AOM340A

AIRCRAFT OPERATIONS MANUAL
Part 1
The content of this document is proprietary and confidential to Saab AB

and may not:
a) be used for any purpose other than those for which it was supplied;
b) be copied or reproduced in whole or in part without the prior written
consent of Saab AB; nor
c) be disclosed to any third party without the prior written consent of
Saab AB
Saab AB
SE−581 88 Linköping
Sweden Telephone: int+46 13 18 00 00 Telefax: int+46 13 18 41 83
Doc. No: 72LKS 3088 Initial Issue: APR 01/84

Ref. No: SAAB 340 AOM 000
Revision 50: Jun 01/16
THIS PAGE INTENTIONALLY LEFT BLANK !
Including SAAB−FAIRCHILD 340 A
Aircraft Operations Manual
AOM Part 1
ATA
Chapter Sections Tab No.
SYSTEM Introduction and Records 0
DESCRIPTIONS
Aircraft General 1
21 Air Conditioning and Pressurization 2
22 / 34 Autoflight 3
23 Communications 4
24 Electrical 5
22 / 26 Emergency Equipment 6
33 / 35
26 Fire Protection 7
27 Flight Controls 8
28 Fuel 9
29 Hydraulics 10
30 Ice and Rain Protection 11
31 / 34 Instruments and Recorders 12
32 Landing Gear 13
33 Lighting 14
34 Navigation 15
36 Pneumatics 16
61 − 79 Power Plant 17
38 Water and Waste 18

27 / 31 Warnings and Cautions 19
34

AOM Part 2
Sections Tab No.
BULLETINS Alert Operations Bulletins AOB 20
Operations Bulletins OB 21
PROCEDURES Normal Procedures 22
Abnormal Procedures 23
Emergency Procedures 24
Flight Procedures 25
PERFORMANCE Power Settings 26
Speeds 27
Takeoff 28
Service Ceiling 29
Landing 30
Range 31
Climb / Cruise / Descent 32
Special Range 33
Performance Supplements 34
MISCELLANEOUS Line Checks 35
Appendices 36
Supplements 37
38
39

LETTER OF TRANSMITTAL
REVISION No. 50, Jun 01/16
To: All holders of SAAB SF340A AIRCRAFT OPERATIONS MANUAL.
FILING INSTRUCTIONS
Before inserting this revision, ensure that Revision No. 49, Dec 01/15 is incorporated.
Update the manual according to the revised ”List of Effective Pages”.

R = revised (to be replaced)
D = deleted (to be removed)
N = new (to be introduced)
Ensure that the contents of the manual are in compliance with the List of Effective Pages.
REASON FOR ISSUE
This revision contains minor changes and page shifts.
PAGE 1
Jun 01/16
PAGE 2
Jun 01/16
RECORD OF REVISIONS
Rev. Rev. Rev.

Revision date By Revision date By Revision date By
No. No. No.
1 Jul 01/84 24 Dec 21/94 47 Jun 30/15
2 Dec 01/84 25 Jun 30/95 48 Sep 30/15
3 Mar 20/86 26 Dec 21/95 49 Dec 01/15
4 May 30/86 27 Jun 17/96 50 Jun 01/16
5 Jul 20/86 28 Nov 30/96
6 Sep 30/87 29 Apr 30/97
7 Nov 02/87 30 Aug 14/98
8 Feb 08/88 31 Nov 06/98
9 Jul 04/88 32 Jun 24/99
10 Sep 23/88 33 Oct 25/99
11 Dec 01/88 34 Apr 27/01
12 Jan 25/89 35 Jan 17/02
13 Mar 31/89 36 Sep 13/02
14 Jun 17/89 37 Dec 05/03
15 Jul 14/89 38 Oct 08/04
16 Mar 01/90 39 Mar 04/05
17 Jul 01/90 40 Jun 23/08
18 Feb 01/91 41 Feb 17/11
19 Sep 16/91 42 Aug 16/12
20 May 26/92 43 May 14/13
21 Aug 31/92 44 Nov 21/13
21 May 20/94 45 Jul 01/14
23 Sep 28/94 46 Jan 14/15
PAGE 1
Jun 01/16
PAGE 2
Jun 01/16
HIGHLIGHTS
AOM BOOK I
SE/CH/SU PAGES CODE REASON FOR CHANGE
INTRO 1 Saab Aircraft AB changed to Saab AB.
Parenthesis added regarding not to motor engine more than 30 sec-

17/2 12
onds during aborted start.
PAGE 1
Jun 01/16
HIGHLIGHTS
AOM BOOK II
SE/CH/SU PAGES CODE REASON FOR CHANGE
20 contents 1−2 No new or cancelled Alert Operations Bulletins.
21 contents 1−4 No new or cancelled Operations Bulletins.
Parenthesis added to clarify that on−side starting means that both

engines are started on external power. “Cross−start” changed to
22/2 11
“Cross−over start” since that expression is used on other places in
AOM.
The Abnormal Procedures / Checklist have been restructured. The

procedures have been divided into smaller subchapters, to improve
23/2 All the usability and to ease the management of revisions.
No factual changes have been made, except for the pages mentioned
below.
A5−9 10 Text in warning added, ensure that autocoarsen is selected to off prior
to shutting down the engines.
A8−11 00 Applicability for aircraft on Canadian register added.
A8−11 10 −”−.
The Emergency Procedures / Checklist have been restructured. The

procedures have been divided into smaller subchapters, to improve
24/2 All
the usability and to ease the management of revisions.
No factual changes have been made.
24/4 1 Editorial, waste box renamed to trash bin.

NOTE added to highlight that there is a automatic fire extinguisher
2
installed in the lavatory.
28/4 1−4 Editorial change in the header.
37/3.4 All Refer to 23/2.

A8−11 15 Applicability for aircraft on Canadian register added.
A8−11 25 −”−.
37/3.5 All Refer to 24/2.
PAGE 2
Jun 01/16
To: Saab AB
Support and Services MANUAL USER COMMENTS
Lifecycle Logistics Division on omissions, procedures, etc.
Publication Engineering
SWEDEN Aircraft Operations Manual
Phone: +46−13 184591 Fax No +46−13 184183
Email: customer.support.publications@saabgroup.com
From: Date:
Phone/Fax/Email:
Manual: AOM Topic:
Chap/Sect/Page: Page Date:
Comments:
Please forward this form, when completed, to the above address. If possible, attach a photo−copy
of the relevant manual page with any comments added, as necessary.
Flight Ops Action

Date Received To be included in Rev. . . . . , dated . . . . . . . . . .
............. In process
Rejected; reason: . . . . . . . . . . . . . . . . . . . . . . . . . .
. .........................................
Manual User Comments

PAGE 1
Manual User Comments

PAGE 2
Aircraft Operations Manual INTRODUCTION
1. FOREWORD 9. Fuel
The SAAB SF340A AIRCRAFT OPERATIONS 10. Hydraulics

MANUAL (AOM) is the property of Saab AB. It is 11. Ice and Rain Protection
supplied in confidence and commercial security. It 12. Instruments and Recorders
shall not be used for any purposes other than that
for which it is supplied, nor may any information 13. Landing Gear
contained in it be disclosed to unauthorized per- 14. Lighting
sons. It shall not be reproduced in any form in 15. Navigation
whole or in part without permission in writing from
owners of the copyright. 16. Pneumatics
17. Power Plant
The technical content of this document is approved
under the authority of DOA nr. EASA.21J.066 18. Water and Waste
19. Warning and Cautions
2. PURPOSE AND SCOPE
Each section in Part 1 contains one or more chap-
This manual is specifically prepared for flight per-
ters.
sonnel and contains information and instructions for
operating the SAAB 340A. The procedures in this Example:
manual cover the international standards and rec-
4/1 AUDIO INTEGRATING
ommendations given in ICAO Annex 6, as applica-
ble and specific to this type of aircraft. Although 4/2 HF COM
these procedures must be adhered to, nothing 4/3 VHF COM
should limit personnel from acting on their own best
judgement in an emergency. 4/4 PA/INTERPHONE
Procedures and limitations in the AOM are recom- Each chapter is separated in three subchapters:
mended by Saab AB. In the event of conflict with Subchapter 0 includes Highlights, which includes
the LFV approved Airplane Flight Manual (AFM) the descriptions, limitations and procedures for the vari-
AFM shall apply. ous aircraft systems at lower modstatus.
3. MANUAL LAYOUT Subchapter 1 consists of short technical descrip-
tions of the various aircraft systems at the highest
The manual is divided into two parts, each con- modstatus.
tained in a separate binder.
Subchapter 2 covers Limitations, Normal Opera-
3.1 Part 1 tions and Abnormal Procedures as applicable for
the various aircraft systems at the highest mod-
The first binder is divided by means of tab dividers
status.
in the following sections:
0. Introduction and Records
1. Aircraft General
2. Air Conditioning and Pressurization
3. Automatic Flight
4. Communications
5. Electrical
6. Emergency Equipment
7. Fire Protection
8. Flight Controls
INTRO
PAGE 1
Jun 01/16
Example: 34. Performance Supplements

Prefix 35. Line Checks
Subchapter
Chapter 36. Appendices
Section 37. Supplements
Each section in Part 2 contains one or more

chapters.
15/4.1 KO Each chapter is separated in subchapters.
Page 1
Example:
Subchapter
To distinguish possible alternatives in the NORMAL
Chapter
and ABNORMAL procedures, symbols are used to Section
the left of the appropriate headings. The symbols
within each group of alternatives in a procedure are
connected by a line.
The symbols are in descending order: 27/1.1
Page 1
4. PAGE IDENTIFICATION
Each page is identified by the AOM index and page

number. A number of ”INTENTIONALLY LEFT
BLANK” pages have been added to maintain page
sequencing. The effective date is shown in the low-
er right corner of each page.
3.2 Part 2 For identification of instructions for different types of
equipment a prefix is used together with the AOM
The second binder is divided in the following sec-
chapter number. The following prefixes are used as
tions:
the example shows:
20. Alert Operations Bulletins AOB
21. Operations Bulletins OB
22. Normal Procedures
23. Abnormal Procedures
24. Emergency Procedures
25. Flight Procedures
26. Power Settings
27. Speeds
28. Takeoff
29. Service Ceiling
30. Landing
31. Range
32. Climb/Cruise/Descent
33. Special Range
INTRO
PAGE 2
Jun 01/16
Prefix Explanation
S Standard equipment
S1 Different standards
S2 Different standards
O Optional equipment
O1 Different options
O2 Different options
C Collins equipment
CI Collins Pro Line I
C II Collins Pro Line II
CO Collins optional
K King equipment
KO King optional
5. REVISIONS
Revisions will be issued as necessary. They will be

distributed together with a List of Effective Pages
(LEP) which shall be checked and filed under the
front flysheet of the manual. Missing Revisions or
pages shall be requested from:
Saab AB (Publ)
Support and Services
Lifecycle Logistics Division
Publication Engineering
SE−581 88 LINKÖPING
SWEDEN
Phone: +46 13 184591 Fax: +46 13 184183
E−mail:
customer.support.publications@saabgroup.com
In a Transmittal Letter, a short summary will be giv-
en to highlight the revision. In addition, a vertical
line in the appropriate margin will be used to indi-
cate directly on the manual pages where changes
have been made.
The manual shall be revised by chapter. When a
revision is received, replace the entire chapter or
subchapter.
INTRO
PAGE 3
Jun 01/16
INTRO
PAGE 4
Jun 01/16

LIST OF EFFECTIVE PAGES
REVISION 50 DATE: Jun 01/16
N, R or D, indicates pages which are New, Revised or Deleted respectively. Remove and insert the affected
pages.
AOM PART 1
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
INTRO R 1 Jun 01/16 TAB DIV. 1

R 2 Jun 01/16
1 1 Sep 30/15
R 3 Jun 01/16 2 Sep 30/15
R 4 Jun 01/16
1/1.1 1 Sep 30/15
LEP Part 1 R 1 Jun 01/16 2 Sep 30/15
R 2 Jun 01/16 3 Sep 30/15
R 3 Jun 01/16 4 Sep 30/15
R 4 Jun 01/16 5 Sep 30/15
R 5 Jun 01/16 6 Sep 30/15
R 6 Jun 01/16 7 Sep 30/15
R 7 Jun 01/16 8 Sep 30/15
R 8 Jun 01/16 1/1.2 1 Sep 30/15
R 9 Jun 01/16 2 Sep 30/15
R 10 Jun 01/16 3 Sep 30/15
R 11 Jun 01/16 4 Sep 30/15
R 12 Jun 01/16
1/2.1 1 Sep 30/15
R 13 Jun 01/16
2 Sep 30/15
R 14 Jun 01/16
3 Sep 30/15
R 15 Jun 01/16
4 Sep 30/15
R 16 Jun 01/16 5 Sep 30/15
LEP Part 2 R 17 Jun 01/16 6 Sep 30/15
R 18 Jun 01/16 7 Sep 30/15
R 19 Jun 01/16 8 Sep 30/15
R 20 Jun 01/16 9 Sep 30/15
R 21 Jun 01/16 10 Sep 30/15
R 22 Jun 01/16 11 Sep 30/15
R 23 Jun 01/16 12 Sep 30/15
R 24 Jun 01/16 13 Sep 30/15
R 25 Jun 01/16 14 Sep 30/15
R 26 Jun 01/16 15 Sep 30/15
R 27 Jun 01/16 16 Sep 30/15
R 28 Jun 01/16 17 Sep 30/15
R 29 Jun 01/16 18 Sep 30/15
R 30 Jun 01/16 S1 19 Sep 30/15
S1 20 Sep 30/15
MOD LIST 1 Dec 01/15 S1 21 Sep 30/15
2 Dec 01/15 S1 22 Sep 30/15
3 Dec 01/15 S2 19 Sep 30/15
4 Dec 01/15 S2 20 Sep 30/15
LEP
PAGE 1
Jun 01/16

CHAPTER/ CHAPTER/
1/2.1 Cont’d
S2 21 Sep 30/15 TAB DIV. 3
S2 22 Sep 30/15 3 1 Sep 30/15
S2 23 Sep 30/15
2 Sep 30/15
S2 24 Sep 30/15
3.1 S 1 Sep 30/15
1/2.2 1 Sep 30/15
S 2 Sep 30/15
2 Sep 30/15
S 3 Sep 30/15
S 4 Sep 30/15
TAB DIV. 2
S 5 Sep 30/15
2 1 Sep 30/15 S 6 Sep 30/15
2 Sep 30/15 S 7 Sep 30/15
2.0 1 Sep 30/15 S 8 Sep 30/15
2 Sep 30/15 S 9 Sep 30/15
S 10 Sep 30/15
2.1 1 Sep 30/15 S 11 Sep 30/15
2 Sep 30/15
S 12 Sep 30/15
3 Sep 30/15
S 13 Sep 30/15
4 Sep 30/15
S 14 Sep 30/15
5 Sep 30/15
S 15 Sep 30/15
6 Sep 30/15
S 16 Sep 30/15
7 Sep 30/15
S 17 Sep 30/15
8 Sep 30/15
S 18 Sep 30/15
9 Sep 30/15
10 Sep 30/15 3.2 S 1 Sep 30/15
S1 11 Sep 30/15 S 2 Sep 30/15
S1 12 Sep 30/15 S 3 Sep 30/15
S2 11 Sep 30/15 S 4 Sep 30/15
S2 12 Sep 30/15 S 5 Sep 30/15
13 Sep 30/15 S 6 Sep 30/15
14 Sep 30/15 S 7 Sep 30/15
15 Sep 30/15 S 8 Sep 30/15
16 Sep 30/15 S 9 Sep 30/15
17 Sep 30/15 S 10 Sep 30/15
18 Sep 30/15 S 11 Sep 30/15
2.2 1 Sep 30/15 S 12 Sep 30/15
2 Sep 30/15 S 13 Sep 30/15
3 Sep 30/15 S 14 Sep 30/15
4 Sep 30/15 S 15 Sep 30/15
5 Sep 30/15 S 16 Sep 30/15
6 Sep 30/15 S 17 Sep 30/15
7 Sep 30/15 S 18 Sep 30/15
8 Sep 30/15 S 19 Sep 30/15
LEP
PAGE 2
Jun 01/16

CHAPTER/ CHAPTER/
3.2 Cont’d
S 20 Sep 30/15 TAB DIV. 4
3.1 O 1 Sep 30/15 4 1 Sep 30/15
O 2 Sep 30/15 2 Sep 30/15
O 3 Sep 30/15 4/1.1 1 Sep 30/15
O 4 Sep 30/15
2 Sep 30/15
O 5 Sep 30/15
3 Sep 30/15
O 6 Sep 30/15
4 Sep 30/15
O 7 Sep 30/15
5 Sep 30/15
O 8 Sep 30/15
6 Sep 30/15
O 9 Sep 30/15
7 Sep 30/15
O 10 Sep 30/15
8 Sep 30/15
O 11 Sep 30/15
O 12 Sep 30/15 4/1.2 1 Sep 30/15
O 13 Sep 30/15 2 Sep 30/15
O 14 Sep 30/15
4/2.1 O1 1 Sep 30/15
O 15 Sep 30/15
O1 2 Sep 30/15
O 16 Sep 30/15
O1 3 Sep 30/15
O 17 Sep 30/15
O1 4 Sep 30/15
O 18 Sep 30/15
4/2.1 O2 1 Sep 30/15
3.2 O 1 Sep 30/15
O2 2 Sep 30/15
O 2 Sep 30/15
O2 3 Sep 30/15
O 3 Sep 30/15
O2 4 Sep 30/15
O 4 Sep 30/15
O 5 Sep 30/15 O 5 Sep 30/15
O 6 Sep 30/15 O 6 Sep 30/15
O 7 Sep 30/15
4/2.2 O1 1 Sep 30/15
O 8 Sep 30/15
O1 2 Sep 30/15
O 9 Sep 30/15
O1 3 Sep 30/15
O 10 Sep 30/15
O1 4 Sep 30/15
O 11 Sep 30/15
O1 5 Sep 30/15
O 12 Sep 30/15
O1 6 Sep 30/15
O 13 Sep 30/15
O 14 Sep 30/15 4/2.2 O2 1 Sep 30/15
O 15 Sep 30/15 O2 2 Sep 30/15
O 16 Sep 30/15 O2 3 Sep 30/15
O 17 Sep 30/15 O2 4 Sep 30/15
O 18 Sep 30/15 O2 5 Sep 30/15
O 19 Sep 30/15 O2 6 Sep 30/15
O 20 Sep 30/15 O2 7 Sep 30/15
LEP
PAGE 3
Jun 01/16

CHAPTER/ CHAPTER/
4/2.2 Cont’d 3 Sep 30/15

O2 8 Sep 30/15 4 Sep 30/15
4/3.0 1 Sep 30/15 4/5.1 1 Sep 30/15
2 Sep 30/15 2 Sep 30/15
3 Sep 30/15
4/3.1 CI 1 Sep 30/15
4 Sep 30/15
CI 2 Sep 30/15
5 Sep 30/15
CII 1 Sep 30/15
6 Sep 30/15
CII 2 Sep 30/15
7 Sep 30/15
K 1 Sep 30/15
8 Sep 30/15
K 2 Sep 30/15
KO 1 Sep 30/15 4/5.2 1 Sep 30/15
KO 2 Sep 30/15 2 Sep 30/15
3 Sep 30/15
4 Sep 30/15 TAB DIV. 5
5 Sep 30/15 5 1 Sep 30/15
6 Sep 30/15 2 Sep 30/15
4/3.2 CI 1 Sep 30/15 5.0 1 Sep 30/15
CI 2 Sep 30/15 2 Sep 30/15
CII 1 Sep 30/15
CII 2 Sep 30/15 5.1 1 Dec 01/15
CII 3 Sep 30/15 2 Dec 01/15
CII 4 Sep 30/15 3 Dec 01/15
K 1 Sep 30/15 4 Dec 01/15
K 2 Sep 30/15 5 Dec 01/15
KO 1 Sep 30/15 6 Dec 01/15
KO 2 Sep 30/15 7 Dec 01/15
KO 3 Sep 30/15 8 Dec 01/15
KO 4 Sep 30/15 9 Dec 01/15
10 Dec 01/15
4/4.1 1 Sep 30/15
11 Dec 01/15
2 Sep 30/15
12 Dec 01/15
3 Sep 30/15
13 Dec 01/15
4 Sep 30/15
14 Dec 01/15
5 Sep 30/15
15 Dec 01/15
6 Sep 30/15
16 Dec 01/15
S1 7 Sep 30/15
17 Dec 01/15
S1 8 Sep 30/15
18 Dec 01/15
S2 7 Sep 30/15
19 Dec 01/15
S2 8 Sep 30/15
20 Dec 01/15
9 Sep 30/15
21 Dec 01/15
10 Sep 30/15
22 Dec 01/15
4/4.2 1 Sep 30/15 23 Dec 01/15
2 Sep 30/15 24 Dec 01/15
LEP
PAGE 4
Jun 01/16

CHAPTER/ CHAPTER/
5/1 Cont’d
6/3.1 1 Sep 30/15
25 Dec 01/15
2 Sep 30/15
26 Dec 01/15
3 Sep 30/15
27 Dec 01/15
4 Sep 30/15
28 Dec 01/15
29 Dec 01/15 6/4.1 1 Sep 30/15
30 Dec 01/15 2 Sep 30/15
31 Dec 01/15 6/5.1 1 Sep 30/15
32 Dec 01/15 2 Sep 30/15
33 Dec 01/15
34 Dec 01/15 6/6.1 1 Sep 30/15
35 Dec 01/15 2 Sep 30/15
36 Dec 01/15 6/7.1 S1 1 Sep 30/15
37 Dec 01/15 S1 2 Sep 30/15
38 Dec 01/15 S1 3 Sep 30/15
5.2 1 Sep 30/15 S1 4 Sep 30/15
2 Sep 30/15 S2 1 Sep 30/15
3 Sep 30/15 S2 2 Sep 30/15
4 Sep 30/15 S2 3 Sep 30/15
S2 4 Sep 30/15
TAB DIV. 6 S3 1 Sep 30/15
S3 2 Sep 30/15
6 1 Sep 30/15
S3 3 Sep 30/15
2 Sep 30/15
S3 4 Sep 30/15
6/1.1 1 Sep 30/15 S4 1 Sep 30/15
2 Sep 30/15 S4 2 Sep 30/15
S4 3 Sep 30/15
6/2.1 1 Sep 30/15
S4 4 Sep 30/15
1 Sep 30/15
2 Sep 30/15 6/8.1 1 Sep 30/15
3 Sep 30/15 2 Sep 30/15
4 Sep 30/15
6/9.1 1 Sep 30/15
5 Sep 30/15
2 Sep 30/15
6 Sep 30/15
7 Sep 30/15 6/10.1 1 Sep 30/15
8 Sep 30/15 2 Sep 30/15
9 Sep 30/15 3 Sep 30/15
10 Sep 30/15 4 Sep 30/15
11 Sep 30/15 5 Sep 30/15
12 Sep 30/15 6 Sep 30/15
13 Sep 30/15
14 Sep 30/15
15 Sep 30/15
16 Sep 30/15
LEP
PAGE 5
Jun 01/16

CHAPTER/ CHAPTER/
TAB DIV. 7 TAB DIV. 9

7 1 Sep 30/15 9 1 Sep 30/15
2 Sep 30/15 2 Sep 30/15
7.1 1 Sep 30/15 9/1.1 1 Sep 30/15
2 Sep 30/15 2 Sep 30/15
3 Sep 30/15 3 Sep 30/15
4 Sep 30/15 4 Sep 30/15
S1 5 Sep 30/15 5 Sep 30/15
S1 6 Sep 30/15
6 Sep 30/15
S2 5 Sep 30/15
7 Sep 30/15
S2 6 Sep 30/15
8 Sep 30/15
7 Sep 30/15
9 Sep 30/15
8 Sep 30/15
9 Sep 30/15 10 Sep 30/15
10 Sep 30/15 11 Sep 30/15
11 Sep 30/15 12 Sep 30/15
12 Sep 30/15 13 Sep 30/15
13 Sep 30/15 14 Sep 30/15
14 Sep 30/15 15 Sep 30/15
16 Sep 30/15
7.2 1 Sep 30/15
2 Sep 30/15 9/1.2 1 Sep 30/15
2 Sep 30/15
TAB DIV. 8 3 Sep 30/15
8 1 Sep 30/15 4 Sep 30/15
2 Sep 30/15 9/2.1 1 Sep 30/15
8.1 1 Sep 30/15 2 Sep 30/15
2 Sep 30/15 3 Sep 30/15
3 Sep 30/15 4 Sep 30/15
4 Sep 30/15
9/2.2 1 Sep 30/15
5 Sep 30/15
6 Sep 30/15 2 Sep 30/15
7 Sep 30/15 3 Sep 30/15
8 Sep 30/15 4 Sep 30/15
9 Sep 30/15 5 Sep 30/15
10 Sep 30/15 6 Sep 30/15
11 Sep 30/15 7 Sep 30/15
12 Sep 30/15 8 Sep 30/15
8.2 1 Sep 30/15
TAB DIV. 10
2 Sep 30/15
3 Sep 30/15 10 1 Sep 30/15
4 Sep 30/15 2 Sep 30/15
LEP
PAGE 6
Jun 01/16

CHAPTER/ CHAPTER/
11 Sep 30/15
10.0 1 Sep 30/15
12 Sep 30/15
2 Sep 30/15
13 Sep 30/15
3 Sep 30/15
14 Sep 30/15
4 Sep 30/15
15 Sep 30/15
5 Sep 30/15
16 Sep 30/15
6 Sep 30/15
17 Sep 30/15
7 Sep 30/15
18 Sep 30/15
8 Sep 30/15
9 Sep 30/15 19 Sep 30/15
10 Sep 30/15 20 Sep 30/15
11 Sep 30/15 21 Sep 30/15
12 Sep 30/15 22 Sep 30/15
10.1 1 Sep 30/15 11.2 1 Dec 01/15

2 Sep 30/15 2 Dec 01/15
3 Sep 30/15 3 Dec 01/15
4 Sep 30/15 4 Dec 01/15
5 Sep 30/15 5 Dec 01/15
6 Sep 30/15 6 Dec 01/15
7 Sep 30/15 7 Dec 01/15
8 Sep 30/15 8 Dec 01/15
9 Dec 01/15
10.2 1 Sep 30/15 10 Dec 01/15
2 Sep 30/15 11 Dec 01/15
3 Sep 30/15 12 Dec 01/15
4 Sep 30/15
TAB DIV. 12
TAB DIV. 11
12 1 Sep 30/15
11 1 Sep 30/15 2 Sep 30/15
2 Sep 30/15
12/1.1 1 Sep 30/15
11.0 1 Sep 30/15 2 Sep 30/15
2 Sep 30/15 3 Sep 30/15
11.1 1 Sep 30/15 4 Sep 30/15
2 Sep 30/15 5 Sep 30/15
3 Sep 30/15 6 Sep 30/15
4 Sep 30/15 S 7 Sep 30/15
5 Sep 30/15 S 8 Sep 30/15
6 Sep 30/15 O 7 Sep 30/15
7 Sep 30/15 O 8 Sep 30/15
8 Sep 30/15 9 Sep 30/15
S1 9 Sep 30/15 10 Sep 30/15
S1 10 Sep 30/15 S1 11 Sep 30/15
S2 9 Sep 30/15 S1 12 Sep 30/15
S2 10 Sep 30/15 S2 11 Sep 30/15
LEP
PAGE 7
Jun 01/16

CHAPTER/ CHAPTER/
12/1.1 Cont’d O 2 Sep 30/15

S2 12 Sep 30/15 O 3 Sep 30/15
S 13 Sep 30/15 O 4 Sep 30/15
S 14 Sep 30/15
12/4.1 S 1 Sep 30/15
O 15 Sep 30/15
S 2 Sep 30/15
O 16 Sep 30/15
O1 1 Sep 30/15
S1 17 Sep 30/15
O1 2 Sep 30/15
S1 18 Sep 30/15
O2 1 Sep 30/15
S2 17 Sep 30/15
O2 2 Sep 30/15
S2 18 Sep 30/15
3 Sep 30/15
O 19 Sep 30/15
O 20 Sep 30/15 4 Sep 30/15
21 Sep 30/15 12/4.2 S 1 Sep 30/15
22 Sep 30/15 S 2 Sep 30/15
S1 23 Sep 30/15 O1 1 Sep 30/15
S1 24 Sep 30/15 O1 2 Sep 30/15
S2 23 Sep 30/15 O2 1 Sep 30/15
S2 24 Sep 30/15 O2 2 Sep 30/15
25 Sep 30/15
26 Sep 30/15 TAB DIV. 13
12/1.2 1 Sep 30/15 13 1 Sep 30/15
2 Sep 30/15 2 Sep 30/15
3 Sep 30/15
13.0 1 Sep 30/15
4 Sep 30/15
2 Sep 30/15
5 Sep 30/15
3 Sep 30/15
6 Sep 30/15
4 Sep 30/15
12/2.1 1 Sep 30/15
2 Sep 30/15 13.1 1 Sep 30/15
2 Sep 30/15
12/3.0 1 Sep 30/15 3 Sep 30/15
2 Sep 30/15 4 Sep 30/15
12/3.1 S 1 Sep 30/15 5 Sep 30/15
S 2 Sep 30/15 6 Sep 30/15
O1 1 Sep 30/15 7 Sep 30/15
O1 2 Sep 30/15 8 Sep 30/15
O2 1 Sep 30/15 9 Sep 30/15
O2 2 Sep 30/15 10 Sep 30/15
O3 1 Sep 30/15 11 Sep 30/15
O3 2 Sep 30/15 12 Sep 30/15
3 Sep 30/15 13 Sep 30/15
4 Sep 30/15 14 Sep 30/15
12/3.2 S 1 Sep 30/15 13.2 1 Sep 30/15
S 2 Sep 30/15 2 Sep 30/15
O 1 Sep 30/15 3 Sep 30/15
LEP
PAGE 8
Jun 01/16

CHAPTER/ CHAPTER/
13/2 Cont’d
4 Sep 30/15 TAB DIV. 15
5 Sep 30/15 15 1 Sep 30/15
6 Sep 30/15
2 Sep 30/15
3 Sep 30/15
TAB DIV. 14
4 Sep 30/15
14 1 Sep 30/15
15/1.0 1 Sep 30/15
2 Sep 30/15
2 Sep 30/15
14/1.0 1 Sep 30/15
2 Sep 30/15 15/1.1 S 1 Sep 30/15
S 2 Sep 30/15
14/1.1 1 Sep 30/15 S 3 Sep 30/15
2 Sep 30/15 S 4 Sep 30/15
3 Sep 30/15 S 5 Sep 30/15
4 Sep 30/15 S 6 Sep 30/15
5 Sep 30/15 O 1 Sep 30/15
6 Sep 30/15 O 2 Sep 30/15
14/2.0 1 Sep 30/15 O 3 Sep 30/15
2 Sep 30/15 O 4 Sep 30/15
O 5 Sep 30/15
14/2.1 S1 1 Sep 30/15
O 6 Sep 30/15
S1 2 Sep 30/15
7 Sep 30/15
S2 1 Sep 30/15
8 Sep 30/15
S2 2 Sep 30/15
9 Sep 30/15
3 Sep 30/15
10 Sep 30/15
4 Sep 30/15
11 Sep 30/15
5 Sep 30/15
12 Sep 30/15
6 Sep 30/15
7 Sep 30/15 13 Sep 30/15
8 Sep 30/15 14 Sep 30/15
15 Sep 30/15
14/3.1 S1 1 Sep 30/15 16 Sep 30/15
S1 2 Sep 30/15 17 Sep 30/15
S2 1 Sep 30/15 18 Sep 30/15
S2 2 Sep 30/15 19 Sep 30/15
S3 1 Sep 30/15 20 Sep 30/15
S3 2 Sep 30/15 21 Sep 30/15
3 Sep 30/15 22 Sep 30/15
4 Sep 30/15 23 Sep 30/15
5 Sep 30/15 24 Sep 30/15
6 Sep 30/15
25 Sep 30/15
14/4.1 1 Sep 30/15 26 Sep 30/15
2 Sep 30/15 27 Sep 30/15
LEP
PAGE 9
Jun 01/16

CHAPTER/ CHAPTER/
15/1.1 Cont’d 3 Sep 30/15

28 Sep 30/15 4 Sep 30/15
29 Sep 30/15 5 Sep 30/15
30 Sep 30/15 6 Sep 30/15
31 Sep 30/15
15/2.2 CI 1 Sep 30/15
32 Sep 30/15
CI 2 Sep 30/15
33 Sep 30/15
CII 1 Sep 30/15
34 Sep 30/15
CII 2 Sep 30/15
15/1.2 S 1 Sep 30/15 CII 3 Sep 30/15
S 2 Sep 30/15 CII 4 Sep 30/15
S 3 Sep 30/15 K 1 Sep 30/15
S 4 Sep 30/15 K 2 Sep 30/15
S 5 Sep 30/15 KO 1 Sep 30/15
S 6 Sep 30/15 KO 2 Sep 30/15
S 7 Sep 30/15 KO 3 Sep 30/15
S 8 Sep 30/15 KO 4 Sep 30/15
O 1 Sep 30/15
15/3.1 CI 1 Sep 30/15
O 2 Sep 30/15
CI 2 Sep 30/15
O 3 Sep 30/15
CI 3 Sep 30/15
O 4 Sep 30/15
CI 4 Sep 30/15
O 5 Sep 30/15
CII 1 Sep 30/15
O 6 Sep 30/15
CII 2 Sep 30/15
O 7 Sep 30/15
CII 3 Sep 30/15
O 8 Sep 30/15
CII 4 Sep 30/15
O 9 Sep 30/15
K 1 Sep 30/15
O 10 Sep 30/15
K 2 Sep 30/15
O 11 Sep 30/15
K 3 Sep 30/15
O 12 Sep 30/15
K 4 Sep 30/15
O 13 Sep 30/15
KO 1 Sep 30/15
O 14 Sep 30/15
KO 2 Sep 30/15
O 15 Sep 30/15
KO 3 Sep 30/15
O 16 Sep 30/15
KO 4 Sep 30/15
O 17 Sep 30/15
5 Sep 30/15
O 18 Sep 30/15
6 Sep 30/15
15/2.0 1 Sep 30/15 7 Sep 30/15
2 Sep 30/15 8 Sep 30/15
C 9 Sep 30/15
15/2.1 CI 1 Sep 30/15
C 10 Sep 30/15
CI 2 Sep 30/15
K 9 Sep 30/15
CII 1 Sep 30/15
K 10 Sep 30/15
CII 2 Sep 30/15
11 Sep 30/15
K 1 Sep 30/15
12 Sep 30/15
K 2 Sep 30/15
KO 1 Sep 30/15 15/3.2 CI 1 Sep 30/15
KO 2 Sep 30/15 CI 2 Sep 30/15
LEP
PAGE 10
Jun 01/16

CHAPTER/ CHAPTER/
15/3.2 Cont’d CII 4 Sep 30/15

CI 3 Sep 30/15 K 1 Sep 30/15
CI 4 Sep 30/15 K 2 Sep 30/15
CI 5 Sep 30/15 K 3 Sep 30/15
CI 6 Sep 30/15 K 4 Sep 30/15
CII 1 Sep 30/15 KO 1 Sep 30/15
CII 2 Sep 30/15 KO 2 Sep 30/15
CII 3 Sep 30/15 KO 3 Sep 30/15
CII 4 Sep 30/15 KO 4 Sep 30/15
CII 5 Sep 30/15
15/5.0 1 Sep 30/15
CII 6 Sep 30/15
2 Sep 30/15
K 1 Sep 30/15
K 2 Sep 30/15 15/5.1 S 1 Sep 30/15
K 3 Sep 30/15 S 2 Sep 30/15
K 4 Sep 30/15 S 3 Sep 30/15
KO 1 Sep 30/15 S 4 Sep 30/15
KO 2 Sep 30/15 S 5 Sep 30/15
KO 3 Sep 30/15 S 6 Sep 30/15
KO 4 Sep 30/15 O 1 Sep 30/15
KO 5 Sep 30/15 O 2 Sep 30/15
KO 6 Sep 30/15 O 3 Sep 30/15
O 4 Sep 30/15
15/4.0 1 Sep 30/15
O 5 Sep 30/15
2 Sep 30/15
O 6 Sep 30/15
15/4.1 CI 1 Sep 30/15 7 Sep 30/15
CI 2 Sep 30/15 8 Sep 30/15
CII 1 Sep 30/15 9 Sep 30/15
CII 2 Sep 30/15 10 Sep 30/15
K 1 Sep 30/15 11 Sep 30/15
K 2 Sep 30/15 12 Sep 30/15
KO 1 Sep 30/15
15/5.2 1 Sep 30/15
KO 2 Sep 30/15
2 Sep 30/15
3 Sep 30/15
3 Sep 30/15
4 Sep 30/15
4 Sep 30/15
5 Sep 30/15
5 Sep 30/15
6 Sep 30/15
6 Sep 30/15
7 Sep 30/15
7 Sep 30/15
8 Sep 30/15
8 Sep 30/15
15/4.2 CI 1 Sep 30/15 9 Sep 30/15
CI 2 Sep 30/15 10 Sep 30/15
CI 3 Sep 30/15 11 Sep 30/15
CI 4 Sep 30/15 12 Sep 30/15
CII 1 Sep 30/15 13 Sep 30/15
CII 2 Sep 30/15 14 Sep 30/15
CII 3 Sep 30/15 15 Sep 30/15
LEP
PAGE 11
Jun 01/16

CHAPTER/ CHAPTER/
15/5.2 Cont’d
15/7.1 1 Dec 01/15
16 Sep 30/15
2 Dec 01/15
17 Sep 30/15 3 Dec 01/15
18 Sep 30/15 4 Dec 01/15
19 Sep 30/15 5 Dec 01/15
20 Sep 30/15 6 Dec 01/15
21 Sep 30/15
22 Sep 30/15 15/7.2 1 Sep 30/15
23 Sep 30/15 2 Sep 30/15
24 Sep 30/15 15/8.0 1 Sep 30/15
25 Sep 30/15 2 Sep 30/15
26 Sep 30/15
15/8.1 1 Sep 30/15
15/6.1 CI 1 Sep 30/15 2 Sep 30/15
CI 2 Sep 30/15 3 Sep 30/15
CII 1 Sep 30/15 4 Sep 30/15
CII 2 Sep 30/15 5 Sep 30/15
CIII 1 Sep 30/15 6 Sep 30/15
CIII 2 Sep 30/15 7 Sep 30/15
K 1 Sep 30/15 8 Sep 30/15
K 2 Sep 30/15 9 Sep 30/15
KO 1 Sep 30/15 10 Sep 30/15
KO 2 Sep 30/15 11 Sep 30/15
3 Sep 30/15 12 Sep 30/15
4 Sep 30/15 15/8.2 1 Sep 30/15
2 Sep 30/15
15/6.2 CI 1 Sep 30/15
3 Sep 30/15
CI 2 Sep 30/15
4 Sep 30/15
CII 1 Sep 30/15
5 Sep 30/15
CII 2 Sep 30/15
6 Sep 30/15
CIII 1 Sep 30/15
CIII 2 Sep 30/15 15/9.1 O 1 Sep 30/15
CIII 3 Sep 30/15 O 2 Sep 30/15
CIII 4 Sep 30/15 O 3 Sep 30/15
K 1 Sep 30/15 O 4 Sep 30/15
K 2 Sep 30/15 O 5 Sep 30/15
K 3 Sep 30/15 O 6 Sep 30/15
K 4 Sep 30/15 O 7 Sep 30/15
O 8 Sep 30/15
KO 1 Sep 30/15
O 9 Sep 30/15
KO 2 Sep 30/15
O 10 Sep 30/15
KO 3 Sep 30/15
KO 11 Sep 30/15
KO 4 Sep 30/15
KO 12 Sep 30/15
15/7.0 1 Sep 30/15 CO 11 Sep 30/15
2 Sep 30/15 CO 12 Sep 30/15
LEP
PAGE 12
Jun 01/16

CHAPTER/ CHAPTER/
15/9.1 Cont’d 3 Sep 30/15

O 13 Sep 30/15 4 Sep 30/15
O 14 Sep 30/15
O2 1 Sep 30/15 TAB DIV. 17
O2 2 Sep 30/15 17 1 Sep 30/15
O2 3 Sep 30/15 2 Sep 30/15
O2 4 Sep 30/15
O2 5 Sep 30/15 17.0 1 Sep 30/15
O2 6 Sep 30/15 2 Sep 30/15
O2 7 Sep 30/15 3 Sep 30/15
O2 8 Sep 30/15 4 Sep 30/15
O2 9 Sep 30/15 17.1 1 Sep 30/15
O2 10 Sep 30/15 2 Sep 30/15
O3 1 Sep 30/15 3 Sep 30/15
O3 2 Sep 30/15 4 Sep 30/15
O3 3 Sep 30/15 5 Sep 30/15
O3 4 Sep 30/15 6 Sep 30/15
O3 5 Sep 30/15 7 Sep 30/15
O3 6 Sep 30/15
8 Sep 30/15
O3 7 Sep 30/15
9 Sep 30/15
O3 8 Sep 30/15
10 Sep 30/15
O3 9 Sep 30/15
11 Sep 30/15
O3 10 Sep 30/15
12 Sep 30/15
15/9.2 O 1 Sep 30/15 13 Sep 30/15
O 2 Sep 30/15 14 Sep 30/15
O2 1 Sep 30/15 15 Sep 30/15
O2 2 Sep 30/15 16 Sep 30/15
O3 1 Sep 30/15 S1 17 Sep 30/15
O3 2 Sep 30/15 S1 18 Sep 30/15
S2 17 Sep 30/15
TAB DIV. 16 S2 18 Sep 30/15
16 1 Sep 30/15 19 Sep 30/15
2 Sep 30/15 20 Sep 30/15
S1 21 Sep 30/15
16.1 1 Sep 30/15 S1 22 Sep 30/15
2 Sep 30/15 S2 21 Sep 30/15
3 Sep 30/15 S2 22 Sep 30/15
4 Sep 30/15 23 Sep 30/15
5 Sep 30/15
24 Sep 30/15
6 Sep 30/15
S1 25 Sep 30/15
7 Sep 30/15
S1 26 Sep 30/15
8 Sep 30/15
S2 25 Sep 30/15
16.2 1 Sep 30/15 S2 26 Sep 30/15
2 Sep 30/15 S3 25 Sep 30/15
LEP
PAGE 13
Jun 01/16

CHAPTER/ CHAPTER/
17.1 Cont’d R 27 Jun 01/16

S3 26 Sep 30/15 R 28 Jun 01/16
S4 25 Sep 30/15 R 29 Jun 01/16
S4 26 Sep 30/15 R 30 Jun 01/16
27 Sep 30/15 R 31 Jun 01/16
28 Sep 30/15 R 32 Jun 01/16
29 Sep 30/15 R 33 Jun 01/16
30 Sep 30/15
R 34 Jun 01/16
S1 31 Sep 30/15
R 35 Jun 01/16
S1 32 Sep 30/15
R 36 Jun 01/16
S1 33 Sep 30/15
S1 34 Sep 30/15 R 37 Jun 01/16
S2 31 Sep 30/15 R 38 Jun 01/16
S2 32 Sep 30/15
S2 33 Sep 30/15 TAB DIV. 18
S2 34 Sep 30/15 18 1 Sep 30/15
35 Sep 30/15 2 Sep 30/15
36 Sep 30/15
18.1 1 Sep 30/15
17.2 R 1 Jun 01/16 2 Sep 30/15
R 2 Jun 01/16
3 Sep 30/15
R 3 Jun 01/16
4 Sep 30/15
R 4 Jun 01/16
5 Sep 30/15
R 5 Jun 01/16
R 6 Jun 01/16 6 Sep 30/15
R 7 Jun 01/16 7 Sep 30/15
R 8 Jun 01/16 8 Sep 30/15
R 9 Jun 01/16
R 10 Jun 01/16 TAB DIV. 19
R 11 Jun 01/16 19 1 Sep 30/15
R 12 Jun 01/16 2 Sep 30/15
R 13 Jun 01/16
R 14 Jun 01/16 19/1.0 1 Sep 30/15
R 15 Jun 01/16 2 Sep 30/15
R 16 Jun 01/16
19/1.1 1 Sep 30/15
R 17 Jun 01/16
2 Sep 30/15
R 18 Jun 01/16
3 Sep 30/15
R 19 Jun 01/16
R 20 Jun 01/16 4 Sep 30/15
R 21 Jun 01/16 5 Sep 30/15
R 22 Jun 01/16 6 Sep 30/15
R 23 Jun 01/16 7 Sep 30/15
R 24 Jun 01/16 8 Sep 30/15
R 25 Jun 01/16 9 Sep 30/15
R 26 Jun 01/16 10 Sep 30/15
LEP
PAGE 14
Jun 01/16

CHAPTER/ CHAPTER/
3 Sep 30/15
19/1.2 1 Sep 30/15
4 Sep 30/15
2 Sep 30/15
5 Sep 30/15
19/2.1 1 Sep 30/15 6 Sep 30/15
2 Sep 30/15 7 Sep 30/15
3 Sep 30/15 8 Sep 30/15
4 Sep 30/15 9 Sep 30/15
5 Sep 30/15 10 Sep 30/15
6 Sep 30/15 11 Sep 30/15
7 Sep 30/15 12 Sep 30/15
8 Sep 30/15
9 Sep 30/15 19/5.2 S1 1 Sep 30/15
10 Sep 30/15 S1 2 Sep 30/15
11 Sep 30/15 S1 3 Sep 30/15
12 Sep 30/15 S1 4 Sep 30/15
S1 5 Sep 30/15
19/2.2 1 Sep 30/15 S1 6 Sep 30/15
2 Sep 30/15 S2 1 Sep 30/15
19/3.1 1 Sep 30/15 S2 2 Sep 30/15
2 Sep 30/15 S2 3 Sep 30/15
S2 4 Sep 30/15
19/3.2 1 Sep 30/15
S2 5 Sep 30/15
2 Sep 30/15
S2 6 Sep 30/15
19/4.0 1 Sep 30/15 S3 1 Sep 30/15
2 Sep 30/15 S3 2 Sep 30/15
19/4.1 1 Sep 30/15 S3 3 Sep 30/15
2 Sep 30/15 S3 4 Sep 30/15
3 Sep 30/15 S3 5 Sep 30/15
4 Sep 30/15 S3 6 Sep 30/15
S1 5 Sep 30/15 7 Sep 30/15
S1 6 Sep 30/15 8 Sep 30/15
S2 5 Sep 30/15 19/6.1 1 Sep 30/15
S2 6 Sep 30/15 2 Sep 30/15
7 Sep 30/15 3 Sep 30/15
8 Sep 30/15 4 Sep 30/15
9 Sep 30/15 5 Sep 30/15
10 Sep 30/15 6 Sep 30/15
19/4.2 1 Sep 30/15 7 Sep 30/15
2 Sep 30/15 8 Sep 30/15
3 Sep 30/15 9 Sep 30/15
4 Sep 30/15 10 Sep 30/15
19/5.1 1 Sep 30/15 19/6.2 S1 1 Sep 30/15
2 Sep 30/15 S1 2 Sep 30/15
LEP
PAGE 15
Jun 01/16

CHAPTER/ CHAPTER/
19/6.2 Cont’d 6 Dec 01/15

S1 3 Sep 30/15 7 Dec 01/15
S1 4 Sep 30/15 8 Dec 01/15
S1 5 Sep 30/15 9 Dec 01/15
S1 6 Sep 30/15 10 Dec 01/15
S2 1 Sep 30/15 11 Dec 01/15
S2 2 Sep 30/15 12 Dec 01/15
S2 3 Sep 30/15 13 Dec 01/15
S2 4 Sep 30/15 14 Dec 01/15
S2 5 Sep 30/15
15 Dec 01/15
S2 6 Sep 30/15
16 Dec 01/15
S3 1 Sep 30/15
17 Dec 01/15
S3 2 Sep 30/15
18 Dec 01/15
S3 3 Sep 30/15
19 Dec 01/15
S3 4 Sep 30/15
S3 5 Sep 30/15 20 Dec 01/15
S3 6 Sep 30/15 21 Dec 01/15
7 Sep 30/15 22 Dec 01/15
8 Sep 30/15 23 Dec 01/15
24 Dec 01/15
19/7.1 1 Dec 01/15
2 Dec 01/15 19/7.2 1 Sep 30/15
3 Dec 01/15 2 Sep 30/15
4 Dec 01/15 3 Sep 30/15
5 Dec 01/15 4 Sep 30/15
LEP
PAGE 16
Jun 01/16
AOM PART 2
CHAPTER/ CHAPTER/
R 13 Jun 01/16
TAB DIV. 20 R 14 Jun 01/16
R 15 Jun 01/16
See list of Effective and Cancelled Alert Opera- R 16 Jun 01/16
tions Bulletins in the AOM. R 17 Jun 01/16
R 18 Jun 01/16
TAB DIV. 21
00 R 19 Jun 01/16
00 R 20 Jun 01/16
See list of Effective and Cancelled
Operations Bulletins in the AOM. 10 R 19 Jun 01/16
10 R 20 Jun 01/16
TAB DIV. 22 R 21 Jun 01/16
R 22 Jun 01/16
22 1 Sep 30/15 R 23 Jun 01/16
2 Sep 30/15
R 24 Jun 01/16
22/1 00 N1 Dec 01/15
00 N2 Dec 01/15 TAB DIV. 23
10 N2 Dec 01/15 23 1 Sep 30/15
00 N3 Dec 01/15 2 Sep 30/15
10 N3 Dec 01/15
00 N4 Dec 01/15 23/1 1 Sep 30/15
00 N5 Dec 01/15 2 Sep 30/15
10 N5 Dec 01/15 23/2 R A0−0 Jun 01/16
00 N6 Dec 01/15 00 R A0−1 exp Jun 01/16
10 N6 Dec 01/15 00 R A0−1 Jun 01/16
00 N7 Dec 01/15 10 R A0−1 exp Jun 01/16
10 N7 Dec 01/15 10 R A0−1 Jun 01/16
20 N7 Dec 01/15 20 R A0−1 exp Jun 01/16
30 N7 Dec 01/15 20 R A0−1 Jun 01/16
00 N8 Dec 01/15 30 R A0−1 exp Jun 01/16
10 N8 Dec 01/15 30 R A0−1 Jun 01/16
22/2 R 1 Jun 01/16 00 R A0−2 exp Jun 01/16
R 2 Jun 01/16 00 R A0−2 Jun 01/16
R 3 Jun 01/16 00 R A0−3 exp Jun 01/16
R 4 Jun 01/16 00 R A0−3 Jun 01/16
R 5 Jun 01/16 10 R A0−3 exp Jun 01/16
R 6 Jun 01/16 10 R A0−3 Jun 01/16
R 7 Jun 01/16 R A1−0 Jun 01/16
R 8 Jun 01/16 00 R A1−1 exp Jun 01/16
R 9 Jun 01/16 00 R A1−1 Jun 01/16
R 10 Jun 01/16 00 R A1−2 exp Jun 01/16
R 11 Jun 01/16 00 R A1−2 Jun 01/16
R 12 Jun 01/16 00 R A1−3 exp Jun 01/16
LEP
PAGE 17
Jun 01/16

CHAPTER/ CHAPTER/
23/2 Cont’d 00 R A2−14 exp Jun 01/16
00 R A1−3 Jun 01/16 00 R A2−14 Jun 01/16
00 R A1−4 exp Jun 01/16 10 R A2−14 exp Jun 01/16
00 R A1−4 Jun 01/16 10 R A2−14 Jun 01/16
00 R A1−5 Jun 01/16 00 R A2−15 Jun 01/16
00 R A1−6 Jun 01/16 10 R A2−15 Jun 01/16
R A2−0 Jun 01/16 00 R A2−16 exp Jun 01/16
00 R A2−1 exp Jun 01/16 00 R A2−16 Jun 01/16
00 R A2−1 Jun 01/16 10 R A2−16 exp Jun 01/16
00 R A2−2 exp Jun 01/16 10 R A2−16 Jun 01/16
00 R A2−2 Jun 01/16 00 R A2−17 exp Jun 01/16
00 R A2−3 exp Jun 01/16 00 R A2−17 Jun 01/16
00 R A2−3 Jun 01/16 10 R A2−17 exp Jun 01/16
10 R A2−3 exp Jun 01/16 10 R A2−17 Jun 01/16
10 R A2−3 Jun 01/16 R A3−0 Jun 01/16
00 R A2−4 Jun 01/16 00 R A3−1 Jun 01/16
10 R A2−4 Jun 01/16 00 R A3−2 Jun 01/16
00 R A2−5 Jun 01/16 00 R A3−3 Jun 01/16
00 R A2−6 Jun 01/16 00 R A3−4 Jun 01/16
00 R A2−7 Jun 01/16 00 R A3−5 Jun 01/16
00 R A2−8 exp Jun 01/16 R A4−0 Jun 01/16
00 R A2−8 Jun 01/16 00 R A4−1 exp Jun 01/16
00 R A2−9 exp Jun 01/16 00 R A4−1 Jun 01/16
00 R A2−9 Jun 01/16 00 R A4−2 exp Jun 01/16
10 R A2−9 exp Jun 01/16 00 R A4−2 Jun 01/16
10 R A2−9 Jun 01/16 00 R A4−3 exp Jun 01/16
00 R A2−10 exp Jun 01/16 00 R A4−3 Jun 01/16
00 R A2−10 Jun 01/16 R A5−0 Jun 01/16
00 R A2−11 Jun 01/16 00 R A5−1 Jun 01/16
10 R A2−11 Jun 01/16 10 R A5−1 Jun 01/16
00 R A2−12 Jun 01/16 20 R A5−1 Jun 01/16
10 R A2−12 Jun 01/16 30 R A5−1 Jun 01/16
00 R A2−13 Jun 01/16 00 R A5−2 Jun 01/16
10 R A2−13 Jun 01/16 10 R A5−2 Jun 01/16
LEP
PAGE 18
Jun 01/16

CHAPTER/ CHAPTER/
23/2 Cont’d 00 R A6−8 Jun 01/16
20 R A5−2 Jun 01/16 00 R A6−9 Jun 01/16
30 R A5−2 Jun 01/16 00 R A6−10 Jun 01/16
00 R A5−3 Jun 01/16 10 R A6−10 Jun 01/16
10 R A5−3 Jun 01/16 00 R A6−11 Jun 01/16
00 R A5−4 Jun 01/16 10 R A6−11 Jun 01/16
10 R A5−4 Jun 01/16 00 R A6−12 Jun 01/16
00 R A5−5 Jun 01/16 10 R A6−12 Jun 01/16
10 R A5−5 exp Jun 01/16 R A7−0 Jun 01/16
10 R A5−5 Jun 01/16 00 R A7−1 exp Jun 01/16
00 R A5−6 exp Jun 01/16 00 R A7−1 Jun 01/16
00 R A5−6 Jun 01/16 10 R A7−1 exp Jun 01/16
10 R A5−6 exp Jun 01/16 10 R A7−1 Jun 01/16
10 R A5−6 Jun 01/16 00 R A7−2 exp Jun 01/16
00 R A5−7 exp Jun 01/16 00 R A7−2 Jun 01/16
00 R A5−7 Jun 01/16 10 R A7−2 exp Jun 01/16
00 R A5−8 exp Jun 01/16 10 R A7−2 Jun 01/16
00 R A5−8 Jun 01/16 00 R A7−3 exp Jun 01/16
00 R A5−9 exp Jun 01/16 00 R A7−3 Jun 01/16
00 R A5−9 Jun 01/16 10 R A7−3 exp Jun 01/16
10 R A5−9 exp Jun 01/16 10 R A7−3 Jun 01/16
10 R A5−9 Jun 01/16 00 R A7−4 exp Jun 01/16
R A6−0 Jun 01/16 00 R A7−4 Jun 01/16
00 R A6−1 Jun 01/16 00 R A7−5 Jun 01/16
10 R A6−1 Jun 01/16 10 R A7−5 Jun 01/16
00 R A6−2 Jun 01/16 20 R A7−5 Jun 01/16
00 R A6−3 Jun 01/16 30 R A7−5 Jun 01/16
00 R A6−4 exp Jun 01/16 R A8−0 Jun 01/16
00 R A6−4 Jun 01/16 00 R A8−1 exp Jun 01/16
00 R A6−5 exp Jun 01/16 00 R A8−1 Jun 01/16
00 R A6−5 Jun 01/16 00 R A8−2 exp Jun 01/16
00 R A6−6 exp Jun 01/16 00 R A8−2 Jun 01/16
00 R A6−6 Jun 01/16 00 R A8−3 exp Jun 01/16
00 R A6−7 exp Jun 01/16 00 R A8−3 Jun 01/16
00 R A6−7 Jun 01/16 00 R A8−4 exp Jun 01/16
00 R A6−8 exp Jun 01/16 00 R A8−4 Jun 01/16
LEP
PAGE 19
Jun 01/16

CHAPTER/ CHAPTER/
23/2 Cont’d 00 R A11−1 Jun 01/16
00 R A8−5 exp Jun 01/16 R A12−0 Jun 01/16
00 R A8−5 Jun 01/16 00 R A12−1 exp Jun 01/16
10 R A8−5 exp Jun 01/16 00 R A12−1 Jun 01/16
10 R A8−5 Jun 01/16 R A13−0 Jun 01/16
00 R A8−6 Jun 01/16 00 R A13−1 Jun 01/16
10 R A8−6 Jun 01/16 00 R A13−2 Jun 01/16
00 R A8−7 Jun 01/16 10 R A13−2 Jun 01/16
10 R A8−7 Jun 01/16 00 R A13−3 Jun 01/16
20 R A8−7 exp Jun 01/16 R A14−0 Jun 01/16
20 R A8−7 Jun 01/16 00 R A14−1 exp Jun 01/16
30 R A8−7 exp Jun 01/16 00 R A14−1 Jun 01/16
30 R A8−7 Jun 01/16 R A15−0 Jun 01/16
00 R A8−8 Jun 01/16 00 R A15−1 Jun 01/16
00 R A8−9 Jun 01/16 10 R A15−1 Jun 01/16
00 R A8−10 exp Jun 01/16 R A16−0 Jun 01/16
00 R A8−10 Jun 01/16 00 R A16−1 exp Jun 01/16
00 R A8−11 exp Jun 01/16 00 R A16−1 Jun 01/16
00 R A8−11 Jun 01/16
00 R A16−2 exp Jun 01/16
10 R A8−11 exp Jun 01/16
00 R A16−2 Jun 01/16
10 R A8−11 Jun 01/16
R A17−0 Jun 01/16
00 R A8−12 exp Jun 01/16
00 R A17−1 exp Jun 01/16
00 R A8−12 Jun 01/16
00 R A17−1 Jun 01/16
00 R A8−13 exp Jun 01/16
00 R A8−13 Jun 01/16
TAB DIV. 24
00 R A8−14 exp Jun 01/16
00 R A8−14 Jun 01/16 24 1 Sep 30/15
00 R A8−15 exp Jun 01/16 2 Sep 30/15
00 R A8−15 Jun 01/16 24/1 1 Sep 30/15
00 R A8−16 exp Jun 01/16 2 Sep 30/15
00 R A8−16 Jun 01/16
R A9−0 Jun 01/16 24/2 R E0−0 Jun 01/16
00 R A9−1 exp Jun 01/16 00 R E0−1 exp Jun 01/16
00 R A9−1 Jun 01/16 00 R E0−1 Jun 01/16
10 R A9−1 Jun 01/16 10 R E0−1 Jun 01/16
R A10−0 Jun 01/16 R E1−0 Jun 01/16
00 R A10−1 Jun 01/16 00 R E1−1 Jun 01/16
R A11−0 Jun 01/16 10 R E1−1 exp Jun 01/16
00 R A11−1 exp Jun 01/16 10 R E1−1 Jun 01/16
LEP
PAGE 20
Jun 01/16

CHAPTER/ CHAPTER/
24/2 Cont’d 50 R E1−8 exp Jun 01/16
00 R E1−2 exp Jun 01/16 50 R E1−8 Jun 01/16
00 R E1−2 Jun 01/16 00 R E1−9 exp Jun 01/16
10 R E1−2 exp Jun 01/16 00 R E1−9 Jun 01/16
10 R E1−2 Jun 01/16 00 R E1−10 exp Jun 01/16
00 R E1−3 exp Jun 01/16 00 R E1−10 Jun 01/16
00 R E1−3 Jun 01/16 R E2−0 Jun 01/16
10 R E1−3 exp Jun 01/16 00 R E2−1 exp Jun 01/16
10 R E1−3 Jun 01/16 00 R E2−1 Jun 01/16
20 R E1−3 Jun 01/16 10 R E2−1 Jun 01/16
30 R E1−3 Jun 01/16 20 R E2−1 Jun 01/16
00 R E1−4 Jun 01/16 00 R E2−2 Jun 01/16
10 R E1−4 Jun 01/16 10 R E2−2 Jun 01/16
20 R E1−4 Jun 01/16 20 R E2−2 Jun 01/16
30 R E1−4 Jun 01/16 00 R E2−3 Jun 01/16
00 R E1−5 exp Jun 01/16 R E3−0 Jun 01/16
00 R E1−5 Jun 01/16 00 R E3−1 exp Jun 01/16
00 R E1−6 exp Jun 01/16 00 R E3−1 Jun 01/16
00 R E1−6 Jun 01/16 10 R E3−1 exp Jun 01/16
00 R E1−7 exp Jun 01/16 10 R E3−1 Jun 01/16
00 R E1−7 Jun 01/16 00 R E3−2 exp Jun 01/16
10 R E1−7 exp Jun 01/16 00 R E3−2 Jun 01/16
10 R E1−7 Jun 01/16 00 R E3−3 exp Jun 01/16
20 R E1−7 exp Jun 01/16 00 R E3−3 Jun 01/16
20 R E1−7 Jun 01/16 10 R E3−3 exp Jun 01/16
30 R E1−7 exp Jun 01/16 10 R E3−3 Jun 01/16
30 R E1−7 Jun 01/16 00 R E3−4 exp Jun 01/16
40 R E1−7 exp Jun 01/16 00 R E3−4 Jun 01/16
40 R E1−7 Jun 01/16 10 R E3−4 exp Jun 01/16
50 R E1−7 exp Jun 01/16 10 R E3−4 Jun 01/16
50 R E1−7 Jun 01/16 20 R E3−4 exp Jun 01/16
00 R E1−8 exp Jun 01/16 20 R E3−4 Jun 01/16
00 R E1−8 Jun 01/16 30 R E3−4 exp Jun 01/16
10 R E1−8 exp Jun 01/16 30 R E3−4 Jun 01/16
10 R E1−8 Jun 01/16 00 R E3−5 exp Jun 01/16
20 R E1−8 exp Jun 01/16 00 R E3−5 Jun 01/16
20 R E1−8 Jun 01/16 10 R E3−5 exp Jun 01/16
30 R E1−8 exp Jun 01/16 10 R E3−5 Jun 01/16
30 R E1−8 Jun 01/16 00 R E3−6 exp Jun 01/16
40 R E1−8 exp Jun 01/16 00 R E3−6 Jun 01/16
40 R E1−8 Jun 01/16 R E4−0 Jun 01/16
LEP
PAGE 21
Jun 01/16

CHAPTER/ CHAPTER/
24/2 Cont’d 20 R E7−6 Jun 01/16
00 R E4−1 Jun 01/16 00 R E7−7 Jun 01/16
00 R E4−2 Jun 01/16 10 R E7−7 Jun 01/16
00 R E4−3 Jun 01/16 00 R E7−8 Jun 01/16
00 R E4−4 Jun 01/16 00 R E7−9 Jun 01/16
R E5−0 Jun 01/16 10 R E7−9 exp Jun 01/16
00 R E5−1 exp Jun 01/16 10 R E7−9 Jun 01/16
00 R E5−1 Jun 01/16 00 R E7−10 exp Jun 01/16
00 R E5−2 exp Jun 01/16 00 R E7−10 Jun 01/16
00 R E5−2 Jun 01/16
24/3 1 Sep 30/15
00 R E5−3 exp Jun 01/16
2 Sep 30/15
00 R E5−3 Jun 01/16
3 Sep 30/15
00 R E5−4 exp Jun 01/16
4 Sep 30/15
00 R E5−4 Jun 01/16
5 Sep 30/15
10 R E5−4 exp Jun 01/16
10 R E5−4 Jun 01/16 6 Sep 30/15
R E6−0 Jun 01/16 7 Sep 30/15
00 R E6−1 exp Jun 01/16 8 Sep 30/15
00 R E6−1 Jun 01/16 9 Sep 30/15
R E7−0 Jun 01/16 10 Sep 30/15
00 R E7−1 exp Jun 01/16 11 Sep 30/15
00 R E7−1 Jun 01/16 12 Sep 30/15
00 R E7−2 exp Jun 01/16 13 Sep 30/15
00 R E7−2 Jun 01/16 14 Sep 30/15
10 R E7−2 exp Jun 01/16 24/4 R 1 Jun 01/16
10 R E7−2 Jun 01/16 R 2 Jun 01/16
00 R E7−3 exp Jun 01/16 R 3 Jun 01/16
00 R E7−3 Jun 01/16 R 4 Jun 01/16
10 R E7−3 exp Jun 01/16
10 R E7−3 Jun 01/16 24/5 1 Sep 30/15
00 R E7−4 exp Jun 01/16 2 Sep 30/15
00 R E7−4 Jun 01/16 24/6 1 Sep 30/15
10 R E7−4 exp Jun 01/16 2 Sep 30/15
10 R E7−4 Jun 01/16
00 R E7−5 exp Jun 01/16 TAB DIV. 25
00 R E7−5 Jun 01/16
25 1 Sep 30/15
10 R E7−5 exp Jun 01/16
2 Sep 30/15
10 R E7−5 Jun 01/16
00 R E7−6 exp Jun 01/16 25/1 1 Dec 01/15
00 R E7−6 Jun 01/16 2 Dec 01/15
10 R E7−6 exp Jun 01/16 3 Dec 01/15
10 R E7−6 Jun 01/16 4 Dec 01/15
20 R E7−6 exp Jun 01/16 5 Dec 01/15
LEP
PAGE 22
Jun 01/16

CHAPTER/ CHAPTER/
25/1 Cont’d 3 Sep 30/15
6 Dec 01/15 4 Sep 30/15
7 Dec 01/15 5 Sep 30/15
8 Dec 01/15 6 Sep 30/15
9 Dec 01/15 7 Sep 30/15
10 Dec 01/15 8 Sep 30/15
11 Dec 01/15 9 Sep 30/15
12 Dec 01/15 10 Sep 30/15
13 Dec 01/15
25/11 1 Sep 30/15
14 Dec 01/15
2 Sep 30/15
15 Dec 01/15
3 Sep 30/15
16 Dec 01/15
4 Sep 30/15
25/2 1 Sep 30/15
25/12 1 Dec 01/15
2 Sep 30/15
2 Dec 01/15
25/3 1 Dec 01/15 3 Dec 01/15
2 Dec 01/15 4 Dec 01/15
3 Dec 01/15 5 Dec 01/15
4 Dec 01/15 6 Dec 01/15
5 Dec 01/15 7 Dec 01/15
6 Dec 01/15 8 Dec 01/15
7 Dec 01/15
8 Dec 01/15 TAB DIV. 26
9 Dec 01/15 26 1 Sep 30/15
10 Dec 01/15 2 Sep 30/15
25/4 1 Dec 01/15 26/1 1 Dec 01/15
2 Dec 01/15 2 Dec 01/15
25/5 1 Dec 01/15 26/2 1 Sep 30/15
2 Dec 01/15 2 Sep 30/15
25/6 1 Sep 30/15 3 Sep 30/15
2 Sep 30/15 4 Sep 30/15
5 Sep 30/15
25/7 1 Sep 30/15
6 Sep 30/15
2 Sep 30/15
3 Sep 30/15 26/3 1 Sep 30/15
4 Sep 30/15 2 Sep 30/15
3 Sep 30/15
25/8 1 Dec 01/15
4 Sep 30/15
2 Dec 01/15
26/4 1 Sep 30/15
25/9 1 Dec 01/15
2 Sep 30/15
2 Dec 01/15
3 Sep 30/15
3 Dec 01/15
4 Sep 30/15
4 Dec 01/15
5 Sep 30/15
25/10 1 Sep 30/15 6 Sep 30/15
2 Sep 30/15 7 Sep 30/15
LEP
PAGE 23
Jun 01/16

CHAPTER/ CHAPTER/
26/4 Cont’d 5 Sep 30/15
8 Sep 30/15 6 Sep 30/15
7 Sep 30/15
26/5 1 Sep 30/15
8 Sep 30/15
2 Sep 30/15
9 Sep 30/15
3 Sep 30/15
10 Sep 30/15
4 Sep 30/15
5 Sep 30/15 28/2 1 Sep 30/15
6 Sep 30/15 2 Sep 30/15
7 Sep 30/15 3 Sep 30/15
8 Sep 30/15 4 Sep 30/15
9 Sep 30/15 28/3 1 Sep 30/15
10 Sep 30/15 2 Sep 30/15
3 Sep 30/15
TAB DIV. 27
4 Sep 30/15
27 1 Sep 30/15
28/4 R 1 Jun 01/16
2 Sep 30/15
R 2 Jun 01/16
27/1 1 Dec 01/15 R 3 Jun 01/16
2 Dec 01/15 R 4 Jun 01/16
3 Dec 01/15
28/5 1 Sep 30/15
4 Dec 01/15
2 Sep 30/15
5 Dec 01/15 3 Sep 30/15
6 Dec 01/15 4 Sep 30/15
7 Dec 01/15
8 Dec 01/15 28/6 1 Sep 30/15
9 Dec 01/15 2 Sep 30/15
10 Dec 01/15 28/7 1 Sep 30/15
11 Dec 01/15 2 Sep 30/15
12 Dec 01/15
27/2 1 Sep 30/15 TAB DIV. 29
2 Sep 30/15 29 1 Sep 30/15
3 Sep 30/15 2 Sep 30/15
4 Sep 30/15
29/1 1 Dec 01/15
5 Sep 30/15
2 Dec 01/15
6 Sep 30/15
7 Sep 30/15 29/2 1 Dec 01/15
8 Sep 30/15 2 Dec 01/15
29/3 1 Dec 01/15
TAB DIV. 28
2 Dec 01/15
28 1 Sep 30/15
29/4 1 Dec 01/15
2 Sep 30/15
2 Dec 01/15
28/1 1 Sep 30/15 3 Dec 01/15
2 Sep 30/15 4 Dec 01/15
3 Sep 30/15 5 Dec 01/15
4 Sep 30/15 6 Dec 01/15
LEP
PAGE 24
Jun 01/16

CHAPTER/ CHAPTER/
29/4 Cont’d 3 Sep 30/15
7 Dec 01/15 4 Sep 30/15
8 Dec 01/15 5 Sep 30/15
9 Dec 01/15 6 Sep 30/15
10 Dec 01/15 7 Sep 30/15
8 Sep 30/15
TAB DIV. 30 9 Sep 30/15
30 1 Sep 30/15 10 Sep 30/15
2 Sep 30/15
TAB DIV. 32
30/1 1 Sep 30/15
32 1 Sep 30/15
2 Sep 30/15
2 Sep 30/15
3 Sep 30/15
4 Sep 30/15 32/1 1 Dec 01/15
2 Dec 01/15
30/2 1 Sep 30/15
3 Dec 01/15
2 Sep 30/15
4 Dec 01/15
30/3 1 Sep 30/15 5 Dec 01/15
2 Sep 30/15 6 Dec 01/15
3 Sep 30/15
32/2 1 Dec 01/15
4 Sep 30/15
2 Dec 01/15
3 Dec 01/15
TAB DIV. 31
4 Dec 01/15
31 1 Sep 30/15 5 Dec 01/15
2 Sep 30/15 6 Dec 01/15
31/1 1 Sep 30/15 7 Dec 01/15
2 Sep 30/15 8 Dec 01/15
3 Sep 30/15 9 Dec 01/15
4 Sep 30/15 10 Dec 01/15
11 Dec 01/15
31/2 1 Sep 30/15 12 Dec 01/15
2 Sep 30/15
3 Sep 30/15 32/3 1 Sep 30/15
2 Sep 30/15
4 Sep 30/15
5 Sep 30/15 3 Sep 30/15
4 Sep 30/15
6 Sep 30/15
5 Sep 30/15
7 Sep 30/15
6 Sep 30/15
8 Sep 30/15
7 Sep 30/15
9 Sep 30/15
8 Sep 30/15
10 Sep 30/15
11 Sep 30/15 32/4 1 Sep 30/15
12 Sep 30/15 2 Sep 30/15
13 Sep 30/15
32/5 1 Sep 30/15
14 Sep 30/15
2 Sep 30/15
31/3 1 Sep 30/15 3 Sep 30/15
2 Sep 30/15 4 Sep 30/15
LEP
PAGE 25
Jun 01/16

CHAPTER/ CHAPTER/
3 Sep 30/15
TAB DIV. 33 4 Sep 30/15
33 1 Sep 30/15 36/2.1 1 Sep 30/15
2 Sep 30/15 2 Sep 30/15
33/1 1 Sep 30/15 36/3.1 1 Sep 30/15
2 Sep 30/15 2 Sep 30/15
33/2 1 Sep 30/15 3 Sep 30/15
2 Sep 30/15 4 Sep 30/15
3 Sep 30/15 36/4.1 1 Sep 30/15
4 Sep 30/15 2 Sep 30/15
5 Sep 30/15 3 Sep 30/15
6 Sep 30/15 4 Sep 30/15
33/3 1 Sep 30/15 5 Sep 30/15
2 Sep 30/15 6 Sep 30/15
3 Sep 30/15 7 Sep 30/15
4 Sep 30/15 8 Sep 30/15
9 Sep 30/15
33/4 1 Sep 30/15 10 Sep 30/15
2 Sep 30/15 11 Sep 30/15
12 Sep 30/15
TAB DIV. 34 13 Sep 30/15
34 1 Sep 30/15 14 Sep 30/15
2 Sep 30/15 15 Sep 30/15
16 Sep 30/15
TAB DIV. 35 17 Sep 30/15
18 Sep 30/15
35 1 Sep 30/15
19 Sep 30/15
2 Sep 30/15
20 Sep 30/15
35/1 1 Sep 30/15 21 Sep 30/15
2 Sep 30/15 22 Sep 30/15
23 Sep 30/15
TAB DIV. 36 24 Sep 30/15
36 1 Sep 30/15 25 Sep 30/15
2 Sep 30/15 26 Sep 30/15
27 Sep 30/15
36/1.1 1 Sep 30/15 28 Sep 30/15
2 Sep 30/15 29 Sep 30/15
3 Sep 30/15 30 Sep 30/15
4 Sep 30/15
5 Sep 30/15 36/4.2 1 Sep 30/15
6 Sep 30/15 2 Sep 30/15
7 Sep 30/15 3 Sep 30/15
8 Sep 30/15
36/1.2 1 Sep 30/15
2 Sep 30/15
LEP
PAGE 26
Jun 01/16

CHAPTER/ CHAPTER/
36/4.2 Cont’d 27 Dec 01/15
4 Sep 30/15 28 Dec 01/15
5 Sep 30/15 29 Dec 01/15
6 Sep 30/15 30 Dec 01/15
31 Dec 01/15
36/4.3 1 Sep 30/15
32 Dec 01/15
2 Sep 30/15
33 Dec 01/15
36/5.1 1 Sep 30/15 34 Dec 01/15
2 Sep 30/15 35 Dec 01/15
3 Sep 30/15 36 Dec 01/15
4 Sep 30/15 37 Dec 01/15
38 Dec 01/15
36/5.2 1 Sep 30/15
39 Dec 01/15
2 Sep 30/15
40 Dec 01/15
3 Sep 30/15
41 Dec 01/15
4 Sep 30/15
42 Dec 01/15
43 Dec 01/15
TAB DIV. 37
44 Dec 01/15
37 1 Sep 30/15 45 Dec 01/15
2 Sep 30/15 46 Dec 01/15
37/1 1 Dec 01/15 37/2 1 Sep 30/15
2 Dec 01/15 2 Sep 30/15
3 Dec 01/15 3 Sep 30/15
4 Dec 01/15 4 Sep 30/15
5 Dec 01/15 5 Sep 30/15
6 Dec 01/15 6 Sep 30/15
7 Dec 01/15
37/3 1 Sep 30/15
8 Dec 01/15
2 Sep 30/15
9 Dec 01/15
10 Dec 01/15 37/3.1 1 Sep 30/15
11 Dec 01/15 2 Sep 30/15
12 Dec 01/15 37/3.2 1 Sep 30/15
13 Dec 01/15 2 Sep 30/15
14 Dec 01/15
15 Dec 01/15 37/3.3 1 Sep 30/15
16 Dec 01/15 2 Sep 30/15
17 Dec 01/15 3 Sep 30/15
18 Dec 01/15 4 Sep 30/15
19 Dec 01/15 5 Sep 30/15
20 Dec 01/15 6 Sep 30/15
7 Sep 30/15
21 Dec 01/15
8 Sep 30/15
22 Dec 01/15
23 Dec 01/15 37/3.4 R A0−0 Jun 01/16
24 Dec 01/15 15 R A0−1 exp Jun 01/16
25 Dec 01/15 15 R A0−1 Jun 01/16
26 Dec 01/15 R A3−0 Jun 01/16
LEP
PAGE 27
Jun 01/16

CHAPTER/ CHAPTER/
37/3.4 Cont’d 35 R E1−7 exp Jun 01/16
15 R A3−3 exp Jun 01/16 35 R E1−7 Jun 01/16
15 R A3−3 Jun 01/16 45 R E1−7 exp Jun 01/16
R A5−0 Jun 01/16 45 R E1−7 Jun 01/16
15 R A5−5 Jun 01/16 55 R E1−7 Jun 01/16
25 R A5−5 Jun 01/16 65 R E1−7 Jun 01/16
15 R A5−6 Jun 01/16 15 R E1−8 Jun 01/16
25 R A5−6 Jun 01/16 25 R E1−8 Jun 01/16
15 R A5−7 Jun 01/16 35 R E1−8 Jun 01/16
15 R A5−8 Jun 01/16 45 R E1−8 Jun 01/16
R A6−0 Jun 01/16 55 R E1−8 exp Jun 01/16
15 R A6−10 exp Jun 01/16 55 R E1−8 Jun 01/16
15 R A6−10 Jun 01/16 65 R E1−8 exp Jun 01/16
15 R A6−11 exp Jun 01/16 65 R E1−8 Jun 01/16
15 R A6−11 Jun 01/16 R E3−0 Jun 01/16
15 R A6−12 Jun 01/16 15 R E3−3 Jun 01/16
R A8−0 Jun 01/16 25 R E3−3 exp Jun 01/16
15 R A8−5 exp Jun 01/16 25 R E3−3 Jun 01/16
15 R A8−5 Jun 01/16 R E4−0 Jun 01/16
25 R A8−5 Jun 01/16 15 R E4−1 Jun 01/16
15 R A8−10 Jun 01/16 15 R E4−2 Jun 01/16
15 R A8−11 Jun 01/16 15 R E4−3 Jun 01/16
25 R A8−11 exp Jun 01/16 15 E4−4 exp Jun 01/16
25 R A8−11 Jun 01/16 15 R E4−4 Jun 01/16
15 R E7−0 Jun 01/16
37/3.5 R E0−0 Jun 01/16 15 R E7−9 exp Jun 01/16
15 R E0−1 exp Jun 01/16 15 R E7−9 Jun 01/16
15 R E0−1 Jun 01/16 25 R E7−9 exp Jun 01/16
R E1−0 Jun 01/16 25 R E7−9 Jun 01/16
15 R E1−1 exp Jun 01/16
37/3.6 1 Sep 30/15
15 R E1−1 Jun 01/16
2 Sep 30/15
25 R E1−1 exp Jun 01/16
25 R E1−1 Jun 01/16 37/3.7 1 Sep 30/15
15 R E1−7 exp Jun 01/16 2 Sep 30/15
15 R E1−7 Jun 01/16 3 Sep 30/15
25 R E1−7 exp Jun 01/16 4 Sep 30/15
25 R E1−7 Jun 01/16 5 Sep 30/15
LEP
PAGE 28
Jun 01/16

CHAPTER/ CHAPTER/
37/3.7 Cont’d
6 Sep 30/15
7 Sep 30/15
8 Sep 30/15
9 Sep 30/15
10 Sep 30/15
11 Sep 30/15
12 Sep 30/15
37/3.8 1 Sep 30/15
2 Sep 30/15
37/3.9 1 Sep 30/15
2 Sep 30/15
3 Sep 30/15
4 Sep 30/15
5 Sep 30/15
6 Sep 30/15
37/3.10 1 Sep 30/15
2 Sep 30/15
3 Sep 30/15
4 Sep 30/15
5 Sep 30/15
6 Sep 30/15
37/3.11 1 Sep 30/15
2 Sep 30/15
3 Sep 30/15
4 Sep 30/15
37/4 1 Sep 30/15*
2 Sep 30/15*
3 Sep 30/15*
4 Sep 30/15*
* Distribution limited to particular operators.
LEP
PAGE 29
Jun 01/16

CHAPTER/ CHAPTER/
LEP
PAGE 30
Jun 01/16
LIST OF OPTIONS AND MODIFICATIONS QUOTED IN THIS MANUAL
Mod. No. Service Bulletin No. Prod. Eff. Item

1083 61−002 Propeller − Installation of 132 inch propeller
and pitch
1088 22−002 Connection of go−around buttons to yaw
damper disengage
1093 34−003 Navigation − EFIS software update
1095 33−006 Lights − LH & RH utility lights removed to
overhead panel
1098 34−006 Navigation − Incorporation of AHRS heading
slave function
1147 30−007 Ice & rain protection − BOOT DE−ICING
system logic rev.
1149 26−005 Fire Protection − Installation of Extra Fire Ex-
tinguisher in Cargo Compartment.
1166 74−001 Ignition − revision of wiring to ignition relay
1198 53−005 Fuselage − Ditching capability
1213 22−007 Auto flight − Autopilot update 2
1258 61−009 Propeller brake system installation
1310 34−026 Navigation − added wiring to enable DME
ident in EFIS
1333 61−010 Propellers − provision for autocoarsening
switcher unit
1335 30−016 Ice & rain protection − installation of modified
propeller de−icing timer
1339 31−010 Indicating/recording − digital flight data
recorder operation on ground and reposition-
ing of test plug
1358 34−029 Navigation − AHS−85 software update/part
number change
1359 34−030 Navigation − Installation of improved glide
slope antenna
1360 34−031 Navigation − ADF antenna relocation
1380 34−032 Alternate P/N preselector/aleter PRE−80B
with 200 ft dev. alter level
1406 − 79−159 Hydraulic pump − new type of brushes
1411 33−015 Lights − disabling of fluorecent lighting dim
function
1414 74−004 Ignition − introduction of auto ignition system
1417 34−035 Navigation − decision height remote lamps
MOD LIST
PAGE 1
Dec 01/15

(Cont’d)
1423 34−039 Weather radar system − installation of PAC
alert
1430 73−003 Engine fuel and controls − fuel used indicator
− power
1437 34−037 Navigation − Flight Director in driver XFR
1438 34−038 Navigation − AHRS power bus change
1450 79−008 Engine oil pressure switch
1452 61−013 Propeller brake − cross−start warnings
1462 55−008 Horizontal stabilizer − new leading edge
1463 32−030 Landing gear extension & retraction −
deletion of check valve
1468 33−019 Rotating beacon − alternate system
1476 34−040 DME ident− MAP mode
1488 25−083 65, 66
1491 61−015 Autocoarsen low power system
1520 31−012 Warning electronic unit new P/N
1527 39−007 CTOT panel − new Saab design
1544 76−023 Engine speed/torque spikes at bottoming
governor disable/enable relays added
1729 − 109−159 Removal of condition levers upper gate at
feather position
1731 21−020 ECS manual temp control − new temp indica-
tor and added temp sensor
1760 − 139−159 Pilot seat with mechanical lumbar support
1783 29−004 Low pressure warning for main accumulator
1784 27−049 Changed stick pusher schedule
1790 34−049 French CAT II loss of approach warning
1795 34−042 Parking brake improvments
1802 24−013 Engine start from weak ground power unit
1807 25−111 Adjustable installation of observer seat
1819 25−163 Changes related to the new cargo linings
1829 29−002 HYDR motor pump logic − wiring change
1863 77−005 ITT indicator − over temp limit change
1888 74−006 ODV TRIPP monitor − autoignition indication
2024 − 174, 177, 180−999 Change of static inverter
2066 61−028 PROP brake slippage due to PGB leakage
MOD LIST
PAGE 2
Dec 01/15

(Cont’d)
2070 33−032 Cockpit sterile indicator
2083 − 240−999 BF goodrich.wing de−icing instl
2091 28−012 Fuel quantity gauging system
2198 61−026 Inadvertent uncoarsen
2204 25−210, 25−229 New ELT−system
2354 30−041, 30−079 Windshield wiper low speed
2417 24−021 Engine start procedure
2418 24−020 Engine start control − change of pwr supply
2514 24−023 Electrical power − Removal of the DC Test
Switches
2533 24−026 DC starter protection logic evaluation
2558 76−032 Prevention of beta mode in flight
2602 34−092 GPWS mark VII production cut in
2609 76−034 Installation of temporary flight idle stop
2617 24−025 Improved DC electronical start system
2650 27−075 Stall warning − new stall curves req by
Canada − push button
2938 23−057 Installation of VHF with 8.33 KHz channel
spacing
2949 − 456−460 New trim position indicator
2964 31−041 Provision for installation of new FDAU and
FDEP
2966 34−125 Universal FMS/GPS UNS−1K, DGAC
requirements
3034 34−136 Activation of the Non Precision Approach
function.
3099 − Litton ELT with 406 MHz transmission capa-
bility
3112 25−275 Air Precision ELT with 406 MHz transmission
capability
3121 21−050 Guarded cabin/flight deck temperature select
switches.
3133 25−292 Reinforced door to flight compartment,
product improvements.
3134 34−151 ATC Transponder with Elementary Surveil-
lance.
3151 34−162 TAWS Additional Altitude Callouts
3167 34−166 TAWS Steep Approach
3168 30−089 Improved Ice Detector
MOD LIST
PAGE 3
Dec 01/15

(Cont’d)
3310 34−204 Flight Management System (FMS) − New
solid state DTU
3400 26−033 Improved Tailpipe Overheat Detection. Left
Engine
3401 26−033 Improved Tailpipe Overheat Detection. Right
Engine
3453 24−046 Installation of Electronic Flight Bag (EFB)
Arm holder knob and USB power outlets.
3504 25−352 Artex ELT C406−1 with 406 MHz transmis-
25−353 sion capability
3523 34−247 Terrain Awareness and Warning System −

TAWS GPS Power Source Modification.
3529 27−121 Stall Warning/identification system −
Activation of improved stall warning system
for icing condition.
3543 24−052 Installation of Electronic Flight Bag (EFB)
Arm holder knob and USB power outlets
(modified charger compared to Mod. No
3453).
MOD LIST
PAGE 4
Dec 01/15
Aircraft Operations Manual AIRCRAFT GENERAL
CONTENTS
Aircraft Data
1/1.0 Highlights − not applicable

1/1.1 Description
1/1.2 Operation
Cockpit

1/2.1 Description
1/2.2 Operation − not applicable
1 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual AIRCRAFT GENERAL
1 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA

Description
1. GENERAL Accommodation in the cockpit is provided for two

operating crew members and one observer. The
This manual reflects the SAAB SF340A aircraft with
aircraft is certificated to carry up to 37 passengers.
serial numbers 004−159 and includes the SAAB−
Passenger seating layout may, however, be varied.
FAIRCHILD 340A.
The engines are two General Electric CT7−5A2 tur-
The fuselage has a circular cross section housing
boprops. They are flat rated to 35C and takeoff
the flight, passenger and cargo compartments
power is 1735 shp each.
which are pressurized.
Main dimensions
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 ft 9 in 19.73 m
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 ft 11 in 6.97 m
Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 ft 4 in 21.44 m
Propeller clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ft 8 in 0.51 m
Passenger door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 x 63 in 0.69 x 1.60 m
Cargo door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 x 51 in 1.35 x 1.30 m
Baggage compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See W & B Manual
Weights
See AFM
1/1.1
PAGE 1
Sep 30/15

Description
2. THREE VIEW DRAWING
A9898
Fig. 1 Three view drawing
1/1.1
PAGE 2
Sep 30/15

Description
3. MINIMUM TURNING RADIUS

WING TIP SWEEP 104 ft ( 32 m )
TURN CENTER
57 ft ( 17.3 m )
MINIMUM PAVEMENT WIDTH
A9987 (TIRE SLIPPAGE IS NOT CONSIDERED)
Fig. 2 Minimum turning radius
1/1.1
PAGE 3
Sep 30/15

Description
4. CABIN CROSS SECTION
REF in m
A 85.0 2.16
B 72.0 1.83
C 16.3 0.41
D 17.0 0.43
E 67.0 1.70
F 91.0 2.31
A9983
Fig. 3 Cabin cross section
1/1.1
PAGE 4
Sep 30/15

Description
5. ANTENNA ARRANGEMENT
VOR/LOC
* COLLINS DUAL ADF ANTENNA ADF 1 + ADF 2 (OPTION)

* ADF 2 KING (OPTION)
HF ANT (OPTION)
VHF COM 1
ELT
GLIDE SLOPE
ADF 1 KING VLF OMEGA (OPTION)

MARKER BEACON
DME 1
ATC 2 (OPTION)
RADIO ALT
ATC 1
WEATHER RADAR VHF COM 2
RADIO ALT * ADF ANTENNA POSITION AFTER
DME 2 (OPTION) INCORPORATION OF MOD NO 1360
SHOWN
A9985
Fig. 4 Antenna arrangement
1/1.1
PAGE 5
Sep 30/15

Description
1/1.1
PAGE 6
Sep 30/15

Description
(0.802 kg/L)
A9986
Fig. 5 Ground service connections
1/1.1
PAGE 7
Sep 30/15

Description
1/1.1
PAGE 8
Sep 30/15

Operation
1. LIMITATION
1.1 SERVICEABILITY
− The aircraft is certificated in the Transport Category for the following types of operation provided the
appropriate instruments and equipment required are installed and in operable condition according to
the Master Minimum Equipment List, MMEL.
− Carriage of passengers (Maximum number of passenger seats 37).
− Carriage of cargo. The cargo compartment is classified as a class C cargo compartment.
− Day/Night VFR/IFR.
− Operating in icing conditions.
− ILS Category II approach.
1.2 DITCHING
The aircraft is certificated for ditching provided Mod No 1198 is installed.
1.3 OPERATIONAL LIMITS
− Maximum runway slope Takeoff (mean) −2% to +1.5%.
− Maximum runway slope Landing (mean) −2% to +2%
− Airport pressure altitude −1 000 ft to +8 000 ft.
− Flight maneuvering load factors.
 Clean configuration + 2.75 g to − 1.0 g.
 Flaps extended + 2.0 g to 0 g.
(Cont’d)
1/1.2
PAGE 1
Sep 30/15

Operation
(Cont’d)
− Maximum operating altitude and environmental envelope.
PRESSURE
ALTITUDE
x 1000 FT
25
20
ISA
15
10
8 ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
5
TAKE−OFF LIMITS
1.5
−1
0
−60 −50 −40 −30 −20 −10 0 +10 +20 +30 +40 +50
−55 +15 +47
A12127 OAT IN DEGREES CELSIUS
Below −18 certain conditions in accordance with the AFM must be met.
1.4 STRUCTURAL WEIGHT LIMITS

See AFM.
1.5 MINIMUM CREW
− Minimum flight crew: 2.
− The minimum cabin crew: In accordance with national regulations.
1/1.2
PAGE 2
Sep 30/15

Operation
2. NORMAL OPERATION
The Saab 340 is designed for a regional airline operation where a standard mission profile includes take−
off, climb (to cruise altitude), cruise, descent and landing. A typical flight cycle is assumed to be carried out
with duration and at altitudes associated with such operation. Significant and recurring deviations from the
standard mission profile may be outside certified limits and shall be brought to Saab’s attention since a
tailored maintenance program could be required.
3. ABNORMAL OPERATION
Not applicable.
1/1.2
PAGE 3
Sep 30/15

Operation
1/1.2
PAGE 4
Sep 30/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT

Description
1. COCKPIT GENERAL
1.1 Accommodation etc.
The cockpit has accommodation for two pilots and

one observer.
The observer seat is of a folding type and can be
removed when not in use. It is provided with an in-
ertia reel shoulder harness.
The cockpit windows are fixed. A ground commu-
nication hatch is on the left side of the fuselage be-
low the side windshield.
As an alternate emergency exit from the cockpit, a
hatch is located in the cockpit ceiling. This hatch
can also be used for ventilation on the ground.
The cockpit is also provided with two adjustable
sun−visors.
CAUTION
A sun−visor must never be folded in a position
A11948
blocking the handgrips in the cockpit ceiling. This
is to facilitate quick access to the grip should a Fig. 1 Observer seat
seat runaway occur.
1.2 Instruments, switches etc.
Instruments are partly of the electronic type (”glass

cockpit”), with CRTs in front of the pilots. Other indi-
cators, pushbuttons, switches etc, are located on
the overhead panel, glareshield panel, the instru-
ment panels and on the pedestal.
1.2.1 Instrument/Placard color codes
Operating limits . . . . . . . . . . . . . . . . RED

Caution, temporary or idle range . . YELLOW
Normal operating range . . . . . . . . . GREEN
1/2.1
PAGE 1
Sep 30/15

Description
2. PILOT SEATS The shoulder harness is of a inertial reel type. It can

also be blocked manually.
The pilot seats have controls for forward/aft and
up/down movement. In addition, seat back recline, If optional ACARS installed
arm rests angle and lumbar support can be ad- With ACARS installed the center pedestal is ex-
justed. With Mod No 1760 installed an adjustable tended towards the observer seat resulting in less
mechanical lumbar support is introduced. With this comfort for the occupancy. In order to improve that
modification the seat back can be raised or lowered it is recommended that the inboard armrests on the
by slightly pulling the lower part of the seat back two pilot seats should not be folded down when the
and then adjusting the height. observer seat is occupied.
mechanical
A11947
Fig. 2 Pilot seat (left seat shown)
NOTE
To improve observer comfort both inboard armrests should be stowed in up position.
1/2.1
PAGE 2
Sep 30/15

Description
3. EYE POSITION INDICATOR
A11949
Fig. 3 Eye position indicator
1/2.1
PAGE 3
Sep 30/15

Description
4. PEDALS
The rudder pedals can be adjusted in forward/aft

direction. By pulling the lever, the pedal lock is re-
leased and the pedals are free to be repositioned.
When unlocked, the pedals are springloaded to-
wards aft position.
A11570
Fig. 4 Pedal unit
1/2.1
PAGE 4
Sep 30/15

Description
5. COCKPIT PANEL
Sun−visor. Should never be parked in
a position blocking the handgrips
Overhead panel
Handgrip Handgrip
Glareshield panel
Center instrument panel
Left headset holder Right headset holder
Right pilot
Left pilot instrument panel
instrument panel
Left circuit
Right circuit
breaker panel
breaker panel
See AOM 5.1.
See AOM 5.1.
Left side panel Pedestal Right side panel
A27832
Fig. 5 Cockpit panels
1/2.1
PAGE 5
Sep 30/15

Description
1/2.1
PAGE 6
Sep 30/15

Description
Valid for a/c with Mod.no. 3529.

(Improved stall warning system for icing condition).
A30778
Fig. 6 Standard instrument panel. King avionics shown

(Highest modification standard shown.)
1/2.1
PAGE 7
Sep 30/15

Description
1/2.1
PAGE 8
Sep 30/15

Description
A30781
Fig. 7 Max option instrument panel. Collins avionics

(Highest modification standard shown)
1/2.1
PAGE 9
Sep 30/15

Description
1/2.1
PAGE 10
Sep 30/15

Description
A25753
Fig. 8 Standard side panels and control wheels.

1/2.1
PAGE 11
Sep 30/15

Description
1/2.1
PAGE 12
Sep 30/15

Description
A25752
Fig. 9 Max option side panels and controls wheels.

1/2.1
PAGE 13
Sep 30/15

Description
1/2.1
PAGE 14
Sep 30/15

Description
A25742
Fig. 10 Standard overhead panel and pedestal.

King avionics shown. (Highest modification standard shown)
1/2.1
PAGE 15
Sep 30/15

Description
1/2.1
PAGE 16
Sep 30/15

Description
A25739
Fig. 11 Max option overhead panel and pedestal

Collins avionics shown. (Highest modification standard shown)
1/2.1
PAGE 17
Sep 30/15

Description
1/2.1
PAGE 18
Sep 30/15

Description
6. COCKPIT DOOR
To open the cockpit door from the cabin, the

rounded knob on the cockpit door is turned and the
door pulled open. The door can be latched in the
fully open position by pressing it against a door
catcher located on the cover panel to the avionic
rack.
The door can be latched closed on the cockpit side
by turning the latch lever to locked position as indi-
cated by the red marking beside the lever.
In case of a rapid decompression, the door has a
pressure equalization panel (blowout panel) to
equalize the pressure between the passenger
compartment and the cockpit.
In event that cockpit door cannot be opened toward
passenger cabin due to immovable obstruction on
cabin side, the door may be partially opened into
the cockpit as follows:
a. Remove the jumpseat assembly from its frame.
b. Turn the door stop (colored red) adjacent to the
rounded knob on the door jamb.
c. Release the pintle latch by turning on the
rounded knob.
d. Pull the door inwards.
NOTE
Easy or full opening of the door may be obstruc-
ted by the observer’s smoke mask assembly,
jumpseat harness buckle holder, etc. However,
slight force should overcome such obstructions.
CAUTION
Due to possibility of damage to door assembly,
hinge, etc., opening of door inwards is consid-
ered an abnormal operation, and shall be at-
tempted only if an immovable obstruction pre-
vents normal opening of the door in a timely
manner.
Note that emergency egress from the cockpit in

event cockpit door cannot be opened, or is inacces-
sible, shall be via the cockpit emergency escape
hatch.
1/2.1 S1
Standard Cockpit Door PAGE 19
Sep 30/15

Description
A FLIGHT COMPARTMENT DOOR
Door jamb
Latch lever
Used to latch the door in locked
position.
Door stop Rounded knob

Prevents the door Used to engage the pintle latch lever.
from beeing opened
inwards.
Blowout panel
In case of a rapid decompression,
the door has a pressure equalization
panel (blowout panel) to equalize the
pressure between the passenger
compartment and the cockpit.
A27403
Fig. 12 Cockpit Door
1/2.1 S1
Sep 30/15

Description
7. ELECTRONIC FLIGHT BAG (EFB)
7.1 General
These optional SAAB modifications, Mod. Nos.

3453 or 3543, include the structural attachment in
the aircraft and the electrical installation designed to
support tablets (e.g. iPAD).
The linkage from the structural attachment is not
included in the modification and is assumed to be
an off the shelf equipment. The linkage and
Electronic Flight Bag (EFB) attachment plate is a
carry on equipment.
NOTE
The formal operational approval of the complete
EFB installation rests with the operator.
7.2 System description
The EFB is charged by connecting the OEM USB

power cable to any of the USB power outlets, which
are installed next to the pilots’ ACPs. Each EFB is
supported and held in place by a holder assembly
of which the base is hard mounted to the aircraft
structure. The holder consists of two arms
connected by ball links.
NOTE
When the aircraft is without power, unplug the
EFB. Otherwise the EFB batteries may be
discharged.
1/2.1 S1
Sep 30/15

Description
A
A A
Left side shown
A31199
Fig. 13 Typical EFB support by RAM Mounting Systems, Inc.
L/H side USB R/H side USB

connector connector
A31899
Fig. 14 Location of electrical USB connector on side panels.

(Mod. No. 3543 shown)
1/2.1 S1
Sep 30/15

Description
6. COCKPIT DOOR A large, clear−vision, armored−glass sight window

is fitted to allow observation of the passenger cabin
6.1 General from the cockpit. A cover is fitted to the sight win-
dow on the cockpit side of the door, to prevent
To meet new requirements for protection of cockpit
viewing of cockpit from cabin side of door.
and cockpit crew from intrusion by unauthorized
personnel, Saab 340 aircraft have been fitted with a 6.3 Normal Operation
reinforced cockpit door. In addition to a complete
lack of means of opening the door from the cabin As stated above, the cockpit door cannot be
side, the door also provides protection from forced opened, or latched closed, from the passenger cab-
entry, including such attempted entry by use of bat- in side of the door.
tering instruments and large−caliber handguns. − To close door, either aircrew member pulls door
towards closed position via the nylon lanyard. To
6.2 Main components
engage the latch, lift up the small rounded knob
The door is constructed of reinforced composite to release the pintle latch lever, and slide the
board to withstand intrusion force, with ballistic ma- pintle latch lever inboard. Pull the door to the
terial added to forward face (i.e., cockpit side). As closed position, release the rounded knob, and
noted above, tests have proven the door’s capabili- pintle will latch closed. Proper latching of the
ty of resisting repeated battering by weighted pintle is indicated by observation of the green
sledge, and repeated impact from large−caliber band painted above the rounded knob. Attempt
handgun rounds. to slide the pintle latch lever inboard to ensure
proper latching − if latched properly, the lever will
The lock pintle and barrel assembly and door hinge not move.
are reinforced to resist intrusion. The door can only
− To open the door, lift up on the rounded knob,
be locked or unlocked from the cockpit, by means
and slide the pintle latch lever inboard. Door can
of a spring−loaded pintle and latch. A short nylon
now be pushed open.
lanyard is provided to assist in closing of the door
by aircrew. NOTE
The pressure equalization panel (”blowout panel”) There is no longer any installed means of latch-
fitted in the cockpit door is constructed of non−rein- ing the door in the open position.
forced material. However, on the cockpit side of the
cockpit door, a built−up cage assembly is fitted to − To observe the passenger cabin, rotate the sight
prevent entry − including partial entry − into the window cover either right or left to uncover the
cockpit should the ”blowout” panel be compromised. window. DO NOT attempt to lift the cover, as
The forward face (i.e., cockpit side) of this cage in- damage to the cover attach point will occur.
cludes a panel made from ballistic material to resist 6.4 Abnormal Operation
gunfire, etc.
Also, on either side of the cockpit entryway, immedi- In event that cockpit door cannot be opened toward
ately adjacent to the metal cage, two panels made passenger cabin due to immovable obstruction on
from ballistic are fitted to protect aircrew from fire- cabin side, the door may be partially opened into
arm discharge. the cockpit as follows:
The cockpit door jamb is reinforced by a heavy− a. Remove the jumpseat assembly from its frame.
gauge aluminum abutment. The abutment angle is b. Slide the grill latch to remove the blowout panel
attached to the cockpit side of the door jamb by cage assembly removable grill (with Mod
three clevis pins, thus allowing removal of the abut- No.3133 installed).
ment angle by aircrew in event door must be c. Remove the three clevis pins from the abutment
opened inward. angle by pressing down the knob on the clevis
pins and pulling them out.
1/2.1 S2
Reinforced Cockpit Door PAGE 19
Sep 30/15

Description
d. Remove the abutment angle.

e. Release the pintle latch by lifting up on the
rounded knob, and slide the pintle latch lever in-
board.
f. Pull the door inwards.
NOTE
Easy or full opening of the door may be obstruc-
ted by the observer’s smoke mask assembly,
jumpseat harness buckle holder, etc. However,
slight force should overcome such obstructions.
CAUTION
Due to possibility of damage to door assembly,
hinge, etc., opening of door inwards is consid-
ered an abnormal operation, and shall be at-
tempted only if an immovable obstruction pre-
vents normal opening of the door in a timely
manner.
As was case prior to installation of reinforced cock-

pit door, emergency egress from the cockpit in
event cockpit door cannot be opened, or is inacces-
sible, shall be via the cockpit emergency escape
hatch.
1/2.1 S2
Sep 30/15

Description
Observation window and window

cover
Used to observe the passenger cabin.
Rotate the cover to either right or left
to uncover the window.
A FLIGHT COMPARTMENT DOOR Pintle latch lever

Used to latch the door in closed posi-
tion. Proper latching is indicated by
green band painted above the
rounded knob.
Rounded knob
Abutment angle
Used to engage the pintle latch lever.
Provides protection
from forced entry.
Nylon lanyard
Used to pull the door towards closed
position.
Clevis pins
Removing the clevis
pins allows the door Removable grill latch (with Mod.
to be opened inward. No. 3133 installed)
Used to remove the grill in case that
the door must be opened inwards.
Blowout panel cage assembly

The cage assembly built around the
pressure equalization panel is used to
protect the aircrew from firearm dis-
charge.
A27402
Fig. 12 Cockpit Door
1/2.1 S2
Sep 30/15

Description
7. ELECTRONIC FLIGHT BAG (EFB)
7.1 General
These optional SAAB modifications, Mod. Nos.

3453 or 3543, include the structural attachment in
the aircraft and the electrical installation designed to
support tablets (e.g. iPAD).
The linkage from the structural attachment is not
included in the modification and is assumed to be
an off the shelf equipment. The linkage and
Electronic Flight Bag (EFB) attachment plate is a
carry on equipment.
NOTE
The formal operational approval of the complete
EFB installation rests with the operator.
7.2 System description
The EFB is charged by connecting the OEM USB

power cable to any of the USB power outlets, which
are installed next to the pilots’ ACPs. Each EFB is
supported and held in place by a holder assembly
of which the base is hard mounted to the aircraft
structure. The holder consists of two arms
connected by ball links.
NOTE
When the aircraft is without power, unplug the
EFB. Otherwise the EFB batteries may be
discharged.
1/2.1 S2
Sep 30/15

Description
A
A A
Left side shown
A31199
Fig. 13 Typical EFB support by RAM Mounting Systems, Inc.
L/H side USB R/H side USB

connector connector
A31899
Fig. 14 Location of electrical USB connector on side panels.

(Mod. No. 3543 shown)
1/2.1 S2
Sep 30/15

Description
1/2.1 S2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
Not applicable.
Not applicable.
1/2.2
PAGE 1
Sep 30/15

Operation
1/2.2
PAGE 2
Sep 30/15
Aircraft Operations Manual AIR CONDITIONING & PRESSURIZATION
CONTENTS
Air Conditioning & Pressurization
2.0 Highlights
2.1 Description
2.2 Operation
2 −CONTENTS
PAGE 1
Sep 30/15
2 −CONTENTS
PAGE 2
Sep 30/15

Highlights
0. MODIFICATION STANDARD
The systems described in this chapter assume a

certain modification standard of the aircraft. If a
modification is not installed the following apply as a
complement to what is stated.
0.1 Compartment temp. indication
Applicable to a/c without Mod No. 1731, ECS

manual temp. control installed
Only cabin temperature is displayed on the indicator
and there is no TEMP IND switch. The temperature
sensor is located in the ceiling of the cabin forward
section.
2.0
PAGE 1
Sep 30/15

Highlights
2.0
PAGE 2
Sep 30/15
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION

Description
1. GENERAL The manually controlled system is an all pneumatic

system. The pilot operates the pneumatic second-
1.1 Air conditioning ary outflow valve by adjusting the control valve set-
ting while watching the cabin pressure instruments.
Air conditioning is furnished by two packs located
under the cabin floor in the wing fairing. The pressurization control system dumps cabin
pressure by opening both outflow valves when on
The temperature of the outgoing air is either auto-
ground. The electro−pneumatic outflow valve can
matically or manually controlled from the cockpit.
also be opened by means of an emergency dump
The actual temperature regulation is performed by
switch in the cockpit. Both outflow valves incorpo-
mixing hot air directly from the pneumatic system
rate positive and negative pressure relief functions.
with air that has been cooled by the main unit of the
pack − the air cycle machine. The conditioned air Cabin pressure is displayed on three indicators in
from the left pack is then distributed to the cabin the cockpit. The indicators show differential pres-
and from the right unit to the cockpit and cabin. sure, cabin altitude and cabin altitude rate−of−
change.
The two distribution systems are connected by a
cross manifold for transfer purposes, controlled by a A CABIN PRESS master warning on the central
cross valve. The valve may only be open on the warning panel is activated if cabin climbs above
ground. Each distribution system recirculates the air 10 000 ft or if the differential pressure exceeds
to improve air flow. 7.5. psi.
An external air conditioning system can be connec- 2. MAIN COMPONENTS AND SUBSYSTEMS
ted to the aircraft when parked.
2.1 Air conditioning system (Fig. 1 and Fig. 2)
In case of over−temperature, the pneumatic system
bleed valve will close and a DUCT OV TEMP light Air conditioning pack
in the AIRCOND panel will come on together with
AIRCOND master caution. Hot air from the pneumatic system is used for
conditioning of the cockpit and cabin. The air condi-
1.2 Pressurization tioning temperature is regulated by two packs.
The cabin is pressurized by the two air conditioning A dual temperature control valve controls each pack
packs. The system is so designed that it is sufficient by modulating the amount of air directed to an air
with one pack for pressurization up to 31 000 ft. cycle machine for temperature decrease (pack
However, the engine bleed extraction requirement valve) and the amount of air bypassing the air−
must be observed above 25 000 ft. (See AOM cycle machine (bypass valve). The bypass valve
17.1.) and the pack valve are linked together and operate
in sequence so that when the bypass valve is
The cabin pressure is either automatically controlled
moved towards open, the pack valve is moved to-
by a pressurization controller, or manually controlled
wards closed and vice versa. This allows a temper-
by means of a control valve operated from the con-
ature regulation of the air leaving the pack.
trol panel in the cockpit.
The cooling part of the pack consists of an air cycle
The automatic control system is the one normally
machine and a dual heat exchanger mounted on
used. It receives power lever position, static pres-
the front end of the air cycle machine. The primary
sure, cabin pressure, preselected airfield altitude,
section of the heat exchanger decreases the tem-
weight on or off wheels and pressure values from
perature of the bleed air from the pneumatic system
the control panel. These parameters are processed
before it enters the compressor of the air cycle ma-
in a control unit which then electrically regulates the
chine where the pressure and temperature is in-
electro−pneumatic primary outflow valve to maintain
creased.
the correct pressure.
The air is then cooled by the secondary heat ex-
changer section, followed by an expansion over the
2.1
PAGE 1
Sep 30/15

Description
turbine of the air cycle machine where further tem- There is also a vent fan fault detection system
perature decrease occurs. installed. It consists of a current detector connected
to the avionics vent fan. The detector activates an
The cooled air is then mixed with hot, bypassed air
AVIONICS VENT master caution light should the
and with air from the recirculation fan. Before being
vent fan stop.
distributed, the conditioned air is paced through a
condenser where moisture in the air from the sec- External ground equipment for heating or cooling
ondary heat exchanger is condensed using the can be connected to the distribution system. The
conditioned air as a cooling agent. The condensed connector is located inside a service door at the
water is collected, routed to the heat exchanger and bottom of the fuselage in the rear wing area. The
sprayed into the cooling airstream to improve the external ground equipment connection door is pro-
cooling. vided with an on the ground (from outside) extend-
able ram air intake. The ram air intake shall be ex-
Each pack is protected against overtemperature by
tended when dispatching with only one air
two overtemperature switches. One switch is lo-
conditioning pack operating (MEL item). The intake
cated in the compressor outlet duct and closes if
is used as a backup if the operating pack fails. Dur-
the temperature exceeds 225C (440F). The other
ing operation with one Air Conditioning Pack, pres-
switch is located in the pack outlet duct and closes
sure in the distribution system exceeds the ram air
if the temperature exceeds 82C (180F).
pressure keeping the ground connection check
If an overtemperature occurs, the respective bleed valve closed. Should the remaining ACP fail, ram
valve will close and the DUCT OV TEMP light in the air pressure opens the check valve furnishing fresh
AIR COND panel will come on together with AIR air to the compartments. The ram air pressure is
COND master caution. adequate to ventilate the compartments on its own.
During cruise a minimum speed of 210 KIAS must
Distribution system (Fig. 3)
be kept to maintain a sufficient ram air pressure.
Conditioned air is ducted from the left and right air
conditioning packs. The left pack supplies the cabin Temperature control system (Fig. 1)
while the right pack supplies cockpit and cabin. The Each pack has its own, independent temperature
required supply to the cockpit is limited to 1/3 of the control system.
available flow from the right pack. Therefore, the
The dual temperature control valve can be operated
supplemental flow from the right pack is routed via
either automatically to provide a compartment tem-
a connecting duct to the cabin ducting.
perature of between 18C and 29C, or manually if
Two recirculation fans feed air from cockpit and necessary. However, in MAN mode, temperature
cabin back to the respective pack to improve the can be selected within a greater range.
airflow. Filters are provided for cleaning of the recir-
Automatic mode is selected by setting the three
culated air before it enters the recirculation fans.
position TEMP SELECT switch in the AIR COND
From aircraft S/N 109 and up there is also a recir- panel to AUTO. The dual control valve is then oper-
culation fan fault detection system installed. It con- ated by a controller using inputs from temperature
sists of a speed sensor which triggers L respective- sensors both in the duct and in the respective
ly R RECIRC light in the AIR COND panel should compartment. These temperatures are compared to
the speed drop below 80% of normal speed, indicat- the temperature selector setting and the control
ing failure of the recirculating fan. valves adjust accordingly.
The avionics rack is ventilated by a fan which draws In addition, high and low temperature limit circuits
air from the cabin through a filter into the avionics keep the duct temperature between 3C (25F) and
rack and down to the underfloor area and then 75C (167F) at all times.
dumped overboard through the outflow valves. The
The dual temperature control valve is manually op-
avionics vent fan operates whenever anyone of the
erated by holding the TEMP SELECT switch in ei-
three AVION switches is in ON position.
ther HOT or COLD spring−loaded position.
2.1
PAGE 2
Sep 30/15

Description
Manual temperature mode shall only be used in supplied with servo vacuum pressure from the
case of failure in the automatic control system (with pneumatic system.
Mod. No. 3121 installed the temperature switches
The outflow valves also incorporate positive and
are guarded in AUTO position to prevent unneces-
negative relief functions. For relief valve opening,
sary use of the manual mode).
maximum positive differential pressure is 7.6 psi
Since the temperature limit circuits are deactivated and maximum negative pressure is 0.5 psi.
in manual mode extreme care shall be taken not to
In the corporate version an additional altitude limit
obtain a temperature below freezing in the distribu-
control function is added on the electro−pneumatic
tion duct. Therefore always keep the recirculating
primary outflow valve preventing cabin altitude to
fan ON for that pack which is operated in manual
exceed 15 000 ft should the pressurization control-
mode.
ler fail.
With Mod No 1731 installed, distribution duct tem-
For emergency pressure relief, the electro−pneu-
perature can easily be checked on the temperature
matic outflow valve can be opened by an emergen-
indicator in the AIR COND panel.
cy pressure dump switch.
A temperature below freezing is indicated by snow
For maintenance purpose the system can be
blowing through the gaspers or frost freezing in the
switched to flight mode on ground using the CAB
gasper nozzles. This situation can block the system
PRESS switch in the overhead TEST 2 panel.
creating an overpressure high enough to damage
the distribution ducting. Automatic operation
Typical operating conditions with manual temp con- When the system is in AUTO and powered, a pres-
trol when a temperature below 0C is created in the sure controller self−test is initiated. This illuminates
distribution ducting. a FAULT light on the control panel. If no fault is de-
− Propeller Brake engaged with: tected, the light will go off in less than 3 seconds.
 X−VALVE open. The automatic function of the pressurization system
 R HP VALVE open (AUTO position). works in six different modes depending on phase of
flight:
 RECIRC fans OFF.
− Ground mode The system is in ground mode
 Dual control valves, TEMP SELECT switches,
when the aircraft is on ground with power levers
max COLD.
retarded.
− Normal engine operation with:
After engine start, vacuum pressure is supplied
 Power levers below approximately 80% Ng (HP to the outflow valves which will go to fully open
VALVES open). position.
 RECIRC fans OFF or ON. − Pre−pressurization mode When one power le-
 Dual control valves, TEMP SELECT switches, ver is moved above the minimum takeoff power
max COLD. position (64 power lever angle), the system
transfers to pre−pressurization mode. The pneu-
2.2 Pressurization system (Fig. 4) matic outflow valve will close and the electro−
The cabin is pressurized by both air conditioning pneumatic outflow valve is modulated towards its
packs. The pressure is regulated by two outflow closed position permitting cabin pressurization at
valves, located in the empennage. a rate of 300 ft/min (at detent position) to 140 ft
below actual cabin altitude existing prior to power
The primary outflow valve is electro−pneumatically lever advancement. If both power levers are re-
controlled by a pressurization controller and is nor- tarded below the min. takeoff power position the
mally used for automatic pressure regulation. The pneumatic outflow valve will go to fully open posi-
secondary outflow valve is pneumatically controlled tion and the electro−pneumatic valve is modulat-
from the cockpit control panel and is used as a ing a cabin up−rate of 500 ft/min. After 20 sec. a
manual standby system. Both outflow valves are
2.1
PAGE 3
Sep 30/15

Description
timer will give a control command driving the However a change in LDG ALT or barometric
valve to fully open position. setting will cause either an up or down rate of
− Climb mode At Liftoff as sensed by the weight cabin altitude. When the aircraft climbs more
on wheel switches the system transfers to climb than 100 ft or descends more than 200 ft below
mode. The pneumatic outflow valve will remain the clamped altitude the clamp will be deleted
closed and the electro−pneumatic valve is regu- and a new control point will be established
lated by the controller. The controller computes when the altitude change again is less than
the barometric corrected selected LDG ALT and 100 ft per minute.
the sensed aircraft altitude. These parameters − Descent mode When the aircraft descends
are compared with the computed auto−schedule 200 ft in less than one minute or descends more
to establish a control point for cabin pressure than 500 ft regardless of time the system trans-
regulation. The rate of change is set to 500 ft/min fers to descent mode. The cruise clamp is de-
(at detent position) for up−rate and a zero deleted and a new control point is established which
scent rate. is the higher of either selected LDG ALT or the
If the actual takeoff altitude is less than the se- auto−scheduled altitude. The controller starts to
lected LDG ALT, the control point is initially set to down−rate the cabin and maintains the new con-
the LDG ALT. The controller starts to up−rate the trol point.
cabin until it intercepts the auto schedule when it − Landing mode When the controller receives sig-
change control point and follows the auto−sched- nals from the weight on wheel switches at touch
ule. down, and aircraft altitude is less than 15 000 ft,
If the actual takeoff altitude is greater than the the system is transferred to landing mode. The
selected LGD ALT, the takeoff altitude will be pneumatic outflow valve will go to fully open posi-
maintained until the auto−schedule exceeds the tion and the electro−pneumatic valve will modu-
takeoff altitude. As the aircraft climb and the late a cabin up−rate of 500 ft/min.
auto−schedule exceed the takeoff altitude, the After 60 sec. a timer will give a control command
controller switch will effect an up−rate and follow driving the valve to fully open position, the
the auto schedule. 60 sec. cabin up−rate is to eliminate any error in
If the system fails to switch to flight mode at lift- selected LDG ALT or barometric correction.
off, a backup feature in the pressurization con-
Manual operation
troller will transfer the system to flight mode
when aircraft altitude exceeds 15 000 ft. In addi- When the AUTO/MAN switch is set to MAN, system
tion the controller will ensure that the differential pressurization is manually controlled.
pressure never exceeds 7.1 psi. At takeoff with A rotary knob on the pressure control panel is used
both BLD VALVES switched off both outflow to set the pneumatic outflow valve in desired posi-
valves will be closed. When switching on the first tion. Rotating the knob clockwise will increase and
BLD VALVE the pressurization system goes di- counterclockwise will decrease the cabin altitude.
rectly into climb mode. The electro−pneumatic outflow valve will remain
− Cruise mode When the aircraft reaches its cruis- closed.
ing level and the altitude change is less than
200 ft per minute the system transfers to cruise
mode. Setting the cruise mode effects two
changes in the control logic:
 the down rate limit is revised from zero to
300 ft/min at detent position.
 the cabin altitude is clamped at the control
point, the cabin altitude will remain unchanged
for flight disturbances not exceeding 100 ft
climb and 200 ft descend in aircraft altitude.
2.1
PAGE 4
Sep 30/15

Description
Pressure indication
The pressure system has the following indications:
− Differential pressure.
− Cabin altitude.
− Cabin altitude rate of change.
A cabin pressure warning will alert the crew if cabin
altitude exceeds 10 000 ft or if cabin differential
pressure exceeds 7.5 psi. Any one of these situa-
tions will activate the CABIN PRESS master warn-
ing.
2.1
PAGE 5
Sep 30/15

Description
(For R side, temperature signals

are received from sensors in
cockpit and duct.)
A12060
Fig. 1 Air conditioning pack − schematic (L−side shown)
2.1
PAGE 6
Sep 30/15

Description
A12061
Fig. 2 Flow path through air conditioning pack
2.1
PAGE 7
Sep 30/15

Description
Avionic air inlet

with filter
(A/C 109
and up only)
(A/C 109
and up only)
From outside
extendable
ram air inlet
To jet pump for compartment

pressurization vacuum system
A12062
Fig. 3 Air conditioning distribution system − schematic
2.1
PAGE 8
Sep 30/15

Description
A12063
Fig. 4 Cabin pressurization system − schematic
2.1
PAGE 9
Sep 30/15

Description
2.1
PAGE 10
Sep 30/15

Description
3. CONTROLS AND INDICATORS
L/R DUCT OV TEMP light (amber).

A Comes on together with associated master cau-
tion for a:
− ACP Compressor discharge overtemp.
− Distribution duct overtemp.
Corresponding Bleed Valve will automatically
close.
CABIN TEMP indicator.

Displays cabin temperature in C.
Temperature control knob.

Used to set desired compartment temperature
A AIR CONDITIONING PANEL when system is in AUTO. Pos. ”1” + 18C.
Pos. ”8” = up to 29C.
Applicable to a/c 139 and up only.

TEMP IND switch.
Used to select either cabin or L duct tempera-
ture to be displayed on the temp indicator. The
switch is springloaded to L DUCT position.
L/R TEMP SELECT switch.

Used to select automatic or manual control of
temperature in the respective compartments.
AUTO Temperature automatically regu-
lated at level selected with temper-
ature selector knob.
HOT/COLD Springloaded positions where tem-
perature control valve moves in de-
sired direction. (Shall only be used
if the automatic temp. regulation
fails.)
Neutral No temperature regulation.
L/R BLD AIR LEAK light (amber).
See AOM 1.16 Pneumatics.

L/R RECIRC switch. L/R RECIRC light (amber).
Used to operate the respective systems recir- Comes on should the recirculation fan fail.
culation fan. (Fan speed below 80% of normal speed).
NOTE
AIRCOND master caution will not come on to-
gether with this light.
A10723
2.1 S1
Applicable to aircraft without Mod no 3121 installed PAGE 11
Sep 30/15

Description
2.1 S1
Applicable to aircraft without Mod no 3121 installed PAGE 12
Sep 30/15

Description
L/R DUCT OV TEMP light (amber).

A Comes on together with associated master cau-
tion for a:
− ACP Compressor discharge overtemp.
− Distribution duct overtemp.
Corresponding Bleed Valve will automatically
close.
CABIN TEMP indicator.

Displays cabin temperature in C.
Temperature control knob.

Used to set desired compartment temperature
A AIR CONDITIONING PANEL when system is in AUTO. Pos. ”1” + 18C.
Pos. ”8” = up to 29C.
AIR COND
CABIN F DECK
L DUCT R DUCT
OV TEMP OV TEMP
30 40 50 TEMP IND switch.
20 C 60
10 70 Used to select either cabin or L duct temperat-
0 80
4 5 4 5 ure to be displayed on the temp indicator. The
TEMP
3 6 3 6
switch is springloaded to L DUCT position.
2 7 2 7
TEMP IND
1 8
L DUCT
1 8 L/R TEMP SELECT switch.
COLD HOT COLD HOT
Used to select automatic or manual control of
TEMP SELECT TEMP SELECT temperature in the respective compartments.
AUTO CABIN AUTO
AUTO Temperature automatically regu-
lated at level selected with temper-
ature selector knob.
COLD HOT COLD HOT
RECIRC RECIRC
HOT/COLD Springloaded positions where tem-
ON ON perature control valve moves in de-
L RECIRC R RECIRC sired direction. (Shall only be used
L BLD AIR R BLD AIR if the automatic temp. regulation
LEAK LEAK
OFF OFF fails. The temperature switches are
guarded in AUTO position to pre-
vent unnecessary use of the manu-
L/R BLD AIR LEAK light (amber). al mode.)
See AOM 16.1 Pneumatics. Neutral No temperature regulation.

L/R RECIRC switch. L/R RECIRC light (amber).
Used to operate the respective systems recircu- Comes on should the recirculation fan fail.
lation fan. (Fan speed below 80% of normal speed).
NOTE
AIRCOND master caution will not come on to-
A10723 gether with this light.
2.1 S2
Applicable to aircraft with Mod no 3121 installed PAGE 11
Sep 30/15

Description
2.1 S2
Applicable to aircraft with Mod no 3121 installed PAGE 12
Sep 30/15

Description
A CABIN PRESSURIZATION INDICATION
DIFF PRESS indicator.

Displays cabin differential pressure. Shows 8.8
when LAMP TEST switch on test panel is held in
LWR position. A negative diff pressure is indi-
cated by

CABIN ALT indicator.

CABIN RATE indicator.
Displays cabin altitude in feet.
Displays cabin vertical speed in ft/min.
B EMERGENCY CONTROL PANEL
PRESS DUMP switch.

Moves the electropneumatical outflow valve to
fully open position.
A10726
Fig. 6 Pressurization system − controls and indicators
2.1
PAGE 13
Sep 30/15

Description
FAULT light (amber).

A − Illuminates to advise of a system failure.
Cabin rate set knob. − Illuminates for 3 seconds when system self−
test is performed. If no fault is detected light
Used to set cabin vertical speeds from 50 to goes off.
2 500 fpm up, or from 50 to 1 500 fpm down.
Detent position corresponds to 500 fpm up or
300 fpm down.
LDG ALT. Baro indicator. A CABIN PRESSURE CONTROL PANEL

Displays values set by Altitude and Barometric
set knobs.
Altitude set knob.

Used to set airfield altitude.
Barometric set knob.

Used to set airfield barometric pressure in inch
Hg.
MODE SELECTOR:
AUTO Pressure controller operates automatically
according to its own cabin pressure schedule.
MAN Cabin pressure is manually regulated by the
manual pressurization knob.
Manual pressurization knob.

Used to operate the pneumatic outflow valve in
MAN mode.
A12074
Fig. 7 Pressurization system − controls and indicators
2.1
PAGE 14
Sep 30/15

Description
A TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R
OVV
CAB PRESS test switch.

GDN
ENG OVSP AIR DATA EMER PWR L AHRS R When activated on ground the pressuriza-
A
tion system transfers to flight mode.
L R 1 EFIS 2 RUD LIM CAB PRESS

B
A12075
Fig. 8 Air conditioning and pressurization −controls and indicators
2.1
PAGE 15
Sep 30/15

Description
A CENTRAL WARNING PANEL
A B C D
1 L ENG
FIRE
AVIONIC
SMOKE
LAV
SMOKE
R ENG
FIRE
1 CABIN PRESS light (red).
2
L ENG CARGO CABIN R ENG
2 Comes on if cabin altitude climbs above
OIL PRESS SMOKE PRESS OIL PRESS
L TAIL P PROP R TAILP
10 000 ft or if differential pressure exceeds
3 3
HOT BRAKE HOT 7.5 psi.
4 AUTO CONFIG 4
TRIM
5 AUTO PITCH RUDDER 5
COARSEN TRIM LIMIT
L FIRE R FIRE
AIRCOND light (amber).
6 FUEL ELEC 6
DET FAIL DET FAIL
Comes on when any caution light except L/R
7 ICE 7
PROT
ENGINE FLAPS AIRCOND RECIRC on the air conditioning panel illumi-
8 PARK HYDR EMER LTS OXYGEN 8 nates.
BRK ON UN ARMED
9 A−SKID AVIONICS 9
AVIONICS DOORS
INOP VENT
10 L STALL GUST PUSHER R STALL 10

FAIL LOCK SYSTEM FAIL AVIONICS VENT light (amber).
Comes on to indicate a vent fan fault condition
in the avionics compartment.
A10778
Fig. 9 Air conditioning and pressurization −controls and indicators
2.1
PAGE 16
Sep 30/15

Description
4. ELECTRICAL POWER SUPPLY
Air conditioning
Cockpit temperature control . . . . . . . . . . . . . . . . L MAIN BUS H−15 F DECK TEMP
Cabin temperature control ............... R MAIN BUS P−14 CABIN TEMP
Cockpit recirculation control . . . . . . . . . . . . . . . . R MAIN BUS

Cockpit recirculation . . . . . . . . . . . . . . . . . . . . . . R GEN BUS P−15 F DECK RECIRC
Cockpit recirculation control . . . . . . . . . . . . . . . . L MAIN BUS

Cockpit recirculation . . . . . . . . . . . . . . . . . . . . . . L GEN BUS H−17 CABIN RECIRC
Overheat detection . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS H−20 RECIRC OVHT

Cabin temperature indication . . . . . . . . . . . . . . . L ESS BUS H−14 CABIN TEMP IND
Avionic rack fan control . . . . . . . . . . . . . . . . . . . L MAIN BUS G−10 VENT AVION FAN CONTROL
Avionic rack fan power . . . . . . . . . . . . . . . . . . . . L MAIN BUS G−11 VENT AVION PWR
Pressurization
Cabin pressurization control . . . . . . . . . . . . . . . L BAT BUS G−7 CAB PR CTL & EM DUMP
Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M−7 CABIN PRESS IND
Ground mode valve opening . . . . . . . . . . . . . . . R BAT BUS M−6 CABIN PRESS AUTO DUMP
Emergency dumping . . . . . . . . . . . . . . . . . . . . . . L BAT BUS G−7 CAB PR CTL & EM DUMP
2.1
PAGE 17
Sep 30/15

Description
2.1
PAGE 18
Sep 30/15

Operation
1. LIMITATIONS
Unit Min Norm Max
1.1 OPERATING LIMITS

Cabin differential pressure
− In flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi − 7.1 7.6
− Positive safety relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi − − 7.6
− Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi − − 0.2
− Negative diff pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi − − −0.5
− CABIN PRESS warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi − 7.5 −
− Cabin altitude CABIN PRESS warning . . . . . . . . . . . . . . . . . ft − − 10 000
1.2 SYSTEM LIMITS

Air conditioning
− Compartment temperature (AUTO mode) . . . . . . . . . . . . . . °C 18 − 29
Pressurization
− Cabin vertical speed
 Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fpm 50 500 2500
(detent)
 Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fpm 50 300 1500
− Cabin pressure auto schedule (see below)
CABIN PRESSURE AUTO SCHEDULE
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
5 10 15 20 25 30
PRESSURE ALTITUDE −1000 FT
2.2
PAGE 1
Sep 30/15

Operation
2. NORMAL OPERATION
2.1 CARGO COMPARTMENT TEMPERATURE V.S. FLYING TIME, FL AND OAT

Cargo compartment temperature varies with OAT at the departure airport, cruising level OAT, FL and
duration of flight. In general, as can be seen in below graphs there is a slight temperature increase in the
cargo compartment when cruising at low FL’s while at higher FL’s the temperature will always decrease
with time.
How to use the charts
1. Establish a REFERENCE TEMPERATURE: when OAT at departure airport and at cruising level deviates
from ISA, use the lowest temperature (variation from ISA) as REFERENCE TEMPERATURE.
2. Follow the line for the REFERENCE TEMPERATURE until intersect with the FLYING TIME and find the
CARGO COMPARTMENT TEMPERATURE.
Example: Departure Airport OAT . . . . . . . . . . +15° C (ISA)
Cruising Level . . . . . . . . . . . . . . . . . FL 200
Cruising Level OAT . . . . . . . . . . . . . −30° C (ISA −5° C)
Flying time . . . . . . . . . . . . . . . . . . . . 1 hr 5 min.
Since ISA −5° C (−30° C) at cruising level is colder than ISA (+15° C) temperature at the departure airport,
the ISA −5° C shall be used as REFERENCE TEMPERATURE to establish cargo compartment tempera-
ture.
Answer: Lowest cargo compartment temperature will be about +1° C.
CARGO
FL 100 COMPARTMENT
TEMPERATURE
( C )
REFERENCE TEMPERATURE = ISA +20
REFERENCE TEMPERATURE = ISA −10¯C
+10
0
REFERENCE TEMPERATURE = ISA −15° C
−10
20 40 60 80 100 120
A10251 FLYING TIME−MINUTES
(Cont’d)
2.2
PAGE 2
Sep 30/15

Operation
(Cont’d)
CARGO
COMPART-
FL 150 MENT
TEMPERATURE
( C )
+20
REFERENCE TEMPERATURE = ISA
REFERENCE TEMPERATURE = ISA −10 C
+10
−10
20 40 60 80 100 120
FLYING TIME−MINUTES
CARGO
COMPARTMENT
TEMPERATURE
FL 200 ( C )
+20
REFERENCE = ISA
REFERENCE TEMPERATURE = ISA−5C

+10
Ex
0
Ex
−10
20 40 60 80 100 120
(Cont’d)
2.2
PAGE 3
Sep 30/15

Operation
(Cont’d)
CARGO
COMPARTMENT
TEMPERATURE
FL 250 ( C )
+20
REFERENCE TEMP.= ISA +5 C
REFERENCE TEMP. = ISA
REFERENCE TEMP. = ISA −5 C
REFERENCE TEMP. = ISA −10 C +10
REFERENCE TEMP. = ISA −15 C
−10
20 40 60 80 100 120
CONDITIONS NORMAL PROCEDURES
2.2 AIR CONDI- This procedure assumes that the pneumatic system is checked and set accord-
TIONING ing to AOM 16.2 PNEUMATICS.
NORMAL
OPERATION
(AUTO MODE)
NOTE
Running a recirculation fan creates heat around the fan itself.
If a recirc fan is running (on ground) without the corresponding ACM more than
approx. 10 minutes (depending on OAT) a thermo switch will turn off the fan for a
considerable time until the temperature has decreased and the thermo switch au-
tomatically resets.
Preflight
1. TEMP SELECT switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
− Check both TEMP SELECT switches in AUTO.

(Cont’d)
2.2
PAGE 4
Sep 30/15

Operation
(Cont’d)
2. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . SET AS
DESIRED
After engine start
3. Air conditioning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check all caution lights to be off.

4. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
In flight
5. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
− Check CABIN TEMP indicator regularly and adjust temperature as required

with temperature control knob.
Parking
6. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH OFF
2.3 CABIN COOL This procedure describes the most efficient way to pull down the temperature to
DOWN a comfortable level in a heat soaked parked aircraft. The procedure will also
PROCEDURE minimize the amount of moisture and condensation experienced in the air dis-
tribution ducting during temperature pull−down in hot and humid conditions.
The procedure assumes right engine running with propeller brake applied.
With HP bleed extracted from the engine, ITT will be high and in some cases
limiting. If ITT is limiting, engine temperature will decrease when closing the X−
VALVE.
Before embarking passenger
With propeller brake applied and PL set:
1. Entrance door and cockpit hatches . . . . . . . . . . . . . . . . CLOSED
2. TEMP SELECT switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
3. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . COLD
− Set the knobs to max COLD, index 1.

4. R BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
5. R HP VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
6. L BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
7. X VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(Cont’d)
2.2
PAGE 5
Sep 30/15

Operation
(Cont’d)
8. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
9. Reset power and operate the propeller brake in accordance
with AOM 17.2.
10. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
− when the temperature has stabilized adjust the control knobs to maintain a
temperature of 5 to 7 C below actual OAT. At 5 to 7 C lower temperature
gives the optimum comfort feeling. A lower temperature may cause a tem-
perature discomfort when entering the aircraft.
When embarking passenger
− Keep the cockpit door closed while the entrance door is open to minimize
moisture and condensation in cockpit.
11. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
With passengers on−board and entrance door closed
12. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . COLD
− Set the knobs to max COLD, index 1.

13. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
14. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
15. Resume normal operation.
16. End of procedure.
2.4 AIR One or both air conditioning packs can be operated manually if respective sides
CONDITIONING AUTO mode fails.
MANUAL
OPERATION
CAUTION
Extreme care must be taken not to obtain a temperature below freezing in the dis-
tribution ducting.
1. RECIRC fan for desired system . . . . . . . . . . . . . . . . . . . ON

2. TEMP SELECT switch for desired system . . . . . . . . . . HOT
− Hold the switch in HOT position for 8 sec., to achieve a reference position.
(Dual control valve in hot end position).
(Cont’d)
2.2
PAGE 6
Sep 30/15

Operation
(Cont’d)
3. TEMP SELECT switch for desired system . . . . . . . . . . COLD
− Hold the switch in COLD position for 3 sec., thereby setting the valve in
middle position. (Normal travelling time between valve max COLD and max
HOT is 6 sec.)
− Allow the system to stabilize for approximately 5 min.
4. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
− Check CABIN TEMP indicator regularly and adjust temperature as required

by momentarily setting the TEMP SELECT switch in either HOT or COLD
position.
2.5 PRESSURIZA- Preflight

TION CONTROL
SYSTEM 1. Cabin pressurization control . . . . . . . . . . . . . . . . . . . . . . CHKD
NORMAL
− Check:
OPERATION
 Mode switch in AUTO;
 Manual pressurization knob at index, i.e. closed;
 Cabin rate set knob at index;
 Altitude set knob at departure airfield elevation;
 Barometric set knob at QNH.
2. PRESS DUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
and
GUARDED
After engine start
3. Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check FAULT light to be off.

− Check differential pressure to indicate max 0.3 psi.
Climb
4. Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check cabin pressure and rate of climb to be normal.

Descent
(Cont’d)
2.2
PAGE 7
Sep 30/15

Operation
(Cont’d)
5. Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . SET
− Set barometric knob to actual QNH for landing airfield.

− Set altitude knob to airfield elevation.
− Check cabin pressure and rate of descent to be normal.
After landing
6. Cabin differential pressure . . . . . . . . . . . . . . . . . . . . . . . CHECK MAX
0.3 PSI
2.6 PRESSURIZA- In manual operation pressurization is regulated by the pneumatic outflow valve
TION while the normal electropneumatical outflow valve is closed.
SYSTEM
MANUAL 1. Mode selector switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
OPERATION
− This will disconnect the automatic pressure control system.
2. Manual control knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
− The system will respond slowly therefore wait between adjustments.

− Rotating the manual control knob clockwise increases cabin altitude.
− Rotating the manual control knob counterclockwise decreases cabin alti-
tude.
3. CABIN ALT/DIFF PRESS indicators . . . . . . . . . . . . . . . MONITOR
− Monitor closely to maintain pressurization at required level. Use the Auto

schedule, 2.2 page 1, as reference.
For Abnormal Operation, also see section 23, ABNORMAL PROCEDURES and 24,
EMERGENCY PROCEDURES.
2.2
PAGE 8
Sep 30/15
Aircraft Operations Manual AUTOFLIGHT
CONTENTS
Autoflight, CAT I (STANDARD)
3.0 Highlights not applicable

3.1 Description
3.2 Operation
Autoflight, CAT II (OPTION)
3.0 Highlights not applicable

3.1 Description
3.2 Operation
3 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual AUTOFLIGHT
3 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT I

Description
1. GENERAL Autopilot with yaw damper, AP/YD

The AP function controls the aircraft in pitch and roll
1.1 Flight Guidance & Autopilot System
maneuvering axes on commands from the FD. The
(FGAS)
YD function is a part of the AP rudder steer channel
The FGAS consists of a Flight Control Computer and provides directional stability. Appropriate con-
(FCC) including the Flight Director/Autopilot (FD/ trol surfaces are actuated by the AP to control the
AP) elevator and rudder autotrim functions and the aircraft for the selected FD lateral and vertical mode
Yaw Damper (YD) which provides directional stabil- of operation. The MSP contains pushbuttons for
ity augmentation. The Yaw Damper and the rudder manual selection of desired FD modes of operation.
autotrim will together provide ”zero ball” function. The FD modes will if the AP is engaged automati-
The FCC is also provided with a self−monitoring cally control aircraft pitch and roll attitude for the
function for maintenance and troubleshooting. following maneuvers: fly to and maintain a prese-
lected rate of climb or descent; maintain an existing
The FCC interfaces with various aircraft systems,
altitude; descend or climb to and maintain a prese-
such as the Air Data System (ADS), Attitude and
lected altitude; fly to and maintain an existing head-
Heading Reference System (AHRS), NAV radios,
ing; fly to, capture and track a selected VOR or
Electronic Flight Instrument System (EFIS), Altitude
localizer course; capture and track a glideslope.
Preselect/Alert System (APA). The FCC functions
are controlled by the Mode Select Panel (MSP) Au- FD modes
topilot Panel (APP) and by the AP disengage but- Captured (active) modes are annunciated on the
tons, VERT SYNC buttons and the GA buttons. EADI’s in green text. Armed (selected) modes are
The Flight Control Computer (FCC) provides steer- annunciated on the EADI’s in white text. In the fol-
ing command signals for control of the flight path lowing mode descriptions ”ARM” and ”CAP” are
during all normal phases of flight. The FCC signals used to indicate armed or captured phase of the
are fed to the FD command bars/symbols on the described mode. When a mode is changed, the
Electronic Attitude Director Indicator (EADI) and to new mode annunciation blinks for 5 secs.
the control surfaces servo actuators. The FCC For details on annunciations see Fig. 5 and AOM
starts operation in Heading (HDG) and Vertical 15/1.1, NAVIGATION EFIS.
Speed (VS) modes 10 seconds after AHRS flags
have disappeared. AP/YD can be engaged after The following modes and functions are available:
another 30 seconds which is the time of FCC inter- − Vertical modes
nal test sequence.  VS (basic mode)
1.2 FD/AP  IAS

 CLIMB
Flight director, FD
 ALT
The FD function provides visual guidance com-  ALTS
mands to fly the aircraft manually or to visually
 VNAV (if installed)
monitor the AP response to the guidance com-
 PTCH (Reversionary Mode; not manually se-
mands. The guidance commands (pitch and roll
lectable)
indication) are selected with the FD operating mode
pushbuttons on the MSP. Pitch and roll guidance  VERT SYNC (a synchronization function se-
cues as well as mode information from the FD are lectable on the control wheel).
displayed on the EADI’s. The FD command bars on − Lateral modes
the EADI’s direct the pilot to turn, climb or descend.  HDG (basic mode)
 NAV
3.1 S
PAGE 1
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Description
− Combined modes − by selecting GA (L/R Power lever button).

 APPR − by operating the pitch trim switches.
 GA (FD mode only; selectable on the power (AP disengage only.)
levers). The Stall warning computers will automatically dis-
− Diagnostic mode engage the AP/YD if a stall situation should occur.
The AP/YD will also disengage automatically when
(Maintenance — fault isolation in FGAS; selectable
the monitoring function detects certain failures.
only on ground.)
When the autopilot becomes disengaged, the aural
1.3 FD/AP and Yaw Damper engagement/ warning ”cavalry charge” comes on. The warning
disconnect, autotrim system and can be reset by pushing the AP disconnect button
Command Cutout and with the GA button.
The FD/AP and Yaw Damper may be engaged in Command Cutout
the normal flight envelope with certain limitation as
The autopilot will not disconnect at extreme atti-
stated in AOM 3.2.
tudes. There is however a feature in the autopilot
The AP can be engaged either to the FD on left known as Command Cutout, which means that at
EADI or to the FD on right EADI by pushing the AP extreme pitch rates/normal accelerations and/or roll
XFR (Auto pilot transfer) button on the APP. An ar- rates/bank angles, the autopilot will cease to give
row beside the AP engaged annunciation on the steering commands. Once the aircraft is back to
EADI’s will show which FD gives steering com- normal attitudes ( below the command cutout trig-
mands. gering levels) the autopilot will resume to give steer-
The FD display on the EADI can be activated/deac- ing commands. The triggering levels for command
tivated by consecutive pushes of the FD button on cutout are:
the Display Control Panel (DCP) except for in − Pitch rate greater than 5/sec or normal accelera-
APPR mode where the FD bar always is displayed. tion greater than 0.6 G beyond 1.0 G.
The pitch cutout is canceled when the pitch rate
The AP/YD engage levers on the Autopilot Panel
is less than 5/sec and normal acceleration less
(APP) allow independent yaw damper engagement.
than 0.2 G beyond 1.0 G.
When engaging the autopilot, however, the yaw
damper will also be engaged as well as the elevator − Roll rate greater than 21/sec or bank angle
greater than 45.
and rudder autotrim systems. Rudder autotrim is
The roll cutout is canceled when the roll rate is
available also when only YD is engaged. The auto-
less than 5/sec and bank angle less than 45.
trims are continuously retrimming the aircraft de-
pending on the flight conditions in order to minimize Command cutouts will not disconnect the autopilot.
the torque applied on the autopilot servos and to
1.4 Mode description
keep the control forces at zero. Difficulties to trim
out the control forces are indicated on the EADI’s VERTICAL MODES
by the RUD, AIL or EL annunciators.
VS, Vertical Speed Mode
There is also an AUTO TRIM warning light on the
− The FCC gives pitch attitude commands to main-
Central Warning Panel, which will come on if the AP
tain the vertical speed existing at time of mode
auto trim or YD auto trim system should fail.
engagement or − if already in VS mode at time of
The AP/YD can be disengaged pressing and releasing the VERT SYNC button
− by pushing the AP disconnect button on the con- on the control wheel. A new vertical speed refer-
trol wheel. A second push will reset the aural ence can be selected by the pitch knob on the
warning. APP in steps of 50 ft.
− by moving the AP/YD levers to DISENGAGED  Basic mode at power on. Selectable by VS
position. mode button. FCC reverts automatically to VS
3.1 S
PAGE 2
Sep 30/15

Description
if the pitch knob is moved out of its detent ex- − The altitude is held regardless of barometer set-
cept in GS ”CAP” or ALTS mode. tings.
− Selection of/Reversion to VS clears any pre- ALTS
viously selected vertical mode except GS ”CAP” − When approaching the altitude selected on the
and ALTS. APA the FCC will command an asymptotic cap-
IAS, Indicated Airspeed mode ture profile and holding of the selected altitude.
− The FCC gives pitch attitude commands to main- − The capture point is variable and is a function of
tain the IAS existing at time of mode engagement aircraft vertical speed.
or − if already in IAS − at time of pressing and − The ALTS submode is always armed for capture
releasing the VERT SYNC button. of the altitude selected on the APA. Once en-
− Mode selectable by pushing the IAS mode button gaged, the ALTS clears any other vertical mode
on the MSP. Selection of IAS clears any pre- except GS ”CAP”. Furthermore, it is not possible
viously selected vertical mode except ALTS and to select any other vertical mode except GA until
GS ”CAP”. a new altitude is selected on the APA; GS ”CAP”
will automatically cancel ALTS. A Flight advisory
CLIMB mode
IAS for Long Range cruise will be displayed on
− The FCC computes and updates a climb IAS dis- the EADI when ALTS mode is in track. The com-
played on the EADI. The computed IAS is a func- puted IAS is a function of altitude at medium air-
tion of altitude at medium aircraft weight. craft weight.
− There are three climb mode settings (Rate of − For visual and aural altitude alert signals, see
Climb, R−o−C) to be used for the computation of AOM 12/1.1, AIR DATA SYSTEM.
IAS. They are selectable by cycling the CLIMB
− The altitude selected on the APA will follow the
mode push button on MSP. The desired climb
barometer settings made on the left altimeter.
setting annunciated on EFIS, ”H”, ”M” and ”L”
respectively, is related to their effect on IAS VNAV, Vertical Navigation Mode (If installed)
(High, Medium and Low IAS). − The VNAV mode works in conjunction with the
− One push gives a rather low, R−o−C (H), two VNI (Vertical Navigation Indicator) if installed.
pushes a medium R−o−C (M) and three pushes − Selectable if a VNAV path has been defined on
give the best R−o−C (L). This is the sequence the VNI and it is less than three minutes to the
when climb mode is selected the first time after determined descend/climb point.
power up. The last selected climb setting will − Mode is armed by pushing the VNAV button on
reappear when climb mode is reselected after a the MSP and the letters VNAV will be indicated
vertical mode change. on the EADI.
− Selection of CLIMB mode clears any previously − The FCC will continue in the existing vertical
selected vertical mode except GS ”CAP” and mode until capture conditions have been met,
ALTS. then automatically capture and track a VNAV
ALT path as defined on the VNI.
− FCC holds the altitude existing at time of mode − At capture VNAV clears any previously selected
engagement or − if already in ALT − at time of vertical mode except ALTS.
pressing and releasing the VERT SYNC button. − Vertical command data provided by the VNI are
A Flight advisory IAS for Long Range Cruise will displayed on the EHSI by the vertical deviation
be displayed on the EADI when ALT mode is in pointer. When in VNAV mode the letters VNV will
track. The computed IAS is a function of altitude be indicated above the deviation scale.
at medium aircraft weight.
NOTE
− Selectable by ALT mode button.
The deviation scale can also display GS (Glide
− Selection of ALT clears any previously selected
Slope).
vertical mode except ALTS and GS ”CAP”.
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PAGE 3
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Description
− If a failure to the VNAV system occurs the verti- heading bug can be manually moved either by
cal deviation pointer will be replaced by the let- the HDG knob on the Course Heading Panel
ters VNV boxed and in red. The indication will (CHP) or by the TURN knob on the APP. The
flash for 10 seconds and then become steady. bug will automatically synchronize to existing
heading when the system is powered up.
PTCH, Pitch hold mode
− Basic mode at power on. Selectable by HDG
FCC commands holding of the pitch attitude exist- mode button.
ing at time of engagement.
− Selection of HDG mode clears any previously
PTCH is not manually selectable but a reversionary selected lateral mode. Heading can be preset
mode which is engaged when: before selecting HDG mode.
a. VERT SYNC button pressed and released while NAV, Navigation system mode
in GA mode. − The FCC commands capture and tracking of the
b. VS button pressed and released while in VS course defined by the active navigational data
mode with invalid data required for VS mode (i.e. displayed on the EFIS (VOR, LOC, BC or RNAV
FD flag is present on display). if installed).
VERT SYNC, Vertical Synchronization
NOTE
If for any reason the aircraft is allowed to deviate
Applicable to FCC 85/86−210:
from the FCC commands in certain vertical modes,
normally only when flying manually (VS, IAS, ALT, The capture and tracking gain in NAV−mode is
GA) the respective reference data can be synchro- dependant on the distance to the VOR−station.
nized to the existing flight condition by the VERT In the new Flight Control Computer software −
SYNC button on the control wheel. The synchro- FCC 85/86−210 − DME−data is used in the con-
nization occurs at the time of pressing and be- trol law such that the gain will be based on the
comes activated when releasing the VERT SYNC distance, leading to improved performance.
button. However, if no DME−data is available (e.g. when
The reference data is changed in the respective VOR2 is used as NAV−source) the gain will be
mode as follows: based on a default value equal to a far distance
a. if in VS mode, the FCC reference data changes from the VOR. This will lead to overshoots at
to existing vertical speed. short distances during capture and tracking.
b. if in IAS mode, the FCC reference data changes
The capture point depends on intercept angle and
to existing IAS.
closure rate.
c. if in ALT mode, the FCC reference data changes
− GS is inhibited in NAV mode.
to existing ALT.
− Mode is armed by pushing the NAV mode button.
d. if in GA mode, the FCC reference data changes
FCC automatically reverts to HDG and desired
to existing attitude. The vertical mode display on
intercept heading can be selected on the heading
EADI simultaneously changes from GA to PTCH.
bug.
It is only the reference data that is changed. The
− Mode is engaged at the capture point and NAV
respective mode function is retained. Pitch trim is
”CAP” is displayed on EADI.
not affected. AP will remain engaged.
− NAV mode is retained if changing NAV data
LATERAL MODES source.
− NAV mode is cleared by selecting HDG or APPR.
HDG, Heading mode
− The FCC gives commands to turn to and hold the
heading indicated by the heading bug on the
EHSI. Turn is in the direction of shortest arc. The
3.1 S
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Description
1/2 BANK, Half bank mode (If installed) c. VOR: Operation is similar to NAV except tighter
− The Half bank mode is a submode to HDG and gains, VOR ”CAP” or ”ARM” are displayed.
NAV. It reduces the bank limit from 27 to 13.5 Vertical profile has to be flown by pilot inputs.
in these modes.
GA, Go−Around mode
− Mode is selectable by pushing the 1/2 BANK but-
− The FCC commands existing heading hold and a
ton, and indicated on the MSP only; it has no
fixed pitch up attitude (6,4) on the FD.
mode annunciator on the EADI. Mode is turned
off by a second push on the button.
NOTE
− The mode is suppressed at APPR LOC/VOR
capture. If the aircraft is in altitude preselect or track cap-
ture (ALTS “CAP” and ALTS “TRACK”), these
COMBINED MODES modes might be immediately recaptured and the
APPR, Approach mode resulting FD command will not indicate a climb.
− The FCC functions in principle as in NAV mode
− Mode can be selected at any time by pressing
but commands are also given for vertical capture/
either GA button in the power levers. GA is dis-
tracking if an ILS GS is available. Radio altimeter
played on the lateral and vertical mode annunci-
information is used to gainprogram the radio sig-
ations on EADI. Since GA is a FD mode only, the
nals for increased precision during the approach.
AP and YD will disengage.
− Mode is armed by pushing the APPR button.
− Selection of GA clears any previously selected
lateral and vertical mode (ALTS “CAP” and ALTS
“TRACK” might however be immediately recap-
bug.
tured if these modes were captured when GA
− Mode is engaged at the respective capture point was selected).
and the LOC/VOR ”CAP” and GS ”CAP” informa-
− At re−engagement of the AP, the FCC remains in
tion are displayed on EADI.
GA mode in the lateral axis while the vertical
− FD display can not be removed by pushing FD mode will become VS.
buttons on DCP.
The heading bug will not be synchronized at GA
− The following types of approaches are possible:
selection, but the existing heading at GA initiation
a. ILS: localizer capture is indicated by EADI lateral
will be maintained until another lateral mode is se-
mode annunciation changes to LOC ”CAP”, GS
lected.
”ARM” is displayed for the vertical axis. GS shall
be captured from below the beam. MAINTENANCE
In GS ”CAP” a new vertical mode can only be Diagnostic mode
selected after a new lateral mode has been
− Provides a multiple line display on EFIS to assist
selected (other than APPR).
in failure analysis.
b. BC, Back Course: The Back Course is automati-
− Report mode is the one of the three available
cally corrected for by EFIS and annunciated by a
basic submodes that is to be notified here.
yellow B/C replacing the GS ”CAP” indication on
− Available on ground only with AP and YD disen-
the EADI/EHSI.
gaged but before power shutdown.
With the CRS selector set for the normal
Localizer inbound course the LOC symbols on
the EADI/EHSI are not reversed when flying:
−Inbound on the Back course.
−Outbound on the Localizer inbound course.
BC approach operates like LOC, except for
slightly different gains.
Vertical profile has to be flown by pilot inputs.
3.1 S
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Description
2. MAIN COMPONENTS AND SUBSYSTEMS 2.6 Vertical Navigation Indicator (VNI)

(if installed)
2.1 Flight Control Computer (FCC)
The Vertical Navigation Indicator/computer (VNI)
The FD/AP computer is the heart of the flight con- serves as a vertical speed indicator. In addition it
trol system. The signals received from various other computes data for vertical navigation to be used by
systems are converted into command signals ac- the FCC.
cording to the selected mode of operation.
The VNI can also be used in conjunction with the
Command signals are fed to the FD command bars Altitude Preselector for automatic capture of selec-
for display of pitch and roll steering. With the AP ted altitude.
engaged, identical signals are transformed for actu-
ation of the rudder, aileron and elevator servo and
also the elevator and rudder trim system. See
Fig. 1. FGAS system schematic.
2.2 Mode Select Panel (MSP)
Located on the glareshield panel. Contains push

buttons for selection of FD lateral and vertical
modes. All buttons except 1/2 BANK mode have
only on−function, i.e a mode can only be deselected
by selection of another mode. Half bank mode (if
installed) button has an on/off function.
2.3 Autopilot Panel (APP)
Located on the pedestal. Contains engage/disen-

gage levers for AP and YD and controls for heading
and vertical speed changes.
2.4 NAV source selection
There are two navigation source selection push but-

tons with built in indicators (NAV S.L. and NAV
S.R.) on the glareshield panel. The push buttons
are used to couple left or right navigation source as
input to the FD/AP.
2.5 Altitude Preselector Alerter (APA)
The altitude preselect mode causes the system to

capture the altitude selected on the preselector/
alerter. Any other vertical mode may be used prior
to altitude capture.
At capture, other vertical modes are cleared and
command signals are generated to level off the air-
craft at the selected altitude. For the altitude alert
function, see AOM 12/1.1, AIR DATA SYSTEM.
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PAGE 6
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Description
NAV S NAV S
L R AP control panel
Altitude preselect/
alert panel
ALT
SEL
FD/AP mode
select panel
EFIS 1 & 2 Nav data
AP disconnect button
Vert sync button
DME VNI (if Vert
NO 1 installed) Nav
Radio altim data
FD/AP
flight control
computer
(FCC)
(Including yaw
Air data
ADS damper) (YD)
Control wheels
(Right CW shown)
GA buttons in power levers
AHRS 1 & 2 ATT/HDG data
Rudder servo Pitch trim system
Aileron servo FD command and engagement

signals to EFIS
Elevator servo FD/AP mode annunciation

and diagnostic to EFIS
Elevator autotrim
Rudder autotrim
A13574
Fig. 1 FGAS − system schematics
3.1 S
PAGE 7
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Description
A A NAV SOURCE SELECTORS
NAV S NAV S
L R
NAV SOURCE SELECTOR Pushbuttons (green).

The NAV S Left respective Right pushbuttons are
used to couple left or right navigation source to the
FD/AP.
B HDG bug on EHSI will synchronize to existing head-
ing if pushed in NAV mode and captured on VOR or
B AP CONTROL PANEL LOC.
TURN ENGAGED YD/AP engage levers.

DN YD AP
The YD and AP engage levers are spring
loaded to DISENGAGED position. Moving
levers to ENGAGE position engages Yaw
Damper and Autopilot after a selftest period
UP
of one (1) sec. YD may be engaged sepa-
DISENGAGED rately. Moving AP lever to ENGAGED will
engage both YD and AP.
TURN knob/pitch wheel.

TURN knob.
The rate type TURN knob is spring loaded to return to a center detent position. The knob is used to manually
apply heading commands to FD/AP.
Moving TURN knob out of detent slews the HDG bug at a rate proportional to amount of knob displacement.
PITCH wheel.
Pitch wheel is spring loaded to return to a center detent position. The wheel is used to manually apply verti-
cal speed commands to FD/AP in steps of 50 ft.
Moving pitch wheel from detent resets vertical mode to VS (except in GS ”CAP” and ALTS mode) and then
slews vertical speed reference at rate proportional to the amount of wheel displacement.
A13577
Fig. 2 FGAS − controls and indicators
3.1 S
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Description
Mode select panel.

Mode select buttons are integrally lighted, mo-
mentary push−on buttons. Indicators in mode
buttons illuminate to annunciate mode selected.
Active as well as preselected/armed modes are
annunciated on EADI.
A B In addition to modes selected on MSP, GA push
buttons in the power levers provide GA mode.
For description of the various modes, see 1.4.
Mode description.
A MODE SELECT PANEL (MSP)

Mode indicator
HDG 1/2 NAV APPR
BANK Lateral modes
VS IAS CLIMB V NAV ALT Vertical modes
Vertical navigation (Optional)

Half bank mode (Optional)
B CENTRAL WARNING PANEL (CWP)

L ENG AVIONIC LAV R ENG
FIRE SMOKE SMOKE FIRE
L TAIL P PROP R TAIL P
HOT BRAKE HOT
AUTO CONFIG
TRIM
AUTO PITCH RUDDER
COARSEN TRIM LIMIT
AUTO TRIM warning light.
Comes on if the autopilot should detect a
failure in the AP auto trim or YD auto trim
systems.
A13581
Fig. 3 MSP and AUTO TRIM warning light − controls and indicators
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Description
3.1 S
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Description
DISTANCE display and annunciators.

Indicates distance from aircraft to path capture
when TO TRK annunciates NM and to aimpoint
when TO ALT annunciates NM.
A VERTICAL NAVIGATION INDICATOR

SETUP display and annunciators. (VNI) (IF INSTALLED) Vertical Speed Required (VSR) display.
A
Used together with the function switch and SET/PUSH SEL Shows the computed VSR to reach the aim-
knob to set up aimpoint point. The display goes blank if the computed
parameters. VSR is greater than 30 000 FPM or if the VNI
does not receive distance information.
Offset annunciator. SETUP DISTANCE PUSH TST knob.

Indicates that the aimpoint is BEFORE or AFTER the DME/ NM FT FT DEG NM NM
Slews the VS bug when rotated and initiates
OFFSET STA.EL. ALT ANG TO TRK TO ALT
VORTAC station. VNI self test when pushed.
BEFORE ANG ARM TEST
2 − VS pointer goes to 6000 FPM up.
1 − VS flag (red) appears.
Arm annunciator.
Annunciates VS ARM when the PUSH TEST knob is used to 4 − VS bug goes 6000 FPM down.
.5 − OFFSET annunciator sequences from black
set up the Vertical Speed Required (VRSO) to the aimpoint.
to BEFORE to black to AFTER to black.
VSR
Annunciates ANG ARM when the function switch and the SET/ − ARM annunciator sequences from black to
PUSH SEL knob is used to set the path angle to the aimpoint. 0 6 ANG ARM to black to VS ARM to black.
1000 FPM
DN VS
− SETUP and DISTANCE annunciators
sequentially show:
.5 4
SET/PUSH SEL knob. ANNUNCIATOR UNITS
1 2
Selects different SETUP parameters.
OFFSET NM
STA. EL FT
ALT FT
Function switch. ANG DEG
USE Momentary selection activates second aimpoint TO TRK NM
parameters. TO ALT NM
PRE Used to pre−set a second aimpoint. Vertical Speed (VS) bug.
ACT Used to set up the first aimpoint. Indicates selected VS when the AP FD is in − SETUP display indicates 888.8.8.
the VS mode, and initial VS selected with the − DISTANCE display indicates 18.8.
DIR Momentary selection initiates a direct − to − aimpoint
PUSH TST knob when not in the VS hold. − VSR display indicates.8.8.
(from present position).
A13591
Fig. 4 VNI − controls and indicators − if installed
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Description
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Description
LATERAL MODES: VERTICAL MODES:
HDG VVVV VS (Vert speed up − VVVV is rate in ft/min.)

VOR 1 (Arm./Cap.) VVVV VS (Vert speed down − VVVV is rate in ft/min.)
VOR 2 (Arm./Cap.) SSS I CLB (CLIMB − SSS is speed in knots, I is speed mode L − M − H.)
LOC 1 (Arm./Cap.) SSS ALT (ALTITUDE − SSS is Flight advisory speed in knots for long
LOC 2 (Arm./Cap.) range cruise − only displayed when ALT in track mode.)
LRN 1 (Option) SSS ALTS (ALTITUDE − SSS is Flight advisory speed in knots for long
GA (Go Around) range cruise − only displayed when ALTS in track mode.)
DR (Dead Reckoning) SSS IAS (indicated airspeed − SSS is speed in knots.)
ALTS (Altitude preselect armed/captured.)
GS (Glideslope armed/captured.)
GA (Go Around.)
VNAV (Vertical Nav. if installed.)
A
Engagement of the autopilot is annunciated as a

green box with the letters AP. The annunciation
turns red and flashes when disengagement oc-
curs. A second push on the disengage button A EADI
will reset the warning.
FD, Flight Director command bar in magenta.

FD bar disappears when failures occurs.
Disengagement of the yaw damper is annunci-
ated as a yellow box with the letters YD. A GS
second push on the disengage button will reset LOC1
the warning. 20 20
AP
YD
10 10
If an elevator, aileron or rudder mistrim is detected, a
yellow box with the letters EL, AIL or RUD will appear,
indicating difficulties to trim out the control forces.
10 10
Flight Director flag.
FD RUD
Failure of the flight director is annunciated as a M
red box with the letters FD. The flight director will AIL 20 20
EL DH200
be removed (not shown in this picture). The indic-
ation will flash for then seconds before becoming
steady.
The mode annunciation in in WHITE for armed GREEN for captured modes.
A13922
Fig. 5 FD/AP modes
3.1 S
PAGE 13
Sep 30/15

Description
3.1 S
PAGE 14
Sep 30/15

Description
EFIS TEST PANEL DISPLAY CONTROL PANEL (DCP) MODE SELECT PANEL (MSP) AP CONTROL PANEL A/P DISC BUTTON
DH INT SECTOR SELECT TURN ENGAGED
TEST 2 1/2
PROP OVSP DTA HDG BANK NAV APPR DN YD AP
L R L GEN R
OVV BRG
ROSE RR
VS IAS CLIMB V NAV ALT
RA FD ET 2ND
DEV
TST CRS
GDN UP
ENG OVSP AIR DATA EMER PWR L AHRS R DISENGAGED
A
12.
L R
1 EFIS 2 RUD LIM CAB PRESS 5. 7. 8.
B
2. 9.
1.
12.
IF FAILURE WITH THE FD/AP SYSTEM OCCURS, PERFORM FCS 5. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY PRESS 10. Use pitch wheel to display YD ENG CODE.
DIAGNOSTICS ENTRY AND NOTE REPAIR, AP DIS, YD DIS, ANY THREE MODE BUTTONS 11. Note in the AIRCRAFT LOGBOOK:
AP ENG AND YD ENG CODES IN THE AIRCRAFT LOGBOOK. FOR 3 SEC.
− REPAIR CODE
6. REPORT MODE comes up on EADI and
1. EFIS test switch . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK. − AP DIS CODE
− After Landing, with AP and YD disengaged 7. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN − YD DIS CODE
and before L and R AVION power shutdown. TO THIRD LINE BY MOMEN−
TARILY PRESS ANY MODE − AP ENG CODE
− EFIS 1 for left side.
BUTTON. − YD ENG CODE
− EFIS 2 for right side. 8. Use pitch wheel on AP CONTROL PANEL to 12. to disengage FCS DIAGNOSTICS . . . . PRESS A/P DISC BUTTON
2. RA TST button . . . . . . . . . . . . PRESS. display YD DIS CODE. The codes roll over AND THEREAFTER, PRESS
in alphabetical order. EFIS TEST SWITCH.
− L DCP for left side.
− Wheel DN, code rolls forward. − L A/P DISC button and EFIS 1 for
−R DCP for right side.
− Wheel UP, code rolls reversed. left side.
3. RA TST button and EFIS test switch . . . . RELEASE.
− Operate wheel momentarily DN or − R A/P DISC button and EFIS 2 for
4. FCS DIAGNOSTICS in red comes up
UP to slowly roll codes. right side.
on EADI and EHSI . . . . . . . . . . . . . . . . . . . CHECK.
9. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN TO 13. End of procedure.
FIFTH LINE.
4. FCS DIAGNOSTICS FCS DIAGNOSTICS FCS DIAGNOSTICS

6. REPORT MODE
8.
REPORT MODE
LEFT RIGHT LEFT RIGHT
> REPAIR CODE = 000000 032000 REPAIR CODE = 000000 032000
AP DIS CODE = 000000 000000 7. AP DIS CODE = 000000 000000
STEER CODE = 000000 000000 > YD DIS CODE = 000000 000000
AP ENG CODE = 000000 000000 10. AP ENG CODE = 000000 000000
ID NUMBER 04138F O4138F YD ENG CODE = 000000 000000
A13600
Fig. 6 FCS DIAGNOSTICS − FD/AP failure annunciation mode
3.1 S
PAGE 15
Sep 30/15

Description
3.1 S
PAGE 16
Sep 30/15

Description
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . . G−13 FD

Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . . G−12 AP
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . . N−10 FD
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . . N−11 AP
3.1 S
PAGE 17
Sep 30/15

Description
3.1 S
PAGE 18
Sep 30/15

Operation
1. LIMITATIONS
1.1 GENERAL LIMITATIONS

Summary of mod. no.’s/Service Bulletins required to be installed for CAT I operations.
− With AUTOPILOT UPDATE 2 (FCC−85)
Mod. no. Service Bulletin Subject
1088 SF 340−22−002 Yaw damper disengage with go around button.
1213 SF 340−22−007 Autopilot update −2.
1359 SF 340−34−030 Improved glide slope antenna.
1.2 OPERATING LIMITS (AP) Unit Min Normal Max

− All AP/YD operation . . . . . . . . . . . . . . . . . . . . . . kt 1) 2) 1) 2) VMO/MMO
1) 2)
1. Before autopilot engagement the aircraft
should be trimmed in all three axis.
2. Following an engine failure or engine shut

down with the autopilot engaged, it is re-
quired to disconnect the AP and re−trim the
a/c before re−engagement of the AP.
1.3 OPERATION LIMITS

Flight Director
Use of flight director information in go−around mode during takeoff is not authorized.

Yaw Damper
YD Operation not authorized for:
− Takeoff
− Go Around
− Landing

VNI 80 B or VNI 80 D (if installed)
The vertical guidance mode is not certified for use a primary source for vertical navigation.
3.2 S
PAGE 1
Sep 30/15

Operation
2. NORMAL OPERATION
2.0 FD/AP MODE LOGIC
A. Vertical Modes
SELECT- SELECT- VERTICAL LATERAL PITCH ROLL REMARK
ABLE ABLE VER- COM- COM- KNOB KNOB
LATERAL TICAL MANDS ON MANDS ON CAUSES CAUSES
MODES MODES EADI EADI
VS ANY ANY TO ZERO SEE SE- CHANGE SEE SE- BASIC VER-
VS ERROR LECTED OF VS LECTED TICAL MODE
LATERAL COMMAND LATERAL OCCURS AT
MODE MODE POWER UP
IAS ANY ANY TO ZERO SEE SE- RETURN SEE SE- −−−
IAS ERROR LECTED TO VS LECTED
LATERAL MODE LATERAL
MODE MODE
CLIMB ANY ANY TO ZERO SEE SE- RETURN SEE SE- SUCCESSIVE
IAS CLIMB LECTED TO VS LECTED PUSHES OF
ERROR LATERAL MODE LATERAL CLIMB BUTTON
MODE MODE CYCLES H−M−L
SPEED PRO-
FILES
ALT ANY ANY TO ZERO SEE SE- RETURN SEE SE- ALT REF SYNCS
ALT REF LECTED TO VS LECTED TO EXISTING
LATERAL MODE LATERAL ALT AT SELEC-
MODE MODE TION. NO BARO-
SET CORREC-
TION
ALTS ANY ANY SEE SE- SEE SE- SEE SE- SEE SE- ALWAYS ARMED
”ARM” LECTED LECTED LECTED LECTED EXCEPT IN GS
VERTICAL LATERAL VERTICAL LATERAL CAPTURE
MODE MODE MODE MODE
ALTS ANY GS ”CAP” TO AC- SEE SE- SEE SE- MOVING APA
”CAP” AND GA QUIRE APA LECTED LECTED CAUSES
SETTING LATERAL NOTHING LATERAL CHANGE TO VS
MODE UNLESS MODE AND REARMS
APA HAS ALTS
BEEN SET
ALTS ANY GS ”CAP” TO HOLD SEE SE- TO NEW SEE SE- MOVING APA
”TRACK” AND GA APA SET- LECTED ALTITUDE LECTED CAUSES
TING LATERAL LATERAL CHANGE TO
MODE MODE ALT AND
REARMS ALTS
GS ANY ANY SEE SE- TO AC- SEE SE- −−− REQUIRES

”ARM” LECTED QUIRE AND LECTED APPR MOD
VERTICAL TRACK VERTICAL
MODE ZERO LOC MODE
DEV
3.2 S
PAGE 2
Sep 30/15

Operation
A. Vertical Modes (Cont’d)

GS ”CAP” ANY GA TO ZERO TO ZERO −−− −−− REQUIRES

GS DEV LOC DEV APPR MOD SE-
LECTING HDG
OR CAUSES
CHANGE TO VS
GA DISENGAGES YD AND AP, CANCELS ANY LAT OR VERT MODE (ALTS “CAP” AND ALTS “TRACK”
MIGHT HOWEVER BE IMMEDIATELY RECAPTURED). CAUSES HDG HLD AND A FIXED 6.4 PITCH
UP COMMAND, SELECTING HDG GIVES HDG/GA. ENGAGING AP RETURNS SYSTEM TO VS MODE.
WHEN IN ALTS “CAP” LAT MODE WILL CHANGE TO GA AND VERT MODE WILL REMAIN ALTS UNTIL
A NEW VERT MODE IS MANUALLY SELECTED.
VNAV ANY VNAV SEE SE- SEE SE- SEE SE- SEE SE− VNAV ”ARM”
”ARM” (Op- ”ARM” NOT LECTED LECTED LECTED LECTED NOT SELECT-
tion) SELECT- VERTICAL LATERAL VERTICAL LATERAL ABLE IN ALTS.
ABLE IN MODE MODE MODE MODE VNAV ARM NOT
ALTS SELECTABLE
UNTIL 3 MIN
FROM THE DE-
SCEND POINT
VNAV ANY ANY FLIES SEE SE- RETURN SEE SE− VNAV ”CAP”
”CAP” (Op- COM- LECTED TO VS LECTED WILL NOT OC-
tion) MANDS LATERAL LATERAL CUR IN ALTS
FROM MODE MODE
VNI−80D
NOTE
REF is used as definition of speed or altitude used by FD as tracking value.
NOTE
ERROR is used as the difference between actual and REF value.
3.2 S
PAGE 3
Sep 30/15

Operation
B. Lateral Modes
HDG ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG BASIC LATERAL
LECTED HDG DIF- LECTED ON EHSI MODE. OCCURS
VERTICAL FERENCE VERTICAL TO SLEW AT POWER UP
MODE ON EHSI MODE
NAV ”ARM” ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG FLIES HDG UN-
APPR LECTED HDG DIF- LECTED ON EHSI TIL VOR OR
”ARM” VERTICAL FERENCE VERTICAL TO SLEW LOC CAPTURE
MODE ON EHSI MODE
NAV ”CAP” ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRED VAL-
LECTED QUIRE AND LECTED ON EHSI ID VOR/LOC
VERTICAL TRACK VERTICAL TO SLEW SIGNAL
MODE ZERO VOR/ MODE
LOC DEV
APPR ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG HDG WILL RE-
”ARM” LECTED HDG DIF- LECTED ON EHSI SULT AT SELEC-
VERTICAL FERENCE VERTICAL TO SLEW TION OF APPR.
MODE ON EHSI MODE
APPR ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRES VAL-
”CAP” UNTIL GS LECTED QUIRE AND LECTED ON EHSI ID LOC SIGNAL
CAPTURE VERTICAL TRACK VERTICAL TO SLEW
MODE ZERO VOR/ MODE
LOC DEV
3.2 S
PAGE 4
Sep 30/15

Operation
2. NORMAL OPERATION (Cont’d)
2.1 AUTOPILOT The autopilot and its various modes shall normally be used to the greatest pos-
GENERAL sible extent.
As a general rule, the pilot flying the aircraft (1/P) shall operate the autopilot.
The AP modes shall be monitored by use of the EADI. The light in the mode
buttons in the MSP shall only be regarded as a reminder of depressed but-
tons.
NOTE
When the autopilot is used below 1 500 ft., 1/P must keep one hand on the con-
trol wheel and have his feet on the rudder pedals, prepared to disengage the au-
topilot and take over manual control if necessary.
2.2 FLIGHT The FD V−shaped (magenta−colored) command bar shall normally be selected
DIRECTOR, on both EADIs. However, the displayed command bars can be deselected by
GENERAL pressing the FD button on the DCP except in APPR mode.
2.3 FD COMMAND 1. FD button on DCP panel . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

BARS ACTIVA-
TION/DEACTIV- − Check FD command bar to appear/disappear on EADI.
ATION
2.4 AUTOPILOT 1. Modes on MSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS

ENGAGEMENT DESIRED
− Check indicator in mode button to illuminate and annunciation to appear in
EADI.
2. AP and YD engage levers . . . . . . . . . . . . . . . . . . . . . . . . AP YD HOLD FOR
APPROX. ONE
NOTE: Ensure the aircraft is trimmed SECOND TO
before engagement. COMPLETE
TEST SEQUENCE
− Check EADI to announce AP engagement (boxed AP in green).
3.2 S
PAGE 5
Sep 30/15

Operation
2.5 MODES Modes are normally selected by pressing the respective buttons on MSP. The
GENERAL indicator in button illuminates.
ALTS mode is always armed by the APA as indicates on the EADI by a white
ALTS under the active vertical mode. An automatic mode change will occur
when actual flying altitude intercepts with the calculated capture point for the
APA setting. Exception: ALTS is not armed in GS ”CAP”.
GA mode can only be engaged by GA switches in power levers.
NOTE
Always confirm with the EADI mode annunciation that selected mode has been
armed/engaged.
A new mode can always be selected by pushing desired button on MSP.
Exceptions:
− A new vertical mode can not be selected in ALTS unless first selecting a new
altitude on the APA.
− A new vertical mode can not be selected in GS ”CAP” unless a new lateral
mode or GA is selected.
Operation of pitch wheel will give a mode change to VS except in GS ”CAP” and
ALTS.
HALF BANK The Half Bank mode is a submode to HDG and NAV. It reduces the bank
MODE limit from 27 to 13.5 in these modes. The mode is selected by pressing the
(Optional) 1/2 BANK button, and indicated on the MSP only. The mode is turned off by
a second push on the button. (Push on/push off function).
2.6 VS MODE 1. VS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

(Basic mode)
− Check EADI to annunciate VS and vertical speed at time of VS selection.
To change selected vertical speed:
2. Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN or UP
− Pitch wheel is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to wheel displacement. Selected
vertical speed is annunciated in EADI.
− The vertical speed can also be changed by pressing and releasing the VERT
SYNC button.
3.2 S
PAGE 6
Sep 30/15

Operation
2.7 IAS MODE 1. IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

− Check EADI to annunciate IAS and airspeed at time of IAS selection.
To change selected airspeed:
− Change of selected airspeed is by pressing and releasing the VERT SYNC
button or via other modes.
2.8 CLIMB MODE 1. CLIMB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

− Check EADI to annunciate CLB H/M/L respectively and computed airspeed.
H = Low R−o−C (High IAS)
M = Medium R−o−C (Medium IAS)
L = Best R−o−C (Low IAS)
− Selection of H/M/L is made by successive pushes on the CLIMB button.
− At capture, there may be a slight undershoot of maximum 7 kt.
2.9 ALT MODE 1. ALT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

− Check EADI to annunciate ALT in green and Flight advisory speed for long
range cruise (knots IAS) and the FD to respond.
2.10 ALTS MODE 1. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

ALTITUDE
− Check EADI to annunciate ALTS in white under active vertical mode. Altitude
select is always armed. Any other vertical mode (VS, IAS, CLIMB) can be
used with altitude select prior to capture.
− Monitor the system when approaching the selected altitude. Verify altitude
alert and that the annunciation changes from armed (ALTS in white) to cap-
ture (ALTS in green) when approaching the altitude.
− At altitude capture, FD/AP commands changes in pitch attitude to guide air-
craft onto, and hold, selected altitude.
NOTE
Change of APA setting during capture phase will revert FD/AP to basic mode VS.
− At capture check EADI to annunciate ALTS in green. Flight advisory speed
for long range cruise (knots IAS) comes on when ALTS in track.
3.2 S
PAGE 7
Sep 30/15

Operation
2.11 V NAV MODE The vertical Navigation Indicator (VNI), (if installed), computes and displays the
(Optional) required parameters for Vertical Navigation (V NAV).
Automatic patch capture above or below present altitude using initial vertical
speed:
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED TO ALT
3. Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT. Push the SET/PUSH SEL knob and observe ALT
FT annunciated. Rotate knob to set the cleared to aimpoint altitude in
SETUP display.
4. Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciator.
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME sta-
tion.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5. Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SET knob to set up station elevation to the nearest 100 ft.
6. VS Bug desired climb/descend rate . . . . . . . . . . . . . . . SET
− Rotate PUSH TEST knob as required for initial VS and check VS ARM
− The VSR display shows computed VS required to the aimpoint at the present
ground speed.
7. V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. DISTANCE display shows distance to path
capture point.
− When the aircraft reaches the path capture point, the VS ARM and TO TRK
annunciators go blank and the FD/AP captures the path to the aimpoint.
(Cont’d)
3.2 S
PAGE 8
Sep 30/15

Operation
(Cont’d)
− The VS bug will retract. TO ALT NM will be annunciated and the distance dis-
play now show the distance to the aimpoint.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude pre−selector) automatic level off occurs.
Automatic path capture above or below presents altitude using selected
path angle:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED
TO ALT
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated. Rotate the knob to set cleared to aimpoint altitude in SETUP
display.
4. Desired path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob. Observe ANG DEG annunciated.
− Rotate SET/PUSH SEL knob until ANG SETUP display indicates desired
path angle and check ANG ARM annunciator in view. (Disregard DISTANCE
display if any numbers are present.)
OR AFTER DME
STATION
− Push SET/PUSH SEL knob and check OFFSET NM annunciated.
tion.
NOTE
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
(Cont’d)
3.2 S
PAGE 9
Sep 30/15

Operation
(Cont’d)
− Check TO TRK NM annunciated. Distance display shows distance to path
captured point.
− When aircraft reaches path capture point, the ANG ARM and TO TRK an-
nunciators go blank and the AP FD captures the path to the aimpoint.
− Check TO ALT NM annunciated. DISTANCE display now shows the distance
to the aimpoint.
− The VSR display shows VS required to reach the aimpoint.
− When aircraft reaches aimpoint (which is at the altitude selected on the alti-
tude preselector) automatic level − off occurs.
Manual path capture:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED TO
ALT
annunciated, then rotate knob to set the cleared to aimpoint altitude in the
SETUP display.
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciated.
− Rotate SET/PUSH SEL knob until setup display indicates desired offset and
offset annunciator shows correct location before or after the DME station.
NOTE
6. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− VSR display shows the VS required from present position to the aimpoint.
Once a desired VS is reached, a direct to aimpoint can be initiated by mo-
mentary rotating the function switch to DIR and back to ACT.
(Cont’d)
3.2 S
PAGE 10
Sep 30/15

Operation
(Cont’d)
− Distance to the aimpoint TO ALT is shown on the DISTANCE display.
− For path tracking information use FD display on EADI or vertical deviation
display on EHSI.
the altitude preselector) the altitude alert (visual and aural) comes on and the
pilot manually levels off at the preselected altitude.
2.12 HDG MODE 1. HDG selector on CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

(Basic Mode) HEADING
2. HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate HDG.
− Heading can be changed by the HDG knob on CHP or by TURN knob on AP
control panel.
− TURN knob is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to knob displacement.
2.13 NAV−VOR The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
MODE or right navigation source signals to the FD/AP.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
FREQUENCY
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Check course readout on EHSI.
3. NAV SOURCE SELECTOR push button . . . . . . . . . . . PRESS LEFT/
RIGHT
4. MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and VOR white on EADI.
5. HDG KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
INTERCEPT HDG
6. At VOR ”CAP”, VOR green on EADI . . . . . . . . . . . . . . CHECK
(Cont’d)
3.2 S
PAGE 11
Sep 30/15

Operation
(Cont’d)
NOTE
When overflying a VOR station (cone of confusion) the FD/AP will revert to dead
reckoning and hold selected course (CRS 1/CRS 2). This is annunciated on EADI
with a yellow DR.
2.14 NAV−LOC
MODE
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yel-
low B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal localizer inbound course the LOC sym-
bols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The purpose of this mode is to lock the FD/AP to the localizer only at airports
where there is no glideslope or the glideslope beam is not suitable for auto-
matic approach. Glideslope deviation information is presented in the EADI.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
3. NAV SOURCE SELECTOR push buttons . . . . . . . . . . PRESS LEFT/
RIGHT
4. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
− Do not select NAV mode until localizer deviation indication becomes active
and correct localizer beam confirmed.
(Cont’d)
3.2 S
PAGE 12
Sep 30/15

Operation
(Cont’d)
− Check HDG green and LOC white on EADI.
6. At LOC ”CAP”, LOC green on EADI . . . . . . . . . . . . . . . CHECK
7. VS or IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate VS or IAS.
8. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
9. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
− To be selected before commencing descent at final approach fix.
2.15 APPR MODE

CAUTION
CAUTION
back course.
WARNING
The lateral operation of this mode is essentially the same as in NAV LOC
mode except for higher FD/AP control law gains go give increased precision
during approach.
FREQUENCY
− The ILS frequency should be selected on both NAV
controls.
COURSE
(Cont’d)
3.2 S
PAGE 13
Sep 30/15

Operation
(Cont’d)
3. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
4. DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DH
5. MSP APPR button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not selected APPR mode until localizer deviation indication becomes act-
ive and correct localizer beam confirmed.
− When APPR mode is selected before capture conditions are met, system
automatically goes into HDG mode whilst APPR is armed.
6. HDG green, LOC white on EADI . . . . . . . . . . . . . . . . . . CHECK
7. At LOC ”CAP”, LOC green and GS white on EADI . . CHECK
8. At GS ”CAP”, GS green on EADI . . . . . . . . . . . . . . . . . CHECK
− Radio height is used to gain program localizer and glideslope signals.
CAUTION
The pilot is the master monitor and progress should be continuously assessed
during the approach using ILS raw data.
3.2 S
PAGE 14
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Operation
2.16 GA MODE 1. GA button on power levers . . . . . . . . . . . . . . . . . . . . . . . PRESS

− Check EADI to annunciate GA.
− AP/YD disengages.
− FD commands existing heading and a fixed pitch attitude.
− HDG indicator remains at preset heading.
Re−engagement of AP:
Condition for re−engagement:
− Radio height equal to or greater than 200 ft.
2. AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
Check EADI to annunciate:
− GA as lateral mode.
− VS as vertical mode.
3. HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− The FD/AP will now give commands to acquire and hold preset HDG.
4. Monitor the system when approaching the selected go−around altitude.
3.2 S
PAGE 15
Sep 30/15

Operation
For Abnormal Operation, also see section 23, ABNORMAL PROCE-

DURES and 24, EMERGENCY PROCEDURES.
CONDITIONS ABNORMAL PROCEDURES
3.1 FD WARNING INDICATIONS

ON
− FD warning (RED) in one or both EADI’s.
− FD command bars disappear (from affected side/sides).
− FD mode annunciation disappear (on affected side/sides).
− If AP engaged, engage lever drops to DISENGAGE, engage annunciation
on EADI disappears and visual (EADI) and aural AP warning comes on.
ACTIONS
1. AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
− This will cancel AP warnings.
− If not effective pull affected side/sides FD CB G−13, N−10.
2. CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− CB FD G−13, N−10 and AP G−12, N−11.
CAUTION
Check mode annunciation before re−engagement.
3. AP engage lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED

− Try to re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down,
perform the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
3.2 AP WARNING INDICATIONS

ON
− AP engage levers drops to DISENGAGE.
− AD warning (red flashing) in both EADI’s.
− AD aural warning (cavalry charge) comes on.
ACTIONS
Cont’d
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Operation
Cont’d
2. CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− AP G−12, N−11.
CAUTION

After landing, with AP and YD disengaged, and before power shut−down, per-
form the DIAGNOSTICS REPORT MODE:
3.3 ABNORMAL INDICATIONS

BEHAVIOR
One or more of the following:
− AP does not follow FD commands.
− AP impossible to disengage in one or more channels.
− Elevator trim indicator shows abnormal trim action.
− Single stroke chime.
− Master caution light.
− FD hard over.
− AVIONICS light on CWP.
− Mistrim annunciation (EL, RUD, AIL) in both EADI’s, not correlated to rapid
maneuver.
ACTIONS
1. Overpower AP and return controls to normal.
2. AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− If disengagement successful: end of procedure.
If not successful:
3. CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− FD G−13, N−10.
− Do not re−engage AP.
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Operation
3.4 PROCEDURES INDICATION WHEN ACTION

FOR FD/AP OR FAILURE
FAILURES
Engine failure Above 600 feet Approach may be continued to CAT I
DURING ARTE minima.
APPROACH
Below 600 feet Perform immediate go−around unless
ARTE visual contact has been established.
New approach may be performed to
CAT I minima.
EFIS Comparator Above 600 feet Approach may be continued to CAT I
warnings ARTE minima with close attention to flight
path.
CAT I minima.
Glideslope and/or Above 600 feet Approach may be continued to CAT I
Localizer red flag ARTE minima using remaining serviceable
equipment.
CAT I minima.
Failure of one EADI Always Perform immediate go−around unless
or one EHSI or visual contact has been established.
both New approach may be performed to
CAT I minima with ADI REV/HSI REV or
DRIVE XFR selected.
ARTE = Above Runway Threshold Elevation
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Operation
3.5 ALTITUDE If it is evident that the system is not responding correctly to capture the selected
PRESELECTOR altitude, disconnect the autopilot and manually fly the aircraft onto the altitude
ALERTER disregarding Flight Director command. Select ALT mode, verify mode annunci-
FAILURE TO ation on EADI and re−engage autopilot.
CAPTURE SET
ALTITUDE
When a mode data source fails to a flagged condition, the FD command bars will disappear from view, the
red FD flag will appear. In such an event, the pilot is responsible for evaluating the situation and taking
proper action such as disengaging the autopilot or changing flight director modes.
Other failure modes can occur which will provide different cues such as aircraft attitude or flight path
changes and it is always the pilots responsibility to monitor system operation against raw data and other
sources. However, the following paragraphs (3.6 and 3.7) describe two important situations more in detail.
3.6 LOC/GS When flying in APPR or NAV mode and LOC and/or GS capture. Loss of LOC
GROUND and/or GS radio signals due to ground station interruption will cause the follow-
STATION ing on the EADI:
INTERRUPTION
− Flight Director command bar disappears replaced by FD red flag.
− LOC and/or GS indication disappears replaced by LOC and/or GS red flag.
− Captured LOC and/or GS annunciation remain in capture (green).
− APPR or NAV mode remains selected.
− The FD/AP will maintain short term dead reckoning (not announced on the
EADI) until other modes are selected.
ACTIONS
− Perform GO−AROUND.
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PAGE 19
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Operation
3.7 ELECTRICAL When flying in APPR and LOC and/or GS capture or in NAV mode and LOC
POWER capture. Loss of electrical power to the NAV receiver will cause the following on
INTERRUPTION the EADI:
WHEN FLYING
LOC/GS
LOSS OF 28 VDC:
− The FD/AP will revert to basic modes (HDG/VS) changing captured LOC/GS
annunciation to captured HDG/VS annunciation.
− LOC and/or GS indication disappears.
− The FD/AP will maintain HDG and VS mode until other modes are selected.
LOSS OF 26 VAC INVERTER:

− No effect on LOC/GS.
ACTIONS
− Perform GO AROUND.
3.2 S
PAGE 20
Sep 30/15
Aircraft Operations Manual AUTOFLIGHT, CAT II

Description
1. GENERAL Autopilot with yaw damper, AP/YD

The AP function controls the aircraft in pitch and roll
1.1 Flight Guidance & Autopilot System
maneuvering axes on commands from the FD. The
(FGAS)
YD function is a part of the AP rudder steer channel
The FGAS consists of a Flight Control Computer and provides directional stability. Appropriate con-
(FCC) including two independent Flight Directors trol surfaces are actuated by the AP to control the
and a single, fail passive Autopilot (FD/AP) elevator aircraft for the selected FD lateral and vertical mode
and rudder autotrim functions and the Yaw Damper of operation. The MSP contains pushbuttons for
(YD) which provides directional stability augmenta- manual selection of desired FD modes of operation.
tion. The Yaw Damper and the rudder autotrim will The FD modes will if the AP is engaged automati-
together provide ”zero ball” function. The FCC is cally control aircraft pitch and roll attitude for the
also provided with a self−monitoring function for following maneuvers: fly to and maintain a prese-
maintenance and troubleshooting. lected rate of climb or descent; maintain an existing
altitude; descend or climb to and maintain a prese-
The FCC interfaces with various aircraft systems,
lected altitude; fly to and maintain an existing head-
such as the Air Data System (ADS), Attitude and
ing; fly to, capture and track a selected VOR or
Heading Reference System (AHRS), NAV. radios,
localizer course; capture and track a glideslope.
Electronic Flight Instrument System (EFIS), Altitude
Preselect/Alert System (APA). The FCC functions FD modes
are controlled by the Mode Select Panels (MSP) The modes of the two independent FD channels are
Autopilot Panel (APP) and the buttons AP disen- synchronized by a cross−talk function between the
gage buttons, VERT SYNC button and GA buttons. two separate FD computers, except for in APPR
The Flight Control Computer (FCC) provides steer- mode.
ing command signals for control of the flight path in Captured (active) modes are annunciated on the
a coordinated manner during all normal phases of EADI’s in green text. Armed (selected) modes are
flight. The FCC signals are fed to the FD command annunciated on the EADI’s in white text. In the fol-
bars/symbol on the Electronic Attitude Director Indi- lowing mode descriptions ”ARM” and ”CAP” are
cators (EADI) and to the control surfaces servo ac- used to indicate armed or captured phase of the
tuators. The FCC starts operation in Heading described mode. When a mode is changed, the
(HDG) and Vertical Speed (VS) modes 10 seconds new mode annunciation blinks for 5 secs.
after AHRS flags have disappeared. AP/YD can be
engaged after another 30 seconds which is the time For details on annunciations see Fig. 5 and AOM
of FCC internal test sequence. 15/1.1, NAVIGATION EFIS.
The following modes and functions are available:
1.2 FD/AP
− Vertical modes
Flight director, FD
 VS (basic mode)
The FD function provides visual guidance com-
 IAS
mands to fly the aircraft manually or to visually
 CLIMB
monitor the AP response to the guidance com-
mands. The guidance commands (pitch, roll and  ALT
speed indication) are selected with the FD operating  ALTS
mode pushbuttons on the MSP. Pitch and roll guid-  VNAV (if installed)
ance cues as well as mode information from the FD
 PTCH (Reversionary Mode; not manually se-
are displayed on the EADI’s. The FD command
lectable)
bars on the EADI’s direct the pilot to turn, climb or
descend. A Fast/Slow indication reflects aircraft  VERT SYNC (a synchronization function se-
speed in relation to speed selection. lectable on the control wheel).
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PAGE 1
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Description
− Lateral modes The AP/YD can be disengaged

 HDG (basic mode) − by pushing the AP disconnect button on the con-
 NAV trol wheel. A second push will reset the aural
warning.
− Combined modes − by moving the AP/YD levers to DISENGAGED
 APPR position.
 GA (FD mode only; selectable on the power − by selecting GA. (L/R Power Lever button.)
levers). − by operating the pitch trim switches.
− Diagnostic mode (AP diseng. only.)
The Stall warning computers will automatically dis-
(Maintenance − fault isolation in FGAS; selectable
engage the AP/YD if a stall situation should occur.
only on ground.)
The AP/YD will also disengage automatically when
1.3 FD/AP and Yaw Damper engagement/ the monitoring function detects certain failures.
disconnect, autotrim system and When the autopilot becomes disengaged, the aural
Command Cutout warning ”cavalry charge” comes on. The warning
can be reset by pushing the AP disconnect button
The FD/AP and Yaw Damper may be engaged in
and with the GA button.
the normal flight envelope with certain limitations as
stated in AOM 3.2. Command Cutout
The AP can be engaged either to the FD on left The autopilot will not disconnect at extreme atti-
EADI or to the FD on right EADI by pushing the AP tudes. There is however a feature in the autopilot
XFR (Auto pilot transfer) button on the APP. An ar- known as Command Cutout, which means that at
row beside the AP engaged annunciation on the extreme pitch rates/normal accelerations and/or roll
EADI’s will show which FD gives steering com- rates/bank angles, the autopilot will cease to give
mands. steering commands. Once the aircraft is back to
normal attitudes ( below the command cutout trig-
The FD display on the EADI’s can be activated/
gering levels) the autopilot will resume to give steer-
deactivated by consecutive pushes of the FD button
ing commands. The triggering levels for command
on the Display Control Panel (DCP) except for in
cutout are:
APPR mode where the FD bar always is displayed.
− Pitch rate greater than 5/sec or normal accelera-
The AP/YD engage levers on the Autopilot Panel tion greater than 0.6 G beyond 1.0 G.
(APP) allow independent yaw damper engagement. The pitch cutout is canceled when the pitch rate
When engaging the autopilot, however, the yaw is less than 5/sec and normal acceleration less
damper will also be engaged as well as the elevator than 0.2 G beyond 1.0 G.
and rudder autotrim systems. Rudder Autotrim is − Roll rate greater than 21/sec or bank angle
available also when only YD is engaged. The auto- greater than 45.
trims are continuously retrimming the aircraft de- The roll cutout is canceled when the roll rate is
pending on the flight conditions in order to minimize less than 5/sec and bank angle less than 45.
the torque applied on the autopilot servos and to
keep the control forces at zero. Difficulties to trim Command cutouts will not disconnect the autopilot.
out the control forces are indicated on the EADI’s 1.4 Mode description
by the RUD, AIL or EL annunciators.
VERTICAL MODES
There is also an AUTO TRIM warning light on the
Central Warning Panel which will come on if the AP VS, Vertical Speed Mode
auto trim or YD auto trim system should fail. − The FCC gives pitch attitude commands to main-
tain the vertical speed existing at time of mode
engagement or − if already in VS mode at time of
pressing and releasing the VERT SYNC button
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PAGE 2
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Description
on the control wheel. A new vertical speed refer- ALT

ence can be selected by the pitch knob on the − FCC holds the altitude existing at time of mode
APP in steps of 50 ft. engagement or − if already in ALT − at time of
− The VS speed reference is only displayed on the pressing and releasing the VERT SYNC button.
EADI with the commanding FD. A Flight advisory IAS for Long Range Cruise will
− Basic mode at power on. Selectable by VS mode be displayed on the EADI when ALT mode is in
button. FCC reverts automatically to VS if the track. The computed IAS is a function of altitude
pitch knob is moved out of its detent except in at medium aircraft weight.
GS ”CAP” or ALTS mode. − Selectable by ALT mode button.
− Selection of/Reversion to VS clears any pre- − Selection of ALT clears any previously selected
viously selected vertical mode except GS ”CAP” vertical mode except GS ”CAP” and ALTS.
and ALTS. − The altitude is held regardless of barometer set-
IAS, Indicated Airspeed mode tings.
− The FCC gives pitch attitude commands to main- ALTS
tain the IAS existing at time of mode engagement − When approaching the altitude selected on the
or − if already in IAS − at time of pressing and APA the FCC will command an asymptotic cap-
releasing the VERT SYNC button. ture profile and holding of the selected altitude.
− The IAS reference is only displayed on the EADI − The capture point is a variable and is a function
with the commanding FD. of aircraft vertical speed.
− IAS ref.command can also be provided by IAS − The ALTS submode is always armed for capture
bug on the ASI. of the altitude selected on the APA. Once en-
− Mode selectable by pushing the IAS mode button gaged, the ALTS clears any other vertical mode
on the MSP. Selection of IAS clears any pre- except GS ”CAP”. Furthermore, it is not possible
viously selected vertical mode except GS ”CAP” to select any other vertical mode except GA until
and ALTS. a new altitude is selected on the APA, GS ”CAP”
will automatically cancel ALTS. A Flight advisory
CLIMB mode
IAS for Long Range Cruise will be displayed on
− The FCC computes and updates a climb IAS dis-
the EADI when the ALTS mode is in track. The
played on the EADI. The computed IAS is a func-
computed IAS is a function of altitude at medium
tion of altitude at medium aircraft weight.
aircraft weight.
− There are three climb mode settings (Rate of
− The altitude selected on the APA will follow the
Climb, R−o−C) to be used for the computation of
barometer settings made on the left altimeter.
IAS. They are selectable by cycling the CLIMB
− For visual and aural altitude alert signals, see
mode push button on MSP. The desired climb
AOM 12/1.1, AIR DATA SYSTEM.
setting annunciated on EFIS, ”H”, ”M” and ”L”
respectively, is related to their effect on IAS VNAV, Vertical Navigation Mode (If installed)
(High, Medium and Low IAS). − The VNAV mode works in conjunction with the
− One push gives a rather low R−o−C (H), two VNI (Vertical Navigation Indicator) if installed.
pushes a medium R−o−C (M) and three pushes − Selectable if a VNAV path has been defined on
give the best R−o−C (L). This is the sequence the VNI and it is less than three minutes to the
when climb mode is selected the first time after determined descend/climb point.
power up. The last selected climb setting will − Mode is armed by pushing the VNAV button on
reappear when climb mode is reselected after a the MSP and the letters VNAV will be indicated
vertical mode change. on the EADI.
− Selection of CLIMB mode clears any previously − The FCC will continue in the existing vertical
selected vertical mode except GS ”CAP” and mode until capture conditions have been met,
ALTS.
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PAGE 3
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Description
then automatically capture and track a VNAV d. if in GA mode, the FCC reference data changes to
path as defined on the VNI. existing attitude. The vertical mode display on
− At capture VNAV clears any previously selected EADI simultaneously changes from GA to PTCH.
vertical mode. It is only the reference data that is changed. The
− Vertical command data provided by the VNI are respective mode function is retained. Pitch trim is
displayed on the EHSI by the vertical deviation not affected. AP will remain engaged.
pointer. When in VNAV mode the letters VNV will
be indicated above the deviation scale. LATERAL MODES
HDG, Heading mode
NOTE
− The FCC gives commands to turn to and hold the
The deviation scale can also display GS (Glide heading indicated by the heading bug on the
Slope). EHSI. Turn is in the direction of shortest arc. The
heading bug can be manually moved either by
− If a failure to the VNAV system occurs the verti-
the HDG knob on the Course Heading Panel
cal deviation pointer will be replaced by the let-
(CHP) or by the TURN knob on the APP. The
ters VNV boxed and in red. The indication will
bug will automatically synchronize to existing
flash for 10 seconds and then become steady.
heading when the system is powered up.
PTCH, Pitch hold mode − Basic mode at power on. Selectable by HDG
FCC commands holding of the pitch attitude exist- mode button.
ing at time of engagement. − Selection of HDG mode clears any previously
− PTCH is not manually selectable but a reversion- selected lateral mode. Heading can be preset
ary mode which is engaged when: before selecting HDG mode.
a. VERT SYNC button pressed and released while NAV, Navigation system mode
in GA mode. − The FCC commands capture and tracking of the
b. VS button pressed and released while in VS course defined by the active navigational data
mode with invalid data required for VS mode (i.e. displayed on the EFIS (VOR, LOC, BC or RNAV
FD flag is present on display). if installed). The capture point depends on inter-
VERT SYNC, Vertical Synchronization cept angle and closure rate.
If for any reason the aircraft is allowed to deviate NOTE

from the FCC commands in certain vertical modes, Applicable to FCC 85/86−210:
normally only when flying manually (VS, IAS, ALT
and GA) the respective reference data can be syn- The capture and tracking gain in NAV−mode is
chronized to the existing flight condition by the dependant on the distance to the VOR−station.
VERT SYNC button on the control wheel with the In the new Flight Control Computer software −
commanding FD. No crosstalk function between the FCC 85/86−210 − DME−data is used in the con-
two FDs. The synchronization occurs at the time of trol law such that the gain will be based on the
pressing and becomes activated when releasing the distance, leading to improved performance.
VERT SYNC button. However, if no DME−data is available (e.g. when
The reference data is changed in the respective VOR2 is used as NAV−source) the gain will be
mode as follows: based on a default value equal to a far distance
from the VOR. This will lead to overshoots at
a. if in VS mode, the FCC reference data changes to
short distances during capture and tracking.
existing vertical speed.
b. if in IAS mode, the FCC reference data changes to − GS is inhibited in NAV mode.
existing IAS. − Mode is armed by pushing the NAV mode button.
c. if in ALT mode, the FCC reference data changes to FCC automatically reverts to HDG and desired
existing ALT.
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PAGE 4
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Description
intercept heading can be selected on the heading b. BC, Back Course: The back course is automati-
bug. cally corrected for by EFIS and annunciated by a
yellow B/C replacing the GS ”CAP” indication on
1/2 BANK, Half bank mode (if installed)
the EADI/EHSI.
− The Half bank mode is a submode to HDG and
With the CRS selector set for the normal
NAV. It reduces the bank limit from 27 to 13.5
Localizer inbound course the LOC symbols on
in these modes.
the EADI/EHSI are not reversed when flying:
− Mode is selectable by pushing the 1/2 Bank but-
−Inbound on the Back course.
ton, and indicated on the MSP only; it has no
mode annunciator on the EADI. Mode is turned −Outbound on the Localizer inbound course.
off by a second push on the button. Half bank BC approach operates like LOC, except for
must be selected on both MSP to have equal slightly different gains.
information on both FD. Vertical profile has to be flown by pilot inputs.
c. VOR: Operation is similar to NAV except tighter
NOTE gains, VOR ”CAP” or ”ARM” are displayed
Half bank mode is only activated and deactivated Vertical profile has to be flown by pilot inputs.
on the selected side.
GA, Go−Around mode
− The mode is suppressed at APPR LOC/VOR − The FCC commands existing heading hold and a
capture. fixed pitch up attitude (6,4) on the FD.
COMBINED MODES NOTE
APPR, Approach mode If the aircraft is in altitude preselect or track capture
− The FCC functions in principle as in NAV mode (ALTS “CAP” and ALTS “TRACK”), these modes
but commands are also given for vertical capture/ might be immediately recaptured and the resulting
tracking if an ILS GS is available. Radio altimeter FD command will not indicate a climb.
information is used to gainprogram the radio sig-
nals for increased precision during the approach. − Mode can be selected at any time by pressing
the GA button in the power levers. GA is dis-
− Mode is armed by pushing the APPR button.
played on the lateral and vertical mode annunci-
ations on EADI. Since GA is a FD mode only, the
AP and YD will disengage.
bug.
− Selection of GA clears any previously selected
− Selection of APPR mode will cancel the slaving
lateral and vertical mode (ALTS “CAP” and ALTS
function of the two FD channels modes and
“TRACK” might however be immediately recap-
MSP’s.
tured if these modes were captured when GA
− Mode is engaged at the respective capture point
was selected).
and the LOC/VOR ”CAP” and GS ”CAP” informa-
− At re−engagement of the AP, the FCC remains in
tion are displayed on EADI.
GA mode in the lateral axis while the vertical
− FD display cannot be removed by pushing FD
mode will become VS.
buttons on DCP.
− The following types of approaches are possible: MAINTENANCE
a. ILS: localizer capture is indicated by EADI lateral Diagnostic mode
mode annunciation changes to LOC ”CAP”, GS − Provides a multiple line display on EFIS to assist
”ARM” is displayed for the vertical axis. GS shall in failure analysis.
be captured from below the beam. − Report mode is the one of the three available
In GS ”CAP” a new vertical mode can only be basic submodes that is to be notified.
selected after a new lateral mode has been − Available on ground only with AP and YD disen-
selected (other than APPR). gaged but before power shut−down.
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Description
− Diagnostics can be performed independently on 2.5 Altitude Preselector Alerter (APA)

either left or right FCC channel and displayed on
The altitude preselect mode causes the system to
the respective EFIS side.
capture the altitude selected on the preselector/al-
2. MAIN COMPONENTS AND SUBSYSTEMS erter. Any other vertical mode may be used prior to
altitude capture.
2.1 Flight Control Computer (FCC)
At capture, other vertical modes are cleared and
The FD/AP computer is the heart of the flight con- command signals are generated to level off the air-
trol system. The signals received from various other craft at the selected altitude. For the altitude alert
systems are converted into command signals ac- function, see AOM 12/1.1, AIR DATA SYSTEM.
cording to the selected mode of operation.
2.6 Vertical Navigation Indicator (VNI).
Command signals are fed to the FD command bar (If installed)
for display of pitch and roll steering. With the AP
engaged, identical signals are transformed for ac- The Vertical Navigation Indicator/computer (VNI)
tuation of rudder, aileron and elevator servos and serves as a vertical speed indicator. In addition it
also the pitch and rudder trim system. See Fig. 1, computes data for vertical navigation to be used by
FGAS − system schematic. the FCC.
2.2 Mode Select Panel (MSP) he VNI can also be used in conjunction with the Alti-
tude Preselector for automatic capture of selected
There are two MSP’s, one for each FD channel, altitude.
located on each side of the glareshield panel. They
contain push buttons for selection of FD lateral and 2.7 Loss of approach warning.
vertical modes. All buttons except 1/2 BANK mode (If Mod 1790 SB SF340 34−049 installed)
have only on−function, i.e a mode can only be de- The autopilot system is provided with a ”loss of ap-
selected by selection of another mode. Half bank proach mode” warning which is only active on that
mode (if installed) button has an on/off function. side to which the autopilot is coupled to and when
Selecting a new mode on one side will also change the aircraft radio height is between 90−1000 ft. The
the opposite MSP to the same mode except when warning will disengage the AP/YD and will activate
leaving APPR for a new mode. 1/2 BANK will only the ”cavalry charge” aural alert. This occurs if any
change bank mode on selected side and must thus of the following criteria are met:
be selected on both MSP.
− AP built−in test detects nonvalid APPR mode.
2.3 Autopilot Panel (APP) − Pilot deselects APPR mode.
− LOC frequency becomes changed to VOR fre-
Located on the pedestal. Contains engage/disen-
quency when established on LOC and GS.
gage levers for AP and YD, a button for AP transfer
between the two FCC channels and controls for
heading and vertical speed changes.
2.4 NAV source selection
There are two navigation source selection push but-

tons with built in indicators (NAV S.L. and NAV
S.R.) on the glareshield panel. The push buttons
are used to couple left or right navigation source as
input to the FD/AP.
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Sep 30/15

Description
NAV S NAV S
L R AP control panel
Altitude preselect/
alert panel
ALT
SEL
FD/AP mode
select panel
EFIS 1 & 2 Nav data
AP disconnect button
Vert sync button
DME VNI (if Vert
NO 1 installed) Nav
Radio altim data
FD/AP
flight control
computer
(FCC)
(Including yaw
Air data
ADS damper) (YD)
Control wheels
(Right CW shown)
GA buttons in power levers
AHRS 1 & 2 ATT/HDG data
Rudder servo Pitch trim system
Aileron servo FD command and engagement

signals to EFIS
Elevator servo FD/AP mode annunciation

and diagnostic to EFIS
Elevator autotrim
Rudder autotrim
A13574
Fig. 1 FGAS − system schematics
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Sep 30/15

Description
AP XFR button.
The AP XFR button is a push−on/push−off transfer
switch. The button is normally not illuminated and
the AP uses signals from the left pilot side. When
A pushed (AP XFR illuminted), transfer to right pilot
side takes place.
A AP CONTROL PANEL
TURN ENGAGED YD/AP engage levers.
DN YD AP
The YD and AP engage levers are spring
loaded to DISENGAGED position. Moving
levers to ENGAGE position engages Yaw
Damper and Autopilot after a selftest period
UP
of one (1) sec. YD may be engaged sepa-
DISENGAGED rately. Moving AP lever to ENGAGED will
engage both YD and AP.
TURN knob/pitch wheel.

TURN knob.
The rate type TURN knob is spring loaded to return to a center detent position. The knob is used to manually
apply heading commands to FD/AP.
Moving TURN knob out of detent slews the HDG bug at a rate proportional to amount of knob displacement.
PITCH wheel.
Pitch wheel is spring loaded to return to a center detent position. The wheel is used to manually apply verti-
cal speed commands to FD/AP in steps of 50 ft.
Moving pitch wheel from detent resets vertical mode to VS (except in GS ”CAP” and ALTS mode) and then
slews vertical speed reference at rate proportional to the amount of wheel displacement.
A13607
Fig. 2 FGAS − controls and indicators
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Description
A Half bank mode (Optional)
B MODE SELECT PANEL (MSP)

Mode indicator
1/2
Lateral modes HDG BANK NAV APPR
Vertical modes VS IAS CLIMB V NAV ALT
Vertical navigation (Optional)

B C B Mode select panel.
Mode select buttons are integrally lighted, momentary
push−on buttons. Indicators in mode buttons illumin-
ated to annunciate to annunciate mode selected. Ac-
tivate as well as preselected/armed modes are an-
nunciated on EADI.
In addition to modes selected on MSP, GA push but-

tons in the power levers provide GA mode.
For description of the various modes,

see 1.4. Mode description.
A NAV SOURCE SELECTORS
Auto TRIM warning light.
Comes on if the autopilot should detect a failure
in the AP auto trim or YD auto trim systems.
NAV S NAV S C CENTRAL WARNING PANEL (CWP)
L R
NAV SOURCE SELECTOR Pushbuttons (green). HOT BRAKE HOT
The NAV S Left respective Right pushbutton are used
to couple left or right navigation source to the AP/FD. AUTO CONFIG
TRIM
HDG bug on EHSI will synchronize to existing heading
if pushed in NAV mode and captured on VOR or LOC. AUTO PITCH RUDDER
COARSEN TRIM LIMIT
A13606
Fig. 3 MSP, NAV source push buttons and AUTOTRIM warning lights − controls and indicators
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Description
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Sep 30/15

Description

Indicates distance from aircraft to path capture
when TO TRK annunciates NM and to aimpoint
when TO ALT annunciates NM.

SETUP display and annunciators. (VNI) (IF INSTALLED) Vertical Speed Required (VSR) display.
A
Used together with the function switch and SET/PUSH SEL Shows the computed VSR to reach the aim-
knob to set up aimpoint point. The display goes blank if the computed
parameters. VSR is greater than 30 000 FPM or if the VNI
does not receive distance information.
Offset annunciator. SETUP DISTANCE PUSH TST knob.

Indicates that the aimpoint is BEFORE or AFTER the DME/ NM FT FT DEG NM NM
Slews the VS bug when rotated and initiates
OFFSET STA.EL. ALT ANG TO TRK TO ALT
VORTAC station. VNI self test when pushed.
BEFORE ANG ARM TEST
2 − VS pointer goes to 6000 FPM up.
1 − VS flag (red) appears.
Arm annunciator.
Annunciates VS ARM when the PUSH TEST knob is used to 4 − VS bug goes 6000 FPM down.
.5 − OFFSET annunciator sequences from black
set up the Vertical Speed Required (VRSO) to the aimpoint.
to BEFORE to black to AFTER to black.
VSR
Annunciates ANG ARM when the function switch and the SET/ − ARM annunciator sequences from black to
PUSH SEL knob is used to set the path angle to the aimpoint. 0 6 ANG ARM to black to VS ARM to black.
1000 FPM
DN VS
sequentially show:
.5 4
SET/PUSH SEL knob. ANNUNCIATOR UNITS
1 2
Selects different SETUP parameters.
OFFSET NM
STA. EL FT
ALT FT
Function switch. ANG DEG
USE Momentary selection activates second aimpoint TO TRK NM
parameters. TO ALT NM
PRE Used to pre−set a second aimpoint. Vertical Speed (VS) bug.
ACT Used to set up the first aimpoint. Indicates selected VS when the AP FD is in − SETUP display indicates 888.8.8.
the VS mode, and initial VS selected with the − DISTANCE display indicates 18.8.
DIR Momentary selection initiates a direct − to − aimpoint
PUSH TST knob when not in the VS hold. − VSR display indicates.8.8.
(from present position).
A13591
IF VNI INSTALLED
Fig. 4 VNI − controls and indicators − if installed
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Description
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Sep 30/15

Description
LATERAL MODES: VERTICAL MODES:
HDG VVVV VS (Vert speed up − VVVV is rate in ft/min.)

VOR 1 (Arm./Cap.) VVVV VS (Vert speed down − VVVV is rate in ft/min.)
VOR 2 (Arm./Cap.) SSS I CLB (CLIMB − SSS is speed in knots, I is speed mode L − M − H.)
LOC 1 (Arm./Cap.) SSS ALT (ALTITUDE − SSS is Flight advisory speed in knots for long
LOC 2 (Arm./Cap.) range cruise − only displayed when ALT in track mode.)
LRN 1 (Option) SSS ALTS (ALTITUDE − SSS is Flight advisory speed in knots for long
GA (Go Around) range cruise − only displayed when ALTS in track mode.)
DR (Dead Reckoning) SSS IAS (indicated airspeed − SSS is speed in knots.)
ALTS (Altitude preselect armed/captured.)
GS (Glideslope armed/captured.)
GA (Go Around.)
VNAV (Vertical Nav. if installed.)
A
Engagement of the autopilot is annunciated as a
green box with the letters AP. The annunciation
turns red and flashes when disengagement oc-
curs. A second push on the disengage button
will reset the warning.
A EADI
Disengagement of the yaw damper is annunci-
ated as a yellow box with the letters YD. A
FD, Flight Director command bar in magenta.
second push on the disengage button will reset
FD bar disappears when failures occurs.
the warning.
GS
LOC1
Fast−slow indicator 20 20
AP
Green diamond shaped pointer indicates the YD
difference between the speed selected with the F
10 10
If an elevator, aileron or rudder mistrim is detected, a
bug on the IAS indicator and the actual IAS. yellow box with the letters EL, AIL or RUD will appear,
indicating difficulties to trim out the control forces.
1 dot = 5 kt, Fast or Slow represent
Index = 10 kt, faster or slower than the selected S
speed. 10 10
FD RUD
If speed source fails, pointer turns to a red boxed M
AIL 20 20
SPD flag, flashes for 10 s then steady. EL DH200
Also see AOM 1.12/1.
Flight Director flag.

Failure of the flight director is annunciated as a
red box with the letters FD. The flight director will
be removed (not shown in this picture). The indic-
ation will flash for then seconds before becoming
steady. The mode annunciation in in WHITE for armed GREEN for captured modes.
A13605
Fig. 5 FD/AP modes
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Description
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Sep 30/15

Description
EFIS TEST PANEL DISPLAY CONTROL PANEL (DCP) MODE SELECT PANEL (MSP) AP CONTROL PANEL
DH INT SECTOR SELECT TURN
TEST 2 ENGAGED
PROP OVSP DTA HDG 1/2 NAV APPR
BANK DN YD AP
L R L GEN R
OVV
BRG
ROSE RR
VS IAS CLIMB V NAV ALT
RA FD ET 2ND
DEV
TST CRS
GDN UP
ENG OVSP AIR DATA EMER PWR L AHRS R
A DISENGAGED
12.
L R
1 EFIS 2 RUD LIM CAB PRESS 5. 7. 8.
B
2. 9.
1.
12.
IF FAILURE WITH THE FD/AP SYSTEM OCCURS, PERFORM FCS 5. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY PRESS 10. Use pitch wheel to display YD ENG CODE.
DIAGNOSTICS ENTRY AND NOTE REPAIR, AP DIS, YD DIS, ANY THREE MODE BUTTONS 11. Note in the AIRCRAFT LOGBOOK:
AP ENG AND YD ENG CODES IN THE AIRCRAFT LOGBOOK. FOR 3 SEC.
− REPAIR CODE
6. REPORT MODE comes up on EADI and
1. EFIS test switch . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK. − AP DIS CODE
− After Landing, with AP and YD disengaged 7. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN − YD DIS CODE
and before L and R AVION power shutdown. TO THIRD LINE BY MOMEN−
TARILY PRESS ANY MODE − AP ENG CODE
− EFIS 1 for left side.
BUTTON. − YD ENG CODE
− EFIS 2 for right side. 8. Use pitch wheel on AP CONTROL PANEL to 12. to disengage FCS DIAGNOSTICS . . . . PRESS A/P DISC BUTTON
2. RA TST button . . . . . . . . . . . . PRESS. display YD DIS CODE. The codes roll over AND THEREAFTER, PRESS
in alphabetical order. EFIS TEST SWITCH.
− L DCP for left side.
− Wheel DN, code rolls forward. − L A/P DISC button and EFIS 1 for
−R DCP for right side.
− Wheel UP, code rolls reversed. left side.
3. RA TST button and EFIS test switch . . . . RELEASE.
− Operate wheel momentarily DN or − R A/P DISC button and EFIS 2 for
4. FCS DIAGNOSTICS in red comes up
UP to slowly roll codes. right side.
on EADI and EHSI . . . . . . . . . . . . . . . . . . . CHECK.
9. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN TO 13. End of procedure.
FIFTH LINE.
4. FCS DIAGNOSTICS FCS DIAGNOSTICS FCS DIAGNOSTICS

6. REPORT MODE
8.
REPORT MODE
LEFT RIGHT LEFT RIGHT
> REPAIR CODE = 000000 032000 REPAIR CODE = 000000 032000
AP DIS CODE = 000000 000000 7. AP DIS CODE = 000000 000000
STEER CODE = 000000 000000 > YD DIS CODE = 000000 000000
AP ENG CODE = 000000 000000 10. AP ENG CODE = 000000 000000
ID NUMBER 04138F O4138F YD ENG CODE = 000000 000000
A13600
Fig. 6 FCS DIAGNOSTICS − FD/AP failure annunciation mode
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Description
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PAGE 16
Sep 30/15

Description
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . . G−13 FD

Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . . G−12 AP
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . . N−10 FD
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . . N−11 AP
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Description
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Operation
1. LIMITATIONS
1.1 GENERAL LIMITATION

AFM SUPPLEMENT #8 MUST BE ADHERED TO.
Summary of Mod No’s / Service Bulletins required to be installed for CAT II operations.
Autopilot update 2 (FCC−86)
Mod No Service Bulletin Subject
1083 SF340−61−002 Installation of 132 inch propeller and all other modifications listed
in this SB.
1088 SF340−22−002 Yaw damper disengage with go−around button.
1093 SF340−34−003 EFIS software changes (Phase 6).
1213 SF340−22−007 Autopilot update −2.
1359 SF340−34−030 Improved glide slope antenna.
1417 SF340−34−035 Decision height remote lights.
1.2 OPERATING LIMITS Unit Min Normal Max

AP Update 2 (FCC−86)
AP speed limits
− All AP/YD operation . . . . . . . . . . . . . . . . . . . . . . kt 1) 2) 1) 2) VMO/MMO
1) 2)
1. Before autopilot engagement the aircraft
should be trimmed in all three axis.
2. Following an engine failure or engine shut

down with the autopilot engaged, it is re-
quired to disconnect the AP and re−trim the
a/c before re−engagement of the AP.
Surface wind component limits during CAT II ap-
proach:
− Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kt − − 19
1.3 OPERATION LIMITS (FLIGHT DIRECTOR)

Use of flight director information in go−around mode during takeoff is not authorized.
1.4 OPERATION LIMITS (YAW DAMPER)

Yd Operation not authorized for:
− Takeoff
− Go Around
− Landing
1.5 OPERATION LIMITS (VNI 80 B or VNI 80D (if installed)).

The vertical guidance mode is not certified for use a primary source for vertical navigation.
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PAGE 1
Sep 30/15

Operation
2. NORMAL OPERATION
2.0 FD/AP MODE LOGIC
A. Vertical Modes
VS ANY ANY TO ZERO SEE SE- CHANGE SEE SE- BASIC VER-
VS ERROR LECTED OF VS LECTED TICAL MODE
LATERAL COMMAND LATERAL OCCURS AT
MODE MODE POWER UP
IAS ANY ANY TO ZERO SEE SE- RETURN SEE SE- −−−
IAS ERROR LECTED TO VS LECTED
LATERAL MODE LATERAL
MODE MODE
CLIMB ANY ANY TO ZERO SEE SE- RETURN SEE SE- SUCCESSIVE
IAS CLIMB LECTED TO VS LECTED PUSHES OF
ERROR LATERAL MODE LATERAL CLIMB BUTTON
MODE MODE CYCLES H−M−L
SPEED PRO-
FILES
ALT ANY ANY TO ZERO SEE SE- RETURN SEE SE- ALT REF SYNCS
ALT REF LECTED TO VS LECTED TO EXISTING
LATERAL MODE LATERAL ALT AT SELEC-
MODE MODE TION. NO BARO-
SET CORREC-
TION
ALTS ANY ANY SEE SE- SEE SE- SEE SE- SEE SE- ALWAYS ARMED
”ARM” LECTED LECTED LECTED LECTED EXCEPT IN GS
VERTICAL LATERAL VERTICAL LATERAL CAPTURE
MODE MODE MODE MODE
ALTS ANY GS ”CAP” TO AC- SEE SE- SEE SE- MOVING APA
”CAP” AND GA QUIRE APA LECTED LECTED CAUSES
SETTING LATERAL NOTHING LATERAL CHANGE TO VS
MODE UNLESS MODE AND REARMS
APA HAS ALTS
BEEN SET
ALTS ANY GS ”CAP” TO HOLD SEE SE- TO NEW SEE SE- MOVING APA
”TRACK” AND GA APA SET- LECTED ALTITUDE LECTED CAUSES
TING LATERAL LATERAL CHANGE TO
MODE MODE ALT AND
REARMS ALTS
GS ANY ANY SEE SE- TO AC- SEE SE- −−− REQUIRES

”ARM” LECTED QUIRE AND LECTED APPR MOD
VERTICAL TRACK VERTICAL
MODE ZERO LOC MODE
DEV
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PAGE 2
Sep 30/15

Operation
A. Vertical Modes (Cont’d)

GS ”CAP” ANY GA TO ZERO TO ZERO −−− −−− REQUIRES

GS DEV LOC DEV APPR MOD SE-
LECTING HDG
OR CAUSES
CHANGE TO VS
GA DISENGAGES YD AND AP, CANCELS ANY LAT OR VERT MODE (ALTS “CAP” AND ALTS “TRACK”
MIGHT HOWEVER BE IMMEDIATELY RECAPTURED). CAUSES HDG HLD AND A FIXED 6.4 PITCH
UP COMMAND, SELECTING HDG GIVES HDG/GA. ENGAGING AP RETURNS SYSTEM TO VS
MODE. WHEN IN ALTS “CAP” LAT MODE WILL CHANGE TO GA AND VERT MODE WILL REMAIN
ALTS UNTIL A NEW VERT MODE IS MANUALLY SELECTED.
VNAV ANY VNAV SEE SE- SEE SE- SEE SE- SEE SE− VNAV ”ARM”
”ARM” (Op- ”ARM” NOT LECTED LECTED LECTED LECTED NOT SELECT-
tion) SELECT- VERTICAL LATERAL VERTICAL LATERAL ABLE IN ALTS.
ABLE IN MODE MODE MODE MODE VNAV ARM NOT
ALTS SELECTABLE
UNTIL 3 MIN
FROM THE DE-
SCEND POINT
VNAV ANY ANY FLIES SEE SE- RETURN SEE SE− REQUIRES
”CAP” (Op- COM- LECTED TO VS LECTED APPR MOD
tion) MANDS LATERAL LATERAL VNAV ”CAP”
FROM MODE MODE WILL NOT OC-
VNI−80D CUR IN ALTS
NOTE
REF is used as definition of speed or altitude used by FD as tracking value.
NOTE
ERROR is used as the difference between actual and REF value.
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PAGE 3
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Operation
B. Lateral Modes
HDG ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG BASIC LATERAL
LECTED HDG DIF- LECTED ON EHSI MODE. OCCURS
VERTICAL FERENCE VERTICAL TO SLEW AT POWER UP
MODE ON EHSI MODE
NAV ”ARM” ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG FLIES HDG UN-
APPR LECTED HDG DIF- LECTED ON EHSI TIL VOR OR
”ARM” VERTICAL FERENCE VERTICAL TO SLEW LOC CAPTURE
MODE ON EHSI MODE
NAV ”CAP” ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRED VAL-
LECTED QUIRE AND LECTED ON EHSI ID VOR/LOC
VERTICAL TRACK VERTICAL TO SLEW SIGNAL
MODE ZERO VOR/ MODE
LOC DEV
APPR ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG HDG WILL RE-
”ARM” LECTED HDG DIF- LECTED ON EHSI SULT LAT
VERTICAL FERENCE VERTICAL TO SLEW SELECTION OF
MODE ON EHSI MODE APPR.
APPR ANY ANY UNTIL SEE SE- TO AC- SEE SE- HDG BUG REQUIRES VAL-
”CAP” GS CAP- LECTED QUIRE AND LECTED ON EHSI ID LOC SIGNAL
TURE VERTICAL TRACK VERTICAL TO SLEW
MODE ZERO VOR/ MODE
LOC DEV
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Operation
2. NORMAL OPERATION (Cont’d)
2.1 AUTOPILOT The autopilot and its various modes shall normally be used to the greatest pos-
GENERAL sible extent.
As a general rule, the pilot flying the aircraft (1/P) shall operate the autopilot.
The AP modes shall be monitored by use of the EADI. The light in the mode
buttons in the MSP shall only be regarded as a reminder of depressed but-
tons. There are two FDs and either of them can be connected to the AP.
Selection of L/R FD to the AP is performed by pressing the APXFR button
on AP CONTROL PANEL AND ANNUNCIATED IN EADI by
AP / AP (AP connected L resp R FD).
NOTE
When the autopilot is used below 1 500 ft., 1/P must keep one hand on the con-
trol wheel and have his feet on the rudder pedals, prepared to disengage the au-
topilot and take over manual control if necessary.
2.2 FLIGHT The FD V−shaped (magenta−colored) command bar shall normally be selected
DIRECTOR, on both EADIs. However, the displayed command bars can be deselected by
GENERAL pressing the FD button on the DCP except in APPR mode. Between L/R FD
there is a cross talk function active in all modes except APPR and HALF BANK.
The cross talk function is used to synchronize a selected mode on one side to
the other. After selection of APPR mode reactivation of the cross talk function is
performed by selection of another lateral mode on both sides MSP or by press-
ing GA button on either power lever.
NOTE
At manual flight using FD in VS or IAS mode. If selecting a different Vertical
Speed or Airspeed than present and thereafter selecting AP XFR, split will occur
between the Flight Directors. The (XFR) selected FD will capture the present VS
or IAS, and the other FD remains with the selected VS or IAS. However, pressing
VERT SYNC button on the failing side or engaging the AP will synchronize the
Flight Directors.
2.3 FD COMMAND 1. FD button on DCP panel . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

BARS
ACTIVATION/ − Check FD command bar to appear/disappear on EADI.
DEACTIVATION
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PAGE 5
Sep 30/15

Operation
2.4 AUTOPILOT 1. Modes on MSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS

ENGAGEMENT DESIRED
− Check indicator in mode button to illuminate and annunciation to appear in
EADI.
2. AP and YD engage levers . . . . . . . . . . . . . . . . . . . . . . . . AP YD HOLD FOR
APPROX. ONE
NOTE: Ensure the aircraft is trimmed SECOND TO
before engagement. COMPLETE
TEST SEQUENCE
− Check EADI to announce AP engagement (boxed AP in green).
2.5 MODES Modes are normally selected by pressing the respective buttons on MSP. The
GENERAL indicator in button illuminates.
ALTS mode is always armed by the APA as indicates on the EADI by a white
ALTS under the active vertical mode. An automatic mode change will occur
when actual flying altitude intercepts with the calculated capture point for the
APA setting. Exception: ALTS is not armed in GS ”CAP”.
GA mode can only be engaged by GA switches in power levers.
NOTE
Always confirm with the EADI mode annunciation that selected mode has been
armed/engaged.
A new mode can always be selected by pushing desired button on MSP.
Exceptions:
− A new vertical mode can not be selected in ALTS unless first selecting a new
altitude on the APA.
− A new vertical mode can not be selected in GS ”CAP” unless a new lateral
mode or GA is selected.
Operation of pitch wheel will give a mode change to VS except in GS ”CAP” and
ALTS.
HALF BANK The Half Bank mode is a submode to HDG and NAV. It reduces the bank
MODE limit from 27 to 13.5 in these modes. Mode is selected by pressing the 1/2
(Optional) BANK button, and indicated on the MSP only. The mode is turned off by a
second push on the button. (Push on/push off function). The mode has to
be selected/deselected on both MSP to get half bank FD command on both
EADI’s (no cross talk).
3.2 O
PAGE 6
Sep 30/15

Operation
2.6 VS MODE 1. VS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

(Basic mode)
− Check EADI to annunciate VS and vertical speed at time of VS selection.
To change selected vertical speed:
2. Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN or UP
− Pitch wheel is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to wheel displacement. Selected
vertical speed is annunciated in EADI.
− The vertical speed can also be changed by pressing and releasing the VERT
SYNC button.
2.7 IAS MODE 1. IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

− Check EADI to annunciate IAS and airspeed at time of IAS selection.
To change selected airspeed:
− Change of selected airspeed is by the IAS bug on the airspeed indicator.
− Change of selected airspeed is by pressing and releasing the VERT SYNC
button or via other modes.
2.8 CLIMB MODE 1. CLIMB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

− Check EADI to annunciate CLB H/M/L respectively and computed airspeed.
H = Low R−o−C (High IAS)
M = Medium R−o−C (Medium IAS)
L = Best R−o−C (Low IAS)
− Selection of H/M/L is made by successive pushes on the CLIMB button.
− At capture, there may be a slight undershoot of maximum 7 kt.
2.9 ALT MODE 1. ALT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

− Check EADI to annunciate ALT in green and Flight advisory speed for long
range cruise (knots IAS) and the FD to respond.
2.10 ALTS MODE 1. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

ALTITUDE
− Check EADI to annunciate ALTS in white under active vertical mode. Altitude
select is always armed. Any other vertical mode (VS, IAS, CLIMB) can be
used with altitude select prior to capture.
(Cont’d)
3.2 O
PAGE 7
Sep 30/15

Operation
(Cont’d)
− Monitor the system when approaching the selected altitude. Verify altitude
alert and that the annunciation changes from armed (ALTS in white) to cap-
ture (ALTS in green) when approaching the altitude.
− At altitude capture, FD/AP commands changes in pitch attitude to guide air-
craft onto, and hold, selected altitude.
NOTE
Change of APA setting during capture phase will revert FD/AP to basic mode VS.
− At capture check EADI to annunciate ALTS in green. Flight advisory speed
for long range cruise (knots IAS) comes on when ALTS in track.
2.11 V NAV MODE The vertical Navigation Indicator (VNI), (if installed), computes and displays the
(Optional) required parameters for Vertical Navigation (V NAV).
Automatic patch capture above or below present altitude using initial vertical
speed:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED TO ALT
− Set function switch to ACT. Push the SET/PUSH SEL knob and observe ALT
FT annunciated. Rotate knob to set the cleared to aimpoint altitude in
SETUP display.
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciator.
tion.
NOTE
− Rotate SET/PUSH SET knob to set up station elevation to the nearest 100 ft.
(Cont’d)
3.2 O
PAGE 8
Sep 30/15

Operation
(Cont’d)
6. VS Bug desired climb/descend rate . . . . . . . . . . . . . . . SET
− Rotate PUSH TEST knob as required for initial VS and check VS ARM
− The VSR display shows computed VS required to the aimpoint at the present
ground speed.
− Check TO TRK NM annunciated. DISTANCE display shows distance to path
capture point.
− When the aircraft reaches the path capture point, the VS ARM and TO TRK
annunciators go blank and the FD/AP captures the path to the aimpoint.
− The VS bug will retract. TO ALT NM will be annunciated and the distance dis-
play now show the distance to the aimpoint.
the altitude pre−selector automatic level off occurs).
Automatic path capture above or below present altitude using selected path
angle:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED
TO ALT
annunciated. The rotate the knob to set cleared to aimpoint altitude in
SETUP display.
4. Desired path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob. Observe ANG DEG annunciated.
− Rotate SET/PUSH SEL knob until ANG SETUP display indicates desired
path angle and check ANG ARM annunciator in view. (Disregard DISTANCE
display if any numbers are present.)
OR AFTER DME
STATION
− Push SET/PUSH SEL knob and check OFFSET NM annunciated.
(Cont’d)
3.2 O
PAGE 9
Sep 30/15

Operation
(Cont’d)
tion.
NOTE
− Check TO TRK NM annunciated. Distance display shows distance to path
captured point.
− When aircraft reaches path capture point, the ANG ARM and TO TRK an-
nunciators go blank and the AP FD captures the path to the aimpoint.
− Check TO ALT NM annunciated. DISTANCE display now shows the distance
to the aimpoint.
− The VSR display shows VS required to reach the aimpoint.
− When aircraft reaches aimpoint (which is at the altitude selected on the alti-
tude preselector) automatic level − off occurs.
Manual path capture:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED TO
ALT
annunciated, then rotate knob to set the cleared to aimpoint altitude in the
SETUP display.
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciated.
(Cont’d)
3.2 O
PAGE 10
Sep 30/15

Operation
(Cont’d)
− Rotate SET/PUSH SEL knob until setup display indicates desired offset and
offset annunciator shows correct location before or after the DME station.
NOTE
6. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− VSR display shows the VS required from present position to the aimpoint.
Once a desired VS is reached, a direct to aimpoint can be initiated by mo-
mentary rotating the function switch to DIR and back to ACT.
− Distance to the aimpoint TO ALT is shown on the DISTANCE display.
− For path tracking information use FD display on EADI or vertical deviation
display on EHSI.
the altitude preselector) the altitude alert (visual and aural) comes on and the
pilot manually levels off at the preselected altitude.
2.12 HDG MODE 1. HDG selector on CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

(Basic Mode) HEADING
2. HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Heading can be changed by the HDG knob on CHP or by TURN knob on AP
control panel.
− TURN knob is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to knob displacement.
2.13 NAV−VOR The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
MODE or right navigation source signals to the FD/AP.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
FREQUENCY
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(Cont’d)
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PAGE 11
Sep 30/15

Operation
(Cont’d)
3. NAV SOURCE SELECTOR push button . . . . . . . . . . . PRESS LEFT/RIGHT
− Check HDG green and VOR white on EADI.
5. HDG KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
INTERCEPT HDG
6. At VOR ”CAP”, VOR green on EADI . . . . . . . . . . . . . . CHECK
NOTE
When overflying a VOR station (cone of confusion) the FD/AP will revert to dead
reckoning and hold selected course (CRS 1/CRS 2). This is annunciated on EADI
with a yellow DR.
2.14 NAV−LOC CAUTION

MODE The back course is automatically corrected for by EFIS and annunciated by a yel-
CAUTION
back course.
WARNING
The purpose of this mode is to lock the FD/AP to the localizer only at airports
where there is no glideslope or the glideslope beam is not suitable for auto-
matic approach. Glideslope deviation information is presented in the EADI.
FREQUENCY
(Cont’d)
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PAGE 12
Sep 30/15

Operation
(Cont’d)
COURSE
3. NAV SOURCE SELECTOR push buttons . . . . . . . . . . PRESS LEFT/RIGHT
4. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
− Do not select NAV mode until localizer deviation indication becomes active
and correct localizer beam confirmed.
− Check HDG green and LOC white on EADI.
6. At LOC ”CAP”, LOC green on EADI . . . . . . . . . . . . . . . CHECK
7. VS or IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate VS or IAS.
− To be selected before commencing descent at final approach fix.
2.15 APPR MODE CAUTION

CAUTION
back course.
(Cont’d)
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PAGE 13
Sep 30/15

Operation
(Cont’d)
WARNING
The lateral operation of this mode is essentially the same as in NAV LOC
mode except for higher FD/AP control law gains go give increased precision
during approach.
FREQUENCY
− The ILS frequency should be selected on both NAV
controls.
COURSE
3. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
4. DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HDG
*5. Radio altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Radio altimeter test must be performed before APPR mode is selected. Tem-
porary config warning will occur if RA test performed with PL below 64. In
APPR and NAV mode the test function is disabled.
6. MSP APPR button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not selected APPR mode until localizer deviation indication becomes act-
ive and correct localizer beam confirmed.
− When APPR mode is selected before capture conditions are met, system
automatically goes into HDG mode whilst APPR is armed.
7. HDG green, LOC white on EADI . . . . . . . . . . . . . . . . . . CHECK
8. At LOC ”CAP”, LOC green and GS white on EADI . . CHECK
9. At GS ”CAP”, GS green on EADI . . . . . . . . . . . . . . . . . CHECK
− Radio height is used to gain program localizer and glideslope signals.
− Establish aircraft in landing configuration before 600 ft above threshold.
* − If excess deviation alert occurs below CAT I minima perform go−around.
(Cont’d)
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PAGE 14
Sep 30/15

Operation
(Cont’d)
CAUTION
− The pilot is the master monitor and progress should be continuously as-
sessed during the approach using ILS raw data.
− In CAT II approaches, the Autopilot must be coupled and should remain en-
gaged down to the minimum use height.
* Only required for CAT II approach.
2.16 GA MODE 1. GA button on power levers . . . . . . . . . . . . . . . . . . . . . . . PRESS

− Check EADI to annunciate GA.
− AP/YD disengages.
− FD commands existing heading and a fixed pitch attitude.
− HDG indicator remains at preset heading.
Re−engagement of AP:
Condition for re−engagement:
− Radio height equal to or greater than 200 ft.
2. AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
Check EADI to annunciate:
− GA as lateral mode.
− VS as vertical mode.
3. HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− The FD/AP will now give commands to aquire and hold preset HDG.
4. Monitor the system when approaching the selected go−around altitude.
3.2 O
PAGE 15
Sep 30/15

Operation

3.1 FD WARNING INDICATIONS

ON
− FD warning (RED) in one or both EADI’s.
− FD command bars disappear (from affected side/sides).
− FD mode annunciation disappear (on affected side/sides).
− If AP engaged, engage lever drops to DISENGAGE, engage annunciation
on EADI disappears and visual (EADI) and aural AP warning comes on.
ACTIONS
− If not effective pull affected side/sides FD CB G−13, N−10.
2. CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− CB FD G−13, N−10 and AP G−12, N−11.
CAUTION

After landing, with AP and YD disengaged, and before power shut−down,
perform the DIAGNOSTICS REPORT MODE:
3.2 AP WARNING INDICATIONS

ON
− AP engage levers drops to DISENGAGE.
− AD warning (red flashing) in both EADI’s.
− AD aural warning (cavalry charge) comes on.
ACTIONS
Cont’d
3.2 O
PAGE 16
Sep 30/15

Operation
Cont’d
2. CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− AP G−12, N−11.
CAUTION

3.3 ABNORMAL INDICATIONS

BEHAVIOR
One or more of the following:
− AP does not follow FD commands.
− AP impossible to disengage in one or more channels.
− Elevator trim indicator shows abnormal trim action.
− Master caution light.
− FD hard over.
− AVIONICS light on CWP.
− Mistrim annunciation (EL, RUD, AIL) in both EADI’s, not correlated to rapid
maneuver.
ACTIONS
1. Overpower AP and return controls to normal.
2. AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− If disengagement successful: end of procedure.
If not successful:
3. CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− FD G−13, N−10.
− Do not re−engage AP.
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PAGE 17
Sep 30/15

Operation
3.4 PROCEDURES INDICATION

WHEN ACTION
FOR OR FAILURE
FAILURES
Engine failure Above 600 ft Approach may be continued to CAT I
DURING ARTE minima.
APPROACH
Below 600 ft Perform immediate go−around unless
Excess Deviation Above CAT I Approach may be continued to CAT I
Alert minima minima with closer attention to flight
path.
Below CAT I Perform immediate go−around unless
minima visual contact has been established.
EFIS Comparator Above 600 ft Approach may be continued to CAT I
warnings ARTE minima with close attention to flight
path.
Autopilot discon- Above 600 ft Approach may be continued manually
nect ARTE to CAT I minima.
Glideslope, Local- Above 600 ft Approach may be continued to CAT I
izer or Radio Alti- ARTE minima using remaining serviceable
meter Red Flag equipment.
Failure of one EADI Perform immediate go−around unless
or one EHS visual contact has been established.
Always
CAT II minima with REV mode selected.
Video signal lost to Perform immediate go−around unless
one EADI or one visual contact has been established.
EHSI
WITH OPTION 34:03 INSTALLED.
CAT II minima with DRIVE XFR selec-
Always
ted.
WITHOUT OPTION 34:03 INSTALLED

CAT I minima with DRIVE XFR selected.
ARTE = Above Runway Threshold Elevation
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PAGE 18
Sep 30/15

Operation
3.5 ALTITUDE If it is evident that the system is not responding correctly to capture the selected
PRESELECTOR altitude, disconnect the autopilot and manually fly the aircraft onto the altitude
ALERTER disregarding Flight Director command. Select ALT mode, verify mode annunci-
FAILURE TO ation on EADI and re−engage autopilot.
CAPTURE SET
ALTITUDE
When a mode data source fails to a flagged condition, the FD command bars will disappear from view, the
red FD flag will appear. In such an event, the pilot is responsible for evaluating the situation and taking
proper action such as disengaging the autopilot or changing flight director modes.
Other failure modes can occur which will provide different cues such as aircraft attitude or flight path
changes and it is always the pilots responsibility to monitor system operation against raw data and other
sources. However, the following paragraphs (3.6 and 3.7) describe two important situations more in detail.
3.6 LOC/GS When flying in APPR or NAV mode and LOC and/or GS capture. Loss of LOC
GROUND and/or GS radio signals due to ground station interruption will cause the follow-
STATION ing on the EADI:
INTERRUPTION
− Flight Director command bar disappears replaced by FD red flag.
− LOC and/or GS indication disappears replaced by LOC and/or GS red flag.
− Captured LOC and/or GS annunciation remain in capture (green).
− APPR or NAV mode remains selected.
− The FD/AP will maintain short term dead reckoning (not announced on the
EADI) until other modes are selected.
ACTIONS
− Perform GO−AROUND.
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PAGE 19
Sep 30/15

Operation
3.7 ELECTRICAL When flying in APPR and LOC and/or GS capture or in NAV mode and LOC
POWER capture. Loss of electrical power to the NAV receiver will cause the following on
INTERRUPTION the EADI:
WHEN FLYING
LOC/GS
LOSS OF 28 VDC:
− The FD/AP will revert to basic modes (HDG/VS) changing captured LOC/GS
annunciation to captured HDG/VS annunciation.
− LOC and/or GS indication disappears.
− The FD/AP will maintain HDG and VS mode until other modes are selected.
With Mod. No. 1790 installed, loss of 28 VDC below 1000 ft RALT will addition-
ally cause the following:
LOSS OF 28 VDC BELOW 1000 RALT:
− Loss of 28 VDC to one NAV receive will give LOC and/or GS comparator cau-
tion opposite side.
− AP and YD will disconnect and warning comes on.
LOSS OF 26 VAC INVERTER:
− No effect on LOC/GS.
ACTIONS
− Perform GO AROUND.
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PAGE 20
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS
CONTENTS
Audio Integrating

4/1.1 Description
4/1.2 Operation
HF COM (OPTION)

4/2.1 Description
4/2.2 Operation
VHF COM
4/3.0 Highlights
4/3.1 Description
4/3.2 Operation
PA/Interphone

4/4.1 Description
4/4.2 Operation
ACARS (OPTION)

4/5.1 Description
4/5.2 Operation
4 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS
4 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING

Description
1. GENERAL 2.2 Audio Control Panel (ACP)
The audio integrating system provides the pilots Two ACP’s are installed in the cockpit, one for each
with intercom and audio control. pilot. The ACP’s are furnished with slide levers for
volume control and a number of pushbuttons and
The VHF HF COM and HF COM (if installed) sys-
switches that allow various controls of the audio
tems, as well as audio signals from the radio navi-
system. The selected volume levels and switch set-
gation systems, are together with the cockpit and
tings are converted into digital data and sent to the
ground crew interconnected with the audio integrat-
REU for control of the systems interconnected with
ing system. The audio integrating system will then
the REU.
provide the pilot with a corresponding number of
audio channels, which can easily be selected and 2.3 Loudspeakers
controlled by any of the two Audio Control Panels.
The communication and the audio signals are lis- Two loudspeakers are installed in the cockpit above
tened to and spoken with by either headsets or each pilot’s head. The volume of the speakers are
cockpit loudspeakers and hand microphones. controlled by associated SPKR slide levers, L
speaker L ACP and R speaker R ACP. Aural warn-
All communication is recorded by the CVR (Cockpit
ing, GPWS, and PA chime signals have fixed audio
Voice Recorder). The Press To Transmit signals for
levels and can be heard regardless of volume set-
the COM’s are recorded by the Flight data recorder.
ting.
2. MAIN COMPONENTS AND SUBSYSTEMS
2.4 Pilot jack panel
2.1 Remote Electronic Unit (REU) Two pilot jack panels provide connections of the
headsets to the REU, two kinds of standard head-
The Remote Electronic Unit, REU, which forms the
set connectors are accepted; PJ−055B earphone
central part of the audio integrating system, serves
and PJ−068 microphone or CANNON XLR type
as a distribution and switching center for the sys-
connectors.
tems that are interconnected with the REU.
For oxygen mask use, a separate jack connects the
For communication, two pilot jack panels provide
mask microphone to the REU by the BOOM/MASK
connections of the headsets to the REU. There are
switch on associated ACP; L mask L ACP and R
also two loudspeakers and hand microphones con-
mask R ACP. PA calls with the mask microphone
nected to the REU for backup.
can be made by pressing the PA button on the jack
The REU contains two identical circuit boards pow- panel, also see AOM 4/4.1 and 4/4.2.
ered through their associated Audio Control Panel,
ACP, by L and R BAT BUS. The circuit boards per- 2.5 Observers jack panel
form switching and amplification as selected on the
The observers jack panel provides connection of
ACP of cockpit intercom, HF and VHF COM audio
the observers headset to the REU. The same type
and of audio idents for VOR, ILS, MARKER, DME
of connectors are accepted as for pilot jack panel. A
and ADF.
MIC switch provides on/off function of the observers
Aural warning, GPWS and PA chime signals have microphone. There is also a PHONE switch which
fixed audio levels and can be heard regardless of allows the observer to listen to either the left or the
volume setting. right pilot’s communication.
If one or both circuit boards should fail, the VHF 2.6 Ground crew jack panel
COM’s can be bypassed the REU and switched
directly to the headsets by the NORM/EMER switch The ground crew jack panel, located in the nose
on associated ACP; VHF COM 1 to the L/P ACP wheel well, provides intercom between ground crew
and VHF COM 2 to the R/P ACP. and cockpit. Intercom volume is controlled with INT
slide lever on both ACP’s. The white ground crew
4/1.1
PAGE 1
Sep 30/15

Description
light on the ground status panel will be on whenever The ground crew microphone can be switched on/
the ground crew headset is connected. off by a switch on the ground crew headset control-
ling the REU.
Logic
ACP
L/P
Cockpit speakers
Audio
Jack panel
Flight data recorder
Cockpit voice recorder

PHONE
Observer Jack panel
switch
Jack panel
Audio
R/P
IDENT signal
Logic VOR
ACP
PTT REU IDENT signal

LOC
Steering wheel
switch
L/P
R/P IDENT signal Marker
Hand Mic. REMOTE
ELECTRONIC
UNIT
Audio IDENT signal DME
Jack panel
Mic. ON/OFF
Ground
IDENT signal
crew ADF
Light
Audio PA chime
VHF COM
1 and 2 Aural warning
GPWS
Audio
HF COM
Fig. 1 Audio integrating system − schematic
4/1.1
PAGE 2
Sep 30/15

Description
XMIT SELECT pushbuttons.

