Table of Contents:

Air-conditioning..1
Autocoarsen.4
Auto Pilot....6
Brakes..7
Communications.8
CTOT / APR...8
EFIS9
Electrical.13
Emergency Equipment18
Engine Oil...56
Engine Fuel.59
Fire Protection.19
Flight Controls.23
FI Stop.63
Fuel..27
Gear.30
GPWS..31
Hydraulics33
Ice Protection...36
Pitot Static....43
Pneumatics...44
Power Plant...46
Propeller...53
Propeller Oil.....58
Pressurization60
Stall Warning....62
Steering.....64
TEST 1 Panel ......66
TO Inhibit..66
WAS..65
Air-conditioning

Temp controller in Auto Mode:

maintains cabin temp of 18 to 29
maintains duct temp of 3 to 75

Left pack- supplies cabin air only.

Right pack- supplies 1/3 to cockpit and 2/3 to cabin.

(L/R DUCT OV TEMP)

Comes on if A/C is overtemping
A/C compressor discharge > 225 or selected too cold
Distribution duct > 82 selected too hot
Bleed air will auto close
You get:
(DUCT OV TEMP) light
(AIR COND) CWP light
(L/R BLD FAULT) light while valve in transit (disagreement)

(L/R RECIRC)
Light means fan is failing
Comes on if fan speed drops below 80% of normal speed
You dont get a CWP (AIR COND) master warning
Fan will auto shut off & turn back on when cool
Dont use unless A/C cart or bleed is on.

CWP (AVIONICS VENT)

Comes on if avionics fan fails
Fan should be on anytime avionics are on

(L/R BLD CLOSED)

Comes on when ever the bleed is closed

(X VALVE OPEN)
Comes on when ever the cross valve is open.
Cross valve will only open if one bleed is shut off
If you have it open and you turn on the other bleed, it will close
Limitation- Can only open the cross valve on the ground.

3
Air-conditioning

2 packs under cabin floor in wing

Controlled automatically or manually
Dual heat exchanger
Primary
Secondary

1. Air from pneumatic bleed splits to the bypass valve & pack valve.
2. Pack valve air is directed over the primary heat exchanger.
3. Ram & fan air are blown across the heat exchanger while water vapor is sprayed over.
4. The cooler air is then sent through a compressor which increases pressure and heat.
5. The higher pressure air then goes through the heat exchanger a second time where the ram
& fan air are blown across the secondary heat exchanger while water vapor is sprayed over.
6. The even cooler high pressure air is sent through a condenser where water is extracted and
sprayed back into the heat exchanger.
7. The air is then sent through a turbine where air pressure is lowered and cooled and mixes
with warmer air from the bypass valve.
8. The mixed air is now sent to the aircraft ducting where it passes a temp sensor.
9. In the auto mode the temp sensor controls the actuator to maintain a duct temp of 3-75 C.
10. In the manual mode the valves can be moved full open or closed.
11. Two additional overtemp sensors are installed, one after the compressor and one at the
outflow air.
12. If the air exiting the compressor is above 225 then compressor air flow is being restricted
possibly from ice backup.
13. Temp is set to COLD. Increase selected temp setting and reset.
14. If the air exiting into the cabin ducting is above 82 then temp is set to high. Decrease
selected temp and reset.
15. If an overtemp is sensed then:
Bleed air will auto close
CWP (AIRCOND)
(L/R DUCT OV TEMP)
Bleed fault light (while valve in transit)

If you were trying to Heat, then duct overtemp of 82 was exceeded.

If you were trying to Cool, then compressor overtemp 225 was exceeded.

* Temperature is controlled by opening/ closing of the pack valves.

* Bypass valve is opened more for hotter air.
* Pack valve is opened more for colder air.
* The valves work simultaneously. When one valve opens the other valve closes.

4
Air-conditioning Schematic

5
Autocoarsen

Used as an autofeather incase an engine failure

When switched on and engine failure parameters are met, it opens the feather solenoid
valve, and autocoarsen the bad engine
Sends pitch to 55
Then prop still wind milling: (without using CL)
Opens path to feather solenoid
Oil pressure is used to open feathering valve from high pressure pump
That reduces rotation, and pump pressure reduces
Closes feathering valve
Prop goes back to min and speeds up
Wind speeds up prop & increases pressure
Opens feathering valve & feathers
Prop will continue to cycle 60-600 Np at 55 blade angle
Significant aircraft performance loss of about 6000 pounds if it doesnt autocoarsen

Autocoarsen Parameters:
Autocoarsen High
(green light) The green lights are to show autocoarsen should
Autocoarsen switch on work.
Both PL > 64
These conditions are met at TO. So on TO check
Both torque s > 50% to make sure the green HIGH lights are on the
Both P3 > 120 psi status panel.

Autocoarsen Low
(green light)
Autocoarsen switch on
Low mode is for approaches.
1 PL < 64 If the high mode fails to feather then the low mode will.
Both Ne > 60% Ne & Ng conditions should always be met in flight
Both Ng > 55% Ne is the speed of the starter generator.
(Ne & Ng should be the same)

Autocoarsen High Autocoarsen Low

(SIGNAL) (SIGNAL)
Autocoarsen switch on Autocoarsen switch on
Both PL >64 PL doesnt matter
(GOOD ENGINE) Torque > 50% (GOOD ENGINE) Ng > 50%
(BAD ENGINE) Torque < 50% (BAD ENGINE) Ne < 60%
P3 < 120 psi Ng < 55%
Torque diff. > 25%

You will get an Un-Autocoarsen if..autocoarsen switch is turned off or

.if torque and P3 recover

6
Autocoarsen TEST
(P3 TEST) Left Right
PL PL

Left Engine Right Engine

Input Input
TQ
TQ
Autocoarsen
computer
P3
P3

L R

As you hold the right switch then it tricks both PL, L Torque, to thinking a R engine has
failed.
L R

(tricked) PL > 64 PL >64 (tricked)

(tricked) Tq = 100% Tq < 50 (actual)
(actual) P3 < 120 P3 <120 (actual)

This meets the condition of autocoarsen in the high mode.

Prop should feather, if not then P3 switch is stuck in the high position
The low switch position is tested every time on TO if you get the high lights
If you get an autocoarsen: PGB oil will cycle 60 to 600 Np, back and forth
autocoarsen goes to 55, which is optimal at V2 at TO config.

make sure the P3 test is done in the unfeather or you will destroy the engine.

7
Auto Pilot

FCC starts operation in HDG and VS mode 10s after initialized.

AP and YD can be engaged after the internal test sequence has completed, about 30s after
modes appear.
Green Text indicate on the EADI are captured (active) modes, while white text are armed
(selected) modes.
RUD, AIL, EL annunciator on the EADI indicates AP trimming difficulties.
(if annunciator stay on, then disconnect auto pilot and retrim manually)
Only have Elevator and Rudder auto trim, no aileron trim.
Another words the auto pilot can trim out elevator & rudder pressures but not Aileron
pressures because theres no auto pilot aileron trim.
Have Rudder, Aileron, and Elevator AP servos.
CWP (AUTO TRIM) indicates a malfunction in the APs auto trim
elevator autotrim or rudder autotrim

Ways to disengage the auto pilot:

1. Pressing either AP disconnect buttons on the yoke.
2. Manually moving the AP levers to disengage.
3. Selecting GA
4. Operating either pitch trim switches on the yokes.
5. Operating the standby pitch trim switches
6. By initiating the stick shaker.
7. Certain AP failures.
8. By pulling CB.

PITCH mode is only selectable when VERT SYNC is pressed in the GA mode or as a
reversionary mode if Vs fails
Half bank reduces bank angle from 27 to 13.5
FD commands 6.4 pitch & level wings when the GA mode is selected.
Re-engagement of the AP after GA, changes modes to GO & VS

Go Around
1. FD only
2. Maintains current heading (not heading bug)
3. Fixed pitch of 6.4 but you can vert sync to change pitch

Use appr mode for ILS, VOR, LOC approaches because it gives you tighter gains.

8
Brakes

- self adjusting hydraulic disk brakes

- 2 separate brake system. INBOARD & OUTBOARD
- brakes are hydraulic activated so you only feel spring pressure

Anti-Skid:
- normal braking is with anti skid on.
- each rudder pedal has its own power valve (4 power valves)
- there is a transducer on each wheel. (WOW)
- it senses the wheel slipping and reduces pressure
- inboard anti-skid valve works both inboard wheels
- outboard anti-skid valve works both outboard wheels
- both inboard and outboard are independent
- if one inboard wheel starts to slip, then both inboard wheels decrease pressure
- turns off below 20kts so that you can stop

Touchdown protection:
It makes sure you dont land with brakes on
In order to obtain braking with anti-skid protection (Touchdown protection)
have anti-skid switch on (and)
have gear handle down (and)
have power lever to flight idle for 3s (or)
either WOW for 3s (or)
average wheel speed of inboards or outboards over 50kts.

CWP (A-SKID INOP) illuminates when gear handle is down and,

switch is off or
system malfunctions
if anti-skid inop dont use brakes till below 40kts (limitation)

Parking Brake:

- located on Capt.s side

- Pedals are spring feel not actual, You dont need to pump just hold down.
- Build pressure till light comes on & pull handle and rotate 30 clockwise
- CWP (PARK BRAKE ON) light comes on at 1700psi & stays on till 900psi
- Brakes will lock at 1500psi & stay locked till 950 psi
- Once pressure bleeds below 950psi, valve opens and dumps all pressure, brakes release
and CWP light goes out.
- To disengage turn 30 counter clockwise

locked
1700..1500.950900
Light on

9
Communications: (Norm / Emer switch)

Emer left pilot operates only com 1 & L ptt on yoke

right pilot operates only com 2 & R ptt on yoke
no intercom, and cant hear nor transmit on other coms
the audio panel is by-passed
have a fixed volume
must use ptt switch on yoke only

(Boom / Mask switch)

Mask connects the O2 mask mic to the audio panel

Pa calls with the mask on can be made by pressing the PA button
on the jack panel
Boom headset mic connects to audio panel

CTOT Constant torque on take off.

