Académique Documents
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Subject: PSM 1 --- 83 --- 1, Dash 8, Model 301 Operating Data Manual
Revision 30.
Attached is a copy of Revision 30, dated SEPT 29/06, for the Dash 8 Model 301 Operating Data
Manual. Only revised pages are provided.
Using the revised List of Revisions ( Page 02.10.11) as a guide, insert the attached copy of Revision
30 in the Operating Data Manual. Remove and destroy the superseded pages. Record the insertion
of Revision 30 on Page 02.20.1.
Revision 30 has incorporated changes to the Chapters of the Operating Data Manual as follows:
Chapter 05.10, page 2. The aircraft turning radius has been inserted in page 2.
Chapter 10.20, page 4. Note inserted to make sure the electrical load on the Main and Aux batteries
is less than 4% before starting the second engine.
Chapter 13.20, page 2. Paragraph changed to reflect the hydraulic pressure decreases from 1500
psi to 900 psi when the airspeed exceeds 140 Kts.
Chapter 14.20, page 2. Schematic changed to indicate the ATC Transponder encoded altitude
signal will automatically switch from No. 2 ADC to No. 1 ADC in the event of a ADC No. 2 failure.
Chapter 14.30, page 10. The EHSI weather radar mode annunciator colours have been changed
to reflect the correct mode colours.
Chapter 18.20 pages 8, 9, 10, 11, 12, 13. Procedure to transfer Hydraulic fluid between system
No. 1 and No. 2.
Chapter 19.20, page 1. Paragraph changed to indicate the ATC Transponder encoded altitude
signal will automatically switch from No. 2 ADC to No. 1 ADC in the event of a ADC No. 2 failure.
Chapter 21.20, page 9. The start sequence paragraph has been change to reflect the updated
software, where the ENGINE MANUAL caution light is inhibited during engine start ---up.
Chapter 22.20, page 4. The following note is inserted to show how to deselect Zero Flap.
Chapter 24.24, page 7. Paragraph inserted with instructions to dilute De---ice fluid.
Boyer Kanick
for Judy Donegan
Manager
Q Series Manuals
Technical Publications Department
PSM 1---83---1
SERIES 300
MODEL 301
OPERATING DATA
PUBLISHED BY
Copyright 1992 by de Havilland Inc.
All rights reserved. No part of this work may be
reproduced or copied in any form or by any means
without written permission of de Havilland Inc.
The information, technical data and designs disclosed in this document (the ”Information”)
are either the exclusive property of de Havilland Inc. or are subject to proprietary rights of
others. The Information is not to be used for design or manufacture or disclosed to others
without the express prior written consent of de Havilland Inc. The holder of this document,
by its retention and use, agrees to hold the information in confidence. These restrictions
do not apply to persons having proprietary rights in the Information, to the extent of those
rights.
TABLE OF CONTENTS
CHAPTER
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
REVISION RECORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
TEMPORARY REVISION RECORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SAFETY OF FLIGHT SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
AIRPLANE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
AIR CONDITIONING AND PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
AUTOMATIC FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AUXILIARY POWER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FIRE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
HYDRAULIC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
PNEUMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
WARNING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
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INTRODUCTION
This Operating Data manual has been prepared by the Customer Support Department of de Havilland Inc. The
purpose of this manual is to provide the necessary system descriptions and performance information to
familiarize the flight crew with the operation of the Dash 8 Series 300 airplane.
This manual is not customized to a specific airplane configuration. Both pre---modification and modification
descriptions will be included when modifications affect the system descriptions. Descriptions of popular
optional equipment are included and indicated as optional by the phrase “if installed” or a reference to a
Customer Request (CR) or Standard Option Only (S.O.O.). Common panel arrangements are referred to as
being “typical”. These panels may vary depending on options installed or specific operator requests.
Optional equipment unique to a configuration that is pertinent to the flight crew will be described in a
supplement.
The manual will be periodically revised to incorporate pertinent system description information changes. Items
of a more critical nature will be incorporated in Temporary Revisions and distributed in a timely manner. In all
cases, such revisions and changes must remain compatible with the approved AFM with which the operator
must comply.
The 1990 interior configuration refers to incorporation of Mods 8/1110, 8/1128, 8/1136 and 8/1137. The 1990
interior was introduced to cover the new flammability requirements.
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This manual is organized in the following manner:
Chapter 1: Contains general information regarding this manual’s purpose, structure and content.
Chapter 4: Contains Safety of Flight Supplements and Safety of Flight supplement log pages.
Chapter 5---22: Contain general airplane and systems information necessary for essential system
understanding. These chapters are generally subdivided into sections covering controls and indicators and
system description.
Chapter 23: This chapter contains climb, cruise and descent performance data required for general flight
planning.
Chapter 24: Contains supplemental information or descriptions of systems unique to individual operators.
Page Numbering:
The page numbering system used in the Operating Data Manual is based on the Chapter, Section and page
number within the Section. An example of the page identification block used on each page is shown below.
The larger Chapter and Section number on each page allows quicker orientation within the manual. The above
page number, when referenced in the List of Effective Pages or the Chapter’s Table of Contents is abbreviated
as 10.20.1. Supplements in Chapter 24 are numbered similarly with the exception that the Supplement number
is used in place of the Section number.
Any questions with respect to use of this manual or information contained herein shall be directed to:
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The following abbreviations are found throughout the manual. Some abbreviations may also appear in lower
case letters. Abbreviations having very limited usage are explained in the systems chapter where they are used.
A
CB ........... Circuit Breaker
A/COL ...... Anti---Collision CHAN ....... Channel
A/P DIS .... Autopilot Disconnect CLA ......... Condition Lever Angle
A/C .......... Air Conditioning CLR ......... Clear
AC .......... Alternating Current COMM ....... Communications
ACP ......... Audio Control Panel CR ........... Change Request
ACT ......... Active CRS ......... Course
ADC ......... Air Data Computer CVR ......... Cockpit Voice Recorder
ADF .......... Automatic Direction Finder
ADI .......... Attitude Director Indicator D
ADVSY ...... Advisory
AFCS ........ Automatic Flight Control System DADC ....... Digital Air Data Computer
AGL ......... Above Ground Level DC .......... Direct Current
AHRS ....... Attitude and Heading Reference DET ......... Detection
System DG ........... Directional Gyro
AHRU ....... Attitude/Heading Reference Unit DH ........... Decision Height
ALT SEL .... Altitude Select DIS ........... Distance
ALT .......... Altitude DME ......... Distance Measuring Equipment
AM .......... Amplitude Modulation DN ........... Down
ANT ......... Antenna DR ........... Dead Reckoning
AOA ......... Angle of Attack
AP ........... Autopilot E
APP .......... Approach
APU ......... Auxiliary Power Unit EADI ......... Electronic Attitude Director
ASCB ....... Avionics Standard Communication Indicator
Bus ECU .......... Electronic Control Unit
ATC ......... Air Traffic Control EEC .......... Engine Electronic Control
ATT ......... Attitude EFIS ......... Electronic Flight Instrument
AUTO ....... Automatic System
AZ ........... Azimuth EHSI ......... Electronic Horizontal Situation
Indicator
EL ............ Elevation
B ELEV ......... Elevator
ELT ........... Emergency Locator Transmitter
BATT ........ Battery EMER ........ Emergency
BBPU ........ Bus---Bar Protection Unit ENG .......... Engine
BC ........... Back Course ESU .......... Electronic Sequence Unit
BFO ......... Beat Frequency Oscillation ET ............ Elapsed Time
BITE ......... Built ---in Test Equipment ETA .......... Estimated Time of Arrival
BL ........... Bleed ETE .......... Estimated Time Enroute
EXT PWR ... External Power
BLS .......... Beta Lockout System EXTG ........ Extinguishing
BRT .......... Bright
BTL .......... Bottle
F
C
F/A ........... Flight Attendant
CAB ......... Cabin FC ........... Flight Compartment
CAT II ....... Category II FD ........... Flight Director
CAUT ....... Caution FDR .......... Flight Data Recorder
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V
PSIG ........ Pounds Per Square Inch (Gauge)
PTT ......... Push to Talk V/L .......... VOR/Localizer
PTU ......... Power Transfer Unit VG .......... Vertical Gyro
VHF .......... Very High Frequency
VOR ......... Very High Frequency
R Omnidirectional Range
VS ........... Vertical Speed
RA ........... Radio Altitude VSI .......... Vertical Speed Indicator
RAD ALT .... Radio Altimeter
RAD ......... radial W
RECIRC ..... Recirculation
RMI .......... Radio Magnetic Indicator WDO ........ Window
RNAV ........ Area Navigation WHLS ....... Wheels
RUD ......... Rudder WHT ........ White
WOW ....... Weight on Wheels
S WPT ........ Waypoint
WSHLD ..... Windshield
SAT ......... Static Air Temperature WX .......... Weather
SCU ......... Signal Conditioner Unit
SEC ......... Secondary X
SEL .......... Select
SERV/INT ... Service/Interphone XFR ......... Transfer
SG .......... Symbol Generator XMIT ......... Transmit
SHP ......... Shaft Horse Power XTRK ........ Crosstrack
SOV ........ Shut ---Off Valve
SPKR ....... Speaker
SPLR ....... Spoiler Y
SPU ......... Standby Power Unit
SQ .......... Squelch YD ........... Yaw Damper
SSB ......... Single Sideband
STBY ........ Standby
STO ......... Store
SW .......... Switch
T
TAS ......... True Airspeed
TCAS ........ Traffic Alert Collision Avoidance System
TCS ......... Touch Control Steering
TGT ......... Target
TO .......... Take---Off
TOP ......... Take---Off Power
TRU ......... Transformer Rectifier Unit
TST ......... Test
TX ........... Transmit
U
USB ......... Upper Sideband
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BOMBARDIER
SERIES 300
OPERATING DATA MANUAL − Model 301
CD− RECORD OF REVISIONS
This CD contains PSM 1−83−1, Model 301, Revision 30, dated September 29, 2006.
LIST OF REVISIONS
Revisions are applicable to all DHC---8 Series 300 Operating Data Manuals. The revised portion of a
page is indicated by a bold line in the outer margin. The List of Revisions will be re---issued each time a
Revision is issued. Insertion of a Revision in the manual must be recorded in the appropriate columns of
the Log of Revisions in this chapter.
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11 02.10.5, 02.30.1, 02.30.2, 02.30.6, Incorporation of Mod 8/1407 (AMI flight crew
MAY 7/93 05.00.1, 05.00.2, 05.30.1, 05.30.5, seat), Mod 8/1544 (logo light installation), Mod
05.30.7, 05.35.1, 05.40.1, 05.50.1, 8/1024 (cabin overhead light switch) and Mod
05.50.3, 05.50.4, 05.50.5, 05.50.6, 8/1538 (deletion of flight compartment fan).
06.10.2, 06.10.4, 06.20.1, 06.20.3,
06.20.5, 21.10.6
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17 02.10.6, 02.30.1, 02.30.9, 04.10.1, Issues Safety of Flight Supplement No. 4 --- En-
JUL 28/94 Safety of Flight Supplement No. 4, gine Intake Ice Inspection.
24.00 Issues Supplement 18 --- Draeger Protective
Breathing Equipment (PBE) (CR835CH00051)
18 02.10.6, 02.30.1, 02.30.2, 02.30.3, Procedure for emergency cockpit door removal
OCT 28/94 02.30.5, 02.30.6, 02.30.7, 05.40.1, incorporated.
08.00.1, 08.20.1, 17.10.1, 17.10.3, APU description improved and a note added to
17.20.3, 17.20.5, 18.20.2, 21.20.2, shutdown APU during deice operation.
21.20.3, 21.20.4, 22.40.27 Incorporate temperature sensor in Engine Intake
Heater description.
Deice system schematic revised to correctly locate
check valve.
Description of landing gear door operation revised
and corrected.
Selection procedures for Quiet Taxi Mode revised
for clarity.
Description of WT ON WHEELS Caution light
corrected.
Miscellaneous format changes.
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19 TITLE PAGE 1 and 2, TOC 1 and Page format for the entire manual has been revised.
MAR 17/94 TOC 2, 01.10.1 and 01.10.2, 01.20.1 Revisions 1---18 are integral to the re---issued
thru 4, 02.10.1 thru 02.10.8, 02.20.1 Series 300 Model 301 Operating Data Manual.
and 02.20.2, 02.30.1 thru 02.30.10, Improved EHSI and EADI illustrations incorporated
03.10.1 thru 03.10.4, 04.10.1 and .2, in Section 14.30.
04.20.1 and 04.20.2, 05.00.1 and .2, Weather radar annunciator added to Amber EHSI
05.10 and .2, 05.20.1 thru 05.20.18, Caution and Failure Annunciations description.
05.30.1 thru 05.30.8, 05.35.1 and .2, Supplement 5, Ferry with Inoperative
05.40.1 thru 05.40.6, 05.50.1 thru /Malfunctioning Equipment and Supplement 16,
05.50.6, 05.60.1 and .2, 05.70.1 thru Long Range Fuel have been revised to incorporate
05.70.14, 05.75.1 thru 05.75.4, miscellaneous text and format changes.
06.00.1 and .2, 06.10.1 thru 06.10.8,
06.20.1 thru 06.20.14, 07.00.1 and
07.00.2, 07.10.1 thru 07.10.16, 07.20
thru 07.20.12, 08.00.1 and 08.00.2,
08.10.1 thru 08.10.4, 08.20.1 and
08.20.2, 09.00.1 and 09.00.2,
09.10.1 thru 09.10.16, 09.20.1 and
09.20.2, 10.00.1 and 10.00.2,
10.10.1 thru 10.10.12, 10.20.1 thru
10.20.10, 10.30.1 thru 10.30.16,
11.00.1 and 11.00.2, 11.10.1 thru
11.10.8, 11.20.1 thru 11.20.16,
12.00.1 and 12.00.2, 12.10.1 thru
12.10.4, 12.20.1 thru 12.20.6,
13.00.1 and 13.00.2, 13.10.1 thru
13.10.6, 13.20.1 thru 13.20.12,
14.00.1 and 14.00.2, 14.10.1 thru
14.10.16, 14.20.1 thru 14.20.10,
14.30.1 thru 14.30.16, 14.40.1 thru
14.40.6, 15.00.1 and 15.00.2,
15.10.1 and 15.10.2, 15.20.1 thru
15.20.10, 16.00.1 and 16.00.2,
16.10.1 and 16.10.2, 16.20.1 thru
16.20.6, 17.00.1 and 17.00.2,
17.10.1 thru 17.10.4, 17.20.1 thru
17.20.6, 18.00.1 and 18.00.2,
18.10.1 thru 18.10.6, 18.20.1 thru
18.20.12, 19.00.1 and 19.00.2,
19.10.1 thru 19.10.18, 19.20.1 and
19.20.2, 19.30.1 thru 19.30.6,
19.40.1 thru 19.40.6, 20.00.1 and
20.00.2, 20.10.1 thru 20.10.4,
20.20.1 thru 20.20.4, 21.00.1 and
21.00.2, 21.10.1 thru 21.10.12,
21.20.1 thru 21.20.14, 22.00.1 and
22.00.2, 22.10.1 and 22.10.2
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LOG OF REVISIONS
Insertion of all Revisions must be recorded in the Log of Revisions below.
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LIST OF EFFECTIVE PAGES
Insert this page and latest revised pages. Destroy superseded pages. Listed below are all pages and their
dates of effectivity in the current manual. List of Supplements is included in Chapter 24.
23.10.1 MODEL 301 MAR 17/95 23.20.15 MODEL 301 MAR 17/95
23.10.2 MODEL 301 MAR 17/95 23.20.16 MODEL 301 MAR 17/95
23.10.3 MODEL 301 MAR 17/95 23.20.17 MODEL 301 MAR 17/95
23.10.4 MODEL 301 MAR 17/95 23.20.18 MODEL 301 MAR 17/95
23.10.5 MODEL 301 MAR 17/95 23.20.19 MODEL 301 MAR 17/95
23.10.6 MODEL 301 MAR 17/95 23.20.20 MODEL 301 MAR 17/95
23.10.7 MODEL 301 MAR 17/95 23.20.21 MODEL 301 MAR 17/95
23.10.8 MODEL 301 MAR 17/95 23.20.22 MODEL 301 MAR 17/95
23.10.9 MODEL 301 MAR 17/95 23.20.23 MODEL 301 MAR 17/95
23.10.10 MODEL 301 MAR 17/95 23.20.24 MODEL 301 MAR 17/95
23.10.11 MODEL 301 MAR 17/95 23.20.25 MODEL 301 MAR 17/95
23.10.12 MODEL 301 MAR 17/95 23.20.26 MODEL 301 MAR 17/95
23.10.13 MODEL 301 MAR 17/95 23.20.27 MODEL 301 MAR 17/95
23.10.14 MODEL 301 MAR 17/95 23.20.28 MODEL 301 MAR 17/95
23.10.15 MODEL 301 MAR 17/95 23.20.29 MODEL 301 MAR 17/95
23.10.16 MODEL 301 MAR 17/95 23.20.30 MODEL 301 MAR 17/95
23.10.17 MODEL 301 MAR 17/95 23.20.31 MODEL 301 MAR 17/95
23.20.32 MODEL 301 MAR 17/95
23.10.18 MODEL 301 MAR 17/95
23.20.33 MODEL 301 MAR 17/95
23.10.19 MODEL 301 MAR 17/95
23.20.34 MODEL 301 MAR 17/95
23.10.20 MODEL 301 MAR 17/95
23.20.35 MODEL 301 MAR 17/95
23.10.21 MODEL 301 MAR 17/95
23.20.36 MODEL 301 MAR 17/95
23.10.22 MODEL 301 MAR 17/95
23.20.37 MODEL 301 MAR 17/95
23.10.23 MODEL 301 MAR 17/95
23.20.38 MODEL 301 MAR 17/95
23.10.24 MODEL 301 MAR 17/95
23.20.39 MODEL 301 MAR 17/95
23.10.25 MODEL 301 MAR 17/95
23.20.40 MODEL 301 MAR 17/95
23.10.26 MODEL 301 MAR 17/95
23.20.41 MODEL 301 MAR 17/95
23.10.27 MODEL 301 MAR 17/95
23.20.42 MODEL 301 MAR 17/95
23.10.28 MODEL 301 MAR 17/95 23.20.43 MODEL 301 MAR 17/95
23.10.29 MODEL 301 MAR 17/95 23.20.44 MODEL 301 MAR 17/95
23.10.30 MODEL 301 MAR 17/95 23.20.45 MODEL 301 MAR 17/95
23.10.31 MODEL 301 MAR 17/95 23.20.46 MODEL 301 MAR 17/95
23.10.32 MODEL 301 MAR 17/95 23.20.47 MODEL 301 MAR 17/95
23.20.48 MODEL 301 MAR 17/95
23.20.1 MODEL 301 MAR 17/95
23.20.49 MODEL 301 MAR 17/95
23.20.2 MODEL 301 MAR 17/95
23.20.50 MODEL 301 MAR 17/95
23.20.3 MODEL 301 MAR 17/95
23.20.51 MODEL 301 MAR 17/95
23.20.4 MODEL 301 MAR 17/95
23.20.52 MODEL 301 MAR 17/95
23.20.5 MODEL 301 MAR 17/95
23.20.53 MODEL 301 MAR 17/95
23.20.6 MODEL 301 MAR 17/95
23.20.54 MODEL 301 MAR 17/95
23.20.7 MODEL 301 MAR 17/95
23.20.8 MODEL 301 MAR 17/95 23.25.1 MODEL 301 MAR 17/95
23.20.9 MODEL 301 MAR 17/95 23.25.2 MODEL 301 MAR 17/95
23.20.10 MODEL 301 MAR 17/95 23.25.3 MODEL 301 MAR 17/95
23.20.11 MODEL 301 MAR 17/95 23.25.4 MODEL 301 MAR 17/95
23.20.12 MODEL 301 MAR 17/95 23.25.5 MODEL 301 MAR 17/95
23.20.13 MODEL 301 MAR 17/95 23.25.6 MODEL 301 MAR 17/95
23.20.14 MODEL 301 MAR 17/95 23.25.7 MODEL 301 MAR 17/95
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LIST OF EFFECTIVE PAGES (CONTINUED)
23.25.8 MODEL 301 MAR 17/95 23.25.55 MODEL 301 MAR 17/95
23.25.9 MODEL 301 MAR 17/95 23.25.56 MODEL 301 MAR 17/95
23.25.10 MODEL 301 MAR 17/95 23.25.57 MODEL 301 MAR 17/95
23.25.11 MODEL 301 MAR 17/95 23.25.58 MODEL 301 MAR 17/95
23.25.12 MODEL 301 MAR 17/95 23.25.59 MODEL 301 MAR 17/95
23.25.13 MODEL 301 MAR 17/95 23.25.60 MODEL 301 MAR 17/95
23.25.14 MODEL 301 MAR 17/95 23.25.61 MODEL 301 MAR 17/95
23.25.15 MODEL 301 MAR 17/95 23.25.62 MODEL 301 MAR 17/95
23.25.16 MODEL 301 MAR 17/95 23.25.63 MODEL 301 MAR 17/95
23.25.17 MODEL 301 MAR 17/95 23.25.64 MODEL 301 MAR 17/95
23.25.18 MODEL 301 MAR 17/95 23.25.65 MODEL 301 MAR 17/95
23.25.19 MODEL 301 MAR 17/95 23.25.66 MODEL 301 MAR 17/95
23.25.20 MODEL 301 MAR 17/95 23.25.67 MODEL 301 MAR 17/95
23.25.21 MODEL 301 MAR 17/95 23.25.68 MODEL 301 MAR 17/95
23.25.22 MODEL 301 MAR 17/95 23.30.1 MODEL 301 MAR 17/95
23.25.23 MODEL 301 MAR 17/95 23.30.2 MODEL 301 MAR 17/95
23.25.24 MODEL 301 MAR 17/95 23.30.3 MODEL 301 MAR 17/95
23.25.25 MODEL 301 MAR 17/95 23.30.4 MODEL 301 MAR 17/95
23.25.26 MODEL 301 MAR 17/95 23.30.5 MODEL 301 JUNE 28/96
23.25.27 MODEL 301 MAR 17/95 23.30.6 MODEL 301 JUNE 28/96
23.25.28 MODEL 301 MAR 17/95 23.30.7 MODEL 301 JUNE 28/96
23.25.29 MODEL 301 MAR 17/95 23.30.8 MODEL 301 JUNE 28/96
23.25.30 MODEL 301 MAR 17/95 23.30.9 MODEL 301 JUNE 28/96
23.25.31 MODEL 301 MAR 17/95 23.30.10 MODEL 301 MAR 17/95
23.25.32 MODEL 301 MAR 17/95 23.30.11 MODEL 301 MAR 17/95
23.25.33 MODEL 301 MAR 17/95 23.30.12 MODEL 301 MAR 17/95
23.25.34 MODEL 301 MAR 17/95 23.30.13 MODEL 301 MAR 17/95
23.25.35 MODEL 301 MAR 17/95 23.30.14 MODEL 301 MAR 17/95
23.25.36 MODEL 301 MAR 17/95 23.30.15 MODEL 301 MAR 17/95
23.25.37 MODEL 301 MAR 17/95 23.30.16 MODEL 301 MAR 17/95
23.25.38 MODEL 301 MAR 17/95 23.30.17 MODEL 301 MAR 17/95
23.25.39 MODEL 301 MAR 17/95 23.30.18 MODEL 301 MAR 17/95
23.25.40 MODEL 301 MAR 17/95 23.30.19 MODEL 301 MAR 17/95
23.25.41 MODEL 301 MAR 17/95 23.30.20 MODEL 301 MAR 17/95
23.25.42 MODEL 301 MAR 17/95 23.30.21 MODEL 301 MAR 17/95
23.25.43 MODEL 301 MAR 17/95 23.30.22 MODEL 301 MAR 17/95
23.25.44 MODEL 301 MAR 17/95 23.30.23 MODEL 301 MAR 17/95
23.25.45 MODEL 301 MAR 17/95 23.30.24 MODEL 301 MAR 17/95
23.25.46 MODEL 301 MAR 17/95 23.30.25 MODEL 301 MAR 17/95
23.25.47 MODEL 301 MAR 17/95 23.30.26 MODEL 301 MAR 17/95
23.25.48 MODEL 301 MAR 17/95 23.30.27 MODEL 301 MAR 17/95
23.25.49 MODEL 301 MAR 17/95 23.30.28 MODEL 301 MAR 17/95
23.25.50 MODEL 301 MAR 17/95
23.25.51 MODEL 301 MAR 17/95 23.30.29 MODEL 301 MAR 17/95
23.25.52 MODEL 301 MAR 17/95 23.30.30 MODEL 301 MAR 17/95
23.25.53 MODEL 301 MAR 17/95 23.45.1 MODEL 301 MAR 17/95
23.25.54 MODEL 301 MAR 17/95 23.45.2 MODEL 301 MAR 17/95
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02.30 MAR
SEPT 17/95
29/06
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LIST OF EFFECTIVE PAGES (CONTINUED)
Page Date Page Date
23.45.3 MODEL 301 MAR 17/95 23.50.5 MODEL 301 NOV 28/03
23.45.4 MODEL 301 MAR 17/95 23.50.6 MODEL 301 MAR 17/95
23.45.5 MODEL 301 MAR 17/95 23.50.7 MODEL 301 NOV 28/03
23.45.6 MODEL 301 MAR 17/95 23.50.8 MODEL 301 MAR 17/95
23.45.7 MODEL 301 MAR 17/95 23.50.9 MODEL 301 MAR 17/95
23.45.8 MODEL 301 MAR 17/95 23.50.10 MODEL 301 MAR 17/95
23.45.9 MODEL 301 MAR 17/95 23.50.11 MODEL 301 MAR 17/95
23.45.10 MODEL 301 MAR 17/95 23.50.12 MODEL 301 MAR 17/95
23.50.1 MODEL 301 MAR 17/95
SUPPLEMENTS
23.50.2 MODEL 301 MAR 17/95
23.50.3 MODEL 301 MAR 17/95 24.00.1 SEPT 30/02
23.50.4 MODEL 301 MAR 17/95 24.00.2 SEPT 29/06
Page 10
MAR 29/06
SEPT 17/95 02.30 SERIES 300 MODEL 301
D
BOMBARDIER
SERIES 300
OPERATING DATA MANUAL MODEL 301
List of Temporary Revisions effective in your Manual at Revision 30 dated September 29, 2006.
Page 1
SERIES 300
03.10 MAR 17/95
D
OPERATING DATA MANUAL
INCORPORATED Chapter 11
16 PASSENGER PORTABLE DUAL---PURPOSE OXYGEN IN REVISION 9 11.20.3
INCORPORATED Chapter 10
17 BATTERY TEMPERATURE MONITOR IN REVISION 9 10.10.1
18 INCORPORATED Chapter 21
PROPELLER MODEL NUMBERS IN REVISION 9 21.20.1
INCORPORATED Chapter 22
19 STALL WARNING TEST SWITCH DESCRIPTION IN REVISION 9 22.10.1
20
AUTOMATIC APU SHUTDOWN WITH BATTERY INCORPORATED Chapter 10
OVERTEMPERATURE IN REVISION 9 10.20.4
INCORPORATED Chapter 21
21 ENGINE TORQUE INDICATOR IN REVISION 8 21.10.6
INCORPORATED Chapter 20
22 BLEED AIR CONTROL IN REVISION 9 20.20.1
23 INCORPORATED Chapter 20
BLEED AIR CONTROL IN REVISION 9 20.10.1
Page 2
MAR 17/95
APR 25/01 03.10 SERIES 300
D
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Page 3
SERIES 300
03.10 MAR
APR 17/95
25/01
D
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Page 4
MAR 29/06
SEPT 17/95 03.10 SERIES 300
D
OPERATING DATA MANUAL
A Safety of Flight Supplement is issued to provide flight crew members with recommended operational
information related to flight safety. The following List of Safety of Flight Supplements will be updated peri-
odically with revision of the manual. Insertion of Safety of Flight Supplements must be recorded in the Log
of Safety of Flight Supplements in this chapter.
Page 1
SERIES 300
04.10 MAR
APR 17/95
25/01
D
OPERATING DATA MANUAL
Page 2
MAR 17/95 04.10 SERIES 300
D
OPERATING DATA MANUAL
Insertion of all Safety of Supplements must be recorded in the appropriate columns of the LOG
OF SAFETY OF FLIGHT SUPPLEMENTS below.
Page 1
SERIES 300
04.20 MAR 17/95
D
OPERATING DATA MANUAL
Page 2
MAR 17/95 04.20 SERIES 300
D
OPERATING DATA MANUAL
23 JANUARY, 1989
Insert this Safety of Flight Supplement in Chapter 4 of the DHC---8 SERIES 300 OPERATING DATA and complete
the appropriate columns of the Log of Safety of Flight Supplements.
2. The most comfortable out ---of---trim elevator forces will be experienced at airspeeds not more than 20 knots
above or below the speed appropriate to the trim setting.
During low speed range typical of the approach and landing any out ---of---trim elevator forces can be man-
aged without difficulty.
It is suggested that pilots read and initial this Safety of Flight Supplement.
D
OPERATING DATA MANUAL
23 JANUARY, 1989
Insert this Safety of Flight Supplement in Chapter 4 of the DHC---8 SERIES 300 OPERATING DATA and complete
the appropriate columns of the Log of Safety of Flight Supplements.
In the event of a windshield or flight compartment side window developing a crack while in flight, the following
procedures are recommended.
1. Decrease airspeed to 188 kt. IAS (Rough Air Speed).
Subsequent dispatch criteria are contained in the DHC---8 Maintenance Manual in Sections 56---10---11
and 56---10---16.
It is suggested that pilots read and initial this Safety of Flight Supplement.
D
OPERATING DATA MANUAL
23 JANUARY, 1989
Insert this Safety of Flight Supplement in Chapter 4 of the DHC---8 SERIES 300 OPERATING DATA and complete
the appropriate columns of the Log of Safety of Flight Supplements.
Operators are cautioned against the simultaneous simulation of two or more unrelated aircraft system failures
during airborne training or checking of aircrew. In---flight training or checking should be limited to those proce-
dures covered in the Emergency Operations, Normal Operations and Abnormal Operations sections of the Ap-
proved Flight Manual.
It is suggested that Operators’ chief pilots review their company’s flight training and check procedures to ensure
no conflict exists with these guidelines. The advice of the DHC Flight Operations should be obtained before
complying with any request from a Regulatory Authority to demonstrate operation with two unrelated system
failures.
It is suggested that pilots read and initial this Safety of Flight Supplement.
D
OPERATING DATA MANUAL
Insert this Safety of Flight Supplement at the front of the DHC---8 AIRCRAFT OPERATING DATA
There have been three occurrences on DHC---8 aircraft of engine flameouts during initial climb. During the first
occurrence, as shutdown procedures were being completed on the affected engine, the operating engine lost
power, but recovered shortly thereafter. The aircraft landed uneventfully. During the second and third
occurrences, a single engine flamed out and an uneventful single engine landing followed.
Each of the above occurrences is similar in that the aircraft involved had been parked overnight in heavy
precipitation (snow, freezing rain and ice pellets) in temperatures near freezing without the engine intake plugs
installed or without engine intake plugs installed for a significant portion of the night. As a result, a significant
amount of slush entered the engine intakes. During the night, temperatures hovered at or near 0_ C which
allowed the puddled contaminant to melt and later refreeze inside the engine intake behind the intake lips. On
the most recent occurrence, the aircraft had been parked outside without engine intake plugs installed during a
snowfall. It was subsequently towed into a heated hangar and remained there for approximately two hours. It is
believed water from the melted snow pooled in the engine intake and refroze after the aircraft was taken from the
hangar. A pre---flight inspection of the engine intake area was not accomplished prior to flight on any of the
aircraft involved in the occurrences.
The engine flameouts were attributed to a portion of the “sheet” of ice that had formed in the bottom of the
nacelle’s intake breaking loose and causing a momentary disturbance of the airflow during climb.
Post ---occurrence inspection of the affected and non---affected engines revealed portions of sheet ice or an
intact sheet of ice laying in the bottom of the nacelle.
Following the initial occurrence, de Havilland issued Advisory Notice #27 which recommended a visual
inspection of the engine intakes be undertaken prior to startup if there is any reason to believe that the intake
plugs may have been momentarily removed or dislodged in temperatures below +10_ C when snow, freezing
rain or rain is falling. De Havilland has also introduced a more durable intake plug with improved retention
characteristics.
This Safety of Flight Supplement is intended to once again stress the importance of an engine intake inspection
should there be any doubt as to the security of the intake plugs during periods of precipitation at or near freezing
and to recommend that the first take---off be considered in “Icing Conditions” with respect to Bypass Doors ---
Open and Ignition --- Manual.
It is suggested that pilots read and initial this Safety of Flight Supplement.
THIS PAGE INTENTIONALLY LEFT BLANK
D
OPERATING DATA MANUAL
Insert this Safety of Flight Supplement at the front of the DHC---8 AIRCRAFT OPERATING DATA
SUBJECT: DHC---8 AIRCRAFT --- NOSE LANDING GEAR (NLG) DRAG STRUT PIVOT---TUBE FAILURE
There has been an occurrence on a DHC---8 aircraft of nose landing gear drag strut pivot ---tube failure during the
extension sequence. On approach to landing, the flight crew selected the landing gear down normally. During
the extension sequence a loud bang was heard from the area of the nose landing gear. Both the normal and
alternate indicating systems identified an unsafe nose landing gear condition. The landing gear selector handle
light was observed to flicker. On this occasion, the nose gear extended and the aircraft landed without incident.
However, in this state there is a potential danger of nose gear collapse. The danger is particularly acute for
ground crew after landing.
Failure of the part in question renders the external nose landing gear locking mechanism ineffective even
though the ground lock handle extends to the locked position. Any time the flight crew lands the aircraft with an
unsafe nose landing gear indication, the flight crew should immediately notify maintenance or ground handling
personnel to support the nose of the aircraft with a jack prior to entering the nose wheel well area. Any
disturbance of the nose landing gear without supporting the nose of the aircraft risks nose gear collapse,
exposing maintenance or ground handling personnel to extreme danger. Any attempt to install a towbar in this
condition may collapse the nose landing gear. de Havilland Service Bulletin number 8---32---131 is being
prepared to advise maintenance personnel of this danger and to provide procedures to follow under these
circumstances. de Havilland Modification 8/2266 has been issued to replace suspect drag strut pivot ---tubes
with improved units.
This Safety of Flight Supplement is intended to make flight crew aware of the potential danger posed to ground
personnel after landing with an unsafe NLG indication.
It is suggested that pilots read and initial this Safety of Flight Supplement.
THIS PAGE INTENTIONALLY LEFT BLANK
D
OPERATING DATA MANUAL
Insert this Safety of Flight Supplement in Chapter 4 of the DHC---8 SERIES 300 OPERATING DATA and complete
the appropriate columns of the Log of Safety of Flight Supplements.
SUBJECT: DHC---8 AIRCRAFT --- SELECTION OF POWER LEVERS BELOW FLIGHT IDLE IN FLIGHT.
The selection of either or both Power Levers below Flight Idle in flight is strictly prohibited. When the requirement
exists to adjust engine power in flight, flight crew must avoid contact with the Power Lever “Flight Idle Gate
Release Triggers”.
de Havilland believes that there is justification to emphasize proper Power Lever management, with respect to
Power Lever / hand grasp technique, during flight training exercises.
It is suggested that pilots read and initial this Safety of Flight Supplement.
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D
OPERATING DATA MANUAL
Recently a DHC---8---100 aircraft was landed during revenue service with only the left main landing gear
extended (and indicating down and locked). The right main landing gear and the nose landing gear did not
extend using normal extension procedures due to a hydraulic leak in the landing gear selector valve.
The flight crew did not properly comply with Section 3---6---1 of the AFM which provides procedures for
“Alternate Landing Gear Extension”. Therefore, the right main landing gear and the nose landing gear were
never released from uplock.
During aircraft recovery from the runway, the “Alternate Landing Gear Extension” procedures were used to
extend the nose and right main landing gear to a down and locked position. Subsequent testing determined that
the “Alternate Gear Extension” system and the landing gear indication system (main and alternate) performed
normally.
There appears to be some confusion concerning proper compliance with “Alternate Landing Gear Extension”
procedures as detailed in the AFM. There also appears to be a perception that when operating the “Main Gear
Release Handle” a “detent” should be felt or that feeling a “detent” indicates that all gear are released from
uplock. This is incorrect. The “Main Gear Release Handle” must be pulled fully down until the L DOOR and R
DOOR amber door lights illuminate and the LEFT and RIGHT green, gear---locked---down advisory lights
illuminate. It should be noted the pull force required on the gear release handle may exceed those experienced
during practice extensions, particularly those experienced in flight simulators.
BRAD/de Havilland believes that there is justification to emphasize proper procedures for the use of the
“Alternate Landing Gear Extension” system during flight and/or simulator training exercises.
It is suggested that pilots read and initial this Safety of Flight Supplement.
THIS PAGE INTENTIONALLY LEFT BLANK
D
OPERATING DATA MANUAL
Insert this Safety of Flight Supplement in Chapter 4 of the DHC---8 SERIES 300 OPERATING DATA and complete
the appropriate columns of the Log of Safety of Flight Supplements.
A recent incident, whereby maximum nose down elevator trim was selected in an attempt to free an ice frozen
elevator, highlights a concern with respect to the incorrect use of the elevator trim.
The DHC---8 has a fixed incidence tailplane. The longitudinal trim is achieved by means of trailing edge trim tabs.
Trim tabs do not provide the alternate source of longitudinal control that is available with a trimmable tailplane.
The elevator trim on the DHC---8 is very effective with respect to adjusting pitch control forces when selected in
the appropriate direction., however the elevator trim does not have the authority to overcome a jammed or
frozen elevator.
When confronted with the unlikely occurrence of an immovable elevator, the flight crew must not select the
elevator trim to the full nose up or full nose down position as a means of managing this abnormality. Should the
elevator suddenly become free, the flight crew could be presented with the formidable task of controlling the
aircraft in pitch; experiencing high elevator control forces and the potential for exceeding the aircraft’s
maneuvering load limit during recovery.
It is suggested that pilots read and initial this Safety of Flight Supplement.
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D
OPERATING DATA MANUAL
Insert this Safety of Flight Supplement in Chapter 4 of the DHC---8 SERIES 300 OPERATING DATA and complete
the appropriate columns of the Log of Safety of Flight Supplements.
1. Introduction
The intent of this Safety of Flight Supplement is to recommend pilot techniques associated with accomplishing
selected Abnormal and Emergency Checklists (AECs), and provide guidance for situations beyond the scope
of AECs. Pilots are expected to accomplish AECs listed in the AFM/QRH. These checklists ensure maximum
safety until appropriate actions are completed and a safe landing is accomplished. Techniques discussed in this
Safety of Flight Supplement minimize workload, improve pilot coordination, enhance safety and provide a basis
for standardization.
--- Maintain Airplane Control: It is mandatory that the Pilot Flying (PF) fly the airplane while the Pilot
Monitoring (PM) accomplishes the AEC. Maximum use of the Flight Director / Autopilot is recommended to
reduce crew workload.
--- Analyze the Situation: AECs should be accomplished only after the malfunctioning system has been
positively identified.
Note
Pilots should don oxygen masks and establish communications anytime oxygen deprivation or
air contamination is suspected, even though an associated warning has not occurred.
Although many inflight non---normal situations may require immediate corrective action, difficulties can be
compounded by the rate the PF issues commands and the speed of execution by the PM. Commands must be
clear and concise, allowing time for acknowledgement and execution. The other crew members must be certain
their reports to the PF are clear and concise, neither exaggerating nor understating the nature of the
non---normal situation. This eliminates confusion and ensures efficient, effective and expeditious handling of the
non---normal situation.
4. Evaluate the Need to Land
If the AEC directs the crew to land immediately at the nearest suitable airport, or if the the situation is so identified
in the AFM/QRH, diversion to the nearest airport where a safe landing can be accomplished is required. If the
AEC does not direct immediate landing at the nearest suitable airport, the pilot must determine whether to
continue flight to the destination or to the nearest maintenance facility.
5. Troubleshooting
Troubleshooting can be defined as taking steps beyond the published checklist in an effort to improve or correct
a non---normal condition. Examples of this are:
--- Attempting to reset a system, or cycling a circuit breaker when not prescribed by the AEC
With the availability of today’s communication channels, there seems to be a tendency for pilots to request help
from maintenance during abnormal situations. Maintenance personnel, typically, do not have the operational
background or the situational awareness of the pilot’s non---normal environment. Maintenance personnel will
use a different methodology to handle problems that may not be appropriate for an inflight non---normal
situation.
Troubleshooting is rarely helpful and has caused further loss of system function or failure, and, in some cases,
accidents and incidents. The pilot should consider additional actions beyond the checklists only when
completion of the published checklist steps clearly result in an unacceptable situation. In the case of airplane
controllability problems, when a safe landing is considered unlikely, airplane---handling evaluations with gear
and/or flap extended may be appropriate. Also, attempting to free jammed flight controls should only be
attempted if the airplane cannot be safely landed with the existing condition and then, according to the AEC to
the extent possible.
Pilot distraction, caused by preoccupation with troubleshooting, has been a key factor in fuel starvation and
CFIT accidents. Completion of the AEC, as published, is strongly recommended.
It is suggested that pilots read and initial this Safety of Flight Supplement.
D
OPERATING DATA MANUAL
MAY 4, 2007
Insert this Safety of Flight Supplement in Chapter 4 of the DHC---8 SERIES 300 OPERATING DATA and complete
the appropriate columns of the Log of Safety of Flight Supplements.
SUBJECT: DHC---8 AIRCRAFT --- Unguarded Flight Crew Rotary Seatbelt Buckles
1. Introduction
The intent of this Safety of Flight Supplement is to raise flight crewmember awareness of a recent
recommendation from the National Transportation Safety Board to the Federal Aviation Administration, which
states,
“Identify all airplanes equipped with unguarded flightcrew member rotary seatbelt buckles and require
replacement with guarded buckles that cannot be inadvertently unlatched. (A ---03---57)”
It is strongly recommended that flight crew pay particular attention when performing the pre---takeoff flight
control freedom of movement check, or at any time the control column is moved to the full aft position, to ensure
that the unguarded flight compartment seat belt buckle has not been inadvertently unlatched.
It is suggested that pilots read and initial this Safety of Flight Supplement.
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D
OPERATING DATA MANUAL
CHAPTER 5
AIRPLANE GENERAL
PAGE
Page 1
SERIES 300 MODEL 301
05.00 MAR
SEPT17/95
29/06
D
OPERATING DATA MANUAL
CHAPTER 5 (CONT’D)
AIRPLANE GENERAL
DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05.40.1
PASSENGER DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
BAGGAGE DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
SERVICE DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
FLIGHT COMPARTMENT SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05.50.1
FLIGHT CREW SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
FLIGHT CREW SEAT (IPECO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
FLIGHT CREW SEAT (AMI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
OBSERVER’S STATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
EYE LEVEL INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
COMMUNICATION/ NAVIGATION ANTENNA LOCATIONS . . . . . . . . . . . . . . . . . . . . . . 05.60.1
FURNISHINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05.70.1
SYSTEM DESCRIPTION
GALLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05.75.1
NORDSKOG COFFEE MAKER INSTALLATION (CR825CH00614) .1
LAVATORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
WARDROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
STOWAGE BINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
PASSENGER SEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
FLIGHT ATTENDANT STATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
PASSENGER SERVICE UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
BAGGAGE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Page 2
MAR
SEPT17/95
30/02 05.00 SERIES 300 MODEL 301
D
OPERATING DATA MANUAL
PRINCIPAL DIMENSIONS
Page 1
SERIES 300
05.10 MAR 17/95
D
OPERATING DATA MANUAL
2 SLIP ANGLE
60
(32FT 2 ins)
(9.80m)
CENTER
FOR NOMINAL
TURN
B
74FT (22.56 m)
NOMINAL SURFACE
WIDTH FOR 180 TURN
NOTES LEGEND
dod0510000_002.dg, pb, 21/01/95
1. Dimensions quoted are given for a dry hard level surface A = 65 ft. 7in.(19.99 m)
at the recommended tire pressures: 97 psi (669 kPa) for main B = 55 ft. 8 in.(16.97 m)
wheel tires and 80 psi (552 kPa) for nose wheel tire
2. The nose wheel steering limit is approximately 60 left and right. C = 43 ft. 5 in.(13.23 m)
depending on aircraft configuration, loading and the tire wear. D = 38 ft. 9 in.(11.81 m)
3. The 2 slip angle is approximate only and may vary
radii are the minimum recommended limits.
4. Dimensions given for the maneuvering clearance and turning
TURNING RADIUS
Page 2
MAR
SEPT17/95
29/06 05.10 SERIES 300
D
OPERATING DATA MANUAL
ATTITUDE DIRECTOR 14
NAVIGATION 19
ANNUNCIATORS
INDICATOR ADVISORY DISPLAY 7
AIRSPEED 14
INDICATOR
SAT/FLX 21
TEMPERATURE
INDICATOR
SAT/FLX 21
TEMPERATURE
KNOB
CIRCLED NUMBERS INDICATE THE CHAPTERS IN WHICH INFORMATION ON THE ITEM MAY BE FOUND
NAVIGATION
ADVISORY DISPLAY 7 ANNUNCIATORS 19
ATTITUDE
DIRECTOR
INDICATOR 14
ALTIMETER 14
AIRSPEED TURN & SLIP
INDICATOR INDICATOR
14 (PRE ---MOD
8/1736)
14
RADIO
MAGNETIC
INDICATOR
14
FLAP
INDICATOR
13
PARKING
BRAKE
HYDRAULIC
PRESSURE
INDICATOR
18
STANDBY
HYDRAULIC
PUMP
SWITCHES 16
CIRCLED NUMBERS INDICATE THE CHAPTERS IN WHICH INFORMATION ON THE ITEM MAY BE FOUND
ELECTRONIC 14
ATTITUDE DIRECTOR ANNUNCIATOR 14
INDICATOR PANEL
ADVISORY DISPLAY 7
AIRSPEED 14
INDICATOR
ALTIMETER
14
STANDBY
ATTITUDE
INDICATOR 14
SAT/FLX 21
TEMPERATURE
INDICATOR
SAT/FLX 21
TEMPERATURE
KNOB
CIRCLED NUMBERS INDICATE THE CHAPTERS IN WHICH INFORMATION ON THE ITEM MAY BE FOUND
W/S WIPER
ICE DETECT
LIGHT 14
1 2
PILOT’S
6 CIRCUIT
BREAKER FLT PNL 3
PNL LTG
OFF OFF
4 TEST
OFF BRT PROPELLERS
OVERSPEED W/S WIPER
ARM ICE DETECT
S BETA BACKUP TEST LIGHT
T
D
P/L SW 1 P/L SW 2 14
B
O
Y 7
E BACKUP BACKUP
F L
F E
V
A 12
T STALL
O
NOSE R ADC WARNING
DOWN TEST 1 TEST 1 STEERING
T
R
I COPILOTS CIRCUIT 13
NOSE M TEST 2 TEST 2 FLT PNL BREAKER
UP PNL LTG
OFF
OFF BRT
5 8 9 10
11
SERIES 300
10 50 50 50 50 2 5 5 50 MN BATT R MAIN R ESS 50 50 50 50
INPUT INPUT BUS
8 5 5 5 7½ 5 5 10 5 5 5 5
7 10 5 5 5 5 5 3 5 5 5 5
5 5 5 3 5 5 5 5 5 5 5 5 5 5
6
ENG 2 F/COMP AFR DEICE FUEL BLEED
INTAKE DEFLECT ITT NP NH TORQUE ENG TEMP BOOT FLOW IND SYS T&S*
ACT 1 ACT 2 IND IND IND IND COND IGN START AUTO LTS ENG 2 CONT 2 IND 2
5 5 5 5 5 5 5 5 5 5 5 5 5 5
5
PROP STBY FUEL REFUEL ENG 2 COPLT STAT PROP BRAKE
AUX HYD PRESS AUX AUX CONT TEMP DEFUEL QTY NL OIL PRESS OIL TEMP COPLT CB PNL PITOT PORT ALTN PRESS
PUMP 2 IND 2 PMP WRN PMP 2 ENG 2 TNK 2 IND 2 IND IND IND AUDIO LTS HTR 2 HTR 2 FEATH CLOCK 2 IND
D
4 ½ 5 5 5 5 5 5 5 5 5 5 5 7½ 7½ 5 5 5
LTS SYNC COND AUX 2 XFR ENG 2 IND 2 BAGGAGE SERVICE WARN LTS FLT INSTR CONS
3 5 5 5 5 5 5 5 5 5 5 5 5 5
5 15 10 25 5 7½ 5 5 7½ 5 7½ 7½ 10 20 20 15
1
05.20
A B C D E F G H J K L M N P Q R S
Page 15
MAR 17/95
Page 16
MAR 17/95
RAD PLA TEMP SW/SP MFC RECIRC
L MAIN INPUT ALT 1 AP CONT COMP 1 ENG 1 BUS TIE L SEC INPUT FAN PWR
NOTE:
10 50 50 50 50 L ESS 2 2 5 5 50 L MAIN AUX BATT 50 50 50 50
BUS INPUT INPUT
DC DC AC PROP
VOLT 75 LOGIC GEN 1 PWR MONITOR GEN 75 75 VOLT DEICE
AVIONIC FEEDERS IND CONT EXCITE DC AC CONT 1 IND CONT 1 O/SPD
05.20
* PRE MOD 8/1736
20 20 20 5 5 10 5 5 15 5 5 5
9
F/COMP IND AUX AIRFRAME DEICE
ELEV HORN TEMP SAT/FLX AUX INV PRIM INV WRN BATT FIRE DET MFC PRESS AUTO V/HTR V/HTR L EJECT
HTR WARN M/CONT IND PWR CONT PWR CONT CONT CONT ENG 2 ENG 1 ENG 2 IND 1 CONT 1 L STAB HTRS
8 5 5 5 20 5 20 5 5 5 5 5 5 5 7½ 5 5 5
7 5 5 5 5 5 5 5 5 5 5 15 10
5 5 7½ 5 5 7½ 7½ 5 5 5 5 5 5
6
BLEED FUEL RUD LDG ENG 1 BLEED
T & S* SYS FLOW IND SPEED GEAR ITT NP NH OIL PRESS NL OIL SYS FLOW
IND 1 CONT 1 ENG 1 IND HORN IND IND IND IGN IND IND TEMP IND CONT
5 5 5 5 5 5 5 5
TAKE OFF CABIN STAT CABIN PROP STBY HYD REFUEL FUEL FUEL STBY PROP
WRN DOOR PRESS PORT TEMP AUX ATTN PRESS ECU DEFUEL QTY TEMP AUX CONT TANK HYD PRESS AUX
HORN WRN CONT HTR 1 AUTO PUMP IND CLOCK 1 IND A IND 1 ENG 1 TNK 1 IND 1 ENG 1 PMP 1 TEMP IND 1 PMP 1
OPERATING DATA MANUAL
PANEL LTS PLT PROP PASS STORM/PLT PLT PLT FUEL CABIN SIDEWALL
OH GLARE PLT MAP ADVSY ADVSY BETA WARN CB PNL WDO/HT WS/HT QTY IND FLT COMP LTS LAVATORY
CONS SHIELD FLT LTS LTS 2 LTS 1 LTS SIGNS LTS CONT CONT AUX 1 DOME LTS PWR 1 CONT LTS FLUSH
20 5 5 25 5 5 5 3 2 25 5 5 5
2
PA A/P DISENG
LOGO LOGO AHRS AUTOPLT VHF VOR AHRS PLT CAB INTPH AUD ADC PASS
L R 2 AUX DISENG 1 1 1 AUDIO PWR WARNING 1 OXYGEN
7½ 2 7½ 3 7½ 5 7½ 2 2 5
1
A B C D E F G H J K L M N P Q R S
SERIES 300
D
OPERATING DATA MANUAL
115 V
BUS TIE
3
WEA ADVSY 2 AUX 115/26VAC
CVR RDR FAN FAN INV IN XMR RT
RIGHT
115
10 VAC 2 2 1 2 3½ 2
BUS
8 7½ 3 2 20
6 2 3 2 20
DME ADF AUDIO FGC ADC* RAD MLS HF Y/D PASS BUS
1 1 ALT ALERT 1 1 ALT 1 1 COMM RECTR SELCAL BRIEF FEED 1
5 3 5 2 3 20
3 2 2 3 2 20
VOR ADF HDG ATT ALT HDG/CRS INST SYM RNAV HYD R26V
RIGHT 2 2 2 2 2 ERROR 2 COMP GEN 2 2 QTY 2 FAIL
26
2 VAC 2 2 2 2 2 2 2
BUS
VOR ADF HDG ATT ALT HDG/CRS SYM RNAV SW/SP HYD L 26 V SURF
1 1 1 1 1 ERROR 1 GEN 1 1 COMP 1 QTY 1 FAIL POSN IND
LEFT
26
1 VAC
3 2 2 2 2 2 2 2 2
BUS
A B C D E F G H J K L M N P Q
L L L R R R
ELEV AOA AOA ELEV AOA AOA
HORN 10 VANE 10 CUR 5 HORN 10 VANE 10 CUR 5
HT HT SENSE HT HT SENSE
INTK INTK
LIP L LIP
HTR 7½ WDO 10 HTR 7½
ENG 1 HT ENG 2
PH A 5 PH B 5 PH C 5 PH A 5 PH B 5 PH C 5
STBY STBY
HYD ½ HYD ½
* PMP 2 PMP 1
L TRU 20 R TRU 20
FUEL FUEL
AUX 5 AUX 5
PMP 1 PMP 2
EXTERIOR LIGHTING
Page 1
SERIES 300
05.30 MAR 17/95
D
OPERATING DATA MANUAL
EXTERIOR LIGHTING
Page 2
MAR 17/95 05.30 SERIES 300
D
OPERATING DATA MANUAL
TEST
OFF BRT PROPELLERS
OVERSPEED
ARM
S PILOT’S FLIGHT PANEL LIGHT CONTROL
T
D
(rotary action)
B
Y ROTATE --- regulates the brightness of the
E
pilot’s flight instrument panel
W/S WIPER
ICE DETECT
LIGHT COPILOT’S FLIGHT PANEL LIGHT CONTROL
(rotary action)
ROTATE --- regulates the brightness of the
copilot’s flight instrument panel
CABIN TEMPERATURE
OFF
BUFFET P.S.U.
