Fam.1c 27J 2 1

FAM.
1C-27J-2-1
TECHNICAL MANUAL
MAINTENANCE INSTRUCTIONS
AIRCRAFT GENERAL INFORMATION
C-27J AIRCRAFT
FUERZA AÉREA MEXICANA
The content of this publication is intellectual property of Alenia Aeronautica S.p.A. a Finmeccanica Company. It must not be used for any purpose other
than for which it is supplied. It must not be disclosed to unauthorized persons or reproduced without written authorization from the owner of the copyright.
© 2011 Alenia Aeronautica S.p.A. - A Finmeccanica Company. All rights reserved.
14 OCTOBER 2011
FAM.1C-27J-2-1
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NOTE
On a changed page, the portion of the text affected by the latest change is indicated by a vertical line, or other change symbol, in the outer margin of the
page.
Upon receipt of the second and subsequent changes to this manual, personnel responsible for maintaining this publication in current status will ascertain
that all previous changes have been received and incorporated. Action should be taken promptly if the publication is incomplete.
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FAM.1C-27J-2-1
TABLE OF CONTENTS
Section/paragraph Page
I AIRCRAFT GENERAL INFORMATION
1- 1. DESCRIPTION ............................................................................................................... 1-1

1- 2. General description ......................................................................................................... 1-1
1- 4. Fuselage ......................................................................................................................... 1-1
1- 10. Wing ................................................................................................................................ 1-6
1- 14. Tail unit ............................................................................................................................ 1-6
1- 20. Landing gear ................................................................................................................... 1-7
1- 22. Hydraulic system ............................................................................................................. 1-7
1- 26. Electrical supply system ................................................................................................. 1-8
1- 28. Pressurized air system .................................................................................................... 1-8
1- 30. Oxygen system ............................................................................................................... 1-8
1- 32. Radio Communication, Navigation and Identification Systems ....................................... 1-8
1- 34. Aircraft configurations ..................................................................................................... 1-9
1- 36. Cargo transport configuration ......................................................................................... 1-9
1- 39. Cargo airdrop (high altitude) configuration ...................................................................... 1-10
1- 46. LAPES (Low Altitude Parachute Extraction System) cargo airdrop configuration .......... 1-11
1- 48. Troop transport configuration .......................................................................................... 1-12
1- 50. Paratroops airdrop configuration ..................................................................................... 1-12
1- 57. Medical configuration ...................................................................................................... 1-19
1- 60. Ballistic protection system ............................................................................................... 1-19
1- 62. Major component dimensions and parameters ............................................................... 1-22
1- 64. Major components weights ............................................................................................. 1-24
1- 66. Aircraft frames and ribs ................................................................................................... 1-24
1- 68. Aircraft doors and hatches .............................................................................................. 1-24
1- 70. Symbols used on aircraft ................................................................................................ 1-24
1- 72. Ground safety rules ......................................................................................................... 1-43
1- 82. MAINTENANCE .............................................................................................................. 1-50

1- 83. Control cable check and rejection criteria ....................................................................... 1-50
1- 87. Check and acceptability limits for control cable sheaths ................................................. 1-52
1- 92. Safety locking .................................................................................................................. 1-53
1- 98. Tightening torques .......................................................................................................... 1-54
1- 107. Torque wrenches ............................................................................................................. 1-74
1- 111. Installation of flexible and rigid piping ............................................................................. 1-74
1- 115. Circuit breakers ............................................................................................................... 1-75
1- 117. Electrical power supply (Connecting – Disconnecting Batteries) .................................... 1-75
1- 120. External electrical power supply (AC and DC) ................................................................ 1-76
1- 126. External hydraulic power supply ..................................................................................... 1-88
1- 130. Use of aircraft in extreme temperatures .......................................................................... 1-89
1- 132. Ground connection .......................................................................................................... 1-89
1- 141. Bonding ........................................................................................................................... 1-91
1- 144. Hand signals ................................................................................................................... 1-96
1- 146. Electrical symbols ........................................................................................................... 1-96
1- 148. Measure conversion factors ............................................................................................ 1-97
II GROUND HANDLING, SERVICING AND AIRFRAME MAINTENANCE
2- 1. GENERAL ....................................................................................................................... 2-1

2- 2. Ground handling ............................................................................................................. 2-1
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FAM.1C-27J-2-1
2- 5. Servicing ......................................................................................................................... 2-1

2- 17. Fuselage equipment ....................................................................................................... 2-2
III POWERPLANT, PROPELLER AND APU
3- 1. DESCRIPTION ............................................................................................................... 3-1

3- 2. Powerplant ...................................................................................................................... 3-1
3- 4. Engine ............................................................................................................................. 3-1
3- 10. Torquemeter assembly .................................................................................................... 3-5
3- 16. Engine and air intake anti-icing system .......................................................................... 3-5
3- 18. Engine controls ............................................................................................................... 3-6
3- 20. Propellers ........................................................................................................................ 3-8
3- 22. Propeller and spinner anti-ice/de-ice .............................................................................. 3-8
3- 24. Fire extinguishing system ............................................................................................... 3-9
3- 26. Auxiliary power unit (APU) .............................................................................................. 3-9
3- 28. Auxiliary power unit (APU) fire protection system ........................................................... 3-11
IV HYDRAULIC SYSTEM
4- 1. DESCRIPTION ............................................................................................................... 4-1

4- 2. General ........................................................................................................................... 4-1
4- 9. Hydraulic fluid ................................................................................................................. 4-1
V FLIGHT CONTROLS
5- 1. DESCRIPTION ............................................................................................................... 5-1

5- 2. General ........................................................................................................................... 5-1
5- 6. Primary control surfaces ................................................................................................. 5-1
5- 11. Control systems for primary control surfaces .................................................................. 5-3
5- 14. Control systems for trim tabs .......................................................................................... 5-3
5- 19. Automatic control system for primary control surfaces ................................................... 5-3
5- 21. Secondary control surfaces ............................................................................................ 5-4
5- 23. Control systems for secondary control surfaces ............................................................. 5-4
5- 26. Cables tension adjusters ................................................................................................. 5-4
VI FUEL SYSTEM, PRESSURIZED AIR SYSTEM, ANTI-ICING AND DE-IC-

ING SYSTEM, OXYGEN SYSTEM
6- 1. DESCRIPTION ............................................................................................................... 6-1

6- 2. Fuel system ..................................................................................................................... 6-1
6- 15. Pressurized air system .................................................................................................... 6-7
6- 19. Air conditioning system ................................................................................................... 6-8
6- 21. Pressurization system ..................................................................................................... 6-8
6- 24. Ice and rain protection systems ...................................................................................... 6-9
6- 28. Liquid oxygen system ..................................................................................................... 6-12
6- 33. Smoke detection system ................................................................................................. 6-16
6- 35. In Flight RefueLling Receiver System (provision) ........................................................... 6-16
VII LANDING GEAR
7- 1. DESCRIPTION ............................................................................................................... 7-1

7- 2. General ........................................................................................................................... 7-1
7- 10. Main landing gear assembly ........................................................................................... 7-1
7- 14. Nose landing gear assembly ........................................................................................... 7-4
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FAM.1C-27J-2-1
7- 17. Nose landing gear doors ................................................................................................. 7-4

7- 22. Aircraft attitude variation system ..................................................................................... 7-4
7- 26. Steering system .............................................................................................................. 7-7
7- 29. Wheel brake system ....................................................................................................... 7-7
VIII ELECTRICAL SUPPLY AND LIGHTING SYSTEMS
8- 1. DESCRIPTION ............................................................................................................... 8-1

8- 2. General ........................................................................................................................... 8-1
8- 4. Alternating current distribution network .......................................................................... 8-1
8- 6. Direct current distribution network .................................................................................. 8-1
8- 8. User equipment ............................................................................................................... 8-2
8- 10. Internal lighting systems ................................................................................................. 8-2
8- 12. External lights systems ................................................................................................... 8-2
IX INSTRUMENTS
9- 1. DESCRIPTION ............................................................................................................... 9-1

9- 2. General ........................................................................................................................... 9-1
X RADIO COMMUNICATION, NAVIGATION AND IDENTIFICATION SYSTEM
10- 1. DESCRIPTION ............................................................................................................... 10-1

10- 4. Digital Autopilot/Flight Director System ........................................................................... 10-2
10- 6. Radio Communication Systems ...................................................................................... 10-2
10- 11. Regulated Power Supply ................................................................................................. 10-3
10- 13. Emergency Equipment .................................................................................................... 10-3
10- 16. Indicating and Recording ................................................................................................ 10-3
10- 20. Navigation ....................................................................................................................... 10-3
10- 35. System Integration and Display ...................................................................................... 10-5
iii
FAM.1C-27J-2-1
LIST OF ILLUSTRATIONS
Number Title Page
1-1. Aircraft frontal and lateral view ................................................................................................ 1-2

1-2. Internal arrangement ............................................................................................................... 1-3
1-3. Cargo compartment ................................................................................................................ 1-4
1-4. Crew entrance door ................................................................................................................. 1-5
1-5. Cargo transport configuration ................................................................................................. 1-14
1-6. Cargo airdrop configuration ..................................................................................................... 1-15
1-7. LAPES (Low Altitude Parachute Extraction System) cargo airdrop configuration ................... 1-16
1-8. Troop transport configuration .................................................................................................. 1-17
1-9. Paratroops airdrop configuration ............................................................................................. 1-18
1-10. Medical configuration .............................................................................................................. 1-20
1-11. Ballistic protection system ....................................................................................................... 1-21
1-12. Outline dimensions .................................................................................................................. 1-25
1-13. Major components weights ..................................................................................................... 1-26
1-14. Aircraft stations (sh. 1/2) ......................................................................................................... 1-27
1-15. Doors and hatches (sh. 1/13) ................................................................................................. 1-29
1-16. Symbols .................................................................................................................................. 1-42
1-17. Aircraft electrical grounding points .......................................................................................... 1-45
1-18. Nose and main gear downlock devices ................................................................................... 1-46
1-19. Emergency exits in flight and on ground ................................................................................. 1-47
1-20. Emergency exits after ditching ................................................................................................ 1-48
1-21. Portable extinguishers ............................................................................................................. 1-49
1-22. Safetying nuts and bolts .......................................................................................................... 1-55
1-23. Safetying turnbuckles .............................................................................................................. 1-56
1-24. Torque values (sh. 1/14) ......................................................................................................... 1-59
1-25. Torque wrench and extensions ............................................................................................... 1-77
1-26. Pipe identification colour coding .............................................................................................. 1-78
1-27. AC and DC power distribution (sh. 1/4) .................................................................................. 1-79
1-28. External electrical sockets ....................................................................................................... 1-83
1-29. Connection of external hydraulic supply ................................................................................. 1-90
1-30. Electrical symbols (sh. 1/4) ..................................................................................................... 1-98
2-1. General equipment .................................................................................................................. 2-3
2-2. Miscellaneous and loose equipment location .......................................................................... 2-4
2-3. Emergency equipment location ............................................................................................... 2-5
3-1. Throttle Quadrant .................................................................................................................... 3-7
3-2. Auxiliary Power Unit (APU) ..................................................................................................... 3-10
4-1. Hydraulic system - block diagram ........................................................................................... 4-3
4-2. Hydraulic system schematic .................................................................................................... 4-4
5-1. Primary and secondary flight surfaces .................................................................................... 5-2
5-2. Primary flight controls (sh. 1/3) ............................................................................................... 5-5
5-3. Secondary flight controls ......................................................................................................... 5-8
6-1. Fuel system layout .................................................................................................................. 6-3
6-2. Pressurized air system block diagram (sh. 1/2) ...................................................................... 6-4
6-3. Air conditioning system schematic .......................................................................................... 6-6
6-4. Cabin altitude versus aircraft altitude graph ............................................................................ 6-10
6-5. Airframe ice detection system ................................................................................................ 6-11
6-6. Wings and tail unit de-icing system schematic ........................................................................ 6-14
6-7. Liquid oxygen system schematic ............................................................................................ 6-15
6-8. Component IFRRS location .................................................................................................... 6-18
6-9. Smoke detectors location ........................................................................................................ 6-19
7-1. Landing gear assembly ........................................................................................................... 7-2
7-2. Landing gear extension and retraction system ....................................................................... 7-3
7-3. MLG general assembly ........................................................................................................... 7-5
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FAM.1C-27J-2-1
7-4. NLG general assembly ............................................................................................................ 7-6

7-5. Landing gear jack extension system ....................................................................................... 7-8
7-6. Steering and towing angles ..................................................................................................... 7-9
7-7. NLG towing bar attach points .................................................................................................. 7-10
7-8. Steering radii ........................................................................................................................... 7-11
7-9. Steering system ...................................................................................................................... 7-12
7-10. Normal and emergency braking system ................................................................................. 7-13
8-1. AC power supply system - Block diagram (sh. 1/2) ................................................................ 8-4
8-2. DC power supply system - Block diagram (sh. 1/4) ................................................................ 8-6
9-1. Flight compartment instrument (sh. 1/4) ................................................................................. 9-2
9-2. View of flight compartment - VE location (sh. 1/5) .................................................................. 9-6
9-3. VE location on aircraft ............................................................................................................. 9-11
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FAM.1C-27J-2-1
LIST OF TABLES
Number Title Page
1-1. Curing times ............................................................................................................................ 1-53

1-2. Tightening torques (components subjected to shear) ............................................................. 1-57
1-3. Tightening torques (components subjected to tension) .......................................................... 1-58
1-4. Nut and Bolt Tightening Torques (pound per inch) (Note 1) .................................................... 1-73
1-5. Bonding Resistance Values .................................................................................................... 1-91
1-6. Measure conversion factors .................................................................................................... 1-102
vi
FAM.1C-27J-2-1
INTRODUCTION
GENERAL
The Specialized Maintenance Technical Manuals have been especially prepared for you. The information is
presented in a series of 11 manuals, each designed to fit the needs of a maintenance specialist or system
mechanic.
These manuals are divided as follows:
FAM.1C-27J-2-1 Aircraft General Information

FAM.1C-27J-2-2 Ground Handling, Servicing and Airframe Maintenance
FAM.1C-27J-2-3 Powerplant, Propeller and APU
FAM.1C-27J-2-4 Hydraulic System
FAM.1C-27J-2-5 Flight Controls
FAM.1C-27J-2-6 Fuel System, Pressurized Air System, Anti-Icing and De-Icing
System, Oxygen System
FAM.1C-27J-2-7 Landing Gear
FAM.1C-27J-2-8 Electrical Supply and Lighting System
FAM.1C-27J-2-9 Instruments
FAM.1C-27J-2-10 Radio Communication, Navigation and Identification System
FAM.1C-27J-2-11 Wiring Diagrams
The material contained in these manuals is organized so that you can quickly locate the information you need.
To aid you, each manual contains a table of contents of the complete manual as well as a list of the major items
discussed in the manual. Each manual also contains a list of illustrations and a list of tables. The sections of the
manuals have been written so that the more specific maintenance instructions are separated from the general
descriptive information. Except for Aircraft General Information section in the front of the manual, most sections
are divided into subsections as follows:
DESCRIPTION
Includes all descriptive and operational information pertaining to the particular system, and provides
an overall working knowledge of the complete system and its units.
FUNCTIONAL TESTS
Describes in detail all operational procedures, including visual checks and minor tests of overall sys-
tem, as well as system units.
TROUBLESHOOTING
Includes troubleshooting procedures and remedies.
MAINTENANCE
Contains, if applicable, an overall system maintenance procedure. Gives instructions for removal and
installation of components and equipment as a unit. Provides step-by-step procedures for adjustment
of system units.
Supplementary information on operation, repair, parts listing, weighing, inspecting and cargo loading will be
found in the following publications:
FAM.1C-27J-1 Flight Manual

FAM.1C-27J-20 Pictorial Tool Usage Manual
FAM.1C-27J-23 Corrosion Prevention Instructions
FAM.1C-27J-3 Structural Repair Manual
FAM.1C-27J-36 Non Destructive Inspection
FAM.1C-27J-4 Illustrated Parts Catalogue
FAM.1C-27J-5-1 Basic Weight Data Check List
vii
FAM.1C-27J-2-1
FAM.1C-27J-5-2 Loading Data

FAM.1C-27J-6 Inspection Requirements
FAM.1C-27J-9 Cargo Loading and Offloading Instructions
Additionally, condensed publications are provided for personnel use and convenience when accomplishing the
following tasks:
FAM.1C-27J-1CL-1 Flight Crew Check List

FAM.1C-27J-6CF-1 Acceptance and Functional Checkflight Procedure
FAM.1C-27J-6CL-1 Acceptance and Functional Checkflight Check List
FAM.1C-27J-6WC Work Cards
FAM.1C-27J-9CL-1 Load Master Check List
WARNINGS, CAUTIONS, NOTES
The following definitions apply to WARNINGS, CAUTIONS, and NOTES found throughout each manual of the
series:
WARNING
An operating or maintenance procedure, practice, con-

dition, statement, etc., which, if not strictly observed,
could result in injury to or death of personnel.
CAUTION
An operating or maintenance procedure, practice, condition,

statement, etc., which, if not strictly observed, could result
in damage to, or destruction of, equipment or loss of mission
effectiveness or long term health hazards to personnel.
NOTE
An essential operating or maintenance procedure, condition or

statement, etc., which must be highlighted.
viii
FAM.1C-27J-2-1
SECTION I
AIRCRAFT GENERAL INFORMATION
1-1. DESCRIPTION
1-2. GENERAL DESCRIPTION
1-3. The C-27J (Figure 1-1 and Figure 1-2) is a medium range transport aircraft capable of operating from
semiprepared runways. It is an high-wing monoplane, powered by two engines each driving a variable pitch
propeller. The Aircraft can be quickly converted into passenger/troop transport, paratroop airdropping, cargo
transport, high altitude cargo airdropping, medical evacuation and palletized passenger transport configuration.
To assist loading the aircraft attitude can be adjusted and the necessary power is supplied by the auxiliary power
unit (APU). It is possible to airdrop paratroops simultaneously from the two side doors in short time thus ensuring
that the landing area of the paratroops is kept to a minimum. The C-27J is also provided of a Defensive Aids
Sub-System (DASS) (PROVISION), and a Ballistic Protection system. The aircraft is a self-supporting system
in fact, the electrical and hydraulic power is supplied from APU permitting all ground operations without engine
running. It is equipped with retractable tricycle type landing gear comprising a nose landing gear and a twin main
landing gear. Access to the cargo compartment is via a hydraulically controlled ramp and cargo door located on
the underside of the aft fuselage. To assist loading and unloading operations, cargo compartment height and
attitude can be varied by means of the L/G attitude variation system.
1-4. FUSELAGE
1-5. GENERAL. The fuselage is pressurized, heated and ventilated, and provided with acoustic and ther-
mal insulation. It has numerous internal access hatches and the crew entrance door can be locked from the
outside. Structurally, the fuselage is divided into forward, central and aft sections.
1-6. FORWARD SECTION. The forward section comprises the flight compartment, the nose gear well, and
the forward cargo compartment. The left side of the forward cargo compartment serves as an entry passageway
while the toilet is on the right side. Access from this area to the raised flight compartment is by me ans of three
steps. Ample visibility from the flight compartment is given by eight flat and eight curved transparent panels.
Of the flat ones, the two frontal panels are provided with anti-icing systems, while the two triangular panels and
the L sliding panel have a demisting system. Of the curved panels, four are located in the flight compartment
roof and four in the lower sides. The pilot and copilot are seated on the L and R sides, respectively, of the flight
compartment (Figure 1-2). The center console with the two engine power levers is installed between the pilot
and copilot seats. The instrument panel is mounted ahead and is divided into central section, L and R sections.
The following components are also installed in the flight compartment: L upper panel, overhead panel, R upper
panel, L console, and R console. The observer/load master is provided with a swivel seat behind the two pilots.
The flight compartment emergency exit is on the flight compartment roof at the aft end of the fuselage forward
section, and can be opened from both inside and outside.
1-7. CENTRAL SECTION. This is of circular cross-section and comprises the cargo compartment (Figure
1-3) and the ramp. The two paratroop doors are located, one on each side, in the aft area of this section.Six
portholes are installed on the sides and another two on the paratroop doors. The ramp is coupled to the fuselage
with four hinges and can be lowered to a maximum angle of 15 with respect to the cargo floor. Hydraulic control
of the ramp and cargo door can be effected either from the flight compartment or from the cargo compartment.
1-1
FAM.1C-27J-2-1
Figure 1-1. Aircraft frontal and lateral view
1-2
FAM.1C-27J-2-1
Figure 1-2. Internal arrangement
1-3
FAM.1C-27J-2-1
Figure 1-3. Cargo compartment
1-4
FAM.1C-27J-2-1
Figure 1-4. Crew entrance door
1-5
FAM.1C-27J-2-1
1-8. AFT SECTION. This comprises the cargo door and the mountings for the tail unit, ramp actuators, and
tail. The cargo door is hydraulically controlled and locks in extended and retracted positions. It is coupled to the
fuselage structure by two hinges and, when retracted, allows the full cross-section of the cargo compartment to
be used.
1-9. CREW ENTRANCE DOOR (Figure 1-4). This is situated on the L side of the fuselage forward section.
It is hinged at the base and opens outwards. The flight compartment can also be reached via the ramp and
cargo compartment.
1-10. WING
1-11. GENERAL. The wing comprises a constant chord central section and two tapered outer wing sections.
The wing central section is connected to the fuselage at main frames, and the outer wings are connected to the
wing central section by distributed mountings. The two turboprop nacelles and the inner flaps are installed on the
wing central section; the outer flaps, ailerons, and spoilers are installed on the outer wings. The structure of the
wing central section comprises three spars, composite ribs, and chemically machined upper skin, while the un-
derside skin is in variable thickness sheeting; both skins are stiffened with Z-shaped stringers. The wing central
section is connected to the fuselage by twelve mounting points (six direct mountings and six linked mountings)
which couple the three wing spars to the three main frames of the fuselage. Two fairings rivetted forward and aft
to the wing to provide continuity between the fuselage upper skin and the wing underside. The outer wings, of
similar structure to the wing central section, have a chemically milled diminishing thickness upper skin and the
underside skin is of diminishing thickness. Except for the wing-to-fuselage contact area, both wing central sec-
tion and outer wings incorporate integral fuel tanks (two auxiliary and two main of approximately 3256 gallons
(12320 litres) total capacity) and are consequently sealed and corrosion protected. Along the wing-to-fuselage
contact area, the structure of the wing is designed to be used as an integral supplementary tank. The leading
edge is removable to facilitate access to turboprop and fuel system installations and is fitted with a pneumatic
de-icing system. In the area of the flaps, the underside of the trailing edge is provided with hinged panels which
facilitate access to the flight controls and to the other installations located in this zone.
1-12. AILERONS AND SPOILERS. The ailerons are of monocoque structure incorporating honeycomb pan-
els and ribs at the hinge points. The leading edge is in sheeting stiffened with ribs and carries balance weights.
The ailerons are hinged at three points to the outer wing structure and are manually controlled. The L aileron
is provided with a balance/trim tab, and the R aileron with a balance tab. With the aircraft stopped, the ailerons
are controlled directly by the pilot. To cope with the aerodynamic loading incurred, in flight aileron control is by
means of the relative balance tabs. The spoilers, of monocoque, honeycomb structure with forward spar and
skin in sheeting, are hinged at three points to the upper surface of the outer wing sections next to the outer
flaps. The spoilers are actuated by a hydraulic servoactuator. The ailerons are operated as lift dumpers during
landing, depending on the position of the engine controls and rotations of main gear wheels.
1-13. FLAPS. Double slotted flaps are used, divided into four sections: two inner flap sections on the wing
central section and two outer flap sections on the outer wings. Each flap section is controlled by two screwjacks
and runs on three tracks fixed to the wing structure. Four rollers, jointed to allow continuous contact under all
loading conditions, are provided for each track to facilitate movement and are supported by integral lips in the
flap structure. The inner and outer sections extend, in proportion, to different angles. The maximum angle of
extension is 45 for the outer sections and 20 for the inner. Control is by means of a hydraulic actuator. The
flaps are of monocoque structure incorporating honeycomb panels and ribs at the hinge points. The leading
edge is in sheeting, stiffened with ribs.
1-14. TAIL UNIT
1-15. GENERAL. A conventional tail unit is used, the horizontal surfaces of which comprise stabilizer and
elevator, and the vertical surfaces fin and rudder.
1-16. STABILIZER. The stabilizer has a double-spar central structure with sheet ribs and skin stiffened by
extruded stringers. The leading edge has a pneumatic de-icing system. The trailing edge of each stabilizer has
four elevator hinge mountings. The stabilizer is fixed to the fuselage at four points on two main frames.
1-6
FAM.1C-27J-2-1
1-17. ELEVATOR. This is of monocoque structure incorporating sheet ribs and honeycomb panels. The
leading edge has ribs and skin in sheeting. Each elevator has a trim tab and a balance tab. The elevator is
actuated by a dual hydraulic servoactuator.
1-18. FIN. The fin has a three-spar structure with composite ribs and interposed false ribs. The skin is
stiffened with stringers and the leading edge has a pneumatic de-icing system. The trailing edge has four rudder
hinge mountings.The fin is fixed to the fuselage at each spar.
1-19. RUDDER. The rudder is actuated by a dual hydraulic servoactuator located at the second hinge. It
has a monocoque structure and incorporates sheet ribs and honeycomb panel skin.
1-20. LANDING GEAR
1-21. GENERAL. The nose gear is formed by an articulated strut with two wheels (one on each side) while
the two main gear units are jockey type and fitted to the fuselage sides. The nose gear is hydraulically controlled,
incorporates a steering and antishimmy device, and pivots forward during retraction. The main gear is formed by
two assemblies fitted to the fuselage sides; each assembly has two wheels in tandem mounted on trailing arms.
The system provides great flexibility and, by means of a special hydraulic circuit, allows further extension of the
main and nose gear shock absorbers to adjust the attitude of the aircraft and plane of the cargo floor with respect
to the ground. By extension of the nose gear shock absorbers alone, the aircraft attitude and the plane of the
cargo floor are titlted nose up with respect to the ground. Normal gear retraction and extension is hydraulically
controlled via No. 2 system. An independent mechanical system is provided to allow the emergency free fall
extension of the landing gear.
1-22. HYDRAULIC SYSTEM
1-23. GENERAL. This comprises two independent hydraulic circuits which supply all the aircraft hydraulic
equipment at an operating pressure of 3000 psi (210 kg/cm2). In normal conditions, both circuits (system No.
1 and system No. 2) operate simultaneously and are capable of operating at all altitudes and temperature
covered by the aircraft flight envelope. Each system is powered by one EDP (Engine Drive Pump) and one
ACMP (Alternate Current Motor Pump). Both pumps are rated so as to guarantee full flow and pressure to their
relative circuit. All servoactuators and flap actuator are dual type and supplied simultaneously from systems
No. 1 and No. 2. In the event of loss of supply in either hydraulic system, the pressure required to actuate the
hydraulically operated control surfaces is supplied by the remaining operational system.
1-24. System No. 1 supplies:
• Flaps actuator
• Rudder servoactuator
• Elevator servoactuator
• Spoiler servoactuators
• Wheel brakes (parking/emergency)
• Steering
1-25. System No. 2 supplies:
• Flaps actuator (by-selecting)
• Rudder servoactuator (stand-by)
• Elevator servoactuator
• Spoiler servoactuators
• Lift dumper actuators
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FAM.1C-27J-2-1
• Wheel brakes (normal)
• Landing gear
• Ramp and cargo door
• L/G attitude variation
1-26. ELECTRICAL SUPPLY SYSTEM
1-27. GENERAL.The electrical generation system of the aircraft supplies two types of electrical power: ac
power supply and dc power supply. The 115/200 V ac power supply is obtained from two 3-phase generators
driven at constant speed by the propeller accessory gear box of the propulsion engine and a 3-phase generator
driven at constant speed by the Auxiliary Power Unit (APU). All AC generators have a power capacity of 50/60
kVA with a voltage of 115/200 V ac at a frequency of 400 Hz. Connections are star type with the star center
connected to ground. Each AC generator is associated with a Generator Control Unit (GCU). The 28 V dc power
supply is obtained from two on board 24 V, 20 cells, 40 Ah nickel cadmium batteries (EMER BAT and APU BAT)
and from three Transformer Rectifier Units (TRU 1, TRU 2 and STBY TRU) powered by 115/200 V ac busses.
Each TRU has a continuous capacity of 350 A. During ground operation of the aircraft, the equipment can be
supplied by an AC external power source connected to the aircraft by a six-pin plug inserted on the rear side of
the L landing gear fairing. If the AC external power supply is faulty or breaks down, another three terminal socket
located near the AC socket, can be used to connect the on board DC equipment separately to an external DC
power supply. It can also be used, in place of the aircraft battery, for ground start-up of the APU.
1-28. PRESSURIZED AIR SYSTEM
1-29. GENERAL. This is supplied from the compressor of both turboprops or from the APU, and provides
pressurized air supply to the following aircraft systems:
• wings and tail unit de-icing
• anti-icing of ram air intake for fuel tanks pressurization
• engines starting
• flight and cargo compartment air conditioning
• pressurization
1-30. OXYGEN SYSTEM
1-31. GENERAL. A fixed oxygen system is provided for flight crew and passengers. It consists of two sep-
arate circuits: one for the crew and another one for the passengers. The passenger oxygen circuit can also be
used by the crew, in emergency, by actuating a control provided on the passengers oxygen control panel.
1-32. RADIO COMMUNICATION, NAVIGATION AND IDENTIFICATION SYSTEMS
1-33. GENERAL. The aircraft is provided with the following systems:
• Autoflight
• V/UHF Communications (two systems)
• HF Communications
• Intercommunications/Public Address
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FAM.1C-27J-2-1
• Emergency Locator
• Data Recorders
• Digital Air Data (two systems)
• Radar Altimeter (two systems)
• Standby Instrument
• VHF Navigation
• Embedded Global Positioning/Inertial Navigation (two systems)
• Low Power Color Radar
• Traffic Alert and Collision Avoidance System
• VHF/UHF Direction Finder
• TACAN (two systems)
• IFF
• Automatic Direction Finder
• CNI Mangement System
• Data Management System
• Mission Computer and Data Bus (two systems)
• Displays
1-34. AIRCRAFT CONFIGURATIONS
1-35. GENERAL. The aircraft has been designed for the following fundamental missions: cargo transport,
cargo airdrop (high altitude and Low Altitude Parachute Extraction System (LAPES)), troop transport, paratroops
airdrop and medical. It can also fulfill handle the following mixed missions: troop and materials transport, para-
troops and materials airdrop. In all above missions, load limits and distribution must conform with specifications
in FAM.1C-27J-1 and in FAM.1C-27J-9 manuals. The possibility of using the aircraft for evacuation of injured
personnel has been considered and, to this end, certain fundamental provision are incorporated to facilitate
equipping the aircraft appropriately.
1-36. CARGO TRANSPORT CONFIGURATION
1-37. GENERAL (Figure 1-5). The aircraft is suitable for the following cargo transport missions:
A. Vehicles and/or materials loaded directly on the cargo floor.