It maintains a selected torque
Set PL less than 15% of desired torque, then select ctot on.
Used for TO and GO only
It can only add fuel & not reduce less than what the PL are set at.
You can override the ctot by pushing the PL up.
Below 64 PL position, ctot will be disabled.
There is a yellow tape mark on the PL to show where 64 is at
On hot days with a low torque, make sure you push PL above yellow line.
Ctot does limit ITT @ 955 ITT, then doesnt increase torque
To turn off ctot select switch off or PL below 64
Overtemp lights come on at 962 (B model)
Overtemp lights come on at 947 (A model)
On climb out if you forget to turn off ctot:
1. It trys to maintain set torque
2. As you climb up, it adds power and the ITT increases
3. You will overtemp the ITT, up to 955
4. Slowly click the ctot down, then turn it off

APR Automatic power reserve.

On B models only
When armed, and an engine failure is sensed, it will automatically add 7% torque on the
good engine.
It only adds 7% to the amount it was dialed at when the APR engaged.
Another words if you set 80% torque and lost an engine, it would give you 87% and if you
increased up to 100% at that time, then you only get 100%, not 107%
Must have ctot/apr switch in the APR position
Must have PL above 64
Must have autocoarsen switch on
Status panel will have (L/R APR) lights when PL above 64, ctot in apr position, and
autocoarsen switch is on. Doesnt guarantee system is working though.

10
 Normal EFIS

EADI EADI
MFD

EHSI EHSI

MPU
L DPU R DPU

AHRS 1 AHRS 2

RADAR
TCAS

MAG MAG 2
1

EADI = Electronic Attitude Directional Indicator

EHSI = Electronic Heading Situational Indicator
DPU = Data Processing Unit
AHRS = Attitude and Heading Reference Signal
MAG = Magnetic Heading
MFD = Multi Function Display
MPU = Multi Processing Unit

11
 DPU Failure:
(Drive X-fer)

Both tubes on one side go blank

DPU has failed, burrow MPU
Drive transfer switch
MFD also displays EHSI

EADI EADI
MFD

EHSI
EHSI

MPU
L DPU R DPU

AHRS 1 AHRS 2

RADAR
TCAS

MAG 1 MAG 2

12
 AHRS Failure
(X-Side Data)

Loss of color (skeleton) on both tubes

Lost AHRS
Burrow opposite AHRS
X-side data
Lose comparator function (Hdg Flag on EHSI)
EADI & EHSI are exact copies of opposite side

EADI EADI
MFD

EHSI EHSI

MPU
L DPU R DPU

AHRS 1 AHRS 2

RADAR
TCAS

MAG 1 MAG 2

13
 Tube Failure:
(Rev. Mode)

One tube goes blank

Either EADI or EHSI fails
Combine both data on one tube
HSI REV displays both on EHSI
ADI REV displays both on EADI

(ADI REV) (HSI REV)

EADI
EHSI
MFD
(Composite)

EADI
EHSI
(Composite)

MPU
L DPU R DPU

AHRS 1 AHRS 2

RADAR
TCAS

MAG 1 MAG 2

14
Electrical

Has a 24v /5 ampere-hour lead acid emergency battery.

Two 24v /43 ampere-hour nickel-cadmium batteries.
Two starter/ generators supply 28v DC 1400-1600 amps.
Two wild frequency 115v AC generators are used only for ice protection
Two inverters which change 28v DC to 115v AC & 26v AC
External power supplies 28 29.5v DC
5 emergency batteries located in cabin floor for 15 min of emergency lighting.
Batteries are connected in series, supplying 48v DC during battery start.
Overhead (NO BAT START) light comes on at 57
Overhead (BAT HOT) light comes on at 71 and disconnects the batteries.
GPU will disconnect if voltage range falls outside of (10 31v).
CWP (GEN OV TEMP) light comes on at 150
The bus tie over current relay opens if the current exceeds 800 amps (K-1) CB.
Standby instruments back lighting, powered of the 24v emergency battery, are also
controlled by the emergency light switch.
The ESS avionics switch powers the CVR.
Most relays require 18v to hold close so you dont get relay chatter.

Batteries:
One 24V /5 ampere-hour lead-acid emergency battery.
Below 24V on the L BAT BUS the emergency battery supplies power to the
Emergency Bus.
Two 24V /43 ampere-hour nickel-cadmium batteries installed in the L/R wing faring
Batteries are connected in series during a battery start, supplying 48v DC
2 thermo switches installed on each battery (57 & 71)
1 temp probe installed on each battery to monitor battery temperatures
Batteries are cooled airborne by ram air and on the ground by a fan.
Fan battery are controlled by the nose landing gear lock down switch.
Batteries will not connect in auto or will drop off line if the GPU is connected.

External Power:
Located on the A/C belly behind wing
Needs 28v DC with a range of 28v to 29.5v & 1400-1600 amps.
Blue status panel light shows some kind of power is available
Automatically will disconnect the GPU if the range isnt (10-31v).
Min of 18v or you will get relay chatter

15
AC Generators:

Two wild frequency 115V AC generators connected to the prop are used only for ice
protection.
(460 640 Hz), depending on prop RPM.
Need a min of 1000 rpm for the AC generators to stay online.
(L/R AC GEN) light comes on if generator fails or disconnects.

DC Generators:

Two 28v starter/ generators that supply 400amps.

Located on accessory gearbox driven from Ng.
At engine start a speed sensor disconnects the starter at 55% Ng.
Its a starter till 55% Ng.
After 60% Ng its a generator.
Generator drive shaft will shear if high mechanical overloading.
Integral fan cools the generator on the ground.
Ram air is ducted to cool the generators in flight.
The bus tie over current relay opens if the current exceeds 800 amps (K-1) CB

GCU Generator Control Unit

has fixed excitation

voltage regulation
DC fault protection
controls engine start cycle & disengages starter at 60% Ng
any error in the generator the GCU will sense it & take it off line
also de-energizes relay if fire handle is pulled.

16
 Gen to Gen show power from a source
Main to Main shows power from a bus
Amps Gen is the only one that measures amps

DC
Selector
Switch

(L/R ESS BUS) illuminates when essential bus not powered.

(L/R BAT HOT) illuminates when battery is overheated (>71).
disconnects the battery unless in over ride.
(L/R BAT) illuminates when the battery relay is open.
(EMER PWR) comes on if the emergency bus is not powered or if
emergency battery drops below 24v.
(L/R MAIN BUS) comes on when the bus is not powered.
de-energizes during engine start.
(L/R GEN OV TEMP) comes on when the generator over heats (150)
(L/R GEN) comes on when generator relay is open.
(EXT PWR AVAIL) shows that some kind of external power is available.
(INVERTER) light comes on when selected inverter fails or selected off.

(NO BAT START) comes on when battery temp reaches 57

can but should not use battery temp for start.
DC ELECTRICAL
PANEL

L ESS R ESS
BUS BUS Bus Not Powered

L BAT
HOT
R BAT
HOT Somethings Too Hot EMER
PWR Bus is not powered
L R
BAT BAT Relay is Open
BUS TIE
CONN Bus tie conn is closed

L R MAIN
MAIN
BUS
BUS Bus Not Powered EXT
PWR External power is connected

L GEN R GEN
OV
TEMP
OV
TEMP Somethings Too Hot

L R
GEN GEN Relay is Open
17
Electrical Relay Logic

Battery Relays:
Will close when switch is on and:
Temperature < 71 and
External power not on or
Anytime override is selected.

Essential Bus Relays:

Will close when:
Respective battery bus is powered and
No start is in progress

Generator Relay:
Closes when:
Generator switch in the on position and
GCU self test pass and
External power not on.

Main Bus Relay:

Closes when:
A generator or GPU online and
No start in progress and
Bus tie relay closed

Main Start Bus Relay:

Closes when:
A generator or GPU online and
Bus tie relay closed

Bus Tie Relay

Closes when:
CONN closes anytime selected if the emergency bus powered.
AUTO closes anytime the L Bat Bus has power & less than 2 generators online.
SPLIT Power is removed and the relay opens.

Utility Bus Relay

Closes when
2 generators online or
External power on.

Only relays with the word START in them, remain closed during a start.
All relays with the word MAIN are closed when at least one Gen or a GPU is online.
All relays with the word ESS are normally closed.

18
AC Electrical

Inverter Turns 28v DC to 115v AC & 26v AC @ 400hz

An inverter light means that you have lost the selected inverter
If you lose the 115v AC then you get a warning light
If you lose just the 26v AC then no warning
Always use the #1 inverter
Loss of the 26v AC indications:
(R) RMI flag lose slaving but ADF still works
(C) CDI on VOR is lost, but not the ILS
(A) AHARS magnetic reference lose, heading will drift
Loss of115v AC indications:
(F) Flight data recorder, out
(R) Radar stabilization, loose pitch
(O) Overhead back lighting lost
(G) GPWS is lost
Inverter #1 (selected)
1. L main bus sends power to inverter
2. 115v AC sent to both L & R 115v AC bus
3. 26v AC sent to both L & R 26v AC bus
4. If the #1 inverter burns out then:
- Power can be switched to the # 2 inverter
- Then the #2 inverter from the R main bus powers all

Overhead (INVERTER) comes on when the inverter fails or power to the inverter fails.

inverter
light

L R L R
115 VAC 115 VAC 26 VAC 26 VAC

#1 #2
Inverter Inverter

L Main R Main
Bus Bus

L R

Switch

19
Emergency Equipment:

- has on fixed and one portable oxygen bottle

- 1850 psi O2 bottle with 70 psi distributed at the outlets
- must lift up to turn on passenger O2
- CWP (OXYGEN) light comes on at 800 +/- 35 psi

Emergency batteries:
- 10 15 minutes of emergency lighting for the cabin is supplied from the 5 rechargeable
batteries, located under the cabin floor.
- The emergency cabin lights can only be turned off when the R ESS BUS is powered
- The emergency cabin lights are charged by the R MAIN BUS
- CWP (EMER LTS UNARMED) comes on when ever the emergency light switch is turned off.
- A 5-7 G impact will activate the ELT or you can turn in on manually from the cockpit. Its
removable with its own batteries, and supplies 52 hours of transmissions.
- Absence of a GREEN blow out disk, located on the front right side of the nose section
indicates the O2 bottle has discharged.

Required Emergency Cabin Equipment:

1 escape rope
3 smoke goggles
3 oxygen mask
3 life vest
1 crash ax
1 PBE
2 flash lights
1 emergency gear handle

Emergency Panel:

ELT (emergency locator transmitter)

Turns the ELT on, or normally in the armed position.