WARDROBE LAVATORY
OVERHD TEST
ON
OFF
LIGHTING
Page 8
MAR 17/95 05.30 SERIES 300
SYSTEM DESCRIPTION
D
OPERATING DATA MANUAL
Overhead console, glareshield panel, engine
instrument panel, and center console illumination
EXTERIOR LIGHTING
are controlled by on/off dimming knobs located on
The exterior lighting system provides illumination of the PANEL LIGHTING panel on the overhead
the aircraft’s extremities and vertical stabilizer for console. The pilot’s flight instrument panel and side
collision avoidance and visual inspection of the wing panel illumination are controlled by the PILOT’S FLT
and engine nacelle areas. The exterior lights are PNL on/off dimming knob located on the pilot’s side
controlled from two EXTERIOR LIGHTS panels panel. The copilot’s flight instrument panel and side
located on the overhead console. panel illumination are controlled by the COPILOT’S
Glareshield mounted lights illuminate the ice FLT PNL on/off dimming knob located on the
detector posts mounted on each windshield wiper copilot’s side panel.
arm. The lights are powered from respective PASSENGER COMPARTMENT LIGHTING
ESSENTIAL D.C. buses and controlled from (Pre 1990 Interior)
momentary contact pushbuttons labelled W/S
Passenger compartment lighting is provided by
WIPER ICE DETECT LIGHT. The pushbuttons are
overhead lights located above the center aisle. The
situated on pilot and copilot side consoles.
lavatory compartment, airstair door, wardrobe and
FLIGHT COMPARTMENT LIGHTING buffet lights are controlled from the flight attendant’s
Flight compartment area lighting is provided by utility LIGHTING panel located above the wardrobe. On
and dome lights in the flight compartment ceiling and Mod 8/1024 airplanes, a remote overhead lighting
map lights located on the flight compartment switch is installed below the flight attendant’s
sidewalls. Specialized lighting is also provided for handset adjacent to the airstair door.
circuit breaker panels, instrument and control PASSENGER COMPARTMENT LIGHTING
panels, observer area, and thunderstorm panel (1990 Interior)
lighting.
Passenger compartment lighting is provided by
Eight flight compartment panels and the instruments
overhead lights, located above the baggage bins
and controllers located on them are illuminated with throughout the length of the cabin. Standard sidewall
electrical power provided by six individual variable
lighting provides wash lighting to the
intensity 5 volt dc lighting power supplies. The power sidewall/window area. The lavatory compartment,
supplies are located in the electrical equipment rack
airstair door, wardrobe and buffet lights are
behind the wardrobe. controlled from the flight attendant’s LIGHTING
The panels are illuminated by 5 volt miniature lamps panel located above the wardrobe.
imbedded into the panels to illuminate panel
PASSENGER INFORMATION SIGNS
markings. Instruments and controllers are integrally
(Pre 1990 Interior)
illuminated by 5 volt lamps with the exception of the
standby compass internal lighting and digital clock Passenger information signs are located in the
displays which use 28 volt dc electrical power. The passenger compartment on the passenger
standby compass is dimmed with the advisory lights information sign panel. Illumination of graphic signs
and the clock displays are dimmed by a switch on indicating fasten seat belts and no smoking is
each clock. controlled from the flight compartment. The
The dc lighting power supplies that illuminate the LAVATORY OCCUPIED sign is illuminated whenever
copilot’s flight instrument panel, copilot’s side panel, the lavatory door is locked. On Mod 8/1678 aircraft
engine instrument panel, and center console are the LAVATORY section of the sign does not illuminate
energized by the 28 volt dc right main bus. The dc at any time. For operation of RETURN TO SEAT sign
lighting power supplies that illuminate the pilot’s in the lavatory refer to LAVATORY. The passenger
flight instrument panel, pilot’s side panel, overhead compartment is also equipped with exit locations
console, and glareshield panel are energized by the and exit signs which are illuminated by the
28 volt dc left main bus. emergency lighting system.
Page 1
SERIES 300
05.35 MAR 17/95
PASSENGER INFORMATION SIGNS
D
OPERATING DATA MANUAL
The rear EXIT sign displays only international
(1990 Interior) graphics for no smoking and fasten seat belts. The
illumination of these signs is controlled from the flight
Passenger information signs are integrated into the
compartment.
EXIT signs located in the passenger compartment
ceiling panels adjacent to the front and rear EMERGENCY LIGHTS
Emergency Exits. The forward EXIT sign displays An emergency light system provides illumination of
international graphics for no smoking and fasten the flight compartment, passenger compartment,
seat belts and a LAVATORY OCCUPIED sign. exit signs, and exit areas from independent sources
Individual illumination of the no smoking and fasten of battery power for emergency evacuation of the
seat belts is controlled from the flight compartment. aircraft. The flight compartment emergency light is
The LAVATORY sign remains illuminated while the removable for portable operation. Additional
OCCUPIED section illuminates when the lavatory information on emergency lighting may be found in
door is latched closed. For operation of the RETURN Chapter 11 (Emergency Equipment) of this manual.
TO SEAT sign in the lavatory refer to LAVATORY.
Page 2
MAR 17/95 05.35 SERIES 300
See Effective TR
DOORS
D
OPERATING DATA MANUAL
pins which form part of the two upper hinges. The
door is equipped with a lock lever on the flight
PASSENGER DOOR compartment side to secure the door against entry
from the cabin. A key is provided to open the lock
An airstair---type passenger door is located at the from the passenger cabin side. In an emergency, the
forward left side of the cabin and is manually opened door may be removed by first lifting and locking the
or closed from inside or outside the aircraft. The door quick release hinge pins of the two upper hinges.
incorporates five steps and is hinged to open Once the upper hinges are free, rotate the door aft on
outward and down. the pivoting lower hinge and lift the door clear of the
lower hinge pin.
To prevent pressurization leaks between the door
and the fuselage, a rubber seal surrounds the door
FAA REINFORCED FLIGHT COMPARTMENT DOOR
and inflates by air pressure from the airframe deice
(CR825SO090455)
system through a heated pressurization valve when
the door is fully closed.
CR825SO090455 installs a reinforced flight
An optional fabric curtain may be installed at the compartment door. It is hinged on the left side and
airstair door to reduce draft when the airstair door is opens aft. The reinforced flight compartment door
opened. The curtain is suspended from a track meets ballistic, intrusion and decompression
secured to the ceiling panel. Two fastening straps are requirements.
attached to the curtain to secure the curtain in the
stowed position at the draft bulkhead. The curtain A slide latch, operable from the flight compartment
must be stowed during take---off and landing. side only, locks the door. For overnight flight
compartment security, an additional deadbolt lock
A reservoir located below the cabin floor adjacent to
below the slide latch allows the flight compartment to
the door is charged to 18 psig from the airframe deice
be locked from the cabin side using a key. The
system providing sufficient air pressure to the door
deadbolt can be operated from the flight
seal for approximately four door closing cycles when
compartment by turning a rotary action handle.
the aircraft is parked and both engines are shut
When the dead bolt rotary knob is set to the
down. The reservoir may also be pressurized from an
unlatched position, two red dots on dead bolt plate
independent air pressure source through a charging
behind the knob will become visible. When the key is
valve accessible through the wardrobe.
rotated in the lock, one of the arms of the rotary
action handle will rotate 90 degrees covering half of
To open the door from inside the airplane, move the
each red dot. When the rotary knob is set to the
internal handle upwards from LOCKED to OPEN
latched position, two green dots will become visible
position, this deflates the seal and rotates the door
and actuation of the key access feature will be
upward and outboard, after which it can be lowered.
disabled.
To open the door from the outside the airplane, pull
the recessed external handle out and down then
support the door while being lowered. Reverse the In the case of a door jam, three door hinge pins
procedures to lock the door from outside or inside. accessible only from the flight compartment can be
retracted to allow the door to be removed as follows:
Two proximity sensors incorporated with the door
signal the Proximity Switch Electronic Unit (PSEU) of 1. Unlock the hinge by rotating the hinge
a door unsafe condition by illuminating the PASS bail outboard to release it from its locked
DOOR warning light in the flight compartment. position and push or step down on
bottom hinge pin, then lock it in its
FLIGHT COMPARTMENT ENTRANCE DOOR retracted position.
2. Unlock and pull down upper hinge pin.
The flight compartment door is hinged by its left edge 3. Unlock and lift middle hinge pin.
on three hinges and opens aft into the cabin. The 4. Push flight compartment door at hinge
door may be removed by means of quick release side.
Page 1
SERIES 300
05.40 MAR
JAN 17/95
28/05
NOTE
D
OPERATING DATA MANUAL
into the ceiling. The retracted door provides an
opening of 50 in. x 60 in. (1.27 m x 1.52 m) in the
It may require a large force to open the fuselage side.
flight compartment door.
Two proximity sensors, positioned around the door
5. Rotate the whole flight compartment frame, signal the PSEU of a door unsafe condition
door counter clockwise and stow which illuminates the BAG DOOR warning light in the
against the lavatory wall. flight compartment.
NOTE SERVICE DOOR (IF INSTALLED)
Upon forcing the flight compartment door
A service door, located at the aft right hand side of the
open, it may fall straight aft and lay flat on fuselage, permits easy access to the rear mounted
the cabin floor.
buffet (if installed). The door is a plug type and opens
BAGGAGE COMPARTMENT INTERNAL ACCESS inward and upwards along tracks on the ceiling. The
DOOR door is held in the raised position by detents in the
track and positive latching mechanism (Mod 8/1174
A door incorporated with the divider bulkhead airplanes). Raise the door to the fully open position to
provides access to the baggage compartment from properly latch the door. Before closing, support the
the cabin. The door is hinged on the right side and door before releasing the latching mechanism. Door
opens into the cabin. The door also incorporates the opening and closing can be performed from the
aft flight attendant’s seat. inside or the outside of the aircraft. (see SERVICE
DOOR OPERATION figure).
BAGGAGE DOOR
A sensor, positioned on the door frame, signals the
An external baggage door is provided at the left side PSEU of a door unsafe condition which illuminates a
of the baggage compartment in the rear fuselage. SERV DOOR warning light in the flight compartment.
The door lies flush with the fuselage skin when
closed and opens by retracting inward and upward
Page 2
MAR 17/95
JAN 28/05 05.40 SERIES 300
D
OPERATING DATA MANUAL
PASSENGER DOOR
Page 3
SERIES 300
05.40 MAR
JAN 17/95
28/05
D
OPERATING DATA MANUAL
SPY HOLE
DEADBOLT
DEADBOLT POSITIONS
UNLOCKED
LOCKED
KEY OPERABLE
LOCKED
KEY INOPERABLE
dod05_40000_001.dg, gv, 14/01/04
Page 4
MAR 17/95
JAN 28/05 05.40 SERIES 300
D
OPERATING DATA MANUAL
Page 8
MAR 17/95
JAN 28/05 05.40 SERIES 300
FLIGHT COMPARTMENT SEATS
D
OPERATING DATA MANUAL
and inertia reel. The inertia reel incorporates a lock
mechanism, controlled by a lever located on the
The pilot’s and copilot’s seats are fully adjustable inboard side of each seat. Selection of the lever to
(vertically and fore/aft) bucket type with fold up inertia mode permits free reel in or out of the shoulder
armrests. Each seat is adjustable fore and aft on floor harness until a force of 3 g’s (Mod 8/0553 --- 2.5 g’s)
tracks by means of a lock release lever, located on or greater is experienced, at which time it locks
the outboard side of each seat. The lever actuates automatically. Selection of the lever to manual mode
locking pins in the horizontal seat frame that engage locks the inertia reel and maintains the harness at the
holes in the seat track. required length.
Vertical adjustment is provided for by an articulating Optional IPECO or AMI (Mod 8/1407) crew seats are
frame supporting the seat on its base in conjunction available. The seats allow horizontal and vertical
with counter balance springs. A lock mechanism, adjustment as well as individual control of lumbar
operated by a release lever on the outboard side of support. Additionally, the IPECO seat provides
the seat pan, secures the seat at any point in its individual control of thigh supports. Refer to figures
vertical adjustment range. Adjustment is on pages 05.50.2 and 05.50.3 for operating controls.
accomplished by releasing the vertical lock while
The observer’s seat is located forward of the flight
sitting in the seat and varying the weight applied
compartment door and is retained in the down
against the counterbalance springs to move the seat
position by a spring loaded latch on the right side of
to the desired position before re---engaging the lock.
the seat. The flight compartment door can be
Each seat is equipped with a crotch strap with opened with the seat occupied.
quick ---release buckle, lap belt, shoulder harness
SHOULDER HARNESS
FOLDING ARMREST
ASH TRAY
CAUTION:
SEAT MUST BE OCCUPIED
INERTIAL REEL CONTROL BEFORE MAKING
LEVER (INBOARD SIDE) ADJUSTMENTS
UP POSITION LOCKS
INERTIA REEL AT
PRESENT POSITION
RECLINE LEVER
CROTCH STRAP
AND BUCKLE
LUMBAR SUPPORT
CONTROL (ROTATE
TO MOVE SUPPORT
UP/DOWN)
RECLINE
CONTROL
R/H VIEW
VERTICAL ADJUSTMENT
LEVER (HEIGHT CONTROL) THIGH
SUPPORT
CONTROL
DOCUMENT
STOWAGE
LUMBAR SUPPORT
CONTROL (ROTATE
TO MOVE SUPPORT
IN/OUT)
HARNESS REEL
LOCK CONTROL
FORE/AFT
ADJUSTMENT
LEVER
OBSERVER’S STATION
Page 4
MAR 17/95 05.50 SERIES 300
D
OPERATING DATA MANUAL
EYE LEVEL INDICATOR Adjust either seat fore or aft to achieve a comfortable
position for the management of pitch and roll control.
An eye level indicator installed on the windshield
Adjust individual rudder pedals fore and aft for full
center post permits the pilot and co---pilot to vertically
yaw control. Adjust pilot’s and co---pilot’s seat
adjust individual seat position for the optimum eye
vertically until the eye level indicator is aligned such
position and full flight control movement. The
that the black indicator fully covers the appropriate
indicator consists of two white balls and a black
white ball.
indicator situated in a triangular plan form.
BLACK INDICATOR
PILOT’S LINE OF
SIGHT WHEN SEAT IS
VERTICALLY ADJUSTED
CORRECTLY CO---PILOT’S LINE OF
SIGHT WHEN SEAT IS
VERTICALLY ADJUSTED
CORRECTLY
Page 6
MAR 17/95 05.50 SERIES 300
D
OPERATING DATA MANUAL
Page 2
MAR 17/95 05.60 SERIES 300
D
OPERATING DATA MANUAL
CIRCUIT BREAKER
AND SWITCH PANEL
COFFEE MAKERS
WORK SURFACE
BUTTERFLY LATCHES
TRAYS COMPARTMENT
WASTE CONTAINER
LIQUOR STOWAGE
Page 2
MAR 17/95
SEPT 30/02 05.70 SERIES 300
D
OPERATING DATA MANUAL
VIEW LOOKING
OUTBOARD
LEFT SIDE
Page 3
SERIES 300
05.70 MAR
SEPT17/95
30/02
D
OPERATING DATA MANUAL
LAVATORY
Page 6
MAR 17/95
SEPT 30/02 05.70 SERIES 300
D
OPERATING DATA MANUAL
SEAT
DESIGNATION
LABEL
LOAD
LIMIT
LABEL
SEAT
DESIGNATION
LABEL
1990 INTERIOR
2
7
VIEW LOOKING AFT
1
PASSENGER
INFORMATION FLIGHT ATTENDANT’S
HEAD SIGNS PANEL
CUSHION
OPEN
FLIGHT ATTENDANT’S
INTERPHONE HANDSET
WARDROBE
LOCKED
CONTROL
UNIT
BACK
CUSHION
RESTRAINT
HARNESS
PA ANNUNCIATOR LIGHT
(green)
ILLUMINATED --- indicates passenger address announcement
is in progress
BAGGAGE COMPARTMENT
Page 13
SERIES 300 MODEL 301
05.70 MAR 17/95
SEPT 30/02
D
OPERATING DATA MANUAL
NOTE
ON MOD 8/1775 AIRPLANES, UPPER BAG-
GAGE RESTRAINT AND ASSOCIATED
HARDWARE IS AVAILABLE ON CUSTOMER
REQUEST ONLY.
Page 3
SERIES 300
05.75 MAR
SEPT 17/95
30/02
D
OPERATING DATA MANUAL
Page 4
MAR 17/95 05.75 SERIES 300
de Havilland Inc. Temporary Revision
PSM NO. 1---83---1 AIRCRAFT DASH 8 SERIES 300
RECORDING INSTRUCTIONS:
1. Record the insertion of Temporary Revision No. 61 in the Log of Temporary Revisions in Chapter 3 of this
Manual.
2. This Temporary Revision will be incorporated in a future revision to the Operating Data Manual.
ACTION:
1. In Chapter 05.40, page 1, substitute (CR825SO90455) for the incorrect reference of (CR825SO090455).
2. In Chapter 05.40, page 4, substitute (CR825SO90455) for the incorrect reference of (CR825SO090455).
Chapter 05
Page 1 of 1
OCT 3/05
D
OPERATING DATA MANUAL
CHAPTER 17
PAGE
Page 1
SERIES 300
17.00 MAR
AUG 17/95
17/95
D
OPERATING DATA MANUAL
Page 2
MAR 17/95 17.00 SERIES 300
D
OPERATING DATA MANUAL
PITOT
HEAT 1
CAUTION LIGHTS (amber)
PITOT ILLUMINATED --- associated pitot head heater failed
HEAT 2 or not selected ON
CAUTION LIGHTS --- light goes out if associated pitot switch is selected
ON
DEICE
PRESS CAUTION LIGHTS (amber)
CAUTION LIGHTS ILLUMINATED --- pneumatic pressure within the
deice system below 5.5 psi. Pressure is sensed at
passenger door seal supply line.
L WSHLD
HOT
R WSHLD
HOT
CAUTION LIGHTS (amber)
SIDE WDO ILLUMINATED --- associated windshield or pilot’s
HOT side window overheated. Electrical power to the
CAUTION LIGHTS affected panel is automatically de---energized.
L ELEV R ELEV
HORN HEAT HORN HEAT
CAUTION LIGHTS CAUTION LIGHTS (amber)
ILLUMINATED --- elevator horn heater element(s)
failed, unpowered or test circuit activated
--- light goes out when test is completed or system
DEICE PRESS is powered
30 30
20 20
1 2
AIRFRAME DEICE PRESSURE INDICATOR
dod1710000_001.dg/doc, kms, 17/01/95
10 10
--- indicates pneumatic pressure in No. 1 (left) or No.
2 (right) system
0 0
PSI PSI
FAST
ILLUMINATED --- associated pair of propeller
blades being heated
WING
PROPELLER DEICE TIMER SWITCH
PROPS
(rotary action)
ABOVE --- each propeller heater pair energized
OFF
ELEV HORN
for 10 seconds, dwell 60 seconds
ABOVE ABOVE TEST
BELOW --- each propeller heater pair energized
--10 o C --10 o C OFF OFF for 20 seconds, dwell 60 seconds
BELOW BELOW
HEAT VALVE HEAT
1 PROP TMR 2
PROP BOOT AIR PITOT STATIC PROPELLER DEICE TEST SWITCH
(momentary at test)
NORM OFF
TEST ISO 1 2
TEST --- cycles propeller blade heaters when
airplane is on the ground and PROP TMR
OVERHEAD PANEL switch is selected
NORM --- test circuit deenergized and system
operates in normal mode
dod03_171000_002.dg/doc, kms/pb, 11/08/95
ICE PROTECTION
ELEVATOR HORN HEATER SWITCH
(momentary at test)
TAIL
AIRFRAME
AIRFRAME MANUAL
TEST --- activates test circuit which illuminates L and
AUTO OFF OFF
R ELEV HORN HEAT caution lights. Horn heaters
SLOW are energized 2 seconds later and caution light
goes out.
FAST
HEAT --- energizes horn heaters if airborne and
ambient temperature is below 15_ C (59_ F)
WING
PROPS
DISTRIBUTOR VALVE HEATER SWITCH
OFF VALVE HEAT --- energizes all six distributor valve
ELEV HORN
ABOVE ABOVE TEST
heaters through individual control thermostats to
prevent internal icing
--10 o C --10 o C OFF OFF
BELOW BELOW
HEAT VALVE HEAT
1 PROP TMR 2
PROP BOOT AIR PITOT STATIC BOOT AIR ISOLATE VALVE SWITCH
(lever locked)
NORM OFF
TEST ISO 1 2
NORM --- opens isolate valve to interconnect No. 1
and No. 2 deice systems
OVERHEAD PANEL
ISO --- closes isolate valve to isolate either deice
system should a ruptured boot occur
dod03_171000_003.dg/doc, kms/pb, 11/08/95
ON
PILOT’S SIDE WINDOW HEATER SWITCH
ON --- Applies heat to pilot’s side window
OFF --- Temperature controller deenergized
Page 1
SERIES 300
17.20 MAR 17/95
WINDSHIELD HEAT
D
OPERATING DATA MANUAL
WINDSHIELD WIPERS
General Each windshield is equipped with a wiper and
The left and right windshield and pilot’s side window controlled simultaneously from a single WIPER
is heated to provide anti---icing and demisting. rotary selector on the WINDSHIELD panel, with
positions PARK, OFF, LOW and HIGH. Selection from
Panel temperature is regulated by individual
LOW or HIGH to OFF stops the blades at their existing
controllers which maintain the temperature at
position. When the switch is selected to, and held at
approximately 42_C (108_F).
the spring---loaded PARK position, the blades
Both windshields are heated by the WINDSHIELD resume operation at low speed until they reach the
HEAT rotary selector when selected to WARM UP or bottom of their travel, where they automatically stop
NORM. The pilot’s side window is heated by the PLT at the parked position.
WDO/HT switch when selected to ON.
An optional windshield washer system may be
Windshield Heat Caution Lights installed to supply wash fluid to both windshields.
Loss of electrical power or excessive heat to either
ICE DETECTION POST
windshield panel, or pilot’s side window will
illuminate the associated L WSHLD HOT, R WSHLD A small, round, post is vertically mounted at the top
HOT or SIDE WDO HOT caution light. The affected end of each windshield wiper arm. In flight the ice
system caution light remains illuminated until the accumulation on the post provides an early
temperature cools to sensor value. The windshield indication of airframe icing. Illumination of each post
system must be reset by briefly selecting the is controlled by a W/S WIPER ICE DETECT LIGHT
WINDSHIELD HEAT switch to WARM UP then to momentary contact switch on pilot and copilot side
NORM. The pilot’s side window will reset console (FLIGHT COMPARTMENT LIGHTING, 05.30
automatically with the switch selected to ON. page 5).
DELETED
Page 2
MAR 17/95
AUG 17/95 17.20 SERIES 300
PROPELLER HEATERS
D
OPERATING DATA MANUAL
CAUTION
To protect the propeller heaters from possible An electric heater is installed around the engine
overheat, the proximity switch electronics unit compressor intake flange (bolted to the compressor
(PSEU) deactivates the heaters when the airplane is housing) in the upper surface of the intake duct of
on the ground through weight on wheels (WOW) each nacelle. The heaters, powered by 115---volt
switches on the main landing gear. variable frequency ac, are energized automatically
when the engine intake bypass doors are opened.
Propeller Anti---ice Test An oil pressure switch and temperature sensor in the
heater control circuit, however, prevent heater
Each blade heater may be tested on the ground by activation when the engine is shutdown and/or air
selecting the PROP anti---ice test switch to TEST temperature is above 10 degrees C (Mod 8/0928 ---
while the PROP TMR switch is selected to either No. 1 15 degrees C). Activation of the heaters is confirmed
or No. 2 timer. The propeller indicator lights illuminate by the illumination of HTR legends on the ENGINE
in sequence as the propeller test is carried out to INTAKE BYPASS DOOR switchlights when the doors
confirm heater/timer operation. are opened.
BLADE HEATERS
1&3 2&4
TIMER SETTING TIME (both propellers) (both propellers)
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the ground to check regulated pressure in each
individual system.
General
Normal Operations
The airplane is protected from airframe icing by a
pneumatic airframe deicer and electrically heated Automatic deicer operation is controlled by the
anti---ice systems. The airframe deicing system uses AIRFRAME AUTO deicer rotary switch on the Ice
regulated engine bleed air to inflate pneumatic Protection Panel. When selected to SLOW or FAST,
rubber boots bonded to leading edges of the wing, this initiates the boot inflation sequence and provides
horizontal and vertical stabilizer, nacelle intake and a dwell period appropriate to the selected rate. If the
wing inner root leading edges. Inflation of the AIRFRAME AUTO deicer switch is selected OFF in
individual boots is controlled automatically in a timed mid---cycle, the timer completes the cycle then resets
sequence at either of two intervals. A manual control before deactivating.
of boot sequencing is provided as a backup.
Boot Inflation Lights
Bleed air comes directly from the low pressure bleed
port of the engine, therefore the supply of deicing air Boot Inflation Lights on the Ice Protection Panel
is unaffected if the BLEED AIR switches are selected monitor the sequencing and confirm deicer boot
OFF. Normal system pressure is 18 psi. Each engine inflation. Each light approximates deicer boots
supplies its associated deice system with bleed air, relative to their position on the airplane and
however the system is interconnected by an Isolator illuminates when the boot inflates (15 ± .5 psi).
Valve (ISO valve). It is controlled by a lever locked
BOOT AIR ISO valve switch on the ICE PROTECTION De---Ice Pressure Caution Lights
panel. The valve is normally open to ensure
uninterrupted operation of either system should one If a loss of bleed air within the de---ice system causes
engine be shut down. The BOOT AIR ISO valve the deice pressure to fall below 5.5 psi, the DEICE
switch may be selected momentarily to ISO when on PRESS caution light illuminates.
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PITOT
HEAT 1
ICE PROTECTION CAUTION
6 5 TAIL
5 6 AIRFRAME
TIMER PITOT
LIGHTS
AIRFRAME MANUAL
HEAT 2
AUTO OFF OFF
SLOW DEICE PRESS
30 30
FAST
20 20
PITOT TUBES
WING 1 2
1 2 4 3 PROPS 4 3 2 1
PASSENGER 10 10
DOOR SEAL 0 0
1 3 2 4 PSI PSI
OFF
ELEV HORN TYPE 1
ABOVE ABOVE TEST
EMERGENCY
-- 10 o C
BELOW
-- 10 o C
BELOW
OFF OFF
DOOR SEAL
HEAT VALVE HEAT
1 PROP TMR 2
PITOT STATIC
PROP BOOT AIR
BLEED
CAUTION LIGHT
NORM OFF
AIR DEICE
TEST ISO 1 2
PRESS
WING
DEICE
TIMER
BOOTS
4 3 BLEED AIR
4 3 3 4
2 3 2
1 1 1 1
4
DISTRIBUTOR
VALVE
ISOLATE PRESSURE SWITCH
VALVE
VERTICAL 5
STABILIZER
BOOT UPPER
AND LOWER 6
6 6
L ELEV
HORN HEAT 5 5 R ELEV
HORN HEAT
dod300_000001.dg, gw/pt, 12/10/94
CAUTION CAUTION
LIGHT LIGHT
NOTE:
HORIZONTAL
STABILIZER NUMBERS SHOWN ON DEICE INDICATOR
DEICE BOOTS LIGHTS INDICATE BOOT/LIGHT RELATIONSHIP
AND PROPELLER HEATER SEQUENCE, AND
DO NOT APPEAR ON THE ACTUAL PANEL
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CHAPTER 6
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CAUTION LIGHTS --- PR & SOV energizes closed to cut off bleed air
supply. dod03_061000_001.doc, pb, 15/09/95
OFF --- terminates bleed air flow from associated OFF --- selects fan OFF
engine HEAT --- (optional) activates fan and duct heater ON
when external power is available.
ON
GASP FAN
FLIGHT COMPARTMENT AUTOMATIC TEMPERATURE
CONTROL
WARM (rotary action)
ROTATE --- adjusts flight compartment temperature
when associated PACKS control switch is selected to
AUTO.
OVERHEAD PANEL
OVERHEAD PANEL
AIR CONDITIONING
CABIN RECIRCULATION FAN BLEED AIR FLOW SELECTOR
HBOV
SWITCH --- controls bleed air flow rate to
RECIRC CABIN --- controls the OFF each pack
OFF
cabin recirculation fan MIN --- detent position selects
RECIRC 1 BLEED 2 RECIRC minimum bleed air flow
CABIN F/C
NORM NORM --- used for enroute flight
conditions in detent position
40
20
60 MAX --- provides maximum bleed
0 air flow for heating or cooling
80
100
CABIN MIN MAX
BLEED
CAB FC
DUCT DUCT OFF
GAUGE F/C FAN
CABIN/DUCT TEMPERATURE FLIGHT COMPARTMENT FAN
OFF
INDICATOR MAN SWITCH
AUTO F/C FAN --- activates fan on while
--- Indicates air temperature
(degrees celsius) in the cabin PACKS on the ground
COOL WARM COOL WARM --- weight on wheel switches (L
duct, cabin zone or flight
compartment duct as selected and R main gear) deactivate
on the duct temperature fan when airborne
selector F/A TEMP OFF --- selects fan off
CABIN CONTROL FLT COMP
HEAT (optional) --- activates fan
OVERHEAD PANEL and duct heater on when
external power is available
NOTE
On Mod 8/1656 airplanes, a
three position (MIN, NORM,
MAX) rotary action switch
replaces the variable position
rotary action switch on Pre ---mod
8/1656 airplanes.
MOD 8/1656
FAULT LIGHT
ILLUMINATED --- briefly (2 sec.) during self---test.
CABIN ALTITUDE
--- continuously if there is a system malfunction
RATE
DUMP
3 4 5 6
2 CAB ALT 7 F M
1 8 A A INCR
0 9 U
N
L
--1 1000 FT 10 T
BARO IN HG
31
30 29
28
AUTO
CABIN ALTITUDE MANUAL CONTROL
CAB
ALT BAR SET
NORMAL
Set full counterclockwise for AUTO
If Cabin Altitude Mode Selector selected to MAN:
OVERHEAD PANEL
--- controls forward outflow valve
--- turning knob clockwise opens outflow valve
increasing cabin altitude
--- control effectiveness decreases as cabin altitude
approaches ambient
If Cabin Altitude Mode Selector selected to AUTO
and Cabin Altitude Auto Function Switch selected
to NORM:
--- controls forward outflow valve
--- turning knob clockwise opens outflow valve for
smoke evacuation
CABIN ALT X 1000
AT MAX PRESS (5.5 PSI)
0 2 4 6 8
15 20 25
ALTITUDE X 1000 CABIN ALTITUDE RATE OF CLIMB INDICATOR
CABIN ALTITUDE TO BE WITHIN 1000 FT
OF AIRFIELD ALTITUDE BEFORE LANDING
--- indicates cabin altitude rate of climb or descent in
CABIN feet per minute
0 0 2 1 2
6 1 30 4 UP
20 6 0
5 2 DOWN
14 8
4 3 12 10 1 2
FT FPM
DIFF PSI ALT 1000 RATE 1000
BAGGAGE
COMP
NORMAL
+ OPEN
FWD
OUTFLOW VALVE
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MAN
AUTO
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OFF
MAN
AUTO
PACKS
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HBOV
W.O.W. SWITCH ON
L AND R MAIN GEAR
FLIGHT
ATTEND ---
ANT’S
STATION
FLIGHT
COMPARTMENT
GASPERS LAVATORY
SIDE
CONSOLE
GRILLE
CONDITIONED AIR TO
FLIGHT COMPARTMENT
RECIRCULATED AIR BACK
TO BOTH PACKS
CONDITIONED AIR TO CABIN
FLIGHT COMPARTMENT AVIONICS COOLING AIR
SIDEWALLS
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CABIN
BLEED SUPPLY FROM EITHER TEMPERATURE
OR BOTH ENGINES, OR, CONTROLLER
FROM APU IF INSTALLED
AFT
BULK--- FWD No. 2 AFT No. 1
HEAD PACK PACK
(FLT. (CABIN)
LOWER VENTS COMPT.)
EXHAUST
RECIRC.
FAN (FLT.
COMPT.) CAUTION
LIGHTS
FLT COMPT
RECIRC. PACK HOT
EMERGENCY RAM AIR FAN
(CABIN)
BLEED AIR SUPPLY CABIN
FLT. COMPT. CONDITIONED AIR PACK HOT
RECIRCULATED AIR
CONDITIONED AIR TO CABIN CABIN
DUCT HOT
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If a wing leading edge duct temperature exceeds If both air conditioning packs fail, ventilation through
290_C (550_F), the associated nacelle shut ---off the cabin and flight compartment is supplied through
valve closes to prevent any further increase in the ram air duct in the dorsal fin. Ram airflow is
temperature. This causes the BLEED HOT caution continuously being applied to the emergency
light to illuminate. When the overtemperature ventilation system in flight through the ram air duct.
condition clears, the caution light goes out and Following the loss of normal air conditioning, and
normal system operation is restored. subsequent loss of cabin pressure, airflow through
the ram air duct and cabin begins.
If a pack compressor discharge duct temperature
exceeds 207_C (405_F), the associated CABIN or To initiate full ventilation throughout the cabin and
FLT COMPT PACK HOT caution light illuminates. This flight compartment, turn the Forward Outflow Valve
closes the associated PR & SOV to the pack and cuts Selector clockwise 90_ to the OPEN position. This
off the hot bleed air supply. When the opens the forward outflow valve to ambient. The
overtemperature condition ceases, the light flight may have to be continued at a lower altitude if
extinguishes and normal system operation is practicable due to loss of pressurization.
restored.
To initiate full ventilation throughout the cabin and
If the CABIN DUCT HOT or FLT COMPT DUCT HOT flight compartment, turn the Forward Outflow Valve
caution light illuminates due to a duct temperature in Selector clockwise 90_ to the OPEN position. This
excess of 88_C (190_F), the associated Pack opens the forward outflow valve to ambient. The
Temperature Control Valves are commanded to the flight may have to be continued at a lower altitude if
full cool position to control the overtemperature. As practicable due to loss of pressurization.
temperatures fall to 82_C (180_F) the caution light
extinguishes. However, if the temperature remains
high for over 20 seconds (caution light remains
illuminated), the Pack Temperature Control Valve
may be faulty, and the pack should be shut down by
selecting the associated PACKS Control Switch to
OFF.
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When the airplane starts to descend, the cabin Cabin Altitude Indicator --- Destination field elevation.
altitude follows into the descent mode at a rate
equivalent to the setting on the Cabin Altitude Rate Barometric Correction Control --- Reset to destination
Control. The cabin altitude descent rate will continue altimeter setting.
until touchdown, or, to the preselected altitude on the All other operations are the same as for fully
Cabin Altitude indicator, whichever comes first. If the automatic operation.
preselected altitude on the Cabin Altitude Indicator is
above the destination field elevation, the airplane will Non---normal Operations
be depressurized before touchdown, and the final
The manual mode is provided in the event a loss of
cabin altitude will equal ambient altitude. If the
electrical power is experienced or a malfunction
preselected altitude on the Cabin Altitude Indicator is
occurs in the automatic pressurization system
selected to the destination field elevation, the
resulting in cabin pressure exceeding the maximum
airplane will fully depressurize at touchdown. If the
pressure differential limits.
preselected altitude on the Cabin Altitude Indicator is
below the destination field elevation, the airplane will In the manual mode, selecting the Cabin Altitude
land pressurized. Upon touchdown, the cabin Controller to MAN deactivates the pressurization
altitude will ascend to field elevation at 600 fpm for computer and closes the aft outflow valves. The
approximately one minute, after which, the computer cabin outflow now occurs through the forward
signals the aft outflow valves fully open to vent the outflow valve; with the aft outflow valves closed cabin
cabin of any residual pressure to ambient. altitude decreases rapidly. Turning the Cabin Altitude
Manual Control clockwise (towards INCR) opens the
Semi---automatic Operation forward outflow valve to increase the cabin altitude,
For semi---automatic operation, the following while turning it counterclockwise closes the valve to
selections must be made on the Cabin Altitude decrease the cabin altitude. When operating in
Controller: manual mode, the Cabin Altimeter, Cabin Differential
Pressure Indicator and Cabin Altitude Rate of Climb
Cabin Altitude Mode Selector --- AUTO. Indicator should be monitored carefully.
Cabin Altitude Auto Function switch --- CAB SET.
Cabin Altitude Rate Control --- Index mark. The manual system may be operated with the
Cabin Altitude Indicator --- Desired cabin cruise automatic system functioning during flight to
altitude. evacuate smoke from the flight compartment
Barometric Correction Indicator --- Current altimeter without depressurizing the airplane. Selecting the
setting cabin altitude manual control clockwise, meters
Manual Control --- Full counterclockwise. suction generated by slipstream to open the
forward outflow valve. The automatic system,
When the RATE knob is left at it’s index mark, the
trying to maintain cabin pressure, will begin to
cabin altitude operates at a rate of 500 fpm up and
close the aft outflow valve. This redirects all the
300 fpm down.
exhaust through the forward outflow valve as long
Adjusting the knob clockwise, increases the rate up as the cabin altitude manual control knob is turned
to a maximum of 2500 + or ---150 fpm up or 1500 + or clockwise (towards INCR) effectively increasing
---150 fpm down. Adjusting the knob the air change rate in the flight compartment. If
counterclockwise, decreases the rate up to a necessary, the FWD OUTFLOW VALVE selector
maximum 150 + or --- 50 fpm up to 90+ or --- 50 fpm can be selected to OPEN for smoke evacuation.
down.
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For flight without cabin pressurization, select the If the cabin altitude exceeds 10,000 feet, this
Cabin Altitude Mode Selector to DUMP. This signals automatically illuminates the CABIN PRESS warning
the aft outflow valves to remain open preventing the light on the warning light panel. The light will remain
airplane from pressurizing. DUMP may also be illuminated until the cabin altitude decreases below
selected to maximize the evacuation of smoke from 10,000 feet. If the cabin altitude continues to climb
the cabin through the aft outflow valves. uncontrolled, the aft outflow valves should be closed
and pressurization continued under manual control.
The necessary control setttings for operation of the pressurization system in any of the
four modes are summarized below.
CABIN BAROMETRIC
AUTO/MAN CABIN SET/ ALTITUDE CORRECTION MANUAL
DUMP NORM RATE DIAL INDICATOR CONTROLLER
SET
ENROUTE, CURRENT FULL
SEMI CAB THEN ALTIMETER COUNTER
AUTOMATIC AUTO SET MID DESTINATION SETTING CLOCKWISE
ADJUST AS
MANUAL MAN --- --- --- --- NECESSARY
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D Normal Cabin pressure differential limit D Maximum cabin pressure differential limit during
. . . . . . . . . . . . . . . . . . . . . 5.5 +/ --- 0.3 psi. taxiing, takeoff, and landing
. . . . . . . . . . . . . . . . . . . . . 0.5 psi
D Maximum cabin pressure differential limit D Maximum cabin altitude (pressurized flight)
. . . . . . . . . . . . . . . . . . . . . 5.95 psi . . . . . . . . . . . . . . . . . . . . . 8,000 feet
OPERATIONAL
CEILING
(25,000 FT.)
25
20
UNPRESSURIZED
OPERATION
15
”CABIN PRESS”
CABIN CAUTION LIGHT
ALTITUDE ILLUMINATES ”CABIN PRESS”
(10,000 FT.) CAUTION LIGHT
--1000 FT
10
MAX SCHEDULED
CABIN ALTITUDE
8000 FT.
MAXIMUM
PRESSURE
DIFFERENTIAL
(5.5 psi)
S.L. 5 10 15 20 25
FLIGHT ALTITUDE -- 1000 FT.
PRESSURIZATION ENVELOPE
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PRESSURIZATION AREAS
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CHAPTER 7
AUTOMATIC FLIGHT
PAGE
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On SOO 8158 equipped airplanes, in addition to the basic visual indications of an automatic autopilot
disengagement, an aural warning is emitted from the AUTOPILOT DISENGAGE AURAL WARNING unit.
The aural warning is also heard in the audio integrating system. The aural warning is emitted until the
visual autopilot disengagement indications are canceled.
On SOO 8158 airplanes with Mod 8/1491 incorporated, in addition to the basic visual indications of an
automatic or manual autopilot disengagement, an aural warning is emitted from the AUTOPILOT DISEN-
GAGE AURAL WARNING unit. The aural warning is also heard in the audio integrating system. The aural
warning is emitted for not less than 1.5 seconds when the disengagement occurs and when the visual
autopilot disengagement indications are canceled. When Mod 8/1682 is added to this configuration the
aural warning will be approximately double the frequency of any other flight compartment aural warning
and will last for only .6 seconds.
RESET BUTTON
(momentary action)
--- push to clear caution messages (amber)
on line two of the display
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(b) The following messages are displayed when one of the AFCS computers
has failed. These messages are steady (non---flashing) and are cancelled
by the use of the RESET pushbutton on the advisory display.
MESSAGE COMMENTS
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(c) The following steady messages are displayed after a disengage message has
been cleared when a system monitor has caused the disengagement. The
messages are cancelled by use of the RESET pushbutton on the advisory display.
MESSAGE COMMENTS
AHRS DATA INVLD Both AHRS are invalid or the AFCS is receiving
bad ASCB data from both AHRS.
DADC DATA INVLD Both DADC’s are invalid or the AFCS is receiving
bad ASCB data from both AHRS.
(d) AFCS mistrim messages that appear in line two in amber are listed below.
These messages are cleared by retrimming the airplane.
MESSAGE COMMENTS
PITCH TRIM FAIL The AFCS monitors have sensed a failure in the
automatic pitch trim function.
ACTION: Disconnect the Autopilot. The crew
should anticipate a force on the control
wheel when the AP is disengaged.
Operational Messages
(a) These messages will appear momentarily when engagement is attempted
and the system has detected a failure which prohibits engagement.
MESSAGE COMMENTS
AHRS DATA INVLD Both AHRS are invalid or the AFCS is receiving
bad data from both AHRS.
DADC DATA INVLD Both DADC’s are invalid or the AFCS is receiving
bad data from both DADC’s.
MESSAGE COMMENTS
R AFCS MASTER 1. The left computer has failed and the right or
co---pilot’s side computer is master.
2. The right side computer has been selected
as master by using the R AFCS pushbutton
on the advisory display.
MESSAGE COMMENTS
MESSAGE COMMENTS
MESSAGE COMMENTS
FD NAV DATA INVLD This amber message appears for loss of valid NAV
data on selected side.
FD DADC DATA INVLD This amber message appears for loss of valid air
data on selected side.
RAD ALT INVLD Active only in APP modes. There is no valid RAD
ALT information.
FD HDG DATA INVLD This amber message appears for loss of valid
heading data on selected side.
(e) Other steady messages which cannot be cleared by the RESET button are:
MESSAGE COMMENTS
ADI ROLL MISMATCH Roll data displayed on the two Attitude Director
Indicators does not agree. Displayed if data
mismatch exceeds 6 degrees.
ADI PITCH MISMATCH Pitch data displayed on the two Attitude Director
Indicators does not agree. Displayed if data
mismatch exceeds 6 degrees.
MESSAGE COMMENTS
EXCESSIVE DEV Active only in DUAL HSI mode or with dual MLS
selected. The LOC or GS (AZ or EL with MLS)
deviation signals exceed the CAT II window.
NOTE: This message cannot be cancelled by
the RESET button on the advisory display.
The message is displayed until the
deviation signals are inside the CAT II
window.
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FLIGHT GUIDANCE SYSTEM GENERAL The system consists of a No. 1 and No. 2 flight
The flight guidance system provides flight director guidance computer, flight guidance controller and a
guidance, autopilot, yaw damper and trim functions. pilot’s and copilot’ s advisory display unit.
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Enroute
The A/P and or FD can be used after takeoff to fly the With the autopilot engaged the pitch wheel on the
required lateral and vertical track. flight guidance controller may be used to change the
pitch reference attitude.
NOTE
Pitch attitude hold is cancelled by selecting any
In the event of an engine failure, disengage the vertical mode or automatic capture of a vertical
autopilot. The autopilot may be engaged mode.
following retrimming except during approach.
d. Heading Select Mode
a. Heading Hold and Wings Level
The heading select mode is used to intercept and
Heading hold is defined as: maintain a magnetic heading. To activate mode:
--- autopilot engaged --- position heading bug on HSI to desired
--- no lateral flight director mode selected heading using the instrument remote
--- bank angle less than 6_ controller on glareshield
--- press HDG button on the flight guidance
If above conditions are satisfied,the autopilot will roll
controller
aircraft to wings level and heading hold (HDG HOLD)
--- HDG SEL will be annunciated on the ID ---802
is annunciated on the ID ---802 advisory display unit.
e. Vertical Speed Hold Mode
b. Roll Hold
The vertical speed hold mode is used to
Roll Hold is operational when: automatically maintain the aircraft at a selected
vertical speed reference. To initiate the mode, the
--- no lateral flight director mode is selected
pilot would maneuver the aircraft to the desired climb
--- bank angle is greater than 6_, but less than
or descent attitude, establish the vertical speed
45_
reference, and engage the mode. The reference
--- touch control steering (TCS) was used to
vertical speed may be changed with the TCS button
initiate the roll maneuver, with autopilot
by maneuvering the aircraft to a new vertical speed
engaged
and releasing the TCS button.