B. Materials loaded on pallets.
The cargo floor is therefore provided with rings, grid, for attaching securing chains and/or straps for materials
loaded directly on the floor. For transport of materials on pallets, the floor has special anchoring points for the
cargo handling system. Vehicles and/or materials loading is effected by opening the ramp and cargo door. The
aircraft is provided with a hydraulic circuit for loading operations wwhich is controlled on-board and actuated from
the No. 2 system. This hydraulic circuit allows the aircraft to be positioned in two different attitudes: horizontal
with nose and main gear fully extended and locked; and inclined nose-up with nose gear shock absorber only
fully extended and locked. With the ramp in horizontal position, it is possible to load/unload vehicles or materials
with or without pallets from the goods platform of a lorry to the aircraft cargo floor. With the ramp lowered,
vehicles may drive on/off under their own power. Materials can be loaded/unloaded to/from the ground. In
the latter attitude, two auxiliary ramps are coupled to the ramp to ensure smooth transition between ramp and
ground. During loading operations, with the aircraft ramp in either position, a mechanical anti-tilting jack must be
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FAM.1C-27J-2-1
placed under the jack seat located in the forward part of the ramp. The jack can be stored on the aircraft, in the
aft section of the cargo compartment. For the description of cargo handling system refer to CARGO AIRDROP
(HIGH ALTITUDE) CONFIGURATION (Paragraph 1-39).
1-38. AIRCRAFT CARGO WINCH SYSTEM. The aircraft cargo winch is able to provide a loading/off-loading
aid for different type of cargoes such as pallets, platforms, wheeled vehicles or bulk freight through the rear ramp
and cargo door. The winch operates from a 28 V dc 5A aircraft power supply used to power the control circuits
and 115/200 V ac, 400 Hz 3 phase at 15 amps for motor power. The winch is supported by rollers and can be
installed on the cargo floor between frames 7 and 9. The winch is fitted to the floor rings on both frames 10
and 7 by means of six tie-down devices. The winch is supplied with a snatch block to increase the pull capacity.
When not in use the winch is stowed on a dedicated support located in the first bay, right side, of cargo door.
1-39. CARGO AIRDROP (HIGH ALTITUDE) CONFIGURATION
1-40. GENERAL (Figure 1-6). The aircraft has the structural and systems requirements to enable the fol-
lowing materials airdrop missions:
A. Gravity airdrop - for standardized loads on A22 type containers, or for single modules having a
maximum weight of 2200 lb (1000 kg) each, up to a maximum of 6 containers.
B. Extraction pendulum release system airdrop - for standardized loads on a maximum of two plat-
forms of various types, up to a maximum gross weight of 19840 lb (9000 kg).
1-41. GRAVITY AIRDROP. Using the gravity airdrop method, the cargo is free from its restraining lanyards
during the flight phases immediately preceding the airdrop and leaves the aircraft only due to the effect of its
weight component along the longitudinal axis of the aircraft. With this method, it is possible to perform single
airdrop or multiple airdrops, simultaneously or in sequence. The difference between simultaneous and sequen-
tial airdrop consists of the following: during simultaneous airdrops all loads leave the aircraft together, though
no connection exists between them; during sequential airdrops, loads leave the aircraft separately at preset
intervals. Loads are released, according to the type of load, by means of shears which are fitted to the shear
cables and connected to a release parachute or to a cable from the static line retrieval winch; loads may also
be released using the cargo handling system. When loads are released by means of the release parachute,
the parachute is installed on a pendulum arm and is released by a pilot’s control. When the winch or the cargo
handling system is used, the load release is controlled by the Load Master who is authorized by the pilot.
1-42. EXTRACTION AIRDROP. When using the extraction system for airdrop operations, an extraction
parachute, aided by a pendulum hook, releases the restraining lanyards and extracts the load from the aircraft.
This technique allows airdropping of several platforms, either in a continuous sequence or singly. In the contin-
uous sequence, the first load which leaves the aircraft operates the extraction parachute of the next load; in the
single mode, each load leaves the aircraft by means of its extraction parachute, fitted to the pendulum hook.
The aircraft configuration, for high altitude airdrop, comprises the following mission equipment common to other
configuration:
• Cargo handling system.
• Cargo winch system.
• Static line anchor cables.
• Static line retrieval winches system.
• Extraction parachute release system.
• Aerial delivery and signalling system.
For the descriptions of static line anchor cable and static line retrieval winches system equipment refer to PARA-
TROOP AIRDROP CONFIGURATION (Paragraph 1-50). For the description of cargo winch system equipment
refer to CARGO TRANSPORT CONFIGURATION (Paragraph 1-36).
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FAM.1C-27J-2-1
1-43. CARGO HANDLING SYSTEM. The system comprises two longitudinal restraining rails, divided into
10 sections, and four rows of conveyors divided into 20 segments and four sections (11,12,13 and 14). The
rail sections are fitted to both sides of the cargo compartment and ramp floor. The conveyors are fitted to the
floor by means of pip pins and are arranged in four rows; two rows at LBL and RBL 325, and two rows at LBL
and RBL 832. Conveyors allow load handling on pallets or on platforms and help to distribute the cargo weight
on the floor. Lateral and vertical securing of platforms and pallets is ensured by restraining rails which have a
special cross section, while detent latches and detent hooks, fitted on the rails, provide longitudinal restrain. Two
control units, one on left rail and the other on right rail, allow mechanical operation of the detent latch locking
and unlocking mechanism. For further information refer to FAM.1C-27J-9 manual.
1-44. EXTRACTOR PARACHUTE RELEASE SYSTEM. The system is composed of an electromechanical

assembly consisting of a pendulum support, a bomb rack, a manual cocking handle, an electrical and manual
release system, a manual released cable, and two mounting bolts. An extraction parachute is used for airdrop
load operations with the extraction system. The extraction parachute can be released from the release bomb
rack electrically in normal operation and manually in emergency operation. The extraction parachute release
system is operated electronically by pressing one CHUTE push button-indicator.The push-button indicators are
located on the pilot’s Aerial Delivery Control Panel (106VE) in flight compartment on the center console and
on the Copilot’s Aerial Delivery Control Panel (108VE) located on the copilot’s lower side console. The load-
master enables the system by pressing the Chute Light Enable on the Forward loadmaster panel; this allows
parachute to release in flight, only when the ramp and the cargo door are open and in airdrop position. Manual
release can be accomplished in emergency operation by pulling the manual release handle located on the toilet
external bulkhead. When the extraction parachute is released from the electrical bomb rack, the pendulum line
swings the parachute over the end of the ramp and into the aircraft slipstream. The extraction parachute is
opened by the slipstream and the cargo is extracted over the ramp. The electrical system is supplied by 28 V dc
EMERGENCY BUS (PP3), through the LAPES CHUTE CNTR PILOT (1MB), LAPES CHUTE CNTR COPILOT
(6MB), LAPES CHUTE REL INTK (7MB) and LAPES CHUTE LIGHT EN (8MB) circuit breakers, located on the
Overhead Circuit Breakers Panel (271VE) in positions D 11, D 12, D 14 and D 15.
1-45. AERIAL DELIVERY CONTROL AND SIGNALLING SYSTEM. The aerial delivery control and signalling
system comprises one pilot Aerial Delivery Control Panel (106VE/108VE) located on center console in the flight
compartment for the pilot use, one copilot Aerial Delivery Control Panel (106VE/108VE) located on right side
lower console in the flight compartment for the copilot use, one Forward Load Master Control Panel located near
crew entry door for the loadmaster use and five panels installed in the cargo compartment. The pilot and copilot
aerial delivery control panels, and five panels installed in the cargo compartment panel all have a red CAUTION
light and a green JUMP or DROP or JUMP & DROP light. The panels in the cargo compartment are located
as follows: one near the crew entrance door, one near each paratroop door and one at each side of the cargo
door. A two position TEST/DIM JUMP-CAUTION LIGHTS toggle switch located on Load Master Panel (501VE)
allows the test of the CAUTION and JUMP or DROP or JUMP & DROP lights and their dimming.
1-46. LAPES (LOW ALTITUDE PARACHUTE EXTRACTION SYSTEM) CARGO AIRDROP

CONFIGURATION
1-47. GENERAL. The aircraft in this configuration (Figure 1-7) allows, through a LAPE system (Low Altitude
Parachute Extraction) and other equipment, the low altitude airdropping of cargoes with high precision. It is pos-
sible to perform cargo airdropping up to 11203 lb (5000 kg) with one or two connected 88 inches wide platform.
The LAPES uses a drogue parachute for extraction initiate of cargo items to be airdropped. The towed drogue
parachute airdrop technique utilizes the force generated by towing a 15 foot diameter drogue parachute to initi-
ate the airdrop sequence. The drogue parachute is deployed out of the aft end of the aircraft by the pendulum
release system. The drogue parachute is towed in the slip-stream by connection of the risers to the towplate
assembly which is mounted on the ramp centerline. An extraction (LAPE) parachute(s)/extraction line bag(s)
is mounted on the cargo items to be airdropped. The extraction line bag(s) bridle strap(s) is connected to an
extraction link and the drogue parachute riser extension loop is connected to a jettison link within the extrac-
tion link. The LAPES is operated electrically by one CHUTE pushbutton-indicator located on the pilot or copilot
Aerial Delivery Control Panel (106VE/108VE) located, respectively, on center console in flight compartment, or
on right side lower console in the flight compartment (when the loadmaster has enabled, pushing in the CHUTE
LIGHT ENABLE on the Forward Load Master Control Panel located near the crew entry door) and then by the
LAPES pushbutton located on the copilot Aerial Delivery Control Panel (108VE). The LAPES control panel, used
to activate the “PILOT LAPES RELEASE”, is located on the tow control assembly. Once the panel is activated, a
1-11
FAM.1C-27J-2-1
solenoid in the towplate control assembly releases an extraction link.The link attaches to a drogue parachute and
either executes the extraction parachute deployment bag or the restraint gate release strap. When the “PILOT
LAPES RELEASE” light comes on, the loadmaster lifts and pulls the control handle to the MANUAL RELEASE
position to provide positive mechanical release of the extraction link via the towplate control cable. This me-
chanical action occurs almost concurrently with the solenoid action to provide redundant, backup release. This
ensures that the extraction link is released and the load delivered within the extraction/drop zone. If it becomes
necessary to abort the drop and the drogue parachute is already deployed, it can be jettisoned at any time prior
to releasing the extraction link. This is done by the Load Master pushing the control handle to the DROGUE
JETTISON position. The electrical system is supplied by the 28 V dc EMERGENCY BUS (PP3), through the
LAPES LAPES CNTR PILOT (1MN), LAPES CHUTE REL PWR (3MN) and LAPES LAPES CNTR COPILOT
(4MN) circuit breakers, located on the Overhead Circuit Breakers Panel (271VE) in positions D 9, D 13, D 10.
The aircraft configuration, for low altitude airdrop, comprises the following mission equipment common to other
configuration:
• Cargo handling system.
• Cargo winch system.
• Extraction parachute release system.
• Aerial delivery and signalling system.
For the description of cargo winch system equipment refer to CARGO TRANSPORT CONFIGURATION
(Paragraph 1-36). For the descriptions of cargo handling system, extraction parachute release system
and aerial delivery and signalling system equipment refer to CARGO AIRDROP (HIGH ALTITUDE)
CONFIGURATION (Paragraph 1-39).
1-48. TROOP TRANSPORT CONFIGURATION
1-49. GENERAL. (Figure 1-8) GENERAL. The aircraft cargo compartment is provided with structural fitting
for mounting 46 light seats. These seats are arranged in three rows; two (of 17 seats each), at the sides of cargo
compartment, and one (of 12 seats) along the longitudinal axis of the aircraft. The lateral seats are secured to
the sides of the cargo compartment by means of special support and connecting rods; all seat are double type
except the last three which are single. All seats fold and their legs are secured by means of fastening studs and
quick-release devices to the main cargo area and ramp floors. All side row seats can be folded against the side
wall so that the aircraft can be used in different configurations without removal of the seats. The seats assure
a seating pitch of 20 inches (hip to hip). The centre row seats are secured to the aircraft structure by means
of stanchions (installed between the cargo floor and ceiling), beams and stanchion coupling rods. All seats are
double type, like those fitted in side rows. The whole centre row of seats and related installation fittings can be
stowed aboard the aircraft without causing any limitation to the operational configuration capability. All seats are
equipped with safety belts and pockets for the stowage of emergency life-vests. For further information refer to
FAM.1C-27J-9 manual.
1-50. PARATROOPS AIRDROP CONFIGURATION
1-51. GENERAL (Figure 1-9). The aircraft cargo compartment is provided with structural fitting for mounting
34 light seats. The seats are arranged in two rows (of 17 seat each) installed at the sides of cargo compartment
and are the same already described in TROOP TRANSPORT CONFIGURATION paragraph. The parachutist
can jump through each paratroop door or through the ramp and cargo door open in the airdrop position.
This configuration comprises the following specific equipment:
A. jump platforms.
B. static line anchor cable.
C. static line retrieval system.
D. hung up parachutist recovery aid.
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FAM.1C-27J-2-1
E. airdrop control and monitoring system.
1-52. JUMP PLATFORM. These are used to ensure the correct jump position of the paratroops during para-
troop dropping operations through the paratroop doors. These platforms are fitted with an air deflector on the
upwind side and they are covered with nonskid material on the walking area. Suitable attaching points on the
cargo compartment floor allow fitting of the platforms when the doors are closed, and to make them ready for
use when the doors are opened; a spring device locks the platforms to the door frame. Jump platforms can be
stowed by means of suitable supports on the inner wall of the cargo door.
1-53. HUNGS FOR PARACHUTIST RECOVERY SYSTEM. The system consists of two bars installed, when
required, in front of each paratroop door. The purpose of this system is to facilitate the eventual recovery inside
the aircraft of a parachutist. When not in use, the bars are stowed on the left and right wall near the paratroop
doors.
1-54. SLINGS. Two slings are provided in order to facilitate the recovery inside the aircraft of a hung
parachutist and/or parachute bags. The slings wrap up the cables allowing the recovery without interferences
or tangles. When not in use, the slings are stowed in a dedicated pocket.
1-13
FAM.1C-27J-2-1
Figure 1-5. Cargo transport configuration
1-14
FAM.1C-27J-2-1
Figure 1-6. Cargo airdrop configuration
1-15
FAM.1C-27J-2-1
Figure 1-7. LAPES (Low Altitude Parachute Extraction System) cargo airdrop configuration
1-16
FAM.1C-27J-2-1
Figure 1-8. Troop transport configuration
1-17
FAM.1C-27J-2-1
Figure 1-9. Paratroops airdrop configuration
1-18
FAM.1C-27J-2-1
1-55. STATIC LINE RETRIEVAL WINCHES SYSTEM. The retrieval winches system normally are used to
retrieve parachute lines into the aircraft after deployment. Furthermore, in the event of an emergency where
a parachute line has not released, the paratrooper can be brought back into the aircraft by this system. Each
winch operates independently on relative static line anchor cable. The winches are installed on appropriate
support under the ceiling of the cargo compartment at frame 10. Two proper cable guide supports on the ceiling
at frame 12 ensure correct unwinding/rewinding of the winches cables. When not in use, the retrieval winches
can be stowed in their operating position without restricting the dimensions of the loading area. Each winch
operates from a 28 V dc 5A aircraft power supply used to power the control circuits and 115/200 V ac, 400 Hz
3 phases at 15 A for motor power and is installed by a remote control pendant. For further information refer to
FAM.1C-27J-9 manual.
1-56. The purpose of the anchor cables is to connect the parachute static lines to the aircraft, allow retrieval
of parachute bags, and recovery of a parachutist. Each cable can be stowed by means of two stowing drum be-
tween frame 31 and 32 at left and right side of the fuselage. Static line retrieval can be performed independently
by connecting the spring catch of each retrieval winch cable to the sliding sleeve on each anchor cable.
1-57. MEDICAL CONFIGURATION
1-58. GENERAL (Figure 1-10). The aircraft is designed to accept installations necessary for this type of
mission. The main features relative to this configuration are structural in character and enable the installation
of a maximum number of 36 injured people on litters plus 6 slightly injured people and/or medical assistance
personnel sitting on light seats. The litters are arranged in three longitudinal rows, two of which are on the sides
of the cargo compartment and the third is along the center. Each row comprises three groups of four frame
litters. The light seats are arranged near the ramp zone: three on the left side and three on the right side. They
are all single seats like the ones used in the troop transport configuration.
1-59. Holes are made in the cargo compartment side structures to carry the wiring for medical equipment
(electric blankets, lamps, sterilizers, etc.). The relative wiring is installed along the cargo compartment sides
to facilitate installation of these sockets. The fixed toilet, which is standard equipment in all configuration of
the aircraft, has been designed to conform with rules and requirements relative to the aeromedical evacuation
configuration. These rules and requirements refer to contamination, drinking water capacity, etc.
1-60. BALLISTIC PROTECTION SYSTEM
1-61. GENERAL (Figure 1-11). The Ballistic Protection System requires the installation of a kit composed of
kevlar ceramic and ballistic steel protection panels, supplied by MARCONI SERVICE, respectively 22.5 and 12
mm thick. These panels ensure adequate protection from small arms fire that could cause injury to crewmem-
bers or damage to the aircraft. The Ballistic Protection System is able to contrast the threat of the following
bullets:
A. Bullet caliber 12.7 AP, fired from distance of 1000 meters with an impact angle of 30 degree.
B. Bullet caliber 12.7 AP, fired from distance of 1200 meters with an impact angle of 0 degree.
C. Bullet caliber 7.62 AP, fired from distance of 50 meters with an impact angle of 0 degree.
The panels, simple to be installed, removed and maintained, appropriately shaped, are installed on aircraft
using the relevant structural provisions, thus ensuring an adequate protection to crew and to the equipment,
that, if hit, could explode damaging the aircraft (emergency oxygen bottles located in the cargo compartment
and liquid oxygen converters located in the L and R main landing gear fairing). The Ballistic Protection System
also contains portable emergency oxygen bottles located in the flight compartment beside the pilot and copilot
seats. The bottles are fitted in vertical position by means of two VELCRO stripes for each.
1-19
FAM.1C-27J-2-1
Figure 1-10. Medical configuration
1-20
FAM.1C-27J-2-1
Figure 1-11. Ballistic protection system
1-21
FAM.1C-27J-2-1
1-62. MAJOR COMPONENT DIMENSIONS AND PARAMETERS
1-63. GENERAL (Figure 1-12). Except where otherwise stated, all dimensions refer to the aircraft in level
flightline attitude.
COMPLETE AIRCRAFT
Wingspan 94.16 ft
Overall length 74.47 ft
Maximum height (shock 34.70 ft
absorbers fully extended)
Propellers 4.26 ft
Basic operative empty weight 34612 lb
Maximum takeoff weight 56879 lb
(surfaced runways)
WING
Type High cantilever

Profile NACA 63A315
Rib chord:
- at joint 11.15 ft
- at tip 5.53 ft
- mean aerodynamic chord 9.78 ft
Aspect ratio 10
Thickness:
- % of chord at joint 15%
- % of chord at tip 15%
Dihedral 2 30’
Twist 3 26’
AILERONS
Chord (as % of wing chord 24%

about rotation axis)
Angular travel:
- up 26
- down 19
FLAPS
Span 2 x 29.03 ft
Chord, including tab (as %
of wing chord):
- outer wing flap 31.5%
- central wing flap 26.176%
Maximum extension angle:
- inner flap 20
- outer flap 45
SPOILERS
Span 9.84 ft
1-22
FAM.1C-27J-2-1
Extension angle:
- in flight 77 30’
- on ground 90
Mean chord 0.75 ft
FUSELAGE
Length 74.47 ft
Height 11.64 ft
Width 11.64 ft
Minimum ground clearance
of:
- crew door 4.10 ft (approx.)
- paratroops door 3.28 ft (approx.)
- cargo floor (at ramp) 3.28 ft (approx.)
Dimensions of:
- crew door 1.52 x 2.30 ft
- paratroops door 1.92 x 2.98 ft
- cargo floor access area 2.45 x 7.38 ft
Total usable cargo area 8.59 x 8.03 ft
TAIL UNIT HORIZONTAL SURFACE
Airfoil section NACA 63A012

Thickness 12%
Span 40.68 ft
Chord at joint 7.75 ft
Chord at tip 3.49 ft
Elevator extension angle:
- up 25
- down 25
TAIL UNIT VERTICAL SURFACE
Profile NACA 0012-64

Height of tail unit horizontal 18.53 ft
axis
Thickness 12%
Chord at joint 15.94 ft
Chord at tip 5.90 ft
Rudder angular travel:
- right 30
- left 30
Rudder chord at joint 7.25 ft
Rudder chord at tip 2.61 ft
SURFACE AREAS
Wing (including ailerons) 882.648 sq ft

Ailerons (behind rotation axis) 21.53 sq ft x 19.63 sq ft
Flaps (including tab) 21.53 sq ft x 99.02 sq ft
Spoilers 21.53 sq ft x 8.88 sq ft
1-23
FAM.1C-27J-2-1
Tail unit horizontal surface 255.10 sq ft

Tail unit vertical surface 206.77 sq ft
LANDING GEAR
Main gear track 12.04 ft

Wheelbase (at full extension) 20.19 ft
Main gear tyre size 38.02 in x 12.81 in x 16 in
Main gear wheel axle travel 1.66 ft
(max) fwd
Main gear wheel axle travel 2.13 ft
(max) aft
Nose gear type size 28.7 in x 10.76 in x 10 in
Nose gear wheel axle travel 1.43 ft
(max)
ENGINE NACELLE
Length 16.40 ft
Span between nacelle axes 31.17 ft
1-64. MAJOR COMPONENTS WEIGHTS
1-65. GENERAL. The weights of major components are listed in Figure 1-13 to facilitate removal and in-
stallation operations and to allow compensation to be made for weights removed.
1-66. AIRCRAFT FRAMES AND RIBS
1-67. Figure 1-14 shows the complete numbering system for all stations of the complete aircraft.
1-68. AIRCRAFT DOORS AND HATCHES
1-69. Figure 1-15 shows all doors, hatches and access panels along with their relative numbers. Reference
to doors, hatches and panels is made in the maintenance procedures of the various manuals by means of this
number. Some openings allow access to more than one component. The name given in the figure legend
normally refers to only one of these, therefore to identify panels, it is better to refer to the number rather than to
the component to which it gives access. In order to prevent dust and foreign material from entering the various
compartments, hatches and access panels must not be left open unnecessarily.
1-70. SYMBOLS USED ON AIRCRAFT
1-71. Established values and dimensions are marked on the fuselage, wing, fin, and landing gear. The
markings are intended to provide quick identification of points for replenishing, towing, mooring, load bearing,
suspension, inspection, check, danger, and rescue (Figure 1-16). The specification of the fluid to be used is
marked at each replenishing point. All access doors and hatches to maintenance areas are identified by a
specific number.
1-24
FAM.1C-27J-2-1
Figure 1-12. Outline dimensions
1-25
FAM.1C-27J-2-1
Figure 1-13. Major components weights
1-26
FAM.1C-27J-2-1
Figure 1-14. Aircraft stations (sh. 1/2)
1-27
FAM.1C-27J-2-1
Figure 1-14. Aircraft stations (sh. 2/2)
1-28
FAM.1C-27J-2-1
Figure 1-15. Doors and hatches (sh. 1/13)
1-29
FAM.1C-27J-2-1
1-30
FAM.1C-27J-2-1
1-31
FAM.1C-27J-2-1
1-32
FAM.1C-27J-2-1
1-33
FAM.1C-27J-2-1
1-34
FAM.1C-27J-2-1
1-35
FAM.1C-27J-2-1
1-36
FAM.1C-27J-2-1
1-37
FAM.1C-27J-2-1
1-38
FAM.1C-27J-2-1
1-39
FAM.1C-27J-2-1
1-40
FAM.1C-27J-2-1
1-41
FAM.1C-27J-2-1
Figure 1-16. Symbols
1-42
FAM.1C-27J-2-1
1-72. GROUND SAFETY RULES
1-73. Always observe the following general safety rules:
WARNING
Assure that landing gear safety pins are installed.
A. Before starting any work on the aircraft, ensure all safety devices are installed: nose gear lock,
caps, covers, safety pins, hatches, etc. Also ensure the aircraft and all maintenance equipment
are properly grounded and all fore and aft main gear wheel chocks are firmly in place.
B. When the turboprop is running, pay attention to the propeller and to exhaust gases.
C. Use equipment only according to the recommended methods.
D. Immediately stop any operation on the fuel system if an unexpected leak starts or a fire risk is
noticed.
E. All fuel operations must be performed with the aircraft outside and at least 98 ft (30 m) from hangars
or other buildings.
F. Respect minimum recommended distances between one aircraft and another when parking.
G. Connect Power Unit static ground wire to the aircraft before switching on the external electrical
supply when required.
H. In case the ECS is off, while the electric/electronic equipment cooling system is running, to pre-
vent negative fuselage pressure value and consequent possible injury to personnel and/or aircraft
damage, assure that the sliding windows are open or other air entrance sources are available, (i.e.
doors, hatches).
I. Aircraft electrical and hydraulic power must be switched off if not specifically requested.
J. External power supplies and battery must be disconnected during the time necessary for mainte-
nance operations if not specifically requested.
K. To ensure personal safety and minimize component damage, verify mechanical circuit breakers
are open and tagged prior to connector and component removal and replacement.
L. Improper or inadequate safety practices used on electrical connectors carrying HIGH -VOLTAGE
may result in injury to personnel and/or damage to aircraft.
M. Do not force the connectors together. If pins are not aligned, they will be bent or distorted and will
not make complete contact.
N. If a shelf has been removed or its electrical interfaces disconnected for item replace/repair, retest
shall be performed.
O. Bag all removed hardware to prevent foreign object damage.
P. When an item cannot be lifted with ease, use two or more people to prevent injury.
Q. Position and remove stepladder or platform based on access to the items.
R. For specific and additional safety measures, refer to applicable aircraft publications.
1-74. TROUBLESHOOTING RULES
A. The aircraft must be in safe condition before starting the troubleshooting.