− Momentarily press associated button to
select COM/HF for transmitting (HF if
installed, COM 3 not used).
− Selected button illuminates.
MIC switch.
HOT− Headset or mask microphone is
continuously on in the intercom.
COLD− The microphone is only on in the
intercom when the PTT is de-
pressed for transmission.
BOOM/MASK switch.
A A BOOM −Headset microphone selected.
MASK −Oxygen mask microphone
VOICE/IDENT switch. selected.
VOICE − Voice signals only. NORM/EMER switch.
IDENT − Both audio code and voice signals. NORM− Control of the COM’s is managed
by the ACP.
A AUDIO CONTROL PANEL EMER− Bypass of the REU if the audio
system fails.
XMIT SELECT HOT − Direct connection with the COM
MIC by headset and control wheel PTT
COLD
button only.
1 COM 2 COM 3 HF INT BOOM
− For L side ACP; COM 1, L control
wheel PTT and L headset.
MASK
NORM − For R side ACP; COM 2, R control
wheel PTT and R headset.
EMER − Fixed volume.
1 NAV 2 MKR 1 ADF 2 PA SPKR
VOICE Loudspeaker volume.
Even if the volume is turned down, warning
IDENT signals and PA chime signals can still be
PTT
heard over the loudspeaker.
Volume controls.
Slide levers for volume control of
associated system, for example:
PTT button. INT − intercom
Press To Transmit. MKR − marker
PA − cabin PA
A11576 (COM 3 not used)
Fig. 2 Audio Control Panel, ACP − controls
4/1.1
PAGE 3
Sep 30/15

Description
B B
A GROUND STATUS PANEL Ground crew light.
A white light comes on when ground
crew headset is connected in the nose
DOORS STATUS
wheel well.
CARGO FUELING R PROP
DOOR BRAKE
MAIN MAIN DOOR
DOOR HANDLE
CREW EXT PWR

HATCH AVAIL
Connection for oxygen mask micro-

phone.
B PILOTS JACK PANEL

Connections for headset.
Two types of connectors are accepted.
OXY BOOM
MASK
Interphone button.
Connects mask microphone to PA/Inter-
phone when pressed. See AOM 4/4.1
BOOM PA
and 4/4.2.
A11577
Fig. 3 Ground status and pilots jack panel − jacks and lights (Left side shown)
4/1.1
PAGE 4
Sep 30/15

Description
B A
B
B COCKPIT LOUDSPEAKER
A OBSERVERS JACK PANEL

PHONE MIC BOOM
L/P HOT
Connections for headsets.

R/P COLD
Two types of connectors are accepted.
PHONE (Audio) switch. MIC switch.

L/P− Connects the observer’s head- HOT− Headset microphone is continu-
set to the left pilot audio. ously on in the intercom.
R/P− Connects the observer’s head- COLD− The microphone is switched off.
set to the right pilot audio.
A11578
Fig. 4 Loudspeaker and observers jack panel − controls and jacks
4/1.1
PAGE 5
Sep 30/15

Description
GROUND CREW JACK PANEL
GROUND CREW HEADSET TALK SWITCH

(schematic)
Talk switch
Headset
Microphone plug
Earphone plug
A11579
Fig. 5 Ground crew station and schematic
4/1.1
PAGE 6
Sep 30/15

Description
Left pilot audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−10 AUDIO L

Right pilot audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L−10 AUDIO R
4/1.1
PAGE 7
Sep 30/15

Description
4/1.1
PAGE 8
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
The operation is described individually under each system which is connected to the Audio Integrating sys-
tem; VOR/ILS, DME, ADF, PA/INTERPHONE, VHF COM and HF COM.
3.1 LOSS OF COM- ACTIONS

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for faulty headset by connecting them one at a time.
2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3. NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
− COM 1, L audio control panel.
− COM 2, R audio control panel.
Communication re−established
4. The audio control panel failed.
− Only the COM can be used with switch in EMER. All other functions
must be controlled by the opposite audio control panel.
− The COM audio level becomes fixed and is not adjustable.
− The PTT function can only be provided from the PTT button on the con-
trol wheel.
L ACP: COM 1 − L control wheel.
R ACP: COM 2 − R control wheel.
4. Communication lost.
3. If headsets failed use hand microphones and loudspeakers.
4/1.2
PAGE 1
Sep 30/15

Operation
3.2 COCKPIT IN- ACTIONS

TERCOM DEAD
1. CBs E−10 (AUDIO L) and L−10 (AUDIO R) . . . . . . . . CHECK/RESET
4/1.2
PAGE 2
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS, HF

Description
1. GENERAL The clarifier permits the pitch of the received signal

to be varied 100 Hz in all modes except AM.
The HF 220 communication system provides a two-
way voice link in the high frequency range 2.0 to 2.2 Transceiver and Power amplifier
22.9999 MHz. A 100 Hz frequency spacing allows
selection of any one of 210 000 distinct frequencies. The transceiver contains the frequency synthesizer
The following communication modes can be se- and the channel program memory which will auto-
lected: matically be tuned to the selected frequency/chan-
nel.
− USB = Upper side band (single side The transceiver also contains the receiver/exciter.
band transmission).
The exciter is a transmitter which produces a low
− AM = Amplitude modulated. power signal (150 mW) which is applied to the Pow-
− A3A and A3J = Telephone mode. Half duplex er amplifier during transmission, and amplified to a
operation on preprogrammed 100 watt peak signal for all modes except 25 watt
channels. average signal for AM operation.
The system consists of a control unit in the cockpit, 2.3 Antenna coupler and Antenna
a transceiver and power amplifier in the avionics
rack and an antenna with antenna coupler in the tail Because the HF system operates over such a wild
section. frequency range, it is not possible to match the ac-
tual length of the aircraft HF antenna to each of the
Audio Integrating system, all communication is HF frequencies.
recorded by the CVR (Cockpit Voice Recorder) and
PTT by the Flight data recorder via the FDAU The Antenna coupler function is to change its elec-
(Flight Data Acquisition Unit). trical impedance and thereby tuning the antenna to
each frequency and making the antenna appear to
2. MAIN COMPONENTS AND SUBSYSTEMS the transmitted signal as if it were the ideal physical
length.
2.1 Control unit
During the tuning cycle which is started by a mo-
The principal part of the control unit is a micropro- mentary PTT operation, the Antenna coupler re-
cessor, the necessary controls and a frequency/ quires from 5 to 15 seconds, during which a steady
channel display. 1000 Hz tone will be heard. Within 1 second after
completion of the tuning cycle, tone will cease, indi-
Selected by the FREQ/CHAN switch, the two con-
cating that the HF is ready for transmitting. Howev-
trol knobs provides frequency setting in 100 Hz
er, should the Antenna coupler fail to tune within 30
spacing or setting of any of the 16 preprogrammed
seconds the 1000 Hz tone will begin to ”beep”, indi-
channels.
cating a fault has occurred. The fault can be cleared
There are also mode and squelch controls. by re−channelling and initiating a new tuning cycle.
4/2.1 O1
HF − 220 System PAGE 1
Sep 30/15

Description
CONTROL UNIT
MODE / SQUELCH /
FREQ CLARIFIER / TEST
COCPIT VOICE RECORDER
AUDIO INTEGRATING SYSTEM

CONTROL UNIT
PTT
TUNING
FAULT TRANSMIT /
TUNING FLIGHT DATA RECORDER
RECEIVE
POWER AMPLIFIER
TRANSMIT /
TUNING
RECEIVE
ANTENNA COUPLER
A26524
Fig. 1 HF 220 system − schematic
4/2.1 O1
Sep 30/15

Description
SQUELCH control.
Frequency/channel display. SQUELCH − Rotate clockwise to mute undesired
background noise.
TEST − Squelch is deactivated (maximum
CLARIFIER control. background noise).
− Permits the received signal to be varied
100 Hz to improve audio clarity when
receiving slightly “off frequency” USB,
A3A or A3J signals.
− Does not affect AM reception, and it is
disabled during transmit or when the A HF CONTROL UNIT
control is positioned to OFF.
MODE selector.
CLARIFIER
OFF − System power off
OFF
USB − Upper side band (single side PULL
band transmission). USB AM A3A 100
SQUELCH
AM − Amplitude modulated. OFF A3J
V FREQ CHAN
A3A − Reduced carrier telephone mode. TEST
A3J − Suppressed carrier telephone
mode.
Volume control. Frequency selection:

Clockwise rotation increases the audio vol- Left outer − 1 MHz digit.
ume. The volume control works in conjunc- Left inner − 100 kHz digit.
tion with the HF volume lever on the ACP Right outer − 10 kHz digit.
(Audio Control Panel), both controls have Right inner − 1 kHz digit.
to be set, see operation AOM O1 4/2.2. (pushed in)
Right out − 100 Hz digit.
(pulled out)
FREQ/CHAN selector.
Channel selection:
FREQ − Frequencies can be selected and
displayed. Any of the dual controls can be used to
select the 16 channels.
CHAN − Preprogrammed channels can
be selected and displayed.
A26525
Fig. 2 HF 220 − controls
4/2.1 O1
Sep 30/15

Description
4/2.1 O1
Sep 30/15

Description
1. GENERAL There are also mode and squelch controls.
The HF 230 communication system provides a two- The clarifier permits the pitch of the received signal
way voice link in the high frequency range 2.0 to to be varied 100 Hz in all modes except AM.
22.9999 MHz. A 100 Hz frequency spacing allows
2.2 Transceiver and Power amplifier
selection of any one of 280 000 distinct frequencies.
The following communication modes can be se- The transceiver contains the frequency synthesizer
lected: and the channel program memory which will auto-
matically be tuned to the selected frequency/chan-
− USB = Upper side band (single side nel.
band transmission).
The transceiver also contains the receiver/exciter.
− LSB = Lower side band.
The exciter is a transmitter which produces a low
− AM = Amplitude modulated. power signal (150 mW) which is applied to the Pow-
− TEL SUP CAR and TEL PLT CAR= Telephone er amplifier during transmission, and amplified to a
mode. Half duplex operation on 176 prepro- 100 watt peak signal for all modes except 25 watt
grammed ITU radiotelephone channels. average signal for AM operation.
The system consists of a control unit in the cockpit, 2.3 Antenna coupler and Antenna
a transceiver and power amplifier in the avionics
rack and an antenna with antenna coupler in the tail Because the HF system operates over such a wild
section. frequency range, it is not possible to match the ac-
tual length of the aircraft HF antenna to each of the
Audio control and PTT are managed through the HF frequencies.
Audio Integrating system, all communication is re-
corded by the CVR (Cockpit Voice Recorder) and The Antenna coupler function is to change its elec-
PTT by the Flight data recorder via the FDAU trical impedance and thereby tuning the antenna to
(Flight Data Acquisition Unit). each frequency and making the antenna appear to
the transmitted signal as if it were the ideal physical
2. MAIN COMPONENTS AND SUBSYSTEMS length.
2.1 Control unit During the tuning cycle which is started by a mo-
mentary PTT operation, the Antenna coupler re-
The principal part of the control unit is a micropro- quires from 5 to 15 seconds, during which a steady
cessor, the necessary controls and a frequency/ 1000 Hz tone will be heard. Within 1 second after
channel display. completion of the tuning cycle, tone will cease, indi-
Selected by the FREQ/CHAN switch, the two con- cating that the HF is ready for transmitting. Howev-
trol knobs provides frequency setting in 100 Hz er, should the Antenna coupler fail to tune within 30
seconds the 1000 Hz tone will begin to ”beep”, indi-
spacing or setting of any of the 40 user pre−pro-
cating a fault has occurred. The fault can be cleared
grammable and 176 preprogrammed ITU telephone
by re−channelling and initiating a new tuning cycle.
channels.
4/2.1 O2
Sep 30/15

Description
CONTROL UNIT
MODE / SQUELCH /
FREQ CLARIFIER / TEST
COCPIT VOICE RECORDER
AUDIO INTEGRATING SYSTEM

CONTROL UNIT
PTT
TUNING
FAULT TRANSMIT
TUNING FLIGHT DATA RECORDER
/
RECEIVE
POWER AMPLIFIER
TRANSMIT
TUNING
/
RECEIVE
ANTENNA COUPLER
ANTENNA
A26528
Fig. 1 HF 230 system − schematic
4/2.1 O2
Sep 30/15

Description
Channel / Frequency select knobs.

Knob functions when selecting a descrete frequency: Knob functions when selecting a user programmed channel:
Left outer − Selects the MHz digits (1 through 29 in the Left outer − Rotate until it brings up user channel
A FREQ kHz display. number 1 or 40. If user channel 1 is being
displayed, the next clockwise increment of
Left inner − Selects the 100 kHz digit (0 through 9) in the knob will cause user channel 10 to be
(pushed in) the FREQ kHz display. displayed, then 20, 30 and 40. User chan−
nels are designated by 1− or 2−digit chan−
Left inner − Rotate to select between USB, AM and nels numbers appearing at the right side of
(pushed out) LSB modes. the CHAN display (the upper two or three
Photocell. digits are blanked).
Right outer − Selects the 10 kHz digit (0 through 9)
Controls display brightness. in the FREQ kHz display. Left inner − No effect on user channels.
(pushed in or
Right inner − Selects the 1 kHz digit (0 through 9) pulled out)
(pushed in) in the FREQ kHz display.
R − Receive. Right outer − With user channel 1 displayed, clockwise
Right inner − Selects the 100 kHz digit (0 through 9) rotation of this knob will increment
T − Transmit. (pulled out) in the FREQ kHz display. through the 40 user channels one channel
at a time. The next increment past user
Channel/Mode/Frequency display. channel 40 will cause the lowest ITU chan−
nel number (401) to be called up. With
user channel 40 displayed, counterclock−
wise rotation of the right outer knob will
OFF/Volume control. decrement through the 40 user channels,
1 channel at a time. The next decrement
− Turning the control clockwise out of the CHAN MODE FREQ KHZ past user channel 1 will cause the highest.
detent applies power to the system. USB R
ITU channel number (2240) to be called up.
Right inner − No effcect on user channels.
− Continued clockwise rotation increases the HF (pushed in or
audio volume. The volume control works in pulled out)
conjunction with the HF volume lever on the CHAN FREQ PGM, program button.
Knob functions when selecting an ITU telephone channel:
ACP (Audio Control Panel), both controls V CLAR+ S PGM PULL
MODE
PULL
100 Provides storage of frequencies in the 40 user
have to be set, see operation AOM O2 4/2.2. OFF TST programmable channels. Left outer − This knob is used to select the ITU band
There are three types of channels that can be (the one or two left−hand digits in the CHAN
programmed: display). Clockwise rotation of the knob
increments the CHAN display to the next
− Half−duplex. higher ITU band and counterclockwise
CLAR, clarifier control. The user programs two different frequencies, rotation decrements to the next lower ITU
one for receive and one for transmit. The user band. If ITU channel 401 is being displayed,
− Permits the received signal to be varied also assigns one of the available operating the next clockwise increment of the knob
100 Hz to improve audio clarity when re− modes (USB, LSB, AM, TEL SUP CAR or will cause ITU channel 601 to be displayed,
ceiving slightly “off frequency” USB, LSB or TEL PLT CAR) to the selected channel. then 801, 1201, 1601 and 2201. Rollover
Half duplex operation is used by the maritime occurs between the top ITU band (22 MHz)
telephone signals. and user programmed channel number 1
radiotelephone network (public correspon− and between the lowest ITU band (4 MHz)
− Does not affect AM reception, and it is dis− dence) stations. and user programmed channel number 40.
abled during transmit or when the control is − Simplex.
The user programs the same frequency for Left inner − No effect on ITU channels.
positioned to OFF. receive and for transmit. The user also (pushed in)
assigns one of the available operating modes
(USB, LSB, AM, TEL SUP CAR or TEL PLT Left inner − Rotate to select between TEL SUP CAR
(pulled out) and TEL PLT CAR modes.
Squelch control. CAR) to the selected channel. Simplex
operation is used by ARNIC, ATC (Air Traffic Right outer − This knob selects the indicidual channel
− Rotate clockwise to mute undesired back− Control) and others. number within the ITU band (the two right−
ground noise. − Recevie−only. hand digits in the CHAN display). If the
The user programs a frequency for receive channel number is incremented beyond the
− TST−squelch is deactivated (maximum and asssigns one of the available operating highest channel for that band, the lowest
background noise). modes (USB, LSB, AM, TEL SUP CAR or channel for the next higher band will
appear. For example, if ITU channel 426 is
TEL PLT CAR) but does not program a being displayed, the next clockwise incre−
transmit frequency. The transmitter and ment of the knob will cause ITU channel
Channel/Frequency selector. power amplifier are locked out and can not 601 to be displayed. Likewise, decrementing
be used when a channel has been program− below the lowest channel in a band will
− Selects either channel mode or descrete med for receive−only operation. Receive−only select the highest channel in the next
frequency mode of operation. channels are used to listen to frequency lower band.
standards (WWV for example) time, weather,
Right inner − No effect on ITU channels.
Omega status, and geophysical alert broad− (pushed in or
casts to name just a few. pulled out)
A26534
Fig. 2 HF 230 − controls
4/2.1 O2
COLLINS HF − 230 PAGE 3
Sep 30/15

Description
4/2.1 O2
COLLINS HF − 230 PAGE 4
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS, HF COM

Description
A/P
D
I
S
C
A CONTROL WHEEL
PTT
PTT BUTTON
B HAND MICROPHONE
C B A B C
C AUDIO CONTROL PANEL, ACP

HOT
XMIT SELECT
MIC
COLD
XMIT SELECT button.

MASK
NORM
EMER
HF Volume control lever.
VOICE
IDENT
PTT
PTT button.
C0675
− Press To Transmit.
Fig. 3 HF COM − controls
4/2.1 O
PAGE 5
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS, HF COM

Description
HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONICS BUS E−14 COM HF
4/2.1 O
PAGE 6
Sep 30/15

Operation
HF−220 COM SYSTEM

For more detailed information see
Collins Pilot’s Guide for HF−220
1. LIMITATIONS
Do not tune or transmit on HF during refueling.
2. NORMAL OPERATION
2.1 POWER UP 1. L AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is supplied to the HF by L AVION BUS.

2. SQUELCH control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
3. Volume control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE
− Set to middle position.

4. Mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT MODE
− Power is applied to the HF except in OFF position.

5. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set lever to proper volume.

NOTE
Allow 15 minutes warmup before use.
WARNING
2.2 FREQUENCY/ Do not tune or transmit on HF system during fueling since fire and/or injury to
CHANNEL TUN- personnel may result.
ING
1. XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . PRESS
− Check to be illuminated.
2. CLARIFIER control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(Cont’d)
4/2.2 O1
COLLINS HF 220 PAGE 1
Sep 30/15

Operation
(Cont’d)
− Successful HF communications depend on compatibility between the air-
borne and the ground station. It is extremely important that the operator
select the same operating mode on the HF that the ground station the oper-
ator wish to contact will be using. The USB mode is the most popular oper-
ating mode for airborne HF ssb communications and should normally be
tried first unless it is known that the ground station is operating in another
mode.
Frequency selection
4. FREQ/CHAN selector . . . . . . . . . . . . . . . . . . . . . . . FREQ
5. Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− The HF will mute when selecting a new frequency. Wait until the HF is
no longer muted before continuing the tuning procedure.
Proceed with item 6 below.
Channel selection
4. FREQ/CHAN selector . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAN
5. Channel number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Use any of the two selectors.

− 16 channels.
− The HF will mute when selecting a new channel. Wait until the HF is no lon-
ger muted before continuing the tuning procedure.
6. PTT (Press To Transmit) button . . . . . . . . . . . . . . . . . . . PRESS
MOMENTARILY
− Depress switch momentarily to initiate antenna tuning. This is indicated by
a 1000 Hz tone and takes from 5 to 15 seconds.
− When the tone stops, the HF system is ready for use.
− If the antenna coupler does not tune after approximately 35 to 40 seconds,
the steady 1000 Hz tone will begin to beep, indicating a fault has occurred.
To clear the fault, simply rotate one of the frequency/channel select knobs
away from and then back to the desired frequency or channel and initiate
another tuning cycle by momentarily pressing the microphone PTT button.
The 1000 Hz tone should again be present and then disappear at the end of
the tuning cycle. If the beeping recurs, try the clearing procedure a second
time; if fault is still indicated, there is probably an equipment malfunction.
4/2.2 O1
Sep 30/15

Operation
WARNING
2.3 COMMUNICA- Do not tune or transmit on HF system during fueling since fire and/or injury to
TION personnel may result.
RECEIVE
1. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . ADJUST
− Use headset or handmicrophone and loudspeaker.

2. CLARIFIER control . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Start with the control at OFF and turn clockwise to improve audio clarity
when receiving slightly “off frequency” USB, LSB or telephone signals.
− This does not affect AM reception, and it is disabled during transmit or
when the control is positioned to OFF.
3. SQUELCH control . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Start with the control at TEST and turn clockwise until background
noise is barely audible.
− Do not rotate SQUELCH control too fast. Squelch circuit has a relative-
ly long time constant and rotating knob knob too far may result in
missed calls on some of the weaker signals.
− Setting the SQUELCH control too far clockwise can result in blocking
out weak signals. The operator will find that there are times (depending
on prevailing conditions) when it will be necessary to leave the squelch
control in the OFF position to maintain satisfactory reception. This is
because of conditions relating to propagation and ionospheric condi-
tion that causes the HF receiver to operate with at signal that is subject
to considerable fading and which is only marginally strong enough (un-
like the conventional VHF which normally operates with a strong line−
of−sight nonfading signal).
4. HF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . READJUST
− If necessary, compensate squelch by increased volume.

− Always be prepared to meet fading by increased volume.
Transmit
1. XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . SELECT
− Check to be illuminating.
2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(Cont’d)
4/2.2 O1
Sep 30/15

Operation
(Cont’d)
CAUTION
HF transmission disturbs the ADF system.
NOTE
The HF must be returned each time changing to new channel or frequency, be-
fore transmitting.
4/2.2 O1
Sep 30/15

Operation

MUNICATION
1. SQUELCH control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. CLARIFIER control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Channel/Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETUNE
4. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
6. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.2 ANTENNA INDICATIONS

COUPLER
If the antenna coupler does not tune after approximately 35 to 40 seconds, the
DOES NOT
steady 1000 Hz tone will begin to beep, indicating a fault has occurred.
TUNE
ACTIONS
1. To clear the fault, simply rotate one of the frequency/channel select knobs
another turning cycle by momentarily pressing the microphone PTT but-
ton. The 1000 Hz tone should again be present and then disappear at the
end of the turning cycle. If the beeping recurs, try the clearing procedure a
second time; if a fault is still indicated, there is probably an equipment mal-
function.
3.3 HF COM DEAD ACTIONS
1. CB E−14 (HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET

4/2.2 O1
Sep 30/15

Operation
4/2.2 O1
Sep 30/15

Operation
HF−230 COM SYSTEM

For more detailed information see
Collins Pilot’s Guide for HF−230
1. LIMITATIONS
Do not tune or transmit on HF during refueling.
2. NORMAL OPERATION
− Power is supplied to the HF by L AVION switch ON.

2. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . . . . . EST
− Set lever to approximately middle position.

3. Squelch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TST
4. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE
− Set lever to proper volume.

− Rotating the volume control clockwise out of detent applies power to the
HF.
NOTE
Allow 15 minutes warmup before use.
2.2 USER The 40 user programmable channels can be easily programmed on ground or
CHANNELS in flight. All programmed information is stored in nonvolatile memory and can
PROGRAMM be easily recalled by selecting the desired user channel number.
ING
There are three types of channels that can be programmed:
A. Half duplex
The user programs two different frequencies, one for receive and one for
transmit. The user also assigns one of the available operating modes (USB,
LSB, AM, TEL SUP CAR or TEL PLT CAR) to the selected channel. Half du-
plex operation is used by the maritime radiotelephone network (public corre-
spondence) stations.
1. Ensure that the CHAN/FREQ selector is in the CHAN position.
(Cont’d)
4/2.2 O2
Sep 30/15

Operation
(Cont’d)
2. Select the desired user channel.
Rotate the left outer channel select knob in either direction until user channel 1
or 40 appears at the right side of the CHAN display. Then use the right outer
channel select knob to select the desired channel number (from 1 to 40) to
program.
3. Initiate program mode.
Press the program (PGM) button once to initiate the programming sequence.
At this point, the entire display will begin to slowly blink.
4. Enter the receive frequency and mode of operation.
Set the desired receive frequency using the four frequency select knobs. The
receive frequency will appear in the FREQ kHz display. Next, select the de-
sired operating mode (USB, LSB, AM, TEL SUP CAR or TEL PLT CAR) by
pulling out the PULL MODE knob and rotating it until the appropriate mode
appears in the MODE display.
5. Store the receive frequency and mode of operation.
With the desired receive frequency and mode being displayed, press the
PGM button once again to store the data. The display will blank for a short
period of time to confirm storage.
6. Enter and store the transmit frequency.
When the display returns, it will be blinking faster with the transmit frequency
displayed (initially this is the same as the already programmed receive fre-
quency). At this point, the operator have approximately 20 seconds to begin
entering the desired transmit frequency. If no changes are made during the
next 20 sec. the currently displayed transmit frequency will become invalid
and a receive−only channel have been created. Set the desired transmit fre-
quency using the four frequency select knobs.
With the desired transmit frequency shown in the FREQ kHz display, press
the PGM button once again to store the data. As before, the display will blank
for a short period of time to confirm the storage. The display will then return to
normal with the new channel data (channel number, mode and receive fre-
quency) showing.
B. Simplex
The user programs the same frequency for receive and for transmit. The user
also assigns one of the available operating modes (USB, LSB, AM, TEL SUP
CAR and TEL PLT CAR) to the selected channel. Simplex operation is used
by ARINC, ATC (Air Traffic Control) and others.
(Cont’d)
4/2.2 O2
Sep 30/15

Operation
(Cont’d)
program.
Set the desired simplex receive (and transmit) frequency using the four fre-
quency select knobs. The selected frequency will appear in the FREQ kHz
display. Next, select the desired operating mode (USB, LSB, AM, TEL SUP
CAR or TEL PLT CAR) by pulling out the PULL MODE knob and rotating it
until the appropriate mode appears in the MODE display.
With the desired simplex frequency and mode being displayed, press the
6. Store the transmit frequency.
When the display returns, it will be blinking faster with the simplex transmit
frequency displayed (this is the same as the already programmed receive fre-
quency). At this point, the operator have approximately 20 seconds to com-
plete the simplex programming operation. If no changes are made during the
next 20 seconds, the currently displayed transmit frequency will become in-
valid and a receive−only channel have been created. Press the PGM button
once again to store the frequency. As before, the display will blank for a short
period of time to confirm storage. The display will then return to normal with
the new channel data (channel number, mode and simplex frequency) show-
ing.
C. Receive−only
The user programs a frequency for receive and assigns one of the available
operating modes (USB, LSB, TEL SUP CAR or TEL PLT CAR) but does not
program a transmit frequency. The transmitter and power amplifier are locked
out and can not be used when a channel has been programmed for receive−
only operation. Receive−only channels are used to listen to frequency stan-
dards (WWV for example), time, weather, Omega status and geophysical
alert broadcasts to name just a few.
(Cont’d)
4/2.2 O2
Sep 30/15

Operation
(Cont’d)
program.
Set the desired receive frequency using the four frequency select knobs. The
selected frequency will appear in the FREQ kHz display. Next, select the de-
sired operating mode (USB, LSB, AM, TEL SUP CAR or TEL PLT CAR) by
pulling out the PULL MODE knob and rotating it until the appropriate mode
appears in the MODE display.
With the desired receive frequency and mode being displayed, press the
6. Terminate the programming sequence.
When the display returns, it will be blinking faster with the simplex transmit
frequency displayed(this is the same as the already programmed receive fre-
quency. At this point, the operator can terminate the programming sequence
in any of the three ways.
a. By momentarily pressing any PTT button.
b. By positioning the CHAN/FREQ selector to FREQ and then back to
CHAN.
c. By waiting for the 20 second timer to run out
(this is the preferred method).
When the programming sequence is terminated, the display will return to nor-
mal with the new channel data (Channel number, mode and receive−only fre-
quency) showing.
4/2.2 O2
Sep 30/15

Operation
2.3 FREQUENCY/ WARNING

CHANNEL TUN- Do not tune or transmit on HF system during fueling since fire and/or injury to
ING personnel may result.
1. XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . PRESS
− Check to be illuminated.
2. CLAR, clarifier control . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Frequency selection
3. CHAN/FREQ selector . . . . . . . . . . . . . . . . . . . . . . . FREQ
4. Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− The HF will mute when selecting a new frequency. Wait until the HF is
no longer muted before continuing the tuning procedure.
5. PULL MODE knob . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
− Select mode of operation.

− Successful HF communications depend on compatibility between the
airborne and the ground station. It is extremely important that the oper-
ator select the same operating mode on the HF that the ground station
the operator wish to contact will be using. The USB mode is the most
popular operating mode for airborne HF ssb communications and
should normally be tried first unless it is known that the ground station is
operating in another mode.
Proceed with item 6 below.
Channel selection
3. CHAN/FREQ selector . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAN
4. Channel number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Use any of the two selectors.

− The HF will mute when selecting a new channel. Wait until the HF is no lon-
ger muted before continuing the tuning procedure.
(Cont’d)
4/2.2 O2
Sep 30/15

Operation
(Cont’d)
5. PULL MODE knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS
REQUIRED
− Pulling out and rotating the PULL MODE knob when one of the 176 ITU
channels is selected cycles the system between TEL SUP CAR and TEL
PLT CAR mode.
− All five of the modes (USB, AM, LSB, TEL SUP CAR and TEL PLT CAR)
are available for use on the user programmable channels. However, if one
of the 40 user programmable channels is selected and the PULL MODE
knob is pulled out and rotated, no mode changes will occur. This is because
the modes for these channels are selected and stored in non−volatile
memory during the programming sequence.
6. PTT (Press To Transmit) button . . . . . . . . . . . . . . . . . . . PRESS
MOMENTARILY
− Depress switch momentarily to initiate antenna tuning. This is indicated by

a 1000 Hz tone and takes from 5 to 15 seconds.
− When the tone stops, the HF system is ready for use.
− If the antenna does not tune after approx. 35 to 40 seconds, the steady
1000 Hz tone will begin to beep, indicating a fault has occurred. To clear the
fault, simply rotate one of the frequency/channel select knobs away from
and then back to the desired frequency or channel and initiate another tun-
ing cycle by momentarily pressing the microphone ptt button. The 1000 Hz
tone should again be present and then disappear at the end of the tuning
cycle. If the beeping recurs, try the clearing procedure a second time; if a
fault is still indicated, there is probably an equipment malfunction.
WARNING
2.4 COMMUNICA- Do not tune or transmit on HF system during fueling since fire and/or injury to
TION personnel may result.
RECEIVE
1. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . ADJUST
− Use headset or handmicrophone and loudspeaker.

2. CLAR, clarifier control . . . . . . . . . . . . . . . . . . . . . . . SET
− Start with the control at OFF and turn clockwise to improve audio clarity
when receiving slightly “off frequency” USB, LSB or telephone signals.
− Does not affect AM reception, and it is disabled during transmit or when
the control is positioned to OFF.
(Cont’d)
4/2.2 O2
Sep 30/15

Operation
(Cont’d)
3. Squelch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Start with the control at TST and turn clockwise until background noise
is barely audible.
− Do not rotate squelch control too fast. Squelch circuit has a relatively
long time constant and rotating knob knob too far may result in missed
calls on some of the weaker signals.
− Setting the squelch control too far clockwise can result in blocking out
weak signals. The operator will find that there are times (depending on
prevailing conditions) when it will be necessary to maintain satisfactory
reception. This is because of conditions relating to propagation and the
ionosphere that causes the HF receiver to have to operate with a signal
that is subject to considerable fading and which is only marginally
strong (unlike the conventional VHF which normally operates with a
strong line−of−sight, nonfading signal).
4. HF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . READJUST
− If necessary, compensate squelch by increased volume.

− Always be prepared to meet fading by increased volume.
Transmit
1. XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . SELECT
− Check to be illuminating.
2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
CAUTION
HF transmission disturbs the ADF system.
NOTE
The HF must be returned each time changing to new channel or frequency, be-
fore transmitting.
4/2.2 O2
Sep 30/15

Operation

MUNICATION
1. SQUELCH control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. CLAR (clarifier) control . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Channel/Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETUNE
4. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
6. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

COUPLER
If the antenna coupler does not tune after approximately 35 to 40 seconds, the
DOES NOT
steady 1000 Hz tone will begin to beep, indicating a fault has occurred.
TUNE
ACTIONS
1. To clear the fault, simply rotate one of the frequency/channel select knobs
another turning cycle by momentarily pressing the microphone PTT but-
ton. The 1000 Hz tone should again be present and then disappear at the
end of the turning cycle. If the beeping recurs, try the clearing procedure a
second time; if a fault is still indicated, there is probably an equipment mal-
function.
3.3 HF COM DEAD ACTIONS
1. CB E−14 (HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET

3.4 EQUIPMENT If the receive (R) or transmit (T) annunciators on the HF control unit start to
MALFUNCTION flash indicates that the receive or transmit (as applicable) frequency data from
the Transceiver does not match that being sent by the HF control unit. An
equipment malfunction is probable and the HF system should be checked by
maintenance personnel.
4/2.2 O2
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM

Highlights
DESCRIPTION/OPERATION
0.1 VHF COM 1 nuisance transmitting during

engine start
Without mod. no. 1154 embodied:

− With the BATT switches in ON position the Audio
System Remote Electronic Unit (REU) is supplied
from the L/R BATT BUSSES. COM 1 is normally
supplied from EMER AVION BUS.
− During an engine start with limited power supply
there will be a voltage drop on the L/R BATT
BUSSES affecting the REU logic in such a way
that nuisance keying of the VHF COM 1 transmit-
ter occurs causing annoying conditions on the
selected frequency. This is most significant dur-
ing BATT starts when the first engine is started
but may occur also during a General Crossover
start if for any reason the General should supply
only limited power. Starting up with a weak GPU
may create the same situation.
− As the problem is in the REU, switching the
NORM−EMER switches on both Audio Control
Panels to EMER, will bypass the REU and no
nuisance keying will occur, with the switches in
EMER position COM−receiving on VHF COM 1
is available through the left headset and COM−
transmitting on VHF COM 1 using the left wheel
PTT only. Normal PA system operations is avail-
able but Intercom including the Ground Crew
Communication is not available until NORM−
EMER switch is back to NORM−position.
− Incorporation of the modification (SB−23−006
mod. no. 1154) will eliminate the problem and
improved the design so that during engine start
sequence the REU will be supplied from the
EMER BUS. At 55% Ng the left and right REU
channels will again be supplied from the L/R
BATT BUSSES. Normal COM Intercom will be
available.
0.2 VHF COM frequency range
Without mod. no. 2060 embodied:

− The frequency range of the VHF COM is 118.000
to 135.975 MHz.
4/3.0
PAGE 1
Sep 30/15

Highlights
4/3.0
PAGE 2
Sep 30/15

Description
1. GENERAL Two frequencies can be selected and displayed. By

means of an ACT/PRE (active/preselect) switch the
There are two identical VHF communication sys-
operator can select which frequency shall be con-
tems independent of each other. The frequency
trolled by the frequency selector. With the switch in
range is 118.000 to 136.975 MHz selectable in 25
ACT the transmitter is immediately tuned to the fre-
kHz steps.
quency marked ACT in the display. With the switch
With Mod. No. 2938 the 25 kHz space has been in PRE the tuning does not take place until the
modified with three frequencies, each with 8.33 kHz TUNE button is pressed. At the same time the two
spacing. These frequencies are referred to as frequencies interchange position. This button also
“channels”, since the displayed frequency is not the includes a light which comes on when transmitting,
actual frequency tuned. For example, a frequency triggered by the Press To Transmit (PTT) button.
with 25 kHz spacing, as 118.000 MHz, can now be
The control unit also has a squelch function which
selected with 8.33 kHz spacing by, in this case, se-
is active as long as the NORM/TEST switch is in
lecting 118.005 on the control unit. If 118.010 is se-
the NORM position.
lected the actual frequency tuned is 118.008 MHz.
118.017 MHz is tuned by selecting 118.015 etc. 2.2 Transceiver
This method ensures that the equipment will always
operate in the proper spacing mode. In practice this The transceiver produces an amplitude modulated
will not cause any confusion, since the pilot will be signal of the selected frequency and this signal is
asked to tune a channel as if it was a frequency. directly fed to the antenna. In reception mode, the
The control unit is also modified with three decimal selected frequency is demodulated and the gener-
places to ensure proper frequency/channel selec- ated audio signal is transferred to the Audio Inte-
tion. grating System for distribution.
The control units are located on the center pedes-

tal. The COM 1 antenna is mounted on the top of
the fuselage and the COM 2 antenna is mounted on Antenna
the bottom of the fuselage.
NOTE
Audio Integrating System
Due to fuel tank probe wiring, fuel quantity indica-
tion may momentarily change (less than 1% of full VHF COM
Transceiver
scale indication) when transmitting on COM 2.
Digital Flight Data Recorder
The transmission (PTT button keying) is recorded
on the Digital Flight Data Recorder (DFDR) via the
Flight Data Acquisition Unit (FDAU). The commu- Cockpit Voice Recorder
nication will also be recorded by the Cockpit Voice
Recorder via the Audio Integrating System.
2. MAIN COMPONENT AND SUBSYSTEMS

Selected
2.1 Control unit frequency
The control unit contains a microprocessor which

decodes selector and switch position and generates Control
a frequency information which is transferred to the Unit
transceiver as a data code.
Fig. 1 VHF COM − schematic
4/3.1 CI
PAGE 1
Sep 30/15

Description
Frequency display.
ACT − Active frequency.
Lower − Standby frequency.
NOTE: With Mod. No. 2938 installed, three
decimal digits will be shown.
TUNE button.
When momentarily pressed: A COM CONTROL UNIT
− Standby frequency moves to upper display
and becomes active.
− Former active frequency moves to lower ACT
display and becomes standby.
The button will also illuminate when transmitting.
ACT/PRE switch. ACT TUNE COM

ACT − Frequency selector controls upper
display.
PRE
Lower − Frequency selector controls lower NORM TEST
display.
NORM TEST selector.

NORM − Squelch function active.
TEST − Squelch function disabled.
Frequency selector.
Large knob − Controls the three left digits
in 1 MHz steps.
Small knob − Controls the two (three) right digits
in 25 (8.33) kHz steps.
When selecting XXX.X25 or XXX.X75, only 2
or 7 will be displayed.
A21310
Fig. 2 VHF COM PRO LINE I − controls
4/3.1 CI
PAGE 2
Sep 30/15

Description
1. GENERAL The control unit is also provided with a gas dis-

charge type of display for two frequencies, one ac-
tive and one standby. The display will indicate TX
when the Press To Transmit (PTT) button is oper-
range is 118.000 to 136.975 MHz selectable in
ated.
25 kHz steps.
A programmable Memory facility is also contained
With Mod. No. 2938 the 25 kHz space has been
in the control unit. The memory provides six prepro-
modified with three frequencies, each with 8.33 kHz
grammed frequencies. To select a Memory frequen-
spacing. These frequencies are referred to as
cy, simply step through the Memory by operating
“channels”, since the displayed frequency is not the
the XFR/MEM switch momentarily in MEM position.
actual frequency tuned. For example, a frequency
with 25 kHz spacing, as 118.000 MHz, can now be The control unit also has a squelch function which
selected with 8.33 kHz spacing by, in this case, se- is active as long as the NORM/SQ OFF selector is
lecting 118.005 on the control unit. If 118.010 is se- in the NORM position.
lected the actual frequency tuned is 118.008 MHz.
2.2 Transceiver
118.017 MHz is tuned by selecting 118.015 etc.
This method ensures that the equipment will always The transceiver produces an amplitude modulated
operate in the proper spacing mode. In practice this signal of the selected frequency and this signal is
will not cause any confusion, since the pilot will be directly fed to the antenna. In reception mode, the
asked to tune a channel as if it was a frequency. selected frequency is demodulated and the gener-
The control unit is also modified with three decimal ated audio signal is transferred to the Audio Inte-
places to ensure proper frequency/channel selec- grating System for distribution.
tion.
tal. The COM 1 antenna is mounted on the top of Antenna
the fuselage and the COM 2 antenna is mounted on
the bottom of the fuselage.
NOTE Audio Integrating System

Due to fuel tank probe wiring, fuel quantity indica- VHF COM
tion may momentarily change (less than 1% of full Transceiver
scale indication) when transmitting on COM 2. Digital Flight Data Recorder

on the Digital Flight Data Recorder (DFDR) via the Cockpit Voice Recorder
Flight Data Acquisition Unit (FDAU). The commu-
2. MAIN COMPONENT AND SUBSYSTEMS Selected

frequency
2.1 Control unit

decodes selector and switch position and generates Control
Unit
a frequency information which is transferred to the
4/3.1 C II
PAGE 1
Sep 30/15

Description
Frequency display
Upper display − Active frequency (ACT).
Lower display − Standby frequency.
NOTE:
With Mod. No. 2938 installed, three decimal digits will be shown.
MEM − Memory frequencies available
TX − Indicates transmitting.
XFR/MEM switch
When switched momentarily to:
XFR − Standby frequency moves to upper displayand
becomes active.
− Former active frequency moves to lower display
and becomes standby.
− A tone will be heard when interchanging the
active/standby frequencies.
A MEM − Steps through the six preprogrammed
frequencies.
A COM CONTROL UNIT − After frequency choice, set XFR/MEM switch to
WITH MEMORY XFR position to activate memory frequency.
COLLINS
A
XFR
C Function selector
T
NORM − Squelch function active.
MEM TX MEM SQ OFF − Squelch function disabled.
SQ
NORM OFF
COM
STO Frequency selector
TEST ACT in 1 MHz steps.
Small knob − Controls the two (three) right digits in
50 kHz steps or 25 (8.33) kHz steps for the
first two steps after the direction of rotation
has been reversed.
When selecting XXX.X25 or XXX.X75, only 2 or 7
will be displayed.
Photocell
Controls display brightness.
ACT button
When depressed for more than 2 seconds:
STO button −Standby frequency display goes off.
Frequency selector controls active frequency display.
Select memory cell to program (CH.−) with XFR/ For return to normal:
MEM switch then momentarily press STO button: −Depress for more than 2 seconds.
−Control unit enters Program mode.
−Set up frequency with frequency selector.
−Press STO button to store frequency. TEST button
−XFR/MEM switch for next memory cell (CH.−) When momentarily pressed:
−No activation for 3 sec, returns display to normal. −Control unit enters and displays Diagnostic Fail Code
mode.
−Two tones will be heard.
C0806
(For maintenance purpose).
Fig. 2 VHF COM PRO LINE II − controls
4/3.1 C II
PAGE 2
Sep 30/15

Description
1. GENERAL a frequency information which is transferred to the

tems independent of each other. The frequency Two frequencies can be selected and displayed. By
range is 118.000 to 136.975 MHz selectable in means of a transfer button the operator can select
25 kHz steps. one frequency to be active and the other one as
standby. The active one will be indicated by a ”T”
ated.
“channels”, since the displayed frequency is not the The control unit is provided with a squelch function
actual frequency tuned. For example, a frequency which can be disabled by pulling out the PULL
with 25 kHz spacing, as 118.000 MHz, can now be TEST knob.
selected with 8.33 kHz spacing by, in this case, se-
2.2 Transceiver
lecting 118.005 on the control unit. If 118.010 is se-
lected the actual frequency tuned is 118.008 MHz. The transceiver produces an amplitude modulated
118.017 MHz is tuned by selecting 118.015 etc. signal of the selected frequency and this signal is
This method ensures that the equipment will always directly fed to the antenna. In reception mode, the
operate in the proper spacing mode. In practice this selected frequency is demodulated and the gener-
will not cause any confusion, since the pilot will be ated audio signal is transferred to the Audio Inte-
asked to tune a channel as if it was a frequency. grating System for distribution.
The control unit is also modified with three decimal
places to ensure proper frequency/channel selec-
tion.
Antenna
the bottom of the fuselage. Audio Integrating System
VHF COM
NOTE Transceiver
Due to fuel tank probe wiring, fuel quantity indica- Digital Flight Data Recorder
tion may momentarily change (less than 1% of full
Cockpit Voice Recorder
Recorder via the Audio Integrating System. Selected
frequency
2.1 Control unit Control

Unit
decodes selector and switch position and generates
4/3.1 K
KING PAGE 1
Sep 30/15

Description
Frequency display.
UPPER − Displays active frequency. When
transmitting, a T is displayed at the
right of the active frequency display.
Lower − Displays standby (SBY) frequency.
NOTE: With Mod. No. 2938 installed, three
decimal digits will be shown.
Photocell.
A COM CONTROL UNIT
Transfer button.
When momentarily pressed:
T
and becomes active. Former active frequency
S
B moves to lower display and becomes standby.
Y
When depressed for more than 2 sec:
− Standby frequency display goes off.
Frequency selectors control active frequency
PULL display.
TEST
When pressed again momentarily:
− Standby frequency displayed again and func-
tion back to normal.
Frequency selector.
in 1 MHz steps.
PULL TEST knob. Small knob − Controls the two (three) right digits
− When switch is pulled the squelch in 50 kHz steps and in 25 (8.33)
becomes disabled. kHz steps when the knob is pulled
out.
− Knob pushed in the squelch becomes
active again. When selecting XXX.X25 or XXX.X75, only 2 or 7
will be displayed.
A21308
Fig. 2 VHF COM − controls
4/3.1 K
KING PAGE 2
Sep 30/15

Description
1. GENERAL one frequency to be active and the other one as

standby. The active one will be indicated by a ”T”
ated.
range is 118.000 to 136.975 MHz selectable in
25 kHz steps. A programmable Memory facility is also contained
in the control unit. The memory provides eight pre-
programmed frequencies, by momentarily pressing
the CHAN button and thereafter, choose frequency
by means of the frequency selector.
“channels”, since the displayed frequency is not the
actual frequency tuned. For example, a frequency The control unit is provided with a squelch function
with 25 kHz spacing, as 118.000 MHz, can now be which can be disable by pressing the PUSH TEST
selected with 8.33 kHz spacing by, in this case, se- button.
lecting 118.005 on the control unit. If 118.010 is se- The displays are dimmable and controlled by a pho-
lected the actual frequency tuned is 118.008 MHz. tocell to give the adequate brightness.
118.017 MHz is tuned by selecting 118.015 etc.
This method ensures that the equipment will always 2.2 Transceiver
operate in the proper spacing mode. In practice this
The transceiver produces an amplitude modulated
will not cause any confusion, since the pilot will be
signal of the selected frequency and this signal is
asked to tune a channel as if it was a frequency.
directly fed to the antenna. In reception mode, the
The control unit is also modified with three decimal
selected frequency is demodulated and the gener-
places to ensure proper frequency/channel selec-
ated audio signal is transferred to the Audio Inte-
tion.
grating System for distribution.
the bottom of the fuselage. Antenna
NOTE
Due to fuel tank probe wiring, fuel quantity indica- Audio Integrating System
tion may momentarily change (less than 1% of full
VHF COM
Transceiver
Digital Flight Data Recorder
nication will also be recorded by the Cockpit Voice Cockpit Voice Recorder
2.1 Control unit Selected

frequency
decodes selector and switch position and generates
a frequency information which is transferred to the Control
transceiver as a data code. Unit
Two frequencies can be selected and displayed. By
means of a transfer button the operator can select Fig. 1 VHF COM − schematic
4/3.1 KO
KING MEMORY PAGE 1
Sep 30/15

Description

A Frequency display
Upper:
− Displays active frequency. When transmitting, a T is
displayed at the right of the active frequency display.
Lower
− Displays standby (SBY) frequency.
NOTE: With Mod. No. 2938 installed, three decimal digits
will be shown.
Photocell
A COM CONTROL UNIT Transfer button.

WITH MEMORY
− Standby frequency moves to upper display and be-
T
comes active. Former active frequency moves to low-
er display and becomes standby.
When depressed for more than 2 sec:
S
B − Standby frequency display goes off. Frequency se-
Y
lectors control active frequency display.
− Standby frequency displayed again and function
PUSH back to normal.
TST When pressed in CHANNEL mode:
− Selected frequency becomes active and former ac-
CHAN tive frequency becomes standby.
When pressed in PROGRAM mode:
− Frequency selector controls either one of Upper/Lo-
wer display for setup of Memory.
CHAN button
− Unit enters 8 frequencies CHANNEL mode.
− Select frequency with frequency selector then press Frequency selector
CHAN or wait for 5 sec (also see Transfer button). Large knob
When depressed and hold for more than 2 sec: − Controls the three left digits in 1 MHz steps.
− Unit enters PROGRAM mode for 8 frequencies. Small knob
− Select CHANNEL to programmed, then momentarily − Controls the two (three) right digits in 50 kHz steps and
press Transfer button. in 25 (8.33) kHz steps when the knob is pulled out.
− Select frequency to be stored. (Flashing display indi- When selecting XXX.X25 or XXX.X75, only 2 or 7 will be
cates which display is controlled by the frequency se- displayed.
lector.)
− For return to Normal, press CHAN or wait for 20 sec.
PUSH TEST button
− When button is pushed the squelch becomes disab-
led.
− Next push, the squelch becomes active again.
A21308
4/3.1 KO
KING MEMORY PAGE 2
Sep 30/15

Description
A/P
D
I
S
A
C
CONTROL WHEEL
PTT BUTTON PTT
B HAND MICROPHONE
C B A B C
XMIT SELECT button.

C AUDIO CONTROL PANEL, ACP Momentarily press associated button to select
XMIT SELECT
HOT COM for transmitting (COM 3 not used).
MIC
COLD
BOOM
NORM/EMER switch.
1 COM 2 COM 3 HF INT
NORM − Control of the COM:s are managed
by the ACP.
MASK
NORM EMER − Bypass of the REU if the audio
system fails.
EMER − Direct connection with the COM by
VOICE
headset and control wheel PTT
button only.
− For L side ACP; COM 1, L control
IDENT
PTT
wheel PTT and L headset.
− For R side ACP; COM 2, R control
wheel PTT and R headset.
− Fixed volume.
PTT button. Volume control for COM 1, COM 2 and COM 3.

− Press To Transmit.
C0675
4/3.1
PAGE 3
Sep 30/15

Description
B PILOTS JACK PANEL
OXY BOOM
MASK
BOOM PA
1. 3.
B A A B
2.
A AUDIO CONTROL PANEL

XMIT SELECT HOT Oxygen mask use.
MIC
The oxygen mask microphone plug is
COLD
1 COM 2 COM 3 HF INT BOOM normally connected to the OXY MASK recep-
tacle (1) and with the BOOM/MASK switch
MASK
(2) set to MASK when oxygen mask in use.
NORM
If the ACP fails and/or NORM/EMER switch
is set to EMER when oxygen mask in use, the
EMER
oxygen mask microphone plug must be con-
VOICE nected to the BOOM microphone receptacle
(3) to provide microphone function. Discon-
nect the headset microphone plug and con-
IDENT
nect the oxygen mask microphone plug.
PTT
C0805
Fig. 4 ACP failure and NORM EMERG switch − oxygen mask use
4/3.1
PAGE 4
Sep 30/15

Description
VHF 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AVIONIC BUS E−13 VHF COM 1

VHF 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M−17 VHF COM 2
4/3.1
PAGE 5
Sep 30/15

Description
4/3.1
PAGE 6
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. ESS, L and R AVION switches . . . . . . . . . . . . . . . . . . . ON
− The VHF COM systems are switched ON/OFF by ESS (COM 1) and
R AVION (COM 2) switches.
2.2 COMMUNICA- 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

TION
Receiving
2. COM volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Use headsets or hand microphones and loudspeakers.
3. PULL TEST knob . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Knob normally in pushed position. However, it may be necessary to de-

activate squelch (Pull knob) to receive weak signals.
Transmitting
2. XMIT SELECT − COM 1/COM 2 . . . . . . . . . . . . . . . . . . SELECT
− Check button to be illuminating.

PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check a T to appear right of active frequency.
3. PTT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . PRESS
3. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− After message.
NOTE
For Collins VHF COM:
If transmitting on one COM with a frequency separation of 6.4 MHz or less be-
tween the two COMs, the other COM will be blocked out from receiving.
4/3.2 CI
PAGE 1
Sep 30/15

Operation

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− A faulty PTT button can block the system but the COMs can never
transmit longer than 2 min. when transmission will be shut off automat-
ically.

trol wheel.
3. If headsets failed use handmicrophones and loudspeakers.
3.2 VHF COM ACTIONS

DEAD
1. CBs, E−13 (COM 1), L−12 (COM 2) . . . . . . . . . . . . . . . CHECK/RESET
4/3.2 CI
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 VHF COM SYS- 1. TEST button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND
TEM TEST HOLD
− Control unit enters and displays Diagnostic Fail Code mode (mainten-
ance).
− Two tones will be heard.
2. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
2.3 PROGRAM- The Control unit contains six programmable memorycells.

MING OF THE
FREQUENCY 1. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
MEMORY
− Momentarily press switch to select memorycell to be programmed.
2. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to enter program mode.

3. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Set frequency in memorycell.

4. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to enter program frequency.

− Control unit will also return to normal.
5. To set up next memory frequency, proceed with item 1 above.
No activity for 3 seconds will return Control unit to normal display.
4/3.2 CII
PAGE 1
Sep 30/15

Operation
2.4 COMMUNICA- Frequency set up

TIONS
1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 3 below.

Frequency set up from memory
1. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Momentarily press switch to MEM, will step through the memory for
choice of frequency.
2. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR, will make chosen memory frequency

active.
Receiving
4. NORM/SQ OFF selector . . . . . . . . . . . . . . . . . . . . . CHECK
− Selector normally in NORM−position. However, it may be necessary to

deactivate squelch (SQ OFF) to receive weak signals.
Transmitting

PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
4. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− After message.
− Check a T appear right of active frequency.
− After message.
NOTE
For Collins Pro Line II VHF COM:
4/3.2 CII
PAGE 2
Sep 30/15

Operation

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− A faulty PTT button can block the system but the COMs can never
transmit longer than 2 min. when transmission will be shut off automat-
ically.

trol wheel.
3.2 VHF COM ACTIONS

DEAD
4/3.2 CII
PAGE 3
Sep 30/15

Operation
4/3.2 CII
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The VHF COM systems are switched ON/OFF by ESS (COM 1) and R
AVION (COM 2) switches.
2.2 COMMUNICA- 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

TIONS
Receiving
− Use headset or hand microphones and loudspeakers.
3. PULL TEST knob . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Knob normally in pushed position. However, it may be necessary to

deactivate squelch (Pull knob) to receive weak signals.
Transmitting
− Check button to be illuminated.

PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
3. PTT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− After message..
− Check a T appear right of active frequency.
− After message.
NOTE
For King VHF COM:
If transmitting on one COM with a frequency separation of 12.8 MHz or less
between the two COMs, the other COM will be blocked out from receiving.
4/3.2 K
PAGE 1
Sep 30/15

Operation

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.

trol wheel.
3.2 VHF COM ACTIONS

DEAD
4/3.2 K
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 PROGRAM- The Control unit contains eight programmable memorycells.

MING OF THE
FREQUENCY 1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC.
MEMORY
− Momentarily press CHAN button for more than 2 seconds to enter program
mode.
2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

MEMORYCELL
3. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When momentarily pressed fives frequency selector over either upper or

lower display.
− Controlled display is flashing.
− Any of the two knobs will control the memorycells.

To program next frequency
5. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

For return of Control unit to normal display
5. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− No activity for 20 seconds will also return control unit to normal display.
4/3.2 KO
PAGE 1
Sep 30/15

Operation
2.3 COMMUNICA- Frequency set up

TIONS

Frequency set up from the memory
− Momentarily press CHAN to enter the frequency memory.

2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOSE MEMORY
FREQUENCY
− Any of the two knobs will control the memorycell.

− Momentarily press Transfer button to make chosen memory frequency

active.
− Or, no active for 5 seconds will make chosen memory frequency standy
(SBY).
Receiving
5. PUSH TEST button . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− First push − squelch deactivated, next push

− squelch activated again.
− Sometimes it may be necessary to deactivate the squelch to receive
weak signals.
Transmitting

PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
5. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− After message.
(Cont’d)
4/3.2 KO
PAGE 2
Sep 30/15

Operation
(Cont’d)
− After message.
NOTE
For King VHF COM:
4/3.2 KO
PAGE 3
Sep 30/15

Operation

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

trol wheel.
3.2 VHF DEAD ACTIONS

4/3.2 KO
PAGE 4
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE

Description
1. GENERAL 2. MAIN COMPONENTS AND SUBSYSTEMS
The Passenger Address (PA) and Interphone are 2.1 PA AMPLIFIER

two combined systems, utilizing the same amplifier
unit (PA amplifier) located in the avionics rack. The PA amplifier basically consists of an amplifier
circuit and a chime generator circuit.
The PA system provides the passengers with cabin
attendant call buttons which gives a HI chime tone Audio signals from the cockpit and cabin inter-
in the cabin loudspeaker system for attention. phones are amplified as well as HI and LOW chime
tones created by the chime generator. HI chime is a
The HI chime tone will also be heard as soon as
585 Hz tone and LOW chime is a 495 Hz tone. The
”NO SMOKING” or ”SEAT BELT” signs are oper-
PA amplifier also distributes the audio signals out to
ated on/off.
the cabin loudspeakers.
For boarding music etc., an entertainment system
The amplifier has two fixed audio levels, one low
can easily be connected to the PA system.
level and one increased level for engine/propeller
The Interphone system provides communication via noise compensation, controlled by engine oil pres-
two interphones, between cockpit and cabin crew sure.
and also for giving messages to the passengers.
There are also three lights PA, CALL and EMER, 2.2 Cockpit/cabin interphone
which together with HI−LOW chime tone, alerts the The similar type of interphones is used in cockpit
cockpit/cabin crews about any calls. and cabin. The handset is provided with noise can-
The Interphone gives the following communications: celling microphone. There are three buttonlights on
top of the cradle, PA, CALL and EMER. The upper
− Cockpit to passenger.
half of the buttonlight is lit to identify the function.
− Cockpit to cabin attendant.
The lower half of the buttonlight will come on to indi-
− Cabin attendant to cockpit. cate the function in use. The amplifiers for the inter-
− Cabin attendant to passenger. phone system are located in the cradles. The cabin
The PA system has the following functions: interphone is protected against inadvertent use,
− Cabin attendant call buttons. therefore the handset must be released before se-
lecting a buttonlight.
− NO SMOKING/ SEAT BELT signs.
− Loudspeakers for distribution of messages. 2.3 Loudspeakers
− Boarding music/entertainment systems.
There are six loudspeakers in the cabin evenly dis-
tributed above the passenger seats and one in the
lavatory area.
4/4.1
PAGE 1
Sep 30/15

Description
CABIN SIGN PANEL PILOTS L/R JACK PANEL CABIN INTERPHONE

L/R RP BUTTON
OXY BOOM
EMER MASK
CALL AUDIO CABIN

LP
CALL/EMER
BOOM PA
COCKPIT INTERPHONE
PA CALL EMER Oxygen mask

Headset
PA/Call/EMER reset Remote Audio/chime

electric unit Cockpit
speakers
REU
PA/CALL/EMER
CABIN INTERPHONE
AUDIO
Cockpit voice
PA CALL EMER
recorder
AUDIO
CALL/EMER HI/LO chime

Audio/chime
CABIN SIGN PANEL * Cabin
PA amplifier
speakers
SEAT NO
PA/CALL/EMER
BELT SMOKING HI chime

ON
CABIN CALL LIGHTS
OFF
HI chime
Cabin call
Passenger call
Attendant panel Lavatory call buttons NOTE
* NO SMOKING or
A/C 065 − UP CKPT STERILE if
mod. no. 2070
installed
A16551
Fig. 1 PA/INTERPHONE − schematic
4/4.1
PAGE 2
Sep 30/15

Description

A
B
EMER (emergency) light.

Comes on flashing in red together with HI−LOW
chime when cockpit is emergency called by
cabin attendant.
A CABIN SIGN PANEL

CALL light.
CABIN SIGNS
SEAT NO
Comes on in amber together with HI−LOW
BELT SMOKING EMER chime when cockpit is called by cabin attendant.
ON
CALL
OFF SEAT BELT and NO SMOKING switches

(CKPT STERILE instead of no smoking if
mod. no. 2070 installed) give Hi chime in
cabin whenever cabin signs are switched OFF/
ON or ON/OFF.
B AUDIO CONTROL PANEL, ACP NORM / EMER switch.

HOT
XMIT SELECT If oxygen mask in use:
MIC If EMER selected, only PA messages can be giv-
COLD en on that side and from the oxygen mask using
the PA button on the pilot’s jack panels.
All other PA/Interphone functions are inoperative.
MASK
NORM
The other pilot side is not affected.
If oxygen mask not in use:
Use Flight Deck Interphone for PA and cabin
EMER calls.
VOICE
Cabin PA volume.
IDENT
PTT Only when PA selected in cockpit or cabin:
Messages given to the passenger from cockpit
crew or cabin attendant can be listened to by
increasing the PA volume.
A14872
Fig. 2 Cabin sign and audio control panel − controls and lights
4/4.1
PAGE 3
Sep 30/15

Description
A
Call buttonlights.
PA − Select to give passenger messages.
CALL − Select to call cabin attendant.
EMER − Select to give emergency call to cabin
attendant.
The selected CALL or EMER buttonlight comes
on together with HI−LOW chime when cockpit
crew;s called by cabin attendant.
PA buttonlight comes on without chime when
cabin crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in B CABIN INTERPHONE BUTTON (L/P, R/P)
green, EMER in red and flashing.
A FLIGHT DECK INTERPHONE
PA CALL EMRG
Interphone button when headset in use.
Calls to cabin:
− Select a buttonlight on the cockpit interphone.
− Press the cabin interphone button and give
message in headset microphone.
− After message, release cabin interphone button
Handset release.
which also resets the cockpit interphone button−
Pull the lever to release lights.
handset.
Calls from cabin:
Press to − Press the cabin interphone button to answer
talk button message.
− After message, release cabin interphone button.
A16559
Fig. 3 Cockpit interphone and PA buttons − controls
4/4.1
PAGE 4
Sep 30/15

Description
A A
A PILOT’S JACK PANEL
PA calls with oxygen mask and use of the

PA button.
Calls to cabin:
− When oxygen mask interphone button is press−
ed, the mask microphone will automatically be
switched to PA for passenger messages.
No other function can be selected.
− After message, release oxygen mask interphone
button.
Calls from cabin:

− Press oxygen mask interphone button to answer
message (the passengers will also hear the an−
swer over the cabin loudspeakers).
− After message, release oxygen mask interphone
button.
NOTE
When oxygen mask not in use, the PA button and
oxygen mask is the only way to give PA calls if the
NORM EMER switch on one ACP is in EMER
position. The other pilot side is not affected.
A16558
Fig. 4 PA calls with oxygen mask and using the PA button
4/4.1
PAGE 5
Sep 30/15

Description
4/4.1
PAGE 6
Sep 30/15

Description
C/A PANEL
A CABIN INTERPHONE
Call buttonlights.
PA CALL EMRG CALL − Select to call cockpit.
EMRG − Select to emergency call cockpit.
on together with HI−LOW chime when cabin
attendant is called by cockpit crew.
cockpit crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in
The interphone is protected against inadvertent
use, therefore the handset must be released
before selecting a buttonlight.
Handset release.
Press to talk button.
Pull the lever to release handset.
A24272
Fig. 5 Cabin interphone − controls and indicators
4/4.1 S1
A/C 003 − 064 PAGE 7
Sep 30/15

Description
4/4.1 S1
A/C 003 − 064 PAGE 8
Sep 30/15

Description
A CABIN CALL LIGHTS

C/A PANEL
PA (green).
CALL (green).
EMERGENCY (red and flashing).
The selected CALL or EMER call light comes

attendant is called by cockpit crew. PA call light
comes on without chime when cockpit crew
B CABIN INTERPHONE gives message to the passengers.
PA CALL EMRG
Call buttonlights.
CALL − Select to call cockpit.
EMRG − Select to emergency call cockpit.
attendant is called by cockpit crew.
cockpit crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in
The interphone is protected against inadvertent
use, therefore the handset must be released
before selecting a buttonlight.
Handset release.
Press to talk button.
Pull the lever to release handset.
A14991
Fig. 5 Cabin interphone − controls and indicators
4/4.1 S2
A/C 065 − UP PAGE 7
Sep 30/15

Description
4/4.1 S2
A/C 065 − UP PAGE 8
Sep 30/15

Description
Applicable for A/C with generation I interior

PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−12 PA L
Passenger cabin attendant call . . . . . . . . . . . . . . . R AVIONIC BUS L−11 PA R
(and boarding music, if installed)
IF TAWS INSTALLED:
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−12 PA L
Passenger cabin attendant call . . . . . . . . . . . . . . . R AVIONIC BUS L−13 PA R
(and boarding music, if installed)
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L−11 AUDIO TAWS
Applicable for A/C 003−138 with generation II interior

PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−12 PA L
Passenger cabin attendant call . . . . . . . . . . . . . . . UTILITY BUS L−25, L−27 CABIN READ L
CABIN READ R
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R AVIONIC BUS L−11 PA R
IF TAWS INSTALLED:
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−12 PA L
CABIN READ R
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R AVIONIC BUS L−13 PA R
Applicable for A/C 139− UP with generation II interior

PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−12 PA L
CABIN READ R
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R ESS BUS L−11 BOARD MUSIC
IF TAWS INSTALLED:
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−12 PA L
CABIN READ R
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R ESS BUS L−13 BOARD MUSIC
4/4.1
PAGE 9
Sep 30/15

Description
4/4.1
PAGE 10
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. L BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is applied to the PA/INTERPHONE system by L BAT switch.

2. R AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is applied to the passengers attendant call buttons by R AVION

switch.
2.2 ANNOUNCE- Call button lights
MENT FROM PA − Select to give passenger messages.
COCKPIT TO CALL − Select to call cabin attendant.
CABIN EMER − Select to give emergency call to cabin attendant.
Via cockpit interphone
1. Button light (cockpit interphone) . . . . . . . . . . . . . . SELECT
− Selected button light comes on.
2. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
3. Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− Wait for answer (CALL/EMER).

− Make announcement.
After message:
4. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
− Selected button light goes out indicating the interphone is reset.

Via headset
1. Button light (cockpit interphone) . . . . . . . . . . . . . . SELECT
− Selected buttonlight comes on.
2. CABIN interphone button . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD

(Cont’d)
4/4.2
PAGE 1
Sep 30/15

Operation
(Cont’d)
After message:
3. CABIN interphone button . . . . . . . . . . . . . . . . . . . . RELEASE
− When released, the interphone system will also reset which is indicated
by selected button light goes off.
Via oxygen mask microphone
1. Oxygen mask interphone button . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− The mask microphone is automatically switched to PA.

After message:
2. Interphone button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
2.3 CALLS FROM Cabin attendant announcements to the passengers is indicated by the PA
CABIN button light coming on, and can be listened to via the PA volume lever (ACP).
Answer cabin attendant calls:
Via cockpit interphone
1. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
2. Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− Answer the call.

After message:
3. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected button light goes off indicating the interphone system is
reset first when the cabin attendant replaces the cabin handset.
Via headset
1. CABIN interphone button . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD

After message:
2. CABIN interphone button . . . . . . . . . . . . . . . . . . . . RELEASE
The selected button light goes off indicating the interphone system is
reset first when the cabin attendant replaces the cabin handset.
Via oxygen mask microphone
(Cont’d)
4/4.2
PAGE 2
Sep 30/15

Operation
(Cont’d)
1. Oxygen mask PA button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD

After message:
2. Interphone button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The selected button light goes off indicating the interphone system is reset
first when the cabin attendant replaces the cabin handset.
2.4 ANNOUNCE- Call button lights

MENT FROM PA − Select to give passenger messages.
CABIN IN- CALL − Select to call cockpit crew.
TERPHONE EMER − Select to give emergency call to cockpit crew.
CABIN ATTENDANT 1. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
− The interphone is protected against inadvertent use, therefore the handset

must be released before selecting a button light.
2. Button light (cabin interphone) . . . . . . . . . . . . . . . . . . . . SELECT
− Selected buttonlight comes on.
3. Handset talk switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD

After message:
4. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
− Selected buttonlight goes off indicating the interphone system is reset.
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
4/4.2
PAGE 3
Sep 30/15

Operation
2.5 CALLS FROM Cockpit announcement to the passengers are indicated by the PA buttonlight
COCKPIT comes on.
1. Handset (cabin interphone) . . . . . . . . . . . . . . . . . . . . . . LIFT

CABIN ATTENDANT
2. Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD

After message:
3. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
− The selected buttonlight goes off indicating the interphone system is reset
first when the cockpit handset/interphone button is replaced/reset.
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
It is recommended that the individual operator develop alternative procedures for normal and emer-
gency operation in case of interphone system failure.
3.1 INTERPHONE ACTION

SYSTEM DEAD
1. CB E−12 (PA L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 PASSENGERS ACTION

ATTENDANT
1. CB L−11 (PA R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
CALL BUT-
TONS DEAD
4/4.2
PAGE 4
Sep 30/15
Aircraft Operations Manual COMMUNICATIONS, ACARS

Description
1. GENERAL 2.3 Control display panel
ACARS is an abbreviation for ARINC communica- The Control display panel provides the aircrew in-
tion and reporting system. The system is designed terface with ACARS. The touch sensitive display
to reduce the requirement of voice communications screen provides Keypads, Alphabetic and Numeric
by reporting automatically the arrival and departure Keyboards to allow entering of the text portions of
times of the aircraft and other operational flight the departure/arrival reports, ETA reports, company
data. The system uses an assigned VHF airborne messages etc. The display screen is covered with
frequency to transmit and receive data from a an infrared touch−matrix for data input. The touch is
ground station that is similarly equipped. detected as a breach in the infrared matrix and is
activated until the breach (finger, pen etc.) is no
The system provides current up−to−date informa-
longer present.
tion to the aircrew without increasing the workload
of voice communication systems. The ACARS al- The infrared touch technology always permits op-
lows the aircrew to send information such as depar- eration even in direct sunlight and at all touch
ture time, arrival time, fuel status, and flight delay angles.
information to the airline command center. In es-
The display supplies both bit mapped graphics and
sence, the ACARS system provides an information
text with a text range from 14 lines with 24 columns,
service to the aircrew and the airline command
to 24 lines with 40 columns.
while still maintaining a manageable workload for
the aircrew. Other benefits of ACARS include 2.4 Printer
ground monitoring of aircraft engines and other pa-
rameters, more efficient exchange of information The printer provides a hard copy printout of data,
concerning arrival and connecting flights, reduction collected by the Management unit. Data that will be
of multiple frequency changes in the aircraft, and a printed includes upbrushed printer messages and
more reliable aircraft selective calling system. data entered into the Control display panel not
queued for transmission. Upbrushed messages
2. MAIN COMPONENTS AND SUBSYSTEMS could include weather reports, dispatch information
etc.
2.1 ACARS system
The ACARS system consists of an airborne subsys-

tem and a ground station network. The airborne
ACARS consists of a Management unit, Control
display panel, VHF com transceiver and a VHF an-
tenna. The ground station network consists of a
VHF com ground station controlled by a central pro-
cessing computer, and a switching network con-
nected to individual airline computer systems,
see Fig. 2.
2.2 Management unit
The Management unit contains the circuits required

to control sampling of data from aircraft systems
and sensors through the FDAU. The Management
unit receives the ground−to−air digital messages
from the VHF com transceiver and controls the
transmission of air−to−ground messages through
the VHF com transceiver, see Fig. 1.
4/5.1
PAGE 1
Sep 30/15

Description
2.5 ACARS ground facilities The ARINC Electronics Switching Systems (ESS)
network provides VHF radio coverage to enroute
The ACARS ground stations consist of an ARINC
aircraft and terminal coverage at more than 150
central computer, a switching network system and
airports in North America. The network covers all of
a VHF com radio station. Individual Airline computer
the United States, some US possessions, and por-
systems are commuting with the ARINC central
tions of Mexico and Canada.
computer through the switching network. Fig. 2.
Fig. 1 ACARS system schematic
4/5.1
PAGE 2
Sep 30/15

Description
VHF COM
CONTROL
DISPLAY MANAGEMENT
UNIT
ARINC
AIRLINE COMPUTER VHF RADIO SITE
AIRLINE COMPUTER
AIRLINE COMPUTER
ARINC
VHF RADIO SITE
ESS GROUND
NETWORK STATION
WIRE LINE
ARINC GROUND
CENTRAL COMPUTER STATION
A9870
Fig. 2 ACARS ground network
4/5.1
PAGE 3
Sep 30/15

Description
A ACARS CONTROL DISPLAY PANEL
Collins
D
Ambient Light sensor.
A
T
A
L
I
N
K
Touch sensitive display.
A9866
Fig. 3 ACARS control display panel − controls
4/5.1
PAGE 4
Sep 30/15

Description
Menu page keypads

Collins
D
A Label Function Performed
T
A RTN Displays subsystem display page.
L BRT Displays brightness control page.
I
N DIAG Displays MIDU location page which
K shows pgm pin status.
Select / User Function page keypads 1/2
Collins Label Function Performed

D
A MENU Displays MIDU MENU page.
T
A
 Up arrow (not operational)
L  Down arrow (not operational)
I CLR Clears last operation/ Clears last
N
K entry.
ALPH Displays alphabetic keyboard page.
NUM Displays numeric keyboard page.
Collins
D
A Select / User Function page keypads 2/2
T
A
L
Label Function Performed
I Same as above.
N
K
A9867
Fig. 4 Menu and Index pages − keypads
4/5.1
PAGE 5
Sep 30/15

Description
Alphabetic keyboard
Collins
D
A
MENU Displays MIDU MENU page.
T RTN Displays subsystem page.
A
CLR Clears last operation/Clears last
L
I character.
N CLR LINE Clears scratch pad of last
K
message/text entry.
NUM Displays numeric keyboard page.
TEMPERATURE KEYS
NAVIGATIONAL KEYS NUMERIC KEYS
Collins
D
A
T MISCELLANEOUS &
A SPECIAL KEYS
L
I
N
K Numeric keyboard

MENU Displays MIDU MENU page.
A9868 RTN Displays subsystem page.
CLR Clears last operation/Clears last
character.
CLR LINE Clears scratch pad of last
message/text entry.
ALPH Displays alphabetic keyboard page.
Fig. 5 Alphabetic and Numeric pages − keyboard
4/5.1
PAGE 6
Sep 30/15

Description
SELF TEST button.

Starts the self test and will print a test pattern
as long as the button is depressed.
PPR ADV paper advance button.

Depress for paper advance. The paper will
advance as long as the button is depressed.
A PWR ON light (green).
Indicates when printer is under power (115
VAC).
A PRINTER
ALERT RESET button.
Press button to reset the PTR BUSY alert.
PTR BUSY light (amber).

The printer busy light comes on when the
printer receives the first text character and
goes out when paper has advanced move
than three lines. Light start to flash after that
PPR ADV has been used and must then be
reset with ALERT RESET button.
Paper cut edge
Paper magazine latch

knob
Printer open for paper replacement

(sideview).
A9869
Fig. 6 Printer − controls and indicators
4/5.1
PAGE 7
Sep 30/15

Description
Normal power
VHF COM 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS L−14 VHF COM3
ACARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R INV BUS 115 VAC N−18 ACARS PWR
Back−up power
ACARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R HOT BAT BUS N−19 ACARS BACK UP
4/5.1
PAGE 8
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. INVERTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− ACARS will be powered with one generator on Line or with external power
available.
− During engine start, ACARS is power supplied from R HOT BAT BUS to
assure the engine trend monitoring.
2.2 PRINTER SELF 1. SELF TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

TEST
− A test pattern will be printed as long as the button is depressed.
2.3 CONTROL Keep the display area clean form foreign objects which otherwise could cause
DISPLAY inadvertent keying.
PANEL
2.4 PRINTER; A time-out of 1.7 minutes starts when a break occurs in a transmitted message
MESSAGE from the MU to the printer. The printer transmits the status condition ”Printer
TRANSFER Ready” and prints ”Message incomplete” if the transmitted message does not
BREAKS resume within 1.7 minutes.
2.5 ACARS For ACARS operation instruction see COLLINS INSTRUCTION/PILOTs GUIDE.
OPERATION
4/5.2
PAGE 1
Sep 30/15

Operation
3.1 ACARS FAIL- INDICATIONS

URE (POWER ACARS display control panel is black and PWR ON light on the printer is extin-
SUPPLY) guished.
ACTIONS
1. CB N−18 (ACARS PWR) . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2. CB N−19 (ACARS BACK UP) . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3. INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/SELECT
THE OTHER
Also see COLLINS INSTRUCTIONS/PILOT’s GUIDE.
4/5.2
PAGE 2
Sep 30/15
Aircraft Operations Manual ELECTRICAL
CONTENTS
Electrical
5.0 Highlight
5.1 Description
5.2 Operation
5 −CONTENTS
PAGE 1
Sep 30/15
5 −CONTENTS
PAGE 2
Sep 30/15

Highlights

modification is not installed the following apply as a
complement to what is stated.
0.1 AUTOMATIC EXT PWR SWITCH LEVER
Applicable to a/c 003−138, without Mod No 1802

embodied.
The automatic logic that disengages and returns the
EXT PWR switch lever to OFF position and that
de−energizes the external power relay will not be
installed.
The EXT PWR switch will only have external power
ON/OFF function.
0.2 TEMPERATURE LIMITATION ON THE MAIN

BATTERIES
Applicable to a/c without Mod No 1166 embodied.

The minimum temperature limitation of the main
batteries is −20C.
5.0
PAGE 1
Sep 30/15

Highlights
5.0
PAGE 2
Sep 30/15

Description
1. GENERAL buses through the use of a load transfer relay. Each

engine air intake anti−icing is supplied from respec-
The electrical power system is divided into four sep-
tive AC generator.
arate parts, namely:
− A 28 V DC system, powered either from two en- Control and monitoring of the electrical system is
performed from the overhead panel.
gine driven generators, from two batteries or
from an external power source, Fig. 1−Fig. 8. 2. MAIN COMPONENTS AND SUBSYSTEMS
This system is split in a left and a right system,
each with one generator and one battery. 2.1 DC Starter Generator
− An emergency power system, powered from the
Normal power supply is from the two 400 ampere,
ordinary DC system or from an emergency power
combined starter/generators located one on each
battery, Fig. 1−Fig. 8.
engine accessory gearbox. They deliver 28 V DC to
− A frequency controlled 115/26 V AC 400 Hz sys-
the respective:
tem, powered from the DC system through a
main or a standby (26V AC only) inverter, − GEN BUS and BAT BUS via the generator relay.
Fig. 1−Fig. 8. − MAIN BUS via the generator and main bus re-
− A “wild” frequency AC system, powered from two lays.
engine−driven generators and used for ice At engine start, a speed switch in the starter/gener-
protection only, Fig. 9. ator senses the RPM for the GCU which controls
Distribution of DC power is effected through a left the disengagement of the start cycle.
and right power distribution unit to the respective The generator drive shaft has a shear point which
GEN BUS, MAIN BUS, BAT BUS, AVIONIC BUS, will separate the generator drive shaft from the ac-
ESS BUS, MAIN START BUS and AVIONIC cessory drive gear in case of high mechanical over-
START BUS. In addition, the ESS AVIONIC BUS, loading.
EMERGENCY BUS and EMER AVION BUS are
On the ground the starter/generator is cooled by an
connected to the left power system while a UTILITY
integral fan and when airborne ram air is used for
BUS is connected to the right power system. There
cooling.
is also a HOT BAT BUS connected to each battery.
A thermoswitch will cause a GEN OV TEMP light in
The left and right power systems are tied together
the overhead panel to come on if a generator is
by a bus tie relay thereby enabling a single battery
overheated (150C).
or generator to supply both power systems.
The operation of the starter/generator is controlled
The emergency power system consists of the pre-
by the respective generator control unit (GCU).
viously mentioned EMERGENCY BUS and EMER
AVION BUS. These buses are, in addition to the 2.2 DC Generator Control Unit (GCU)
normal power supply, supplied from an emergency
battery for a limited time as a last power resource. Two separate but identical GCU’s are provided for
the two generators. A GCU furnishes its associated
The AC system consists of a L and R INV BUS
generator with field excitation and voltage regulation
115V AC plus a L and R INV BUS 26 V AC. The AC
for control and protection of the DC system against
buses are normally powered through the main in-
faults in the generation system. The GCU also con-
verter from the L MAIN BUS. The L and R INV BUS
trols the engine start cycle and disengages the
26V AC may also be powered through the standby
start/generator at 55% Ng.
inverter from the R MAIN BUS.
If a generator parameter is not correct, the GCU
“Wild” frequency AC, used for ice protection only, is
de−energizes the generator by opening the field
supplied from two generators, driven by the respec-
relay, and disconnects the generator from the GEN
tive propeller gearbox, to the L and R GEN BUS
BUS by opening the generator relay.
115V AC. Either AC generator can supply both
5.1
PAGE 1
Dec 01/15

Description
In case of fire handle is pulled, the corresponding perature of 71C, thereby disconnecting the battery
generator is de−energized by its GCU and discon- from its GEN BUS and the START BUS, indicated
nected from the GEN BUS. by a BAT HOT light on the overhead panel. In an
emergency situation the 71C thermal switch can
After any fault causing a GCU to isolate the af-
be overridden by setting the battery switch to
fected generator, the field relay can be reset by
OVRD position to assure battery supply to the GEN
cycling the respective GEN switch in RESET posi-
BUS.
tion.
NOTE One thermal sensor is located on each battery to
measure the battery temperature, which is shown
Applicable without mod 2533 installed.
on the temperature indicator on the overhead panel.
The GCU can not detect DC generator voltage
The indicator is shared with the fuel temperature
low (generator not charging) and subsequently
indication by means of a selector switch.
not disconnect a non−charging generator. Also
see Abnormal Procedures DC voltage low. To improve ventilation on ground, a fan is installed
in each battery compartment. The fan is controlled
NOTE by the nose landing gear locked down switch when
Applicable with mod 2533 installed. airborne ram air is used for ventilation.
The GCU will detect DC generator voltage
low situation and subsequently disconnect a non− 2.5 Power Distribution Unit (PDU)
charging generator. A left and a right power distribution unit controls all
primary switching of the different power sources
2.3 External power
which might be connected to the aircraft buses. The
An external power receptacle on the right hand aft following relays are installed in the distribution units:
fuselage wing fairing, allows the aircraft to be sup-
L/R Generator Relay (GR)
plied on ground with 28 V DC power from a ground
power unit. When the generator relay is closed, the starter/gen-
erator powers the GEN BUS. The following condi-
A status light on the overhead panel indicates when
tions must be met for the generator relay to close:
external power is available.
− External power relay open.
2.4 Batteries − Engine start completed.
− Generator field current reset.
There are two 24 V/43 ampere−hours nickel−cad-
mium batteries which are installed in the left and External Power Overvoltage Relay (right PDU)
right wing fairings.
An overvoltage protection relay will open the exter-
With battery power only, each battery supplies pow- nal power relay or not allow it to close if external
er to its respective HOT BAT BUS and BAT BUS power voltage should exceed 31 volt.
via GEN BUS. A number of other buses are then
External Power Relay (EPR) (right PDU)
powered from the BAT BUS, see Fig. 2.
When the external power relay is closed, the exter-
When using the batteries for engine start, they will
nal power unit powers the DC buses via the START
be connected in series with the Series/Parallel relay
BUS.
and thereby supplying 48 V DC to the starter/gener-
ator. The L GEN BUS is powered via the de−energized
series/parallel relay and the R GEN BUS via the
Two thermal switches are installed on each battery
closed bus tie relay.
to provide overheat protection. The first thermal
switch closes at 57C so that a NO BAT START The following condition must be met for the external
light on the overhead panel comes on, indicating power relay to close:
that the batteries should not be used for engine − EXT PWR switch on overhead panel in ON posi-
starting. A second thermal switch closes at a tem- tion.
5.1
PAGE 2
Dec 01/15

Description
− External power available. The batteries will be charged from respective GEN
− External power overvoltage relay not energized. BUS when at least one generator is on line.
The EXT PWR switch is provided with an electro- L/R Start Relay
magnetic hold function which will hold the switch
When the start relay is closed, the starter/generator
lever in ON position when external power is
receives power from the START BUS.
switched ON. The EXT PWR switch will also auto-
matically be de−energized and retarded to OFF During a battery start, the start relay is controlled by
position if the external power voltage drops below the series/parallel relay connecting the two batteries
approximately 10 V. The EXT PWR relay de−ener- in series.
gizes and the batteries will be connected if the The start relay closes when the start switch is in ON
BAT−switches are ON. position. The relay has a hold function and will re-
Applicable to a/c without Mod. 2617 main closed when the start switch is released. The
relay will open at 55% Ng controlled by the GCU.
During the first part of the engine start sequence
while the start switch is held in start position, the Series/Parallel Relay
EXT PWR switch will retard to OFF if the external When the series/parallel relay is in de−energized
power voltage should drop below approximately 7 V. position, the START BUS is connected to the L
The start sequence will continue on batteries. Dur- GEN BUS. When energized, the L GEN BUS is
ing the remaining part of the start sequence when separated from the START BUS.
the start switch is released, the drop out voltage is
approximately 10 V. If now dropping below that val- This relay is slaved to the battery bus relay and is
ue the start sequence will be interrupted. energized during a battery engine start which will
connect the batteries in series giving 48 V for start.
Applicable to a/c with Mod. 2617
L HOT BAT BUS Relay
If EXT PWR should drop off line while the Start
Switch is being held in the START position or any- When the HOT BAT BUS relay is de−energized, it
time during a start−up, there will be loss of electrical connects the left battery to the L HOT BAT BUS.
power. The only busses that will be powered are LH This relay is energized during engine battery start,
and RH Hot Battery Busses and Emergency Battery and connects the L HOT BAT BUS to the R GEN
Bus until the Start Switch is released (during motor- BUS (right battery).
ing or motoring start) or the Condition Lever is
moved to Fuel Off (during a start−up). Bus Tie Relay (left PDU)
When the bus tie relay is closed, it connects the two
L/R Battery Relay
generator buses. This is done for three reasons:
When the battery relays are closed, the left battery
− To supply both L and R GEN BUS when external
is connected to the START BUS and the right bat-
power is on.
tery is connected to the R GEN BUS.
− To enable power supply to both L and R GEN
The following conditions must be met for a battery BUS from only one generator.
relay to close: − To connect the two main batteries.
− L/R BAT switch on overhead panel in ON posi- The bus tie relay function is controlled by a BUS
tion. TIE switch and monitored by a BUS TIE CONN
− EXT PWR switch off. light, both located on the overhead panel.
− Battery temperature below 71C
The bus tie relay is closed when the BUS TIE
or switch is in CONN position or in AUTO position with
− Battery switch in OVRD positions (for emergency one or both generators failed or with only batteries
use only). ON. It is open if the BUS TIE switch is in SPLIT
5.1
PAGE 3
Dec 01/15

Description
position or in AUTO position with both generators RCCB will close and supply power to the UTILITY
on line. BUS provided both generators are on line or exter-
nal power is switched on.
L/R MAIN START BUS relay
The respective BAT BUS supplies the L/R MAIN
When a MAIN START BUS relay is closed, it con-
START BUS via its main start bus relay and L/R
nects the MAIN START BUS to its BAT BUS.
ESS BUS via its ESS BUS relay. The ESS BUS
To close a MAIN START BUS relay, the respective relays are open during engine start.
generator relay or the external power relay must be
The L BAT BUS also supplies the EMERGENCY
closed.
BUS when L or R BAT switch is ON or in OVRD. If
L/R MAIN BUS relay the L BAT BUS is not powered, the emergency bat-
When a MAIN BUS relay is closed, it connects the tery powers the EMERGENCY BUS.
MAIN BUS to the GEN BUS. The L/R MAIN START BUS supplies its respective
To close a MAIN BUS relay the following conditions AVIONIC START BUS when the L/R AVION switch
must be met: is ON.
− The corresponding BAT BUS powered. When the ESS AVION switch is ON the ESS
− The corresponding MAIN START BUS relay AVIONIC BUS is supplied from the L ESS BUS and
closed. the EMER AVIONIC BUS from the EMERGENCY
− No engine starting in progress. BUS.
Overcurrent relay 2.7 Emergency power supply

To protect the main distribution system in case of a Emergency power is supplied by the emergency
short circuit, there is a bus tie overcurrent relay power supply unit which contains the emergency
installed. battery and a battery heater. The battery is a 24 V/5
Should the current over the relay exceed 800 am- ampere−hours lead−acid battery. The battery heater
pere the overcurrent relay trips, causing the bus tie will be activated automatically in cold temperatures.
relay to open. The heater warms up the battery for best battery
efficiency.
Manual reset of the overcurrent relay can be done
by the RESET BUS TIE pushbutton (K−1) on the When the L BAT BUS is powered from generator or
forward part of left pilot’s circuit breaker panel. external power, the emergency battery is charged
from this bus. The emergency battery begins to
Automatic override of the bus tie overcurrent supply power to the EMERGENCY BUS when the L
protection is performed during an engine start. BAT BUS voltage goes below 24 V.
2.6 DC Buses If the emergency battery voltage drops below 24 V,
the EMER PWR light on the overhead panel comes
Remote Controlled Circuit Breakers (RCCB) are
on. This light also comes on if the EMERGENCY
used to switch high current and are controlled either
BUS is not powered, provide the warning electronic
by a switch or by an electric bus via a small current
unit (WEU) is powered.
CB. The RCCB will open for an overcurrent. The
respective GEN BUS supplies power to its respec- 2.8 DC/AC inverter system
tive BAT BUS and to respective MAIN BUS via the
MAIN BUS relay. The respective MAIN BUS sup- There are two 400 Hz inverters, one main inverter
plies its AVIONIC BUS visa a RCCB. The RCCB and one standby inverter. With the MAIN INV 115V
will close when respective AVIONIC switch is set to 26V switch in ON and the 26V inverter switch in
ON provided the respective MAIN BUS is powered. MAIN INV, the main inverter supplies power to:
− L and R INV BUS 115V AC
The R MAIN BUS also supplies the UTILITY BUS
via a RCCB. If the R MAIN BUS is powered the − L and R INV BUS 26V AC
5.1
PAGE 4
Dec 01/15

Description
If the DC supply from the L MAIN BUS to the main cessory drive gear in case of high mechanical over-
inverter is interrupted, or the main inverter fails, the loading.
MAIN INV light on the overhead panel comes on. In
Each generator is connected to the respective L/R
this case, the standby inverter can be selected by
AC GEN BUS through an AC generator relay and
placing the 26V inverter switch to STBY INV. The
controlled by a control unit. The control unit regu-
standby inverter will then supply the L and R INV
lates the voltage to 115V and also provides fault
BUS 26V AC from the R MAIN BUS. The L and R
protection.
INV BUS 115V AC will however remain powerless.
Either of the two generator relays automatically ties
2.9 Wild frequency AC system (Fig. 9) the two generator busses together when one gener-
ator is inoperative, or manually by means of the L/R
The wild frequency 115V AC system is for ice
AC GEN switches on the overhead panel.
protection only. ”Wild” is because the frequency is
variable between 460 to 600 Hz due to variations in If a generator fails or disconnects from the L/R AC
propeller rpm. There is one AC generator installed GEN BUS due to too low propeller rpm, it’s AC
on each propeller gearbox and it is cooled by ram GEN light on the overhead panel comes on. The
air during flight and by an integral fan on the generator automatically resets when the propeller
ground. rpm increases again and the AC GEN light goes
out.
The generator drive shaft has a shear point which
will separate the generator drive shaft from the ac-
5.1
PAGE 5
Dec 01/15
All switches OFF. L INV BUS R INV BUS L INV BUS R INV BUS
115VAC 115VAC 26VAC 26VAC
A31875
MAIN STBY
INV INV
Main Switch
Inverter
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC

BUS START BUS BUS BUS START BUS BUS
R AVION Standby
BUS relay
(RCCB) Inverter
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
L MAIN EMERGENCY R MAIN UTILITY

L ESS BUS R ESS BUS
START BUS BUS START BUS BUS
Fig. 1
ESS BUS L BAT R BAT ESS BUS
relay switch switch relay
L MAIN START R MAIN START UTILITY

BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
Left power distrubution unit Right power distrubution unit
L MAIN BUS Bus tie R MAIN

relay relay BUS relay
Left generator Right generator
control unit (GCU) L GEN BUS R GEN BUS control unit (GCU)
Gen relay L generator Series/parallel R generator Gen relay

control relay relay relay control
START BUS
L battery
Electrical power DC system − schematic

relay
Start relay L start External Start relay

control R battery R start control
relay power relay relay
relay
L HOT BAT
BUS relay
PAGE
5.1
Dec 01/15
L HOT R HOT
BAT BUS BAT BUS
6
Starter/generator Starter/generator
L battery External
field control and field control and
power
fault detection fault detection
R battery
ELECTRICAL
Description
L INV BUS R INV BUS L INV BUS R INV BUS
− L and R BAT switches ON. 115VAC 115VAC 26VAC 26VAC
− ESS AVION switch ON.
A31876
MAIN STBY
INV INV
Main Switch
Inverter

R AVION Standby
BUS relay Inverter
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS
Fig. 2

L MAIN
BUS


START BUS
L battery

relay

relay
L HOT BAT
BUS relay
PAGE
5.1
Dec 01/15
L HOT R HOT
BAT BUS
7
BAT BUS
L battery External
power
R battery
ELECTRICAL
Description
− EXT PWR switch ON. L INV BUS R INV BUS L INV BUS R INV BUS
− ESS, L and R AVION switches ON. 115VAC 115VAC 26VAC 26VAC
A31877
− MIAN INV switch ON.
MAIN STBY
− 26V switch in MAIN INV position. INV INV
− L and R BAT switches OFF.
Main Switch
Inverter

R AVION Standby
BUS relay
(RCCB) Inverter
BUS relay
(RCCB)

L ESS BUS R ESS BUS
Fig. 3

L MAIN
BUS


START BUS
L battery

relay

relay
L HOT BAT
BUS relay
PAGE
5.1
Dec 01/15
L HOT R HOT
BAT BUS
8
BAT BUS
L battery External
power
R battery
ELECTRICAL
Description
− Both generators on line. L INV BUS R INV BUS L INV BUS R INV BUS
− All switches ON (EXT PWR OFF).
A31878
MAIN STBY
INV INV
Main Switch
Inverter

R AVION Standby
BUS relay
(RCCB) Inverter
BUS relay
(RCCB)

L ESS BUS R ESS BUS
Fig. 4

L MAIN
BUS


START BUS
L battery

relay

relay
L HOT BAT
BUS relay
PAGE
5.1
Dec 01/15
L HOT R HOT
BAT BUS
9
BAT BUS
L battery External
power
R battery
ELECTRICAL
Description
− One generator on line. 115VAC 115VAC 26VAC 26VAC
− All switches ON (EXT PWR OFF).
A31879
− MAIN INV fault, 26V switch in STBY INV position. MAIN STBY
INV INV
Main Switch
Inverter

R AVION Standby
BUS relay
(RCCB) Inverter
switch switch switch
L AVION
BUS relay
(RCCB)

L ESS BUS R ESS BUS
Fig. 5

L MAIN
BUS


START BUS
L battery

relay

relay
L HOT BAT
BUS relay
PAGE
5.1
Dec 01/15
L HOT R HOT
BAT BUS
10
BAT BUS
L battery External
power
R battery
ELECTRICAL
Description
− Engine start on batteries. L INV BUS R INV BUS L INV BUS R INV BUS
A31880
MAIN STBY
INV INV
Main Switch
Inverter

R AVION Standby
BUS relay Inverter
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS
Fig. 6

L MAIN
BUS


START BUS
L battery

relay

relay
L HOT BAT
BUS relay
PAGE
5.1
Dec 01/15
L HOT R HOT
11
BAT BUS BAT BUS
L battery External
power
R battery
ELECTRICAL
Description
− Engine start on external power. L INV BUS R INV BUS L INV BUS R INV BUS
− L and R BAT switch ON.
A31881
− ESS AVION switch ON. MAIN STBY
INV INV
Main Switch
Inverter

R AVION Standby
BUS relay Inverter
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS
Fig. 7

L MAIN
BUS


START BUS
L battery

relay

relay
L HOT BAT
BUS relay
PAGE
5.1
Dec 01/15
L HOT R HOT
BAT BUS
12
BAT BUS
L battery External
power
R battery
ELECTRICAL
Description
− Second engine start on crosside generator and battery power. 115VAC 115VAC 26VAC 26VAC
A31882
MAIN STBY
INV INV
Main Switch
Inverter

R AVION Standby
BUS relay
(RCCB) Inverter
BUS relay
(RCCB)

L ESS BUS R ESS BUS
Fig. 8

L MAIN
BUS


START BUS
L battery

relay

relay
L HOT BAT
BUS relay
PAGE
5.1
Dec 01/15
L HOT R HOT
BAT BUS
13
BAT BUS
L battery External
power
R battery
ELECTRICAL
Description

Description
A12678
Fig. 9 Wild frequency AC system − schematic
5.1
PAGE 14
Dec 01/15

Description
2.10 ELECTRICAL POWER DISTRIBUTION LIST
DC POWER
L HOT BAT BUS R HOT BAT BUS
− L engine fire extinguisher. − R engine fire extinguisher.

− Cargo fire extinguisher. − R fire handle: HP, Bleed and Gen shut off.
− L Fire handle: HP, Bleed and Gen shut off. − Refueling/defueling power.
− Dome, entrance and cargo lights. − Additional cargo extinguisher (if installed).
− L battery voltage indication. − R battery voltage indication.
− AHRS 1 backup power. − AHRS 2 backup power.
− ACARS backup power (if installed).
L BAT BUS R BAT BUS
− Emergency battery charging (JET PACK). − Fuel used indication (if installed).
− Cabin pressurization control. − Outflow valve auto dump on ground.
− Cabin pressure emergency dumping. − R pilot audio.
− L pilot audio. − Lavatory and cargo smoke detection.
− P/A amplifier and handsets. − Flap indication.
− Avionic compartment smoke detection. − Stby trim indicator backup power.
− Flap control. − Stby pitch and stby roll trim backup power.
− Stby trim indicator main power. − Main trim indicator.
− Stby pitch and stby roll trim main power. − Main roll and main pitch trim.
− Pitch/roll disconnect. − Yaw trim.
− L stby fuel pump, power and control. − Pitch trim synchronization.
− L main fuel pressure control and indication. − Rudder limiter override.
− L fuel shutoff valve. − R stby fuel pump, power and control.
− L windshield wiper. − R main fuel pressure control and indication.
− Cockpit voice recorder. − R fuel shutoff valve.
− Landing gear extension and retraction. − R landing gear emergency extension.
− L landing gear emergency extension. − Landing gear relays.
− Nose wheel steering. − Navigation lights, one bulb each position.
− Taxi light. − Map lighting.
− Rotating/flashing beacons. − Flood lighting, right.
− Pilot reading lights. − Cabin signs.
− Flood lighting, left and center. − R engine autoignition.
(Cont’d) (Cont’d)
5.1
PAGE 15
Dec 01/15

Description
L BAT BUS (Cont’d) R BAT BUS (Cont’d)
− L engine autoignition. − R engine GCU.

− L engine GCU. − R engine start control.
− L engine start control. − R engine speed (Ng).
− L engine speed (Ng). − R engine temp (ITT).
− L engine temp (ITT). − R engine torque.
− L engine torque. − R engine oil temp and press. indication.
− L engine oil temp and press indication. − R engine fuel flow.
− L engine fuel flow. − R engine CTOT.
− L engine CTOT. − R engine intake anti−ice control.
− L and R engine anti−ice control lights. − R prop, oil temp and press. indication.
− L engine intake anti−ice control. − Propeller brake.
− L prop oil temp and press indication. − R propeller de−ice control.
− L propeller de−ice control. − L bleed valve control.
− R bleed valve control. − R stall warning (channel 2).
− L stall warning (channel 1). − Stick pusher servo.
− Cabin overhead lighting. − Windshield heat, R front and side control.
− Windshield heat, L front and side control. − Wing and stab de−ice man. and control ind.
− Bus tie relay AUTO function. − Wing and stab de−ice air supply control.
− TAWS audio (if installed)
L ESS BUS R ESS BUS
− Cabin temperature indication. − OAT probe heating control.

− Rudder gust lock. − Cabin pressurization indication.
− Fuel interconnect valve. − L and R battery and fuel temp indication.
− L fuel quantity. − Emergency lights manual control.
− Hydraulic pump OVRD. − Emergency lights, battery charging.
− Landing gear in transit light. − Fuel crossfeed valve.
− Brake pressure indicator, emergency and out- − R fuel quantity.
board. − Hydraulic quantity indication.
− L propeller speed (Np). − Brake pressure indicator, main and inboard.
− L BETA indication. − R altimeter vibrator and R overspeed warning.
− L autocoarsen system. − Stby pitot heat.
− Autocoarsen computer. − Landing gear downlock indication.
5.1
PAGE 16
Dec 01/15

Description
L ESS BUS (Cont’d) R ESS BUS (Cont’d)
− Propeller overspeed test. − R propeller speed (Np).

− Warning annunciator system, channel 1. − R BETA indication.
− Warning system test and bright/dim function. − R autocoarsen system.
− GWPS/TAWS indicators and flap override. − Propeller brake (A/C 003−78).
− L Essential bus voltage indication. − Warning annunciator system channel 2.
− R Essential bus voltage indication.
− Lavatory flush and light.
− Boarding music (if installed, A/C 139−UP with
generation II interior).).
L MAIN BUS R MAIN BUS
− Wing and stab de−ice CONT mode. − R galley control ( if installed).

− Flight deck temperature control. − Cabin window lighting.
− Recirculation fan overheat detection. − Cabin temperature control.
− Avionic rack fan control. − R battery ventilation.
− Avionic rack fan power. − R engine anti−ice air valve (fails open).
− L battery ventilation. − R Windshield wiper.
− Hydraulic pump AUTO. − Anti−skid outboard.
− L engine anti−ice air valve (fails open). − R landing light.
− Anti−skid inboard. − Strobe lights.
− L landing light. − Wing inspection lights.
− Navigation lights, one bulb each position. − Fuel used indicator, A/C 003−078 (if installed).
− Cabin window lighting. − R HP manual control (fails closed).
− Propeller synchrophazing. − R HP auto control.
− L HP manual control (fails closed). − Standby Inverter 26 V
− L HP auto control. − R bleed air leak detection and indication.
− L bleed air leak detection and indication. − X−valve control (fails closed).
− Main inverter 115 V 26 V. − R MAIN BUS voltage indication.
− L MAIN BUS voltage indication. − VHF COM3 (if installed).
− Entrance and cargo lighting.
5.1
PAGE 17
Dec 01/15

Description
L MAIN START BUS R MAIN START BUS
− Instrument lighting left, center and center − Instrument lighting right.

pedestal. − Logo lights (if installed).
− Cabin signs (A/C 003−078).
L AVIONIC BUS R AVIONIC BUS
− Flight director and MSP. − Flight director and MSP.

− Autopilot controls and servos. − Autopilot controls and servos.
− HF COM (if installed). − VHF COM 2.
− MFD and MPU (if installed). − Cabin attendant call buttons, gen. I interior.
− ADF 1. − FDAU (without mod. 2964 installed).
− DME 1. − ADF 2 (if installed).
− ATC transponder 1 − VOR/ILS 2.
(depending on national regulations). − DME 2 (if installed).
− Radio altimeter (GPWS/TAWS is lost). − Weather Radar power
− AHRS 1 main power. − ATC transponder 2 (if installed).
− L AVION BUS voltage indication. − AHRS 2 main power.
− FDAU (with mod. 2964 installed). − R AVION BUS voltage indication.
− TAWS power (if installed) − RNAV (if installed).
− ACAS/TCAS (if installed).
− Boarding music (if installed, A/C with gen I
interior and A/C 003−138 with gen. II interior).
− WXR/TAWS relay (if installed).
L AVIONIC START BUS R AVIONIC START BUS
− Rudder limiter. − EFIS 2.

− ADC/Altimeter.
− ADC/IAS indicator.
− VSI or VNI and altitude preselector.
− EFIS 1.
5.1
PAGE 18
Dec 01/15

Description
ESS AVIONIC BUS UTILITY BUS
− VOR/ILS/Marker 1 and VOR/ILS indicator. − Passenger reading lights.

− ATC Transponder 1 − Lavatory water heater (if installed).
(depending on national regulations). − Galley fan light and liquid heater.
− Pilot footwarmer (if installed).
− Active Noise Control (if installed).
− Cabin attendant call buttons, gen. II interior.
EMERGENCY BUS EMERGENCY AVIONIC BUS
− Audio system backup power. − VHF COM 1.

− Bus tie relay CONN function. − Stby horizon.
− L and R engine fire detection.
− L and R tailpipe hot detection.
− Warning system backup power.
− Emergency voltage indication.
− 28 to 5 VDC converter for instrument
emergency lighting.
L GEN BUS R GEN BUS
− Cabin recirculation fan. − Cockpit recirculation fan.

− Hydraulic pump pwr.
5.1
PAGE 19
Dec 01/15

Description
AC POWER
L INV BUS 26 V AC R INV BUS 26 V AC
− AHRS 1 compass reference. − AHRS 2 compass reference.

− NAV 1 compass reference. − NAV 2 compass reference.
− Flight recorder power (without mod..2964 − Flight recorder power (with mod. 2964 inst.).
inst.). − Weather radar stabilization.
− Integral panel lighting. − ACARS (if installed).
− GPWS power.
WILD FREQUENCY AC POWER
L GEN BUS 115 V AC R GEN BUS 115 V AC
− L propeller de−ice power. − R propeller de−ice power.

− Windshield heat left front and side. − Windshield heat right front and side.
− L pitot heat. − R pitot heat.
− L angle of attack probe heat. − R angle of attack probe heat.
− Galley hot jugs heating. − OAT probe heat.
L GEN 115 V AC R GEN 115 V AC
− L engine intake anti−ice. − R engine intake anti−ice.
5.1
PAGE 20
Dec 01/15

Description
L/R BAT switch.

A
Controls the battery relay connecting the battery
to the START BUS and the respective GEN BUS.
OVRD − Battery thermal switch overridden and
battery connected after a battery over−
heat and subsequent relay opening,
independent of EXT PWR switch posi−
tion (for emergency use only).
ON − Relay energized and battery connected
if EXT PWR switch is OFF.
A DC PANEL
OFF − Relay de−energized and battery
disconnected from the above buses.
BUS TIE switch.

BUS TIE CONN (green). Controls the BUS TIE relay for connect of the
Comes on when the L and R GEN BUS L and R GEN BUS.
are connected. CONN − The BUS TIE relay is energized with
power from the emergency bus and the
generator buses are connected.
L/R MAIN BUS light (amber) AUTO − The BUS TIE relay is energized and the
Comes on when the respective bus is not generator buses are connected with
powered. batteries ON and one or both generators
not working. With both generators work−
The L/R main bus are de−energized:
ing the generator buses are not con−
− During engine start. nected.
− When the L/R generator bus are battery SPLIT − The BUS TIE relay is de−energized and
powered. the busses not connected.
− When the MAIN BUS relay has tripped due to
tripped generator. L/R GEN switch.
The GEN switch controls the respective generator
relay connecting the generator to respective gen-
L/R GEN OV TEMP light (amber). erator bus.
Comes on when the respective generator is OFF − The generator is disconnected from it’s
overheated (150C). bus.
ON − The generator control unit allows the
EXT PWR switch. generator relay to close provided that
L/R GEN light (amber). In ON position the external power relay closes the engine is running and the generator
Comes on when the generator relay is de− if external power is available thereby enabling power provides sufficient electrical power and
energized, disconnecting the generator from to all busses (fig. 3). that no failures are detected.
the generator bus. EXT PWR ON light (white). External power has priority over the DC−generators RESET − The generator field relay and the gen−
Comes on indicating that external power is and batteries. erator relay are closed again through
switched on when the EXT PWR switch is in If Mod. 1802 installed: the generator control unit after having
ON position. The light is controlled by the The EXT PWR switch lever will automatically retard been switched off or tripped.
external power relay and will subsequently only to the OFF position if the external power relay de− NOTE: Pulling a fire handle will trip the
come on when external power is available. energizes due to external power voltage drop.
C0808 field relay.
Fig. 10 DC Power Control Panel − switches and light
5.1
PAGE 21
Dec 01/15

Description
5.1
PAGE 22
Dec 01/15

Description
A B
ESS AVION switch.
Connects:
− The ESS AVIONIC BUS to the L ESS BUS.
− The EMER AVIONIC BUS to the EMER BUS.
L/R AVION switch.

Connects:
− The L/R AVIONIC BUS to the respective MAIN
BUS.
− The L/R AVIONIC START BUS to the respec−
tive MAIN START BUS.
B DC PANEL
DC ELEC
ON ON ON L/R ESS BUS light (amber).
Comes on when the respective ESS BUS is not
powered.
OFF OFF OFF
L ESS R ESS
BUS BUS
A BAT FUEL TEMP PANEL
L BAT R BAT L/R BAT HOT light (amber)
TEMP L BAT R BAT HOT HOT
Comes on when the battery is overheated (71C)
OFF FUEL EMER
C L BAT
PWR
R BAT causing the battery relay to open and disconnect
the battery from the START BUS and it’s respec-
tive GEN BUS.
L/R BAT light (amber)

Temperature display. Temperature selector. EMER PWR light (amber). Comes on when the battery relay is deenergized
Indicates temperature in degrees Celcius − L battery Comes on if the EMEGENCY BUS is not and the battery not connected to the START BUS
as set by the selector. powered or if the emergency power supply and it’s respective GEN BUS.
− R battery
voltage drops below 24V.
− Fuel
A26568
Fig. 11 DC Power Control Panel − switches and light
5.1
PAGE 23
Dec 01/15

Description
5.1
PAGE 24
Dec 01/15

Description
A B B AC/DC PANEL
C AC ELEC DC ELEC DC AMP/VOLT indicator.
Indicates the voltage for respective selected
26V MAIN/STBY switch. 26V bus or source. If L or R GEN selected the
MAIN INV − Connects L and R INVERTER BUS MAIN STBY 600 30 indicator also shows current load in amperes.
26 V AC to the main inverter. INV INV
400 25
STBY INV − Connects L and R INVERTER BUS NOTE: AMP is only indicated when L or R GEN
20
26 V AC to the standby inverter. 200 is selected.
DC
AMP VOLT 15
0 0
MAIN INV
MAIN INV light (amber). L R

MAIN INV EMER
Comes on if the main inverter fails or the 115V 26V AVION AVION
DC AMP/VOLT selector.
MAIN INV 115/26V switch is in OFF position. ESS ESS
ON Selects bus or source to be displayed on
MAIN MAIN
DC AMP/VOLT indicator.
GEN GEN
OFF BAT BAT
EXT PWR
A ENGINE START PANEL

MAIN INV 115/26V switch.
In ON position the main inverter supplies 115V AC to
the L and R INVERTER BUS 115V AC.
It also supplies 26V AC to the L and R
INVERTER BUS 26V AC if the 26 V MAIN/STBY INV
switch is in MAIN position.
C GROUND STATUS PANEL
DOORS STATUS
NO BAT START light (amber). DOOR BRAKE EXT PWR AVAIL light (blue).
Comes on if L or R battery temperature MAIN MAIN DOOR When light is on, external power is connected
DOOR HANDLE and is available for use.
exceeds 57C. For engine start limitations CREW EXT PWR
see AOM 17, Power Plant. HATCH AVAIL
A12703
Fig. 12 Electrical − control and indicators
5.1
PAGE 25
Dec 01/15

Description
5.1
PAGE 26
Dec 01/15

Description
A B
B TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R
OVV
GDN
A

B
L/R GEN OVV switches (for maintenance only).

Test switches for the generator overvoltage circuit.
NOTE:
With Mod. No. 2514 L/R GEN OVV switches are
removed.
A ENGINE ANTI−ICE PANEL

L/R AC GEN light (amber).
ENGINE
Comes on when the AC generator is not supplying
L ELEC L AIR R AIR R ELEC power.
L ENGINE ON R ENGINE
L/R AC GEN switch.

OFF
ON − Energizes the AC generator
AC HEAT relay and thereby connects the
L, AC R, AC AC generator to the generator bus.
GEN GEN
LOAD XFR − De−energized the AC generator
L AC GEN R AC GEN
relay and disconnects the AC
ON generator from the generator bus.
LOAD XFR
OFF/R − The AC generator relay is de−
OFF/R
energized and the generator is
switched off.
− Also resets the generator control
whenever the fault protection has
disconnected the generator.
A31454
Fig. 13 Electrical − controls and indicators
5.1
PAGE 27
Dec 01/15

Description
ELEC light (amber).

The ELEC light will come on flashing whenever
a caution light associated with the electrical
system comes on.

COARSEN TRIM LIMIT
6 L FIRE R FIRE 6
FUEL ELEC
DET FAIL DET FAIL
7 ICE 7
ENGINE FLAPS AIRCOND
PROT
8 PARK HYDR EMER LTS OXYGEN 8
BRK ON UNARMED
9 A−SKID AVIONICS DOORS 9
AVIONICS
INOP VENT
FAIL LOCK SYSTEM FAIL
ICE PROT light (amber).

The ICE PROT light will come on flashing
together with the L/R AC GEN light.
A14820
Fig. 14 Electrical − controls and indicators
5.1
PAGE 28
Dec 01/15

Description
DATA AQUIS TAWS

EXT 1
DATA TAWS
AQUIS BAT
Applies to Mod. No. 3523.
L PL
MIN T/O
BUS
DATA / TOILET
REC
MAX OPTION (HIGHEST MODIFICATION STANDARD SHOWN)
A34005
Fig. 15 Left side pilot circuit breaker panels − standard
5.1
PAGE 29
Dec 01/15

Description
5.1
PAGE 30
Dec 01/15

Description
EMER LT
EXT
CABIN
LDG
RELAYS
R
R CTOT
STANDARD (HIGHEST MODIFICATION STANDARD SHOWN)
A24261
Fig. 16 Right side pilot circuit breaker panels − standard
5.1
PAGE 31
Dec 01/15

Description
5.1
PAGE 32
Dec 01/15

Description
DATA AQUIS TAWS

EXT 1
L PL
MIN T/O
BUS / TOILET
DATA
REC
A24262
Fig. 17 Left side pilot circuit breaker panels − max option
5.1
PAGE 33
Dec 01/15

Description
5.1
PAGE 34
Dec 01/15

Description
AUDIO BOARD
TAWS MUSIC
EXT 2 VSI TERR NOISE CTL ELT RECORD

DISP PWR IND
RELAYS
R PL
MIN T/O
SW ICE
IND
A24263
Fig. 18 Right side pilot circuit breaker panels − max option
5.1
PAGE 35
Dec 01/15

Description
5.1
PAGE 36
Dec 01/15

Description
DC buses
L essential/Left main . . . . . . . . . . . . . . . . . . . K−9 L ESS L MAIN
R essential/Right main . . . . . . . . . . . . . . . . . S−7 R ESS R MAIN
L avionic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K−8 L AVION

R avionic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S−6 R AVION
Essential avionic . . . . . . . . . . . . . . . . . . . . . . K−7 ESS AVION
L main start . . . . . . . . . . . . . . . . . . . . . . . . . . . K−3 MAIN START

R main start . . . . . . . . . . . . . . . . . . . . . . . . . . S−4 MAIN START
Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . K−4 EMER
Utility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S−5 UTILITY
Overcurrent relay reset

Bus tie reset . . . . . . . . . . . . . . . . . . . . . . . . . . K−1 RESET BUS TIE
Batteries
L battery vent . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS K−2 L BAT VENT
L battery control override . . . . . . . . . . . . . . . J−1 CONTROL OVRD
L battery control on . . . . . . . . . . . . . . . . . . . . J−2 L BAT ON
R battery vent . . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS S−1 R BAT VENT

R battery control override . . . . . . . . . . . . . . . S−2 R BAT OVRD
R battery control on . . . . . . . . . . . . . . . . . . . . S−3 CONTROL ON
R/L battery fuel temp ind . . . . . . . . . . . . . . . R ESS BUS S−12 BAT FUEL IND
5.1
PAGE 37
Dec 01/15

Description
DC voltage indicating
L battery bus . . . . . . . . . . . . . . . . . . . . . . . . . K−14 L BAT
R battery bus . . . . . . . . . . . . . . . . . . . . . . . . . S−11 R BAT
L main bus . . . . . . . . . . . . . . . . . . . . . . . . . . . K−13 L MAIN

R main bus . . . . . . . . . . . . . . . . . . . . . . . . . . . S−10 R MAIN
L essential bus . . . . . . . . . . . . . . . . . . . . . . . . K−12 L ESS

R essential bus . . . . . . . . . . . . . . . . . . . . . . . S−9 R ESS
L avionic bus . . . . . . . . . . . . . . . . . . . . . . . . . K−11 L AVION

R avionic bus . . . . . . . . . . . . . . . . . . . . . . . . . S−8 R AVION
Emergency bus . . . . . . . . . . . . . . . . . . . . . . . K−10 EMER
AC generator
Load transfer left Ø A . . . . . . . . . . . . . . . . . . K−28 LOAD XFR Ø A
Load transfer left Ø B . . . . . . . . . . . . . . . . . . K−27 LOAD XFR Ø B
Load transfer left Ø C . . . . . . . . . . . . . . . . . . K−26 LOAD XFR Ø C
Load transfer right Ø A . . . . . . . . . . . . . . . . . P−25 LOAD XFR Ø A

Load transfer right Ø B . . . . . . . . . . . . . . . . . P−26 LOAD XFR Ø B
Load transfer right Ø C . . . . . . . . . . . . . . . . . P−27 LOAD XFR Ø C
5.1
PAGE 38
Dec 01/15

Operation
1. LIMITATIONS
Unit Min Normal Max

DC generators
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC 27.5 28 29
− Nominal load per generator . . . . . . . . . . . . . . . . . A − 400 −
− Maximum load for 5 minutes . . . . . . . . . . . . . . . . A − − 600
Main batteries
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC − 24 −
− Capacity per battery . . . . . . . . . . . . . . . . . . . . . . . Ah − 43 −
− Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C −30 − −
NOTE
Emergency lighting battery temperature must be warm-
er than −18 C.
Emergency power supply
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC − 24 −
− Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ah − 5 −
AC generators
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V AC 90 115 125
− Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hz 460 − 600
− Nominal load per generator . . . . . . . . . . . . . . . . . kVA − − 26
External power
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC 26 − 29
− Amperage requirement . . . . . . . . . . . . . . . . . . . .
 Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . A − − 600
 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 1400 − 1600
5.2
PAGE 1
Sep 30/15

Operation
2. NORMAL OPERATION
2.1 ELECTRICAL Battery power

SYSTEM
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
POWER UP
− Check all circuit breakers to be pushed in.
2. L and R GEN switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
− Check to be guarded in AUTO position.
4. L AVION, ESS AVION and R AVION switches . . . . . . OFF
− Check avionic switches to be OFF.
5. MAIN INV 115V 26V switch . . . . . . . . . . . . . . . . . . . . . . ON
6. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN INV
7. L and R AC GEN switches . . . . . . . . . . . . . . . . . . . . . . . ON
− Check to be guarded in ON position.
8. L BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
9. R BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check BAT voltage to indicate min. 24V for both batteries.
10. L and R BAT HOT light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OUT
− Check lights to be out.
11. EMER PWR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OUT
− Check light to be out.
− Check emergency battery (EMER) voltage to indicate min. 24V.
12. BUS TIE CONN light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
− Check light to be on.
If external power available
13. EXT PWR AVAIL light . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
External power available is indicated by EXT PWR AVAIL light ON
14. EXT PWR voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check EXT PWR below 30 V.
15. EXT PWR voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check EXT PWR light to come on and check EXT PWR voltage to indicate
between 26 V and 29 V.
5.2
PAGE 2
Sep 30/15

Operation
− Check L and R BAT light to come on indicating that batteries are discon-
nected from the generator and start busses.
− Check BUS TIE CONN light to remain on.
NOTE
If the external power voltage should drop to approximately 10 volts the EXT
PWR switch lever automatically retard to the OFF position and the batteries will
be connected. The external power relay will automatically be deenergized.
If leaving the aircraft with external power ON, make sure to switch OFF the
batteries otherwise the batteries could be drained if the external power is
disconnected from outside the aircraft.
For Electrical system operation during engine start and during engine op-
eration see section 17 POWER PLANT.
5.2
PAGE 3
Sep 30/15

Operation
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES

and 24, EMERGENCY PROCEDURES.
5.2
PAGE 4
Sep 30/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
CONTENTS
Location Spare bulbs and fuses

6/1.0 Highlights − not applicable 6/9.0 Highlights − not applicable
6/1.1 Description 6/9.1 Description
6/1.2 Operations − not applicable 6/9.2 Operations − not applicable
Oxygen
Exits
6/2.1 Description 6/10.0 Highlights − not applicable
6/2.2 Operations − not applicable 6/10.1 Description
6/10.2 Operations − not applicable
Emergency lighting/Flash lights
6/3.1 Description
Fire fighting equipment

6/4.1 Description
PBE / Smoke goggles

6/5.1 Description
Flotation equipment
6/6.1 Description
Emergency Locator Transmitter (ELT)

6/7.1 Description
First aid kit

6/8.1 Description
6 −CONTENTS
PAGE 1
Sep 30/15
6 −CONTENTS
PAGE 2
Sep 30/15

Location
1. LOCATIONS
Cockpit escape hatch

Life vests (2)
Escape strap Fire extinguisher (1)
Flash light (1)
Oxygen mask (1)
Life vest (1) Smoke goggles (1)
ËË
Flash light (1) ( P. B. E. (1), when required)
Oxygen mask (1)
ËË
Fire axe (1) First aid kit
Smoke goggles (1) Oxygen 120 L
Observer oxygen outlet
Emergency flash light
Main Door
ËË Oxygen 310 L
Fire extinguiser (1)
(F/A life vest)
Passenger oxygen masks
F/A service panel Full face mask
P/A system (PBE (1), when required)
Forward right exit
Overwing exits
Fire extinguisher (1)

(PBE (1), when required)
ÎÎÎÎ
ÎÎÎÎ
E.L.T.
ÎÎÎÎ
Number and location of
Oxygen outlets in the Pas-
ÎÎÎÎ
senger Service Units vary
with national regulations.
Emergency Exit
ÎÎÎÎ Life vests if installed, under
each passenger seat .
Seat cushions are also
flotation aids.
A10155
Fig. 1 Location − loose equipment
CAUTION
Emergency equipment (type, number and location) vary with operators.
To ensure correct information, contact your Flight Operations department.
Crew members should receive adequate training in the handling of all emergency equipment.
6/1.1
PAGE 1
Sep 30/15

Location
6/1.1
PAGE 2
Sep 30/15

Oxygen
1. GENERAL manually operated shut−off valve to a pressure reg-

ulator which reduces pressure to 70 psi before it is
The aircraft is equipped with one fixed oxygen sys-
distributed to outlets.
tem, plus portable oxygen bottles.
Each outlet gives approx. 2 l oxygen per minute.
The fixed system supplies oxygen via three cockpit
outlets to the two pilots and observer, and via cabin (Number of bottles varies with national regulations
outlets to the passengers. and operators specifications).
Number of cabin outlets varies with national regula- The oxygen bottle(s), which is made of metal with
tions and operators specification. They are primarily an over−wrapping of Kevlar fiber sealed in epoxy,
intended for giving supplemental oxygen after a de- has a relief plug connected to an overboard dis-
compression. charge line. The discharge line port is covered by a
green blow−out disk and is located on the right side
The portable system is intended for the flight atten-
of the fuselage nose section. Absence of the disk
dant, for crew walk−around purposes and for dis-
indicates that the bottle has been discharged.
pensing first aid oxygen.
The bottle(s) has a capacity of 1390 l and nominal
2. FIXED OXYGEN SYSTEM charging pressure is 1,850 psi.
Oxygen bottle(s), located under the cockpit floor, The ground servicing panel is located adjacent to
provides the system with high pressure oxygen the disk.
(approx. 1,850 psi). The oxygen flows through a
Oxygen bottle
OXYGEN Blow−out disk
A11114
Fig. 1 Fixed oxygen system − oxygen bottle location
6/2.1
PAGE 1
Sep 30/15

Oxygen
The shut−off valve incorporated in the regulator

assembly is controlled from the cockpit by a push−
pull handle, located on the forward right side pan-
A el, adjacent to the oxygen pressure gauge. The
B handle has a green mark at the base, indicating
open position.
Oxygen to the passenger cabin is controlled by a

passenger oxygen valve lever, located outboard
of the right pilot’s seat.
B PASSENGER OXYGEN VALVE LEVER
A OXYGEN ON/OFF HANDLE
Pass
only
Lift to
open
Green colored cut
Oxygen ON/OFF valve handle. Passenger oxygen valve lever.

When pulled, oxygen is provided to the fixed When lifted, oxygen is supplied to the cabin
oxygen system. outlets.
A11115
Fig. 2 Oxygen − Cockpit controls
6/2.1
PAGE 2
Sep 30/15

Oxygen
A OXYGEN PRESSURE GAUGE
Oxygen pressure gauge.

Shows bottle pressure in psi.
B CENTRAL WARNING PANEL
Oxygen (CWP) light.

L FIRE R FIRE Comes on if oxygen pressure drops to 800  35
FUEL ELEC
DET FAIL DET FAIL psi.
ICE
ENGINE FLAPS AIR COND
PROT
PARK HYDR EMER LTS OXYGEN
BRK ON UNARMED
A−SKID AVIONICS DOORS
AVIONICS
INOP VENT
L STALL GUST PUSHER R STALL
A11118
Fig. 3 Oxygen − controls and indicators
6/2.1
PAGE 3
Sep 30/15

Oxygen
Pilot CWP
oxygen
outlet Oxygen on/off
OXYGEN
valve handle
Observers
oxygen
outlet Press
switch
Press indicator
LP relief
Pressure Regulator OXYGEN BOTTLE

indicator and supply
valve
Passen-
ger
oxygen Charging connect
HP relief
outlets
Pilot
oxygen outlet
Passen- Supply line

ger
oxygen Blow−out disk
valve
A11119
Fig. 4 Fixed oxygen system − schematic
6/2.1
PAGE 4
Sep 30/15

Oxygen
There are three plug−in type oxygen outlets in The quick−donning masks are diluter/demand type
the cockpit: one for each pilot, located behind and with mask mounted regulator and microphone.
outboard of each pilot’s seat on the side panel; and Each mask is supplied with a red flow indicator
one for the observer, located on the left side wall which disappears when oxygen is flowing.
above the observer’s seat.
The mask mounted diluter/demand regulator pro-
Flight crew masks (quick donning masks) are nor- vides oxygen dilution and delivery pressure control.
mally connected to their outlets so that they can be
The oxygen selector on the regulator enables the
put into immediate use. If a mask is disconnected
mask to be supplied either with oxygen mixed with
from its outlet, a check valve in the outlet prevents
ambient air (”NORMAL”) , or with 100% oxygen on
line pressure from leaking.
demand.
When not in use, these masks hang from overhead
When the emergency selector is turned to ON, the
quick−release holders behind the respective pilot to
mask is supplied with 100% continuous flow oxy-
be conveniently at hand for immediate donning.
gen. This should be used for protective breathing
Observer mask purposes (smoke in the cockpit etc.).
Type and how to store it during flight varies with Smoke goggle (push−pull) vent valve is used in
national regulations. conjunction with 100% continuous flow oxygen
(emergency selector ON) to divert a small flow of
All masks except the first aid mask, can be plugged
oxygen from the mask cavity into the smoke goggle
into the cockpit outlets.
cavity to vent smoke or noxious fumes which may
Flight crew and observer masks can be used with be present.
the large (310 l) portable oxygen bottle if desired.
To ventilate:
However, they can not be used with the small
(120 l) bottle, which will only accept the first aid − Turn emergency selector to ON
mask. − Pull out the Vent Valve knob.
A11171
Fig. 5 Flight crew oxygen mask
6/2.1
PAGE 5
Sep 30/15

Oxygen
Flight Attendant Oxygen

The flight attendant can be supplied with oxygen
either by the large walk−around bottle (310 l) or by
plugging the oxygen mask (full face smoke mask)
into one of the fixed passenger outlets, or into the
observer’s outlet if not occupied.
First choice should normally be the 310 l portable
bottle, as this gives greater freedom of movement.
The cabin has passenger oxygen outlets, lo-
cated on the overhead passenger service units
(P.S.U), and connected to the fixed system. Num-
ber of outlets varies with national regulations.
Passenger oxygen masks with plug−in connectors
and flow indicators are normally stowed in the
galley area.
The most common type of mask has a flow indica-
tor. It is a small green compartment built into the
oxygen accumulator bag which inflates immediately
upon a flow of oxygen, and is highly visible to the
user.
Masks are continuous flow type. No shut−off valves
are provided.
A11172
Fig. 6 Passenger oxygen outlets / Passenger oxy-

gen mask
6/2.1
PAGE 6
Sep 30/15

Oxygen
4. PORTABLE OXYGEN
The aircraft is provided with portable oxygen

bottles. There are two sizes: large (310 L) and small
(120 L). Number and locations vary with national
regulations.
Description
The large (310 L) bottle is intended for crew walk−
around and is the F/A primary choice of oxygen
supply.
It has two 2 L/min. outlets (with option 231−1
installed, only one outlet), suitable for both flight
crew and the full−face mask.
Some bottles may also be fitted with outlets which
can be used with the passenger masks.
Minimum duration with 1,800 psi initial pressure:
− One outlet in use . . . . . 80 min.
− Two outlets in use . . . . 50 min.
With the full face smoke mask in use, duration is
reduced to 10−20 min., depending on inhalation
rate.
The small (120 L) bottle is intended for giving first
aid and supplemental oxygen. It has its own oxygen
mask. This bottle has two constant flow outlets (2
and 4 L/min). The 4 L/min (HI) outlet is used for first
aid, and the 2 L/min (LO) outlet for supplemental
oxygen, e.g. after a decompression.
Minimum duration with 1,800 psi initial pressure:
− HI . . . . . . . 20 min.
− LO . . . . . . 30 min.
Minimum pressure for all portable bottles before
take−off is 1,500 psi,
NOTE
The oxygen mask attached to the small (120 L)
bottle can not be connected to any other outlet in
the aircraft.
A11173
Fig. 7 Portable oxygen bottles
6/2.1
PAGE 7
Sep 30/15

Oxygen
Full−face mask Portable oxygen operation

The mask has an on−demand regulator and an General instructions
emergency selector; it also has a built−in−micro- − NO SMOKING sign ON
phone which can be connected to the observers − check bottle pressure
jack panel.
− secure the bottle either by hanging it over your
Depressing or turning the emergency selector to shoulder or on the passengers seat−back.
”EMER” will create a continuous flow, for mask ven- − connect mask
tilation. − turn valve fully open
The mask, when stowed, is unconnected. It can be − check flow
connected to the large (310 L) bottle or to any avail- − put mask on (passengers oxygen mask; secure
able fixed−system outlet. with elastic cord and metal strip).
NOTE NOTE
The mask can not be connected to the small Minimum pressure for use: 50 psi.
(120 L) bottle.
SUMMARY
1. The fixed system has outlets in cockpit and in
cabin. Any mask except the ”first−aid” mask
can be plugged into any of these outlets.
2. There are two different portable bottles; one
large for the flight attendant and crew walk−
around and one small for first−aid oxygen.
3. Flight attendant should primarily use the large
(310 L) portable bottle.
4. Small portable bottle has special fittings which
will only accept the attached ”first−aid” mask.
5. Flight crew oxygen masks should always be
connected. Observer mask usage varies with
national regulations.
WHEN OXYGEN IS DISPENSED, ENSURE THAT

THERE IS NO SMOKING IN THE VICINITY!
A11174
Fig. 8 Full face mask
6/2.1
PAGE 8
Sep 30/15

Oxygen
5. FIXED OXYGEN SYSTEM DISPATCH Oxygen temperature

PRESSURE OXYGEN SUPPLY DURATION charts are pres-
Oxygen dispatch pressure varies with the number ented for −20 C (−4 F), 0 C (32 F), +20 C (+70
of oxygen masks (passenger and crew), number of F) and +40 C (+105 F) oxygen temperature and
fixed bottles, oxygen temperature, descent profile the MINIMUM DISPATCH PRESSURE tables are
and national operating regulations. To simplify the presented for −50 C (−60 F) to +50 C (+120 F)
presentation 3 different system configurations are oxygen temperature in steps of 10 C. The oxygen
covered in this section, additionally oxygen con- consumption given per individual crew and passen-
sumption per individual crew and passenger mask ger mask is based on a oxygen temperature of +20
are given for the individual operator to develop his C (+70 F). It is however expected that the oxygen
unique dispatch pressure. temperature will remain below about +20 C (+70
F) during normal ground and flight operations. If the
It is important to understand that the oxygen pres- aircraft is hot−soaked on the ground for an ex-
sures presented are based on the Crew Oxygen tended period (longer than normal turnarounds), the
mask selector in NORMAL position (supplemental oxygen temperature might exceed +20 C (+70 F).
oxygen supply). Keeping the selector in 100% posi-
tion (Smoke Protection supply) will result in a much Descent profiles
faster depletion of oxygen. Oxygen for smoke Two different descent profiles have been used in
protection is, according to the regulations, required the calculations, one is made up to meet FAR Part
to be available for 15 min. to the cockpit crew. With 121 regulations while the other is made up to meet
3 cockpit masks and descent profiles to below ei- FAR Part 135 regulations. Both meet their respec-
ther FAR Part 121 or 135 profile this requirement is tive minimum requirements. If unable to descent to
met with 800 psi indicated oxygen pressure. This or below the descent profiles, because of terrain
requirement is always covered in the following pre- restrictions special calculations have to be per-
sentation and needs not to be considered. formed.
Oxygen masks Operating regulations
Crew: Data are given for 2 and 3 Crew: Some operating regulations re-
masks. quire a 2 hour−oxygen supply to
each cockpit crew regardless of
Passengers: Data are given for 3 different
flying time while other regulations
configurations: require less oxygen supply. The
− Configuration denoted FAR 121 OXYGEN SUPPLY DURATION
operation includes 4 passenger charts are made for those opera-
tors who can make a trade off in
oxygen masks.
oxygen pressure based on actual
− Configuration denoted FAR 135 flying time. The MINIMUM DIS-
operation includes 30 passenger PATCH PRESSURE tables are
oxygen masks. made for those operators who are
required to carry a 2 hour oxygen
− Configuration denoted 34 oxy- supply regardless of flying time
gen masks includes accordingly and therefore only can make a
34 passenger oxygen masks. trade off in oxygen pressure based
on number of passenger on−
Oxygen bottles board.
Two different system configurations are covered, Passenger: The supply duration given is al-
ways for a 30 minute−supply to
the basic 1 and the optional 3 fixed bottles installa- each passenger mask.
tion.
6/2.1
PAGE 9
Sep 30/15

Oxygen
5.1 FAR 121 DESCENT PROFILE

ALTITUDE
1000 FEET
25
1 bottle / 4 outlets
14
10 30 MIN. OXYGEN SUP-
PLY
TO 4 PASSENGERS.
AOM0006 10 20 30 40 80 90 100 110 120

FLIGHT TIME − MINUTES
Fig. 9
5.2 FAR 135 DESCENT PROFILE
ALTITUDE
1000 FEET
25
3 bottles / 30 outlets
15
30 MIN. OXYGEN SUPPLY TO 30 PAS-

SENGERS.
AOM0005
10 20 30 40 80 90 100 110 120
FLIGHT TIME − MINUTES
Fig. 10
5.3 OXYGEN SUPPLY DURATION charts system configuration meets the FAR 135 require-
ment.
These charts are presented for 2 system configura-
tions: The OXYGEN SUPPLY DURATION charts assume
a fully loaded cabin and present dispatch pressure
− The basic 1 bottle installation with 2 or 3 crew
versus crew oxygen supply duration. The charts
masks in use and 4 passenger oxygen masks.
present minimum dispatch pressure versus time
The oxygen supply duration (Fig. 11) are based
from 30 to 120 min. The first 30 min not shown cov-
on the descent profile for FAR 121 and the whole
er the required 30 min passenger oxygen supply (4
system configuration meets the FAR 121 require-
resp 30 passenger masks in use) as well as the first
ment.
30 min of cockpit crew oxygen supply.
− The optional 3 bottles installation with 2 or 3 crew
masks in use and 30 passenger oxygen masks. CAUTION
The oxygen supply duration (Fig. 12) are based
Both FAR Part 121 and 135 require a 2 hour oxy-
on the descent profile for FAR 135 and the whole
gen supply to each cockpit crew member.
6/2.1
PAGE 10
Sep 30/15

Oxygen
OXYGEN SUPPLY DURATION

Basic 1 bottle system − 2 crew masks in
OXYGEN 800 use
LOW PRESSURE WARNING
SUPPLY
PRESSURE 900 OXYGEN BOTTLES TEMPERATURE
−PSI
1000
1100
1200
1300
−20C (−4F)
1400
1500 +0C (32F)
+20C (70F)
1600
1700 +40C (105F)
1800
AOM0009 1850
30 40 50 60 70 80 90 100 110 120
DURATION − MINUTES

Basic 1 bottle system − 3 crew masks in use
OXYGEN 800 LOW PRESSURE WARNING
SUPPLY
PRESSURE 900
−PSI OXYGEN BOTTLES TEMPERATURE
1000
1100
1200
1300
−20C (−4F)
1400
1500 +0C (32F)
+20C (70F)
1600
1700 +40C (105F)
1800
AOM0010 1850
30 40 50 60 70 80 90 100 110 120
Fig. 11
6/2.1
PAGE 11
Sep 30/15

Oxygen

Optional 3 bottle system − 2 crew masks in use
SUPPLY
PRESSURE 900
1000
1100
1200
1300
−20C (−4F)
1400
1500 +0C (32F)
+20C (70F)
1600
+40C (105F)
1700
1800
AOM0007 1850
30 40 50 60 70 80 90 100 110 120
Optional 3 bottle system − 3 crew masks in use
SUPPLY
PRESSURE 900
1000
1100
1200
1300
1400
1500 −20C (−4F)
1600 +0C (32F)
1700 +20C (70F)
1800 +40C (105F)

AOM0008 1850
30 40 50 60 70 80 90 100 110 120
Fig. 12
NOTE
All OXYGEN SUPPLY DURATION charts are based on oxygen selector in NORM position.
6/2.1
PAGE 12
Sep 30/15

Oxygen
5.4 MINIMUM DISPATCH PRESSURE tables use and 34 passenger oxygen masks. The dis-
patch pressure covers both the FAR 121 and 135
These tables are presented for 3 system configura-
descent profiles (Fig. 12).
tions:
The MINIMUM DISPATCH PRESSURE tables
− The first two configurations are identical to the 1
presents minimum dispatch pressure versus num-
and 3 bottle system as detailed above under OX-
ber of passenger on board and Outside Air Temper-
YGEN SUPPLY DURATION charts Fig. 11).
ature. They all provide a 2 hour oxygen supply to
− The third configuration consists of the optional 3
the cockpit crew (2 or 3).
fixed bottle−installation with 2 or 3 crew masks in
MINIMUM DISPATCH PRESSURE

Basic 1 bottle system − 4 passengers masks installation
2 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax −50 −40 −30 −20 −10 0 10 20 30 40 50
0 860 870 910 950 980 1020 1060 1090 1130 1170 1210
1−9 890 930 970 1010 1050 1090 1130 1170 1210 1250 1290
10−18 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
19−27 1020 1060 1110 1150 1200 1240 1290 1330 1380 1420 1470
28 or more 1070 1120 1170 1210 1260 1310 1360 1400 1450 1500 1550
3 COCKPIT CREW
No. of Pax −50 −40 −30 −20 −10 0 10 20 30 40 50
0 1120 1170 1210 1260 1310 1360 1410 1460 1510 1560 1610
1−9 1180 1230 1280 1330 1390 1440 1490 1540 1600 1650 1700
10−18 1240 1290 1350 1400 1460 1510 1570 1620 1680 1730 1790
19−27 1300 1360 1410 1470 1530 1590 1650 1700 1760 1820 1880
28 or more 1360 1420 1480 1540 1600 1660 1720 1780 1840 1910 1970
Cont’d...
6/2.1
PAGE 13
Sep 30/15

Oxygen
Optional 3 bottle system − 30 passengers masks installation

2 COCKPIT CREW
No. of Pax −50 −40 −30 −20 −10 0 10 20 30 40 50
10 or Less 860 860 860 860 860 860 860 860 890 920 950
11−15 860 860 860 860 890 930 960 990 1030 1060 1100
16−20 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
21−25 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
26−30 1050 1100 1150 1200 1240 1290 1340 1380 1430 1480 1530
3 COCKPIT CREW
No. of Pax −50 −40 −30 −20 −10 0 10 20 30 40 50
5 or Less 860 860 860 860 860 860 860 860 890 920 950
6−10 860 860 860 860 890 930 960 990 1030 1060 1100
11−15 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
16−20 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
21−25 1060 1110 1160 1200 1250 1300 1350 1390 1440 1490 1540
26−30 1160 1210 1260 1320 1370 1420 1470 1520 1580 1630 1680
Cont’d...
6/2.1
PAGE 14
Sep 30/15

Oxygen
Optional 3 bottle system − 34 passengers masks installation

2 COCKPIT CREW
No. of Pax −50 −40 −30 −20 −10 0 10 20 30 40 50
10 or Less 860 860 860 860 860 860 860 860 890 920 950
11−15 860 860 860 860 890 930 960 990 1030 1060 1100
16−20 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
21−25 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
26−30 1050 1100 1150 1200 1240 1290 1340 1380 1430 1480 1530
31−34 1140 1190 1240 1290 1340 1390 1440 1490 1540 1600 1650
3 COCKPIT CREW
No. of Pax −50 −40 −30 −20 −10 0 10 20 30 40 50
5 or Less 860 860 860 860 860 860 860 860 890 920 950
6−10 860 860 860 860 890 930 960 990 1030 1060 1100
11−15 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
16−20 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
21−25 1060 1110 1160 1200 1250 1300 1350 1390 1440 1490 1540
26−30 1160 1210 1260 1320 1370 1420 1470 1520 1580 1630 1680
31−34 1240 1300 1360 1410 1470 1520 1580 1630 1690 1750 1800
6/2.1
PAGE 15
Sep 30/15

Oxygen
5.5 OXYGEN CONSUMPTION figures
As an extra information to operators who want to

compile their own dispatch pressure table or for op-
erators with a different system layout, oxygen con-
sumption figures per crew and passenger masks
are given. The figure for the 1 fixed bottle installa-
tion is based on the FAR 121 descent profile or de-
scent to lower altitudes while the 3 fixed bottle
installation is based on the FAR 135 descent profile
or descent to lower altitudes. When compiling the
dispatch pressure it is important to notice that the
last 300 psi of indicated oxygen pressure must be
treated as unusable since the oxygen regulation
function starts to be unreliable at that pressure.
− Oxygen consumption with the 3 fixed bottles in-
stallation;
 SMOKE PROTECTION (Regulator in 100%
position)
−80 psi / crew mask / 15 min
 SUPPLEMENTAL OXYGEN (Regulator in
NORMAL position)
−135 psi / crew mask / 2 hrs
−27 psi/ passenger mask / 30 min
 UNUSABLE OXYGEN
−300 psi
− Oxygen consumption with the 1 fixed bottle
installation;
 SMOKE PROTECTION (Regulator in 100%
position)
−236 psi / crew mask / 15 min
 SUPPLEMENTAL OXYGEN (Regulator in
NORMAL position)
−385 psi / crew mask / 2 hrs
−80 psi/ passenger mask / 30 min
 UNUSABLE OXYGEN
−300 psi
6/2.1
PAGE 16
Sep 30/15

Emergency Lighting
1. GENERAL F/A−button is not pushed to ON or cockpit switch

is not in ON position.
The emergency lighting system provides necessary
− Manually, by selecting the cockpit switch to OFF
interior and exterior lighting for a minimum of ten
position, provided any Battery switch is in ON
minutes. The lights are powered by rechargeable
position and the F/A−button is not pushed to ON
battery packs, located under the cabin floor.
position.
1.1 Interior emergency lights
NOTE
− cove mounted lights (10)
If the lights come on manually or automatically they
− emergency exit signs (4) can not be selected off;
− emergency exit locator signs (2)
− if CB S7 (R ESS, R MAIN) is tripped or
− floor proximity escape path lights (8) or (20)
− if R ESS BUS power is lost.
1.2 Exterior emergency lights
The F/A−button will illuminate to show ARMED or
− escape path lights (2)
ON depending on system status.
− escape path lights in the frames of main door and
forward right exit. (2) CAUTION
− escape path lights, integrated with forward right Crew members should receive adequate training
and L/R overwing emergency exit signs (3). in the handling of the emergency lighting system.
Cockpit EMERG LIGHT switch should be OFF dur-
The emergency lighting system is divided into five ing engine start, be set to ARMED after engine
subsystems, each feeding the bulbs in a concen- start, and be set to OFF prior to engine shut−down.
trated part of the cabin from its battery pack, there- (The emergency lights can be turned off only when
by maximizing systems survivability. R ESS BUS is powered.)
The battery packs are kept at full charge via the R
ESS BUS.
The emergency lights are manually controlled by a
cockpit (OFF−ARMED−ON) EMER LIGHT switch
and an EMERGENCY LIGHTS button on the F/A
service panel (F/A−button).
The emergency lights will come on;
− Manually, by selecting cockpit switch to ON or
pushing F/A button to ON, provided any Battery
Switch is in ON position or R ESS BUS is pow-
ered.
The F/A−button will activate the system also
when the cockpit switch is in OFF position.
− Automatically, if electrical power is lost on R
MAIN BUS, provided the system is armed, which
is achieved with the cockpit switch in ARMED
position.
The emergency lights will go out;
− Automatically, if activated automatically, provided
electrical power is restored on R MAIN BUS and
6/3.1
PAGE 1
Sep 30/15

Emergency Lighting
3. FLASH LIGHTS
Three flash lights are provided with the aircraft as Indicator lamp
standard. Two are located in the cockpit, outboard
of each pilot’s seat, and one in the cabin entrance
area close to the F/A seat.
The F/A flashlight has a small red light, which keeps
blinking when the batteries are properly charged.
In the bottom a carrying loop is attached. The flash
light is automatically activated when removed from
its mounting bracket. A10721
Fig. 1 Emergency Flash light
NOTE
The F/A flash light should be considered as emer-
gency equipment and should only be used in an
emergency.
6/3.1
PAGE 2
Sep 30/15

Emergency Lighting
A B
B F/A SERVICE PANEL
A EMERGENCY CONTROL PANEL
EMERG LIGHT switch.

ON The emergency lights come on.
EMERGENCY LIGHTS button (F/A button)
ARMEDThe emergency lighting system is
armed. Emergency lights may be selected on and off by
pushing the button.
OFF The emergency lights go out.
ARM (yellow) light comes on when EMER
LIGHT (cockpit) switch is in
ARMED position.
ON (red) light comes on when emergency
lights are ON.
A11111
Fig. 2 Emergency lighting − controls and indicators
6/3.1
PAGE 3
Sep 30/15

Emergency Lighting
EMER LTS UNARMED light (amber)
The light will come on when the EMER LIGHT switch is

in OFF position.
A9920
Fig. 3 Emergency lights unarmed indication
6/3.1
PAGE 4
Sep 30/15

1. GENERAL 2.2 Halon fire extinguisher
Fire−fighting equipment comprises hand fire extin- The Halon fire extinguishers contain Halon 1211
guishers and a fire axe. which can be used against all types of fires.
NOTE Halon 1211 is a liquid chemical which, when ex-

pelled from the nozzle, contains approx. 85% liquid
The fixed fire protection system for the engines, the
and 15% gas. The liquid, when hitting the fire, forms
cargo compartment and the lavatory, is covered in
a cloud. The extinguishing effect is obtained
chapter 7, ”Fire Protection”.
through a chemical reaction in the flames. The
extinguishant leaves no residue and is considered
2. MAIN COMPONENTS AND SUBSYSTEMS non−toxic; however, there may be a slight ”narcotic”
effect.
2.1 Hand fire extinguishers
Halon fire extinguisher operation:
Number, type and locations vary with national regu- − Hold extinguisher upright.
lations.
− Release safety catch.
− At a distance of 1−2 m (3−7 feet), aim at base of
flames and depress trigger fully.
Only the fully developed cloud of extinguishant is
most effective, not the stream immediately ejected
from the nozzle outlet. If the cloud does not develop
around base of flames, move further back.
When extinguishing liquid fires, never aim full
stream into liquid.
When fighting fires in solid combustibles, apply
extinguishant shot−wise.
A11175
Fig. 1 Halon fire extinguisher
6/4.1
PAGE 1
Sep 30/15

2.3 H20 fire extinguisher 2.5 Avionic rack inlet
Water is used against fires in textiles, paper etc. It The avionics rack is provided with a red rubber inlet
must not be used against burning liquids and when for fire−fighting, located on the wall behind the left
electricity is involved. pilot. This inlet may be used to fight an avionics fire,
should other (isolation) procedures fail to cure the
The extinguisher contains 1,35 l of water, and has a
problem.
range of up to 6 m. An anti−freeze is added to pre-
vent freezing down to approximately − 20 C. Emp- 2.6 Fire axe
tying takes 35 sec. (continuous use).
The fire axe is located in the cockpit on the wall be-
2.4 H20 fire extinguisher operation hind the left pilot’s seat. It is intended for use in
− Turn handle fully clockwise (this will puncture the emergencies, e.g. breaking and cutting inside the
C02 cartridge in the handle). aircraft. The axe handle is electrically isolated.
− Depress trigger.
− Aim at fire.
− Hold the extinguisher upright.
− It is possible to form water spray by holding a
finger on the nozzle.
Fig. 3 Cockpit left bulkhead
Fig. 2 H20 fire extinguisher
6/4.1
PAGE 2
Sep 30/15

PBE / Smoke Goggles
1. PBE (Protective Breathing Equipment)
Requirements are subject to national regulations.

Where required, there will be one PBE close to
each hand fire extinguisher installed.
Type and operational procedures vary. For full de-
scription contact your Flight Operations department.
1.1 SMOKE GOGGLES
There are two smoke goggles in the cockpit located

behind each pilot’s seat, adjacent to the oxygen
mask. A third set of goggles may be provided for
the observer. It is then installed above the observ-
er’s seat.
1.2 Operation
− Don flight crew mask.
− Don smoke goggles; ensure a tight fit to the oxy-
gen mask.
− Tighten the straps.
− Ventilate by turning emergency selector to ON
and pulling the vent valve knob.
6/5.1
PAGE 1
Sep 30/15

PBE / Smoke Goggles
6/5.1
PAGE 2
Sep 30/15

Flotation equipment
1. GENERAL
− All flotation equipment must be readily available
to all persons on board.
− Number, type and locations vary with national
regulations.
− The crew should have their own life vests, lo-
cated adjacent to each crew station.
− Passengers are provided with life vests or spe-
cially designed seat cushions.
1.1 Life vest operation

− put the vest over the head
− tighten the straps around you
− pull the red inflation tabs (after leaving through
the exit)
− use mouthpieces if the inflation doesn’t work
− activate the light if needed (pull battery plugs)
1.2 Seat cushion operation

− pull the seat cushion from the seat
− embrace it and put your hands through the red
straps
The cushions are attached to the seat with Velcro
tape and can easily be pulled off.
A11176
Fig. 1 Life vest/seat cushion operation
6/6.1
PAGE 1
Sep 30/15

Flotation equipment
6/6.1
PAGE 2
Sep 30/15

Emergency Locator Transmitter
1. GENERAL 3.3 Deactivation
The Emergency Locator Transmitter (ELT) facili- Should the ELT be inadvertently activated, gain ac-
tates search and rescue in case of a crash landing. cess to the transmitter, set its front panel ON−OFF−
It activates automatically on impact, transmitting on ARM switch to OFF, depress the RESET pushbut-
civil as well as military aeronautical distress fre- ton and set the ON−OFF−ARM switch to ARM. To
quencies (121.5 and 243 MHz). prevent unnecessary search−and rescue actions,
inform ATC immediately. Also, make an entry in the
It is located aft of the cargo compartment, and is
aircraft log book.
removable from the aircraft.
3.4 Portable operation
2. DESCRIPTION
It is not normal procedure to bring the ELT along in
The ELT operates independent of the aircraft batter-
an evacuation. Should, however, circumstances
ies. It is waterproof, crash resistant, and will nor-
warrant the effort of removing the ELT, the portable
mally be operative after a crash landing.
operation is the following:
At a 5−7 G nominal impact, the ELT automatically − Gain access to the ELT through the access panel
activates, transmitting an emergency signal contain- aft of the cargo compartment.
ing 2−4 downsweep (1,600 − 300 Hz) signals per
− Set the ELT switch to OFF.
second. The self−contained battery has a minimum
− Disconnect the antenna cable and tear loose the
capacity of 52 hours of transmission.
two cables to the remote selector circuit.
There are two antennas: a permanent external on − Remove the ELT from its mounting bracket.
the tail cone and a blade antenna for portable ELT − Extend the blade antenna fully by pulling the
use. plastic end of the antenna.
The ELT is controlled by an internal impact switch The ELT is now ready for portable use and will
and an ELT switch on the transmitter front panel. transmit whenever the ELT switch is in the ON posi-
Remote control of the ELT is possible by way of a tion.
two−position (ON−ARMED) switch on the cockpit
overhead EMERGENCY panel. For maximum radio range, the ELT should be lo-
cated as high as possible above the surrounding
3. OPERATION terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
3.1 Automatic activation
At low temperatures, keep the transmitter inside
For normal operation, the ELT switch in cockpit your jacket with the antenna outside.
shall be guarded in ARMED position. The ELT will
IMPORTANT: To prevent unnecessary search−and
then activate automatically on impact.
rescue actions, inform ATC immediately if the ELT
3.2 Manual activation has been switched on inadvertently.
The ELT can be purposely activated by setting the

ELT switch in cockpit to ON.
6/7.1 S1
Without Mod No 2204 installed PAGE 1
Sep 30/15

A EMERGENCY PANEL
ELT switch.
ON Manual activation of ELT.
ARMED Automatic activation of ELT
by impact switch.
A11112
Fig. 1 ELT − controls
6/7.1 S1
Sep 30/15

ELT external antenna
A
Access panel to the ELT, in the cargo compartment
A EMERGENCY LOCATOR TRANSMITTER
RESET button.
When pressed the ELT selector in OFF
position, the ELT is deactivated.
ELT switch.
Blade antenna for portable operation. Automatic use: Normal position. Automat-
ic activation by impact
Pull plastic end to extend the antenna.
switch or activation by re-
mote switch.
Portable use:
ON ELT is on.
A11113 OFF ELT is off.
Fig. 2 ELT − location and controls
6/7.1 S1
Sep 30/15

6/7.1 S1
Sep 30/15

1. GENERAL 3.3 Deactivation
The Emergency Locator Transmitter (ELT) facili- The ELT can be deactivated in two ways should the
tates search and rescue in case of a crash landing. ELT be inadvertently activated;
It activates automatically on impact, transmitting on − Gain access to the transmitter and set the ELT
civil as well as military aeronautical distress fre- ON/ARM−OFF switch to OFF, and then back to
quencies (121.5 and 243 MHz). As an option (Mod. ON/ARM.
No. 3099) the ELT can be provided with a satellite − On the cockpit EMERGENCY panel, momentarily
com card that will transmit aircraft identifications on set the ELT switch to spring−loaded RESET posi-
satellite frequency 406 MHz. tion. To prevent unnecessary search−and rescue
It is located aft of the cargo compartment, installed actions, inform ATC immediately. Also, make an
with screws and is not removable without tools. entry in the aircraft log book.
2. DESCRIPTION 3.4 Portable operation.
The ELT operates independent of the aircraft batter- It is not normal procedure to bring the ELT along in
ies. It is waterproof, crash resistant, and will nor- an evacuation. Should, however, circumstances
mally be operative after a crash landing. warrant the effort of removing the ELT, the portable
At a 5−7 G nominal impact, the ELT automatically
− Gain access to the ELT through the access panel
activates, transmitting an emergency signal contain-
aft of the cargo compartment.
ing 2−4 downsweep (1,600 − 300 Hz) signals per
second. The self−contained battery has a minimum − Set the ELT switch to OFF. If not the ELT will
capacity of 52 hours of transmission. start transmitting when removed from its mount-
ing bracket.
There are two antennas: a permanent external on − Remove the ELT from its mounting bracket.
the tail cone and a flexible antenna for portable ELT
− Disconnect the antenna cable and the connector
use.
from the remote selector circuit.
The ELT is controlled by an internal impact switch − Connect the flexible antenna to the ELT.
and an ELT switch on the transmitter front panel.
The ELT is now ready for portable use and will
Remote control of the ELT is possible by way of a
transmit (after 30 sec.) whenever the ELT switch is
two−position (ON−ARMED) switch on the cockpit
in the ON position.
overhead EMERGENCY panel.
For maximum radio range, the ELT should be lo-
3. OPERATION cated as high as possible above the surrounding
Upon activation there is a time delay of 30 seconds terrain, e.g. on a hill top or in a tree. The antenna
before the ELT starts to transmit. Activation is indi- should be oriented vertically.
cated by a flashing red indicator on the ELT and on At low temperatures, keep the transmitter inside
the EMERGENCY panel. your jacket with the antenna outside.
3.1 Automatic activation IMPORTANT: To prevent unnecessary search−and

For normal operation, the ELT switch in cockpit has been switched on inadvertently.
shall be guarded in ARMED position. The ELT will
3.2 Manual activation
The ELT can be purposely activated by setting the

ELT switch in cockpit to ON.
6/7.1 S2
With Mod No 2204 installed PAGE 1
Sep 30/15

Activation indicator.
ELT activation indicated by red flashing
light. Transmission occurs after 30 se-
conds.
A EMERGENCY PANEL
RESET
ELT switch.
Transmission starts after 30
seconds.
by impact switch.
RESET Deactivation of ELT transmis-
sion.
A11194
6/7.1 S2
Sep 30/15

The ELT will flash in upside

ELT external antenna position in water.
A ELT activation indicated by
red flashing light. Transmis-
Access panel to the ELT, in the cargo compartment sion occurs after 30 se-
conds.
Safety string.
Locking mechanism for re-

lease of the clamp.
ELT switch.
Portable use:
ON/ARM ELT is on
Flexible antenna.
OFF ELT is off
For portable use.
A11218
Fig. 2 ELT − Location and controls
6/7.1 S2
Sep 30/15

6/7.1 S2
Sep 30/15

1. GENERAL 3.2 Manual activation
The Emergency Locator Transmitter (ELT) facili- The ELT can be purposely activated by setting the
tates search and rescue in case of a crash landing. ELT switch in cockpit to ON.
It activates automatically on impact, transmitting on
civil as well as military aeronautical distress fre- 3.3 Deactivation
quencies (121.5 and 243 MHz). As an option (Mod. The ELT can be deactivated in two ways should the
No. 3099), the ELT can be provided with a satellite ELT be inadvertently activated;
com card that will transmit aircraft identifications on
− Gain access to the transmitter and set the ELT
satellite frequency 406 MHz.
MAN/RESET−AUTO−OFF switch to OFF, and
It is located aft of the cargo compartment, and is then back to AUTO.
removable from the aircraft. − On the cockpit EMERGENCY panel, momentarily
set the ELT switch to spring−loaded RESET posi-
2. DESCRIPTION
tion. To prevent unnecessary search−and rescue
The ELT operates independent of the aircraft batter- actions, inform ATC immediately. Also, make an
ies. It is waterproof, will float in water, is crash resis- entry in the aircraft log book.
tant, and will normally be operative after a crash
3.4 Portable operation
landing.
It is not normal procedure to bring the ELT along in
At a 5−7 G nominal impact, the ELT automatically
an evacuation. Should, however, circumstances
activates, transmitting an emergency signal contain-
warrant the effort of removing the ELT, the portable
ing 2−4 down−sweep (1,600 − 300 Hz) signals per
second. The self−contained battery has a minimum
capacity of 48 hours of transmission. − Gain access to the ELT through the access panel
aft of the cargo compartment.
There are two antennas: a permanent external on
− Set the ELT switch to OFF. If not the ELT will
the tail cone and a flexible antenna for portable ELT
start transmitting when removed from its mount-
use.
ing bracket.
The ELT is controlled by an internal impact switch − Remove the ELT from its mounting bracket.
and an ELT switch on the transmitter body. Remote − Disconnect the antenna cable and the connector
control of the ELT is possible by way of a three− from the remote selector circuit.
position (ON−ARMED−RESET) switch on the cock-
− Connect the flexible antenna to the ELT.
pit overhead EMERGENCY panel.
The ELT is now ready for portable use and will
3. OPERATION transmit (after 2 sec.) whenever the ELT switch is in
the MAN/RESET position.
Upon activation there is a time delay of 2 seconds
before the ELT starts to transmit. Activation is indi- For maximum radio range, the ELT should be lo-
cated by a flashing red indicator on the ELT and on cated as high as possible above the surrounding
the EMERGENCY panel. terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
At low temperatures, keep the transmitter inside
For normal operation, the ELT switch in cockpit your jacket with the antenna outside.
shall be positioned in ARMED position. The ELT will
IMPORTANT: To prevent unnecessary search−and
has been switched on inadvertently.
6/7.1 S3
With Mod No 3112 installed (Air Precision ELT) PAGE 1
Sep 30/15

ELT activation indicated by red flashing
light. Transmission occurs after 2 seconds.
A EMERGENCY PANEL
RESET
ELT switch.
Transmission starts after 2
seconds.
by impact switch.
RESET Deactivation of ELT transmis-
sion.
A11194
6/7.1 S3
Sep 30/15

ELT EXTERNAL ANTENNA
Flexible Antenna.
For portable use.
ACCESS PANEL TO THE ELT, IN CARGO COMPARTMENT

A
ELT activation indicated by red
flashing light. Transmission
occurs after 2 seconds.
ANT MAN AUTO

RESET
OFF
ELT switch.
AUTO: Normal position. Automatic activation by impact switch or activation by remote switch.
Portable use:
MAN/RESET: ELT is on in MAN/RESET position.
OFF ELT is off in OFF position.
A25580
6/7.1 S3
Sep 30/15

6/7.1 S3
Sep 30/15

1. EMERGENCY LOCATOR TRANSMITTER
The Emergency Locator Transmitter (ELT) is acti-

vated automatically on impact, transmitting on
121.5, 243 and 406.25 MHz.
The ELT is located in the rear avionics rack, and
can not be removed from the aircraft.
The ELT is waterproof. It operates independently of
the aircraft batteries. The self−contained battery
has a minimum capacity of 24 hours of transmission
on 406.25 MHz and 72 hours on 121.5/243 MHz.
There are three switches:
− The impact switch (activates the ELT at a 5 G
impact)
− An ”ON − OFF” switch on the ELT
− A remote ”ON − ARMED − RESET” switch on the
EMERGENCY overhead panel in the flight com-
partment.
Upon activation, the ELT starts to transmit on 121.5
and 243 MHz. There is a time delay of 47 seconds
before the ELT starts to transmit on 406.25 MHz.
Activation is indicated by a flashing red indicator on
the ELT and on the EMERGENCY panel.
For normal operation, the switch in the cockpit shall

be in the ARMED position, and the switch on the
ELT shall be in the ON position. The ELT will then
activate automatically on impact.
1.2 Manual activation
The ELT is manually activated when the cockpit

switch is set to ON.
1.3 Deactivation
The ELT can be deactivated in two ways:

− Set the switch on the ELT to OFF, or
− On the cockpit EMERGENCY panel, momentarily
set the ELT switch to the RESET position.
NOTE
If the ELT has been inadvertently activated, inform
ATC immediately, to prevent unnecessary search/
rescue actions. Also, make an entry in the aircraft
log book.
6/7.1 S4
Applicable for A/C with mod. 3504 (Artex ELT C406−1) PAGE 1
Sep 30/15

Activation indicator
ELT activation indicated by red flashing light.
Transmission on 121.5 and 243 MHz starts
upon activation and after 47 seconds on
406.25 MHz.
A EMERGENCY PANEL
RESET
ELT switch
ON − Manual activation of ELT.
Transmission on 121.5 and 243 MHz
starts upon activation and after
47 seconds on 406.25 MHz.
ARMED − Automatic activation of ELT by
impact switch
RESET − Deactivation of ELT transmission.
(Do not hold in RESET for more than
a second or two.)
A31333
6/7.1 S4
Sep 30/15

ELT external antenna
A
Access panel to the ELT, in the cargo compartment
ELT activation indicated by red flashing light.
Transmission on 121.5 and 243 MHz starts
A ELT upon activation and after 47 seconds on
406.25 MHz.
ON
OFF
ELT switch.
ON: Normal position. Automatic activation by impact switch or activation by remote switch.
OFF: ELT is off.
A31334
6/7.1 S4
Sep 30/15

6/7.1 S4
Sep 30/15

First Aid Kit
1. FIRST AID KIT
First Aid Kit(s) is provided with the aircraft as stan-

dard. It is located in the galley/entrance area and
contains the following:
Qty:
1 1 ”x3” plastic adhesive bandage (16 per unit)

2 PVP iodine swabs (10 per unit)
1 Ammonia inhalants (10 per unit)
8 4” bandage compress (1 per unit)
5 Triangular bandage (1 per unit)
1 Calloid 1/8 oz tube (6 per unit)
2 Wire splint (1 per unit)
4 4” x 6 yds gauze bandage (1 per unit)
1 1” x2 1/2 yds adhesive tape (2 per unit)
1 Scissors (1 per unit)
NOTE
Some national regulations may specify a different
content.
Check with your Flight Operations department.
6/8.1
PAGE 1
Sep 30/15

First Aid Kit
6/8.1
PAGE 2
Sep 30/15

Spare bulbs and fuses
1. SPARE BULBS AND FUSES
Two boxes, located in the cockpit L and R lower

side panels respectively, contain spare bulbs and
fuses as well as padlocks for external door locking.
A11154
Fig. 1 Spare bulbs and fuses
6/9.1
PAGE 1
Sep 30/15

Spare bulbs and fuses
6/9.1
PAGE 2
Sep 30/15

Exits
1. GENERAL 2. MAIN DOOR
WARNING NOTE
All crew members should receive adequate train- If the main door handle has been inadvertently
ing in the handling of emergency exits and evac- moved to the closed position with the door open, a
uation procedures. latch in the middle of the door (inside) has to be
pressed before the handle can be returned to open.
The aircraft is provided with five emergency exits; The latch is a plastic ”roller” about 5 cm long.
− Main door (1)
− Forward right exit (1) General
− Overwing exits (2) The main door, located on the forward left side fu-
− Cockpit escape hatch (1) selage, is primarily intended for embarkation/ dis-
All emergency exits can be operated from inside as embarkation. It is also used as an emergency exit
well as outside. (type I).
The aircraft is provided with one Cargo door which The main door is of ”semi−plug” type, held in posi-
is not considered as an emergency exit and normal- tion by door stops, guided pins and doorway sup-
ly operated from outside. On some aircraft the Car- port fittings.
go door may be operated also from inside, by in- When rotating the door handle from closed posi-
serting a handle into the door locking mechanism. tion,the door moves slightly upwards to a position
where the door stops and guide pins are clear of
the doorway support fittings. The door can then be
Forward right Overwing swung outwards to the fully open position.
exit (Type ll) exit (Type lll)
Friction loads between the door and the doorway,
Cockpit induced by cabin pressurization, will prevent door
escape
hatch opening until cabin differential pressure has been
reduced to a low value.
Cargo door
When opened fully, a spring−loaded hook on top of
the main door hinge will engage an external fuse-
lage bracket, retaining the door in the fully open
Main door position. To close the door, the hook is released by
A9910 (Type l)
either of the two door lock release knobs, accessi-
Fig. 1 Emergency exits ble from the cabin and the ground, respectively.
NOTE
When a ground air conditioning unit is supplying air
to the cabin with the doors closed, the cabin may
become slightly pressurized (depending on the ca-
pacity of the unit). This may require an extra effort
to open the emergency exits and to unlock the main
door. Leaving the cockpit ground communication
hatch slightly open would alleviate the situation.
6/10.1
PAGE 1
Sep 30/15

Exits
CAUTION
The main door will swing open if the door is un-
locked and the cabin happens to be pressurized.
Overcentering index window

(closed position shown)
Internal Door Handle

Check centered
prior flight
Plastic Roller Latch
Shoot bolt
index window
Shoot bolt
tip switch
External Door Handle
Guidepin Switch
A9911
Fig. 2 Main door − operation and indication
Opening from inside Closing from inside

− release flaps − pull white knob to unlock the door
− move handle fully to OPEN − swing and pull door into door opening
− push and swing door out to locked position − move handle fully to CLOSED
− use the grab handle when operating the door − attach flaps
− check door mechanical indications
6/10.1
PAGE 2
Sep 30/15

Exits
3. FORWARD RIGHT and OVERWING EXITS Operation
General NOTE
Forward right and Overwing exits have identical Forward right exit outside handle is located on
handles and are operated the same way from in- the bottom of the hatch.
side. The locking mechanisms are found in the up-
per ends; the lower ends have hooks.
EXIT
COVER
PULL
CLOSED
Î
Î
OPEN
Î
Î
OPEN
EMERGENCY EXIT
A9880
Fig. 3 Forward right and overwing exits − operation
To open from inside To open from outside
− remove cover. − pull handle down (to OPEN).
− pull handle. − push hatch into cabin.
− lift the hatch inward, turn it and throw it out.
6/10.1
PAGE 3
Sep 30/15

Exits
4. COCKPIT ESCAPE HATCH Closed

Ventilation
General Open
A removable hatch is installed in the cockpit ceiling

to facilitate flight crew evacuation, should the door
between cockpit and cabin be obstructed or should
there be no suitable forward exit.
This hatch can also be used for ventilation on
ground, or for smoke evacuation in flight.
An escape strap to facilitate evacuation is stowed in
the cockpit ceiling adjacent to the hatch (left side).
Forward
Operation
To open hatch from inside
− turn handle 90 degrees (to OPEN);

− remove hatch.
Shoot bolt
tip switch
For ventilation/smoke evacuation
− turn handle 45 degrees (to VENTILATION);

− lower hatch to the stop (approx. 4 inches).
To open hatch from outside
− turn handle clockwise;

Ventilation position
− push hatch down.
Closed position
Evacuation
− remove escape strap from stowage;

− throw strap out through exit;
− escape through the hatch using the strap hand
overhand.
CAUTION
Use care to avoid pitot tubes and AOA sensor
when descending down the side of the aircraft.
NOTE
If possible escape on the left side due to length of
strap.
A9914
Fig. 4 Cockpit escape hatch − operation and indic-

ation
6/10.1
PAGE 4
Sep 30/15

Exits
5. CARGO DOOR For inside operation there is a handle stowed in the

cargo compartment.
NOTE
Without Mod No 1819 accomplished:
The cargo door is not to be considered as an emer-
gency exit. The Inside Door Handle can be inserted in the fit-
ting through a hole in the door linkage cover panel.
With Mod No 1819 accomplished:
General
The cargo door is located on the aft fuselage left Mod No 1819 is part of the improved cargo Liner
side. When opened, it slides inwards/ upwards into modification meeting the more stringent fire resist-
the ceiling where it is stowed. The door weight is ant equipment. To use the inside door handle with
balanced by wires and springs, so that it will remain this mod requires the door linkage cover panel to be
in any position desired along its rails. removed first. A handle (if installed) can then be
inserted in the fitting. The linkage cover panel can
Operation be removed by unscrewing 8 large/headed screws.
The cargo door is normally operated from outside No tool is required.
by pulling out and turning the door handle. On some
aircraft the door can also be operated from inside.
Optional
position
Fwd bulkhead
cargo comp.
Forward
External Door
Handle
Internal Door
handle stowed position
(stowage position may vary
with bulkhead configuration)
−Insert Internal Door Handle in the

fitting
A9912
−Press outwards while turning handle
clockwise.
Fig. 5 Cargo door − operation and indication
6/10.1
PAGE 5
Sep 30/15

Exits
6. STAIR − push stair into parked position

Release pedal..
The aircraft is equipped with a built−in folding stair Release to
at the main door. When not in use, the stair is fold the stairs.
folded and slid along a rail to its stowed position
forward of the main door.
After the main door is opened, the stair is unlocked
from its stowed position and slid to the door open-
ing where it locks into position. It is then extended
and lowered onto the ground by hand.
NOTE
The stair itself is not to be considered as emergen-
cy equipment. However, its function has bearing on Release lever.
the use of the Main door as an emergency exit. Release to
fold the stairs.
CAUTION
Evacuation procedures should not include the
stair to be used in an emergency evacuation.
The reason for this is the possibility of a bent
slide hand rail which could render the stair un-
movable or stuck in a middle position thereby
blocking the exit.
Operation
To extend from outside
− release floor lock;
Floor locker. Release to slide
− pull stair to parked position; the folded stairs forward on aft.
− release hook;
− pull stair out.
Plastic catch. Release
To extend from inside to extend the stairs.
− release floor lock; A9909
− pull stair to parked position; Fig. 6 Stair − operation
− release hook;
− push stair out.
Retract from outside
− release hook;
− lift and push stair to lock in folded position;
− release floor lock;
− push stair into parked position.
Retract from inside
− release hook;
− pull and press down handrails;
− pull handle to lock stair in folded position;
− release floor lock.
6/10.1
PAGE 6
Sep 30/15
Aircraft Operations Manual FIRE PROTECTION
CONTENTS
Fire Protection
7.0 Highlights − not applicable

7.1 Description
7.2 Operation
7 −CONTENTS
PAGE 1
Sep 30/15
7 −CONTENTS
PAGE 2
Sep 30/15

Description
1. GENERAL − Aural caution: Single stroke chimes.

The fire protection system provides: − Visual cautions: MASTER CAUTION lights.
(flashing amber)
− Fire detection of the engines plus an extinguisher L/R FIRE DET FAIL light on
system. CWP
− Tail pipe overheat detection. (flashing amber).
− Smoke detection for the avionics, lavatory and
cargo compartments. Pressing either of the master caution lights will ex-
tinguish both master caution lights and change the
− Extinguisher system for the cargo compartment
flashing L/R FIRE DET FAIL light on CWP to
in standard version aircraft.
steady. The CWP light remains on as long as the
2. MAIN COMPONENTS AND SUBSYSTEMS caution condition exists.
2.1 Engine fire protection (Fig. 1 and Fig. 2) The engine fire warning and detector failure system
can be tested with two switches on the TEST 1
Detection of fire or overheat in the engine nacelle panel. Using these switches, both an engine fire
fire zone is ensured by a single continuous loop and a loop short circuit are simulated with correct
detection circuit below each engine. warning indications both aurally and visually.
There is one control unit for each engine. The con- Pulling a fire handle will have the following result:
trol unit continuously monitors the resistance value − Engine fuel shutoff valve is closed.
in the loop. If a preset resistance value indicating a
− Engine bleed air pressure regulator valve is
fire is reached, the unit will activate the fire warning
closed.
system.
− Start−Gen field relay is open.
Too quick resistance change in the loop, however, − Fire bell is silenced.
will not result in a fire warning but in a detector fail- − Master warning is reset, indicated by the master
ure indication, indicating that the loop has been me- warning lights going out.
chanically short circuited and is unreliable.
− Both main and reserve extinguisher squibs for
For a fire, the following warnings will be given: the engine are armed.
− Right fire handle shuts off the power supply to
− Aural warning: Fire bell (through the normal prop. brake. Hydraulic lock valves will keep the
audio system).
brake engaged and PROP BRAKE light and
− Visual warnings: MASTER WARNING lights MASTER WARNINGS come on.
(flashing red).
L/R ENG FIRE light on CWP There is one extinguisher bottle installed in each
(flashing red). engine nacelle equipment compartment. Extinguish-
L/R fire handle light (red). ing agent is Halon 1301.
Each bottle can be discharged into the fire zone of
Pressing either of the master warning lights or pull-
the nacelle where it is installed or it can be dis-
ing the respective fire handle will extinguish both
charged and routed to the nacelle on the other wing
master warning lights, silence the fire bell and
to serve as reserve for its extinguisher bottle, e.g.
change the flashing L/R ENG FIRE light on CWP to
steady. The L/R ENG FIRE light and L/R ENG fire the left FIRE EXTG switch discharges the left extin-
handle light remains on as long as the warned guisher into the left engine if the left fire handle has
condition exists. been pulled, and into the right engine if the right fire
handle has been pulled.
A detector failure gives the following indications:
The released extinguishant is discharged into the
engine fire zone area through a manifold optimizing
distribution to the spray nozzles.
7.1
PAGE 1
Sep 30/15

Description
The armed extinguisher squib (explosive cartridge) If smoke is detected in any compartment, the fol-
is activated by the respective bottle’s FIRE EXTG lowing warnings will be activated:
switch located adjacent to its fire handle.
− Aural warning: Repetitive chimes.
2.2 Tail pipe overtemperature (Fig. 1) − Visual warnings: MASTER WARNING lights
(flashing red).
Applicable to a/c without mod. 3400/3401 AVIONIC, LAV or CARGO
There are three overtemperature detectors installed SMOKE light on CWP. (flash-
around each engine tail pipe. The detectors are ing red).
wired in parallel so that an overheat signal from a
Pressing either of the master warning lights will
single detector is enough to initiate an overheat
cancel all warnings except the respective CWP
warning.
light, which will change from flashing to steady and
Applicable to a/c with mod. 3400/3401 stay on until the smoke has disappeared.
There is one pneumatic detector for each engine In the standard passenger version the smoke de-
tailpipe. The detector consists of a hermetically tectors are tested by one single test switch on the
sealed responder housing with electrical switches TEST 1 panel. When activated, smoke conditions in
and a gas filled sensor tube. If the tail pipe tempera- all compartments are simulated and all warnings
ture reaches a predetermined value, a switch will activated.
close and initiate an overheat warning.
2.4 Cargo compartment fire extinguisher
Applicable to all aircraft system
When a tail pipe overtemperature is detected, the
The cargo compartment is provided with a fire extin-
following warnings will be given:
guisher system consisting of a Halon 1301 extin-
− Aural warning: Repetitive chimes. guisher. The extinguisher is located behind the rear
bulkhead of the cargo compartment on the right
− Visual warnings: MASTER WARNING lights
(flashing red). side. The tube terminates at a nozzle that is de-
L/R TAIL P HOT light on signed to provide an even distribution of extinguish-
CWP (flashing red). er agent in the cargo compartment.
The extinguisher container is a dual wall type, a
Pressing either of the master warning lights will
bottle within the bottle. When the bottle is dis-
cancel the warning except the L/R TAIL P HOT light
charged, the outer volume rapidly floods the
which will go from flashing to steady and stay on
compartment with agent in order to extinguish the
until the tail pipe temperature has decreased.
fire. The inner volume slowly leaks a regulated flow
The engine fire loop test switch is also used to test of the agent through a restrictor maintaining a spe-
the tail pipe overtemperature system. Activating the cified concentration level high enough to prevent
switch will simulate an overtemperature condition reignition.
and thereby check the integrity of the circuit to the
If smoke is detected in the cargo compartment, the
detectors.
flight crew can activate the fire extinguisher system
2.3 Smoke detection (Fig. 3) by operating the CARGO FIRE EXTG switch on the
overhead panel.
There are three independent smoke detection sys-
tems installed, namely in the avionics compartment,
lavatory and in the cargo compartment.
The smoke detectors, one in each compartment,
use a pulsed light beam and a photo sensor to de-
tect smoke. The respective warning is triggered
when smoke density reaches a preset value.
7.1
PAGE 2
Sep 30/15

Description
A CARGO EXTG light adjacent to the extinguisher

switch is operated by a pressure switch sensing
pressure in the inner volume. Normal pressure in
the extinguisher container is 360 psi. The CARGO
EXTG light comes on when pressure decreases to
310−260 psi indicating low pressure in the bottle.
When the extinguisher system is activated the light
will come on when the outer volume has been
drained and the pressure in the inner volume has
reached the trigging level, this can take up to 15
minutes. Accordingly CARGO EXTG light not com-
ing on in sequence with activation of the FIRE
EXTG shall not be interpreted as a non functioning
system.
2.5 Optional cargo compartment fire extin-

guisher system
An optional extinguisher system, identical to the

standard system, may be installed on the left side
of the cargo compartment.
Like system 1 the extinguisher is discharged in two
stages, the first with rapid flooding and the second
with a slower regulated flow. The time difference
between activation of FIRE EXT 1 and 2 must
therefore be more than 2 minutes to prevent a pres-
sure chock due to two successive flooding dis-
charges.
7.1
PAGE 3
Sep 30/15

Description
7.1
PAGE 4
Sep 30/15

Description
A11992
Fig. 1 Engine fire protection and exhaust duct overtemperature system
7.1 S1
Applicable to aircraft without Mod. No. 3400/3401 installed PAGE 5
Sep 30/15

Description
7.1 S1
Applicable to aircraft without Mod. No. 3400/3401 installed PAGE 6
Sep 30/15

Description
REPETITIVE CHIMES
MASTER
WARNING FLASHING
L TAIL P CWP
HOT FLASHING
TAIL PIPE
OVERTEMP
SENSOR LOOP
OVERTEMP
TEST
SIGNAL
FIRE LOOP
FIRE TEST
FIRE FIRE SHORT
L R
DETECTOR CONTROL
UNIT
FAILURE TEST
TEST 1 PANEL
FIRE WARNING DETECTOR FAILURE
FIRE BELL SINGLE CHIMES
MASTER MASTER
FLASHING WARNING WARNING
FLASHING
CWP L ENG L FIRE CWP

FLASHING FIRE DET FAIL FLASHING
FIRE
HANDLE L ENG
LIGHT
A31329
Fig. 1 Engine fire protection and exhaust duct overtemperature system
7.1 S2
Applicable to aircraft with Mod. No. 3400/3401 installed PAGE 5
Sep 30/15

Description
7.1 S2
Applicable to aircraft with Mod. No. 3400/3401 installed PAGE 6
Sep 30/15

Description
Pressure gauge
A11993
Fig. 2 Engine fire extinguishing system
7.1
PAGE 7
Sep 30/15

Description
Repetitive
chimes
MASTER Flashing
WARNING
AVIONIC
SMOKE
LAV CWP
SMOKE flashing
CARGO
SMOKE
Smoke signal
Avionic smoke
sensor
TEST 1 PANEL
SMOKE
Test
signals
Lavatory smoke
sensor
Cargo smoke
sensor
A11984
Fig. 3 Fuselage smoke detection system
7.1
PAGE 8
Sep 30/15

Description
FIRE EXTG discharge switch (2)
When an extinguishing discharge switch is moved

from OFF after the engine fire handle has been pulled
for the same side, the main extinguishant bottle is
discharged to that engine.
When an extinguishing discharge switch is moved

from OFF after the engine fire handle for the opposite
side has been pulled the bottle on the opposite side of
the fire will be discharged through the crossover line
into the fire.
Engine fire handle (2)
Will come on red when a fire condition occurs and

remain on until the fire is out.
When the handle is pulled the following will happen:
− Engine fuel shutoff valve is closed.

− Engine bleed air is closed.
− Start−Gen field relay is open.
− Aural fire warning is shut off.
− Master warning is reset indicated by the master
warning lights going out.
− Both main and reserbe extinguisher squibs for the
engine are armed.
− For right fire handle hydraulic pressure to the
propeller brake is shut of. Brake remains engaged
A11986 and PROP BRAKE warning light comes on.
Fig. 4 Fire protection − controls and indicators
7.1
PAGE 9
Sep 30/15

Description
L/R ENG FIRE light (red)
Comes on flashing for an engine fire

condition.The light will remain on as long
as the fire exists.

AVIONIC/LAV/CARGO SMOKE light (red)
A B C D
1 L ENG AVIONIC LAV R ENG 1 A light comes on to indicate a smoke condi-

FIRE SMOKE SMOKE FIRE tion in the respective compartment. The
2
2 light will remain on as long as the smoke
condition exists.
3 3
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
5 AUTO PITCH RUDDER 5 L/R TAIL P HOT light (red)
COARSEN TRIM LIMIT
6 L FIRE FUEL ELEC R FIRE 6 Comes on to indicate a tail pipe overtem-
DET FAIL DET FAIL perature. The light will remain on as long
7 ICE 7 as there is an overtemperature.
PROT
8 PARK HYDR EMER LTS OXYGEN 8
BRK ON UNARMED
AVIONICS
INOP VENT L/R FIRE DET FAIL light (amber)
FAIL LOCK SYSTEM FAIL Comes on flashing to indicate a short circuit
in the engine fire detection loop.
The light will change to steady when a
MASTER CAUTION light is pressed and
remain on as long as there is a short circuit.
A11989
7.1
PAGE 10
Sep 30/15

Description
Smoke test switch.

When activated, smoke conditions in the avionics
compartment, lavatory and cargo comparments are
simulated.
The smoke test warnings are:
− MASTER WARNING lights.

− AVIONIC, LAV and CARGO SMOKE lights.
− Repetitive chime.
FIRE test switch.

A TEST 1 PANEL
When held in L or R the integrity of left or
right engine fire detection and tail pipe TEST 1
BLD LEAK 1 STALL 2
overtemperture system are checked with
L R
a simulated warning condition.
+
The engine fire test warnings are: ACC
LAMPS FLAPS FUEL AUTO COARS
L R
− MASTER WARNING lights. UPR
− L/R ENG FIRE light.
LWR RST
− L/R fire handle light.
− Fire bell. FIRE FIRE SHORT SMOKE
L R
The additional tail pipe overtemperature
test warnings are.
− L/R TAIL P HOT light.

− Repetitive chime.
FIRE SHORT test switch.
When activated, a short circuit in both engine fire

loops are simulated giving the following warnings:
− MASTER CAUTION lights.

− L and R FIRE DET FAIL lights.
A11988
7.1
PAGE 11
Sep 30/15

Description
A11994
7.1
PAGE 12
Sep 30/15

Description
Detection.
Left engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS E−1 L ENG FIRE
Right engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS L−1 R ENG FIRE
Left engine tail pipe hot detection . . . . . . . . . . . . . EMER BUS E−2 L TAIL P HOT
Right engine tail pipe hot detection . . . . . . . . . . . . EMER BUS L−2 R TAIL P HOT
Avionic compartment smoke det. . . . . . . . . . . . . . L BAT BUS E−3 AVION SMOKE

Lavatory/cargo smoke det. . . . . . . . . . . . . . . . . . . . R BAT BUS L−3 LAV CARGO SMOKE
Fire extinguishing.
L main squib & R reserve squib . . . . . . . . . . . . . . L HOT BAT BUS F−2 L BOTTLE
R main squib & L reserve squib . . . . . . . . . . . . . . R HOT BAT BUS M−1 R BOTTLE
Left engine shutoff control . . . . . . . . . . . . . . . . . . . L HOT BAT BUS F−3 L ENG SHUTOFF
Right engine shutoff control . . . . . . . . . . . . . . . . . . R HOT BAT BUS M−2 R ENG SHUTOFF
Applicable for A/C with one Cargo ext. bottle:

Cargo ext. bottle discharge . . . . . . . . . . . . . . . . . . L HOT BAT BUS F−1 CARGO
Applicable for A/C with two Cargo ext. bottles:

Cargo ext. bottle 1 discharge . . . . . . . . . . . . . . . . . L HOT BAT BUS F−1 EXT 1 CARGO
Cargo ext. bottle 2 discharge . . . . . . . . . . . . . . . . . R HOT BAT BUS M−8 EXT 2 CARGO
7.1
PAGE 13
Sep 30/15

Description
7.1
PAGE 14
Sep 30/15

Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2.1 SYSTEM TEST 1. Fire handles & extinguishers . . . . . . . . . . . . . . . . . . . . . CHKD

− Check both handles to be in and safetied.
− Check both extinguisher switches OFF and safetied.
2. CARGO FIRE EXTG discharge switch . . . . . . . . . . . . . CHKD
− Check extinguisher switch OFF and safetied.
3. FIRE test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L THEN R
− Hold switch in L and check that:
 MASTER WARNING lights come on.
 L ENG FIRE light comes on.
 L TAIL P HOT light comes on.
 L ENG fire handle light comes on.
 Fire bell sounds.
 Repetitive chime sounds.
− Hold switch in R and check that the same warnings for right engine comes on.
4. FIRE SHORT test switch . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN UPPER
POSITION
− Hold switch in upper position and check that:
 MASTER CAUTION lights come on.
 L and R FIRE DET FAIL lights come on.
 Single stroke chime sounds.
5. SMOKE test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN UPPER
POSITION
− Hold switch in upper position and check that:
 MASTER WARNING lights come on.
 AVIONIC, LAV and CARGO SMOKE lights come on.
 Repetitive chime sounds.
7.2
PAGE 1
Sep 30/15

Operation

7.2
PAGE 2
Sep 30/15
Aircraft Operations Manual FLIGHT CONTROLS
CONTENTS
Flight Controls

8.1 Description
8.2 Operation
8 −CONTENTS
PAGE 1
Sep 30/15
8 −CONTENTS
PAGE 2
Sep 30/15

Description
1. GENERAL Geared tabs are used with the elevator and aileron
systems while a spring tab is used with the rudder
The flight controls are divided into two groups:
system.
− Primary flight controls consisting of elevators,
ailerons and rudder. The geared tabs deflect proportionally to control
surface movement to assist the control forces by
− Secondary flight controls consisting of trim sys-
means of aerodynamic effect on the tab.
tem and the flaps.
All primary flight controls are conventional, manually The rudder pedals are mechanically linked to the
spring tab, and via torsion bars to the rudder.
operated rod and cable assemblies. All control sur-
faces are mass balanced. A rudder travel limiting system limits the control
system operating range as a function of airspeed.
The flaps are electrically controlled and hydraulical-
ly actuated. All tabs are controlled electrically from cockpit when
used for trimming.
The trim system is electrically controlled and electri-
cally actuated. On ground, all primary flight controls can be locked
by a gust lock system.
Tab Rudder
Elevator
Aileron Tab
Tab
Flap
Horizontal
stabilizer
A10646
Fig. 1 Flight control surfaces
8.1
PAGE 1
Sep 30/15

Description
2. MAIN COMPONENTS AND SUBSYSTEMS from each other. If the handle is not pulled the dis-
connect function is automatically reset when the
2.1 Ailerons excessive control force no longer is applied.
Each aileron is hinged to the wing trailing edge at After the handle has been pulled, disconnection is
two points. permanent and the system can only be reset on the
ground by use of the reset switch adjacent to the
The left and right aileron control channels are me-
disconnect unit.
chanically interconnected.
When the control channels are disconnected the left
However, should one of the control channels be-
pilot has control of the left elevator while the right
come jammed, the other channel can be controlled
pilot retains control of the right elevator, and the
by applying excessive force to the control wheel or
pilot whose elevator channel is free, maintains suffi-
disconnected by pulling the roll disconnect handle in
cient control of the aircraft with his column.
the cockpit which separates the two channels from
each other. If the handle is not pulled the discon- If left channel is jammed, no stick pusher move-
nect function is automatically reset when the exces- ment is available, see AOM 19/5.1.
sive control force no longer is applied.
An elevator downspring is installed in each control
After the handle has been pulled, disconnection is system in order to improve the stickforce variation
permanent and the system can only be reset on the with speed at low speed. The spring acts with a
ground by use of the reset switch adjacent to the constant force over the whole elevator range of
disconnect unit. travel.
When the control channels are disconnected the left With the 35 Flap modification installed, an elevator
pilot has control of the left aileron while right pilot upspring is installed in each control system as a
retains control of the right aileron, and the pilot complement to the downspring. The upspring only
whose aileron channel is free, maintains sufficient acts at elevator angles of 6 down or more. The
control of the aircraft with his wheel. springforce increases with increased down deflec-
tion. The spring improves the pushover characteris-
A centering spring unit is installed in each control
tics of the aircraft but has no function at manoeu-
system to improve the lateral stability at extreme
vres encountered during normal operation.
sideslip angles. The spring unit also compensates
the aerodynamic upfloat in case of a disconnection Two sensors supply elevator position information to
during flight. the flight recorder.
A sensor supplies aileron position information to the The autopilot elevator servo drive is mechanically
flight recorder. linked to the left elevator channel.
The autopilot aileron servo drive is mechanically 2.3 Rudder
linked to the right aileron channel.
The rudder is hinged to the fin at two points and is
2.2 Elevators operated with assistance of a spring tab. An aero-
dynamic balance horn is located at the top of the
The elevators are hinged to the horizontal stabilizer
rudder.
at three points.
Each pair of rudder pedals is mechanically intercon-
The left and right elevator control channels are me-
nected. The pedal positions can be individually ad-
chanically interconnected.
justed with a lever mounted in the center of each
However, should one of the control channels be- pair of pedals.
come jammed, the other channel can be controlled
A sensor supplies rudder position information to the
by applying excessive force to the control column or
flight recorder.
disconnected by pulling the pitch disconnect handle
in the cockpit which separates the two channels
8.1
PAGE 2
Sep 30/15

Description
The autopilot rudder servo drive is mechanically To prevent flap damage due to excessive air loads,
linked to the rudder control system. a blow−back protection is incorporated in the hy-
draulic system.
Rudder Limiter System
With mod. no. 1462 (up−droop leading edges on the
The rudder control system includes a rudder limiter
horizontal stabilizers) installed there are four handle
control unit that controls a rudder limiting mecha-
”detents”, designated, 7, 15, 20 and 35, respect-
nism to prevent overload conditions as a result of
ively.
excessive rudder pedal displacement or excessive
control forces on the rudder at high speed. If this mod is not installed, the Flaps 35 setting is
blocked, and Flaps 20 is then the maximum setting.
The rudder limiting system provides restrictions
within following speed ranges: Cockpit indication is by way of a dual pointer instru-
− At airspeeds below 150 kts, the system permits ment, with a white ”band” at each setting.
full range of movement for the rudder. The actual flap deflection achieved at each setting
− At airspeeds between 150 and 200 kts the sys- varies with airspeed. At the maximum airspeed al-
tem limits rudder deflection to 15 deg. in either lowed for a setting the air loads on the flap surfaces
direction. make the pointers stop at the ”upper end” of the
− At airspeeds above 200 kts the system limits rud- white band, whereas on ground they may stop clos-
der deflections to 6.3 deg. in either direction. er to the ”lower end”. The white band thus indicates
In a malfunction of the system the RUDDER LIMIT a ”range”, to accommodate the flexing of the flap
light on the Central Warning Panel comes on. The surfaces at different airspeeds.
Rudder Limiter Control Unit will consider one of the A left flap position sensor supplies signals used for:
following cases as a system malfunction: power − Left flap position indicator pointer in cockpit
loss, limiting mechanism fails to enter proper posi-
− Position feedback for flap operation.
tion for corresponding airspeed, a failure in the
− Takeoff configuration warning (CONFIG)
speed sensors or excessive rudder command for
corresponding airspeed due to mechanical failure. − Flight recorder.
− Left stall warning channel.
The rudder limiter system can be overridden by set-
ting the RUDDER LIMIT switch to the OVRD posi- A right flap position sensor supplies signals used
tion. By setting the RUDDER LIMIT switch to for:
OVRD the rudder limiting mechanism will be re- − Right flap position indicator pointer in cockpit
tracted by the override actuator enabling full range − Landing configuration warning (CONFIG)
of movement for the rudder at any airspeeds. The − Right stall warning channel.
RUDDER LIMIT light will then persist until the air-
A flap position signal for the GPWS is also supplied
speed is below 140 kts, where actual position of the
directly from the flap control unit.
limiting mechanism will correspond with the air-
speed thus extinguishing the warning light. If there is a malfunction in the flap electrical control
system the FLAPS light on the CWP illuminates.
2.4 Flaps
A flap control system TEST lamp and a TEST
There is a single, slotted flap on each wing. The switch are installed on the overhead panel.
flaps are mechanically interconnected and are oper-
ated by hydraulic power and controlled with a han- 2.5 Gust locks
dle on the center pedestal. The gust lock is controlled with a handle on the cen-
The flaps can also be powered by hydraulic hand ter pedestal in the cockpit. The system locks the
pump pressure. Ref. AOM 10.1 and 23. elevator and aileron controls mechanically and the
rudder electrically.
8.1
PAGE 3
Sep 30/15

Description
Either of the control columns must be pushed for- Standby pitch trim is accomplished by operating the
ward in order to get the elevator gust−lock into grip. STBY PITCH trim switches on the center pedestal.
These switches actuate the right elevator trim tab
With the gust lock engaged, power lever movement
only.
is limited to prevent the aircraft from taking off with
the controls locked. Standby pitch trim also deactivates the synchro-
nization. In this case it can be reset with the PITCH
The gust lock handle also controls the following
RESET switch on the trim switch panel.
electrical functions.
With the pitch trim synchronization deactivated both
With the gust lock engaged the following is pos-
main (left) and standby (right) trim tabs can be op-
sible:
erated individually by the control wheel trim
− Operation of the right engine propeller brake switches and the STBY PITCH trim switches re-
− Erasing of cockpit voice recorder. spectively.
Should any disconnection occur in the gust lock All trim switches are dual switches to prevent run-
control link system, the system fails in the disen- away trim, and must be operated together to com-
gaged position. plete the necessary electrical circuit.
If the gust lock handle is in off position but the rud- A common trim tab position indicator is located on
der gust lock remains engaged, the GUST lock light the center instrument panel.
on the CWP illuminates.
2.7 Takeoff configuration warning
2.6 Trim systems
The trim and flap positions are fed into the CONFIG
Main roll trim is accomplished by operating the (configuration) warning circuit of the master warning
ROLL trim switches to actuate the left aileron trim system. With the aircraft weight on the wheels,
tab. flaps at takeoff position (within 0 to 15 degrees
Standby roll trim is accomplished by operating the range), pitch trim in the normal takeoff range (green
STBY ROLL trim switches to actuate the right aile- band), and condition levers set for maximum PROP
ron trim tab. RPM, the configuration for takeoff is correct. The
power levers can then be advanced to maximum
Yaw trim is accomplished by operating the YAW
power for takeoff without a CONFIG warning. How-
trim switches to actuate the rudder tab.
ever, if any of these conditions are not met, the
All these switches are located in the trim panel on master warning is activated. The CONFIG warning
the center pedestal in the cockpit. light on the center warning panel flashes bright red,
an intermittent horn sounds and the red master
Main pitch trim is accomplished by operating the
warning light come on flashing.
trim switches on either control wheel to actuate the
left elevator trim tab, and via a synchronization sys- Pressing the master warning light cancels the horn,
tem, the right trim tab. The left pilot’s switches over- the light goes off, and the CONFIG light changes to
ride the right pilot’s switches. steady.
Built−in monitoring circuits deactivate the synchro- 2.8 Landing configuration warning
nization in case of a discrepancy, and illuminate the
PITCH TRIM light on the CWP. The flap warning system is part of the Ground Prox-
imity Warning System (GPWS). See AOM 19/2.1
8.1
PAGE 4
Sep 30/15

Description

A FLAP POSITION INDICATOR
FLAPS
Flap position indicator

Dual pointers (L and R) indicate
B+C A position of left and right flaps.
Gust lock handle

Moving the gust lock handle fully aft locks
the elevators and the ailerons mechanically
and the rudder electrically. When engaged,
the movement of the power levers is limited
by a stop on the gust lock handle.
G
U With the gust lock engaged, the following is
S
B GUST LOCK T C FLAP HANDLE possible:
L
O − Operation of propeller brake.
C
GUSTLOCK
K
− Erasing of cockpit voice recorder.
RELEASE FRICTION
Flap handle
Used to select flap positions as indicated on
the handle placard. Detents at 7, 15, 20
and 35. For flaps up selection there are
gates at 20 and 7.
20 20
ON
35 35
OFF
CAUTION
FRICTION POWER PROP SYNC COND FLAP
If Mod. no. 1462 (up−droop leading edges on
the horizontal stabilizers) is not installed there
Gust lock release knob must be a permanent blockage installed that
prevents the selection of more than Flaps 20.
Move the knob sideways to
operate the gust lock handle.
A30795 With Mod. no. 1462 installed
Fig. 2 Flight controls − controls and indicators
8.1
PAGE 5
Sep 30/15

Description
A FLAP POSITION INDICATOR
FLAPS
Flap position indicator

Dual pointers (L and R) indicate
B+C position of left and right flaps.
A
Gust lock handle

Moving the gust lock handle fully aft locks
the elevators and the ailerons mechanically
and the rudder electrically. When engaged,
the movement of the power levers is limited
B GUST LOCK C FLAP HANDLE by a stop on the gust lock handle.
G
U
S
With the gust lock engaged, the following is
T possible:
L
O
C
− Operation of propeller brake.
K
GUSTLOCK − Erasing of cockpit voice recorder.
RELEASE FRICTION
Flap handle
Used to select flap positions as indicated on
the handle placard. Detents at 7, 15, 20
and 35. For flaps up selection there are
gates at 20 and 7.
Selection of more than Flaps 20 requires
20 20 Mod. no. 1462 to be installed.
ON
OFF CAUTION
FRICTION POWER PROP SYNC COND FLAP Without installation of Mod. no. 1462 (up−
droop leading edges on the horizontal stabi−
lizers) this permanent blockage must be
Gust lock release knob installed to prevent selection of more than
Move the knob sideways to Flaps 20.
operate the gust lock handle.
Without Mod. no. 1462 installed

A30797
8.1
PAGE 6
Sep 30/15

Description
LCD Trim indicator.

B LCD TRIM INDICATOR Displays trim tab deflection for pitch, roll and yaw. The
indicator shows trim tab deflection for both main and
(Mod No. 2949)
standby systems in units.
Green band indicates takeoff range.
C MAIN STBY
UP UP
P P At power up, the built in test will illuminate all segments
I I
T 0 0 T
for 5 sec.
C C NOTE: Loss of main or standby power results in segments
H H flashing during test sequence.
ROLL
DN DN
Pointer indication moves in discrete steps (at intermediate
L
0
R
trim settings segments may alternate between two positions).
YAW
A B
A TRIM SWITCHES B TRIM INDICATOR C PITCH TRIM SWITCHES
Trim switches. L ROLL R PITCH L ROLL R

Normal roll trim is accomplished by operating RESET
the left set of roll trim switches MAIN STBY
simultaneously, thereby controlling the left
P ROLL P
aileron trim tab.
I I
Standby roll trim switches (right set, guarded) YAW T 0 0 T
control the right aileron trim tab. L R C C
H H
Yaw trim is accomplished by operating the yaw DN DN
trim switches simultaneously. 0
L R
Standby pitch trim switches (guarded) control
the right elevator trim tab. YAW
Pitch reset switch. Trim indicator. Pitch trim switches.

When depressed pitch trim synchronization Displays trim tab deflection for pitch, roll Normal pitch trim is accomplished by operating
re−engages. and yaw. The indicator shows trim tab both pitch trim switches simultaneously.
deflection for both main and standby systems This controls the left elevator trim tab,
in units. and via the synchronization system,
the right trim tab.
Green band indicates takeoff range.
A19044
The left pilot’s switches override the right
pilot’s switches.
Fig. 4 Flight control − controls and indicators
8.1
PAGE 7
Sep 30/15

Description
8.1
PAGE 8
Sep 30/15

Description
D
PITCH TRIM light (amber). C CENTRAL WARNING PANEL
B A A B The PITCH TRIM lights comes on when
pitch trim synchronization is deactivated. CONFIG light (red).
The CONFIG light comes on when apply-
ing take−off power on ground for:
FLAPS light (amber). − Pitch trim tabs out of take−off range
The FLAPS light comes on if there is a (green band).
malfunction in the flap electrical control − CL not in MAX position.
system. The light will also come on when − Flaps not in take−off position.
FLAPS test switch is activated.
GUST LOCK light (amber).

RUDDER LIMIT light (amber).
The GUST LOCK light comes on if gust
lock handle is in off position but the The RUDDER LIMIT light comes on if the
rudder gust lock remains engaged. rudder limiting system fails.
C
D TEST PANEL
FLAPS test light (green).
Comes on flashing when FLAPS test
switch is activated and the flap position
does not correspond to flap handle posi-
A B tion or the flap system is inoperative.
Comes on steady when FLAPS test
switch is activated and the flap position
corresponds to flap handle position and
the flap system is operative. It can also
come on if a flap fault is detected and the
FLAPS light on the CWP is on.
MASTER CAUTION light (amber) (2). MASTER WARNING light (red) (2).
FLAPS test switch.
The MASTER CAUTION lights come on flashing The MASTER WARNING lights come on
with the GUST LOCK, PITCH TRIM, FLAPS and flashing with the CONFIG light on CWP. When actived, the FLAPS light on CWP
RUDDER LIMIT lights on CWP. with associated warnings, and flaps test
The lights go off when pressed, and change
light come on steady indicating an opera-
The lights go off when pressed, and change CWP indication to steady.
tive system.
CWP indication to steady.
A24252
Fig. 5 Flight control − controls and indicators
8.1
PAGE 9
Sep 30/15

Description
8.1
PAGE 10
Sep 30/15

Description
B
B RUDDER LIMIT OVERRIDE SWITCH
ALTERNATE LOCATION
CENTER PEDESTAL RIGHT SIDE PANEL
RUD
RUD LIM LIM
OVRD
OVRD
NORM
NORM
A C Rudder limiter override switch.

With the switch in OVRD position, the rudder
limit mechanism is retracted thus enabling full
range of movement for the rudder. The switch
is operated in the event of system failure only.
A ROLL DISCONNECT HANDLE C PITCH DISCONNECT HANDLE
Roll disconnect handle. Pitch disconnect handle.

Pulling the handle activates an electrical Pulling the handle activates an electrical
actuator which permanently separates the actuator which permanently separates the
interconnection between left and right aileron interconnetion between left and right elevator
control channels. control channels.
A24285
CAUTION
Store only suitable acessories in the pedestal stowages in such a way that they do not interfer with the
ROLL and PITCH disconnect handles. Placing too big accessories (manuals, checklists etc) in the stow-
ages or placing accessories in a thoughtless manner could, inadvertantly, prevent a quick activation of the
ROLL and PITCH disconnect handles, located at the juncture of the pedestal and center instrument panel.
8.1
PAGE 11
Sep 30/15

Description
Flap indicator . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N−8 FLAP IND

Flap control . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS G−6 FLAP CONTROL
Rudder gust lock . . . . . . . . . . . . . . . . . . . . . . L ESS BUS G−4 RUDDER GUST LOCK
Roll trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N−1 TRIM PITCH ROLL
Yaw trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N−2 TRIM YAW
Pitch trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N−1 TRIM PITCH ROLL
Pitch trim sync . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N−6 PITCH TRIM SWITCH
Pitch roll disconnect . . . . . . . . . . . . . . . . . . . L BAT BUS G−3 PITCH−ROLL DISC
Rudder limiter . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS G−5 RUDDER LIMIT
Rudder limiter override . . . . . . . . . . . . . . . . . R BAT BUS N−7 RUDDER LIMIT OVRD
Trim indicator . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N−3 TRIM IND
Stby trim control right . . . . . . . . . . . . . . . . . . R BAT BUS N−4 STBY TRIM R PWR
CONTROL
Stby trim control left . . . . . . . . . . . . . . . . . . . L BAT BUS G−2 STBY TRIM L PWR
CONTROL
Stby trim indicator right . . . . . . . . . . . . . . . . . R BAT BUS N−5 STBY TRIM R PWR IND
Stby trim indicator left . . . . . . . . . . . . . . . . . . L BAT BUS G−1 STBY TRIM L PWR IND
8.1
PAGE 12
Sep 30/15

Operation
1. LIMITATIONS
− Max speed for flap extension . . . . . . . . . . . . . . . . . . . . . . . . . . See section 27 Speeds.
2. NORMAL OPERATION
2.1 OPERATION OF Operation of the primary flight controls is conventional.

PRIMARY
1. Check rudder pedal adjustment.
FLIGHT
CONTROLS 2. Move rudder pedals fully left and right and check for free and full travel.
(Do not slam the rudder against the stops).
3. Rotate control wheel to its maximum throw left and right and check for free
and full travel.
4. Pull and push control column to its full travel against the stops and check
for free movement.
2.2 OPERATION OF Check and set trim tabs as follows:

TRIM SYSTEM
1. Actuate both pitch trim switches on either control wheel and check both
MAIN PITCH and STBY PITCH trim indicators to move towards UP and
DN positions.
2. Check that left pilot’s pitch trim switches override right to pilots’s switches.
− Check that the MAIN PITCH trim can not be operated by one of the trim
switches on pilot’s side. Repeat on copilot’s side.
3. Actuate both SBTY PITCH trim switches on pedestal to UP and DN posi-
tions and check STBY PITCH trim indicator to move towards correspond-
ing positions.
− Master caution and PITCH TRIM on CWP starts flashing.
− Equalize NORM and STBY PITCH trim within 1/2 unit.
− Push PITCH RESET button to reengage pitch trim synchronization.
− Check PITCH TRIM caution light to go out.
− Check both trim indicators to be synchronized.
− Check that STBY PITCH trim can not be operated by just one switch.
4. Actuate both ROLL trim switches on pedestal to L and R positions and
check MAIN ROLL indicator to move towards corresponding positions.
Reset to 0.
− Check that ROLL trim can not be operated by just one switch.
(Cont’d)
8.2
PAGE 1
Sep 30/15

Operation
(Cont’d)
5. Actuate both STBY ROLL trim switches on pedestal to L and R positions
and check STBY ROLL trim indicator to move towards corresponding posi-
tions. Reset to 0.
− Check that STBY ROLL trim can not be operated by just one switch.
6. Actuate both YAW trim switches on pedestal to L and R positions and
check YAW trim indicator to move towards corresponding positions. Reset
to 0.
− Check that YAW trim can not be operated by just one switch.
2.3 FLAP SYSTEM CAUTION
TEST Check flap area to be free from obstructions.
Check and set flaps as follows:

1. Flap handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL DOWN
− Check flap indicator pointers to move simultaneously to correct indication.
2. Flap handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
− Check flap indicator pointers to move simultaneously to 20
3. FLAPS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Check flaps test light to come on.
− Set flap handle FULL DOWN and then UP and check in both positions that
the flap indications do not respond and that the FLAPS caution light and the
FLAPS test light start flashing.
− Release FLAPS test switch.
− Check FLAPS caution light and FLAPS test light to go out.
− Check flap indicator pointers to move simultaneously to 0
8.2
PAGE 2
Sep 30/15

Operation
2.4 RUDDER The following test is required by AMM section 27−22−25−2 Rudder Trim Tab /
SUBTAB TRIM Procedure 1 − Adjust Rudder Sub Tab.
CURVES TEST
Flight conditions and aircraft configuration:
Altitude: According to Table 201 in referenced AMM section.
Airspeed: According to Table 201 in referenced AMM section.
Flaps/Gear: According to Table 201 in referenced AMM section.
Yaw Damper: OFF
Autopilot: OFF.
The aircraft must be free of ice and the flight should be performed in stable
atmospheric conditions.
1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set power for level flight with equal torque on both engines.
2. Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Trim the aircraft at the conditions specified in AMM table 201 with wings
level, constant heading and slip ball centered.
3. Yaw trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECORD
− Record yaw trim indicator value at each airspeed and trim condition.
8.2
PAGE 3
Sep 30/15

Operation

DURES and 24, EMERGENCY PROCEDURES
3.1 FLIGHT It is of utmost importance that a thorough and professional trouble shooting is per-
CONTROL formed whenever an irregular or abnormal function the flight controls has occurred.
MALFUNC- Therefore, it is essential that all information concerning the trouble experienced is
TIONS collected and forwarded to the Maintenance Unit responsible for the subsequent
trouble shooting.
8.2
PAGE 4
Sep 30/15
Aircraft Operations Manual FUEL
CONTENTS
Fuel

9/1.1 Description
9/1.2 Operation
Fueling instruction

9/2.1 Description
9/2.2 Operation
9 −CONTENTS
PAGE 1
Sep 30/15
9 −CONTENTS
PAGE 2
Sep 30/15

Description
1. GENERAL pump in each tank. The standby pump starts auto-

matically by a pressure switch in case of a main
Fuel is stored in two tanks, referred to as the left
pump failure. The standby pumps are also used for
and the right tank. Maximum usable fuel capacity of
supplying the engine with fuel during engine start
each tank is 2845 lb  200 lb (1290 kg  90 kg)
until the main pump can provide sufficient pressure.
approximately 425 US gallons (1610 L).
The standby pumps are controlled by pilot operated
A single point pressure fueling system makes it switches on the overhead panel and automatic
possible to fill the tanks automatically to full or to switches on the condition levers.
mid−level in approximately 15 min., or 8 min. re-
Fuel quantity is indicated by two gauges on the cen-
spectively. The tanks can also be filled to any inter-
ter instrument panel and there is a low level warning
mediate level by setting the fueling control switches
for each tank.
to OFF when the desired level is reached. Overwing
filler necks permit gravity fueling. The fuel gauging system is designed and manufac-
tured in accordance with Class II of MIL−G−26988C
The pressure fueling system can also be used for
which means that the maximum error is  2% of
defueling.
indication or  0.75% of full scale.
Normally, the left engine is supplied by the left tank
On ground, the fuel quantity can be measured by
and the right engine by the right tank, but it is also
magnetic dipsticks in the undersurface of the wing.
possible to crossfeed both engines from either tank.
The magnetic dipsticks only measure fuel quantities
An interconnect line between the tanks makes it
below 1100 lb (500 kg). Fuel quantity is also indi-
possible to keep the tank levels equal.
cated by two gauges on the fueling panel.
There is one engine−driven main fuel boost pump
Fuel temperature is indicated on a digital display on
on each engine and an electrically driven standby
the overhead panel.
A11629
Fig. 1 Fuel tanks − location
9/1.1
PAGE 1
Sep 30/15

Description
2. MAIN COMPONENTS AND SUBSYSTEMS cated inside the inboard tank cells. The outboard
(Fig. 2) cells are replenished by overflow through the vent
line from the inboard cells.
2.1 Fuel storage
Optical sensors are used to determine mid−level
Each fuel tank consists of two cells, integral with and full level. When activated, the selected sensor
the wing, one inboard and one outboard of the en- interrupts electrical power to the affected refueling
gine nacelle. Baffling is provided inside the fuel cells shutoff valve solenoid and the valve closes.
to prevent rapid displacements of fuel within the cell
If the full level detection fails, an overfill float switch
during aircraft maneuvering. The two cells are inter-
in each cell will interrupt the power and turn on the
connected by a fuel hose and a vent line. A flapper
corresponding OVERFULL light on the refuel/defuel
valve in the fuel line permits fuel flow from the out-
panel.
board to the inboard cell only. Each outboard cell
has a filler neck for gravity fueling. The defueling valve is operated by a DC electric
motor and is of the same type as the interconnect,
The lower end of the inboard cell has a hopper tank
crossfeed and fire shutoff valves
with a capacity of 200 lb (90 kg). Four flapper
valves permit fuel to flow into, but not out of the Engine feed system
hopper tank to provide fuel for the engine feed sys- A fuel feed line connects each tank with the engine
tem at all times. A negative ”G” suction feed inlet on the same side. A crossfeed line with a shutoff
canister is attached to the wing structure within the valve interconnects the two feed lines. A suction
hopper tank and surrounds the suction feed inlet inlet and a standby pump with inlet for the feed line
check valve. The canister insures continuous fuel are located in each hopper tank. Check valves in
feed during limited uncoordinated or negative ”G” the inlets prevent return flow into the tank.
aircraft maneuvering. A drain valve is incorporated
in the lowest part of the hopper tank. An engine−driven main pump on each engine draws
fuel from the tank. A main pump differential pres-
The inboard cell is vented to the outboard cell. The sure switch, sensing the differential pressure across
outboard cell is then vented overboard through a the pump, actuates the corresponding standby
vent line at the underside of the wing. The vent sys- pump if the main pump fails, provided that the L/R
tem maintains a slight overpressure in the tanks STBY pump switch is set in the guarded AUTO
during flight. A baffle in the outboard cell prevents position. The main pump differential pressure switch
fuel from sloshing out through the vent. The vent also actuates the MAIN PUMP warning light on the
will also provide for overflow in case of overfilling overhead fuel panel. In case of engine shutdown, a
when fueling, e.g. due to a failure in the shutoff sys- condition lever actuated switch will inhibit the stand-
tem. by pump auto starting.
2.2 Fuel distribution Another pressure switch senses the pressure in the
feed line upstream of the main pump and activates
Pressure fueling system the STBY PRESS light on the fuel panel to indicate
A single point receptacle and refuel/defuel control standby pump operation. In case of standby pump
panel is located in the right wing leading edge, out- failure, the standby pump on the opposite side can
board of the engine nacelle. The control panel is be switched on to supply fuel through the cross-
supplied direct from the batteries and does not re- feed. The capacity of each standby pump is suffi-
quire any power to be on in the cockpit. A refueling/ cient to supply both engines at all power settings.
defueling line connects the receptacle with a refuel-
A fuel heater and a fuel filter are incorporated in the
ing shutoff valve in each tank and with a defueling
engine installation. See AOM 17.1 for description.
valve on the crossfeed line.
An electrical shutoff valve at each engine nacelle
The refueling shutoff valves are solenoid controlled
will shut off the fuel supply to the engine if the fire
and actuated by the fueling pressure. They are lo-
handle is pulled. The L/R VALVE CLOSED light on
9/1.1
PAGE 2
Sep 30/15

Description
the overhead fuel panel indicates the condition. will activate the master caution, L/R LOW LEVEL
Pressure relief valves in the shutoff valve and the light on the overhead panel and FUEL (CWP) light.
suction check valves protect the feed line from ex-
Mechanical quantity indication
cessive pressure due to thermal expansion when
the shutoff valve is closed. There is a magnetic dipstick in each inboard tank
cell. The stick is accessible from the underside of
2.3 Indicating systems the wing. When lowered, the stick will engage
magnetically with a float device inside the tank. The
Electrical quantity indication
protruding length will indicate fuel level by the dip-
The quantity indication system is of the capacitance stick scale indexed in inches. The fuel quantity can
type and consists of six probes and two indicators then be calculated from the dipstick index. See the
for each tank plus a signal conditioner. The signal table below. The fuel quantities are calculated with
conditioner converts the capacitance values of the a fuel density of 6.7 lb/US gallon or 0.802 kg/l for a
probes to indicator readings. Since the capacitance levelled aircraft. The dipstick scale is ranging from 0
depends on fuel level and density, the indicators will to 10.0 inches corresponding to 114 − 1038 lb or
show the weight of the fuel on board. 52 − 472 kg.
NOTE Temperature indication
Due to fuel tank probe wiring, fuel quantity indication The fuel temperature indicator is provided to indi-
may momentarily change (less than 1% of full scale cate the temperature of the fuel being delivered to
indication) when transmitting on COM 2. the engines.
A temperature sensor is installed in the fuel system
A fuel low level caution is provided for each tank. upstream the engine fuel inlet. The temperature
When the fuel level is below 300lb  70lb (135 kg signal is transmitted to an indicator on the overhead
 30 kg) in a tank, a float switch in each inboard cell panel. The indicator is shared with the battery tem-
perature indicator by means of a selector.
A11582
Fig. 2 Dipstick index
9/1.1
PAGE 3
Sep 30/15

Description
Quantity placard (option).
Located adjacent to the magnetic

dipstick.
Magnetic dipstick. Fuel tank drain valve.

Graduation in inches. Use a coin or a screwdriv- To open:
er to release the dipstick. Pull the dipstick down
Use a fuel drain tool, turn fuel drain valve coun-
and then push it up until it engages magnetically
terclockwise to unlock the valve. A spring action
with the float device inside the tank. The pro-
will make the valve extend and the fuel will
truding length will indicate fuel level by reading
drain.
the dipstick index scale.
To close:
If the tank is filled with more fuel than indicated
by 10 index, the correct fuel quantity can not be Push the valve up into detent and turn it clock-
measured by the dipstick. Reading 10 index wise until it stops. Valve should now stay in
means however that there is a minimum of 472 closed position. Check drain for leakage.
kgs/1038 lbs in the tank (based on a density of
0.802 kg/L).
A11581
Fig. 3 Fuel system − magnetic dipstick and fuel tank drain valve
9/1.1
PAGE 4
Sep 30/15

Description
STANDBY PUMP
DIFFERENTIALPRESSURE
SWITCH
MAIN PUMP DIFFERENTIAL
PRESSURE SWITCH
A11644
Fig. 4 Fuel system − schematic
9/1.1
PAGE 5
Sep 30/15

Description
9/1.1
PAGE 6
Sep 30/15

Description
XFEED
ON
L VALVE R VALVE
CLOSED CLOSED
L FUEL
ÂÂ Â R FUEL
ÂÂ Â
FILTER FILTER
L MAIN R MAIN
PUMP PUMP
L STBY R STBY
PRESS PRESS
L LOW R LOW
LEVEL LEVEL
Engine feed
Crossfeed
Interconnect
Refuel / defuel
Vent
Vent / overflow
A24306
Fig. 5 Fuel system − flow schematic, caution lights and controls
9/1.1
PAGE 7
Sep 30/15

Description
9/1.1
PAGE 8
Sep 30/15

Description
C
B FUEL QUANTITY INDICATORS
A
Fuel flow and fuel quantity indication either in lb

or kg (option).
C BAT FUEL TEMP PANEL
Temperature display.
Indicates FUEL TEMP as selected by the
switch. At UPR lamp test, the digital display will
show +88.
Battery and Fuel temperature selector.
A GROUND STATUS PANEL
DOORS STATUS
DOOR BRAKE
MAIN MAIN DOOR
DOOR HANDLE
CREW EXT PWR
HATCH AVAIL
Fueling light (blue).

Indicates that the fueling panel is operated for
fueling or defueling.
The light comes on either when the FUEL PANEL
switch is on FUEL PANEL position or the defuel
A11641 valve is open.
Fig. 6 Fuel system − indicators
9/1.1
PAGE 9
Sep 30/15

Description
9/1.1
PAGE 10
Sep 30/15

Description
XFEED ON light (amber).

Comes on when the crossfeed is open.
L/R VALVE CLOSED light (amber).

Comes on when the fire shutoff valve is closed.
A FUEL CONTROL PANEL L/R FUEL FILTER light (amber).
Comes on if the fuel filter becomes clogged and
L/R MAIN PUMP light (amber). the fuel is bypassing the filter.
Comes on if main pump pressure is low.
XFEED valve switch.

When set to ON the crossfeed valve will open L/R LOW LEVEL light (amber).
and the XFEED ON light will come on indicating
valve is open. Comes on if the fuel quantity in corresponding
tank is below 300  70lb or 135  30kg.
L/R STBY PRESS light (green).

Comes on if a standby pump pressurizes the
engine feed line, direct or through crossfeed.
CONN VALVE OPEN light (amber).
Comes on when the interconnect valve is open.
L/R STBY PUMP switch.
OFF − Pump is off.
AUTO − Pump starts automatically if corre-
sponding main pump pressure is low CONN VALVE switch.
and condition lever out of FUEL OFF
position. When set to OPEN the interconnect valve will
open and the CONN VLV OPEN light will come
OVRD − Override, pump is on. on, indicating valve is open.
A11396
Fig. 7 Fuel system − fuel control panel
9/1.1
PAGE 11
Sep 30/15

Description
9/1.1
PAGE 12
Sep 30/15

Description
C B
C FUEL test switch.
L− Left fuel quantity indicators shows ;
without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091: 1000 50 lb (455 23 kg)
Left fuel flow indicator shows 760 35 lb/h or A TEST 1 PANEL
345 16 kg/h
TEST 1
R − same values as above for right instrument. BLD LEAK 1 STALL 2
NOTE: This test determines that the fuel quantity signal L R
conditioner and indicators perform accurately to +

ACC
a pre−set capacitance (to give the simulated
A fuel quantity shown above). This test does not UPR L R
check the integrity of the fuel probes or ensure
LWR RST
full and empty calibration nor does it check that
the actual fuel level is measured correctly. FIRE FIRE SHORT SMOKE
L R
C FIRE PROTECTION PANEL

A B C D
1 L ENG AVIONIC LAV R ENG 1

2 L ENG CARGO CABIN R ENG 2
3 L TAIL P PROP R TAIL P 3
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
COARSEN TRIM LIMIT
6 L FIRE R FIRE 6
FUEL ELEC FUEL light (amber). L/R ENG fire handle.
DET FAIL DET FAIL
7 ICE
ENGINE FLAPS AIRCOND 7 Comes on flashing whenever a caution light L/R engine fire handle, when pulled the fire shutoff
PROT associated with the fuel system comes on, valve will close off the fuel supply to the engine.
8 PARK EMER LTS 8
BRK ON
HYDR
UNARMED
OXYGEN except for XFEED ON and CONN VLV OPEN.
AVIONICS
INOP VENT
A12668
Fig. 8 Fuel system − fuel caution light, fuel test and fire shut off
9/1.1
PAGE 13
Sep 30/15

Description
9/1.1
PAGE 14
Sep 30/15

Description
Standby pumps and control

Left standby pump power . . . . . . . . . . . . . . . . . . . . L BAT BUS J−16 L STBY PUMP PWR
Left standby pump control . . . . . . . . . . . . . . . . . . . L BAT BUS J−15 L STBY PUMP CONTROL
Left fuel press norm rel . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J−17 L MAIN PRESS
Right standby pump power . . . . . . . . . . . . . . . . . . R BAT BUS R−13 R STBY PUMP PWR
Right standby pump control . . . . . . . . . . . . . . . . . . R BAT BUS R−14 R STBY PUMP CONTROL
Right fuel press norm rel . . . . . . . . . . . . . . . . . . . . R BAT BUS R−15 R MAIN PRESS
Valves
Interconnect valve . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS J−14 CONN VALVE
Crossfeed valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS R−16 X FEED
Left fuel shutoff valve . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J−18 L FUEL VALVE

Right fuel shutoff valve . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R−17 R FUEL VALVE
Indication
Left fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS J−13 L QTY
Right fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS R−12 R QTY
Temperature indication . . . . . . . . . . . . . . . . . . . . . . R ESS BUS S−12 BAT FUEL IND
Fueling control
Refueling/defueling power . . . . . . . . . . . . . . . . . . . R HOT BAT BUS R WING FAIRING
9/1.1
PAGE 15
Sep 30/15

Description
9/1.1
PAGE 16
Sep 30/15

Operation
1. LIMITATIONS
Unit Min Normal Max

− Minimum fuel for takeoff, each tank . . . . . . . . . . . . . . . . . . lb 300 − −
kg 135 − −
− Maximum unbalance between tanks ................. lb − − 200
kg − − 90
− Maximum flight level:
 Kerosene fuel Jet−A, Jet−A1,JP5, JP8 . . . . . . . . . . . . . . . FL − − 310
 Wide cut fuel Jet−B, JP4 . . . . . . . . . . . . . . . . . . . . . . . . . . . FL − − 250
− Fuel temperature for above specified fuel types:
 Kerosene fuel Jet−A, Jet−A1,JP5, JP8 . . . . . . . . . . . . . . . C −40 − +43
F −40 − +110
 Wide cut fuel Jet−B, JP4 . . . . . . . . . . . . . . . . . . . . . . . . . . . C −40 − +18
F −40 − +64
1.2 SYSTEM LIMITS
− LOW LEVEL light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb 230 300 370
kg 105 135 165
− Tank capacities, each tank:
 Total quantity of usable fuel . . . . . . . . . . . . . . . . . . . . . . . . lb 2645 2845 3045
(Fuel density 0.802 kg/l) kg 1202 1292 1382
1.3 FUEL QUANTITY INDICATION
Fuel remaining in the tanks when the fuel quantity indicators read zero in level flight can not be safely used
in all flight conditions.
9/1.2
PAGE 1
Sep 30/15

Operation
2. NORMAL OPERATION
2.1 CROSS FEED Crossfeed valve test

VALVE AND IN-
1. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TERCONNECT
VALVE TEST − Check XFEED ON light to come on.
− After about 10 seconds, set switch to OFF and check light to go out, indicat-
ing that the valve is fully closed.
Interconnect valve test
1. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Check CONN VLV OPEN light to come on.

− After about 10 seconds, set switch to CLOSED and check light to go out,
indicating that the valve is fully closed.
2.2 FUEL QUAN- 1. FUEL test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN L

TITY INDICA-
TOR AND FUEL − Check left fuel quantity indicator to show:
FLOW INDICA- without mod. 2091: 950  50 lb (432  23 kg)
TOR TEST with mod. 2091: 1000  50 lb (455  23 kg).
− Check left fuel flow indicator to show 760  35 lb/h or 345  16 kg/h.
2. FUEL test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN R
− Check fuel quantity indicator and fuel flow indicator for same values as
above.
2.3 NORMAL OP- Before engine start

ERATION OF
1. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL SYSTEM
2. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
3. L and R STBY PUMP switches . . . . . . . . . . . . . . . . . . . AUTO
4. L and R MAIN PUMP lights shall be on.
2.4 CROSSFEED 1. STBY PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD

OPERATION
− Set the standby pump on the feeding tank side to OVRD.
− Check corresponding STBY PRESS light to come on.
(Cont’d)
9/1.2
PAGE 2
Sep 30/15

Operation
(Cont’d)
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check XFEED light to come on.

− Check STBY PRESS light on other side to come on.
3. STBY PUMP on other side. . . . . . . . . . . . . . . . . . . . . . . AUTO
CAUTION
The XFEED light is not connected to the warning annunciator system and is
only indicated on the Fuel control panel, it will subsequently not produce any
master caution single chime nor any caution Light on the CWP.
NOTE
XFEED switch must be OFF during takeoff and landing in normal operation.
2.5 INTERCON- This procedure can be used to balance the fuel load in the tanks, both on
NECT VALVE ground and during cruise.
OPERATION.
1. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(EQUALIZING
FUEL LOAD) − Check CONN VLV OPEN light to come on.
When fuel quantities in both tanks are equal
2. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
− Check CONN VLV OPEN light to go off, indicating that the valve is fully
closed.
WARNING
The CONN VLV OPEN light is not connected to the Warning annunciator sys-
tem and is only indicated on the Fuel control panel, it will subsequently not pro-
duce any master caution single chime nor any caution light on the CWP.
CAUTION
On ground, operation of the interconnect valve must be carefully monitored. If
the aircraft is not leveled properly the fuel unbalance can increase instead of
equalize.
NOTE
CONN VALVE switch must be in CLOSED during takeoff and landing in normal
operation.
9/1.2
PAGE 3
Sep 30/15

Operation

9/1.2
PAGE 4
Sep 30/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION

Description
1. GENERAL
Fuel quantity indicators.
For system description see FUEL 9/1.1. Shows fuel quantities in pounds or kilograms.

OVERFULL light (red).
Light on indicates that the level in the corresponding
Not applicable. tank is above full and that overflow is imminent.
The electrical power to the refueling shutoff valve is in- Pressure fueling receptacle.
terrupted and the valve is closed preventing any further
refuel attempts. To test light, press light cap.
Fueling control switch. B FUELING PANEL

OFF − Refueling valves are closed.
A Tank vent/Overflow MID LEVEL − Refueling valves will close
when tanks are filled to mid level.
FULL LEVEL − Refueling valves will close at
B maximum tank capacity.
Grounding point
IND TEST button.
When depressed, the fuel quantity indicators will show:
A
Tank vent/Overflow 950 50 lb or 432 23 kg without Mod . 2091.
1000 50 lb or 455 23 kg with Mod . 2091.
The fuel quantity and fuel flow indicators
in cockpit will also go to test.
Grounding point
NOTE: This test determines that the fuel quantity signal
conditioner and indicators perform accurately to a
pre−set capacitance (to give the simulated fuel
A FILLER CAP quantity shown above). This test does not check
the integrity of the fuel probes or ensure full and
Filler cap. empty calibration nor does it check that the actual
For gravity fueling. fuel level is measured correctly.
FUEL PANEL switch.

OFF − Power to the refuel/defuel panel
is off.
FUEL PANEL − The refuel/defuel system is
powered and ready for fueling. DE−FUEL valve switch.
− Both fuel quantity indicators on CLOSE− Defuel valve closed.
the FUELING PANEL and in the DEFUEL− Defuel valve open.
cockpit will indicate the fuel
quantity.
− The FUELING light on the GROUND
STATUS PANEL in cockpit is on
indicating fueling in progress.
A12400
Fig. 1 Refueling connections
9/2.1
PAGE 1
Sep 30/15

Description
9/2.1
PAGE 2
Sep 30/15

Description
Fuel additive blender
Handle
Trigger
Hold additive upright

during blending
Blender tube with

nozzle attachment
Fuel nozzle
A12401
Fig. 2 Fuel additive blender
9/2.1
PAGE 3
Sep 30/15

Description
9/2.1
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Unit Min Normal Max

1.1 FUELING LIMITS
Tank capacities, each tank
− Total quantity of usable fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . lb 2645 2845 3045
kg 1201 1292 1382
− Mid−level quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb − 1675 −

kg − 760 −
− Full level quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb − 2948 −
kg − 1338 −
− Overfull light comes on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb − 3015 −
kg − 1369 −
− Overflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb − 3069 −
kg − 1393 −
− Fueling pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi − − 50
− Defueling suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi − − −15
1.2 FUEL SPECIFICATION

Approved fuel types
Kerosene fuels JET−A, JET−A1, JP5, JP8.
Wide cut distillate fuels JET−B, JP4.
In addition to the fuel types listed above, all aviation gas turbine fuels not listed above but conforming to the
General Electric’s Specification No. D50TF2 are approved for use in all General Electric CT7 engines and
in the Saab 340 aircraft. It is the operators responsibility to determine if their fuel meets the specification.
Kerosene fuels
− JET−A freezing point − 40F or −40C.
− JET−A1, JP5 freezing point − 53F or −47C.
− JP8, freezing point − 58F or −50C.
Specification: IATA Guidance Material for Aviation Turbine Fuels, Addendum 76−1.
Equivalent specifications: Canada CAN 2−3.23 (3−GP−24)
France AIR 3405
United kingdom DERD 2494 (DERD 2498)
United States ASTM D1655
MIL−T−5624 (JP5), MIL−T−83133D (JP8)
(Cont’d)
9/2.2
PAGE 1
Sep 30/15

Operation
(Cont’d)
Wide cut fuels
− JET−B freezing point − 58F or −50C.
− JP4 freezing point − 72F or −58C.
Specification: IATA Guidance Material for Aviation Turbine Fuels, Addendum 76−1.
Equivalent specifications: Canada CAN 2−3.22

France AIR 3407
United kingdom DERD 2486
United States ASTM D1655
MIL−T−5624 (JP4)
Mixing of different fuel types of the same category (kerosine or wide cut) is permitted, provided that the
most restrictive operational limit of the types is used.
Additives
Fuel anti−ice additives meeting specification MIL 27686E or MIL 85470B are authorized for use.
Concentration shall be minimum 0.06% to maximum 0.15% by volume.
If low fuel lubricity is being used in aircraft equipped with certain Woodward HMUs, a change in fuel or
adding a fuel lubricity additive is recommended. For approved fuel lubricity additives and concentrations
see GE SB A73−43.
2. NORMAL OPERATION
2.1 GENERAL For general fueling safety regulations, refer to the appropriate national regula-
tions.
Smoking, use of open fire or any activity that can cause sparks are not per-
mitted in the fueling area.
A fire extinguisher shall be at hand during the fueling.
Do not connect or disconnect electrical power to the aircraft during fueling.

Do not operate the weather radar during fueling or when other aircraft are be-
ing refueled within an area of 180 ft or 60 m.
Do not start or stop combustion engines or heaters within the fueling area dur-
ing the fueling, unless in an emergency.
2.2 PRESSURE 1. Check with flight crew or in Aircraft Log for complaints on the fuel system.
FUELING
(Cont’d)
9/2.2
PAGE 2
Sep 30/15

Operation
(Cont’d)
In cockpit
2. Overhead fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Switches to be in normal position, i.e. AUTO/CLOSED/OFF.

3. Condition levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FUEL OFF
Outside aircraft
4. Overboard vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to be free of obstructions.

5. Clearance aircraft/ground equipment . . . . . . . . . . . . . . CHECK
− The increasing fuel load will compress the landing gear shock struts.
6. Ground connection bonding cable . . . . . . . . . . . . . . . . . CONNECT
− Bonding cable from fuel truck connected to the grounding point beside the
fueling panel.
7. Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Check all switches to be OFF/CLOSE.

− Remove cap on receptacle.
− Connect fuel nozzle.
8. FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PANEL
9. IND TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
− Check quantity indicators to show:

without mod. 2091: 950  50 lb (432  23 kg)
with mod. 2091: 1000  50 lb (455  23 kg).
10. OVERFULL lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
− Check light function.

11. Fueling control switches . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Select MID LEVEL or FULL LEVEL as required. The fueling will stop auto-
matically when selected level is reached.
− If an intermediate level is required, select FULL LEVEL and then switches
to OFF when the required quantity is reached.
(Cont’d)
9/2.2
PAGE 3
Sep 30/15

Operation
(Cont’d)
12. Order fueling to start.
13. Monitor the fueling.
− If an OVERFULL light comes on, set the fueling control switches to OFF
and stop the fueling.
Investigate.
When correct fuel quantity is reached
14. Fueling control switches . . . . . . . . . . . . . . . . . . . . . . . . . OFF
15. Order fueling to stop.
16. FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
17. Disconnect fuel nozzle.
− Check receptacle for leaks.

− Install cap on receptacle.
18. Fuel panel access door . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
19. Ground connection bonding cable . . . . . . . . . . . . . . . . . REMOVE
2.3 GRAVITY 1. Check with flight crew or in Aircraft Log for complaints on the fuel systems.
FUELING
In cockpit
2. Overhead fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Switches to be in normal position, i.e. AUTO/CLOSED/OFF.

Outside aircraft

− The increasing fuel load will compress the landing gear shock struts.
fueling panel.
(Cont’d)
9/2.2
PAGE 4
Sep 30/15

Operation
(Cont’d)


without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091: 1000 50 lb (455 23 kg).
10. Fuel nozzle bonding cable . . . . . . . . . . . . . . . . . . . . . . . CONNECT
− Connect bonding cable from fuel nozzle to aircraft before opening the tank
filler cap.
11. Filler cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Fill each tank as required.

− Check fuel tank quantity on the fueling panel.
When fueling completed
12. Close filler cap before disconnecting nozzle bonding cable.
14. Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
2.4 DEFUELING Pressure defueling is the quickest and most common way to defuel. The
tanks can be defueled either simultaneously or independently. The standby
pumps are used for pressure defueling. If a large quantity of fuel must be de-
fueled use GPU power supply, otherwise the standby pumps will drain the bat-
teries.
If standby pumps not available for defuel, suction defueling by the fuel truck
can be used. However, it’s not so effective and takes longer time. At suction,
the tanks can be defueled simultaneously but only the right tank independent-
ly, due to the fuel system design.
Outside the aircraft

(Cont’d)
9/2.2
PAGE 5
Sep 30/15

Operation
(Cont’d)
− The change in fuel load may change the landing gear shock strut exten-
sion.
fueling panel.

− Remove cap on receptacle.
− Connect fuel nozzle.

without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091: 1000 50 lb (455 23 kg).
7. DE−FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE−FUEL
In cockpit
Pressure defueling
9. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check XFEED ON light to come on.

10. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
11. L/R STBY PUMP switch . . . . . . . . . . . . . . . . . . . . . OVRD
− For both tanks set both switches to OVRD.

− For one tank set associated switch to OVRD.
12. Order defuel to start.
13. Monitor defueling on the fueling panel.
14. Order defuel to stop.
(Cont’d)
9/2.2
PAGE 6
Sep 30/15

Operation
(Cont’d)
15. DE−FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
In cockpit
16. L/R STBY PUMP switch . . . . . . . . . . . . . . . . . . . . . AUTO
17. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Check XFEED ON light to go out, indicating

crossfeed valve is fully closed.
18. Continue with item 16 below.
Suction defueling
9. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− If defueling only bright tank, leave switch in OFF.

− Check XFEED ON light to come on.
10. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
11. Order suction defuel to start.
12. Monitor defueling on the fueling panel.
13. Order suction defuel to stop.
14. DE−FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
In cockpit
15. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
17. Disconnect fuel nozzle.
− Check receptacle for leaks.

− Install cap on receptacle.
18. Fuel panel access door . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
9/2.2
PAGE 7
Sep 30/15

Operation
2.5 BLENDING This procedure can only be used in conjunction with procedure 2.3, GRAVITY
WITH ANTI− FUELING, when anti−icing additive is required and pre−blended fuel is not
ICING available.
ADDITIVE The procedure is applicable to Hi−Flo Prist blender model PHF.204, using Hi−
Flo Prist additive manufactured by PPF Industries Inc., Pittsburg PA, USA.
WARNING
Hi−Flo Prist may be harmful if inhaled or swallowed. Use adequate ventilation.
Avoid contact with skin and eyes. If sprayed into eyes, flush with large amounts
of water and contact a physician immediately.
1. Perform items 1. to 10. of procedure 2.3. GRAVITY FUELING.

2. Connect the additive can to the blender and connect the blender tube to
the fuel nozzle. See 9/2.1, Fig. 2.
− Additive concentration shall be:

 Minimum 0.06% by volume.
 Maximum 0.15% by volume.
− This is equal to:
 Minimum 20 fluid oz. (1 can) to 270 US gal of fuel.
 Maximum 20 fluid oz. (1 can) to 105 US gal of fuel.
− or, with the blender trigger depressed a fuel flow of:
 Minimum 30 US gal/min.
 Maximum 60 US gal/min.
3. Continue with item 11 of procedure 2.3. starting fuel flow and then depress
trigger of blender, maintaining a fuel flow of 30 to 60 US gal/min. Slip the
retaining ring over the trigger to hold and hold the can upright.
When discontinuing fueling, stop additive first, then fuel flow immediately af-
terwards.
4. Perform remaining items of procedure 2.3.
9/2.2
PAGE 8
Sep 30/15
Aircraft Operations Manual HYDRAULICS
CONTENTS
Hydraulics
10.0 Highlights
10.1 Description
10.2 Operation
10 −CONTENTS
PAGE 1
Sep 30/15
10 −CONTENTS
PAGE 2
Sep 30/15

Highlights
0. MODIFICATION STANDARD 0.3 MAIN ACCUMULATOR, LOW PRESSURE

WARNING
certain modification standard of the aircraft. If a Applicable to a/c without Mod No 1783 embodied
modification is not installed the following apply as a (Inclusion of main accumulator low pressure warn-
complement to what is stated. ing).
− Without the Mod there is no warning for low
0.1 ELECTRICAL PUMP
MAIN ACC pressure.
Applicable to a/c without Mod No 1829, Hydraulic
pump logic change embodied.
− The pump will operate automatically when:
 The main accumulator hydraulic pressure
drops below 2100 psi and until the pressure
reaches 2900 psi.
 Landing gear is selected DOWN and until left
main gear is locked down.
 Landing gear is selected UP and until both
main gears are locked up.
 Nose wheel steering is activated.
 R PROP BRK switch is selected ON.
0.2 HAND PUMP AND HAND PUMP SELECTOR
Applicable to a/c without Mod No 1463 embodied

(Landing gear extension and retraction, deletion of
check valve function).
− The handpump selector allows pressure to be
directed to the following subsystems;
 Outboard brakes accumulator (OUTBD BK
ACC)
 Inboard brakes accumulator (INBD BK ACC)
 Main accumulator (LANDING GEAR, NOSE
WHEEL STEERING)
− Flaps, Landing gear, Nose wheel steering and
brakes may be operated by pressure from the
handpump.
 Flaps (FLAPS) − directly
If the pressure is low in one or both brake accumu-
lators, you can use the handpump to increase pres-
sure in them via the main accumulator.
10.0
PAGE 1
Sep 30/15

Highlights
10.0
PAGE 2
Sep 30/15

Highlights
APPLICABLE WITHOUT MOD

NO 1406, 1463 AND 1783
Return
EMBODIED
A12697
Fig. 1 Hydraulic system − schematic
10.0
PAGE 3
Sep 30/15

Highlights
10.0
PAGE 4
Sep 30/15

Highlights
APPLICABLE WITHOUT MOD NO. 1463

AND 1783 EMBODIED.
A
HYDR caution light (amber)

B
Comes on to indicate low hydraulic pressure in the
emergency accumulator or high temperature of the
fluid in the main reservoir. MASTER CAUTION
light will also come on together with single chime.
6 L FIRE R FIRE 6
FUEL ELEC
DET FAIL DET FAIL
7 ICE 7
PROT
8 8
BRK ON UNARMED
AVIONICS
INOP VENT
10 FAIL LOCK SYSTEM FAIL 10
B HAND PUMP CON- Hand pump.