When conditions are satisfied, the autopilot will
maintain the desired bank angle. If TCS is released at When the vertical speed mode is engaged:
bank angles greater than 45_, the autopilot will roll --- VS in green is annunciated on the ID ---802
the aircraft to 45_ and maintain. --- the ID ---802 displays FPM and the number of
feet per minute
c. Pitch Attitude Hold
The vertical speed reference may be changed with
Mode is activated when a flight director roll mode is the pitch wheel, with the ID ---802 indicating the new
selected without an accompanying pitch mode. commanded vertical speed. Actual aircraft vertical
PITCH HOLD is annunciated on the advisory display speed is displayed on the vertical speed indicator
unit. Pitch reference may be changed with TCS (VSI). When VS is selected, it will reset all previously
button. selected vertical modes.
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The vertical speed mode is cancelled by: The ALT SEL capture is cancelled by:
--- pressing the VS pushbutton --- moving the pitch wheel on the flight
--- Selecting another vertical mode guidance controller
--- selecting go---around --- selecting a new altitude target on the altitude
--- coupling to cross side HSI (HSI SEL button preselect controller
on flight guidance controller) --- Selecting any other vertical mode on
--- selecting go---around or STBY
f. Indicated Air Speed Hold Mode --- coupling to cross side HSI
The indicated air speed hold mode is used to h. Altitude Hold Mode
automatically maintain the aircraft at a pilot selected
The altitude hold mode is a vertical flight director
airspeed reference.
mode used to maintain a barometric altitude
reference.
Operation of IAS mode is similar to previously
discussed vertical speed hold mode with the To engage the altitude hold mode, the pilot would:
following exceptions:
--- be in any lateral flight director mode
--- mode is engaged with IAS pushbutton on --- press the ALT button on the flight guidance
flight guidance controller controller
--- IAS replaces VS annunciation on the ID ---802
--- IAS reference is in knots A green ALT is annunciated on the ID ---802. The
altitude may be changed using the TCS button.
g. Altitude Preselect Mode Selecting the ALT mode on, will cancel any other
previously selected vertical mode.
The altitude preselect mode is used in conjunction
with another vertical mode to enable the pilot to The ALT hold mode is cancelled by:
automatically capture, level off, and hold the altitude
--- moving the pitch wheel on the flight
that has been set on the altitude preselect controller.
guidance controller
To fly the altitude preselect mode, the pilot would --- pressing the ALT pushbutton
perform the following: --- Selecting any other vertical mode on, or
capturing
--- set the desired altitude on the altitude --- selecting go---around
preselect controller --- coupling to cross side HSI
--- press the ALT SEL button on the flight --- selecting standby (STBY)
guidance controller
--- initiate the required ascent or descent to the i. VOR (NAV) Mode
new altitude
--- engage another vertical mode (VS or IAS) on The VOR mode provides for automatic intercept,
the flight guidance controller capture and tracking of a selected VOR radial. To
activate mode:
The ID ---802 advisory display will annunciate:
--- tune the NAV receiver to the desired VOR
--- ALT SEL in white
frequency
--- the other vertical mode in green
--- select V/L as the navigation source on the
As the aircraft captures its selected altitude the ALT flight guidance controller
SEL is dropped and the altitude hold automatically --- set the course pointer on the HSI for the
comes on. desired course (radial)
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--- set the heading bug on the HSI for the --- set the heading bug on the HSI for the
desired intercept desired heading to perform a course
--- select the NAV button on the flight guidance intercept
controller --- select V/L as the navigation source on the
--- ID ---802 annunciates HDG SEL in green and flight guidance controller
VOR in white --- select the APP button on the flight guidance
controller
Upon reaching capture point (within two dots on HSI)
--- ID ---802 annunciates HDG SEL in green and
the following is observed on the ID ---802 advisory
LOC in white
display:
--- white VOR message will extinguish Upon reaching capture point (within one to two dots
--- green HDG SEL message will extinguish on HSI) the following is observed on the ID ---802
--- green VOR* message will appear Advisory Display:
(momentarily annunciated in reverse video --- white LOC message will extinguish
to emphasize transition from armed to --- green HDG SEL message will extinguish
capture) --- green LOC* message will appear
--- the asterisk (*) indicates the system is in the (momentarily annunciated in reverse video
capture phase and will extinguish when the to emphasize transition from armed to
aircraft is tracking the selected radial. capture)
The VOR mode is cancelled by: --- the asterisk (*) indicates the system is in the
capture phase and will extinguish when the
--- pressing the NAV button on the flight aircraft is tracking the selected course.
guidance controller --- white GS message will appear
--- selecting the heading select mode
--- changing NAV sources Upon glideslope capture the ID ---802 will display:
--- selecting go---around
--- LOC in green
--- selecting standby (STBY)
--- GS* in green
--- coupling to cross side HSI
The asterisk denotes the capture phase mode of
Approach
operation. The GS* will momentarily be displayed in
NOTE reverse video to highlight glideslope capture. After
glideslope capture, with the aircraft tracking the
For approaches to runways without a glideslope beam the I D ---802 will display GS.
glideslope facility, NAV mode should be
selected in lieu of APP mode. The approach mode is cancelled by:
The dual couple approach mode is set up as follows: d. VOR Approach (VOR APP) Mode
--- tune both NAV receivers to the ILS frequency The VOR approach mode is set up and flown exactly
for the approach runway like the VOR (NAV) mode with the following
--- select the same course on both HSI’s differences:
When tracking both localizer and glideslope signals, --- select the NAV and APP pushbuttons on the
radio altitude is below 1200 feet and both navigation flight guidance controller
receivers are valid, the system will transition to the --- capture and track messages on ID ---802
dual HSI mode of operation. Both pointers beside advisory display will identify VOR APP
HSI SEL pushbutton on flight guidance controller Go---Around (Wings Level)
illuminate to indicate mode is active.
The go---around mode is normally used to transition
c. Back Course Mode from and ILS approach to a climb out condition when
a missed approach has occurred. The pilot selects
The back course mode provides for automatic go---around by pressing the GA button located on
intercept, capture, and tracking of the back course either outboard power lever. With go---around
localizer. Glideslope capture is automatically selected, all flight director modes are cancelled, and
inhibited. The back course mode is set up and flown the autopilot is disengaged. The ADI will show a
exactly like a front course approach with the wings level command laterally and a 9_ nose up
following differences: command vertically.
--- BC pushbutton is selected on the flight The ID ---802 advisory display will display a WINGS
guidance controller LEVEL and GA until a subsequent mode selection
--- BC replaces LOC annunciation on the has occured, or the autopilot is engaged.
ID ---802 advisory display
Page 12
MAR 17/95 07.20 SERIES 300
de Havilland Inc. Temporary Revision
PSM NO. 1---83---1 AIRCRAFT DASH 8 SERIES 300
ACTION:
1. In Chapter 07.10, page 10, substitute the following for the existing Disengage/Caution/Conditional
Status Messages (Line 2 in Amber), paragraph (a).
(a) The following messages are flashing or steady messages. Depressing the RESET
button on ID ---802 will cause the message to stop flashing. A second push of the
RESET pushbutton will cancel the message.
MESSAGE COMMENTS
Chapter 07
Page 1 of 2
SEPT 21/05
PSM 1---83---1 Temporary Revision No. 60 continued.
2. In Chapter 07.10, page 11, substitute the following for the existing Disengage/Caution/Conditional
Status Messages (Line 2 in Amber), paragraph (c).
(c) The following steady messages are displayed after a disengage message has
been cleared when a system monitor has caused the disengagement. The
messages are cancelled by use of the RESET pushbutton on the advisory display.
MESSAGE COMMENTS
AHRS DATA INVLD Both AHRS are invalid or the AFCS is receiving
bad ASCB data from both AHRS.
DADC DATA INVLD Both DADCs are invalid or the data disagrees from both
both DADCs.
3. In Chapter 07.10, page 12, substitute the following for the existing Operational Messages, paragraph
(a).
Operational Messages
(a) These messages will appear momentarily when engagement is attempted
and the system has detected a failure which prohibits engagement.
MESSAGE COMMENTS
AHRS DATA INVLD Both AHRS are invalid or the AFCS is receiving
bad data from both AHRS.
DADC DATA INVLD Both DADCs are invalid or the data disagrees from both
DADCs.
Chapter 07
Page 2 of 2
SEPT 21/05
D
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CHAPTER 8
PAGE
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08.00 MAR 17/95
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D
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Page 4
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SYSTEM DESCRIPTION
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and arms the bleed air and generator systems for ac-
tivation.
GENERAL
NOTE
The auxiliary power unit (S.O.O. 8155) if installed, is
located in the rear equipment bay in the aft fuselage, On airplanes incorporating Mod 8/1272, an
adjacent to the air---conditioning packs. It supplies APU starter failure is annunciated by the APU
air---conditioning and basic electrical power to the STARTER advisory light remaining illuminated
aircraft on the ground. It can be used to assist air- after an APU start. The shutdown procedure
plane engine starts. found in the Auxiliary Power Unit Supplement
of the Flight Manual (PSM 1---83---1A), should
Consisting of a gas turbine engine driving a DC star- be followed.
ter---generator, the APU provides bleed air to the air---
conditioning packs and 28 VDC to the right main If the APU fails to start or accelerate, the FLR light on
feeder bus. the APU control panel illuminates. Restart is inhibited
by a timed relay for two minutes to allow excess fuel
An electronic sequence unit (ESU) located on the to drain.
right side of the rear accessory compartment, pro-
vides automatic control of automatic start sequenc- APU starter cranking limits are as follows:
ing, running, and other aspects of APU operation.
The APU cannot be operated in flight. A “Weight --- START MAX TIME ON FOLLOWED BY
Off---Wheels” signal from the PSEU will shutdown the
1 1 min. 2 min. off
APU if take---off is attempted with the unit operating.
The FLR annunciator subsequently illuminates. 2 1 min. 2 min. off
3 1 min. 30 min. off
NOTE
The APU PWR switch must be cycled following an au-
Select Bleed Air off if engines or APU are run- tomatic shutdown, fire detect test or failure to start.
ning while deicing/anti---icing.
Run
APU OPERATION
After a successful start sequence the START light
Start goes out and the RUN segment of the APU PWR
switchlight illuminates to indicate the APU is ready to
An APU start requires either the aircraft batteries or
deliver bleed air and electrical power. Fuel for APU
external power.
operation is drawn from the left wing tank collector
The start sequence is initiated by momentarily press- bay.
ing the START switchlight, sending a start signal to
Shutdown
the ESU to commence APU start and acceleration.
The STARTER segment of the switchlight illuminates APU normal shutdown is initiated manually at the
to indicate the starter is engaged. APU control panel by first off---loading the unit. This is
accomplished by first closing the bleed valve by
During APU spool---up the ESU energizes the APU
pressing the BL AIR pushbutton. Switch off all DC
ignition system and opens the fuel valve for light ---up
loads, (except those carried by the battery) and
at the proper rpm. As the APU accelerates through
press the GEN pushbutton. The generator ON light
70% rpm following light ---up the ESU disengages the
goes out and the WRN segment illuminates. Press-
starter (STARTER light goes out), and deenergizes
ing APU PWR on the control panel initiates APU shut-
the ignition system. At 90% rpm the ESU configures
down.
the APU fuel system for automatic speed governing
Page 1
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APU OVERSPEED PROTECTION
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OPERATING DATA MANUAL
Following the detection of a fire/overheat condition
and the shutdown of the APU, a relay energizes
Automatic protection from APU gas generator over- closed to detonate the discharge cartridge of the fire
speed is provided by internal, electronic overspeed extinguisher. Detonation of the cartridge ruptures
sensing circuits. When these circuits detect an over- the seal of the discharge valve, releasing the bottle
speed, the FLR segment of the APU PWR switchlight contents. If the APU fire extinguisher does not dis-
(along with the APU caution light) illuminates while charge automatically (BTL light illuminated), the
initiating a normal APU shutdown sequence. bottle can be discharged manually from the guarded
EXTG switch on the APU fire protection panel. On
APU FIRE PROTECTION
Pre---Mod 8/1290 aircraft, the BTL light illuminates
A fully automatic fire detection/extinguishing system only when the fire extinguisher bottle discharges, ei-
(independent from the engine system) is provided for ther automatically or manually.
the APU. The system monitors the APU hot section
NOTE
and exhaust.
Once the fire bottle has been discharged, APU
When the detection system senses a fire or overheat
restarting is prevented by interlocking fire pro-
condition, (any point of the loop exposed to tempera-
tection circuits until the bottle is recharged.
tures above 360 --- 440_ F) it illuminates a red FIRE
warning light on the APU fire protection panel along
with the APU caution light. At the same time an auto-
matic signal commences APU shutdown.
Page 2
MAR 17/95 08.20 SERIES 300
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CHAPTER 9
COMMUNICATION
Page
TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09.00.1
CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09.10.1
AUDIO CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
INTERPHONE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
FLIGHT ATTENDANT’S HANDSET AND CONTROL UNIT . . . . . . . . . . . . . . . . . . .3
ADVISORY LIGHT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
MICROPHONE SWITCHES/GROUND CREW INDICATOR LIGHTS . . . . . . . . . . .5
OBSERVER’S COMMUNICATION PANEL/MICROPHONE AND
HEADPHONE JACK LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
VHF COMMUNICATION CONTROL PANEL (KING) (S.O.O. 8033) . . . . . . . . . . . .7
VHF COMMUNICATION CONTROL PANEL (COLLINS) (S.O.O. 8041) . . . . . . . .9
HF COMMUNICATION CONTROL PANEL (KING) (S.O.O. 8021) . . . . . . . . . . . . .11
SELCAL CONTROL PANEL (S.O.O. 8018) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
VHF CONTROL PANEL (COLLINS) /CHANNEL FREQUENCY SCHEME:
118.000---136.992 MHZ RANGE (CTL---22C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
AUTO FLITE PASSENGER BRIEFING/MUSIC SYSTEM (S.O.O. 8132) . . . . . . . .15
TEAM DIGITAL PASSENGER ADDRESS SYSTEM (CR823CH00236) . . . . . . . . .16
CASSETTE TAPE PLAYER (CR823SO00202) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
COCKPIT VOICE RECORDER MONITOR PANEL (FAIRCHILD) . . . . . . . . . . . . . .18
COCKPIT VOICE RECORDER (SUNDSTRAND AV ---557C) (IF INSTALLED) . . .19
SOLID STATE COCKPIT VOICE RECORDER
MONITOR PANEL (SUNDSTRAND) (IF INSTALLED) . . . . . . . . . . . . . . . . . . . . . . .20
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09.20.1
AUDIO INTEGRATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
AUDIO CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
SERVICE INTERPHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
PASSENGER ADDRESS AND CABIN INTERPHONE
SYSTEM (PACIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
PASSENGER BRIEFING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
TEAM DIGITAL PASSENGER ANNOUNCEMENT SYSTEM
(CR823CH00236) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
VHF COMMUNICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
KING KTR---908 COMMUNICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
COLLINS VHF---22 COMMUNICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . .4
KING KHF950 HF COMMUNICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . .5
SELECTIVE CALLING SYSTEM (SELCAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
COLLINS VHF CTL---22C COMMUNICATION OPERATION --- 8.33 KHZ
SPACING (CR823CH00152) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
COCKPIT VOICE RECORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
TWO HOUR COCKPIT VOICE RECORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
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1 -- VOR -- 2 1 -- DME -- 2
VHF 1 INT
MLS
PA
MIC
SPKR MKR 1 -- ADF -- 2
BOOM MASK
HOT
ON
MIC
VOL
PUSH --- turns overhead speaker OFF/ON BOOM --- transmit from boom microphone
(illuminates when ON)
MASK --- transmit from oxygen mask
ROTATE --- varies speaker volume microphone
PA ANNUNCIATOR LIGHT
(green)
ILLUMINATED --- indicates passenger address announcement
is in progress
Page 10
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SELCAL
ACTIVE FREQUENCY
DISPLAY
ACTIVE Collins
ANNUNCIATOR
ACT XFR TRANSFER/MEMORY
RECALL SWITCH
PRESET
FREQUENCY
DISPLAY MEM
TRANSMIT
MEM RMT TX ANNUNCIATOR
MEMORY
ANNUNCIATOR COM
SQ MHz
OFF
ON STO FREQUENCY
REMOTE KNOB
ANNUNCIATOR OFF
AUTOMATIC
DISPLAY SELF--TEST STORE ACTIVE
DIMMING SENSOR BUTTON BUTTON BUTTON
Frequency Spacing (KHZ) Channel Name Frequency Spacing (KHZ) Channel Name
(displayed) (displayed)
118.0000 25 118.000 118.0750 25 118.075
118.0000 8.33 118.005 118.0750 8.33 118.080
118.0083 8.33 118.010 118.0833 8.33 118.085
118.0167 8.33 118.015 118.0917 8.33 118.090
118.0250 25 118.025 118.1000 25 118.100
118.0250 8.33 118.030 118.1000 8.33 118.105
118.0333 8.33 118.035
* * *
118.0417 8.33 118.040 136.9750 25 136.975
118.0500 25 118.050 136.9750 8.33 136.980
118.0500 8.33 118.055 136.9833 8.33 136.985
118.0583 8.33 118.060 136.9917 8.33 136.990
118.0667 8.33 118.065
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ON A
STOP L/V
PLAY SEL
O
REW FF
EJECT
PROG
MICROPHONE
--- provides cockpit audio input to recorder.
TEST BUTTON
PRESS --- 800Hz test tone may be monitored on
headset plugged into headphone jack on panel.
--- test tone is supplied to each input to CVR (two
tones followed by another two tones).
MICROPHONE MONITOR
--- needle deflects with each test tone during test
function.
--- indicates recording levels of all four channels
simultaneously.
TEST ERASE
MONITOR
HEADPHONE
CENTER CONSOLE
ERASE BUTTON
PUSH --- erases all audio recording in approximately
16 seconds when aircraft is on the ground and the
parking brake is set.
dod0920000_001.doc, pb, 14/02/96
HEADPHONE JACK
--- accepts headset plug to monitor tone
transmission during test function
MICROPHONE
--- provides cockpit audio input to recorder.
ERASE BUTTON
PUSH --- erases all audio recording in approximately
16 seconds when aircraft is on the ground and the
parking brake is set.
--- erase function may be confirmed by monitoring
400Hz tone through headset.
HEADPHONE
STATUS
TEST BUTTON
PRESS --- initiates a CVR self---test function which
CENTER CONSOLE consists of a 2 second, 800 Hz audio tone
monitored through the headphone jack, followed
by a single flash of the STATUS light.
SOLID STATE COCKPIT VOICE RECORDER MONITOR PANEL (SUNDSTRAND) (IF INSTALLED)
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SYSTEM DESCRIPTION
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b. Private voice communication between the
flight compartment and flight attendants sta-
AUDIO INTEGRATION GENERAL tions.
An Audio Control Panel (ACP) is installed at the pilot’s, Passenger Address System
copilot’s and observer stations. The panel allows each
crew member to manage his own communication re- The Passenger Address (PA) System allows cockpit
quirements. crew and cabin attendants to make announcements
throughout the cabin. Flight crew make announce-
The ACP permits two way (transmit and receive) com- ments through any microphone by pushing their re-
munication capability from the cabin interphone, ser- spective PA switchlight on the interphone control unit
vice interphone, passenger address, VHF, HF, UHF and selecting the MIC switch to the PA position on the
and FM (if installed) radio systems. It provides voice audio control panel. Cabin attendants use either of the
and identification monitoring of selected navigation attendant handsets for announcements. The flight
aids. Receiver and cockpit loudspeaker volume is con- crew can terminate the PA mode by selecting another
trolled from this panel. Microphone selections are function on the interphone control unit or by pressing
made with a rotary type selector switch found on the the PA switchlight.
panel. To enable operation of the quick---don oxygen
mask mic, the lever---locked toggle switch must be in Cabin Interphone System
the MASK position.
The Cabin Interphone System permits intercommuni-
SERVICE INTERPHONE cation between the cockpit and flight attendant sta-
tions. An interphone control unit, located on the for-
Service Interphone is for on---ground communication ward center console, initiates and draws attention to
between cockpit and ground crew and is operated the call through a CALL switchlight. A chime is gener-
through the audio control panel. The system has two ated in the PA amplifier (located on wardrobe shelf)
external ground crew stations (left hand side nose and and is heard in the headsets and cockpit speaker (if se-
refuel---defuel panel in the right nacelle). Ground crew lected). By pressing the CALL switchlight and select-
indicator lights, located on the pilot’s side console, pro- ing the MIC switch to PA on the audio control panel, the
vide a visual indication of when the ground crew is cockpit crew use the hand---held, headset---boom or
plugged into either service interphone jack. mask mike to communicate with the flight attendants.
The headset---boom and mask mic operate automati-
PASSENGER ADDRESS AND CABIN INTERPHONE cally in the hot mic mode and are overridden by using
SYSTEM (PACIS)
the hand---held microphones. The flight crew re-
ceives attendant audio on their headsets and
The PACIS provides:
overhead cockpit speaker (if selected). Selection of
a. Passenger address from the flight compart- cockpit speaker is made with SPKR selector switch
ment or flight attendant stations. on the ACP.
Page 1
SERIES 300
09.20 MAR 17/95
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OPERATING DATA MANUAL
The flight attendants communicate between the two cated on the menu by a single letter in paran-
cabin stations or with the cockpit using handsets. theses (eg. (E) --- English, (F) --- French, (D)
Calls from the attendants to the flight crew are initi- --- German) included with the title of the mes-
ated by removing the handset from its cradle and sage.
pressing the CALL switchlight on the attendant con-
trol unit. Communication between the two attendant If available in memory, Music is displayed as
stations is initiated by pressing the ATT switchlight a menu item and may be selected for play by
on the attendant control unit. The operation of Atten- pressing the SEL key.
dant Control Unit at station #2 is similar to station #1.
4. PLAY Key --- PRESS --- commences an-
The cabin interphone system gives priority to modes
nouncement sequence or music as se-
selected from the flight compartment position.
lected.
PASSENGER BRIEFING SYSTEM
Adjust broadcast volume as follows:
The Passenger Briefing System (if installed) consists
1. L/V Key --- PRESS --- use arrow keys to adjust
of a tape player providing boarding music and pre---
volume level as desired. Volume level is dis-
recorded announcements. The control panel is lo-
played on LCD. (Note that a single Press is
cated above the wardrobe and the system uses the
necessary if in language selection mode and
PA amplifier and cabin speakers. Operation of the PA
a double Press is required if in announce-
system will override the briefing system.
ment selection mode.) System will revert to
TEAM DIGITAL PASSENGER ANNOUNCEMENT announcement selection mode in thirty se-
SYSTEM (CR823CH00236) conds following a volume adjustment.
To select a channelized frequency (channel one A squelch override pushbutton, labelled PUSH TEST,
through nine) momentarily press the CHAN button. provides audible transeiver noise for setting volume
The COMM transceiver remains tuned to the last ac- level when pulled. When pressed again the automat-
tive frequency and the last previously used channel ic squelch is activated.
number appears in the SBY display. If no channels
have been programmed, channel 1 (CH 1) will be dis- KING VHF Communication Operation
played in the active display and dashes appear in the
SBY display.Turning either selector knob will select To operate either of the VHF transceivers proceed as
through the programmed channel numbers and the follows:
corresponding frequencies. To activate the selected
a. Audio Control Panel:
channel for COMM operation press the transfer but-
ton momentarily and the channel frequency be- 1. VHF 1 or VHF 2 receiver pushbutton --- Press on
comes the new active frequency and the previous ac- and adjust volume.
tive frequency becomes the standby frequency. If a
b. VHF No. 1 or VHF No. 2 controller:
selected channel has not been activated within 5 se-
conds, the previous active frequency display returns 1. PUSH TEST switch --- Pull to check volume level.
and the selected channel frequency becomes the Release.
standby frequency. Momentarily pressing CHAN
c. Audio Control Panel:
button before activating a selected channel will re-
turn the previous active and standby frequency dis- 1. MIC selector switch --- VHF 1 or VHF 2 as appli-
play. cable.
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2. MIC BOOM/MASK switch --- Boom or mask as
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OPERATING DATA MANUAL
nates whenever a stored frequency (channel) is dis-
applicable. played in the preselect frequency display. Once
selected to the preset display, a channelized fre-
d. VHF No.1 or VHF No. 2 controller: quency may be selected to the active display by se-
1. Frequency selector knobs --- Select desired fre- lecting the XFR switch.
quency.
The STO pushbutton allows frequencies to be se-
2. Transfer button --- Press to move selected fre-
lected and entered in the controller memory. The
quency to active display.
memory retains the frequencies even if the set is
e. Microphone switch --- Press applicable PTT, XMIT turned off. After selecting the frequency into the pre-
or handmike switch and transmit. set frequency display, push the STO button. The ac-
tive display area displays the available memory
COLLINS VHF---22 COMMUNICATION SYSTEM space (channel number) designated CH 1 through
CH 6; the preset frequency displays the frequency to
Frequency Selection be stored. The MEM position of the XFR/MEM switch
may repeatedly selected to advance through the
Normally a frequency is selected in the preset display channel numbers to reach the desired channel for
and then transferred to the active display for commu- storing the preset frequency. The selected frequency
nication transceiver operation. Transfer is accom- does not change as the channel numbers are se-
plished by momentarily selecting the XFR/MEM lected. Push STO again to store the preset frequency
switch to the XFR position. When the switch is mo- to memory in the selected memory position (channel
mentarily selected, the frequency in the active dis- number). After five seconds, the controller will return
play and the frequency in the preset display ex- to normal operation.
change places.
COLLINS VHF Communication Operation
The active frequency may be set directly by pressing
the ACT pushbutton for approximately two seconds To operate either of the VHF transceivers proceed as
and manually selecting the frequency with the fre- follows:
quency selector knobs. While the frequency is being
manually set, an ACT annunciation flashes on the left a. VHF No. 1 or VHF No. 2 controller:
side of the active frequency display. Pressing the
1. Select SQ OFF.
ACT pushbutton a second time returns the active fre-
quency to a normal display. b. Audio Control Panel:
Frequency selection is accomplished using the fre- 1. VHF 1 or VHF 2 receiver pushbutton --- Press on
quency selector knob on the face of the control pan- and adjust volume.
el. The larger of the two concentric knobs changes 2. MIC selector switch --- VHF 1 or VHF 2 as appli-
the MHz portion of the display in 1 MHz increments. cable.
The smaller knob changes the KHz portion of the dis-
3. MIC BOOM/MASK switch --- Boom or mask as
play in 50 KHz increments or in 25 KHz increments for
applicable.
the first two steps after the direction of rotation has
been reversed. Numbers roll over at the upper and c. VHF No.1 or VHF No. 2 controller:
lower frequency limits.
1. Power and mode switch --- ON.
Channelized Operation 2. Frequency selector knobs --- Select desired fre-
quency.
Pressing the momentary MEM switch will select one 3. Transfer/memory switch --- Select XFR to trans-
of the six available channelized frequencies to the fer preselect frequency to active display.
preset frequency display. Succesive selection of the
MEM switch will display the next channelized fre- d. Microphone switch --- Press applicable PTT, XMIT
quency from memory. The MEM annunciator illumi- or handmike switch and transmit.
Page 4
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KING KHF950 HF COMMUNICATION SYSTEM
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re---couple at the initial transmission each time the
selected frequency is changed.
The KING HF Communication System (if installed)
provides USB (upper side band), and AM (amplitude e. HF Control Panel:
modulation) modes of communication in the 2.0 to 1. CLARIFIER control --- adjust for the most audible
29.999 MHz frequency range. The LSB (lower side reception.
band) communication mode is an option only avail-
able to approved operating authorities and is not nor- To program the pre---programmeable channels ap-
mally provided. Transmit and audio control is en- ply power to the set, allow a one minute warmup and
abled through the audio control panel. proceed as follows:
1. HF receiver pushbutton --- push on and adjust An optional Frederickson Jetcal Selective Calling
volume. System (SELCAL) is available to operate in conjunc-
tion with either the VHF or HF communication sys-
2. MIC selector switch --- select HF.
tems. SELCAL visually and aurally alerts the flight
3. BOOM/MASK switch --- select BOOM or MASK crew when a call is received from the base station
as appropriate. sending the proper coded signal. A SELCAL control
c. HF Control Panel: and annunciator panel is located on the center con-
sole. A “Sonalert” tone is enabled in the control pan-
1. SQUELCH --- select as required. el, in addition to a 700 Hz headset signal, whenever a
2. FREQ/CHAN transfer switch --- select desired SELCAL call is received.
frequency or channel number.
A call may be received when the VHF or HF system
3. MODE selector --- select as appropriate for the
(as appropriate) is selected to the frequency used by
frequency in use.
the base station. When a call is received from the
d. Transmitter switch --- press applicable switch (PTT, base station sending the properly coded signal on
XMIT or handmike) momentarily to the transmit posi- the selected frequency, the SELCAL decoder acti-
tion to couple the antenna to the selected frequency. vates the Sonalert to sound a steady tone, causes
During the antenna coupling cycle, the selected fre- the channel 1 indicator to flash and illuminates the
quency will not be displayed and the TX message will RESET switchlight. An audio tone is annunciated in
flash. On completion of the coupling cycle, the se- the flight crew headsets for 2 seconds and from the
lected frequency will appear in the display. The sys- SELCAL control panel continuously. Pressing the
tem is then ready for transmission. The antenna will RESET button cancels the continuous audio tone
Page 5
SERIES 300
09.20 MAR
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OPERATING DATA MANUAL
and extinguishes the RESET switchlight. The SEL- CTL---22C is from 118.000 to 136.9917. The last
CAL system may also be reset by selecting the ap- ‘channel name’ displayed is 136.992, which is an ac-
propriate VHF or HF communication frequency and tual frequency of 136.9917 MHZ
depressing the microphone switch for 2 seconds.
To transmit and receive on a particular frequency us-
Pressing the TEST button on the SELCAL control ing 8.33 KHz, the appropriate channel must be tuned
panel activates the Sonalert, causes all channel indi- to the frequency display. When using the 8.33 KHz
cator lights to flash and illuminates the RESET and spacing, the frequency being used to transmit and
TEST switchlights. This test indicates system integri- receive will not be the same as the channel selected
ty. on the frequency display. Refer to Figure 24---09---1,
Channel Frequency Scheme for 118.000 to 136.992
COLLINS VHF CTL---22C COMMUNICATION OP-
MHz Range..
ERATION --- 8.33 KHz SPACING
(CR823CH00152)
The KHz select knob on the CTL---22C operates dif-
The 8.33 KHz---capable CTL---22C shows the VHF ferently than a CTL---22/22A. The KHz knob on the
COM frequency as a channel frequency using all six CTL---22C is ‘Rate Aided’. The faster the KHZ knob is
digits of the display as opposed to five digit displays turned, the more channels will be skipped. Also, a
on those CTL---22s that only tune in 25KHz incre- single click of the KHz knob will either increase or de-
ments. The channel/frequency scheme for the crease the channel by a single channel.
Page 6
MAR 17/95
APR 25/01 09.20 SERIES 300
COCKPIT VOICE RECORDER
D
OPERATING DATA MANUAL
Sundstrand AV ---557C (Solid State Format)
(Optional)
A Fairchild Cockpit Voice Recorder (CVR) or an op-
tional Sundstrand CVR is installed in the airplane. TEST PROCEDURE
The Cockpit Voice Recorder is used in accident in-
vestigations and provides continuous recording of all The operation of all four audio channels can be
flight crew communication, flight compartment con- checked by pushing the TEST pushbutton on the
versations and PA announcements whenever the air- CVR control unit while a 600---ohm headset is con-
craft electrical system is powered. The Cockpit Voice nected into the HEADPHONE jack on the CVR con-
Recorder is located in the tail of the aircraft with a trol unit. When the TEST pushbutton is pushed, an
control unit mounted on the center console in the 800 Hz tone may be monitored through the headset.
cockpit. The recorder automatically erases as it re- At the same time the tone is heard, the green STA-
cords and keeps only the last half---hour of record- TUS light will flash once. Recording quality can be
ing. The recorded data is retained in either a continu- monitored any time the system is powered using a
ous loop tape or a solid---state format (Mod 8/2715). headset plugged into the headphone jack.
An inertia switch automatically removes power from
the system in the event of an accident. The CVR also
contains an underwater locating device (ULD) pow-
TWO HOUR COCKPIT VOICE RECORDER
ered by an integral battery. The ULD activates auto-
matically when the CVR is immersed in water. A Fairchild Cockpit Voice Recorder (CVR) or an op-
tional Sundstrand CVR is installed in the airplane.
Sundstrand AV ---557C
The Cockpit Voice Recorder is used in accident in-
(Continuous Loop Tape Format) (Optional)
vestigations and provides continuous recording of all
TEST PROCEDURE flight crew communication, flight compartment con-
versations and PA announcements whenever the air-
The operation of all four audio channels can be craft electrical system is powered. The Cockpit Voice
checked by pushing the TEST pushbutton on the Recorder is located in the tail of the aircraft with a
CVR control unit while a 600---ohm headset is con- control unit mounted on the center console in the
nected into the HEADSET jack on the CVR control cockpit. The recorder automatically erases as it re-
unit. When the TEST pushbutton is pushed, an 800 cords and retains only the last half---hour of record-
Hz tone is supplied to each of the four channels for ing. On the Sundstrand solid state CVR with
approximately 200 milliseconds each. Two test tones CR823CH00216, two hours is retained. The re-
are heard through the headset followed by another corded data is retained in either a continuous loop
set of two test tones. At the same time the second tape or a solid---state format (Mod 8/2715). An inertia
two tones are heard, the TEST METER on the CVR switch automatically removes power from the system
control unit will deflect to full scale two times. Record- in the event of an accident. The CVR also contains an
ing quality can be monitored any time the system is underwater locating device (ULD) powered by an in-
powered using a headset plugged into the head- tegral battery. The ULD activates automatically when
phone jack. the CVR is immersed in water.
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CHAPTER 10
ELECTRICAL
PAGE
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NOTE
Failure of a display sensor is indicated on the
associated scale by illumination of a single
vertical bar light segment (Approved) or
with single amber LED element on the scale
(Alternative).
RANGES
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The main 40 amp/hr battery and auxiliary 15 amp/hr During flight a generator can overheat, which is
battery, power the left and right essential buses. An indicated by the #1 DC GEN HOT or #2 DC GEN
optional 40 amp/hr battery can be used to replace HOT caution light illuminating. The associated
the 15 amp/hr auxiliary battery. The auxiliary battery generator should be shut down until the caution light
powers only its battery bus and the essential buses. goes out. The generator can then be selected ON
and caution light monitored.
The No. 1 generator when activated, powers the left
main bus, the essential buses and charges the Transformer Rectifier Units (TRUs)
auxiliary battery. The No. 2 generator powers the
right main bus, which is supplemented by the main Each TRU receives three phase, 115 volt, variable
battery. frequency AC input power and converts it to 28 volts
DC output. The TRU powers the secondary bus
The No. 1 and No. 2 TRUs power the left and right when its output voltage exceeds 18 volts DC, and
secondary buses respectively. During normal flight disconnects power when the voltage drops below 18
operations, the TRUs or generators do not operate in volts DC.
parallel. The essential buses are paralleled through a
bus tie circuit breaker and powered from the main If a TRU goes off line, its associated L TRU or R TRU
buses, auxiliary and main battery. caution light illuminates. Also, if the TRU overheats,
the associated L TRU HOT or R TRU HOT caution
Engine---Driven Generators light illuminates. When the TRU cools below a
predetermined value, the light goes out.
The starter/generator mounted on the accessory
gearbox of each engine, serves as a starter motor Note
and converts to a generator after attaining
operational speed. Each generator output is The TRU output voltage can fluctuate between
monitored and controlled by its Generator Control 25.0 and 29.5 volts depending on secondary
Unit (GCU). After engine start, with generator bus load.
Page 1
SERIES 300
10.20 MAR 17/95
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AUX MAIN
BATTERY
BATTERY MASTER BATTERY
24V DC BUS TIE BREAKER 24V DC
OFF DC EXTERNAL
OFF POWER INPUT OFF
EXT
AUX POWER
MAIN
BATTERY
ADVISORY BATT
LIGHT
28V DC 28V DC
GEN 1 GEN 2
No.1 AC No.2 AC
GENERATOR GENERATOR
DC POWER SCHEMATIC
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SEPT 17/95 10.20 SERIES 300
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Four bus tie contactors controlled automatically by Manual operation of the main bus tie through
the DC logic, connect the main feeder buses, the MAIN BUS TIE switch is inhibited once the
secondary buses, and, main and secondary buses. BBPU has reacted to a fault.
The bus tie contactors are controlled by the Bus Bar
Protection Unit (BBPU) which inhibits them if a bus An attempt to restore power from the other bus may
fault occurs. It also closes the contactors during be made by momentary selecting the bus fault reset
engine starts so that left and right side buses can switch to BUS FAULT RESET. This rearms the BBPU.
receive electrical power.
CAUTION
If a DC generator fails, the main DC bus tie contactor
closes connecting the main buses. If a TRU fails the Affected battery and generator should remain
secondary bus tie closes connecting the secondary selected OFF.
buses.
Note
If both DC generators fail, the left and right bus tie
contactors close connecting the secondary buses to Refer to Section 3 of the Flight Manual for
the main buses. The TRUs can now maintain DC electrical emergency procedures.
VOLTAGE to the buses.
DC External Power
If both TRUs fail, similarly the left and right bus tie
contactors close and the DC generators continue to The external power receptacle provides a DC input
supply the secondary buses. for an external power source, which can be used
instead of the batteries for starting the engines.
Bus Fault Operation
With external power plugged in and supplying DC
The Bus Bar Protection Unit provides the power, the battery master and external power switch
starter/generators and batteries with automatic must be selected to BATTERY MASTER and EXT
protection from a bus fault and overload. It also PWR respectively. The external power advisory light
monitors the GCUs for any over---current conditions. illuminates, the main feeder and essential buses
receive DC power. However the batteries are now
If a bus fault occurs, the BBPU inhibits the main bus isolated from the feeder buses and generators
tie contactor and opens the contactor connecting the inhibited from coming on line. This has no effect on
main and secondary buses. They are prevented from the starter mode sequence.
closing to ensure the bus fault is isolated. The DC
BUS caution light now illuminates, and all services on A fault in the external power source will disconnect it
the faulty bus will be lost. The caution lights from the airplane electrical system. If the fault clears
associated with these services will illuminate. the external power source can be re---selected by
selecting the external power switch OFF then to EXT
If the fault persists longer than 7 to 10 seconds, an POWER.
overcurrent may have occured from the generator
supplying the bus and it will automatically shut down. To prevent any power interruption when the external
The battery connected to this bus will be isolated. power source is unplugged from the receptacle, the
The MAIN BATTERY or AUX BATTERY caution light battery master, main and auxiliary battery must be
and related DC GEN caution light will illuminate. The selected to BATTERY MASTER, MAIN BATT and AUX
BBPU continues to monitor the operating buses. BATT respectively.
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SERIES 300
10.20 MAR 17/95
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The engines can be started using the batteries. The Battery Temperature Monitor continuously
Selecting the battery master switch to BATTERY displays main and auxiliary battery temperatures,
MASTER, powers the essential buses which and overheat warnings from sensors on each
energizes limited DC equipment and the static battery.
inverters for 115 volts and 26 volts AC 400 Hz buses.
The main and auxiliary battery switches are selected On airplanes incorporating CR824CH00028, the
to MAIN BATT and AUX BATT. The right main bus is detection of a main or auxiliary battery
now powered, and all bus tie contators are open. overtemperature results in the automatic shutdown
Note of the APU. If the APU is operating, selection of the
BATTERY MONITOR TEST switch to any TEST
Before commencing a second engine start position will also result in automatic APU shutdown.
using the aircraft batteries make sure the
MAIN and AUX battery loads are 0.4 or less
If the MAIN BAT HOT or AUX BAT HOT, warning light
prior to starting the second engine.
illuminates, the associated battery has exceeded
After the first engine starts and the generator switch 65_C. The related battery switch should then be
selected, the main bus tie contactor closes and the selected OFF. When the battery temperature
generator powers left and right main buses. After the decreases below 65_C, the respective light will go
second engine starts and its generator selected, the out.
main bus tie contactor opens. Both contactors
connecting the main buses to the secondary buses A test switch provides simulated overheat and short
close. All DC and fixed frequency AC buses are now circuit conditions when selected to either of its three
energized. positions.
Page 4
MAR 29/06
SEPT 17/95 10.20 SERIES 300
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SERIES 300
10.20 MAR 17/95
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Three solid---state static inverters, primary, With the essential buses powered, and the inverter
switches selected to PRIMARY, L and SECONDARY,
secondary and auxiliary, supply 115 volts and 26
volts AC, 400 Hz to their respective buses. The buses each inverter generates 115 volts AC 400 Hz single
then supply navigation, communication, flight and phase. The paralleling control box synchronizes the
400 Hz, and applies the 115 volts AC from the three
certain engine instruments. The primary and
secondary inverter outputs operate in parallel. The inverters in parallel to the left and right 115 volt AC
auxiliary inverter, normally operative, may be buses.
selected to L or R to supply either bus. If a primary, auxiliary or secondary inverter fails, the
paralleling control box disconnects the inverter and
Input to each inverter is 28 V DC. Left essential bus signals the warning control box to turn ON the
powers the primary inverter. Right essential bus appropriate PRI INV, AUX INV or SEC INV caution
powers the secondary inverter and the left main bus light. AC power is maintained by the two operating
powers the auxiliary inverter. The primary and inverters.
secondary inverters, supply 115 volts AC through the
paralleling control box to the left and right 115 volt AC If a second inverter fails, the operating inverter
maintains the AC power, however, the load must be
buses respectively. A bus tie circuit breaker connects
carefully monitored. The switch of a failed inverter
the two buses together.
must be selected OFF.
The 26 volt AC buses each receive power from a A bus fault or transformer failure, causes the L 26 AC
stepdown transformer, which is powered by the or R 26 AC caution light to illuminate. The bus tie
respective 115 volt AC bus. circuit breaker connecting the left and right 115 volt
AC buses, opens to isolate the faulty bus. The
inverter(s) connected to the faulty bus may
subsequently fail if the fault persists and should
therefore be selected OFF.
If a bus fault occurs to the 115 Volt AC bus, and the
bus tie breaker opens, the associated 26 Volt AC
transformer and its bus will lose power. All services
powered by these two buses will be lost.
Page 7
SERIES 300
10.20 MAR 17/95
D
OPERATING DATA MANUAL
If both DC Generators and both AC Generators are shut down, and the BATTERY MASTER
switch is at BATTERY MASTER, the following services are powered from the essential buses.
WARNING
Battery duration for operation
of essential services is 30
minutes.
DC POWER DISTRIBUTION
Page 9
SERIES 300
10.20 MAR
NOV 17/95
28/03
D
OPERATING DATA MANUAL
The following services are powered from the fixed frequency 115 V AC and 26 V AC buses.
LEFT 26 V AC RIGHT 26 V AC
The following services are powered from the variable frequency 115 VAC buses.
L AC BUS R AC BUS
Co---pilot’s windshield heat (warmup) Co---pilot’s windshield heat (full)
Left alpha vane heater Right alpha vane heater
Left auxiliary fuel pump Right auxiliary fuel pump
Left elevator horn heat Right elevator horn heat
Left engine intake heater Right engine intake heater
Left propeller deicing Right propeller deicing
Left TRU Right TRU
Pilot’s side window heat Left standby hydraulic pump
Pilot’s windshield heat (full & warmup) Right standby hydraulic pump
Right standby hydraulic pump (Mod 8/1983)
AC POWER DISTRIBUTION
Page 10
MAR 17/95
AUG 17/95 10.20 SERIES 300
CIRCUIT PROTECTION
D
OPERATING DATA MANUAL
locations. Circuit breaker panel illustrations are
typical and may not represent all combinations of
This section summarizes the circuit breaker options or modification status. The power
protection of all systems by a classified listing of all distribution diagrams of Chapter 10, Section 20 and
circuit breakers. Circuit breakers are listed following the circuit breaker panel illustrations in this section,
the chapter breakdown used in this manual and are will facilitate identification of system power sources
cross referenced to their respective panels and and their circuit breaker protection.
Page 1
SERIES 300
10.30 MAR 17/95
Page 2
MAR 17/95
APU
RECIRC* GCU PLA TEMP MFC LAV
FAN PWR R SEC INPUT EXCITE AF CONT ENG 2 SMK DET BUS TIE R MAIN
10.30
9
AIRFRAME DEICE EXT DC BUS DC TRU MAIN APU
PRESS V/HTR V/HTR MANUAL PWR TIE GEN 2 CONT BATT BATT TEMP BLEED
IND 2 R STAB 2 CONT LOGIC CONT EXCITE L&R CONT IND CAUT LTS AUX AIR MAIN FUEL VENT
8 5 5 5 7½ 5 5 10 5 5 5 5
7 10 5 5 5 5 5 3 5 5 5 5
5 5 5 3 5 5 5 5 5 5 5 5 5 5
6
ENG 2 F/COMP AFR DEICE FUEL BLEED
INTAKE DEFLECT ITT NP NH TORQUE ENG TEMP BOOT FLOW IND SYS T&S*
ACT 1 ACT 2 IND IND IND IND COND IGN START AUTO LTS ENG 2 CONT 2 IND 2
5 5 5 5 5 5 5 5 5 5 5 5 5 5
5
D
4 ½ 5 5 5 5 5 5 5 5 5 5 5 7½ 7½ 5 5 5
3 5 5 5 5 5 5 5 5 5 5 5 5 5
5 15 7½ 7½ 7½ 7½ 7½ 7½ 7½ 25 5 5 5 15
2
IND CABIN EXT LTS BATTERY PWR CABIN
LCO SIDEWALL BUFFET R R WING AHRS BOARDING FLT COMP P.A. EMER APU EMER CAUT CAUT BATT READING LTS LTS
HTR LTS PWR 2 PWR FLARE INSP 1 AUX LTS DOME LTS PWR MAN EXT LTS LTS 1 LTS 2 REFUEL L R PWR 2
5 15 10 25 5 7½ 5 5 7½ 5 7½ 7½ 10 20 20 15
1
A B C D E F G H J K L M N P Q R S
SERIES 300
RAD PLA TEMP SW/SP MFC RECIRC
SERIES 300
L MAIN INPUT ALT 1 AP CONT COMP 1 ENG 1 BUS TIE L SEC INPUT FAN PWR
NOTE:
10 50 50 50 50 L ESS 2 2 5 5 50 L MAIN AUX BATT 50 50 50 50
BUS INPUT INPUT
DC DC AC PROP
VOLT 75 LOGIC GEN 1 PWR MONITOR GEN 75 75 VOLT DEICE
AVIONIC FEEDERS IND CONT EXCITE DC AC CONT 1 IND CONT 1 O/SPD
8 5 5 5 20 5 20 5 5 5 5 5 5 5 7½ 5 5 5
7 5 5 5 5 5 5 5 5 5 5 15 10
5 5 7½ 5 5 7½ 7½ 5 5 5 5 5 5
6
BLEED FUEL RUD LDG ENG 1 BLEED
T & S* SYS FLOW IND SPEED GEAR ITT NP NH OIL PRESS NL OIL SYS FLOW
IND 1 CONT 1 ENG 1 IND HORN IND IND IND IGN IND IND TEMP IND CONT
5 5 5 5 5 5 5 5
PANEL LTS PLT PROP PASS STORM/PLT PLT PLT FUEL CABIN SIDEWALL
OH GLARE PLT MAP ADVSY ADVSY BETA WARN CB PNL WDO/HT WS/HT QTY IND FLT COMP LTS LAVATORY
CONS SHIELD FLT LTS LTS 2 LTS 1 LTS SIGNS LTS CONT CONT AUX 1 DOME LTS PWR 1 CONT LTS FLUSH
3 5 5 5 5 7½ 7½ 5 7½ 5 5 5 5 10 5 5 5
20 5 5 25 5 5 5 3 2 25 5 5 5
2
PA A/P DISENG
LOGO LOGO AHRS AUTOPLT VHF VOR AHRS PLT CAB INTPH AUD ADC PASS
L R 2 AUX DISENG 1 1 1 AUDIO PWR WARNING 1 OXYGEN
7½ 2 7½ 3 7½ 5 7½ 2 2 5
10.30
1
A B C D E F G H J K L M N P Q R S
Page 3
MAR 17/95
D
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115 V
BUS TIE
3
WEA ADVSY 2 AUX 115/26VAC
CVR RDR FAN FAN INV IN XMR RT
RIGHT
115
10 VAC 2 2 1 2 3½ 2
BUS
8 7½ 3 2 20
6 2 3 2 20
DME ADF AUDIO FGC ADC* RAD MLS HF Y/D PASS BUS
1 1 ALT ALERT 1 1 ALT 1 1 COMM RECTR SELCAL BRIEF FEED 1
5 3 5 2 3 20
3 2 2 3 2 20
VOR ADF HDG ATT ALT HDG/CRS INST SYM RNAV HYD R26V
RIGHT 2 2 2 2 2 ERROR 2 COMP GEN 2 2 QTY 2 FAIL
26
2 VAC 2 2 2 2 2 2 2
BUS
VOR ADF HDG ATT ALT HDG/CRS SYM RNAV SW/SP HYD L 26 V SURF
1 1 1 1 1 ERROR 1 GEN 1 1 COMP 1 QTY 1 FAIL POSN IND
LEFT
26
1 VAC
3 2 2 2 2 2 2 2 2
BUS
A B C D E F G H J K L M N P Q
L L L R R R
ELEV AOA AOA ELEV AOA AOA
HORN 10 VANE 10 CUR 5 HORN 10 VANE 10 CUR 5
HT HT SENSE HT HT SENSE
INTK INTK
LIP L LIP
HTR 7½ WDO 10 HTR 7½
ENG 1 HT ENG 2
PH A 5 PH B 5 PH C 5 PH A 5 PH B 5 PH C 5
STBY STBY
HYD ½ HYD ½
* PMP 2 PMP 1
L TRU 20 R TRU 20
FUEL FUEL
AUX 5 AUX 5
PMP 1 PMP 2
CHAPTER 9 COMMUNICATIONS
VHF 1 H1 LEFT DC CB PANEL
VHF 2 H8 AVIONICS CB PANEL
PLT AUDIO L1 LEFT DC CB PANEL
COPLT AUDIO L4 RIGHT DC CB PANEL
OBS AUDIO H7 AVIONICS CB PANEL
PA CAB INTPH PWR M1 LEFT DC CB PANEL
PASS BRIEF L5 AVIONICS CB PANEL
HF COMM H4 AVIONICS CB PANEL
CVR M2 LEFT DC CB PANEL
CVR A10 AVIONICS CB PANEL
SELCAL K5 AVIONICS CB PANEL
CHAPTER 10 ELECTRICAL
L MAIN INPUT (4) A, B, C, D 10 LEFT DC CB PANEL
AVIONICS FEEDERS (3) A, B, C 9 LEFT DC CB PANEL
VOLT IND D9 LEFT DC CB PANEL
AUX INV PWR D8 LEFT DC CB PANEL
CONT E8 LEFT DC CB PANEL
L ESS PWR E9 LEFT DC CB PANEL
BUS TIE K10 LEFT DC CB PANEL
DC LOGIC CONT G9 LEFT DC CB PANEL
PWR MONITOR DC H9 LEFT DC CB PANEL
AC J9 LEFT DC CB PANEL
AC GEN CONT 1 K9 LEFT DC CB PANEL
L MAIN INPUT L9 LEFT DC CB PANEL
AUX BATT INPUT M9 LEFT DC CB PANEL
PRIM INV PWR F8 LEFT DC CB PANEL
CONT G8 LEFT DC CB PANEL
INV WRN CONT H8 LEFT DC CB PANEL
AUX BATT CONT J8 LEFT DC CB PANEL
L SEC INPUT (3) P, Q, R, 10 LEFT DC CB PANEL
VOLT IND M9 LEFT DC CB PANEL
R MAIN INPUT P, Q, R, S 10 RIGHT DC CB PANEL
R ESS BUS N9 RIGHT DC CB PANEL
VOLT IND P9 RIGHT DC CB PANEL
AVIONICS FEEDERS (3) Q, R, S 9 RIGHT DC CB PANEL
SEC INV PWR F9 RIGHT DC CB PANEL
CONT G9 RIGHT DC CB PANEL
PWR MONITOR DC H9 RIGHT DC CB PANEL
AC J9 RIGHT DC CB PANEL
AC GEN CONT 2 K9 RIGHT DC CB PANEL
MAIN BATT INPUT L9 RIGHT DC CB PANEL
R MAIN INPUT M9 RIGHT DC CB PANEL
EXT PWR LOGIC F8 RIGHT DC CB PANEL
DC BUS TIE CONT G8 RIGHT DC CB PANEL
DC GEN 2 EXCITE H8 RIGHT DC CB PANEL
TRU CONT L & R J8 RIGHT DC CB PANEL
MAIN BATT CONT K8 RIGHT DC CB PANEL
BATT TEMP IND L8 RIGHT DC CB PANEL
CAUT LTS M8 RIGHT DC CB PANEL
BUS TIE K10 RIGHT DC CB PANEL
CHAPTER 15 FUEL
FUEL TANK TEMP Q4 LEFT DC CB PANEL
REFUEL/DEFUEL TANK 1 L4 LEFT DC CB PANEL
QTY IND 1 M4 LEFT DC CB PANEL
TEMP ENG 1 N4 LEFT DC CB PANEL
AUX CONT PUMP 1 P4 LEFT DC CB PANEL
AUX PUMP WRN C4 RIGHT DC CB PANEL
AUX CONT PUMP 2 D4 RIGHT DC CB PANEL
TEMP ENG 2 E4 RIGHT DC CB PANEL
REFUEL/DEFUEL TANK 2 F4 RIGHT DC CB PANEL
QTY IND 2 G4 RIGHT DC CB PANEL
BATT REFUEL P1 RIGHT DC CB PANEL
AUX PUMP 1 --- VAR FREQ AC CB PANEL
AUX PUMP 2 --- VAR FREQ AC CB PANEL
CHAPTER 19 NAVIGATI0N
VOR 1 J1 LEFT DC CB PANEL
VOR 1 A1 AVIONICS CB PANEL
VOR 2 (2) A6, A2 AVIONICS CB PANEL
DME 1 A5 AVIONICS CB PANEL
DME 2 A8 AVIONICS CB PANEL
ADF 1 (2) B5, B1 AVIONICS CB PANEL
ADF 2 (2) B8, B2 AVIONICS CB PANEL
RNAV 1 (2) G4, J1 AVIONICS CB PANEL
RNAV 2 (2) G7, J2 AVIONICS CB PANEL
INS (2) E9, K1 AVIONICS CB PANEL
INS H10 LEFT DC CB PANEL
MLS 1 G5 AVIONICS CB PANEL
MLS 2 G8 AVIONICS CB PANEL
WEA RDR (2) B7, B10 AVIONICS CB PANEL
ATC 1 A4 AVIONICS CB PANEL
ATC 2 A7 AVIONICS CB PANEL
RDR GRPH K4 AVIONICS CB PANEL
CHAPTER 20 PNEUMATICS
BLEED SYS CONT 1 B5 LEFT DC CB PANEL
BLEED SYS FLOW CONT Q5 LEFT DC CB PANEL
BLEED SYS CONT 2 R5 RIGHT DC CB PANEL
CHAPTER 11
EMERGENCY EQUIPMENT
PAGE
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MAR 17/95 11.00 SERIES 300
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NOTE:
Page 1
SERIES 300
11.10 MAR 17/95
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OXYGEN
MASK
Page 2
MAR 17/95 11.10 SERIES 300
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HOOD
VISOR
STRAPS
INNER MASK
SPEECH
TRANSMITTER
NECK SEAL
OXYGEN
GENERATING
CYLINDER
(K02)
STARTER
BREATHING
BAG d8odm300_241801_001.dg, jp, 14/06/94
PROTECTIVE
APRON
BODY BELT
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TAMPER--EVIDENT B
SEAL
STORAGE
CONTAINER
SERVICE/END OF
POUCH SERVICE INDICATOR
B
ESSEX P.B.E.