B. Improper or inadequate preparation of the aircraft may result in injury to personnel and/or damage
to the aircraft.
C. The aircraft must be located in an area suitable for maintenance operations.
1-43
FAM.1C-27J-2-1
D. No other maintenance activities must be performed during troubleshooting.
1-75. ELECTROSTATIC DISCHARGE TO GROUND. The mixture employed for the main gear tyres includes
electrically conductive additives which have the purpose of discharging any static electricity accumulated by the
aircraft during flight.
1-76. AIRCRAFT GROUNDING. The main grounding points are shown in Figure 1-17. A satisfactory ground
connection can also be made by fixing one end of a metal cable, of high electrical conductivity, to a mooring
ring on the ground and the other end to one of the nose gear tow-bar connection points. Ground mooring rings
are generally good grounding points and allow a satisfactory discharge of accumulated static electricity. When
the aircraft is connected to ground, ensure the cable terminals mantain metal-to-metal contact. Also, ensure the
cables and grounding points are not rusted or corroded.
1-77. LANDING GEAR GROUND SAFETY DEVICES (Figure 1-18). The nose landing gear is provided with
a housing located at the junction between the upper drag brace and the cardan, which allows a ground safety
pin to be fitted to prevent inadvertent retraction of the NLG on ground. The main landing gear is provided with
a hole located at one end of the gland housing of the retract actuator which, in conjunction with a hole in the
ramrod retract actuator, allows a ground safety pin to be fitted to prevent inadvertent retraction of the MLG on
ground.
WARNING
The nose gear safety locking device must be removed

immediately before flight.
1-78. EMERGENCY EXITS IN FLIGHT AND ON GROUND. The Figure 1-19 shows the various emergency
exits available to the crew for rapid evacuation of the aircraft both in flight and on ground.
1-79. EMERGENCY EXITS AFTER DITCHING. The Figure 1-20 shows the various emergency exits avail-
able to the crew for rapid evacuation of the aircraft following ditching.
1-80. EXTINGUISHING FIRES ON GROUND. On ground fires generally start during running or starting of
the turboprop due to insufficient drainage, fuel residues or over-rich fuel mixtures.In most cases such fires are
limited to the back-end of the turboprop. On-ground fires can also be caused by improper aircraft grounding,
incorrect oxygen replenishing, overheating of the brakes, welding operations on the aircraft, operation of the
radar during fuel operations, smoking within or close to the aircraft and disconnection of hydraulic or fuel piping
with electrical supply connected (particularly when the fluid in the piping is still under pressure). Three portable
HALON 1211 extinguishers of 3.31 lb ± 5% (1.5 kg ± 5%) each (Figure 1-21) are included in the flight and cargo
compartment. One extinguisher is located in the flight compartment, one close to the crew entrance door in the
cargo compartment, and one close to the L paratroops door, also in the cargo compartment. For each turboprop
nacelle, fire protection comprises a warning system and extinguishing system.
1-81. The APU, installed in the L main landing gear fairing, has similar fire protection systems. The fire
extinguishing system is actuated by means of three fire handles located on the Front Overhead Control Panel
(210VE); when the handles are pulled, they stop the flow of flammable fluids to engines or APU. If the fire does
not extinguish, the crew should rotate the fire handle L to discharge the main bottle within the affected nacelle or
APU compartment and dispense the extinguishing agent. Furthermore, the APU fire extinguishing system may
be actuated by means of a pushbutton switch located on the APU Remote Control Panel; this panel is installed
on the rear part of the L main landing gear fairing. When considerable quantities of fuel have been externally
discharged either due to leakage or to the defuelling system, the area covered with fuel must be immediately
covered with foam.
1-44
FAM.1C-27J-2-1
Figure 1-17. Aircraft electrical grounding points
1-45
FAM.1C-27J-2-1
Figure 1-18. Nose and main gear downlock devices
1-46
FAM.1C-27J-2-1
Figure 1-19. Emergency exits in flight and on ground
1-47
FAM.1C-27J-2-1
Figure 1-20. Emergency exits after ditching
1-48
FAM.1C-27J-2-1
Figure 1-21. Portable extinguishers
1-49
FAM.1C-27J-2-1
1-82. MAINTENANCE
1-83. CONTROL CABLE CHECK AND REJECTION CRITERIA
1-84. GENERAL. The following terms define components used in control cables:
A. WIRE: each individual cylindrical steel rod or thread

B. STRAND: each group of wires helically laid
C. CORE: the central strand about which the remaining strands of the cables are helically laid
D. CABLE: a group of strands helically laid about a core.
The aircraft control cables are in carbon steel or corrosion-resistant steel; they are of various type construction,
as follows (for MIL-DTL-83420M):
– class 7 x 19 (7 strands of 19 wires - extra flexible type)

– class 7 x 7 (7 strands of 7 wires - flexible type)
1-85. CABLE CHECK. Perform check as follows:
WARNING
Gloves shall be worn when handling control cables.
A. Check cables for broken wires by passing a cloth along the length of the cable.
B. Visual inspection will enable broken wires to be detected if cloth snags on cable.
C. When snags are found, closely examine the cable to determine full extent of damage.
D. Visually inspect cables for wear especially in those sections of cables in contact with pulleys, fair-
leads or pressure seals.
E. Carefully check for corrosion any cable that has a broken wire in section not in contact with wear
producing airframe components such as pulleys, fairleads, etc.
F. It may be necessary to remove and flex the cable to properly inspect it for internal strand corrosion.
NOTE
• Wear normally occurs along the working length of the cable

either over a contact area at one side of the cable or around
the cable periphery.
• Internal cable wear occurs in the section of the cable which

pass over pulleys or quadrants. This condition is not easily
detected unless the strands of the cable are separated. Under
unfavorable operating conditions internal cable wear can be
greater than external cable wear.
Areas especially prone to cable corrosion are as:
A. battery compartments
B. lavatories
C. landing gear walls.
Usually these areas are where concentrations of corrosive

fumes, vapors and liquids can accumulate.
1-50
FAM.1C-27J-2-1
1-86. CABLE REJECTION. Control cable rejection criteria are as follows:
• Wear excess
• Broken wires in excess of specified limits
• Corrosion.
WEAR. Permissible design wear limits over a one inch (25.4 mm) length of cable, provided that there
are no broken wires, are as follows:
– with a class 7 x 19 cable, a material reduction at any cross section not in excess of area of 6 wires;
– with a class 7 x 7 cable, a material reduction at any cross section not in excess of area of 3 wires.
NOTE
Any wire worn more than 50 % of its diameter shall be counted

as a broken wire. In this case material reduction must not exceed
area of 5 wires (7 x 19) or 2 wires (7 x 7).
BROKEN WIRES. Permissible limits for cables with broken wires are as follows:
– with a class 7 x 19 cable, 6 broken wires over a length of one inch (25.4 mm) with a maximum of
3 broken wires for strand
– with a class 7 x 7 cable, 3 broken wires over a length of one inch (25.4 mm) with a maximum of 2
broken wires for strand
– with those sections of cables which pass around pulleys or through fairleads and pressure seals
a maximum of 3 broken wires is permissible.
NOTE
There must be no broken wires over two successive lengths of one

inch (25.4 mm).
CORROSION.
– In case of surface corrosion:
A. Carry out a more detailed inspection requiring cable slackening for inspection of inner strands
B. Discard the cable if inner strand corrosion is found.
– In case of minor corrosion:
A. Clean the cable using a brush or a cloth soaked with white spirit MIL-PRF-680A
B. Allow to dry
C. Apply tectyl 502 C (MIL-PRF-16173E GRADE II).
NOTE
Do not saturate cloth or cables with solvent since solvent pene-

tration to cable core washes out lubricant and permits rapid wear
and corrosion.
1-51
FAM.1C-27J-2-1
1-87. CHECK AND ACCEPTABILITY LIMITS FOR CONTROL CABLE SHEATHS
1-88. GENERAL. Some sections of control cables are provided with outer stiffening sheath. The metallic
sheath consists of an aluminum alloy tube 6061 T6 (according to SAE-AMS4083) upset according to MIL-DTL-
6117J. The types of damage normally encountered on the control sheath are as follows: wear, crack and/or
breaking, deformation, and corrosion. Wear, crack and/or breaking, and deformation of sheath can be encoun-
tered in the area where the sheath operates. These areas are located near fairleads, the passages through
bulkheads, or areas where the sheath can come in contact with structural parts. The corrosion of the sheath
occurs in the areas in which condensation and accidental concentration of corrosive fumes are present.
1-89. CHECK PROCEDURE. Check the sheathed cable parts as follows:
A. Visually inspect those parts of cable exposed to the action of chemical and/or atmospheric agents
or those parts which can accidentally interfere with structural parts.
B. Clean the sheath with a cloth, in such a way to make evident the type of damage and its exstension.
C. Visually inspect the wear, breaking, deformation and corrosion status of the sheaths.
1-90. ACCEPTABILITY LIMITS: The cables that show the sheath damaged beyond the limits shown here-
inafter, must be discarded:
WEAR The cable is within the limits if it shows: - wear on the sheats such
that the metal rope is still covered. If the wear does not involve
operation troubles (jerks, squeals, jammings) the damage can be
disregarded. Otherwise, the sheath can be repaired according to the
procedure given in REPAIR PROCEDURE paragraph.
CRACKS AND/OR The cables can be considered within the limits if they show:
BREAKING - a sheath breaking involving that the metallic rope is in view - cracks
on the sheath near the part passing through
CORROSION The cables can be considered out of limits if they show: - heavy
corrosion on the metallic sheath - corrosion diffusion on a wide
part of sheath surface
DEFORMATION The cables are considered within the limits if their sheaths do not
show: - sharp edges and/or knots or twistings which can cause
the rope to break - a deformation that does not allow to restore
straightness. Small deviations from straightness are allowed if
absence of interferences between the sheath and the structure,
has been ascertained or anomalies during use of relevant control
(stiffenings, jammings, squeals and so on).
1-91. REPAIR PROCEDURE
– WEAR. If wear of sheath is within the limits defined in the previous paragraph, carry out repair
procedure as follows:
A. Act on the proper control in such a way to place the worn sheath part to an easily accessible
area and lock it in this position.
WARNING
Wear the gloves while handling the control cables.
NOTE
Take care not to uncover and sand the metallic rope strands.
B. Sand the area with thin abrasive paper.
C. Carefully clean with cloth the area to repair.
1-52
FAM.1C-27J-2-1
WARNING
Provide a proper ventilation when trichloroethane is

used, avoid inhaling fumes and contact with the skin.
D. Degrease the area to repair the trichloroethane solvent or equivalent (D 4126) on a surface
at least approximately 2 in (50 mm) larges on each side.
E. Heat the cable at 80 F (about 27 C) minimum.
WARNING
Provide a proper ventilation when epoxy compound is

used, avoid inhaling fumes and contact with the skin.
F. Mix the two components A and B of EC1751 epoxy compound 3M MINNESOTA according
to the instructions shown on the container.
G. Apply the epoxy compound on the worn area in a quantity such to reach a level slightly higher
than the sheath.
H. Restore, as far as possible, original profile of sheath.
I. Let epoxy compound air-cure or oven-cure according to the following table:
NOTE
Repair of the cables not laying can be carried out according to the
operations described from step B. through step K. of this para-
graph.
– CORROSION. In presence of superficial corrosion repair as follows:
A. Repeat operations from step A. through step D. of topic WEAR of this paragraph.
B. Apply tectyl 502C or equivalent (MIL-PRF-16173E) on the repair zone.
C. Restore the control.
In presence of slight corrosion or such that the metallic rope is not touched, repair as follows:
A. Repeat operations from step A. through step N. of topic WEAR of this paragraph.
– DEFORMATION. Gradual and not extended deformations can be eliminated by straightening the
cable by hand.
Table 1-1. Curing times
TEMPERATURE TIMES
75 F (about 24 C) 24 h
150 F (about 66 C) 1h
250 F (about 121 C) 5 min
1-92. SAFETY LOCKING
1-93. All screws requiring safety locking must be secured with appropriate wire which must pass through
the holes provided in the screws themselves.
1-53
FAM.1C-27J-2-1
NOTE
Use only corrosion-resistant steel locking wire minimum diameter

0.032 in (0.81 mm) conforming to federal specification QQ-W-423,
except where otherwise specified.
Wire must only be used; once do not re-use after removal.
Avoid bending the wire sharply during assembly.
The wire must be as short as possible and anchorage effected in
the most direct manner possible.
1-94. Safety locking can be effected in two ways: single wire or twisted dual wire. The first method must
be used on small closely spaced screws on the perimeter of closed geometrical forms (triangle, quadrilateral,
rectangle, circle, etc.), on electrical system components and inaccessible areas. The twisted dual wire system
(Figure 1-22 Detail A) must be used on widely spaced components: no more than three components must be
included in one locking operation and, in any event, the wire must be no longer than 24 in (610 mm). Compo-
nents must be locked so that the safety wire tightens as the component tends to slacken. The free end of the
wire must be coiled a minimum of three and a maximum of six times and be bent behind or under the component
(in the direction which increases the tension) in order to avoid a dangerous protrusion. It is preferable to pass
the wire around the head of the component which is being locked: it is acceptable to pass the wire over the
assembly when compactness is unimportant and where there is no danger of the wire being cut by any parts
above it. With the exception of socket screws over whose heads the wire must pass, safety locking must always
pass around the heads of any components to be connected which are not involved in the locking operation.
1-95. SPLITPINS. Splitpins are used to lock castellated nuts. The hole on the threaded portion of the screw
must not be outwith the nut (Figure 1-22 Detail B). Splitpins must be used only once if removed, they must not
be reinstalled.During installation, avoid excessively sharp bends. Splitpins can be fitted in two ways: with the leg
bent parallel to the axis of the nut, or with the leg bent at right angles to the nut (Figure 1-22 Detail C). Where
possible, the first method is preferable with the exception of cases where it could cause injury to personnel,
damage to clothing and/or equipment.
1-96. TAB WASHERS. These must be fitted according to Figure 1-22 Detail D. Washers must be able to
withstand at least two 90 bends, from the same side, in both longitudinal and transversal directions.
1-97. SAFETY LOCKING FOR TURNBUCKLES. Before locking, both ends must be screwed into the nut by
equal amounts and no more than three threads of either end should be visible (Figure 1-23 Detail D). Safety
locking of normal turnbuckles and of quick-opening turnbuckles must be performed as shown in details A and
C, respectively, of Figure 1-23. The clips shall be installed when the AN part is replaced by an MS turnbuckle
on a repair/replacement basis (Figure 1-23 Detail B). It is permissible to use a clip locking device on one end
and safety wire on the opposite end.
1-98. TIGHTENING TORQUES
1-99. Standard tightening torque values are given in Table 1-2 and Table 1-3. These tables give the maxi-
mum and minimum tightening torque values in mkg and in lb for standard bolts using various types of nut.
1-100. SPECIAL TIGHTENING TORQUE VALUES. Refer to Figure 1-24 for special tightening torque values.
1-101. TIGHTENING TO SPECIFIED TORQUE. When a torque is specified in a procedure, it is important

that the nuts concerned are accurately tightened to this value using a suitable torque wrench.
1-54
FAM.1C-27J-2-1
Figure 1-22. Safetying nuts and bolts
1-55
FAM.1C-27J-2-1
Figure 1-23. Safetying turnbuckles
1-56
FAM.1C-27J-2-1
Table 1-2. Tightening torques (components subjected to shear)
SCREW
NAS 464, NAS 583 to 590 and NAS 1103 to 1120 (R = 112 to 126)
FLAT NUTS
(NON SELFLOCKING) AN 320 (SELFLOCKING) NAS 679A AN
NOMINAL THREAD 364, MS 20364, H-14
TALL NUTS
(NON SELFLOCKING)* AN (SELFLOCKING) AN 363, MS
310 and AN 315 20365, MS 21044 to 46, LH 3393
H20, 2452 (cylindrical)*
in mm mkg in lb mkg in lb
N. 8-32 4.17 0.08 thru 0.10 7 thru 9 0.18 thru 0.20 16 thru 17
1/4-28 6.35 0.37 thru 0.41 30 thru 35 0.68 thru 0.76 59 thru 66
1-14 25.40 27.2 thru 30.2 2360 thru 2630 34.6 thru 38.4 3010 thru 3350
* Only to be used in exceptional cases.
Note: The above tightening torques refer to steel nuts.
1-102. Ensure that the components are correctly aligned, then screw the nuts down alternately. Finally, tighten
the nuts gradually up to the specified torque.
CAUTION
To avoid over-stressing which could cause distortion, do not

exceed maximum torque values when tightening up. Do not
tighten nuts to the specified torque in one operation as this
results in bad load distribution and over-stressing of compo-
nents.
Do not lubricate threaded components with grease or oil as
this tends to increase effective torque values. Before in-
stallation, it is therefore advisable to clean the components
carefully, eliminating all traces of lubricant: in particular, this
refers to the underside of the bolt-head, the corresponding
bearing surface and any other sliding surfaces (washer, nut
and threaded surfaces).
1-57
FAM.1C-27J-2-1
NOTE
For slow-settling washers, it is necessary to maintain the applied

torque value for a certain period in order to achieve the correct
torque value under steady-state conditions.
1-103. When using castellated nuts or tab washers, the minimum specified torque value should first be used;
the nut should then be further tightened until a suitable locking position is aligned. If this position cannot be
reached without exceeding the maximum torque value, different washers, nuts, or screws must be used in order
to achieve the correct value.
Table 1-3. Tightening torques (components subjected to tension)
SCREW
(R >/= 88)
AN 3 to 20 (R >/= 112) (R >/= 126)
AN 73 to 81 NAS 624 to 644
AN173 to 186 MS 20004 to 20024 MS 21250
MS20073-74
TALL NUTS
NOMINAL
AN 310, AN 315, AN 363
THREAD
DIAMETER MS 20365
MS 21044 to 46 AN 310, LH 3393 - H AN 310, LH 3393 - H
20 -2452 20 -2452
LH 3393 - H 20 - 2452 (cylindrical) (cylindrical)
(cylindrical)
FLAT NUT
(SELFLOCKING)
H - 14 - -
in mm mkg in lb mkg in lb mkg in lb
N. 8-32 4.17 0.15 thru 0.17 13 thru 15 0.18 thru 0.20 16 thru 17 0.20 thru 0.22 17 thru 19
1/4-28 6.35 0.67 thru 0.74 60 thru 65 0.96 thru 1.07 85 thru 95 1.08 thru 1.20 95 thru 105
1-14 25.40 46.6 thru 51.8 4060 thru 4500 69.3 thru 77.0 6020 thru 6700 77.9 thru 86.5 6770 thru 7500
Note: The above tightening torques refer to steel nuts.
1-58
FAM.1C-27J-2-1
Figure 1-24. Torque values (sh. 1/14)
1-59
FAM.1C-27J-2-1
1-60
FAM.1C-27J-2-1
1-61
FAM.1C-27J-2-1
1-62
FAM.1C-27J-2-1
1-63
FAM.1C-27J-2-1
1-64
FAM.1C-27J-2-1
1-65
FAM.1C-27J-2-1
1-66
FAM.1C-27J-2-1
1-67
FAM.1C-27J-2-1
1-68
FAM.1C-27J-2-1
1-69
FAM.1C-27J-2-1
1-70
FAM.1C-27J-2-1
1-71
FAM.1C-27J-2-1
1-72
FAM.1C-27J-2-1
Table 1-4. Nut and Bolt Tightening Torques (pound per inch) (Note 1)
HEXAGONAL
SELFLOCK-
HEXAGONAL SELFLOCKING
ING NUT
N NUT FROM 4 thru 7/16 ONLY.
FROM 2 TO
HEXAGONAL CASTELLATED ALL NUTPLATES, ALL CLIP
U SELFLOCKING NUT (12 1-1 .
P/N AND NUT. NUTS.
POINTS). HEXAGO-
T TYPE LIMITED TO 7/16 THRU 1-1/4 INSERTS AND TAPPED HOLES.
BARREL NUT. NAL CASTEL-
HEIGHT ONLY. MS 21042 HEXAGONALS.
LATED NUT,
HEXAGONAL CASTELLATED
FROM 103
NUT FROM 3/16 TO 1–1/4” HIGH.
TO 120, LOW
TYPE.
200, 156S,
125S,
CLASS (KSI) 260, 220 180, 160 160 160 125S, 95S 95S ALL
95S
160 110S
HEXAG- HEXAG-
12 FLAT 100” 12 FLAT 100”
TYPE 12 POINTS ONAL ONAL ALL
POINTS HEAD HEAD POINTS HEAD HEAD
HEAD HEAD
B NAS
NAS
O 60703 AN-3
1131 NAS
L NAS thru
NAS 1151
T 6720 AN-20
PART MS 1138 thru
NAS NAS ALL
NUMBER 21250 NAS 1158
6603 1801
623 NAS
thru NAS
NAS 1102
NAS 1802
1100
6620
NOMINAL TORQUE TORQUE TORQUE TORQUE

DIMENSION Dry Lubricated Dry Lubricated Dry Lubricated Dry and
Lubricated
2-56 o 2-64 — — — — 3.4 - 4.5 3.4 - 4.5 3.4 - 4.5
4-40 o 4-48 — — — — 6-8 6-8 6-8
6-32 o 6-40 — — — — 12-15 12-15 12-15
6-32 o 8-36 — — — — 15-20 15-17 15-17
(Note 3) (Note 2) (Notes 2 and 3) (Note 3) (Note 3)
10-32 — — 30-35 20-25 25-35 20-25 18-25
1/4 - 28 90-125 70-80 65-100 50-75 50-80 50-75 30-50
5/16 - 24 180-250 145-180 130-200 90-125 100-150 90-125 60-85
3/8 - 24 300-500 275-330 220-410 150-250 160-240 150-200 95-360
7/16 - 20 510-640 370-440 370-690 260-425 450-550 260-425 270-350
1/2 - 20 870-1300 500-575 630-1070 440-650 480-790 440-650 280-510
9/16 - 18 1300-1800 800-1000 1000-1470 700-920 800-1150 700-920 480-850
5/8 - 18 1900-2300 1350-1650 1400-1900 1000-1200 1100-1500 1000-1200 680-880
3/4 - 16 3300-4300 2800-3300 2400-3500 1700-2150 2300-1000 1700-2150 1300-2000
7/8 - 14 5100-6700 3900-4500 3700-5500 2600-3400 2500-4500 2600-3400 1500-3300
1-2 o 1-14 7080-10900 6200-7000 5100-8900 3600-5500 3700-7500 3600-5500 2200-5300
1-1/8 - 12 9500-13000 8300-9400 6900-10700 4900-6700 5000-9000 4900-6700 3000-6200
1-1/4 - 12 15800-19200 11000-12000 11500-15700 7500-9700 9000-13000 7500-9700 5400-8600
1-3/8 - 12 20000-24000 16000-17000 — — — — 7000-9000
1-1/2 - 12 — — — — — — 10000-12000
(Note 1): When bolt shall installed by tightening the head as when bolts are installed in nutplates, in clip nuts, in barrel nuts, inserts on
tapped holes, it shall be tightened to nut maximum torque value as shown in table + 10%.
(Note 2): When 12 points (200 KSI) bolts are installed with 12 points selflocking nuts, use value in column with this note number.
(Note 3): Lubricated bolts include dry film lubricated bolts (MIL-PRF-46010F) and bolts lubricated with antiseize compound as
EASE-OFF 990, MIL-C-11796C and MIL-PRF-23827C applied on threads.
1-73
FAM.1C-27J-2-1
1-104. It may occur that the tightening torque has to be applied to the nut rather than to the bolt or screw. If
the torque must be applied to the bolt or to the screw, use a tightening torque of 10% greater than the nominal
value.
1-105. When the nut is locked by splitpin, it must first be tightened to the minimum specified torque; if neces-
sary, the nut is then further tightened until the next nut castellation aligns with the hole in the bolt or screw. Do
not slacken the screw to achieve alignment.
1-106. When a tightening torque is applied to a series of bolts on a flange or restricted area, select a nominal
value within the permitted torque range and tighten all bolts, in series, to this value. This system is recom-
mended to avoid the possibility of tightening the various bolts to different values within the tolerance range and
consequent incorrect assembly. For example, if some of the bolts in a series are tightened to minimum value and
the others to maximum, the risk of the bolts shearing under normal operating conditions is increased. This is
because the loading, which should be uniformly distributed among the bolts, is concentrated on the bolts which
are most tightened.
CAUTION
When components have been heated or cooled during in-

stallation, do not tighten the nuts or bolts until the component
has returned to ambient temperature. If the component has
been cooled, the mountings can be overstressed when the
component expands.
1-107. TORQUE WRENCHES
1-108. Use the most suitable torque wrench to tighten nuts to the specified torque. Figure 1-25 gives a guide
to the type of wrench (maximum torque) as a function of the torque to be applied along with the relative maximum
tolerance of the wrench. Use adapters and/or general-purpose tools only if absolutely necessary and do not
use too large wrench for a particular operation. When a quadrant-type torque wrench is used, apply the load
gradually until the desired torque is reached. When a preset torque wrench (click-type) is used, tighten gradually
until the wrench clicks showing that the desired torque has been reached. Do not apply any further tightening.
1-109. EXTENSIONS. The effective wrench length varies when an extension is used with a torque wrench.
If an extension is used, the torque indicated by the wrench (torque shown on the quadrant or on the indicator of
the wrench) can be different from the effective torque applied to the nut or bolt. When using an extension, the
wrench should therefore be calibrated to compensate. The increase or decrease in effective torque with respect
to indicated torque.
1-110. TORQUE WRENCH MEASUREMENT (Figure 1-25). The increase or decrease of the effective length
(L) of the extension (E) depends on the positioning of the extension of the wrench. When the extension is
oriented in the same direction as the wrench, the effective length of the extension must be added to that of
the wrench (L + E). When the extension is oriented towards the wrench handgrip, the effective length of the
extension must be subtracted from that of the wrench (L - E). When the extension is at 90 to the wrench, the
effective length remains unchanged and no calculation is required. The effective length of a torque wrench
varies from wrench to wrench and is therefore a characteristic for the particular tool.
1-111. INSTALLATION OF FLEXIBLE AND RIGID PIPING
1-112. Refer to the manual concerning the system in which the piping is found for information on the instal-
lation rules for flexible and rigid piping.
1-113. IDENTIFICATION OF PIPING. All rigid and flexible piping is colour-coded in accordance with the sys-
tem and its function by means of identification clips. Figure 1-26 gives the colour-codes normally used.When-
ever a maintenance operation is requested which involves rigid or flexible piping, the personnel concerned must
1-74
FAM.1C-27J-2-1
identify the system and be aware of the function performed by the piping in the system. In this way, the conse-
quences of disconnecting the piping can be known with accuracy.
WARNING
When oxygen system piping is installed, it is of almost

importance that neither grease nor oil come into contact
with the oxygen.
CAUTION
Hydraulic piping must be protected from dust and foreign

material which could block the small apertures found in hy-
draulic components and adversely affect system functioning.
1-114. Whenever rigid or flexible piping is disconnected, the end fittings must be immediately capped and
remain so until they are reconnected. Do not bend rigid or flexible piping and avoid leaving the piping in places
where it could contact grease, hot oil, etc. Identification clips which are damaged so as to compromise the
legibility of the symbols, must be replaced.
NOTE
Ensure that all rigid and flexible pipes are adequately separated to
avoid rubbing and interference with moving components. In areas
in which cables and piping are close together, ensure that there is
no interference.
1-115. CIRCUIT BREAKERS
1-116. The circuit breakers (Figure 1-27) fitted in the aircraft are principally intended as electrical circuit safety
devices. Extraction/insertion type circuit breakers should be operated by hand as seldom as possible.The circuit
breakers which must be closed to supply the aircraft various equipment are listed in FAM.1C-27J-2-8 manual.
NOTE
The removal and installation procedure of the circuit breakers is to

be considered a standard practice procedure.
1-117. ELECTRICAL POWER SUPPLY (CONNECTING – DISCONNECTING BATTERIES)
1-118. Connect batteries as follows:
A. Open the access panel 220CZ.
NOTE
Check that the battery connectors 8PAB and 9PAB are connected.
B. Connect each electrical connector (8PAA – EMERG BUS) and 9PAA (APU BUS) to the relevant
battery plug, by rotating the knob clockwise.
C. Install wire locking on the battery connectors.
D. Close the access panel 220CZ.
1-75
FAM.1C-27J-2-1
1-119. Disconnect batteries as follows:
NOTE
The battery switches on EGPS Control Panel (202VE) must be on

OFF position.
A. Open the access panel 220CZ.