TROLS Provides hydraulic pressure to operate flaps and
brakes. Operated by a detachable handle, stowed on
the right rear cockpit wall.
Hand pump selector.

Directs hand pump pressure to the systems served by
the hand pump.
− INBD BK ACC
The inboard brake accumulator is pressurized by the
hand pump.
− FLAPS
The flaps are operated directly by hand pump pressure.
To operate the flaps, the flap handle must be set to de-
sired flap setting before using the hand pump.
− OUTBD BK ACC
INBD FLAPS OUTBD The outboard brake accumulator is pressurized by the
BK ACC LDG BK
A11209 GR ACC hand pump.
Fig. 2 Hydraulic system controls and indicators
10.0
PAGE 5
Sep 30/15

Highlights
2.1 HYDR LIGHT INDICATIONS

ON
− MASTER CAUTION.
PROCEDURE APPLIC-
ABLE WITHOUT MOD − HYDR (CWP)) light.
NO 1463 AND NO 1783
EMBODIED − Possibly low EMER press
ACTION
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF.
If EMER pressure below 1850 psi
WARNING
Do not operate flaps before extending landing gear.
2. Landing Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . DOWN.

− Extend landing gear immediately.
3. EMERG LDG Handle . . . . . . . . . . . . . . . . . . . . . . . . PULL.
4. Land at the nearest suitable airport.
5. Operate Flaps and Brakes as outlined in procedure 3.2. HY-
DRAULIC FLUID LOSS.
If EMER pressure normal
This indicates that the HYDR light was caused by high fluid temperature.
If time permits, let hydraulic fluid cool until light goes off
When light goes off and hydraulic service is required.
2. Operate HYDR PUMP in OVRD for as short time as possible to
complete the hydraulic service.
If HYDR light comes on again.
3. Terminate use of electrical pump.
4. Operate Flaps, Landing Gear and Brakes as outlined in procedure
3.2. HYDRAULIC FLUID LOSS.
If no time for cooling
2. Operate Flaps, Landing Gear and Brakes as outlined in procedure 3.2.
HYDRAULIC FLUID LOSS.
10.0
PAGE 6
Sep 30/15

Highlights

ON
− MASTER CAUTION.
PROCEDURE APPLIC-
NO 1463 BUT WITH
MOD NO 1783 EMBO- − Possibly low pressure in one or more of the hydraulic accumulators.
DIED
NOTE
Low pressure in one or both BRK accumulators is always accompanied by low
pressure in the MAIN accumulator.
ACTIONS
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF.
If EMER pressure below 1850 psi.
WARNING
Do not operate flaps before extending landing gear.

DRAULIC FLUID LOSS.
If MAIN pressure below 1850 psi and HYDR QTY indication below red
radial.
(Pressure in one or both BRK accumulators may also be below
1850 psi.)
2. Proceed to procedure 3.2. HYDRAULIC FLUID LOSS.
If MAIN pressure below 1850 psi and HYDR QTY indication normal.
(Pressure in one or both BRK accumulators may also be below
1850 psi.)
2. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . OVRD.
If pressure increases when in OVRD
(Cont’d)
10.0
PAGE 7
Sep 30/15

Highlights
(Cont’d)
3. Switch between OVRD and OFF as required to maintain pressure
when operating hydraulic systems.
If EMER and MAIN pressure normal
When light goes off and hydraulic service is required.
2. Operate HYDR PUMP in OVRD for as short time as possible to
complete the hydraulic service.
If HYDR light comes on again
3. Terminate use of electrical pump
4. Operate Flaps, Landing Gear and Brakes as outlined in procedure
PROCEDURE APPLIC- If no time for cooling.
ABLE WITHOUT MOD
NO 1463 BUT WITH 2. Operate Flaps, Landing Gear and Brakes as outlined in procedure 3.2.
MOD NO 1783 EMBO- HYDRAULIC FLUID LOSS.
DIED

ON
− MASTER CAUTION.
PROCEDURE APPLIC-
NO 1783 BUT WITH
MOD NO 1463 EMBO- − Possibly low EMER press.
DIED
ACTIONS
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If EMER pressure below 1850 psi and MAIN pressure approaches red
radial line
CAUTION
Leave Flaps in actual position.

(Cont’d)
10.0
PAGE 8
Sep 30/15

Highlights
(Cont’d)
DRAULIC FLUID LOSS.
If EMER pressure below 1850 psi and MAIN pressure normal
2. Operate Landing Gear, Flaps and Brakes as outlined in procedure
− Follow procedure as for HYD MAIN pressure low.
PROCEDURE APPLIC- When light goes off and hydraulic service is required.
ABLE WITHOUT MOD
NO 1783 BUT WITH 2. Operate HYDR PUMP in OVRD for as short time as possible to
MOD NO 1463 EMBO- complete the hydraulic service.
DIED
If HYDR light comes on again
3. Terminate use of electrical pump.
10.0
PAGE 9
Sep 30/15

Highlights

ON (WITH PRO-
− MASTER CAUTION.
PELLER
BRAKE AP- − HYDR (CWP)) light.
PLIED) − Possibly low EMER press.
PROCEDURE APPLIC- ACTIONS
ABLE WITHOUT MOD
NO 1783 EMBODIED 1. Shut down engine.
If EMER pressure below 1850 psi
2. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF.
2. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF.
To cool down the hydraulic fluid it is recommended to operate the flaps full
down and up five to seven times. Before extending the flaps make positively
clear that the flaps area is free from personell and ground equipment.
If HYDR (CWP) light goes off
3. Wait 30 min. before re−application of propeller brake.
If HYDR (CWP) light stays on.
2.5 HYDRAULIC INDICATIONS

MAIN PRES-
− One or both BRK PRESS indicator and/or MAIN PRESS reading at or be-
SURE LOW OR
low red radial.
BRAKE PRES-
SURE LOW.
PROCEDURE APPLIC- NOTE

ABLE WITHOUT MOD Low pressure in one or both BRK accumulators is always accompanied by low
NO 1783 EMBODIED
pressure in the MAIN accumulator.
ACTIONS
1. HYDR QTY indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
If HYDR QTY indication decreasing or below red radial
2. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF.
(Cont’d)
10.0
PAGE 10
Sep 30/15

Highlights
(Cont’d)
If HYDR QTY reading normal
2. HYDR PUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD.
If no increase in pressure when in OVRD
If pressure increases when in OVRD.
3. Switch between OVRD and OFF as required to maintain pressure when
operating hydraulic systems.
10.0
PAGE 11
Sep 30/15

Highlights
10.0
PAGE 12
Sep 30/15

Description
1. GENERAL cubic inches (2.5 liters) and is filled through a gravi-

ty fill port. Overflow from the main reservoir relief
Hydraulic power is used to operate the following
valve and bleed valve is also directed into this res-
aircraft systems:
ervoir.
− Flaps.
− Landing gear. 2.2 Hydraulic pumps
− Brakes. Electrical pump
− Nose wheel steering.
The electrically powered pump provides hydraulic
− Propeller brake.
pressure for all normal operation.
An electrically driven pump normally supplies hy-
The pump is automatically shut off to prevent op-
draulic pressure to four accumulators. For emer-
eration when there is no demand. The electric mo-
gency and certain maintenance uses, a hand pump
tor for the pump is controlled by a pressure switch
is installed.
in the main accumulator hydraulic circuit and by
The electrical pump is controlled by a single switch landing gear operation.
in the cockpit.
The pump will operate automatically when:
The four hydraulic accumulators provide pressure − The main accumulator hydraulic pressure drops
as follows: below 2100 psi and until the pressure reaches
− One main accumulator supplying flaps, landing 2900 psi.
gear, nose wheel steering and propeller brake. − Landing gear is selected DOWN and until left
− One emergency accumulator supplying landing main gear is locked down.
gear emergency uplock release. − Landing gear is selected UP and until both main
− Two accumulators for the brake system, one for gears are locked up.
the outboard brakes and one for the inboard − R PROP BRK switch is selected ON.
brakes.
If required, automatic pump control may be overrid-
All hydraulic system components are located in the den by using the override (OVRD) position of the
nose area on each side of nose wheel well (left and HYD PUMP switch enabling the pump to run contin-
right hydraulic compartment). uously. In OVRD the pump delivers hydraulic fluid
Hydraulic fluid used in the system is mineral based with a pressure of 3000 psi.
MIL−H−5606. The fluid is red for identification and Hand Pump
easy detection of leaks.
Should the electric pump fail Main, Outboard and
2. MAIN COMPONENTS AND SUBSYSTEMS Inboard brake accumulator may be pressurized
(Fig. 1) from a hand pump to the right of the center pedes-
tal. The hand pump is operated by a detachable
2.1 Hydraulic reservoirs handle stowed on the right, rear cockpit wall.
Main reservoir
The main reservoir has a capacity of 310 cubic
inches (approx. 5 liters). The reservoir is pressur-
ized from the emergency accumulator circuit to pro-
vide a positive pressure supply to the hydraulic
pump. In case of loss of pressurization, a spring will
ensure a positive fluid supply.
Hand pump reservoir

The hand pump reservoir supplies hydraulic fluid to
the hand pump exclusively. It has a capacity of 150
10.1
PAGE 1
Sep 30/15

Description
2.3 Hand pump selector will trigger the warning system. that low pressure in
any of the four accumulators will trigger the warning
As the hand pump does not have the capacity to
system.
simultaneously operate all systems, a selector valve
is installed. The valve allows pressure to be di-
rected to the following accumulators, one at a time:
− Main accumulator.
− Outboard brake accumulator.
− Inboard brake accumulator.
Outboard and inboard brake accumulators may also
be pressurized via the main accumulator, by use of
the handpump, if pressure should be low in any or
both accumulators.
To extend/retract the flaps, the flaps handle must
first be set to desired setting before using the hand
pump to extend/retract the flaps to selected setting.
To extend the landing gear, the handle must first be
selected down before using the handpump to ex-
tend the gear. It must be observed that this is only
applicable after accomplishment of Mod No. 1463.
2.4 Hydraulic accumulators
The four identical accumulators are of piston−type

and are pre−charged with nitrogen to 1650 psi.
Each accumulator has a capacity of 22 cubic inches
(approx. 0.35 liters) hydraulic fluid at 2900 psi pres-
sure.
It is important to notice that, in case of a hydraulic
pump failure, when pressure is consumed, and
pressure in an accumulator is reaching 1650 psi
(pre−charged pressure) the hydraulic pressure will
rapidly drop to zero since the piston has reached its
end position, thereby not creating any pressure into
the system.
2.5 Warning system
An amber caution light is provided on the Central

Warning Panel. The light will come on together with
the MASTER CAUTION light and single chime in
case of low pressure in the main or the emergency
accumulator, or high fluid temperature in the main
reservoir.
It should be noted that low pressure in one or both
brake accumulators always results in low pressure
in the main accumulator. This means in practice
that low pressure in any of the four accumulators
10.1
PAGE 2
Sep 30/15

Description
Return
A12083
Fig. 1 Hydraulic system − schematic
10.1
PAGE 3
Sep 30/15

Description
10.1
PAGE 4
Sep 30/15

Description
HYD QTY indicator.

Indicates fluid quantity in the main reservoir.
A HYDRAULIC PANEL
HYDR PUMP switch

− OVRD (override)
The pump runs continuously.
− AUTO
The pump will operate during the following con-
ditions:
 If main hydraulic pressure falls below 2100
psi and until pressure reaches 2900 psi.
 During landing gear extension or retraction,
irrespective of pressure.
 When R PROP BRK switch is selected ON.
− OFF
No electrical power to pump.
Hydraulic pressure indicators.

Indicates hydraulic pressure in the main system,
emergency accumulator and the two brake ac-
cumulators respectively.
A11210
Fig. 2 Hydraulic system controls and indicators
10.1
PAGE 5
Sep 30/15

Description
HYDR caution light (amber).

B Comes on to indicate low hydraulic pressure in
any of the hydraulic accumulators or high tem-
perature of the fluid in the main reservoir.
MASTER CAUTION light will also come on to-
A CENTRAL WARNING PANEL gether with single chime.
6 L FIRE R FIRE 6
FUEL ELEC
DET FAIL DET FAIL
7 ICE 7
PROT
8 8
BRK ON UNARMED
AVIONICS
INOP VENT
10 FAIL LOCK SYSTEM FAIL 10
B HAND PUMP CON-

Hand pump.
TROLS
Provides hydraulic pressure to operate flaps, brakes
and landing gear. Operated by a detachable handle,
stowed on the right rear cockpit wall.
Hand pump selector.
Directs hand pump pressure to the systems served by
the hand pump.
− INBD BK ACC
The inboard brake accumulator is pressurized by the
hand pump.
− FLAPS LDG GR
The main accumulator is pressurized by the hand
pump.
 To operate the flaps, the flap handle must be set to
desired flap setting before using the hand pump.
INBD
BK ACC
FLAPS
LDG
OUTBD
BK
 To extend the landing gear the gear selector must
A11209 GR ACC be in down position.
− OUTBD BK ACC
The outboard brake accumulator is pressurized by the
hand pump.
Fig. 3 Hand pump controls and hydraulic indication
10.1
PAGE 6
Sep 30/15

Description
Hydraulic pump power . . . . . . . . . . . . . . . . . . . . L GEN BUS No CB, protected by a 200 amp fuse in
the L PDU.
Hydr pump control (AUTO) . . . . . . . . . . . . . . . . L MAIN BUS F−9 PUMP AUTO
Hydr pump control (OVRD) . . . . . . . . . . . . . . . . L ESS BUS F−8 PUMP OVRD
Hydr quantity ind . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M−3 PR IND QTY IND
Hydr press ind, main & inb. brake . . . . . . . . . . . R ESS BUS M−3 PR IND QTY IND
Hydr press ind, emerg & outb. brake . . . . . . . . L ESS BUS F−4 PRESS IND
10.1
PAGE 7
Sep 30/15

Description
10.1
PAGE 8
Sep 30/15

Operation
1. LIMITATIONS
Unit Min Normal Max

Pressure
− Electrical pump AUTO . . . . . . . . . . . . . . . . . . . . psi 2050 2100−2900 2950
− Electrical pump OVRD . . . . . . . . . . . . . . . . . . . . psi − 3000 −
− Low pressure warning (HYDR) . . . . . . . . . . . . . psi 1800 1850 1900
Temperature
− High temperature warning (HYDR)
 Light on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C − 116 −
 Light off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C − 93 −
Quantity
− Main reservoir
 Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cu. in − 310 −
liters 5.1
 Refill level (system pressurized) . . . . . . . . . . . cu. in 141 − −
liters 2.3
− Hand pump reservoir capacity . . . . . . . . . . . . . cu. in − 150 −
liters 2.5
1.2 HYDRAULIC FLUID SPECIFICATION
MIL−H−5606.
10.2
PAGE 1
Sep 30/15

Operation
2. NORMAL OPERATION
2.1 OPERATION OF Before engine start

HYDRAULIC
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
SYSTEM
− Check HYD PUMP switch to be in AUTO and guarded position.
NOTE
The pump will start when L MAIN BUS is powered. (Ground power ON or gener-
ator supplying power).
After engine start
2. Hydraulic gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check pressures and quantity to be within green arc.

During approach
3. Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check all four hydraulic pressure indicators to be within green arc.

NOTE
Hydraulic quantity will vary during normal operation of the hydraulic subsystems.
Typical variations from the nominal values are (approx values):
− EXT./Retr. of landing gear:  25 cu. in
− Ext./Retr. of flaps (landing):  13 cu. in
− System depressurized (on ground): + 90 cu. in
10.2
PAGE 2
Sep 30/15

Operation
For Abnormal Operation, also see section 23, ABNORMAL PROCED-

URES and 24, EMERGENCY PROCEDURES.
3.1 HYDRAULIC INDICATIONS

PRESSURE
− Hydraulic pressure above 3 000 psi on all four hydraulic pressure indica-
HIGH
tors.
NOTE
The hydraulic system pressure relief valve will open at 3 750 psi (in main sys-
tem). If the hydraulic pump is allowed to operate with relief valve controlling
pressure, hydraulic overtemperature will result.
ACTIONS
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
− If pressure approaches low end of green arc when operating any hydraulic
subsystem.
3. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN OVRD
− Operate pump in OVRD until pressure in affected system reaches top end
of green arc. Then return switch to OFF.
10.2
PAGE 3
Sep 30/15

Operation
10.2
PAGE 4
Sep 30/15
Aircraft Operations Manual ICE & RAIN PROTECTION
CONTENTS
Ice & Rain Protection
11.0 Highlights
11.1 Description
11.2 Operation
11 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual ICE & RAIN PROTECTION
11 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual ICE AND RAIN PROTECTION

Highlights
The systems described in this chapter assume a certain modification standard of the aircraft. If a modification
is not installed the following apply as complement to what is stated in this chapter.
0.1 Wing and stabilizer (boot) de−ice
With Mod No 1147 (Boot de−icing system logic revision) installed.

− When ONE CYCLE is selected reselection of ONE CYCLE during the first 12 seconds after the cycle
(24 seconds) is completed will not result in initiation of another cycle. Instead, a time delay of 30 seconds
will occur before initiation. With repeated reselection attempts within 30 seconds, the total time delay can
be 2 1/2minutes.
An additional ONE CYCLE selection shall not be done until 20 seconds after the previous cycle is completed.
− When switching from CONT to OFF the on−going cycle will be interrupted and one new cycle will be exe-
cuted instead of completion of the on−going cycle.
0.2 Propeller de−icing
Without Mod No 1335 (Installation of modified propeller de−icing timer) installed.

− L/R PROP switch is a two position ON/OFF switch. In the ON position the system works in the MAX mode,
90 seconds ON 90 seconds OFF. With this system there is a possibility that during certain atmospheric
conditions ice will form on the propeller blades and, after melting will refreeze behind the boots, so called
run−back ice, with subsequent performance degradation.
With either of Mod No 1147 (Boot de−icing system logic revision) or Mod No 1784 (Logic changes to the de−
icing boots) installed but not 1448 (Boot de−icing system deflation rate).
− The boot zones inflates in the following order with Mod No 1147 installed: stabilizer, inboard wing, re−infla-
tion of stabilizer and finally outboard wing.
− The boot zones inflates in the following order with Mod No 1784 installed: stabilizer, outboard wing, re−
inflation of stabilizer and finally inboard wing.
The following is applicable to both Mod variants:
− To monitor the boot de−ice system a TIMER light comes on should either of the following faults be de-
tected:
 No pressure is sensed downstream the valve sequenced for opening within 4 seconds.
 The activated timer gives no inflation signal.
 The boots are not cycling.
 Pressure remains on (above 10 psi) in the stabilizer boot zones after more than 8 sec.
 Pressure remains on (above 10 psi) in Left and Right inboard wing or Left and Right outboard wing boot zones
after more than 8 seconds.
 Control power to timer is lost (only if BOOT IND switch is OFF).
 Power Supply to wing and stabilizer de−ice Timer control is from L MAIN BUS.
0.4 New leading edge on horizontal stabilizer to facilitate 355 flap usage
Without Mod No 1462 installed.

− Max Flap setting is restricted to 20
11.0
PAGE 1
Sep 30/15

Highlights
11.0
PAGE 2
Sep 30/15

Description
1. GENERAL Air bleed and electrical power, mainly from the

115VAC wild frequency system, is used for ice and
The aircraft is fully equipped for all−weather opera-
rain protection. Bleed air is used for the wing and
tion.
stabilizer inflatable boots, the engine split lip and
The ice and rain protection system is divided into: inlet guide vanes. Electrical power is used for the
− Wing and stabilizer (boot) de−icing. remainder of the ice and rain protection systems.
− Engine anti−icing. All ice and rain protection systems are controlled
− Propeller de−icing. from the overhead panel except for the main pitot
− Windshield heating. tubes, temperature probe and angle of attack sen-
− Windshield wipers. sors which are powered automatically as soon as
− Pitot tubes, Outside Air Temperature probe one AC generator is on line.
(OAT) and angle of attack sensor heating.
A9943
Fig. 1 Ice and rain protection system
11.1
PAGE 1
Sep 30/15

Description
2. MAIN COMPONENTS AND SUBSYSTEMS wing, inboard wing, and finally re−inflation of stabi-
lizer.
When CONT is selected this inflation cycle will be
Wing and stabilizer de−icing is provided by conven- repeated every third minute.
tional inflatable boots located on the wing and lead-
A Push button for each boot zone permits manual
ing edges and on the leading edges of the stabil-
override of the timer.
izers.
To monitor the boot de−ice system a TIMER light
Normal color of the boots are black but as an option
comes on should either of the following faults be
silver colored boots are available. On the silver col-
detected:
ored boots there are black stripes to improve ice
detection. − No pressure is sensed downstream the valve
sequenced for opening.
Pre−cooled and regulated engine bleed air from − The activated timer gives no inflation signal.
both engines, supplied via the pneumatic system, is
− The boots are not cycling.
used for de−icing. The bleed air flows via a normally
− Pressure remains on in the stabilizer boot zones
open shut−off valve, controlled by the AIR SUPPLY
(AUTO CYCLING switch in CONT).
ON/OFF switch, to a pressure regulator in each na-
celle. The regulator reduces the pressure to 18 psi − Pressure remains on in the stabilizer boot zones
and contains an integral relief valve preventing the when next cycle is activated (AUTO CYCLING
pressure from exceeding 25 psi if the regulator switch in ONE CYCLE).
should become stuck open. An overheat sensor is − Pressure remains on in Left and Right inboard
installed downstream of each regulator. The sensor wing or Left and Right outboard wing boot zones
will cause a DE−ICE OV TEMP light to come on − Control power to timer is lost. If the W OUTB
whenever the temperature reaches 150C (300F). push button is depressed the TIMER light will go
out, when the button is released the light will
The regulated pressure is directed to a distribution
come on again.
duct supplying all boots through three distribution
valves. The distribution valves are solenoid oper- In CONT, ONE CYCLE or by manually overriding
ated and located one in each nacelle for inboard the timer the inflation sequences can be monitored
and outboard wing de−ice and one in the fin for sta- by following the illumination of the green indication
bilizer deice. Integral with each distribution valve is lights which will come on whenever the respective
an air ejector which passes a small flow of regu- boot zone is pressurized if BOOT IND switch is in
lated air overboard to create enough suction to pre- ON position. In OFF position no illumination will oc-
vent the boots from inflating due to aerodynamic lift cur.
when not pressurized. When a solenoid in a dis-
2.2 Engine anti−ice system (Fig. 3)
tribution valve is energized, manually or by timer, it
will shift from suction to pressure and a rapid infla- An engine anti−ice system prevents ice formation
tion of the boot will occur, cracking accumulated ice. on certain areas of the engine where ice buildup
Upon completion of the automatically controlled 6 otherwise could be expected. These areas are the
seconds timing cycle, the solenoid is de−energized inlet lip, intake ducts including Inlet Protection De-
and suction restored. In conditions of low tempera- vice (IPD) with exhaust nozzle which are electrically
ture, −30C and below, the rubber in the boots be- heated, and the splitter lip and inlet guide vanes,
comes stiff which results in the deflation sequence which are heated with bleed air.
being prolonged.
Both the electrical and the bleed air parts of the
The sequence of boot inflation is maintained by a system are controlled by the same L/R ENGINE
timer control unit. Upon selection of either ONE anti−ice switches. Turning the switches ON illumi-
CYCLE or CONT a timer will cause each boot zone nates L/R ENG ANTI−ICE (blue) lights located on
to inflate in the following order: stabilizer, outboard the flight status panel. The lights indicate that the
11.1
PAGE 2
Sep 30/15

Description
system has been switched on but give no indication the AI/SBV. A failure in the system is indicated by L
of correct operation of the system. or R AIR light coming on.
In order to increase engine stall margin at low pow- The light comes on if:
er operation, air from the Anti−Icing Start Bleed − The Overboard Bleed Valve does not close when
Valve (AI/SBV) is ported to the splitter lip, the inlet ENGINE anti−ice is switched ON at Ng above
guide vanes and the inlet particle separator bypass 92% corrected speed.
duct. In addition an Overboard Bleed Valve is added − The AI/SBV does not open when ENGINE anti−
to control the air to the Inlet Particle Separator Ejec- ice is switched ON.
tor Duct. At 92% Ng corrected speed (temperature
related), the AI/SBV closes and there is no air Using engine anti−ice also illuminates L/R ENG
ported from the AI/SBV. However, with anti−icing ANTI−ICE (blue) lights located on the flight status
ON and Ng above 92%, the AI/SBV is open and the panel. These lights come on whenever respective L
Overboard Bleed Valve is closed in order to improve or R ENGINE anti−ice switch is turned on. The
aircraft performance. Below 92% Ng corrected lights indicate that the system has been switched
speed, the AI/SBV is open. on but given no indication of correct operation of the
system.
The electrical inlet duct heating uses 115VAC, wild
frequency, supplied directly from each engine’s own 2.3 Propeller de−icing (Fig. 3)
AC generator only. Therefore, there can be no
The propeller blades are equipped with boots which
cross−feed from the other AC generator in case of
are electrically heated from the 115 V AC wild fre-
malfunction.
quency buses. The system is controlled by a switch
In the lower leading edge section the duct is pro- for each propeller with positions OFF−NORM−MAX.
vided with a temperature control sensor, an under− The propeller de−icing are controlled by the L/R
temperature sensor and an over−temperature sen- PROP de−ice switches. The L/R PROP DE−ICE
sor. These sensors are connected to an inlet duct lights (blue) on the flight status panel which will
heater controller located in the engine nacelle come on when the system is selected ON and
equipment compartment. The normal temperature working the light will go out in case of system fail-
control sensor has preset control levels for inlet ure.
heat controller to ”cut in” at 60C (140F) and to − Two L/R PROP lights (amber) on the overhead
”cut out” at 80C (175F). A failure in the inlet ice panel will come on in case of failure.
protection system is indicated by L or R INTAKE
A timer fault monitoring unit will automatically dis-
light coming on.
connect the power and activate L or R PROP cau-
The light comes on if: tion light in the ICE PROTECTION panel together
− The over−temperature sensor senses a tempera- with ICE PROT CWP light whenever one or more of
ture exceeding 125C (257F) in which case the the following faults arise:
inlet heat controller will ”cut out” power to the − AC or DC power failure.
heaters. (If the L/R ENGINE switch is left ON the − Timer not cycling or remaining permanently on.
light will go out when power is ”cut in” at 40C − Over−/Undercurrent to propeller boots.
followed by a new overheat.)
− Cycling interval periods are off by more than
− The under−temperature sensor senses a temper-  0.5%.
ature below 10C (50F). (Inhibited for 25 sec
when switching on the system to avoid nuisance During normal operation each propeller de−icer boot
warnings). is powered by it’s associated AC generator. In the
event of an engine or AC generator failure the pro-
− An open circuit is detected in one or more
peller de−icer boots are automatically powered from
phases in the three−phase power supply system.
the opposite side.
The splitter lip and inlet guide vanes are heated by
bleed air ported from the 5th compressor stage via
11.1
PAGE 3
Sep 30/15

Description
When the L/R PROP de−ice switch is in NORM/ Once the windshields have reached their working
MAX position 28 VDC will be applied to the timer/ temperature, the controllers will modulate the power
switching/monitor unit. The timer unit alternately output to keep this temperature. If an open or short
turns on power to two opposite pair of blades. circuit occurs in the normal temperature sensor, the
over−temperature sensor will take over and modu-
In NORM position power is on for 11 seconds and
late the temperature together with the controller.
off for 79 seconds. In MAX position power is on for
90 seconds and off for 90 seconds. Each controller also provides overheat and fault
protection. If a controller detects an overheat sen-
It is very important to observe the temperature
sor circuit failure or a complete controller fault, it
switching point for use of NORM resp MAX modes.
shuts off power to the affected windshield and illu-
If using MAX mode at temperatures warmer than
minates the respective windshield L/R SIDE or L/R
−12 and NORM mode at temperatures warmer
FRONT light. If, however, only the normal tempera-
than −5 , there is a risk for the ice to melt and ”run
ture circuit fails and the over−temperature sensor
back” and re−freeze behind the boots.
circuit takes over, the caution light will illuminate but
2.4 Windshield heating (Fig. 4) the windshield is still heated. Positioning the switch
for the affected windshield to OFF will extinguish
The front windshields and the forward part of the the caution light and resets the controller channel
side windshields are electrically heated from the for this windshield.
115 VAC, wild frequency buses for anti−icing. L AC
BUS supplies heating power for L front and side 2.5 Windshield wipers (Fig. 5)
windshields and R AC BUS supplies heating power
Each front windshield is provided with a windshield
for R front and side windshields. In addition, air
wiper. The wipers can be operated both at HIGH
from the air conditioning system is directed to the
and LOW speed. Also, each wiper rotary switch has
inside of the windshields to prevent fogging as soon
a PARK position where the wiper is returned to
as the air conditioning system is working.
stowed position.
The power used for heating is regulated by two con-
The wiper motors have a thermal overheat protec-
trollers. The left controller powers the left front and
tion with auto−reset when the temperature has de-
right side windshields while the right controller pow-
creased.
ers the right front and left side windshields.
The front windshields heating can only be selected 2.6 Pitot tubes, Temperature probe (TAT) and
ON or OFF. When set to ON, power is applied grad- angle of attack sensor heating (Fig. 5)
ually by the controller to reduce thermal stresses in
The pitot tubes, temperature probe (TAT) and angle
the windshields. If the windshields are cold, it may
of attack sensors are electrically heated. All except
take up to 6 minutes before full power is applied.
the standby pitot tube are supplied with 115 VAC,
The side windshields have no low power warm-up wild frequency. The standby pitot tube is supplied
period. Instead, there are two power settings avail- with 28 VDC.
able, NORM and HIGH. NORM is used for defog-
There is a main pitot tube and an angle of attack
ging while HIGH is used for de−icing.
sensor on each side of the airplane in the cockpit
When heating is applied to a side windshield NORM area. These tubes and sensors are heated whenev-
setting must be used for at least 7 minutes before er the 115 VAC wild frequency buses are powered.
HIGH may be selected in order to reduce the ther-
The temperature probe located forward of the pilots
mal stresses. As an additional precaution when
windshields is also powered directly from the
HIGH is selected, NORM power will be applied
115 VAC wild frequency system but via the WOW
whenever the aircraft is on ground (WOW, weight
switch, powering the probe only in the air. A heated
on wheels switches sensing ground mode).
probe without any air flow would give an incorrect
temperature reading.
11.1
PAGE 4
Sep 30/15

Description
The standby pitot tube, powered by 28 VDC, is con- CAUTION

trolled by a STBY PITOT switch which must be in
IT IS VERY IMPORTANT TO UNDERSTAND
ON position for the pitot tube to be heated. The
THAT THE ICE DETECTOR ALERT SHALL
pitot tube must be powered for 5 minutes to be pro-
NOT BE USED AS THE CUE FOR SWITCHING
vide with full anti−ice protection.
ON ENG ANTI−ICE. THE ICE DETECTOR
Power to all above heating elements is sensed by FUNCTION SHALL BE CONSIDERED AN
current sensors which alert flight crew by the corre- ALERT SHOULD ICING CONDITIONS BE EN-
sponding L/R PITOT, L/R ALPHA or OAT light on TERED UNNOTICED FOR ANY REASON.
the ICE PROTECTION panel illuminating whenever
the power is lost. 2.8 Ice Speed system, Mod No. 2650,
To avoid nuisance warnings when OAT probe anti− SB 27−075
icing is activated/deactivated, during rotation/touch (This modification is mandatory for Canadian
down, warning signals are inhibited when NLG registered aircraft).
(Nose Landing Gear) is not locked in retracted posi-
For description, see supplement 37/3.
tion.
2.9 Improved Stall Warning System for icing
2.7 Ice detector
conditions (Mod. no. 3529)
(Optional Mod No. 3168)
For description see Section 19 WARNING
The ice detector consists of an ultrasonic axially
AND CAUTIONS, STALL WARNING.
vibrating tube as sensing element. The logic is con-
trolled by a micro−processor built into the ice detec-
tor housing. Upon sensing ice as evident by a
change in frequency, at a preset level, the micro−
processor will activate the L and R ENG ANTI−ICE
blue status lights which will start flashing and the
ICE COND indication light will illuminate in white.
When switching ENG A/I ON the blue light will
change to steady.
The ice detector has a heating element which will
de−ice the detector in a cyclic manner. When the
frequency of vibration is sensed to be at a ”no ice”
level the heating is switched off, the ICE COND in-
dication light is extinguished and a new ice detec-
tion cycle is started. If the ENG ANTI−ICE has been
switched ON previously, and remains ON, the blue
status lights will remain steady, i.e. the flashing is
suppressed.
The ice detector is powered from R AC GEN BUS.
11.1
PAGE 5
Sep 30/15

Description
11.1
PAGE 6
Sep 30/15

Description
28VDC
POWE ON
R
Left side
distribution
valve
28VDC
Left side POWE
overheat R
sensor
Inboard boots Inboard boots
Left side
shut off 28VDC
valve POWE
R
28VDC
CONTROL
Outboard boots Outboard boots POWER
TIMER
Distribution duct Distribution

valve & or
Horizontal
stabilizer
boots
valv pressure
Distribution valve Vertical e
stabilizer open
boot
Ejector
& &
valv pressure
e Left side
Distribution open
valve
Overheat
sensor Inboard boots
150C
Distribution Outboard boots valve
Stabilizer boots pressure
duct open
Ejector
Regulator
ËËËË
with relief
and check Pre cooler
valves
ËËËË Pneumatic
valve
pressure
ËËËË
open
system
A10996 Shut off valve
Fig. 2 Wing and stabilizer de−ice system − schematic
11.1
PAGE 7
Sep 30/15

Description
11.1
PAGE 8
Sep 30/15

Description
L 115 VAC GEN BUS Heating failure PROPELLER

signal
ÉÉ
L PROP R PROP
To RAC
ÉÉ
GEN Switch L PROP R PROP
ÉÉ
MAX
NORM
ÉÉ
OFF
Control power
ÉÉ
Power to heating boots Max
Timer/ 28 VDC
ÉÉ
Norm
Switching/ control
monitor unit power
ÉÉ
Off L BETA R BETA
ON LOAD
From R115 VAC XFR
GEN Bus OFF/R Split lip Inlet guide L PROP R PROP
heating DE−ICE DE−ICE
vane heating
AC HEAT L ENG R ENG
ANTI−ICE ANTI−ICE
L R
ÉÉ
AC AC
GEN GEN
ÉÉ
L AC GEN R AC GEN
Heating
ÉÉ
ON boot
LOAD
ÉÉ
XFR
OFF/R
ÉÉ
on ground
ÉÉ
ÉÉ
ON/OFF resetable Inlet Particle Separator Ejector Duct
signals circuit
breakers Overboard
from GCU
Bleed valve Failure signal
ON/LOAD XFR/OFFR closes at
signals from Power to inlet Ng >92%
AC GEN switch duct heating corr. or with
ON/OFF elements Prop.
signals Brake ON
Anti−ice
Starter
Bleed valve
Inlet heat Heating failure signal

controller
ENGINE
L INTAKE L AIR R AIR R INTAKE
L ENGINE L ENGINE
control ON
power
on ground
GEN resetable OFF
CONTROL circuit 28 VDC
L 115 VAC
Failure signals UNIT (GCU) ON/OFF breakers control
GEN
signals power
A10997
Fig. 3 Engine anti−ice propeller de−ice system − schematic
11.1 S1
Applicable without Mod. No. 3529 installed PAGE 9
Sep 30/15

Description
11.1 S1
Sep 30/15

Description
L 115 VAC GEN BUS Heating failure PROPELLER

signal
ÉÉ
L PROP R PROP
To RAC
ÉÉ
GEN Switch L PROP R PROP
ÉÉ
MAX
NORM
ÉÉ
OFF
Control power
ÉÉ
Power to heating boots Max
Timer/ 28 VDC
ÉÉ
Norm
Switching/ control
monitor unit power
ÉÉ
Off L BETA R BETA
ON LOAD
From R115 VAC XFR
GEN Bus OFF/R Split lip Inlet guide L PROP R PROP
heating DE−ICE DE−ICE
vane heating
AC HEAT L ENG R ENG
ANTI−ICE ANTI−ICE
L R
ÉÉ
AC AC
GEN GEN
ÉÉ
L AC GEN R AC GEN
Heating
ÉÉ
ON boot
LOAD
ÉÉ
XFR
OFF/R
ÉÉ
on ground
ÉÉ
ÉÉ
ON/OFF resetable Inlet Particle Separator Ejector Duct ENGINE
signals circuit
breakers Overboard
from GCU L INTAKE L AIR R AIR R INTAKE
Bleed valve Failure signal
ON/LOAD XFR/OFFR closes at L ENGINE L ENGINE
signals from Power to inlet Ng >92%
ON
AC GEN switch duct heating corr. or with
ON/OFF elements Prop.
signals Brake ON
Anti−ice OFF
Starter
Bleed valve
STALL
WARNING
Inlet heat Heating failure signal COMPUTER 1
controller
STALL
WARNING
COMPUTER 2
control
power
on ground
GEN resetable
CONTROL circuit 28 VDC
L 115 VAC
Failure signals UNIT (GCU) ON/OFF breakers control
GEN
signals power
Axxxxx
Fig. 3 Engine anti−ice propeller de−ice system − schematic
11.1 S2
Applicable with Mod. No. 3529 installed PAGE 9
Sep 30/15

Description
11.1 S2
Sep 30/15

Description
L Bat Bus R Bat Bus L Bat Bus R Bat Bus
Gen Bus Gen Bus Gen Bus Gen Bus
A9913
Fig. 4 Window heat − schematic
11.1
PAGE 11
Sep 30/15

Description
28 VDC 28 VDC
Right angle Left angle

of attack of attack
Right pitot Windshield wipers
Standby pitot
Left pitot
Temperature probe
RW o W
Switch
R L 115VAC
NLG 115VAC GEN BUS
up lock GEN BUS
switch
Power off signals
ICE PROTECTION
Power
L PITOT R PITOT STBY off
PITOT signals
L ALPHA R ALPHA
STBY PITOT
OAT ON
OFF
28 VDC
A11002
Fig. 5 Windshield wiper and probe heat − schematic
11.1
PAGE 12
Sep 30/15

Description
Timer light (amber).

A Will come on together with associated master cau-
tion if:
− no pressure is senced downstream the valve se-
quenced for opening within 4 seconds.
− the activated timer gives no inflation signal.
− the boots are not cycling.
− control power to timer is lost. (The light will go out
momentarily while W OUTB button is depressed.)
− pressure remains on in the stabilizer boot zone af-
ter more than 8 sec. (AUTO CYCLING switch in
CONT).
− pressure remains on in the stabilizer boot zone
when next cycle is activated (AUTO CYCLING
switch in ONE CYCLE.)
− pressure remains on in Left and Right inboard
wing or Left and Right outboard wing boot zone af-
ter more than 8 seconds.
A STABILIZER AND WING DE−ICE PANEL
Boot indication lights (green).
Will come on whenever the respective boot
system is pressurized and BOOT IND
switch is ON.
Manual de−ice buttons.

Overrides timer function and keeps respec-
tive de−ice valve open as long as button is
depressed.
DE−ICE OV TEMP light (amber).

Will come on together with associated mas-
ter caution whenever either of the two over-
heat sensors detects an overtemperature.
AUTO CYCLING
AIR SUPPLY switch. Activates timer to give a four−times six second
ON shutoff valves open. cycle of boot inflation in the following order:
OFF shutoff valves closed.  Stabilizer
 Outboard wing
 Inboard wing
BOOT IND switch.
 Stabilizer
When in OFF the boot indication light sys-
tem is deactivated. ONE CYCLE (Spring loaded to OFF position):
One complete cycle.
A9916
CONT: One complete cycle every third
minute.
Fig. 6 Stabilizer and wing de−ice system − controls and indicators
11.1
PAGE 13
Sep 30/15

Description
L/R INTAKE light (amber).

Will come on together with associated master
caution for:
− an overtemperature condition
− an undertemperature condition
− an open circuit is detected.
L/R AIR light (amber).
Will come on together with associated master cau-
tion under the following conditions:
− If the AI/SBV does not open when respective
ENGINE anti−ice switch is turned ON.
A B − If the Overboard Bleed Valve does not close
when respective ENGINE anti−ice is switched
L/R ENGINE anti−ice switch. ON at Ng above 92% corrected speed.
Controls both electrical and bleed air sections
of the engine anti−ice system and illuminates
the ENG ANTI−ICE light in the Flight Status
Panel.
L/R AC GEN light (amber).

Will come on if the generator fails. A ENGINE ANTI−ICE PANEL
L/R AC GEN switch.

Controls AC generator power supply.
ON: − AC generator on line.
− Automatic power transfer from
other side in case of generator
failure (except for intake heat-
ing).
− No power transfer in case of
generator control failure.
− No power transfer in case of fail-
ure in power feeder line to 115
VAC GEN BUS.
LOAD XFR − Power transfer from other
side.
− Intake heat supplied by own B FLIGHT STATUS PANEL
generator
OFF/R − Off reset position.
− Power transfer from other side. L BETA R BETA
− No intake heat.
L PROP R
DE−ICE PROP
DE−ICE
L/R PROP DE−ICE light (blue). L ENG R ENG

ANTI− ANTI−ICE
Will come on when the system is working ICE
and will go out in case of system failure.
L/R ENG ANTI−ICE light (blue).

Will come on whenever the engine anti−ice
switch is turned on.
A9669
Fig. 7 Engine anti−ice system − controls and indicators
11.1
PAGE 14
Sep 30/15

Description
L/R SIDE/FRONT light (amber).

tions when an overheat or controller fault occurs.
A PROPELLER AND WINDSHIELD

DE−ICE PANEL
L/R FRONT windshield heating switch.

Regulated power is applied to front windshield
when set to ON.
L/R PROP light (ambers).

tion when a fault is detected in an activated sys-
tem.
L/R PROP de−ice switch.

L/R SIDE windshield heating switch. When set to ON a timer/monitor initiates heating
cycles as below for each pair of symmetrical pro-
NORM Used for defogging. peller blades and illuminates the PROP DE−ICE
HIGH Used for de−icing. light.
OFF OFF and resets controller if tripped.
Heating cycles:
NORM must be used for 7 minutes before − NORM Power on 11 sec, power off
HIGH is selected. When HIGH is selected on 79 sec.
ground NORM power will be applied until WoW − MAX Power on 90 sec, power off
switch senses airborn. 90 sec.
A9923
Fig. 8 Propeller and windshield de−ice systems − controls and indicators
11.1
PAGE 15
Sep 30/15

Description
B
A WINDSHIELD WIPER PANEL
A A
WIPER EFIS
OFF
PARK LOW
DRIVE XFR
H
I N
G O
H R
M
XSIDE DATA
ADI REV
N
O
R
M
HSI REV
Wiper rotary switch
PARK Wiper is returned to stowed position.
OFF Wiper stops in present positon.
LOW Wiper operates at low speed.
HIGH Wiper operates at high speed.
STBY PITOT light (amber).

tion when power is lost to the standby pitot tube.
L/R PITOT light (amber).
caution when power is lost to the respective main B PROBE HEAT PANEL
pitot tube.
L/R ALPHA light (amber).

Will come on together with associated master cau- OAT
tion when power loss is lost to the respective angle
of attack sensor.
OAT light (amber).

tion when power is lost to the temperature probe
and when NLG is locked in retracted position.
STBY PITOT switch.
When selected ON, standby pitot tube is powered.
A9924
Fig. 9 Windshield wiper and probe heat system − controls and indicators
11.1
PAGE 16
Sep 30/15

Description
ICE PROT light (amber)

The ICE PROT light will come on flashing
whenever a caution light associated with the
ice protection system comes on.
A9920
Fig. 10 Ice and rain protection master caution −controls and indicators
11.1
PAGE 17
Sep 30/15

Description
B CENTER INSTRUMENT PANEL

B A
2
1
1
2
9
12
7
6
A SIDE PANEL
ICE COND indication light (white)
Optional Mod No 3168
The ice detection indication light comes on if
the ice detector senses ice.
ICE DETECTOR switch

Optional Mod No 3168
TEST− Self test of the ice detector
micro−processor. Illumination of
the white ICE COND indication
light and flashing of the L and R
ENG ANTI−ICE blue status light
within 5 seconds while the switch
is hold in TEST position is a con-
firmation of a successful selftest.
ON − Normal position. The ice detection
system is ON.
OFF − Guarded OFF position. Should
only be used if the system is
faulty.
A28796
Fig. 11 Ice Detection System (Option Mod No 3168)
11.1
PAGE 18
Sep 30/15

Description
Wing and stabilizer de−ice

Timer control . . . . . . . . . . . . . L BAT BUS K−21 STAB & WING AUTO CTL
Shutoff valves . . . . . . . . . . . . . R BAT BUS S−21 STAB & WING AIR SUP CONTROL
Manual control . . . . . . . . . . . . R BAT BUS S−22 STAB & WING MAN CTL & IND
Indications . . . . . . . . . . . . . . . . R BAT BUS S−22 STAB & WING MAN CTL & IND
Engine anti−ice
Control L and R . . . . . . . . . . . L BAT BUS H−27 L/R ENG ANTI−ICE CONTROL
Electrical control L . . . . . . . . . L BAT BUS H−26 L INTAKE
Air control L . . . . . . . . . . . . . . L MAIN BUS H−25 L AIR VALVE
Electric control R . . . . . . . . . . R BAT BUS R−27 R INTAKE
Air control R . . . . . . . . . . . . . . R MAIN BUS R−28 R AIR VALVE
Left intake
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
PWR Ø B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
PWR Ø C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
Right intake
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
PWR Ø C . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
Propeller de−ice
Left propeller
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H−24 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H−23 PWR Ø B
PWR Ø C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H−22 PWR Ø C
Control . . . . . . . . . . . . . . . . . . . L BAT BUS H−21 CONTROL
Right propeller
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P−21 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P−22 PWR Ø B
PWR Ø C . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P−23 PWR Ø C
Control . . . . . . . . . . . . . . . . . . . R BAT BUS P−24 CONTROL
11.1
PAGE 19
Sep 30/15

Description
Windshield heat
L front
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−23 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−22 PWR Ø B
Control . . . . . . . . . . . . . . . . . . . L BAT BUS J−21 CONTROL
L side
PWR Ø C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−26 PWR Ø C
PWR Ø A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−25 PWR Ø A
Control . . . . . . . . . . . . . . . . . . . L BAT BUS J−24 CONTROL
Right front
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−21 PWR Ø B
PWR Ø C . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−22 PWR Ø C
Control . . . . . . . . . . . . . . . . . . . R BAT BUS R−23 CONTROL
Right side
PWR Ø A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−24 PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R−25 PWR Ø B
Control . . . . . . . . . . . . . . . . . . . R BAT BUS R−26 CONTROL
Windshield wipers
Wiper L . . . . . . . . . . . . . . . . . . L BAT BUS H−28 L WIPER
Wiper R . . . . . . . . . . . . . . . . . . R MAIN BUS P−28 R WIPER
Probe heat
Pitot L . . . . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J−27 L PITOT Ø C
Pitot R . . . . . . . . . . . . . . . . . . . R 115 VAC GEN BUS S−25 R PITOT Ø A
Angle of attack L . . . . . . . . . . L 115 VAC GEN BUS J−28 L ALPHA Ø C
Angle of attack R . . . . . . . . . . R 115 VAC GEN BUS S−24 R ALPHA Ø A
Temperature probe . . . . . . . . R 115 VAC GEN BUS S−23 OAT Ø A
Standby pitot power . . . . . . . R ESS BUS S−26 STBY PITOT PWR
Standby pitot control . . . . . . . R ESS BUS S−27 STBY PITOT CONTROL
(Cont’d)
11.1
PAGE 20
Sep 30/15

Description
(Cont’d)
Ice detector with
Mod No 3168 . . . . . . . . . . . . . R 115 VAC GEN BUS Not in cockpit
Improved S/W system
Mod No 3529 . . . . . . . . . . . . . R BAT BUS S−28 ICE SPD IND
11.1
PAGE 21
Sep 30/15

Description
11.1
PAGE 22
Sep 30/15

Operation
1. LIMITATIONS
Unit Min Normal Max
1.1 SYSTEM LIMITS

− Windshield heating
 Switching side windows direct from OFF
to HIGH is not authorized
 Time in NORM before switching to HIGH min 7
− Pitot tubes
 Time from switching STBY PITOT ON min 5
until full ice−protection is obtained
− Windshield wipers
 In LOW position kts 130
 In HIGH position kts 160
2. NORMAL OPERATION
2.1 GENERAL During ground operation there might be transient drops in PROP RPM, below
the preset AC generator trigger level. If the drop lasts more than 7 seconds the
AC generator will trip and MASTER CAUTION / ICE PROT (CWP) lights will
come on together with AC GEN caution and other AC−powered system caution
lights in the overhead panel.
There are also cases where ice protection system caution lights will come on
without AC GEN caution light. This is due to an inherent warning system time
delay.
The AC generator will come on line automatically when PROP RPM increases,
and the engine INTAKE caution light will go out. However, the windshield
FRONT/SIDE and PROP caution lights can only be extinguished by resetting
the systems (switches selected to OFF and then to desired position).
11.2
PAGE 1
Dec 01/15

Operation
2.2 DEFINITIONS DEFINITIONS

AND FOD Definition of icing conditions for engine anti−icing operation
PREVENTION For engine anti−ice system operation, icing conditions exist whenever the out-
side air temperature (OAT) or static air temperature (SAT) is + 5 degrees C
(Plus 5 C) (+10 according to FAA AD 96−01−04 R1 and 2008−06−11) or colder
and:
− There is any type of visible moisture present (such as clouds, fog with visibil-
ity of one mile or less, rain, snow, sleet, ice crystals); or
− When on the ground, there is standing water, slush, or snow (hard packed
snow excluded) on the ramps, taxiways or runways.
When anticipating engine anti−ice operation turn on engine anti−ice early. Turn-
ing engine anti−ice on well in advance will preheat the surface and thereby pre-
vent ice formation. Turn engine anti−ice on if there is any possibility that icing
conditions exist.
Definition of icing conditions for propeller de−icing system operation
For propeller de−ice system operation, icing conditions exist when the OAT or
SAT is −5 degrees C (Minus 5 C) or colder and any ice accretion is observed on
any part of the aircraft.
Definition of icing conditions for operation of wing and stabilizer de− ic-
ing boots and for adherence to minimum airspeed and autopilot/flight di-
rector limitations for icing conditions
For operation of wing and stabilizer de−icing boots and for adherence to mini-
mum airspeed and autopilot/flight director limitations for icing conditions, icing
conditions exist when:
− The OAT or SAT is +5 degrees C (Plus 5 C) or colder and there is any type
of visible moisture present (such as clouds, fog with visibility of one mile or
less, rain, snow, sleet, ice crystals); or
− Any amount of ice is observed on any part of the aircraft; or
− If it is not certain that there is no ice accumulation on the aircraft.
(Cont’d)
11.2
PAGE 2
Dec 01/15

Operation
(Cont’d)
FOD PREVENTION
CAUTION
Ice must never be allowed to build up on the engine air intake lips or intake. Once
ice formation occurs, turning on anti−ice may free the ice build−up in chunks that
could be sucked through the engine compressor, possibly causing Foreign Object
Damage (FOD) and a power interruption.
DO NOT RELY ON AIRFRAME VISUAL ICING CUES TO TURN ENGINE

ANTI−ICE ON. USE THE TEMPERATURE AND VISUAL MOISTURE CRI-
TERIA SPECIFIED FOR ICING CONDITIONS.
Takeoff on RWY with standing water, slush, wet or dry snow
When taking off in this condition there is a risk of spray ingestion into the en-
gines. Switch on engine anti−ice when ambient temperature is +5 C (+10 C
according to FAA AD 96−01−04 R1 and 2008−06−11) and below (operation
may be restricted by national rules).
For a/c with Mod.no 3529
Departure when icing conditions on ground and expected icing after
lift−off
− When engine anti−ice is selected, before take−off, L/R ENG ANTI−ICE lights
on the Flight Status Panel will come on. Use these lights, also as Ice Speed
”armed” lights. This is the indication that the stall warning will change (in-
crease) the stall warning triggering airspeeds after 6 minutes from lift−off.
(See also FLIGHT PROCEDURES 25/3 and 25/10 Takeoff briefing and Call−
outs).
Ice formation discovery during darkness
When operationally feasible, switching on the cockpit dome light will increase
the possibility of discovering unexpected ice, for example on the wipers.
Using the strobe−lights or switching on the landing lights now and then will in-
crease the possibility of identifying unexpected icing conditions.
The air inlet can be inspected from the cockpit by use of a flashlight.
Operation in and after certain icing conditions
During flight through heavy snow, heavy sleet or ice crystals, substantial
amounts of ice may be collected on parts of the bird catcher even with a fully
functioning engine anti−ice system. This is no problem as long as a positive air-
flow through the birdcatcher is assured. However, REVERSE POWER OP-
ERATION BELOW 50 KTS (EVEN WITH A FULLY OPEN EXHAUST
NOZZLE) AND DURING PROPELLER BRAKE OPERATION WITH A MORE
THAN 30 PERCENT ICED−UP (BLOCKED) NOZZLE THE AIRFLOW IS RE-
VERSED THROUGH THE BIRDCATCHER.
(Cont’d)
11.2
PAGE 3
Dec 01/15

Operation
(Cont’d)
Such conditions are potentials for ice being sucked into the engine. After en-
countering such conditions, keep the engine anti−ice system ON for the dura-
tion of flight at temperature below +5 C if operationally feasible.
Engine anti−ice ON during ground operation after landing will assure that both
the air and the walls in the birdcatcher is warmed up. This will expedite the melt-
ing of possible ice collected in the birdcatcher. However, if the prevailing tem-
perature is below the freezing point, de−icing of the birdcatcher might be neces-
sary. An inspection of the air intake/birdcatcher for possible residual ice/snow
will determine the need for de−icing of the birdcatcher.
If icing conditions have been encountered during flight
− If operationally feasible, avoid use of reverse thrust below 50 KIAS.
2.3 WING AND The Boot De−icing must be used As defined for operation of wing and stabi-
STABILIZER lizer de−icing boots ( see page 2), or upon annunciation from an ice detector
DE−ICE system (if installed), whichever occurs first except:
OPERATION
− During take−off, until reaching 400 feet above threshold elevation, use boots
only at first sign of ice anywhere on the aircraft.
− If SAT is below−40 _C, use boots only if ice is observed accumulating on any
part of the aircraft.
System check
1. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Idle
2. HP BLD VALVE switch (one only) . . . . . . . . . . . . . . . . . AUTO
3. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
4. BOOT IND switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Set BOOT IND switch to ON for boot indication lights to work during test.
5. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . ONE CYCLE
− Set AUTO CYCLING switch momentarily to the ONE CYCLE position and
release it to OFF.
− Observe boot indication lights to come on one at a time (for approximately 6
seconds) in the following order:
STAB − W OUTB − W INB − STAB.
6. Caution lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check DE−ICE OV TEMP and TIMER caution lights to be off.

7. HP BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
(Cont’d)
11.2
PAGE 4
Dec 01/15

Operation
(Cont’d)
In flight, when wing and stabilizer de−icing required
NOTE
HP bleed may be required for operation of the boot de−ice system at high alti-
tudes and/or low power settings. An increase or decrease in power may be
required.
1. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . CONT
Use CONT mode or operate the system as needed. If ice accumulation be-
tween the the automatic cycles is estimated to be more than 5 mm
(1/4 inch), set the AUTO CYCLING switch momentarily to OFF and then
back to CONT to activate an extra cycle, in between the automatic cycling,
to minimize ice accumulation.
2. Observe boot indication lights to come on, one at a time.
The de−icing boots can be turned off when
− The OAT or SAT is warmer than +5 _C and there is no ice observed on any
part of the aircraft and it is certain that there is no ice accumulation on the
aircraft;
or;
− No visible moisture (such as fog with visibility of one mile or less, rain snow,
sleet, ice crystals) is present;
and;
− Three (3) de−icing boot cycles (9 minutes in CONT mode) have been
completed after exiting visible moisture.
− If entering SAT below −40 _C , turn boots off before completion of 3 cycles.
When wing and stabilizer de−icing no longer required
1. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Boots de−ice manual operation
− Press and hold one manual push−button at a time for 6 sec. in the following
sequence: STAB − W OUTB − W INB − STAB.
− Observe respective BOOT IND light to come on.
− Repeat as often as required (ice accumulation more than 5 mm (1/4 inch)).
11.2
PAGE 5
Dec 01/15

Operation
2.4 ENGINE Engine anti−icing must be used

ANTI−ICE As defined for engine anti−icing operation (see page 2), and maintained ON for
OPERATION at least 5 minutes after exiting icing conditions.
On ground, move CL into MIN/MAX range as soon as possible after engine start
and switch ON engine anti−ice.
CAUTION
On the ground, use the officially reported temperature when deciding upon use of
engine anti−ice system as temperature on EFIS is normally too high.
NOTE
When switching Engine Anti−ice ON or OFF check proper function by observing a
decrease or increase in engine torque setting. If no decrease or increase, reduce
power to below 88 % Ng, cycle switch (OFF then ON) and then increase to max
cruise power to restore proper function.
NOTE
APPLICABLE TO AIRCRAFT WITH COX INTAKES (Mod No 2095 installed). In
extremely cold temperatures L/R INTAKE light may come on after engine anti−ice
activation because of the relatively long time to reach working temperature. Se-
lecting the switch to OFF then ON will solve the problem since at this time the
intake has been preheated.
CAUTION
Except for the first 6 minutes after liftoff, make sure to have a speed not less than
the published minimum speed with engine Anti−ice ON (speeds with applicable
ice increment) before selecting engine Anti−ice ON.
When Engine−Anti−ice required

1. ENGINE anti−ice switches . . . . . . . . . . . . . . . . . . . . . . . ON (ONE AT A
TIME)
− Check L/R ENG ANTI−ICE light to come on. For a/c with Mod.no. 3529 the
Improved Stall Warning System for Icing condition will be ”armed” or ”activ-
ated” depending on flight phase and elapsed time from lift−off.
For corrections to thrust settings, see section 26 POWER SETTINGS.
When engine anti−ice no longer required
NOTE
To avoid exceeding torque setting chart limit, a reduction in torque may be re-
quired before switching OFF the engine anti−ice system.
2. ENGINE anti−ice switches . . . . . . . . . . . . . . . . . . . . . . . OFF
− Check L/R ENG ANTI−ICE lights to go out.
11.2
PAGE 6
Dec 01/15

Operation
2.5 PROPELLER Propeller de−icing shall be used

DE−ICING
− As defined in icing conditions as defined for propeller de−ice operation
OPERATION
(see page 2)
 In NORM mode when the temperature is between −5 C and −12C SAT.
 In MAX mode when the temperature is −13 C SAT or colder.
CAUTION
It is essential to use the correct propeller de−ice mode (NORM or MAX).
Turning on propeller de−ice in too warm temperature or using propeller de−ice in
wrong mode may cause performance degradation up to 30%.
NOTE
Increased propeller RPM improves the ice shedding capabilities of propellers and
spinners. Therefore, select max PRPM if severe icing conditions are experienced
or expected.
NOTE
If unacceptable propeller vibrations occur in the temperature range −10 C to
−12 C SAT due to propeller ice, use MAX mode. If unacceptable vibrations occur
at warmer temperatures than −10 C use MAX for a short period until the vibra-
tions disappear. Bear in mind the possibility of runback ice with subsequent per-
formance degradation if the system is continuously operating in MAX at SAT
warmer than −12 C. Switch to NORM as soon as possible.
System check
1. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
− Leave L/R PROP switches in NORM for 60 seconds.

− Check L/R PROP DE−ICE lights to come on.
2. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Check L/R PROP DE−ICE lights to go out.

When propeller de−ice required
NOTE
When switching from NORMAL to MAX or MAX to NORMAL turn the switch to
OFF before selecting MAX respectively NORMAL. Switching direct from NOR-
MAL to MAX or vise versa may result in nuisance L/R PROP caution.
(Cont’d)
11.2
PAGE 7
Dec 01/15

Operation
(Cont’d)
1. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL/MAX
− Check L/R PROP DE−ICE light to come on.

When propeller de−ice no longer required
2. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Check L/R PROP DE−ICE lights to go out.

The propeller de−ice system shall be selected OFF when
− The temperature (OAT or SAT) is warmer then −5 C.
CAUTION
The limit for propeller de−ice selection is −5C or colder. It is essential to turn pro-
peller de−ice OFF if the temperature becomes warmer then −5C. Propeller de−
ice selected in too warm temperature, when in icing conditions, may cause per-
formance degradation up to 30%.
The propeller de−ice system can be selected OFF when

− The temperature (OAT or SAT) is warmer then −5 C and there is no ice ac-
cretion observed on any part of the aircraft.
2.6 WINDSHIELD When windshield heating required

HEATING
1. W SHIELD L/R FRONT switches . . . . . . . . . . . . . . . . . ON
2. W SHIELD L/R SIDE switches . . . . . . . . . . . . . . . . . . . . NORM,
THEN HIGH
− Set windshield SIDE switches in NORM. NORM must be active for at least 7
minutes before HIGH may be selected.
NOTE
If HIGH is selected on the ground, NORM power will be supplied while on the
ground.
When windshield heating no longer required
1. W SHIELD heat switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
11.2
PAGE 8
Dec 01/15

Operation
2.7 WINDSHIELD − Do not operate windshield wipers on dry windshields.

WIPER
− Max IAS in LOW position is 130 kts and 160 kts in HIGH position.
OPERATION
1. Windshield wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARK/OFF
/LOW/HIGH
NOTE
Applicable for aircraft without Mod 2354 SB No 30−079 (Improved resistor for the
LOW mode).
− Use only HIGH mode.
− When parking the wiper, place the rotary switch in PARK position for maximum
one (1) second. This is to avoid overheat, generating smoke in the cockpit.
If smoke is generated, place the rotary switch in OFF position. When the tem-
perature then goes down the smoke will cease.
2.8 PROBE HEAT Probe heat for the main pitots, angle of attack sensors and (only in flight) tem-
perature probe is activated when the 115 AC GEN BUSES are powered.
Before takeoff
1. STBY PITOT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check that STBY PITOT light is not on.

− 5 minutes heating up time is required before full ice protection is obtained.
After landing
2. STBY PITOT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Check that STBY PITOT light is on.
2.9 ICE SPEED SY- − Operate the system in accordance with the procedures i Supplement 37/3.
STEM
With Mod No.
2650 installed
(Mandatory for a/c on

Canadian register).
11.2
PAGE 9
Dec 01/15

Operation
2.10 SUPERCOO- Identification of Supercooled Large Droplets (SLD)

LED LARGE Substantial ice build−up on the spinner, further aft than normally observed,
DROPLETS might be an identification of freezing rain / drizzle. If observed, increase scan-
(SLD) ning of the wing. If accumulation of ice on the upper surface aft of the boots is
observed, exit the area with these conditions immediately to avoid extended ex-
posure.
If the autopilot is engaged, hold the control wheel firmly and disengage the auto-
pilot. Keep the autopilot disengaged until the upper wing surface is free from
ice.
If an unusual roll response or uncommanded roll control movement is ob-
served, decrease the angle of attack.
NOTE
For operators under the FAA legislation, triggers for being in SLD conditions are
either substantial ice buildup on the spinner, further aft than normally observed
and/or ice accumulation on the wing upper surface, aft of protected surface.
2.11 VISUAL CUE Visual cue of ice accumulation

OF ICE The windshield wiper arms give a visual cue of ice accumulation, although air-
ACCUMU− frame ice can be present without any build−up on the wiper arms. Even though
LATION the wiper arms are the primary visual cue, accumulation of ice shall be moni-
tored on all visible surfaces.
2.12 STALL WAR- With either of the Engine Anti−ice switches selected ON, the improved stall
NING SYSTEM warning system, with increased stall warning speed trigger levels, will be
armed if on ground, and activated in the air.
With Mod. No. 3529
However, activation is inhibited until approximately 6 minutes after lift−off.
(Improved stall warn- The activation is indicated by illumination of a blue ICE SPEED p/b on the cen-
ing system for icing ter instrument panel.
conditions)
The increased stall warning level can be deactivated
− After the engine anti−ice system has been switched OFF
and;
− There is no ice observed on any part of the aircraft and it is certain that there
is no ice accumulated on the aircraft.
(Cont’d)
11.2
PAGE 10
Dec 01/15

Operation
(Cont’d)
− Deactivation of the system in flight is done by; first switching both
Engine Anti−ice switches to OFF and then pressing the illuminated ICE SPEED
p/b. The light in the button will then go out.
− After a Touch and Go landing − with Engine Anti−ice selected ON, the light
will first go−out and after 6 minutes illuminate again when the system becomes
active.
− Deactivation of the system after landing (with the Engine Anti−ice
selected OFF, but with the system activated − ICE SPEED light is on during
landing), is automatic via the WoW−switch function. The light will go out at touch
down.
For description see Section 19 WARNINGS AND CAUTIONS.
11.2
PAGE 11
Dec 01/15

Operation
For Abnormal Operation, see also section 23, ABNORMAL PROCEDURES.
3.1 GENERAL General notes applicable to the ice protection systems

NOTE
In case of unserviceable engine intake anti−icing system, ice may have accumu-
lated in the birdcatcher. Normally the airstream in the birdcatcher will prevent ice
to be sucked into the engine compressor. However, reverse power operation be-
low 50 KIAS will cause a reversion in airflow through the birdcatcher.
AVOID USE OF REVERSE POWER BELOW 50 KIAS IF OPERATIONALLY
FEASIBLE.
NOTE
After encountering icing conditions with a faulty anti−ice system ice may shed
from unheated surfaces. If ice FOD is suspected notify maintenance.
NOTE
If one engine is shut down with the other engine running, there will be an automat-
ic power transfer to the stopped propeller de−ice system if the propeller de−ice
system is kept on. This could create overheat and damage to the propeller protec-
tive boot due to less airflow around the stopped propeller. Therefore, switch off
the propeller de−ice system of an engine that has been shut down.
11.2
PAGE 12
Dec 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS
CONTENTS
Air Data System

12/1.1 Description
12/1.2 Operation
Clocks

12/2.1 Description
12/2.2 Operation − not applicable
Flight Recorder System
12/3.0 Highlights
12/3.1 Description
12.3.2 Operation
Cockpit Voice Recorder

12/4.1 Description
12/4.2 Operation
12 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS
12 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM

Description
1. GENERAL 2.3 Air Data Computer (ADC)
The air data system uses three Pitot/Static tubes The ADC senses the air temperature, it also con-
which senses the pitot and the static pressures and verts the pitot and static pressures into electrical
feeds that information to the pneumatic instruments signals from which the ADC calculates the various
and to the Air Data Computer (ADC). The ADC cal- parameters. These parameters are:
culates the various data to be displayed on the − Altitude (ALT).
electric instruments and EFIS or to be supplied to − Vertical speed (VS).
other systems as shown in Fig. 2.
− Indicated airspeed (IAS).
2. MAIN COMPONENTS AND SUBSYSTEMS − True airspeed (TAS).
− Maximum operating speed (VMO).
2.1 Pitot/static systems − Static air temperature (SAT).
The aircraft is equipped with two main and one These parameters are available as digital values
standby pitot/static system (Fig. 1). The two main and analogue signals and are supplied to many sys-
Pitot/Static tubes have two separate static cham- tems as shown in Fig. 2.
bers. Each static chamber is interconnected with
The ADC calculates the VMO and triggers the mas-
the corresponding chamber in the other tube. The
ter warning system to give an overspeed warning
purpose is to eliminate pressure differences be-
when the speed exceeds VMO by 2 kt.
tween the two systems. The interconnections are
provided with shutoff valves to isolate the systems 2.4 Instruments
for example should a static leak appear. The left
main tube supplies pitot pressure to the ADC and These are two different types of indicators:
the right main tube supplies pitot pressure to the − Electromechanical (servo) indicators for the left
pneumatic instruments. pilot, supplied with data from ADC.
− Pneumatic indicators for the right pilot and for
The standby Pitot/Static tube has only one static
standby instruments, supplied directly with pitot
chamber and supplies the standby instruments and
and/or static pressures.
the airspeed sensor.
Altimeters
All three Pitot/Static tubes are electrically heated to
prevent icing. A failure of the heating will light a The ADC supplies information of uncorrected alti-
caution: L, R or STBY PITOT caution light on the tude to the electromechanical altimeter. The altime-
overhead panel. Also see 11.1 ICE AND RAIN ter converts this information into a display, cor-
PROTECTION. The tubes are located as follows: rected for the barometer pressure, set by a
− Left main tube and standby (upper tube) on the baroknob on the instrument. The display shows
left side of the a/c fwd fuselage. both a five numerical digital readout and an ana-
logue pointer with a smallest scale increment of
− Right main tube on the right side of the a/c fwd
20 ft. The corrected altitude is also supplied to the
fuselage.
altitude preselector/alerter. The altimeter also con-
2.2 Temperature probe tains an encoder that furnishes the ATC transpond-
ers with aircraft altitude information related to
The temperature probe senses air temperature for
1013 mb/2991 inHg.
the ADC. The probe is provided with an electrical
heater for anti−icing. Also see AOM 11.1 ICE AND The pneumatic altimeters are equipped with an an-
RAIN PROTECTION. Should the heater fail, the eroid which converts static pressure into a mechani-
OAT caution light on the overhead panel will come cal movement of the counter and pointer. Correction
on. The SAT probe is located on the upper part of for barometer pressure is set with a baro knob on
the fwd fuselage. each instrument. The display is the same as for the
electromechanical altimeter. (Cont’d page 5)
12/1.1
PAGE 1
Sep 30/15

Description
C0714
Fig. 1 Pitot/static systems −schematic
12/1.1
PAGE 2
Sep 30/15

Description
EFIS
MFD if installed
A25727
Fig. 2 ADC inputs/outputs
12/1.1
PAGE 3
Sep 30/15

Description
12/1.1
PAGE 4
Sep 30/15

Description
Airspeed indicators SAT/TAS indication

The electromechanical airspeed indicator is sup- Static Air Temperature and True Air Speed are de-
plied with information from the ADC regarding indi- termined by the ADC and displayed on the EHSI’s.
cated airspeed (IAS) and Maximum operating
Altitude Preselector Alerter
speed (VMO). The speed information is converted
and displayed by two pointers which indicates IAS The Altitude Preselector Alerter (APA) system alerts
and VMO against a non−linear scale for maximum the flight crew when the aircraft is approaching, or
accuracy. deviating from, a selected altitude. The alert
announcement is both aural and visual.
Both airspeed indicators are provided with airspeed
reference bugs that can be set as reminders. As an The APA is supplied with barometer corrected alti-
option a servodriven bug can be included in the L tude from the servo altimeter. The barometer
IAS indicator. The bug is used to select speed for corrections made by the altimeter baroset knob thus
the FD/AP when flying in IAS mode. Also see 3.1 also affects the APA. The altitude for which an alert
AUTOFLIGHT. The set value also goes to a circuit- announcement is desired is set with the ALT SET
ry in the indicator determining the difference be- knob on the altitude preselector on the glareshield
tween selected and actual speed. This difference is panel. The aural warning is produced by the WEU.
displayed as a Fast− Slow deviation indication on The system is interconnected with the FD/AP to
the EADI. provide selected altitude for the ALTS mode.
The pneumatic airspeed indicators are connected Also see AOM 3, AUTOFLIGHT.
directly to the pitot and static pressures. The right
Airspeed Sensor
airspeed indicator has two pointers indicating IAS
and VMO. The indicator is also provided with air- The airspeed sensor is supplied from the standby
speed reference bugs that can be set as reminders. pitot/static tube. The sensor converts the pressures
The indicator also gives overspeed warning as a into electrical IAS signals which it provides to the
backup for the ADC overspeed warning. The stand- AHRS and Rudder Limiter systems. The Rudder
by airspeed indicator gives only IAS indication. Limiter system uses this IAS as an accurancy
check of the Air data computer provided IAS signal.
Vertical speed indicator
The electromechanical vertical speed indicator
displays vertical speed which has been determined
and supplied by the ADC. The pneumatic indicator
converts change in static pressure into a proportion-
al vertical speed.
Vertical navigation indicator (Optional)

This instrument has two functions:
− To serve as an indicator displaying vertical speed
as determined by the ADC.
− To compute data for vertical navigation. These
data are either used to feed the FD/AP for auto-
matic capture of the vertical path or to be dis-
played to aid in a manual capture of the aiming
point.
Vertical navigation is described in AOM 3.1 AUTO-
FLIGHT.
12/1.1
PAGE 5
Sep 30/15

Description
12/1.1
PAGE 6
Sep 30/15

Description
B A
Altitude indication.
Shows aircraft altitude with a smallest
A STANDBY ALTIMETER scale increment of 20 ft by a digital
and an analogue scale.
Baroset indication.
Displays set barometric pressure in
millibars (MB), or as an option in
inches of mercury (IN HG).
Baroset knob.
B STANDBY IAS INDICATOR
IAS pointer.
No VMO indication is provided.
KNOTS
A26571
Fig. 3 Standby Altimeter and Standby Indicated Airspeed indicator
12/1.1 S
PAGE 7
Sep 30/15

Description
A LEFT IAS INDICATOR

Warning flag (red).
Flag is indicated if:
− The test button is pressed.
− The IAS indicator fails.
− Loss of airspeed data from the ADC.
VMO pointer.
IAS pointer.
TEST button. TEST

When pressed and held:
− Warning flag comes in veiw.
− Both pointers first slews to 170 kt
then to zero.
Airspeed reference bug.

A26572
Fig. 4 Left Indicated Airspeed (IAS) indicator − control and indication
12/1.1 S
PAGE 8
Sep 30/15

Description
B A
A STANDBY ALTIMETER Shows aircraft altitude with a smallest
scale increment of 20 ft by a digital
and an analogue scale.
Baroset indication.
millibars (MB), or as an option in
inches of mercury (IN HG).
Baroset knob.
B STANDBY IAS INDICATOR
KNOTS IAS pointer.

No VMO indication is provided.
A26569
Fig. 3 Standby Altimeter and Standby Indicated Airspeed indicator
12/1.1 O
PAGE 7
Sep 30/15

Description
A
A LEFT IAS INDICATOR
Warning flag (red).

− The IAS indicator fails.
− Loss of airspeed data from the ADC.
VMO pointer.
IAS pointer.
IAS bug knob.

When IAS mode (FD/AP) is selected
then IAS bug will capture the actual
IAS. Turn the IAS bugknob to change
IAS and the FD/AP will follow. Also see
page 14 Fast−Slow speed indication
and 3.1 AUTOFLIGHT.
When pressed and held for test:
− Warning flag comes in veiw.
− Both pointers first slews to 170 kt
then to zero.
IAS bug.
A26570
Fig. 4 Left Indicated Airspeed (IAS) indicator − control and indication
12/1.1 O
PAGE 8
Sep 30/15

Description
A RIGHT IAS INDICATOR
VMO pointer.
IAS pointer.
Airspeed reference bug.
C0720
Fig. 5 Right Indicated Airspeed (IAS) indicator
12/1.1
PAGE 9
Sep 30/15

Description
A LEFT ALTIMETER
Shows aircraft altitude by a digital and
an analogue scale with a smallest scale
increment of 20 ft.
Baroset indication.
inches mercury (IN HG) or millibars (MB).
ALT Baroset knob.

Pushed for IN HG, pulled for MB.
TEST PULL
BARO
MB
Test button.
− Warning flag comes in view.
− Pointer goes either way to the 9 o’clock
Warning flag (red). position.
− Transponder altitude report is inhibited.
− The altimeter fails.
− Loss of altitude data from the ADC.
A26573
Fig. 6 Left Altimeter (ALT) indicator
12/1.1
PAGE 10
Sep 30/15

Description
A RIGHT ALTIMETER
VIB flag (red)

Indicates inoperative vibrator.
VIB
increment of 20 ft.
Baroset indication.
Displays set barometric pressure in milli−
bars (MB) and in inches mercury (IN HG).
Baroset knob.
C0732
Fig. 7 Right Altimeter (ALT) indicator
12/1.1 S1
PAGE 11
Sep 30/15

Description
12/1.1 S1
PAGE 12
Sep 30/15

Description
A RIGHT ALTIMETER
VIB flag (red)

Indicates inoperative vibrator.
VIB
increment of 20 ft.
Baroset indication.
Displays set barometric pressure in milli−
bars (MB) and in inches mercury (IN HG).
Baroset knob.
C0732
Fig. 7 Right Altimeter (ALT) indicator
12/1.1 S2
PAGE 11
Sep 30/15

Description
12/1.1 S2
PAGE 12
Sep 30/15

Description
A
A LEFT VERTICAL SPEED INDICATOR
1000 FPM
Vertical speed pointer
Vertical speed scale.

Scaled in fpm x 1000.
Warning flag (red)

− The vertical speed indicator fails.
− Loss of vertical speed data from the
ADC.
TEST
Push TEST button
− Warning flag comes in wiew.
− Pointer moves to 6000 fpm up position.
A26575
Fig. 8 Left vertical Speed, VS, indicator
12/1.1 S
PAGE 13
Sep 30/15

Description
12/1.1 S
PAGE 14
Sep 30/15

Description
Push TEST knob.

A Slews the VS bug when rotated and initiates
VNI self test when pushed and released.
Warning flag (red). Test
Flag is indicated if. − VS pointer goes to 6000 FPM up.
− The test button is pressed. − VS flag (red) appears.
− The VNAV indicator fails. − VS bug goes 6000 FPM down.
− Loss of data input. − OFFSET annunciator sequences from black
to BEFORE to black AFTER to black.
− ARM anninciator sequences from black to
A VERTICAL NAVIGATION INDICATOR ANG ARM to black to VS ARM to black.
sequentially show:
ANNUNCIATOR UNITS
OFFSET NM
STA, EL FT
ALT FT
ANG DEG
TO TRK NM
TO ALT NM
− SETUP display indicates 888.8.8.

− DISTANCE display indicates 18.8.
− VSR display indicates 8.8.
− Back to normal.
Vertical speed pointer.

Vertical Speed (VS) bug.
Indicates selected VS when the FD/AP is in VS
mode, and initial VS selected with the PUSH
TST knob when not in the VS hold mode.
A26576
Fig. 9 Vertical Navigation, VNAV, indicator
12/1.1 O
PAGE 15
Sep 30/15

Description
12/1.1 O
PAGE 16
Sep 30/15

Description
A RIGHT VERTICAL SPEED INDICATOR
VS Vertical speed scale.

A26577
Fig. 10 Right Vertical Speed, VS, indicator
12/1.1 S1
PAGE 17
Sep 30/15

Description
12/1.1 S1
PAGE 18
Sep 30/15

Description
A RIGHT VERTICAL SPEED INDICATOR
Vertical speed scale.

VS Scaled in fpm x 1000.
A26670
Fig. 10 Right Vertical Speed, VS, indicator
12/1.1 S2
PAGE 17
Sep 30/15

Description
12/1.1 S2
PAGE 18
Sep 30/15

Description
A EADI
Fast−Slow speed indication. HDG ALT

LOC1 VNAV GS
Green diamond shaped pointer indi- 20 20
cates the difference between the
speed selected with the IAS bug on F 10 10
the IAS indicator and the actual IAS.
1 dot = 5 knots.
Fast or Slow index = 10 knots faster or S 10 10
slower than the selected speed.
20 20
If speed source fails, pointer turns to a
red boxed SPD flag, flashes for 10 s
then steady.
Also see AOM 3.1. AUTOFLIGHT.
C0726
Fig. 11 Fast−Slow speed indication
12/1.1 O
PAGE 19
Sep 30/15

Description
12/1.1 O
PAGE 20
Sep 30/15

Description
TAS indication.
A A True airspeed in knots.
If ADC speed information fails, readout turns
to red dashes, flashes for 10 s then steady.
SAT indication.
Static air temperature in degrees centigrade.
If ADC temperature information fails, read-
A EHSI out turns to red dashes, flashes for 10 s
then steady.
TAS 190 +7 C
164 282
VOR 1 VOR 2
A26671
Fig. 12 True Airspeed, TAS and Static Air Temperature, SAT − indication
12/1.1
PAGE 21
Sep 30/15

Description
B B
A TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R AIR DATA Computer test switch
OVV (for maintenance only)
When pressed and held on ground:

GDN
− The left IAS, ALT and VS or VNAV
A indicators goes into test.
− The overspeed warning comes on.
L R 1 EFIS 2 RUD LIM CAB PRESS When pressed and held in the air:
B − Only the overspeed warning comes on.
B STATIC PRESSURE SHUTOFF VALVE
STATIC PRESS
VALVE
LIFT TO CLOSE
C0724
Fig. 13 Static pressure shutoff valve and ADC test switch
12/1.1
PAGE 22
Sep 30/15

Description
A ALTITUDE PRESELECTOR ALERTER

Selected altitude display.
− The two left digits displays thousands of feet.
ALTITUDE SET
PUSH TO − The digit right of the comma displays
hundereds of feet.
ALT
ALERT 5 6 00 − The last two digits are stationary zeros.
CANCEL − The display will present a Warning Flag
if a fault is detected.
Altitude set knob.

− When in the normal out position and turned,
the ”thousand” digits will change.
− When pushed in and turned, the ”hundred”
ALT ALERT buttonlight (amber). digits will change.
Illuminates steady when approaching, and
flashes when deviating from selected alti-
tude.
If an alert has been triggered, pressing the
buttonlight will cancel the alert.
The buttonlight also incorporates a press to
test feature. The Alert light comes on and
the warning flag is activated when the
buttonlight is pressed.
With PRE 80 C installed.

A12711
Fig. 14 Altitude Preselector Alerter (APA) − control and light
12/1.1 S1
PAGE 23
Sep 30/15

Description
Deviation altitude
1000ft
Preselected
altitude
1000ft
No alert light
Altitude alert light illuminates steady
Altitude alert light flashing
Aural alert (c−chord tone)
Deviation altitude
300 ft deviation altitude alert with Collins PRE 80C P/N − 015.
200 ft deviation altitude alert with Collins PRE 80C P/N − 035.
A12719
Fig. 15 Altitude alert envelope
12/1.1 S1
PAGE 24
Sep 30/15

Description
A ALTITUDE PRESELECTOR ALERTER

Selected altitude display.
− The two left digits displays thousands of feet.
ALTITUDE SET
PUSH TO − The digit right of the comma displays
hundereds of feet.
ALT
ALERT 5 6 00 − The last two digits are stationary zeros.
CANCEL − The display will present a Warning Flag

if a fault is detected.
Altitude set knob.

Turning the knob will change altitude in
100 feet increments.
ALT ALERT buttonlight (amber).

Illuminates steady when approaching, and
flashes when deviating from selected alti-
tude.
If an alert has been triggered, pressing the
buttonlight will cancel the alert.
The buttonlight also incorporates a press to
test feature. The Alert light comes on and
the warning flag is activated when the
buttonlight is pressed.
With PRE 80 D installed.

A12712
Fig. 14 Altitude Preselector Alerter (APA) − control and light
12/1.1 S2
PAGE 23
Sep 30/15

Description
Deviation altitude
1000ft
Preselected
altitude
1000ft
No alert light
Altitude alert light illuminates steady
Altitude alert light flashing
Aural alert (c−chord tone)
Deviation altitude
300 ft deviation altitude alert with Collins PRE 80D P/N − 015.
200 ft deviation altitude alert with Collins PRE 80D P/N − 035.
A12719
Fig. 15 Altitude alert envelope
12/1.1 S2
PAGE 24
Sep 30/15

Description
ADC/IAS indicator . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS F−15 ADC L ASI

ADC/altimeter . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS F−14 ADC L ALTIM
VSI/VNI preselect . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS F−13 LVSI/VNI PRESEL
Right altimeter vibrator . . . . . . . . . . . . . . . . . R ESSENTIAL BUS M−9 ALTIM VIBR OVSP
12/1.1
PAGE 25
Sep 30/15

Description
12/1.1
PAGE 26
Sep 30/15

Operation
1. LIMITATIONS
1.1 ALTIMETER OPERATIONAL TOLERANCES
Deviation from true altitude at ground check and difference between two indicators according to national
regulations.
1.2 AIRSPEED INDICATOR OPERATIONAL TOLERANCES
Difference between two indicators according to national regulations.
1.3 AIRSPEED INDICATOR AND ALTIMETER POSITION ERROR CORRECTION
Fig. 1 Graphical presentation of airspeed
12/1.2
PAGE 1
Sep 30/15

Operation
12/1.2
PAGE 2
Sep 30/15

Operation
2. NORMAL OPERATION
2.1 POWER UP 1. L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
− The Air Data system is switched ON/OFF by L and R AVION switches.
2.2 PREFLIGHT 1. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK

CHECK
− On left indicator, check that no flag is visible.
− Set all altimeters to local QNH or QFE as applicable and crosscheck the
altimeters readout.
− Check altimeters to indicate altitude of actual aircraft position as per
national regulations.
− Check difference between left, right and standby altimeters.
2. IAS indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− On left indicator, check that no flag is visible and indication at zero.

− Check difference between left, right and standby IAS indicator.
3. Vertical speed indicators . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− On left indicator, check that no flag is visible and indication at zero.

− Check for no difference.
4. SAT/TAS indication on EHSI . . . . . . . . . . . . . . . . . . . . . CHECK
− Check that indication is normal.
2.3 OPERATION OF 1. Altitude set knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

ALTITUDE ALTITUDE
PRE−SELEC-
TOR ALERTER − Monitor the system when approaching the selected altitude.
− Verify altitude alert at 1000 ft prior to the set altitude and that the an-
nunciation on the EADI changes from armed (ALTS in white) to capture
(ALTS in green) when approaching the selected altitude.
− This action will also provide selected altitude information to the autopilot
for automatic altitude capture. Also see AOM 3.2., AUTOFLIGHT.
2.4 VNAV 1. See AOM 3.2., AUTOFLIGHT.

(if installed)
12/1.2
PAGE 3
Sep 30/15

Operation
3. ABNORMAL OPERATION.
3.1 ALTITUDE INDICATIONS

PRE−SELEC- Altitude Preselector Alerter warning flag comes on.
TOR ALERTER ACTIONS
FLAG
WARNING 1. CB F−13 L VSI/VNI PRESEL . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 LEFT INSTRU- INDICATIONS

MENTS Erratic or stuck indication on any of the left instruments:
ERRATIC
− Airspeed;
− Altimeter;
− Vertical speed or VNAV (if installed).
ACTIONS
Only the Altimeter affected
1. CB F−14 ADC L ALTIM . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
Only the IAS indicator affected
1. CB F−15 ADC L ASI . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
Only the VS or VNAV indicator affected
1. CB F−13 L VSI/VNI PRESEL . . . . . . . . . . . . . . . . . CHECK/RESET
All three instruments affected
1. See Chapter 23, ABNORMAL PROCEDURE, ADC FAILURE.
12/1.2
PAGE 4
Sep 30/15

Operation
3.3 RIGHT ALTIME- INDICATIONS

TER VIB FLAG VIB flag in view.
WARNING ACTIONS
1. CB M−9 ALTIM VIBR OVSP . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− If flag out of view − end of procedure.

− If flag still in view − loss of vibrator means reduced accuracy.
Crosscheck with L altimeter and/or standby altimeter.
− End of procedure.
3.4 RIGHT INSTRU- INDICATIONS

MENTS Erratic or stuck indication on any of the right instruments:
ERRATIC
− Airspeed;
− Altimeter;
− Vertical speed.
ACTIONS
1. CB S−25 PROBE HEAT R PITOT . . . . . . . . . . . . . . . . . CHECK/RESET
PROBABLE CAUSE
− Probable cause could be frozen or clogged pitot tube.
3.5 STBY INSTR. INDICATIONS

ERRATIC
− Standby altimeter and/or standby IAS indicator is erratic or stuck.
ACTIONS
1. CB’s S−26, S−27 STBY PITOT . . . . . . . . . . . . . . . . . . . CHECK/RESET
PROBABLE CAUSE
− Probable cause could be frozen or clogged pitot tube.
12/1.2
PAGE 5
Sep 30/15

Operation
3.6 DIFFERENTIAL INDICATIONS

INDICATION If differential indication appears between any of the airspeed and/or altimeter
BETWEEN ANY indicators:
OF THE
− L and R side;
INDICATIONS
− L and standby;
− R and standby.
ACTIONS
NOTE
Not valid for leakage in the standby system.
If erratic indication on one side
On the erratic indication side:
1. Static shut−off valve . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
If erratic indication on more than one side
1. L and R static shut−off valve . . . . . . . . . . . . . . . . . . . . . CLOSE
CAUTION
A static leakage in the right system can affect the cabin pressurization control.
Be prepared to use MAN cabin pressure control.
12/1.2
PAGE 6
Sep 30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, CLOCKS

Description
1. GENERAL
The aircraft is provided with one mechanical chro-

nometer, located on left instrument panel. As an
option, an additional chronometer is provided on the
right instrument panel.
The chronometer displays:
− Present time in hours and minutes.
− Elapsed time in minutes and seconds.
Not applicable.
12/2.1
PAGE 1
Sep 30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, CLOCKS

Description
A A (if installed)
Chronometer button.
A CHRONOMETER
Momentarily press button to:
− Start
− Stop
12
11 1
− Reset
10 2
9 3
8 4 Minute hand.
7 5
6
Elapsed time minutes.
Elapsed time seconds.
Hour hand.
Spring wind−up knob.

Pull knob and rotate to correct time.
A11195
Fig. 1 Clock − controls and indicators
12/2.1
PAGE 2
Sep 30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM

Highlights
The systems described in this chapter assumes a certain modification standard of the aircraft. If a modifica-
tion is not installed, the following apply as complement to what is stated in this chapter.
DESCRIPTION
0.1 FLIGHT RECORDER RUNNER DURING MAINTENANCE OR AT GROUND STOPS
Without Mod No 1339 embodied:

− The unmodified Flight Recorder system will under certain conditions run during maintenance or at ground
strops even without running engines. This will cause unintentional blanking of recorded data.
− DFDR light (Flight Recorder Panel) goes out when power has been applied (MAIN INV/R AVION ON).
OPERATION
Flight data can be entered before engine start.
2.2 ENTRY OF 1. DFDR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

FLIGHT DATA
− Check light to be out.
2. Flight data entry panel . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Trip number.
− Leg.
− Trip date.
3. INSERT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Press button to insert flight data to the Flight recorder.
12/3.0
PAGE 1
Sep 30/15

Highlights
12/3.0
PAGE 2
Sep 30/15

Description
1. GENERAL 2.2 Digital Flight Data Recorder (DFDR)
The Flight Recorder system consists of four units: This is a recorder with a crashproof tape magazine
− The Flight Data Acquisition Unit (FDAU) that col- installed in the rear compartment. The recorder
lects and arranges the data; uses magnetic tape and is of the continuous type
− The Digital Flight Data Recorder (DFDR) that which means that all data is recorded in a continu-
records the data on a magnetic tape; ous stream. However, the recorder can not hold
more data than that corresponding to approximately
− The Flight Recorder panel with monitoring lights;
25 flight hours. When the tape is filled up, the oldest
− The triaxial accelerometer.
data is therefore automatically erased and new data
The Flight Recorder system becomes powered and entered instead. The tape may therefore be looked
and starts to operate as soon as one engine is run- upon as an endless band, holding information from
ning and one generator on line. the last 25 flight hours. To prevent unintentional
blanking of recorded data during ground stops or at
maintenance, a relay controlled by either engine oil
2.1 Flight Data Acquisition Unit (FDAU) pressure switches off the Flight Recorder when en-
gines are not running. The recorder unit is provided
The FDAU, installed in the avionics rack, samples with an underwater locator beacon, automatically
data from various sensors and systems according started when submerged in water. It is battery pow-
to a prearranged program which includes different ered and transmits an acoustic signal for 30 days.
sampling rates for various parameters. Parameters The recorder has a feature that allows the tape to
prone to high rate of change consequently have the be played back on ground for dumping of flight
highest sampling rate while, for example, switch data.
positions are sampled with a low rate. Analogue
parameters are converted into digital numbers and 2.3 Flight Recorder Panel
all parameters are formatted into a data stream in The panel is provided with caution lights for DFDR
which each data word has its fixed location. The or FDAU failures and also an Event pushbutton to
word can thus be easily found on the recorder tape mark events during aircraft operation.
and recovered for analysis on ground, for example
transcribed into more conveniently readable form, 2.4 Triaxial accelerometer
altitude in feet etc.
The accelerometer provides the system with data
for vertical, longitudinal and lateral axis.
12/3.1 S
PAGE 1
Sep 30/15

Description
A FLIGHT RECORDER PANEL
EVENT button.
Press to mark events on the tape.
DFDR light (amber).

− Light goes out after first engine is started and
one generator on line, indicating Flight Recorder
is valid.
− Also comes on when the DFDR internal monitor-
FDAU light (amber).
ing detects a failure.
Comes on when the FDAU internal monitoring
detects a failure.
A11475
Fig. 1 Flight Recorder Panel − lights and button
12/3.1 S
PAGE 2
Sep 30/15

Description
− The Flight Data Entry Panel (FDEP) for insertion
of documentary data and monitoring lights.
entered instead. The tape may therefore be looked
The Flight Recorder system becomes powered and upon as an endless band, holding information from
and starts to operate as soon as one engine is run- the last 25 flight hours. To prevent unintentional
ning and one generator on line. blanking of recorded data during ground stops or at
pressure, switches off the Flight Recorder when
2.1 Flight Data Acquisition Unit (FDAU) engines are not running. The recorder unit is pro-
vided with an underwater locator beacon, automati-
The FDAU, installed in the avionics rack, samples cally started when submerged in water. It is battery
data from various sensors and systems according powered and transmits an acoustic signal for 30
to a prearranged program which includes different days. The recorder has a feature that allows the
sampling rates for various parameters. Parameters tape to be played back on ground for dumping of
prone to high rate of change consequently have the flight data.
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue 2.3 Flight Data Entry Panel (FDEP)
parameters are converted into digital numbers and The FDEP is provided with thumb wheel switches
all parameters are formatted into a data stream in and a pushbutton for selection and insert of flight
which each data word has its fixed location. The data to be recorded on the tape.
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example The panel is also provided with caution lights for
transcribed into more conveniently readable form, DFDR or FDAU failures and also an Event pushbut-
altitude in feet etc. ton to mark events during aircraft operation.
2.4 Triaxial accelerometer

12/3.1 O1
PAGE 1
Sep 30/15

Description
A Thumb wheel switches.

Used to select flight data to be inserted.
A FLIGHT DATA ENTRY PANEL
INSERT button.
Press to insert selected flight data.
EVENT button.
DFDR light (amber).

FDAU light (amber). − Light goes out after first engine is started and
Comes on when the FDAU internal monitoring one generator on line, indicating Flight Re-
detects a failure. corder is valid.
− Also comes on when the DFDR internal moni-
toring detects a failure.
A11476
Fig. 1 Flight Data Entry Panel − lights and buttons
12/3.1 O1
PAGE 2
Sep 30/15

Description
of documentary data and monitoring lights.
The Flight Recorder system becomes powered and upon as an endless band, holding information from
and starts to operate as soon as one engine is run- the last 25 flight hours. To prevent unintentional
ning and one generator on line. blanking of recorded data during ground stops or at
2.1 Flight Data Acquisition Unit (FDAU) engines are not running. The recorder unit is pro-
vided with an underwater locator beacon, automati-
The FDAU, installed in the avionics rack, samples cally started when submerged in water. It is battery
data from various sensors and systems according powered and transmits an acoustic signal for 30
to a prearranged program which includes different days. The recorder has a feature that allows the
sampling rates for various parameters. Parameters tape to be played back on ground and for dumping
prone to high rate of change consequently have the of flight data.
positions are sampled with a low rate. Analogue 2.3 Flight Data Entry Panel (FDEP)
parameters are converted into digital numbers and The FDEP is provided with thumb wheel switches
all parameters are formatted into a data stream in and a pushbutton for selection and insert of flight
which each data word has its fixed location. The data to be recorded on the tape.
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example The panel is also provided with caution lights for
transcribed into more conveniently readable form, DFDR or FDAU failures and also an Event pushbut-
altitude in feet etc. ton to mark events during aircraft operation.
2.4 Triaxial accelerometer

12/3.1 O2
PAGE 1
Sep 30/15

Description
Thumb wheel switches.

Used to set operator flight/trip number data. EVENT button.
A FLIGHT DATA ENTRY PANEL
DFDR light (amber).

− Light goes out after first engine is started and
one generator on line, indicating Flight Recorder
FDAU light (amber). is valid.
Comes on when the FDAU internal monitoring − Also comes on when the DFDR internal monitor-
detects a failure.
ing detects a failure.
A11477
12/3.1 O2
PAGE 2
Sep 30/15

Description
1. GENERAL vided with an underwater locator beacon, automati-

cally started when submerged in water. It is battery
The Flight Recorder system consists of four units:
powered and transmits an acoustic signal for 30
− The Flight Data Acquisition Unit (FDAU) that col- days. The recorder has a feature that allows the
lects and arranges the data. tape to be played back on ground and for dumping
− The Digital Flight Data Recorder (DFDR) that of flight data.
records the data on a magnetic tape.
2.3 Flight Data Entry Panel (FDEP)
of documentary data and monitoring lights. The FDEP is provided with thumb wheel switches
− The triaxial accelerometer. and a pushbutton for selection and insert of flight
The Flight Recorder system becomes powered and data to be recorded on the tape.
and starts to operate as soon as one engine is run- The panel is also provided with caution lights for
ning and one generator on line. DFDR or FDAU failures and also an Event pushbut-
ton to mark events during aircraft operations. The
FDEP also has a MEM light to indicate that the
2.1 Flight Data Acquisition Unit (FDAU) FDAU/ETM memory storage capacity is 80% full.
The FDAU, installed in the avionics rack, samples 2.4 Triaxial accelerometer
data from various sensors and systems according
to a prearranged program which includes different
sampling rates for various parameters. Parameters
prone to high rate of change consequently have the 2.5 Engine Trend Monitoring
positions are sampled with a low rate. Analogue A totally independent function is also available in
parameters are converted into digital numbers and the FDAU. This independently operating micropro-
all parameters are formatted into a data stream in cessor controlled feature samples certain parame-
which each data word has its fixed location. The ters available through the existing ”normal” FDAU
word can thus be easily found on the recorder tape processing and decides when certain conditions are
and recovered for analysis on ground, for example met to sample engine performance. This function is
transcribed into more conveniently readable form, normally referred to as Engine Trend Monitoring
altitude in feet etc. (ETM) and the following ETM conditions are moni-
tored:
2.2 Digital Flight Data Recorder (DFDR) 1. Takeoff Report
This is a recorder with a crashproof tape magazine 2. Cruise Report
installed in the rear compartment. The recorder 3. Limit Exceedance Report
uses magnetic tape and is of the continuous type
4. Event Marker Report
which means that all data is recorded in a continu-
ous stream. However, the recorder can not hold The ETM function can store up to 30 takeoff and
more data than that corresponding to approximately cruise reports (i.e. 15 flights), 20 event marker and
25 flight hours. When the tape is filled up, the oldest 20 exceedance reports. Subsequent reports will
data is therefore automatically erased and new data overwrite the oldest reports stored.
When 80% of available memory capacity is used up
upon as an endless band, holding information from
(i.e. 24 ”normal” flights), the FDAU will activate a
the last 25 flight hours. To prevent unintentional
MEMory light on the Flight Data Entry Panel. This
blanking of recorded data during ground stops or at
light only serves to alert the crew of impending
memory overwrite and subsequent loss of old data.
engines are not running. The recorder unit is pro-
12/3.1 O3
PAGE 1
Sep 30/15

Description
Thumb wheel switches.

Used to set operator flight/trip number data.
A FLIGHT DATA ENTRY PANEL EVENT button.

Press to mark events on the tape and to
enter event data in ETM.
MEM light (white) (maintenance).

Comes on when 80% of the ETM memory
capacity is full. Memory should be dumped
shortly to prevent from loss of data.
DFDR light (amber).

− Light goes out after first engine is started
and one generator on line, indicating Flight
FDAU light (amber). Recorder is valid.
Comes on when the FDAU internal monitoring − Also comes on when the DFDR internal
detects a failure. monitoring detects a failure.
A11478
12/3.1 O3
PAGE 2
Sep 30/15

Description
Applicable for A/C without Mod. No. 2964:

Flight recorder . . . . . . . . . . . . . . . . . . . . . L INV BUS 115 VAC F−19 RECORD FLIGHT
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M−19 FLIGHT DATA AQUIS
Applicable for A/C with Mod. No. 2964:

Flight recorder . . . . . . . . . . . . . . . . . . . . . R INV BUS 115 VAC M−19 RECORD FLIGHT
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F−19 DATA AQUIS PWR
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS F−18 DATA AQUIS BACK−UP
PWR (Optional)
12/3.1
PAGE 3
Sep 30/15

Description
12/3.1
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP Applicable for A/C without Mod. No. 2964:
1. R AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
− Power is applied to the Flight Recorder by R AVION and MAIN INV

switches.
− The Flight Recorder will be switched on by a relay controlled by engine oil
pressure after engine start.
1. L AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
− Power is applied to the Flight Recorder by L AVION and MAIN INV

switches.
2.2 AFTER ENGINE 1. DFDR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

START (ONE
ENGINE − Check light to be out when one generator on line.
RUNNING)
2.3 EVENT 1. EVENT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− A mark will be made on the tape.

− The mark will make it easier to find such periods of the flight that can be
interesting to study afterwards.
12/3.2 S
PAGE 1
Sep 30/15

Operation
3.1 DFDR LIGHT ACTION

ON Applicable for A/C without Mod. No. 2964:
1. CB F−19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
1. CB M−19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 FDAU LIGHT ACTION

ON Applicable for A/C without Mod. No. 2964:
1. CB M−19, FLIGHT DATA ACQUIS . . . . . . . . . . . . . . . . CHECK/RESET
1. CB F−19, DATA ACQUIS PWR . . . . . . . . . . . . . . . . . . . CHECK/RESET
12/3.2 S
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP Applicable to A/C without Mod. No. 2964:
1. R AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
− Power is applied to the Flight Recorder by R AVION and MAIN INV

switches.
Applicable to A/C with Mod. No. 2964:
1. L AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
− Power is applied to the Flight Recorder by L AVION and MAIN INV

switches.
2.2 ENTRY OF PRESTART

FLIGHT DATA
1. Flight data entry panel . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Trip number.
− Leg.
− Trip date.
AFTER ENGINE START (ONE ENGINE RUNNING)
1. DFDR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check light to be out when one generator on line.

2. INSERT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Press button to insert flight data to the Flight recorder.
12/3.2 O
PAGE 1
Sep 30/15

Operation
2.3 EVENT 1. EVENT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− A mark will be made on the tape.

− The mark will make it easier to find such periods of the flight that can be
interesting to study afterwards.
12/3.2 O
PAGE 2
Sep 30/15

Operation
3.1 DFDR LIGHT ACTION

ON Applicable to A/C without Mod. No. 2964:
1. CB F−19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
1. CB M−19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 FDAU LIGHT ACTION

ON Applicable to A/C without Mod. No. 2964:
1. CB M−19, FLIGHT DATA ACQUIS . . . . . . . . . . . . . . . . CHECK/RESET
1. CB F−19, DATA ACQUIS PWR . . . . . . . . . . . . . . . . . . . CHECK/RESET
12/3.2 O
PAGE 3
Sep 30/15

Operation
12/3.2 O
PAGE 4
Sep 30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER

Description
1. GENERAL
The Cockpit Voice Recorder (CVR) records the last

30 minutes of cockpit communications and sounds
using a four channel endless magnetic tape. The
recorder with its crashproof housing is installed in
the rear compartment.
The CVR operates continuously as soon as L BAT
and ESS AVION switches are set to ON.
The CVR records audio communication directly
from the Remote Electronic Unit (REU) on three
separate channels for pilot, copilot and PA/Cabin
Interphone. The fourth channel records sounds
picked up with the cockpit area microphone in the
overhead panel.
The whole tape can be erased in a few seconds
provided aircraft is on ground and gust lock set.
The recorder is provided with an underwater locator
beacon which is automatically started when sub-
merged in water. The locator is battery powered
and will send out acoustic signals for 30 days.
An Inertia switch will switch off the CVR saving the
records if the aircraft longitudinal G−load exceeds
2.5 G.
Not applicable.
12/4.1 S
PAGE 1
Sep 30/15

Description

A
Cockpit area microphone.
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING EMER
ON
CALL
OFF
TEST button.
B CVR CONTROL PANEL When pressed, an internal test starts pro-
ducing:
−A 600 Hz audio tone to headset output.
−A green band indication on the monitor
TEST ERASE meter.
HEADSET
ERASE button.
When pressed at least 2 seconds with air-
craft on ground and with gust lock set the
recordings on the tape will be erased.
Monitor meter.
Headset output.
Used to monitor present recordings.
A11580
Fig. 1 Cockpit voice recorder − controls and indicators
12/4.1 S
PAGE 2
Sep 30/15

Description
1. GENERAL
The Solid State Cockpit Voice Recorder (SSCVR)

records the last 30 minutes of cockpit communica-
tions and sounds using digital solid state memory
circuits. The recorder has a crashproof memory
capsule and is installed in the rear compartment
accessible through the aft cargo compartment wall.
The SSCVR operates continuously as soon as LH
BAT BUS is powered and ESS AVION switch is set
to ON. It will continue to operate until a force of
more than 2G opens the contacts of the inertia
switch, or the ESS AVION switch is set to OFF.
The SSCVR records audio from four communica-
tion channels, the PA system, the pilot and co−pilot
communication and the audio in the flight compart-
ment area. The CVR continuously records each of
the four audio inputs in the solid state flash memory
for a maximum period of 30 minutes, before new
data is recorded.
The solid state memory can be erased provided
aircraft is on ground and gust lock set.
Not applicable.
12/4.1 O1
Applicable to A/C with Solid State with 30 minutes recording time PAGE 1
Sep 30/15

Description

A
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING EMER
ON
CALL
OFF
TEST button.
B CVR CONTROL PANEL When pressed, an internal test starts pro-
ducing:
−A 800 Hz audio tone to headset output.
−A green band indication on the monitor
TEST ERASE meter.
HEADSET
ERASE button.
craft on ground and with gust lock set all
data in the solid state flash memories will
be erased.
Monitor meter.
Headset output.
A11580
12/4.1 O1
Sep 30/15

Description
1. GENERAL
The Solid State Cockpit Voice Recorder (SSCVR)

records the last 2 hours of cockpit communications
and sounds using digital solid state memory cir-
cuits. The recorder has a crashproof memory cap-
sel and is installed in the rear compartment accessi-
ble through the aft cargo compartment wall.
The SSCVR operates continuously until a force of
more than 2G opens the contacts of the inertia
switch, or the ESS AVION switch is set to OFF.
The SSCVR records four audio communication
channels from the PA system, the pilots commu-
nication and the audio in the flight compartment
area. The CVR continuously records each of the
four audio inputs in the solid state flash memory for
a maximum period of 30 minutes, before new data
is recorded.
With a Solid State Cockpit Voice Recorder with 2
hours recording time is installed, both pilots and the
PA communications are combined in a fifth audio
channel and in the sixth audio channel the audio in
the flight compartment is recorded by the cockpit
area microphone. Both the fifth and the sixth audio
channel are recording with a standard quality for 2
hours.
The solid state memory can be erased provided
aircraft is on ground and gust lock set.
Not applicable.
12/4.1 O2
Applicable to A/C with Solid State with 2 hours recording time PAGE 1
Sep 30/15

Description

A
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING EMER
ON
CALL
OFF
TEST button and TEST light.

When TEST button pressed, an internal
B CVR CONTROL PANEL test starts producing:
COCKPIT VOICE −The green TEST light comes on (extin-
RECORDER guishes when TEST button is released).
HOLD −A 600 Hz audio tone to headset output.
5 SEC
TEST HEADSET ERASE ERASE button.

craft on ground and with gust lock set all
data in the solid state flash memories is
erased.
Headset output.
A15786
12/4.1 O2
Sep 30/15

Description
Applicable without Mod. No. 2948:

Voice recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS F−18 RECORD VOICE
Applicable with Mod. No. 2948:

Voice recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−15 RECORD VOICE
12/4.1
PAGE 3
Sep 30/15

Description
12/4.1
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. ESS AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

The Cockpit Voice Recorder is switched ON/OFF by ESS AVION switch.
2.2 PREFLIGHT 1. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND

TEST HOLD
− Monitor meter shall give green band indication.

− An audio tone (600 Hz) shall be heard in the HEADSET
2.3 ERASING Total erasing is possible only on ground and with gust lock set as follows:
1. ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Press for at least 2 seconds.
2.4 SAVING THE The voice recorder holds only the recording of the last 30 minutes and if these
RECORDINGS records are to be preserved, pull CB RECORD VOICE.
For A/C without Mod. No. 2964, pull F−18 RECORD VOICE.
For A/C with Mod. No. 2964, pull E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is mov-
ing on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discre-
tion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMER-
GENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2 S
PAGE 1
Sep 30/15

Operation
3.1 FAILURE AT ACTION

TEST Applicable to A/C without Mod. No. 2964:
1. CB F−18, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
1. CB E−15, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
12/4.2 S
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION


TEST HOLD
− Monitor meter shall give green band indication.

− An audio tone (800 Hz) shall be heard in the HEADSET
2.4 SAVING THE The voice recorder holds only the recording of the last 30 minutes and if these
For A/C with Mod. No. 2964, pull E−15 RECORD VOICE.
tion.
12/4.2 O1
Sep 30/15

Operation

12/4.2 O1
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION


TEST HOLD 5 SEC
− The green TEST light shall come on.

− Two audio tones (600 Hz) shall be heard in the HEADSET output.
− The green TEST light shall go out.
2.4 SAVING THE The voice recorder holds only the recording of the last 2 hours and if these
For A/C wiith Mod. No. 2964, pull E−15 RECORD VOICE.
tion.
12/4.2 O2
Sep 30/15

Operation

12/4.2 O2
Sep 30/15
Aircraft Operations Manual LANDING GEAR
CONTENTS
Landing Gear
13.0 Highlights
13.1 Description
13.2 Operation
13 −CONTENTS
PAGE 1
Sep 30/15
13 −CONTENTS
PAGE 2
Sep 30/15

Highlights
The systems described in this chapter assume a certain modification standard of the aircraft. If a modification
is not installed the following apply as complement to what is stated in this chapter.
0.1 Steering
Without Mod No 1406 (Hydraulic motor pump) installed.

− When the steering wheel is pressed down it also starts the electrical hydraulic pump (Fig. 2). The pump
runs as long as the steering wheel is depressed, regardless of system pressure.
0.2 Emergency extension
Without Mod No 1463 installed (Landing gear extension and retraction, deletion of check valve function)
− Emergency extension of the Landing gear by use of the hydraulic hand pump is not possible (Fig. 1 and
Fig. 2).
0.3 Electrical power supply
Without Mod No 1414 (Autoignition) installed.
− Anti−skid touch down protection inboard . . . . . . . L MAIN BUS F−6 A−SKID INBD
− Anti−skid touch down protection outboard . . . . . . R MAIN BUS M−4 A−SKID OUTBD
0.4 Parking brake handle
Without Mod No 1795 (Parking brake handle lock) installed.

− Without the Mod there is no locking feature in the handle.
13.0
PAGE 1
Sep 30/15

Highlights
13.0
PAGE 2
Sep 30/15

Highlights
To explosive Emergency UP
separation extension
bolts handle Landing gear
handle
Solenoid DOWN
Gnd Air Ground Flight

mode mode
Up−signal
28 VDC
28 VDC Down signal
Main accumulator
Emergency Hydraulic
Gear P
gear pump
selector
selector
DOWN pressure
UP pressure
Emergency
acccumulator
Uplock actuator
Downlock actuator
A11193
Fig. 1 Landing gear extension / retraction − schematic
13.0
Applicable without Mod no.1463 embodied PAGE 3
Sep 30/15

Highlights
Steering wheel
Actuator
Solenoid steering brake
Return
ÎÎÎ Control
valve
Main accumulator
Shutoff
valve
Solenoid
Air
L WoW
Gnd Hydraulic P
R WoW pump
NLG down Ground handling

and locked Lockout switch
Deflection 28 VDC
>15  10
A11192
Fig. 2 Nose gear steering− schematic
13.0
Applicable without Mod no.1406 and 1463 embodied PAGE 4
Sep 30/15

Description
1. GENERAL Normal extension/retraction
The aircraft is equipped with a conventional retract- With gear UP selected, an electrically operated con-
able landing gear. trol valve ports hydraulic pressure to release the
downlocks and pressurize the hydraulic actuators.
The main gears are located in the engine nacelles
and the nose gear in the forward fuselage. All gears A mechanical lock on the landing gear control han-
retract forward. dle prevents selection of gear up on ground. In
flight, this lock is disengaged by a solenoid. Should
Each gear is equipped with dual wheels. the solenoid fail, the handle can be released by
Normal landing gear operation is by hydraulic power pressing the DOWN LOCK REL button to the left of
but in an emergency the gear can be extended by the gear handle. When the gears are up, an up−
free fall or by use of the hydraulic hand pump. In- lock hook will engage a roller on the gears and re-
dications are provided for gear down and locked tain them in the retracted position.
and for any landing gear/gear handle disagreement. With gear DN selected, hydraulic pressure is ported
All main wheels have disc brakes. An anti−skid sys- to the uplocks and hydraulic actuators. As soon as
tem automatically modulates the brake pressure for the gears are fully extended, the downlocks will en-
maximum braking efficiency. gage.
The nose gear is steerable by a wheel located on Indicators

the left pilot’s side panel. The landing gear indicators consist of three green
A ground sensing system with incorporated weight lights on the gear handle unit and an amber light in
on wheel switches (WOW) establishes ground or the gear handle knob. The lights are controlled by
flight mode operation for various systems. the position of the handle and by the downlock and
uplock switches.
An optional removable tail supporting strut that at-
taches to the under side of the rear fuselage is Emergency extension
available. The strut prevents damage to the rear If normal extension of the landing gear is not suc-
fuselage of the aircraft if it contacts the ground cessful the hand pump can be used for extension.
should the center of gravity move aft of the main By setting the hand pump selector in center position
gear. A stowage for the strut is provided under the (FLAPS LDG GR) and gear handle selected down,
flap of the cargo compartment floor. hydraulic pressure is ported to the MAIN HYDR ac-
cumulator which in turn pressurizes the uplocks and
hydraulic actuators.
2.1 Landing gear extension/retraction (Fig. 2) In case of hydraulic failure, the gear may be ex-
All gears retract forward into their respective wheel tended by free fall. By pulling the landing gear
emergency extension handle in the cockpit floor, the
wells.
gear actuator hydraulic pressure lines will be con-
The gears are retained in up or down position by nected to the return lines to prevent hydraulic lock.
locks. Manually inserted lock pins ensure downlock- Emergency accumulator pressure will then release
ing during ground operation. The landing gear doors the uplocks and the gear will extend and lock by
are mechanically controlled by each gear. The main gravity and aerodynamic forces. The position of the
gear doors are partly closed, and the nose wheel landing gear control handle has no effect on an
doors are fully open, when the landing gear is ex- emergency extension, except that the Amber dis-
tended. agreement light will come on indicating a disagree-
The gears are extended/retracted in normal mode ment between landing gear and gear handle if the
and can also be extended in emergency mode. handle is left in up position.
To aid free fall of the main landing gear at an emer-
gency extension the gear door mechanism is dis-
13.1
PAGE 1
Sep 30/15

Description
connected from the gear, leaving the doors in fully own accumulator. Hydraulic pressure is normally
open position. The disconnection is made by an supplied by the electrical hydraulic pump but the
explosive separation bolt that is electrically acti- hand pump may be used as an alternative.
vated by the emergency extension handle when
The different brake functions are:
pulled. The electrical circuits are deactivated on
ground. − Normal braking (anti−skid).
− Emergency braking (anti−skid).
NOTE − Parking brake.
If the landing gear was emergency extended due Normal braking
to loss of hydraulic pressure/fluid or a fault in the
Braking is controlled by the rudder pedals in the
landing gear control valve, the nose wheel steer-
conventional manner. Each pedal is connected to
ing will be inoperative.
one outboard and one inboard brake power valve
and, consequently, each brake has its own power
When retracting the gear, the indications are as fol-
lows: valve. The four power valves are installed on a
common assembly in the nose wheel well ceiling.
− When gear UP is selected, the amber disagree-
ment light in the gear handle knob will come on An anti−skid system modulates brake pressure for
to indicate disagreement between the handle and maximum braking efficiency. The system consists of
gear positions. After a few seconds the green an anti−skid control box, one wheel speed transduc-
downlock lights go out. er on each main wheel, two anti−skid valves and an
− When the gear is up and locked, the light in the anti−skid ON/OFF switch on the hydraulic panel in
gear handle knob goes off. the center pedestal.
When extending the gear, the indications are as The anti−skid system also incorporates ”Touchdown
follows: Protection”. This function prevents braking whilst in
− If all gears are up and the gear handle is UP, flight in order to avoid landing with braked wheels
there is no light indication. and consequent damage to the tyres.
− When gear DN is selected the disagreement light In order to obtain braking with anti−skid protection
in the gear handle knob comes on to indicate ini- the following is required:
tial disagreement between handle position and − Anti−skid switch ON
actual position of gear. and (for each circuit)
− When a gear is down and locked, the respective − appropriate power lever (see Fig. 1) below flight
green downlock light comes on. When all three idle, plus 3 seconds delay
gears are down and locked the amber gear han-
or
dle disagreement light goes out.
− appropriate left or right weight on wheel switch
During emergency extension, the green down (see Fig. 1) activated to ”ground” position, plus 3
locked gear lights come on irrespective of gear han- seconds delay
dle position. The amber disagreement light goes out or
when the gear handle is selected down.
− average wheelspeed over 50 kts.
The integrity of the indicator lights is tested by
pressing the test button on the gear handle unit. NOTE
The activation logics for the inboard and out-
2.2 Brakes (Fig. 1) board circuits are independent.
The main landing gear wheels are fitted with self−
Throughout the landing roll, the wheel speed trans-
adjusting hydraulic disc brakes.
ducers send signals via the control box to the anti−
There are two brake circuits − one for the outboard skid valves which modulate the brake pressure.
and one for the inboard brakes. Each circuit has its Should a skid begin, e.g. on an inboard wheel,
13.1
PAGE 2
Sep 30/15

Description
brake pressure is reduced for both inboard brakes A PARK BRK ON (CWP) light comes on when ap-
since they are connected to the same circuit. Simi- plying the parking brake and the trapped pressure
larly, a skid on an outboard wheel will reduce brake exceeds 1700 psi. Once illuminated, the light will
pressure to both outboard brakes. There is also a stay on as long as the trapped pressure remains
locked wheel protection which dumps the brake above 900 psi.
pressure in a brake circuit should the wheel speeds
in the circuit differ by more than 50%. NOTE
There is a possibility to set the brakes (handle is
When aircraft speed has decreased to about 20 kts
up) without the CWP light coming on if the pres-
the anti−skid system cuts out and braking must
sure is just high enough to close the valve (1500
then be modulated manually.
psi) but below the CWP light−on triggering pres-
The anti−skid control box circuits and the wheel sure (1700 psi). Therefore, check CWP light
speed transducers are continuously monitored for coming on when parking brake is set.
proper functioning. If any parameter exceeds its
established limits, the A−SKID INOP light on the The parking brake is disengaged by turning the
central warning panel comes on. handle approximately 30 counter−clockwise and
The light also comes on if the anti−skid switch is pushing down.
OFF when the gear is extended before landing. 2.3 Nose wheel steering (Fig. 3)
This alerts the pilot to an incorrect switch position.
Nose wheel steering is hydraulic and operated by a
Emergency braking
single hydraulic actuator. The steering system is
Emergency braking must be used if the hydraulic operative on ground only and is controlled by a
pump is inoperative. Hydraulic pressure is then wheel on the left pilot’ s side panel. Maximum steer-
available only from the brake accumulators or from ing deflection is 60 left or right.
the hand pump.
To steer, the wheel must first be pushed down to
The same controls are used for emergency brake engage mechanically with the steering system and
application as for normal braking. The anti−skid to complete the electrical circuit to open the steer-
function is maintained since accumulator capacity is ing shutoff valve.
sufficient for more than one complete landing se-
The nosewheel is prevented from deflection beyond
quence.
20 + 5 when the steering wheel is not being
Parking brake pushed down or the ground handling lockout switch
The parking brake is controlled by a handle on the is closed, by a solenoid operated steering brake.
left pilot’s side panel. By pulling the handle and then The brake, located below the steering wheel, will
depressing the brake pedals, hydraulic pressure is lock the wheel in its maximum deflection position
trapped in the system by means of a parking brake and engage the nosewheel steering system, pre-
valve closing the return line when the trapped pres- venting further deflection. The brake is disengaged
sure exceeds the brake valve set pressure of 1500 by depressing the steering wheel or closing the
psi. The brake valve will remain closed and the han- ground handling lockout switch.
dle remains in pulled (up) position as long as the
trapped pressure exceeds 950 psi. If pressure de- 2.4 Landing Gear switches/relays
creases below 950 psi the valve will automatically There are two air/ground (WOW) switches located
open and relieve remaining pressure to the return on each main gear and one downlock and one
line. The handle remains in the pulled (up) position. uplock switch on each gear. These switches are
With Mod No 1783 installed the brake handle can used to control various air/ground functions in differ-
be locked in the pulled position by turning the han- ent systems. Some of the systems receive signals
dle approximately 30 clockwise. from the WOW and up− and downlock switches via
the landing gear relays. These systems are marked
13.1
PAGE 3
Sep 30/15

Description
with an asterisk. The relays are supplied with  Pneumatic supply right (precooler Jet pump
28 VDC via the LDG RELAYS circuit breaker. on/off control).
Air/ground (WOW) switches  Right Attitude Heading Reference System
(inhibit of test function when airborne).
− LEFT OUTBOARD SWITCH:
 Anti−Skid (left and right outboard wheels).  Landing Gear emergency extension (arm/dis-
arm of explosive bolts).
 Cockpit voice recorder (weight on wheel, one
condition to erase).  Right side window heating (inhibit of high mode
 Stall warning (inhibit on ground). on ground). *

 Cabin pressurization system.  Flight Recorder (backup activation). *
− LEFT INBOARD SWITCH:  Landing Gear handle down lock solenoid. *
 Anti−Skid (left and right inboard wheels).
 Nose Wheel Steering (arm/disarm). *
 Pneumatic supply left (precooler jet pump on/
off control).  R Np Bottoming Governor. *
 Left Attitude Heading Reference System  Flight Idle Stop. *
(inhibit of test function when airborne).
 ATC 2 Transponder. *
 Temperature probe (on/off control). *
 Left side window heating (inhibit of high mode  ACARS. *
on ground). * Up− and downlock switches
− LEFT MLG DOWNLOCK SWITCH:
 Warning Electronic Unit. *
 Landing gear indication.
 Landing Gear handle down lock solenoid. *
 Hydraulic pump (control signal).
 Nose Wheel Steering (arm/disarm). *  Warning Electronic Unit (Landing gear config
warning).
 Air Conditioning *
 Flight Idle Stop. *
 Passenger Light. *
 TCAS/ACAS. *
 Active noise. *
− RIGHT MLG DOWNLOCK SWITCH.
 L Np Bottoming Governor. *
 Flight Idle Stop. *  Flight Recorder.
 ATC 1 Transponder. *  Ground Proximity Warning System.
 Flight Data Recorder. *  Flight Idle Stop. *

− NLG DOWNLOCK SWITCH.
 TCAS/ACAS. *
− RIGHT OUTBOARD SWITCH:
 Taxi light (on/off control).
 Anti−Skid (left and right outboard wheels).
 Nose wheel steering (arm/disarm).
 Stall Warning (inhibit on ground).
 Battery Ventilation fans.
 Cabin pressurization system.
 Anti−skid (warning signal control).
 Air Data System (inhibit of test function when
− LEFT MLG UPLOCK SWITCH.
airborne).
− RIGHT INBOARD SWITCH:
 Hydraulic Pump.
 Anti−Skid (left and right inboard wheels).
− RIGHT MLG UPLOCK SWITCH.
13.1
PAGE 4
Sep 30/15

Description

 Flight Recorder.
 Hydraulic Pump.
− NLG UPLOCK SWITCH.
 Temperature probe (warning signal control).
2.5 Landing gear warning system
The master warning lights, CONFIG light, and inter-

mittent horn are all activated if the gear is up, radio
altitude less than 500 ft and one power lever re-
tarded below minimum takeoff power (62 Power
Lever Angle). The horn may be silenced by pushing
the master warning light.
If, subsequently, flaps 20 or more is selected, the
intermittent horn will sound again. This time it can-
not be silenced unless:
− Landing gear is extended and locked down
or
− Flaps are retracted below 22 and Power Levers
above 62
or
− Flaps are retracted below 18.
13.1
PAGE 5
Sep 30/15

Description
Left pilot Right pilot

Brake pedals
Inboard accumulator Outboard accumulator
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
L Inboard R Inboard L outboard R outboard
power power power power
valve valve valve valve
Pressure from
electric or
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ Pressure from
electric or
hand pump
hand pump
Parking Parking
Ï
brake brake
valve handle
Ï
Return
PARK
BRK ON
Inboard Outboard
anti−skid anti−skid
valve valve
A−SKID
Anti−skid control box INOP
Outboard Inboard
Anti− Anti−
skid skid
channel channel
Speed
Speed signals
Anti−skid
signals
L outb switch L inb
W on W OFF ON W on W
R outb R inb
W on W W on W
R PL L PL
below FI below FI
28 VDC
A10002
Fig. 1 Brake system − schematic
13.1
PAGE 6
Sep 30/15

Description
To explosive Emergency UP
separation extension
bolts handle Landing gear
handle
Solenoid DOWN
Air Gnd Ground Flight

mode mode
Up−signal
28 VDC
28 VDC Down signal
Main accumulator
Hydraulic
hand pump
Emergency Hydraulic
Gear
gear pump
selector
selector
DOWN pressure
UP pressure
Emergency
acccumulator
Uplock actuator
Downlock actuator
A10005
Fig. 2 Landing gear extension/retraction − schematic
13.1
PAGE 7
Sep 30/15

Description
Steering wheel
Actuator
Solenoid steering brake
Return
ÎÎ Control
valve
Main
accumulator
Hydraulic
handpump
Shutoff
valve
Solenoid
Air
L WoW Hydraulic P
pump
Gnd M
R WoW
28 VDC
NLG down Ground handling
and locked Lockout switch
Deflection
>20  5
A10044
Fig. 3 Nose gear steering − schematic
13.1
PAGE 8
Sep 30/15

Description
A A LANDING GEAR CONTROL PANEL
Landing gear down and locked lights (green)

(3)
NOSE
When the NOSE, LEFT or RIGHT light is on, the
LEFT RIGHT
respective gear is down and locked.
TEST button.
When pressed: UP
With the gear locked in down position the amber
internal gear handle disagreement light comes DOWN
on to indicate the integrity of the lamp in addition LOCK
to the already activated landing gear lights. REL TEST
When pressed:
With the gear locked in up position, the three
green NOSE, LEFT and RIGHT lights plus the
amber internal gear handle disagreement light DN
comes on to indicate the integrity of the lamps.
Landing gear handle.

DOWN LOCK REL button.
UP − When moved to up position, all gears will
Disengages landing gear handle solenoid in retract and lock in retracted position.
case of solenoid failure.
DN − When moved to DN position all gears will
extend and lock in extended position.
The handle knob contains an integral amber dis-
agreement light that comes on whenever the
position of all gears does not agree with handle
position.
A10006
Fig. 4 Landing Gear − controls and indicatiors
13.1
PAGE 9
Sep 30/15

Description
Hand pump
Provides hydraulic pressure to operate flaps,
brakes and landing gear. Operated by a detach-
A able handle, stowed on the right rear cockpit
wall.
A HAND PUMP AND EMERGENCY

EXTENSION CONTROLS Hand pump selector
Directs hand pump pressure to the systems
served by the hand pump.
− INBD BK ACC
The inboard brake acumulator is pressurized
by the hand pump.
− FLAPS LDG GR
The main accumulator is pressurized by the
hand pump.
 To operate the flaps the flap handle must be
set to desired flap setting before using the
hand pump.
 To extend the landing gear the gear handle
must be in down position.
− OUTBD BK ACC
The outboard brake accumulator is pressur-
ized by the hand pump.
INBD FLAPS OUTBD EMERG LDG handle.

BK ACC LDG BK
GR ACC When the emergency extension handle is pulled
emergency accumulator pressure release all
landing gear uplocks and activates the explosive
separation bolts on the Main Landing Gear. Ex-
tension of the gear is by free fall. Gear handle
position has no effect on emergency extension.
However, to get anti−skid function and to get
normal indication on the gear handle amber dis-
agreement light the gear handle must be se-
A10009 lected down after pulling the handle.
Fig. 5 Hand pump and emergency extension controls
13.1
PAGE 10
Sep 30/15

Description
ANTI−SKID switch.
ON − Anti−skid system active when:
 Landing Gear handle is down.
 Both PL below FI or at least one
in−board and one outboard WOW
switch activated.
OFF − Anti−skid system is off and A−
SKID INOP caution light on cen-
tral warning panel illuminated.
B HYDRAULIC PANEL
A B
A PARKING BRAKE HANDLE
Hydraulic pressure indicators.

Indicates hydraulic pressure in the main
system, emergency accumulator and the
two brake accumulators respectively.
PARKING BRAKE handle.

To engage parking brake, pull the parking
brake handle and turn approximately 30
clockwise to lock. Apply brake pressure
with the brake pedals. Check PARK BRK
ON (CWP) light to come on.
To disengage parking brake, turn the han-
dle approximately 30 counter clockwise
and push down. Check the (CWP) light to
go out.
A10010
Fig. 6 Brake system − controls and indicators
13.1
PAGE 11
Sep 30/15

Description
B A
PARK BRK ON light (amber).
AUTO
Comes on when parking brake handle is pulled COARSEN
and brake pressure exceeds 1700 psi and
L FIRE R FIRE
goes off when parking brake handle is pushed DET FAIL
FUEL ELEC
DET FAIL
down and/or the brake pressure decreases
below 900 psi. ICE
PROT
BRK ON UN ARMED
AVIONICS
INOP VET
A−SKID INOP light (amber).
Comes on flashing together with MASTER FAIL LOCK SYSTEM FAIL
CAUTION lights and single chimes when nose
gear is extended with ANTI−SKID switch in
OFF or with a system fault. Light will change
to steady when a MASTER CAUTION light is
pressed and remains on as long as anti−skid
system is inoperative.
B BRAKE PEDALS
Brake pedals.
When left or right brake pedal is depressed the
respective main gear brake is activated. The
brake pedals are also used in conjunction with
the parking brake handle to set parking brakes.
A10007
Fig. 7 Brake system − controls and indicators
13.1
PAGE 12
Sep 30/15

Description
B A
CONFIG light (red).

Will come on together with the intermittent
A CENTRAL WARNING PANEL horn when the aircraft is not in landing config-
uration. (Gear not down below 500 ft radio
height and at least one power lever retarded
FIRE SMOKE SMOKE FIRE below 64 Power Lever Angle.)
OIL PRESS SMOKE PRESS OIL PRESS The light and horn is reset by pushing the
L TAILP PROP R TAILP MASTER WARNING button light.
HOT BRAKE HOT
AUTO
The same warning is also triggered by select-
CONFIG ing 20 of flaps or more with gear not down
TRIM
and locked. For this condition the horn can not
be silenced.
B STEERING WHEEL
Steering wheel.
Used to turn nose wheel.
Steering wheel must be pushed down to engage
and allow pressure to the hydraulic steering ac-
tuator.
A10008
Fig. 8 Landing gear − controls and indicators
13.1
PAGE 13
Sep 30/15

Description
Landing gear control . . . . . . . . . . . . . . . . . . . . . . L BAT BUS F−7 LDG CONTROL

Landing gear control . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M−5 LDG IND
Landing gear transition indication . . . . . . . . . . . L ESS BUS E−8 LDG TRANS IND
Emergency extension left . . . . . . . . . . . . . . . . . . L BAT BUS E−9 L LDG EMER RELEAS

Emergency extension right . . . . . . . . . . . . . . . . R BAT BUS L−9 R LDG EMER RELEAS
Anti−skid inboard . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS F−6 A SKID INBD

Anti−skid outboard . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS M−4 A SKID OUTBD
Anti−skid touch down protection inboard . . . . . L MAIN BUS J−19 ENG AUTO−IGN L CTL
Anti−skid touch down protection outboard . . . . R MAIN BUS R−18 ENG AUTO−IGN R CTL
Nose wheel steering . . . . . . . . . . . . . . . . . . . . . . L BAT BUS F−5 NOSE WL STEER
Landing gear relays . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N−9 LDG RELAYS
13.1
PAGE 14
Sep 30/15

Operation
1. LIMITATIONS
Unit Min Normal Max

Regarding speed limits for landing gear operation,

for gear extended, and for max tire speed, ref. sec-
tion 27, SPEEDS.
Gear extension time . . . . . . . . . . . . . . . . . . . . . . . . . . s − 9−11 −

Gear retraction time . . . . . . . . . . . . . . . . . . . . . . . . . . s − 7−9 −
Nose wheel steering angle.
− Using steering wheel . . . . . . . . . . . . . . . . . . . . . . . deg − − 60
− Aircraft towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . deg − − 120
− Backing with reverse thrust . . . . . . . . . . . . . . . . . . deg − − 45
The nose steering wheel must be kept depressed
during backing with reverse thrust.
Number of brake applications on fully charged brake
accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ea − 11 −
Max speed for use of brakes with the anti−skid sys-
tem off or inoperative . . . . . . . . . . . . . . . . . . . . . . . . . kts − − 40
Anti−skid must be on for takeoff and landing − unless
takeoff and landing performance is corrected for
anti−skid inoperative.
13.2
PAGE 1
Sep 30/15

Operation
2. NORMAL OPERATION
2.1 RETRACTION Preflight check

AND EXTEN-
1. Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
SION
− Check handle to be engaged in DN detent.
2. Landing gear lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check three green lights to be on.
− Press TEST button and check transit light to come on.
Retraction
When a positive rate of climb has been established.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 150 kt
4. Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP DETENT
5. Landing gear lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
− When gear handle is set to UP detent, transit light will come on and green
downlock lights go off.
− Check transit light to go off, indicating that all gears are up and locked.
6. Central warning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Takeoff inhibit function of central warning system is cancelled at gear retrac-
tion.
− Check blue TAKEOFF INHIBIT light to be off.
− Check CWP for any illuminated lights.
Extension
7. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 200 kt
8. Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
− Transit light will come on.
− Check that three green downlock lights come on and transit light goes off,
indicating gear down and locked.
9. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 200 kt
13.2
PAGE 2
Sep 30/15

Operation
2.2 OPERATION OF Preflight check

NOSEWHEEL
STEERING
Do not use nosewheel steering when aircraft is standing still.
Taxi
1. Nosewheel steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check nosewheel steering for normal operation.
NOTE
When HYD PRESS approaches the recharge level (2100 psi) the force to con-
trol the nosewheel steering might increase substantially. Consider to place the
HYDR PUMP temporarily into OVRD to increase pressure.
CAUTION
Avoid sharp turns at high speed or sharp turns assisted by differential power or
braking.The nose wheel may swing around 180 degrees. Only differential pow-
er sufficient to maintain speed in turns is permissible.
Backing
− Slow backing of the aircraft is permissible, start backing by depressing the
nose steering wheel and apply reverse power as required. Keep the nose
steering wheel depressed and limit the steering to approx. 45 degrees
deflection either side on the nose steering wheel. Stop backing by advancing
the Power Levers to forward power as required.
− If the nose steering wheel is not depressed there is a possibility for the nose
wheel to swing uncontrolled 20 degrees either side.
− Depressing the nose steering wheel with a deflection limit of 45 degrees ei-
ther side will prevent the nose wheel to be mechanically forced to swing
around 180 degrees.
Parking
When parking, maintain a straight path for the last few feet to relieve stress in
the landing gear.
13.2
PAGE 3
Sep 30/15

Operation
2.3 OPERATION OF Preflight check

BRAKE
SYSTEM
1. Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check MAIN HYD and OUTB/INB BRK pressure.
2. Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set parking brakes by pulling brake handle while simultaneously depressing
brake pedals.
− Lock the brake handle by turning it approximately 30 clockwise.
− Check amber PARK BRK ON (CWP) light to come on.
3. Anti−skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
− Check ANTI−SKID switch to be in ON position.
− Check A−SKID INOP (CWP) light to be off.
Taxi
4. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Turn the braking brake handle approximately 30 counter clockwise and
push down.
− Check PARK BRK ON (CWP) light to be off.
5. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Brake smoothly during initial taxiing to verify brake operation.
− Use the following braking technique when taxiing:
Light braking will often activate the brakes unevenly due to system tolerances.
This may cause overheating of the most active brakes. To achieve a more even
loadsharing between the four brakes, it is advisable to let the aircraft accelerate
to a speed slightly higher than desired and then momentarily apply the brakes
rather firmly with due regard to passenger comfort.
NOTE
Normally the taxi speed can easily be controlled by power modulation without
using brakes.
Approach
6. Brake pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WITHIN
GREEN ARC
(Cont’d)
13.2
PAGE 4
Sep 30/15

Operation
(Cont’d)
During landing rollout
7. Depress brake pedals as required.
− For NORMAL braking, set brake pedals to obtain desired deceleration,
taking runway length and surface conditions into consideration. Do not pump
brake pedals.
− For MAXIMUM braking, depress brake pedals fully and hold steady until
reaching 20 kt. Below 20 kt, modulate brake pressure to avoid locking
wheels.
Parking
8. Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set parking brakes by pulling brake handle while simultaneously depressing
brake pedals.
− Lock the brake handle by turning it approximately 30 clockwise.
− Check amber PARK BRK ON (CWP) light to come on.
When chocks in place
9. Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Depress parking brake handle
− Check PARK BRK ON (CWP) light to be off.
13.2
PAGE 5
Sep 30/15

Operation
For Abnormal Operation, see section 23 ABNORMAL PROCEDURES.
13.2
PAGE 6
Sep 30/15
Aircraft Operations Manual LIGHTING
CONTENTS
Exterior lighting
14/1.0. Highlights
14/1.1. Description
14/1.2. Operation − not applicable
Cockpit lighting
14/2.0. Highlights
14/2.1. Description
Cabin lighting
14/3.0. Highlights − not applicable

14/3.1. Description
Cargo lighting
14/4.0. Highlights − not applicable

14/4.1. Description
For emergency lighting, see AOM

6/3.1
14 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual LIGHTING
14 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual LIGHTIING, EXTERIOR LIGHTING

Highlights
The systems described in this chapter assumes a

modification is not installed, the following apply as
complement to what is stated in this chapter.
DESCRIPTION
0.1 ROTATING BEACON/FLASHING BEACON
Flashing beacon is standard on a/c 109 − up and is

available as Mod No. 1468 for a/c 003−108 with
rotating beacon installed.
OPERATION
None.
14/1.0
PAGE 1
Sep 30/15
Aircraft Operations Manual LIGHTIING, EXTERIOR LIGHTING

Highlights
14/1.0
PAGE 2
Sep 30/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING

Description
1. GENERAL
The exterior lighting consists of:

− Landing light.
− Taxi light.
− Navigation lights.
− Wing strobe lights.
− Wind inspection lights.
− Rotating beacon (a/c 003−108).
− Flashing beacon (a/c 109 − up or Mod No 1468
installed).
− Fin logo lights (optional).
All external lights are controlled from the EXT
LIGHTS panel on the overhead panel.
Locations of the different lights, see Fig. 2.
14/1.1
PAGE 1
Sep 30/15

Description
NAV. BCN.
Navigation light switch. Rotating beacon or flashing
beacon switch.
A
LOGO (if installed).
EXT LIGHTS
NAV BCN STROBE LOGO Fin logo light switch.
ON ON ON
OFF OFF OFF STROBE

L LAND R TAXI WING
Wing strobe lights.
ON ON ON
OFF OFF OFF WING.

Wing inspection light switch.
L and R. TAXI.
Left and right landing light switch. Taxi light switch.
A26672
Fig. 1 Exterior lighting − control switches
14/1.1
PAGE 2
Sep 30/15

Description
Navigation light Strobe light
Wing inspection light
Logo light (if installed)
Landing lights Taxi lights
Rotating or flashing beacon
Logo light (if installed)

Navigation light
Wing inspection light
Navigation light Strobe light
Wing inspection light Rotating or flashing beacon
A9874
Fig. 2 Exterior Lighting
14/1.1
PAGE 3
Sep 30/15

Description
14/1.1
PAGE 4
Sep 30/15

Description
Landing light right . . . . . . . . . . . . . . . . . . R MAIN BUS M−24 EXT LIGHTS R LAND

Landing light left . . . . . . . . . . . . . . . . . . . . L MAIN BUS F−23 EXT LTS L LAND
Taxi light . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS F−22 EXT LTS TAXI
Navigation lights wing and tail . . . . . . . R BAT BUS M−20 EXT LIGHTS NAV WNG TAIL
Navigation lights wing and tail . . . . . . . L MAIN BUS F−21 EXT LTS NAV WNG TAIL
Wing strobe lights . . . . . . . . . . . . . . . . . . R MAIN BUS M−21 EXT LIGHTS STROBE
Wing inspection lights . . . . . . . . . . . . . . . R MAIN BUS M−23 EXT LIGHTS WING
Rotating/Flashing beacons . . . . . . . . . . . L BAT BUS F−20 EXT LTS BCN
Optional lights
Fin logo lights . . . . . . . . . . . . . . . . . . . . . . R MAIN START BUS M−22 EXT LIGHTS LOGO
14/1.1
PAGE 5
Sep 30/15

Description
14/1.1
PAGE 6
Sep 30/15
Aircraft Operations Manual LIGHTIING, COCKPIT LIGHTING

Highlights

DESCRIPTION
0.1 UTILITY LIGHTS/READING LIGHTS
Reading lights are standard on a/c 029 − up and are

available as Mod No. 1095 for a/c 003−028 with
utility lights installed.
OPERATION
None.
14/2.0
PAGE 1
Sep 30/15
Aircraft Operations Manual LIGHTIING, COCKPIT LIGHTING

Highlights
14/2.0
PAGE 2
Sep 30/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING

Description
1. GENERAL The CTR PNLS potentiometer on the overhead

panel controls the light intensity in the instruments
The cockpit lighting consists of:
on the overhead panel, center panel and pedestal.
− Dome lights. Since the overhead panel and pedestal have no
− Utility lights. flood lights, these panels have integral panel light-
− Map lighting. ing which means that the text and the markings on
− Instrument panel flood lighting. the panels illuminates. This lighting is controlled by
− Instrument lighting. the PANEL potentiometer on the overhead panel.
As a complement to the instrument and panel light-
ing there are additional post lights installed. The
2.1 Dome lighting post light above each ACP illuminates the ACP. The
two post lights underneath the glareshield panel
There are two dome lights. They are located one on illuminates the hydraulic panel and flap handle. The
each side of the overhead panel. The dome lights post light underneath the overhead panel illumi-
are controlled from the overhead panel by a DOME nates the aft center pedestal. The two post lights on
light switch. respective side of the cockpit entrance illuminates
the overhead panel. The post lights are controlled
2.2 Reading lights
by respective panel lighting potentiometer.
There are two removable utility lights installed, one The intensity of the digit lights in the pushbuttons on
over each pilot seat. The utility lights provides either the MSP are controlled by the DIGITS potentiome-
red or white light, selectable by a lever on the lamp ter on the overhead panel. (It also controls the dis-
casing. The light intensity can be controlled by a play brightness of the COLLINS PRO LINE 1 avion-
potentiometer on the back of the lamp casing. ics if installed.)
2.3 Map lighting Intensity control of the annunciator lights is per-
formed by the ANNUN switch on the overhead pan-
A map light is installed on each control wheel map
el. In BRIGHT position the annunciator lights illumi-
holder. The light intensity is adjustable with a poten-
nate bright while in DIM position they illuminate dim.
tiometer on each light installation.
See 19/1.1 WARNINGS AND CAUTIONS.
2.4 Instrument panel flood lighting In case of a failure of the normal instrument lighting
The instrument panel flood lighting is divided into power source, the emergency power supply unit,
two parts. The left pilot has control of the left instru- described in section 5.1 ELECTRICAL will automat-
ment panel and the center panel flood lighting while ically take over the lighting in the following instru-
the right pilot has control of the right instrument ments:
panel. − Standby attitude indicator.
− Standby airspeed indicator.
With the L/R FLOOD light switch in BRT, both two
fluorescent tubes over each panel illuminates. With − Standby altimeter.
the switch in DIM position, one tube over each pan- − Standby compass.
el is illuminated and the intensity is controlled by the − Standby VOR/ILS indicator.
L/R and R FLOOD potentiometer. − Cabin pressure indicator.
2.5 Instrument lighting
Each pilot has an INST light potentiometer for con-

trolling the light intensity in his own instruments.
14/2.1 S1
A/C 003 − 028 PAGE 1
Sep 30/15

Description
B UTILITY LIGHT
Press and hold for light−switch.
A MAP LIGHT
Red or white light selector.
Intensity potentiometer.
Extendable map supporter. Rotate ring for on/off switch and dim control.
Light outlet and map clamp.
THE MAP HOLDER IS ADJUSTABLE IN PITCH
A26677
Fig. 1 Map and utility light
14/2.1 S1
A/C 003 − 028 PAGE 2
Sep 30/15

Description
1. GENERAL The CTR PNLS potentiometer on the overhead

panel controls the light intensity in the instruments
The cockpit lighting consists of:
on the overhead panel, center panel and pedestal.
− Dome lights. Since the overhead panel and pedestal have no
− Utility lights. flood lights, these panels have integral panel light-
− Map lighting. ing which means that the text and the markings on
− Instrument panel flood lighting. the panels illuminates. This lighting is controlled by
− Instrument lighting. the PANEL potentiometer on the overhead panel.
As a complement to the instrument and panel light-
ing there are additional post lights installed. The
2.1 Dome lighting post light above each ACP illuminates the ACP. The
two post lights underneath the glareshield panel
There are two dome lights. They are located one on illuminates the hydraulic panel and flap handle. The
each side of the overhead panel. The dome lights post light underneath the overhead panel illumi-
are controlled from the overhead panel by a DOME nates the aft center pedestal. The two post lights on
light switch. respective side of the cockpit entrance illuminates
the overhead panel. The post lights are controlled
2.2 Reading lights
by respective panel lighting potentiometer.
There are two reading lights installed on both sides The intensity of the digit lights in the pushbuttons on
of the overhead panel. The light intensity can be the MSP are controlled by the DIGITS potentiome-
controlled by turning the lower ring on the light, the ter on the overhead panel. (It also controls the dis-
light spot can also be zoomed by the upper ring. play brightness of the COLLINS PRO LINE 1 avion-
2.3 Map lighting ics if installed.)
Intensity control of the annunciator lights is per-
A map light is installed on each control wheel map
formed by the ANNUN switch on the overhead pan-
holder. The light intensity is adjustable with a poten-
el. In BRIGHT position the annunciator lights illumi-
tiometer on each light installation.
nate bright while in DIM position they illuminate dim.
2.4 Instrument panel flood lighting See 19/1.1 WARNINGS AND CAUTIONS.
The instrument panel flood lighting is divided into In case of a failure of the normal instrument lighting
two parts. The left pilot has control of the left instru- power source, the emergency power supply unit,
ment panel and the center panel flood lighting while described in section 5.1 ELECTRICAL will automat-
the right pilot has control of the right instrument ically take over the lighting in the following instru-
panel. ments:
− Standby attitude indicator.
With the L/R FLOOD light switch in BRT, both two
− Standby airspeed indicator.
fluorescent tubes over each panel illuminates. With
the switch in DIM position, one tube over each pan- − Standby altimeter.
el is illuminated and the intensity is controlled by the − Standby compass.
L/R and R FLOOD potentiometer. − Standby VOR/ILS indicator.
− Cabin pressure indicator.
2.5 Instrument lighting
Each pilot has an INST light potentiometer for con-

trolling the light intensity in his own instruments.
14/2.1 S2
A/C 029 − up PAGE 1
Sep 30/15

Description

B
A MAP LIGHT B READING LIGHT
Intensity potentiometer Zoom control
Extendable map supporter On/off switch and dim control
Light outlet and map clamp
C0737
Fig. 1 Map and utility light
14/2.1 S2
A/C 029 − up PAGE 2
Sep 30/15

Description
OVERHEAD PANEL
DOME LIGHT DOME LIGHT
FLIGHT RECORDER
PANEL
A INTERNAL LIGHT
PANEL light potentiometer.

Controls the brightness of
the markings on the panels
as the figure shows (right).
HYDRAULIC PANEL CTOT PANEL
TRIM PANEL
RUDDER LIMIT PANEL
DOME light switch.

Controls the two dome lights on both sides of
the overhead panel, see figure (above right)
ANNUN BRIGHT/DIM switch. The lights can be switched on regardless of
See AOM 19/1.1 WARNINGS AND CAUTIONS. BAT or EXT PWR is on or off.
C0762
Fig. 2 Illuminating panel − markings and dome light
14/2.1
PAGE 3
Sep 30/15

Description
14/2.1
PAGE 4
Sep 30/15

Description
DC AMP/VOLT
C D FUEL BAT TEMP INDICATOR CABIN TEMP
INDICATOR INDICATOR
FLOOD light switch.

Controls the repective panel flood light.
A B BRT Both flourescent tubes in each unit
illuminate bright.
DIM One fluorescent tube in each unit
illuminates dim. The intensity is
controlled by the FLOOD L/C and
R PNL potentiometers.
FLOOD potentiometer.
OFF Light is off.
L/C PNL − Left and Center Panel.
R PNL − Right Panel.
CTR PNLS potentiometer.

Controls the light intesity in the instruments
D on the overhead panel, center instrument
DIGITS potentiometer. panel and pedestal. It also controls the
L or R INST potentiometer. brightness of the cabin interphone buttons
Controls the light intensity in the instru- Controls the brightness of the button indicator
lights in the MPS. (If COLLINS PRO LINE I avon- (including the cabine attendants inter-
ments on the left and right instrument phone).
panel respectively. ics is installed, it also control the brightness of
those displays).
A26679
Fig. 3 Instrument panel and flood lighting
14/2.1
PAGE 5
Sep 30/15

Description
14/2.1
PAGE 6
Sep 30/15

Description
Dome lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L HOT BAT BUS E−26 DOME SPOT

Reading light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E−27 READING LIGHT
Map lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L−22 IAL

Flood lighting left and center . . . . . . . . . . . . . . . . . L BAT BUS E−23 FLOOD BRT
Flood lighting left and center . . . . . . . . . . . . . . . . . L BAT BUS E−22 FLOOD VAR
Flood lighting right . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L−21 FLOOD
Instrument lighting left . . . . . . . . . . . . . . . . . . . . . . . L MAIN START BUS E−21 L INST

Instrument lighting center . . . . . . . . . . . . . . . . . . . . L MAIN START BUS E−20 C INST
Instrument lighting right . . . . . . . . . . . . . . . . . . . . . R MAIN START BUS L−20 R INST

Integral lighting aft pedestal . . . . . . . . . . . . . . . . . . L INV BUS 115VAC E−24 AFT PED
Integral lighting overhead

and fwd pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . L INV BUS 115VAC E−25 OVHEAD FWD PED
Instrument emergency lighting . . . . . . . . . . . . . . . 5 VDC from G−8 EMER INST LT

EMER BUS
14/2.1
PAGE 7
Sep 30/15

Description
14/2.1
PAGE 8
Sep 30/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING

Description
1. GENERAL The reading light controls are divided into three

groups where row A lights service the right side
The cabin lighting consists of the following:
window seats, row B lights service the right side
− Overhead and window lighting. aisle seats, and row C lights service the left side
− Reading lights. seats and the lavatory entry light.
− Service area lighting.
The row B ALL/ON feature on the Cabin Lighting
− Entrance lighting. panel allows all row B read lights to illuminate simul-
− Lavatory lighting. taneously regardless of the individual light switches.
− Cabin signs.
2.3 Service area lighting
All cabin lights are controlled from the Cabin Atten-
dant panel adjacent to the main door aft frame. The service area between the cockpit and the main
door has its own general lighting which is controlled
2. MAIN COMPONENTS AND SUBSYSTEMS by the SERVICE AREA light switch and the SER-
VICE AREA DIM BRT potentiometer.
2.1 Overhead and window lighting
2.4 Entrance lighting
Overhead and window lighting is of the fluorescent
tube type. The tubes are evenly distributed through- A light is provided in the entrance area and the
out the cabin and powered from three inverters. The doorway. The control switch also contains a timer
output from one inverter furnishes power to the for- circuitry powered from hot bat bus, that will provide
ward overhead light system and the second inverter 5 minutes of light when leaving or entering the air-
furnishes power to the aft overhead light system. craft in darkness.
For the window lighting system the third inverter
furnishes power to both the left and the right side. 2.5 Lavatory lighting
ON/OFF control and dimming of the entire over- The lavatory is provided with an entry light con-
head and/or window lighting system is accom- trolled by the ROW C switch, the main light auto-
plished from the Cabin Lighting panel. matically comes on when the lavatory door is
closed, controlled by a switch in the locking mech-
2.2 Reading lights anism.
The passenger reading light system provides indi-
2.6 Cabin signs
vidual lighting at each passenger seat. The lights
are contained in the passenger service units along The no smoking/fasten seat belt signs in the cabin
with push on/push off type switches. and the return to seat sign in the lavatory are
installed for passenger flight information.
14/3.1 S1
PAGE 1
Sep 30/15

Description
Cabin attendant panel
PANEL LTS switch.

Controls light intensity in panel lights.
EMERGENCY LIGHTS button light.
A CABIN LIGHTING PANEL See AOM 6/3.1.
PANEL LTS CALL.

Passenger call indicator.
OFF BRT
EMERGENCY
LIGHTS CALL SERVICE AREA light switch.
ARM CABIN Controls the light in the service area
ON
PUSH ON TOILET forward of main door.
CABIN LIGHTS WINDOW AND OVERHEAD light

SERVICE
WINDOW AND OVERHEAD switches.
ENTRANCE AREA WINDOW OVERHEAD
ON ON ON BRT BRT ON−OFF switch turns all lights on
while the BRT−DIM switches are used
individually for the window and over-
head lights respectively. If Mod No
5 MIN OFF OFF DIM DIM
CYCLE 1411 is installed the DIM function is
READING LIGHTS disabled.
ROW ROW ROW
A B C
NORMAL ALL ON NORMAL SERVICE
AREA
SERVICE AREA light potentiome-
ter.
OFF NORMAL OFF
DIM BRT Controls light intensity in the service
area forward of main door.
ENTRANCE light switch. READING LIGHTS switches.

Turns on the light in the entrance area. With Controls the reading lights in the re-
EXT PWR and BAT switches in OFF, the 5 MIN spective row of seats. (ROW C also
CYCLE position turns on the entrance light for controls the lavatory entry light).
A11030 5 minutes, then off.
Fig. 1 Cabin light panel − controls
14/3.1 S1
PAGE 2
Sep 30/15

Description
1. GENERAL The reading lights can be switched off from the

Cabin Lighting panel regardless of the individual
light switches.
− Overhead and window lighting.
− Reading lights. 2.3 Service area lighting
− Service area lighting. The service area between the cockpit and the main
− Entrance lighting. door has its own general lighting which is controlled
− Lavatory lighting. by the S. AREA light switch. The switch has two
− Cabin signs. positions, BRIGHT and DIM.
All cabin lights are controlled from the Cabin Atten- 2.4 Entrance lighting
dant panel adjacent to the main door aft frame.
A light is provided in the entrance area and the
2. MAIN COMPONENTS AND SUBSYSTEMS doorway. The control switch also contains a timer
circuitry powered from hot bat bus, that will provide
2.1 Overhead and window lighting 5 minutes of light when leaving or entering the air-
Overhead and window lighting is of the fluorescent craft in darkness.
tube type. The tubes are evenly distributed through-
2.5 Lavatory lighting
out the cabin and powered from twenty inverters.
The output from the inverters furnishes power to the The lavatory is provided with an entry light con-
fluorescent tubes so that one inverter supplies two trolled by the TOILET switch, the main light auto-
tubes each. The Cabin Lighting panel contains the matically comes on when the lavatory door is
two control switches which are marked OVERHEAD closed, controlled by a switch in the locking mecha-
and WINDOW. (A/C 065 − 078 have three inverters, nism.
two of them power the overhead tubes while the
third inverter powers the window tubes). 2.6 Cabin signs
The no smoking/fasten seat belt signs in the cabin

2.2 Reading lights
and the return to seat sign in the lavatory are
The passenger reading light system provides indi- installed for passenger flight information.
vidual lighting at each passenger seat. The lights
are contained in the passenger service units along
with push on/push off type switches.
14/3.1 S2
PAGE 1
Sep 30/15

Description
A CABIN LIGHTING PANEL
CALL. CALL
Passenger call indicator. CABIN

OVERHEAD switch.
LAVATORY
Cabin overhead lights.
WINDOW switch. WINDOW AND OVERHEAD
Cabin window lights. WINDOW OVERHEAD
ON ON
OFF OFF
READING switch. TOILET switch and indi-
READING AND LAVATORY LIGHTS cator.
Controls the passenger read-
ing lights. READING TOILET Controls the lavatory entry
ON ON
light. The main light is con-
trolled by the lavatory door
locking mechanism.
OFF OFF
S. AREA.
SERVICE AREA AND ENTRANCE
Controls switch and provides
S. AREA ENTRANCE
the service area light with BRIGHT 5. MIN CYCLE
bright and dim. ENTRANCE.
DIM ON
Controls the light in the en-
trance area. With EXT
OFF OFF
PWR and BAT switches in
EMERGENCY LIGHTS but-
EMERGENCY LIGHTS OFF, setting the switch to
ton light. ARM PUSH 5 MIN CYCLE position will
ON
ON
turn ON the entrance light
See AOM 6/3.1. for 5 minutes.
A11031
14/3.1 S2
PAGE 2
Sep 30/15

Description
1. GENERAL are contained in the passenger service units along

with push on/push off type switches.
− Overhead and window lighting. 2.3 Service area lighting
− Reading lights. The service area between the cockpit and the main
− Service area lighting. door has its own general lighting which is controlled
− Entrance lighting. by the S. AREA light switch. The switch has two
− Lavatory lighting. positions, BRIGHT and DIM.
− Cabin signs.
2.4 Entrance lighting
All cabin lights are controlled from the Cabin Atten-
dant panel adjacent to the main door aft frame. A light is provided in the entrance area and the
doorway. The control switch also contains a timer
2. MAIN COMPONENTS AND SUBSYSTEMS circuitry powered from hot bat bus, that will provide
5 minutes of light when leaving or entering the air-
2.1 Overhead and window lighting craft in darkness.
Overhead and window lighting is of the fluorescent
2.5 Lavatory lighting
tube type. The tubes are evenly distributed
throughout the cabin and powered from twenty in- The lavatory is provided with an entry light con-
verters. The output from the inverters furnishes trolled by the TOILET switch, the main light auto-
power to the fluorescent tubes so that one inverter matically comes on when the lavatory door is
supplies two tubes each. The Cabin Lighting panel closed, controlled by a switch in the locking mech-
contains the two control switches which are marked anism.
OVERHEAD and WINDOW.
2.6 Cabin signs
2.2 Reading lights
The no smoking/fasten seat belt signs in the cabin
The passenger reading light system provides indi- and the return to seat sign in the lavatory are in-
vidual lighting at each passenger seat. The lights stalled for passenger flight information.
14/3.1 S3
PAGE 1
Sep 30/15

Description
A CABIN LIGHTING PANEL

CALL.
CALL
Passenger call indicator. CABIN
OVERHEAD switch.
LAVATORY
Cabin overhead lights.
WINDOW switch.
WINDOW AND OVERHEAD
Cabin window lights.
WINDOW OVERHEAD
ON ON
OFF OFF LAVATORY switch and

indicator
LAVATORY LIGHTS
LAVATORY
Controls the lavatory entry
ON light. The main light is con-
trolled by the lavatory door
locking mechanism.
S. AREA. OFF
Controls switch and provides SERVICE AREA AND ENTRANCE

the service area light with S. AREA ENTRANCE
bright and dim. BRIGHT 5. MIN CYCLE
ENTRANCE.
DIM ON Controls the light in the en-
trance area. With EXT
OFF OFF PWR and BAT switches in
EMERGENCY LIGHTS EMERGENCY LIGHTS
OFF, setting the switch to
button light. 5 MIN CYCLE position will
PUSH
ARM
ON turn ON the entrance light
See AOM 6/3.1. ON for 5 minutes.
A11032
14/3.1 S3
PAGE 2
Sep 30/15

Description
Reading light button.
Cabin attendant call button.
A10152
Fig. 2 Passenger service units
14/3.1
PAGE 3
Sep 30/15

Description
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING
EMER
ON
CALL
OFF
SEAT BELT and NO SMOKING switches.

Controls the cabin and lavatory signs. HI chime
CABIN SIGNS tone is given in the cabin whenever cabin signs
are switched OFF/ON or ON/OFF.
LAVATORY SIGNS
A10151
Fig. 3 Cabin signs
14/3.1
PAGE 4
Sep 30/15

Description
Cabin lighting overhead . . . . . . . . . . . . . . . . . L BAT BUS F−25 CABIN GENERAL

Cabin lighting window . . . . . . . . . . . . . . . . . . . L MAIN BUS F−24 CABIN WINDOW
Cabin lighting window . . . . . . . . . . . . . . . . . . . R MAIN BUS L−24 CABIN WINDOW
Reading lights left . . . . . . . . . . . . . . . . . . . . . . UTILITY BUS L−25 CABIN READ L
Reading lights center . . . . . . . . . . . . . . . . . . . UTILITY BUS L−26 CABIN READ C
Reading lights right . . . . . . . . . . . . . . . . . . . . . UTILITY BUS L−27 CABIN READ R
Lavatory entry lights . . . . . . . . . . . . . . . . . . . . UTILITY BUS L−27 CABIN READ R
Lavatory main light . . . . . . . . . . . . . . . . . . . . . R ESS BUS M−27 TOILET & LIGHT
Cabin signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . R MAIN START BUS L−23 CABIN SIGNS
(A/C 003−078)
Cabin signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L−23 CABIN SIGNS
(A/C 079−up)
Entrance light . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS F−26 ENTR & CARGO MAIN B
Entrance light . . . . . . . . . . . . . . . . . . . . . . . . . L HOT BAT BUS F−27 ENTR & CARGO BAT B
14/3.1
PAGE 5
Sep 30/15

Description
14/3.1
PAGE 6
Sep 30/15
Aircraft Operations Manual LIGHTING, CARGO LIGHTING

Description
1. GENERAL
Not applicable.
Not applicable.
3. CONTROLS
A CARGO LIGHT SWITCH
Cargo LT.
CARGO LT Controls the lights in the cargo compartment.
OFF With EXT PWR BAT switches in off, setting
the switch to ON 5 MIN position will turn on
ON the cargo lights for 5 minutes then off.
ON 5 MIN
A26680
Fig. 1 Cargo compartment light switch
14/4.1
PAGE 1
Sep 30/15
Aircraft Operations Manual LIGHTING, CARGO LIGHTING

Description
Cargo lights . . . . . . . . . . . . . . . . . . . L MAIN BUS F−26 ENTR & CARGO MAIN B

Cargo lights . . . . . . . . . . . . . . . . . . . L HOT BAT BUS F−27 ENTR & CARGO BAT B
14/4.1
PAGE 2
Sep 30/15
Aircraft Operations Manual NAVIGATION
CONTENTS
EFIS with MFD

15/1.0 Highlights
15/1.1 Description
15/1.2 Operation
ADF
15/2.0 Highlights
15/2.1 Description
15/2.2 Operation
VOR/ILS/MARKER
15/3.1 Description
15/3.2 Operation
DME
15/4.0 Highlights
15/4.1 Description
15/4.2 Operation
Weather Radar
15/5.0 Highlights
15/5.1 Description
15/5.2 Operation
ATC Transponder
15/6.1 Description
15/6.2 Operation
Radio Altimeter
15/7.0 Highlights
15/7.1 Description
15/7.2 Operation
Attitude Heading System
15/8.0 Highlights
15/8.1 Description
15/8.2 Operation
Area Nav System (OPTION)
15/9.1 Description
15/9.2 Operation
15 −CONTENTS
PAGE 1
Sep 30/15
ABBREVIATIONS
ADC Air Data Computer FCC Flight Control Computer
ADF Automatic Direction Finder FD Flight Director
ADI Attitude Director Indicator FD/AP Flight Director/Autopilot
ADS Air Data System FDAU Flight Data Acquisition Unit
AHC Attitude Heading Computer FDEP Flight Data Entry Panel
AHRS Attitude Heading Reference System FGAS Flight Guidance & Autopilot System
AIL Aileron FL Flight Level
ANG Angular FMS Flight Management System
ANT Antenna FPL Flight Plan
AP AutoPilot FRQ Frequency
APA Altitude Preselect/Alerter GA Go Around
APP Autopilot Panel GMT Greenwich Mean Time
APPR Approach GPWS Ground Proximity Warning System
ATC Air Traffic Control GS GlideSlope
ATT Attitude GSP Ground Speed
B/C Back Course HDG Heading
BFO Beat Frequency Oscillator HSI Horizontal Situation Indicator
BRG Bearing IAS Indicated Airspeed
CDU Control Display Unit ILS Instrument Landing System
CHAN Channel INT Intensity
CHP Course Heading Panel LRN Long Range Navigation
CLR Clear LOC Localizer
CRS Course M Inner Marker
CRT Cathode Ray Tubes MEM Memory
CRU Computer Receiver Unit MFD Multifunction Display
CVR Cockpit Voice Recorder MM Middle Marker
CW Continuous Wave MPU Multifunction Processor Unit
CWP Central Warning Panel MSG Message
D Distance NAV Navigation
DCP Display Control Panel NORM Normal
DEV Deviation OBS Omni Bearing Selector
DFDR Digital Flight Data Recorder OM Outer Marker
DH Decision Height PAC Path Attenuation Correction
DME Distance Measuring Equipment PGE Page
DPU Display Processor Unit PWR Power
DR Dead Reckoning RA Radio Altimeter
DTA Data RA TST Radio Altimeter Test
EADI Electronic Attitude Director Indicator RCL Recall
EFIS Electronic Flight Instrument System RDR Radar
EHSI Electronic Horizontal Situation Indic. REU Remote Electronic Unit
EL Elevator RMI Radio Magnetic Indicator
EMG Emergency RMT Remote
ET Elapsed Time RNAV Area Nav System
15
PAGE 2
Sep 30/15
ABBREVIATIONS (cont’d)
RR Radar Mode
RTU Radio Tune Unit
RUD Rudder
SAT Static Air Temperature
SKP Skip
SNS Sensor
SPD Speed
STB Stabilization
STC Sensitivity Time Control
STIM Stimulus test mode
TAS True Airspeed
TGT Target
TK Track
TTG Time To Go
VLF Very Low Frequency
VNAV Vertical Navigation
VNI Vertical Navigation Indicator
VOR Very High Frequency Omnidirectional
Radio Range
VS Vertical Speed
WPT Waypoint
WRN Warning
WX Weather Radar
WXP Weather Radar Panel
XATT Crosside Attitude
XDTA Crosside Data
XFR Transfer
XHDG Crosside Heading
XSIDE Crosside
XTRACK Cross Track
YD Yaw Damper
15
PAGE 3
Sep 30/15
15
PAGE 4
Sep 30/15
Aircraft Operations Manual NAVIGATION, EFIS

Highlights

DESCRIPTION
0.1 EFIS MAP MODE PRESENTATION

− MAP mode presentation on the EADI and EHSI
is not possible.
0.2 DME STATION IDENT PRESENTATION

− EFIS will not display DME ident next to VOR/
DME station symbol on the EHSI in MAP mode.
0.3 IMPROVED DME STATION IDENT

PRESENTATION

− AOM BULLETIN No 26 must be applied.
0.4 FOR FCC 85 WITHOUT MFD INSTALLED;

FLIGHT DIRECTOR WHEN IN DRIVE XFR

− The Flight Director will disappear and be re-
placed by the FD warning on both EADI:s when
LH side EFIS switch is in DRIVE XFR.
OPERATION
NONE.
15/1.0
PAGE 1
Sep 30/15

Highlights
15/1.0
PAGE 2
Sep 30/15

Description
1. GENERAL puter, the Display Processor Unit (DPU) which exe-

cutes the orders by generating the necessary
The Electronic Flight Instrument System, EFIS, is
signals to display the required information.
as the name implies a system that uses cathode
ray tubes (CRT) for displaying such flight and navi- There are two such systems installed and they are
gation data normally found on the Attitude Director interconnected with a crosstalk channel in order to
Indicator, ADI, and the Horizontal Situation Indica- provide transfer of data from one side to the other
tor, HSI. Consequently, the corresponding electron- in case of one side data failure (XSIDE DATA).
ic display tubes are called EADI (E=Electronic) and Each DPU can also take over the display of the op-
EHSI. posite side if the opposite side DPU fails (DRIVE
Type of display information is selected via the Dis- XFR).
play Control Panel (DCP). The DCP controls a com-
L EFIS R EFIS
L EADI R EADI
Switches Switches
Crosstalk
L DPU R DPU
Data Data
Aircraft Aircraft
systems systems
1* 2*
Weather
L EHSI L DCP R DCP R EHSI
Radar
CHP
* See 2.1 on page 2
Fig. 1 EFIS − Schematic
15/1.1 S
PAGE 1
Sep 30/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD

Description
2. MAIN COMPONENTS AND SUBSYSTEMS 2.3 Display Control Panel, DCP
2.1 Display Processor Unit, DPU The two panels, one for each side are used to se-
lect and control the information displayed on the
The DPU receives data from the digital data busses EADI and EHSI.
as well as from the analogue data busses. It selects
data required for the displays and transfers them to 2.4 Course Heading Panel, CHP
an output circuitry that generates right type of al-
The Course Heading Panel is used to select desired
phanumerical text, symbols and color combination
heading and also to set selected course (CRS 1
needed for the display.
and CRS 2), displayed on EHSI.
The following systems interface with the DPU by
digital/analogue busses for display of their informa- 2.5 EFIS switches
tion. There are two EFIS switches on each EFIS panel
(Overhead panel). These switches are used in case
− Radio altimeter . . . . Radio height, DH
of system failure. The displayed information on the
− Air data computer . . Airspeed, altitude, TAS, EADI and EHSI can be switched to one of either
SAT (EADI or EHSI) as composite mode information if
− VOR/ILS/MB . . . . . . VOR/LOC/GS deviations any EADI/EASI should fail (ADI REV/HSI REV).
VOR course. Marker They can also transfer opposite side data to onside
Beacon if onside data should fail (XSIDE DATA). If the drive
− DME . . . . . . . . . . . . . Distance, Ground signals (DPU) for the EADI/EHSI fails on one side,
Speed, Time To Go the opposite side DPU can provide drive signals
(DRIVE XFR) for the failed side. The left side
− ADF . . . . . . . . . . . . . . ADF bearings
switches are used to preserve displays on left side
− AHRS . . . . . . . . . . . . Pitch− and roll attitudes, EADI/EHSI and vice versa.
magnetic heading
− FD/AP . . . . . . . . . . . . Mode annunciation, FD NOTE
command bar Comparator caution is inhibited when DRIVE
XFR is selected. Pitch, roll and heading
− Weather radar . . . . . Radar display
comparator caution is inhibited when XSIDE
− RNAV1) . . . . . . . . . . . Distance, Ground speed, DATA is selected.
Time To Go and Lateral
deviation
2.6 Nav source selection pushbuttons
− VNAV 1) . . . . . . . . . . . Vertical deviation.
Two pushbuttons, NAV S L and NAV S R, are lo-
1) OPTION cated on the glareshield panel. They are used to
2.2 Flight displays, EADI, EHSI select left or right nav source for the FD/AP, dis-
played on EADI (FD command bar and modes).
The Flight display instruments are cathode ray
tubes (CRT). They have three electronic guns, one 2.7 EFIS test panel
for each basic color, red−blue−green, which, when Two switches (EFIS 1 and 2) located on the over-
combined, give the desired color and display sym- head panel (TEST 2 panel) are used to test various
bols. functions on EFIS.
15/1.1 S
PAGE 2
Sep 30/15

Description
B B
A DRIVE TRANSFER LIGHT
DRIVE
XFR
DRIVE XFR light (amber).

A A Comes on when EFIS switch on associated side
is in DRIVE XFR position.
B EFIS SWITCHES
WIPER EFIS
OFF
PARK LOW
DRIVE XFR
H
I
DRVE XFR/NORM/XSIDE DATA switch.
N
G O
H R
M
DRIVE XFR − Used if the video signals from
XSIDE DATA
own DPU fails (EADI and EHSI
ADI REV
goes blank). Video signals are
then provided from opposite
N
O DPU so pictures on both sides
R
M
EADI and EHSI will be the same.
HSI REV
− DRIVE XFR light on associated
side comes on.
− DCP inoperative on failed side
except for brightness control.
NORM − Normal operation.
ADI REV/NORM/HSI REV switch. XSIDE DATA − Used if attitude and/or heading
data fails.
ADI REV − Used if the EHSI has failed. − Data from opposite side are
−The EHSI display is then then displayed.
transferred to the EADI and − Both sides EADI and EHSI
changed to composite format. will thus be supplied with
the same attitude and heading
NORM −Normal operation. information.
− Switched side will display XATT
HSI REV − Used if the EADI has failed. and XHDG in yellow on EFIS.
−The EADI display is then − DCP functions as normal.
transferred to the EHSI and NOTE
changed to composite format. If switching directly from DRIVE XFR to
XSIDE DATA, initialization will take 10−15
Set switch towards operating display. s before full information is displayed.
A27880
Fig. 2 EFIS switches (left side shown) − controls and lights
15/1.1 S
PAGE 3
Sep 30/15

Description
A B
A NAV SOURC SELECTION PUSHBUTTONS C COURSE HEADING PANEL

CRS 1 HDG CRS 2
NAV S NAV S
L R
NAV SOURCE SELECTOR Pushbuttons. Course selector.

−The NAV S Left respective Right pushbuttons Selected course indicated on EHSI.
are used to couple left or right navigation
source to the FD/AP.
−Pushbutton illuminates in green when selected.
B CENTRAL WARNING PANEL AVIONICS caution light.

Comes on flashing when EFIS comparator cau-
tion is triggered or when either EFIS test switch
L FIRE R FIRE
DET FAIL
FUEL ELEC
DET FAIL
is actuated. Reverts to steady when MASTER
ICE CAUTION is reset.
PROT
Goes out when difference between the sys-
BRK ON UNARMED tems is reduced to be within limit.
INOP AVIONICS
VENT NOTE: All comparator cautions are inhibited
L STALL GUST PUSHER R STALL when either EFIS switch is in DRIVE
XFR position. Pitch, Roll and Heading
comparator caution is inhibited when
either EFIS switch is in XSIDE DATA.
A27883
Fig. 3 NAV source pushbuttons, Central Warning Panel and CHP − lights and controls
15/1.1 S
PAGE 4
Sep 30/15

Description
DRIVE DRIVE
XFR XFR
L R
DRIVE XFR DRIVE XFR
N N
O O
R R
M M
L XSIDE DATA XSIDE DATA R
EADI EADI
L/R DATA BUS 2
L DPU R DPU
C C
L O R
D O D
ADI REV D D D D N ADI REV
I N I
N I R I R T N
S T S
O S I S I R O
P R P
R P V P V O R
L O L
M L E L E L M
A L A
A R A R L
HSI REV Y L Y HSI REV
Y Y E
E
R R
1 1
L DATA R DATA
L L L R R R
EHSI DCP AHC AHC DCP EHSI
1 DATA: Airspeed, FD/AP, Navigation, Radar, Radio alt.
2 L/R DATA BUS: Communication between LH and RH side

with FD/AP, Navigation and system data.
A31986
NOTE: Switches and relays in NORM position.
Fig. 4 EFIS switches − schematic
15/1.1 S
PAGE 5
Sep 30/15

Description
15/1.1 S
PAGE 6
Sep 30/15

Description
1. GENERAL puter, the Display Processor Unit (DPU) which exe-

cutes the order by generating the necessary signals
The Electronic Flight Instrument System, EFIS, is
to display the required information.
as the name implies a system that uses cathode
ray tubes (CRT) for displaying such flight and navi- There are two such systems installed and they are
gation data normally found on the Attitude Director interconnected with a third similar system consisting
Indicator (ADI) and the Horizontal Situation Indica- of the Multifunction Display unit (MFD) with its own
tor (HSI). Consequently, the corresponding elec- Multifunction Processor Unit (MPU). The MFD/MPU
tronic display tubes are called EADI (E=Electronic) has crosstalk channels with both DPU and can
and EHSI. serve as a standby for a failing DPU (DRIVE XFR).
The system interconnect also provides transfer of
Type of display information is selected via the Dis-
data from one side to the other in case of one side
play Control Panel (DCP). The DCP controls a com-
data failure (XSIDE DATA).
L EFIS R EFIS
L EADI MFD R EADI
Switches Switches
L EHSI DPU 1 MPU MPU MPU DPU 2 R EHSI
Crosstalk
L DPU MPU R DPU

Data Data
Aircraft * Aircraft *
systems 1 systems 2
Weather
Radar
L DCP CHP R DCP
* See 2.1 on page 2
Fig. 1 EFIS with Multifunction Display, MFD − schematic
15/1.1 O
PAGE 1
Sep 30/15

Description
2. MAIN COMPONENTS AND SUBSYSTEMS Multifunction Display unit (MFD) with display data
but can also be used as a spare for any DPU. In
2.1 Display Processor Unit, DPU such a case it is switched in by the EFIS switches
(DRIVE XFR).
The DPU receives data from the digital data busses
as well as from the analogue data busses. It selects 2.4 Multifunction Display unit, MFD
data required for the displays and transfers them to
an output circuitry that generates right type of al- The technique to produce the picture is the same as
phanumerical text, symbols and color combinations for the EADI/EHSI. However, this display unit is pro-
needed for the selected displays. vided with several switches and pushbuttons for
control and selection of displayed information.
The following systems interface with the DPU by
digital/analogue busses for display of their informa- 2.5 Display Control Panel, DCP
tion.
The two panels, one for each side are used to se-
− Radio altimeter . . . . Radio height, DH. lect and control the information displayed on the
− Air data computer . . Airspeed, altitude, TAS, EADI and EHSI.
SAT 2.6 Course Heading Panel, CHP
− VOR/ILS/MB . . . . . . VOR/LOC/GS devi-
The Course Heading Panel is used to select desired
ations VOR course.
heading and also to set selected course (CRS 1
Marker Beacon
and CRS 2), displayed on EHSI.
− DME . . . . . . . . . . . . . Distance, Ground
Speed, Time To Go 2.7 EFIS switches
− ADF . . . . . . . . . . . . . . ADF bearings There are two EFIS switches on each EFIS panel
− AHRS . . . . . . . . . . . . Pitch− and roll attitudes, (Overhead panel). These switches are used in case
magnetic heading of system failure. The displayed information on the
− FD/AP . . . . . . . . . . . . Mode annunciation, FD EADI and EHSI can be switched to one of either
command bar (EADI or EHSI) as composite mode information if
any EADI/EASI should fail (ADI REV/HSI REV).
− Weather radar . . . . . Radar display.
They can also transfer opposite side data to onside
− RNAV 1) . . . . . . . . . . Distance, Ground if onside data should fail (XSIDE DATA). If the drive
speed, Time To Go and signals (DPU) for the EADI/EHSI fails on any side,
Lateral deviation the MPU can provide drive signals (DRIVE XFR).
− VNAV 1) . . . . . . . . . . . Vertical deviation. The left side switches are used to preserve displays
on left side EADI/EHSI and vice versa.
1) If installed.
2.8 Nav source selection pushbuttons
2.2 Flight displays, EADI, EHSI
Two pushbuttons, NAV S L and NAV S R, are lo-
The Flight display instruments are cathode ray
cated on the glareshield panel. They are used to
tubes (CRT). They have three electronic guns, one
select left or right nav source for the FD/AP, dis-
for each basic color, red−blue−green, which, when
played on EADI (FD command bar and modes).
combined, give the desired color and display sym-
bols. 2.9 EFIS test panel
2.3 Multifunction Processor Unit, MPU Two switches (EFIS 1 and 2) located on the over-
head panel are used to test various functions on
The MPU functions in the same way as the DPU
EFIS.
described above and normally it furnishes only the
15/1.1 O
PAGE 2
Sep 30/15

Description
B B
A DRIVE TRANSFER LIGHT
DRIVE
XFR
DRIVE XFR light (amber).

A A Comes on when EFIS switch on associated side
is in DRIVE XFR position.
B EFIS SWITCHES
WIPER EFIS
OFF
PARK LOW
DRIVE XFR
H
I
DRVE XFR/NORM/XSIDE DATA switch.
N
G O
H R
M DRIVE XFR − Used if the video signals from
XSIDE DATA
own DPU fails (EADI and EHSI
ADI REV
goes blank). Video signals are
then provided from the MFD,
N
O EADI pictures on both MFD and
R
M
EHSI will be the same.
HSI REV − DRIVE XFR light on associated
side comes on.
− DCP functions as normal
NORM − Normal operation.
XSIDE DATA − Used if attitude and/or heading

ADI REV/NORM/HSI REV switch. data fails.
− Data from opposite side are
ADI REV −Used if the EHSI has failed. then displayed.
−The EHSI display is then − Both sides EADI, EHSI and
transferred to the EADI and MFD will thus be supplied with
changed to composite format. the same attitude and heading
information.
NORM −Normal operation. − Switched side will display XATT
and XHDG in yellow on the
HSI REV −Used if the EADI has failed. EADI/EHSI.
−The EADI display is then − DCP functions as normal.
transferred to the EHSI and NOTE
changed to composite format. If switching directly from DRIVE XFR to
XSIDE DATA, initialization will take10−15
Set switch towards operating display. s before full information is displayed.
A27886
Fig. 2 EFIS switches (left side shown) − controls and lights
15/1.1 O
PAGE 3
Sep 30/15

Description
A B
A NAV SOURC SELECTION PUSHBUTTONS C COURSE HEADING PANEL

CRS 1 HDG CRS 2
NAV S NAV S
L R
NAV SOURCE SELECTOR Pushbuttons. Course selector.

−The NAV S Left respective Right pushbuttons Selected course indicated on EHSI.
are used to couple left or right navigation
source to the FD/AP.
−Pushbutton illuminates in green when selected.

AVIONICS caution light.
L FIRE R FIRE Comes on flashing when EFIS comparator cau-
FUEL ELEC tion is triggered or when either EFIS test switch
DET FAIL DET FAIL
ICE is actuated. Reverts to steady when MASTER
PROT CAUTION is reset.
BRK ON UNARMED Goes out when difference between the systems
A−SKID AVIONICS
INOP AVIONICS
VENT
DOORS is reduced to be within limit.
FAIL LOCK SYSTEM FAIL NOTE: Pitch, Roll and Heading comparator
caution is inhibited when either EFIS
switch is in XSIDE DATA position.
A27888
Fig. 3 NAV source pushbuttons, Central Warning Panel and CHP − lights and controls
15/1.1 O
PAGE 4
Sep 30/15

Description
DRIVE DRIVE
XFR XFR
L R
DRIVE XFR DRIVE XFR
N N
O O
R R
M M
L XSIDE DATA XSIDE DATA R
EADI EADI
L DPU R DPU
L/R DATA BUS 2
C C
L O
R
D MPU MPU O
ADI REV N D D D D D ADI REV
I I N
N T I R I R N
S S T
O R S I S I O
P P R
R O P V P V R
L L O
M L L E L E M
A A L
L A R A R
HSI REV Y Y L HSI REV
E Y Y
E
R R
1 1
L DATA R DATA
L DATA
L L L DISPLAY 1 R R R
MFD DRIVER
EHSI DCP AHC AHC DCP EHSI
R DATA
1 DATA: Airspeed, FD/AP, Navigation, Radar, Radio alt.
2 LH/RH DATA BUS: Communication between LH and RH side

with FD/AP, Navigation and system data.
A31987
NOTE: Switches and relays in NORM position.
Fig. 4 EFIS switches − schematic
15/1.1 O
PAGE 5
Sep 30/15

Description
15/1.1 O
PAGE 6
Sep 30/15

Description
De−clutter pushbutton.
DTA (Data).
− When pushed GSP, TTG, TAS crosside DME
and NAV data are removed from the EHSI.
DH (Decision Height) knob. INT (Intensity) control knobs. − Next push restores data.
Knob out: Small knob controls the brightness of the EADI display.
− DH readout is blanked when above Large knob controls the brightness of the EHSI display.
2500 RALT. SELECT switch (RNAV selector).
− Not possible to set DH. The multiposition rotary switch is used to select
Knob in: between VOR/ILS and RNAV as navigation
− DH readout displayed. source, to be displayed on the EHSI:s. When
− DH is set by rotating the knob. turned left or right, each step gives VOR/ILS
Range 0−999 ft. B DISPLAY CONTROL PANEL − LRN 1 − VOR/ILS − LRN 1....and on. Only the
switch on the LH DCP and if RNAV installed.
Not used and no effect if operated in aircrafts
RA TST (Radio Altimeter Test) pushbutton. without RNAV.
B B When momentarily pressed and held:
DH INT SECTOR SELECT
− Radio height 50 ft on EADI. ADF pushbutton.
DTA
− Flashing DH annunciation in yellow on EADI. BRG (Bearing)
A TEST 2 PANEL (EFIS TEST) − DH light comes on steady. ROSE RR
BRG − When pushed ADF bearing pointer is
The RA test is inhibited when: removed from the EHSI.
TEST 2 − FD/AP engaged in NAV or APPR mode. RA
FD ET DEV
2ND
− Next push restores the pointer.
PROP OVSP TST CRS
L R L GEN R − EADI/EHSI in test mode.
OVV
FD (Flight Director) pushbutton. 2ND CRS (Second Course) pushbutton.

GDN
ENG OVSP AIR DATA EMER PWR L AHRS R − When momentarily pushed the FD command When selected, the opposite side selected
A
bars are removed from the EADI. course pointer comes up on own EHSI as a
− Next push restores the command bars. dashed pointer.
L R 1 EFIS 2 RUD LIM CAB PRESS − With FD/AP in approach mode the bars can − 2ND CRS on LH DCP, LH EHSI displays:
B not be removed. NAV 2 dashed course pointer in green.
Ref. AOM 3.1. − 2ND CRS on RH DCP, RH EHSI displays:
NAV 1 dashed course pointer in cyan.
ET (Elapsed Time) pushbutton. Mode Selector
EFIS test switches. Controls elapsed time displayed on the EHSI. Selects different types of compass presentation on EH-
When pressed and held: − First push starts the chronometer. SI. MAP mode pushbutton.
− ”TEST” is displayed on the correlated − Second push stops the chronometer and DEV, Deviation − MAP mode.
EADI/EHSI. displays elapsed time as long as the button ROSE − 360 compass rose is displayed. When in SECTOR or RR mode and:
− AVIONICS light on CWP and MASTER is pushed. SECTOR − A compass sector of 80 is displayed. − Pushed, VOR deviation indication displayed
CAUTION comes on. − The chronometer is reset when button is There are 6 sector positions corre− on EADI and map mode presentation dis−
− Fixed offsets are displayed for pitch,roll released. sponding to the ranges 5, 25, played on EHSI comes on.
and heading on EADI/EHSI. 100, 200, 300 and 600 NM. The − Next push restores the standard VOR course
− Comparator warnings are displayed the range circle shows half distance of pointer on EHSI and the VOR deviation indi−
first 4 seconds. selected range. tion on EADI goes out.
− Red flags will be displayed when switch RR − A compass sector of 80 with weather
is held 4 seconds or more. radar presentation. The range circle is
Reset is performed by releasing the test- controlled from the radar panel.
switch.
C0738
Fig. 5 Display Control Panel, DCP, and EFIS test switches − controls
15/1.1
PAGE 7
Sep 30/15

Description
15/1.1
PAGE 8
Sep 30/15

Description
A EADI NORMAL DISPLAY

DR; Dead Reckoning in NAV mode only. When Roll attitude scale in white. AOM 15/8.1.
overflying a VOR−station (cone of confusion)
FD/AP will hold present heading. This is annun-
FD/AP captured vertical mode annunciation in
ciated with a yellow DR.
green. AOM 3.1.
FD/AP captured lateral mode annunciator in-

FD/AP armed vertical mode annunciation in
green. At capture, flashes for 5 s then steady.
white. AOM 3.1.
AOM 3.1.
Glideslope deviation. Moving GS pointer in cyan

FD/AP armed lateral mode annunciator in withe. HDG DR 170 IAS for LH, green for RH. Index in white. If system
AOM 3.1. LOC 1 NA GS
fails or no GS reception, pointer turns to red
AP 20 20 ALTS
flag, flashes for 10 s then steady. Excessive de-
YD
AP, AutoPilot engage/disengage annunciator in F 10 10
viation is indicated by pointer flashing between
A A white. Green when AP engaged, red and flash- DH yellow and normal color. AOM 3.1.
ing at AP disengagement. AOM 3.1. B/C
10 10
B/C, Back Course annunciator in yellow.
YD, Yaw Damper annunciator in yellow. S Comes on and replaces GS pointer and GS scale
Comes on at YD disengagement. AOM 3.1. 20 20
M 680 in case of ILS back course. AOM 15/3.1.
BLUE SKY DH200
Fast−slow speed indication. Moving diamond Radio altitude in green. AOM 15/7.1.
shaped pointer in green, index in white
1 dot = 5 kts, Fast or Slow index = 10 kts. If speed
source fails, pointer turns red, flashes for 10 s then Selected Decision Height in green. AOM 15/7.1.
steady. (Option). AOM 3.1 and AOM 12/1.1.
20 20 Marker annunciation. M in white, MM in yellow
DH annunciatior in yellow. Comes on when radio and OM in cyan. AOM 15/3.1.
10 10
height < selected Decision Height. Flashes for
10 s then steady. Goes off below 5 feet RALT. Aircraft symbol in black with withe board.
10 10
AOM 15/7.1.
Localizer deviation. Moving runway symbol
20 20 in cyan for LH, green for RH. Index in white. Aircraft Slip / skid indicator. Black ball with
FD, Flight Director command bar in magenta. normal position index.
If system fails or no LOC reception, runway
FD bar disappears when FD failures occurs.
symbol turns to red flag, flashes for 10 s
AOM 3.1.
then steady. Excessive deviation is indic-
ated by pointer flashing between yellow NOTE: LOC and GS displays are only in view
Pitch attitude scale in white. AOM 15/8.1. and normal color. AOM 15/3.1. when an ILS frequency selected.
BROWN EARTH
A26836
Fig. 6 EADI normal display − symbols and colors
15/1.1
PAGE 9
Sep 30/15

Description
15/1.1
PAGE 10
Sep 30/15

Description
EADI FLAGS AND WARNINGS
Fast−slow speed flag in red. Comes on if speed DPU warning in red. Comes on if Display Mistrim annunciator in yellow. Comes on if aileron,
source fails, flashes for 10 s then steady. Processor Unit fails, flashes for 10 s then steady. elevator or rudder mistrim detected. AOM 3.1.
AOM 3.1 and AOM 12/1.1.
Attitude warning in red. Comes on if AHRS
attitude fails, flashes for 10 s then steady.
AOM 15/8.1.
Glideslope flag in red. Comes on in case of

STIM, AHRS in Stimulus Test, annunciator
glideslope failure or no station reception, flashes
in red. On ground only AOM 15/8.1.
for 10 s then steady. AOM 15/3.1. STIM
TEST
DPU
G
Flight Director flag in red. Comes on in case of TEST annunciator in red. Comes on when
ATT
S
P
S flight director failures. Flashes for 10 s then corresponding EFIS test switch used.
D steady. AOM 3.1.
RUD
FD
PITCH AIL
XDTA RA
ROLL
GSRA EL XATT XATT, crosside attitude annunciation in
LOC Radio Altimeter flag in red. Comes on if radio LOC yellow, comes on when XSIDE DATA (switch)
DCP
altimeter fails, flashes for 10 s then steady. seleted and data provided from opposite
AOM 15/7.1. Attitude Heading Reference System (AHRS).
DCP caution in yellow. Comes on if Display

Control Panel fails, flashes for 10 s then steady.
Localizer flag in red. Comes on in case of local-

izer failure or no station reception, flashes for
10 s then steady. AOM 15/3.1.
XDATA, crosside data flag in red. Comes on if Comparator caution in yellow. Comes on flashing
crosside data bus fails; opposite side’s informa- if pitch, roll, glideslope, localizer or radio altime-
tion not available, flashes for 10 s then steady. ter comparator error detected, reset by master
caution button AOM 15/3.1, 15/7.1 and 15/8.1.
A26837
Fig. 7 EADI flags and warnings − symbols and colors
15/1.1
PAGE 11
Sep 30/15

Description
15/1.1
PAGE 12
Sep 30/15

Description
EADI/EHSI COMPOSITE MODE
HDG 170 IAS

LOC 1 GS Pitch scale.
AP 20 20 AOM 15/8.1.
F 10 10
S
OM 1250 Heading bug.
DH200 AOM 15/8.1.
Compass sector.
 40 of the compass rose is displayed.
AOM 15/8.1.
A26702
Fig. 8 EADI/EHSI composite format − symbols
15/1.1
PAGE 13
Sep 30/15

Description
15/1.1
PAGE 14
Sep 30/15

Description
Static air temperature in white. If system

fails, readout turns to red dashes, flashes A EHSI (R) NORMAL DISPLAY − ROSE MODE
for 10 s then steady. AOM 12/1.1.
Heading, bug in magenta. AOM 15/8.1. Magnetic heading index in white.
True airspeed in white. If system fails, AOM 15/8.1.
readout turns to reed dashes, flashes for 10 s
then steady. AOM 12/1.1. Elapsed time in white. Time in minutes and
seconds, after 1 hour time in hours and
DME Ground Speed in cyan for LH and green minutes. Controlled by ET button on DCP.
for RH. Dashes in normal color if no readout In case of failure, readout turns to red
displayed. If system fails, red dashes comes on, dashes flashes for 10 s then steady.
flashes for 10 s then steady. AOM 15/4.1.
DME Time To Go in cyan for LH, green for RH.
ADF relative bearing pointer in magenta. If Dashes in normal color if no readout dis−
system fails or no reception pointer parks TAS 165 + 7 C T ET 23:00
played. If system fails, red dashes comes on,
GSP 134
in 3 o’clock position turns red, flashes for TTG 5.0
flashes for 10 s then steady. AOM 15/4.1.
A A 10 s then steady. AOM 15/2.1.
G/S
Weather radar target alert annunciator in
DCP NAV, selected course pointer.
yellow. Comes on when Target alert selected.
NAV1 − single pointer, NAV2 − double pointer. XHDG
DH INT SECTOR SELECT B/C
AOM 15/5.1.
DTA
LH side − NAV1 in cyan, NAV2 green and ANG
dashed pointer (2:nd course).

Glideslope deviation. Moving GS pointer in
BRG RH side − NAV2 in green, NAV1 cyan and 164 282
ROSE RR cyan for LH, green for RH. Index in white. If
RA 2ND dashed pointer (2:nd course). VOR 1 VOR 2
FD ET DEV D 37.6 D 34.5H system fails or no GS reception, pointer turns
TST CRS Second course − 2ND CRS button on DCP.
to red flag, flashes for 10 sec then steady.
AOM 15/3.1.
Excessive deviation is indicated by pointer
flashing between yellow and normal color.
Mode selector in ROSE position. XHDG, crosside heading annunciation in
AOM 15/3.1.
yellow, comes on when XSIDE DATA selected
and data provided from opposite Attitude
Heading Computer (AHC). B/C, Back Course anunciator in yellow.
Comes on and replaces GS pointer and GS
T ET 23:00 scale in case of ILS back course. AOM 15/3.1.
TTG 5.0 Vertical NAV deviation scale. ANG.
Moving vertical path pointer Angular means that the displayed deviation
in cyan for LH and green for represents the angle between aircraft and To−From indication. Disappears when NAV
VNV
RH, scale in white. If system selected radial for VOR/LOC. flagged. AOM 15/3.1. No To−From indication
fails or becomes invalid, LIN. on second course pointer.
B/C
pointer turns to red flag, Linear means that the displayed devation
flashes for 10 s then steady. represents the distance (cross track) VOR/LOC deviation bar and scale. The bar
AOM 3.1. (Option) between aircraft and desired track, unaf- disappears when NAV flagged. Excessive
282
fected of distance to waypoint. deviation is indicated by bar flashing be−
LOC 2 tween yellow and normal color. AOM 15/3.1.
D 34.5H For RNAV if installed.
DME Distance (NM) in cyan for LH, green
Navigation source flag with corresponding for RH. Dashes in normal color if no DME
selected course. NAV1 in cyan, NAV2 in reception. If systems fails, red dashes NOTE: GS or VNAV display are only in
green. If system fails or no reception flag comes on, flashes for 10 s then steady. view when selected.
turns red, flashes for 10 s then steady. DME HOLD indicated by yellow D and H.
AOM 15/3.1. AOM 15/4.1.
A26827
Fig. 9 EHSI normal display (right side shown) − symbols and colors
15/1.1
PAGE 15
Sep 30/15

Description
15/1.1
PAGE 16
Sep 30/15

Description
EHSI FLAGS AND WARNINGS
Heading warning and comparator caution.

Heading comparator caution in yellow, comes
on flashing if heading disagreement appears
between the two AHC. Steady yellow after
DCP caution in yellow.
reset by master caution button.
Comes on if Display Control Panel fails,
Heading warning in red, comes on if heading
flashes for 10 s then steady. SAT, static air temperature flag and TAS,
fails, flashes for 10 s then steady.
true airspeed flag in red. Comes on if ADC
AOM 15/8.1.
(Air Data Computer fails, flashes for 10 s
then steady. AOM 12/1.1.
ET, Elapsed Time flag in red.

Comes on if timer fails, flashes for 10 s then
steady.
HDG C
STIM, AHRS in Stimulus Test, annunciator TAS
GSP
ET
TTG
in red. On ground only. AOM 15/8.1. DPU warning in red.
STIM Comes on if Display Processor Unit fails,
G/S VNV
Glideslope flag in red, comes on in case of DPU flashes for 10 s then steady.
TEST glideslope failure or no station reception, V
N
G
S flashes for 10 s then steady. AOM 15/3.1. A
VNAV flag in red.
V
Comes on if vertical NAV fails or becomes
TEST annunciator in red, comes on when invalid, flashes for 10 s then steady.
corresponding EFIS test switch used.
DCP AOM 3.1. (Option)
VOR 1 VOR 2
D XDTA
XDTA, crosside data flag in red.

Aircraft symbol in white. Comes on if crosside data bus fails; oppo−
site side’s information not available, flashes
for 10 s then steady.
Navigation source flag in red, comes on DME flag in red.

if NAV1 or NAV2 fails or no reception, Comes on if DME fails, flashes for 10 s then
flashes for 10 s then steady. AOM 15/3.1. steady. AOM 15/3.1. NOTE: GS or VNAV display are only in view
when selected.
A26828
Fig. 10 EHSI flags and warnings − symbols and colors
15/1.1
PAGE 17
Sep 30/15

Description
15/1.1
PAGE 18
Sep 30/15

Description
NORMAL SECTOR MODE

Heading bug, outside scale. Expanded compass rose in white. Will show
When selected heading is outside expanded  40 from actual heading. AOM 15/8.1.
scale the Heading bug and figures will be
beside the scale.
TAS 193 − 19 C T ET 02:23 In SECTOR mode with 2ND CRS selected, the
GSP 165 TTG 5.0
range arc is a dashed white line. Distance in
015 Nm shows half of selected range set by any
G/S Mode selector in any of the six SECTOR of the six SECTOR positions 5, 25, 100, 200,
ANG positions. 300 and 600 Nm.
In RADAR mode with 2ND CRS selected, the
range arc is a solid cyan colored line.
TO
SECTOR MODE WITH SECOND COURSE
103 050
LOC 1 VOR 2
D 12.4 D 34.0
TAS 193 − 19 C T ET 02:23

DCP GSP 165 TTG 5.0
015
TO of FR (from) indication. DH INT SECTOR SELECT G/S
Disappears when NAV flagged. AOM 15/3.1. DTA ANG
ROSE RR ARN
BRG
SECTOR MODE WITH WEATHER RADAR
RA 2ND TO 12.5
FD ET DEV 103 050
TST CRS
Selected radar mode; MODE knob on weather LOC 1 VOR 2
D 12.4 D 34.0
radar panel. AOM 15/5.1.
TAS 193 − 19 C T ET 02:23

GSP 165 TTG 5.0
015
G/S
Mode selector in RR position. Momentarily press 2ND CRS, second course With 2ND CRS selected, the second NAV
ANG
selected. source will be displayed as an octagonal symbol
together with the ident code if the NAV
ARN
source is a VOR/DME and as a star symbol
WX
without ident code if the NAV source is an
103
TO 12.5
050 RNAV waypoint (if installed).
LOC 1 VOR 2 No display if the selected NAV source is
D 12.4 D 34.0
only a VOR.
Range arc in cyan when controlled by the
wheather radar, RANGE knob on weather
radar panel. Distance in NM indicates half
of selected radar range. AOM 15/5.1.
Radar echo display in cyan, green, yellow,
red and magenta.
A26829
Colors depends on selected radar mode.
AOM 15/5.1.
Fig. 11 EHSI − sector mode (left side shown)
15/1.1
PAGE 19
Sep 30/15

Description
15/1.1
PAGE 20
Sep 30/15

Description
INTRODUCTION OF MAP MODE

Compared with a standard VOR pointer with deviation bar, the MAP mode offers a visual presentation on the
EHSI which can also include weather radar presentation.
The MAP mode displays the received VOR/DME stations distance and radial as an octagonal shaped symbol
in RHO−THETA position (distance and radial) with respect to the aircrafts actual position.
The selected NAV/DME:s station ident code will be displayed next to the station symbol.
A courseline is drawn solid on the TO side of the VOR symbol and dashed on the FROM side.
The VOR deviation indication displayed on the EADI is similar to a standard VOR deviation bar i.e. full devi-
ation scale equal to 10 degrees.
If RNAV Installed and displayed in MAP mode, the RNAV determined waypoint will be presented as a star
shaped symbol but without any ident code.
The RNAV waypoint symbol will also start to flash prior to waypoint passage.
By adding weather radar information to the MAP mode, the flight path may be planned with respect to current
weather situation.
The MAP mode may also be used to visually set up a proper intercept point to next VOR.
IMPORTANT In MAP mode, the station symbol with courseline and ident code will not be displayed if:
a. Selected NAV source is only a VOR or only a DME station (both VOR and DME required).
b. DME is set to DME HOLD.
15/1.1
PAGE 21
Sep 30/15

Description
15/1.1
PAGE 22
Sep 30/15

Description
L SIDE MAP MODE L DCP R DCP

DH INT SECTOR SELECT DH INT SECTOR SELECT
R SIDE MAP MODE
DTA DTA
HDG 170 IAS
20 20 BRG BRG
ROSE RR ROSE RR HDG 170 IAS
RA FD ET 2ND RA FD ET 2ND 20 20
DEV DEV
F 10 10 TST CRS TST CRS
F 10 10
10 10
1 6 2 1 2 11
S
20 20 DH 200
MAP MODE ENTRY S 10 10
1 Set mode selector in any of the six

20 20 DH 200
SECTOR positions.
10
2 Enter MAP mode by momentarily push
4 DEV button.
3 The range arc is controlled by the sector MAP MODE
positions; 5, 25, 100, 200, 300, 600 Nm 10 VOR2 deviation symbol, full scale equal
MAP MODE to  10 degrees. VOR red flag if VOR/DME
and indicates half of the selected
distance. not invalid, flashes for 10 seconds then
TAS 193 -19C
T ET 02:23
steady.
GSP 182 TTG 19.0
015 MAP MODE DISPLAY

4 VOR1 deviation symbol, full scale equal MAP MODE WITH SECOND COURSE
MAP MODE WITH SECOND COURSE
to  10 degrees. VOR red flag if VOR/DME 11 Momentarily press the 2ND CRS button.
ANG not valid, flashes for 10 seconds then TAS 193 -19C
T ET 02:23
steady. 12 Second NAV source (VOR1/DME1 on RH side) GSP 140 TTG 32.0
5 VOR1/DME1 station presentation with ident station presentation with ident code and
ARN 50 3 code and courseline. Solid line is TO in− courseline.
015
ARN
092
VOR 1 VOR 2
160
dication, dashed line is FROM indication.
D 45.5 D 63.2 The VOR/DME station is displayed as an 13 VOR2/DME2 station presentation with ident
ANG
5 octagonal shaped symbol. If the VOR/DME code and courseline. KEW
station is off scale the line is drawn with an

50
arrow pointing toward the VOR/DME station ARN
and with the station ident written on the line. IMPORTANT

092 160
MAP MODE WITH WEATHER RADAR Set course with CRS knob as normal.
VOR 1
D 45.5
VOR 2
D 63.2
In MAP MODE, the deviation symbol and the

TAS 193 -19C
T ET 02:23
MAP MODE WITH WEATHER RADAR station symbol with courseline will not be
GSP 182 TTG 9.0
6 Mode selector in RR position. displayed if:
015
7 7 Radar echo display in cyan, green, yellow,
red and magenta. A Selected NAV source is only a VOR or only
a DME station 12 13
Colors depends on selected radar mode.
ANG
8 Range arc in cyan when controlled by the B DME is set to DME HOLD.
WX
8 weather radar panel. NOTE: When a Localizer has been selected
12.5
Distance in Nm indicates half of selected C No reception or if VOR/DME fails.
the EHSI automatically returns to
ARN
092 160 radar range. Sector Mode displaying a standard

VOR 1
D 10.3
VOR 2
D 53.6 9 Selected radar mode; MODE knob on weather VOR course pointer. When changing
radar panel. back to a VOR, the EHSI will then
return back to Map Mode.
9 Also see AOM 15/5.1.
C0760
Fig. 12 EADI/EHSI − map mode
15/1.1
PAGE 23
Sep 30/15

Description
15/1.1
PAGE 24
Sep 30/15

Description
MAP MODE − RNAV SELECTED
L DCP
HDG 170 IAS
20 20
F 10 10 DTA
BRG
ROSE RR
RA FD ET 2ND
10 10 DEV
S TST CRS
20 20 DH 200
RNAV deviation indication in from of a star LH DCP only.

shaped symbol. Turn SELECT knob until LRN 1 appears in the
LRN flag in red when RNAV not valid. left corneer of the EHSI. The RNAV can only
See KNS 660 PILOT’S GUIDE regarding be displayed as L NAV source, if installed.
deviation scale sensitivity.
MAP MODE − RNAV SELECTED
RNAV flag (LRN1) and course, Distance,

Ground Speed and Time To Go to next waypoint.
LIN, Linear RNAV deviation display.
TAS 193 −19C

T ET
GSP 182 02:23 RNAV next waypoint and course presentation
TTG 32.0 in cyan.
015
The waypoint is displayed as a star shaped
ARN
symbol. Solid line indicates TO waypoint and
dashed line indicates FROM waypoint. If the
waypoint is off the scale, the line is drawn with
LIN
an arrow pointing towards the waypoint.
The waypoint also flashes prior to waypoint
088
50 passage.
LRN 1 VOR 2
D 61.3 D 68.2
ALSO SEE AOM 15/9.1 RNAV.
VOR2/DME2 station presentation. IF RNAV IN-

STALLED.
A26830
Fig. 13 EADI/EHSI − Map mode, RNAV presentation (left side shown)
15/1.1
PAGE 25
Sep 30/15

Description
15/1.1
PAGE 26
Sep 30/15

Description
1 PWR, power button 8 Line advance pushbutton 11 CLR, clear pushbutton

Turns MFD ON or OFF provided L AVION switch is in Moves the cursor down the lines on PGE and EMG Resets all lines of the selected chapter to yellow.
ON position. Normally left in ON position. pages in order to confirm the information that has See Fig. 16 C.
been given. The line currently being considered is
2 RDR, read pushbutton cyan (the cursor). 12 Joystick
Enables weather radar information to be displayed. To scroll the pages within the selected chapter
See Fig. 16. Press the button to confirm and the color changes move Joystick DOWN for next page or UP for prior
to green (confirmed information) and cursor page. The Joystick will also scroll the chapter titles
3 NAV, navigation pushbutton moves to next line. Not confirmed lines are yellow. within the same method.
Enables navigation information to be displayed.
A See Fig. 15 A. If button pressed while cursor is on the last line of To scroll the chapters, Joystick to the RIGHT gives
present page, the display will change over to first the first page of next chapter and Joystick to the
4 RMT, remote pushbutton line on next page within selected chapter. LEFT gives the first page of prior chapter.
Enables presentation and selection of remote data in-
If the line being confirmed is the result of pressing (The Joystick is also used to locate and defined
formation from Collins Flight Management system.
the RCL button (recall of skipped lines), pressing waypoints for entry in Collins Flight Management
Not used in SAAB SF340.
the Advance button will confirm that line and ad- System. Not used in SAAB SF340.)
A MULTIFUNCTION DISPLAY, MFD 5 PGE, page and EMG, emergency pushbuttons vance the cursor to the next line that was skipped.
1 14 13 Line select pushbuttons
Enables presentation and selection of information di- Should all lines of information within the selected
vided into pages and chapters containing for example If PGE or EMG has been selected:
2 chapter have been confirmed, pressing the Ad-
A/C check lists and speed booklets etc. See Fig. 16 B. vance button will cause the display to scan through For selection of a certain chapter displayed adja-
3 all of the lines in the selected chapter and return to
6 DATA jack cent to the pushbuttons, press the appropriate line
4 page 1 of the selected chapter. button and the first page of the selected chapter
13 Entry jack for the Remote Data Programmer, RDP. RDP
5 will be displayed.
used for programming and revision of PGE and EMG in- The button also decreases NAV map range in NAV
formation. See Collins instruction book for MFD. mode when weather radar deselected (when radar The NAVAIDS displayed in NAV mode can be se-
selected, range controlled by weather radar pan- lected or deselected:
7 Line reverser pushbutton el). See Fig. 16 A and C.
Moves the cursor up the lines on PGE and EMG pages When NAV mode is displayed, press the upper line
without confirming the lines. Lines remains yellow if not RCL, SKP, CLR used on PGE and EMG pages button with the green boxed arrow pointing toward
6 12 already confirmed (green). only: it. The display will then show a menu of the avail-
7 8 9 10 11 If button pressed while cursor is on the first line of able NAVAIDS in green (selected) or white (dese-
present page, the display will change over to the last line 9 RCL, recall pushbutton
lected) color, adjacent to the line buttons.
of the previous page within the selected chapter. Recalls and displays the first page in selected
THE MFD CONTAINS 100 PAGES EACH LEAVING The button also increases NAV map range in NAV mode chapter with a skipped line, next push recalls next Select/deselect the NAVAIDS by pressing the
12 LINES WITH 20 CHARACTERS FOR PRO- when weather radar deselected (when radar selected, skipped line. See Fig. 16 C. appropriate line button. See Fig. 15 A−B, and
GRAMMING DATA. THE 100 PAGES ARE DIVIDED range controlled by weather radar panel).
BETWEEN PGE AND EMG BUTTONS. Fig. 16 B−C.
See Fig. 16 A and C. 10 SKP, SKIP pushbutton
ALL PROGRAMMING TO BE PERFORMED BY
If a line has to be skipped for later confirmation, 14 INT, intensity knob
THE AIRCRAFT OPERATOR. FOR PROGRAM-
MING INSTRUCTIONS SEE COLLINS INSTRUC- SKP moves the cursor down to the next line of in- Controls the brightness of MFD display.
TION BOOK FOR MFD. formation without confirming previous line
(skipped line remains yellow).
C0735
IF MFD INSTALLED.
Fig. 14 MFD functions
15/1.1
PAGE 27
Sep 30/15

Description
15/1.1
PAGE 28
Sep 30/15

Description
NAVIGATION MODE SELECTED
(3) NAV, navigation pushbutton
NORM T VOR1/DME1 in cyan. VOR in red and no NORM T VOR2/DME2 station presentation with ident
NAV
station presentation if flagged. NAV
code and courseline. Solid line is TO indication,
dashed line is FROM indication. The VOR/DME
station is displayed as an octagonal shaped
ARN KEW symbol. If the VOR/DME station is off scale the
ARN KEW
line is drawn with an arrow pointing toward the
VOR/DME and with the station ident writting on
150
the line. No display if selected NAV sourse is
CRS 085 ARN CRS 170 KEW
150 only av VOR.
CRS 085 ARN CRS 105 KEW
LRN
Selected course (CRS) or bearing (BRG) to

VOR2/DME2 station in green letters. The
Press line select button to enter the NAVAID station presentation disappears and VOR in
A menu. C red (flagged) comes on if no reception or if
system fails.
RNAV next waypoint and course presentation

in cyan. The waypoint is displayed as a star Press the NAV button to ENTER selected
NOR T shaped symbol. Solid line indicates TO way− NORM T NAVAID and return to NAV mode.
M point and dashed line indicates FROM waypoint. VOR 1
NAV
If the waypoint is off the scale, the line is drawn
with an arrow pointing toward the waypoint. The
waypoint also flashes prior to waypoint passage. ENTER
VOR 2
LRN in red and no waypoint presentation if (13) Line select pushbuttons
flagged.1)
LRN 1/LRN 2
NOTE
150
VOR BRG 105
The waypoint name is not displayed next
CRS 085
to the starshaped symbol, when using
the RNAV.
Press the appropriate line button to select

NAVAID:s.
B D
Bearing (BRG) to VOR 2 station. The MFD will Select LRN 1 for RNAV presentation. LRN 2
only display bearing to the VOR, when a VOR not used in SAAB SF340.1)
without DME has been selected.
NOTE
When a Localizer has been selected the MFD
will only display Localizer (LOC) flag. The colors of the symbols on the MFD are as If DRIVE XFR has been selected on any side, the
on the EHSI’s. MFD will then automatically display a copy of the
EHSI picture from that side where DRIVE XFR is
1) RNAV is optional. selected. The MFD will also inhibit the functions of
2) IF MFD INSTALLED. the MFD pushbuttons except for PWR and INT.
Numbers within brackets refer to the description on Fig. 14.
A26831
Fig. 15 MFD modes − presentations and controls
15/1.1
PAGE 29
Sep 30/15

Description
15/1.1
PAGE 30
Sep 30/15

Description
WEATHER RADAR MODE SELECTED
(2) RDR, read pushbutton

(5)
Weather radar mode annunciator.

NORM T NORM T
RDR
NAV
Target mode annunciator. CRUISE
DESCENT
(13) Line select pushbuttons
LANDING
150
VOR CRS 030 KEW Radar echo presentation in cyan, green, APPROACH
CRS 085 yellow, red and magenta. Colors depends
on selected mode. AOM 15/5.1.
A B Press the appropriate line button to

select a wanted chapter.
Range arc, withe in NAV and cyan in Radar

mode. Distance in NM shows half of
selected range. 7 − 8.
NORM T
APPROACH 7
ALTIMETER SET/CK
CAB PRESS FT SET
FUEL CKD
V SPEED SET
CAB SIGS/DOOR SET
X FEED/TRANS SHUT
N W STRG CLEAR
Cursor, controlled by pushbuttons (7 − 11).

C
7 8 9 10 11
1) Numbers within brackets refer to the description on Fig. 14.
IF MFD INSTALLED.
A26835
Fig. 16 MFD weather radar and program modes
15/1.1
PAGE 31
Sep 30/15

Description
15/1.1
PAGE 32
Sep 30/15

Description
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS G−17 EFIS DPU1

EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS G−16 EFIS L ADI
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS G−15 EFIS L HSI
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS G−14 EFIS L DCP
EFIS 2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS N−15 EFIS DPU2

EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS N−14 EFIS R ADI
EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS N−13 EFIS R HSI
EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS N−12 EFIS R DCP
MFD/MPU . . . . . . . . . . . . . . L AVIONIC BUS G−18 MFD (If MFD installed)

MFD/MPU . . . . . . . . . . . . . . L AVIONIC BUS G−19 MPU L PWR (If MFD installed)
15/1.1
PAGE 33
Sep 30/15

Description
15/1.1
PAGE 34
Sep 30/15

Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
− The EFIS system is switched ON/OFF by L and R AVION switches.

2. EFIS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
− DRIVE XFR/NORM/XSDE DATA switches and ADI REV/NORM/HSI REV

switches on both side windshield wiper panel.
3. INT knobs, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Sets required brightness on the EADI and the EHSI.

− Small knob controls the EADI and the large one the EHSI.
2.2 EFIS SYSTEM This test to be performed on ground only.

TEST
1. EFIS test switch 1 or 2 . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− 1 for left system, 2 for right system.

− TEST should be displayed on EADI/EHSI.
− AVIONICS light on CWP and MASTER CAUTION should come on.
− Pitch, roll and heading should show fixed positions.
− Comparator warning comes on the first 4 sec.
− After approx 4 seconds all flags should be displayed.
2. EFIS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− Flags should disappear.

− AVIONICS light and MASTER CAUTION should go out.
− TEST should go out.
− Pitch, roll and heading should go back to normal reading.
15/1.2 S
PAGE 1
Sep 30/15

Operation
2.3 EHSI DISPLAY 1. ROSE − SECTOR − RR selector, DCP . . . . . . . . . . . . AS REQUIRED

FORMAT
− ROSE gives a 360 compass rose.
− SECTOR gives a compass sector of 80. The 6 sector positions corresponds
to ranges 5, 25, 100, 200, 300 and 600 NM.
− RR (radar) gives the same sector as above but combined with a weather ra-
dar picture. The range is selected by the RANGE knob on the weather radar
panel.
2.4 FD COMMAND At power on, the FD command bars are activated and thus visible on the EADI.
BARS IN EADI They can, however, be removed if so desired (except in APPR, approach
mode).
1. FD pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− FD command bars are removed.

− Next push restores the FD command bars.
2.5 ELAPSED TIME Elapsed time can be measured and displayed on the EADI, in minutes and se-
conds for the first hour and thereafter in hours and minutes.
1. ET pushbutton, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
RELEASE
− The chronometer is started.

2. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− The chronometer is stopped and the elapsed time is displayed as long as the
button is held.
3. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− The chronometer is reset to zero and can be started again.
2.6 EHSI The information on the EHSI display can be reduced in such a way that unnec-
DECLUTTER essary information is removed.
1. DTA (Data) pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− GSP, TAS, TTG, Crosside DME and NAV data are removed from the EHSI.
− Next push restores the data.
15/1.2 S
PAGE 2
Sep 30/15

Operation
2.7 EHSI ADF 1. BRG (Bearing) pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS

POINTER
− The ADF bearing pointer is removed from the EHSI.
2.8 MAP MODE 1. DEV (Deviation) − MAP mode pushbutton . . . . . . . . . . PRESS
− When mode selector in SECTOR or RR mode, pressing the DEV button al-
lows presentation of VOR deviation indication displayed on EADI and MAP
mode indication displayed on EHSI.
− Next push restores the standard VOR course pointer on EHSI.
2.9 2ND COURSE Second NAV course (NAV 2 on LH side and NAV 1 on RH side) can be selected
and displayed on the EHSI.
In ROSE position
1. 2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Second course pointer comes on.

− Next push, second pointer disappears.
In SECTOR position
− Second NAV source comes on as an octagonal symbol together with sta-

tion ident code if the NAV source is a VOR/DME.
No display if the selected NAV source is only a VOR.
− On R EFIS only: if RNAV installed and in use, 2ND CRS will display the
RNAV waypoint as a star shaped symbol without ident code.
− Next push, second NAV source disappears.
In SECTOR position with map mode selected (DEV button)
− Second NAV source comes on as an octagonal symbol with course line

and station ident code if the NAV source is a VOR/DME.
(Cont’d)
15/1.2 S
PAGE 3
Sep 30/15

Operation
(Cont’d)
RNAV waypoint as a star symbol with course line without ident code.
2.10 SELECT The multiposition rotary switch is used to select between VOR/ILS as naviga-
(on L DCP and tion source.
only if RNAV is 1. SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN L or R
installed)
− Each step the switch is turned gives VOR/ILS....LRN 1....
VOR/ILS....LRN 1 ..... and on.
− LRN 1 is the RNAV source flag.
− No effect if operated in none RNAV equipped aircraft.
15/1.2 S
PAGE 4
Sep 30/15

Operation
3.1 POWER SUP- INDICATIONS

PLY FAILURE No displays on EADI and EHSI and/or DCP inoperative.
ACTIONS
1. CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− System 1: G−17 / DPU 1

G−16 / L ADI
G−15 / L HSI
G−14 / L DCP
− System 2: N−15 / DPU 2
N−14 / R ADI
N−13 / R HSI
N−12 / R DCP
3.2 EADI OR EHSI INDICATIONS

FAILURE Total loss of presentation (black screen), blurred or distorted picture on the L/R
EADI or L/R EHSI.
ACTIONS
Switch over to composite mode.
EADI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . HSI REV
If composite mode comes on without any failure
2. CB for the failed EADI . . . . . . . . . . . . . . . . . . . PULL
If failure remains when in composite mode
2. EFIS switch (HSI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE

XFR
− Failed side’s EADI/EHSI are now driven by the opposite DPU and con-
trolled by the opposite DCP.
− Brightness is controlled by the own DCP.
(Cont’d)
15/1.2 S
PAGE 5
Sep 30/15

Operation
(Cont’d)
− Left and right EADI/EHSI shows the same information.
− Comparator caution is inhibited.
− Switched side DRIVE XFR light comes on.
EHSI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . ADI REV
2. CB for the failed EHSI . . . . . . . . . . . . . . . . . . . PULL
2. EFIS switch (ADI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE
XFR
− Failed side’s EADI/EHSI are now driven by the opposite DPU and controlled
by the opposite DCP.
RULE BY THE THUMB

When switching ADI REV/HSI REV EFIS switch:
Always set switch towards operating CRT−display.
NOTE
In a case where a DPU has failed and also the associated CB has popped: XDTA
warning in red can or will appear on the EADI/EHSI when the applicable EFIS
switch is set to DRIVE XFR.
15/1.2 S
PAGE 6
Sep 30/15

Operation
3.3 EADI AND EHSI INDICATIONS

FAILURE Total loss of presentation (Black screen), blurred or distorted picture on both L
EADI/EHSI or R EADI/EHSI.
ACTIONS
Use the opposite sides DPU for driving the failed sides EADI/EHSI
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
− Failed side’s EADI/EHSI are now driven by the opposite DPU and controlled
by the opposite DCP.
NOTE
3.4 AHC DATA INDICATIONS

FAILURE On left or right side:
Attitude (sky and earth) and FD command bars disappears and ATT red flag
comes on on the EADI and/or HDG red flag comes on on the EHSI.
ACTIONS
Use the AHRS information from the opposite side for presentation on failed
side.
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . XSIDE DATA
− The opposite side’s AHRS is now supplying the same attitude and heading
information to both sides EADI and EHSI.
− Pitch and Roll comparator cautions are inhibited.
− Failed side EADI/EHSI displays XATT/XHDG in yellow.
− Crosscheck against standby instruments during the remaining flight.
− The autopilot is not possible to use.
15/1.2 S
PAGE 7
Sep 30/15

Operation
15/1.2 S
PAGE 8
Sep 30/15

Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
− The EFIS system is switched ON/OFF by L and R AVION switches.

2. EFIS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
− DRIVE XFR/NORM/XSDE DATA switches and ADI REV/NORM/HSI REV
switches on both side windshield wiper panel.
3. INT knobs, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Sets required brightness on the EADI and the EHSI.
− Small knob controls the EADI and the large one the EHSI.
2.2 EFIS SYSTEM This test to be performed on ground only.

TEST
1. EFIS test switch 1 or 2 . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− 1 for left system and MFD, 2 for right system.

− TEST should be displayed on EADI/EHSI.
− AVIONICS light on CWP and MASTER CAUTION should come on.
− Pitch, roll and heading should show fixed positions.
− Comparator warning comes on the first 4 seconds.
− After approx 4 seconds all flags should be displayed.
2. EFIS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− Flags should disappear.
− AVIONICS light and MASTER CAUTION should go out.
− TEST should go out.
− Pitch, roll and heading should go back to normal reading.
15/1.2 O
PAGE 1
Sep 30/15

Operation
2.3 POWER UP ON/OFF function is provided the MFD by the L and R AVION switches if the
MFD MFD PWR button is in ON position.
1. PWR button, MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS−ON
− Pressed in position is ON, button out is OFF.
− The button is normally always left in ON position so that ON/OFF is provided
by the L and R AVION switches. However, the MFD can be turned ON or OFF
as required.
For MFD operation, see detailed MFD description in the description section of
this chapter.
2.4 EHSI DISPLAY 1. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

FORMAT
− ROSE gives a 360 compass rose.
− SECTOR gives a compass sector of 80. The 6 sector positions corresponds
to ranges 5, 25, 100, 200, 300 and 600 NM.
− RR (radar) gives the same sector as above but combined with a weather ra-
dar picture. The range is selected by the RANGE knob on the weather radar
panel.
2.5 FD COMMAND At power on, the FD command bars are activated and thus visible on the EADI.
BARS IN EADI They can, however, be removed if so desired (except in APPR, approach
mode).
1. FD pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− FD command bars are removed.
− Next push restores the FD command bars.
2.6 ELAPSED TIME Elapsed time can be measured and displayed on the EADI, in minutes and se-
conds for the first hour and thereafter in hours and minutes.
1. ET pushbutton, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
RELEASE
− The chronometer is started.
2. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− The chronometer is stopped and the elapsed time is displayed as long as the
button is held.
3. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− The chronometer is reset to zero and can be started again.
15/1.2 O
PAGE 2
Sep 30/15

Operation
2.7 EHSI DECLUT- The information on the EHSI display can be reduced in such a way that unnec-
TER essary information is removed.
1. DTA (Data) pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− GSP, TAS, TTG, Crosside DME and NAV data are removed from the EHSI.
− Next push restores the data.
2.8 EHSI ADF 1. BRG (Bearing) pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS

POINTER
− The ADF bearing pointer is removed from the EHSI.
2.9 MAP MODE 1. DEV (Deviation) − MAP mode pushbutton . . . . . . . . . . PRESS

− When mode selector in SECTOR or RR mode, pressing the DEV button al-
lows presentation of VOR deviation indication displayed on EADI and MAP
mode indication displayed on EHSI.
− Next push restores the standard VOR course pointer on EHSI.
2.10 2ND COURSE Second NAV course (NAV 2 on LH side and NAV 1 on RH side) can be selected
and displayed on the EHSI.
In ROSE position:
− Second course pointer comes on.

− Next push, second pointer disappears.
In SECTOR position:
− Second NAV source comes on as an octagonal symbol together with sta-

tion ident code if the NAV source is a VOR/DME.
RNAV waypoint as a star shaped symbol without ident code.
(Cont’d)
15/1.2 O
PAGE 3
Sep 30/15

Operation
(Cont’d)
In SECTOR position with map mode selected (DEV button):
− Second NAV source comes on as an octagonal symbol with course line

and station ident code if the NAV source is a VOR/DME.
RNAV waypoint as a star symbol with course line without ident code.
2.11 SELECT The multiposition rotary switch is used to select between VOR/ILS as naviga-
(on L DCP and tion source.
only if RNAV is 1. SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN L or R
installed)
− Each step the switch is turned gives VOR/ILS....LRN
1....VOR/ILS....LRN 1 ..... and on.
− LRN 1 is the RNAV source flag.
− No effect if operated in none RNAV equipped aircraft.
15/1.2 O
PAGE 4
Sep 30/15

Operation
NORMAL PROCEDURES
APPENDICES
Attached pages are reprints of COLLINS INSTRUCTION BOOK for

MFD, containing MFD programming instructions.
15/1.2 O
PAGE 5
Sep 30/15

Operation
A9927
15/1.2 O
PAGE 6
Sep 30/15

Operation
A9928
15/1.2 O
PAGE 7
Sep 30/15

Operation
A9929
15/1.2 O
PAGE 8
Sep 30/15

Operation
A9930
15/1.2 O
PAGE 9
Sep 30/15

Operation
A9931
15/1.2 O
PAGE 10
Sep 30/15

Operation
A9932
15/1.2 O
PAGE 11
Sep 30/15

Operation
A9933
15/1.2 O
PAGE 12
Sep 30/15

Operation
A9934
15/1.2 O
PAGE 13
Sep 30/15

Operation
A9935
15/1.2 O
PAGE 14
Sep 30/15

Operation
3.1 POWER SUP- INDICATIONS

PLY FAILURE No displays on EADI and EHSI and/or DCP inoperative.
ACTIONS
1. CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− EFIS 1: G−17 / DPU 1

G−16 / L ADI
G−15 / L HSI
G−14 / L DCP
− EFIS 2: N−15 / DPU 2
N−14 / R ADI
N−13 / R HSI
N−12 / R DCP
− MFD: G−18 / MFD
G−19 / MPU L PWR
3.2 EADI OR EHSI INDICATIONS

FAILURE Total loss of presentation (black screen), blurred or distorted picture on the L/R
EADI or L/R EHSI.
ACTIONS
Switch over to composite mode.
EADI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . HSI REV
2. CB for the failed EADI . . . . . . . . . . . . . . . . . . . . . PULL
2. EFIS switch (HSI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE XFR

− Failed side EADI/EHSI are now driven by the MPU. The MFD will also
display the same information being presented on the failed side’s EHSI.
− The EADI/EHSI are still controlled from own DCP.
(Cont’d)
15/1.2 O
PAGE 15
Sep 30/15

Operation
(Cont’d)
− Switched side drive XFR light comes on.
EHSI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . ADI REV
2. CB for the failed EHSI . . . . . . . . . . . . . . . . . . . . . PULL
2. EFIS switch (ADI REV) . . . . . . . . . . . . . . . . . . . . . . . . . . BACK TO NORM
− Failed side’s EADI/EHSI are now driven by the MPU. The MFD will also dis-
play the same information being presented on the failed side’s EHSI.
RULE BY THE THUMB

When switching ADI REV/HSI REV EFIS switch:
Always set switch towards operating CRT−display.
NOTE
3.3 EADI AND EHSI INDICATIONS

FAILURE Total loss of presentation (Black screen), blurred or distorted picture on both
L EADI/EHSI or R EADI/EHSI.
ACTIONS
Use the MPU for driving the failed side EADI/EHSI.
− Failed side EADI/EHSI are now driven by the MPU. The MFD will also display
the same information being presented on the failed side EHSI.
(Cont’d)
15/1.2 O
PAGE 16
Sep 30/15

Operation
(Cont’d)
NOTE
Switching from DRIVE XFR back to NORM will cause the EADI/EHSI presenta-
tion to blank out on the switched side for a couple of seconds.
NOTE
3.4 AHC DATA INDICATIONS

FAILURE On left or right side:
ACTIONS
Use the AHRS information from the opposite side for presentation on failed
side.
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . XSIDE DATA
− The opposite side’s AHRS is now supplying the same attitude and heading
information to both sides EADI and EHSI.
− Pitch and Roll comparator cautions are inhibited.
− Crosscheck against standby instruments during the remaining flight.
− The autopilot is not possible to use.
15/1.2 O
PAGE 17
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Operation
15/1.2 O
PAGE 18
Sep 30/15
Aircraft Operations Manual NAVIGATION, ADF

Highlights
The system in this chapter assumes a certain modi-

fication standard of the aircraft. If a modification is
not installed, the following apply as a complement
to what is stated in this chapter.
0.1 Parking of the ADF pointer on EFIS, Collins

ADF Pro Line II system only
Without Collins Service Bulletin No 10 for ADF 60A

and ADF 60B.
If the power supply to the ADF is interrupted (CB
pulled, power failure etc.) the ADF bearing pointer
displayed on EHSI will park at 45 right position and
not flagged (magenta color).
15/2.0
PAGE 1
Sep 30/15

Highlights
15/2.0
PAGE 2
Sep 30/15

Description
1. GENERAL signals and a circuitry to determine the direction to

the station.
The Automatic Direction Finder, ADF, detects the
relative bearing to a selected radio station (NDB). 2.4 System function
The frequency range for selection is 190 to
1749,5 kHz. When in the normal mode (ADF), the signals from
the selected station are routed to the audio integrat-
The radio bearing is combined with the magnetic ing system and can be heard as an identification
compass indication on the Radio Magnetic Indicator signal. The signals are also routed to a circuit that
(RMI) which thus indicates the magnetic bearing to determines the bearing to the station. In ANT mode
the selected ADF station. The ADF bearing can the loop antenna output is disabled and the result is
also be indicated on the EHSI. only audio without bearing indication. In TONE
If two systems are installed they are completely mode unmodulated signals (Continuous Wave, CW)
separated. The bearing indication is displayed by are received and identified.
RMI pointers. Single pointer indicates ADF 1 and By using the ADF switch on the RMI, the ADF bear-
double pointer indicates ADF 2. L EHSI ADF pointer ing indication can be displayed on the RMI. With the
indicates ADF 1 bearing and R EHSI ADF pointer BRG button on the display control panel (DCP) the
indicates ADF 2 bearing. ADF bearing indication can be displayed on the
With only one system installed all ADF pointers will EHSI or deselected from the EHSI.
indicate the ADF 1 bearing.
2. MAIN COMPONENTS AND SUBSYSTEMS Loop Sense
2.1 Antenna MFD

ADF bearing
There is a dual antenna installed on the top of the EFIS If installed
fuselage. The antenna is of the integrated type i.e. ADF EHSI
it contains a loop and a sense antenna. A dual am- 3 o’clock
plifier provides two independent outputs to the ADF park logic
receivers. ADF
Receiver
2.2 Control Unit
ADF bearing
The principal part of the control unit is the micropro- RMI
ADF
cessor which senses switch and selector positions,
3 o’clock
transfers them into frequency and mode information park logic
and finally generates adequate control signals to
Audio integrating
the receiver. system.
The control unit is also provided with a gas dis-
Selected
charge type of display for two frequencies, one ac- frequency
tive and one standby.
2.3 Receiver Control

unit
The receiver consists principally of two parts, the
normal radio and audio amplifiers for the station Fig. 1 ADF−schematic
15/2.1 CI
PAGE 1
Sep 30/15

Description
Frequency display.
Upper display−Active frequency.
Lower display−Standby frequency.
A A (If installed)
TUNE button.
Button pressed:
A ADF CONTROL UNIT
− Standby frequency moves to upper dis-
play and becomes active.
− Former active frequency moves to lower
ACT/PRE switch. ACT TUNE

ADF
ACT − Frequency selector controls
upper display. PRE
ANT ADF
TONE
PRE − Frequency selector controls
lower display. TEST
Function selector.
ANT− Audio only.
ADF− Bearing indication and audio ident.
TONE − Provides a 1000 Hz tone for audio
ident (CW).
TEST button. Frequency selector.

When pressed and held: Large knob − Controls the two left digits (1000
− ADF pointers in EHSI and RMI rotate to a and 100 kHz)
90 position counterclockwise of previous Small knob − Controls the three right digits
indication. (tens, units and tenths of kHz).
− 1000 Hz tone should be heard.
A10092
Fig. 2 ADF − controls
15/2.1 CI
PAGE 2
Sep 30/15

Description
1. GENERAL 2.3 Receiver
The Automatic Direction Finder, ADF, detects the The receiver consists principally of two parts, the
relative bearing to a selected radio station (NDB). normal radio and audio amplifiers for the station
The frequency range for selection is 190 to signals and a circuitry to determine the direction to
1749,5 kHz. the station.
The radio bearing is combined with the magnetic 2.4 System function
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to When in the normal mode (ADF), the signals from
the selected ADF station. The ADF bearing can the selected station are routed to the audio integrat-
also be indicated on the EHSI. ing system and can be heard as an identification
signal. The signals are also routed to a circuit that
If two systems are installed they are completely
determines the bearing to the station. In ANT mode
separated. The bearing indication is displayed by
the loop antenna output is disabled and the result is
RMI pointers. Single pointer indicates ADF 1 and
only audio without bearing indication. In TONE
double pointer indicates ADF 2. L EHSI ADF pointer
mode unmodulated signals (Continuous Wave, CW)
indicates ADF 1 bearing and R EHSI ADF pointer
are received and identified.
indicates ADF 2 bearing.
By using the ADF switch on the RMI, the ADF bear-
With only one system installed all ADF pointers will
ing indication can be displayed on the RMI. With the
BRG button on the display control panel (DCP) the
2. MAIN COMPONENTS AND SUBSYSTEMS ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
2.1 Antenna
There is a dual antenna installed on the top of the Loop Sense

fuselage. The antenna is of the integrated type i.e.
it contains a loop and a sense antenna. A dual am- MFD
plifier provides two independent outputs to the ADF ADF bearing
receivers. EFIS If installed
ADF EHSI
2.2 Control Unit 3 o’clock
park logic
The principal part of the control unit is the micropro-
ADF
Receiver
transfers them into frequency and mode information
ADF bearing
and finally generates adequate control signals to
the receiver. RMI
ADF
3 o’clock
The control unit is also provided with a gas dis- park logic
Audio integrating
tive and one standby.
system.
A programable Memory facility is also contained in
the control unit. The Memory provides four pre− Selected
frequency
grommaed frequencies. To select a Memory fre-
quency, simply step through the Memory by operat-
ing the XFR/MEM switch momentarily in MEM Control
position. unit
Fig. 1 ADF−schematic
15/2.1 CII
COLLINS PROLINE II PAGE 1
Sep 30/15

Description
XFR/MEM switch.
When momentarily switched to:
XFR − Standby frequency moves to upper

display and becomes active.
− Former active frequency moves to

lower display and becomes standby.
MEM − Steps through the four pre−

programmed frequencies
− After having chosen a frequency,

XFR/MEM switch to XFR position to
make memory frequency active.
A A (If installed)
A ADF CONTROL UNIT
WITH MEMORY
Frequency display.
Upper display−Active frequency. COLLINS
Lower display−Standby frequency.

XFR
Function selector.
ANT − Audio only.
MEM MEM
ADF − Bearing indication and audio ident. ADF
ADF TONE
TONE − Provides a 1000 Hz tone for audio ident (CW).
ANT STO
Photocell.
Controls display brightness. TEST ACT
TEST button.
− ADF pointers in EHSI and RMI rotate to a 90 position
counterclockwise of previous indication.
− Control unit will enter and display Diagnostic Fail Code ACT button.
mode (maintenance). When depressed for more than 2 seconds:
− Standby frequency display goes off. Frequency

STO button. selector controls active frequency display.
Select memorycell to program (CH.−) with XFR/MEM switch
For return to normal:
then momentarily press STO button:
− Depress for more than 2 seconds
− Control unit enters Program mode. Set up frequency
with frequency selector. Press STO button to store
frequency.
Frequency selector.
− XFR/MEM switch for next memorycell (CH.−). Large knob − Controls the two left digits (1000 and 100 kHz)
− No activity for 3 seconds, returns display to normal.
Small knob − Controls the three right digits (tens, units and
A10065
tenths of kHz).
Fig. 2 ADF − controls
15/2.1 CII
COLLINS PROLINE II PAGE 2
Sep 30/15

Description
1. GENERAL signals and a circuitry to determine the direction to

the station.
The Automatic Direction Finder, ADF, detects the
relative bearing to a selected radio station (NDB). 2.4 System function
The frequency range for selection is 190 to
1749,5 kHz. When in the normal mode (ADF), the signals from
the selected station are routed to the audio integrat-
The radio bearing is combined with the magnetic ing system and can be heard as an identification
compass indication on the Radio Magnetic Indicator signal. The signals are also routed to a circuit that
(RMI) which thus indicates the magnetic bearing to determines the bearing to the station. In ANT mode
the selected ADF station. The ADF bearing can the loop antenna output is disabled and the result is
also be indicated on the EHSI. only audio without bearing indication. In TONE
If two systems are installed they are completely mode unmodulated signals (Continuous Wave, CW)
separated. The bearing indication is displayed by are received and identified.
RMI pointers. Single pointer indicates ADF 1 and By using the ADF switch on the RMI, the ADF bear-
double pointer indicates ADF 2. L EHSI ADF pointer ing indication can be displayed on the RMI. With the
indicates ADF 1 bearing and R EHSI ADF pointer BRG button on the display control panel (DCP) the
indicates ADF 2 bearing. ADF bearing indication can be displayed on the
With only one system installed all ADF pointers will EHSI or deselected from the EHSI.
2. MAIN COMPONENTS AND SUBSYSTEMS Loop Sense
2.1 Antenna MFD

ADF bearing
There is one antenna installed for each system; EFIS If installed
ADF 1 in the bottom of the fuselage and ADF 2 (if ADF EHSI
installed) on the top of the fuselage. 3 o’clock
park logic
The antennas are of the integrated type i.e. it con-
tains a loop and a sense antenna. An amplifier pro- ADF
Receiver
vides outputs to the ADF receivers.
ADF bearing
2.2 Control Unit RMI
ADF
The principal part of the control unit is the micropro- 3 o’clock
cessor which senses switch and selector positions, park logic
transfers them into frequency and mode information Audio integrating
and finally generates adequate control signals to system.
the receiver.
Selected
The control unit is also provided with a gas dis- frequency
tive and one for standby. Control
unit
2.3 Receiver
The receiver consists principally of two parts, the
normal radio and audio amplifiers for the station
15/2.1 K
KING PAGE 1
Sep 30/15

Description
A ADF CONTROL UNIT
Photocell.
A A (If installed)
Frequency display.
Upper display − active frequency.
Lower display − standby frequency. X S
Display flashed if selected frequency less than B
Y
190 kHz. X right of active frequency is displayed
in ANT mode and when detector circuit not ADF
locked on a bearing. ADF ANT
BFO BFO
Function selector.
ADF− Bearing indication and audio ident.
BFO− Adds a 1000 Hz signal for audio ident
(CW).
ANT− Audio only.
BFO− Adds a 1000 Hz signal for audio ident
(CW).
Frequency selector.
Transfer button.
Large knob− Controls the two left digits (1000
and 100 kHz). When momentarily pressed:
Small knob− Controls tens of kHz when pushed − Standby frequency moves to upper display
in and units fo kHz pulled out. and becomes active. Former active frequency
moves to lower display and becomes standby.
The selected frequency will appear in lower
(standby) display. When depressed for more than 2 seconds:
See also ”Transfer button”. − Standby frequency display goes off. Frequen-
cy selectors control active frequency display.
− Standby frequency displayed again and func-
A10064
tion back to normal.
Fig. 2 ADF− controls
15/2.1 K
KING PAGE 2
Sep 30/15

Description
1. GENERAL 2.3 Receiver
The Automatic Direction Finder, ADF, detects the The receiver consists principally of two parts, the
relative bearing to a selected radio station (NDB). normal radio and audio amplifiers for the station
The frequency range for selection is 190 to signals and a circuitry to determine the direction to
1749,5 kHz. the station.
The radio bearing is combined with the magnetic 2.4 System function
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to When in the normal mode (ADF), the signals from
the selected ADF station. The ADF bearing can the selected station are routed to the audio integrat-
also be indicated on the EHSI. ing system and can be heard as an identification
signals. The signals are also routed to a circuit that
If two systems are installed they are completely
determines the bearing to the station. In ANT mode
separated. The bearing indication is displayed by
the loop antenna output is disabled and the result is
RMI pointers. Single pointer indicates ADF 1 and
only audio without bearing indication. In TONE
double pointer indicates ADF 2. L EHSI ADF pointer
mode unmodulated signals (Continuous Wave, CW)
indicates ADF 1 bearing and R EHSI ADF pointer
are received and identified.
indicates ADF 2 bearing.
By using the ADF switch on the RMI, the ADF bear-
With only one system installed all ADF pointers will
ing indication can be displayed on the RMI. With the
BRG button on the display control panel (DCP) the
2. MAIN COMPONENTS AND SUBSYSTEMS ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
2.1 Antenna
There is one antenna installed for each system. Loop Sense

ADF 1 in the bottom of the fuselage and ADF 2 (if
installed) on the top of the fuselage. The antenna is MFD
of the integrated type i.e. it contains a loop and a ADF bearing
sense antenna. An amplifier provides outputs to the EFIS If installed
ADF receivers. ADF EHSI
3 o’clock
2.2 Controls unit park logic
ADF
The principal part of the control unit is the micropro-
Receiver
ADF bearing
transfers them into frequency and mode information
and finally generates adequate control signals to RMI
ADF
the receiver. 3 o’clock
park logic
The control unit is also provided with a gas dis-
Audio integrating
charge type of display for two frequencies, one ac- system.
tive and one for standby.
A programmable Memory facility is also contained Selected
frequency
in the control unit. The Memory provides nine pre−
programmed frequencies by momentarily pressing
the CHAN button and thereafter, choosing frequen- Control
cy by means of the Frequency selector. unit
15/2.1 KO
KING MEMORY PAGE 1
Sep 30/15

Description
A ADF CONTROL UNIT WITH MEMORY

A A (If installed)
Frequency display. Photocell.