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EMERGENCY LIGHTS
(TYPICAL -- Pre 1990 Interior)
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EMERGENCY LIGHTS
(TYPICAL -- 1990 Interior)
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PASSENGER DOOR
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NOTE
Personal flotation devices are
omitted for clarity.
DITCHING DAMS
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LANYARD CABLE
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SYSTEM DESCRIPTION
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a green indicator. When oxygen pressure is
inadequate, the valve closes and displays a red
FLIGHT CREW OXYGEN indicator.
The oxygen system for the pilot, copilot and observer Normal Operations
consists of a fixed and a portable system. A separate
portable system is provided for the passengers. Prior to engine start, select the Diluter Override Valve
Control to NORMAL and the Diluter Demand
The fixed crew oxygen system provides a source of Regulator to 100%. Oxygen supply and mask
either 100% oxygen or oxygen diluted with ambient operation must be confirmed prior to departure.
air. Oxygen masks are a quick ---donning type
Scott Aviation (Mod 8/1773)
incorporating a microphone and regulator. The
masks are suspended from quick release straps on Oxygen flow to each mask is controlled by a Diluter
the bulkhead behind the pilot and copilot seats. Each Demand Regulator and a Diluter Override Valve
mask plugs into its respective oxygen outlet to which Control. The Diluter Demand Regulator provides the
oxygen is supplied from a single cylinder. When user with a selection of either 100% oxygen, or,
installed, oxygen to the observer’s mask is supplied oxygen diluted with ambient air. Pulling the Diluter
from the copilot’s oxygen supply line. Demand Regulator knob out selects 100% oxygen.
Pushing the knob in selects normal oxygen dilution.
System oxygen pressure is displayed on a gauge
Both selections operate on demand (oxygen flow
located on the copilot’s side console. An
only when user is breathing IN).
overpressurization disc (green) is included in the
system and located on the right side exterior of the The Diluter Override Valve Control overrides normal
nose. It is ejected out if overpressurization occurs in diluter demand regulator operation. Rotating the
the cylinder. knob to ON initiates a positive pressure flow to the
mask with either a normal dilution or 100% selection
Pre---Mod 8/1773 airplanes incorporate oxygen on the diluter demand regulator. Positive pressure
masks manufactured by Sabre Industries. Mod prevents smoke from entering the mask.
8/1773 airplanes incorporate Scott Aviation oxygen
masks. Regulator operation varies between these A flow indicator incorporated in the oxygen supply
two masks and is described in the following hose to the mask, provides warning to the flight crew
paragraphs. of low oxygen flow. With normal oxygen flow, a clear
display indicates oxygen flow. When oxygen flow is
Sabre Industries (Pre---Mod 8/1773) inadequate due to low system pressure or shallow
breathing, a red indicator is displayed.
Oxygen flow to each mask is controlled by a Diluter
Demand Regulator and a Diluter Override Valve Normal Operations
Control. The Diluter Demand Regulator provides the
user with a selection of either 100% oxygen, or, Prior to engine start, select the Diluter Override Valve
oxygen diluted with ambient air. Both selections Control to OFF and the Diluter Demand Regulator to
operate on demand (oxygen flow only when user is 100%. Oxygen supply and mask operation must be
breathing IN). confirmed prior to departure.
The PBE hood is stowed in a vacuum sealed pouch PORTABLE FIRST AID OXYGEN
with the two cylinders. If the PBE loses its vacuum
A portable oxygen cylinder for first aid use only, is
seal, the pouch will expand causing a red Visual
installed in a bracket on the upper shelf of the galley
Service Indicator (VSI) to protrude past the face of
emergency equipment stowage compartment
the pouch.
(SOO8001---1) or in a cradle in the left overhead
stowage bin (SOO8001---3). The assembly consists
PASSENGER PORTABLE OXYGEN of a portable oxygen bottle and regulator assembly,
oral/nasal mask with connecting hose and a carrying
strap. Cylinder capacity is 7.35 cu ft (208 litres) at
Three portable oxygen cylinders are stowed in the 1850 psig and is labelled FIRST AID OXYGEN. The
passenger cabin. Each cylinder has two oxygen regulator assembly consists of a pressure gauge, an
outlets and two continuous flow masks with reservoir ON/OFF control valve, HI and LOW flow outlets,
bag attached to the mask. The mask is held on the recharging valve and an overpressure discharge
face by an elastic strap. The cylinders are identical in disc. Undiluted oxygen is provided at a constant
size and have sufficient capacity for two passengers pressure to the mask when the control valve is turned
for 30 minutes. counterclockwise to the ON position and the mask is
connected to either the HI or LOW outlet. From a fully
With an aft buffet configuration, the three passenger charged cylinder, the HI outlet provides a flow of 4
oxygen cylinders are located in the emergency litres per minute for 36 minutes and the LOW outlet
equipment stowage compartment in the rear of the provides a flow of 2 litres per minute for 67 minutes.
cabin. In a forward buffet configuration, two oxygen Minimum dispatch pressure for the portable first aid
cylinders are stowed in the forward, right ---hand oxygen cylinder is 1100 psi.
overhead stowage bin. The third oxygen cylinder is
located in the emergency equipment stowage
compartment, adjacent to the forward, right ---hand PASSENGER PORTABLE DUAL---PURPOSE
emergency exit. OXYGEN (SOO 8159 / CR835CH00019)
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PORTABLE EMERGENCY
LIGHT AND POWER SUPPLY
TEST BUTTON
When
momentarily
depressed, flight
compartment
emergency light
illuminates to
verify light RELEASE HANDLE
operation. Releases light from
mount and illuminates
light when pulled.
EMERGENCY LIGHTING
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EMERGENCY EXITS To open the Type I hatch from inside, pull the
emergency handle up to unseat it then guide it
Flight Compartment Exit Hatch outwards with the support handle.
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BAGGAGE DOOR
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ELT AND
ANTENNA
LOCATION
(PRE--MOD 8/2100)
REMOTE SWITCH
OFF --- deactivates the ELT if inadvertent activation
ELT of the inertia switch occurs during flight.
OFF
WARNING --- removes airplane electrical power from ELT con-
AUTO EMERGENCY
USE ONLY
trol circuit.
ON
GND UNAUTHORIZED
OPERATION PROHIBITED
AUTO --- ELT is armed, and automatically activates
TEST if the inertia switch senses 5 + 2 Gs (severe impact
landing).
OVERHEAD PANEL
ON --- overrides the inertia switch and turns the ELT
on for test purposes on the ground or airborne.
--- manually activates the ELT prior to an imminent
emergency situation.
REMOTE SWITCH
(CR825CH01078) (Rocker switch --- illuminated dot)
ON (momentary) --- manually initiates the ELT trans-
ON ELT mission for test purposes on the ground or airborne
--- illuminates red indicator light in rocker switch.
A WARNING
EMERGENCY
U USE ONLY
--- manually activates the ELT prior to an imminent
T UNAUTHORIZED emergency situation.
GND O OPERATION
RESET PROHIBITED AUTO (spring---loaded position) --- ELT is armed,
TEST and automatically activates if the inertia switch
senses 5---7 Gs (severe impact landing).
OVERHEAD PANEL
RESET (momentary) --- deactivates the ELT if inad-
vertent activation of the inertia switch occurs during
dod1120000_003.dg, pm, 08/12/95
flight.
--- deactivates the ELT transmission if ELT has been
manually selected (ie: following a test).
The ARTEX C406---2 ELT incorporates the For normal operation, the ELT switch located on the
121.5/243.0 MHz section contained in a module with overhead panel will be in the ARM position. To
a 406.025 MHz transmitter. The ELT is activated by manually activate the system, select the ELT switch
the internal G---Switch (Crash Force Activation to the ON position.
Sensor) or when manually selected by the flight crew
on the remote switch panel in the cockpit. If the ELT is accidently activated, select the ELT
switch to ON then back to ARM for system reset.
The system transmits the standard swept tone on
121.5 and 243.0 MHz. Every 50 seconds the 406.025
Transmitter Test
MHz transmitter turns on and sends an encoded
digital message to the satellite. Each 406.025 MHz
--- Tune a receiver to 121.5
transmission is 520 milliseconds in length (long
--- Turn ELT panel switch to ON, wait for 3 sweeps on
message protocol) and contains the following
receiver (approximately1 second)
information:
--- Check red LED light illuminates
--- Turn ELT panel switch to ARM
--- Serial number of the transmitter or aircraft
--- Check red LED light goes out
identification
--- Country Code
NOTE
--- Identification (I.D.) Code
To prevent transmission of a 406.025 MHz
The 406.025 MHz transmitter will operate for 24
signal to the satellite, do not allow the test to
hours from the time of activation then will exceed 30 seconds. This is sufficient time to
automatically shut down. The 121.5/243.0 MHz test the transmission on 121.5/243.0 MHz.
transmitter will continue to operate until all battery
power is used (approximately 72 hours).
REMOTE SWITCH
ON --- overrides the inertia switch and
turns the ELT on. Red light on the ELT
ELT control panel illuminates.
WARNING
O
EMERGENCY ARM --- ELT is armed, activated by the
N
USE ONLY internal G---Switch at a pre---determined
UNAUTHORISED
A value (severe impact landing).
dod1400000_004.dg, jc, 06/09/00
R OPERATION
M PROHIBITED
GND
TEST
OVERHEAD PANEL
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See Effective TR
General
Operation
Emergency ditching dams are located below each of
the Type III emergency exit door. The ditching dam A lanyard cable is attached to the bottom of each
inflates independently when the associated Type III Type III emergency exit door and connected to the
emergency exit door is removed. The inflated dam inflation valve on the nitrogen cylinder. Removing a
provides a raised exit sill to decrease the rate of water Type III emergency exit will apply tension to the
entering the cabin during a ditching. lanyard cable actuating the inflation valve and
inflating the dam. During inflation the hinged fairing
Each emergency ditching dam system consists of a will open and release the dam.
lanyard cable, a nitrogen pressure cylinder, a refill
valve, an associated pressure gage and a CAUTION
rubberized---fabric dam housed in a hinged fairing.
Except for an actual ditching procedure, prior
Nitrogen Cylinders to removing either Type III Emergency exit
door ensure the lanyard cable is removed.
Individual nitrogen cylinders are located below each
Type III emergency exit. Each nitrogen cylinder has a NOTE
pressure gage that is visible from outside the
airplane. When the cylinders are fully charged, each A 15 pound pull on the lanyard cable will
pressure gage will indicate 1800 psi. A refill valve is discharge the nitrogen cylinder.
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Page 20
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de Havilland Inc. Temporary Revision
PSM NO. 1---83---1 AIRCRAFT DASH 8 SERIES 300
RECORDING INSTRUCTIONS:
1. Record the insertion of Temporary Revision No. 59 in the Log of Temporary Revisions in Chapter 3 of this
Manual.
2. This Temporary Revision will be incorporated in a future revision to the Operating Data Manual.
ACTION:
1. In the right ---hand column of Chapter 11.20, page 3, substitute the following for the existing minimum
dispatch pressures.
Chapter 11
Page 1 of 1
SEPT 20/05
de Havilland Inc. Temporary Revision
PSM NO. 1---83---1 AIRCRAFT DASH 8 SERIES 300
RECORDING INSTRUCTIONS:
1. Record the insertion of Temporary Revision No. 63 in the Log of Temporary Revisions in Chapter 3 of this
Manual.
2. This Temporary Revision will be incorporated in a future revision to the Operating Data Manual.
ACTION:
1. In Chapter 11.20, page 19, insert the following after the paragraph entitled Type III Emergency Exit
Ditching Dams with Nitrogen Inflation.
General
A total of four life rafts are installed by CR825CH02300; two twenty---five---person life rafts in the wardrobe and
two six---person life rafts in the overhead stowage bins on the right side adjacent to the mid---cabin, Type III
Emergency Exits. Each life raft is self---contained in a soft ---sided valise with its own inflation system. Inflation
cylinder pressure may be observed through a clear viewing window on each valise. Operating pressure for the
twenty---five person raft is 3095 --- 3295 psig and for the six---person raft, approximately 3000 psig. Each life raft is
made from a yellow, urethane---coated, nylon material and has two independent inflation chambers. Life rafts
are equipped with emergency equipment including a sea anchor, heaving line, first aid kit, repair kit, signalling
devices, hand pump, knife, locator light and a canopy which may be erected following deployment.
Operation
Life rafts are to be deployed when the aircraft stops, following ditching. After completion of the ditching run, the
airplane will float with one wing in the water. The forward exit on the high side of the cabin and the two
mid---cabin Type III exits should be used for evacuation. Remove the life rafts from their stowed position to the
threshold of the open exit doors. Open the labelled, mooring line pocket and extract the mooring line/inflation
handle. Attach the mooring line snap hook to a convenient seat leg inside the aircraft and push the life raft valise
out through the door with one hand while holding the inflation handle in the other. When the mooring line is taut,
sharply yank the inflation handle to automatically inflate the raft. The life raft may be boarded once the rings are
inflated. Following boarding, the mooring line securing the raft to the aircraft may be cut using the floating knife
attached to the inflation cylinder.
WARNING
Chapter 11
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CHAPTER 12
FIRE PROTECTION
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Note
DISCHARGE INDICATOR DISCS
Once the bottle has been discharged,
Two fire extinguisher discharge indicator discs are restarting the APU is prevented until the bottle
located externally at the right rear fuselage. They has been recharged.
provide a visual indication of extinguishant
discharge. The yellow disc is the system discharge
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CHAPTER 13
FLIGHT CONTROLS
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RUDDER PEDALS
RUDDER PEDALS ADJUSTMENT HANDLE
ROTATE -- extends or shortens distance of both pedals
from operator
#1 RUD #2 RUD
HYD HYD RUDDER HYDRAULIC PRESSURE REDUCTION CAUTION
LIGHT (AMBER)
RUD FULL RUD ILLUMINATED -- failure of rudder pressure regulator to
PRESS PRESS
reduce to 900 psi when airspeed exceeds 150 kt.
CAUTION LIGHTS PANEL -- illuminates if regulator fails to increase rudder
pressure to 1500 psi when airspeed below 150 kt.
-- illuminates when system pressure is 3000 psi and
airspeed exceeds 150 kt.
POWERED FLIGHT CONTROL SHUTOFFS
RUD 1 SPLR 1 SPLR 2 RUD 2
PUSH PUSH PUSH PUSH RUDDER FULL PRESSURE CAUTION LIGHT (AMBER)
OFF OFF OFF OFF
ILLUMINATED -- whenever 3000 psi is being applied to
NOSE
either rudder actuator
HDG NAV APP DN AP
IAS BC
RUDDER PUSH OFF SWITCH LIGHTS
VS YD
RUD
POWERED FLIGHT CONTROL SURFACE INDICATOR
dod1310000_008.dg, gw, 26/02/01
LO RO
(PFCS)
-- RUD pointer indicates the position of fore rudder
PILOT’S INSTRUMENT PANEL
CENTER CONSOLE
ELEVATORS
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CENTER CONSOLE
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FLAPS
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MISCELLANEOUS CONTROLS
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SYSTEM DESRIPTIONS
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CAUTION
AILERON
TRIM TAB
ROLL
SPOILERS ELEVATOR
INBOARD
FLAP TRAILING
RUDDER
FORE
RUDDER
OUTBOARD
FLAP
dod1320000_008.dg, gw, 07/02/01
AILERON
GEARED TAB
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YAW CONTROL
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Should either actuator’s hydraulic supply fail or be
selected off, the rudder pressure regulator
Directional control about the yaw axis is provided by automatically admits full hydraulic system pressure
the rudder control system. The rudder is (3000 psi) to the remaining actuator (overriding the
hydraulically powered and controlled through pressure reduction function described above). A
displacement of either pilots rudder pedals. A yaw RUD FULL PRESS caution light illuminates when
damper operates through the rudder control system 3000 psi is being applied to either actuator; the
to improve directional stability. associated RUD PRESS light also illuminates if
airspeed is above 140 kts.
Rudder Control System
In the event of an actuator servo valve jam, a sensing
The rudder has two sections (fore and trailing) driven
mechanism incorporated in the actuator linkages
by dual hydraulic actuators positioned by either
illuminates the appropriate POWERED FLIGHT
pilots rudder pedals.
CONTROLS SHUTOFFS PUSH OFF RUD 1 or RUD 2
The position of the rudder is shown on the PFCS switchlight. The illuminated switchlight must be
indicator. During the pre---taxi checks, pushing a pressed to depressurize the affected hydraulic
rudder pedal to its stop causes a full scale deflection actuator.
of the pointer to the index marks (16_ left marking,
A # 1 RUD HYD or # 2 RUD HYD caution light
18_ right marking).
illuminates whenever hydraulic pressure to the
Rudder trim is provided by a two speed electric affected actuator has been removed, either by
actuator which has the capability to displace the fore operation of the PUSH OFF switchlight or by
rudder 10 degrees left or right of center. Control of hydraulic failure.
this actuator is by a spring---loaded rotary switch on
Maximum fore rudder travel is allowed at flap settings
the TRIM panel to the rear of the aft electronics panel.
of 15 degrees and 35 degrees to provide necessary
The fore rudder is hinged to the vertical stabilizer and authority at lower airspeeds. A mechanical rudder
is moved by both actuators. The trailing rudder is travel restrictor limits fore rudder travel to + or --- 12
hinged to the fore rudder and is geometrically geared degrees with flaps at 0 degrees to limit rudder
to the vertical stabilizer by push rods such that authority at higher airspeeds.
trailing rudder deflection is twice that of the fore
Yaw Damper
rudder.
A yaw damper system operates independently or in
Hydraulic pressure to each rudder actuator is
conjunction with the automatic flight control system
controlled by a pressure regulator. The regulator
(AFCS) to provide compensating rudder inputs
limits actuator pressure to 1500 psi at airspeeds
whenever the aircraft deviates from coordinated
below 140 kts and 900 psi above 140 kts, in response
flight. In level flight it acts to improve directional
to speed signals from the air data computers (ADCs),
stability by damping oscillation in yaw caused by
to reduce rudder sensitivity at high speeds. Pressure
turbulence. In turns initiated by the crew or the AFCS
switches, armed by ADC speed signals, are
it provides the necessary rudder deflection to
positioned in each actuator’s supply lines. The
maintain turn coordination.
switches illuminate an associated RUD PRESS
caution light if pressure fails to reduce to 900 psi Accelerometers within the flight guidance computer
above 140 kts. The associated caution light will also provide yaw data which is combined with other flight
illuminate if pressure fails to increase to 1500 psi condition information. to provide output command
when airspeed reduces to below 140 kts. signals to an electric yaw damper actuator that can
reposition the rudder up to 5 degrees to left or right of
an existing rudder setting to maintain coordinated
flight.
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NOTE:
M = Motor Driven Actuator
L = Hydraulic Driven Actuator
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The yaw damper is engaged whenever the Each elevator has a torsion spring mechanism which
auto---pilot is engaged and may be engaged drives the elevator surface in conjunction with a
separately by means of a YD press---on/press---off spring tab on its inboard trailing edge. With elevator
switchlight on the flight guidance controller, located control input, this provides a servo assist which
on the glareshield panel. No provision for operation reduces elevator control forces.
of the autopilot without yaw damper is installed.
Elevator trim is provided by tabs on each surface,
PITCH CONTROL outboard of the spring tabs. Two trim wheels,
mounted on a common shaft, are provided on each
The pitch control surfaces consist of two, spring tab side of the power lever quadrant on the center
assisted elevators. console.
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Roll control is by conventional cable---operated An aileron is located on each wing outboard of the
ailerons, augmented by cable---operated, flaps. Rotation of either control wheel, actuates the
hydraulically activated, roll spoilers. The rotational ailerons differentially by means of a cable control
movement of the pilot’s control wheel activates the loop, with inter---connection to applicable roll
roll spoilers while the copilot’s control wheel spoilers.
activates the ailerons. An interconnect linkage joins
the pilot’s and copilot’s control wheels so that both Aileron deflection is assisted by geared tabs on the
systems are operated from either wheel. A clutch trailing edge of each aileron. The tabs are geared to a
within the linkage can be disengaged manually, by static position which is aerodynamically neutral
means of a roll disconnect handle on the flight relative to the aileron. When the aileron is deflected,
compartment center console, to separate the left and the geared tab moves in the opposite direction
right roll control circuits in the event of a jam in either creating a localized lifting force about the tab in the
circuit. With the control circuits separated, control direction of aileron deflection, thus assisting aileron
can be maintained with the unjammed control wheel. movement.
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ROLL
DISCONNECT
AIL
TRIM
LWD RWD
L R
W W
D D
AILERON AILERON
dod1320000_001.dg, kms, 28/01/95
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Roll Spoilers
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extended roll spoilers if the jam occurred during a roll
input. The resulting counteracting aileron input
The roll spoilers consist of four spoiler panels, two to necessary to control the aircraft will illuminate both
a wing, positioned inboard of the ailerons on the SPLR switchlights (via an underfloor limit switch) if
upper wing surfaces and driven by individual aileron travel exceeds 50 degrees of control wheel
hydraulic actuators. The spoilers respond displacement from neutral. The switchlights must
differentially to control wheel movement by then be immediately pressed to retract the spoilers
extending from the left or right wing in proportion to and restore symmetrical aileron control.
associated upward displaced aileron. At airspeeds
above 140 kt., the outboard roll spoilers are disabled Two caution lights, marked ROLL SPLR INBD HYD
to reduce control sensitivity. Each actuator linkage is and ROLL SPLR OUTBD HYD are provided to warn
connected so that in the event of a jam, that extension pressure to the affected actuators has
overpowering force applied to the control wheel, been removed following operation of the switchlights
disengages the linkage preventing the jam from mentioned above or hydraulic system failure. The
immobilizing the roll spoiler cable circuit. OUTBD HYD light, however, does not illuminate
when its system is depressurized by ADC signals.
A limit switch built into each mechanism illuminates
one of the POWERED FLIGHT CONTROL Spoiler motion and position is at all times directly
SHUTOFFS --- SPLR switchlights (either SPLR 1 in proportional to control wheel movement. The PFCS
the event of an inboard actuator linkage jam or SPLR indicator in the flight compartment displays roll
2 for an outboard actuator linkage jam). spoiler position in response to position sensors at
each roll spoiler panel. Maximum roll spoiler
When pressed, each switchlight retracts the affected displacement is limited to approximately 75% full
roll spoilers. travel except in a situation where the roll disconnect
must be used; in this case, the pilot’s control wheel
A roll spoiler cable circuit jam, necessitating
will deflect the roll spoilers to their maximum
operation of the ROLL DISC handle to control the
deflection of 74 degrees.
aircraft by ailerons alone, may result in partially
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ROLL
DISCONNECT
LI RI
SPOILERS
RUD
LO RO
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FLAP CONTROL SYSTEM the flap drive system provide flap position data to the
landing gear warning system, the stall warning
General computer, flap position indicator and the Flight Data
Recorder.
Wing flaps are in two sections, inboard and
outboard, attached to the trailing edge of each wing. To warn of inadequate pressure to the flap power
The No. 1 hydraulic system powers the primary flap unit, a pressure sensor, armed by opening of the
drive shaft. solenoid shutoff valve, illuminates a FLAP POWER
caution light when hydraulic pressure to the unit is
Normal Operation
below 1500 psi with the solenoid shutoff valve open.
The primary flap drive actuated by a hydraulically
Since flap operation is maintained following a
powered flap power unit (FPU), extends or retracts
primary shaft failure, a load torque sensor is installed
the flaps in response to selections from the flap
on the secondary shaft to detect conditions in which
selector lever. The selector has detented positions
it is driving under load. A FLAP DRIVE caution light is
marked 0, 5, 10, 15, 35.
illuminated by the sensor upon detection of
A trigger incorporated into the lever must be raised to secondary drive torque resulting from a primary drive
move the lever from any of its detents, but should be failure.
released when moving handle so that the detent can
engage the next selectable position. Operation of the
lever directs power to the Flap Power Unit Sensors in
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NO. 1 HYDRAULIC
SYSTEM POWER
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CHAPTER 14
FLIGHT INSTRUMENTS
PAGE
PAGE
SYSTEM DESCRIPTION CONTINUED
AIRSPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
INERTIAL VERTICAL SPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
STANDBY MAGNETIC COMPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
TURN AND SLIP INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
STANDBY ATTITUDE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
ELECTRONIC CLOCK WITH FLIGHT DATA ENTRY CAPABILITY
(CR831CH00031 OR CR831CH00046) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
OVERSPEED WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
TAKE---OFF WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
FLIGHT DATA RECORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
RADIO ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
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+ ATT/HDG
SLAVE BASIC
DG SLEW DG ALIGN
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ALTIMETERS
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25/01
D
OPERATING DATA MANUAL
* IF INSTALLED
CLOCK
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25/01
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OPERATING DATA MANUAL
CHRONOMETER
PUSHBUTTON
CHR
LABEL
0
MO DY
GRADUATIONS CHRONOMETER PUSHBUTTON
FLT DATA --- used to set chronometer
GMT LOC
ENTRY function
45 15
ET CHR
--- also used in the Time/Flight
CLOCK 3 number setting function
FLT NR
DATE
LOC
30
GMT
SET ET
CHRONOMETER SWEEP
SECOND HAND
--- chronometer data are
MODE SELECTOR displayed as minutes on the
--- a five position mode lower 4 digit LCD and
CENTER CONSOLE
selector with the following seconds on the sweep
settings FLT NR, DATE, LOC second hand.
(local time), GMT (UTC ---
Co---ordinated Universal Time) ELAPSED TIME PUSHBUTTON
and SET. --- Press --- displays elapsed
time
--- also used in the Mode/Time
setting function
LEFT BUS
MAIN FEED 2
DC
4 BUS 20
CLG BUS
CLOCK 3 FAN FEED 3
3 1 10 20
L M N P
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O’SPEED SIGNAL
ALTITUDE ALERTER HSI SELECT
(ON ENGINE
ADVISORY DISPLAY
INSTRUMENT PANEL)
BRT
RESET
150 KTAS
TEST 1
ADVISORY DISPLAY ASCB No. 1 & No. 2 AHRS
BRT
150 KTAS
TEST 2
RESET
L AFCS
VOR
HDG SEL ALT
R AFCS No. 1 & No. 2 EFIS
(ON PILOT’S
SIDE PANEL) ALTITUDE SELECT
FGC CONTROLLER ALTITUDE DISPLAY
(ON GLARESHIELD O’SPEED SIGNAL
PANEL) HSI SELECT
NOSE
HDG NAV APP DN AP
IAS VS BC YD
AIRSPEED EXCEEDS VMO OVERSPEED
WARNING
ALT ALT SEL PERF HSI SEL
PSEU
ADC STATIC PRESSURE
AIR CONDITIONING
ALTITUDE ALERT AIRSPEED EXCEEDS 140 KTS
9
0
1 FLIGHT SPOILERS
0 5 80 2 ALTIMETER SETTING
8
ENCODED ALTITUDE No. 2 ATC
ALTITUDE
7
ALT
IN HG
3
TRANSPONDER
1015
6
29.97
4 ALT FAIL FLAG No. 1 ATC
5
TRANSPONDER
dod1420000_011.dg, gw/pt, 02/02/96
PITOT PRESSURE
STATIC PRESSURE
MANIFOLD MANIFOLD
PILOT’S CO--PILOT’S
STBY
PITOT ASI ALT ASI PITOT
HEAD HEAD
PILOT’S IVSI ENGINE CO--PILOT’S
IVSI
INSTRUMENT INSTRUMENT INSTRUMENT
PANEL PANEL PANEL
STATIC SOURCE STATIC SOURCE
ALTERNATE ALTERNATE
NORMAL NORMAL
ALTERNATE STATIC
CO--PILOT’S STATIC
RIGHT STATIC
CABIN ALTITUDE HEAD
DUMP
4 5 RATE
3 6
2 7 F M
CAB ALT
1 8 A A INCR
0
-1 1000 FT 10
9 U
L
N CABIN ALTITUDE
BARO IN HG
T
AUTO
31
30 29
28
CAB
CONTROLLER
SET NORMAL
ALT BAR
LEGEND
000_010.dg, dbc, 26/02/96
PITOT PRESSURE
PILOT’S STATIC PRESSURE
CO--PILOT’S STATIC PRESSURE
ALTERNATE STATIC PRESSURE
MANIFOLD MANIFOLD
ENGINE
INSTRUMENT
PILOT’S PANEL
CO--PILOT’S
PITOT ASI STBY ASI PITOT
HEAD ALT
HEAD
PILOT’S IVSI CO--PILOT’S
IVSI
INSTRUMENT INSTRUMENT
PANEL PANEL
STATIC SOURCE STATIC SOURCE
ALTERNATE ALTERNATE
NORMAL NORMAL
ALTERNATE STATIC
CO--PILOT’S STATIC
RIGHT STATIC
CABIN ALTITUDE HEAD
DUMP
4 5 RATE
3 6
2 7 F M
CAB ALT
1 8 A A INCR
0
-1 1000 FT 10
9 U
L
N CABIN ALTITUDE
BARO IN HG
T
AUTO
31
30 29
28
CAB
CONTROLLER
SET NORMAL
ALT BAR
dod1420000_021.dg, dbc/kms, 08/10/03
LEGEND
PITOT PRESSURE
PILOT’S STATIC PRESSURE
CO--PILOT’S STATIC PRESSURE
ALTERNATE AND ACCESSORY STATIC PRESSURE
PILOT’S CO--PILOT’S
STBY
PITOT ASI ALT ASI PITOT
HEAD HEAD
PILOT’S VSI/RA/ ENGINE CO--PILOT’S VSI/RA/
INSTRUMENT TA INSTRUMENT INSTRUMENT TA
PANEL PANEL PANEL
STATIC SOURCE STATIC SOURCE
ALTERNATE ALTERNATE
NORMAL NORMAL
ALTERNATE STATIC
CO--PILOT’S STATIC
RIGHT STATIC
CABIN ALTITUDE HEAD
DUMP
4 5 RATE
3 6
2 7 F M
CAB ALT
1 8 A A INCR
0
-1 1000 FT 10
9 U
L
N CABIN ALTITUDE
BARO IN HG
T
AUTO
31
30 29
28
CAB
CONTROLLER
SET NORMAL
ALT BAR
LEGEND
PITOT PRESSURE
PILOT’S STATIC PRESSURE
CO--PILOT’S STATIC PRESSURE
dod1420000_020.dg, ik, 03/05/01
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MANIFOLD MANIFOLD
ENGINE
INSTRUMENT
PILOT’S PANEL
CO--PILOT’S
PITOT ASI STBY ASI PITOT
HEAD ALT
HEAD
PILOT’S VSI/TRA CO--PILOT’S VSI/TRA
INSTRUMENT INSTRUMENT
PANEL PANEL
STATIC SOURCE STATIC SOURCE
ALTERNATE ALTERNATE
NORMAL NORMAL
ALTERNATE STATIC
CO--PILOT’S STATIC
RIGHT STATIC
CABIN ALTITUDE HEAD
DUMP
4 5 RATE
3 6
2 7 F M
CAB ALT
1 8 A A INCR
0
-1 1000 FT 10
9 U
L
N CABIN ALTITUDE
BARO IN HG
T
AUTO
31
30 29
28
CAB
CONTROLLER
SET NORMAL
ALT BAR
LEGEND
PITOT PRESSURE
PILOT’S STATIC PRESSURE
dod1420000_022.dg, ik/kms, 08/10/03
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MAGNETIC MAGNETIC
HEADING HEADING
REFERENCE REFERENCE
NO. 1 NO. 2
AHRU AHRU
ALTITUDE WEATHER
RADAR
HEADING
dod1430000_001.dg, kms/pm, 08/12/95
PILOT‘S COPILOT’S
RMI RMI
NOTE HEADING
* ADIs/HSIs if installed.
The standard AHRS operating modes are the “Nor- The AHRS system requires approximately 3 minutes
mal” mode for attitude and “Slaved” mode for head- to initialize following application of power. During ini-
ing. The AHRS will enter these modes automatically tialization the aircraft shall remain stationary on the
following initialization if no system faults are de- ground until ATT and HDG flags clear on the ADI and
tected. In the “Normal” mode, true airspeed from the HSI. Normal passenger and cargo loading, engine
air data computer is used to compensate for acceler- start and run---up procedures may be performed. If
ation induced errors. aircraft movement has occurred during initialization,
the AHRS must be recycled and a new initialization
In the “Slaved” mode the difference between the indi- commenced.
cated heading and the flux valve heading is dis-
played on the slave error indicator on the HSI. The in- To observe the 3 minute time out initialization period
dicator uses a . (dot) and + (cross) symbol to press the VG ERECT button on the AHRS controller.
indicate normal compass synchronization. Oscilla- The HSI heading card will slew to approximately
tion between the . and + symbol is normal and is in- 180_ and heading will decrease at a rate of 1 deg/sec
dicative of good magnetic heading data. During a until the heading card indicates north. If the heading
turn, one symbol may be displayed continuously card stops, the initialization has not been completed
while the system is adjusting to a changing heading in a satisfactory manner. To restart the initialization,
reference. the main and auxiliary DC power should be removed
by pulling and resetting all appropriate circuit break-
Reduced Performance Modes ers.
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Directional Gyro (DG) Mode
D
OPERATING DATA MANUAL
mand pointer) to provide the guidance necessary to
intercept and maintain a desired flight path. The ADI
Directional Gyro mode is selected when the DG also contains an expanded localizer, glideslope, de-
pushbutton is pressed on the control panel. DG cision height display, radio altitude display, and a
Mode allows the flight crew to manually update the speed control indicator.
displayed magnetic heading. A green light illumi-
nates in the “DG” pushbutton when DG mode is se- The ADI receives pitch and roll inputs from the atti-
lected. tude and heading reference system.
In DG mode, the DG SLEW pushbuttons are used to A flight director failure in either axis causes the re-
manually correct the displayed magnetic heading as spective command bar to disappear. If both axes be-
required by the flightcrew. To correct displayed come unreliable, both command bars disappear and
heading, press and hold appropriate DG SLEW the FD flag appears.
pushbutton. The rate of change of heading is 0.25
degrees/second for the first 5 seconds then increas- When below 2500 feet AGL, radio altitude is dis-
ing to 2.5 degrees/second for the remainder of time played in the lower right hand corner. The display is
the pushbutton is selected. blanked above 2500 feet. Amber dashes are dis-
played when radio altitude data is invalid.
In DG mode, selection of the DG pushbutton on the
AHCP will return the system to Normal mode. The When descending through the selected decision
green light will go out and heading will be automati- height an amber DH annunciator illuminates to warn
cally slaved by the two Flux Detector Units (FDU1, the pilot.
FDU2).
A speed control indicator provides a FAST or SLOW
ANNUNCIATORS speed indication relative to 1.3 times the aircraft stall
speed (Vs), and is intended for use in an approach or
“BASIC” annunciator illuminated (green)
slow flight.
Indicates TAS parameter is not available in Normal
The optional electronic attitude director indicator
mode. Operation of the APIRS with no TAS parame-
(EADI) is covered separately in this chapter.
ters will cause decreased attitude accuracy, the EADI
will function like a conventional gimballed gyro.
HORIZONTAL SITUATION INDICATOR
“SLAVE” annunciator illuminated (red)
The horizontal situation indicator (HSI) combines nu-
Indicates invalid flux valve information. The EHSI will merous displays to provide a map---like presentation
display a heading failure flag. Heading will no longer of the airplane position. The HSI displays airplane
be automatically slaved in Normal mode. When the displacement relative to the selected navigational
“SLAVED” annunciator is illuminated, selection of course.
DG mode is required to update displayed magnetic
heading. The horizontal situation indicator receives heading
information from the attitude/heading reference sys-
When DG mode is selected, the DG pushbutton will tem (AHRS) and is the master heading indicator.
illuminate, and the red “SLAVE” annunciator will re-
main illuminated as long as the flux valve information Each instrument remote controller, located on the
is invalid. glareshield panel, provides heading and course se-
lection for its respective HSI. The HEADING selector
ATTITUDE DIRECTOR INDICATOR knob adjusts the heading bug; the COURSE selector
knob adjusts the course pointer.
The attitude director indicator (ADI) combines a
sphere---type attitude display with lateral and vertical The optional electronic horizontal situation indicator
flight guidance command bars (or single cue com- (EHSI) is covered separately in this chapter.
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STANDBY ALTIMETER
STANDBY ATTITUDE INDICATOR The elapsed time function is initiated by the pilot or
copilot using the elapsed time switch, located on the
A standby attitude indicator provides an alternate lower right of the clock face. Elapsed time is started
display of aircraft pitch and roll attitude. by selecting RUN and stopped by selecting STOP.
Selecting ZERO clears the accumulated elapsed
The standby attitude indicator is gyro stabilized by in- time. Maximum accumulated elapsed time is 24
tegral electrical gyros that are powered from both 28 hours.
Vdc essential buses. A striped “off” flag appears in
Display brightness is controlled by the DIM and B
the display to indicate an invalid attitude display be-
(bright) positions of the DIM switch.
cause of inadequate gyro speed. A caging knob on
the lower right corner of the instrument, when pulled,
ELECTRONIC CLOCK WITH FLIGHT DATA ENTRY
drives the gyros and display to the erect position. CAPABILITY (CR831CH00031 OR CR831CH00046)
CLOCK Airplanes incorporating CR831CH00031 or
CR831CH00046 have an electronic clock installed
Two digital electronic clocks provide three indepen-
with flight data recorder entry capability. The clock is
dent functions: clock time (TIME), flight time (FT),
located on the center console and uses two LCDs
and elapsed time (ET). A display select switch se-
(liquid crystal displays) with white digits on a black
lects the desired TIME, FT, or ET function. All three
background. The upper LCD provides a four digit
functions continue to operate normally regardless of
display of either GMT (UTC --- Co---ordinated Univer-
which function is selected for display.
sal Time), LOC (local time) or date (one second cycl-
ing between Day/Month and Year). The lower LCD
All internal functions of the clock are powered by an
provides a four digit display of ET (elapsed time) or
integral battery and do not need aircraft electrical
CHR (chronometer) in hours and minutes. Seconds
power for operation. The display however, is pow-
are indicated by an analogue sweep hand.
ered by the 28 Vdc aircraft electrical system and will
therefore be visible only when associated main 28 The clock provides serial digital data output Co---or-
Vdc bus is powered. dinated Universal Time (UTC ), flight number and
date information to the Flight Data Acquisition Unit
The clock time function uses a twenty---four hour (FDAU).
clock format. Time corrections are made with the
SET switch. Making time corrections does not affect Power for the clock is provided from the L MAIN bus
the operation of other functions. through a circuit breaker labeled CLOCK 3 (M3) on
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the avionics circuit breaker panel. An internal battery hand. The hour digits are not displayed. The chro-
ensures the time base is maintained for approximate- nometer function starts when the CHR pushbutton is
ly 10 days following an interruption of the 28 VDC pressed. When pressed a second time, the value at
power supply. Loss of primary power will result in the that time is captured and displayed. Pressing the
clock’s LCD display blanking out after 20 seconds CHR button a third time resets the chronometer and
and loss of signal to the FDAU. Should primary power re---displays elapsed time.
return, the time will re---appear (running), the chro-
nometer sweep second hand sweeps one full cycle Time Setting
back to the zero position and ET displays all zeros.
To set the correct time, the mode selector must be
The following operating modes are controlled/dis- positioned to SET and then pressed. The ET push-
played by a five position mode selector: FLT NR, button is then pressed momentarily and the UTC
DATE, LOC (local time), UTC (Co---ordinated Univer- minutes (flashing digits) may be updated by press-
sal Time) and SET. An ET (elapsed time) pushbutton ing and holding the CHR pushbutton until the de-
displays elapsed time and is used in the mode/time sired time is set. The ET pushbutton is pressed mo-
setting function. A CHR pushbutton controls/dis- mentarily again and the UTC hours (flashing digits)
plays chronometer information and is also used in may be updated by pressing and holding the CHR
the time setting function. pushbutton until the desired time is set. This proce-
dure is to be repeated for setting local time. To set the
Time Display
date the same procedure is followed with the addi-
Co---ordinated Universal (UTC) time and local time tion of one more cycle of the ET pushbutton to dis-
are indicated from 0 to 23 h 59 min on the upper LCD play the year (flashing digits). Once all modes are
when the mode selector is set to the appropriate set- set, press the mode selector again and position to
tings, either UTC or Local. the desired mode setting.
The date is indicated on the upper LCD when the To set the flight number the mode selector must be
mode selector is set to DATE. When selected, the set to FLT NR and the ET pushbutton pressed mo-
month/day are displayed across the 4 digit LCD for mentarily. The first digit at the top left of the upper
one second after which the year is alternately dis- LCD (flashing) may be updated by pressing and
played on the two right hand digits for one second. holding the CHR pushbutton until the desired num-
ber is set. Press the ET pushbutton momentarily and
Elapsed Time Display the next digit (flashing) may be updated by pressing
and holding the CHR pushbutton until the desired
Elapsed time (actual flight time) is initiated by a signal
number is set. This procedure is repeated to set the
from the PSEU (proximity switch electronic unit)
remainder of the digits for the right side of the upper
sensing a weight ---off---wheels condition. Elapsed
LCD display.
time is displayed on the lower LCD when the ET
pushbutton is pressed during flight. Elapsed time
ceases when the PSEU signals a weight ---on---
OVERSPEED WARNING
wheels condition at landing. The elapsed time can
only be reset to zero when the airplane has landed.
An overspeed warning horn, located in the flight
Chronometer Display compartment, sounds an intermittent 1000 Hz tone
when the aircraft exceeds its maximum operating
Chronometer data are displayed as minutes on the speed (Vmo). The air data computers sense air-
lower 4 digit LCD and seconds on the sweep second speed and conditions effecting Vmo accordingly.
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The air data computers method of computing Vmo quent analysis or investigation of incidents or acci-
and sensing airspeed using true airspeed values is dents. The system consists of a crash protected flight
more accurate than the Vmo indication provided by data tape recorder mounted in the tail cone, an ac-
the airspeed indicators. The result is that the air- quisition/measurement unit mounted on the avionics
speed overspeed warning may occur at a speed up rack, a three axis accelerometer located on the rear
to 6 kts. greater than the Vmo indication on the air- spar, and a control panel located on the overhead
speed indicators. console in the flight compartment. The system is en-
ergized when the anti---collision lights are on and the
The aircraft overspeed warning circuits can be aircraft electrical system is powered. The system is
checked by selecting the ADC test switch, located on also energized without the anti---collision lights being
the pilot’s side console panel. turned on when the aircraft leaves the ground. A FLT
DATA RECORDER caution light on the caution lights
TAKE---OFF WARNING SYSTEM
panel illuminates whenever the flight data recorder is
A take---off warning horn, located in the flight com- inoperative.
partment, sounds an intermittent 1000 Hz tone to
alert the crew if a take---off is being commenced with Data is recorded on a mylar based magnetic record-
detrimental conditions existing. The horn is operated ing tape to provide a crash---survivable record of criti-
by position switches incorporated in the power le- cal flight parameters for the previous 25 hours. Play-
vers, condition levers, parking brake lever, elevator back of recorded information is only possible by
trim, flap position indicator, engine ECU rating selec- maintenance personnel. The flight data tape record-
tor, and weight ---on---wheels signals from the proxim- er is equipped with an underwater locater beacon
ity switch electronic unit (PSEU). that automatically emits a sonar ’ping’ when the unit
is immersed in water.
The conditions that cause the take---off warning horn
to sound are: For system test select the FLIGHT DATA RECORDER
switch on the overhead console to the momentary
Weight on all wheels, one or both power levers ad- GND TEST. The FLT DATA RECORDER caution light
vanced above 12 degrees above flight idle, and any will go out to indicate serviceability.
one or more of the following conditions.
a. elevator trim out of the take---off range. RADIO ALTIMETER
b. flaps extended more than 20 degrees or less A radio altimeter provides a measurement of aircraft
than 5 degrees. altitude above the terrain with a 0 to 2500 feet operat-
ing range. Radio altitude information is displayed on
c. one or both condition levers not at MAX. the HSI. Radio altitude is also used by the ground
proximity warning system and is available to the flight
d. parking brake lever selected to PARK.
guidance computers, air data computers, and flight
e. engine ECU rating selector not at take---off data recorder via the ASCB.
power (TOP).