B. Remove wire locking and disconnect electrical connector 8PAA (EMERG BUS) and 9PAA (APU
BUS) from the batteries, by rotating the knob counter-clockwise.
WARNING
Put the Safety Flags on the batteries in case of operating

on Entrance Lights, Refuel & Defuel CP, LH & RH Fire
Extinguish, APU Fire Extinguish Cartridge, Load Light.
C. Close the access panel 220CZ.
1-120. EXTERNAL ELECTRICAL POWER SUPPLY (AC AND DC)
1-121. During aircraft ground operation (refer to paragraph GROUND HANDLING SAFETY PRECAUTIONS
in FAM.1C-27J-2-2 manual for safety precautions), all equipment can be supplied by an external electrical AC
supply stand. This is connected to the aircraft by means of a 6 pins socket (Figure 1-28), located in the rear side
of L landing gear fairing. Access to the socket is gained via panel 913H. External DC utilities can be supplied by
means of a 3 pins socket located near the DC one (access via panel 913I) by an external electrical DC supply
stand.
CAUTION
Ensure that the external electrical supply stand is suitable

for the application and the output voltage is 115 Vac or 28
Vdc, before connecting to the aircraft.
1-76
FAM.1C-27J-2-1
Figure 1-25. Torque wrench and extensions
1-77
FAM.1C-27J-2-1
Figure 1-26. Pipe identification colour coding
1-78
FAM.1C-27J-2-1
Figure 1-27. AC and DC power distribution (sh. 1/4)
1-79
FAM.1C-27J-2-1
1-80
FAM.1C-27J-2-1
1-81
FAM.1C-27J-2-1
1-82
FAM.1C-27J-2-1
Figure 1-28. External electrical sockets
1-83
FAM.1C-27J-2-1
1-122. Connect AC external electrical power as follows:
NOTE
Verify all switches in the cockpit compartment are set on OFF po-
sition.
A. On EGPS Control Panel (202VE): deselect the AC EXT PUSHBUTTON.Open, if not yet performed,
the access panels: 913H, 913I.
B. Open the access panels: 913H.
C. Connect the external electrical AC power plug to the external power sockets (19XA) of the aircraft,
and turn on the External AC Power Supply Stand.
D. On EGPS Control Panel (202VE): set the BATT master switch to ON position.
E. On EGPS Control Panel (202VE): set the DC SOURCE rotary switch to the APU BATT position
and check that the displays indicate the following values:
DC MEASUREMENTS
DC SOURCE selector Voltage display (V) Current display (A)
APU BATT 24 - 26 V -----
F. On EGPS Control Panel (202VE): set the DC SOURCE rotary switch to the EMER BATT position
and check that the displays indicate the following values.
DC MEASUREMENTS
EMER BATT 24 - 26 V -----
NOTE
If batteries voltage is less than 24 Vdc remove and recharge the

batteries.
G. Check that lamps EXT AC CONNECTED and AC EXT POWER NOT IN USE on the AC external
power panel (913H) (near to the AC EXT PWR receptacle) are illuminated.
H. On EGPS Control Panel (202VE) verify that:
AVAIL Illuminated
AC EXT Pushbutton
ON Extinguished
I. On EGPS Control Panel (202VE): set the AC SOURCE and PHASE rotary switches as indicated
in the below table and check that the displays indicate the following values.
AC MEASUREMENTS
AC SOURCE PHASE selector Voltage display AC load display Frequency
selector (V) (%)
A 115 V 400 Hz
EXT B 115 V 400 Hz
C 115 V 400 Hz
J. On EGPS Control Panel (202VE): push the AC EXT pushbutton and verify that:
1-84
FAM.1C-27J-2-1
AVAIL Remain Illuminated

AC EXT Pushbutton
ON Illuminated
AC BUS TIE Contactor 1 TIE Illuminated
AC BUS 1 BUS OFF Extinguished
AC BUS 2 BUS OFF Extinguished
K. On EGPS Control Panel (202VE) press pushbuttons TRU 1 and TRU 2, and verify that TRU1 and
TRU2 lamps are extinguished.
L. On EGPS Control Panel (202VE) set the DC SOURCE rotary switch to TRU1 and then TRU2
positions and check that the display indicates the following values:
DC MEASUREMENTS
TRU 1 28 - 32 V >0
TRU 1 28 - 32 V >0
M. On EGPS Control Panel (202VE) check that the DC BUS 1 OFF and DC BUS 2 OFF lights are
extinguished.
N. On EGPS Control Panel(202VE) press the two CHARGE pushbuttons and verify that both OFF
lights are extinguished.
O. On EGPS Control Panel (202VE) check that the APU BATT and EMERG BATT green arrow lights
are indicating the charging direction (up ).
1-123. Disconnect AC external electrical power as follows:
A. On EGPS Control Panel (202VE) set the AC EXT pushbutton to OFF and verify that:

AC EXT Pushbutton
ON Extinguished
AC BUS TIE Contactor 1 TIE Extinguished
AC BUS 1 BUS OFF Illuminated
DC BUS 1 BUS OFF Illuminated
Up – Charging Extinguished
Green arrow 1
Down - Discharging Illuminated
Up - Charging Extinguished
Green arrow 2
B. Turn off the External AC Power Supply Stand.

C. Check That lamps EXT AC CONNECTED and AC EXT NOT IN USE on AC external power panel
(913H) are not illuminated.
1-85
FAM.1C-27J-2-1
D. Disconnect the electrical power AC plug from the external power receptacle of the aircraft, and
close the panel 913H.
E. On EGPS Control Panel (202VE): position the BATT master switch to OFF position.
1-124. Connect DC external electrical power as follows:
CAUTION
Use of DC only .must be time limited as the E/E cooling sys-

tem is supplied by the 115 Vac, which is not applied in per-
forming the following steps.
NOTE
Verify all switches in the cockpit compartment are set on OFF po-
sition.
A. On EGPS Control Panel (202VE): deselect the DC EXT pushbutton.

B. Open the access panels 913I
C. Connect the external electrical DC power plug to the external power sockets (25PA) of the aircraft,
and turn on the External DC Power Supply Stand.
D. On EGPS Control Panel (202VE): set the BATT master switch to ON position.
E. On EGPS Control Panel (202VE): set the DC SOURCE rotary switch to the APU BATT position
and check that the displays indicate the following values:
DC MEASUREMENTS
APU BATT 24 - 26 V -----
F. On EGPS Control Panel (202VE): set the DC SOURCE rotary switch to the EMER BATT position
and check that the displays indicate the following values.
DC MEASUREMENTS
EMERGENCY BATT 24 - 26 V -----
NOTE
If batteries voltage is less than 24 V dc remove and recharge the

batteries.
G. Check that lamps EXT DC CONNECTED and DC EXT POWER NOT IN USE on the DC external
power panel (913I) (near to the DC EXT PWR receptacle) are illuminated.
H. On EGPS Control Panel (202VE) verify that:
AVAIL Illuminated
AC EXT Pushbutton
ON Extinguished
I. On EGPS Control Panel (202VE): set the DC SOURCE rotary switch to the EXT position and
check that the display indicate the following values:
1-86
FAM.1C-27J-2-1
DC MEASUREMENTS
EXT 28 V -----
J. On EGPS Control Panel (202VE): push the DC EXT pushbutton and verify that:

AC EXT Pushbutton
ON Illuminated
DC BUS 1 BUS OFF Extinguished
DC BUS 2 BUS OFF Extinguished
Up – Charging Illuminated
Green arrow 1
Down - Discharging Extinguished
Up - Charging Illuminated
Green arrow 2
Down - Discharging Extinguished
1-125. Disconnect DC external electrical power as follows
A. On EGPS Control Panel (202VE): set the DC EXT pushbutton to OFF and verify that:

AC EXT Pushbutton
ON Extinguished
Up – Charging Extinguished
Green arrow 1
Up - Charging Extinguished
Green arrow 2
B. Turn off the External DC Power Supply Stand.

C. Check That lamps EXT DC CONNECTED and DC EXT NOT IN USE on DC external power panel
(913I) are not illuminated.
D. Disconnect the electrical power DC plug from the external power receptacle of the aircraft, and
close the panel 913I.
E. On EGPS Control Panel (202VE): position the BATT master switch to OFF position.
1-87
FAM.1C-27J-2-1
1-126. EXTERNAL HYDRAULIC POWER SUPPLY
1-127. Perform the following procedure when using a hydraulic stand (Figure 1-29):
NOTE
Before using the hydraulic test stand, ensure that the test stand
hydraulic fluid is within the cleanliness requirement of NAS 1683
CLASS 5.
A. Carefully fit quick-disconnect couplings to avoid damage to the threads.

B. Ensure that the system under test contains sufficient hydraulic fluid (if the hydraulic system test
stand being used does not have its own reservoir).
C. Before starting up or shutting down the hydraulic system test stand, ensure that its bypass valve
is open to bypass the fluid and cut flow to the aircraft.
D. If the hydraulic system test stand has the facility for using its own fluid reservoir in addition to that
of the aircraft, use it in this way.
E. Regulate the hydraulic system test stand so that it supplies a minimal fluid flow and actuate the
hydraulic system for at least one complete cycle before increasing to normal operating flow rates.
F. Frequently check the fluid temperature in the hydraulic system test stand. It must never be allowed
to exceed the specified values.
G. If the fluid flow from the hydraulic system test stand can be regulated, always reduce it to minimum
before shutting down the test stand.
H. Cap aircraft and test hydraulic system stand quick-disconnect couplings as soon as possible after
disconnecting one from the other.
I. Keep the hydraulic system test stand hydraulic piping capped when not in use.
1-128. Connect the external hydraulic power supply as follows:
A. Open, if closed, the access panels 913A, 913B.

B. Connect the hydraulic test stand to the ground test connections system (Ground Service Panel)
of the hydraulic system No. 1 and/or No. 2.
1-129. Disconnect the external hydraulic power supply as follows:
A. Annull pressure in both hyd sys.

B. If the Reservoir (Sys No. 1 or Sys No. 2) is not full (12.5 litres) perform following instruction,
otherwise go to step E..
– Close the circuit breaker HYDRAULICS IND QTY (33DE) located on Overhead Circuit Break-
ers Panel (271VE) in position B 5.
– Adjust the hydraulic system test stand as follows:
Pressure line: 900 psi (63.3 kg/cm2).

Return line (ref.): 15 psi (1.05 kg/cm2).
Flowrate: 19 lt / min
C. Perform the reservoir filling by slightly increasing the test stand return pressure until the level of
12.5 liters is reached (read on the visual fluid level indicator on the left reservoir).
D. Verify that the pointer SYS 1 of the HYDRAULIC FLUID QUANTITY INDICATOR, located on the
R main instrument panel, shows at about F (Full).
E. Turn-off the hydraulic test stand.
1-88
FAM.1C-27J-2-1
F. Disconnect the hydraulic test stand from the ground test connections system (Ground Service
Panel).
G. Close, if not still necessary in open position, the access panels 913A and 913B.
1-130. USE OF AIRCRAFT IN EXTREME TEMPERATURES
1-131. Specialized maintenance and ground handling procedures are required for aircraft operating in arctic or
desert regions (and therefore subject to extreme climatic and temperature conditions). Refer to FAM.1C-27J-2-2
manual for these procedures.
1-132. GROUND CONNECTION
1-133. Electrical grounding is defined as a connection made between two electrical conductors in order to
maintain both at the same electrical potential. In the aircraft electrical system, this potential is that of the aircraft
structure. The quality of the connection is determined by its resistance, the lower the resistance, the better the
connection. It is necessary to ground connectors in order to prevent sparking and radio interference as well as
to provide a discharge path for lightning.
1-134. GROUNDING METHODS. A satisfactory ground connection can be made either by ensuring a good
metal-to-metal contact between the parts concerned or by using a suitable coupling jumper. When making a
metal-to-metal contact connection between parts, one of the following three conditions may be encountered:
A. Components which can be grounded without surface treatment.

B. Components with non-conductive surface finishes which must be removed.
C. Components of different metals which are grounded via an intermediate layer.
NOTE
When any aircraft component is removed or replaced, it must be

installed correctly without omitting electrical grounding.
1-135. Metal-to-metal joints achieved by electrical welding, autogenous welding, brazing, rivetting, bolting, or
by taper pins, do not require further connection independent from the surface finish.
1-136. Bare metal, chrome-, cadmium-, copper-, tin-, or zinc-plated metals normally provide a satisfactory
contact without further connections.
1-89
FAM.1C-27J-2-1
Figure 1-29. Connection of external hydraulic supply
1-90
FAM.1C-27J-2-1
1-137. Components having, a non-conductive surface finish must have this removed to ensure a conductive
metal-to-metal contact. To remove the non-conductive surface finish, use cleaning solvent or other suitable
solvents.Use fine glasspaper to remove anodized or phosphated surface finishes.
1-138. A corrosive electrolytic action can be established between two dissimilar metals when they are in con-
tact. Dissimilar metals must therefore be separated to prevent corrosion and connected using intermediate
layers. In this way, corrosion is limited to the intermediate layers while the conducting surfaces of the stable
parts are protected. Whenever possible, dissimilar metals should be separated at electrical contact points by
means of washers or other suitable spacers.
1-139. Grounding jumpers must be short (0.276 thru 0.315 in max) and must be installed in a manner which
does not interfere in any way with the components.
1-140. CHECKING THE GROUND CONNECTION. Periodically, make a general check of the ground connec-
tions. Visually check the ground connection for mechanical security, check the jumper for wear or breakages
and for corrosion. When a component is removed and reinstalled and requires additional ground connections,
measure the resistance to ensure that the grounding conforms with requirements.
1-141. BONDING
1-142. Bonding is the process of mechanically connecting certain metal parts in such a way that they will
make a good electrical contact. The objectives of bonding are: to provide a low resistance current path for
the electrical equipment using the airplane structure for a return circuit; to provide good conductivity between
surfaces acting as shields; and to protect the airplane and personnel from the hazards of lightning discharges.
When removing and replacing any electrical or structural unit on the airplane, ensure that the unit is installed
correctly, not only with regard to its mechanical connections, but also with regard to its electrical bonding.
1-143. BONDING RESISTANCE VALUES. Refer to Table 1-5 for the maximum allowable resistance between
components and basic airplane structure.
Table 1-5. Bonding Resistance Values
REFER- EQUIPMENT POSITION MAX VALUE (m )

ENCE
DESIGNA-
TOR
5CA Flap comparator unit Shelf 306VE 5
6CA Flaps PCU Central wing TE 5
7CA LH flap position transducer LH outer wing 5
8CA RH flap position transducer RH outer wing 5
10CA Flaps position indicator Central Main Instrument 10
Panel
15CB Combined trim indicator Pedestal 10
3CF Angle of Attack 1 5
4CF Angle of Attack 2 5
5CG ECU 5
1CK DA/FD processor 1 Shelf 301VE 5
2CK DA/FD processor 2 Shelf 303VE 5
23CK REF/SET WARNING SEL LH Main Instrument Panel 10
(pilot)
1-91
FAM.1C-27J-2-1
Table 1-5. Bonding Resistance Values - Cont’d

24CK REF/SET WARNING SEL RH Main Instrument Panel 10
(copilot)
25CK HEADING/COURSE SET Pedestal 10
(copilot)
26CK HEADING/COURSE SET Pedestal 10
(pilot)
27CK AP (DA/FD) Control Panel Central Main Instrument 10
Panel
4DB Pilot oxygen quantity indicator LH Main Instrument Panel 10
5DB Copilot oxygen quantity RH Main Instrument Panel 10
indicator
8DB Oxygen passengers Control RH console 10
Panel
9DB Converter 1, LOX cargo LH MLG fairing 5
10DB Coverter 2, LOX cargo RH MLG fairing 5
11DB Coverter, LOX cabin RH MLG fairing 5
12DB Copilot oxygen regulator RH Main Instrument Panel 10
13DB Pilot oxygen regulator LH Main Instrument Panel 10
14DB Observer oxygen regulator cabin entrance RH side 10
35DE Hydraulic triple pressure Central Main Instrument 10
indicator Panel
36DE Hydraulic oil quantity indicator RH Main Instrument Panel 10
1EB FQCU Shelf 305VE 5
1FA Standby attitude indicator Central Main Instrument 10
Panel
3FA Standby ADC Underfloor cockpit 5
1FF ADC 1 Underfloor cockpit 5
2FF ADC 2 Underfloor cockpit 5
3FF SPTU 1 Underfloor cockpit 5
4FF SPTU 2 Underfloor cockpit 5
5FF Total Temperature Sensor 1 5
6FF Total Temperature Sensor 2 5
1FG CMDU 1 LH Main Instrument Panel 10
2FG CMDU 4 RH Main Instrument Panel 10
3FG CMDU 2 LH Main Instrument Panel 10
4FG CMDU 5 RH Main Instrument Panel 10
5FG CMDU 3 Central Main Instrument 10
Panel
11FG SAMU 1 (pilot) Pedestal 10
12FG SAMU 2 (copilot) Pedestal 10
13FG CNRP Pedestal 10
1FN GPS/INS EGI computer 1 Cargo underfloor 5
1-92
FAM.1C-27J-2-1
2FN GPS/INS EGI computer 2 Cargo underfloor 5

5FN GPS 1 antenna Center LH Upper 2.5
6FN GPS 2 antenna Center RH Upper 2.5
1GA PSEU Shelf 405VE 5
4GA LG control lever Central Main Instrument 10
Panel
31GC Antiskid Control Unit Shelf 402VE 5
10HC RH WHCU Shelf 404VE 5
11HC LH WHCU Shelf 404VE 5
1HD Propeller DITU Cargo compartment 5
1HE DTSM Cargo compartment 5
7HH ECS controller Shelf 305VE 5
23HH ECS low limit temp. valve RH MLG fairing 5
4HL Air Leak detector controller Shelf 306VE 5
5HM CPC 1 Cargo compartment 5
6HM CPC 2 Cargo compartment 5
4KA APU FADEC Shelf 306VE 5
15KA APU assy LH MLG fairing 5
1LD ADU 1 Shelf frame 2 5
2LD ADU 2 Shelf frame 2 5
2LE Power supply unit Cargo compartment 5
(Emergency. Light)
1LP FSDU 1 Cargo compartment 5
2LP FSDU 2 Cargo compartment 5
1LU CDU Shelf frame 2 5
1MR Flight Data Recorder Rear fuselage 5
2MV ELT antenna Aft cargo lower 2.5
4PA P.D.U. Lower bay 5
5PA TRU 1 Shelf 405VE 5
6PA TRU 2 Shelf 404VE 5
7PA Standby TRU Shelf frame 2 5
8PA Emergency Battery Cargo underfloor 10
9PA APU Battery Cargo underfloor 10
2QF APU Fuel shut-off valve LH center wing 5
1RA V/UHF Rx/Tx 1 Cargo Compartment 5
2RA V/UHF Rx/Tx 2 rear Fusolage 5
3RA Remote Control Radio Control Pedestal 10
Panel
4RA V/UHF logic control unit 2 Cargo compartment 5
5RA V/UHF logic control unit 1 Cargo compartment 5
1-93
FAM.1C-27J-2-1

10RA TCN V/UHF blade antenna 4 Aft cargo upper 2.5
11RA iTCN V/UHF blade antenna 3 Fwd cargo upper 2.5
12RA TCN V/UHF blade antenna 2 Aft cargo lower 2.5
13RA TCN V/UHF blade antenna 1 Fwd cargo lower 2.5
1RC HF Rx/Tx 1 Rear fuselage 5
2RC HF Rx/Tx 2 Rear fuselage 5
19RC HF antenna LH Aft Upper 2.5
29RC HF antenna tuning unit 1 Rear fuselage 5
30RC HF antenna tuning unit 2 Rear fuselage 5
1RJ U/VHF DF antenna/receiver Cargo underfloor 5
1RN MLS/DME-P antenna 3 RH aft cargo 2.5
2RN MLS/DME-P antenna 4 LH fwd cargo 2.5
3RN MLS/DME-P antenna 1 LH fwd cargo 2.5
4RN MLS/DME-P antenna 2 RH aft cargo 2.5
1RP ADF Rx Rear fuselage 5
3RP ADF antenna Center Lower 2.5
1RS VHF NAV VOR/ILS Rx 1 Radome 5
2RS VHF NAV VOR/ILS Rx 2 Radome 5
6RS VOR antenna Upper Fin 2.5
1RU CVR 5
1RZ ICS central switching unit Shelf 304VE 5
3RZ Pilot ICS control LH console 10
4RZ Copilot ICS Control Panel RH console 10
7RZ Observer ICS Control Pedestal 10
9RZ Pilot ICS Monitor LH console 10
10RZ Copilot ICS Monitor RH console 10
11RZ ICS Control Fwd cargo compartment 10
12RZ ICS Control Aft cargo compartment 10
13RZ MHIU (pilot) LH console 10
14RZ MHIU (copilot) RH console 10
17RZ MHIU Fwd cargo compartment 10
28RZ Observer ICS Monitor Pedestal 10
1SA RAD ALT Rx/Tx 1 Underfloor cockpit 5
2SA RAD ALT Rx/Tx 2 Underfloor cockpit 5
1SB TCAS II processor Shelf 303VE 5
2SB TCAS antenna Center lower 2.5
1SK IFF transponder 1 Underfloor cockpit 5
2SK IFF transponder 2 LH Cockpit 5
3SK IFF data conversion unit 1 Shelf 302VE 5
1-94
FAM.1C-27J-2-1

4SK IFF Data conversion unit 2 Shelf 402VE 5
5SK IFF upper antenna Fwd / Center 2.5
6SK IFF antenna switching 1 Underfloor cockpit 5
7SK IFF lower antenna LH side 2.5
8SK IFF antenna switching 2 Underfloor cockpit 5
1SQ Color Weather Rx/Tx Forward bay 5
3SQ Color weather RA antenna Radome bay 2.5
10SQ Color Weather radar Control Pedestal 10
Panel
11SQ COURSOR Control Panel Pedestal 10
1TA BIU 1 Shelf 302VE 5
2TA BIU 2 Shelf 402VE 5
3TA BAU type I Shelf 305VE 5
4TA BAU 2 type II Shelf 304VE 5
5TA BAU 1 type II Shelf 302VE 5
6TA BAU 2 Type III Shelf 401VE 5
7TA BAU 1 type III Shelf 303VE 5
1TB MC 1 Shelf 301VE 5
2TB MC 2 Shelf 401VE 5
1TE DSDTS (Data Loader) RH console 10
1TF CNI Signal processor 1 Shelf 302VE 5
2TF CNI Signal processor 2 Shelf 403VE 5
3TF CNI-MU 1 (pilot) Pedestal 10
4TF CNI-MU 2 (copilot) Pedestal 10
4UA Interference Blanking Unit Cargo underfloor 5
20VE Land Taxi lights /antiskid Central Main Instrument 10
Control Panel Panel
21VE Doors position and OGAV RH Main Instrument Panel 10
Control Panel
50VE Steering handle Control Panel LH console 10
101VE Pilot lighting Control Panel Pedestal 10
102VE Copilot lighting Control Panel Pedestal 10
103VE FCS 1 Control Panel Pedestal 10
104VE FCS 2 Control Panel Pedestal 10
105VE Pressurization Control Panel Pedestal 10
106VE Aerial Delivery Control Panel Pedestal 10
107VE Throttles quadrant Pedestal 10
108VE Copilot Aerial Delivery Control RH console 10
Panel
201VE Circuit breakers panel Overhead 10
1-95
FAM.1C-27J-2-1

202VE Electrical system panel Overhead 10
203VE APU Control Panel Overhead 10
204VE Hydraulic / Smoke Detection Overhead 10
Control Panel
205VE ECS / BLEED Control Panel Overhead 10
206VE Ice protection Control Panel Overhead 10
207VE Engine start Control Panel Overhead 10
208VE FADEC / Propeller Control Overhead 10
Panel
209VE Fuel Control Panel Overhead 10
210VE Front Overhead Control Panel Overhead 10
501VE Load Master Control Panel Paratroops door LH 10
502VE Cargo Lighting Control Panel Aircraft entrance LH side 10
507VE Fwd Load Master Control Aircraft entrance LH side 10
Panel
11WE APU fire extinguish bottle LH MLG fairing 5
12WG APU fire detector controller 1 Cargo compartment 5
13WG APU fire detector controller 2 Cargo compartment 5
1XA BPCU Shelf 403VE 5
5XA Current Transformer Gen 1 Lower bay 5
6XA Current Transformer Gen 2 Upper bay 5
11XA GCU 1 Shelf 402VE 5
12XA GCU 2 Shelf 403VE 5
16XA GCU APU Shelf 405VE 5
17XA Current Transformer Gen Lower bay 5
APU
20XA Current Transformer AC ext. Lower bay 5
Pwr
60XA Auto-transformer 1 Middle bay 5
61XA Auto-transformer 2 Upper bay 5
1-144. HAND SIGNALS
1-145. Hand signals are required when running-up and moving the aircraft on ground. For information relative
to these signals refer to FAM.1C-27J-2-2 manual.
1-146. ELECTRICAL SYMBOLS
1-147. There are numerous electrical diagrams in the various maintenance manuals. Except when otherwise
stated, electrical diagrams are shown with the supply disconnected. Figure 1-30 shows the electrical symbols
mainly used in the various manuals.
1-96
FAM.1C-27J-2-1
1-148. MEASURE CONVERSION FACTORS
1-149. Throughout the aircraft maintenance manual series, linear, pressure measurements, etc. are ex-
pressed in both British and American units and Metric units except for systems whose instruments or indicators
are in British and American units. Table 1-6 shows the measurement conversion factors.
1-97
FAM.1C-27J-2-1
Figure 1-30. Electrical symbols (sh. 1/4)
1-98
FAM.1C-27J-2-1
1-99
FAM.1C-27J-2-1
1-100
FAM.1C-27J-2-1
1-101
FAM.1C-27J-2-1
Table 1-6. Measure conversion factors
BRITISH AND
BRITISH AND AMERICAN METRIC
AMERICAN
Symbol Nomenclature Multiply By Symbol Nomenclature Multiply By Symbol
in inches 25.4 mm millimeter 0.03937 in
ft feet 0.3048 m meter 3.28084 ft
yd yards 0.9144 m meter 1.09361 yd
(sta) mi statute miles 1.60935 km kilometer 0.62137 (sta) mi
n mile nautical miles 1.852 km kilometer 0.53996 n mile
2
sq in square inches 645.16 mm square millimeter 0.00155 sq in
2
sq ft square feet 0.0929 m square meter 10.764 sq ft
cir mile circular miles 0.000507 mm2 square millimeter 1973.5 cir mile
3
cu in cubic inches 16.387 cm cubic centimeter 0.06102 cu in
cu ft cubic feet 28.3168 dm3 cubic feet 0.03531 cu ft
3
fl oz (USA) fluid ounces 29.573 cm cubic centimeter 0.03381 fl oz (USA)
(USA)
pts (USA) pints (USA) 0.47316 l liter 2.11338 pts (USA)
gal (USA) gallons (USA) 3.7853 l liter 0.26418 gal (USA)
oz ounces (avdp) (*) 28.3495 g gram 0.03527 oz
lb pounds (avdp) (*) 0.45359 kg kilogram 2.20462 lb
lbf pound-force 4.44822 N Newton 0.22481 lbf
in oz inch ounces 0.00072 mkg kilogram meter 1388.7 in oz
in lb inch pounds 0.01152 mkg kilogram meter 86.795 in lb
in lb inch pounds 0.11298 Nm Newton meter 8.85075 in lb
ft lb feet pounds 0.13826 mkg kilogram meter 7.233 ft lb
HP horsepowers 1.01434 CV horsepower 0.98587 HP
HP horsepowers 0.74604 kW kilowatt 1.34041 HP
2
psi pounds/square 0.07031 kg/cm kilogram/square 14.22334 psi
(lb/sq in) inch centimeter (lb/sq in)
psi pounds/square 0.06895 bar bar 14.50377 psi
(lb/sq in) inch (lb/sq in)
psi pounds/square 0.006895 MPa Megapascal 145.0377 psi
(lb/sq in) inch (lb/sq in)
lb/sq ft pounds/square 4.88243 kg/m2 kilogram/square 0.20482 lb/sq ft
foot meter
in Hg inches of Hg 0.03342 atm atmosphere 29.92 in Hg
in H2O water inches 0.00246 atm atmosphere 406.7 in H2O
3
lb/cu in pounds/cubic inch 0.02768 kg/cm kilogram/cubic 36.2 lb/cu in
centimeter
lb/cu ft pounds/cubic foot 16.02 kg/m3 kilogram/cubic 0.06243 lb/cu ft
meter
lb/gal pounds/USA 0.1198 kg/l kilogram/liter 8.347 lb/gal
gallon
1-102
FAM.1C-27J-2-1
Table 1-6. Measure conversion factors - Cont’d

BRITISH AND
BRITISH AND AMERICAN METRIC
AMERICAN
Symbol Nomenclature Multiply By Symbol Nomenclature Multiply By Symbol
oz/gal ounces/USA 7.49 g/l gram/liter 0.134 oz/gal
gallon
pph pounds per hour 0.4536 kg/h kilogram/hour 2.2046 pph
ft/s feet/second 18.288 m/min meter/minute 0.05468 ft/s
MPH miles/hour 0.44704 m/s meter/second 2.2369 MPH
lb ft pounds feet 0.02143 kg m kilogram meter 46.66 lb ft
F degree Fahrenheit ( F-32)x0.555 C degree Celsius 1.8 C+32 F
(*) 1 libbra avoir du pois (commercial) = 16 once (avdp).
1-103 / (1-104 blank)