Upper display − active frequency. Controls display brightness.
Lower display − standby frequency.
Display flashed if selected frequency less than 190 kHz.
X Left of active frequency is displayed in ANT mode and
when detector circuit not locked on a bearing.
X
ANT
Frequency selector. ADF
Large knob − Controls the two left digits (1000 and 100 BFO
kHz)
Small knob − Controls tens of kHz when pushed in and ADF
units of kHz pulled out.
− The selected frequency will appear in lower (standby) PUSH
display. MODE
Also see ”Transfer button”.
CHAN
In memory mode, any of the two knobs will control the
memory cells.
Transfer button:
Function button. When momentarily pressed:
When momentarily pressed: − Standby frequency moves to upper display
ADF − Bearing indication and audio ident. and becomes active.
BFO − Adds a 1000 Hz signal for audio ident (CW). − Former active frequency moves to lower dis-
ANT − Audio only. play and becomes standby.
BFO −Adds a 1000 Hz signals for audio ident (CW). When depressed for more than 2 seconds:
CHAN button. − Frequency selectors control active frequen-
cy display.
− Unit enters 9 frequencies memory. When momentarily pressed again:
− Select memory frequency with Frequency selector then − Standby frequency displayed again and
press CHAN or wait for 5 sec. (also see Transfer button). function back to normal.
− Selected frequency becomes standby. When pressed in CHANNEL mode:
When pressed and held for more than 2 seconds: − Selected frequency becomes active and for-
mer active frequency becomes standby.
− Unit enters PROGRAM mode for 9 frequencies.
− Select memory cell to be programmed with Frequency se-
lector, then momentarily press Transfer button. − Frequency selector has control over either
upper or Lower display for set−up of
− Select frequency to be stored. (Flashing display indicates
Memory.
which display is controlled by the frequency selector).
− Flashing display indicates which display is
− For return to Normal, press CHAN or wait for 20 seconds.
controlled by the frequency selector.
A10063
Fig. 2 ADF− controls
15/2.1 KO
KING MEMORY PAGE 2
Sep 30/15

Description
A A (If installed)
Magnetic Heading Index

A RADIO MAGNETIC INDICATOR
Warning flag (red).

Comes into view for heading or power supply
failures.
ADF pointer (if ADF selected).

Indicates magnetic bearing to the ADF sta-
tion.
ADF1 − single pointer.
ADF2 − double pointer.
VOR VOR
With only one ADF installed both ADF point-
ers will display ”ADF1” bearing. ADF, power
supply failures or no reception of selected
station is indicated by pointer in parked posi-
tion (3 o’clock).
ADF − VOR switch.
Selects ADF or VOR display for respective
pointer.
A10066
Fig. 3 RMI, ADF functions − controls and indicators
15/2.1
PAGE 3
Sep 30/15

Description

A B B A
A EHSI ADF DISPLAY
ADF pointer (magenta).

Indicates magnetic bearing to the ADF station.
ADF 1 on left EHSI, and ADF 2 on right EHSI.
With only one ADF installed left and right EHSI
will both display ADF 1. ADF, power supply
failure or no reception of selected station is
indicated by pointer in parking position at 3
o’clock and turning red.
B DISPLAY CONTROL BUTTON
BRG − button.
First push removes the ADF bearing pointer
on the EHSI. Next push makes it reappear.
A10067
Fig. 4 EHSI, ADF functions and Display Control Panel − controls and indicators
15/2.1
PAGE 4
Sep 30/15

Description
ADF1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS E−18 ADF1

ADF2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L−17 ADF2
15/2.1
PAGE 5
Sep 30/15

Description
15/2.1
PAGE 6
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The ADF systems are switched ON/OFF by ESS, L and R AVION switches.
2.2 ADF SYSTEM 1. TEST button (ADF control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
TEST
− ADF pointer on EHSI and RMI rotate to a position 90 counterclockwise of
previous indication.
− A 1000 Hz tone should be heard.
2.3 OPERATION 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− ADF for bearing indication and audio.

− ANT for audio only.
− TONE provides a 1000 Hz tone for audio signal ident (CW).
3. VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
4. ADF volume switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. Identify station.
− If call signal is not heard, station frequency may be slightly above or below
the published one. Try tuning 0.5 kHz above. If no result try 0.5 kHz below.
6. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for correct indication.

− ADF indication can be switched on/off by BRG button on the DCP
7. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
15/2.2 CI
PAGE 1
Sep 30/15

Operation
3.1 NO AUDIO ACTIONS

SIGNAL 1. Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Headsets/audio and circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.2 NO BEARING ACTIONS

INDICATION Both RMI and EHSI affected
WHEN WITHIN
THE RANGE OF 1. Function selector (ADF control unit) . . . . . . . . . . . CHECK ADF
SELECTED
2. CB’s E−18 (ADF 1), L−17 (ADF 2) . . . . . . . . . . . . CHECK/RESET
STATION
Only RMI affected
1. 26V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
Only EHSI affected
1. BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.3 ADF CONTROL INDICATIONS

UNIT FAILURE The control unit frequency display goes out.
ACTIONS
1. CB’s, E−18 (ADF 1), L−17 (ADF 2) . . . . . . . . . . . . . . . . CHECK/RESET
15/2.2 CI
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2.2 ADF SYSTEM 1. TEST button (ADF control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
TEST
− ADF pointer on EHSI and RMI rotate to a position 90 counterclockwise of
previous indication.
− Control unit displays Diagnostics Fail Code mode. (Maintenance).
2. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
− ADF pointer on EHSI and RMI returns to actual reading again.
2.3 PROGRAM- The Control unit contains four programmable memorycells.

MING OF THE 1. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
FREQUENCY
MEMORY − Momentarily press switch to select memorycell to be programmed.
2. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS


4. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to store frequency.

15/2.2 CII
PAGE 1
Sep 30/15

Operation
2.4 OPERATION Frequency set up


Frequency set−up from the memory
− Momentarily press switch to MEM, will step through the memory for choice of
frequency.
− Momentarily press switch to XFR will make chosen memory frequency ac-
tive.
− ADF for bearing indications and audio.

− TONE provides a 1000 Hz tone for audio signal ident (CW).
5. ADF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
the published one. Try tuning 0.5 kHz above. If no result try 0.5 kHz below.
7. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

− ADF indication can be switched on/off by BRG button on the DCP.
8. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
15/2.2 CII
PAGE 2
Sep 30/15

Operation


WHEN WITHIN
SELECTED
STATION
Only RMI affected
Only EHSI affected
1. BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET

ACTIONS
15/2.2 CII
PAGE 3
Sep 30/15

Operation
15/2.2 CII
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2.2 OPERATION 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

− ADF for bearing indications and audio ident.

− BFO adds a 1000 Hz tone for audio ident (CW).
the published one. Try tuning 1000 Hz above. If no result try 1000 Hz below.
6. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

7. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
15/2.2 K
PAGE 1
Sep 30/15

Operation


WHEN WITHIN
SELECTED
STATION
Only RMI affected
Only EHSI affected

ACTIONS
15/2.2 K
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2.2 PROGRAM- The Control unit contains nine programmable memorycells.

MING OF THE 1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
FREQUENCY
MEMORY − Momentarily press CHAN button for more than 2 seconds to enter program
mode.
2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT MEMORY
CELL
− Any one of the two knobs will control the memorycells.

− When momentarily pressed gives frequency selector control over either up-
per or lower display.
4. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Proceed with item 2 above.

− No activity for 20 seconds will also return Control unit to normal display.
15/2.2 KO
PAGE 1
Sep 30/15

Operation
2.3 OPERATION Frequency set up


Frequency set−up from the memory

2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOOSE MEMORY
FREQUENCY

− Momentarily press Transfer button to make chosen memory frequency ac-

tive.
− Or, no activity for 5 seconds will make chosen memory frequency standby
(SBY).
− ADF for bearing indication and audio ident.

the published one. Try tuning 1000 Hz above. If no result try 1000 kHz below.
8. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

9. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
15/2.2 KO
PAGE 2
Sep 30/15

Operation


WHEN WITHIN
SELECTED
STATION
Only RMI affected
Only EHSI affected

ACTIONS
15/2.2 KO
PAGE 3
Sep 30/15

Operation
15/2.2 KO
PAGE 4
Sep 30/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER

Description
1. GENERAL by the navigation receiver. There are two such sys-

tems installed (only one marker system, part of
The VOR/ILS Marker system receives signals from
NAV 1 is used). The distribution of data is shown in
the selected station (VOR or ILS) and presents
Fig. 1.
them as navigation information on EFIS, RMI and a
VOR/ILS indicator. This information is also sent to The VOR or ILS frequencies are selected on the
the FD/AP as guidance for navigation and ap- two control units, located on the glareshield panel.
proach. The station identification signal as well as When a VOR or ILS frequency is selected, the DME
the Marker signals can be heard over the audio in- frequency, if paired to that station, is also automati-
tegrating system. This function, reception and gen- cally selected.
eration of indicator and guidance data, is performed
Course
selector
Selected
course
VOR/ VOR/ILS MFD

Antennas 
LOC red flag (if installed)
GS VOR/LOC EHSI
deviation
Marker GS EADI
deviation EFIS
NAV
receiver VOR FD/AP
direction
Control Sel Marker
unit freq signal
(VOR/ILS/ VOR/ILS
Marker) Ident Audio integrating system
Sel freq Marker
ident
VOR
RMI
To DME direction Analogue signals
GS
deviation GPWS/TAWS
VOR/ILS
VOR/ILS indicator
deviation
VOR/ILS
VOR/ILS indicator and RMI
red flag
A27932
Fig. 1 VOR/ILS/Marker system − schematic
15/3.1 CI
PAGE 1
Sep 30/15

Description
2. MAIN COMPONENTS AND SUBSYTEMS plays VOR in red on EFIS and a red NAV flag on
the VOR/ILS indicator. The flag also drives the RMI
2.1 Control unit VOR pointers to a 3 o’clock parking position.
The control unit can display two frequencies, one ILS
active that tunes the receiver and one as standby
When an ILS frequency is selected, both the localiz-
which easily can be made active. The unit is pro-
er and the glideslope receivers are tuned to that
vided with the necessary controls for frequency−
frequency. The receivers determinate the aircraft
and transfer selection. A selected DME station can
movements with respect to received localizer and
be retained by a HOLD mode and a new VOR/ILS
glideslope signals and with selected localizer in-
or DME frequency can be tuned without affecting
bound course (CRS 1/CRS 2 knobs). The aircraft
DME function.
movements are then converted into direct propor-
2.2 Navigation receiver tional localizer and glideslope deviations. The local-
izer and glideslope deviations and displayed on the
The navigation receiver contains circuitry for the EADI and EHSI by LOC and GS symbols and on
VOR, ILS (Localizer and glideslope) and marker the VOR/ILS indicator, by localizer and glideslope
functions. bars.
VOR Marker
Both a frequency and the course (CRS) to a station The marker system receives the signals from the
has to be selected. The receiver then compares the marker beacon stations and determines which type
received radial with the selected course and calcu- of marker is present. The station signals are then
lates the deviation. The selected course and devi- modulates and presented on the EADI as follows:
ation is displayed on the EHSI and on the VOR/ILS
− 400 Hz for outer marker (CYAN).
indicator. The deviation is Angular presented, as
− 1300 Hz for middle marker (AMBER).
announced on the EHSI by the letters ANG. The
− 3000 Hz for inner (airway) marker (WHITE).
RMI will display magnetic bearing to the received
VOR station. The marker audio signals are filtered out and made
− Angular means that the displayed deviation rep- audible via the audio integrating system.
resents the angle between aircraft and selected 2.3 Antennas
radial and is thus unaffected of distance.
− A dual antenna is used for the VOR/LOC signals.
TO and FROM indication is determined by the sys-
It is located on top of the fin.
tem from the selected course with respect to the
− A dual antenna is also used for the glideslope
received radial.
signals. This antenna is installed inside the nose
The magnetic information for the presentation of the radome.
course is received from the Attitude Heading Refer- − The marker signals are received by an antenna
ence System (AHRS). See AOM 15/8.1. The VOR mounted on the bottom of the fuselage just for-
receiver also generates a flag signal which, in case ward of the wing.
of failure or no reception of selected station, dis-
15/3.1 CI
PAGE 2
Sep 30/15

Description
Frequency display.
− Active frequency in upper display.
− Standby frequency in lower display.
TUNE button.
When pressed:
and becomes active.
− Former active frequency moves to lower dis-
play and becomes standby.
ACT/PRE switch.
A A
ACT − Frequency selector controls upper display.
PRE − Frequency selector controls lower display.
A NAV CONTROL UNIT
Frequency selector.
− Larger knob − Controls the three left digits
(MHz).
− Smaller knob − Controls the two right digits
(kHz).
TEST button.
When pressed and an ILS frequency selected:
− And CRS 1 or CRS 2 set at present aircraft head-
ing, LOC goes to the right and GS goes down on
EFIS and GS bar goes down on the VOR/ILS Indi-
cator.
− A 30 Hz marker tone is heard and marker is indi-
cated by alternate display of M, MM and OM.
− DME D, GSP, TTG readouts: turns to dashes.
When pressed and a VOR frequency selected:
− Deviation bar on EHSI centered and TO indication,
Function selector.
if course selected 360 (CRS 1 or CRS 2). (VOR/
NORM − DME station paired to active frequen-
ILS Indicator not affected.)
cy in upper display.
HOLD − System holds DME station. − A 30 Hz marker tone is heard and marker is
A new frequency can be tuned without affecting indicated by alternate display of M, MM and OM.
DME function. − DME D, GSP, TTG readouts: turns to dashes.
FREQ − Frequency paired to active DME station − RMI pointer to 360 (VOR).
in upper display. NOTE
The test is inhibited when AP engaged in
NAV or APPR mode.
A12092
Fig. 2 NAV PRO LINE I − controls
15/3.1 CI
PAGE 3
Sep 30/15

Description
15/3.1 CI
PAGE 4
Sep 30/15

Description

Fig. 1.
Course
selector
Selected
course
VOR/ VOR/ILS MFD

Antennas 
GS VOR/LOC EHSI
deviation
Marker GS EADI
deviation EFIS
NAV
receiver VOR FD/AP
direction
Control Sel Marker
unit freq signal
(VOR/ILS/ VOR/ILS
Sel freq Marker
ident
VOR
RMI
GS
deviation GPWS/TAWS
VOR/ILS
VOR/ILS indicator
deviation
VOR/ILS
red flag
A27934
15/3.1 CII
PAGE 1
Sep 30/15

Description
2. MAIN COMPONENTS AND SUBSYTEMS ence System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
2.1 Control unit of failure or no reception of selected station, dis-
plays VOR in red on EFIS and a red NAV flag on
The control unit can display two frequencies, one
VOR pointers to a 3 o’clock parking position.
vided with the necessary controls for frequency ILS
−and transfer selection. A selected DME station
can be retained by a HOLD mode and a new VOR/
ILS or DME frequency can be tuned without affect-
ing DME function.
A programmable Memory facility is also contained glideslope signals and with selected localizer in-
in the control unit. The Memory provides four pre- bound course (CRS 1/CRS 2 knobs). The aircraft
programmed frequencies. To select a Memory fre- movements are then converted into direct propor-
quency, simply step through the Memory by, operat- tional localizer and glideslope deviations. The local-
ing the XFR/MEM switch momentarily in MEM izer and glideslope deviations and displayed on the
position. EADI and EHSI by LOC and GS symbols and on
the VOR/ILS indicator, by localizer and glideslope
2.2 Navigation receiver bars.
The navigation receiver contains circuitry for the Marker
VOR, ILS (Localizer and glideslope) and marker
The marker system receives the signals from the
functions.
marker beacon stations and determines which type
VOR of marker is present. The station signals are then
Both a frequency and the course (CRS) to a station modulates and presented on the EADI as follows:
has to be selected. The receiver then compares the − 400 Hz for outer marker (CYAN).
received radial with the selected course and calcu- − 1 300 Hz for middle marker (AMBER).
lates the deviation. The selected course and devi- − 3 000 Hz for inner (airway) marker (WHITE).
The marker audio signals are filtered out and made
audible via the audio integrating system.
RMI will display magnetic bearing to the received 2.3 Antennas
VOR station.
− Angular means that the displayed deviation rep- It is located on top of the fin.
resents the angle between aircraft and selected
TO and FROM indication is determined by the sys- radome.
tem from the selected course with respect to the − The marker signals are received by an antenna
received radial. mounted on the bottom of the fuselage just for-
The magnetic information for the presentation of the ward of the wing.
course is received from the Attitude Heading Refer-
15/3.1 CII
PAGE 2
Sep 30/15

Description

Frequency display
Upper display
− Active frequency.
Lower display
− Standby frequency.
XFR/MEM switch
When switched momentarily to:
XFR
− Standby frequency moves to upper display and be-
comes active.
− Former active frequency moves to lower display and
becomes standby.
MEM
− Steps through the four preprogrammed frequencies.
A A After chosen a frequency, set XFR/MEM switch to
A NAV CONTROL UNIT WITH MEMORY XFR position, to make memory frequency active.
Frequency selector
Collins Normally controls standby frequency display:
Larger knob
− controls the three left digits (MHz).
Smaller knob
− controls the two right digits (kHz).
ACT button
Frequency selector controls active frequency dis-
play.
For return to normal:
− Depress for more than 2 seconds.
TEST button
Photocell
− Control unit enters and displays Diagnostics Fail
Controls display brightness. Code mode (maintenance).
Function selector And if an ILS frequency selected (for approx.12 se-
NORM conds)
− DME station paired to active frequency in upper dis- And CRS 1 or CRS 2 set at present aircraft heading:
play − LOC goes to the right and GS goes down on EFIS and
HOLD GS bar goes down on the VOR/ILS Indicator.
− System holds DME station. − A 30 Hz marker tone is heard and marker is indicated
A new frequency can be tuned without affecting DME by alternate display of M, MM and OM.
function. − DME D, GSP, TTG readouts: turn to dashes.
− Standby display will show held DME stations fre- And if a VOR frequency selected (for approx. 12 se-
quency. conds):
− Frequency selector controls active display. − Deviation bar on EHSI centered and TO indication, if
course selected 360 (CRS 1 or CRS 2). (VOR/ILS In-
dicator not affected)
STO button − A 30 Hz marker tone is heard and marker is indicated
Select memory cell to program (CH.−) with XFR/MEM by alternate display of M, MM and OM.
switch then momentarily press STO button: − DME D, GSP, TTG read−outs: turn to dashes.
− Control unit enters Program Mode. − RMI pointer to 360 (VOR).
Setup frequency with frequency selector.
Press STO button to store frequency. NOTE:
− XFR/MEM switch for next memory cell (CH.−). The test is inhibited when AP engaged in NAV or
− No activity for 3 seconds, returns display to normal. APPR mode.
C0776
Fig. 2 NAV PRO LINE II − controls
15/3.1 CII
PAGE 3
Sep 30/15

Description
15/3.1 CII
PAGE 4
Sep 30/15

Description

Fig. 1.
Course
selector
Selected
course
Antennas VOR/ VOR/ILS MFD

GS VOR/LOC EHSI
Marker deviation
GS EADI
deviation EFIS
NAV
receiver VOR FD/AP
direction
Control Sel Marker
unit freq signal
(VOR/ILS/ VOR/ILS
Sel freq Marker
ident
VOR RMI
GS
GPWS/TAWS
deviation
VOR/ILS
VOR/ILS indicator
deviation
VOR/ILS
red flag
A27945
15/3.1 K
PAGE 1
Sep 30/15

Description
2. MAIN COMPONENTS AND SUBSYTEMS plays VOR in red on EFIS and a red NAV flag on
2.1 Control unit VOR pointers to a 3 o’clock parking position.
The control unit can display two frequencies, one ILS
vided with the necessary controls for frequency
glideslope signals and with selected localizer in-
bound course (CRS 1/CRS 2 knobs). The aircraft
ing DME function.
movements are then converted into direct propor-
2.2 Navigation receiver tional localizer and glideslope deviations. The local-
izer and glideslope deviations and displayed on the
The navigation receiver contains circuitry for the EADI and EHSI by LOC and GS symbols and on
VOR, ILS (Localizer and glideslope) and marker the VOR/ILS indicator, by localizer and glideslope
functions. bars.
VOR Marker
Both a frequency and the course (CRS) to a station The marker system receives the signals from the
has to be selected. The receiver then compares the marker beacon stations and determines which type
received radial with the selected course and calcu- of marker is present. The station signals are then
lates the deviation. The selected course and devi- modulates and presented on the EADI as follows:
− 400 Hz for outer marker (CYAN).
− 1 300 Hz for middle marker (AMBER).
− 3 000 Hz for inner (airway) marker (WHITE).
VOR station. The marker audio signals are filtered out and made
− Angular means that the displayed deviation rep- audible via the audio integrating system.
resents the angle between aircraft and selected 2.3 Antennas
TO and FROM indication is determined by the sys-
It is located on top of the fin.
tem from the selected course with respect to the
received radial.
The magnetic information for the presentation of the radome.
course is received from the Attitude Heading Refer- − The marker signals are received by an antenna
ence System (AHRS). See AOM 15/8.1. The VOR mounted on the bottom of the fuselage just for-
receiver also generates a flag signal which, in case ward of the wing.
of failure or no reception of selected station, dis-
15/3.1 K
PAGE 2
Sep 30/15

Description
A A
A NAV CONTROL UNIT
Photocell.
Frequency display.
Upper display − Active frequency.
Lower display − Standby frequency.
Transfer switch.
When pressed, standby frequency moves to
upper display and becomes active.
Former active frequency moves to lower
Frequency selector.
Small knob − Controls the two right digits (kHz).
Large knob − Controls the three left digits (kHz).
When the small knob is pulled out, standby
display goes off and the selector controls the
active display.
When the small knob is pushed in standby display
is returned and controlled by the selector.
A12093
Fig. 2 NAV − controls
15/3.1 K
PAGE 3
Sep 30/15

Description
15/3.1 K
PAGE 4
Sep 30/15

Description

Fig. 1.
Course
selector
Selected
course
Antennas VOR/ VOR/ILS MFD

GS VOR/LOC EHSI
Marker deviation
GS EADI
deviation EFIS
NAV
receiver VOR FD/AP
direction
Control Sel Marker
unit freq signal
(VOR/ILS/ VOR/ILS
Sel freq Marker
ident
VOR RMI
GS
GPWS/TAWS
deviation
VOR/ILS
VOR/ILS indicator
deviation
VOR/ILS
red flag
A27945
15/3.1 KO
PAGE 1
Sep 30/15

Description
2. MAIN COMPONENTS AND SUBSYTEMS ence System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
2.1 Control unit of failure or no reception of selected station, dis-
plays VOR in red on EFIS and a red NAV flag on
The control unit can display two frequencies, one
VOR pointers to a 3 o’clock parking position.
vided with the necessary controls for frequency ILS
ing DME function.
A programmable Memory facility is also contained glideslope signals and with selected localizer in-
in the control unit. The Memory provides nine pre− bound course (CRS 1/CRS 2 knobs). The aircraft
programmed frequencies, by momentarily pressing movements are then converted into direct propor-
the CHAN button and thereafter, choose frequency tional localizer and glideslope deviations. The local-
by means of the Frequency selector. izer and glideslope deviations and displayed on the
EADI and EHSI by LOC and GS symbols and on
2.2 Navigation receiver the VOR/ILS indicator, by localizer and glideslope
The navigation receiver contains circuitry for the bars.
VOR, ILS (Localizer and glideslope) and marker Marker
functions.
The marker system receives the signals from the
VOR marker beacon stations and determines which type
Both a frequency and the course (CRS) to a station of marker is present. The station signals are then
has to be selected. The receiver then compares the modulates and presented on the EADI as follows:
received radial with the selected course and calcu- − 400 Hz for outer marker (CYAN).
lates the deviation. The selected course and devi- − 1 300 Hz for middle marker (AMBER).
ation is displayed on the EHSI and on the VOR/ILS − 3 000 Hz for inner (airway) marker (WHITE).
The marker audio signals are filtered out and made
audible via the audio integrating system.
VOR station. 2.3 Antennas
− Angular means that the displayed deviation rep- − A dual antenna is used for the VOR/LOC signals.
resents the angle between aircraft and selected It is located on top of the fin.
TO and FROM indication is determined by the sys- signals. This antenna is installed inside the nose
tem from the selected course with respect to the radome.
received radial. − The marker signals are received by an antenna
The magnetic information for the presentation of the mounted on the bottom of the fuselage just for-
course is received from the Attitude Heading Refer- ward of the wing.
15/3.1 KO
PAGE 2
Sep 30/15

Description
Photocell.
Transfer button.
− Standby frequency moves to upper display and
becomes active.
− Former active frequency moves to lower display and
becomes standby.
A A
− Frequency selectors control active frequency display.
A NAV CONTROL UNIT WITH MEMORY − Standby frequency displayed again and function back
to normal.
When pressed in CHANNEL mode:
− Selected frequency becomes active and former active
frequency becomes standby.
− Frequency selector controls either one of Upper/Lower
display for setup of Memory.
CHAN button.
− Unit enters 9 frequency’s CHANNEL mode.
− Select frequency with frequency selector then, press
CHAN or wait for 5 seconds (also see Transfer button).
− Selected frequency becomes standby.
When depressed and hold for more than 2 seconds:
Frequency display. − Unit enters PROGRAM mode for 9 frequency’s.
− Select CHANNEL to be programmed, then momentarily
Upper display − Active frequency.
press Transfer button.
Lower display − Standby frequency. − Selected frequency to be stored. (Flashing display
indicates which display is controlled by the frequency
Frequency selector. selector.)
Large knob − Controls the three left digits − For return to Normal, press CHAN or wait for 20 se-
(kHz). conds.
Small knob − Controls the two right digits
(kHz).
The selected frequency will appear in lower
(standby) display.
See also ”Transfer button”.
A12094
Fig. 2 NAV − controls
15/3.1 KO
PAGE 3
Sep 30/15

Description
15/3.1 KO
PAGE 4
Sep 30/15

Description
Glideslope deviation display.

B Localizer back course indication. − Scale in white dots, moving Glide Path symbol
− The back course is automatically corrected for in blue.
by EFIS and annunciated by a yellow B/C re- − In case of GS failure or no reception, GS within
red box will appear, flash for 10s then become
placing the GS indication on the EADI/EHSI.
steady.
With the CRS selector set for the normal localiz- − In case of excessive GS deviation when be−
er inbound course, the LOC symbol on the EADI tween 90 and 600 ft radioheight the pointer
is not reversed when flying: colour will change to yellow − back to normal −
− Inbound on the back course. yellow etc. until deviation within limit again.
Limit = 0,85 dot.
Marker display.
A NAV 2 selected course pointer (green). OM in cyan − Outer Marker.
MM in yellow − Middle Marker.
NAV 2 is second course on left EHSI wich is M in white − Inner Marker.
indicated by the dashed pointer.
ANG display (blue).
Angular presentation of VOR deviation Localizer deviation display.
AOM 15/1.1 EFIS. Compass rose (white). − Scale in white dots, moving runway symbol in
green.
B L EADI ILS/MARKER DISPLAYS − In case of localizer failure or no reception LOC
NAV 1 To−From indication. within red box will appear, flash for 10s then
A L EHSI VOR/LOC DISPLAYS Disappears when NAV 1 source red flag comes on. steady.
No To−From indication on second course pointer. − In case of excessive LOC deviation when be-
tween 90 and 600 ft radioheight the pointer
colour will change to yellow − back to normal −
NAV 1 VOR/LOC course deviation bar (cyan). yellow etc. until deviation within limit again.
Disappears when NAV1 source red flag comes on. Limit = 0,25 dot.
Back course indication:
− The back course is automatically corrected for
Deviation scale (cyan). by EFIS and annunciated by a yellow B/C re-
With the CRS selector set for the normal localiz-
NAV 2 VOR/LOC course deviation bar (green).
er inbound course, the LOC symbol on the EADI
Disappears when NAV 2 source red flag comes on. is not reversed when flying:
NAV 1 selected course pointer (cyan).
Glideslope−Localizer comparator caution.

NAV source flag. NAV selected course. − The comparator caution is enabled below
NAV 1 source in left corner (cyan). NAV 2 VOR 1/LOC 1 in left corner (cyan). 1000 ft radio height.
source in right corner (green). If no reception or − Comes on for a discrepancy of approx 1/2 dot
VOR 2/LOC 2 in right corner (green).
if system fails, indication turnes red and flashes for GS and approx 1/3 dot for LOC. CWP.
for 10 s then steady. − AVIONICS light will come on flashing together
with master cautions. The AVIONICS light will
A12112 revert to steady when caution is reset. The
caution indication will disappear when the
error no longer exists.
Fig. 3 L EHSI − VOR display and L EADI − ILS/Marker display − indicators
15/3.1
PAGE 5
Sep 30/15

Description
15/3.1
PAGE 6
Sep 30/15

Description
Glideslope deviation display.

Localizer back course indication.
B − Scale in white dots, moving Glide Path symbol
− The back course is automatically corrected for in blue.
by EFIS and annunciated by a yellow B/C re- − In case of GS failure or no reception, GS within
placing the GS indication on the EADI/EHSI. red box will appear, flash for 10s then become
With the CRS selector set for the normal localiz- steady.
er inbound course, the LOC symbol on the EADI − In case of excessive GS deviation when be−
tween 90 and 600 ft radioheight the pointer
is not reversed when flying: colour will change to yellow − back to normal −
− Inbound on the back course. yellow etc. until deviation within limit again.
− Outbound on the localizer inbound course. Limit = 0,85 dot.
Marker display.
NAV 2 selected course pointer (green). OM in cyan − Outer Marker.
A MM in yellow − Middle Marker.
M in white − Inner Marker.
Compass rose (white).
ANG display (green). Localizer deviation display.
Angular presentation of VOR deviation Deviation scale (green). − Scale in white dots, moving runway symbol in
AOM 15/1.1 EFIS. blue.
B R EADI ILS/MARKER DISPLAYS − In case of localizer failure or no reception LOC
NAV 1 VOR/LOC course deviation bar (cyan).
A R EHSI VOR/LOC DISPLAYS within red box will appear, flash for 10s then
Disappears when NAV 1 source red flag comes on. steady.
− In case of excessive LOC deviation when be-
NAV 2 To−From indication. tween 90 and 600 ft radioheight the pointer
Disappears when NAV 2 source red flag comes on. colour will change to yellow − back to normal −
No To−From indication on second course pointer. yellow etc. until deviation within limit again.
Limit = 0,25 dot.
Back course indication:
ANG
NAV 2 VOR/LOC course deviation bar (green). − The back course is automatically corrected for
Disappears when NAV 2 source red flag comes on. by EFIS and annunciated by a yellow B/C re-
164 282
VOR 1 VOR 2 With the CRS selector set for the normal localiz-
er inbound course, the LOC symbol on the EADI
NAV 1 selected course pointer (cyan).
is not reversed when flying:
NAV 1 is second course on right EHSI wich
is indicated by the dashed pointer.
NAV selected course. Glideslope−Localizer comparator caution.

NAV source flag.
VOR 1/LOC 1 in left corner (cyan). − The comparator caution is enabled below
NAV 1 source in left corner (cyan). NAV 2 1000 ft radio height.
source in right corner (green). If no reception or VOR 2/LOC 2 in right corner (green). − Comes on for a discrepancy of approx 1/2 dot
if system fails, indication turnes red and flashes for GS and approx 1/3 dot for LOC. CWP.
for 10 s then steady. − AVIONICS light will come on flashing together
with master cautions. The AVIONICS light will
A12698 revert to steady when caution is reset. The
caution indication will disappear when the
error no longer exists.
Fig. 4 R EHSI − VOR display and R EADI − ILS/Marker display − indicators
15/3.1
PAGE 7
Sep 30/15

Description
15/3.1
PAGE 8
Sep 30/15

Description
NOTE
When a VOR station selected:
− Glideslope deviation bar parks at ”Fly Up”
position without the glideslope warning
flag visible.
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will re−
verse the Localizer indication.
− Do not use the Glideslope indication.
A A
Azimuth card.
A STANDBY VOR/ILS INDICATOR VOR/LOC warning flag (red).
TO − FROM indication (white).
Glideslope deviation bar (white).
VOR/LOC deviation bar (white).
Glideslope warning flag (red).
Omni Bearing Selector.
A10136
Fig. 5 VOR/ILS indicator − controls and indicators
15/3.1 C
PAGE 9
Sep 30/15

Description
15/3.1 C
PAGE 10
Sep 30/15

Description
CAUTION
− The standby VOR/ILS indicator will reverse
the Localizer indication.
A A (Either position)
Azimuth card.
A STANDBY VOR/ILS INDICATOR VOR/LOC warning flag (red).
TO − FROM indication (white).
Glideslope deviation bar (white).
VOR/LOC deviation bar (white).
Glideslope warning flag (red).
Omni Bearing Selector.
A10136
Fig. 5 VOR/ILS indicator − controls and indicators
15/3.1 K
PAGE 9
Sep 30/15

Description
15/3.1 K
PAGE 10
Sep 30/15

Description
A COURSE HEADING PANEL

CRS 1 HDG CRS 2
Course selector.
Selected course indicated on EHSI.
B A B (If installed) − CRS 1: NAV 1 course pointer.

− CRS 2: NAV 2 course pointer.
B RADIO MAGNETIC INDICATOR

Warning flag (red).

Comes into view for heading or power supply
failures.
VOR 2 pointer (if VOR selected).

No station reception, VOR or power supply fail-
ure is indicated by pointer in parked position
(3 o’clock).
VOR VOR ADF−VOR switch.

Selects information to the pointers.
Left switch− single pointer.
Right switch − double pointer.
VOR 1 pointer (if VOR selected).

No station reception or power, VOR or power
supply failure is indicated by pointer in parked
position (3 o’clock).
A10091
Fig. 6 RMI and Course Heading Panel − controls and indicators
15/3.1
PAGE 11
Sep 30/15

Description
VOR/ILS/Marker 1 . . . . . . . . . . . . . . . . . . . . . . . . . . ESS AVIONIC BUS E−16 NAV 1

VOR/ILS/Marker 2 . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L−15 NAV 2
15/3.1
PAGE 12
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. ESS, L and R AVION switch . . . . . . . . . . . . . . . . . . . . . . ON
− The NAV systems are switched ON/OFF by ESS, L and R AVION switches.
2.2 NAV SYSTEM 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AN ILS

TEST FREQUENCY
2. CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PRESENT

AIRCRAFT
HEADING
3. TEST button (NAV control unit) . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− LOC goes to the right and GS goes down on EFIS and GS bar goes down on
VOR/ILS indicator.
− A 30 Hz marker tone is heard and marker indicated by flashing display. (NAV
1 only.)
− DME D, GSP, TTG readouts turns to dashes.
5. Frequency Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT A VOR
FREQUENCY
6. CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 360
HOLD
− Deviation bar on EHSI centered and TO indication, if course selected 360

(CRS 1 or CRS 2).(VOR/ILS Indicator not affected.)
− A 30 Hz marker tone is heard and marker indicated by flashing display.
− RMI pointer to 360 (VOR).
15/3.2 CI
PAGE 1
Sep 30/15

Operation
2.3 VOR 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

OPERATION
3. NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identifica-
tion signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
5. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
8. RMI switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
− Check RMI for correct indication.

NOTE
− The possibility of a wrong EHSI/RMI indication with correct call sign and NAV
source flag exists if the receiver is tuned 50 kHz off the ground station frequen-
cy. Always make sure the VOR receiver is correctly tuned by checking the fre-
quency display.
CAUTION
Always assure proper ADF/VOR selection on the RMI before using the bearing
pointer information.
2.4 ILS 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

OPERATION
(Cont’d)
15/3.2 CI
PAGE 2
Sep 30/15

Operation
(Cont’d)
times.
6. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INBOUND
COURSE
7. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK
− Check for correct indication, glideslope and localizer.

NOTE
− IIf localizer indications differ on the two ILS, a go around shall be made unless
a crosscheck with other facilities definitely reveals the system giving the wrong
indication.
− If glideslope indications differ, always follow the one indicating more flyup until
overhead a fix (e.g. marker) where an altitude check can be made.
CAUTION
With the CRS selector set for the normal Localizer inbound course the LOC sym-
− Outbound on the Localizer inbound course.
CAUTION
− The standby VOR/ILS indicator will reverse the Localizer indication.
15/3.2 CI
PAGE 3
Sep 30/15

Operation
2.5 MARKER 1. MKR volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

OPERATION
2. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to give indication when marker passage.
− 4−8 seconds after start of OM flashing gives the most accurate positioning
overhead the outer marker.
15/3.2 CI
PAGE 4
Sep 30/15

Operation

SIGNAL
1. Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Headset audio and circuits . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.2 NO INDICATION INDICATIONS

WHEN WITHIN No VOR indication and VOR flag is displayed in red.
THE RANGE OF No Localizer/Glideslope indication and LOC/GS flags are displayed in red.
SELECTED No Marker Beacon indication at marker passage.
STATION
ACTIONS
1. NAV1 NAV2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
2. 26 V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
3. CB’s E−16 (NAV1), L−15 (NAV2) . . . . . . . . . . . . . . . . . . CHECK/RESET
3.3 RMI FAILURE INDICATIONS

The RMI warning flag comes in view.
ACTIONS
3.4 NAV CONTROL INDICATIONS

ACTIONS
1. CB’s, E−16 (NAV1), L−15 (NAV2) . . . . . . . . . . . . . . . . . CHECK/RESET
15/3.2 CI
PAGE 5
Sep 30/15

Operation
15/3.2 CI
PAGE 6
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 NAV SYSTEM 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AN ILS

TEST FREQUENCY
2. CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PRESENT

AIRCRAFT
HEADING
HOLD
− LOC goes to the right and GS goes down on EFIS and GS bar goes down on
VOR/ILS indicator.
− A 30 Hz marker tone is heard and marker indicated by flashing display. (NAV
1 only.)
− Control unit enters and displays Diagnostics Fail Code mode (maintenance).
5. Frequency Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT A VOR
FREQUENCY
6. CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 360
HOLD
− Deviation bar on EHSI centered and TO indication, if course selected 360

(CRS 1 or CRS 2).(VOR/ILS Indicator not affected.)
− A 30 Hz marker tone is heard and marker indicated by flashing display.
− RMI pointer to 360 (VOR).
− Control unit enters and displays Diagnostics Fail Code mode (maintenance).
(Cont’d)
15/3.2 CII
PAGE 1
Sep 30/15

Operation
(Cont’d)
2.3 PROGRAM- The Control unit contains four programmable memorycells.

MING OF THE
FREQUENCY
2. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS


4. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

2.4 VOR If RNAV installed

OPERATION
1. SELECT knob, L DCP . . . . . . . . . . . . . . . . . . . . . . . SET
− Rotate until VOR 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
If RNAV not installed
Frequency set up

− Momentarily press switch to MEM will step through the memory for choice of
frequency.
(Cont’d)
15/3.2 CII
PAGE 2
Sep 30/15

Operation
(Cont’d)
tive.
tion signal is thus transmitted once and the VOR or ILS localizer signal
3 times.
8. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

9. RMI switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR

NOTE
quency display.
CAUTION
2.5 ILS If RNAV installed

OPERATION
− Rotate until LOC 1 is displayed in the lower left corner of both EHSI.
(Cont’d)
15/3.2 CII
PAGE 3
Sep 30/15

Operation
(Cont’d)
Frequency set up
− Proceed with item 3. below.

− Momentarily press switch to MEM will step through the memory.

tive.
3 times.
INBOUND
COURSE
8. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK

NOTE
− If localizer indications differ on the two ILS, a go around shall be made unless
indication.
(Cont’d)
15/3.2 CII
PAGE 4
Sep 30/15

Operation
(Cont’d)
CAUTION
CAUTION

OPERATION
2. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/3.2 CII
PAGE 5
Sep 30/15

Operation

SIGNAL

STATION
ACTIONS
If dual Main Inverters installed:


ACTIONS

ACTIONS
15/3.2 CII
PAGE 6
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 VOR 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

OPERATION
3 times.
7. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

8. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
NOTE
quency display.
CAUTION
15/3.2 K
PAGE 1
Sep 30/15

Operation
2.3 ILS 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

OPERATION
times.
INBOUND
COURSE
7. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK

NOTE
− If localizer indications differ on the two ILS, a go around shall be made unless
indication.
CAUTION
(Cont’d)
15/3.2 K
PAGE 2
Sep 30/15

Operation
(Cont’d)
CAUTION

OPERATION
2. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/3.2 K
PAGE 3
Sep 30/15

Operation

SIGNAL

STATION
ACTIONS

ACTIONS

ACTIONS
15/3.2 K
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 PROGRAM- The Control unit contains nine programmable memorycells.

MING OF THE
1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
FREQUENCY
mode.
MEMORY CELL

− When momentarily pressed gives frequency selector control over either

upper or lower display.

No activity for 20 seconds will also return Control unit to normal display.
2.3 VOR If RNAV installed

OPERATING
− Rotate until VOR 1 is displayed in the lower left corner of both EHSI.
(Cont’d)
15/3.2 KO
PAGE 1
Sep 30/15

Operation
(Cont’d)
Frequency set up


2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOOSE
MEMORY
FREQUENCY


active.
(STBY).
transmission of the identity signal. In a 30 second period, the DME identifi-
cation signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
9. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
10. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR

(Cont’d)
15/3.2 KO
PAGE 2
Sep 30/15

Operation
(Cont’d)
NOTE
source flag exists if the receiver is tuned 50 kHz off the ground station fre-
quency. Always make sure the VOR receiver is correctly tuned by checking
the frequency display.
CAUTION
2.4 ILS If RNAV installed

OPERATION
1. SELECT knob, DCP . . . . . . . . . . . . . . . . . . . . . . . . SET
− Rotate until LOC 1 is displayed in the lower left corner of both EHSI.
Frequency set up


2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOSE MEMORY
FREQUENCY


active.
(STBY).
(Cont’d)
15/3.2 KO
PAGE 3
Sep 30/15

Operation
(Cont’d)
transmission of the identity signal. In a 30 second period, the DME identifi-
cation signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
7. Mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
INBOUND
COURSE
9. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK

NOTE
− If localizer indications differ on the two ILS, a go around shall be made un-
less a crosscheck with other facilities definitely reveals the system giving the
wrong indication.
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a
yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal Localizer inbound course the LOC
symbols on the EADI/EHSI are not reversed when flying:
CAUTION
15/3.2 KO
PAGE 4
Sep 30/15

Operation

OPERATION
2. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/3.2 KO
PAGE 5
Sep 30/15

Operation

SIGNAL

STATION
ACTIONS

ACTIONS

ACTIONS
15/3.2 KO
PAGE 6
Sep 30/15
Aircraft Operations Manual NAVIGATION, DME

Highlights

modification is not installed, the following apply as a
0.1 DME STATION IDENT PRESENTATION
Without Mod 1310 installed:

− EFIS will not display DME station ident code on
EHSI (and MFD) in map mode.
0.2 DME STATION IDENT PRESENTATION ON

EFIS MAP MODE
Without Mod 1476 installed:
General
Audio information from the DME system is used by
the EFIS to determine the station identifier dis-
played.
EFIS requires two valid station idents before dis-
playing a station identifier. The DME idents are
transmitted at 30 second intervals.
Station ident
When selecting a new DME station by use of
standby/active frequency transfer method, the
former DME stations ident faulty remains displayed
on EHSI and MFD (if installed) for as long as up to
90 seconds.
If no coded audio identifiers are received from the
new station the ident information will remain invalid.
Operation
Therefore in any case, the flight crews must disreg-
ard DME 1 and DME 2 station idents displayed on
EHSI/MFD.
15/4.0
PAGE 1
Sep 30/15

Highlights
15/4.0
PAGE 2
Sep 30/15

Description
1. GENERAL The inhibit circuits of the ATC transponder and

DME systems are interconnected in order to avoid
The Distance Measuring Equipment, DME, provides
interference between the DME and the transponder.
slant distance to a ground station. The DME station
The DME is inhibited when the transponder trans-
does not have to be specially selected if it is paired
mits and vice versa.
with a selected ILS or VOR station. The Distance is
displayed on the EHSI together with Groundspeed 2.2 Control unit
and Time To Go, both calculated from the DME in-
formation. DME controls is provided by the NAV control unit.
When a VOR/ILS frequency is selected the DME
2. MAIN COMPONENTS AND SUBSYSTEMS frequency, if paired to that station, is also selected.
The DME frequency can also be Held in order to
2.1 Transceiver select a new VOR/ILS or DME frequency without
affecting the previous selected DME station.
The frequency information is received from the
VOR/ILS/Marker control unit as a serial data stream
which is transferred into a frequency control circuit- NAV
control
ry that tunes both the transmitter and the receiver.
The airborne system interrogates a ground station Sel. frequency
by transmitting squitter pulses which are returned
as reply puls pairs by the ground station after a
fixed delay time equal for all stations. The airborne
DME
system can distinguish the replay as its own signals serial
form other aircraft replays and measure the time data
difference between transmitted and received signal
EHSI
and thus determine the distance. This distance, the DME EFIS
straight line between the aircraft and the ground receiver
station, is the slant range. Time To Go and
MFD
Groundspeed are both calculated and based upon
if installed
the rate of change of DME distance.
DME
If no reply is received, the DME readout is replaced
by cyan (DME 1) or green (DME 2) dashes.
Ident Audio
If DME system fails, the system generates a warn- integrating
ing − the DME display is replaced by red dashes. system
The DME 2 display will indicate red dashes if only
DME 1 installed.
The DME ground station also sends an identifica- Antenna
tion signal which can be heard over the audio inte- Fig. 1 DME System − schematic
grating system.
15/4.1 CI
PAGE 1
Sep 30/15

Description
A A ALSO SEE AOM CI 15/3.1
A NAV CONTROL UNIT
ACT TUNE NAV Test button.

− DME Distance, GSP and TTG readouts
PRE turns to dashes.
−DME−
NORM HOLD
FREQ
Function selector.
NORM − DME station or DME paired to
TEST
active VOR/ILS frequency in
upper display.
HOLD − System holds DME station.
A new VOR/ILS or DME frequen−
cy can be tuned without affecting
DME function.
FREQ − Frequency paired to active DME
station in upper display.
A26683
Fig. 2 NAV PRO LINE I − DME controls
15/4.1 CI
PAGE 2
Sep 30/15

Description

formation. DME controls is provided by the NAV control unit.
Distance, Groundspeed and Time To Go is also dis- frequency, if paired to that station, is also selected.
played on a DME indicator (if installed). The DME frequency can also be Held in order to
select a new VOR/ILS or DME frequency without
2.1 Transceiver
NAV
The frequency information is received from the control
which is transferred into a frequency control circuit- Sel. frequency
The airborne system interrogates a ground station
by transmitting squitter pulses which are returned DME
as reply puls pairs by the ground station after a serial
fixed delay time equal for all stations. The airborne data
system can distinguish the replay as its own signals EHSI
form other aircraft replays and measure the time DME EFIS
receiver
and thus determine the distance. This distance, the MFD
straight line between the aircraft and the ground if installed
station, is the slant range. Time To Go and DME
the rate of change of DME distance.
Ident Audio
If no reply is received, the DME readout is replaced integrating
by cyan (DME 1) or green (DME 2) dashes. system
If DME system fails, the system generates a warn-
ing − the DME display is replaced by red dashes.
The DME 2 display will indicate red dashes if only Antenna
DME 1 installed. Fig. 1 DME System − schematic
The DME ground station also sends an identifica-

tion signal which can be heard over the audio inte-
grating system.
15/4.1 CII
PAGE 1
Sep 30/15

Description
A A
A NAV CONTROL UNIT WITH MEMORY

Collins
ALSO SEE AOM CII 15/3.1
Function selector. TEST button.

NORM − DME station or DME paired to active When pressed and held:
VOR/ILS frequency in upper display. − DME Distance, GSP, and TTG readouts
HOLD − System holds DME station. turns to dashes.
A new VOR/ILS or DME frequency can − DME audio gives ident AOK if no faults
be tuned without affecting DME function. have been detected.
− Stanby display will show the frequency of
the held DME station.
− Frequency selector controls active display.
A26685
Fig. 2 NAV PRO LINE I − DME controls
15/4.1 CII
PAGE 2
Sep 30/15

Description

formation. DME control is provided by the NAV control unit.
control
DME
and thus determine the distance. This distance, the EHSI
DME EFIS
Groundspeed are both calculated and based upon MFD
the rate of change of DME distance. if installed
DME
If DME system fails, the system generates a warn- Ident Audio
integrating
ing; the DME readouts are replaced by red dashes. system
DME 1 installed.
grating system.
15/4.1 K
PAGE 1
Sep 30/15

Description
DME HOLD
DEM HOLD switch.

OFF
OFF − DME station or DME paired
to active VOR/ILS frequency
in upper display.
DME HOLD − System holds DME frequen−
cy can be turned without
affecting DME function.
S
B
Y
NAV
ALSO SEE AOM 15/3.1 K.
A26686
Fig. 2 NAV − DME controls
15/4.1 K
PAGE 2
Sep 30/15

Description

formation. DME control is provided by the NAV control unit.
When a VOR/ILS frequency is selected the, DME
control
DME
and thus determine the distance. This Distance, the EHSI
DME EFIS
MFD
the rate of change of DME distance. if installed
DME
Ident Audio
If DME system fails, the system generates a warn-
integrating
ing; the DME readouts are replaced by red dashes. system
DME 1 installed.
grating system.
15/4.1 KO
PAGE 1
Sep 30/15

Description
ALSO SEE AOM 15/3.1 KO.
A A
A NAV CONTROL UNIT WITH MEMORY
DME HOLD DME HOLD switch.

OFF − DME station or DME paired to active
VOR/ILS frequency in upper display.
DME HOLD − System holds DME station.
A new VOR/ILS or DME frequency
OFF
can be tuned without affecting DME
function.
S
B
Y
NAV
CHAN
A26687
Fig. 2 NAV − DME controls
15/4.1 KO
PAGE 2
Sep 30/15

Description
NOTE: If DME 2 not installed right side DME

displayed will show red dashes.
ALSO SEE AOM 15/1.1 FOR DME PRESENTA−

TION IN MAP MODE.
A
Time To Go display.
− Time To Go display is cyan for left side and green
for right side.
A EHSI DME DISPLAYS − The time is in minutes.
− If no computed data, the display will be dashes in
normal colour.
GSP 134 − If system fails, the display will be red dashes,
TTG 5.0
flashing for 10s, then steady.
Distance display.
− Distance display is cyan for left and green
for right side.
− Indicates distance in NM to selected DME
VOR 1 VOR 2 station.
D 37.6 D 34.5H − If in DME HOLD mode a yellow H will appear
after the readout and the letter D turns to
yellow.
− If no computed data, the display will be
dashes in normal colour.
− If system fails, the display will be red
dashes, flashing for 10s, then steady.
Groundspeed display.
− Groundspeed display is cyan for left and
green for right side.
− The speed in knots is only accurate when
the aircraft is flying directly to or from the
selected DME station.
− If no computed data is available, the
display will be dashes in normal color.
− If system fails, the display will be red
dashes, flashing for 10s, then steady.
C0827
Fig. 3 EHSI, DME display − indicators
15/4.1
PAGE 3
Sep 30/15

Description
A DISPLAY CONTROL PANEL

DTA, data button.
DTA
− When pushed, GSP, TTG, TAS, crosside
BRG DME and NAV data are removed from
ROSE RR
RA 2ND
the EHSI.
FD ET DEV
TST CRS − Next push restores the data.
Fig. 4 Display Control Panel − controls
15/4.1
PAGE 4
Sep 30/15

Description

Indicates distance in NM from aircraft to path
capture when TO TRK annunciates NM and
to aimpoint when TO ALT annunciates NM.
1
2 Also see AOM 3.1.
4
0 6
IF VNI INSTALLED.
A26688
Fig. 5 VNI Indicator − distance indication
15/4.1
PAGE 5
Sep 30/15

Description
DME TEST.
When NAV test button is pressed and
held, the DME INDICATOR will enter
and display the self−test diagnostic
mode (for maintenance use).
DME distance display in NM.

A 1 − DME system wired to channel 1 of
the indicator (maintenance).
A DME INDICATOR
DME
SELECT
1
DME SELECT switch. PWR, power button.

− 1. Indicator displays DME 1 − Push in − indicator ON.
information. − Next push, button out − indicator OFF.
− 2. Indicator displays DME 2
information.
Photocell.
Controls light intensity of display.
HLD, hold annunciator. SEL mode select button and display.

Illuminates when selected DME Sequentially press SEL button will display:
in HOLD mode. − KT groundspeed in knots.
− MIN time go, in minutes.
− ID station ident code.
IF DME IND.INSTALLED.
A26689
Fig. 6 DME indicator − controls and indicators
15/4.1
PAGE 6
Sep 30/15

Description
DME1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS E−17 DME1

DME2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L−16 DME2
15/4.1
PAGE 7
Sep 30/15

Description
15/4.1
PAGE 8
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The DME systems are switched ON/OFF by L and R AVION switches.
2.2 DME SYSTEM 1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

TEST
HOLD
− DME Distance, GSP and TTG readouts turns to dashes.

− Distance, GSP and TTG readouts turns back to normal.
2.3 OPERATION 1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

− An independent DME transmits its identification signal once every 30 sec-

onds.
− A DME associated with a VOR or ILS localizer transmits its identification sig-
nal at 30 seconds intervals in synchronization with the identification signal of
the VOR or ILS localizer. Since the DME and the VOR or ILS localizer have
the same identity code letters, the DME signal is recognized by a slight in-
crease in strength during transmission of the identity signal. In a 30 second
period the DME identification signal is thus transmitted once and the VOR or
ILS localizer signal 3 times.
7. DME readout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(Cont’d)
15/4.2 CI
PAGE 1
Sep 30/15

Operation
(Cont’d)
NOTE
Due to uncoordinated military (TACAN) and civil DME frequency allocations, erro-
neous indications may result even if the proper NAV frequency has been selected.
Make sure that the DME station is positively identified before relying on the DME
readouts.
2.4 OPERATION IN The selected DME station can be held, if the pilot decides to keep the selected
DME HOLD DME station tuned and select a different NAV frequency.
1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
− A yellow H will appear after the Distance readout and the letter D turns to
yellow.
− A new NAV frequency can be selected without affecting the DME.
− The held DME stations frequency is no longer related to the frequency dis-
played on the NAV control unit.
The frequency of the held DME station can be checked.
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FREQ
− DME system still in hold but with associated frequency displayed in the active
position.
− FREQ position is spring loaded.
15/4.2 CI
PAGE 2
Sep 30/15

Operation

SIGNAL
2. Headsets and audio circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.2 NO DME INDICATIONS

INDICATION DME Distance, GSP and TTG readouts displays red dashes.
ACTIONS
1. CB’s E−17 (DME 1), L−16 (DME 2) . . . . . . . . . . . . . . . . CHECK/RESET
15/4.2 CI
PAGE 3
Sep 30/15

Operation
15/4.2 CI
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 DME SYSTEM 1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

TEST
HOLD
− DME Distance, GSP and TTG readouts turns to dashes.

− Distance, GSP and TTG readouts turns back to normal.

− DME audio gives ident AOK if no faults have been detected.
2.3 PROGRAM- The control unit contains four programmable memorycells.

MING OF THE
FREQUENCY
2. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS


4. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

15/4.2 CII
PAGE 1
Sep 30/15

Operation
2.4 OPERATION If RNAV installed

− Rotate until VOR1 or LOC1 is displayed in the lower left corner of both
EHSI’s.
1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Frequency set up

− Momentarily press switch to MEM will step through the memory for choice of
frequency.
tive.

onds.
(Cont’d)
15/4.2 CII
PAGE 2
Sep 30/15

Operation
(Cont’d)
NOTE
readouts.
1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
yellow.
− Standby display will show the frequency of the held DME station.
− Frequency selector controls active display.
15/4.2 CII
PAGE 3
Sep 30/15

Operation

SIGNAL

ACTIONS
15/4.2 CII
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 OPERATION 1. DME HOLD switch (above NAV control unit) . . . . . . . . OFF

onds.
NOTE
readouts.
15/4.2 K
PAGE 1
Sep 30/15

Operation
1. DME HOLD switch (above NAV control unit) . . . . . . . . DME HOLD
yellow.
15/4.2 K
PAGE 2
Sep 30/15

Operation

SIGNAL

ACTIONS
15/4.2 K
PAGE 3
Sep 30/15

Operation
15/4.2 K
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 PROGRAM- The control unit contains nine programmable memorycells.

MING OF THE
1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
FREQUENCY
mode.
MEMORYCELL

− When momentarily presses gives frequency selector control over either up-
per or lower display.

No activity for 20 seconds will also turn Control unit to normal display.
2.3 OPERATION If RNAV installed

− Rotate until VOR1 or LOC1 is displayed in the lower left corner of both
EHSI.
(Cont’d)
15/4.2 KO
PAGE 1
Sep 30/15

Operation
(Cont’d)
1. DME HOLD switch (above NAV control unit) . . . . . . . . OFF
Frequency set up


3. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOOSE
MEMORY
FREQUENCY
− Any one of the two knobs will control the memorycells for choice of fre-
quency.
− Momentarily press Transfer button to make chosen memory frequency ac-

tive.
(STBY).
− An independent DME transmits its identification signal once every 30

seconds.
(Cont’d)
15/4.2 KO
PAGE 2
Sep 30/15

Operation
(Cont’d)
NOTE
readouts.
1. DME HOLD switch (above NAV control) . . . . . . . . . . . DME HOLD
yellow.
15/4.2 KO
PAGE 3
Sep 30/15

Operation

SIGNAL

ACTIONS
15/4.2 KO
PAGE 4
Sep 30/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR

Highlights

0.1 WEATHER RADAR PRESENTATION. ONLY

VALID FOR AIRCRAFT WITH COLLINS
WXR 250 WEATHER RADAR SYSTEM.
Without Mod 1423 embodied (Collins WXR
350 weather radar system)
− Magenta color in Norm and WX modes for
severe precipitation is not available.
− PAC alert is not available.
− Test picture as for WXR 200 system.
15/5.0
PAGE 1
Sep 30/15

Highlights
15/5.0
PAGE 2
Sep 30/15

Description
1. GENERAL drops and ice) present in clouds in front of the air-

craft, reflects some of this energy back to the an-
The aircraft is provided with an airborne radar sys-
tenna. The reflected energy provides a measure of
tem which is used mainly for avoidance of severe
moisture intensity which is converted to a color
weather but can also be used for ground mapping.
code. The radar color picture will therefore repre-
The system will detect and present weather condi-
sent a cross section of the cloud situation in front of
tions in an angle of 90 degrees and to the range of
the aircraft.
300 NM in front of the aircraft. Flight hazards due to
weather conditions are primarily the result of turbu- Even though the color code corresponds to a cer-
lence and hail. Wet hail can be detected by radar, tain amount of moisture, rain and ice, bear in mind
but turbulent air by itself will not provide a radar that the radar beam will also be reflected by the
echo. (Examples are clear−air turbulence and airc- ground surface, mountains etc. Therefore the pilot
raft vortices.) Areas having high rainfall rates are must know his position before relying on the radar
ordinarily associated with turbulence, and it is from picture being just weather.
this rainfall that radar echoes are reflected and the The Weather Radar is a three color display system
accompanying turbulence associated with the rain- and the picture can be presented on the EHSI and
fall is implied. Small areas with extremely heavy the MFD (if installed).
rainfall rate or large areas of moderate rainfall rate
can reduce the ability of the radar waves to pene- The weather radar is not a go/no go signal, it is a
trate and present a full picture of the weather area. weather analysis instrument and must be used in
This may mask or cause strong targets at a farther conjunction with a knowledge of the atmospheric
range to appear much less intense than they actual- conditions. It should never be used to make a deci-
ly are. Always assume that all weather behind sion to fly through a convective weather system, but
another is at least one level higher than whats being as a guide of how far to circumnavigate it.
presented on the radar picture. Proper use of the 1.1 Operational Modes
GAIN and TILT controls will aid the user in interpret-
ing the displayed targets. Normal weather detection (NORM−position)
The receiver transmitter unit generates microwave The signals representing echos from targets on dif-
energy in the form of pulses. These pulses are then ferent ranges are treated with a Sensitivity Time
transferred to the antenna where they are focused Control, STC, which means that the target intensity
into a beam by the antenna. The radar beam is remains relatively constant for closein ranges. The
much like the beam of a flashlight. The energy is radar beam power is higher but with lower resolu-
focused and radiated by the antenna in such a way tion than for ground mapping.
that it is most intense in the center of the beam with
Signals from clouds with heavy precipitation are
decreasing intensity near the edge. The same an-
displayed so that only the contour of the cloud
tenna is used for both transmitting and receiving.
shows varying echos but the core is only a red
When a pulse intercepts a target, the moisture (rain
mass.
EHSI
RADAR RADAR
RADAR
Trans- control
antenna MFD
ceiver panel
(if installed)
Fig. 1 WEATHER RADAR − schematic
15/5.1 S
WXR 200 PAGE 1
Sep 30/15

Description
The color code for the weather picture is:
WXR 200 COLOR dbz VIP−LEVEL VIP−DEFINITIONS
BLACK <20 −− −−
Minimum detectable moisture level (weak).

GREEN >20 1 − Weak rainfall rate.
− Light to moderate turbulence is possible with lightning.
Medium moisture level.

YELLOW >30 2 − Moderate rainfall rate.
Strong moisture level.

3 − Strong rainfall rate.
− Severe turbulence is possible with lightning.
>40
Very strong moisture level.
4 − Very strong rainfall rate.
− Severe turbulence is likely with lightning.
RED Intense moisture level.

− Intensive rainfall rate.
>50 5
− Severe turbulence is very likely with lightning, organized
wind gusts and hail.
Extreme moisture level.

− Extreme rainfall rate.
>60 6
− Severe turbulence is certain with large hail, lightning,
and extensive wind gusts.
VIP = Video Integrated Processor (U.S National Weather Service).

Weather detection with contour (WX−position) The shape of the radar beam is more narrow and
Normal weather detection with cycling cloud contour with lower beam power than for weather detection
(WX−position). Same weather detection as for in order to provide better resolution of the ground
NORM mode and with the contouring areas of the echo returns.
storm cell alternating between red and black at a
CAUTION
one−cycle−per−second rate. This is the core of the
storm cell. The contouring is to highlight the most Do not rely on MAP mode only for navigation.
hazardous storm cells.
Ground mapping (MAP−position)

The signals representing ground echos are treated
with the Sensitivity Time Controller, STC, in order to
keep constant echo intensity for close−in ranges.
15/5.1 S
WXR 200 PAGE 2
Sep 30/15

Description
The colors for the ground picture are somewhat 2.3 Weather radar control panel − WXP
changed:
The control panel is provided with the necessary
controls to select the various modes and functions.
WXR 200 COLOR DEFINITIONS
The control panel also contains the microprocessor
Minimum detectable ground that creates and controls the radar picture present-
CYAN ed on EHSI and MFD from the digital information
echo level.
sent by the transceiver.
Medium detectable ground
YELLOW
echo level.
Highest detectable ground

MAGENTA
echo level.
Target alert
Activated Target alert is indicated by a steady yel-
low boxed T on EHSI and MFD. When selected, T
is visible also with EHSI in ROSE mode and on the
MFD even if RDR mode is not selected. The T will
start to flash and alert the pilot if the signal strength
of the echo increases up to storm cell level and the
target is detected in a sector within 50 to 150 NM
and 15 of dead ahead regardless of selected
range.
2.1 Antenna
The ANT−212 is installed inside the nose glassfibre

radome. It has a scan sector of 90. The antenna is
also stabilized up to 30 in the pitch axis to com-
pensate for aircraft movement in order to have a
stable scanning. The antenna is not stabilized in roll
which causes parts of the radar picture to disappear
with roll movement of the aircraft. The antenna can
be manually tilted between 15 from horizontal.
2.2 Transceiver
The transceiver operates in the X−band at a fre-

quency of 9,345 GHz. It transmits and receives the
radar beam and transforms the result into digital
information fed to the radar control panel.
15/5.1 S
WXR 200 PAGE 3
Sep 30/15

Description
TGT (target) button.

TGT selected, enables Target alert and is
indicated by a yellow steady T on the
EHSI/MFD. The T will start to flash and
alert the pilot if the signal strength of the
echo increases up to Red (VIP−Level 3)
and the target is detected in a sector within
50 to 150 NM and 15 of dead ahead
regardless of selected range.
A
HLD (Hold) button.
A WEATHER RADAR CONTROL PANEL The picture is held without any update when
selected (push on/push off button).
Hold is indicated by HOLD flashing alternately
with the radar mode annunciator on EHSI/
MFD.
RANGE selector.
Selects operating range in NM.
MODE RANGE
TEST NORM
25
50 100
200
STB (Stabilization) button.
TGT HLD STB
STBY
OFF
WX
MAP
10 300 Stabilization of the antenna is provided when
+10
the button is pushed in. No stabilization when
MIN MAX +5
the button is pushed a second time (out).
0
GAIN TILT
−5 −10
TILT control.
Adjust the antenna tilt angle.
Range 15.
GAIN control (5−position switch).

The gain is highest in MAX position, with each
of the other four positions reducing receiver
MODE selector sensitivity by 6 dbz. By reducing the gain, it is
STBY − Powered (warm up) but no energy possible to evaluate the relative severity of
transmitted. the weather system because the weather
TEST − Internal test performed without any energy echos will gradually disappear from the radar
transmission. picture, leaving only the stronger echos. Re-
NORM − Normal weather detection. duced gain is indicated by GAIN flashing alter-
WX − Normal weather detection with cycling cloud nately with the radar mode annunciator on
contour. EHSI/MFD. Do not leave the GAIN control re-
MAP − Ground mapping. duced after use, always return to MAX posi-
tion.
D0668
Fig. 2 Weather radar − controls
15/5.1 S
WXR 200 PAGE 4
Sep 30/15

Description

DTA
ROSE RR
BRG
RA 2ND
FD ET DEV
TST CRS
B A A B
MODE selector.
Weather radar display is added to the EHSI
sector picture when RR position is selected
(and with radar switched on).
Target mode.
B EHSI SECTOR MODE/WEATHER A yellow steady T is displayed when TGT button is
RADAR DISPLAY selected. The T will start to flash and alert the pilot
if the signal strength of the echo increases up to
Red (VIP−level 3) and the target is detected in a
sector within 50 to150 NM and 15 of dead
ahead regardless of selected range. If selected,
the T is visible also when ROSE mode is selected.
Radar echo display.

Colors depend on selected radar mode and echo
level.
Range arc and range in NM.

Cyan in NORM and WX mode, green in MAP
mode. The arc indicates half of selected range.
Mode annunciator.
OFF, STBY, TEST, NORM, WX or MAP in white.
GAIN or HOLD can also be displayed alternately
with the Mode annunciator.
A26778
Fig. 3 Display control panel and EHSI − controls and indicators
15/5.1 S
WXR 200 PAGE 5
Sep 30/15

Description
15/5.1 S
WXR 200 PAGE 6
Sep 30/15

Description
1. GENERAL Even though the color code corresponds to a cer-

tain amount of moisture, rain and ice, bear in mind
The aircraft is provided with an airborne radar sys-
that the radar beam will also be reflected by the
tem which is used mainly for avoidance of severe
ground surface, mountains etc. therefore the pilot
weather but can also be used for ground mapping.
must know his position before relying on the radar
The system will detect and present weather condi-
picture being just weather.
tions in an angle of 120 degrees and to the range of
300 NM in front of the aircraft. Flight hazards due to The Weather Radar is a four color display system
weather conditions are primarily the result of turbu- and the picture can be presented on both EHSI’s
lence and hail. Wet hail can be detected by radar, and the MFD (if installed).
but turbulent air by itself will not provide a radar The weather radar is not a go/no go signal, it is a
echo. (Examples are clear−air turbulence and air- weather analysis instrument and must be used in
craft vortices.) Areas having high rainfall rates are conjunction with a knowledge of the atmospheric
ordinarily associated with turbulence, and it is from conditions. It should not be used to make a decision
this rainfall that radar echoes are reflected and the to fly through a convective weather system, but as
accompanying turbulence associated with the rain- a guide of how far to circumnavigate it.
fall is implied. Small areas with extremely heavy
rainfall rate or large areas of moderate rainfall rate 1.1 Operational Modes
can reduce the ability of the radar waves to pene-
trate and present a full picture of the weather area. Normal weather detection (NORM−position)
This may mask or cause strong targets at a farther The signals representing echos from targets on dif-
range to appear much less intense than they actual- ferent ranges are treated with a Sensitivity Time
ly are. Always assume that all weather behind Control, STC, which means that the target intensity
another is at least one level higher than whats being remains relatively constant for close in ranges. The
presented on the radar picture. Proper use of the radar beam power is higher but with lower resolu-
RANGE, GAIN and TILT controls will aid the user in tion than for ground mapping.
interpreting the displayed targets.
Signals from clouds with heavy precipitation are
The receiver transmitter unit generates microwave displayed to that only the contour of the cloud
energy in the form of pulses. These pulses are then shows varying echos while the core is only a red
transferred to the antenna where they are focused mass.
into a beam by the antenna. The radar beam is
In some weather conditions echoes at a certain dis-
much like the beam of a flashlight. The energy is
tance and density could absorb enough beam ener-
focused and radiated by the antenna in such a way
gy to cause a very low level, if any, return signal to
that it is most intense in the center of the beam with
the radar (leaving a shadow area beyond the echo).
decreasing intensity near the edge. The same an-
This will cause the PAC alert (Path Attenuation
tenna is used for both transmitting and receiving.
Correction) bar to appear on the radar picture ex-
When a pulse intercepts a target, the moisture (rain
tending beyond the absorbing echo which alerts the
drops and ice) present in clouds in front of the air-
pilot about possible hidden severe weather beyond
craft, reflects some of this energy back to the an-
the displayed echo. However, the pilot is still the
tenna. The reflected energy provides a measure of
master and should be monitoring the radar picture
moisture intensity which is converted to a color
as the PAC alert has levels which have to be ex-
code. The radar color picture will therefore repre-
ceeded before PAC alert bar comes on.
sent a cross section of the cloud situation in front of
the aircraft.
15/5.1 O
WXR 350 PAGE 1
Sep 30/15

Description
EHSI
RADAR RADAR
RADAR
Trans- control
antenna MFD
ceiver panel
(if installed)
Fig. 1 WEATHER RADAR − schematic
The color code for the weather picture is:
WXR 350 COLOR dbz VIP−LEVEL VIP−DEFINITIONS
BLACK <20 −− −−
Minimum detectable moisture level (weak).

GREEN >20 1 − Weak rainfall rate.
Medium moisture level.

YELLOW >30 2 − Moderate rainfall rate.
Strong moisture level.

3 − Strong rainfall rate.
− Severe turbulence is possible with lightning.
RED >40
Very strong moisture level.
4 − Very strong rainfall rate.
− Severe turbulence is likely with lightning.
Intense moisture level.

− Intensive rainfall rate.
>50 5
− Severe turbulence is very likely with lightning, organized
wind gusts and hail.
MAGENTA
Extreme moisture level.
− Extreme rainfall rate.
>60 6
− Severe turbulence is certain with large hail, lightning,
and extensive wind gusts.
VIP = Video Integrated Processor (U.S National Weather Service)

Weather detection with contour (WX−position) storm cell. The contouring is to highlight the most
Normal weather detection with cycling cloud contour hazardous storm cells.
(WX−position). Same weather detection as for Ground mapping (MAP−position)
NORM mode and with the contouring areas of the
The signals representing ground echos are treated
storm cell alternating between red and black at a
with the Sensitivity Time Controller, STC, in order to
one−cycle−per−second rate. This is the core of the
keep constant echo intensity for close−in ranges.
15/5.1 O
WXR 350 PAGE 2
Sep 30/15

Description
The shape of the radar beam is more narrow and 2.3 Weather radar control panel − WXP
with lower beam power than for weather detection
The control panel is provided with the necessary
in order to provide better resolution of the ground
controls to select the various modes and functions.
echo returns.
The control panel also contains the microprocessor
CAUTION that creates and controls the radar picture present-
ed on EHSI and MFD from the digital information
Do not rely on MAP mode only for navigation.
sent by the transceiver.
The colors for the ground picture are somewhat
changed:
WXR 350 COLOR DEFINITIONS
Minimum detectable ground

CYAN
echo level.
Medium detectable ground

YELLOW
echo level.
Highest detectable ground

MAGENTA
echo level.
Target alert
Activated Target alert is indicated by a steady yel-
low boxed T on EHSI and MFD. When selected the,
T is visible also with EHSI in ROSE mode and on
the MFD even if RDR mode is not selected. The T
will start to flash and alert the pilot if the signal
strength of the echo increases up to storm cell level
and the target is detected in a sector within 50 to
150 NM and 15 of dead ahead regardless of se-
lected range.
2.1 Antenna
The ANT−312 or ANT−318 antenna is installed in

the nose of the aircraft and covered with a glass-
fibre radome. It has a scan sector of 120. The an-
tenna is also stabilized up to 30 in roll and pitch to
compensate for aircraft movement in order to have
a stable scanning. The antenna can be manually
tilted between 15 from the aircraft’s x−axis.
2.2 Transceiver
The transceiver works in the X−band at a frequency

of 9,345 GHz. It transmits and receives the radar
beam and transforms the result into digital informa-
tion fed to the radar control panel.
15/5.1 O
WXR 350 PAGE 3
Sep 30/15

Description
TGT (target) button.

TGT selected, enables Target alert and is
indicated by a yellow steady “T” on the
EHSI/MFD. The “T” will start to flash and
alert the pilot if the signal strength of the
echo increases up to Red (VIP−Level 3) and
the target is detected in a sector within 50 to
150 NM and 15 of dead ahead regardless
of selected range.
A
HLD (Hold) button.
A WEATHER RADAR CONTROL PANEL The picture is held without any update when
selected (push on/push off button).
Hold is indicated by HOLD flashing alternately
with the radar mode annunciator on EHSI/
MFD.
RANGE selector.
Selects operating range in NM.
MODE RANGE
TEST NORM
25
50 100
200
STB (Stabilization) button.
TGT HLD STB
STBY
OFF
WX
MAP
10 300 Stabilization of the antenna is provided when
+10
the button is pushed in. No stabilization when
MIN MAX +5
the button is pushed a second time (out).
0
GAIN TILT
−5 −10
TILT control.
Adjust the antenna tilt angle.
Range 15.
GAIN control (5−position switch).

The gain is highest in MAX position, with each
of the other four positions reducing receiver
MODE selector sensitivity by 6 dbz. By reducing the gain, it is
STBY − Powered (warm up) but no energy possible to evaluate the relative severity of
transmitted. the weather system because the weather
TEST − Internal test performed without any energy echos will gradually disappear from the radar
transmission. picture, leaving only the stronger echos. Re-
NORM − Normal weather detection with PAC alert. duced gain is indicated by GAIN flashing alter-
WX − Normal weather detection with PAC alert nately with the radar mode annunciator on
and cycling cloud contour. EHSI/MFD. Do not leave the GAIN control re-
MAP − Ground mapping. duced after use, always return to MAX posi-
tion.
D0668
Fig. 2 Weather radar − controls
15/5.1 O
WXR 350 PAGE 4
Sep 30/15

Description

DTA
ROSE RR
BRG
RA 2ND
FD ET DEV
TST CRS
MODE selector.
B A A B Weather radar display is added to the EHSI
sector picture when RR position is selected
(and with radar switched on).
Target mode.
A yellow steady T is displayed when TGT
B EHSI SECTOR MODE/WEATHER
button is selected. The T will start to flash
RADAR DISPLAY
and alert the pilot if the signal strength of the
echo increases up to RED (VIP−LEVEL 3)
and the target is detected in a sector within
50 to 150 NM and  15of dead ahead
regardless of selected range. If selected, the
T is visible also when ROSE mode is
selected.
Radar echo display.

Colors depend on selected radar mode
and echo level.

Cyan in NORM and WX mode, green in
MAP mode. The arc indicates half of
selected range.
Mode annunciator.
OFF, STBY, TEST, NORM, WX or MAP in white.
GAIN or HOLD can also be displayed alternately
with the Mode annunciator.
A26777
Fig. 3 Display control panel and EHSI − controls and indicators
15/5.1 O
WXR 350 PAGE 5
Sep 30/15

Description
15/5.1 O
WXR 350 PAGE 6
Sep 30/15

Description
A
Target mode.
A yellow steady T is displayed when TGT
button is selected. The T will start to flash
and alert the pilot if the signal strength of
the echo increases up to storm cell level in
a sector within 50 to 150 NM and  15of
A MFD RDR − MODE
dead ahead regardless of selected range.
If selected, the T is visible also when RDR
mode is not selected on the MFD.
Radar echo display.

Colors depend on selected radar mode
and echo level.

Cyan in NORM and WX mode, green in
MAP mode. The arc indicates half of
selected range. If in RDR or combined
RDR−NAV mode, range will be controlled
from wx radar control panel. In NAV
mode, range is controlled by the Line
buttons, , see AOM 15/1.1.
RDR button.
Enables radar display on MFD. Radar display
can be mixed with NAV display, if both RDR
and NAV selected.
RDR annunciated in green when button
depressed. Mode annunciator OFF, STBY,
TEST, NORM, WX or MAP in cyan. GAIN or
HOLD can also be displyed alternatley with
the Mode annunciator.
A26692
Fig. 4 Multifunction disply, MFD, in radar mode − controls and radar picture
15/5.1
If MFD installed WXR 200/350 PAGE 7
Sep 30/15

Description
15/5.1
If MFD installed WXR 200/350 PAGE 8
Sep 30/15

Description
Yellow PAC alert bar.
Shadowed area. Shadowed area.
Radar beam absorbing echoes.
A26693
Fig. 5 EHSI/MFD radar picture with PAC alert
15/5.1
COLLINS WXR 350 PAGE 9
Sep 30/15

Description
15/5.1
COLLINS WXR 350 PAGE 10
Sep 30/15

Description
Radar power . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M−14 WX RADAR PWR

Radar stabilization . . . . . . . . . . . . . . . . . . . . . R INV BUS 115VAC M−13 WX RADAR STAB
15/5.1
PAGE 11
Sep 30/15

Description
15/5.1
PAGE 12
Sep 30/15

Operation
1. LIMITATIONS
WARNING
Do not operate radar within 60 m / 180 ft of other aircraft being refueled or within 30 m / 90 ft of personnel
in the beam area.
2. NORMAL OPERATION
− Power is supplied to the radar by L and R AVION switches.

2. MAIN INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− 115 V AC and 26 V AC via left AHRS are applied for radar antenna stabiliza-
tion.
3. MODE selector, weather radar panel . . . . . . . . . . . . . . STBY
− Radar powerized (warm up) but no energy transmitted.
2.2 POWER DOWN 1. TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET MAX UP
− Tilt max up is for ground safety reasons.

2. MODE selector, weather radar panel . . . . . . . . . . . . . . STBY
− Radar can also be switched off with MODE selector in OFF position.
2.3 TESTING 1. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
2. RANGE selector (weather radar panel) . . . . . . . . . . . . 10.

3. MODE selector (weather radar panel) . . . . . . . . . . . . . TEST
− After approx 30−60 s a test picture will be displayed.

4. Test picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to comply with Fig. 1.

(Cont’d)
15/5.2
PAGE 1
Sep 30/15

Operation
(Cont’d)
5. Test picture for WXR 200 system.
RED / FLASHING
YELLOW
GREEN
Fig. 1
5. Test picture for WXR 350 system (Mod 1423).
YELLOW
MAGENTA
RED / FLASHING
YELLOW
GREEN
Fig. 2
15/5.2
PAGE 2
Sep 30/15

Operation
2.4 OPERATION If radar picture to be displayed on MFD (if installed)

1. RDR pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

If radar picture to be displayed on EHSI
1. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
2. Mode selector (weather radar panel) . . . . . . . . . . . . . . AS REQUIRED
− NORM
− WX
− MAP
3. Mode indication on EHSI/MFD . . . . . . . . . . . . . . . . . . . . CHECK
4. RANGE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
− Each click reduces the receiver sensitivity by 6 dbz.
− By reducing GAIN, weather echoes will gradually disappear from the radar
picture, leaving only the stronger echoes.
− Do not leave the GAIN control reduced after use, always return to MAX posi-
tion.
6. TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− +10 to −5 is useful for weather detection (with STB selected).
− 0 to −10 is useful for ground mapping (with STB selected).
7. TGT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT OR
AS REQUIRED
− Gives flashing target alert on EHSI (yellow boxed T), when a storm cell is
detected within 50 to 150 NM and  15 degrees ahead of the aircraft regard-
less of range selected.
− Helpful if other modes than weather radar has been selected on EFIS (i.e.
compass rose mode).
8. HLD button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Radar picture is held without any update, if selected

(push−on/push−off button).
9. STB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
− Enables stabilization of radar antenna.

(Cont’d)
15/5.2
PAGE 3
Sep 30/15

Operation
(Cont’d)
10. Radar picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Adjust picture with RANGE, GAIN, TILT and display intensity for best results.
2.5 GAIN Operators must recognize that reducing the gain of the system reduces the ef-
CONTROL fective range and the sensitivity of the system. The variable GAIN control
should only be used to reduce the receivers sensitivity to aid in determining the
relative intensity of multiple thunderstorms and locating embedded cells in a
rain front at low altitude and in terminal areas − not to locate a path to penetrate
the storm area. As the gain is reduced the red areas of the target will eventually
be displayed as yellow and the yellow areas will turn into green. The red area
that is the last to change to next lower level is the strongest part of the target. If
there is a large area of red displayed and the pilot desires to know which way to
deviate to avoid the strongest part of the cell, he may reduce the gain slowly and
note which part of the target remains red longest. That is the strongest part of
the red return and the area to avoid by the greatest distance.
Reducing the gain when ground mapping through light rainfall will clear up the
ground picture. GAIN is flashed on the display whenever a reduced gain mode
is selected. Do not leave the GAIN control reduced after use, always return to
MAX (CAL for TWR 850) position.
WXR 200
How to see the difference between a strong cell and a severe thunderstorm.
Example:
− Red color comes on at a reflectivity over 40 dbz.
− Strong and very strong cells have reflectivities in excess of 40 dbz.
− Severe thunderstorms have reflectivities in excess of 50 dbz.
− Each click on the GAIN control reduces the receiver sensitivity with 6 dbz.
All cells in a weather system that still indicates red after the GAIN has been re-
duced two clicks, must be treated as severe thunderstorms.
WXR 350
The WXR 350 weather radar has a fifth color, magenta, which comes on at a
reflectivity exceeding 50 dbz.
15/5.2
PAGE 4
Sep 30/15

Operation
2.6 HOLD BUTTON The (weather) hold function allows the pilot to evaluate storm direction and rate
of movement relative to the aircraft’s present heading. The hold function will
provide the greatest assistance when used on longer ranges. On shorter
ranges, the weather situation can change too rapidly to justify using the hold
function.
2.7 TILT SETTINGS The radar beam is a narrow cone with a beam width of 6 for 18 inch antenna
(with STB and 8 for 12 inch antenna and it sweeps in a plane relative to earth. The tilt
selected) control is used to vary the sweep of the beam up or down with respect to the
plane of the earth. The key to best weather radar effectivity is precision antenna
tilt management for detection, analyzing and avoiding hazardous convective
weather handling of the TILT control allows the pilot to measure precipitation
densities, the height of a storm, rain core shapes, rain gradients or even distin-
guish between weather and ground echoes. Described further on are some
technics to manipulate the TILT control for best weather detections.
1. Finding the calibrated 0 tilt
With STB selected the 0 index on the TILT control should normally position the
radar beam in parallel to the surface of the earth. (We can ignore the earth cur-
vature up to 60 NM distances.) This will be true only if the radar antenna has
been properly aligned with precision instruments like by the aircraft manufac-
ture. However, experience has shown that the alignment will sometimes devi-
ate after workshop visits and overhauls of the radar system. Therefore the tilt
index must be checked and calibrated before the pilot can rely on the tilt ef-
fectivity.
If we bear in mind that everything connected with tilt management is angular, we
will find that when tilt is changed in degrees, the beam is displaced up or down a
certain numbers of feet dependent on the distance from the aircraft. The num-
bers of feet at a particular distance can easily be calculated by this formula:
distance x 100 = feet per degree.
One degree of tilt change moves the beam up or down 100 feet at one NM from
the antenna.
At 5 NM the movement is 5 x 100 = 500 feet. At 12,5 NM; 12,5 x 100 = 1250 feet
etc. This formula can now easily be applied to determine the time zero tilt.
On a clear day, start with level off the aircraft and set a normal cruise speed,
over flat terrain.
(Cont’d)
15/5.2
PAGE 5
Sep 30/15

Operation
(Cont’d)
With STB selected, turn the tilt down until the ground echo is displayed from the
range arc and out. Then identify the altitude AGL and the arc range in the follow-
ing table. By adjusting the tilt with the value taken from the table, the radar beam
will be leveled in parallel with the surface of the earth . Now, any difference be-
tween this tilt setting and the 0 TILT index is a result of misalignment.
12 INCH ANTENNA
ALTITUDE Arc range

AGL 5 nm 12,5 nm 25 nm 50 nm
2 000 0 − 2.5 − 3 − 3.5
4 000 + 4 − 1 − 2.5 − 3
6 000 + 8 + 1 − 1.5 − 2.5
8 000 + 12 + 2.5 − 1 − 2.5
10 000 + 16 + 4 0 − 2
12 000 − + 5.5 + 1 − 1.5
14 000 − + 7 + 1.5 − 1
16 000 − + 9 + 2.5 − 1
18 000 − + 10.5 + 3 − 0.5
20 000 − + 12 + 4 0
22 000 − + 13.5 + 5 + 0.5
25 000 − + 16 + 6 + 1
27 000 − − + 7 + 1.5
29 000 − − + 7.5 + 2
31 000 − − + 8.5 + 2.5
(Cont’d)
15/5.2
PAGE 6
Sep 30/15

Operation
(Cont’d)
18 INCH ANTENNA
ALTITUDE Arc range

AGL 5 nm 12,5 nm 25 nm 50 nm
2 000 + 1 − 1.5 − 2 − 2.5
4 000 + 5 0 − 1.5 − 2
6 000 + 9 + 2 − 0.5 − 1.5
8 000 + 13 + 3.5 0 − 1.5
10 000 + 17 + 5 + 1 − 1
12 000 − + 6.5 + 2 − 0.5
14 000 − + 8 + 2.5 0
16 000 − + 10 + 3.5 0
18 000 − + 11.5 + 4 + 0.5
20 000 − + 13 + 5 + 1
22 000 − + 14.5 + 6 + 1.5
25 000 − + 17 + 7 + 2
27 000 − − + 8 + 2.5
29 000 − − + 8.5 + 3
31 000 − − + 9.5 + 3.5
2. The parked position

Any time when not operating the radar RANGE and TILT controls the radar
should be set to the parked position. The idea is to set up the radar so that the
radar beam slightly tilted down to provide ground returns from a certain dis-
tance and outwards relative the selected range. With this setting on the radar
the pilot is given a fast and certain mean to insure the radar is functioning and
most important, a possibility to recognize radar shadows.
With ground returns displayed on the indicator;
− any prominent echo that works back inside the ground returns is probable
weather.
− any echo that can not be identified as a city, hill, mountain peak or geological
structure is a weather system.
− if black areas start to grow from the outer edge of the ground return on the
indicator and inwards, the aircraft is approaching a radar shadow.
− any echoes that changes rapidly in size, shape or intensity is a dynamic
weather system.
− If the indicator goes totally black, the radar has failed.
(Cont’d)
15/5.2
PAGE 7
Sep 30/15

Operation
(Cont’d)
With the parked position selected, the pilot can also easily measure the clear-
ance to an object. Suppose that an echo working back toward the aircraft, is
fading out at the 30 NM range. The echo has faded because it has worked back
under the radar beam. Fading out at 30 NM means that the echo − whatever it is
− will be cleared by about 1200−1500 feet (depending on which antenna). If the
echo fades out at 2 NM it will be cleared by less than 800−1000 feet, if at all. The
formula is: half the beam width + 1 x range x 100. Beam width is 6 for 18 inch
antenna and 8 for 12 inch.
To find the parked position, set the tilt down one degree. Then adjust the
range control so that the ground is being painted on the outer one−third to
one−half of the indicator. The following table shows range setting versus alti-
tude and distance from where the ground return is painted.
12 INCH ANTENNA
ALTITUDE Distance from where ground Radar range

AGL return is painted in nm. setting
2000 4
10
4000 8
6000 12
8000 16 25
10000 20
12000 24
14000 28
32 50
16000
18000 36
20000 40
22000 44
25000 50
27000 54 100
29000 58
31000 62
(Cont’d)
15/5.2
PAGE 8
Sep 30/15

Operation
(Cont’d)
18 INCH ANTENNA
ALTITUDE Distance from where ground Radar range

AGL return is painted in nm. setting
2000 5 10
4000 10
6000 15 25
8000 20
10000 25
12000 30 50
14000 35
16000 40
18000 45
20000 50
22000 55 100
25000 63
27000 68
29000 73
31000 76
3. Tilt up position
If the tilt is precisely positioned so the bottom of the beam sweeps on a plane
parallel to the earth’s surface, the radar will detect and display objects that in-
trude through the flight level of the aircraft. This tilt position can be set by using a
simple technique.
Set the tilt so that ground returns are being displayed for example from the 50
NM arc outward. Then drop the thousands from the aircraft height (AGL), divid-
ed by 5, and move the tilt up that number of degrees.
Example:
Flying at flight level 210, assume that the present ground elevation is 1000 feet,
the height AGL will be about 20000 feet, and 20 divided by 5 equals 4. Then note
the tilt setting with the bottom of the beam sweeping on the 50 NM arc, then
increase tilt by the number of degrees equal to the calculation (4 degrees).
The calculation can also be made with other range settings.
(Cont’d)
15/5.2
PAGE 9
Sep 30/15

Operation
(Cont’d)
NM arc Divided by
5 0.5
12.5 1.25
25 2.5
50 5
100 10
150 15
If finding the calibrated 0 tilt technique has been conducted. The Tilt up posi-
tion can also be performed by moving the tilt up one−half beam width from the
calibrated 0 tilt position.
One−half beam width is: 3 for 18 inch antenna and 4 for 12 inch antenna.
4. Measure the height of a radar target
The tilt can also be used to determine the height of a radar target. Slowly in-
crease the tilt in 1 increments from the setting calculated above until the echo
becomes so weak that it almost disappears from the display. The bottom of the
beam is now barely overscanning the top of the target. Now calculate the height
of the target relative to the aircraft’s altitude with this formula:
Distance to the target multiplied by 100 multiplied by the number of degrees the
tilt was increased equals targets radar height.
Example:
A target is displayed at 50 NM with the bottom of the beam leveled at the aircraft
altitude. After increasing tilt, the echo disappeared at 4. Now calculate the
height of the target like this:
50 x 100 x 4 = 20000 feet
The radar top of the target is 20000 feet above the aircraft.
Observe that this method measures the radar top of the target, it does not mea-
sure total storm height, hazards may exist several thousands feet above the
radar top. The method can also be used to measure radar tops below the air-
craft altitude in the same manner by adjust the tilt downward . The method will
work with airborne radars out to a distance of 60 NM. Beyond that, the curvature
of the earth and some other factors render it unreliable.
A repetition of the height determining method is recommended in 2 to 3 minute
intervals when approaching a weather system to monitor whether the storm is
growing in height or dissipating. Rapid growth in radar height of the weather
above 20000 to 30000 feet, indicates a very hazardous weather system. Expe-
rience has proven that the hazards associated with a weather system are di-
rectly proportional to its radar height. In terminal areas, any storm with a radar
top exceeding 20000 feet AGL is a potential killer.
(Cont’d)
15/5.2
PAGE 10
Sep 30/15

Operation
(Cont’d)
5. + 10 tilt.
Sometimes there is just no time for much knob tweaking and calculating during
a busy approach. In those cases the + 10 on the tilt method is to prefer. Exe-
cute the method every 2 minutes for best efficiency. With + 10 on the tilt,
echoes displayed at distances of 25 NM or more have radar tops of at least
25000 feet above the present altitude and echoes at 15 NM or more have radar
tops of more than 15000 feet above present aircraft altitude. Never leave the tilt
at + 10 for more than a 5−10 sweeps at most. Always return to the Parked posi-
tion.
2.8 PREFLIGHT Make it a part of preflight to check the radar prior to leaving the ramp. Set the
AND CLIMB− Mode selector to TEST.
OUT TIPS While taxiing or when the aircraft is clear of terminal area and other aircraft, se-
lect the shortest range on the radar panel, set the Mode selector to WX, and
then adjust the antenna tilt downward until ground echoes appear at the bottom
of the display. This is a confidence check to ensure the radar is operational.
Tilt the antenna upward and use the radar to determine the weather situation
around the airport while taxiing and lined up, especially in darkness (make sure
to be clear of other aircraft).
The best radar performance and confidence check is while airborne. The check
is quite simple, if the radar can not display ground returns to a distance of at
least 100 NM it can not be trusted. It is convenient to perform the check at 10000
feet because at 10000 feet the line of sight is just 100 NM. Perform the check as
the aircraft is climbing through 10000 feet AGL. With STB selected, set RANGE
at 200 NM and the TILT control at −1. Now check radar picture when passing
through 10000 feet. There should be ground returns displayed out to a distance
of at least 100 NM.
2.9 AVOIDANCE Along squall lines, individual cells are in different stages of development. Areas
PATH between closely spaced, intense echoes may contain developing clouds not
PLANNING having enough moisture to produce an echo. The lightest level (green) may or
may not be displayed, which would indicate light rainfall rates or no rainfall; yet,
these areas could have strong updrafts or downdrafts. In penetrating a squall
line, fly as far from building cells as possible. Avoid contoured areas of the dis-
play (areas of intense turbulence) by at least 10 miles or more, whenever pos-
sible. Targets showing wide areas of green are generally precipitation without
severe turbulence.
Avoid all cells containing magenta and red areas by at least 20 miles, if possible.
(Cont’d)
15/5.2
PAGE 11
Sep 30/15

Operation
(Cont’d)
Avoid to deviate downwind unless absolutely necessary. The changes of en-
countering severe turbulence and damaging hail are greatly reduced by select-
ing the upwind side of a storm.
2.10 TERMINAL There are three Life−and−death rules for terminal area:
AREAS
− With +10 tilt, any echo that appears on the display at 20 NM or greater must
be avoided regardless if it is contouring or not.
− With +10 tilt, any echo giving contours regardless of distance must be
avoided no matter how high it is.
− With +10 tilt and aircraft in landing configuration, if any contouring echo is
detected within 5 NM and can not be avoided, perform immediate go−
around. If lined up for takeoff, do not go.
Also on an approach, do not hesitate to ask the controller how the weather looks
like from the tower side. Ask questions like the following:
− What does the weather look like from your position?
− How long time ago did the weather develop?
− Does the weather seem to be dissipating or growing?
− Is the weather moving?
− At what speed and direction is it moving?
− Is the weather in a line?
2.11 RADAR Extremely heavy rainfall can reduce the ability of the radar waves to penetrate
SHADOW and present a full picture of the weather area. This condition is referred to as
“radar attenuation”. It is a case where ground returns can be helpful in analyzing
the weather situation. Tilt the antenna down and observe the ground returns
around the radar echo. With very heavy intervening rain, the ground returns be-
hind the echo will not be present but rather will appear as a shadow. This may
indicate a larger area of precipitation than appears on the indicator.
Shadowing storms will also contain microbursts, downbursts, larger hail, ex-
treme turbulence and very possibly, tornadoes. Never fly toward a radar shad-
ow, always avoid penetrating a shadowed area. Standing on the ground and
scanning a storm with +5 till +15 tilt. If the storm echo appears bowed or cres-
cent shaped, arcing away from the radar, opposite to the range arc on the dis-
play, it is a shadow producing severe thunderstorm. Another indication is also a
dip on the backside of the echo pointing toward the radar.
(Cont’d)
15/5.2
PAGE 12
Sep 30/15

Operation
(Cont’d)
THE ULTIMATE RADAR RULE IS:

NEVER EVER CONTINUE FLIGHT TOWARD A RADAR SHADOW.
2.12 THUNDER- The most intense echoes are severe thunderstorms with a reflectivity in excess
STORMS of 50 dbz. Remember that hail may fall several miles from the cloud. It is also
important to bear in mind that radar detects presence of precipitation. Storm
associated turbulence without precipitation can extend several thousand feet
above a storm and outward more than 20 miles. The pilot should avoid the most
intense echoes by at least 20 miles, if possible. Thunderstorm development is
rapid. A course that appears clear may contain cells a short time later. When
viewing the shorter ranges, periodically select one of the longer ranges to ob-
serve distant conditions. This permits early planning of necessary avoidance
maneuvers. Do not be fooled by the size of an echo. Even an echo as small as
1500 feet in diameter may produce extreme danger.
Studies have shown that thunderstorms tend to travel in the direction of the
winds around the 10000−foot level. New cells generally form on the side of the
cloud in the direction toward which it is moving, usually an easterly direction.
Newly developing cells often do not contain sufficient water to reflect an echo,
yet, they can cause severe turbulence. In general, detour to the diminishing
side of thunderstorms, especially if passing at close range
See 2.5 GAIN CONTROL for how to identify severe thunderstorms.
2.13 TORNADOES The extreme case of severe turbulence is a tornado. Cumulonimbusmamatus

clouds producing tornadoes have, in a few instances, been related to a charac-
teristic target display. The display is not usually different from that of a regular
thunderstorm.
Radar display of clouds, from which tornadoes were confirmed, have, on occa-
sion, shown the formation of a hook pattern in connection with the tornado. A
narrow, fingerlike portion extends from the cloud display and, in a short time,
curls into a hook and closes on itself. Other echoes associated with tornadoes
are V−shaped notches and doughnut shapes. These shapes do not always in-
dicate tornadoes, nor are tornado echoes limited to these characteristic pat-
terns. Of the confirmed radar observation of tornadoes from target thunder-
storms, most displays have not shown shapes different from those of a normal
thunderstorm display.
(Cont’d)
15/5.2
PAGE 13
Sep 30/15

Operation
(Cont’d)
Conditions conductive to tornado formation produce severe updrafts and down-
drafts that carry large amounts of water to great heights. Contouring areas (WX
mode) with steep rainfall gradients that produce echoes at high altitudes (TILT
control up more than usual) are indicative of tornado−forming conditions. In no
case should these areas be penetrated. Avoid them by a margin of at least 20
miles, since turbulence extends outward from the echoproducing area for larger
distances.
2.14 HAIL Hail results from updrafts carrying water high enough to freeze. Consequently,
the greater height of a thunderstorm echo, the greater the probability that it con-
tains hail. An estimate of the height can be made by the amount of antenna uptilt
required to view the upper part of the target echo. In the upper regions of a cloud
where ice particles are “dry” (no liquid coating on the particle), echoes will be
less intense. Liquid water reflects about 5 times more radar energy than solid
ice particles of the same mass. Since hailstones are considerably larger than
water drops and are usually coated with a thin layer of liquid water, the echo
intensity from “wet” hail is greater than that from rainfall. Thunderstorm targets
having an intensity greater than that associated with maximum rainfall will most
likely contain hail.
It is not always possible to determine from the display, whether the echo is from
hail or rain. Instances have been reported of hail targets producing fingerlike
protrusions up to 5 miles long and blunt protuberances up to 3 miles from the
edge of a thunderstorm echoes. In parts of the world were hail occurs often,
contouring extensions (WX mode) from thunderstorms generally indicate the
presence of hail. This same type of display is also associated with new convec-
tive cells that may not yet contain hail.
As with tornadoes, there are no uniquely distinctive displays that are, in all
cases, associated with hail. Protruding fingers, hooks, scalloped edges, and U−
shapes are display shapes that have been associated with hail, yet hail echoes
are not limited to these shapes. These displays, however, do indicate areas of
severe turbulence and must be avoided by a wide margin.
Echoes from hail can appear quickly and along any edge of a storm cell. These
echoes can also change in shape and intensity in a vary short period of time. For
this reason, close and careful monitoring of the display is required.
15/5.2
PAGE 14
Sep 30/15

Operation
2.15 ORDER OF Most reflective − WET HAIL

REFLECTANCE
− RAIN
− ICE CRYSTALS
− WET SNOW
− DRY HAIL
Least reflective − DRY SNOW
2.16 RADAR ECHO ROUND OR OVAL

Convective rain shower and general storm cells tend to produce a round or oval
echo. They should never be penetrated, but either one can be approached to
within a couple of miles. The circumnavigation distances should be greater the
more the shape deviates from round to oval.
STEEP GRADIENT
Gradient is the distance from the outer edge of the echo to the red color which is
the core of the cell. The rain gradient depicted in an echo is directly proportional
to vertical shear potential. The steeper the gradient, the greater the potential for
severe vertical shears and also horizontal shears near the ground.
SCALLOPED EDGES
Echoes with a wavy scalloped edge is quite typical for a hail producing storm.
Presence of extreme hail shafts exist if the echo also shows protrusions, protu-
berances, U−shapes, hooks and fingers.
(Cont’d)
15/5.2
PAGE 15
Sep 30/15

Operation
(Cont’d)
HOOKS, FINGERS AND NOTCHES

V−shaped or U−shaped notches indicate extreme vertical shear. A finger that
appears to curl into a hook or closes into a loop is an indication of suspected
tornadoes. Be aware of large hooks protruding from the echo.
PENDANT
An echo shaped like a pendant is a sign of a tornado producing storm. Most
major tornado producing storms have had this shape. A notch in the large end
indicates a strong wind aloft blowing towards the large end from the small end.
Variations of the pendant shape can also be echoes looking like a frying pan, a
heart or a spearpoint. The echo normally moves towards the notched end.
(Cont’d)
15/5.2
PAGE 16
Sep 30/15

Operation
(Cont’d)
HOURGLASS
A two cell connected together relationship should be carefully avoided. In such
a complex combination, one cell will frequently become dominant and suching
the energy and moisture from the weaker cell. This kind of development can
result in an weather explosion producing extreme microbursts with surface
gusts above 70 knots. Also expect extreme rain. This entire event is very rapid
and may occur as fast as five minutes.
BUILDING AND DISSIPATING ECHOES

A storm which has passed through mature stage and has begun to dissipate
shows an echo with an indistinct and fuzzy appearance along the outer periph-
ery. It will still be dangerous but with some patients, it will dissipate into a non
dangerous area of heavy rain. Small echoes with a hard crisp look is a charac-
teristic shape of a growing storm. Be very carefully about about over flying any
growing storms, seems the development very rapid and well in excess of 6000
feet per minute.
15/5.2
PAGE 17
Sep 30/15

Operation
NORMAL PROCEDURES
APPENDICES.
B3199
15/5.2
PAGE 18
Sep 30/15

Operation
NORMAL PROCEDURES
APPENDICES.
B3200
15/5.2
PAGE 19
Sep 30/15

Operation
NORMAL PROCEDURES
APPENDICES.
B3201
15/5.2
PAGE 20
Sep 30/15

Operation
NORMAL PROCEDURES
APPENDICES.
B3202
15/5.2
PAGE 21
Sep 30/15

Operation
NORMAL PROCEDURES
APPENDICES.
B3203
15/5.2
PAGE 22
Sep 30/15

Operation
NORMAL PROCEDURES
APPENDICES.
B3204
15/5.2
PAGE 23
Sep 30/15

Operation
NORMAL PROCEDURES
APPENDICES.
B3205
15/5.2
PAGE 24
Sep 30/15

Operation
3.1 POWER INDICATIONS

SUPPLY No radar picture and the weather radar mode annunciator on EHSI/MFD indi-
FAILURE cates OFF, regardless of the radar MODE selector setting.
ACTIONS
1. CB, M−14 (WX RADAR PWR) . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 NO RADAR ACTIONS

PICTURE
1. GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. CB, M−14 (WX RADAR PWR) . . . . . . . . . . . . . . . . . . . . CHECK/RESET

3. Try the other EHSI or MFD.

STABILIZATION Parts of the radar picture disappears with roll or pitch movements of the aircraft.
FAILURE
ACTIONS
1. STB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IF
SELECTED
2. MAIN INV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

3. 26 V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to be in MAIN INV position.

4. CB, M−13 (WX RADAR STAB) . . . . . . . . . . . . . . . . . . . CHECK/RESET
5. If still stabilization failure use the radar when flying wing level and make
correction for aircraft pitch attitude, with the manual TILT control.
NOTE
WXR 200 is only stabilized in pitch causing parts of the radar picture to disappear
with roll movements of the aircraft.
15/5.2
PAGE 25
Sep 30/15

Operation
3.4 ANTENNA TILT INDICATIONS

FAILURE No response from TILT control setting.
ACTIONS
1. MAIN INV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. 26 V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to be in MAIN INV position.

3. CB, M−13 (WX RADAR STAB) . . . . . . . . . . . . . . . . . . . CHECK/RESET
4. GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

15/5.2
PAGE 26
Sep 30/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER

Description
1. GENERAL during approx 20 seconds is triggered by the ID-

ENT−button on the control unit.
The Air Traffic Control (ATC) transponder is used to
receive and reply to interrogations from ground sta- The inhibit circuits of the transponder and DME sys-
tions by transmitting information consisting of air- tems are interconnected in order to avoid interfer-
craft identifier (code number) and if selected, the ence between the transponder and the DME. The
operating altitude of the aircraft. transponder is inhibited when the DME transmits
and vice versa.
2.3 Antenna
2.1 Control unit
The antennas are located on the bottom of the fu-
The control unit is common to both system 1 and 2 selage just forward of the wing.
(if two systems installed). It is provided with a
switch (dual system only), permitting only one sys-
tem at the time to be active.
Antenna
2.2 Transmitter
The interrogation and reply modes:

− Selector in ON position:
Transponder replies to Mode A interrogations
with Ident code. Encoding
TRANSPONDER Altimeter
− Selector in ALT position: (LH side)
Transponder replies to Mode A and Mode C
interrogations with ident code and flight altitude.
The identification code is set by the pilot and stored
in the transponder. The altitude information is re-
ceived as a code from an encoder in the altimeter.
A reply is recognized by illumination of the light in
the IDENT button on the control unit. The trans-
Control unit
ponder can also produce a special identification
pulse which is used on request by the ATC
(”Squawk IDENT”). The pulse which is repeated Fig. 1 ATC Transponder − schematic
15/6.1 CI
PAGE 1
Sep 30/15

Description
3. CONTROLS
Ident code display.

A Displays selected code.
IDENT button/Reply light.

When momentarily pressed the system will
A CONTROL UNIT transmit an ident puls for appr. 20 s.
(”Squak”) Light comes on each time an inter-
roation is replied, and when the TEST button
is pressed.
Code selector.
The larger knob controls the two left digits on
1 2 IDENT ATC the display and the smaller one the two right
digits.
Range 0000 to 7777.
ON
STBY ALT REP
TEST button.
When pressed, an internal test is performed.
TEST
The reply light in the IDENT button comes on
for approx 1 s when the button is released.
Function selector.
STBY − Power applied but prevented from
transmitting replies.
ON − Mode A. Transponder replies with
selected code.
ALT REP − Mode C. Transponder replies with
both selected code and altitude
information.
Transponder selector.
1 − Transponder 1 active.
2 − Transponder 2 active (if installed).
A26701
Fig. 2 ATC transponder PRO LINE I − controls
15/6.1 CI
PAGE 2
Sep 30/15

Description
1. GENERAL sages. In Mode S each transponder acquires a

unique identity and responds when interrogated
according to that identity. Mode S transponder is
receive and reply to interrogations from ground sta-
used in combination with TCAS.
tions by transmitting information consisting of air-
craft identifier (code number) and if selected, the The identification code is set by the pilot and stored
operating altitude of the aircraft. in the transponder. The altitude information is re-
2. MAIN COMPONENTS AND SUBSYSTEMS A reply is recognized by illumination of the light in
2.1 Control unit ponder can also produce a special identification
The control unit is common to both system 1 and 2
(if two systems installed). It is provided with a (”Squawk IDENT”). The pulse which is repeated
switch (dual system only), permitting only one sys- during approx 20 sec is triggered by the IDENT−
tem at the time to be active. button on the control unit.
The inhibit circuits of the transponder and DME sys-
2.2 Transmitter
tems are interconnected in order to avoid interfer-
The interrogation and reply modes: ence between the transponder and the DME. The
transponder is inhibited when the DME transmits
and vice versa.
with Ident code. 2.3 Antenna
− Selector in ALT position:
Transponder replies to Mode A and Mode C The antennas are located on the bottom of the fu-
interrogations with ident code and flight altitude. selage just forward of the wing.
If Mode S transponder installed: If Mode S transponder installed:

− Selector in ALT position: Two antennas per transponder are installed, one on
Transponder replies to Mode A and Mode C the top and the other on the bottom of the fuselage.
interrogations with ident code and flight altitude. This provides for more reliable air−to−air surveil-
The transponder is also capable of discrete ad- lance and communications.
dressing and sending/receiving data link mes-
Antenna
TRANSPONDER
Encoding
Control unit Altimeter
(L/H side)
Fig. 1 ATC Transponder − schematic
15/6.1 CII
PAGE 1
Sep 30/15

Description
3. CONTROLS
Ident code display.

Displays selected code.
A Altitude/Ident display.
Normally blank except when:
A CONTROL UNIT − TEST button pressed:
Aircraft altitude in 100 feet increments.
Collins
− IDENT button pressed:
A
C 1 ID comes on for approx 15s.
T
Reply indication.
TX 2
Comes on each time an interrogation is
ATC
ON ALT
replied.
STBY IDENT
Code selector.
TEST PRE
Range 0000−7777
The larger knob controls the two left digits,
and the smaller knob the two right digits.
Photocell.
Controls display brightness. PRE button.
To store a code in the nonvolatile memory:
Function selector. − Press and hold PRE button while selecting
a code for storage, then release button.
STBY− Power applied but prevented from
transmitting replies. To recall preset code:
ON− Mode A. Transponder replies with − Momentarily press PRE button.
selected code.
Ident button.
ALT − Mode C. Transponder replies with both When momentarily pressed, the system will
selected code and altitude information. transmit an ident pulse for appr. 15 s.
(”Squawk”)
ACT Light.
ACT flashes continuously if the reply code is TEST button.
not the same as the code shown in the display. Control unit enters Diagnostic Fail Code mode
(maintenance).
A11227
Fig. 2 ATC Transponder PRO LINE II− controls
15/6.1 CII
PAGE 2
Sep 30/15

Description
1. GENERAL ing to that identity. Mode S transponder is used in

combination with ACAS/TCAS.
− Selector in FID position:
receive and reply to interrogations from ground sta-
A flight identification code (FID) can be selected.
tions and other ACAS/TCAS equipped aircraft by
Once the code is entered the transponder will
transmitting information consisting of aircraft identi-
automatically transmit the the flight ID.
fier (code number) and if selected, the operating
altitude of the aircraft. If selected, the transponder The identification code is set by the pilot and stored
also transmitts a flight ID code. in the transponder. The altitude information is re-
2. MAIN COMPONENTS AND SUBSYSTEMS A reply is recognized by illumination of the light in
2.1 Control unit ponder can also produce a special identification
The control unit is common to both system 1 and pulse which is used on request by the ATC
system 2. It is provided with a switch, permitting (”Squawk IDENT”). The pulse which is repeated
only one system at a time to be active. during approx 20 seconds is triggered by the ID-
2.2 Transmitter
The inhibit circuits of the transponder and DME sys-
The interrogation and reply modes: tems are interconnected in order to avoid interfer-
− Selector in ON position: ence between the transponder and the DME. The
Transponder replies to Mode A and Mode S inter- transponder is inhibited when the DME transmits
rogations with Ident code and flight ID. and vice versa.
− Selector in ALT position: 2.3 Antenna
Transponder replies to Mode A, Mode C and
Mode S interrogations with ident code, flight alti- Two antennas per transponder are installed, one on
tude and flight ID. The transponder is also capa- the top and the other on the bottom of the fuselage.
ble of discrete addressing and sending/receiving This provides for more reliable air−to−air surveil-
data link messages. lance and communications. The antenna is con-
− In Mode S each transponder acquires a unique nected to the selected Transponder in use by a
identity and responds when interrogated accord- coax relay.
Antenna
TRANSPONDER
Encoding
(L/H side)
Fig. 1 ATC Transponder − schematic
15/6.1 CIII
Applicable to aircraft with Mod. No. 3134 installed (Elementary sur- PAGE 1
veillance) Sep 30/15

Description
3. CONTROLS
A Ident code display.

Altitude/Ident display.
Normally blank except when:
− TEST button pressed:
Aircraft altitude in 100 feet increments.
− IDENT button pressed:
ID comes on for approx 15s.
− Flight ID is entered.
A CONTROL UNIT
Collins
Pushbutton toggles between transponder 1
A active (”1” illuminated) and transponder 2
1
C
T
active (”2” illuminated).
TX 2 Reply indication.
ATC Comes on each time an interrogation is
STBY
ON ALT
FID
IDENT replied.
Code selector.
TEST PRE
Range 0000−7777
The larger knob controls the two left digits,
and the smaller knob the two right digits.
Photocell.
Controls display brightness. PRE button.
To store a code in the nonvolatile memory:
Function selector.
− Press and hold PRE button while selecting
STBY− Power applied but prevented from a code for storage, then release button.
transmitting replies.
To recall preset code:
ON− Mode A and S. Transponder replies
− Momentarily press PRE button.
with selected code and flight ID.
ALT − Mode A, C and S. Transponder replies
with selected code, altitude information Ident button.
and flight ID. When momentarily pressed, the system will
FID − With the selector in FID, a flight ID can transmit an ident pulse for appr. 15 s.
be entered using the selector knobs. (”Squawk”)
ACT Light. TEST button.

ACT flashes continuously if the reply code is Control unit enters Diagnostic Fail Code mode
not equal to the code shown in the display. (maintenance).
− If the Transponder selector is in position 1,
select position 2 or conversely. NOTE:
If Mod No 3271 or 3361 is installed, replies to
C1835 ATCRBS and All−Call interrogations are automati-
cally inhibited when Weight−on−Wheels is
activated.
Fig. 2 ATC Transponder PRO LINE II with elementary surveillance− controls
15/6.1 CIII
Applicable to aircraft with Mod. No. 3134 installed (Elementary sur- PAGE 2
veillance) Sep 30/15

Description

and vice versa.
2.3 Antenna
2.1 Control unit
Antenna
2.2 Transmitter

with Ident code.
TRANSPONDER
Transponder replies to Mode A and Mode C in-
terrogations with ident code and flight altitude.
the IDENT button on the control unit. The trans- Encoding
(LH side)
15/6.1 K
PAGE 1
Sep 30/15

Description
3. CONTROLS
Ident button.
When momentarily pressed, the system
transmit an ident puls and the IDT
display comes on, for approx. 20 s.
Photocell.
A
Ident code display.
Reply indication.
replied when selector in TEST.
A CONTROL UNIT
Flight level indication.

Comes on together with flight level indication R
in hundreds of feet, when selector in TEST.

FL
A
Cursor. SBY ON ALT

I
D
IDT
Used to select code. T
XPDR
Mode indication. ON ALT

SBY TST
Comes on when respective mode is selected. 1 2
OFF
Function selector. Code selector.

SBY − Power applied but the transceiver is Range 0000 − 7777
inhibited. − Momentarily press the smaller knob until
ON − Mode A. Transponder replies with cursor is under the digit to be changed.
selected code. − Set numerical value by rotating the code
ALT − Mode C. Transponder replies with both knob.
selected code and altitude information. − Storage of a new code in the nonvolatile
TST − Internal test. The reply indication R memory, is made by simultaneously
and flight level indication FL comes on pressing the IDT button and Code Selector.
together with present flight level in − To recall the preset code, depress code
hundreds of feet. knob for more than 3 s.
A26699
Fig. 2 ATC Transponder − controls
15/6.1 K
PAGE 2
Sep 30/15

Description

and vice versa.
2.3 Antenna
2.1 Control unit
Antenna
2.2 Transmitter

with Ident code.
TRANSPONDER
Transponder replies to Mode A and Mode C in-
terrogations with ident code and flight altitude.
the IDENT button on the control unit. The trans- Encoding
(LH side)
15/6.1 KO
PAGE 1
Sep 30/15

Description
3. CONTROLS
Ident button.
When momentarily pressed, the system
transmit an ident puls and the IDT dis-
play comes on, for approx. 20 s.
Photocell.
A Ident code display.

Reply indication.
replied.
Flight level indication. A CONTROL UNIT

Comes on together with flight level indication
in hundreds of feet, when selector in TEST.
R
Cursor. FL
A
Used to select code.
I
SBY ON ALT IDT D
T
Mode indication. XPDR
Comes on when respective mode is selected.
ON ALT
OFF SBY TST
1 2
OFF − Both systems off.
Code selector. Function selector.

Range 0000 − 7777 The function selector is of a rotary type without
− Momentarily press the smaller knob until endstop. However, the modes will not roll over,
cursor is under the digit to be changed. they will stop at SBY or TST positions.
Set numerical value by rotating the code SBY − SBY mode, transceiver inhibited, will
knob. always come on when power is applyed.
− Storage of a new code in the nonvolatile ON − Mode A. Transponder replies with
memory, is made by simultaneously selected code.
press IDT and Code Selector. ALT − Mode C. Transponder replies with both
− To recall the preset code, depress code selected code and altitude information.
knob for more than 3 s. TST − Internal test. The reply indication R and
flight level indication FL comes on
together with present flight level in
hundreds of feet.
A26695
Fig. 2 ATC Transponder − controls
15/6.1 KO
PAGE 2
Sep 30/15

Description
ATC Transponder 1 . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS E−19 XPDR1

ATC Transponder 2 . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L−18 XPDR2
15/6.1
PAGE 3
Sep 30/15

Description
15/6.1
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− The Transponder systems are switched ON/OFF by L and R AVION

switches.
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY CHECK
2.2 TRANSPONDER 1. TEST button (Transponder control unit) . . . . . . . . . . . . PRESS AND

SYSTEM TEST HOLD
− The reply light in the IDENT button should come on for approx. 1 sec.
− If two systems are installed, check both by selecting 1 and 2.
2. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
2.3 OPERATION 1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− If two systems installed.

2. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ACC TO ATC
INSTRUCTION
− The large knob controls the two left digits and the smaller one the two right
digits.
3. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT REP
− Unless otherwise instructed by ATC.

4. IDENT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS WHEN
REQUESTED
BY ATC
15/6.2 CI
PAGE 1
Sep 30/15

Operation
3.1 TEST U/S OR INDICATIONS

CODE/ALTI- The test does not function properly or the code and altitude are not received by
TUDE NOT the ATC.
RECEIVED BY ACTIONS
ATC
1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECOND SYSTEM

2. CB’s, E−19 (XPDR 1), L−18 (XPDR 2) . . . . . . . . . . . . . CHECK/RESET

REPORT FAILS Altitude reading reported to be inaccurate by ATC.
ACTIONS
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Altitude report not available.
3.3 TRANSPOND- INDICATIONS

ER CONTROL The control unit frequency display goes out.
UNIT FAILURE ACTIONS
15/6.2 CI
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION

switches.
2.2 STORAGE OF Code storage

CODE
1. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS/HOLD
− Press and hold PRE button while selecting a code for storage.
2. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− The large knob controls the two left digits and the smaller one the two
right digits.
3. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

Code recall
1. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

INSTRUCTION
digits.
3. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT

REQUESTED
BY ATC
− Check ”id” to be displayed.
15/6.2 CII
PAGE 1
Sep 30/15

Operation

CODE/ALTI- Code and altitude are not received by the ATC.
TUDE NOT ACTIONS
RECEIVED BY
ATC 1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECOND SYSTEM

ACTIONS

15/6.2 CII
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION

switches.

CODE
1. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS/HOLD
− Press and hold PRE button while selecting a code for storage.
− The large knob controls the two left digits and the smaller one the two
right digits.
3. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

Code recall
1. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

INSTRUCTION
digits.

REQUESTED
BY ATC
− Check ”id” to be displayed.
15/6.2 CIII
Applicable to aircraft with Mod. No. 3134 installed (Elementary PAGE 1
surveillance) Sep 30/15

Operation
2.4 FLIGHT ID 1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO FID

2. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FLIGHT ID
− Rotate the large knob to select which of the 8 positions should be used and
the smaller one to enter the flight ID code.

REQUESTED
BY ATC
− Check ”ID” to be displayed.
15/6.2 CIII

Operation

CODE/ALTI- Code and altitude are not received by the ATC.
TUDE NOT ACTIONS
RECEIVED BY
ATC 1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECOND SYSTEM
3.2 ALTITUDE INDICATIONS.

ACTIONS

15/6.2 CIII

Operation
15/6.2 CIII

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON.
− Power is applied to the Transponder systems by L and R AVION switches.

2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY
− The Transponders are switched on/off by the Functions switch OFF/SBY

positions. However, the Function switch can be left in SBY and on/off will be
provided by L and R AVION switches.
3. Mode indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY CHECK
2.2 TRANPONDER 1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TST

SYSTEM TEST
− The reply indicator R and the flight level indicator FL shall come on together
with present flight level in hundreds of feet.
− If two systems are installed, check both by selecting 1 and 2, one at a time.
3. Mode indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY CHECK

CODE
− Momentarily press smaller knob until cursor is under digit to be

changed.
− Change digit by rotating selector knob.
− Proceed in the same way with all digits to be changed.
2. IDT button − Code selector . . . . . . . . . . . . . . . . . . . PRESS/RELEASE
− Simultaneously press and release IDT and Code selector.

Code recall
1. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 3 SEC
15/6.2 K
PAGE 1
Sep 30/15

Operation

INSTRUCTION
− Momentarily press smaller knob until cursor is under digit to be changed.


− Check ALT to be displayed.
REQUESTED
BY ATC
− Check IDT to be displayed.

NOTE
After the new code has been set, 5 seconds have to go before changing over to
the other Transponder, if considered to do so. If not, the new code will disappear
and the old code remain.
15/6.2 K
PAGE 2
Sep 30/15

Operation

TUDE NOT the ATC.
RECEIVED BY ACTIONS
ATC

3.2 ALTITUDE INDICATIONS.

ACTIONS

15/6.2 K
PAGE 3
Sep 30/15

Operation
15/6.2 K
PAGE 4
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
− Power is applied to the Transponder systems by L and R AVION switches.

2. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 1/2

− The Transponders are switched on/off by the Transponder selector
1−OFF−2 positions. However, the Transponder selector can be left in 1 or 2,
and on/off will be provided by L and R AVION switches.
3. Mode indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY CHECK
− SBY mode will always come on when power is applied.
2.2 TRANPONDER 1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TST

SYSTEM TEST
− The reply indicator R and the flight level indicator FL shall come on together
with present flight level in hundreds of feet.
− If two systems are installed, check both by selecting 1 and 2, one at a time.
3. Mode indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY CHECK

CODE

2. IDT button − Code selector . . . . . . . . . . . . . . . . . . . PRESS/RELEASE
− Simultaneously press and release IDT and Code selector.

Code recall
1. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 3 SEC
15/6.2 KO
PAGE 1
Sep 30/15

Operation
2.4 OPERATION 1. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ACC TO ATC

INSTRUCTIONS.


− Check ALT to be displayed.
3. IDT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS WHEN
REQUESTED
BY ATC
− Check IDT to be displayed.

NOTE
After the new code has been set, 5 seconds have to go before changing over to
the other Transponder, if considered to do so. If not, the new code will disappear
and the old code remain.
15/6.2 KO
PAGE 2
Sep 30/15

Operation

TUDE NOT the ATC.
RECEIVED BY ACTIONS
ATC


ACTIONS

15/6.2 KO
PAGE 3
Sep 30/15

Operation
15/6.2 KO
PAGE 4
Sep 30/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER

Highlights
DESCRIPTION

0.1 DECISION HIGHT LIGHT

− Without Mod 1417 (CAT II equipped aircrafts
only) embodied, DH lights are not installed adja-
cent to the upper right corner of both EADI:s.
− The DH announcement is made by a flashing DH
display on both EADI:s.
OPERATION
None.
15/7.0
PAGE 1
Sep 30/15

Highlights
15/7.0
PAGE 2
Sep 30/15

Description
1. GENERAL figuration warning. The radio altimeter is also pro-

vided with a self−test function.
The radio altimeter system provides a signal corre-
sponding to the height above ground. This informa- 2.2 Antenna
tion is displayed on the EADI and used for GPWS
(Closure rate) and the AP/FD (CAT II window). The two antennas are located on the forward part of
the bottom of the aircraft.
2.3 Indication
2.1 Transceiver
The radio height is displayed on the EADI together
The transceiver measures the time between gener- with the DH, Decision Height announcement. The
ated and reflected signal and transforms this time DH comes on and alerts the pilot when aircraft radio
into an analog signal representing the height. The height is less or equal with the selected Decision
range is 0 to 2500 feet. The system has 4 setable Height. In CAT II equipped aircraft, is an additional
trip−switches of which so far only one is used. This DH light located to the upper right corner of both
trip−switch is set to 500 feet and is used in the mas- EADI’s.
ter warning system (AOM 19.1) to enable the con-
Antenna
RA test GPWS/TAWS Height
Radio
Test inhibit Altimeter Master Warning System 500 ft trip
AP/FD Height
Height
DH set EADI Height, DH

EFIS
DH Light
A28002
Fig. 1 Radio Altimeter − schematic
15/7.1
PAGE 1
Dec 01/15

Description
2.4 Possible consequences of internally un-

detected RALT failure
AP/FD − Approach mode

A misleading radio height information will cause the
feedback gains in the glide slope tracking to be
tuned for a flight condition that differs from the actu-
al:
− Too high radio height indication could result in
more pronounced pitch commands than what is
intended at low height, if a glideslope deviation
exists.
− Too low radio height indication could result in
slower pitch commands than what is intended.
NOTE
“Loss of approach mode” warning will not be ob-
tained.
Effects on other systems such as EFIS, GPWS/

TAWS, ACAS/TCAS and master warning system
are described in respective system description.
15/7.1
PAGE 2
Dec 01/15

Description
DH knob. A DISPLAY CONTROL PANEL

Knob out: DH INT SECTOR SELECT
− DH readout is blanked when above DTA
2500 RALT.
− Not possible to set DH. ROSE RR
BRG
Knob in: RA 2ND
FD ET DEV
− DH readout displayed. TST CRS
− DH is set by rotating the knob.

Range 0−999 ft.
RA TST (Test) button.

When momentarily pressed and held:
− Radio height 50 ft on EADI.
− Flashing DH annunciation on EADI.
− DH light comes on steady.
The RA test is inhibited when:
− FD/AP engaged in NAV or APPR mode.
− EADI/EHSI in test mode.
C0725
Fig. 2 Display Control Panel, DCP, − Radio altimeter controls
15/7.1
PAGE 3
Dec 01/15

Description
B DH LIGHT
DH Light (yellow).
Comes on steady when set DH is reached.
Disappears at 5 ft.
A
A EADI RADIO ALTIMETER DISPLAY
DH annunciation (yellow).
Comes on when set DH is reached.
Flashes for 10 s then steady.
20 20 Disappears at 5 ft.
10 10
DH Radio height display (green).
− Height display in ft when below 2500 ft.
Increments 50 ft when above 1000 ft, other−
10 10
wise 10 ft.
− Display blanked when out of range (above
20 20 680
RA DH200 2500 ft).
− Display replaced by RA in red when radio
altimeter fails. Flashes for 10 s then steady.
DH display (green).
− Displays DH set on DCP.
− Blanked when above 2500 ft if DH−knob is
in out position.
Radio height comparator caution (yellow). NOTE
The inputs to the two DPU:s are compared.
− Nuisance DH light and DH annunciation
Triggering level varies linearly with height from
may come on when standing or taxiing on
30 to 170 ft. a wet tarmac or runway.
Master caution light and AVIONICS light on the
− DH light and DH annunciation will come
CWP will also come on and flash until Master
on after takeoff and extinguishes first
caution has been reset, then steady.The dis-
when the aircraft has reached 50 ft
play is deleted when the error no longer exists. above set decision height.
C0750
Fig. 3 EADI, radio height − display and colors
15/7.1
PAGE 4
Dec 01/15

Description
Radio altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F−10 RADIO ALTIM.
15/7.1
PAGE 5
Dec 01/15

Description
15/7.1
PAGE 6
Dec 01/15

Operation
1. LIMITATIONS
Radio height indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Max 2500 feet.

Selectable DH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Max 999 feet.
2. NORMAL OPERATION
− The RALT system is switched ON/OFF by L AVION switch.
2.2 RALT SYSTEM 1. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

TEST
− Radio height should be 0 on both EADI’s.
2. RA TEST button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Radio height should be 50 ft.

− Flashing DH annunciation on EADI.
− DH light comes on (if installed)
3. RA TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− Height should be 0 on both EADI’s.

NOTE
The RA test is inhibited when:
− FD/AP engaged in NAV or APPR mode.
− EADI/EHSI in test mode.
2.3 DH SETTING 1. DH knob, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set DH according to airline practice.

NOTE
− Nuisance DH light and DH annunciation may come on when standing or taxiing
on a wet tarmac or runway.
− DH light and DH annunciation will come on after takeoff and extinguishes first
when the aircraft has reached 50 feet above set decision height.
15/7.2
PAGE 1
Sep 30/15

Operation
3.1 RALT FAILURE INDICATIONS

RA red flat warning on EADI.
ACTIONS
1. CB F−10 (RADIO ALTIM) . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
15/7.2
PAGE 2
Sep 30/15
Aircraft Operations Manual NAVIGATION, ATTITUDE SYSTEM

Highlights
DESCRIPTION

0.1 HDG SLAVE BUTTON

− HDG Slave Buttons are not installed underneath
the EHSI:s.
− Quick heading slaving is not possible.
0.2 ATTITUDE HEADING REFERENCE SYS-

TEM (AHRS) SOFTWARE UPDATE

− Back−up power timer circuit will keep the AHRS
on line for 2 min 48 sec instead of 11 min 12 sec
with Mod No 1358 installed.
− Compassrose will not rotate clockwise during
initialization.
− 10 AHRS STIM modes in lieu of 4.
0.3 ATTITUDE HEADING REFERENCE SYS-

TEM (AHRS) POWER BUS CHANGE

− AHRS is back−up power supplied from L/R BAT
BUS in lieu of L/R HOT BAT BUS.
− Success of AHRS to stay on line during engine
start without Mod No 1438 installed depends on
the efficiency of the ground power unit in use. In
many cases AHRS will go off line caused by low
voltage or voltage transients, requiring reinitial-
ization after engine start. With external power
supply only HOT BAT BUS’es are powered by
the batteries when the Mod is installed.
OPERATION
NONE.
15/8.0
PAGE 1
Sep 30/15

Highlights
15/8.0
PAGE 2
Sep 30/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM

Description
1. GENERAL 2.2 Flux detector unit
The attitude and heading information comes from Each system has one detector located in the wing
the two Attitude Heading Computers (AHC) and to avoid magnetic disturbances. The detector unit
their subsystems which together are called Attitude consists of two coils oriented 90 apart which sense
Heading Reference System, AHRS. the horizontal components (Cos and Sin) of the
magnetic field. The coil system is kept horizontal by
As a back−up, there is a standby horizon and a
a fluid damped pendulum.
standby compass.
The output representing the direction of the mag-
The AHRS replaces vertical− and directional gyros
netic field is transferred to the computer where it is
and instead has sensors that gives angular rates
compensated for magnetic errors of the detector.
and accelerations which after processing in a micro-
The compensated signal slaves the heading in-
computer result in the normal attitude and heading
formation with 1 per minute and the result is thus
outputs to the FD/AP and EFIS.
magnetic heading. Each computer has a compen-
An important difference from a normal gyro is that sator card for adjustment of the magnetic error,
the unit is not space oriented but oriented to the which is normally set at the aircraft compass swing
aircraft axes. This is called a ”strap down” system. (maintenance).
The AHRS is also provided with an internal monitor-
The system also contains a quick heading slave
ing circuit.
function, which by means of a push button, slaves
2. MAIN COMPONENTS AND SUBSYSTEMS the magnetic heading related to present flux detec-
tor readout. There are two HDG SLAVE buttons,
2.1 Inertial sensors one on each side, located underneath the EHSI:s.
The sensing elements in this system are piezoelec- 2.3 Computer
tric crystals. These crystals have a sensitive axis
which will generate a voltage when exposed to The computer has several functions:
stresses such as accelerations. The accelerations − To determine levelling, alignment and slaving
that are sensed are Coriolis accelerations which are corrections. This is automatically initiated at pow-
proportional to the angular rate of the unit i.e. the er up of the computer and is completed after
angular rate of the aircraft. approximately 70 seconds within which time the
aircraft must not be moved.
The elements are combined into two sensor units
which thus measure the angular rate and the accel- − To determine attitude angles from the sensor val-
ues and to distribute these signals to various
eration in two axis. By combining two such units the
instruments.
necessary three axis pitch, roll and yaw can be cov-
ered. The fourth channel is redundant and used for − To determine the magnetic heading and to dis-
monitoring purposes. tribute this value both as analogue and digital
signals.
The strap down principle means that the sensor can
not be levelled and aligned as a normal gyro or plat- 2.4 Standby horizon
form. The space orientation is determined by the
The aircraft is provided with a standby horizon
computer which calculates corrections based upon
which is a self−contained instrument with an internal
the measured accelerations. In order to remove ve-
vertical gyro. The gyro is erected manually by a
hicle acceleration errors in the gravity measure-
caging knob on the instrument.
ments used for levelling, TAS and vertical speed
from ADC and IAS from a separate sensor are also
entered into the computer.
15/8.1
PAGE 1
Sep 30/15

Description
2.5 Standby compass
The aircraft is also provided with a standby com-

pass. It is a self−contained magnetic compass
which is compensated for magnetic disturbance
including the average failure from standby pitot
heating on and off.
2.6 Deviation cards
The aircraft is provided with a deviation card for the

standby compass, located underneath the forward
part of the overhead panel.
15/8.1
PAGE 2
Sep 30/15

Description
PITCH YAW
Linear acceleration Linear acceleration ROLL
Angular rate Angular rate Linear acceleration
Angular rate
Magnetic Angular Linear Air data

field rates accelerations TAS.IAS.VS
AHRS
−Pitch attitude
−Roll attitude
−Heading
−Rate & accelerations
AHRS 1 gives: AHRS 2 gives:

Digital data to − AP/FD Digital data to − AP/FD
− DPU 1 (DF DR) − DPU 2
− MPU (MFD) − MPU (MFD)
− F DAU (DF DR)
− R NAV
Analogue heading to − RMI 2 Analogue heading to − RMI 1
Analogue pitch/roll to − Weather radar
Digital data means: Roll/Pitch attitude and rates.

Yaw rate.
Longitudinal/lateral/vertical acceleration.
Heading
Valid flags.
Type of data is selected according to the need of each system connected to the AHRS.
C0752
Fig. 1 AHRS − Schematic and outputs
15/8.1
PAGE 3
Sep 30/15

Description
15/8.1
PAGE 4
Sep 30/15

Description
B A EADI COMPOSITE MODE B COURSE HEADING PANEL

CRS 1 HDG CRS 2
20 20 Heading bug (magenta).
10 10
Compass rose 40 (white). HDG knob.

Controls the Heading bug, displays on both
A EHSI’s.
PITCH SCALE
FOR DPU FOR DPU

WITH COLLINS WITH COLLINS
P/N 622−7713−001 P/N 622−7713−002
A EADI ATTITUDE DISPLAYS
Bank angle scale (white). 90 90
ATT warning (red).
Scaled with 10, 20, 30, 45 and 60
markings. In case of a failure in the attitude system
the warning will come on flashing for 10 s
65 60
20 20 and then become steady. Background, pitch
Roll index (white). scale and roll index will also be removed.
10 10 If extreme attitudes are obtained i.e. pitch 50 40
ATT
more than 30 UP or 20 DN, roll more than 40
Attitude background. 65; all information is removed except 30 30
30 30
Blue sky and brown ground. attitude warning and attitude presentation. 20 20
20 20
10 10
10 10
10 10
PTCH
20 20
Comparator caution (yellow). ROLL
XATT Flight Director command bar (magenta). 10 10 10 10
Will come on if the sources of attitude
20 20 20 20
differ more than 4 (3 when FD/AP in AP-
PR mode) in pitch or roll. AVIONICS light 30
Aircraft symbol (black/white). 30
on central warning panel, also comes on 40
and flashes until master caution has been
reset. The caution goes off when the error 55 50
no longer exists. Pitch scale (white).
XATT caution (yellow).
See separate illustration.
Will come on when own sides EFIS switch is 70 70
set to XSIDE DATA position and the attitude
information comes from opposite sides AHCI
A24050
(also see AOM 15/1.1). 90 90
Fig. 2 Course Heading Panel and EADI − controls and attitude presentation
15/8.1
Page 5
Sep 30/15

Description
15/8.1
Page 6
Sep 30/15

Description
EHSI ROSE MODE

Comparator caution in yellow or
Heading warning in red.
HDG HDG in yellow will come on flashing if heading
differs more than 6 between the two AHRS’s,
HDG turn steady when master caution has
been reset.
If heading fails, HDG in red comes on, flashes
for 10 s then steady.
XHDG Heading bug (magenta).
Compass rose (white).
Aircraft symbol (white).

XHDG caution (yellow).
Will come on when own sides EFIS switch
is set to XSIDE DATA position and the heading
information comes from opposite sides AHC,
also see AOM 15/1.1.
EHSI SECTOR MODE

Magnetic heading index (white).
In all EHSI modes.
015
80 sector compass (white).
Will show  40 from actual heading.
Heading bug outside scale (magenta).

When selected heading is outside expanded
scale the heading and symbol will be dis-
played beside the scale on either left or right
side of the scale.
C0747
Fig. 3 EHSI − Heading presentation
15/8.1
PAGE 7
Sep 30/15

Description
A MULTIFUNCTION DISPLAY, MFD
PWR INT
Magnetic heading index (white).

RDR
NAV
E
6 12
RMT
80_ sector compass (white).
PGE Will show  40 from actual heading.
EMG
12.5
CRS 103
DATA Aircraft symbol (white).
RCL SKP CLR
The Magnetic Heading displayed on the MFD comes

from LH AHC if both sides EFIS’s switches are in
NORM or if LH sides EFIS switch is in DRIVE XFR.
The Magnetic Heading comes from RH AHC if LH side
EFIS switch is in XSIDE DATA.
IF MFD INSTALLED
A26694
Fig. 4 MFD − Heading presentation
15/8.1
PAGE 8
Sep 30/15

Description
A C HDG SLAVE BUTTON
B (If installed.)
HDG SLAVE button

When momentarily pressed and released:
− The AHRS magnetic heading will be fast slaved
B C to the present flux detector readout.
− HDG slave is inhibited with autopilot engaged.
CAUTION.
A DISPLAY CONTROL PANEL Avoid to slave heading when standing on runways/
DH INT SECTOR SELECT taxiways with magnetic disturbance or when flying
DTA in turbulent air.
BRG
ROSE RR
Mode Selector
RA FD 2ND
ET DEV ROSE− 360 compass rose.
TST CRS
SECTOR − 80 compass sector.
RR− 80 compass sector with weather radar pre-
sentation.
Also see AOM 15/1.1.
B RADIO MAGNETIC INDICATOR

Magnetic aircraft heading
Warning flag
Comes on in case of heading failure.
Compass rose
VOR VOR
A12679
Fig. 5 Display control panel, RMI and HDG slave button − controls and indicators
15/8.1
PAGE 9
Sep 30/15

Description
C A
A STANDBY COMPASS B COMPASS DEVIATION CARD
KO
M KO
K
O
S
0
30
60
90
120
150
180
210
240
270
300
330
NOTE
Lighting strikes on the a/c may cause the standby DATE SIGN
compass reading not to be reliable due to residual
magnetizing.
A12367
Fig. 6 Standby compass and deviation card
15/8.1
PAGE 10
Sep 30/15

Description
C STANDBY HORIZON
Warning flag (red).
Black angle scale.

3 Scaled with 10, 20, 30, 40, 50 and 60.
2
1 Roll index.
1
Pitch angle scale.
2
3
Aircraft symbol.
Cage knob.
Pull to cage and erect gyro.
D TEST 2 PANEL
TEST 2 AHRS L and R STIM mode switches
PROP OVSP
L GEN R
(4 MODES).
L R
OVV Used when AHRS orientation memory
information is lost (on ground only); see
AOM 23, ABNORMAL OPERATION.
GDN
Also used for maintenance AHRS STIM
A mode operations.

B
C0754
Fig. 7 Standby horizon and TEST 2 panel
15/8.1
PAGE 11
Sep 30/15

Description
AHRS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F−12 AHC 1 AVION

................................... L HOT BAT BUS F−11 AHC 1 BAT
................................... L INV BUS 26VAC Fuse (305 VU Electrical center)
AHRS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M−10 AHC 2 AVION

................................... R HOT BAT BUS M−11 AHC 2 BAT
................................... R INV BUS 26VAC Fuse (306 VU Electrical center)
Standby horizon . . . . . . . . . . . . . . . . . . . . EMER AVIONIC BUS G−9 STBY HORIZON
15/8.1
PAGE 12
Sep 30/15
Aircraft Operations Manual NAVIGATION, ATTITUDE HEADING SYSTEM

Operation
1. LIMITATIONS
1.1 OPERATIONAL ACCURACIES

AHRS.
− Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 Steady flight.
1.0 Maneuvering.
− Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 Steady flight.
1.0 Maneuvering.
− Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 Steady flight.
2.0 Holding patterns.
Standby Horizon.
− Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . < 0.5 Steady flight.
Standby compass.
− After compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Steady flight.
2. NORMAL OPERATION
2.1 GENERAL Special considerations must be taken to correctly initialize inertially based atti-
tude heading reference systems in order to establish correct attitude and head-
ing references with respect to earth references. During the alignment or initiali-
zation period, an inertial system is susceptible to aircraft movement and to
some extent bus voltage transients. The method traditionally used to initialize
an inertial system is to apply power to the system and to keep the aircraft sta-
tionary until all errors in the system are biased to zero. Aircraft movement due to
taxiing will cause inertial errors that are excessive. To avoid voltage transients,
operation of hydraulic pump operation shall not be performed during initializa-
tion.
AHRS initialization requires approximately 70 seconds to be completed after
that electrical power was switched on. To reduce the time with passenger
aboard until commence taxiing, the recommendation is to perform AHRS initial-
ization before engine start when using external power for start up, and after first
engine start when using aircraft batteries for start up.
2.2 POWER The two AHRS’s are switched ON/OFF by L and R AVION switches and the
SUPPLY Standby Horizon by ESS AVION switch.
AHRS 1 and 2 main power supply is from L/R AVIONIC BUS respectively, how-
ever if AHRS main power is switched off (L/R AVION switched OFF) or during
engine start, a timer circuit is activated supplying back up power from L/R HOT
BAT BUS. The back up power timer circuit will keep AHRS on line for 11 minutes
and 12 seconds.
15/8.2
PAGE 1
Sep 30/15

Operation
2.3 AHRS EXTERNAL POWER ENGINE START

INITIALIZATION AHRS initialization is recommended to be performed before engine start.
External Power Connected
1. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . ON
− After approximately 70 seconds check AHRS initialization to be com-

pleted as indicated by presentation of attitude on both EADI and removal
of red flags ATT on EADI and HDG on EHSI.
− AHRS initialization is indicated by the slow compass rose rotation from
North one revolution clockwise to North and then rapidly to present air-
craft heading.
Before Engine start
2. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
− AHRS stays on line supplied by back up power via the timer circuit from
HOT BAT BUS’es.
After Engine start
3. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check for no ATT or HDG flag on EADI and EHSI respectively.

− In case of any flags allow 70 seconds for reinitialization.
Line up
− Minimum 2 minutes after initialization was completed.
4. Flight instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check that attitude difference between attitude displayed on both EADI’s

and standby ADI is 3 or less (Roll and Pitch) and that heading is not
slewing away from aircraft heading.
In theory AVION switches could be ON during engine start but practical experi-
ence shows that Flight Director warning may come on after engine start de-
pending on electrical transients during engine startup. In most cases the warn-
ing goes out after about 30 seconds but it may remain on, and can then only be
cleared by switching L/R AVION switches OFF/ON.
BATTERY POWER ENGINE START
AHRS initialization is recommended to be performed after first engine start.
First Engine Running (GEN on line)
1. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(Cont’d)
15/8.2
PAGE 2
Sep 30/15

Operation
(Cont’d)
− After approximately 70 seconds check AHRS initialization to be completed
as indicated be presentation of attitude on both EADI and removal of red
flags ATT on EADI and HDG on EHSI.
− AHRS initialization is indicated by the slow compass rose rotation from North
one revolution clockwise to North and then rapidly to present aircraft head-
ing.
Before Second Engine Start (generator cross start)
2. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− AHRS stays on line supplied by back up power via the timer circuit from HOT
BAT BUS’es.
After Second Engine Start

3. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check for no ATT or HDG flag on EADI and EHSI respectively.

− In case of any flags allow 70 seconds for reinitialization.
Line up
− Minimum 2 minutes after initialization was completed.
4. Flight instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check that attitude difference between attitude displayed on both EADI’s and
standby ADI is 3 or less (Roll and Pitch) and that heading is not slewing
away from aircraft heading.
Before first engine start AHRS initialization is not possible without external pow-
er, AVION BUS’es are not supplied by Batteries only. During second engine
start (generator cross start) the voltage will drop but normally not to a level mak-
ing AHRS to go off line however in some cases e.g. in extreme cold conditions, it
may drop to a level causing an AHRS reinitialization after second engine start.
15/8.2
PAGE 3
Sep 30/15

Operation
2.4 OPERATION For attitude there is only one type of presentation on the EADI but the heading
information can be presented either as a complete compass rose (360) or as a
sector of 40 around the present aircraft heading on the EHSI.
1. Mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− ROSE, 360 compass rose.

− SECTOR, 80 compass rose.
− RR, 80 compass sector with weather radar presentation.
2. HDG SLAVE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF REQUIRED
− Fast slaving of aircraft heading.

CAUTION
Avoid to slave heading when standing on runways/taxiways with magnetic distur-
bance or when flying in turbulent air.
2.5 STANDBY After Standby Horizon red flag is out of view

HORIZON
1. Cage knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
OPERATION
− Pull knob to erect gyro.
15/8.2
PAGE 4
Sep 30/15

Operation
For Abnormal Operation, also see section 23, ABNORMAL PROCEDURES.
3.1 AHRS FAILURE INDICATIONS

ACTIONS
1. See AOM 15/1.2, ABNORMAL PROCEDURES: AHC DATA FAILURE.
3.2 COMPARATOR CAUTION

CAUTIONS The AHRS design is such that HDG Comparator caution (caused by external
magnetic disturbance to the flux detectors) is considerably more frequent than
PTCH and ROLL comparator cautions.
Experience has shown the possibility of inadvertently over−looking a ROLL or
PTCH comparator caution when resetting a believed caution for HDG comparator.
Therefore, the recommendation is to treat all avionic cautions as a PTCH and/or
ROLL comparator caution until it is positively established that this is not the case.
A Comparator Caution does normally show the same on both sides, but there is a
possibility, due to design tolerances, to get a caution on one side only. This should
be treated as if there were a caution on both sides.
A Comparator Caution tells us that the two systems differ and must be checked
with a third reference.
It should also be observed that the Avionic Master Caution and Chime are inhib-
ited when T/O INH button is illuminating.
3.3 STANDBY INDICATIONS

HORIZON The Standby Horizon red flag comes in view.
FAILURE
ACTIONS
1. CB G−9 (STANDBY HORIZON) . . . . . . . . . . . . . . . . . . CHECK/RESET
15/8.2
PAGE 5
Sep 30/15

Operation
15/8.2
PAGE 6
Sep 30/15
Aircraft Operations Manual NAVIGATION, FMS KNS 660

Description
1. GENERAL Illuminates prior to a waypoint

− WPT
The KNS 660 is an integrated multisensor Flight passage.
Management System, FMS, which enables the pilot Blue i) 90 seconds prior to reaching a
to navigate point−to−point on an great circle route waypoint when, operating in
(Area Navigation, RNAV) using VOR/DME stations. OBS; approaching the last non−
ILS waypoint in the flight plan or
It is assumed that the pilot is familiar with the
going to a DIRECT TO waypoint
KNS 660 and this description is not intended to be a
which is not part of the active
comprehensive guide on the system. Such detailed
flight plan.
information is contained in the KNS 660 Pilot’s
Guide and should be consulted when any ambiguity ii) 15 seconds before turning onto
occurs. the transition course change
when operating in AUTO/LEG.
Contained in this description is a general outline of
Flashes when the FMS has a mes-
the system with regards to the 340 A installation. − MSG
sage to relate.
2. MAIN COMPONENTS AND SUBSYSTEMS Amber − Press the MSG button on the
CDU to enable viewing the mes-
The FMS consists of a Navigation Computer, a
sage on the RNAV.
cockpit mounted Control Display Unit (CDU), four
Remote Indicators and a Frequency Management − Repress the MSG button on the
Control facility. CDU to return the display to the
previously displayed page.
2.1 Navigation Computer Illuminates when the FMS is in
− DR
The NAV Computer is located in the avionics rack. DEAD REKONING mode, after a
The Nav Computer is the computational center of Amber certain amount of time dependent
the FMS. It includes a Data Base and interfaces upon which mode is selected LRN 1
with other systems such as EFIS, AIR DATA, AHRS red flag on EHSI will occur.
and NAV systems. Illuminates when flying parallel to
− XTK the flight plan track. (Parallel offset.)
The Data Base memory must be updated every 28
days, using a diskette and data loader. The world Green
has been broken into 10 geographical regions, with
the chosen region being programmed into the FMS. 2.4 COM/NAV/PULS Control heads
Information contained on each region includes na-
Together with KING control heads installed the FMS
vaids, airports, waypoints − but is dependant on the
has a Frequency Management Control facility
region.
(KING avionics only).
2.2 Control Display Unit (CDU)
2.5 FMS Software
The CDU (mounted in the aft section of the center
In addition to the Data Base the FMS also contains
pedestal) contains separate alpha and numerical
a self generated user Data Base, independent of
keys, control keys and a CRT screen.
the monthly updated Data Base, which can store
2.3 Remote Indicators 175 locations able to accommodate any combina-
tion of ground stations and airports.
The Remote Indicators are mounted on the glare-
shield panel. The FMS will support 100 flight plans, each consist-
ing of maximum 25 Alpha/Numeric designated way-
points. However the total number of waypoints is
limited to 800. These flight plans may be composed
15/9.1 O
PAGE 1
Sep 30/15

Description
of waypoints taken directly from the Data Base or 3.2 FMS Selection
from the 175 user generated non−volatile way-
Activations of the FMS is controlled from the DIS-
points.
PLAY CONTROL PANEL (DCP) on the glareshield.
3. OPERATION The NAV information is shown on both pilots EHSI.
Active tuning of VOR 1 and DME 1 sensors is now
System operation may be manual to selected way- controlled from the FMS. When selecting RNAV, the
points or automatic providing uninterrupted naviga- upper frequency display NAV 1 control heads will go
tion throughout a complete flight plan. Nav sensors out.
may be selected separately or blended within the
computer. The FMS becomes integrated and takes 3.3 FMS presentation on EFIS
control over NAV 1/DME 1 systems when LRN 1
has been selected by means of the SELECT knob BOTH PILOTS EHSI
on L DCP. The system also interfaces with the EFIS i) Will display LRN 1 at the bottom left of the dis-
to provide presentation on the EFIS displays, such play (when RNAV is selected).
as next waypoints of the flight plans, selected ii) When operating in map mode:
course and reference ground stations. Autoflight waypoint is shown by with a line TO/FROM
controlled by the FMS is made through L NAV it, indicating the track.
SOURCE SELECT and NAV mode on the autopilot A TO/FROM arrow will shown on the
MODE SELECT PANEL. trackline when the WPT is off the screen.
3.1 Operational Status Selection LEFT PILOTS EHSI
i) The KNS 660 provides automatic No. 1 course
En- Approach:
needle drive while using the AUTO/LEG method
route:
of operation.
Air- Inter-
ways, secting ii) In the OBS method of operation the No. 1
Flight a speci- VOR RNAV LOC course needle must be set manually, from the
Plans fied COURSE HEADING PANEL (CHP) or from the
or VOR CDU.
Direct Radial
TO TO or iii) The deviation bar on the EHSI provides LEFT/
FROM RIGHT steering information from the FMS.
Method AUTO/ OBS OBS OBS OBS iv) The DME1 display provides distance to next
of Op- LEG waypoint (WPT) in nautical miles, time and
eration ground speed.
Sensor BLEND VOR VOR VOR ILS
RIGHT PILOTS EHSI
Mode RNV NAV NAV RNAV ILS
ENR APR When second course is selected:
i) The FMS provides automatic No. 2 course
needle drive while using the AUTO/LEG method
CAUTION
of operation.
When using the FMS for navigation, the No. 1 ii) In the OBS method of operation the No. 2
pointer on both RMIs will automatically be parked course needle must be set manually from the
in 3 o’clock position with No. 1 pointer VOR/ADF CHP or from the CDU.
switch in VOR position.
However, if using the No. 1 pointer, for ADF, the iii) The deviation bar provides LEFT/RIGHT steer-
RMI indications will be normal. ing information from the FMS.
The VOR Indicator is also inoperative when oper- iv) The DME 1 display provides distance to next
ating the FMS. WPT in nautical miles.
15/9.1 O
PAGE 2
Sep 30/15

Description
COURSE panel CRS data

(AOM 15/3.1)
ADS Air data

Nav data to EFIS
(AOM 12.1) Nav
Computer
Steering signal and
and leg change to AP/FD
VOR/DME VOR/DME Database
(AOM 15/3/4.1) signals Remote INDICATORS
AHRS HDG
(15/8.1) Frequency Management
DATA
LOADER
Control Display
ground support
Unit
equipment
(CDU)
Fig. 1 RNAV System schematic
15/9.1 O
PAGE 3
Sep 30/15

Description
15/9.1 O
PAGE 4
Sep 30/15

Description
MESSAGE key (MSG). FUNCTION key (OBS/LEG). BRIGHTNESS CONTROL switch (BRT/DIM).
Selects the message page. Used be the Selects the method of operation OBS or AUTO/LEG. A rocker type switch which, increases or
pilot to acknowledge a MSG light, above decreases the picture brightness of the CRT
the KEY and on the remote indicator. when pressed at the top or the bottom. 80 % of
FREQUENCY key (FRQ). maximum level when the unit is turned on.
Selects the frequency pages allowing
FLIGHT PLAN key (FPL). frequency managment.
(For FMS interfaced with KING avion- ON/OFF switch.
Selects the active flight plan (FPLO) or the flight
ics only). A rocker type switch which, when pushed at the
plan menu pages.
top, provides power and self test initialization.
When turning off, a caution message is generated.
DIRECT TO key (D).
C CONTROL DISPLAY UNIT (CDU)
Selects the DIRECT TO operation. SENSOR key (SNS).
Selects the active sensor to be used for navi-
FRQ BRT ON
gation. Alternate key strokes will select VOR or
OBS DIM OFF BLEND.
SELECT KNOB. LEG
The multiposition rotary switch is used to select MSG
A B C the navigation sensor, NAV 1 or LRN 1, to be SNS
L N R
1 2 3 Numeric keyboard.
displayed on EHSI (left DCP only).
A LH DISPLAY CONTROL PANEL (DCP) MOD W4 5 6E
Mode key (MOD).

8
ROSE − SECTOR − RR selector. 7
S
9 Allows selection of NAV, RNV ENR or RNV APR
Selects different types of display in EHSI. operation.
ROSE − Compass rose is displayed. 0
SECTOR − A compass sector of  40 is dis−

played. There are 6 sector positions D FPL WPT NAV DAT HLD CLR ENTER Data loading plug in socket.
corresponding to the ranges 5, 25,
100, 200, 300 and 600 NM to be
used in Map Mode. A B C D E F G H I
ENTER key.
DEVIATION (DEV) Push button. RR − Adds weather radar to the sector Enters data, presented under the cursor or a
The Map Mode display is entered by selecting display. R
complete page of info into the system. Also used
J K L M N O P Q
a sector compass display and pressing the to select various memeo items and to approved
DEV push button. specific cursor statment.
S T U V W X Y Z
WAYPOINT key (WPT). CLEAR key.

MESSAGE (MSG). Cycles through the way point pages associated Clears data under the cursor or allows entry
Flashes when there is a new message on the with the active flight plan and allows the display to non−enterable fields preceded by a right
message page in the CDU. of any waypoint page. NAVIGATION key (NAV). caret ” >”.
Selects the two NAV pages.
Alternate pushes selects pages 1 or 2.
B REMOTE INDICATORS NAV 1 or NAV 2. Alpha keyboard.
WAYPOINT (WPT) ALERT.
Comes on 90 sec. prior to each WPT passage
and DIRECT TO command which is not part of DATA key (DAT). CURSOR key.
Selects the two Data Menu pages. The two buttons are used to position the cursor
the active flight plan, in OBS MODE. 15 sec.
Alternate pushes selects page 1 or 2. over the changeable information in that line.
prior to course change in AUTO/LEG mode.
(DATA 1 or DATA 2).
X−TRACK. HOLD key (HLD).

DEAD RECKONING (DR). Comes on whenever a left or right Cross Track Selects the two HOLD pages.
The DR annunciator comes on when the FMS Parallel is activated. Alternate pushes selects page 1 or 2.
is dead reckoning. (HOLD 1 or HOLD 2).
A20548
Fig. 2 FMS Overview − controls and indicators
15/9.1 O
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Description
15/9.1 O
Page 6
Sep 30/15

Description
A EADI (LH) MAP MODE

FMS SELECTED
HDG 170 IAS

20 20
F FMS deviation indication in form of a
10 10
star shaped symbol.
Also see AOM 15/1.1 EFIS.
See KNS 660 Pilots Guide regarding
NOTE: Either one of NAV 1 or FMS can be 10 10 deviation scale sensitivity.
A B displayed, not both at the same time.
20 20 DH200
B EHSI (LH) SECTOR MODE

FMS SELECTED
Course and deviation to next waypo-
int.
Second course pointer on RH EHSI.
Also see AOM 15/1.1 EFIS.
See KNS 660 pilots guide regarding
deviation scale sensitivity.
B EHSI (LH) MAP MODE
RNAV SELECTED
LIN display.
Linear RNAV deviation display.
See AOM 15/1.1 EFIS.
FMS next waypoint and course
presentaion. The waypoint is dis-
played as a star symbol.
Solid courseline indicates TO waypoint
and dashed courseline indicates
FROM waypoint. Waypoint flashes pri-
D, GSP, TTG FMS valid flag. Selected course to next waypoint. or to waypoint passage (cyan).
distance, ground speed and
time to next waypoint.
Only distance is displayed on
RH EHSI.
VOR 2/DME 2 station presentation

with ident code and courseline (green).
A20547
Fig. 3 EHSI − FMS presentation in SECTOR MODE and LH EADI/EHSI − FMS presentation in MAP MODE
15/9.1 O
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Description
15/9.1 O
Page 8
Sep 30/15

Description
A MULTIFUNCTION DISPLAY,
MFD FMS SELECTED VOR 2/DME 2 station presentation with
ident code and courseline (green).
Waypoint determined by the FMS. Flashes

prior to waypoint passage (cyan).
NOTE: The waypoint name is not displayed,

next to the starshaped symbol,
when using FMS.
Selected course (CRS) and ident to the

VOR 2/DME 2 station.
Course to next waypoint (cyan).
NOTE: Either one of NAV 1 or FMS can be

displayed, not both at the same time.
A20566
IF MFD INSTALLED
Fig. 4 MFD − FMS presentation
15/9.1 O
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Description
15/9.1 O
PAGE 10
Sep 30/15

Description
A KING CONTROL UNIT
Upper display goes out during

RNAV operation.
The lower display can still be
controlled by the frequency knob.
A20562
Fig. 5 NAV control unit − RNAV operation
15/9.1 KO
PAGE 11
Sep 30/15

Description
15/9.1 KO
PAGE 12
Sep 30/15

Description
A COLLINS NAV CONTROL UNIT

Upper display goes out during
RNAV operation.
Lower display shows dashes during

RNAV operation.
RMT − indicates that the NAV is

remote controlled by the FMS.
DME HOLD to be set to ON during

RNAV operation. If set to HLD,
LRN 1 flag will occur.
Inoperative during RNAV operation.
A20563
Fig. 5 NAV control unit − RNAV operation
15/9.1 CO
PAGE 11
Sep 30/15

Description
15/9.1 CO
PAGE 12
Sep 30/15

Description
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS N−17 AREA NAV
15/9.1 O
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Description
15/9.1 O
PAGE 14
Sep 30/15
Aircraft Operations Manual NAVIGATION, FMS UNS−1Msp

Description
This FMS description gives a general outline of the 2.1 Flight Management System
system with regards to the SAAB 340A installation.
Detailed information for operation is contained in The Flight Management System, FMS, consists of
the UNIVERSAL UNS−1Msp OPERATOR’S MANU- the following units:
AL. In the Saab 340A the system is referred to as 1 Navigation Computer Unit, NCU
FMS but in the UNIVERSAL MANUAL the system 1 Control Display Unit, CDU
is referred to as Navigation Management System, 1 Configuration Module, CM
NMS. 1 GPS Antenna
The Flight Management System, FMS, offers capa- 3 Remote Annunciators
bilities such as flight planning, steering guidance Navigation Computer Unit, NCU
and fuel management. The navigation data is re-
ceived from the internal GPS receiver and from the The Navigation Computer Unit is located in the
interfaced navigation sensors i.e. the Air Data Com- avionics rack. The NCU is the computational center
puter, the VOR/DME and the Attitude Heading Ref- of the Flight Management System. The GPS receiv-
erence System, AHRS. Based on the available in- er is physically located in the NCU.
formation a ”best position” is calculated (as a Control Display Unit
Kalman filtered solution). When the best position is
The Control Display Unit, located in the center ped-
obtained, navigational information such as course to
estal, is the interface between the Flight Manage-
waypoint, Estimated Time Enroute, ETE, distance
ment System and the pilot. Data and commands
to waypoint, wind and ground speed are computed
are entered to the FMS through the keyboard and
and displayed. The information will be available on
information is presented on a Flat Panel Liquid
the FMS alphanumeric display as well as on the
Crystal Display. Dimming of the CDU is provided by
EFIS display, and MFD display (if installed).
the CTR PNLS knob located on the INT LIGHT
The fuel flow management receives fuel flow input panel.
from the aircraft fuel flow sensors and along with
data supplied by the pilot, continuously updates and Configuration Module
displays fuel management information during the The FMS is configured to its specific aircraft instal-
flight. The fuel flow management is only an advisory lation by the use of a configuration module, which is
for planning. programmed via the FMS keypad inputs to com-
pletely define the sensors inputs, fuel flow, air data
Three Remote Annunciators (WPT/XTK, MSG/HDG
etc. The configuration module is mounted on the
and APPR/GPS) driven by the FMS are also
FMS wire harness connector.
installed on the glareshield panel.
GPS antenna
NOTE
The GPS antenna is a single frequency antenna
The FMS offers vertical navigation, VNAV, and with an internal preamplifier.
non−precision approach, NPA. These functions
have not been implemented in the SAAB 340A Remote annunciators
installation. The FMS provides outputs to the following remote
annunciators: WPT/XTK, MSG/HDG and APPR/
GPS.
15/9.1 O2
UNIVERSAL FMS UNS−1Msp PAGE 1
Sep 30/15

Description
WPT Illuminates approximately 15 seconds 2.3 Operation

prior to a leg change. When the light
comes on, the appropriate message Initialization
will be available on the CDU. The light After power up, the first page presented is the Ini-
will automatically go out when the leg
tialization page. This page displays the date, UTC
change occurs.
time, present position, the data base start and ex-
XTK Illuminates when a parallel course piration date. When GPS transitions to NAV mode,
has been selected for the current nav-
then <GPS> will be displayed in the present posi-
igation leg. The XTK will remain on
until the parallel course is cancelled tion ID field and GPS lat/long will be displayed be-
manually or automatically at the next low. If the current date is later than the expiration
leg change. date, the message DATA BASE OLD will appear
MSG Flashes when a message is given on under the MSG page. The system can still be used
the CDU message page. for navigation, but the pilot must verify each way-
point prior to use for IFR operation. Present Posi-
HDG Illuminates whenever the heading
mode has been selected. When the tion Identifier (<PP> ID) may be corrected by enter-
annunciator is on, the FMS flight di- ing an identifier into this field. Initial position
rector and autopilot outputs are refer- coordinates will be automatically updated.
enced to a pilot selected heading
rather than to the active FR−TO nav Flight Planning
leg. The FMS heading will remain on The pilot selects from waypoints, routes, airways,
until the heading mode is either auto-
arrivals and departures, approaches and runways to
matically or manually cancelled.
create the desired flight plan. The flight plan will be
APPR FMS approach function, not used in presented in terms of direct leg, bearing to way-
the SAAB 340A.
point, distance to go and estimated time en route.
GPS Is a GPS integrity uncertain annuncia- The flight plans will consist of waypoints from the
tor and it will come on when the GPS nav data base and/or pilot defined waypoints. The
sensor is in NONE or ALARM states.
flight plan waypoints are deleted from the presenta-
tion as they are passed.
2.2 FMS Software
Navigation
Navigation Data Base
The FMS accepts data from multiple navigation
The navigation data base contains waypoint in- sensors and (using a Kalman filter) computes a
formation on VORs, DMEs, enroute intersections, position estimate. The FMS smooths the transients
non−directional beacons and airports including air- caused by changes in the available sensor data.
port reference points, airport runway thresholds and When the best position is obtained navigational in-
airport terminal waypoints. The region of data base formation such as course to waypoint, estimated
coverage is tailored to meet the needs of the user. time en−route, distance to waypoint, wind and
The data base has a twenty eight day period of ef- ground speed are computed. A sensor ”watchdog”
fectivity and is stored on a PCMCIA card and shall automatically protects against a large error being
be installed in the NCU during operation. input from a navigation sensor which could cause
Company Routes an error in the best computed position. This is ac-
complished by continuously monitoring the differ-
The FMS allows up to 200 company routes be to
ence between the computed position and the FMS
stored in the FMS. Each route may contain up to 98
best computed position. If the difference exceeds a
waypoints. In addition to the pre−defined waypoints,
pre−set value, the ”watchdog” will activate the ap-
200 operator defined waypoints can be defined and
propriate message to alert the pilot. Additionally, a
stored in the FMS. Up to 2000 company routes may
sensor monitor will detect any sensor that is rapidly
be stored via the off−line flight plan program.
diverging from the FMS position, and will deselect
that sensor before it can affect the FMS position.
15/9.1 O2
Sep 30/15

Description
FMS DME control Active tuning of DME1 is now controlled from the
The FMS will allocate a DME (using DME 1) chan- FMS system.
nel in order to calculate a DME−DME position by BOTH PILOTS EHSI
searching the nav data base to determine which − Will display LRN1 at the bottom left of the dis-
DME stations are within range (approximately 300 play.
NM) and sequentially tune each station. By
interrogating multiple DME stations at a four second When operating EHSI in map mode:
rate, knowing the geographic co−ordinates for each − Waypoint is shown by a star shaped symbol and
station, and correcting the distance computation for with a line TO/FROM it, indicating the track. A
slant range using station elevation and aircraft alti- TO/FROM arrow will show on the trackline if the
tude, the FMS is able to compute the position of the WPT is off the screen.
aircraft. LEFT PILOTS EHSI
Steering − The FMS provides automatic No 1 course needle
drive.
When a flight plan has been activated, the FMS will
output roll command to the FCC. The roll rate is − The deviation bar on the EHSI provides LEFT/
limited to 3 per second. RIGHT steering information from the FMS.
− The DME1 display provides distance to next way-
Fuel Flow Management point (WPT) in nautical miles, time and ground
The FMS receives fuel flow information from the speed.
fuel flow sensors. The initial fuel onboard has to be RIGHT PILOTS EHSI
inserted, and thereafter the fuel used can be pres-
ented. The Fuel Flow Management is only an advi- When second course is selected:
sory for planning. − The FMS provides automatic No 2 course needle
drive.
2.4 FMS presentation on EFIS − The deviation bar provides LEFT/RIGHT steering
Activations of the FMS is controlled from the DIS- information from the FMS.
PLAY CONTROL PANEL (DCP) on the glareshield. − The DME1 display provides distance to next way-
The FMS information is shown on both pilots EHSI. point (WPT) in nautical miles.
15/9.1 O2
Sep 30/15

Description
A REMOTE ANNUNCIATORS
WPT − Illuminates approximately 15 seconds prior to a
leg change. When the light comes on, the
appropriate message will be available on the
CDU. The light will automatically go out when
the leg change occurs.
XTK − Illuminates when a parallel course has been
selected for the current navigation leg.
The XTK will remain on until the parallel
course is cancelled manually or automatically
at the next leg change.
MSG − Flashes when a message is given on the
message page.
HDG − Illuminates whenever the heading mode has
been selected. When the annunciator is on,
the FMS flight director and autopilot outputs
are referenced to a pilot selected heading
rather than to the active FR−TO nav leg.
The FMS heading will remain on until the
heading mode is either automatically or
manually cancelled.
APPR −FMS approach functional, not used in the
Saab 340A.
A LH DISPLAY CONTROL PANEL (DCP) and GPS − Is an integrity uncertain annunciator and it will
REMOTE ANNUNCIATORS come on when the GPS sensor is in NONE
or ALARM states.
APPR MSG WPT
GPS HDG XTK

SELECT knob
DTA
The muiltiposition rotary switch is
BRG used to select the navigation sensor,
ROSE RR
NAV 1 or LRN 1 (for FMS), to be dis-
RA FD 2ND
TST
ET DEV
CRS played on EHSI (left DCP only).
ROSE − SECTOR − RR − selector DEVIATION (DEV) push button

Selects different types of display in EHSI. The Map Mode display is entered by selecting a
ROSE − Compass rose is displayed in EHSI. sector compass display and pressing the DEV
push button.
SECTOR − A compass sector of  40 is displayed
corresponding to the ranges 5, 25, 100,
200, 300 and 600 NM to be used in Map
Mode.
RR − Adds weather radar to the sector display.
A15885
Fig. 1 FMS activation on DCP and Remote Annunciators
15/9.1 O2
Sep 30/15

Description
Function Keys
The function keys are used to directly access certain functions or the FMS:
DATA, FPL, NAV, VNAV, DTO, FUEL, LIST, MENU and MNVR.
MSG POS
UNIVERSAL
MSG DATA
DTO MNVR
ON
OFF
NAV VNAV
BRT
FPL FUEL
Miscellaneously Keys
ON−OFF, BRT, DIM, MSG, ENTER, , BACK. DIM
LIST MENU
A B C D E F G 1 2 3
H I J K L M N 4 5 6
O P Q R S T U 7 8 9
V W X Y Z ENTER BACK 0 +
Data Entry Keys

The data entry keys are numeric 0−9 and the alphabetic A−Z keys.
A15904
Fig. 2 FMS control display unit
15/9.1 O2
Sep 30/15

Description
15/9.1 O2
Sep 30/15

Description
A EADI (LH) MAP MODE SELECTED

A B
HDG 170 IAS

20 20
F 10 10
FMS deviation indication in form

S 10 10 of a star shaped symbol.
See UNS−1 Msp OPERATOR’S
20 20 DH 200
MANUAL regarding deviation
scale sensitivity.
NOTE
Either one of NAV 1 or FMS can be displayed,
not both at the same time.
B EHSI (LH) SECTOR MODE SELECTED

Course and deviation to next wayoint.
TAS 193 − 19 C T ET 02:23 Second course pointer on RH EHSI.
GSP165 TTG 5.0
See UNS−1 Msp OPERATOR’S MANUAL
015 regarding deviation scale sensitivity.
B EHSI (LH) MAP MODE SELECTED
LIN
LIN display TAS 193 −19C
T ET 02:23
TO
50 GSP 165 TTG 5.0
103 082 015 5
LRN 1 VOR 2 FMS Active flight plan with the
D 12.4
3
D 34.5
next three waypoints presented
4 (cyan). The waypoints are dis-
played as star symbols. The
LIN
3 next (to be overflown) waypoint
ARN
50
flashes prior to waypoint pas-
103
LRN 1 VOR 2
082
sage to the new leg.
D 56.1 D 34.5
3
D GSP TTG FMS valid flag Selected course to next waypoint.

Distance, ground speed and time to next
waypoint.
Only distance is displayed on RH EHSI.
VOR 2/DME 2 station presentation with ident
code and courseline (green).
A15910
Fig. 3 LH EHSI − FMS presentation in SECTOR MODE and LH EADI/EHSI − FMS presentation in MAP
MODE
15/9.1 O2
Sep 30/15

Description
15/9.1 O2
Sep 30/15

Description
A MULTIFUNCTION DISPLAY, MFD − FMS SELECTED
NORM T
NAV
VOR 2/DME 2 station presentation with

5
ARN
4
3
LRN 150 Waypoint determined by the FMS. Flashes

CRS CRS 105 ARN prior to waypoint passage (cyan).
VOR 085
Selected course (CRS) and ident to the VOR 2/

Course to next waypoint (cyan). DME 2 station.
NOTE
A15884
IF MFD INSTALLED.
15/9.1 O2
Sep 30/15

Description
15/9.1 O2
Sep 30/15
Aircraft Operations Manual NAVIGATION,

FMS UNS−1K, 1K+, 1L and 1Lw
Description
This FMS description gives a general outline of the 2.1 Flight Management System
system with regards to the SAAB 340A installation.
Detailed information for operation is contained in The Flight Management System, FMS, consists of
the UNIVERSAL UNS−1K OPERATOR’S MANUAL the following units:
(SCN 602 for UNS−1K and SCN 803 for UNS1K+ 1 Navigation Computer Unit, NCU
and UNS−1L and SNC 1000 for UNS−1Lw). In the 1 Control Display Unit, CDU
Saab 340A the system is referred to as FMS but in 1 Configuration Module, CM
the UNIVERSAL MANUAL the system is referred to 1 GPS Antenna
as Navigation Management System, NMS. 3 Remote Annunciators
The Flight Management System, FMS, offers capa- 1 Data Transfer Unit, DTU
bilities such as flight planning, steering guidance
Navigation Computer Unit, NCU
and fuel management. The navigation data is re-
ceived from the internal GPS receiver and from the The Navigation Computer Unit is located in the
interfaced navigation sensors i.e. the Air Data Com- avionics rack. The NCU is the computational center
puter, the VOR/DME and the Attitude Heading Ref- of the Flight Management System. The GPS receiv-
erence System, AHRS. Based on the available in- er is physically located in the NCU.
formation a ”best position” is calculated (as a Control Display Unit
Kalman filtered solution). When the best position is
The Control Display Unit, located in the center ped-
obtained, navigational information such as course to
estal, is the interface between the Flight Manage-
waypoint, Estimated Time Enroute, ETE, distance
ment System and the pilot. Data and commands
to waypoint, wind and ground speed are computed
are entered to the FMS through the keyboard and
and displayed. The information will be available on
information is presented on a Flat Panel Liquid
the FMS alphanumeric display as well as on the
Crystal Display. Dimming of the CDU is provided by
EFIS display, and MFD display (if installed).
the CTR PNLS knob located on the INT LIGHT
The fuel flow management receives fuel flow input panel.
from the aircraft fuel flow sensors and along with
data supplied by the pilot, continuously updates and Configuration Module
displays fuel management information during the The FMS is configured to its specific aircraft instal-
flight. The fuel flow management is only an advisory lation by the use of a configuration module, which is
for planning. programmed via the FMS keypad inputs to com-
pletely define the sensors inputs, fuel flow, air data
Three Remote Annunciators (WPT/XTK, MSG/HDG
etc. The configuration module is mounted on the
and APPR/GPS without Mod. No. 2966 or DR/GPS
NCU mounting tray.
with Mod. No. 2966 installed) driven by the FMS are
also installed on the glareshield panel. GPS antenna
NOTE The GPS antenna is a single frequency antenna

with an internal preamplifier.
The FMS offers vertical navigation, VNAV, and
non−precision approach, NPA. VNAV has not Data Transfer Unit
been implemented in the SAAB 340A installation The Data Transfer Unit (DTU) is a 3.5” floppy disc
and GPS based NPA is only available when Mod. drive (for UNS1K+ and UNS−1Lw a zip drive)
No. 3034 is installed. housed in a protective case. It is mounted in the
center pedestal and powered from the NCU. It com-
municates with the NCU through a digital bus. The
DTU is used to:
15/9.1 O3
UNIVERSAL FMS UNS−1K, 1K+, 1L and 1Lw PAGE 1
Sep 30/15

Description
− Update the standard and expanded navigation 2.2 FMS Software
databases
Navigation Data Base
− Load aircraft specific performance data
− Load pilot defined flight plans and checklists The navigation data base contains waypoint in-
formation on VORs, DMEs, enroute intersections,
Remote annunciators
non−directional beacons and airports including air-
The FMS provides outputs to the following remote port reference points, airport runway thresholds and
annunciators: WPT/XTK, MSG/HDG and APPR/ airport terminal waypoints. The region of data base
GPS. coverage is tailored to meet the needs of the user.
The data base has a twentyeight day period of ef-
WPT Illuminates approximately 15 seconds fectivity and is stored on a 3.5” floppy disc (for
prior to a leg change. When the light
UNS1K+ and UNS−1Lw a zip drive) which is loaded
comes on, the appropriate message
will be available on the CDU. The light into the FMS via the DTU.
will automatically go out when the leg
Company Routes
change occurs.
The FMS allows up to 200 company routes be to
XTK Illuminates when a parallel course
has been selected for the current nav- stored in the FMS. Each route may contain up to 98
igation leg. The XTK will remain on waypoints. In addition to the pre−defined waypoints,
until the parallel course is cancelled 200 operator defined waypoints can be defined and
manually or automatically at the next stored in the FMS. Up to 2500 company routes may
leg change. be stored via the off−line flight plan program.
MSG Flashes when a message is given on
the CDU message page. 2.3 Operation
HDG Illuminates whenever the heading Initialization
mode has been selected. When the
annunciator is on, the FMS flight di- After power up, the first page presented is the Ini-
rector and autopilot outputs are refer- tialization page. This page displays the date, UTC
enced to a pilot selected heading time, present position, the data base start and ex-
rather than to the active FR−TO nav piration date. When GPS transitions to NAV mode,
leg. The FMS heading will remain on
until the heading mode is either auto- then <GPS> will be displayed in the present posi-
matically or manually cancelled. tion ID field and GPS lat/long will be displayed be-
low. If the current date is later than the expiration
APPR FMS approach function, not used in
the SAAB 340A unless Mod. No. date, the message DATA BASE OLD will appear
3034 is installed under the MSG page. The system can still be used
for navigation, but the pilot must verify each way-
DR Dead Reckoning annunciator illumi-
nates when the position signals from point prior to use for IFR operation. Present Posi-
the used navaids are lost (with Mod. tion Identifier (ID) may be corrected by entering an
No. 2966 installed). The computation identifier into this field. Initial position coordinates
and display of the FMS navigation will be automatically updated.
information is then extrapolated from
the last known position which makes Flight Planning
the information less reliable.
The pilot selects from waypoints, routes, airways,
GPS Is a GPS integrity uncertain annuncia- arrivals and departures, approaches and runways to
tor and it will come on when the GPS create the desired flight plan. The flight plan will be
sensor is in NONE or ALARM states.
presented in terms of direct leg, bearing to way-
point, distance to go and estimated time en route.
The flight plans will consist of waypoints from the
nav data base and/or pilot defined waypoints. The
15/9.1 O3
Sep 30/15

Description
flight plan waypoints are deleted from the presenta- Fuel Flow Management
tion as they are passed. The FMS receives fuel flow information from the
Navigation fuel flow sensors. The initial fuel onboard has to be
inserted, and thereafter the fuel used can be pres-
The FMS accepts data from multiple navigation
ented. The Fuel Flow Management is only an advi-
sensors and (using a Kalman filter) computes a
sory for planning.
position estimate. The FMS smooths the transients
caused by changes in the available sensor data. 2.4 FMS presentation on EFIS
When the best position is obtained navigational in-
formation such as course to waypoint, estimated Activations of the FMS is controlled from the DIS-
time en−route, distance to waypoint, wind and PLAY CONTROL PANEL (DCP) on the glareshield.
ground speed are computed. The FMS information is shown on both pilots EHSI.
Active tuning of DME1 is now controlled from the
A sensor ”watchdog” automatically protects against FMS system.
a large error being input from a navigation sen-
sor which could cause an error in the best com- BOTH PILOTS EHSI
puted position. This is accomplished by continu- − Will display LRN1 at the bottom left of the dis-
ously monitoring the difference between the play.
computed position and the FMS best computed When operating EHSI in map mode:
position. If the difference exceeds a pre−set value,
− Waypoint is shown by a star shaped symbol and
the ”watchdog” will activate the appropriate mes-
with a line TO/FROM it, indicating the track. A
sage to alert the pilot. Additionally, a sensor monitor
TO/FROM arrow will show on the trackline if the
will detect any sensor that is rapidly diverging from
WPT is off the screen.
the FMS position, and will deselect that sensor be-
fore it can affect the FMS position. LEFT PILOTS EHSI
− The FMS provides automatic No 1 course needle
FMS DME control
drive.
The FMS will allocate a DME (using DME 1) chan- − The deviation bar on the EHSI provides LEFT/
nel in order to calculate a DME−DME position by RIGHT steering information from the FMS.
searching the nav data base to determine which − The DME1 display provides distance to next way-
DME stations are within range (approximately 300 point (WPT) in nautical miles, time and ground
NM) and sequentially tune each station. By speed.
interrogating multiple DME stations at a four second
rate, knowing the geographic co−ordinates for each RIGHT PILOTS EHSI
station, and correcting the distance computation for When second course is selected:
slant range using station elevation and aircraft alti- − The FMS provides automatic No 2 course needle
tude, the FMS is able to compute the position of the drive.
aircraft.
− The deviation bar provides LEFT/RIGHT steering
Steering information from the FMS.
When a flight plan has been activated, the FMS will − The DME1 display provides distance to next way-
output roll command to the FCC. The roll rate is point (WPT) in nautical miles.
limited to 3 per second.
15/9.1 O3
Sep 30/15

Description
REMOTE ANNUNCIATORS
A WPT − Illuminates approximately 15 seconds prior to a leg change.
When the light comes on, the appropriate message will be
available on the CDU. The light will automatically go out
when the leg change occurs.
XTK − Illuminates when a parallel course has been selected for the
current navigation leg. The XTK will remain on until the par-
allel course is cancelled manually or automatically at the
next leg change.
MSG − Flashes when a message is given on the message page.
HDG − Illuminates whenever the heading mode has been selected.
When the annunciator is on, the FMS flight director and
autopilot outputs are referenced to a pilot selected heading
rather than to the active FR−TO nav leg. The FMS heading
will remain on until the heading mode is either automatically
or manually cancelled.
GPS − Is an integrity uncertain annunciator and it will come on
when the GPS sensor is in NONE or ALARM states.
without Mod. No. 2966 installed:
APPR −FMS approach functional, not used in the Saab 340A un-
less Mod. No. 3034 is installed.
with Mod. No. 2966 installed:
DR − Dead Reckoning annunciator illuminates when the position
signals from the used navaids are lost. The computation
and display of the FMS navigation information is then extra-
polated from the last known position which makes the in-
formation less reliable.
A LH DISPLAY CONTROL PANEL (DCP) and REMOTE ANNUNCIATORS
Without Mod. 2966 installed With Mod. 2966 installed
APPR MSG WPT DR MSG WPT
GPS HDG XTK GPS HDG XTK

DH INT SECTOR SELECT SELECT knob
DTA The multiposition rotary switch is used to
select the navigation sensor,
BRG NAV 1 or LRN 1 (for FMS), to be
ROSE RR
RA 2ND displayed on EHSI (left DCP
FD ET DEV
TST CRS only).
ROSE − SECTOR − RR − selector

DEVIATION (DEV) push button
Selects different types of display in EHSI.
The Map Mode display is entered by selecting a
ROSE − Compass rose is displayed in EHSI. sector compass display and pressing the DEV
SECTOR − A compass sector of  40 is displayed cor- push button.
responding to the ranges 5, 25, 100, 200,
300 and 600 NM to be used in Map Mode.
RR − Adds weather radar to the sector display.
A15885
Fig. 1 FMS activation on DCP and Remote Annunciators
15/9.1 O3
Sep 30/15

Description
A
Function Keys
The function keys are used to directly access certain functions of the FMS:
DATA, FPL, NAV, VNAV, DTO, FUEL, LIST, MENU, TUNE and PERF.
MSG 1L 1R NAV
DATA 2L 2R DTO
FUEL 3L 3R FPL
Line Select Keys TUNE 4L 4R VNAV
The line select keys provides the option to

position the cursor and input the desired data PREV 5L 5R LIST
NEXT
A B C D E F G 1 2 3 MENU
PWR
DIM H I J K L M N 4 5 6 PERF
O P Q R S T U 7 8 9
V W X Y Z 0 +−
ENTER BACK
A18004
Data Entry Keys

The data entry keys are numeric 0−9 and the alphabetic A−Z keys.
A15904
Fig. 2 FMS control display unit
15/9.1 O3
Sep 30/15

Description
15/9.1 O3
Sep 30/15

Description
A EADI (LH) MAP MODE SELECTED
A B
HDG 170 IAS

20 20
F 10 10
FMS deviation indication in form

S 10 10 of a star shaped symbol.
See UNS−1K OPERATOR’S
20 20 DH 200
MANUAL regarding deviation
scale sensitivity.
NOTE
B EHSI (LH) SECTOR MODE SELECTED

Course and deviation to next wayoint.
TAS 193 − 19 C T ET 02:23 Second course pointer on RH EHSI.
GSP165 TTG 5.0
See UNS−1K OPERATOR’S MANUAL
015 regarding deviation scale sensitivity.
B EHSI (LH) MAP MODE SELECTED
LIN
LIN display TAS 193 −19C
T ET 02:23
TO
50 GSP 165 TTG 5.0
103 082 015 5
LRN 1 VOR 2 FMS Active flight plan with the
D 12.4
3
D 34.5
next three waypoints presented
4 (cyan). The waypoints are dis-
played as star symbols. The
LIN
3 next (to be overflown) waypoint
ARN
50
flashes prior to waypoint pas-
103
LRN 1 VOR 2
082
sage to the new leg.
D 56.1 D 34.5
3
D GSP TTG FMS valid flag Selected course to next waypoint.

Distance, ground speed and time to next
waypoint.
Only distance is displayed on RH EHSI.
VOR 2/DME 2 station presentation with ident
code and courseline (green).
A15910
Fig. 3 LH EHSI − FMS presentation in SECTOR MODE and LH EADI/EHSI − FMS presentation in MAP
MODE
15/9.1 O3
Sep 30/15

Description
15/9.1 O3
Sep 30/15

Description
A MULTIFUNCTION DISPLAY, MFD − FMS SELECTED
NORM T
NAV
VOR 2/DME 2 station presentation with

5
ARN
4
3
LRN 150 Waypoint determined by the FMS. Flashes

CRS CRS 105 ARN prior to waypoint passage (cyan).
VOR 085
Selected course (CRS) and ident to the VOR 2/

Course to next waypoint (cyan). DME 2 station.
NOTE
A15884
IF MFD INSTALLED.
15/9.1 O3
Sep 30/15

Description
15/9.1 O3
Sep 30/15

Operation
1. LIMITATIONS
The AFM LIMITATIONS must be adhered to.
2. NORMAL OPERATION
2.1 FMS 1. SELECT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN

SELECTION/
DESELECTION − On the L DCP only.
− Turn switch until LRN 1 is displayed in left corner of the EHSI.
2. Mode Selector (DCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
3. The FMS information is displayed by NAV 1 course pointer and NAV 1
source flag and waypoint data by the cyan colored D, GSP and TTG.
4. Monitor the FMS navigation with the primary navigation equipment.
− The GPS mode may not be used as the primary source of navigation.
− Operation in GPS mode requires continuous monitoring of primary naviga-
tion source.
5. When deselecting LRN, by turning the select knob, VOR or LOC is dis-
played in the left corner of the EHSI. Simultaneously the heading bug is
synchronized to actual aircraft heading. The active FD mode is HDG. VOR
or LOC modes are armed.
NOTE
MSP APPR button is selectable but function is disabled while FMS selection is
valid.
2.2 FMS 1. NAV S L button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

NAVIGATION
WITH FD/AP − FMS serves as left navigation system for FD/AP.
2. MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

3. CRS 1 knob is controlled by the FMS and can not be set manually.
2.3 RNAV For FMS operation instructions see KING KNS 660 PILOT’S GUIDE.
OPERATION
15/9.2 O
KING FMS KNS 660 PAGE 1
Sep 30/15

Operation
3.1 FMS FAILURE Failure mode Indication Action

MODES
Loss of FMS navigation Obvious when FMS
Use basic nav info
used
Misleading info from Possible deviation from Use basic nav info for al-
FMS without warning cleared route ternative route
15/9.2 O
KING FMS KNS 660 PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
2. NORMAL OPERATION

SELECTION/
played in the left corner of the EHSI. Simultaneously the heading bug is
synchronized to actual aircraft heading. The active FD mode is HDG. VOR
or LOC modes are armed.
NOTE
valid.

NAVIGATION

2.3 RNAV For FMS operation instructions see UNIVERSAL UNS−1 Msp OPERATOR’S
OPERATION MANUAL.
15/9.2 O2
Sep 30/15

Operation

MODES
Loss of FMS/GPS navig- Obvious when FMS/
Use basic nav info
ation GPS used
FMS/GPS without warn- cleared route ternative route
ing
Loss of Fuel Flow Man- Obvious when FMS/ Use basic Fuel Flow in-
agement GPS used formation
Misleading info from Fuel By monitoring of basic Use basic Fuel Flow in-
Flow Management Fuel Flow information formation
without warning
15/9.2 O2
Sep 30/15

Operation
1. LIMITATIONS
2. NORMAL OPERATION

SELECTION/
played in the left corner of the EHSI. Simultaneously the heading bug is syn-
chronized to actual aircraft heading. The active FD mode is HDG. VOR or
LOC modes are armed.
NOTE
valid, unless Mod No. 3034 is installed.

NAVIGATION

2.3 RNAV For FMS operation instructions see UNIVERSAL UNS−1K OPERATOR’S MANU-
OPERATION AL (SCN 602 for UNS−1K and SCN 803 for UNS1K+ and UNS−1L and SCN 1000
for UNS−1Lw).
15/9.2 O3
Sep 30/15

Operation
CAUTION
2.4 P−RNAV With Mod. No. 2905 or 2906 (Universal FMS UNS−1k, SCN 602.x) but without
OPRAERTION Mod. No. 3310 installed, Terminal Mode must be selected manually on the FMS.
After passing each waypoint in the Terminal Area, the FMS reverts to Enroute
Mode, which means that Terminal Mode must be selected after passing each
waypoint in the SID/STAR. When selecting Terminal Mode, the lateral deviation
display full scale deflection will change from 5 NM to 1 NM. Selection of Terminal
Mode does not affect the autopilot roll steering signal gain. Therefore it is recom-
mended to always fly SID’s and STAR’s with coupled autopilot.
Mod. No. 3310 (SB 340−34−204) contains a solid state Data Transfer Unit and a
new software version which eliminates the erroneous behavior described above.

MODES
Loss of FMS/GPS navig- Obvious when FMS/
Use basic nav info
ation GPS used
FMS/GPS without warn- cleared route ternative route
ing
Loss of Fuel Flow Man- Obvious when FMS/ Use basic Fuel Flow in-
agement GPS used formation
Misleading info from Fuel By monitoring of basic Use basic Fuel Flow in-
Flow Management Fuel Flow information formation
without warning
15/9.2 O3
Sep 30/15
Aircraft Operations Manual PNEUMATICS
CONTENTS
Pneumatics

16.1 Description
16.2 Operation
16 −CONTENTS
PAGE 1
Sep 30/15
16 −CONTENTS
PAGE 2
Sep 30/15

Description
1. GENERAL is augmented by a jet pump. The jet pump creates

an underpressure behind the precooler which in
Pneumatic power is used to operate the following
turn sucks air through the cooler.
aircraft systems:
− Air conditioning; 2.3 High Pressure valve
− Pressurization; The HP valve is controlled by a 3−position HP
− Boot de−icing. VALVE switch on the AIR COND panel. With the
Engines supply high and low pressure bleed air to switch in AUTO the valve opens below an Ng of
the pneumatic system alternately. Low pressure approximately 80 percent (76 psi bleed pressure)
bleed air is normally supplied. High pressure bleed and closes when Ng exceeds this value. It also
air is automatically supplied whenever the low pres- closes under the following conditions:
sure bleed is insufficient to maintain pneumatic − If the bleed air temperature, after the precooler,
pressure. exceeds 288C (550F);
A precooler in each nacelle lowers the high pres- − If the fire handle is pulled;
sure bleed air temperature to a suitable level before − If the HP VALVE switch is set to OFF.
the air is ducted into a pneumatic manifold. A man- In each case, when the triggering condition has
ifold connects the two engine bleed systems. A ceased to exist, the valve can be reopened by mov-
cross valve in the manifold makes it possible to in- ing the HP VALVE switch to RESET then AUTO.
terconnect the two bleed systems. The valve may
only be open on the ground. Should a HP valve fail to close after a ”close” sig-
nal, HP HIGH light in the AIR COND panel will
2. MAIN COMPONENTS AND SUBSYSTEMS come on together with AIRCOND master caution.
The valve is pneumatically actuated and requires a
2.1 Engine bleed air
bleed pressure of min. 10 psi for operation. In case
Low pressure (LP) air is bled off the engine at a of loss of electrical control power the valve fails
point behind the 5th compressor stage. A check closed.
valve prevents reverse flow into the engine.
2.4 Bleed valve
High pressure (HP) air is bled from a point behind
the radial compressor (6th compressor stage) and The bleed valve is controlled by a 3−position BLD
has about three times greater pressure than the low VALVE switch on the AIR COND panel. With the
pressure air. The HP air is only supplied if the gas switch in AUTO the valve automatically regulates
generator speed drops below approximately 80 per- pneumatic air pressure to the manifold as a function
cent Ng. of altitude.
Right engine operating in propeller brake mode can The valve closes under the following conditions:
supply sufficient bleed air to power the two air con- − If the bleed air temperature exceeds 288C
ditioning packs by opening the XVALVE. In flight, (550F);
however, the XVALVE shall be closed. − If the fire handle is pulled;
− If the regulated pressure exceeds 43,5 psi;
2.2 Precooler
− If the air conditioning pack (ACP) compressor
The precooler, or heat exchanger, is mainly used to discharge temperature exceeds 225 C (440F);
lower the temperature of the high pressure bleed − If the distribution duct temperature exceeds 82C
air. A small section of the unit is also used for cool- (180F);
ing the air to the boot de−icing system. − If the BLD VALVE switch is set to OFF.
Air is used as the cooling medium. In flight ram air In each case when the triggering condition has
is taken from a scoop on the engine nacelle. On the ceased to exist, the valve can be reopened by mov-
ground, controlled by the WOW switch, this airflow ing the BLD VALVE switch to RESET then AUTO.
16.1
PAGE 1
Sep 30/15

Description
As a confirmation of a closed valve, BLD CLOSED After the bleed supply on the failed side has been
light in the AIR COND panel will come on together shut off and the temperature in the loop decreases
with AIRCOND master caution. below the triggering level the BLD AIR LEAK light
and AIRCOND master caution will go out and the
Should the valve fail to close after a close signal the
system resets itself.
BLD FAULT light in the AIR COND panel will come
on together with AIRCOND master caution. The The continuity of the detection loop can be tested
BLD FAULT light will also come on if the bleed air by means of the BLD LEAK test switch in TEST 1
temperature is too high or the regulated pressure panel.
exceeds it’s allowable value.
When the temperature or pressure goes down after
the valve has closed the BLD FAULT light will go
out.
of loss of electrical control power the valve fails
open.
2.5 Cross manifold and Cross valve
The cross manifold connects the left and right en-

gine bleed systems.
A cross valve in the manifold makes it possible to
interconnect the two bleed systems. The valve may
only be opened on the ground. The valve is con-
trolled by a 2−position switch on the AIR COND
panel. To open the valve requires one BLD VALVE
to be closed. If, when the X VALVE is open, both
BLD VALVEs are set in AUTO the X VALVE will au-
tomatically close.
As a confirmation of an opened valve X VALVE
OPEN light in the AIR COND panel will come on.
of loss of electrical control power the valve fails
closed.
2.6 Hot air leak detection
A temperature variable resistance continuous loop

hot air leak detector system is installed. The loop is
routed alongside the bleed ducting between the en-
gine nacelle and the cross valve on each side of the
aircraft. The loop terminates at a control unit. If the
control unit senses a temperature of 205 (400F),
the affected side’s BLD AIR LEAK light in the AIR
COND panel will come on together with AIRCOND
master caution.
16.1
PAGE 2
Sep 30/15

Description
A TEST 1 PANEL
TEST 1
BLD LEAK 1 STALL 2
L R
+
ACC
UPR L R
LWR RST
FIRE FIRE SHORT SMOKE

L R
A12669
Fig. 1 Pneumatic system − schematic (LH side shown)
16.1
PAGE 3
Sep 30/15

Description
16.1
PAGE 4
Sep 30/15

Description
BLD AIR LEAK light (amber).

caution when a hot air leak is detected.
X VALVE OPEN light (amber).

Illuminates whenever the cross valve is open.
BLD FAULT light (amber). A AIR CONDITIONING PANEL

caution if:
− Bleed air temp is too high.
− Regulated pressure is too high.
− BLD VALVE is not closed after a close signal.
BLD CLOSED light (amber).

Comes on together with associated master
cauation whenever the bleed valve is closed.
X VALVE switch.
OPEN Valve open (requires one bleed valve
to be closed).
CLOSED Valve closed.
BLD VALVE switch.

RESET − Used to reset a closed valve if a close
signal no longer is present.
− Used when attempting to reactivate a
failed open bleed valve.
AUTO − Refulates bleed air pressure as a func−
tion of altitude.
− Closes the bleed valve if:
 Bleed air temperature is too high.
Fire handle is pulled.
 Regulated pressure is too high.
 Air conditioning Pack compressor dis−
HP VALE switch.
charge temp is too high.
RESET − Used to reset a closed valve if a
 Distribution duct temp is too high.
close signal no longer is present.
CLOSED − Valve closed.
AUTO − Opens and closes the valve accord−
ing to high pressure bleed demand.
HP HIGH light (amber). − The HP valve closes if:
Will come on together with associated master  Bleed air temp is too high.
caution if the HP valve fails to close after a close  Fire handle is pulled.
signal. CLOSED − Valve closed.
A12095
Fig. 2 Pneumatic system − controls and indicators
16.1
PAGE 5
Sep 30/15

Description
A TEST PANEL
BLD LEAK test switch.

L/R Tests continuity of the respective
side’s bleed leak detection loop.
Center Off.
6 6 AIRCOND light (amber.)

7 7
The AIRCOND light will come on flashing to-
gether with associated master caution for:
8 8 − Bleed air leak.
− Bled air temp is too high.
9 9
− BLD VALVE is closed.
10 10 − BLD VALVE is not closed after a close signal.
− HPVALVE is not closed after a close signal.
A12096
Fig. 3 Pneumatic system − controls and indicators
16.1
PAGE 6
Sep 30/15

Description
High press control right (MANUAL) . . . . . . R MAIN BUS P−19 R HP MAN CTL
High press control right (AUTO) . . . . . . . . . R MAIN BUS P−18 R HP AUTO
High press control left (MANUAL) . . . . . . . . L MAIN BUS H−19 L HP MAN CTL
High press control left (AUTO) . . . . . . . . . . L MAIN BUS H−18 L HP AUTO
Bleed valve control left . . . . . . . . . . . . . . . . . R MAIN BUS P−17 L BLD VALVE

Bleed valve control right . . . . . . . . . . . . . . . . L MAIN BUS H−17 R BLD VALVE
Cross valve control . . . . . . . . . . . . . . . . . . . . R MAIN BUS P−16 XVALVE
Bleed air leak ind. right . . . . . . . . . . . . . . . . . R MAIN BUS P−13 R BLD AIR LEAK
Bleed air leak ind. left . . . . . . . . . . . . . . . . . . L MAIN BUS H−13 L BLD AIR LEAK
16.1
PAGE 7
Sep 30/15

Description
16.1
PAGE 8
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 OPERATION OF HP bleed during ground operation

PNEUMATIC
− HP bleed may be necessary to check the BOOT DE−ICE system or for cabin
SYSTEM
comfort in hot or cold climate. However, if there is no need, keep the HP
VALVE switches in CLOSED position. This is due to a significant ITT raise,
especially with PL’s at GND IDLE.
AVOID TO USE HP BLEED AT GND IDLE.
Before engine start
1. X VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
2. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/AUTO
3. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
After engine start
4. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Line up
6. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Performance is affected with bleed valves open.
− With the switches in AUTO the HP valves will close automatically when PL’s
are advanced to takeoff power.
Climb
8. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
− If taking off with the BLD VALVE’s off, wait a few seconds between switching
on the first and second pack to reduce the pressure bump.
Approach
− In hot conditions set HP VALVE’s to CLOSED to avoid high transient ITT dur-
ing reverse thrust application after touch down.
− In icing conditions leave HP VALVE’s in AUTO. HP bleed may be required for
operation of the boot de−icer system.
(Cont’d)
16.2
PAGE 1
Sep 30/15

Operation
(Cont’d)
On ground
Parking
11. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
12. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
− Set the switches to CLOSED before engine shut down.
16.2
PAGE 2
Sep 30/15

Operation
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES.
16.2
PAGE 3
Sep 30/15

Operation
16.2
PAGE 4
Sep 30/15
Aircraft Operations Manual POWER PLANT
CONTENTS
Power Plant
17.0 Highlights
17.1 Description
17.2 Operation
17 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual POWER PLANT
17 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual CT7−5A2/132

POWER PLANT
Highlights
0. MODIFICATION STANDARD 0.3 IGNITION SYSTEM
The systems described in chapters 17.1 and 17.2 Applicable to a/c without Mod No 1414, Auto−igni-
assume a certain modification standard of the air- tion.
craft. If a modification is not installed the following
The ignition system is an AC powered capacitor
apply as a complement to what is stated.
discharge low voltage system. It includes a dual
0.1 FUEL USED INDICATOR exciter unit and two igniter plugs.
The exciter is powered by one winding of the engine
Applicable to a/c without Mod No 1430:
electrical system alternator. The spark rate of each
− Engine Fuel and Controls ignition circuit is two sparks per second minimum.
− Fuel Used Indicator
The system is controlled via two 3−position
− Power Bus change.
switches − L IGN/R IGN − located on the cockpit
The Fuel Used Indicator is powered from the R overhead panel. Their three modes are:
MAIN BUS; it resets automatically to zero if there is
a power interruption in this bus. CONT − Continuous ignition is on.
Except for normal power loss of the Main Busses NORM − Power to the ignition system is con-
when switching off generators or ground power, trolled by the engine starting system.
power of both Main Busses is always interrupted Ignition is on as long as the starter/
during engine start sequences (battery start/genera- generator is energized.
tor cross over start/GPU start/air restart). There- OFF − Ignition is off, allowing dry motoring of
fore, the Fuel Used Indicator read−out can be mis- the engine.
leading, i.e. repeated flights without refueling, or
following an engine air restart. In case of a power turbine overspeed and the re-
sulting engine flame−out, with the IGN switch in
NOTE NORM the ignition is applied automatically by the
overspeed signal and remains on for 5 seconds af-
If a fuel flow needle momentarily drops to zero,
ter the overspeed signal has ceases. This permits
for some reason, the Fuel Used Indicator
an instant relight as fuel flow is reinstated when the
notches up ten units (10 lb or 10 kg) each time
Np RPM has dropped below the overspeed thresh-
this happens.
old.
With the lamp test switch in LWR, the indicator Control power for the system:
should read 8880.
Left engine . . . L BAT BUS J−3 CTL L
0.2 PROPELLER BRAKE Right engine . . R BAT BUS R−1 CTL R
Applicable to a/c :
Normal procedures
− without Mod No 1258 Rev 1 (a/c 003−048) −
− CONT mode must be on in icing conditions and
Prop brake installation
for a period of five minutes after these conditions
− or without Mod No 1452 (a/c 049−078) −
have ceased to exist. (This is to achieve an auto-
Prop brake − change of power bus
matic relight, should an engine flameout due to
A prop brake nuisance warning may come on dur- ice ingestion).
ing left engine start with propeller brake engaged. − Set IGN switches to CONT before activating en-
The warning lasts only during the start sequence gine anti−ice system.
and is caused by power loss of RH ESS BUS, − Set IGN switches to NORM after engine anti−ice
which also powers the propeller brake warning system is deactivated.
logic.
− Set IGN switch to OFF for engine dry motoring.
17.0
PAGE 1
Sep 30/15

POWER PLANT
Highlights
0.4 ENGINE OIL WARNING AND PRESSURE quadrant position which is the minimum takeoff
INDICATION SYSTEM power PL position).
Applicable to a/c without Mod No 1450, One trans- The purpose of the 42% circuit function is to disable
ducer installed. BG should Np signals to the ECU drop to below 581
PROP RPM. After engine start and CL is advanced
Description to MIN the propeller starts to unfeather and PROP
Single transducer signals for MASTER WARNING RPM increases. Ng should start accelerating at 581
and CWP functions are supplied by the engine oil PROP RPM (not before). Propeller RPM will slightly
pressure indicator. Warning will come on at pres- overswing then stabilize at 1040. The overswing
sure below 22 psi which is below minimum oil pres- obtained at this procedure is acceptable.
sure airborne.
Operation NOTE
With BG disabled and propeller RPM between
See AOM 17.2.
581 and 1040, momentary Ng acceleration with
0.5 IGNITION INDICATION DURING ENGINE subsequent EXCESSIVE OVERSWING (depen-
OVERSPEED dant on time in this situation) in torque/propeller
RPM may occur at BG enabling by either CL or
Applicable to a/c without SB 74−006, Mod No 1888, PL movements;
Improved ODV trip monitor indication.
− with CL in Unfeather position, then advancing
There is no ignition indication: CL into MIN−MAX range
− during engine overspeed test − with PL in the FLT IDLE to 64 PLA range,
− during a power turbine overspeed then retarding or advancing PL out of this
− should an overspeed and drain valve trip signal range. Retarding PL to below FLT IDLE can
occur. create an overswing up to approx. TRQ 50% /
PROP RPM 1280. Advancing PL to above 64
0.6 BOTTOMING GOVERNOR (BG) EN- PLA can create an even larger overswing with
ABLING/DISABLING subsequent burst of forward thrust. Small indi-
vidual differences between engines could give
Applicable to a/c 003−138 without Mod No 1544,
an overswing on one engine only. thus giving a
SB 76−023.
short power asymmetry.
For BG enabling/disabling there are switch func-
tions in the CL and PL quadrants. In addition there
CAUTION
is a switch function in the ECU, closing/opening a
The burst of forward thrust due to PL movement
switch above/below 580 PROP RPM (”the 42% cir-
to above 64 PLA might cause the aircraft to
cuit”).
move forward if parked on a slippery surface.
The BG is enabled when both the conditions below
are fulfilled: To avoid overswings:
− CL in the range MIN−MAX − Avoid enabling BG by moving CL from unfeather
− PL in the ranges; below FLT IDLE or 64 PLA position into MIN−MAX range unless Np is above
and above. approx 1100 PROP RPM for 10−15 seconds.
With either CL or PL out of these ranges BG is dis-
abled. I.e. BG is disabled with CL in unfeather posi- NOTE
tion (just aft of MIN) or with PL in the range FLT The 42% switch function will not be checked at
IDLE to 64 PLA. (64 PLA = 64 degrees PL angle this procedure.
17.0
PAGE 2
Sep 30/15

POWER PLANT
Highlights
0.7 ENGINE OVERTEMP LIGHTS (2)
NOTE
− Applicable to a/c 004−159 without Mod No 1863,
Except for autocoarsen test and engine restart in
SB 77−005 and WEU Mod No 6, SB 31−018.
flight the CL unfeather position should be transit
only. The lights are inhibited by the takeoff inhibit func-
tion.
− Avoid PROP RPM below 1040 with PL’s in FLT
The lights will come on if ITT exceeds 932 + 3 C.
IDLE to 64 range prior to retarding PL to below
FLT IDLE or advancing PL to above 64 PLA. If − Applicable to a/c 004−159 with Mod No 1863,
for any reason this can not be avoided and high- SB 77−005 and without WEU Mod No 6,
er power is required, advance PL slowly until Np SB 31−018.
is greater then 1100 PROP RPM for 10−15 se- The lights are inhibited by the takeoff inhibit func-
conds. tion.
CAUTION The lights will come on if ITT exceeds 947 + 3 C.

Excessive overswings have a detrimental impact
0.8 POWER LEVER STOP
on power plant and should be avoided.
Except from the power lever stop installed in a/c
109−up shown on Fig. 6 (page 21) there are two
different types of power lever stop, installed either
during a/c production or by service bulletins. The
power lever stops are adjustable to meet different
propeller brake operations requirements.
AOM0035 Valid for a/c 003−068. Valid for a/c 069−108
Fig. 1 Power lever stop
17.0
PAGE 3
Sep 30/15

POWER PLANT
Highlights
0.9 STARTING SYSTEM 0.10 STARTING SYSTEM
Applicable to a/c with S/N 004−169 without Mod Applicable to a/c without Mod No 2617, SB 24−025
2417, SB 24−021 (Electrical power change to paral- (Additional changes to engine start control power
lel motoring). supply).
The aircraft electrical system DC generator oper- EXT PWR disconnects automatically, EXT PWR
ates as a motor during engine start (combined start- ON light goes out and EXT PWR switch automati-
er/generator). See also AOM 5.1. ELECTRICAL. cally flips to OFF if:
The starter/generator may be powered from: − With START switch engaged and if GPU voltage
drops to below approx. 7V the starter/generator
− aircraft batteries (battery start);
will automatically be powered from the batteries.
− GPU;
i.e. a start sequence will continue as a battery
− the generator of an operating engine, together start and in case of motoring the motoring will
with the aircraft batteries. (Generator cross−over continue on battery power.
start.)
− With START switch released and if GPU voltage
During battery start, the batteries are connected in drops to below approx. 10V the batteries connect
series by the series/parallel relay. This switching is automatically, however, the starter/generator will
accomplished automatically when the start cycle is be disengaged. Reactivating the START switch
initiated and there is no external or generator power will reengage the starter/generator.
available.
0.11 BETA STOP
If the battery temperature is too high (57C or
above), a NO BAT START light in the cockpit over- Applicable to a/c without FI STOP Mod No 2558,
head panel will illuminate. SB 76−032.
The start function of the starter/generator is con- A manually operated BETA STOP is available
trolled by the start relay. During an engine start this (Mod No 2609, SB 76−034). Description and Op-
relay is closed when the following conditions are eration, see Operations Bulletin No 49, Rev A.
met (for the engine being started):
− CL in START position;
− Ignition switch in NORM or CONT position;
− Start switch L or R position respectively;
− Ng below 55% (as sensed by the starter/genera-
tor).
This means that the starter/generator will drive the
engine up to approximately 55% Ng, then automati-
cally cut out and revert to its role as generator.
Dry motoring of the engine without ignition is pos-
sible with the concerned ignition switch in the OFF
position and the CL in FUEL OFF. For this opera-
tion the start switch must be held in the L or R posi-
tion for as long as motoring is required.
Power supply for engine start control is L/R BAT
BUS respectively.
17.0
PAGE 4
Sep 30/15

POWER PLANT
Description
1. GENERAL eign objects by inertial action. The combustor,
where the fuel is injected and burned is of the annu-
The aircraft is equipped with two General Electric
lar type. A two−stage turbine with air−cooled blades
CT7−5A2 turboprop engines, each developing a
drives the compressor.
maximum takeoff power of 1735 SHP/1800 ESHP
at sea level up to a temperature of 34C. Each en- An accessory gear box, located on top of the en-
gine drives a 132 inch diameter four−bladed Dowty gine, is driven by the gas generator through a radial
Rotol propeller. drive shaft. The accessory gear box has drive pads
for various engine and aircraft accessories.
1.1 Engine
A two−stage power turbine has an output shaft run-
The engine consists of a gas generator powering a ning through the entire gas generator to the propel-
free power turbine which is directly coupled to the ler gear box (PGB) which is a separate unit located
propeller gear box. in front of the engine. There is no mechanical con-
nection between the power turbine and the gas gen-
The air inlet duct is equipped with a ”bird catcher”
erator rotating parts.
which will trap ingested birds before they reach the
engine air inlet. The propeller gear box drives the propeller with a
gear ratio of 15.9:1. It is equipped with drive pads
The gas generator has an axial−centrifugal com-
for various engine and aircraft accessories.
pressor with 5 axial stages and one centrifugal
stage. The compression ratio is 17:1. The compres- The engine fuel system provides the engine with
sor inlet guide vanes and the stator vanes for the fuel to satisfy the various operating conditions.
1st and 2nd stage are variable. The air inlet to the
The engine and the propeller gear box are each
compressor is designed to reduce ingestion of for-
provided with an independent oil system.
Propeller gearbox
Pitch Control Accessory Hydromechanical

Unit (PCU) gearbox unit (fuel control)
Propeller gearbox Fuel manifold
support strut (one
on each side)
Annular combustor
Propeller−
brake
Air inlet Power

Anti−ice
duct turbine (Np)
valve
ITT
Axial−centrifugal thermocouples
compressor
Bird catcher Engine oil tank Particle separator Gas generator
(integral with case (scroll case) turbine (Ng)
main frame) connected to
ejector on exhaust
A9894
duct (not shown)
Fig. 1 CT7 engine − general arrangement
17.1
PAGE 1
Sep 30/15

POWER PLANT
Description
The engine system provides lubrication and cooling In case of failure of the main pump, as sensed by a
of the bearings and accessory gear box. The pro- differential pressure switch across the pump, the
peller gear box oil system lubricates the gear box standby pump in the aircraft fuel tank is automati-
and is also used for the propeller pitch control and cally started. Lights in the cockpit will indicate the
fuel heating. main fuel boost pump failure and standby pump on.
The engine is equipped with a self−contained elec- Fuel heater
trical system supplying power to various engine
To prevent fuel icing in the fuel filter, a fuel heater is
functions. The power source is an alternator driven
installed. The heater utilizes PGB oil to heat the
by the accessory gear box.
fuel. A thermostat valve sensing the fuel tempera-
The engine splitter lip and inlet guide vanes are ture controls the oil flow through the heater. A ther-
anti−iced by hot air tapped from the compressor mal switch in the fuel out port of the fuel heater will
and the engine inlet by hot engine scavenge oil. cause a light in the cockpit to illuminate when the
The nacelle air intake and the birdcatcher are elec- fuel temperature becomes too low, 0 − 3C (32 −
trically anti−iced. For description of these systems, 38F). This can occur if the heater fails or during
see AOM 11.1. ICE AND RAIN PROTECTION. engine start with fuel temperatures near 0C (32F).
1.2 Propeller Fuel filter

A fuel filter is installed to ensure that no debris will
The propeller is a four−bladed Dowty Rotol,
block the HMU and the fuel nozzles.
constant speed, fully feathering and reversible pitch
unit. The blades are constructed of composite ma- The filter is provided with an impending bypass sen-
terial (carbon fibre and fiberglass reinforced plastic). sor which will cause an indicating light in the cockpit
Propeller gear box oil and counterweights on the to illuminate should the differential pressure across
propeller blades are utilized to power the pitch the filter rise above a predetermined value, which is
change mechanism. The propeller pitch is con- approximately half the by pass pressure. In case of
trolled by a Pitch Control Unit (PCU) driven by the further increased differential pressure, a bypass
propeller gear box. To prevent overspeed, should valve will open, allowing unfiltered fuel into the
the governor in the PCU fail, an independent over- HMU. A small filter in the HMU would then filter the
speed governor is provided. fuel.
The propeller blades are electrically de−iced. For Hydromechanical unit (HMU)
description of this system, see AOM 11.1. ICE AND
The HMU provides high pressure metered fuel for
RAIN PROTECTION.
combustion. It contains a high pressure vane pump
2. MAIN COMPONENTS AND SUBSYSTEMS and a pressure regulator and metering valve that
schedules fuel to meet the various engine operating
2.1 Engine fuel system (Fig. 2) conditions and demands. The HMU also controls
the variable geometry system (inlet guide vanes
The engine fuel system pumps, heats, filters and
and stage 1 and 2 stator vanes) and the start and
meters the fuel in the engine to satisfy all operating
anti−ice bleed valve to provide for efficient and
conditions.
smooth engine operation throughout the entire
Main fuel boost pump speed range. A mechanical Ng overspeed protec-
tion in the HMU shuts off fuel and flames out the
The main fuel boost pump is driven from the acces-
engine at 110% Ng. This system is an internal part
sory gear box. The pump provides both fuel suction
of the HMU and can not be tested from the cockpit.
from from the fuel tank and fuel pressure to the high
pressure pump within the hydromechanical unit The HMU responds to:
(HMU). − power lever (PL) inputs (power demand);
− condition lever (CL) input (fuel shutoff);
17.1
PAGE 2
Sep 30/15

POWER PLANT
Description
− gas generator speed (Ng); Electronic Control Unit (ECU)
− compressor inlet temperature; The ECU is powered by the engine electrical sys-
− compressor discharge pressure; tem and provides signals for:
− ECU command signals to the torque motor. − Np overspeed protection
In the HMU there is a torque motor which can only − Bottoming governor (BG) function (variable)
increase fuel beyond PL position and which has two − CTOT system
functions: − TRQ/PROP RPM indication (processed)
− to meter engine fuel, by signals from the ECU − ITT indication (adjusted and passed through).
bottoming governor circuit, in order to achieve a
Power turbine (Np) overspeed protection.
pre−set variable minimum PROP RPM on
ground; Should the power turbine speed (Np) exceed
− to meter engine fuel, by signals from the ECU 25,000 RPM (1573 PROP RPM), the ECU activates
constant torque circuit, in order to achieve a se- the overspeed solenoid on the Overspeed and
lected torque (CTOT). Drain Valve (ODV). When the rpm has dropped be-
low 1573, the ECU signal is removed, causing the
The metered fuel output from the HMU is indicated
fuel flow to return. The ignition system within the
on the fuel flow indicator in cockpit.
ECU is activated by the overspeed signal and is on
Fuel Used Indicator for 5 sec. after the signal has ceased.
An optional, digital readout, Fuel Used Indicator is The Np overspeed protection system can be tested
tied into both fuel flow indicators and displays total with the ENG OVSP A and B test switches on the
fuel used. cockpit overhead panel.
The indicator resets automatically to zero during an Additionally, to protect against an Np overspeed
internal battery start and also during a GPU−start if protection system failure with the propeller in beta
GPU voltage drops below approximately 20 V. mode, the torque motor in the HMU is electrically
disconnected by an automatic actuation of a switch
NOTE located on the propeller overspeed governor. The
If a fuel flow needle momentarily drops to zero, switch disconnects the torque motor at 1474 PROP
the Fuel Used Indicator notches up ten units RPM. The switch function can be tested with the
(10 lb or 10 kg) each time this happens. PROP OVSP test switch on the cockpit overhead
panel.
With the lamp test switch in LWR, the indicator Bottoming governor (BG) function.
should read 8880. (Variable minimum PROP RPM.)
Overspeed and drain valve − Applicable for a/c with Mod No 1544, SB 76−023
During normal operation the overspeed and drain and for a/c 139−up.
valve allows metered fuel to pass from the HMU to A BG circuit located in the ECU and a torque motor
the fuel injectors. In case an Np overspeed is located in the HMU operated by signals from the
sensed by the ECU, the fuel flow is shut off to the ECU, are used to adjust engine speed (Ng)−and
fuel injectors and bypassed back to the inlet of the thereby propeller rpm on ground only.
HMU high pressure pump, causing a momentary
There are several switch functions which affect BG
engine flameout. At engine shutdown, the over-
enabling/unabling and thereby the torque motor op-
speed and drain valve allows fuel upstream of the
eration:
valve to be purged back through the fuel injector
manifold and lines to an environmental container − The 42% circuit in the ECU. Closing above/open-
located just forward of the wheel well. ing below 581 PROP RPM. The purpose of the
17.1
PAGE 3
Sep 30/15

POWER PLANT
Description
circuit is to disable BG should Np signals to the Torque (TRQ) /Propeller rpm (PROP RPM)
ECU drop to below 581 PROP RPM. indications.
− CL quadrant switch. Provides BG enabling with There is one sensor system providing both TRQ
the CL in MIN−MAX range. and PROP RPM signals to the ECU. The signals
− PL quadrant switches which together with a; from the sensor are processed in the ECU.
− WoW switch, will disable BG, with PL in the
The aft end of the turbine shaft is equipped with a
range FLT IDLE to 64 PLA, when airborne. On
pair of teeth while a second pair of teeth is located
ground BG is enabled regardless of PL position,
on a reference shaft running inside the turbine shaft
provided CL is in MIN−MAX range.
and attached to the front of the turbine shaft.
With the BG enabled the torque motor meters fuel
to the engine to maintain minimum propeller rpm at The sensor generates electrical pulses as the set of
1040, which is used for low−power operation on teeth rotates past it. As load is applied to the power
ground (with the exception of maximum reverse). turbine shaft (propeller gearbox load) it will twist,
while the reference shaft will not as it is connected
When PL is advanced between GND IDLE and FLT only at the front end. This twist causes the teeth
IDLE, gas generator speed and propeller blade pairs to change the angle being proportional to the
angle are increased. If the PRPM is less than 1040, torque.
the torque motor will be signalled by the ECU to
increase fuel flow, thus gas generator speed, and The torque signal is detected by the ECU as a twist
therefore PRPM. Further PL advancement in- angle of the turbine shaft by its frequency charac-
creases generator and propeller speeds. teristics. The ECU computes this into torque for
cokpit indication and CTOT function.
During reverse thrust operation PRPM is main-
tained at 1040 by increasing gas generator as the The Np signal is translated into PROP RPM for
propeller blade angle goes negative. When the pro- cockpit indication, for engine overspeed protection
peller angle exceeds −10 on both propellers, the and for BG function.
BG−function increases fuel flow to maintain above The propeller speed is actually measured as power
1200 PRPM. turbine speed (Np) but is displayed in cockpit as
Although the BG is also enabled during flight (ex- PROP RPM (i.e. Np divided by 15.9)
cept when PL is between FLT IDLE to 64 PLA
NOTE
range) there is no BG function, due to the fact that
during flight PRPM is above 1040. As regards torque indication characteristics, mi-
nor fluctuations ( 1%) on the gauge are accept-
Constant−Torque−On−Takeoff (CTOT) system. able.
A constant−torque circuit located in the ECU, a When the gas generator rotates at exactly twice
common variable resistance circuit in the CTOT the power turbine speed (Ng = 2 Np), the torque
panel and a torque motor in the HMU (same torque sensor may vibrate and thereby produce a slight-
motor as for BG function) are used to adjust fuel ly higher torque fluctuation. In this case  3% on
flow (Ng) beyond PL position and thereby torque, to the gauge is acceptable. A small change in PL or
a preselected value. CL position (Ng or PROP RPM) should eliminate
CTOT operation requires: the fluctuation. Two commonly used power set-
tings where the phenomen may occur are PROP
− CL in MIN−MAX range.
RPM 1330, Ng 92% and PROP RPM 1270, Ng
− PL at or above 64 degrees PLA.
90%. This is based on 100% Ng = 44720 and
See also 8.2. 100 Np = 22000 (1384 PROP RPM).
17.1
PAGE 4
Sep 30/15

POWER PLANT
Description
CAUTION The interturbine temperature (ITT) is measured by
Should torque fluctuations exceed these values, a thermocouple assembly located in the gas−
or if PL/CL changes do not eliminate them, the stream between the gas generator turbine and the
indication should be considered as erratic indica- power turbine. The assembly consists of seven
tion, and the torque motor should be locked out. thermocouples that average temperature input to
the cockpit ITT gauge. A loss of a thermocouple will
There is one sensor system providing both TRQ therefore not significantly affect the indicated tem-
and PROP RPM signals to the ECU functions. A perature.
failure in this system may cause the BG and CTOT The output of the thermocouples is transmitted to
functions to give erroneous signals to the torque the ECU where it may be slightly adjusted by a fac-
motor. This may cause engine rpm (Ng) to overtor- tory calibrated timmer and then transmitted for
que or power turbine overspeed. An overtorque cockpit indication. In the event of an ECU failure,
may occur if PL is above FLT IDLE (propeller in the ITT signal to the cockpit will not be adjusted by
governed mode); a power turbine overspeed may the trimmer. The indicator has both analog and digi-
occur if the PL is below FLT IDLE (propeller in beta tal presentations; the digital presentation being
mode). In both cases, the failure can be corrected derived from the same incoming signal, however
by locking out the torque motor from the ECU. processed by a separate amplifier.
Erratic TRQ and/or PROP RPM cockpit indications 2.2 Engine electrical system
(large needle movements; needle hesitations fol-
lowed by abrupt step change to another value) can Each engine has its own electrical system, power-
be the first indication to the crew of a sensor sys- ing the basic electrically powered engine systems.
tem failure. Prompt crew action must be taken to
The sole source of power is an alternator driven
lock out the torque motor. Locking out the torque
from the accessory gear box. The alternator con-
motor will not correct the erratic cockpit indications;
tains three separate sets of windings for its three
however, it will prevent the engine from causing
functions:
propeller overspeed or overtorque.
− Ignition power;
To lock out the torque motor; Push CL to MAX then − ECU power;
lift up and momentarily push hard into T/M, then pull
− Ng RPM signal.
back to approx. half between MAX−MIN, then set
desired PRPM. 2.3 Oil system
NOTE Engine oil system (Fig. 3)

With the CL in the T/M position, fuel is vented The engine oil system is a self−contained, recircu-
overboard; therefore, CL should be moved only lating, dry sump system providing pressurized oil for
momentarily into this position. Pulling back to lubrication and cooling.
approx. half between MAX−MIN will ensure clos- The oil tank is integral with the engine main frame.
ing of the vapor vent valve. The capacity is 7.3 US quarts (approx 7 liters) and
a sight gauge showing tank quantity is located on
If the torque motor has been locked out it can only the right side of the tank.
be reset by positioning the CL to FUEL OFF.
Two quarts may be added to an engine which is at
Torque motor lock−out does not affect propeller rpm the ”ADD” level to bring it to full. It is not possible to
when airborne; on ground, however, minimum over−service the engine. As an extra precaution the
PROP RPM must be manually controlled by the PL. oil tank inlet has a flapper valve which seals the
See also ABNORMAL PROCEDURES. inlet if the oil cap is not on properly.
ITT indication. The oil pump is a multi−element (six scavange and
one lube) pump with gerotors on a common shaft.
17.1
PAGE 5
Sep 30/15

POWER PLANT
Description
The lube pump draws oil from the tank and provides temperature indication is taken downstream of the
high pressure oil through a fine mesh filter to the lube pump and prior to the oil being delivered to the
engine bearings and the accessory gear box. The bearings. If the oil quantity should start to decrease
other six pump elements scavenge oil from the vari- (i.e. leakage), air will begin to mix in the supply line
ous sumps (A, B and C) and return the oil to the and due to aeration, the oil temperature will hold
tank via an oil cooler where fuel cools the oil. steady or start to decrease slightly. This phenome-
non is opposite to what pilots generally expect
Before reaching the oil tank, the return oil passes
which is a rise in oil temperature.
through the engine inlet frame vanes where it aids
in anti−icing the inlet (not controllable). The oil filter is equipped with an impending bypass
sensor which will cause a MASTER CAUTION if the
There is an engine oil differential pressure transduc-
pressure drop across the filter exceeds a predeter-
er and a differential pressure switch. The pressure
mined value. If the pressure differential increases
switch provides signals to the warning system, and
further, a bypass valve will open, allowing unfiltered
the transducer provides signals to the cockpit indi-
oil into the lubrication system.
cator. Master warning and L/R ENG OIL PRESS
CWP light come on when oil pressure is below A magnetic chip detector is installed in the return oil
30 psi. system. The chip detector will cause a warning in
the cockpit if metal particles are present in the oil
The transducer and pressure switch measure the
system.
differential pressure between tube pump output and
the B−sump which houses the number 4 bearing. Propeller Gear Box (PGB) oil system (Fig. 4)
(See Fig. 3) This system provides the earliest warn-
The PGB is lubricated by an integral oil system
ing of low oil pressure or low oil level at any of the
where the PGB housing itself is used as the oil res-
sumps.
ervoir. A sight gauge on the lower right side of the
Characteristics of a pressure transducer failure are PGB indicates oil quantity. The capacity of the res-
that the oil pressure indication will rapidly go to zero ervoir is 5 US quarts (approx 4.7 l) of which approx-
or to the upper limit of the gauge. imately 1 qt constitutes a reserve for emergency
propeller feathering.
NOTE
One quart can be added to a PGB which is at the
− The warning consists of the master warning
”ADD” level to bring it to full. The PGB reading
and L/R ENG OIL PRESS CWP light. The
should be taken at least ten minutes after shut
same master warning and CWP light will come
down. It is possible to overservice the PGB. An
on in the case of low PGB oil pressure.
overserviced PGB will cause fluctuating PGB oil
− The warning will also come on during negative
pressure indication. The PGB lube pump provides
−G flight.
pressurized oil for gear and bearing lubrication and
With the aircraft on ground, the PGB warning is propeller control.
delayed by 15 seconds to allow for propeller ac-
The low pressure oil is passed through an oil cooler
celeration transients. There is no delay on the
and fine mesh filter after being discharged from the
engine oil pressure warning. This means that at
pump. Approximately 50% of the pressurized oil
aircraft electrical power−up, the master warnings
flow is utilized for lubrication. The other 50% is
L and R ENG OIL PRESS shall be generated
routed to the high pressure side of pump where the
immediately. Should the warning not be dis-
pressure is further increased for use in the propeller
played until some 15 seconds after the electrical
pitch control system. An electrically powered pro-
power−up, then there is a failure in the engine oil
peller (feathering) pump, has access to the emer-
pressure circuit.
gency reserve oil for propeller feathering, should the
normal oil supply be lost.
Loss of oil usually is characterized by fluctuating oil
pressure and then a drop in oil pressure. The oil
17.1
PAGE 6
Sep 30/15

POWER PLANT
Description
PGB oil is also used for fuel heating to prevent icing The counterweight arrangement makes the propel-
in the fuel filter. ler ”fail−safe towards coarse” (low RPM) in case of
loss of control oil pressure.
There is a single transducer which provides signals
to the warning system via the cockpit indicator. The Pitch Control Unit (PCU)
warning comes on at 25 psi when airborne and at
The PCU contains the principal elements of the
7 psi on ground (WoW switch function).
pitch change control systems: the constant speed
Characteristics of a pressure transducer failure are governor, the feathering valve and associated feath-
that the oil pressure indication will rapidly go to zero er solenoid valve and the beta tube assembly.
or to the upper limit of the gauge.
The constant speed governor is a fly−weight oper-
NOTE ated unit driven by the PGB. The flyweights position
a hydraulic valve to direct oil pressure as required
− The warning consists of the master warning
to maintain a set RPM.
and the same L/R ENG OIL PRESS CWP
light as for the engine oil pressure warning. Input to set the desired PRPM is made with the CL.
− The warning will come on during negative −G During normal constant speed operation, the pitch
flight. control system operates as a single oil line system
with the governor directing pressure oil to the fine
2.4 Propeller control system (Fig. 5) pitch side of the piston to decrease pitch (increase
PRPM) or connecting the fine pitch side to return so
The propeller pitch control system utilizes PGB oil that counterweight action will increase pitch to de-
pressure boosted by the high pressure section of crease PRPM. The governor speed control range is
the PGB pump to control the propeller blade angle. from 1150 to 1396 PRPM.
The pitch change mechanism is contained in the
The feathering valve controls the feathering action
propeller hub while the pitch control unit is located
of the propeller. The valve is controlled either me-
on, and driven by, the PGB. The propeller pitch con-
chanically by the CL or electrically / hydraulically
trol range is from the fully feathered position (+ 83)
through the feather solenoid valve. When the feath-
to max reverse blade angle (−16).
ering valve is actuated, it isolates the propeller from
Propeller pitch change mechanism the governor and directs pressure oil to the coarse
Propeller pitch angle is controlled by a piston in the pitch side of the piston thereby aiding counter-
propeller dome. The piston shaft engages pins on weights on the propeller in driving the propeller
the root end of each propeller blade. The extension blades to the feather position.
of the piston shaft (the beta tube) runs through the The beta tube assembly consists of the beta tube
propeller shaft to the propeller pitch control unit on and the beta sleeve. The beta tube actually consists
the rear side of the PGB. The beta tube contains of two concentric tubes, the inner one carrying con-
the oil passages for directing the pitch control oil to trol oil to the coarse pitch side of the piston and the
either side of the piston. Forward movement of the outer one carrying oil to the fine pitch side. The beta
piston will cause a change towards fine pitch (ulti- tube is attached to the pitch change piston and
mately reverse) while rearward movement will serves as a feedback of propeller blade position to
cause a change towards coarse pitch (ultimately the PCU. It rotates with the propeller shaft. The
feather). beta sleeve, through which the beta tube runs,
In addition to oil pressure, counter weights on the serves as an oil transfer for the pitch control oil. The
propeller blades are utilized for pitch control. They sleeve has an axial travel controlled by the PL.
are sized and phased so that the centrifugal force of During constant speed operation (CL in constant
the weights tends to move the blades towards speed range and PL above flight idle) the beta
coarse pitch. sleeve is positioned so that oil is admitted to/ from
the piston as directed by the governor. In this mode
17.1
PAGE 7
Sep 30/15

POWER PLANT
Description
of operation the beta sleeve also serves as a mini- NOTE
mum pitch stop controlled by the PL. At low power
Should propeller overspeed occur it is essential
settings when the engine cannot maintain the pro-
not to move the affected PL until the propeller
peller speed set by the governor, the pitch is con-
has been feathered by the CL. Retarding PL to
trolled by the PL moving the minimum pitch stop.
FLT IDLE will fine off the propeller pitch and
(+10 to +17 blade angle).
might aggravate the overspeed. See also Abnor-
When the PL is moved below the FLT IDLE posi- mal Checklist.
tion, the system goes into the beta control mode.
Propeller pitch is then directly controlled by the PL Propeller (feathering) pump
between +10 at FLT IDLE through 0 (ground idle)
The propeller pump is an electrically powered auxil-
to full reverse (stop at −16). On the ground with PL
iary pump which provides propeller control oil pres-
and CL in the enabling positions propeller RPM is
sure for feathering should the PGB high pressure
maintained at 1040 (max reverse above
section of the pump fail. As the propeller feathering
1200 PRPM) by the bottoming governor function of
pump has access to the reserve sump oil in the
the ECU. When the propeller is in the beta mode
PGB it is possible to feather the propeller if PGB oil
the BETA light will illuminate at pitch +8 or less.
is lost through leakage. The pump may also be uti-
It is prohibited to move PL below the FLT IDLE lized for propeller checks on ground by mainte-
position when airborne. nance.
Propeller Overspeed Governor The pump is controlled by the propeller PUMP
switch on the cockpit overhead panel.
The overspeed governor is a separate unit driven
by the PGB. It is a flyweight−operated unit similar to Autocoarsen system
the constant speed governor. With the propeller
The auto coarsen system is installed to achieve fast
RPM in the normal operating range the overspeed
wind−milling drag reduction in case of engine failure
governor merely directs propeller control oil to the
during take−off and go−around.
constant speed governor.
The heart of the system is the auto coarsen com-
In case of propeller overspeed (1453 RPM or more)
puter. The system is turned on by the cockpit
when in governing mode (PL at FLT IDLE or
switch.
above), the overspeed governor shuts off the oil
supply to the constant speed governor. Deprived of The system monitors PL positions and engine pa-
control oil pressure, the propeller blades will move rameters as below:
towards coarse pitch by counterweight action,
thereby reducing the RPM. PLA − Power Lever Angle quadrant position.
PLA 64 degrees is the minimum takeoff
In addition the propeller overspeed governor con- power PL position;
tains a switch−function which is opened if PROP
TRQ − Torque (%);
RPM goes above 1474. The switch function electri-
cally disconnects the torque motor in the HMU from P3 − Compressor discharge pressure (psi).
the bottoming governor and CTOT functions in the
ECU. When RPM drops through 1464 the torque NOTE
motor will automatically be reconnected; the propel- Numbers below are rounded to nearest 5 except
ler RPM will then continue to cycle between these for the PLA.
values until the torque motor is locked out or electri-
cally disconnected or engine is shut down. The The autocoarsen input signals are monitored and
overspeed governor can be tested on ground with status indicated by a green AUTOCOARS ARM
the PROP OVSP test switch on the cockpit over- light in the flight status panel if:
head panel. − PLA > 64 degrees (both PL’s).
17.1
PAGE 8
Sep 30/15

POWER PLANT
Description
− TRQ > 50% (both engines). Normal computer function prevents the autocoar-
− P3 > 120 psi (both engines) sening for both propellers simultaneously:
Autocoarsen occurs if (not necessary to have AU- − when one propeller has auto−coarsened, the
TOCOARS ARM light on): conditions for activating the system are no longer
valid which causes the AUTOCOARS ARM light
− PLA > 64 degrees (both PLs); and
to go out and autocoarsening of the other propel-
− TRQ > 50% (good engine); and
ler is thereby locked out;
− TRQ < 50% (failed engine); and
− A lightning protection/lock−out relay will protect
− TRQ differential > 25% (between engines); and against the inadvertent autocoarsening of both
− P3 < 120 psi (failed engine). propellers due to lightning strike or internal com-
Uncoarsen occurs if: puter failure.
− Torque increases > 50% (failed engine); and A failure of the autocoarsen computer is indicated
− P3 increases > 120 psi (failed engine). by an AUTOCOARS light in the CWP.
Uncoarsening will also occur if the AUTOCOAR- Optional auto coarsen system
SEN switch is set to OFF.
Applicable for a/c with Mod No 1491 Propeller −Pro-
Propeller design is such that the lowest drag, oc- vision for autocoarsening switcher unit. (Optional
curs at a propeller pitch angle of approximately 55 auto coarsen system.)
degrees, coarse pitch, with the propeller slowly
The auto−coarsen system is installed to achieve a
windmilling. Upon sensing an engine failure, the
fast reduction in windmilling drag during takeoff,
autocoarsen computer activates the feather sole-
approach and go−around in case of engine failure.
noid valve located in the propeller pitch control unit
The system also responds to temporary engine
(PCU). Activation of the feather solenoid valve will
malfunctions such as momentary fuel or air flow
supply high pressure PGB oil to the pitch change
interruption.
mechanism (feathering valve) and the propeller of
the failed engine will go towards coarse pitch as The system continues to monitor engine parame-
long as the PGB high pressure oil is capable of ters after an autocoarsen , and it uncoarsens the
holding the feathering valve in feathered position propeller when any engine parameter increases
(overpowering a spring force that strives to drive the above the threshold value.
valve to it’s normal position). Among the hardware/software components in the
When the PROP RPM decreases the spring over- system are an autocoarsen computer and an auto-
powers the oil pressure resulting in a PROP RPM coarsen switcher.
increase which in turn increases the oil pressure Cockpit indications and switches:
which overpowers the spring force. This results in a
− AUTOCOARSEN ON/OFF switch;
cycling of PROP RPM from below 60 to about 600
RPM; one cycle takes about 20 secs. Without an − AUTOCOARS LOW/HIGH status lights;
autocoarsen system, an engine failure would result − AUTOCOARSEN CWP light;
in the PCU driving the propeller to a low pitch angle, − AUTOCOARS/RST test switch;
attempting to maintain constant propeller RPM, − AUTO COARS LOW TEST switch.
which would result in a high propeller drag condi- The AUTO COARSEN ON/OFF switch must be set
tion. to ON position to achieve any indication or auto-
The system continues to monitor engine parame- coarsen function.
ters after an autocoarsen, and it uncoarsens the The system has two distinct modes of operations:
propeller when any engine parameter increases LOW POWER and HIGH POWER, modes.
above threshold value.
The system monitors power lever positions and en-
gine parameters as below:
17.1
PAGE 9
Sep 30/15

POWER PLANT
Description
PLA − Power Lever Angle quadrant position. Uncoarsen occurs if:
PLA 64 degrees is the minimum takeoff − Torque increases > 50% (failed engine); and
power PL position. − P3 increases > 120 psi (failed engine).
Ng − Gas generator speed (%); Uncoarsen will also occur if the AUTOCOARSEN
Ne − Starter/generator speed (5); switch is set to OFF.
TRQ − Torque (%); Provided the engine parameter inputs are correct,
P3 − Compressor discharge pressure (psi). the AUTO COARS LOW light is on if one or both
PLs are below PLA 64 degrees and goes out when
System status indications: both PLs are above PLA 64 degrees.
− AUTOCOARS LOW and AUTOCOARS HIGH HIGH POWER mode
arm lights (green flight status panel lights) indi-
cating the system armed in LOW or HIGH power This status is indicated by an AUTOCOARS HIGH
mode. ”armed” light if:
− AUTOCOARSEN (CWP light) indicating a sys- − PLA > 64 degrees (both PLs); and
tem malfunction. − TRQ > 50 % (both engines); and
All parameters are input to the autocoarsen switch- − P3> 120psi (both engines).
er. Depending upon power mode, the respective Autocoarsen occurs if (AUTOCOARS HIGH light
parameters are either modified by the switcher or does not need to be on):
passed directly through to the computer. During low − PLA > 64 degrees (both PLs); and
power mode the switcher modifies low power mode − TRQ > 50 % (good engine); and
inputs to emulate high power parameters as either
− TRQ < 50 % (failed engine); and
as high (=good) value, or low (=failed) value for
− TRQ differential > 25% (between engines); and
computer processing.
− P3< 120 psi (failed engine).
To command an autocoarsen, two inputs parame-
The system has a back−up feature: in the event a
ters from the same engine must be below the re-
high power mode autocoarsen does not occur due
spective threshold values (a low input) for that
to a system malfunction, an autocoarsen occurs if:
mode of operation.
− Ng < 55 % (failed engine); and
NOTE − Ne < 60 % (failed engine); and
Numbers below are rounded to nearest 5 except − Ng > 55 % (good engine).
for the PLA. Uncoarsen occurs if:
LOW POWER mode − Torque increases > 50% (failed engine); and
− P3 increases > 120 psi (failed engine).
This status is indicated by AUTOCOARS LOW
”armed” light if: Uncoarsen will also occur if the AUTOCOARSEN
switch is set to OFF.
− PLA < 64 degrees (one or both PLs); and
− Ng > 55% (both engines); and Provided the engine parameter inputs are correct
− Ne > 60% (both engines). the AUTOCOARS HIGH light comes on with both
PLs above PLA 64 degrees and goes out if one or
Autocoarsen occurs if:
both PLs are retarded to below PLA 64 degrees.
− Ng < 55% (failed engine); and
Normal computer function prevents the autocoar-
− Ne < 60% (failed engine); and
sening of both propellers simultaneously, and a
− Ng > 55% (good engine).
lightning protection/lock−out relay will protect
(PLA is irrelevant). against the inadvertent autocoarsening of both pro-
17.1
PAGE 10
Sep 30/15

POWER PLANT
Description
pellers due to lightning strike or internal computer − Two hydraulic brake cylinders supplied by sepa-
failure. rate channels, each capable of holding the pro-
peller stationary.
A failure of the autocoarsen system may result in
lights illuminating as below: − Two hydraulic lock valves that will trap hydraulic
pressure in the brake cylinders should the supply
− AUTOCOARSEN (CWP) light;
pressure drop while the brake is on.
− AUTOCOARS LOW at high power;
− The system will retain the last commanded set-
− AUTOCOARS HIGH at low power; ting in case of hydraulic or electrical failure.
− AUTOCOARS LOW and HIGH simultaneously;
Two ON−OFF solenoid operated control valves in
− all lights above simultaneously;
the control unit direct hydraulic pressure for ON and
Two system test switches are installed: AUTO- OFF functions. With the Landing Gear Handle
COARS−RST for computer testing and L/R for DOWN there is a positive actuation of the OFF
LOW mode testing. function, as a back up safety feature, for uninten-
tional propeller brake engagement when airborne
Propeller synchro−phasing
and the landing gear is down.
The synchro−phasing system reduces propeller
noise and vibration. To engage the propeller brake the following condi-
tions must be met:
The sensors for the synchro−phase are located on
− Gust Lock ENGAGED.
the propeller slip−ring assembly for each propeller.
− Right PL in GND IDLE.
To be able to synchro−phase, the propeller RPM
must be within 10 RPM of each other. The synchro− − Right CL in START− FUEL OFF range.
phaser will then sense the position of the propeller − Right Fire Handle IN.
and adjust the PCU governors so that the propellers − PROP BRK switch ON.
will keep the same relative position and thereby If the Gust Lock is disengaged or the CL moved
also the same RPM. Any manual propeller speed forward out of START position, or the right Fire
setting difference (CL manipulation) exceeding 10 Handle is pulled, the hydraulic pressure supply will
RPM will cause loss of synchro−phasing and result be turned off. The lock valves will keep the brake
in split propeller RPM. The synchro−phaser drives engaged. However, there might be a decrease in
the slower RPM up to the higher RPM. There is no pressure which will cause the propeller to start ro-
slave propeller with the system. tating with subsequent brake damage.
2.5 Propeller brake A PROP BRAKE status light in the overhead
ground status panel will come on when the R PROP
The right propeller gear box is equipped with a Pro-
BRK switch is actuated to ON and power is applied
peller Brake which permits the right engine to be
to the brake ON−solenoid. The light will go out if
operated as an auxiliary power unit. DC power for
power is interrupted.
the electrical system and bleed air for the air condi-
tioning system is available during ground operation. NOTE
The brake is powered from the aircraft hydraulic
If PROP BRAKE warning comes on with the
system (main gear down line) via a control unit.
PROP BRK switch in either ON or OFF position
With the HYDR PUMP switch in AUTO, engage-
the engine must be shut down immediately, fol-
ment of the propeller brake starts the hydraulic
lowed by maintenance action.
pump, which will run continuously. To prevent
unintentional propeller rotation due to a failure when
A PROP BRAKE warning light in the CWP will
the propeller brake is set ON, the following safety
come on together with MASTER WARNING and
features are built into the system:
triple chime for the following conditions:
− PROP BRK switch ON
17.1
PAGE 11
Sep 30/15

POWER PLANT
Description
 Power interrupted to the ON solenoid (e.g. due high (57C or above), a NO BAT START light on the
to failure, power loss, Gust lock or CL moved overhead panel will illuminate.
out of position, or Fire Handle pulled);
The function of the starter/generator is controlled by
 Hydraulic pressure (one or both channels) too the start relay. The relay is closed during the follow-
low. ing conditions.
− PROP BRK switch OFF
Engine start:
 Hydraulic pressure (one or both channels) too
− CL in START position.
high;
− Ignitions switch in NORM or CONT position.
 May come on for 5 seconds during disengage-
− Start switch L or R respectively.
ment (nuisance warning). However, the engine
must be shut down immediately followed by − Ng below 55% (as sensed by starter/generator).
maintenance action. It is impossible to deter- Motoring:
mine this nuisance from a real warning. − CL in FUEL OFF position.
2.6 Starting system − Ignition switch in OFF position.
− Start switch in L or R position.
The aircraft electrical system DC generator oper-
During engine start the starter/generator will drive
ates as a motor during engine start and engine mo-
the engine up to approximately 55% Ng, then auto-
toring (combined starter/generator). See also
matically cut out and revert to its role as generator.
AOM 5. ELECTRICAL.
The starter generator may be powered from: NOTE
− Aircraft batteries (external power must be off). If EXT PWR should drop off line while the Start
− External power. Switch is being held in the START position or
− Generator of an operating engine, together with anytime during a start−up, there will be loss of
the aircraft batteries. electrical power. The only busses that will be
powered are LH and RH Hot Battery Busses and
During ”battery start” the batteries are connected in Emergency Battery Bus until the Start Switch is
series. released (during motoring or motoring start) or
Except for emergency or abnormal conditions, the the Condition Lever is moved to Fuel Off (during
Gust Lock, Fire Handle and CL must remain in a start−up).
these positions. The loss of power will effect most systems in the
During ”motoring” the batteries are connected in cockpit as well as the cabin lighting. The EXT
parallel. PWR switch is powered by the Emergency Bus
during the start, and will not automatically move
The serie/parallel logic, is controlled by the series/
to OFF position. Electrical power will be restored
parallel relay via the position of the IGN switch.
(Main battery power) and EXT PWR switch will
With the switch in OFF position the batteries are
drop to OFF once the Start Switch is released
connected in parallel and with the switch in NOR-
(during motoring) or the Condition Lever is
MAL or CONT position in series, hence ”motoring”
moved to Fuel OFF (during start).
is accomplished in parallel and ”battery start” in se-
ries. When performing a ”motoring start” (start initi-
ated by dry motoring) the motoring sequence is ac- 2.7 Ignition System
complished with the batteries in parallel and the The ignition system is an AC powered capacitor
start sequence in series. discharge low voltage system. It includes a dual
The reason for the switching logic is to keep low exciter unit and two igniter plugs.
battery temperature. If the battery temperature is to
17.1
PAGE 12
Sep 30/15

POWER PLANT
Description
The exciter is powered by one winding of the engine normal ignition system and one for ignition system
electrical system alternator. The spark rate of each which also are common to two other systems, i.e.
ignition circuit is a minimum of two sparks per se- the bottoming governor.
cond minimum.
PL logic and the anti−skid system (FLT IDLE
The ignition system is controlled by two switches (L switch).
IGN/R IGN). The switches have three positions:
In case of loss of control power (engine autoignition
OFF−NORM−CONT.
CB tripped):
An auto−ignition system which is enabled with IGN − the ignition light will come on;
switch in NORM for power settings above FLT IDLE − the auto−ignition is activated (fail safe design);
only, and is activated via a switch which senses
− the bottoming governor is enabled regardless of
compressor discharge pressure (P3). If P3 drops
PL position.
below 70 psi, the ignition comes on and remains on
− the anti−skid touch down protection is deacti-
until pressure increases above this value.
vated on one circuit.
Two lights in the flight status panel (L IGN/R IGN)
In case of a power turbine overspeed and the re-
will come on:
sulting flame−out relight, the ignition is applied auto-
− with or without the engine running, whenever the matically by the overspeed circuit and remains on
relays for the autoignition system control power for 5 seconds after the overspeed has ceased. This
are closed (Ignition switch NORM, PL above FLT permits an instant relight as fuel flow is reinstated
IDLE, 28V DC applied to the aircraft and P3 is when the PROP RPM has decreased below the
below 70 psi). overspeed threshold.
− when continuous ignition is on (Ignition switch
CONT and 28V DC to aircraft systems); 2.8 Constant Torque On Takeoff System
− during engine start; (CTOT)
− during engine overspeed (A+B) test and may or The CTOT system is designed to be used during
may not come on during engine overspeed (A or takeoff and go−around only.The system provides a
B) test: means to automatically trim engine power to a se-
− should an overspeed and drain valve trip−signal lected torque value above the PL position.
occur;
The system eliminates the need for the pilot to ad-
− during a power turbine overspeed; just the engine power setting, and will also limit en-
The lights can be tested by the LAMPS test switch gine temperature to 952 C.
when held to the LWR position.
The ECU is an integral part of the CTOT system. A
The purpose of the auto−ignition is to provide an constant torque circuit located in the ECU, and a
automatic relight in case of engine flame−out. Due torque motor located in the HMU, are used to adjust
to the fixed pressure (70 psi) for triggering the sys- engine power beyond PL position.
tem, the auto−ignition may also become activated
The CTOT knob located on the CTOT panel con-
during some normal operating conditions, i.e. at low
trols a potentiometer thereby controlling a signal
power settings at high altitude during PL advance-
which is used by the ECU. When the system is
ment to takeoff power, during low power descent
armed and operating the constant torque circuit (in
and during propeller brake operation. The ignition
the ECU) uses the CTOT potentiometer signal
switch should be turned to OFF if PL is moved
along with the torque motor (in the HMU) feedback
above FLT IDLE during propeller brake operation to
signal to control fuel input beyond that set by the
avoid unnecessary ignition.
PL.
The ignition system control power is supplied via
The CTOT system is engaged as below;
two circuit breakers for each engine, one for each
17.1
PAGE 13
Sep 30/15

POWER PLANT
Description
− The desired torque is selected with the CTOT If the CTOT knob is set to a value below max−rated
knob. power (i.e. .reduced power takeoff) the power can
− PL is advanced above the 64 degrees PLA but be increased quick and accurate by rotating the
15−20% below the selected torque, then CTOT knob clockwise to desired torque.
− CTOT switches are turned to ARM position. If the situation warrants, power may always be add-
Engine torque will then increase automatically. PL ed by advancing the PL. Advancing the PL cancels
setting to within 15−20% below selected torque is the ITT limit feature.
required in order to avoid overriding the CTOT sys-
2.9 Engine Bleed Air system
tem with PL position, due to torque blooming during
acceleration. If PL setting is too high (less See AOM 16. PNEUMATICS.
than15−20%), the final torque will exceed the se-
lected torque, because of ”the built in” torque 2.10 FI STOP (Flight Idle Stop) system
blooming caused by increased airspeed. If the
The purpose of the FI STOP is to prevent any PL
CTOT switches are set to ARM while PL is above
from being moved into beta range during flight.
64 degrees but below the selected value, or if PL is
advanced through the 64 degrees position while the The system consists of an automatically operated
CTOT switches are in ARM position, the torque will mechanical stop arm located within the control
immediately increase. The torque can be changed quadrant which physically blocks power lever move-
at any time by turning the CTOT knob, however, the ment below flight idle when the aircraft is in flight
torque can never be changed to below the torque (stop is closed), and is removed to give free pas-
for the actual PL position. When the selected value sage, forward and aft, when the aircraft is on
is attained, the desired torque will be maintained ground (stop is open). The automatic function of the
unless ITT increases to 9525C. The torque will not stop arm is controlled by a solenoid which is con-
increase once the ITT limit has been reached. trolled by signals from the following:
Right and left engines are serviced by independent − L or R landing gear locked down switches.
CTOT systems with the exception of a common − L or R (inboard or outboard) wheel spin−up (anti−
CTOT knob for torque selection (range 68 − 108). skid computer).
− L or R weight−on−wheel switches.
The CTOT system is disengaged by selecting the
CTOT switch OFF. Retarding the PL below the 645 An emergency override function, to be used on
PLA will also disengage the system. But advance- ground only, is also provided.
ment of the PL will cause a rapid acceleration to When the solenoid is depowered the stop will be in
dialed torque if the system has not been turned flight position (stop is closed).
OFF. It is possible to override the system by ad-
vancing the PL to command a higher torque than is The normal function as well as the override function
selected. In an aborted takeoff the CTOT will be have their dedicated cockpit indications.
disengage when PL is retarded below the 64 de- Stop logic
grees quadrant position.
Stop Open − aircraft on ground
PL position to within 15−20% of the selected torque
(L or R LDG extended) AND ((L or R inboard or out-
is also desirable in the unlikely event of failure of
board wheel speed >25 kts) or (L or R weight−on−
both CTOT systems. Torque drop between the
wheels)).
CTOT setting and PL position setting is then mini-
mized. Similarly, torque differential between right Stop Closed − aircraft in flight
and left engine will be minimal should one CTOT (L and R LDG retracted) OR ((L and R LDG ex-
system fail. tended) and ( L and R not weight−on wheels) and
(L and R inboard and outboard wheel speed <9
kts)).
17.1
PAGE 14
Sep 30/15

POWER PLANT
Description
Indications NOTE
The position of the stop is indicated on the top of Both the FI STOP (blue) light and the FI STOP
the Flight Status Panel as follows: OPEN (amber) light will come on after gear is
FI STOP (blue) is on: down and locked, should the override function be
activated when airborne.
− Stop is open and landing gear down and locked.
This is the normal indication when aircraft is elec-
Emergency override function
trically powered on ground. The light should re-
main on until the landing gear is retracted after The override function is activated with the FI STOP
take−off. If the landing gear is not retracted the OVRD pull knob, located on the control quadrant
light will stay on until all wheels have spun down between the PLs and the CLs. The knob is con-
to < 9 kts which may take up to 90 seconds, dur- nected to the stop arm by a bowed cable. When the
ing which period the stop will remain open. knob is pulled the stop will be mechanically forced
to its open position, irrespective of the electrical so-
During the remainder of the flight the blue light
lenoid and its logic.
should be out (stop closed) until after touch down
when it should come on again (stop automatically After the knob is pulled it is locked in up position ( a
open). red colored area is exposed under the knob), and
must be reset by maintenance action.
FI STOP OPEN (amber) is on:
− Flight Idle Stop is open and landing gear not When the knob is pulled, the aircraft takeoff CON-
down and locked. This indicates an abnormal FIG (warning) (non−resettable) will be triggered at a
situation. The indication is latched even after the left engine start attempt (CL in START and the
gear is down and locked and is reset only after START switch activated). The warning can be inhib-
the aircraft has been electrically powered down. ited only by retarding the L CL to FUEL OFF posi-
tion. This specific warning can only be triggered
This light will come on:
with aircraft on ground (weight−on−wheels and
− In case of failure of the stop to close after take landing gear down and locked).
off when the gear is retracted (electrical or me-
chanical failure). Procedures
− In case of activation of the emergency override See − NORMAL PROCEDURES 17.2
function, before the landing gear is extended. − ABNORMAL PROCEDURES 17.2
− NORMAL PROCEDURES 22
17.1
PAGE 15
Sep 30/15

POWER PLANT
Description
FUEL INJECTORS
SHROUDED
FUEL
MANIFOLD
OVERSPEED
(IF INSTALLED)
Np OVERSPEED AND
SIGNAL DRAIN VALVE
ITT
ECU
TRQ/Np
DRAIN
OIL COOLER
ENGINE OIL
VARIABLE VANE
AND START BLEED
FUEL FLOW
ACTUATOR
TRANSMITTER
BOTTOMING GOVERNOR
AND CTOT
MIN GROUND
PRESS. REG. AND
Np SWITCH
METERING VALVE
FUEL SHUTOFF
POWER DEMAND HIGH PRES-
SURE
COMPRESSOR DISCHARGE PUMP
PRESSURE (P3)
HMU
COMPRESSOR INLET TEMP (T2)
Ng
FUEL FILTER WITH
IMPENDING BYPASS
SWITCH AND
BYPASS VALVE
R
FUEL
FILTER
LOW FUEL TEMP
SWITCH
R FUEL
LOW TEMP FUEL HEATER
OVERHEAD PGB OIL
PANEL
THERMOSTAT SENSING FUEL BOOST PUMP

(AOM 9.1) FUEL TEMP
R MAIN
ÎÎÎ
ÎÎÎ
PUMP HIGH PRESSURE FUEL
ÎÎÎ ÎÎ
BOOST PUMP PRESSURE
TO STANDBY
FUEL
ÎÎÎ ÎÎ
PUMP CONTROL
CWP SUCTION
ENGINE DIFFERENTIAL
PRESSURE
SWITCH FROM AIR-
A10894 CRAFT
FUEL SUPPLY
Fig. 2 Engine fuel control system − schematic
17.1
PAGE 16
Sep 30/15

POWER PLANT
Description
A31507
Fig. 3 Engine oil system − schematic
17.1 S1
Applicable to a/c without Engine Oil Pressure Switch (Mod 1450, PAGE 17
SB 79−008) Sep 30/15

POWER PLANT
Description
17.1 S1
Applicable to a/c without Engine Oil Pressure Switch (Mod 1450, PAGE 18
SB 79−008) Sep 30/15

POWER PLANT
Description
A10900
Fig. 3 Engine oil system − schematic
17.1 S2
Applicable to a/c with Engine Oil Pressure Switch (Mod 1450, PAGE 17
SB 79−008) Sep 30/15

POWER PLANT
Description
17.1 S2
Applicable to a/c with Engine Oil Pressure Switch (Mod 1450, PAGE 18
SB 79−008) Sep 30/15

POWER PLANT
Description
A10899
Fig. 4 Propeller gear box oil system − schematic
17.1
PAGE 19
Sep 30/15

POWER PLANT
Description
A10901
Fig. 5 Propeller control system − schematic
17.1
PAGE 20
Sep 30/15

POWER PLANT
Description
A CONTROL PEDESTAL
GUST LOCK lever. Friction lock lever (2).
Prevents PL’s advancement. Must be en- One for PL (left) and one for CL (right). Allows
the friction lock for the respective controls to be Condition lever (CL) (2):
gaged to enable the propeller brake to be
actuated. adjusted to a suitable level. Controls propeller operation and serves as fuel
shutoff control.
Power Lever (PL) (2). The following positions are identified on the
Power lever stop (1) (A/C 109−up)
The PL serves as power demand input to quadrant
(only if prop brake installed).
the HMU. FUEL OFF: Fuel and ignition to the engine is
In the range aft of the FLT IDLE position, the When gust lock is engaged, prevents right PL
shut off.
PL also directly controls the propeller pitch advancement. The stop is adjustable to meet
different propeller brake operation requirements. FEATHER: With CL in this range the propeller
for ground operation (beta control) including
is feathered.
A B reverse.
A feel detent identifies the GND IDLE posi- START: Opens the fuel shutoff valve in the
tion. HMU and allows ignition to come
B CTOT PANEL on when starter is activated. CL
A stop prevents the PL from being retarded must be in START−FUEL OFF
CTOT below FLT IDLE when pulling on the PL range to enable propeller brake to
L ENG R ENG 100 knob only. Lifting a PL latch below the knob be actuated.
ARM ARM 90 110 allows the PL to be moved below the stop
into the beta range. The latch should be A Unfeather: (Position not labeled). Propeller is
lifted; unfeathered. Propeller speed is
80 70 controlled by PL. GND IDLE gives
OFF OFF − only on the ground and only after the PL
approx 950 PRPM.
has been retarded fully to FLT IDLE.
MIN−MAX: Range for propeller constant
CTOT switches. Knob lock. Serration on the cam prevent retarding the
speed operation. MIN = 1150
PL towards FLT IDLE should the PL latch be
Activate the system Used to prevent inad- RPM; MAX = 1384 RPM. With CL
lifted with PL above FLT IDLE from an inter-
when set to ARM. vertant movement of in this range and at low power
mediate position, approximate half between
Deactivate the system the CTOT knob. where governor speed can not be
maximum PLA and Flight Idle position.
when turned OFF. maintained, bottoming governor
function will maintain the minimum
WARNING propeller RPM for normal opera-
It is prohibited to move the Power Lever(s) tion (1040 and above 1200 at
CTOT knob. below FLT IDLE when airborne. If the max. reverse).
Power Lever(s) are moved below FLT
Selector for the desired IDLE when airborne, the propeller(s) will T/M: Momentarily moving CL into T/M
torque (both engines). go into low pitch angle, the propeller speed causes the torque motor to be me-
will increase uncontrolled with extremely chanically locked out. On ground
B CTOT PANEL (Without Mod. no 1527) high drag, uncontrolled flight, engine shut PROP SYNC switch. the propeller speed must then be
down, potential engine damage and total manually controlled by the PL. To
Controls the propeller synchro−phaser.
CONSTANT TORQUE loss of engine power. reset the torque motor, CL must
L ENG R ENG 100 ON: The propeller will maintain equal RPM be moved to FUEL OFF.
ARM ARM 110
WARNING and keep the same relative blade posi-
LOCK In T/M position, the fuel vapor vent
90 tion (be phased). Only possible if the
During an aborted takeoff the Power Levers opens allowing purging of the en-
RPM of the two propellers is set within
must be retarded fully to the FLT IDLE posi- gine fuel system.
80
70 10−15 RPM of each other.
OFF OFF tion prior lifting the latch allowing Power Le-
vers to be moved below FLT IDLE. OFF: The synchro−phaser is off.
If the latch is lifted with Power Levers above
A10905 FLT IDLE the Power Levers will be stuck
with consequential increased stopping dis-
tance.
Fig. 6 Power plant − controls and indicators
17.1 S1
Applicable to a/c without FI STOP (Mod 2558, SB 76−032) PAGE 21
Sep 30/15

POWER PLANT
Description
17.1 S1
Sep 30/15

POWER PLANT
Description
A CONTROL PEDESTAL
GUST LOCK lever. Friction lock lever (2).
Prevents PL’s advancement. Must be en- One for PL (left) and one for CL (right). Allows
the friction lock for the respective controls to be Condition lever (CL) (2):
gaged to enable the propeller brake to be
actuated. adjusted to a suitable level. Controls propeller operation and serves as fuel
shutoff control.
Power Lever (PL) (2). Power lever stop (1) (A/C 109−up) The following positions are identified on the
The PL serves as power demand input to (only if prop brake installed). quadrant
the HMU. FUEL OFF: Fuel and ignition to the engine is
When gust lock is engaged, prevents right PL
In the range aft of the FLT IDLE position, the advancement. The stop is adjustable to meet shut off.
PL also directly controls the propeller pitch different propeller brake operation requirements. FEATHER: With CL in this range the propeller
for ground operation (beta control) including
is feathered.
A B reverse.
A feel detent identifies the GND IDLE posi- START: Opens the fuel shutoff valve in the
tion. HMU and allows ignition to come
B CTOT PANEL on when starter is activated. CL
A stop prevents the PL from being retarded must be in START−FUEL OFF
CTOT below FLT IDLE when pulling on the PL range to enable propeller brake to
L ENG R ENG 100 knob only. Lifting a PL latch below the knob be actuated.
ARM ARM 90 110 allows the PL to be moved below the stop
into the beta range. The latch should be A Unfeather: (Position not labeled). Propeller is
lifted; unfeathered. Propeller speed is
80 70 controlled by PL. GND IDLE gives
OFF OFF − only on the ground and only after the PL
approx 950 PRPM.
has been retarded fully to FLT IDLE.
MIN−MAX: Range for propeller constant
CTOT switches. Knob lock. There are no serration on the cam prevent-
speed operation. MIN = 1150
ing PL movements with lifted PL latches
Activate the system Used to prevent inad- RPM; MAX = 1384 RPM. With CL
therefore it is possible to retard PL direct
when set to ARM. vertant movement of in this range and at low power
from above to below FLT IDLE even if the
Deactivate the system the CTOT knob. where governor speed can not be
PL latch is lifted. However, see CAUTION
when turned OFF. (R) maintained, bottoming governor
below.
function will maintain the minimum
WARNING propeller RPM for normal opera-
It is prohibited to move the Power Lever(s) tion (1040 and above 1200 at
CTOT knob. below FLT IDLE when airborne. If the max. reverse).
Selector for the desired Power Lever(s) are moved below FLT
T/M: Momentarily moving CL into T/M
torque (both engines). IDLE when airborne, the propeller(s) will
FI STOP OVRD Pull knob. causes the torque motor to be me-
go into low pitch angle, the propeller speed
chanically locked out. On ground
will increase uncontrolled with extremely Mechanically overrides the FI STOP.
B CTOT PANEL (Without Mod. no 1527) high drag, uncontrolled flight, engine shut
the propeller speed must then be
DOWN: The FI STOP operates automatically. manually controlled by the PL. To
down, potential engine damage and total
CONSTANT TORQUE PULLED: The FI STOP is open. reset the torque motor, CL must
loss of engine power.
L ENG R ENG 100 be moved to FUEL OFF.
ARM ARM 110
LOCK
CAUTION In T/M position, the fuel vapor vent
90
During an aborted takeoff PL should be re- PROP SYNC switch. opens allowing purging of the en-
80 tarded fully to the FLT IDLE position prior gine fuel system.
OFF OFF
70
lifting the latch allowing PL to be moved Controls the propeller synchro−phaser.
below FLT IDLE. ON: The propeller will maintain equal RPM
If the latch is lifted and pressed fully up at and keep the same relative blade posi-
A10905 approximate takeoff power PLA the PL re- tion (be phased). Only possible if the
tardation might be hindered by a bracket RPM of the two propellers is set within
corner in FI STOP feature. 10−15 RPM of each other.
OFF: The synchro−phaser is off.
17.1 S2
Applicable to a/c with FI STOP (Mod 2558, SB 76−032) PAGE 21
Sep 30/15

POWER PLANT
Description
17.1 S2
Sep 30/15

POWER PLANT
Description
Propeller pump switch (2).
Controls the operation of the feather pump
A and feather solenoid valve.
MAN FEATHER:
The feather pump will run and the
A PROPELLER CONTROL AND feather solenoid valve will open
ENGINE START PANELS allowing complete feathering of
the propeller.
OFF: The pump is off.
PROPELLER TEST: The feather pump will run but the
L PUMP R PUMP
feather solenoid valve will not
AUTO COARSEN switch. MAN FEATHER
open. This function is used for
Controls power to the auto coarsen computer. OFF maintenance tests of the propel-
TEST ler pitch control system.
AUTO COARSEN R PROP BRAKE
The switch is spring loaded to OFF.
CHIP DETECT caution light (amber) (2). ON ON
Comes on to indicate the presence of magnetic

particles in the engine oil system. ENGINE
(CWP) light and MASTER CAUTION will also OFF OFF
come on.
L OIL L CHIP R CHIP R OIL R PROP BRAKE switch. (Optional)

BYPASS DETECT DETECT BYPASS
FUEL LOW TEMP caution light (amber) (2). Controls command power to the right propeller
L FUEL R FUEL
brake.
Comes on if engine fuel temperature becomes LOW TEMP LOW TEMP
too low, indicating a failure of the fuel heater or L IGN R IGN

insufficient PGB oil heat available. ENGINE CONT
(CWP) light and MASTER CAUTION will also OIL BYPASS caution light (amber) (2).
NORM
come on. Comes on to indicate an impending bypass of
OFF
the engine oil filter. ENGINE (CWP) light and
MASTER CAUTION will also come on.
START
Ignition switch (2).
CONT: Continuous ignition is on. L R
NORM: Power to the ignition system is
controlled by engine starting sys-
tem and the autoignition system.
During engine start ignition is on
as long as the starter/generator is
energized. With PL above FLT
IDLE and engine running the igni-
tion comes on automatically at
low compressor discharge pres- NO BAT START caution light (amber). START switch.
sure (P3). Comes on at battery temp 57. Observe battery Controls the operation of the starter/generator in
OFF: Ignition is off allowing dry motor- temperature limits. its function as starter. The swtich is springloaded
ing of the engine. to mid position.
A9903
17.1
PAGE 23
Sep 30/15

POWER PLANT
Description
17.1
PAGE 24
Sep 30/15

POWER PLANT
Description
BETA light (green) (2).
Indicates that the propeller is in the beta mode.
A FLIGHT STATUS PANEL
L BETA R BETA
Ignition Light (white) (2):
AUTOCOARS ARM light (green).
L PROP R PROP Comes on during:
Comes on when: DE−ICE DE−ICE
− AUTOCOARSEN switch is ON. − Engine start
− Continuous ignition
− Both PL’s > 64 PLA. L ENG R ENG − Autoignition
− TRQ on both engines above 50%; and ANTI−ICE ANTI−ICE − Prop brake operation (RH side)
− P3 pressure on both engines above 120 psi. − Engine overspeed (A+B) test
AUTOCOARS May or may not come on during:
A B ARM
− Engine overspeed (A or B) test.
− Low power setting in flight.
L IGN R IGN
B ENGINE INSTRUMENT PANEL
Engine overtemperature light (red) (2).
Comes on if ITT exceeds 947 + 3C.
Torque indicator (2).

