL’s must also be moved to MAX position in
outmost importance. If not well stabilized when ap- case of go−around and the approach must be
proaching DA/DH/DP, a go−around shall be made. planned with this in consideration.
It is the duty of PNF to insist on a goaround − and if Noise abatement procedure is not recommended:
necessary take over controls if an instrument ap- − in tailwind conditions
proach is not stabilized at 500 ft at the latest. The
− during a steep glide path approach
space available for corrections at contact at low alti-
− in rough weather or wind shear conditions
tude is limited. Steep correction turns close to
− if low visibility at the airport
ground should be avoided.
− in icing conditions
NOTE
4. FLAP EXTENSION
Propeller RPM around 1350 may cause slight
oscillations, diminishing with lower height, there- Should by any reason a pitch disturbance be experi-
fore this RPM segment is recommended to be enced during Flap Extension, a prompt reselection
avoided during ILS approach, except for transi- to the previous flap setting shall be performed. To
tions. facilitate this, it is recommended to keep the hand
placed on the Flap Handle during flap extension.
25/7
PAGE 1
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
APPROACH
Enroute descent
Approach preparation
”Timing”
Go−around
For procedures see
25/8 GO−AROUND
MAP
Approaching glidepath
”Gear down”
−When gear is down−
”Flaps.....(20/35),
FAF
Landing check”
MDA
25/7
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
APPROACH
NOTE
Maneuvers are bank angles exceeding 15 degrees.
NOTE
If “ICE SPEED” selected, add 10 knots to minimum maneuvering speeds
Enroute descent
Approach preparation
On downwind
Flaps 0−15 AEO
Flaps 0−7 OEI
Turning base Go−around
30 sec +1 sec/kt wind For procedures see
Abeam threshold 25/8 GO−AROUND
”Flaps 20/35”
”Landing check” ”Gear down”
”Timing”
25/7
PAGE 3
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
APPROACH
A low circuit in minimum weather conditions requires careful planning and precise flying with regard to
pattern and speeds. Shown is a left hand low circuit only. Observe published pattern procedures in appli-
cable documents:
− Observe official maximum speed in circuit (for obstacle clearance).
− Avoid high bank angles.
− Maintain altitude above or at circling minima until inside 15 final sector (if no other procedure pub-
lished). Leave circling minima with consideration to obstacles in the final sector.
15
Approx. 2.5 km (1.6 stat.miles)
A9976
25/7
PAGE 4
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
GO−AROUND
1. GENERAL NOTE
It is important that the decision to abandon an ap- The configuration (CONFIG) warning can in
proach is made as early as possible. some cases be displayed for a short time during
transition to go−around configuration. Disregard.
Perform go−around if:
− Weather conditions do not comply with those Maintain initial go−around speed up to acceleration
stated for continued approach and landing. altitude then continue as for a takeoff and follow the
− The approach is not stabilized at 500 ft during an missed approach procedure.
instrument approach.
− No required visual references at DP. CAUTION
− If during a visual approach the required visual A single engine go−around at lower speed than
references are lost. go−around speed may result in a modest climb
− Speed and/or height too high when passing performance until speed is increased. With ICE
threshold compared to available runway length. SPEED active the speed margin to stall warning
− When factors occur making continuing the land- is relatively small until the correct go−around
ing hazardous. speed is reached. A temporary stick shaker
might therefore occur, especially if the speed mo-
Once commenced, the go−around must be com-
mentarily drops below min speed during the tran-
pleted.
sition to go−around configuration.
Never hesitate to perform a go−around.
For go−around speeds see Section 27 SPEEDS.
When a go−around is decided a prompt crew action
is required.
2. PROCEDURES
NOTE
In the flap control quadrant there are upper gates
at 7 and 20.
In a go−around, the flap should initially be se-
lected to 7 from 20 and to 20 from 35.
PF simultaneously;
− disengages AP/YD
− advances PL’ s to a position as for a takeoff
− increases pitch attitude so as to maintain the ini-
tial go−around speed
− calls ”Go−around, flaps ... (7/20), set power”
NOTE
Flight Director GA−mode gives a fixed pitch atti-
tude of 6.4.
25/8
PAGE 1
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
GO−AROUND
25/8
PAGE 2
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
LANDING
1. NORMAL LANDING may also result in a tail strike. The aircraft should
be flown into the runway, as close to the aiming
The approach should follow at 2.5−3 degrees glide
point as possible.
path angle. With an aiming point approx. 1000 ft
down the runway this will provide adequate height Touchdown with excessive speed may result in
over threshold. nose wheel strike before touchdown, bouncing and/
or increased landing distance.
Stabilize speed on final and trim for that speed. A
stabilized speed, power and attitude will facilitate If the aircraft should bounce, hold or reestablish a
flare and touchdown. normal landing attitude and add power as neces-
sary to control the rate of descent. Power need not
Maintain final approach speed (VFA) until reaching
be added for a shallow bounce or skip.
the threshold at 50 ft above the runway. Upon
crossing the threshold, start to reduce speed to cor- If a high, hard bounce occurs, initiate a go−around.
rected reference speed (VREFC) by reducing power. Apply required power and use normal go−around
Maintain VREFC until the flare is initiated. Adjust procedures. A second touchdown may occur during
power as required to land close to the intended the go−around. Do not retract the landing gear until
touch down point at the desired airspeed. a positive steady climb is established.
NOTE NOTE
Flare should be initiated when the main gear is a As soon as possible after touchdown, move the
few feet above the runway; it is accomplished by power levers into ground idle and lower the nose
raising the nose 5−6 degrees from approach atti- wheel. When beta lights are on PNF calls ”Beta
tude, i.e. for all normal cases the flare touchdown light” and PF applies reverse power as desired. If a
attitude should be 4−5 degrees nose up with flaps beta light fails to come on, PNF calls ”Negative beta
20 and 3−4 degrees with flap 35. When initiating the light .........(left/right)”. The effect from reverse
flare, gently reduce power to FLT IDLE. Immediate- power is best at high speed and decline with de-
ly after touchdown retard PL’s to GND IDLE, lower creasing speed. The use of reverse in strong cross-
the nose rapidly and apply brakes as required. wind may cause the aircraft to veer to one side. In
Carry wind, ice and malfunction increments to touch strong crosswind, the use of reverse should be
down. Bleeding off the increments during flare, be- avoided where possible. If the aircraft does veer to
fore the touch down, will result in a considerable one side during landing roll, go out of reverse and if
increase in landing distance. necessary use forward power.
With ICE SPEED active (Mod. No. 3529) there is After touchdown, LP puts hand on NWS, ready to
also a risk for inadvertent stick shaker if the ice in- use.
crement is bleed off in the flare. Limiting the pitch to
After a LP−touch down, when LP grips NWS RP
4−5 degrees nose up, will assist in preventing nuis-
grips CW and keeps it steady with a slight forward
ance stick shaker warnings and will assure landing
pressure. Aileron into wind, if strong crosswind. At
performance. Do not allow the aircraft to float or
60 KIAS PNF calls ”60 knots” and PF then ad-
attempt to “hold off” the landing, as this will increase
vances PL to be out of reverse at 50 KIAS.
the landing distance. Floating or “holding off” land-
ings, may activate the stall warning system and
25/9
PAGE 1
Dec 01/17
Aircraft Operations Manual FLIGHT PROCEDURES
LANDING
CAUTION
Do not attempt to modulate braking by releasing
and reapplying the brakes as this has a detrimen-
tal effect on braking efficiency. Do not release
brake pedal pressure until reaching a safe taxi
speed.
2. CROSSWIND LANDING
25/9
PAGE 2
Dec 01/17
Aircraft Operations Manual FLIGHT PROCEDURES
LANDING
25/9
PAGE 3
Dec 01/17
Aircraft Operations Manual FLIGHT PROCEDURES
LANDING
25/9
PAGE 4
Dec 01/17
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
1. GENERAL
NOTE
Following callouts are recommended by SAAB,
however, they might not necessarily meet all the
needs for all airlines.
It is important that Company standard callouts
are established.
25/10
PAGE 1
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
CALLOUT BY CONDITION/REMARKS
25/10
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
CALLOUT BY CONDITION/REMARKS
25/10
PAGE 3
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
4. GO−AROUND
CALLOUT BY CONDITION/REMARKS
500 feet not stabilized, go−around PNF Reaching 500 ft AGL in an approach and the ap-
proach can to be considered as stabilized.
(See ch. 25/7 for stabilized approach concept)
Minima, go−around PNF Reaching DA/DH in a precision approach and
”Contact” or ”Go−around” not yet called by PF.
Decision point, Go−around PNF During a non−precision approach, and time is up
from FAF to MAP, or other facilities like DME,
marker etc. shows that the decision point has
been reached − and ”Contact” or ”Go−around’
not yet called by PF.
Go−around, Flaps...... (7/20) PF Indicating a go−around. Orders flaps to be se-
lected to 7 or 20 degrees as applicable.
Set power PF Orders PNF to set a predetermined power for
go−around.1)
Power set PNF Power set and checked.
1) The predetermined power is either:
−TAKEOFF POWER, if performance is based on ”Takeoff Power” or
−GO−AROUND POWER , if performance is based on ”Go−Around power”.
25/10
PAGE 4
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
CALLOUT BY CONDITION/REMARKS
25/10
PAGE 5
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
6. OPERATION OF FD/AP
− PF announces own mode selections and values
as applicable.
PNF then checks corresponding indications on
his own EADI/EHSI and responds by ”Checked”.
− Orders from PF should start with ”Set” or ”Arm”
as applicable followed by mode and value.
PNF then confirms the order is executed by call-
ing out mode and value, followed by ”Armed” if
applicable.
− All automatic mode switchings of FD/AP (i.e.
mode switchings not performed by any pilot)
should be called out by first pilot observing the
switching and be answered by the other pilot call-
ing ”Checked”, after confirmation on EADI.
Examples of order and callouts:
25/10
PAGE 6
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
CALLOUT BY CONDITION/REMARKS
25/10
PAGE 7
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
CALLOUT BY CONDITION/REMARKS
(Cont’d)
Max power − Gear up − Check autocoarsen PF Might be used in case of power loss during take-
off or power loss during go−around.
PNF applies MAX TAKEOFF POWER ensures
gear is coming up and checks autocoarsen func-
tion. If suspect function, advise PF immediately.
Negative autocoarsen PNF If power loss during takeoff or go−around and
there is any doubt that the autocoarsen system
functions properly.
NOTE
It is important not to distract PF during a critical phase of the flight. When the decision has been made to
continue a takeoff, when feasible, PF should be advised what actually is indicated; e.g. ”High ITT left en-
gine”, ”Low torque right engine” etc.
25/10
PAGE 8
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
8. ICE SPEEDS
CALLOUT BY CONDITION/REMARKS
25/10
PAGE 9
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CALLOUTS
25/10
PAGE 10
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
FLIGHT CHARACTERISTICS
1. EXTERNAL VISION
28.1
17.0
122
32.0
102
27.5
102
A9982
25/11
PAGE 1
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
FLIGHT CHARACTERISTICS
ILS glideslope
3 H=100ft
263m 103m
860ft 340ft
366m
RVR
A9979 1200ft
Fig. 2 Visual ground segment
−1
H=34.2 ft
ILS glideslope
Main gear height
Glideslope when antenna is
transmitter 40ft H=32.6 ft
over threshold
8.75m
approx. 29ft
Main gear touch Main gear height Runway threshold
down point over threshold
A9980
25/11
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
FLIGHT CHARACTERISTICS
Aircraft at touchdown
16.5m
54ft
0.35m
1ft 2in
9.5m 6.8m
31ft 22ft
A9988
25/11
PAGE 3
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
FLIGHT CHARACTERISTICS
2. AUTOMATIC RELIGHT
Flight characteristics
A flameout with automatic relight will cause a yaw-
ing movement and a rolling movement first in one
direction, then in the other. The size of these tran-
sients depend on the time of the event as discussed
earlier and on the power setting and speed.
Control of the aircraft in this situation is no different
from other power loss situation. However, when the
automatic relight occur, the aircraft rapidly returns
to a symmetric power condition.
Should a flameout and automatic relight occur with
the Autocoarsen switch in ON position, the propeller
will move towards coarse pitch before relight. When
relight occurs, an overswing in torque might happen
and should, if possible, be noted by the flight crew.
3. STALL
25/11
PAGE 4
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
TRAINING
1. UNUSUAL ATTITUDE RECOVERY In a clean ice free stall, a small roll off, if any, can
be expected. The roll off increases with increased
1.1 GENERAL flap angle but will normally not exceed 20 degrees
with flaps 35.
Recovery from stall warning (natural buffet or
stick shaker) In a stall with an iced−up aircraft the stall will in
many cases occur before stick pusher activation
Traditionally recovery training from stall warning has
and a more pronounced roll off might occur. In an
been to reduce speed while keeping altitude, and at
extreme case, a roll off of more than 90 degrees
stick shaker increase power while keeping attitude
and an excessive nose drop can occur. At safe alti-
and recover without loosing altitude.
tude there is no problem to recover from this if
In icing conditions the available thrust is decreased properly trained. The recovery technique should be
by ice build−up on the propellers, the drag is in- included in the recurrent training.
creased by the accumulation of ice, the stall speed
If an actual stall or stall ident event is experienced it
is increased and the margin between stick shaker
is important to be familiar with the EADI presenta-
activation and actual stall is reduced. Without ICE
tion and roll back towards wings level in the short-
SPEED activated (Mod.no. 3529) the margin can in
est direction without overspeeding the aircraft and
some cases be reduced to a fraction of the normal
then return to initial attitude
ice free margin, or even occur before stick shaker.
When a stall warning is encountered either by stick 1.2 RECOVERY PROCEDURES
shaker or by natural buffeting, the priority is to in-
Procedure for recovery from stall warning or stall
crease speed as soon as possible to regain safe
margin to stall. CAUTION
The revised recommended procedure is, when re- Only practice recovery from stall warning or stall
covering from a stall warning (stick shaker or natu- with an ice free aircraft. All practice with ice shall
ral buffeting), to lower the nose approximately 5 be performed in a flight simulator.
degrees, if not restricted by proximity to ground, NOTE
and simultaneously apply Max power. When safe
In a real situation with an iced up aircraft stall
speed has been regained, return to initial altitude. warning can be in the form of buffeting and the
This is the overall safest procedure to reinstate safe same stall recovery procedure shall be carried
stall margin and is recommended to be used both out. This cannot be simulated in a simulator as
for a clean and iced−up aircraft in order not to con- ice buildup is not accompanied by buffet in the
fuse pilots with two recovery procedures. simulator.
25/12
PAGE 1
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
TRAINING
− POWER: Simultaneously, use all power − Check wings to be free from ice.
available, even at high altitudes. − Only practice recovery with less than 30 degrees
bank.
− SPEED: Accelerate to minimum
Vclean+5, with ice on the wing − When practice recovery in a turn exceeding 15
Vclean+15. After initial recovery, degrees bank, only practise from shaker − do not
do not pull up with too high rate. practise recovery from pusher.
Consider the possibility for a sec- − Only practice recovery from flight idle.
ondary stall. − Only practice recovery with AEO.
− ALTITUDE: When positive climb rate is indi- − During recovery training special attention should
cated, select gear up and recover be given not to over torque / over temp the en-
altitude loss. Climb to safe alti- gines, i.e. calculate and brief the Max Continuous
tude with Vclean+5, with ice on power setting for current altitude and SAT.
the wing Vclean+15. 2.2 Training of the improved stall warning
− FLAPS: If flaps are down, leave them system with increased stall warning mar-
where they are. However, if in gin
landing configuration, after the
initial recovery and in climb, se- Valid for a/c with Mod.no. 3529 (Improved stall
lect flaps ( 7/20 as for a go− warning system for icing conditions)
around). Neglecting to use the de−ice boots in accordance
with the AFM in icing conditions may result in a con-
Procedure for recovery from excessive roll siderable increase in stall speed.
CAUTION Without Mod. No. 3529 (or if the Mod. is installed
Practice in simulator only. but ICE SPEED not activated) a natural stall may
occur before stall warning speed trigger level.
− AP/YD: DISCONNECT With the Improved Stall Warning (ICE SPEED) acti-
− ROLL: Use the ”blue sky” on the EADI vated the stall warning speed trigger level is in-
to establish roll direction. Roll the creased. The trigger level is set to give a sufficient
shortest way towards the ”blue warning to natural stall in a worst case scenario
sky” to recover. See figures 1−6 where there is 1/2 inch ice on the wings.
for EADI presentation.
NOTE
− POWER: Reduce if large pitch down, do
Referring to the reasoning above; Delaying de−
not over speed.
ice boots activation must never be a replacement
− PITCH: Pull to stop the dive. for ICE SPEED system activation.
2. INSTRUCTOR HINTS
2.2.1 Stall Ident Practice
2.1 Stall recovery in aircraft Practicing stall ident (pusher) recovery with ICE
− Secure cabin. SPEED active results in an unrealistic scenario
− Recovery training from stall warning (stick shak- since the difference in shaker and pusher speed is
er), initiate the maneuver at minimum 5000 ft considerable larger compared to the ”basic” (non
above the terrain. ice speed) stick shaker speed trigger level. Remem-
ber the system is designed to give sufficient shaker
− Recovery training from stall ident (pusher), initi-
warning before a natural stall in a worst case sce-
ate the maneuver at minimum 10 000 ft above
nario when 1/2 an inch residual/intercycle ice is on
the terrain.
the wings.
− Fly VMC.
25/12
PAGE 2
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
TRAINING
During practice (when there is no ice on the wings) The decision process when the flight shall revert
with ICE SPEED active, the shaker will be triggered back to ”ice free speeds” shall be highlighted. The
approximately 30% above the stick pusher. Conse- process shall be in the following order:
quently the stall recovery will be considerably in- 1. Determination that the aircraft is free from ice.
creased. With ”basic” system the shaker will be trig-
2. De−selection of the ICE SPEED system by
gered 7 to 13% above the stick pusher.
first selecting the Engine anti−ice OFF and then
Consequently the stall recovery will be much
pushing the ICE SPEED push button.
shorter.
3. Resetting of speed bugs to ”ice free speeds”.
To achieve approximately the same margin between
stick shaker and stick pusher with ICE SPEED acti- Flying ”ice speeds” with the ICE SPEED system
vated, requires the system to be activated with a active gives approximately the same margin to stall
high entry rate. THIS IS A VERY VIOLENT MAN- warning (shaker) as flying ”ice free speeds” with the
OUEVER AND SHALL ABSOLUTELY NOT BE ”basic” system.
TRAINED IN AN AIRCRAFT and is not a realistic
training scenario even in a simulator. CAUTION
Before takeoff, select correct VCLEAN speed;
2.2.2 Recommendation Flying engine anti−ice ON speed (”ice speed”)
with engine anti−ice OFF (”ice free”) takeoff per-
SAAB recommendation is to practice stall ident
formance calculation may have influence on ob-
(stick pusher) recovery with ”basic” (ICE SPEED
stacle clearance in the Acceleration or Final
not selected) system only. This will be equally real-
Climb segment.
istic for a natural ice stall. It is the recovery proce-
dure that shall be practiced and not a certain mar- Flying “ice free speeds” with ICE SPEED system
gin between shaker and pusher. selected, result in a considerable decrease in
margin to stick shaker and in many cases in an
2.2.3 Speed Selection unwanted stick shaker activation.
Instructors must ensure that pilots understand the Before landing, select correct landing speed;
relation between the ENG ANT−ICE blue status Flying “ice speed” (VREF+10) with landing per-
lights and the ICE SPEED blue light indication. That formance based on ice free speeds results in longer
is, if the ENG ANTI−ICE lights are on, the ice stall landing distance than calculated.
warning speeds are armed and is the cue that upon
Flying ”ice free speeds” with ICE SPEED system
reaching acceleration altitude:
selected, results in a considerable decrease in mar-
− IAS mode shall be used for FD/AP vertical mode.
gin to stick shaker and in many cases in an un-
− Minimum airspeed shall be VCLEAN−ICE, and then wanted stick shaker activation e.g. during landing
160 KIAS upon reaching MSA. flare.
− Stab + Wing de−ice shall be selected to CONT
(unless actual ice build−up is observed before Flight training with Engine Anti−Ice ON
reaching acceleration altitude).
Valid for a/c with Mod.no. 3529 (Improved stall
Before a takeoff, with engine anti−ice selected, the warning system for icing conditions)
takeoff briefing and speed bug setting should, in
− After a landing (also after touch−and−go landing)
addition, reflect the ICE SPEED concept. Special
with the Engine Anti−ice selected ON, the 6−min-
attention should be given speeds and acceleration
ute inhibit of the Ice Speed function is restarted.
altitude. After 6 minutes elapse time from lift−off,
The increased stall warning speed trigger levels
the ICE SPEED light will come on and be the con-
will start again after 6 minutes.
firmation ”ice speed”, that the stall warning (shaker)
speed trigger level has been increased. Simulated engine failure
− Simulate engine failure by retarding PL to
20−30% TRQ. Below 120 KIAS the drag obtained
25/12
PAGE 3
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
TRAINING
will be approximately comparable to a coarsened 3.2 Stall or stall warning in icing conditions
or feathered propeller. Retarding PL to FLT IDLE
The intention with this simulator training is twofold;
gives a drag which is higher than a coarsened or
feathered propeller. − To highlight the rapid speed reduction when en-
− For simulated engine failure during takeoff, ap- countering severe icing conditions and;
proach and go−around keep the Autocoarsen − to practice recovery from stall warning with a
System ON even if the training objective involves nose up trimmed aircraft and with power on
handling of the aircraft with Autocoarsen System Remember that severe icing conditions do not ne-
inoperative. cessarily mean a large amount of ice accretion, but
− When restoring power after a simulated engine ice buildup giving a large impact on the aircraft’s
failure, there is a possibility for a momentary performance.
autocoarsen system activation when the PL is
When encountering severe icing conditions, imme-
advanced through 64 degrees PLA. Therefore it
diate action is required to maintain minimum safe
is recommended to momentarily turn the system
speed. Experiences from real life incidents and ac-
OFF during PL advancement and ON again after
cidents, shows that pilots are surprised by the rapid
power has been restored.
reduction of speed and do not take immediate and
3. SIMULATOR TRAINING appropriate actions to prevent the situation to devel-
op into a stall.