FAM.1C-27J-2-1
SECTION II
GROUND HANDLING, SERVICING AND

AIRFRAME MAINTENANCE
2-1. GENERAL
2-2. GROUND HANDLING
2-3. The aircraft is suitably equipped for all conventional ground handling operations. Towing may be ef-
fected by a towbar attached to the nose gear; in this case the nose gear must be down-locked to prevent
accidental retraction. The towing method chosen will depend on the type and condition of the terrain and will
take into consideration the specific limitations.
2-4. Special lifting points under the outer wings and on the fuselage allow the aircraft to be jacked up by
means of mobile attachments. Other attachments are available for jacking up the various detached sections
and components.
2-5. SERVICING
2-6. FUEL SYSTEM. The fuel tanks can be refilled by gravity or by the pressurized single point method. For
gravity refuelling there are four refuelling points (one per tank) on the upper surface of the wings. Pressurized
refuelling is by means of a single refuelling point on the R main landing gear fairing. Beside the single refuelling
point is situated a compartment with hinged hatch containing a panel with the single point refuelling control
switches. The refuelling system includes overflow valves and maximum level thermistors which prevent damage
being caused by refuelling pressure in the event of refuelling valves malfunction.
2-7. ENGINES LUBE OIL SYSTEM. The lube oil reservoir for each engine is located on the engine Power
Unit Accessory Drive. The oil system provides lubricating oil for engine shafts supporting bearings and also for
operation of the propeller pitch operation. The oil reservoir is accessible through door 413D (L nacelle) or door
423D (R nacelle).
2-8. HYDRAULIC SYSTEM RESERVOIRS. Each hydraulic system has its own reservoir for hydraulic fluid.
No. 1 system reservoir is located in the L engine nacelle, No. 2 system reservoir in the R nacelle.
2-9. No. 1 and No. 2 systems reservoirs are replenished by connecting the hydraulic fluid refuelling stand
to the appropriate ground test sockets (ground service panel) on the L main landing gear fairing.
2-10. HYDRAULIC ACCUMULATORS. Both the hydraulic No. 1, No. 2 hydraulic systems and parking/emer-
gancy braking system are equipped with nitrogen accumulators. Charging of the accumulators to the prescribed
value of nitrogen will be determined from the reading on the relative manometer, with system pressure dis-
charged. A special graph is provided to allow the value read on the manometer to be corrected against ambient
temperature.
2-11. PROPELLER CONTROL. The oil reservoir for the propeller control is the same as for the ENGINES
LUBE OIL SYSTEM.
2-1
FAM.1C-27J-2-1
2-12. APU. The APU oil reservoir is situated in the forward part of the L main landing gear fairing, and is
accessible through hatch 911D. The oil level is checked on the oil level sight glass beside the oil gravity fill cap.
2-13. LIQUID OXYGEN CONVERTER. The liquid oxygen converter is removable it can be refilled at an
appropriate oxygen filling station or in position in the aircraft through the refilling valve.The converter contains
10 liters of liquid oxygen (corresponding to a theoretical capacity of about 2272 gallons (8600 liters) of gaseous
oxygen) and provides oxygen to the aircraft system with a nominal pressure of 75 psi. The oxygen availability
varies depending on the aircraft altitude and number of crew and passengers (for the duration table refer to Flight
Manual). One or two converters can be installed on the aircraft, depending on the planned mission, if one of
the converters malfunctions, it is possible to supply both the crew and the passenger circuits with the operating
converter.
2-14. HYGIENIC FACILITIES. Replenishment of the hygienic facilities consists of refilling the wash basin
and drinking water tank, topping up the electrical flushing toilet with deoderant bactericide liquid and refilling the
toilet paper and the paper towel in their respective dispensers.
2-15. LANDING GEAR SHOCK ABSORBERS. A requirement to refill the landing gear shock absorbers will
be established by a nitrogen pressure check carried out by a pressure gauge connected to the shock absorber
by a special coupling. The check and refilling with nitrogen must be carried out no sooner than half an hour
after the aircraft has been brought to a standstill, and with the aircraft on jacks, so that the weight will have been
completely discharged from the shock absorber.
2-16. LUBRICATION.Various aircraft components are to be lubricated at varying periods as indicated in

FAM.1C-27J-6 manual. Several types of oils and grease are used for lubrication of the aircraft. Some are
prescribed for high temperature use, others for low temperatures. Some are general purpose lubricants, and
others are for specific uses. Lubricants are listed in FAM.1C-27J-2-2 manual.
2-17. FUSELAGE EQUIPMENT
2-18. GENERAL. The aircraft fuselage is equipped with many types of general, sanitary, miscellaneous,
comfort and emergency equipment.
2-19. GENERAL EQUIPMENT. General equipment (Figure 2-1) consist of the pilot, copilot and
observer/load master seats and the thermal insulation screen.
2-20. SANITARY SYSTEMS. In forward part of the cargo compartment, R side, between frames 7 and 9,
there is a bay for various services, accessible via a structural foldable door (Figure 2-1). In this bay are installed:
a washbasin with its water reservoir, a urinal, a electrical flushing toilet, a drinking reservoir and tap, a toilet paper
dispenser, a towel dispenser and a waste paper bin.
2-21. MISCELLANEOUS EQUIPMENT. Miscellaneous equipment consists of (Figure 2-2): lockers for stor-
age of miscellaneous items, tool kit, aircraft manual storage bays, aircraft documents or objects stowage boxes,,
mooring tie-down devices containers, wheel chocks and portable maintenance AID (PMA).
2-22. COMFORT EQUIPMENT. Some accessories (Figure 2-2) are installed in the aircraft to carry out op-
erations comfortably. Comfort equipment consists of: sunblinds, sun visors, partition curtain between the cargo
compartment and the flight compartment and hot cup.
2-23. EMERGENCY EQUIPMENT. The emergency equipment (Figure 2-3) consist of: emergency oxygen
system, bail out indication system, emergency exit lights, portable fire extinguishers, axes, first aid kit bag, crew
life vests and stowage bag, observer/load master life vest, crew and observer/load master oxygen masks, crew
and observer/load master smoke goggles and overboard cargo ventilation system.
2-2
FAM.1C-27J-2-1
Figure 2-1. General equipment
2-3
FAM.1C-27J-2-1
Figure 2-2. Miscellaneous and loose equipment location
2-4
FAM.1C-27J-2-1
Figure 2-3. Emergency equipment location
2-5
FAM.1C-27J-2-1
2-24. 25-MAN LIFE RAFTS AERAZUR TYPE 725 (Figure 2-3). The aircraft is equipped with two life rafts
stored in compartments in each top wing-to-fusolage fairing. The two compartments are equipped with a flush-
type hinged door cover and the rafts are fanfold packed into their containers. This type of conditioning favors a
correct inflation of the raft, always canopy up. The inflation is initiated by pulling a cable through a handle located
inside the aircraft. At ambient temperature, the strength necessary to initiate the inflation process, measured at
the inflation head, is between 15 and 20 daN.
2-25. 16-MAN LIFE RAFT (Figure 2-3). The aircraft can be equipped with a 16-man life raft. The life raft,
inflatable type, is similar in materials, construction and basic design to the 25-man life rafts. It differs in physical
size (seating capacity) and it is stored, in vacuum configuration, on board within frames 2 and 3 of cargo door
left side.
2-6
FAM.1C-27J-2-1
SECTION III
POWERPLANT, PROPELLER AND APU
3-1. DESCRIPTION
3-2. POWERPLANT
3-3. There are two turboprop engines and engine nacelles on each aircraft. The nacelles contain and
support aircraft and propulsion subsystem equipment. It also reduces aerodynamic drag and component loads
by providing an aerodynamic covering by means of a contoured cowling housing the power plant. Five engine
mounts attach the engine to the nacelle. The three forward mounts are attached to the forward frame and the
two aft mounts are attached to the mid frame. The nacelle is divided into six zones for the purpose of ventilation
and cooling. The exhaust ejector provides the motive force to maintain at least five bay air changes per minute
and also provide cooling of the engine bay to below 120 C (250 F).
3-4. ENGINE
3-5. The power section has a 14 stage axial flow compressor. It uses an inlet guide vane (IGV) and five
compressor variable geometry (CVG) stator stages. The compressor is directly coupled to the air-cooled, two-
stage gas generator turbine. A separate two-stage power turbine is connected to the PGB through a front output
drive shaft. Bleed air from the compressor comes from the tenth stage and the compressor discharge fourteenth
stage. The power unit accessory drive (PUAD) is mounted on the bottom of the air inlet housing and is driven
by the gas generator. The compressor assembly is aft of the torquemeter assembly and forward of the turbine
assembly. The rear annulus of the compressor is the area where the combustion liner is held, and gives a
mounting surface for the turbine first stage vane and support. The compressor assembly consists of a CVG
system, air inlet housing assembly, compressor case, compressor rotor assembly, and diffuser assembly. The
CVG system gives maximum engine performance over a wide range of engine speeds. The air inlet housing is
one of the primary structural units of the compressor assembly. It is an aluminum alloy casting with six radial
struts between an inner hub and an outer shell. The front of the inner hub supplies the mounting surface for the
rear of the torquemeter housing. The bottom surface provides the mounting pad for the PUAD. The compressor
case halves are attached to the rear outer flange. The outer diameter of the air inlet housing also has mounting
pads for the PGB to power section struts, compressor inlet temperature (CIT) sensor, compressor inlet pressure
(CIP) sensor, CIP manifold, anti-icing air manifolds, and the CVG system. The struts of the air inlet housing give
support and help to supply the lubricating oil, anti-icing air, vent air, and compressor cleaning. The bottom strut
is the opening for the radial drive bevel pinion gear shaft that drives the PUAD. The front sump is in the inner
diameter of the air inlet housing assembly. The front sump contains two main shafts that turn in the front sump.
They are the power turbine forward shaft and the compressor rotor front shaft. The power turbine forward shaft
extends through the front sump from the rear. It transmits the power turbine torque forward to the torquemeter
shaft assembly. The power turbine forward shaft goes through and is held stable by the No. 1 bearing. The
compressor rotor front shaft extends partially through the front sump from the rear. The front shaft is held stable
radially by the No. 3 bearing. The front shaft also drives the rotating internal gearbox bevel drive gear through
a straight spline. The internal gearbox permits the engine starter to turn the gas generator during engine start.
Engine power is transmitted through the internal gearbox from the gas generator to the PUAD. The ratio between
these two gears is 1:1. Each gear is located and held stable by its own ball bearing. The power turbine shaft
coupling is at the forward end of the front sump. It is held with splines to the power turbine forward shaft and
the torquemeter shaft assembly. Carbon seals are used to seal the oil in the front sump. Labyrinth seals are
used to control the leakage of carbon seal pressurizing air. The compressor case encloses the compressor
rotor. The case is a two piece cylinder with two horizontal splitlines and front and rear mounting flanges. The
3-1
FAM.1C-27J-2-1
front flange is used to bolt the case to the air inlet housing. The rear flange is bolted to the diffuser case.
The case has an integral bleed air manifold at the tenth stage. The bleed air manifold collects air at the tenth
stage that bleeds out of the engine through the compressor acceleration bleed valves during engine starts.
It also supplies heated pressurized air for airplane use. The case supports thirteen of the fourteen rows of
compressor vanes (the fourteenth stage is mounted in the diffuser case). The angle of the first five rows of
compressor vanes can be changed. There is an opening in the case for each vane. Each variable vane has a
stem on the outer end which extends through the opening in the case. The mechanical linkage (adapter arms
and actuator rings) is then attached to the variable vane stems on the outside of the case. The mechanical
linkage is attached to the compressor variable vane actuator. The inner ends of the variable vanes are held
stable by inner band segments. The inner end of each variable vane sits in a self lubricating bushing in the inner
band. The stationary vane rows, stages six through thirteen, are each made in 180 degree assemblies. These
assemblies are attached to the top and bottom case halves. The function of all variable and fixed compressor
vanes is to change the velocity energy supplied by compressor rotor blades into an increase in pressure. This
is done by the divergent flow path between each pair of vanes. The variable angle vanes, stages one through
five, are also used to control airflow through the compressor in relation to the RPM of the compressor rotor. This
action permits maximum compressor efficiency over a wide range of engine speeds. The compressor is a 16.6:1
pressure ratio, 36 pounds/second, 14 stage axial flow compressor with individual wheel and blade assemblies.
The compressor rotor is the major rotating unit of the compressor assembly. The compressor rotor increases the
energy level of the air that enters the engine by adding velocity. The fourteen compressor wheels are stacked
together to make a tapered rotor drum. The compressor wheels hold the compressor blades. The diameter of
the compressor wheels increases from front to rear and the wheels are identified by stage numbers front to rear
(front is one and rear is fourteen). Each wheel from the fourth stage and aft has two splines on the outer rim.
The third stage wheel has only one spline. These splines lock the wheels together to permit the transmission
of power from wheel to wheel. Frictional force is sufficient to transmit torque between the remaining wheels.
Each wheel also has a circular flange which extends inward from the outer rim. There is an opening in the
center of each wheel for the tie bolt. The opening in the seventh stage wheel is smaller and holds the tie bolt
stationary at mid length. Each wheel rim has axial dovetail slots to hold the compressor blades. The compressor
blades have an airfoil shape. They accelerate the air as they turn. The compressor blades decrease in size
from front to rear. The front stage has the largest and the last stage has the smallest. The compressor front
extension shaft uses the No. 3 main shaft bearing to hold the rotor. The front extension shaft is flanged and
bolted to the first stage wheel and tie bolt. The shaft extends forward and is the mounting surface for the No.
3 main bearing inner race. The compressor shaft cone and rear compressor-to-turbine shaft hold the rear of
the compressor and mount the gas generator turbine rotor to the rear shaft. The shaft cone connects the 14
stage compressor wheel and the rear compressor to the turbine shaft. The compressor-to-turbine shaft extends
rearward to be the mounting surfaces for the No. 4 main shaft bearing and the gas generator turbine rotor.
The diffuser assembly guides compressed air into the combustion section and is the rear structural unit of the
compressor assembly. The forward flange of the diffuser is attached to the rear of the compressor case. The
aft flange is attached to the front of the turbine case. A third mounting flange on the inside of the diffuser serves
as a mounting surface for the center sump housing. The outer shell and inner hub of the diffuser are connected
by eight straight radial struts. These struts are numbered one through eight. No. 1 is the top strut and the
remaining struts are numbered in a clockwise direction as viewed from the rear. Mounting pads for the sixteen
engine fuel nozzles are around the diffuser front outer wall, and two igniters are near the top and bottom of the
diffuser. The annular combustion liner is held stable by four locating pins These pins are attached to the diffuser
at four equally spaced locations that are adjacent to four of the sixteen fuel nozzle pads. The diffuser has ports
and mounting pads for six air connections and two oil connections on its outer shell. The air connections include
one engine anti-icing air supply connection pad, two turbine cooling air tube connection pads, and one pressure
tap port for air pressure to the CDP sensor. There are two bleed air connection pads for airplane use. The oil
connections are the center sump pressure oil inlet tube port and the center sump scavenge oil outlet tube port.
The center sump is in the inner diameter of the diffuser. Two engine main shafts turn in the center sump. The
power turbine shaft is the inner shaft and extends through the center of the center sump. The outer shaft in
the center sump is the compressor-to-turbine shaft. It extends through the center sump from front to rear and
holds the rear of the compressor rotor axially and radially within the. The No. 4 main shaft bearing is the thrust
bearing for the gas generator turbine. The combustion liner is annular and occupies the space between the
diffuser inner and outer walls. Ignition and combustion occur in the liner. The combustion liner is held stable at
the front by four liner locating pins. The pins attach to the diffuser and extend into locating ports on the liner. The
rear of the combustion liner is held stable by inner and outer seal rings which are part of the first stage vane and
support assembly that helps direct gases into the gas generator turbine. There are sixteen fuel nozzle openings
equally spaced around the front of the combustion liner. Each fuel nozzle opening is in the middle of a liner swirl
assembly. The swirl assemblies and the primary air holes near the front of the liner supply the primary air flow
3-2
FAM.1C-27J-2-1
in the combustion liner. Primary air flow supplies the air that mixes with the fuel for sustaining combustion. Two
igniter plug ferrules are near the top and bottom center of the combustion liner front end. The igniter ferrules
have grommets to let the igniter plugs move when the liner expands during engine operation. The annular
combustion liner is cooled by a combination of convection cooling and film cooling. The convection cooling is
done with a double wall at four areas along the liner. Air flowing between these double wall sections acts as a
heat transfer fluid. The air transfers heat from the inner wall to the outer wall as it goes through the openings
between the two walls. The wall surfaces along this cooling passage are etched to permit better heat transfer.
The walls are film cooled by cooling air. Cooling air enters the liner through three overlap joints along the liner
and provides an internal layer of cooling air that insulates the walls of the liner from the combustion gases. The
turbine assembly changes the energy of flowing gases into mechanical energy in the form of shaft power. The
engine uses a four stage turbine. Stages 1 and 2 in the gas generator supply drive to the compressor. Stages 3
and 4 in the power turbine supply power to the PGB to turn the propeller. The major units of the turbine are the
gas generator turbine first stage vane and support assembly, gas generator turbine rotor and second stage vane
assembly, and the power turbine assembly. The first stage vane and support assembly has 20 air cooled vane
assemblies in sequence around the vane support. Each vane assembly has two vane airfoils. The vanes guide
and accelerate the hot gas flow from the combustion liner to the first stage turbine blades. The first stage vane
support is the structural support member of the assembly that attaches to the diffuser case. The gas generator
turbine has two major subassemblies: the case and vane assembly and the turbine rotor assembly. The case
and vane assembly is the non-rotating part of the gas generator turbine. The inner turbine case holds the second
stage vanes and first and second stage blade racks. The inner case is made of a low thermal expansion material
that permits large blade tip clearances during building, while preserving low clearances during engine operation.
The forward end has a flange to attach it to the diffuser case and the aft end is sealed against a flange on the
inside of the power turbine case. The second stage vane assemblies accelerate the gas flowing to the second
stage turbine blades. The turbine rotor assembly is a two-stage turbine with individual replaceable blades. The
assembly makes the torque that is necessary to turn the engine compressor rotor. The torque comes from the
high energy gas that flows from the combustion section through the gas generator turbine. The power turbine
assembly is the rear assembly of the engine. It takes the power output of the engine and drives the propeller
through the torquemeter and PGB. The power turbine consists of the power turbine balance rotor, power turbine
case, and the rear turbine bearing support. The power turbine balance rotor assembly makes and transmits
engine output power. The assembly has two turbine wheels and blade assemblies (third and fourth stages),
the fourth stage vane and seal assembly, a forward shaft, and a rear shaft. The third stage wheel and blade
assembly is the forward half of the power turbine rotor and the fourth stage wheel and blade assembly is the
rear half. The third stage has 84 turbine blades and the fourth stage has 78 turbine blades. The power turbine
forward shaft transmits the output power forward from the two turbine wheels. The shaft is bolted to the front
of the third stage turbine wheel. It extends forward through the center of the engine and connects the power
turbine to the torquemeter shaft coupling. The power turbine case permits the power turbine to attach to the
rear of the gas generator assembly. The forward flange of the case bolts to the rear flange of the diffuser. The
rear flange of the case bolts to the forward flange of the rear bearing support assembly. The gas generator and
power turbine rotors are housed in the power turbine case. The case also supplies mounting locations for the
16 measured gas temperature (MGT) thermocouple assemblies and the third and fourth stage vane location
plugs (16 and 3 respectively). The rear turbine bearing support holds the No. 5 bearing and is the aft oil sump.
It also provides a mounting surface for the power turbine dual coil speed pickup and the engine exhaust nozzle.
3-6. TURBOPROP FUEL SYSTEM. The engine fuel system consists of the following subsystems: distri-
bution, controlling, and indicating. The engine fuel system supplies filtered and metered fuel for combustion. As
a secondary function, the system sends pressurized fuel to control the compressor variable geometry (CVG)
system. The fuel system also decreases the temperature of the oil in the fuel cooled oil cooler (FCOC). The fuel
system is controlled by the full authority digital engine control (FADEC). The control system has two channels
that are the same and operate independently. Each of these two systems has a FADEC. The FADECs interface
with other engine systems, the aircraft controls, and the propeller to monitor and control the engine and pro-
peller. The control system controls the engine fuel flow, CVG system, engine ignition and propeller blade angle.
The engine fuel distribution system consists of a fuel pump metering unit (FPMU), FCOC, CVG actuator, fuel
supply manifolds, fuel nozzles, and fuel drain manifolds.
3-7. ENGINE LUBRICATION SYSTEM. The engine oil system performs three functions: storage of oil,
distribution of oil, and indication of oil. Independent oil systems, one per engine, supply lubrication for engine
power section and Gear Mounted Accessory Drive/Propeller Gear Box ( (GMAD/PGB) during all modes of op-
eration. A 9 gallon tank is attached to the right side of the engine. The tank has a 7.6 gallon oil capacity with the
remainder of the tank used for air space. The tanks includes a 0.40 gallon dedicated reservoir for the auxiliary
3-3
FAM.1C-27J-2-1
feather pump oil supply. The engine power section pump supplies pressurized oil through the engine oil filter to
components requiring lubrication. The GMAD/PGB pump and filter supplies oil for the propeller gearbox, gener-
ator cooling, and propeller operation. Scavenged oil from the GMAD/PGB and engine power section is returned
to the engine oil tank through independent air oil separators, an oil filter, an Air Cooled Oil Cooler (ACOC), and
a Fuel Cooled Oil Cooler (FCOC). The oil system consists of three subsystems: storage, distribution, and indi-
cation. The storage system is provided by an engine oil reservoir for the power section, the PGB, and propeller
auxiliary feather pump, plus an accumulator for the pitch control unit during zero/negative g operation. The oil
storage components include the oil tank, oil tank pressurizing valve, and the auxiliary feather pump reservoir.
The engine oil distribution system supplies pressure and temperature controlled oil to all engine components
(requiring lubrication) for all operational attitudes and conditions. Engine oil distribution is provided by the PUAD
lube and scavenge pump, the PGB lube and scavenge pump, engine air/oil separator, engine zero leakage oil
check valve, engine pressure and scavenge oil filter unit, ACOC, FCOC, the engine oil cooler flap, and asso-
ciated components. The engine oil indication system components detect, measure and provide indications of
engine oil quantity, temperature, pressure, and oil cooler flap positions. The NIU and Bus Adapter Unit (BAU)
Type II, No. 1 and BAU Type II, No. 2 interface the engine oil indication system components with the mission
computer. The mission computer monitors the BAU and NIU outputs via the 1553 avionics data busses (right
and left) and provides status displays and initiates ACAWS messages and which are displayed on the CMDU.
The engine oil indication system provides indications of oil quantity, oil tank temperature, oil pressure, and im-
pending oil filter bypass.
3-8. ENGINE ELECTRICAL SYSTEM. The electrical system comprises separate components, each with
different functions. The engine ignition unit provides the electrical energy required to ignite the atomized fuel-air
mixture. Gas generator speed sensors and power turbine speed sensors send engine speed indications to the
mission computer via the FADEC to provide status display. The temperature system components include the
thermocouples and the thermocouple harnesses. There are 16 thermocouples that measure turbine inlet tem-
perature. The MGT signals are sent between the FADECs through the cross channel data links. When both
channels are serviceable, the controlling FADEC uses the average of the two sensor signals for engine and
propeller control The FADEC sends a signal via the MIL-STD-1553 data bus to the mission computer for display
on the engine system status display as MGT C. There are two thermocouple harnesses, FADEC A and FADEC
B. FADEC A thermocouple harness connects eight thermocouples to the main FADEC A wiring harness at the 9
o’clock position of the diffuser case. FADEC B thermocouple harness connects eight thermocouples to the main
FADEC B wiring harness at the 3 o’clock position of the diffuser case. An electrically operated valve controls air
flow in the anti-icing system. The engine oil sensors include the following parameters: engine oil tank quantity
probe, engine oil tank temperature bulb, engine air/oil cooler temperature bulb, power section oil pressure sen-
sor, power section low oil pressure switch, PGB oil pressure sensor, PGB low oil pressure switch, pressure and
scavenge filter manual impending bypass indicator, power section scavenge filter electrical impending bypass
indicator, power section magnetic indicating plug, PGB pressure filter impending bypass valve, PGB magnetic
indicating plug, GMAD magnetic indicating plug, and engine generator magnetic indicating plug.
3-9. TURBOPROP START AND IGNITION SYSTEM. A four-position rotary switch (see list) for each engine
is used to control the engine operation.
– MOTOR – Opens the starter control valve but does not provide fuel or ignition. Switch must be
held in this position because it is spring-loaded to the STOP position. Motor may be used to motor
the engine to remove unburned fuel in case of no ignition or to cool the engine following an aborted
start attempt.
– STOP – Shuts down the engine. Positioning the switch to STOP, shuts off fuel at the engine Fuel
Pump and Metering Unit (FPMU), disables the ignition, and drives the propeller to the minimum
drag position. Selecting STOP during the automatic start cycle, also closes the start valve and
de-energizes the ignition.
– RUN – Allows the engine to continue to run following a successful start.
– START – Opens the starter control valve and places a white box around the engine instrument
display on the Color Multipurpose Display Unit (CMDU) for the engine being started. The START
switch is spring loaded to RUN. The START switch must be held in the START position for 1 second,
then released, to initiate the start cycle; then the controlling FADEC takes control and schedules
fuel and ignition at the proper RPM for engine start.
3-4
FAM.1C-27J-2-1
3-10. TORQUEMETER ASSEMBLY
3-11. The primary functions of the torquemeter assembly (REF) are to transmit engine output power to the
PGB, to provide alignment and structural support between the power section and PGB, and to supply a cali-
brated torque reference to the FADEC. The torquemeter assembly has a torquemeter shaft, a reference shaft,
a housing, and an anti-icing shroud. The torquemeter and reference shafts together make up the calibrated
torquemeter shaft assembly. The engine torque is measured by two torquemeter pickups that monitor the angu-
lar deflection (twist) that occurs in the torquemeter shaft in relation to the zero deflection of the reference shaft.
The signal from these pickups is a secondary indication of power turbine speed.
3-12. TORQUEMETER SHAFT. The torquemeter shaft is a steel shaft that has splines at both ends to trans-
mit power from the power turbine drive shaft to the PGB.
3-13. REFERENCE SHAFT. The reference shaft is a steel shaft around the torquemeter shaft. The rear of
the reference shaft is attached to the torquemeter shaft, and a bushing keeps the front of the reference shaft in
position.
3-14. TORQUEMETER HOUSING. The torquemeter housing is a titanium structure that surrounds the
calibrated shaft assembly. The housing has flanges at the front and the rear that are bolted to the PGB housing
and to the compressor air inlet housing to give structural support.
3-15. ANTI-ICING SHROUD. The anti-icing shroud is a cover for the torquemeter assembly to allow for
anti-icing air. The anti-icing shroud allows for the flow of warm anti-icing air to prevent ice from forming on the
torquemeter assembly.
3-16. ENGINE AND AIR INTAKE ANTI-ICING SYSTEM
3-17. Engine operation in some conditions could allow ice formation on the air inlet lip, air inlet duct,
torquemeter shaft, and the compressor air inlet housing, all of which could lead to degradation of engine
performance. To prevent this, the engine and nacelle ice protection system is designed to apply heat
continuously to the engine air intake areas susceptible to icing when icing conditions are encountered. The
nacelle ice protection system and the engine ice protection system are combined into one functional system.
The engine (and nacelle) ice protection system for each engine includes:
– Nacelle Interface Unit (NIU)

– Full Authority Digital Electronic Controller (FADEC)
– Bus Adapter Unit (BAU)
– Mission Computer (MC)
– Engine Ice Protection Control Panel
– Ice detector
– Anti-ice valve with integral pressure switch
– A second pressure switch in the ducting
– The necessary manifolds and ducts to route the anti-icing bleed air to the appropriate areas
Bleed air for the nacelle ice protection system is supplied from the engine compressor 14th stage independently
of the bleed air used for airframe ice protection and independently of the bleed air system for the Environmental
Control System (ECS). Hot anti-icing air is routed from a dedicated bleed port to the anti-ice valve by the anti-ice
air manifold, which is mounted to the engine casing. This manifold distributes the bleed air to the anti-iced areas.
Bleed air is distributed to the following areas:
– Nacelle Inlet Duct (lower, mid, and upper)