The system consists of a transmitter receiver unit
mounted under the cabin floor and two antennas on
The take---off warning will cease when the detrimen-
the underside of the fuselage. The system is ener-
tal conditions are corrected.
gized by the aircraft’s electrical system and operates
FLIGHT DATA RECORDER automatically.
The digital flight data recorder system assesses, A radio altimeter self test and a radio altitude decision
measures and records parameters of flight for subse- height can be selected on each ADI.
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WEATHER MODE PUSHBUTTON (WX) --- one waypoint for each bearing pointer
(alternate action) and VOR/DME ground station positions
is displayed (when in range as selected
PUSH --- displays weather radar returns on the EHSI on weather radar)
partial compass format
--- WX and MAP may be selected together
--- if initially in compass format display, the display to provide weather radar returns and
dod1430000_002.doc, dbc, 29/02/96
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G AIRPLANE SYMBOL
S
10 10 --- serves as a stationary representation of
the airplane
20 20
200 DH DH 140 RA
MARKER BEACON ANNUNCIATOR
--- white marker beacon box
appears whenever a valid ILS signal is
selected to the EHSI
--- appropriate O for outer (blue) marker, M
for middle (amber) marker or I for inner
(white) marker appears in box
EXPANDED LOCALIZER
--- displayed in place of the rate of turn display (see NOTE: RATE OF TURN POINTER and
NOTE) whenever a valid ILS signal is selected to SCALE
the EHSI
--- replaces expanded localizer when not
--- 7.5 times more sensitive than standard localizer tuned to an ILS frequency
deviation display and is normally used for
--- rate---of---turn is indicated by the position
assessment only
of pointer against scale indices
dod1420000_001.dg/doc, 17/01/95
HDG
SINGLE CUE COMMAND POINTER
ASEL *
HSI > (If installed)
ATT2 --- displays computed flight guidance
20 20
SPD commands to approach and maintain
F
10 10
a desired flight path
10 10
S
20 20
GLIDESLOPE POINTER AND SCALE
--- in view when associated NAV receiver is
200 DH 140RA tuned to an ILS frequency
DH
--- presents a fly---to---the---pointer display of
aircraft deviation from the glideslope beam
--- letter G is annunciated inside the pointer
--- if pointer moves off scale, the letter G
remains in view at the maximum deflection
PILOT’S INSTRUMENT PANEL position of the scale
COPILOT’S INSTRUMENT PANEL --- display flashes amber if glideslope
deviation exceeds Category ll limits
--- letter E annunciated inside pointer when
MLS (if installed) is selected
INCLINOMETER
--- provides slip or skid indication as an aid
dod13_143000_003.dg/doc, pb, 01/05/95
AIRPLANE SYMBOL
RISING RUNWAY --- serves as a stationary representation
--- appears at 200 ft AGL of the airplane
--- rises when below 200 ft AGL
ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI)
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OPERATING DATA MANUAL
20 20
M
AP MSG
RADIO ALTITUDE FAILURE
-- -- -- DH DH ------ RA --- failure of the radio altimeter causes
amber dashes to replace numerical
values
--- rising runway will be removed from
PILOT’S INSTRUMENT PANEL the display (if present)
COPILOT’S INSTRUMENT PANEL
--- amber dashes replace the numerical values amber DH will appear inside the white
during DH selector circuit failure self---test box
GLIDESLOPE FAILURE
AOA
F ATT --- pointer is removed and a ‘X’ is drawn
FAIL
through the scale
G
--- letter G remains at the zero deviation
position to identify the invalid information
S
INTERNAL FAILURE
--- failure of the symbol generator will blank
both the EADI and EHSI
COURSE DISPLAY
--- digital display of selected course (corresponds to
course select pointer)
HEADING SELECT BUG (blue)
HEADING SOURCE ANNUNCIATOR (white) --- indicates selected heading used for the flight
guidance heading mode
--- MAG 1 or MAG 2 annunciation is displayed
when EHSI is selected to its normal --- positioned on the heading dial by rotating the
compass heading source remote heading knob
DISTANCE DISPLAY
PILOT’S INSTRUMENT PANEL --- indicates distance in nautical miles to the selected
COPILOT’S INSTRUMENT PANEL VOR/DME or RNAV waypoint (if installed)
TO/FROM ANNUNCIATOR
--- two arrows 180_ apart indicate whether the
selected course is TO or FROM the station
selector knob
--- select a magnetic bearing that coincides with
desired VOR radial or ILS course
--- rotates with the heading dial
CRS MAG1
--- during ILS operation each dot represents
NAV1
315 H 2.1 NM 1_ deviation from centerline
WX
WPT G
GLIDESLOPE POINTER
VOR1
--- displays glideslope or elevation deviation
ADF
--- pointer in view when tuned to a valid
HDS GSPD
319 130 KTS
frequency
--- G (glideslope), E (MLS) or V (VNAV)
annunciated inside pointer to indicate the
type of information being displayed
WPT
G
VOR1
ADF
HDG GSPD
319 130 KTS
NOTE
The presence of each display depends upon
flight phase, navigation radio tuning and
installed navigation equipment.
--- indicates waypoint message --- annunciations are amber if both EHSIs
are selected to the same compass
heading source
WEATHER RADAR FAILURE (amber)
--- WX annunciator in amber indicates
weather radar failure WEATHER TARGET ALERT
COURSE SELECT FAILURE (amber) --- green TGT indicates an armed condition
--- amber dashes replace the digital --- amber TGT indicates an alarm condition
display indicating system failure --- amber VAR indicates variable gain
selected which automatically deactivates
target alert
ADF
HDG GSPD DME DISPLAY FAILURE (amber)
------ ------KTS
--- amber dashes replace the digital display
indicating system failure
RANGE RINGS
--- outer ring is compass card boundary and
represents the selected range on the weather
range
--- inner ring represents one---half the range setting
of the weather radar
HEADING DISTANCE
SELECT BUG DISPLAY
DTRK MAG1 321 FMSI
315 TO 30 NM
HEADING DIAL 05
RANGE
WEATHER 04
RINGS
03
MULTIPLE LRN 50
WAYPOINTS VOR2
HDG GSPD
VOR STATION
319 260 KTS NAVAID,
BLUE FOR VOR 1.
NAVAID GREEN FOR VOR 2.
SOURCE
ANNUNCIATOR
GROUND
SPEED
HEADING DISPLAY
SELECT COURSE AIRCRAFT
DISPLAY DEVIATION BAR SYMBOL
AND SCALE
dod1420000_011.dg, kms/pb, 16/01/95
COURSE/DESIRED GLIDESLOPE
TRACK DISPLAY OR ELEVATION
CRS FR NAV1 120 NM
022 ATT2 DEVIATION POINTER
20 20
AIRCRAFT AND SCALE
SYMBOL 10 10
G
COURSE
HEADING SELECT
DISPLAY 10 10 POINTER
010 0 00
CMPI 33 0 0 03 MARKER
HEADING 140 RA BEACON
200 DH DH
SELECT
DISPLAY RADIO
ALTITUDE
HEADING DISPLAY
SOURCE
ANNUNCIATOR HEADING
TAPE
DECISION DISPLAY
HEIGHT
DISPLAY FORE COURSE OR COURSE OR DECISION
LUBBER AZIMUTH AZIMUTH HEIGHT
dod1420000_012.dg, kms/pb, 16/01/95
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MAR 17/95 14.30 SERIES 300
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OPERATING DATA MANUAL
Reversionary Mode (Mod 8/1257 airplanes)
ELECTRONIC FLIGHT INSTRUMENT SYSTEM If a symbol generator fails, pushing the REVN push-
button, located above the failed EADI, will duplicate
The optional electronic flight instrument system
the cross side display on the failed side. This rever-
(EFIS) replaces the electromechanical ADI and HSI
sionary mode is annunciated on both EADIs by a
with two cathode---ray tube (CRT) electronic display
SG1 or SG2 annunciation representing which sym-
units. The upper display is the electronic attitude di-
bol generator is producing the displays. The display
rector indicator (EADI) and the lower display is the
controller of the operational symbol generator con-
electronic horizontal situation indicators (EHSI). In
trols both EADI and EHSI displays during reversion-
addition, a display controller and a symbol generator
ary mode. Selecting the REVN pushbutton on the
are added for each instrument system.
failed side a second time reverts the EADI and EHSI
The EADI and EHSI display the images generated by on that side back to the original failed condition. The
the symbol generator. Display format of attitude, REVN pushbuttons have no function unless a sym-
heading, and navigation source is selected by the re- bol generator failure occurs.
lated display controller.
EFIS DISPLAY CONTROLLER
The No. 1 symbol generator and pilot’s display con-
troller operate the pilot’s EADI and EHSI. The No. 2 The EFIS display controller allows selection of the de-
symbol generator and copilot’s display controller op- sired display format on the EADI and EHSI. The con-
erate the copilot’s EADI and EHSI. troller also includes two bearing select knobs, ADI
DIM control, HSI DIM control, and TEST pushbutton.
The exceptions to this arrangement are when a sym-
bol generator or display unit fails. The EFIS portion of the test is only functional on the
ground. The radio altimeter portion of the test is func-
Composite Mode
tional at all times except during GS CAP/TRK or EL
If a display unit (EADI or EHSI) fails, turning the failed CAP/TRK flight guidance modes.
unit off will select the composite mode. The compos-
ite mode combines the information that is normally ELECTRONIC ATTITUDE DIRECTOR INDICATOR
on both display units (EADI and EHSI) onto the re-
maining operational display (same side). The display The electronic attitude director indicator (EADI) com-
unit displaying the composite mode is still operating bines a sphere---type attitude display with lateral and
from its normal symbol generator and display con- vertical flight guidance command bars (or single cue
troller. command pointer) to provide the guidance neces-
sary to intercept and maintain a desired flight path.
As in normal EADI and EHSI presentations, all ele- The EADI provides the following display information:
ments are not displayed at the same time. The pres-
--- Glideslope or Elevation Deviation
ence of each display element is determined by flight
--- Expanded Localizer or Azimuth Deviation
phase, navigation radio tuning, radio altimeter alti-
--- Radio Altitude (Rising Runway and Digital)
tude and selected flight director modes. The failure,
--- Decision Height
caution, and warning annunciations are similar to the
--- Marker Beacon Annunciation
normal EADI and EHSI displays.
--- Rate of Turn
--- Speed Command
--- Attitude Source
--- VNAV Commands (if installed)
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SERIES 300
14.40 MAR 17/95
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OPERATING DATA MANUAL
The EADI receives pitch and roll inputs from the atti- aircraft slip or skid indication to assist turn coordina-
tude/heading reference system (AHRS). tion.
A flight director failure will remove the command bars Attitude Source Annunciation --- An amber annunci-
(or single cue pointer) and all FD mode annunci- ation of the EADI attitude source (ATT 1 for No. 1
ations. In the event of an EADI failure, select the ADI AHRS; ATT 2 for No. 2 AHRS) is displayed when both
DIM control to the OFF position to allow the compos- EADIs are selected to the same source.
ite mode to be displayed on the EHSI. Flight Guidance Controller Mode Annunciation ---
Flight guidance modes annunciated in the ID ---802
When below 2500 feet AGL, radio altitude is dis-
Advisory Display are also displayed on the EADI. The
played in the lower right hand corner. Amber dashes
following, with an associated heading, are annun-
indicate that radio altitude data is invalid. The display
ciated in the upper left corner of the EADI: HDG, LOC,
is blank if the radio altitude is above 2500 feet.
VOR and VOR APP. The following are annunciated in
the upper right corner of the EADI: IAS, VS, ALT, GS
A relative speed indication is displayed on the left
and A SEL. Mode selection is indicated by a white an-
side of the indicator. The speed indication is a FAST
nunciation. Mode capture is indicated by the
or SLOW indication relative to 1.3 times the aircraft
associated mode annunciation changing from white
stall speed (Vs), and is intended for use in an ap-
to green. In addition to the above, AP MSG is annun-
proach or during slow flight.
ciated on the lower right of the EADI to indicate an au-
topilot message on the ID ---802 Advisory Display. An
When descending through the selected decision
amber ‘HSI>’ or ‘<HSI’ legend is annunciated in the
height an amber DH will appear inside a white box to
upper left corner on the HSI not selected by the
warn the pilot.
GC801 HSI SEL button to indicate that opposite side
EADI Display Indicators navigation is being processed by the FGCs.
Fast/Slow Indicator --- The pointer provides indica- Decision Height Failure --- In the event of a failure in
tion of approach speed relative to VREF. The airspeed the DH selector circuits or during self---test, amber
indicator remains the primary approach speed indi- dashes will replace the numerical values of the deci-
cator. sion height display.
Marker Beacon Annunciator --- A white marker bea- Common Symbol Generator --- When in the Rever-
con box appears whenever a valid ILS signal is se- sionary mode and one Symbol Generator is driving
lected to the EHSI. When a marker beacon is re- both the pilot and copilot display units, a reversionary
ceived, an appropriate O for outer (blue), M for warning is displayed in amber which indicates the
middle (amber), or I for inner (white) marker appear display source. As appropriate, SG 1 or SG 2 will ap-
in the marker beacon box. pear in the upper left corner in amber.
Radio Altitude Display --- A four digit display indicates Red EADI Failure Annunciations
radio altimeter altitude for ---20 to 2500 feet to within
the nearest 10 feet above 200 feet of altitude, and the Attitude Failure --- In the event of a failure of the atti-
nearest 5 feet below 200 feet altitude. The display is tude display, the pitch scale and roll pointer will be re-
blanked above 2500 feet. Below 2500 feet, the dis- moved, the sphere will be blue and a red ATT FAIL will
play will show dashes if the radio altitude signal is in- be displayed in the middle of the sphere upper half.
valid.
Glideslope, Expanded Localizer and Rate---of---Turn
Rising Runway --- Radio altimeter altitude is dis- Failures --- In the event of a failure of any of these sys-
played by the relative position of the rising runway tems, the pointer is removed and a red ‘X’ is dis-
symbol to the the aircraft symbol. The rising runway played through the scale. The letter ‘G’ remains at
appears at 200 feet RA and moves toward the aircraft the zero deviation position to identify invalid informa-
symbol, contacting the bottom of the symbolic air- tion.
craft at touchdown. If the radio altitude is invalid, the
rising runway is out of view. Fast/Slow Indicator Failure --- Failure of the Fast/Slow
indicator is displayed by a red ‘X’ through the indica-
Decision Height Display --- Decision height is dis- tor scale. The Fast/Slow pointer is not displayed.
played by a three digit display that is set by the DH/
TST control on the EFIS controller from 0 to 990 feet Internal Failure --- In the event of internal failure within
in 10 foot increments. a symbol generator itself, the displays will be blank. A
failure of the input/output processor of a symbol gen-
Amber EADI Caution and Failure Annunciations erator will be indicated by a red ‘X’ centered on the
EADI and EHSI displays with annunciations SG FAIL.
Attitude Source --- No attitude source is annunciated SG FAIL is annunciated in red on the EADI and amber
if the pilot and copilot are using normal attitude on the EHSI.
Page 3
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14.40 MAR 17/95
ELECTRONIC HORIZONTAL SITUATION
D
OPERATING DATA MANUAL
Pressing the WX button the EFIS controller allows
INDICATOR weather radar returns to be displayed on the partial
compass format.
The electronic horizontal situation indicator (EHSI)
combines numerous displays to provide a map---like When RNAV (if installed) is selected to the EHSI and
presentation of the airplane position. The EHSI dis- MAP is selected on the EFIS controller, multiple
plays airplane displacement relative to VOR radials, RNAV waypoints are displayed on the partial com-
localizer, and glideslope beam. At power up, the pass format. With the multiple waypoint MAP display,
EHSI presents a full compass display. By pressing the course select pointer and deviation bar are re-
the MAP pushbutton, on the display controller, the placed by a smaller course deviation bar and scale at
full compass display is changed to a partial compass the bottom of the display.
format. If weather radar returns are desired, pressing
the WX pushbutton, on the display controller, will dis- EHSI Display Indicators
play the radar returns on the partial compass format.
The basic heading and course deviation display of
The EHSI receives heading information from the atti- the EHSI is similar to a conventional HSI and consists
tude/heading reference system (AHRS) and is the of the following:
master heading indicator.
Heading Display --- Gyro stabilized magnetic com-
Each instrument remote controller, located on the pass information from the AHRS system is displayed
glareshield panel, provides heading and course on the heading dial which rotates with the aircraft
selection for its respective EHSI. The HEADING se- through 360_. The heading dial is graduated in 5_ in-
lector knob adjusts the heading bug; the COURSE crements. Fixed heading marks are at the fore and aft
selector knob adjusts the course pointer. lubber line positions and at 45_ bearings.
In the event of an EHSI failure, select the HSI DIM Heading Select Bug and Display --- A notched blue
control on the display controller to the OFF position heading select bug is positioned on the heading dial
to allow the composite mode to be displayed on the by rotating the remote heading knob located on the
EADI. glareshield panel (one for each HSI). The bug is used
to indicate a selected heading which is used for the
When more than one type of navigation receiver is in- flight guidance heading mode when operational. A
stalled in the aircraft (VOR, MLS, RNAV, TACAN etc), digital display of the selected heading is in the lower
the type of navigation signal displayed on a EHSI for left corner of the EHSI.
course deviation is first selected with the NAV SEL
switch and the appropriate V/L, MLS, or AUX switch Aircraft Symbol --- A fixed miniature aircraft symbol
on the flight guidance controller. Subsequent selec- corresponds to the longitudinal axis of the the aircraft
tion of a NAV REV pushbutton on the display control- and lubber line markings. The symbolic aircraft posi-
ler selects between the No. 1 and No. 2 of that type of tion and heading with respect to the rotating heading
receiver. dial gives the aircraft position in relation to a VOR
course.
EHSI Partial Compass Format
Course Select Pointer --- The yellow course pointer is
The partial compass mode displays a 90_ arc of the positioned on the rotating heading dial by a remote
heading dial with range rings. The outer range ring course knob, one located on each glareshield panel
represents the selected range on the weather radar. for each EHSI, to select a magnetic bearing that coin-
The range annunciation on the inner ring represents cides with the desired VOR radial or localizer course.
one half the range setting of the weather radar. The course pointer rotates with the rotating heading
dial. The tail of the course select pointer acts as a re-
Pressing the MAP button on the EFIS controller dis- ciprocal course pointer to indicate the 180_ recipro-
plays the partial compass format with navigation po- cal of the selected course. A digital readout of the se-
sition locaters that are selected in conjunction with lected course is displayed on the upper left of the
the bearing pointer selection. EHSI display.
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MAR 17/95 14.40 SERIES 300
D
OPERATING DATA MANUAL
Course Bar --- The course bar represents the center- The bearing pointers and source annunciation are
line of the selected VOR or localizer course. The air- removed from the display when the bearing pointer is
craft symbol shows pictorially actual aircraft position selected to OFF.
in relation to the selected course. In VOR operation,
each dot represents 5_ deviation from centerline. In Weather Radar Mode Annunciation --- A weather ra-
ILS operation, each dot represents 1.5_ deviation dar mode annunciator indicates the weather radar
from centerline. mode selected on the weather radar indicator.
Nav TO---FROM Annunciator --- An arrowhead in the Compass Synchronization Annunciator --- Compass
center of the EHSI indicates whether the selected synchronization is displayed by a dot or a cross sym-
course is TO or FROM the station. The TO---FROM bol which indicates the direction of compass slewing
annunciator is not in view during localizer operation. in the slaved mode. The synchronization annunciator
is removed during unslaved compass operation.
Distance Display --- The distance display indicates
the nautical miles to the VOR/DME or RNAV waypoint Amber EHSI Caution and Failure Annunciations
(if installed). The distance is displayed in a 0 --- 399.9
nautical mile format. DME HOLD is indicated by an Heading Source Annunciator --- A white CMPS 1 or
amber ‘H’ adjacent to the distance readout. VOR/ CMPS 2 annunciation is displayed on the EHSI when
DME or RNAV (if installed) distance is presented on it is selected to its normal compass heading source.
the pilot’s EHSI display. No.2 VOR/DME or RNAV (if If the pilot’s and copilot’s EHSIs are selected to the
installed) is displayed on the copilot’s EHSI. In single same compass heading source, the annunciation is
DME installations, No.1 VOR/DME is displayed on amber.
both EHSIs
Navigation Source Annunciator --- A white navigation
Ground Speed or Time---to---Go Display --- Pressing annunciation is displayed on the EHSI to indicate
the GS/TTG button on the EFIS controller alternately that the normal source of the navigation receiver in-
displays ground speed or Time---to Go on both the formation is being used for course deviation display.
pilot’s and copilot’s EHSI. Ground speed is calcu- If the pilot’s and copilot’s EHSIs are selected to the
lated by the EFIS using No.1 VOR/DME distance in- same navigation source, the annunciation is amber.
formation.
DME Hold Annunciation --- When the DME is in the
Glideslope Pointer and Scale --- A glideslope pointer hold mode, an amber ‘H’ is displayed to the left of the
and scale are displayed on the right side of the EHSI numerical DME readout. The pilot’s DME hold
when VHF NAV source is selected on the EHSI and switchlight, located on the pilot’s instrument panel,
that NAV source is tuned to a localizer frequency. The operates the No.1 DME hold feature. The copilot’s
glideslope pointer and scale present a fly---to---the--- DME hold switchlight, located on the copilot’s instru-
pointer display of aircraft deviation from the glides- ment panel, operates No. 2 DME hold mode. For
lope beam. The letter ‘G’ is annunciated inside the single DME installation, both the pilot’s and copilot’s
pointer. When the pointer moves off the scale, the let- switchlights operate No.1 VOR/DME.
ter ‘G’ remains in view at maximum deflection. As the
pointer comes on to the scale it will pick up the letter Weather Radar Mode Annunciator --- A green ‘WX’
and carry it inside the pointer as it moves about the annunciation in the upper left corner of the EHSI indi-
scale. cates the weather radar is operational. An amber
‘WX’ annunciation in the upper left corner indicates a
Bearing Pointers --- The bearing pointers indicate rel- weather radar failure.
ative bearing to the selected navigation aid. Two
bearing pointers, a blue ‘O’ shaped pointer and a Weather Target Alert --- Weather target alerts are an-
green, diamond---shaped pointer are available and nunciated on the EHSI in the upper right corner. A
can be tuned to navigation aids or selected OFF from green TGT indicates an armed condition while an
the EFIS controller. The source navigation aid for amber TGT indicates an alert condition. An amber
each bearing pointer is annunciated on the left side VAR indicates variable gain selected which automati-
of the EHSI below the appropriate pointer symbol. cally deactivates target alert.
Page 5
SERIES 300
14.40 MAR 17/95
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OPERATING DATA MANUAL
Display Failures --- When any of the following sys- course and digital heading select readouts are
tems fail, the digital display is replaced by amber dashed and a red HDG FAIL is displayed at the top of
dashes: the heading dial.
--- Time---To---Go (TTG) Course Deviation, Azimuth Deviation, Vertical Devi-
--- Course Select (CRS) ation, Glideslope Deviation or Elevation Deviation
--- Distance Measuring Equipment (DME) Failure --- A failure of any of these systems results in
--- Heading Select (HDG) the removal of the deviation pointer and a red ‘X’
--- Ground Speed (GSPD) drawn through the scale.
Red EHSI Failure Annunciations
Internal Failure --- In the event of an internal failure
Heading Failure --- A failure of the heading system within the display system, the display will be blank. A
valid results in the removal of bearing annunciators, failure of the input/output processor will be indicated
bearing pointers, select course pointer, course devi- by a red ‘X’ centered on the EADI and EHSI displays
ation pointer, course scale and the red ‘X’ across with an annunciation of SG FAIL. SG FAIL is annun-
course scale if deviation is invalid. The digital select ciated in red on the EADI and amber on the EHSI.
Page 6
MAR 17/95 14.40 SERIES 300
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OPERATING DATA MANUAL
CHAPTER 15
FUEL
PAGE
Page 1
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15.00 MAR 17/95
D
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Page 2
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D
OPERATING DATA MANUAL
(CR828CH00028 or CR828CH00029---
fuel indicated in kilograms)
REFUEL/DEFUEL PANEL
Page 2
MAR 17/95 15.10 SERIES 300
D
OPERATING DATA MANUAL
Fuel is contained in two integral main wing tanks, Fuel to each engine is fed from the collector tank and
designated No. 1 (left) and No. 2 (right). Each wing delivered to the Hydromechanical Control Unit
tank includes a collector tank which houses its asso- (HMU). Two pumps perform this function, a main en-
ciated AC auxiliary pump. Fuel from each collector gine driven pump and a boost ejector pump. The
tank supplies its respective engine. No crossfeed ca- ejector pump draws fuel from the collector tank and
pability is provided. delivers it to the main pump inlet continuously
throughout the normal engine operating range. The
Positive main tank venting is into a surge tank pro-
main pump then delivers the fuel directly to the HMU.
vided at each wing tip. Any fuel accumulated into the
surge tank drains back to the main tanks.
If the main pump inlet boost pressure drops below
FUEL QUANTITY 5.5 psi, the respective ENG FUEL PRESS caution
light illuminates.
Fuel quantity indication is measured by six fuel
probes in each tank. Usable fuel quantity in each An AC (variable frequency) auxiliary pump serves as
main tank is displayed in pounds on two fuel quantity a back up source of fuel boost pressure to the main
indicators in the flight compartment and repeated on pump if the ejector pump fails to provide the mini-
the Refuel/Defuel panel in No.2 nacelle. On airplanes mum boost pressure. A green advisory light adjacent
incorporating CR828CH00028 or CR828CH00029, to the AUX PUMP switch, illuminates when the auxil-
fuel is displayed in kilograms. iary pump is selected ON and providing fuel boost
pressure.
When the fuel in either collector tank drops below
130 pounds, the associated TANK FUEL LOW cau- The engine feed system for each tank incorporates
tion light illuminates and the master caution light an emergency shut off valve which closes when the
flashes. associated PULL FUEL OFF handle on the fire pro-
tection panel is pulled. Adjacent fuel valve position
FUEL TEMPERATURE
indicator lights display when either valve is open or
The fuel temperature in the left collector tank is dis- closed.
played on the fuel temperature indicator whenever
the left secondary bus is energized. The fuel supply to each engine is heated and filtered
before entering the engine driven fuel pump. If the
The fuel supply to each engine is heated prior to en- fuel filter becomes restricted, fuel bypasses the filter
tering the engine driven fuel pump. The temperature to supply the engine and illuminates the respective
is displayed on the respective temperature indicators FUEL FLTR BYPASS caution light and master caution
on the engine instrument panel. light.
Page 1
SERIES 300
15.20 MAR 17/95
D
OPERATING DATA MANUAL
FUEL QUANTITY
Page 2
MAR 17/95 15.20 SERIES 300
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FUEL GRADE: Fuels conforming to any of the following specifications are approved
for use. Mixing of fuels is permitted.
CANADIAN U.S.
KEROSENE TYPE
Fuel additives: Fuel system anti---ice inhibitors (MIL--- I ---27686D and MIL--- I ---27686E)
are approved for use with approved fuels.
CAUTION
The maximum concentration of fuel system anti---ice inhibitor (MIL--- I
---27686D and MIL--- I ---27686E) allowed in percentage by volume must not
exceed 0.15.
Usable fuel: Fuel remaining in fuel tanks when quantity indicators show zero fuel is
not usable in flight. Usable fuel tank capacities are 1287 kg (2839 lbs) per
tank.
Tank 1 and tank 2 auxiliary pumps must be on for take---off and landing.
Continuous operation with fuel heater outlet temperature indication below 11_C or above 57_C is prohibited.
Page 4
MAR 17/95
NOV 28/03 15.20 SERIES 300
D
OPERATING DATA MANUAL
CAUTION LIGHT
CAUTION LIGHT
Page 5
SERIES 300
15.20 MAR 17/95
D
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Page 6
MAR 17/95 15.20 SERIES 300
D
OPERATING DATA MANUAL
REFUEL/DEFUEL SCHEMATIC
Page 7
SERIES 300
15.20 MAR 17/95
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OPERATING DATA MANUAL
FUEL TRANSFER SYSTEM ing adapter is through an access door which illumi-
nates the panel on opening.
The fuel transfer system transfers fuel from tank to
tank to correct any lateral imbalance if an engine is When the refuel/defuel master switch is selected to
shutdown. The system is controlled by a single trans- REFUEL, all appropriate fueling valves are activated.
fer switch on the fuel control panel. Transfering is not These fueling valves control the fuel flow from the
possible if refueling is in progress. pressurized manifold to the tanks. The control cir-
cuits compare the quantity selected by the bug with
During transfer, the auxiliary pump of the donor tank the existing tank level, and opens the associated re-
is activated to pump fuel through the transfer man- fueling valves until the actual quantity in each tank
ifold to the receiving tank. A flow control valve in the corresponding to the bug setting. When the desired
receiving tank opens to admit fuel while the corre- quantity (as selected on the quantity indicators) is
sponding valve of the donor tank remains closed. reached, or, whenever the tanks are full, the control
valves automatically shutoff the fuel flow to the tanks.
Electrically operated shutoff valves open when the Advisory lights on the refuel/defuel control panel indi-
transfer system is active and close when system is cate the position of the fuel control valves when fuel-
shut off. The position of each valve is shown by OPEN ing is in progress.
and CLOSED advisory lights.
A dump valve in each tank protects the tanks from
The refuel/transfer servo valve is controlled by the damage due to overfilling should the normal and
fuel transfer switch and opens in the receiving tank backup fuel shutoff functions fail. Any excess fuel en-
during fuel transfer and pressure refueling. When the tering the main tanks is pumped via the dump valve
transfer system is deactivated, the refuel/transfer into the surge tank and then dumped overboard
servo valve closes causing the refuel/defuel/transfer through the surge tank vents. Should the surge tank
shutoff valve to close, terminating the fuel transfer. vents become blocked, increased pressure on the
tanks dumps fuel overboard via a pressure relief
A pressure refueling pilot valve protects both tanks valve through vents below each wing.
from overfilling during pressure refueling or the re-
ceiving fuel tank during fuel transfer by shutting the A pre---check test system simulates filled tanks there-
fuel off when the desired level in the tank is reached. by ensuring the serviceability and operation of the
automatic shutoff system. During test, when the left
FUELING or right tank is selected, refueling through the man-
ifold stops. Refueling to the tank resumes when the
Normal pressure fueling is accomplished through a
switch is released.
single pressure refueling adapter under the aft end of
the No. 2 nacelle. Both tanks are filled simultaneous- NOTE
ly when filled from the refueling adapter. Automatic
pressure refueling is controlled from the refuel con- The refueling control circuits are armed
trol panel adjacent to the refueling adapter. Manual through switches activated by the dump
refueling is accomplished through over the wing filler valves. This ensures that dump valves are fully
ports. Access to the refuel control panel and refuel- open before refueling can take place.
Page 8
MAR 17/95
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OPERATING DATA MANUAL
DEFUELING NOTE
During defueling, the flow through the refuel/defuel The refuel/defuel panel access door can be
manifold is reversed so that fuel flows from the tanks closed with the master refuel/defuel switch at
back into a receiving fuel truck. REFUEL or DEFUEL. With the panel closed,
the only indication that REFUEL or DEFUEL is
When the refuel/defuel master switch is selected to still selected, is illumination of the FUELING
DEFUEL, the shutoff valves operate automatically to ON caution light in the flight compartment.
limit defueling to a preset quantity. If variable fre- Fuel cannot be transferred when the FUELING
quency AC power is used, the auxiliary pumps acti- ON caution light is illuminated.
vate automatically to aid the defueling process. In the
absence of a suction defueling facility but with an AC
power source available, pressure defueling may be
accomplished using the auxiliary fuel pumps.
Page 9
SERIES 300
15.20 MAR 17/95
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Page 10
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CHAPTER 16
HYDRAULICS
PAGE
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16.00 MAR 17/95
SEPT 30/02
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OPERATING DATA MANUAL
Page 2
MAR 17/95 16.00 SERIES 300
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CAUTION LIGHTS
CAUTION LIGHTS
#1 HYD
ISO VLV
HYDRAULIC ISOLATION VALVE CAUTION
CAUTION LIGHTS
LIGHTS (amber) (MOD 8/2781)
ILLUMINATED --- indicates inadequate system
#2 HYD pressure due to hydraulic fluid loss,
ISO VLV respective isolation valve is closed.
CAUTION LIGHTS
CAUTION LIGHTS
Page 2
MAR 17/95
APR 25/01 16.10 SERIES 300
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OPERATING DATA MANUAL
No. 1 main hydraulic system operates the following: When the STBY HYD PRESS toggle switches are se-
lected to the 1 or 2 position, the appropriate system
a. wing flaps stand---by pump is activated continuously, irrespec-
b. mainwheel brakes tive of the flap selector position.
Page 1
SERIES 300
16.20 MAR
APR 17/95
25/01
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OPERATING DATA MANUAL
On aircraft incorporating Mod 8/1983, in the event of rudder actuator from all other hydraulic systems to
a low hydraulic fluid return pressure or a low hydrau- maintain hydraulic pressure to the rudder in the
lic fluid volume in the No. 2 hydraulic system, a pneu- event of hydraulic power loss.
matically operated valve automatically isolates the
rudder hydraulic circuits from the remainder of the
No. 2 hydraulic system. The No. 2 standby hydraulic
POWER TRANSFER UNIT
pump will continue to operate within this circuit and
thus provide rudder control in the event of failure of The PTU consists of a hydraulic motor, powered by
both No.1 and No. 2 hydraulic systems. No. 1 system, driving a pump in No. 2 system. Hy-
draulic fluid is not transferred between systems dur-
On aircraft incorporating Mod 8/2781, the No.1 and ing PTU operation. The purpose of the PTU is to ap-
No.2 hydraulic systems each include a rudder isola- ply hydraulic power to No. 2 system, allowing landing
tion valve (RIV) which is normally open. When there gear extension and retraction in the event of No. 2 en-
is inadequate system pressure due to hydraulic fluid gine failure. Operation of the PTU is indicated by illu-
loss, the isolation valve closes and the #1 or #2 HYD mination of the HYD PWR PTU SEL switchlight
ISO VLV caution light turns on . The RIV isolates the (green) on the copilot’s instrument panel.
Page 2
MAR25/01
APR 17/95 16.20 SERIES 300
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OPERATING DATA MANUAL
Engine Engine
Driven SPU SPU Driven
Pump #1 #2 Pump
#1 #2
Reservoir #1 Reservoir #2
Level switch Level switch
Wing Flaps
Inboard Roll Outboard Roll
Spoilers Spoilers
Mainwheel
Brakes
Parking Brakes
EMERGENCY SYSTEM
HAND PUMP
dod03_162000_004.dg, jc, 20/09/02
Page 3
SERIES 300
16.20 MAR 17/95
SEPT 30/02
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OPERATING DATA MANUAL
Engine Engine
Driven SPU SPU Driven
Pump #1 #2 Pump
#1 #2
Rudder
Shut--Off Valve
Lower rudder
Upper rudder
Wing Flaps
Inboard Roll Outboard Roll
Spoilers Spoilers
Mainwheel
Brakes Parking Brakes
EMERGENCY SYSTEM
HAND PUMP
dod03_162000_005.dg, jc, 20/09/02
Page 4
MAR 17/95
SEPT 30/02 16.20 SERIES 300
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OPERATING DATA MANUAL
STANDBY MAIN
QUANTITY
TRANSMITTER
RESERVOIR
PRESSURE SUCTION SAMPLE LEVEL SWITCH OVERSPILL
(MOD 8/2781 CONTAINER
GROUND SERVICE CONNECTIONS
ONLY)
NOTES
1. No.2 System similar (MOD 8/2781).
EXTG FUEL VALVE
AFT BTL
OPEN CLOSED
FWD BTL
BOTH 2. No.2 System similar, but the SPU is
A
FAULT FAULT
A B
LOOP SELECTION
ENGINE 1
LEGEND
PULL FUEL OFF TEST
DETECTION PRESSURE BLEED & SAMPLE
RETURN DRAIN
SUCTION ELECTRICAL SIGNAL
CHECK VALVE
Page 5
SERIES 300
16.20 MAR
DEC 17/95
12/02
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OPERATING DATA MANUAL
The PTU consists of a hydraulic motor, powered by PRESSURE AND QUANTITY INDICATORS
No. 1 system, driving a pump in No. 2 system. Hy-
draulic fluid is not transferred between systems dur- Hydraulic quantity and pressure indicators for each
ing PTU operation. On Mod 8/1983 airplanes, the system are located on the copilot’s instrument panel.
PTU provides hydraulic power to the entire No. 2 hy- Individual pressure indicators for the engine driven
draulic system. The PTU activates automatically in pumps and the standby electrically---driven pumps
response to loss of No. 2 engine oil pressure and a are provided.
landing gear up selection. The PTU switches off auto- Hydraulic pressure from the main engine driven
matically when the landing gear is fully retracted pumps is indicated on the MAIN indicator for both the
No. 1 and No. 2 systems. Hydraulic pressure from
the standby electrically---driven pumps is indicated
on the STANDBY gauge. On the MAIN and STANDBY
gauges, No. 1 system is indicated on the left side and
No. 2 system is indicated on the right side.
EMERGENCY HYDRAULIC SYSTEM The hydraulic fluid quantity gauge indicates the
quantity of fluid available in each system’s main
reservoir. No. 1 reservoir is indicated on the left and
This system consists of a manually operated hand No. 2 reservoir is indicated on the right. Emergency
pump and independent reservoir and is provided reservoir quantity is measured by a dipstick.
solely for the emergency (alternate) extension of the
main landing gear only. The nose landing gear will CAUTION LIGHTS
free---fall when released. Caution lights are provided to annunciate engine hy-
draulic pump low pressure failure, standby hydraulic
pump overheat and hydraulic fluid overheat for No. 1
The emergency hand pump is located in the flight and No. 2 system. On Mod 8/1983 aircraft, a caution
compartment beneath the LANDING GEAR ALTER- light is provided to indicate failure of one of the two
NATE EXTENSION panel on the floor. The extension variable AC power sources to #2 standby hydraulic
handle for the hand pump is held in clips on the flight pump. The pump continues to operate on the re-
compartment bulkhead behind the copilot. (See maining power supply. Caution lights are located on
Chapter 18 --- LANDING GEAR). the caution lights panel.
Page 6
MAR 17/95
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OPERATING DATA MANUAL
PTU
SOLENOID
SELECTOR
POWER VALVE
TRANSFER NO.1
UNIT HYDRAULIC
SYSTEM
PRESSURE
NO.1
HYDRAULIC
SYSTEM
RETURN
HYDRAULIC HYDRAULIC
PUMP MOTOR
NO.2 ENGINE
OIL PRESSURE
SWITCH SIGNAL
AND
LANDING GEAR
UP SELECTION
PRESSURE
SWITCH
LANDING
GEAR NO.2 HYDRAULIC
EXTENSION SYSTEM RETURN
AND
RETRACTION
SYSTEM NO.2 HYDRAULIC
SYSTEM PRESSURE
LEGEND
P
R
A
2 R A
NORM PTU SEL K
K
E
1
0
HYDRAULIC PRESSURE PSI X 1000
STANDBY MAIN
HYDRAULIC RETURN
ELECTRICAL SIGNAL
CHECK VALVE
Page 8
MAR 17/95
SEPT 30/02 16.20 SERIES 300
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OPERATING DATA MANUAL
CHAPTER 18
LANDING GEAR
PAGE
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18.00 MAR 17/95
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Page 2
MAR 17/95 18.00 SERIES 300
D
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BRAKES / ANTISKID
Page 5
SERIES 300
18.10 MAR 17/95
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Page 6
MAR 17/95 18.10 SERIES 300
SYSTEM DESCRIPTION
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OPERATING DATA MANUAL
release,landing gear and gear door advisory lights
and a gear HORN MUTE/ TEST switch. The landing
GENERAL gear is selected UP or DN (down) with the landing
gear selector handle. The gear selector lever lock
The aircraft has a conventional, retractable landing release button must be held down to allow the gear
gear that is completely enclosed when retracted. The selector lever to be moved to either position. An
main gear is equipped with dual wheels and amber light in the selector handle illuminates to
multi---disc brakes with an anti---skid system. The indicate the gear is in transit when a gear selection is
nose gear is equipped with dual wheels and is made.
steerable from either a flight compartment
handwheel or the rudder pedals. The landing gear is Nine advisory lights are located at the top of the
normally operated by No.2 hydraulic system and is Landing Gear Selector Panel; three green lights
controlled by a selector in the flight compartment. indicate the respective LEFT, NOSE or RIGHT gear
Two alternate (emergency) means of extension are are down and locked; three red lights indicate
provided for the main landing gear. The nose gear respective LEFT, NOSE or RIGHT gear are unlocked
has only one means of alternate extension. Advisory (unsafe); three amber lights indicate that respective
lights are provided to indicate extension/retraction gear doors are still open after completion of either the
status. An additional downlock verification system is extension or retraction sequence (N DOOR ---nose
also available. A landing gear extension inhibit switch wheel, L DOOR ---left main, and R DOOR ---right
simulates failure conditions as a convenience for main).
flight crew training.
The Proximity Switch Electronics Unit (PSEU), using
The nose landing gear is equipped with a ground inductance---type proximity sensors, controls the
locking mechanism accessible externally on the left sequencing of landing gear and
side of the aircraft nose. Ground locking pins for the hydraulically---operated gear doors during retraction
main gear are also available and are stowed in a and extension. The PSEU also controls the landing
compartment in the airstair door. gear and gear door advisory lights. A
weight ---on---wheels (WOW) signal from proximity
GEAR OPERATION AND INDICATORS sensors in the landing gear prevents the gear from
retracting while on the ground. The PSEU activates a
Landing gear operation is controlled and monitored warning horn to provide an audible warning when the
from the Landing Gear Selector Panel on the right gear has not been extended and the aircraft is in the
side of the Engine Instrument Panel. The panel has a landing configuration (see Chapter 22 Warning
gear selector lever, selector lever lock Systems).
Page 1
SERIES 300
18.20 MAR 17/95
Retraction Sequence
D
OPERATING DATA MANUAL
of the system. Hydraulic pressure opens the main
gear rear doors and mechanically linked center
When the landing gear selector lever is selected UP, doors. Hydraulic pressure extends the main landing
hydraulic pressure from No.2 system is applied to the gear. Following main gear extension, the center and
‘retract’ side of the system. Hydraulic pressure rear doors close. The forward main gear doors
opens the main gear rear doors and mechanically remain open. Concurrent with the main gear
linked center doors. Hydraulic pressure retracts the extension sequence, the hydraulic system opens the
main landing gear. Following main gear retraction, nose gear forward doors and extends the nose
the forward, center and rear doors close. Concurrent landing gear. Following nose gear extension, the
with the main gear retraction sequence, the nose gear forward doors close hydraulically. The
hydraulic system opens the nose gear forward doors nose gear rear doors remain open.
and retracts the nose gear. Following nose gear
retraction, the forward nose gear doors close The advisory light sequence during extension
hydraulically. The aft nose gear doors are commences with the LEFT, NOSE and RIGHT red
mechanically linked and close with the retracting lights and the amber gear selector handle light
nose gear leg. illuminating. The amber door advisory lights
illuminate to indicate the hydraulically---operated
The advisory light sequence during retraction of the
gear doors remain open when the landing gear is
landing gear commences with the green LEFT,
down and locked. When the landing gear is fully
NOSE and RIGHT lights extinguishing to indicate
extended and locked in the down position, the red
that the gear is no longer locked down. Concurrent
advisory lights extinguish and the green lights
with this, the LEFT, NOSE and RIGHT red lights and
illuminate. The selector handle light also
the amber selector lever handle lights illuminate. The
extinguishes. The gear door advisory lights
amber door advisory lights illuminate to indicate the
extinguish when the hydraulically operated doors are
hydraulically---operated gear doors are open. When
closed.
the landing gear is retracted and locked in the up
position, the red advisory lights extinguish. The
Sequencing of the landing gear extension and
selector handle light also extinguishes. Finally, the
retraction is accomplished with hydraulic
gear door advisory lights extinguish to indicate the
sequencing valves. Failure of a sequencing valve is
doors have closed.
annunciated by illumination of a LDG GEAR INOP
Extension Sequence caution light on the caution light panel. The landing
gear selector lever must not be used to extend the
When the landing gear selector lever is selected to landing gear when the LDG GEAR INOP caution light
DN, hydraulic pressure is applied to the ‘extend’ side is illuminated.
Page 2
MAR 17/95
JAN 16/96 18.20 SERIES 300
LANDING GEAR EXTENSION INHIBIT SWITCH
D
OPERATING DATA MANUAL
Note
The L/G DOWN SELECT INHIBIT switch is installed in On pre---Mod 8/1983 airplanes, when using
the flight compartment roof adjacent to the LANDING PTU for alternate landing gear extension,
GEAR ALTERNATE RELEASE door above the HYD PWR PTU SEL switchlight (pre---Mod
copilot’s left shoulder. The switch is primarily a 8/0713 --- MANUAL PTU SEL switch) must be
convenience in training to enable the regular landing selected off after gear is confirmed down
gear down selection to be disabled, and provide the and locked. Maximum continuous operation
flight crew with realistic practice in using the alternate of the PTU is limited to 5 minutes.
extension system. Operation of the switch to the
INHIBIT position disconnects power from the landing Emergency Handpump
gear selector valve. The selector valve isolates all
hydraulic pressure from the landing gear system. An emergency handpump is installed to extend the
main landing gear when hydraulic power is not
ALTERNATE EXTENSION available or when the LDG GEAR INOP caution light
is illuminated. The handpump operates
The alternate extension system provides a means of
independently of the main hydraulic system. The
extending the landing gear when hydraulic power is
handpump is located beneath the LANDING GEAR
not available from the No. 2 hydraulic system. The
ALTERNATE EXTENSION door in the flight
emergency handpump must be used when the LDG
GEAR INOP caution light is illuminated. compartment floor, aft of the copilot’s seat. The
extension handle is stowed on the flight
Power Transfer Unit (PTU) compartment aft bulkhead.
The PTU consists of a hydraulic motor driven by No. 1 Emergency extension of the main landing gear is
system which drives a pump in No. 2 system. initiated by pulling the LANDING GEAR ALTERNATE
Hydraulic fluid is not transferred between systems RELEASE door on the overhead console. This
during PTU operation. The PTU provides hydraulic bypasses the normal hydraulic extension system
pressure in No. 2 system assuming that No.1 system and exposes the MAIN L/G RELEASE handle behind
is operating and that no fluid loss has occurred in No. the door. When the main landing gear release handle
2 system. is pulled, the main gear uplocks are released and the
main gear partially extends from the wheel wells. The
On pre---Mod 8/1983 airplanes, the PTU applies LANDING GEAR ALTERNATE EXTENSION door
hydraulic power to the landing gear extension and must then be fully opened allowing hydraulic fluid to
retraction system in the event of No. 2 engine failure. be redirected for emergency extension. The
extension handle can then be inserted into the pump
On Mod 8/1983 airplanes, the PTU provides handle socket and operated to complete main gear
hydraulic power to the entire No. 2 hydraulic system. extension and subsequent downlock. Both the
The PTU activates automatically in response to loss LANDING GEAR ALTERNATE EXTENSION door and
of No. 2 engine oil pressure and a landing gear up the LANDING GEAR ALTERNATE RELEASE door
selection. The PTU switches off automatically when must be left fully open following alternate landing
the landing gear is fully retracted. gear extension.
The PTU may also be selected manually at any time The NOSE L/G RELEASE handle is located forward
to raise or lower the landing gear. The PTU may be of the emergency hand pump. When the release
manually selected by pressing the guarded HYD handle is pulled, the nose gear doors uplock is
PWR PTU SEL switchlight. The switchlight released and the gear will free---fall to an extended
illuminates to indicate operation of the PTU. and locked position.
Page 3
SERIES 300
18.20 MAR
JAN17/95
16/96
NOSEWHEEL STEERING
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OPERATING DATA MANUAL
STEERING selection to be effective. An index mark
on the hand control indicates the relative position of
Directional control of the aircraft on the ground is the nosewheel against a fixed STEERING RANGE
provided by the nosewheel steering system. placard. Nosewheel steering using the hand control
Powered by the No.2 hydraulic system, control of the is limited to forward taxiing only. During reverse
steering is through a nosewheel steering electronics taxiing, the steering switch must be selected
control unit (ECU) with inputs from either the STEERING, but taxiing is limited to a straight ---back
nosewheel steering hand control or the rudder motion with no turns.
pedals. The nosewheel steering hand control turns
the nosewheel up to 60_ either side of center and is The nosewheel assumes a passive,
intended for low speed taxi. Steering with the rudder shimmy---damped, castoring mode with the steering
pedals is limited to 7_ either side of center and is switch in the OFF position, in the event of failure of
intended for high speed taxi, take---off and landing the nosewheel steering ECU or if the limit of 60_ is
roll. exceeded. In the passive mode, the nosewheel will
castor up to 120_ either side of center. Directional
The hand control, located aft of the pilot’s side control may be maintained by using differential
console panel, is self---centering and is actuated by braking and/or differential thrust. Failure of the
selecting STEERING on the nosewheel steering nosewheel steering ECU or exceeding the 60_ limit
switch on the pilot’s side console panel. The with STEERING selected illuminates a NOSE
nosewheel must be within 60_ of center for the STEERING caution light on the caution light panel.
Page 4
MAR 17/95 18.20 SERIES 300
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Page 5
SERIES 300 MODEL 311/314/315
18.20 MAR 17/95
NORMAL BRAKE SYSTEM
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OPERATING DATA MANUAL
modulates brake pressure applied to each brake unit
to prevent wheel lock ---up. The anti---skid control unit
Each main wheel is equipped with a multi---disc controls brake pressure through the skid control
brake unit powered by No.1 hydraulic system. Brake valve for each brake unit. As wheel rotational speed
units on each main gear are controlled drops with the onset of a skid, the transducer
independently through a variable---pressure control generates a signal which causes the skid control unit
valve. An anti---skid system modulates the to reduce brake pressure adequately to prevent the
application of brake hydraulic pressure to each skid. This permits the application of optimum braking
brake unit. at all levels of runway friction.