Pressure Dump
Moves the electrical outflow valve to fully open position.
Used in an emergency situation to manually de-pressurize the cabin.

20
Fire Protection

Each engines has its own fire extinguisher

Detector fail system
Tail pipe overheat sensors
Smoke detection for Avionics, Lavatory, & Cargo

Engine Loop:
- Single continuous loop detection circuit below each engine
- Monitors resistance valve
- Quick resistance change means short not fire and gives detect fail
- Slow resistance changes means fire and get 4 indications are:
1. Master warning
2. CWP (L/R ENG FIRE)
3. L/R engine fire T-handle light (steady)
4. Fire Bell

- looks for a resistance change in any one area &

- compares it between other areas
- as fire heats up, it changes the resistance in one area
- works even if section broken
- 2 pieces all work except center piece
Tail Pipe:
There are 3 over temp detectors installed around each engine tail pipe.
Wired in parallel so any single probe gives indication
Shows air leaking from the exaust
Errors sometimes from Wx
Indications are:
- Master Warning
- Triple Chime
- CWP (L/R TAIL P HOT)

21
Smoke Detection:

3 areas Avionics, Lavatory, & Cargo

Avionics Has optical smoke sensor

CWP light stays on till no more smoke sensed
Can use hand held fire extinguisher to spray in hole behind Capt.s head.

You get:
1. Master Warning
2. Triple chime
3. CWP (AVIONIC SMOKE)

Lavatory Has optical smoke sensor

A fire bottle in lavatory that will automatically discharge if smoke is detected from its thermo
sensor.
Warning is optical and discharge is thermal, independent systems.
Sprays into the trash compartment.
You have no way of knowing if fire bottle went off.

You Get:
1. Master Warning
2. Triple chime
3. CWP (LAV SMOKE)

Cargo: Has an optical sensor in cargo compartment

Doesnt sense smoke, only measures lack of light, which means smoke
2 halon bottles located in the rear cargo compartment. (B model)
Dual type bottles last (last 30 mins)
Immediate rapid discharge of outer wall
Slow trickle of inner wall
After bottle discharges (CARGO EXTG) light comes on telling pressure is low in the inner wall.

You Get:
1. Master Warning
2. Triple chime
3. CWP (CARGO SMOKE)

To activate extinguisher:
- Switch Cargo Fire Extinguisher to on
- Light comes on telling that there is low pressure in the bottle
- Should not initially get the (CARGO EXT) light
- Wait a min of 2 mins before using the 2nd bottle or you could over pressure the
cabin and the 7.6psi overpressure pop valve would open, loosing all your
extinguisher.
- Only retards the flame, doesnt extinguisher the source
- Land ASAP

22
Engine Fires:

Fire indications:

1. Master warning
2. CWP L/R engine fire
3. L/R fire T-handle steady red
4. Fire Bell

Engine Fire Extinguishers:

2 bottles one per engine
Discharges into which ever engine has T-handle pulled
Pressing the (FIRE EXTG) button sends the extinguisher
Choose the associated engine first, less travel = more extinguisher
All powered off associated HOT BAT BUS
Can always fight fires, but might not be able to detect it
(L/R ENG FIRE) on CWP & T-handle light stays on till fire is out

Pulling the fire T-handle:

1. Arms the squib
2. Closes fuel valve
3. Closes both bleeds ( Lp & Hp)
4. Opens generator
5. Silences the fire bell
6. Resets the master warning

23
Fire Test:

Can test the fire loop integrity

Can simulate an engine fire
Can simulate a tail pipe hot
Can simulate avionics smoke
Can simulate cargo smoke
Can simulate lavatory smoke

To test the integrity of the fire loop detection system hold up the FIRE SHORT switch on the
test 1 panel. It simulates a short in both the L and R engine fire loops by making a quick
resistance change, meaning a short in the loop, not an actual fire.

Indications should be:

Master Caution light
CWP (L/R FIRE DET FAIL) lights
Single chime

To test an actual engine fire hold the FIRE switch on the test 1 panel to the right or left. This
simulates a slow resistance change on the fire loop, meaning an engine fire exist. This same
switch also test the tail pipe hot sensors meaning a tail pipe hot warning exist.

Indications should be:

Fire bell
Master warning light
CWP (L/R ENG FIRE) lights
L/R fire T-handle lights
CWP (L/R TAIL P HOT) lights
Triple chime

To test the avionics smoke, cargo smoke, and lavatory smoke sensors hold up the SMOKE
switch on the test 1 panel. This simulates smoke in the avionics, lavatory, and cargo
compartments.

Indications should be:

Master warning light
Triple chime
CWP (CARGO SMOKE)
CWP (LAV SMOKE)
CWP (AVIONICS SMOKE)

24
Flight Controls:

Primary flight controls elevators, ailerons, rudder

Secondary flight controls flaps, trims

- All primary flight controls are manually connected with rods & cables.
- Secondary flight controls are electrically operated.

Ailerons:
Hinged at 3 points
L/R controls are mechanically connected
Can be separated if:

- they are jammed and you use excessive force.

Capt. F.O. (can be reconnected if centered)
- you pull the ROLL disconnect T-handle
(cannot be reconnected in flight)
Once the roll is disconnected
- F.O. controls the right aileron
T - Capt. controls the left aileron
- Auto pilot controls the right aileron by mechanical linkage
- Centering spring, keeps aileron centered to neutral

Aileron Trim
Located on the center console
Has two part split switch, & must operate together.
MAIN roll trim is attached to left aileron
STANDBY roll trim is attached to the right aileron

Main Standby

L R

25
Rudder:

Hinged at 2 points
Spring tap assist operation
Aerodynamic balance horn, located on top of rudder
Pedals are individually adjusted, & interconnected
Auto pilot mechanically linked to rudder
One trim tab located on center console

Rudder limiter:
Mechanically controlled to prevent overload conditions from excessive forces at high speeds.
Spring Tab

Rudder

> 150 - 200 - 250

30 15 5.7
Limits
The spring tab reflects to give
greater rudder movement
at low speeds, and less
movement at high speeds.

The rudder is not limited and full deflection of 30 is available at A/S of 150 kts or less.
The rudder is limited to 15 of deflection at A/S of 150 to 200 kts.
The rudder is limited to only 5.7 of deflection at A/S of 200 to 250 kts.
There is a airspeed sensor on the rudder limiter that compares the airspeeds of the Captains
indicator with the Standby indicator. A CWP (RUDDER LIMIT) warning occurs If A/S differs by
more than 50kts when below 220 kts, or differs by 20kts when above 250kts.

220kts

Below max diff. of 50kts

anything greater and get CWP fail light
Above max diff. of 20kts

26
CWP (RUDDER LIMIT) comes on if:
- rudder limit position does not correspond with airspeed
(a power failure)
- Airspeed inputs disagree
(speed sensor)

Rudder Limiter Override:

- If the rudder limiter is malfunctioning, you can override.
- The rudder limiting mechanism is retracted & full 30 deflection is available at
any speed.
- You could overstress the airplane if you use full deflection at high speeds.
- If rudder inop, then max airspeed is 180kts, which is Va.
- The CWP (RUDDER LIMIT) light will stay on till below 140kts, which is when the
actual position of the limiting mechanism corresponds to the airspeed sensor.

Pitch Trim

Main operates the left elevator & located on both yokes

Standby operates the right elevator & located on the center console

The capts trim has priority and can override the FOs
The right elevator is synced to follow the left elevator
If you use the standby trim then only the right elevator operates
You will unsync the elevators and get a CWP light
To resync must be within one unit and press reset.

Main Standby
Capt / FO Center
Yokes Console

Trim Indicators
- One indicator shows:
1. Yaw L/R
2. Main & Standby Pitch
3. Both L/R roll

- Green band indicates takeoff range

(Roll Disconnect) Electrically separates aileron control permanently while in flight.

The Capt controls left & FO controls the right.
(Pitch Disconnect) Electrically separates elevator permanently in flight.
The Capt controls left & FO controls the right.

27
Gust Lock:

- Locks both aileron and elevator mechanically from under cockpit floor.
- Locks rudder with electrical switch.
- Must wiggle all controls to lock in place.
- Also limits power lever movement.
- If system fails, it should fail in the disengaged position.

CWP (GUST LOCK) handle is in off position, but rudder lock remains engaged.

CWP (PITCH TRIM) comes on when synchronization is deactivated.

CWP (RUDDER LIMIT) comes on when system fails.

CWP (FLAPS) malfunction in flap electrical control system.

CWP (CONFIG) TO power on ground &:

1. Pitch trim out of green range, or
2. Condition levers not full forward, or
3. Flaps not in TO position.

Flaps:

- Electrically controlled & hydraulically actuated.

- Single slotted flap design.
- L & R flaps are mechanically connected to prevent asymmetrical extension.
- Operation is DC power
1. Move flap handle to desired position.
2. Control handle senses position desired.
3. Control box monitors actual flap position.
4. Control valve moves flaps when there is a difference.
- The flaps have a blow back protection thats if too much force on flaps, then flaps will
auto retract till force decreases. (cool huh?)

Flap indication: 0 for T.O.

7 for Go Around
(just lift up on flap handle & push forward till stops)
15 for T.O.
20 for Landing & Approach
35 Blocked

Left Flap sensor used for: Right Flap sensor use for:
1. L. indicator 1. R. indicator
2. L. feed back 2. R. feedback
3. Config sensor 3. Config sensor
4. Flight recorder & left stall 4. R. Stall

28
Fuel:
2 tanks
max 425 gallons or 2845 lbs. per tank
single point refueling
each side has:
- Main pump (engine driven), located in the engine
- Standby pump (electric driven), located in the hopper tank
- An outboard, inboard, & hopper tank per side
- Hopper tank is inside of the inboard tank
- Fuel gravity flows Outboard Inboard Hopper
- No reverse flow because of flapper valves
- Fuel panel connected to R hot bat bus
- Normal fuel temp is -40 to +43
- Overfill red lights show fuel is above full

Description:
The main pump located in the engine, sucks fuel from the hopper tank and supplies positive
fuel pressure to the engine. If the engine driven main pump fails then a low negative
pressure is sensed and illuminates the (L/R MAIN PUMP) light along with the CWP (FUEL) light.
The standby pump will be triggered on and a green ( L/R STBY PRESS) light will illuminate
meaning positive pressure is sensed. (The standby pump must be in auto mode & CL out
of fuel off position). Now the electric standby pump in the hopper tank is supplying positive
pressure to the engine.