– Inlet Duct Lip
3-5
FAM.1C-27J-2-1
– FOD Duct
– Engine Compressor Inlet Guide Vanes
– Engine Housing Struts
– Torquemeter Shroud
The bleed air distributed to the Torquemeter Shroud, Engine Compressor Inlet Guide Vanes and Housing Struts
is ingested into the engine, while the bleed air distributed to the remaining components is exhausted into the
nacelle.
3-18. ENGINE CONTROLS
3-19. The engine control system consists of the throttle quadrant, FADECs, NIU, and the interconnecting
electrical harnesses. FADEC A and FADEC B Harnesses. These harnesses transfer the control commands
and signal monitoring essential to engine operation between the engine and FADEC A, the engine and FADEC
B, and between the two FADECs. This helps facilitate the total redundancy provided by the FADECs by pro-
viding each FADEC with all data needed to fully control the engine and by allowing the FADECs to exchange
data. EMS Harness. This harness facilitates the transfer of non-critical or redundant monitoring and control
signals between the engine, nacelle, NIU, and airframe. The throttle quadrant (Figure 3-1) is located in the
center console and is secured in place by quick-release fasteners . The throttle quadrant is a throttle by wire
system. It is a self contained electromechanical unit that has two power levers and two low speed ground idle
buttons. The quadrant also contains power lever angle (PLA) resolvers. Movement of the power lever rotates
an electrical resolver which is energized and sensed by the FADEC to provide PLA data. PLA translates to a
command for a specific level of engine power, from maximum forward thrust to maximum reverse thrust. Each
power lever has two distinct ranges of movement, ground and flight, which are separated by a gate that requires
the throttles to be lifted to move from the flight range into the ground range. In the ground range, the throttle
position selects a propeller blade angle and a corresponding rate of fuel flow by means of the FADEC. In the
flight range, throttle position is interpreted by the FADEC to select a rate of fuel flow to produce a desired horse-
power output and propeller blade angle to maintain 100 percent RPM. The throttle quadrant has five placarded
positions . The quadrant has two low speed ground idle switch lights located at the rear of quadrant. These
switches are momentary contact switches which signal the FADEC to reduce propeller RPM for ground opera-
tions only. This feature will be automatically canceled by the FADEC if the power lever is moved past 32 degrees
. When the power lever is in GND IDLE and the switch light is on, the engine is in low speed ground idle. The
mission computer continuously monitors torque differential between the engines. When this differential exceeds
a predetermined amount, using airspeed, altitude, and temperature signals from the distributed air data system
(DADS), the mission computer will send a command to the FADEC on the opposite engine to reduce its max-
imum torque. The torque is reduced to a level which produces the maximum thrust that will allow the airplane
to be controlled aerodynamically. The gust lock is a two position control that interfaces with the aircraft to lock
the designated control surface when lever is deployed to ON position. The control lever is designated to prevent
the advancement of the thrust lever beyond the flight idle gate to prevent takeoff thrust selection when the gust
lock lever is deployed. The lever automatically latches in both ON and OFF positions to prevent uncommanded
movements. The operation of the pull up lever is required before the lever can be moved from OFF or vise versa
to ON. The lock mechanism is spring loaded to automatically lock the gust lock lever in either the ON or the
OFF positions. The lever is also designated with a spring return feature to automatically stow the lever from
ON to the OFF position when the gust lock lever is released. The force to actuate the lever against the spring
force is 2.25 - 6.75 pounds. The gust lock angular travel is converted in shaft rotary motion and, outside the
throttle quadrant assembly casing, converted to linear output to interface with the aircraft. The linear output is
2.16 inches based on the 36 gust lock lever travel.
3-6
FAM.1C-27J-2-1
Figure 3-1. Throttle Quadrant
3-7
FAM.1C-27J-2-1
3-20. PROPELLERS
3-21. The propulsion system uses a propeller and gas turbine engine system that operate as an integrated
unit. The engine provides a source of power that is passed to the propeller system via the propeller gearbox
(PGB). The propeller system converts the engine power into thrust. The propeller system consists of a rotating
section comprised of six counterweighted blades, spinner, sub assembly, pitch actuator, backplate, and beta
tube. The propeller consists of a stationary (propeller control) section comprised of the pitch control unit (PCU),
overspeed governor (OSG) and high pressure (HP) pump, auxiliary feather pump, and brush block assembly.
The propeller control system is hydraulically operated and electrically controlled by the FADECs. The propeller
system uses variable pitch to provide controlled thrust in all ranges of operation . Blade angle (pitch) is changed
by an electrically controlled hydraulic actuator, which uses engine oil for the hydraulic fluid. The propeller and
its spinner have a de-ice/anti-ice system.
3-22. PROPELLER AND SPINNER ANTI-ICE/DE-ICE
3-23. The propeller ice protection system operates when meteorological conditions that cause icing are de-
tected. Propeller operation in some conditions can allow ice formation on the propeller blades and spinner,
which could lead to degraded powerplant performance. To prevent this, the propeller and spinner contain elec-
trically heated elements that cycle on and off to minimize ice formation. The propeller ice protection system is
comprised of the de-Ice timer unit (DITU), brush block, slipring, heating elements in the propeller blades and
spinner, and associated harnesses. The propeller ice protection system interfaces with the mission Computer
(MC), full authority digital engine controller (FADEC), Ice Protection Control Panel (IPCP), digital air data system
(DADS), and bus interface unit (BIU). The DITU distributes AC power to the blade de-ice boots and the spinner
heating blankets on a schedule that accounts for ambient conditions. The propeller ice protection system pre-
vents (anti-ice) or removes (de-ice) the formation of ice on the propeller blades and spinner. The propeller and
spinner are protected against icing by electrical heating elements which operate on the electrothermal principle.
The propeller blade heating elements provide sufficient heat to weaken the propeller boot/ice bond such that ice
removal is accomplished by a combination of aerodynamic and centrifugal forces. In-flight, the spinner is de-
signed for “running wet” anti-icing. The forward spinner surface temperature is maintained at 0 C or greater to
ensure no ice is formed at the front of the spinner. The resulting runback water subsequently freezes and is shed
from the aft section of the spinner by de-icing. During ground operations, all spinner elements are controlled to
a duty cycle and are de-iced. The propeller ice protection system can automatically activate the anti-ice/de-ice
heating elements when icing conditions are detected. The mission computer collects and analyzes inputs from
the FADECs and IPCP to determine when ice protection should be activated. When commanded to activate pro-
peller ice protection from the mission computer, the DITU computes the most efficient de-ice cycle time based
on the Total Air Temperature (TAT) input from the DADS and the bus voltage. The DITU then controls the appli-
cation and timing of AC power to the propeller spinner and blade heating elements. The propeller ice protection
system can automatically activate the anti-ice/de-ice heating elements when icing conditions are detected. The
mission computer collects and analyzes inputs from the FADECs and IPCP to determine when ice protection
should be activated. When commanded to activate propeller ice protection from the mission computer, the DITU
computes the most efficient de-ice cycle time based on the Total Air Temperature (TAT) input from the DADS
and the bus voltage. The DITU then controls the application and timing of AC power to the propeller spinner and
blade heating elements. The mission computer collects and analyzes inputs from the FADECs and IPCP to de-
termine when an Ice Protection ON signal should be sent to the DITU. A single airframe ice detector is mounted
on the left side of the forward fuselage. When Ice accumulation is detected, the ice detector sends discrete ice
detection signals to the BIU. The BIU controller converts the icing signal to a MIL-STD–1553B data bus message
and forwards the data to the mission computer via the IPC bus. Propeller speed sensors in each engine sense
the rotational speed of the propellers. An analog speed signal is sent to the FADEC. The FADEC converts the
analog signal to a MIL-STD-1553B data bus message and forwards it to the mission computer via the avionics
bus. The control state for each propeller is set by positioning the propeller ice protection switch for each pro-
peller to AUTO, OFF or ON. The BIU senses the position of each switch on the IPCP and forwards a control
state message to the mission computer via the Inter-Processor Control (IPC) bus. When the mission computer
receives an ice detection message, it checks the propeller rotational status and propeller ice protection switch
control status for each propeller to determine if an ACAWS message or a DITU activation command should be
generated. Automatic ice detection and activation of the DITU is available as long as the single electronic ice de-
tector is functioning and communicating through the BIU with the mission computer. If the electronic ice detector
fails, the ACAWS message ICE DETECTOR FAIL is displayed, and automatic ice detection is not available. If
the detector is OFF or inoperative, the crew must manually select the propeller ice protection switches to ON
3-8
FAM.1C-27J-2-1
when icing conditions are observed or suspected in order to activate propeller ice protection. With the switch
selected OFF and ice detected, the MC will set an ACAWS message to alert the crew. With the switch selected
OFF, the MC will not command propeller ice protection ON, regardless of whether or not ice is detected. With
the switch normally selected to AUTO and ice detected, the MC will command the propeller ice protection ON.
The MC will latch this propeller ice protection ON command until the cockpit switch is placed in the OFF position.
With the switch in the AUTO position and ice not detected, the MC will command propeller ice protection to OFF
(unless previously commanded ON and latched ON). The primary method of ice detection is visual. A metal
rod is located in front of the windscreen for pilot observation. (A fuselage-mounted light illuminates the wing
leading edge, which enables visual ice detection in darkness.) The DITU bases spinner and propeller blade
de-icing cycle time on the True Air Temperature (TAT) information from the DADS and bus voltage. Two TAT
probes (one on each side of the forward fuselage) sense the TAT and sends an analog temperature signal to
the DADS. The DADS converts the signal to a MIL-STD-1553B data bus message and forwards the information
to the mission computer. The mission computer forwards the temperature information to the DITU where it is
used to determine the duty cycle times for propeller de-icing. The heating elements are activated long enough
to break the ice bond so that centrifugal and aerodynamic forces can shed the accumulated ice. Generally, the
colder it is, the longer heat needs to be applied.
3-24. FIRE EXTINGUISHING SYSTEM
3-25. The fire protection system consists of: the fire bottle, one per nacelle, which contains 11.58 pounds
of Halon 1301 fire extinguishing agent charged to 800 psig wit nitrogen: the cartridge actuator, 2 per bottle,
explosive device that releases, agent from the fire bottle into the distribution system: temperature compensated
pressure switch, one per fire extinguishing container, sends discrete to the mission computer via a BAU (Type
III) when the bottle pressure is 630 to 690 psig at 70 F: fire extinguishing discharge lines and nozzles, distribute
agent throughout fire Zone 1 and buffer Zone 3: crossover shuttle valve, one per nacelle, directs extinguishing
agent from the main or alternate fire bottle into the selected nacelle. There are two fire bottles in the system, one
mounted in each nacelle. Each has a temperature compensated pressure switch to monitor the Halon 1301 ex-
tinguishing agent for low pressure and provide appropriate messages to the crew via ACAWS messages. Each
container has dual outlets with cartridge actuators (squibs) to allow a reserve supply through interconnecting
crossover pipes and shuttle valves from the opposite nacelles. The squibs are also monitored for continuity and
appropriate ACAWS messages are displayed in the event of a broken circuit.
3-26. AUXILIARY POWER UNIT (APU)
3-27. GENERAL. The Auxiliary Power Unit (APU) system is composed of an auxiliary power unit model
T-62T-46C16 manufactured by Hamilton Sundstrand Power Systems, and by all the equipment necessary to
its installation and proper functioning in the aircraft. The unit supplies mechanical power to drive a 50/60 kVA
generator fitted on the APU gearbox for aircraft auxiliary electrical supply and provides compressed bleed air for
engine starting both on ground and in flight up to 25.000 ft (7620 m) and for cabin air conditioning/pressurization.
The major components of the system are the APU, the Full Authority Digital Electronic Control (FADEC), the
shock absorbers, the mounting rods, an air inlet with door, the air inlet door actuator, the eductor, the exhaust
duct with muffler, an APU driven electrical generator, cockpit indicators and master rotary switch. The APU
includes a single stage centrifugal compressor, a reverse flow annular combustor, a single stage radial in-flow
turbine, a gearbox upon which the engine accessories and the generator are mounted. The APU is controlled
and monitored by the FADEC which is installed in the cockpit avionic rack. The APU can be started and stopped
via a rotary master switch in the cockpit overhead panel; on the same panel the Exhaust Gas Temperature (EGT)
and the APU speed (RPM) indications are provided. A remote switch, located in the Left Main Landing Gear (L
MLG) rear fairing, allows the APU to be shut-down by the ground crew during ground operation only. The APU
is mounted in a fireproof compartment in the forward section of the MLG fairing by means of three attach points
on the engine itself, to which three shock absorbers are fixed; from the shock absorbers, a total of seven rods
link the APU to seven attach points on the aircraft structure, in order to obtain a fail-safe installation in case of
one-rod rupture. The access to the APU is gained via hatches. The general arrangement of the bay is shown
in Figure 3-2.
3-9
FAM.1C-27J-2-1
Figure 3-2. Auxiliary Power Unit (APU)
3-10
FAM.1C-27J-2-1
3-28. AUXILIARY POWER UNIT (APU) FIRE PROTECTION SYSTEM
3-29. GENERAL. The APU compartment is designated fire zone, therefore it is suitably isolated from the
rest of the aircraft. The fuel duct to the Auxiliary Power Unit (APU) is the only component located in the fire zone
which carries flammable fluid and it is made of stainless steel for fireproofness. Also the APU air duct is fireproof
and is made of 0.03 in (0.8 mm) steel. In case of APU fire, the APU is shut down and the air door is automatically
closed to limit the APU bay eductor flow and therefore fire extinguishing agent dilution. Effective extinguishing
agent concentration is in any case granted also with APU inlet door stuck open. The APU compartment is
suitably ventilated. The compartment ventilation flow minimises the probability of ignition of the flammable fluids
and vapours, and the resultant hazards if ignition does occur. The APU fire protection system provides fire
detection and flammable fluid fire suppression capability in case of fire in the APU bay. With reference to the
above functionalities, the APU fire protection system is splitted in:
– APU fire detection system;

– APU fire extinguishing system.
3-11 / (3-12 blank)

FAM.1C-27J-2-1
SECTION IV
HYDRAULIC SYSTEM
4-1. DESCRIPTION
4-2. GENERAL
4-3. GENERAL (Figure 4-1 and Figure 4-2). The hydraulic supply for operation of the various devices of
the aircraft comes from two completely independent hydraulic systems (No. 1 and No. 2). The systems operate
simultaneously under normal conditions at a nominal pressure of 3000 psi (210 kg/cm2) and are capable of
operating at all altitude and temperatures covered by the aircraft flight envelope. The hydraulic pressure is
continuously supplied to No. 1 and No. 2 system by means of one EDP (Engine Drive Pump) and one ACMP
(Alternate Current Motor Pump) for each system. The four pumps are of the axial-piston variable displacement
type; each pump is rated to ensure normal flow and pressure to relevant system.
4-4. No. 1 system provides the hydraulic supply to the flap actuator, rudder servoactuator, elevator servoac-
tuator, spoilers servoactuators, wheel brakes (parking/emergency) and nose landing gear steering mechanism.
4-5. No. 2 system provides the hydraulic supply to the flap actuator (emergency control), elevator actuator,
rudder servoactuator, spoilers-lift dumpers servoactuators, landing gear mechanisms and landing gear doors,
landing gear attitude variation system, wheel brakes (normal) and ramp and cargo door actuators.
4-6. In case of total loss of system No. 1, system No. 2 permits:
A. The complete maneuverabiliy of the aircraft during the flight being the rudder, the elevator and the
flaps fully operatives.
B. The complete ground controllability of the aircraft at low speed being the normal differential wheel
brakes fully operative.
C. Braking being the normal braking system fully operative.
4-7. In case of total loss of system No. 2, system No. 1 permits:
A. The complete maneuverabiliy of the aircraft during the flight being the rudder, the elevator and the
flaps fully operatives.
B. The complete ground controllability of the aircraft at low speed being the steering fully operative.
C. Braking being the emergency braking system fully operative, by selecting the parking lever in the
inner brake position.
4-8. The landing gear may be extended by means of a mechanical devise (free fall extension system).
4-9. HYDRAULIC FLUID
4-10. CHARACTERISTICS OF HYDRAULIC FLUIDS. Synthetic hydrocarbon base resistent fluid, specifica-
tion MIL-PRF-83282D (code NATO H-537) is used in the hydraulic systems. The fluid is dyed red to distinguish
it from any other synthetic hydrocarbon and petroleum base fluids. The fluid MIL-PRF-83282D may be used at
all temperatures within the range of -40 F thru + 275 F (-40 C thru + 135 C).
4-1
FAM.1C-27J-2-1
CAUTION
Personnel should wear appropriate, impervious clothing

when handling the product to prevent repeated or prolonged
skin contact. Local appraisal is required to determine exact
health and safety implications and to prescribe precise ap-
plication of protective clothing. If skin or clothing becomes
moistened with the product, personnel should promptly
wash with soap or mild detergent and water. Respirators
are not required unless there is an inhalation exposure to
mists. Personnel should wear protective clothing when
using the product and when cleaning up spills.
CAUTION
Never replace hydraulic fluid with others of different specifi-

cation (with exception of compatible and mixable fluids).
4-2
FAM.1C-27J-2-1
Figure 4-1. Hydraulic system - block diagram
4-3
FAM.1C-27J-2-1
Figure 4-2. Hydraulic system schematic
4-4
FAM.1C-27J-2-1
SECTION V
FLIGHT CONTROLS
5-1. DESCRIPTION
5-2. GENERAL
5-3. During flight the aircraft is controlled by primary and secondary control surfaces. The primary control
surfaces consist of ailerons (on which there are balance and trim tabs), elevators (also having balance and
trim tabs), rudder and spoilers. Secondary control surfaces comprise inner flaps, outer flaps and lift dumpers
(operation of spoilers during taxiing after landing). Control systems for the primary control surfaces include the
autopilot system (automatic control) and the trim system.
5-4. Flight control surfaces are hydraulically (flaps, rudder, elevator and spoilers) and mechanically
(ailerons) operated. Mechanical controls, except for the rudder and flap controls where they are of a single
type and located respectively on the fuselage left and right sides, are provided with double cable trasmission
for safety. The hydraulic flap actuator and the rudder, elevator and spoiler servoactuators, are of dual type
supplied by No. 1 and No. 2 hydraulic systems. Single cylinder hydraulic actuators, supplied by No. 2 system,
are used for the lift dumpers. The elevator control system installs a Q-FEEL device, ” artificial feel ” function of
the aircraft speed.
5-5. In the event of a failure in one of the two hydraulic systems, the pressure required to operate hydrauli-
cally actuated control surfaces is supplied by the remaining operational system. In the event of dual hydraulic
systems loss, the elevator is manually controlled by means of balance and trim tabs in emergency function.For
further information on the system refer to FAM.1C-27J-2-4 manual.
5-6. PRIMARY CONTROL SURFACES
5-7. GENERAL (Figure 5-1). The primary control surfaces allow the aircraft to be controlled around roll,
pitch and yaw axes. The aircraft is controlled around the roll axis by the ailerons (located on the trailing edge of
each outer wing), around the pitch axis by the elevator (located on the trailing edge of the stabilizer), and around
the yaw axis by the rudder (located on the trailing edge of the fin).
5-8. Ailerons and elevators can be locked by the pilot with a mechanical control to prevent flutter due to
wind forces when the aircraft is parked. The rudder is not provided with a locking device.
5-9. During operation of ailerons, forces exerted by the pilot on the control wheel are compensated by
balance tabs. These tabs are inwardly hinged, two on the trailing edge of R aileron, and one on the trailing edge
of L aileron.
5-10. Two spoilers are hinged on the wing upper surface (forward of the outer flaps) to increase the roll effect
and improve the efficiency of the ailerons during turns.
5-1
FAM.1C-27J-2-1
Figure 5-1. Primary and secondary flight surfaces
5-2
FAM.1C-27J-2-1
5-11. CONTROL SYSTEMS FOR PRIMARY CONTROL SURFACES
5-12. GENERAL (Figure 5-2). The aileron control system uses double cable transmission in the first section
and rigid adjustable rods in the final section. Ailerons are actuated by turning one of the control wheels located
on the control sticks. The elevator control system is mechanically controlled and hydraulically actuated (No. 2
hydraulic system) with manual reversion capability in case of complete hydraulic loss. The elevator system is
mechanically controlled through the control sticks by means of a double cable transmission. The rudder sys-
tem is mechanically controlled, hydraulically actuated and comprises two control pedals for each pilot. These
pedals operate a dual type servoactuator by means of cable transmission. The spoiler control system is con-
nected to the aileron control by means of a system of levers and rods which operate two dual type hydraulic
servoactuators. The spoiler system operates only when also the ailerons operate. A mechanical mixer located
on each aileron connection allows rotation of the spoilers (only upwards and with a maximum travel of 77 30’)
proportional to the rotation of the ailerons, transmitting the movement only when the aileron moves upwards.
5-13. Control forces required from the pilot are reduced by the aerodynamic compensation provided by the
balance tabs. Aileron balance tabs are operated via the control wheel and initiate compensatory displacement
of the ailerons as a result of aerodynamic forces acting on these tabs. The balance tabs located on the elevators
are automatically controlled, when the elevators move, by two mechanisms which connect each elevator to the
respective tab. Balance tabs rotate in the direction opposite to ailerons and elevator rotation.
5-14. CONTROL SYSTEMS FOR TRIM TABS
5-15. The trim of the aircraft is adjusted by means of electrically actuated control trim system. A normal trim
button, located on both control wheels, is normally operated by pilots. The normal trim demand is transferred
through the pitch trim logic to the ECU, which drives the trim actuators. In case of normal pitch trim failure, a
stand by trim is available to be operated by means of dedicated switch on pedestal. Normal and stand by pitch
trim acts on the Q-FEEL system in order to alleviate the pilots effort after pitch manouver. Electrical trim tabs for
normal roll operation and emergency pitch condition when in manual mode can be corrected by means of three
trim tabs altering by aerodynamic forces the positions of the main control surfaces. These tabs are inwardly
hinged, one on the trailing edge of L aileron and the other two on the trailing edge of the elevators. Trim around
the yaw axis is effected by direct adjustment of the rudder setting.
5-16. Trim tabs located on L aileron and on the elevators are controlled by the pilot by means of a four-
position rocher switch located on each control wheel. The trim tab located on L aileron is directly operated by
an electrical actuator. Displacement of the trim tabs located on the elevators, however, is achieved by means of
an electrical actuator with cable transmission. The trim tab located on L aileron operates also as a balance tab
by means of the trim mechanism. This enables it to apply additional compensating forces in accordance with
the pilot’s movements of the controls, in the same manner as the balance tabs located on the elevator and on
R aileron.
5-17. Correction around the yaw axis is effected by means of a three-position switch located on the pedestal.
An electrical actuator (located in the fin) transmits the movement directly to the axle and then directly to rudder
servoactuator.
5-18. Against any failure in one of the electrical trim systems, three emergency systems are provided in
addition (two electrical and one mechanical). The two electrical circuits allow correction around the roll and yaw
axes, while the mechanical system allows correction around the pitch axis.
5-19. AUTOMATIC CONTROL SYSTEM FOR PRIMARY CONTROL SURFACES
5-20. The system consists of an autopilot set and three electrical actuators which are an integral part of the
aileron, elevator and rudder control systems. For further information on the system refer to FAM.1C-27J-2-10
manual.
5-3
FAM.1C-27J-2-1
5-21. SECONDARY CONTROL SURFACES
5-22. GENERAL (Figure 5-1). The aircraft has four flaps, two on the trailing edge of the outer wings and two
on the central wing. Each flap has on its leading edge, two fixed vanes to ensure high aerodynamic efficiency
when they are completely extended. All four surfaces run on roller tracks fixed to the wing structure.
5-23. CONTROL SYSTEMS FOR SECONDARY CONTROL SURFACES
5-24. FLAP SYSTEM (Figure 5-3). The flap surfaces are actuated by a series of jackscrews which, in their
turn, are actuated by a dual type hydraulic actuator, via layshafts. The actuator receives hydraulic supply from
both No. 1 and No. 2 systems, but only one motor of the actuator is supplied, depending on the pre-selection
made by the pilot. The actuator is controlled by means of a lever located on the left topside of pedestal. Due
to the different pitch of the jackscrews the inner flaps can be extended to a maximum angle of 20 . The outer
flaps however can be extended to a maximum angle of 45 .
5-25. LIFT DUMPER SYSTEM. During taxiing of the aircraft after landing the spoilers can be used as lift
dumpers. The lift dumpers improve the stability of the aircraft on the runway due to the narrow landing gear
tread. The lift dumpers actuators are supplied by No. 2 system. This system is controlled by a switch on
the pedestal which energizes an electrically operated control valve, allowing hydraulic supply to two actuators.
This operation, limited to taxiing after landing, is enabled by output from two tachogenerators on the rear main
gear wheels and by microswitches on the hand lever group. The actuators operate the mechanical mixers and
allow the piston of each spoiler servoactuator to reach maximum angle of travel. The spoilers are thus rotated
upwards to a maximum angle of 90 . A spring in each lift dumper hydraulic actuator allows the spoilers to return
automatically to neutral position as soon as hydraulic supply ceases.
5-26. CABLES TENSION ADJUSTERS
5-27. GENERAL. The tension of the cables is greatly influenced by thermal and mechanical factors. Because
of the different expansion coefficients of the airframe and cable materials, there must be adequate compensa-
tion to cope with the temperature range outside the aircraft. Other factors affecting cable tension are delay in
transmitting an external temperature variation to the inside of the aircraft during flight, and the effect of cabin
heating. Since there is an insulating layer between the structure and the cables, the latter have a much higher
temperature.
5-28. There are also mechanical factors to be considered. Since the cables are rarely in a position cor-
responding to that of the neutral axis of the primary structure, all deformations, twisting and bending due to
maneuver stresses, flight compartment pressurization and loads transported result in variations in length and
consequent variations in cable tension. Wear of pulleys and cables and permanent deformations due to over-
loading are other important factors affecting cable tension.
5-29. Since not all of these factors have slackening effects, they partially compensate one another. A me-
chanical tension adjuster with suitable range of compensation is provided on the control line. Several cable
tension adjusters are installed along the control cable run on the bulkhead at frame 7. Access to these ad-
justers is possible via two hatches on frame 7 corresponding to the cable runs on the right and left sides of the
aircraft.
5-4
FAM.1C-27J-2-1
Figure 5-2. Primary flight controls (sh. 1/3)
5-5
FAM.1C-27J-2-1
5-6
FAM.1C-27J-2-1
5-7
FAM.1C-27J-2-1
Figure 5-3. Secondary flight controls
5-8
FAM.1C-27J-2-1
SECTION VI
FUEL SYSTEM, PRESSURIZED AIR SYSTEM,

ANTI-ICING AND DE-ICING SYSTEM,
OXYGEN SYSTEM
6-1. DESCRIPTION
6-2. FUEL SYSTEM
6-3. GENERAL (Figure 6-1). The purpose of the fuel system is to supply the necessary fuel to the turbo-
props and APU. The system comprises all the necessary components and piping to provide:
A. Supply to the turboprops and APU.