Brake pressure is applied by pressing the pilot’s or The ANTI ---SKID switch on the copilot’s glareshield
copilot’s rudder (brake) pedals which are panel activates the anti---skid system when selected
mechanically linked to the brake control valve for to the ON position and when the wheel speed
each main gear. A spring---resistance arrangement exceeds 17 knots. A self---test of the anti---skid
simulates a brake feel proportional to the pressure control circuits is made when the switch is moved
applied to the brake pedals. The pilot’s brake pedals from the OFF position to the ON position or when the
are linked to the brake pressure control valves. The switch is selected to the momentary TEST position. A
copilot’s brake pedals are linked to the pilot’s brake self---test, with the aircraft on the ground, causes the
pedals with one---way cables. With this arrangement, INBD ANTI SKID and the OUTBD ANTI SKID caution
pressing the copilot’s pedals also depresses the lights to illuminate for six seconds and then
pilot’s pedals. However, pressing the pilot’s pedals extinguish. A self---test in the air, with the landing
does not affect the copilot’s pedals. gear extended and locked, will illuminate the caution
lights for three seconds. Failure of the skid control
An anti---skid control unit monitors wheel speed, as circuitry illuminates the appropriate caution light
sensed by a transducer in each main wheel, and continuously.
Page 6
MAR 17/95 18.20 SERIES 300
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Page 7
SERIES 300
18.20 MAR 17/95
EMERGENCY/PARKING BRAKE SYSTEM
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OPERATING DATA MANUAL
HYDRAULIC FLUID TRANSFER
The emergency/parking brake system provides a Hydraulic fluid transfer between the No. 1 and No. 2
means for parking or for applying brakes should the hydraulic system can occur during normal aircraft
normal brake system fail. The system is operated by operation and can lead to excessive fluid in one
an EMERG BRAKE lever located on the engine system and inadequate quantities in the other. This
control quadrant. The lever is mechanically linked to transfer can be reversed by manipulating the Foot
an emergency/parking brake control valve which and Emergency/Parking Brake systems.
directs hydraulic pressure to the brake units. The
emergency/parking brake system is powered by With engines running check the Main and Standby
No.2 hydraulic system, supported by hydraulic hydraulic system for pressure and quantity.
accumulator pressure in the event system hydraulic 1. Main pressure 2,900 --- 3,100 psi
pressure is unavailable. Hydraulic pressure to the
2. Standby pressure 2,800 --- 3,000 psi
emergency/parking brake system is indicated on a
PARK BRAKE gauge on the copilot’s instrument 3. System 1 quantity 1.5 qts minimum
panel. Normally, the pressure indicated will (a). TRANSFERRING FLUID FROM SYSTEM #2
approximate No.2 hydraulic system pressure. to #1.
The EMERG BRAKE lever operates against a spring 1. With both engines running, propellers
to produce a resistance proportional to the brake Feathered ensure the aircraft is position so
pressure applied as the lever is pulled back. The that it remains stationary when the brakes are
emergency/parking brake system applies brakes on released.
each gear equally. There is no provision for 2. Select/Check Nose Steering OFF
differential braking. The emergency/parking brake 3. Set Park Brake.
system has no anti---skid system and brake pressure
4. Release Park Brake while applying pressure
must be modulated by hand to prevent skidding.
to toe Brakes.
If the emergency/parking brake system is used with 5. Apply Toe Brakes prior to releasing the Park
No.2 hydraulic system inoperative, brake pressure is Brake.
supplied by the accumulator. Pumping the brakes
6. Repeat the above procedure until proper
with the EMERG BRAKE lever will rapidly deplete the
quantity is indicated.
available brake pressure. Brakes should be applied
with a continuous pressure. 7. Once the transfer is complete, rest parking
brake
The parking brake is engaged by pulling the EMERG
BRAKE lever all the way back to the detented PARK
position. This illuminates a PARKING BRAKE caution
light on the caution light panel. The button on the
side of the handle must be depressed to release the
lever from the PARK detent. Care should be taken
when releasing the lever as spring tension will force
the lever forward.
Emergency brake must be released fully to allow
power lever movement to take---off power settings.
Page 8
MAR
SEPT17/95
29/06 18.20 SERIES 300
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OPERATING DATA MANUAL
Caution
Do not perform either hydraulic fluid transfer
procedure during flight.
Page 9
SERIES 300
18.20 MAR
SEPT17/95
29/06
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OPERATING DATA MANUAL
Page 10
MAR
SEPT17/95
29/06 18.20 SERIES 300
PROXIMITY SWITCH ELECTRONICS UNIT (PSEU)
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SERIES 300
18.20 MAR
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29/06
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PERFORMANCE
CHAPTER 23
PAGE
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SERIES 300 MODEL 301
23.00 MAR 17/95
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Page 2
MAR 17/95 23.00 SERIES 300 MODEL 301
GENERAL
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OPERATING DATA MANUAL
LIST OF ABBREVIATIONS AND TERMS
This part contains the supplementary performance IAS Indicated airspeed --- airspeed indicator
data and charts for the Dash 8, Model 301. reading corrected for instrument error.
Values in this manual assume zero instru-
The certificated performance data is contained in ment error.
the Airplane Flight Manual (PSM 1---83---1A).
EAS Equivalent airspeed --- Indicated air-
All airplane operating limitations and normal and speed corrected for position error and
emergency procedures specified in the Airplane compressibility.
Flight Manual must be observed.
TAS True airspeed = (EAS)
FLAP CONFIGURATIONS σ
Take---off --- 5_ and 15_
σ Density ratio.
Enroute --- 0_
Approach --- 10_ and 15_ OAT Outside airtemperature (OAT = SAT)
Landing --- 15_ and 35_
SAT Static air temperature
MAXIMUM STRUCTURAL WEIGHT
NH Gas generator RPM.
Ramp Weight 18,730 KG (41,300) LB
Take Off Weight 18,640 KG (41,100) LB Np Propeller RPM.
Landing Weight 18,140 KG (40,000) LB
Zero Fuel Weight 16,870 KG (37,200) LB TRQ Engine Torque
FF Fuel Flow.
USE OF PERFORMANCE DATA AND CHARTS
a) Altitudes --- All altitudes are pressure alti- SL Sea level.
tudes.
ISA International Standard Atmosphere
b) Performance data given at a weight of 13000
KG (28660 LB) may be used for weights be-
low this value.
Page 1
SERIES 300 MODEL 301
23.05 MAR 17/95
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Page 2
MAR 17/95 23.05 SERIES 300 MODEL 301
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ENGINE DATA
Page 1
SERIES 300 MODEL 301
23.10 MAR 17/95
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Page 2
MAR 17/95 23.10 SERIES 300 MODEL 301
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Page 3
SERIES 300 MODEL 301
23.10 MAR 17/95
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Page 32
MAR 17/95 23.10 SERIES 300 MODEL 301
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Page 1
SERIES 300 MODEL 301
23.20 MAR 17/95
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LIST OF PERFORMANCE CHARTS
FIGURE TITLE PAGE
Time, Distance and Fuel in Climb --- Type III (Low Speed)
Propeller RPM 900
23---20---30 ISA --- 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
23---20---31 ISA --- 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
23---20---32 ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
23---20---33 ISA + 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
23---20---34 ISA + 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
23---20---35 ISA + 30_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
23---20---36 ISA + 35_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Time, Distance and Fuel in Climb --- Type III (Low Speed)
Propeller RPM 1050
23---20---37 ISA --- 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
23---20---38 ISA --- 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
23---20---39 ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
23---20---40 ISA + 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
23---20---41 ISA + 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
23---20---42 ISA + 30_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
23---20---43 ISA + 35_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Type III Climb (Low Speed) --- Speed and Torque Setting
23---20---48 Propeller RPM 900 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Type III Climb (Low Speed) --- Speed and Torque Setting
23---20---49 Propeller RPM 1050 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Page 2
MAR 17/95 23.20 SERIES 300 MODEL 301
INTRODUCTION
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OPERATING DATA MANUAL
The time, distance and fuel in climb is given at three speed schedules as follows:
Type I: High Speed
Type II: Intermediate Speed
Type III: Low Speed
The climb speeds are shown in Figure 23---20---1.
The engine torque settings required to obtain the appropriate climb performance are provided in Figures
23---20---44 through 23---20---49.
Page 3
SERIES 300 MODEL 301
23.20 MAR 17/95
TIME, DISTANCE AND FUEL IN CLIMB
Time distance and fuel used in Types I, II and III climbs with all engines operating are given in Figures 23---20---2 through 23---20---43 from sea level to
Page 4
various altitudes for a range of weights and temperatures. The variation in climb speed with altitude is given in Figure 23---20---1.
MAR 17/95
Associated Conditions:
Wing Flaps = 0_
Speed = As per Figure 23---20---1
Power = All engines at maximum climb power (see Figures
23---20---44 through 23---20---49 for torque setting)
Propeller RPM = 900 or1050
Engine Bleed = ON
23.20
Deicing Systems = “ON” or “OFF” as indicated
Example (arrowed broken lines on chart).
Find the time, distance and fuel in a Type I 1050 RPM (High Speed) climb with a weight of 18,640 KG (41,100 lb), temperature ISA + 10_ C,
from 5,000 ft. to 20,000 ft.
Since the data in Figures 23---20---2 through 23---20---43 is given from sea level, the time, distance and fuel in climb from 5,000 ft. to 20,000 ft. in the
example is determined as follows:
Deicing Systems ”OFF” Deicing Systems ”ON”
From Figure 23---20---12 Time Dist Fuel Time Dist Fuel
Climb from S.L. (min) (NM) KG (lb) (min) (NM) KG (lb)
to 20,000 ft. 22.0 80 275 (606) 23.0 85 280 (617)
D
SERIES 300
5000 ft to 20,000 ft 18.0 65 215 (474) 19.0 70 220 (485)
MODEL 301
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 1
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 2
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 3
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 4
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 5
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 6
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 7
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 8
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 9
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 10
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 11
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 12
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 13
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 14
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 15
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 16
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 17
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 18
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 19
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 20
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 21
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 22
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 23
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 24
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 25
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 26
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 27
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 28
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 29
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 30
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 31
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 32
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 33
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 34
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 35
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 36
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 37
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 38
Page 43
SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 39
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 40
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 41
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 42
Page 47
SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 43
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 44
Page 49
SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 45
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 46
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 47
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MAR 17/95 23.20 SERIES 300 MODEL 301
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FIGURE 23-- 20-- 48
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SERIES 300 MODEL 301
23.20 MAR 17/95
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FIGURE 23-- 20-- 49
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CRUISE DATA
LIST OF PERFORMANCE CHARTS
FIGURE TITLE PAGE
Nautical Air Miles per Kilogram (Pound) of Fuel
in Cruise --- Long Range and Maximum Cruise Rating
Propeller RPM 900
23---25---1 ISA --- 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.25.4
23---25---2 ISA --- 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
23---25---3 ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
23---25---4 ISA + 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
23---25---5 ISA + 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
23---25---6 ISA + 30_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
23---25---7 ISA + 35_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Page 1
SERIES 300 MODEL 301
23.25 MAR 17/95
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OPERATING DATA MANUAL
CRUISE DATA
LIST OF PERFORMANCE CHARTS
FIGURE TITLE PAGE
Max Cruise Rating --- Speed and Torque Setting
Propeller RPM 1050
23---25---30 ISA --- 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
23---25---31 ISA --- 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
23---25---32 ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
23---25---33 ISA + 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
23---25---34 ISA + 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
23---25---35 ISA + 30_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
23---25---36 ISA + 35_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Long Range Cruise --- Speed and Torque Setting
Propeller RPM 900
23---25---37 ISA --- 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
23---25---38 ISA --- 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
23---25---39 ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
23---25---40 ISA + 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
23---25---41 ISA + 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
23---25---42 ISA + 30_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
23---25---43 ISA + 35_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Long Range Cruise --- Speed and Torque Setting
Propeller RPM 1050
23---25---44 ISA --- 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
23---25---45 ISA --- 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
23---25---46 ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
23---25---47 ISA + 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
23---25---48 ISA + 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
23---25---49 ISA + 30_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
23---25---50 ISA + 35_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Max Endurance --- Speed and Torque Setting
23---25---51 ISA --- 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
23---25---52 ISA --- 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
23---25---53 ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
23---25---54 ISA + 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
23---25---55 ISA + 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
23---25---56 ISA + 30_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
23---25---57 ISA + 35_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Single Engine Cruise at Maximum Continuous Rating
Speed and Torque Setting
23---25---58 ISA --- 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
23---25---59 ISA --- 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
23---25---60 ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
23---25---61 ISA + 10_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
23---25---62 ISA + 20_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
23---25---63 ISA + 30_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
23---25---64 ISA + 35_ C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Page 2
MAR 17/95 23.25 SERIES 300 MODEL 301
INTRODUCTION
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OPERATING DATA MANUAL
Associated Conditions:
Wing Flaps = 0_
Nautical air miles per kilogram (pound) of fuel in the Power = All engines operating,
cruise configuration with all engines operating are see Figures 23---25---23
given at the long range cruise and the maximum through 23---25---50 for
cruise rating with propeller RPM 900 and 1050. torque setting.
Propeller RPM = 900 or 1050
Nautical air miles per kilogram (pound) of fuel in the
Engine Bleed = ON
cruise configuration with one engine operating is giv-
Deicing Systems = “OFF”
en at the maximum continuous rating with propeller
rpm 1200.
Example (arrowed broken lines on chart).
Holding fuel consumption at the maximum endur-
ance speed with all engines operating is given with At an altitude of 22,000 ft., weight 16,000 KG
propeller rpm 900. (35,270 LB), propeller RPM 1050 and temperature
ISA the nautical air miles per kilogram (pound) and
The torque settings required together with asso- speeds from figure 23---25---10 are:
ciated airspeeds and fuel flows are provided for each Nautical air miles
cruise condition. per Kilogram TAS KT
(pounds)
NAUTICAL AIR MILES PER KILOGRAM (POUND) OF
FUEL IN CRUISE
Max. cruise rating .486 (.220) 283
Nautical air miles per kilogram (pound) of fuel in the Long Range cruise .551 (.250) 238
cruise configuration with all engines operating are
given in Figures 23---25---1 through 23---25---14. Data Deicing
are presented at maximum cruise rating and at long
range cruise setting. With deicing systems ON ---
Page 3
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23.25 MAR 17/95
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Page 18
Associated Conditions:
MAR 17/95
Wing Flaps = 0_
Power = all engines operating (see Figures 23---25---51
through 23---25---57 for torque setting)
Propeller RPM = 900
Engine Bleed = ON
Deicing Systems = OFF
Example (arrowed broken line on Figure 23---25---15).
23.25
At an altitude of 10,000 ft., temperature ISA + 10_ C (OAT 5_C) and weight 16,000 KG (37,270 LB) the fuel consumption is 370 KG/HR (820 LB/HR) and
the holding speed is 122 kt IAS.
Deicing
With deicing systems on --- increase fuel consumption by 5 KG/HR (10 LB/hr).
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SERIES 300
MODEL 301
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23.30 MAR 17/95
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Page 3
SERIES 300 MODEL 301
23.30 MAR 17/95
TIME, DISTANCE AND FUEL IN DESCENT --- TYPES I, II AND III.
Time, Distance and Fuel in descent, Types I, II and III, are given in Figures 23---30---1 thriugh 23---30---5.
Page 4
Associated Conditions:
MAR 17/95
Wing Flaps = 0_
Speed = Type I (High Speed) see Figures 23---30---1 and 23---30---3
Type II (Intermediate Speed) see Figures 23---30---2 and 23---30---4
Type III (Low Speed) see Figure 23---30---5
Max. Cabin Rate of Descent = 300 FT/MIN or 500 FT/MIN
Max. Rate of Descent = Type I 2000FT/MIN
Type II 1500 FT/MIN
23.30
Type III 1000 FT/MIN
Power = All engines operating, power as required but not exceeding
Max.Climb Power (see Figures 23---30---21
through 23---30---25 for torque setting)
Propeller RPM = 900
Engine Bleed = ON
Deicing Systems = On or Off
Example (arrowed broken lines on Figure 23---3---1).
Find the time, distance and fuel in a 900 RPM Type I descent from 20,000 ft. to 5,000 ft. at 18,640 Kg (41,100 LB) and ISA --- 20_C.
From Figure 23---30---1:
Since the data in Figure 23---30---1 commences at sea level, the time, distance and fuel in descent is calculated as follows:
D
SERIES 300
Therefore, descent from 20,000 to 5,000 13.5 65 120 (265)
MODEL 301
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Page 10
MAR 17/95
Associated Conditions:
Wing Flaps = 0_
Landing Gear = Retracted
Speed = See Figure 23---30---6
Power = One engine at maximum continuous power (See
Airplane Flight Manual for torque setting) with other
engine inoperative with propeller feathered.
23.30
Propeller RPM = 1200
Engine Bleed = ON
Deicing Systems = Off --- Figures 23---30---7 through 23---30---13
On --- Figures 23---30---14 through 23---30---20
Example (arrowed broken lines on Figure 23---3---11).
Find the time, distance and fuel in driftdown at 18,000 KG (39,680 LB), ISA +20_C from an altitude of 20,000 ft. to 13,000 ft. with de---icing
systems off.
Since the data in Figures 23---30---7 through 23---30---20 commences at an altitude of 25,000 ft. the time, distance and fuel in driftdown from
20,000 ft. to 13,000 ft. is calculated as follows:
D
From Figure 23---30---11 Time --- MIN Dist --- NM Fuel --- KG (LB)
Driftdown from 25,000 ft. to 13,000 ft.. 40.0 120 215 (474))
OPERATING DATA MANUAL
SERIES 300
Driftdown from 25,000 ft. to 20,000ft. 9.5 30 45 (99)
Therefore, descent from 20,000 ft. to
13,000 ft. = 30.5 90 170 (375)
MODEL 301
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23.45 MAR 17/95
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MAR 17/95 23.45 SERIES 300 MODEL 301
INTRODUCTION
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OPERATING DATA MANUAL
ENROUTE PERFORMANCE DATA
Page 3
SERIES 300 MODEL 301
23.45 MAR 17/95
RESULTS
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OPERATING DATA MANUAL
Note
The sector block time, fuel and operating costs were The cost assumptions used in arriving at the
calculated using the various climb cruise and de- minimum cost techniques are representative
scent techniques described in paragraph above (En- of North America practice. Therefore, it may
route Performance Data). The optimized data are not be applicable to some operators whose
presented in tables on the subsequent pages. It maintenance, fuel and crew costs are signifi-
should be noted that there is no single technique cantly different from those of North America.
which will simultaneously achieve all of the three opti-
mization goals: minimum block time, minimum block
fuel and minimum cost. In order to achieve the mini-
mum block TIME, FUEL or minimum COST not only
is a proper selection of climb/cruise/descent tech-
niques required, but also an appropriate cruise alti-
tude.
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MAR 17/95 23.45 SERIES 300 MODEL 301
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23.45 MAR 17/95
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23.45 MAR 17/95
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23.45 MAR 17/95
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MAR 17/95 23.45 SERIES 300 MODEL 301
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BLOCK FUEL AND TIME AT CONSTANT CRUISE ALTITUDE
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23.50 MAR 17/95
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INTRODUCTION
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OPERATING DATA MANUAL
From Figure 23---50---6 the block fuel is 3400 KG
(7,500 LB).
This section contains the block fuel and time data at From Figure 23---50---8 the block time is 510 MIN.
constant cruise altitudes from 5000 ft. to 25,000 ft.
The data is given for temperatures between ISA ---
20_ C and ISA + 20_ C, wind speeds between 50 kt.
tailwind and 50 kt. headwind and for take---off
weights from 13,000 KG (38,600 LB) to 18,640 KG
(42,900 LB). All data is given with the deicing sys-
tems off.
Time Fuel
(MIN) KG (LB)
Taxi Out 2 10 (22)
Take---off 1 16 (36)
Circuit and Landing 2 14 (31)
Taxi In 2 10 (22)
Example:
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CHAPTER 19
NAVIGATION
PAGE
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.50.1
FMS CDU (SHEET 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
FMS CDU (SHEET 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
FMS CDU (SHEET 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
PILOT’S REMOTE ANNUNCIATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
DATA BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
CDU OPERATION, NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
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MLS CONTROLLER
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WEATHER RADAR
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WEATHER RADAR
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WEATHER RADAR
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AZ (Azimuth)
MOMENTARY CONTACT BUTTONS --- selects the ALTERNATE ACTION SWITCH --- enables and
operating range of the radar. The up arrow selects disables the electronic azimuth marks. When
increasing ranges, the down arrow selects enabled, 30 degree intervals are displayed in
decreasing ranges. In FP mode additional ranges the same color as the alpha---numerics.
are available. A range ring marker is shown on the
display screen to indicate the selected range.
Honeywell
WX
RANGE
GMP
RCT AZ
TGT SCT
ON FP BRT
GAIN TILT
SBY TST PULL
VAR
OFF 0 15
PULL
MIN MAX STAB OFF
FUNCTION SWITCH
ROTARY CONTROL --- selects OFF, SBY (Standby), SCT (SCAN SECTOR)
ON, FP (Flight Plan), and TST (Test) positions. ALTERNATE---ACTION SWITCH --- selects the 12
looks/minute 120 degree scan or the 24
OFF --- turns off radar system. looks/minute 60 degree sector scan.
SBY --- places system in Standby mode. STBY, in
white, is shown in the mode field.
field.
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GMP (GROUND MAPPING) OR MAP
TGT (TARGET)
ALTERNATE---ACTION BUTTON --- enables and BUTTON --- selects ground mapping mode when
disables the radar target alert feature. Target system is in the ON position. Selection of the
alert can only be selected in the WX or FP GMAP function optimizes system resolution for
modes. identifying small objects at short range. The
reflected signal from ground surfaces is
displayed as magenta, yellow, or cyan (most to
least reflective). Alpha---numerics are changed
RCT (REACT) to green, GMP legend is shown in the mode field.
BUTTON --- enables and disables REACT (Rain WX (WEATHER)
Echo Attenuation Compensation Technique).
RCT function is available in WX mode only. A BUTTON --- selects weather mode when system is
white RCT legend is displayed in the REACT in the ON position. System is fully operational and
field. internal parameters are set for enroute weather
detection. Alpha---numerics are white, WX is
displayed in the mode field.
Honeywell
WX
RANGE
GMP
RCT AZ
TGT SCT
GAIN TILT
ROTARY CONTROL --- minimum gain is with ROTARY CONTROL--- selects antenna beam tilt
control at full counterclockwise (ccw) position. angle in relation to the horizon. CW rotation tilts
Maximum gain is with control at full clockwise beam upward to + 15 degrees. CCW rotation tilts
(cw) position. Push in on the GAIN switch to beam downward to ---15 degrees. Pull TILT
enter system into preset calibrated gain mode; switch out to turn STABILIZATION off. Hidden
pull out on switch for Variable gain mode (VAR modes are activated by the TILT switch, see
is displayed in the color bar). Primus 660 Pilot’s manual.
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luminate a blue light (OUT) at the outer marker, an
amber light (MID) at the middle marker, and a white
GENERAL light (INN) at the inner/airway marker. The marker
beacon lights are located on the pilot’s and copilot’s
Navigation receivers include dual combined VOR/
instrument panels above each ADI (lower right hand
ILS receivers, DME receiver(s), ADF receiver(s), and
corner of EADI in EFIS installation).
KNS 660 Flight Management System (FMS) (if in-
stalled). The VOR/ILS, ADF, and KNS 660 FMS are The marker beacon sensitivity may be selected to HI
controlled by their individual control panels on the or LO by the No. 1 and No. 2 switches on the MARK-
center console and glareshield panel. The DME fre- ER SENS panel on the center console.
quency is tuned simultaneously with its respective
VOR receiver selection. Marker beacon audio is controlled by the MKR re-
ceiver pushbutton on Audio Control Panel.
VOR/DME 1 deviation and distance is displayed on
the pilot’s HSI, and VOR/DME 2 deviation and dis- VHF NAV
tance are displayed on the copilot’s HSI (DME #1
displayed on both HSI’s in single DME installation). Dual VHF navigation systems provide reception of
VOR, localizer, glide---slope and marker---beacon
ADF signals. All frequencies are controlled by two NAV
control heads located on the glareshield.
The ADF system provides automatic “point ---to the
station” bearing information. The ADF receiver(s), lo- Each control head provides active frequency selec-
cated on the avionics rack, are controlled by their re- tion, standby frequency selection and selection of
spective ADF 1 and ADF 2 (if installed) controllers lo- frequencies from programmable channels.
cated on the center console.
Normally, a frequency is selected in the SBY display
ADF bearing information is displayed on both the pi- and then transferred to the active display for naviga-
lot’s and co---pilot’s RMI pointers when selected to tion receiver operation by pressing the transfer push-
ADF. button.
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PRIMUS 660 DIGITAL WEATHER RADAR SYSTEM
The SBY position places the radar system in Stand- STANDBY OR FORCED STANDBY MODE
by, a ready state, with the antenna scan stopped, the MUST BE VERIFIED FOR GROUND OPERA-
transmitter inhibited, and the display memory TION BY THE OPERATOR TO ENSURE
erased. STBY, in white, is shown in the mode field. If SAFETY FOR GROUND PERSONNEL. (RE-
SBY is selected before the initial RTA warm---up peri- FER TO PRIMUS 660 PILOT’S MANUAL,
od is complete (approximately 90 seconds), the SECTION 6, MAXIMUM PERMISSIBLE EX-
white WAIT legend is shown in the mode field. When POSURE LEVEL).
the warm---up is complete, the system automatically
changes the mode field to STBY. WX (Weather)
The ON position places the system in the operational WX can only be selected when the function switch is
mode when WX (Weather) or GMP (Ground Map- in the ON position. If WX is selected prior to the
ping) button is selected. completion of the RTA warm---up, the white WAIT leg-
end is displayed in the mode field. In wait mode, the
The FP position selects the Flight Plan mode. The transmitter and antenna scan are inhibited and the
screen is cleared of radar data. memory erased. When the warm up is complete, the
system switches to WX mode.
The TST position selects the radar test mode. A test
pattern is displayed to verify system operation. The The WX push---button selects the Weather mode.
TEST legend is shown in the mode field. When WX is pushed, the system is fully operational
and all internal parameters are set for enroute weath-
WARNING er detection. Alpha---numerics are white, WX is dis-
played in the mode field. The targets displayed on
STANDBY OR FORCED STANDBY MODE
the Indicator are presented in a specific colour based
MUST BE VERIFIED FOR GROUND OPERA-
on the level of intensity of the target; black, green,
TION BY THE OPERATOR TO ENSURE
yellow, red and magenta, in increasing order of inten-
SAFETY FOR GROUND PERSONNEL. (RE-
sity.
FER TO PRIMUS 660 PILOT’S MANUAL,
SECTION 6, MAXIMUM PERMISSIBLE EX-
GMP (Ground Mapping) or MAP
POSURE LEVEL).
The GMP push---button selects the ground mapping
FSBY (Forced Standby) mode. Selection of the GMAP function optimizes
system resolution for identifying small objects at
The FSBY is an automatic, non---selectable radar short range. GMP can only be selected when the
mode that inhibits the transmitter on the ground to function switch is in the ON position. If GMP is se-
eliminate X---band microwave radiation. The indica- lected before the initial RTA warm---up period is com-
tor is wired to the weight ---on---wheels (WOW) plete, the white WAIT legend is shown in the mode
switch. When the aircraft is on the ground the trans- field. In WAIT mode, the transmitter and antenna
mitter and antenna scan are inhibited; the Forced scan are inhibited and the memory is erased. When
Standby legend is displayed in the mode field. the warm---up is complete, the system switches to
GMP mode.
To override Forced Standby mode the FUNCTION
SWITCH must be selected to SBY (Standby) position When GMP is selected the alpha---numerics are
to ensure X---band microwave energy is not radiated. changed to green, the GMP legend is shown in the
Verify the TILT switch in pushed IN. Cycle the TILT mode field. The colour scheme is changed to cyan,
switch OUT and IN two times within three seconds. yellow, and magenta. Cyan represents the least
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reflective return, yellow is a moderate return, and ma- Selected Minimum Tar- Target Range
genta is a strong return. Range get (NM)
(NM) Depth (NM)
5 5 5-- 55
RCT (Rain Echo Attenuation Compensation Tech- 10 5 10-- 60
nique --- REACT)
25 5 25-- 75
50 5 50-- 100
The RCT switch is an alternate---action switch that 100 5 100-- 150
enables and disables REACT. REACT is available in 200 5 200-- 250
the WX mode only. The system automatically 300 N/A N/A
changes to Preset GAIN and the white RCT legend is
displayed in the REACT field. FP (Flight 5 5-- 55
Plan)
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WARNING
PROCEDURE IF THE RADAR SYSTEM IS OPERATED IN
ANY MODE OTHER THAN STANDBY OR
To power---up the Primus 660 weather radar system
FORCED STANDBY WHILE ON THE
ensure the Function Switch is in the OFF position,
GROUND THE FOLLOWING PRECAU-
GAIN Control set to the Preset position, and TILT con-
TIONS MUST BE TAKEN TO AVOID BODILY
trol set to +15 degrees with the knob Pushed IN. Se-
DAMAGE TO GROUND CREW:
lect SBY (Standby) on the Function Switch. The sys-
tem will default to FSBY (Forced Standby) mode. The
FSBY mode must be exited to continue the power---
1. DIRECT THE NOSE OF THE AIRCRAFT SO
up procedure. (To exit FSBY mode, cycle the TILT
THAT THE ANTENNA SCAN SECTOR IS
switch OUT and IN two times within three seconds.
FREE OF LARGE METALLIC OBJECTS
When power is first applied, the radar is in WAIT WITHIN A MINIMUM DISTANCE OF 100
mode for approximately 90 seconds to allow the FEET (30 METERS).
magnetron to warm---up. Power interruptions lasting 2. CONFIRM TILT ANGLE OF ANTENNA IS +15
less than 3 seconds result in a 6 second wait period. DEGREES.
Verify that the azimuth marks, target alert (TGT), and
3. DO NOT OPERATE THE RADAR SYSTEM
sector scan controls are operational on the display
DURING AIRCRAFT REFUELING OR RE-
screen during the warm---up.
FUELING OPERATIONS WITHIN 100 FEET
(30 METERS).
4. DO NOT OPERATE THE RADAR IF PERSON-
NEL ARE STANDING IN THE 270 DEGREE
FORWARD ARC OF THE AIRCRAFT WITHIN
10.5 FEET (3.2 m) OF THE AIRCRAFT NOSE.
(REFER TO PRIMUS 660 PILOT’S MANUAL,
SECTION 6, MAXIMUM PERMISSIBLE EX-
POSURE LEVEL).
5. OPERATING PERSONNEL SHOULD BE FA-
MILIAR WITH FAA AC 20---68B, WHICH IS
REPRODUCED IN APPENDIX A OF THE PRI-
MUS 660 PILOT’S MANUAL.
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TARGET/TARGET ALERT
T ARM (GREEN)
FAIL TGT ALERT (YELLOW INVERTED VIDEO)
NOTE STB
REACT RCT
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SYSTEM DESCRIPTION displayed on the HSI and coupled to the AFCS for
flight director and autopilot operation. The flight guid-
FMS INTRODUCTION ance controller is used to select the operating modes
for the autopilot and flight director.
The KNS 660 Flight Management System (FMS) is an
integrated multi---sensor system which aids the pilot
The KNS 660 computes great circle courses using
in controlling (managing) the lateral flight path. This
longitude and latitude co---ordinates of the pro-
is commonly called LNAV. The FMS reduces work-
grammed routes. Each programmed route may be
load by eliminating the need for many routine tasks
divided into a maximum of 25 waypoints. The KNS
and computations.
660 automatically scans the full range of navigation
The primary functions of the FMS are to provide auto- sensors (VOR/DME, TACAN, OMEGA/VLF and IN-
matic navigation, remote selection of NAV, ADF, and ERTIAL depending on installed equipment) and uses
transponder controllers, in addition to storing way- the best signals to determine aircraft position.
points, flight plans and navaid data.
The navigation computer is provided with heading in-
The cockpit control consists of a control display unit formation from the aircraft AHRS (attitude heading
(CDU). The pilot’s CDU and associated navigation reference system), as well as altitude information
computer is designated system No. 1 and the copi- from the aircraft air data system to complete the infor-
lot’s system (if installed) is designated system No. 2. mation required for enroute navigation.
Each CDU contains a display and a keyboard. The
CDU is used to enter the desired lateral flight plan FMS annunciators, located on the glareshield panel
into the navigation computer. (both sides in dual installation), include a DR (dead
reckoning) light, a W/P ALRT (waypoint/alert) light , a
The navigation computer combines the flight plan in- MSG (message) light, and a XTRK (crosstrack) light.
formation entered by the pilot, information received
from installed navigation sensors and information NOTE
stored in its memory. From this information the com-
puter calculates the present position along with pitch For complete operating instructions refer to
and roll commands required to fly the flight profile. the KNS 660 Pilot’s Guide (P/N
The computed course deviation information can be 006---8435---00)
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FMS TERMINOLOGY the KNS 660, the database has been expanded al-
lowing it to hold a maximum of 3000 waypoints and
The following information describes the unique ter- 400 flight plans. The data base is loaded with a library
minology used to describe the interaction with the of navaid data which includes the latitude and longi-
CDU and navigation computer. tude of VHF navaids, including all VOR/DME ground
stations together with VOR only ground stations,
“Active” refers to flight plan information that is cur-
DME only ground stations, VOR/TAC, TACAN and
rently being used to calculate lateral (LNAV) guid-
ILS/DME stations.
ance commands. For example; the active way-
point is the point the system is currently navigating
towards. Also stored in the data base are reference points of all
airports with hard surface runways 3000 feet long or
“Activate” refers to the process of designating a greater, airport outer markers and runway thresh-
flight plan route as active. It’s a two step process. olds, high and low altitude waypoints, Standard In-
First, position the cursor on the “ACTIVATE?” field. strument Departure (SID) waypoints, Standard Ter-
Second, push the ENTER key. minal Arrival Route (STAR) waypoints, and approach
intersections.
“Enter” refers to the process of inserting informa-
tion into the computer memory.
KNS 660 owners receive data base revisions every
“Erase” refers to removing modified data from the 28 days in the form of a 3---1/2” floppy disc. This infor-
system by pushing the CLR key. mation is loaded into the system using the KING
KDL---596 Data Loader. Connection is made through
“Inactive” refers to route information that is not cur-
a connector on the control display unit.
rently being used to calculate LNAV commands.
“Initialize” refers to the process of entering data If the data base needs updating a message “D/BASE
into the CDU that is required to make the system OUTDATED” is indicated on the message page. The
operative. message page is displayed by pressing the MSG key
on the CDU.
“Message” refers to information the system auto-
matically writes in the message page to inform the
CDU OPERATION
pilot of some condition.
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2. BRT/DIM Bright Control Switch --- Adjust as 2. Sensor key (SNS) --- press to select desired
necessary. navigation sensor (VOR/DME, TACAN,
OMEGA/VLF, INERTIAL or BLEND depend-
3. Check --- HSI bearing pointer on 130 deg ing on installed equipment) (displayed on
DME displays 34.3 NM upper left side of screen).
CRS displays 315 deg
HSI deviation bar displays 1 1/4 3. Mode key (MOD) --- press to select desired
dots right mode of operation (RNV ENR) (displayed in
upper right hand corner of screen).
4. Annunciators (on glareshield) --- Illuminated.
5. ENTER key --- Press to approve SELF TEST Establishing OMEGA Status
page. The Initialization page (INIT) will ap-
pear. If the Omega/VLF sensor (if installed) is required for
intended operation the OMEGA STATUS page must
be displayed to verify that the sensor has entered the
Initialization
NAV mode before moving the aircraft.
1. Check --- DATE GMT
1. Press DAT key then #7 key to display the
REF NAVAID (within 50 NM)
OMEGA STATUS page.
POSITION (within 0.1 minutes)
EST GS = 0
2. Verify that the Omega system is in the Auto/
2. If necessary to correct data, use " or # keys Update mode --- AUTO/UPDATE message is
to place cursor over the data entry field and displayed.
input the correct information. Press ENTER.
3. Verify that at least three Omega stations are
3. Use " or # keys to place cursor over the “AP- available to the unit --- an asterisk to the right
PROVE?” field and press ENTER to approve of the station ident indicates that the station
INIT page. has been automatically de---selected.
4. The Flight Plan Menu (FPLS) page is dis- 4. Verify that the Omega sensor initializes cor-
played. Establish operational status, then rectly --- CDU display should change from
proceed with selecting a numbered flight NO SYNC to SYNC and from INIT to NAV
plan or filing a new flight plan (see below). within five minutes.
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Navigating “Direct To” a Waypoint in an Active Flight 10. Press ENTER to approve --- FPL 0 page ap-
Plan pears, position one has been stored and the
cursor moves to position two.
1. Position cursor over “direct to” waypoint.
Press the DIRECT TO ( D ) key --- waypoint 11. To store additional waypoints in the flight
indentifier will be displayed in the DIR: data plan repeat procedures starting at step num-
entry field. ber 6.
5. Move cursor to position number one. 2. Key in indent number of flight plan to be
cleared and press ENTER --- flight plan ap-
6. Key in ident of departure or waypoint and pears.
press ENTER --- Waypoint page will appear.
3. Move cursor off page.
7. If REF NAME is blank, key in ident of nearby
VOR and press ENTER --- FREQ will appear 4. Press CLR --- flashing “DELETE?” appears.
automatically.
5. Press ENTER --- waypoints are cleared from
8. If LAT is blank, move cursor to LAT, key in lati- flight plan.
tude for departure or waypoint (in degrees,
6. Move cursor over “ACTIVATE?”.
minutes, and tenths of a minute) and press
ENTER --- Cursor will move to LON. 7. Press ENTER --- FPL 0 page appears.
9. If LON is blank, key in longitude for departure 8. Press FPL key to display FPLS page and
or waypoint and press ENTER --- RAD (ra- confirm flight plan indent number is clear.
dial) and DIS (distance) will appear automat-
ically and flashing “APPROVE?” will appear.
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LATERAL NAVIGATION “Direct to” operation can be used at anytime. The re-
sulting navigation will be direct from present position
To select RNAV course information to the HSI use the to the desired waypoint. The deviation bar on the HSI
flight guidance controller and proceed as follows: may be recentered at any time by placing the cursor
a. Navigation selector (NAV SEL) --- Press to over the DIR waypoint field on the FPL O page and
select appropriate side (Pilot’s side single pressing the ENTER key.
KNS 660 installation).
APPROACH
b. AUX navigation selector (AUX) --- Press to
The KNS 660 navigation guidance has not been ap-
display KNS 660 navigation guidance. RNAV
proved for terminal or approach operations. Use the
annunciator illuminates (RNV annunciated
standard VOR/ILS systems in aircraft
on EHSI if EFIS installed) and upper fre-
quency window on corresponding VHF NAV After landing the KNS 660 can be turned off with the
control head is blanked. DME HOLD func- aircraft electrical system or by pressing the OFF side
tion is disabled. of the ON/OFF rocker switch and holding for approxi-
c. HSI selector --- Press to select appropriate mately 2 seconds.
side (Pilot’s side single KNS 660 installation).
REMOTE FREQUENCY SELECTION
d. Select Navigation mode (NAV) --- Press to
There are several methods of remote frequency se-
select Flight Director lateral guidance mode
lection described in the KNS 660 Pilot’s Guide. The
(annunciated as LNAV on advisory display).
following is a method of using FREQ 1 page for re-
mote selection:
The HSI navigation warning flag will be visible and
the DIST display will be blank on the HSI until suffi- 1. Desired frequency or code --- Input into
cient aircraft altitude is gained for initial navigation scratch pad area (left side of the third line
station acquisition. from top of page) and press the ENTER key.
The time of departure and an internal flight timer will 2. FREQ key --- press as required to display
automatically start whenever the ground speed cal- FREQ 1 page. The FREQ 1 page will display
culated by the KNS 660 exceeds 50 knots. a listing of all control heads connected for
frequency management (remote selection)
Information such as distance to destination, esti- and their respective active frequencies
mated time enroute, ground speed, desired track, codes.
actual track, bearing, drift angle and present position
are available on the NAV 1 page. This page can be 3. Cursor " or # key --- Press to position cursor
displayed by pressing the NAV key once. Refer to over the desired control head active frequen-
KNS 660 Pilot’s Guide for details of the NAV 1 page. cy.
The Flight Plan O (FPL O) page provides distance to 4. ENTER key --- Press once to transfer the fre-
destination (DIS), the estimated time enroute (ETE), quency or code from the scratch pad to the
and the estimated time of arrival (ETA). This informa- cursor field.
tion is obtained by placing the cursor over the DIS
field (located on the right hand side of the screen) 5. ENTER key --- Press again to enter the fre-
and pressing the CLR key. The field will cycle from quency or code into the active window of the
DIS to ETA to ETE and back to DIS. selected control head.
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UNS---1B and UNS---1C FLIGHT MANAGEMENT puts, the system also receives true airspeed and
SYSTEM altitude information from the air data computer, digi-
tal fuel flow data from the aircraft’s fuel flow sensors
Introduction and heading data from the aircraft compass system.
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UP--
UP --- shifts display upwards.
EXSISTING TEXT DOWN--
DOWN --- shifts display downwards.
CANCEL--
CANCEL --- returns display to previous
window.
PUSH --- to obtain information and status PUSH --- to display all navigation data normally
about the FMS, NAV Data Base, and attached required by the flight crew. The navigational data
sensors which operate with the FMS. The displayed includes the current FR (from), TO (to),
function is also used to select/deselect individ- and NX (next) waypoint of the flight plan; the dis-
ual sensors, and to add/delete or change pilot tance, course, and bearing to the TO waypoint;
defined locations. the parallel crosstrack, wind direction, wind speed
and wind drift angle, and, the current ground
track and groundspeed.
A B C D E F G 7 8 9
H I J K L M N BACK 0 MSG
DTO KEY (momentary action)
ON/OFF
O P Q R S T DIM
PUSH --- to alter the flight plan in response to ‘di-
U V W X Y Z ENTER rect to’ clearances. A leg change from the pres-
ent position direct to a flight plan waypoint, data-
base waypoint, pilot defined location, or an air-
port, may be selected.
PREV KEY (momentary action) PUSH --- to cycle forward, one page at a
time, through multiple pages of the same
PUSH --- to cycle backward, one page at a mode.
time, through multiple pages of the same
mode.
ON/OFF
O P Q R S T DIM
U V W X Y Z ENTER
Data is always entered into the FMS at a cursor loca- ENTER KEY
tion using the ENTER Key. The cursor will automati-
cally move to the next position when the ENTER Key The ENTER Key stores input data to memory. The
is pressed. cursor marks data that is variable, that can be
changed using the normal input processes (dark
CONTROL KEYS letters on a light background). When variable data
is marked by the cursor, pressing the ENTER Key
ON/OFF --- DIM KEY stores data to memory.
Initially pressing the ON/OFF --- DIM Key will ener- PREV KEY
gizes the system, initiates the self---test and dis-
plays the self---test page on the LCD display. If all The PREV (previous) Key is used to cycle back-
self---tests are successful the initialization page ward, one page at a time, through multiple pages
appears on the LCD display. No other pages are of the same mode.
displayed until the initialization data is accepted. NEXT KEY
Once the system is operational, pressing the ON/
The NEXT Key is used to cycle forward, one page
OFF---DIM Key will display a control window with
at a time, through multiple pages of the same
the options BRIGHT, DIM, CANCEL, DISPLAY, and
mode.
OFF. Select from these options by pressing the
line select Key next to the desired option. Pressing FUNCTION KEYS
the BRIGHT or DIM Key will brighten or dim the
display respectively as the key is held down. Ten function keys located below the LCD are used to
Pressing CANCEL will cause the control window to select data entry or command inputs. Pressing the
be removed from the active page. Pressing DIS- appropriate Key once will display the first page of the
PLAY access’s the UP/DOWN Keys used for dis- selected mode. Additional selections of the same
play adjustment. Pressing OFF will cause CON- Key will cycle the display through multiple pages.
FIRM OFF window to be displayed. Two options
DATA KEY
will appear, CONFIRM OFF and CANCEL. Select-
ing CONFIRM OFF will turn the system off; CAN- The DATA function obtains information and status
CEL returns the display to the main window. about the FMS, NAV Data Base, and attached sen-
sors which operate the FMS. The DATA Key se-
BACK KEY
lects/deselects individual sensors and adds or de-
When the cursor on the display screen is over a letes pilot defined locations. DATA page 1 allows
data entry field, the BACK Key will delete data or selection of Jeppesen data, Pilot data, Disk Menu,
back space as required. AFIS Menu, Hold Position, Cabin Display, and
Maintenance Menu. Pressing the line select Key
MSG (MESSAGE) KEY next to the desired option displays the appropriate
menu page.
Pressing the MSG Key will display an active mes-
sage when the ‘MSG’ annunciation appears on DATA page 2 displays the Sensor Select page
the LCD. The message alerts the operator to sys- which lists the sensors and the quality factor (Q=)
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associated with the FMS best computed position. PREV or NEXT function Keys. NAV page one dis-
The quality factor (Q) is a measure of the system’s plays information about the FROM, TO, and NEXT
best estimate of error in tenths of a nautical mile. waypoints and allows the pilot to alter the current
Each unit of Q corresponds to approximately navigation leg. Information displayed on NAV
one---tenth nautical mile error. page 1 correlates with the information on the HSI.
NAV page 2 displays system position and quality
NOTE factor (Q=) associated with the FMS best com-
puted position.
When the aircraft is within 300 NM of DME
sources, the POSITION UNCERTAIN mes- DTO KEY
sage will become active when the Q exceeds
The DTO mode allows the flight crew to alter the
28. Outside of DME range, a Q of 60 is re-
flight plan in response to “direct to” clearances.
quired to activate the message; it will remain
Press the DTO (“direct to”) Key to access the DTO
at this value until the Q displayed on the sen-
page which displays the flight plan waypoints. The
sor summary page is reduced to 10, at which
flight leg may be changed “direct to” a flight plan
time the threshold will revert back to 28.
waypoint, a database waypoint, an airport or a pi-
When the system position is being corrected
lot defined position. Selecting DTO cancels AP-
by action of the DME, the message displayed
PROACH mode. The turn direction will default to
will be POSITION CORRECTING.
shortest turn; the pilot can override this by select-
DATA page 3 (FMS position) shows system posi- ing LEFT or RIGHT direction. Pressing AUTO will
tion and long range sensors with position differ- cancel LEFT or RIGHT and return default to short-
ences expressed in radial nautical miles from the est direction.
FMS Position. When the line select Key for a sen- FUEL KEY
sor is pressed the sensor’s coordinates and posi-
tion difference are displayed below the FMS posi- Press the FUEL Key to access the fuel pages and
tion. the fuel management functions of the FMS. With
any fuel page displayed, pressing the MENU Key
DATA page 4 (General Data) allows entries of date, will access the FUEL OPTIONS page. The left side
time, variation, and heading inputs. Advisory in- of the FUEL OPTIONS page is for viewing conver-
formation is provided concerning software version sions. Pressing any of the left line select Keys will
numbers and current aircraft steering commands. place the cursor over that respective entry field.
The heading source (HDG) of the heading data is Entry of a value into one field will cause all other
displayed in parenthesis. On the next line, the fields to display the same value converted per the
present heading is displayed; a ‘T’ indicates that it entry field heading. The right side is for selecting
is true heading. To access a display of optional crossfill, individual tank (BYTANK) or total fuel on
heading source selections place the cursor over board entries, and to return to the prior display.
the HDG entry field and press the LIST Key. If the
heading is input manually, (MAN) will be dis- After initialization, pressing the FUEL Key while in
played. any mode will display FUEL page 1 which is used
to input initial fuel on board, calculate the airplane
DATA page 5 (S/W Versions) displays the system gross weight, and to construct a reserves plan. If
software version numbers (See CDU OPERA- all entries are made on FUEL page 1, pressing the
TIONS in the UNS operators manual). FUEL Key will cause FUEL page 2 to appear. FUEL
page 2 displays range and endurance estimates
NAV KEY based upon departure time and current parame-
ters. Manual FUEL FLOW and GS (groundspeed)
Press the NAV Key to display the navigation dis-
entries may be made for evaluation of parameters
play pages. There are two NAV pages in the nor-
displayed.
mal flight mode. When APPROACH or HEADING
mode is selected there will be additional display FUEL page 3 provides a fuel requirement summa-
pages which are cycled through by pressing the ry for the flight plan. Manual FUEL FLOW and GS
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entries may be made for evaluation of parameters routes. The function also allows the pilot to
displayed. construct a new flight plan, alter the current flight
plan, or insert a SID, STAR and ARRIVAL (ap-
NOTE proach) into the flight plan. When the FPL Key is
pressed and no flight plan exists the empty FPL
If FUEL FLOW or GS are manually entered, page (page 1/1) is displayed which is used to build
the values will be lost when fuel mode is ex- a flight plan.
ited.
When a flight plan is defined, pressing the FPL Key
FUEL page 4 displays projected landing weight
displays the normal FPL pages. The Normal FPL
based upon current fuel conditions. All fuel quanti-
display pages show the flight plan waypoints,
ty and gross weight displays are computed values
ETAs (estimated time or arrival), altitudes (when
based upon the initial values entered by the pilot
defined in VNAV), bearings and distances be-
inputs from the engine fuel flow sensors. The val-
tween waypoints. The path type and terminator of
ues may not be changed and the line select Keys
a procedural leg are shown when a SID, STAR or
have no function.