3.1 General
When encountering a stall warning in icing condi-
Simulator response might not necessarily represent tions with the autopilot tracking in ALTS mode, the
a real aircraft since limited aerodata is available at auto trim is trying to trim out the forces in pitch by
excessive attitudes. The same applies to system increasing pitch attitude to maintain altitude. When
functions. reaching stall warning, this will result in the aircraft
being trimmed in a nose up attitude. This may re-
Recovery from stall:
quire, as part of a stall recovery, a positive nose
− Same as for aircraft training. If practiced with ice, down input from the pilots, as long as the stick
expect a slower than normal recovery. pusher level has not been reached. The training
Recovery from excessive roll: shall demonstrate the rapid reduction in speed and
− Some simulators have preprogrammed roll off that a positive pitch down might be required for re-
maneuvers included which makes it easy to train. covery.
− If no preprogrammed roll off is included, the train- The above scenarios are typically not programmed
ing can be performed as follows: At initial condi- in the simulators and the intentions are to give the
tion with approximately 130 KIAS steady flight, instructors hints on how to illustrate these situations
the pilot to be trained closes his/her eyes and the during simulator training. Before the simulator train-
simulator is set up in a condition with an exces- ing begins, a thorough briefing shall be performed
sive roll, 90−130 degrees left or right, with a nose about the objectives of the training. The briefing
down attitude of 20 to 30 degrees. Then the con- shall also include a review of stall recovery tech-
trol is given back to the pilot to be trained which niques.
then opens his/her eyes and performs a proper
Ice accretion, in the simulator, is normally made by
recovery.
an increase in weight and does not properly repro-
− The important thing in this training is to familiar-
duce a real life ice condition. Below is an attempt to
ize the pilots with the flight instrument indications
build up a scenario to demonstrate one possible
and learn how to interpret this information in or-
way to a more accurate simulation of severe icing
der to perform the correct actions.
condition and the consequences of bringing the air-
− Expect a large altitude loss during the maneuver. craft to stall warning. For best result in simulation of
25/12
PAGE 4
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
TRAINING
performance degradation, OAT is the main para- aft by the autopilot with pitch trim still running
meter to be manipulated. nose up.
The scenario described below has been tested and − ELEV mistrim caution annunciator illuminates on
verified in the Saab 340 B simulator at Arlanda, the EADI as the nose pitches sharply down ap-
Stockholm. proximatly 25 degrees with stall warning activ-
ated. The simulator will shake about at this point.
Conditions: − Increase in speed is instant as altitude is traded
− TOW: 12 500 kg / 27 500 lbs for speed.
− CG: AFT (32 %)
NOTE
− OAT at takeoff: +5 C
− Climb to FL150 / 15 000 ft The behavior of the simulator does not necessar-
ily represent a real aircraft response, but is suffi-
During climb, control the surface OAT to be main-
cient for demonstration of speed/ice build up.
tained in the range of −5 to −10 C i.e. as the air-
craft climbs, OAT decreases. When approaching an
OAT of −10 C, begin to step increase the surface 4. SPEED AWARENESS
temperature to maintain the OAT within the range of − Except for flight training stall warning and stall
−5 to −10 C. ident recovery, the flight crew should be trained
never to fly below minimum speed.
Start building the scenario by gradually increase the
icing level. When going through icing levels from − The flight crew should be trained in handling
moderate to severe, an increase in vibrations proper bug setting.
should be felt. As the climb performance begins to
slowly decrease, the crew will be required to gradu-
ally reduce the airspeed to continue climb.
NOTE
When De−ice Boots cycle, vibrations will almost
stop completely for a moment before increasing
again simulating ice shedding and performance
gain. The same thing happens when the prop
de−ice cycles ON and OFF.
25/12
PAGE 5
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
TRAINING
HDG VS
AP 20 20 ALTS
F
10 10
10 10
S
20 20
0
DH747
HDG VS
− EADI will maintain all information
AP ALTS
up to a bank angle of 65 or 20
F nose down (30 nose up).
25/12
PAGE 6
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
TRAINING
A22010
A22012
25/12
PAGE 7
Dec 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
TRAINING
30
25/12
PAGE 8
Dec 01/15
Aircraft Operations Manual POWER SETTINGS
CONTENTS
Power Settings
26/1 Introduction.
26/2 Takeoff power.
26/3 Max continuous power.
26/4 Max climb power.
26/5 Max cruise power.
26/6 Go−around power
26 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
26 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7--9B
Introduction
1. ABBREVIATIONS -- ITT limit for Max Continuous Power is 944_C.
This limit must not be used as a limit for takeoff
AEO All Engines Operative, All Engines Opera- power.
tive operation. -- Is provided for one engine operation and if re-
OEI One Engine Inoperative, One Engine Inop- quired, for two engine operation in severe icing
erative operation. conditions. It is not intended for use during nor-
mal icing conditions, climb expedites from ATC
MCP Max Continuous Power.
etc.
2. GENERAL 5. CLIMB POWER (ENG A/I OFF)
Torque is the main parameter for setting power. Set -- Set TRQ according to charts. Monitor TRQ to
torque according to charts. Torque varies with pro- correspond to chart values throughout the climb.
peller RPM, altitude and SAT.
6. CLIMB POWER (ENG A/I ON)
-- For a constant PL setting:
-- Set TRQ according to charts. Monitor TRQ to
TRQ will increase with speed or with reduced
correspond to chart values throughout the climb.
PROP RPM;
-- The ITT will be approx. 10_C higher compared to
TRQ will decrease with increasing altitude;
A/I OFF.
PL movements will have a high influence on
TRQ at lower altitudes and on ITT at higher 7. MAX CRUISE POWER
altitudes; -- Set TRQ according to charts. Monitor TRQ to
At constant a/c conditions and torque setting correspond to chart values.
ITT varies between engines and with engine
8. CLIMB/CRUISE POWER WITH ECS OFF
age. The engine will run warmer with time.
-- May be used by APU equipped aircraft and/or
3. TAKEOFF POWER when operating an engine with ECS OFF.
(With CTOT on ground. With and without -- Limited to TRQ 100%/ITT 940_C.
CTOT airborne). -- Valid for max climb/cruise power only.
-- Is the AEO power which may be set during take- -- Increase chart values for ECS ON by delta
off and go--around. torque (%) as below:
-- To be set during takeoff and go--around (see item
9 restrictions) by selecting the CTOT switch to Altitude A/I OFF A/I ON
either <5000 ft 5 6
-- ON or APR position. With the APR system 5--15000 ft 4 5
armed, another 7% delta TRQ will automatically 15--25000 ft 3 4
be added after an engine failure.
> 25000 ft 2 3
-- For go--around the power may be set without
CTOT.
NOTE
-- The Power is flat rated at 100% TRQ to 35_C at
SL (ECS OFF, ENG A/I OFF). There are no range charts available for this pow-
-- PROP RPM 1384. er setting.
26/1
PAGE 1
Dec 01/15
Aircraft Operations Manual POWER SETTINGS
CT7--9B
Introduction
9. GO--AROUND POWER
(Without CTOT airborne).
-- Power to be set during AEO and OEI go--around
only. Intended to be used only by those operators
where use of CTOT/APR in a go--around is re-
stricted by national regulations and where re-
quired performance in a go--around will not be
obtained by use of ”Takeoff Power” set without
CTOT/APR, hence, without the 7% delta TQ au-
tomatic feature.
-- ITT/time limits are 950_C / 5 minutes.
NOTE
If Go--around Power is set higher than Takeoff
Power, an additional engine cycle must be added
to the normal cycle life count.
Takeoff + landing = one (1) cycle
Takeoff +
go--around + landing = 2 cycles
26/1
PAGE 2
Dec 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Takeoff power
TAKEOFF POWER
(With CTOT on ground. With or without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE
TORQUE (%) vs OAT (C)
(ft) <−10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 100 98 94 89 85
0 100 100 95 90 86 82
1000 − 100 − 100 99 96 91 87 82
2000 100 98 97 92 88 83 79
3000 100 99 96 93 88 84 80 75
4000 100 100 98 94 89 85 80 76
5000 100 99 98 94 90 85 81 77 73
6000 100 99 97 94 90 86 82 77 73
7000 100 99 97 94 90 86 82 78 74 70
8000 100 98 96 93 90 86 82 78 75 71 67
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE
ALTITUDE
TORQUE (%) vs OAT (C)
(ft) <−20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 100 98 94 89 84 79 76
0 100 95 90 85 80 76 72
1000 100 100 98 92 87 82 77 73
− 100 −
2000 100 99 98 93 88 83 78 74 70
3000 100 97 95 89 84 79 74 70 67
4000 100 98 95 91 86 81 76 71 67
5000 100 100 100 96 92 87 82 77 72 68 64
6000 100 99 98 95 92 88 83 78 73 69 65
7000 100 100 97 94 91 88 84 79 75 70 66 62
8000 100 98 96 93 90 88 85 80 76 71 67 63
26/2
PAGE 1
Jun 01/16
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Takeoff power
TAKEOFF POWER
(With CTOT on ground. With or without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
−1000 100 99 97 93 88 84 80
0 100 97 94 89 84 80 76
1000 − 100 − 100 98 94 90 85 81 77
2000 100 99 96 91 86 81 77 73
3000 100 98 96 92 87 82 78 74 70
4000 100 99 96 92 88 83 79 74 70
5000 100 100 97 93 88 84 80 75 71 67
6000 100 98 96 93 89 85 80 76 72 68
7000 100 100 98 95 92 89 85 81 77 72 69 65
8000 100 99 97 94 91 88 85 81 77 73 69 65 62
ECS ON
ENG A/I ON
1384 PRPM
26/2
PAGE 2
Jun 01/16
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Takeoff power
TAKEOFF POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
(With CTOT on ground. With or without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 100 95 91 86 82 78
0 100 98 93 88 84 80 76
1000 100 95 91 86 81 77
2000 100 97 93 88 83 79 75
3000 − 100 − 100 95 91 86 81 77 73
4000 100 95 91 87 83 78 74
5000 100 100 96 92 87 83 79 75 71
6000 100 98 95 91 87 83 79 75 72
7000 100 100 97 94 91 87 84 80 76 72 68
8000 100 100 99 96 93 90 87 84 80 76 72 69 65
9000 99 100 100 100 100 100 100 100 97 94 92 89 87 83 80 76 73 69 65
10000 95 96 97 98 98 98 98 95 93 90 88 86 83 80 77 73 69 66 62
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 100 97 91 86 81 76 72
0 100 94 89 84 79 74 70
1000 100 96 90 85 80 75 71
2000 100 96 92 86 81 76 72 68
3000 − 100 − 100 96 93 88 83 78 73 69 65
4000 100 98 93 89 84 79 74 70 66
5000 100 100 96 93 89 85 80 75 70 66 62
6000 100 99 96 93 89 85 81 76 72 67 63
7000 100 97 95 92 89 85 81 77 73 68 64 60
8000 100 100 100 100 100 100 100 100 97 94 91 88 85 81 78 74 69 65 61
9000 97 98 99 99 99 99 99 97 93 90 87 84 81 78 74 70 66 62
10000 93 94 95 95 95 95 95 92 89 86 83 81 78 74 71 67 63 59
26/2
PAGE 3
Jun 01/16
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Takeoff power
TAKEOFF POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
(With CTOT on ground. With or without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) vs OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 100 95 90 85 81 77 73
0 100 98 93 87 83 78 74 71
1000 100 95 90 85 80 76 72
2000 100 97 93 87 82 78 74 70
3000 − 100 − 100 97 94 89 85 80 75 72 68
4000 100 98 94 90 85 81 77 73 69
5000 100 100 98 94 90 86 82 77 73 69 65
6000 100 99 96 93 90 86 82 78 74 70 66
7000 100 100 98 96 92 89 86 82 78 74 70 67 63
8000 99 100 100 100 100 100 100 100 97 95 92 89 85 82 79 75 71 67 63
9000 96 97 98 98 98 98 98 96 93 91 88 85 82 79 75 71 68 64
10000 92 93 94 94 94 94 94 92 90 87 84 81 79 75 72 68 64
26/2
PAGE 4
Jun 01/16
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Takeoff power
TAKEOFF POWER
(Without CTOT on ground.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) VS OAT ( C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 93 92 88 83 79
0 93 89 84 80 76
1000 93 89 85 80 76
2000 93 90 86 81 77 73
3000 − 93 − 93 91 87 82 78 74
4000 93 91 87 83 79 75 71
5000 93 91 87 83 79 75 71 67
6000 93 91 88 84 80 76 72 68
7000 93 93 90 88 84 80 76 72 69 65
8000 93 92 89 87 84 80 77 73 69 66
ECS OFF
ENG A/I ON
1384 PRPM
26/2
PAGE 5
Jun 01/16
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Takeoff power
26/2
PAGE 6
Jun 01/16
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS
120 91 91 92 92 92 92 92 92 91 89 87 84 81 78 74 70 66 63
110 95 95 95 95 95 96 96 96 95 93 90 88 85 81 77 73 70 66
100 99 99 99 99 99 99 99 99 99 97 94 91 88 84 80 77 73 69 65
90 100 100 100 100 100 100 100 100 100 98 97 95 92 88 84 80 76 72 68
80 100 100 99 95 92 88 84 79 75 71 67
70 100 99 97 95 92 87 83 78 74 71
60 100 99 98 95 91 86 82 78 74
50 100 99 98 94 90 85 81 77 73
40 − 100 − 100 100 98 94 89 84 80 76
30 100 99 96 93 88 83 79 75
20 100 98 96 92 87 83 79
10 100 99 98 95 91 86 82
0 100 100 99 94 89 85 81
−10 100 97 93 88 84
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS
26/3 S1
Applicable to a/c without New HMU (Mod 3052, SB 71−058). PAGE 1
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
310 42 42 42 41 41 40 39
300 43 43 43 43 43 42 41 40 38
290 45 45 45 45 45 45 43 42 40 38
280 47 47 47 47 47 47 45 44 42 40 38
270 49 49 49 49 49 49 48 46 45 43 41 38
260 51 51 51 51 51 51 50 49 47 45 43 40 38
250 53 53 53 53 53 53 52 51 49 47 45 43 40
240 55 55 55 55 55 55 55 54 52 50 48 45 43 40
230 57 57 57 57 57 57 57 56 54 52 50 48 45 42
1%
220 59 59 59 59 59 59 59 58 57 55 53 50 47 45 per
210 61 61 61 61 61 62 61 61 59 58 55 53 50 47 20 kts
200 64 64 64 64 64 64 64 63 62 60 58 55 52 50 47
190 67 66 66 66 66 67 67 66 65 63 61 58 55 52 49
180 69 69 69 69 69 69 69 69 68 66 64 61 58 55 52 49
170 72 72 72 72 72 72 72 72 71 69 67 64 61 58 54 51
160 75 75 75 75 75 75 75 75 74 72 70 67 64 60 57 54 51
150 79 78 78 78 78 78 78 78 77 75 73 70 67 64 60 57 53
140 82 82 81 81 81 81 81 81 80 78 76 73 70 67 63 59 56
130 85 85 85 85 85 85 85 85 83 82 79 77 73 70 66 62 59 56
120 89 89 88 88 88 88 88 88 87 85 83 80 77 73 69 65 62 58
110 92 92 92 92 92 92 92 92 91 89 86 83 80 76 72 68 65 61
100 96 96 96 96 96 96 96 96 95 93 90 87 84 80 75 72 68 64 61
1%
90 98 98 98 98 98 98 98 98 98 96 93 90 87 83 79 75 71 67 64
per
80 100 100 100 100 100 100 100 100 100 100 97 94 91 87 82 78 74 70 66 63
30 kts
70 100 99 97 95 91 86 82 77 73 69 66
60 100 100 98 94 90 85 81 76 72 69
50 100 99 96 93 89 84 80 76 72
40 100 99 96 93 88 83 79 75 71
− 100 −
30 100 99 98 96 92 87 82 78 74
20 100 100 99 95 90 86 81 77 73
10 100 98 93 89 85 81 77
0 100 97 93 89 84 80 76
−10 100 99 96 92 88 83 79
26/3 S1
Applicable to a/c without New HMU (Mod 3052, SB 71−058). PAGE 2
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
CORR
Flight TORQUE (%) VS SAT (C) FOR
level KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
310 40 40 40 40 40 38 37
300 42 42 42 42 41 40 39 37
290 44 44 44 44 43 42 41 39 37
280 45 45 45 45 45 44 43 41 39 37
270 47 47 47 47 47 46 45 44 42 40 38
260 49 49 49 49 49 48 47 46 44 42 40 37
250 51 51 51 51 51 50 49 48 46 44 42 40 37
240 53 53 53 53 53 53 52 50 49 47 44 42 39
230 55 55 55 55 55 55 54 53 51 49 47 44 41 39
220 57 57 57 58 58 58 57 55 53 51 49 47 44 41
210 60 60 60 60 60 60 59 58 56 54 52 49 46 43
200 62 62 62 62 62 62 62 60 59 57 54 52 49 46
1%
190 65 64 65 65 65 65 64 63 61 59 57 54 52 48
per
180 67 67 67 67 67 67 67 66 64 62 60 57 54 51
20 kts
170 70 70 70 70 70 70 70 69 67 65 63 60 57 53
160 73 73 73 73 73 73 73 72 70 68 66 63 60 56
150 76 76 76 76 76 76 76 75 73 71 69 66 63 59
140 79 79 79 79 79 79 79 78 76 74 72 69 65 62
130 82 82 82 82 82 82 82 82 80 77 75 72 69 65
120 86 86 86 86 86 86 85 85 83 80 78 75 72 68
110 89 89 89 89 89 89 89 88 86 84 81 78 75 71
100 93 93 93 93 93 93 93 91 90 87 85 82 78 74
90 97 97 97 96 96 96 96 95 94 91 88 85 82 78
80 100 100 100 100 100 100 100 100 97 95 92 89 85 81
70 100 99 97 95 93 89 85
60 100 100 99 96 93 88
50 100 98 96 92
40 100 99 96
30 − 100 − 100 98
20 100
10
0
−10
26/3 S1
Applicable to a/c without New HMU (Mod 3052, SB 71−058). PAGE 3
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS
26/3 S1
Applicable to a/c without New HMU (Mod 3052, SB 71−058). PAGE 4
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
250 53 52 52 52 53 52 52 51 49 47 45 43 40
240 55 54 54 55 55 54 54 54 52 50 48 45 43 40
230 57 56 57 57 57 57 56 56 54 52 50 48 45 42
220 59 59 59 59 59 59 58 58 57 55 53 50 47 45
210 61 61 61 61 61 61 61 60 59 58 56 53 50 47
1%
200 63 63 63 63 63 63 63 63 62 60 58 55 53 50 47
per
190 66 66 66 66 66 66 66 66 65 63 61 58 55 52 49 20 kts
180 68 68 68 68 68 68 68 68 67 66 63 61 58 55 52 49
170 72 71 71 71 71 71 71 71 70 68 66 64 61 58 54 51
160 74 74 74 74 74 74 74 74 73 71 69 67 64 60 57 54 51
150 78 78 78 78 78 78 78 77 76 74 72 70 67 64 60 57 53
140 81 81 81 81 81 81 81 80 80 78 75 73 70 67 63 59 56
130 84 84 84 84 84 84 84 84 84 81 79 76 73 70 66 62 59 56
120 88 88 88 88 88 88 88 88 88 85 83 80 77 73 69 65 62 58
110 92 92 91 91 91 91 91 91 91 89 86 83 80 76 72 68 65 61
100 96 96 95 95 95 95 95 95 95 92 90 87 84 80 75 72 68 64 61
1%
90 99 99 99 99 99 99 99 99 99 96 93 90 87 83 79 75 71 67 64
per
80 100 100 100 100 100 100 100 100 100 100 97 94 91 87 82 78 74 70 66 63
30 kts
70 100 98 95 91 86 82 77 73 69 66
60 100 98 94 90 85 81 76 72 69