B. Pressurization and venting.
C. Fuel quantity indication.
D. Minimum fuel level warning.
E. Warning for low pressure in the electrically driven fuel pumps.
Fuel is contained in four integral wing tanks, sub-divided into main and auxiliary, with a total capacity of 12320
liters (9732 kg; 21458 lb). Refuelling is either by gravity or under pressure. All fuel system components (in
particular, all the valves) are supported so that no loads resulting from their operation or from accelerated flight
conditions are transmitted to the lines attached to them.
6-4. FUEL TANKS. The fuel tanks are integral parts of the central and outer wing. The various components
installed in the tanks are accessible through hatches in the upper part of the tanks. Each tank is provided with
a collector sump where the electrically-driven fuel pumps are located. Two integral auxiliary tanks, formed by
partitions, are present in the central wing section. A series of ejector pumps continuously supplies the sumps
where the electrically-driven fuel pumps are situated. The main tanks are an integral part of each outer wing.
Each main tank is divided longitudinally into two inter-connecting parts by the central wing spar, and transversely
by four fuel-tight partitions. All tanks also have flap type check valves in the lower section of each partition which
allow the electrically-driven pumps and ejector pumps in the collector sump to be supplied, regardless of the
attitude of the aircraft.
6-5. TURBOPROP AND APU FUEL SUPPLY SYSTEM (Figure 6-1). The turboprop and APU fuel supply
system sends fuel from the main and auxiliary tanks to the turboprops by means of immersed electrically-driven
pumps. The pumps, (two per tank), are situated in the collector sump of the tank and fuel is supplied to the
turboprops via check valves and supply pipes. The fuel passes through five electrically-operated shut-off valves,
of which two shut off fuel delivery to the turboprops, two shut off fuel delivery from the auxiliary tanks, and one
connects the L turboprop fuel supply circuit to the R turboprop fuel supply (cross feeding). The system also
includes a series of low pressure warning switches. These, coupled with the electric circuitry, indicate any faults
in the electrically-driven pumps. A ninth electrically-driven pump, installed in the main L tank, supplies to the
APU. Downstream of this electrically-driven pump, on the APU supply pipe, a shut-off valve, and a filter are
installed. The other eight electrically-driven pumps receive three-phase alternating current, whereas the ninth
APU fuel pump receives direct current and has a lower flow rate. It is possible to supply to the turboprops by
gravity because even when the electrically-driven pumps have stopped, they allow the fuel to pass.
6-1
FAM.1C-27J-2-1
6-6. CROSS-FEED FUEL SUPPLY (Figure 6-1). When necessary it is possible to supply one turboprop
with the fuel from all the tanks, or both turboprops, with fuel from only one tank, by means of a cross-feed valve,
interconnecting the left and right engine feed line.
6-7. FLAME ARRESTER SYSTEM (Figure 6-1). The flow of fuel to the turboprop can be stopped at any
time by positioning the SHUT-OFF VALVE switch on the fuel system control panel to “SHUT” after removing the
protective cover. Closure of the electrically-operated fuel delivery shut-off valve in the event of fire can also be
achieved by operating the Fire Pull handle on the overhead panel. The electrically operated valve also has a
manual lever, which enables it to be closed only when the aircraft is on the ground and without the electrical
supply connected.
6-8. CENTRALIZED POINT PRESSURIZED REFUELLING SYSTEM (Figure 6-1). The aircraft has a cen-
tralized point refuelling system, which allows the pressurized refuelling of all the tanks. The system consists of
a refuelling pipe terminating in a rapid coupling point, an electrically operated refuelling and defuelling valve,
four electrically-operated refuelling valves and a pressure reducer. Fuel coming from the refuelling pipe passes
through the electrically operated refuelling and defuelling valve and a pressure reducer, and reaches the tanks
through the refuelling valves. The fuel level in the tanks is controlled by maximum-level transmitters, which close
the electrically-operated refuelling valves when the fuel reaches maximum level. The air contained in the tanks
comes out during refuelling through the venting system and the overflow valves. Refuelling can be checked
continuously and can be stopped at any time. Refuelling operation is controlled through the refuelling-defuelling
control panel.
6-9. GRAVITY REFUELLING SYSTEM. The aircraft can also be refuelled by gravity through four refuelling
points situated on the upper part of the outer wings corresponding with each tank.
6-10. GROUND DEFUELLING SYSTEM (Figure 6-1). The fuel in the tanks can be completely or partially
drained when the aircraft is on the ground. Two electrically-operated defuelling valves, which are normally
closed, connect the supply pipes with the refuelling and defuelling pipes during the defuelling operation. Defu-
elling is carried out through the refuelling pipes and the centralized refuelling point, by means of the electrically
driven fuel pumps situated in the tanks. The fuel pumped by the immersed pumps passes through the electri-
cally-operated defuelling valve, reaching the refuelling pipes, the refuelling point and is then expelled overboard.
Defuelling can be checked continuously and can be stopped at any time. Defuelling operation is controlled
through the refuelling-defuelling control panel.
6-11. VENTING/PRESSURIZATION AND DRAINAGE SYSTEM (Figure 6-1). The venting/pressurization

system allows the fuel to flow down the outside of the tanks if the automatic fuel shut-off system does not work
during refuelling at the centralized point. The system also opens to the atmosphere when, due to an increase
in external temperature, the fuel expands, resulting in an excessive increase in pressure. The system also
enables a certain pressure value to be maintained in the tanks at various altitudes. This causes the boiling
point of the fuel to be raised, so reducing evaporation and diminishing the danger of air bubbles forming, thus
ensuring correct supply to the turboprops. The fuel venting/pressurization system comprises pipes, placed on
the upper part of each tank, converging on a collector sump situated at the edge of each outer wing. Each sump
is connected to the atmosphere via an air scoop, situated under the wing tip, which ensures that light positive
pressure is maintained inside the tanks. A series of floating drainage valves in the venting pipes inside the
tanks, stop the accidental overflow of fuel. The system also has a series of venting valves, which, in the case of
an excessive increase of pressure within the tanks, allows the excess fuel to flow out through the venting pipes.
The drainage system permits to bleed from the tank the sediment deposited on the bottom and in the “dead”
corner, where the accumulation is probable.
6-12. IN-FLIGHT FUEL JETTISON SYSTEM (Figure 6-1). The aircraft has a system which, in emergency,
allows the fuel to be jettisoned during flight at any altitude or speed. The system consists of two electrically-
operated defuelling valves, the same ones used for ground defuelling, two electrically-operated jettison valves
(one for the L wing tanks, and one for the R wing tanks) controlled by L JTSN and R JTSN switches on the fuel
control panel, and two minimum-level thermistors that automatically cut off fuel jettison when the fuel in each
main tank is 665 liters (525 kg; 1160 lb).
6-2
FAM.1C-27J-2-1
Figure 6-1. Fuel system layout
6-3
FAM.1C-27J-2-1
Figure 6-2. Pressurized air system block diagram (sh. 1/2)
6-4
FAM.1C-27J-2-1
Figure 6-2. Pressurized air system block diagram (sh. 2/2)
6-5
FAM.1C-27J-2-1
Figure 6-3. Air conditioning system schematic
6-6
FAM.1C-27J-2-1
6-13. FUEL QUANTITY INDICATION SYSTEM. Each tank has a capacitance type fuel quantity indication
system. Fuel quantity readings for individual tanks can be taken from 4 digital indicators on the fuel system
control panel in the flight deck and from other 4 digital indicators on the refuelling control panel in the R landing
gear fairing. A quantity digital indicator situated between the tank fuel quantity indicators on the flight deck
and refuelling control panels, gives the total quantity of fuel aboard the aircraft. In addition, tanks and total
fuel quantity data are displayed on CMDU No. 3. Tanks are also equipped with magnetic fluid level indicators
with a graduated stick and float, which can be removed from the under side of the wings by a simple unlocking
operation. This enables a direct check of the fuel level in each tank to be performed whilst the aircraft is on the
ground.
6-14. MINIMUM FUEL LEVEL WARNING SYSTEM. The system comprises 4 level thermistors, one for each
tank. Each thermistor is fixed on gauging probes at a certain level for fuel minimum level detection. Each
thermistor is driven by FQCU. Thermistor not immersed in the fuel is detected as fuel at the low level. The
information is sent via each ARINC 429 data bus to BAUs type III for displaying of caution legend on ACAWS
section of CMDU No. 3.
Low level is detected when:
• Main tank fuel quantity is below the indicated level quantity of 750 ± 150 lb (340 ± 70 kg).
• Auxiliary tank fuel quantity is below the indicated level quantity of 325 + 50 / - 125 lb (145 + 20 /
- 60 kg).
NOTE
The above indicated minimum fuel level quantities are specified

for a stabilized aircraft attitude of 0 roll and 3 nose up. Other
aircraft attitudes may result in different fuel displacements inside
the various tank partitions with conseguent change in the tank fuel
content value at the level detectors.
NOTE
To avoid the activation of Auxiliary Fuel Tank Low Level ACAWS

Caution message during special maneuvers (climbs, descents),
the FQCU is provided with a software that enables the activation
of the warnings only while the computed fuel quantity is less than
the setting point (320 lb nominal value in each tank).
6-15. PRESSURIZED AIR SYSTEM
6-16. GENERAL. The pneumatic system is designed to supply the aircraft systems which require pressur-
ized air to operate. The system has three possible high pressure sources:
• Engine compressors
• APU
• Ground Connection allowing external cart supply

The system is mainly composed of:
• a distribution system
• an air leak detection system.
6-17. This system (Figure 6-2) supplies pressurized air to the following systems of the aircraft which are
described in the relevant Sections:
• Wings and tail unit de-icing. Refer to FAM.1C-27J-2-6.
6-7
FAM.1C-27J-2-1
• Anti-icing of ram-air intake for fuel tanks pressurization. Refer to FAM.1C-27J-2-6
• Engines starting. Refer to FAM.1C-27J-2-3 manual.
• Flight compartment and cargo compartment air conditioning. Refer to FAM.1C-27J-2-6
• Pressurization. Refer to FAM.1C-27J-2-6
6-18. The system consists of ducting, various valves, sensing elements and pressure regulators to control
pressure and temperature values and to limit the airflow. The pneumatic system components are mainly located
in the engine nacelle. The engine bleed air is provided by the engine compressor low and high pressure stage
ports. Each stage has two bleed ports. A low stage check valve is installed just after the junction between the
two low stage branches. A Pressure Regulating and Shut-off Valve (PRSOV) is installed on the junction of the
low and high stage lines upstream of the precooler. A dedicated supply duct for the airframe de-ice system is
provided on this section of ducting, upstream of the Bleed Air Shut-off Valve (BASOV), while an overpressure
switch is installed downstream of the BASOV. The precooler is mounted to the engine nacelle structure and is
connected to the ducting on the bleed side of the pneumatic lines and to a nacelle ram air circuit on the cooling air
side. On this circuit, a Ram Air Modulation Valve (RAMV) is installed to control precooler cooling performance.
Downstream of the precooler, there is the pneumatic thermostat which modulates the RAMV. The engine starter
supply line junction is downstream of all the nacelle bleed components so that the starting performance is not
affected by added system pressure losses. The remaining components of the pneumatic system are installed
outside the engine nacelle: two overtemperature switches, which protect the air conditioning system compo-
nents, are installed in the pneumatic supply line upstream of the air conditioning flow control valve. The flow
control valve supply line is routed underfloor in the fuselage adjacent to the APU bay. The APU and the ground
connection non-return valves are installed in the APU bay into the left forward landing gear nacelle.
6-19. AIR CONDITIONING SYSTEM
6-20. The C-27J (Figure 6-3) Air Conditioning control system is a simple, air open cycle, without re-circu-
lation. Cockpit and Cargo air temperatures are automatically controlled; manual control is also available. The
system is fed by a dual schedule Flow Control and Shut-Off Valve, that controls air flow to the ECU (Environ-
mental Control Unit).Compressed air is then routed into the ECU heat exchanger, where it is cooled by ram
ambient air through an air intake; ram air is then exhausted overboard. On ground static condition, cooling air
is assured by a fan driven by the Air Cycle Machine turbine. The cooled air then passes through the Air Cycle
Machine turbine, that reduces air pressure and temperature. The power generated by the turbine is used to me-
chanically drive the ram air cooling fan. A Low Limit Bypass Valve controls the ECU air discharge temperature
at 35 F, using hot air tapped downstream the Flow Control Valve. A Water Separator extracts the liquid water
from cooled air before entering into distribution ducts. Water is then sprayed onto the ECU heat exchanger
cold side to enhance system performance using the water latent heat of vaporization. Cooled air flow is then
split to the Cockpit and Cargo lines in the adequate amount. On each line, air temperature is trimmed to the
requested value by means of a dedicated Trim Valve, using hot air tapped downstream the Flow Control Valve).
A Ram Air Emergency Ventilation Valve is provided to allow Cargo and Cockpit ventilation in event of ECS loss.
Finally Cockpit and Cargo air main distribution ducts lead the conditioned air to the outlets stations. A Priority
Valve, installed on one of the Cargo lines of the Air Conditioning Distribution subsystem, parzialies the flow to
the Cargo, thus increasing on demand the amount of conditioned air into Cockpit air distribution when the A/C
is operated in extremely hot/cold conditions. The system is controlled and monitored by hardwired logic, and
through a Digital Controller (SEDC).
6-21. PRESSURIZATION SYSTEM
6-22. GENERAL. The pressurization (Figure 6-4) of the cabin and the rate of change of pressurization is
maintained at a level which is satisfactory for the safety and comfort of the passengers and the crew mem-
bers. This is achieved by controlling the amount of conditioned air which is discharged overboard by two outflow
valves. The pressurization system is an electro-pneumatic, automatic type, with redundant digital controllers.
The system has also possibility to manually control cabin altitude rate of change. Two possible automatic pres-
surization schedules may be selected by flight crew:
6-8
FAM.1C-27J-2-1
– normal operating,
– medical evacuation.
The nominal cabin to ambient differential pressure when NORMAL schedule is selected is:
– 3.091 psid at 10000 ft,

– 4.592 psid at 15000 ft,
– 5.800 psid at 20000 ft,
– 5.800 psid at 25000 ft,
– 5.800 psid at 30000 ft,
and when MEDEVAC schedule is selected is:
– 4.593 psid at 10000 ft,

– 5.800 psid at 15000 ft,
– 5.800 psid at 20000 ft,
– 5.800 psid at 25000 ft,
– 5.800 psid at 30000 ft.
.
6-23. Both schedules result in 8000 ft of cabin altitude at 26400 ft of aircraft altitude and 9870 ft at 30000 ft.
Each outflow valve incorporates safety relief for over and negative pressure conditions and an electrical ditching
device which, on pilot command, closes the valve prior to ditching. The system also provides:
– pressurization parameter triple indication;

– excessive cabin to ambient differential pressure and excessive cabin altitude warnings;
– rapid decompression function (DUMP);
– airdrop decompression function.
6-24. ICE AND RAIN PROTECTION SYSTEMS
6-25. The ice and rain protection systems permit aircraft operation without restriction in icing condition or
heavy rain. Aircraft ice protection is provided by a pneumatic or hot air and/or electrical systems adapted to the
critical areas. The zones pneumatically de-iced are:
– outer wing leading edge,

– inner wing leading edge,
– vertical stabilizer leading edge,
– horizontal stabilizers leading edge.
The zones anti-iced by hot air are air scoops for fuel tanks pressurization and venting.The above ice protection
systems are supplied by air tapped from the engines HP or LP bleed ports, depending on engines conditions,
flight altitude and OAT.
6-9
FAM.1C-27J-2-1
Figure 6-4. Cabin altitude versus aircraft altitude graph
6-10
FAM.1C-27J-2-1
Figure 6-5. Airframe ice detection system
6-11
FAM.1C-27J-2-1
6-26. ICE PROTECTION WINGS AND TAIL DE-ICING SYSTEM (Figure 6-5). The ice protection of the
aircraft wing and empennage is provided by the Wing and Tail De-icing System. The outer wing, inner wing,
horizontal stabilizers and vertical stabilizer leading edges are ice-protected by a pneumatic de-icing system
consisting of inflatable boots. Ice accreted on the leading edges is cracked by inflation of the de-icing boots and
then it is removed by ram air. Bleed air pressure from the high or low pressure ports (10th or 14th compressor
stage), depending on engines conditions, flight altitude and OAT, is regulated and then distributed to the leading
edge de-icing boots. Bleed air is distributed to the de-icing boots through five Dual Distributing Valves (DDVs)
controlled by one Dual Timer and System Monitoring (DTSM). Two operating cycles, SLOW and FAST, are
available. SLOW cycle lasts 180 seconds and FAST cycle lasts 60 seconds. Jet pumps integral with DDVs
create low pressure inside the de-icing boots when the system is not selected and/or between two inflations,
to flatten them against the leading edge. Upstream the system circuit, within each engine nacelle, there is
provided one De-ice Ground Test Port for the connection of an external pneumatic source to feed the system
during ground test activities.
6-27. The Wing and Tail De-icing System consists of (Figure 6-6):
– 1 Dual Timer and System Monitoring (DTSM);

– 11 De-icing boots;
– 5 Dual Distributing Valves;
– 3 Automatic Drain Valves;
– 1 Low Pressure Warning Switch;
– 2 Check Valves;
– 2 Pressure Regulating and Relief Valves;
– 1 Thermal Switch.
6-28. LIQUID OXYGEN SYSTEM
6-29. The oxygen system (Figure 6-7) supplies crew members with an air-oxygen mixture or pure oxygen
at a pressure acceptable to the human body in case of pressurization system failure and/or emission of smoke
and noxious gases and whenever it is deemed necessary by the pilot. The system consists of two independent
circuits, one supplying oxygen to the crew and one supplying cargo cabin oxygen outlets. Both the circuits are
supplied through liquid oxygen converters. Under certain conditions, the two circuits can be interconnected.
Portable oxygen units are available in case of emergency, allowing Flight Crew mobility. The oxygen system
comprises:
• Flight Crew oxygen system.
• Passengers oxygen system.
• Portable oxygen system.
6-30. The Flight Crew oxygen system is permanently installed for any flight configuration of the aircraft. It
can deliver oxygen on demand or at steady stream. The Flight Crew Oxygen System is supplied from a Liquid
Oxygen Converter with a nominal charge of 4.82 bar (70 psig) and an equivalent nominal gaseous oxygen ca-
pacity of 8600 litres in Normal Temperature Pressure Dry (21 C, 1013 mb) conditions (NPTD). The converter
is equipped with two relief devices, a pressure closing valve, a fill-build-up-vent valve assembly, and a Liquid
Oxygen quantity level transmitter. The system is completed by a check valve, 3 panel-mounted, CRU-73 type,
oxygen diluted demand regulators, a liquid oxygen quantity indicator and a liquid oxygen quantity indicator re-
peater. Flight Crew quick-don masks are connected to the circuit by quick disconnect coupling. Supplementary
smoke goggles are stowed in containers near each Flight Crew oxygen mask assembly. The crew fixed oxygen
system ensures the protection of each Flight Crew member in the flight compartment in the following conditions:
• Loss of cabin pressure.
• Smoke or noxious gas emission.
6-12
FAM.1C-27J-2-1
• Whenever it is deemed necessary by the pilot.
The Flight Crew Fixed Oxygen system is composed of:
• One liquid oxygen converter, 8600 litres in NTPD conditions, nominal operating pressure 4.82 bar
(70 psig), provided with an overpressure system.
• 1 dummy converter.
• 1 check valve.
• 1 liquid oxygen quantity indicator.
• 1 liquid oxygen quantity indicator repeater.
• 3 diluted demand oxygen regulators.
• 2+1 quick-don oxygen masks.
• 2+1 smoke goggles.
6-31. The passengers oxygen system can be supplied by the converter of the Flight Crew oxygen system,
using the crossfeed feature between the passengers oxygen system and the Flight Crew oxygen system. How-
ever the two LOX converters which are the passengers circuit oxygen proper source, can be carried in the
aircraft as mission equipment. The passengers oxygen circuit supplies a steady stream of pure oxygen to pas-
sengers continuos flow masks. It consists of two converters identical to the previously described converter and
connected in parallel; a heat exchanger; a passengers oxygen control panel; a continuos flow oxygen regulator;
35+12 distribution sockets, one of those located in the toilet, the remaining 46 are arranged in three parallel rows
into cargo/passengers compartment. Two liquid oxygen quantity indicators, located into R upper side console,
indicate the quantity of oxygen contained in the respective supplementary converters when they are installed.
The passengers oxygen system is operative only for certain aircraft configurations (Troop transport, Medical
evacuation and Paratroop airdrop). Two LOX converters, connected in parallel, are the passengers circuit oxy-
gen source. The passengers oxygen system ensures the protection of each cabin occupant in case of cabin
pressure loss. Passengers are oxygen supplied using continuos flow masks stowed in bags fitted into special
pockets in the inner lining of the fuselage. Masks are provided with a quick disconnect coupling. The passen-
gers oxygen system is composed of:
• 2 liquid oxygen converter.
• 2 dummy converters.
• 2 check valves.
• 2 liquid oxygen quantity Indicators.
• 1 heat exchanger.
• 1 passengers oxygen control panel.
• (35+12) oxygen sockets.
• (1+46) individual masks.
• 1 continuous flow oxygen regulator.
6-32. The emergency oxygen system consists of 5+1 (optional in the toilet) high pressure oxygen cylinders
and regulator assembly. Each cylinder has a nominal capacity, when charged at 2150 psig (149 bar), of 270
litres NTPD. There are three portable oxygen bottles for the crew members and two in the cargo compartment.
The bottles have the harness so that may be carried on the back of the user. The portable unit can be quickly
connected to flight compartment quick-don mask. The portable oxygen system is intended to provide a supply
of either diluted or 100% breathing oxygen for aircrew mobility independently of installed fixed oxygen systems.
It consists of a high pressure oxygen storage cylinder with associated gauge, fill and relief provisions, an on-off
pressure reducer with low pressure relief, a diluted demand breathing regulator, and an oxygen flow indicator.
6-13
FAM.1C-27J-2-1
Figure 6-6. Wings and tail unit de-icing system schematic
6-14
FAM.1C-27J-2-1
Figure 6-7. Liquid oxygen system schematic
6-15
FAM.1C-27J-2-1
6-33. SMOKE DETECTION SYSTEM
6-34. GENERAL. The Smoke Detection system installed on C-27J is designed to reduce the consequences
in the event of a fire in the cargo compartment or lavatory and inside E/E Equipment Racks. It ensures prompt
smoke detection (within 60 seconds after the start of smoke formation) in order to allow crew action against the
fire. The system is designed for the highest reliability to detect a fire and to minimize the occurrence of false
alarms and of being inoperative under any flight or ground condition.
The Smoke Detection system (Figure 6-9) consists of:
• 7 smoke detectors installed in the cargo loading area and 1 in the rear door/ramp area;
• a smoke detector in the lavatory;
• a smoke detector in the E/E Equipment Racks Cooling system ducting;
• a Hydraulic/Smoke Detection Control Panel (204VE).

The system provides cargo volume coverage of 4273 cu ft (120.997 cm3 ) with a max air change rate (ground
condition) of 95 lb/min; the altitude/pressure range shall vary from a minimum of 1500 ft (457.20 m) to a maxi-
mum of 30000 ft (9.144 m).
6-35. IN FLIGHT REFUELLING RECEIVER SYSTEM (PROVISION)
6-36. General. The In Flight Refuelling Receiver System ( IFRRS ) allows to refuel the aircraft fuel tanks,
mains and/or auxiliaries, with an high flow rate during the flight. The IFRRS is integrated with the basic ground
refuel/defuel system. It uses a dedicated fuel line of 3.5” installed upper the L side fuselage and it is jointed to
the basic refuel line, present in the wing trailing edge, through a Tee Junction in the fairing zone. The system
includes:
– A Nozzle MA-2;
– A Weak Link with Emergency Stop Valve assembly;
– A Probe;
– A 5” Probe Check Valve;
– A 3.5” Line Check Valve;
– Two Temperature Sensor;
– Four Flowmeters;
– Four High Level Sensor, one for each tank;
– A Control Unit;
– An “Air to Air Refuelling” section of Fuel control panel;
– A Probe Light.
The IFRRS also utilizes components already used in the ground refuelling system as follows:
– the same solenoid tank refuel valves to fill the tanks;

– the Overflow Valve System. It is composed by 12 Over Flow Valves (8 valves added with respect
to the basic fuel system). The Overflow valve system is opened with fuel pressure through a
dedicated sensing line and protects the tanks against overpressures due to overfilling at high flow
rates (600 USGPM nominal).
The system is equipped with a dedicated IFRRS Control System, so that the selection of the fuel quantity can be
reached at the end of the operation. The IFRR Probe assembly consists of a nozzle, a weak link with emergency
stop valve assembly, a 5” check valve, and the probe mast (Figure 6-8). The system has been designed such
that the probe assembly can be removed enabling the airplane to be flown without it. The Probe assembly
6-16
FAM.1C-27J-2-1
is mounted on the forward left upper fuselage, and it is fixed with two support brackets. When the In Flight
Refuelling capability is not required the Probe assembly is removed and a fairing is installed in order to restore
the profile.
6-17
FAM.1C-27J-2-1
Figure 6-8. Component IFRRS location
6-18
FAM.1C-27J-2-1
Figure 6-9. Smoke detectors location
6-19 / (6-20 blank)

FAM.1C-27J-2-1
SECTION VII
LANDING GEAR
7-1. DESCRIPTION
7-2. GENERAL
7-3. C-27J aircraft is equipped with retractable tricycle type landing gear (Figure 7-1), designed to allow
aircraft operations on unprepared runways. The landing gear system is mainly composed of an extension/re-
traction system, a steering system, a braking system with an anti-skid system and a proximity sensing electronic
system. Moreover a continuous jack exstension system provides the aircraft with optimized loading and unload-
ing operational capability. The L and R Main Landing Gear (MLG) assemblies are of single wheel tandem lever
type and retract rearward into fuselage mounted lateral sponsons. Each landing gear has two independent
shock absorbers controlling the position of the forward and aft levers. The Nose Landing Gear (NLG) is of twin
wheel lever type and retracts forward into a well housed in the aircraft nose. Four doors, mechanically driven by
the NLG, restore fuselage profile when the gear is retracted in the UP position.
7-4. Gear extension and retraction is electrically controlled by redundant electrical system and hydraulically
actuated by No. 2 hydraulic power system, whilst an independent mechanical system is provided to allow the
emergency free fall extension (Figure 7-2).
7-5. Both NLG and MLG wheels are equipped with tubeless tyres. Each MLG wheel is fitted with disk type
steel brakes whose actuation pressure is provided by No. 2 hydraulic power system, opportunely metered by
pilot’s pedals and an electronic anti-skid system. An independent parking/emergency braking system is supplied
by No. 1 hydraulic power system through a dedicated accumulator.
7-6. The NLG can be steered on ground by means of a manually operated servo-hydraulic system, supplied
by No. 1 hydraulic power system. In the event of a hydraulic failure, steering is also possible by differential
braking or differential engine thrust.
7-7. A landing gear jack extension system is provided to continuously adjust the aircraft attitude on ground.
It is electrically controlled and hydraulically actuated by No. 2 hydraulic power system through dedicated pistons
integrated within the landing gear shock absorbers. MLG and NLG can be independently operated.
7-8. A redundant electrical indicating and warning system is installed to detect landing gear down-locked
and up-locked positions and to alert the personnel by aural and visual means should the approach and landing
configuration be incorrect. A redundant electrical Weight On Wheels (WOW) system is used to detect ground
and air aircraft status. All the above mentioned indicating systems make use of full metal passive proximity
sensors.
7-9. A pressure switch based landing gear jack extension indicating system provides the pilots with visual
information about main and nose extended status.
7-10. MAIN LANDING GEAR ASSEMBLY
7-11. The MLG assemblies (Figure 7-3) retract into wells inside the sponsons mounted on both sides of
the fuselage. No doors are provided to close the aircraft profile when the MLG is in UP position, the tyres are
slightly below the lower sponson profile.
7-1
FAM.1C-27J-2-1
Figure 7-1. Landing gear assembly
7-2
FAM.1C-27J-2-1
Figure 7-2. Landing gear extension and retraction system
7-3
FAM.1C-27J-2-1
7-12. Each MLG assembly is fixed to the fuselage main frames 18 and 21 by means of four lugs: the in-
ner lugs are directly fixed to the fuselage inboard attachment by two pins; the outer lugs are connected to the
fuselage outboard attachment by two sidebraces. The MLG assembly includes the following main components:
the chassis, two independent shock absorbers (forward and aft), two trailing arms (forward and aft levers), two
axles which accomodate a single wheel and brake, a retraction mechanism comprised by forward link, aft link,
idler link, a retract actuator, a free fall assister and electrical and hydraulic dressing (Figure 7-3).
7-13. Landing gear normal extension and retraction system is electrically controlled by a dual channel Prox-
imity Sensing Electronic Unit (PSEU) and hydraulically actuated by No. 2 hydraulic power system. The landing
gear operation is obtained by means of a control lever through a selector valve that passes the oil pressure to
the extension or retraction lines of the actuators. The up-lock and down-lock are mechanically held, whilst both
the up and down unlock are achieved by means of the hydraulic pressure. The landing gear limit positions are
detected by redundant proximity sensors and processed by the PSEU.
7-14. NOSE LANDING GEAR ASSEMBLY
7-15. The twin wheel NLG is connected by hinges to the fuselage structure and retracts forward into a well
located between frames 2 and 7. The nose gear leg strut is fixed to the structure by means of two steel pins,
mounted on both casing side wells. The steel pins are supported by bearings fixed on frame 6. The drag brace,
which permits down-locking of the NLG, is hinged in the same way to frame 4; landing gear retracts forward
rotating around the above pins.
7-16. The NLG (Figure 7-4) is mainly composed of a casing, a shock absorber, a turning tube, an actuating
cylinder, a drag brace, a trailing arm supporting the wheel axle. It also includes relevant parts of the steering
system such as the steering actuator, the swivel valve and the feedback mechanism.
7-17. NOSE LANDING GEAR DOORS
7-18. Four doors, mechanically driven by the NLG, restore fuselage profile when the landing gear is retracted
in UP position.
7-19. Two aft doors are directly linked to the leg strut by means of a couple of rods, and two forward doors,
that open during NLG motion, are actuated by the NLG by means of an actuation rod, a crank and a door control
rod.
7-20. The actuation rod links the NLG to the crank in order to transfer the motion of the NLG to the forward
doors. The rod is linked to the NLG by an eccentric bolt in order to adjust the position and to the crank by
ball joint. It is of telescopic type and its elongation is allowed disengaging a locking device only during the
inspection/maintenance activites.
7-21. The door control rod links the crank to respective forward door by means of two ball joints.
7-22. AIRCRAFT ATTITUDE VARIATION SYSTEM
7-23. For ground operations, adjustment of aircraft attitude is required. To allow this attitude variation the
aircraft is provided with the attitude variation system that operates through Nose Landing Gear (NLG) and Main
Landing Gear (MLG) shock absorbers ). The attitude variation is obtained supplying some sections of the shock
absorber with oil.
7-24. The system is composed of the shock absorbers, an electrically operated flow selector, two electrically
operated lock valves, a flow regulator, a shuttle valve, two relief valves, six pressure switches, the load master
panel and Proximity Sensing Electronic Unit (PSEU).
7-4
FAM.1C-27J-2-1
Figure 7-3. MLG general assembly
7-5
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Figure 7-4. NLG general assembly
7-6
FAM.1C-27J-2-1
7-25. The system is supplied by No. 2 hydraulic power system, whilst the electrical supply comes from the
28 V dc MAIN BUS 1 (PP1) via the circuit breaker LDG GR ATT VAR (1ME) located on Rear Mid Circuit Breakers
Panel (451VE) in position N 6. The aircraft attitude is operated by the jack power switch and two three-position
(UP, OFF, DOWN) switches respectively for nose and main gear. The switches are located on the Load Master
Control Panel (501VE) . It is possible to extend the nose and the main gear independently and continuously,
depending on the loading or unloading requirements. The system is represented in Figure 7-5.
7-26. STEERING SYSTEM
7-27. The aircraft steering system controls the Nose Landing Gear (NLG) rotation around its vertical axis to
allow the correct alignment with the runway axis during take off and landing runs and to allow taxiing and park-
ing operations. Nose wheel steering is powered by the No. 1 hydraulic power system and manually operated
through a switch and an handle at pilot side console (Figure 7-9 ). The system ensures a maximum steering
angle of ± 65 with respect to the centered position, and an anti-shimmy function, damping the rapid steering
movements of the nose wheel at high speeds. When the hydraulic power is cut off, the NLG wheels can be
towed of ± 50 without any link disconnection (Figure 7-6). To allow the aircraft towing the NLG is provided
with dedicated towing bar attach points (Figure 7-7). A cam device in the NLG shock absorber strut provides
to center the nose wheels when they are not on ground.
7-28. The steering system (Figure 7-9) is composed of an handle and a kinematic chain, to allow the pilot
steering control; a differential selector valve which commands the angular position of the wheel following the
pilot and feedback inputs to pressurize the L or R chamber of the actuator; a three-way steering solenoid valve
selecting the steering mode; a steering actuator; two anti-shimmy valves and feedback links. Steering radii
are shown in Figure 7-8. Electrical control system enables steering operation only with nose on ground. The
hydraulic pressure is used to power an actuator on the NLG leg strut which transmits the torque to the turning
tube through a rack-pinion mechanism. The torque links connect the turning tube to the axle, to drive the wheels
when the steering is actuated. Feedback links on the turning tube cancel the pilot input to the control valve, when
the selected turning angle is reached.
7-29. WHEEL BRAKE SYSTEM
7-30. The aircraft is equipped with two braking systems (Normal and Parking/Emergency).
7-31. The normal braking system is supplied by the No. 2 hydraulic power system, whose pressure is
metered through an independent hydraulic circuit by the pilots’ pedals. The pressure applied to the brakes is
also controlled by the anti-skid system which maintains the main wheels at the limit of skid, preventing the wheel
lock. Four fuses downstream the anti-skid valves detect fluid leakage and protect the hydraulic system from
complete fluid loss. The system includes the following components: a brake reservoir in the radome hydraulic
bay; the pedals; two pairs of master cylinders under the pilots’ pedals; a brake metering valve in the R landing
gear hydraulic bay; four anti-skid control valves in the L and R landing gear hydraulic bays, two per side; an
anti-skid control unit in the cockpit electric rack; a speed transducer within each Main Landing Gear (MLG)
wheel axle; four fuses installed downstream the shuttle valves; two shuttle valves, in the L and R landing gear
hydraulic bays and the brakes. The normal braking system integrated with the parking/emergency system is
shown in Figure 7-10.
7-32. An emergency braking system (Figure 7-10), independent from the normal one up to the anti-skid
downstream lines, is used as backup braking system and for parking the aircraft. The parking/emergency brake
system is mechanically actuated through the parking/emergency braking handle and is hydraulically operated
by the No. 1 hydraulic power system. The hydraulic pressure is supplied to the brakes through the internal runs,
shuttle valves and fuses. For safety purposes two additional fuses upstream the shuttle valves supply the L and
R forward and the L and R aft brakes respectively. This system includes the following components: a brake
handle, in the cockpit on the central console, pilot side; a Parking/Emergency Brake Metering Valve (PEBMV)
in the hydraulic bay, in the L MLG bay; a parking/emergency brake accumulator, in the L MLG bay; two fuses
installed downstream the PEBMV in the L MLG bay, in addition to those installed downstream the shuttle valves;
a pressure switch.
7-7
FAM.1C-27J-2-1
Figure 7-5. Landing gear jack extension system
7-8
FAM.1C-27J-2-1
Figure 7-6. Steering and towing angles
7-9
FAM.1C-27J-2-1
Figure 7-7. NLG towing bar attach points
7-10
FAM.1C-27J-2-1
Figure 7-8. Steering radii
7-11
FAM.1C-27J-2-1
Figure 7-9. Steering system
7-12
FAM.1C-27J-2-1
Figure 7-10. Normal and emergency braking system
7-13 / (7-14 blank)