X Feed:
You must maintain a max differential fuel imbalance of 200 lbs. To balance you can feed
both engines off of one tank. First turn on the standby pump in the heavy tank. Should get
the green (STBY PRESS) light on indicating positive pressure. Then open the x-feed valve.
(XFEED ON) light should come on to tell that the x-feed valve is not fully closed. The opposite
side (STBY PRESS) light should come on also indicating positive pressure.

Transfer Fuel:
To transfer fuel from one tank to another you must be on the ground. Go outside and turn on
the power. Turn on the defueling valve. Then turn the standby pump to over ride on the
heavy side. Open the x-feed valve. Go outside and open the fuel valve on the tank you
want to fill.

De-Fuel:
To remove fuel from a tank, go outside and turn the power on. Open the defuel valve. Then
open the X-feed valve. Turn on the standby pump in the tank you wish to defuel.

29
Fuel:

CWP (FUEL)
comes on anytime you get a caution light on the fuel panel
except for (X-FEED) or (CONN VALVE OPEN) no warnings

(L/R VALVE CLOSED)

light comes on when fuel valve closed
Only way to close is to pull the fire T-handle
Standby pressure light will not come on

(L/R MAIN PUMP)

Light comes on if main pump pressure is low
If engine fails or is shut off, light comes on

(L/R STBY PRESS)

Senses positive pressure
Means a standby pump is on

(Off) shuts pump off & will not turn on

(Ovrd) manually turns pump on
(Auto) pump comes on automatic if main pressure is low, & CL is out of
fuel off.
during starting till 55% Ng, standby pump comes on when CL is forward of fuel
off & turns off at 55% Ng

(L/R LOW FUEL)

Comes on if fuel in tank is below 300 +/- 70 lbs.
Got about 30 mins to get on ground

(L/R FUEL FILTER)

Comes on if fuel is clogged & bypassing the filter

(X-FEED ON)
Comes on when cross feed valve open
Used to cross feed fuel (max allowable imbalance of 200lbs)
Both engines run off on one tank

(CONN VALVE OPEN)

Comes on when interconnect valve open
Connects left and right hopper tanks
Can only gravity flow between hopper tanks
Works great in flight with the yaw damper on

30
Fuel:
Blue (FUELING) light on overhead status panel
Comes on when the fuel panel is switched on
Also comes on when the defueling valve is open
Fuel Test L/R
Located on test panel & outside on fuel panel
Shows 1000lbs +/- 50 on both gages
Fuel flow gages show 760 +/- 35 lbs per hour
Upper Lamps Test
Fuel temp will show +88
Magna Stick
can physically measure fuel in the inboard tank only
max reading about 1000 lbs.
Temp Indication
located on overhead panel
measures fuel temp from right tank going into the engine
use selector switch to display
range of -40 to +43
Solenoid Valve:
- is spring loaded closed & must have power to open.
- If you lose power then solenoid closes.
Motor Valve:
- Must have power to move.
- If you lose power then motor valve stays in last position.

Blue status light (FUELING) comes on when ever the outside fuel panel is powered or the
(DEFUELING) valve is open. You must have the batteries on to see the fuel light.
The outside fueling panel is powered off the R HOT BAT BUS, and will display fuel gages
inside & out if powered, regardless if batteries are on.

31
Gear:

- Retract forward
- Have dual wheels
- When extended, main gear doors are closed & nose gear door is open
- Gear doors operate by mechanical linkage
- Operated hydraulically, but electrical hydraulic pump
- On ground, lock pins are manually inserted for lock down and will not retract
- Held up in the retract position by spring uplocks
- To extend MUST use hydraulic pressure to release uplocks
- (2) springs pull to over center position

Gear indicator:
- Has a manual (mechanical) lock on handle to prevent inadvertent gear retraction
- Red by-pass button allows you to open mechanical lock
- Gear handle is electrically operated (need power to move gear)
- If all the power is off and you move the handle up, theoretically it wont come up.
- (3) green lights mean gear is down & locked
- Gear handle illuminates amber, when the gear is not in agreement with the handle
- TEST button will illuminate 3 green lights and amber handle light

Emergency Extension:
To extend the gear you must release the uplocks. The only way to do that is with hydraulic
pressure. Pulling the emergency T-handle only allows emergency pressure (if available from
the emergency accumulator) to be routed to releases uplocks. Once the valve is open and
there is pressure in the main accumulator, or the emergency accumulator, pressure should
move the uplock actuator to the return path and allow the gear to:
gravity fall and lock down
aerodynamically lock down, or
pump gear down when selected to main accumulator
Pulling the T-handle also blows explosive bolts that separate gear doors to release pressure
resistance. The reason to separate the gear doors is so you dont waist potential energy on
closing the gear doors after extension.
To retract gear, place handle in the up position & use hand pump.
Gear handle has no effect on emergency extension.
The T-handle must be in before using the hand pump.

Landing Gear Warning:

A safety is installed to warn of accidental gear up landing. Two separate conditions will give you
a gear up warning.

CWP (CONFIG) light along with an intermittent horn will come on if:
Gear not down below 500 radar height when one PL below 64
(LIGHT AND HORN MAY BE SILENCED BY PRESSING THE MASTER WARNING)
Gear not down and 20 of flaps are selected
(WARNIG CONNOT BE SILENCED)

32
GPWS Ground Proximity Warning System

Process radio height from radar antenna

Monitors configuration of flaps and gear
Monitors glide slope deviation (5 modes)

Excessive Sink Rate:

- AC is descending to fast to ground
- operates 65 to 700 agl
- illuminates TERRAIN light on glare shield
- Aural warning SINK RATE every .75sec about 30s to impact
- As you get closer then aural WHOOP, WHOOP, PULL UP

Excessive Closure Rate:

- Shallow climb towards rising terrain
- Ground is coming up to A/C
- Operates below 2500 agl
- Illuminates TERRAIN light
- 1st envelope TERRAIN, TERRAIN aural warning
- 2nd envelope WHOOP, WHOOP PULL UP aural warning

Altitude loss after TO:

- illuminates TERRAIN light
- aural warning DONT SINK, DONT SINK
- cause from wind shear or sinking from flaps retracting
- every .75sec repeats
- if you start to re-sink again, then annunciator gets louder

Terrain Clearance Gear Up:

- proximity to terrain
- gear up
- two A/S envelops
- (upper A/S) TERRAIN light illuminates
TOO LOW TERRAIN aural warning
- (lower A/S) TERRAIN light illuminates
TOO LOW GEAR aural warning
- cancels by gear down & locked

33
Terrain Clearance Gear Down/ Flaps up:
- proximity to terrain outside approach
- flaps not in landing configuration 20
- two A/S envelops
- (upper A/S) TERRAIN light illuminates
TOO LOW TERRAIN aural warning
- (lower A/S) still TERRAIN light
TOO LOW FLAPS aural warning
- can override GPWS flaps

Minimum Terrain Clearance On TO:

- inadvertent or too slow climb toward rising terrain in the TO area
- 75% current radio height is accumulated in a long term filter, that can only
increase.
- If decrease later, will store max valve
- Further decrease in AGL from highest stored valve & penetrates the warning
envelope you get:
- TERRAIN light
- TOO LOW TERRAIN aural warning
- if AGL decreases another 20% another warning

Descent Below Glideslope:

Deviation from glideslope

ILS frequency selected
Gear is down
Below 1000 AGL
At 1.3 dot deflection 1st envelope:
GLIDESLOPE light
GLIDESLOPE aural warning
At 2 dots 2nd envelope:
GLIDESLOPE light still
GLIDESLOPE aural warning louder

At less than 150 its less sensitive and can be silence by pressing GS/ INHB button.
It resets once above 1000 AGL

34
Hydraulics

Used for:
- Flaps
- Landing Gear
- Brakes
- Nosewheel steering

(1) hydraulic pump that is electrically operated & 1 emergency hand pump.

(OFF) pump will not come on

(OVRD) pump will stay on continuously and pressure builds to 3000 psi
(AUTO) pump auto cycles on to maintain pressure of 2100-2900 psi in the main
accumulator. Pump also comes on when:
gear is transiting down till left main is locked down.
gear is transiting up till both mains are locked up.

Incase pump didnt shut off & internal pressurized more than 3000 psi. At 3750psi fluid is by-
passed back to the main reservoir. A manual dump valve will open at 3900psi.

Precharged 1650
CWP light 1850
Normal 2100-2900
Override 3000
Bypassed 3750
Dump Valve 3900

Has (4) precharged accumulators at 1650 psi:

1 2 3 4
Emerg Main Outbrd Inbrd

Emergency Accumulator for emergency uplock actuators, & pressure main reservoir
Main Accumulator: for flap, gear, & nose wheel steering
Outboard Brakes: for outboard brakes
Inboard Brakes: for inboard brakes

location of the accumulators is in the nose wheel compartment.

after the fluid is used, its returned to the reservoir.
reservoir is pressurized by spring & emergency accumulator pressure.
You can manually bleed each accumulator down by holding the dump valve located in the
wheel well. (Mx puts the gear pins in, when they do it Humm! ).

35
Hydraulics:

Lowest pressure in either brake accumulator, equals lowest pressure in main accumulator.
When any brake accumulator gets low, pressure is replenished from the main accumulator.
When ever the main accumulator pressure is low, the pump is activated and replenishes it.
There is no low pressure sensor in either brake accumulators, only the main and emergency.

CWP (HYDRO) light comes on if:

- main pressure drops below 1850 psi
- emergency pressure drops below 1850 psi
- main reservoir has a high temperature (on at 116 till below 99 F)

Hand Pump:
- pressurizes either the inboard, main, or outboard accumulators.
- must position the selector valve.
- fluid comes from a standby reservoir, that is about the size
- no way to replenish reservoir if leaking
- if electric pump failed, then fluid will overflow back to standby reservoir
- You can hand pump the gear up, but why?

Landing with no hydraulic pump:

- limited reservoir
- limited flaps, what position & what about go around.
- need to be able to get gear down
- need brake use
- really cant use nose wheel steering

Caution: After pulling the emergency gear extension, you will NOT have nose wheel
steering & the flight idle stop will not open.