ARRIVAL is active. Succeeding pages of the flight
FUEL page 5 shows the fuel flow and fuel con- plan may be displayed by pressing the FPL PREV
sumption in pounds or (kilograms) per hour for or NEXT Keys, as appropriate. The Flight Plan
each engine individually and cumulatively. The Summary Page is available only during ground op-
fuel flows shown are supplied by the aircraft fuel erations prior to departure and is located following
flow sensors. the last flight plan page using the PREV and NEXT
Keys. The FPL MENU pages are accessed from
NOTE any FPL page by pressing the MENU Key. FPL
pages are used to display formats for the flight
FMS fuel mode calculations are based on the plan waypoints, view the approach plan, insert a
pilot’s initial entry of fuel on board and subse- SID, STAR and ARRIVAL, and to delete or invert a
quent automatic or manual fuel flow mea- flight plan.
surements subtracted over time. There is no
direct connection to the aircraft’s fuel quantity
PERF KEY
system by the FMS, so the aircraft’s system
remains the primary reference for all fuel and
range calculations. The PERF page provides a synopsis of pertinent in
flight performance information, it is a read---only
The fuel management functions use a combina- page, no entries can be made.
tion of manual entries, pre---programmed data,
flight plan information and fuel flow data from the TUNE KEY
engines. There is no direct input from the aircraft
fuel tanks and all calculations are based on fuel
Pressing the TUNE Key displays the TUNE page
flows and the initial fuel quantity entered by the
which is used to select and store preselected fre-
flight crew. The fuel gauges remain the primary
quencies for each radio and to view selected fre-
source of information for fuel and range calcula-
tions. APU fuel flow data is not available to the quencies. The control window displays the last
tuned radio with the cursor over the active frequen-
FMS. Fuel on---board quantities should be com-
pensated for APU consumption. System weight/ cy and up to four pre---selected frequencies dis-
played below. Press the appropriate line select
volume conversion for fuel is based on 6.7 lb/US
gal. Key to view desired radio in the control window.
The active frequency is changed by entering the
FPL KEY frequency with the numeric Keys or inputting the
reference number (1---4) of one of the preset fre-
The FPL (flight plan) function Key is used to access quencies. The frequency is complete by pressing
the flight plan pages and stored arrivals and the ENTER Key.
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Pressing the LIST Key displays a list of options dur- The following normal procedures are applicable to
ing data entry appropriate to the entry being basic operation of the FMS and do not address all op-
made. tions available for each function. The procedures are
arranged in logical sequence from preflight to after
MENU KEY landing. Consult the UNS---1B, 1C, 1D Operators
Manual (report no. 2423sv601) for a full description of
The MENU Key presents a list of alternate formats all options and procedures.
or options for the FUEL, FPL or TUNE mode being
displayed. When the MENU Key is active a small PREFLIGHT
letter ‘m’ will appear on the title of the selected 1. ON/OFF---DIM KEY --- press to turn system
page. on and initiate self test. The self test page will
be displayed on the LCD display which is au-
PILOT’S REMOTE ANNUNCIATORS tomatically followed by the initialization page
if all tests are successful. Press the ON/
Outputs are provided to drive six external annun- OFF---DIM Key again and use the appropri-
ciators which alert the pilot of system status or ate line select Keys to adjust the screen
flight plan sequencing. The annunciators are in- brightness as desired. Press the DISPLAY
corporated into the EFIS display. line select Key to access the UP/DOWN func-
tion to align display arrows with the line se-
MSG --- A new message has been generated. lect Keys. Select the CANCEL select Key to
WPT --- (Steady) Lateral way---point alert. return to the initialization page.
(Flashing) Vertical way---point flight path angle alert.
INITIALIZATION
SXTK --- FMS is in selected crosstrack mode.
1. Check the following and correct if neces-
FMS HDG --- FMS is in Heading Mode. sary:
FMS APPR --- FMS is in Approach Mode.
DATE--- enter the date at the zero meridian
GPS INTEG --- RAIM (receiver autonomous integrity
numerically (DDMMYY).
monitoring) is not available or a fault is detected.
UTC --- enter Coordinated Universal Time
DME may be still in use.
(hours:minutes).
Position --- enter ID (identifier) using the LIST
DATA BASE
function or type the identifier into the cursor.
Expiry date --- check expiry date.
The Data Base section contains information on Jep-
pesen Data Base, Pilot Defined Data Base, Company 2. Press ACCEPT line select Key (bottom left)
Routes Data Base, Off-line Flight Planning Data to accept initialization data.
Base, Checklist Data Base and Performance Data
Base. The Data Base is contained on a 3 1/2 inch FLIGHT PLAN (FPL) SELECTION
floppy disk and loaded into the FMS via the Data
1. FPL Key --- press to access the empty FPL
Transfer Unit (DTU).
(Flight Plan) page. Verify the first waypoint
identifier is the airport of departure.
The FMS system has two memory banks for Nav
Data so that a future data base may loaded and 2. Select COPY RTE line select Key to display
stored until its effective date. The memory bank be- the COPY ROUTE LIST. Press the NEXT and
ing used is the active bank, the bank not being used PREV Keys to display additional routes.
is the inactive bank. Selections of the active memory
bank can be accomplished manually or automatical- 3. Enter the reference number of the desired
ly at power up. route and press the ENTER Key. The display
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will return to the FPL page with the route DELETE FLIGHT PLAN
waypoints copied into the flight plan.
1. FPL Key --- press to access FPL mode.
FLIGHT PLAN SUMMARY 1. DATA Key --- press to access DATA page 1
then press the NEXT Key to access DATA
1. FPL Key --- press to access FPL mode. page 2. The second data page provides a
synopsis of input sensor operation. The se-
2. NEXT Key --- press to scroll to FPL SUMMA- cond line (following the title) shows the most
RY located after last flight plan page. significant sensor and the quality factor (Q=)
associated with the FMS best computed
3. Use the line select Keys to position the cur- position. Individual status pages may be dis-
sor over each entry field to enter the ap- played by pressing the line select key corre-
propriate data. sponding to the desired sensor.
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2. DESEL (deselect) line select Key --- press to AFTER LANDING --- SYSTEM SHUTDOWN
deselect the sensor. Press SEL (select) to se- 1. ON/OFF Key --- press, the dimming control
lect the sensor. window will be displayed.
DIRECT---TO FUNCTION 2. Select the OFF line select Key. The CON-
FIRM OFF control window will be displayed.
1. DTO FUNCTION Key --- press to access the
DIRECT TO routing page to define a ‘direct 3. Select CONFIRM OFF, the system will shut
to’ leg change. The cursor will be over the down.
DIRECT TO waypoint entry field and a listing
of flight plan waypoints will be displayed. If ABNORMAL PROCEDURES
the desired waypoint is on the flight plan, en-
ter the associated reference number. If the POWER FAILURE (Inflight Initialization)
waypoint is not on the flight plan, use the
The following procedures are to be followed after
LIST function or key in the identifier.
electrical power is restored after a power failure to the
FMS. This may include a simultaneous power loss to
TERMINAL AREA PROCEDURES (STAR) the GPS sensors. For in---flight initialization refer to
POWER FAILURE FOR OVER SEVEN MINUTES pro-
A STAR (Standard Arrival Procedure) can be added cedure.
to the flight plan if desired by the pilot.
POWER FAILURE FOR UP TO SEVEN MINUTES
1. FPL Key --- press to access FPL pages then
press MENU Key to display FPL MENU 1. ON/OFF Key --- press to turn system on. (If
page. the ON key is pressed more than 7 seconds
after the power failure, a POWER FAIL page
2. ARRIVE --- press to display list of runways at is displayed. If less than 7 seconds the same
destination airport. Select desired runway. page will be displayed that was in view prior
Once selected the cursor will advance to the to the power interruption.
STAR field and a list of STARs for that airport
will appear. Select the desired STAR by en- NOTE
tering the reference number.
The latitude/longitude displayed on the POW-
ER FAIL page represents the best computed
3. A list of transitions for the selected STAR will
position co---ordinates at the time of power fail-
appear. Select using the appropriate line se-
ure. The UTC shown is the time of the failure,
lect Key.
and the duration of the interruption is dis-
played in minutes and seconds.
4. Next a list of approaches will appear, select
the desired approach with the appropriate 2. DATA Key --- press to access FMS Position
line select Keys. If the approach has one or page (DATA page 3).
more transitions, they will be displayed and
appropriate one should be selected. 3. Use the line select Key to select the GPS long
range sensor.
NOTE 4. DATA Key --- press to access the Sensor
Summary page (DATA page 2). Verify the
Selecting the approach and transitions may quality factor (Q) decreases to a normal val-
be delayed until later in the flight. ue.
5. Select FPL line select key to return to FPL 5. MSG Key --- press to check for messages.
page, the STAR legs and approach are now The POS UNCERTAIN message should dis-
a part of the flight plan. appear.
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POWER FAILURE FOR OVER SEVEN MINUTES inoperative engine (The FUEL FLOW FAIL message
and FAIL display will also occur if the fuel flow sensor
Use the following procedure when electrical power is fails).
restored or when the system is turned on in flight for
the first time: If a false message is suspected, or if the engine was
temporarily shutdown and restarted, a reset may be
1. ON/OFF Key --- press to turn system on and
attempted. With FUEL page 5 displayed, reset is ac-
initiate self test and initialization page. The
complished as follows:
latitude/longitude displayed will be co---ordi-
nates displayed at the time of power loss. 1. Use the line select Key to position cursor
over FAIL.
2. Press the ACCEPT line select Key to accept
the initialization data. The system must be 2. Press the BACK Key then the ENTER Key to
initialized before any updated co---ordinates reset the readout. If the sensor or interface
may be input onto one of the NAV pages. has failed, the FAIL indication will reoccur af-
ter a four minute delay. If this occurs, manu-
3. Refer to BEST COMPUTED POSITION UP- ally input the appropriate fuel flow over the
DATE procedure (Section V, Flight Opera- word FAIL and press the ENTER Key. If the
tion, of the UNS OPERATING MANUAL) engine has been shutdown or has failed, the
pilot should manually enter a zero value for
EMERGENCY PROCEDURES the fuel flow of the failed engine (in place of
the word FAIL). This will reinstate fuel related
If an engine fails or is shut down in flight, a FUEL estimates such as fuel over destination, spe-
FLOW FAIL message is displayed on the FMS. The cific range, etc., for the remainder of the
Fuel Flow page (FUEL page 5) will read FAIL for the flight.
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CHAPTER 20
PNEUMATICS
PAGE
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(rotary control)
MAN
AUTO --- controls bleed air supply to air
conditioning packs
MIN --- detent position selects minimum
bleed air flow.
NORM --- detent position selects normal
air flow levels.
OVERHEAD PANEL MAX --- select for greater than normal air
flow levels.
RECIRC RECIRC
CABIN F/C
F/C
NORM --- detent position selects normal bleed air flow
for enroute flight conditions.
MAN MAX --- select for greater than normal bleed
AUTO air flow requirements.
F/A
OVERHEAD PANEL
NOTE
On Mod 8/1656 airplanes, a three
position (MIN, NORM, MAX) rotary
action switch replaces the variable
position rotary action switch on
Pre ---mod 8/1656 airplanes.
CAUTION LIGHTS
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SYSTEM DESCRIPTION
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is a provisional installation. This position should not
be selected by the Flight Crew. On Mod 8/1646
GENERAL
equipped airplanes the HBOV position on the BLEED
Bleed air from the engines is used to supply the air air switch is removed.
conditioning/pressurization system and the de---ice
boots. Bleed air is ducted from either the first stage
compressor (low pressure (LP) port) or the second Bleed air flow to the air conditioning packs at the rear
stage compressor (high pressure (HP) port), of each of the fuselage is controlled by CABIN & FLT COMP
engine. In the event of an engine failure, a single PACK switches. When set to AUTO or MAN their
engine will provide adequate bleed air to operate all regulated pressure is modulated by a rotary BLEED
systems. Normally bleed air is drawn equally from flow selector on the AIR CONDITIONING Panel.
both engines. NORM is a detented position and is recommended
for most operations. The MIN position provides the
ENGINE BLEED AIR SUPPLY
minimum adequate flow for pressurization. MAX is
Normally during ground operation, bleed air is drawn selected when a greater than normal air flow through
from the HP port throughout the range of power the air conditioning packs is required. Cabin
settings used for taxiing. On take---off, the bleed air pressurization is controlled separately by the Cabin
supply automatically reverts to the LP port as a Pressurization Controller.
preset pressure is reached with take---off power. The
LP port normally supplies bleed air in flight.
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OFF
F/C
OFF
MAN
AUTO
PACKS
F/A
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CHAPTER 21
POWER PLANT
PAGE
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CAUTION LIGHTS
(amber)
ILLUMINATED --- indicates that an
CAUTION LIGHTS PANEL engine is operating in manual mode.
ENGINE INSTRUMENT
PANEL
CLOSED CLOSED
PUSH -- CLOSED segment illuminates green
PUSH -- OPN HTR segment illuminates amber
-- indicates door opened and heater activation
-- heater activates with door open and associted
ENGINE INSTRUMENT PANEL engine running
CIRCUIT PILOT’S
BREAKER FLT PNL
PNL LTG
OFF OFF
OFF BRT
TEST
PROPELLERS BETA LOCKOUT SYSTEM TEST (CR873CH00011
ARM OVERSPEED
incorporated) (three--position momentary action, centre
S
T
B
BETA TEST
1 LOCKOUT 2
position is a ‘no--contact’ position).
Y
O
F
F E
L
E
LOCKOUT -- enables test of system while on ground
V
A
T
BACKUP BACKUP
before engine start.
O STALL
NOSE R ADC WARNING
DOWN TEST 1 TEST 1 STEERING
T
R
I OFF
M
NOSE TEST 2 TEST 2
dod2110040_001.dg, gw, 04/03/02
UP
ALTERNATE FEATHER/UNFEATHER
SWITCHES
ENGINE INSTRUMENT PANEL (three position switches)
ALTERNATE FEATHER --- switch is manually
AUTOFEATHER TEST SWITCHES raised from NORM detent selected to and
(momentary contact to TEST position) mechanically latched in position.
OFF --- is no contact position --- propeller is feathered through propeller
TEST --- contact position to facilitate the following feather pump which augments propeller
test sequences control oil pressure during engine
--- power levers at FLT IDLE. shut ---down or provides total oil pressure
when engine is not operating.
--- condition levers at MAX RPM.
NORM --- propeller feather pump running is
--- with AUTOFEATHER SELECT illuminated. initiated through AUTO FEATHER
--- select both AUTOFEATHER TEST switches to system.
TEST. --- feather pump augments propeller control
--- simulates 50% torque for each engine. oil pressure.
--- ARM light illuminates. UNFEATHER --- switch is selected
--- release of one TEST switch will initiate downward from NORM position and
autofeather of the same engine. electrically latched in UNFEATHER
position by latching solenoid.
--- autofeather is confirmed (ENGINE FAIL light
illuminates, ARM light goes out). --- switch is electrically unlatched to NORM
position after 18 seconds pump running
--- opposite switch is released to OFF. time.
--- feathering propeller unfeathers.
ENGINE INSTRUMENTATION
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ENGINE INSTRUMENTATION
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TEST BUTTON
PUSH --- pointer indicates 1050 PPH (blue dot)
and display indicates same, to verify
internal indicator circuits.
Range Marks:
ENGINE INSTRUMENTATION
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ENGINE INSTRUMENTATION
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SAT/FLX DISPLAY
(switchlight control)
INOPERATIVE
1 2
1 2
A
POWER LEVER
FRICTION KNOB FLIGHT IDLE GATE
RELEASE TRIGGER
PROPELLER
GROUND RANGE
TAKE
OFF 12
1
PROP CONSTANT SPEED
PROPELLER GROUND RANGE
GOVERNED RANGE
LIGHTS ON IN THIS RANGE
P
O
W
E
27.5 R
APPROACH AND LANDING
FLT
+20.0 FLIGHT IDLE GATE
IDLE
+16.5 (RAISE TRIGGERS TO OVERRIDE)
BETA RANGE DISC
dod2110010_001.dg/doc, pt, 28/01/95
(BLADE ANGLE CONTROLLED +1.5 PROPELLER DISCING DETENT
BY POWER LEVER POS’N) 1
MAX
--11.0 REV MAXIMUM REVERSE POWER
1 2
1 2
A
CONDITION LEVER
FRICTION KNOB
FEATHER
PROPELLER FEATHER AND FUEL
ON FOR ENGINE START
FUEL
ENGINE SHUTDOWN
OFF
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A FLT IDLE gate prevents unintentional movement lever quadrant that provides a “quiet taxi” signal to
into the ground beta region. The gate is overridden the ECU. This modifies the ECU’s reverse beta fuel
by raising gate release triggers below the handgrips, schedule to eliminate the Np rise with power that
allowing the power lever to be moved further aft until normally occurs when making reverse power
a spring detent labeled DISC is reached. Through selections while taxiing, with the resultant surges in
this range, propeller blade angle decreases from noise. When “quiet taxi” is in effect, the ECU limits
+20.0 degrees to +1.5 degrees (discing). high pressure compressor rotor speed (NH) to that
required to maintain propeller rpm at the 785 rpm Np
Further power lever movement aft moves the blades
underspeed governing limit throughout the reverse
into reverse until the power levers reach MAX REV,
thrust power lever range. Quiet taxi mode is removed
where the blade angles are set at ---11.0 degrees.
when the condition levers are moved back to MAX.
While in beta range, the mechanical fuel control unit
Power Uptrim Mode
(MFC) and the electronic control unit (ECU) regulate
power to provide propeller underspeed governing in Each ECU features a power uptrim mode during
the FLT IDLE/DISC range. While in the reverse thrust take---off, which automatically increases power
range, the MFC and ECU also regulate power and output of non---affected engine up to a maximum
propeller speed, proportional to the amount of take---off rating of 2380 SHP in response to ECU
reverse blade angle selected with the power lever. autofeather command. The power uptrim occurs 3
Condition Levers seconds prior to propeller autofeather and is
indicated by a PWR UPTRIM advisory light on the
The two condition levers, located adjacent to the
engine instrument panel.
power levers and marked 1 and 2, set propeller rpm
in the forward thrust range and provide manual When the ECU of the non---affected engine receives
propeller feathering and fuel on/off control for engine the uptrim signal, the PWR UPTRIM light is
start and shutdown. Each condition lever provides illuminated and the fuel schedule increases above
input to the MFC and PCU of the related engine. that selected by the power lever to provide power
When in the forward thrust (constant speed) range, uptrim. Prior to initiating propeller autofeather of the
the position of the condition lever sets propeller rpm affected engine, an “Np underspeed fuel governing
through input to the governor in the PCU. At MAX, cancel” signal is received by the ECU. This “fuel
propeller rpm is governed at approx. 1200. Moving governing cancel” signal permits the feathering
the lever aft reduces governed rpm until at MIN rpm is propeller to decrease rpm through an underspeed
approximately 900. condition to a feather blade angle. The reduced fuel
Moving the condition lever to START & FEATHER schedule prevents an overtorque condition during
feathers the propeller and disables the propeller propeller blade angle toward feather. Deactivation of
underspeed governing to allow “ground idle’ engine the autofeather system after take---off removes the
operation. Moving the lever to FUEL OFF cuts off all uptrim signal; the PWR UPTRIM light extinguishes
fuel flow to the engine. Lift gates at the MIN and and the ECU returns its engine to the original power
START & FEATHER positions prevent unintentional setting.
movement of the condition levers from MIN to START ECU Torque Rating (BUG) Display Mode
& FEATHER and from START & FEATHER to FUEL
OFF. The ECU torque rating display (bug) mode is
inoperative.
Quiet Taxi Mode
SAT/FLX System
A “quiet taxi” mode can be initiated while the engine
is in the beta range to reduce propeller noise. Select The FLEX section of the SAT/FLEX indication system
the quiet taxi mode by positioning the condition is inoperative. SAT only will be displayed on the
levers at MIN and the power levers at FLT IDLE. The indicator. The FLEX TEMP control switch is
MIN selection actuates a microswitch in the condition inoperative.
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A selection of the ENG #1 or ENG #2 ECU MODE
selector to ON will also cause the applicable fuel
The engine ECU receives PLA, CLA, SCU, engine control system to revert to ECU control.
parameters and air data computer information. The
The MFC incorporates provisions for the manual
ECU computes this information and supplies
control of the fuel schedule. These provisions consist
correction signals to the MFC torque motor. This
of a solenoid valve in each MFC, controlled by a
system allows optimum fuel scheduling under
reversion relay and related circuits. The MFC
varying engine ambient and operating conditions.
solenoid is deenergized and control of the fuel
Engine Fuel Control scheduling is set by the MFC. In MANUAL control
ON, MANUAL and Reversion underspeed fuel governing is not provided.
When fuel control is ON and an ECU fault occurs the The manual operating mode provides all
fuel system goes into reversion. The #1 ENG requirements for engine operation, but does not
MANUAL or #2 ENG MANUAL caution light on the supply automatic control functions associated with
caution light panel will illuminate. The fuel scheduling ECU control (ie. control of fuel flow by ECU inputs to
is fixed at point of ECU fault and torque will remain as MFC, propeller Np underspeed governing and NH
last selected by power lever. Fuel schedule will then low speed limiting, which includes Quiet Taxi mode
be under MANUAL (MFC) control and fuel schedule and handling bleed off valve (HBOV) control.
will be as selected by power lever movement.
CAUTION
Selection of the ENG #1 or ENG #2 ECU MODE On landing do not retard POWER lever below
selector to MANUAL, will cause the respective MODE DISC. After landing maintain propeller speed
selector to illuminate MANUAL and the #1 ENG (Np) above 785 rpm and high pressure turbine
MANUAL or #2 ENG MANUAL caution light to speed (NH) above 66%. If unable, feather
illuminate. The fuel control system will be under MFC propeller after landing is complete and taxi
control. aircraft on remaining engine.
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PROPELLER CONTROL
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Constant Speed Mode
General
When the power levers are in the forward thrust
The propeller is controlled by the propeller control range, condition lever input to the propeller governor
unit (PCU) operating in conjunction with an between MIN and MAX sets propeller rpm by
overspeed governor, an autofeather system, an adjusting spring pressure on a set of internal
alternate feather system, a propeller synchrophase governor flyweights. The set propeller rpm is
system and the power and condition levers. maintained by the speed sensing flyweights
metering oil pressure in order to adjust blade angle
The PCU provides for governed, constant speed as required to maintain the set rpm.
operation through a flyweight governor controlled by
the condition lever; beta range operation by the Beta Mode
power lever; and propeller feathering modes by the
condition lever or the autofeather/alternate feather When the propeller is in beta mode, blade angle is set
systems. An overspeed governor provides by power lever input to a beta cam in the PCU. The
overspeed protection in the constant speed, flight beta cam actuates the reverse valve and the beta
beta range and ground beta range (by acting on the metering valve. The beta metering valve also
MFC to limit NH). receives mechanical blade angle feedback inputs.
The PCU is mounted on the propeller reduction As power is reduced in the forward power range
gearbox. It controls propeller blade angle by sufficient for propeller speed to drop below the
metering engine oil to one side of the pitch change governor setting, the governor admits full oil
mechanism in the hub to reduce blade angle (fine) pressure to reduce blade angle in an attempt to
which is opposed by constant oil pressure supplied maintain the set rpm. As beta range is entered, blade
to the mechanism to increase blade angle (coarse). angle is now controlled by bleeding off varying
A PCU hydraulic pump, mounted with the overspeed amounts of oil pressure to the sump via the beta
governor on the reduction gearbox, boosts engine oil metering valve. A certain amount of bleed---off holds
supply pressure to the PCU. blade angle; bleeding off less reduces blade and
bleeding off more increases blade angle.
All propeller blade angles are achieved by the
controlled metering of oil pressure in the constant In beta range, moving the power lever increases or
speed and beta modes and the dumping (to the decreases oil pressure bleed---off to move the blades
sump) of pressure in the feather or propeller in the required direction. When blade angle has
overspeed modes. Aerodynamic loads on the increased or decreased to the new angle set by the
propeller tends to drive the blades to low blade power lever, the blade angle feedback acts on the
angles. Should the supply of oil pressure to the PCU beta metering valve to hold the blades at the new
be lost, a pitchlock feature, incorporated into the position. Blade angle is controlled in this way
pitch change mechanism, engages to prevent throughout the power lever beta range from the entry
aerodynamic loads from reducing blade angle more point slightly above FLT IDLE (where blades are set
than 1 degree and propeller speed increasing more at +27.5 degrees ) through to MAX REV (blades set
than 2% from the point of oil pressure loss. at ---11.0 degrees ).
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Once the autofeather sequence for one of the
propellers is initiated, interlock features prevents
Autofeather is selected for take---off only and the autofeather of a second propeller.
system is active (armed) only when the torque of
The system can be disarmed and deactivated by
both engines exceeds approximately 38% and both
pressing the SELECT/ARM switchlight, retarding
power levers are advanced to meet PLA/OAT
both power levers to FLT IDLE or by both engine
requirements.
torque levels dropping below approximately 38%.
NOTE
The autofeather system, when selected, provides
automatic propeller feathering and non---affected For aircraft incorporating Mod 8/1983, during
engine power uptrim following a propeller feather the Autofeather test, due to the artificially
condition after engine failure during take---off. lowered RPM, the AC voltage output may drop
Autofeather logic and control circuits operate in enough to illuminate the #2 SPU AUX PWR
conjunction with a signal condition unit (SCU). caution light and SPU pressures may cycle
and go offline.
A single SELECT/ARM switchlight on the lower right Alternate Feather System
engine instrument panel selects or deselects the
system and indicates whenever system is armed. The alternate feather system provides a back---up
means of manually feathering and unfeathering a
Each SCU compares torque inputs from a sensor on propeller in the event in --- flight condition lever
each engine. Autofeather is triggered when an selections have failed to achieve full propeller
armed SCU detects failure of its associated engine feathering/unfeathering.
by a decrease of torque below approximately 28%,
Alternate feathering/ unfeathering can be
with the opposite engine at greater than
performed with the engine running or shut down
approximately 38%. The triggered SCU immediately
and with or without engine oil pressure. To initiate
energizes a power uptrim signal to the ECU of the
alternate feathering, move the ALTERNATE
opposite (non---affected) engine to initiate “power
FEATHER/NORM/UNFEATHER switch to the
uptrim” fuel schedule and illuminate the PWR
mechanically locked ALTERNATE FEATHER
UPTRIM advisory light. The non---affected engine
position with the appropriate power lever at or
bleed air system is shutdown.
above FLT IDLE and the appropriate condition
lever below MIN. Alternate feathering of an
After a 3 second delay, the SCU initiates engine with the autofeather system armed also
autofeathering of the low torque (affected) engine. initiates power uptrim of the non --- affected
An “NP underspeed fuel governing cancel” signal to engine.
the failed engine ECU permits propeller operation
below the propeller minimum speed (785 RPM), The system consists of alternate feather control
without the possibility of propeller/engine circuits interconnected with the feather solenoid
overtorque. An auxiliary pressure pump is energized valve, the auxiliary feathering pump and the ECU
and runs for approximately 18 seconds to provide of each engine. Two ALTERNATE FEATHER
adequate time for propeller feathering before switches on the engine instrument panel with
automatically shutting off. An advisory light for the positions NORMAL, ALTERNATE FEATHER
pump illuminates while the auxiliary feathering pump (leverlocked) and UNFEATHER (magnetically
is energized. latched),controlsystemoperationforeachpropeller.
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The actions and results of an ALTERNATE FEATHER
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position) of the two propellers in cruise flight.
selection are basically similar to autofeathering. Synchrophasing is achieved by matching the speed
Signals are supplied to open the feather solenoid and phase of No. 2 propeller (slave) to that of the No.
valve and to energize the auxiliary feathering pump of 1 propeller (master).
the selected engine to feather its propeller
(ALTERNATE FEATHER advisory light illuminates). A synchrophase control unit monitors speed and
phase of both the master and slave propellers using
At the same time an “Np underspeed cancel” signal signals from pulse generators at each propeller hub.
is supplied to the ECU to prevent engine fuel flow The control unit compares the signals and applies an
response as propeller rpm decays below 785. If the output signal to a torque motor on the slave (No. 2)
autofeather system is on, energizing of the feather propeller’s PCU constant speed governor. The
solenoid valve also supplies a “power uptrim” signal torque motor has authority to modify the governor’s
directly to the ECU of the opposite engine (PWR condition lever speed setting within a limited range
UPTRIM light does not illuminate). The above as required to increase or decrease No. 2 propeller’s
conditions are maintained (except for the auxiliary rpm until speed and phase angle is matched with No.
feathering pump which times---out after 1 propeller.
approximately 18 seconds) as long as the
The system is activated by a SYNCHROPHASE
ALTERNATE FEATHER selection is maintained.
switch on the right glareshield panel. An adjacent
Returning the switch to NORM deenergizes the
advisory light illuminates to indicate the system is
feather solenoid valve, resets the auxiliary feathering
active.
pump timer circuits and removes the Np underspeed
fuel governing cancel and power uptrim signals. NOTE
The synchrophase system is for use in climb,
If, during an airstart of the engine, the propeller fails
cruise and descent only.
to move out of feather upon moving the condition
lever out of START & FEATHER, the ALTERNATE NOTE
FEATHER switch is selected to UNFEATHER. An Due to limited authority of the synchrophase
UNFEATHER selection energizes the related torque motor, the propellers must be manually
auxiliary feathering pump (adjacent advisory light synchronized to within 20 rpm of each other
illuminates) which runs for approximately 18 before the synchrophase system is activated.
seconds to provide supplemental oil pressure to
unfeather the propeller. The switch is magnetically Feather Mode
held at the UNFEATHER position until the pump
shuts off after 18 seconds at which time the switch Feather mode is initiated either by the manual
automatically releases to NORM (advisory light goes feathering valve which is opened by condition lever
out). START & FEATHER selection or by a feather solenoid
valve which is opened normally by the
Propeller Synchrophase System autofeather/alternate feather system. When either
valve is opened the propeller feathers regardless of
The propeller synchrophase system synchronizes the state of the propeller governor or the reverse and
both propeller speed and phase angle (relative blade beta metering valves.
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Propeller Ground Range Indication and BETA
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The Beta Lockout System (BLS) consists of a
Backup Protection warning horn, revised beta backup enable logic,
reworked PROP RPM gauges incorporating an Np
Advisory lights are provided on the left glareshield trigger, automatic ECU MANUAL reversion logic, and
panel to indicate that the propellers are in the ground automatic engine ignition activation logic. The
range of beta operation. Marked PROPELLER system is activated and deactivated by ground/air
GROUND RANGE 1 and 2, each light is illuminated logic combined with PLA.
by a low blade angle switch that is actuated by the
blade angle mechanical feedback mechanism. The BLS is disabled on the ground to allow for
Illumination occurs when blade angle is decreasing discing, by either 50 ft. RAD ALT or WOW signal with
through +16.5 degrees. A beta backup system the warning horn enabled down to 20 ft. Setting the
provides protection against the propeller entering PLA less than Flight Idle while in the flight mode
beta ground range unintentionally due to a PCU enables the system. Beta backup protection remains
malfunction (while the power lever is above ground enabled regardless of PLA setting, while in the air
range). The system uses a beta back up signal, mode.
supplied by the low blade angle switch, which is
relayed to the feather solenoid valve via a power
The warning horn provides an aural warning as the
lever---operated microswitch. The micro---switch will
Flight Idle gate is removed by lifting the power lever
relay the beta backup signal only when the power
triggers, and before ground beta is actually selected.
lever is above the ground range position.
The revised beta backup enable logic provides low
In the event the propeller enters ground range with blade angle protection independent of PLA while
the power lever above the ground range setting, the airborne, instead of the existing standard PLA
beta backup signal supplied by the low blade angle greater than Flight Idle logic. The Np trigger is tripped
switch is relayed to energize open the feather upon detection of Np values in excess of 1000 PROP
solenoid valve, causing the propeller to begin RPM when the power levers are set below the FLT
feathering until blade angle increases past the IDLE gate in flight. This provides a discrete signal to
ground range point. The low blade angle switch then increase the prop blade angle to reduce PROP RPM
closes the feather solenoid valve, restoring the to values below the trigger point. The discrete signal
original condition. The result is a continuous cycling is sent to the existing feather solenoid integral to the
in and out of propeller ground range, accompanied PCU. As PROP RPM decreases below the trip point
by on/off flashing of the related PROPELLER the signal is discontinued. The automatic reversion
GROUND RANGE indicator light, until the cause of of the ECU to MANUAL ensures that adequate fuel
the fault is rectified.Provision is made to test beta flows and high NH RPM are maintained.
backup function and to check serviceability of the
power lever---operated microswitch by means of Propeller Overspeed Governing
BETA BACKUP TEST switches on the pilot’s side
console panel. The propeller overspeed governor, mounted with the
Beta Lockout System (CR 873CH00011) PCU hydraulic pump on the propeller reduction
gearbox, incorporates both a hydraulic section to
This system incorporates electrical circuits to provide overspeed governing in constant speed and
prevent the propellers from entering the ground Beta flight beta range and a pneumatic section to provide
range of operation during flight. overspeed governing in ground beta range.
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start control circuits signal the GCU to commence
engine spool up and energizing the ignition system
Each engine incorporates an ignition system (if in normal mode). The GCU connects the
consisting of two exciter units connected by high starter/generator to its main feeder bus through the
tension cables to two igniter plugs in the combustion main bus contactor to energize the start section and
chamber. For engine starting, the system is activated begin driving the high pressure compressor rotor. As
and deactivated automatically by the engine start the starter/generator cranks the high pressure
control circuits during the start sequence (normal compressor rotor through 10% NH, the condition
mode). For take---off, landing and flight into lever is selected to START & FEATHER to introduce
precipitation or turbulence, the system can by fuel and engine light ---up occurs. At 25% NH the ECU
activated manually to provide continuous ignition takes over the control of the fuel schedule. The ECU
(manual mode) for flameout protection. automatically accelerates the engine to the 76%
ground idle setting.
Operational mode of the ignition system is
determined by the position of the appropriate The start sequence automatically terminates as the
IGNITION 1 or 2 switch on the ENGINE START panel. engine accelerates through 63% NH, at which time
Each switch has positions marked MANUAL for the ignition is deactivated and the starter/generator
manual (continuous) mode operation, NORM for is switched to generator mode operation by its GCU.
normal (automatic) mode operation and OFF. The As the start control circuits are disarmed, the
OFF position isolates the exciter unit from its power SELECT switch is released to the center position and
supply (the related essential dc bus) to prevent the START lens of the START switchlight goes out. A
activation of the ignition system by the start control time delay relay maintains illumination of the SELECT
circuits when dry motoring the engine with the lens for a further 2 seconds after start circuit release.
starter.
AUTO IGNITION SYSTEM (MS 8Q100813)
ENGINE START SYSTEM
Modsum MS 8Q100813 introduces the Auto Ignition
Engine starting is accomplished using the System. With MS 8Q100813 incorporated, engine
starter/generators in conjunction with the ignition starting is controlled with the ignition switch in the
and fuel control systems. The start control circuits Auto Mode. The ignition switch is marked
control starter/generator operation through the OFF---AUTO---MANUAL. An auto relight system is
generator control units (GCUs), and provide armed when IGNITION 1 or IGNITION 2 switch on the
automatic ignition activation and deactivation. Fuel ENGINE START panel is selected to AUTO. If, during
supply is initiated manually by condition lever
engine operation, the NH falls below 60% a switch in
selection at the appropriate time in the start
the NH indicator closes. This switch causes power to
sequence.
be supplied to the ignition circuit. While the NH
The start control circuits for both engines are armed speed remains below 60%, the ignition circuit is
and activated by a single center---lever---locked powered and the spark igniters operate
SELECT arming switch and START switchlight on the continuously. When the engine speed increases to
ENGINE START panel. The start sequence begins above 60% the NH indicator switch opens and
with the condition levers at FUEL OFF and the causes power to be removed from the ignition circuit.
SELECT switch positioned at 1 or 2 depending on the This function of the Auto Ignition switch selection is
engine to be started. The 1 or 2 selection arms the disabled when the condition lever is in the FUEL OFF
start control circuits and the start mode circuits in the position.
related GCU. The switch is magnetically held at the CAUTION
selected position by the armed start control circuits
until completion of the sequence. Arming of the With the Engines shut down, the Ignition
control circuits is confirmed by illumination of the switch in the AUTO position and DC Power
SELECT lens of the adjacent START switchlight. selected, movement of the Condition lever out
of the FUEL OFF position will activate the Auto
The start sequence is then initiated by pressing the Ignition system and the spark igniters will
START switchlight (START lens illuminates). The operate continuously.
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ENGINE OIL SYSTEM
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ENGINE INTAKE BYPASS DOORS
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CHAPTER 22
WARNING SYSTEMS
PAGE
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
CAUTION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
CAUTION/WARNING LIGHTS SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
CHAPTER 5 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
CHAPTER 6 AIR CONDITIONING AND PRESSURIZATION . . . . . . . . . . . . . . . . .6
CHAPTER 8 APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
CHAPTER 10 ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
CHAPTER 11 EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
CHAPTER 12 FIRE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
CHAPTER 13 FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
CHAPTER 14 FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
CHAPTER 15 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
CHAPTER 16 HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
CHAPTER 17 ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
CHAPTER 18 LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
CHAPTER 20 PNEUMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
CHAPTER 21 POWER PLANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
CHAPTER 22 WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
COLLINS TRAFFIC ALERT AND COLLISION
AVOIDANCE SYSTEM (TCAS II) (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.50.1
TCAS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
VSI/TRA VERTICAL SPEED MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
VSI/TRA ANNUNCIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
VSI/TRA MODE AND NO BEARING ANNUNCIATIONS . . . . . . . . . . . . . . . . . . . . .5
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
TCAS II WITH CHANGE 7.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
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CAUTION LIGHTS (AMBER)
ILLUMINATED --- SW/SP COMPUTER has detected
a malfunction in the stall warning system
--- loss of stick pusher function
--- also during test
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SYSTEM DESCRIPTION data to the No. 2 computer for the stick shakers. If
one sensor fails, the associated STALL SYST FAIL
STALL WARNING/STICK PUSHER SYSTEM and PUSHER SYS FAIL caution lights illuminate. The
functioning system provides Stall Warning. The
GENERAL sensors receive electrical power from the 26 volt AC
bus.
The Stall Warning/Stick Pusher (SW/SP) system,
provides the flight crew with warnings of an Before entering the airplane check the alpha vanes
impending stall during flight. The system is designed for freedom of movement.
to operate from signals initiated by the airflow relative
to the wing, thus maintaining a direct relationship CAUTION
with Angle of Attack (AOA). A SW/SP computer
provides outputs to activate the control column If alpha vanes are stuck, do not apply external
shaker (stick shaker) and control column pusher pressure. Apply heat to the vanes to remove
(Stick Pusher). Two separate and independent any ice.
computers (No. 1 and No. 2), receive inputs from the Two separate self---regulating heaters, one in the
Attitude and Heading Reference System (AHRS), Air case and one on the alpha vane, keeps each sensor
Data Computer (ADC) flap position, engine torque, free of moisture and ice. The heaters receive
de---ice system and raw Angle of Attack (AOA) data electrical power from the left and right 115 volt AC
from two sensors, positioned on the left and right variable frequency buses whenever the buses are
side of the front fuselage. electrically powered.
STICK PUSHER The Stick Pusher will activate when all of the following
conditions are met:
The Stick Pusher is designed to decrease the AOA
without pilot input by applying a forward (nose down)
a. #1 STALL SYST FAIL, #2 STALL SYST FAIL
force to the pilot’s elevator control quadrant, if the
and PUSHER SYST FAIL caution lights are
wing approaches the critical AOA. A pneumatic
OFF.
actuator system uses nitrogen to apply a push force
b. the airplane is airborne.
only to the pilot’s elevator control quadrant. The
c. the airplane altitude is greater than 400 feet
system is capable of delivering approximately 8 to 10
AGL.
pushes to the control column. Two electrically
d. the airspeed is less than 200 + 4 KEAS.
operated solenoid valves, one for the left and one for
e. the stick shakers have been activated by
the right computer, control the nitrogen flow to the
both systems.
actuator. Both valves must activate before a stick
push is permitted.
On airplanes equipped with CR827CH00013 or
In addition to data used for the stick shakers, the CR827CH00019, the Stick Pusher will activate when
Stick Pusher computers use the AOA rate of change all of the following conditions are met:
derived from the AHRS. Also, separate outputs from
the left and right sensors, feed the No. 1 and No. 2 a. #1 STALL SYST FAIL, #2 STALL SYST FAIL
computers respectively, then combine to achieve an and PUSHER SYST FAIL caution lights are
average AOA. The left and right computer must have OFF.
its respective Stall Warning data, positive pusher b. the airplane is airborne.
signals and be in a agreement with each other before c. the airspeed is less than 200 + 4 KEAS.
activating the Stick Pusher. d. the stick shakers have been activated by
During flight, if the stick shakers activate due to an both systems.
impending stall, and the AOA reaches the Stick
Pusher reference AOA, the Stick Pusher will be
activated. Both Stick Pusher and shakers remain STICK PUSHER MALFUNCTION
activated until stall recovery is complete.
NOTE
If excessive pressure accumulates within the
If the pitch disconnect handle is pulled out, actuator without a signal from the SW/SP computer,
due to a control jam, and the Stick Pusher is PUSH OFF illuminates on the pilot’s and co---pilot’s
activated, only the pilot’s control column is STICK PUSHER SHUT OFF switch/lights.
affected by the force applied by the Stick
Pusher.
The push force felt at the control column is Pushing either switch/light, depressurizes the
approximately 80 lbs which is adequate for stall actuator, illuminates the PUSHER SYST FAIL caution
correction, but can still be overpowered by the pilot in light and turns OFF both STICK PUSHER SHUT OFF
the event the system cannot be disabled. switch/lights. The PUSHER SYST FAIL caution light
goes out when the same STICK PUSHER SHUT OFF
NOTE
switch/light is pushed again. The PUSHER SYST
The No.1 and No.2 computer must both FAIL caution light also illuminates if the computer
agree to push before the Stick Pusher can be detects a malfunction in the pusher system causing a
activated. loss of Stick Pusher function.
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A take---off warning horn, located in the flight Once the T/O FLAP switch is selected to 0_ on
compartment, sounds an intermittent tone to alert the ground, the T/O WARNING HORN will
the crew if a take---off is being commenced with remain latched in the inhibited mode until the
detrimental conditions existing. aircraft is either Weight Off Wheels or the Flap
cycles thru 0_ to15_ and back to 0_.
The take---off warning horn will sound when aircraft is LANDING GEAR WARNING
on the ground (weight on wheels), one or both power
levers advanced above FLT IDLE plus 12_ (50% A warning horn located in the flight compartment,
torque Mod 8/1386 airplanes) and any one or more of provides an audible warning when the gear has not
the following conditions exist: been extended and the aircraft is in the landing
configuration. The horn is activated by the PSEU at a
a. elevator trim out of the take---off range.
steady 2000 Hz tone whenever the following
b. flaps extended more than 20 degrees or less
conditions exist:
than 5 degrees.
c. one or both condition levers not at MAX
position. 1. All landing gear not down and locked, flaps
d. parking brake lever selected to PARK. selected to 15 or 35_, power levers at any
e. engine ECU rating selector not at take---off position (Mod 8/1386 airplanes, less than
power (TOP). 50% torque) and autofeather not selected.
2. Landing gear not down and locked, one or
The take---off warning will cease when the both power levers at or near FLT IDLE and
detrimental conditions are corrected. airspeed below 130 kts.
OVERSPEED WARNING releasing the release trigger(s) with the Power Levers
selected above the Flight Idle Gate. The Beta
An overspeed warning horn, located in the flight
Warning Horn System is disabled by either a signal
compartment, sounds an intermittent tone when the
from the Radio Altimeter at an altitude below 20 feet
airplane exceeds its maximum operating speed
or from a Weight ---on---Wheels signal.
(Vmo). The air data computers sense airspeed and
conditions effecting Vmo accordingly. INCREASED REF SPEED SWITCH
The air data computers method of computing Vmo
and sensing airspeed using true airspeed values is Modsum 8Q101170 and Modsum 8Y101067
introduce an Increased Ref Speed Switch and
more accurate than the Vmo indication provided by
the airspeed indicators. The result is that the Advisory Light system to the cockpit. The system
allows take---off with the aircraft de---ice systems
airspeed overspeed warning may occur at a speed
up to 6 kts. greater than the Vmo indication on the operating without increases in take---off Ref speeds
(V1, VR, V2) and associated weight reductions for
airspeed indicators.
short fields. The INCR REF SPEED switch is located
The overspeed horn can be tested by selecting the on the overhead panel. INCR REF SPEED advisory
ADC test switch to TEST 1 or TEST 2. This sounds the lights are installed next to the Advisory Display on the
overspeed horn. pilot and copilot’s Flight Instrument Panel.
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PULL UP SWITCHLIGHTS (RED)
ILLUMINATED --- PULL UP warning exists.
Requires immediate corrective
action.
GLARESHIELD PANEL
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10 15 35
PILOT’S SIDE CONSOLE
GPWS LDG
FLAP GPWS MODE 4B INHIBIT SWITCH (CR834CH00202 OR S00 8113)
(two position, alternate action)
ILLUMINATED ---
15_ --- inhibits GPWS mode 4B when coupled with
flap 15 degree position.
PILOT’S SIDE CONSOLE 35_ --- inhibits GPWS mode 4B when coupled with
flap 35 degree position.
The GPWS may not be deactivated except for Press and hold pilot’s PULL UP GPWS TEST
planned abnormal and emergency conditions switchlight.
or approved procedures where use of flaps at
less than normal landing flap position or --- GPWS caution light illuminates.
landing gear up is specified. --- MASTER CAUTION PRESS TO RESET light
flashes.
The GPWS alerts the flight crew when one of the --- BELOW G/S lights (pilot’s and copilot’s)
following flight condition thresholds are violated: illuminate.
Mode 1 --- Excessive descent rate. --- “GLIDESLOPE” voice alert sounds once.
Mode 2 --- Excessive closure rate to terrain. --- “WHOOP WHOOP PULL UP” voice warning
Mode 3 --- Altitude loss after take off or go around. sounds repeatedly.
Mode 4A --- Unsafe terrain clearance with landing --- Release pilot’s GPWS TEST switchlight. Reset
gear up. master caution light.
Mode 4B --- Proximity to terrain, flap up GPWS Too --- All voice messages should cease.
Low --- Flap or Too Low Terrain. --- GPWS caution light and both BELOW G/S
Mode 5 --- Deviation below glideslope. switchlights go out.
Mode 6 --- Descent below decision height or --- Repeat test by pressing copilot’s PULL UP
minimum descent altitude. GPWS TEST switchlight.
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Mode 1 --- EXCESSIVE DESCENT RATE
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PULL UP GPWS TEST switchlights illuminate. If the
Mode 1 warns the flight crew that the rate of descent rate of descent is not corrected and the second
for a given altitude is excessive. When the outer envelope is penetrated, a voice warning “WHOOP
warning envelope is penetrated, a voice alert “SINK WHOOP PULL UP” is repeated until corrective action
RATE SINK RATE” is repeated and the copilot’s red is taken.
MODE 2A --- EXCESSIVE CLOSURE RATE TO climb, the altitude gain circuit is reset and another
TERRAIN (FLAPS UP) gain of 300 feet barometric altitude is required to turn
off the “TERRAIN” voice alert and PULL UP GPWS
Mode 2A --- warns of excessive closure rate to terrain. TEST switchlights.
When the outer warning envelope is penetrated, a
“TERRAIN TERRAIN” voice alert is heard and the The upper range of both warning envelopes is
PULL UP GPWS switchlights illuminate. If the terrain expanded as a function of airspeed to provide an
closure rate continues and penetration of the inner earlier warning for increasing closure rates above
envelope is made, the “WHOOP WHOOP PULL UP” 1500 feet radio altitude. On GPWS systems
voice warning will be heard repeatedly until incorporating Sundstrand Modification 17, the
corrective action is taken or terrain changes occur; warning envelopes have been changed to
after which the warning changes to “TERRAIN”. This accomodate higher closure rates at higher
alert continues until the airplane has gained 300 feet airspeeds. This reduces unwarranted GPWS
barometric altitude from the point where the PULL UP warnings during flight at high speeds in close
warning stopped. If additional warnings occur during proximity to the ground.
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10
”PULL UP”
0
0 1 2 3 4 5 6 7
CLOSURE RATE (1000 FPM)
IAS
20 ”PULL UP” (KNOTS)
RADIO ALTITUDE (100 FT)
157
”TERRAIN TERRAIN”
15
10
”PULL UP”
0
0 1 2 3 4 5 6 7 8 9 10 11 12
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Mode 2B --- EXCESSIVE CLOSURE RATE TO
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out of the excessive closure rate envelope. Flap
TERRAIN (FLAPS IN LANDING POSITION) extension also inhibits the airspeed expansion
function in addition to the 300 foot barometric altitude
During an approach with gear or flaps extended, the gain circuitry. Additional protection is included in the
altitude gain function is inhibited and “WHOOP Mode 2B boundary against warnings during
WHOOP PULL UP” annunciation is replaced by approaches into airports where the runway threshold
“TERRAIN” which is repeated until the airplane flies is in close proximity to rising terrain.
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MODE 3 --- ALTITUDE LOSS AFTER TAKE---OFF OR
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radio altitude, or, during a missed approach from
GO--- AROUND below 200 feet, the mode is armed when the flaps or
landing gear are retracted. The voice alert is
Mode 3 --- Provides a voice alert to the flight crew if triggered when the barometric altitude loss is
descent is made during the initial take---off, climb or approximately 10% of the radio altitude existing at the
during a go---around. If the airplane enters the time of initial descent.
ALTITUDE LOSS envelope, a “DON’T SINK” voice
alert is repeated and both PULL UP GPWS TEST
switchlights flash until a positive rate of climb is Above 700 feet radio altitude, the computer
established. After take---off between 65 and 700 feet automatically switches to Mode 4.
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MODE 4A --- UNSAFE TERRAIN CLEARANCE WITH
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landing gear up, the voice alert “TOO LOW GEAR” is
LANDING GEAR UP repeated and the PULL UP GPWS TEST switchlights
illuminate. When the envelope is penetrated above
Mode 4A provides the flight crew with voice alert and 157 KIAS, the voice alert “TOO LOW TERRAIN” is
visual indications when the airplane is not in a repeated and the PULL UP GPWS TEST switchlights
landing configuration and terrain clearance is illuminate. Between 157 KIAS and 202 KIAS, the
inadequate. After take---off, the terrain clearance upper boundary of the envelope is extended to 1000
mode with landing gear up is armed upon climbing feet radio altitude. In either case, the voice alert
through 700 feet radio altitude. When the warning messages are repeated until the flight condition is
envelope is penetrated below 157 KIAS with the corrected.