50 100 98 93 89 84 80 76 72
40 100 97 93 88 83 79 75 71
− 100 −
30 100 96 92 87 82 78 74
20 100 95 90 86 81 77 73
10 100 94 89 85 81 77
0 100 98 93 89 84 80 76
−10 100 97 92 88 83 79
26/3 S1
Applicable to a/c without New HMU (Mod 3052, SB 71−058). PAGE 5
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
CORR
Flight TORQUE (%) VS SAT (C) FOR
level KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 51 51 51 51 51 51 49 48 46 44 42 39 37
240 53 53 53 53 53 53 52 50 49 47 44 42 39
230 55 55 55 55 55 55 54 53 51 49 47 44 41 39
220 57 57 57 57 57 57 56 55 53 51 49 47 44 41
210 59 59 59 59 59 59 59 58 56 54 52 49 46 43
200 61 61 61 61 61 61 61 60 59 57 54 52 49 46
190 64 64 64 64 64 64 64 63 61 59 57 54 52 48
180 67 66 67 67 67 67 67 66 64 62 60 57 54 51
170 70 69 69 69 69 69 69 69 67 65 63 60 57 53
160 72 72 72 72 72 72 72 71 70 68 66 63 60 56
150 75 75 75 75 75 75 75 74 73 71 69 66 63 59
1%
140 78 78 79 79 79 79 79 78 76 74 72 69 65 62
per
130 82 82 82 82 82 82 82 82 79 77 75 72 69 65
20 kts
120 85 85 85 85 85 85 85 85 83 80 78 75 72 68
110 89 89 89 89 89 89 89 89 86 84 81 78 75 71
100 92 92 92 92 92 92 92 92 90 87 85 82 78 74
90 96 96 96 96 96 96 96 96 93 91 88 85 82 78
80 99 99 99 99 99 99 99 99 97 95 92 89 85 81
70 100 100 100 100 100 100 100 100 100 99 95 93 89 85
60 100 100 96 93 88
50 100 96 92
40 100 96
30 − 100 − 100
20
10
0
−10
26/3 S1
Applicable to a/c without New HMU (Mod 3052, SB 71−058). PAGE 6
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS
26/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 1
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
310 44 45 44 43 42 41 39 38
300 46 46 46 45 44 43 41 40 38
290 48 48 48 48 46 45 44 42 40 38
280 50 50 50 50 49 47 46 44 42 40 38
270 52 52 52 52 51 50 48 46 45 43 41 38
260 54 55 55 54 53 52 50 49 47 45 43 40 38
250 56 57 57 57 56 54 53 51 49 47 45 43 40
240 58 59 59 59 58 57 55 54 52 50 48 45 43 40 1%
per
230 61 61 61 61 61 59 58 56 54 52 50 48 45 42
20 kts
220 63 63 64 64 63 62 60 59 57 55 53 50 47 45
210 65 66 66 66 66 65 63 61 60 58 56 53 50 47
200 68 68 68 68 69 67 66 64 62 60 58 55 53 50 47
190 71 71 71 71 71 70 69 67 65 63 61 58 55 52 49
180 74 74 74 74 74 73 72 70 68 66 64 61 58 55 52 49
170 77 77 77 78 77 76 75 73 71 69 67 64 61 58 54 51
160 80 80 81 81 81 79 78 76 74 72 70 67 64 60 57 54 51
150 83 83 84 84 84 83 81 80 78 75 73 70 67 64 60 57 53
140 86 87 87 88 87 86 85 83 81 78 76 73 70 67 63 59 56
130 90 90 91 91 91 90 89 87 84 82 79 77 73 70 66 62 59 56
120 93 94 94 95 95 94 92 91 88 85 83 80 77 73 69 65 62 58
110 97 97 97 97 97 97 96 94 92 89 86 83 80 76 72 68 65 61
60 100 100 98 94 90 85 81 76 72 69
50 100 99 96 93 89 84 80 76 72
40 100 99 96 93 88 83 79 75 71
− 100 −
30 100 99 98 96 92 87 82 78 74
20 100 100 99 95 90 86 81 77 73
10 100 98 93 89 85 81 77
0 100 97 93 89 84 80 76
−10 100 99 96 92 88 83 79
26/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 2
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
CORR
Flight TORQUE (%) VS SAT (C) FOR
level KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
310 43 43 42 41 40 38 37
300 45 45 44 43 41 40 39 37
290 47 47 46 45 44 42 41 39 37
280 49 49 48 47 46 44 43 41 39 37
270 51 51 51 50 48 46 45 44 42 40 37
260 53 53 53 52 50 49 47 46 44 42 39 37
250 55 55 55 54 53 51 50 48 46 44 42 39 37
240 57 57 57 57 55 54 52 50 49 47 44 42 39 37
230 59 59 60 59 58 56 54 53 51 49 47 44 41 39
220 61 61 62 62 61 59 57 55 53 51 49 47 44 41
210 63 64 64 64 64 62 60 58 56 54 52 49 46 43
200 66 66 66 66 66 65 63 61 59 57 54 52 49 46
1%
190 69 69 69 69 69 67 65 63 61 59 57 54 52 48
per
180 71 72 72 72 71 70 68 66 64 62 60 57 54 51
20 kts
170 75 75 75 75 75 73 71 69 67 65 63 60 57 53
160 78 78 78 79 78 76 75 72 70 68 66 63 60 56
150 81 81 81 82 81 80 78 76 73 71 69 66 63 59
140 84 85 85 85 85 83 81 79 76 74 72 69 65 62
130 88 88 88 89 88 87 85 82 80 77 75 72 69 65
120 91 92 92 93 92 90 88 86 83 80 78 75 72 68
110 95 95 96 96 96 94 92 89 87 84 81 78 75 71
100 99 99 99 100 100 98 96 93 90 87 85 82 78 74
90 99 100 100 100 99 98 96 94 91 88 85 82 78
80 100 100 100 100 97 95 92 89 85 81
70 100 99 97 95 93 89 85
60 100 100 99 96 93 88
50 100 98 96 92
40 100 99 96
30 − 100 − 100 98
20 100
10
0
−10
26/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 3
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS
Flight TORQUE (%) VS SAT (C)
level
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
120 94 94 95 95 95 94 92 90 88 85 82 80 77 73 69 64 60 57
110 96 97 97 98 99 98 96 94 91 89 86 83 80 76 72 67 63 59
100 100 100 100 100 100 100 100 98 95 92 89 86 84 79 75 70 66 62 59
90 100 99 96 93 90 87 83 78 74 69 65 61
80 100 100 97 94 91 87 82 77 72 68 64 61
70 100 97 94 90 86 81 76 71 67 64
60 100 99 94 89 84 79 74 70 67
50 100 98 93 88 83 78 73 70 66
40 100 97 92 86 81 77 72 69
30 − 100 − 100 95 90 85 80 76 72 68
20 100 99 94 88 83 79 75 71
10 100 98 92 87 82 78 74
0 100 95 90 86 81 77 74
−10 100 94 89 84 80 77
26/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 4
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
250 56 56 56 56 55 54 53 51 49 47 45 43 40
240 58 58 59 58 57 56 55 54 52 50 48 45 43 40
230 60 60 61 61 60 59 57 56 54 52 50 48 45 42
220 62 63 63 63 62 61 60 58 57 55 53 50 47 45
210 65 65 65 65 65 64 62 61 59 58 56 53 50 47
200 67 67 67 67 67 66 65 63 62 60 58 55 53 50 47
190 70 70 70 70 70 69 68 66 65 63 61 58 55 52 49
180 73 73 73 74 73 72 70 69 67 66 63 61 58 55 52 49 1%
per
170 76 76 76 77 76 75 73 72 70 68 66 64 61 58 54 51
20 kts
160 79 79 80 80 79 78 76 75 73 71 69 67 64 60 57 54 51
150 82 83 83 83 83 81 80 78 76 74 72 70 67 64 60 57 53
140 86 86 86 86 86 85 83 81 80 78 75 73 70 67 63 59 56
130 89 90 90 90 90 88 87 85 83 81 79 76 73 70 66 62 59 56
120 93 94 94 94 93 92 91 89 87 85 83 80 77 73 69 65 62 58
110 97 97 97 97 97 96 95 93 91 89 86 83 80 76 72 68 65 61
60 100 98 94 90 85 81 76 72 69
50 100 98 93 89 84 80 76 72
40 100 97 93 88 83 79 75 71
− 100 −
30 100 96 92 87 82 78 74
20 100 95 90 86 81 77 73
10 100 94 89 85 81 77
0 100 98 93 89 84 80 76
−10 100 97 92 88 83 79
26/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 5
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Continuous power
MAX CONTINUOUS POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
CORR
Flight TORQUE (%) VS SAT (C) FOR
level KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 54 54 55 54 53 51 50 48 46 44 42 39 37
240 56 57 57 56 55 54 52 50 49 47 44 42 39
230 58 59 59 59 58 56 54 53 51 49 47 44 41 39
220 60 61 61 61 60 59 57 55 53 51 49 47 44 41
210 63 63 63 63 63 61 60 58 56 54 52 49 46 43
200 65 65 66 66 65 64 62 61 59 57 54 52 49 46
190 68 68 68 69 68 67 65 63 61 59 57 54 52 48
180 71 71 71 72 71 70 68 66 64 62 60 57 54 51
170 74 74 74 75 74 73 71 69 67 65 63 60 57 53
160 77 77 77 77 77 76 74 72 70 68 66 63 60 56
150 80 80 81 81 80 79 77 75 73 71 69 66 63 59
1%
140 83 84 84 84 83 82 81 79 76 74 72 69 65 62
per
130 87 87 88 88 87 86 84 82 80 77 75 72 69 65
20 kts
120 90 91 91 92 92 90 88 85 83 80 78 75 72 68
110 94 95 95 95 96 94 92 89 87 84 81 78 75 71
100 99 99 99 99 100 98 96 93 90 87 85 82 78 74
90 99 99 100 100 100 98 96 94 91 88 85 82 78
80 100 100 100 100 98 95 92 89 85 81
70 100 99 95 93 89 85
60 100 100 96 93 88
50 100 96 92
40 100 96
30 − 100 − 100
20
10
0
−10
26/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 6
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I OFF
1230 PRPM
140 KIAS
CORR. FOR
Flight DEVIATION
level TORQUE (%) vs SAT (C) FROM 140
KIAS
−65 −60 −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
310 47 48 48 47 46 45 44 42 41 39 36
300 49 50 50 50 48 47 46 44 43 41 39
290 51 52 52 52 51 49 48 47 45 43 41 39 + 1%
280 53 54 54 54 53 52 50 49 47 45 43 41 38 per
270 55 56 56 57 56 54 53 51 49 47 45 43 40 38 20 kts
260 58 58 58 59 58 57 55 53 52 50 48 45 42 40
250 60 60 61 61 61 59 58 56 54 52 50 48 45 42 40
240 63 63 64 64 62 61 59 57 55 53 50 47 44 42
230 65 66 66 66 65 63 61 60 58 55 53 50 47 44
220 68 68 69 69 68 66 64 62 60 58 56 53 49 46 44
210 71 72 72 71 69 67 65 63 61 58 55 52 49 46
200 74 74 75 74 72 70 68 66 64 61 58 55 52 48 46
190 77 78 78 77 75 73 71 69 67 64 61 58 54 51 48 + 1%
180 80 81 81 81 79 77 74 72 70 67 64 61 57 53 50 48 per
170 84 84 84 82 80 78 75 73 70 67 63 60 56 53 50 30 kts
160 87 88 88 86 83 81 79 76 73 70 67 63 59 55 52
150 91 91 91 89 87 84 82 79 77 74 70 66 62 58 55 52
140 96 93 91 88 86 83 80 77 74 70 66 62 58 55 52
130 100 97 95 92 89 86 84 81 77 73 68 65 61 58 54
120 100 99 96 93 90 88 84 80 76 72 68 64 60 57 54
100 100 98 95 92 88 83 78 74 70 66 62 59 56
90 100 99 96 91 87 82 77 73 69 65 62 59
80 100 100 95 90 86 81 76 72 68 64 61 58
70 100 99 94 89 84 80 75 71 67 64 61 + 1%
60 100 98 93 88 83 79 74 70 67 63 59 per
50 100 97 92 87 82 78 73 69 66 61 40 kts
40 100 96 91 86 81 77 72 68 64
30 100 94 89 84 80 76 72 67
20 100 98 93 88 83 79 75 70
10 100 97 92 87 82 78 73
26/4
PAGE 1
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1230 PRPM
140 KIAS
CORR. FOR
Flight TORQUE (%) vs SAT (C) DEVIATION
level FROM 140 KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
310 46 45 44 43 41 39
300 48 47 46 45 43 41 40 38
290 51 49 48 47 45 44 42 40 37
280 53 52 50 49 47 46 44 42 39 37
270 56 54 53 51 50 48 46 44 42 39 36
260 58 57 56 54 52 50 48 46 44 41 38 36
250 60 59 58 56 55 53 51 49 46 43 40 38
240 62 62 61 59 57 55 53 51 49 46 43 40 37
230 65 65 63 62 60 58 56 54 51 48 45 42 39
220 68 68 66 65 63 61 58 56 54 51 48 44 41
210 70 71 69 68 65 63 61 59 56 54 51 47 43
200 72 73 73 71 69 66 64 62 59 56 53 50 46 43
190 76 76 74 71 69 67 65 62 59 56 52 49 45
180 79 79 77 75 72 70 68 65 62 59 55 51 47
170 82 80 78 75 73 71 68 65 62 58 54 50 + 1%
160 86 84 81 79 76 74 71 68 65 61 57 53 per
150 90 87 85 82 80 77 75 72 68 64 60 56 40 kts
140 91 89 86 83 81 78 75 72 68 63 59 55
130 93 90 87 84 82 79 75 71 67 62 58
120 96 93 91 88 85 82 79 75 70 65 60
110 97 95 92 89 86 82 78 73 68 63
100 100 99 96 92 89 86 81 77 72 67
90 100 99 96 93 89 85 80 75 70
80 100 100 97 93 88 84 79 73
70 100 97 92 87 82 76
60 100 96 91 85 80
50 100 95 89 83
40 100 99 93 87
30 100 97 91
20 100 94
10 100 98
26/4
PAGE 2
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I OFF
1270 PRPM
140 KIAS
CORR
Flight FOR
level TORQUE (%) vs SAT (C) KIAS
−65 −60 −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
47 47 310 47 46 45 44 43 41 40 38 35
48 49 300 49 49 47 46 45 43 42 40 37
50 51 290 51 51 50 48 47 45 44 42 40 37
52 53 280 53 53 52 51 49 47 46 44 42 39 37
54 55 270 55 56 55 53 52 50 48 46 44 42 39 37 + 1%
57 57 260 57 58 57 56 54 52 50 49 46 44 41 39 per
59 59 250 60 60 60 58 57 55 53 51 49 46 44 41 38 20 kts
62 240 62 63 62 61 59 57 55 53 51 49 46 43 40
64 230 65 65 65 64 62 60 58 56 54 51 48 45 42
67 220 67 68 68 67 65 63 62 59 56 54 51 48 45 42
210 70 70 71 70 68 66 64 62 59 57 54 50 47 44
200 73 73 74 73 71 69 66 64 62 60 56 53 50 47 44
190 76 77 76 74 72 69 67 65 62 59 56 52 49 46
180 79 80 79 77 75 72 70 68 65 62 59 55 52 49 46
170 83 83 80 78 76 73 71 68 65 62 58 54 51 48 + 1%
160 86 86 84 81 79 77 74 71 68 65 61 57 54 51 per
150 89 90 88 85 82 80 77 75 72 68 64 60 56 53 50 30 kts
140 91 89 86 84 81 78 75 72 67 63 60 56 53 50
130 95 93 90 87 84 82 79 75 71 66 63 59 56 53
120 99 96 94 91 88 85 82 78 74 69 65 61 58 55 52
110 100 97 94 91 88 85 82 77 73 68 64 61 58 54
100 100 98 95 92 89 85 81 76 71 67 63 60 57 54
90 100 99 96 93 89 84 80 75 70 66 63 60 56
80 100 100 97 92 88 83 78 74 69 66 62 59 55
70 100 97 92 87 82 77 73 69 65 61 58 + 1%
60 100 95 90 85 80 76 72 68 64 60 56 per
50 100 94 87 84 79 75 71 67 63 58 40 kts
40 100 98 92 87 83 78 74 70 66 61
30 100 96 91 86 81 77 73 69 64
20 100 95 89 85 80 76 72 67
10 99 93 88 84 79 75 70
26/4
PAGE 3
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1270 PRPM
140 KIAS
CORR
Flight TORQUE (%) vs SAT (C) FOR
level KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
310 45 44 43 41 40 38
300 47 46 45 43 42 40 38
290 50 48 47 46 44 42 41 38
280 52 51 49 48 46 44 43 40 38
270 55 53 52 50 48 47 45 43 40 37
260 57 56 54 52 51 49 47 45 42 40 37
250 59 58 57 55 53 51 50 47 45 42 39 36
240 61 61 59 57 56 54 52 50 47 44 41 38 36
230 64 64 62 60 58 56 55 52 50 47 44 41 38
220 66 67 65 63 61 59 57 55 52 49 46 43 40
210 69 70 68 66 64 62 60 58 55 52 49 45 42
200 72 72 71 69 67 65 62 60 58 55 51 48 44 42
190 75 74 72 70 67 65 63 61 58 54 50 47 44
180 78 78 75 73 70 68 66 63 60 57 53 49 46 + 1%
170 81 79 76 74 71 69 66 63 60 56 52 48 per
160 84 82 79 77 74 72 69 66 63 59 55 51 40 kts
150 88 85 83 80 78 75 73 70 66 62 58 54
140 89 87 84 81 79 76 73 70 66 61 57 53
130 90 88 85 82 79 76 73 69 64 60 56
120 94 91 88 85 83 80 76 72 67 63 58
110 95 92 89 86 83 80 75 71 66 61
100 99 96 93 90 87 83 79 74 69 64
90 100 100 96 94 90 87 82 77 72 67
80 100 97 94 90 86 81 76 71
70 100 98 94 90 85 79 74
60 100 98 93 88 83 77
50 100 97 92 86 81
40 100 95 90 85
30 100 99 94 88
20 100 97 91
10 100 95
26/4
PAGE 4
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1384 PRPM
140 KIAS
CORR
Flight TORQUE (%) vs SAT (C) FOR
level KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
310 42 41 40 38 37 35
300 45 43 42 40 39 37 35
290 47 45 44 42 41 39 37 35
280 49 47 46 44 43 41 39 37 34
270 52 50 48 46 45 43 41 39 36
260 54 52 50 48 47 45 43 41 38 35
250 56 55 53 51 49 47 46 43 40 38 35
240 58 57 55 53 51 50 48 46 43 40 37 34
230 61 60 58 56 54 52 50 48 46 42 39 36
220 63 62 60 58 56 54 52 50 48 45 41 38 35
210 65 65 63 61 59 57 55 53 51 47 44 41 38
200 68 68 66 64 62 60 58 55 53 50 46 43 40 37
190 71 71 69 67 65 63 60 58 56 53 49 46 42 39 + 1%
180 73 74 72 70 67 65 63 61 58 55 51 48 44 41 per
170 77 75 73 70 68 66 64 61 58 54 51 47 43 40 kts
160 80 78 76 73 71 69 67 64 61 57 53 49 46
150 83 82 79 77 74 72 69 67 64 60 56 52 48
140 80 78 75 73 70 67 64 59 55 51 47
130 84 81 79 76 73 70 67 62 58 54 49
120 87 84 82 79 76 73 69 65 61 56 52
110 88 86 82 79 76 73 68 64 59 55
100 92 89 85 82 79 76 71 66 62 58
90 93 89 86 83 79 75 70 65 60
80 96 93 90 86 82 78 73 68 63
70 100 97 94 90 86 82 77 71 66
60 100 97 93 89 85 80 74 69
50 100 97 93 89 83 78 72
40 100 97 92 86 81 75
30 100 96 90 84 79
20 100 94 88 82
10 98 92 86
26/4
PAGE 5
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Climb power
26/4
PAGE 6
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I OFF
1230 PRPM
Flight
level
TORQUE (%) vs SAT (C)
−65 −60 −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
50 50 310 50 48 47 46 44 42 40 38 36
53 52 300 52 51 50 48 46 45 43 41 39 36
55 55 290 55 54 52 51 49 47 45 43 41 38 36
58 58 280 58 57 55 53 52 50 48 46 43 41 38
61 61 270 61 60 58 57 55 53 51 49 46 43 40 38
64 64 260 64 63 61 60 58 56 54 52 49 46 43 40
67 67 250 67 66 64 63 61 59 57 54 51 49 45 42 40
240 70 69 68 66 64 62 60 57 54 51 48 46 42
230 74 73 71 69 67 65 63 60 58 55 51 48 45
220 77 77 75 73 71 69 66 64 61 58 54 51 47 44
210 81 80 79 76 74 72 70 67 64 61 58 54 51 47
200 84 84 82 80 78 76 73 71 68 64 61 57 53 50 47
190 88 86 84 81 79 77 74 71 67 63 59 55 52 49
180 91 89 87 85 82 80 77 74 70 66 62 58 53 51
170 93 91 88 86 83 80 77 72 69 64 61 56 53 50
160 96 94 91 89 86 83 80 75 71 67 63 59 55 52
150 100 98 95 92 89 86 83 78 74 69 65 61 58 54 51
140 100 98 96 93 90 86 81 77 72 68 64 60 57 53
130 100 99 97 93 89 84 80 75 71 67 63 59 56
120 100 100 97 93 88 83 78 74 70 65 61 58 55
110 100 96 91 86 82 77 73 68 64 60 57
100 100 95 90 85 80 75 71 67 63 59 55
90 100 98 93 88 83 78 73 69 66 62 57
80 100 97 91 86 81 76 72 68 64 59
70 100 95 89 84 79 75 71 66 61 57
60 100 98 92 87 82 78 73 68 63 59
50 100 95 90 85 80 76 71 66 61 56
40 100 98 93 88 83 78 73 68 63 58
30 100 96 91 86 81 75 70 65 60
20 100 99 94 89 84 78 72 67 62
10 100 97 92 87 81 75 69 64
26/5
PAGE 1
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1230 PRPM
26/5
PAGE 2
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I OFF
1270 PRPM
54 54 290 54 53 51 50 48 46 44 42 40 37 34
57 57 280 57 56 54 52 51 49 47 45 42 39 37
60 60 270 60 59 57 55 54 52 50 47 45 42 39 36
63 63 260 63 62 60 58 56 54 52 50 47 44 41 39
66 66 250 66 65 63 61 60 58 55 53 50 47 44 41 38
240 69 68 66 65 63 60 58 56 53 50 47 44 41
230 72 72 70 68 66 64 62 59 56 53 50 47 43
220 76 75 73 72 69 67 65 62 60 56 53 50 46 43
210 79 79 77 75 73 71 68 66 63 59 56 53 49 45
200 83 83 81 79 76 74 72 69 66 63 59 55 51 48 45
190 86 84 82 79 77 75 72 69 65 61 57 54 50 47
180 90 88 85 83 80 78 75 72 68 64 60 56 52 49
170 91 89 86 84 81 78 74 70 66 62 58 54 51 48
160 95 92 89 87 84 81 77 73 69 65 61 57 53 50
150 99 96 93 90 88 84 80 76 72 67 63 59 56 52 49
140 100 97 94 91 88 84 79 75 70 66 62 58 55 51
130 100 98 95 91 87 82 78 73 69 64 61 57 54
120 100 98 95 91 86 81 76 71 67 63 59 56 53
110 100 99 94 89 84 79 74 70 66 62 58 55
100 100 98 93 87 82 77 73 68 64 61 57 52
90 100 96 91 85 80 76 71 67 63 59 55
80 100 94 88 83 78 74 69 65 61 57
70 97 92 86 81 77 72 68 63 59 54
60 100 95 89 84 79 75 70 66 60 56
50 100 98 92 87 82 77 73 68 63 58 53
40 100 95 90 85 80 75 70 65 59 55
30 100 98 93 88 83 78 72 67 61 56
20 100 95 91 85 80 75 69 63 58
10 98 94 88 83 77 72 66 59
26/5
PAGE 3
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1270 PRPM
26/5
PAGE 4
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1384 PRPM
26/5
PAGE 5
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Max. Cruise power
26/5
PAGE 6
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
GO−AROUND POWER (See Introduction)
(Without CTOT airborne.)