This information is not yet in the QRH!!

36
Hydraulic Schematic

37
Ice Protection:

1. Boot de-icing (wing and stabilizer)

2. Engine anti-icing
3. Propeller deicing
4. Windshield heating
5. Windshield wipers
6. Pitot tubes
7. OAT
8. Alfa sensor

Almost all ice protection is from the 115v AC wild frequency

Cycle Order
1. Tail
2. Inboard
3. Outboard
4. Tail - Tail section blows twice

Air supply:
- Controls flow of bleed air to boots not the bleed valve.
- Normally in the open position, but can be turned off.
- 1 switch shuts off both sides.
- 18 psi regulated from pneumatic to inflates boots.
- 25 psi is safety valve and relief pressure opens.
- You dont need a bleed air open to inflate boots, only 1 running engine.
- Get (DE-ICE OVERTEMP) light if either 2 temp sensors (one per engine) exceeds 150

Distribution: Has (3) distribution valves

Left distribution valve
Right distribution valve
Tail distribution valve

Intakes:
Lucas intakes on the A models
Cox intakes on the B models
Mx can interchange them

38
Boot De-icing:

1. The Left distribution valve is located in the left engine nacelle and the Right distribution valve
is located in the right engine nacelle while the Tail distribution valve is located in the tail
compartment.
2. 18 psi pressure that is precooled is always supplied to the distribution valves from any
engine that is running unless the air supply valve is closed.
3. The one switch closes both the R and L air supply valves.
4. The left distribution valve has two lines leaving it. One is for the L inboard boots and the
other is for the L outboard boots.
5. The right distribution valve also has two lines leaving it. One is for the R inboard boots and
the other is for the R outboard boots.
6. The tail distribution valve has 3 lines leaving it. One is for the R stabilator boot, one is for the
L stabilator boot, and one is for the vertical stabilator boot.
7. All distribution valves have ejectors which create vacuum used to suck the boots tight.
8. -30 C & below the boots become very stiff and deflate slowly.

Auto cycle switch:

(Off) no inflation, keeps boots vacuum tight.
(One Cycle) spring loaded, goes through one cycle. (4 x 6s) =24s
(Cont.) cycle repeated every 3rd minute. (4 x 6s) =24s +156s =180s

Cycle- starts with tail for 6s, then inboard for 6s, then outboard for 6s, then tail
again for 6s. Total time takes 24s.

3 green lights illuminate telling pressure is in the boots

(one light for each boot) should come on within 4s
3 black buttons allow you to inflate any boot manually as long as you hold down the button. This
will allow you to interrupt an auto cycle.

(TIMER) Light will illuminate if:

Failure of the timer (lost power)
Boots failed to inflate within (4s)
Boots failed to deflate within (6s)
If you are at a low power setting, then low air pressure could give you the timer
light because boots inflate slower.

Boot indicator should always be on, when turned off green lights will not illuminate.

39
Prop De-Icing:

- Prop is fiberglass with leading edge nickel.

- Its de-icing so wait till ice is accumulating.
- Electrically powered off 115v AC wild freq.
- Powered by 3 phase
- If AC generator fails then will auto switch to the other generator.
- Use only when ice builds up.

OFF system is turned off.

Norm use when temp is 5 to 12 with visible moisture & ice accumulation.
Max use when temp is 13 or colder in visible moisture & ice accumulation.
Can use max at -10 if getting vibrations. But watch for runback
Runback is where ice turns to water and runs to non protected area and refreezes.

L/R Prop De-ice Blue lights on status panel illuminate when prop de-ice is
working properly.

If there is a prop de-ice error of:

1. Prop de-ice stops working.
2. AC or DC power fails.
3. Timer not cycling or staying on.
4. Over or Under current to boots.
5. Timer off by more than %
*** Power is then removed from prop, must turn off to reset***

The power is removed from the prop.

The blue status lights go out,
CWP (ICE PROT) comes on,
(L/R PROP) light on ice panel comes on

PROPS
Four bladed prop. Heats the 2 opposite sides at the same time,
Heat is from the 115v AC wild frequency and the controller is powered by the 28v AC

B B

Norm power on for 11s, power off for 79s (cycles 2 times)

Max power on for 90s, power off for 90s (cycles once)
Heat will alternate between the A sides and the B sides.

40
Engine Anti-Ice:

1) Inlet lip - electrically heated all off 115vac wild freq

2) Intake ducts - electrically heated. own gen & cant x-fer
3) (IPD) inlet protection duct - bleed air heated
4) Splitter lip - bleed air heated cant x-fer bleed air
5) (IGV) & 1st &2nd stators - bleed air heated
6) Engine main frame - hot engine oil

One switch per engine controls everything

They are anti-ice so turn on before icing conditions
Use any time +10C or colder and visible moisture
Leave on for 5 min. once out of icing conditions

Bleed air:
- taped from the 5th stage compressor P3
- engine anti-ice switch turns on bleed air

115 VAC Wild

inlet duct is heated
cannot x-fer AC generator for inlet duct heat

(L/R ENGINE ANTI-ICE)

Blue lights only mean you have the switch in the on position.
Torque should drop 3% & ITT should increase 9 once turned on.
If the engine anti-ice breaks the blue status lights wont go out.
(L/R INTAKE)
amber light on overhead ice panel
means no electrical heat protection
if light is on you dont have any intake protection
if light cycles on & off its working but on a back up circuit (same generator)
If generator fails cannot x-fer generators
light comes on regardless of switch position.
powered by 3 phases
has overtemp & undertemp sensors
heat turns on at 60 & turns off at 80

(L/R INTAKE) comes on if:

overtemp of 125C (power will be removed)
undertemp of 10C (inhibited initially for 25s)
loss of power in one or more phases in the three phase power supply
loss of either AC or DC power
loss 1 primary or 1 backup sensor
(L/R AIR VALVE)
amber light on overhead ice panel
means no bleed air protection
valve didnt close or valve didnt open (disagreement light)

41
AC Generators:

(L/R AC GEN)
comes on if the AC generator fails
drops offline if the prop rpm goes below 1000rpm
runs off the prop accessory gear box
On:
AC generator online
Auto power transfer from other side in case of gen fail
Intake heats dont transfer
No power transfer if failure in power feeder line to 115vac gen bus
X-fer:
Power transfers from other side
Intake heat still supplied by own generator
Off/R:
Off reset position
No intake heat
Power transfer from other side

Wild Freq AC
Used only for Ice Protection
No set freq. Between 460 640 hz , depending on prop speed

- There is 1 AC gen installed on each engine prop gear box. On the ground it is cooled by
and integral fan & in-flight it is cooled by ram air.
- Has a shear point on AC gen shaft which will separate if high mechanical overload occurs.
- The GCU regulates 115v AC and has 3 phases of wild AC.
- The L AC gen powers 3 phases to the L AC gen bus
- 3 phases (a,b,c) all go to the L gen bus 115v AC & all 3 phases (a,b,c) go to the L engine
intake heat.
- You cant transfer intake heats.
- Both L & R systems are independent of each other.
- Load X-fer will allow the opposite gen to power
both L & R 115v AC gen buses.
- But cant transfer the intake heats.
- If there is a total failure of an AC gen, then all xfer except intake heats.
ABC
L Gen Bus
115v wild

L Gen
Overhead light GCU

L intake
Heat

L AC Gen

42
Windshield Heat:

2 front windshields - 2 phase

2 side windows only partly heated - 2 phase if two positions
powered by 115 vac wild frequency
front windshields are 2 phase
side window are 1 phase
2 controllers

Left controller heats L windshield & R window

Right controller heats R windshield & L window

L windshield & L window are powered from the L115vac bus

R windshield & R widow are powered from the R115vac bus

always turn windshield heat to on

each window has its own switch

(L/R SIDE) Must be on normal for 7min before selecting high.

High doesnt work on ground even if high is selected.
(L/R FRONT)
amber light means:
overheat error
controller fault
if light is on then that window is not heated
if light is flashing then working in the backup mode

Windshield Wipers:
max airspeed is 160kts for high mode and 130 for low mode.
dont operate in the LOW mode or could get smoke in cockpit
dont use on dry windshield
wiper motor has a thermo sensor that will auto shutoff & will auto reset.

OAT:
not accurate on the ground
dont use to calculate performance use atis temp.
probe is only heated when airborne from nose WOW switch
oat caution light only works when nose gear up & locked
powered from 1 phase

(OAT) Caution light only comes on if nose gear is up and locked.

43
Pitot & Alpha Heat:

R pitot & R alpha sensor powered by R AC generator

L pitot & L alpha sensor powered by L AC generator
standby pitot tube powered by 28v DC
Must manually turn on standby pitot tube
Always operate with all on
FARs require pitot heat be on for 5 min before flight
No switches to turn on, all automatic (except stby pitot)
If power on the 115vac then they are powered

(L/R PITOT) light comes on if not working

(L/R ALPHA) light comes on if not working
(STBY PITOT) light comes on if switch is turned on and not working
if no generator on-line then will get all caution lights
all pitot, alpha, & oat are powered from 1 phase

L pitot
R pitot
L alpha all heated electrically by wild frequency
R alpha
Oat
Stby Pitot heated by 28v dc

3 phase 115vac generator

1 phase pitot, alpha, oat

1 phase side windshield (high mode is 2 phase)
2 phase front windshield
3 phase prop heat
3 phase intake heat, cant X-fer

if you loose 1 phase outside the generator, GCU won transfer

if you loose 1 phase inside the generator, GCU senses & X-fers

A/S Overspeed Warning;

Aural warning horn if Vmo is exceeded by 1.5 to 6 kts
Two ways to activate horn:
1) From capts ADC horn comes on at 1.5 kts above Vmo
2) From FO pitot static airspeed indicator activates at 6kts above Vmo

44
Pitot Static:

Have 2 main and 1 standby pitot static systems. The standby has its own pitot & 1 static port.
Each main pitot tube has 2 separate static chambers on each tube, a front chamber and a aft
chamber. Both L & R FRONT static chambers are connected together and used for the Capt.s
instruments while Both L & R AFT static chambers are connected together and used for the
FOs instruments. The interconnections are provided with shutoff valves that isolate the two
systems.