Interstage Turbine Temperature (ITT)
Indicates the torque delivered by the power tur- Indicator (2).
bine to the PGB.
Indicates the gas temperature between the gas
840 840 generator turbine and the power turbine. Con-
tains both analog and digital indication. The digi-
Engine RPM indicator (Ng) (2). tal display will show 888 when the LAMP TEST
Indicates gas generator RPM in percent of max. switch is hold to LWR. Above 1000C the digital
rated RPM. start to indicate from zero and up, e.g. 1080 will
indicate 080.
Engine oil pressure and temperature indica-

tor (2). Propeller RPM indicator (2).
Indicates engine lubrication oil pressure and Indicates power turbine RPM reduced to propel-
temperature. ler RPM.
PGB oil pressure and temperature indicator

Fuel flow indicator (2). (2).
Indicates fuel flow delivered by the HMU to the Indicates PGB lubrication oil pressure and tem-
engine. (Metric indication optional) perature.
A10902
17.1 S1
and without HIGH/LOW autocoarsen system, Mod 1491
Sep 30/15

POWER PLANT
Description
17.1 S1
Sep 30/15

POWER PLANT
Description
BETA light (green) (2).
Indicates that the propeller is in the beta mode.
A FLIGHT STATUS PANEL AUTOCOARSEN LOW light (green).

Comes on when:
L BETA R BETA
− AUTOCOARSEN switch is ON.
AUTOCOARS HIGH light (green). − One or both PL’s below 64 degrees PLA; and
L PROP R PROP
Comes on when: DE−ICE DE−ICE − Both Ng above 55%; and
− AUTOCOARSEN switch is ON. − Both Ne above 60%.
− Both PL’s > 64 PLA. L ENG R ENG
− TRQ on both engines above 50%; and ANTI−ICE ANTI−ICE
− P3 pressure on both engines above 120 psi. Ignition Light (white) (2):
AUTOCOARS AUTOCOARS
A B HIGH LOW
Comes on during:
− Engine start
L IGN R IGN − Autoignition
− Prop brake operation (RH side)
B ENGINE INSTRUMENT PANEL − Engine overspeed (A+B) test
Engine overtemperature light (red) (2). May or may not come on during:
Comes on if ITT exceeds 947 + 3C.
− Engine overspeed (A or B) test.
− Low power setting in flight.
Torque indicator (2).
Interstage Turbine Temperature (ITT)
Indicates the torque delivered by the power tur- Indicator (2).
bine to the PGB.
840 840 generator turbine and the power turbine. Con-
tains both analog and digital indication. The digi-
Engine RPM indicator (Ng) (2). tal display will show 888 when the LAMP TEST
Indicates gas generator RPM in percent of max. switch is hold to LWR. Above 1000C the digital
rated RPM. start to indicate from zero and up, e.g. 1080 will
indicate 080.

PGB oil pressure and temperature indicator

Fuel flow indicator (2). (2).
Indicates fuel flow delivered by the HMU to the Indicates PGB lubrication oil pressure and tem-
engine. (Metric indication optional) perature.
A10902
17.1 S2
and with HIGH/LOW autocoarsen system, Mod 1491
Sep 30/15

POWER PLANT
Description
17.1 S2
and with HIGH/LOW autocoarsen system, Mod 1491
Sep 30/15

POWER PLANT
Description
FI STOP OPEN (A) and gear not down. FI STOP (B) light.
On − Stop is open and locked. This indicates an ab− A FLIGHT STATUS PANEL On − Stop is open.
normal situation. The light will remain on even − Normal indication on ground with
after the gear is down and locked and goes out FI STOP electrical power on.
only after a/c is electrically powered down. (A)
OPEN
FI STOP (B)
− Airborne with landing gear down if
− Will come on in case of failure of the stop to wheel spin >9 kts.
close after takeoff when the gear is retracted or L BETA R BETA
in case of activation of the emergency override Out − Stop is closed.
pull knob before the landing gear is extended. L PROP R PROP − Normal indication airborne with gear
DE ICE DE ICE retracted.
AUTOCOARS ARM light (green).
L ENG R ENG
Comes on when: ANTI−ICE ANTI−ICE BETA light (green) (2).
− AUTOCOARSEN switch is ON. Indicates that the propeller is in the beta mode.
AUTOCOARS
− Both PL’s > 64 PLA. ARM
A B − TRQ on both engines above 50%; and
− P3 pressure on both engines above 120 psi. Ignition Light (white) (2):
L IGN R IGN
Comes on during:
− Engine start
B ENGINE INSTRUMENT PANEL − Continuous ignition
− Autoignition
Engine overtemperature light (red) (2).
− Prop brake operation (RH side)
Comes on if ITT exceeds 947 + 3C. − Engine overspeed (A+B) test
May or may not come on during:
Torque indicator (2). − Engine overspeed (A or B) test.
Indicates the torque delivered by the power tur- Interstage Turbine Temperature (ITT) − Low power setting in flight.
bine to the PGB. Indicator (2).
generator turbine and the power turbine. Con-
Engine RPM indicator (Ng) (2). tains both analog and digital indication. The digi-
Indicates gas generator RPM in percent of max. tal display will show 888 when the LAMP TEST
rated RPM. switch is hold to LWR. Above 1000C the digital
start to indicate from zero and up, e.g. 1080 will
indicate 080.
Fuel flow indicator (2). PGB oil pressure and temperature indicator
(2).
Indicates fuel flow delivered by the HMU to the
engine. (Metric indication optional) Indicates PGB lubrication oil pressure and tem-
perature.
A15994
17.1 S3
Sep 30/15

POWER PLANT
Description
17.1 S3
Sep 30/15

POWER PLANT
Description
FI STOP OPEN (A) and gear not down. FI STOP (B) light.
On − Stop is open and locked. This indicates an ab− A FLIGHT STATUS PANEL On − Stop is open.
normal situation. The light will remain on even − Normal indication on ground with
after the gear is down and locked and goes out FI STOP electrical power on.
only after a/c is electrically powered down. (A)
OPEN
FI STOP (B)
− Airborne with landing gear down if
− Will come on in case of failure of the stop to wheel spin >9 kts.
close after takeoff when the gear is retracted or L BETA R BETA
in case of activation of the emergency override Out − Stop is closed.
pull knob before the landing gear is extended. L PROP R PROP − Normal indication airborne with gear
DE ICE DE ICE retracted.
AUTOCOARS HIGH light (green).
L ENG R ENG
Comes on when: ANTI−ICE ANTI−ICE BETA light (green) (2).
− AUTOCOARSEN switch is ON. Indicates that the propeller is in the beta mode.
AUTOCOARS AUTOCOARS
− Both PL’s > 64 PLA. HIGH LOW
A B − TRQ on both engines above 50%; and AUTOCOARSEN LOW light (green).
− P3 pressure on both engines above 120 psi. L IGN R IGN Comes on when:
− AUTOCOARSEN switch is ON.
B ENGINE INSTRUMENT PANEL − One or both PL’s below 64 degrees PLA; and
Engine overtemperature light (red) (2). − Both Ng above 55%; and
Comes on if ITT exceeds 947 + 3C. − Both Ne above 60%.
Torque indicator (2). Ignition Light (white) (2):

Indicates the torque delivered by the power tur- Interstage Turbine Temperature (ITT) Comes on during:
bine to the PGB. Indicator (2). − Engine start
Indicates the gas temperature between the gas − Autoignition
generator turbine and the power turbine. Con- − Prop brake operation (RH side)
Engine RPM indicator (Ng) (2). tains both analog and digital indication. The digi- − Engine overspeed (A+B) test
Indicates gas generator RPM in percent of max. tal display will show 888 when the LAMP TEST
switch is hold to LWR. Above 1000C the digital May or may not come on during:
rated RPM.
start to indicate from zero and up, e.g. 1080 will − Engine overspeed (A or B) test.
indicate 080. − Low power setting in flight.
Fuel flow indicator (2). PGB oil pressure and temperature indicator
(2).
Indicates fuel flow delivered by the HMU to the
engine. (Metric indication optional) Indicates PGB lubrication oil pressure and tem-
perature.
A15994
17.1 S4
Applicable to a/c with FI STOP (Mod 2558, SB 76−032)
and with HIGH/LOW autocoarsen system, Mod 1491 PAGE 25
Sep 30/15

POWER PLANT
Description
17.1 S4
Applicable to a/c with FI STOP (Mod 2558, SB 76−032)
and with HIGH/LOW autocoarsen system, Mod 1491 PAGE 26
Sep 30/15

POWER PLANT
Description
PROP OVSP test switch.
When set to L or R with PL in GND IDLE and CL
B in MIN−MAX range Ng should decrease and
other engine parameters will start to cycle.
PROP RPM will drop to approx. 970 and then
ENG OIL PRESS warning light (red) (2). oscillate up to approx 996 (test threshold
Comes on if: speed). The torque motor inside the HMU is
− Engine oil pressure is below 30 psi. electrically disconnected by a switch in the pro-
peller overspeed governor, thereby momentarily
− PGB oil pressure is below 25 psi (PL > FLT disabling the bottoming governor function (see
IDLE). NORMAL PROCEDURES 2.5. PROPELLER
− PGB oil pressure is below 7 psi on ground (PL < OVERSPEED GOVERNOR TEST).
FLT IDLE).
− negative G−load.
A TEST 2
PROP OVSP
L R L GEN R
OVV
ENG OVSPD test switches (A and B).

For test procedure see AOM 2.17. GDN
A
PROP BRAKE warning light (red).

A B C D L R 1 EFIS 2 RUD LIM CAB PRESS
Will come on to indicate a failure in the propeller B
brake system. 1 L ENG AVIONIC LAV R ENG 1
2 2
AUTO COARSEN caution light (amber).
Comes on to indicate a failure in the auto−coars- HOT BRAKE HOT AUTO COARS test switch.
en computer. AUTO Tests the auto coarsen computer cir-
4 CONFIG 4
TRIM cuits. The system must be on to al-
FUEL caution light (amber). 5 AUTO PITCH RUDDER 5 low a test. TEST 1
COARSEN TRIM LIMIT
Comes on if an amber fuel caution light comes When the switch is set to AUTO BLD LEAK 1 STALL 2
6 L FIRE R FIRE 6
on in overhead fuel panel, except for DET FAIL
FUEL ELEC
DET FAIL COARS both the AUTO COARS L R
XFEED,ON and CONN VLV OPEN lights. ARM light and the AUTO COARSEN
7 ICE 7 +
PROT
ENGINE FLAPS AIRCOND (CWP) light shall come on. When re- ACC
8 PARK EMER LTS 8
leasing the switch to OFF the ARM
ENGINE caution light (amber). HYDR OXYGEN LAMPS FLAPS FUEL AUTO COARS
BRK ON UNARMED light shall go off but the CWP light L R
UPR
Comes on together with L or R FUEL LOW A−SKID AVIONICS remain on. When the switch is set to
9 AVIONICS DOORS 9
TEMP, L or R OIL BYPASS and L or R CHIP INOP VENT RST (reset) and released to OFF, LWR RST
DETECT lights. 10 L STALL GUST PUSHER R STALL 10
the CWP light shall go off. FIRE FIRE SHORT SMOKE
FAIL LOCK SYSTEM FAIL L R
The switch is springloaded to mid
position.
A10146
17.1
PAGE 27
Sep 30/15

POWER PLANT
Description
17.1
PAGE 28
Sep 30/15

POWER PLANT
Description
C PROPELLER PUMP switch (2). C PROPELLER CONTROL
D A FLIGHT STATUS PANEL
Controls the operation of the feather pump and PROPELLER
feather solenoid valve. L PUMP R PUMP
L BETA R BETA MAN FEATHER
MAN FEATHER: The pump will run and the
feather solenoid valve will OFF
L PROP R PROP
DE−ICE DE−ICE open allowing complete feath- TEST
ering of the propeller if auto-
AUTO COARS R PROP BRK
L ENG R ENG coarsen system switch is in
ANTI−ICE ANTI−ICE OFF position. ON ON
AUTO COARS AUTO COARS OFF: is in OFF position.

HIGH LOW
TEST: The pump will run but the
feather solenoid valve will not OFF OFF
A B E L IGN R IGN open. This function is used for
maintenance tests of the pro-
peller pitch control system.
AUTO COARSEN switch.
AUTOCOARS LOW light (green). The switch is springloaded to OFF.
AUTOCOARS HIGH light (green). Controls power to the auto coarsen coomputer.
D TEST PANELS
Comes on when: Comes on when:
− AUTOCOARSEN switch is ON. − AUTOCOARSEN switch is ON. TEST 1
− Both PL’s at or above 64 degrees PLA. − One or both PL’s below 64 degrees PLA. BLD LEAK 1 STALL 2 AUTOCOARSEN test switch.
L R
− Torque on both engines above 50%. − Both Ng above 55%. Tests the auto coarsen computer circuits. The
− P3 pressure on both engines above 120 psi. − Both Ne above 60%. + system must be on to allow a test. When the
ACC switch is set to AUTOCARS both the AUTO-
LAMPS FLAPS FUEL AUTO COARS COARS HIGH arm light and the AUTOCOAR-
B CENTRAL WARNING PANEL UPR L R SEN (CWP) light shall come on. When releas-
sing the switch to OFF the arm light shall go off
RST
A B C D LWR but the CWP light remain on. When the switch is
L ENG AVIONIC LAV R ENG L R
set to RST (reset) and released to OFF, the
1 1
FIRE SMOKE SMOKE FIRE CWP light shall go off.
2 L ENG CARGO CABIN R ENG 2 The switch is springloaded to mid position.
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM E AUTO COARSEN LOW TEST SWITCH AUTO COARSEN LOW test switch.
COARSEN TRIM LIMIT Tests the auto coarsen system low power mode.
AUTO COARSEN caution light (amber). The system must be on to allow a test.
6 L FIRE FUEL ELEC R FIRE 6
Comes on to indicate a failure in the autocoar- DET FAIL DET FAIL When the switch is set to L/R the propeller will
sen computer. 7 ICE
ENGINE FLAPS AIRCOND 7 coarsen and the AUTOCOARS LOW light will go
PROT off. When the switch is released the propeller
AUTO COARS
8 PARK EMER LTS 8
BRK ON
HYDR
UNARMED
OXYGEN L−LOW TEST−R will uncoarsen and the AUTOCOARS LOW light
A−SKID AVIONICS will come on.
9 AVIONICS DOORS 9
INOP VENT The switch is springloaded to mid position.
A10147
17.1
With Mod no 1491 Installed / High/Low Autocoarsen System PAGE 29
Sep 30/15

POWER PLANT
Description
17.1
With Mod no 1491 Installed / High/Low Autocoarsen System PAGE 30
Sep 30/15

POWER PLANT
Description
CL manipulations:
FUEL OFF to START: ECU
OVSP AND
Lift up−forward, then push down−for- DRAIN VALVE
ward into START detent. Np Np TRQ Np
TRQ/Np
SENSOR
START to MIN: PROP OVSP Prop RPM
Lift up−forward to upper gate, then GOVERNOR >581
release into MIN position. Prop RPM>1474 (42% Sw) THERMO
106.5% OVSP SW) COUPLES
NOTE: For a/c without Mod No 1729. and test ENG OVSP BOTTOM CTOT ITT IND Np IND
Lift and push down−forward to lower GOV TRQ IND
gate, then lift up−forward to upper
gate, then release into MIN position.
TORQUE
MOTOR
MIN−MAX range:
Push and Pull. T/M lockout:Push to HMU
MAX. Then lift up and momentarily PROP OVSP A CTOT REF
push hard into T/M, then pull back to L R
approx. half between MAX−MIN,
then set desired PRPM. L R
WARNING
Do not touch PL latch when airborne
START to unfeather: B Lift PL latch on ground only. To re-
Lift and push down−forward to lower tard PL below FLT IDLE: Pull PL
gate at UNF. Disabled Disabled
back to FLT IDLE then lift latch, pull
aft and release latch.
MIN−MAX to FUEL OFF:
Pull back to MIN, then lift and pull
back into FUEL OFF detent. Enabled Enabled
Bottom Gov
Disabled
FWD
FWD
Prop Speed
Bottom Gov Beta mode
Bottom Gov Disabled
enabled Latch
Bottom Gov
enabled NOTE: Applicable for a/c with SB 76−023
CL−quadrant with upper unfeather Mod. No. 1544 and for a/c 139−up
gate (without Mod.No. 1729)
Airborne: Bottom Gov is disabled
Prop Speed between F/I and 64 PLA
Gov. mode
FUEL OFF On ground: Bottom Gov is enabled
(Wow switch function).
90 T/M HMU
Vapor vent.
42 FLT IDLE

MIN 42 19 Start
MAX 83 Rev.
CL−quadrant without upper unfeather 33 Feather 0 CTOT Oper
gate (with Mod.No. 1729)
39 Bottom Gov. Enable/Disable SW 36 Unfeather 90 Max. Power 64 Min T/O 19 GND IDLE Max. Rev. 0
A10145
17.1 S1
Sep 30/15

POWER PLANT
Description
17.1 S1
Sep 30/15

POWER PLANT
Description
17.1 S1
Sep 30/15

POWER PLANT
Description
17.1 S1
Sep 30/15

POWER PLANT
Description
CL manipulations:
FUEL OFF to START: ECU
OVSP AND
Lift up−forward, then push down−for- DRAIN VALVE
ward into START detent. Np Np TRQ Np
TRQ/Np
SENSOR
START to MIN: PROP OVSP Prop RPM
Lift up−forward to upper gate, then GOVERNOR >581
release into MIN position. Prop RPM>1474 (42% Sw) THERMO
106.5% OVSP SW) COUPLES
NOTE: For a/c without Mod No 1729. and test ENG OVSP BOTTOM CTOT ITT IND Np IND
Lift and push down−forward to lower GOV TRQ IND
gate, then lift up−forward to upper
gate, then release into MIN position.
TORQUE
MOTOR
MIN−MAX range:
Push and Pull. T/M lockout:Push to HMU
MAX. Then lift up and momentarily PROP OVSP A CTOT REF
push hard into T/M, then pull back to L R
approx. half between MAX−MIN,
then set desired PRPM. L R
WARNING
Do not touch PL latch when airborne
START to unfeather: B Lift PL latch on ground only. To re-
Lift and push down−forward to lower tard PL below FLT IDLE: Pull PL
gate at UNF. Disabled Disabled
back to FLT IDLE then lift latch, pull
aft and release latch.
MIN−MAX to FUEL OFF:
Pull back to MIN, then lift and pull
back into FUEL OFF detent. Enabled Enabled
Bottom Gov
Disabled
FWD
FWD
Prop Speed
Bottom Gov Beta mode
Bottom Gov Disabled
enabled Latch
Bottom Gov
enabled NOTE: Applicable for a/c with SB 76−023
CL−quadrant with upper unfeather Mod. No. 1544 and for a/c 139−up
gate (without Mod.No. 1729)
Airborne: Bottom Gov is disabled
Prop Speed between F/I and 64 PLA
Gov. mode
FUEL OFF On ground: Bottom Gov is enabled
(Wow switch function).
90 T/M HMU
Vapor vent. Flight Idle Stop Area
42 FLT IDLE

MIN 42 19 Start
MAX 83 Rev.
CL−quadrant without upper unfeather 33 Feather 0 CTOT/APR
gate (with Mod.No. 1729)
39 Bottom Gov. Enable/Disable SW 36 Unfeather 90 Max. Power 64 Min T/O 19 GND IDLE Max. Rev. 0
A10145
17.1 S2
Sep 30/15

POWER PLANT
Description
17.1 S2
Sep 30/15

POWER PLANT
Description
PULL
TO PL
OVRD A
PL
FI STOP (OPEN position)

OVRD knob pulled
FI STOP (CLOSED position)
RESET TOOL
LOCKING
LOCKING
PLATE PIN
PLATE PIN CAREFULLY ALIGN THE RESET
TOOL WITH THE LOCKING
PLATE PIN AND PUSH IN
VIEW A SPRING
VIEW A SPRING
A15880
Resetting the OVRD pullknob
17.1 S2
Sep 30/15

POWER PLANT
Description
17.1 S2
Sep 30/15

POWER PLANT
Description
Engine starting
GCU L eng . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J−4 L GCU
GCU R eng . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R−2 R GCU
Control L eng (NORM ignition) . . . . . . . . . . L EMG BUS J−3 CTL L
Control R eng (NORM ignition) . . . . . . . . . . R EMG BUS R−1 CTL R
Auto ignition L eng . . . . . . . . . . . . . . . . . . . . . L BAT BUS J−19 AUTO−IGN L CTL
Auto ignition R eng . . . . . . . . . . . . . . . . . . . . R BAT BUS R−18 AUTO−IGN R CTL
Indicating
Engine speed (Ng) L eng . . . . . . . . . . . . . . . L BAT BUS J−9 L ENG SPEED

Engine speed (Ng) R eng . . . . . . . . . . . . . . . R BAT BUS R−7 R ENG SPEED
Engine temp (ITT) L eng . . . . . . . . . . . . . . . L BAT BUS J−6 L TEMP
Engine temp (ITT) R eng . . . . . . . . . . . . . . . R BAT BUS R−4 R TEMP
Engine torque L eng . . . . . . . . . . . . . . . . . . . L BAT BUS J−7 L TRQ
Engine torque R eng . . . . . . . . . . . . . . . . . . . R BAT BUS R−5 R TRQ
Engine oil temp & press L eng . . . . . . . . . . L BAT BUS J−12 L ENG OIL T&P
Engine oil temp & press R eng . . . . . . . . . . R BAT BUS R−11 R ENG OIL T&P
Fuel flow L eng . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J−10 L FUEL FLOW
Fuel flow R eng . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R−8 R FUEL FLOW
Fuel used L & R . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R−9 L + R F−USED
Prop speed L eng . . . . . . . . . . . . . . . . . . . . . L ESS BUS J−8 L PROP SPEED
Prop speed R eng . . . . . . . . . . . . . . . . . . . . . R ESS BUS R−6 R PROP SPEED
Prop oil temp & press L eng . . . . . . . . . . . . L BAT BUS J−11 L PROP OIL T&P
Prop oil temp & press R eng . . . . . . . . . . . . R BAT BUS R−10 R PROP OIL T&P
BETA indication L eng . . . . . . . . . . . . . . . . . L ESS BUS K−17 L BETA
BETA indication R eng . . . . . . . . . . . . . . . . . R ESS BUS S−16 R BETA
Ignition indication . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R−19 AUTO−IGN L+R IND
FI STOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS − ENG−PWR LVR−FI STOP
FI STOP OPEN . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS − ENG−PWR LVR−FI STOP
17.1
PAGE 35
Sep 30/15

POWER PLANT
Description
Engine control
ECU L eng . . . . . . . . . . . . . . . . . . . . . . . . . . . L eng elec sys. No CB

ECU R eng . . . . . . . . . . . . . . . . . . . . . . . . . . . R eng elec sys. No CB
Constant torque L eng . . . . . . . . . . . . . . . . . L BAT BUS J−20 ENG L CTOT/L PL MIN
T/O
Constant torque R eng . . . . . . . . . . . . . . . . . R BAT BUS R−20 ENG R CTOT/R PL MIN
T/O
Propeller control
Feather pump L eng . . . . . . . . . . . . . . . . . . . L ESS BUS K−18 L PUMP

Feather pump R eng . . . . . . . . . . . . . . . . . . . R ESS BUS S−17 R PUMP
Feather solenoid L eng . . . . . . . . . . . . . . . . . L ESS BUS K−19 L COARS
Feather solenoid R eng . . . . . . . . . . . . . . . . R ESS BUS S−18 R COAR
Auto coarsen computer . . . . . . . . . . . . . . . . L ESS BUS K−20 AUTO COARSEN
Prop overspeed test . . . . . . . . . . . . . . . . . . . L ESS BUS K−15 PROP OVSP TEST
Propeller synchrophasing . . . . . . . . . . . . . . . L MAIN BUS K−16 PROP SYNC
R propeller brake . . . . . . . . . . . . . . . . . . . . . . R BAT BUS S−19 R P−BRK
FI STOP solenoid . . . . . . . . . . . . . . . . . . . . . R BAT BUS − ENG−PWR LVR−FI STOP
17.1
PAGE 36
Sep 30/15

POWER PLANT
Operation
1. LIMITATIONS
NOTE
MAX Continuous Power
Is provided for one engine operation and if required, for two engine operation in severe icing conditions. It is
NOT intended for use during normal icing conditions, climb expedites from ATC etc.
The statement above should not prevent the pilot from using the power deemed required in an emergency
or abnormal situation or from using the power required to prevent such a situation from developing. The
AOM power setting charts for Max. Takeoff/Climb/Cruise contain the maximum torque to be used for normal
operations.
1.1 POWER RATINGS

Unit Min Normal Max
− Takeoff power (flat rated to +35C)
 Propeller shaft output . . . . . . . . . . . . . . . . . SHP − 1735 −
 Total output (incl exhaust thrust) . . . . . . . . ESHP − 1800 −
− Max continuous (flat rated to +37C)
 Propeller shaft output . . . . . . . . . . . . . . . . . SHP − 1600 −
 Total output (incl exhaust thrust) . . . . . . . . ESHP − 1660 −
1.2 POWER PLANT OPERATING LIMITS
Power rating time limits

− Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min − − 5
− Max continuous . . . . . . . . . . . . . . . . . . . . . . . . min − − No limit
RPM
− Overspeed.
 Ng (max 12 sec) . . . . . . . . . . . . . . . . . . . . . % − − 105
 Ng overspeed (HMU fuel shutoff) . . . . . . . % − 110 −
 Np (max 12 sec) . . . . . . . . . . . . . . . . . . . . . Prop RPM − − 1572
 Np overspeed protection . . . . . . . . . . . . . . Prop RPM 1558 1573 1588
NOTE
− Prop RPM up to 1396 is allowed with CL in MAX.
− Prop overspeed governor switching func-
tion
 torque motor electrically disconnects Prop RPM − 1474 −
− Prop overspeed governor Prop RPM 1450 1453 1456
(Cont’d)
17.2
PAGE 1
Jun 01/16

POWER PLANT
Operation
Unit Min Normal Max
(Cont’d)
− Takeoff
 Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . % − − 100.6
 Np . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prop RPM − 1384 1396
− Max continuous.
 Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . % − − 100
 Np . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prop RPM − 1384 1396
− Min Np normal ground operation
 Bottoming governor . . . . . . . . . . . . . . . . . . Prop RPM − 1040 −
 Bottoming governor during max reverse Prop RPM − 1205 −
− Avoid steady state PROP RPM in the
ranges (except for required checks):
 375 − 500
 625 − 950
 1070 − 1220 (Applicable for Dowty Pro-
peller only)
− Continuous operation of the propeller on
the ground between 1070 and 1220 PRPM
more than needed for normal taxiing is to
be avoided.
− Ground idle Ng . . . . . . . . . . . . . . . . . . . . . . . . % 65 70 75
− Motoring Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . % 20 − −
Temperature (ITT)
− Starting transient if Ng accelerates normal- C − − 960
ly to ground idle . . . . . . . . . . . . . . . . . . . . . . . .
− Acceleration above ground idle (except − −
takeoff) (max 12 sec) . . . . . . . . . . . . . . . . . . . C 960
− Takeoff (max 5 min) . . . . . . . . . . . . . . . . . . . . C − − 930
− Max continuous . . . . . . . . . . . . . . . . . . . . . . . . C − − 917
− Propeller brake operation . . . . . . . . . . . . . . . . C − − 895
Torque
− Takeoff (max 5 min) . . . . . . . . . . . . . . . . . . . . % − − 108
− Transient overshoot, except takeoff
(max 12 sec) . . . . . . . . . . . . . . . . . . . . . . . . . . % − − 118
− Max continuous . . . . . . . . . . . . . . . . . . . . . . . . % − − 100
− Tolerance to selected CTOT value . . . . . . . . % − − 2
(Cont’d)
17.2
PAGE 2
Jun 01/16

POWER PLANT
Operation
Unit Min Normal Max
(Cont’d)
− Max. diff. between indications with CTOT
selected ON . . . . . . . . . . . . . . . . . . . . . . . . . . . % − − 3
− Fluctuations (Delta torque) . . . . . . . . . . . . . . % − − 1
− Fluctuations at Ng = 2 Np
(Delta torque) . . . . . . . . . . . . . . . . . . . % − − 3
FUEL SYSTEM
Fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . − − 40C − +43C

NOTE
For Jet−B and JP4, max fuel temperature is + 18C.
Fuel unbalance . . . . . . . . . . . . . . . . . . . . . . . . . lbs − − 200

NOTE
XFEED and CONN VALVE switches shall be in OFF resp CLOSED position during take−off and landing in
normal operation.
OIL SYSTEM
NOTE
For operators where flight crew members are also responsible for checking engine and propeller gear box
oil fluid levels, there should be an established procedure which allows both technicians and flight crews to
monitor oil CONSUMPTION RATES.
Engine oil consumption limit (Maximum)

133 cc/hr (1 quart/7 hrs; 1 liter/7.5 hrs)
Two (2) quarts may be added to bring the oil quantity level on the sight gauge from ADD to FULL. Wait a
minimum of 10 minutes after engine shutdown to allow oil to drain back into the tank before checking the oil
tank level indicator.
PGB Oil consumption limit (Maximum)

35 cc/hr (1 quart/27 hrs; 1 liter/29 hrs)
One (1) quart may be added to bring the oil quantity level on the sight gauge from ADD to FULL. Wait a
minimum of 3 minutes after engine shutdown to allow oil to drain from the lines before checking the oil tank
level indicator.
CAUTION
Do not operate the engine if any of the oil consumption limits are exceeded.
(Cont’d)
17.2
PAGE 3
Jun 01/16

POWER PLANT
Operation
Unit Min Normal Max
(Cont’d)
Engine oil pressure

On ground with PL above GND IDLE . . . . . . . . psi 30 − 100
On ground at GND IDLE . . . . . . . . . . . . . . . . . . psi 20 − 100
Airborne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 30 − 100
Restricted to engine starting and initial ground
idle operation with extremely cold oil . . . . . . . . psi − − 200
− Oil pressure warning (with Mod No 1450) . . psi 28 30 32
− Oil pressure fluctuations . . . . . . . . . . . . . . . . psi − − 5
Engine oil temperature (excl. starting)

 Normal operation . . . . . . . . . . . . . . . . . . . . . C 35 − 122
 Max 15 minutes . . . . . . . . . . . . . . . . . . . . . . C − − 132
PGB Oil Pressure Operation Allowed

0 − 4 psi − No steady−state operation
5 − 24 psi − Ground operation (BETA mode) only.
25 −139 psi − All operations (normal pressure).
140 −225 psi − No operation above ground idle.
NOTE
Oil pressure warning can be triggered after start with the propeller in feather due to tolerances in warning
pressure level. If the warning goes out when the CL is moved to UNF, the warning can be disregarded. Do
not operate prolonged time with the propeller in feather and the warning displayed.
Oil pressure warning

 On ground . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 5 7 9
 Airborne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 23 25 27
− Oil pressure fluctuation (25 − 45 psi) . . . . . . psi − − 5
(46 − 140 psi) . . . . . psi − − 10
PGB Oil temperature C 45 − 77

− Minimum oil temp. 25C for ground operations, and after take off for maximum 5 minutes.
− Maximum oil temp. 93C for maximum 15 minutes.
APPROVED TYPE OF OIL (ENGINE AND PGB)

− Type I oil
 BP Turbo oil 2389
 Eastman Turbo oil 2389
 Exxon Turbo oil 2389
 Castrol 325
(Cont’d)
17.2
PAGE 4
Jun 01/16

POWER PLANT
Operation
Unit Min Normal Max
(Cont’d)
− Type II oil
 Aero Shell Turbine oil 500
 BP Turbo oil 2380
 Eastman Turbo oil 2380
 Exxon Turbo oil 2380
 Castrol 205
 Mobil Jet II
 Stauffer Jet II
APPROVED TYPE OF OIL (ENGINE ONLY)

− Type II oil
 Mobil Jet 254
NOTE
It is not allowed to mix Mobil 254 with other approved oils.
CAUTION
Minimum oil temperature for engine start with type I oil is −54C and type II oil is −40C.
NOTE
Mixing of type I and II oils is allowed but not recommended.
MISCELLANEOUS LIMITATIONS
WARNING
Moving PL below FLT IDLE position is prohibited when airborne.
See also 17.1 Fig. 6
− When airborne, grip the PL knobs only, thereby eliminating PL movement to below FLT IDLE.
(Cont’d)
17.2
PAGE 5
Jun 01/16

POWER PLANT
Operation
(Cont’d)
1.3 PROPELLER BRAKE LIMITATIONS

NOTE
Operations with reduced propwash will increase the temperature in the flap bay area as well as the skin
temperature of the wing trailing edge. Flaps down selection will lower the temperature, therefore it is rec-
ommended to select flaps 15 or flaps 20 during prolonged engine ground operation with a feathered propel-
ler.
CAUTION
Ensure flaps area is clear from equipment and personnel before flaps is selected down.
− The propeller brake must not be engaged at ambient temperature below + 3C when visible moisture is
present.
− Max. tailwind component with propeller brake engaged is 18 kts.
− Minimum time between brake actuations is 10 minutes.
− Max steady−state ITT 895
− Engine operation with propeller braked requires a qualified person in the co−pilot seat.
− Do not exceed max. allowable ENG RPM, as per Table 1 during propeller brake operation.
− First brake application of the day must be with the engine running. The propeller must stop rotating within
5 seconds. This is to check the conditions of the brake.
Applicable to a/c without SB 61−028, Mod 2066 (Propeller−Prop Brake slippage due to PGB
oil leakage).
CAUTION
Assure all personnel remain clear of the exhaust and propeller areas.
(Cont’d)
17.2
PAGE 6
Jun 01/16

POWER PLANT
Operation
(Cont’d)
STARTER/GENERATOR (S/G) DUTY CYCLE LIMITS
− Two start attempts (including dry motoring) with 3 minutes cooling in between, then a 25 minute cooling
period. Maximum time with engaged starter is 70 seconds of which max 30 seconds dry motoring.
− The S/G is heat sensitive to repeated and prolonged engagements.
− If there are repeated engagements, there should be a cool down period in between.
As an example, a cross−over start (also called cross−generator start) requires a one minute cooling time
after completing the first engine start (first engine generator on−line) prior to performing a cross−over
start of the second engine.
NOTE
Use the official reported temperature to below table.
Table 1 Maximum allowable engine RPM during propeller brake operation

% ENG RPM
91
12
90 10
8
PRESSURE ALTITUDE IN THOUSANDS OF FEET
6
88
5
4
86
3
2
84
1
0
82 −1
−2
80
78
76
74
72
70
68
66
64
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT C
A30618
17.2
PAGE 7
Jun 01/16

POWER PLANT
Operation
2. NORMAL OPERATION
2.1 GENERAL ”Hints for longer engine life” and ”FOD−prevention” are procedures to
minimize maintenance expenditures. The procedures are recommended to
reduce engine temperature and to avoid FOD (Foreign Object Damage) to
engines and propellers during ground operations. However, the procedures
must be adopted with full safety consideration. Nothing herein should pre-
vent the pilot from applying maximum forward and reverse thrust for safety
reason. Nothing herein should prevent the pilot from taxiing at a safe speed.
The procedures might deviate from operators standard operating proce-
dures and must therefore be adapted in a way that required test− and
checkitems before takeoff and after landing are performed.
Operation in gravel areas and on FOD surfaces is not recommended. Re-
quest through appropriate authorities that the ramp, taxiway and runway be
cleared. Get rid of stones, pebbles and dirt. Remain on clean surfaces for all
ground operations. However, if operation on FOD surfaces can not be
avoided, following the ”FOD−prevention” procedures will minimize possible
damage.
CAUTION
Do not taxi using reverse power rather than aircraft brakes. FOD engine ingestion
may result.
Although mentioned in section ICE AND RAIN PROTECTION, the extreme

importance of switching on engine anti−ice well in advance of entering icing
conditions to prevent FOD, can not be over−emphasized.
To emphasize the importance of keeping a low ITT, some of the normal pro-
cedures are also highlighted in ”Hints for longer engine life”.
2.2 ENGINE Hints for longer engine life

STARTING
−If possible, avoid tailwind starts. Starting engine in a strong tailwind may
PROCEDURE
cause a HOT start. If strong tailwind and it is operationally feasible, per-
(See also 3.3
form motoring start on one engine, then taxi into the wind and then start
MOTORING/
the other engine.
COMBINED
MOTORING −Operate the engines with as low ITT as feasible with due consideration to
AND START safety and passenger comfort.
PROCEDURE)
−Start engines with HP−bleed switches in off position.
(Cont’d)
17.2
PAGE 8
Jun 01/16

POWER PLANT
Operation
(Cont’d)
−Bleed air, especially HP−bleed will have considerable impact on ITT. HP−
bleed may be necessary to operate boot de−ice system or for cabin com-
fort in hot or cold climate. Use HP−bleed only when required. Turn HP−
bleed off when requirements have been satisfied. When using HP−bleed
use Table 1 (17.2 page 7) as a guide for initial setting of Ng to obtain a
low ITT. Minor Ng adjustments may decrease ITT further. For propeller
brake operation, Table 1 gives the maximum allowable Ng.
FOD−prevention
−Pick up loose objects on the ramp.
−Keep running propellers over hard, clean surfaces. If this is not possible,
consider either:
a) Start−up and taxi out on one (most suitable) engine;
b) Start−up both engines. Leave one CL in START (feathered) position and
taxi out on one (most suitable) engine.
Prevention of sub−idle overtemperature
There is a potential possibility for sub−idle overtemperature when placing
electrical or bleed air loads on an engine running at ground idle speed.
After engine start the Ng must always be maintained at or above the idle
speed observed when the engine was initially started.
Increasing the Ng 2−3%, whenever possible, especially during tailwind
conditions, prior to placing electrical or bleed air loads on the enigne will
greatly reduce the potential of a sub−idle event.
Low compressor efficiency, bleed air extraction (LP/HP), and electrical loads
on the accessory drive, in combination, may cause Ng to be reduced to a
speed where the gas generator is no longer able to sustain operation.
This situation may result in a rapid decay of Ng and Np, a rapid rise in ITT,
and can cause extension damage to the engine, if the crew fails to immedi-
ately shut down the engine by placing the condition lever to FUEL OFF.
(Cont’d)
17.2
PAGE 9
Jun 01/16

POWER PLANT
Operation
(Cont’d)
Electrical system damage prevention
If during a ”Motoring” start the IGN switch is set to NORM and the CL is ad-
vanced to START at about the same time with the IGN switch leading the
CL movement, the start signal to the start relay will be interrupted momenta-
tily similar to a poor ground power unit. The flight crew will not see the inter-
ruption in the cockpit displays. This causes the start relay to begin coming
open and then go closed again resulting in nothing more than loss of contact
pressure causing burning of the contacts (damage of the PDUs). To prevent
this from happening, the flight crew should verify that the CL is in the START
position before setting the IGN switch to NORM. At no time should the CL
be moved below the START detent unless the start is being terminated or
the engine is being shut down using published procedures.
Preparations
−Electrical power . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD AND ON
 L/R BAT sws ON. BAT requirement Min 24V.
 EXT PWR sw ON or OFF as applicable.
−BUS TIE CONN green light . . . . . . . . . . . . . . . . . . CHKD ON
 It is essentail to check the BUS TIE−function.
BUS TIE light must be on before all engine starts.
−HP VALVE sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
−BLD VALVE sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/AUTO
 To facilitate engine acceleration.
−Engine instruments . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL
 If ITT is above 175, motor engine to below 175.
−Propeller area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
−L/R AVION sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
−Must be in OFF position during engine start, on ground only.
Starting
Starting methods and designations:
−“Motoring Start”: Start initiated by dry motoring of engine.
(Cont’d)
17.2
PAGE 10
Jun 01/16

POWER PLANT
Operation
(Cont’d)
NOTE
Motoring Start is the recommended procedure for all engine starts on ground due
to;
− High airflow during initial start and thereby leaner fuel to air ratio and improved
fuel burn.
−”Direct Start”: Start without motoring.
Both starting methods can be performed by use of different power sources −
hence:
−”Battery Start”: Start on batteries only (batteries in series).
−”Cross−over Start”: Start on batteries and one generator (batteries
in parallel).
−”EXT PWR Start”: Start on external power.
NOTE
EXT PWR requirement is 1400 Amp minimum and 1600 Amp maximum. If EXT
PWR <1400 Amp it is recommended to perform Battery and Cross−over starts to
facilitate engine acceleration.
Repeated Battery Starts may bring the Battery Temperature above limits. This is
especially pronounced in hot weather operation if short times between starts. (The
Battery Temperature increases approx. 10−15 degrees every Battery Start).
Therefore, check Battery Temperature now and then, and when required, perform
an EXT PWR Start.
NOTE
During battery start there might be nuisance Fuel Flow fluctuations due to voltage
variations. To avoid these fluctuations, for the engine being started, it is recom-
mended to perform a Battery Start on the RH engine and thereafter a Crossover
Start on the LH engine.
NOTE
During starting at sub−idle engine speeds and after shutdown, nuisance fuel flow
indications up to 900 lb/h (400 kg/h) may be observed with the CL at FUEL OFF.
Since there is no evidence of actual fuel flow (ITT indication) this situation is con-
sidered to an indication error only and does not affect the operability of the en-
gine.
The engine start shall be aborted for any of the following conditions:
−Ng does not start to increase at starter activation
−If Ng ceases to accelerate for 3 seconds prior to achieving stabilized IDLE
(Cont’d)
17.2
PAGE 11
Jun 01/16

POWER PLANT
Operation
(Cont’d)
−No light−up (ITT rise) indication within 20 seconds from initial Ng indication
for a direct start and; if no ITT rise within a few seconds for a motoring
start
−If ITT rapidly approaches or exceeds 965C
−No positive ENG OIL or PROP OIL pressure indication after ground idle
−No PROP OIL pressure indication at stable ground idle PROP RPM
Abort start by returning the CL to FUEL OFF, turn OFF ignition and motor
engine to below ITT 175C. If start is aborted before light−up (no ITT rise),
motor for at least 10 seconds (but not more than 30 seconds) to purge fuel
from combustor and turbine.
−NO BAT START light;
 Battery Start − light must be off;
 Cross−over Start − light might be on. Check L/R BAT temp max 60C;
 If light comes on during start, continue the start;
 If light is on after engine start, check L/R BAT temp max. 64C before take-
off.
−PL to GND IDLE
−CL in FUEL OFF and Check: Bus Tie green light ON
L/R Avion switches OFF
Stby Press Light (ON or OFF)
IGN switches OFF
NO BAT START light
Motoring Start
−START sw (L/R). Check Ng to stabilize (approx. Ng 20%) and ITT below
175C, then;
 Move CL to START, then immediately;
 IGN switch to NORM while holding START switch;
 Hold the START switch until light up which should occur a few seconds after
IGN sw is set to NORM.
NOTE
It is essential that CL is moved to START before IGN sw is set to NORM. This is
to prevent damage to the PDU starter relay.
NOTE
Turn IGN switch to NORM immediately after CL is moved to START. If not, retard
CL to FUEL OFF.
(Cont’d)
17.2
PAGE 12
Jun 01/16

POWER PLANT
Operation
(Cont’d)
Direct Start
A direct start is accomplished by advancing the CL to START and then acti-
vating the START sw (L/R) for 2 seconds.
Check of power plant parameters during acceleration to ground idle
−Ng, Light−up, ITT, Oil press, propeller rotation and S/G cut−out.
There might not be PROP RPM instrument indication at low propeller speed
(CL in START). The uncertainty is due to low Np sensor output signals.
Fuel Flow indication may be delayed during start sequence due to transmit-
ter tolerances at low fuel flow rates.
The increase in Ng might be slow. However, as long as Ng increases and
ITT does not exceed 965C the start attempt can continue. Watch Ng care-
fully. If any tendency of Ng to stop accelerating, abort the start immediately.
NOTE
Cold weather operation
Engine OIL BYPASS light may be on due to high oil viscosity if oil temperature is
cold. The FUEL LOW TEMP light may be on if the fuel is cold. The light will re-
main on until the PROP OIL temperature has increased enough to heat the fuel.
It is normal with high oil pressure on the engine and PGB during initial start when
the oil is cold. The engine’s oil pressure should return to 30 − 100 psi after engine
operates at ground idle speed for 5 minutes. However, time required for warm up
will depend on temperature of the engine and of the oil system, before start. Time
to warm engine oil may be reduced by gradually increasing gas generator speed,
up to a maximum of flight idle, exercising care not to exceed the oil pressure limi-
tations in the AFM.
When the engine is cold−soaked, PGB oil temperature will rise slowly. After en-
gine oil temperature has reached the normal operating range, bottoming govern-
ing (CL in min−max range) may be engaged and the power increased up to flight
idle to reduce the warmup time of the PGB oil, exercising care not to exceed the
oil pressure limitations in the AFM. If PGB oil pressure is within normal operating
range, takeoff may be initiated when the PGB oil temperature reaches 25_C.
(Cont’d)
17.2
PAGE 13
Jun 01/16

POWER PLANT
Operation
(Cont’d)
−Check Ng to stabilize at ground idle, then:
−Check BUS TIE CONN light is on.
 It is essential to check BUS TIE and S/G cut−out functions.
 After an engine start (irrespective of starting method).
 Check light to come on before turning on the generator or if EXT PWR start
before EXT PWR switch is set to OFF.
 If light does not come on, check L/R BAT voltage. If voltage below 20 V, im-
mediately turn BAT switches to OFF and shut down engine(s). If voltage
above 20 V, press release button K−1. If light then does not come on, call
maintenance.
NOTE
− Voltage below 20 V indicates a short circuit.
− If voltage above 20 V and BUS TIE light not coming on after a reset attempt
(K−1) indicates either a BUS TIE relay, PDU or a S/G cut−out failure.
−Turn on the generator.
 It may take 15 seconds before the generator is on line. Check voltage to be
minimum 27,5 V before flight.
−Turn on L/R AVION.
 Normally, during EXT PWR start, AHRS initialization is completed before
first engine start, then leave switches in OFF until second engine has been
started.
 If battery start followed by cross−over start, turn switches ON after first gen-
erator is on line, wait for initialization (approx. 70 secs) then turn OFF before
second engine start.
−Check ENGINE and FUEL panels.
 Check all indicating lights in ENGINE and FUEL overhead panels to be out.
−If required, turn engine anti−ice on.
2.3 PROPELLER Hints for longer engine life

BRAKE
−Bleed air, especially HP−bleed, will have considerable impact on ITT. Use
OPERATION
HP−bleed only when required. Turn HP−bleed off when requirements
have been satisfied. When using HP−bleed, set Ng according to Table 1,
17.2 page 6 or PL stop, whichever is lowest.
−Open the X VALVE only when required.
(Cont’d)
17.2
PAGE 14
Jun 01/16

POWER PLANT
Operation
(Cont’d)
CAUTION
After the propeller brake has been released, operate the engine for two minutes
with CL in START and PL in GND IDLE prior to increasing PROP RPM or engine
shut down. This is required in order to stabilize the power turbine temperature.
The temperature profile across the disks with the turbine stopped are different
compared with a rotating turbine. With this procedure the temperature is returned
to the normal operating profile. After two minutes, the mechanical stresses
(blades pulling on disks at higher speed) can be increased. Not following this pro-
cedure will shorten the life of the disks.
General
The right propeller may be braked, allowing the engine to be used as an
auxiliary power unit supplying electrical and pneumatic power for operation
of the aircraft systems without the need for a ground power unit.
CAUTION
If a malfunction occurs during operation of the propeller brake or any motion of
the propeller occurs after application of the brake, the engine must be shut down
immediately.
NOTE
Check nose wheel in centered position: More than 20 deflection will drain the
MAIN accumulator pressure faster.
To apply propeller brake with engine running
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD then AUTO
−Check MAIN pressure to be approx. 3000 psi.
2. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
3. R Condition lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
−Check right propeller to be feathered.
4. Gust lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. GND OPS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
−Check light to be out. This is to assure hydraulic MASTER CAUTION
function in case of high hydraulic fluid temperature.
6. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
−Check PROP BRAKE Status Light to come on.
−Check right propeller to stop rotating and remain motionless within 5 se-
conds.
(Cont’d)
17.2
PAGE 15
Jun 01/16

POWER PLANT
Operation
(Cont’d)
−If PROP BRAKE Status Light does not illuminate or propeller does not
stop within 5 seconds return R PROP BRK switch to OFF. Do not try
another attempt. Consider the propeller brake as unserviceable. Request
maintenance check with regard to heat damage and oil contamination
prior to takeoff.
To perform an engine start with propeller brake on
1. Perform the BEFORE ENGINE START checklist.
2. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD then AUTO
−Check MAIN pressure to be approx. 3000 psi.
3. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
−Check that PROP BRAKE status light is on.
4. Start engine, check propeller remains motionless and perform AFTER EN-
GINE START checklist.
−Check light to be out. This is to assure hydraulic MASTER CAUTION
function in case of high hydraulic fluid temperature.
Engine operation with propeller brake applied
1. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
−If only LP−bleed and generator is on remain at GND IDLE. If using HP−
bleed set PL to value of Table 1 (17.2 page 7) or PL stop.
2. Ignition light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
−Turn IGN switch to OFF if ignition light comes on.
3. Electrical power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. R BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. R HP VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6. Reset PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. L BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
−The L BLD VALVE must be closed to be able to open the X VALVE.
8. Air Condition X VALVE switch . . . . . . . . . . . . . . . . . . . . AS REQUIRED
9. R AND L RECIRC switch . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
(Cont’d)
17.2
PAGE 16
Jun 01/16

POWER PLANT
Operation
(Cont’d)
10. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
−If using HP−bleed, reset PL to lowest value of Table 1 (17.2 page 7).
−Apply Power Lever friction lock.
CAUTION
On a hot day, engine temp can be limiting when operating with air condition X
VALVE open.
11. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/AUTO

AS REQUIRED
−Maintain HYDR MAIN pressure between 2700 and 3000 psi by switching
HYDR PUMP between OFF and AUTO.
CAUTION
HYDR PUMP operation must be followed by at least an equal length of time with
HYDR PUMP OFF. Do not operate hydraulic pump continuously for more than 30
minutes.

Engine shut down with propeller brake applied
1. Stabilize engine at GND IDLE for two minutes with HP BLD OFF.
2. Shut down engine.
3. When engine has spooled down, set prop brake switch to OFF before
switching off battery power.
To release propeller brake
1. Prop Area Clear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Air Condition X VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSED
3. HP VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
4. R Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
5. R BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
6. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
−Check that right propeller rotates and PROP BRAKE warning light is off.
−After the propeller brake has been released, operate the engine for two
minutes with CL in START and PL in GND IDLE prior to increasing PROP
RPM or engine shut down.
7. R IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(Cont’d)
17.2
PAGE 17
Jun 01/16

POWER PLANT
Operation
(Cont’d)
−Check light to come on.
9. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
2.4 GROUND BOTTOMING GOVERNOR OPERATION

OPERATION
On ground the BG is disabled with CL out of MIN−MAX range.
(Applicable for
a/c with Mod With BG disabled and propeller rpm below 1040 for more than 15 sec., mo-
No 1544) mentary Ng acceleration with subsequent EXCESSIVE OVERSWINGS
(strength depending on time and difference from 1040) in torque/propeller
rpm may occur at enabling.
CL in Unfeather position (just after of MIN) and PL in GND IDLE gives
approx. 950 PROP RPM. Moving CL into MIN−MAX range from this position
will cause EXCESSIVE OVERSWINGS which have a detrimental impact on
power plant components and should be avoided.
To avoid EXCESSIVE OVERSWINGS at BG enabling:
−After engine start, advance CL to MIN and simultaneously check the 42%
circuit function. The propeller starts to unfeather and PROP RPM in-
creases. Ng should start accelerating at 581 PROP RPM (not before).
PROP RPM will slightly overswing then stabilize at 1040. The overswing
obtained at this procedure is acceptable.
−Avoid enabling BG by moving CL from UNFEATHER position into MIN−
MAX range. If this procedure for any reason must be executed, first ad-
vance PL slowly until Np is above approx. 1100 PROP RPM, wait approx.
10−15 seconds and then advance CL.
−If on ground with CL in MIN−MAX and PL in FLT IDLE to 64 PLA ranges
and the Np should drop to below 1040 PROP RPM, the WoW switch
function has failed. If this occurs, and higher power is required, advance
PL slowly until Np is above approx. 1100 PRO RPM, wait approx 10−15
seconds and then advance PL.
Hints for longer engine life
−When possible avoid strong tailwinds during taxi delays.
FOD−prevention
If suspect FOD surfaces:
−Do engine run up checks (i.e. engine and propeller overspeed tests) over
clean and hard surfaces only.
(Cont’d)
17.2
PAGE 18
Jun 01/16

POWER PLANT
Operation
(Cont’d)
−Taxi slightly faster than normal with as little power as possible over sus-
pect FOD surfaces. This may be done by adding power when passing a
clean surface and then transit the FOD surface with min. power. If this is
not suitable taxi at slow speed with low power.
−Use brakes, not reverse thrust, to decrease taxispeed.
−Behind other aircraft, taxi with greater spacing than normal.
Before taxiing
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
−Check Ng/Np are stable. If indication is abnormal,
shut down engine and request maintenance check.
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MIN then MAX
−This will enable the BG function.
−Lift CL out of START and move to MIN position. When Ng starts to accel-
erate at 581 PRPM, move CL to MAX. Positioning CL into MIN−MAX
range will enable the bottoming governor. The propeller will unfeather and
maintain 1040 RPM.
CAUTION
When moving CL from START to MIN, Ng should not start to accelerate until
PROP speed reaches 581 RPM. If Ng increases before 581 RPM retard CL im-
mediately to FUEL OFF, as an overtorque otherwise will occur.
3. BETA lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON

4. Ice protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Taxiing
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS NEEDED
−Modulation of PL between GND IDLE and FLT IDLE will directly control
propeller pitch between 0 and 10 degrees. The bottoming governor func-
tion will maintain 1040 propeller RPM as long as PL is below FLT IDLE.
−If reverse thrust is required the PL’s may be moved aft of GND IDLE into
reverse. When a propeller blade is below −10 pitch the BG−function will
maintain above 1200 RPM.
−Operating with PL above FLT IDLE is only required to start taxiing in snow,
uphill etc.
17.2
PAGE 19
Jun 01/16

POWER PLANT
Operation
2.5 TAKEOFF Hints for longer engine life

−Bleed valve closed takeoffs means lower ITT which increases engine reli-
ability and life.
−”Reduced power takeoffs” will significantly increase engine reliability and
life and reduce maintenance expenditures. When possible and operation-
ally feasible, select runways which will allow reduced power for takeoff.
NOTE
For ”Reduced power takeoff” limitations procedures and performance, see AFM
and AOM Sect. 28.
In addition to the limitations, consider possibly downdrafts and windshears if ob-
stacle limited and/or windy conditions. Full use of reduced power will result in the
aircraft operating near the performance limits. Although there are extra margins
built into the reduced power takeoff concept, these extra margins might be easily
consumed during unfavorable conditions.
−When max. takeoff power is set (e.g. takeoff or go−around) with engine
anti−ice ON and/or ECS OFF, set climb power prior switching off anti−ice
or switching on ECS. This is to avoid the possibility of exceeding maxi-
mum rated takeoff power.
FOD−prevention
−Make rolling takeoffs if possible.
−Apply power smoothly. An abrupt power application greatly increases pos-
sibility for FOD.
General
−CL must be in MAX position.
−To meet different performance criteria there are different ”methods” for
takeoff power application and aircraft handling. The ”methods” and corre-
sponding performance data are described in the AFM and AOM Sect. 28.
−Check AUTOCOARS ARM light to come on when setting takeoff power. If
power is set asymmetrically the AUTOCOARS ARM light may go off
when torque differs and will come on again when symmetry is regained.
Power setting with CTOT
−Advance PL and STOP PL MOVEMENT at 15−20% TRQ below selected
TRQ, then select CTOT switches to ARM.
(Cont’d)
17.2
PAGE 20
Jun 01/16

POWER PLANT
Operation
(Cont’d)
For A/C with Mod No − The AUTOCOARS LOW light will be on at low power and will go out when
1491 installed. Pro- the PLs are advanced to high power. The AUTOCOARS HIGH light should
peller−provision for come on when both PLs are advanced to above PLA 64.
Autocoarsening
switcher unit.
Power setting with CTOT
−Advance PL and STOP PL MOVEMENT at 15−20% TRQ below selected
TRQ, then turn CTOT switches to ARM.
NOTE
It is essential to stop PL forward movement at 15−20% below selected TRQ. If
not, the selected TRQ might be exceeded due to torque blooming during acceler-
ation.
Power setting without CTOT
−Advance PL and set torque according to power setting chart. Do not adjust
power above 60 KIAS. The torque blooming will increase the torque by
approx 5%.
WARNING
During an aborted takeoff the PL must be retarded fully to the FLT IDLE position
prior lifting the latch allowing PL to be moved below FLT IDLE.
If the latch is lifted with PL above FLT IDLE the PL will be stuck with consequen-
tial increased stopping distance.
2.6 CLIMB Climb power setting

REDUCE TORQUE PRIOR TO REDUCING PROP RPM.
ADJUST TORQUE ACCORDING TO AOM POWER SETTING CHARTS.
Without CTOT
Adjust PL to climb power, then set CL to desired PROP RPM.
Readjust PL as necessary.
With CTOT
−Gently rotate CTOT knob counter clockwise to decrease torque, then se-
lect the CTOT switch to OFF. This method will give a smooth power re-
duction and is recommended during normal operations.
(Cont’d)
17.2
PAGE 21
Jun 01/16

POWER PLANT
Operation
(Cont’d)
NOTE
The design of the CTOT system does not prevent rapid power reductions. Rotat-
ing the knob too fast or selecting the switches to OFF prior using the knob can
have an adverse impact on the engine operation.
It is therefore essential to gradually reduce the TRQ by the CTOT knob to a value
below that of the PL’s and then select the switches to OFF. Power reduction rate
using the knob should be no greater than that which would be considered a good
power setting technique using the PL’s.
−After CTOT is disengaged, adjust PL to climb power, then set CL to de-
sired PROP RPM and readjust PL.
−PROP SYNC should be turned ON to reduce vibration and cabin noise.
Adjust CL to within 10 PROP RPM before turning on. The PROP SYNC
switch may remain in ON position during PROP RPM changes and pro-
pellers will be synchronized when within 10 PROP RPM diff. However, the
best result for synchrophasing is to turn the system OFF before and ON
after PROP RPM adjustments.
NOTE
During normal operation it is important that the CTOT switch is set to OFF
during the initial climb after takeoff or go−around. If the switch is not set to
OFF, the torque will be constant and the ITT will gradually rise to above
limits as the aircraft climbs. To avoid this, always verify the switch is OFF
physically by the hand.
−Check that FI STOP light is out after gear retraction.
−During climb now and then adjust PL to required TRQ.
2.7 CRUISE Hints for longer engine life

−Maintain an effective engine power monitoring system.
(See General Electric Operating Instructions)
1. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CRUISE RPM
2. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST CRUISE
POWER
For a fixed PL position and constant PROP RPM, the TRQ increases with
speed.
Negative G−load
−ENGINE OIL (CWP) light + MASTER WARNING will come on during neg-
ative G−load.
17.2
PAGE 22
Jun 01/16

POWER PLANT
Operation
2.8 DESCENT AND Hints for longer engine life

APPROACH
−If required, turn engine anti−ice on well in advance.
WARNING
Do not move the PL below FLT IDLE when airborne.
See also 17.1 Fig. 6.
−High PROP RPM will increase the drag and the rate of descent.
−Move CLs gently to avoid unnecessary stress on propeller and PGB.
CAUTION
With PL retarded to FLT IDLE the autoignition (L IGN/R IGN) lights may come on
due to low compressor discharge pressure. The autoignition can be deactivated
by increasing the torque above FLT IDLE by approx. delta TRQ as below:
At 30 000 ft 30%
At 20 000 ft 20%
At 10 000 ft 10%
DO NOT TURN THE IGNITION SWITCHES TO OFF.
2.9 BEFORE Hints for longer engine life

LANDING
−Check HP VALVES are closed, if not required for boot de−ice operation.
1. PROP SYNC switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
2.10 LANDING AND FOD−prevention

REVERSE
−If operationally feasible avoid reverse thrust especially on contaminated or
OPERATION
suspected FOD runways. Use ground idle and brakes to stop the aircraft.
−If operationally feasible avoid reverse thrust below 50 KIAS after flight in
icing conditions.
After touchdown
1. With the PL’s at FLT IDLE stop, lift the latches and retard the PL’s to GND
IDLE. Check both BETA lights on before moving the PL’s into REV as re-
quired.
(Cont’d)
17.2
PAGE 23
Jun 01/16

POWER PLANT
Operation
(Cont’d)
NOTE
It is important to retard the PL’s fully to the FLT IDLE before the latches are lifted
in order to be able to move the PL’s further into the BETA range.
PL’s in GND IDLE will schedule the propeller to zero pitch.
Modulation of the PL’s below GND IDLE will schedule propeller pitch be-
tween zero pitch and max reverse (−16 pitch). PROP RPM will increase
automatically and be kept above 1200 RPM (may vary slightly during transi-
tion). The PROP RPM increase is independent for each propeller and starts
when the propeller is below −10 pitch.
2.11 ENGINE SHUT

DOWN ON NOTE
GROUND − There is a 2−minute cool−down period requirement with HP bleed OFF, be-
fore shutdown. This is to cool internal engine parts from high operating tem-
peratures and to prevent seal rubs during restart.
− The cool−down period may commence upon landing if HP−bleed is OFF and
PL remains between FLT IDLE and GND IDLE (no reverse) after landing.
− Otherwise operate engine with PL in GND IDLE and HP−bleed OFF for 2
minutes before shutdown.
CAUTION
The propeller should feather and PROP RPM decreases. If PROP RPM does not
decrease, move CL to FUEL OFF immediately, otherwise engine will accelerate to
overtorque and overtemp condition.
CAUTION
If left engine is shut down or left generator is turned off during intaxiing, check
BUS TIE light to come on. This is to ensure proper nosewheel steering and anti−
skid function.
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
NOTE
When icing conditions, ice accumulation is minimized by keeping the CL in MIN−
MAX as long as practical.
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
−A smooth feathering will be accomplished by noticing the PROP OIL pres-
sure which initially rises then drops when CL is about half way between
MIN and START. At pressure rise hold the CL for a few seconds then
move it slowly into START.
(Cont’d)
17.2
PAGE 24
Jun 01/16

POWER PLANT
Operation
(Cont’d)
3. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
−This will further reduce ITT.
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
−If there is evidence of combustion after shutdown, indicated by a immedi-
ate rise in ITT, motor the engine.
(Procedure 3.3.)
NOTE
During ground operation, if an immediate shut down is required from high power
(Ng above 90 %) the PL should be retarded to GND IDLE and CL to FUEL OFF,
then motor to below 175C. If unable to reduce to 175C within 5 minutes, wait
2 hrs to restart engine.
For engine shut down with propeller brake applied see, PROPELLER
BRAKE OPERATION
2.12 AUTO IGNITION Indicates proper position of the P3 switch and PL switch and that electrical
CIRCUIT TEST power is being supplied to the ignition circuits. The test is performed with
engine stopped. The ignition will not come on.
1. Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. L/R IGN switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
3. PL (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE ABOVE
FLT IDLE
−Check L/R IGN lights to come on.
4. PL (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
−Should the test fail, apply company procedure for dispatch with autoigni-
tion inoperative.
2.13 P3 SWITCH
TEST NOTE
After the test, to avoid overswing, either retard CLs to START or advance PLs
to 1100 PROP RPM for 15 seconds prior moving CL into MIN−MAX range.
(Cont’d)
17.2
PAGE 25
Jun 01/16

POWER PLANT
Operation
(Cont’d)
CAUTION
Do not activate PROPELLER PUMP switches with CLs in MIN−MAX range. The
CLs must be in the UNF position. With CLs unintentionally moved into MIN−MAX
range the bottoming governor will try to maintain 1040 PROP RPM and an over-
torque will occur.
NOTE
For a/c without Mod No 2198, SB 61−026 (Introduction of new autocoarsen com-
puter) the PROP RPM should start to increase when PROPELLER PUMP switch
is released. Item 5 could then be deleted.
1. Set AUTO COARSEN switch to ON position.
2. Move CL’s to UNF position.
−Check PROP RPM to increase.
3. Advance PL’s until TRQ is 10−15%.
4. Hold L PROPELLER PUMP switch momentarily to MAN FEATHER position.
−Check PROP RPM starts to decrease.
5. Set AUTO COARSEN switch to OFF during at least 2 seconds, then ON.
−Check PROP RPM starts to increase.
6. Repeat items 4 and 5 for R engine.
2.14 PROPELLER Upon activation of PROP OVSP test switch, engine parameters TRQ, ITT,
OVERSPEED Ng, F/F and PROP RPM should start to cycle. PROP RPM should drop to
GOVERNOR approx. 970 and then oscillate up to approx. 996 RPM (test threshold
TEST speed).
The torque motor is electrically locked out by a switch in the propeller over-
speed governor, thereby momentarily disabling the bottoming governor func-
tion.
When PROP RPM decreases below 996, the overspeed governor no longer
functions in the overspeed mode and the torque motor and bottoming gover-
nor function is reactivated, therefore ITT and F/F will cycle with an increas-
ing amplitude. When the test switch is activated, Ng should start to drop. If
Ng does not change the bottoming governor disabling switch may not have
opened. Ng and PROP RPM drop may be marginal to observe and may dif-
fer from engine to engine.
(Cont’d)
17.2
PAGE 26
Jun 01/16

POWER PLANT
Operation
(Cont’d)
If there is no noticeable response during the test, check Ng and retard PL
slightly into REV until Ng increases approx. 4% (delta Ng). Then perform the
test with PL in this position rather than GND IDLE. No change in parameters
indicates failure in the propeller overspeed switch/circuit and/or the propeller
overspeed governor.
After engine start:
1. CL’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MIN−MAX
2. PL’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
3. PROP OVSP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . L/R
−Check PROP RPM and Ng to drop and start cycle. After the first cycling,
release switch and check engine parameters to stabilize at initial value. If
switch is continuously held, high ITT will result.
2.15 POWER FLUC- Even if the procedures for activation of the engine anti−ice system has been
TUATIONS followed, power fluctuation(s) may occur during the time the system is acti-
vated or shortly after the system is deactivated. This is caused by snow ac-
cumulated in the birdcatcher and ingested into the engine causing a mo-
mentary power drop.
Power fluctuation occurs primarily at altitude >10 000 feet and at tempera-
tures between ISA and ISA+20. Repeated fluctuations may occur. A power
fluctuation is recognized as a momentarily drop in engine indications, with
consequently slight yaw. In some cases flames might be seen in the exhaust
pipe followed by a bang. All parameters recover in 1−4 seconds. If the auto-
ignition is activated, a L(R) IGN light will come on for approx. 7 seconds.
Power fluctuation(s) should not be considered as abnormal engine behav-
ior, and no action is required by the crew. Should a bang and/or a flame be
noticed, it is recommended to inform the passengers about this “normal en-
gine characteristics”.
NOTE
Experience reveals that in most cases the autoignition system is an active part in
the power drop recovery process. Therefore, it is essential to test the autoignition
system.
17.2
PAGE 27
Jun 01/16

POWER PLANT
Operation
2.16 AUTO IGNITION −During the test the IGN lights should be on as long as the PLs are above
TEST (CIRCUIT FLT IDLE.
TEST)
−In bright sunlight, shade the Flight Status Panel to ensure that the lights
are visible when illuminated.
−If an ignition light fails to illuminate the auto−ignition system is to be con-
sidered inoperative.
1. Select batteries ON (external power ON or OFF).
2. Check IGN switches in NORM position.
3. Advance PLs above FLT IDLE and check IGN lights to illuminate.
4. Retard PLs to GND IDLE.
NOTE
The functions of the igniter plugs, ignition exciters and alternator are automatically
checked during engine start. When combined with the circuit test above this will
provide a full function check of the auto−ignition system.
17.2
PAGE 28
Jun 01/16

POWER PLANT
Operation

3.1 GENERAL In all cases when a power plant behavior and/or cockpit indication differ from
normal, when practical:
−Push FDR EVENT button;
−Record indicated parameters and duration above or below limit;
−Notify maintenance;
−Consider FDR securing and removal.
CAUTION
PRIOR TO SHUTTING DOWN OR SWITCHING OFF VITAL ITEMS LIKE EN-
GINE, FUEL, GENERATORS ETC THE APPROPRIATE LEVER, HANDLE OR
SWITCH SHALL BE VERIFIED BY BOTH PILOTS.
NOTE
UNLESS OTHERWISE INDICATED IN THE PROCEDURES, MANIPULATION
OF LEVERS, SWITCHES ETC REFERS TO THE AFFECTED ENGINE AND/OR
SYSTEM.
NOTE
It is recommended that training includes at least the two below mentioned essen-
tial engine securing procedures to be performed as memory items:
1. Engine shut down
2. Torque motor lockout.
3.2 DISCONTINUED If an abnormal condition develops during engine start, necessitating aborting
ENGINE START the start, the following procedure applies.
If the specific malfunction requires a different abort procedure, this will be
covered in Section 23.
1. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
−This action will shut off the fuel to the engine and cut out the starter and
ignition.
2. Check engine deceleration.
(Cont’d)
17.2
PAGE 29
Jun 01/16

POWER PLANT
Operation
(Cont’d)
If no fuel was indicated.
If fuel was admitted to the engine.
3. Motor the engine. (Proc. 3.3.)
3.3 MOTORING/ GENERAL

MOTORING-
START The reason for motoring might be:
(A Motoring
−High ITT indications before start;
Start procedure
is to be consid-  motor to below 175 C.
ered as a NOR- −Engine start in tailwind;
MAL PROCE-
 motor to above 20% ng.
DURE and is
used frequently −External power source is suspect;
at short−turn
 motor to above 20% ng.
arounds)
−High ITT after discontinued start;
 motor to below 175 C.
−Engine is wet (Ng above 8%) after discontinued start;
 motor at least 10 seconds.
−Evidence of combustion after shut down (in flight or on ground) i.e. ITT
does not decrease or rises above 540 C;
−Engine shut down on ground from high power (Ng above 90%);
1. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
2. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
−Engine will not motor without IGN switched OFF.
3. START switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN TO
AFFECTED
ENGINE AND HOLD
−Check ENG RPM for proper engine rotation (min 20% Ng).
(Cont’d)
17.2
PAGE 30
Jun 01/16

POWER PLANT
Operation
(Cont’d)
NOTE
If motoring on external power and the GPU voltage drops off line, the EXT PWR
switch will not flip to OFF as long as the start switch is held. The motoring will not
continue on battery power. The batteries will be connected once the start switch is
released.
When motoring completed
4. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Motoring Start procedure
1. Perform items 1 − 3 above.
−Check ITT below 175 C and Ng above 20%.
CAUTION
Turn IGN switch to NORM within 2 seconds after CL is moved to START. If not,
retard CL to FUEL OFF and motor engine.
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
3. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
4. START switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
−Release after a positive rise in Ng.
5. Check engine parameters.
3.4 POWER LOSS

INDICATIONS, NOTE
AUTOCOAR- Mod No 1491 Propeller−provision for autocoarsening switcher unit. (High/LOW−
SEN system. See AOM 17.1.)
SYSTEM,
PROPELLER INDICATIONS GENERAL
CHARAC− −TRQ is the primary indication for the entire power plant (gas generator
TERISTICS turbine and propeller) operation.
−ITT and Ng indicate the condition of the gas generator turbine where ITT
is the most critical of the variables and should be closely observed.
−PROP RPM is the primary indication of the propeller.
1. Cockpit indications in case of power loss.

−TRQ will decrease.
(Cont’d)
17.2
PAGE 31
Jun 01/16

POWER PLANT
Operation
(Cont’d)
−ITT and Ng will decrease if flameout. Other failures may create different
indications.
−Ignition Light may come on.
−PROP RPM will decrease if autocoarsen occurs, otherwise PROP RPM
remains about 1200−1384 depending on aircraft speed.
−When propeller autocoarsens the Flight Status Panel AUTOCOARSEN
ARM light goes out.
−When engine (Ng) has spooled down to about 28% the ECU is no longer
powered and all signals from the ECU for TRQ − and PROP RPM − in-
dications will be zero.
2. Autocoarsen propeller characteristics.
−When a propeller autocoarsens the propeller pitch changes to approx. 55

and the PROP RPM will start cycling below 60 to about 600 RPM. One
cycle takes about 20 seconds.
−The variation in PROP RPM causes negligible variation in drag corre-
sponding to less than 30 ft/min rate of climb variation.
−The cycling RPM given above (60−600) are real RPM whilst cockpit PROP
RPM indication depends on the nature of the failure. The indication will be
zero if engine (Ng) spools down to about 25%.
−The cycling can be heard in the cockpit.
NOTE
With two good engines operating normally a momentary autocoarsen (autofeath-
er) system activation may occur during power application when power on one en-
gine is applied from low to high power setting. The activation may occur if P3 is
still <120 psi when the PL reaches w 64 degree PLA. Certain conditions such as
low atmospheric pressure, low airspeed and high temperature may cause all nec-
essary parameters to be fulfilled. The activation will cause a momentary PRPM
drop and then an overswing. At further PL advancement Ng and P3 will increase,
the coarsened propeller will quickly generate more torque and the autocoarsen
signal is cancelled. With the PL stationary at or slightly above 64 degree PLA a
continuous activation and deactivation may occur causing PRPM and TRQ to
vary continuously. Further PL advancement will deactivate the system.
3. Propeller drag.
Influence on performance of a feathered or wind−milling propeller versus a
coarsened propeller. Numbers are approximative at normal takeoff and land-
ing speeds and are given as increase of grossweight and decrease in rate of
climb versus a coarsened propeller.
(Cont’d)
17.2
PAGE 32
Jun 01/16

POWER PLANT
Operation
(Cont’d)
Propeller lb (kg) (ft/min)
Coarsened 0 0 0
Feathered + 300 (140) − 20
Windmilling + 6000 (2700) − 500
NOTE
The above referenced performance penalties are not intended to be used for dis-
patch with an inoperative autocoarsen system. Refer to applicable AFM supple-
ment for operation with autocoarsen inoperative.
WARNING
An unfeathered propeller of an engine with the PL at FLT IDLE and CL in MAX
will produce more drag than a feathered propeller with the CL in FUEL OFF. The
drag difference is considerable and varies with speed, increasing with speed re-
duction down to approx. 100 KIAS. Further speed reduction will decrease the
drag difference.
NOTE
OEI performance is based on a feathered propeller with CL in FUEL OFF.
NOTE
A windmilling uncoarsened propeller rotates at a ”steady” RPM (1200−1384) de-
pending on aircraft speed and results in a substantial yawing moment.
3.5 POWER PLANT COCKPIT INDICATIONS

FAILURE,
SEVERE DAM- Unusual engine noise or vibrations with abnormal and/or inconsistent power
AGE OR plant indications with or without yaw.
SEPARATION, General cautions and notes
ENGINE FLAME
OUT For shut down procedures, see ABNORMAL and EMERGENCY checklists.
(ENGINE FIRE NOTE

and In case of power loss in go−around or during takeoff when the decision is to con-
TAILPIPE HOT, tinue the takeoff, it is recommended to shut down engine (thereby feathering the
see 7.2. Fire prop) after the 3rd (acceleration) segment. However, there may be circumstances
protection.) where an engine shutdown at an earlier stage could prevent increased drag or
further damage e.g. propeller overspeed failure to autocoarsen, engine fire, power
plant severe damage or separation etc.
(Cont’d)
17.2
PAGE 33
Jun 01/16

POWER PLANT
Operation
(Cont’d)
CAUTION
Applicable for a/c without Mod No 1491 installed
With AUTOCOARS ARM light off during approach or landing, retard CL (affected
engine) to FUEL OFF immediately.
CAUTION
Following an engine failure, if an autocoarsen has not occurred, an abrupt PL re-
tardation may cause severe yaw due to propeller windmilling drag. Be prepared to
move CL of the failed engine to FUEL OFF immediately.
NOTE
If an immediate shut down is required, CL may be moved directly to FUEL OFF
prior to retarding PL. Moving CL directly to FUEL OFF is essential especially if
engine is still producing power. Any pause in the FEATHER range may cause an
overtorque.
NOTE
− Increase power on the good engine if reduced power takeoff.
WARNING
Applicable for a/c With autocoarsen system on;
without Mod No 1491.
To assure and maintain autocoarsen function, do not retard any Power Lever be-
low the set takeoff power position until shutting down the engine.
NOTE
A feathered propeller may rotate slowly depending on speed and sideslip.
3.6 ENGINE INDICATIONS

FLAMEOUT
−Loss of torque.
−Rapid decrease of ITT.
−Ignition light on.
ACTIONS
1. If the engine does not relight automatically, shut down engine. Check that
the fuel system is correctly set and that fuel is available to the engine.
CAUTION
Do not attempt a restart if engine damage is suspected.
If no malfunction or no abnormal operation was observed before the

flameout, the engine may be restarted.
(Cont’d)
17.2
PAGE 34
Jun 01/16

POWER PLANT
Operation
(Cont’d)
PROBABLE CAUSE
−Interrupted fuel supply.
−Engine fuel system problem,.
−Excessive Ice/slush ingestion into the engine without autoignition avail-
able.
AUTOMATIC RELIGHT
−Should an engine flameout occur and then automatically relight; the en-
gine parameters will return to normal or approximately normal indications
within 1−4 seconds depending on the flameout characteristics.
3.7 UNUSUAL High pitched, whining sound from an engine, sound changes (level and fre-
ENGINE NOISE quency) with engine power changes may be caused by a damaged com-
pressor.
ACTIONS
−Reduce power and monitor engine instruments.
3.8 OPERATION IN GENERAL

TORQUE
−Except for CTOT/APR operation during takeoff and go−around, the torque
MOTOR
motor affects operation on ground only.
LOCKOUT
−Some abnormal procedures call for the torque motor to be locked out. The
purpose is to prevent engine electrical control failures from causing actual
uncommanded power plant response.
−When procedures call for torque motor to be locked out, prompt action
should be taken.
−After the torque motor has been locked out:
 the bottoming governor function is disabled;
 the CTOT/APR function is not available;
 the reverse power is poor;
 the torque motor can not be reset without shutting down the engine by mov-
ing CL to FUEL OFF.
−Subsequently also some other systems are affected and special consider-
ations have to be taken:
 the AC generators will go off line during ground operation, thereby affecting
the ice protection system, however, when on ground only;
(Cont’d)
17.2
PAGE 35
Jun 01/16

POWER PLANT
Operation
(Cont’d)
 if the a/c has to be dispatched with torque motor locked out, both torque
motors must be locked out and the a/c must be operated according to
CTOT inoperative procedures/performance;
 if only one engine has the torque motor locked out, asymmetric and re-
duced reverse power will be obtained with PL’s at the same position. Lock-
ing out both torque motors restores the ability to obtain symmetric reverse
although the reverse thrust is poor. If one torque motor has to be locked out
when airborne consider also to lock out the other torque motor.
NOTE
With torque motors locked out, positioning PLs at GND IDLE after touch down
gives a retardation equal to 50% of max. reverse thrust during landing roll and
gives more retardation than positioning PLs into REV. At low speed (taxiing) the
situation is the opposite, however, to slow down from taxi speed to a stop, by use
of reverse only, will take a long distance.
−To lock out the torque motor:
CAUTION
Keeping Condition Lever in T/M position will cause fuel to be vented overboard.
1. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/M then SET

−Move CL to MAX, then lift up and push hard into T/M, then pull back to
approx. half between MAX−MIN, then set desired PRPM.
−This will mechanically lock out the torque motor. Pulling CL to approx. half
between MAX−MIN will ensure closing of the vapor vent valve.
3.9 STARTER/ INDICATIONS

GENERATOR
Abnormal indications after engine start:
(S/G) SPEED-
SENSOR SIG- −No BUS TIE CONN light;
NAL FAILURE −No overhead caution lights and no CWP amber lights.
During the starting cycle non−essential cautions (overhead and CWP amber
alerts) are inhibited. The Warning Annunciator System (WAS) reverts to the
T/O INH mode due to loss of power on L/R ESS Busses caused by the
Starter Relay being energized until a 55% Ng speed sensor signal de−ener-
gizes the Starter Relay and the WAS reverts back to the GND OP mode.
If for any reason the speed sensor signal fails the S/G will remain in the
starter mode and after the start−up no BUS TIE CONN light and no over-
head and CWP cautions will come on.
(Cont’d)
17.2
PAGE 36
Jun 01/16

POWER PLANT
Operation
(Cont’d)
The following busses are the only busses available during engine start (on
ground and airborne):
−L/R Battery Busses;
−Emergency Bus;
−Emergency Avionic Bus;
−L/R AVION Start Busses (only at GPU or generator cross−over start);
−L/R Main Start Busses (only at GPU or generator cross−over start).
ACTIONS
On ground:
−Refer to MEL.
Airborne:
−Apply STARTER DOES NOT DISENGAGE procedure A63
3.10 ENGINE During engine restart in flight PL should be placed in FLT IDLE position.
RESTART IN
FLIGHT
WARNING
It is prohibited to move PL below FLT IDLE when airborne.
During engine start on ground, PL is placed into GND IDLE position. Due to the
fact that this is the ”normal start position”, there is a possibility, by habit, to move
PL to this wrong position also during an engine restart in flight.
If PL is moved below FLT IDLE there will be no control of the propeller speed with
consequential extremely high drag and uncontrolled flight.
3.11 TORQUE INDICATIONS

STICKING
−Torque indication remains at the last power setting when Power Lever is
moved.
−Engine responds normally as indicated by change in ITT, Ng and Fuel
Flow.
−Usually this occurs after a prolonged period of time at constant power set-
ting.
(Cont’d)
17.2
PAGE 37
Jun 01/16

POWER PLANT
Operation
(Cont’d)
PROBABLE CAUSE
−”Cocked” oil build−up between the power turbine and the internal torque
reference shaft in the area of the torque reference shaft’s rear snubbers.
ACTIONS
If ”torque stiction” occurs while retarding power levers, to minimize the dura-
tion of the stiction, retard the affected power lever toward FLIGHT IDLE and
pause. Experience indicates that the torque indication will unstick and will
indicate the actual torque after a few minutes of operation at the new lower
power setting. When the actual torque is indicated, or as conditions dictate,
return the power lever to match the other engine.
If ”torque stiction” occurs on a forward movement of the power levers, match
the power levers and maintain the expected ITT difference between the two
engines. Experience has shown that the indication will return to the actual
reading within a few minutes.
3.12 FI STOP CAUSE

FI STOP and/or −FI STOP (blue) light will illuminate until wheel spin down <9 kts, should the
FI OPEN light landing gear not be retracted. The spin down may take up to 90 seconds.
illuminate in
−FI STOP (amber) light indicates an electrical or mechanical failure or the
flight
override function has been activated.
ACTIONS
−Crew awareness. Stop is open.
3.13 FI STOP INDICATION

Emergency −Unable to move PLs below Flight Idle after touch down.
Override
ACTIONS
Function
−Pull FI STOP OVRD knob.
3.14 FI STOP −In case of RH BAT BUS power loss, pull FI STOP OVRD knob after touch
down.
Electrical
failures −In case of any other RH MAIN or ESS BUS failure, be prepared to pull FI
STOP OVRD knob after touch down.
17.2
PAGE 38
Jun 01/16
Aircraft Operations Manual WATER AND WASTE
CONTENTS
Water and Waste

18.1 Description
18.2 Operation − not applicable
18 −CONTENTS
PAGE 1
Sep 30/15
18 −CONTENTS
PAGE 2
Sep 30/15

Description
1. GENERAL heated wash basin water normal temperature is

40+ 10C. An overtemp protection cuts off at 70
The aircraft interior differs from operator to operator
C.
and the equipment presented in this section shows
only a few of the available options. Only galley and The lavatory is provided with a smoke detector con-
lavatory are reflected. nected to the aircraft warning system. The trash bin
is fitted with an automatic fire extinguisher. A tem-
2. MAIN COMPONENTS AND SUBSYSTEMS perature detector in the trash bin will trigg the extin-
guisher, should the temperature increase abnormal-
2.1 Galley (Fig. 1 and Fig. 2) ly. The extinguisher agent is Halon 1211.
There can be a LH and/or a RH galley differently
2.3 Servicing
equipped all in according to the operator. The gal-
leys can be provided with an illuminated work area Aft lavatory
also containing a waste bin. Hot Liquid can be sup-
Emptying the trash bin and water tank refill (if the
plied by either a coffee/ /tea brewer or hot jug con-
optional wash basin is installed) is done from the
tainers. Ice can be stored in the ice chest. A large
cargo compartment through access doors in the
assortment of easily accessible drawers and
lavatory wall. External toilet servicing is carried out
compartments offer storage facilities for many ar-
through a service panel on the right side of the aft
ticles. All doors have a secure locking mechanism.
fuselage.
The service trolley can also be stored in a galley.
Forward lavatory
The F/A seat is of the automatic fold−up type and is
mounted on the aft wall off the LH galley. Trash bin and water service of the forward lavatory
is carried out from inside the aircraft.
A number of options are available, like oven, exter-
nal portable water service panel, dual service trol- Toilet servicing is carried out either through a ser-
leys and boarding music player. vice panel on the right side of the forward fuselage
or from inside the aircraft, depending on which op-
2.2 Lavatory (Fig. 1 and Fig. 3) tion is installed.
The lavatory is located in the aft section of the air- 2.4 Optional external water service
craft. As an option the alternate location for the lav-
atory is in the right side of the forward part of the As an option, refill of the galley potable water and
aircraft, opposite the avionics rack. wash basin water tank can be carried out through
an external water service panel. Location of the
The standard lavatory is equipped with a toilet as-
panel is on the forward right side of the fuselage.
sembly, a trash bin, drawers, passenger service
unit, signs and placards. An optional wash basin Refill of the water tank for the aft lavatory wash ba-
with a heated water tank is available. sin can be carried out through an optional external
water service panel. Location of the panel is on the
Toilet tank capacity is 8.7 gallons (22 liters) and
aft right side of the fuselage.
chemical precharge should be 2 ounces (60 grams)
mixed with water to a volume of 1.7 gallons (6.5). If NOTE
the optional wash basin is installed, the heated wa-
If the aircraft is parked in sub−zero temperatures
ter tank for this has a capacity of 2 gallons
the galley and wash basin tanks should be
(7.5 liters).
drained.
The wash basin water drains into the toilet tank, so
2 gallons of space should be allowed for. The
18.1
PAGE 1
Sep 30/15

Description
3. ILLUSTRATIONS
A AIRCRAFT WITH AFT LAVATORY

RH GALLEY LAVATORY
AVIONICS RACK FLIGHT ATTENDANT SEAT
LH GALLEY
B AIRCRAFT WITH FORWARD LAVATORY

LAVATORY RH GALLEY
AVIONICS RACK FLIGHT ATTENDANT SEAT
LH GALLEY
A26705
Fig. 1 Galley and Lavatory location
18.1
PAGE 2
Sep 30/15

Description
A26706
Fig. 2 Left and right hand galley
18.1
PAGE 3
Sep 30/15

Description
18.1
PAGE 4
Sep 30/15

Description
A26707
Fig. 3 Forward or aft located lavatory
18.1
PAGE 5
Sep 30/15

Description
18.1
PAGE 6
Sep 30/15

Description
Water refill panel
ALTERNATIVE LOCATION
Aft Lavatory service panel

A14827
Fig. 4 Lavatory and water service panels
18.1
PAGE 7
Sep 30/15

Description
L Galley light, liquid heater and F/A seat heater UTILITY BUS F−28 L GALLEY
Lavatory flush and light . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M−27 TOILET & LIGHT
RH galley control . . . . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS M−26 CONTROL
Lavatory water heater (if installed) . . . . . . . . . . . . UTILITY BUS M−28 WATER HEATER
Galley fan, light and liquid heater . . . . . . . . . . . . . UTILITY BUS M−25 FAN & LT
Galley hot jugs heating . . . . . . . . . . . . . . . . . . . . . . L GEN BUS115 VAT K−22 PWR A
−”− ...................................... −”− K−23 PWR Ø B
−”− ...................................... −”− K−24 PWR Ø C
18.1
PAGE 8
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS
CONTENTS
Warning Annunciator System
19/1.0 Highlights
19/1.1 Description
19/1.2 Operation
Ground Proximity Warning System (GPWS)

19/2.1 Description
19/2.2 Operation
Overspeed warning

19/3.1 Description
19/3.2 Operation
Stall warning
19/4.0 Highlights
19/4.1 Description
19/4.2 Operation
ACAS/TCAS with TA/MFD

19/5.1 Description
19/5.2 Operation
ACAS/TCAS with TA/RA/VSI

19/6.1 Description
19/6.2 Operation
Terrain Awareness and Warning System (TAWS)

19/7.1 Description
19/7.2 Operation
19 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS
19 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual WARNINGS ANNUNCIATOR SYSTEM

Highlights

0.1 REDUCTION OF NUISANCE ALERTS
Without Mod No 1520:

− Nuisance Master warning and Master caution will
come on when EXT PWR or L/R BAT are
switched ON.
− Nuisance L/R ENG OIL PRESS warnings will
come on when operating condition levers from
MIN position to feather. Nuisance L/R ENG OIL
PRESS warnings will also come on at engine
shut−down.
− Nuisance L/R INTAKE and L/R AIR VALVE
cautions will come on when switching OFF the
respective system.
− Nuisance TIME caution may come on at normal
operation of Wing and Stabilizer de−ice system.
− Nuisance PROP BRAKE warning may come on
at normal operation of Prop Brake system.
− Nuisance AVIONICS VENT caution will come on
when ESS and L/R AVION are switched OFF.
− Nuisance EMER LTS UNARMED caution will
come on when EMER LIGHT is switched OFF.
− Nuisance GUST LOCK caution may come on at
normal operation of Gust Lock.
− Altitude alert and Overspeed and alert sound
levels are not increased by 10 dB respectively
4 dB, which means a lower alert sound.
19/1.0
PAGE 1
Sep 30/15
Aircraft Operations Manual WARNINGS ANNUNCIATOR SYSTEM

Highlights
19/1.0
PAGE 2
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM

Description
1. GENERAL the triple chime alert can be turned off and the
system reset by pressing either Master warning
The Warning Annunciator System (WAS) monitors
buttonlight. After resetting, the system is re−armed
various parameters in the aircraft and triggers
and will respond again to any subsequent malfunc-
appropriate warnings and cautions when certain
tion. The annunciator lights on the central warning
combinations of parameter values exceeds the
panel will remain on until the fault is corrected. The
warnings and cautions thresholds. Both visual (red
warnings not announced through the Warning
and amber lights) and aural alerts (chime and
Annunciator System are reset through the associ-
specific alerts) are used.
ated system (AP disconnect) or can not be reset at
WARNINGS AND CAUTIONS all (Stall warning and Overspeed warning).
VISUAL AURAL 2.2 Master caution

Immediate Specific aural tones The master caution light on the glareshield panel
RED RED action and triple chimes.
and the single chime will come on whenever one or
Required.
more of the amber caution annunciator lights on the
Corrective Specific aural tones central warning panel comes on due to a aircraft
AMBER action or and single chimes. system malfunction. The master caution lights and
close the single chime alert can be turned off and the
attention. system reset by pressing either Master caution
buttonlight. System function and operation is the
2. MAIN COMPONENTS AND SUBSYSTEMS same as described above for the Master Warning.
The warning electronic unit receives advisory input 2.3 Central warning panel
signals from various aircraft sensors. The signals
are compared with fixed thresholds and if exceeded The top half of the lights on the central warning
the circuitry will enable Master warning, Master panel contains red warning annunciator lights. Eight
caution or other alerts to come on. Master warnings of these are recorded by the flight data recorder
and Master cautions are indicated by associated (Fig. 2). The lights at the bottom half are amber
lights on the glareshield panel in front of each pilot caution annunciator lights. Some caution lights
and on the Central warning panel. (CWP). The include an arrow pointing in the direction where the
annunciator lights on the CWP are associated with indicators and the controls for the particular system
respective systems warning and caution lights are located.
located on respective systems control panel. There
2.4 Takeoff inhibit
are also indicators on EFIS related to the CWP
(AVIONICS light). If an aircraft system malfunc- The Takeoff inhibit mode is only for use during
tions, the respective system warning/caution light takeoff and is selected prior to takeoff. By pushing
will come on flashing together with the associated the takeoff inhibit button (T/O INH) located on the
CWP light, Master warning/Master caution and center instrument panel, non−essential warnings,
single/triple chime. When the malfunction is identi- not needed during the takeoff phases, are inhibited
fied the system can be reset by pressing either (suppressed). An integral light in the takeoff inhibit
Master warning/Master caution buttonlight and the button will confirm the selection. Pressing the
lights will stop flashing and the chimes will cease. takeoff inhibit button a second time will reset the
system and extinguish the light. Automatic reset will
2.1 Master warning occur when the landing gear is retracted or when
The master warning lights on the glareshield panel Ground Operation is selected. If any of the
and the triple chime will come on whenever one or suppressed warnings and cautions are received by
more of the red warning annunciator lights on the the warning electronic unit during Takeoff inhibit
central warning panel comes on due to an aircraft mode they will subsequently come on together with
system malfunction. The master warning lights and
19/1.1
PAGE 1
Sep 30/15

Description
aural alert when Takeoff inhibit mode becomes 7. Master caution Single chime
reset.
8. Overspeed warning Continuous horn
2.5 Ground Operation
Whenever, two special alerts are initiated simulta-
The Ground operation mode is only available on neously, the higher priority alert sounds while the
ground and will when selected minimize the other is dormant. When the higher priority alert is
nuisance effect of various cautionary alerts for cleared or reset, the lower priority alert will sound. If
ground handling and prior to takeoff. Ground opera- a special alert is initiated simultaneously with a
tion mode will inhibit all aural cautionary alerts and Master alert, both will sound.
also inhibit the master caution lights except for
those alerts listed in Table 1. Remaining cautionary NOTE
visual alerts will only appear on the CWP in steady
The aural alerts, except altitude alert, will be re-
(reset) state. This push button is located on the
peated every 5 seconds until reset or corrective
center instrument panel directly below the Takeoff
action is taken.
inhibit push button. An integral light in the GND OP
push button will confirm the selection. Pressing the
GND OP push button a second time will reset the 2.7 Bright/Dim
system and extinguish the light. Automatic reset will The ANNUN BRIGHT/DIM switch on the overhead
occur when landing gear is retracted or when panel controls the brightness of the annunciator
Takeoff inhibit is selected. Ground operation mode lights, both on the overhead panel and on the
will also come on automatically after landing. During central warning panel. All annunciator lights are
engine start the Warning System reverts from GND affected except: The ground status panel lights,
OP to T/O INH and back to GND OP due to power GPWS lights, LAMPS, FLAPS, AIR DATA, EMER
change from L/R ESS BUS to EMER BUS. The PWR and EXT PWR ON.
power change is controlled by the start relay and
the speed sensor (55% Ng). Initially, the warning/caution lights will always come
on bright, flashing, irrespective of bright/dim selec-
2.6 Aural alerts tion. After reset (MASTER WARNING/MASTER
CAUTION pushed), the light on the central warning
The aural alert is divided into two general catego-
panel will revert to steady state, bright or dim
ries:
depending on the ANNUN BRIGHT/DIM selection.
− Master warnings (triple chime).
− Master cautions (single chime). 2.8 Lamp test
Warning always take priority over the cautions. In Test of the upper and lower lights can be selected
addition to general alerts there are a number of by the LAMPS UPR/LWR test switch on the
special alerts which together with Master warnings overhead panel. UPR will activate all annunciator
and Master cautions are arranged in the following lights on the overhead panel together with the
priority order: single chime aural alert. LWR will activate all the
annunciator lights on the glareshield and on the
Alert Sound flight instrument panel together with triple chime
1. Stall warning Clacker aural alert. AUTO COARSEN switch must be ON
2. AP disconnect Cavalry charge for lamp test of AUTOCOARSEN ARMED light.
DRIVE XFR lights are not affected by the lamp test.
3. Engine fire Firebell
4. Configuration Intermittent horn The annunciator lights (texts) on the central warning
panel and the overhead panel are unreadable when
5. Master warning Triple chime
not lit. To verify that all light bulbs (two in each light)
6. Altitude alert C−chord are functioning properly, the test is sequenced so
19/1.1
PAGE 2
Sep 30/15

Description
that individual bulbs are lit alternately. Any gap in

the normal flash rate indicates a faulty bulb.
2.9 Failure monitoring
The warning annunciator system includes an exten-

sive Built In Test Equipment (BITE). Any internal
WEU malfunction, detected by BITE, will cause the
WEU status light located above the lamp test switch
on the overhead panel to come on. The system is
still operative but there is a decrease in system
redundancy. The light also comes on during lamp
test.
19/1.1
PAGE 3
Sep 30/15

Description
CENTRAL WARNING PANEL
VISUAL WARNINGS AND CAUTIONS
MASTER MASTER T/O

CAUTION WARNING INH
LAMPS
UPR
LWR
GND
OP ANNUN
OVERHEAD BRIGHT
PANEL
LIGHTS
DIM
L GEN
Flight recorder Warning electronic Remote electronic

system unit unit
Recorded warnings Aircraft sensor signals Aural activation signals
C0758
Fig. 1 Warning annunciator system − schematic
19/1.1
PAGE 4
Sep 30/15

Description
GND OP T/O INH

(Ground Operation) (Takeoff inhibit)
The Ground Operation mode will inhibit all aural The Takeoff Inhibit mode inhibits all warnings and
cautions and master caution lights except for those cautions except those listed in Table 2:
listed in Table 1:
Table 2 List of Takeoff Inhibit mode warnings and
Table 1 List of Ground Operation mode warnings cautions
and cautions
− ENGINE FIRE (L/R)
− L/R BLEED FAULT
− CONFIG
− L/R BLEED AIR LEAK
− PROP BRAKE
− L/R DUCT OV TEMP
− SMOKE (cargo, avionic, lavatory)
− L/R GEN OV TEMP
− TAILPIPE HOT (L/R)
− L/R BAT HOT
− OIL PRESS (L/R)
− NO BAT START1)
− STALL WARNING
− L/R FUEL LOW TEMP
− PARK BRAKE
− L/R CHIP DET
− GUST LOCK
− L/R FUEL FILTER
− CABIN PRESS
− DE−ICE OV TEMP
− AUTO COARSEN
− TIMER
− ANTI−SKID INOP
− L/R FIRE DET FAIL
− FLAPS
− OXYGEN PRESS
− GUST LOCK
− PITCH TRIM
− ALT ALERT
− HYDRAULIC (only mod no. 1783 embodied)
− OVERSPEED WARN
1) The NO BAT START caution will not generate
an aural caution or a master caution light. The
amber caution light “NO BAT START” is
however not inhibited in the ground operation
mode.
19/1.1
PAGE 5
Sep 30/15

Description

A
A B C D
Warning lights 1 L ENG AVIONIC LAV R ENG 1
recorded by FIRE SMOKE SMOKE FIRE
the Flight Data 2 L ENG CARGO CABIN R ENG 2
OIL PRESS SMOKE PRESS OIL PRESS RED
Recorder Warning annunciator lights
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
COARSEN TRIM LIMIT
6 L FIRE R FIRE 6
FUEL ELEC
DET FAIL DET FAIL
7 ICE 7
PROT
ENGINE FLAPS AIRCOND AMBER
8 PARK EMER LTS 8
Caution annunciator lights
HYDR OXYGEN
BRK ON UNARMED
AVIONICS
INOP VENT
C0704
Fig. 2 Central warning panel − annunciator lights
19/1.1
PAGE 6
Sep 30/15

Description
MASTER MASTER
CAUTION WARNING
MASTER CAUTION buttonlight (amber). MASTER WARNING buttonlight (red).

Comes on flashing together with single chimes Comes on flashing together with triple chimes
whenever an amber caution annunciator light whenever a red warning annunciator light
comes on. comes on.
TAKEOFF INHIBIT buttonlight (blue).

T/O − Only for use during takeoff.
INH
− When selected, non−essential warnings and
cautions not needed during the takeoff
phase are inhibited.
− Automatic reset when Ground operation is
GND
OP selected or if T/O INH pressed a second
time.
− Automatic reset after takeoff when landing
gear is retracted.
GROUND OPERATION buttonlight (green).

− Selectable on ground only.
− When selected the single chimes aural alert
of non−essential cautions are inhibited and
the lights only comes on as steady.
− Ground operation comes on automatically
when power is switched on.
− Automatic reset when takeoff inhibit is selec-
ted or if GND OP pressed a second time.
− Automatic reset after takeoff when land-
inggear is retracted.
− After landing, Ground operation mode
C0757 comes on automatically.
Fig. 3 Master/Caution/Warning and warning system mode lights
19/1.1
PAGE 7
Sep 30/15

Description
B A A TEST PANEL
TEST 1
BLD LEAK 1 STALL 2
L R
+
ACC
LAMPS FLAPS FUEL FIRE SHORT
UPR L R
LWR
AUTOCOARS FIRE SMOKE
L R L R
LAMPS UPR/LWR test switch. RST

UPR − Tests the upper annunciator lights
single chime aural alert.
LWR − Tests the annunciator lights on the WEU status light (white).
glareshield and flight instrument Comes onto indicate a failure has been detected
panels together with the triple causing loss of redundancy in the warning annunciator
chime aural alert. system.
B INTERNAL LIGHT PANEL

INT LIGHT
DOME
ON
PANEL
OFF
ANNUN
BRIGHT
DIM
ANNUN BRIGHT/DIM switch.

Switch controls the brightness of the annunciator
lights.
C0756
Fig. 4 Test switch, Bright/Dim switch and Failure monitoring light
19/1.1
PAGE 8
Sep 30/15

Description
Normal power
Warning Annunciator System Channel 1 . . . . . . . L ESS BUS E−6 WARN SYST CHAN1
Warning Annunciator System Channel 2 . . . . . . . R ESS BUS L−5 WARN SYST CHAN2
Warning Annunciator System . . . . . . . . . . . . . . . . L ESS BUS E−4 WARN SYST TEST BRT/DIM
Back up power
Warning Annunciator System . . . . . . . . . . . . . . . . EMER BUS E−5 WARN SYST BACK UP/PWR
19/1.1
PAGE 9
Sep 30/15

Description
19/1.1
PAGE 10
Sep 30/15

Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2.1 POWER UP 1. L BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. R BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. EXT PWR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− If available
The Warning Annunciator system is powered by L and R BAT switches or EXT
PWR switch. One nuisance Master caution may come on if R BAT is switched
on before L BAT switch.
2.2 PREFLIGHT 1. Failure monitoring light on TEST 1 panel . . . . . . . . . . CHECK

TEST
− Verify to be out.
2. LAMPS UPR/LWR test swtich . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD UPR
− Check the annunciator lights on overhead panel and single chime to come
on.
3. LAMPS UPR/LWR test switch . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD LWR
− Check the annunciator lights on glareshield and flight instrument panel to

come on together with triple chime.
2.3 OPERATION OF On ground

WARNING AN-
1. GND OP buttonlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NUNCIATOR
SYSTEM Prior to takeoff
2. T/O INH buttonligh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check buttonlight to be on.
− The takeoff inhibit mode will inhibit all non−essential warnings and cautions
during the takeoff phase.
After takeoff
3. T/O INH buttonlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LIGHT
OFF
− The takeoff inhibit mode is automatically reset at gear retraction.
19/1.2
PAGE 1
Sep 30/15

Operation
3.1 WEU STATUS INDICATIONS

LIGHT WEU status light on.
ACTIONS
1. See AOM 23, ABNORMAL PROCEDURES: WARNING SYSTEM
ABNORMALITIES.
3.2 TAKEOFF IN- INDICATIONS

HIBIT LIGHT Light in TAKEOFF INHIBIT button stays on after gear retraction.
STAYS ON
AFTER
TAKEOFF
NOTE
This procedure should also be applied if landing gear for some reason is left down
after takeoff.
ACTIONS
1. TAKEOFF INHIBIT button . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check light in button to go off indicating normal condition of warning annun-

ciator system.
19/1.2
PAGE 2
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, GPWS

Description
1. GENERAL warnings, the warnings are generated according to

the following priority:
The Ground Proximity Warning System (GPWS)
provides visual and unique aural warnings of inad- Priority Message Mode
vertent dangerous flight paths relative to ground.
1 WHOOP WHOOP PULL UP 1 and 2
Two versions are described, MK II and MK VII
(Mod. No. 2602). The GPWS processes radio alti- 2 TERRAIN, TERRAIN 2
tude, vertical speed, indicated airspeed, glideslope 3 TOO LOW TERRAIN 4A, 4B
deviation, landing gear and flap positions to deter- and 4C
mine if a dangerous situation is developing. 4 TOO LOW GEAR 4A
2. MAIN COMPONENTS AND SUBSYSTEMS 5 TOO LOW FLAPS 4B

6 SINK RATE 1
The GPWS computer monitors and processes the
7 DON’T SINK 3
inputs to determine which of 5 warning modes to be
activated and if warning envelopes are being pene- 8 GLIDESLOPE 5
trated. The computer uses a synthetic voice gener-
ator to create the aural warning messages. The The highest priority message is always provided. If
visual and aural warnings are generated as in the a higher priority warning occurs, the higher priority
table below. warning is immediately generated. When a warning
ceases, the message is completed before switching
If more than one warning mode envelope is pene- to a warning of lower priority.
trated at the same time requiring conflicting aural
Table 1 Visual and Aural Warnings
Mode Visual Warning Aural Warning
1 − Excessive sink rate TERRAIN lights − SINK RATE

− WHOOP WHOOP PULL UP
2 − Excessive Terrain closure TERRAIN lights − TERRAIN TERRAIN

rate − WHOOP WHOOP PULL UP
3 − Altitude loss after takeoff TERRAIN lights − DON’T SINK
4A − Terrain clearance (gear up) TERRAIN lights − TOO LOW TERRAIN

− TOO LOW GEAR
4B − Terrain clearance (gear TERRAIN lights − TOO LOW TERRAIN

down, flaps up) − TOO LOW FLAPS
4C − Minimum Terrain clearance TERRAIN lights − TOO LOW TERRAIN

during takeoff (With mod.
no. 2602)
5 − Inadvertent descent below BELOW G/S lights − GLIDESLOPE or

glideslope − GLIDESLOPE with increased
level
19/2.1
PAGE 1
Sep 30/15

Description
Radio altimeter Radio altitude Warning

Aural Warning
Annunciator
System
Vertical speed
Air data computer
Indicated airspeed
Glideslope deviation TERRAIN

GPWS Warning and test
computer
Flap position BELOW

Warning and inhibit G/S
INHIBIT
Landing gear position
GPWS
Override FLAP
OVRD
NORM
A11198
Fig. 1 GPWS − schematic
19/2.1
PAGE 2
Sep 30/15

Description
MODE 1 − EXCESSIVE BAROMETRIC SINK RATE

This mode warns for an excessive sink rate with TERRAIN lights come on flashing and the aural
respect to height above ground which has devel- warning ”SINK RATE” sounds and is repeated ev-
oped as a result of, for example, navigation error or ery 0.75 sec until corrective action is taken. If the
windshear during approach. descent rate is not corrected and the inner enve-
lope is penetrated, a harder aural warning
The mode has two warning envelopes that provides
”WHOOP−WHOOP PULL UP” sounds. The mode
warning of excessive rate of descent at a given alti-
is independent of aircraft configuration.
tude. On penetration of the outer envelope the
TERRAIN
”Sink rate”
TERRAIN
”Whoop whoop pull up”
A11197
Fig. 2 Excessive barometric sink rate−schematic
19/2.1
PAGE 3
Sep 30/15

Description
MODE 2A − EXCESSIVE TERRAIN CLOSURE RATE FLAPS UP

Mode 2A warning is generated if the aircraft closure is corrected. Even if the closure rate has been cor-
rate (radio altitude) is excessive against terrain with rected the terrain lights will remain illuminated until
respect to the height (radio altitude). When the the aircraft has gained 300 feet barometric altitude
warning envelope is penetrated the TERRAIN lights or in addition and with mod. no. 2602, until 45 sec
flashes and the aural warning “TERRAIN TER- have elapsed since the last warning.
RAIN” sounds. If the closure rate remains within the
The warning envelope is expanded by airspeed
warning envelope fore about one second the aural
(IAS) above 1650 ft RALT to provide the earliest
warning “ WHOOP WHOOP PULL UP” sounds.
possible warning.
This is repeated continuously until the closure rate
TERRAIN TERRAIN
”TERRAIN − TERRAIN” ”WHOOP WHOOP PULL UP”
Warning out
“TERRAIN” warning light on
A11199
Fig. 3 Excessive terrain closure rate − schematic
19/2.1
PAGE 4
Sep 30/15

Description
MODE 2B − EXCESSIVE TERRAIN CLOSURE RATE FLAPS IN LANDING CONFIGURATION

When the flaps are in the landing configuration, the is exited. Altitude gain is not required to silence the
GPWS switches to mode 2B and the warning enve- warning after leaving the warning boundary.
lope is modified.
With both gear and flaps in landing position the
When the envelope boundary conditions for mode ”WHOOP WHOOP PULL UP” warning is inhibited
2B is violated, the TERRAIN lights come on. The and only the ”TERRAIN TERRAIN” warning is activ-
”TERRAIN TERRAIN” followed by ”WHOOP ated.
WHOOP PULL UP” is repeated until the boundary
TERRAIN TERRAIN
”TERRAIN − TERRAIN” ”WHOOP WHOOP PULL UP”
Warning out
A28485
19/2.1
PAGE 5
Sep 30/15

Description
MODE 3 − LOSS OF ALTITUDE AFTER TAKEOFF

This mode warns for unintentional loss of altitude sounds and is repeated every 0.75 sec until the air-
after takeoff or go−around. The mode is enabled craft gains a positive climb again.
between 65 and 700 ft RALT (between 30 and
However, if loss of altitude occurs again within the
1500 ft with mod. no. 2602). On penetration of the
envelope, another warning will be generated based
envelope, the TERRAIN warning lights come on
on the lost altitude from the first warning.
flashing and the aural warning ”DON’T SINK”
TERRAIN
”DON’T SINK, DON’T SINK”
A11200
Fig. 5 Loss of altitude after takeoff − schematic
19/2.1
PAGE 6
Sep 30/15

Description
MODE 4A − INADVERTENT PROXIMITY TO TERRAIN WITH GEAR UP

This mode warns either for proximity to terrain out- mod. no. 2602), the TERRAIN lights come on flash-
side the approach area, or aircraft not being in landing and the aural warning ”TOO LOW TERRAIN”
ing configuration (gear down) during approach. sounds and is repeated every 0.75 sec until correc-
Mode 4A becomes enabled when the gear is not tive action is taken. At speeds below 175 KIAS
locked down and the radio altitude has decreased (190 KIAS with mod. no. 2602) and below 500 ft
below 1000 ft. At penetration of the envelope with RALT the aural warning will change to ”TOO LOW
speed below 225 KIAS (250 KIAS with GEAR”.
TERRAIN TERRAIN
”TOO LOW TERRAIN” ”TOO LOW GEAR”

Gear down and locked
cancels warning
Ex: KIAS <225 (250)

RALT <1000 ft
Gear UP
Flaps UP
Ex: KIAS <175 (190)
RALT <500 ft
Gear UP
Flaps UP
A11201
Fig. 6 Inadvertent proximity to terrain with gear up − schematic
19/2.1
PAGE 7
Sep 30/15

Description
MODE 4B − INADVERTENT PROXIMITY TO TERRAIN WITH GEAR DOWN AND FLAPS UP

This mode warns either for proximity to terrain out- RAIN” sounds and is repeated every 0.75 sec until
side the approach area or flaps not being in landing corrective action is taken. At speeds below
position during approach. The mode becomes en- 145 KIAS and below 200 ft RALT (159 KIAS and
abled when the gear is locked down and the flaps 245 ft with mod. no. 2602) the aural warning will be
are up between 50 and 1000 ft RALT (between 30 changed to ”TOO LOW FLAPS”. If landing without
and 1000 ft with mod. no. 2602). At penetration of landing flap selected has been decided, selecting
the envelope with speed below 225 KIAS (250 KIAS OVRD with the GPWS FLAP switch will override
with mod. no. 2602), the TERRAIN lights come on the ”TOO LOW FLAPS” warning.
flashing and the the aural warning ”TOO LOW TER-
TERRAIN TERRAIN
”TOO LOW TERRAIN” ”TOO LOW FLAPS”

Flap in landing position
or GPWS FLAP override
cancels warning
Ex: KIAS <225 (250)

RALT <1000 ft
Gear DN
Flaps UP
Ex: KIAS <145 (159)
RALT <200 (245) ft
Gear DN
Flaps UP
A11202
Fig. 7 Inadvertent proximity to terrain with gear down and flaps up − schematic
19/2.1
PAGE 8
Sep 30/15

Description
MODE 4C TERRAIN CLEARANCE DURING TAKEOFF

Mode 4C warns for inadvertent descent or too shal- equal to 75% of the current radio altitude is accu-
low climb towards rising terrain in the takeoff area. mulated in a long term filter that is only allowed to
Mode 4C is only functional with mod. no. 2602 in- increase in value. If the radio altitude should later
stalled. decrease, the filter will store its maximum attained
value. Further decrease of radio altitude below the
Mode 4C provides a warning based on minimum
stored filter value with Gear or Flaps up will cause
radio altitude clearance during takeoff. Mode 4C is
the TERRAIN lights to come on flashing and the
based on a minimum terrain clearance that in-
aural warning ”TOO LOW TERRAIN” sounds.
creases with radio altitude during takeoff. A value
”TOO LOW TERRAIN”
A14409
Fig. 8 Terrain clearance during takeoff − schematic
19/2.1
PAGE 9
Sep 30/15

Description
MODE 5 − DESCENT BELOW GLIDESLOPE

This mode warns for unintentional deviation below peated with a rate that increases with the deviation
the ILS glideslope. The mode becomes enabled below the glideslope. If no corrective action is taken
when an ILS frequency is selected, the gear is and the inner envelope is penetrated (the deviation
down and between 50 and 1000 ft RALT (30 and has exceeded 2 dots and the aircraft is below 300 ft
1000 ft with mod. no. 2602). RALT), the volume of the aural ”GLIDESLOPE”
warning will increase with 6dB (hard alert). At cor-
Additionally to enable Mode 5 and only with mod.
rective action, the warning will continue until the
no. 2602 installed, the rate of descend above 500 ft
deviation is less than 1.3 dots. The amount of gli-
RALT must be greater than a sinkrate that allows
deslope deviation necessary to produce a warning
the aircraft to reach 500 ft RALT within one minute.
is increased below 150 ft RALT to eliminate nui-
This is to reduce nuisance warnings caused by a
sance warnings when the aircraft is close to the
level flight before glideslope capture. For exemple,
glideslope transmitter.
if the aircraft is at 1200 ft RALT, the required sink-
rate to enable Mode 5 must exceed 700 ft per To allow descend below glideslope, Mode 5 can be
minute. inhibited when radio altitude is between 50 and
1000 feet RALT (30 and 2000 ft with mod. no. 2602)
The warning envelope consists of two envelopes.
by pressing the BELOW G/S INHIBIT buttonlight.
On penetration of the outer envelope, below 1.3
Mode 5 is automatically reset at climb above 1000 ft
dots, the BELOW G/S INHIBIT caution light come
RALT (1500 ft with mod. no. 2602).
on flashing and the aural warning ”GLIDESLOPE”
sounds with a soft volume and is continuously re-
BELOW
G/S
INHIBIT
”GLIDESLOPE”
6 db higher than previous
2 dots
RALT <300 ft
BELOW
1.3 dots
G/S
INHIBIT
”GLIDESLOPE”
A11203
Fig. 9 Descent below glideslope − schematic
19/2.1
PAGE 10
Sep 30/15

Description
Below G/S INHIBIT caution buttonlight

(flashing amber)
Comes on together with aural warning if aircraft
A A descends more than 1.3 dots below glideslope.
A For planned descent below glideslope:
Press buttonlight to inhibit the Descent below gli-
GPWS deslope mode. The mode is automatically reset af-
TEST ter climbing above 1000 ft RALT (1500 ft with mod.
no. 2602).
BELOW
TERRAIN
G/S
INHIBIT
TERRAIN warning buttonlight (flashing red).

Comes on together with aural warning if any of
mode 1−4 becomes activated.
GPWS test:
Press the TERRAIN button to activate the GPWS
synthetic voice generator and to test the TER-
RAIN and BELOW G/S INHIBIT Lights.
B
GPWS
FLAP
GPWS FLAP switch.

OVRD Select OVRD to simulate flap down position to
eliminate TOO LOW FLAP warning at landings
NORM without landing flap selected.
A11204
Fig. 10 GPWS FLAP switch and buttonlights
19/2.1
PAGE 11
Sep 30/15

Description
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L INV 115V AC BUS F−17 GPWS PWR

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS F−16 GPWS IND
19/2.1
PAGE 12
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL PROCEDURES
2.1 GPWS TEST With flap setting 0−15 degrees

1. GPWS TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press either GPWS TEST button and check:
− Both TERRAIN buttonlights illuminate.
− Both BELOW G/S INHIBIT buttonlights illuminate.
− Aural warning: ”GLIDESLOPE” followed by ”WHOOP WHOOP PULL UP” to
be heard.
− Additional ”WHOOP WHOOP PULL UP” callouts will be heard if button is
kept depressed.
If flap setting more than 15 degrees, only BELOW G/S INHIBIT illuminates and
aural warning ”GLIDESLOPE” will be heard.
NOTE
Test is inhibited in flight between 50 ft and 1 000 ft.
Experience has shown that the test might not start at the right sequence when
buttonlight pressed, if not, release and press buttonlight once again.
2.2 GPWS Ground proximity warning comes on

WARNING
IN FLIGHT INDICATIONS
Aural warning and TERRAIN or BELOW G/S lamps.
ACTIONS
Perform actions in accordance with section 25, FLIGHT PROCEDURES.
2.3 GPWS FLAP For intentional landing without landing flap set, override the ”TOO LOW
OVERRIDE FLAPS” warning with the GPWS FLAP switch.
1. GPWS FLAP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
− The switch in OVRD simulates landing flap for the GPWS.
19/2.2
PAGE 1
Sep 30/15

Operation
3.1 GPWS 1. Loss of Radio Altimeter.

FAILURES
All warning modes will be inhibited if the Radio Altimeters fail.
2. Loss of Vertical Speed.
If the Vertical speed from the ADC fails, Mode1 and 3 will be inhibited. The 300 ft
altitude gain feature of mode 2 will also be inhibited.
3. Loss of IAS.
If the IAS from the ADC fails, Mode 2 will not be expanded for earlier ”TERRAIN
TERRAIN” warning at increased speeds. The ”TOO LOW TERRAIN” warning
part of modes 4A and 4B will also be inhibited.
3.2 GPWS INDICATIONS

FAILURES TO No response with TERRAIN buttonlight pressed for test.
TEST With mod. no. 2602 the aural message ”SYSTEM INOP” will be heard.
ACTIONS
No activation of aural warnings.
1. MAIN INV 115V 26V . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to be ON and light to be out.
2. CB F−17 (GPWS PWR) . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
No activation of TERRAIN and BELOW G/S INHIBIT buttonlight
1. CB F−16 (GPWS IND) . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
19/2.2
PAGE 2
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, OVERSPEED WARNING

Description
1. GENERAL
An aural overspeed warning is provided in form of a
continuous horn. The warning comes on if VMO
should be exceeded by 1,5 − 6 knots.
The Air Data Computer (ADC) outputs the over-
speed signal to the Master Warning System which
generates the aural overspeed warning. As a back-
up the right Airspeed indicator also provides an
overspeed signal to the Master Warning System
(VMO exceeded by 1,5 − 6 knots).
The overspeed warning can be tested by the AIR
DATA test switch on the TEST 2 panel (mainte-
nance only).
ADC
Warning
  electronic
unit
R Airspeed
indicator
Not applicable.
Not applicable.
19/3.1
PAGE 1
Sep 30/15

Description
19/3.1
PAGE 2
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATIONS
2.1 OVERSPEED Overspeed warning comes on.

WARNING IN INDICATIONS
FLIGHT
Aural warning.
ACTIONS
Perform actions in accordance with AOM 25 FLIGHT PROCEDURES.
3.1 OVERSPEED INDICATIONS

WARNING Overspeed warning fails at test or does not come on if VMO should be exceeded.
FAILURE
ACTIONS
The pilot should monitor the airspeed not exceeding VMO.
19/3.2
PAGE 1
Sep 30/15

Operation
19/3.2
PAGE 2
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNINGS

Highlights

0.1 REDUCTION OF NUISANCE ALERTS
Without Mod No 1448, Boot de−icing system defla-

tion rate embodied:
− The angle of attack signal for the stall warning
computer will not be changed to give a lower
alpha when the wing and stabilizer de−ice boots
are inflated.
0.2 OPERATION
Not applicable.
19/4.0
PAGE 1
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNINGS

Highlights
19/4.0
PAGE 2
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING

Description
1. GENERAL CAUTION
A dual channel stall warning system provides the (Applicable to a/c without any of the above modi-
flight crew with five distinct warnings of an impend- fications):
ing stall: With ice accumulation on the wing, stall may be
− The stick shaker provides a physical warning in encountered before the artificial warnings are
the form of vibrations in each control column for activated.
the respective channel.
− The aural warning is a sharp continuous clacker. 2. MAIN COMPONENTS AND SUBSYSTEMS
− Autopilot disengage.
− The stick pusher provides a firm forward move- 2.1 Stall warning computer
ment of the control columns giving the aircraft a The stall warning is based on angle of attack, flap
slight pitch down attitude if sufficient corrective position and the wing de−ice system. The stall
action not taken after stick shaker and aural warning computer determines the aircraft AOA
warning. angle from the AOA sensor information. The signal
− The visual warning contains three amber lights is adjusted based on flap position and de−ice sys-
located on the central warning panel and two tem operation. Flaps 0 gives no compensation,
pusher status lamps indicating PUSH 1 and Flaps 35 results in a 1 increased AOA signal. If the
PUSH 2, located on left and right pilot’s instru- wing and stabilizer de−ice system is operated, the
ment panel. flap compensation is disabled and the AOA signal is
The system consists of two independent stall warn- reduced 0.4 to increase stall margin by 1−2 knots
ing computers, a left and a right angle of attack when the de−ice boots are inflated.
(AOA) sensor. There are also two stick shakers, When the activation levels are exceeded the corre-
one mounted on each control column. A stick push- sponding stall warning and stall identification signals
er actuator is also connected to the control col- activate the stick shakers, the aural stall warning
umns. The stall warning system can be tested by and stick pusher actuator. The signals are com-
two switches in the overhead panel. bined in such a way that stall warning is given to
both pilots when either AOA sensor signal exceeds
NOTE
the stall warning threshold, while a stick push com-
The artificial stall warning system has an activa- mand requires that stall warning is given on both
tion level designed for a clean wing only. No sides and that the stall identification limit is exceed-
compensation for stall at lower AOA with ice ac- ed on one or both sides (one stall warning computer
cumulation on the wing is included in the stall must be in stick shaker mode and the other com-
warning computer. puter in both stick shaker and push mode before
However, there are two modifications which will the pusher actuator becomes activated). The stick
take wing ice accumulation into account: Mod. shaker activation also disengages the autopilot if in
No 2650 (for aircraft on Canadian register) and use. The stall warning system (shaker and pusher)
Mod. no. 3529. Both of them include an ICE is inhibited on the ground and until 7 seconds after
SPEED function. lift−off. Monitoring circuits are included which will
give failure indications on the CWP.
The description below applies to the basic sys-
tem (without modification) and with Mod. No. 2.2 Angle of attack sensor (AOA)
3312 where indicated.
There is one AOA sensor mounted on each side of
The “Canadian” modification (2650) with associ- the forward part of the fuselage. The sensors mea-
ated procedures, speeds etc. is described in sure the direction of the airflow relative to the fuse-
Supplement 37/3. lage and thus the angle of attack and transfer the
information to the stall warning computer. The sen-
sors are electrically heated. A failure in a heating
19/4.1
PAGE 1
Sep 30/15

Description
circuit will activate the caution L or R ALPHA light The stall warning speed trigger levels are in-
on the overhead panel. creased, to compensate for ice accretion on the
wings.
Also see 11.1. ICE AND RAIN PROTECTION.
This is created by a computed lower AOA. Approxi-
2.3 Pusher actuator mately 6 degrees lower than in the basic computer.
At pusher activation the pusher applies 80 lbs force The stick pusher function and stick pusher trigger
forward on the control column to a position of 4 de- speed levels remain unchanged.
grees elevator down. The actuator is a DC torque
The basic stall warning/pusher system is un-
motor with a slip clutch and an electronic interface
changed and operates as described in subchapters
for the stall warning computers.
1−2.4 above. Thus, even with the ICE SPEED func-
The electronic circuit requires push command sig- tion installed, the basic system operates during all
nals from the stall warning computers for activation phases of flight
of the slip clutch and the DC torque motor. The
torque motor force is transferred to the left elevator 2.5.2 Ice Speed Function
control system via a quadrant wheel and a pushrod. − The Ice Speed Function is activated by switching
Connection with the right elevator control system is on Engine Anti−Ice.
by the elevator interconnect unit. − Any or both of the Engine Anti−Ice switches will
A ”< 0.5 g”−switch will stop the actuator from forcing activate the function.
the aircraft into an unacceptable nose down maneuv- − A timer starts at lift−off. (Weight off Wheel).
er. − The timer starts at all lift−offs. Also when the
Each pilot can disable the pusher actuator by press- Engine Anti−ice has not been switched on.
ing one of the two PUSHER DISARM buttons. The − The timer inhibits the Ice Speed Function until
pusher system can then not be reset while airborne. 6minutes (+− 18 seconds) after lift−off.
The STICK PUSHER RESET switch is situated in − Activation of the Ice Speed Function is indicated
the right electrical center. by illumination of a blue “ICE SPEED” push but-
ton on the instrument panel.
2.4 Stick shaker − Once activated, the Ice Speed Function remains
The stick shaker consists of a rotating unbalanced active even if Engine Anti−ice is selected off.
weight driven by a DC motor via a gearing, giving a − Deactivation of the Ice Speed Function is done
vibration of approximately 20 Hz. One stick shaker by first switching both Engine Anti−ice switches
is mounted on each control column and is activated to OFF and then pressing the “ICE SPEED” push
by the stall warning computer channel 1 and/or button. The light in the button will then go out.
channel 2. − When the light in the button goes out, this is also
a confirmation that the basic system is still active.
2.5 Ice Speed System
− If only the push button is pressed the light will go
(Applicable to a/c with Mod.no. 3529 (Improved out but will come on again when the button is
Stall Warning Systems for Icing Condition)). released.
− Thus deactivation always requires that Engine
2.5.1 General Anti−ice is selected off.
By implementation of the Improved Stall Warning − During flight, if Engine Anti−ice is selected more
System for Icing Condition, an Ice Speed Function than 6 minutes after lift−off, the Ice Speed Func-
is introduced, in addition to the basic computer tion will be activated immediately.
functions. The basic system will operate from lift−off.
− During flight, if Engine−Anti−ice is selected e.g.
4 minutes after lift−off, the Ice Speed Function
19/4.1
PAGE 2
Sep 30/15

Description
will be activated after another 2 minutes.

The basic system will operate from lift off.
− If the Engine Anti−ice is selected before lift−off,
e.g. during taxiing out, the Ice Speed Function
will be activated 6 minute after lift−off.
The basic system will operate from lift−off.
− During landing, at touch−down (Weight on
Wheel) the Ice Speed function is deactivated and
the timer is reset.
CAUTION
After a touch−and−go, with Engine Anti−ice ON,
the 6−minute inhibit of the Ice Speed function is
restarted at lift−off; however, the basic stall warn-
ing is active.
As there is no procedure to override this system
behavior, decreased stall warning speed trigger
levels must be considered for example during
flight training in icing conditions.
− The blue ”ICE SPEED” button light is included in

the LAMPS−test−and−ANNUN BRIGHT/DIM
functions.
2.5.3 Other incorporated subsystems and

functions
All other incorporated subsystems and functions

operate according to subchapters 1−2.4. above.
2.5.4 Operations
See:
Chapter 19/4.2
Section 22, NORMAL PROCEDURES
Section 23, ABNORMAL PROCEDURES
Section 25, FLIGHT PROCEDURES
Section 27, SPEEDS.
Section 29, SERVICE CEILING
Section 30, LANDING
19/4.1
PAGE 3
Sep 30/15

Description
19/4.1
PAGE 4
Sep 30/15

Description

AVIONICS
INOP VENT
CLACKER
SHAKER 10 L STALL GUST PUSHER R STALL 10
R CONTROL Right angle of attack

COLUMN (AOA) sensor
Warning
electronic unit
Dual AOA signals
R stall fail Weight on wheels
R shaker and clacker signals Stall warning Flap position and wing de−ice
computer
channel 2
PUSH 2 signals Test stall 2
PUSH 1 PUSH 1
PUSH 2 PUSH 2 L stall fail Test stall 1
PUSH 1 signals Stall warning Flap position and wing de−ice

computer
channel 1
L shaker and clacker signals Weight on wheels
AP disengage
Dual AOA signals

SHAKER
Pusher system
Auto pilot
L CONTROL
COLUMN Left angle of attack
(AOA) sensor
PUSHER PUSHER
DISARM DISARM
PUSHER
ACTUATOR PUSHER PUSHER
DISARM DISARM
NOTE: BOTH PUSH 1 AND PUSH 2 REQUIRED

FOR ACTIVATION OF PUSHER ACTUATOR
Push stroke transferred
to right side via
elevator interconnect
A26709
Fig. 1 Stall warning − schematic
19/4.1 S1
Sep 30/15

Description
19/4.1 S1
Sep 30/15

Description
9 A−SKID AVIONICS 9
AVIONICS DOORS
Clacker INOP VENT
SHAKER 10 L STALL GUST PUSHER R STALL 10
R CONTROL Right angle of attack

COLUMN (AOA) sensor
Warning
electronic unit
Dual AOA signals
R stall fail
Weight on wheels
R shaker and clacker signals
Stall warning Flap position and TEST 1
computer wing de−ice
BLD LEAK 1 STALL2
PUSH 2 signals channel 2 L R
+
ACC
Test stall 2
LAMPS FLAPS FUEL AUTOCOARS
UPR L R
PUSH 1 PUSH 1
PUSH 2 PUSH 2 L stall fail Test stall 1
LWR
Flap position and FIRE FIRE SHORT SMOKE
Stall warning L R
PUSH 1 signals wing de−ice
computer
channel 1
L shaker and clacker signals Weight on wheels
AP disengage ENGINE
L INTAKE L AIR R AIR R INTAKE
Dual AOA signals
SHAKER L ENGINE L ENGINE
Pusher system
Auto pilot ON
L CONTROL
Left angle of attack OFF
COLUMN
(AOA) sensor
PUSHER PUSHER
DISARM DISARM
PUSHER
ACTUATOR PUSHER PUSHER
DISARM DISARM
Push stroke transferred

to right side via
elevator interconnect
A30775
Fig. 1 Stall warning − schematic
19/4.1 S2
Sep 30/15

Description
19/4.1 S2
Sep 30/15

Description
C CENTRAL WARNING PANEL

D B C
D
E E PUSHER SYSTEM. 6 L FIRE
FUEL ELEC
R FIRE 6
DET FAIL DET FAIL
Comes on under the following conditions: 7 ICE 7
PROT ENGINE FLAPS AIRCOND
− pusher monitoring circuit detects a short
8 PARK EMER LTS 8
and/or open circuit within the pusher servo. BRK ON
HYDR
UNARMED
OXYGEN
− if only one stall computer initiates PUSH 9

A−SKID
AVIONICS
AVIONICS
DOORS 9
INOP VENT
with a discrepancy of > 6.5 AOA to the
other stall computer. 10 L STALL GUST PUSHER R STALL 10
− when PUSH 1 and/or PUSH 2 signals are
initiated.
B TEST PANEL
A TEST 1 L/R STALL FAIL.
BLD LEAK 1 STALL 2 Comes on if Stall Warning Computer channel 1 or 2
A L R detects:
+ − a stall computer failure.
ACC
− a difference of 2 vane angle or more between the
LAMPS FLAPS FUEL AUTOCOARS
L R dual AOA signals.
UPR
In both cases stall warning and push signals from re-
LWR spective computer are inhibited.
L R
D E PUSHER
DISARM
STALL 1 and 2 test switches.
− STALL 1 upwards initiates left and right
stick shaker, aural stall warning and PUSH 1 PUSHER
light. PUSH 1
DISARM
− STALL 2 upwards initiates left and right PUSH 2
Stick shakers. stick shaker, aural stall warning and PUSH 2
The stick shakers provide a physical warning light.
in form of vibrations in the control column for − STALL 1 and 2 upwards initiates left and right
the respective channel. stick shakers, aural stall warning, PUSH 1 and
Stick pusher. 2 lights and stick push. PUSHER DISARM buttonlight.
PUSH 1 / PUSH 2 indicator light. When pushed the stick pusher servo is disarmed.
The stick pusher provides a forward move- − STALL 1 and 2 downwards (+ ACC) initiates
ment with 80 lbs push force of the control left and right stick shakers, aural stall warning, Comes on and indicates if PUSH 1/PUSH 2 The pusher servo can only be rearmed on ground
columns. Full push stroke corresponds to 4 PUSH 1 and 2 light and no stick push (below signals are initiated. The light is inhibited if from the outside. The indicator light in both buttons
elevator down. 0.5 g conditions is simulated). pusher has been disarmed. comes on when either button has been depressed.
A26710
Fig. 2 Stall warning − controls and indicators
19/4.1
PAGE 7
Sep 30/15

Description
19/4.1
PAGE 8
Sep 30/15

Description
Left stall warning channel . . . . . . . . . . . . . . . . . . . . L BAT BUS E−7 STALL WARN CHAN 1
Right stall warning channel . . . . . . . . . . . . . . . . . . R BAT BUS L−6 STALL WARN CHAN 2
Stick pusher servo R BAT BUS L−4 STICK PUSHER
ICE SPEED p/b . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS S−28 SW ICE IND

(Valid for a/c with Mod.no. 3529 .Improved stall warning system for icing conditions).
19/4.1
PAGE 9
Sep 30/15

Description
19/4.1
PAGE 10
Sep 30/15

Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATIONS
2.1 PREFLIGHT 1. Hold STALL 1 switch in upper position.

TEST
− Check both Stickshakers to come on.
− Check L and R Aural Stall Warnings to sound.
2. Hold STALL 2 switch in upper position.
3. Pull Control Column to the rear position.
4. Hold STALL 1 and STALL 2 switches in upper position.
− Check Stickpusher to push.
− Check PUSH 1 and PUSH 2 lights to come on.
5. Pull Control Column to the rear position.
6. Hold STALL 1 and STALL 2 switches in upper position.
− Check Stickpusher not to push.
2.2 STALL Stall warning comes on.

WARNING AND INDICATIONS
PUSHER
Stick shaker and aural warning (possibly also PUSH 1 and/or PUSH 2 light).
ACTIONS
Perform actions in accordance with section 25, FLIGHT PROCEDURES.
(Flight Characteristics and Training)
19/4.2
PAGE 1
Sep 30/15

Operation
3.1 STALL WARN- INDICATIONS

ING FAILURE
− L STALL FAIL or R STALL FAIL caution light comes on.
− Stick shaker comes on at higher speed than normal stall warning speed.
ACTIONS
1. CB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− L STALL FAIL − CB E−7 (STALL WARN CHAN 1).
− R STALL FAIL − CB L−6 (STALL WARN CHAN 2)
CAUTION
Pusher system is inoperative
3.2 ICE SPEED Valid for a/c with Mod. No.3529

LIGHT ABNOR (Improved stall warning for icing conditions).
MALITIES
INDICATIONS
− ICE SPEED light does not illuminate when it should.
− ICE SPEED light illuminates when it should not.
ACTIONS
1. Use ice speeds and increase speed awareness
3.3 PUSHER INDICATIONS

SYSTEM
− PUSHER SYSTEM caution light comes on.
FAILURE
− Stickpusher gives push at higher speed than normal stick pusher speed.
ACTIONS
1. PUSHER DISARM buttonlight . . . . . . . . . . . . . . . . . . . . PRESS
− Press either of the two buttons.
2. CB L−4 (STICK PUSHER) . . . . . . . . . . . . . . . . . . . . . . . PULL
CAUTION
Pusher system is inoperative
(Cont’d)
19/4.2
PAGE 2
Sep 30/15

Operation
(Cont’d)
NOTE
PUSHER SYSTEM caution light comes on during normal stick pusher action.
19/4.2
PAGE 3
Sep 30/15

Operation
19/4.2
PAGE 4
Sep 30/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,

ACAS/TCAS WITH TA/MFD
Description
1. GENERAL attention to a developing collision threat using the
TCAS II traffic/advisory (TA/MFD) indicators and
The TCAS II system is an on−board collision avoid-
the voice message, ”TRAFFIC TRAFFIC”. It per-
ance and traffic situation system which monitors a
mits mental and physical preparation for a pos-
radius of at least 14 nautical miles about the aircraft
sible maneuver to follow, and assists the pilot in
and, by interrogating any ”intruding” aircraft’s trans-
achieving visual acquisition of the threat aircraft.
ponder, determines if a potential airspace conflict
− If the intruder gets within approximately 30 sec of
exists. This is done by computing the range, alti-
CPA, it is considered a threat and an aural and
tude, bearing and closure rate of other transpond-
visual resolution advisory (RA) is issued. This
er−equipped aircraft, with respect to the TCAS−
level provides a recommended vertical maneuver
equipped aircraft.
using the TCAS II RA/VSI Indicators and voice
The ACAS II system complies with TCAS II Change messages to provide adequate vertical separa-
7.0 and TCAS II Change 7.1. Limitations and nor- tion from the threat aircraft or prevents initiation
mal procedures for each ACAS/TCAS mod. are de- of a maneuver that would place the TCAS II air-
scribed in sub chapter 19/5.2. When TCAS is men- craft in jeopardy.
tioned in this section, ACAS is also applicable.
2.2 Mode S transponder system equipment
When TCAS II is mentioned in this manual it applies
both to change 6.04A, 7.0 and 7.1 unless otherwise The Mode S transponder system consists of the
stated. following equipment:
2. MAIN COMPONENTS AND SUBSYSTEMS Qty Description
2.1 TCAS II system equipment 1(2) Mode S Transponder(s)
1 ATC Transponder Control
The TCAS II system consists of the following:
2(4) L−Band Omni−directional Antennas
Qty Description (one/two top, one/two bottom)
1 TCAS II Transmitter−Receiver (A second Mode S transponder can be installed as
2 RA/VSI Indicators an option)
1 TCAS Control The ATC/MODE S transponder is a solid−state, air-
2 Directional Antenna borne, air traffic control (ATC) transponder that re-
(one top, one bottom) sponds to ATCRBS (Air Traffic Control Radar Bea-
1 TA/MFD Indicator con System) MODE A, MODE C and MODE S
(SELECTIVE INTERROGATIONS) interrogations.
The TCAS requires the following equipment to be The MODE S function is capable of being discretely
functional and operating: addressed (so that interrogation can be directed to
− Air Data Computer a specific aircraft as required by TCAS II) and for
− Mode S Transponder receiving and sending data link messages. It is also
capable of receiving and transmitting from two an-
− Two TCAS II RA/VSI Indicators
tennas (for use in diversity operations for improving
− Radio Altimeter
air−to−air surveillance and communications).
− One TA/MFD Indicator
The TCAS II system will resolve multiple aircraft
The TCAS II system provides two levels of threat
encounters. The TCAS II is considered a backup
advisories:
system to the ”SEE−AND−AVOID” concept and the
− If the traffic gets within approximately 45 sec. of ATC radar environment.
projected Closest Point of Approach (CPA), it is
then considered an intruder, and an aural and
visual traffic advisory is issued. This level calls
19/5.1
PAGE 1
Sep 30/15

Description
2.3 Standard TCAS II definitions
a. ACASII/TCAS II − An ACAS (Airborne Collision
Avoidance System) or TCAS (Traffic alert and Colli-
sion Avoidance System) that utilizes interrogation
of, and replies from airborne radar beacon trans-
ponder and provides traffic advisories (TA) and res-
olution advisories (RA) in the vertical plane.
b. Other Traffic − is defined as any other traffic within
the range of the display and within  2700 ft vertic-
ally.
c. Proximate Traffic − is defined to be any traffic not
generating an RA or TA but which is within six nauti-
cal miles (nm) slant range and within  1200 ft ver-
tically.
d. Traffic Advisory (TA) − Information given to the pilot
pertaining to the position of intruding aircraft in the
immediate vicinity. The information contains no
suggested maneuver.
e. Threat − Traffic that has satisfied the threat detec-
tion logic and requires a Resolution Advisory (RA).
f. Resolution Advisory (RA) − A display indication giv-
en to the pilot recommending a maneuver to in-
crease vertical separation relative to an intruding
(threat) aircraft.
(1) Corrective Advisory − A Resolution Advisory
that instructs the pilot to deviate from current
vertical rate.
(2) Preventive Advisory − A Resolution Advisory
that instructs the pilot to avoid certain devi-
ations from current vertical rate.
19/5.1
PAGE 2
Sep 30/15

Description
3. CONTROLS
A TCAS II CONTROL
Collins
A B
AUTO TA TCAS
STBY ONL
Y
TEST
Mode Selector
STBY − Standby
AUTO − Traffic / resolution advisory
(automatic) TEST Button
TA ONLY − Traffic advisory mode of operation Push for TCAS self test
B ATC CONTROL
ATC CODE
DISPLAY Collins
A
COMPARATOR C 1 1/2 TRANSPONDER
ANNUNCIATOR T
SELECT SWITCH
ANNUNCIATORS RMT TX 2
CODE SELECT
ATC
ON ALT
KNOBS (2)
STBY IDENT
PRE BUTTON
MODE SELECTOR TEST PRE
(CODE PRESENT)
Also see ATC transponder

LIGHT SENSOR IDENT BUTTON 15/6 in AOM I for detailed
TEST BUTTON functions
A23996
Fig. 1 TCAS and ATC controls
19/5.1
PAGE 3
Sep 30/15

Description
19/5.1
PAGE 4
Sep 30/15

Description
“OTHER TCAS TRAFFIC” SELECTION/
A COLLINS TA/MFD INDICATOR DESELECTION ANNUNCIATOR CONTROL OR INDICATOR FUNCTION
”OTHER TCAS TRAFFIC” SELECTED (INDICA− TED
NOTE BY A CYAN OPEN DIAMOND), OR ”OTHER TCAS
Turns TA/MFD Indicator ON and
TRAFFIC” DESELECTED (INDICATED BY −OFF IN PWR Pushbutton OFF.
If EFIS is operated in DRIVE XFR on any side, the
MFD will not display TCAS information. Only EHSI WHITE). SELECTION IS DISPLAYED IN UPPER LEFT
WHEN MENY TIME−OUTS. Adds and removes display of
information will be displayed.
TFC pushbutton TCAS information from normal
MFD display.
5,10, 20, OR 40 NM ANNUNCIATOR
SELECTED FORWARD NM (NAUTICAL MILE)
RANGE OF TRAFFIC DISPLAY.
Selects either RADAR or NAVIGA-
OUTER RANGE RING RDR/NAV pushbutton TION mode.
“OTHER TCAS TRAFFIC” SELECTION/
SELECTED RANGE RING OF THE FULL DESELECTION PUSHBUTTON
RANGE DISPLAYED IN UPPER RIGHT. Indicates that TCAS system is in
SELECTS OR DESELECTS “OTHER TCAS
TRAFFIC” ON THE DISPLAY. TCAS OFF annunciator−white standby.
A ”TCAS OFF” characters
TFC PUSHBUTTON AIRCRAFT ABOVE/BELOW ANNUNCIATOR Indicates that the indicator is oper-
SELECTS DISPLAY OF TCAS INFORMATION SELECTED RANGES OF NEITHER ABOVE NOR TA−ONLY annunciator−white ating in TA−ONLY mode.
FROM NORMAL MFD DISPLAY. TCAS MENU BELOW (−2700 TO +2700 ft). ABOVE (−2700 TO ”TA−ONLY” characters; charac-
SELECTION IS DISPLAYED. MENU REMAINS −OFF +9900 ft). BELOW (−9900 TO +2700) OR ABOVE ters change to yellow if a TA Indicates that the TCAS computer
IN VIEW BUT TIME−OUTS AFTER 5 SEC ABOVE −OFF AND BELOW (−9900 TO +9900) SELECTED occurs and flashes between has failed to transmit data vital for
IF THERE IS NO SELECTION ACTIVITY. BELOW RANGE (WHITE) IS DISPLAYED IN UPPER LEFT
+10 high and low intensity display.
5 AFTER MENU TIME−OUTS.
OPEN DIAMOND (CYAN) A /B RELATIVE ALTITUDE PUSHBUTTON TCAS−FAIL annunciator−yel-

−1
OTHER AIRCRAFT: RANGE AND BEARING OF 0 SELECTS DISPLAY OF AIRCRAFT ABOVE OR low ”TCAS−FAIL” characters Indicates an EFIS TCAS display
OTHER AIRCRAFT WITHIN SURVELLANCE +02 ALT> BELOW OWN AIRCRAFT. failure or TCAS computer failure.
RANGE AND SELECTED RANGE AND −0
ALTITUDE FOR DISPLAY. 2 ALTITUDE SELECTION PUSHBUTTON
SELECTS ALT (RELATIVE) OR FL (PRES− TD−FAIL annunciator−yellow
SOLID DIAMOND (CYAN) SURE) FORM OF ALTITUDE. IF BAROMET− ”TD−FAIL” characters Indicates ”OFF−SCALE” in yellow
RIC PRESSURE CORRECTED ALTITUDE IS (if TA) or red (if RA) is outside of
PROXIMATE TRAFFIC WITHIN  1200 ft AND AVAILABLE, DISPLAYS OWN AIRCRAFT the current display area. Range
6 NM OF OWN AIRCRAFT. ALTITUDE IN LOWER LEFT AS ”ALT”
should be increased to see the
FOLLOWED BY THREE DIGITS REPRE−
SENTING HUNDREDS OF FEET ABOVE MSL. OFF−SCALE annunciator−yel- position of the threat aircraft.
SOLID CIRCLE (YELLOW) IF BAROMETRIC PRESSURE CORRECTED low or red ”OFF−SCALE” char-
INTRUDER AIRCRAFT: TA GENERATED: RANGE DOWN RANGE UP ALTITUDE IS NOT AVAILABLE, DISPLAYS acters
RANGE AND BEARING RELATIVE TO OWN AIRCRAFT ALTITUDE ON LOWER LEFT Indicates that the TCAS computer
OWN AIRCRAFT. AS ”FL” (FLIGHT LEVEL) FOLLOWED BY is in TEST mode.,
THREE DIGITS REPRESENTING HUNDREDS
INNER RANGE RING OF FEET ABOVE MSL.
TRAFFIC ARROW (SAME COLOR AS FIXED 2 NM RANGE RING FOR ABOVE 1800 ft. FL IS DISPLAYED FULL TIME. TCAS TEST annunciator−white Indicates that an RA or TA threat
ASSOCIATED TRAFFIC SYMBOL) ALL RANGES DISPLAYED IN UPPER BELOW 1800 ft. FL IS DISPLAYED ONLY FOR ”TCAS TEST” characters aircraft has no bearing and can no
RIGHT EXEPT 40 NM RANGE. 15 SEC AND THEN REVERTS TO RELATIVE
CLIMB OR DESCENT RATE (>500 FPM) longer be displayed. The range
WHICH HAS NO 2 NM RANGE. ALTITUDE MODE.
OF INTRUDER AIRCRAFT. (nautical miles) and altitude
ALT OR FL ANNUNCIATOR RA X.ONM/ XX or TA (hundreds of feet, above or below)
SOLID SQUARE (RED)
AIRCRAFT (WHITE) SELECTED ALT (RELATIVE) OR FL X.ONM/ XX annunciator−red follows the RA (red) or TA (yellow)
THREAT AIRCRAFT: RA GENERATED: RANGE annunciation. A maximum of two
”OWN AIRCRAFT” SYMBOL AND BEARING RELATIVE TO OWN AIRCRAFT. (PRESSURE) FORM OF ALTITUDE. and range/altitude or yellow TA
and range/altitude characters no bearing intruders can be dis-
NOTE played at one time.
TRAFFIC DATA (NUMBER) (SAME COLOR AS HALF RANGE RING
With TCAS installed the yellow boxed T, normally indicating
ASSOCIATED TRAFFIC SYMBOL) SELECTED RANGE RING OF THE HALF OF
weather radar target mode, will always be displayed on the
THE RANGE DISPLAYED IN UPPER RIGHT.
MFD. Both in NAV and TCAS mode regardless of the weather DISPLAYS ALT (RELATIVE) OR FL( PRESSURE)
radar setting. ALTITUDE OF INTRUDER AIRCRAFT. IF ALTITUDE
IS NOT AVAILABLE TRAFFIC DATA IS NOT
A7820
DISPLAYED.
Fig. 2 Collins TA/MFD Indicator
19/5.1
PAGE 5
Sep 30/15

Description
19/5.1
PAGE 6
Sep 30/15

Description
NOTE
The VSI is normal vertical speed indicator,
and the presence of the lights or the TCAS
STATUS WINDOW flags will not interfere
with the ability of the needle to indicate
vertical speeds.
VERTICAL SPEED INDICATOR. VSI STATUS WINDOW FLAGS

Indicates vertical speed in feet per BLACK FLAG − Normal Operation
minute. AMBER FLAG − Indicates VSI FAULT
A KOLLSMAN RA/VSI INDICATOR
TCAS STATUS WINDOW FLAGS.

1 2 BLACK FLAG − NORMAL OPERTION
.5 4 AMBER FLAG − Indicates unusable
VSI TCAS information.
0 6
X 1000 FPM
TCAS
.5 4 RED/GREEN EYEBROW LIGHTS.
1 Eyebrow lights are invisible until they
2
PRESS come ”on” as part of a TCAS
”RESOLUTION ADVISORY” or system
TEST
”TEST”. These lights come ”on” to
indicate a vertical speed regime which will
provide safe traffic separation. A RED arc
(eyebrow) is indicating the ”forbidden”
vertical speeds − keep the needle out of
RED. A GREEN ”Fly−to” arc indicates the
WHITE LETTERS ON BLACK ”RA OFF” RED ARC for corrective resolution
FLAG − Always displayed when advisory (RA). The nominal size of the
TCAS/Transponder mode selector is in GREEN ”Fly−to” arc is approximately that
STBY or TA. Will also be displayed with of the distance between the 1500 and
selector in RA/TA if ”RAs” are inhibited 2000 ft per minute tick marks.
and/or inoperative.
A9703
Fig. 3 Kollsman RA/VSI indicator functions
19/5.1
PAGE 7
Sep 30/15

Description
19/5.1
PAGE 8
Sep 30/15

Description
VISUAL RAs − VERTICAL SPEED SCALE
The color−coded visual advisory areas just inside, and adjacent to, the Vertical A Preventive Resolution Advisory is issued when The TCAS aircraft’s present verti-
Speed Indicators scale instructs the pilot to what vertical speed region is TO BE cal speed is already outside the prohibited region. Those vertical speeds deemed GREEN =
AVOIDED (RED). If a change in vertical sped is necessary, the specific region of unsafe are illuminated in RED. Preventive Resolution Advisory visual indications
vertical speed the pilot is to ”fly−to” is illuminated in GREEN. For example, the pro- range from restricting rate of climb or descent, to prohibiting changes in vertical RED =
hibited RED vertical speed region may extend form −6000 FPM to +1500 FPM as speed altogether. The aural message ”MONITOR VERTICAL SPEED” accompanies
shown in Figure a. The GREEN ”fly−to” area appears from +1500 FPM to +2000 the full range of Preventive Resolution Advisories.
FPM.
1 2 1 2 1 2 1 2
.5 4 .5 4 .5 4 .5 4
VSI VSI VSI VSI
0 6 0 6 0 6 0 6
X 1000 FPM X 1000 FPM X 1000 FPM X 1000 FPM
TCAS TCAS TCAS TCAS
.5 4 .5 4 .5 4 .5 4
1 2 1 2 1 2 1 2
PRESS PRESS PRESS PRESS
TEST TEST TEST TEST
CORRECTIVE − CLIMB CORRECTIVE − DESCEND PREVENTIVE − MONITOR PREVENTIVE − MONITOR

Figure a Figure c VERTICAL SPEED VERTICAL SPEED
Figure e Figure g
1 2 1 2 1 2 1 2
.5 4 .5 4 .5 4 .5 4
VSI VSI VSI VSI
0 6 0 6 0 6 0 6
X 1000 FPM X 1000 FPM X 1000 FPM X 1000 FPM
TCAS TCAS TCAS TCAS
.5 4 .5 4 .5 4 .5 4
1 2 1 2 1 2 1 2
PRESS PRESS PRESS PRESS
TEST TEST TEST TEST
CORRECTIVE − INCREASE CLIMB CORRECTIVE − INCREASE DESCENT PREVENTIVE − MONITOR PREVENTIVE − MONITOR
Figure b Figure d VERTICAL SPEED VERTICAL SPEED
Figure f Figure h
A9201
TCAS Corrective Resolution Advisory (RA) Examples

Fig. 4 Visual RAs / Vertical speed scale
19/5.1
PAGE 9
Sep 30/15

Description
19/5.1
PAGE 10
Sep 30/15

Description
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L−19 TCAS
19/5.1
PAGE 11
Sep 30/15

Description
19/5.1
PAGE 12
Sep 30/15

Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.1 POWER UP 1. R AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

2. MODE S TRANSPONDER SYSTEM
− The 1/2 switch located on the ATC control may be in either ”1” or ”2” position
when using the MODE S or TCAS system.
− The Mode selector located on the ATC control should be in ”STBY” position
before changing ATC code.
3. TCAS II SYSTEM
2.2 SYSTEM TEST 1. Self−Test

− The TCAS II system should be tested prior to flight. Put the TCAS mode se-
lector to ”AUTO” and the ATC mode selector to ”ALT” and momentarily press
the test button on either the TCAS control panel or the ATC control panel.
− The TA/MFD indicator should present a test pattern display (test intruder set
of RA, TA, Proximate traffic and Other traffic symbols with TCAS TEST).
− After completion of self−test, ”TCAS SYSTEM TEST OK” audio annunci-
ation will be heard.
− Use of self−test function in flight will inhibit TCAS II and Mode S Transponder
operation for up to 20 sec., depending upon the number of aircraft being
tracked.
− If ”TCAS SYSTEM TEST FAIL” is heard or if a TCAS flag appears, the TCAS
system should be turned off.
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 523−0776233, dated 6−1−90 or later,
for normal system operating procedures.
19/5.2 S1
ACAS II / TCAS II Change 7.0 PAGE 1
Sep 30/15

Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting, TCAS
TEM NORMAL must be turned off by returning MODE selector on the ATC control to ”ON” and
OPERATING the MODE selector on the TCAS control to ”STBY”.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The
ISTICS
chart below gives the TCAS inhibits created by the radio altimeter and the asso-
ciated RA status.
RADIO ALTITUDE RESOLUTION ADVISORY (RA)
STATUS:
Below 1550 FT AGL ”INCREASE DESCENT” RA inhib-

ited
Below 1100 FT AGL ”DESCEND” RA inhibited
Below 1000 FT AGL All RAs inhibited (TA ONLY)
a. RECOMMENDED FLIGHT CREW PROCEDURES
NOTE
Flight director pitch commands may be followed only if they result in a vertical
speed which satisfies the RA command.
NOTE
It is possible in some cases to have insufficient aircraft performance to follow the
TCAS RA command without flying into stall warning or buffet.
Conditions where this may occur include:

− Bank angle in excess of 15 degrees.
− Operation at airports outside 0−5300 ft MSL or at temperatures outside ISA
50 F / 28 C.
− Speeds below normal operating speeds.
− Buffet margin less than 0.3 G.
− Failure to configure for go−around following a climb RA in landing configura-
tion.
− Failure to advance thrust to full rating following a reduced power thrust take-
off.
− Abnormal configurations which reduce performance. (e.g., gear not retract-
able)
− TCAS command reversal to an “INCREASE CLIMB, INCREASE CLIMB” or
a ”CLIMB, CLIMB NOW”.
(Cont’d)
19/5.2 S1
Sep 30/15

Operation
(Cont’d)
NOTE
TCAS will continue to provide RA commands during stick shaker operation.
NOTE
If high speed buffet is encountered when initially responding to RA, relax pitch
force as necessary to reduce buffet, but continue the maneuver.
NOTE
Select TA only mode following an inflight engine shutdown.
WHEN A TCAS RA OCCURS:

If a maneuver is required:
AUTOPILOT . . . . . . . . DISCONNECT
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
POWER . . . . . . . . . . . . AS REQUIRED
IF TCAS ”CLIMB” OR ”INCREASE CLIMB” RA OCCURS WHEN CON-
FIGURED FOR LANDING:
POWER . . . . . . . . . . . . GO−AROUND THRUST
FLAPS . . . . . . . . . . . . . RETRACT TO GO−AROUND POSITION
GEAR . . . . . . . . . . . . . . UP WITH POSITIVE RATE OF CLIMB
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDIATELY
ABANDON THE RA MANEUVER AND EXECUTE THE STALL RECOVERY
PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER, IM-
MEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
PROPRIATE GPWS/TAWS RECOVERY PROCEDURE. If a GPWS/TAWS
warning occurs, TCAS will automatically revert to TA only mode and TCAS au-
ral messages are inhibited. Normal TCAS operation will resume when GPWS/
TAWS warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver
within approximately 5 sec., and within approximately 2 1/2 sec. if an additional
corrective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE
selector to ON on the ATC control panel will automatically cause TCAS to be in
standby (TCAS OFF on TA/MFD indicator and RA OFF on RA/VSI indicator).
19/5.2 S1
Sep 30/15

Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/MFD indicator as YELLOW filled
TEM TRAFFIC circles representing the intruder.
ADVISORY (TA)
Traffic advisories (TA) will be annunciated as appropriate:
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
”TRAFFIC, TRAF- Amber filled circle Conduct a visual search for the in-
FIC” shown on the TA/MFD truder. If successful, maintain visual
indicator acquisition to ensure safe separa-
tion.
2.6 TCAS II Threat traffic are shown on the TA/MFD indicator as RED filled squares repre-
SYSTEM senting the intruder.
RESOLUTION
Resolution advisories (RA) will be annunciated as appropriate:
ADVISORY (RA)
ANNUNCI-
ATIONS
”CLIMB, VSI RED from −6000 Promptly and smoothly establish a

CLIMB” FPM to +1500 FPM 1500 FPM, or greater CLIMB as in-
and GREEN from dicated by the GREEN arc on the
+1500 FPM to +2000 VSI display.
FPM
”DESCEND, VSI RED from −6000 Promptly and smoothly establish a
”DESCEND” FPM to +1500 FPM 1500 FPM, or greater DESCENT as
and GREEN from indicated by the GREEN arc on the
−1500 FPM to −2000 VSI display.
FPM
”MONITOR VER- Present vertical speed Keep vertical speed out of RED un-
TICAL SPEED” is outside the RED arc safe area as indicated on the VSI
as shown on the VSI display.
display.
”MAINTAIN VER- Present vertical speed Maintain present vertical speed and
TICAL SPEED is inside the GREEN direction. Ensure that the VSI
MAINTAIN” arc as shown on the needle does not enter the area of
VSI display. red−lighted scale segments on the
VSI display.
(Cont’d)
19/5.2 S1
Sep 30/15

Operation
(Cont’d)
”MAINTAIN Present vertical speed A flight crossing is predicted but be-

VERTICAL is inside the green arc ing monitoried by TCAS. Maintain
SPEED is shown on the VSI present vertical speed and direction.
CROSSING display Ensure that the VSI needle does not
MAINTAIN” enter the area of red−lighted scale
segments on the VSI display.
”ADJUST VSI indicated prohibited Promptly and smoothly adjust vertic-
VERTICAL vertical speed in RED al speed to that shown in the
SPEED Goal is vertical speed GREEN arc as indicated on the VSI
ADJUST” in GREEN. display.
”CLIMB Same as ”CLIMB” and Promptly and smoothly establish a
CROSSING further indicates that 1500 FPM or greater CLIMB as in-
CLIMB, own flight path will dicated by the GREEN arc on the
CLIMB cross that of the in- VSI display.
CROSSING truder.
CLIMB”
”DESCEND Same as ”DESCEND” Promptly and smoothly establish a
CROSSING and further indicates 1500 FPM or greater DESCENT as
DESCEND, that own flight path will indicated by the GREEN arc on the
DESCEND cross that of the in- VSI display.
CROSSING truder.
DESCEND”
”CLEAR OF VSI RED and GREEN Promptly and smoothly return to pre-
CONFLICT” areas removed. Range vious assigned clearance.
is increasing and sep-
aration is adequate.
19/5.2 S1
Sep 30/15

Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial reso-
TEM lution advisory (RA) does not provide sufficient vertical separation. These an-
ENHANCED nunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
”INCREASE Follows ”CLIMB advis- Promptly and smoothly increase the

CLIMB ory VSI RED from vertical speed to 2500 FPM or great-
INCREASE −6000 FPM to +2500 er CLIMB as indicated by the
CLIMB” FPM and GREEN from GREEN arc on the VSI display
+2500 FPM to +3500
FPM. Indicates the ver-
tical speed MUST BE
INCREASED to ensure
adequate separation.
”INCREASE Follows a “DESCEND” Promptly and smoothly increase the
DESCENT advisory. VSI RED from vertical speed to 2500 FPM or great-
INCREASE +6000 FPM to −2500 er DESCEND as indicated by the
DESCENT” FPM and GREEN from GREEN arc on the VSI display.
−2500 FPM to −3500
tical speed MUST BE
INCREASED to assure
”CLIMB Follows a ”DESCEND” Promptly and positively maneuver to
CLIMB NOW advisory when it has establish a 1500 FPM or greater
CLIMB, been determined that a CLIMB as indicated by the GREEN
CLIMB NOW” reversal of vertical arc on the VSI display.
speed (direction) is
needed to provide ad-
equate vertical separa-
tion
”DESCEND Follows a ”CLIMB” ad- Promptly and positively maneuver to
DESCEND NOW, visory when it has been establish a 1500 FPM or greater
DESCEND, determined that a re- DESCENT as indicated by the
DESCEND NOW versal of vertical speed GREEN arc on the VSI display.
(direction) is needed to
provide adequate verti-
cal separation.
19/5.2 S1
Sep 30/15

Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

− The TCAS II system should be tested prior to flight. Put the TCAS mode selec-
tor to ”AUTO” and the ATC mode selector to ”ALT” and momentarily press the
test button on either the TCAS control panel or the ATC control panel.
− The TA/MFD indicator should present a test pattern display like Figure 2 on
page 5/6 (test intruder set of RA, TA, Proximate traffic and other traffic symbols
with TCAS TEST).
− After completion of self−test, ”TCAS SYSTEM TEST OK” audio annunciation
will be heard.
tracked.
19/5.2 S2
TCAS II Change 6.04A PAGE 1
Sep 30/15

Operation
TEM NORMAL must be turned off by returning MODE selector on the ATC control to ”ON” and the
OPERATING MODE selector on the TCAS control to ”STBY”.
CHARACTER-
ISTICS
chart below gives the TCAS inhibits created by the radio altimeter and the associ-
ated RA status.
STATUS:
Below 1450 FT AGL ”INCREASE DESCENT” RA inhibited

Below 1000 FT AGL descending; ”DESCEND” RA inhibited
Below 1200 FT AGL climbing
Below 900 FT AGL descending; All RAs inhibited (TA ONLY) and
Below 1100 FT AGL climbing TA Aural Message inhibited
NOTE
NOTE

50 F / 28 C.
tion.
− Failure to advance thrust to full rating following a reduced power thrust takeoff.
able)
− TCAS command reversal to a ”CLIMB−CLIMB−NOW”.
(Cont’d)
19/5.2 S2
Sep 30/15

Operation
(Cont’d)
NOTE
NOTE
NOTE

IF TCAS ”CLIMB” OR ”INCREASE CLIMB” RA OCCURS WHEN CONFIGURED
FOR LANDING:
warning occurs, TCAS will automatically revert to TA only mode and TCAS aural
messages are inhibited. Normal TCAS operation will resume when GPWS/TAWS
warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver with-
in approximately 5 sec., and within approximately 2 1/2 sec. if an additional cor-
rective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE se-
lector to ON on the ATC control panel will automatically cause TCAS to be in
19/5.2 S2
Sep 30/15

Operation
ADVISORY (TA)
ANNUNCI-
ATIONS
”TRAFFIC, Amber filled circle shown Conduct a visual search for the in-
TRAFFIC” on the TA/MFD indicator truder. If successful, maintain visual
acquisition to ensure safe separation.
2.6 TCAS II Resolution advisories (RA) are shown on the TA/MFD indicator as RED filled
SYSTEM squares representing the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
CLIMB, VSI RED from −6000 Promptly and smoothly establish a

CLIMB FPM to +1500 FPM and 1500 FPM, or greater CLIMB as indi-
CLIMB” GREEN from +1500 cated by the GREEN arc on the VSI
FPM to +2000 FPM display.
”DESCEND, VSI RED from +6000 Promptly and smoothly establish a
DESCEND, FPM to −1500 FPM and 1500 FPM, or greater DESCENT as
DESCEND” GREEN from −1500 indicated by the GREEN arc on the
FPM to −2000 FPM VSI display.
”MONITOR Present vertical speed is Keep vertical speed out of RED un-
VERTICAL outside the RED arc as safe area as indicated on the VSI dis-
SPEED, shown on the VSI display.
”MONITOR play.
VERTICAL
SPEED”
”REDUCE VSI indicated prohibited Promptly and smoothly reduce verti-
CLIMB, vertical speeds in RED cal speed to that shown in the
REDUCE Goal is vertical speed in GREEN arc as indicated on the VSI.
CLIMB” GREEN.
(Cont’d)
19/5.2 S2
Sep 30/15

Operation
(Cont’d)
”REDUCE VSI indicated prohibited Promptly and smoothly reduce verti-

DESCENT, vertical speed in RED cal speed to that shown in the
REDUCE Goal is vertical speed in GREEN arc as indicated on the VSI.
DESCENT” GREEN.
CROSSING further indicates that 1500 FPM or greater CLIMB as indi-
CLIMB, own flight path will cross cated by the GREEN arc on the VSI.
CLIMB that of the intruder.
CROSSING
CLIMB”
CROSSING and further indicates that 1500 FPM or greater DESCENT as
DESCEND, own flight path will cross indicated by the GREEN arc on the
DESCEND that of the intruder. VSI
CROSSING
DESCEND”
is increasing and separ-
ation is adequate.
19/5.2 S2
Sep 30/15

Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial resolu-
TEM tion advisory (RA) does not provide sufficient vertical separation. These annunci-
ENHANCED ation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
”INCREASE Follows ”CLIMB advisory Promptly and smoothly increase the

CLIMB VSI RED from −6000 vertical speed to 2500 FPM or great-
INCREASE FPM to +2500 FPM and er CLIMB as indicated by the GREEN
CLIMB” GREEN from +2500 arc on the VSI.
FPM to +3500 FPM. In-
dicates the vertical
speed MUST BE IN-
CREASED to ensure ad-
equate separation.
DESCENT” FPM and GREEN from GREEN arc on the VSI.
−2500 FPM to −3500
tical speed MUST BEIN-
CREASED to assure ad-
equate separation.
CLIMB NOW” reversal of vertical speed arc on the VSI.
provide adequate vertic-
al separation
”DESCEND Follows a ”CLIMB” advi- Promptly and positively maneuver to
DESCEND NOW, sory when it has been establish a 1500 FPM or greater DE-
DESCEND, determined that a rever- SCENT as indicated by the GREEN
DESCEND NOW sal of vertical speed (di- arc on the VSI.
rection) is needed to pro-
vide adequate vertical
separation.
19/5.2 S2
Sep 30/15

Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

− The TA/MFD indicator should present a test pattern display (test intruder set
of RA, TA, Proximate traffic and Other traffic symbols with TCAS TEST).
tracked.
19/5.2 S3
Sep 30/15

Operation
CHARACTER-
ISTICS
ciated RA status.
STATUS:

ited
NOTE
NOTE

50 F / 28 C.
tion.
off.
able)
(Cont’d)
19/5.2 S3
Sep 30/15

Operation
(Cont’d)
NOTE
NOTE
NOTE

ral messages are inhibited. Normal TCAS operation will resume when GPWS/
TAWS warning ceases.
19/5.2 S3
Sep 30/15

Operation
ADVISORY (TA)
ANNUNCI-
ATIONS
”TRAFFIC, TRAF- Amber filled circle Conduct a visual search for the in-
FIC” shown on the TA/MFD truder. If successful, maintain visual
indicator acquisition to ensure safe separa-
tion.
2.6 TCAS II Threat traffic are shown on the TA/MFD indicator as RED filled squares repre-
SYSTEM senting the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
”CLIMB, VSI RED from −6000 Promptly and smoothly establish a

CLIMB” FPM to +1500 FPM 1500 FPM, or greater CLIMB as in-
and GREEN from dicated by the GREEN arc on the
+1500 FPM to +2000 VSI display.
FPM
”DESCEND, VSI RED from −6000 Promptly and smoothly establish a
”DESCEND” FPM to +1500 FPM 1500 FPM, or greater DESCENT as
FPM
”MONITOR VER- Present vertical speed Keep vertical speed out of RED un-
TICAL SPEED” is outside the RED arc safe area as indicated on the VSI
as shown on the VSI display.
display.
”MAINTAIN VER- Present vertical speed Maintain present vertical speed and
TICAL SPEED is inside the GREEN direction. Ensure that the VSI
MAINTAIN” arc as shown on the needle does not enter the area of
VSI display. red−lighted scale segments on the
VSI display.
(Cont’d)
19/5.2 S3
Sep 30/15

Operation
(Cont’d)
”MAINTAIN Present vertical speed A flight crossing is predicted but be-

VERTICAL is inside the green arc ing monitoried by TCAS. Maintain
SPEED is shown on the VSI present vertical speed and direction.
CROSSING display Ensure that the VSI needle does not
MAINTAIN” enter the area of red−lighted scale
segments on the VSI display.
”LEVEL OFF VSI indicated prohibited Reduce vertical speed to 0 ft/min
LEVEL OFF” vertical speed in RED (i.e. Level off). The level off must be
Goal is vertical speed achieved promptly.
in GREEN.
CLIMB, own flight path will dicated by the GREEN arc on the
CLIMB cross that of the in- VSI display.
CROSSING truder.
CLIMB”
CROSSING truder.
DESCEND”
19/5.2 S3
Sep 30/15

Operation
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB ory VSI RED from vertical speed to 2500 FPM or great-
INCREASE −6000 FPM to +2500 er CLIMB as indicated by the
CLIMB” FPM and GREEN from GREEN arc on the VSI display
+2500 FPM to +3500
tical speed MUST BE
INCREASED to ensure
−2500 FPM to −3500
tical speed MUST BE
INCREASED to assure
tion
DESCEND NOW, visory when it has been establish a 1500 FPM or greater
DESCEND, determined that a re- DESCENT as indicated by the
DESCEND NOW versal of vertical speed GREEN arc on the VSI display.
cal separation.
19/5.2 S3
Sep 30/15

Operation
3.1 TCAS II TCAS II system dead

SYSTEM
1. CB L−19 (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
TCAS FAIL is annunciated
1. If ”TCAS FAIL” is annunciated on the TA/MFD Indicator or if ”TCAS
FAIL” is annunciated on the RA/VSI Indicator or if ”TCAS SYSTEM
TEST FAIL” audio annunciation occurs, turn TCAS off. Rotate TCAS
mode selector to ”STBY” position. (TCAS will no longer be operable.)
ADC or RALT u/s
1. If ADC or RADIO ALTIMETER no longer available, turn TCAS off.
(TCAS will no longer be operable.)
ACT Light flashes
1. If the ”ACT” light flashes continuously on the ATC control when position
1/2 switch is in either position, select ”STBY” on the TCAS mode selec-
tor. (TCAS will no longer be operable.)
TA ONLY flag
1. If ”TA ONLY” flag appears on the TA/MFD Indicator or ”RA OFF” ap-
pears on the RA/VSI Indicator, verify TCAS mode selector is selected to
”AUTO”. If ”AUTO” is selected and ”TA ONLY” or ”RA OFF” flag is still
in view then the Pilot with the operable VSI (with no RA OFF flag)
should be briefed to conduct any subsequent maneuvers required by an
RA advisory.
VSI flag
1. If ”VSI” flag appears on the RA/VSI indicator, then the Pilot with the op-
erable VSI (with no VSI flag) should be briefed to conduct any subse-
quent maneuvers required by an RA advisory.
19/5.2
PAGE 7
Sep 30/15

Operation
3.2 MODE S ACT light flashes

TRANSPON-
1. If the ”ACT” light flashes continuously on the ATC control panel when
DER SYSTEM
the switch is in position 1, select position 2 or conversely.
19/5.2
PAGE 8
Sep 30/15

ACAS/TCAS WITH TA/RA/VSI
Description
1. GENERAL and the voice message, ”TRAFFIC TRAFFIC”. It
permits mental and physical preparation for a
The TCAS II system is an on−board collision avoid-
possible maneuver to follow, and assists the pilot
ance and traffic situation system which monitors a
in achieving visual acquisition of the threat air-
radius of at least 14 nautical miles about the aircraft
craft.
and, by interrogating any ”intruding” aircraft’s trans-
− If the intruder gets within approximately 30 sec.
ponder, determines if a potential airspace conflict
of CPA, it is considered a threat and an aural and
exists. This is done by computing the range, alti-
visual resolution advisory (RA) is issued. This
tude, bearing and closure rate of other transpond-
level provides a recommended vertical maneuver
er−equipped aircraft, with respect to the TCAS−
using the TCAS II TA/RA/VSI Indicators and
equipped aircraft.
voice messages to provide adequate vertical
The ACAS II system complies with TCAS II Change separation from the threat aircraft or prevents
7.0 and TCAS II Change 7.1. Limitations and nor- initiation of a maneuver that would place the
mal procedures for each ACAS/TCAS mod. are de- TCAS II aircraft in jeopardy.
scribed in sub chapter 19/6.2. When TCAS is men-
2.2 Mode S transponder system equipment
tioned in this section, ACAS is also applicable.
When TCAS II is mentioned in this manual it applies The Mode S transponder system consists of the
both to change 6.04A, 7.0 and 7.1 unless otherwise following equipment:
stated.
Qty Description
1(2) Mode S Transponder(s)
2.1 TCAS II system equipment 1 ATC Transponder Control
The TCAS II system consists of the following: 2(4) L−Band Omni−directional Antennas
(one/two top, one/two bottom)
Qty Description
(A second Mode S transponder can be installed as
1 TCAS II Transmitter−Receiver an option)
2 TA/RA/VSI Indicators
The ATC/MODE S transponder is a solid−state, air-
1 TCAS Control borne, air traffic control (ATC) transponder that re-
2 Directional Antenna sponds to ATCRBS (Air Traffic Control Radar Bea-
(one top, one bottom) con System) MODE A, MODE C and MODE S
(SELECTIVE INTERROGATIONS) interrogations.
The TCAS requires the following equipment to be The MODE S function is capable of being discretely
functional and operating: addressed (so that interrogation can be directed to
− Mode S Transponder a specific aircraft as required by TCAS II) and for
− Air Data Computer receiving and sending data link messages. It is also
− Two TCAS II TA/RA/VSI Indicators capable of receiving and transmitting from two an-
− Radio Altimeter. tennas (for use in diversity operations for improving
air−to−air surveillance and communications).
The TCAS II system provides two levels of threat
advisories: The TCAS II system will resolve multiple aircraft
− If the traffic gets within approximately 45 sec. of encounters. The TCAS II is considered a backup
projected Closest Point of Approach (CPA), it is system to the ”SEE−AND−AVOID” concept and the
then considered an intruder, and an aural and ATC radar environment.
visual traffic advisory is issued. This level calls
attention to a developing collision threat using the
TCAS II traffic/advisory (TA/RA/VSI) indicators
19/6.1
PAGE 1
Sep 30/15

Description
2.3 Standard TCAS II definitions
a. ACAS II/TCAS II − An ACAS (AIrborne Collision
Avoidance System) or TCAS (Traffic alert and Colli-
sion Avoidance System) that utilizes interrogation
of, and replies from airborne radar beacon trans-
ponder and provides traffic advisories (TA) and res-
olution advisories (RA) in the vertical plane.
b. Other Traffic − is defined as any other traffic within
the range of the display and within  2700 ft vertic-
ally.
c. Proximate Traffic − is defined to be any traffic not
generating an RA or TA but which is within six nauti-
cal miles (nm) slant range and within  1200 ft ver-
tically.
d. Traffic Advisory (TA) − Information given to the pilot
pertaining to the position of intruding aircraft in the
immediate vicinity. The information contains no
suggested maneuver.
e. Threat − Traffic that has satisfied the threat detec-
tion logic and requires a Resolution Advisory (RA).
f. Resolution Advisory (RA) − A display indication giv-
en to the pilot recommending a maneuver to in-
crease vertical separation relative to an intruding
(threat) aircraft.
(1) Corrective Advisory − A Resolution Advisory
that instructs the pilot to deviate from current
vertical rate.
(2) Preventive Advisory − A Resolution Advisory
that instructs the pilot to avoid certain devi-
ations from current vertical rate.
19/6.1
PAGE 2
Sep 30/15

Description
3. CONTROLS
A TCAS II CONTROL
Collins
A B
AUTO TA TCAS
STBY ONL
Y
TEST
Mode Selector
STBY − Standby
AUTO − Traffic / resolution advisory
(automatic) TEST Button
TA ONLY − Traffic advisory mode of operation Push for TCAS self test
B ATC CONTROL
ATC CODE
Collins
DISPLAY
A
COMPARATOR C 1
T 1/2 TRANSPONDER
ANNUNCIATOR
SELECT SWITCH
ANNUNCIATORS RMT TX 2
ATC
ON ALT
CODE SELECT
IDENT
STBY KNOBS (2)
MODE SELECTOR TEST PRE

PRE BUTTON
(CODE PRESENT)
LIGHT SENSOR IDENT BUTTON

TEST BUTTON Also see ATC transponder
15/6 in AOM I for detailed
functions
A23996
Fig. 1 TCAS and ATC controls
19/6.1
PAGE 3
Sep 30/15

Description
19/6.1
PAGE 4
Sep 30/15

Description
A COLLINS TA/ RA/ VSI INDICATOR

CONTROL OR FUNCTION
SOLID DIAMOND (CYAN) INDICATOR
OPEN DIAMOND (CYAN) PROXIMATE TRAFFIC WITHIN V/S flag −− yellow back- Indicates invalid ver-
1200 ft AND 6 NM OF OWN ground with black ”V/S” tical speed data, no
OTHER TRAFFIC. RANGE AND BEAR- AIRCRAFT character.
ING OF OTHER AIRCRAFT WITHIN computed data, test, or
SURVEILLANCE RANGE AND SELEC- internal failure.
TED RANGE AND ALTITUDE FOR DIS- 6 NM OR 12NM RA flag −− yellow back- Indicates resolution
PLAY. ground with black ”RA” advisory function is
SELECTED FORWARD RANGE characters unreliable.
OF TRAFFIC DISPLAY
TCAS flag −− yellow Indicates failure of all
A AIRCRAFT ABOVE/BELOW ANNUNCIATOR background with black functions.
SELECTED ALTITUDE RANGE ”TCAS” characters
TCAS MODE
SELECTED TCAS MODE OF TRAFFIC DISPLAY
ONLY TA annunciator −− Indicates that indicator
white box with black field is operating in TA−only
RED ARC(S) and white ”ONLY TA” mode.
GREEN ARC DO NOT ENTER RANGE IF VERTICAL characters; background
RECOMMENDED VERTICAL SPEED IS OUTSIDE OF ARC (PRE- changes to yellow if a TA
SPEED TORESOLVE CORRECTIVE occurs.
BLW VENTIVE RESOLUTION). EXIT RANGE
RESOLUTION ADVISORY IF VERTICAL SPEED IS WITHIN ARC TCAS OFF flag −− white
(CORRECTIVE RESOLUTION). background with black Indicates that TCAS
”TCAS OFF” characters. system is in standby.
POINTER (WHITE) TRAFFIC ARROW (SAME COLOR AS TEST flag −− white back- Indicates TCAS sys-
INDICATES PRESENT VERTICAL ASSOCIATED TRAFFIC SYMBOL) ground with black tem is in test and that
SPEED. POINTER DISPLAYED ”TEST” characters. indicator is displaying
WHEN VERTICAL SPEED IS VALID CLIMB OR DESCENT RATE (>500 FPM) test data.
OF INTRUDER AIRCRAFT
Mode M pushbutton. Pilot selection of indic-
SOLID CIRCLE (YELLOW) ator ABV or BLW dis-
TRAFFIC DATA (NUMBER) (SAME COLOR play. One push on the
INTRUDER AIRCRAFT. TA GENER- AS ASSOCIATED TRAFFIC SYMBOL) mode button will shift
ATED: RANGE AND BEARING RE- RELATIVE ALTITUDE OF INTRUDER AIR- the surveyed altitude
LATIVE TO OWN AIRCRAFT CRAFT. IF ALTITUDE IS NOT AVAILABLE range to 9900 ft above
TRAFFIC DATA IS NOT DISPLAYED and 2700 ft below
(ABV). A second push
will give a altitude
MODE BUTTON range of 2700 ft above
RANGE BUTTON and 9900 ft below
SELECTS DISPLAY OF AIRCRAFT
SELECTS RANGE OF DISPLAY (BLW). A third push will
ABOVE OR BELOW OWN AIRCRAFT.
give the normal range
of 2700 ft above and
SOLID SQUARE (RED) below.
THREAT AIRCRAFT. RA GENERATED: Range R pushbutton. Pilot selection of indic-
AIRCRAFT (WHITE) ator range; 6 nm for-
RANGE AND BEARING RELATIVE TO
OWN AIRCRAFT SYMBOL. ONLY DIS- OWN AIRCRAFT ward and 3 nm behind,
PLAYED IN TRAFFIC MODE. or 12 nm forward and 6
A11395 nm behind.
RANGE RING (WHITE)
2−MILE RADIUS RANGE ABOUT AIRCRAFT.
IF NO−BEARING MESSAGE IS DISPLAYED
ONLY FORWARD HALF OF RING DISPLAYED
Fig. 2 Collins TA/RA/VSI Indicator
19/6.1
PAGE 5
Sep 30/15

Description
19/6.1
PAGE 6
Sep 30/15

Description
VISUAL RAs − VERTICAL SPEED SCALE
The color−coded visual advisory areas just inside, and adjacent to, the Vertical A Preventive Resolution Advisory is issued when The TCAS aircraft’s present
Speed Indicators scale instructs the pilot to what vertical speed region is TO BE vertical speed is already outside the prohibited region. Those vertical speeds GREEN =
AVOIDED (RED). If a change in vertical sped is necessary, the specific region of deemed unsafe are illuminated in RED. Preventive Resolution Advisory visual
vertical speed the pilot is to ”fly−to” is illuminated in GREEN. For example, the pro- indications range from restricting rate of climb or descent, to prohibiting RED =
hibited RED vertical speed region may extend form −6000 FPM to +1500 FPM as changes in vertical speed altogether. The aural message ”MONITOR VER-
shown in Figure a. The GREEN ”fly−to” area appears from +1500 FPM to +2000 TICAL SPEED” accompanies the full range of Preventive Resolution Adviso-
FPM. ries.
CORRECTIVE − CLIMB CORRECTIVE − DESCEND PREVENTIVE − MONITOR PREVENTIVE − MONITOR

Figure a Figure c VERTICAL SPEED VERTICAL SPEED
Figure e Figure g
CORRECTIVE − INCREASE CLIMB CORRECTIVE − INCREASE DESCENT PREVENTIVE − MONITOR PREVENTIVE − MONITOR
Figure b Figure d VERTICAL SPEED VERTICAL SPEED
Figure f Figure h
A9699 TCAS Corrective Resolution Advisory (RA) Examples
Fig. 3 Resolution Advisory (RA) displays and annunciators
19/6.1
PAGE 7
Sep 30/15

Description
19/6.1
PAGE 8
Sep 30/15

Description
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L−19 TCAS
19/6.1
PAGE 9
Sep 30/15

Description
19/6.1
PAGE 10
Sep 30/15

Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

− The TA/RA/VSI indicator should present a test pattern.
tracked.
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 523−0776233, dated 6−1−90 or
later, for normal system operating procedures.
19/6.2 S1
Sep 30/15

Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting,
TEM NORMAL TCAS must be turned off by returning MODE selector on the ATC control to
OPERATING ”ON” and the MODE selector on the TCAS control to ”STBY”.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes.
ISTICS
The chart below gives the TCAS inhibits created by the radio altimeter and
the associated RA status.
STATUS:
Below 1550 FT AGL ”INCREASE DESCENT” RA inhibited

NOTE
NOTE

50 F / 28 C.
tion.
off.
able)
(Cont’d)
19/6.2 S1
Sep 30/15

Operation
(Cont’d)
NOTE
NOTE
NOTE

IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDI-
ATELY ABANDON THE RA MANEUVER AND EXECUTE THE STALL RE-
COVERY PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER,
IMMEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
warning occurs, TCAS will automatically revert to TA only mode and TCAS
aural messages are inhibited. Normal TCAS operation will resume when
GPWSTAWS warning ceases.
standby (TCAS OFF on TA/RA/VSI indicators).
19/6.2 S1
Sep 30/15

Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER
TEM TRAFFIC filled circles representing the intruder.
ADVISORY (TA)
ANNUNCI-
ATIONS
”TRAFFIC, Amber filled circle Conduct a visual search for the in-
TRAFFIC” shown on the TA/RA/ truder. If successful, maintain visual
VSI indicator acquisition to ensure safe separation.
2.6 TCAS II Threat traffic are shown on the TA/RA/VSI indicator as RED filled squares
SYSTEM representing the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB” FPM to +1500 FPM 1500 FPM, or greater CLIMB as indi-
and GREEN from cated by the GREEN arc on the VSI
+1500 FPM to +2000 display.
FPM
”DESCEND” FPM to −1500 FPM 1500 FPM, or greater DESCENT as
FPM.
”MONITOR Present vertical speed Keep vertical speed out of RED un-
VERTICAL is outside the RED arc safe area as indicated on the VSI dis-
SPEED” as shown on the VSI play.
display.
”MAINTAIN Present vertical speed Maintain present vertical speed and
VERTICAL is inside the GREEN direction. Ensure that the VSI needle
SPEED arc as shown on the does not enter the area of red−lighted
MAINTAIN” VSI display. scale segments on the VSI display.
(Cont’d)
19/6.2 S1
Sep 30/15

Operation
(Cont’d)
”MAINTAIN Present vertical speed A flight crossing is predicted but being

VERTICAL is inside the green arc monitored by TCAS. Maintain present
SPEED is shown on the VSI vertical speed and direction. Ensure
CROSSING display that the VSI needle does not enter
MAINTAIN” the area of red−lighted scale seg-
ments on the VSI display.
”ADJUST VSI indicated prohibited Promptly and smoothly adjust vertical
VERTICAL vertical speed in RED speed to that shown in the GREEN
SPEED Goal is vertical speed arc as indicated on the VSI display.
ADJUST” in GREEN.
CROSSING further indicates that 1500 FPM or greater CLIMB as indic-
CLIMB, own flight path will ated by the GREEN arc on the VSI
CLIMB cross that of the in- display.
CROSSING truder.
CLIMB”
CROSSING truder.
DESCEND”
19/6.2 S1
Sep 30/15

Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial res-
TEM olution advisory (RA) does not provide sufficient vertical separation. These
ENHANCED annunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB ory VSI RED from vertical speed to 2500 FPM or greater
INCREASE −6000 FPM to +2500 CLIMB as indicated by the GREEN
CLIMB” FPM and GREEN from arc on the VSI display.
+2500 FPM to +3500
tical speed MUST BE
INCREASED to ensure
DESCENT advisory. VSI RED from vertical speed to 2500 FPM or greater
INCREASE +6000 FPM to −2500 DESCEND as indicated by the
−2500 FPM to −3500
tical speed MUST BE-
INCREASED to assure
tion
DESCEND visory when it has been establish a 1500 FPM or greater DE-
NOW, determined that a re- SCENT as indicated by the GREEN
DESCEND, versal of vertical speed arc on the VSI display.
DESCEND NOW (direction) is needed to
cal separation.
19/6.2 S1
Sep 30/15

Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

− The TA/RA/VSI indicator should present a test pattern display like Figure 3
on page 9.
tracked.
19/6.2 S2
Sep 30/15

Operation
CHARACTER-
ISTICS
ciated RA status.
STATUS:

ited
Below 1000 FT AGL descending; ”DESCEND” RA inhibited
Below 1200 FT AGL climbing
Below 900 FT AGL descending; All RAs inhibited (TA ONLY) and
Below 1100 FT AGL climbing TA Aural Message inhibited
NOTE
NOTE

50 F / 28 C.
tion.
off.
(Cont’d)
19/6.2 S2
Sep 30/15

Operation
(Cont’d)
able).
− TCAS command reversal to a ”CLIMB−CLIMB−NOW”.
NOTE
NOTE
NOTE

ral messages are inhibited. Normal TCAS operation will resume when GP-
WSTAWS warning ceases.
within approximately 5 seconds, and within approximately 2 1/2 sec. if an addi-
tional corrective RA, for example, increase or reversal, is issued.
19/6.2 S2
Sep 30/15

Operation

2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER filled
ADVISORY (TA)
ANNUNCI-
ATIONS
TRAFFIC” on the TA/RA/VSI indica- truder. If successful, maintain visu-
tor al acquisition to ensure safe sepa-
ration.
2.6 TCAS II Resolution advisories (RA) are shown on the TA/RA/VSI indicator as RED filled
SYSTEM squares representing the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB FPM to +1500 FPM and 1500 FPM, or greater CLIMB as
CLIMB” GREEN from +1500 indicated by the GREEN arc on the
FPM to +2000 FPM VSI display.
DESCEND, FPM to −1500 FPM and 1500 FPM, or greater DESCENT
DESCEND” GREEN from −1500 as indicated by the GREEN arc on
FPM to −2000 FPM. the VSI display.
VERTICAL outside the RED arc as safe area as indicated on the VSI
SPEED, shown on the VSI dis- display.
”MONITOR play.
VERTICAL
SPEED”
(Cont’d)
19/6.2 S2
Sep 30/15

Operation
(Cont’d)
”REDUCE VSI indicated prohibited Promptly and smoothly reduce ver-

CLIMB, vertical speeds in RED tical speed to that shown in the
REDUCE Goal is vertical speed in GREEN arc as indicated on the
CLIMB” GREEN. VSI.
”REDUCE VSI indicated prohibited Promptly and smoothly reduce ver-
DESCENT, vertical speed in RED tical speed to that shown in the
REDUCE Goal is vertical speed in GREEN arc as indicated on the
DESCENT” GREEN. VSI.
CLIMB, own flight path will cross dicated by the GREEN arc on the
CLIMB that of the intruder. VSI.
CROSSING
CLIMB”
DESCEND that of the intruder. VSI.
CROSSING
DESCEND”
”CLEAR OF VSI RED and GREEN Promptly and smoothly return to
CONFLICT” areas removed. Range previous assigned clearance.
ation is adequate.
19/6.2 S2
Sep 30/15

Operation
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
”INCREASE Follows ”CLIMB advisory Promptly and smoothly increase

CLIMB VSI RED from −6000 the vertical speed to 2500 FPM or
INCREASE FPM to +2500 FPM and greater CLIMB as indicated by the
CLIMB” GREEN from +2500 GREEN arc on the VSI.
speed MUST BE IN-
equate separation.
”INCREASE Follows a “DESCEND” Promptly and smoothly increase
DESCENT advisory. VSI RED from the vertical speed to 2500 FPM or
INCREASE +6000 FPM to −2500 greater DESCEND as indicated by
DESCENT” FPM and GREEN from the GREEN arc on the VSI.
−2500 FPM to −3500
equate separation.
”CLIMB Follows a ”DESCEND” Promptly and positively maneuver
CLIMB NOW advisory when it has to establish a 1500 FPM or greater
CLIMB NOW” reversal of vertical speed arc on the VSI.
al separation
”DESCEND Follows a ”CLIMB” advi- Promptly and positively maneuver
DESCEND NOW, sory when it has been to establish a 1500 FPM or greater
DESCEND, determined that a rever- DESCENT as indicated by the
DESCEND NOW sal of vertical speed (di- GREEN arc on the VSI.
separation.
19/6.2 S2
Sep 30/15

Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

− The TA/RA/VSI indicator should present a test pattern.
tracked.
19/6.2 S3
Sep 30/15

Operation
CHARACTER-
ISTICS
ciated RA status.
STATUS:

ited
NOTE
NOTE

50 F / 28 C.
tion.
off.
able).
(Cont’d)
19/6.2 S3
Sep 30/15

Operation
(Cont’d)
NOTE
NOTE
NOTE

ral messages are inhibited. Normal TCAS operation will resume when GP-
WSTAWS warning ceases.
19/6.2 S3
Sep 30/15

Operation
(Cont’d)
within approximately 5 seconds, and within approximately 2 1/2 sec. if an addi-
tional corrective RA, for example, increase or reversal, is issued.
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER filled
ADVISORY (TA)
ANNUNCI-
ATIONS
TRAFFIC” on the TA/RA/VSI indica- truder. If successful, maintain visu-
tor al acquisition to ensure safe sepa-
ration.
2.6 TCAS II SYS- Threat traffic are shown on the TA/RA/VSI indicator as RED filled squares rep-
TEM RESOLU- resenting the intruder.
TIONADVISORY
(RA) ANNUNCI-
ATIONS

CLIMB” FPM to +1500 FPM and 1500 FPM, or greater CLIMB as
GREEN from +1500 indicated by the GREEN arc on the
FPM to +2000 FPM VSI display.
DESCEND” FPM to −1500 FPM and 1500 FPM, or greater DESCENT
GREEN from −1500 as indicated by the GREEN arc on
FPM to −2000 FPM. the VSI display.
VERTICAL outside the RED arc as safe area as indicated on the VSI
SPEED” shown on the VSI dis- display.
play.
(Cont’d)
19/6.2 S3
Sep 30/15

Operation
(Cont’d)
”MAINTAIN Present vertical speed is Maintain present vertical speed

VERTICAL inside the green arc as and direction. Ensure that the VSI
SPEED shown on the VSI dis- needle does not enter the area of
MAINTAIN” play. red−lighted scale segments on the
VSI display.
”MAINTAIN Present vertical speed is A flight path crossing is predicted
VERTICAL inside the green arc is but being monitoried by TCAS.
SPEED shown on the VSI dis- Maintain present vertical speed
CROSSING play and direction. Ensure that the VSI
MAINTAIN” needle does not enter the area of
red−lighted scaled segments on
the VSI display.
”LEVEL OFF VSI indicated prohibited Reduce vertical speed to 0 ft/min
LEVEL OFF” vertical speed in RED. (i.e. Level off). The level off must
Goal is vertical speed in be achieved promptly.
GREEN.
CLIMB, own flight path will cross dicated by the GREEN arc on the
CLIMB that of the intruder. VSI.
CROSSING
CLIMB”
DESCEND that of the intruder. VSI.
CROSSING
DESCEND”
”CLEAR OF VSI RED and GREEN Promptly and smoothly return to
CONFLICT” areas removed. Range previous assigned clearance.
ation is adequate.
19/6.2 S3
Sep 30/15

Operation
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
”INCREASE Follows ”CLIMB advisory Promptly and smoothly increase

CLIMB VSI RED from −6000 the vertical speed to 2500 FPM or
INCREASE FPM to +2500 FPM and greater CLIMB as indicated by the
CLIMB” GREEN from +2500 GREEN arc on the VSI display..
speed MUST BE IN-
equate separation.
”INCREASE Follows a “DESCEND” Promptly and smoothly increase
DESCENT advisory. VSI RED from the vertical speed to 2500 FPM or
INCREASE +6000 FPM to −2500 greater DESCEND as indicated by
DESCENT” FPM and GREEN from the GREEN arc on the VSI display.
−2500 FPM to −3500
equate separation.
”CLIMB Follows a ”DESCEND” Promptly and positively maneuver
CLIMB NOW advisory when it has to establish a 1500 FPM or greater
CLIMB NOW” reversal of vertical speed arc on the VSI display.
al separation
”DESCEND Follows a ”CLIMB” advi- Promptly and positively maneuver
DESCEND NOW, sory when it has been to establish a 1500 FPM or greater
DESCEND, determined that a rever- DESCENT as indicated by the
DESCEND NOW sal of vertical speed (di- GREEN arc on the VSI display.
separation.
19/6.2 S3
Sep 30/15

Operation
3.1 TCAS II TCAS II system dead

SYSTEM
1. CB L−19 (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
TCAS FAIL is annunciated
1. If ”TCAS FAIL” is annunciated on the TA/RA/VSI Indicator or if ”TCAS
SYSTEM TEST FAIL” audio annunciation occurs, turn TCAS off. Ro-
tate TCAS mode selector to ”STBY” position. (TCAS will no longer be
operable.)
ADC or RALT u/s
1. If ADC or RADIO ALTIMETER no longer available, turn TCAS off.
(TCAS will no longer be operable.)
ACT Light flashes
1. If the ”ACT” light flashes continuously on the ATC control when posi-
tion 1/2 switch is in either position, select ”STBY” on the TCAS mode
selector. (TCAS will no longer be operable.)
RA flag
1. If ”RA” flag appears on the TA/RA/VSI indicator, verify TCAS control
mode switch is selected to ”AUTO”. If ”AUTO” is selected and ”RA”
flag is still in view then the Pilot with the operable VSI (with no RA
flag) should be briefed to conduct any subsequent maneuvers re-
quired by an RA advisory.
VSI flag
1. If ”VSI” flag appears on the TA/RA/VSI indicator, then the Pilot with
the operable VSI (with no VSI flag) should be briefed to conduct any
subsequent maneuvers required by an RA advisory.
19/6.2
PAGE 7
Sep 30/15

Operation
3.2 MODE S ACT light flashes

TRANSPON-
1. If the ”ACT” light flashes continuously on the ATC control panel when
DER SYSTEM
the switch is in position 1, select position 2 or conversely.
19/6.2
PAGE 8
Sep 30/15

TAWS
Description
1. GENERAL zontal and vertical position) with a safe altitude
“floor” based on known terrain features, extracted
The Terrain Awareness Warning System (TAWS),
from an internal terrain database. Accurate aircraft
provides unique visual and aural warnings to pre-
position data are derived from a Global Positioning
vent the aircraft from approaching the ground inad-
System (GPS) receiver implemented in TAWS unit
vertently. The TAWS is based on the standard
or from the optional FMS/GPS system.
Ground Proximity Warning System (GPWS) with
additional “look ahead” features to improve crew The TAWS computer (TAWC) monitors interfacing
situational awareness and provide advanced warn- system inputs to determine if any alert/warning en-
ings and alerts of hazardous proximity to terrain velope is being penetrated. When aircraft operation
with significantly increased margins compared to deviates into an alert/warning condition, visual
the standard GPWS. The TAWS continuously warning and aural messages are generated as
compares the projected aircraft ground track (hori- shown in Table 1.
Table 1 Visual and Aural Warnings/Alerts
Mode Visual Warning/Alert Aural Warning/Alert
1 − Excessive descent rate TERRAIN / BELOW G/S lights − SINK RATE

TERRAIN lights − PULL UP
2 − Terrain closure rate TERRAIN / BELOW G/S lights − TERRAIN TERRAIN

TERRAIN lights − PULL UP
3 − Altitude loss after take off TERRAIN / BELOW G/S lights − DON’T SINK
4A − Terrain clearance (gear TERRAIN / BELOW G/S lights − TOO LOW GEAR
up) − TOO LOW TERRAIN
4B − Terrain clearance (gear TERRAIN / BELOW G/S lights − TOO LOW FLAPS
down, flaps up) − TOO LOW TERRAIN
4C − Minimum Terrain clear- TERRAIN / BELOW G/S lights − TOO LOW TERRAIN
ance during takeoff
5 − Inadvertent descent be- TERRAIN / BELOW G/S lights − GLIDESLOPE or

low glideslope − GLIDESLOPE with increased
level
6 − Alerts (altitude callout, − 500

basic) (altitude callout, − 500, 200, 100, 50, 40, 30, 20,
with Mod. No. 3151)
10, and MINIMUM−MINIMUMS
at DH
(excessive bank angle) − BANK ANGLE−BANK ANGLE
(Cont’d)
19/7.1
PAGE 1
Dec 01/15

TAWS
Description
Table 1 Visual and Aural Warnings/Alerts (Cont’d)
Mode Visual Warning/Alert Aural Warning/Alert
TCF − Pre−mature Descent TERRAIN / BELOW G/S lights − TOO LOW TERRAIN
FLTA − Terrain/Obstacle Caution TERRAIN / BELOW G/S lights − CAUTION TERRAIN
FLTA − Terrain/Obstacle Warning TERRAIN lights − TERRAIN TERRAIN

− PULL UP
TCF: Terrain Clearance Floor FLTA: Forward Looking Terrain Avoidance
2. MAIN COMPONENTS AND SUBSYSTEMS 2.4 Obstacle Database
2.1 Aural Warnings Obstacle database is a separate file from the terrain
database, containing man made obstacles with a
The aural messages are digitally synthesized and height exceeding 100 feet. The obstacle data is pro-
stored in read only memories in TAWC. When an cessed and displayed on the EFIS and MFD in the
alert/warning is generated, the information stored in same fashion as terrain is presented on the display,
the appropriate read only memories is retrieved and it causes same visual indications of warning and
converted to an audio signal. The audio signal is caution alerts like terrain.
routed to the audio integrating system where it is
Some areas may not be included in the obstacle
amplified and supplied to both pilots’ cockpit speak-
database. The operator should check the availability
ers and headsets.
of obstacle database for his area of operation.
2.2 Visual Warnings
2.5 Geometric Altitude
The amber TERRAIN/BELOW G/S and red TER-
Geometric altitude is a computed aircraft altitude
RAIN lamps are illuminated pushbutton activated by
designed to ensure optimal operation of the terrain
the TAWS computer.
awareness function through all phases of flight and
If more than one warning mode envelope is pene- atmospheric conditions. Geometric altitude uses a
trated at the same time requiring conflicting aural pressure altitude calculation, GPS altitude, radio
warnings, the warnings are generated according to altitude, terrain and runway elevation data to reduce
the priority order in Table 2. or eliminate errors potentially induced in correct
The highest priority message is always provided. If barometric altitude by temperature extremes, non
a higher priority warning occurs, the higher priority standard altitude conditions and altimeter miss−
warning is immediately generated. When a warning sets. Geometric altitude allows TAWS operations in
ceases, the message is completed before switching QFE environments without special procedures by
to a warning of lower priority. the flight crew.
2.3 Terrain Database 2.6 Terrain Awareness Display
The terrain database divides the earth’s surface into The weather radar adapter converts digital terrain
grid sets referenced horizontally on the geographic data from the computer into Red−Green−Blue
coordinate system of the WGS−84. Higher resolu- (RGB) format which is transmitted to the LH/RH
tion grids are used around airports. EHSI on the EFIS and the MFD, via a WXR/TAWS
relay.
19/7.1
PAGE 2
Dec 01/15

TAWS
Description
NOTE The density and color being a function of how close

the terrain or obstacle is relative to aircraft altitude.
If the composite mode is used on the EHSI the
terrain data will not be displayed. The visual and Solid yellow or red colors indicate terrain near or
aural terrain warnings and cautions will however above the current altitude of the aircraft. When an
be active. alert is active yellow or red colors indicates caution
and warning areas relative to the flight path of the
Display of terrain is selected by pressing one of the aircraft.
two terrain awareness display pushbuttons on the
At altitudes safely above all terrain for the range
glareshield. RR mode on the Display Control Panel
chosen, the terrain is displayed independent of air-
must also be selected, in order to display terrain.
craft altitude emphasizing the highest and lowest
The range of the terrain image is selected with the
elevations to provide increased situational aware-
“range select knob” on the weather radar panel in
ness. A solid green level indicates the highest, non−
the center pedestal. In aircraft with WXR−350
threatening terrain. The lower density green display
weather radar system installed, it is not possible to
pattern indicate mid and upper terrain in the display
select the range if the WXR mode is selected to
area as well as terrain that is within 2000 feet of the
OFF on the WXP.
aircraft. See Fig. 1.
In aircraft with WXR−850 weather radar system
There are two elevation numbers indicating that the
installed, the WXR mode must be selected to at
highest and lowest terrain currently being displayed
least STBY for proper operation of the TAWS sys-
are overlaid on the display. The elevation numbers
tem. If WXR mode is selected to OFF, the TERR
indicate terrain in hundreds of feet above sea level
AWARE FAULT annunciators will come on.
(MSL). The terrain numbers are displayed with the
There is an automatic Pop−Up of the terrain image, “highest” terrain number on the top and the ”lowest”
once a terrain alert/warning is generated. A condi- terrain number beneath it. A single elevation num-
tion for this function, is that WXR display is selected ber is displayed when the screen is black as a re-
on the DCP prior to the terrain alert/warning. sult of flying over water or relatively flat terrain.
The terrain image is depicted as variable density
dot patterns in green, yellow or red (see Table 3).
19/7.1
PAGE 3
Dec 01/15

TAWS
Description
(MAXIMUM ELEVATION NUMBER) SOLID GREEN

HIGHEST BAND
REFERENCE 50 GREEN

MIDDLE BAND
ALTITUDE
16 GREEN
LOWEST BAND (MINIMUM ELEVATION NUMBER)
BLACK
SEA LEVEL
AIRCRAFT AT RELATIVE HIGH ALTITUDE
(MAXIMUM ELEVATION NUMBER)

50 RED
REF ALTITUDE +2000
50 YELLOW
REF ALTITUDE +1000
 YELLOW
REF ALTITUDE −250/500
50 GREEN
REF ALTITUDE −1000
REFERENCE (MINIMUM ELEVATION NUMBER) 16 GREEN

REF ALTITUDE −2000
ALTITUDE
BLACK
SEA LEVEL
B16672 AIRCRAFT AT RELATIVE LOW ALTITUDE
Fig. 1 Display colors − schematic
Table 2 Warning message priority
Priority Message Mode
1 PULL UP 1
2 TERRAIN TERRAIN 2 preface
3 PULL UP 2
4 TERRAIN TERRAIN FLTA, Terrain awareness preface
5 PULL UP FLTA, Terrain awareness warning
(Cont’d)
19/7.1
PAGE 4
Dec 01/15

TAWS
Description
Table 2 Warning message priority (Cont’d)
Priority Message Mode
6 OBSTACLE OBSTACLE FLTA, Obst. awareness preface 1)
7 PULL UP FLTA, Obst. awareness warning 1)
8 CAUTION TERRAIN FLTA, Terrain awareness caution
9 CAUTION OBSTACLE FLTA, Obst. awareness caution 1)
10 TOO LOW TERRAIN 4
11 TOO LOW TERRAIN TCF, Pre−mature decent
12 Altitude Callouts 6
13 TOO LOW GEAR 4
14 TOO LOW FLAPS 4
15 SINK RATE 1
16 DON’T SINK 3
17 GLIDESLOPE 5
18 BANK ANGLE − BANK ANGLE 6
NOTE
1) Alerts/warnings for man made obstacles will not be given if such obstacle data is not included in the data-
base.
19/7.1
PAGE 5
Dec 01/15

TAWS
Description
Table 3 Display colors and patterns
Color Terrain Elevation
Solid Red Terrain Threat Area − Warning.
Solid Yellow Terrain Threat Area − Caution.
50% Red Terrain that is more than 2000 feet above aircraft altitude.
50% Yellow Dots Terrain that is between 1000 and 2000 feet above aircraft altitude.
25% Yellow Dots Terrain that is 500 (250 with gear down) below to 1000 feet above aircraft
altitude.
Solid Green Shown only when no Red or Yellow terrain areas are within range on the
display. Highest terrain not within 500 (250 with gear down) feet of aircraft
altitude.
50% Green Dots Terrain that is 500 (250 with gear down) feet below to 1000 below aircraft
altitude, or Terrain that is middle elevation band when there are no Red or
Yellow terrain areas within range on the display.
16% Green Dots Terrain that is 1000 to 2000 feet below aircraft altitude, or terrain that is the
lower elevation band when there are no Red or Yellow terrain areas within
range of the display.
Black No significant terrain, outside coverage of regional terrain database or un-

known.
19/7.1
PAGE 6
Dec 01/15

TAWS
Description
Radio altitude
Radio altimeter
Aural Warning Audio
splitter
Vertical speed
Air data computer Altitude
Ind. Airspeed
(Depending on FDAU status) Flight
recorder
GPS FMS Position, altitude, DPU EHSI

or
Antenna GPS sys Ground speed
Terrain Disp. WXR
Adapter
Option
MPU MFD
Landing gear position
TERRAIN
Warning and test
LH AHRS TAWC
TERRAIN
Caution and G/S Inhibit
BELOW
Auto pilot engaged G/S
DH FAULT
(with Mod. No. 3151 installed) Fault and Display select
DISP
Weather Radar
Range
TERR
Terrain Inhibit
Nav Glide slope INH

Receiver
Flap position
TAWS
FLAP
OVRD
Override
A24734 NORM
Fig. 2 TAWS − schematic
19/7.1
PAGE 7
Dec 01/15

TAWS
Description
MODE 1 − EXCESSIVE DESCENT RATE

The mode 1 warning is generated if the aircraft by approximately 20 %. The lamps however will be
barometric descent rate is excessive with respect to flashing continuously. This cycle will be repeated
the height above terrain. The mode has two warn- until the aircraft rate of descent is corrected. If the
ing envelopes that provides warning of excessive descent rate is not corrected and the inner enve-
rate of descent at a given altitude. At penetration of lope is penetrated, the aural warning “PULL UP” will
the outer envelope the TERRAIN / BELOW G/S be repeated continuously and the TERRAIN lights
lights come on flashing and the aural warning “SINK will start flash until the descent rate is corrected.
RATE” is repeated twice. It will then remain silent The mode is independent of aircraft configuration.
until the excessive decent rate condition degrades
TERRAIN
BELOW
G/S
”SINK RATE”
TERRAIN
”PULL UP”
A28218
Fig. 3 Excessive descent rate−schematic
19/7.1
PAGE 8
Dec 01/15

TAWS
Description
MODE 2A − EXCESSIVE TERRAIN CLOSURE RATE FLAPS UP

Mode 2A warning is generated if the aircraft closure ously until the closure rate is corrected. If the air-
rate (radio altitude) is excessive against terrain with craft remains within the warning envelope for more
respect to the height (radio altitude). When the than 3 seconds, an altitude gain function is started.
warning envelope is penetrated the TERRAIN BE- Even though the closure rate has been corrected
LOW G/S lights flashes and the aural warning the terrain lights will remain illuminated until the air-
“TERRAIN TERRAIN” sounds. If the closure rate craft has gained 300 feet barometric altitude or 45
remains within the warning envelope fore about one seconds have been elapsed, from when the aircraft
second the aural warning “ PULL UP” sounds and exited the PULL UP envelope.
the terrain lights flashes. This is repeated continu-
TERRAIN TERRAIN
BELOW
G/S
”TERRAIN − TERRAIN” ”PULL UP”
Warning out
”TERRAIN” warning light on”
A28219
19/7.1
PAGE 9
Dec 01/15

TAWS
Description
MODE 2B − EXCESSIVE TERRAIN CLOSURE RATE FLAPS IN LANDING CONFIGURATION

When the flaps are in the landing configuration, the TERRAIN“, followed by “PULL UP” if the condition
aircraft is on ILS approach within 2 dots of the Gli- persists. If both gear and flaps are in landing config-
deslope centerline or for the first 60 seconds after uration the aural message will be “TERRAIN TER-
take−of the TAWS switches to mode 2B and the RAIN”, and only the TERRAIN / BELOW G/S lights
warning envelope is modified. will come on.
When the envelope boundary conditions for mode To avoid nuisance mode 2A alerts due to erroneous
2B is violated, the TERRAIN /BELOW G/S and radio altitude tracking during take−off climb, mode
TERRAIN lights come on. The voice message is 2B is automatically selected during the first 60 sec-
repeated until boundary is exited. If the gears or onds after take−off.
flaps are up, the aural message will be“TERRAIN
TERRAIN TERRAIN
BELOW
G/S
”TERRAIN − TERRAIN” ”PULL UP”
Warning out
A24752
19/7.1
PAGE 10
Dec 01/15

TAWS
Description
MODE 3 − LOSS OF ALTITUDE AFTER TAKEOFF

This mode warns for unintentional loss of baromet- second above 700 feet barometric altitude. When
ric altitude after take off and is enabled between 50 the warning envelope is penetrated, the TERRAIN
and 925 feet. The loss of altitude required to trigger BELOW G/S lights flashes and an aural warning
this mode varies with height above terrain. This alti- “DON’T SINK” is given.
tude loss is displaced with an additional 5 feet per
TERRAIN
BELOW
G/S
” DON’T SINK”
A11200
Fig. 6 Loss of altitude after takeoff − schematic
19/7.1
PAGE 11
Dec 01/15

TAWS
Description
MODE 4A − UNSAFE TERRAIN CLEARANCE WITH GEAR UP

The warning for unsafe terrain clearance is gener- altitude are lost. If the speed is above 178 knots the
ated if the aircraft descends below a pre−deter- aural warning “TOO LOW TERRAIN” sounds. In
mined altitude with the landing gear not down and this condition the warning threshold increases lin-
locked. With a speed below 178 knots and below early with airspeed to a maximum of 750 feet above
500 feet the TERRAIN / BELOW G/S lights flashes terrain at 200 knots. The warning is cancelled when
and the aural warning “TOO LOW GEAR” sounds. the warning conditions are corrected by extending
Further warnings are held until additional 20% radio the landing gear.
TERRAIN TERRAIN
BELOW BELOW
G/S G/S
”TOO LOW TERRAIN” ”TOO LOW GEAR”

Gear down and locked
cancels warning
Ex: KIAS >178

RALT <750 ft
Gear UP
Flaps UP
Ex: KIAS 178

RALT 500 ft
Gear UP
Flaps UP
A24749
Fig. 7 Unsafe terrain clearance with gear up − schematic
19/7.1
PAGE 12
Dec 01/15

TAWS
Description
MODE 4B − INADVERTENT PROXIMITY TO TERRAIN WITH GEAR DOWN AND FLAPS UP

This mode warns either for proximity to terrain out- held until additional 20% radio altitude is lost. At
side the approach area or flaps not being in landing speeds above 150 knots the aural warning is
position during approach. The mode becomes en- changed to “TOO LOW TERRAIN” and the warning
abled when the gear is locked down and the flaps threshold increases linearly with airspeed to a maxi-
are up. With a speed below 150 knots and when mum at 750 feet above terrain at 200 knots. If land-
aircraft descends below 170 feet, the TERRAIN / ing with flaps not in landing position has been de-
BELOW G/S LIGHTS flashes and an aural warning cided, selecting TAWS FLAP switch to OVRD will
“TOO LOW FLAPS” sounds. Further warnings are exit the warning envelope.
TERRAIN TERRAIN
BELOW BELOW
G/S G/S
”TOO LOW TERRAIN” ”TOO LOW FLAPS”

Flap in landing position
or GPWS FLAP override
cancels warning
Ex: KIAS >150

RALT < 750 ft
Gear DN
Flaps UP
Ex: KIAS 150

RALT 170 ft
Gear DN
Flaps UP
A24748
Fig. 8 Inadvertent proximity to terrain with gear down and flaps up − schematic
19/7.1
PAGE 13
Dec 01/15

TAWS
Description
MODE 4C TERRAIN CLEARANCE DURING TAKEOFF

Mode 4C warns for inadvertent descend or too shal- decrease, the filter will store its maximum attained
low climb towards rising terrain in the takeoff area. value. Further decrease of radio altitude below the
stored filter value with Gear or Flaps up will cause
Mode 4C provides a warning based on minimum
the TERRAIN / BELOW G/S lights to come on
radio altitude clearance during takeoff. Mode 4C is
flashing and the aural warning ”TOO LOW TER-
based on a minimum terrain clearance that in-
RAIN” sounds. Further aural warning are held until
creases with radio altitude during takeoff. A value
additional 20% radio altitude is lost. This continues
equal to 75% of the current radio altitude is accu-
until corrective action is taken.
mulated in a long term filter that is only allowed to
increase in value. If the radio altitude should later
TERRAIN
BELOW
G/S
A24747
Fig. 9 Terrain clearance during takeoff − schematic
19/7.1
PAGE 14
Dec 01/15

TAWS
Description
MODE 5 − DESCENT BELOW GLIDESLOPE

This mode warns for unintentional deviation below warning will increase with 6dB and the message is
the ILS glideslope. The mode becomes enabled continuously repeated.
when an ILS frequency is selected, the gear is
To allow descend below glideslope, Mode 5 can be
down and between 30 and 1000 feet RALT
inhibited when radio altitude is below 2000 feet by
The warning envelope consists of two envelopes. pressing the pilot’s or co−pilot’s TERRAIN / BELOW
On penetration of the outer envelope, below 1.3 G/S switch. Climb to a height above 2000 feet reac-
dots, the TERRAIN / BELOW G/S caution light illu- tivates mode 5 again, even if it has been inhibited.
minate and the aural warning ”GLIDESLOPE” is
Mode 5 is inhibited in following cases:
given once with a soft volume. If aircraft descends
lower on the glideslope beam by approximately − Noisy or irregular glideslope beam.
20% (dots of deviation) , an additional message is − ILS frequency not selected.
given. The amount of glideslope deviation neces- − Landing gear not extended and locked.
sary to initiate an alert is increased below 150 feet − Glideslope validity signal not present.
to eliminate nuisance alerts caused by large devi- − Aircraft not between 30 and 1000 feet.
ation signals when the aircraft is close to the ILS − Inappropriate descent rate compared to altitude
transmitter. If no corrective action is taken and the between 500−1000 feet when ILS is captured.
inner envelope is penetrated (the deviation has ex- − The TERRAIN / BELOW G/S switch pressed
ceeded 2 dots and the aircraft is below 300 feet between 30 and 2000 feet.
RALT), the volume of the aural ”GLIDESLOPE”
TERRAIN
BELOW
G/S
”GLIDESLOPE”
6 db higher than previous
2 dots
RALT 300 ft
1.3 dots
TERRAIN
BELOW
G/S
”GLIDESLOPE”
A24746
Fig. 10 Descent below glideslope − schematic
19/7.1
PAGE 15
Dec 01/15

TAWS
Description
MODE 6 − ALERTS (ALTITUDE CALLOUT)

For the basic altitude callout an aural callout is giv- For the additional altitude callouts with Mod.
en when the aircraft descends below 500 feet geo- No. 3151 installed, an aural callout is given when
metric altitude above the field. The “Above Field” the aircraft descends below 500, 200, 100, 50, 40,
implies that the “Above Field 500 Callout” algorithm 30, 20 and 10 feet radio altitude. At decision height
uses GPS altitude and Terrain Database Runway the aural alert “MINIMUMS−MINIMUMS” is given.
altitude to determine when the aircraft is 500 feet There are no visual alerts accompanied with this
higher than (above) the runway on approach. There altitude callout.
are no visual alerts accompanied with this altitude
callout.
Basic altitude callouts
”500”
500 feet Geometric Altitude
Additional altitude callouts (with Mod. No. 3151)
”500, 200, 100, 50, 40, 30, 20, 10”
“MINIMUMS−MINIMUMS”
500 feet RALT
DH
A28520
Fig. 11 Altitude callout − schematic
19/7.1
PAGE 16
Dec 01/15

TAWS
Description
MODE 6 − ALERTS (BANK ANGLE ALERT)

The alert logic for excessive bank angles is divided When the aircraft roll limit exceeds the envelope
in two separate envelopes, with or without the auto- limit, two voice messages “BANK ANGLE” is given.
pilot engaged. Without the autopilot engaged, the If the roll angle increases by an additional 20% the
roll angle limit varies linearly from 15 degrees at 10 message will be repeated twice. Should the roll
feet to 50 degrees at 210 feet. From 210 feet the angle exceed 44% of the initial threshold, the mes-
roll limit remains 50 degrees. With the autopilot en- sages will be repeated every three seconds. There
gaged, the roll angle limit varies linearly from 15 are no visual alerts accompanied with the bank
degrees at 10 feet to 33 degrees at 156 feet. From angle alerts.
156 feet, the roll angle limit remains at 33 degrees.
A/P NOT ENGAGED A/P ENGAGED
”BANK ANGLE” ”BANK ANGLE”
EX. ALT. >210 FEET EX. ALT. >156 FEET

BANK ANGLE >50 DEG BANK ANGLE >33 DEG
”BANK ANGLE” ”BANK ANGLE”
EX. ALT. <10 FEET EX. ALT. <10 FEET

BANK ANGLE >15 DEG BANK ANGLE >15 DEG
A28224
Fig. 12 Alerts (Bank Angle Alert)
19/7.1
PAGE 17
Dec 01/15

TAWS
Description
PREMATURE DESCENDS WARNING

The Premature descends warning provides warning the terrain below the approach path. In this case the
for insufficient terrain clearance even with the air- radio altitude show larger margin than the aircraft
craft in landing configuration. The alert envelope is actually has compared with runway elevation.
based on a Terrain Clearance Floor (TCF) which is
When the aircraft penetrates the alert envelope, the
a circular band centered over the runway. Close to
aural message “TOO LOW TERRAIN” is given and
the runway the envelope is 0 and expands up to
the TERRAIN / BELOW G/S lights flashes. For
700 feet at around 15 nautical miles plus position
each 20% degradation in radio altitude from the ini-
error from the selected runway. Close to the runway
tial penetration, an additional aural message will be
there is an improved alert envelope, with increased
given. The TERRAIN lights will be activated until
protection if the aircraft has a large deviation from
alert envelope is exited.
runway centerline. When it is determined that the
aircraft is to the side of the runway, the TCF curve The database includes all runways in each terrain
is limited to a minimum value of 245 feet. The TCF database region (Americas, Atlantic and Pacific)
alert envelope also provides protection for cases greater than or equal to 2000 feet in length.
when runway is at high elevation, compared with
1/2 RUNWAY
LENGTH
245 FOOT CURVE ENVELOPE

EXPANSION ON BIAS FACTOR
RUNWAY
TCF ALERT ENVELOPE
700’
AGL
400’
AGL
TERRAIN
4NM 12NM 15NM
A28498
Fig. 13 TCF Alert Envelope − Schematic
19/7.1
PAGE 18
Dec 01/15

TAWS
Description
FORWARD LOOK−AHEAD WARNING

The forward look−ahead algorithm is used to predict terrain threat image on the EFIS in solid amber
any potential conflict between the aircraft’s intended areas. When corrective action is taken and no
ground track and terrain. Terrain threats are recog- threat is present, the TERRAIN / BELOW G/S lights
nized and annunciated when terrain violates specif- extinguish and the presentation of the amber solid
ic computed envelope boundaries forward the air- areas on the terrain image goes away.
craft path. When the TAWS detects a terrain threat
Minimum 15 seconds before predicted impact and if
in conflict with the flight path, an aural message
corrective action is not taken, an aural “TERRAIN
“CAUTION TERRAIN” is given twice minimum 40
TERRAIN PULL UP” message is generated. The
seconds before predicted impact. This message is
TERRAIN lights start flashing and a display of the
repeated after 7 seconds, if the terrain is still in con-
terrain threat on the EFIS in red solid areas. The
flict with the flight path. This message is accompa-
“PULL UP” message is repeated until corrective
nied by flashing TERRAIN / BELOW G/S lights and
action is taken.
TERRAIN TERRAIN TERRAIN TERRAIN
BELOW BELOW
G/S G/S
”CAUTION TERRAIN” “TERRAIN TERRAIN

PULL UP”
WARNING WARNING
AREA AREA
CAUTION
AREA CAUTION
AREA
A28496
Fig. 14 Forward Look−Ahead Warning − Schematic
19/7.1
PAGE 19
Dec 01/15

TAWS
Description
Below G/S INHIBIT button

For planned descent below glideslope:
Press the TERRAIN/BELOW G/S caution light
button to inhibit the “Descent below glideslope”
mode.
The mode is automatically reset after climbing
above 2000 feet.
A A
A TAWS Test.
Press the TERRAIN warning light button to acti-
G/S TAWS vate the TAWS self test.
INHIBIT TEST
TERRAIN TERRAIN
BELOW
TERR
G/S AWARE
FAULT
DISP
FAULT / DISP buttonlight.