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
0 107 102 97 92 88
8000 107 107 107 107 107 107 107 107 107 107 106 103 100 97 93 89 85 81 77 73
9000 103 103 103 103 103 103 103 103 103 102 101 99 96 93 89 85 81 77 74
10000 99 99 99 99 99 99 99 99 99 99 98 95 92 89 86 82 78 74 70
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058). PAGE 1
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
ECS OFF
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
0 107 102 96 91 86 82 79
7000 107 107 107 107 107 107 107 107 107 107 104 101 98 95 90 85 81 76 72 68
8000 104 103 104 104 104 104 104 104 104 103 100 97 94 91 86 82 77 73 69 65
9000 100 100 100 100 100 100 100 100 100 98 96 93 91 87 83 78 74 70 66
10000 96 96 96 96 96 96 96 96 96 94 92 90 87 83 79 75 70 66 62
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058). PAGE 2
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
GO−AROUND POWER (See Introduction)
(Without CTOT airborne.)
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
7000 107 107 107 107 107 107 107 107 107 107 105 102 99 96 92 87 83 79 75 71
8000 103 103 103 103 103 103 103 103 103 102 100 98 95 92 88 84 79 76 72 68
9000 99 99 99 99 99 99 99 99 99 98 97 94 92 88 84 80 76 72 69
10000 95 96 96 96 96 95 95 95 95 94 93 91 88 84 81 77 73 69 66
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058). PAGE 3
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
ECS ON
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
0 107 102 96 90 85 81 77 73
6000 107 107 107 107 107 107 107 107 107 106 103 100 97 93 88 83 78 74 69 66 62
7000 103 103 103 103 103 103 103 103 103 102 99 96 93 89 84 80 75 70 66 63
8000 100 100 100 100 100 100 100 100 100 98 95 92 88 85 81 76 72 66 63 60
9000 96 96 96 96 96 96 96 96 96 94 91 88 85 81 77 73 68 64 60
10000 93 93 93 93 92 92 92 92 93 90 87 85 82 78 74 69 65 61
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058). PAGE 4
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
GO−AROUND POWER (See Introduction)
(DERIVATIVE ENGINE TAKEOFF RATING)
(Without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
7000 107 107 107 107 107 107 107 107 107 107 107 104 101 98 94 90 87 83 79 75
8000 106 106 106 106 106 106 106 106 106 105 103 100 97 94 90 87 83 79 76 72
9000 102 102 102 102 102 102 102 102 102 101 99 96 93 90 87 83 80 76 72
10000 99 98 98 99 99 99 98 99 99 97 95 92 90 87 83 80 76 73 69
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058). PAGE 5
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
ECS OFF
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
0 107 102 96 91 85 81 77
7000 107 107 107 107 107 107 107 107 107 105 102 99 96 92 88 84 80 75 71 67
8000 103 103 103 103 103 103 103 103 103 101 98 95 92 88 84 81 76 72 68 64
10000 96 96 96 96 96 96 96 96 96 93 90 87 85 81 78 74 70 66 62
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058). PAGE 6
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
GO−AROUND POWER (See Introduction)
(DERIVATIVE ENGINE TAKEOFF RATING)
(Without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
6000 107 107 107 107 107 107 107 107 107 107 107 103 100 97 93 89 85 81 77 73 69
7000 106 106 106 106 106 106 106 106 106 106 102 99 96 93 89 85 81 77 73 70
8000 103 103 103 102 102 102 102 102 102 101 98 95 92 89 85 82 78 74 70 67
9000 99 99 99 99 98 98 98 99 99 98 95 92 89 85 82 78 74 71 67
10000 95 95 95 95 95 95 95 96 96 94 91 88 85 82 79 75 71 68 64
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058). PAGE 7
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058). PAGE 8
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
GO−AROUND POWER (See Introduction)
(Without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
0 107 102 97 92 88
9000 106 107 107 107 107 107 107 107 106 104 102 99 96 93 89 85 81 77 74
10000 102 103 104 105 106 106 105 103 102 100 98 95 92 89 86 82 78 74 70
26/6 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 1
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
ECS OFF
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
0 107 102 96 91 86 82 79
9000 104 105 106 107 107 107 107 104 102 99 96 93 91 87 83 78 74 70 66
26/6 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 2
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
GO−AROUND POWER (See Introduction)
(Without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
8000 107 107 107 107 107 107 106 103 101 98 95 92 88 84 79 76 72 68
9000 104 105 105 106 107 107 105 103 101 99 97 94 92 88 84 80 76 72 69
26/6 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 3
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
ECS ON
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
0 107 102 96 90 85 81 77 73
8000 105 106 107 107 107 107 107 104 101 98 95 92 88 85 81 76 72 66 63 60
26/6 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 4
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
GO−AROUND POWER (See Introduction)
(DERIVATIVE ENGINE TAKEOFF RATING)
(Without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
9000 106 106 107 107 107 107 107 107 105 102 99 96 93 90 87 83 80 76 72
10000 102 103 104 105 106 105 104 102 101 98 95 92 90 87 83 80 76 73 69
26/6 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 5
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
ECS OFF
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
0 107 102 96 91 85 81 77
9000 103 104 105 106 107 107 106 103 100 97 94 91 88 85 81 77 73 69 65
26/6 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 6
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
GO−AROUND POWER (See Introduction)
(DERIVATIVE ENGINE TAKEOFF RATING)
(Without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
8000 106 107 107 107 107 107 106 104 101 98 95 92 89 85 82 78 74 70 67
9000 103 104 105 106 107 106 104 102 100 98 95 92 89 86 82 78 74 71 67
26/6 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 7
Apr 01/15
Aircraft Operations Manual POWER SETTINGS
CT7−9B
Go−around Power
26/6 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058). PAGE 8
Apr 01/15
Aircraft Operations Manual SPEEDS
CONTENTS
Speeds
27/1 Speeds
27/2 Takeoff Speeds
27 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual SPEEDS
27 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual SPEEDS
1. DEFINITION OF SPEEDS
1.1 VMCG Minimum Control Speed on the Ground. In the event of the critical (left) engine sud-
denly becoming inoperative, VMCG is the minimum speed on the ground at which the
lateral deviation can be limited to 30 feet during a continued takeoff. This must be
achieved using primary aerodynamic controls only, with the live engine operating at
Take--Off Power and automatically increasing to Take--Off Power + APR during the
takeoff, when the other engine fails.
1.2 VMCA Minimum Control Speed in the Air (Takeoff Configuration, L/G Up). In the event of the
critical (left) engine suddenly becoming inoperative (with the autocoarsen system op-
erative), VMCA is the minimum speed in the air at which the initial heading can be
maintained, using a maximum bank angle of 5_, with the live engine operating at
Take--Off Power or Take--Off Power + APR.
1.3 VMCL Minimum Control Speed in the Air (Landing Configuration, L/G Down). In the event of
the critical (left) engine suddenly becoming inoperative (with the autocoarsen system
operative), VMCL is the minimum speed in the air at which the initial heading can be
maintained, using a maximum bank angle of 5_, with the live engine operating at
Take--Off Power or Take--Off Power + APR.
1.4 VS Stalling Speed. The minimum in--flight airspeed defined according to appropriate certi-
fication requirements.
1.5 VS MIN Minimum Stalling Speed. The minimum wings level in--flight airspeed defined accord-
ing to JAR 25.
1.6 VS Pusher Stalling Speed. The minimum wings level in--flight airspeed defined according
PUSHER to FAR 25.
1.7 V1 The decision speed at which, when an engine failure is recognised, the continued
Take--Off Distance to screen height and the distance to bring the airplane to a full stop
will not exceed the Take--Off Distance Available or Accelerate--Stop Distance Available
respectively. V1 must not be less than VMCG limited V1 or greater than VR.
1.8 VR The speed at which rotation is initiated. VR must not be less than V1 or 1.05 VMCA,
and not greater than V2.
1.9 V2 The Takeoff Safety Speed which is the initial climb speed (with one engine inoperative)
that must be achieved at, or before, the screen height. The minimum V2 must be the
greater of 1.2 VS and 1.1 VMCA for the take--off configuration.
1.10 VFL UP Flaps up speed. This speed is always VCLEAN --3 KIAS and is intended for the initiation
of flap retraction during the acceleration segment of the takeoff path.
1.11 VCLEAN Final climb speed reached by the aircraft at the end of the acceleration segment.
VCLEAN will give at least a margin of 1.25 to VS in clean configuration without maneu-
vering (limited to 15 deg. banked turns). With the prefix “ICE” (VCLEAN --ICE), an addi-
tional 15 knots is added to give a margin of 1.4 to VS.
1.12 VREF The speed for final approach at a height of 50 feet above the landing surface. The
minimum VREF must be the greater of 1.3 VS or VMCL for the landing configuration.
VREF35 is reference speed for flaps 35_.
VREF20 is reference speed for flaps 20_.
27/1
PAGE 1
Dec 01/15
Aircraft Operations Manual SPEEDS
1.13 VHOLD The speed in a clean configuration for holding patterns. This speed is calculated to
give a margin of 1.3 to VS in a 25 degree banked turn and an additional 15 KIAS to
compensate for turbulence, windshear etc. In icing condition with residual ice on the
wings, the speed will give at least a margin of 1.4 to VS in a 25 degree banked turn. In
icing conditions with severe turbulence or equivalent conditions a higher speed might
be required.
1.14 VCM Conservative Maneuvering speeds, VCM, are simplified maneuvering speeds. The VCM
is designed to provide a margin of 1.3 to VS in a turn with a bank angle of 30 degrees,
at all weights up to Maximum Takeoff Weight. The speed also includes full speed in-
crements for malfunctions and/or ice accretion.
1.15 VMM Minimum Maneuvering speed for the relevant flap setting. This speed is calculated to
give a margin of 1.3 to VS in a 30 degree banked turn. VMM0 is the Minimum Maneu-
vering speed for flaps 0, VMM7 for flaps 7 etc.
With the prefix “ICE” (VMM0 -- ICE) an additional 10 knot is added to maintain the same
margin to stall with residual ice on the wings.
VMM0 is also minimum climb speed Enroute with residual ice on the wings.
1.16 VFA Final Approach speed which is the nominal speed at 50 ft above the landing surface.
VFA is equal to VREF corrected for residual ice on the wings, wind and if applicable
malfunctions. VFA does not cover maneuvering.
1.17 VGA Go--Around speed for the relevant flap setting to be used in a go--around. This speed
will give at least margin of 1.29 to VS or VMCL in a Flaps 7 go--around (VGA7) and 1.32
to VS or VMCL in a Flaps 20 go--around (VGA20). With the prefix “ICE” (VGA7 -- ICE) and
residual ice on the wings, the speed will give at least a margin of 1.38 to VS or VMCL in
a Flaps 7 configuration. In flaps 20 configuration the margin will be 1.45 to VS or VMCL
for the same conditions.
1.18 VA Maximum Maneuvering Speed (VA) is maximum speed for full application of rudder
and aileron controls, as well as maneuvers that involve angles of attack near stall.
27/1
PAGE 2
Dec 01/15
Aircraft Operations Manual SPEEDS
2. OPERATING SPEEDS
SPEED OR REFERENCE
FD/AP MODE
-- Speed for best rate of climb, service ceiling VCLEAN +5 AOM 29/2, 3, 5
and drift down (no ice)
-- Speed for best rate of climb, service VCLEAN -- ICE AOM 29/2, 3, 5
ceiling and drift down (with ice)
-- Climb mode for best rate of climb FD/AP climb mode AOM 32/2
Low
NOTE
The speeds indicate approximately the long
range cruise speeds.
(Cont’d)
27/1
PAGE 3
Dec 01/15
Aircraft Operations Manual SPEEDS
SPEED OR REFERENCE
FD/AP MODE
(Cont’d)
-- Maximum Rough Air penetration speed
(VRA)
FL 0 to FL 210 (ISA) 190 KIAS
VMO pointer --30 kts
Above FL 210
-- Maximum Maneuvering speed (VA) 180 KIAS
-- Speed for max range LONG RANGE AOM 32/3
-- Drift down speed VCLEAN +5 AOM 29/4
-- Drift down speed (with ice) VCLEAN -- ICE AOM 29/4
VHOLD 135 138 140 142 145 147 150 153 155 158
27/1
PAGE 4
Dec 01/15
Aircraft Operations Manual SPEEDS
SPEED OR REFERENCE
FD/AP MODE
VREF20 106 108 110 112 114 116 118 120 122
VREF35 106 108 110 112 114 116
NOTE
-- Tables with title FAR REFERENCE SPEEDS shall be used by operators using AFM with code
001.
-- Tables with title JAR REFERENCE SPEEDS shall be used by operators using AFM with code
000, 002 and 003.
27/1
PAGE 5
Dec 01/15
Aircraft Operations Manual SPEEDS
The following maneuvering speeds provide the Minimum maneuvering speeds for each flap setting
required margin to stall during patterns, procedural indicates the required speed to provide a margin of
turns and circuits. 1.3 to VS in a coordinated turn with a bank angle of
30_
Bank angles in excess of 15_, but not more than
30_ in a coordinated turn are maneuvering and the Minimum maneuvering speeds (VMM)
maneuvering speeds in this section apply.
Flaps SPEED (KIAS)
Bank angles in excess of 30_ requires a further in-
crease in speed relative to the published maneuver- 0 VCLEAN +15
ing speeds in this section. 7 VCLEAN +10
Conservative maneuvering speeds (VCM) 15 VCLEAN +5
27/1
PAGE 6
Dec 01/15
Aircraft Operations Manual SPEEDS
Wind increment (Wi) The VFA is defined as the VREFC corrected with Wi.
(Wi) = 1/2 headwind component + Gust Mi, Ii and combinations of them, are specified for
each applicable malfunction in the Malfunction
In windy conditions VFA must be sufficient to coun- Checklist
teract for windy shear during approach and wind
gradient during landing flare. Combinations of Mi, Ii and/or windy conditions is
specified for each applicable malfunction in the
-- Headwind component of 10 kts or below does not
Malfunction Checklist as Mi/Wi.
need to be considered.
27/1
PAGE 7
Dec 01/15
Aircraft Operations Manual SPEEDS
27/1
PAGE 8
Dec 01/15
Aircraft Operations Manual SPEEDS
FL) 310
7. FLIGHT ENVELOPE FL250 MAX FOR AIRLINER VERSION
300
MMO = 0,5
200
100
VMO
0
100 150 200 250 (KIAS)
100
90
80
70
60
60 50 40 30 20 10 0 16 17 18 19 20 21 22 23 24 25 26 27 28
BANK ANGLE ( ) GROSS WEIGHT (1000 lb)
EXAMPLE:
Given: GW = 24 000 lb, flaps 20, 30 banked turn.
FIND STALL SPEED.
A28655 Answer: Stall speed = 90 kt.
27/1
PAGE 9
Dec 01/15
Aircraft Operations Manual SPEEDS
The table below defines the margin to stall and the maximum bank angles to avoid stall warning, for the differ-
ent takeoff, holding, approach and landing speeds defined in this chapter.
SPEED MARGIN
NOTE
-- The MAX BANK angles indicates the maximum bank angle during procedural turns without stall warning.
-- For prolonged high bank angles close to the maximum bank angle, increased speed should be used ac-
cording to established recommendations.
-- In turbulent conditions, the speed must be adjusted according to the established recommendation, to
keep the margins stated above.
-- For icing conditions, the same margins and maximum bank angles are applicable for VCLEAN +5, VREF
and VMM when the applicable ice speed increment is added.
-- For V2 , VCLEAN, VCLEAN +5 and VCLEAN -- ICE, climb performance is valid for bank angles up to 15_. For
higher bank angles, climb performance must be adjusted.
-- The JAA + Australia column is applicable to operators using AFM with code 000, 002 and 003.
-- The FAA column is applicable to operators using AFM with code 001.
27/1
PAGE 10
Dec 01/15
Aircraft Operations Manual SPEEDS
-- Tables with title FAR SPEEDS shall be used by operators using AFM with code 001.
-- Tables with title JAR SPEEDS shall be used by operators using AFM with code 000, 002 and 003.
27/1
PAGE 11
Dec 01/15
Aircraft Operations Manual SPEEDS
27/1
PAGE 12
Dec 01/15
Aircraft Operations Manual SPEEDS
General
27/2
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR ARMED ECS OFF
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 1,5 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind Zero tailwind correction. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
27/2
PAGE 2
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR ARMED ECS OFF
ENG A/I ON
CORRECTIONS NOTES
V1 − Add/subtract 1.5 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
27/2
PAGE 3
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR ARMED ECS ON
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind. Subtract 1 kt per 10 kts tailwind. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
− Subtract 1 kt per 1.5% downhill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 4
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR OFF ECS OFF
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 1.5 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
27/2
PAGE 5
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR OFF ECS OFF
ENG A/I ON
CORRECTIONS NOTES
V1 − Add/subtract 1.5 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
27/2
PAGE 6
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR OFF ECS ON
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 1.5 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
27/2
PAGE 7
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR ARMED ECS OFF
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
Subtract 2.5 kts per 1% downhill slope. − Do not correct V1 to a value greater than VR.
− Add 1 kt per 15 kts headwind Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0,5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1% uphill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 8
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR ARMED ECS OFF
ENG A/I ON
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
Subtract 2.5 kts per 1% downhill slope. − Do not correct V1 to a value greater than VR.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1% uphill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 9
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR ARMED ECS ON
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
Subtract 2.5 kts per 1% downhill slope. − Do not correct V1 to a value greater than VR.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1% uphill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 10
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR OFF ECS OFF
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
Subtract 2.5 kts per 1% downhill slope. − Do not correct V1 to a value greater than VR.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1% uphill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 11
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR OFF ECS OFF
ENG A/I ON
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
Subtract 2.5 kts per 1% downhill slope. − Do not correct V1 to a value greater than VR.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1% uphill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 12
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR OFF ECS ON
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind. Subtract 1 kt per 10 kts tailwind. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
Subtract 1 kt per 1,5% downhill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 13
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
JAR STALL SPEED
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR ARMED ECS OFF
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 1,5 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind Zero tailwind correction. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
Subtract 1.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 14
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
JAR STALL SPEED
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR ARMED ECS OFF
ENG A/I ON
CORRECTIONS NOTES
V1 − Add/subtract 1.5 kts per 1% uphill/downhill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct V1 to a value greater than VR.
VR − Add/subtract 0,5 kts per 1% uphill/downhill slope. − Do not correct VR to a value greater than V2.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
27/2
PAGE 15
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
JAR STALL SPEED
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR ARMED ECS ON
ENG A/I OFF
PRESSURE V1 / VR / V2 ”MIN” − OAT −C
ALTITUDE
− ft − 40 − 30 − 20 − 10 0 10 20 30 40 50
V1 109 108 107 107 106 105 104 103 101 97
−1000 VR 111 111 110 109 108 108 107 106 104 100
V2 115 114 113 112 112 111 110 109 106 103
V1 108 107 107 106 105 104 104 102 99 95
S.L. VR 111 110 109 108 108 107 106 105 102 98
V2 114 113 113 112 111 110 109 108 104 100
V1 107 107 105 104 104 103 102 98 94 91
2000 VR 109 109 108 107 107 106 105 102 98 94
V2 113 112 111 110 109 109 108 104 100 96
V1 105 105 104 103 102 101 98 94 91 87
4000 VR 108 107 106 106 105 104 101 98 94 91
V2 111 110 110 109 108 106 104 100 96 93
V1 104 103 102 101 100 97 94 90 87 84
6000 VR 107 106 105 104 103 101 97 94 92 88
V2 110 109 108 107 106 103 100 96 94 89
WEIGHT − lb V1 / VR / V2 V Flaps up V Clean
V1 91 91#
19000 VR 92 92 105 108
V2 94 94
V1 93 93# 95
20000 VR 94 94 95 108 111
V2 96 96 96
V1 95 96 97
21000 VR 97 97 98 111 114
V2 98 98 98
V1 98 98 99 97#
22000 VR 99 99 99 100 113 116
V2 100 100 100 100
V1 99 99# 101 99* 102
23000 VR 101 101 101 102 102 115 118
V2 102 102 102 102 102
V1 101 102 103 101* 104
24000 VR 103 103 103 104 104 118 121
V2 104 104 104 104 104
V1 104 104 103 103 104# 103* 106 106
25000 VR 105 104 105 105 105 106 106 106 120 123
V2 106 106 106 106 106 106 106 106
V1 106 106 106 105 105 106 107 105* 108 108
26000 VR 107 106 106 106 106 107 107 108 108 108 122 125
V2 108 108 108 108 108 108 108 108 108 108
V1 108 107 108 108 108 109 109 110 110 110
27000 VR 108 108 108 108 108 109 109 110 110 110 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 110 110 110 110 111 111 111 112 112 112
28000 VR 110 110 110 110 111 111 111 112 112 112 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 112 113 113 113 113 114 114 114
29000 VR 112 112 112 113 113 113 113 114 114 114 128 131
V2 114 114 114 114 114 114 114 114 114 114
V1 114 114 114 114 115 115 115 115 115 115
30000 VR 114 114 114 115 115 115 115 115 115 115 129 132
V2 115 115 115 115 115 115 115 115 115 115
CORRECTIONS and NOTES: Same as for all other Takeoff Speed charts with ECS ON / ENG A/I OFF apply.