FAM.1C-27J-2-1
SECTION VIII
ELECTRICAL SUPPLY AND LIGHTING SYSTEMS
8-1. DESCRIPTION
8-2. GENERAL
8-3. The electrical generation system of the aircraft supplies two types of electrical power: ac power sup-
ply and dc power supply. The 115/200 V ac power supply is obtained from two 3-phase generators driven at
constant speed by the propeller accessory gear box of the propulsion engine and a 3-phase generator driven at
constant speed by the Auxiliary Power Unit (APU). All AC generators have a power capacity of 50/60 kVA with
a voltage of 115/200 V ac at a frequency of 400 Hz. Connections are star type with the star center connected
to ground. Each AC generator is associated with a Generator Control Unit (GCU). The 28 V dc power supply is
obtained from two on board 24 V, 20 cells, 40 Ah nickel cadmium batteries (EMER BAT and APU BAT) and from
three Transformer Rectifier Units (TRU 1, TRU 2 and STBY TRU) powered by 115/200 V ac busses. Each TRU
has a continuous capacity of 350 A. During ground operation of the aircraft, the equipment can be supplied by
an AC external power source connected to the aircraft by a six-pin plug inserted on the rear side of the L landing
gear fairing. If the AC external power supply is faulty or breaks down, another three terminal socket located near
the AC socket, can be used to connect the on board DC equipment separately to an external DC power supply.
It can also be used, in place of the aircraft battery, for ground start-up of the APU.
8-4. ALTERNATING CURRENT DISTRIBUTION NETWORK
8-5. The AC distribution(Figure 8-1) network consists of:
A. 115/200 V ac BUS 1 (3-phase) (XP1)

B. 115/200 V ac BUS 2 (3-phase) (XP2)
C. 26 V ac BUS 1 (XP5)
D. 26 V ac BUS 2 (XP4)
Under normal working condition the left generator (GEN 1) driven by the L turboprop, supplies the 115/200 V
ac primary BUS 1 (XP1). The right generator (GEN 2) driven by the R turboprop, supplies the 115/200 V ac
primary BUS 2 (XP2). If one of the main generators fails or is not usable, the relevant AC BUS is automatically
supplied by the other generator. If the Auxiliary Power Unit (APU) is started up, under these conditions, the
third generator automatically supplies the failed generator bus. If both main generators are unusable, the APU
generator supplies all the busses. If the fault is on one of the two primary busses, the failed one is automatically
isolated from the rest of the system, so preventing the whole system from being affected. When the AC external
power is connected, with the generators not operating, the whole system is supplied by the external source.
8-6. DIRECT CURRENT DISTRIBUTION NETWORK
8-7. The DC distribution(Figure 8-2) network consists of:
A. 28 V dc BUS 1(PP1) with sub-busses PP1A, PP1B and PP1C
8-1
FAM.1C-27J-2-1
B. 28 V dc BUS 2 (PP2) with sub-busses PP2A, PP2B and PP2C

C. 28 V dc EMER BUS (PP3) with sub-busses PP3A, PP3B and PP3C
D. 28 V dc ESSEN BUS (PP4) with sub-busses PP4A, PP4B and PP4C
E. HOT EMER BAT BUS (PP5)
F. HOT APU BAT BUS (PP6)
In normal conditions, except during the APU starting sequence, the DC power supply system consists of two
independent channels. In one channel, TRU 1 supplies the DC BUS 1, the DC EMER BUS, the HOT EMER
BAT BUS and keeps in charge the emergency battery. In the other channel, TRU 2 supplies the DC BUS 2, the
ESSEN BUS, the HOT APU BAT BUS and keeps in charge APU START BATTERY. In order to get the above
mentioned circuit configurations, the following contactors are closed:
A. In one side, TRU1 CNTOR, EMER BUS XFR1 CNTOR and EMER BUS XFR2 CNTOR.
B. In the other side, TRU2 CNTOR, ESSEN BUS XFR1 CNTOR and ESSEN BUS XFR2 CNTOR.
The following contactors are open to keep independent the two circuits: DC STBY TRU CNTOR1, DC STBY
TRU CNTOR 2, DC BUS TIE CNTOR, EMER BUS TIE CNTOR and APU BAT STR CNTOR. In case of failure
of one primary TRU, loads supplied by the associated DC BUS are automatically transferred on the operating
primary channel by means of the closure of the DC TIE contactor. Under this failure condition, the failed pri-
mary TRU can be replaced with the STBY TRU upon manual selection. Batteries always assure power supply
continuity to all the DC busses during their commutation to a different power supply.
8-8. USER EQUIPMENT
8-9. The dc and ac power is distributed to the various equipment by circuit breakers which protect the
circuits to which they are connected from probable overloads.
8-10. INTERNAL LIGHTING SYSTEMS
8-11. GENERAL. The internal lighting systems control the brightness of the lights installed in the flight com-
partment and in the cargo compartment. They also supports Night Vision Imaging System (NVIS). An Emer-
gency Lighting System ensures adequate illumination in emergency conditions. The following circuits are in-
volved:
A. Instruments and panel integral lighting system

B. Flight compartment lighting system
C. Cargo compartment lighting system
D. Emergency lighting system
E. Flight deck emergency lighting system
F. Loading lights system
8-12. EXTERNAL LIGHTS SYSTEMS
8-13. GENERAL. The NVIS compatible exterior lighting system involves all lighting required for in flight nav-
igation, formation flying, landing and taxiing. The above functions are accomplished by:
A. Position lights.
B. Formation lights.
8-2
FAM.1C-27J-2-1
C. Anticollision lights.
D. Landing and Taxi lights.
E. Wing and Engine Scan lights.
The operational modes required for each exterior lights are summarized in the following. For each operational
mode the exterior lights shall operate as follows:
A. Covert mode.
B. Normal mode.
C. NVIS compatible mode.
8-3
FAM.1C-27J-2-1
Figure 8-1. AC power supply system - Block diagram (sh. 1/2)
8-4
FAM.1C-27J-2-1
Figure 8-1. AC power supply system - Block diagram (sh. 2/2)
8-5
FAM.1C-27J-2-1
Figure 8-2. DC power supply system - Block diagram (sh. 1/4)
8-6
FAM.1C-27J-2-1
8-7
FAM.1C-27J-2-1
8-8
FAM.1C-27J-2-1
8-9 / (8-10 blank)

FAM.1C-27J-2-1
SECTION IX
INSTRUMENTS
9-1. DESCRIPTION
9-2. GENERAL
9-3. INSTRUMENTS. Most of the instruments (showing both digital and analogic indications) of the C-27J
are installed in the flight compartment and are grouped together, according to function, in the instrument panel,
on several panels installed on the overhead panel and in the sides of the flight compartment (Figure 9-1). In
flight compartment there are also two oxygen quantity indicators (pilot and copilot) incorporated in the relevant
control panels located on L and R instrument panel (for further information refer to FAM.1C-27J-2-6 manual);
two passenger oxygen quantity indicators located on the R upper support, a clock installed on the lower part
of overhead panel, behind the central part of the windscreen frame member, and two pitch indicators located
on the upper part of the Primary Flight Display No. 1 and No. 5. Five instruments are located outside the
flight compartment: two manometers for the accumulators of No. 1 hydraulic system and emergency/parcking
brake, mounted on the L landing gear fairing and one manometer for the accumulator of No. 2 hydraulic system
mounted on the R landing gear fairing, two manometers for the accumulators installed in L and R engine nacelle.
All instruments dials are matt black with luminous graduations while the digital indicators are represented with
different colors of the display in accordance with the operation required. The instruments are flange or clamp
mounted. The flange mounted instruments are the ones with a mounting flange on the casing next to the dial.
They are installed on the instrument panel by screws that pass through the flange and are fixed to brackets
mounted on the rear side of the instrument panel. Dial illumination is generally by lights shielded by a hood fixed
to the instrument. The clamp mounted instruments are the ones with the dial almost in line with the instrument
panel or control panels. They are fixed by means of a metal clamp which clamps the instrument case. The clamp
is tightened by a screw that passes through the instrument panel, or control panel, at the side of the instrument.
This screw does not have to be in line with the fixing panel when the clamp is tightened on the instrument. A
screw on the other side of the instrument holds the clamp to the panel. Illumination is by lights at the side of the
instruments or by recessed lamps in the control panels.
9-4. CONTROL PANELS - VE BOXES. The flight compartment panels where the controls for the minor
aircraft systems are mounted, are called: overhead panel, L side instrument panel, R side instrument panel, L
upper instrument panel, R upper instrument panel (Figure 9-2). With the exception of those for the radionav-
igation system, all the control panels mounted on them are identified by an individual number followed by VE
(20VE, 21VE etc.). Each panel is enclosed in a box, connected to the external cabling by one or more connec-
tors on the box. Some instruments installed on the control panels have their connectors away from the box and
are hence independent of the panel connector, while other instruments use the connector of the box. In Figure
9-3 all the aircraft VE boxes are shown except flight compartment panels.
9-1
FAM.1C-27J-2-1
Figure 9-1. Flight compartment instrument (sh. 1/4)
9-2
FAM.1C-27J-2-1
9-3
FAM.1C-27J-2-1
9-4
FAM.1C-27J-2-1
9-5
FAM.1C-27J-2-1
Figure 9-2. View of flight compartment - VE location (sh. 1/5)
9-6
FAM.1C-27J-2-1
9-7
FAM.1C-27J-2-1
9-8
FAM.1C-27J-2-1
9-9
FAM.1C-27J-2-1
9-10
FAM.1C-27J-2-1
Figure 9-3. VE location on aircraft
9-11 / (9-12 blank)

FAM.1C-27J-2-1
SECTION X
RADIO COMMUNICATION, NAVIGATION AND

IDENTIFICATION SYSTEM
10-1. DESCRIPTION
10-2. GENERAL. Maintenance of the electronic systems of the aircraft requires a knowledge of the intercon-
nection between the various equipment. In order to be able to identify which part of the equipment is responsible
for a fault, the flight line technician must be aware of where, when and how the various parts of the systems are
inteconnected.
10-3. AIRCRAFT ELECTRONIC SYSTEMS. The following electronic systems are installed on the aircraft:
A. Digital Autopilot/Flight Director

B. Radio Communication Systems:
– V/UHF No. 1 and No. 2

– HF
– Public Address
– Interphone
C. Regulated Power Supply
D. Emergency Equipment:
– Emergency Locator Transmitter

– Underwater Locator Beacon
E. Indicating and Recording:
– Cockpit Voice Recorder (CVR)

– Digital Flight Data Recorder (DFDR)
– Dual Slotted/Data Transfer System (DSDTR)
– Digital Map
F. Navigation systems:
– Digital Air Data System (DADS)

– Radar Altimeter
– Standby Instrument
– VOR/ILS/MB No. 1 and No. 2
– Embedded Global Positioning/ Inertial Navigation (EGI)
– Low Power Color Radar
10-1
FAM.1C-27J-2-1
– Traffic Alert and Collision Avoidance System (TCAS)

– V/UHF Direction Finder
– TACAN No. 1 and No. 2
– Identification Friend or Foe (IFF)
– ADF
– CNI-MS
G. System Integration and Display:
– Data
– Mission Computer
– Display
10-4. DIGITAL AUTOPILOT/FLIGHT DIRECTOR SYSTEM
10-5. The Digital Autopilot/Flight Director System (DA/FD) consists of two Automatic Flight Control Proces-
sors (AFCP) and associated servos for the pitch, roll, and yaw flight surfaces, each connected to a drum and
bracket assemblies to allow for an interface to the flight control system. The DA/FD implements a three-axis,
self-monitored autopilot and two-axis flight director. A separate selectable yaw damper function is provided for
reducing aircraft Dutch Roll effects. The flight directors for each AFCP are automatically synchronized to the
same modes (lateral and vertical)
10-6. RADIO COMMUNICATION SYSTEMS
10-7. The ARC-210 Very High Frequency/Ultra High frequency (V/UHF) Radio Communication System is
one functional element of the voice communications, radio navigation, and aircraft identification and surveillance
capability, commonly referred to as the Communications Navigation Identification Identification (CNI) system.
Integration and automated functionality for these CNI system elements is provided through the CNI Management
System (CNI-MS). The CNI-MS interfaces with the voice communications system through the MIL-STD-1553B
data buses and provides automatic frequency tuning and mode control of the communication radios and radio
navigation aids.
10-8. The HF Radio Communication System provides clear, long range voice communications with HF oper-
ational capability from 2.0000 to 29.9999 MHz in 100 Hz steps. Operating modes include upper sideband (USB)
voice or data, lower sideband (LSB) voice or data, continuous wave (CW), and amplitude modulation equivalent
(AME) modes. Selective Calling (SELCAL) capability is included. Frequency selection and the configuration
of the system is controlled through the menu driven CNI Management Unit (CNI-MU) or the Communications
Navigation Radio Panel (CNRP).
10-9. The Public Address (PA) System provides one-way communications between the flight crew and pas-
sengers in the cargo compartment through five loudspeakers located throughout the cargo compartment. The
PA system enables the flight crew to broadcast radio communications from the HF or V/UHF radios to the aft
cargo compartment or to transmit voice interphone messages or instructions to personnel located in these areas
during normal or emergency situations.
10-10. The Intercommunications System (ICS) provides on-board voice interphone communication between
all crewmembers on the aircraft and also functions as the integrating system and distribution gateway for all audio
and voice communications signals being received from various aircraft equipment. The Central Switching Unit
distributes these signals to individual crewmember’s headsets based on the ICS Control Panel and ICS Monitor
Panel settings selected. The ICS provides each crewmember with the ability to interface with and control the
HF and V/UHF radios for external voice communications. The ICS functions for internal voice communications
and the Public Address system function is for internal broadcast communications.
10-2
FAM.1C-27J-2-1
10-11. REGULATED POWER SUPPLY
10-12. The Regulated Power Supply (RPS) system provides regulated low voltage to control panel lights. It
is divided into a left and right system that supplies the power to control panel lights on the left and right sides of
the aircraft respectively.
10-13. EMERGENCY EQUIPMENT
10-14. The Emergency Locator Transmitter (ELT) system transmits an emergency signal on three different
frequencies when set off by an impact.
10-15. The Underwater Locator Beacon (ULB) system radiates a pulsed acoustic signal when immersed in
fresh or salt water. This is to provide for underwater search operations using directional hydrophone equipment.
10-16. INDICATING AND RECORDING
10-17. The Cockpit Voice Recorder (CVR) system records all voice channels and cockpit ambient audio for
accident and incident investigations.
10-18. The Digital Flight Data Recorder (DFDR) records the latest 25 hours of aircraft flight performance data.
It records and stores crash protected aircraft performance data for use during incident and accident investiga-
tions.
10-19. The Dual Slotted Data Transfer (DSDT) system interfaces with the Mission Computer (MC) to record
and store maintenance and fault data on removable memory modules, and provide Input/Output (I/O) capability
for the Flight Management System (FMS), Ground Interactive Management System (GIMS), and the Mission
Data Cartridge.
10-20. NAVIGATION
10-21. The Distributed Air Data System (DADS) provides air mass data to the flight crew and aircraft depen-
dent systems through the MIL-STD-1553B display data bus. One air data computer and one static pressure
transducer unit are paired together with applicable probes to form one channel of the DADS. The DADS operate
as two independent subsystems, DADS 1 located on the left side of the aircraft and DADS 2 located on the right
side of the aircraft. The DADS is interfaced, through the mission computer, with the CNI Management System,
the Digital Autopilot/Flight Director, Pressurization Control System, Full Authority Digital Electronic Controller,
Environmental Control System, De-Ice Timer Unit, Nacelle Interface Unit, IFF Transponder, and the Color Mul-
tifunction Display Units.
10-22. The Standby Attitude Instrument System (SAIS) is a stand alone instrument system for emergency
use. The SAIS provides a backup to the pilot and copilot primary instruments. The electronic indicator is
mounted in the instrument panel between the pilot and copilot and the slip/skid indicators are on the No. 1 and
No. 5 CMDU.
10-23. The Radar Altimeter (RA) system is a solid-state, phase modulated/pulsed system which measures
absolute altitude and distributes the data digitally to aircraft systems and displays. The radar altitude reference
set values are set from the reference set/mode select panel. The radar altimeter system communicates to the
mission computer using the MIL-STD-1553B (1553B) data bus. Two Radar Altimeters measure the altitude of
the airplane above ground level (AGL) at or below 50000 feet (15240 m).
10-24. Two VHF Navigation (VOR/ILS/MB) systems receive transmissions from the ground based Very
High Frequency Omni-Range (VOR), Instrument Landing System (ILS), Localizer (LOC), and Glideslope
(GS) systems. In addition, the No. 1 system performs the functions of a Marker Beacon (MB) receiver.
The VOR/ILS/MB system consists of two receivers, VOR/ILS antennas, a GS antenna, and a MB antenna.
Control of the VOR/ILS/MB receivers is by the Communication/ Navigation/Identification Management System
10-3
FAM.1C-27J-2-1
(CNI-MS) through the Mission Computer (MC), via MIL-STD- 1553B (1553B) data bus. Three independent
receivers within the VOR/ILS receivers are integrated to provide for reception of 200 VOR/LOC channels,
40 GS channels, and MB. Audio outputs are provided for station identification. The VHF navigation system
furnishes relative bearing to station, VOR/ILS guidance, marker beacon annunciators, and glideslope guidance
information to the MC for utilization by the digital flight director system and display on the Primary Flight Display
(PFD).
10-25. The Embedded Global Positioning/Inertial Navigation (EGI) system, is an all attitude navigation system
providing outputs of linear and angular acceleration, velocity, position, attitude (roll, pitch, and platform azimuth),
true and magnetic heading, altitude, body angular rates, time tags, and universal time coordinated synchronized
time pulses. There are two EGI systems, EGI No. 1 is generally controlled by the pilot and EGI No. 2 by the
copilot.
10-26. The Low Power Color Radar (LPCR) operates in the X-band with a center frequency of 9375 MHz, a
nominal peak operating power of 150 watts, and an average operating power of 11 watts or less. The slotted,
flat plate array antenna enables the radar to use active beam shaping and monopulse resolution improvement.
10-27. The Traffic Alert And Collision Avoidance System (TCAS) provides the flight crew with aural and visual
advisories to alert them of potential collision. The advisories are of varying levels and priorities. There are two
types of advisories; Traffic Advisories (TA) and Resolution Advisories (RA). The TA display alerts the flight crew
to the relative position of nearby aircraft that are, or could become, collision threats.
10-28. The equipment V/UHF Direction Finder (V/UHF DF) system is a relative bearing finder used in con-
junction with the No. 1 V/UHF communication system. The equipment provides DF capability in the frequency
range of 100.0 MHz to 399.5 MHz. The relative bearing information is displayed by the No. 1 bearing pointer on
the pilot’s and copilot’s Primary Flight Displays (PFD). The system only operates when ADF is selected on the
No. 1 V/UHF communication system and no interphone station is attempting to use V/UHF communications.
Control of the equipment V/UHF direction finder system is through the Communication/ Navigation/ Identification
Management System (CNI-MS) and the Single Avionics Management Unit (SAMU).
10-29. The advanced digital TACAN system is a polar coordinate navigation system used to determine the rel-
ative bearing and/or slant-range distance, velocity, and time-to-go to a TACAN ground station (surface beacon)
or cooperating aircraft transmitting bearing and/or distance information. The TACAN system does not produce
and transmit bearing information. Only distance information is supplied to an interrogating aircraft. Operating
range of the TACAN system is limited to line-of-sight and depends on the aircraft altitude and type of terrain. The
TACAN system utilizes the MIL-STD-1553B (1553B) data bus for interface between the TACAN receiver-trans-
mitter, mission computer, and Communication/Navigation/ Identification Management System (CNI-MS).
10-30. The Identification Friend or Foe (IFF) system provides automatic radar identification of the airplane
when interrogated by surface or airborne radar sets. The system also enables friendly airplanes to identify
themselves apart from other friendly airplanes, and provides a means of transmitting a special code signal,
known as an emergency reply. In addition to identification information, the Mode C and Mode S reply signal
reports the altitude of the airplane. All identification operations are performed using the IFF pages on each
Communication/Navigation/ Identification Management Unit (CNI-MU). IFF Mode 3/A codes also are set via
the Communication/ Navigation Radio Panel (CNRP). The Data Conversion Unit (DCU) interfaces with the Bus
Interface Unit (BIU) for receiving and transmitting messages to and from the Receiver/Transmitter (R/T) and the
Mission Computer (MC).
10-31. The Automatic Direction Finder (ADF) system is a low frequency radio navigation aid that functions as
an automatic direction finder, or as a standard low and medium frequency radio receiver. As a direction finder,
the ADF provides a continuous display on the Primary Flight Display (PFD), of the relative bearing of a received
Radio Frequency (RF) signal. It also provides audio for station identification. As a standard radio receiver,
the ADF provides audio for monitoring the stations transmitting RF signals using Amplitude Modulation (AM) or
Continuous Wave (CW).
10-32. The Communication/Navigation/Identification Management System (CNI-MS) is an integrated hard-

ware and software package which provides communication, navigation, identification, and flight management
functions to the aircrew. The CNI-MS lowers the workload on the aircrew by consolidating the control and man-
agement of these individual systems into a single entity. The CNI-MS provides direct control of the following
systems:
10-4
FAM.1C-27J-2-1
– HF communication radios.
– V/UHF communications radios.
– Embedded GPS/INS (EGI).
– VOR/ILS/MB navigation radios.
– TACAN navigation radios.
– ADF navigation radios.
– IFF transponder.
10-33. ANTENNAS. The antennas mounted on the aircraft are transmitting and/or receiving elements con-
nected to the radio communication, radio navigation and identification systems. The location of the antennas is
shown in .
10-34. CIRCUIT breakers . Applicable Circuit Breaker panel locations are shown in .
10-35. SYSTEM INTEGRATION AND DISPLAY
10-36. The Data system has three Bus Adapter Units (BAU) types function as Remote Terminals (RT) con-
trolled by the MIL-STD-1553B data bus Bus Controller (BC). The BAU provide console lighting control, signal
routing, monitoring of various non-MIL-STD-1553B devices such as relays, valves, and indicators, and com-
munications with ARINC-429 components of the aircraft. The BAU monitor control panel switch positions, test
points (such as contacts and sensors), and report to the mission computer via the MIL-STD-1553B buses.
10-37. The Mission Computers (MC) manage overall control of the airplane systems and displays, store op-
erational and maintenance data, and are the primary information integration equipment for the avionics suite.
Information is collected from the airplane systems and equipment on the 1553B data buses. The data are
processed and redistributed via the same data buses. Video data to be displayed is communicated over the
Transparent Asynchronous Transmit/Receive Interface (TAXI) bus from the low power color radar to the MC. The
MC routes the video and display commands, also by TAXI bus, to the CMDU. The appropriate display symbology
and drive signals are generated by each individual display unit in response to the commands and data from the
MC.
10-38. The Display System provides the pilot and copilot with a relatively simple way to access a large amount
of information. The system consists of five identical six inch by eight inch Color Multi-Purpose Display Units
(CMDU), located in the instrument panel. Two are located in front of the pilot, two are located in front of the
copilot and one is located in the center panel. The data formats to be displayed are controlled via two Single
Avionics Management Units (SAMU). The display information is received by the CMDU from the Mission Com-
puters via the left and right display data buses, and the TAXI bus.
10-5 / (10-6 blank)

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FAM.

AIRCRAFT GENERAL INFORMATION

© 2011 Alenia Aeronautica S.p.A. - A Finmeccanica Company. All rights reserved.

LIST OF EFFECTIVE PAGES INSERT LATEST CHANGED PAGES. DISPOSE

Dates of issue for original and changed pages are:

Original .......... 0 .......... 14 October 2011

Total number of pages in this manual is 206, consisting of the following:

Title Page ............ 0

(*) Zero in this column indicates an original page.

I AIRCRAFT GENERAL INFORMATION

1- 1. DESCRIPTION ............................................................................................................... 1-1

1- 82. MAINTENANCE .............................................................................................................. 1-50

II GROUND HANDLING, SERVICING AND AIRFRAME MAINTENANCE

2- 1. GENERAL ....................................................................................................................... 2-1

2- 5. Servicing ......................................................................................................................... 2-1

III POWERPLANT, PROPELLER AND APU

3- 1. DESCRIPTION ............................................................................................................... 3-1

4- 1. DESCRIPTION ............................................................................................................... 4-1

5- 1. DESCRIPTION ............................................................................................................... 5-1

VI FUEL SYSTEM, PRESSURIZED AIR SYSTEM, ANTI-ICING AND DE-IC-

6- 1. DESCRIPTION ............................................................................................................... 6-1

VII LANDING GEAR

7- 1. DESCRIPTION ............................................................................................................... 7-1

7- 17. Nose landing gear doors ................................................................................................. 7-4

VIII ELECTRICAL SUPPLY AND LIGHTING SYSTEMS

8- 1. DESCRIPTION ............................................................................................................... 8-1

9- 1. DESCRIPTION ............................................................................................................... 9-1

X RADIO COMMUNICATION, NAVIGATION AND IDENTIFICATION SYSTEM

10- 1. DESCRIPTION ............................................................................................................... 10-1

Number Title Page

1-1. Aircraft frontal and lateral view ................................................................................................ 1-2

7-4. NLG general assembly ............................................................................................................ 7-6

Number Title Page

1-1. Curing times ............................................................................................................................ 1-53

These manuals are divided as follows:

FAM.1C-27J-2-1 Aircraft General Information

FAM.1C-27J-1 Flight Manual

FAM.1C-27J-5-2 Loading Data

FAM.1C-27J-1CL-1 Flight Crew Check List

WARNINGS, CAUTIONS, NOTES

An operating or maintenance procedure, practice, con-

An operating or maintenance procedure, practice, condition,

An essential operating or maintenance procedure, condition or

AIRCRAFT GENERAL INFORMATION

1-2. GENERAL DESCRIPTION

Figure 1-1. Aircraft frontal and lateral view

Figure 1-2. Internal arrangement

Figure 1-3. Cargo compartment

Figure 1-4. Crew entrance door

1-14. TAIL UNIT

1-20. LANDING GEAR

1-22. HYDRAULIC SYSTEM

1-24. System No. 1 supplies:

• Wheel brakes (parking/emergency)

1-25. System No. 2 supplies:

• Flaps actuator (by-selecting)

• Rudder servoactuator (stand-by)

• Lift dumper actuators

• Wheel brakes (normal)

• Ramp and cargo door

• L/G attitude variation

1-26. ELECTRICAL SUPPLY SYSTEM

1-28. PRESSURIZED AIR SYSTEM