L Pitot Tube used for:

- Capts instruments.
- Ram air is only taken from the L pitot
- Static is taken from both sides
- All fed to the ADC

R Pitot Tube used for:

- FO instruments
- Ram air is only taken from the R pitot
- Static is taken from both sides
- Uses static pressure for Cabin pressure controller

Stdby Pitot Static System used for:

- Stdby Airspeed indicator
- Stdby Altimeter
- Cabin differential pressure indicator
- Rudder limiter A/S sensor

45
Pneumatics:

Low pressure bleed P2.5 Just after the 5th compressor

High pressure bleed P3 Just after the 6th compressor (3x the LP)

P2.5
- (LP) low pressure
- Heating, cooling, boot de-icing, and pressurization
- One engine can do all pneumatics

Low pressure bleed

1. Low pressure bleed air is tapped off just after the 5 th compressor.
2. Low pressures flows through a check valve & splits.
3. Some of the air goes through an air precooler to either:
- Boot deicing (or)
- Jet pump: if on the ground to increases ram air flow
4. Air passes by a 288 sensor to a bleed valve.
5. If the temperature exceeds 288 :
- Closes both the LP and HP bleed valves
- (AIR COND) light on the cwp illuminates
- (L/R BLD FAULT) light illuminates
- (L/R BLD CLOSED) light illuminates when valve closed
6. Air then passes past a 43.5 psi sensor.
7. If the pressure is > 43.5 psi:
- Closes the LP bleed valve.
- (AIR COND) light on the cwp illuminates
- (L/R BLD FAULT) light illuminates momentary till bleed closes
- (L/R BLD CLOSED) light illuminates when valve closed
8. If pressure less than 43.5 psi then it continues to the bleed leak detector loop.
9. If temperature in the loop detector exceeds 205 :
- Leak is detected
- (L/R BLD AIR LEAK) light on the overhead panel illuminates
- (AIR COND) light on the cwp illuminates
- Does not auto close the bleed valve
10. If the air is less than 205 then it splits and goes to the air-conditioning pack & the cabin
outflow valve.
11. It can also pass to the opposite side if the cross valve is open.
12. One bleed must be off and must be on the ground in order for the cross valve to open.
13. (X VALVE OPEN) light will come on any time the cross valve is open.
14. An over temperature closes both HP & LP at (288).
15. An overpressure LP bleed valve.
16. HP is normally left in the closed position, but if in the auto position then will open if LP falls
below 76 psi or about 80% Ng.

46
Pneumatics:

L/R BLD FAULT: Alerts:

1. Overtemperature 288 1. CWP (aircond)
2. Overpressure 43.5psi 2. Bleed Fault
3. Disagreement light 3. Bleed Closed
4. LP & HP off

Low pressure bleed will close in the auto mode if:

1. Fire handle pulled
2. Bleed air temp too high (288)
3. Pressure to high (43.5 psi)
4. A/C compressor pack temp too high (225)
5. Distribution duct temp too high (82)

HP bleed in the auto mode closes if:

1. Bleed temp to high (288)
2. Fire handle pulled

47
Power Plant

2 CT7-9B Turbo Prop engines

1735 Shp (A model) 1750 Shp (B model) 1870 max with APR
Drives a 132 diameter four bladed Dowty Rotol propeller
Free turbine, the prop is not connected to the gas generator
(Ng) gas generator speed is 36,000 RPM
(Np) propeller speed is 22,000 RPM reduced to 1270

48
Engine:

Gas generator, with accessory gear box

Bird catcher design
5 axial compressors & 1 centrifugal compressor
2 stage power turbine
17:1 compressor ratio
(IGV) inlet guide vanes & 1st & 2nd stator vanes are variable
Inertial resistance to foreign objects
Annular type combustion chamber
(PGB) propeller gear box is free from the turbine
15.9 :1 prop gear reduction
Gas generator & Propeller has separate oil systems
Engine oil used to lubricate and cool the engine
Prop oil used to lubricate gearbox, control the propeller, and to heat the fuel
Engine has self contained electrical system, powered by an alternator, driven off the
accessory gearbox
Engine splitter lip & inlet guide vanes are anti-iced by hot air
Hot engine scavenge oil helps anti-ice the engine inlet
Engine intake and bird catcher are electrically anti-iced

Compressor:

During engine start at low (Ng) axial compressor produces more air flow then centrifugal
compressor.
Causes air flow to stall compressor stall
(IGV) & 1st & 2nd stage stators rotate close, which reduces airflow efficiency
Still have to much air, so it bleeds some air off the 5 th stage axial compressor
Normally at 90% Ng AI/SBV closes on the B model
At 92.5% Ng AI/ SBV closes on the A model
All this is done automatically

(HMU) Hydro Mechanical Unit

Acts like a carburetor

Meters high pressure fuel to the combustor
Schedules fuel
Controls variable IGV & stator vanes
Controls anti-ice start bleed valve (SBV)
110% Ng overspeed protection
Controls the torque motor

49
(DECU) Digital Electronic Control Unit

Powered by the engine driven electrical alternator

Function of the DECU:

C ctot & apr control
A auto ignition till >62%
B bottom governing at 830 Np
N Np overspeed protection (1573) (aft sensor)
I ITT trimming
T torque & Np indications processed

The DECU tell the torque motor to add fuel for the ctot & apr
The DECU senses a deceleration of Ng & turns on the auto ignition till 62% Ng
The DECU controls BG at 1040 Np or VBG to 1200 Np, when CL in min-max
The DECU sense Np overspeed at 1572 & opens the ODV to bypass fuel
The DECU trims the ITT signal
The DECU processes the torque & Np indications to the gauges.

ECU Electronic Control Unit (A model)

CTOT
No Auto Ignition
BG enabled at 581 Np
Np Overspeed
ITT trimed
Tq & Np signal processed

Anti-ice / Start Bleed Valve:

Controlled by the HMU
Opens to give hot engine air for de-icing (or)
Opens to get rid of excess air during low Ng
Same valve but has 2 functions
(SBV)
Used during starting to get rid of excess air
Axial compressors are more efficient then centrifugal compressors at low speeds
Tap off the extra air just in front of centrifugal compressors P2.5
B models will be fully closed at 90% Ng
A models will be fully closed at 92.5% Ng
You want fully closed at high speeds
The HMU will automatically open or close it for optimal pressure
(AI)
Taps hot P2.5 air anytime we need engine anti-ice
Use hot engine air to de-ice the:
Splitter lip
IGV and 1st & 2nd stator vanes
Also acts like a jet pump for the (ISP) inlet particle separator

50
 Torque

Power turbines: Sensors at front of the shaft measures rotation speed & converts 15.9 : 1 &
gives prop speed in the cockpit.

In the back of the turbine shaft another sensor reads rpm Np speed.

Metal in the rear shaft, twist when tension/ torque is applied to front of the shaft, and the
difference is measured as torque.

Time Line

Reference Signal Zero

Variable Signal Torque

Reference Signal
Variable Signal Torque

SENSOR Calculates torque by the difference

In the two speeds:
Signal sent to the DECU
Both shafts spin at same speed

Power turbine Inner shaft

shaft

Outter shaft Inner shaft

Fixed

Attached Not attached

ITT Inlet turbine temp.

(measured in between the two power turbines & the two compressor turbines.

51
Engine Electrical:

Alternator is driven from the accessory gearbox

3 separate windings:
1. Ignition power
2. DECU power
3. Ng rpm signal power
The Ng is measured off of the alternator, not the gas generator. But it is directly connected so
the indications will be the same.

Ignition System:
An AC powered capacitor, with low voltage
Dual exciter & two igniter plugs
Powered by 1 of 3 windings in the alternator
Switch is controlled by DC power

Off Turns ignition off

Cont Continuously has igniters on. Try not to use so dont burn out igniters.
Norm For normal starting & auto ignition
- During start ignition on for as long as starter is on
For auto ignition to occur:
- DECU senses rapid decay of NG
- Auto ignition comes on for 7 seconds
- If engine doesnt re-light by 62% Ng, auto ignition is turned off so no sub idle
- Should get auto ignition during engine shutdown
- When the igniters are powered you will get (Ignition) lights on status panel.
Ignition lights work even if engine is shut down, i.e.- no alternator power, so
ignition lights really mean the relay is closed.
- (A model) PL > FI & P3 < 70 psi you will get continuous auto ignition.

Starting:
Battery starts, GPU starts, or cross generator starts.
Starts automatically and starter disconnects at 55% Ng
All starts are parallel except battery starts are in series.
Motoring is where the engine is spooled up without adding fuel
Motoring is used to cool an engine before a start or after an aborted start.
Motoring is done in parallel circuit.

(NO BAT START) Light comes on when either BAT > 57

Shouldnt do a battery start

52
AFT Np Sensor:

(Used for)
Torque signal and displayed to cockpit
Torque signal used for the DECU to control ctot & apr
Np signal fed to the DECU to control ODV
Np signal backup for BG incase the fwd Np signal completely fails

Forward Np Sensor:

(Used for)
Np signal processed by the DECU for cockpit gage
Np signal for BG (primary)

Np signal actually comes from the power turbine, not the propeller. The forward Np sensor
measures the speed & converts 15.9 :1 and gives prop speed in cockpit. The aft Np sensor also
reads Np speed. TWO Np sensors, one in the forward and one in the aft.

20,193 DECU 1270 Np

What happens if the forward Np partially fails?

If you are on the ground and in BG. The DECU will tell the torque motor inside the HMU to
add fuel to bring the Np up to 1040. This will cause a overspeed, but the CSG and the
overspeed governor dont work in beta. They would no because they use the aft Np signal. But
the ODV will also know the true Np speed and at 1573 will bypass fuel. It will turn on ignition and
return fuel once below 1573. Will cycle up and down.