27/2
PAGE 16
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
JAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR ARMED ECS OFF
ENG A/I OFF
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
Subtract 2.5 kts per 1 % downhill slope. − Do not correct V1 to a value greater than VR.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1 % uphill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 17
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
JAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR ARMED ECS OFF
ENG A/I ON
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
Subtract 2.5 kts per 1 % downhill slope. − Do not correct V1 to a value greater than VR.
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1 % uphill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 18
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
JAR STALL SPEEDS
RATED PWR / Flaps 0
TAKEOFF SPEEDS FLAPS 0
APR ARMED ECS ON
ENG A/I OFF
PRESSURE V1 / VR / V2 ”MIN” − OAT −C
ALTITUDE
− ft − 40 − 30 − 20 − 10 0 10 20 30 40 50
V1 109 108 107 108 105 105 104 103 100 96
−1000 VR 116 115 114 113 112 112 111 110 107 104
V2 121 120 119 118 117 116 115 114 112 107
V1 108 107 106 105 105 104 103 102 98 94
S.L. VR 115 114 113 112 112 111 110 109 105 102
V2 120 119 118 117 116 115 115 113 109 105
V1 106 106 105 104 103 102 101 98 94 90
2000 VR 113 112 112 111 110 109 108 105 102 98
V2 118 117 116 115 114 114 112 109 105 101
V1 105 104 103 102 101 100 97 94 91 86
4000 VR 112 111 110 109 109 107 105 101 98 94
V2 117 116 114 114 113 112 108 104 100 96
V1 103 103 102 101 99 97 93 90 86 83
6000 VR 110 110 109 108 107 104 101 98 94 91
V2 115 114 113 112 110 108 104 100 96 93
WEIGHT − lb V1 / VR / V2 V Clean
V1 98 97 98# 97*
19000 VR 105 102 102 103 108
V2 105 104 104 104
V1 99 100# 99* 99*
20000 VR 104 104 105 106 111
V2 106 106 106 106
V1 102 101 101# 103# 101* 103*
21000 VR 107 107 107 107 108 109 114
V2 110 109 109 109 109 109
V1 103 104 105# 103* 105* 107*
22000 VR 109 109 109 110 111 111 116
V2 111 111 111 111 111 111
V1 106 106 106 106 106 106# 105* 106* 107* 110*
23000 VR 110 111 111 111 111 111 112 113 113 113 118
V2 114 114 114 114 114 114 114 114 114 114
V1 108 108 108 109 109 109# 108* 109* 111* 113*
24000 VR 113 113 113 113 114 114 114 115 116 116 121
V2 116 116 116 116 116 116 116 116 116 116
V1 111 111 112 112 112 113 114# 112* 114* 118
25000 VR 115 115 116 116 116 117 117 118 118 118 123
V2 118 118 118 118 118 118 118 118 118 118
V1 114 114 115 115 115 116# 117# 115* 117* 120
26000 VR 118 118 118 119 119 119 119 120 120 120 125
V2 120 120 120 120 120 120 120 120 120 120
V1 117 117 118 118 118 119# 120# 122 122 122
27000 VR 120 120 121 121 121 121 122 122 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 120 120 121 121 121 122 123 121* 124 124
28000 VR 122 123 123 123 123 124 124 124 124 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 123 123 123 124 124 124# 123* 126 126 126
29000 VR 125 125 125 125 126 126 126 126 126 126 131
V2 126 126 126 126 126 126 126 126 126 126
V1 126 126 126 126 127 127 128 128 128 128
30000 VR 127 127 127 128 128 128 128 128 128 128 132
V2 128 128 128 128 128 128 128 128 128 128
CORRECTIONS and NOTES: Same as for all other Takeoff Speed charts with ECS ON / ENG A/I OFF apply.
27/2
PAGE 19
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
JAR STALL SPEEDS
RATED PWR / Flaps 0
27/2
PAGE 20
Apr 01/15
Aircraft Operations Manual TAKEOFF
CONTENTS
Takeoff
28/1 General
28/2 Takeoff weight flaps 15 − field length and climb requirement
28/3 Takeoff weight flaps 0 − field length and climb requirement
28/4 Takeoff weight flaps 15 − obstacles
28/5 Takeoff weight flaps 0 − obstacles
28/6 Brake energy limited takeoff weights
28 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF
28 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
1. GENERAL At low weights the accelerate−stop distance is the
more limiting.
The performance presented in this AOM section is
a simplification of the performance found in the At middle weights the accelerate−stop distance is
AFM. Two flap settings for takeoff are presented. equal to the takeoff distance i.e. the takeoff field
Flaps 15 gives the shorter takeoff distance while a length is balanced.
better climb gradient may be achieved by flaps 0. At high weights the takeoff distance is the more lim-
Use of the AFM is recommended for optimum per- iting.
formance. Because of the simplification, the correc-
tions can only be used with the performance in this Only the longer (limiting) distance is presented.
section and not with the performance presented in The TAKEOFF FIELD LENGTH is based on the
the AFM. The only exception is the REDUCED following assumptions.
BRAKING ACTION CORRECTION which can be − Takeoff flaps (15 or 0).
used with AFM performance as well.
− TAKEOFF POWER set in accordance with meth-
2. CLIMB LIMITED TAKEOFF WEIGHT od A, (with corrections for methods B and C). For
definition of power setting methods and distance
The weight is limited by the ability to either achieve corrections see paragraph 7.
a positive first segment climb gradient, a second − Two engine acceleration to a speed just below
segment climb gradient of 2.4% or a final segment V1.
climb gradient of 1.2%. On the SAAB 340 the
second segment climb requirement is always the followed by either
most limiting. − Abortion executed at V1.
− Power levers (PL) brought back to Ground Idle
The second segment climb requirement is based on
(GI).
the following assumptions.
− Application of maximum wheel braking.
− Takeoff flaps (15 or 0).
− Landing Gear retracted. or
− Left engine (critical engine) inoperative and pro- − Engine failure at V1 followed by acceleration to
peller feathered. (A coarsened propeller causes VR.
less drag than a feathered, hence a coarsened − Rotation at VR.
propeller also fulfills the requirement). − Continued acceleration to reach V2 at 35 ft. The
− Right engine developing TAKEOFF POWER + Landing Gear is assumed to be retracted as soon
7% TRQ or TAKEOFF POWER, depending on if as a positive climb rate is achieved.
the takeoff was performed with the APR system − If APR ARMED, power is automatically increased
ARMED or OFF. to TAKEOFF POWER + 7% TRQ at engine fail-
− A speed of V2. ure.
3. TAKEOFF FIELD LENGTH AND SPEEDS During an aborted takeoff it is very important to
(DRY RUNWAY) bring the PL’s back to GI without any unnecessary
delay. Delaying this action will result in a consider-
The Takeoff Field Length presented in the able increase in stopping distance. Reverse thrust,
TAKEOFF WEIGHT versus FIELD LENGTH and PL below GI, has not, due to regulations, been used
CLIMB REQUIREMENT charts is the longer of the in calculating aborted takeoff; however its use is
distances required to accelerate with two engines to recommended to be used whenever a takeoff is
V1 and either continue with one engine to reach V2 rejected.
at 35 ft or abort the takeoff and come to a complete
stop. 1.15 times the two engine takeoff distance to
35 ft is shorter and thus not limiting.
28/1
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
3.1 TAKEOFF SPEEDS When using methods B or C the distance will be
increased and must be corrected for. All methods
V1, VR, V2 and VCLEAN are found in AOM section
assume brakes on, Condition Levers in MAX and
27 SPEEDS.
use of CTOT. Use of APR ARM position on the
4. OBSTACLES LIMITED TAKEOFF WEIGHT CTOT panel depends on, if the takeoff is scheduled
with APR ARMED or OFF.
The obstacle calculation has been greatly simplified
in the AOM. It is based on obstacle distance and Method A
height from RWY end which means that RWY slope Gives optimum takeoff performance and shall be
and takeoff field length do not have to be con- used for takeoff on precipitation covered runways.
sidered. The calculation is based on a speed of V2 − Select TAKEOFF POWER on the CTOT panel.
to V2 +10. The leveloff and acceleration to VCLEAN − Release brakes.
should only be performed after clearing the
obstacle. With Method A use the distance read from the
TAKEOFF WEIGHT versus FIELD LENGTH and
On RWYs that are Takeoff field length limited, the CLIMB REQUIREMENT tables.
obstacle calculation will be equal in AOM and AFM
where as under all other conditions the AFM calcu- Method B
lation will give better performance, although more − Set approximately 60% TRQ.
complicated to calculate. − Release brakes
Corrections shall be made for wind, OAT and pres- − Select TAKEOFF POWER on the CTOT panel
sure altitude. before 45 KIAS.
With Method B the distance read from the
5. BRAKE ENERGY LIMITED TAKEOFF TAKEOFF WEIGHT versus FIELD LENGTH and
WEIGHT CLIMB REQUIREMENT tables must be increased
Brake energy limited takeoff weight occurs when by 150 ft.
the brake energy required to decelerate from V1 to Method C
a full stop is limited by the max. allowable brake
Used to perform rolling takeoffs.
energy.
− Advance Power Levers to Flight Idle.
The brake energy limit is given as a maximum
− Release brakes.
gross weight versus OAT, Pressure Altitude and
− Select TAKEOFF POWER on the CTOT panel
Tailwind component and is found in the BRAKE EN-
before 60 KIAS.
ERGY LIMITED TAKEOFF WEIGHTS chart.
With Method C the distance read from the
6. TIRE SPEED LIMITED TAKEOFF WEIGHT TAKEOFF WEIGHT versus FIELD LENGTH and
Tire speed limited takeoff weight occurs when the CLIMB REQUIREMENT tables must be increased
rotation speed VR or the lift-off speed is equal to by 600 ft.
the maximum tire speed. 7.2 TAKEOFF AT LOW BRAKING ACTION
Tire speed is never limiting when operating in ac-
Power setting Method (with brakes on, Condition
cordance with procedure in AFM/AOM.
Levers in MAX and use of CTOT).
7. TAKEOFF POWER SETTING METHODS − Advance Power Levers to Flight Idle.
− Release brakes.
7.1 NORMAL TAKEOFF
− Increase TRQ asymmetrically (5−10% more TRQ
Takeoff performance is available for three power on left engine) until 40−50 KIAS when rudder be-
setting methods, A, B and C. The takeoff distance comes effective.
presented in the tables is based on method A. − Select TAKEOFF POWER on the CTOT panel
before 60 KIAS.
28/1
PAGE 2
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
The distance read from the TAKEOFF WEIGHT limits, where, at rated power, the aircraft would
versus FIELD LENGTH and CLIMB REQUIRE- have a certain performance margin. Operation with
MENT tables must be corrected by 600 ft for Flaps reduced power in service is always at the discretion
15 and 0, due to the power setting method. Addi- of the pilot in command.
tionally the takeoff distance has to be corrected for
Reduced power operation does not allow the use of
the braking action in accordance with the BRAKING
an engine deteriorated beyond either rated or de-
ACTION CORRECTION table.
rated Limits. To check the performance, rated or
8. POWER RATINGS derated takeoff power must be used at least once
during each100 hours of operation or 100 takeoffs,
− The CT7−9B Rated TAKEOFF POWER is flat
whichever occurs first.
rated at 100% TRQ at sea level up to an OAT of
+ 35 C with ECS and ENG A/I OFF. The reduced TRQ may never be less than 75% of
− The CT7−9B Rated TAKEOFF POWER + 7% rated or derated TRQ at the actual OAT.
TRQ (APR) or GO−AROUND POWER is flat
rated at 107% TRQ at sea level up to an OAT of NOTE
+ 35C with ECS and ENG A/I OFF). To ensure autocoarsen/CTOT arming on a cold
− The CT7−9B Derated TAKEOFF POWER is flat day (OAT less than 0 C), advance the power
rated at 100% TRQ at sea level up to an OAT of levers to achieve not less than 80% TRQ prior to
+29C with ECS and ENG A/I OFF. engaging CTOT. When OAT is below −20 C it
− The CT7−9B Derated TAKEOFF POWER + 7% may be necessary to advance the power levers
TRQ (APR) or GO−AROUND POWER is flat further to ensure that the autocoarsen/CTOT
rated at 107% TRQ at sea level up to an OAT of armed lights illuminate.
+29C with ECS and ENG A/I OFF).
No performance data is presently included in the Reduced power operation must not be performed
AOM for derated power. Operation with derated with the Anti−skid system inoperative, with CTOT
power must be performed in accordance with the system inoperative or under certain runway condi-
AFM Appendix. tions as defined in the applicable approved AFM.
28/1
PAGE 3
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
9.3 ESTABLISH THE OBSTACLE LIMITED TAKEOFF WEIGHT versus FIELD LENGTH and
OAT CLIMB REQUIREMENT chart with the corrected
available takeoff field length. Read the new limiting
Enter applicable TAKEOFF WEIGHT versus
OAT.
OBSTACLES chart with obstacle height above
RWY end and obstacle distance from RWY end. 9.6 ESTABLISH THE LIMITING OAT
Read the Limiting gross weight. Correct for wind.
Establish the increment between actual weight and The assumed or limiting OAT is the lower of the
this wind corrected weight. Enter, with this weight OAT established in steps 9.2, 9.3, 9.4 and 9.5.
increment, the PRESSURE ALTITUDE and OAT 9.7 ESTABLISH THE REDUCED TRQ SET-
CORRECTION table at actual pressure and read TING
the limiting OAT.
Enter applicable TAKEOFF POWER setting table in
9.4 ESTABLISH THE BRAKE ENERGY LIM- AOM section 26 with airport pressure altitude and
ITED TAKEOFF WEIGHT LIMITING OAT the assumed OAT established in step 9.6. Read the
Enter the BRAKE ENERGY LIMITED TAKEOFF reduced TRQ setting. Compare the TRQ setting at
WEIGHTS chart with takeoff gross weight, wind actual and assumed OAT. The assumed TRQ may
component (if tailwind) and airport pressure altitude. never be less 75% of rated or derated TRQ at actu-
Read the limiting OAT. This is the brake energy al OAT. If the assumed TRQ is less, use 75% of
Limited OAT. rated or derated TRQ as the takeoff TRQ setting.
According to some operating regulations the re-
9.5 ESTABLISH THE TAKEOFF FIELD
duced TRQ setting may never be less than the re-
LENGTH LIMITING OAT
commended climb power setting at the actual OAT.
Enter applicable TAKEOFF WEIGHT versus FIELD Consult the approved AFM to establish if this is the
LENGTH and CLIMB REQUIREMENT chart with case.
takeoff field lengths, slope, wind component, takeoff
10. TAKEOFF FROM A WET RUNWAY
gross weight and pressure altitude (correct the
takeoff field length before entering the chart if re- Definition:
quired). Read the limiting OAT. This is the highest
A runway is considered as wet when it is soaked to
OAT at which the field length requirement is met.
the extend, causing it to appear reflective (shinning
At low and medium takeoff gross weights it is advis- wet) but with a water depth not exceeding 3 mm
able to leave a margin on the takeoff field length for (0,125 inch).
correction caused by speed differences.
Compare the takeoff speeds (V1, VR, V2) at actual NOTE
and assumed OAT. If any of the takeoff speeds are This procedure may not be required or approved
higher at actual temperature the takeoff distance by the national operating rules.
must be corrected. The highest speeds at either
actual or assumed temperature shall be used for A reduction of V1 by 6 KIAS for Flaps 15 and
actual operation. 5 KIAS for Flaps 0 will allow the aircraft to lift off
Compare the takeoff distance (if required). Com- and reach a height of a least 15 ft within the takeoff
pare the speeds at actual and assumed OAT. Re- distance. To reject the takeoff within the accelerate−
duce the available takeoff field length by TBD ft per stop distance, V1 must be reduced by 8 KIAS for
kt speed difference. Check that the required takeoff flaps 15 and 9 KIAS for flaps 0 provided reverse
field length at the assumed OAT is lower than or thrust is used during retardation. It shall be ob-
equal to the corrected available takeoff distance. If served that V1 must never be reduced below V1MIN
the required takeoff distance is longer, enter the (VMCG limited V1).
28/1
PAGE 4
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
11. BRAKING ACTION CORRECTION applicable for this bleed combination shall be
used.
NOTE − when the takeoff is performed with ECS ON and
ENG A/I OFF, the ”basic” performance diagrams
This correction may not be required or approved
applicable for ECS OFF and ENG A/I OFF shall
by the national operating rules.
be used, but the diagrams shall be entered with
an OAT 7C higher than the actual OAT for flaps
Braking action corrections are given as field length
15 and 6C higher for flaps 0. TRQ tables for
increment versus friction coefficient.
ECS ON and ENG A/I OFF shall be used.
It shall be observed that the increase in distances − when the takeoff is performed with ECS OFF and
are based on a reduction in V1 as for a wet runway. ENG A/I ON, the ”basic” performance diagrams
applicable for ECS OFF and ENG A/I OFF shall
12. TAKEOFF FROM A PRECIPITATION
be used, but the diagrams shall be entered with
COVERED RUNWAY
an OAT 10C higher than the actual OAT for both
Definition: flaps settings. TRQ tables for ECS OFF and
ENG A/I ON shall be used.
A runway is considered to be covered by precipita-
tion when more than 25% of the surface (whether in
NOTE
isolated areas or not) within the required length and
width is covered by surface water, more than 3 mm Takeoff with ECS ON and ENG A/I ON is not au-
(0,125 inch) deep, or by slush, wet or dry snow thorized
equivalent to more than 3 mm (0,125 inch) of water.
No data are presently included in the AOM. Opera- NOTE
tion shall be performed in accordance with the AFM
This simplified method may be used with both
if such data is included in the manual.
AFM and AOM generated performance.
13. TAKEOFF IN ICING CONDITIONS
15. TAKEOFF WITH INOPERATIVE (MMEL)
No special performance or speed corrections for ice EQUIPMENT
or snow accretion are given for takeoff in icing con-
ditions. It is assumed that the aircraft has been Included in this paragraph are only inoperative
properly prepared on the ramp precluding accretion equipment which requires special considerations
of any significance of ice or snow during the takeoff with regard to performance and/or takeoff proced-
phase of the flight. ures. A prerequisite is that the applicable approved
MMEL includes the equipment.
14. SIMPLIFIED TAKEOFF PERFORMANCE
CALCULATIONS 15.1 TAKEOFF WITH NOSE WHEEL STEERING
INOPERATIVE
Instead of using three different sets of takeoff per-
formance data (ECS OFF/ENG A/I OFF, ECS ON/ Takeoff power setting Method as for takeoff at low
ENG A/I OFF, ECS OFF/ENG A/I ON) this simpli- braking action.
fied method may be used as an alternative
The field length read from the applicable TAKEOFF
procedure. The method has bleed off performance
WEIGHT versus FIELD LENGTH and CLIMB RE-
data as the base line, and corrections (increase) in
QUIREMENT chart must be increased by 600 ft for
OAT are made for either ECS or ENG A/I being ON
both Flaps 15 and 0, due to the power setting meth-
during takeoff.
od.
− when the takeoff is performed with ECS OFF and
ENG A/I OFF, the ”basic” performance diagrams
28/1
PAGE 5
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
15.2 TAKEOFF WITH CTOT INOPERATIVE The Obstacle Limited Gross Weight read from the
TAKEOFF WEIGHT versus OBSTACLES charts
Performance corrections are valid for flaps 0 and
shall be reduced by 1 300 lb.
15. It shall be observed that the separate TRQ set-
ting tables (without CTOT) in AOM section 26 shall 15.3 TAKEOFF WITH ANTI−SKID SYSTEM
be used for torque setting. INOPERATIVE
As a consequence of CTOT being inoperative, the Performance corrections are only given for flaps 15
APR system is inoperative; accordingly the penal- and accordingly this flap setting is the only one au-
ties given in this paragraph shall be used with APR thorized for takeoff. Maximum Speed for use of
OFF performance. wheel brakes is 40 KIAS. Due to the highly efficient
Power setting Methods (with brakes on and Condi- carbon brakes the brake command is difficult to
tion Lever at MAX). modulate at higher speed. Brake application at
higher speed will most likely cause locked wheels
Method A1 resulting in flat tires.
− Set TAKEOFF POWER
Power Setting Method:
− Release brakes.
− Any method may be used with its distance cor-
Method B1 rection.
− Set 60% TRQ
Because the brakes may only be used below 40 kts
− Release brakes the accelerate−stop distances will be significantly
− Set TAKEOFF POWER before 45 KIAS increased. For takeoff, the Takeoff Field Length
With Method B1 the distance read from the read from the TAKEOFF WEIGHT versus FIELD
TAKEOFF WEIGHT versus FIELD LENGTH and LENGTH and CLIMB REQUIREMENT chats shall
CLIMB REQUIREMENT tables must be increased be multiplied by a factor of 1.8.
by 150 ft.
15.4 TAKEOFF WITH LANDING GEAR
Method C1 SECURED EXTENDED
− Advance Power Levers to Flight Idle.