TERRAIN warning light (flashing red). Indicates FAULT when the terrain awareness
Comes on with TAWS warning alert. functions are faulty or inoperative or when the
GPS coverage is insufficient. The basic mode
1−5 may still be working. In aircraft with
TERRAIN / BELOW/GS lights (flashing amber). WXR−850 weather radar system installed, the
FAULT light will come on if WXR mode is se-
Comes on with TAWS caution alert and if aicraft de-
lected to OFF.
scends more than 1.3 dots below glideslope.
Press light button to select Terrain Display on
EHSI or MFD (if installed) instead of radar pre-
sentation. The “DISP” annunciation will then
come on.
A24792
Fig. 15 TAWS indications and buttonlights
19/7.1
PAGE 20
Dec 01/15

TAWS
Description
C B
TAWS power supply with Mod. No. 3523 installed.
During engine start, power to TAWS is rerouted from L
AVIONICS BUS to L BAT BUS via a relay controlled by
the weight on wheel switch. This is to avoid a second
restart of TAWS after engine start sequence is complet-
ed.
When the aircraft gets airborne the weight on wheel switch
releases the relay rerouting power back to L AVIONICS
BUS. The relay is controlled by circuit breaker F−18 (C)
on left pilot circuit breaker panel.
This mod applies to aircraft without FMS and aircraft
with FMS and standalone installation of TAWS.
B TERRAIN INHIBIT buttonlight.

Press the Terrain Inhibit to inhibit the terrain
TERR awareness functions at areas not covered by the
INHIBIT terrain database.
TERR
INH
TAWS
FLAP
OWRD
TAWS FLAP switch.

Select OVRD to simulate flap down position to
without landing flap selected.
NORM
A34004
Fig. 16 TAWS FLAP switch and buttonlights
19/7.1
PAGE 21
Dec 01/15

TAWS
Description
C B
TAWS power supply with Mod. No. 3523 installed.
During engine start, power to TAWS is rerouted from L
AVIONICS BUS to L BAT BUS via a relay controlled by
the weight on wheel switch. This is to avoid a second re-
start of TAWS after engine start sequence is completed.
When the aircraft gets airborne the weight on wheel switch
releases the relay rerouting power back to L AVIONICS
BUS. The relay is controlled by circuit breaker F−18 (C)
on left pilot circuit breaker panel.
This mod applies to aircraft without FMS and aircraft
with FMS and standalone installation of TAWS.
B TERRAIN INHIBIT buttonlight.

Press the Terrain Inhibit to inhibit the terrain
TERR awareness functions at areas not covered by the
INHIBIT terrain database.
TERR
INH
TAWS
FLAP
OWRD
TAWS FLAP switch.

Select OVRD to simulate flap down position to
without landing flap selected.
NORM
A34004
19/7.1
PAGE 22
Dec 01/15

TAWS
Description
TAWS power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F−17 TAWS PWR

TAWS Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS F−16 TAWS IND
Weather Radar/TAWS relay . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M−15 TERR DISP
(For aircraft with WXR−350 only.)
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L−11 AUDIO TAWS
19/7.1
PAGE 23
Dec 01/15

TAWS
Description
19/7.1
PAGE 24
Dec 01/15

TAWS
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.1 TAWS TEST 1. WXR on EHSI or/and MFD . . . . . . . . . . . . . . . . . . . . . . . SELECT

2. WXR mode STBY on WXP . . . . . . . . . . . . . . . . . . . . . . SELECT
3. TAWS test button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
When aircraft on ground press either TAWS test button shortly and check:
− The FAULT field in both TERR AWARE indicators illuminate.
− Both amber TERRAIN / BELOW G/S lights illuminates.
− Aural warning: ”GLIDESLOPE” sounds.
− Both amber TERRAIN / BELOW G/S lights turns off.
− Both TERRAIN lights illuminate.
− Aural warning “PULL UP” sounds.
− Terrain image is turned on (see Fig. below) and the white DISP anunciators
illuminates.
− Aural warning “TERRAIN TERRAIN PULL UP” sounds.
− Both red TERRAIN lights is turned off.
− The test terrain image (after several sweeps) and DISP lights is turned off.
− The FAULT field in both TERR AWARE indicators turns off.
MAGENTA 50RED BLACK
SOLID RED 50 SOLID

YELLOW YELLOW
25 25 12

GREEN YELLOW GREEN
A24774
19/7.2
PAGE 1
Sep 30/15

TAWS
Operation
2.2 TERRAIN 1. WXR on MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select

DISPLAY
SELECTION 2. DISP button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Press
(MFD)
NOTE
Range selector not available when radar is off.
2.3 TERRAIN 1. Display Control Panel select . . . . . . . . . . . . . . . . . . . . . . RR

DISPLAY
SELECTION 2. DISP button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Press
(EHSI)
NOTE
Range selector not available when radar is off.
2.4 TAWS Ground proximity warning or caution comes on.

WARNING INDICATIONS
IN FLIGHT
Aural warning and TERRAIN or TERRAIN / BELOW G/S lamps.
ACTIONS
Perform actions in accordance with AOM 25, FLIGHT PROCEDURES.
2.5 TAWS FLAP For intentional landing without landing flap set, override the Mode 4B warnings
OVERRIDE with the TAWS FLAP switch.
1. TAWS FLAP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
− The switch in OVRD simulates landing flap for the TAWS.
2.6 TERRAIN For operating at regions not covered in the database.

INHIBIT
1. TERR INHIBIT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . TERR INH
− Terrain Awareness alerts inhibited.
19/7.2
PAGE 2
Sep 30/15

TAWS
Operation
2.7 LOSS OF GPS On ground only

POSITION GPS coverage on ground may be obscured by buildings etc. Often a change of
position will improve the coverage.
INDICATIONS
The TERR AWARE FAULT lamps are illuminated.
ACTIONS
1. Perform a TAWS self test.
2. Verify that only the normal test messages are generated.
If an internal GPS is used, verify that only the normal test messages and
“Internal GPS not navigating” message is generated.
3. Continue normal procedures and check before takeoff that the TERR
AWARE FAULT lamps are not illuminated.
19/7.2
PAGE 3
Sep 30/15

TAWS
Operation
3.1 TAWS 1. TAWS computer power supply fault.

FAILURES
− All modes are inhibited.
2. Loss of Radio Altitude.
− Mode 1−5, Mode 6 Bank−Angle and Terrain clearance floor are inhibited.
− With Mod. No. 3151 installed, Mode 6 altitude callouts will also be inhibited.
3. Loss of position data.
− Terrain awareness functions and Terrain clearance floor are inhibited.
− Without Mod. No. 3151 installed, Mode 6 altitude callouts will also be inhib-
ited.
4. Loss of ADC signal.
− Mode 1,3 and 4 inhibited.
− Speed expansion in mode 2A inhibited.
− Vertical speed modulation in mode 5 inhibited.
− Terrain awareness functions inhibited.
5. Loss of AHRS signal.
− Mode 6 Bank Angle and Terrain awareness functions inhibited.
6. Loss of ARINC 429 range data bus from the weather radar adapter to the
TAWC.
− Terrain awareness functions and terrain display inoperative.
7. Power supply fault to WXR/TAWS switching relay and weather radar adapt-
er.
− Terrain awareness functions and terrain display inoperative.
3.2 TAWS INDICATIONS

FAILURE TO No response with TAWS test button pressed for test.
TEST
ACTIONS
No activation of aural warnings
1. CB F−17 (TAWS PWR) . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
19/7.2
PAGE 4
Sep 30/15
AIRCRAFT OPERATIONS MANUAL
Part 2
The content of this document is proprietary and confidential to Saab AB

and may not:
a) be used for any purpose other than those for which it was supplied;
b) be copied or reproduced in whole or in part without the prior written
consent of Saab AB; nor
c) be disclosed to any third party without the prior written consent of
Saab AB
Saab AB
Sweden Telephone: int+46 13 18 00 00 Telefax: int+46 13 18 41 83
Doc. No: 72LKS 3088 Initial Issue: APR 01/84

Ref. No: SAAB 340 AOM 000
Revision 50: Jun 01/16
Aircraft Operations Manual ALERT OPERATIONS BULLETINS
LIST OF EFFECTIVE ALERT OPERATIONS BULLETINS
ALERT
OPERATIONS
BULLETIN
No. DATE CONTENT
20 −CONTENTS
PAGE 1
Jun 01/16
Aircraft Operations Manual ALERT OPERATIONS BULLETINS
LIST OF CANCELLED ALERT OPERATIONS BULLETINS
ALERT
OPERATIONS
BULLETIN
No. REASON
1 (Former INFO TO OPERATORS 1−86)

Superseded by INFO TO OPERATORS 2 and 3.
2 (Former INFO TO OPERATORS 2−86 incl. Amendment No. 1)
Cancelled with the installation of Service Bulletin GE 74−09 and DR 61−11.
Cancelled with the installation of Service Bulletin GE 74−09 and DR 61−11.
4 Incorporated in AOM/AFM.
Incorporated in: 000 − Rev. 22, 001 − Rev. 17, 002 − Rev. 10,
003 − Rev. 4, 004 − First issue.
6 (Former INFO TO OPERATORS 1−87 Revision B)
Cancelled with the installation of Service Bulletin SB SF340−33−016 Mod No
1422 and SB SF340−33−021 Mod No 1769.
7A Covered by Mod No 1985.
8 (Former INFO TO OPERATORS 1−88) ,Incorporated in: Supplement No 18.
9 (Former INFO TO OPERATORS 2−88), Incorporated in: AOM 8.1.
Superseded and replaced by Alert Operations Bulletin No 12.
Superseded and replaced by Alert Operations Bulletin No 12.
12 Autocoarsen System Function
(Former INFO TO OPERATORS 5−88) ,All aircraft are modified.
13 Autocoarsen System
(Former INFO TO OPERATORS 6−88), All aircraft are modified.
14 Corrected by Vendor Service Bulletin and Abnormal Checklist.
15 Incorporated in Section 17 Power Plant.
16 Incorporated in Abnormal Checklist.
17 Incorporated in Emergency Checklist.
18 Incorporated in Abnormal and Emergency Checklist.
20 Incorporated in Section 17 Power Plant.
21 The deficiencies in the Anti−Skid System are corrected when SB 32−107 (mod.
no. 2718) is implemented. The SB is mandated by Airworthniess Directives.
22, Rev B Transferred to the MRB as maintenance action.
23 Ruptured de−ice boots
20 −CONTENTS
PAGE 2
Jun 01/16
Aircraft Operations Manual OPERATIONS BULLETINS
LIST OF EFFECTIVE OPERATIONS BULLETINS
OPERATIONS
BULLETIN
No. DATE CONTENT
27 Nov 02/86 Ice protection systems during ground operation.
34C Jan 17/02 Windshield wiper operation.
42 May 06/91 Autocoarsen system.
43 May 06/91 High/Low Autocoarsen system.
45 Apr 13/92 Ground Operation with Condition Levers in unfeathered posi-
tion.
46 Jun 27/94 Propeller Brake Operational Restriction.
47 Jul 08/94 TCAS system changes.
49A Feb 20/95 Manually operated BETA STOP.
51A Apr 27/01 Start Control and Procedures Changes.
52 Aug 21/95 Automatic Power Lever Stop System.
57 Oct 06/00 CT7−5A2 Power Fluctuations.
59 Feb 22/10 FMS − Erroneous Course Deviation Presentation.
60 Apr 10/12 FMS − Erroneous Steering and Guidance Condition.
64 Apr 01/15 Erroneous Guidance Caused by an Improperly Cancelled
Holding Pattern.
21 −CONTENTS
PAGE 1
Jun 01/16
LIST OF CANCELLED OPERATIONS BULLETINS
OPERATIONS
BULLETIN
No. REASON
1 Overridden by AFM
2 Replaced by AOM bulletin No 24
3 Information not valid any more
4 Incorporated in AOM section 11, Rev 6
5A Engine start−up procedures. Incorporated in section 17.
6 Replaced by AOM bulletin No 24
7 Incorporated in AOM section 25 (former chapter 4/3), Rev 8
8B Incorporated in AOM section 37 as Supplement No. 2.
9 Incorporated in AOM section13, Rev 7
10A Incorporated in AOM section17, Rev 6
13A Overridden by AFM.
14 Incorporated in AOM chapter 15/8, Rev 7
15 Overridden by AFM.
22A Incorporated in AOM section 17, Rev 6
23B Incorporated in AOM section 17, Rev 6
29A ncorporated in AOM section 17, Rev 6
31B Incorporated in Section 6.
33 Incorporated in AOM section 28 (former chapter 6.3), Rev 9
35 CT7−5A2 Oil Consumption. Incorporated in section 17.
21 −CONTENTS
PAGE 2
Jun 01/16
OPERATIONS
BULLETIN
No. REASON
36 Incorporated in Section 5.
37A Power Plant CT7−5A2. Incorporated in section 17.
38 Replaced by AOB No 14
39 Covered by Service Bulletin.
40 Stallwarning computers replaced.
44 Incorporated in Supplement 37/1, Operation in icing conditions
54 Incorporated in Section 17 and Abnormal Checklist.
55 Recommendations regarding de−/anti−icing fluids incorporated in supplement no.
1
56 Incorporated in section 19 and supplement no. 1
58 Incorporated in section 25/3.
62 Incorporated in section 24/2 and Emergency Checklist.
61 Incorporated in section 1/2 and Normal Checklist.
21 −CONTENTS
PAGE 3
Jun 01/16
21 −CONTENTS
PAGE 4
Jun 01/16
OB
OPERATIONS BULLETIN No. 27
(Former AOM Bulletin No. 27)
ICE PROTECTION SYSTEMS DURING GROUND OPERATION

Applicable for A/C with SB 76−018 Mod. No 1460 Eng. overspeed protection or GE 74−09, DR 61−11 Red/
Yellow harness and Modified Propeller Overspeed Governor.
During ground operation, there might be transient drops in PROP RPM below the preset AC generator trigger
level. If the drop lasts more than approx 7 secs. the AC generator will trip and MASTER CAUTIONS / ICE
PROT (CWP) lights will illuminate simultaneous to an AC GEN caution and other AC powered system caution
lights in the overhead panel. There are also cases where ice protection system caution lights will illuminate
without AC GEN caution light. This is due to an inherent warning system time delay.
The AC Generator will come on−line automatically when PROP RPM increases and the Eng. INTAKE caution
light will go out. However, the Windshield FRONT/SIDE and PROP caution lights can only be extinguished by
resetting the systems. (Switches turned to OFF then to desired position.)
21/27
PAGE 1(2)
Nov 02/86
21/27
PAGE 2(2)
Nov 02/86
OB
OPERATIONS BULLETIN No. 34C
WINDSHIELD WIPER OPERATION
THIS AOM BULLETIN IS NOT APPLICABLE TO AIRCRAFT WITH MOD NO 2354 INSTALLED
(SB No 30−041 OR SB No 30−079).
Mod No 2354 consists of an improved resistor circuit for the LOW mode.
Some occurrences of overheating of resistors in the windshield wiper control circuitry has been reported.
These resistors affect the LOW and PARK mode only. The overheat has resulted in smoke being generated
in the cockpit.
To prevent reoccurrence until the design weakness has been corrected the procedures for operating the
windshield wipers are recommended to be changed as follows:
− HIGH mode shall always be used.
− When parking the wiper the rotary switch shall only be placed in PARK mode momentarily. ”Prolonged”
(longer than 1 second) operation in PARK mode with the wiper stationary in correct or erroneous parking
position may result in an overheat situation.
− The wiper shall never be operated on a dry windshield.
If smoke is being generated due to overhead, place the rotary switch in OFF position and the smoke genera-
tion will cease when the temperature goes down.
21/34C
PAGE 1(2)
Jan 17/02
21/34C
PAGE 2(2)
Jan 17/02
OB
AUTOCOARSEN SYSTEM
Applicable to aircraft without Mod No 1491 Propeller − Provision for autocoarsening switcher unit but with
Mod No 2198, SB 61 − 026, Propellers − Introduction of new autocoarsen computer (A SAAB 340A model
with the basic autocoarsen system but with an improved computer which requires also P3 for uncoarsening).
Description
− A latch logic has been incorporated in the improved autocoarsen computer for the purpose of preventing
uncoarsening of an already coarsened propeller unless both TRQ and P3 returns above threshold values
(50%, 120 psi).
− There is no change of the input signals to the computer (TRQ, P3 and PLA) for arming the system, nor is
there any change of the signals or the logic for an autocoarsen activation.
− With the system selected ON, TRQ and P3 are the only parameters which can cause a propeller to un-
coarsen after it has autocoarsened regardless of whether the autocoarsen occurred in HIGH or LOW
mode.
− After an autocoarsen event the signals from each engine are processed separately which means there is
no comparison of signals between the engines any more.
Normal/Abnormal/Emergency procedures
− No change
Tests
− The latch logic must be reset every time the autocoarsening computer has signaled the propeller to auto-
coarsen. The reset is accomplished by setting the AUTOCOARSEN switch to OFF for at least 2 seconds
then ON or the Test Switch to RST, however, it is preferable to use the AUTOCOARSEN switch as the
torque signals decreases rapidly when RPM goes down and the test switch function requires a torque sig-
nal of about 10%.
− Autocoarsen system test / P3 switch test (Ref AOM 17/2) ;− with the AUTOCOARSEN switch ON, every
time L/R PUMP switches have been selected to MAN FEATHER the latch must be reset as described
above.
21/42
PAGE 1(2)
May 06/91
21/42
PAGE 2(2)
May 06/91
OB
HIGH/LOW AUTOCOARSEN SYSTEM
Applicable to aircraft with Mod No 1491 Propeller − Provision for autocoarsening switcher unit but with Mod
No 2198, SB 61 − 026, Propellers − Introduction of new autocoarsen computer (A SAAB 340A model with an
autocoarsen system modified to a HIGH/LOW system and with a modified computer which requires also P3
for uncoarsening).
Description
− A latch logic has been incorporated in the improved autocoarsen computer for the purpose of preventing
uncoarsening of an already coarsened propeller unless both TRQ and P3 returns above threshold values
(50%, 120 psi).
− There is no change of the input signals to the computer (TRQ, P3, Ng, Ne and PLA) for arming the system,
nor is there any change of the signals or the logic for an autocoarsen activation.
− With the system selected ON, TRQ and P3 are the only parameters which can cause a propeller to un-
coarsen after it has autocoarsened regardless of whether the autocoarsen occurred in HIGH or LOW
mode.
− After an autocoarsen event the signals from each engine are processed separately which means there is
no comparison of signals between the engines any more.
Normal/Abnormal/Emergency procedures
− No change
Tests
− The latch logic must be reset every time the autocoarsening computer has signaled the propeller to auto-
coarsen. The reset is accomplished by setting the AUTOCOARSEN switch to OFF for at least 2 seconds
then ON or the Test Switch to RST, however, it is preferable to use the AUTOCOARSEN switch as the
torque signals decreases rapidly when RPM goes down and the test switch function requires a torque sig-
nal of approx 10%.
− Autocoarsen system test / P3 switch test (Ref AOM 17/2) ;− with the AUTOCOARSEN switch ON, every
time L/R PUMP switches have been selected to MAN FEATHER or the AUTO COARS LOW TEST switch
has been selected L or R, the latch must be reset as described above.
21/43
PAGE 1(2)
May 06/91
21/43
PAGE 2(2)
May 06/91
OB
Ground operation with Condition Levers
in unfeathered position
(CL’s below MIN−gate and
Bottoming Governor not enabled)
Ground operation, without the Bottoming Governor enabled results in reduced noice levels due to lower
PRPM and a change of blade angle. The noise reduction is specially noticable when PL’s are advanced
slightly above GND IDLE.
There has been an AOM restriction for operation with CL in unfeathered position (below MMIN−gate) on
ground. This restriction has been removed.
The restriction was introduced to reduce the time the Power Turbine was operated in one of its critical band
(750−970 PRPM), with the possibility for Power Turbine chafing. Further investigations have showed the
possibility to slightly narrow the critical band, therefor the CL may be positioned below MIN gate, however,
the PRPM must be kept above 950 PRPM. This is achieved by slightly advancing the PL’s. Operational as-
pects to be considered are;
The Pilot and AoA−sensor heating systems must be on for some minutes prior takeoff to ensure that the sys-
tems are free from any moisture or ice, therefore PRPM should be kept high enough not to come below the
AC−generator tripping point.
The AC−generators will come on line in the band 1000−1040 PRPM and they will trip off at a lower PRPM
(1000−874). There are differencies in tolerance between generators.
If operating into reverse without the Bottoming Governor enabled the PRPM will immediately go below 950
PRPM and the AC−generator trip off line. The reverse trust is negligible.
Should an AC−generator trip off line it will come on line automatically when PRPM is increased, however,
should the Windshield and/or Propeller de−icing Caution Lights come on, these systems must be reset.
CAUTION
In icing conditions and on slippery surfaces the Bottoming Governor must be enabled during taxiing prior
take−off and after landing. This is to ensure safe operation.
After Engine Start it is recommended to enable the Bottoming Governor by advancing CL into MIN−MAX
range. This is to check proper enabling at 580 PRPM and to ensure that the AC−generators come on line.
Also some engine checks require the Bottoming Governor to be enabled.
WARNING
The CL’s must never be retarded below MIN−gate when airborne except for shut down.
NOTE
For a/c without SB 76−023 (Eliminate of engine speed and torque transient during engine power
management on ground) there will be an unacceptable PRPM overswing when enabling the Bottoming
Governor from lower than 100 PRPM. To ensure no overswing, increase PRPM slightly above 1100 for
10−15 seconds prior advancing CL into MIN−MAX range. (See also AOM section 17).
21/45
PAGE 1(2)
Apr 13/92
CAUTION
The procedure above requires special crew attention to PRPM which must never go below 950. Engine
damage will result.
Changes to existing documentation will be made to reflect this operational guidance.
21/45
PAGE 2(2)
Apr 13/92
OB
Propeller Brake Operational Restriction
There have been cases where the Propeller has started to rotate during propeller brake operation with the
R PROP BRK switch selected ON.
The procedure calls for to ”maintain HYDR MAIN pressure between 2700 and 3000 psi by switching HYDR
PUMP switch between OFF and AUTO”.
As an extra safety feature a HYDR caution will come on if the pressure drops to a specified value.
The events have revealed that the warning has been triggered at a too low pressure, due to a faulty switch in
the Propeller Brake Valve.
Service Bulletins will be issued which will take care of the faulty component.
Until the Service Bulletins are implemented the following apply;
− During normal operation, with the propeller brake engaged, the HYD PUMP switch must remain in AUTO
position.
NOTE
There are no changes in the Abnormal and Emergency procedures.
21/46
PAGE 1(2)
Jun 27/94
21/46
PAGE 2(2)
Jun 27/94
OB
TCAS SYSTEM CHANGES
BACKGROUND
TTR−920 TCAS II TRANSMITTER−RECEIVER
SERVICE INFORMATION LETTER
CAS LOGIC CHANGE 6.04A ENHANCED
The Service Information Letter provides information about the TCAS II inhibits, modes and parameter
changes made to enhance TCAS system performance and to make the system more compatible with the Air
Traffic Control System.
CHANGES
The changes are implemented in the TTR−920 TCAS II Transmitter−Receiver by service bulletin and are
identified by a change to the equipment part number. The following table relates baseline part numbers and
operational parameters to the new part numbers and requirements for Change 6.04A Enhanced enhance-
ments.
BASELINE 6.04A ENHANCED
622−8971−012 622−8971−020
622−8971−112 622−8971−120
622−8971−014 622−8971−320
1. RA INHIBIT ALTITUDE:
TCAS shall inhibit all resolution advisories (RAs) when own aircraft is below the radio altimeter altitudes
listed in the following table.

Aircraft Climbing: 600 ft AGL 1100 ft AGL
Aircraft Descending: 400 ft AGL 900 ft AGL
2. AURAL INHIBIT ALTITUDE:

All TCAS aural messages for traffic advisories (TAs) and resolution advisories (RAs) will be inhibited when
own aircraft is below the radio altimeter altitude listed in the following table.
21/47
PAGE 1(4)
Juö 08/94
3. DESCEND RA INHIBIT:
The descend RA inhibit altitude remains unchanged, descend resolution advisories (RAs) will be inhibited
when own aircraft is below the radio altimeter altitudes listed in the following table.

4. INCREASE DESCEND RA INHIBIT:
The increase descend RA inhibit altitude remains unchanged, increased descend resolution advisories
(RAs) will be inhibited when own aircraft is below the radio altimeter altitudes listed in the following table.
Climbing/Descending: 1450 ft AGL 1450 ft AGL
5. TCAS MODE CHANGE:

With TA/RA (AUTO) mode selected the system will automatically switch from the TA ONLY mode to the
TA/RA (AUTO) mode or from the TA/RA (AUTO) mode to the TA ONLY mode at own aircraft radio altimeter
altitudes listed in the following table.
TA ONLY to TA/RA mode

TA/RA to TA ONLY mode

These altitudes are applicable in the absence of other aircraft inhibits being valid at a higher altitude. An
example of this is on descent where the aircraft is both climb inhibited and descend inhibited at an altitude
higher than 400 ft AGL (Baseline) or 900 ft AGL (Change 6.04A). The TCAS mode would change from
TA/RA to TA ONLY at that higher altitude.
6. AIRCRAFT ON GROUND ALTITUDE:

Terrain fluctuations near the airport can, in some instances, result in the barometric ground altitude esti-
mate being lower than the airport elevation. As a result TCAS may issue traffic advisories (TAs) against
aircraft that are on or near the ground. To prevent such traffic advisories the ground altitude allowance value
used by TCAS has been increased in accordance with the following table.
BASELINE: 190 ft  10 ft
CHANGE 6.04A Enhanced: 380 ft  20 ft
21/47
PAGE 2(4)
Juö 08/94
OPERATION
The occurence of traffic alerts (TAs) against legally separated IFR traffic and when own aircraft is below 5000
feet has resulted in changes to the Vertical Threshold and the Alarm Time parameters. The threshold has
been reduced from 1200 feet to 850 feet for altitudes up to FL300 (30 000 feet). The alarm time change al-
lows TCAS to better adapt to the terminal airspace.
Similarly, resolution advisories (RAs), either preventive or corrective, in the terminal area were considered to
be excessive, as were RAs against projected crossing threat traffic that levels off approximately 1000 feet
away, both when own aircraft is level and when own aircraft has a high vertical rate. It was also necessary to
make the system more tolerant of assigned altitude overshoots of up to 400 ft. Changes were made to the
Vertical Threshold and Alarm Time parameters for RAs to reduce the occurrence of these advisories.
Immediate and smooth response to a Resolution Advisory (RA) is required to obtain maximum separation.
While TCAS II RA algorithms are based upon the pilot initiating the initial maneuver within 5 seconds of the
RA, and within 2.5 seconds for additional corrective RAs (increase or reversal) that may be issued. Any
delay in responding to RAs will reduce the separation provided. The pilot should respond immediately to the
RA even if the intruder is not in visual contact.
21/47
PAGE 3(4)
Juö 08/94
21/47
PAGE 4(4)
Juö 08/94
OB
OPERATIONS BULLETIN NO. 49, Rev A
Manually operated BETA STOP
WARNING
Cockpit warning placard

PROHIBITED TO MOVE POWER LEVERS- Ref. U.S. FAA AD 94−09−09
BELOW FLIGHT IDLE WHEN AIRBORNE SB 340−76−033.
GENERAL
Manipulation of PLs below Flight Idle Stop when airborne has caused one accident and several incidents in-
cluding uncontrolled flight, power loss on one or both engines as well as severe engine damage. Due to this
situation an automatic PL Stop will be implemented in the fleet over the next two years.
Despite the above cockpit warning placard, during a recent incident both PLs were unintentionally moved be-
low FLT IDLE on final approach, whereby one engine flamed out completely. The other engine did relight au-
tomatically. Therefore SAAB has decided to provide the fleet with a manually operated PL Stop, called ”BETA
STOP” (Mod No. 2609, SB 76−034). This is an interim measure until the automatic PL Stop is incorporated.
The purpose of the BETA STOP is to prevent any PL from being unintentionally moved into the beta range
during flight.
The use of the stop requires additional procedures and a slight modification to the Normal Checklist.
DESCRIPTION
The stop consists of a simple flap marked BETA OPEN on one side and BETA STOP on the other side.
When lifted and positioned fully forward and down (BETA STOP), the stop will prevent PL movement into the
beta range. The stop will act as a backup approx. 2 mm (1/10 inch) behind the PLs when in the FLT IDLE
position. When the stop is lifted and positioned aft (BETA OPEN) the PLs are free to be moved into beta and
reverse. The stop is designed to be operated aft by use of a single finger (other fingers clenched).
NORMAL PROCEDURES AND CALLOUTS
− The stop should be in BETA OPEN position during all ground operations including take off run (Fig.1).
− The stop should be lifted and positioned fully forward and down into BETA STOP position during climb−out
after take−off. This item should be included in the climb checklist. The stop should remain in BETA STOP
during the whole flight until after touchdown (Fig. 2).
NOTE
Individual operators might require adjustments of the recommended procedures due to special operating
landing conditions. This should be discussed with the respective operators national Aviation
Authority.
− It is recommended that the ”beta stop operation” should be included in the approach briefing.
− Just before touchdown, PNF should be prepared to remove and set the stop to BETA OPEN position
(Fig. 3).
− Immediately after touchdown, PNF should remove and set the stop to BETA OPEN position (Fig. 4).
− Callouts will facilitate the operation.
21/49
PAGE 1(4)
Feb 20/95
NOTE
The following callouts are recommended by SAAB, however, they may not necessarily meet all the needs
for all airlines. It is important that appropriate Company standard callouts are determined and established.
CALLOUT BY CONDITION/REMARKS
Orders Beta Stop to be lifted and set into

After takeoff; ”Beta Stop” PF
BETA STOP − position.
Info to PF that the stop is removed and that

After touchdown; ”Beta Open” PNF
PLs can be retarded.
WARNING
It is essential that PF manipulates the PLs in the normal way, thus retarding PLs to the normal FLT IDLE
stop when required, and not to the new ”BETA STOP”. The old rule still applies:
DO NOT TOUCH PL LATCHES WHEN AIRBORNE (ref AOM 17.1 page 27/28).
WARNING
It is essential that the stop is removed immediately after touch down and before PLs are retarded to avoid
hang up with consequential delay in ground idle power application.
TRAINING
− The crew should be briefed about the intended purpose of the stop and how to use it.
− The stop is simple in design and simple to use, therefore no special training is required. However, before
first flight with the stop installed, pilots are recommended to exercise the stop, with PL manipulations in
and out of beta range, in a crew coordinated way including call outs. Further training should not be re-
quired.
− It is recommended that all flight crews receive a copy of this bulletin.
PERFORMANCE
− No change.
ABNORMAL AND EMERGENCY PROCEDURES
− No change.
21/49
PAGE 2(4)
Feb 20/95
Position during
ground operation
Fig 1
Position during flight
Fig 2
Just before touch down
Fig 3
Immediately after touch down

Fig 4
A14020
BETA STOP OPERATION
21/49
PAGE 3(4)
Feb 20/95
21/49
PAGE 4(4)
Feb 20/95
OB
OPERATIONS BULLETIN NO. 51, Rev A
Start Control and Procedures Changes
BACKGROUND
In an effort to improve the reliability of the Power Distribution Units (PDU), additional changes are being made
to the aircraft wiring to protect some of the relays used during start operations from power interruptions if the
GPU should malfunction or drop off line during a start. There are also additional steps that the flight crew can
take to help improve the aircraft reliability. These topics are discussed below.
OPERATIONAL EFFECTS ON THE AIRCRAFT ELECTRICAL SYSTEM AS A RESULT OF MOD NO. 2617,
SAAB SB 24−025 (ADDITIONAL CHANGES TO THE ENGINE START CONTROL POWER SUPPLY)
This modification provides an improved electrical environment for the start relays, the battery relays and the
external power relay during start operations when the aircraft is powered from a Ground Power Unit (GPU).
The power supply changes are as follows:
− LH Start relay coil power is moved to the LH Hot Battery Bus
− RH Start relay coil is already powered by the RH Hot Battery Bus (Mod No. 2418 − SB 24−020)
During starter operation, the following components will be powered by the Emergency Battery Bus:
− LH and RH Battery disconnect relays
− External Power relay coil
− External Power Switch
These changes also prevent the battery relays from closing into the start currents as long as the Start Switch
is held or the start relay is energized (if the GPU should malfunction or drop off line). The start will no longer
continue on battery power as presently described in the AOM.
If all systems work properly there will be no changes in the cockpit procedures during a start with Mod
No. 2617 installed. However, if the GPU should drop off line while the Start Switch is being held in the Start
position or anytime that the start relay is energized, there will be a loss of electrical power to the aircraft.
Since the battery relays will no longer automatically energize with the loss of ground power, the only busses
that will be powered are the LH and RH Hot Battery Busses and the Emergency Battery Bus until the start
switch is released (during a motoring start) or the Condition Lever is moved to Fuel Off (during a normal
start).
The loss of power will effect most systems in the cockpit as well as the cabin lighting. Since the Ground Pow-
er Switch is now powered by the Emergency Bus during the start, the External Power Switch will not auto-
matically move to the OFF position. Electrical power will be restored (Main battery power) once the Condition
Lever is moved to Fuel OFF (during a normal start) or the Start Switch is released (during a motoring start)
and the External Power Switch moves to OFF. As a result of this event, the flight crew should request another
ground power unit or do a battery or cross generator start depending on the available power supply.
Particular attention should be given to the engine temperature (ITT) since the loss of the GPU may result in a
Hung Start depending on when the GPU drops off line. If ITT may not be supervised due to darkness in the
cockpit the motoring start should be aborted. Take the Condition Lever to Fuel Off and the light will come on
again.
21/51
PAGE 1(2)
Apr 27/01
GROUND POWER UNIT SUPPLIED START PROCEDURES

At no time should the Ground Power Switch be intentionally selected to OFF during start procedures. The
Battery Relays are not designed to close into start current. If the flight crew experiences problems with the
GPU during start, the DISCONTINUED ENGINE START procedure should be followed (Ref. 17.2).
IGNITION SWITCH AND CONDITION LEVER SEQUENCING
The mods discussed in this bulletin protect the electrical system from poor ground power supply. This section
discusses what the flight crews can do to contribute to aircraft and component reliability.
It is possible that the ”electrical power interruptions” that occur during the engine start and effect PDU reliabil-
ity are caused by cockpit procedures. If during a ”Motoring” start the IGN switch is set to NORM and the CL is
advanced to START at about the same time with the IGN switch leading the CL movement, the start signal to
the start relay will be interrupted momentarily similar to a poor ground power unit. The flight crew will not see
the interruption in the cockpit displays. This causes the start relay to begin coming open and then go closed
again resulting in nothing more than loss of contact pressure causing burning of the contacts (major reason
for removal of PDU’s). To prevent this from happening, the flight crew should verify that the CL is in the
START position before setting the IGN switch to NORM. At no time should the CL be moved below the
START detent unless the start is being terminated or the engine is being shut down using published proce-
dures.
The Motoring Start Procedure indicates the order of events as follows (Ref. 22.2 pg 12):
− PL to GND IDLE
− CL in FUEL OFF and Check: Bus Tie green light ON
L/R Avion switches OFF
Stby Press light (ON or OFF)
IGN switches OFF
NO BAT START light (not illuminated)
− LP holds the START switch to L/R and calls Fuel On when the ITT is below 175C
 RP then advances CL to START
 When CL is at START, LP immediately sets IGN switch to NORM while holding START switch
 Hold the START switch until light up
 LP then moves right hand to CL
CAUTION
Turn IGN switch to NORM within 2 seconds after CL is moved to START. If not, retard CL to FUEL OFF
and motor engine.
21/51
PAGE 2(2)
Apr 27/01
OB
Automatic Power Lever Stop System
Ref: − Swedish Airworthiness Directive (SAD) No: 1 − 070

− SB 76 − 032, Mod No 2558
GENERAL
Manipulation of Power Levers below Flight Idle when airborne has caused one accident and several incidents
including uncontrolled flight, power loss on both engine as well as severe engine damage. An automatic Pow-
er Lever Stop system will therefore be implemented.
PURPOSE
− To prevent any PL from being unintentionally moved into the beta range during flight.
AFFECTED INDICATIONS AND CONTROLS
− The flight status panel is provided with two additional lights, FI STOP (blue) and FI STOP OPEN (amber)
(Fig. 1).
− The PROP SYNC switch is moved to the right side of the control quadrant (Fig. 2).
− A FI STOP OVRD knob marked PULL is located between the PLs and the CLs (Fig. 2).
DESCRIPTION
The system has an automatically operated mechanical stop arm located within the control quadrant which
physically blocks power lever movement below flight idle when the aircraft is in flight (stop is closed), and is
removed to give free passage, forward and aft, when the aircraft is on ground (stop is open). The automatic
function of the stop arm is controlled by a solenoid which is controlled by signals from the following:
− L or R landing gear locked down switches.
− L or R (inboard or outboard) when spin−up (anti−skid computer).
− L or R weight−on−wheel switches.
An emergency override function, to be used on ground only, is also provided.
When solenoid is depowered the stop will be in flight position (stop is closed).
The normal function as well as the override function have their dedicated cockpit indications.
STOP LOGIC
Stop Open − aircraft on ground
(L or R LDG extended) AND ((L or R inboard or outboard wheel speed >25 kts) or (L or R weight−on−
wheels)).
Stop Closed − aircraft in flight
(L and R LDG retracted) OR ((L and R LDG extended) and ( L and R not weight−on wheels) and (L and R
inboard and outboard wheel speed <9 kts)).
21/52
PAGE 1(4)
Aug 21/95
INDICATIONS
The position of the stop is indicated on the top of the Flight Status Panel as follows:
FI STOP (blue) − Stop is open and landing gear down and locked. This is the normal indica-
tion when aircraft is electrically powered on ground. The light should remain
on until the landing gear is retracted after take−off. If the landing gear is not
retracted the light will stay on until all wheels have spun down to < 9 kts
which may take up to 90 seconds, during which period the stop will remain
open.
During the remainder of the flight the blue light should be out (stop closed) until after touch down when it
should illuminate again (stop automatically open).
FI STOP OPEN (amber) − Flight Idle Stop is open and landing gear not down and locked. This indi-
cates an abnormal situation. The indication is latched even after the gear is
down and locked and is reset only after the aircraft has been electrically
powered down.
This light will come on: − In case of failure of the stop to close after take off when the gear is retracted
(electrical or mechanical failure).
− In case of activation of the emergency override function, before the landing
gear is extended.
NOTE
Both the FI STOP (blue) light and the FI STOP OPEN (amber) light will illuminate after gear is down and
locked, should the override function be activated when airborne.
EMERGENCY OVERRIDE FUNCTION

The override function is activated with the FI STOP OVRD pull knob, located on the control quadrant between
the PLs and the CLs. The knob is connected to the stop arm by a Bowed cable. When the knob is pulled the
stop will be mechanically forced to its open position, irrespective of the electrical solenoid and its logic.
After the knob is pulled it is locked in up position ( a red colored area is exposed under the knob), and must
be reset by maintenance action. NO ATTEMPT SHOULD BE MADE TO RESET THE KNOB BY THE
FLIGHT CREW.
When the knob is pulled, the aircraft take−off CONFIG master warning (non−resettable) will be triggered at a
left engine start attempt (CL in START and the START switch activated). The warning can be inhibited only
by retarding the L CL to FUEL OFF position. This specific warning can only be triggered with aircraft on
ground (weight−onwheels and landing gear down and locked).
POWER SUPPLY
The system is powered from the RH Battery Bus via circuit breaker ENG−PWR LVR−FI STOP. This circuit
breaker is located in the RH under floor electrical compartment.
21/52
PAGE 2(4)
Aug 21/95
PROCEDURES
Normal procedures (Ref: NORMAL CHECKLIST)
BEFORE ENGINE START; − Check FI STOP (blue) light to illuminate.
CLIMB; − Check FI STOP (blue) light out.
Abnormal procedures
A−SKID INOP light on (Ref: ABNORMAL CHECKLIST); − Use override function after touchdown
(wheel spin−up signal may be missing).
Any RH side electrical failure; − Use override function after touchdown
(solenoid electrical function may be inopera-
tive).
FI STOP OPEN (amber) light illuminates when airborne; − Crew awareness (stop is open).
FI STOP (blue) light illuminates when airborne; − Crew awareness (stop is open until wheel
spin down).
Emergency procedures
Unable to move PLs below Flight Idle after touchdown; Use override function after touchdown (electrical
or mechanical failure or severe runway condi-
tions).
MMEL According to national regulations.
21/52
PAGE 3(4)
Aug 21/95
FI STOP FI STOP
(A) FI STOP (B) (A) FI STOP (B)
OPEN OPEN
L BETA R BETA L BETA R BETA
L PROP R PROP L PROP R PROP

DE ICE DE ICE DE ICE DE ICE
L ENG R ENG L ENG R ENG

ANTI−ICE ANTI−ICE ANTI−ICE ANTI−ICE
AUTOCOARS AUTO COARS AUTO COARS

ARM HIGH LOW
L IGN R IGN L IGN R IGN
(OPTIONAL AUTO COARSEN SYSTEM)

Fig. 1
(R)
A14342
Fig. 2
21/52
PAGE 4(4)
Aug 21/95
OB
CT7−5A2 Power Fluctuations
EFFECTIVITY
Applicable to all Saab 340A aircraft.
GENERAL
Even when operating in accordance with published requirements for activation of the engine anti−ice system,
very short−duration (1−4 seconds) power fluctuations may occur. These power fluctuations are the result of
snow / ice accumulation in the birdcatcher that is sometimes ingested into the engine. Ingestion of this snow /
ice, in some cases, causes momentary (less than 2 seconds) quenching of the combustor, and / or self−re-
covering ingestion compressor stall. Reports from pilots show that power fluctuations will occur primarily at
altitudes greater than 10,000 feet while operating at temperatures between ISA and ISA+20 in icing condi-
tions, or shortly after leaving such conditions.
It should be noted that in almost 9 million hours of Saab 340 operation only one actual engine shutdown has
been experienced as a result of a power fluctuation. Investigation of that incident discovered a failed fuse in
the engine’s DECU. As a result of the investigation, requirements were incorporated for an auto−ignition test
to be accomplished once per day (every flight for operation according to FAA regulations). Since then, no fur-
ther complications have been experienced with a power fluctuation.
In all cases, the power fluctuation requires no aircrew input for recovery, and incurs no adverse af-
fects on engine integrity or performance
IDENTIFICATION
Power Fluctuation is defined as a self−recovering short−term single transient in engine parameters induced
by the ingestion of snow/ice. It is identified by a short illumination of the FSP IGN light. This light remains illu-
minated for up to 1 second duration of the transient. In most cases only small fluctuations in ITT, NG, and TQ
will be visible for less than 4 seconds. Power fluctuations may also cause a ”pop” noise, a small yaw tran-
sient, or a visible flash coming out of the engine tailpipe.
DESCRIPTION
The power fluctuation phenomenon is well understood thanks to analysis of test and in−service data. This
data was obtained from DFDR information from actual events, aircrew reports, videotape of actual events
(recorded by cameras installed in the engine inlet during revenue service), ”water slug” tests conducted by
G.E. in test cell rigs, ice tunnel testing and flight test results.
The video recordings showed small lumps of snow shedding from the aft wall of the birdcatcher and being
sucked into the engine. Figure 1 A−G shows the sequence of events leading to a power fluctuation.
NOTE
Since activation of the auto−ignition system on Saab 340B aircraft is both more sensitive, and latches for
at least 7 seconds, pilot reports of power fluctuations on Saab 340B aircraft outnumber those for Saab
340A aircraft by 10 to 1.
21/57
PAGE 1(8)
Oct 06/00
For analysis purposes, power fluctuations have been separated into three distinct types, depending upon the
actual internal process within the powerplant, and the resulting external symptoms. The three types are de-
fined, along with resulting cockpit and other indications, as follows (see also Figure 2):
− A ”Type I” power fluctuation is caused by a full or partial quenching of the combustor caused by ingestion
of a water slug (from melted snow / ice). This results in a momentary ITT drop − indicated on the cockpit
ITT indicator. The powerplant will self−recover via the auto−ignition system, with restoration of set power
within 4 seconds. An audible pop may be heard, and a brief flash may be observed from the tailpipe as the
combustor relights. In some cases, slight yaw toward the affected powerplant may be felt. With a ”Type I”
event, auto−ignition is probably necessary to ensure relight.
− A ”Type II” power fluctuation is a self−recovering compressor stall caused by ingestion of a water slug
(from melted snow/ice) of a lesser amount than that causing a Type I event. The compressor stall causes a
momentary rise in ITT indication, and may be accompanied by an audible pop. The stall is self−recovering,
and set power is restored within 2 seconds. The auto−ignition will not be triggered and the engine will self−
recover without auto−ignition. As with the ”Type I”, slight yaw may be experienced toward the affected pow-
erplant.
− A ”Type III” power fluctuation is a very minor engine disturbance. ITT, TQ, and NG indicator fluctuations
are very small and of short duration − probably not noticeable to aircrew. The auto−ignition will not activate.
− The auto−ignition system is triggered by low P3 (pressure below 70psi), so only a ”Type I” power fluctua-
tion is likely to trigger the auto−ignition system. Also, the auto−ignition remains on only as long as neces-
sary to restore normal engine operation − thus for a ”Type I” power fluctuation auto−ignition will only be
activated for up to one second. The auto−ignition system is illustrated in Figures 3A−C. “Type II” and “Type
III” events will not activate the auto−ignition.
PROCEDURES
No new procedures are required.
In accordance with already existing procedures, aircrews are reminded to always use Engine Anti−Ice in ac-
cordance with published recommendations − i.e., Engine Anti−Ice should be selected ON well prior to enter-
ing icing conditions, which for Engine Anti−Ice operation are defined as +5C OAT (+10 for operation accord-
ing to FAA regulations) in visible moisture or clouds with visibility of less than one mile. In addition, upon
exiting such conditions, Engine Anti−Ice shall be left ON for 5 minutes.
The Auto−Ignition System Test shall be conducted prior to engine start. The auto−ignition system is tested by
advancing PLs above the FI gate and verifying that the FSP IGN lights illuminate.
NOTE
Since study of the power fluctuation phenomena has shown that no negative effect on power−plant integri-
ty or performance will result from a power fluctuation, it is no longer necessary to perform a nnT after ex-
periencing a power fluctuation. Normal engine monitoring should continue.
MALFUNCTION PROCEDURES
No new malfunction procedures are required.
21/57
PAGE 2(8)
Oct 06/00
Figure 1: ILLUSTRATION OF A TYPICAL EVENT
A Snow/ice collects on aft

wall of birdcatcher
B Snow/ice breaks free,

moves forward and ...
C ... strikes aft edge of inlet

tounge and breaks up.
D In some cases some

particles move upwards
and are ingested,
passing through the IGV...
A23744
21/57
PAGE 3(8)
Oct 06/00
E ... and into the compressor.

In some cases, self−recovering
compressor stall results
due to the ingestion of snow/ice.
F Water from melted snow/ice

continue aft into the combustor
section...
L IGN
G ... and, if the water content

is high enough, combustion is
quenched, but immediately
restored by the auto−ignition
system.
A23745
21/57
PAGE 4(8)
Oct 06/00
Figure 2: THE THREE TYPES OF POWER FLUCTUATIONS

TYPE I TYPE II TYPE III
80
70
TQ
%
60
50
900 ITT ITT NO ITT
ITT
C DROP RISE CHANGE
800
100
NG
%
80
140
P3
PSI 120
100
P3 does not drop below 70 psi
80
0 4 8 0 4 8 0 4 8
A23750
Time − s
21/57
PAGE 5(8)
Oct 06/00
Figure 3: SIMPLIFIED SCHEMATIC OF THE AUTO−IGNITION SYSTEM

A. NORMAL GROUND OPERATION, OR START
L IGN
ÑÑ
CONT CONT
PWR ALTERNATOR EXCITER
NORM AUTO
UNIT
OFF
Power
Lever
(PL)
PL < FI
L IGN
P3
P3 > 70psi
A23641
B. CONTINUOUS IGNITION OPERATION
ÑÑ
L IGN
CONT CONT
NORM AUTO
UNIT
OFF
Power
Lever
(PL)
PL > FI
L IGN
P3
P3 > 70psi
A23642
21/57
PAGE 6(8)
Oct 06/00
C. NORMAL OPERATION IN FLIGHT WITH A TYPE I POWER FLUCTUATION EVENT
ÑÑ
L IGN
ÑÑ
CONT CONT
NORM AUTO
UNIT
OFF
Power
Lever
(PL)
PL > FI
L IGN
P3
P3 < 70psi
A23643
21/57
PAGE 7(8)
Oct 06/00
21/57
PAGE 8(8)
Oct 06/00
OB
FMS − Erroneous Course Deviation Presentation
The purpose of this cover bulletin is to assure that operators of Saab 340 have received attached Universal
Avionics Service Bulletin, Alert Bulletin Number 3XXX.X.X.−34−3366. The Service Bulletin from Universal
Avionics applies to FMS installations UNS−1Lw P/N 3116−X2−111X.
21/59
PAGE 1(2)
Feb 22/10
21/59
PAGE 2(2)
Feb 22/10
OB
OPERATIONS BULLETIN NO. 60
FMS − Erroneous Steering and Guidance Condition
EFFECTIVITY
The purpose of this cover bulletin is to assure that operators of Saab 340 have received the attached Univer-
sal Avionics Service Bulletin Number 3XXX.( )−34−3508. The Service Bulletin from Universal Avionics applies
to FMS installations operating with Software Control Number (SCN) 802.X/902.X, 803.X/903.X and
1000.0/1100.0 thru 1000.5/1100.5.
This applies to all Saab 340 aircraft with Mod. No. 3034 installed. Currently this modification is installed in
aircraft with serial number 217, 226, 270 and 280 only.
BACKGROUND
Universal Avionics has discovered a potential problem for approach. In the attached SB from Universal it is
stated that the FMS may produce erroneous guidance when the listed conditions are met. Below is a further
explanation of how the error occurs and the magnitude of the error.
DESCRIPTION
When the pilot selects GA mode via the Control Display Unit, the FMS cancels approach mode, deletes the
End Of Approach gap, and converts the following Initial Fix leg to a Track−to−Fix (TF) leg. This links the end
of the approach to the start of the missed approach procedure.
When conditions #1, #2 and #4 in the attached Universal SB are present, the TF leg is not properly initialized.
It should have zero length, but it will be assigned a length equal to the distance from the step−down fix to the
runway and assigned a default track angle of 180T. When the faulty TF leg becomes the TO (TO/FROM) leg,
the FMS will initiate a turn to 180T.
If the approach is oriented in a southerly direction, the leg will immediately sequence and erroneous guidance
will not occur. If the approach is oriented in a northerly direction (condition #3 in the Universal SB), the FMS
could command a significant excursion from the intended path. The amount of the error will depend on the
approach and where and when GA is initiated.
PROCEDURE
Until Saab SB 340−34−235 has been implemented, the following applies:
The operator must investigate whether any of the used airports have approaches where the #1, #2 and #3
conditions exist, and thus the described error might occur. If this is the case, alternate procedures must be
established and made available to the flight crews. Consider either prohibiting use of the affected ap-
proaches, or requiring selection of HDG mode when initiating GA on such approaches.
21/60
PAGE 1(2)
Apr 10/12
21/60
PAGE 2(2)
Apr 10/12

Erroneus Guidance Caused by an Improperly Cancelled Holding Pattern
EFFECTIVITY
This operations Bulletin, which origins from Universal Avionics Service Bulletin 2XXX.( )−34−3562, applies to
Universal Avionics FMS installations operating with SCN 802.7/902.7, 802.8/902.8, SCN 803.2/903.2, and
SCN 1000.3/1100.3 through 1000.6/1100.6.
DESCRIPTION
Universal Avionics has found an anomaly where a cancelled holding pattern can cause erroneous navigation
guidance if any subsequent procedure is containing any of the following leg types:
− VD (Heading to DME Distance)
− VI (Heading to Next Leg Intercept)
− VR (Heading to Radial Termination)
− CD (Course to DME Distance)
− CI (Course to Next Leg Intercept)
− CR (Course to Radial Termination)
When a HOLD is initiated (the NAV page shows “HOLD ARMED”) and then cancelled by ATC before the
HOLD activates (before the “HOLD ARMED” indication on the NAV page reverts to “HOLDING”). This can
cause failure to auto−sequence beyond that leg, if any of the legs listed above subsequently become the TO
leg.
OPERATING PROCEDURES
After cancelling of an initiated HOLD during flight:
− After each waypoint, verify that correct track or heading is established.
AND
− Use the direct to (DTO) function to sequence next active waypoint.
OR
− Make a manual leg change from the NAV page 1 or 2. To change the leg, press the line select key adjacent
to the “FR” or “TO” field, as desired.
OR
− From NAV page, manually select heading (HDG) function and proceed in FMS HDG mode to final appro-
ach.
After cancelling of an initiated HOLD when on ground:
− Cycle the FMS ON/OFF before next departure.
21/64
PAGE 1(2)
Apr 01/15
21/64
PAGE 2(2)
Apr 01/15
Aircraft Operations Manual NORMAL PROCEDURES
CONTENTS
Normal Procedures
22/1 Normal Checklist

22/2 Expanded Normal Checklist
22 −CONTENTS
PAGE 1
Sep 30/15
22 −CONTENTS
PAGE 2
Sep 30/15

Normal Checklist

NORMAL CHECK LIST
Page
NORMAL PREPARATORY CHECK . . . . . . . . . . . N2

CHECKLIST
BEFORE ENGINE START CHECK . . N3
AFTER ENGINE START CHECK . . . . N4
TAXI CHECK . . . . . . . . . . . . . . . . . . . . . N5
BEFORE TAKEOFF CHECK . . . . . . . . N5
CLIMB CHECK . . . . . . . . . . . . . . . . . . . N6
DESCENT CHECK . . . . . . . . . . . . . . . . N6
APPROACH CHECK . . . . . . . . . . . . . . N7
LANDING CHECK . . . . . . . . . . . . . . . . . N7
AFTER LANDING CHECK . . . . . . . . . N7
PARKING CHECK . . . . . . . . . . . . . . . . . N8
SYMBOLS:
(1) − Aircraft first flight of the day only

(2) − After crew change.
− After maintenance action.
− When cockpit left unattended.
Dec 01/15 code 00 −N1−

−N4−

Normal Checklist

NORMAL CHECK LIST
(1) (2) PREPARATORY CHECK

− WITHOUT CARGO CONFIGURATION.
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

THIS PAGE IS APPLICABLE TO A/C:
Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Electronic Flight Bag (EFB) (if installed) CHKD
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD
− WITHOUT QC
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/ON

Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Emergency/Safety Equipment . . . . . . . . . . . . . . . . CHKD
Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
Side Panels/Oxygen . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF
− Lamps (1)
− Fire Warn
− Fire Short
− Smoke
− Stall
− CVR (1)
− Autoignition (1)
Walk around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Dec 01/15 code 00 −N2−

−N4−

Normal Checklist
NORMAL CHECK LIST
( 1) (2) PREPARATORY CHECK

− WITH CARGO CONFIGURATION.
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Electronic Flight Bag (EFB) (if installed) CHKD
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD
− WITH QC
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/ON

Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Emergency/Safety Equipment . . . . . . . . . . . . . . . . CHKD
Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
Cargo XValve Handle . . . . . . . . . . . . . . . . . . . . . . . IN
Side Panels/Oxygen . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF
− Lamps (1)
− Fire Warn
− Fire Short
− Smoke
− Stall
− CVR (1)
− Autoignition (1)
Walk around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Dec 01/15 code 10 −N2−

−N4−

Normal Checklist
BEFORE ENGINE START CHECK
− WITHOUT CARGO CONFIGUARATION.

(CREW AT THEIR STATIONS)
Batteries . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD . . . . . . . . RP
External Power . . . . . . . . . . . . . . . . . . CHKD/ON . . . . . . . . RP
Bleed valves . . . . . . . . . . . . . . . . . . . . RESET/AUTO . . . . RP
Avionics . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD . . . . . . . . RP
Circuit Breakers . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Flight Recorder . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Parking Brake . . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP
Cabin Signs . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . LP
Engine Instruments/Ignition . . . . . . . CHKD/SET . . . . . . . LP
Fuel Quantity . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Cabin Pressure . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Power/Condition Levers . . . . . . . . . . GND IDLE/
FUEL OFF . . . . . . . LP
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . BP
Takeoff Data/Bugs . . . . . . . . . . . . . . . CHKD/SET . . . . . . . BP
Cleared for start
Beacon . . . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . LP
Doors/Status . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
RECOMMENDED PITCH TRIM SETTING
CG % MAC 10 15 20 25 30 34
UNITS UP UP UP 0 DN DN Flaps
1 1/4 3/4 1/2 1/4 3/4 15
UP UP UP UP UP 0 Flaps
1 1/2 1 1/4 3/4 1/2 1/4 0
Dec 01/15 code 00 −N3−

−N4−

Normal Checklist
BEFORE ENGINE START CHECK
− WITH CARGO CONFIGUARATION.

(CREW AT THEIR STATIONS)
Batteries . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD . . . . . . . . RP
External Power . . . . . . . . . . . . . . . . . . CHKD/ON . . . . . . . . RP
Bleed valves . . . . . . . . . . . . . . . . . . . . RESET/AUTO . . . . RP
Avionics . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD . . . . . . . . RP
Circuit Breakers . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Flight Recorder . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Parking Brake . . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP
Engine Instruments/Ignition . . . . . . . CHKD/SET . . . . . . . LP
Fuel Quantity . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Cabin Pressure . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Power/Condition Levers . . . . . . . . . . GND IDLE/
FUEL OFF . . . . . . . LP
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . BP
Takeoff Data/Bugs . . . . . . . . . . . . . . . CHKD/SET . . . . . . . BP
Cleared for start
Beacon . . . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . LP
Doors/Status . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
RECOMMENDED PITCH TRIM SETTING
CG % MAC 10 15 20 25 30 34
UNITS UP UP UP 0 DN DN Flaps
1 1/4 3/4 1/2 1/4 3/4 15
1 1/2 1 1/4 3/4 1/2 1/4 0
Dec 01/15 code 10 −N3−

−N4−

Normal Checklist
AFTER ENGINE START CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Bus Tie . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
External Power . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . RP
Generators . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
Air Conditioning . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Emergency Lights . . . . . . . . . . . . . . . ARMED . . . . . . . . . . RP
Fuel Used . . . . . . . . . . . . . . . . . . . . . . RESET . . . . . . . . . . RP
Condition Levers . . . . . . . . . . . . . . . . MAX . . . . . . . . . . . . . LP
Ice Protection . . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP
Overhead Panel . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Clear signal . . . . . . . . . . . . . . . . . . . . . RCVD . . . . . . . . . . . LP
Dec 01/15 code 00 −N4−

−N4−

Normal Checklist
TAXI CHECK
TO A/C WITHOUT TCAS/ACAS

THIS PAGE IS APPLICABLE
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Altimeters . . . . . . . . . . . . . . . . . . . . . . X−CHKD . . . . . . . . . BP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET ........ RP
Flight Instr/Radios . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
(1) Tests . . . . . . . . . . . . . . . . . . . . . . . PERF . . . . . . . . . . . . RP
− PROP OVSPEED
− RA
− GPWS/TAWS
− CTOT
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Briefing . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE . . . . . . BP
BEFORE TAKEOFF CHECK
External Lights . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP

T/O signal . . . . . . . . . . . . . . . . . . . . . . GIVEN . . . . . . . . . . . RP
Transponder . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Flight Controls . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
CWP . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . PUSH . . . . . . . . . . . RP
Dec 01/15 code 00 −N5−

−N4−

Normal Checklist
TAXI CHECK
THIS PAGE IS APPLICABLE
TO A/C WITH TCAS/ACAS Brakes . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Altimeters . . . . . . . . . . . . . . . . . . . . . . X−CHKD . . . . . . . . . BP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET ........ RP
(1) Tests . . . . . . . . . . . . . . . . . . . . . . . PERF . . . . . . . . . . . . RP
− PROP OVSPEED
− RA
− GPWS/TAWS
− CTOT
− TCAS/ACAS
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
External Lights . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP

T/O signal . . . . . . . . . . . . . . . . . . . . . . GIVEN . . . . . . . . . . . RP
Transponder/TCAS/ACAS . . . . . . . . SET . . . . . . . . . . . . . RP
Flight Controls . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
CWP . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . PUSH . . . . . . . . . . . RP
Dec 01/15 code 10 −N5−

−N4−

Normal Checklist
CLIMB CHECK
− WITHOUT CARGO CONFIGURATION. Gear/Flaps . . . . . . . . . . . . . . . . . . . . . UP

Ice Protection/AP MODE . . . . . . . . . SET/SELECT . . . . . PNF

Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Cabin Signs . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Air Conditioning . . . . . . . . . . . . . . . . . SET
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . OUT
Cabin Pressure . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . . ON
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Altimeters . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD . . . . BP
DESCENT CHECK
Ice Protection . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Cabin Pressure . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . PNF
Bugs/CTOT . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . BP
Dec 01/15 code 00 −N6−

−N4−

Normal Checklist
CLIMB CHECK
Gear/Flaps . . . . . . . . . . . . . . . . . . . . . UP
Ice Protection . . . . . . . . . . . . . . . . . . . SET/SELECT . . . . . PNF

Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . OUT
Cabin Pressure . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . . ON
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DESCENT CHECK
Ice Protection . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Cabin Pressure . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . PNF
Bugs/CTOT . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . BP
Dec 01/15 code 10 −N6−

−N4−

Normal Checklist
APPROACH CHECK
− WITHOUT CARGO CONFIGURATION
Cabin Signs . . . . . . . . . . . . . . . . . . . . ON
− WITHOUT ACAS/TCAS
Ice Speed . . . . . . . . . . . . . . . . . . . . . . DECIDE . . . . . . . . . BP

HP Valves . . . . . . . . . . . . . . . . . . . . . . SET
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON
Landing Signal . . . . . . . . . . . . . . . . . . GIVEN
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN . . . . . . . . . . PNF
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF
Condition Levers . . . . . . . . . . . . . . . . MAX . . . . . . . . . . . . . PNF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Yaw Damper . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . PF
AFTER LANDING CHECK
Gust Lock . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Ice Protection . . . . . . . . . . . . . . . . . . . SET
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . SET
HP Valves . . . . . . . . . . . . . . . . . . . . . . CLOSED
Diff. Pressure . . . . . . . . . . . . . . . . . . . CHKD
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder . . . . . . . . . . . . . . STBY
Dec 01/15 code 00 −N7−

−N4−

Normal Checklist
APPROACH CHECK
− WITHOUT CARGO CONFIGURATION
Cabin Signs . . . . . . . . . . . . . . . . . . . . ON
− WITH ACAS/TCAS
HP Valves . . . . . . . . . . . . . . . . . . . . . . SET
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON
Landing Signal . . . . . . . . . . . . . . . . . . GIVEN
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN . . . . . . . . . . PNF
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Yaw Damper . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . PF
AFTER LANDING CHECK
Gust Lock . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
HP Valves . . . . . . . . . . . . . . . . . . . . . . CLOSED
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder/ACAS/TCAS . . STBY
Dec 01/15 code 10 −N7−

−N4−

Normal Checklist
THIS PAGE IS APPLICABLE TO A/C: APPROACH CHECK

− WITH CARGO CONFIGURATION
− WITHOUT ACAS/TCAS

HP Valves . . . . . . . . . . . . . . . . . . . . . . SET
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN . . . . . . . . . . PNF
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Yaw Damper . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . PF
AFTER LANDING CHECK
Gust Lock . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
HP Valves . . . . . . . . . . . . . . . . . . . . . . CLOSED
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder . . . . . . . . . . . . . . STBY
Dec 01/15 code 20 −N7−

−N4−

Normal Checklist
THIS PAGE IS APPLICABLE TO A/C: APPROACH CHECK

− WITH CARGO CONFIGURATION
− WITH ACAS/TCAS
HP Valves . . . . . . . . . . . . . . . . . . . . . . SET
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN . . . . . . . . . . PNF
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Yaw Damper . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . PF
AFTER LANDING CHECK
Gust Lock . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
HP Valves . . . . . . . . . . . . . . . . . . . . . . CLOSED
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder/ACAS/TCAS . . STBY
Dec 01/15 code 30 −N7−

−N4−

Normal Checklist
PARKING CHECK
− WITHOUT CARGO CONFIGURATION. Parking Brakes . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP

Ice Protection . . . . . . . . . . . . . . . . . . . OFF

Avionics . . . . . . . . . . . . . . . . . . . . . . . . SET
Generators . . . . . . . . . . . . . . . . . . . . . SET
Condition Levers . . . . . . . . . . . . . . . . FUEL OFF
Seat Belt Sign . . . . . . . . . . . . . . . . . . OFF
Emergency Lights . . . . . . . . . . . . . . . OFF
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
Batteries . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
Dome Light . . . . . . . . . . . . . . . . . . . . . ON/OFF
Dec 01/15 code 00 −N8−

−N4−

Normal Checklist

PARKING CHECK
− WITH CARGO CONFIGURATION. Parking Brakes . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP

Ice Protection . . . . . . . . . . . . . . . . . . . OFF
Avionics . . . . . . . . . . . . . . . . . . . . . . . . SET
Generators . . . . . . . . . . . . . . . . . . . . . SET
Condition Levers . . . . . . . . . . . . . . . . FUEL OFF
Emergency Lights . . . . . . . . . . . . . . . OFF
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
Batteries . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
Dome Light . . . . . . . . . . . . . . . . . . . . . ON/OFF
Dec 01/15 code 10 −N8−

−N4−

Expanded Normal Checklist
EXPANDED NORMAL CHECKLIST

The purpose of the expanded checklist is to explain the action to be taken in connection with each item of the
Normal Checklist.
Normal procedures are accomplished by recall.
Checklists are read at specified points to verify that the aircraft is in a correct configuration and that systems
are in the status required for any particular phase of flight.
The pilot who is performing the Preparatory Check is not specified.
Before Engine Start Check and onwards, the checklist should be read by RP on the ground and PNF when
airborne. Symbols specify the pilot who is to perform the checkitem and verbally reply to challenge, after the
item is checked. If no symbol, the item is performed by the pilot reading the checklist, however, verbal chal-
lenge and reply may be omitted.
When a specific set of check items is complete, the pilot accomplishing the challenge will call ”..... checklist
complete” with the name of the appropriate checklist inserted.
Checklist symbols
(1) − Aircraft first flight of the day only
(2) − After crew change.

− After maintenance action.
− When cockpit left unattended.
PF − Pilot Flying
PNF − Pilot Not Flying
LP − Pilot occupying left hand seat
RP − Pilot occupying right hand seat
BP − Both pilots
Words inside quotation marks (”........”) should be regarded as callouts and orders.
Items without explaining text are considered self−explanatory.
In the expanded checklist, between checkitems, are some procedures (framed) to be used to facilitate the
operation. (See also section 25, FLIGHT PROCEDURES)
The checklists follow a standardized scan of the cockpit panels except when required by logic of actions prior-
ity. This provides the flight crew with established patterns for performing the normal procedures and check-
lists.
22/2
PAGE 1
Jun 01/16

4
1
1
A10326
Fig. 1 Standardized cockpit panels scan
22/2
PAGE 2
Jun 01/16

(1) (2) PREPARATORY CHECK
The first check items, to ”Overhead Panel”, are easiest performed prior to taking the pilot seat (one pilot on
board).
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
− Check flap handle to correspond to actual flap position.
Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
− Perform the above items prior turning on any electrical power (battery or external).
Electronic Flight Bag (EFB) (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

− Make sure EFB does not obstruct ACP.
− Make sure EFB does not obstruct Nose Wheel Steering.
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD
− Check the batteries individually and with load. Minimum for engine start is 24V on
each.
 L BAT ON − check L BAT voltage.
 R BAT ON and L BAT OFF − check R BAT voltage.
 L BAT ON.
 Bus Tie should be on during this test.
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/ON

− If EXT PWR AVAIL (blue) light is on, check EXT PWR below 30V, set the switch to
ON and check 26 − 29V.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− If no external power available:
 ESS AVION switch ON.
L/R AVION switches should be OFF during engine starts, ON after first engine
start (for AHRS initialization) then OFF prior second engine start.
− If external power available:
 Set all three AVION switches to ON. AHRS will start initialization. Set L/R AVION
switches to OFF prior engine start. Set switches to ON after second engine is
started and both generators are on line.
(Cont’d)
22/2
PAGE 3
Jun 01/16

(1) (2) PREPARATORY CHECK (Cont’d)
Emergency/Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

− Check Emergency and Safety Equipment according to company configuration.
− Check PBEs in accordance with manufacturer’s procedures.
 Life vests ( )
 Flash lights (2)
 Crash axe (1)
 Handpump rod (1)
 Fire extinguisher (1)
 Smoke goggles ( ) PBE ( )
 Gear pins and Pitot covers (3+3)
 Full face mask ( )
 Oxygen bottle ( )
Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
− Check all the required manuals and documents are on board.
Cargo XVALVE Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN

(Applicable to QC aircraft and Cargo configuration aircraft).
Side Panels/Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

− Static Press Valves OPEN
− GPWS Flap (TAWS Flap) /Rudder Limiter NORM/GUARDED
(Applicable to aircraft with the Rudder Limiter switch located on the right side
panel)
− GPWS Flap (TAWS Flap) NORM/GUARDED
(Applicable to aircraft with the Rudder Limiter switch located on the pedestal)
− Oxygen
 Pull oxygen handle. Check green mark and required oxygen supply pressure.
 Check L/R flight crew oxygen masks and microphones.
−Oxygen selector 100%
−Momentarily turn pressure selector and check flow.
−Set BOOM−MASK switch on audiopanel to MASK. Increase INT/SPKR volume
and knock at mask.
Speaker noise indicates proper microphone function. Set BOOM−MASK switch
to BOOM position.
 Check passenger oxygen valve lever down.
(Not applicable to aircraft with cargo configuration or drop−out system)
 Check passenger oxygen control knob in ARM position.
(Not applicable to aircraft without drop−out system or cargo configuration)
 If jump seat is going to be occupied, check additional oxygen mask.
(Cont’d)
22/2
PAGE 4
Jun 01/16

Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

− Fire Handles IN/safetied
− Engine/Cargo Fire Extinguishers OFF/safetied
− Ice protection system
 STBY PITOT OFF
 W SHIELD OFF
 PROPELLER OFF
 ENGINE OFF
 L/R AC GEN ON/guarded
 AIR SUPPLY ON
 BOOT IND ON
 AUTO CYCLING OFF
− INT LIGHT as required
− Left EFIS switches NORM/guarded
− Fuel system
 X FEED OFF
 CONN VLV CLOSED
 L/R STBY PUMP AUTO/guarded
− Propeller system
 L/R PUMP OFF/guarded
 AUTOCOARSEN OFF
 R PROP BRK OFF (i.a.)
− Engine system
 L/R IGN NORM/guarded
− INT LIGHT as required.
− AC electrical system
 26 V MAIN INV
 MAIN INV 115V 26V ON
− DC electrical system
 L/R GEN OFF
− Cabin signs as required
(Not applicable to aircraft with cargo configuration).
− Air conditioning system
 Cabin/Flight Deck TEMP SELECT AUTO
 Cabin/Flight Deck RECIRC switches OFF
 L/R BLD/HP VALVES CLOSED
(Cont’d)
22/2
PAGE 5
Jun 01/16


− Emergency systems
 ELT ARMED/guarded
 PRESS DUMP OFF/guarded
 EMER LIGHT OFF
− Right EFIS switches NORM/guarded
Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− ROLL & PITCH disconnect handles IN and safetied
− Hydraulic & Anti−Skid.
 HYDR PUMP AUTO.
 ANTI SKID switch ON
 Pressures and quantity within green arc. If pressure below green arc, momen-
tarily set HYDR PUMP switch to OVRD.
− Cabin pressure.
 Mode SELECTOR MAN then AUTO and check FAULT light to come on and go
out.
 Manual pressurization knob at index i.e. closed.
 R−knob at index.
 A−knob to departure field elevation.
 B−knob to ONH.
− Gust lock ON
 Press rudder pedals.
 Check all flight controls are locked.
− Power/Condition Levers GND IDLE/FUEL OFF
− CTOT switch OFF
− RUD LIM NORM/GUARDED.
(Applicable only to aircraft with the Rudder Limiter switch
located on the pedestal)
− Trims
 Check both directions,then;
−Aileron zero.
−Yaw 1 ½ unit right.
−Pitch zero. Should be reset considering actual CG when load is known.
(Cont’d)
22/2
PAGE 6
Jun 01/16

Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF
− Lamps.
−Check the failure monitoring light on TEST 1 panel to be out.
 Hold LAMPS UPR/LWR test switch in UPR position to check:
−Annunciator lights on overhead panel and single chime come on.
 Hold LAMPS UPR/LWR test switch in LWR position to check:
−Annunciator lights on glareshield and flight instrument panel to come on to-
gether with triple chime.
− Fire warning.
 Hold FIRE test switch in L/R position and check:
−L/R MASTER WARNING − push light to cancel sound.
−L/R ENG FIRE and TAIL PIPE HOT (CWP) lights.
−L/R Fire Handle light to come on.
− Fire short.
 Hold FIRE SHORT test switch in UP position and check:
−L/R MASTER CAUTION − push light to cancel sound.
−L/R FIRE DET FAIL (CWP) light
− Smoke
 Hold SMOKE test switch in UP position and check:
−AVIONIC SMOKE, CARGO SMOKE and LAV SMOKE (CWP) lights.
− Smoke (Applicable to QC aircraft).
 Hold Smoke 1 test switch in UP position and check:
−AVIONIC SMOKE, CARGO SMOKE and LAV SMOKE (CWP) lights.
 Hold SMOKE 2 test switch in AFT and FWD positions and check:
−In passenger configuration; there should be no response.
−In (QC) cargo configuration; L/R MASTER WARNING − push light to cancel
sound − and CARGO SMOKE (CWP) light to come on in both positions.
− Smoke (Applicable to Cargo Configuration aircraft).
 Hold Smoke 1 test switch in 1 position and check:
−L/R MASTER WARNING − push light to cancel sound − AVIONIC SMOKE and
CARGO SMOKE (CWP) lights.
 Hold SMOKE 1 test switch in 2 positions and check:
−L/R MASTER WARNING − push light to cancel sound − and CARGO SMOKE
(CWP) light to come on.
 Hold SMOKE 2 test switch in 3 and 4 position and check:
(Cont’d)
22/2
PAGE 7
Jun 01/16


−L/R MASTER WARNING − push light to cancel sound − and CARGO SMOKE
(CWP) light to come on both positions.
− Stall
 Gust lock OFF.
 Hold STALL 1 switch in UP position and check:
−L/R stickshakers.
−L/R stall warning clacker sound.
 Hold STALL 2 switch in UP position and check:
 Pull control column to rear position.
 Hold STALL 1/2 switches in UP position and check:
−Stickpusher to push.
−PUSH 1/2 lights ON.
 Pull control column to rear position.
 Hold STALL 1/2 switches in DOWN position and check:
−L/R stickshakers
−Stickpusher not to push
 Gust Lock ON.
− CVR (1)
 Press TEST button and check TEST light or green band indication as applicable.
− Autoignition (1)*
*(According to FAA regulations before every engine start.)
 Electrical power ON
−L/R IGN switches NORMAL
−Advance both PLs above FLT IDLE and check L/R IGN lights to come on
−Retard both PLs to GND IDLE and check L/R IGN lights to go out.
(If an IGN light fails to come on when PLs are above FLT IDLE, the autoignition
system is considered to be inoperative.)
− If external power not available and a delay is expected, set L/R BAT switches to OFF to save the
batteries.
WALK AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
22/2
PAGE 8
Jun 01/16

BEFORE ENGINE START

(Crew at their stations.)
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD RP
− Check the batteries individually and with load. Minimum for engine start is 24V on
each.
 L BAT ON − Check L BAT voltage.
 R BAT ON and L BAT OFF − Check R BAT voltage.
 L BAT ON.
 Bus Tie should be on during this test.
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/ON RP

− When EXT PWR AVAIL (blue) light is on, check EXT PWR below 30V, then set the
switch to ON and check 26 − 29V.
Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/AUTO RP

− To facilitate engine acceleration.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP
− If no external power available:
 ESS AVION switch ON.
L/R AVION switches should be OFF during engine starts, ON after first engine
starts (for AHRS initialization) then OFF prior second engine start.
− If external power available.
 Set all three AVION switches to ON. AHRS will start initialization. Set L/R AVION
switches to OFF prior engine start. Set switches to ON after second engine is
started and both generators are on line.
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD RP
− Check oxygen handle UP and required oxygen supply pressure.
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

− Check all circuit breakers to be in.
Flight Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LP

− Set trip number, leg and date (if applicable).
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD LP

− If required reset parking brake.
− Check PARK BRK (CWP) light on.
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON LP
(Not applicable to aircraft with cargo configuration)
(Cont’d)
22/2
PAGE 9
Jun 01/16

BEFORE ENGINE START

(Crew at their stations.) (Cont’d)
Engine Instrument/Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/SET LP

− Check all engine instruments:
 TRQ, PROP and ENG OIL pressures zero.
 ITT, PROP and ENG OIL temperatures to indicate actual temperatures.
 FUEL FLOW zero.
− Set L/R IGN switches OFF to prepare for a motoring start if:
 ITT is above 175
 Tailwind conditions.
Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP

− Check fuel quantity.
 Maximum unbalance 200 lbs (90 kgs)
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
− Check pressures and quantity within green arc. If pressure below green arc, mo-
mentarily set HYDR PUMP switch to OVRD.
Cabin Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LP

− Set B−knob to QNH.
Power/Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE/

FUEL OFF LP
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET BP
− Aileron zero.
− Yaw 1 ½ unit right.
− Pitch acc. to CG % MAC.
Takeoff Data/Bugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/SET BP

− ATIS, Performance. Perform takeoff briefing as applicable.
− Review possible icing conditions, handling of de−ice/anti−ice system and autopilot
mode selection during take−off and climb out.
− Set altimeter to QNH (QFE if applicable). Set left altimeter after AHRS initialization
complete.
− Set IAS− and TRQ bugs.
 Internal IAS Bug must be set after AHRS initialization.
Cleared for start
Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON LP
Doors/Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP
− Check DOORS caution lights and FUELING blue light to be OUT.
− RP checks Fuel Service Door on right wing to be closed.
22/2
PAGE 10
Jun 01/16

Engine Start Procedures
− See also AOM 17, POWER PLANT, NORMAL PROCEDURES.
− Before starting any engine or releasing propeller brake, RP and LP respectively shall check
propeller area clear, then call out ”Clear right”, ”Clear left”. Perform this check in addition to any clear-
ance obtained from ground staff.
− All engine starts are recommended to be performed as motoring starts.
− Battery start − wait at least 70 s between the first and second engine start to allow for cooling of the first
Starter/generator and AHRS initialization (elapsed time to start after first generator on line).
− GPU start − wait at least one minute between the first and second engine start to allow for cooling of the
EXT PWR relay if on−side starting (both engines started on EXT PWR) is performed or the first Starter/gen-
erator if cross−over start is performed. (elapsed time to start after first generator on−line) AHRS initialization
prior to first engine start.
NOTE
See 17/2 in the AOM for valid engine starting limits concerning each different start method − GPU start,
battery start and crossover start.
NOTE
ENG TRQ and ENG TEMP instruments may indicate full scale deflection for approximately 3 sec after
initiation of engine start sequence.
This will happen prior to ignition.
− PL in GND IDLE.
− CL in FUEL OFF and check:

 BUS TIE green light ON.
 L/R AVION switches OFF.
 STBY PRESS light (can be ON or OFF).
 IGN switches OFF.
 NO BAT START light.
− LP holds START switch (L/R) and calls ”Fuel on” when Ng has ceased to accelerate and ITT below
175 C.
 RP then advances CL to START.
 When CL is at START, LP immediately sets IGN switch to NORM while holding START switch.
 Hold the START switch until light up.
 LP then moves right hand to CL.
(Cont’d)
22/2
PAGE 11
Jun 01/16

Engine Start Procedures (Cont’d)
CAUTION
Turn IGN switch to NORM immediately by retarding CL is moved to START. If not, retard CL to FUEL
OFF and motor engine.
− Check that light up occurs a few seconds after CL is moved to START, then monitor instruments.
− Monitor instruments:
 Ng.
 fuel flow.
 light up.
 oil pressure (engine and propeller).
 Ng steady increase.
NOTE
If the start fails, SHUT DOWN engine immediately by retarding CL to FUEL OFF. Set IGN switch to OFF
and motor to below 175 C if required.
− After engine has stabilized at GND IDLE, check and perform:
 Engine/Fuel panels. All lights should be out for engine started.

 ”BUS TIE” green light on.
 GEN switch RESET/ON.
If battery start, set L/R AVION switches to ON for AHRS initialization.
When initialization completed set to OFF prior second engine start.
If EXT PWR Start, let L/R AVION switches remain in OFF until second engine has been started.
− Start second engine as above, then;
 Signal or order ”EXT power and chocks away” i.a.

 Set AUTOCOARSEN switch to ON.
 Set L/R AVION switches to ON.
 Turn on airconditioning.
 Set EMERG LIGHT to ARM/guarded.
− When clear signal received, advance CLs to MAX, turn on ice protection as required and order “AFTER
ENGINE START CHECK”.
NOTE
Set EXT PWR switch to OFF prior ordering external power to be disconnected.
22/2
PAGE 12
Jun 01/16

AFTER ENGINE START CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON RP
− Set AUTOCOARSEN switch to ON after second engine start.
− Check AUTO COARS LOW Light to come on.
(applicable to a/c with HIGH/LOW system).
Bus Tie function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD RP

− This is a check item that the BUS TIE function was properly checked. BUS TIE
should come on after each engine start. If any doubt, momentary cycle each gen-
erator, one at a time, switch to OFF and then back to RESET/ON. Check that BUS
TIE illuminates.
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF RP

− Check EXT PWR switch and light OFF and blue status light is out.
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD RP
− Check voltage to be minimum 27,5 V.
− Check current to be minimum 50 A.
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP

− RECIRC FAN switches ON.
− Use HP−bleed only if required. Turn off HP−bleed as soon as requirement no long-
er exists. For HP−bleed operation see also sect. 17, POWER PLANT.
Emergency Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED RP
Fuel Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET RP

− Turn and push knob to reset indicator.
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX LP

− Move CL out of START into MIN−MAX range. The propeller starts unfeathering
and PRPM increases. Monitor Ng which should start to increase at 581 PRPM.
The PRPM should stabilize at 1040. If Ng increases prior to 581 PRPM retard CL
to FUEL OFF immediately.
(Cont’d)
22/2
PAGE 13
Jun 01/16

AFTER ENGINE START CHECK (Cont’d)
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD LP

− STBY switch ON. Confirm STBY PITOT caution light OFF.
− L/R SIDE and L/R FRONT WINDSHIELD switches NORM. Wait 7 minutes before
turning to HIGH, if required. Confirm L/R FRONT & SIDE caution light OFF.
− Engine anti−ice ON if icing conditions. Confirm lights. For a/c with Mod no 3529
the Ice Speed function will automatically “arm”. Check ICE SPEED light to be out.
− If flight into known or forecasted icing condition;
 Momentarily set L/R PROP de−ice switches to NORM/MAX and check blue
lights on and then out and L/R PROP caution lights OFF.
 Set one HP BLD VALVE switch to AUTO. Set AUTO CYCLING switch momen-
tarily to ONE CYCLE position and check green indication lights to come on one
at a time. Set HP BLD VALVE switch to CLOSED.
− Ice Detector test (if Mod. No. 3168 installed);
 Set ICE−DET switch in TEST position and check blue L and R ENG A−ICE sta-
tus lights flashing and white ICE COND indication light illuminated.
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
EFIS / STBY HORIZON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

− No ATT/HDG flag on EADI and EHSI, also no fluctuations/disturbances.
If ATT/HDG flag visible after initialization, perform procedure according to ABNOR-
MAL CHECKLIST.
− Check Standby Horizon for normal indication and no flag.
Clear signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCVD LP

− Indicates ground equipment disconnected and chocks are away. From ground staff
point of view the aircraft is clear to start taxiing.
When taxi clearance obtained RP checks right side and calls ”Clear right”. RP continues to check right side
until aircraft is clear of any possible obstacle or ground traffic.
When clear of ramp area LP orders ”Flaps fifteen − TAXI CHECK” or, if zero degree takeoff, ”Flaps zero −
TAXI CHECK”.
TAXI CHECK
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
− Check brakes during initial start of taxiing.
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X−CHKD BP
− Call out readings and crosscheck indications.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . − 5SET RP
− LP verifies correct flap setting.
Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

− Both pilots check EFIS and Standby Horizon.
(Cont’d)
22/2
PAGE 14
Jun 01/16

TAXI CHECK
(Cont’d)
 In turns check horizons (3) are steady.
 Check headings correspond to outside reference or standby compass. Check
headings are steady.
− Set course pointers to correct courses. Check ADF/NAV appropriate frequencies
and identify stations
(1) Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF RP

− PROP OVERSPEED
 Condition levers in MIN−MAX RANGE
 Power levers GND IDLE
 Hold PROP OVSP switch in L/R
 Check ENG RPM and PROP RPM to drop and start cycle.
 Release PROP OVSP switch.
 Check ENG RPM and PROP RPM to increase to initial value.
− RA.
 Press and hold RA TEST button and check:
−Radio height 50 ft
−Flashing DH annnunciator
−DH light comes on (if installed)
− GPWS.
 Press and hold GPWS TEST button and check ”Glide slope” − ”Pull up”
− TAWS (if installed).
 Select WXR on EHSI and/or MFD.
 Select WXR mode on WXP to STBY.
 Press TAWS test button shortly and check − FAULT field in both TERR AWARE
indicators illuminate, both BELOW G/S illuminate, aural warning “GLIDES-
LOPE”, both BELOW G/S turns off, both TERRAIN lights illuminate, aural warn-
ing “PULL UP” sounds, terrain image is turned on, aural warning “TERRAIN
TERRAIN PULL UP” sounds, both terrain lights is turned off, the test terrain
image is turned off (after several sweeps) and FAULT field in both TERR
AWARE indicators is turned off.
− CTOT.
 Turn CTOT−knob fully counterclockwise.
 Set CTOT switch to ON and check;
−no increase of Ng − should Ng start to accelerate, immediately set CTOT switch
to OFF. The test has failed. Return to ramp and call maintenance.
 Set CTOT switch to OFF.
 Turn CTOT knob to takeoff value.
− TCAS/ACAS (if installed)
 For system test see sect. 19.
22/2
PAGE 15
Jun 01/16

CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP
− Check CTOT knob at takeoff value.
CAUTION
APPLICABLE WITHOUT MOD NO 1527 INSTALLED:
CTOT knob Lock must be set to prevent inadvertent change to selected torque setting.
Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE BP
− Hold this item until clearance received.
− See AOM 25, FLIGHT PROCEDURES, TAKEOFF BRIEFING.
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP

− See AOM 25, FLIGHT PROCEDURES.
T/O signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GIVEN RP

− Notify F/A that takeoff is imminent by two ”chimes”. Turn one Cabin Sign switch
OFF − wait 1 second − ON.
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP

− Turn BLD VALVE switches to CLOSED if ECS OFF performance is used.
− If feasable, perform the first takeoff of the day with bleed valve open to increase
the compressor stall margin, and the following takeoffs with bleed valve closed to
reduce ITT.
Transponder/ACAS/TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

− Release Gust Lock. LP check rudder fully free. RP checks elevator/ aileron fully
free.
− Check both control wheel movements to correspond in both pitch and roll.
CWP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
− Check CWP for any unexpected CWP light to be on.
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH RP

− Check blue light on.
− T/O inhibit function will depress all non essential cautions during takeoff until land-
ing gear is selected up.
CAUTION
NOT VALID WITH MOD NO 1380 INSTALLED
− ALTITUDE PRESELECT.
Observe the push/pull function of the select knob, to set thousands of feet (pulled) respectively hundreds
of feet (pushed). Check carefully after preselecting a new altitude.
22/2
PAGE 16
Jun 01/16

− When PF orders ”Climb power” PNF performs following;

 Rotate CTOT knob slowly counter clockwise.
If takeoff with CTOT.
 Select CTOT switch to OFF.
 Adjust PL to climb power.
 Set CL to desired climb RPM.
 BLD VALVE switches RESET/AUTO one at a time.
If takeoff with ECS OFF.
Wait a few seconds in between to minimize pressure bumps.
CLIMB CHECK
Gear/Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Ice Protection/AP MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/SELECT PNF

− For operation of ice protection systems see AOM section 11, ICE AND RAIN
PROTECTION and section 25 FLIGHT PROCEDURES, GENERAL.
− When turning engine anti−ice on; always select FD/AP IAS mode and use
speed for icing conditions.
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF

− Taxi light OFF.
− See AOM 25 FLIGHT PROCEDURES,GENERAL.
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LP

− As required depending on turbulence and company procedures.
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

− Check BLD VALVE switches AUTO and adjust temperature (if required).
− Set HP VALVE switches to AUTO.
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT

− Check blue light is out.
Cabin Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

− Check diff. pressure and rate of climb to be normal.
Prop Sync. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Adjust CL within 10 RPM and turn prop. sync. ON. It might take 15 seconds before
propellers are fully synchrophazed.
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− In addition to a visual check of the switch position, make it a habit to physically
check the position by pressing the switch backwards.
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD BP
− Altimeter setting according to national regulations.
− After resetting call out readings and crosscheck indications.
22/2
PAGE 17
Jun 01/16

DESCENT CHECK
Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE BP
− Review possible icing conditions, handling of de−ice/anti−ice systems and autopilot
mode selection during descent, approach and landing.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF

− For operation of Ice Protection systems see AOM Section 11, ICE AND RAIN
PROTECTION and AOM 25, FLIGHT PROCEDURES.
− Select engine anti−ice in good time and check HP Valve switches in AUTO
before entering icing conditions.
Cabin Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD PNF

− Set A−knob to destination field elevation.
− Set B−knob QNH.
− Check cabin altitude to decrease.
− Check diff. pressure to decrease.
− Check cabin rate of descent.
Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

− Set course pointers to correct courses.
− Check ADF/NAV appropriate freq. and identify stations.
Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET BP
− Set IAS and TRQ bugs .
− Turn CTOT knob to go−around value.
CAUTION
APPLICABLE WITHOUT MOD NO 1527 INSTALLED:
CTOT Knob Lock must be set to prevent inadvertent change to selected torque setting.
22/2
PAGE 18
Jun 01/16

APPROACH CHECK
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ICE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECIDE BP
− Check for icing conditions as defined for each ice protection system.
D If ice or not certain there is no ice on the wings, or if icing conditions are ex-
pected during approach, or if ICE SPEED p/b is illuminated:
 Use VREF+10 as corrected reference speed (VREFC) during approach and
landing.
 Activate the de/anti−ice system and continue to operate the system as need-
ed to minimize the ice accumulation on the airframe. (see also ICE & RAIN
PROTECTION section 11).
CAUTION
It is essential that correct reference speed is used to assure margin to stickshaker and stall as well as to
avoid unnecessary long landing distance.
NOTE
Clear ice which is difficult to detect may become visible at boot activation.
D If no ice:
 Check ICE SPEED p/b black. Use VREF during approach and landing.
HP Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Normally use CLOSED position to avoid high ITT after landing. AUTO position
only if required for boot de−ice operation. In that case, turn to CLOSED after land-
ing. For HP bleed operation see also section 17, POWER PLANT.
− PF orders ”Gear down, Flaps ..., Landing check”.

− PNF selects gear/flaps and performs the check items
22/2 Code 00
Applicable to aircraft without Ice speed system Mod. No. 2650 in- PAGE 19
stalled. Jun 01/16

22/2 Code 00
Applicable to aircraft without Ice speed system Mod. No. 2650 in- PAGE 20
stalled. Jun 01/16

APPROACH CHECK
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ICE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECIDE BP
− Check for ice on the aircraft.
D If ice or not certain there is no ice on the wings:
 Check ICE SPD is ON.
 Use VREF20+25 for flaps 20 and VREF35+20 for flaps 35 as reference speed
during approach and landing.
 Activate the de/anti−ice system and continue to operate the system as need-
ed to minimize the ice accumulation on the airframe. (see also ICE & RAIN
PROTECTION section 11 and 37/3.2).
NOTE
Clear ice which is difficult to detect may become visible at boot activation.
D If no ice:
 Check ICE SPD p/b black. Use VREF as reference speed during approach
and landing.
CAUTION
It is essential that correct reference speed is used to assure margin to stickshaker and stall as well as to
avoid unnecessary long landing distance.
HP Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Normally use CLOSED position to avoid high ITT after landing. AUTO position
only if required for boot de−ice operation. In that case, turn to CLOSED after land-
ing. For HP bleed operation see also section 17, POWER PLANT.
− PF orders ”Gear down, Flaps ..., Landing check”.

− PNF selects gear/flaps and performs the check items
22/2 Code 10
Applicable to aircraft with Ice speed system Mod. No. 2650 installed. PAGE 19
Jun 01/16

22/2 Code 10
Applicable to aircraft with Ice speed system Mod. No. 2650 installed. PAGE 20
Jun 01/16

LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Prior selecting Autocoarsen ON, check TRQ indication for normal indication. In
case of a faulty TRQ indication (zero or erratic), do not select Autocoarsen ON.
Leave the system OFF and consider VMCL (114 KIAS) with autocoarsen inopera-
tive. The same applies after the system has been selected ON. Should a faulty
TRQ indication occur, select system OFF immediately. The reason is to avoid a
possible inadvertant autocoarsen.
Landing Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GIVEN
− Notify F/A that landing is imminent by two ”chimes”. Turn one Cabin Sign switch
OFF − wait 1 second − ON.
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN,
THREE
GREEN PNF
− PF verifies three green lights are on.
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check quantity and all four accumulator pressures to be within green band.
Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX PNF
− Advise PF prior advancing CL’s. High PRPM increases drag.
− Advance CL’s smoothly to MAX. Landing distance and go−around performance is
based on CL’s in MAX position.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF
− PF verifies correct flap setting.
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PF
− Yaw Damper must be OFF for landing and go−around.
AFTER LANDING CHECK

− After slowing down to taxispeed (not before) LP orders ”Gust Lock”, − ”After
Landing Check ”.
− RP performs the checkitems.
Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON RP
− Hold release handle and move Gust Lock Handle backwards.
− Check controls are locked.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− If icing conditions, set de−ice boot to OFF and let engine anti−ice remain ON until
engine shut down.
(Cont’d)
22/2
PAGE 21
Jun 01/16

AFTER LANDING CHECK (Cont’d)

Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
HP Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Diff. Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− If diff. pressure is more than 0.3 psi, open Ground Communication Hatch.
− If unable to open the hatch, use EMERG PRESS DUMP switch.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder/ACAS/TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
− Tilt radar fully up, then to STBY.
Engine shut down procedure

CAUTION
Special attention must be given to the hydraulic pressure supply to the Nose Wheel Steering (NWS)
should one engine be shut down during intaxiing. If ”No Bustie”, set HYDR PUMP switch to OVRD
immediately, otherwise NWS will be lost. Then take proper action to restore normal electrical power.
− The engine should be shut down with the propeller feathered, therefore the CL should be first retarded
to START. A smooth feathering can be accomplished by noticing the PROP OIL pressure which initially
rises then drops when CL is about half between MIN and START. At pressure rise hold the CL for a few
seconds then move it slowly into START.
NOTE
The engine shut down procedure above should be used if the aircraft is parked on a slippery ramp to
avoid a momentary burst of forward power which may cause the aircraft to move forward during shut
down.
LP orders ”Prepare ..... (left/right). RP then moves respectively CL to START, sets RECIRC FAN switch
to OFF, BLD VALVE switch to CLOSED and GEN switch to OFF and calls ”bus tie” or ”no bus tie” if light
is not coming on. When feasible ”shut down .....(left/right)” by retarding CL to FUEL OFF.
Parking procedure
− When aircraft is stopped, set/check parking brake, turn SEAT BELT sign OFF and select EMER LIGHT
switch to OFF.
(SEAT BELT sign is not applicable to aircraft in cargo configuration)
− When aircraft parked with left engine shut down and right engine either shut down, or running with Pro-
peller Brake engaged, perform the check items as applicable down to ”Batteries”, then when feasable,
LP calls for PARKING CHECK.
22/2
PAGE 22
Jun 01/16

PARKING CHECK
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD LP
− Set parking brake and check PARK BRK (CWP) light on.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
External lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Select Beacon OFF when propeller stopped, however, if Propeller Brake operation
Beacon must be ON.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− At turn arounds with EXT power available or Propeller Brake operation, leave
AVION switches ON until engine start. In other case, turn OFF.
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− If propeller brake operation, leave right generator ON and check left GEN switch
OFF.
− If external power is on check both GEN switches OFF.
− If both engines are shut down, check both GEN switches OFF.
Conditions Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
Seat belt sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Check RECIRC fan switches OFF and L/R BLD − and L/R HP VALVE switches
CLOSED (one RECIRC switch in the cargo configuration).
− If Propeller Brake operation, leave right RECIRC fan switch on and R BLD VALVE
switch in AUTO and adjust temperature. Use HP−bleed and X−VALVE only if re-
quired. Turn off HP−bleed as soon as requirement no longer exists. For HP−bleed
operation see also sect. 17, POWER PLANT.
Emergency lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Check EMER LIGHT switch OFF.
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
− At turn−arounds, leave handle up.
− If terminating flight, push handle down.
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
− At turn−arounds with external power available and cockpit attended or during pro-
peller brake operation, leave the switches ON.
− In other cases set to OFF as soon as feasible.
Dome light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
− Turn off dome light when not more required and when leaving cockpit.
22/2
PAGE 23
Jun 01/16

22/2
PAGE 24
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
CONTENTS
Abnormal Procedures
23/1 Introduction
23/2 Abnormal checklist (with expanded checklist)
23 −CONTENTS
PAGE 1
Sep 30/15
23 −CONTENTS
PAGE 2
Sep 30/15

Introduction
1. GENERAL rest of the flight, unless further reset attempts are

allowed according to the Malfunction checklists.
The Malfunction, (Abnormal and Emergency)
checklists are intended to be performed in a read− Reset is not allowed on the following circuit break-
and−do manner and as such need not be com- ers:
mitted to memory. The only exception is recall J−16 (L STBY PUMP PWR)
(memory) items indicated by a star (*) in the check- J−15 (L STBY PUMP CONTROL)
list. The number of recall items has been kept to a J−13 (L QTY)
minimum.
R−13 (R STBY PUMP PWR)
It is expected that the flight crew possesses suffi- R−14 (R STBY PUMP CONTROL)
cient knowledge to select correct checklist. The R−12 (R QTY)
flight crew is further expected to have thorough un-
It is recommended that these circuit breakers are
derstanding of what is accomplished by performing
color coded to prevent an unintentional c/b reset.
a certain item in the checklist. Checklist items not
considered obvious and other relevant operational Malfunction procedures include speed increments
aspects are presented on the page preceding the for increase of VREF if the malfunction has impact
checklist. on maneuverability or stall speed. In this cases
there is also given a Landing Distance Factor
It is not possible to cover all combinations of Mal-
(LDF), however, no LDF is given for speed incre-
functions events in checklists, and with some ex-
ments not exceeding 5 kt relative normal Flap 20/35
ceptions, it only covers single failures. If multiple
landing.
unrelated failures should occur, the flight crew may
have to combine in parts or in whole different Some malfunction speed increments include the
checklists and to exercise good judgement to deter- 10 kt ice increment. This is due to the nature of the
mine the safest course of action. malfunction. If not included this is given as an addi-
tional 10 kt VREF−increase in the checklist.
WHEN A MALFUNCTION SITUATION IS EXPERI-
ENCED, IT SHALL BE POSITIVELY IDENTIFIED The LDF (Landing Distance Factor) stated for a
BEFORE ANY ACTION IS TAKEN AND UNDER certain malfunction is always related to demon-
NO CIRCUMSTANCES SHALL CONTROL OF strated landing distance if not otherwise explicitly
THE AIRCRAFT BE COMPROMISED. stated. Accordingly a LDF below 1.67 or 1.43, de-
pending of operative regulations, will result in a
PRIOR TO SHUTTING DOWN OR SWITCHING
landing distance not exceeding the required landing
OFF VITAL ITEMS LIKE ENGINE, FUEL, GENER-
field length. If the aircraft is dispatched with the re-
ATOR ETC. THE APPROPRIATE LEVER, HAN-
quired landing field length, including the effect of a
DLE OR SWITCH SHALL BE VERIFIED BY BOTH
10 knot ice increment and; If a malfunction occurs
PILOTS. No annotations specifying these items are
during flight, which requires a malfunction incre-
included in the checklists.
ment, the ice increment, regarding LDF, can be
UNLESS OTHERWISE INDICATED IN THE omitted. However, regarding aircraft handling
CHECKLISTS, MANIPULATION OF LEVERS, (maneuverability and stall speed), the ice increment
SWITCHES ETC REFERS TO THE AFFECTED on Vref (10 knot) still apply.
ENGINE AND/OR SYSTEM.
It is the responsibility of each individual operator
Any circuit breaker, except those listed below, which and the Pilot−in−Command to decide what relation-
has opened during flight operation and is accessible ship between landing distance and available landing
to the flight crew, may be reset once. Should the field length shall be acceptable under these circum-
same c/b open again, it shall be left open for the stances.
23/1
PAGE 1
Sep 30/15

Introduction
NOTE
When a procedure calls for the POWER to be
REDUCED the continued operation should be
regarded as One Engine Inoperative (OEI)
Operation which includes landing at the nearest
suitable airport using OEI configuration and land-
ing speeds. Set power to 20−30% on the bad en-
gine to reduce propeller drag; maintain this power
until landing flare where both power levers should
be retarded as for a normal landing.
Should circumstances require additional power,
do not hesitate to use both engines as required.
Set CL to MAX before landing, since landing dis-
tances are based on this. In addition, if the CL is
in a position other than MAX with a running gas
generator, aircraft characteristics during landing
will differ from what is normally experienced dur-
ing training.
For the go−around case, plan as for a OEI−
go−around. Should a go−around become neces-
sary, do not hesitate to use both engines; howev-
er, make configuration changes and use speeds
as for OEI−operation.
NOTE
After an engine Malfunction has been rectified,
e.g. an engine has been shut down, restarted and
running normally, NORMAL PROCEDURES ap-
ply.
The above also applies, if an engine which in ac-
cordance with Malfunction Procedures has been
operated on REDUCED POWER (20−30 %), and
power in accordance with procedures, has then
been restored.
When restoring power on one engine make sure
that the AUTOCOARSEN switch is in OFF posi-
tion, until both PLs are at approximately the same
power lever angle (PLA) − then NORMAL PRO-
CEDURES apply. (see also 17/2 page 28).
23/1
PAGE 2
Sep 30/15
ABNORMAL CHECKLIST
0. Contents
23/2
PAGE A0−0
Jun 01/16

Expanded Abnormal Checklist
23/2 00
PAGE A0−1 exp
Jun 01/16
ABNORMAL CHECKLIST ABNORMAL
PROCEDURES
Page
1. Air Condition and Pressurization

WITHOUT MAIN ACCUMULATOR LOW PRESS
WITHOUT PROPELLER BRAKE INSTALLED. HP HIGH, BLD FAULT, DUCT OV TEMP A1−1
THIS PAGE IS APPLICABLE TO AIRCRAFT
BLD AIR LEAK LIGHT ON A1−2

LOSS OF BOTH BLEED SUPPLIES A1−2
ABNORMAL TEMP IN COCKPIT or CABIN A1−3
AVIONICS VENT light on A1−4
FAULT light on cabin pressurization panel A1−5
WARNING (MOD NO 1783).
RECIRC light on A1−6
2. Electrical
BAT light on A2−1
BAT HOT light on A2−2
MAIN INV light on A2−3
115V AC OR 26V AC FAULT A2−3
GEN OV TEMP light on A2−3
DC GEN light on A2−4
BUS TIE CONN FAULT A2−4
DC VOLTAGE LOW A2−6
EMER PWR light on A2−7
MAIN BUS light on A2−9
ESS BUS light on A2−10
NO BAT START light, see Power Plant
Electrical power distribution list A2−11
3. Flight Control System

STALL FAIL light on A3−1
PUSHER SYSTEM light on A3−1
PITCH TRIM light on A3−2
FLAP FAULT or FLAPS light on A3−3
RUDDER LIMIT light on A3−4
4. Fuel System
FUEL MAIN PUMP light on A4−1
FUEL LOW TEMP light on A4−1
FUEL FILTER light on A4−1
FUEL LOW LEVEL light on / Low fuel condition A4−2
FUEL UNBALANCE A4−2
FUEL LEAK A4−3
5. Hydraulic System
HYDR light on A5−1
HYDRAULIC FLUID LOSS A5−5
Continued...
Jun 01/16
code 00 A0−1

23/2 10
PAGE A0−1 exp
Jun 01/16
PROCEDURES
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH

MAIN ACCUMULATOR LOW PRESS WARNING
HP HIGH, BLD FAULT, DUCT OV TEMP A1−1


WITH PROPELLER BRAKE INSTALLED.

2. Electrical
BAT light on A2−1
(MOD NO 1783).


4. Fuel System
FUEL LEAK A4−3
5. Hydraulic System
HYDR light on prop brake engaged A5−3
HYDRAULIC MAIN PRESSURE LOW A5−4
Continued...
Jun 01/16
code 10 A0−1

23/2 20
PAGE A0−1 exp
Jun 01/16
PROCEDURES
Page

MAIN ACCUMULATOR LOW PRESS WARNING
WITHOUT PROPELLER BRAKE INSTALLED. HP HIGH, BLD FAULT, DUCT OV TEMP A1−1

2. Electrical
BAT light on A2−1
(MOD NO 1783).


4. Fuel System
FUEL LEAK A4−3
5. Hydraulic System
HYDRAULIC MAIN PRESSURE LOW A5−4
Continued...
Jun 01/16
code 20 A0−1

23/2 30
PAGE A0−1 exp
Jun 01/16
PROCEDURES
Page

WITHOUT MAIN ACCUMULATOR LOW PRESS
HP HIGH, BLD FAULT, DUCT OV TEMP A1−1



2. Electrical
BAT light on A2−1

4. Fuel System
FUEL LEAK A4−3
5. Hydraulic System
HYDR light on prop brake engaged A5−3
Continued...
Jun 01/16
code 30 A0−1

23/2 00
PAGE A0−2 exp
Jun 01/16
PROCEDURES
Page
6. Ice Protection
AC GEN light on A6−1
115V AC GEN BUS FAULT A6−1
INTAKE light on A6−2
INTAKE SPARKS A6−3
PROP de−ice light on A6−4
AIR VALVE light on A6−5
FRONT and/or SIDE windshield light on A6−6
PITOT and/or ALPHA and/or OAT light on A6−7
STBY PITOT light on A6−8
TIMER light on A6−9
DE−ICE OV TEMP light on A6−11
BOOT REMAINS INFLATED and A6−12
BOOT INDICATION LIGHT REMAINS ON or OFF
7. Landing Gear
GEAR DOWN UNSAFE CONDITION A7−1
GEAR UP UNSAFE CONDITION A7−3
LANDING GEAR HANDLE CAN NOT BE A7−4
MOVED TO UP POSITION
A−SKID INOP light on A7−5
NOSE WHEEL STEERING FAULT A7−5
8. Power Plant and Propeller

NO BAT START light on A8−1
NO ROTATION / ENGINE START SWITCH A8−1
DOES NOT ENGAGE STARTER
NO LIGHT UP A8−2
START SEQUENCE INTERRUPTED A8−2
HUNG START A8−2
HOT START A8−2
STARTER DOES NOT DISENGAGE A8−4
ENGINE SHUT DOWN A8−5
ENGINE RESTART IN FLIGHT A8−6
ENGINE TRQ and/or ITT OVER LIMIT A8−8
ENGINE OIL TEMP ABOVE LIMIT A8−8
COMPRESSOR STALL A8−9
OEI OPERATION (One engine inoperative) A8−10
OIL BYPASS light on A8−12
UNCOMMANDED ENGINE OPERATION A8−13
PROP RPM OVER LIMIT A8−14
ITT DT SHIFT A8−14
PROP RPM UNDERSPEED A8−15
PROPELLER OIL TEMPERATURE HIGH or LOW A8−15
AUTO COARSEN FAULT, AUTO COARSEN light on A8−16
CHIP DETECT light on A8−16
Continued...
Jun 01/16
code 00 A0−2

23/2 00
PAGE A0−3 exp
Jun 01/16
PROCEDURES
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WIHTOUT MOD NO 3529

(IMPROVED STALL WARNING SYSTEM FOR ICING CONDITIONS)
9. Oxygen
OXYGEN light on A9−1
10. Air Data

STATIC PRESSURE FAULT A10−1
AIR DATA COMPUTER FAILURE A10−1
11. Autopilot
MISTRIM INDICATION A11−1
12. Doors
CARGO DOOR light on A12−1
MAIN DOOR and/or MAIN DOOR HANDLE light on A12−1
CREW HATCH light on A12−1
13. EFIS
EFIS FAILURE / DISTURBANCES A13−1
ATT and/or HDG RED FLAG A13−2
AVIONICS light on A13−3
14. Fire Protection

Engine FIRE DET FAIL light on A14−1
15. Warning System Abnormalties

WARNING SYSTEM ABNORMALITIES A15−1
16. F/D and A/P Diagnostics

F/D and A/P DIAGNOSTICS A16−1
17. Windows
WINDOW CRACK IN COCKPIT A17−1
WINDOW CRACK IN CABIN A17−1
Jun 01/16
code 00 A0−3

23/2 10
PAGE A0−3 exp
Jun 01/16
PROCEDURES
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WIHTOUT MOD NO 3529

(IMPROVED STALL WARNING SYSTEM FOR ICING CONDITIONS)
9. Oxygen
OXYGEN light on A9−1
10. Air Data

STATIC PRESSURE FAULT A10−1
AIR DATA COMPUTER FAILURE A10−1
11. Autopilot
MISTRIM INDICATION A11−1
12. Doors
CARGO DOOR light on A12−1
MAIN DOOR and/or MAIN DOOR HANDLE light on A12−1
CREW HATCH light on A12−1
13. EFIS
EFIS FAILURE / DISTURBANCES A13−1
ATT and/or HDG RED FLAG A13−2
AVIONICS light on A13−3
14. Fire Protection

Engine FIRE DET FAIL light on A14−1

WARNING SYSTEM ABNORMALITIES A15−1
ICE SPEED LIGHT ABNORMALITIES A15−1

F/D and A/P DIAGNOSTICS A16−1
17. Windows
WINDOW CRACK IN COCKPIT A17−1
WINDOW CRACK IN CABIN A17−1
Jun 01/16
code 10 A0−3
ABNORMAL CHECKLIST
23/2
PAGE A1−0
Jun 01/16

HP HIGH, BLD FAULT, DUCT OV TEMP

− If any of the above mentioned caution lights comes on, close the associated BLD VALVE in order to secure
bleed system from an overtemp situation.
− BLD CLOSED light will come on when:
 BLD switch is set to CLOSED position, and
 Associated bleed system is confirmed OFF.
− One Bleed system is sufficient for ventilation and pressurization.
− Operation with TEMP SELECT switch in MANUAL MAX HOT will result in overtemp.
23/2 00
PAGE A1−1 exp
Jun 01/16
PROCEDURES
HP HIGH, BLD FAULT, DUCT OV TEMP

1. TEMP SELECT switch . . . . . . . . . . . . . . . . Check AUTO
2. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSED
3. HP VALVE switch . . . . . . . . . . . . . . . . . . . . . CLOSED
− It takes a while for the DUCT OV TEMP light to go out after an
over temperature situation.
4. Check HP HIGH, BLD FAULT and DUCT OV TEMP lights.
ALL of THE ABOVE LIGHTS OFF and
BLD CLOSED LIGHT ON:
5. TEMP CONTROL knob . . . . . . . . . . . . SELECT A
MID TEMP
− Set the knob to index 4−5.
6. BLD VALVE switch . . . . . . . . . . . . . . . . RESET

then AUTO
7. HP VALVE switch . . . . . . . . . . . . . . . . . RESET
then AUTO
8. Check HP HIGH, BLD FAULT and DUCT OV TEMP lights.
ANY of THE ABOVE LIGHTS ON and
BLD CLOSED LIGHT OFF:
9. BLD VALVE switch . . . . . . . . . . . . CLOSED
10. HP VALVE switch . . . . . . . . . . . . . CLOSED
11. BLD CLOSED LIGHT . . . . . . . . . Check ON
ALL of THE ABOVE LIGHTS OFF and
5. If an excessive temperature is experienced in the aircraft
and/or if an odor is smelled, consider to shut down en-
gine.
Apply ENGINE SHUT DOWN proce- Page A8−5
dure.
Jun 01/16
code 00 A1−1

BLD AIR LEAK

− One Bleed system is sufficient for ventilation and pressurization.
− BLD CLOSED light will illuminate when BLD switch is set to CLOSED position.
− The word “consider” means that it is left to the crew to decide whether to shut down one engine or to keep
both engines running. A Bleed Air Leak can in worst case result in detrimental effect on structure. A leak
will not have an immediate structural impact but might require maintenance action afterwards.
LOSS OF BOTH BLEED SUPPLIES

− At cabin altitudes above approximately 10 000 ft the CABIN PRESS CWP will come on.
23/2 00
PAGE A1−2 exp
Jun 01/16
PROCEDURES
BLD AIR LEAK LIGHT ON

3. Check HP HIGH, BLD FAULT and BLD AIR LEAK lights.
If HP HIGH AND/OR BLD FAULT LIGHTS ON:
4. BLD VALVE switch . . . . . . . . . . . . . . . . RESET then
CLOSED
5. HP VALVE switch . . . . . . . . . . . . . . . . . RESET then
CLOSED
− Maximum two reset attempts
If HP and/or BLD FAULT lights still are ON after
HP and BLD VALVE have been reset then closed:
6. Consider to shut down engine. Apply Page A8−5
ENGINE SHUT DOWN procedure.
If HP HIGH and BLD FAULT lights are OFF after
HP and BLD VALVE closed:
NOTE
If HP and BLD Valve are closed and BLD AIR LEAK still is illumina-
ted as the only warning light, it can be regarded as an indication
error.
LOSS OF BOTH BLEED SUPPLIES
1. Initiate DESCENT to 10.000 ft if applicable.

2. MODE SELECTOR switch . . . . . . . . . . . . . MAN
3. MANUAL CONTROL knob . . . . . . . . . . . . . ROTATE
CLOCKWISE
4. Facilitate ventilation by opening the CREW HATCH to VENT-
ILATION POSITION or by opening the GROUND COMMU-
NICATION HATCH
− Ground Communication Hatch can be opened below 1.5 psi

differential pressure.
− Reduce cabin differential pressure to 0 and airspeed to 160
KIAS or below before opening the crew hatch.
− Close Ground Communication Hatch prior to landing so as
not to interfere with nose wheel steering.
Jun 01/16
code 00 A1−2

ABNORMAL TEMP IN COCKPIT OR CABIN

Left bleed system provides the cabin with tempered air and the right bleed system supports cockpit and cabin
with tempered air. In a case where an abnormal temp rise is noticed in cockpit, begin troubleshooting with R HP/
BLD VALVE.
Due to the vast volume of air in cabin, response to any change of input to the L bleed system may take as
much as 15 minutes.
When affected side is identified, keep that side HP/BLD switches closed for the duration of flight.
23/2 00
PAGE A1−3 exp
Jun 01/16
PROCEDURES
ABNORMAL TEMP IN COCKPIT or CABIN
1. TEMP SELECT switch . . . . . . . . . . . . . . . . MAN

HOT/COLD
as required
Temperature CONTROLLABLE:
Temperature NOT CONTROLLABLE:
2. DETERMINE which BLEED SYSTEM that is creating heat.
Wait approximate 15 minutes with respective HP/BLD VALVE
off to decide if heat is decreasing or stops.
3. R HP/BLD VALVE switches . . . . . . . . . . . . RESET then
CLOSE
− Maximum two attempts.
Temperature CONTROLLABLE:
Temperature NOT CONTROLLABLE:
4. R HP/BLD VALVE switches . . . . . . . . . . . . AUTO
5. L HP/BLD VALVE switches . . . . . . . . . . . . . RESET then
− Maximum two attempts. CLOSE
NOTE
Keep affected HP/BLD VALVE closed for the duration of flight.
Jun 01/16
code 00 A1−3

23/2 00
PAGE A1−4 exp
Jun 01/16
PROCEDURES
AVIONICS VENT light on
1. Cb VENT AVION FAN CONTROL (G−10)

and Cb VENT AVION PWR (G−11) . . . . . . CHECK/RESET
LIGHT OFF:
LIGHT ON:
2. Cb’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− With avionic fan stopped an overheat condition may occur.
Pull Cb’s for equipment listed below (if installed) and in addi-
tion other equipment not essential for the flight.
− HF (E−14)
− ACARS PWR (N−18)
− ACARS BACK−UP (N−19)
− VHF COM 3 (L−12)
− TCAS (L−19)
− MFD (G−18)
− MPU L PWR (G−19)
− AREA NAV (N−17)
− DME 1 or 2 (E−17 or L−16)
if two installed.
− ADF 1 or 2 (E−18 or L−17)
Jun 01/16
code 00 A1−4

FAULT light on cabin pressurization panel

− It is difficult to control cabin pressurization in manual mode and there is a long delay between a comman-
ded change and cabin response. Make adjustments in small steps and wait for response.
− Automatic dump function after landing (wow) does not exist when operating in manual mode. Dump switch
works in both automatic and manual mode.
23/2 00
PAGE A1−5 exp
Jun 01/16
PROCEDURES
FAULT light on cabin

pressurization panel
On Ground
1. Call maintenance.
− A malfunction is indicated if the FAULT light remains illumin-
ated more than 3 seconds after power on or test.
NOTE
During first engine start, at battery start, the FAULT light may come
on for a short while due to low voltage. This shall not be interpreted
as a fault.
In Flight
1. Check CABIN PRESSURIZATION INDICATIONS.

INDICATIONS NORMAL:
2. Continue normal operation with close monitoring of Pres-
surization system.
INDICATIONS ABNORMAL:
2. MODE SELECTOR switch (cabin press) . MAN
− Set MANUAL CONTROL knob index at 2 o’clock position and
wait for response before adjusting further. Observe the long
delay in response.
− Modulate pressurization by making small adjustments.
− Rotating the control knob clockwise increases cabin altitude.
− Rotating the control knob counter−clockwise decreases cab-
in altitude.
Before Landing
WARNING
With cabin pressurization control in MAN, there is no automatic
dump function at landing.
3. MANUAL CONTROL knob . . . . . . . . . . . . . MODULATE
− Modulate diff. pressure to 0.
4. MANUAL CONTROL knob . . . . . . . . . . . . . FULLY CLOCK−
WISE
5. PRESS DUMP switch . . . . . . . . . . . . . . . . . ON
Jun 01/16
code 00 A1−5

RECIRC light on
− RECIRC light comes on when fan speed drops below 80%.
− If a recirc fan is running (on ground) more than approx.10 minutes (depending on OAT) a thermo switch
will turn off the fan for a considerable time until the temperature has decreased and the thermo switch au-
tomatically resets.
23/2 00
PAGE A1−6 exp
Jun 01/16
PROCEDURES
RECIRC light on
1. RECIRC switch . . . . . . . . . . . . . . . . . . . . . . . OFF

Jun 01/16
code 00 A1−6
ABNORMAL CHECKLIST
2. Electrical
23/2
PAGE A2−0
Jun 01/16

23/2 00
PAGE A2−1 exp
Jun 01/16
PROCEDURES
BAT light on
1. BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON

BAT LIGHT OFF:
BAT LIGHT ON:
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
− If both batteries are affected, pull Cb’s BAT CONTROL ON and
OVRD L (J−2 /J−1) and R (S−3 / S−2) and set both BAT swit-
ches to ON position.
− If both switches are in OFF position, emergency power to STBY
horizon and VHF COM 1 are lost.
− Equipment, powered from respective HOT BAT BUS, is affected
if the BAT voltage goes below 18V.
− For effect on equipment, see ELECTRICAL POWER DISTRIBU-
TION list.
Page A2−11
NOTE
Among others, the following systems are affected:
− L HP, Bleed and GEN shut off
− R HP, Bleed and GEN shut off
Jun 01/16
code 00 A2−1

BAT HOT light on

− BAT HOT indication may remain on for an extended time after the battery has been switched OFF.
23/2 00
PAGE A2−2 exp
Jun 01/16
PROCEDURES
BAT HOT light on
1. BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CAUTION
− If both batteries are affected, pull Cb’s BAT CONTROL ON and
OVRD L for (J2 / J1) and R (S3 / S2) and set both BAT switches
to ON position.
− If both BAT switches are in OFF position, emergency power to
STBY horizon and VHF COM1 are lost.
− Equipment, powered from respective HOT BAT BUS, is affected
if the BAT voltage goes below 18V.
− For effect on equipment, see ELECTRICAL POWER DISTRIBU-
TION list. Page A2−11
NOTE
− L HP, Bleed and GEN shut off
− R HP, Bleed and GEN shut off
Jun 01/16
code 00 A2−2

23/2 00
PAGE A2−3 exp
Jun 01/16
PROCEDURES
MAIN INV light on
1. MAIN INV 115V 26V switch . . . . . . . . . . . . OFF then ON

− Max two reset attempts.

WITHOUT ICE DETECTOR INSTALLED
Main INVERTER LIGHT OFF:

Main INVERTER LIGHT ON:
(WITHOUT MOD NO 1933).
2. MAIN INV 115V 26V switch . . . . . . . . . . . . OFF

− Ice detector, GPWS and Radar Stabilization is lost.
3. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
115V AC OR 26V AC FAULT
Flag on RMI and VOR failure indication on EHSI:

1. 26V switch . . . . . . . . . . . . . . . . . . . . . . . STBY INV
DFDR light on FLT RCDR panel and OVERHEAD PANEL
LIGHTING lost:
2. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
GEN OV TEMP light on
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE
If BUS TIE CONN light not on, see procedure DC GEN light on.
Page A2−4
Jun 01/16
code 00 A2−3

23/2 10
PAGE A2−3 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
MAIN INV light on

AN ICE DETECTOR MOD NO 1933 INSTALLED. 1. MAIN INV 115V 26V switch . . . . . . . . . . . . OFF then ON
− Max two reset attempts.
Main INVERTER LIGHT OFF:
Main INVERTER LIGHT ON:
3. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
115V AC OR 26V AC FAULT
Flag on RMI and VOR failure indication on EHSI:

1. 26V switch . . . . . . . . . . . . . . . . . . . . . . . STBY INV
DFDR light on FLT RCDR panel and OVERHEAD PANEL
LIGHTING lost:
2. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
GEN OV TEMP light on
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE
If BUS TIE CONN light not on, see procedure DC GEN light on.
Page A2−4
Jun 01/16
code 10 A2−3

DC GEN light on
− A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds.
Therefore, if it is suspected that the DC generator caution was triggered by a lightning strike, wait at least
15 seconds before the second reset attempt of the generator is performed (if the first was unsuccessful).
23/2 00
PAGE A2−4 exp
Jun 01/16
PROCEDURES

DC GEN light on
BUS TIE CONN FAULT
1. Check BUS TIE CONN light and Battery Voltage.

FI STOP INSTALLED (MOD NO 2558).
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
BELOW 20V:
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . OFF
3. BUS TIE switch . . . . . . . . . . . . . . . . . . . SPLIT
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
− If LH side affected, Emergency Extension of Landing Gear is
required.
− If RH side affected, pull FI STOP OVRD knob after touch
down.
− Consider all busses on affected side unpowered.
See ELECTRICAL DISTRIBUTION list.
Page A2−11
NOTE
Left busses Right busses
− Flap control − Flap indication
− Nose wheel steering − Landing gear downlock in-
− Cabin pressurization control dication
− Landing gear extension − Pitch trim synchronization
− Landing gear in transit light − FD and AP
− FD and AP
− L Windshield wiper
MAIN INV LIGHT OFF:
MAIN INV LIGHT ON:
5. 26V switch (standby inverter) . . . . . . . STBY INV
ABOVE 20V:
2. BUS TIE switch . . . . . . . . . . . . . . . . . . . Check in AUTO
3. RESET BUS TIE button . . . . . . . . . . . PRESS/
RELEASE
− L Cb panel position K−1.
(Cont’d)
Jun 01/16
code 00 A2−4

DC GEN light on
− A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds.
Therefore, if it is suspected that the DC generator caution was triggered by a lightning strike, wait at least
15 seconds before the second reset attempt of the generator is performed (if the first was unsuccessful).
23/2 10
PAGE A2−4 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
DC GEN light on
WITHOUT FI STOP INSTALLED (MOD NO 2558). BUS TIE CONN FAULT

1. Check BUS TIE CONN light and Battery Voltage.

BELOW 20V:
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . OFF
3. BUS TIE switch . . . . . . . . . . . . . . . . . . . SPLIT
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
− If LH side affected, Emergency Extension of Landing Gear is
required.
− Consider all busses on affected side unpowered.
See ELECTRICAL DISTRIBUTION list.
Page A2−11
NOTE
Left busses Right busses
− Flap control − Flap indication
− Nose wheel steering − Landing gear downlock in-
− Cabin pressurization control dication
− Landing gear extension − Pitch trim synchronization
− Landing gear in transit light − FD and AP
− FD and AP
− L Windshield wiper
Main INV LIGHT OFF:
Main INV LIGHT ON:
ABOVE 20V:
2. BUS TIE switch . . . . . . . . . . . . . . . . . . . Check in AUTO
RELEASE
− L Cb panel position K−1.
(Cont’d)
Jun 01/16
code 10 A2−4

23/2 00
PAGE A2−5 exp
Jun 01/16
PROCEDURES
(Cont’d)
BUS TIE CONN LIGHT ON:
4. Proceed with item 2 on this page, GEN switch, and try
to restore the Generator.
BUS TIE CONN LIGHT OFF:
NOTE
CONN position not allowed for dispatch.
4. BUS TIE switch . . . . . . . . . . . . . . . . . . . CONN
RELEASE
6. GEN switch . . . . . . . . . . . . . . . . . . OFF
− See CAUTION above.
Main INV LIGHT OFF:
Main INV LIGHT ON:
7. 26V switch (standby inverter) . . . STBY INV
2. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . RESET then ON
− Maximum two reset attempts.
GEN LIGHT ON:
3. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
GEN LIGHT OFF:
Jun 01/16
code 00 A2−5

DC VOLTAGE LOW
− There is no Master Warning or Master Caution for low generator voltage.
− The generator will not disconnect automatically and the BUS TIE will not function automatically.
− An indication of generator low voltage might be inconsistent indications of voltage sensitive systems like
APA, EFIS.
 Inconsistent APA indication is noticed as APA aural alert will come and go from time to time depending
on what other electrical powered consuming systems are operated, such as landing gear and com trans-
mission etc.
 Inconsistent EFIS indication is noticed as fluctuations and blinkings of the pictures. As different systems
have different sensitivity to voltage, functions displayed on EFIS may fail before EFIS itself.
23/2 00
PAGE A2−6 exp
Jun 01/16
PROCEDURES
DC VOLTAGE LOW
If GEN light ON, apply procedure DC GEN light on.
Page A2−4
INDICATION:
Generator voltage below 26 V.
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
Do not attempt to reset generator.
2. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK
3. RESET BUS TIE button
(L Cb panel position K−1) . . . . . . . . . . . . . . PRESS/
RELEASE
NOTE
4. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . CONN
5. RESET BUS TIE button . . . . . . . . . . . . . . . PRESS/
RELEASE
Main INV LIGHT OFF:
Main INV LIGHT ON:
Jun 01/16
code 00 A2−6

23/2 00
PAGE A2−7 exp
Jun 01/16
PROCEDURES
EMER PWR light on
CAUTION
EMER BUS and EMER AVIONIC BUS are lost. For affect on equip-
ment, see ELECTRICAL POWER DISTRIBUTION list.
Page A2−11
NOTE
− VHF COM 1
1. Check L GEN Voltage.
Voltage NORMAL (above 26 V):
2. EMER BUS and EMER AVIONIC BUS are lost.
Voltage LOW (below 26 V):
2. L GEN switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
Do not attempt to reset generator.
3. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK
RELEASE
− L Cb panel position K1.
NOTE
5. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . CONN
RELEASE
(Cont’d)
Jun 01/16
code 00 A2−7

23/2 00
PAGE A2−8 exp
Jun 01/16
PROCEDURES
EMER PWR light on
(Cont’d)
Main INV LIGHT OFF:
Main INV LIGHT ON:
Jun 01/16
code 00 A2−8

23/2 00
PAGE A2−9 exp
Jun 01/16
PROCEDURES

MAIN BUS light on
1. MAIN and AVIONIC BUS on affected side are lost. For effect
on equipment, see ELECTRICAL POWER DISTRIBUTION
FI STOP INSTALLED (MOD NO 2558).
list.
Page A2−11
LEFT MAIN BUS FAULT:

2. Set the 26V switch to STBY INV.
NOTE
Among others, following systems are affected:
− Anti−skid inboard
− Propeller synchrophazer
− Hydraulic pump AUTO
− Main Inverter
RIGHT MAIN BUS FAULT:
2. Check the 26V switch to be in MAIN INV.
NOTE
− R Windshield wiper
− Anti−skid outboard
− Standby Inverter
− FI STOP
3. Be prepared to pull FI STOP OVRD knob after touch down.
Jun 01/16
code 00 A2−9

23/2 10
PAGE A2−9 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
WITHOUT FI STOP INSTALLED (MOD NO 2558).

MAIN BUS light on
1. MAIN and AVIONIC BUS on affected side are lost. For effect
on equipment, see ELECTRICAL POWER DISTRIBUTION
list.
Page A2−11
LEFT MAIN BUS FAULT:

2. Set the 26V switch to STBY INV.
NOTE
− Anti−skid inboard
− Propeller synchrophazer
− Hydraulic pump AUTO
− Main Inverter
RIGHT MAIN BUS FAULT:
2. Check the 26V switch to be in MAIN INV.
NOTE
− R Windshield wiper
− Anti−skid outboard
− Standby Inverter
Jun 01/16
code 10 A2−9

23/2 00
PAGE A2−10 exp
Jun 01/16
PROCEDURES
ESS BUS light on
1. ESS BUS on affected side is lost (with L ESS BUS faulty also
ESS AVIONIC BUS is lost). For effect on equipment list, see
ELECTRICAL POWER DISTRIBUTION list.
Page A2−11
NOTE
− Landing gear in transit
− Landing gear downlock indication
Jun 01/16
code 00 A2−10

23/2 00
PAGE A2−11 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
Electrical power distribution list

DC POWER
NOTE
Systems normally used for a safe landing affected by a bus fault, are
highlighted in bold text.

− Cargo fire extinguisher. − R fire handle: HP, Bleed
− L Fire handle: HP, Bleed and Gen shut off.
and Gen shut off. − Refueling/defueling power.
− Dome, entrance and cargo − Clock
lights.
− Additional cargo extinguish-
− L battery voltage indication. er (if installed).
− AHRS 1 backup power. − R battery voltage indication.
− AHRS 2 backup power.
− ACARS backup power
(if installed).
L BAT BUS R BAT BUS

− Emergency battery charg- − Fuel used indication
ing (JET PACK). (if installed).
− Cabin pressurization − Outflow valve auto dump
control. on ground.
− Cabin pressure emergency − R pilot audio.
dumping. − Lavatory and cargo smoke
− L pilot audio. detection.
− P/A amplifier and handsets. − Flap indication.
− Avionic compartment − Stby trim indicator backup
smoke detection. power.
− Flap control. − Stby pitch and stby roll trim
− Stby trim indicator main backup power.
power. − Main trim indicator.
− Stby pitch and stby roll trim − Main roll and main pitch
main power. trim.
Jun 01/16
code 00 A2−11

23/2 10
PAGE A2−11 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
Electrical power distribution list
DC POWER
NOTE
Systems normally used for a safe landing affected by a bus fault, are
highlighted in bold text.

− L Fire handle: HP, Bleed − R fire handle: HP, Bleed
and Gen shut off. and Gen shut off.
− Entrance and cargo lights. − Refueling/defueling power.
− L battery voltage indication. − Clock
− AHRS 1 backup power. − R battery voltage indication.
− AHRS 2 backup power.
− ACARS backup power
(if installed).
L BAT BUS R BAT BUS

− Emergency battery charg- − Fuel used indication
ing (JET PACK). (if installed).
− Cabin pressurization − Outflow valve auto dump
control. on ground.
− Cabin pressure emergency − R pilot audio.
dumping. − Cargo smoke detection.
− L pilot audio. − Flap indication.
− Avionic compartment − Stby trim indicator backup
smoke detection. power.
− Flap control. − Stby pitch and stby roll trim
− Stby trim indicator main backup power.
power. − Main trim indicator.
− Stby pitch and stby roll trim − Main roll and main pitch
main power. trim.
− L stby fuel pump, power − Pitch trim synchroniza-
and control. tion.
− L main fuel pressure control − Rudder limiter override.
and indication.
Jun 01/16
code 10 A2−11

23/2 00
PAGE A2−12 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
L BAT BUS R BAT BUS

− L stby fuel pump, power − Pitch trim synchroniza-
and control. tion.
− L main fuel pressure control − Rudder limiter override.

and indication. − R stby fuel pump, power

− L fuel shutoff valve. and control.
− L windshield wiper. − R main fuel pressure con-
− Cockpit voice recorder. trol and indication.
− Landing gear extension − R fuel shutoff valve.
and retraction. − R landing gear emer-
− L landing gear emergency extension.
gency extension. − Landing gear relays.
− Nose wheel steering. − Navigation lights, one bulb
− Taxi light. each position.
− Rotating/flashing beacons. − Map lighting.
− Pilot reading lights. − Flood lighting, right.
− Flood lighting, left and − Cabin signs.
center. − R engine autoignition.
− L engine torque. − R engine oil temp and
− L engine oil temp and press press. indication.
indication. − R engine fuel flow.
− L engine CTOT. − R engine intake anti−ice
− L and R engine anti−ice control.
control lights. − R prop, oil temp and press.
− L engine intake anti−ice indication.
control. − Propeller brake.
− L prop oil temp and press − R propeller de−ice control.
indication. − L bleed valve control.
− L propeller de−ice control. − R stall warning (channel 2).
− R bleed valve control. − Stick pusher servo.
− L stall warning (channel 1). − Windshield heat, R front
− Cabin overhead lighting. and side control.
Jun 01/16
code 00 A2−12

23/2 10
PAGE A2−12 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
L BAT BUS R BAT BUS

− L fuel shutoff valve. − R stby fuel pump, power
− L windshield wiper. and control.
− R main fuel pressure con-
− Cockpit voice recorder.

trol and indication.

− Landing gear extension
and retraction. − R fuel shutoff valve.
− L landing gear emer- − R landing gear emer-
gency extension. gency extension.
− Nose wheel steering. − Landing gear relays.
− Taxi light. − Navigation lights, one bulb
each position.
− Rotating/flashing beacons.
− Map lighting.
− Pilot reading lights.
− Flood lighting, right.
− Flood lighting, left and
center. − R engine autoignition.
− L engine torque. − R engine oil temp and
press. indication.
− L engine oil temp and press
indication. − R engine fuel flow.
− L engine CTOT. − R engine intake a/i control.
− L and R engine anti−ice − R prop, oil temp and press.
control lights. indication.
− L engine intake anti−ice − Propeller brake.
control. − R propeller de−ice control.
− L prop oil temp and press − L bleed valve control.
indication. − R stall warning (channel 2).
− L propeller de−ice control. − Stick pusher servo.
− R bleed valve control. − Windshield heat, R front
− L stall warning (channel 1). and side control.
− Windshield heat, L front − Wing and stab de−ice man.
and side control. and control ind.
− Bus tie relay AUTO func- − Wing and stab de−ice air
tion. supply control.
− FI STOP (with SB 76−032).
− TAWS audio (if installed).
− Sw ice ind (if installed).
Jun 01/16
code 10 A2−12

23/2 00
PAGE A2−13 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
L BAT BUS R BAT BUS

− Windshield heat, L front − Wing and stab de−ice man.
and side control. and control ind.
− Bus tie relay AUTO func- − Wing and stab de−ice air
tion. supply control.

− FI STOP (with SB 76−032).
− TAWS audio (if installed).
− Sw ice ind (if installed).
L ESS BUS R ESS BUS

− Cabin temperature indica- − OAT probe heating control.
tion (a/c 139 and up). − Cabin pressurization indica-
− Rudder gust lock. tion.
− Fuel interconnect valve. − L and R battery and fuel
− L fuel quantity. temp indication.
− Hydraulic pump OVRD. − Emergency lights, battery
charging.
light. − Emergency lights manual
control.
− Brake pressure indicator,
emergency and outboard. − Fuel crossfeed valve.
− L propeller speed (Np). − R fuel quantity.
− L BETA indication. − Hydraulic quantity indica-
tion
− L autocoarsen system.
− Autocoarsen computer.
main and inboard.
− Propeller overspeed test.
− R altimeter vibrator and R
− Warning annunciator sys- overspeed warning.
tem, channel 1.
− Stby pitot heat.
− Warning system test and
− Landing gear downlock
bright/dim function.
indication.
− GWPS/TAWS indicators
− R propeller speed (Np).
and flap override.
− R BETA indication.
− L Essential bus voltage in-
dication. − R autocoarsen system.
− Propeller brake
(A/C 003−78).
− Warning annunciator sys-
tem channel 2.
− R Essential bus voltage in-
dication.
(Cont’d)
Jun 01/16
code 00 A2−13

23/2 10
PAGE A2−13 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
L ESS BUS R ESS BUS

− Cabin temperature indica- − OAT probe heating control.
tion (a/c 139 and up). − Cabin pressurization indica-
− Rudder gust lock. tion.
− Fuel interconnect valve. − L and R battery and fuel

− L fuel quantity. temp indication.
− Hydraulic pump OVRD. − Emergency lights, battery
charging.
light. − Emergency lights manual
control.
emergency and outboard. − Fuel crossfeed valve.
− L propeller speed (Np). − R fuel quantity.
− L BETA indication. − Hydraulic quantity indica-
tion.
− L autocoarsen system.
− Autocoarsen computer.
main and inboard.
− Propeller overspeed test.
− R altimeter vibrator and R
− Warning annunciator sys- overspeed warning.
tem, channel 1.
− Stby pitot heat.
− Warning system test and
− Landing gear downlock
bright/dim function.
indication.
− GWPS/TAWS indicators
− R propeller speed (Np).
and flap override.
− R BETA indication.
− L Essential bus voltage in-
dication. − R autocoarsen system.
− Propeller brake
(A/C 003−78).
− Warning annunciator sys-
tem channel 2.
− R Essential bus voltage in-
dication.
Jun 01/16
code 10 A2−13

23/2 00
PAGE A2−14 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
L ESS BUS R ESS BUS

(Cont’d)
− WITHOUT CARGO CONFIGURATION. − Lavatory flush and light.
− Boarding music (if installed
A/C 139−UP with genera-
tion II interior).

− Wing and stab de−ice − R galley control ( if in-
CONT mode. stalled).
− Flight deck temperature − Cabin window lighting.
control. − Cabin temperature control.
− Recirculation fan overheat − R battery ventilation.
detection.
− R engine anti−ice air valve
− Avionic rack fan control. (fails open).
− Avionic rack fan power. − R Windshield wiper.
− L battery ventilation. − Anti−skid outboard.
− Hydraulic pump AUTO. − R landing light.
− L engine anti−ice air valve − Strobe lights.
(fails open).
− Wing inspection lights.
− Anti−skid inboard.
− Fuel used indicator, A/C
− L landing light. 003−78 (if installed).
− Navigation lights, one bulb − Standby Inverter 26 V.
each position.
− ACARS if installed.
− Cabin window lighting.
− R HP manual control
− Propeller synchrophaz- (fails closed).
ing.
− R HP auto control.
− L HP manual control
− R bleed air leak detection
(fails closed).
and indication.
− L HP auto control.
− X−valve control
− L bleed air leak detection (fails closed).
and indication.
− R MAIN BUS voltage indic-
− Main inverter 115 V 26 V. ation.
− L MAIN BUS voltage indic- − VHF COM 3 (if installed).
ation.
− Entrance and cargo light-
ing.
Jun 01/16
code 00 A2−14

23/2 10
PAGE A2−14 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

− Wing and stab de−ice − Cabin temperature control.
CONT mode. − R battery ventilation.
− Flight deck temperature − R engine anti−ice air valve
control. (fails open).
− Recirculation fan overheat − R Windshield wiper.

detection.
− Anti−skid outboard.
− Avionic rack fan control.
− R landing light.
− Avionic rack fan power.
− Strobe lights.
− L battery ventilation.
− Wing inspection lights.
− Hydraulic pump AUTO.
− Fuel used indicator, A/C
− L engine anti−ice air valve 003−78 (if installed).
(fails open).
− R HP manual control
− Anti−skid inboard. (fails closed).
− L landing light. − R HP auto control.
− Navigation lights, one bulb − Standby Inverter 26 V.
each position.
− R bleed air leak detection
− L HP manual control and indication.
(fails closed).
− X−valve control
− L HP auto control. (fails closed).
− Propeller synchrophaz- − R MAIN BUS voltage indic-
ing. ation.
− L bleed air leak detection − ACARS if installed.
and indication.
− VHF COM 3 (if installed).
− Main inverter 115 V 26 V.
− L MAIN BUS voltage indic-
ation.
− Entrance and cargo light-
ing.

− Instrument lighting left, − Instrument lighting right.
center and center pedestal. − Logo lights (if installed).
Jun 01/16
code 10 A2−14

23/2 00
PAGE A2−15 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

− Instrument lighting left, − Instrument lighting right.
− WITHOUT CARGO CONFIGURATION. center and center pedestal. − Logo lights (if installed).
− Cabin signs (A/C 003−78).

− Autopilot controls and ser- − Autopilot controls and ser-
vos. vos.
− MFD and MPU (if installed). − Cabin attendant call but-
− ADF 1. tons, generation I interior.
− DME 1. − FDAU (without mod 2964).
− ATC transponder 1 − ADF 2 (if installed).
(depending on national reg- − VOR/ILS 2.
ulations). − ATC transponder 2
− Radio altimeter (GPWS/ (if installed).
TAWS is lost). − Weather Radar power.
− AHRS 1 main power. − DME 2 (if installed).
− L AVION BUS voltage in- − AHRS 2 main power.
dication.
− R AVION BUS voltage in-
− FDAU (with mod. 2964). dication.
− TAWS power (if installed). − RNAV (if installed).
− Boarding music (if installed,
A/C with gen. I interior and
A/C 003−138 with gen. II in-
terior).
− WXR/TAWS relay (if inst.).

− ADC/Altimeter.
− VSI or VNI and altitude
preselector.
− EFIS 1.
Jun 01/16
code 00 A2−15

23/2 10
PAGE A2−15 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

− Autopilot controls and ser- − Autopilot controls and ser-
vos. vos.
− MFD and MPU (if installed). − FDAU (without mod 2964).

− ADF 1. − ADF 2 (if installed).
− DME 1. − VOR/ILS 2.
− ATC transponder 1 − ATC transponder 2
(depending on national reg- (if installed).
ulations). − Weather Radar power.
− Radio altimeter (GPWS/ − DME 2 (if installed).
TAWS is lost).
− AHRS 2 main power.
− AHRS 1 main power.
− R AVION BUS voltage in-
− L AVION BUS voltage indication.
dication.
− RNAV (if installed).
− FDAU (with mod. 2964).
− TAWS power (if installed).
− WXR/TAWS relay (if inst.).

− ADC/Altimeter.
− VSI or VNI and altitude
preselector.
− EFIS 1.

− VOR/ILS/Marker 1 and − Pilot footwarmer (if in-
VOR/ILS indicator. stalled).
− ATC Transponder 1
(depending on national reg-
ulations.)
Jun 01/16
code 10 A2−15

23/2 00
PAGE A2−16 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

− VOR/ILS/Marker 1 and − Passenger reading lights.
VOR/ILS indicator. − Lavatory water heater
(if installed).
− ATC Transponder 1
(depending on national reg- − Galley fan light and liquid
ulations.) heater.
− Pilot footwarmer (if in-
stalled).
− Active Noise Control
(if installed).
− Cabin attendant call but-
tons, generation II interior.

− Audio system backup − VHF COM 1.
power. − Stby horizon.
− Bus tie relay CONN func-
tion.
− L and R engine fire detec-
tion.
− L and R tailpipe hot detec-
tion.
− Warning system backup
power.
− Emergency voltage indica-
tion.
− 28 to 5 VDC converter for
instrument emergency light-
ing.
L GEN BUS R GEN BUS

− Cabin recirc fan. − Cockpit recirc fan.
− Hydraulic pump pwr. − NAV 2 compass reference.
AC POWER
− AHRS 1 compass refer- − AHRS 2 compass refer-
ence. ence.
Jun 01/16
code 00 A2−16

23/2 10
PAGE A2−16 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

− Audio system backup − VHF COM 1.
power. − Stby horizon.
− Bus tie relay CONN func-
tion.
− L and R engine fire detec-

tion.
− L and R tailpipe hot detec-
tion.
− Warning system backup
power.
− Emergency voltage indica-
tion.
− 28 to 5 VDC converter for
instrument emergency light-
ing.
L GEN BUS R GEN BUS

− Hydraulic pump pwr. − Cockpit recirc fan.
− NAV 2 compass reference.
AC POWER
− AHRS 1 compass refer- − AHRS 2 compass refer-
ence. ence.

− Flight recorder power − Flight recorder power (with
(without mod.2964 in- mod. 2964 installed).
stalled). − Weather radar stabilization.
− GPWS power.
Jun 01/16
code 10 A2−16

23/2 00
PAGE A2−17 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

− Flight recorder power − Flight recorder power (with
(without mod.2964 in- mod. 2964 installed).
stalled).
− Weather radar stabilization.
− GPWS power.

− Windshield heat left front − Windshield heat right front
and side. and side.
− L angle of attack probe − R angle of attack probe
heat. heat.
− Galley hot jugs heating. − OAT probe heat.

Jun 01/16
code 00 A2−17

23/2 10
PAGE A2−17 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

− Windshield heat left front − Windshield heat right front
and side. and side.

− L angle of attack probe − R angle of attack probe
heat. heat.
− OAT probe heat.

Jun 01/16
code 10 A2−17
ABNORMAL CHECKLIST
23/2
PAGE A3−0
Jun 01/16

23/2 00
PAGE A3−1 exp
Jun 01/16
PROCEDURES
STALL FAIL light on
1. Cb (affected side) . . . . . . . . . . . . . . . . . . . . . PULL

− L STALL FAIL − Cb E−7 (STALL WARN CHAN 1).
− R STALL FAIL − Cb L−6 (STALL WARN CHAN 2).
CAUTION
Pusher system is inoperative.
PUSHER SYSTEM light on
NOTE
At the end of a normal pusher operation cycle the PUSHER SYS-
TEM Light on CWP may come on for a few seconds.
1. PUSHER DISARM button . . . . . . . . . . . . . . PRESS
2. Cb (L−4 STICK PUSHER) . . . . . . . . . . . . . PULL
CAUTION
PUSHER SYSTEM IS INOPERATIVE.
Jun 01/16
code 00 A3−1

PITCH TRIM light on

− The speed limit 180 KIAS is caused by structural strength reasons.
− With a pulling force in the control wheels, flap extension will decrease the force.
− With a pushing force in the control wheels, flap extension will increase the force.
− Consider a flaps 0 landing.
23/2 00
PAGE A3−2 exp
Jun 01/16
PROCEDURES
PITCH TRIM light on
1. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
2. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
− Hold flight controls firmly before disconnecting A/P.
− Expect increased control forces.
3. MAIN and STBY PITCH TRIM . . . . . . . . . . TRY TO
SYNCHRONIZE
MANUALLY
NOT POSSIBLE to synchronize MAIN and STBY trim:
4. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . BELOW
180 KIAS
5. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . DO NOT
RE−ENGAGE
− Considering acceptable control forces, try to keep trim
split to a minimum.
− Control forces will decrease with decreasing speed.
− Flap extension will increase or decrease control forces.
− Consider Flaps 0 for landing.
POSSIBLE to synchronize MAIN and STBY trim:
4. PITCH RESET button . . . . . . . . . . . . . . . . . PRESS
Trim sync. function RESTORED:
5. Resume normal operation.
Trim sync. function NOT RESTORED:
5. Keep MAIN and STBY trim synchronized manually.
− Max trim split above 180 KIAS never to exceed 1 unit.
Jun 01/16
code 00 A3−2

23/2 00
PAGE A3−3 exp
Jun 01/16
PROCEDURES
FLAP FAULT or FLAPS light on

NOT APPLICABLE TO AIRCRAFT ON CANADIAN
Flaps SPLIT:
* 1. The split may be reduced by reselecting previous flap
setting.
2. Increase VREF by Malfunction increment and ice incre-
ment i.a. Use speed for flap with the lowest flap angle.
− Consider increased landing distance as below.
3. GPWS FLAP/TAWS FLAP switch . . . AS REQUIRED
− Override for flap angles of less than 20.
Flaps do NOT EXTEND to selected setting:
REGISTER.
1. MAINTAIN PRESENT FLAP SETTING

2. Increase VREF by Malfunction increment and ice increment
i.a.
− Consider increased landing distance.
Landing ICE ICE INCR Mi Mi / Wi LDF

Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No − +20 / +25 +Wi 1.35 / 1.45
Yes +10 +20 / +25 +Wi 1.45 / 1.60
7 No − +10 / +15 +Wi 1.15 / 1.30
Yes +10 +10 / +15 +Wi 1.30 / 1.45
15 No − +5 / +10 +Wi − / 1.15
Yes +10 +5 / +10 +Wi 1.30 / 1.40
3. GPWS FLAP/TAWS FLAP switch . . . . . . . OVRD
Jun 01/16
code 00 A3−3

RUDDER LIMIT light on

− The speed limits 150 and 180 KIAS are caused by structural strength reasons.
23/2 00
PAGE A3−4 exp
Jun 01/16
PROCEDURES
LIGHT ON ABOVE 220 KIAS:

1. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . 210 KIAS
LIGHT OFF:
2. Resume normal speed.
NOTE
Light on indicates airspeed disagreement in the monitor-
ing circuit, however, the limiter mechanism functions are
correct.
LIGHT ON BELOW 220 KIAS:
2. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
LIGHT OFF:
3. Proceed within speed limit where light is off.
LIGHT ON:
NOTE
In icing conditions or if ice is observed on any part of the air-
craft, consider flap extension before reducing speed.
3. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . 140 KIAS
4. RUD LIM Switch . . . . . . . . . . . . . . . . . . . . . . OVRD
LIGHT OFF:
NOTE
Light off at this speed indicates correct override function i.e. full
rudder authority available for remaining flight.
5. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . MAX 180 KIAS
− Avoid large rudder deflections at airspeed above
150 KIAS.
− Disregard RUD LIM Light at airspeed above 140 KIAS.
NOTE
Light on indicates correct warning function only.
(Cont’d)
Jun 01/16
code 00 A3−4

23/2 00
PAGE A3−5 exp
Jun 01/16
PROCEDURES
(Cont’d)
LIGHT ON:
5. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 180 KIAS
− Avoid large rudder deflections at speed above 150 KIAS.
− Consider possible reduction in available rudder control.
− Be prepared to use asymmetric power and ailerons for con-
trol.
− If possible, select a runway with crosswind component less
than 10 kts for landing.
AIRCRAFT ON GROUND
NOTE
This procedure is to be used on ground, during system start−up
only. It is not intended to be used in flight.
1. Pull and reset c/b G−5 once.
2. Release the Gust Lock and verify that full rudder travel is
available.
3. If the RUDDER LIMIT light illuminates again, refer to the MEL
prior to dispatch.
Jun 01/16
code 00 A3−5
ABNORMAL CHECKLIST
4. Fuel System
23/2
PAGE A4−0
Jun 01/16

23/2 00
PAGE A4−1 exp
Jun 01/16
PROCEDURES
FUEL MAIN PUMP light on
1. FUEL STBY PUMP switch (affected side) OVRD

2. FUEL STBY PRESS light (affected side) . CHECK ON
STBY PRESS LIGHT ON:
STBY PRESS LIGHT OFF:
3. Opposite FUEL STBY PUMP switch . . . . . OVRD
4. X FEED switch . . . . . . . . . . . . . . . . . . . . . . . ON
5. Restart Engine, if applicable. Apply the Page A8−6
ENGINE RESTART IN FLIGHT proced-
ure.
6. Use CONN VALVE switch to equalize fuel, when needed.
− Max permissible fuel unbalance 200 lb/90 kg.
FUEL LOW TEMP light on
During Engine Start with fuel temperatures near 0C (32F) or below
it is normal that the FUEL LOW TEMP comes on. The light should
go out as the PGB oil warms up.
Should the fuel heater fail and the fuel temperature drop to 0C
(32F) the FUEL LOW TEMP light will illuminate.
If FUEL FILTER light comes on, see procedure Page A4−1
FUEL FILTER light on.
FUEL FILTER light on
1. Engine instruments . . . . . . . . . . . . . . . . . . . CHECK

Engine parameters NORMAL:
2. Continue normal operation with close monitoring of en-
gine parameters.
Engine parameters ABNORMAL:
2. Reduce power to 20−30% and consider to Page A8−5
shut down engine. Apply ENGINE SHUT
DOWN procedure.
Jun 01/16
code 00 A4−1

23/2 00
PAGE A4−2 exp
Jun 01/16
PROCEDURES
FUEL LOW LEVEL light on
NOTE
Fuel remaining is 300 lb 70lb / 135 kg 30 kg.
and/or
Low fuel condition
1. Consider re−planning flight and use long range cruise.

2. L and R STBY PUMP switches . . . . . . . . . OVRD
− Check both STBY PRESS lights to come on.
3. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL UNBALANCE
CAUTION
Fuel unbalance may indicate a fuel leak. Always consider the pos-
sibility of a fuel leak prior to balancing fuel.
1. STBY PUMP (feeding side) . . . . . . . . . . . . OVRD
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Monitor fuel transfer and balance fuel as required.
When fuel is balanced:
4. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. STBY PUMP (feeding side) . . . . . . . . . . . . AUTO
6. Note left and right fuel quantities.
− Repeated fuel unbalances may indicate a fuel leak.
Jun 01/16
code 00 A4−2

FUEL LEAK
− A faulty fuel quantity gague may be indicated by the gague showing zero (or less than 300 lb/135 kg)
without the fuel low level caution light (CWP) being illuminated.
23/2 00
PAGE A4−3 exp
Jun 01/16
PROCEDURES
FUEL LEAK
1. Consider landing at nearest suitable airport.

2. Note left and right fuel quantities. A fuel leak may be con-
firmed by:
− Repeated fuel unbalances.
− Observed overboard drainage of fuel. Consider observation
from cabin crew.
FUEL LEAK:
3. Apply ENGINE SHUT DOWN pro- Page A8−5
cedure to shut down the engine on
the side of the fuel leak.
4. Monitor left and right fuel quantities.
Fuel still leaking:
5. Landing is possible with excessive fuel unbalance. If
fuel unbalance exceeds 200 lb (90 kg), increase VREF
by 5 knots in addition to the 10 knots OEI increment.
6. Apply OEI OPERATION checklist. Page A8−10
No fuel leak:
CAUTION
Do not use XFEED to balance fuel since this may start the fuel
leak again.
5. CONN VALVE . . . . . . . . . . . . . . . . . . . . OPEN
− Balance fuel as needed. All remaining fuel can be used for
the running engine.
6. Apply OEI OPERATION checklist. Page A8−10
NO FUEL LEAK:
3. Resume normal fuel management.
Jun 01/16
code 00 A4−3
ABNORMAL CHECKLIST
5. Hydraulic System
23/2
PAGE A5−0
Jun 01/16

HYDR light on
− The light will come on if low hydraulic pressure in the appropriate hydraulic accumulators (depending on
the modstatus) or high fluid temp in the main reservoir.
− Maximum speed for gear normal and emergency extension is 200 KIAS.
− With HYD QTY NORMAL and NO INCREASE in MAIN Pressure when in OVRD indicates a faulty Electri-
cal pump, this will require Manual Extension of the Gear with the Handpump. This is reflected under HYD
FLUID LOSS checklist.
23/2 00
PAGE A5−1 exp
Jun 01/16
PROCEDURES
MAIN ACCUMULATOR LOW PRESSURE WARNING

HYDR light on

THE CHECK VALVE REMOVED (MOD NO 1463)
*1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OFF

*2. Check HYDRAULIC INDICATORS.
EMER and MAIN pressure are both LOW:
CAUTION
LEAVE FLAPS IN PRESENT POSITION.
SPEED BELOW 200 KIAS:
* 3. LANDING GEAR handle . . . . . . . . . . . DOWN
* 4. EMERG LDG handle . . . . . . . . . . . . . . PULL
5. LAND at nearest suitable airport.
(MOD NO 1783).
6. Apply HYDRAULIC FLUID LOSS Page A5−5

procedure for Flaps considerations
and Brake operation.
7. If Landing Gear not down and locked. Page E7−2
Apply EMERGENCY LANDING pro-
cedure.
EMER pressure LOW and MAIN pressure NORMAL:
procedure for Landing Gear, Flaps
− Follow procedure as for HYD MAIN PRESS LOW.
EMER press NORMAL and MAIN pressure LOW:
HYD QTY DECREASING OR BELOW RED radial line:
3. Apply HYDRAULIC FLUID LOSS
Page A5−5
HYD QTY NORMAL:
3. HYDR PUMP switch . . . . . . . . . . . . . . OVRD then OFF
− Place the switch momentarily into OVRD position and
check for increase in MAIN pressure.
(Cont’d)
Jun 01/16
code 00 A5−1

HYDR light on
23/2 10
PAGE A5−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
WITHOUT MAIN ACCUMULATOR LOW PRESSURE

HYDR light on

*2. Check HYDRAULIC INDICATOR.

EMER and MAIN pressure are both LOW:
CAUTION
Leave flaps in actual position.
SPEED BELOW 200 KIAS:

cedure.
BEFORE LANDING
3. HYDR PUMP switch . . . . . . . . . . . . . . OVRD

EMER pressure LOW and MAIN pressure NORMAL:
EMER and MAIN pressure are both NORMAL:
− This indicates high temperature in the main reservoir.
3. Switch between OVRD and OFF as required to maintain
pressure when required for Landing Gear, Flaps and Brake
operation.
Jun 01/16
code 10 A5−1

HYDR light on
23/2 20
PAGE A5−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH HYDR light on

WITHOUT THE CHECK VALVE REMOVED

EMER pressure LOW:
CAUTION
Do not operate flaps before extending landing gear speed be-
low 200 KIAS.
(MOD NO 1783).
(MOD NO 1463)

cedure.
BEFORE LANDING

MAIN pressure LOW:
3. Apply HYDRAULIC MAIN PRES- Page A5−4
SURE LOW procedure for Landing
Gear, Flaps and Brake operation.
operation.
Jun 01/16
code 20 A5−1

HYDR light on
23/2 30
PAGE A5−1 exp
Jun 01/16
ABNORMAL

HYDR light on



EMER pressure LOW:
CAUTION
Do not operate flaps before extending landing gear speed be-
low 200 KIAS.

(MOD NO 1463)

procedure for Brake operation.
BEFORE LANDING

EMER pressure NORAMAL:
Jun 01/16
code 30 A5−1

23/2 00
PAGE A5−2 exp
Jun 01/16
PROCEDURES

HYDR light on

Cont’d
NO INCREASE in MAIN pressure when in OVRD:
INCREASE in MAIN pressure when in OVRD:
pressure when operating hydraulic systems.
(MOD NO 1783).
operation.
BEFORE LANDING
4. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OVRD

Jun 01/16
code 00 A5−2

23/2 10
PAGE A5−2 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

Jun 01/16
code 10 A5−2

23/2 20
PAGE A5−2 exp
Jun 01/16
ABNORMAL

(MOD NO 1783).
(MOD NO 1463)
Jun 01/16
code 20 A5−2

23/2 30
PAGE A5−2 exp
Jun 01/16
ABNORMAL



(MOD NO 1463)
Jun 01/16
code 30 A5−2

23/2 00
PAGE A5−3 exp
Jun 01/16
PROCEDURES
WITHOUT PROPELLER BRAKE INSTALLED.

Jun 01/16
code 00 A5−3

HYDR light on prop brake engaged
− Never release the prop brake (switch to OFF) before it has been assured that the area is clear, or wait until
the engine has spooled down to below 10% Ng to prevent propeller rotation. It takes a while for the Ng to
reach 10%
23/2 10
PAGE A5−3 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
HYDR light on prop brake engaged

EMER and/or MAIN pressure LOW

2. HYDR PUMP switch . . . . . . . . . . . . . . OFF

EMER and/or MAIN pressure NORMAL
High Hydraulic Oil Temp
2. R PROP BRK switch . . . . . . . . . . . . . . . . . . OFF
NOTE
Ensure flaps area to be clear before extending flaps.
3. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATE
− To cool down the hydraulic oil, it is recommended to operate
the flaps full down and up 5 to 7 times.
NOTE
Set the HYD PUMP switch momentarily into AUTO position now
and then to increase hydraulic pressure while operating the flaps.
Jun 01/16
code 10 A5−3

23/2 00
PAGE A5−4 exp
Jun 01/16
PROCEDURES

Jun 01/16
code 00 A5−4

23/2 10
PAGE A5−4 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH HYDRAULIC MAIN PRESSURE LOW

HYD QTY NORMAL:
2. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OVRD then OFF
− Place the switch momentarily into OVRD position and check
(MOD NO 1783).
for increase in MAIN pressure.

NO INCREASE in MAIN pressure when in OVRD:
INCREASE in MAIN pressure when in OVRD:
pressure when operating hydraulic systems.
BEFORE LANDING
4. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OVRD

Jun 01/16
code 10 A5−4

HYDRAULIC FLUID LOSS

− A large number of hand pump strokes are required for flap and landing gear operation.
− Stroke resistance characteristics vary from very light to rather heavy.
− Position of handpump selector is important. Small adjustments to these positions might be necessary to
achieve enough pressure.
− A large number of hand pump strokes and continuous pumping is required to achieve and maintain enough
brake pressure.
− Normal action with a faulty hydraulic pump is to tow the aircraft on ground. It is a challenging task to taxi on
ground with just the handpump as pressure source.
− Direct entry into this procedure is when Hydraulic Quantity is low. The majority of Hydraulic fault related
procedures refers to this procedure for Landing Gear, Flaps and Brake operation.
− Even though emergency extension does not require the Landing Gear handle to be selected down it shall
be selected down for the obvious reason of agreeing with the Landing Gear position. It is also required for
anti−skid function.
− Maximum speed for gear normal or emergency extension is 200 KIAS.
23/2 00
PAGE A5−5 exp
Jun 01/16
PROCEDURES


THE CHECK VALVE REMOVED (MOD NO 1463).
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OFF

NOTE
A large number of hand pump strokes with gradual increase in res-
istance is required to obtain desired pressure.
Landing gear extension

EITHER HYD QTY OR HYD MAIN pressure LOW:
3. LANDING GEAR HANDLE . . . . . . . . . DOWN
4. HAND PUMP SELECTOR . . . . . . . . . FLAPS LDG
REGISTER.
GEAR
− Operate hand pump until the Landing Gear is down and
locked.
HAND PUMP extension successful:
5. BRAKE PRESSURE . . . . . . . . . . CHECK
− Check Brake Pressure and continue with Flap Operation.
BOTH HYD QTY AND HYD MAIN pressure LOW
OR HAND PUMP extension NOT successful:
3. EMERG LDG handle . . . . . . . . . . . . . . . . . . PULL
4. LANDING GEAR HANDLE . . . . . . . . . . . . . DOWN
5. BRAKE PRESSURE . . . . . . . . . . . . . . . . . . CHECK
− If Emergency Extension NOT success- Page E7−2
ful: Proceed with EMERGENCY LAND-
ING CHECKLIST.
Flap operation
NOTE
If HYD MAIN Press was NORMAL before Landing Gear extension,
follow procedure below for EITHER HYD QTY or HYD MAIN pres-
sure LOW.
6. FLAP HANDLE . . . . . . . . . . . . . . . . . . . SET TO
DESIRED POS.
7. HAND PUMP SELECTOR . . . . . . . . . FLAPS LDG GR
− Operate Hand Pump until desired flap setting is obtained.
(Cont’d)
Jun 01/16
code 00 A5−5

− A large number of hand pump strokes are required for flap and landing gear operation.
− Stroke resistance characteristics vary from very light to rather heavy.
− Position of handpump selector is important. Small adjustments to these positions might be necessary to
achieve enough pressure.
− A large number of hand pump strokes and continuous pumping is required to achieve and maintain enough
brake pressure.
− Normal action with a faulty hydraulic pump is to tow the aircraft on ground. It is a challenging task to taxi on
ground with just the handpump as pressure source.
− Direct entry into this procedure is when Hydraulic Quantity is low. The majority of Hydraulic fault related
procedures refers to this procedure for Landing Gear, Flaps and Brake operation.
− Even though emergency extension does not require the Landing Gear handle to be selected down it shall
be selected down for the obvious reason of agreeing with the Landing Gear position. It is also required for
anti−skid function.
− Maximum speed for gear normal or emergency extension is 200 KIAS.
23/2 10
PAGE A5−5 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OFF
Landing gear extension

3. EMERG LDG handle . . . . . . . . . . . . . . . . . . PULL
5. BRAKE PRESSURE . . . . . . . . . . . . . . . . . . CHECK
− If pressure needs to be increased, see below.
(MOD NO 1463).
− If Emergency Extension NOT success- Page E7−2

ful: Proceed with EMERGENCY LAND-
REGISTER.
ING CHECKLIST.
Flaps operation
NOTE
If HYD MAIN Press was normal before Landing Gear extension,
follow procedure below for EITHER HYD QTY or HYD MAIN pres-
sure Low.
6. FLAP HANDLE . . . . . . . . . . . . . . . . . . . SET TO
DESIRED POS.
7. HAND PUMP SELECTOR . . . . . . . . . FLAPS LDG GR
− Operate Hand Pump until desired flaps setting is ob-
tained.
(Cont’d)
Jun 01/16
code 10 A5−5

23/2 00
PAGE A5−6 exp
Jun 01/16
PROCEDURES


THE CHECK VALVE REMOVED (MOD NO 1463).
Flap operation
(Cont’d)
NOTE
Prior to landing it is recommended to increase pressure in the
MAIN accumulator by the Hand Pump to assure Nose Wheel
Steering function at landing.
BOTH HYD QTY AND HYD MAIN pressure LOW:
− Do not operate the flaps, land with present flaps setting.
6. Increase VREF by Malfunction increment (Mi) and ice incre-
REGISTER.
ment i.a.
Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No − +20 / +25 +Wi 1.35 / 1.45
Yes +10 +20 / +25 +Wi 1.45 / 1.60
7 No − +10 / +15 +Wi 1.15 / 1.30
Yes +10 +10 / +15 +Wi 1.30 / 1.45
15 No − +5 / +10 +Wi − / 1.15
Yes +10 +5 / +10 +Wi 1.30 / 1.40

(Cont’d)
Jun 01/16
code 00 A5−6

23/2 10
PAGE A5−6 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

Flaps operation
(Cont’d)
NOTE
A large number of handpump strokes with gradual increase in
resistance is required to obtain desired pressure.
NOTE
Prior to landing it is recommended to increase pressure in the
(MOD NO 1463).
MAIN accumulator by the Hand Pump to assure Nose Wheel

Steering function at landing.
REGISTER.
BOTH HYD QTY AND HYD MAIN pressure LOW:

− Do not operate the flaps, land with actual flap setting.
ment i.a.
Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No − +20 / +25 +Wi 1.35 / 1.45
Yes +10 +20 / +25 +Wi 1.45 / 1.60
7 No − +10 / +15 +Wi 1.15 / 1.30
Yes +10 +10 / +15 +Wi 1.30 / 1.45
15 No − +5 / +10 +Wi − / 1.15
Yes +10 +5 / +10 +Wi 1.30 / 1.40

(Cont’d)
Jun 01/16
code 10 A5−6

23/2 00
PAGE A5−7 exp
Jun 01/16
PROCEDURES
NOT APPLICABLE TO AIRCRAFT ON CANADIAN (Cont’d)
If brake pressure needs to be increased
CAUTION
If HYD QTY loss was accompanied by an excessive pressure loss
in INB or OUTB BRK accumulator, do not use hand pump to inc-
THIS PAGE IS APPLICABLE TO
rease pressure in that accumulator. (Pressure loss in a BRK ac-

cumulator is always accompanied by pressure loss in the MAIN
ALL CONFIGURATIONS.
accumulator.)
8. HAND PUMP SELECTOR . . . . . . . . . . . . . SET TO DE-
SIRED BRAKE
SYSTEM
REGISTER.
− Operate Hand Pump to increase brake accumulator pres-

sure.
NOTE
A fully charged brake system will normally be sufficient to stop the
aircraft using normal braking technique. Braking with anti−skid sys-
tem ON normally consumes less hydraulic fluid than with anti−skid
system OFF.
BOTH brake systems pressurized:
9. Use normal braking technique.
− Avoid excessive cycling of the brakes.
ONE brake system pressurized:
9. Increase VREF by Malfunction increment (Mi) and ice in-
crement i.a.
Landing ICE ICE Mi Mi / Wi LDF
Flap ACC INCR F20 / 35 F20 / 35
F20 / 35
0 No − +20 / +25 +Wi 1.42* / 1.42*
Yes +10 +20 / +25 +Wi 1.60 */ 1.80*
20 No − − +Wi 1.32
Yes +10 +Wi 1.45
35 No − − +Wi 1.32
Yes +10 +Wi 1.45
* Assumes use of full reverse.
10. Use normal braking technique.
− Avoid excessive cycling of brakes.
(Cont’d)
Jun 01/16
code 00 A5−7

23/2 00
PAGE A5−8 exp
Jun 01/16
PROCEDURES

If brake pressure needs to be increased
Cont’d
NO brake system pressurized:
THIS PAGE IS APPLICABLE TO

ment i.a.
ALL CONFIGURATIONS.

Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No − +20 / +25 +Wi 2.80 / 3.10
REGISTER.
Yes +10 +20 / +25 +Wi 3.00 / 3.30

20 No − − +Wi 2.40
Yes +10 +Wi 2.60
35 No − − +Wi 2.30
Yes +10 +Wi 2.50
NOTE
The LDF assumes use of full reverse.
10. Use reverse thrust as required for stopping.
NOTE
If hydraulic pressure is lost, nose wheel steering will be inoperative.
(Cont’d)
Jun 01/16
code 00 A5−8


− The shut off valves are positioned at the left and right inner wing. When using fire handles, the valves
moves to the closed position trapping fuel in the fuel line for the engine to consume. Be aware that it takes
approximate 45 seconds for the engine to consume the remaining fuel before ceasing.
23/2 00
PAGE A5−9 exp
Jun 01/16
PROCEDURES
(AUTOCOARSEN LOW POWER SYSTEM).

After landing
APPLICABLE TO AIRCRAFT WITHOUT
(Cont’d)
WARNING
Do not taxi with brake system unpressurized. Once the aircraft has
MOD NO 1491 INSTALLED
come to a stop after landing, shut down engines with Fire Handles to
prevent uncontrolled forward thrust. Be aware that at low power
setting it takes approximately 45 seconds for the engine to consume
the remaining fuel before ceasing. Tow the aircraft to a safe parking.
NOTE
During taxiing with a non functioning hydraulic pump the hydraulic
functions will be abruptly lost when hydraulic accumulator pressure
falls below approximately1650 psi.
Jun 01/16
code 00 A5−9

− The shut off valves are positioned at the left and right inner wing. When using fire handles, the valves
moves to the closed position trapping fuel in the fuel line for the engine to consume. Be aware that it takes
approximate 45 seconds for the engine to consume the remaining fuel before ceasing.
23/2 10
PAGE A5−9 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
(AUTOCOARSEN LOW POWER SYSTEM). (Cont’d)
After landing
APPLICABLE TO AIRCRAFT WITH
WARNING
Do not taxi with brake system unpressurized. Once the aircraft has
come to a stop after landing, shut down engines with Fire Handles to
prevent uncontrolled forward thrust. Be aware that at low power
setting it takes approximately 45 seconds for the engine to consume
the remaining fuel before ceasing. Tow the aircraft to a safe parking.
Ensure that AUTOCOARSEN is selected to OFF prior to shutting
down the engines.
NOTE
During taxiing with a non functioning hydraulic pump the hydraulic
functions will be abruptly lost when hydraulic accumulator pressure
falls below approximately1650 psi.
Jun 01/16
code 10 A5−9
ABNORMAL CHECKLIST
6. Ice Protection
23/2
PAGE A6−0
Jun 01/16

115V AC GEN BUS FAULT

− Unreliable indications may be experienced with faulty anti−icing system. See page A6−7 for effect on
instruments and systems.
23/2 00
PAGE A6−1 exp
Jun 01/16
PROCEDURES
AC GEN light on
(AUTOCOARSEN LOW POWER SYSTEM). 1. AC GEN switch . . . . . . . . . . . . . . . . . . . . . . . OFF/RESET

then ON
APPLICABLE TO AIRCRAFT WITHOUT
AC GEN LIGHT OUT:

AC GEN LIGHT ON:
2. AC GEN switch . . . . . . . . . . . . . . . . . . . . . . . OFF/RESET
3. If possible leave icing conditions. Engine intake anti−icing is

lost on the affected side.
This fault can be determined by the following indications:

− ICE PROT (CWP) light.
− L/R PROP light.
− L/R FRONT and/or L/R SIDE Lights.
− L or R PITOT and L or R ALPHA lights.
− OAT Light.
1. AC GEN switch . . . . . . . . . . . . . . . . . . . . . . . LOAD XFR
LIGHT goes OUT:
LIGHT stays ON:
2. If possible leave icing area. Propeller de−icing is lost on the
affected side together with same sides probes.
then ON
CAUTION
Do not leave AC GEN switch in OFF/R position as this will make
engine inlet duct anti−icing inoperative.
Jun 01/16
code 00 A6−1

− Unreliable indications may be experienced with faulty anti−icing system. See page A6−7
PITOT and/or ALPHA and/or OAT light on for effect on instruments and systems.
23/2 10
PAGE A6−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
AC GEN light on
(AUTOCOARSEN LOW POWER SYSTEM). 1. AC GEN switch . . . . . . . . . . . . . . . . . . . . . . . OFF/RESET

then ON
AC GEN LIGHT OUT:
APPLICABLE TO AIRCRAFT WITH
AC GEN LIGHT ON:

3. If possible leave icing conditions. Engine intake anti−icing is

lost on the affected side.
This fault can be determined by the following indications:

− ICE PROT (CWP) light.
− L/R PROP light.
− L/R FRONT and/or L/R SIDE Lights.
− L or R PITOT and L or R ALPHA lights.
− OAT Light.
1. AC GEN switch . . . . . . . . . . . . . . . . . . . . . . . LOAD XFR
LIGHT goes OUT:
LIGHT stays ON:
2. If possible leave icing area. Propeller de−icing is lost on the
affected side together with same sides probes.
then ON
CAUTION
Do not leave AC GEN switch in OFF/R position as this will make
engine inlet duct anti−icing inoperative.
Jun 01/16
code 10 A6−1

23/2 00
PAGE A6−2 exp
Jun 01/16
PROCEDURES
INTAKE light on
1. ENGINE anti−ice switch . . . . . . . . . . . . . . . OFF then ON

LIGHT goes OFF:
LIGHT still ON:
2. IF POSSIBLE LEAVE ICING CONDITIONS.
CAUTION
Abnormal heating cycles, cold spots or reactivation of intake anti−
icing in or after being exposed to icing conditions may cause pieces
of accumulated ice tearing loose and damaging the engine.
CAUTION
With an unserviceable engine intake anti−icing system, ice may
have accumulated in the birdcatcher. Normally the air stream in the
birdcatcher will prevent ice from being sucked into the engine com-
pressor. However, reverse power operation below 50 kt will cause a
reverse airflow through the birdcatcher.
Avoid use of reverse power below 50 kt if operationally feasible.
Jun 01/16
code 00 A6−2

23/2 00
PAGE A6−3 exp
Jun 01/16
PROCEDURES
INTAKE SPARKS
Intake sparks is a result of a local burn through of the heater ele-

ment in the intake and might come on without INTAKE light coming
on.
1. ENGINE anti−ice switch . . . . . . . . . . . . . . . OFF
2. Affected Cb . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− Left intake H−26 L INTAKE
− Right intake R−27 R INTAKE
3. ENGINE anti−ice . . . . . . . . . . . . . . . . . . . . . ON
4. IF POSSIBLE LEAVE ICING CONDITIONS.
CAUTION
With an unserviceable engine intake anti−icing system, ice may
accumulate in the birdcatcher. Normally the air stream in the bird-
catcher will prevent ice from being sucked into the engine compres-
sor. However, reverse power operation below 50 kt will cause a
reverse airflow through the birdcatcher.
Avoid use of reverse power below 50 kt if operationally feasible.
Jun 01/16
code 00 A6−3

23/2 00
PAGE A6−4 exp
Jun 01/16
PROCEDURES
PROP de−ice light on
1. PROP switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF then

NORM or MAX
LIGHT goes OFF and stays off more than 90 sec:
LIGHT stays ON or comes back within 90 sec:
2. Affected Cb’s . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− One reset attempt.
− L PROP: H21 (CONTROL); H−24, H−23, H−22
(PWR Ø A, B, C)
− R PROP: P24 (CONTROL); P−21, P−22, P−23
(PWR Ø A, B, C)
LIGHT goes OFF and stays off more than 90 sec:
LIGHT stays ON or comes back within 90 sec:
NOTE
Increased PROP RPM may improve ice shedding.
3. PROP switch . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− If either NORM or MAX mode faulty, use:
 NORM mode at −5C SAT and colder.
 MAX at −13C SAT and colder.
Do not use prop de−ice at warmer temperatures.
− If both NORM and MAX mode faulty, switch OFF affected
side’s PROP switch.
Jun 01/16
code 00 A6−4

23/2 00
PAGE A6−5 exp
Jun 01/16
PROCEDURES
AIR VALVE light on
NOTE
During power application from low to high power, ensure AUTO-
COARSEN is OFF, then reselect to ON (if applicable).
1. ENGINE anti−ice switch . . . . . . . . . . . . . . . OFF then ON
LIGHT goes OFF:
LIGHT still ON:
2. If possible leave icing area. Engine inlet anti−icing is partially
lost on the affected engine.
3. Reduce ENG RPM to 87% on the affected engine until clear
of icing area.
Jun 01/16
code 00 A6−5

23/2 00
PAGE A6−6 exp
Jun 01/16
PROCEDURES
FRONT and/or SIDE windshield light on
1. FRONT and/or SIDE switch . . . . . . . . . . . . OFF then

ON/NORM
LIGHT OFF:
LIGHT ON:
− LEFT:
 FRONT: J−21 (CONTROL);J−22, J−23 (PWR Ø A, B)
 SIDE: J−24 (CONTROL);J−25, J−26 (PWR Ø A, C)
− RIGHT:
 FRONT: R−23 (CONTROL); R−21, R−22 (PWR Ø B, C)
 SIDE: R−26 (CONTROL); R−24, R−25 (PWR Ø A, B)
LIGHT OFF:
LIGHT ON:
− The de−icing may function but is regulated by overtemp
sensor. Repeated overtemp may occur.
− If no anti−icing effect: Affected switch(es) OFF.
Jun 01/16
code 00 A6−6

23/2 00
PAGE A6−7 exp
Jun 01/16
PROCEDURES
PITOT and/or ALPHA and/or OAT light on
NOTE
If more than one light on the overhead Ice Protection Panel is on,
consider using 115V AC GEN BUS FAULT procedure.
Page A6−1

− J−28 (L ALPHA); J−27 (L PITOT); S−24 (R ALPHA);
S−25 (R PITOT); S−23 (OAT).
LIGHT OFF:
LIGHT ON:
2. The following equipment/information is affected:
L/P R/P
L PITOT RUD LIM RUD LIM
IAS ALT VS
R PITOT IAS ALT VS
L ALPHA Stall warning
R ALPHA Stall warning
OAT SAT SAT
Jun 01/16
code 00 A6−7

23/2 00
PAGE A6−8 exp
Jun 01/16
PROCEDURES
STBY PITOT light on
1. STBY PITOT switch . . . . . . . . . . . . . . . . . . . OFF then ON

LIGHT OFF:
LIGHT ON:
− S−27 (CONTROL); S−26 (PWR).
LIGHT OFF:
LIGHT ON:
3. STBY PITOT switch . . . . . . . . . . . . . . . . . . . OFF
CAUTION
As the standby pitot tube heat is lost, the standby airspeed,
standby altitude and cabin diff pressure indicator may indicate in-
correct values and RUDDER LIMIT (CWP) light may come on.
Jun 01/16
code 00 A6−8

TIMER light on
− If there is any uncertainty about the status of the boots, consider the boots to be inflated.
− Inflated boots will increase the stallspeed.
− Without HP BLD ON the air supply is not always sufficient for boots de−icing. Once the TIMER LIGHT has
been activated, it will remain on until a complete cycle has been completed.
− However, at low power settings, also with HP BLD in AUTO, the HP bleed valve may not be triggered. This
is due to tolerances in the engine bleed extraction system. At the same time LP−bleed pressure may not
be sufficient for de−icer boot operation, indicated by the TIMER caution coming on.
Occasionally the TIMER caution comes on while a proper de−ice cycle is indicated by the BOOT INDICA-
TION LIGHTS coming on at the same time. This indication shall not be considered as a de−icing cycle.
Therefore, in all cases where the TIMER caution comes on the Abnormal checklist must be consulted.
− A ruptured or torn stabilizer de−icing boot can be indicated by a TIMER caution together with a STAB
BOOT IND light not illuminating.
If this is the case the landing shall be performed with flaps 0.
23/2 00
PAGE A6−9 exp
Jun 01/16
PROCEDURES
TIMER light on
NOTE
Make sure the HP BLD switches are in AUTO before proceeding
with the checklist.
1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Increase or
Decrease
TIMER LIGHT OFF
TIMER LIGHT ON
2. BOOT IND switch . . . . . . . . . . . . . . . . . . . . . ON
3. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . CHECK ON
AUTO CYCLING switch in CONT
4. AUTO CYCLING switch . . . . . . . . . . . ONE CYCLE
TIMER LIGHT OFF
TIMER LIGHT ON
5. Proceed with procedure below.
AUTO CYCLING switch in ONE CYCLE
4. Operate boots manually.
− Press and hold one manual push−button at a time for 6 sec. in
the following sequence: STAB − W OUTB − W INB − STAB.
− Observe respective BOOT IND light to come on.
− Repeat as often as required.
NOTE
Sometimes the timer light can be caused by a frozen pressure
switch. Therefore, if possible, a manual ONE CYCLE temperature
(SAT) is above freezing. If normal de−ice boot indication is obtained
a normal landing can be performed.
Manual system OPERATIVE
Manual system totally or partially INOPERATIVE
5. If possible leave icing area.
6. If iced−up or inflated boots, increase VREF by Malfunction in-
crement (Mi) and use the recommended Flaps for landing.
(Cont’d)
Jun 01/16
code 00 A6−9

23/2 00
PAGE A6−10 exp
Jun 01/16
PROCEDURES
TIMER light on
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH NEW
NO 1462) AND OTHER MODIFICATIONS FOR USE OF

LEADING EDGE ON HORIZONTAL STABILIZER (MOD
(Cont’d)
Landing Mi Mi / Wi LDF
Flap
Wing Fault 20 +10 +Wi 1.15
35 +10 +Wi 1.15
Stab fault or 0 VREF20+30 +Wi 1.45
Wing & Stab
35 DEG. LANDING FLAPS.
fault
REGISTER.
Jun 01/16
code 00 A6−10

23/2 10
PAGE A6−10 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
TIMER light on
THIS PAGE IS APPLICABLE TO AIRCRAFT WITHOUT
NEW LEADING EDGE ON HORIZONTAL STABILIZER
(MOD NO 1462) AND OTHER MODIFICATIONS FOR
(Cont’d)
Flap
USE OF 35 DEG. LANDING FLAPS.
Stab fault or 0 VREF20+30 +Wi 1.45

Wing & Stab
fault
REGISTER.
Jun 01/16
code 10 A6−10

DE−ICE OV TEMP light on

23/2 00
PAGE A6−11 exp
Jun 01/16
PROCEDURES


LEADING EDGE ON HORIZONTAL STABILIZER (MOD
1. HP VALVE switches (both) . . . . . . . . . . . . . OFF

LIGHT OFF:
− Air supply will not be enough at low power.
LIGHT ON:
2. POWER (one engine at a time) . . . . . . . . . REDUCE
LIGHT OFF:
3. Continue with reduced power on affected engine until

clear of icing area.
4. AIR SUPPLY switch
(when clear of icing area) . . . . . . . . . . OFF
5. For landing see item 5 below.
LIGHT ON:
3. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . OFF
LIGHT OFF:
LIGHT ON:
4. If possible leave icing area and land as soon as possible.

Flap
35 +10 +Wi 1.15
Stab fault or 20 +10 +Wi 1.15
Wing & Stab
fault
REGISTER.
Jun 01/16
code 00 A6−11

23/2 10
PAGE A6−11 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

(MOD NO 1462) AND OTHER MODIFICATIONS FOR
1. HP VALVE switches (both) . . . . . . . . . . . . . OFF
LIGHT OFF:
− Air supply will not be enough at low power.
LIGHT ON:
2. POWER (one engine at a time) . . . . . . . . . REDUCE
LIGHT OFF:
3. Continue with reduced power on affected engine until
clear of icing area.
4. AIR SUPPLY switch
(when clear of icing area) . . . . . . . . . . OFF
5. For landing see item 5 below.
LIGHT ON:
LIGHT OFF:
LIGHT ON:
4. If possible leave icing area and land as soon as possible.

Flap
Wing & Stab
fault
REGISTER.
Jun 01/16
code 10 A6−11

BOOT REMAINS INFLATED and

23/2 00
PAGE A6−12 exp
Jun 01/16
PROCEDURES

LEADING EDGE ON HORIZONTAL STABILIZER (MOD BOOT REMAINS INFLATED and
1. AUTO CYCLING switch . . . . . . . . . . . . . . . OFF

3. If unable to deflate the boots leave icing area as soon as
possible.
If necessary the following procedure

can be used for Boot De−icing
1. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . ON

2. AUTO CYCLING switch . . . . . . . . . . . . . . . CONT/
ONE CYCLE
− After one cycle (approx. 24 sec):
Flap

35 +10 +Wi 1.15
Wing & Stab
fault
REGISTER.
Jun 01/16
code 00 A6−12


23/2 10
PAGE A6−12 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

(MOD NO 1462) AND OTHER MODIFICATIONS FOR BOOT INDICATION LIGH REMAINS ON or OFF

3. If unable to deflate the boots leave icing area as soon as
possible.
If necessary the following procedure

can be used for Boot De−icing
1. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . ON

2. AUTO CYCLING switch . . . . . . . . . . . . . . . CONT/
ONE CYCLE
− After one cycle (approx. 24 sec):
Flap

Wing & Stab
fault
REGISTER.
Jun 01/16
code 10 A6−12
ABNORMAL CHECKLIST
7. Landing Gear
23/2
PAGE A7−0
Jun 01/16

GEAR DOWN UNSAFE CONDITION

− INDICATION: One or more downlock lights OFF with Landing Gear selected down.
− There are no means of visually confirming a down and locked position of the main gears.
− The nose gear can be regarded to be down and locked if the taxi light can be confirmed lit.
23/2 00
PAGE A7−1 exp
Jun 01/16
PROCEDURES

THE CHECK VALVE REMOVED (MOD NO 1463) NOTE
− Make sure that the ANNUN switch is in BRIGHT before proceed-
ing with the checklist.
− Perform LAMP TEST. Replace faulty bulbs.
− Check Cb F−7 (LDG CONTROL) and M−5 (LDG IND).
− Reset once and if Cb F−7 is not resettable, the following function
will be lost:
 Nose wheel steering
 Hand pump extension (perform emergency extension)
− The nose gear can be regarded to be down and locked if the
taxi light can be confirmed lit.
TRANSIT LIGHT OFF and one or more downlock lights
OFF:
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . MAX 150
2. Landing gear . . . . . . . . . . . . . . . . . . . . . RECYCLE
− Check for NORMAL transit light function during recycling.
Landing Gear may be regarded as down and locked if
transit light comes on and then goes out after recycling.
TRANSIT LIGHT FUNCTION NORMAL:
TRANSIT LIGHT FUNCTION NOT NORMAL:
3. Regard Landing Gear as UNSAFE. Page E7−2
cedure.
TRANSIT LIGHT ON and one or more downlock lights OFF:
1. HYD MAIN pressure . . . . . . . . . . . . . . . . . . CHECK
BELOW green arc:
SURE LOW procedure.
NORMAL:
2. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX150 KIAS
3. Landing gear . . . . . . . . . . . . . . . . . . . . . . . . . RECYCLE
Recycling SUCCESSFUL:
4. With Landing Gear down and locked MAX AIRSPEED is
200 KIAS.
Recycling NOT SUCCESSFUL:
(Cont’d)
Jun 01/16
code 00 A7−1

− INDICATION: One or more downlock lights OFF with Landing Gear selected down.
− There are no means of visually confirming a down and locked position of the main gears.
− The nose gear can be regarded to be down and locked if the taxi light can be confirmed lit.
23/2 10
PAGE A7−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
NOTE
WITHOUT THE CHECK VALVE REMOVED.
− Make sure that the ANNUN switch is in BRIGHT before proceed-
ing with the checklist.
− Perform LAMP TEST. Replace faulty bulbs.
− Check Cb F−7 (LDG CONTROL) and M−5 (LDG IND).
− Reset once and if Cb F−7 is not resettable, the following function
will be lost:
 Nose wheel steering
 Hand pump extension (perform emergency extension)
− The nose gear can be regarded to be down and locked if the
taxi light can be confirmed lit.
TRANSIT LIGHT OFF and one or more downlock lights
OFF:
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . MAX 150
2. Landing gear . . . . . . . . . . . . . . . . . . . . . RECYCLE
− Check for NORMAL transit light function during recycling.
Landing Gear may be regarded as down and locked if
transit light comes on and then goes out after recycling.
TRANSIT LIGHT FUNCTION NORMAL:
TRANSIT LIGHT FUNCTION NOT NORMAL:
3. Regard Landing Gear as UNSAFE. Page E7−2
cedure.
TRANSIT LIGHT ON and one or more downlock lights OFF:
BELOW green arc:
SURE LOW procedure.
NORMAL:
2. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX150 KIAS
3. Landing gear . . . . . . . . . . . . . . . . . . . . . . . . . RECYCLE
Recycling SUCCESSFUL:
200 KIAS.
Recycling NOT SUCCESSFUL:
(Cont’d)
Jun 01/16
code 10 A7−1

23/2 00
PAGE A7−2 exp
Jun 01/16
PROCEDURES

THE CHECK VALVE REMOVED (MOD NO 1463) (Cont’d)
5. HAND PUMP SELECTOR . . . . . . . . . . . . . SET to LDG
GEAR
− Operate hand pump to extend landing gear.
Hand pump extension SUCCESSFUL:
200 KIAS.
Hand pump extension NOT SUCCESSFUL:
CAUTION
If the emergency extension was caused by a fault in the landing
gear control valve, nose wheel steering will be inoperative.
7. EMERG LDG HANDLE . . . . . . . . . . . . . . . . PULL
Emergency extension SUCCESSFUL:
Emergency extension NOT SUCCESSFUL:
9. Regard the Landing Gear as unsafe. Apply Page E7−2
EMERGENCY LANDING procedure.
Jun 01/16
code 00 A7−2

23/2 10
PAGE A7−2 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
(Cont’d)
5. EMERG LDG HANDLE . . . . . . . . . . . . . . . . PULL
CAUTION
If the emergency extension was caused by a fault in the landing
gear control valve, nose wheel steering will be inoperative.
Emergency extension SUCCESSFUL:
Emergency extension NOT SUCCESSFUL:
7. Regard the Landing Gear as unsafe. Apply Page E7−2
EMERGENCY LANDING procedure.
Jun 01/16
code 10 A7−2

GEAR UP UNSAFE CONDITION

− INDICATIONS: Disagreement light and/or one or more green downlock lights remains ON.
23/2 00
PAGE A7−3 exp
Jun 01/16
PROCEDURES

THE CHECK VALVE REMOVED (MOD NO 1463) 1. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 150 KIAS
2. LANDING GEAR HANDLE . . . . . . . . . . . . . CHECK UP
3. Check HYDRAULIC INDICATORS.
MAIN PRESSURE LOW:
4. HYDR PUMP switch . . . . . . . . . . OFF

procedure.
HYD QTY NORMAL:
− Place the switch into OVRD position and check for increa-
se in MAIN pressure.
NO INCREASE in MAIN pressure:
5. HYDR PUMP switch . . . . . . . . . . OFF

procedure.
INCREASE in MAIN pressure:
5. After Landing Gear up and locked place the HYDR
PUMP switch in AUTO.
MAIN PRESSURE NORMAL:
4. Landing Gear . . . . . . . . . . . . . . . . . . . . RECYCLE
Landing Gear indication NORMAL:
Landing Gear indication ABNORMAL:
5. LANDING GEAR HANDLE . . . . . . . . . DOWN
6. Consider performance penalty with LG down. Drag in-
crease corresponds in up to 4000 lb extra weight.
Jun 01/16
code 00 A7−3

− INDICATIONS: Disagreement light and/or one or more green downlock lights remains ON.
23/2 10
PAGE A7−3 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

2. LANDING GEAR HANDLE . . . . . . . . . . . . . CHECK UP
Pressure below 2900 psi:
4. Apply the HYDRAULIC MAIN PRES- Page A5−4
SURE LOW procedure.
Pressure at or ABOVE 2900 psi:
4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . RECYCLE
Landing Gear indication NORMAL:
Landing Gear indication ABNORMAL:
Jun 01/16
code 10 A7−3

23/2 00
PAGE A7−4 exp
Jun 01/16
PROCEDURES
LANDING GEAR HANDLE CAN NOT BE

MOVED TO UP POSITION
CAUTION
IF STRUCTURAL INTEGRITY OF THE LANDING GEAR IS IN
DOUBT, DO NOT RETRACT LANDING GEAR UNLESS RE-
QUIRED BY PERFORMANCE REASONS AFTER AN ENGINE
FAILURE.
1. DOWN LOCK REL. button . . . . . . . . . . . . . PUSH
2. LANDING GEAR HANDLE . . . . . . . . . . . . . UP
− Select Landing Gear UP while depressing DOWN LOCK REL
button.
Jun 01/16
code 00 A7−4

A−SKID INOP light on

− Using wheel brakes at higher speeds than specified will result in locked wheel and consequently flat tires.
23/2 00
PAGE A7−5 exp
Jun 01/16
PROCEDURES
FLIGHT IDLE STOP MOD. NO. 2558 SB 76−032 AND

APPLICABLE TO AIRCRAFT WITH AUTOMATIC A−SKID INOP light on
THE CHECK VALVE REMOVED MOD. NO. 1463 1. PERFORMANCE DATA . . . . . . . . . . . . . . . REVIEW
− Use of wheel brakes without ANTI−SKID above 40 kt will most
likely result in flat tires.
− Delayed use of brakes to below 40 kt increases landing dis-
tance by a factor of 2.3.
− On long runways use only reverse thrust for deceleration.
− On short runways use wheel brakes as normal combined with
reverse thrust for deceleration. (Flat tires on one brake circuit
can be expected.)
2. Be prepared to use FI STOP OVRD PULL knob after touch
down.
NOSE WHEEL STEERING FAULT
− Check HYDR PUMP switch to be in AUTO.

− If HYDR MAIN pressure low follow pro- Page A5−4
cedure HYDR MAIN PRESSURE LOW.
1. Cb NOSE WL STEER (F−5) . . . . . . . . . . . PULL
2. Steer with asymmetric braking or engines.
CAUTION
Avoid sharp turns. Nose wheel may swing around 180 degrees
when nose wheel angle exceeds 20 degrees. Do not perform
backing by reverse thrust.
Jun 01/16
code 00 A7−5

23/2 10
PAGE A7−5 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
APPLICABLE TO AIRCRAFT WITHOUT AUTOMATIC

FLIGHT IDLE STOP MOD. NO. 2558 SB 76−032 AND A−SKID INOP light on
1. PERFORMANCE DATA . . . . . . . . . . . . . . . REVIEW


can be expected.)
MOD. NO. 1463

cedure HYDRAULIC MAIN PRESSURE
LOW.
CAUTION
Jun 01/16
code 10 A7−5

23/2 20
PAGE A7−5 exp
Jun 01/16
ABNORMAL
APPLICABLE TO AIRCRAFT WITHOUT AUTOMATIC

FLIGHT IDLE STOP MOD. NO. 2558 SB 76−032 AND
THE CHECK VALVE REMOVED MOD. NO. 1463 1. PERFORMANCE DATA . . . . . . . . . . . . . . . REVIEW
can be expected.)

CAUTION
Jun 01/16
code 20 A7−5

23/2 30
PAGE A7−5 exp
Jun 01/16
ABNORMAL
FLIGHT IDLE STOP MOD. NO. 2558 SB 76−032 AND A−SKID INOP light on
APPLICABLE TO AIRCRAFT WITH AUTOMATIC
1. PERFORMANCE DATA . . . . . . . . . . . . . . . REVIEW


can be expected.)
2. Be prepared to use FI STOP OVRD PULL knob after touch
MOD. NO. 1463
down.

CAUTION
Jun 01/16
code 30 A7−5
ABNORMAL CHECKLIST
8. Power Plant and Propeller
23/2
PAGE A8−0
Jun 01/16

23/2 00
PAGE A8−1 exp
Jun 01/16
PROCEDURES
NO BAT START light on
LIGHT COMES ON IN FLIGHT:

1. Disregard for in flight engine start.
2. BAT/FUEL TEMP PANEL . . . . . . . . . . CHECK
− Check and monitor L/R battery temp.
− Do not switch off any battery without BAT HOT light on.
3. If BAT HOT light comes on, apply Page A2−1
BAT HOT light on procedure.
LIGHT ON PRIOR TO FIRST ENGINE START:
1. Battery start not to be carried out.
LIGHT COMES ON DURING START:
1. Continue engine start.
2. CHECK L and R Battery temp.
− Second engine may be started using GPU or cross over
start if battery temps does not exceed 60C.
− After second engine start battery temps are not allowed to
exceed 64C for takeoff.
NO ROTATION / ENGINE START SWITCH

DOES NOT ENGAGE STARTER
1. CONDITION LEVER . . . . . . . . . . . . . . . . . . FUEL OFF

2. GCU and CTL circuit breakers . . . . . . . . . . CHECK
− Left engine Cb’s J3 and J4.
− Right engine Cb’s R1 and R2.
− Reset once if tripped.
CB CAN NOT BE RESET or not tripped:
CB CAN BE RESET:
3. Make a new start attempt.
− Hold START switch for approximately 5 sec.
Jun 01/16
code 00 A8−1

HUNG START
− A start is defined as a ”hung start” if during the start the Ng ceases to accelerate for 3 seconds prior to
achieving stabilized IDLE. It is essential that a ”hung start” be discontinued immediately.
− During a normal start the Ng may accelerate with a slow but almost constant rate of speed to Idle RPM. If
for some reason the compressor rotor starts to orbit at one of its critical speeds during the start, it may
start to rub the case, then ceases to accelerate and often there will be a rapid rise in ITT. If the start is al-
lowed to continue, the orbiting may increase and significant engine damage can result.
HOT START
− See above.
23/2 00
PAGE A8−2 exp
Jun 01/16
PROCEDURES
NO LIGHT UP
START SEQUENCE INTERRUPTED
HUNG START
HOT START
*1. CONDITION LEVER . . . . . . . . . . . . . . . . . . FUEL OFF

*2. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Motor engine to ITT below 175C or for minimum 10 seconds
but not more than 30 seconds.
− Consider starter/generator limit.
PRIOR TO NEXT START ATTEMPT:
No light up
− Check STBY PRESS light to be on

Start sequence interrupted

or
Hung start
− Check voltage on batteries or GPU as applicable

− Check CB’s ENG START CTL / GCU
 Left J3, J4,
 Right R1, R2,
− Reset once if tripped
− If electrical power NOT NORMAL or a tripped Cb trips
again, do not make any further start attempts until fault is
rectified
CAUTION
Only one additional start attempt is allowed following a hung
start.
NOTE
If start hung at 55% NG, suspect Starter/Generator speed
pickup fault. Apply STARTER DOES NOT DISENGAGE pro-
cedure. Page A8−4
(Cont’d)
Jun 01/16
code 00 A8−2

23/2 00
PAGE A8−3 exp
Jun 01/16
PROCEDURES
NO LIGHT UP
START SEQUENCE INTERRUPTED
HUNG START
HOT START
(Cont’d)
Hot start
− If ITT limit has been exceeded, notify maintenance for engine

inspection.
− If possible record:
− ITT peak
− Duration of overtemp
− Ng reached
Jun 01/16
code 00 A8−3

Starter does not disengage

− There are some different failures which can cause the starter to not disengage. One fault is failure of the
starter speed pickup signal. An indication of this fault is a hung start at approximately 55% NG and the
generator offline, or if IGN light does not go out and it is not possible to reset the generator after start.
In this case the starter can be disengaged an the generator brought online by selecting the ignition switch
to OFF and the back to NORMAL (gives a signal to the starter to disengage).
On ground after fuel OFF only
− Another indication of that the starter has not disengaged is, if after engine start, it is not possible to engage
the GEN and after engine shut down the engine is still turning (is still in uncommanded motoring). This fault
is caused by a welded start relay or that the control signal from the GCU to the start relay is constantly ON.
For these failures it is not possible to disengage the starter, power supply to the starter must then be shut
off.
23/2 00
PAGE A8−4 exp
Jun 01/16
PROCEDURES
STARTER DOES NOT DISENGAGE
1. Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF then NORM

ENGINE START NORMAL:
2. Generator online . . . . . . . . . . . . . . . . . . CHECK
3. Refer to MEL for starter/generator disengage fault.
ENGINE START NOT NORMAL:
On ground after FUEL OFF only
1. Cb ENG START CTL/GCU . . . . . . . . . . . . . PULL

− Left engine Cb’s J3 and J4.
− Right engine Cb’s R1 and R2.
ENGINE STILL IN UNCOMMANDED MOTORING:
2. BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . SPLIT
3. L and R GEN switches . . . . . . . . . . . . OFF
4. EXT PWR . . . . . . . . . . . . . . . . . . . . . . . OFF
5. L BAT switch . . . . . . . . . . . . . . . . . . . . . OFF
ENGINE SHUTTING DOWN:
Jun 01/16
code 00 A8−4

ENGINE SHUT DOWN

− TCAS knob shall be set to TA ONLY since performance is not enough to follow a climbing RA maneuver.
− Following an engine shut down an unfeathered propeller will rotate at almost normal propeller RPM. How-
ever, the propeller RPM indication will read zero when the engine has spooled down.
− A feathered propeller may rotate slowly. The rotation speeds vary with KIAS and sideslip.
− It is not recommended to activate the electric feather pump with PROPELLER PUMP switch for more than
30 seconds.
23/2 00
PAGE A8−5 exp
Jun 01/16
PROCEDURES
ENGINE SHUT DOWN


*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO
20−30%
NOTE
ACAS/TCAS SYSTEM INSTALLED.
If TEMP rises above 540C or if there is evidence of combustion

after shut down, MOTOR engine until TEMP decreases below
175C.
CAUTION
If propeller has not feathered, ensure AUTOCOARSEN switch is
OFF and set PROPELLER PUMP switch to MAN FEATHER. Hold
the switch until the propeller is in the full feathered position.
REGISTER.
NOTE
Following an engine failure or shut down it is required to disconnect
the AP and re−trim the a/c before re−engagement of the AP.
3. PROP SYNC switch . . . . . . . . . . . . . . . . . . . OFF
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK ON
6. ICE PROTECTION PROP switch . . . . . . . OFF
7. ICE PROTECTION ENGINE switch . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CLOSED
11. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
13. Apply OEI OPERATION procedure Page A8−10
Jun 01/16
code 00 A8−5

ENGINE SHUT DOWN
− Following an engine shut down an unfeathered propeller will rotate at almost normal propeller RPM. How-
ever, the propeller RPM indication will read zero when the engine has spooled down.
− A feathered propeller may rotate slowly. The rotation speeds vary with KIAS and sideslip.
30 seconds.
23/2 10
PAGE A8−5 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
ENGINE SHUT DOWN

* 1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO
20−30%
* 2. CONDITION LEVER . . . . . . . . . . . . . . . . . . FUEL OFF
NOTE
If TEMP rises above 540C or if there is evidence of combustion
after shut down, MOTOR engine until TEMP decreases below
175C.
CAUTION
If propeller has not feathered, ensure AUTOCOARSEN switch is
NOTE
Following an engine failure or shut down it is required to disconnect
the AP and re−trim the a/c before re−engagement of the AP.
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CLOSED
Jun 01/16
code 10 A8−5

ENGINE RESTART IN FLIGHT

During engine restart in flight PL should be placed in FLT IDLE position.
WARNING
Do not move PL below FLT IDLE when airborne.
During engine start on ground PL is placed into GND IDLE position. Due to the fact that this is the ”normal
start position”, there is a possibility, by habit, to move PL to this wrong position also during an engine re-
start in flight.
If PL is moved below FLT IDLE there will be no control of the propeller speed with consequential extremely
high drag and uncontrolled flight.
− ENG OIL PRESS light will come on as a consequence of the pressure being less than 25 psi with the pro-
peller feathered.
− When unfeathering the propeller pause in UNF position and allow PRPM to increase and stabilize, then
move the CONDITION LEVER into MIN−MAX range.
23/2 00
PAGE A8−6 exp
Jun 01/16
PROCEDURES
1. IN FLIGHT RESTART CHART . . . . . . . . . . CHECK

Altitude x
1000 (Ft)
20
15
This is the certified restart
envelope.
However, restart may be
successful up to 25 000 ft.
10
Engine Restart
5 Envelope
0
100 130 160 190 220 250
KIAS
2. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . CHECK/PUSH
− Confirm Fire Handle fully IN.
3. AUTO COARSEN switch . . . . . . . . . . . . . . OFF
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. RECIRC switches (both) . . . . . . . . . . . . . . . OFF
7. POWER LEVER . . . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE
8. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
− The A/P will otherwise disconnect automatically during en-
gine restart.
− IF ITT ABOVE 175C MOTOR the engine.
9. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
10. CONDITION LEVER . . . . . . . . . . . . . . . . . . START
11. FUEL STBY PRESS Light . . . . . . . . . . . . . CHECK ON
If light off: Turn FUEL STBY PUMP Switch to OVRD and check
FUEL STBY PRESS Light to illuminate. If light still off, turn op-
posite sides STBY PUMP switch to OVRD and XFEED switch to
ON.
NOTE
Nuisance Configuration warning will occur during Engine Restart
due to temporary loss of Radio Altimeter function.
(Cont’d)
Jun 01/16
code 00 A8−6

During engine restart in flight PL should be placed in FLT IDLE position.
WARNING
start in flight.
− ENG OIL PRESS light will come on as a consequence of the pressure being less than 25 psi with the pro-
peller feathered.
− When unfeathering the propeller pause in UNF position and allow PRPM to increase and stabilize, then
move the CONDITION LEVER into MIN−MAX range.
23/2 10
PAGE A8−6 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
ENGINE RESTART IN FLIGHT138
1. IN FLIGHT RESTART CHART . . . . . . . . . . CHECK

Altitude x
1000 (Ft)
20
15
This is the certified restart
envelope.
However, restart may be
successful up to 25 000 ft.
10
Engine Restart
5 Envelope
0
100 130 160 190 220 250
KIAS
2. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . CHECK/PUSH
− Confirm Fire Handle fully IN.
3. AUTO COARSEN switch . . . . . . . . . . . . . . OFF
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. POWER LEVER . . . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE
− The A/P will otherwise disconnect automatically during en-
gine restart.
− IF ITT ABOVE 175C MOTOR the engine.
9. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
10. CONDITION LEVER . . . . . . . . . . . . . . . . . . START
11. FUEL STBY PRESS Light . . . . . . . . . . . . . CHECK ON
If light off: Turn FUEL STBY PUMP Switch to OVRD and check
FUEL STBY PRESS Light to illuminate. If light still off, turn op-
posite sides STBY PUMP switch to OVRD and XFEED switch to
ON.
NOTE
Nuisance Configuration warning will occur during Engine Restart
due to temporary loss of Radio Altimeter function.
(Cont’d)
Jun 01/16
code 10 A8−6

23/2 00
PAGE A8−7 exp
Jun 01/16
PROCEDURES

(Cont’d)
12. START switch . . . . . . . . . . . . . . . . . . . . . . . . L or R
Restart UNSUCCESSFUL:
13. CONDITION LEVER . . . . . . . . . . . . . . FUEL OFF

cedure.
Engine restart NORMAL:
NOTE
ENG OIL PRESS light will illuminated on the CWP. Light shall go
out when propeller is unfeathered.
NOTE
ENG OIL BYPASS Light may be on if oil temperature is below
+38C. Light shall go out as temperature increases. Do not in-
crease power until the light goes out and oil pressure is below
100 psi.
13. ENGINE PARAMETERS . . . . . . . . . . . . . . . CHECK
15. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . RESET ON
16. CONDITION LEVER . . . . . . . . . . . . . . . . . . UNFEATHER
17. PROP RPM . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STABI−
LIZED
18. CONDITION LEVER . . . . . . . . . . . . . . . . . . MIN−MAX

19. POWER LEVER . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
20. PROP SYNC switch . . . . . . . . . . . . . . . . . . . ON
21. ICE PROTECTION . . . . . . . . . . . . . . . . . . . AS REQUIRED
CAUTION
Before selecting the BLD VALVE switch to AUTO. Run the engine
for 2 minutes. This is to clear out smoke from possible oil leakage
during windmilling.
22. BLD VALVE and HP VALVE switches . . . . AS REQUIRED
23. RECIRC switches (both) . . . . . . . . . . . . . . . AS REQUIRED
24. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
NOTE
With both engines running normal procedures apply.
Jun 01/16
code 00 A8−7

23/2 10
PAGE A8−7 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
WITHOUT ACAS/TCAS SYSTEM INSTALLED. (Cont’d)

cedure.
NOTE
NOTE
crease power until the light goes out and oil pressure is below 100
psi.
LIZED

CAUTION
during windmilling.
23. RECIRC switches (both) . . . . . . . . . . . . . . . AS REQUIRED
NOTE
Jun 01/16
code 10 A8−7

23/2 20
PAGE A8−7 exp
Jun 01/16
ABNORMAL

(Cont’d)

cedure.
NOTE
NOTE
crease power until the light goes out and oil pressure is below 100
psi.
LIZED

CAUTION
during windmilling.
23. RECIRC switch . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
24. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
NOTE
Jun 01/16
code 20 A8−7

23/2 30
PAGE A8−7 exp
Jun 01/15
ABNORMAL
WITHOUT ACAS/TCAS SYSTEM INSTALLED. (Cont’d)

cedure.
NOTE
NOTE
crease power until the light goes out and oil pressure is below
100 psi.
LIZED

CAUTION
during windmilling.
23. RECIRC switch . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE
Jun 01/16
code 30 A8−7

23/2 00
PAGE A8−8 exp
Jun 01/16
PROCEDURES
ENGINE TRQ and/or ITT OVER LIMIT
1. CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If parameter(s) still above limit:
2. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
− Do not reduce below 20−30%
3. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . T/M then SET
CAUTION
When torque motor has been locked out it cannot be reset without
shutting down the engine.
CAUTION
T/M lock−out on only one engine will cause reduced and asymmet-
ric reverse thrust during roll out.
Consider to lock out the other engine.
4. Shut down engine Page A8−5
ENGINE OIL TEMP ABOVE LIMIT
1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
− Do not reduce below 20−30%
2. Monitor Oil Temp.
If Oil Temp DECREASE:
3. Continue with Reduced Power
Be alert for other engine symptoms like: Engine vibrations −
Oil pressure fluctuations − CHIP DETECT
If Oil Temp still above limit and/or other engine symptoms:
4. Consider to shut down engine Page A8−5
Jun 01/16
code 00 A8−8

COMPRESSOR STALL
− A compressor stall is an aerodynamic interruption of airflow through the compressor. Factors that can in-
crease the stall sensitivity and decrease stall margin are FOD, dirty compressor, unusual flight conditions,
hot gas ingestion or a faulty control system.
− Indications are one or more audible bangs or pops accompanied by a possible increase in ITT and fluctuat-
ing Ng.
− Other operating parameters of the affected engine may decrease.
− If the autocoarsen is ON a compressor stall may trigger the autocoarsen system, especially during decel-
eration from takeoff power to climb power.
− Increasing engine bleed such as ECS and engine anti−ice increases stall margin.
− A compressor stall generally occurs when power is either being increased or decreased.
23/2 00
PAGE A8−9 exp
Jun 01/16
PROCEDURES
COMPRESSOR STALL
*1. CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

− Turn CTOT knob gently fully counter clockwise then select
CTOT switch OFF.
*2. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO
20−30%
− Retard power slowly.
3. BLD/HP VLV sws (aff. side) . . . . . . . . . . . . AUTO
4. ENGINE anti−ice sw (aff.side) . . . . . . . . . . ON
5. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
− Use minimum Vref 111 KIAS
STALL PERSISTS or engine TEMP HIGH or increasing:
cedure.
If no mechanical damage suspected and engine is urgently
required for electrical or pneumatic power supply:
7. RESTART ENGINE. Apply ENGINE Page A8−6
RESTART IN FLIGHT procedure.
8. Operate engine at LOW PWR (Minimum 20−30%). If set-
ting higher power, use slow, smooth movements of the
POWER LEVER.
STALL CLEARED:
6. If an engine proves to be stall sensitive, use slow, smooth
movements of the POWER LEVER when setting power.
7. RESUME NORMAL OPERATION with the above in mind.
− In case stall reoccurs, or if other indica- Page A8−5
tions of engine malfunction, consider to
shut down the engine. Apply ENGINE
SHUT DOWN procedure.
Jun 01/16
code 00 A8−9

23/2 00
PAGE A8−10 exp
Jun 01/16
PROCEDURES
OEI OPERATION
NOTE
If Engine failure occurred during take−off or Climb out, perform nor-
mal CLIMB checklist before continuing with the procedure. This
NOT APPLICABLE TO AIRCRAFT ON
procedure includes normal DESCENT, APPROACH and LANDING

CHECKS.
Fuel Connect Valve Operation

CANADIAN REGISTER.
NOTE
Max fuel unbalance: 200 lbs (90 kg).
1. CONN VALVE switch . . . . . . . . . . . . . . . . . . OPEN
− Check CONN VLV OPEN light to come on.
WHEN FUEL BALANCING NO LONGER REQUIRED:
2. CONN VALVE switch . . . . . . . . . . . . . . . . . . CLOSED
Fuel Crossfeed Operation
1. STBY Pump (feeding side) . . . . . . . . . . . . . OVRD

− Check feeding sides STBY PRESS light to come on.
NOTE
With Fire Handle pulled, feeding sides STBY PRESS light will not
come on.
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check XFEED ON light and receiving sides STBY PRESS
light to come on.
WHEN FUEL CROSSFEED NO LONGER REQUIRED:
3. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. STBY Pump (feeding side) . . . . . . . . . . . . . AUTO
Engine Restart
− If engine restart is considered. Apply the EN- Page A8−6

GINE RESTART IN FLIGHT procedure.
Drift Down
− If Drift Down or One Engine Service Ceiling is based on Bleed

OFF, select BLD VALVE and HP VALVE to OFF when passing
10 000 ft during descent.
(Cont’d)
Jun 01/16
code 00 A8−10

23/2 00
PAGE A8−11 exp
Jun 01/16
PROCEDURES

OEI OPERATION
(Cont’d)
OEI Landing
Descent Check
1. ICE PROTECTION . . . . . . . . . . . . . . . . . . . SET

2. CABIN PRESSURE . . . . . . . . . . . . . . . . . . . SET/CHECK
3. Use Flaps 20 for landing.
4. BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
5. Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . CHECK
REGISTER.
6. Bugs / CTOT . . . . . . . . . . . . . . . . . . . . . . . . . SET

7. Checklist complete.
Flap ACC
20 No − +10 Highest of Mi or 1.15
Yes +10 − Wi+Wi 1.15
Approach Check
1. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD
2. EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . SET
3. CONN VALVE switch/ . . . . . . . . . . . . . . . . . CLOSED/
X FEED switch and STBY pump . . . . . . . . OFF and AUTO
4. HP VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . SET
5. Checklist complete to gear down.
Landing Check
1. LANDING SIGNAL . . . . . . . . . . . . . . . . . . . . GIVEN

2. BLD VALVES and HP VALVES switches . CLOSED
3. LANDING GEAR . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN
4. HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . CHKD
5. PROP SYNC . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. CONDITION LEVERS . . . . . . . . . . . . . . . . . MAX
7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/MAX 20
8. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
Jun 01/16
code 00 A8−11

23/2 10
PAGE A8−11 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES

OEI OPERATION
− WITHOUT CARGO CONFIGURATION. (Cont’d)

OEI Landing
Descent Check

3. Use Flaps 20 for landing.
4. BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
5. Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . CHECK
REGISTER.
6. Bugs / CTOT . . . . . . . . . . . . . . . . . . . . . . . . . SET

Flap ACC
20 No − +10 Highest of Mi or 1.15
Yes +10 − Wi+Wi 1.15
Approach Check
1. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHKD
3. CONN VALVE switch/ . . . . . . . . . . . . . . . . . CLOSED/
X FEED switch and STBY pump . . . . . . . . OFF and AUTO
4. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
5. HP VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. Checklist complete to gear down.
Landing Check
1. LANDING SIGNAL . . . . . . . . . . . . . . . . . . . . GIVEN

3. LANDING GEAR . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN
4. HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . CHKD
5. PROP SYNC . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/MAX 20
8. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
Jun 01/16
code 10 A8−11

23/2 00
PAGE A8−12 exp
Jun 01/16
PROCEDURES
OIL BYPASS light on
1. ENG OIL pressure . . . . . . . . . . . . . . . . . . . . CHECK

ENG OIL pressure WITHIN LIMITS:
2. Continue normal operation with close monitoring of ENG
OIL pressure.
ENG OIL pressure BELOW LIMIT:
2. Continue with ENGINE OIL PRESSURE Page E3−4
LOW procedure.
Jun 01/16
code 00 A8−12

UNCOMMANDED ENGINE OPERATION
NOTE
Small TRQ indicator fluctuations (max 3%) in the form of oscillations or minor movements repeatedly are
acceptable, if fluctuations disappear after a Power Lever (Ng) or Condition Lever (Np) adjustment. Larger
or uncontrollable fluctuations are to be considered as erratic engine operation, to be handled as below.
Uncommanded engine operation may be caused by sensor failure, electrical control failure or mechanical fail-
ure.
The failure may create actual power variations (increase and/or decrease in TRQ, ITT, Ng, PRPM and Fuel
Flow).
The failure may also be indicated on the cockpit instruments as erratic indications only, or some instruments
reading zero (TRQ, ITT, Ng, PRPM and Fuel Flow) without any actual power variation(s). A single fuel flow
gauge indicating zero does not require the use of the UNCOMMANDED ENGINE OPERATION procedure.
Uncommanded engine operation may affect aircraft controllability both in the air and on the ground e.g. during
take off or during landing, depending on the cause of the condition.
In all cases of an UNCOMMANDED ENGINE OPERATION the Torque Motor has to be locked out immedi-
ately and the Autocoarsen System set to OFF.
Minimum VREF of 111 KIAS is required because of higher minimum control speed (VMCA) due to inoperative
autocoarsen system.
If actual power variations continue after the Torque Motor has been locked out, consider to shut down the af-
fected engine.
23/2 00
PAGE A8−13 exp
Jun 01/16
PROCEDURES
UNCOMMANDED ENGINE OPERATION
Indications: Actual power variations and/or large engine instru-

ment fluctuations and/or abnormal or no indication on any of the
engine instruments.
On Ground
1. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT DOWN

In Flight
*1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

(Set 20 − 30%)
− If TRQ indication is lost or unreliable, set PL approx. 1/2”
above FLT IDLE.
CAUTION
Keeping Condition Lever in T/M position will cause a small amount
of fuel to be vented overboard. Make sure that the Condition Lever
is positively returned into Min−Max range and does not remain abo-
ve Max gate.
*2. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . T/M then SET
*3. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
4. Prop. Sync. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Verify indications.
ACTUAL POWER VARIATIONS CONTINUE:
6. Consider to shut down the engine. Page A8−5
Apply ENGINE SHUT DOWN proce-
dure
ABNORMAL INSTRUMENT INDICATION ONLY:
6. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
CAUTION
When the torque motor has been locked out it can not be reset
without shutting down the engine.
CAUTION
T/M lock out on one engine only will cause reduced and asymmet-
ric reverse thrust during roll out. Consider to lock out the other
torque motor before landing.
7. Use minimum VREF of 111 KIAS.
Jun 01/16
code 00 A8−13

PROP RPM OVER LIMIT

− Most probable cause is malfunction of a Pitch Control Unit (PCU) constant propeller speed governor.
− Indications;
 with CL’s matched an uncommanded increase in PRPM on one propeller;
 Torque will decrease slightly on affected engine;
 Other parameters are normal  prop oil pressure normal;
 no unusual vibrations or noise than from unsynchronized pro-
pellers;
 no yaw.
− DO NOT MOVE THE PL, IN ANY DIRECTION, UNTIL THE ”PROP RPM OVER LIMIT” PROCEDURE
HAS BEEN APPLIED, AS THIS MIGHT DECREASE THE PROPELLER PITCH ANGLE AND THEREBY
AGGRAVATE THE SITUATION.
ITT DT SHIFT
The reason for monitoring differences in ITT is to detect a sudden change in engine performance.
The T method is based on comparing ITT between the two engines during each flight and comparing with
a baseline T value. The first T (baseline value) is established after engine replacement, repair, etc. The
baseline value is used to compare the T between the engines during each flight.
The T is defined as the difference between the T baseline and the latest read T value. When the T
exceeds certain threshold values, actions according to the procedure shall be performed.
23/2 00
PAGE A8−14 exp
Jun 01/16
PROCEDURES
PROP RPM OVER LIMIT
CAUTION
Do not move Power Lever until procedure below is carried out:
2. CONDITION LEVER . . . . . . . . . . . . . . . . . . RETARD TO
MIN
PROP RPM UNCONTROLLABLE:
− Check ENG RPM, TEMP and FUEL FLOW to decrease.
cedure.
PROP RPM CONTROLLABLE:
3. Resume normal operation with monitoring of Engine and Pro-
peller indication.
ITT DT SHIFT
DT = Expected DT
DDT = ITT diff from DT
− More DT = ”Hot” eng. gets hotter
− Less DT = ”Cold” eng. gets hotter
1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE <40%
RESET
MATCHED TRQ
2. Adjust TRQ from below / wait 3 minutes.
3. TRESHOLDS / ACTIONS
− If DDT <30C . . . . . . . . . . . . . . . . . . . . . . . NORMAL
− If DDT 30−40C . . . . . . . . . . . . . . . . . . . . . TAKE TREND
DATA. ADVISE
MAINTENANCE
NOTE
Take trend data with eng. A/I OFF and A/I ON.
− If DDT >40C . . . . . . . . . . . . . . . . . . . . . . TAKE MAIN-
TENANCE
ACTION BE-
FORE NEXT
FLIGHT
− AVOID Ng range 80−84% and 94−98% if possible.
Jun 01/16
code 00 A8−14

PROP RPM UNDERSPEED

− Underspeed condition exists if propeller is not able to achieve 1384 PRPM with CL in MAX position, or with
CL’s matched in cruise range an uncommanded decrease occurs on one propeller.
− Verify an underspeed by advancing CL’s to MAX and check PRPM (approx. 1384).
− It is normal that prop speed drops approx. 50 PRPM during landing flare, due to aerodynamic load and de-
creased KIAS i.e. in a normal case from 1384 to approx. 1350, however, in an underspeed condition there
is a possibility that the prop speed will drop to below the bottoming governor speed (1040).
− During landing, if PRPM decreases below 1040 the propeller bottoming governor will activate. After touch
down the aircraft controllability can be affected, depending upon the cause of the propeller underspeed
condition. The T/M lockout position will preclude this possibility.
− Momentarily selecting T/M position disables the propeller bottoming governor.
− The reason to shut down the engine if propeller speed decreases to below 1200 PRPM, is lack of familiar-
ization with aircraft handling characteristic with one propeller operating below normal governor speed.
− See also 17.2, POWER PLANT, Abnormal Procedures, OPERATION IN TORQUE MOTOR LOCKOUT
PROPELLER OIL TEMPERAURE HIGH

− High propeller oil temperature can be the result of prolonged use of Ground Idle at high ambient tempera-
tures on ground. If high propeller oil temperatures are obtained during such conditions, an increase of
torque to Flight Idle will increase the ventilation through the oil cooler and thereby increase the cooling of
the propeller oil. Monitor propeller oil temperature and verify that the temperature decreases. If the temper-
ature does not decrease and has been in the yellow temperature band for 15 minutes, shut down the en-
gine.
23/2 00
PAGE A8−15 exp
Jun 01/16
PROCEDURES
PROP RPM UNDERSPEED
INDICATION:
Uncommanded decrease in PRPM on one propeller with CL’s
matched in the MIN−MAX range or inability to achieve MAX PRPM
(1384) with CL’s in MAX position.
CAUTION
Keeping condition lever in T/M position will cause fuel to be vented
overboard.
1. Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Prop Underspeed Condition . . . . . . . . . . . . VERIFIED
3. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/M then SET
− Push Condition Lever to MAX, then lift up and push hard into
T/M, then pull back to approx. half between MAX−MIN, then
set desired PRPM.
− When the torque motor has been locked out it can not be reset
without shutting down the engine. Reduced and asymmetric
reverse thrust will be obtained during rollout. Consider to lock
out the other torque motor before landing.
4. If PRPM decreases below 1200, shut Page A8−5
down engine prior to landing. Apply EN-
GINE SHUT DOWN procedure.
PROPELLER OIL TEMPERATURE HIGH or LOW
− Actual PGB oil system abnormal operation is usually preceded by

fluctuating and gradually increasing or decreasing indications.
− An indicating system abnormalities usually result in sudden full
scale deflection of gage reading.
1. Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Monitor propeller operation and responsiveness. If accompan-
ied by other abnormalities (sound, oil pressure fluctuations,
PRPM vibrations, SHUT DOWN ENGINE immediately.
Apply ENGINE SHUT DOWN procedure. Page A8−5
Jun 01/16
code 00 A8−15

AUTO COARSEN FAULT

− Use of a min VREF of 111 KIAS is because of the higher minimum control speed without autocoarsen sys-
tem.
23/2 00
PAGE A8−16 exp
Jun 01/16
PROCEDURES
AUTO COARSEN FAULT
1. AUTOCOARS TEST switch . . . . . . . . . . . . RST

NORMAL indications:
ABNORMAL indications:
2. AUTOCOARSEN switch . . . . . . . . . . . . . . . OFF
3. Use a Minimum VREF 111 KIAS.
CHIP DETECT light on
1. Reduce power to the lowest level consistent with safe opera-

tion, but not below 20−30% Monitor affected engine.
2. If other engine parameters start to deviate from normal,con-
sider to shut down the engine.
Apply ENGINE SHUT DOWN procedure. Page A8−5
Jun 01/16
code 00 A8−16
ABNORMAL CHECKLIST
9. Oxygen
23/2
PAGE A9−0
Jun 01/16

23/2 00
PAGE A9−1 exp
Jun 01/16
PROCEDURES
OXYGEN light on
− WITHOUT CARGO CONFIGURATION. 1. PASS OXYGEN valve . . . . . . . . . . . . . . . . . CLOSE

− Flip down to close.
2. DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
− Descend to safe altitude for flight without oxygen.
Jun 01/16
code 00 A9−1

23/2 10
PAGE A9−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
OXYGEN light on
− Descend to safe altitude for flight without oxygen.
Jun 01/16
code 10 A9−1
ABNORMAL CHECKLIST
10. Air Data
23/2
PAGE A10−0
Jun 01/16

23/2 00
PAGE A10−1 exp
Jun 01/16
PROCEDURES
STATIC PRESSURE FAULT
When any significant discrepancies exist between different alti-

meters and airspeed indicators:
NOTE
This procedure can not be used for a fault (leakage) in the standby
system.
1. Close L and R STATIC PRESS SHUTOFF VALVES.
CAUTION
A leakage in the right system may affect the cabin pressurization
control. Be prepared to use MAN mode for cabin press control.
AIR DATA COMPUTER FAILURE
INDICATIONS:
Left Airspeed, Altitude and Vertical Speed Red Flags. L and R air
data information red flagged on EFIS.
1. Cb F−15, F−14 (ADC L ASI/ALTIM) . . . . . PULL/RESET
2. Cb J−27 (PROBE HEAT L PITOT) . . . . . . PULL/RESET
3. If function still not restored, EFIS attitude and heading accur-
acy is reduced. Monitor on non AIR DATA COMPUTER de-
pendent instrument.
Jun 01/16
code 00 A10−1
ABNORMAL CHECKLIST
11. Autopilot
23/2
PAGE A11−0
Jun 01/16

23/2 00
PAGE A11−1 exp
Jun 01/16
PROCEDURES
MISTRIM INDICATION
INDICATION:
AIL, EL or RUD yellow mistrim indication on EFIS.
NOTE
Temporary EL mistrim indication during Flap operation is normal.
CAUTION
Be prepared for trim transients when disengaging the autopilot.
1. AUTOPILOT and YAW DAMPER . . . . . . . DISENGAGE
2. Retrim affected channel.
3. AUTOPILOT and YAW DAMPER . . . . . . . ENGAGE
NORMAL INDICATION:
AIL or EL mistrim indication:
4. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . DISENGAGE
− Use only YAW DAMPER.
RUD mistrim INDICATION:
Jun 01/16
code 00 A11−1
ABNORMAL CHECKLIST
12. Doors
23/2
PAGE A12−0
Jun 01/16

23/2 00
PAGE A12−1 exp
Jun 01/16
PROCEDURES
CARGO DOOR light on
UNABLE to pressurize cabin:

1. Regard the door as unsafe.
2. Land at nearest suitable airport.
NORMAL Cabin pressurization:
1. Regard the door as safe.
MAIN DOOR and/or MAIN DOOR HANDLE

light on
CAUTION
Approach the door with caution and never touch the door handle.
1. Make a visual check of the two door INDEXES through the
door sight windows.
One or both index NOT ALIGNED:
2. Regard the door as unsafe.
3. Reduce cabin diff pressure if possible.
4. If feasible evacuate seats adjacent to the main door.
Both index ALIGNED:
2. Regard the door as safe.
CREW HATCH light on
1. Crew Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Hatch NOT CLOSED:
When conditions permit.
2. Crew Hatch . . . . . . . . . . . . . . . . . . . . . . CLOSE
Hatch CLOSED:
2. Regard the hatch as safe.
Jun 01/16
code 00 A12−1
ABNORMAL CHECKLIST
13. EFIS
23/2
PAGE A13−0
Jun 01/16

23/2 00
PAGE A13−1 exp
Jun 01/16
PROCEDURES
EFIS FAILURE / DISTURBANCES
INDICATION:
EFIS totally black, blurred, fluctuates, flickers or distorted.
1. GEN Voltage . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
GEN Voltage LOW (below 26 V):
Apply procedure DC VOLTAGE LOW. Page A2−6
EADI AND EHSI failure:

− Total loss of presentation (black screen), blurred or distorted
picture on EADI and EHSI.
2. EFIS switch . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
EADI OR EHSI failure:
− Total loss of presentation (black screen), blurred or distorted
picture on the EADI or EHSI.
2. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . ADI REV or
HSI REV
− Switch towards operating display.
If composite mode comes on without any failure:
3. Cb for failed display . . . . . . . . . . . . . . . PULL
Left side: Right side:
L ADI G−16 R ADI N−14
L HSI G−15 R HSI N−13
If failure remains when in composite mode:
3. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
− ADI REV or HSI REV back to NORM.
4. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
Jun 01/16
code 00 A13−1

23/2 00
PAGE A13−2 exp
Jun 01/16
PROCEDURES

ATT and/or HDG RED FLAG
WITHOUT UNIVERSAL FMS INSTALLED.

In Flight
If any of the RED ATT and/or HDG flags comes on:

1. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . XSIDE DATA
− Opposite side AHRS is now supplying the same attitude and
heading information to both sides EADI and EHSI.
− Pitch, Roll and Heading comparator cautions are inhibited.
− Autopilot is not possible to use.
2. Crosscheck aircraft attitude frequently on Standby horizon.
On Ground
If RED flags ATT on EADI and/or RED HDG on EHSI are not
cleared after approx. 70 seconds.
1. Park aircraft
2. CB’s AHC AVION and BAT (affected side) PULL/RESET
CBs:
Left side: F−12 AHC1 AVION, F−11 AHC1 BAT
Right side: M−10 AHC2 AVION, M−11 AHC2 BAT
After approximately 70 seconds
3. Check EADI and EHSI for normal presentation and no RED
ATT and no RED HDG flag
− Yellow HDG flag may be removed by momentarily pressing
the HDG slave button.
− Wait 2 minutes before take−off.
NOTE
If any flag is still not cleared consult MEL.
Jun 01/16
code 00 A13−2

23/2 10
PAGE A13−2 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
ATT and/or HDG RED FLAG

In Flight
If any of the RED ATT and/or HDG flags comes on:

1. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . XSIDE DATA
− Opposite side AHRS is now supplying the same attitude and
UNIVERSAL FMS INSTALLED.
heading information to both sides EADI and EHSI.

− Pitch, Roll and Heading comparator cautions are inhibited.
− Autopilot is not possible to use.
− If left AHRS failed, the FMS is also inoperative
2. Crosscheck aircraft attitude frequently on Standby horizon.
On Ground
If RED flags ATT on EADI and/or RED HDG on EHSI are not
cleared after approx. 70 seconds.
1. Park aircraft
2. CB’s AHC AVION and BAT (affected side) PULL/RESET
CBs:
Left side: F−12 AHC1 AVION, F−11 AHC1 BAT
Right side: M−10 AHC2 AVION, M−11 AHC2 BAT
After approximately 70 seconds
3. Check EADI and EHSI for normal presentation and no RED
ATT and no RED HDG flag
− Yellow HDG flag may be removed by momentarily pressing
the HDG slave button.
− Wait 2 minutes before take−off.
NOTE
If any flag is still not cleared consult MEL.
Jun 01/16
code 10 A13−2

AVIONICS light on
HDG slave button

When momentarily pressed and released.
− The AHRS magnetic heading will be fast slaved to the present flux detector readout.
− HDG slave is inhibited with autopilot engaged.
23/2 00
PAGE A13−3 exp
Jun 01/16
PROCEDURES
AVIONICS light on
INDICATIONS:
PTCH, ROLL, FD, HDG, RA, GS or LOC yellow flag on EFIS
(comparator caution).
1. Compare LEFT and RIGHT side with STANDBY instrument to
establish faulty side.
CAUTION
Avoid to slave heading with HDG SLAVE button when standing on
runways/taxiways with magnetic disturbance or when flying in tur-
bulent air.
Jun 01/16
code 00 A13−3
ABNORMAL CHECKLIST
14. Fire Protection
23/2
PAGE A14−0
Jun 01/16

23/2 00
PAGE A14−1 exp
Jun 01/16
PROCEDURES
Engine FIRE DET FAIL light on
1. MONITOR engine parameters closely during remainder of

flight.
Jun 01/16
code 00 A14−1
ABNORMAL CHECKLIST
23/2
PAGE A15−0
Jun 01/16

23/2 00
PAGE A15−1 exp
Jun 01/16
PROCEDURES
WARNING SYSTEM ABNORMALITIES
IMPROVED STALL WARNING SYSTEM (MOD NO 3529.

INDICATION:
White status light on TEST1 panel remains ON.
NOTE
Illogical combinations of warnings and cautions lights may occur.
1. Warning System c/b’s . . . . . . . . . . . . . . . . . PULL/RESET
− E−6 (CHAN 1); L−5 (CHAN 2).
− Max 2 reset attempts.
LIGHT OFF:
LIGHT ON:
2. Notify maintenance.
Jun 01/16
code 00 A15−1

23/2 10
PAGE A15−1 exp
Jun 01/16
ABNORMAL
ABNORMAL CHECKLIST
PROCEDURES
WARNING SYSTEM ABNORMALITIES
IMPROVED STALL WARNING SYSTEM (MOD NO 3529.

INDICATION:
White status light on TEST1 panel remains ON.
NOTE
Illogical combinations of warnings and cautions lights may occur.
1. Warning System c/b’s . . . . . . . . . . . . . . . . . PULL/RESET
− E−6 (CHAN 1); L−5 (CHAN 2).
− Max 2 reset attempts.
LIGHT OFF
LIGHT ON
2. Notify maintenance.
ICE SPEED LIGHT ABNORMALITIES
ICE SPEED light does not come on when it should, or comes on

when it should not:
1. Use ice speeds and increase speed awareness.
Jun 01/16
code 10 A15−1
ABNORMAL CHECKLIST
23/2
PAGE A16−0
Jun 01/16

23/2 00
PAGE A16−1 exp
Jun 01/16
PROCEDURES
F/D and A/P DIAGNOSTICS
If failure with the FD/AP system occurs, perform FCS DIA-

GNOSTICS and note REPAIR, AP DIS, YD DIS, AP ENG and
YD ENG codes in the Aircraft Logbook.
NOTE
Electrical power to the AVION busses must not be interrupted. Do
not select L or R AVION switches OFF and ensure electrical power
by generator(s) or external power.
1. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− The EFIS switches are located under the cover on TEST 2
panel.
2. RA TST button . . . . . . . . . . . . . . . . . . . . . . . PRESS
− The RA TST buttons on the DISPLAY CONTROL PANEL.
3. EFIS switch and RA TST button . . . . . . . . RELEASE
− FCS DIAGNOSTICS in red comes up on EADI and EHSI ON
AFFECTED SIDE.
4. ANY THREE MODE SELECTOR BUT-
TONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTAN-
EOUSLY
PRESS FOR 3
SECONDS
− REPORT MODE comes up on EADI and EHSI.
− To Display YD DIS and YD ENG CODE.
5. On MODE SELECT PANEL . . . . . . . . . . . . MOVE THE
CURSOR
DOWN TO
THIRD LINE BY
MOMENTARILY
PRESSING ANY
MODE BUT-
TON.
6. Use PITCH WHEEL on AP CONTROL PANEL to display
YD DIS CODE. The codes roll over in alphabetic order.
− Operate wheel momentarily DN or UP to slowly roll codes.
7. On MODE SELECT PANEL . . . . . . . . . . . . MOVE THE
CURSOR
DOWN TO
FIFTH LINE.
8. Use PITCH WHEEL on AP CONTROL PANEL to display
YD ENG CODE.
(Cont’d)
Jun 01/16
code 00 A16−1

23/2 00
PAGE A16−2 exp
Jun 01/16
PROCEDURES
F/D and A/P DIAGNOSTICS
(Cont’d)
9. NOTE IN THE AIRCRAFT LOGBOOK:
LEFT RIGHT
REPAIR=CODE
AP DIS=CODE
> YD DIS=CODE
AP ENGCODE
=
> YD ENGCODE
=
To Disengage FCS DIAGNOSTICS
10. A/P DISC button . . . . . . . . . . . . . . . . . . . . . . PRESS

11. EFIS switch (affected side) . . . . . . . . . . . . . PRESS
Jun 01/16
code 00 A16−2
ABNORMAL CHECKLIST
17. Windows
23/2
PAGE A17−0
Jun 01/16

WINDOW CRACKS
Cockpit windshields
The cockpit windshields are multi−layered. If there is a crack, it is more likely to occur to the outer layer. This
layer does NOT affect the structural integrity of the windshields.
Cracking is sometimes preceded by a noticeable “foggy” appearance; it is sometimes accompanied by a loud
noise.
If the windshield ice protection is ON, the affected windshields ice protection caution light may come on,
together with CWP ICE PROT light.
Placing a solid object − such as a pencil − next to the affected pane and looking at its reflection may help con-
firm that cracking is limited to the exterior glass layer.
NOTE
If vision is impaired, consider diversion if the destination airport:
− has low Meteorological Visibility or marginal Weather.
− is Busy.
− is Uncontrolled.
CAUTION
If it is difficult to confirm where the crack is, assume it is in an inner layer, in which case cabin diff pressure
should be reduced.
Cabin windows
The cabin windows are of a single−layer type, and a crack should be considered structural damage.
NOTE
The non−structural, thin plastic pane mounted on the cabin side panel does not affect structural integrity,
and cracks here are only of cosmetic consideration.
23/2 00
PAGE A17−1 exp
Jun 01/16
PROCEDURES
WINDOW CRACK IN COCKPIT
1. Cabin DIFF PRESS and RATE . . . . . . . . . Confirm no

change.
Is the crack in the outer layer only?
Yes No
(or not possible
2. ICE PROTECTION
to decide)
for affected window . . . . . . . OFF
2. Cabin DIFF PRESS . . . . . . . . . . . . . . . REDUCE

− Set LDG ELEV to higher altitude, but not higher than
10 000 ft.
3. ICE PROTECTION switch
for affected window . . . . . . . . . . . . . . . OFF
WINDOW CRACK IN CABIN
1. Cabin DIFF PRESS and RATE . . . . . . . . . Check
Is there a loss of cabin pressure?
Yes No
2. Apply RAPID DEPRESSURIZA-

Page E2−1
TION − EMERGENCY DESCENT
procedure.
3. End of Procedure.
2. Cabin DIFF PRESS . . . . . . . . . . . . . . . REDUCE

− Set LDG ELEV to higher altitude, but not higher than
10 000 ft.
3. If feasible, move pax away from affected window(s)
Jun 01/16
code 00 A17−1
Aircraft Operations Manual EMERGENCY PROCEDURES
CONTENTS
Emergency Procedures
24/1 Introduction
24/2 Emergency Checklist (with expanded checklist)
24/3 Emergency Landing/Evacuation
24/4 Cabin Smoke/Fire
24/5 Air Leak and Rapid Decompression
24/6 Suspect Device
24 −CONTENTS
PAGE 1
Sep 30/15
24 −CONTENTS
PAGE 2
Sep 30/15

Introduction
1. GENERAL Any circuit breaker, except those listed below, which

has opened during flight operation and is accessible
The Malfunction, (Abnormal and Emergency)
to the flight crew, may be reset once. Should the
checklists are intended to be performed in a read−
same c/b open again, it shall be left open for the
and−do manner and as such need not be com-
rest of the flight, unless further reset attempts are
mitted to memory. The only exception is recall
allowed according to the Malfunction checklists.
(memory) items indicated by a star (*) in the check-
list. The number of recall items has been kept to a Reset is not allowed on the following circuit break-
minimum. ers:
It is expected that the flight crew possesses suffi- J−16 (L STBY PUMP PWR)
cient knowledge to select correct checklist. The J−15 (L STBY PUMP CONTROL)
flight crew is further expected to have thorough un- J−13 (L QTY)
derstanding of what is accomplished by performing R−13 (R STBY PUMP PWR)
a certain item in the checklist. Checklist items not R−14 (R STBY PUMP CONTROL)
considered obvious and other relevant operational R−12 (R QTY)
aspects are presented on the page preceding the
It is recommended that these circuit breakers are
checklist.
color coded to prevent an unintentional c/b reset.
It is not possible to cover all combinations of Mal-
Malfunction procedures include speed increments
function in checklists, and with some exceptions, it
for increase of VREF if the malfunction has impact
only covers single failures. If multiple unrelated fail-
on maneuverability or stall speed. In these cases
ures should occur, the flight crew may have to com-
there is also given a Landing Distance Factor
bine in parts or in whole different checklists and to
(LDF), however, no LDF is given for speed incre-
exercise good judgement to determine the safest
ments not exceeding 10 kt relative normal Flap
course of action.
20/35 landing.
WHEN A MALFUNCTION IS EXPERIENCED, IT
The LDF stated for a certain malfunction is always
SHALL BE POSITIVELY IDENTIFIED BEFORE
related to demonstrated landing distance if not
ANY ACTION IS TAKEN AND UNDER NO CIR-
otherwise explicitly stated. Accordingly a Distance
CUMSTANCES SHALL CONTROL OF THE AIR-
Factor below 1.67 will result in a landing distance
CRAFT BE COMPROMISED.
not exceeding the required landing field length. It is
PRIOR TO SHUTTING DOWN OR SWITCHING the responsibility of each individual operator and the
OFF VITAL ITEMS LIKE ENGINE, FUEL, GENER- Pilot−in−Command to decide what relationship be-
ATOR ETC. THE APPROPRIATE LEVER, HAN- tween landing distance and available landing field
DLE OR SWITCH SHALL BE VERIFIED BY BOTH length shall be acceptable under these circum-
PILOTS. No annotations specifying these items are stances.
included in the checklists.
Some malfunction speed increments include the 10
UNLESS OTHERWISE INDICATED IN THE kt ice increment. This is due to the nature of the
CHECKLISTS, MANIPULATION OF LEVERS, malfunction. If not included this is given as an addi-
SWITCHES ETC REFERS TO THE AFFECTED tional 10 kt VREF−increase in the checklist.
ENGINE AND/OR SYSTEM.
24/1
PAGE 1
Sep 30/15

Introduction
2. CHECKLIST TERMINOLOGY
NOTE
When a procedure calls for the POWER to be 2.1 Definitions
REDUCED the continued operation should be
In some emergency checklists, there is a recom-
regarded as One Engine Inoperative (OEI)
mendation to terminate the flight − ”land at nearest
Operation which includes landing at the nearest
suitable airport” or ”LAND as soon as possible”.
suitable airport using OEI configuration and land-
ing speeds. Set power to 20−30% on the bad ”nearest suitable airport” means to land at the
engine to reduce propeller drag; maintain this nearest airport, depending on circumstances, which
power until landing flare where both power levers has the required weather situation and necessary
should be retarded as for a normal landing. facilities.
Should circumstances require additional power, ”LAND as soon as possible” is used for urgent
do not hesitate to use both engines as required. malfunctions, such as fire, smoke etc.
Set CL to MAX before landing, since landing dis-
tances are based on this. In addition, if the CL is
in a position other than MAX with a running gas
generator, aircraft characteristics during landing
will differ from what is normally experienced dur-
ing training.
For the go−around case, plan as for a OEI−
go−around. Should a go−around become neces-
sary, do not hesitate to use both engines; howev-
er, make configuration changes and use speeds
as for OEI−operation.
NOTE
After an engine Malfunction has been rectified,
e.g. an engine has been shut down, restarted
and running normally, NORMAL PROCEDURES
apply.
The above also applies, if an engine which in
accordance with Malfunction Procedures has
been operated on REDUCED POWER
(20−30 %), and power in accordance with proce-
dures, has then been restored.
When restoring power on one engine make sure
that the AUTOCOARSEN switch is in OFF posi-
tion, until both PLs are at approximately the
same power lever angle (PLA) − then NORMAL
PROCEDURES apply. (see also 17/2 page 32).
24/1
PAGE 2
Sep 30/15
EMERGENCY CHECKLIST
0. Contents
24/2
PAGE E0−0
Jun 01/16

Expanded Emergency Checklist
24/2 00
PAGE E0−1 exp
Jun 01/16
EMERGENCY CHECKLIST EMERGENCY
PROCEDURES
Page
1. Fire / Smoke
WITHOUT PROPELLER BRAKE INSTALLED.
ENGINE FIRE E1−1
AIR CONDITIONING SMOKE E1−2
AVIONIC or ELECTRICAL SMOKE or FIRE E1−3
LAVATORY SMOKE E1−5
TAIL PIPE HOT light on E1−6
CARGO COMPARTMENT SMOKE E1−7
SMOKE REMOVAL E1−9

RAPID DEPRESSURIZATION − EMERGENCY DESCENT E2−1
CABIN PRESSURE WARNING E2−2
3. Power Plant
BOTH ENGINES FLAME OUT E3−1
ENGINE FAILURE E3−3
ENGINE OIL PRESSURE LOW E3−4
PROPELLER OIL PRESSURE LOW E3−5
PROPELLER OIL PRESSURE HIGH E3−6
UNUSUAL VIBRATIONS E7−9
4. Flight Controls
ELEVATOR SYSTEM JAMMED E4−1
AILERON SYSTEM JAMMED E4−3
5. Electrical
LOSS OF BOTH GENERATORS (both engines running) E5−1
ELECTRICAL LOAD REDUCTION E5−4
6. Autopilot
AUTOTRIM light on E6−1
7. Various Emergencies
EMERGENCY EVACUATION E7−1
EMERGENCY LANDING E7−2
DITCHING E7−4
SUSPECT DEVICE FOUND ON BOARD E7−6
DISTRESS CALL E7−7
EMERGENCY ANNOUNCEMENT E7−7
TRANSPONDER CODES E7−7
FLIGHT IN VOLCANIC ASH E7−8
Jun 01/16
code 10
code 00 E0−1

24/2 10
PAGE E0−1 exp
Jun 01/16
PROCEDURES
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH 1. Fire / Smoke

ENGINE FIRE E1−1
AIR CONDITIONING SMOKE E1−2
AVIONIC or ELECTRICAL SMOKE or FIRE E1−3
PROPELLER BRAKE INSTALLED.
LAVATORY SMOKE E1−5

TAIL PIPE HOT light on E1−6
CARGO COMPARTMENT SMOKE E1−7
SMOKE REMOVAL E1−9

RAPID DEPRESSURIZATION − EMERGENCY DESCENT E2−1
CABIN PRESSURE WARNING E2−2
3. Power Plant
BOTH ENGINES FLAME OUT E3−1
ENGINE FAILURE E3−3
PROP BRAKE FAULT E3−4
ENGINE OIL PRESSURE LOW E3−4
PROPELLER OIL PRESSURE LOW E3−5
PROPELLER OIL PRESSURE HIGH E3−6
4. Flight Controls
ELEVATOR SYSTEM JAMMED E4−1
AILERON SYSTEM JAMMED E4−3
5. Electrical
LOSS OF BOTH GENERATORS (both engines running) E5−1
ELECTRICAL LOAD REDUCTION E5−4
6. Autopilot
AUTOTRIM light on E6−1
EMERGENCY EVACUATION E7−1
EMERGENCY LANDING E7−2
DITCHING E7−4
SUSPECT DEVICE FOUND ON BOARD E7−6
DISTRESS CALL E7−7
EMERGENCY ANNOUNCEMENT E7−7
TRANSPONDER CODES E7−7
FLIGHT IN VOLCANIC ASH E7−8
Jun 01/16
code 10
code 10 E0−1
EMERGENCY CHECKLIST
1. Fire / Smoke
24/2
PAGE E1−0
Jun 01/16

ENGINE FIRE
− Fire indication:
 Fire bell
 L/R ENG FIRE CWP light
 L/R ENG fire handle light
− The electrical feather pump which is activated with the PROPELLER PUMP switch will overheat if acti-
vated more than 30 seconds.
− If fire on ground, and away from block, turn the aircraft to get fire away from the fuselage. Perform the
EMERGENCY EVACUATION procedure. Page E7−1
− Set TCAS to TA ONLY since performance on one engine is not enough to follow a climbing RA maneuver.
− Do not attempt to restart the engine.
24/2 00
PAGE E1−1 exp
Jun 01/16
PROCEDURES

ENGINE FIRE
*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO

20−30%

*3. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . PULL

*4. FIRE EXTG switch . . . . . . . . . . . . . . . . . . . . ON
− If fire indication still on after 30 seconds − discharge
CANADIAN REGISTER.
FIRE EXTG opposite side.