(ODV) Overspeed and Drain Valve

(Has 2 functions)

Drain:
Opens when:
During shutdown this valve opens to drain all the unused fuel to the
environmental canister.
Canister only holds about 4-5 shut downs, before spills over onto the
ground
Overspeed:
Opens when :
Incase of propeller overspeed
At 1572 Np the ODV valve opens & bypasses fuel
Once Np is below 1572, valve closes and fuel returned
Surges just at 1572 (on-off)
It also turns on the auto ignition for 7s

53
(BG) Bottom Governing:

Maintains a minimum prop rpm

Without out BG when you put a load on the prop, it would boug down.
BG maintains1040 Np during normal operations
Keeps the AC generators online
BG maintains1200 Np during full reverse
Gets Np speed info from forward Np signal
Has a aft Np signal as a back up
DECU controls the BG
DECU tells the torque motor thats located in the HMU to increases fuel, which increases Ng
and increases NP
You can manually disable BG by moving the CL into torque motor lockout
BG is only active when the CL are in the min-max range
The DECU will enable BG above 830 Np
Above 830 Np the DECU puts BG active

For BG to be active you must:

Be on the ground, (wow) or

You get a dead band if no wow from (0 - 64) pitch
Reason for dead band is so you wont get erratic diff power on short final
The CL must be in the min max range
Np must be above 830 B model
It can momentarily drop down to 280 & recover, but if drops below 280, then BG is
disabled so you dont get sub idle.
Np must be above 581 A model
(IF DROPS BELOW 581 THEN ITS DISABLED AND WONT RECOVER)
BG is between -10 to +10 BG maintains 1040 Np
VBG is between -16 to -10 BG maintains 1200 Np

Torque motor :

(To lockout)
Push the CL to max
Lift up and press further
Return to min/ max
(To reset)
Move CL to fuel off

If torque motor is locked out:

You wont have BG
Ng wont increase
When PL go into reverse, prop slows down & isnt effective
BG is just for on the ground
VBG increases idle from 1040 to 1200 rpms
This occurs once -10 to -16 blade angle
The BG min limits are 1040 for the AC generators

54
Propeller:

1) Uses high pressure oil from the PGB

2) Range of +83 (full feathered) to -16 (max reverse) pitch angle.
3) Controlled by a beta tube
4) Forward movement of the beta tube changes blades to low pitch (reverse).
5) Rearward movement of the beta tube changes blades high pitch (feather).
6) Counterweights controlled by centrifugal force tends to move the blades towards higher
pitch.
7) The counterweight arrangement makes the propeller fail safe towards high pitch angle, low
rpm, incase of loss of control oil pressure.
8) If you lose oil pressure blade angle goes to 55.
9) To get to any other blade angle you need oil pressure.
10) If propeller is turning then the pump is turning.
11) Counterweights always want to push to 55.
12)Oil pressure is added to lower the pitch.
13)Must have oil pressure to move the prop in either direction.
14)In cruise with 1270 Np set, its approximately 45 blade angle.

Power Lever Position

-16 -10 0 +10 +17 +55 +64 +83

MAX REV GND FLT IDLE Beta WEIGHT FULL

Sleeve CONTROL

(BETA) (FUEL CONTROL)

UNIT
(HMU)

TORQUE MOTOR
DISABLED

(CSG) Constant speed governor is for inflight only.

In beta the CSG and the ODV dont work.
PL controls blade angle in beta < FI (up to +17)
CSG controls blade angle in flight > FI
Beta is from 16 to +10
Beta lights come on at +8 or lower, actual prop position
Confirms you have BG on both before you go into reverse
B Model -10 VBG is independent in each engine
A Model -10 VBG has to work in both engines to get VBG

55
PCU Pitch Control Unit

Includes:
Constant speed governor
Feathering valve
Feathering solenoid valve
Beta and sleeve tube
(1150-1396 Np)
(83.5 from CL)
(55 when autocoarsen)
(PL back gives 17 pitch)

Overspeed Protection: (B MODEL)

On Ground:
Only kind of overspeed will be caused from to much fuel
BG is engaged on the ground, so if its an overspeed then the torque motor is sending to
much fuel
DECU should only tell the torque motor to maintain 1040 Np
If that is exceeded then the ODV is the main protection on the ground
If the Np reaches 1573 then the ODV opens and bypasses fuel (surges at 1573)
If that doesnt stop the overspeed then anytime Ng reached 110% the HMU will shut
down the engine
Must go to fuel off to reset

In Flight:
Could overspeed from windmilling
Not a fuel problem but a pitch problem from oil
The CSG should add oil to maintain NP of 1150-1396 Np
If that fails then the overspeed governor should add oil to limit at 1453 Np
If that fails then the beta sleeve should keep the pitch at +17
If that doesnt catch the overspeed then there probably is a lack of oil problem
If the Np reaches 1572 then the ODV will shut off fuel and cycle (surge)
If Ng reaches 110% Ng then the HMU will shut down the engine

1396 Np (CSG) normal governing, oil regulates blade angle

1453 Np overspeed governing, oil regulates blade angle
1573 Np ODV regulates fuel from the Np sensor
110% torque HMU regulates fuel to control the gas generator

56
A MODEL Overspeed protection:

(CrossAir fix)

The only difference is on the ground it has an added 1472 Np overspeed protection.
Since the A model only has 1 Np sensor, If that partially fails on the ground then you have no
protection except 110% NG. (thats too late)

At 1472 Np a signal is sent to the ECU and cuts out the torque motor signal.
This will solve the overspeed because its fuel not oil thats causing the problem.

Prop Overspeed Test

(A MODEL)

You are checking for BG deactivation.

Its checking to make sure the 1472 Overspeed governor is working properly.

With the CL in min-max range BG is active and maintains Np of 1040. This test cuts out the
torque motor & resets the overspeed governor from the original 1472 Np to a new value of 996
Np.

Therefore the prop which will be idling at 1040, will sense an overspeed (because its above the
new value of 996 Np) and the torque motor signal will cut out.

Synchro-Phasing:

To reduce propeller noise by synchronizing & phasing the props

Must be within 10 rpms to sync
Adjust PCU governor to increase the lower speed (no master/slave prop)
It not only syncs the props, but puts them in the same relative position (phase) for minimum
noise
If you move the props outside of 10 rpm range of each other, it disconnects the synchro-
phasing.

57
Engine OIL System:

- Self contained
- Used for lubrication and cooling
- Holds about 7.3 quarts
- From add level to full is 2 quarts
- Cannot be over serviced
- Incase inlet oil cap is loose, flapper valve seals engine oil
- Has 6 scavenge pumps & 1 lube pumps, per pump axle
- Scavenge pump scavenges oil and returns to sump through the oil cooler where the fuel
cools the oil
- Lube pump takes oil in the tank & provides high pressure oil to the engine bearings and
gearbox.
- Oil returning to the sump passes through engine frame vanes, where it aids in anti-icing
- The engine oil system has a difference pressure switch & a difference pressure transducer.
- Two complete independent systems for redundancy
- Transducer used for cockpit gage indicator.
- Pressure switch used to signal the cwp warning system.
- Below 30psi:
1. Master warning
2. Triple chime
3. CWP (L/R ENGINE OIL)
The oil difference pressure is measured at the #4 bearing
If the oil pressure gage fails it will indicate ZERO (AC lies and DC dies).

58
59
Engine Oil:

CWP (L/R ENGINE OIL PRESS) Comes on if excessive change in the pressure
switch. 30psi
(CHIP DETECT)
& Both get CWP (ENGINE) light.
(OIL BYPASS)

Check gage because it could be either prop or engine.

If complete loss of oil, then oil pressure will drop to 20 psi & oil temperature may decrease.

CWP (ENGINE)
Comes on when ever you get a caution light on the overhead engine panel

(L/R OIL BY PASS)

Light comes on when there is an impeding engine oil filter bypass.

(L/R CHIP DETECT)

Light comes on if metal particles are sensed in the engine oil.
(L/R FUEL LOW TEMP)
Light comes on if fuel temperature becomes too low.
Means a failure of the fuel heater or
PGB oil doesnt have enough heat yet
Get on cold morning starts

Description:

1. Pressure pumps retrieve oil from sumps & goes through a filter.
2. If the filter starts to clog you will get a (OIL BYPASS) light on the overhead engine panel and a
CWP (ENGINE) light. The panel light means oil bypass is impeding to happen. You dont
really know if it has happened yet.
3. Oil is then sent to the engine bearings (if temperature isnt to cold) and also sent to the
accessory gearbox.
4. Simultaneously the oil is sensed by a pressure switch, pressure transducer, and a
temperature probe.
5. P (switch) Measures a change in pressure. Can only turn on or off based on a
predetermined value.
6. P (transducer) Measures change in pressure and sends signal to the cockpit gage.
7. T (temperature) Measures temperature and sends signal to the cockpit gage.
8. Oil at gearbox is sent back to oil tank.
9. Six scavenge pumps retrieve oil through filters, through a chip detector, through a oil-to-fuel
cooler, through inlet vanes and then sent back to the oil tank.
10. The last scavenge pump also has a suction line toward the other side of the pressure switch
& pressure transducer to get a change in pressure.

60
 Propeller Oil:

1) The PGB lubrication pump sucks oil from the tank & sends oil through a fuel heater, which
cools the oil.
2) Then the oil is sent through an automatic regulating PGB oil cooler (which uses ram air for
cooling).
3) Oil is then sent through an oil filter.
4) If oil filter gets clogged, then it will automatically be bypassed, but you wont get a bypass
light.
5) Oil is then sent across a pressure switch, temperature sensor, and a pressure transducer
which none are delta, actual.
(pressure switch)
below 25psi & above flight idle, sends cwp light.
(temperature)
sends temp. signal to cockpit gage.
(pressure transducer)
sends press signal to cockpit gage.
If gage reads less than 7psi while below flight idle, sends cwp light

Greater than flight idle, @ 25psi turns on cwp ( L/R ENGINE OIL PRESS).
Less than flight idle, @ 7psi off the gage turns on cwp ( L/R ENGINE OIL PRESS).

6) Oil also continues to lubricate gearbox & splits off to the high pressure pump.
7) Oil from the gearbox is drained to the sump.
8) Oil directed to the high pressure pump is sent to the pitch control with a higher pressure.
After being used for pitch control its returned to the oil tank.
9) If due to thick oil on cold days, once oil reaches high pressure pump, a relief valve could
open to let oil return to the sump.
10) An electric standby manual feather pump can be used to send oil from the reserve sump, to
the propeller pitch control (for feathering). All oil from the propeller pitch controller is returned
to the sump.
11) 50% of oil is used for lubrication & 50% is used for propeller control.
12) Failure of oil oil pressure will rapidly go to zero.