This paragraph covers operation with a faulty Land-
− Release brakes.
ing gear retraction/extension system and requires
− Set TAKEOFF POWER before 60 KIAS. the Landing gear to be secured in extended position
With Method C1 the distance read from the in accordance with procedures in the MMEL. Dis-
TAKEOFF WEIGHT versus FIELD LENGTH and patch is not authorized into known or forecasted
CLIMB REQUIREMENT tables must be increased icing conditions.
by 600 ft.
The T/O INH button must be pushed after Lift-off in
During the acceleration the TRQ will increase about order to reset the takeoff inhibit function.
5%. The takeoff performance is based on this
The increase in drag will affect the takeoff perform-
blooming effect and the TRQ shall not be corrected.
ance as follows:
When operating with CTOT inoperative the Gross − The Climb Limited Gross Weight read from the
weight in the TAKEOFF WEIGHT versus FIELD TAKEOFF WEIGHT versus FIELD LENGTH and
LENGTH and CLIMB REQUIREMENT charts shall CLIMB REQUIREMENT charts shall be reduced
be corrected as follows. by 2 600 lb for Flaps 15 and 3 100 lb for Flaps 0.
− The Climb Limited Gross Weight read from the − The Obstacle Limited Gross Weight read from
chart shall be reduced by 1 300 lb. the TAKEOFF WEIGHT versus OBSTACLES
− The Field Length Limited Gross Weight read from charts shall be reduced by 2 600 lb for Flaps 15
the Chart shall be reduced by 1 300 lb. and 3 100 lb for Flaps 0.
28/1
PAGE 6
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
16. LINE UP ALLOWANCES
NOTE
This procedure may not be required according to
the national operational requirements
28/1
PAGE 7
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
17. EXAMPLE
STEP 2: Establish the Brake Energy Lim-
17.1 CALCULATION OF MAX TAKEOFF ited Takeoff Weight.
GROSS WEIGHT (NO OBSTACLE) Use the BRAKE ENERGY LIMITED
TAKEOFF WEIGHTS chart applicable
GIVEN: Flaps . . . . . . . . . . . . . . . . 0 to Flaps 0.
ECS . . . . . . . . . . . . . . . . . OFF Enter the graph at 0 C , follow the 0
line until intercepting the Sea Level
ENG A/I . . . . . . . . . . . . . . OFF
Pressure Altitude Line, and read the
APR . . . . . . . . . . . . . . . . . OFF Limiting Gross Weight. The Limiting
Power setting method . . A Gross Weight is more than 30 000 lb
Airport Pressure i.e. the takeoff is not limited by the
brake energy.
Altitude . . . . . . . . . . . . . . Sea level
Takeoff Field STEP 3: Establish the Takeoff Field Length
Limited Takeoff Weight.
Available Length . . . . . . 5 730 ft
Use the same chart as in step 1.
RWY Slope . . . . . . . . . . . 1% uphill
a. Enter the Pressure Altitude graph at
OAT . . . . . . . . . . . . . . . . . 0C
0C. Follow the 0 C line until inter-
Reported Braking cepting the Sea Level Pressure Alti-
Action . . . . . . . . . . . . . . . 0.39 tude effect line then go to the Ref.
Wind component . . . . . . 10 kts Line at the Gross Weight graph.
headwind b. Correct the available Takeoff Field
Length for braking action 0,39, which
FIND: Maximum Takeoff Weight.
gives a distance of 5 730 ft − 330 ft =
STEP 1: Establish the Climb Limited Take- 5 400 ft corrected Takeoff Field
off Weight. Length.
Use the TAKEOFF WEIGHT FLAPS c. Enter Slope Effect Graph at 5 400 ft.
0 versus FIELD LENGTH and CLIMB Go from 1% uphill Line down to Ref.
REQUIREMENT chart for APR then go to 10 kts Headwind Line, fol-
ARMED, ECS OFF and ENG A/I low guideline to the Ref. and then in
OFF. to the Weight Effect graph.
Enter the Climb Limit: gross weight d. Continue with step 3a. From the Ref.
graph at 0 C, follow the 0 C line un- Line follow the effect line until inter-
til intercepting the Sea Level Pressure cepting the horizontal line from step
Altitude. In this case, it is more than 3 c. Read the Limiting Weight. In this
30 000 lb i.e. the takeoff is not limited case 29 600 lb.
by the climb requirement. Read and
ANSWER: Maximum Takeoff Weight is 28 500 lb
correct this weight for RWY slope, if
(Lowest of step 1, 2, 3 or structural
applicable, to obtain a Climb Limited
MTOW).
Takeoff weight, which in this case is
above 28 500 lb.
28/1
PAGE 8
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
17.2 CALCULATION OF TAKEOFF FIELD
STEP 3: Establish the Required Takeoff
LENGTH REQUIRED (No obstacle)
Field Length.
Use the same chart as in step 1.
GIVEN: Flaps . . . . . . . . . . . . . . . . 15
Enter the Pressure Altitude graph at
ECS . . . . . . . . . . . . . . . . . OFF
+20C, follow 20C line until intercept-
ENG A/I . . . . . . . . . . . . . . OFF ing the Sea Level line. Then, go to the
APR . . . . . . . . . . . . . . . . . ARMED Ref. line at the Gross Weight graph,
Power setting method . . C follow the effect line until 27 400 lb
then proceed to the Wind Effect Ref.
Airport Pressure
line. Follow line to 5 kts Headwind,
Altitude . . . . . . . . . . . . . . Sea level then go to the Slope Ref. line. Follow
RWY Slope . . . . . . . . . . . 0.5% line to 0.5% downhill then read uncor-
downhill rected Takeoff Field Length. Since
OAT . . . . . . . . . . . . . . . . . + 20C takeoff is planned with method C, add
600 ft to uncorrected Takeoff Field
Length, thus giving 4 100 + 600 = 4
Takeoff Weight . . . . . . . . 27 400 lb
700 ft which is the required Takeoff
Wind component . . . . . . 5 kts head- Field Length.
wind
ANSWER: Takeoff Field Length required is
FIND: Required Takeoff Field Length. 4 700 ft.
STEP 1: Establish the Climb Limited Take-
off Weight.
Use the TAKEOFF WEIGHT FLAPS
15 versus FIELD LENGTH and
CLIMB REQUIREMENT Chart for
APR ARMED, ECS OFF and ENG A/I
OFF.
Enter the Climb Limit Gross Weight
graph at 20C, follow the 20C line
until intercepting the Sea Level Pres-
sure Altitude Line. It is more than
30 000 lb i.e. the takeoff is not limited
by the climb requirement. Read and
correct this weight for RWY Slope, if
applicable, to obtain a Climb Limited
Takeoff weight, which in this case is
above 28 500 lb.
28/1
PAGE 9
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
General
17.3 CALCULATION OF MAX TAKEOFF
GROSS WEIGHT WITH REGARD TO
OBSTACLE
GIVEN: Flaps . . . . . . . . . . . . . . . . 0
ECS . . . . . . . . . . . . . . . . . OFF
ENG A/I . . . . . . . . . . . . . . OFF
APR . . . . . . . . . . . . . . . . . ARMED
T/O
Airport Pressure
Altitude . . . . . . . . . . . . . . 2 000 ft
OAT . . . . . . . . . . . . . . . . . +20C
Obstacle Distance from
RWY End . . . . . . . . . . . . 12 000 ft
Obstacle Height above
RWY End . . . . . . . . . . . . 500 ft
Wind component . . . . . . 10 kts
headwind
28/1
PAGE 10
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26877
28/2
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26876
28/2
PAGE 2
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26875
28/2
PAGE 3
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26874
28/2
PAGE 4
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26873
28/2
PAGE 5
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26872
28/2
PAGE 6
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 0
A26880
28/3
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 0
A26881
28/3
PAGE 2
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 0
A26882
28/3
PAGE 3
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 0
A26883
28/3
PAGE 4
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 0
A26884
28/3
PAGE 5
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 0
A26885
28/3
PAGE 6
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26889
28/4
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26890
28/4
PAGE 2
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26891
28/4
PAGE 3
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26892
28/4
PAGE 4
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26893
28/4
PAGE 5
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED POWER / Flaps 15
A26894
28/4
PAGE 6
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED PWR / Flaps 0
A26895
28/5
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED PWR / Flaps 0
A26896
28/5
PAGE 2
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED PWR / Flaps 0
A26897
28/5
PAGE 3
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED PWR / Flaps 0
A26900
28/5
PAGE 4
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED PWR / Flaps 0
A26898
28/5
PAGE 5
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED PWR / Flaps 0
A26899
28/5
PAGE 6
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED PWR / Flaps 15 / 0
BRAKE ENERGY LIMITED TAKEOFF WEIGHTS
A26901
28/6
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF
CT7−9B
RATED PWR / Flaps 15 / 0
28/6
PAGE 2
Apr 01/15
Aircraft Operations Manual SERVICE CEILING
CONTENTS
Service Ceiling
29/1 General
29/2 All engines Service Ceiling
29/3 One engine Service Ceiling
29/4 Drift down
29/5 All engines and One engine Service Ceiling with
fuelburn from Takeoff considered.
29 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual SERVICE CEILING
29 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
General
1. GENERAL (gross) has decayed 1.1%, which equates to a net
climb gradient of 0%, as in section 6--8 of the AFM.
Included in this section are One Engine and All En-
gines service ceiling and drift down tables. Separate The altitudes presented in the tables represent the
tables are given for residual airframe and propeller highest altitude at which this gradient can be
ice (for aircraft on Canadian register, see supple- achieved.
ment 37/3). The performance is based on the following condi-
tions:
2. ALL ENGINES OPERATING
NO FUELBURN CONSIDERED -- One engine operating at MAX CONTINUOUS
POWER and the other inoperative with the pro-
2.1 ALL ENGINES SERVICE CEILING peller feathered.
-- Flaps and Landing gear retracted.
The All Engine service ceiling has been defined as
the point at which the climb gradient available -- ECS ON above 10 000 ft and ECS OFF below
(gross) has decayed 0%. The altitude presented in 10 000 ft.
the tables represent the highest altitude that this -- Climb speed:
climb gradient can be achieved. Engine Anti--Ice OFF: VCLEAN + 5
The performance is based on the following condi- Engine Anti--Ice ON: VCLEAN +15
tions.
3.2 ONE ENGINE SERVICE CEILING WITH
-- Both engines operating at MAX CLIMB POWER.
RESIDUAL AIRFRAME & PROPELLER ICE
-- Flaps and Landing gear retracted.
-- ECS ON. The service ceiling table assumes a reduction in
-- Climb speed: power and an increase in drag due to ice, estab-
lished from flight tests. See also section 32. The
Engine Anti--Ice OFF: VCLEAN + 5
performance is based on the same conditions as in
Engine Anti--Ice ON: VCLEAN + 15 paragraph 3.1 with the following exception.
-- Climb speed VCLEAN + 15.
2.2 ALL ENGINE SERVICE CEILING WITH
RESIDUAL AIRFRAME AND 3.3 DRIFT DOWN
PROPELLER ICE
The drift down stabilizing altitude has been defined
The service ceiling performance assumes a reduc- as the point at which the climb gradient available
tion in thrust and an increase in drag due to ice, (gross) has decayed 1.1%, which equates to a net
established from flight tests. See also section 32. climb gradient of 0%, as in section 6--8 of the AFM.
The performance is based on the same conditions
The tables present the drift down distance between
as in paragraph 2.1 with the following exceptions.
a range of initial (engine failure) pressure altitudes
-- Both engines operating at MAX CONTINUOUS and final altitudes. The service ceiling and distance
POWER. to the service ceiling has also been presented for
-- Climb speed VCLEAN + 15. each case and should be regarded as the minimum
3. ONE ENGINE INOPERATIVE altitude for drift down calculations.
NO FUELBURN CONSIDERED The drift down tables have been calculated for still
air, with wind corrections provided at the bottom of
3.1 ONE ENGINE SERVICE CEILING the tables.
The One Engine service ceiling has been defined The drift down performance is based on the same
as the point at which the climb gradient available conditions as in paragraph 3.1.
29/1
PAGE 1
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
General
3.4 DRIFT DOWN WITH RESIDUAL AIR- 5.2 ALL ENGINES SERVICE CEILING WITH
FRAME & PROPELLER ICE RESIDUAL AIRFRAME AND
PROPELLER ICE
The drift down performance assumes a reduction in
thrust and an increase in drag due to ice, estab- The All Engines service ceiling with residual air-
lished from flight tests. frame and propeller ice is based on the same condi-
tions as in paragraph 2.2 with the following excep-
The drift down performance is based on the same
tions.
conditions as in paragraph 3.2.
-- Takeoff from S.L.
4. SERVICE CEILING WITH -- The aircraft weight has been reduced during the
INOPERATIVE (MMEL) EQUIPMENT climb by the weight of the fuel being burnt during
NO FUELBURN CONSIDERED the climb from S.L.
Included in this section are the inoperative equip- 5.3 ONE ENGINE SERVICE CEILING
ment items which require special performance con-
sideration. The One Engine service ceiling is based on the
same conditions as in paragraph 3.1 with the follow-
A prerequisite is that the applicable approved ing exceptions.
MMEL includes the equipment.
-- Takeoff from S.L.
4.1 OPERATING WITH LANDING GEAR -- The aircraft weight has been reduced during the
EXTENDED climb by the weight of the fuel being burnt during
the climb from S.L.
Operation into known or forecasted icing conditions
is not authorized. The increase in drag will affect 5.4 ONE ENGINE SERVICE CEILING WITH
the enroute performance as follows: RESIDUAL AIRFRAME AND PROPELLER
-- Before entering the ALL ENGINES SERVICE ICE
CEILING tables increase the actual Gross The One Engine service ceiling with residual air-
Weight by 3900 lb. frame and propeller ice is based on the same condi-
-- Before entering the ONE ENGINE SERVICE tions as in paragraph 3.2 with the following excep-
CEILING tables increase the actual Gross tions.
Weight by 3900 lb.
-- Takeoff from S.L.
-- Before entering the DRIFT DOWN tables in-
-- The aircraft weight has been reduced during the
crease the actual gross weight by 3900 lb.
climb by the weight of the fuel being burnt during
The speed VCLEAN +5 shall be based on actual the climb from S.L.
Gross Weight.
5.5 OPERATING WITH LANDING GEAR
5. SERVICE CEILING FUELBURN FROM EXTENDED
TAKEOFF CONSIDERED
The operating with landing gear extended is based
5.1 ALL ENGINES SERVICE CEILING on the same conditions as in paragraph 4.1 with the
following exceptions.
The All Engines service ceiling is based on the
-- Fuel is deducted from takeoff weight during
same conditions as in paragraph 2.1 with the follow-
climb.
ing exceptions.
The increase in drag will affect the enroute perfor-
-- Takeoff from S.L.
mance as follows:
-- The aircraft weight has been reduced during the
climb by the weight of the fuel being burnt during -- Before entering the ALL ENGINES SERVICE
the climb from S.L. CEILING tables increase the actual Gross
Weight by 4820 lb.
29/1
PAGE 2
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
General
-- Before entering the ONE ENGINE SERVICE
CEILING tables increase the actual Gross
Weight by 4130 lb.
-- Before entering the DRIFT DOWN tables increase the actual gross weight by 4030 lb.
29/1
PAGE 3
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
General
29/1
PAGE 4
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
All engine
ALL ENGINES SERVICE CEILING ECS ON
NO FUELBURN CONSIDERED
GROSS SERVICE CEILING (0% CLIMB GRADIENT)
MAX CLIMB POWER
PRPM 1230 -- 1330
SPEED : VCLEAN +5 kt
ENG A/I ON
SPEED : VCLEAN--ICE
29/2
PAGE 1
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
All engine
29/2
PAGE 2
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ALL ENGINES SERVICE CEILING ECS ON
NO FUELBURN CONSIDERED
GROSS SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
29/2 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 3
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
29/2 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 4
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ALL ENGINES SERVICE CEILING ECS ON
NO FUELBURN CONSIDERED
GROSS SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
29/2 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 3
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
29/2 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 4
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
NO FUELBURN CONSIDERED
NET SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
ENG A/I ON
29/3 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 1
Dec01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
NO FUELBURN CONSIDERED
NET SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
29/3 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 2
Dec01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
NO FUELBURN CONSIDERED
NET SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
ENG A/I ON
29/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 1
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
NO FUELBURN CONSIDERED
NET SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
29/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 2
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Driftdown
DRIFT DOWN NET GRADIENT
ECS ON / ENG A/I OFF
MAX CONTINUOUS POWER, PRPM 1384 Note: ECS OFF BELOW 10 000 ft
NO FUELBURN CONSIDERED
SPEED: VCLEAN+5 ZERO WIND
29/4 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 1
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Driftdown
DRIFT DOWN NET GRADIENT
ECS ON / ENG A/I ON
MAX CONTINUOUS POWER, PRPM 1384 Note: ECS OFF BELOW 10 000 ft
NO FUELBURN CONSIDERED
SPEED: VCLEAN--ICE ZERO WIND
29/4 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 2
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Driftdown
DRIFT DOWN NET GRADIENT
“RESIDUAL AIRFRAME AND PROP.ICE”
MAX CONTINUOUS POWER, PRPM 1384 ECS ON / ENG A/I ON
NO FUELBURN CONSIDERED Note: ECS OFF BELOW 10 000 ft
SPEED: VCLEAN--ICE ZERO WIND
WEIGHT DURING DRIFT DOWN (lb)
FINAL PRESSURE
ISA --20
ALTITUDE (ft)
22 000 23 000 24 000 25 000 26 000 27 000 28 000 29 000
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 8 7 7 6 6 6 6 5
21 000 DIST (nm) 19 17 15 14 14 13 12 12
19 000 DIST (nm) 32 28 26 24 22 21 20 19
17 000 DIST (nm) 53 44 39 35 32 30 29 27
15 000 DIST (nm) 110 73 59 51 46 42 39 37
14 000 DIST (nm) 108 76 63 55 50 46 43
13 000 DIST (nm) 109 79 66 59 53 49
12 000 DIST (nm) 111 83 70 63 57
SERVICE CEILING (ft) 14 576 13 472 12 401 11 360 10 338 9 992 8 401 5 967
DIST. TO CEILING (nm) 317 319 320 321 323 125 325 323
ISA
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 8 8 7 7 7 6 6 6
21 000 DIST (nm) 19 17 16 15 14 14 13 13
19 000 DIST (nm) 32 29 26 24 23 22 21 20
17 000 DIST (nm) 50 43 39 36 33 31 30 28
15 000 DIST (nm) 77 63 55 49 45 42 40 38
13 0004 DIST (nm) 159 98 79 68 60 55 51 48
11 000 DIST (nm) 127 96 82 73 66 61
10 000 DIST (nm) 238 121 97 84 75 69
SERVICE CEILING (ft) 12 642 11 267 9 999 9 818 8 556 7 315 6 070 3 737
DIST. TO CEILING (nm) 323 324 240 328 329 329 329 327
ISA + 10
25 000 DIST (nm) 0 0 0 0 0 0 0 0
22 000 DIST (nm) 13 12 11 11 10 10 9 9
19 000 DIST (nm) 29 27 25 23 22 21 20 20
16 000 DIST (nm) 52 46 42 39 37 35 33 32
13 000 DIST (nm) 94 77 67 60 55 51 48 46
11 000 DIST (nm) 180 113 91 79 71 65 61 57
9 000 DIST (nm) 120 97 85 77 72
7 000 DIST (nm) 162 121 103 92
5 000 DIST (nm) 218 147 122
SERVICE CEILING (ft) 10 565 9 993 9 095 7 631 6 049 4 596 3 113 1 527
DIST. TO CEILING (nm) 322 152 326 326 327 326 325 325
Add. 4.7 % Distance for each 10 kt Tailwind
WIND CORRECTION: Subtract 6.2 % Distance for each 10 kt Headwind
29/4 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 3
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Driftdown
29/4 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 4
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Driftdown
DRIFT DOWN NET GRADIENT
ECS ON / ENG A/I OFF
MAX CONTINUOUS POWER, PRPM 1384 Note: ECS OFF BELOW 10 000 ft
NO FUELBURN CONSIDERED
SPEED: VCLEAN+5 ZERO WIND
29/4 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 1
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Driftdown
DRIFT DOWN NET GRADIENT
ECS ON / ENG A/I ON
MAX CONTINUOUS POWER, PRPM 1384 Note: ECS OFF BELOW 10 000 ft
NO FUELBURN CONSIDERED
SPEED: VCLEAN--ICE ZERO WIND
29/4 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 2
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Driftdown
DRIFT DOWN NET GRADIENT
“RESIDUAL AIRFRAME AND PROP.ICE”
MAX CONTINUOUS POWER, PRPM 1384 ECS ON / ENG A/I ON
Note: ECS OFF BELOW 10 000 ft
NO FUELBURN CONSIDERED
SPEED: VCLEAN--ICE ZERO WIND
29/4 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 3
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Driftdown
29/4 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 4
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Fuelburn considered
ALL ENGINES SERVICE CEILING ECS ON
FUELBURN FROM TAKEOFF CONSIDERED
GROSS SERVICE CEILING (0% CLIMB GRADIENT)
MAX CLIMB POWER
PRPM 1230 -- 1330
SPEED : VCLEAN +5 kt
PRESSURE ALTITUDE (--ft)
WEIGHT Temperature (_C)
--lb
ISA --20 ISA --10 ISA ISA +10 ISA +20 ISA +30
22 000 31 000 31 000 31 000 31 000 31 000 29 520
23 000 31 000 31 000 31 000 31 000 31 000 29 130
24 000 31 000 31 000 31 000 31 000 30 920 28 340
25 000 31 000 31 000 31 000 31 000 29 890 27 220
26 000 31 000 31 000 31 000 30 620 28 840 26 110
27 000 31 000 31 000 31 000 29 660 27 810 24 990
28 000 31 000 31 000 30 420 28 710 26 820 23 900
29 000 30 760 30 710 29 550 27 800 25 850 22 850
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L:
REDUCE 25 FT FOR EACH 1000 FT ABOVE S.L.