CAUTION
If the propeller has not feathered set AUTOCOARSEN switch to
NOTE
Following an engine shut down it is required to disconnect the AP
and re−trim the a/c before re−engagement of the AP.
5. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. ICE PROTECTION PROP and ENGINE
switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CHECK
CLOSED
11. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
13. LAND as soon as possible.

Jun 01/16
code 10
code 00 E1−1

ENGINE FIRE
− Fire indication:
 Fire bell
 L/R ENG FIRE CWP light
 L/R ENG fire handle light
− The electrical feather pump which is activated with the PROPELLER PUMP switch will overheat if acti-
vated more than 30 seconds.
− If fire on ground, and away from block, turn the aircraft to get fire away from the fuselage. Perform the
EMERGENCY EVACUATION procedure. Page E7−1
− Do not attempt to restart the engine.
24/2 10
PAGE E1−1 exp
Jun 01/16
PROCEDURES
WITHOUT ACAS/TCAS SYSTEM INSTALLED. ENGINE FIRE

*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO

20−30%

*3. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . PULL
*4. FIRE EXTG switch . . . . . . . . . . . . . . . . . . . . ON
− If fire indication still on after 30 seconds − discharge
CANADIAN REGISTER.
FIRE EXTG opposite side.

CAUTION
If the propeller has not feathered set AUTOCOARSEN switch to
OFF and set PROPELLER PUMP to MAN FEATHER. Hold the
switch until the propeller is in the full feathered position.
NOTE
5. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. ICE PROTECTION PROP and ENGINE
switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CHECK
CLOSED

Jun 01/16
code 10
code 10 E1−1

AIR CONDITIONING SMOKE
− To clear mask and goggles of smoke, turn emergency selector to ON and pull out the vent valve knob
(Section 6/2.1).
− In poor visibility, use flashlights.
− When deemed possible, set the oxygen selector to NORMAL. Leaving the selector in 100% will result in a
much faster depletion of oxygen. Oxygen for smoke protection (100% position) is according to the regula-
tions required to be available for minimum15 min.
− Set both RECIRC switches to OFF; this makes it easier to establish which air conditioning pack is creating
smoke and to prevent recirculation of contaminated air.
24/2 00
PAGE E1−2 exp
Jun 01/16
PROCEDURES
− WITHOUT CARGO CONFIGURATION. *1. OXYGEN MASKS and REGULATORS . . ON and 100%
*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON

*3. COMMUNICATION . . . . . . . . . . . . . . . . . . . ESTABLISH
4. PASSENGER OXYGEN VALVE . . . . . . . . CHECK
CLOSED
While proceeding with the procedure below, prepare to land
without delay at the nearest suitable airport.
6. DETERMINE which BLEED SYSTEM that is creating smoke.
Wait 3 minutes with respective pack off to decide if smoke is
decreasing or stops.
− If smoke in CABIN and COCKPIT
R BLD VALVE and R HP VALVE switches CLOSED
− If smoke in CABIN only
L BLD VALVE and L HP VALVE switches CLOSED
Smoke PERSISTS
7. Apply SMOKE REMOVAL proced- Page E1−9
ure.
Smoke DECREASING or STOPS
Jun 01/16
code 10
code 00 E1−2

− To clear mask and goggles of smoke, turn emergency selector to ON and pull out the vent valve knob
(Section 6/2.1).
− In poor visibility, use flashlights.
− When deemed possible, set the oxygen selector to NORMAL. Leaving the selector in 100% will result in a
much faster depletion of oxygen. Oxygen for smoke protection (100% position) is according to the regula-
tions required to be available for minimum15 min.
− Set both RECIRC switches to OFF; this makes it easier to establish which air conditioning pack is creating
smoke and to prevent recirculation of contaminated air.
24/2 10
PAGE E1−2 exp
Jun 01/16
PROCEDURES
*1. OXYGEN MASKS and REGULATORS . . ON and 100%

*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON


5. DETERMINE which BLEED SYSTEM that is creating smoke.
Wait 3 minutes with respective pack off to decide if smoke is
decreasing or stops.
− If smoke in CABIN and COCKPIT
R BLD VALVE and R HP VALVE switches CLOSED
− If smoke in CABIN only
L BLD VALVE and L HP VALVE switches CLOSED
Smoke PERSISTS
6. Apply SMOKE REMOVAL proced- Page E1−9
ure.
Smoke DECREASING or STOPS
Jun 01/16
code 10
code 10 E1−2

AVIONIC or ELECTRICAL SMOKE or FIRE

INDICATION: AVIONIC SMOKE CWP light and/or actual avionic or electrical smoke or fire.
− Switch off both RECIRC switches; this makes it easier to establish the smoke creating source.
− If it can be determined that a certain Avionic or electrical unit is creating smoke, turn off this unit.
− If the affected circuit can not be located the procedure calls for isolation.
− When circuits are turned OFF and ON, in order to isolate and locate an affected circuit, pausing in be-
tween is necessary. It takes some time for smoke to disappear or reappear.
− Before switching OFF L and R AVIONIC: disconnect the Autopilot and start flying on the standby instru-
ment. When L and R AVIONIC are switched OFF all EFIS presentation will be lost and the screens turn
black along with most of the left side’s Flight Instruments. HDG information is only available from the
standby compass (the AHRS systems are backup supplied from the HOT BAT busses for 11 minutes).
NAV information is only available from STBY VOR/ILS indicator.
− Possible cabin smoke source can be switched OFF at the cabin lighting panel by the C/A.
− If AVIONIC switch/switches are OFF for more than 11 minutes AHRS will drop off line. If reinitialization is
required, establish Aircraft in stabilized level flight during reinitialization (approximately 70 sec.).
− Even when a smoke creating source has been isolated it may take a while until smoke disappears/smoke
warning goes out.
24/2 00
PAGE E1−3 exp
Jun 01/16
PROCEDURES

− WITHOUT ACARS SYSTEM INSTALLED.
*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON

CLOSED
Affected circuit CAN be located
6. Affected circuit . . . . . . . . . . . . . . . . . . ISOLATE
7. Extinguish fire (if any). See GENERAL NOTE below.
Affected circuit CAN NOT be located
6. In an extreme smoke situation open cockpit door to improve
visibility in cockpit.
7. Establish trimmed flight on STBY instruments.
8. VHF COM 1/NAV 1 . . . . . . . . . . . . . . . . . . . SELECT
NOTE
When proceeding with pos. 10, the following will result.
− Rudder Limiter inoperative.
10. L and R AVION switches (both) . . . . . . . . . OFF
Fire or smoke DECREASES OR STOPS
11. Try to restore one side by selecting L/R AVION
switches ON (one at a time).
12. AVION switch (affected side) . . . . . OFF
Fire or smoke PERSISTS
11. L and R AVION switches (both) . . . . . . . . . ON
13. ESS AVION switch . . . . . . . . . . . . . . . . . . . . OFF
(Cont’d)
Jun 01/16
code 10
code 00 E1−3


− Switch off both RECIRC switches; this makes it easier to establish the smoke creating source.
− When circuits are turned OFF and ON, in order to isolate and locate an affected circuit, pausing in between
is necessary. It takes some time for smoke to disappear or reappear.
warning goes out.
24/2 10
PAGE E1−3 exp
Jun 01/16
PROCEDURES
*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON
− WITH ACARS SYSTEM INSTALLED.

CLOSED
visibility in cockpit.
NOTE
14. ACARS c/b’s . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− R c/b’s panel position N18 & N19.
(Cont’d)
Jun 01/16
code 10
code 10 E1−3


− Switch off RECIRC switch; this makes it easier to establish the smoke creating source.
− When circuits are turned OFF and ON, in order to isolate and locate an affected circuit, pausing in be-
tween is necessary. It takes some time for smoke to disappear or reappear.
warning goes out.
− When opening the cockpit door in an extreme smoke situation it can be expected that the smoke is dense
enough to activate cargo smoke warning in the cargo compartment.
24/2 20
PAGE E1−3 exp
Jun 01/16
PROCEDURES

*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON

visibility in cockpit. Cargo smoke warning can be expected.
NOTE
(Cont’d)
Jun 01/16
code 10
code 20 E1−3


− Switch off RECIRC switch; this makes it easier to establish the smoke creating source.
− When circuits are turned OFF and ON, in order to isolate and locate an affected circuit, pausing in between
is necessary. It takes some time for smoke to disappear or reappear.
warning goes out.
− When opening the cockpit door in an extreme smoke situation it can be expected that the smoke is dense
enough to activate cargo smoke warning in the cargo compartment.
24/2 30
PAGE E1−3 exp
Jun 01/16
PROCEDURES

*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON

visibility in cockpit. Cargo smoke warning can be expected.
NOTE
13. ACARS c/b’s . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− R c/b’s panel position N18 & N19.
(Cont’d)
Jun 01/16
code 10
code 30 E1−3

24/2 00
PAGE E1−4 exp
Jun 01/16
PROCEDURES

14. ESS AVION switch . . . . . . . . . . . . . . . . . . . . ON
15. Apply SMOKE REMOVAL procedure. Page E1−9

GENERAL NOTE:
Whenever the smoke−creating circuit has been located and isolated,
consider using a hand fire extinguisher to cap the source. Before
discharging the agent into the avionics rack, pull c/b VENT AVION
PWR (G11) to reduce avionic rack ventilation to a minimum.
Jun 01/16
code 10
code 00 E1−4

24/2 10
PAGE E1−4 exp
Jun 01/16
PROCEDURES



16. ACARS c/b’s (N18 & N19) . . . . . . . . . . . . . RESET

GENERAL NOTE:
Jun 01/16
code 10
code 10 E1−4

24/2 20
PAGE E1−4 exp
Jun 01/16
PROCEDURES

(Cont’d)

GENERAL NOTE:
Jun 01/16
code 10
code 20 E1−4

24/2 30
PAGE E1−4 exp
Jun 01/16
PROCEDURES
(Cont’d)

15. ACARS c/b’s (N18 & N19) . . . . . . . . . . . . . RESET


GENERAL NOTE:
Jun 01/16
code 10
code 30 E1−4

LAVATORY SMOKE
− Pull the Cb’s to remove all electrical power supply to the lavatory.
− Switch OFF the RECIRC switches to reduce the ventilation to a minimum.
24/2 00
PAGE E1−5 exp
Jun 01/16
PROCEDURES
LAVATORY SMOKE
1. CB’s LAVATORY − TOILET & LIGHT

(M−27) and WATER HEATER (M−28,
if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
3. CABIN ATTENDANT . . . . . . . . . . . . . . . . . . INFORM and
INVESTIGATE
NOTE
Whenever the smoke−creating circuit has been located and isol-
ated, consider using a hand fire extinguisher to cap the source.
Jun 01/16
code 10
code 00 E1−5

24/2 00
PAGE E1−6 exp
Jun 01/16
PROCEDURES
TAIL PIPE HOT light on
*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO

20−30%
Light ON
2. BLD/HP VALVES (affected side) . . CLOSED
Light OFF
3. AUTOCOARSEN . . . . . . . . . . OFF
NOTE
Select AUTOCOARSEN OFF while restoring power,
then select AUTOCOARSEN according to applicable
procedures, i.e before landing.
4. Restore power
Light ON
− Apply ENGINE SHUT DOWN pro- Page A8−5
cedure
Light OFF
2. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
− Do not use a VREF less than 111 KIAS.
3. Operate at reduced power and proceed to the nearest suit-
able airport.
NOTE
Regardless of the power available the continued flight shall be
planned and performed as a single−engine operation.
Jun 01/16
code 10
code 00 E1−6

CARGO COMPARTMENT SMOKE
− Switch OFF L BLD VALVE and L RECIRC FAN to reduce diff pressure between cabin and cargo compart-
ments. This reduces the risk of air leaking into the cargo compartment reducing the halon concentration.
− Do not open the cargo door until all passengers have disembarked and the fire fighting services are pres-
ent.
− The CARGO EXTG light will come ON when the pressure in the inner bottle has decreased to below a cer-
tain limit. This may take up to 15 min.
− The cargo compartment is classified as a Class C cargo compartment and has been demonstrated to pro-
vide 35 minutes fire protection duration.
− After conducting a cargo compartment fire suppression procedures, regardless of the duration capability of
the cargo fire extinguishing system, land at the nearest suitable airport.
24/2 00
PAGE E1−7 exp
Jun 01/16
PROCEDURES
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A SINGLE
CARGO FIRE EXTINGUISHER BOTTLE INSTALLED.(BASIC
− IN A HIGH DENSITY QUICK CHANGE (OPTION 25:50−2) CARGO COMPARTMENT SMOKE
*1. CARGO FIRE EXTG switch . . . . . . . . . . . . ON

2. L BLD VALVE switch . . . . . . . . . . . . . . . . . . CLOSED
THIS PAGE IS NOT APPLICABLE TO AIRCRAFT:
3. L RECIRC switch . . . . . . . . . . . . . . . . . . . . . OFF

4. Continue at or below 20000 ft.
− IN CARGO CONFIGURATION.
CONFIGURATION)
CONFIGURATION.
Jun 01/16
code 10
code 00 E1−7

ent.
24/2 10
PAGE E1−7 exp
Jun 01/16
PROCEDURES

(MOD NO 1149 INSTALLED) AND LAVATORY IN THE AFT.
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH DUAL
CARGO FIRE EXTINGUISHER BOTTLE INSTALLED.
*1. CARGO FIRE EXTG 1 switch . . . . . . . . . . ON


− IN QUICK CHANGE CONFIGURATION.
CAUTION
Activation of CARGO FIRE EXTG 2 after 35 minutes is required to
maintain a sufficient halon concentration for 70 minutes. If this is
− IN CARGO CONFIGURATION
not found necessary with regard to estimated time for landing, se-
cond bottle can be used earlier. The time difference between ac-
tivation of CARGO FIRE EXTG 1 and 2 must however be more
than 2 minutes, otherwise blow out panels can be activated due to
pressure transients.
If still airborne 35 minutes after activating
CARGO FIRE EXTG 1:
5. CARGO FIRE EXTG 2 switch . . . . . . . . . . ON
Jun 01/16
code 10
code 10 E1−7

ent.
24/2 20
PAGE E1−7 exp
Jun 01/16
PROCEDURES
THIS PAGE IS NOT APPLICABLE TO AIRCRAFT IN CARGO


EXTINGUISHER, NO LAVATORY IN THE AFT AND
ENLARGED CARGO COMPARTMENT DUAL FIRE

CAUTION
NO CARGO X VALVE.

CONFIGURATION.
CARGO FIRE EXTG 1:
Jun 01/16
code 10
code 20 E1−7

PASSENGER CONFIGURATION
− Check the CARGO XVALVE handle to be pushed in so the total air supply to the cabin will not stop after
performing item 3 and 4.
ent.
CARGO CONFIGURATION
− When L BLD VALVE has been CLOSED, CARGO X VALVE handle pulled and both RECIRC Fans
switched OFF, all air supply to the enlarged cargo compartment has been switched OFF.
− In the all cargo (accessible) configuration, with fire extinguishing equipment available, a crew member may
enter and extinguish a fire.
− There is no requirement for Halon fire fighting capability in an all cargo configuration. However, to make
optimum use of available means both FIRE EXTG switches shall be activated.
− Close the cockpit door to exclude heavy concentration of smoke and to minimize ventilation into the en-
larged cargo compartment.
− Use EMERGENCY position on the mask selector as required to clear mask from smoke.
− In poor visibility use flashlights.
− When deemed possible, place the oxygen selector in NORMAL position. Leaving the selector in 100%
position will result in a much faster depletion of oxygen. Oxygen for smoke protection (100% position) is
according to the regulations required to be available for 15 minutes as a minimum.
− Non−essential equipment are equipment such as:
 HF  MFD
 ACARS  AREA NAV
 TCAS  DME 1 or 2
 TRANSPONDER 1 or 2  ADF 1 or 2
− Switch only OFF equipment deemed not required. It is not necessary to switch OFF any of AVIONIC
switches.
− By keeping the AVIONIC FAN ON for a short while the Halon distribution within the enlarged cargo
compartment is optimized (sucked forward). The CB’s must then be pulled to remove the last source of
ventilation.
24/2 30
PAGE E1−7 exp
Jun 01/16
PROCEDURES
− IN A HIGH DENSITY QUICK CHANGE (OPTION 25:50−2) CARGO COMPARTMENT SMOKE

CONFIGURED AIRCRAFT (MOD NO 1461 INSTALLED).
THIS PAGE IS APPLICABLE TO A QUICK CHANGE
Passenger Configuration

2. CARGO XVALVE handle pushed in . . . . . CHKD
CAUTION
CONFIGURATION.
CARGO FIRE EXTG 1:
Cargo Configuration
NOTE
AVIONIC and LAV SMOKE (CWP) lights may come on as a conse-
quence of smoke in the enlarged cargo compartment.
2. CARGO XVALVE handle . . . . . . . . . . . . . . . PULL and TURN
− Pull to stop and turn clockwise to lock valve in closed position.
3. L and R RECIRC switches . . . . . . . . . . . . . OFF
4. CARGO FIRE EXTG switches (1+2) . . . . ON
5. COCKPIT DOOR . . . . . . . . . . . . . . . . . . . . . CLOSE
6. OXYGEN MASKS and REGULATORS . . ON and 100%
7. COMMUNICATION . . . . . . . . . . . . . . . . . . . ESTABLISH
CLOSED
9. Cb:s VENT AVION FAN CONTROL
(G−10) and VENT AVION PWR (G−11) . . PULL
10. Cb:s for non essential equipment . . . . . . . PULL
(Cont’d)
Jun 01/16
code 10
code 30 E1−7

− Check the CARGO XVALVE handle to be pushed in so the total air supply to the cabin will not be removed
after performing item 3 and 4.
ent.
24/2 40
PAGE E1−7 exp
Jun 01/16
PROCEDURES
THIS PAGE IS NOT APPLICABLE TO AIRCRAFT IN CARGO

THIS PAGE IS APPLICABLE TO A HIGH DENSITY QUICK
CHANGE (OPTION 25:50−2) CONFIGURED AIRCRAFT.
Passenger Configuration
*1. CARGO FIRE EXTG switch . . . . . . . . . . . . ON

2. CARGO XVALVE handle pushed in . . . . . CHKD
Cargo Configuration
CONFIGURATION.
NOTE
AVIONIC and LAV SMOKE (CWP) lights may come on as a conse-
quence of smoke in the enlarged cargo compartment.
3. L and R RECIRC switches . . . . . . . . . . . . . OFF
4. CARGO FIRE EXTG switch . . . . . . . . . . . . ON
CLOSED
Pull Cb:s for all equipment not essential for continued flight.
NOTE
If cockpit smoke removal deemed required, apply SMOKE RE-
MOVAL COCKPIT procedure.
Page E1−9
Jun 01/16
code 10
code 40 E1−7

− When L BLD VALVE has been CLOSED, CARGO X VALVE handle pulled and RECIRC Fan switched OFF,
all air supply to the cargo compartment has been switched OFF.
− Close the cockpit door to exclude heavy concentration of smoke and to minimize ventilation into the en-
larged cargo compartment.
− Use EMERGENCY position on the mask selector as required to clear mask from smoke.
− In poor visibility use flashlights.
− When deemed possible, place the oxygen selector in NORMAL position. Leaving the selector in 100% pos-
ition will result in a much faster depletion of oxygen. Oxygen for smoke protection (100% position) is ac-
cording to the regulations required to be available for 15 minutes as a minimum.
− Non−essential equipment are equipment such as:
 HF  MFD
 ACARS  AREA NAV
 TCAS  DME 1 or 2
 TRANSPONDER 1 or 2  ADF 1 or 2
− Switch only OFF equipment deemed not required. It is not necessary to switch OFF any of AVIONIC
switches.
− Pull the AVIONIC FAN to remove the last source of ventilation.
24/2 50
PAGE E1−7 exp
Jun 01/16
PROCEDURES

− WITH A SINGLE OR DUAL CARGO FIRE EXTINGUISHER.
− IN A HIGH DENSITY QUICK CHANGE (OPTION 25:50−2)

NOTE
THIS PAGE IS APPLICABLE TO AIRCRAFT IN CARGO
AVIONIC SMOKE (CWP) lights may come on as a consequence of

smoke in the enlarged cargo compartment.

− IN QUICK CHANGE CONFIGURATION.

3. R RECIRC switch . . . . . . . . . . . . . . . . . . . . . OFF
CONFIGURATION.
CONFIGURATION.

NOTE
Page E1−9
Jun 01/16
code 10
code 50 E1−7

24/2 00
PAGE E1−8 exp
Jun 01/16
PROCEDURES
Jun 01/16
code 10
code 00 E1−8

24/2 10
PAGE E1−8 exp
Jun 01/16
PROCEDURES
Jun 01/16
code 10
code 10 E1−8

24/2 20
PAGE E1−8 exp
Jun 01/16
PROCEDURES
Jun 01/16
code 10
code 20 E1−8

24/2 30
PAGE E1−8 exp
Jun 01/16
PROCEDURES
− IN A HIGH DENSITY QUICK CHANGE CONFIGURATION.

CONFIGURED AIRCRAFT (MOD NO 1461 INSTALLED).
THIS PAGE IS APPLICABLE TO A QUICK CHANGE
Cargo Configuration
(Cont’d)
NOTE

Page E1−9
Jun 01/16
code 10
code 30 E1−8

24/2 40
PAGE E1−8 exp
Jun 01/16
PROCEDURES
Jun 01/16
code 10
code 40 E1−8

24/2 50
PAGE E1−8 exp
Jun 01/16
PROCEDURES
Jun 01/16
code 10
code 50 E1−8

SMOKE REMOVAL
− Smoke removal procedure shall be performed in case of serious smoke or toxic fumes.
− If smoke is generated in the cockpit during windshield wiper operation; In addition to other possible
smoke sources, suspect possible wiper resistor overheat. Place the rotary switch in OFF position. When
the temperature then goes down the smoke will cease. (See also Section 11.2 ICE AND RAIN Operation).
24/2 00
PAGE E1−9 exp
Jun 01/16
PROCEDURES
SMOKE REMOVAL
COCKPIT
− Descend to 10000 ft or minimum altitude for terrain clear-
ance, whichever is higher.
2. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/
X−CHECK
3. CABIN DIFF PRESSURE−REDUCE to 1.5 psi or less by
manual control of cabin altitude, select MODE SELECTOR
switch to MAN and rotate MANUAL CONTROL knob clock-
wise to increase cabin altitude. Partly open GROUND COM
HATCH. The cabin altitude can be easily controlled by open-
ing the hatch more or less.
Smoke PERSISTS
NOTE
If not deemed necessary to dump earlier, wait until a differen-
tial pressure of about 1 psi is obtained.
4. PRESS DUMP switch . . . . . . . . . . . ON
5. AIRSPEED−REDUCE to 160 KIAS or below and open
the crew hatch to ventilation position.
7. Close Ground Communication Hatch prior landing so
as not to interfere with Nose Wheel steering.
Smoke DISAPPEARS
4. Close Ground Communication Hatch prior landing so as not
to interfere with Nose Wheel steering.
CABIN
− Descend to 10000 ft or minimum altitude for terrain clear-
2. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/
X−CHECK
3. CABIN DIFF PRESSURE−REDUCE to 1.5 psi or less by
manual control of cabin altitude, select MODE SELECTOR
switch to MAN and rotate MANUAL CONTROL knob clock-
wise to increase cabin altitude.
(Cont’d)
Jun 01/16
code 10
code 00 E1−9

24/2 00
PAGE E1−10 exp
Jun 01/16
PROCEDURES
SMOKE REMOVAL
(Cont’d)
NOTE
If not deemed necessary to dump earlier, wait until a differential
pressure of about 1 psi is obtained.
NOTE
It is possible to remove an overwing emergency exit during flight at
airspeeds below 120 KIAS to evacuate smoke in an extreme CAB-
IN smoke situation. However consider the risk for falling overboard
as well as other possible hazards like high noise level (cabin com-
munication may be impossible), cold temp. etc.
Jun 01/16
code 10
code 00 E1−10
EMERGENCY CHECKLIST
24/2
PAGE E2−0
Jun 01/16

RAPID DEPRESSURIZATION − EMERGENCY DESCENT
PIC will initiate emergency descent by the call−out ”Emergency descent” and select APA to higher value.
− BP
 don oxygen/select MASK (see NOTE)
− PF
 start bank 20−30 and lower nose
 retard PL’s to FLT IDLE and push CL’s to MAX
 increase speed to VMO, then continue descent. Change heading i.a. according to national regulations.
− PNF
 select Cabin signs on, inform ATC
 reselect ATC TXP if applicable .
 inform cabin
− BP
 reset APA and altimeter if applicable.
 complete Emergency Descent Checklist.
Start level off approx. 500 ft above decided altitude.
NOTE
If hand flying PF immediately starts the descent while PNF first dons oxygen and then takes over the con-
trols.
− If structural integrity in doubt consider to extend the landing gear to increase the drag and thereby obtain a
higher descent rate at a lower speed.
− When judged possible place the oxygen selector in NORMAL position. Leaving the selector in 100% posi-
tion will result in a fast depletion of oxygen.
24/2 00
PAGE E2−1 exp
Jun 01/16
PROCEDURES
− WITHOUT A DROP−OUT OXYGEN SYSTEM INSTALLED.

RAPID DEPRESSURIZATION −
EMERGENCY DESCENT

3. POWER LEVERS . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE

5. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
− Descend to 10 000 ft or minimum altitude for terrain clear-
CAUTION
This procedure assumes structural integrity of the aircraft. If struc-
tural integrity is in doubt, limit speed as much as possible, and
avoid high maneuvering loads. Consider to extend the landing gear.
8. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX MMO/VMO
9. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/X−CHECK
10. PASSENGER OXYGEN VALVE . . . . . . . . OPEN
11. OXYGEN REGULATOR . . . . . . . . . . . . . . . NORMAL
12. PASSENGER BRIEFING . . . . . . . . . . . . . . PERFORM
Jun 01/16
code 10
code 00 E2−1

− BP
− PF
− PNF
 select Cabin signs on, inform ATC
 inform cabin
− BP
NOTE
trols.
− Automatic drop−out passenger oxygen system will activated at 13 000 ft to 14 000 ft cabin altitude. To
manually secure the function the PASSENGER OXYGEN VALVE shall be set into OVRD position.
24/2 10
PAGE E2−1 exp
Jun 01/16
PROCEDURES
− WITH A DROP−OUT OXYGEN SYSTEM INSTALLED.

EMERGENCY DESCENT



5. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
CAUTION
10. PASSENGER OXYGEN VALVE . . . . . . . . OVRD
Jun 01/16
code 10
code 10 E2−1

− BP
− PF
− PNF
 inform ATC
− BP
NOTE
trols.
24/2 20
PAGE E2−1 exp
Jun 01/16
PROCEDURES
THIS PAGE IS APPLICABLE TO AIRCRAFT IN CARGO EMERGENCY DESCENT

5. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . SET
CAUTION
CONFIGURATION.

Jun 01/16
code 10
code 20 E2−1

CABIN PRESSURE WARNING
ded change and cabin response.
− A good start is to place the control knob at about 2 o’clock position and wait for the response and the cabin
rate needle to stabilize. Then make adjustment in ”1 hour” steps and wait for the response.
− In case of rapid decompression combined with high flight altitude perform an EMERGENCY DESCENT.
− Automatic dump function after landing (WoW) does not exist when operating in manual mode. Dump
switch works in both automatic and manual mode.
24/2 00
PAGE E2−2 exp
Jun 01/16
PROCEDURES
− WITHOUT A DROP−OUT OXYGEN SYSTEM INSTALLED.

1. CABIN ALT and DIFF PRESSURE . . . . . . CHECK

CABIN ALT above 10 000 ft
2. OXYGEN MASKS and
REGULATORS . . . . . . . . . . . . . . . . . ON and 100%
3. COMMUNICATION . . . . . . . . . . . . . . ESTABLISH
4. PASSENGER OXYGEN valve . . . . OPEN

5. MODE SELECTOR switch (Cabin
Press) . . . . . . . . . . . . . . . . . . . . . . . . . MAN
6. MANUAL CONTROL knob . . . . . . . MODULATE
− Rotating the manual control knob counter−clockwise
decreases cabin altitude.
− Rotating the manual control knob clockwise increases
cabin altitude.
Cabin altitude CONTROLLABLE
− See “Before Landing” on next page.
Cabin altitude EXCESSIVE
7. Descend or if necessary perform an Page E2−1
EMERGENCY DESCENT.
DIFF PRESSURE above 7.5 psi
2. MODE SELECTOR switch (Cabin Press) MAN
− Set CONTROL knob index at 2 o’clock position and wait for
response before adjusting further. Observe the long delay in
response.
Differential pressure CONTROLLABLE
Differential pressure EXCESSIVE
4. L BLD VALVE and L HP VALVE switches CLOSED
(Cont’d)
Jun 01/16
code 10
code 00 E2−2

24/2 10
PAGE E2−2 exp
Jun 01/16
PROCEDURES

− WITH A DROP−OUT OXYGEN SYSTEM INSTALLED.
2. OXYGEN MASKS and

4. PASSENGER OXYGEN valve . . . . OPEN
Press) . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
cabin altitude.
EMERGENCY DESCENT.
response.
4. Modulate pressurization by making small adjustments.
− Rotating the control knob clockwise increases cabin altitude.
− Rotating the control knob counter−clockwise decreases cab-
in altitude.
(Cont’d)
Jun 01/16
code 10
code 10 E2−2

24/2 20
PAGE E2−2 exp
Jun 01/16
PROCEDURES

THIS PAGE IS APPLICABLE TO AIRCRAFT IN CARGO
2. OXYGEN MASKS and
Press) . . . . . . . . . . . . . . . . . . . . . . . . . MAN
CONFIGURATION.

cabin altitude.
EMERGENCY DESCENT.
response.
(Cont’d)
Jun 01/16
code 10
code 20 E2−2

24/2 00
PAGE E2−3 exp
Jun 01/16
PROCEDURES
(Cont’d)
− See “Before Landing” on this page.
Differential pressure still EXCESSIVE
5. R BLD VALVE and HP VALVE switches . . CLOSED
When cabin pressure becomes normal:
6. CONTROL CABIN PRESSURE by switching one BLD VALVE
between CLOSED and RESET/AUTO.
Before landing
WARNING
With cabin pressurization control in MAN, there is no automatic
dump function at landing.
7. MANUAL CONTROL knob . . . . . . . . . . . . . MODULATE
− Modulate diff. pressure to 0.
8. MANUAL CONTROL knob . . . . . . . . . . . . . FULLY
CLOCKWISE
Jun 01/16
code 10
code 00 E2−3
EMERGENCY CHECKLIST
3. Power Plant
24/2
PAGE E3−0
Jun 01/16

BOTH ENGINES FLAME OUT
− During engine restart in flight PL should be placed in FLT IDLE position.
WARNING
start in flight.
− With both generators OFF line all EFIS presentation will be lost and the screens turn black. Fly on standby
instrument and use NAV 1 / COM 1.
− TCAS switch shall be set to TA ONLY since performance is not enough to follow a climbing RA maneuver.
24/2 00
PAGE E3−1 exp
Jun 01/16
PROCEDURES

*1. POWER LEVERS (both) . . . . . . . . . . . . . . . FLIGHT IDLE

*2. CONDITION LEVERS (both) . . . . . . . . . . . FUEL OFF
*3. Airspeed 130 KIAS.

*4. BAT switches (both) . . . . . . . . . . . . . . . . . . . OVRD
*5. FUEL STBY PUMP switches (both) . . . . . OVRD
*6. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
*7. L CONDITION LEVER . . . . . . . . . . . . . . . . START
*8. START switch . . . . . . . . . . . . . . . . . . . . . . . . L
Engine RESTARTS
9. L CONDITION LEVER . . . . . . . . . . . MAX
10. L POWER LEVER . . . . . . . . . . . . . . ADVANCE
11. L GEN switch . . . . . . . . . . . . . . . . . . . RESET then ON
12. BAT switches (both) . . . . . . . . . . . . . ON
13. Apply ENGINE RESTART IN Page A8−6
FLIGHT procedure for right engine
restart.
Engine does NOT RESTART
9. L CONDITION LEVER . . . . . . . . . . . . . . . . FUEL OFF
10. R CONDITION LEVER . . . . . . . . . . . . . . . . START
11. START SWITCH . . . . . . . . . . . . . . . . . . . . . . R
Engine RESTARTS
12. R CONDITION LEVER . . . . . . . . . . MAX
13. R POWER LEVER . . . . . . . . . . . . . . ADVANCE
14. R GEN switch . . . . . . . . . . . . . . . . . . RESET then ON
NOTE
Following an engine shut down it is required to disconnect the
AP and re−trim the a/c before re−engagement of the AP.
16. ACAS/TCAS . . . . . . . . . . . . . . . . . . . TA ONLY
17. Apply OEI OPERATION procedure. Page A8−10

No RESTART possible
(Cont’d)
Jun 01/16
code 10
code 00 E3−1

− During engine restart in flight PL should be placed in FLT IDLE position.
WARNING
start in flight.
− With both generators OFF line all EFIS presentation will be lost and the screens turn black. Fly on standby
instrument and use NAV 1 / COM 1.
24/2 10
PAGE E3−1 exp
Jun 01/16
PROCEDURES
WITHOUT ACAS/TCAS SYSTEM INSTALLED.

*1. POWER LEVERS (both) . . . . . . . . . . . . . . . FLIGHT IDLE
*2. CONDITION LEVERS (both) . . . . . . . . . . . FUEL OFF
*3. Airspeed 130 KIAS.
*4. BAT switches (both) . . . . . . . . . . . . . . . . . . . OVRD
*5. FUEL STBY PUMP switches (both) . . . . . OVRD
*6. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
*7. L CONDITION LEVER . . . . . . . . . . . . . . . . START
*8. START switch . . . . . . . . . . . . . . . . . . . . . . . . L
Engine RESTARTS
9. L CONDITION LEVER . . . . . . . . . . . MAX
10. L POWER LEVER . . . . . . . . . . . . . . ADVANCE
11. L GEN switch . . . . . . . . . . . . . . . . . . . RESET then ON
13. Apply ENGINE RESTART IN Page A8−6
FLIGHT procedure for right engine
in restart.
Engine does NOT RESTART
9. L CONDITION LEVER . . . . . . . . . . . . . . . . FUEL OFF
10. R CONDITION LEVER . . . . . . . . . . . . . . . . START
11. START SWITCH . . . . . . . . . . . . . . . . . . . . . . R
Engine RESTARTS
12. R CONDITION LEVER . . . . . . . . . . MAX
13. R POWER LEVER . . . . . . . . . . . . . . ADVANCE
14. R GEN switch . . . . . . . . . . . . . . . . . . RESET then ON
NOTE
Following an engine failure it is required to disconnect the AP

No RESTART possible
(Cont’d)
Jun 01/16
code 10
code 10 E3−1

24/2 00
PAGE E3−2 exp
Jun 01/16
PROCEDURES
(Cont’d)
12. R CONDITION LEVER . . . . . . . . . . . . . . . . FUEL OFF
13. Apply EMERGENCY LANDING or DITCH- Page E7−2,
ING procedure, as applicable. E7−4
NOTE
If both engines restart and running, normal procedures apply.
Jun 01/16
code 10
code 00 E3−2

ENGINE FAILURE
− Following an engine failure an unfeathered propeller will rotate at almost normal prop RPM. However, the
prop RPM indications will read zero when the engine has spooled down.
− A feathered propeller may rotate slowly. The RPM varies with airspeed and sideslip.
30 seconds.
− Set TCAS to TA ONLY since performance on one engine is not enough to follow a climbing RA maneuver.
24/2 00
PAGE E3−3 exp
Jun 01/16
PROCEDURES

ENGINE FAILURE
*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

TO 20−30%
CAUTION
If the propeller has not feathered ensure AUTOCOARSEN switch is
NOTE
Following an engine failure it is required to disconnect the AP and
re−trim the a/c before re−engagement of the AP.
REGISTER.

4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY

NOTE
In case of flameout; If no malfunction or no abnormal operation was
observed before the flameout, the engine may be restarted.
Jun 01/16
code 10
code 00 E3−3

ENGINE FAILURE
− Following an engine failure an unfeathered propeller is rotating at almost normal prop RPM. However, the
prop RPM indications will read zero when the engine has spooled down.
− A feathered propeller may rotate slowly. The RPM varies with airspeed and sideslip.
30 seconds.
24/2 10
PAGE E3−3 exp
Jun 01/16
PROCEDURES

WITHOUT ACAS/TCAS SYSTEM INSTALLED. ENGINE FAILURE
*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

TO 20−30%
CAUTION
If the propeller has not feathered ensure AUTOCOARSEN switch is
NOTE
REGISTER.

4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE
In case of flameout; If no malfunction or no abnormal operation was
observed before the flameout, the engine may be restarted.
Jun 01/16
code 10
code 10 E3−3

24/2 00
PAGE E3−4 exp
Jun 01/16
PROCEDURES
ENGINE OIL PRESSURE LOW

SEPARATE SENSORS FOR PRESSURE GAUGE
WITHOUT PROPELLER BRAKE INSTALLED. 1. Check ENG OIL and PROP OIL pressure indicators.
PROP OIL pressure below 25 psi

2. Apply PROPELLER OIL PRES- Page E3−5
AND CWP LIGHT (MOD. NO. 1450).
SURE LOW procedure.

ENG OIL PRESS CWP light ON AND ENG OIL pressure
below 30 psi
NOTE
Oil supply loss may be indicated by fluctuating OIL PRESS
(greater than + or − 5 psi) and/or a continuous gradual loss of
oil pressure. Oil temperature may remain constant or decrease
slightly.
cedure.
ENG OIL PRESS CWP light ON OR ENG OIL pressure be-
low 30 psi
2. Continue normal operation.
Jun 01/16
code 10
code 00 E3−4

24/2 10
PAGE E3−4 exp
Jun 01/16
PROCEDURES
WITHOUT SEPARATE SENSORS FOR PRESSURE

WITHOUT PROPELLER BRAKE INSTALLED. 1. ENG OIL and PROP OIL pressure . . . . . . CHECK
GAUGE AND CWP LIGHT (MOD. NO. 1450).
− If only PROP OIL pressure low, apply the Page E3−5

PROPELLER OIL PRESSURE LOW proced-
ure.
If ENG OIL PRESS CWP light ON AND ENG OIL pressure
below 30 psi
NOTE
Oil supply loss may be indicated by fluctuating OIL PRESS (greater
than + or − 5 psi) and/or a continuous gradual loss of oil pressure.
Oil temperature may remain constant or decrease slightly.
3. Apply ENGINE SHUT DOWN procedure. Page A8−5
Jun 01/16
code 10
code 10 E3−4

PROP BRAKE FAULT
− Turning the PROP BRAKE switch OFF above 10% Ng may result in propeller rotation.
24/2 20
PAGE E3−4 exp
Jun 01/16
PROCEDURES

SEPARATE SENSORS FOR PRESSURE GAUGE
PROP BRAKE FAULT
IN FLIGHT
INDICATION: PROP BRAKE warning light comes on.

AND CWP LIGHT (MOD NO 1450).
1. Monitor ENGINE INSTRUMENTS and NACELLE for abnor-

malities.
ON GROUND
INDICATION: Propeller begins to rotate or PROP BRAKE warning

light comes on.
*1. Shut down engine.
After engine has stopped (Ng below 10%).
2. PROP BRAKE switch . . . . . . . . . . . . . . . . . OFF
1. Check ENG OIL and PROP OIL pressure indicators.

PROP OIL pressure below 25 psi
2. Apply PROPELLER OIL PRES- Page E3−5
SURE LOW procedure.
ENG OIL PRESS CWP light ON AND ENG OIL pressure be-
low 30 psi
NOTE
Oil supply loss may be indicated by fluctuating OIL PRESS
(greater than + or − 5 psi) and/or a continuous gradual loss
of oil pressure. Oil temperature may remain constant or de-
crease slightly.
cedure.
ENG OIL PRESS CWP light ON OR ENG OIL pressure be-
low 30 psi
Jun 01/16
code 10
code 20 E3−4

PROP BRAKE FAULT
− Turning the PROP BRAKE switch OFF above 10% Ng may result in propeller rotation.
24/2 30
PAGE E3−4 exp
Jun 01/16
PROCEDURES
WITHOUT SEPARATE SENSOR FOR PRESSURE

PROP BRAKE FAULT
GAUGE AND CWP LIGHT (MOD NO 1450).
IN FLIGHT
PROP BRAKE warning light comes on:

1. Monitor ENGINE INSTRUMENTS and NACELLE for abnor-

malities.
ON GROUND
Propeller begins to rotate or PROP BRAKE warning light comes on:

*1. Shut down engine.
After engine has stopped (Ng below 10%).
2. PROP BRAKE switch . . . . . . . . . . . . . . . . . OFF
1. ENG OIL and PROP OIL pressure . . . . . . CHECK

− If only PROP OIL pressure low, apply the Page E3−5
PROPELLER OIL PRESSURE LOW proced-
ure.
If ENG OIL PRESS CWP light ON AND ENG OIL pressure
below 30 psi
NOTE
Oil supply loss may be indicated by fluctuating OIL PRESS (greater
than + or − 5 psi) and/or a continuous gradual loss of oil pressure.
Oil temperature may remain constant or decrease slightly.
Jun 01/16
code 10
code 30 E3−4

PROPELLER OIL PRESSURE LOW
− Actual PGB oil system abnormal operation is usually preceded by fluctuating and gradually decreasing in-
dications.
− An indicating system abnormality usually results in sudden full scale deflection of the gage reading.
− Indications below indicate abnormalities in the propeller gearbox:
 decreasing prop oil pressure
 prop oil temp rising as prop oil pressure decreases
 momentary loss of propeller sync.
 uncommanded PRPM increase or decrease
 noise and vibrations
− If any of the above indications accompany low propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required to feather the propeller.
24/2 00
PAGE E3−5 exp
Jun 01/16
PROCEDURES
MOD NO 1492 INSTALLED. WITH THIS MOD THERE ARE PROPELLER OIL PRESSURE LOW
DUAL PRESSURE TRANSDUCERS, ONE FOR THE CWP
LIGHT AND ONE FOR THE OIL PRESSURE GAUGE. 1. Check ENG OIL and PROP OIL pressure indicators.
ENG OIL pressure below 30 psi

2. Apply ENGINE OIL PRESSURE Page E3−4
LOW procedure.
ENG OIL PRESS CWP light ON OR PROP OIL pressure be-
low 25 psi
ENG OIL PRESS CWP light ON AND PROP OIL pressure be-
low 25 psi
Jun 01/16
code 10
code 00 E3−5

− Actual PGB oil system abnormal operation is usually preceded by fluctuating and gradually decreasing in-
dications.
 decreasing prop oil pressure
 prop oil temp rising as prop oil pressure decreases
− If any of the above indications accompany low propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required to feather the propeller.
24/2 10
PAGE E3−5 exp
Jun 01/16
PROCEDURES

MOD NO 1492 INSTALLED. WITHOUT THIS MOD THERE
1. Check ENG OIL and PROP OIL pressure indicators.

ENG OIL pressure below 30 psi
2. Apply ENGINE OIL PRESSURE Page E3−4
LOW procedure.
IS A SINGLE PRESSURE TRANSDUCER.
PROP OIL pressure 5−25 psi
2. POWER (affected engine) . . . . . . . . REDUCE TO
20−30%
3. CONDITION LEVER (affected
engine) . . . . . . . . . . . . . . . . . . . . . . . . MIN
4. AUTOCOARSEN . . . . . . . . . . . . . . . OFF
5. Continue flight: monitor PROP OIL TEMP/PRESS and
PROP RPM.
6. CONDITION LEVER MAX and power 20−30% before
landing.
PROP OIL pressure BELOW 5 psi AND OIL TEMP NOR-
MAL
2. CONDITION LEVER (affected
engine) . . . . . . . . . . . . . . . . . . . . . . . . EXERCISE
PROP RPM FOLLOWS
− Assume transducer or instrument failure.
3. Continue flight: monitor PROP OIL TEMP/PRESS
and PROP RPM.
PROP RPM does NOT FOLLOW
cedure.
PROP OIL pressure BELOW 5 psi AND OIL TEMP or PROP
RPM ABNORMAL
Jun 01/16
code 10
code 10 E3−5

PROPELLER OIL PRESSURE HIGH
− Actual PGB oil system abnormal operation can result in gradually increasing indications.
− There is no CWP warning for high oil pressure.
 increasing prop oil pressure
 prop oil temp rising as prop oil pressure rises
− If any of the above indications accompany high propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required, to feather the propeller.
24/2 00
PAGE E3−6 exp
Jun 01/16
PROCEDURES
PROPELLER OIL PRESSURE HIGH
INDICATION: Prop oil pressure above 140 psi.

PRESS and TEMP steady
1. Monitor Prop Oil PRESS and TEMP, VIBRATIONS and
PRPM.
PRESS and/or TEMP increase
AND/OR
VIBRATIONS increase and/or PRPM fluctuate
Jun 01/16
code 10
code 00 E3−6
EMERGENCY CHECKLIST
4. Flight Controls
24/2
PAGE E4−0
Jun 01/16

24/2 00
PAGE E4−1 exp
Jun 01/16
PROCEDURES
THIS PAGE IS NOT APPLICABLE TO AIRCRAFT

ELEVATOR SYSTEM JAMMED
*1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE

− Be prepared for trim transients.
*2. INTERCONNECT UNIT . . . . . . . . . . . . . . . OVERPWR
− Both pilots shall act on the controls. The pilot on the side not
failed can, by overpowering the interconnect unit, control the
ON CANADIAN REGISTER.
A/C.
*3. PITCH DISCONNECT HANDLE . . . . . . . . PULL
− The pilot on the side not failed can control the A/C.
4. CONTROLLABILITY . . . . . . . . . . . . . . . . . . CHECK
− Check controllability at safe altitude in below recommended
landing configuration and speed.
5. Keep airspeed within 160−200 KIAS for cruise and descent.
6. LANDING TECHNIQUE . . . . . . . . . . . . . . . REVIEW
Elevator has jammed in UP position
− The elevator effect may not be sufficient for high speed.
− Flaps extended may require more elevator down than avail-
able.
− Consider to move CG forward.
− Use ZERO flaps for landing.
− Increase VREF by Malfunction Increment and ice increment
i.a.
− GPWS FLAP/TAWS FLAP Switch OVRD.
Elevator has jammed in DOWN or NEAR NEUTRAL position
− The elevator effect may not be sufficient for low speed.
− Flaps extended will increase available nose up elevator
power.
− Consider to move CG aft.
− Use FULL flaps for landing.
− Increase VREF by Malfunction Increment.
(Cont’d)
Jun 01/16
code 10
code 00 E4−1

24/2 00
PAGE E4−2 exp
Jun 01/16
PROCEDURES

ELEVATOR SYSTEM JAMMED
(Cont’d)
Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No − +20 / +25 +Wi 1.35 / 1.45
Yes +10 +20 / +25 +Wi 1.45 / 1.60
20 No − +15 Highest of 1.20

Yes +10 +5 Mi or Wi 1.20
35 No − +20 Highest of 1.30
Yes +10 +10 Mi or Wi 1.30
Jun 01/16
code 10
code 00 E4−2

24/2 00
PAGE E4−3 exp
Jun 01/16
PROCEDURES

AILERON SYSTEM JAMMED
*1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE

*2. INTERCONNECT UNIT . . . . . . . . . . . . . . . OVERPWR
− Both pilots shall act on the controls. The pilot on the side not
jammed can, by overpowering the interconnect unit or the ail-
eron centering springs, control the A/C.
*3. ROLL DISCONNECT HANDLE . . . . . . . . . PULL

− The pilot on the side not jammed can control the A/C.
4. CONTROLLABILITY . . . . . . . . . . . . . . . . . . CHECK
− Check controllability at safe altitude.
5. LANDING TECHNIQUE . . . . . . . . . . . . . . . REVIEW
LEFT side JAMMED
− Use STBY ROLL trim. MAIN ROLL trim has small and reverse
effect.
− Roll rate is reduced. If necessary use large RUDDER input to
improve the roll rate.
− Avoid heavy crosswind during landing due to the limited roll
rate.
− Use flaps 20 for Landing.
− After Touch Down the control wheel will be forced to full left by
the aileron centering spring.
RIGHT side JAMMED
− Use MAIN ROLL trim. STBY ROLL trim has small and reverse
effect.
− Roll rate is reduced. If necessary use large RUDDER input to
improve the roll rate.
− Avoid heavy crosswind during landing due to the limited roll
rate.
− Use flaps 20 for landing.
− After Touch Down the left control wheel will be forced to full
right by the aileron centering spring.
(Cont’d)
Jun 01/16
code 10
code 00 E4−3

24/2 00
PAGE E4−4 exp
Jun 01/16
PROCEDURES

AILERON SYSTEM JAMMED
(Cont’d)
Flap ACC
20 No − +20 Highest of Mi or Wi 1.30
Yes +10 +10 Highest of Mi or Wi 1.30
Jun 01/16
code 10
code 00 E4−4
EMERGENCY CHECKLIST
5. Electrical
24/2
PAGE E5−0
Jun 01/16

LOSS OF BOTH GENERATORS
With both engines running and both generators OFF−line, normally:

− All EFIS presentation will be lost and the screens turn black.
− Most of the cockpit lighting goes out.
− L and R MAIN BUS caution lights come ON.
− Fly on standby instruments and use NAV 1 / COM 1.
− Use FLOOD LIGHT to improve visibility during darkness.
With both Main Bus Caution Lights OFF, when both generators are off−line:
− If experiencing loss of both generators (both engines running) − and systems that normally are automati-
cally powered down, stays powered − it is essential to immediately start electrical load reduction. Without
the immediate load reduction the endurance of the main batteries is less than 15 minutes.
Lightning Strike
− If the cause is a lightning strike, resetting the generators will most likely be successful.
− A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds. Therefore, if
it is suspected that the DC generator caution was triggered by a lightning strike, wait at least 15 seconds
before the second reset attempt of the generator is performed (if the first was unsuccessful).
24/2 00
PAGE E5−1 exp
Jun 01/16
PROCEDURES

(both engines running)
*1. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . SPLIT

*2. L GEN switch . . . . . . . . . . . . . . . . . . . . . . . . RESET then ON
*3. R GEN switch . . . . . . . . . . . . . . . . . . . . . . . . RESET then ON
BOTH generators can be reset
ONE generator can be reset
4. Apply DC GEN light on procedure. Page A2−4
NO generator can be reset
4. Both GEN switches . . . . . . . . . . . . . . . . . . . OFF
BOTH MAIN BUS lights are OFF
5. Enter Visual Flight Conditions and LAND as soon as
possible.
6. Immediate LOAD REDUCTION . . . PERFORM
CAUTION
Without the immediate load reduction, the endurance of the
main batteries is less than 15 minutes.
− Both RECIRC FAN switches . . . . . . . . . . OFF
− L and R AVION switches . . . . . . . . . . . . . OFF
− Cb Utility Bus (Right side S−5) . . . . . . . . Pull
− All External lights . . . . . . . . . . . . . . . . . . . OFF
− MAIN INVERTER switch . . . . . . . . . . . . . OFF
− EMERGENCY LIGHTS switch . . . . . . . . OFF
− HYDR PUMP . . . . . . . . . . . . . . . . . . . . . . . OFF
− Cb CABIN WINDOW (Right side L−24) Pull
− Cb VENT AVION PWR (Left side G−11) Pull
− Cb CABIN WINDOW (Left side F−24) . . Pull
− Cb CABIN GENERAL (Left side F−25) . Pull
CAUTION
With the immediate load reduction listed above, the endurance
of the main batteries is approximately 45 minutes. The endur-
ance of the main batteries can be guaranteed only if electrical
load is reduced within 5 minutes.
(Cont’d)
Jun 01/16
code 10
code 00 E5−1

24/2 00
PAGE E5−2 exp
Jun 01/16
PROCEDURES

(Cont’d)
NOTE
After the immediate load reduction, the following busses are
NOT powered:
− L and R AVIONIC BUS
− L and R AVIONIC START BUS
− L and R INV BUS 26 V AC
− L and R INV BUS 115 V AC
− UTILITY BUS
7. Additional LOAD REDUCTION . . . . CONSIDER
ITEM Cb or Switch
Nomenclature Location Load
Amp
Engine ice protection L and R ENGINE OH−Panel 2.0
Windshield heating L and R SIDE −”− 1.4
control L and R FRONT
Standby Pitot heat STBY PITOT −”− 12.6
L Windshield wiper WIPER HIGH −”− 6.0
Prop de−icing L and R PROP −”− 1.2
Wing de−icing BOOT SW. −”− 1.5
Flood lights FLOOD Glareshield 1.3
Passenger address
system PA Cb E−12 1.0
NOTE
With the additional load reduction the endurance of the main
batteries will be increased. The endurance of the emergency
power supply is minimum 60 minutes.
Before Landing
8. EMERGENCY LIGHTS switch . . . . ON
9. HYDR PUMP . . . . . . . . . . . . . . . . . . . AUTO
BOTH MAIN BUS lights are ON
(Cont’d)
Jun 01/16
code 10
code 00 E5−2

24/2 00
PAGE E5−3 exp
Jun 01/16
PROCEDURES

(Cont’d)
NOTE
With R MAIN BUS off, the EMER LIGHTS are activated. Consider
to switch OFF the EMER LIGHTS and reactivate the lights prior to
landing. The endurance of the EMER LIGHT batteries is 15
minutes.
NOTE
When both generators are lost only equipment connected to the
following busses are operative:
HOT BAT BUS
BAT BUS (L and R BAT Switches must be ON)
ESS BUS (L and R BAT Switches must be ON)
ESS BUS AVIONIC (L and R BAT and ESS AVION
Switches must be ON)
EMERG BUS (L or R BAT Switches must be ON)
EMERG BUS AVIONIC (L or R BAT and ESS AVION
Switches must be ON)
The following inoperative equipment does not have any fault indica-
tion:
GPWS/TAWS (mode 1−6), HYDR PUMP (AUTO), LAND/TAXI
LIGHTS, STROBE LIGHTS, WING INSP LIGHTS, R WIND-
SHIELD WIPER.
HYDR PUMP is operative in OVRD position. However, avoid use
due to high electrical power consumption.
CAUTION
Without load reduction the endurance of the main batteries is ap-
proximately 60 min. The endurance of the emergency power supply
is minimum 60 minutes.
5. ELECTRICAL CIRCUITS (non−essential) OFF
See ELECTRICAL LOAD REDUCTION. Page E5−4
6. With both GEN OFF line the Anti−Skid will be inoperative.

Apply A−SKID INOP light on procedure. Page A7−5
Jun 01/16
code 10
code 00 E5−3

24/2 00
PAGE E5−4 exp
Jun 01/16
PROCEDURES
ELECTRICAL LOAD REDUCTION
− WITHOUT CARGO CONFIGURATION. For electrical power reduction on the main batteries in an emer-
gency situation, consult this list for guidance.
NOTE
With load reduction the endurance of the main batteries will be in-
creased.
ITEM Cb or Switch
Amp
Navigation lights EXT LIGHTS NAV −”− 4.3
Cabin lighting INT LIGHTS Cb F−24 4.3
CABIN WINDOW
Rotating beacon EXT LIGHTS BCN OH−Panel 7.9
or
Flashing beacon EXT LIGHTS BCN OH−Panel 4.0
Passenger address
system PA Cb E−12 1.0
Hydraulic Pump. One cycle 2100 to 2900 psi 0.3 Amphr

Flap extension or retraction 0−20 0.3 Amphr
Landing gear extension or retraction 0.3 Amphr
Jun 01/16
code 10
code 00 E5−4

24/2 10
PAGE E5−4 exp
Jun 01/16
PROCEDURES
ELECTRICAL LOAD REDUCTION
For electrical power reduction on the main batteries in an emer-

gency situation, consult this list for guidance.
NOTE
With load reduction the endurance of the main batteries will be in-
creased.
ITEM Cb or Switch
Amp
Navigation lights EXT LIGHTS NAV −”− 4.3
Rotating beacon EXT LIGHTS BCN OH−Panel 7.9
or
Flashing beacon EXT LIGHTS BCN OH−Panel 4.0
Hydraulic Pump. One cycle 2100 to 2900 psi 0.3 Amphr

Flap extension or retraction 0−20 0.3 Amphr
Landing gear extension or retraction 0.3 Amphr
Jun 01/16
code 10
code 10 E5−4
EMERGENCY CHECKLIST
6. Autopilot
24/2
PAGE E6−0
Jun 01/16

24/2 00
PAGE E6−1 exp
Jun 01/16
PROCEDURES
AUTOTRIM light on
INDICATION: AUTO TRIM CWP light ON.

CAUTION
BE PREPARED FOR TRIM TRANSIENTS WHEN DISENGAGING
THE AUTOPILOT.
2. Retrim affected channel.
3. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
AUTO TRIM CWP LIGHT ON
4. YAW DAMPER . . . . . . . . . . . . . . . . . DISENGAGE
5. Trim manually.
NORMAL YAW DAMPER operation
4. Use manual Pitch and Aileron trim−settings.
NOTE
If PITCH TRIM light comes on when retrimming pitch, apply PITCH
TRIM light on procedure
Page A3−2
NOTE
Do not perform approach with YAW DAMPER engaged.
Jun 01/16
code 10
code 00 E6−1
EMERGENCY CHECKLIST
24/2
PAGE E7−0
Jun 01/16

EMERGENCY EVACUATION
− It is recommended that evacuation checklist and procedures are drilled and known by heart.
− For obvious reasons, pilots should also know the other crew members duties.
− Normally, but not necessarily, the PiC will initiate an evacuation.
− Stop the aircraft if not already stopped by itself, and set parking brakes.
− When aircraft is parked PiC calls ”Shut down engines, evacuation checklist”, then both pilots should per-
form their check items, independent of each other. It is essential to have the engines shut down prior the
evacuation starts, therefore that vital item should be included in the call.
− In windy conditions and if fire outside the fuselage consider aligning the aircraft into the wind to keep
flames away from both the fuselage and fuel vents.
− Use COM 1 since antenna is located on top of the fuselage and is operative on battery power.
LEFT PILOT
 Set parking brake to avoid aircraft movement during evacuation.

 Order cabin evacuation (see 24/3).
 Notify tower that assistance is required. Notify ground crew, if applicable.
 Set both BAT switches to OFF when leaving cockpit.
RIGHT PILOT
 At the order from PiC move the CL’s to FUEL OFF.

 Set all EMERGENCY panel switches to ON.
 Pull both Fire Handles.
 Set both FIRE EXTG switches to ON.
− After the checklist is completed, the evacuation procedures call for both pilots to assist in the evacuation
(see AOM 24/3).
NOTE
When the aircraft has come to a complete stop and the parking brake is set, PIC shall use all relevant sources
− such as visual observations, external communication and F/A − in judging the situation quickly: Is emergency
evacuation required or not? If in doubt, always perform an emergency evacuation although high risk of injury. If
no emergency evacuation is required, the PIC shall order ”Keep Your Seats” to cancel it. If no emergency
evacuation is necessary, but there is a considerable risk to passengers and crew if the situation detoriates, a
rapid disembarkment is performed by use of the stair. This is to avoid unnecessary injuries to passengers and
crew in a non−life threatening situation.
F/A shall give flight crew a short moment to evaluate the situation, if not obvious that emergency evacuation
is necessary. Otherwise wait for the evacuation order from the flight crew.
NOTE
24/3 is NOT APPLICABLE FOR CARGO CONFIGURATION.
24/2 00
PAGE E7−1 exp
Jun 01/16
PROCEDURES
EMERGENCY EVACUATION
Left Pilot
1. Parking Brakes . . . . . . . . . . . . . . . . . . . . . . SET
2. ”Evacuation” . . . . . . . . . . . . . . . . . . . . . . . . ORDER
3. Tower/Ground Crew . . . . . . . . . . . . . . . . . NOTIFY
4. BAT switches (both) . . . . . . . . . . . . . . . . . OFF
Right Pilot
1. Condition Levers (both) . . . . . . . . . . . . . . FUEL OFF
2. EMERGENCY Panel switches (all) . . . . ON
3. Fire Handles (both) . . . . . . . . . . . . . . . . . . PULL
4. FIRE EXTG switches (both) . . . . . . . . . . ON
Jun 01/16
code 10
code 00 E7−1

EMERGENCY LANDING
− If possible land at an airport with repair facilities.

− Burning off fuel before landing reduces the spillage should a leakage occur during landing.
− Review EMERGENCY Evacuation procedure.
− Secure or stow loose equipment and prepare emergency and survival equipment (cockpit and cabin).
− An extended Landing Gear will absorb part of the initial impact load and thereby reducing the risk of severe
structural damage and fire.
− Use COM 1 since the Antenna is located on top of the fuselage and is operative on battery power.
− Switch off the hydraulic pump to minimize the spillage of hydraulic fluid should the lines be ruptured.
− Brake system will work with only one main wheel extended. Nosewheel Steering will work as long as the
Nosewheel is extended.
− With consideration to CG, in case of any gear problem (main gear or nose gear), move (reseat) passen-
gers away from the propeller plane.
− In case of a landing gear problem;
− A landing with the gear not locked in the down position shall be treated as an emergency landing.
− If the landing was successful with the aircraft standing on all three gears but without a “three green” indica-
tion, stop the aircraft. Shut down the engines. Keep the batteries ON and the hydraulic system pressurized
until the landing gears are secured.
WARNING
ALL WORK TO SECURE THE LANDING GEAR MUST BE CARRIED OUT WITH GREAT CAUTION
AND THE POSSIBLE COLLAPSE OF ONE OR MORE OF THE GEARS MUST BE CONSIDERED.
24/2 00
PAGE E7−2 exp
Jun 01/16
PROCEDURES
EMERGENCY LANDING
− WITHOUT CARGO CONFIGURATION. LANDING TECHNIQUE:

− Use as much flaps as possible.

− Land with gear down even if not all gears are down and locked.
− Make a normal flare and touch down.
− If one main gear not locked keep wings level with aileron as long
as possible. Be prepared for a strong yaw when wing touches
ground.
− If nose gear not locked lower the nose gently before elevator ef-
fectiveness is lost.
NOTE
This procedure includes normal DESCENT, APPROACH and
LANDING CHECKS.
Preparation and Descent

2. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
4. ATC transponder . . . . . . . . . . . . . . . . . . . . . SET
5. Landing Technique and Briefing . . . . . . . . . REVIEW
6. Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET
8. RESEATING of passengers . . . . . . . . . . . . CONSIDER
9. SWITCH OFF electrical circuits which are not considered es-
sential for the flight.
10. Cb GPWS PWR/TAWS PWR (F−17) . . . . PULL
Approach and Landing
11. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET &

X−CHECK
12. AUTOCOARSEN switch . . . . . . . . . . . . . . . ON
14. EMERGENCY Panel switches (all) . . . . . . ON
16. LANDING GEAR (if possible) . . . . . . . . . . . DOWN &
CHKD
17. HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . CHECK
18. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(Cont’d)
Jun 01/16
code 10
code 00 E7−2

EMERGENCY LANDING
− If possible land at an airport with repair facilities.

− Burning off fuel before landing reduces the spillage should a leakage occur during landing.
− Secure or stow loose equipment and prepare emergency and survival equipment (cockpit and cabin).
− An extended Landing Gear will absorb part of the initial impact load and thereby reducing the risk of severe
structural damage and fire.
− Use COM 1 since the Antenna is located on top of the fuselage and is operative on battery power.
− Switch off the hydraulic pump to minimize the spillage of hydraulic fluid should the lines be ruptured.
− Brake system will work with only one main wheel extended. Nosewheel Steering will work as long as the
Nosewheel is extended.
− With consideration to CG, in case of any gear problem (main gear or nose gear), move (reseat) passen-
gers away from the propeller plane.
− In case of a landing gear problem;
− A landing with the gear not locked in the down position shall be treated as an emergency landing.
− If the landing was successful with the aircraft standing on all three gears but without a “three green” indica-
tion, stop the aircraft. Shut down the engines. Keep the batteries ON and the hydraulic system pressurized
until the landing gears are secured.
WARNING
ALL WORK TO SECURE THE LANDING GEAR MUST BE CARRIED OUT WITH GREAT CAUTION
AND THE POSSIBLE COLLAPSE OF ONE OR MORE OF THE GEARS MUST BE CONSIDERED.
24/2 10
PAGE E7−2 exp
Jun 01/16
PROCEDURES
EMERGENCY LANDING
LANDING TECHNIQUE:
− Use as much flaps as possible.

− Land with gear down even if not all gears are down and locked.
− Make a normal flare and touch down.
− If one main gear not locked keep wings level with aileron as long
as possible. Be prepared for a strong yaw when wing touches
ground.
− If nose gear not locked lower the nose gently before elevator ef-
fectiveness is lost.
NOTE
LANDING CHECKS.

5. Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. SWITCH OFF electrical circuits which are not considered es-
sential for the flight.
8. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET &

X−CHECK
13. LANDING GEAR (if possible) . . . . . . . . . . . DOWN &
CHKD
14. HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(Cont’d)
Jun 01/16
code 10
code 10 E7−2

24/2 00
PAGE E7−3 exp
Jun 01/16
PROCEDURES
EMERGENCY LANDING

NOTE
In case of gear malfunction the non−resettable configuration warn-
ing can be silenced by pulling the Cb FLAP CONTROL (G−6) after
the flaps have been set. The flaps can then not be moved until the
Cb is reset. Consider whether the flap setting will allow sufficient
Climb gradient in a go−around.
19. If Nose Landing Gear is not down and locked SWITCH OFF
the HYDR PUMP.
21. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
22. SHOULDER HARNESS . . . . . . . . . . . . . . . LOCK
One minute before Touchdown
23. “BRACE FOR IMPACT” . . . . . . . . . . . . . . . ORDER

24. When a/c stops:
NOTE
If the emergency landing was caused by unsafe landing gear posi-
tion and the aircraft remains on all gears, set the HYDR PUMP
switch to AUTO if previously turned OFF.
25. Complete EMERGENCY EVACUATION Page E7−1
CHECKLIST
Jun 01/16
code 10
code 00 E7−3

24/2 10
PAGE E7−3 exp
Jun 01/16
PROCEDURES
EMERGENCY LANDING
(Cont’d)
NOTE
In case of gear malfunction the non−resettable configuration warn-
ing can be silenced by pulling the Cb FLAP CONTROL (G−6) after
the flaps have been set. The flaps can then not be moved until the
Cb is reset. Consider whether the flap setting will allow sufficient
Climb gradient in a go−around.
16. If Nose Landing Gear is not down and locked SWITCH OFF
the HYDR PUMP.
18. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
20. When a/c stops:

NOTE
If the emergency landing was caused by unsafe landing gear posi-
tion and the aircraft remains on all gears, set the HYDR PUMP
switch to AUTO if previously turned OFF.
21. Complete EMERGENCY EVACUATION Page E7−1
CHECKLIST
Jun 01/16
code 10
code 10 E7−3

DITCHING
− If possible, ditch in the vicinity of rescue vessels, near coastlines or islands.

− Burning off fuel increases the buoyancy.
− Put on life vests but do not inflate.
24/2 00
PAGE E7−4 exp
Jun 01/16
PROCEDURES
DITCHING
− WITHOUT CARGO CONFIGURATION. LANDING TECHNIQUE:

− If possible the gross weight should be reduced.

− If a pronounced sea is running, the landing should be made paral-
lel to the line of the wave crests with the touch down point on the
back of a wave.
− Landing should be made with maximum available flaps. At touch
down the aircraft should be in a nose−up attitude with minimum
speed and a rate of descent of not more than 300 ft per minute.
− Landing should be made with wings level and no yaw.
NOTE
LANDING CHECKS.

2. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
6. Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET
8. RESEATING of passengers . . . . . . . . . . . . CONSIDER
11. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . RADIO

ALTITUDE SET
17. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
NOTE
The non−resetable configuration warning can be silenced by pulling
the Cb FLAP CONTROL (G−6) after the flaps have been set. Flaps
can then not be moved until the Cb is reset.
(Cont’d)
Jun 01/16
code 10
code 00 E7−4

DITCHING
− If possible, ditch in the vicinity of rescue vessels, near coastlines or islands.

− Burning off fuel increases the buoyancy.
− Put on life vests but do not inflate.
− Evacuation shall be through the crew hatch.
24/2 10
PAGE E7−4 exp
Jun 01/16
PROCEDURES
DITCHING
LANDING TECHNIQUE:
− If possible the gross weight should be reduced.

− If a pronounced sea is running, the landing should be made paral-

lel to the line of the wave crests with the touch down point on the
back of a wave.
− Landing should be made with maximum available flaps. At touch
down the aircraft should be in a nose−up attitude with minimum
speed and a rate of descent of not more than 300 ft per minute.
− Landing should be made with wings level and no yaw.
NOTE
LANDING CHECKS.

5. Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET
8. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . RADIO
ALTITUDE SET
14. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
NOTE
The non−resetable configuration warning can be silenced by pulling
the Cb FLAP CONTROL (G−6) after the flaps have been set. Flaps
can then not be moved until the Cb is reset.
(Cont’d)
Jun 01/16
code 10
code 10 E7−4

24/2 00
PAGE E7−5 exp
Jun 01/16
PROCEDURES
DITCHING


19. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
21. “BRACE FOR IMPACT” . . . . . . . . . . . . . . . ORDER
When A/C stops:
22. ENGINE FIRE HANDLES (both) . . . . . . . . PULL

23. “EVACUATE” . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
Jun 01/16
code 10
code 00 E7−5

24/2 10
PAGE E7−5 exp
Jun 01/16
PROCEDURES
DITCHING
(Cont’d)

16. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
When A/C stops:
18. ENGINE FIRE HANDLES (both) . . . . . . . . PULL

19. “EVACUATE” . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
Jun 01/16
code 10
code 10 E7−5

24/2 00
PAGE E7−6 exp
Jun 01/16
PROCEDURES

THE BASIC CONFIGURATION WITH LAVATORY
SUSPECT DEVICE FOUND ON BOARD
THIS PAGE IS APPLICABLE TO AIRCRAFT IN
AT DETECTION
IN THE AFT PART OF THE FUSELAGE.
− MAINTAIN constant CABIN ALTITUDE until guidelines below

have been considered.
− Reduce to APPROACH SPEED. Consider Distance and Fuel
IN CARGO CONFIGURATION.
burn to suitable airport.

− SEATBELT Sign ON. Keep passengers in their seats to avoid
involvement and to improve safety and control.
MOST PREFERRED BOMB STOWAGE LOCATION
− When MOVING the suspected device, KEEP it IN the ATTITUDE

FOUND to preclude possible detonation by change in attitude.
− If possible place the SUSPECTED DEVICE IN the LAVATORY
and as HIGH UP as possible on the STARBOARD side and as
CLOSE as possible TO the FUSELAGE SKIN.
− An ALTERNATE stowage LOCATION is in the AFTMOST OVER-
HEAD BIN as CLOSE as possible TO the FUSELAGE SKIN.
− SATURATE BLANKETS, PILLOWS etc. WITH WATER or other
non flammable liquid and PACK around the SUSPECTED
DEVICE. Try to FILL UP the remaining area to the greatest pos-
sible extent with ENERGY ABSORBING MATERIALS.
AFTER STOWAGE OF SUSPECTED DEVICE
− RELOCATE PASSENGERS to the FORWARD part of the cabin if

possible.
− PULL the following Cb’s:
 M−27 − LAVATORY TOILET & LIGHT
 M−28 − LAVATORY WATER HEATER (if installed)
 L−26 − CABIN READ R
− Set LDG ALT to CABIN ALT and start DESCENT. Cabin altitude
will now be maintained until zero diff. pressure.
− Prepare for an emergency landing and EVACUATE the AIR-
CRAFT as soon as possible AFTER LANDING.
Jun 01/16
code 10
code 00 E7−6

24/2 10
PAGE E7−6 exp
Jun 01/16
PROCEDURES
THIS PAGE IS NOT APPLICABLE TO AIRCARFT IN CARGO

CHANGE CONFIGURATION OR OTHER AIRCRAFT WITH
NO LAVATORY IN THE AFT PART OF THE FUSELAGE.
THIS PAGE IS APPLICABLE TO AIRCRAFT IN QUICK
CHANGE CONFIGURATION, HIGH DENSITY QUICK
AT DETECTION

− FASTEN SEATBELT Sign ON. Keep passengers in their seats to
avoid involvement and to improve safety and control.
− When MOVING the suspected device, KEEP it IN the ATTITUDE

FOUND to preclude possible detonation by change in attitude.
CONFIGURATION.
− If possible place the SUSPECTED DEVICE IN the AFTMOST

OVERHEAD BIN as close as possible TO the FUSELAGE SKIN.
− SATURATE BLANKETS, PILLOWS etc. WITH WATER or other
non flammable liquid and PACK around the SUSPECTED DE-
VICE. Try to FILL UP the remaining area to the greatest possible
extent with ENERGY ABSORBING MATERIALS.
− RELOCATE PASSENGERS to the FORWARD part of the cabin if

possible.
− PULL the following Cb’s:
Jun 01/16
code 10
code 10 E7−6

24/2 20
PAGE E7−6 exp
Jun 01/16
PROCEDURES

THIS PAGE IS APPLICABLE TO AIRCRAFT IN
AT DETECTION

CARGO CONFIGURATION.
− In a passenger configuration the suspect device should normally

be placed in the aft lavatory or in the aftmost overhead bin as
close as possible to the fuselage skin. In a cargo configuration
this is not possible. The suspect device should therefore normally
not be moved.
− SATURATE any available CLOTH WITH WATER or other non
flammable liquid and PACK around the SUSPECTED DEVICE.
Try to FILL UP the remaining area to the greatest possible extent
with ENERGY ABSORBING MATERIALS.
Jun 01/16
code 10
code 20 E7−6

24/2 00
PAGE E7−7 exp
Jun 01/16
PROCEDURES
DISTRESS CALL
− WITHOUT CARGO CONFIGURATION. MAY DAY − MAY DAY − MAY DAY

− Identification
− Position, Altitude, Heading
− Trouble, Intentions and Assistance Needed
− Persons on board
− Transponder A 7700
EMERGENCY ANNOUNCEMENT
Ladies and gentlemen, this is your Captain.

May I have your attention please.
Due to a technical fault, (.....), we are forced to make an emergency
landing (on water) in about ..... minutes.
We are proceeding towards the nearest airfield/ship/coast and the
rescue services are informed.
We are carrying the necessary survival equipment and the Cabin
Attendant will show you how to use it.
Please remain seated, keep calm and follow the Cabin Attendants
instructions.
TRANSPONDER CODES
EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 7700
COMMUNICATION FAILURE . . . . . . . . . . . . . . . . A 7600
HIJACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 7500
Jun 01/16
code 10
code 00 E7−7

24/2 10
PAGE E7−7 exp
Jun 01/16
PROCEDURES
DISTRESS CALL
MAY DAY − MAY DAY − MAY DAY
− Identification
WITH CARGO CONFIGURATION.
− Position, Altitude, Heading

− Trouble, Intentions and Assistance Needed
− Persons on board
− Transponder A 7700
TRANSPONDER CODES
EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 7700
COMMUNICATION FAILURE . . . . . . . . . . . . . . . . A 7600
HIJACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 7500
Jun 01/16
code 10
code 10 E7−7

FLIGHT IN VOLCANIC ASH
Flight in areas of known volcanic activity must be avoided. This is particularly important during night or in IMC
when volcanic ash is not visible. If volcanic activity is reported, check all NOTAMs and ATC directives for cur-
rent status of volcanic activity. Plan the flight on the upwind side of the volcanic cloud.
NOTE
Airborne weather radar cannot detect volcanic ash.
Volcanic ash may be difficult to detect at night or in IMC. However, the following phenomena have been
reported by flight crews:
− An acrid smell, similar to electrical smoke.
− Multiple engine malfunctions such as rising ITT, stall and flame−out.
− St Elmo’s fire and static discharges around the windows.
− Decrease or loss of indicated airspeed.
If volcanic ash is encountered, reduce power (to Flight Idle if practical). Select continuous ignition and leave
the area immediately.
If ITT rises abnormally at Flight Idle and/or engine operation becomes unstable, shut down the engine.
Volcanic ash may cause rapid erosion and damage to internal engine components, causing surge, loss of
power and high ITT. Retarding power to Flight Idle lowers the ITT and will reduce debris build−up on com-
pressor and turbine blades, and improves stall margin. Further improvement in engine stall margin is obtained
by switching on engine anti−ice and use of HP bleed. Avoid rapid power lever movements to prevent a pos-
sible compressor stall.
It may be necessary to shut down and restart the engine to prevent exceeding ITT limits. Restart should be
attempted immediately, more than one attempt may be required to obtain a successful start. Compressor
bleed should be maximized during start and during the remainder of the flight. Some engine performance loss
may remain after restarting. After restart use slow throttle movement to avoid compressor stall. A successful
restart may not be possible until clear of the volcanic ash.
Following a successful restart slowly accelerate each engine in turn and monitor engine operation.
Volcanic ash is very abrasive and can cause serious damage to engines and leading edges of wing and tail.
Windows become opaque, obstructing vision. Landing light effectiveness may be reduced.
After flying in volcanic ash the aircraft and the engine must be inspected by maintenance.
24/2 00
PAGE E7−8 exp
Jun 01/16
PROCEDURES
FLIGHT IN VOLCANIC ASH
1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS LOW AS
PRACTICAL
2. ENGINE ANTI−ICE switches (both) . . . . . ON
3. IGNITION switches (both) . . . . . . . . . . . . . CONT
4. HP BLEED switches (both) . . . . . . . . . . . . . AUTO
5. LEAVE AREA AS QUICKLY AS POSSIBLE
If ITT rises abnormally and /or engine becomes unstable
6. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
7. Apply ENGINE RESTART IN FLIGHT pro- Page A8−6
cedure.
Following a successful restart slowly accelerate each engine to the
required power and verify satisfactory engine operation. Leave HP
bleed in AUTO and ENG anti−ice ON for remainder of flight.
Jun 01/16
code 10
code 00 E7−8

UNUSUAL VIBRATIONS
Vibrations can be divided into Airframe or Engine caused. Airframe caused is the relatively more high
frequent vibration compared with engine caused.
AIRFRAME VIBRATIONS
Airframe vibrations may be caused by among others:
− worn Flight Control surface bearings.
− reduced Flight Control cable tensions.
− external damage to Flight Control surfaces.
− ruptured de−ice boot causing partial airflow separation over an aerodynamic surface.
ENGINE VIBRATIONS
Unusual and significant engine vibrations may be caused by loose engine mounts, a damaged compressor or
turbine, or a damaged propeller gear box or propeller.
Propeller vibrations are common, particularly in icing conditions. This may be caused by uneven ice accretion
and ice shedding, and is often accompanied by the sound of ice particles hitting the airframe. The vibrations
can be from low to high and are about similar from both propellers in this case.
OPERATIONAL
When experiencing aircraft vibrations always revert back to the vibration free condition. If the vibration
develops in a steady state condition, reduce speed (consistent with safe operations). In all conditions it is
essential to reduce the excitation energy level by reducing the speed. See emergency procedure UNUSUAL
VIBRATIONS.
Under no circumstances re−enter the vibration condition, speed, trim or flaps setting and definitely not for
trouble shooting purposes. The flight shall continue at reduced speed if applicable and, if the vibration oc-
curred during flap extension, the landing shall be performed with reduced or zero Flaps setting. For landing
with reduced or zero flaps, follow abnormal procedure FLAP FAULT for speed increment and Landing
distance factor.
Aircraft should not be operated with unusual vibrations in the Flight Control System. Degradations/Faults
must be rectified before next flight.
24/2 00
PAGE E7−9 exp
Jun 01/16
PROCEDURES
UNUSUAL VIBRATIONS
(MOD NO 1462) AND OTHER MODIFICATIONS FOR USE
CAUTION
If in doubt whether it is a natural pre−stall warning in the form of

LEADING EDGE ON HORIZONTAL STABILIZER
buffeting, or an unusual vibration, always perform stall recovery.

1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
2. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
− Retard both PLs to FI.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
OF 35 DEG LANDING FLAPS.
− Reduce the airspeed to 180 KIAS or to a lower speed consist-

ent with safe operation to stop the vibrations.
VIBRATIONS CEASE
4. Power . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
REGISTER.
− Restore power on both engines as required but do not

exceed 180 KIAS.
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE
If the unusual vibration develops when flaps are extended −
retract flaps to a known vibration free setting and land with
flaps in this position. Consider the possibility of De−Ice Boot
rupture. This requires a combination of increments from FLAP
FAULT and TIMER light on procedures. Whit a faulty STAB
boot, use flap 0 for landing.
For combined increments see table below;

Flap ACC INCR F20 / 35 F20 / 35
F20 / 35
0 No − +30 / +35 +Wi 1.45 / 1.60
Yes +10 +20 / +25 +Wi 1.45 / 1.60
7 No − +20 / +25 +Wi 1.30 / 1.45
Yes +10 +10 / +15 +Wi 1.30 / 1.45
15 No − +15/ +20 +Wi 1.30 / 1.40
Yes +10 +5 / +10 +Wi 1.30 / 1.40
(Cont’d)
Jun 01/16
code 10
code 00 E7−9

UNUSUAL VIBRATIONS
Vibrations can be divided into Airframe or Engine caused. Airframe caused is the relatively more high
frequent vibration compared with engine caused.
AIRFRAME VIBRATIONS
Airframe vibrations may be caused by among others:
− worn Flight Control surface bearings.
− reduced Flight Control cable tensions.
− external damage to Flight Control surfaces.
− ruptured de−ice boot causing partial airflow separation over an aerodynamic surface.
ENGINE VIBRATIONS
Unusual and significant engine vibrations may be caused by loose engine mounts, a damaged compressor or
turbine, or a damaged propeller gear box or propeller.
Propeller vibrations are common, particularly in icing conditions. This may be caused by uneven ice accretion
and ice shedding, and is often accompanied by the sound of ice particles hitting the airframe. The vibrations
can be from low to high and are about similar from both propellers in this case.
OPERATIONAL
When experiencing aircraft vibrations always revert back to the vibration free condition. If the vibration
develops in a steady state condition, reduce speed (consistent with safe operations). In all conditions it is
essential to reduce the excitation energy level by reducing the speed. See emergency procedure UNUSUAL
VIBRATIONS.
Under no circumstances re−enter the vibration condition, speed, trim or flaps setting and definitely not for
trouble shooting purposes. The flight shall continue at reduced speed if applicable and, if the vibration oc-
curred during flap extension, the landing shall be performed with reduced or zero Flaps setting. For landing
with reduced or zero flaps, follow abnormal procedure FLAP FAULT for speed increment and Landing
distance factor.
Aircraft should not be operated with unusual vibrations in the Flight Control System. Degradations/Faults
must be rectified before next flight.
24/2 10
PAGE E7−9 exp
Jun 01/16
PROCEDURES
THIS PAGE IS APPLICABLE TO AIRCRAFT WITHOUT NEW
UNUSUAL VIBRATIONS
(MOD NO 1462) AND OTHER MODIFICATIONS FOR USE
CAUTION
If in doubt whether it is a natural pre−stall warning in the form of

LEADING EDGE ON HORIZONTAL STABILIZER
buffeting, or an unusual vibration, always perform stall recovery.

1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
2. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
− Retard both PLs to FI.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
OF 35 DEG LANDING FLAPS.
− Reduce the airspeed to 180 KIAS or to a lower speed consist-

ent with safe operation to stop the vibrations.
VIBRATIONS CEASE
4. Power . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
REGISTER.
− Restore power on both engines as required but do not

exceed 180 KIAS.
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE
If the unusual vibration develops when flaps are extended −
retract flaps to a known vibration free setting and land with
flaps in this position. Consider the possibility of De−Ice Boot
rupture. This requires a combination of increments from FLAP
FAULT and TIMER light on procedures. Whit a faulty STAB
boot, use flap 0 for landing.
For combined increments see table below;

Flap ACC INCR F20 F20
F20
0 No − +30 +Wi 1.45
Yes +10 +20 +Wi 1.45
7 No − +20 +Wi 1.30
Yes +10 +10 +Wi 1.30
15 No − +15 +Wi 1.30
Yes +10 +5 +Wi 1.30
(Cont’d)
Jun 01/16
code 10
code 10 E7−9

24/2 00
PAGE E7−10 exp
Jun 01/16
PROCEDURES
UNUSUAL VIBRATIONS
(Cont’d)
VIBRATIONS CONTINUE
Vibration is considered likely to come from Engine/Propeller

4. Propeller De−Icing . . . . . . . . . . . . . . . . . . . . ON
− Wait 2 min for possible improvement.
− If no improvement occurs, proceed with checklist below.
6. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
7. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
− Move PL, then CL, one at a time to identify affected engine.
− If impossible to identify with PL movement, place ONE PL at
FI and CL in START position.
− Reset CL to MIN − MAX range if opposite prop is to be
checked.
− Repeat on other engine if uncertainty remains.
− Restore PL and CL in−between each manipulation.
(Cont’d)
WARNING
Consider to shut down the engine only after proper identification.
Jun 01/16
code 10
code 00 E7−10

Emergency Landing/Evacuation
1. GENERAL − Seatbelts fastened

− Tables stowed/folded away
This instruction explains the vital actions which
− Infants life vests distributed (if applicable)
have to be taken in connection with emergency
landing on land or on water (ditching) as well as − Hard, loose objects secured
unprepared evacuation. − Galley and containers secured.
− Main door closed and checked.
Since it is a well established fact that it is the unex-
pected emergencies which cause most of the inju-
NOTE
ries to passengers and crew, it is of utmost impor-
tance that the crew members know the evacuation F/A shall visually check the Main door;
duties by heart. − Door handle fully down.
− Two (2) indexes checked to be centered.
The safety of the occupants depends on crash
protection, evacuation and, in the case of ditching NOTE
or landing in remote areas, survival. The most im-
Flight attendants should brief the passengers
portant duties of the crew will therefore be:
that no electronic device containing transmitters/
− To provide the best possible crash protection for
receivers are allowed to be used on board during
all passengers.
the flight. Typical examples of electronic devices
− To have the passengers well prepared for a quick not allowed to be used are:
evacuation. Radio Transmitters/Receivers, Portable Tele-
− To execute a quick evacuation of the passengers. visions and Mobile Telephones, except if the
− To assist the passengers as required after the Mobile Telephone is used in a “flight mode” which
evacuation. blocks the transmitter/receiver function.
NOTE The reason is incidents of electronic interference
Whenever smoke, fire or other abnormal condi- with the operation of aircraft electronic commu-
tions are observed, the PIC must be informed nication and navigation equipment, apparently
immediately. caused by electronic devices on board.
The following electronic devices are exempted
2. NORMAL TAKEOFF AND LANDING
from this regulation and may be used:
PREPARATION
Hearing Aids and Heart Pacemakers.
A sudden emergency situation requiring an unpre- Electronic devices not containing transmitters/re-
pared evacuation may arise in connection with take- ceivers, such as Portable voice recorders,
off, normal landing, taxiing or even while stationary Electric Shavers, Compact Disc Players, Free
on the tarmac. Therefore, the cabin must be ”pre- Styles and PCs, are allowed to be used on
pared” for crash protection and evacuation also dur- board, except during takeoff and landing.
ing normal operations. This is obtained by securing
the cabin. Landing
Takeoff Before landing, F/A shall check that the cabin is
Before takeoff the F/A shall check that the cabin is secured;
secured; That is:
That is: − Seating in accordance with loadsheet
− Emergency equipment checked − Emergency exits free
− Emergency exits free − Overhead bins locked
− Seating in accordance with loadsheet − Baggage stowed under seats, if necessary
− Overhead bins locked − Seatbelts fastened
− Cabin baggage stowed under seats, if necessary − Galley doors and containers locked.
24/3
PAGE 1
Sep 30/15

3. SUMMARY OF CABIN CALLS
3.1 Normal calls
CALL FROM TO COM. METHOD REMARKS
TAKEOFF IMMINENT Cockpit Cabin 2 x chimes Before entering runway; se-

lect One Cabin Sign OFF −
wait 1 second − ON
LANDING IMMINENT Cockpit Cabin 2 x chimes On final; same as above.
3.2 Emergency calls
Interphone F/A must respond immediate-

EMERGENCY CALL Cockpit Cabin EMER button ly.
or ORDER:
PA ”F/A, report to cockpit”.
Same action as above.
Cabin Cockpit Interphone Cockpit crew must respond.

EMER button
CABIN EMERGENCY Cockpit Cabin PA Brief announcement, when

ALERT only short time available for
preparation.
EMERGENCY STA- Cockpit Cabin PA ORDER:

TION ”Emergency station”.
F/A must immediately pro-
ceed to the Emergency Sta-
tion and, if applicable, pre-
pare for bracing.
BRACE FOR IMPACT Cockpit Cabin PA and/or by re-

peatedly flashing
Cabin signs.
EVACUATION NOT Cockpit Cabin PA ORDER: ”Keep your seats”.

REQUIRED
(Cont’d)
24/3
PAGE 2
Sep 30/15

(Cont’d)
Cockpit Cabin ORDER: ”Evacuation−Get

out”. If fire on one side, ”Evacu-
ation − Get out ... (left/right)
PA or if PA un- side”.
serviceable, by
oral command.
INITIATING F/A Cabin ORDER:

EVACUATION ”Emergency − open seat belt
− open overwing exits − get
out”.
If required, specify side,
hence, ”Emergency − open
seat belt − open ... (left/right)
overwing exit − get out”.
If ditching
ORDER:
”Emergency − open seat belts
− put life vests on/bring your
seat cushions − open over-
wing exits − get out”.
4. PREPARATIONS FOR LANDING AND passengers so as to have only one person in

EVACUATION each double seat row. A seat row which is not
fully loaded will withstand a higher impact force
4.1 Prepared emergency before tearing loose from its fittings.
− During and immediately after the declaration of With consideration to CG, in case of any gear
an emergency, the PIC or the Copilot will briefly problem (main gear or nose gear), move (reseat)
inform the F/A and, when practicable, also the passengers away from the propeller plane.
passengers about the impending emergency, Reseating groups of passengers without the
intentions and estimated time before landing/ PIC’s permission is not allowed.
ditching. The detailed passenger briefing should
Passenger preparation, securing of cabin and
then be made by the F/A over the Passenger
galley
Address (PA) system in accordance with the F/A
− Passengers shall be ordered to study the Safety
Emergency announcements in the CABIN
On Board folder carefully.
EMERGENCY CHECKLIST.
− Seatbelts shall be fastened tightly. Do not allow
− F/A shall be kept well informed about the emer-
passengers to place padding under the seatbelt.
gency and be able to submit further details to the
Instruct ”brace for impact” positions. Use cloth-
passengers if required.
ing for face protection.
Reseating (if applicable) − Passengers should be briefed about suitable ex-
− Whenever necessary, and number of passengers its. Passengers evacuating through any forward
permitting, PIC shall order reseating of passen- exit should be briefed, that when on ground, to
gers. In such a case it is advisable to reseat the proceed ”forward” to avoid the propeller area.
24/3
PAGE 3
Sep 30/15

− In case of emergency landing on land, high inside the aircraft. Show how to wear and how to
healed shoes shall be removed. Other shoes inflate. Before a landing in darkness, passengers
should be kept on. should be instructed to pull out the life vest bat-
− In case of ditching, shoes shall be removed. tery plugs. The light will then automatically come
− Glasses, false teeth, pointed sharp objects etc. on when the battery comes in contact with water.
shall be removed, ties loosened and shirt collars Life vests should be inflated immediately upon
opened. For fire protection, clothing (coats, jack- leaving the aircraft. Life vests on small children
ets and gloves) shall be worn. shall be inflated inside the aircraft before impact.
− Secure the galley by locking all containers and If flotation cushions are carried, instruct the pas-
doors. Any leftover items should be placed in the sengers how to remove and how to use them.
lavatory. If ditching, the passengers should be advised
− Stow hard, loose objects from the cabin in the that all crew members will wear red life vests. (if
lavatory and the soft ones on the floor under the applicable).
seats. Instruct ”brace for impact” positions.
− Stow newspapers and magazines in the lavatory − The ”brace for impact” positions shown in the
as they will make the floor slippery if tossed figures are considered to offer the best crash
around during landing impact. protection. Show the applicable sitting position to
− Lavatory door shall be locked. the passengers, and tell them to take this posi-
If time permits tion when so ordered or when the cabin signs are
flashing repeatedly.
Instruct how to use flotation equipment.
Distribute clothing to be used for face protection.
− If ditching and passenger life vests are carried,
order to put life vests on and instruct not to inflate
24/3
PAGE 4
Sep 30/15

Fig 1. Flight Attendant brace for impact po- Fig. 3. Passenger brace for impact position
sition. aft. of a fixed seat back (e.g. over-
wing exits).
Fig. 4. Brace for impact position for passengers

with infant.
Fig. 2. Normal passenger brace for impact . Put the infant between your legs, supporting
position. his head with one hand. Hold other arm around
waist of infant.
. Push seat back in front of you forward.
. Bend down.
A10252
24/3
PAGE 5
Sep 30/15

Prepare survival equipment. Dim cabin light (if applicable).

− Before prepared emergency landing in a place − To improve night vision, dim cabin lights before
without immediate rescue facilities, have required landing.
survival equipment such as first aid kit, food, liq- Proceed to F/A station and put on protective cloth-
uids, flashlights etc. ready for quick unloading ing, cap/hat. If ditching, put on life vest and pull bat-
after the passengers have left the aircraft. Food tery plugs.
and liquids shall be put in bags or blankets.
− To permit F/A to take the seat in time before
Select and brief able−bodied passengers. ”BRACE FOR IMPACT” signal is given, or for
− If time permits, able−bodied passengers shall be other unspecified reasons, PIC should order
selected. These passengers shall be given the ”EMERGENCY STATION” over the PA system.
following duties and have to be briefed accord- F/A shall proceed immediately to the emergency
ingly: station.
 To open specified exits. Brace for impact.
 To guard exits which must not be opened. − One minute before estimated touchdown, the
 To jump down and assist passengers coming cockpit crew will order ”BRACE FOR IMPACT”
out. over the PA system and/or by flashing the cabin
 To assist in removing and operating survival signs. Whenever possible, the brace for impact
equipment. order should be repeated by the cockpit crew
immediately before impact. The passengers
 To assist children and incapacitated or injured
should be instructed to comply with the order and
passengers.
to remain in brace position until the aircraft has
− Exercise your best judgement in selecting pas- come to a complete stop. Warn passengers that
sengers for the above duties. Accept the difficulty there may be several impact shocks before the
of reseating suitable passengers rather than se- aircraft stops.
lecting conveniently seated passengers who ap-
pear to be less suitable. Crew members carried 4.2 Unprepared emergency landing
as passengers shall be selected in the first place
If possible (time permitting), cockpit crew should
since they are trained in emergency procedures.
alert F/A and passengers; ”EMERGENCY STA-
Report cabin secured to PIC. TIONS, BRACE FOR IMPACT” via PA or just Brace
− When all preparations are completed F/A shall for impact signal with cabin sign.
report ”CABIN SECURED” to PIC. F/A shall also
F/A immediately proceeds to assigned position and
check with the PIC if any door cannot be used for
orders:
evacuation, and if the evacuation shall start
straight away without PIC’s order as soon as the ”EMERGENCY − HAND BEHIND HEAD AND
aircraft comes to a stop or only on order from BEND DOWN”.
PIC.
24/3
PAGE 6
Sep 30/15

4.3 Evacuation craft without their belongings and directed to a

safe distance away from the aircraft.
NOTE − Evacuation through forward exits (main door/ for-
ward right exit) is accomplished by jumping out.
When the aircraft has come to a complete stop
− Evacuation through overwing exits is easiest ac-
and the parking brake is set, PIC shall use all rele-
complished by lifting one foot out through the
vant sources − such as visual observations, exter-
exit, bend down, step out and, if evacuation on
nal communication and F/A − in judging the situa-
land, moving aft sliding down the wing.
tion quickly: Is emergency evacuation required or
not? If in doubt, always perform an emergency − Evacuation through the cockpit escape hatch is
evacuation although high risk of injury. If no emer- easiest accomplished by use of the escape strap.
gency evacuation is required, the PIC shall order EVACUATION ON LAND
”Keep Your Seats” to cancel it. If no emergency
evacuation is necessary, but there is a considerab- NOTE
le risk to passengers and crew if the situation de-
Before evacuation, check outside for any danger
toriates, a rapid disembarkment is performed by
(fire etc.) that would render any exit unsuitable/
use of the stair. This is to avoid unnecessary injur-
impossible to use. Such exit(s) should be
ies to passengers and crew in a non−life threaten-
guarded (an able−bodied passenger may be
ing situation.
used) and passengers redirected.
F/A shall give flight crew a short moment to evalu
Orders for unsafe exit:
ate the situation, if not obvious that emergency
evacuation is necessary. Otherwise wait for the − ”EXIT JAMMED”
evacuation order from the flight crew. − ”FIRE OUTSIDE”
− No exits shall be opened until the aircraft has − If evacuation order is given from cockpit, or if
come to a complete stop. no order is given from the cockpit, but it is unmis-
− No exit shall be opened if below water line. takably apparent that an evacuation has to be
executed, the F/A shall initiate the evacuation by
− As soon as the aircraft has stopped, suitable ex-
PA system or by oral command.
its shall be opened by F/A , selected able−bodied
passenger or if unprepared evacuation by assis- − F/A shall initiate the evacuation by opening the
tance from any passenger. In case of ditching, seat belt, stand up and order:
only the overwing exits and the cockpit escape ”EMERGENCY − OPEN SEAT BELTS − OPEN
hatch may be used. Other exits are not above OVERWING EXITS − GET OUT”, or:
the water line. Exits suitable for evacuation but If one side on fire;
beyond F/A’s reach should be ordered to be ”EMERGENCY − OPEN SEAT BELTS − OPEN.
opened. (left/right) OVERWING EXIT − GET OUT”.
− Forward right exit should be thrown out, if pos- − F/A shall order able−bodied passengers to jump
sible a bit away, to avoid injuries during evacua- out and assist passengers coming down.
tion. − Passengers leaving through the forward exits
shall be commanded:
Applicable for a/c with GEN I interior:
”JUMP OUT, RUN FORWARD”.
− Overwing exits should be put in the seat aft of
− Passengers leaving the aircraft through over-
the exit.
wings exits shall be commanded:
Applicable for a/c with GEN II interior: ”FOOT FIRST, HURRY, LET’s GO.”
− Overwing exits should be thrown out. ”SLIDE DOWN THE WING”.
− Every evacuation shall be carried out as quickly − Stand well aside so as not to obstruct the exit.
as possible, even if there is no sign of fire. The Make physical and/or verbal contact with the ap-
passengers should be assisted to leave the air- proaching passengers as far back as possible.
24/3
PAGE 7
Sep 30/15

Maintain contact until passenger is committed to EVACUATION AFTER DITCHING

jump.
Order evacuation
− Do not interfere with passengers who move
− As soon as the aircraft has stopped, F/A shall
fast. Do not slow flow down. Whenever a crew
initiate evacuation, by opening the seat belt stand
member has to move to another part of the cab-
up and order: ”EMERGENCY − OPEN SEAT
in, they shall, if practicable, travel (hurdle) over
BELTS − PUT LIFE VESTS ON/ BRING YOUR
the seat rows.
SEAT CUSHIONS − OPEN OVERWING EXITS
− When passengers are out, evacuate survival − GET OUT!”.
equipment (if applicable), then jump;
 The passengers shall carry the survival equip- Direct passengers to overwing exits. Instruct
ment away from the aircraft in an upwind direc- able−bodied passengers to guard main door and
tion. If practicable, more liquids, food and other forward right exit
survival equipment may be collected after- − An able−bodied passenger may guard each for-
wards, when there is no longer any apparent ward exit until cockpit crew takes over. Order:
danger. ”DOOR UNDER WATER − USE OVERWING
EXITS ONLY!”.
− When on ground, direct passengers away
from aircraft to an assembly point. Use passen- Assist passengers out on the wing
gers as help to carry injured persons away from − Battery plugs shall be pulled out. Order: ”FOOT
danger area. Keep passengers together and as- FIRST − STAND ON THE WING!”.
sist as required.
Evacuate through overwing exit
WARNING − Check life vests to be inflated.
Do not allow anybody to reenter the aircraft with- − Remain on the wing as long as possible.
out permission from the PIC.
24/3
PAGE 8
Sep 30/15

5. AIRCRAFT LANDING/DITCHING ATTITUDES
Possible aircraft attitudes after an emergency

landing or ditching. Figures are approximate.
67” (1.7 m) 56” (1.37 m) 58” (1.42 m)

27” (0.7 m)
Static ground line Main gear retracted
TO BE
OPENED
Crew hatch Overwing exits
60” (1.5 m)
36” (0.9 m)
Nose gear retracted Ditching
Main door and Cargo door

Fwd right exit
DO NOT OPEN
A10249
24/3
PAGE 9
Sep 30/15

24/3
PAGE 10
Sep 30/15

6. EVACUATION ON LAND
Summary of crew duties
Perform cockpit emergency

PIC COPILOT
evacuation checklist if applicable.
1. Order evacuation. 1. Assist PIC in ordering evacuation if circum-

stances require.
2. Enter cabin and ensure quick evacuation even if 2. Evacuate through suitable forward exit. (Crew
no sign of fire. hatch, Main door or Fwd right exit).
3. Check cabin cleared and evacuate. Assemble 3. Take command outside aircraft.
account, see to passengers safety.
4. Assist passengers evacuating through forward
exits.
5. Direct passengers away from danger area. Or-
der able−bodied passengers to assist in evacu-
ation and to assist passengers away.
6. When evacuation completed, assist PIC in his
duties.
FLIGHT ATTENDANT
1. Give Evacuation order.

2. Check outside for fire and conditions in general.
3. Open suitable forward exit(s).
4. Order opening of suitable overwing exit(s).
5. Order able−bodied passenger to jump out and assist passengers.
6. When passengers are out, if circumstances permit and require, assist pilots in the cockpit.
7. Evacuate and assist passengers.
24/3
PAGE 11
Sep 30/15

7. EVACUATION AFTER DITCHING
Summary of crew duties
Perform cockpit emergency

PIC COPILOT
evacuation checklist if applicable.
1. Put life vest on. 1. Put life vest on.

2. Order evacuation. 2. Assist PIC in ordering evacuation if circum-
stances require.
3. Guard forward exits and direct passengers to 3. Guard forward exits and direct passengers to
overwing exits. overwing exits.
4. Check cabin cleared. 4. Evacuate through exits right overwing exit.
5. Evacuate through left overwing exit. 5. Assist passengers on right side.
6. Assist passengers on left side.
FLIGHT ATTENDANT
1. Put life vest on.

2. Order evacuation.
3. Instruct able−bodied passenger to guard forward exits.
4. Direct passengers to overwing exits. Assist passengers out on the wing and order inflation of life vests.
5. Evacuate through left overwing exit.
NOTE
Waves and wind might require evacuation on one side only.
NOTE
− As the forward exits (Main door and forward right exit) will be partly under water, they must not
be opened. PIC and Copilot shall enter the cabin and initially guard the exits. If F/A has instructed a
passenger to guard these exits, he/she shall be released from this duty.
− Passenger and crew shall remain on the wings as long as possible.
24/3
PAGE 12
Sep 30/15

8. CABIN EMERGENCY CHECKLIST
8.1 F/A − preparation/evacuation
Framed items apply to ditching only.
PREPARED EMERGENCY EVACUATION
1. On PIC order, give F/A EMERGENCY AN- 1. Give EVACUATION ORDER.

NOUNCEMENT.
2. Reseat passengers (if applicable). 2. Check outside for fire and conditions in general.
3. Secure passengers, cabin and galley. 3. Open suitable forward exit(s).
4. Time permitting, give full flotation equipment 4. Order opening of suitable overwing exit(s).
demonstration, explain brace−for−impact posi- 5. Order able−bodied passengers to jump out and
tion, brief about suitable exits, distribute cloth- assist passengers.
ing, prepare survival equipment, select and
brief able−bodied passengers. 6. When passengers out, if circumstances permit
and require, assist pilots in the cockpit.
5. Order life vests on (i.a.)
7. Evacuate and assist passengers.
6. Report cabin secured to PIC. Ditching

7. Dim cabin light (if applicable). 1. Give EVACUATION ORDER.
8. Proceed to F/A station and put on protective 2. Direct passengers to overwing exits. Instruct
clothing, cap/hat and life vest. Battery plugs out. able−bodied passenger to guard main door and
forward right exit.
UNPREPARED EMERGENCY LANDING
3. Assist passengers out on the wings, order infla-
1. Order: ”EMERGENCY! HANDS BEHIND
tion of life vests.
HEAD AND BEND DOWN!”.
4. Evacuate through left overwing exit.
EVACUATION ORDERS
On land 5. Assist passengers.

”EMERGENCY − OPEN SEAT BELT − OPEN ...
(left/right) OVERWING EXIT(S) − GET OUT”.
Ditching
”EMERGENCY − PUT LIFE VEST ON / BRING
YOUR SEAT CUSHIONS − OPEN OVERWING
EXITS − GET OUT”.
At overwing exits:
− ”FOOT FIRST, HURRY LET’S GO”
− ”STAND ON THE WING”
− ”SLIDE DOWN THE WING” (on land only)
(Cont’d)
24/3
PAGE 13
Sep 30/15

(Cont’d)
At Main door and forward right exit (on land only):
− ”JUMP OUT, RUN FORWARD”.
8.2 F/A − emergency announcements
EMERGENCY ANNOUNCEMENTS F/A EMERGENCY ANNOUNCEMENT

Brief the passengers in one language only − the lan- Ladies and gentlemen, this is your Flight Attendant
guage spoken by the majority of the passengers. speaking. Please keep calm and carry out the fol-
lowing preparations:
Applies to ditching only. − Remove tie and sharp objects. Put false teeth
and glasses in pocket.
EMERGENCY ANNOUNCEMENT ON BE- − I will distribute clothing for impact protection,

HALF OF THE CAPTAIN instruct you how to brace for protection, instruct
you how to brace for impact, and how to leave the
Ladies and gentlemen, this is your Flight Atten- aircraft; and how to use your flotation equipment.
dant speaking. May I have your attention
− You should brace for impact when Cabin Sign
please. On behalf of the Captain I must inform
you that due to technical fault we are forced to flashes or when ordered to do so.
make an emergency landing on water in about − When bracing, push the seatback in front of
..... minutes. you forward.
We are proceeding towards the nearest airfield/ − Remain in braced position until the aircraft
ship/coast and we have informed the rescue ser- has come to a complete stop, then proceed to
vices. We are carrying all the necessary survival the emergency exits as directed by me.
equipment and I will show you how to use it. Please
− Personal belongings must be left behind.
remain seated, keep calm and follow my instruc-
tions carefully. − Fasten your seat belts tightly.
− Study the safety on board pamphlet.
− (If passengers life vest carried on board)

Remove the life vest from under your seat. Put it
on but do not inflate now. Inflate it when you are
outside the aircraft.
− (If flotation cushions carried)
After aircraft aircraft come to a complete stop,
open your seat belt and pull the seat cushion
form your chair. The seat cushion is your flota-
tion aid.
− Remove your shoes.
− Note that the crew will be wearing red life vests.
− Our primary exits are the overwing exits.
Do not open any of the forward exits.
24/3
PAGE 14
Sep 30/15

Cabin Smoke/Fire
1. GENERAL − Opening of the ground communication hatch

− A cabin fire shall be extinguished immediately. − Opening of the cockpit escape hatch to its ven-
tilation position
− Do not use oxygen near an open fire.
− Opening of an overwing exit
− Do not use water near any energized electrical
wiring. CAUTION
− In case of smoke only, use smoke hood as appli- Opening the cockpit escape hatch or an over−
cable. wing exit requires the cabin pressure to be
− If smoke hood not available, place wet towel or dumped and airspeed reduced. If opening an
handkerchief over nose and mouth. This is appli- overwing exit consider the risk for falling over-
cable to any person on board suffering from inboard.
halation of smoke, fumes and hot air.
− Coat/jacket, cap and gloves will protect against 3. FIRE FIGHTING
heat. Put on if available.
− After fire extinguished guard the fire area and Fire in fibrous material
check regularly during remainder of the flight. Depending on the circumstances, the fire fighting
− Smoke coming from an air-conditioning system sequence listed below may have to be altered to
smells plastic or oily. conform to actual situation.
− Immediately report any suspect smoke or foreign − Isolate material on fire.
odor to cockpit.  If possible, pull out burning clothes from over-
2. SMOKE EVACUATION head bins, tear down burning curtains, etc.
− Smother with blanket, coats etc.
The primary concern should always be the elimina-
 Smother fire by wrapping the burning material
tion of smoke source as heavy concentration of
in a blanket, coat, etc. If only a small fire, step
smoke cannot be endured for any length of time.
on the burning material.
There are smoke evacuation procedures, per- − Use any non−flammable liquid, H20 or halon fire
formed by the pilots, taking care of different smoke extinguisher.
situations: cockpit−, cabin−, lavatory−, air condition-  Use any non−flammable liquid to thoroughly
ing−, and electrical smoke. soak all burned material.
Smoke evacuation requires an increase of airflow
Lavatory Fire
out of the aircraft. This is obtained by opening of
− For trash bin fire H20 Fire Extinguisher or any
outflow valves and/or hatches and at the same time
non−flammable liquid is preferable.
let the air conditioning and pressurization system
operate at maximum capacity. If the smoke is com- If Halon Fire Extinguisher is nearest to hand get
ing from the air-conditioning system, that part of the this extinguisher to start with as it can be used
system will be isolated. for any fire.
− For protection and easier breathing, crouch down
During a smoke evacuation procedure in a pressur- close to floor before opening lavatory.
ized aircraft, the cabin altitude will increase (felt in
− Cautiously open door, peck inside and check ex-
the ears) and the aircraft will start a descent to be-
tent of fire
low 10 000 ft, if applicable, with consideration to
 If fire is not within trash bin, discharge extin-
minimum safe altitudes.
guisher at base of flame.
Following methods can be used to increase the air- − Use the fire axe to gain access to fire. This may
flow out of the aircraft. involve local destruction of panels.
− ”Manual” operation of outflow valves − Use any non−flammable liquid to soak any em-
− Using of the DUMP switch bers and prevent re−ignition.
24/4
PAGE 1
Jun 01/16

Cabin Smoke/Fire
WARNING
NOTE
DO NOT COVER OR USE ICE TO COOL THE
The lavatory trash bin is fitted with an automatic
DEVICE. ICE OR OTHER MATERIAL INSU-
fire extinguisher.
LATES THE DEVICE, INCREASING THE LIKE-
LIHOOD THAT ADDITIONAL BATTERY CELLS
Galley Fire
WILL REACH THERMAL RUNAWAY.
− Switch off galley power.
 Switch off all electrical equipment and request
WARNING
cockpit assistance to remove all electrical pow-
er to galley. DO NOT ATTEMPT TO PICK UP AND MOVE A
− If oven fire, close the oven door. Have Halon Fire SMOKING OR BURNING DEVICE. BODILY IN-
Extinguisher ready in case fire continues. JURY MAY RESULT.
 Get nearest Halon Fire Extinguisher and dis-
charge at base of flame.
 If fire is behind wall
−Assure all electrical power to galley is off.
−Use fire axe to gain access to fire area.
− If waste box fire any non−flammable liquid may
be used provided electrical power to the galley is
off. Otherwise use Halon Fire Extinguisher.
− Use any non−flammable liquid to soak any em-
bers and prevent re−ignition. Do not use water
near any energized electrical wiring.
− Do not restore galley power.
Suspected Electrical Fire
− Remove electrical power.
− Use Halon Fire Extinguisher.
− Discharge at base of flame.
− If fire behind a wall or panel, assure that electri-
cal power is removed. Use fire axe to gain ac-
cess to fire.
− If heavy smoke, crouch down close to floor for
easier breathing.
Portable Electronic Devices Fire caused by
Lithium Batteries
− Once a cell in a lithium battery pack goes into
thermal runaway, it will produce enough heat to
cause the adjacent cells to go into thermal run-
away. The resulting fire can flare repeatedly as
each cell ruptures and releases its contents.
− Use Halon Fire Extinguisher to extinguish the fire
and prevent it to spread.
− After the fire is extinguished, use any non−flam-
mable liquid to cool the device. This prevents
additional battery cells from reaching thermal
runaway.
24/4
PAGE 2
Jun 01/16

Cabin Smoke/Fire
4. CABIN SMOKE/FIRE CHECKLIST
CABIN SMOKE/FIRE CHECKLIST
1. Fight the fire.

2. Notify cockpit.
3. Remove oxygen bottle.
4. Remove electrical power.
5. Request assistance from cockpit/able bodied passengers.
6. Calm/reseat passengers.
7. Keep cockpit informed.
8. After extinguishing, guard the fire area.
− USE APPROPRIATE FIRE EXTINGUISHER
− CHECK FIRE TO BE COMPLETELY EXTINGUISHED.
24/4
PAGE 3
Jun 01/16

Cabin Smoke/Fire
5. CABIN SMOKE/FIRE − EXPANDED

CHECKLIST
1. When detecting a smoke or fire, F/A shall start
to fight the fire immediately.
2. If one F/A on board do not leave fire area. Send
a passenger to inform cockpit.
3. Remove any oxygen bottles which are located
in the fire area, to avoid danger of explosion
and additional fire hazard.
4. Switch off electrical power to affected equip-
ment.
5. Request assistance from cockpit or able−bod-
ied passenger to fight the fire and to provide
more fire fighting equipment if required:
− wet towels
− fire axe
− Smoke hood, if applicable
− flash light.
6. Calm passengers. To prevent a possible panic,
consider making a PA announcement advising
the passengers of the situation and assuring
them that appropriate action is being taken.
Move passengers away from the fire area.
7. It is important to report frequently to cockpit so
as to enable the flight crew to assess the situa-
tion and make the proper decisions regarding
diversion, altitude changes, etc. and also to se-
lect the appropriate checklist procedure. If se-
vere smoke and fumes enter cabin, consider
SMOKE EVACUATION procedure.
8. A fire may be smouldering for long periods be-
fore suddenly bursting into open flames again.
Check burned material regularly during remain-
der of the flight.
24/4
PAGE 4
Jun 01/16

Air Leak and Decompression
1. GENERAL
A failure of the pressurization system or an air leak

might cause a decompression.
If a decompression occurs above 14.000 ft the pi-
lots will initiate an emergency descent down to
10−14.000 ft with consideration to minimum safe
altitude.
2. F/A PROCEDURE
If an air leak is noticed in the cabin:

− notify cockpit
− move passengers from the area.
If a slow decompression occurs:
− get portable oxygen and mask
− assist passengers.
If a rapid decompression occurs followed by an
emergency descent:
− do not attempt to walk around or otherwise exert
yourself
− do not attempt to get portable oxygen
− sit down and wait until after the aircraft has de-
scended and is leveling off then;
− get portable oxygen and when feeling fit assist
passengers and provide oxygen.
24/5
PAGE 1
Sep 30/15

Air Leak and Decompression
24/5
PAGE 2
Sep 30/15

Suspect Device
1. GENERAL − If a string or a safety on board pamphlet

slides easily under the device without catch-
If a suspect device is found on board exercise ex-
ing on any protrusion from the device, it may
treme caution;
be carefully lifted. If not, the device must not
− Do not touch until precautionary procedures com- be moved but steps should be taken to limit
pleted. the explosion effect where the device is lo-
− F/A shall notify cockpit immediately cated.
− Follow your company procedures. 7. When carrying the suspect device, keep it in
If no special company procedures are issued, the the attitude it was found and secure it in the
following guideline may be useful with consideration same attitude
also to minimum safe altitude, range and aircraft
− To avoid detonation by activation of a vibra-
balance (if moving passengers).
tory switch fuzed bomb.
1. Maintain existing cabin altitude as long as pos- 8. Limit the explosive effect by packing at least 10
sible − if in a climb, level off. inches of saturated (if possible) blankets, pil-
− To avoid activation of a pressure sensitive lows and seat cushions around the device. If
fuzed bomb until other safety procedures the devise is moved to the aft toilet, fill up the
can be taken. entire compartment (if possible).
2. Reduce speed and lower landing gear. 9. Avoid to have passenger seated close to the
device. Reseat or move passengers with due
− To minimize aircraft stress and to ensure consideration to aircraft balance.
landing gear is down and locked.
10. Land and evacuate as soon as possible.
3. Seat belt sign ON and seat backs upright.
CAUTION
− To protect passengers as much as possible.
TO AVOID A DETONATION;
4. Adjust aircraft altitude to reduce the differential
pressure and at the same time maintain cabin − DO NOT TRY TO OPEN
altitude − normally this means a descent and − DO NOT TILT
when cabin altitude starts to indicate descent, − DO NOT MAKE ANY ELECTRICAL DISCON-
select manual mode and maintain cabin alti- NECTIONS
tude. − DO NOT MANIPULATE UNLESS YOU HAVE
RECEIVED SPECIALIZED TRAINING.
− The differential pressure should be reduced
to minimize the effect of blast.
5. After special precautionary procedures are
completed the device might be moved to the
”Most Preferred Bomb Stowage Location”
which is the aft and upper right hand side of the
cabin or if an aft toilet is installed, this compart-
ment should be used. Place the device as close
as possible to the fuselage skin.
6. Special precautionary procedures prior moving
a suspect device;
− Carefully slide a string or a safety on board

pamphlet under the suspect device.
 To check for an anti−lift lever or switch
which could cause the device to detonate if
it was picked up.
24/6
PAGE 1
Sep 30/15

Suspect Device
24/6
PAGE 2
Sep 30/15
Aircraft Operations Manual FLIGHT PROCEDURES
CONTENTS
Flight Procedures
25/1 General
1. Abbreviations
2. Introduction
3. Flight Director / Autopilot
4. Yaw Damper
5. External lights
6. Wind limits
7. Operation on surfaces with braking action less than good
8. Icing conditions
9. Flight in turbulence
10. Wheel brake cooling
11. Configurations
12. Bugs
13. GPWS/TAWS warning in flight
14. Windshear
25/2 Taxiing
1. Pushback and towing
2. Power management
3. Maneuvering and braking
4. Backing
5. Ground holding
6. After landing
7. Parking
8. HP−bleed during taxiing
25/3 Takeoff
1. General
2. Takeoff briefing
3. Normal takeoff and climb out
4. Takeoff on runways covered by standing water, slush or snow
5. Malfunctions or abnormal aircraft behavior during takeoff
25/4 Climb
1. Normal climb
2. One engine inoperative climb
25/5 Cruise
1. Flight level selection
2. Power setting
3. Speeds
25 −CONTENTS
PAGE 1
Sep 30/15
CONTENTS (Cont’d)
25/6 Descent and Holding

1. Normal descent
2. Holding
3. Emergency Descent
25/7 Approach
1. General
2. Approach briefing
3. Noise abatement procedure
4. Flap extension
5. AEO and OEI instrument approach
6. AEO and OEI visual approach
7. AEO and OEI low circuit
25/8 Go−around
1. General
2. Procedures
25/9 Landing
1. Normal landing
2. Crosswind landing
3. Disorientation
4. OEI−Landing
5. Flapless landing
25/10 Callouts
1. General
2. Takeoff and climb
3. Descent, approach and landing
4. Go−around
5. Change in aircraft configuration
6. Opoeration of FD/AP
7. Additional callouts
8. Ice speeds
25/11 Flight Characteristics

1. External Vision
2. Automatic Relight
3. Stall
25/12 Training
1. Unusual attitude recovery
2. Instructor hints
3. Simulator training
4. Speed awareness
25 −CONTENTS
PAGE 2
Sep 30/15

GENERAL
1. ABBREVIATIONS
AEO All Engines Operative, All Engines Op- R/C Rate of Climb
erative operation RH Right Hand
AGL Above Ground Level RP Pilot occupying right hand seat
ALT Altitude RPT Reduced Power Takeoff
AP Autopilot SAT Static Air Temperature
BP Both Pilots, Any Pilot TRQ Torque
CAT Clear Air Turbulence VS Vertical Speed
CW Control Wheel WAT Weight Altitude Temperature
DA Decision Altitude
DH Decision Height NOTE
DP Decision Point Word inside quotation marks (” ....”) should be
EADI Electronic Attitude/Director Indicator regarded as callouts.
EHSI Electronic Horizontal Situation Indica-
tor
ECS Environmental Control System
ECS ON BLD VALVE + HP VALVE in Auto
ECS OFF BLD VALVE + HP VALVE CLOSED
EFIS Electronic Flight Instrument System
F/A Flight Attendant
FAF Final Approach Fix
FD Flight Director
GA Go−Around
GW Gross Weight
HDG Heading
i.a. if applicable
IAS Indicated Air Speed
KIAS Knots Indicated Air Speed
LH Left Hand
LP Pilot occupying left hand seat
LRC Long Range Cruise
MAP Missed Approach Point
MCP Max Continuous Power
MSA Minimum Safe Altitude
MDA Minimum Descent Altitude
NW Nose Wheel
NWS Nose Wheel Steering
OAT Outside Air Temperature
OEI One Engine Inoperative, One Engine In
operative operation
PF Pilot Flying, Pilot manipulating the con-
trols, 1/P, etc.
PNF Pilot Not Flying, Monitoring pilot, 2/P,
etc.
PIC Pilot−In−Command
25/1
PAGE 1
Dec 01/15

GENERAL
2. INTRODUCTION Check EADI/EHSI for correct modes prior engaging

the A/P.
This section covers operation of the aircraft. It in-
corporates information in order to achieve the high- The basic modes for AP/FD are HDG/VS.
est safety standard. During climb the vertical modes should be used ac-
Procedures are based on flight tests, accumulated cording to the following recommendations and re-
airline and flight training experience, and embrace strictions:
current philosophies on aircraft operation. − if ice accumulation is observed or if it is not cer-
tain there is no ice accumulation on the aircraft;
NOTE IAS mode must be used during climb
Procedures in this section are recommended by − in non−icing conditions all vertical modes (VS,
SAAB; however, they might not necessarily CLIMB, IAS) may be used. If VS mode is used in
meet all the needs for all airlines. climb, special attention must be paid to IAS. Ver-
It is essential that company Standard Operating tical speed must be manually adjusted to ensure
Procedures are established. speed margin to stall.
NOTE
It is of utmost importance that the progress of a
SAAB recommendation: Make it a habit al-
flight is constantly and effectively monitored, with
ways to use IAS mode during climb, also in
strict crew discipline in adhering to company pro-
non−icing conditions.
cedures.
However, the pilot−in−command has the final au- After takeoff the AP could preferably be engaged as
thority as to the disposition of the aircraft, and may soon as feasible. For AP minimum engagement
deviate from procedures as circumstances may height and speed limitations, see AFM.
warrant.
The FD/AP selections and progress of flight shall be
The primary task of the PF is to fly the aircraft. The carefully monitored on both EFIS.
primary task for the PNF is to monitor and assist
− When autopilot is used, PF should handle all
the PF, as well as managing systems and radio
mode selections.
communications.
− When hand−flying, PF may order mode selec-
The checklists (normal, abnormal and emergency) tions to be performed by PNF.
are the primary documents in confirming that the
When hand−flying and using FD it is important to
aircraft is in a correct configuration, and that sys-
follow the V−bar commands. Flying against the V−
tems are in the status required for any particular
bar will confuse the computer to think that external
phase of flight.
conditions, such as winds, have changed. If FD
Checklists should be regarded as standard equip- commands are suspect, turn off AP/FD and fly raw
ment, and should be called for and used for all data on the EADI/EHSI.
phases of flight, as well as for applicable abnormal/
4. YAW DAMPER
emergency procedures.
The yaw damper is very effective in reducing direc-
3. FLIGHT DIRECTOR / AUTOPILOT
tional/lateral oscillations. The true extent of yaw
Maximum use of FD/AP is recommended. The FD movement during even light turbulence is not evi-
is an integrated part of the AP, therefore the FD dent from the cockpit, but is quite noticeable in the
should be displayed on both sides when AP is en- aft cabin rows.
gaged.
The yaw damper must be off during takeoff, may be
The AP must be off during takeoff, may be engaged engaged after lift−off and must be disengaged be-
after takeoff and must be disengaged before land- fore landing and when initiating a go−around.
ing and when initiating a go−around.
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GENERAL
5. EXTERNAL LIGHTS beacons, as well as use of nav lights should adhere

to company procedures.
The basic principle for the use of lights is to see and
to be seen. Landing lights should be used in airspace, where a
pronounced risk of bird strike exists, or with heavy
Beacons shall be on from engine start/ pushback
or non controlled traffic.
until engine shut down/parking and during propeller
brake operation. Taxi lights and wing lights should In addition, landing lights should be used in terminal
be on during taxiing. Landing lights should be on areas after takeoff and during approach and land-
during takeoff and landing. (See also 25/9.3 LAND- ing.
ING/DISORIENTATION).
6. WIND LIMITS
Strobe lights as well as beacon HI−mode shall not
be used during ground operation except for takeoff Maximum demonstrated crosswind component in-
and landing roll. Combination of strobe light and cluding gust is 35 kt. This was demonstrated on a
dry runway and was not found to be limiting.
0 10
60
20 Example:
30 Wind velocity 35 kt and
direction relative to runway 40
50 Crosswind component: 22.5 kt
40 Headwind component: 26.8 kt
40 50 Wind direction
relative to runway
(DEG)
Headwind (kt)
60
30
Windspeed (kt)
70
20
80
10
0 90
Tailwind (kt)
10
100
Maximum tailwind
0 10 20 30 40 50 60
Crosswind−Knots
A9975
Fig. 1 Example
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GENERAL
CAUTION
Below table, ”Maximum crosswind components vs. friction coefficient” should be considered as a rough
guide only. The values given are obtained from airline experience and are not verified by flight tests.
Table 1 Maximum crosswind components vs. friction coefficient

Friction coefficient Max crosswind component Braking action
(including gust)
0.40 or above 35 kt GOOD

0.39 − 0.35 25 kt MEDIUM TO GOOD
0.34 − 0.30 20 kt MEDIUM
0.29 − 0.25 15 kt MEDIUM TO POOR
0.24 − 0.20 5 kt POOR
below 0.15 0 kt EXTREMELY POOR
Maximum tailwind component is 10 kt.
CAUTION much power as possible against the brakes prior to
In extremely windy conditions (gusts over 40 kts) brake release.
and an aircraft loaded with aft c.g. (aft of 30% If takeoff is rejected, apply max reverse and make
MAC) there is a risk of the aircraft tipping onto its maximum use of the brakes to stop the aircraft. Be
tail if the flight controls check is performed while prepared to decrease or go out of reverse if a/c
stationary with brakes applied. In such condi- starts veering to one side.
tions, maintain gust lock engaged when brakes
When landing, runway length must always be con-
are applied and perform the flight controls check
sidered critical. The wheel brakes give no or very
during taxi to final line up.
little effect during the first part of the landing roll. In
In extreme conditions, with winds over 50 knots order to come to a safe stop when the braking ac-
and fully aft c.g., it is possible that the aircraft tion is less than good, even on comparatively long
might tip onto its tail when the condition levers runways, it is necessary to exercise caution. Avoid
are moved to MAX (additional nose up pitching tailwind components if possible.
moment caused by the propeller drag due to the
To achieve shortest landing/stopping distance (ap-
wind) if the elevator position is in neutral.
plicable for all runway conditions):
− Make a normal approach with correct threshold
7. OPERATION ON SURFACES WITH
speed.
BRAKING ACTION LESS THAN GOOD
− Do not allow the aircraft to float down the runway.
For operational limitations and corrections with re- A positive touchdown helps start wheel rotation
gard to runway conditions see sect. 28 and 30. and may prevent hydroplaning.
Taxi with caution on slippery surfaces. Steering may WARNING
become ineffective. Plan ahead. Avoid large steer-
When the aircraft is landed on a slippery runway
ing inputs. If nose wheel skidding occurs, reduce
it is possible, until the aircraft settles fully onto
steering input. If necessary, use brakes and differ-
the main chock absorbers, that a slow spin up of
ential power to assist steering, and reverse power
the main wheels may result in a transitory delay
to stop the aircraft.
before the Flight Idle Stop opens.
Use ”takeoff method C” correction for takeoff perfor-
mance calculations. However, if feasible, apply as
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GENERAL
− Lower the nose wheel onto the runway as soon Before taking off, special attention should be paid to
as possible. performance degradation with impact on both climb
− Apply reverse power as required and make maxi- and ceiling capability (see also sect. 29 and 32).
mum use of the brakes. If risk for hydroplaning, Before taking off both pilots shall check that wings
use brakes when below hydroplaning speed are free from ice.
(approx. 95 kt ground speed).
Failure to remove snow and ice from the aircraft on
Aircraft directional control is maintained with rudder
ground can result in serious aerodynamic distur-
inputs, nosewheel steering and, when required, dif-
bances and structural damage if flight is attempted.
ferential braking.
Takeoff distance and climb out performance will be
NOTE adversely affected to a dangerous degree, depend-
If the antiskid system is actively modulating the ing upon weight and distribution of the snow and
brake pressure, increased pedal pressure will ice.
have no effect. In this case it is necessary to Structural damage may also result from vibrations
decrease pedal pressure on the side opposite to induced by unbalanced loads of unremoved ice ac-
which the turn or heading correction is desired, cumulations. These hazards must be avoided by
i.e. a right turn initiated by reduction of the left removing all snow and ice from the wings, fuselage,
brake pressure and vice versa. tail, engine intakes, propellers and bird catchers
before flight is attempted.
8. ICING CONDITIONS
Some areas are prone to pick up and hide ice and
8.1 General snow:
− Forward part of flaps
The Saab 340 has been certified in accordance to − Slot between horizontal stabilizer and elevator
Appendix C of FAR/JAR Part 25 certification re-
quirements to safely operate in icing conditions. It is Check those areas before flight.
however important to understand that the certifica- After landing in heavy icing do not retract flaps dur-
tion does not permit unrestricted operation. It is fur- ing intaxiing. Check forward part of flaps before re-
thermore assumed that the flight crew complies with traction to avoid damage.
all the procedures and recommendations in this
For complete information regarding ice protection
manual and exercises a good and professional air-
systems see Section 11 ICE AND RAIN PROTEC-
manship.
TION.
This section includes general information for opera-
Turn engine anti−ice on in good time before enter-
tion in icing conditions. For detailed information see
ing icing conditions, and leave on for minimum 5
the following chapters of the AOM:
minutes after exiting icing conditions.
− 11. Ice and rain protection
− 27. Speeds With Mod. No. 3529 installed ice stall warning
speed will be activated approximate 6 minutes after
− 32. Climb/Cruise/Descent
lift−off when the engine anti−ice is turned on. Make
− 37. Supplement No. 1, Operation in cold weather
sure that minimum speeds in icing conditions are
and icing conditions
obtained before selecting engine anti−ice on.
Takeoff performance data assume aircraft is free The ice stall warning speeds can be deselected af-
from ice, snow or frost; therefore check the aircraft ter the engine anti−ice has been switched off and
carefully and if required, de−ice prior to takeoff. there is no ice observed on any part of the aircraft
It is important that the aircraft is adequately covered and it is certain that there is no ice accumulated on
with anti−icing fluid in conditions where ice or snow the aircraft.
is liable to accumulate on the aircraft during taxiing
If icing conditions on ground, turn on engine anti−
and takeoff.
ice after engine start and leave on during taxiing,
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Dec 01/15

GENERAL
takeoff and climb until out of icing. CAUTION

If icing conditions during descent, approach and
If uncertainty exist regarding the extent/severity of
landing, turn on engine anti−ice in good time and
ice accumulation on the upper wing surface and a
leave on until engine shut−down when parking.
rapid and significant performance loss is experi-
If icing conditions during climb, select FD/AP IAS enced, the situation shall be actioned as being in
mode at the same time as the engine anti−ice sys- SLD conditions.
tem is turned on.
Turn on propeller de−ice only if there is ice accu- 8.3 Hints for operation in icing conditions
mulation on the aircraft and temperature is below
As a general rule, 160 KIAS is the minimum speed
−5C.
for operation in icing conditions and in clean config-
It is essential to use correct propeller de−ice mode. uration. To improve performance in a specific situ-
(NORM or MAX.) ation, speed may temporarily be reduced to
VCLEAN−ICE to exit severe icing condition. Use half
CAUTION bank to maintain margin to stall or increase speed
Turning on propeller de−ice in too warm tempera- by 10 kts (VCLEAN−ICE+10) for bank angles above
ture or using propeller de−ice in wrong mode may 15 degrees. When reducing speed below 160 KIAS,
cause performance degradation up to 30%. always set MAX CONT PWR to fully optimize air-
craft performance.
For complete system operations regarding Boot − Always use IAS MODE on the autopilot dur-
de−icing, Engine anti−icing and Propeller de−icing, ing climb in icing conditions. Make it a stand-
see Section 11.2 and 37/1. ard procedure to select IAS mode when turning
After landing in heavy icing do not retract flaps dur- ENG ANTI−ICE ON during climb.
ing taxiing. Check forward part of flaps prior retrac- − Never let the speed drop below recommen-
tion to avoid damage. ded minimum safe speed. Accept a loss of alti-
tude over loosing aircraft control due to low
8.2 Definitions speed.
− SLD, Supercooled Large Droplets. Large water − Do not depart into or enter layers with forecasted
droplets resulting in ice accumulation at locations or reported severe icing conditions.
not normally prone to ice accumulation, such as − If unable to maintain speed, a prompt action
aft of wing leading edge de−ice boots and further must immediately be taken. Do not hesitate to
aft on the propeller spinner than normally ob- temporarily set MAX CONTINOUS POWER or
served. Freezing rain and freezing drizzle belong even set TAKEOFF PWR during exit recovery.
to this. These conditions are outside the certifica- − To increase ice shedding off the propellers, ad-
tion envelope and an immediate exit out of these vance condition levers to MAX.
conditions is a necessity. If the autopilot is en-
Operations in icing condition are more marginalized
gaged, hold the control wheel firmly and disen-
due to decreased lift, increase of stall speeds, in-
gage autopilot.
crease in drag and a reduction of thrust. It is there-
− Severe Icing Conditions. Conditions not neces-
fore obvious that the aircraft must be operated
sarily with a large amount of ice, but ice build up
more effectively and optimized. It is essential to fol-
giving a large impact on aircraft performance.
low the published recommendations, procedures
Typically layer with severe icing is rather thin but
and to exercise a good and professional airman-
can be horizontally widespread. These conditions
ship.
are outside the certification envelope and an im-
mediate exit out of these conditions are a neces- If, despite best effort, exposed to severe icing con-
sity. In most cases a descent of 2000 feet is ditions, the ice accretion rate will be very high and
enough to get out of severe icing conditions. cycling of boots may be needed in between the sys-
tem auto mode CONT to minimize ice buildup. The
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GENERAL
aircraft is certified using airframe buffeting as stall 8.5 Special consideration with Mod. No. 3529
warning in icing conditions. If any doubts exists installed (Improved stall warning system
whether it may be pre−stall buffeting or propeller for icing conditions)
vibration, perform stall recovery as it is more safe to
It is important to understand the relationship
assume a pre−stall, buffeting.
between ENG ANTI−ICE blue status light and the
CAUTION ICE SPEED blue indication light. When ENG ANTI−
ICE are set ON, the ice stall warning speeds are
Experience from real life events shows that speed
armed:
retardation can be very rapid when exposed to
severe icing condition and requires an immediate − IAS mode shall be used for FD/AP vertical mode
action. Do not hesitate to request priority to exit − Fly speed according to AEO TAKEOFF or OEI
area before situation deteriorates beyond control. CONTINUED TAKEOFF in section 25/3
Flight in severe icing condition pose potential haz- − If actual ice build−up is observed before ac-
ard to all aircraft, even for a short duration of celeration altitude select Boot de−ice CONT
time. Flight through areas of severe icing condi- mode, otherwise wait until 400 ft above RWY th-
tion is a very high risk operation for most aircraft. reshold to select CONT mode.
Before takeoff with engine anti−ice selected, the
8.4 Ice detection takeoff briefing and speed bug setting should reflect
the ICE SPEED concept. Special attention regard-
Use all available means to detect ice accumulation
ing speeds and acceleration altitude should be giv-
even though the windshield wiper is the primary
en. After 6 minutes from takeoff, ICE SPEED light
visual cue. Ice detection at night requires special
will illuminate to confirm ice speeds and that stall
attention, use landing− and wing inspection lights
warning (stick shaker) trigger level has been in-
regularly to improve the possibility to detect ice.
creased.
Use flashlight to detect ice on wind shield wiper.
Clear ice may be difficult to detect. Consider cycling The decision process to revert back to none ice
of the boots to cause clear ice to crack and make speeds is as follow:
visual detection easier. − Determine that the aircraft is free from ice
Failure to remove snow and ice from the aircraft on − Deselect ICE SPEED system by first selecting
ground can result in serious aerodynamic distur- ENG ANTI−ICE to OFF and then pushing the
bances and structural damage if flight is attempted. ICE SPEED button
− Reset speed bugs to “ice free” speeds.
Takeoff distance and climb out performance will be
adversely affected to a dangerous degree, depend- Before selecting ENG AINT−ICE OFF , make sure
ing upon weight and distribution of the snow and that 5 minutes has lapsed since leaving icing condi-
ice. tions. Flying “ice speeds” with the ICE SPEED sys-
tem active, gives approximately the same margin to
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GENERAL
stall warning (stick shaker) as flying “ice free When experiencing moderate to severe turbulence
speeds” with the “basic” system. at or close to optimum speeds a momentary (one
second or less) transient stall warning might be
CAUTION generated. Especially noticeable during climb with
Speed selection: ICE SPD activated. The transient stall warning is
triggered by sudden large movement of the alpha
Before takeoff select correct VCLEAN speed;
vane caused by the turbulence and is not caused
Flying engine anti−ice ON speed (“ice speed”) by actual aircraft alpha being at stall warning level.
with engine anti−ice OFF (“ice free”) takeoff per- Should such a momentary stall warning occur at
formance calculation may have influence on confirmed safe speed and altitude it can be disre-
obstacle clearance in the Acceleration or Final garded. Under all circumstances it is advisable to
Climb segment. increase the speed when encountering turbulence
Flying “ice free speeds” with ICE SPEED system more than light. Increase increment with increased
selected, results in a considerable decrease in turbulence level, but not above penetration speed.
margin to stick shaker and in many cases in an DO NOT CHASE AIRSPEED
unwanted stick shaker activation.
Adjust power and trim for penetration speed before
Before landing, select correct landing speed; entering turbulence. If unexpectedly flying into tur-
Flying “ice speed” (VREF+10) with landing per- bulent conditions with too high speed, do not slow
formance based on ice free speeds results in down the aircraft too rapidly. It is better to fly slightly
longer landing distance than calculated. fast than too slow in an uncertain state of power
and trim.
Flying “ice free speeds” with ICE SPEED system
selected, results in a considerable decrease in Large airspeed fluctuations are likely to occur.
margin to stick shaker and in many cases in an Penetration speed is 190 KIAS up to 21 000 ft;
unwanted stick shaker activation e.g. during land- above 21 000 ft, maintain VMO pointer minus 30 kt.
ing flare. Do not overcontrol in an effort to maintain a se-
Landing technique. Avoid bleeding off speed in lected speed, as this is more likely to lead to loss of
landing flare and limit pitch to 4−5 degree nose up control than the speed fluctuations themselves, and
will assist in preventing nuisance stick shaker greater loads will be imposed on the structure.
warning and assure landing performance. AVOID LARGE POWER CHANGES
Set power for penetration speed and do not change
9. FLIGHT IN TURBULENCE it unless smooth and fine corrections would be ad-
See also section 15.5 WEATHER RADAR. visable to oppose larger and persistent variations in
speed/altitude. Large variations of power will
Flight through areas of known severe turbulence change both pitch attitude and trim.
caused by clear air turbulence or thunderstorms
shall be avoided, if possible. Should, however. such USE THE AUTOPILOT TO THE EXTENT POS-
flights be inevitable, the following is recommended: SIBLE
SECURE AIRCRAFT The autopilot will not be fooled by false attitude

cues, nor will it be troubled by unreadable instru-
Check cockpit equipment are secured and advise ments, but it will be able to make corrective control
F/A. Switch on CABIN SIGNS. Put on shoulder har- inputs on those occasions such inputs become nec-
ness. essary.
INADVERTANT MOMENTARY STALL WARNING Do not use IAS or ALT modes.
IN TURBULENCE The VS mode receives inputs from the AHRS pitch
attitude; therefore VS/HDG mode is recommended.
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GENERAL
Do not aid or resist control motions when autopilot

is engaged. Expect ELEV flag on the EADI to come
on temporarily.
BE PREPARED FOR INADVERTENT AUTOPILOT
DISCONNECT.
IF HAND−FLYING, USE THE YAW DAMPER. DO
NOT CHASE ALTITUDE
Large altitude variations are likely to occur in severe
or extreme turbulence. Do not oppose these by
sudden large control inputs but by small elevator
movements.
IF HAND−FLYING, FLY ATTITUDE ON THE EADI
AND DO NOT CHANGE THE PITCH TRIM WHILE
IN TURBULENCE
Keep the aircraft level and fly primarily on the EADI,
which is the only correct attitude indicator. All other
instruments: altimeter, airspeed indicator, and verti-
cal speed indicator can be misleading. If power and
trim are set for level flight at penetration speed and
left alone, the airspeed will remain within safe aero-
dynamic limits if attitude is maintained reasonably
constant.
RECOVERY FROM A DIVE
Should control be lost, resulting in a dive the follow-
ing may aid recovery;
− Monitor EADI for correct up/down indications.
− Reduce power and advance CL to MAX.
− Maintain wings level and make a smooth pullup.
− Use pitch trim with great care.
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GENERAL
10. WHEEL BRAKE COOLING If one or more tires deflate, replace all the main
wheel/tire and brake assemblies.
The wheel and brake system is designed to absorb
the energy induced by a rejected takeoff from V1 at If all the tires remain inflated another takeoff may be
MTOW. Actual rejected−takeoff tests have shown made provided:
that thermal fuses may blow, resulting in one or − The brakes have been allowed to cool for the
more flat tires when aborting at high energy levels, BCT minimum brake cooling time
but no other damage to the wheels and brakes has − If the energy of the RTO performed lies in the
occurred. ”CAUTION ZONE” or ”WARNING ZONE”, a visu-
If the brakes are hot it is preferable (if possible) not al check of the wheels, brakes and tires is made
to set the parking brake until the brakes have and no damage (e.g. melting of the tire bead seat
cooled down. or hydraulic seal leakage) is seen.
− After rejection from high energy levels, ”CAU-
The wheels have thermal fuses which melt and de-
TION ZONE” or ”WARNING ZONE”, mainte-
flate the tires if overheated (this is to prevent explo-
nance inspections in accordance with AMM, in-
sion of the tires).
cluding a check of the wear indicator pins, must
It should be noted that many brakings at lower be performed before subsequent takeoff.
speeds and/or weights (e.g. during pilot training) or − After rejection from lower energy levels, perform
long taxiing at high weight and/or speed might heat a visual inspection of wheels and brakes, includ-
up the brakes enough to make the thermal fuses ing a check of the wear indicator pins, and apply
melt. brakes one or two times to check for proper func-
The following guidelines are recommended before a tion before subsequent takeoff.
takeoff is attempted after a landing with hard brak-
ing or after a RTO (see Fig. 1).
10.1 After a landing
Make sure that the turnaround time is not less than

the brake cooling time calculated from Brake Cool-
ing Time chart (BCT). The brake cooling time is
based on max braking from given speed to stand
still.
10.2 After a rejected takeoff (RTO)
If practical leave the runway soonest. RTO’s at high

speed and weight might cause one or more tires to
deflate.
WARNING
Approach the main gear with caution, from the
front or rear only. Do not approach for minimum
30 minutes or until the thermal plugs melt if the
energy of the RTO performed lies in the BCT
”WARNING ZONE”.
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GENERAL
10.3 Example 1 10.4 Example 2
Minimum brake cooling time between landing Minimum brake cooling time between an RTO and
and next takeoff next takeoff
Landing weight 26 500 lb Weight at RTO 27 500 lb

Airport Pressure Altitude 3000 ft RTO Brakes on speed 107 kt
OAT −10C Airport Pressure Altitude 3000 ft
Brakes on speed at landing 100 kt OAT −10C
TOW next T/O 27 500 lb TOW (next T/O) 27 500 lb
V1 for next T/O 107 kt V1 for next T/O 107 kt
Calculate landing energy per brake: Calculate landing energy per brake:
1. Establish kinetic energy for weight and speed: 1. Establish kinetic energy for weight and speed:
Enter the BRAKE COOLING TIME (BCT) Enter the BRAKE COOLING TIME (BCT)
graph with previous landing weight and draw a graph with previous RTO weight and draw a
vertical line to the intersection with the brake vertical line to the intersection with the brake
application speed. The interscetion (26 500 lb application speed. The interscetion (27 500 lb
and 100 kt) gives a kinetic energy of and 107 kt) gives a kinetic energy of 3.50 x106
2.95 x106 ftlb. This is the kinetic energy for a ftlb. This is the kinetic energy for a standard at-
standard atmosphere condition. mosphere condition.
2. Establish kinetic energy corrected for ambient 2. Establish kinetic energy corrected for ambient
temperature and pressure altitude: temperature and pressure altitude:
Draw a horizontal line from the intersection Draw a horizontal line from the intersection
point to the OAT reference line. From this point point to the OAT reference line. From this point
follow the curves to the applicable temperature follow the curves to the applicable temperature
(OAT −10C corrects the kinetic energy to 2.85 (OAT −10C corrects the kinetic energy to 3.40
x106 ftlb). Repeat the same procedure to cor- x106 ftlb). Repeat the same procedure to cor-
rect for altitude (3000 ft corrects to 2.95 x106 rect for altitude (3000 ft corrects to 3.50 x106
ftlb). ftlb).
3. Calculate Maximum RTO energy (i.e. from V1) 3. Calculate Maximum RTO energy (i.e. from V1)
for next takeoff: for next takeoff:
Repeat steps 1 and 2 as described above using Repeat steps 1 and 2 as described above using
the scheduled TOW, V1 speed, atmospheric the scheduled TOW, V1 speed, atmospheric
conditions. TOW 27 500 lb, V1 107 KIAS, OAT conditions. TOW 27 500 lb, V1 107 KIAS, OAT
−10C, and pressure altitude 3000 ft gives a −10C, and pressure altitude 3000 ft gives a
maximum RTO energy of 3.50 x106 ftlb per maximum RTO energy of 3.50 x106 ftlb per
brake. brake.
4. Determine minimum brake cooling time: 4. Determine minimum brake cooling time:
Enter the BRAKE COOLING TIME FOR RTO Enter the BRAKE COOLING TIME FOR RTO
CAPACITY graph with the calculated kinetic CAPACITY graph with the calculated kinetic
energy from previous landing (2.95 x106 ftlb) energy from previous RTO (3.50 x106 ftlb) from
from the left and the calculated kinetic energy the left and the calculated kinetic energy for
for maximum RTO (3.50 x106 ftlb) from below. maximum RTO (3.50 x106 ftlb) from below.
Read minimum cooling time at the intersection Read minimum cooling time at the intersection
of the two lines. This gives a minimum wait time of the two lines. This gives a minimum wait time
of 5 minutes. of 30 minutes.
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GENERAL
BRAKE COOLING TIME (BCT) CHART
WARNING
CAUTION
ZONE
ZONE
Fig. 2 Brake cooling time (BCT) chart
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GENERAL
11. CONFIGURATIONS NOTE

− Performance data are based on defined configu- SAAB recommendation:
rations.
Always, during all phases of flight, set one IAS−
− Go−around has a defined configuration in order
bug to the minimum speed for the actual config-
to establish a climb procedure and climb profile,
uration and flight condition (i.g. icing − non ic-
which should basically be treated as a takeoff.
ing).
− Although standard approach procedures call for
specific configurations, circumstances may justify The flight crew should be trained in handling
other configurations e.g. to slow down speed, proper bug setting.
maintain high speed or adjust sink rate etc. Except for stall−training, the flight crew should
− Normal landing configuration is gear down and be trained never to fly below minimum speed.
flaps either 20 or 35. There are various options regarding number and
− Gear and flap extensions will increase drag. design of IAS−bug(s) in the 340 fleet.
Figures given are drag converted into increase in Company procedures should be established.
grossweight and reduction in rate of climb
compared to Up−position. The figures are approxi- 13. GPWS/TAWS WARNING IN FLIGHT
mative.
When a GPWS/TAWS warning occurs, pilots should
Gear Grossweight Rate of Climb immediately, and without hesitating to evaluate the
(> 130 KIAS) (ft/min) warning;
lb kg − Apply full power and execute a pull−up action.
UP 0 0 0 − An immediate maximum performance fullpower
Down + 3000 + 1360 −250 climb should be initiated and continued until the
GPWS/TAWS warning stops and the crew deter-
Flaps Grossweight Rate of Climb mines that terrain clearance is assured.
(at 130 KIAS) (ft/min) − This immediate pull−up procedure should be fol-
lowed except in clear daylight visual meteorologi-
lb kg
cal conditions when the flight crew can immedi-
UP 0 0 0 ately and unequivocally confirm a false
7 +450 +205 −70 GPWS/TAWS warning.
15 +1300 +590 −180 − Air traffic control (ATC) should be notified as
20 +2850 +1290 −300 soon as possible after a GPWS/TAWS warning
or pull−up.
12. BUGS
Instrument Bugs are devices to facilitate instrument

monitoring. Before takeoff and before approach the
IAS Bug(s) should be set at predetermined air-
speed(s), essential for decision and monitoring, to
comply with required performance.
In addition TRQ and ITT Bugs should be set to de-
sired values for takeoff and go−around.
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GENERAL
14. WINDSHEAR For both types, the following action should be tak-
en:
14.1 General
− Disconnect the autopilot
Windshear is well known to all pilots. Since 1991 all − Be prepared to go around.
jets seating more than 30 passengers must have a Downbursts/microbursts
warning system installed. Most turboprops, includ-
ing the Saab 340, are excluded from this require- The most dangerous type of windshear is known as
ment. The need for training is however recognized downburst or its smaller form microburst.
for all types of aircraft. A downburst is a vertical current at high windspeed,
There are basically two types of windshear: 6000 to 7000 fpm or approx. 60 knots. A microburst
Increased performance and decreased perfor- is a violent downward burst of air spreading out hor-
mance windshear. They affect aircraft performance izontally upon reaching the surface. It can occur
in different ways. where convective weather exists. However, the
probability of encounter is low, due to the fact that it
INCREASED PERFORMANCE windshear is when lasts only a few minutes. Its effect on aircraft perfor-
the aircraft suddenly encounters a change from tail- mance and flight path can be disastrous. It is a
wind to headwind, causing an increase in indicated problem to avoid these phenomena since they are
airspeed. undetectable on conventional radar and not visible
DECREASED PERFORMANCE windshear is when to the eye in clear air. Therefore, flight crews should
the aircraft encounters a change from headwind to train in a simulator to be able to handle the aircraft
tailwind, causing the indicated airspeed to drop. in these situations.
B9177
Fig. 3 Dry microburst formation. Evaporation of rain below cloudbase (virga) causes intense cooling of rain-
shaft air and subsequent cool air plunge
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GENERAL
14.2 Windshear Effects still have an unacceptable climb rate. Aircraft nose−
up is according to the Flight Director pitchbar or at a
The immediate effect of a decreasing headwind or
prescribed pitch angle. In this situation, only one
increasing tailwind is a decrease in IAS and there-
variable is left, namely pitch control.
fore a loss in performance of the aircraft. Due to the
loss of speed, the aircraft tends to pitch down to The question becomes; Should the pitch angle be
regain trim speed. If encountered after lift−off, insuf- reduced to gain speed and reinitiate a climb? If so,
ficient climb performance and no further speed in- what airspeed is best? Or, should the pitch angle be
crease, or loss of speed, may result in the aircraft increased and airspeed traded for altitude? If so,
hitting obstacles in the takeoff area. how? In order to answer the questions, it is neces-
sary to look at aircraft performance.
An increasing headwind or decreasing tailwind
shear will increase IAS and aircraft performance. 14.4 Windshear during Take−Off
The aircraft will tend to pitch up in order to regain
trim speed. There are some precautions to be taken when mak-
ing a take−off where windshear conditions are sus-
NOTE pected. The first rule is to avoid a takeoff into wind-
shear conditions. If after careful consideration the
A performance−increasing shear is frequently
decision to take off is made:
followed by a performance−decreasing shear.
− Select the longest runway available
If the pilot corrects for the effect of the first shear − Select as low flap setting as possible
(nose down, power reduction) he will be caught in a − Use full takeoff power
very unfavorable situation if subsequently a perfor- − Make a late and slow rotation
mance−decreasing shear is encountered. − Keep V2+25 knots
There are at least six different meteorological condi- − Be alert for any airspeed fluctuation during take-
tions causing windshear; off and initial climb.
− High cloudbase convective clouds Vertical flight path control is the most important
− Small rapidly building cells factor. If encountering windshear and ground
− Thunderstorms contact is imminent:
− Frontal activity − Apply (if not already set) full power
− Strong temperature inversions − Increase pitch angle (if necessary, until sticksha-
− Strong and variable surface winds. ker)
It is evident that windshear is a problem because it − Keep a positive or zero rate of climb.
often occurs at low indicated airspeed and low alti- The flight director must be ignored in this situation
tude. since it is attempting to command higher speed.
14.3 Aircraft Handling The core region can generally be traversed in 45

seconds or less. Be prepared to lower the nose for
It is vital to have a strategy for coping with a wind- the recovery when flying out of the windshear area
shear situation. since angle of attack will increase rapidly.
When losing speed or altitude, a normal precaution
is to add power (up to maximum). The aircraft may
25/1
PAGE 15
Dec 01/15

GENERAL
B9178
(1) Approach initially appeared normal.
(2) Increasing downdraft and tailwind encountered at transition.
(3) Airspeed decrease combined with reduced visual cues resulted in pitch attitude reduction.
(4) Airplane crashed short of approach end of runway
Fig. 4 Windshear encounter during approach
14.5 Windshear during Approach Takeoff

1. + 15 knots speed variation
Use all available means to obtain wind information
for the approach. If windshear is expected, ap- 2. + 500 fpm vertical speed variation
proach speed should be increased. (Landing dis- 3. + 5 deg. pitch attitude variation.
tance increases dramatically with increased ap-
proach and touchdown speeds). Approach
Monitor the flight instruments for unexpected Same as above, plus:

changes. Airspeed, altitude, sink rate and pitch atti- 4. + 1 dot glideslope displacement
tude are indicators of headwind/tailwind conditions. 5. Unusual power lever positions for a significant
If a severe windshear or downburst occurs below period of time.
1000 feet AGL, immediately set full power and initi-
ate a go−around.
14.6 Recovery Decision Guidelines
Applicable as general rules.
WARNING
If the presence of severe windshear is known or
suspected, DO NOT TAKE OFF or DO NOT
MAKE AN APPROACH TO LAND.
The criteria for windshear recognition on take−off

and approach are:
NOTE
Exact parameters can not be established.
25/1
PAGE 16
Dec 01/15

TAXIING
1. PUSHBACK AND TOWING Engine start after push−back completed

− Start engine as convenient.
Before starting push−back the BEFORE ENGINE
START check should be completed. This assures 2. POWER MANAGEMENT
that the batteries are on and a min hydraulic pres-
sure of 2100 psi (HYD PUMP in auto) during all Use of power during ground operation demands
towing and pushback operation. The hydraulic sys- sound judgment and technique. The prop blast can
tem needs to be pressurized in order to ensure cause damage and injury even at low power set-
Landing Gear downlocking without pins installed. tings.
Furthermore the hydraulic pressure to the Nose Very little power application is required to initiate
Wheel Steering must be disconnected to ensure taxiing. Taxi with CL in bottoming governor engage
free nose wheel castering above 20 degrees deflec- range (MIN−MAX).
tion. This is accomplished in either of two ways: 3. MANEUVERING AND BRAKING
− Installation of a special ”retainer” which selects
the Ground Handling switch to off (recommended CAUTION
procedure). Avoid sharp turns at high speed or sharp turns
− Pulling of Cb F−5 NOSE WL STEER. assisted by differential power or braking. The
It is essential that the ”Retainer” is verified to be nose wheel may swing around 180 degrees.
removed (Cb reset) before taxiing. LP may have Only differential power sufficient to maintain
interphone and must have visual contact with the speed in turns is permitted.
ground crew. Do not apply engine power to assist
push−back. Be prepared to brake upon request by L/P should taxi the aircraft. Use nose wheel steer-
the ground crew. The engines may be started during during taxiing. Turning at low speeds can be
ing push−back. assisted by using asymmetric power and/or braking.
For obstruction clearance during minimum radius
CAUTION turns, the wingtips are the critical parts of the air-
If a towbarless tractor is used for pushback or craft. For various turn radius see section 1, AIR-
towing, braking must be avoided except for CRAFT GENERAL.
emergency situations. Braking can cause struc- Check the brakes during initial taxiing when the
tural damage and/or nose landing gear collapse. speed is low. Apply brakes smoothly. This is espe-
cially important when braking action is reduced to
Before push−back avoid skidding.
− Ensure Retainer installed (or Cb F−5 pulled)
A contributing factor to tire failures during taxiing
− Clearance and takeoff is excessive heat buildup in tires and
− ”Brakes OFF” signal − Ground Crew push−back wheels, especially during any combination of long
signal. taxi distance, high taxi speed, high grossweight and
Engine start during push−back excessive braking. Control speed with power. DO
− Start engine as convenient. NOT RIDE THE BRAKES!
Do not use brakes against power!
NOTE
Do not increase power until the push−back is 4. BACKING
completed and Ground Crew signal received.
Slow backing of the aircraft is permitted. Start back-
ing by depressing the NWS and then apply reverse
After push−back power as required, keeping the NWS depressed all
− ”Brakes ON” signal the time. Limit steering wheel deflection to 45.
− Ensure Retainer removed (Cb F−5 reset) Stop backing by advancing the Power Levers as
− Ground Crew clear signal. required.
25/2
PAGE 1
Sep 30/15

TAXIING
CAUTION CAUTION
DO NOT STOP BACKING BY APPLYING If the Condition Levers are moved rapidly to
BRAKES. START position, there will be a momentary burst
− Applying brakes will give a tail down moment of forward power. This will cause a yaw if one
which can result in aircraft damage if the tail engine is shut down at a time or cause the air-
hits the ground. craft to move forward if parked on a slippery
area. A smooth feathering will be accomplished
NOTE by noticing the PROP OIL pressure which initially
− If the nose steering wheel is not depressed, rises then drops when CL is about half between
there is a possibility for the nose wheel to MIN and START. At pressure rise hold the CL for
swing uncontrolled 20 either side. a few seconds then move slowly into START.
− Depressing the nose steering wheel with a
deflection limit of 45 either side will eliminate
8. HP−BLEED DURING TAXIING
the risk for the nose wheel to be mechanically
forced to swing around 180. If HP−bleed is used to cool or heat the cabin during
taxiing out proceed as below.
5. GROUND HOLDING
NOTE
Should a takeoff delay occur, head the aircraft into − Procedure below refers to engine where HP is
the wind, if practicable, to avoid fumes in the cabin used.
and to avoid cross−wind effect that will cause mild − Use HP on one side only.
shaking or buffeting.
− Set CL to START
6. AFTER LANDING − Increase Ng
For best maneuverability during intaxiing, let both − Select HP VALVE to AUTO and check ITT to in-
engines run until reaching the stand. If, one engine crease
is to be shut down in advance, due consideration − Select BLD VLV to CLOSED (opposite engine)
must be given to taxiway and ramp conditions with − Select XVLV to OPEN
respect to braking action, sharp turns and con- − Adjust Ng to obtain lowest possible ITT.
gested areas. Normal 90 parking turns toward the
When HP−bleed no longer required:
running engine should be avoided, as any forward
power required to sustain speed in the turn will have − Select XVLV/HP to CLOSE
to be substantial and thus cause noise and possible − Select BLD VLV to AUTO (opposite engine)
blast damage to objects behind the aircraft. − Reduce to GND IDLE
− For engine cool−down requirements prior to shut − Set CL to MAX.
down, see AOM chapter 17/2.
7. PARKING
When parking, bring the aircraft to a smooth and

definite stop using wheel brakes before setting the
parking brakes. The last few meters of taxiing be-
fore parking should be made straight ahead to re-
lieve stress in the nosewheel.
After taxiing on areas covered by snow or slush,
ask for wheel chocks (front and aft) on both main
gears and do not set parking brakes until brakes
have cooled down.
25/2
PAGE 2
Sep 30/15

TAKEOFF
1. GENERAL 2. TAKEOFF BRIEFING
Close attention must be paid to prescribed proce- The purpose of the takeoff briefing is to be well pre-
dures in order to obtain best takeoff and initial clim- pared for a normal take−off and to have a plan
bout performance. These procedures have been ready if a malfunction occurs during take−off or
selected as being the most desirable from a safety climbout.
point of view and for the attainment of minimum
If feasible, perform briefing prior to engine start
practical takeoff distance.
when there is a minimum of distractions. Then, be-
Both pilot seats shall be adjusted using the eye fore takeoff, repeat takeoff speeds and check any
position indicator. This will ensure good instrument amendments due to ATC clearance.
visibility as well as optimum glareshield cutoff angle.
The rudder pedals shall be adjusted so that full rud- NOTE
der can be applied at the same time as full wheel If possible, avoid dispatch or takeoff during freez-
braking is given on the same side. ing precipitation (freezing drizzle, freezing rain
etc.) conditions. In addition, consider the severity
The seats must be positively locked so that no un-
timely vertical or rearward movements can occur. and horizontal/vertical extent of icing conditions
and assess safe exit strategies − the best altern-
Cockpit management regarding environment and ative may be to wait it out on the ground.
call out during the initial take−off:
− After ”Power set” maintain cockpit silence except The following gives examples of items and proce-
for ”80 knots” and ”Vone−Rotate”. dures to be considered;
However, − Review possible icing condition during take−off
and climb out.
− If any serious malfunction occurs, call ”failure”.
− If Engine anti−ice is selected, plan to use Ice
− If ”Failure” before V1 − abort.
Speeds after the acceleration segment. Use V2
− If ”Failure” after V1 − continue.
up to acceleration height, accelerate to VCLEAN−
− Actions to be performed upon PF order.
ICE and then use VCLEAN−ICE during final climb.
Takeoff flap setting is 0_ or 15_. Both pilots should VCLEAN−ICE is equal to published “Final Climb
verify correct flap setting. Speed with Engine Anti−ice ON” − in the AFM.
Pitch trim should be set in a position which corre- − If Engine anti−ice is not selected, use VCLEAN
sponds to the actual C.G.−position. The aircraft will in lieu of VCLEAN−ICE.
then be in trim at V2+10 with takeoff power, flap set − Takeoff Method (A, B, C, etc.).
for takeoff and gear up. − TRQ, Flapsetting, Speeds.
− Set all Bugs.
Set pitch trim according to diagram. Both pilots
should verify correct trim setting. − Rejected takeoff.
− Continued takeoff if engine failure
After the pitch trim setting has been made, actuate
 Acceleration altitude
the trim switches only if required during lift off.
 Circling minima (if VMC and feasible to come
CG % 10 15 20 25 30 34
MAC right back in a circling approach for landing)
Units
UP
1 1/4
UP
3/4
UP
1/2
0 DN
1/4
DN
3/4
Flaps
15
−MSA (If engine failure, to be reached with final
climb speed prior to joining approach proce-
1 1/2 1 1/4 3/4 1/2 1/4 0 dure or setting course to nearest suitable air-
RECOMMENDED PITCH TRIM port).
SETTING − Heading / Initial turn after liftoff.
− Departure route (SID), and setting of nav aids
25/3
PAGE 1
Dec 01/15

TAKEOFF
− Cockpit management regarding environment (see Start ”timing” when setting takeoff power. Do not
TAKEOFF − GENERAL, which may be included increase PL friction during takeoff. Move PL’s
as a part of ”standard briefing”). smoothly and as slowly as circumstances permit.
If both pilots are familiar with the airport the term The design of the autocoarsen system requires a
”standard briefing” may be used. However, add: check ”Green light” during initial takeoff roll;
− Review possible icing condition during takeoff (For a/c with HIGH/LOW system − AUTOCOARS
and climb out. HIGH light on).
− Takeoff Method.
(For a/c without HIGH/LOW system − AUTO-
− TRQ, Flap setting, Speeds.
COARS ARM light on.)
− Bugsetting
− Acceleration altitude. Regardless of whom is going to perform the takeoff,
− Heading / initial turn after liftoff. LP advances and keeps the hand on PL’s until
”VONE”.
Any deviation from standard procedures should be
clearly pointed out by PIC. Takeoff with CTOT:
− If LP or RP performs as PF:
If jump seat is occupied, the occupant should be
briefed on the requirements of maintaining a sterile  LP advances PL’s and orders ”set power”,
cockpit environment during takeoff as well as opera-  RP turns CTOT switch to a predetermined
tion of jumpseat, oxygen supply and cockpit evacu- position (ON or APR).
ation procedures. Takeoff without CTOT:
3. NORMAL TAKEOFF AND CLIMB OUT − If LP performs as PF:
 LP advances PL’s and orders ”set power”,
Taxi into takeoff position at the beginning of the run-
 RP adjusts PL’s to a predetermined TRQ
way or at another approved takeoff point, and align
the aircraft on or close to the runway center line. − If RP performs as PF:
Both pilots check headings to correspond to runway  LP advances and adjusts PL’s to a predeter-
heading, and takeoff data to be valid for the actual mined TRQ (”set power” may be omitted).
runway and takeoff point. Reduced power takeoffs will significantly increase
Power management engine life and reduce maintenance expenditures.
When possible and operationally feasible, select
A defined workload will facilitate the operation. Dur-
runways which will allow reduced power for takeoff.
ing a LP−takeoff, prior liftoff, the primary task for RP
is to check correct power and engine instruments. NOTE
During a RP−takeoff, prior ”VONE”, LP must split
For ”Reduced power takeoff” limitations proce-
attention between outside look−out and check of
dures and performance see AFM and also AOM
instruments.
sect. 28. In addition to the limitations, consider
NOTE possible downdraft and windshear if obstacle
limited and/or windy conditions. Use of reduced
Observance of engine operating limitations and
power will result in the aircraft operating near the
correct operating procedures are essential for the
performance limits. Although there are extra mar-
safe, efficient and economical operation of the
gins built into the reduced−power takeoff con-
engine.
cept, these extra margins might be easily con-
In particular, TRQ and ITT should be monitored; sumed during unfavorable conditions.
exceeding these limitations will have a detrimen-
tal effect on engine life and overhaul costs. For ”takeoff power setting methods”, see sect. 26,
POWER SETTINGS.
25/3
PAGE 2
Dec 01/15

TAKEOFF
For engine normal/abnormal/emergency proce- keep the wings level. Maintain a slight forward pres-
dures, see sect. 17, 22, 23 and 24. sure on the CW until rotation.
NOTE If nose wheel vibration occurs, reduce pressure on

CW and, if necessary, pull lightly to relieve the nose
Maintaining directional control by use of rudder,
wheel.
with the NWS as back up at low speed, will sig-
nificantly decrease the wear on the nosewheel. PNF calls ”80 knots −Vone − Rotate” at pre−calcu-
lated speeds.
Flight control management and aircraft handling PNF monitors engine and flight instruments
When R/P is going to perform the takeoff, L/P gives throughout the takeoff.
the controls and brakes to him calling ”Your con- At ”Rotate”, PF initiates rotation to takeoff attitude
trols”, which shall be acknowledged by R/P calling by a positive back pressure on the CW. Proper rate
”My controls”, however, L/P shall control NWS until of rotation is directly related to aircraft acceleration.
rudder becomes effective. Rapid acceleration requires a faster rotation rate
During takeoff run maintain a slight forward pres- than a slow accelerating aircraft. Rotate to takeoff
sure on the CW to keep the NW rolling firmly but attitude (approx. 8−10 degrees for flaps 15 and
gently on the runway. 9−11 degrees for flaps 0) to maintain V2 +10 to
V2 +15. Maintain this speed up to acceleration alti-
The aircraft has a tendency to veer to the left. Use
tude (minimum 400 above threshold elevation, or
rudder to maintain direction, assisted by NWS at
greater altitude if required for obstacle clearance).
low speed. Rudder is effective from 40 KIAS. Keep
the hand on NWS up to 80 KIAS to be prepared for After liftoff, rudder and aileron crosscontrol should
NWS inputs at lower speed in case of rejected take- be smoothly released and the aircraft crabbed into
off. Normally NWS should not be used above wind.
60 KIAS. If taxi or takeoff was performed in slush, delay
− If LP is PF; retraction of landing gear to let the air stream clear
 RP holds CW with right hand from start of possible slush accumulation.
takeoff roll. When taking off in icing conditions and after treat-
 At ”80 knots” LP grips CW with left hand and ment with type I, II, III or IV de−/anti−icing fluid, use
calls ”My controls” whereupon RP releases his rated or derated takeoff power, make a smooth
grip. rotation at a normal rate, avoid rapid rotation. The
 At ”Vone” LP grips CW with right hand. stick force at rotation may be slightly higher than
− If RP is PF; normal. If possible, flight idle +15% Torque should
be applied during 15 seconds while standing on the
 RP holds CW with right hand and after CTOT is
brakes (Power against the brakes), just prior to ini-
turned on also with left hand. If takeoff without
tiating the takeoff roll to decrease the effects of the
CTOT, RP holds both hands on CW from start
anti−icing fluid.
of takeoff roll.
 At ”80 knots” by LP, RP calls ”My controls”. During the initial part of the climbout expect slightly
higher than normal stick and wheel forces after
Crosswind takeoff capability is good. The upwind
treatment with Type II, III and IV de−/anti−icing flu-
wing will have a tendency to rise and aileron deflec- id.
tion should therefore be applied towards the wind.
Directional control is maintained as during normal It is extremely important that both pilots carefully
takeoff. As speed increases aileron deflection re- monitor attitude, speed and rate of climb during lift-
quirement will decrease. The main objective is to off and initial climb. The possibility of a flight instru-
25/3
PAGE 3
Dec 01/15

TAKEOFF
ment failure during this position of flight must be Aborted takeoff

kept in mind. Upon the decision to abort a takeoff, the following
procedure shall be followed:
NOTE
If the force is high when initiating rotation, actu- NOTE
ate the pitch trim switches to decrease the force Retard PL’s to FLT IDLE prior lifting PL latches,
as required to accomplish a normal rotation. otherwise PL’s will be locked and can not be re-
tarded below FLT IDLE.
As soon as the aircraft is positively off the ground
and a positive climb is established, PF orders ”Gear − PIC calls ”Abort”, thereby indicating his decision
up”. PNF selects gear up and replies ”Gear up se- to abort the takeoff. In case of a R/P takeoff,
lected”, checks gear up and locked (no green or ”Abort” also means that LP simultaneously and
amber light) and calls ”Gear is up”. Do not apply without further order will take over the maneuver-
brakes with foot pedals, during gear retraction. ing of the aircraft.
When gear is up and locked PNF calls applicable − LP immediately retards PL’s to GND IDLE and
”Flaps up speed”. When reaching this speed, PF simultaneously applies steady brake pressure
orders ”Flaps up” and PNF calls ”Flaps up selected” and when Beta Lights come on, applies reverse
followed by ”Clean speed....” when flaps have been as required . When aircraft has stopped perform
checked to be up. During AEO−climb above accel- appropriate procedures.
eration altitude, maintain VCLEAN + 15 up to MSA, − RP moves CW forward and into wind and calls
then accelerate to enroute climb speed. In icing ”Beta lights”. If a beta light should not come on,
conditions (ENG ANTI−ICE ON) maintain RP calls ”No beta light ......(L/R)”.
VCLEAN−ICE+10 up to MSA, then accelerate to min- Do not attempt to modulate braking by releasing
imum 160 KIAS. and re−applying the brakes as this has a detrimen-
During takeoff, until reaching 400 feet above th- tal effect on braking efficiency. Do not release brake
reshold elevation, use boots only at first sign of ice pedal pressure until speed has been reduced so
anywhere on the aircraft. that stopping within the remaining runway is as-
sured.
4. TAKEOFF ON RUNWAYS COVERED BY
STANDING WATER, SLUSH OR SNOW. CAUTION
(PRECIPITATION COVERED RUNWAY) If OEI, reverse power on the operating engine
will cause a yawing moment towards the operat-
No data are included in the AOM. Operation shall
ing engine which is proportional to the amount of
be performed in accordance with the AFM if such
reverse power. If the yaw cannot be corrected by
data is included in the manual.
use of rudder, wheel brakes and nose wheel
During ground run snow or slush may accumulate in steering, return to ground idle or to forward pow-
the wheel wells. When airborne and in steady climb, er if necessary until directional control is re-
it is advisable to cycle the gear up and down a cou- gained.
ple of times in order to let the airstream clean off
any accumulations before freezing. Continued takeoff
5. MALFUNCTIONS OR ABNORMAL AIR- Upon the decision to continue the takeoff, the fol-
CRAFT BEHAVIOR DURING TAKEOFF lowing procedures shall be followed:
− PF shall normally continue maneuvering the air-
The pilot observing an engine failure, fire warning or
craft. Change of controls should not be made
other serious malfunction shall call ”Failure”.
unless required for safety reasons.
25/3
PAGE 4
Dec 01/15

TAKEOFF
− PF shall concentrate on flying the aircraft and retract flaps at VCLEAN−ICE−3. Maintain VCLEAN−ICE
PNF shall monitor flight instruments and naviga- up to MSA.
tion during climb to safe altitude.
Then join landing procedure or if not able to land,
− If the malfunction is an engine failure, the yaw proceed to nearest suitable airport.
effect of asymmetric power during takeoff at
− At acceleration altitude when the aircraft is clean,
speeds between V1 and VR is controlled by ap-
PF orders action to be taken and appropriate
plication of rudder and a slight forward control
emergency checklist e.g. ”Shut down left engine
pressure to hold nose wheel on ground. Ailerons
− Engine failure checklist”.
shall be used to keep wings level.
− At ”Rotate”, PF rotates the aircraft at the normal NOTE
rate to achieve V2. For maximum initial climb per- There might be circumstances e.g. propeller
formance, the gear should be retracted as soon overspeed or failure to autocoarsen, engine fire,
as a positive climb is established. Adjust attitude power plant severe damage or separation etc.
to maintain V2 (approximately 8 to 10 degrees for
where an engine shut down at an earlier stage
flaps 15 and 9−11 degrees for flaps 0) and bank
could prevent increased drag and/or further dam-
between 2 and 3 degrees towards the running
age.
engine as soon as height allows. If engine failure
occurs after V2, maintain speed, but not more Be sure of having determined the actual nature of
that V2 + 10. the malfunction before taking corrective actions.
Maintain speed up to ”acceleration altitude” (400 ft Prior shutting−down or switching−off vital items like
above field elevation, or greater, if required for ob- an engine, a generator etc. the appropriate lever,
stacle clearance). This specified altitude might have handle or switch shall be verified by both pilots. I.e.
other designations in other documents. ”Flap retrac- ”Shut down left engine− Engine failure checklist”:
tion altitude”, ”minimum altitude for flap retraction” − PNF puts one hand on left PL ”Confirm left”
etc. − PF checks PL; ”Confirmed”
At acceleration altitude, decrease attitude and ac- − PNF retards left PL
celerate in level flight to VCLEAN. For a flap 15 take- − PNF puts one hand on left CL ”Confirm left”
off, retract flaps at VCLEAN −3. Maintain VCLEAN up − PF checks CL; ”Confirmed”
to MSA. − PNF retards left CL to FUEL OFF and then picks
In icing conditions (ENG ANTI−ICE ON): At ac- up the checklist
celeration altitude, decrease attitude and accelerate − PNF shall read and perform the ordered Check
in level flight to VCLEAN−ICE. For a flap 15 takeoff, List/Procedure items and simultaneously monitor
25/3
PAGE 5
Dec 01/15

TAKEOFF
flight instruments and call ”Check List Com- Bank Angle During Single Engine Climb
pleted”/”End of procedure” as appropriate During a single engine climb a small bank angle
− PF then orders applicable Normal Check List towards the running engine gives a small increase
in the climb performance.
NOTE
In order to obtain required performance if the The single engine climb performance shown in the
failure includes a power loss it is essential to AFM and AOM is based on demonstrations flown
minimize gear and propeller drag as soon as with wings level. The AFM however recommends a
possible. Therefore ”Gear up” shall be ordered bank angle of 2−3 degrees in order to improve the
immediately a positive climb is established. If the climb performance slightly.
failure includes a power loss and the torque is The improvement in climb performance is however
less than approx. TRQ 50% the propeller should lost if bank angle is increased above 3 degrees, and
have coarsened. If there is any doubt that the at 5 degrees bank there will be a pronounced re-
propeller has coarsened the engine should be duction in climb performance compared with wings
”shut down” thereby feathering the propeller and level.
reducing drag to an acceptable value. (PNF;
Operationally, maintaining a bank angle between
”Negative autocoarsen” − PF; ”Shut down ...
2−3 degrees and never exceeding 3 degrees is diffi-
....(L/R) engine”).
cult and would require very good atmospheric con-
To confirm an autocoarsen PNF shall check the ditions.
AC GEN caution light to come on.
During a single engine climb;
Additional indications are; − Maintain wings level with ball centered − or;
 ICE PROTEC (CWP) light ON − Maintain maximum 2−3 degrees bank angle to-
 AUTOCOARS ARM (AUTOCOARS HIGH if wards the running engine with the ball maximum
HIGH/LOW mode installed) goes out. half ball off center, towards the running engine.
With a functioning autocoarsen system there is
no need for a quick shutdown of the failed en-
gine. The propeller will be in the minimum drag
configuration. Wait with shut−down until aircraft
is cleaned up at acceleration altitude. See also
sect. 17.2, POWER PLANT, ABNORMAL PRO-
CEDURES.
NOTE
Check sufficient power on the good engine. Dur-
ing a reduced power takeoff it is advisable to in-
crease power to max. power.
Turn CTOT−knob clockwise or advance PL as
required.
25/3
PAGE 6
Dec 01/15

TAKEOFF
AEO TAKEOFF AND INITIAL CLIMB OUT (Normal takeoff)
”Acceleration altitude” is minimum 400 ft above threshold elevation, or greater if required (stated) for ob-
stacle clearance.
The altitude is intended for acceleration for both flaps 15 and flaps 0 takeoffs. However, the altitude might
vary depending on flap setting.
If power loss occurs during any phase of the take−off, join OEI−procedure.
Take−off with flaps 15 or flaps 0.
In non−icing conditions (ENG ANTI−ICE OFF):

− Climb at V2 +10 up to acceleration altitude, then increase speed while climbing.
− Maintain VCLEAN+15 (minimum maneuvering speed) up to MSA, then accelerate to enroute climb speed.
− If take−off with flaps 15, minimum speed for flap retraction is VCLEAN −3.
In icing conditions (ENG ANTI−ICE ON − Ice Speeds armed):

− Climb at V2+10 up to acceleration altitude, then increase speed while climbing.
− Maintain VCLEAN−ICE+10 (minimum maneuvering speed) up to MSA, then accelerate to minimum 160 KIAS.
− If take−off with flaps 15, minimum speed for flap retraction is VCLEAN−ICE−3.
PF Climb checklist
Callouts Rotate to obtain V2+10
PNF Climb power
Flaps up
Timing
Positive R/C
Gear up Power set
Set power My controls
Acc. altitude
(min 400 ft)
Flaps up selected−
clean speed.....
Power set 80 knots VONE Rotate
Green light Gear up Gear is up

selected flap up speed....
A9978
Fig. 1 AEO Take−off and initial climb−out
25/3
PAGE 7
Dec 01/15

TAKEOFF
OEI CONTINUED TAKEOFF − POWER LOSS AFTER V1

Acceleration altitude is minimum 400 ft above threshold elevation, or greater, if required (stated) for ob-
stacle clearance. The altitude is intended for acceleration to VCLEAN for both flaps 15 and flaps 0 takeoffs.
However, the altitude might vary depending on flap setting.
Takeoff with flap 15 or flap 0.
Climb at V2 (if failure occurs after V2 maintain speed, but not more than V2+10) up to acceleration altitude−
−With engine anti−ice OFF accelerate in level flight to VCLEAN. If flaps 15 takeoff, retract flaps at VCLEAN−3.
Below MSA maintain VCLEAN and limit bank angle to 15 degrees. At or above MSA accelerate to a minim-
um of VCLEAN+15.
−With engine anti−ice ON accelerate in level flight to VCLEAN−ICE. If flaps 15 takeoff, retract flaps at
VCLEAN−ICE−3. Below MSA maintain VCLEAN−ICE and limit bank angles to 15 degrees. At or above MSA ac-
celerate to minimum VCLEAN−ICE+10.
Keep max power until final segment or for 5 minutes, then set MCP. At MSA, the power may be reduced.
Join landing procedure or, if unable to land, proceed to nearest suitable airport.
For FD/AP operation, ½ BANK mode gives 13.5_.
NOTE
Shown is a typical method C (rolling) take−off. RPT as stated in profile is a Reduced Power Take−off.
25/3
PAGE 8
Dec 01/15

TAKEOFF
PF Orders actions
and appropriate
Rotate to obtain V2 emergency checklist
PF
Callouts
PNF Max continuous
power
Climb checklist
Timing Positive climb
Gear up Flaps up
Set power My controls Max power
(if RPT)
Acc. altitude
(min 400 ft)
Power set
Power set 80 knots Rotate Gear up +
selected PNF Performs actions,
Green light VONE ordered by PF.
+ Advice ATC
PNF + Set max power

(if RPT) Gear is up
FAILURE + Check Autocoarsen flap up speed...
Flaps up selected−
A31330 clean speed.....
Fig. 2 OEI continued takeoff − power loss after V1
25/3
PAGE 9
Dec 01/15

TAKEOFF
25/3
PAGE 10
Dec 01/15

CLIMB
1. NORMAL CLIMB Increased PROP RPM improves ice shedding from

the propellers.
Power setting
Always use IAS MODE on the autopilot during climb
Climb power shall normally be set above acceleration in icing conditions. Make it a standard procedure to
altitude. Local regulations may require a specified select IAS mode when turning ENG ANTI−ICE ON
procedure. during climb.
If operationally feasable, minimize high power op-
Best climb gradient in non−icing conditions is
eration to save engine life. However, should a pow-
achieved at VCLEAN+5. This speed is not fully bank
er loss occur during initial climb and climb power is
protected. Minimum speed for full bank protection
set, increase immediately to Max Power on the
(standard AP turn) is VCLEAN+15. In icing conditions
good engine.
these speeds will not assure a safe margin to stall.
”Climb power” shall be set by PNF upon order from VCLEAN−ICE gives the optimum climb gradient in
PF. icing conditions. To be fully bank protected the min-
imum speed is VCLEAN−ICE+10. Minimum speed
PNF checks and sets correct power and makes re-
during climb in icing conditions above MSA, is 160
quired adjustments throughout the climb.
KIAS and the optimum speeds shall only be used
PNF monitors the engine instruments and especial- during single engine operation and/or to escape
ly checks that max. TRQ and ITT are not exceeded. from areas with severe icing conditions. When redu-
PF calls ”Climb Check List” (normally above cing speed below 160 KIAS, temporarily set MAX
1500 ft). CONT PWR or Takeoff PWR to fully optimize air-
craft performance and to expedite escape from
NOTE severe icing condition.
Do not allow the reading of the Climb Check List
NOTE
to divert your attention from the flight instruments
or normal look out. Regarding climb performance with and without
residual ice see Section 32.
If a temporary altitude restriction is imposed by ATC
and no speed restriction is prescribed, maintain ad-
visory cruise speed displayed on EADI.
2. ONE ENGINE INOPERATIVE CLIMB
In case of engine failure during takeoff or initial

climb, check or set ”Max Power” which can be used
for 5 minutes. Keep max power at least until final
segment or for 5 minutes if required, then set MCP.
At MSA the power might be reduced as desired for
the remainder of the flight.
3. CLIMB PERFORMANCE IN ICING CONDI-

TIONS

more effectively and optimized. It is essential to set
MAX CLB power to achieve published performance.
25/4
PAGE 1
Dec 01/15

CLIMB
25/4
PAGE 2
Dec 01/15

CRUISE
1. FLIGHT LEVEL SELECTION but then been exposed to severe icing conditions
making it impossible to maintain the climb speed
Select flight levels as to obtain best total economy
once leveled off. The result from these events has
or fuel economy if applicable for extended range
been a rapid speed reduction.
flights. Avoid using flight levels or routings where
CAT or thunderstorms are forecasted. NOTE
2. POWER SETTING Regarding service ceiling and drift down, with
and without residual ice, see Section 29.
Set cruise power according to Section 26 POWER
SETTINGS.
3. SPEEDS
For Max Cruise and Long Range Cruise see

Section 32 CLIMB, CRUISE, DESCENT.
Long Range cruise gives approximately max. range
and thus optimum fuel economy.
Holding Speed should be regarded as minimum
speed for cruise.
4. CRUISE PERFORMANCE IN ICING CONDI-

TIONS

more effectively and optimized. It is essential to set
MAX CRZ power to achieve published perform-
ance. Increased PROP RPM improves ice shedding
from the propellers.
Best drift down gradient in non−icing conditions is
achieved at VCLEAN+5. This speed is not fully bank
protected. Minimum speed for full bank protection
(standard AP turn) is VCLEAN+15. In icing conditions
these speeds will not assure a safe margin to stall.
VCLEAN−ICE gives the optimum drift down gradient in
icing conditions. To be fully bank protected the min-
imum speed is VCLEAN−ICE+10. Minimum speed
during normal cruise in icing condition, is 160 KIAS
and the optimum speeds shall only be used during
single engine operation and/or escape from areas
with severe icing conditions. If 160 KIAS cannot be
maintained due to icing, take immediate action to
descent out of this conditions. If speed drops below
160 KIAS, set MAX CONT PWR or even TAKEOFF
PWR.
Experience from real life events, shows that aircraft
has managed to climb to intended cruising altitude,
25/5
PAGE 1
Dec 01/15

CRUISE
25/5
PAGE 2
Dec 01/15

DESCENT/HOLDING
1. NORMAL DESCENT NOTE

All descents shall be carefully planned so as to en- If hand flying PF immediately starts the descent
sure maximum efficiency. When planning the de- while PNF first dons oxygen and then takes over
scent the following factors should be taken into con- the controls.
sideration:
− Alternate fuel requirements
− Weather conditions
− Distance to go
− Wind components
− Minimum safe altitudes
− Altitude required over destination
− ATC requirements and approach procedures
− Cabin pressurization.
Flaps should not be used during en route descent.
For planning see Section 32 CLIMB, CRUISE,
DESCENT.
2. HOLDING
Use clean aircraft and VHOLD (see Section 27

SPEEDS).
3. EMERGENCY DESCENT
PIC will initiate emergency descent by the call−out

”Emergency descent” and select APA to higher val-
ue.
− BP
− PF
 start bank 20−30 and lower nose
 increase speed to VMO, then continue descent
on steady heading or as instructed by ATC.
− PNF
 select Cabin Signs on, inform ATC
 reselect ATC TXP i.a.
 inform cabin
− BP
 reset altimeters i.a.
 complete Emergency Descent Checklist
Start level off approx 500 ft above decided altitude.
25/6
PAGE 1
Sep 30/15

DESCENT/HOLDING
25/6
PAGE 2
Sep 30/15

APPROACH
1. GENERAL 2. APPROACH BRIEFING
Common basics for a successful approach are: Perform the approach briefing in good time before
− good descent planning commencing the approach. The main parts are:
− careful consideration of approach plates − destination weather
− accurate flying and good crew coordination − possible icing conditions during descent, ap-
proach and landing
A precise approach technique is required not only to
ensure safety during the approach itself, but also to − minimum safe altitudes
bring the aircraft to a safe stop after touchdown. − approach procedures and setting of nav. aids
This is especially important on short runways or − field elevation
when adverse weather and/or runway conditions − DA, DH, MDA, DP
exist. − MAP
Approach patterns to be followed are described un- − missed approach procedures
der paragraph 3−5. All availabe navigational aids − speeds
shall be used and crosschecked for reasonableness − bug setting
of displayed information in order to minimize the Any deviation from standard operating procedures
risk of let down/approach on an incorrect track or should be included in the briefing.
wrong runway.
3. NOISE ABATEMENT PROCEDURE
The power levers shall be operated by PF.
Gear and flaps shall be operated by PNF upon or- Considerable lower noise, during the approach, is
der from PF. achieved by flying the approach at lowest possible
propeller speed ( CL’s in MIN position), however,
PNF shall closely monitor the approach and make the following must be considered:
mandatory and advisory callouts.
− Landing distance and go−around performance is
PNF shall monitor flight instruments, engine instru- based on propeller speed 1384, therefore the
ments and the progress of the approach. Excessive CL’s should be moved to MAX position before
deviations from normal approach speeds/proce- landing. A slight TRQ increase at this stage
dures shall be called out. (approx 5%) is necessary to keep the same pow-
When executing an instrument approach in weather er.
close to minima, a high degree of precision is of − The CL’s must also be moved to MAX position in
outmost importance. If not well stabilized when ap- case of go−around and the approach must be
proaching DA/DH/DP, a go−around shall be made. planned with this in consideration.
It is the duty of PNF to insist on a goaround − and if Noise abatement procedure is not recommended;
necessary take over controls if an instrument ap- − in tailwind conditions
proach is not stabilized at 500 ft at the latest. The
− during a steep glide path approach
space available for corrections at contact at low alti-
− in rough weather or wind shear conditions
tude is limited. Steep correction turns close to
− if low visibility at the airport
ground should be avoided.
− in icing conditions
NOTE
4. FLAP EXTENSION
Propeller RPM around 1350 may cause slight
oscillations, diminishing with lower height, there- Should by any reason a pitch disturbance be experi-
fore this RPM segment is recommended to be enced during Flap Extension, a prompt reselection
avoided during ILS approach, except for transi- to the previous flap setting shall be performed. To
tions. facilitate this, it is recommended to keep the hand
placed on the Flap Handle during flap extension.
25/7
PAGE 1
Sep 30/15

APPROACH
5. AEO AND OEI INSTRUMENT APPROACH

Maneuvering speeds (KIAS) Flight phase Flaps
Flap Conservative Minimum AEO OEI
0 160 VCLEAN +15 Approach 0 − 15 0−7

7 155 VCLEAN +10 Landing 20 or 35 20
15 150 VCLEAN +5 Go−around 7 or 20 7
20 145 VCLEAN
35 135 VCLEAN −5
OEI: For performance reasons, delay landing configuration (Gear down / Flaps20) until start of
descent on final glide path.
NOTE
Maneuvers are bank angles exceeding 15 degrees.
NOTE
If “ICE SPEED” selected, add 10 knots to minimum maneuvering speeds
For operating speeds see also Section 27 SPEEDS.
Non Precision ap-

proach
Flaps 0−15 AEO

Flaps 0−7 OEI
Enroute descent
Approach preparation
”Timing”
Go−around
For procedures see
25/8 GO−AROUND
MAP
Approaching glidepath
”Gear down”
−When gear is down−
”Flaps.....(20/35),
FAF
Landing check”
MDA
”Trim zero” OEI

A10617
Fig. 1 AEO and OEI instrument approach
25/7
PAGE 2
Sep 30/15

APPROACH
6. AEO AND OEI VISUAL APPROACH

Maneuvering speeds (KIAS) Flight phase Flaps
Flap Conservative Minimum AEO OEI
0 160 VCLEAN +15 Approach 0 − 15 0−7

7 155 VCLEAN +10 Landing 20 or 35 20
15 150 VCLEAN +5 Go−around 7 or 20 7
20 145 VCLEAN
35 135 VCLEAN −5
OEI: For performance reasons, delay landing configuration (Gear down / Flaps20) until start of descent
on final glide path.
NOTE
Maneuvers are bank angles exceeding 15 degrees.
NOTE
If “ICE SPEED” selected, add 10 knots to minimum maneuvering speeds
For operating speeds see also section 27 SPEEDS.
Enroute descent
Approach preparation
On downwind
Flaps 0−15 AEO
Flaps 0−7 OEI
Turning base Go−around
30 sec +1 sec/kt wind For procedures see
Abeam threshold 25/8 GO−AROUND
”Flaps 20/35”
”Landing check” ”Gear down”
”Timing”
”Trim zero” OEI

A10616
Fig. 2 AEO and OEI visual approach
25/7
PAGE 3
Sep 30/15

APPROACH
7. AEO AND OEI LOW CIRCUIT
When coming ”contact” after an instrument approach acc. to Fig. 1.

AEO OEI
 ”Flaps 15”  ”Flaps 7”
 ”Gear up”
Maintain this configuration in the circuit and continue acc. to Fig. 2 and Fig. 3 as applicable.
A low circuit in minimum weather conditions requires careful planning and precise flying with regard to
pattern and speeds. Shown is a left hand low circuit only. Observe published pattern procedures in appli-
cable documents:
− Observe official maximum speed in circuit (for obstacle clearance).
− Avoid high bank angles.
− Maintain altitude above or at circling minima until inside 15 final sector (if no other procedure pub-
lished). Leave circling minima with consideration to obstacles in the final sector.
15
Approx. 2.5 km (1.6 stat.miles)
Approx. 1km Approx.

(0.6 stat.miles) 2. km
(1.2 stat.miles)
Timing
30 sec
+ 1 sec/
kt wind
Start timing and turn

45/45s in no wind
A9976
Fig. 3 AEO and OEI low circuit
25/7
PAGE 4
Sep 30/15

GO−AROUND
1. GENERAL NOTE
It is important that the decision to abandon an ap- The configuration (CONFIG) warning can in
proach is made as early as possible. some cases be displayed for a short time during
transition to go−around configuration. Disregard.
Perform go−around if:
− Weather conditions do not comply with those Maintain initial go−around speed up to acceleration
stated for continued approach and landing. altitude then continue as for a takeoff and follow the
− The approach is not stabilized at 500 ft during an missed approach procedure.
instrument approach.
− No required visual references at DP. CAUTION
− If during a visual approach the required visual A single engine go−around at lower speed than
references are lost. go−around speed may result in a modest climb
− Speed and/or height too high when passing performance until speed is increased. With ICE
threshold compared to available runway length. SPEED active the speed margin to stall warning
− When factors occur making continuing the land- is relatively small until the correct go−around
ing hazardous. speed is reached. A temporary stick shaker
might therefore occur, especially if the speed mo-
Once commenced, the go−around must be com-
mentarily drops below min speed during the tran-
pleted.
sition to go−around configuration.
Never hesitate to perform a go−around.
For go−around speeds see Section 27 SPEEDS.
When a go−around is decided a prompt crew action
is required.
2. PROCEDURES
NOTE
In the flap control quadrant there are upper gates
at 7 and 20.
In a go−around, the flap should initially be se-
lected to 7 from 20 and to 20 from 35.
PF simultaneously;
− disengages AP/YD
− advances PL’ s to a position as for a takeoff
− increases pitch attitude so as to maintain the ini-
tial go−around speed
− calls ”Go−around, flaps ... (7/20), set power”
NOTE
Flight Director GA−mode gives a fixed pitch atti-
tude of 6.4.
PNF selects flap and selects CTOT switches to

APR. If go−around without CTOT PNF adjusts PL’s.
When positive climb established, PF orders ”Gear
up”.
25/8
PAGE 1
Dec 01/15

GO−AROUND
25/8
PAGE 2
Dec 01/15

LANDING
1. NORMAL LANDING NOTE

The approach should follow at 2.5−3 degrees glide FOD prevention
path angle. With an aiming point approx. 1000 ft Avoid reverse power if operationally feasible. Use
down the runway this will provide adequate height ground idle and brakes to stop the aircraft. How-
over threshold. ever, this statement should not prevent the pilot
Stabilize speed on final and trim for that speed. A from using the reverse power required to stop
stabilized speed, power and attitude will facilitate the aircraft within a good safety margin.
flare and touchdown.
As soon as possible after touchdown, move the
Flare should be initiated when the main gear is a
power levers into ground idle and lower the nose
few feet above the runway; it is accomplished by
wheel. When beta lights are on PNF calls ”Beta
raising the nose 5−6 degrees from approach atti-
light” and PF applies reverse power as desired. If a
tude, i.e. for all normal cases the flare touchdown
beta light fails to come on, PNF calls ”Negative beta
attitude should be 4−5 degrees nose up with flaps
light .........(left/right)”. The effect from reverse
20 and 3−4 degrees with flap 35. When initiating the
power is best at high speed and decline with de-
flare, gently reduce power to FLT IDLE. Immediate-
creasing speed. The use of reverse in strong cross-
ly after touchdown retard PL’s to GND IDLE, lower
wind may cause the aircraft to veer to one side. In
the nose rapidly and apply brakes as required.
strong crosswind, the use of reverse should be
Carry wind, ice and malfunction increments to touch avoided where possible. If the aircraft does veer to
down. Bleeding off the increments during flare, be- one side during landing roll, go out of reverse and if
fore the touch down, will result in a considerable necessary use forward power.
increase in landing distance. With ICE SPEED act-
After touchdown, LP puts hand on NWS, ready to
ive (Mod. No. 3529) there is also a risk for inadvert-
use.
ent stick shaker if the increments are bleed off in
the flare. Limiting the pitch to 4−5 degrees nose up, After a LP−touch down, when LP grips NWS RP
will assist in preventing nuisance stick shaker warn- grips CW and keeps it steady with a slight forward
ings and will assure landing performance. Do not pressure. Aileron into wind, if strong crosswind. At
allow the aircraft to float or attempt to “hold off” the 60 KIAS PNF calls ”60 knots” and PF then ad-
landing, as this will increase the landing distance. vances PL to be out of reverse at 50 KIAS.
Floating or “holding off” landings, may activate the
CAUTION
stall warning system and may also result in a tail
strike. The aircraft should be flown into the runway, If the aircraft veers to one side during the landing
as close to the aiming point as possible. roll, go out of reverse and, if necessary, use for-
ward power. Straighten the landing roll by means
Touchdown with excessive speed may result in of rudder, nose wheel steering and differential
nose wheel strike before touchdown, bouncing and/ braking. Then use reverse power as required.
or increased landing distance.
If the aircraft should bounce, hold or reestablish a CAUTION
normal landing attitude and add power as neces- Use of reverse power at low speeds on a snow−
sary to control the rate of descent. Power need not covered surface may limit forward visibility.
be added for a shallow bounce or skip.
If a high, hard bounce occurs, initiate a go−around. Maintain directional control by means of rudder and
Apply required power and use normal go−around − at lower speeds − nose wheel steering.
procedures. A second touchdown may occur during When conditions do not require maximum braking,
the go−around. Do not retract the landing gear until delay brake application and apply smooth, steady
a positive steady climb is established.
25/9
PAGE 1
Dec 01/15

LANDING
brake pressure as required, down to normal taxi WARNING

speed.
When the aircraft is landed on a slippery runway
To achieve maximum braking effect on dry or wet in a crosswind it is possible that, until the aircraft
runways, apply maximum and steady brake pedal settles fully onto the main chock absorbers,
deflection. The antiskid system will then modulate there will be a transitory delay before the nose-
the brake pressure for each individual wheel to give wheel steering system becomes operational. Un-
maximum braking for the existing runway condi- der these circumstances the pilot should use the
tions. rudder and, if necessary, differential braking to
directionally control the aircraft until the nose-
CAUTION wheel system becomes operational.
Do not attempt to modulate braking by releasing
and reapplying the brakes as this has a detri-
mental effect on braking efficiency. Do not re-
lease brake pedal pressure until reaching a safe
taxi speed.
When RP performs the landing, LP shall take over

the maneuvering by calling out ”My controls” when
reaching 50 KIAS.
2. CROSSWIND LANDING
Regarding speed on final and power management,

see NORMAL LANDING. Performance permitting,
use of flaps 20 is recommended. In crosswind
conditions maintain runway alignment by crabbing
into the wind with wings level until shortly before
starting the flare.
Apply rudder to align the aircraft with the runway
centerline and aileron into the wind to counteract for
drift and wingrise. Touchdown on the upwind main
gear without floating. After touchdown when the
nosewheel touches the ground, apply slight forward
pressure on CW and aileron into the wind. During
landing roll maintain directional control with rudder
initially and counteract the tendency for the upwind
wing to lift by decisive use of aileron (the use of ai-
leron input into the wind will assist in directional
control in the higher speed ranges). After touch-
down LP puts hand on NWS, ready to use.
25/9
PAGE 2
Dec 01/15

LANDING
3. DISORIENTATION 5. FLAPLESS LANDING
Precipitation or drifing snow (sand) in crosswind Recommendations:

conditions may create a false impression of aircraft − Flapless landing is to be considered as an abnor-
movement, especially if landing lights are on, and mal procedure. Check Abnormal checklist (FLAP
thus the pilot may: FAULT).
− Get the impression of no drift when in fact there − If possible execute a straight−in approach.
is a considerable drift present and end up off the − If circling approach, make a wide easy pattern
runway on the leeward side, or and aim for a 5 miles final.
− Get false impression of drift which will cause him − If marginal weather, choose an airport with good
to delay his removal of sideslip during flare and landing aids (ILS/VASI).
touchdown and land off the runway on the wind- − Select gear down earlier than normal to be able
ward side. to establish the approach speed in good time.
Recommendations: − On final pay attention to the vertical speed indica-
− Make yourself aware of the existing situation. tion. The pitch attitude is higher than usual.
− Do not use TAXI light and, if possible, also switch When changing from instrument to visual refer-
off the landing lights. ences the pitch attitude must be maintained. A
− Look well in front of the aircraft during touchdown slight reduction in pitch will create a high sink
and landing roll. Use runway lights for reference. rate, which easily goes undetected and there is a
great possibility, especially in gusty weather, that
4. OEI−LANDING on final the aircraft comes too close to the
ground or the approach lights.
Landing with one engine inoperative does not nor-
mally present any special problems. − Anticipate a more than normal floating tendency
due to increased ground effect. Avoid any ten-
Recommendations: dency to float. Fly the aircraft to a positive touch-
− Plan properly. down at the intended landing point.
− Select BLD VALVES to CLOSED.
− Minimize drag.
− Use Conservative Maneuvering Speeds.
− For performance reasons delay landing configu-
ration (Gear Down/Flaps 20) until start of descent
on final glide path.
− Use flaps 20 for landing.
− Center yaw trim (”Trim zero”) prior landing flare.
25/9
PAGE 3
Dec 01/15

LANDING
25/9
PAGE 4
Dec 01/15

CALLOUTS
1. GENERAL
Routine callouts serves as means of proper moni-

toring and facilitate the pilot teamwork.
In general, internal pilot−to−pilot communication
shall ascertain that the pilots are in full agreement
regarding the progress of flight.
During ground operation, initial climb, approach and
landing, all conversations not related to the perfor-
mance of flight shall be avoided.
Some callouts should be followed by a response or
reaction. Failure to respond and continued failure to
react shall be treated as pilot incapacitation.
NOTE
Following callouts are recommended by SAAB,
however, they might not necessarily meet all the
needs for all airlines.
It is important that Company standard callouts
are established and complied with.
25/10
PAGE 1
Sep 30/15

CALLOUTS
2. TAKEOFF AND CLIMB
Timing PF Both pilots start timing.

Green light PNF AUTOCOARS HIGH light checked.
(For a/c with HIGH/LOW system)
AUTOCOARS ARM light checked.
(For a/c without HIGH/LOW system).
Set power Orders RP to set a specified predetermined pow-

See 28 TAKEOFF er during initial takeoff. RP turns CTOT to ARM
Power set or adjusts PL’s if takeoff without CTOT.
80 knots PNF At 80 KIAS.

Vee one PNF At V1.
Rotate PNF At VR.
Climb power PF Orders climb power to be set.
Climb power set PNF Power set and checked.
1000 feet BP 1000 ft below assigned altitude/FL. BP monitor
that assigned altitude/FL is reached and main-
tained.
25/10
PAGE 2
Sep 30/15

CALLOUTS
3. DESCENT, APPROACH AND LANDING
1000 feet BP 1000 ft above assigned FL/altitude. BP monitor

that assigned altitude/FL is reached and main-
tained.
Localizer alive BP Localizer bar moving from full deflection.
Glide slope alive BP Glide slope indicator moving from full deflection.
Outer marker − timing BP Passing FAF. Timing.
..... feet Altimeters and instruments crosschecked.
(Any failure to be called out).
1000 feet BP Callout if no call over FAF.
A/C is approx. 1000 ft above field.
(Any failure to be called out).
500 feet stabilized, speed Vref +/− xxx. PNF Callout if approach is stabilized at 500 ft AGL.
(See ch. 25/7 for stabilized approach concept)
− Hundred to go PNF Passing minima + 100 ft.
− Approach lights 1) PNF − Approach lights positively in sight.
− Runway 1) PNF − Runway positively in sight.
Based on PNF judgement the external visual
cues are good enough to serve as a mean for
flight guidance.
Minima PNF A/C has reached DP/MA/DA/DH and ”contact”
not yet called by PF.
Contact PF Able to continue the approach by visual refer-
ences.
Landing PF Indicates PF decision to land the A/C.
Trim zero PF Orders PNF to center the yaw prior OEI−landing
flare.
Beta lights PNF Both beta lights are on.
Negative beta light ............(L/R) PNF One side beta light not on.
60 knots PNF At 60 KIAS advising PF to start to go out of re-
verse, if not required any more.
My controls LP After 60 knots callout, LP takes or maintain the
control of the aircraft.
1) (Call actual visual cue only and give direction)
25/10
PAGE 3
Sep 30/15

CALLOUTS
4. GO−AROUND
500 feet not stabilized, go−around PNF Reaching 500 ft AGL in an approach and the ap-
proach can to be considered as stabilized.
(See ch. 25/7 for stabilized approach concept)
Minima, go−around PNF Reaching DA/DH in a precision approach and
”Contact” or ”Go−around” not yet called by PF.
Decision point, Go−around PNF During a non−precision approach, and time is up
from FAF to MAP, or other facilities like DME,
marker etc. shows that the decision point has
been reached − and ”Contact” or ”Go−around’
not yet called by PF.
Go−around, Flaps...... (7/20) PF Indicating a go−around. Orders flaps to be se-
lected to 7 or 20 degrees as applicable.
Set power PF Orders PNF to set a predetermined power for
go−around.1)
Power set PNF Power set and checked.
1) The predetermined power is either:
−TAKEOFF POWER, if performance is based on ”Takeoff Power” or
−GO−AROUND POWER , if performance is based on ”Go−Around power”.
25/10
PAGE 4
Sep 30/15

CALLOUTS
5. CHANGE IN AIRCRAFT CONFIGURATION

− PF makes the callout in a/c configuration.
− PNF confirms and carries out the order.
− PF verifies proper configuration by the cockpit
indicators.
Gear up PF Orders gear up selection.

Gear up selected PNF Self−explanatory.
Gear is up, flaps up speed ..........1) PNF − ” −
Flaps up PF Orders flaps up selection.
Flaps up selected, clean speed ...... 1) PNF Calls ”clean speed” when flaps is checked up.
Flaps is up PNF Flaps is checked in UP position.
Flaps .......(0, 7, 15,20,35) PF Orders the flaps angle in degrees:
”Flaps twenty” etc.
Flaps ...... selected − and set PNF Confirmation of flaps selection − and proper flaps
indication.
Gear down PF Orders gear to be selected down.
Gear down selected PNF Self−explanatory.
Gear is down − three greens PNF Gear is checked to be down and locked. Indica-
tion should be checked and ”Confirmed” by PF.
1) Disregard ”flaps up speed....” and ”clean speed ....” callouts if VCLEAN is bugged.
25/10
PAGE 5
Sep 30/15

CALLOUTS
6. OPERATION OF FD/AP
− PF announces own mode selections and values as applicable.
PNF then checks corresponding indications on his own EADI/EHSI and responds by ”Checked”.
− Orders from PF should start with ”Set” or ”Arm” as applicable followed by mode and value.
PNF then confirms the order is executed by calling out mode and value, followed by ”Armed” if applicable.
− All automatic mode switchings of FD/AP (i.e. mode switchings not performed by any pilot) should be called
out by first pilot observing the switching and be answered by the other pilot calling ”Checked”, after con-
firmation on EADI.
Examples of order and callouts:
PF orders PNF callouts after order is executed.
Arm NAV NAV armed

Set heading 180 Heading 180
PF callouts of own action or automatic Other pilot’s confirmation of the condition.

mode switching (either pilot)
Vertical speed Checked

Localizer capture Checked
Heading 180 Checked
Altitude hold Checked
25/10
PAGE 6
Sep 30/15

CALLOUTS
7. ADDITIONAL CALLOUTS. (To be used if situation so warrants)
Fuel on BP Motoring start. Pilot starting orders CL to be

moved from FUEL OFF to START.
Ng − Light up − Fuel Flow − BP − Actual engine indications during start up.
Oil pressure − etc. BP A/C has a positive rate of climb
Positive rate PNF If sink rate is more than:
− 2000 ft/min below MSA + 2000ft in IMC or
darkness
− 1500 ft/min below 1500 ft.
− 1000 ft.min below 1000 ft.
Sink rate PNF Flight path deviates from ILS glide slope by more
than one dot.
Glide slope PNF Flight path deviates from ILS glide slope by more
than one dot.
Localizer PNF PF has failed to establish positive rate of climb
after takeoff or go−around.
Climb PNF PF has failed to establish positive rate of climb
after takeoff or go−around.
Speed one three zero sink six hundred PNF Reading of speed and sink−rate during approach.
Plus .......... (e.g Plus five) PNF Reading of delta speed versus Bug speed.
NOTE
During a non−precision approach, PNF shall monitor that the A/C is maintaining an estimated 3 glide
path by use of best aids available.
Any time there is a large deviation from this estimated glideslope, PNF shall call PF attention to the situa-
tion.
Speed high PNF Desired final approach speed is exceeded by

more than 10 kt.
Speed low PNF Indicates the actual speed is below the desired
speed.
Emergency descent PIC PIC initiates an emergency descent procedure.
Failure BP Any pilot discovering a serious malfunction dur-
ing takeoff or go−around.
Stop PIC Indicates PIC decision to abort a takeoff.
Continue PIC Indicates PIC decision to continue a takeoff if
case of malfunction.
(Cont’d)
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PAGE 7
Sep 30/15

CALLOUTS
(Cont’d)
Max power − Gear up − Check autocoarsen PF Might be used in case of power loss during take-
off or power loss during go−around.
PNF applies MAX TAKEOFF POWER ensures
gear is coming up and checks autocoarsen func-
tion. If suspect function, advise PF immediately.
Negative autocoarsen PNF If power loss during takeoff or go−around and
there is any doubt that the autocoarsen system
functions properly.
NOTE
It is important not to distract PF during a critical phase of the flight. When the decision has been made to
continue a takeoff, when feasible, PF should be advised what actually is indicated; e.g. ”High ITT left en-
gine”, ”Low torque right engine” etc.
Shut down...... (L/R) engine PF Orders engine to be shut down by PNF.