Propeller Feathering Pump

Electrically powered auxiliary pump

Used for feathering the prop incase high pressure
pump fails
Has lower stem in PGB oil tank

Man Feather runs the pump & feathers the prop

Off normal position
Test runs the pump & unfeathers the prop

61
Engine Fuel Control:

Main pump sucks fuel from hopper tank

Differential pressure switch senses negative pressure on one side & positive pressure on the
other side.
If the differential pressure switch senses low pressure it turns on:
1. Standby electric pump
2. (L/R STBY PRESS) light on the overhead panel
light actually comes on when ever positive pressure is sensed
you should get the light when ever the pump comes on
3.
(FUEL) light on CWP
4.
(L/R MAIN PUMP) light on overhead panel
The fuel then passes through a fuel heater where PGB oil heats the fuel
Passes by a low fuel temp switch
If the temperature is < 3 , then turns on:
1. (L/R FUEL LOW TEMP) light on the overhead panel
2. (ENGINE) light on the CWP
Then the fuel goes through a fuel filter
Fuel can by-pass the fuel filter if becomes clogged
(FUEL) light on CWP will illuminate and
(L/R FUEL FILTER) light on overhead panel will illuminate
This means not that the fuel is being by passed, but that the bypass is imminent
You never really know if fuel is being bypassed
Fuel passes into the HMU
Passes through a high pressure pump that increases the pressure
Passes through a pressure regulator and metering valve
After the fuel leaves the HMU a flow transmitter measures engine fuel flow and sends signal
to the gage in the cockpit.
High pressure fuel then passes through an oil cooler, to cool the engine oil and heat the fuel
more.
Passes through the ODV
Into the shrouded fuel manifold where the fuel is sprayed into the combustion chamber

62
Pressurization

Outflow valves control pressurization.

Primary = electropneumatic outflow valve controlled by auto system.
Secondary = pneumatic outflow valve that is normally closed, is controlled by manual
system.

Range: (-.5 to 7.6 psi)

Auto controller up to 7.1 psi
pop valve at 7.6 psi
Normal Rate:
300 fpm
500 fpm

- One pack can maintain pressurization up to 31,000 feet.

- Aircraft only certified to 25,000 feet.

- Pressurization controller uses left & right static port

- Pressurization indicator uses standby static port

- Pressurization test: Fault light will go out within 3 seconds.

- During lamps test Diff Press indicator shows 8.8

CWP (CABIN PRESS) comes on if:

1. Cabin altitude reaches 10,000 feet
2. Differential pressure reaches 7.5 psi

Emergency Dump Opens primary outflow valve only.

63
Pressurization Modes:

Ground:
- PL < 64
- Can taxi with bleeds in auto
- WOW switch keeps A/C unpressurized.
- Electropneumatic valve is fully open (need air to open).
- Secondary valve closed

Pre-Pressurized:
- Bleeds on
- PL above 64
- Pressurizes to 140
- But we dont TO with bleeds on

Climb:
- Follows schedule in auto position
- When bleeds are selected on it pressurizes to selected altitude
- Holds cabin altitude till about 10,000 feet msl then slowly decreases.
- Turn on one bleed at a time so your ears dont pop
- When taking off with an acceleration altitude, set pressurization to the acceleration
altitude, so ears wont pop

Cruise:
- Clamping feature
- Minor altitude changes doesnt effect cabin

Descent:
- If msl changes 200per 1 min or a total of 500, then changes to descent mode
- Select landing altitude & altimeter
- Follows schedule down @ 300 fpm

Landing:
(B model)
- Once WOW, primary valve opens at 500 fpm & after 20seconds opens fully.
- Secondary valve remains closed.
(A model)
- Once WOW then both outflow primary & secondary valves open fully.

With no engines running :

- Both outflow valves are closed.
- Cabin will pressurize if external air is used while doors shut.

64
 Stall Warning:

- Dual system - 2 stall computers

- 2 AoA indicators, 1 on each side
- Both are electrically heated
- (L/R ALPHA ) lights illuminate if heater fails
- Each AoA vane has 2 sensors

Four stall warnings:

1) Stickshaker physical vibration on respective column

2) Continuous aural warning Clacker
3) Stick pusher physical forward movement of the yoke
4) Visual 3 amber lights, CWP, Push1, Push2

Stall Computer:
- Disengages AP when stickshaker on
- Stick pusher applies 80 lbs force downward & 4 elevator down
- Maximum of a .5 g load
- Pusher not active till 7s after TO
- Stick shaker on both columns but stick pusher only on capts side
- Stick pusher requires both stall warning computers push indications
- Can disarm the pusher by pressing either sides (Pusher Disarm) buttons
- Cannot be reset airborne
- At greater than 12.5 AoA get stick shaker & clacker
- At greater than 19 AoA get pusher signal & if both, pusher activates

Stall warning computer channel 1

- Senses (2) signals from the Left AoA indicator

- No weight on wheels & 7s after TO
- Considers flap configuration & de-ice boots
- If both L signals differ by more than 2, system shuts down and CWP (L STALL FAIL) light
illuminates.
- If computer channel 1 senses 12.5 it:
1 1) Turns on L stickshaker (which disconnects AP)
2 2) Turns on Audio clacker
3
- If computer channel 1 senses 19 it:
1) Illuminates PUSH 1 light
2) If the other push signal is also given, then pusher is activated

- The R stall computer should get identical indications from the R AoA.

65
Stall Test:

Stall 1 up activates the stick shaker, clacker & both L/R push 1 lights
(simulates > 19).
Stall 2 up activates the stick shaker, clacker & both L/R push 2 lights
(simulates > 19).
Stall 1&2 up activates the stick shaker, clacker, both push 1&2 lights, and
the stick pusher (simulates both > 19)
Stall 1&2 dwnactivates the stick shaker, clacker, both push 1&2 lights, but no
stick pusher. (simulates .5g condition)

CWP (PUSHER SYSTEM)

Light comes on if:

a short is detected.
If only one computer initiates a pusher ( > 6.5)
A push 1 and push 2 signal is given.

(PUSHER DISARM)
If either side pushed, will disarm the pusher servo.
Both side pusher disarm lights will illuminate.
Must be reset by maintenance.
You wont get a push light when the pusher is disarmed.

CWP (L/R STALL FAIL)

Comes on if stall computer fails.
Difference greater than 2 between dual AoA signals (per side)
Stall warnings & pusher are inhibited

66
Steering

- For ground use only

- To engage press down on tiller
Mechanically engages linkage
Electrical sensor opens shutoff valve
Hydraulic pressure goes to actuator

Tiller up..Nose moves +/- 15

Tiller down.Nose moves +/- 60
Nose clamp installedNose moves +/- 120

with the nose clamp lockout installed the tiller is deactivated and you cant steer.
Without the nose clamp lockout installed you can only turn 15 and towing could damage the
steering.

Pointer on tiller shows about nose direction.

Tiller

FI Stop:

- No CWP light on Master Warning

- You will get a config warning as soon as you start the left engine when the FI stop has been
overridden & not reset by maintenance.
- Shut down the engine and call maintenance

FI Stop closes when:

- Gear is retracted (or)

- No wow & wheel speed < 9 kts

FI Stop opens when:

- Gear down (and)

- WOW or
- Wheel speed > 25 kts

If the amber light comes on in fight, it will stay on when on the ground

67
WAS Warning Annunciator System

Red light Immediate Action required.Aural & triple chimes every 5 sec.
Amber light Corrective action or close attentionAural & single chimes

Master Caution
- Identifies an amber light is on CWP
- Comes on flashing and press to reset steady
- Get a single chime
- Needs attention
Master Warning
- Identifies a red light is on CWP
- Comes on flashing and press to resets steady
- Get a triple chime
- Requires immediate action

REU Remote Electronic Unit just gives aural sounds

WEU Warning Electronic Unit

- all info is sent to the WEU 1st
- identify 1st then cancel warning
- light changes from flashing to steady when reset & chime silenced
- two complete separate system (left WEU & right WEU)
- each annunciator light has 2 light bulbs controlled by each WEU

If multiple indications at same time, then displays in priority order:

(the lower priority item is doormat till 1st priority reset)
(AC controls, Fire items, Warnings, Cautions)

Order of Alerts:
1. Stall warning
2. AP disconnect
3. Engine fire
4. Config
5. Master warning
6. Altitude alert
7. Master caution
8. Overspeed warning

The ground prox system is completely separate & can get WEU warnings simutaniously

L ESS BUS warning Annunciator system

L BAT BUS warning annunciator system channel 1
R BAT BUS warning annunciator system channel 2
EMR BUS back up power

68
Test 1 Panel:

Lamps for testing light bulbs. Cycles lights from the left bulbs to the right bulbs.

Upr Lamps:
- activates all overhead lights when held up
- cycles lights from left bulb to right bulb
- single chime
Lwr Lamps
- activates all lower annunciators when held in
- cycles lights from left bulb to right bulb
- triple chime
- status lights also illuminate steady
- autocoarsen switch must be on to test autocoarsen armed lights

BITE (Built in Test Equipment)

- The white BITE light will illuminate steady when you loose one of the two WEU
channels. (loss of redundancy)
- One WEU channel controls the right side light bulbs & one WEU channel controls the
left side light bulbs.
- If you loose a channel then you get a steady BITE light, and only one light bulb side
will illuminate if there is a fault or you test.
- Its deferrable but not MEL-able
- Bite light bulb illuminates when you do a upper lamps test.

(T/O INH) Take Off Inhibit

TO inhibit blue, ground ops green (only one can be active)

Used during TO & engine start till 55% Ng then back to ( GND OPS)
WEU is being powered off the emergency bus till 55%
Press TO inhibit button only when cleared for TO (Not position & Hold)
Auto reset when gear is retracted
Can manually select ground ops if cancel TO
It will block all nonessential indications till airborne
Purpose so you dont get distracted during TO phase

When (TO INH) pressed:

The only RED lights that are inhibited (AUTO TRIM)

All AMBER lights are inhibited except..(GUST LOCK)
(AUTO COARSEN)
(PARK BRAKE ON)

(GND OPS) Ground Operations

Minimizes nuisance of lights normally when on ground
CWP illuminates steady instead of flashing with no aural chimes
No master caution / warning
Auto on when power initialized till press (TO INHB) or gear up
Auto on when you land unless press off
When you abort TO, select (GRND OPS) back
69