ENG A/I ON
SPEED : VCLEAN--ICE
PRESSURE ALTITUDE (--ft)
340--02--29--0006
29/5
PAGE 1
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
Fuelburn considered
29/5
PAGE 2
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ALL ENGINES SERVICE CEILING ECS ON
FUELBURN FROM TAKEOFF CONSIDERED
GROSS SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
29/5 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 3
Dec01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
FUELBURN FROM TAKEOFF CONSIDERED
NET SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
ENG A/I ON
29/5 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 4
Dec01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
FUELBURN FROM TAKEOFF CONSIDERED
NET SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
29/5 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 5
Dec01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
29/5 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 6
Dec01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ALL ENGINES SERVICE CEILING ECS ON
FUELBURN FROM TAKEOFF CONSIDERED
GROSS SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
29/5 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 3
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
FUELBURN FROM TAKEOFF CONSIDERED
NET SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
ENG A/I ON
29/5 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 4
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
FUELBURN FROM TAKEOFF CONSIDERED
NET SERVICE CEILING
MAX CONTINUOUS POWER
PRPM 1384
29/5 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 5
Dec 01/15
Aircraft Operations Manual SERVICE CEILING
CT7--9B
One engine
29/5 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 6
Dec 01/15
Aircraft Operations Manual LANDING
CONTENTS
Landing
30/1 General
30/2 Approach climb
30/3 Landing
30 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual LANDING
30 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual LANDING
CT7--9B
General
1. GENERAL 3. LANDING FIELD LENGTH AND SPEED
The performance presented in this AOM section is The demonstrated landing distance from 50 ft at the
a simplification of the performance found in the runway threshold or equivalent with VREF speed to
AFM. For optimum performance use the AFM. The a full stop is equal to 60% of the required landing
corrections can be used with both AFM and AOM field length (1.67 x demonstrated landing distance)
performance. given in the LANDING FIELD LENGTH charts. Ac-
cordingly the landing weight obtained for a given
2. CLIMB LIMITED LANDING WEIGHT landing field length is equal to the maximum landing
The weight is limited by the ability to either achieve weight for that runway length. The landing field
an approach climb gradient of 2.1% or 2.5% de- length obtained for a given gross weight is equal to
pending on operational requirements, or a landing the required runway length.
climb gradient of 3.2%. On the SAAB 340 the ap- Some operating regulations requires that the above
proach climb requirement is always the more limit- 60% rule shall be applied to both destination and
ing. Even when the Landing Climb is based on alternate airport while other operating regulations
TAKEOFF POWER and the Approach Climb based allow the demonstrated landing distance to be 70%
on GO--AROUND POWER, the Approach Climb is of the required landing field length (1.43 x demon-
more limiting. strated landing distance) at the alternate airport. All
landing field lengths in AOM section 30 are based
NOTE on the 60% rule. Transformation to the 70% rule for
In many countries an approach climb gradient of alternate airport if so desired must be performed by
2.5% is required for CAT II approaches. each operator.
NOTE
NOTE
JAR OPS 1 requires an operational factor of
For aircraft on Canadian register, see supple- 1/0.7 (1.43 x demonstrated landing distance) for
ment 37/3. dry runways with an additional distance factor of
1.15 for wet runways.
The approach climb requirement is based on the
following assumptions. The LANDING FIELD LENGTH and consequently
-- Approach flaps (7 or 20). the required runway length is based on the following
-- Landing Gear retracted. conditions.
-- Left engine (critical engine) inoperative and pro- -- Landing flaps (20 or 35).
peller feathered. (A coarsened propeller causes -- Both engines at Flight Idle (FI) at 50 ft. Ground
less drag than a feathered, accordingly a coars- Idle (GI) selected after touch down.
ened propeller also fulfills the requirement). -- Application of maximum braking.
-- Right engine set at T/O POWER or GO-- Upon touch--down it is very important to bring the
AROUND POWER. (The power setting depends PL’s back to GI without any unnecessary delay. De-
on which set of performance is used). laying this action will result in a considerable in-
-- A speed of VREF20 +10 or VMCL whichever is crease in stopping distance. Reverse thrust, PL be-
higher for flaps 7 and a speed VREF35 +10 or low GI, has not, due to regulations, been used in
VMCL whichever is higher for flaps 20. calculating landing performance, however it may be
used whenever desired.
30/1
PAGE 1
Dec 01/15
Aircraft Operations Manual LANDING
CT7--9B
General
3.1 LANDING FIELD LENGTH CORRECTIONS and available landing field length shall be accept-
able under these circumstances.
It shall be observed that all landing corrections in
AOM section 30 may not be required by the nation- 5. APPROACH AND LANDING IN ICING
al operating rules. It is up to each individual opera- CONDITIONS
tor to establish which corrections must be per-
formed to meet the national regulations. It should 5.1 GENERAL
further be noted that operators who perform correc-
Ice on the wings will increase the stall speed.
tions for WET RUNWAY shall, when performing
Therefore, an airspeed of not less than VREF +10
BRAKING ACTION corrections, combine this with
(For aircraft on Canadian register, see supplement
WET RUNWAY corrections regardless of if the run-
37/3) shall be used as the minimum speed in land-
way is wet or not. The WET RUNWAY correction
ing configuration. The speed shall never be less
consists of 115% of the Dry Landing Field Length.
less than 1.4 x Vs (1.5 x Vs for aircraft on Canadian
The landing distance in the LANDING FIELD register) in any other configuration.
LENGTH chart is based on dry runway with a possi-
1.4 x VS gives the same margin to stall with residual
bility to add correction for wet runway. Landing dis-
ice as 1.3 x VS without residual ice (not valid for
tance correction factors are provided for Contami-
aircraft on Canadian register).
nated runway reported water, slush, wet or dry or
compact snow or Ice covered runways. For the ap- 5.2 CLIMB LIMITED LANDING WEIGHT WITH
plicable aircraft configuration apply the distance RESIDUAL AIRFRAME ICE
correction factor to the dry landing field length.
Read the distance factor in the CONTAMINATED With residual airframe ice the climb gradient is de-
RUNWAY CORRECTION table. graded. When dispatching into known icing condi-
tions and the forecasted temperature at the destina-
If dispatching with limitations in accordance with the tion is less than 5C, these charts shall be used to
MMEL, the MMEL corrections shall be performed establish the maximum APPROACH CLIMB LIM-
before making other corrections. ITED LANDING WEIGHT.
4. LANDING DISTANCE OR WEIGHT CAL- 6. LANDING WITH INOPERATIVE (MMEL)
CULATION IN CONNECTION WITH IN- EQUIPMENT
FLIGHT MALFUNCTIONS
Included in this paragraph are only inoperative
The demonstrated landing distance is equal to 60% equipment which requires special considerations
of the required landing field length at destination. with regard to performance and/or Landing proce-
The above rule is valid for all normal planning. dures. A prerequisite is that the applicable MMEL
In cases where a malfunction occurs en route, the includes the equipment.
60% rule cannot always be applied. This depends
6.1 LANDING WITH ANTI--SKID SYSTEM IN-
upon type of malfunction, available runways within
OPERATIVE
the range of the aircraft etc.
Therefore the Distance Factor stated for a certain Maximum Speed for use of wheel brakes is 40 kts.
malfunction in the Abnormal and Emergency check- Due to the high efficient carbon brakes the brake
lists in the AOM is always related to demonstrated command is difficult to modulate at higher speed.
landing distance if not otherwise explicitly stated. Brake application at higher speed will most likely
Accordingly a Distance Factor below 1.67 will result cause locked wheels resulting in flat tires.
in a landing distance not exceeding the required Because the brakes only may be used below 40 kts
landing field length. It is the responsibility of each the Landing distance will be significantly increased.
individual operator and the Pilot--in--Command to When calculating the Landing distance the Landing
decide what relationship between landing distance Field Length shall be corrected for a Runway with
30/1
PAGE 2
Dec 01/15
Aircraft Operations Manual LANDING
CT7--9B
General
braking friction coefficient below 0.15 (”poor” as re-
FIND: Maximum Landing Weight.
ported by ATC).
STEP 1: Establish the Climb Limited Landing
6.2 LANDING WITH LANDING GEAR
Weight.
SECURED EXTENDED
Enter the “Approach Climb Limited
This paragraph covers operation with a faulty Land- Weights” table for the above condi-
ing gear retraction/extension system and requires tions, flaps 20, Go--Around Power,
the Landing gear to be secured in extended posi- Approach Climb Gradient 2.1%, A/I
tion, prior to dispatch, in accordance with the and ECS OFF and airport pressure
MMEL. altitude Sea Level. Read Climb Limit-
The increase in drag will affect the APPROACH ed Weight for the nearest higher pres-
CLIMB LIMITED LANDING WEIGHTS performance sure altitude and OAT, for this case
as follows: Sea Level and OAT 20 C.
-- when scheduling the Approach Climb with GO-- Climb Limited Weight = 30 290 lb, i.e
AROUND POWER the Approach Climb Limited the landing is not limited by the ap-
Gross Weight shall be reduced with 3 000 lbs for proach climb requirement.
Approach Flaps 20 and 3600 lbs for Approach STEP 2: Establish the Landing Field Length
Flaps 7 Limited Landing Weight.
-- when scheduling the Approach Climb with T/O
Use the LANDING FIELD LENGTH
POWER the Approach Climb Limited Gross
chart applicable to Landing Flaps 35.
Weight shall be reduced with 3 100 lbs for
Approach Flaps 20 and 3800 lbs for Approach Enter the graph with wet RWY dis-
Flaps 7. tance 5 000 ft and follow the effect
line to establish the equivalent dry
7. EXAMPLE RWY distance. Continue left to 10 kts
tail wind, follow effect line to the Ref.
7.1 CALCULATION OF MAX LANDING GROSS line. Continue left until intercepting
WEIGHT the S.L. effect line and read the Limit-
ing Landing Weight 29 800 lb. i.e. the
GIVEN: Power setting . . . . . . . . . GO-- Landing is limited by the structural
AROUND Max Landing Weight 28 000 lb.
PWR
Landing Flaps . . . . . . . . . 35
ENG A/I, ECS . . . . . . . OFF
Climb Gradient . . . . . . . 2.1%
Airport Pressure
Altitude . . . . . . . . . . . . . Sea level
Landing Field
Length Available . . . . . 5 000 ft
OAT . . . . . . . . . . . . . . . . 20 C
RWY condition . . . . . . . wet
Wind component . . . . . 10 kts tail-
wind
Operational factor . . . . 1/0.6
30/1
PAGE 3
Dec 01/15
Aircraft Operations Manual LANDING
CT7--9B
General
7.2 CALCULATION OF LANDING FIELD
STEP 2: Establish the Required Landing Field
LENGTH REQUIRED
Length corrected for Braking Action.
Use the BRAKING ACTION
GIVEN: Power setting . . . . . . . . . GO--
CORRECTION table applicable to
AROUND
Landing Flaps 20.
PWR
Enter the table with Braking Action fig-
Landing Flaps . . . . . . . . . 20
ure 0,32 and read the correction 1018
ENG A/I . . . . . . . . . . . . . . ON ft (no credit is taken for reverse).
Airport Pressure Corrected Landing Field Length 3 700
Altitude . . . . . . . . . . . . . . 4000 ft + 1 018 = 4 718 ft. This is the Landing
Field Length in countries, where na-
tional regulations do not require wet
OAT . . . . . . . . . . . . . . . . . -- 10
RWY correction (see paragraph 3.1 in
Landing Weight . . . . . . . 25 000 lb this chapter).
Wind Component . . . . . . 10 kts Corrected Landing Field Length 4 200
headwind + 1 018 = 5 218 ft. This is the Landing
Reported Braking Field Length in countries where na-
Action . . . . . . . . . . . . . . . 0.32 tional regulations require wet RWY
conditions.
Operational factor . . . . . 1/0.6
No credit for reverse to be taken ANSWER: Required Landing Field Length is
4 718 ft or 5 218 ft.
FIND: Required Landing Field Length.
30/1
PAGE 4
Dec 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS
APPROACH CLIMB GRADIENT 2.1 %
GO−AROUND POWER
ENG A/I OFF, ECS OFF FLAPS 7
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058) PAGE 1
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.5 %
GO−AROUND POWER
ENG A/I OFF, ECS OFF FLAPS 7
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058) PAGE 2
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS
APPROACH CLIMB GRADIENT 2.1 %
GO−AROUND POWER
ENG A/I OFF, ECS OFF FLAPS 7
ENG A/I ON, ECS OFF “RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058) PAGE 1
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.5 %
GO−AROUND POWER
ENG A/I OFF, ECS OFF FLAPS 7
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058) PAGE 2
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.1 %
TAKEOFF POWER
ENG A/I OFF, ECS OFF FLAPS 7
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2
PAGE 3
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.5 %
TAKEOFF POWER
ENG A/I OFF, ECS OFF FLAPS 7
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2
PAGE 4
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.1 %
GO−AROUND POWER
ENG A/I OFF, ECS OFF FLAPS 20
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058) PAGE 5
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.5 %
GO−AROUND POWER
ENG A/I OFF, ECS OFF FLAPS 20
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2 S1
Applicable to A/C without New HMU (Mod 3052, SB 71−058) PAGE 6
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.1 %
GO−AROUND POWER
ENG A/I OFF, ECS OFF FLAPS 20
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058) PAGE 5
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.5 %
GO−AROUND POWER
ENG A/I OFF, ECS OFF FLAPS 20
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2 S2
Applicable to A/C with New HMU (Mod 3052, SB 71−058) PAGE 6
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.1 %
TAKEOFF POWER
ENG A/I OFF, ECS OFF FLAPS 20
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2
PAGE 7
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Cont’d)
APPROACH CLIMB GRADIENT 2.5 %
TAKEOFF POWER
ENG A/I OFF, ECS OFF FLAPS 20
ENG A/I ON, ECS OFF ”RESIDUAL AIRFRAME AND PROPELLER ICE”
30/2
PAGE 8
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
Rated PWR
Landing
A26904
30/3
PAGE 1
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
Rated PWR
Landing
LANDING FIELD LENGTH CORRECTIONS
AIRPORT ELEVATION TO PRESSURE ALTITUDE CORRECTION
NOTE
This correction may not be required by national operating rules. Correction (ft) to be added (with sign) to
airport elevation to obtain pressure altitudes.
28.6 28.8 29.0 29.2 29.4 29.6 29.8 30.0 30.2 30.4 30.6 30.8 31.0
30/3
PAGE 2
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
Rated PWR
Landing
LANDING FLAPS 35_
30/3
PAGE 3
Apr 01/15
Aircraft Operations Manual LANDING
CT7−9B
Rated PWR
Landing
30/3
PAGE 4
Apr 01/15
Aircraft Operations Manual RANGE
CONTENTS
Range
31/1 General
31/2 Normal Range
31/3 Long Range
31/4 Diversion Planning − Normal Range
31/5 Diversion Planning − Long Range
31 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual RANGE
31 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
General
1. GENERAL The tables are based on a takeoff weight of 28 500
lb with corrections for weights above and below.
Two ways of calculating Climb, Cruise and Descent
Performance are possible. 3. LONG RANGE
Alt. 1: LONG RANGE cruise is based on the speed for
− Use the RANGE tables in this section which cov- 99% of best Specific Air Range (SAR). LONG
er all the segments. RANGE cruise gives under most conditions a long-
Alt. 2: er range at lower speed relative to the NORMAL
RANGE cruise performance. However, under some
− Use CLIMB, SPEED AND SAR and DESCENT
conditions LONG RANGE cruise speed requires a
PLANNING tables in AOM section 32 for calcula-
power equal to or greater than MAX CRUISE POW-
tion of respective segments.
ER. LONG RANGE and NORMAL RANGE cruise
Because of the simplification made in the presenta- will then be equal. As an approximate rule LONG
tion of the RANGE tables, the performance in this RANGE and NORMAL RANGE are equal if two or
section will not be as optimal as in section 32, three of the parameters High weight / High OAT /
where the performance is presented in segments. High cruising altitude are combined.
FOR OPTIMUM ENROUTE PERFORMANCE,
The LONG RANGE tables are based on the same
SECTION 32 SHALL BE USED.
assumptions as the NORMAL RANGE tables ex-
Two set of range performance are available, NOR- cept for the power setting during cruise.
MAL RANGE and LONG RANGE. As a comple-
Power setting method during cruise:
ment, DIVERSION PLANNING tables are available.
1. Adjust speed to FD/AP advisory cruise
2. NORMAL RANGE speed.
NORMAL RANGE performance gives the highest 2. Enter applicable SPEEDS LONG RANGE
cruise speed and accordingly the shortest flying tables with OAT, Gross Weight and Flight
time. Level. Readjust the speed.
The NORMAL RANGE tables are based on the fol- 3. Enter applicable MAX CRUISE POWER
lowing assumptions: Torque table in AOM section 26 with OAT
and Flight Level. Check Torque not to exceed
Takeoff power: TAKEOFF POWER. MAX CRUISE POWER.
Climb power: MAX CLIMB POWER. Torque equal to MAX CRUISE POWER means that
Climb speed: FD/AP High speed climb mode. NORMAL RANGE is equal to LONG RANGE.
Cruise power: MAX CRUISE POWER.
4. DIVERSION PLANNING − NORMAL
RANGE/LONG RANGE.MAX CLIMB
Descent: Set torque to achieve Rate−of−descent POWER
and Speed in accordance with DE-
SCENT PLANNING tables in AOM sec- The DIVERSION PLANNING table includes cruise,
tion 32. descent and landing performance and is intended
as an assistance in making en−route reroutings.
Fuel burn and time, for takeoff and landing as fol-
The performance is based on the same assumption
lows, are included in the tables:
as NORMAL RANGE and LONG RANGE.
Takeoff: 28 lb fuel and 1 minute. 5. NORMAL RANGE/LONG RANGE COR-
Landing: 50 lb fuel and 3 minutes. RECTIONS
Fuel burn for engine start and taxiing are not in- NORMAL RANGE and LONG RANGE tables are
cluded. based on zero wind, ISA temperature, ENG A/I
31/1
PAGE 1
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
General
OFF and a takeoff weight of 28 500 lb with correc- 7. CALCULATION OF TIME AND FUEL
tions for weights above and below.
Wind component correction is made by wind effect GIVEN: Ground Distance . . . . . . 300 Nm
lines to the left of the table. Average Wind 30 kt tail-
Correction for ISA deviation, ENG A/I ON or Land- Component . . . . . . . . . . . wind
ing Weight are found at the bottom of the RANGE
tables. Cruising Level . . . . . . . . FL 150
OAT at Cruising Level . . − 25 C
6. FLIGHT PLANNING
T O W ............... 25 000 lb
6.1 FUEL FOR START OF ENGINES AND
TAXIING Range Performance . . . NORMAL
RANGE
Two engines start−up: 10 lb
ENG A/I . . . . . . . . . . . . . . OFF
Taxiing: 8 lb/min
FIND: Time and Fuel to destination.
Fuel for start of engines and taxiing will be con-
STEP 1: Enter the NORMAL RANGE table
sumed when the aircraft is ready for takeoff and can
with 300 Nm in the ESAD (Equivalent
therefore be added to the permissible takeoff
Still Air Distance) Column. Proceed
weight, however, without exceeding the maximum
left to the 0 wind Line and follow the
ramp weight.
effect line to 30 kt tailwind. Proceed
6.2 FUEL AND TIME FOR TAKEOFF, right into the ESAD Column and read
APPROACH AND LANDING actual ESAD 260 Nm.
Continue on the ESAD 260 Nm row to
Fuel and Time for takeoff, straight in approach and
FL 150 and read uncorrected time
landing as follows are included in the NORMAL
and fuel 1205 lb and 1 hr 4 min.
RANGE and LONG RANGE tables.
STEP 2: Correct fuel for T O W 25 000 lb:
Takeoff: 28 lb (1 minute)
1205 lb − (3,5 x 5 lb) = 1188 lb
Approach and Landing: 50 lb (3 minutes)
STEP 3: Correct fuel for temp deviation from
For full procedure approach, 50 lb Fuel and 3 min- ISA.
utes shall be added to the values read in the
ISA temp at FL 150 . . . . −15 C
RANGE tables.
Actual temp at FL 150 . −25 C
6.3 FUEL AND TIME FOR CLIMB, CRUISE this results in OAT being 10 C colder
AND DESCENT than ISA.
For destination and alternate planning use NOR- 1188 + (4% of 1188) = 1236 lb
MAL RANGE or LONG RANGE performance as
STEP 4: Correct flight time for temp deviation
applicable.
from ISA.
6.4 HOLDING FUEL From step 3 OAT is 10 C colder than
ISA.
Fuel calculations are found in AOM section 32.
64 min − (2% at 64 min) = 63 min =
1:03
31/1
PAGE 2
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Normal Range
NORMAL RANGE − FL 50 to 250
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/2
PAGE 1
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Normal Range
NORMAL RANGE − FL 50 to 250
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/2
PAGE 2
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Normal Range
NORMAL RANGE − FL 110 to 310
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/2
PAGE 3
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Normal Range
NORMAL RANGE − FL 110 to 310
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/2
PAGE 4
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Long Range
LONG RANGE − FL 50 to 250
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/3
PAGE 1
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Long Range
LONG RANGE − FL 50 to 250
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/3
PAGE 2
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Long Range
LONG RANGE − FL 110 to 310
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/3
PAGE 3
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Long Range
LONG RANGE − FL 110 to 310
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/3
PAGE 4
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Diversion Planning / Normal Range
DIVERSION − NORMAL RANGE − FL 50 to 250
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/4
PAGE 1
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Diversion Planning / Normal Range
31/4
PAGE 2
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Diversion Planning / Long Range
DIVERSION − LONG RANGE − FL 50 to 250
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
31/5
PAGE 1
Apr 01/15
Aircraft Operations Manual RANGE
CT7−9B
Diversion Planning / Long Range
31/5
PAGE 2
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CONTENTS
Climb/Cruise/Descent
32/1 General
32/2 Climb
32/3 Cruise
32/4 Descent
32/5 Holding
32 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
32 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual CT7--9B
CLIMB/CRUISE/DESCENT
General
1. GENERAL 2.2 CLIMB PERFORMANCE WITH RESIDUAL
AIRFRAME & PROPELLER ICE
Two ways of calculating Climb, Cruise and Descent
performance are possible. Accumulation of ice on the aircraft will result in an
increase in drag, a reduction in thrust and an in-
Alt. 1
crease in stall speed.