Bus Tie or No Bus Tie (i.a.) BP Confirmation of BUS TIE function after engine
start up or shut down.
Max continuous PF Orders max continuous power to be set.
Stall − Max power PF Stick shaker or pusher has been activated. PNF
assists PF in applying required power.
25/10
PAGE 8
Sep 30/15

CALLOUTS
8. ICE SPEEDS
Valid for a/c with Mod.no. 3529. (Improved

stall warning system for icing conditions).
Engine anti−ice on − Ice speed armed BP When Engine Anti−ice is selected on ground.
When Engine Anti−ice is selected in the air, less
than 6 minutes after lift−off.
Engine anti−ice on − Ice speed active BP When Engine Anti−ice is selected in the air, more
than 6 minutes after lift−off.
Ice speed BP Any pilot first to observe the ICE SPEED blue
light to come on.
Ice speed off BP The Ice Speed Function has been deactivated.
25/10
PAGE 9
Sep 30/15

CALLOUTS
25/10
PAGE 10
Sep 30/15

FLIGHT CHARACTERISTICS
1. EXTERNAL VISION
28.1
17.0
122 
32.0
102 
27.5
102 
122  L/P Field of View

R/P Field of View
A9982
Fig. 1 Pilot external vision angles
25/11
PAGE 1
Sep 30/15

Aircraft reference line.
Pitch angle −1 (Flaps 35)
ILS glideslope
Pilot downvision 17
3 H=100ft
263m 103m
860ft 340ft
366m
RVR
A9979 1200ft
Fig. 2 Visual ground segment
Pilot eye (when at−1 aircraft pitch angle,

pilot eye is 9.96 ft above main gear wheels)
Aircraft pitch angle
(mean value during
flaps 35 approach) Glideslope antenna
Aircraft reference line
−1
H=34.2 ft
ILS glideslope
Main gear height
Glideslope when antenna is
transmitter 40ft H=32.6 ft
over threshold
8.75m
approx. 29ft
Main gear touch Main gear height Runway threshold
down point over threshold
A9980
Fig. 3 Estimated ILS approach
25/11
PAGE 2
Sep 30/15

Aircraft at touchdown
Pitch angle 4.5
Pilot downvision 17.0
16.5m
54ft
Aircraft static on ground
2.9m 9ft 6in Pilot downvision 17.0
0.35m
1ft 2in
9.5m 6.8m
31ft 22ft
A9988
Fig. 4 Pilot eye orientation with ground
25/11
PAGE 3
Sep 30/15

2. AUTOMATIC RELIGHT
Flight characteristics
A flameout with automatic relight will cause a yaw-
ing movement and a rolling movement first in one
direction, then in the other. The size of these tran-
sients depend on the time of the event as discussed
earlier and on the power setting and speed.
Control of the aircraft in this situation is no different
from other power loss situation. However, when the
automatic relight occur, the aircraft rapidly returns
to a symmetric power condition.
Should a flameout and automatic relight occur with
the Autocoarsen switch in ON position, the propeller
will move towards coarse pitch before relight. When
relight occurs, an overswing in torque might happen
and should, if possible, be noted by the flight crew.
3. STALL
Stall onset in this aircraft is recognized by a light

buffeting just prior to actual stall, followed by a nose
down movement. The stall might be followed by a
roll (left or right) depending on control inputs and
power applied. The roll cannot be controlled until
angle of attack is decreased below the stall point.
Due to these stall characteristics, the aircraft has
been provided with a stall warning and stick pusher
system to minimize the risk of entering the stall on-
set regime.
The system utilizes two fuselage mounted vanes
which determine both the angle of attack and the
rate of change of the angle of attack.
When the angle of attack is increased, the stick
shakers begin operating a few knots (normally 6−8)
prior to stall, thus providing a pre−stall warning. If
this warning is ignored and the angle of attack con-
tinues to increase, the stick pusher will activate to
lower the nose thus decrease the angle of attack,
thus ensuring adequate recovery response with a
minimum of altitude loss.
The system will be activated at lower angles of at-
tack when stall is approached at high entry rates.
Provided recovery is started firmly at stick shaker
activation, response to control inputs is immediate
and positive.
25/11
PAGE 4
Sep 30/15

TRAINING
1. UNUSUAL ATTITUDE RECOVERY In a clean ice free stall, a small roll off, if any, can
be expected. The roll off increases with increased
1.1 GENERAL flap angle but will normally not exceed 20 degrees
with flaps 35.
Recovery from stall warning (natural buffet or
stick shaker) In a stall with an iced−up aircraft the stall will in
many cases occur before stick pusher activation
Traditionally recovery training from stall warning has
and a more pronounced roll off might occur. In an
been to reduce speed while keeping altitude, and at
extreme case, a roll off of more than 90 degrees
stick shaker increase power while keeping attitude
and an excessive nose drop can occur. At safe alti-
and recover without loosing altitude.
tude there is no problem to recover from this if
In icing conditions the available thrust is decreased properly trained. The recovery technique should be
by ice build−up on the propellers, the drag is in- included in the recurrent training.
creased by the accumulation of ice, the stall speed
If an actual stall or stall ident event is experienced it
is increased and the margin between stick shaker
is important to be familiar with the EADI presenta-
activation and actual stall is reduced. Without ICE
tion and roll back towards wings level in the short-
SPEED activated (Mod.no. 3529) the margin can in
est direction without overspeeding the aircraft and
some cases be reduced to a fraction of the normal
then return to initial attitude.
ice free margin, or even occur before stick shaker.
When a stall warning is encountered either by stick 1.2 RECOVERY PROCEDURES
shaker or by natural buffeting, the priority is to in-
Procedure for recovery from stall warning or stall
crease speed as soon as possible to regain safe
margin to stall. CAUTION
The recommended procedure is, when recovering Only practice recovery from stall warning or stall
from a stall warning (stick shaker or natural buffet- with an ice free aircraft. All practice with ice shall
ing), to lower the nose approximately 5 degrees, if be performed in a flight simulator.
not restricted by proximity to ground, and simulta-
neously apply Max power. When safe speed has NOTE
been regained, return to initial altitude. In a real situation with an iced up aircraft stall
This is the overall safest procedure to reinstate safe warning can be in the form of buffeting and the
stall margin and is recommended to be used both same stall recovery procedure shall be carried
for a clean and iced−up aircraft in order not to con- out. This cannot be simulated in a simulator as
fuse pilots with two recovery procedures. ice buildup is not accompanied by buffet in the
simulator.
Recovery from stall ident (Stick pusher)
If for any reason all the obstacles in the safety net − CALL: ”STALL − MAX POWER”.
has been penetrated and an actual stall is encoun-
− PITCH: Immediately decrease the pitch
tered a prompt and well trained recovery technique
by approximately 5 degrees or as
is required.
com−manded by the stick push-
Recovery from stall ident (stick pusher) is to lower er. Do not fight the pusher stroke.
the nose, as commanded by the stick pusher, and Do not hesitate to trade altitude
simultaneously apply full power and roll to wings for speed, however, avoid unne-
level. When safe margin to stall has been regained, cessary dive.
return to initial altitude.
− AP/YD: DISCONNECT
25/12
PAGE 1
Dec 01/15

TRAINING
− POWER: Simultaneously, use all power − Fly VMC.

available, even at high altitudes. − Check wings to be free from ice.
− SPEED: Accelerate to minimum − Only practice recovery with less than 30 degrees
Vclean+5, with ice on the wing bank.
Vclean+15. After initial recovery, − When practice recovery in a turn exceeding 15
do not pull up with too high rate. degrees bank, only practise from shaker − do not
Consider the possibility for a sec- practise recovery from pusher.
ondary stall. − Only practice recovery from flight idle.
− ALTITUDE: When positive climb rate is indi- − Only practice recovery with AEO.
cated, select gear up and recover − During recovery training special attention should
altitude loss. Climb to safe alti- be given not to over torque / over temp the en-
tude with Vclean+5, with ice on gines, i.e. calculate and brief the Max Continuous
the wing Vclean+15. power setting for current altitude and SAT.
− FLAPS: If flaps are down, leave them 2.2 Training of the improved stall warning
where they are. However, if in system with increased stall warning mar-
landing configuration, after the gin
initial recovery and in climb, se-
lect flaps ( 7/20 as for a go− Valid for a/c with Mod.no. 3529 (Improved stall
around). warning system for icing conditions)
Neglecting to use the de−ice boots in accordance
Procedure for recovery from excessive roll with the AFM in icing conditions may result in a con-
CAUTION siderable increase in stall speed.
Practice in simulator only. Without Mod. No. 3529 (or if the Mod. is installed
but ICE SPEED not activated) a natural stall may
− AP/YD: DISCONNECT occur before stall warning speed trigger level.
− ROLL: Use the ”blue sky” on the EADI With the Improved Stall Warning (ICE SPEED) acti-
to establish roll direction. Roll the vated the stall warning speed trigger level is in-
shortest way towards the ”blue creased. The trigger level is set to give a sufficient
sky” to recover. See figures 1−6 warning to natural stall in a worst case scenario
for EADI presentation. where there is 1/2 inch ice on the wings.
− POWER: Reduce if large pitch down, do NOTE
not over speed.
Referring to the reasoning above; Delaying de−
− PITCH: Pull to stop the dive. ice boots activation must never be a replacement
for ICE SPEED system activation.
Continue as for recovery from stall procedure.
2. INSTRUCTOR HINTS 2.2.1 Stall Ident Practice
2.1 Stall recovery in aircraft Practicing stall ident (pusher) recovery with ICE
SPEED active results in an unrealistic scenario
− Secure cabin.
since the difference in shaker and pusher speed is
− Recovery training from stall warning (stick shak- considerable larger compared to the ”basic” (non
er), initiate the maneuver at minimum 5000 ft ice speed) stick shaker speed trigger level. Remem-
above the terrain. ber the system is designed to give sufficient shaker
− Recovery training from stall ident (pusher), initi- warning before a natural stall in a worst case sce-
ate the maneuver at minimum 10 000 ft above nario when 1/2 an inch residual/intercycle ice is on
the terrain. the wings.
25/12
PAGE 2
Dec 01/15

TRAINING
During practice (when there is no ice on the wings) The decision process when the flight shall revert
with ICE SPEED active, the shaker will be triggered back to ”ice free speeds” shall be highlighted. The
approximately 30% above the stick pusher. Conse- process shall be in the following order:
quently the stall recovery will be considerably in- 1. Determination that the aircraft is free from ice.
creased. With ”basic” system the shaker will be trig-
2. De−selection of the ICE SPEED system by
gered 7 to 13% above the stick pusher.
first selecting the Engine anti−ice OFF and then
Consequently the stall recovery will be much
pushing the ICE SPEED push button.
shorter.
3. Resetting of speed bugs to ”ice free speeds”.
To achieve approximately the same margin between
stick shaker and stick pusher with ICE SPEED acti- Flying ”ice speeds” with the ICE SPEED system
vated, requires the system to be activated with a active gives approximately the same margin to stall
high entry rate. THIS IS A VERY VIOLENT MAN- warning (shaker) as flying ”ice free speeds” with the
OUEVER AND SHALL ABSOLUTELY NOT BE ”basic” system.
TRAINED IN AN AIRCRAFT and is not a realistic
training scenario even in a simulator. CAUTION
Before takeoff select correct VCLEAN speed;
2.2.2 Recommendation
Flying engine anti−ice ON speed (”ice speed”)
SAAB recommendation is to practice stall ident with engine anti−ice OFF (”ice free”) takeoff per-
(stick pusher) recovery with “basic” (ICE SPEED formance calculation may have influence on ob-
not selected) system only. This will be equally real- stacle clearance in the Acceleration or Final
istic for a natural ice stall. It is the recovery proce- Climb segment.
dure that shall be practiced and not a certain mar-
Flying “ice free speeds” with ICE SPEED system
gin between shaker and pusher.
selected, results in a considerable decrease in
2.2.3 Speed Selection margin to stick shaker and in many cases in an
unwanted stick shaker activation.
Instructors must ensure that pilots understand the
Before landing, select correct landing speed;
relation between the ENG ANT−ICE blue status
lights and the ICE SPEED blue light indication. That Flying “ice speed” (VREF +10) with landing per-
is, if the ENG ANTI−ICE lights are on, the ice stall formance based on ice free speeds result in longer
warning speeds are armed and is the cue that upon landing distance than calculated.
reaching acceleration altitude:
Flying ”ice free speeds” with ICE SPEED system
− IAS mode shall be used for FD/AP vertical mode. selected, results in considerable decrease in mar-
− Minimum airspeed shall be VCLEAN−ICE, and then gin to stick shaker and in many cases in an un-
160 KIAS upon reaching MSA. wanted stick shaker activation e.g. during landing
− Stab + Wing de−ice shall be selected to CONT flare.
(unless actual ice build−up is observed before
reaching acceleration altitude). Flight training with Engine Anti−Ice ON
Before a takeoff, with engine anti−ice selected, the Valid for a/c with Mod.no. 3529 (Improved stall
takeoff briefing and speed bug setting should, in warning system for icing conditions)
addition, reflect the ICE SPEED concept. Special − After a landing (also after touch−and−go landing)
attention should be given speeds and acceleration with the Engine Anti−ice selected ON, the 6−min-
altitude. After 6 minutes elapse time from lift−off, ute inhibit of the Ice Speed function is restarted.
the ICE SPEED light will come on and be the con- The increased stall warning speed trigger levels
firmation ”ice speed”, that the stall warning (shaker) will start again after 6 minutes.
speed trigger level has been increased.
Simulated engine failure
25/12
PAGE 3
Dec 01/15

TRAINING
− Simulate engine failure by retarding PL to 3.2 Stall or stall warning in icing conditions
20−30% TRQ. Below 120 KIAS the drag obtained
The intention with this simulator training is twofold;
will be approximately comparable to a coarsened
or feathered propeller. Retarding PL to FLT IDLE − To highlight the rapid speed reduction when en-
gives a drag which is higher than a coarsened or countering severe icing conditions and;
feathered propeller. − to practice recovery from stall warning with a
− For simulated engine failure during takeoff, ap- nose up trimmed aircraft and with power on
proach and go−around keep the Autocoarsen Remember that severe icing conditions do not ne-
System ON even if the training objective involves cessarily mean a large amount of ice accretion, but
handling of the aircraft with Autocoarsen System ice buildup giving a large impact on the aircraft’s
inoperative. performance.
− When restoring power after a simulated engine
When encountering severe icing conditions, imme-
failure, there is a possibility for a momentary
diate action is required to maintain minimum safe
autocoarsen system activation when the PL is
speed. Experiences from real life incidents and ac-
advanced through 64 degrees PLA. Therefore it
cidents, shows that pilots are surprised by the rapid
is recommended to momentarily turn the system
reduction of speed and do not take immediate and
OFF during PL advancement and ON again after
appropriate actions to prevent the situation to devel-
power has been restored.
op into a stall.
3. SIMULATOR TRAINING When encountering a stall warning in icing condi-
tions with the autopilot tracking in ALTS mode, the
3.1 General
auto trim is trying to trim out the forces in pitch by
Simulator response might not necessarily represent increasing pitch attitude to maintain altitude. When
a real aircraft since limited aerodata is available at reaching stall warning, this will result in the aircraft
excessive attitudes. The same applies to system being trimmed in a nose up attitude. This may re-
functions. quire, as part of a stall recovery, a positive nose
down input from the pilots, as long as the stick
Recovery from stall:
pusher level has not been reached. The training
− Same as for aircraft training. If practiced with ice, shall demonstrate the rapid reduction in speed and
expect a slower than normal recovery. that a positive pitch down might be required for re-
Recovery from excessive roll: covery.
− Some simulators have preprogrammed roll off The above scenarios are typically not programmed
maneuvers included which makes it easy to train. in the simulators and the intentions are to give the
− If no preprogrammed roll off is included, the train- instructors hints on how to illustrate these situations
ing can be performed as follows: At initial condi- during simulator training. Before the simulator train-
tion with approximately 130 KIAS steady flight, ing begins, a thorough briefing shall be performed
the pilot to be trained closes his/her eyes and the about the objectives of the training. The briefing
simulator is set up in a condition with an exces- shall also include a review of stall recovery tech-
sive roll, 90−130 degrees left or right, with a nose niques.
down attitude of 20 to 30 degrees. Then the con-
Ice accretion, in the simulator, is normally made by
trol is given back to the pilot to be trained which
an increase in weight and does not properly repro-
then opens his/her eyes and performs a proper
duce a real life ice condition. Below is an attempt to
recovery.
build up a scenario to demonstrate one possible
− The important thing in this training is to familiar-
way to a more accurate simulation of severe icing
ize the pilots with the flight instrument indications
condition and the consequences of bringing the air-
and learn how to interpret this information in or- craft to stall warning. For best result in simulation of
der to perform the correct actions. performance degradation, OAT is the main para-
− Expect a large altitude loss during the maneuver. meter to be manipulated.
25/12
PAGE 4
Dec 01/15

TRAINING
The scenario described below has been tested and − ELEV mistrim caution annunciator illuminates on
verified in the Saab 340 B simulator at Arlanda, the EADI as the nose pitches sharply down ap-
Stockholm. proximatly 25 degrees with stall warning activ-
ated. The simulator will shake about at this point.
Conditions:
− Increase in speed is instant as altitude is traded
− TOW: 12 500 kg / 27 500 lbs
for speed.
− CG: AFT (32 %)
− OAT at takeoff: +5 C NOTE
− Climb to FL150 / 15 000 ft The behavior of the simulator does not necessar-
During climb, control the surface OAT to be main- ily represent a real aircraft response, but is suffi-
tained in the range of −5 to −10 C i.e. as the air- cient for demonstration of speed/ice build up.
craft climbs, OAT decreases. When approaching an
OAT of −10 C, begin to step increase the surface 4. SPEED AWARENESS
temperature to maintain the OAT within the range of − Except for flight training stall warning and stall
−5 to −10 C. ident recovery, the flight crew should be trained
Start building the scenario by gradually increase the never to fly below minimum speed.
icing level. When going through icing levels from − The flight crew should be trained in handling
moderate to severe, an increase in vibrations proper bug setting.
should be felt. As the climb performance begins to
slowly decrease, the crew will be required to gradu-
ally reduce the airspeed to continue climb.
NOTE
When De−ice Boots cycle, vibrations will almost
stop completely for a moment before increasing
again simulating ice shedding and performance
gain. The same thing happens when the prop
de−ice cycles ON and OFF.
− At FL150/15 000 ft set 45% TRQ and 1230

PRPM. This power setting represent MAX
CRUISE PWR and shall be maintained.
− Let the airspeed increase to above 180 KIAS and
then start to increase the icing level to severe/
very severe. Airspeed should start to decrease.
− When speed decreases below 170 KIAS, the
nose will start to rise towards 4−5 degrees nose
up.
− Decreasing through 165 KIAS, elevator trim will
begin to trim nose up to maintain altitude.
− Decreasing through 160 KIAS, vibrations should
increase as speed decreases. At 160 KIAS in
ALTS mode, the vertical speed rate rapidly in-
creases with the nose remaining 4−5 degrees
nose up. The control column will be seen moving
aft by the autopilot with pitch trim still running
nose up.
25/12
PAGE 5
Dec 01/15

TRAINING
HDG VS
AP 20 20 ALTS
F
10 10
10 10
S
20 20
0
DH747
Fig. 1 EADI presentation during a Roll off
HDG VS
− EADI will maintain all information
AP ALTS
up to a bank angle of 65 or 20
F nose down (30 nose up).
− The autopilot will not disconnect at

extreme attitudes. The autopilot
servos will however cease to give
any steering commands (command
S
cutout) if the pitch rate/normal
acceleration and/or roll rate/bank
0 angle exceed certain limits. (See
DH747
AOM 3.1).
25/12
PAGE 6
Dec 01/15

TRAINING
− At bank angles exceeding 65 or

more than 20 nose down (30
nose up), all information except
attitude is removed from the EADI.
A22010
− One cue for recovery (roll in the

correct direction) is to look for the
blue sky and roll in the shortest
direction towards the sky to
recover.
A22012
25/12
PAGE 7
Dec 01/15

TRAINING
− Regardless of roll/pitch attitude

there will always be blue sky and
brown ground displayed on the
EADI for orientation.
30
− Regardless of roll/pitch attitude

there will always be blue sky and
50 brown ground displayed on the
EADI for orientation.
− At excessive pitch attitudes there
will be pitch arrows displayed,
pointing in the recovery direction.
25/12
PAGE 8
Dec 01/15
Aircraft Operations Manual POWER SETTINGS
CONTENTS
Power Settings
26/1 Introduction
26/2 Max Takeoff power
26/3 Max continuous power
26/4 Max climb power
26/5 Max cruise power
26 −CONTENTS
PAGE 1
Sep 30/15
26 −CONTENTS
PAGE 2
Sep 30/15

CT7−5A2/132
Introduction
1. GENERAL NOTE
Torque is the main parameter for power settings. However, this correction yields too high TRQ be-
Torque varies with propeller speed, altitude and low ISA and too low above ISA. To comply with
SAT. NOTE above, SAAB should be consulted when
− For a constant PL setting: power setting charts for a new PROP RPM are
required.
 TRQ will increase with speed or with reduced
PROP RPM;
2. MAX TAKEOFF POWER (with CTOT)
 TRQ will decrease with increasing altitude;
 PL movements will have a high influence on − Flat rated at 108% TRQ to 35 C sea level std.
TRQ at lower altitudes and on ITT at higher pressure and ECS OFF.
altitudes; − Limited to 5 minutes / ITT 930 C.
 At constant a/c conditions and torque setting − TRQ to be set on ground for takeoff and in−flight
ITT varies between engines and with engine for go−around. For takeoff the values are only
age. The engine will run warmer with time. valid for power setting with CTOT.
− For performance data, see AFM 3. MAX TAKEOFF POWER (without CTOT).
NOTE − To be set on ground for takeoff. TRQ is to be set

before brake release. The torque bloom during
The warranties and guarantees associated with
acceleration will be approx. 5% (delta torque) and
the CT7 engine state that the engine has to be
shall not be adjusted.
operated in accordance with ”the written instruc-
− Special performance data in AFM ”Takeoff with
tions current at the time.” In this case, the in-
CTOT inoperative − Flaps 15 only” must be ad-
structions are the power setting charts in the
hered to.
AOM. Failure to operate the engine in accor-
dance with these instructions will negate the war- 4. MAX TAKEOFF POWER (derated)
ranties and guaranties. However, the statements
− Derated power requires the engine to be oper-
below should not prevent the pilot from using the
ated at lower TRQ in hot and/or high conditions.
power deemed required in an emergency or ab-
normal situation or from using the power required − Flat rated at 108% TRQ to 29 C sea level std.
to prevent such a situation from developing. The pressure and ECS OFF.
AOM power setting charts for Max. Takeoff/ − Limited to 5 minutes/ITT 930 C.
Climb/Cruise contain the maximum torque to be − TRQ to be set on ground for takeoff and in−flight
used for normal operations. for go−around. For takeoff the values are only
valid for power setting with CTOT.
− Technically, the power plant may be operated at − Special performance data according to AFM Ap-
any PROP RPM (MIN−MAX range). For PROP pendix ”Derated Power” must be adhered to.
RPM not included in the charts the TRQ values
must be factored by the value obtained for a spe- 5. MAX CONTINUOUS POWER
cified PROP RPM. In principle, higher PROP − Flat rated at 100% TRQ to 37 C sea level std.
RPM gives a lower TRQ and vise verse. pressure and ECS OFF.
Ex.: Max. cruise power ECS ON and Eng A/I − Limited to ITT 917 C.
OFF 1330 PRPM FL 180, SAT −30  gives − Is provided for one engine operation and if re-
TRQ 76%. quired, for two engine operation in severe icing
Find Max Cruise power for 1230 PRPM. conditions. It is not intended for use during nor-
1330 = 1.08; 1.08 x 76 = 82% mal icing conditions, climb expedites from ATC
1230
etc.
26/1
PAGE 1
Dec 01/15

CT7−5A2/132
Introduction
6. CLIMB POWER (Eng A/I OFF)
− TRQ to be set according to charts. Monitor
torque to correspond to chart values throughout
the climb.
− At 15000 ft there is a step in torque values. At
this altitude the TRQ should be reset.
7. CLIMB POWER (Eng A/I ON)

− Set TRQ according to charts. Monitor torque to
correspond to chart values throughout the climb.
− The ITT will be approx. 10 C higher compared to
A/I OFF.
8. MAX CRUISE POWER

− Set TRQ according to charts. Monitor now and
then TRQ to correspond to chart values.
9. CLIMB/CRUISE POWER WITH ECS OFF

− May be used by APU equipped aircraft and/or
when operating an engine with ECS OFF.
− Limited to TRQ 100%/ITT 917 C.
− Valid for max climb/cruise power only and for all
PROP RPM.
− Increase chart values for ECS ON by delta
torque (%) as below:
Altitude A/I OFF A/I ON

<5000 ft 5 6
5−15000 ft 4 5
15−25000 ft 3 4
> 25000 ft 2 3
NOTE
There are no range charts available for this pow-
er setting.
26/1
PAGE 2
Dec 01/15

CT7−5A2/132
Max Takeoff power
MAX TAKEOFF POWER
(With CTOT on ground. With or without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
+1000 +500 0 −500 −1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) vs OAT (C)
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 108 102 97 92
0 108 103 98 94 89
1000 108 104 99 95 90
2000 108 105 100 95 91 86
3000 − 108 − 108 105 100 96 91 87
4000 108 106 101 96 92 88 83
5000 108 106 101 97 92 88 84 80
6000 108 106 102 97 93 88 84 80
7000 108 106 102 98 93 89 85 81 77
8000 108 108 106 102 98 93 89 85 81 77 74
9000 108 108 108 108 107 105 102 98 94 89 85 81 78 74
10000 107 107 108 108 107 105 103 100 97 94 90 86 82 78 74 71
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50
−1000 108 102 96 91 86 81
0 108 103 98 92 87 82 78
1000 108 104 99 94 88 84 79 74
2000 108 104 100 95 90 85 80 76 71
3000 − 108 − 108 106 100 96 91 86 81 77 72
4000 108 107 101 96 92 88 82 78 73 69
5000 108 107 101 97 91 88 84 79 74 70 66
6000 108 107 102 97 92 87 85 80 75 71 67
7000 108 107 103 98 93 88 84 81 76 72 68 64
8000 108 108 106 103 99 93 88 85 82 77 73 69 65 61
9000 108 108 108 108 106 104 102 99 95 89 84 81 77 73 69 65 62
10000 108 105 105 105 103 102 100 98 95 90 85 80 76 73 70 66 62 59
26/2
PAGE 1
Sep 30/15

CT7−5A2/132
Max Takeoff power
MAX TAKEOFF POWER
+1000 +500 0 −500 −1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
PRESSURE
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 108 107 102 96 92 87
0 108 107 102 97 93 88 84
1000 108 103 98 94 89 85
2000 108 103 99 94 90 85 81
3000 − 108 − 108 104 99 95 90 86 82
4000 108 104 100 95 91 87 82 79
5000 108 105 100 96 91 87 83 79 75
6000 108 105 100 96 92 87 83 79 76 72
7000 108 105 100 96 92 88 84 80 76 73
8000 108 108 104 100 96 92 88 84 80 76 73 69
9000 108 108 108 108 108 108 108 108 106 103 100 96 92 88 84 80 77 73 70
10000 105 105 106 106 107 107 106 104 102 99 96 92 88 84 80 77 73 70 67
ECS ON
ENG A/I ON
1384 PRPM
PRESSURE
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50
−1000 108 107 101 96 90 85 80 76
0 108 102 97 92 86 82 77 73
1000 108 103 98 93 88 83 78 74 70
2000 108 103 97 94 89 84 79 75 71 67
3000 − 108 − 108 105 99 93 90 85 81 76 72 67
4000 108 105 100 94 89 86 82 77 72 68 64
5000 108 105 100 95 90 85 82 78 73 69 65 62
6000 108 105 100 95 90 86 81 79 75 70 66 62 60
7000 108 108 105 101 96 92 87 82 78 75 71 67 63 60
8000 108 108 108 108 107 104 100 97 92 88 82 78 75 72 68 64 60 57
9000 108 107 107 106 104 102 100 96 92 89 83 78 74 71 69 65 61 58
10000 108 103 103 102 100 99 96 92 89 85 79 74 71 68 65 62 58 55
26/2
PAGE 2
Sep 30/15

CT7−5A2/132
Max Takeoff power
MAX TAKEOFF POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
(Without CTOT on ground.)
+1000 +500 0 −500 −1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50
−1000 101 100 95 91
0 101 96 91 87
1000 101 97 92 88 84
2000 101 97 93 88 84 80
3000 − 101 − 101 98 93 89 85 81
4000 101 98 94 90 85 81 77
5000 101 99 94 90 86 82 78 74
6000 101 99 94 90 86 82 78 75
7000 101 98 95 90 86 82 79 75 72
8000 101 101 98 95 91 87 83 79 75 72
9000 101 101 101 101 101 101 99 97 94 91 87 83 79 75 72 69
10000 99 99 100 100 101 101 101 99 97 95 93 90 87 83 79 76 72 69 65
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) VS OAT (C)
(ft) −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
−1000
0
1000
2000 101
3000 101 98
4000 − 101 − 101 99 94
5000 101 100 94 90
6000 101 100 95 90 86
7000 101 99 95 91 86 82
8000 101 101 101 98 95 91 88 81 79
9000 101 101 101 100 98 97 94 91 88 83 78
10000 97 97 97 96 95 93 91 87 84 79 75
26/2
PAGE 3
Sep 30/15

CT7−5A2/132
Max Takeoff power
MAX TAKEOFF POWER
+1000 +500 0 −500 −1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 108 107 102 96 92 87
0 108 107 102 97 93 88 84
1000 108 103 98 94 89 85
2000 108 103 99 94 90 85 81
3000 − 108 − 108 104 99 95 90 86 82
4000 108 104 100 95 91 87 82 79
5000 108 105 100 96 91 87 83 79 75
6000 108 105 100 96 92 87 83 79 76 72
7000 108 105 100 96 92 88 84 80 76 73
8000 108 108 104 100 96 92 88 84 80 76 73 69
9000 108 108 108 108 108 108 108 108 106 103 100 96 92 88 84 80 77 73 70
10000 105 105 106 106 107 107 106 104 102 99 96 92 88 84 80 77 73 70 67
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
−1000
0
1000 108
2000 108 107
3000 108 103
4000 − 108 − 108 103 99
5000 108 103 99 95
6000 108 108 104 99 95 90
7000 108 107 103 99 95 91 87
8000 108 108 107 103 99 95 91 87 83
9000 108 108 108 106 105 102 99 95 91 87 83
10000 108 105 105 103 102 101 98 95 91 87 84 80
26/2
PAGE 4
Sep 30/15

CT7−5A2/132
Max Takeoff power
MAX TAKEOFF POWER
(With or without CTOT airborne only.)
NOTE
Valid for all engine operation only.
For derivative power, single engine operation, use MAX TAKEOFF POWER (DERIVATIVE) ECS OFF
charts.
+1000 +500 0 −500 −1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
(ft) −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
−1000 100 95 90 85 79
0 100 96 91 86 82 75
1000 100 97 92 87 83 78
2000 100 98 93 88 84 79 75
3000 − 100 − 100 98 93 89 85 80 76
4000 100 98 94 90 85 81 77 73
5000 100 99 94 90 86 82 78 74 70
6000 100 99 95 90 86 83 78 74 70
7000 100 95 91 87 83 79 75 71 67
8000 100 96 91 87 83 79 76 72 68
9000 100 100 96 91 87 83 79 76 72 69 65
10000 100 100 99 95 91 87 83 79 75 72 69 65 62
26/2
PAGE 5
Sep 30/15

CT7−5A2/132
Max Takeoff power
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE
(ft) −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
−1000 100
0 100
1000 100
2000 100 96
3000 100 99 92
4000 − 100 − 100 94 88
5000 100 96 90 85
6000 100 97 92 87 81
7000 100 97 93 88 83 78
8000 100 97 93 89 84 80 75
9000 100 100 97 93 89 85 81 76 72
10000 100 100 100 99 96 93 89 85 81 77 73 69
26/2
PAGE 6
Sep 30/15

CT7−5A2/132
Max Continuous power
MAX CONTINUOUS POWER
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS
Flight
level TORQUE (%) vs SAT (C)
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50
150 89 90 90 89 87 85 83 81 78 74 71 67 64
140 93 93 94 93 91 89 87 84 81 78 74 70 67
130 96 97 97 96 95 93 91 88 85 81 77 73 70 66
120 100 100 100 100 99 97 95 92 89 85 81 77 74 70
110 100 100 99 96 93 89 85 81 77 74 70 66
100 100 100 97 93 89 84 80 77 73 70 66
90 100 97 92 88 84 80 77 73 69
80 100 95 92 88 84 80 76 72
70 100 99 96 92 88 84 80 76 72
60 100 100 96 92 87 83 79 75
50 100 95 91 87 82 78 74
40 100 99 95 91 86 82 77
− 100 −
30 100 99 94 90 85 81
20 100 98 94 89 84 79
10 100 98 93 88 82
0 100 96 91 86
−10 100 95 89
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS
Flight
Level TORQUE (%) VS SAT (C)
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
150 87 86 85 83 82 79 76 72 68 65 62
140 91 90 88 87 85 83 80 76 72 68 65
130 94 93 92 91 89 87 83 80 76 72 69 64
120 97 96 95 94 93 90 87 83 80 76 72 68
110 100 100 99 98 97 94 91 87 83 80 76 71
100 100 100 100 98 95 91 87 83 79 75
90 100 99 95 91 87 83 78
80 100 99 95 90 87 81
70 100 99 94 90 84
60 100 98 93 87
50 100 97 91
40 100 95
− 100 −
30 100 99
20 100
10 100
0 100
−10 100
26/3
PAGE 1
Sep 30/15

CT7−5A2/132
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
CORR
FL TORQUE (%) vs SAT (C) FOR
−65 −60 −55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 KIAS
310 46 46 46 45 44 43 42 40
300 47 48 48 48 47 45 44 42 40
290 49 50 50 50 49 48 46 45 43
280 51 51 52 52 51 50 49 47 45 43
270 53 54 54 54 53 53 51 49 48 46
260 53 56 56 56 56 55 54 52 51 48
250 58 58 58 59 59 58 57 55 54 51 49 46 43
240 60 61 61 62 61 59 58 56 54 52 49 46
230 63 63 64 64 63 62 61 59 57 55 52 49
220 66 66 67 66 65 64 62 60 57 55 52 49
 1%
210 68 69 69 69 68 67 65 63 60 58 54 51 per
200 71 71 72 72 71 70 68 66 63 60 57 54 51 20 kt.
190 74 75 75 75 74 73 71 69 67 64 60 57 54
180 77 78 78 78 77 76 74 72 70 67 64 60 57
170 81 81 82 81 79 78 76 73 70 67 63 60 55
160 84 84 85 84 83 81 79 77 74 70 66 63 59
150 87 87 88 87 86 84 82 80 77 73 69 66 63 59
140 90 91 92 91 90 88 86 84 81 77 73 69 66 63
130 94 95 95 95 93 92 90 88 84 80 77 73 69 66
120 98 98 99 99 97 95 93 91 88 84 80 76 72 69 65
110 100 100 100 100 100 99 98 95 92 88 84 80 76 72 68 65 62
100 100 100 99 95 91 87 83 79 75 72 69 65 62  1%
90 100 100 96 91 87 83 79 76 72 69 65 per
30 kt.
80 100 96 91 87 83 79 76 72 68
70 100 95 91 87 83 79 75 71 67 SAT
60 99 95 90 86 83 78 74 70 45 50 55
50 100 99 94 90 86 82 78 74 70
− 100 −
40 100 98 94 90 85 81 77 73
30 100 98 93 89 85 80 76
20 100 97 93 88 84 79 75
10 100 97 92 87 83 78
0 100 96 91 86 81 75
−10 100 95 90 84 79
26/3
PAGE 2
Sep 30/15

CT7−5A2/132
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
Flight
Level TORQUE (%) VS SAT (C)
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 55 54 52 50 47 44 41
240 58 56 55 52 50 47 44
230 60 59 57 55 53 50 47 43
220 63 62 60 58 55 53 49 46
210 66 65 63 61 58 56 53 49
200 69 68 66 64 61 59 56 52 48
190 71 70 69 67 64 61 58 55 51
180 75 74 72 70 68 65 61 58 54 50
170 78 77 75 73 71 68 64 61 57 54
160 82 80 78 76 74 71 67 64 61 57
150 84 84 82 80 78 75 71 67 64 60 57
140 88 87 86 84 81 78 75 71 67 63 60
130 91 90 89 87 84 81 78 74 71 66 63 59
120 94 94 93 91 89 85 82 78 74 70 67 63
110 99 98 96 95 92 89 85 82 78 74 70 66
100 100 100 100 99 96 93 89 85 81 77 73 69
90 100 100 97 93 89 85 81 76 72
80 100 97 93 89 84 80 75
70 100 97 93 88 83 78
60 100 97 92 87 81
50 100 96 90 85
40 100 94 88
− 100 −
30 100 99 92
20 100 96
10 100
0 100
−10 100
26/3
PAGE 3
Sep 30/15

CT7−5A2/132
26/3
PAGE 4
Sep 30/15

CT7−5A2/132
Max Climb power
MAX CLIMB POWER
ECS ON
ENG A/I OFF
1230 PRPM
140 KIAS
CORR. FOR
Flight DEVIATION
level TORQUE (%) vs SAT (C) FROM 140
KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
310 47 46 45 43 42 40 38
300 50 49 47 46 44 42 40 38
290 52 51 50 48 46 45 42 40 38 + 1%
280 55 53 52 51 49 47 45 42 40 38 per
270 57 56 55 53 52 50 47 45 42 40 38 20 kts
260 59 58 57 56 54 52 50 47 44 42 40 37
250 62 61 60 58 57 55 53 50 47 44 42 39 37
240 64 64 63 61 60 58 55 52 49 47 44 42 39
230 67 67 66 64 63 61 58 56 52 49 46 44 41
220 70 70 69 67 65 63 61 59 55 52 49 46 44 42
210 72 73 72 70 68 66 64 61 58 55 52 49 46 44
200 75 76 75 73 71 70 67 65 61 58 54 51 48 46 44
190 79 78 76 75 73 70 67 64 61 57 54 51 48 47 + 1%
180 82 81 80 78 76 74 71 68 64 60 57 54 51 49 47 per
170 85 83 81 79 77 74 71 67 63 60 56 53 52 49 30 kts
160 89 87 85 83 81 78 74 71 67 63 59 57 54 52
150 92 90 89 87 84 81 78 74 70 66 62 59 57 54 50
140 92 89 87 83 80 76 71 67 63 60 57 54 52 48
130 96 93 91 87 84 80 75 70 66 63 60 57 54 51
120 97 94 91 87 83 78 74 70 66 62 60 57 54 51
110 100 99 95 91 86 82 77 73 68 65 63 61 56 53
100 100 99 94 90 85 81 76 72 68 66 64 60 56 53
90 100 98 94 89 84 80 75 71 69 67 65 59 56
80 100 98 93 88 83 79 75 72 70 67 62 58 54
70 100 97 92 87 82 78 75 73 70 65 61 58 + 1%
60 100 100 96 90 86 82 79 77 74 69 64 61 56 per
50 100 95 89 85 82 80 77 72 67 64 59 40 kts
40 100 98 93 88 85 83 80 75 70 67 62
30 100 97 92 89 86 84 79 73 70 65
20 100 96 93 90 88 83 77 72 68
10 100 96 94 91 87 81 75 71
26/4
PAGE 1
Sep 30/15

CT7−5A2/132
Max Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1230 PRPM
140 KIAS
Flight CORR. FOR

level TORQUE (%) vs SAT (C) DEVIATION
FROM
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 140 KIAS
250 57 55 52 50 47 44 42
240 59 57 55 53 50 47 44
230 62 60 58 55 52 50 47 43
220 64 63 61 58 55 52 49 46
210 67 66 64 61 58 55 52 49 1%
200 70 69 67 64 61 58 55 52 49 per
190 73 72 70 67 64 61 58 54 51
20 Kts
180 76 75 73 71 68 64 61 57 54 51
170 79 78 76 74 71 67 64 60 57 54
160 82 81 79 77 74 71 67 64 60 57
150 85 84 82 81 78 74 70 67 63 59 56
140 88 86 83 80 76 71 67 64 60 56 53
130 90 87 83 79 75 71 67 63 59 56 53
120 93 90 87 83 79 74 70 66 62 58 56
110 97 94 90 87 82 78 74 69 65 61 58
100 100 98 94 90 86 81 77 72 68 64 61
 1%
90 100 98 94 90 85 80 76 71 67 64 per
80 100 99 94 89 84 79 75 70 67 30 Kts
70 100 98 93 88 83 78 74 70
60 100 97 92 86 81 77 73
50 100 96 90 85 80 77
40 100 94 89 84 80
30 100 99 93 88 84
20 100 97 92 87
10 100 96 91
26/4
PAGE 2
Sep 30/15

CT7−5A2/132
Max Climb power
MAX CLIMB POWER
ECS ON
ENG A/I OFF
1270 PRPM
140 KIAS
CORR. FOR
Flight DEVIATION
KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
310 47 46 44 41 38 35
300 49 48 46 45 43 38 36
290 51 50 49 47 46 42 40 38 + 1%
280 53 53 51 50 48 46 44 41 38 per
270 56 55 54 52 51 49 46 43 40 38 20 kts
260 59 58 56 55 53 51 49 46 43 40 38 36
250 61 60 59 58 56 54 51 49 46 43 41 38 36
240 64 63 62 61 59 57 54 52 48 46 43 40 38
230 66 66 65 63 62 60 57 54 51 48 45 42 40
220 69 69 68 66 65 63 60 57 54 51 48 45 42 40
210 72 72 71 69 67 65 63 60 57 53 50 47 44 42
200 74 75 74 72 70 68 66 63 60 56 53 48 47 45 43
190 78 78 77 75 74 72 69 66 63 59 56 53 49 47 45 + 1%
180 81 81 80 79 77 75 73 69 66 62 59 56 52 49 48 45 per
170 84 84 82 80 78 76 73 69 66 62 58 55 52 50 47 30 kts
160 88 87 86 84 82 79 76 72 69 65 61 58 55 53 50
150 91 91 89 87 85 83 79 76 72 68 64 60 57 55 53 48
140 94 92 90 88 85 81 77 73 70 65 61 57 55 53 49 46
130 98 96 94 92 89 85 81 77 73 68 64 60 57 55 52 49
120 100 100 98 95 93 89 85 80 76 72 67 63 60 58 56 51 49
110 100 99 96 93 88 84 79 75 70 66 63 61 59 54 51
100 100 100 96 92 88 83 78 74 69 66 64 62 57 54 50
90 100 96 92 87 82 77 73 69 67 65 63 56 54
80 100 99 96 91 86 81 76 72 70 68 66 59 56 51
70 100 100 95 90 84 79 75 73 71 69 62 59 54 + 1%
60 100 100 99 93 88 83 78 76 74 71 66 62 57 53 per
50 100 97 92 86 82 79 77 74 69 64 60 56 40 kts
40 100 96 90 85 83 81 78 72 67 64 59
30 100 94 89 86 85 81 76 70 67 62
20 100 98 93 90 88 85 79 73 69 64
10 100 97 93 92 88 82 77 71 67
26/4
PAGE 3
Sep 30/15

CT7−5A2/132
Max Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1270 PRPM
140 KIAS
Flight CORR. FOR

level TORQUE (%) vs SAT (C) KIAS
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10

250 56 54 51 49 46 43 40
240 58 56 54 52 49 46 43
230 61 59 57 54 51 49 46 42
220 63 62 60 57 54 51 48 45 1%
210 66 65 63 60 57 54 51 48 per
200 69 67 66 63 60 56 53 50 47
20 Kt.
190 72 70 69 66 63 60 56 53 50
180 74 73 72 69 66 63 59 56 53 49
170 77 76 75 73 69 66 62 59 56 52
160 80 79 78 76 73 69 65 62 58 55
150 83 82 81 79 76 72 69 65 61 58 54
140 87 84 81 78 74 70 66 62 59 55 51
130 90 88 85 81 77 73 69 65 62 58 54 51
120 94 91 88 85 81 77 72 69 65 61 57 54
110 97 95 92 88 85 80 76 72 68 63 59 56
100 100 98 95 92 88 84 79 75 70 66 62 59
 1%
90 100 99 96 92 88 83 78 74 69 65 52 per
80 100 100 97 92 87 82 77 73 68 65 30 Kt.
70 100 96 91 86 81 76 72 68
60 100 95 89 84 79 75 71
50 100 99 93 88 83 78 74
40 100 97 92 87 82 77
− 100 −
30 100 96 90 85 81
20 100 94 89 84
10 100 98 93 88
26/4
PAGE 4
Sep 30/15

CT7−5A2/132
Max Climb power
MAX CLIMB POWER
ECS ON
ENG A/I OFF
1330 PRPM
140 KIAS
CORR. FOR
Flight DEVIATION
KIAS
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
310 45 44 43 41 39 37 34
300 48 46 45 43 42 39 37
290 50 49 47 46 44 42 39 36 + 1%
280 52 51 50 48 47 44 42 39 36 per
270 55 53 52 51 49 47 44 41 39 36 20 kts
260 57 56 55 53 52 49 47 44 41 39 36
250 60 59 57 56 54 52 49 46 43 41 38 36 34
240 62 61 60 59 57 55 52 49 46 43 41 38 36
230 64 64 63 61 60 58 55 52 49 46 43 40 38
220 67 67 66 64 63 60 58 55 52 48 45 43 40 38
210 70 70 69 67 65 63 60 57 54 51 48 45 42 40
200 73 73 72 70 68 66 63 60 57 54 50 47 44 42 40
190 76 76 75 73 71 69 66 63 60 57 53 50 47 44 42 + 1%
180 79 79 78 76 74 72 70 66 63 60 56 52 49 47 45 42 per
170 81 81 80 78 76 73 70 66 62 59 55 52 49 47 44 30 kts
160 85 85 83 81 79 76 73 69 66 62 58 54 52 50 47
150 88 88 87 85 83 80 76 73 69 65 61 57 54 52 49 45
140 89 89 87 85 82 78 74 70 66 62 58 54 51 49 46 43
130 92 92 91 88 85 81 77 73 70 65 61 57 54 52 49 46
120 97 97 95 92 89 85 81 77 72 68 64 60 57 55 51 48 44
110 100 100 100 96 93 89 84 80 76 71 67 63 59 57 54 50 48
100 100 97 93 88 84 79 74 70 66 62 60 58 53 50 46
90 100 97 92 88 83 78 73 69 65 63 61 56 53 48
80 100 96 91 86 82 77 72 68 66 64 59 55 51 48
70 100 95 90 85 80 75 71 69 67 62 58 55 50 + 1%
60 100 100 99 94 89 84 79 74 72 70 66 61 58 53 49 per
50 100 98 93 87 82 77 75 73 69 64 60 55 52 40 kts
40 100 97 91 85 81 78 77 72 67 62 58 54
30 100 95 89 84 81 80 76 70 65 61 57
20 100 99 93 87 85 83 79 73 67 64 59
10 100 97 91 87 87 83 76 71 66 62
26/4
PAGE 5
Sep 30/15

CT7−5A2/132
Max Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1330 PRPM
140 KIAS
Flight
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 54 52 49 47 44 41 38
240 56 54 52 49 46 43 40
230 59 57 55 52 49 46 43 40
220 61 60 57 55 51 48 45 43 1%
210 64 62 60 57 54 51 48 45 per
200 67 65 63 60 57 54 51 48 45
20 Kt.
190 70 68 66 63 60 57 54 51 47
180 72 71 69 66 63 60 57 53 50 47
170 75 74 72 70 67 63 60 56 53 50
160 78 77 75 73 70 66 63 59 56 52
150 81 80 78 76 73 69 66 62 58 55 52
140 84 81 78 74 70 67 63 59 55 52 48
130 87 84 81 78 74 70 66 62 58 54 51 48
120 91 88 85 81 77 73 69 65 61 57 53 51
110 94 91 88 85 81 77 72 68 64 60 56 53
100 98 95 92 88 85 80 76 71 67 63 58 55
 1%
90 100 99 96 92 89 84 79 74 70 66 61 58 per
80 100 100 97 93 88 83 78 73 69 64 61 30 Kt.
70 100 97 92 87 81 76 72 67 64
60 100 96 91 85 80 75 70 66
50 100 95 89 83 78 73 69
40 100 99 93 87 82 76 73
− 100 −
30 100 97 91 85 80 76
20 100 95 89 83 79
10 100 99 93 87 82
26/4
PAGE 6
Sep 30/15

CT7−5A2/132
Max Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1384 PRPM
140 KIAS
Flight CORR
level TORQUE (%) vs SAT (C) FOR
KIAS
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 52 50 47 45 42 39 36
240 55 53 50 47 44 41 38
230 57 55 53 50 46 43 40 38
220 60 58 55 52 49 46 43 40
210 62 61 58 55 52 49 46 43 1%
200 65 63 61 58 55 52 49 46 43 per
190 67 66 64 61 58 55 52 48 45
20 Kt.
180 70 69 67 64 61 58 54 51 48 45
170 73 71 70 67 64 61 57 54 50 47
160 76 74 73 70 67 64 60 56 53 50
150 78 77 75 73 71 67 63 59 56 52 49
140 81 79 76 72 68 64 60 56 53 49 46
130 84 82 79 75 71 67 63 59 55 52 48 46
120 88 85 82 78 75 71 66 62 58 54 51 48
110 91 88 85 82 78 74 69 65 61 57 53 50
100 95 92 89 86 82 77 73 68 64 60 56 53
 1%
90 99 96 93 89 86 81 76 71 67 62 58 55 per
80 100 100 97 93 89 85 80 74 70 65 61 58 30 Kt.
70 100 98 94 89 83 78 73 68 64 60
60 100 98 93 87 81 76 71 67 63
50 100 97 91 85 79 74 70 66
40 100 95 88 83 78 73 69
− 100 −
30 99 92 86 81 76 72
20 100 96 90 85 79 75
10 100 94 88 82 78
26/4
PAGE 7
Sep 30/15

CT7−5A2/132
Max Climb power
26/4
PAGE 8
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I OFF
1230 PRPM
Flight TORQUE (%) vs SAT (C)

level
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
310 48 47 45 44 42 39 37
300 51 49 48 46 44 42 39 37
290 54 52 51 49 47 45 42 40
280 57 55 53 52 50 47 45 42 40
270 60 58 56 55 52 50 48 45 42 40 37
260 63 61 60 58 55 53 51 48 45 42 40 37
250 66 65 63 61 59 56 54 51 48 45 42 40 37
240 70 68 66 64 62 60 57 54 51 48 44 42 40
230 73 71 69 67 65 63 60 57 54 50 47 44 42
220 77 75 73 71 68 66 64 60 57 53 50 47 44 42
210 81 79 76 74 72 70 67 64 60 56 53 49 47 45
200 84 82 80 78 75 73 70 67 63 60 56 52 50 48 45
190 86 84 82 79 76 74 70 67 63 59 56 52 50 48
180 90 88 85 83 80 77 74 70 67 62 59 55 53 51 47
170 92 89 87 84 81 78 74 70 66 62 59 56 54 50
160 96 94 91 88 85 82 78 74 69 65 62 59 57 53
150 100 98 95 92 89 86 82 78 73 69 65 62 60 55 51
140 100 98 95 92 88 84 79 74 70 65 62 59 58 53 50
130 100 99 96 92 88 83 78 73 69 65 62 61 56 52
120 100 100 97 92 87 82 77 72 68 66 64 59 55 52
110 100 96 91 86 81 76 72 69 67 64 59 55
100 100 95 90 84 79 75 72 70 67 62 58 54
90 100 99 94 88 83 79 76 74 70 65 61 58
80 100 98 93 87 83 80 77 74 69 65 61 56
70 100 97 91 86 83 81 78 72 68 64 59
60 100 100 95 90 87 85 81 76 70 67 62 58
50 100 99 94 91 89 85 80 74 70 65 61
40 100 98 95 92 89 84 78 73 69 64
30 100 99 96 93 88 82 76 72 67
20 100 100 97 92 85 80 75 70
10 100 96 89 83 77 73
26/5
PAGE 1
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1230 PRPM

level
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 59 56 54 51 48 45 42 40 37
240 62 60 57 54 51 48 45 42 39
230 65 63 60 57 54 51 48 45 42
220 68 66 63 60 57 54 51 48 44 42
210 71 69 67 64 60 57 54 50 47 44
200 75 73 70 67 64 60 57 54 50 47 44
190 78 76 74 71 67 64 60 57 53 50 47
180 82 80 78 75 71 68 64 60 56 53 50
170 85 83 81 78 75 71 67 63 59 56 53 50
160 89 87 85 82 79 75 71 67 63 59 56 53
150 92 91 89 86 83 79 75 70 66 62 59 55
140 95 92 89 85 80 76 71 67 63 59 56 52
130 99 96 93 88 84 80 75 70 66 62 58 55
120 100 100 97 93 88 83 78 74 69 65 61 58
110 100 97 92 87 82 77 73 68 65 62
100 100 97 92 86 81 76 72 68 65
90 100 96 90 85 80 75 71 68
80 100 95 89 84 79 75 71
70 100 99 93 88 82 78 75
60 100 97 92 86 82 78
50 100 96 90 85 82
40 100 94 89 85
30 100 98 93 89
20 100 97 93
10 100 97
26/5
PAGE 2
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I OFF
1250 PRPM

level
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
310 48 47 45 43 41 39
300 51 49 47 46 44 41 39
290 53 52 50 48 46 44 41 39
280 56 55 53 51 49 47 44 42 39
270 59 58 56 54 52 50 47 44 41 39 37
260 62 61 59 57 55 53 50 47 44 41 39 37
250 66 64 62 60 58 56 53 50 47 44 41 39
240 69 67 65 63 61 59 56 53 50 47 44 41 39
230 72 71 69 67 65 62 60 56 53 50 47 44 41
220 76 74 72 70 68 65 63 60 56 53 49 46 44 42
210 80 78 76 74 71 69 66 63 59 56 52 49 46 44
200 83 81 79 77 75 72 69 66 62 59 55 52 49 47
190 87 85 83 81 78 76 73 70 66 62 58 55 51 50 47
180 91 89 87 85 82 79 76 73 69 65 61 58 54 52 50
170 94 92 89 86 83 80 77 73 69 64 61 57 55 53 49
160 98 96 93 90 87 84 81 77 73 68 64 60 58 56 52
150 100 100 97 94 91 88 85 81 77 72 68 64 61 59 54
140 100 97 94 91 87 83 78 73 68 64 60 58 56 52 49
130 100 98 95 91 87 82 77 72 68 64 61 60 55 52
120 100 100 95 91 86 81 75 71 67 64 63 58 55
110 100 95 90 84 79 75 70 68 66 63 58 54
100 100 99 94 88 83 78 74 71 69 66 61 57
90 100 98 92 87 82 77 75 73 69 64 60 56
80 100 96 91 86 81 78 76 73 67 63 60 55
70 100 95 90 85 82 80 76 71 66 63 57
60 100 100 99 94 89 86 83 80 74 69 66 60 57
50 100 98 92 89 87 83 78 73 68 64 60
40 100 96 93 91 87 82 76 71 67 63
30 100 97 94 91 86 80 75 70 66
20 100 98 95 90 84 78 73 68
10 100 99 94 87 81 76 72
26/5
PAGE 3
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1250 PRPM
Flight
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 58 56 53 50 48 45 42
240 61 59 56 53 50 47 44
230 65 62 60 57 53 50 47
220 68 66 63 60 57 53 50 47
210 71 69 66 63 60 56 53 50
200 74 72 70 67 63 60 56 53 49
190 78 76 73 70 67 63 59 56 52
180 81 79 77 74 70 67 63 59 55
170 84 83 81 78 74 70 66 62 59 55
160 88 86 84 82 78 74 70 66 62 58
150 91 90 88 85 82 78 74 69 65 62 58
140 94 91 88 83 79 75 70 66 62 58 54
130 98 95 92 87 83 78 74 69 65 61 57
120 100 99 96 91 87 82 77 73 68 64 60 58
110 100 100 96 91 86 81 76 72 68 64 61
100 100 95 90 85 80 75 71 67 64
90 100 94 89 84 79 74 70 67
80 100 99 93 88 83 78 74 70
70 100 98 92 87 81 77 74
60 100 96 90 85 81 77
50 100 94 89 84 80
− 100 −
40 100 98 92 88 84
30 100 96 92 88
20 100 96 91
10 100 96
26/5
PAGE 4
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I OFF
1270 PRPM

level
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
310 48 46 44 43 41 38
300 50 48 47 45 43 41 38
290 82 81 49 48 46 43 41 38
280 55 54 52 50 49 46 44 41 38
270 58 57 55 53 51 49 46 44 41 38 36
260 61 60 58 56 54 52 49 47 44 41 38 36
250 65 63 61 59 57 55 52 49 46 43 41 38 36
240 68 66 64 62 60 58 56 52 49 46 43 41 38
230 71 70 68 66 64 61 59 56 52 49 46 43 41
220 75 73 71 69 67 64 62 59 55 52 49 46 43 41
210 79 77 75 73 70 68 65 62 58 55 51 48 45 43
200 82 80 78 76 74 71 68 65 61 58 54 51 48 46 44
190 86 84 82 80 77 75 72 69 65 61 57 54 51 49 46
180 90 88 86 84 81 78 75 72 68 64 60 57 54 51 49 45
170 93 91 88 85 82 79 76 72 68 63 60 56 54 52 48
160 96 94 92 89 86 83 80 76 71 67 63 59 57 55 51
150 100 98 96 93 90 87 83 80 75 71 66 63 60 58 53 48
140 100 99 96 93 90 86 82 77 72 67 63 59 57 56 51 48
130 100 100 97 94 90 85 80 75 71 67 63 60 59 54 50
120 100 98 94 89 84 79 74 70 66 63 62 57 53 50
110 100 98 93 88 83 78 73 69 67 65 62 56 53
100 100 97 92 87 82 77 73 70 68 65 59 56 51
90 100 96 91 85 81 76 74 72 68 62 59 54
80 100 95 89 85 80 77 75 72 66 62 58 53
70 100 99 93 88 83 81 79 75 70 65 61 56
60 100 100 97 92 87 84 82 79 73 68 64 59 55
50 100 96 91 88 86 82 77 72 67 62 58
40 100 95 92 89 86 81 75 70 65 61
30 100 99 95 93 90 84 79 73 68 64
20 100 99 97 93 88 82 76 71 67
10 100 100 97 92 85 79 74 70
26/5
PAGE 5
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1270 PRPM
Flight
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 57 55 53 50 47 44 41
240 60 58 56 53 50 46 43
230 63 61 59 56 53 49 46
220 67 65 62 59 56 52 49 46
210 70 68 65 62 59 56 52 49
200 73 71 69 66 62 59 55 52 49
190 76 75 72 69 66 62 58 55 51
180 80 78 75 73 69 66 62 58 55
170 83 81 79 76 73 69 65 61 58 54
160 86 85 83 80 77 73 69 65 61 57
150 90 88 87 84 81 76 72 68 64 61 57
140 93 90 86 82 78 73 69 65 61 57 54
130 97 94 90 86 82 77 72 68 64 60 56
120 100 98 94 90 86 81 76 72 67 63 59 57
110 100 98 94 90 85 80 75 71 67 63 60
100 100 99 94 89 84 79 74 70 66 63
90 100 98 93 88 83 78 73 69 66
80 100 97 92 87 82 77 72 69
70 100 96 91 85 80 76 72
60 100 95 89 84 79 76
50 100 99 93 87 83 79
40 100 97 91 86 82
− 100 −
30 100 95 91 86
20 100 99 95 90
10 100 99 94
26/5
PAGE 6
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I OFF
1330 PRPM

level
−55 −50 −45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45
310 46 45 43 41 39 36
300 49 47 46 44 41 39 36
290 52 50 48 46 44 42 39 36
280 54 53 51 49 47 44 41 39 36
270 57 56 54 52 49 47 45 42 39 36
260 60 59 57 55 53 50 48 44 41 38 36 34
250 63 62 60 58 56 54 51 47 44 41 39 36 34
240 67 65 63 61 59 57 54 50 47 44 41 39 36
230 70 68 66 64 62 60 57 53 50 47 44 41 39
220 73 72 70 67 66 63 60 57 53 50 46 43 41 39
210 77 75 73 71 69 66 63 60 56 53 49 46 43 41
200 81 79 77 74 72 69 67 63 59 55 52 49 46 44 41
190 85 83 81 78 76 73 70 66 62 58 55 51 48 46 44
180 89 87 85 82 79 76 73 70 66 62 58 54 51 49 46 42
170 91 89 86 83 80 77 73 69 65 61 57 54 52 49 44
160 94 92 89 87 84 81 77 73 68 64 61 57 54 52 47
150 98 96 94 91 88 85 81 77 72 68 64 60 57 55 50 45
140 98 96 94 91 87 83 78 74 69 65 60 56 54 52 47 45
130 100 100 98 95 91 87 82 77 72 68 63 59 57 55 50 47
120 100 99 95 91 86 81 76 71 66 62 60 58 53 50 46
110 100 99 95 90 85 80 75 70 65 63 61 56 53 48
100 100 99 94 89 83 78 73 69 66 65 59 55 52 47
90 100 98 93 87 82 77 72 70 68 63 57 55 50
80 100 97 91 86 80 76 73 71 66 61 58 53 50
70 100 95 90 84 79 76 75 70 64 61 56 52
60 100 100 99 94 88 83 80 78 73 67 63 59 55 52
50 100 98 92 87 83 81 77 70 66 62 58 55
40 100 69 90 87 85 80 74 69 64 61 57
30 100 94 90 89 84 77 72 67 64 60
20 100 98 94 92 87 81 76 70 66 63
10 100 98 96 91 85 79 73 68 65
26/5
PAGE 7
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1330 PRPM
Flight
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 56 54 51 48 45 41 38
240 59 57 54 51 47 44 41
230 62 60 57 54 50 47 44
220 65 63 60 57 53 50 47 43
210 68 66 64 60 57 53 50 46
200 71 70 67 64 60 56 53 49 46
190 75 73 71 67 63 60 56 52 49
180 78 76 74 71 67 63 59 55 52
170 81 80 78 74 70 67 63 59 55 51
160 84 83 81 78 74 70 66 62 58 54
150 88 87 85 82 78 74 70 65 61 58 54
140 91 88 84 79 75 71 66 62 58 54 51
130 95 92 88 83 79 75 69 65 61 57 53
120 99 95 92 87 82 79 73 68 64 60 56 54
110 100 99 96 91 86 82 76 71 67 63 59 56
100 100 100 96 91 86 80 75 70 66 62 59
90 100 95 91 84 79 74 69 65 62
80 100 99 95 88 82 77 73 68 65
70 100 99 92 86 81 76 72 68
60 100 96 90 85 80 75 71
− 100 −
50 100 94 89 83 78 75
40 100 99 92 87 82 78
30 100 96 91 85 82
20 100 94 89 85
10 100 98 93 89
26/5
PAGE 8
Sep 30/15

CT7−5A2/132
Max Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1384 PRPM
Flight
−45 −40 −35 −30 −25 −20 −15 −10 −5 0 5 10
250 55 52 49 46 43 39 36
240 57 55 52 49 45 42 39
230 60 58 55 51 48 45 41
220 64 61 58 55 51 48 44 41
210 66 64 62 58 54 51 47 44
200 69 68 65 61 58 54 51 47 44
190 72 71 68 65 61 58 54 50 47
180 75 74 72 68 65 61 57 53 50
170 79 77 75 72 68 64 60 56 52 49
160 82 81 79 75 71 68 63 59 56 52
150 85 84 82 79 75 71 67 62 59 55 51
140 89 85 81 77 72 68 63 59 55 51 48
130 92 89 85 81 76 71 67 62 58 54 51
120 96 92 89 84 80 75 70 65 61 57 54 51
110 99 96 93 88 83 78 73 68 64 60 56 53
100 100 100 97 92 87 82 77 72 67 63 59 56
90 100 97 92 86 81 75 70 66 62 59
80 100 96 90 84 79 74 69 65 62
70 100 94 88 82 77 72 68 65
60 100 98 92 86 81 76 71 68
− 100 −
50 100 96 90 84 79 74 71
40 100 94 88 83 78 74
30 100 98 92 86 81 77
20 100 96 90 85 81
10 100 99 94 88 84
26/5
PAGE 9
Sep 30/15

CT7−5A2/132
Max Cruise power
26/5
PAGE 10
Sep 30/15
Aircraft Operations Manual SPEEDS
CONTENTS
Speeds
27/1 Speeds
1. Definition of speeds
2. Operating speeds
3. Maneuvering Speeds
4. Speed on final approach
5. Go−Around Speeds
6. Ice Speed System
7. Flight Envelope
8. Stall Speed
9. Margin to stall and maximum bank angle − summary
10. Speed summary
27/2 Takeoff Speeds
27 −CONTENTS
PAGE 1
Sep 30/15
27 −CONTENTS
PAGE 2
Sep 30/15
1. DEFINITION OF SPEEDS
1.1 VMCG Minimum Control Speed on the Ground. In the event of the critical (left) engine sud-
denly becoming inoperative, VMCG is the minimum speed on the ground at which the
lateral deviation can be limited to 30 feet during a continued takeoff. This must be
achieved using primary aerodynamic controls only, with the live engine operating at
Take−Off Power, when the other engine fails.
1.2 VMCA Minimum Control Speed in the Air (Takeoff Configuration, L/G Up). In the event of the
critical (left) engine suddenly becoming inoperative (with the autocoarsen system op-
erative), VMCA is the minimum speed in the air at which the initial heading can be
maintained, using a maximum bank angle of 5_, with the live engine operating at
Take−Off Power.
1.3 VMCL Minimum Control Speed in the Air (Landing Configuration, L/G Down). In the event of
the critical (left) engine suddenly becoming inoperative (with the autocoarsen system
operative), VMCL is the minimum speed in the air at which the initial heading can be
maintained. using a maximum bank angle of 5_, with the live engine operating at
Take−Off Power.
1.4 VS Stalling Speed. The minimum in−flight airspeed defined according to appropriate cer-
tification requirements.
1.5 VS MIN Minimum Stalling Speed. The minimum wings level in−flight airspeed defined accord-
ing to JAR 25.
1.6 VS PUSHER Pusher Stalling Speed. The minimum wings level in−flight airspeed defined according
to FAR 25.
1.7 V1 The decision speed at which, when an engine failure is recognised, the continued
Take−Off Distance to screen height and the distance to bring the airplane to a full
stop will not exceed the Take−Off Distance Available or Accelerate−Stop Distance
Available respectively. V1 must not be less than VMCG limited V1 or greater than VR.
1.8 VR The speed at which rotation is initiated. VR must not be less than V1 or 1.05 VMCA,
and not greater than V2.
1.9 V2 The Takeoff Safety Speed which is the initial climb speed (with one engine inopera-
tive) that must be achieved at, or before, the screen height. The minimum V2 must
be the greater of 1.2 VS and 1.1 VMCA for the take−off configuration.
1.10 VFL UP Flaps up speed. This speed is always VCLEAN −3 KIAS and is intended for the initia-
tion of flap retraction during the acceleration segment of the takeoff path.
1.11 VCLEAN Final climb speed reached by the aircraft at the end of the acceleration segment.
VCLEAN will give at least a margin of 1.25 to VS in clean configuration without maneu-
vering (limited to 15 deg. banked turns). With the prefix “ICE” (VCLEAN −ICE), an addi-
tional 15 knots is added to give a margin of 1.4 to VS.
1.12 VREF The speed for final approach at a height of 50 feet above the landing surface. The
minimum VREF must be the greater of 1.3 VS or VMCL for the landing configuration.
VREF35 is reference speed for flaps 35_.
VREF20 is reference speed for flaps 20_.
27/1
PAGE 1
Dec 01/15
1.13 VHOLD The speed in a clean configuration for holding patterns. This speed is calculated to
give a margin of 1.3 to VS in a 25 degree banked turn and an additional 15 KIAS to
compensate for turbulence, windshear etc. In icing condition with residual ice on the
wings, the speed will give at least a margin of 1.4 to VS in a 25 degree banked turn.
In icing conditions with severe turbulence or equivalent conditions a higher speed
might be required.
1.14 VCM Conservative Maneuvering speeds, VCM, are simplified maneuvering speeds. The
VCM is designed to provide a margin of 1.3 to VS in a turn with a bank angle of 30
degrees, at all weights up to Maximum Takeoff Weight. The speed also includes full
speed increments for malfunctions and/or ice accretion.
1.15 VMM Minimum Maneuvering speed for the relevant flap setting. This speed is calculated to
give a margin of 1.3 to VS in a 30 degree banked turn. VMM0 is the Minimum Maneu-
vering speed for flaps 0, VMM7 for flaps 7 etc.
With the prefix “ICE” (VMM0 − ICE) an additional 10 knot is added to maintain the same
margin to stall with residual ice on the wings.
VMM0 is also minimum climb speed Enroute with residual ice on the wings.
1.16 VFA Final Approach speed which is the nominal speed at 50 ft above the landing surface.
VFA is equal to VREF corrected for residual ice on the wings, wind and if applicable
malfunctions. VFA does not cover maneuvering.
1.17 VGA Go−Around speed for the relevant flap setting to be used in a go−around. This speed
will give at least margin of 1.28 to VS or VMCL in a Flaps 7 go−around (VGA7) and
1.32 to VS or VMCL in a Flaps 20 go−around (VGA20). With the prefix “ICE” (VGA7 −
ICE) and residual ice on the wings, the speed will give at least a margin of 1.39 to VS
or VMCL in a Flaps 7 configuration. In flaps 20 configuration the margin will be 1.43 to
VS or VMCL for the same conditions.
1.18 VA Maximum Maneuvering Speed (VA) is maximum speed for full application of rudder
and aileron controls, as well as maneuvers that involve angles of attack near stall.
27/1
PAGE 2
Dec 01/15
2. OPERATING SPEEDS
SPEED OR REFERENCE
FD/AP MODE
2.1 TAKEOFF Takeoff speeds

SPEEDS − V1, VR, V2 AFM 6−4, 6−5
− VFL−UP, VCLEAN AFM 6−4, 6−5
Max tire speed (ground speed)
− Tire speed is never limiting for normal op- 165 kts or
erations with Flaps 15 when performed in 139 kts depending
accordance with AOM and AFM proced- on wheel p/n AFM 6−5.13
ures.
2.2 CLIMB Climb speed

SPEEDS
− FD/AP climb mode speeds are as presen-
ted below:
Flight Climb mode vs Climb speed (KIAS)

Level Low Medium High
0 140 160 182
50 140 160 182
100 138 155 172
150 136 150 162
200 136 145 152
250 136 140 142
− Speed for best rate of climb, service ceiling VCLEAN +5 AOM 29/2, 3
and drift down (no ice)
− Speed for best rate of climb (with ice) VCLEAN − ICE AOM 29/2, 3
− Climb mode for best rate of climb FD/AP climb mode AOM 32/2
Low
2.3 ENROUTE FD/AP Advisory cruise speeds

SPEEDS
FL 50 100 150 200 250 AOM 32/3
KIAS 207 197 187 177 167
NOTE
The speeds indicate approximately the long
range cruise speeds.
(Cont’d)
27/1
PAGE 3
Dec 01/15
SPEED OR REFERENCE
FD/AP MODE
(Cont’d)
− Maximum Maneuvering speed (VA) 180 KIAS
− Maximum Rough Air penetration speed
(VRA)
FL 0 to FL 210 (ISA) 190 KIAS
VMO pointer −30 kts
Above FL 210
− Drift down speed VCLEAN +5 AOM 29/4
− Drift down speed (with ice) VCLEAN − ICE AOM 29/4
2.4 DESCENT Descent speeds schedules

SPEEDS
− Descent Speed Low M.5 / 220 KIAS AOM 32/4
− Descent Speed High M.5 / 250 KIAS
Recommended rate of descent 2000 ft/minS
2.5 FLAPS Max flap speed ( VFE )

AND − Flaps 7 175 KIAS
LANDING
− Flaps 15 175 KIAS
GEAR
SPEEDS − Flaps 20 165 KIAS
− Flaps 35 140 KIAS
NOTE
Flaps must not be extended en−route or dur-
ing holding (except for low altitude holding).
Max landing gear speeds
− Retraction (VLOR) 150 KIAS
− Extension (VLOE) 200 KIAS
− Emergency Extension (VLOEE)
with Mod. No. 1150 installed 200 KIAS
without Mod. No. 1150 installed 150 KIAS
− Extended (VLE) 200 KIAS
− Aquaplaning speed (ground speed) 95  10 kts
2.6 HOLDING Holding speed VHOLD

SPEEDS
GROSS WEIGHT (1000 lb)
SPEED (KIAS) 18 19 20 21 22 23 24 25 26 27 28 29
VHOLD 129 132 135 140 140 142 145 147 150 153 155 158
27/1
PAGE 4
Dec 01/15
SPEED OR REFERENCE
FD/AP MODE
2.7 LANDING Reference speed VREF

AND AP-
PROACH
SPEED
NOTE
− Tables with title FAR REFERENCE SPEEDS shall be used by operators using AFM with code
001.
− Tables with title JAR REFERENCE SPEEDS shall be used by operators using AFM with code
000, 002 and 003.
27/1
PAGE 5
Dec 01/15
3. MANEUVERING SPEEDS Minimum maneuvering speeds (VMM)
The following maneuvering speeds provide the Minimum maneuvering speeds for each flap setting
required margin to stall during patterns, procedural indicates the required speed to provide a margin of
turns and circuits. 1.3 to VS in a coordinated turn with a bank angle of
30_.
Bank angles in excess of 15_, but not more than
30_ in a coordinated turn are maneuvering and the Minimum maneuvering speeds (VMM)
maneuvering speeds in this section apply.
Flaps SPEED (KIAS)
Bank angles in excess of 30_ requires a further in-
crease in speed relative to the published maneuver- 0 VCLEAN +15
ing speeds in this section. 7 VCLEAN +10
Conservative maneuvering speeds (VCM) 15 VCLEAN +5
Conservative maneuvering speeds are simplified 20 VCLEAN

maneuvering speeds. The table below indicates the 35 VCLEAN −5
recommended minimum speed for different flap set- − Increase VMM by 10 kts/10_ above 30_ bank.
tings.
− If there is ice accretion or if not certain there is
The VCM is designed to provide a margin of 1.3 to no ice accretion on the wing, increase VMM
VS in a turn with a bank angle of 30_, at all weights by10 kts and increase by another 10 kts/10_
up to Maximum Takeoff Weight. The speed also above 30_ bank.
includes full speed increments for malfunctions and/
− The same applies for a/c with Mod.no. 3529
or ice accretion.
(Improved stall warning for icing conditions).
Conservative maneuvering speeds (VCM) − In case of malfunction, do not use VMM below
VREFC.
Flap SPEED
(KIAS)
0 160
7 155
15 150
20 145
35 135
− Increase by 10 kts/10_ above 30_ bank.
− May always be used, except when operational
requirements dictate a slower speed.
− Recommended speeds in case of malfunction.
− The speeds cover all weights and include full
speed increments for malfunctions and/or ice
accumulation.
− Observe max flap speed.
27/1
PAGE 6
Dec 01/15
4. SPEED ON FINAL APPROACH − For a headwind component above 10 kts, add

half of the full headwind component.
A final approach speed (VFA) should be established
− The gust value should be added regardless of
before landing. VFA should be considered as a nom-
direction.
inal speed during approach at 50 ft above the land-
− Maximum (Wi) is 20 kts.
ing surface where the speed should be bled off for
landing. VFA will provide aircraft controllability and a
Final approach speed VFA
margin to stall within the certified C/G envelope in
normal conditions as well as in case of ice accu- VFA = VREFC + Wi
mulation, malfunction, wind, gust or a combination
of these.
NOTE
VFA should be derived from the tabulated reference
The total speed increment may never exceed
speed (VREF) as applicable.
flap placard speed minus 5 kt.
Ice accumulation, certain malfunctions and windy
conditions require a speed increase. 4.2 CONFIGURATION WITH A MALFUNCTION
4.1 NORMAL CONFIGURATION Malfunction increment (Mi)
Ice increment (Ii) For some malfunctions VREF should be corrected
with a Malfunction increment (Mi) to maintain air-
The VREF must be corrected with an ice increment
craft controllability and margin to stall for the certi-
(Ii) if there is ice accretion, or if it is not certain there
fied C.G. envelope.
is no ice accretion on the wing. This forms a cor-
rected VREF (VREFC). Combination of malfunction with ice accumula-
The ice increment (Ii) is 10 kts. tion and/or wind
For some malfunctions not affecting the stall speed,
Corrected VREF (VREFC) Ii is sufficient to represent the Mi.
VREFC = Tabulated VREF + Ii Also, for some malfunctions Mi is sufficient to repre-
sent a part of Wi, or the whole Wi. For these mal-
functions the highest of Mi or Wi should be added to
NOTE establish the VFA. This is to avoid too high VFA.
If Mod. no. 3529 (Improved stall warning for icing
(See also Sect 23/1 p1).
conditions) is installed, the VREF must be cor-
rected with the ice increment (Ii) whenever the Calculation of VREFC and VFA with malfunction
system is switched ON, regardless of ice accu- The VREFC is defined as the VREF corrected with Ii
mulation. and Mi.
Wind increment (Wi) The VFA is defined as the VREFC corrected with Wi.
(Wi) = 1/2 headwind component + Gust Mi, Ii and combinations of them, are specified for
each applicable malfunction in the Malfunction
In windy conditions VFA must be sufficient to coun- Checklist
teract for windy shear during approach and wind
gradient during landing flare. Combinations of Mi, Ii and/or windy conditions is
specified for each applicable malfunction in the
− Headwind component of 10 kts or below does not
Malfunction Checklist as Mi/Wi.
need to be considered.
27/1
PAGE 7
Dec 01/15
6. ICE SPEED SYSTEM

NOTE
As a countermeasure for windshear, any wind (Applicable to a/c with Mod. No. 3529 Improved
increment (Wi) deemed necessary may be added Stall Warning System for Icing Conditions).
during approach and landing, regardless of wind With the introduction of the modified stall warning
direction. computer the speed at which stall warning (stick
shaker) occurs is increased when the ”ICE SPEED”
function is activated. Without the ”ICE SPEED” acti-
NOTE vated there is no change in stall warning speed
In windy conditions the wind will vary above and compared with an unmodified stall warning com-
below the VFA, however speed below VREF/ puter. Stick pusher setting is unchanged regardless
VREFC should be avoided. of if the ”ICE SPEED” is activated or not and is the
This also applies in calm conditions. same as for an unmodified stall warning system.
In consequence with the increase in stall warning
5. GO−AROUND SPEEDS speed with the ”ICE SPEED” activated the margin
to the minimum operational speeds has to be in-
The following speeds provide the required climb creased. To maintain the same margin to stick
capability during missed approaches and go− shaker with the ”ICE SPEED” activated the follow-
around. ing minimum speeds shall be maintained:
Speed increments are provided both for normal − For final climb and enroute climb: VCLEAN − ICE
conditions and for icing conditions. The speeds for − For approach climb: VREF+20
icing conditions should be used if: − For landing: VREF+10
− Any amount of ice is observed on any part of the For maneuvering with a bank angle between 15 and
aircraft; or 30 degrees, add an additional 10 knots.
− It is not certain that there is no ice accumulation
on the aircraft; or
− Engine Anti−Ice is ON; or
− Ice Speeds are selected (with Mod. No. 3529
installed). (See also under para 6. below).
Go−around speeds (VGA)

AEO OEI
Normal VREF20 +10 VREF20 +10
VREF35 +10
Icing Conditions VREF20 +20 VREF20 +20
VREF35 +20
27/1
PAGE 8
Dec 01/15
(FL) 310
7. FLIGHT ENVELOPE FL250 MAX FOR AIRLINER VERSION
300
MMO = 0,5
200
100
VMO
0
100 150 200 250 (KIAS)
8. STALL SPEED NORMAL FLIGHT CONDITIONS

LOAD FACTOR
2.0 1.5 1.2 1.1 1.0
110
100
90
80
70
60
60 50 40 30 20 10 0 17 18 19 20 21 22 23 24 25 26 27 28 29
BANK ANGLE (  ) GROSS WEIGHT (1000 lb)
EXAMPLE:
Given: GW = 24 000 lb, flaps 20, 30 banked turn.
FIND STALL SPEED.
A28755 Answer: Stall speed = 90 kt.
27/1
PAGE 9
Dec 01/15
9. MARGIN TO STALL AND MAXIMUM BANK ANGLE − SUMMARY
The table below defines the margin to stall and the maximum bank angles to avoid stall warning, for the differ-
ent takeoff, holding, approach and landing speeds defined in this chapter.
SPEED MARGIN
SPEED MAX JAA + Australia FAA COMMENT

BANK
V2 30_ 1.20 VS MIN 1.20 VS PUSHER Takeoff OEI

V2 +10 40_ 1.30 VS MIN 1.30 VS PUSHER Takeoff AEO
VCLEAN 35_ 1.25 VS MIN 1.25 VS PUSHER Final climb OEI, A/I OFF
VCLEAN − ICE 40_ 1.41 VS MIN 1.39 VS PUSHER Final, Enroute climb OEI, A/I ON
VCLEAN +5 40_ 1.30 VS MIN 1.30 VS PUSHER Enroute climb OEI, A/I OFF
VREF 40_ 1.30 VS MIN 1.30 VS PUSHER Landing
VMM 45_ 1.30 VS MIN 1.30 VS PUSHER Minimum recommended for circling
at 30_ bank at 30_ bank
VCM 45_ 1.30 VS MIN 1.30 VS PUSHER Valid for all weights up to Max Takeoff
at 30_ bank at 30_ bank Weight
VHOLD 45_ 1.30 VS MIN at 25_ bank +15 kts A/P full bank incl, wind/gust
NOTE
− The MAX BANK angles indicates the maximum bank angle during procedural turns without stall warning.
− For prolonged high bank angles close to the maximum bank angle, increased speed should be used ac-
cording to established recommendations.
− In turbulent conditions, the speed must be adjusted according to the established recommendation, to
keep the margins stated above.
− For icing conditions, the same margins and maximum bank angles are applicable for VCLEAN +5, VREF
and VMM when the applicable ice speed increment is added.
− For V2 , VCLEAN, VCLEAN +5 and VCLEAN − ICE, climb performance is valid for bank angles up to 15_. For
higher bank angles, climb performance must be adjusted.
− The JAA + Australia column is applicable to operators using AFM with code 000, 002 and 003.
− The FAA column is applicable to operators using AFM with code 001.
27/1
PAGE 10
Dec 01/15
10. SPEED SUMMARY
− Tables with title FAR SPEEDS shall be used by operators using AFM with code 001.
− Tables with title JAR SPEEDS shall be used by operators using AFM with code 000, 002 and 003.
27/1
PAGE 11
Dec 01/15
27/1
PAGE 12
Dec 01/15

General
1. GENERAL
As a complement to the takeoff speed presentation

found in the AFM a simplified tabulation is given in
this chapter. The speed can be used with either
AFM or AOM performance.
Tables with headline FAR STALL SPEED shall be
used by operators using AFM with code 001, FAA
AFM version.
The presentation of takeoff speeds are limited to
6000 ft airport pressure altitude in order to make
this simplification possible. For higher pressure alti-
tude the AFM must be consulted.
27/2
PAGE 1
Sep 30/15
Aircraft Operations Manual TAKEOFF SPEEDS

FAR STALL SPEEDS
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
ECS OFF
ENG A/I OFF
PRESSURE V1 / VR / V2 ”MIN” − OAT −C

ALTITUDE
− ft − 40 − 30 − 20 − 10 0 10 20 30 40 50
V1 106 105 104 103 102 102 101 100 99 96
−1000 VR 110 109 108 108 107 106 106 105 103 100
V2 112 112 111 110 109 109 108 107 105 102
V1 105 104 103 102 102 101 100 99 97 96
S.L. VR 109 108 108 107 106 105 105 104 102 99
V2 112 111 110 109 108 108 107 106 104 101
V1 103 102 102 101 100 99 99 96
2000 VR 108 107 106 105 105 104 103 101
V2 110 109 108 108 107 106 105 103
V1 102 101 100 99 99 98 96 96
4000 VR 106 106 105 104 103 103 101 98
V2 109 108 107 106 106 105 103 100
V1 102 101 100 99 98 96 96
6000 VR 105 104 104 103 102 100 98
V2 107 107 106 105 104 102 99
WEIGHT − lb V1 / VR / V2 V Flaps up V Clean
V1 97 96 95
20000 VR 101 102 99 109 112
V2 103 104 101
V1 98 97 96
21000 VR 101 102 99 112 115
V2 103 104 101
V1 102 102 102 101 101 101 99 100 99 100
22000 VR 105 104 104 103 102 102 101 102 101 101 115 118
V2 107 107 106 105 104 105 103 103 104 102
V1 104 104 103 103 103 102 102 101 101 103
23000 VR 105 104 104 103 103 103 102 103 103 103 117 120
V2 107 107 106 105 104 104 104 104 104 104
V1 105 105 104 104 104 103 103 103 104 105
24000 VR 105 105 104 104 104 104 104 105 105 105 119 122
V2 107 107 106 106 106 106 106 106 106 106
V1 107 107 106 106 106 106 106 106 107 107
25000 VR 107 107 106 106 106 106 106 107 107 107 122 125
V2 108 108 108 108 108 108 108 108 108 108
V1 108 108 108 108 108 108 108 108 109 110
26000 VR 108 108 108 108 108 108 108 109 109 110 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 110 110 110 110 110 110 110 111 111 112
27000 VR 110 110 110 110 110 111 111 111 111 112 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 112 112 113 113 113 113 113 114
28000 VR 112 112 112 113 113 113 113 113 113 114 128 131
V2 114 114 114 114 114 114 114 114 114 114
V1 114 114 114 115 115 115 115 115 115 116
29000 VR 114 114 114 115 115 115 115 115 115 116 130 133
V2 116 116 116 116 116 116 116 116 116 116
CORRECTIONS NOTES
V1 − Add/subtract 2 kts per 1% uphill slope. − Do not correct V1 or VR to a value below V1 or VR ”MIN”.
Subtract 2.5 kts per 1% downhill slope. − Do not correct V1 to a value greater than VR.
− Add 1 kt per 15 kts headwind Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0,5 kts per 1% downhill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
# − Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 2
Sep 30/15

FAR STALL SPEEDS
ECS ON
ENG A/I OFF

ALTITUDE
− ft − 40 − 30 − 20 − 10 0 10 20 30 40 50
V1 106 105 104 104 103 102 101 100 98 98
−1000 VR 110 109 109 108 107 106 106 105 103 98
V2 113 112 111 110 110 109 108 107 105 102
V1 105 105 104 103 102 101 101 99
S.L. VR 109 109 108 107 106 106 105 104
V2 112 111 110 110 109 108 107 106
V1 104 103 102 101 101 100 99
2000 VR 108 107 107 106 105 104 103
V2 111 110 109 108 107 107 106
V1 102 102 101 100 99 98
4000 VR 107 106 105 104 104 103
V2 109 108 108 107 106 105
V1 102 101 100 99 98
6000 VR 105 105 104 103 102
V2 108 107 106 105 104
WEIGHT − lb V1 / VR / V2 V Flaps up V Clean
V1
20000 VR 109 112
V2
V1
21000 VR 112 115
V2
V1 101 101 101 101 100 100 100 100 99 101
22000 VR 105 105 104 103 102 103 103 104 103 101 115 118
V2 108 107 106 105 104 105 106 106 105 102
V1 104 104 103 103 103 102 102 101 102 103
23000 VR 105 105 104 103 104 103 103 104 103 103 117 120
V2 108 107 106 105 106 105 106 106 105 104
V1 105 105 105 104 104 104 103 103 105 105
24000 VR 105 105 104 104 104 104 104 104 105 105 119 122
V2 108 107 106 106 106 106 106 106 106 106
V1 107 107 106 106 106 105 106 106 107 108
25000 VR 107 107 106 106 106 106 106 107 107 108 122 125
V2 108 108 108 108 108 108 108 108 108 108
V1 109 108 108 108 108 108 108 109 109 110
26000 VR 109 108 108 108 108 108 108 109 109 110 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 110 110 110 110 110 110 111 111 111 112
27000 VR 110 110 110 110 110 110 111 111 111 112 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 112 112 112 113 113 113 114 114
28000 VR 112 112 112 112 113 113 113 113 114 114 128 131
V2 114 114 114 114 114 114 114 114 114 114
V1 114 114 114 115 115 115 115 115 116 116
29000 VR 114 114 114 115 115 115 115 115 116 116 130 133
V2 116 116 116 116 116 116 116 116 116 116
CORRECTIONS NOTES
VR − Add/subtract 1,5 kts per 1% downhill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
27/2
PAGE 3
Sep 30/15

FAR STALL SPEEDS
ECS OFF
ENG A/I ON

ALTITUDE
− ft − 40 − 30 − 20 − 10 0 10 20 30 40 50
V1 106 105 104 103 102 101
−1000 VR 109 109 108 107 107 106
V2 112 111 110 110 109 108
V1 105 104 103 102 102 101
S.L. VR 109 108 107 107 106 105
V2 111 110 110 109 108 107
V1 103 103 102 101 100 99
2000 VR 108 107 106 105 105 104
V2 110 109 108 108 107 106
V1 102 101 100 99 98 95
4000 VR 106 105 105 104 103 100
V2 108 108 107 106 105 103
V1 102 101 100 100 98 96
6000 VR 105 104 103 103 100 97
V2 107 106 105 105 102 98
WEIGHT − lb V1 / VR / V2 V Flaps up V Clean +15
V1
20000 VR 124 127
V2
V1
21000 VR 127 130
V2
V1 102 101 101 101 100 100
22000 VR 105 104 103 103 103 104 130 133
V2 107 106 105 105 105 106
V1 104 104 103 103 102 102
23000 VR 105 104 103 103 103 104 132 135
V2 107 106 105 105 105 106
V1 105 105 105 104 104 104
24000 VR 105 104 103 103 103 104 134 137
V2 107 108 107 106 106 106
V1 107 106 106 106 106 106
25000 VR 108 106 106 106 106 107 137 140
V2 110 109 109 109 109 109
V1 108 108 108 108 108 108
26000 VR 108 108 108 108 108 108 139 142
V2 110 110 110 110 110 110
V1 110 110 110 110 110 110
27000 VR 110 110 110 110 110 111 141 144
V2 112 112 112 112 112 112
V1 112 112 112 112 113 113
28000 VR 112 112 112 112 113 113 143 146
V2 114 114 114 114 114 114
V1 114 114 115 115 115 115
29000 VR 114 114 115 115 115 115 145 148
V2 116 116 116 116 116 116
CORRECTIONS NOTES
VR − Add/subtract 0,5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1% downhill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
* − Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
27/2
PAGE 4
Sep 30/15

FAR STALL SPEEDS
RATED PWR / Flaps 0
ECS OFF
ENG A/I OFF

ALTITUDE
− ft − 40 − 30 − 20 − 10 0 10 20 30 40 50
V1 107 107 106 105 104 103 102 102 100 100
−1000 VR 110 109 109 108 107 106 106 105 104 104
V2 116 114 114 113 112 111 111 110 109 109
V1 107 106 105 104 103 102 102 101 100 100
S.L. VR 109 109 108 107 106 106 105 104 104 104
V2 115 114 113 112 111 111 110 109 109 109
V1 105 104 103 102 102 101 100 100 100 100
2000 VR 108 107 106 106 105 104 104 104 104 104
V2 113 112 111 111 110 109 109 109 109 109
V1 104 103 102 101 100 100 100 100 100
4000 VR 107 106 105 104 104 103 101 101 101
V2 111 110 109 109 109 109 109 109 109
V1 102 101 100 100 100 100 100 100 100
6000 VR 105 104 104 104 104 104 104 104 104
V2 109 109 109 109 109 109 109 109 109
WEIGHT − lb V1 / VR / V2 V Clean
V1 99# 99# 100# 102#
20000 VR 104 104 105 106 112
V2 110 109 109 109
V1 102 102 102 103# 103# 104# 105
21000 VR 106 107 107 107 107 108 109 115
V2 112 111 111 111 111 111 111
V1 104 105 105 105 105 106 106# 106* 107* 109
22000 VR 108 109 109 109 110 110 110 111 111 112 118
V2 114 114 114 114 114 114 114 114 114 114
V1 108 108 108 108 109 109 109# 110* 110* 112
23000 VR 111 112 112 112 113 113 113 113 114 115 120
V2 116 116 116 116 116 116 116 116 116 116
V1 111 111 111 112 112 112 112# 113* 113* 115
24000 VR 115 115 115 115 116 116 116 116 117 117 122
V2 118 118 118 118 118 118 118 118 118 118
V1 114 115 115 115 115 116 116# 116* 117* 118
25000 VR 117 118 118 118 118 119 119 119 119* 120 125
V2 120 120 120 120 120 120 120 120 120 120
V1 117 118 118 118 118 119 119# 119* 120 122
26000 VR 120 120 120 121 121 121 121 121 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 120 121 121 121 121 122 122# 122# 123 124
27000 VR 122 123 123 123 123 123 124 124 124 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 123 124 124 124 125 125 125 125 126 127
28000 VR 125 125 125 125 125 126 126 126 126 127 131
V2 127 127 127 127 127 127 127 127 127 127
V1 126 127 127 127 128 128 128 128 129 130
29000 VR 128 128 128 128 128 129 129 129 129 130 133
V2 130 130 130 130 130 130 130 130 130 130
CORRECTIONS NOTES
VR − Add/subtract 0.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1% uphill slope. − Do not use V1/VR/V2 below ”V1/VR/V2 MIN”.
27/2
PAGE 5
Sep 30/15

FAR STALL SPEEDS
RATED PWR / Flaps 0
ECS ON
ENG A/I OFF

ALTITUDE
− ft − 40 − 30 − 20 − 10 0 10 20 30 40 50
V1 107 106 105 104 103 103 102 101 101 101
−1000 VR 110 109 108 108 107 106 105 105 105 105
V2 115 114 113 112 112 111 110 109 109 109
V1 106 105 104 103 103 102 101 100 100 100
S.L. VR 109 108 108 107 106 105 105 103 103 103
V2 114 113 112 112 111 110 109 108 108 108
V1 104 104 103 102 101 100 99 99 99 99
2000 VR 108 107 106 106 105 104 103 103 103 103
V2 112 112 111 110 109 109 108 107 107 107
V1 103 102 101 100 100 98 98 98 98
4000 VR 106 106 105 104 104 104 104 104 104
V2 112 110 109 108 108 108 108 108 108
V1 102 101 100 99 99 99 99 99 99
6000 VR 105 104 104 103 103 103 103 103 103
V2 110 109 109 109 109 109 109 109 109
WEIGHT − lb V1 / VR / V2 V Clean
V1 99# 99# 100# 101* 103*
20000 VR 104 104 104 105 106 112
V2 110 110 109 109 109
V1 101 101 102 102 102# 102# 103# 104* 107*
21000 VR 105 106 106 106 107 107 108 108 109 115
V2 114 113 112 111 111 111 111 111 111
V1 104 104 105 105 105 106# 106* 106* 108* 110*
22000 VR 108 109 109 109 109 110 110 111 111 112 118
V2 114 114 114 114 114 114 114 114 114 114
V1 107 108 108 108 109 109# 109* 110* 111* 114*
23000 VR 111 112 112 112 112 113 113 113 114 115 120
V2 116 116 116 116 116 116 116 116 116 116
V1 111 111 112 112 112 112# 113* 113* 115* 117
24000 VR 114 115 115 115 115 116 116 116 117 117 122
V2 118 118 118 118 118 118 118 118 118 118
V1 114 115 115 115 115 116# 116* 116* 118* 120
25000 VR 117 117 118 118 118 118 118 119 119 120 125
V2 120 120 120 120 120 120 120 120 120 120
V1 117 118 118 118 118 119# 119* 119* 121* 122
26000 VR 120 120 120 120 120 121 121 121 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 120 121 121 121 121 122 122* 122* 124 124
27000 VR 122 122 123 123 123 123 123 124 124 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 123 124 124 124 125 125 125 125 127 127
28000 VR 125 125 125 125 125 125 126 126 127 127 131
V2 127 127 127 127 127 127 127 127 127 127
V1 126 127 127 127 128 128 128 128 130 130
29000 VR 128 128 128 128 128 128 129 129 130 130 133
V2 130 130 130 130 130 130 130 130 130 130
CORRECTIONS NOTES
VR − Add/subtract 0,5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
27/2
PAGE 6
Sep 30/15

FAR STALL SPEEDS
RATED PWR / Flaps 0
ECS OFF
ENG A/I ON

ALTITUDE
− ft − 40 − 30 − 20 − 10 0 10 20 30 40 50
V1 106 105 105 104 103 102
−1000 VR 109 109 108 107 107 106
V2 115 114 114 113 112 111
V1 106 105 104 103 102 101
S.L. VR 109 108 107 107 106 105
V2 114 114 113 112 112 111
V1 104 103 102 101 101 100
2000 VR 108 107 106 105 105 104
V2 111 110 109 108 108 107
V1 102 101 101 100 100 100
4000 VR 106 105 105 105 105 105
V2 111 110 109 109 109 109
V1 102 101 101 101 101 101
6000 VR 105 104 104 104 104 104
V2 110 109 109 109 109 109
WEIGHT − lb V1 / VR / V2 V Clean +15
V1
20000 VR 127
V2
V1 102 102 102 102 103 103#
21000 VR 105 106 106 106 107 107 130
V2 115 114 113 112 111 111
V1 105 105 105 106 106 106#
22000 VR 108 109 109 110 110 110 133
V2 114 114 114 114 114 114
V1 108 108 108 109 109 109#
23000 VR 112 112 112 113 113 113 135
V2 116 116 116 116 116 116
V1 111 112 112 112 112 113#
24000 VR 115 115 115 115 116 116 137
V2 118 118 118 118 118 118
V1 115 115 115 115 116 116#
25000 VR 117 118 118 118 118 119 140
V2 120 120 120 120 120 120
V1 118 118 118 119 119 119
26000 VR 120 120 120 121 121 121 142
V2 123 123 123 123 123 123
V1 121 121 121 122 122 122
27000 VR 122 123 123 123 123 123 144
V2 125 125 125 125 125 125
V1 124 124 124 125 125 125
28000 VR 125 125 125 125 125 126 146
V2 127 127 127 127 127 127
V1 127 127 127 128 128 128
29000 VR 128 128 128 128 128 129 148
V2 130 130 130 130 130 130
CORRECTIONS NOTES
− Add 1 kt per 15 kts headwind. Zero tailwind correction. − Do not correct VR to a value greater than V2.
VR − Add/subtract 0.5 kts per 1% uphill slope. − Do not use a V FL UP or a V CLEAN speed less than V2 MIN
27/2
PAGE 7
Sep 30/15

FAR STALL SPEEDS
RATED PWR / Flaps 0
27/2
PAGE 8
Sep 30/15
Aircraft Operations Manual TAKEOFF
CONTENTS
Takeoff
28/1 General
28/2 Takeoff weight flaps 15 − field length and climb requirement
28/3 Takeoff weight flaps 0 − field length and climb requirement
28/4 Takeoff weight flaps 15− obstacles
28/5 Takeoff weight flaps 0 − obstacles
28/6 Brake energy limited takeoff weights
28/7 Tire speed limited takeoff weight
28 −CONTENTS
PAGE 1
Sep 30/15
28 −CONTENTS
PAGE 2
Sep 30/15

CT7−5A2/132
General
1. GENERAL At middle weights the accelerate−stop distance is
equal to the takeoff distance i.e. the takeoff field
The performance presented in this AOM section is
length is balanced.
a simplification of the performance found in the
AFM. Two flap settings for takeoff are presented. At high weights the takeoff distance is the more lim-
Flaps 15 gives the shorter takeoff distance while a iting.
better climb gradient may be achieved by flaps 0. Only the longer (limiting) distance is presented.
Use of the AFM is recommended for optimum per-
formance. Because of the simplification, the correc- The TAKEOFF FIELD LENGTH is based on the
tions can only be used with the performance in this following assumptions.
section and not with the performance presented in − Takeoff flaps (15 or 0).
the AFM. The only exception is the REDUCED − TAKEOFF POWER set in accordance with meth-
BRAKING ACTION CORRECTION which can be od A, (with corrections for methods B and C). For
used with AFM performance as well. definition of power setting methods and distance
corrections see paragraph 7.
2. CLIMB LIMITED TAKEOFF WEIGHT
− Two engine acceleration to a speed just below
The weight is limited by the ability to either achieve V1.
a positive first segment climb gradient, a second followed by either
segment climb gradient of 2.4% or a final segment
− Abortion executed at V1.
climb gradient of 1.2%. On the SAAB 340 the
− Power levers (PL) brought back to Ground Idle
second segment climb requirement is always the
(GI).
most limiting.
− Application of maximum wheel braking.
The second segment climb requirement is based on
or
the following assumptions.
− Engine failure at V1 followed by acceleration to
− Takeoff flaps (15 or 0).
VR.
− Landing Gear retracted.
− Rotation at VR.
− Left engine (critical engine) inoperative and pro-
− Continued acceleration to reach V2 at 35ft. The
peller feathered. (A coarsened propeller causes
Landing Gear is assumed to be retracted as soon
less drag than a feathered, hence a coarsened
as a positive climb rate is achieved.
propeller also fulfills the requirement).
− Right engine developing TAKEOFF POWER. During an aborted takeoff it is very important to
− A speed of V2. bring the PL’s back to GI without any unnecessary
delay. Delaying this action will result in a consider-
3. TAKEOFF FIELD LENGTH AND SPEEDS able increase in stopping distance. Reverse thrust,
(DRY RUNWAY) PL below GI, has not, due to regulations, been used
in calculating aborted takeoff; however it’s use is
The Takeoff Field Length presented in the TAKE-
recommended whenever a takeoff is rejected.
OFF WEIGHT versus FIELD LENGTH and CLIMB
REQUIREMENT charts is the longer of the dis- 3.1 TAKEOFF SPEEDS
tances required to accelerate with two engines to
V1 and either continue with one engine to reach V2 Takeoff Speeds are not given in the AOM. Consult
at 35 ft or abort the takeoff and come to a complete the applicable AFM to establish the takeoff speeds.
stop. 1.15 times the two engine takeoff distance to
4. OBSTACLES LIMITED TAKEOFF WEIGHT
35ft is shorter and thus not limiting.
The obstacle calculation has been greatly simplified
At low weights the accelerate−stop distance is the
in the AOM. It is based on obstacle distance and
more limiting.
height from RWY end which means that RWY slope
and takeoff field length do not have to be consid-
ered. The calculation is based on a speed of V2 to
28/1
PAGE 1
Sep 30/15

CT7−5A2/132
General
V2 +10. The leveloff and acceleration to VCLEAN Method A
should only be performed after clearing the ob- Gives optimum takeoff performance and shall be
stacle.On RWYs that are Takeoff field length limit- used for takeoff on precipitation covered runways.
ed, the obstacle calculation will be equal in AOM
− Select TAKEOFF POWER on the CTOT panel.
and AFM where as under all other conditions the
AFM calculation will give better performance, al- − Release brakes.
though more complicated to calculate. With Method A use the distance read from the
TAKEOFF WEIGHT versus FIELD LENGTH and
Corrections shall be made for wind, OAT and pres-
CLIMB REQUIREMENT tables.
sure altitude.
Method B
5. BRAKE ENERGY LIMITED TAKEOFF
− Set approximately 60% TRQ.
WEIGHT
− Release brakes
Brake energy limited takeoff weight occurs when − Select TAKEOFF POWER on the CTOT panel
the brake energy required to decelerate from V1 to before 45 KIAS.
a full stop is limited by the maximum allowable
With Method B the distance read from the TAKE-
brake energy.
The brake energy limit is given as a maximum REQUIREMENT tables must be increased by
gross weight versus OAT, Pressure Altitude and 150 ft.
Tailwind component and is found in the BRAKE EN-
Method C
ERGY LIMITED TAKEOFF WEIGHTS chart with a
headwind Component Brake Energy is never limit- Used to perform rolling takeoffs.
ing with Flaps 15. − Advance Power Levers to Flight Idle.
− Release brakes.
6. TIRE SPEED LIMITED TAKEOFF WEIGHT
− Select TAKEOFF POWER on the CTOT panel
Tire speed limited takeoff weight occurs when the before 60 KIAS.
rotation speed VR or the lift-off speed is equal to the
With Method C the distance read from the TAKE-
maximum tire speed (see section 27, SPEEDS).
For takeoff with Flaps 15 the tire speed is never REQUIREMENT tables must be increased by 650 ft
limiting when operating in accordance with proce- for Flaps 15 and 700 ft for Flaps 0.
dures in AFM/AOM.
7.2 TAKEOFF AT LOW BRAKING ACTION
For takeoff with flaps 0 the tire speed limit is given
as a maximum takeoff weight vs OAT, pressure alti- Power setting Method (with brakes on, Condition
tude and tailwind component. The tire speed limited Levers in MAX and use of CTOT).
weight is found in chapter 28/7 TIRE SPEED LIM- − Advance Power Levers to Flight Idle.
ITED TAKEOFF WEIGHT. − Release brakes.
− Increase TRQ asymmetrically (5−10% more TRQ
7. TAKEOFF POWER SETTING METHODS
on left engine) until 40−50 KIAS when rudder be-
7.1 NORMAL TAKEOFF comes effective.
− Select TAKEOFF POWER on the CTOT panel
Takeoff performance is available for three power before 60 KIAS.
setting methods, A, B and C. The takeoff distance
The distance read from the TAKEOFF WEIGHT
presented in the tables is based on method A.
versus FIELD LENGTH and CLIMB REQUIRE-
When using methods B or C the distance will be
MENT tables must be increased by 650 ft for Flaps
increased and must be corrected for. All methods
15 and 700 ft for Flaps 0, due to the power setting
assume brakes on, Condition Levers in MAX and
method. Additionally the takeoff distance has to be
use of CTOT.
28/1
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CT7−5A2/132
General
corrected for the braking action in accordance with
the BRAKING ACTION CORRECTION table. NOTE
To ensure autocoarsen/CTOT arming on a cold
8. POWER RATINGS day (OAT less than 0 C), advance the power
− The CT7−5A2 Rated TAKEOFF POWER is flat levers to achieve not less than 85% TRQ prior to
rated at 108% TRQ at sea level up to an OAT of engaging CTOT. When OAT is below −20 C it
+35C with ECS and ENG A/I OFF. may be necessary to advance the power levers
− The CT7−5A2 Derated TAKEOFF POWER is flat further to ensure that the autocoarsen/CTOT
rated at 108% TRQ at sea level up to an OAT of armed lights illuminate.
+29C with ECS and ENG A/I OFF.
Reduced power operation must not be performed
No performance data is presently included in the
with the Anti−skid system inoperative, with CTOT
AOM for derated power. Operation with derated
system inoperative or under certain runway condi-
power must be performed in accordance with the
tions as defined in the applicable approved AFM.
AFM Appendix.
9.2 ESTABLISH THE CLIMB LIMITED
9. REDUCED POWER (RPT)
TAKEOFF WEIGHT LIMITING OAT
9.1 GENERAL Enter applicable TAKEOFF WEIGHT versus FIELD
Reduced power is a method to reduce rated or der- LENGTH and CLIMB REQUIREMENT chart with
ated takeoff power and thereby improve the engine airport pressure altitude and takeoff gross weight.
Correct the takeoff gross weight for slope before
life. Climb and Cruise power are not affected.
determining the OAT. This is the highest OAT at the
The method used to establish the reduced power, which the climb requirement is met.
the Assumed Temperature Method, is based on us-
ing the rated or derated torque for an assumed tem- 9.3 ESTABLISH THE OBSTACLE LIMITED
perature higher than the actual ambient tempera- OAT
ture. The assumed temperature is the temperature
Enter applicable TAKEOFF WEIGHT versus OB-
at which the maximum takeoff weight, based on
STACLES chart with obstacle height above RWY
performance limitations, is equal to the actual take-
end and obstacle distance from RWY end. Read
off weight of the aircraft. An assumed temperature
the Limiting gross weight. Correct for wind. Estab-
outside the environmental envelope (see AOM sec-
lish the increment between actual weight and this
tion 1) may be used when calculating performance,
wind corrected weight. Enter, with this weight incre-
however, no operation is authorized outside the en-
ment, the PRESSURE ALTITUDE and OAT
velope. Full use of reduced power will result in the
CORRECTION table at actual pressure and read
aircraft operating near or at the performance limits,
the limiting OAT.
where, at rated power, the aircraft would have a
certain performance margin. Operation with re- 9.4 ESTABLISH THE BRAKE ENERGY LIM-
duced power in service is always at the discretion of ITED TAKEOFF WEIGHT LIMITING OAT
the pilot in command.
Enter the BRAKE ENERGY LIMITED TAKEOFF
Reduced power operation does not allow the use of WEIGHTS chart with takeoff gross weight, wind
an engine deteriorated beyond either rated or der- component (if tailwind) and airport pressure altitude.
ated Limits. To check the performance, rated or der- Read the limiting OAT. This is the brake energy
ated takeoff power must be used at least once dur- Limited OAT.
ing each 100 hours of operation or 100 takeoffs,
whichever occurs first. 9.5 ESTABLISH THE TAKEOFF FIELD
LENGTH LIMITING OAT
The reduced TRQ may never be less than 75% of
rated or derated TRQ at the actual OAT. Enter applicable TAKEOFF WEIGHT versus FIELD
LENGTH and CLIMB REQUIREMENT chart with
28/1
PAGE 3
Sep 30/15

CT7−5A2/132
General
takeoff field length, slope, wind component, takeoff Consult the approved AFM to establish if this is the
gross weight and pressure altitude (correct the case.
takeoff field length before entering the chart if re-
quired). Read the limiting OAT. This is the highest 10. TAKEOFF FROM A WET RUNWAY
OAT at which the field length requirement is met. Definition:
At low and medium takeoff gross weights it is advis- A runway is considered as wet when it is soaked to
able to leave a margin on the takeoff field length for the extend, causing it to appear reflective (shinning
correction caused by speed differences. wet) but with a water depth not exceeding 3 mm
Compare the takeoff speeds (V1, VR, V2) at actual (0,125 inch).
and assumed OAT. If any of the takeoff speeds are
higher at actual temperature the takeoff distance NOTE
must be corrected. The highest speeds at either This procedure may not be required or approved
actual or assumed temperature shall be used for by the national operating rules.
actual operation.
Compare the takeoff distance (if required). A reduction of V1 by 7 KIAS for Flaps 15 and 5
Compare the speeds at actual and assumed KIAS for Flaps 0 will allow the aircraft to lift off and
OAT.Reduce the available takeoff field length by reach a height of a least 15 ft within the takeoff dis-
200 ft per kt speed difference. Check that the re- tance. To reject the takeoff within the accelerate−
quired takeoff field length at the assumed OAT is stop distance, V1 must be reduced by 8 KIAS for
lower than or equal to the corrected available take- both flaps settings provided reverse thrust is used
off distance. If the required takeoff distance is lon- during retardation. It shall be observed that V1 must
ger, enter the TAKEOFF WEIGHT versus FIELD never be reduced below V1 MIN (VMCG limited V1).
LENGTH and CLIMB REQUIREMENT chart with
11. BRAKING ACTION CORRECTION
the corrected available takeoff field length. Read the
new limiting OAT.
NOTE
9.6 ESTABLISH THE LIMITING OAT
This correction may not be required or approved
The assumed or limiting OAT is the lower of the by the national operating rules.
OAT established in steps 9.2, 9.3, 9.4 and 9.5.
Braking action corrections are given as field length
9.7 ESTABLISH THE REDUCED TRQ SET- increment versus friction coefficient.
TING
It shall be observed that the increase in distances
Enter applicable TAKEOFF POWER setting table in are based on a reduction in V1 as for a wet runway.
AOM section 6.2 with airport pressure altitude and
the assumed OAT established in step 9.6. Read the 12. TAKEOFF FROM A PRECIPITATION
reduced TRQ setting. Compare the TRQ setting at COVERED RUNWAY
actual and assumed OAT. The assumed TRQ may Definition:
never be less 75% of rated or derated TRQ at actu-
al OAT. If the assumed TRQ is less, use 75% of A runway is considered to be covered by precipita-
rated or derated TRQ as the takeoff TRQ setting. tion when more than 25% of the surface (whether in
isolated areas or not) within the required length and
According to some operating regulations the re- width is covered by surface water, more than 3 mm
duced TRQ setting may never be less than the rec- (0,125 inch) deep, or by slush, wet or dry snow
ommended climb power setting at the actual OAT. equivalent to more than 3 mm (0,125 inch) of water.
28/1
PAGE 4
Sep 30/15

CT7−5A2/132
General
No data are presently included in the AOM. Opera- With Method B1 the distance read from the TAKE-
tion shall be performed in accordance with the AFM OFF WEIGHT versus FIELD LENGTH and CLIMB
if such data is included in the manual. REQUIREMENT tables must be increased by
200 ft.
13. TAKEOFF IN ICING CONDITIONS
Method C1
No special performance or speed corrections for ice
− Advance Power Levers to Flight Idle.
or snow accretion are given for takeoff in icing con-
− Release brakes.
ditions. It is assumed that the aircraft has been
− Set TAKEOFF POWER before 60 KIAS.
properly prepared on the ramp precluding accretion
of any significance of ice or snow during the takeoff With Method C1 the distance read from the
phase of the flight. TAKEOFF WEIGHT versus FIELD LENGTH and
CLIMB REQUIREMENT tables must be increased
14. TAKEOFF WITH INOPERATIVE (MMEL) by 700 ft.
EQUIPMENT
During the acceleration the TRQ will increase about
Included in this paragraph are only inoperative 5%. The takeoff performance is based on this
equipment which requires special considerations blooming effect and the TRQ shall not be corrected.
with regard to performance and/or takeoff proced-
When operating with CTOT inoperative the Gross
ures. A prerequisite is that the applicable approved
weight in the TAKEOFF WEIGHT versus FIELD
MMEL includes the equipment.
LENGTH and CLIMB REQUIREMENT charts shall
14.1 TAKEOFF WITH NOSE WHEEL STEERING be corrected as follows.
INOPERATIVE − The Climb Limited Gross Weight read from the
chart shall be reduced by 1000 lbs.
Takeoff power setting Method as for takeoff at low
− The Field Length Limited Gross Weight read from
braking action.
the Chart shall be reduced by 1000 lbs.
The field length read from the applicable TAKEOFF
The Obstacle Limited Gross Weight read from the
WEIGHT versus FIELD LENGTH and CLIMB RE-
TAKEOFF WEIGHT versus OBSTACLES charts
QUIREMENT chart must be increased by 650ft for
shall be reduced by 1000 lb.
Flaps 15 and 700 ft for Flaps 0 due to the power
setting method. 14.3 TAKEOFF WITH ANTI−SKID SYSTEM
INOPERATIVE
14.2 TAKEOFF WITH CTOT INOPERATIVE
Performance corrections are only given for flaps 15
Performance corrections are valid for flaps 0 and15.
and accordingly this flap setting is the only one au-
It shall be observed that the separate TRQ setting
thorized for takeoff. Maximum Speed for use of
tables (without CTOT) in AOM section 6.2 shall be
wheel brakes is 40 kts. Due to the highly efficient
used for torque setting.
carbon brakes the brake command is difficult to
Power setting Methods (with brakes on and Condi- modulate at higher speed. Brake application at
tion Lever at MAX). higher speed will most likely cause locked wheels
resulting in flat tires.
Method A1
− Set TAKEOFF POWER Power Setting Method:
− Release brakes. − Any method may be used with its distance cor-
rection.
Method B1
− Set 60% TRQ Because the brakes only may be used below 40
kts, the accelerate−stop distances will be signifi-
− Release brakes
cantly increased. For takeoff, the Takeoff Field
− Set TAKEOFF POWER before 45 KIAS
Length read from the TAKEOFF WEIGHT versus
28/1
PAGE 5
Sep 30/15

CT7−5A2/132
General
FIELD LENGTH and CLIMB REQUIREMENT
charts shall be multiplied by a factor of 2.1.
14.4 TAKEOFF WITH LANDING GEAR

SECURED EXTENDED
This paragraph covers operation with a faulty Land-

ing gear retraction/extension system and requires
the Landing gear to be secured in extended position
in accordance with procedures in the MMEL. Dis-
patch is not authorized into known or forecasted
icing conditions.
The T/O INH button must be pushed after Lift-off in
order to reset the takeoff inhibit function.
The increase in drag will affect the takeoff perfor-
mance as follows:
− The Climb Limited Gross Weight read from the
TAKEOFF WEIGHT versus FIELD LENGTH and
CLIMB REQUIREMENT charts shall be reduced
by 2500 lbs for Flaps 15 and 3100 lbs for Flaps
0.
− The Obstacle Limited Gross Weight read from
the TAKEOFF WEIGHT versus OBSTACLES
charts shall be reduced by 2500 lbs for Flaps 15
and 3100 lbs for Flaps 0.
15. LINE UP ALLOWANCES
The takeoff distance in the TAKEOFF WEIGHT vs

FIELD LENGTH chart does not include any Line Up
allowances.
The takeoff distance in the TAKEOFF WEIGHT vs
FIELD LENGTH chart, corrected for takeoff method
and braking action if applicable, should be in-
creased with the established Line Up allowance.
The Line Up allowance may vary pending the di-
mensions of the actual runway and the taxiway con-
necting to the runway.
NOTE
This procedure may not be required according to
the national operational requirements
28/1
PAGE 6
Sep 30/15

CT7−5A2/132
General
16. EXAMPLE
STEP 2: Establish the Brake Energy Lim-
16.1 CALCULATION OF MAX TAKEOFF ited Takeoff Weight.
GROSS WEIGHT (NO OBSTACLE) Use the BRAKE ENERGY LIMITED
TAKEOFF WEIGHTS chart applicable
GIVEN: Flaps . . . . . . . . . . . . . . . 0 to Flaps 0.
ECS . . . . . . . . . . . . . . . . OFF Enter the graph at 0 C , follow the 0
line until intercepting the Sea Level
ENG A/I . . . . . . . . . . . . . OFF
Pressure Altitude Line, and read the
Power setting method . A Limiting Gross Weight. The Limiting
Airport Pressure Gross Weight is more than 28 600 lb
Altitude . . . . . . . . . . . . . 2000 ft i.e. the takeoff is not limited by the
brake energy.
Takeoff Field Length
Available . . . . . . . . . . . . 5 870 ft STEP 3: Enter TIRE SPEED LIMITED TAKE-
OFF WEIGHT chart with: OAT 0C
RWY Slope . . . . . . . . . . 1% uphill
and airport pressure altitude 2 000 ft.
OAT . . . . . . . . . . . . . . . . 0C
Tire speed limited takeoff weight is
Reported Braking more than 29 000 lb.
Action . . . . . . . . . . . . . . 0.33 Takeoff Weight
Wind component . . . . . 10 kts Use the same chart as in step 1.
headwind
a. Enter the Pressure Altitude graph at
FIND: Maximum Takeoff Weight. 0C. Follow the 0C line until inter-
cepting the 2000 ft Pressure Altitude
STEP 1: Establish the Climb Limited Take-
effect line then go to the Ref. Line at
off Weight.
the Gross Weight graph.
Use the TAKEOFF WEIGHT FLAPS
b. Correct the available Takeoff Field
0 versus FIELD LENGTH and CLIMB
Length for braking action 0,33, which
REQUIREMENT chart for ECS OFF
gives a distance of 5 870 − 470 =
and ENG A/I OFF.
5 400 ft corrected Takeoff Field
Enter the Climb Limit: gross weight Length.
graph at 0C, follow the 0C line until c. Enter Slope Effect Graph at 5 400 ft.
intercepting the 2000 ft Pressure Alti- Go from 1% uphill Line down to Ref.
tude. In this case, it is more than then go to 10 kts Headwind Line, fol-
29 000 lb i.e. the takeoff is not limited low guideline to the Ref. and then in
by the climb requirement. Read and to the Weight Effect graph.
correct this weight for RWY slope
−120 lb, if applicable, to obtain a d. Continue with step 3a. From the Ref.
Line follow the effect line until inter-
Climb Limited Take−off weight, which
cepting the horizontal line from step
in this case is above 28 000 lb.
3 c. Read the Limiting Weight. In this
case 28 400 lb.
ANSWER: Maximum Takeoff Weight is 28 000 lb

(Lowest of step 1, 2, 3 or structural
MTOW).
28/1
PAGE 7
Sep 30/15

CT7−5A2/132
General
16.2 CALCULATION OF TAKEOFF FIELD Enter the Pressure Altitude graph at
LENGTH REQUIRED (No obstacle) +20C, follow 20C line until inter-
cepting the Sea Level line. Then, go
GIVEN: Flaps . . . . . . . . . . . . . . . 15 to the Ref. line at the Gross Weight
ECS . . . . . . . . . . . . . . . . OFF graph, follow the effect line until
27 400 lb then proceed to the Wind
ENG A/I . . . . . . . . . . . . . OFF
Effect Ref. line. Follow line to 5 kts
Power setting method . C Headwind, then go to the Slope Ref.
Airport Pressure line. Follow line to 0.5% downhill then
Altitude . . . . . . . . . . . . . Sea level read uncorrected Takeoff Field Length
of 3800 ft. Since takeoff is planned
RWY Slope . . . . . . . . . . 0.5%
with method C, add 650 ft to uncor-
downhill
rected Takeoff Field Length, thus giv-
OAT . . . . . . . . . . . . . . . . + 20C ing 3 800 + 650 = 4 450 ft which is
Takeoff Weight . . . . . . . 27 400 lb the required Takeoff Field Length.
Wind component . . . . . 5 kts head- ANSWER: Takeoff Field Length required is
wind 4 450 ft.
FIND: Required Takeoff Field Length.
STEP 1: Establish the Climb Limited Take-

off Weight.
15 versus FIELD LENGTH and
CLIMB REQUIREMENT Chart for
ECS OFF and ENG A/I OFF.
Enter the Climb Limit Gross Weight
graph at 20C, follow the 20C line
until intercepting the Sea Level Pres-
sure Altitude Line. It is 28 800 lb i.e.
the takeoff is not limited by the climb
requirement. Read and correct this
weight for RWY Slope, if applicable,
to obtain a Climb Limited Takeoff
weight, which in this case is above
28 000 lb.
STEP 2: Establish the Brake Energy Lim-

ited Takeoff Weight.
At this flaps setting brake energy is
never limiting with this Wind Compo-
nent. (See paragraph 5 in this sec-
tion).
STEP 3: Establish the Required Takeoff

Field Length.
Use the same chart as in step 1.
28/1
PAGE 8
Sep 30/15

CT7−5A2/132
General
16.3 CALCULATION OF MAX TAKEOFF
GROSS WEIGHT WITH REGARD TO
OBSTACLE
GIVEN: Flaps . . . . . . . . . . . . . . . 0
ECS . . . . . . . . . . . . . . . . OFF
ENG A/I . . . . . . . . . . . . . OFF
Airport Pressure
Altitude . . . . . . . . . . . . . 2 000 ft
OAT . . . . . . . . . . . . . . . . +20C
Obstacle Distance from
RWY End . . . . . . . . . . . 12 000 ft
Obstacle Height above
RWY End . . . . . . . . . . . 500 ft
Wind component . . . . . 10 kts
headwind
FIND: Maximum Takeoff Weight.

STEP 1: Establish the Maximum Takeoff
Weight.
0 versus OBSTACLES chart applica-
ble to ECS OFF and ENG A/I OFF.
a. Enter from the left with 500 ft ob-
stacle height and from below with
12 000 ft obstacle distance. Read
the uncorrected gross weight of
25 100 lb where the lines intercept.
b. Correct the gross weight for 10 kts
headwind.
25 100 lb + 10 kts x 20 lb =
25 300 lb
c. Correct the Gross Weight for Press.
Alt. 2000 ft and OAT + 20C.
25 300 lb − 915 lb = 24 385 lb
ANSWER: Maximum Takeoff Weight with regard

to obstacle is 24 385 lb.
28/1
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CT7−5A2/132
General
28/1
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RATED POWER / Flaps 15
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RATED PWR / Flaps 0
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CT7−5A2/132
RATED PWR / Flaps 15 / 0
BRAKE ENERGY LIMITED TAKEOFF WEIGHTS
ECS ON or OFF
ENG A/I ON or OFF
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RATED PWR / Flaps 0
TIRE SPEED LIMITED TAKEOFF WEIGHT FLAPS 0
ECS ON or OFF
ENG A/I ON or OFF
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PAGE 2
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Aircraft Operations Manual SERVICE CEILING
CONTENTS
Service Ceiling
29/1 General
29/2 All engines
29/3 One engine
29/4 Drift down
29 −CONTENTS
PAGE 1
Sep 30/15
29 −CONTENTS
PAGE 2
Sep 30/15

CT7−5A2/132
General
1. GENERAL − One engine operating at MAX CONTINUOUS
POWER and the other inoperative with the pro-
Included in this section are One Engine and All En-
peller feathered.
gines service ceiling and drift down charts. Sepa-
− Flaps and Landing gear retracted.
rate charts are given for residual airframe and pro-
− ECS ON
peller ice.
− Climb speed:
2. ALL ENGINE  Engine Anti−Ice OFF: VCLEAN + 5
2.1 ALL ENGINES SERVICE CEILING  Engine Anti−Ice ON: VCLEAN +15
The All Engine service ceiling charts give the high- 3.2 ONE ENGINE SERVICE CEILING WITH
est gross ceiling which the aircraft can reach. This RESIDUAL AIRFRAME & PROPELLER ICE
means that the altitude read in the chart are
reached without any remaining climb gradient. The service ceiling chart assumes a reduction in
power and an increase in drag established from
The performance is based on the following condi- flight tests. The performance is based on the same
tions. conditions as without ice except for the climb speed
− Both engines operating at MAX CLIMB POWER. VCLEAN + 15 which shall be used. Also see
− Flaps and Landing gear retracted. section 32.
− ECS ON.
3.3 DRIFT DOWN
− Climb speed:
 Engine Anti−Ice OFF: VCLEAN + 5 The drift down performance is presented as net
data which means that at final altitude the aircraft
 Engine Anti−Ice ON: VCLEAN + 15
can maintain a 1.1% climb gradient.
2.2 ALL ENGINE SERVICE CEILING WITH The drift down performance is based on the same
RESIDUAL AIRFRAME AND conditions as the ONE ENGINE SERVICE CEIL-
PROPELLER ICE ING performance.
The service ceiling chart assumes a reduction in 3.4 DRIFT DOWN WITH RESIDUAL AIR-
thrust and an increase in drag established from FRAME & PROPELLER ICE
flight tests. The performance is based on the same
The drift down performance assumes a reduction in
conditions as without ice except for the climb speed
VCLEAN +15 which shall be used. Also see thrust and an increase in drag established from
flight tests.
section 32.
The drift down performance is based on the same
3. ONE ENGINE
conditions as the ONE ENGINE SERVICE CEIL-
ING WITH RESIDUAL AIRFRAME AND PROPEL-
3.1 ONE ENGINE SERVICE CEILING
LER ICE performance.
The One Engine service ceiling is presented as net
4. SERVICE CEILING WITH
ceiling with 1.1% gradient. This means that the alti-
INOPERATIVE (MMEL) EQUIPMENT
tude read in the charts is the highest altitude at
which the aircraft can maintain a 1.1% climb gradi- Included in this paragraph are only inoperative
ent. equipment which require special considerations with
The performance is based on the following condi- regard to performance. A prerequisite is that the
tions: applicable approved MMEL includes the equipment.
29/1
PAGE 1
Dec 01/15

CT7−5A2/132
General
4.1 OPERATING WITH LANDING GEAR
EXTENDED
Operation into known or forecasted icing conditions

is not authorized.
The increase in drag will affect the enroute perfor-
mance as follows:
− Before entering the ONE ENGINE and ALL
ENGINES SERVICE CEILING charts increase
the actual Gross Weight with 3900 lbs.
− Before entering the DRIFT DOWN charts in-
crease the actual gross weight with 3900 lbs.
The speed VCLEAN +5 shall be based on actual
Gross Weight.
5. EXAMPLE DRIFT DOWN
GIVEN: Altitude at Engine

failure . . . . . . . . . . . . . . . . 21 000 ft
Weight at engine
failure . . . . . . . . . . . . . . . . 24 000 lb
Temperature . . . . . . . . . . ISA
Wind component . . . . . . . 10 kts
headwind
ENG A/I . . . . . . . . . . . . . . ON
Power setting . . . . . . . . . . MAX
CONT
Speed . . . . . . . . . . . . . . . . VCLEAN−ICE
FIND: Distance to 15 000 ft.
STEP 1: Use DRIFT DOWN chart for ENG A/I

ON and ISA.
Enter the chart at 21 000 ft, go to 24
000 lb line, go to the Wind Ref. line
and then down to 10 kts headwind.
Read distance = 19 Nm.
Enter at 15 000 ft, go to 24 000 lb line,
then down to the Wind Ref. line, follow
line down to 10 kts headwind and read
distance = 68 Nm
STEP 2: Distance from 21 000 ft to
15 000 is 68 − 19 = 49 nm.
ANSWER: Distance to 15 000 ft is 49 nm.
29/1
PAGE 2
Dec 01/15

CT7−5A2/132
All engines
ALL ENGINES SERVICE CEILING ECS ON
GROSS SERVICE CEILING (0% CLIMB GRADIENT)
MAX CLIMB POWER

PRPM 1250 − 1330
ENG A/I OFF
SPEED : VCLEAN +5 kt
Pressure altitude (ft)
WEIGHT
1000 lb ISA −20 ISA −10 ISA ISA +10 ISA +20 ISA +30
19 31 000 31 000 31 000 31 000 29 810 26 470

20 31 000 31 000 31 000 31 000 28 750 25 830
21 31 000 31 000 31 000 31 000 27 910 25 550
22 31 000 31 000 31 000 30 660 27 580 25 270
23 31 000 31 000 31 000 30 250 27 250 24 940
24 31 000 31 000 31 000 29 620 26 760 23 740
25 31 000 31 000 30 690 28 600 25 720 22 580
26 31 000 31 000 29 890 27 600 24 680 21 440
27 31 000 30 300 28 870 26 640 23 630 20 330
28 30 230 29 440 27 980 25 710 22 580 19 280
ENG A/I ON
SPEED : VCLEAN−ICE
29/2
PAGE 1
Dec 01/15

CT7−5A2/132
All engines
ALL ENGINES SERVICE CEILING WITH
RESIDUAL AIRFRAME AND PROPELLER ICE
GROSS SERVICE CEILING (0% CLIMB GRADIENT)
ECS ON ENG A/I ON
MAX CLIMB POWER

PRPM 1270 − 1384
WEIGHT
1000 lb ISA −20 ISA −10 ISA ISA +10 ISA +20
19 31 000 31 000 30 660 27 890 24 280

20 31 000 31 000 29 410 26 600 23 040
21 30 550 30 390 28 200 25 320 21 830
22 29 620 29 300 27 040 24 060 20 650
23 28 710 28 230 25 900 22 820 19 440
24 27 800 27 160 24 780 21 580 18 180
25 26 900 26 110 23 670 20 370 16 940
26 26 000 25 080 22 570 19 220 15 720
27 25 110 24 060 21 480 18 120 11 900
28 24 240 23 070 20 410 17 040 10 850
29/2
PAGE 2
Dec 01/15

CT7−5A2/132
One engine
ONE ENGINE SERVICE CEILING ECS ON
NET SERVICE CEILING (1.1% CLIMB GRADIENT)
PRPM 1384
ENG A/I OFF
SPEED : VCLEAN +5 kt
WEIGHT
1000 lb ISA −30 ISA −20 ISA −10 ISA ISA +10 ISA +20 ISA +30 ISA +40
19 23 250 23 120 22 740 21 570 19 770 17 270 14 650 12 300

20 22 040 21 900 21 390 20 150 18 260 15 680 13 070 10 640
21 20 860 20 690 20 050 18 830 16 770 14 130 11 510 8 980
22 19 730 19 560 18 840 17 530 15 300 12 600 10 000 7 320
23 18 720 18 510 17 650 16 240 13 880 11 080 8 550 5 710
24 17 720 17 490 16 470 14 970 12 470 9 620 7 110 4 080
25 16 730 16 450 15 300 13 640 11 080 8 270 5 690 2 340
26 15 740 15 370 14 160 12 340 9 710 6 950 4 240 270
27 14 770 14 290 13 040 11 060 8 370 5 660 2 750 −
28 13 840 13 220 11 940 9 800 7 060 4 360 1 320 −
ENG A/I ON
29/3
PAGE 1
Dec 01/15

CT7−5A2/132
One engine
ONE ENGINE SERVICE CEILING WITH
NET SERVICE CEILING (1.1% CLIMB GRADIENT)
ECS ON ENG A/I ON

PRPM 1384
WEIGHT
1000 lb ISA −30 ISA −20 ISA −10 ISA ISA +10
19 18 670 17 850 16 470 14 150 11 310

20 17 390 16 510 14 960 12 540 9 410
21 16 130 15 190 13 460 10 920 7 220
22 14 900 13 900 11 970 9 230 5 470
23 13 680 12 630 10 510 7 720 4 000
24 12 510 11 340 9 010 6 030 2 540
25 11 390 10 070 7 740 4 300 1 050
26 10 060 8 560 6 380 2 550 −
27 6 580 5 230 3 980 1 040 −
28 3 180 1 700 480 − −
29/3
PAGE 2
Dec 01/15

CT7−5A2/132
Drift down
DRIFT DOWN NET GRADIENT (1.1 %)
ECS ON
ISA −20
ENG A/I OFF
MAX CONTINUOUS POWER PRPM 1384
A26728
29/4
PAGE 1
Dec 01/15

CT7−5A2/132
Drift down
ECS ON
ISA
ENG A/I OFF
A26729
29/4
PAGE 2
Dec 01/15

CT7−5A2/132
Drift down
ECS ON
ISA +20
ENG A/I OFF
A26730
29/4
PAGE 3
Dec 01/15

CT7−5A2/132
Drift down
ECS ON
ISA −20
ENG A/I ON
VCLEAN−ICE
29/4
PAGE 4
Dec 01/15

CT7−5A2/132
Drift down
ECS ON
ISA
ENG A/I ON
VCLEAN−ICE
29/4
PAGE 5
Dec 01/15

CT7−5A2/132
Drift down
ECS ON
ISA +10
ENG A/I ON
VCLEAN−ICE
29/4
PAGE 6
Dec 01/15

CT7−5A2/132
Drift down
DRIFT DOWN WITH RESIDUAL AIRFRAME & PROPELLER ICE
NET GRADIENT (1.1 %)
ECS ON
ISA −20
ENG A/I ON
VCLEAN−ICE
−KIAS
A34089
29/4
PAGE 7
Dec 01/15

CT7−5A2/132
Drift down
ECS ON
ISA
ENG A/I ON
VCLEAN−ICE
−KIAS
A34090
29/4
PAGE 8
Dec 01/15

CT7−5A2/132
Drift down

ECS ON ISA +10
ENG A/I ON MAX CONTINUOUS POWER PRPM 1384
VCLEAN−ICE
−KIAS
A34091
29/4
PAGE 9
Dec 01/15

CT7−5A2/132
Drift down
29/4
PAGE 10
Dec 01/15
Aircraft Operations Manual LANDING
CONTENTS
Landing
30/1 General
30/2 Approach climb
30/3 Landing
30 −CONTENTS
PAGE 1
Sep 30/15
30 −CONTENTS
PAGE 2
Sep 30/15

CT7−5A2/132
General
1. GENERAL around procedures. The approach climb speed
used in establishing the gradient is in most cases
The performance presented in this AOM section is
higher than the speed used in the go−around proce-
a simplification of the performance found in the
dure.
AFM. For optimum performance use the AFM. The
corrections can be used with both AFM and AOM 3. LANDING FIELD LENGTH AND SPEED
performance.
The demonstrated landing distance from 50 ft at the
2. CLIMB LIMITED LANDING WEIGHT runway threshold or equivalent with VREF speed to
a full stop is equal to 60% of the required landing
The weight is limited by the ability to either achieve
field length (1.67 x demonstrated landing distance)
an approach climb gradient of 2.1% or a landing
given in the LANDING FIELD LENGTH charts. The
climb gradient of 3.2%. On the SAAB 340 the ap-
landing weight obtained for a given landing field
proach climb requirement is always the more limit-
length is equal to the maximum landing weight for
ing.
that runway length. The landing field length ob-
tained for a given gross weight is equal to the re-
NOTE quired runway length.
In many countries an approach climb gradient of Some operating regulations requires that the above
2.5% is required for CAT II approaches. This re- 60% rule shall be applied to both destination and
quirement is not covered by the performance alternate airport while other operating regulations
presented in the AOM. allow the demonstrated landing distance to be 70%
of the required landing field length (1.43 x demon-
strated landing distance) at the alternate airport. All
NOTE
landing field lengths in AOM section 6/5.2 are
For aircraft on Canadian register, see supple- based on the 60% rule. Transformation to the 70%
ment 37/3. rule for alternate airport if so desired must be per-
formed by each operator.
The approach climb requirement is based on the
following assumptions.
NOTE
− Approach flaps (7 or 20).
JAR OPS 1 requires an operational factor of
− Landing Gear retracted.
1/0.7 (1.43 x demonstrated landing distance) for
− Left engine (critical engine) inoperative and pro-
dry runways with an additional distance factor of
peller feathered. (A coarsened propeller causes
1.15 for wet runways.
less drag than a feathered, hence a coarsened
propeller also fulfills the requirement). The LANDING FIELD LENGTH and consequently
− Right engine set at T/O POWER. the required runway length is based on the following
Engine anti−ice OFF conditions.
− A speed of 1.36 x VS7 or VMCL whichever is high- − Landing flaps (20 or 35).
er for flaps 7 and a speed of 1.34 x VS20 or VMCL − Both engines at Flight Idle (FI) at 50 ft. Ground
whichever is higher for flaps 20. Idle (GI) selected after touch down.
Engine anti−ice ON − Application of maximum braking.
− A speed of VREF +20 Upon touch−down it is very important to bring the
PL’s back to GI without any unnecessary delay. De-
It is very important to understand that the climb lim-
laying this action will result in a considerable in-
ited landing weight tables are based on certification
crease in stopping distance. Reverse thrust, PL be-
requirements which are to be met under specific
low GI, has not, due to regulations, been used in
conditions. Neither the gradient nor the speed can
calculating landing performance, however it may be
be used for obstacle calculations or to develop go−
used whenever desired.
30/1
PAGE 1
Sep 30/15

CT7−5A2/132
General
3.1 LANDING FIELD LENGTH CORRECTIONS and available landing field length shall be accept-
able under these circumstances.
It shall be observed that all the landing corrections
in AOM section 30 may not be required by the na- 5. APPROACH AND LANDING IN ICING
tional operating rules. It is up to each individual op- CONDITIONS
erator to establish which corrections must be per-
formed to meet the national regulations. It should 5.1 GENERAL
further be noted that operators who perform correc-
Ice on the wings will increase the stall speed.
tions for WET RUNWAY shall, when performing
Therefore, an airspeed of not less than VREF +10
BRAKING ACTION corrections, combine this with
(For aircraft on Canadian register, see supplement
WET RUNWAY corrections regardless of if the run-
37/3) shall be used as the minimum speed in land-
way is wet or not. The WET RUNWAY correction
ing configuration. The speed shall never be less
consists of 115% of the Dry Landing Field Length.
less than 1.4 x Vs (1.5 x Vs for aircraft on Canadian
The landing distance in the LANDING FIELD register) in any other configuration.
LENGTH chart is based on dry runway with a possi-
1.4 x VS gives the same margin to stall with residual
bility to add correction for wet runway. Landing dis-
ice as 1.3 x VS without residual ice (not valid for
tance correction factors are provided for Contami-
aircraft on Canadian register).
nated runway reported water, slush, wet or dry or
compact snow or Ice covered runways. For the ap- 5.2 CLIMB LIMITED LANDING WEIGHT WITH
plicable aircraft configuration apply the distance RESIDUAL AIRFRAME ICE
correction factor to the dry landing field lengh. Read
the distance factor in the CONTAMINATED RUN- With residual airframe ice the climb gradient is de-
WAY CORRECTION table. graded. When dispatching into known icing condi-
tions and the forecasted temperature at the destina-
If dispatching with limitations in accordance with the tion is less than 5C, these charts shall be used to
MMEL, the MMEL corrections shall be performed establish the maximum APPROACH CLIMB LIM-
before making other corrections. ITED LANDING WEIGHT.
4. LANDING DISTANCE OR WEIGHT CAL- 6. LANDING WITH INOPERATIVE (MMEL)
CULATION IN CONNECTION WITH IN- EQUIPMENT
FLIGHT MALFUNCTIONS
Included in this paragraph are only inoperative
The demonstrated landing distance is equal to 60% equipment which requires special considerations
of the required landing field length at destination. with regard to performance and/or Landing proce-
The above rule is valid for all normal planning. dures. A prerequisite is that the applicable MMEL
In cases where a malfunction occurs en route, the includes the equipment.
60% rule cannot always be applied. This depends
6.1 LANDING WITH ANTI−SKID SYSTEM IN-
upon type of malfunction, available runways within
OPERATIVE
the range of the aircraft etc.
Therefore the Distance Factor stated for a certain Maximum Speed for use of wheel brakes is 40 kts.
malfunction in the Abnormal and Emergency check- Due to the high efficient carbon brakes the brake
lists in the AOM is always related to demonstrated command is difficult to modulate at higher speed.
landing distance if not otherwise explicitly stated. Brake application at higher speed will most likely
Accordingly a Distance Factor below 1.67 will result cause locked wheels resulting in flat tires.
in a landing distance not exceeding the required Because the brakes only may be used below 40 kts
landing field length. It is the responsibility of each the Landing distance will be significantly increased.
individual operator and the Pilot−in−Command to When calculating the Landing distance the Landing
decide what relationship between landing distance Field Length shall be correct for a Runway with
braking friction coefficient below 0.15.
30/1
PAGE 2
Sep 30/15

CT7−5A2/132
General
6.2 LANDING WITH LANDING GEAR
STEP 1: Establish the Climb Limited Landing
SECURED EXTENDED
Weight.
This paragraph covers operation with a faulty Land- Use the APPROACH CLIMB LIM-
ing gear retraction/extension system and requires ITED LANDING WEIGHTS AP-
the Landing gear to be secured in extended posi- PROACH FLAPS 20 chart applicable
tion, prior to dispatch, in accordance with the to ENG A/I OFF. (All approach climbs
MMEL. are based on ECS OFF).
The increase in drag will affect the APPROACH Enter the graph at 20C OAT, follow
CLIMB LIMITED LANDING WEIGHTS performance the 20C line upwards until intercept-
as follows: ing the S.L. Pressure Altitude Line,
− the Approach Climb Limited Gross Weight shall proceed to the right and read the
be reduced with 2900 lbs for Approach Flaps 20 Climb Limited Gross Weight
and 3600 lbs for Approach Flaps 7 28 800 lb i.e. the landing is not limited
by the approach climb requirement.
7. EXAMPLE
STEP 2: Establish the Landing Field Length
7.1 CALCULATION OF MAX LANDING GROSS Limited Landing Weight.
WEIGHT Use the LANDING FIELD LENGTH
chart applicable to Landing Flaps 35.
GIVEN: Landing Flaps . . . . . . . . . 35 Enter the graph with wet RWY dis-
ENG A/I . . . OFF tance 5000 ft and follow the effect line
Airport Pressure to establish the equivalent dry RWY
distance. Continue left to 10 kts tail
Altitude . . . . . . . . . . . . . Sea level
wind, follow effect line to the Ref. line.
Landing Field Continue left until intercepting the
Length Available . . . . . 5 000 ft S.L. effect line and read the Limiting
OAT . . . . . . . . . . . . . . . . 20 C Landing Weight. The Limited Landing
Weight is more than 28 000 lb i.e. the
RWY condition . . . . . . . wet
Landing is limited by the structural
Wind component . . . . . 10 kts tail- Max Landing Weight 28 000 lb.
wind
Operational factor . . . . 1/0.6
FIND: Maximum Landing Weight.
30/1
PAGE 3
Sep 30/15

CT7−5A2/132
General
7.2 CALCULATION OF LANDING FIELD STEP 2: Establish the Required Landing Field
LENGTH REQUIRED Length corrected for Braking Action.
Use the BRAKING ACTION
GIVEN: Landing Flaps . . . . . . . . . 20 CORRECTION table applicable to
ENG A/I . . . . . . . . . . . . . . ON Landing Flaps 20.
Airport Pressure Enter the table with Braking Action fig-
Altitude . . . . . . . . . . . . . . 4000 ft ure 0.32 and read the correction 710 ft
(no credit is taken for reverse).
OAT . . . . . . . . . . . . . . . . . − 10
Corrected Landing Field Length 3900
Landing Weight . . . . . . . 25 000 lb
+710 = 4 610 ft. This is the Landing
Wind Component . . . . . . 10 kts Field Length in countries, where na-
headwind tional regulations do not require wet
Reported Braking RWY correction (see paragraph 3.1. in
Action . . . . . . . . . . . . . . . 0.32 this chapter).
Operational factor . . . . . 1/0.6 Corrected Landing Field Length 4400

+ 710 = 5 110 ft. This is the Landing
No credit for reverse to be taken
Field Length in countries where na-
FIND: Required Landing Field Length. tional regulations require wet RWY
conditions.
STEP 1: Establish the Required Landing Field
Length. ANSWER: Required Landing Field Length is
Use the LANDING FIELD LENGTH 4 610 ft or 5 110 ft.
chart applicable to Landing Flaps 20.
Enter the Pressure Altitude graph at
25 000 lb landing weight. Follow the
line upwards until intercepting the
4 000 ft pressure altitude effect line.
Proceed to the right until reaching the
wind Ref. line. Follow the effect line to
10 kts headwind. Continue to the right
and read the uncorrected Landing
Field Length 3 900 ft for a dry runway,
or if required by national regulation
4 400 ft for a wet runway.
30/1
PAGE 4
Sep 30/15

CT7−5A2/132
RATED PWR / Approach Climb
APPROACH CLIMB LIMITED LANDING WEIGHTS
A/I ON A/I OFF

ECS OFF APPROACH FLAPS 75 ECS OFF
A/I ON A/I OFF

ECS OFF ECS OFF
APPROACH FLAPS 205
A26738
30/2
PAGE 1
Sep 30/15

CT7−5A2/132
RATED PWR / Approach Climb
APPROACH CLIMB LIMITED LANDING WEIGHTS

WITH RESIDUAL AIRFRAME AND PROPELLER ICE
A/I ON
ECS OFF
A26739
30/2
PAGE 2
Sep 30/15

CT7−5A2/132
RATED PWR / Landing
LANDING FIELD LENGTH
A26740
30/3
PAGE 1
Sep 30/15

CT7−5A2/132
RATED PWR / Landing
LANDING FIELD LENGTH CORRECTIONS

AIRPORT ELEVATION TO PRESSURE ALTITUDE CORRECTION
NOTE
This correction may not be required by national operating rules. Correction (ft) to be added (with sign) to
airport elevation to obtain pressure altitudes.
A26741
BRAKING ACTION CORRECTION

ADD CORRECTION TO REQUIRED LANDING FIELD LENGTH SUBTRACT CORRECTION FOR
AVAILABLE FIELD LENGTH
LANDING FLAPS 20_
Reported LANDING FIELD LENGTH CORRECTION (ft)

Runway
condition friction Reverse on Reverse not
coefficient both engines available
Good  0.40 No correction No correction
Medium to good 0.39 − 0.35 225 330
Medium 0.34 − 0.30 480 710
Medium to poor 0.29 − 0.25 790 1 135
Poor 0.24 − 0.20 1 110 1 750
0.19 − 0.15 1 600 2 600
 0.15 2 600 5 100
LANDING FLAPS 35_
Reported LANDING FIELD LENGTH CORRECTION (ft)

Runway
condition friction Reverse on Reverse not
coefficient both engines available
Good  0.40 No correction No correction
Medium to good 0.39 − 0.35 225 330
Medium 0.34 − 0.30 480 710
Medium to poor 0.29 − 0.25 790 1 135
Poor 0.24 − 0.20 1 110 1 750
0.19 − 0.15 1 600 2 600
 0.15 2 600 5 100
30/3
PAGE 2
Sep 30/15

CT7−5A2/132
RATED PWR / Landing
CONTAMINATED RUNWAY CORRECTION

Multiply Landing Field Length required with correction factor or divide Landing Field Length available with
correction factor.
Precipitation covered runway Flaps 20 Flaps 35

Water Covered RWY 3−5 mm 1.79 1.92
6−8 mm 1.70 1.82
9−18 mm 1.62 1.73
Slush Covered RWY 3−5 mm 1.75 1.87
6−8 mm 1.66 1.77
9−18 mm 1.58 1.69
Wet Snow Covered RWY 6−11 mm 1.65 1.74
12−17 mm 1.56 1.63
18−26 mm 1.51 1.57
Dry Snow Covered RWY 6−11 mm 1.70 1.78
12−17 mm 1.58 1.65
18−26 mm 1.55 1.61
Compact Snow Covered RWY 1.44 1.52
Very Low Friction RWY (Wet Ice) 2.58 2.79
30/3
PAGE 3
Sep 30/15

CT7−5A2/132
RATED PWR / Landing
30/3
PAGE 4
Sep 30/15
Aircraft Operations Manual RANGE
CONTENTS
Range
31/1 General
31/2 Normal Range
31/3 Long Range
31 −CONTENTS
PAGE 1
Sep 30/15
31 −CONTENTS
PAGE 2
Sep 30/15

CT7−5A2/132
General
1. GENERAL correction table at the end of each set of range
tables.
Two ways of calculating Climb, Cruise and Descent
Performance are possible. 3. LONG RANGE
Alt. 1: LONG RANGE cruise is based on the speed for
− Use the RANGE tables in this section which cov- 99% of best Specific Air Range (SAR). LONG
er all the segments. RANGE cruise gives under most conditions a
Alt. 2: longer range at lower speed relative to the
NORMAL RANGE cruise performance. However,
− Use CLIMB, SPEED AND SAR and DESCENT
under some conditions LONG RANGE cruise speed
PLANNING tables in AOM section 32 for calcula-
requires a power equal to or greater than MAX
tion of respective segments.
CRUISE POWER. LONG RANGE and NORMAL
Two set of range performance are available, NOR- RANGE cruise will then be equal. As an approxi-
MAL RANGE and LONG RANGE. As a comple- mate rule LONG RANGE and NORMAL RANGE
ment, DIVERSION PLANNING tables are available. are equal if two or three of the parameters High
weight / High OAT / High cruising altitude are
2. NORMAL RANGE
combined.
NORMAL RANGE performance gives the highest The LONG RANGE tables are based on the same
cruise speed and accordingly the shortest flying assumptions as the NORMAL RANGE tables ex-
time. cept for the power setting during cruise.
The NORMAL RANGE tables are based on the fol- Power setting method during cruise:
lowing assumptions:
1. Adjust speed to FD/AP advisory cruise
Takeoff power: TAKEOFF POWER. speed.
Climb power: MAX CLIMB POWER. 2. Enter applicable SPEEDS LONG RANGE
tables with OAT, Gross Weight and Flight
Climb speed: FD/AP High speed climb mode.
Level. Readjust the speed.
Cruise power: MAX CRUISE POWER.
3. Enter applicable MAX CRUISE POWER
Torque table in AOM section 26 with OAT
Descent: Set torque to achieve Rate−of−descent
and Speed in accordance with DE- and Flight Level. Check Torque not to exceed
SCENT PLANNING tables in AOM sec- MAX CRUISE POWER.
tion 32.
Torque equal to MAX CRUISE POWER means that
Fuel burn and time, for takeoff and landing as fol- NORMAL RANGE is equal to LONG RANGE.
lows, are included in the tables: 4. NORMAL RANGE/LONG RANGE COR-
RECTIONS
Takeoff: 28 lb fuel and 1 minute.
Landing: 100 lb fuel and 6 minutes. The distance must be corrected for wind component
to establish the ESAD (Equivalent Still Air Distance)
Fuel burn for engine start and taxiing are not in- before entering the NORMAL RANGE or LONG
cluded. RANGE tables.
The tables are based on a landing weight of NORMAL RANGE and LONG RANGE tables are
22 000 lb. only available for ENG A/I OFF. For ENG A/I ON
If the landing weight is higher or lower, the trip fuel fuel and time must be corrected.
has to be corrected for in accordance with the fuel
31/1
PAGE 1
Sep 30/15

CT7−5A2/132
General
Both corrections are found on the NORMAL 6. EXAMPLE
RANGE CORRECTIONS and LONG RANGE
CORRECTIONS pages. 6.1 CALCULATION OF TIME AND FUEL FOR
LONG RANGE
5. FLIGHT PLANNING
GIVEN: Ground Distance . . . . . 1200 Nm
5.1 FUEL FOR START OF ENGINES AND
TAXIING Tail Wind . . . . . . . . . . . . 30 kt
FL . . . . . . . . . . . . . . . . . . 210
Two engines start−up: 10 lb
Landing Weight . . . . . . 21 000 lb
Taxiing: 8 lb/min
Temperature . . . . . . . . . ISA
Fuel for start of engines and taxiing will be ECS . . . . . . . . . . . . . . . . ON
consumed when the aircraft is ready for takeoff and ENG A/I . . . . . . . . . . . . . OFF
can therefore be added to the permissible takeoff
weight, however, without exceeding the maximum FIND: Time and fuel for long range.
ramp weight. STEP 1: Enter the DISTANCE CORRECTED
ESAS FOR WIND table with:
5.2 FUEL AND TIME FOR TAKEOFF,
APPROACH AND LANDING tailwind . . . . . . . . . . . . . 30 kt
ground distance . . . . . . 1200 Nm
Fuel and Time for takeoff, straight in approach and
landing as follows are included in the NORMAL Read ESAD . 1067 Nm
RANGE and LONG RANGE tables. STEP 2: Enter the LONG RANGE table at
landing weight 22000 lb with:
Takeoff: 28 lb (1 minute)
ESAD . . . . . . . . . . . . . . . 1067
Approach and Landing: 100 lb (6 minutes)
FL . . . . . . . . . . . . . . . . . . 210
For full procedure approach, 50 lb Fuel and 3 Read Fuel . . 3590 lb
minutes shall be added to the values read in the
Time . . 4:43 (h:min)
RANGE tables.
ANSWER: After correction for landing weight
5.3 FUEL AND TIME FOR CLIMB, CRUISE 21000 lb: fuel 3590 − 65 = 3525 lb
AND DESCENT
For destination and alternate planning use NOR-

MAL RANGE or LONG RANGE performance as
applicable.
5.4 HOLDING FUEL
Fuel calculations are found in AOM section 32.
31/1
PAGE 2
Sep 30/15

CT7−5A2/132
General
6.2 CALCULATION OF TIME AND FUEL FOR
NORMAL RANGE
GIVEN: Ground Distance . . . . . 300 Nm

Tail Wind . . . . . . . . . . . . 30 kt
FL . . . . . . . . . . . . . . . . . . 130
Landing Weight . . . . . . 23 000 lb
Temperature . . . . . . . . . ISA
MAX CRUISE POWER
ECS . . . . . . . . . . . . . . . . ON
ENG A/I . . . . . . . . . . . . . OFF
FIND: Time and fuel for normal range.
STEP 1: Enter the DISTANCE CORRECTED

ESAD FOR WIND table with:
tailwind . . . . . . . . . . . . . 30 kt
ground distance . . . . . . 300 Nm
Read ESAD . 273 Nm
STEP 2: Enter the NORMAL RANGE table at

landing weight 22000 lb with:
ESAD . . . . . . . . . . . . . . . 273
FL . . . . . . . . . . . . . . . . . . 130
Read Fuel . . 1267 lb
Time . . 1:12 (h:min)
ANSWER: After correction for landing weight
23000 lb fuel 1267 + 5 = 1272 lb
31/1
PAGE 3
Sep 30/15

CT7−5A2/132
General
31/1
PAGE 4
Sep 30/15

CT7−5A2/132
Normal Range
NORMAL RANGE ECS ON ISA−205C
ENG A/I OFF
MAX CRUISE POWER PRPM 1250 − 1330
FUEL IN lb AND TIME IN HOURS : MINUTES

ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230 250 270 290
1500 5402 5146 4902

5:49 5:57 6:08
1450 5500 5227 4979 4743

5:31 5:37 5:45 5:56
1400 5315 5051 4812 4584

5:20 5:26 5:33 5:44
1350 5391 5130 4876 4645 4425

5:04 5:09 5:14 5:21 5:32
1300 5461 5195 4945 4700 4478 4266

4:50 4:53 4:58 5:03 5:10 5:19
1250 5256 5001 4760 4526 4312 4108

4:39 4:42 4:46 4:52 4:58 5:07
1200 5306 5050 4806 4575 4351 4146 3951

4:25 4:28 4:31 4:35 4:40 4:46 4:55
1150 5341 5089 4845 4612 4391 4176 3980 3793

4:12 4:14 4:17 4:20 4:24 4:29 4:35 4:43
1100 5401 5150 5113 4873 4640 4417 4206 4002 3814 3636
4:04 4:05 4:01 4:03 4:06 4:09 4:13 4:18 4:23 4:31
1050 5258 5156 4922 4886 4657 4435 4223 4022 3828 3649 3479
3:58 3:53 3:54 3:51 3:53 3:56 3:58 4:02 4:06 4:11 4:19
1000 5231 5110 5012 4921 4693 4659 4441 4231 4029 3839 3654 3484 3323
4:00 3:53 3:47 3:42 3:43 3:40 3:42 3:45 3:48 3:51 3:55 4:00 4:07
950 4974 4859 4765 4681 4465 4433 4225 4026 3835 3655 3480 3319 3167
3:47 3:41 3:36 3:32 3:32 3:29 3:31 3:34 3:37 3:40 3:44 3:48 3:55
900 4717 4608 4519 4441 4236 4206 4009 3821 3641 3471 3306 3154 3010
3:36 3:30 3:25 3:21 3:22 3:19 3:21 3:23 3:26 3:29 3:32 3:37 3:43
850 4461 4358 4274 4201 4008 3979 3794 3617 3448 3287 3133 2990 2855
3:24 3:19 3:14 3:10 3:11 3:08 3:10 3:12 3:15 3:18 3:21 3:25 3:31
800 4205 4108 4029 3961 3780 3753 3579 3413 3255 3104 2959 2826 2700
3:13 3:08 3:03 3:00 3:00 2:58 3:00 3:02 3:04 3:07 3:10 3:14 3:19
750 3949 3858 3784 3722 3552 3526 3363 3209 3061 2921 2786 2662 2544
3:01 2:56 2:52 2:49 2:49 2:47 2:49 2:51 2:53 2:56 3:00 3:02 3:07
700 3693 3608 3539 3482 3324 3300 3148 3005 2868 2738 2613 2498 2389
2:50 2:45 2:41 2:38 2:39 2:37 2:38 2:40 2:42 2:45 2:47 2:51 2:55
650 3438 3359 3295 3243 3096 3074 2933 2801 2675 2555 2440 2335 2235
2:38 2:34 2:30 2:27 2:28 2:26 2:28 2:30 2:31 2:34 2:36 2:39 2:44
600 3183 3110 3051 3004 2869 2848 2719 2597 2482 2373 2267 2172 2081
2:26 2:23 2:19 2:17 2:17 2:16 2:17 2:19 2:21 2:23 2:25 2:28 2:32
550 2928 2861 2807 2765 2641 2622 2504 2394 2289 2190 2095 2009 1926
2:15 2:11 2:09 2:06 2:07 2:05 2:06 2:08 2:10 2:12 2:14 2:16 2:20
500 2673 2613 2563 2525 2413 2396 2289 2190 2096 2007 1922 1845 1772
2:03 2:00 1:58 1:55 1:56 1:55 1:56 1:57 2:00 2:01 2:03 2:05 2:08
(Cont’d)
31/2
PAGE 1
Sep 30/15

CT7−5A2/132
Normal Range
NORMAL RANGE (Cont’d) ECS ON ISA−205C
ENG A/I OFF

ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230 250 270 290
450 2419 2365 2320 2287 2186 2171 2075 1987 1904 1825 1750 1683 1619
1:52 1:49 1:47 1:45 1:45 1:44 1:45 1:47 1:48 1:50 1:51 1:54 1:56
400 2165 2117 2077 2048 1959 1945 1861 1784 1711 1643 1578 1520 1465
1:40 1:38 1:36 1:34 1:35 1:34 1:35 1:36 1:37 1:39 1:40 1:42 1:45
350 1911 1869 1834 1809 1731 1719 1647 1581 1519 1461 1406 1358 1312
1:28 1:26 1:25 1:23 1:24 1:23 1:24 1:25 1:26 1:28 1:29 1:31 1:33
300 1657 1621 1591 1570 1504 1494 1432 1378 1327 1279 1234 1195 1158
1:17 1:15 1:14 1:13 1:13 1:13 1:13 1:15 1:16 1:17 1:18 1:20 1:21
280 1556 1523 1494 1475 1413 1404 1347 1297 1250 1206 1166 1130 1097
1:12 1:11 1:10 1:08 1:09 1:08 1:09 1:10 1:11 1:12 1:14 1:15 1:17
260 1455 1424 1397 1380 1323 1314 1261 1216 1173 1134 1097 1065 1036
1:08 1:06 1:05 1:04 1:04 1:04 1:05 1:06 1:07 1:08 1:09 1:10 1:12
240 1354 1325 1300 1284 1232 1224 1176 1134 1096 1061 1028 1000 975
1:03 1:02 1:01 1:00 1:00 1:00 1:01 1:02 1:03 1:04 1:05 1:06 1:07
220 1253 1226 1203 1189 1141 1134 1090 1053 1019 989 960 935 914
0:58 0:57 0:57 0:56 0:56 0:56 0:57 0:58 0:58 1:00 1:00 1:01 1:03
200 1151 1128 1107 1094 1051 1044 1005 972 943 916 891 870 853
0:54 0:53 0:52 0:51 0:52 0:52 0:52 0:53 0:54 0:55 0:56 0:57 0:58
180 1050 1029 1010 998 960 954 919 891 866 843 823 805 792
0:49 0:48 0:48 0:47 0:48 0:47 0:48 0:49 0:50 0:50 0:51 0:52 0:53
160 949 930 913 903 869 864 834 810 789 771 754 740 731
0:44 0:44 0:43 0:43 0:43 0:43 0:44 0:45 0:45 0:46 0:47 0:48 0:49
140 848 832 816 808 778 774 748 729 712 698 686 675 670
0:40 0:39 0:39 0:39 0:39 0:39 0:40 0:41 0:41 0:42 0:42 0:43 0:44
120 746 733 719 712 688 683 663 648 636 625 617 610
0:35 0:35 0:35 0:34 0:35 0:35 0:35 0:36 0:37 0:37 0:38 0:39
100 645 634 623 617 597 593 577 567 559 553 549
0:31 0:30 0:30 0:30 0:31 0:31 0:31 0:32 0:33 0:33 0:34
80 544 536 526 522 506 501 492 486
0:26 0:26 0:26 0:26 0:26 0:26 0:27 0:28
60 443 437 430 423 416 409
0:21 0:21 0:22 0:22 0:22 0:22
40 342 339 335 332 329
0:17 0:17 0:17 0:17 0:17
FUEL CORRECTION lb
ESAD FLIGTH LEVEL
(nm) 50 70 90 110 130 150 170 190 210 230 250 270 290
1500 25 25 35 40 50
1400 20 20 25 30 35 50
1300 20 20 25 30 35 45
1200 15 15 15 15 15 15 20 20 25 35 40
1100 20 15 15 10 10 15 15 15 15 20 25 30 40
1000 20 15 10 10 10 10 15 15 15 20 25 30 35
900 20 15 10 10 10 10 10 15 15 20 20 25 35
800 15 10 10 10 10 10 10 10 15 15 20 25 30
700 15 10 10 10 10 10 10 10 10 15 20 20 25
600 10 10 5 5 5 5 10 10 10 15 15 20 25
500 10 5 5 5 5 5 5 10 10 10 15 15 20
400 10 5 5 5 5 5 5 5 10 10 10 15 15
300 5 5 5 5 5 5 5 5 5 10 10 10 15
200 5 5 5 5 5 5 5 5 5 5 10 10 10
100 5 0 0 0 0 0 5 5 5 5
Correction for each 1 000 lb above/below 22 000 lb landing weight add/subtract “Fuel correction”.
31/2
PAGE 2
Sep 30/15

CT7−5A2/132
Normal Range
NORMAL RANGE ECS ON ISA
ENG A/I OFF

ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230 250 270 290
1500 5371 5138 4920 4741 4607

5.48 5:53 6:00 6:08 6:23
1450 5446 5196 4972 4761 4587 4456

5:33 5:36 5:41 5:47 5:56 6:10
1400 5262 5022 4805 4602 4434 4305

5:22 5:25 5:29 5:35 5:44 5:57
1350 5332 5079 4847 4639 4443 4281 4155

5:09 5:11 5:14 5:18 5:23 5:23 5:44
1300 5387 5138 4896 4673 4473 4284 4127 4004

4:57 4:58 5:00 5:02 5:06 5:12 5:20 5:31
1250 5248 5185 4946 4713 4500 4307 4126 3976 3856
4:56 4:45 4:47 4:48 4:51 4:55 5:00 5:07 5:18
1200 5289 5043 4982 4754 4530 4326 4142 3968 3824 3708
4:45 4:45 4:34 4:36 4:37 4:40 4:43 4:48 4:55 5:06
1150 5332 5073 4838 4780 4561 4348 4153 3977 3810 3672 3561
4:33 4:33 4:33 4:23 4:24 4:26 4:26 4:32 4:36 4:43 4:53
1100 5642 5371 5104 4858 4633 4577 4369 4165 3979 3811 3652 3520 3413
4:22 4:22 4:22 4:21 4:21 4:12 4:13 4:15 4:17 4:20 4:25 4:31 4:40
1050 5390 5132 4878 4642 4428 4375 4177 3983 3806 3647 3495 3370 3267
4:11 4:10 4:10 4:10 4:10 4:01 4:02 4:04 4:06 4:09 4:13 4:19 4:28
1000 5138 4893 4651 4427 4224 4174 3985 3801 3633 3482 3338 3220 3122
4:00 4:00 3:58 3:58 3:58 3:50 3:51 3:52 3:55 3:58 4:01 4:07 4:15
950 4887 4654 4424 4212 4019 3972 3794 3619 3460 3318 3182 3069 2976
3:47 3:47 3:47 3:47 3:47 3:39 3:40 3:41 3:43 3:46 3:50 3:55 4:03
900 4635 4414 4197 3997 3815 3770 3602 3437 3287 3153 3025 2919 2831
3:36 3:36 3:35 3:35 3:35 3:28 3:29 3:30 3:32 3:35 3:38 3:43 3:50
850 4384 4176 3971 3783 3611 3569 3411 3256 3115 2990 2869 2770 2687
3:24 3:24 3:24 3:24 3:24 3:17 3:18 3:19 3:21 3:23 3:26 3:31 3:38
800 4134 3938 3745 3568 3407 3368 3220 3075 2943 2826 2713 2621 2544
3:13 3:12 3:12 3:12 3:12 3:06 3:07 3:08 3:10 3:12 3:15 3:19 3:25
750 3883 3699 3519 3354 3203 3167 3028 2894 2771 2662 2557 2472 2400
3:01 3:01 3:01 3:01 3:01 2:55 2:56 2:57 2:58 3:01 3:03 3:07 3:13
700 3632 3461 3293 3139 3000 2965 2837 2713 2599 2499 2402 2323 2256
2:49 2:49 2:49 2:49 2:49 2:44 2:45 2:46 2:47 2:49 2:52 2:56 3:01
650 3382 3223 3068 2925 2796 2765 2647 2532 2428 2336 2247 2175 2114
2:38 2:38 2:38 2:38 2:38 2:33 2:34 2:35 2:36 2:38 2:40 2:44 2:49
600 3131 2985 2843 2712 2593 2564 2456 2352 2256 2173 2092 2027 1972
2:26 2:26 2:26 2:26 2:26 2:22 2:23 2:24 2:25 2:27 2:29 2:32 2:36
550 2881 2748 2617 2498 2390 2363 2265 2171 2085 2010 1938 1879 1830
2:15 2:15 2:15 2:15 2:15 2:11 2:12 2:12 2:14 2:15 2:17 2:20 2:24
500 2631 2510 2392 2284 2187 2163 2075 1990 1914 1847 1783 1731 1688
2:03 2:03 2:03 2:03 2:03 2:00 2:01 2:01 2:02 2:04 2:06 2:09 2:12
(Cont’d)
31/2
PAGE 3
Sep 30/15

CT7−5A2/132
Normal Range
NORMAL RANGE (Cont’d) ECS ON ISA
ENG A/I OFF

ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230 250 270 290
450 2381 2273 2167 2071 1984 1963 1885 1810 1743 1684 1629 1584 1547
1:51 1:52 1:52 1:52 1:52 1:49 1:50 1:50 1:51 1:53 1:54 1:57 2:00
400 2131 2036 1943 1858 1781 1763 1695 1630 1572 1522 1475 1437 1407
1:40 1:40 1:40 1:40 1:41 1:38 1:39 1:39 1:40 1:42 1:43 1:45 1:48
350 1882 1799 1718 1644 1579 1562 1505 1450 1401 1360 1321 1290 1266
1:28 1:29 1:29 1:29 1:29 1:27 1:28 1:28 1:29 1:30 1:32 1:33 1:36
300 1632 1561 1494 1431 1376 1362 1315 1270 1231 1197 1167 1143 1126
1:17 1:17 1:17 1:17 1:18 1:16 1:17 1:17 1:18 1:19 1:20 1:22 1:24
280 1532 1467 1404 1346 1295 1283 1239 1198 1163 1133 1106 1085 1070
1:12 1:12 1:13 1:13 1:13 1:12 1:12 1:13 1:14 1:15 1:16 1:17 1:19
260 1432 1372 1314 1261 1214 1203 1163 1127 1094 1068 1044 1026 1014
1:08 1:08 1:08 1:08 1:09 1:07 1:08 1:08 1:09 1:10 1:11 1:12 1:14
240 1333 1277 1225 1176 1134 1123 1088 1055 1026 1003 983 968 958
1:03 1:03 1:03 1:04 1:04 1:03 1:03 1:04 1:05 1:06 1:07 1:08 1:09
220 1233 1183 1135 1091 1053 1043 1012 983 958 983 922 910
0:58 1:00 1:00 1:00 1:00 0:58 1:00 1:00 1:00 1:01 1:02 1:03
200 1133 1088 1045 1006 972 963 936 911 890 873 861 851
0:54 0:54 0:54 0:55 0:55 0:54 0:55 0:55 0:56 0:57 0:57 0:58
180 1034 993 956 921 891 884 860 839 822 809 800 793
0:49 0:49 0:50 0:50 0:50 0:50 0:50 0:51 0:51 0:52 0:53 0:54
160 934 899 866 836 810 804 784 768 754 744 738
0:45 0:45 0:45 0:45 0:46 0:45 0:46 0:46 0:47 0:48 0:48
140 834 804 776 751 730 724 709 696 685 679
0:40 0:40 0:41 0:41 0:41 0:41 0:41 0:42 0:42 0:43
120 735 709 687 666 649 644 633 624 617
0:35 0:36 0:36 0:36 0:37 0:37 0:37 0:38 0:38
100 635 615 597 581 568 565 557 552
0:31 0:31 0:32 0:32 0:32 0:32 0:33 0:33
80 536 520 508 497 488 485
0:26 0:27 0:27 0:27 0:28 0:28
60 436 426 419 412
0:22 0:22 0:22 0:23
40 336 331
0:17 0:17
FUEL CORRECTION lb
ESAD FLIGTH LEVEL
(nm) 50 70 90 110 130 150 170 190 210 230 250 270 290
1500 25 30 35 40 45 60 85
1400 25 20 25 25 30 35 45 60 80
1300 20 20 20 20 25 30 35 40 55 75
1200 15 15 20 20 20 20 25 25 30 40 50 70
1100 15 15 15 15 20 20 20 20 25 30 35 50 65
1000 15 15 15 15 15 15 20 20 25 30 35 45 60
900 10 10 15 15 15 15 15 20 20 25 30 40 60
800 10 10 10 15 15 15 15 15 20 25 30 35 50
700 10 10 10 10 15 15 15 15 20 20 25 30 45
600 5 10 10 10 10 10 10 15 15 20 20 30 40
500 5 5 10 10 10 10 10 10 15 15 20 25 30
400 5 5 5 5 10 10 10 10 10 15 15 20 25
300 5 5 5 5 5 5 5 10 10 10 15 20 20
200 0 5 5 5 5 5 5 5 10 10 10 15
100 0 0 5 5 5 5 5 5
31/2
PAGE 4
Sep 30/15

CT7−5A2/132
Normal Range
NORMAL RANGE ECS ON ISA+205C
ENG A/I OFF

ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230
1500 5265 5076 4930

6:24 6:30 6:39
1450 5310 5093 4910 4769

6:06 6:11 6:17 6:26
1400 5352 5130 4921 4744 4608

5:51 5:54 5:58 6:04 6:12
1350 5300 5165 4951 4749 4579 4446

5:51 5:39 5:41 5:54 5:51 6:00
1300 5374 5107 4977 4771 4578 4413 4285

5:32 5:38 5:26 5:29 5:33 5:38 5:45
1250 5456 5172 4915 4791 4593 4407 4250 4126

5:16 5:19 5:25 5:14 5:16 5:20 5:25 5:32
1200 5533 5242 4969 4723 4604 4415 4237 4086 3968
5:05 5:03 5:06 5:12 5:01 5:04 5:07 5:12 5:19
1150 5306 5028 4766 4531 4418 4237 4067 3922 3809
4:52 4:51 4:54 5:00 4:49 4:52 4:55 5:00 5:06
1100 5357 5079 4813 4564 4340 4232 4059 3896 3759 3650
4:41 4:40 4:39 4:41 4:47 4:37 4:39 4:42 4:46 4:52
1050 5118 4854 4600 4362 4149 4046 3882 3728 3597 3494
4:29 4:27 4:26 4:29 4:34 4:25 4:27 4:30 4:34 4:39
1000 4879 4628 4387 4161 3958 3861 3706 3559 3435 3338
4:16 4:15 4:14 4:16 4:21 4:21 4:14 4:17 4:21 4:26
950 4640 4402 4174 3959 3767 3676 3529 3390 3274 3181
4:04 4:02 4:01 4:04 4:08 4:00 4:05 4:05 4:08 4:13
900 4401 4176 3961 3758 3577 3490 3352 3221 3112 3025
3:51 3:50 3:49 3:51 3:56 3:48 3:50 3:52 3:55 4:00
850 4163 3951 3749 3557 3387 3306 3177 3054 2952 2870
3:39 3:37 3:37 3:39 3:43 3:36 3:37 3:40 3:43 3:47
800 3925 3726 3536 3357 3197 3121 3001 2887 2792 2716
3:26 3:25 3:24 3:26 3:30 3:23 3:25 3:27 3:30 3:34
750 3687 3501 3323 3156 3007 2937 2826 2719 2631 2562
3:14 3:13 3:12 3:14 3:17 3:11 3:13 3:15 3:18 3:21
700 3449 3276 3111 2956 2817 2753 2650 2552 2471 2407
3:01 3:00 3:00 3:01 3:05 3:00 3:01 3:02 3:05 3:08
650 3212 3052 2899 2756 2629 2569 2475 2386 2313 2255
2:49 2:48 2:47 2:49 2:52 2:47 2:48 2:50 2:52 2:55
600 2975 2828 2688 2556 2440 2386 2301 2220 2154 2102
2:36 2:36 2:35 2:37 2:39 2:35 2:36 2:38 2:40 2:43
550 2738 2604 2476 2357 2251 2202 2126 2054 1995 1950
2:24 2:23 2:23 2:24 2:27 2:23 2:24 2:26 2:27 2:30
500 2501 2380 2265 2157 2062 2019 1952 1888 1836 1798
2:11 2:11 2:11 2:12 2:14 2:11 2:12 2:13 2:15 2:17
(Cont’d)
31/2
PAGE 5
Sep 30/15

CT7−5A2/132
Normal Range
NORMAL RANGE (Cont’d) ECS ON ISA+205C
ENG A/I OFF

ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230
450 2264 2156 2054 1959 1875 1837 1778 1723 1679 1647
2:00 2:00 1:58 2:00 2:02 2:00 2:00 2:01 2:03 2:04
400 2028 1933 1843 1760 1687 1654 1604 1558 1522 1496
1:47 1:46 1:46 1:47 1:49 1:47 1:48 1:49 1:50 1:52
350 1792 1709 1632 1561 1499 1472 1431 1394 1365 1345
1:34 1:34 1:34 1:35 1:37 1:35 1:36 1:36 1:38 1:39
300 1556 1486 1421 1362 1311 1289 1257 1229 1207 1195
1:22 1:22 1:22 1:23 1:24 1:23 1:23 1:24 1:25 1:27
280 1461 1397 1337 1283 1236 1217 1188 1163 1144
1:17 1:17 1:17 1:18 1:19 1:18 1:19 1:19 1:20
260 1367 1308 1253 1204 1162 1144 1119 1097 1081
1:12 1:12 1:12 1:13 1:14 1:13 1:14 1:14 1:15
240 1273 1219 1169 1125 1087 1071 1050 1032 1019
1:07 1:07 1:07 1:08 1:09 1:08 1:09 1:10 1:10
220 1179 1130 1085 1046 1012 999 981 966
1:02 1:02 1:02 1:03 1:04 1:03 1:04 1:05
200 1084 1041 1001 966 937 926 912 900
0:57 0:57 0:57 0:58 1:00 1:00 1:00 1:00
180 990 952 917 887 862 853 843
0:52 0:52 0:52 0:53 0:54 0:54 0:54
160 896 863 833 808 788 781
0:47 0:47 0:48 0:48 0:49 0:49
140 802 774 749 729 713
0:42 0:42 0:43 0:43 0:44
120 708 684 665 649 638
0:37 0:38 0:38 0:38 0:39
100 613 595 581 570
0:32 0:33 0:33 0:34
80 519 506 496
0:27 0:28 0:28
60 425 417
0:22 0:23
40 331
0:18
FUEL CORRECTION lb
ESAD FLIGTH LEVEL
(nm) 50 70 90 110 130 150 170 190 210 230
1500 40 45 50 60 70 95
1400 35 35 40 45 55 65 90
1300 25 25 30 35 35 45 50 65 80
1200 20 25 25 30 30 35 40 45 60 75
1100 20 20 25 25 30 35 35 45 55 70
1000 20 20 20 25 25 30 35 40 50 65
900 15 15 20 20 25 30 30 40 50 60
800 15 15 20 20 25 25 30 35 45 55
700 15 15 15 20 20 20 25 30 40 50
600 10 10 15 15 15 20 20 25 35 40
500 10 10 10 15 15 15 20 25 30 35
400 10 10 10 10 15 15 15 20 25 30
300 5 5 10 10 10 10 15 15 20 25
200 5 5 5 5 10 10 10 15
100 0 5 5 5 5
31/2
PAGE 6
Sep 30/15

CT7−5A2/132
Normal Range
NORMAL RANGE CORRECTIONS ECS ON
ENG A/I ON or OFF
ALL TEMPERATURES PRPM 1250 − 1330
DISTANCE CORRECTED ESAD (nm) FOR WIND (kt)
Headwind Tailwind
60 40 20 0 20 40 60
0 0 0 0 0 0 0
65 60 54 50 47 44 41
131 119 108 100 94 88 82
196 179 163 150 141 132 124
262 238 217 200 187 176 165
327 298 271 250 234 220 206
393 358 325 300 281 264 247
458 417 380 350 328 308 288
523 477 434 400 375 352 329
589 536 488 450 422 396 371
654 596 542 500 468 440 412
719 655 597 550 515 484 453
785 715 651 600 562 528 494
850 775 705 650 609 572 535
916 834 759 700 656 616 576
981 894 813 750 703 660 618
1047 953 868 800 749 704 659
1112 1013 922 850 796 748 700
1178 1073 976 900 843 792 741
1243 1132 1030 950 890 836 782
1308 1192 1085 1000 937 880 823
1373 1251 1139 1050 984 924 865
1439 1311 1193 1100 1030 968 906
1504 1370 1247 1150 1077 1012 947
1430 1302 1200 1124 1056 988
1490 1356 1250 1171 1100 1029
1549 1410 1300 1218 1144 1070
1464 1350 1265 1188 1112
1518 1400 1311 1232 1153
1450 1358 1276 1194
1500 1405 1320 1235
CORRECTION FOR ENG A/I ON
Add 2% to fuel ENG A/I OFF to obtain fuel ENG A/I ON.
Add 4% to time ENG A/I OFF to obtain time ENG A/I ON.
31/2
PAGE 7
Sep 30/15

CT7−5A2/132
Normal Range
ISA −205C
ENG A/I OFF
ECS ON
SPEEDS, NORMAL RANGE
MAX CRUISE POWER
PRPM 1250−1330
A26742
31/2
PAGE 8
Sep 30/15

CT7−5A2/132
Normal Range
ISA
ENG A/I OFF
ECS ON
MAX CRUISE POWER
PRPM 1250−1330
A26743
31/2
PAGE 9
Sep 30/15

CT7−5A2/132
Normal Range
ISA +205C
ENG A/I OFF
ECS ON
MAX CRUISE POWER
PRPM 1250−1330
A26744
31/2
PAGE 10
Sep 30/15

CT7−5A2/132
Normal Range
ISA −205C
ENG A/I ON
ECS ON
MAX CRUISE POWER
PRPM 1250−1330
A26745
31/2
PAGE 11
Sep 30/15

CT7−5A2/132
Normal Range
ISA
ENG A/I ON
ECS ON
MAX CRUISE POWER
PRPM 1250−1330
A26746
31/2
PAGE 12
Sep 30/15

CT7−5A2/132
Normal Range
ISA +105C
ENG A/I ON
ECS ON
MAX CRUISE POWER
PRPM 1250−1330
A26747
31/2
PAGE 13
Sep 30/15

CT7−5A2/132
Normal Range
31/2
PAGE 14
Sep 30/15

CT7−5A2/132
Long Range
LONG RANGE PRPM 1250 − 1330 ECS ON ISA
ENG A/I OFF

ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230 250 270 290
1500 5387 5179 5007 4867 4734 4733 5545

6:38 6:36 6:33 6:28 6:26 6:25 6:33
1450 5415 5209 5008 4842 4707 4576 4566 5322

6:28 6:25 6:24 6:20 6:16 6:14 6:13 6:19
1400 5230 5031 4837 4677 4546 4417 4399 5099

6:15 6:13 6:11 6:08 6:03 6:01 6:00 6:06
1350 5298 5044 4853 4667 4513 4386 4259 4233 4877
6:04 6:02 6:00 5:58 5:55 5:51 5:49 5:48 5:52
1300 5347 5103 4859 4674 4496 4348 4226 4101 4066 4654
5:53 5:51 5:49 5:47 5:45 5:42 5:38 5:36 5:36 5:39
1250 5409 5144 4909 4675 4498 4327 4185 4068 3950 3914 4432
5:43 5:40 5:38 5:36 5:34 5:32 5:30 5:26 5:24 5:23 5:25
1200 5480 5195 4940 4716 4492 4323 4157 4022 3910 3800 3763 4210
5:32 5:29 5:27 5:25 5:23 5:21 5:19 5:17 5:13 5:11 5:11 5:12
1150 5534 5253 4980 4737 4522 4308 4147 3988 3859 3753 3649 3612 3988
5:21 5:19 5:16 5:14 5:12 5:10 5:08 5:07 5:04 5:01 5:00 5:00 5:00
1100 5295 5027 4766 4534 4329 4125 3971 3819 3696 3595 3499 3461 3765
5:07 5:05 5:03 5:01 5:00 4:57 4:55 4:54 4:51 4:48 4:46 4:46 4:46
1050 5058 4802 4554 4332 4137 3943 3796 3652 3535 3439 3348 3311 3555
4:54 4:52 4:50 4:47 4:46 4:44 4:42 4:41 4:39 4:36 4:34 4:34 3:34
1000 4820 4577 4342 4131 3945 3761 3621 3485 3374 3283 3197 3161 3344
4:40 4:39 4:36 4:34 4:33 4:31 4:29 4:28 4:26 4:23 4:21 4:21 4:21
950 4583 4353 4130 3929 3753 3580 3447 3318 3213 3127 3046 3011 3134
4:27 4:25 4:23 4:21 4:20 4:18 4:16 4:15 4:13 4:10 4:09 4:09 4:08
900 4346 4128 3918 3727 3561 3398 3272 3151 3052 2972 2895 2861 2932
4:13 4:12 4:10 4:08 4:07 4:05 4:03 4:02 4:00 3:58 3:56 3:56 3:56
850 4110 3905 3706 3527 3371 3217 3099 2986 2893 2818 2746 2714 2760
4:00 3:58 3:56 3:55 3:53 3:52 3:50 3:49 3:47 3:45 3:43 3:44 3:43
800 3874 3682 3495 3327 3181 3037 2927 2820 2734 2664 2598 2567 2597
3:46 3:45 3:43 3:41 3:40 3:39 3:37 3:36 3:35 3:32 3:31 3:31 3:31
750 3638 3458 3283 3126 2990 2856 2754 2655 2575 2510 2449 2420 2435
3:33 3:31 3:29 3:28 3:27 3:26 3:24 3:23 3:22 3:20 3:18 3:19 3:18
700 3402 3235 3072 2926 2800 2676 2582 2489 2415 2356 2301 2273 2272
3:19 3:18 3:16 3:15 3:14 3:13 3:11 3:10 3:09 3:07 3:06 3:06 3:06
650 3168 3013 2862 2728 2612 2497 2410 2326 2258 2204 2154 2129 2128
3:05 3:04 3:02 3:02 3:01 3:00 2:58 2:57 2:56 2:54 2:53 2:54 2:53
600 2934 2791 2653 2530 2423 2318 2239 2163 2101 2052 2007 1984 1984
2:52 2:51 2:49 2:48 2:48 2:46 2:45 2:44 2:43 2:42 2:41 2:41 2:41
550 2699 2569 2444 2331 2234 2140 2068 1999 1944 1900 1860 1840 1839
2:38 2:37 2:36 2:35 2:34 2:33 2:32 2:31 2:30 2:29 2:28 2:28 2:28
500 2465 2347 2234 2133 2045 1961 1897 1836 1787 1749 1713 1696 1695
2:25 2:24 2:22 2:22 2:21 2:20 2:19 2:18 2:18 2:16 2:16 2:16 2:16
(Cont’d)
31/3
PAGE 1
Sep 30/15

CT7−5A2/132
Long Range
LONG RANGE PRPM 1250 − 1330 ECS ON ISA
ENG A/I OFF

ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230 250 270 290
450 2232 2127 2026 1936 1858 1783 1727 1674 1631 1599 1569 1554 1555
2:11 2:10 2:09 2:08 2:08 2:07 2:06 2:05 2:05 2:04 2:03 2:03 2:03
400 2000 1907 1818 1739 1671 1606 1558 1512 1476 1449 1424 1412 1414
1:57 1:56 1:55 1:55 1:55 1:54 1:53 1:53 1:52 1:51 1:50 1:51 1:51
350 1767 1687 1609 1542 1484 1428 1388 1350 1320 1299 1279 1271 1273
1:43 1:43 1:42 1:42 1:41 1:40 1:40 1:39 1:39 1:38 1:38 1:38 1:38
300 1534 1466 1401 1344 1297 1251 1219 1188 1165 1149 1134 1129 1132
1:30 1:29 1:28 1:28 1:28 1:27 1:27 1:26 1:26 1:25 1:25 1:25 1:26
280 1442 1379 1319 1266 1223 1181 1152 1124 1103 1090 1077 1073 1076
1:24 1:24 1:23 1:23 1:23 1:22 1:21 1:21 1:21 1:20 1:20 1:20 1:20
260 1349 1291 1236 1188 1149 1110 1084 1060 1042 1030 1020 1017 1021
1:19 1:18 1:17 1:17 1:17 1:17 1:16 1:16 1:15 1:15 1:15 1:15 1:15
240 1256 1204 1153 1110 1074 1040 1017 995 980 971 963 961 965
1:13 1:13 1:12 1:12 1:12 1:11 1:11 1:10 1:10 1:10 1:10 1:10 1:10
220 1163 1116 1071 1032 1000 970 950 931 918 911 906 906
1:08 1:07 1:07 1:07 1:06 1:06 1:06 1:05 1:05 1:05 1:05 1:05
200 1071 1029 988 954 926 899 882 867 857 852 849 850
1:02 1:02 1:01 1:01 1:01 1:01 1:00 1:00 1:00 1:00 1:00 1:00
180 978 941 905 875 851 829 815 803 795 792 792 794
0:57 0:56 0:56 0:56 0:56 0:55 0:55 0:55 0:55 0:54 0:55 0:55
160 885 853 823 797 777 759 748 739 734 733 735
0:51 0:51 0:50 0:50 0:50 0:50 0:50 0:50 0:49 0:49 0:50
140 793 766 740 719 703 689 681 675 672 673
0:45 0:45 0:45 0:45 0:45 0:45 0:45 0:44 0:44 0:44
120 700 678 658 641 629 618 613 611 611
0:40 0:40 0:40 0:40 0:40 0:39 0:39 0:39 0:39
100 607 591 575 563 554 548 546 547
0:34 0:34 0:34 0:34 0:34 0:34 0:34 0:34
80 515 504 493 485 480 477
0:29 0:29 0:29 0:29 0:29 0:29
60 423 416 410 407
0:23 0:23 0:23 0:23
40 331 329 328
0:18 0:18 0:18
FUEL CORRECTION lb
ESAD FLIGTH LEVEL
(nm)
50 70 90 110 130 150 170 190 210 230 250 270 290
1500 50 50 55 60 65 70 75 80 90 100 110 155 590
1400 45 50 50 55 60 65 70 75 85 95 105 125 510
1300 45 45 45 55 55 60 65 70 80 85 95 110 430
1200 40 40 45 50 55 55 60 65 75 80 90 100 350
1100 35 40 40 45 50 50 55 60 70 75 85 90 270
1000 35 35 35 40 45 45 50 55 60 70 75 90 190
900 30 30 35 35 40 40 45 50 55 60 70 90 125
800 25 30 30 35 35 40 40 45 50 55 60 90 95
700 25 25 25 30 30 35 35 40 45 50 55 70 85
600 20 20 20 25 25 30 30 35 40 40 45 55 65
500 15 15 20 20 20 25 25 30 30 35 40 45 55
400 15 15 15 15 20 20 20 25 25 30 30 35 45
300 10 10 10 15 15 15 15 20 20 25 25 30 35
200 5 10 10 10 10 10 10 15 15 15 20 20
100 5 5 5 5 5 5 10 10
In clearly outline area:
Correction for landing weights below 22 000 lb use fuel correction from table.
Correction for landing weights above 22 000 lb use fuel correction from table multiplied by 2.
31/3
PAGE 2
Sep 30/15

CT7−5A2/132
Long Range
LONG RANGE CORRECTIONS ECS ON
ENG A/I OFF
ISA PRPM 1250 − 1330
DISTANCE CORRECTED ESAD (nm) FOR WIND (kt)
Headwind Tailwind
60 40 20 0 20 40 60
0 0 0 0 0 0 0
68 60 55 50 46 43 39
135 121 109 100 92 85 79
203 181 164 150 139 128 118
271 242 219 200 185 171 157
339 302 273 250 231 213 197
406 363 328 300 277 256 236
474 423 383 350 324 299 275
542 483 438 400 370 341 315
610 544 492 450 416 384 354
677 604 547 500 462 427 393
745 665 602 550 509 469 433
813 725 656 600 555 512 472
880 785 711 650 601 555 511
948 846 766 700 647 597 551
1016 906 820 750 694 640 590
1084 967 875 800 740 683 629
1151 1027 930 850 787 725 669
1219 1088 984 900 832 768 708
1287 1148 1039 950 879 811 747
1355 1208 1094 1000 925 853 787
1422 1269 1149 1050 972 896 826
1490 1329 1203 1100 1018 939 865
1558 1390 1258 1150 1064 981 905
1450 1313 1200 1110 1024 944
1510 1367 1250 1157 1067 983
1422 1300 1203 1109 1023
1477 1350 1249 1152 1062
1531 1400 1295 1195 1101
1450 1342 1237 1141
1500 1388 1280 1180
CORRECTION FOR ENG A/I ON
Add 7% to fuel ENG A/I OFF to obtain fuel ENG A/I ON.
Add 7% to time ENG A/I OFF to obtain time ENG A/I ON.
31/3
PAGE 3
Sep 30/15

CT7−5A2/132
Long Range
ISA −205C
ENG A/I OFF
ECS ON
SPEEDS, LONG RANGE
PRPM 1250−1330
31/3
PAGE 4
Sep 30/15

CT7−5A2/132
Long Range
ISA
ENG A/I OFF
ECS ON
SPEEDS, LONG RANGE
PRPM 1250−1330
31/3
PAGE 5
Sep 30/15

CT7−5A2/132
Long Range
ISA +205C
ENG A/I OFF
ECS ON
SPEEDS, LONG RANGE
PRPM 1250−1330
31/3
PAGE 6
Sep 30/15

CT7−5A2/132
Long Range
ISA −205C
ENG A/I ON
ECS ON
SPEEDS, LONG RANGE
PRPM 1250−1330
31/3
PAGE 7
Sep 30/15

CT7−5A2/132
Long Range
ISA
ENG A/I ON
ECS ON
SPEEDS, LONG RANGE
PRPM 1250−1330
31/3
PAGE 8
Sep 30/15

CT7−5A2/132
Long Range
ISA +105C
ENG A/I ON
ECS ON
SPEEDS, LONG RANGE
PRPM 1250−1330
31/3
PAGE 9
Sep 30/15

CT7−5A2/132
Long Range
31/3
PAGE 10
Sep 30/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CONTENTS
Climb/Cruise/Descent
32/1 General
32/2 Climb
32/3 Cruise
32/4 Descent
32/5 Holding
32 −CONTENTS
PAGE 1
Sep 30/15
32 −CONTENTS
PAGE 2
Sep 30/15

CT7−5A2/132
General
1. GENERAL condition. The climb performance tables with resid-
ual airframe and propeller ice are based on a reduc-
Two ways of calculating Climb, Cruise and Descent
tion in thrust and an increase in drag established in
performance are possible.
flight test.
Alt. 1
NOTE
Use the RANGE tables in AOM section 7.2 which
The drag increase corresponds to 3 inches of
cover all the segments.
horn−shaped ice on unprotected parts of the
Alt. 2 leading edges and 1/2 inch of horn−shaped ice
Use CLIMB, SPEED AND SAR and DESCENT on the protected leading edges
PLANNING tables in this section for calculation of
respective segment. NOTE
The performance in this section gives more flexibil- The thrust reduction corresponds to the ice accu-
ity in planning but requires more time, relative the mulated before natural shedding by centrifugal
RANGE table presentation in AOM section 7.2. forces occurs or shedding by the cycling of the
propeller de−icing system. Additionally, it in-
In addition to the enroute performance, fuel burn in
cludes a margin for residual ice on the propeller
holding pattern is also found in this section.
blades.
2. CLIMB
Fuel burn and time for engine start, taxiing and
2.1 CLIMB PERFORMANCE takeoff are not included in the Climb tables.
Climb performance are available for the FD/AP CLIMB SPEED

Climb Modes L, M and H. The Climb modes are As mentioned in pragraph 2.1, the best climb gradi-
related to the speed in KIAS, Low, Medium and ent in non−icing conditions is achieved at VCLEAN+
High speed. 5 kt. This speed gives a margin of 1.3 to VS on an
− L mode gives the lowest air speed during climb aircraft without ice. To maintain the same margin to
and best rate−of−climb in non−icing conditions. VS with residual ice the speed must be increased to
− H mode gives the highest air speed during climb VCLEAN−ICE (1.4 x VS). This speed gives the opti-
and the longest distance flown relative altitude. mum climb gradient as well as the optimum rate−
− M mode is a compromise between L and H of−climb with residual ice. It is important to note that
mode. FD/AP Climb Mode L which is the Climb Mode
giving the best rate−of−climb in non−icing condi-
It shall be noticed that L mode gives best rate of− tions, only provides the required margin to VS with
climb in non−icing conditions whiles under the same residual ice on the aircraft at low weights.
conditions best climb gradient is achieved at
VCLEAN + 5kt (KIAS). NOTE
Fuel burn and time for engine start, taxiing and Only IAS mode is authorized in icing conditions
takeoff are not included in the Climb tables. or with residual ice on the aircraft.
2.2 CLIMB PERFORMANCE WITH RESIDUAL CLIMB POWER

AIRFRAME & PROPELLER ICE
Since the climb performance is already degraded
Accumulation of ice on the aircraft will result in an due to accumulation of ice it is very important to set
increase in drag, a reduction in thrust and an incorrect MAX CLIMB POWER or if required in seve-
crease in stall speed. re icing conditions MAX CONTINUOUS POWER.
It is therefore very important to use correct climb Setting lower power may result in a substantial re-
speed and to set correct climb power under this duction in climb performance and service ceiling.
32/1
PAGE 1
Dec 01/15

CT7−5A2/132
General
To achieve the optimum thrust from the Power Set- Power setting LONG RANGE
ting it is very important to observe the temperature 1. Adjust speed to FD/AP advisory cruise
range for use of NORM and MAX modes on the speed.
propeller de−icing system. Using MAX or NORM
2. Enter applicable SPEED AND SAR LONG
modes at warmer temperatures than specified may
RANGE table with the ISA related OAT,
result in that the ice melts, run−back and refreezes
Gross weight and Flight level. Readjust the
in form of ridges behind the boots. THE SO−
speed.
CALLED RUN−BACK ICE WILL CAUSE A DRAS-
TIC REDUCTION IN PROPELLER THRUST, UP 3. Enter applicable MAX CRUISE POWER
TO ABOUT 30%. Torque table in AOM section 26 with OAT
and Flight level. Check Torque not to exceed
2.3 CLIMB PERFORMANCE CORRECTIONS MAX CRUISE POWER.
The parameters read from the CLIMB PER- Torque equal to MAX CRUISE POWER means
FORMANCE tables are based on still air distances that NORMAL RANGE is equal LONG
and takeoff from S.L. When taking off from altitudes RANGE.
above S.L. Distance, Time and Fuel shall be re-
duced. The corrections are found at the bottom of 4. DESCENT
each CLIMB PERFORMANCE table, at the same
DESCENT PLANNING tables are available for two
place, a formula is given to correct for wind.
descent speeds. Mach 0.5/250 KIAS and Mach
3. CRUISE 0.5/220 KIAS.
As with the range tables two sets of cruise perfor- Power setting DESCENT
mance are available, SPEED AND SAR NORMAL Set power to achieve the rate−of−descent and
RANGE and SPEED AND SAR LONG RANGE speed specified in the Descent table.
(SAR = Specific Air Range).
5. HOLDING
3.1 SPEED AND SAR NORMAL RANGE
Two tables for holding fuel calculation, HOLDING
NORMAL RANGE cruise performance gives the FUEL v.s. FL and HOLDING FUEL AT 1500 FT, are
highest cruise speed and accordingly the shortest available. The first table HOLDING FUEL v.s. FL
flying time. The NORMAL RANGE tables are based gives fuel burn per hour whiles the other HOLDING
on MAX CRUISE POWER. FUEL AT 1500 FT gives fuel burn per 30 and 45
minutes at 1 500 ft.
3.2 SPEED AND SAR LONG RANGE
Power setting HOLDING
LONG RANGE cruise is based on the speed for
99% of best Specific Air Range (SAR). LONG Set power to maintain V HOLD at level flight. Tem-
perature deviations from ISA and operation with
RANGE cruise gives under most conditions a long-
er range at lower speed relative to the NORMAL ENG A/I ON must be corrected for in accordance
RANGE Cruise performance. However, under some with the correction figures given on the HOLDING
conditions LONG RANGE cruise speed requires a page.
power equal to or greater than MAX CRUISE 6. FLIGHT PLANNING
POWER. LONG RANGE and NORMAL RANGE
cruise will then be equal. 6.1 FUEL FOR START OF ENGINES AND
As an approximate rule LONG RANGE and NOR- TAXIING
MAL RANGE are equal if two or three of the param- Two engines start−up: 10 lb.
eters High weight / High OAT / High cruise altitude Taxiing: 8 lb/min.
are combined.
32/1
PAGE 2
Dec 01/15

CT7−5A2/132
General
Fuel for start of engines and taxiing will be con- 6.3 FUEL AND TIME DURING CRUISE
sumed when the aircraft is ready for takeoff and can
Use Fuel and Speed from applicable SPEED AND
therefore be added to the permissible takeoff
SAR table.
weight, however, without exceeding the maximum
ramp weight. For destination and alternate planning use NOR-
MAL RANGE or LONG RANGE performance as
6.2 FUEL AND TIME FOR TAKEOFF AND
applicable.
CLIMB
6.4 FUEL AND TIME FOR DESCENT AND
Takeoff: 28 lb (1 minute) LANDING
Climb: Use Fuel and Time for applicable
CLIMB PERFORMANCE table. Descent: Use fuel and time from applicable
DESCENT PLANNING table. Fuel and
NOTE time for a straight in approach and land-
ing are included in the tables.
Fuel and time for takeoff are not included in the
CLIMB PERFORMANCE tables. Add 50 lb Fuel and 3 minutes for a full procedure
approach.
6.5 HOLDING FUEL
Use the HOLDING FUEL tables for fuel calculation.
32/1
PAGE 3
Dec 01/15

CT7−5A2/132
General
7. EXAMPLE
STEP 3: Interpolate between 24 000 lb (step 1)
7.1 CALCULATION OF DISTANCE, TIME AND and 28 000 lb (step 2) figures to obtain
FUEL TO TOP OF CLIMB climb performance data for 26 000 lb.
(48 + 65) /2 gives distance − 57 Nm
GIVEN: Weight . . . . . . . . . . . . . . . . 26 000 lb (16 + 21) / 2 gives time − 19 Min
Airport pressure altitude . 2000 ft (292 + 393) / 2 gives fuel − 343 lb
Top of climb . . . . . . . . . . . 23 000 ft STEP 4: Correct for Airport Pressure Altitude
Temperature . . . . . . . . . . . ISA −10 C higher than S.L. by interpolating
FD/AP climb mode . . . . . Medium corrections at 24000 lb and 28 000 lb
speed to get reductions for 26 000 lb.
Average wind component 10 kt This gives a reduction in:

headwind distance by . . . . . . . . . . . . 2 Nm
Power setting . . . . . . . . . . Max climb time by . . . . . . . . . . . . . . . . 1 Min
power fuel by . . . . . . . . . . . . . . . . 21 lb
PRPM . . . . . . . . . . . . . . . . 1270
Distance for 26 000 lb = 55 Nm
ECS . . . . . . . . . . . . . . . . . . ON
Time for 26 000 lb = 18 Min
ENG A/I . . . . . . . . . . . . . . . OFF
Fuel for 26 000 lb = 322 lb
STEP 1: Enter the CLIMB PERFORMANCE
STEP 5: Correct for 10 kt average headwind
table with:
component in accordance with the
− FL 230 WIND CORRECTION formula.
− FD/AP climb mode medium speed Wind Corrected Dist =
− ISA −10 C 55 − (10 x 18/60) = 52 Nm
Read distance . . . . . . . . 48 Nm ANSWER: Distance for 26 000 lb = 52 Nm
time . . . . . . . . . . . 16 Min Time for 26 000 lb = 18 Min
fuel . . . . . . . . . . . . 292 lb Fuel for 26 000 lb = 322 lb
STEP 2: Enter the CLIMB PERFORMANCE
table with:
− FL 230
− FD/AP climb mode medium speed
− ISA −10 C
Read distance . . . . . . . . 65 Nm
time . . . . . . . . . . . 21 Min
fuel . . . . . . . . . . . . 393 lb
32/1
PAGE 4
Dec 01/15

CT7−5A2/132
General
7.2 CALCULATION OF DISTANCE, TIME AND
FUEL FOR DESCENT, APPROACH AND
LANDING
GIVEN: Descent from FL 250

Airport pressure altitude . . 4000 ft
Average wind component . 30 kt tail-
wind
Temperature . . . . . . . . . . . . ISA −10 C
Weight . . . . . . . . . . . . . . . . . 25 000 lb
Descent speed . . . . . . . . . . 220 KIAS
ENG A/I . . . . . . . . . . . . . . . . ON
ECS . . . . . . . . . . . . . . . . . . . ON
PRPM . . . . . . . . . . . . . . . . . 1270
Type of approach . . . . . . . . straight in
FIND: Time, distance and fuel for descent,

approach and landing.
Time from FL 250 to FL 40 :
8 − 1 + 3 = 10 min
Distance FL 250 to FL 40:
39 − 3 + 6 = 42 NM
Fuel from FL 250 to FL 40:
67 − 8 + 50 = 109 lb
ANSWER: Time = 10 min

Distance = 42 NM
Fuel = 109 lb
32/1
PAGE 5
Dec 01/15

CT7−5A2/132
General
32/1
PAGE 6
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 20 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1250−1330
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED
FL ISA −20 ISA ISA +20 ISA −20 ISA ISA +20 ISA −20 ISA ISA+20)
DIST (NM) 53 83 − 57 91 − 59 95 −
310 TIME (MIN) 17 26 − 18 27 − 18 28 −
FUEL (LB) 294 384 − 306 406 − 316 424 −
DIST (NM) 42 64 − 47 72 − 50 79 −
290 TIME (MIN) 14 21 − 15 22 − 16 23 −
FUEL (LB) 258 326 − 270 351 − 283 377 −
DIST (NM) 34 51 111 39 60 139 43 67 160
270 TIME (MIN) 12 17 35 13 19 41 13 20 46
FUEL (LB) 229 286 468 241 310 550 255 338 629
DIST (NM) 29 42 82 33 50 105 37 58 129
250 TIME (MIN) 10 15 27 11 16 32 12 18 37
FUEL (LB) 205 254 384 216 276 453 231 306 541
DIST (NM) 24 36 65 28 43 84 32 51 108
230 TIME (MIN) 9 13 22 9 14 26 10 15 31
FUEL (LB) 184 227 329 193 247 387 208 276 474
DIST (NM) 20 30 53 24 37 69 28 44 92
210 TIME (MIN) 8 11 18 8 12 22 9 13 27
FUEL (LB) 164 203 286 173 221 337 187 249 420
DIST (NM) 17 26 44 20 31 58 24 39 78
190 TIME (MIN) 7 10 16 7 10 18 8 12 23
FUEL (LB) 146 181 251 154 197 295 167 224 372
DIST (NM) 15 22 37 17 27 48 21 34 67
170 TIME (MIN) 6 8 13 6 9 16 7 10 20
FUEL (LB) 129 160 219 136 175 258 148 200 329
DIST (NM) 12 19 31 15 23 41 18 29 57
150 TIME (MIN) 5 7 11 5 8 13 6 9 17
FUEL (LB) 113 140 190 119 153 224 130 177 289
DIST (NM) 10 15 24 12 19 32 15 24 45
130 TIME (MIN) 4 6 9 4 7 11 5 8 14
FUEL (LB) 97 120 160 102 131 186 113 152 240
DIST (NM) 8 12 19 10 15 25 12 20 35
110 TIME (MIN) 3 5 7 4 5 8 4 6 11
FUEL (LB) 82 101 131 86 110 152 95 128 196
DIST (NM) 7 10 14 8 12 19 10 15 27
90 TIME (MIN) 3 5 6 3 4 6 3 5 8
FUEL (LB) 67 82 105 71 89 121 78 104 157
DIST (NM) 5 7 11 6 9 14 8 11 20
70 TIME (MIN) 2 3 4 2 3 5 3 4 6
FUEL (LB) 52 63 81 55 69 93 61 80 120
DIST (NM) 4 5 7 4 6 9 5 8 14
50 TIME (MIN) 2 2 3 2 2 3 2 2 4
FUEL (LB) 38 45 57 40 48 66 44 56 84
Time and fuel for takeoff not included.
32/2
PAGE 1
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
FL ISA −20 ISA ISA +20 ISA −20 ISA ISA +20 ISA −20 ISA ISA+20
DIST (NM) 82 175 − 87 176 − 89 165 −
310 TIME (MIN) 27 52 − 27 51 − 27 48 −
FUEL (LB) 431 706 − 442 708 − 450 686 −
DIST (NM) 60 100 − 66 112 − 70 119 −
290 TIME (MIN) 20 32 − 21 34 − 22 35 −
FUEL (LB) 357 488 − 370 520 − 386 549 −
DIST (NM) 47 75 − 53 86 − 58 96 −
270 TIME (MIN) 17 25 − 17 27 − 18 29 −
FUEL (LB) 309 404 − 321 435 − 339 471 −

DIST (NM) 39 60 146 44 70 193 49 80 232
250 TIME (MIN) 14 21 47 14 22 57 15 24 66

FUEL (LB) 271 350 641 283 377 782 301 415 921
DIST (NM) 32 49 102 37 58 133 42 62 172
230 TIME (MIN) 12 17 34 12 19 41 13 21 50
FUEL (LB) 240 307 500 251 332 595 269 370 735
DIST (NM) 27 41 79 31 49 103 36 59 138
210 TIME (MIN) 10 15 27 11 16 32 11 18 40
FUEL (LB) 213 271 418 223 294 494 239 330 623
DIST (NM) 22 35 64 26 42 83 31 51 115
190 TIME (MIN) 9 13 22 9 14 26 10 16 34
FUEL (LB) 188 240 357 197 260 421 213 294 540
DIST (NM) 19 29 52 22 36 69 26 44 97
170 TIME (MIN) 8 11 19 8 12 22 8 14 29
FUEL (LB) 166 211 307 173 229 362 188 261 471
DIST (NM) 16 25 43 19 30 57 23 38 83
150 TIME (MIN) 6 9 16 7 10 19 7 12 24
FUEL (LB) 144 184 265 151 200 312 165 230 410
DIST (NM) 13 20 33 16 25 44 19 31 63
130 TIME (MIN) 5 8 13 6 8 14 6 10 19
FUEL (LB) 124 157 218 130 170 254 142 197 330
DIST (NM) 11 16 26 13 20 33 16 25 48
110 TIME (MIN) 4 6 10 5 7 11 5 8 14
FUEL (LB) 104 131 177 109 142 203 120 164 263
DIST (NM) 8 12 19 10 15 25 12 20 36
90 TIME (MIN) 4 5 7 4 5 8 4 6 11
FUEL (LB) 85 106 140 89 114 161 98 132 208
DIST (NM) 6 9 14 8 11 18 10 15 27
70 TIME (MIN) 3 4 6 3 4 6 3 5 8
FUEL (LB) 66 82 107 69 88 122 77 101 159
DIST (NM) 4 6 9 5 8 12 7 10 18
50 TIME (MIN) 2 3 4 2 3 4 2 3 6
FUEL (LB) 47 58 76 50 62 86 55 71 111
32/2
PAGE 2
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
DIST (NM) − − − − − − − − −
310 TIME (MIN) − − − − − − − − −
FUEL (LB) − − − − − − − − −
DIST (NM) 99 − − 106 − − 110 − −
290 TIME (MIN) 33 − − 33 − − 34 − −
FUEL (LB) 545 − − 558 − − 574 − −
DIST (NM) 69 128 − 75 143 − 81 155 −
270 TIME (MIN) 24 42 − 24 44 − 25 46 −
FUEL (LB) 432 676 − 444 684 − 465 728 −
DIST (NM) 53 90 − 59 103 − 66 117 −
250 TIME (MIN) 19 31 − 19 32 − 20 35 −
FUEL (LB) 366 509 − 377 541 − 398 591 −
DIST (NM) 43 70 240 48 81 − 54 95 −
230 TIME (MIN) 16 25 77 16 26 − 17 29 −
FUEL (LB) 317 430 1058 327 458 − 348 507 −
DIST (NM) 35 57 138 40 67 182 46 80 251
210 TIME (MIN) 13 21 47 14 22 56 15 24 72
FUEL (LB) 277 372 696 286 396 835 306 443 1088
DIST (NM) 29 47 102 33 56 133 398 68 192
190 TIME (MIN) 11 17 36 12 18 42 12 21 56
FUEL (LB) 243 323 555 250 345 656 269 390 876
DIST (NM) 24 39 80 28 47 106 33 58 156
170 TIME (MIN) 10 15 29 10 16 34 11 18 46
FUEL (LB) 212 282 463 218 301 544 236 343 740
DIST (NM) 20 33 65 24 40 86 28 50 131
150 TIME (MIN) 8 13 24 8 13 28 9 15 39
FUEL (LB) 184 244 392 189 261 461 206 300 637
DIST (NM) 17 27 48 20 32 62 24 41 92
130 TIME (MIN) 7 10 18 7 11 21 8 13 27
FUEL (LB) 157 206 310 162 220 357 176 254 478
DIST (NM) 13 21 36 16 25 46 19 33 67
110 TIME (MIN) 6 8 14 6 9 15 6 10 20
FUEL (LB) 131 171 244 135 182 277 148 210 366
DIST (NM) 11 16 26 12 20 34 15 25 50
90 TIME (MIN) 4 6 10 5 7 11 5 8 15
FUEL (LB) 107 137 190 110 146 215 121 169 284
DIST (NM) 8 12 19 9 14 24 12 19 36
70 TIME (MIN) 3 5 7 4 5 8 4 6 11
FUEL (LB) 83 105 144 86 111 162 95 128 215
DIST (NM) 6 8 13 7 10 16 8 12 24
50 TIME (MIN) 2 3 5 3 3 6 3 4 7
FUEL (LB) 59 74 101 61 78 113 68 89 148
32/2
PAGE 3
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
CORRECTIONS
ECS ON
ENG A/I OFF
ALL FD/AP CLIMB SPEED MODES ALL TEMPERATURES
CORRECTION FOR AIRPORT PRESSURE ALTITUDE HIGHER THAN S.L.
Reduce for each 1 000 ft above S.L.
WEIGHT 20 000 lb WEIGHT 24 000 lb WEIGHT 28 000 lb

Dist (NM) 0.6 DIst (NM) 0.8 Dist (NM) 1.0
Time (Min) 0.3 Time (Min) 0.4 Time (Min) 0.5
Fuel (lb) 7. Fuel (lb) 9. Fuel (lb) 12.
WIND CORRECTION
Wind corrected dist. (NM) = dist. (NM) − wind (KTAS) x time (min) / 60
32/2
PAGE 4
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
ENG A/I ON PRPM 1250−1330
DIST (NM) 69 136 − 74 143 − 75 141 −
310 TIME (MIN) 22 41 − 23 42 − 23 41 −
FUEL (LB) 345 541 359 568 − 368 578 −
DIST (NM) 51 89 208 57 103 238 61 112 217
290 TIME (MIN) 17 29 62 18 31 69 19 33 62
FUEL (LB) 290 415 745 307 456 838 323 496 813
DIST (NM) 41 68 110 46 81 138 51 93 159
270 TIME (MIN) 14 23 35 15 25 42 16 28 46
FUEL (LB) 254 351 483 270 391 570 288 438 653
DIST (NM) 33 55 81 39 67 103 44 79 128
250 TIME (MIN) 12 19 27 13 21 32 14 24 38
FUEL (LB) 225 305 393 240 342 466 259 391 559
DIST (NM) 28 45 64 32 56 83 37 68 107
230 TIME (MIN) 10 16 22 11 18 26 12 21 32
FUEL (LB) 201 269 336 214 302 398 232 351 490
DIST (NM) 23 38 52 27 47 68 32 59 91
210 TIME (MIN) 9 14 18 9 15 22 10 18 27
FUEL (LB) 179 239 293 191 268 346 208 315 434
DIST (NM) 20 32 43 23 40 57 28 51 78
190 TIME (MIN) 8 12 16 8 13 19 9 16 23
FUEL (LB) 159 211 256 169 238 304 186 282 386
DIST (NM) 17 27 36 20 34 48 24 45 68
170 TIME (MIN) 7 10 13 7 12 16 8 14 20
FUEL (LB) 140 186 224 149 210 266 165 252 343
DIST (NM) 14 23 31 17 29 41 20 39 59
150 TIME (MIN) 6 9 11 6 10 14 7 12 18
FUEL (LB) 123 163 196 131 184 233 145 223 303
DIST (NM) 11 19 25 14 24 33 17 32 47
130 TIME (MIN) 5 7 9 5 8 11 5 10 14
FUEL (LB) 105 139 165 112 157 194 125 191 254
DIST (NM) 9 15 19 11 19 25 14 26 37
110 TIME (MIN) 4 6 7 4 7 9 4 8 11
FUEL (LB) 88 116 136 94 130 159 105 159 207
DIST (NM) 7 12 15 9 15 19 11 20 28
90 TIME (MIN) 3 5 6 3 5 7 4 6 8
FUEL (LB) 72 94 108 76 105 125 85 128 161
DIST (NM) 5 9 10 6 11 14 8 15 19
70 TIME (MIN) 2 3 4 2 4 5 3 5 6
FUEL (LB) 56 72 82 59 80 94 66 98 119
DIST (NM) 4 6 7 4 7 9 6 10 13
50 TIME (MIN) 2 2 3 2 3 3 2 3 4
FUEL (LB) 40 51 57 42 56 64 47 68 81
32/2
PAGE 5
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
DIST (NM) 157 − − 150 − − 134 − −
310 TIME (MIN) 48 − − 45 − − 41 − −
FUEL (LB) 658 − − 636 − − 596 − −
DIST (NM) 79 201 − 87 220 − 91 210 −
290 TIME (MIN) 26 61 − 27 65 − 28 62 −
FUEL (LB) 424 814 − 444 872 − 462 861 −
DIST (NM) 58 112 − 65 131 − 72 147 −
270 TIME (MIN) 20 37 − 21 40 − 22 43 −
FUEL (LB) 352 544 − 371 603 − 393 665 −
DIST (NM) 46 82 146 52 99 194 59 117 233
250 TIME (MIN) 16 28 48 17 31 59 18 35 68
FUEL (LB) 304 444 667 321 495 818 344 563 964
DIST (NM) 37 65 101 43 79 131 50 97 170
230 TIME (MIN) 14 23 34 15 25 41 16 29 50
FUEL (LB) 267 380 514 282 424 613 304 490 761
DIST (NM) 31 53 78 36 66 102 42 82 138
210 TIME (MIN) 12 19 27 12 21 32 13 25 41
FUEL (LB) 235 330 428 248 369 508 270 433 645
DIST (NM) 26 44 63 30 55 83 36 70 115
190 TIME (MIN) 10 16 23 11 18 27 11 21 34
FUEL (LB) 207 289 366 219 323 434 239 384 561
DIST (NM) 22 37 52 26 47 69 31 61 98
170 TIME (MIN) 9 14 19 9 16 23 10 19 29
FUEL (LB) 182 253 317 192 283 375 211 339 493
DIST (NM) 18 31 43 21 39 58 26 52 85
150 TIME (MIN) 7 12 16 8 13 19 8 16 26
FUEL (LB) 158 220 274 167 247 326 184 299 434
DIST (NM) 15 25 34 18 32 45 22 43 66
130 TIME (MIN) 6 10 13 6 11 15 7 13 20
FUEL (LB) 135 186 228 143 208 268 158 232 355
DIST (NM) 12 20 26 14 25 35 17 34 51
110 TIME (MIN) 5 8 10 5 9 12 6 11 15
FUEL (LB) 113 154 185 119 172 215 132 209 283
DIST (NM) 9 15 20 11 19 26 14 26 37
90 TIME (MIN) 4 6 8 4 7 9 4 8 11
FUEL (LB) 92 124 145 96 137 167 107 167 217
DIST (NM) 7 11 14 8 14 18 10 19 26
70 TIME (MIN) 3 5 6 3 5 6 3 6 8
FUEL (LB) 71 94 109 74 104 124 83 127 158
DIST (NM) 5 7 9 6 9 12 7 13 16
50 TIME (MIN) 2 3 4 2 3 4 2 4 5
FUEL (LB) 50 66 75 53 73 84 59 87 106
32/2
PAGE 6
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
DIST (NM) − − − − − − − − −
310 TIME (MIN) − − − − − − − − −
FUEL (LB) − − − − − − − − −
DIST (NM) − − − − − − − − −
290 TIME (MIN) − − − − − − − − −
FUEL (LB) − − − − − − − − −
DIST (NM) 94 − − 104 − − 111 − −
270 TIME (MIN) 32 − − 33 − − 34 − −
FUEL (LB) 534 − − 556 − − 582 − −
DIST (NM) 67 152 − 75 181 − 83 207 −
250 TIME (MIN) 24 51 − 24 56 − 26 61 −
FUEL (LB) 426 766 − 444 849 − 473 947 −
DIST (NM) 52 103 245 59 123 − 67 149 −
230 TIME (MIN) 19 36 80 20 39 − 21 45 −
FUEL (LB) 362 579 1122 376 637 − 404 737
DIST (NM) 42 79 136 48 95 178 55 119 248
210 TIME (MIN) 16 28 47 16 31 56 17 36 73
FUEL (LB) 312 479 717 325 527 857 352 620 1125
DIST (NM) 3.4 64 100 40 78 131 47 100 191
190 TIME (MIN) 13 23 36 14 26 42 15 300 57
FUEL (LB) 272 409 570 283 450 674 308 537 912
DIST (NM) 28 52 80 33 64 105 39 84 159
170 TIME (MIN) 11 20 29 12 22 34 13 26 47
FUEL (LB) 236 352 478 246 388 564 269 468 780
DIST (NM) 24 44 66 27 54 88 33 72 136
150 TIME (MIN) 9 17 24 10 18 29 11 22 41
FUEL (LB) 204 304 408 212 335 484 233 410 683
DIST (NM) 19 34 50 22 43 66 27 58 101
130 TIME (MIN) 8 13 19 8 15 22 9 18 30
FUEL (LB) 173 252 328 180 278 383 198 340 530
DIST (NM) 15 27 37 18 33 49 22 45 73
110 TIME (MIN) 6 11 14 6 12 17 7 14 22
FUEL (LB) 144 206 260 149 226 299 165 278 406
DIST (NM) 12 20 27 14 25 35 17 34 52
90 TIME (MIN) 5 8 11 5 9 12 6 11 16
FUEL (LB) 116 164 200 120 179 227 133 220 301
DIST (NM) 9 15 19 10 18 24 13 25 35
70 TIME (MIN) 4 6 8 4 6 8 4 8 11
FUEL (LB) 89 124 147 92 135 165 102 165 214
DIST (NM) 6 10 12 7 12 15 9 16 22
50 TIME (MIN) 3 4 5 3 4 5 3 5 7
FUEL (LB) 63 86 100 65 93 111 72 112 140
32/2
PAGE 7
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
CORRECTIONS
ECS ON
ENG A/I ON
ALL FD/AP CLIMB SPEED MODES ALL TEMPERATURES

WIND CORRECTION
32/2
PAGE 8
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
CLIMB SPEED VCLEAN−ICE
FL ISA −20 ISA ISA +10
DIST (NM) 96 − −
310 TIME (MIN) 33 − −
FUEL (LB) 471 − −
DIST (NM) 61 126 −
290 TIME (MIN) 22 43 −
FUEL (LB) 357 586 −
DIST (NM) 46 83 187
270 TIME (MIN) 17 30 62
FUEL (LB) 304 447 792
DIST (NM) 37 64 104
250 TIME (MIN) 14 24 37
FUEL (LB) 265 376 525
DIST (NM) 30 51 76
230 TIME (MIN) 12 20 28
FUEL (LB) 234 326 426
DIST (NM) 25 42 60
210 TIME (MIN) 10 17 23
FUEL (LB) 207 285 361
DIST (NM) 21 35 49
190 TIME (MIN) 9 14 19
FUEL (LB) 183 250 311
DIST (NM) 18 30 41
170 TIME (MIN) 8 12 16
FUEL (LB) 161 219 270
DIST (NM) 15 25 34
150 TIME (MIN) 6 10 14
FUEL (LB) 140 191 234
DIST (NM) 12 20 27
130 TIME (MIN) 5 9 11
FUEL (LB) 120 162 195
DIST (NM) 10 16 21
110 TIME (MIN) 4 7 9
FUEL (LB) 101 134 159
DIST (NM) 7 12 15
90 TIME (MIN) 3 5 7
FUEL (LB) 82 108 126
DIST (NM) 5 9 11
70 TIME (MIN) 3 4 5
FUEL (LB) 63 83 95
DIST (NM) 4 6 7
50 TIME (MIN) 2 3 3
FUEL (LB) 45 58 66
32/2
PAGE 9
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
DIST (NM) 97 − −
270 TIME (MIN) 36 − −
FUEL (LB) 537 − −
DIST (NM) 65 174 −
250 TIME (MIN) 23 57 −
FUEL (LB) 412 842 −
DIST (NM) 49 104 −
230 TIME (MIN) 18 36 −
FUEL (LB) 345 579 −
DIST (NM 39 77 145
210 TIME (MIN) 15 28 50
FUEL (LB) 296 469 754
DIST (NM 32 61 101
190 TIME (MIN) 13 23 36
FUEL (LB) 257 396 573
DIST (NM 26 50 79
170 TIME (MIN) 11 19 29
FUEL (LB) 222 339 474
DIST (NM 22 42 64
150 TIME (MIN) 9 16 24
FUEL (LB) 192 292 402
DIST (NM 18 32 48
130 TIME (MIN) 7 13 18
FUEL (LB) 162 241 319
DIST (NM 14 25 35
110 TIME (MIN) 6 10 14
FUEL (LB) 135 196 250
DIST (NM 11 19 25
90 TIME (MIN) 5 8 10
FUEL (LB) 108 155 191
DIST (NM 8 14 18
70 TIME (MIN) 3 6 7
FUEL (LB) 83 117 140
DIST (NM 5 9 11
50 TIME (MIN) 2 4 5
FUEL (LB) 59 82 95
32/2
PAGE 10
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
DIST (NM) 94 − −
230 TIME (MIN) 31 − −
FUEL (LB) 578 − −
DIST (NM) 66 224 −
210 TIME (MIN) 23 73 −
FUEL (LB) 451 1159 −
DIST (NM) 51 129 −
190 TIME (MIN) 18 44 −
FUEL (LB) 373 752 −
DIST (NM) 40 97 270
170 TIME (MIN) 15 34 91
FUEL (LB) 315 599 1417
DIST (NM) 33 78 223
150 TIME (MIN) 12 28 76
FUEL (LB) 267 502 1198
DIST (NM) 26 56 113
130 TIME (MIN) 10 21 40
FUEL (LB) 222 387 677
DIST (NM) 20 41 71
110 TIME (MIN) 89 16 26
FUEL (LB) 181 303 460
DIST (NM) 15 30 46
90 TIME (MIN) 6 12 17
FUEL (LB) 145 233 322
DIST (NM) 11 21 30
70 TIME (MIN) 5 8 12
FUEL (LB) 110 172 222
DIST (NM) 8 14 19
50 TIME (MIN) 3 6 7
FUEL (LB) 78 117 145
32/2
PAGE 11
Dec 01/15

CT7−5A2/132
Climb
CLIMB PERFORMANCE CORRECTIONS
ECS ON
ENG A/I ON
ALL TEMPERATURES

WIND CORRECTION
32/2
PAGE 12
Dec 01/15

CT7−5A2/132
Cruise
SPEED AND SAR NORMAL RANGE
MAX CRUISE POWER
ECS ON
ENG A/I OFF
PRPM 1250−1330
WEIGHT ALTITUDE 0 5000 FT 10 000 FT 15 000 FT 20 000 FT 25 000 FT 30 000 ft
LB ISA −20 0 +20 −20 0 +20 −20 0 +20 −20 0 +20 −20 0 +20 −20 0 +20 −20 0 +20
SPEED KTAS 239 247 242 257 263 246 277 266 251 290 279 256 284 278 254 276 272 248 263 260 −
19 000 SPEED KIAS 250 250 237 250 247 223 250 231 211 242 224 199 219 205 181 196 184 162 171 162 −
SAR NM/LB .1733 .1736 .1859 .1944 .2026 .2150 .2099 .2322 .2497 .2244 .2543 .2820 .2575 .2926 .3254 .2980 .3364 .3744 .3504 .3885 −
FUEL LB/H 1377 1425 1303 1321 1298 1144 1319 1145 1006 1291 1096 909 1104 949 779 926 807 661 752 670 −
SPEED KTAS 239 247 242 257 262 245 277 265 250 289 278 255 284 277 252 275 270 244 261 257 −
20 000 SPEED KIAS 250. 250. 236 250 246 223 250 231 210. 242 223 198 219 205 179 195 184 159 170 159 −
SAR NM/LB .1729 1732 .1855 .1938 .2022 .2145 .2092 .2317 .2488 .2240 .2537 .2809 .2569 .2916 .3234 .2969 .3350 .3693 .3486 .3844 −
FUEL LB/H 1380 1428 1302 1324 1298 1144 1323 1145 1006 1291 1096 909 1104 948 779 926 807 660 750 669 −
SPEED KTAS 239 2.47 241 257 262 245 277 265 249 289 277 254 283 275 250 274 268 240 259 254 −
21 000 SPEED KIAS 250 250 236 250 246 222 250 230 209 241 223 197 218 204 178 194 182 157 168 157 −
SAR NM/LB .1725 .1727 .1851 .1933 .2018 .2140 .2086 .2312 .2479 .2236 .2531 .2795 .2564 .2905 .3212 .2960 .3330 .3643 .3465 .3801 −
FUEL LB/H 1383 1432 1302 1327 1297 1143 1327 1145 1005 1291 1096 908 1103 948 778 925 806 659 748 667 −
SPEED KTAS 239 247 240 257 261 244 277 264 248 288 277 253 282 274 248 272 266 236 256 249 −
22 000 SPEED KIAS 250 250 235 250 245 222 250 230 208 242 222 196 217 203 176 193 181 154 166 155 −
SAR NM/LB .1721 .1724 .1846 .1929 .2014 .2135 .2080 .2307 .2469 .2233 .2525 .2784 .2557 .2895 .3186 .2949 .3310 .3584 ,3435 .3748 −
FUEL LB/H 1385 1434 1303 1330 1297 1143 1331 1145 1005 1290 1095 908 1102 947 778 924 805 658 746 665 −
SPEED KTAS 238 247 240 257 261 243 277 263 247 287 276 251 281 273 246 271 265 231 253 244 −
23 000 SPEED KIAS 250 250 235 250 245 221 250 229 208 240 221 195 216 202 175 192 180 150 164 151 −
SAR NM/LB .1719 .1721 .1843 .1925 .2009 .2127 .2075 .2301 .2461 .2229 .2517 .2770 .2549 .2884 .3162 .2937 .3291 .3518 .3404 .3684 −
FUEL LB/H 1387 1436 1302 1333 1297 1143 1334 1144 1004 1289 1095 907 1102 947 777 923 804 656 743 663 −
SPEED KTAS 238 247 239 256 260 242 277 263 246 287 275 250 280 272 242 269 262 224 249 237 −
24 000 SPEED KIAS 250 250 234 250 244 220 250 228 206 240 221 193 216 201 173 191 178 146 162 147 −
SAR NM/LB .1716 .1718 .1838 .1921 .2005 .2119 .2069 .2295 .2450 .2224 .2509 .2753 .2542 .2871 .3124 ./2922 .3266 .3419 .3372 .3591 −
FUEL LB/H 1390 1438 1302 1335 1297 1143 1337 1144 1003 1289 1094 906 1101 946 776 921 803 654 740 660 −
SPEED KTAS 238 247 239 256 259 241 277 262 245 286 273 248 279 270 240 267 259 214 245 227 −
25 000 SPEED KIAS 250 250 234 250 244 219 250 227 206 239 220 192 215 200 170 190 176 139 159 140 −
SAR NM/LB .1713 .1715 .1833 .1917 .2002 .2113 .2063 .2287 .2441 .2220 .2500 .2737 .2534 .2858 .3090 .2907 .3231 .3283 .3327 .3458
FUEL LB/H 1392 1440 1302 1338 1296 1143 1341 1143 1003 1288 1094 905 1100 945 775 920 802 651 736 656 −
SPEED KTAS 238 247 238 256 259 240 277 260 243 285 272 246 278 268 236 266 253 − 240 − −
26 000 SPEED KIAS 250 250 233 250 243 218 250 227 204 238 219 190 214 198 168 188 174 − 155 − −
SAR NM/LB .1710 .1713 .1828 .1913 .1997 .2105 .2058 .2279 .2426 .2215 .2493 .2720 .2527 .2841 .3047 .2893 .3198 − .3272 − −
FUEL LB/H 1394 1443 1301 1341 1296 1142 1344 1143 1002 1287 1093 905 1099 944 774 919 800 − 733 − −
SPEED KTAS 238 247 237 256 258 239 277 260 242 284 271 244 277 267 231 263 252 − 233 − −
27 000 SPEED KIAS 250 250 232 250 242 217 250 226 203 238 218 189 213 197 164 187 171 − 151 − −
SAR NM/LB .1707 .1710 .1822 .1909 .1992 .2097 .2052 .2272 .2414 .2210 .2483 .2697 .2520 .2827 .2992 .2873 .3156 − .3204 − −
FUEL LB/H 1396 1445 1302 1344 1295 1142 1348 1142 1001 1286 1092 904 1098 943 773 917 799 − 728 − −
SPEED KTAS 238 247 236 256 257 239 277 258 240 283 270 241 275 265 226 261 248 − 221 − −
28 000 SPEED KIAS 250 250 231 250 241 217 250 225 202 237 217 187 212 196 161 185 168 − 143 − −
SAR NM/LB .1704 .1707 .1817 .1904 .1986 .2091 .2047 .2263 .2400 .2204 .2475 .2672 .2509 2809 .2930 .2850 .3108 − .3069 − −
FUEL LB/H 1400 1448 1301 1348 1295 1142 1352 1142 1001 1286 1092 903 1097 .942 771 915 797 − 719 − −
32/3
PAGE 1
Sep 30/15

CT7−5A2/132
Cruise
32/3
PAGE 2
Sep 30/15

CT7−5A2/132
Cruise
SPEED AND SAR NORMAL RANGE
MAX CRUISE POWER
ECS ON
ENG A/I ON
PRPM 1250−1330

LB ISA −20 0 +10 −20 0 +10 −20 0 +10 −20 0 +10 −20 0 +10 −20 0 +10 −20 0 +10
SPEED KTAS 239 247 246 257 249 243 274 252 240 280 265 254 275 263 250 265 256 242 249 243 222
19 000 SPEED KIAS 250 250 244 250 234 225 247 219 205 234 213 200 212 194 182 188 174 161 162 151 135
SAR NM/LB .1671 .1741 .1820 .1866 .2009 .2075 .2081 .2318 .2400 .2285 .2556 .2675 .2619 .2938 .3085 .3060 .3399 .3551 .3686 .3967 .4035
FUEL LB/H 1428 1421 1352 1376 1240 1173 1315 1085 998 1226 1038 949 1048 894 810 867 755 682 676 614 550
SPEED KTAS 239 247 245 257 249 243 273 251 238 279 265 253 274 261 248 264 254 238 240 239 212
20 000 SPEED KIAS 250 250 244 250 234 224 247 218 204 234 213 199 211 194 180 187 173 159 160 148 129
SAR NM/LB .1666 .1737 .1815 .1861 .2005 .2071 .2078 .2312 .2390 .2281 .2549 .2664 .2612 .2927 .3065 .3050 .3375 .3505 .3655 .3896 .3877
FUEL LB/H 1432 1424 1351 1380 1240 1173 1314 1085 997 1225 1038 948 1047 893 809 866 754 680 673 612 547
SPEED KTAS 239 247 245 257 246 242 273 250 237 279 262 251 273 260 246 262 252 235 242 233 196
21 000 SPEED KIAS 250 250 243 250 233 224 246 218 203 233 212 198 210 193 179 186 171 156 157 144 119
SAR NM/LB .1662 .1733 .1811 .1856 .2001 .2065 .2074 .2306 .2381 .2277 .2540 .2653 .2605 .2914 .3045 .3039 .3352 .3459 .3618 .3812 .3603
FUEL LB/H 1435 1426 1351 1383 1239 1172 1314 1084 997 1225 1038 948 1046 8893 808 864 753 679 670 611 543
SPEED KTAS 239 247 244 257 247 241 272 249 236 278 262 250 271 259 244 261 250 230 239 225 −
22 000 SPEED KIAS 250 250 243 250 250 233 246 217 202 278 262 250 271 259 244 261 250 230 239 225 −
SAR NM/LB .1658 .1731 .1808 .1852 .1996 .2060 .2070 .2298 .2372 .2272 .2531 .2642 .2597 .2900 ,3024 .3024 .3321 .3398 .3575 .3705 −
FUEL LB/H 1435 1426 1351 1383 1239 1172 1313 1084 996 1224 1037 947 1045 892 807 862 752 677 667 608 −
SPEED KTAS 238 247 244 257 247 241 271 248 235 278 261 249 270 257 242 259 246 225 234 215 −
23 000 SPEED KIAS 250 250 242 250 232 222 245 216 201 232 210 196 209 190 176 184 167 149 152 133 −
SAR NM/LB .1655 .1728 .1804 .1848 .1992 .2053 .2066 .2289 .2361 .2268 .2521 .2630 .2590 .2885 .3001 .3011 .3281 .3333 .3522 .3547 −
FUEL LB/H 1441 1430 1350 1388 1239 1171 1313 1083 995 1223 1036 947 1044 891 806 860 750 675 664 605 −
SPEED KTAS 238 247 243 256 246 240 271 247 234 277 260 247 269 255 239 257 242 217 226 −
24 000 SPEED KIAS 250 250 242 250 231 221 245 215 200 231 209 195 208 189 173 182 164 144 147 − −
SAR NM/LB .1652 .1725 .1801 .1845 .1987 .2046 .2062 .2281 .2351 .2264 .2513 .2614 .2581 .2866 .2968 .2997 .3237 .3236 .3440 − −
FUEL LB/H 1443 1433 1350 1390 1228 1171 1312 1083 995 1223 1036 946 1043 890 805 858 749 672 658 − −
SPEED KTAS 238 247 243 256 245 239 270 246 232 276 259 246 268 253 236 255 238 207 218 − −
25 000 SPEED KIAS 250 250 241 250 230 220 244 214 199 231 208 194 207 187 171 180 161 138 141 − −
SAR NM/LB .1649 .1721 .1797 .1841 .1980 .2039 .2059 .2273 .2338 .2257 .2504 .2600 .2574 .2848 .2933 .2978 .3181 .3105 .3336 − −
FUEL LB/H 1446 1435 1350 1393 1237 1170 1312 1083 994 1222 1035 945 1042 889 803 855 747 668 653 − −
SPEED KTAS 238 247 242 256 244 238 269 245 231 275 258 244 267 251 232 252 233 − − − −
26 000 SPEED KIAS 250 250 241 250 229 219 244 213 197 230 207 192 206 185 168 178 158 − − − −
SAR NM/LB .1646 .1719 .1793 .1836 .1974 .2032 .2055 .2265 .2325 .2251 .2490 .2583 .2564 .2825 .2843 .2952 .3124 − − − −
FUEL LB/H 1448 1438 1350 1397 1237 1170 1312 1082 993 1221 1035 944 1041 887 801 852 745 − − − −
SPEED KTAS 238 247 241 256 243 237 269 244 229 274 256 242 265 248 227 249 225 − − − −
27 000 SPEED KIAS 250 250 240 250 228 219 243 212 196 229 206 191 204 183 165 176 153 − − − −
SAR NM/LB .1643 1714 .1788 .1831 .1967 .2025 .2050 .2254 .2311 .2245 .2478 .2567 .2553 .2797 .2845 .2926 .3037 − − − −
FUEL LB/H 1451 1441 1349 1401 1236 1169 1311 1082 992 1220 1034 944 1039 886 799 850 742 − − − −
SPEED KTAS 238 247 240 256 242 236 268 242 228 273 254 240 264 244 222 245 216 − − − −
28 000 SPEED KIAS 250 249 239 250 228 218 242 211 194 228 204 189 203 180 161 174 146 − − − −
SAR NM/LB .1639 .1711 .1782 .1825 .1962 .2018 .2045 .2242 .2297 .2239 .2464 .2543 .2543 .2764 .2738 .2896 .2921 − − − −
FUEL LB/H 1455 1441 1349 1406 1236 1169 1311 1081 991 1220 1033 942 1038 884 796 847 738 − − − −
32/3
PAGE 3
Sep 30/15

CT7−5A2/132
Cruise
32/3
PAGE 4
Sep 30/15

CT7−5A2/132
Cruise
SPEED AND SAR LONG RANGE
ECS ON
ENG A/I OFF
PRPM 1250−1330
LB ISA −20 0 +20 −20 0 +20 −20 0 +20 −20 0 +20 −20 0 +20 −20 0 +20 −20 0 +20
SPEED KTAS 209 215 217 210 211 216 214 214 219 216 221 223 216 224 229 220 230 236 235 245 −
19 000 SPEED KIAS 220 217 212 205 199 196 194 187 184 181 178 173 167 166 163 156 156 154 152 152 −
SAR NM/LB .1884 .1902 .1924 .2193 .2219 .2238 .2550 .2579 .2598 .2960 .2978 .2990 .3391 .3398 .3408 .3809 .3814 .3798 .4070 .4053 −
FUEL LB/H 1111 1128 1126 956 952 965 839 830 843 728 742 746 636 660 673 578 603 622 576 604 −
SPEED KTAS 210 216 218 209 212 217 216 216 221 216 221 226 218 226 231 222 231 238 238 245 −
20 000 SPEED KIAS 221 219 213 205 200 197 195 189 186 181 178 175 169 168 165 158 157 155 154 152 −
SAR NM/LB .1876 .1893 .1915 .2183 .2206 .2225 .2532 .2559 .2578 .2935 .2948 .2955 .3344 .3351 .3358 .3738 .3740 .3720 .3978 .3954 −
FUEL LB/H 1122 1141 1137 959 963 976 852 845 857 735 751 766 653 675 689 595 617 639 597 621 −
SPEED KTAS 211 217 218 210 214 219 217 219 223 216 222 229 221 229 232 225 234 240 233 244 −
21 000 SPEED KIAS 222 220 214 205 201 199 197 191 187 181 179 178 170 170 165 160 159 157 151 151 −
SAR NM/LB .1868 .1885 .1907 .2172 .2192 .2210 .2514 .2539 .2557 .2909 .2919 .2921 .3297 .3303 .3307 .3664 .3659 .3643 .3924 .3893 −
FUEL LB/H 1132 1152 1143 968 977 991 864 863 872 743 761 784 669 693 699 615 639 659 593 626 −
SPEED KTAS 213 218 218 212 216 221 219 222 225 218 224 232 222 230 234 228 236 236 232 244 −
22 000 SPEED KIAS 223 221 214 207 203 201 198 193 189 182 180 180 172 170 166 161 160 154 151 151 −
SAR NM/LB .1861 .1877 .1898 .2159 .2178 .2195 .2497 .2519 .2534 .2878 .2885 .2886 .3252 .3253 .3249 .3593 .3582 .3584 .3812 .3782 −
FUEL LB/H 1142 1160 1150 980 991 1006 876 881 887 757 778 804 684 708 719 633 660 658 608 645 −
SPEED KTAS 213 218 219 213 217 223 220 224 228 220 227 234 223 231 236 230 239 231 232 244 −
23 000 SPEED KIAS 223 221 214 208 205 202 199 195 191 184 182 181 172 171 168 163 162 150 151 151 −
SAR NM/LB .1853 .1869 .1888 .2146 .2164 .2180 .2480 .2497 .2510 .2877 .2851 .2852 .3205 .3200 .3192 .3520 .3505 .3518 .3699 .3685 −
FUEL LB/H 1147 1166 1161 992 1005 1021 888 898 907 771 795 821 696 723 739 654 681 656 627 663 −
SPEED KTAS 213 218 221 214 219 224 222 225 231 222 228 236 225 233 239 232 240 224 233 237 −
24 000 SPEED KIAS 223 221 216 209 206 204 201 196 194 185 184 183 174 172 170 165 163 146 151 147 −
SAR NM/LB .1846 .1861 .1878 .2133 .2150 .2166 .2461 2477 .2487 .2815 .2818 .2816 .3155 .3147 .3132 .3448 .3430 .3420 .3579 .3595 −
FUEL LB/H 1152 1174 1174 1004 1019 1035 904 908 927 787 811 837 713 740 764 673 700 654 651 660 −
SPEED KTAS 214 220 222 216 221 226 223 226 233 224 230 238 227 235 240 233 241 214 232 227 −
25 000 SPEED KIAS 224 222 217 210 207 205 202 197 196 187 185 184 175 173 170 165 163 139 151 140 −
SAR NM/LB .1836 .1851 .1868 .2121 .2137 .2151 .2441 .2455 .2464 .2782 .2786 .2780 .3105 .3094 .3091 .3376 .3351 .3284 .3451 .3458 −
FUEL LB/H 1163 1187 1187 1017 1032 1049 915 920 947 804 826 855 731 758 775 690 719 651 674 656 −
SPEED KTAS 215 221 223 217 222 227 224 227 238 226 232 239 229 236 230 233 243 − 233 − −
26 000 SPEED KIAS 225 224 219 212 209 206 203 197 199 189 186 185 176 174 160 165 166 − 151 − −
SAR NM/LB .1827 .1841 .1857 .2108 .2122 .2136 .2421 .2434 .2438 .2748 .2752 .2743 .3056 .3043 .3040 .3302 .3265 − .3316 − −
FUEL LB/H 1174 1200 1203 1029 1048 1062 926 932. 974 823 842 871 749 775 771 707 744 − 703 − −
SPEED KTAS 216 222 225 219 224 229 225 229 241 228 234 241 233 237 231 233 246 − 233 − −
27 000 SPEED KIAS 226 225 220 213 210 208 203 199 202 191 188 186 179 175 164 165 166 − 151 − −
SAR NM/LB .1818 .1832 .1846 .2095 .2107 .2119 .2401 .2411 .2415 .2716 .2714 .2704 .3004 .2993 .2997 .3227 .3182 − .3204 − −
FUEL LB/H 1187 1213 1219 1044 1062 1079 936 948 996 840 860 890 775 792 773 723 772 − 728 − −
SPEED KTAS 217 223 227 220 225 230 226 230 240 228 235 241 235 241 226 234 248 − 221 − −
28 000 SPEED KIAS 228 226 222 215 212 209 204 200 201 191 188 187 181 178 161 166 168 − 143 − −
SAR NM/LB .1808 .1822 .1835 .2081 .2092 .2103 .2379 .2387 .2400 .2683 .2677 .2672 .2950 .2933 .2932 .3149 .3110 − .3075 − −
FUEL LB/H 1200 1226 1236 1058 1077 1095 949 965 1001 851 877 903 797 822 771 744 797 − 719 − −
32/3
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Sep 30/15

CT7−5A2/132
Cruise
32/3
PAGE 6
Sep 30/15

CT7−5A2/132
Cruise
SPEED AND SAR LONG RANGE
ECS ON
ENG A/I ON
PRPM 1250−1330

LB ISA −20 0 +10 −20 0 +10 −20 0 +10 −20 0 +10 −20 0 +10 −20 0 +10 −20 0 +10
SPEED KTAS 207 218 216 204 207 216 206 210 212 210 213 215 216 223 225 225 230 234 233 243 212
19 000 SPEED KIAS 218 221 215 200 195 199 187 183 182 176 173 170 167 165 164 159 156 155 151 151 135
SAR NM/LB .1839 .1855 .1923 .2137 .2163 .2170 .2467 .2494 .2502 .2832 .2854 .2859 .3210 .3223 .3228 .3678 .3593 3585 .4244 .3967 .4035
FUEL LB/H 1127 1176 1124 956 957 993 837 843 849 741 747 753 674 692 698 611 640 652 548 613 550
SPEED KTAS 208 219 217 204 208 216 208 212 213 211 215 218 219 226 228 225 232 235 234 239 212
20 000 SPEED KIAS 219 222 216 199 195 199 188 184 183 177 173 172 169 167 166 160 158 157 152 148 129
SAR NM/LB .1831 .1848 .1916 .2127 .2151 .2159 .2449 .2475 .2478 .2804 .2821 .2823 .3166 .3177 .3179 .3614 .3524 3514 .4146 .3898 .3880
FUEL LB/H 1137 1186 1131 960 965 998 849 855 859 754 763 773 692 710 718 624 659 670 565 612 548
SPEED KTAS 209 220 217 205 209 217 209 212 214 215 218 221 221 228 230 227 234 235 237 233 196
21 000 SPEED KIAS 220 223 216 200 197 200 190 185 183 180 176 175 171 169 167 161 159 156 154 144 119
SAR NM/LB .1824 .1840 .1909 .2115 .2136 .2146 .2431 .2455 .2460 .2771 .2787 .2787 .3124 .3130 .3129 .3548 .3450 3459 .4047 .3812 .3603
FUEL LB/H 1146 1195 1134 969 981 1009 861 862 871 776 783 795 708 729 736 640 680 679 586 610 543
SPEED KTAS 209 220 216 206 211 218 210 213 216 218 222 225 224 229 231 229 237 230 238 225 −
22 000 SPEED KIAS 220 223 215 201 199 201 190 186 185 183 178 177 173 169 168 162 161 153 155 139 −
SAR NM/LB .1816 .1833 .1901 .2102 .2121 2.132 .2412 .2433 .2436 .2740 .2751 .2751 .3082 .3084 .3079 .3484 .3377 3399 .3952 .3705 −
FUEL LB/H 1153 1203 1136 980 995 1021 872 877 796 806 806 816 725 743 751 657 701 677 603 608 −
SPEED KTAS 209 220 216 207 212 219 212 216 219 220 225 228 225 231 233 230 240 225 234 215 −
23 000 SPEED KIAS 220 223 215 202 200 202 192 188 187 185 181 180 173 171 169 163 163 150 152 133 −
SAR NM/LB .1809 .1825 .1892 .2090 .2107 .2119 .2392 .2408 .2410 .2707 .2717 .2717 .3039 .3033 .3027 .3420 .3304 3338 .3522 .3547 −
FUEL LB/H 1158 1207 1141 991 1008 1033 884 895 908 814 826 838 740 762 770 674 725 675 664 605 −
SPEED KTAS 210 220 216 208 214 220 214 218 221 222 228 231 228 233 236 233 242 217 226 − −
24 000 SPEED KIAS 220 223 215 203 201 203 194 190 189 186 183 182 176 172 171 165 164 144 147 − −
SAR NM/LB .1800 .1818 .1883 .2077 .2093 .2105 .2370 .2384 .2385 .2676 .2682 .2681 .2990 .2981 .2972 .3351 .3240 3239 .3440 − −
FUEL LB/H 1167 1211 1149 1004 1021 1044 902 913 926 831 848 860 761 781 794 697 749 672 658 − −
SPEED KTAS 211 220 217 210 214 220 216 220 223 225 230 233 229 235 235 235 238 207 218 − −
25 000 SPEED KIAS 221 223 216 205 201 203 196 192 191 188 185 184 176 174 171 166 161 138 141 − −
SAR NM/LB .1791 .1809 .1872 .2063 .2077 .2092 .2347 .2359 .2359 .2641 .2647 .2644 .2942 .2930 .2933 .3286 .3181 3105 .3336 − −
FUEL LB/H 1178 1217 1162 1018 1031 1053 921 935 947 849 870 882 778 802 803 715 747 668 653 − −
SPEED KTAS 212 221 219 211 215 221 219 223 226 227 233 235 230 236 222 233 232 − − − −
26 000 SPEED KIAS 223 224 218 206 203 204 198 194 193 190 187 185 177 175 168 165 158 − − − −
SAR NM/LB .1781 .1800 .1860 .2048 .2061 .2078 .2324 2334 .2334 .2615 .2612 .2609 .2894 .2880 .2887 .3223 .3124 − − − −
FUEL LB/H 1192 1227 1175 1032 1046 1062 941 956 967 868 892 900 794 821 801 722 745 − − − −
SPEED KTAS 213 222 220 213 217 222 221 226 228 229 235 237 231 238 227 235 225 − − − −
27 000 SPEED KIAS 224 224 219 208 204 205 200 196 195. 192 188 187 178 176 165 166 153 − − − −
SAR NM/LB .1772 .1790 .1850 .2032 .2043 .2060 .2302 .2309 .2311 .2584 .2577 .2572 .2848 .2832 .2846 .3143 .3038 − − − −
FUEL LB/H 1204 1239 1187 1049 1064 1079 960 978 989 888 910 922 811 840 799 746 742 − − − −
SPEED KTAS 214 223 221 215 219 224 224 228 228 231 236 239 232 240 222 238 216 − − − −
28 000 SPEED KIAS 225 225 220 209 206 206 202 198 194 193 189 189 179 177 161 169 146 − − − −
SAR NM/LB .1763 .1780 .1838 .2016 .2026 .2043 .2279 .2285 .2297 .2553 .2543 .2543 .2802 .2781 .2790 .3058 .2926 − − − −
FUEL LB/H 1216 1251 1201 1065 1082 1094 981 998 991 905 927 942 830 864 796 780 738 − − − −
960
32/3
PAGE 7
Sep 30/15

CT7−5A2/132
Cruise
32/3
PAGE 8
Sep 30/15

CT7−5A2/132
Descent
DESCENT PLANNING TABLE
ALL WEIGHTS/ALL TEMPERATURES
ECS ON or OFF SPEED MACH 0.5 or KIAS 220
ENG A/I ON or OFF
PRPM 1250 − 1330

Descent distance (NM)
FL Time Headwind Tailwind Fuel R/D/Mach
(min) (lb) (fpm)/speed (KIAS)
60 30 0 30 60
310 10 35 40 45 50 55 79
300 10 34 39 44 48 53 77
290 9 33 37 42 47 51 75
280 9 31 36 40 45 49 73
270 9 30 34 39 43 47 71
260 8 29 33 37 41 45 69 3000/0.5
250 8 28 31 35 39 43 67
240 8 26 30 34 38 41 64
230 7 25 28 32 36 39 62
220 7 23 27 30 34 37 59
210 7 22 25 29 32 35 56
200 6 21 24 27 30 33 53
190 6 19 22 25 28 31 51
180 6 18 21 24 27 29 48
170 5 17 20 22 25 27 45
160 5 16 18 21 23 26 43 3000/220
150 5 14 17 19 21 24 40
140 4 13 15 18 20 22 37
130 4 12 14 16 18 20 34
120 4 11 13 15 16 18 32
110 3 10 11 13 15 16 29
100 3 9 10 12 13 15 26
90 3 8 9 10 12 13 24
80 2 7 8 9 10 11 21
70 2 5 6 7 8 9 18
60 2 4 5 6 7 7 14 Var./220
50 1 3 4 4 5 6 11
40 1 2 3 3 3 4 8
30 0 1 1 1 2 2 4
20 0 0 0 0 0 0 0
Fuel / Time/ Dist. for approach and landing from 2000 ft above AD elevation are not included in table above.
Add:
Straight in approach: 50 lb / 3 min / 6 NM

Full procedure approach: 100 lb / 6 min / 6 NM
32/4
PAGE 1
Sep 30/15

CT7−5A2/132
Descent
DESCENT PLANNING TABLE
ALL WEIGHTS/ALL TEMPERATURES
ECS ON or OFF SPEED MACH 0.5 or KIAS 250
ENG A/I ON or OFF
PRPM 1250 − 1330

FL Time Descent distance (NM) Fuel R/D/Mach
(min) Headwind Tailwind (lb) (fpm)/speed (KIAS)
60 30 0 30 60
310 10 38 42 47 52 57 98
300 9 36 41 46 50 55 96
290 9 35 40 44 49 53 94
280 9 34 38 42 47 51 93
270 8 32 37 41 45 49 90
260 8 31 35 39 43 47 88
250 8 30 34 37 41 45 86
240 7 28 32 36 39 43 84 3000/0.5
230 7 27 31 34 38 41 81
220 7 26 29 32 36 39 78
210 6 24 28 31 34 37 75
200 6 23 26 29 32 35 72
190 6 22 25 27 30 33 69
180 5 20 23 26 28 31 65
170 5 19 21 24 26 29 61
160 5 18 20 22 25 27 57
150 4 16 18 20 23 25 53
140 4 15 17 19 21 23 49
130 4 13 15 17 19 21 45
120 3 12 14 15 17 19 41
110 3 11 12 14 15 17 37
100 3 9 11 12 13 15 33
90 2 8 9 11 12 13 29
80 2 7 8 9 10 11 25 3000/250
70 2 6 7 7 8 9 21
60 1 5 5 6 7 7 17
50 1 3 4 4 5 5 13
40 1 2 3 3 3 4 9
30 0 1 1 1 2 2 4
20 0 0 0 0 0 0 0
Fuel / Time/ Dist. for approach and landing from 2000 ft above AD elevation are not included in table above.
Add:
Straight in approach: 50 lb / 3 min / 6 NM

Full procedure approach: 100 lb / 6 min / 6 NM
32/4
PAGE 2
Sep 30/15

CT7−5A2/132
Holding
HOLDING FUEL VS FL
CLEAN AIRCRAFT CONFIGURATION
2 − ENGINE FUEL FLOW
SPEED VHOLD
FL STD FUEL FLOW (LB/H) vs GROSS WEIGHT (1000 LB)

TEMP C
19 20 21 22 23 24 25 26 27 28
250 −35 542 564 587 613 642 673 705 738 772 −
200 −25 556 577 598 620 643 668 693 719 746 774
150 −15 593 611 630 649 669 690 710 732 755 778
100 −5 644 661 678 695 713 733 752 772 792 812
50 5 710 726 742 759 776 794 811 830 848 867
0 15 795 809 823 839 855 872 889 906 923 940
CORRECTION ON FUEL FLOW FOR;

OAT: + 15 LB/10 DEG ABOVE STD
− 10 LB/10 DEG BELOW STD
ENGINE A/I ON: + 40 LB
HOLDING FUEL AT 1500 FT

2 − ENGINE FUEL
SPEED VHOLD
GROSS WEIGHT 19 20 21 22 23 24 25 26 27 28
(1000 LB)
30 MIN HOLDING 385 392 400 408 416 425 433 442 450 459
45 MIN HOLDING 578 588 600 612 624 638 650 663 675 689
CORRECTION ON FUEL:
30 MIN HOLDING 45 MIN HOLDING
OAT: + 8 LB/10 DEG ABOVE STD +12 LB/10 DEG ABOVE STD
− 5 LB/10 DEG BELOW STD − 8 LB/10 DEG BELOW STD
ENGINE A/I ON: + 20 LB + 30 LB
32/5
PAGE 1
Sep 30/15

CT7−5A2/132
Holding
HOLDING FUEL VS FLIGHT LEVEL IN ISA CONDITIONS ECS ON
ENG A/I OFF
ALL ENGINES OPERATING FUEL FLOW
FULL BANK (BANK ANGLE 27)
SPEED: 160 KIAS

ALL ENGINES OPERATING
SPEED: 160 KIAS
32/5
PAGE 2
Sep 30/15

CT7−5A2/132
Holding
ENG A/I OFF
SPEED: 170 KIAS

SPEED: 170 KIAS
32/5
PAGE 3
Sep 30/15

CT7−5A2/132
Holding
ENG A/I OFF
SPEED: 170 KIAS

SPEED: 170 KIAS
32/5
PAGE 4
Sep 30/15
Aircraft Operations Manual SPECIAL RANGE
CONTENTS
Special range
33/1 General
33/2 Speed and SAR, Single Engine
33/3 Operation with L/G Extended
33/4 Operation with Rudder Limiter Inoperative
33 −CONTENTS
PAGE 1
Sep 30/15
33 −CONTENTS
PAGE 2
Sep 30/15

CT7−5A2/132
General
1. SPEED AND SAR, SINGLE ENGINE
The performance data for Single Engine is provided

as an information to assist the pilot in the decision
making if an engine failure should occur.
As a general rule, One Engine range is never less
than the All Engine range with the same powerset-
ting.
2. OPERATION WITH L/G EXTENDED
Included in this section are the enroute sections,

Climb and Cruise. The data given are based on the
extra drag caused by the Landing Gear being ex-
tended. Except for this the conditions are the same
as for the normal Climb and Cruise in this AOM.
The data in this section constitutes no approval for
dispatch with the L/G extended. All operation must
be performed in accordance with the approved
MMEL. For takeoff and Landing performance, cor-
rections must be performed in accordance with the
approved AFM or AOM.
3. OPERATION WITH RUDDER LIMITER

INOPERATIVE
Included in this section is the Cruise section,

SPEED AND SAR. The data given are based on a
fixed Cruise Speed of 180 KIAS which is the
highest speed authorized with the Rudder Limiter
inoperative.
The data in this section constitutes no approval for
dispatch with the Rudder Limiter inoperative. All
operation must be performed in accordance with
the approved MMEL.
33/1
PAGE 1
Sep 30/15

CT7−5A2/132
General
33/1
PAGE 2
Sep 30/15

CT7−5A2/132
Speed and SAR, Single Engine
SPEEDS, SINGLE ENGINE ECS ON ISA
ENG A/I OFF
OAT KIAS/TKAS vs gross weight (1000 lb)

FL Deg C 28 27 26 25 24 23 22 21 20 19
240 −33 123/178
230 −31 124/176 130/185
220 −29 123/173 132/184 130/190
210 −27 123/196 133/183 138/189 141/194
200 −25 134/181 139/188 143/193 147/198
190 −23 135/179 141/187 145/193 149/197 151/201
180 −21 136/178 143/186 147/192 150/196 153/200 156/203
170 −19 138/177 144/186 149/192 152/196 155/199 158/202 160/206
160 −17 138/175 146/185 151/191 154/195 157/199 160/202 162/205 164/207
150 −15 140/174 148/184 153/190 156/194 159/198 162/201 164/204 166/207 168/209
140 −13 140/171 149/183 154/189 158/193 161/197 164/200 166/203 168/206 170/208 171/209
130 −11 150/181 156/188 160/193 163/196 166/200 168/202 170/205 172/207 174/209 175/210
120 −9 157/186 161/192 165/195 168/199 170/201 172/204 174/206 176/208 177/209 178/211
110 −7 163/191 166/194 169/198 172/201 174/203 176/205 178/207 179/209 180/210 182/212
100 −5 168/194 171/197 174/200 176/202 178/204 180/206 181/208 182/209 184/211 185/212
90 −3 173/196 176/199 178/201 180/203 182/206 183/207 185/209 186/210 187/212 188/213
80 −1 178/198 180/200 182/203 184/205 186/207 187/208 188/209 190/211 191/212 192/213
70 1 181/198 183/201 185/203 186/205 188/206 189/207 190/209 192/210 192/211 193/212
60 3 182/197 184/199 186/201 188/203 189/204 190/205 192/207 193/208 194/209 194/210
50 5 184/196 186/198 188/200 189/200 191/203 192/204 193/205 194/206 195/207 196/208
40 7 185/194 188/197 189/198 191/201 192/201 193/202 194/203 195/204 196/205 197/206
30 9 187/193 189/195 191/197 192/198 193/199 194/200 195/202 196/203 197/203 198/204
20 11 189/192 191/194 192/195 193/196 195/198 196/199 197/200 198/201 198/202 199/203
10 13 190/191 192/192 193/194 195/195 196/196 197/197 198/198 199/199 200/200 201/201
0 15 192/189 193/191 195/192 196/193 197/195 198/196 199/197 200/197 201/198 202/199
33/2
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A26755
33/2
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CT7−5A2/132
A26756
33/2
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Sep 30/15

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A26757
33/2
PAGE 4
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CT7−5A2/132
A26758
33/2
PAGE 5
Sep 30/15

CT7−5A2/132
A26759
33/2
PAGE 6
Sep 30/15

CT7−5A2/132
Operation with L/G Extended
CLIMB PERFORMANCE, L/G EXTENDED WEIGHT 20 000 lb ESC ON
ZERO WIND ENG A/I OFF
MAX CLIMB POWER

DIST (nm) 59 96 − 64 105 − 66 108 −
310 TIME (min) 19 30 − 20 31 − 20 32 −
FUEL (lb) 324 435 − 337 460 − 348 479 −
DIST (nm) 46 71 − 51 81 − 55 89 −
290 TIME (min) 16 23 − 16 25 − 17 26 −
FUEL (lb) 281 361 − 295 390 − 310 420 −
DIST (nm) 37 56 134 42 66 174 47 75 197
270 TIME (min) 13 19 42 14 21 51 15 22 56
FUEL (lb) 248 313 550 262 341 668 279 375 760
DIST (nm) 31 46 94 36 55 123 40 65 153
250 TIME (min) 11 16 31 12 18 37 13 19 44
FUEL (lb) 221 276 433 234 303 523 251 338 636
DIST (nm) 26 39 73 30 47 96 35 56 126
230 TIME (min) 10 14 25 10 15 30 11 17 36
FUEL (lb) 197 246 366 209 270 440 226 305 55
DIST (nm) 22 33 59 26 40 78 30 49 106
210 TIME (min) 8 12 20 9 13 24 10 15 31
FUEL (lb) 176 219 316 186 241 379 203 27 484
DIST (nm) 19 28 48 22 34 65 26 43 90
190 TIME (min) 7 10 17 8 11 21 8 13 27
FUEL (lb) 156 195 275 166 214 330 181 247 428
DIST (nm) 16 24 40 19 29 54 22 37 77
170 TIME (min) 6 9 15 7 10 17 7 11 23
FUEL (lb) 138 172 240 146 190 287 161 220 378
DIST (nm) 13 20 34 16 25 45 19 32 66
150 TIME (min) 5 8 12 6 9 15 6 10 20
FUEL (lb) 121 151 208 128 166 249 141 194 332
DIST (nm) 11 16 26 13 21 35 16 27 52
130 TIME (min) 5 6 10 5 7 12 5 8 15
FUEL (lb) 104 129 17 110 142 205 122 167 273
DIST (nm) 9 13 2 11 16 27 13 22 40
110 TIME (min) 4 5 8 4 6 9 4 7 12
FUEL (lb) 88 108 14 93 119 167 103 140 221
DIST (nm) 7 10 16 9 13 21 11 17 31
90 TIME (min) 3 4 6 3 5 7 4 5 9
FUEL (lb) 72 88 114 76 96 132 85 114 176
DIST (nm) 5 8 11 6 9 15 8 13 23
70 TIME (min) 2 3 5 2 3 5 3 4 7
FUEL (lb) 56 68 87 59 74 101 66 87 135
DIST (nm) 4 5 8 5 6 10 6 8 15
50 TIME (min) 2 2 3 2 2 4 2 3 5
FUEL (lb) 40 48 62 42 52 72 48 61 94
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (nm) 0,7
REDUCE FOR EACH 1000 ft ABOVE S.L. ALL SPEEDS AND TEMPS TIME (min) 0,3
FUEL (lb) 8.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (kt) x TIME (min)/ 60.
FUEL/TIME TO BE ADDED FOR TAKEOFF:28 lb/1 min.
33/3
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CT7−5A2/132
A26761
33/3
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A26762
33/3
PAGE 3
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A26763
33/3
PAGE 4
Sep 30/15

CT7−5A2/132
Operation with Rudder Limiter Inoperative
A26764
33/4
PAGE 1
Sep 30/15

CT7−5A2/132
Operation with Rudder Limiter Inoperative
33/4
PAGE 2
Sep 30/15
Aircraft Operations Manual PERFORMANCE SUPPLEMENTS
TO BE ISSUED LATER
34 −CONTENTS
PAGE 1
Sep 30/15
Aircraft Operations Manual PERFORMANCE SUPPLEMENTS
34 −CONTENTS
PAGE 2
Sep 30/15
Aircraft Operations Manual LINE CHECKS
CONTENTS
Line checks
35/1 Line Checks
35 −CONTENTS
PAGE 1
Sep 30/15
35 −CONTENTS
PAGE 2
Sep 30/15

Walk−Around Check
1. LINE CHECK 11
EXHAUST PIPE
The most important parts in each area are listed under the FLAP
AILERON AND TRIM TAB 2)
respective area item. STATIC WICKS
10 NAV LIGHTS AND STROBE
MAIN LANDING GEAR REFUELING POINT (OVER)
Generally these items shall be checked for: DE−ICER BOOTS
DOWNLOCK PIN (REMOVE) 13
− Security UPLOCK ROLLER AND PAD 1) 12
TIRE CONDITION WINDOWS
− Clear of obstructions. Ice, snow and frost must EMERGENCY DOOR
GEAR DOORS COWLINGS
be removed before next flight. BRAKE WEAR INDICATORS PROPELLER FAIRING
− Cracks or other damage WEIGHT−ON−WHEEL SWITCHES AIR INTAKE INCLUDING LANDING LIGHT
BIRDCATCHER INLET 1, 3) DE−ICER BOOT (NO DAMAGE)
FUEL DRAIN
BIRDCATCHER EXHAUST 1)
Aerodynamic surfaces shall be checked for freedom from: OIL COOLER 1)
PGB OIL LEVEL 1
− Ice. 9 NO FUEL / OIL SPILL ENTRANCE DOOR AND STAIR
− Snow. STATIC PORT ACCESS DOORS
− Frost or Other contamination. CARGO DOOR PITOT TUBES
ANTENNA ANGLE OF ATTACK SENSOR
− Obstructions affecting the aerodynamic smoothness BEACONS WINDSHIELDS
such as loose repair patches or partly loose boots. WINDOWS WIPERS
ACCESS DOORS OAT PROBE
RADOME
Each area shall be given an overview, checking the general OXYGEN GREEN INDICATION DISK
condition and presence of fluid (leaks or drips) on the air- ANTENNAS
craft or on the ground. FIRST AID KIT INTERNAL WALK AROUND PORT OXY PRESSURE EMERGENCY DOOR
LIFE VESTS SMOKE MASKS
EMERGENCY FLASHLIGHT FIRE EXTINGUISHERS
DE−ICER BOOTS EMERGENCY DOORS 2
DROP OUT OXY (if installed) SMOKE HOOD / PBE
VORTEX GENERATORS NOSE GEAR
ELEVATORS 8 DOWNLOCK PIN (REMOVE)
RUDDER UPLOCK ROLLER AND PAD 1)
TRIM TABS TIRE CONDITION
STATIC WICKS GEAR DOORS
NAV LIGHTS 3 TAXI LIGHT
ANTI COLLISION LIGHT
ACCESS PANEL WINDOWS
EMERGENCY DOOR
NOTE FAIRING
LANDING LIGHT
1) Special attention shall be paid to these
DE−ICE BOOT
parts after flight in icing conditions or
during icing conditions.Ice and snow must be removed before next flight.
7 FUEL DRAIN
4 ANTENNAS
WINDOWS
2) After a flight preceded by Type II / IV ACCESS DOORS COWLINGS
anti−icing, special attention shall be paid STATIC PORT PROPELLER
to the gap between aileron and wing−structure. AIR INTAKE INCLUDING BIRDCATCHER INLET 1, 3)
Check also fairing drainholes. BIRDCATCHER EXHAUST 1)
If residue of anti−icing fluid is found, the aircraft OIL COOLER 1)
including flap leading edge, shuld be cleaned by 6 PGB OIL LEVEL
water or type I fluid before next flight. MAIN LANDING GEAR NO FUEL / OIL SPILL
DOWNLOCK PIN (REMOVE)
5
3) In order to properly inspect the birdcatcher inlet UPLOCK ROLLER AND PAD 1)
for possible ice/snow, a flashlight is required. DE−ICE BOOTS
TIRE CONDITION REFUELING POINTS (UNDER AND OVER)
GEAR DOORS NAV LIGHTS AND STROBE
BRAKE WEAR INDICATORS AILERON AND TRIM TAB 2)
WEIGHT−ON−WHEEL SWITCHES
STATIC WICKS
FLAP
A12126 EXHAUST PIPE
35/1
PAGE 1
Sep 30/15

Walk−Around Check
35/1
PAGE 2
Sep 30/15
Aircraft Operations Manual APPENDICES
CONTENTS
Appendices
36/1 QUICK CHANGE configuration

36/2 Steep Approach Operation
36/3 Active Noise Control system (option)
36/4 Cargo Configuration (option)
36/5 GPS based FMS Non Precision Approach (option)
36 −CONTENTS
PAGE 1
Sep 30/15
36 −CONTENTS
PAGE 2
Sep 30/15

Description
APPENDIX NO. 1
QUICK CHANGE CONFIGURATION
1. GENERAL 2.2 SMOKE DETECTION SYSTEM
(AOM section 7)
This appendix describes the changes in installation
made in a QUICK CHANGE configured aircraft and There are two additional smoke sensors installed in
the effect on operating procedures caused by these the cabin compartment of similar type as in avionic
changes. In passenger configuration the cargo rack, lavatory and the standard cargo compartment.
compartment is classified as a class C compart- The lavatory smoke sensor is moved with the lava-
ment whilst in cargo configuration the enlarged car- tory to the forward part of the cabin.
go compartment is classified as a class E compart-
The two cabin compartment smoke sensors are
ment. For full system description and operating
deactivated when in passenger configuration. Arm-
procedures see respective system description in
ing/disarming of the two sensors are made by
AOM part 1.
means of a built in switch in the cabin wall and is
2. SYSTEM CHANGES switched ON/OFF by one of the sliding bolt locks on
the removable bulkhead.
− Dual fire extinguisher bottles in cargo compart-
ment. To preclude delayed smoke d

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AIRCRAFT OPERATIONS MANUAL

The content of this document is proprietary and confidential to Saab AB

Doc. No: 72LKS 3088 Initial Issue: APR 01/84

Aircraft Operations Manual

21 Air Conditioning and Pressurization 2

30 Ice and Rain Protection 11

31 / 34 Instruments and Recorders 12

38 Water and Waste 18

Aircraft Operations Manual

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Aircraft Operations Manual

BULLETINS Alert Operations Bulletins AOB 20

PROCEDURES Normal Procedures 22

PERFORMANCE Power Settings 26

Climb / Cruise / Descent 32

MISCELLANEOUS Line Checks 35

Aircraft Operations Manual

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Aircraft Operations Manual

REVISION No. 50, Jun 01/16

To: All holders of SAAB SF340A AIRCRAFT OPERATIONS MANUAL.

Update the manual according to the revised ”List of Effective Pages”.

REASON FOR ISSUE

This revision contains minor changes and page shifts.

Aircraft Operations Manual

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Aircraft Operations Manual

Rev. Rev. Rev.

1 Jul 01/84 24 Dec 21/94 47 Jun 30/15

2 Dec 01/84 25 Jun 30/95 48 Sep 30/15

3 Mar 20/86 26 Dec 21/95 49 Dec 01/15

4 May 30/86 27 Jun 17/96 50 Jun 01/16

5 Jul 20/86 28 Nov 30/96

6 Sep 30/87 29 Apr 30/97

7 Nov 02/87 30 Aug 14/98

8 Feb 08/88 31 Nov 06/98

9 Jul 04/88 32 Jun 24/99

10 Sep 23/88 33 Oct 25/99

11 Dec 01/88 34 Apr 27/01

12 Jan 25/89 35 Jan 17/02

13 Mar 31/89 36 Sep 13/02

14 Jun 17/89 37 Dec 05/03

15 Jul 14/89 38 Oct 08/04

16 Mar 01/90 39 Mar 04/05

17 Jul 01/90 40 Jun 23/08

18 Feb 01/91 41 Feb 17/11

19 Sep 16/91 42 Aug 16/12

20 May 26/92 43 May 14/13

21 Aug 31/92 44 Nov 21/13

21 May 20/94 45 Jul 01/14

23 Sep 28/94 46 Jan 14/15

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Aircraft Operations Manual

SE/CH/SU PAGES CODE REASON FOR CHANGE

INTRO 1 Saab Aircraft AB changed to Saab AB.

Parenthesis added regarding not to motor engine more than 30 sec-

Aircraft Operations Manual

SE/CH/SU PAGES CODE REASON FOR CHANGE

20 contents 1−2 No new or cancelled Alert Operations Bulletins.

21 contents 1−4 No new or cancelled Operations Bulletins.

Parenthesis added to clarify that on−side starting means that both

The Abnormal Procedures / Checklist have been restructured. The