Use the RANGE tables in AOM section 31 which
It is therefore very important to use correct climb
cover all the segments.
speed and to set correct climb power under this
Alt. 2 condition. The climb performance tables with resid-
Use CLIMB, SPEED AND SAR and DESCENT ual airframe and propeller ice are based on a reduc-
PLANNING tables in this section for calculation of tion in thrust and an increase in drag established in
respective segment. flight test.
32/1
PAGE 1
Dec 01/15
Aircraft Operations Manual CT7--9B
CLIMB/CRUISE/DESCENT
General
The following paragraph is only valid for aircraft on RANGE and SPEED AND SAR LONG RANGE
Canadian register: (SAR = Specific Air Range).
As mentioned in paragraph 2.1, the best climb gra- 3.1 SPEED AND SAR NORMAL RANGE
dient in non--icing conditions is achieved at
VCLEAN+ 5 kt. This speed gives a margin of 1.3 to NORMAL RANGE cruise performance gives the
VS on an aircraft without ice. To maintain the same highest cruise speed and accordingly the shortest
margin to VS with residual ice the speed must be flying time. The NORMAL RANGE tables are based
increased to VCLEAN + 20 kt. It is important to note on MAX CRUISE POWER.
that FD/AD Climb Mode L which gives the best
3.2 SPEED AND SAR LONG RANGE
rate--of--climb in non--icing conditions only provides
the required margin to VS with residual ice on the LONG RANGE cruise is based on the speed for
aircraft at low weights. Accordingly FD/AP CLIMB 99% of best Specific Air Range (SAR). LONG
modes are not recommended; instead use IAS RANGE cruise gives under most conditions a long-
mode and a speed of VCLEAN + 20 kt (KIAS) with er range at lower speed relative to the NORMAL
ice on the aircraft. RANGE Cruise performance. However, under some
CLIMB POWER conditions LONG RANGE cruise speed requires a
power equal to or greater than MAX CRUISE POW-
Since the climb performance is already degraded ER. LONG RANGE and NORMAL RANGE cruise
due to accumulation of ice it is very important to set will then be equal. As an approximate rule LONG
correct MAX CLIMB POWER or if required in RANGE and NORMAL RANGE are equal if two or
severe icing conditions MAX CONTINUOUS POW- three of the parameters High weight / High OAT /
ER. Setting lower power may result in a substantial High cruise altitude are combined.
reduction in climb performance and service ceiling.
Power setting LONG RANGE
To achieve the optimum thrust from the Power Set-
1. Adjust speed to FD/AP advisory cruise speed.
ting it is very important to observe the temperature
range for use of NORM and MAX modes on the 2. Enter applicable SPEED AND SAR LONG
propeller de--icing system. Using MAX or NORM RANGE table with the ISA related OAT, Gross
modes at warmer temperatures than specified may weight and Flight level. Readjust the speed.
result in that the ice melts, run--back and refreezes 3. Enter applicable MAX CRUISE POWER
in form of ridges behind the boots. THE SO-- Torque table in AOM section 26 with OAT and
CALLED RUN--BACK ICE WILL CAUSE A DRAS- Flight level. Check Torque not to exceed MAX
TIC REDUCTION IN PROPELLER THRUST, UP CRUISE POWER.
TO ABOUT 30%.
Torque equal to MAX CRUISE POWER means
2.3 CLIMB PERFORMANCE CORRECTIONS that NORMAL RANGE is equal LONG
RANGE.
The parameters read from the CLIMB PER-
FORMANCE tables are based on still air distances 4. DESCENT
and takeoff from S.L. When taking off from altitudes
above S.L. Distance, Time and Fuel shall be re- DESCENT PLANNING tables are available for two
duced. The corrections are found at the bottom of descent speeds. Mach 0.5/250 KIAS and Mach
each CLIMB PERFORMANCE table, at the same 0.5/220 KIAS.
place, a formula is given to correct for wind. Power setting DESCENT
3. CRUISE Set power to achieve the rate--of--descent and
speed specified in the Descent table.
As with the range tables two sets of cruise perfor-
mance are available, SPEED AND SAR NORMAL
32/1
PAGE 2
Dec 01/15
Aircraft Operations Manual CT7--9B
CLIMB/CRUISE/DESCENT
General
5. HOLDING 6.3 FUEL AND TIME DURING CRUISE
Two tables for holding fuel calculation, HOLDING Use Fuel and Speed from applicable SPEED AND
FUEL v.s. FL and HOLDING FUEL AT 1500 FT, are SAR table.
available. The first table HOLDING FUEL v.s. FL
For destination and alternate planning use NOR-
gives fuel burn per hour whiles the other HOLDING
MAL RANGE or LONG RANGE performance as
FUEL AT 1500 FT gives fuel burn per 30 and 45
applicable.
minutes at 1 500 ft.
6.4 FUEL AND TIME FOR DESCENT AND
Power setting HOLDING
LANDING
Set power to maintain V HOLD at level flight. Tem-
perature deviations from ISA and operation with Descent: Use fuel and time from applicable
ENG A/I ON must be corrected for in accordance DESCENT PLANNING table. Fuel and
with the correction figures given on the HOLDING time for a straight in approach and land-
page. ing are included in the tables.
6. FLIGHT PLANNING Add 50 lb Fuel and 3 minutes for a full procedure
approach.
6.1 FUEL FOR START OF ENGINES AND
TAXIING 6.5 HOLDING FUEL
Two engines start--up: 10 lb. Use the HOLDING FUEL tables for fuel calculation.
Taxiing: 8 lb/min.
Fuel for start of engines and taxiing will be con-
sumed when the aircraft is ready for takeoff and can
therefore be added to the permissible takeoff
weight, however, without exceeding the maximum
ramp weight.
Takeoff: 28 lb (1 minute)
Climb: Use Fuel and Time for applicable
CLIMB PERFORMANCE table.
NOTE
Fuel and time for takeoff are not included in the
CLIMB PERFORMANCE tables.
32/1
PAGE 3
Dec 01/15
Aircraft Operations Manual CT7--9B
CLIMB/CRUISE/DESCENT
General
7. EXAMPLE
STEP 3: Interpolate between 25 000 lb (step 1)
7.1 CALCULATION OF DISTANCE, TIME AND and 28 500 lb (step 2) figures to obtain
FUEL TO TOP OF CLIMB climb performance data for 26 000 lb.
26 000 lb -- 25 000 lb 1
=
GIVEN: Weight . . . . . . . . . . . . . . . . 26 000 lb 28 500 lb -- 25 000 lb 3,5
32/1
PAGE 4
Dec 01/15
Aircraft Operations Manual CT7--9B
CLIMB/CRUISE/DESCENT
General
7.2 CALCULATION OF DISTANCE, TIME AND
FUEL FOR DESCENT, APPROACH AND
LANDING
32/1
PAGE 5
Dec 01/15
Aircraft Operations Manual CT7--9B
CLIMB/CRUISE/DESCENT
General
32/1
PAGE 6
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 22 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
32/2
PAGE 1
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 22 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
(Cont’d)
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA --20 ISA ISA +20 ISA --20 ISA ISA +20 ISA --20 ISA ISA+20)
DIST (NM) 56 79 61 87 64 92
310 TIME (MIN) 19 25 19 26 20 27
FUEL (LB) 310 385 319 403 326 416
DIST (NM) 44 61 113 48 68 132 51 72 143
290 TIME (MIN) 15 20 35 16 21 38 16 22 40
FUEL (LB) 271 332 491 278 345 538 284 358 573
DIST (NM) 36 50 85 39 55 98 42 60 109
270 TIME (MIN) 13 17 28 13 18 30 13 18 32
FUEL (LB) 241 292 408 246 303 441 253 315 478
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1,0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0,3
FUEL (LB) 8.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 2
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 25 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
32/2
PAGE 3
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 25 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
(Cont’d)
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA --20 ISA ISA +20 ISA --20 ISA ISA +20 ISA --20 ISA ISA+20
DIST (NM) 77 118 -- 84 137 -- 87 142 --
310 TIME (MIN) 25 36 -- 26 40 -- 26 40 --
FUEL (LB) 408 541 -- 419 590 -- 426 602 --
DIST (NM) 57 83 -- 62 93 -- 65 98 --
290 TIME (MIN) 20 27 -- 20 28 -- 20 29 --
FUEL (LB) 343 435 -- 349 457 -- 356 471 --
DIST (NM) 45 65 125 49 72 144 52 77 158
270 TIME (MIN) 16 22 40 16 23 43 17 23 45
FUEL (LB) 298 371 575 302 386 622 309 400 666
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1,0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0,3
FUEL (LB) 8,0
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 4
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 28 500 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
32/2
PAGE 5
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 28 500 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
(Cont’d)
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA --20 ISA ISA +20 ISA --20 ISA ISA +20 ISA --20 ISA ISA+20
DIST (NM) -- -- -- -- -- -- -- -- --
310 TIME (MIN) -- -- -- -- -- -- -- -- --
FUEL (LB) -- -- -- -- -- -- -- -- --
DIST (NM) 85 -- -- 90 -- -- 94 -- --
290 TIME (MIN) 28 -- -- 29 -- -- 29 -- --
FUEL (LB) 479 -- -- 483 -- -- 489 -- --
DIST (NM) 61 95 -- 65 103 -- 69 110 --
270 TIME (MIN) 22 32 -- 21 32 -- 22 33 --
FUEL (LB) 393 523 -- 393 531 -- 400 553 --
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1.0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0.4
FUEL (LB) 10.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 6
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 29 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
32/2
PAGE 7
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 29 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
(Cont’d)
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA --20 ISA ISA +20 ISA --20 ISA ISA +20 ISA --20 ISA ISA+20
DIST (NM) -- -- -- -- -- -- -- -- --
310 TIME (MIN) -- -- -- -- -- -- -- -- --
FUEL (LB) -- -- -- -- -- -- -- -- --
DIST (NM) 91 -- -- 97 -- -- 101 -- --
290 TIME (MIN) 30 -- -- 31 -- -- 31 -- --
FUEL (LB) 510 -- -- 513 -- -- 519 -- --
DIST (NM) 65 102 -- 69 110 -- 72 118 --
270 TIME (MIN) 23 34 -- 22 34 -- 23 35 --
FUEL (LB) 412 556 -- 410 563 -- 417 586 --
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1.0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0.4
FUEL (LB) 10.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 8
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 22 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330
32/2
PAGE 9
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 22 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330
(Cont’d)
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA+10
DIST (NM) 61 104 --- 68 120 --- 71 126 ---
310 TIME (MIN) 21 32 --- 21 35 --- 22 36 ---
FUEL (LB) 335 465 --- 347 505 --- 355 523 ---
DIST (NM) 48 76 105 52 85 121 56 91 131
290 TIME (MIN) 17 25 33 17 26 36 17 27 38
FUEL (LB) 290 383 474 298 406 516 306 424 549
DIST (NM) 39 59 78 43 67 90 46 73 99
270 TIME (MIN) 14 20 26 14 21 28 15 22 29
FUEL (LB) 256 329 393 262 346 423 271 364 456
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1,0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0,3
FUEL (LB) 8.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 10
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 25 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330
32/2
PAGE 11
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 25 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330
(Cont’d)
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA+10
DIST (NM) 88 --- --- 97 --- --- 100 --- ---
310 TIME (MIN) 29 --- --- 30 --- --- 30 --- ---
FUEL (LB) 452 --- --- 470 --- --- 478 --- ---
DIST (NM) 63 113 --- 69 127 --- 72 134 ---
290 TIME (MIN) 22 36 --- 22 38 --- 22 39 ---
FUEL (LB) 371 540 --- 379 572 --- 388 592 ---
DIST (NM) 49 80 113 54 90 130 57 96 142
270 TIME (MIN) 18 27 37 18 28 39 18 29 41
FUEL (LB) 320 434 548 325 453 588 334 474 628
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1,0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0,3
FUEL (LB) 9.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 12
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 28 500 lb ZERO WIND
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330
32/2
PAGE 13
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 28 500 lb ZERO WIND
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330
(Cont’d)
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA+10
DIST (NM) -- -- -- -- -- -- -- -- --
310 TIME (MIN) -- -- -- -- -- -- -- -- --
FUEL (LB) -- -- -- -- -- -- -- -- --
DIST (NM) 98 -- -- 105 -- -- 109 -- --
290 TIME (MIN) 33 -- -- 33 -- -- 33 -- --
FUEL (LB) 538 -- -- 546 -- -- 554 -- --
DIST (NM) 68 -- -- 73 -- -- 77 -- --
270 TIME (MIN) 24 -- -- 24 -- -- 24 -- --
FUEL (LB) 429 -- -- 431 -- -- 439 -- --
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1.0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0.4
FUEL (LB) 11.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 14
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 29 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330
32/2
PAGE 15
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 29 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330
(Cont’d)
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA+10
DIST (NM) -- -- -- -- -- -- -- -- --
310 TIME (MIN) -- -- -- -- -- -- -- -- --
FUEL (LB) -- -- -- -- -- -- -- -- --
DIST (NM) 107 -- -- 115 -- -- 119 -- --
290 TIME (MIN) 35 -- -- 36 -- -- 36 -- --
FUEL (LB) 580 -- -- 588 -- -- 595 -- --
DIST (NM) 72 -- -- 77 -- -- 81 -- --
270 TIME (MIN) 25 -- -- 25 -- -- 25 -- --
FUEL (LB) 451 -- -- 451 -- -- 460 -- --
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1.0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0.4
FUEL (LB) 10.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 16
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE WITH RESIDUAL AIRFRAME
AND PROPELLER ICE
ECS ON ZERO WIND MAX CLIMB POWER
ENG A/I ON CLIMB SPEED VCLEAN--ICE PRPM 1220--1384
FD/AP MODE 22 000 LBS 25 000 LBS 28 500 LBS 29 000 LBS
FL ISA --20 ISA ISA +10 ISA --20 ISA ISA +10 ISA --20 ISA ISA+10 ISA --20 ISA ISA +10
100 -- -- -- -- -- -- -- -- -- -- --
310 TIME (MIN) 34 -- -- -- -- -- -- -- -- -- -- --
FUEL (LB) 508 -- -- -- -- -- -- -- -- -- -- --
DIST (NM) 64 136 -- -- -- -- -- -- -- -- -- --
290 TIME (MIN) 23 44 -- -- -- -- -- -- -- -- -- --
FUEL (LB) 386 640 -- -- -- -- -- -- -- -- -- --
DIST (NM) 48 84 131 77 -- -- -- -- -- -- -- --
270 TIME (MIN) 18 29 44 27 -- -- -- -- -- -- -- --
FUEL (LB) 326 465 632 467 -- -- -- -- -- -- -- --
DIST (NM) 39 63 87 56 113 -- 102 -- -- 115 -- --
250 TIME (MIN) 15 23 31 20 38 -- 34 -- -- 37 -- --
FUEL (LB) 283 383 478 381 613 -- 610 -- -- 675 -- --
DIST (NM) 32 49 66 44 77 119 69 -- -- 75 -- --
230 TIME (MIN) 13 19 24 17 27 40 24 -- -- 26 -- --
FUEL (LB) 250 327 398 326 469 642 467 -- -- 497 -- --
DIST (NM) 26 40 53 36 58 84 53 103 -- 56 115 --
210 TIME (MIN) 11 16 20 14 21 30 19 35 -- 20 38 --
FUEL (LB) 220 283 340 282 386 502 386 621 -- 405 681 --
DIST (NM) 22 33 43 29 46 65 42 73 121 44 79 137
190 TIME (MIN) 9 13 17 12 17 24 16 26 41 16 27 46
FUEL (LB) 194 245 294 245 327 416 326 482 709 340 514 787
DIST (NM) 18 27 36 24 37 52 34 56 88 35 60 97
170 TIME (MIN) 8 11 15 10 14 20 13 20 31 13 22 34
FUEL (LB) 170 214 258 212 279 352 277 395 555 289 418 601
DIST (NM) 15 22 30 20 30 42 27 45 69 28 47 75
150 TIME (MIN) 7 10 12 8 12 16 11 17 25 11 17 27
FUEL (LB) 148 185 223 183 239 299 236 330 456 245 348 490
(Cont’d)
32/2
PAGE 17
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7--9B
Climb
CLIMB PERFORMANCE WITH RESIDUAL AIRFRAME
AND PROPELLER ICE
ECS ON ZERO WIND MAX CLIMB POWER
ENG A/I ON CLIMB SPEED VCLEAN--ICE PRPM 1220--1384
(Cont’d)
FD/AP MODE 22 000 LBS 25 000 LBS 28 500 LBS 29 000 LBS
FL ISA --20 ISA ISA +10 ISA --20 ISA ISA +10 ISA --20 ISA ISA+10 ISA --20 ISA ISA +10
DIST (NM) 13 18 24 16 24 34 22 35 52 23 37 56
130 TIME (MIN) 6 8 10 7 10 13 9 13 19 9 14 21
FUEL (LB) 126 157 189 155 200 248 197 271 364 204 284 387
DIST (NM) 10 15 19 13 19 26 17 27 40 18 28 42
110 TIME (MIN) 5 7 8 6 8 11 7 11 15 7 11 16
FUEL (LB) 105 131 157 129 165 203 162 220 290 168 230 306
DIST (NM) 8 11 15 10 15 20 13 21 30 14 22 31
90 TIME (MIN) 4 5 7 5 7 8 6 8 12 6 9 12
FUEL (LB) 86 106 126 104 134 162 130 175 226 134 184 238
DIST (NM) 6 9 11 8 11 15 10 15 21 10 16 22
70 TIME (MIN) 3 4 5 4 5 7 4 6 9 5 7 9
FUEL (LB) 66 82 97 80 102 125 100 132 169 103 139 177
DIST (NM) 4 6 8 5 8 10 7 10 14 7 11 15
50 TIME (MIN) 2 3 4 3 4 5 3 4 6 3 5 6
FUEL (LB) 47 58 68 57 72 87 71 93 116 73 97 125
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 0,5
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0,3
FUEL (LB) 8.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
32/2
PAGE 18
Dec 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Cruise
32/3
PAGE 1
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Cruise
ENG A/I ON
ESC ON
SPEED AND SAR NORMAL RANGE
MAX CRUISE POWER
PRPM 1220−1330
32/3
PAGE 2
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Cruise
PRPM 1220−1330
32/3
PAGE 3
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Cruise
ENG A/I ON
ESC ON
SPEED AND SAR LONG RANGE
PRPM 1220−1330
32/3
PAGE 4
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Descent
DESCENT PLANNING TABLE
ALL WEIGHTS/ALL TEMPERATURES
ECS ON or OFF SPEED MACH 0.5 or KIAS 220
ENG A/I ON or OFF
32/4
PAGE 1
Jun 01/17
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Descent
DESCENT PLANNING TABLE (Cont’d)
ALL WEIGHTS/ALL TEMPERATURES
ECS ON or OFF SPEED MACH 0.5 or KIAS 220
ENG A/I ON or OFF
32/4
PAGE 2
Jun 01/17
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Holding
HOLDING FUEL VS FL
CLEAN AIRCRAFT CONFIGURATION
2 − ENGINE FUEL FLOW
SPEED VHOLD
GROSS WEIGHT 22 23 24 25 26 27 28 29
(1000 LB)
30 MIN HOLDING 392 400 407 415 423 431 440 448
45 MIN HOLDING 588 600 611 623 635 647 660 671
CORRECTION ON FUEL:
30 MIN HOLDING 45 MIN HOLDING
OAT: +9 LB/10 DEG ABOVE STD +11 LB/10 DEG ABOVE STD
−4 LB/10 DEG BELOW STD −7 LB/10 DEG BELOW STD
ENGINE A/I ON: + 15 LB + 24 LB
32/5
PAGE 1
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Holding
HOLDING FUEL VS FLIGHT LEVEL IN ISA CONDITIONS ECS ON
ENG A/I OFF
CLEAN AIRCRAFT CONFIGURATION
ALL ENGINES OPERATING FUEL FLOW
FULL BANK (BANK ANGLE 27)
SPEED: 160 KIAS
32/5
PAGE 2
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Holding
HOLDING FUEL VS FLIGHT LEVEL IN ISA CONDITIONS ECS ON
ENG A/I OFF
CLEAN AIRCRAFT CONFIGURATION
ALL ENGINES OPERATING FUEL FLOW
FULL BANK (BANK ANGLE 27)
SPEED: 170 KIAS
32/5
PAGE 3
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CT7−9B
Holding
HOLDING FUEL VS FLIGHT LEVEL IN ISA CONDITIONS ECS ON
ENG A/I OFF
CLEAN AIRCRAFT CONFIGURATION
ALL ENGINES OPERATING FUEL FLOW
FULL BANK (BANK ANGLE 27)
SPEED: 170 KIAS
RESIDUAL AIRFRAME AND PROPELLER ICE
32/5
PAGE 4
Apr 01/15
Aircraft Operations Manual SPECIAL RANGE
CONTENTS
Special range
33/1 General
33/2 Speed and SAR, Single Engine
33/3 Operation with L/G Extended
33/4 Operation with Rudder Limiter Inoperative
33 −CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual SPECIAL RANGE
33 −CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual SPECIAL RANGE
General