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MODE 4B --- UNSAFE TERRAIN CLEARANCE ---
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repeated and the pull up GPWS TEST switchlights
LANDING GEAR DOWN, FLAPS NOT IN LANDING illuminate. If the envelope is penetrated above 130
POSITION KIAS, the voice alert “TOO LOW TERRAIN” is
repeated and the pull up GPWS TEST switchlights
This mode provides a voice warning when the illuminate. Between 130 KIAS and 202 KIAS the
landing gear is down and the flaps are not in the upper boundary of the envelope is extended to 1000
landing configuration. If the envelope is penetrated feet. In either case, the voice alert messages are
below 130 KIAS, the voice alert “TOO LOW FLAPS” is repeated until the flight condition is corrected.
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MODE 5 --- DEVIATION BELOW GLIDESLOPE
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ALERTING AREA of the envelope, both amber
BELOW G/S switchlights illuminate, and the voice
Mode 5 is enabled when an ILS frequency is
alert “GLIDESLOPE” is repeated. Should the airplane
selected, and:
enter the “LOUD ALERTING AREA” of the envelope,
--- Glideslope and Localizer signals --- Valid. the voice alert “GLIDESLOPE” is repeated at a louder
--- Landing gear --- down. volume level. In both areas of the envelope, the voice
--- back course signal --- absent. alert repetition rate is increased as glideslope
--- Below/GS switchlight --- Extinguished deviation increases and radio altitude decreases.
The glideslope alert can be cancelled at any altitude
--- airplane is between 50 and 1000 feet radio
below 1000 feet radio altitude by pressing the pilot’s
altitude.
or copilot’s BELOW G/S switchlights. The mode is
When the airplane descends more than 1.3 dots rearmed when the airplane climbs above 1000 feet or
below the “GLIDESLOPE” and enters the SOFT descends below 50 feet radio altitude.
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MODE 6 --- DESCENT BELOW DECISION HEIGHT
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This mode will not function again unless:
OR MINIMUM DESCENT ALTITUDE --- the airplane climbs above 1000 feet or
descends below 50 feet radio altitude.
Mode 6 alerts the flight crew when the airplane --- the undercarriage is cycled up and down.
descends to the Decision Height (DH) or Minimum
Descent Altitude (MDA). During an instrument No visual warning is associated with this mode.
approach, between 1000 feet and 50 feet radio During VFR approaches, the Mode 6 warning may be
altitude with gear down, when the airplane descends inhibited by setting the Decision Height to 0 feet.
to the DH or MDA (as selected and displayed on the
ADI/EADI), a voice alert “MINIMUMS MINIMUMS” is
heard once.
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GPWS LDG GPWS LDG GPWS LDG GPWS MODE 4B INHIBIT SWITCH
FLAP 10 FLAP 15 FLAP 35 (CR803CH00064)
GPWS LDG
FLAP
GPWS MODE 4B INHIBIT SWITCH (S.O.O. 8113)
dod1400000_008.dg, gw, 19/02/01
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WX WEATHER/TERRAIN SWITCH
ALTERNATE ACTION
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HONEYWELL MK VIII ENHANCED GROUND
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“Auto Pop---up” occurs. Auto range automatically
PROXIMITY WARNING SYSTEM (EGPWS) sets the EHSIs to a 10 nm range setting.
The EGPWS is a terrain awareness and alerting The Ground Proximity Warning
system that provides terrain alerting and, when functions (GPW) (Modes 1 through
enabled, terrain display functions. The EGPWS uses 6) are the basic functions of the
the following aircraft inputs: altitude, radar altitude, EGPWS system. The primary
airspeed, attitude, glideslope and geographic objective of the EGPWS is to
position. The EGPWS will provide the appropriate maintain the integrity of these
alert for excessive glideslope deviation, flaps or functions independent of the
landing gear not in the landing configuration, and Enhanced functions. Therefore,
bank angle and decision height (“MINIMUMS loss of the terrain awareness display
MINIMUMS”) call---outs. function will not affect the operation
of the GPW functions, provided that
When enabled by the flight crew, the EGPWS will use the input signals necessary for GPW
internal terrain, obstacles and airport databases to operation are still available.
predict a potential conflict between the aircraft flight
path with either terrain or an obstacle. The DHC---8 EGPWS (Enhanced Function)
configuration requires the following minimum
The EGPWS uses geometric altitude. Geometric equipment to be functional:
altitude is a computed pseudo---barometric altitude --- EGPWS computer
that reduces or eliminates potentially induced errors
in corrected barometric altitude by temperature --- Air Data Computer (ADC) #2 system
extremes, non---standard pressure altitude --- Radio altimeter
conditions and altimeter set incorrectly.
--- Flight Management System (FMS) (if installed)
The DHC---8 EGPWS installation includes an --- Internal Global Positioning System (GPS) inputs
automatic display of terrain on the Electronic (if FMS is not installed)
Horizontal Situation Indicator (EHSI) (“Auto
--- Weather Radar
Pop---up”), in the event that a caution or warning alert
is triggered, and a “Auto---range” feature when the --- Attitude and Heading Reference System (AHRS)
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BASIC EGPWS FUNCTIONS (MODES 1 THROUGH 6)
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warning envelope is penetrated the red PULL UP
switchlights illuminate on the pilot’s and copilot’s
The EGPWS alerts the flight crew when one of the glareshield panel and the aural alert “SINK RATE
following flight condition thresholds are violated: SINK RATE” is enunciated. If the rate of descent is not
corrected and the inner envelope is penetrated, the
MODE 1 --- EXCESSIVE DESCENT RATE aural alert changes to “PULL UP” which is repeated
continuously until the inner warning boundary is
exited.
Mode 1 warns the flight crew that the rate of descent
for a given altitude is excessive. When the outer
2500
2000
RADIO ALTITUDE (FT.)
1500
1000
500
“PULL UP”
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MODE 2 --- EXCESSIVE TERRAIN CLOSURE RATE
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red PULL UP switchlights illuminate and the aural
alert “TERRAIN TERRAIN” is enunciated. If the
Mode 2 warns the flight crew when the aircraft and terrain closure rate continues and penetration of the
terrain are closing at an excessive rate. It is not inner envelope is made, the aural alert “PULL UP” is
necessary for the aircraft to be descending to enunciated continuously until corrective action is
produce a Mode 2 alert. Level flight or even a climb taken or terrain changes occur, after which the
towards obstructing terrain can result in a hazardous warning changes to “TERRAIN TERRAIN”. This alert
terrain closure rate. Mode 2 has two sub---modes, continues until the aircraft has gained 300 feet
Mode 2A and Mode 2B, determined by aircraft barometric altitude from the point where the “PULL
configuration. UP” voice alert stopped or 45 seconds has elapsed.
If additional warnings occur during climb, the altitude
gain circuit is reset and another gain of 300 feet
MODE 2A --- EXCESSIVE CLOSURE RATE TO
TERRAIN (FLAPS UP) barometric altitude is required to turn off the
“TERRAIN TERRAIN” voice alert and PULL UP
switchlights.
Mode 2A warns of excessive closure rate to terrain.
When the outer warning envelope is penetrated the
2500
2000
RADIO ALTITUDE (FT.)
Speed Expansion
1500
1000
“PULL UP”
500
0
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MODE 2B --- EXCESSIVE CLOSURE RATE TO
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2 dots of both localizer and glideslope
TERRAIN (FLAP IN LANDING POSITION) centerlines
--- For the first 60 seconds following take---off
Mode 2B provides a desensitized alert envelope to When the envelope for Mode 2B is penetrated, the
reduce unwanted alerts during normal landing red PULL UP switchlights illuminate and the aural
approach maneuvering. Mode 2B is enabled alert “TERRAIN TERRAIN” is enunciated followed by
whenever one of the following conditions exist: “PULL UP” if the condition persists. If both landing
gear and flaps are in the landing configuration the
--- Flaps are selected to a landing position aural alert “TERRAIN” is enunciated.
--- The aircraft is flying an ILS approach and is within
2500
2000
RADIO ALTITUDE (FT.)
1500
1000
500
“PULL UP”
0
0 2000 4000 6000 8000 10000
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MODE 3 --- ALTITUDE LOSS AFTER TAKE OFF OR
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up and terrain clearance is inadequate during the
GO AROUND cruise and approach phase of flight. The standard
upper boundary for Mode 4A (Airspeed below 178
Mode 3 provides an aural and visual alert to the Kts CAS (Calibrated Airspeed) --- Gear Up) is 500 feet
flightcrew when the aircraft loses a significant Radio Altitude. If the aircraft penetrates this
amount of altitude immediately after take---off or boundary the aural alert “TOO LOW GEAR” is
during a go---around condition. Mode 3 is enabled enunciated. The aural alert will continue until one of
when either the landing gear or flap is not in the the following actions is taken:
landing configuration. If the aircraft penetrates the
Mode 3 boundary, the red PULL UP switchlights --- Gear is extended
illuminate and the aural alert “DONT SINK” is --- Aircraft is no longer descending
enunciated. The visual and aural annunciations will
continue until a positive rate of climb is established. --- Aircraft climbs above 500 feet radio altitude
MODE 4 --- UNSAFE TERRAIN CLEARANCE The Upper boundary of Mode 4A increases linearly
with airspeed up to a maximum of 1000 feet radio
Mode 4 provides alerts for insufficient terrain altitude at an airspeed of 200 Kts CAS or greater. If
clearance with respect to phase of flight and the Aircraft is above 178 Kts CAS and penetrates this
Airspeed. Mode 4 exists in three forms: 4A, 4B and upper boundary the aural alert “TOO LOW TERRAIN”
4C. is enunciated. The aural alert will continue until one of
the following actions is taken:
MODE 4A --- UNSAFE TERRAIN CLEARANCE ---
GEAR UP --- Airspeed is reduced
800
178 KTS
600 500 FT. EXPANDED ALERT AREA
400 “TOO LOW TERRAIN”
ALERT AREA
200 “TOO LOW GEAR” 30 FT.
0
0 100 200 300 400
AIRSPEED (Kts CAS)
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MODE 4B --- UNSAFE TERRAIN CLEARANCE ---
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--- Airspeed is reduced
LANDING GEAR DOWN, FLAPS NOT IN LANDING
CONFIGURATION --- Aircraft is no longer descending
--- Aircraft climbs above the upper boundary layer
Mode 4B is active during cruise and approach when MODE 4C --- UNSAFE TERRAIN CLEARANCE ---
the gear is in the landing configuration. The standard GEAR OR FLAPS NOT IN LANDING CONFIGURATION
Upper boundary for Mode 4B (Airspeed below 148
knots --- gear down) is 200 feet radio altitude. If the MODE 4C is active after takeoff or during a
aircraft penetrates this boundary the aural alert “TOO “go---around” when the gear or flap is not in the
LOW FLAP” is enunciated. The flight crew may landing configuration and the aircraft descends
disable the “TOO LOW FLAP” aural alert by pressing below 245 feet AGL. At take---off the Minimum Terrain
the GPWS FLAP OVERRIDE switch. Pressing the Clearance (MTC) is zero feet. As the aircraft climbs
GPWS FLAP OVERRIDE switch a second time will the MTC is increased to 75% of the aircraft Radio
re---engage the aural alert. The aural alert will Altitude (averaged over the previous 15 seconds).
continue until one of the following actions is taken: This value in not allowed to decrease and is limited to
--- Flaps are extended to a landing configuration 500 feet AGL for airspeed less than 178 kts CAS.
Above this airspeed, the MTC increases linearly to
--- The GPWS FLAP OVERRIDE switch is selected the limit of 750 feet AGL at 200 kts CAS.
--- The aircraft climbs above 200 feet radio altitude If the Aircraft descends to the value of the MTC, the
red PULL UP switchlight illuminates and the aural
The Upper boundary of Mode 4B increases linearly alert “TOO LOW TERRAIN” is enunciated. The aural
with airspeed up to a maximum of 1000 feet radio alert will continue until one of the following actions is
altitude at an airspeed of 200 knots or greater. If the taken:
Aircraft is above 148 knots and penetrates this upper --- Aircraft is no longer descending
boundary the aural alert “TOO LOW TERRAIN” is
--- Aircraft climbs above the upper boundary layer
enunciated. The aural alert will continue until one of
the following actions is taken:
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MODE 5 --- DEVIATION BELOW GLIDESLOPE
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The BELOW G/S switchlight will illuminate and
remain on until glideslope deviation is less then 1.3
Below Glideslope alerts are enabled if any of the dots. The “hard” aural alert “GLIDESLOPE
following conditions exist: GLIDESLOPE” is enunciated at full volume. The alert
is repeated every 3 seconds until the aircraft has
--- ILS tuned, glideslope data valid
exited the “hard” envelope.
--- Localizer is within +/ --- 2 dots
NOTE:
--- Landing gear and flap are selected to the landing
configuration 1. The upper altitude limit (level 1) of 1000
--- Glideslope Cancel in not active feet Radio Altitude is for descent rates of 500
feet per minute or greater. If the rate of descent
--- A front course approach is determined
is below 500 feet per minute the upper altitude
limit is reduced to a minimum of 500 feet radio
Mode 5 provides two levels of alerting for when the
aircraft descends below glideslope. The first level altitude.
alert occurs when below 1000 feet Radio Altitude and
2. Mode 5 BELOW GLIDESLOPE alerts are
the aircraft is 1.3 dots or greater below the Glideslope
canceled by pressing the BELOW G/S select
beam. The BELOW G/S switch light (amber) switch any time the aircraft is below 2000 feet
illuminates and the aural “soft” alert “GLIDESLOPE”
AGL. The alerts are automatically reset when
is enunciated at half volume. Twenty percent
the aircraft descends below 30 feet AGL or
increases in the glideslope deviation result in
climbs above 2000 feet AGL. The Glideslope
“GLIDESLOPE” enunciations at a progressively cancel can not be reset by pressing the
faster rate.
BELOW G/S push---button a second time. To
The second level occurs when below 300 feet Radio reset, re---select the ILS frequency.
Altitude with 2 dots or greater glideslope deviation.
900
SOFT ALERT
800
AREA
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700
MINIMUM
600
500
400 HARD
ALERT AREA
300
200
100
0
0 1 2 3 4
GLIDESLOPE DEVIATION (DOTS FLY UP)
Mode 5 Deviation Below Glideslope
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MODE 6 --- DESCENT BELOW DECISION HEIGHT
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alert “TOO LOW TERRAIN” is enunciated. The aural
OR MINIMUM DESCENT ALTITUDE alert will continue until one of the following actions is
taken:
An aural announcement “MINIMUMS MINIMUMS” is --- Aircraft is no longer descending
given once, when the aircraft passes through the
selected radio altimeter decision height bug setting --- Aircraft climbs above the upper boundary layer
between the altitudes of 1000 feet and 50 feet. The
mode will not function again until 1000 feet or 50 feet TERRAIN AND OBSTACLE AWARENESS
have been transitioned. No visual alerts are FUNCTIONS
associated with this mode. The mode 6 voice alert
may be inhibited during VFR approaches by setting Terrain Awareness visual and aural alerts operate in
the DH bug to 0 feet. A Smart “FIVE HUNDRED” foot the same manner as the standard GPWS mode
call---out will be issued only when the system detects alerts. The Caution and Warning envelope boundary
that a Non---Precision Approach is being performed uses the Terrain Clearance Floor as a baseline and
or that the aircraft is outside of the +/ --- two dot virtually “looks ahead” of the aircraft for terrain and
glideslope deviation. obstacles. The EGPWS makes calculations (Caution
Look Ahead Distance) using the aircraft ground
MODE 6 --- EXCESSIVE BANK ANGLE ALERT speed and turn rate to provide an advanced warning
with adequate time for the crew to react safely. This
distance corresponds to approximately 40---60
The “BANK ANGLE” Callout is based on the aircraft’s
seconds of advance alerting. There are 2 specific
bank angle versus altitude (AGL). The bank angle
envelopes that will initiate a specific visual and audio
limit varies from 15 degrees at 10 feet AGL to 50
alert: Caution Envelope Boundary, and Warning
degrees at 210 feet AGL. If the bank angle exceeds
Envelope Boundary.
these limits, the aural alert “BANK ANGLE BANK
ANGLE” is enunciated. The aural alert is repeated
Caution Envelope Boundary --- consists of Terrain
every 20% increase in aircraft bank angle.
Caution Alert and the Obstacle Caution alert. If the
aircraft penetrates the Terrain Caution Alert, the red
ENHANCED EGPWS FUNCTIONS PULL UP switchlights illuminate, the aural alert
“CAUTION TERRAIN CAUTION TERRAIN” is
In addition to the basic GPWS functions (Mode 1---6) enunciated and the conflicting terrain areas are
the EGPWS includes the terrain and obstacle shown in solid yellow colour on the Electronic
awareness alerting and display functions. These Horizontal Situation Indicator (EHSI). If the aircraft
functions use aircraft geographic position, aircraft penetrates the Terrain Obstacle Alert, the red PULL
altitude and a terrain and obstacle database to UP switchlights illuminate, the aural alert “Caution
predict potential conflicts between the aircraft flight Obstacle Caution Obstacle” is enunciated and the
path and terrain. Terrain threats are recognized and conflicting terrain areas are shown in solid yellow
annunciated when terrain violates specific computed Colour on the EHSI.
envelope boundaries forward of the aircraft flight
path. Warning Envelope Boundary --- This enevelope
consists of Terrain Warning Alert and the Obstacle
Warning alert. If the aircraft penetrates the Terrain
TERRAIN CLEARANCE FLOOR Warning alert, the red PULL UP switchlights
illuminate, the aural alert “TERRAIN TERRAIN PULL
The Terrain Clearance Floor (TCF) function provides UP” enunciates and the conflicting terrain areas are
an increased terrain clearance envelope around the shown in solid red colour on the EHSI . If the aircraft
intended airport runway. In addition to Mode 4, TCF penetrates the Obstacle Warning alert, the red PULL
provides a visual and aural alert based on insufficient UP switchlights illuminate, the aural alert
terrain clearance with the aircraft in the landing “OBSTACLE OBSTACLE PULL UP” enunciates and
configuration. If the aircraft penetrates this envelope the conflicting terrain areas are shown in solid red
the red PULL UP switchlights illuminate and the aural colour on the EHSI.
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DISPLAY COLOUR AND PATTERNS DISPLAY COLOUR AND PATTERNS (CONT’D)
COLOUR Terrain Elevation COLOUR Terrain Elevation
Solid Red Terrain Threat Area --- High Density Green Terrain that is 500 feet
Warning Dots (250 feet with gear
down) below to 1000 feet
Solid Yellow Terrain Threat Area --- below aircraft altitude or
Caution terrain that is in the
High Density Red Terrain that is more than middle elevation band
Dots 2000 feet above aircraft when there are no Red
altitude or Yellow terrain areas
within the range on the
High Density Yellow Terrain that is between display
Dots 1000 and 2000 feet
above aircraft altitude Low Density Green Terrain that is 1000 to
Dots 2000 feet below aircraft
Low Density Yellow Terrain that is 500 feet altitude or terrain that is
Dots (250 feet with gear in the lower elevation
down) below to 1000 feet band when there are no
above aircraft altitude Red or Yellow terrain
areas within range on
Solid Green Shown only when no
the display
Red or Yellow terrain
areas are within range Black No significant terrain
on the display. Highest
terrain not within 500 feet Low Density Cyan Terrain Elevation equal to
(250 feet with gear 0 feet MSL
down) of aircraft altitude Low Density Magenta Unknown terrain
Dots
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EFIS TERRAIN DISPLAY MODE
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the aircraft. Solid yellow and red COLOURs indicate
alert and warning areas relative to the flight path of
When the Terrain Display information is available, it the aircraft. Medium and low density green display
will replace the Weather Radar information on the patterns indicate terrain that is below the aircraft and
EHSI when manually selected by the flight crew (by within 2000 feet of the aircraft altitude. Terrain more
selecting the “WX/TERR” push---button on the EFIS than 2000 feet below the aircraft is not displayed. A
controller) or during an “auto pop---up” (when either solid green level on the display indicates the highest
a Terrain/Obstacle Caution or a Terrain/Obstacle terrain. The lower density green display patterns
Warning is issued). TERR will be displayed on the indicate mid and upper terrain in the display area as
EHSI to indicate Terrain mode is active. well as terrain that is within 2000 feet of the aircraft.
DISPLAY COLOURS AND PATTERNS Two elevation numbers are displayed on the EHSI to
indicate the highest and lowest terrain. The elevation
numbers indicate terrain in hundreds of feet above
The Terrain displayed on the EHSI uses COLOURs
sea level (MSL). The terrain elevation numbers are
and shading patterns corresponding to the vertical
displayed with the highest number on top and the
displacement between the terrain elevations and the
lowest number on the bottom.
current aircraft altitude. Red and yellow dot patterns
indicate terrain near or above the current altitude of
N
E
G
YELLOW CAUTION AREA
VOR1 “CAUTION TERRAIN,
25
021 CAUTION TERRAIN”
VOR2 011
HDG GSPD TERRAIN ELEVATION NUMBERS
095 KTS
dod1400000_011.dg, gw, 17/10/00
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50% Red
+2000 ft.
50% Yellow
+1000 ft.
25% Yellow
Aircraft Elevation 0
Maximum
Elevation Number
50% Red
Ref Altitude +2000 ft.
50% Yellow
Ref Altitude +1000 ft.
Black
Reference Altitude is projected down from actual aircraft altitude to provide a 30 second advance
display of terrain when descending more than 1000 FPM.
Terrain is not shown if it is below the lowest band and/or is within 400 feet of the runway
elevation nearest the aircraft. Sea level water is displayed if supported by the display.
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SELF TEST TERRAIN DISPLAY
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The EGPWS system will initiate a Terrain self test HIGH LOW
pattern after power on during the Flight MAGENTA DENSITY DENSITY
Compartment Check per the Aircraft Flight Manual. RED CYAN
The following is a description of the Terrain self test SOLID RED HIGH SOLID
pattern: DENSITY YELLOW
YELLOW
If all required inputs are valid, the display test pattern
HIGH LOW LOW
will be shown on the EHSIs for approximately 12
DENSITY DENSITY DENSITY
seconds. The test pattern consists of 9 blocks. Each GREEN YELLOW GREEN
block is filled with a different pattern and COLOUR to
reflect all combinations that are normally used in a
terrain picture on the display.
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A B A B
LEGEND
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SYSTEM DESCRIPTION
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illuminated caution light. However, an illuminated
caution/warning light remains ON as long as the
CAUTION LIGHTS non---normal condition still exists.
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CHAPTER 5 -- GENERAL
W9 BAG RED Baggage door Secure door if airplane Warn all personnel
DOOR not properly on ground. If in flight to remain clear of
closed follow depressurization door.
procedure.
W13 SERV RED Service door Secure door if airplane SERV DOOR caution
DOOR not properly on ground. If in flight light goes out when
closed follow depressurization door is closed
procedure securely.
W7 CABIN RED Cabin altitude Check FAULT light on If FAULT light is not
PRESS exceeds CABIN ALTITUDE panel illuminated, select
10,000 ft. if illuminated. BLEED AIR FLOW
CONTROL to MAX and
follow depressurization
procedure.
C5 FLT AMBER Flight compart --- Confirm duct temp, with Pack control valves
COMPT ment supply DUCT TEMPERATURE automatically try
DUCT duct temper--- SELECTOR. Select to direct cool air
HOT ature exceeds PACK CONTROL switch to the duct until
88oC. to MAN. Operate temp. is 82oC.
manually. If light remains Caution light goes out
illuminated longer than 20 and normal operation
seconds, or temperature resumes.
does not decrease,
select PACK CONTROL
switch to OFF.
D5 CABIN AMBER Cabin supply Confirm duct temp. with Pack control valves
DUCT duct temper--- DUCT TEMPERATURE automaticlaly try to
HOT ature exceeds SELECTOR. Select direct cool air to
88oC. PACK CONTROL switch the duct until temp.
to MAN. Operate is 82 oC.
manually. if light remains Caution light goes out
illuminated longer than 20 and normal operation
seconds, or temperture resumes.
does not decrease,
select PACK CONTROL
switch to OFF.
E5 FLIGHT AMBER Flight compart --- Select flight compart --- Normal operation is
COMPT ment Air ment PACK CONTROL automatically inter---
PACK Conditioning switch OFF. If rupted and F/C bleed
HOT light continues to air systems is shut
Pack com---
pressor cycle ON and OFF down until air cycle
discharge temp. select No. 1 and No. 2 machine cools.
exceeds bleed SWITCHES OFF. Caution light goes out
207 degrees C. and normal operation
resumes.
F13 APU AMBER ESU detected Complete Post APU Do not restart APU
a fault and has Automatic Shutdown following automatic
automatically Procedure (see AFM) shutdown if the
shut APU FIRE advisory light
down is illuminated.
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
CHAPTER 10 ELECTRICAL
A1 PRI INV AMBER Primary Select AUXILIARY With two inverters oper---
inverter INVERTER switch to L. ational, power is main---
inoperative. Check left essential dc tained to all fixed fre---
circuit breaker panel quency ac buses. Select
PRIM INV PWR and PRIM auxiliary inverter to
INV CONT circuit breakers failed side if
(F8, G8). Primary appropriate.
inverter switch --- OFF.
B1 SEC INV AMBER Secondary Select AUXILIARY With only one inverter
inverter INVERTER switch to R. operational (two
inoperative. Check right essential dc inverters inoperative),
circuit breaker panel SEC power is maintained to
INV PWR and SEC INV
all fixed frequency buses
CONT circuit breakers
(F9, G9). Secondary via bus tie circuit
inverter switch --- OFF. breaker. Shed loads
where possible to
minimize load on
C1 AUX INV AMBER Auxiliary Check left main dc remaining inverter.
inverter circuit breaker panel With failure of primary
inoperative.
AUX INV CONT circuit or secondary inverter,
breakers (D8, E8). auxiliary inverter
Auxiliary inverter switch automatically switches
OFF. to failed side, regard---
less of AUX INV
switch position.
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
E6 AUX AMBER Auxiliary battery Cycle AUX BATT Auxiliary battery is re---
BATTERY is isolated switch on the DC moved from the main
from main bus. CONTROL panel OFF bus automatically if a
then ON. If caution left main bus fault
light remains on, AUX occurs or if external dc
BATT --- OFF. power is connected.
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
F4 L TRU AMBER Left transformer/ Left TRU must be shut Left and right second---
HOT rectifier unit down by pulling L TRU ary buses automatically
overheated. circuit breaker on tie when left TRU is
115V AC VARIABLE shut down. Left TRU
FREQUENCY panel. may be re---energized
when it has cooled
and caution light goes
out.
F5 R TRU AMBER Right Right TRU must be shut Left and right
HOT transformer/ down by pulling R TRU secondary buses auto---
rectifier unit circuit breaker on 115 V matically tie when right
overheated. AC VARAIBLE TRU is shut down.
FREQUENCY panel. Right TRU may be re---
energized when cooled
and caution light goes
out.
C7 #1 DC GEN AMBER No. 1 dc Shut down No. 1 dc Caution light will go out
HOT generator generator. when generator cools.
Continued operation of
windings the associated engine
overheating. is permissible for the
remainder of the flight.
The affected GEN HOT
light may remain
illuminated for the
remainder of the flight.
C10 #2 DC GEN AMBER No. 2 dc Shut down No. 2 dc Caution light will go out
HOT generator generator. when generator cools.
windings Continued operation of
overheating. the associated engine
is permissible for the
remainder of the flight.
The affected GEN HOT
light may remain
illuminated for the
remainder of the flight.
D10 #2 AC AMBER No. 2 ac Shut down No. 2 ac Caution light will go out
HOT generator generator. when generator cools.
windings Continued operation of
overheating. the associated engine
is permissible for the
remainder of the flight.
The affected GEN
HOT light may
remain illuminated
for the remainder of
the flight.
CODE PROBABLE
MESSAGE COLOR * IMMEDIATE ACTION REMARKS
CAUSE
W12 FWD EXIT RED Forward exit Secure exit door, if Warn all personnel
DOOR door not on ground. If in to remain clear of
properly flight and depressuri--- door.
secured zation is necessary,
follow depressurization FWD EXIT DOOR
procedure caution light goes out
when door is secure.
PROBABLE
CODE MESSAGE COLOR * IMMEDIATE ACTION REMARKS
CAUSE
W6 CHECK RED Engine fire Check fire protection If fire warnings are
FIRE detected or panel for illuminated PULL not present and a
DET detector FUEL OFF handle and FAULT light is illumin---
loop circuit glareshield for flashing ated select appropriate
malfunctiion. ENGINE FIRE light. loop arming selector
to remaining
If those indications are detector loop.
present proceed with
Flight Manual engine
fire procedure.
On Mod. 8/1835
equipped airplanes
LOOP B fire
detection acquisition
zone is the
intercompressor
case near the
P2.5/P3.0 pipe only.
Page 15
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PROBABLE
CODE MESSAGE COLOR * IMMEDIATE ACTION REMARKS
CAUSE
PROBABLE
* IMMEDIATE
CODE MESSAGE COLOR CAUSE REMARKS
ACTION
D11 #1 RUD AMBER No. 1 rudder actuator None No. 2 rudder actuator
HYD depressurized operates at 3000 psi and
(pressure decreasing RUD FULL PRESS
below 900 psi). caution light illuminates.
D12 #2 RUD AMBER No. 2 rudder actuator None No. 1 rudder actuator
HYD depressurized operates at 3000 psi
(pressure decreasing and RUD FULL PRESS
below 900 psi). caution light
illluminates.
E11 RUD FULL AMBER Either rudder actuator None #1 or #2 RUD PRESS
PRESS has depressurised caution light of remaining
causing 3000 psi actuator illuminates if
to be applied to the aircraft speed
remaining actuator. exceeds 150 kts.
E12 FLAP AMBER Main flap drive None Flaps will continue to
DRIVE failure. operate using secondary
transmission shaft.
Flaps may be operated
normally for remainder
of flight.
CODE PROBABLE
MESSAGE COLOR * IMMEDIATE ACTION REMARKS
CAUSE
A14 FLT AMBER Flight data Check the avionics circuit Flight data recorder
DATA recorder breaker panel FDR (A9) is energized when
RECORDER failed or circuit breaker and left aircraft is airborne or
deenergized. dc circuit breaker panel when on ground with
FDAU and FDR STAT anti---collision lights
circuit breakers (G2, H2). on.
PROBABLE
CODE MESSAGE COLOR * IMMEDIATE ACTION REMARKS
CAUSE
CHAPTER 15 FUEL
A8 #1 ENG AMBER No. 1 engine Select TANK 1 AUX Caution light should
FUEL boost ejector PUMP on. go out as fuel boost
PRESS pump failed pressure increases
(output pressure to 7.5 psi.
below 5.5 psi).
A9 #2 ENG AMBER No. 2 engine Select TANK 2 AUX Caution light should
FUEL boost ejector PUMP on. go out as fuel boost
PRESS pump failed pressure increases to
(output pressure 7.5 psi.
below 5.5 psi).
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
CHAPTER 16 HYDRAULIC
A5 #1 HYD AMBER No. 1 hydraulic If condition exists on Caution light goes out
FLUID system fluid ground because of high when fluid cools to
HOT exceeds ambient temperatures, 95 dC.
109 dC.
operate flight controls
actuated by the No. 2
hydraulic system (wing
flaps, inboard roll
spoilers, rudder, brakes)
to circulate fluid.
If condition exists in
flight probable cause
is failed pump pressure
compensator; land as
soon as practical for
repairs.
B5 #2 HYD AMBER No. 2 If condition exists on ground Caution light goes out
FLUID hydraulic because of high ambient when fluid cools
HOT system temperatures, operate to 95 dC.
fluid
flight controls actuated
exceeds
109 dC. by the No. 2 hydraulic
system (parking brake,
landing gear, nosewheel
steering, rudder ground
spoilers, outboard roll
spoilers) to circulate
fluid.
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
A6 #1 STBY AMBER No. 1 standby If Flap Selector Lever set When pump motor cools
HYD hydraulic pump at 0_, move Stby Hyd to 160 _C.
PUMP electric motor Press (affected) to caution light will go
HOT temperature Norm. out and pump may be
motor If Flap Selector Lever set selected on if needed.
temperature greater that 0_, no crew
exceeds 170 _C. action is required.
B6 #2 STBY AMBER No. 2 standby If Flap Selector Lever set When pump motor
HYD hydraulic at 0_, move Stby Hyd cools to 160_C.
PUMP pump elec--- Press (affected) to caution light goes out
HOT tric motor Norm. and pump may be
temperature If Flap Selector Lever set selected on if needed.
exceeds 170_C. greater that 0_, no crew
action is required.
B8 #1 ENG AMBER No. 1 engine Select STBY HYD PRESS Caution light will remain
HYD driven pump 1 switch to on. on and standby
PUMP failed (pres--- hydraulic pump pres---
sure below sure will be displayed
2000 psi). on No. 1 STANDBY
and MAIN hydraulic
pressure indicators.
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
B9 #2 ENG AMBER No. 2 engine Select STBY HYD Caution light will remain
HYD driven PRESS switch to ON. on and standby
PUMP hydraulic hytdraulic pump
pump failed pressure will be dis---
(pressure played on the No. 2
below STANDBY and MAIN
2000 psi) hydraulic pressure
indicators.
E9 #2 SPU AMBER Failure of one Crew awareness. Maintenance check
AUX PWR of two AC required prior to sub---
(Mod. power sources sequent dispatch.
8/1983) to No. 2 SPU.
NOTE
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
F6 DEICE AMBER Airframe deice Airframe auto selector --- Exit icing conditions
PRESS system pressure OFF. if possible.
insufficient for Select BOOT air switch
deicer boot to ISO. Manually select
operation (fallen inner and outer tailplane
below 5.5 psi.) boots and engine
intake boot on operative
side.
F3 SIDE AMBER Pilot’s side window Select PLT WDO/HT Select PLT WDO/
WDO overheated. Tem--- switch to OFF. Caution HT switch to ON
HOT perature sensor or light should go out as if SIDE WDO HOT
temperature window cools. caution light
control circuits in goes out.
side window con---
troller inoperative.
PROBABLE * IMMEDIATE
CODE MESSAGE COLOR CAUSE ACTION REMARKS
PROBABLE * IMMEDIATE
CODE MESSAGE COLOR CAUSE ACTION REMARKS
PROBABLE * IMMEDIATE
CODE MESSAGE COLOR CAUSE ACTION REMARKS
D14 OUTBD AMBER Outboard Check antiskid switch Antiskid control will
ANTISKID antiskid control ON be reduced by 50%.
unit failed. Check circuit breaker Also illuminates during
R6 (ANTISKID OUTBD) antiskid test.
R DC circuit breaker
panel.
D13 INBD AMBER Inboard antiskid Check antiskid switch Antiskid control will
ANTISKID control unit failed. ON be reduced by 50%.
Check circuit breaker Also illuminates during
Q6 (ANTISKID INBD) antiskid test.
R DC circuit breaker
panel.
E13 LDG AMBER Landing gear DO NOT attempt to Landing gear door of
GEAR door lower gear by normal corresponding failed
INOP sequence selection. relay will not open
valve relay before gear extends if
failed with
aircraft airborne normal extension is
and gear up. Use landing gear selected, resulting in
alternate procedure structural damage.
in Flight Manual to
extend gear.
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
CHAPTER 20 PNEUMATICS
B10 #2 AMBER No. 2 Bleed air If light cycles ON and #1 air conditioning
BLEED supply duct OFF, select No. 2 BLEED pack continues to
HOT exceeds 290 _C. switch off or reduce maintain air to cabin
and flight compartment
BLEED flow control Caution light
setting as much as goes out and normal
inflow requirements operations resume when
allow. supply duct cools.
PROBABLE
CODE MESSAGE COLOR CAUSE * IMMEDIATE ACTION REMARKS
CHAPTER 21 POWERPLANTS
CHAPTER 22 WARNINGS
A
MODE switch (alternate action)
PUSH -- alternately selects VSI/TRA
continuous traffic mode or VSI mode. In VSI
mode, a threat aircraft will automatically
’pop--up’ as a TA or RA on the display in
addition to other proximate traffic.
A/B display switch (momentary action)
PUSH -- steps the TCAS traffic display through
the following envelopes and VSI/TRA
annunciations:
-- Above -- +9900 ft to --2700 ft, ABV
annunciated.
-- Normal -- +2700 ft to --2700 ft, no annunciation.
MODE A/B RNG -- Below -- --9900 ft to +2700 ft, BLW
annunciated.
TCAS CONTROLLER
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1 2
Intruder Symbol
-- square (red) -- indicates RA advisory
traffic
-- circle (yellow) -- indicates TA advisory
traffic
-- diamond (solid cyan) -- indicates proxi--
mate traffic within 6 NM and 1200 ft
altitude
-- diamond (open cyan) -- indicates non--
risk traffic within surveillance range
1 2 6 NM -- intruder symbol annunciator indicates
RA
range and bearing to own aircraft.
.5 4
Traffic Data (same color as associated
intruder symbol)
--01 -- two digit figure represents differential
6 altitude (in hundreds of feet) between
0
own aircraft and intruder traffic
-- associated plus (+) or minus (--) sign
indicates if proximate traffic is above
.5 or below own aircraft
4
V/S Aircraft Symbol (white)
-- appears when traffic displayed in ’pop--
1 2
up’ mode
-- appears continuously when continuous
traffic mode is selected
Range Ring (white)
-- indicates a 2 NM radius around aircraft
-- ring outlined by 12 clock position markers
PILOT’S AND COPILOT’S INSTRUMENT PANELS
Vertical Speed Scale (green/red arc)
-- green /red arcs overlay normal VSI scale
during RA advisory
dod03_225000_003.dg, jc, 02/10/02
VSI/TRA ANNUNCIATIONS
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.5 4
V/S
TEST (white letters in white--outlined square)
1 2 --TCAS self--test sequence in progress
VSI/TRA ANNUNCIATIONS
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The TCAS system provides two advisory levels to the TEST Switch --- press to initiate TCAS self---test.
flight crew. A Traffic Advisory (TA) indicates the rela- Display Switches ---
tive positions of intruding aircraft that are 12 nautical
MODE switch --- alternately selects VSI or con-
miles (approximately 40 seconds) from the closest
tinuous traffic display modes. In VSI display
point of approach. TAs provide the flight crew with
mode, an intruder aircraft will ‘pop---up’ as a TA
adequate time to visually locate the intruding aircraft
or RA. In continuous traffic mode all other proxi-
and initiate evasive maneuvers. A Resolution Adviso-
mate aircraft will appear in addition to the intrud-
ry (RA) displays a vertical maneuver that will increase
er aircraft.
separation when the intruding aircraft is approxi-
mately 25 seconds from the closest point of ap- A/B switch --- steps the TCAS traffic display
proach. The flight crew must initiate evasive maneu- through the following envelopes and annunci-
vers based on the TCAS RA display unless ations (figures are relative to aircraft position):
compliance is unsafe.
--- Above (ABV); +9900 ft to ---2700 ft,
NOTE --- Normal; +2700 ft to ---2700 ft,
(no annunciation)
The TCAS II system provides TA advisories
--- Below (BLW); +2700 ft to ---9900 ft.
when the intruding aircraft is equipped with ei-
ther a Mode S, Mode C or Mode A transpond- RNG switch --- alternately selects traffic display
er. RA advisories are provided when the in- range (6 NM or 12 NM).
truding aircraft is equipped with either a Mode
S or a Mode C transponder. No advisory is pro- Visual annunciations of traffic are presented on VSI/
vided for intruder aircraft without an operating RA/TA indicators located on the pilot’s and copilot’s
transponder. instrument panel. The indicator is a full---colour, liq-
uid---crystal display which is installed in place of the
The TCAS system operates in conjunction with a
standard IVSI.
Mode S transponder and is comprised of the follow-
ing equipment: a single remotely---installed TCAS When selected to present VSI information, the follow-
transmitter/receiver, directional antennas on the up- ing items (and associated colours) are displayed:
per and lower fuselage surface, a TCAS controller lo-
a. VS pointer (white) --- indicates vertical speed
cated on the center console and a VSI/TA/RA indica-
when read against the background scale.
tor installed in place of the standard IVSI on each
instrument panel. b. VS scale (white) --- continuous scale against
which vertical speed is read.
The TCAS system is operated from the TCAS control-
ler on the center console. The following describes c. VS flag (black letters on yellow background) --- in-
the function and operation of the controls: dicates vertical speed information is unreliable. Ex-
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cept during TEST mode, the vertical speed pointer is GPWS and cockpit speakers on the center console
removed from the display when the VS flag appears. and over the flight crew headsets.
RA Aural Annunciation --- aural annunciations are RA visual and aural annunciations are inhibited when
made on the GPWS and cockpit speaker and over the following conditions exist:
the flight crew headsets. The following describes the
a. “INCREASE DESCENT” RAs are inhibited below
possible aural annunciations and interpretations:
1450 ft AGL.
a. “CLIMB, CLIMB, CLIMB” --- climb at rate shown
b. “DESCENT” RAs are inhibited below 1000 ft.
by green arc on VSI.
AGL.
b. “CLIMB---CROSSING CLIMB, CLIMB---CROSSING c. “INCREASE CLIMB” RAs are inhibited when ei-
CLIMB” --- climb at rate shown on VSI, flight path will ther of the following conditions are met:
cross that of intruder.
--- landing gear down and flaps extended 15
c. “REDUCE CLIMB, REDUCE CLIMB” --- reduce degrees or more
rate of climb to that shown on VSI. --- propeller AUTOFEATHER switch selected
and the ARM switchlight illuminated
d. “DESCEND, DESCEND, DESCEND” --- descend d. “CLIMB” RAs are inhibited during an engine---out
at rate shown on VSI (green arc). condition.
e. “DESCEND --- CROSSING DESCEND, DE- VSI/RA/TA Annunciator Mode and Error Messages
SCEND --- CROSSING DESCEND” --- descend at
rate shown on VSI, flight path will cross that of intrud- The following messages appear on the VSI/RA/TA
er. annunciator in response to mode selection and sys-
tem failures and/or test sequences:
f. “REDUCE DESCENT, REDUCE DESCENT” --- re-
a. V/S (black letters on yellow background) --- an-
duce rate of descent to that shown on VSI (green
nunciated in lower left corner of VSI/RA/TA. Indicates
arc).
vertical speed operation is unreliable. Annunciation
g. “MONITOR VERTICAL SPEED, MONITOR VER- also appears during test sequence when TEST but-
TICAL SPEED” --- monitor present vertical speed to ton pressed on TCAS Controller.
prevent entering red arc (restricted vertical speed b. RA (black letters on yellow background) --- an-
range).
nunciated in upper left corner of VSI/RA/TA. Indi-
If a Resolution Advisory threat condition persists, one cates that RA or VSI operation is unreliable.
of the following aural advisories will be annunciated: c. TCAS (black letters on yellow background) --- an-
nunciated in upper left corner indicates failure of
a. “INCREASE CLIMB, INCREASE CLIMB” --- in-
TCAS functions.
crease rate of climb.
d. TCAS OFF (white letters within a white bordered
b. “INCREASE DESCENT, INCREASE DESCENT” square) --- annunciated in upper right corner of VSI/
--- increase rate of descent. RA/TA indicates TCAS is set to standby.
c. “CLIMB---CLIMB NOW, CLIMB---CLIMB NOW” --- e. TEST (white letters within a white---bordered
follows descent advisory when reversal of vertical square) --- annunciated in lower center of display in-
speed is required. dicates TCAS test mode selection.
d. “DESCEND---DESCEND NOW, DESCEND--- DE- f. ONLY TA (white letters within a white---bordered
SCEND NOW” --- follows climb advisory when rever- square) --- annunciated in upper left corner of VSI/
sal of vertical speed is required. RA/TA when TA only mode selected on controller.
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TCAS II WITH CHANGE 7.0 e. “CLIMB, CLIMB” --- change vertical speed to
1,500 ft/min climbing, as indicated on the TCAS VSI/
Change 7.0 incorporates a software upgrade to the RA/TA display.
TCAS II Collision Avoidance System that improves
overall safety of the system. Most of the changes will f. “DESCEND, DESCEND” --- change vertical
not be noticeable to flight crew and therefore operat- speed to 1,500 ft/min descending, as indicated on
ing procedures need not be revised. the TCAS VSI/RA/TA display.
The main differences noticeable to crew are: g. “ADJUST VERTICAL SPEED, ADJUST” --- reduce
---Revised Aural Annunciations climbing vertical speed to that shown on the TCAS
---Revised Thresholds for Reduced Vertical VSI/RA/TA display.
Separation Minimum (RVSM) h. “ADJUST VERTICAL SPEED, ADJUST” --- reduce
---Lower Aural Inhibit Thresholds descending vertical speed to that shown on the
---Addition of a Green Arc for a Weakened Positive RA TCAS VSI/RA/TA display.
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LIST OF SUPPLEMENTS
7 INCORPORATED AT REVISION 25
8 INCORPORATED AT REVISION 25
9 INCORPORATED AT REVISION 25
10 INCORPORATED AT REVISION 25
11 VHF NO. 3
Page 1
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24.00 MAR
SEPT 17/95
30/02
D
OPERATING DATA MANUAL
17 INCORPORATED AT REVISION 25
18 INCORPORATED AT REVISION 25
21 NOT ISSUED
22 INCORPORATED AT REVISION 25
Page 2
MAR 17/95
SEPT 29/06 24.00 SERIES 300
D
OPERATING DATA MANUAL
SUPPLEMENT 5
MODEL 301
TABLE OF CONTENTS
24---5---1 Cruise with Landing Gear Extended --- Doors Closed . . . . . . . . . . . . . . . . . . . . . . . . . . 24.5.4
24---5---2 Cruise with Landing Gear Extended --- Doors Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.5.5
Page Date
Page 1
SERIES 300 MODEL 301
24.5 MAR 17/95
D
OPERATING DATA MANUAL
SUPPLEMENT 5
MODEL 301
24.5.1 GENERAL
This supplement contains recommended operating limitations and procedures for ferrying aircraft with
inoperative/malfunctioning equipment.
When approved by local airworthiness authorities the airplane may be ferried directly to an appropriate base for
rectification of the inoperative/malfunctioning equipment subject to compliance with the operating limitations
and procedures in this supplement.
24.5.2 FERRY WITH LANDING GEAR EXTENDED (DOORS CLOSED / DOORS OPEN)
The operating limitations in Section 2 of the Airplane Flight Manual are applicable with the addition of the
following:
1. Weather conditions at departure airport must be VMC.
2. Essential crew only, the transportation of passengers and/or cargo is prohibited.
Note
Maximum flight speed with the landing gear extended and landing gear doors closed (VLE) is 173 kts IAS.
Maximum flight speed with the landing gear extended and landing gear doors open (VLE(DO)) is 140 kts
IAS.
The Emergency, Normal and Abnormal Operating procedures in Sections 3 and 4 of the Airplane Flight Manual
are applicable with addition of the following:
The LANDING GEAR selector lever must remain in the down position.
The following are operational recommendations for ferry flights with landing gear extended:
1. The landing gear doors should be closed if possible.
2. The main landing gear should be secured in the down position using the ground lock pins. For the
purposes of the ferry flight, ground lock pins should be lockwired into position and red flags, normally
attached to the pins, should be removed.
3. The nose landing gear should be locked in the down position using the nose gear ground lock on the
nose of the aircraft.
Page 2
MAR 17/95 24.5 SERIES 300 MODEL 301
24.5.2.3 PERFORMANCE
D
OPERATING DATA MANUAL
The performance data provided in the Airplane Flight Manual (PSM 1---83---1A) Model 301 are applicable with
the following exceptions:
1. Enroute Climb Ceilings with Landing Gear Extended
(a) Case --- Doors Closed
In the Airplane Flight Manual reduce the altitude Figure 5---7---3 by 5000 ft.
(b) Case --- Doors Open
In the Airplane Flight Manual reduce the altitude Figure 5---7---3 by 8500 ft.
2. WAT Limits with Landing Gear Extended
In the Airplane Flight Manual reduce the weight according to the table below:
The performance data provided in the Operating Data Manual (PSM 1---83---1) Model 301 are applicable with
the following exceptions:
3. Cruise with Landing Gear Extended
(a) Case --- Doors Closed
The cruise data in Table 24---5---1 are applicable.
(b) Case --- Doors Open
The cruise data in Table 24---5---2 are applicable.
Page 3
SERIES 300 MODEL 301
24.5 MAR 17/95
D
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Page 6
MAR 17/95 24.5 SERIES 300 MODEL 301
D
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SUPPLEMENT 16
TABLE OF CONTENTS
PARAGRAPH PAGE
24.16.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.3
24.16.2 FUEL TANK CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.3
24.16.3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.3
24.16.4 FUEL TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.4
24.16.5 VENTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.4
24.16.6 FUEL QUANTITY INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.4
24.16.7 MAGNASTICKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.5
LIST OF ILLUSTRATIONS
FIGURE PAGE
24---16---1 LONG RANGE FUEL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.6
24---16---2 INTER---TANK FUEL TRANSFER SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . 24.16.7
24---16---3 AUXILIARY TANK REFUEL/DEFUEL SYSTEM SCHEMATIC . . . . . . . . . . . 24.16.8
24---16---4 REFUEL/DEFUEL CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.9
24---16---5 AUXILIARY TANK FUEL CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . 24.16.10
Page 1
SERIES 300
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Page 2
MAR 17/95 24.16 SERIES 300
D
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SUPPLEMENT 16
LONG RANGE FUEL SYSTEM
24.16.1 GENERAL
The Long Range Fuel System consists of the main fuel system and an auxiliary fuel system. The auxiliary fuel
system is comprised of two auxiliary tanks, a refuel/defuel system, inter---tank fuel transfer system, venting
system and an auxiliary tank fuel control panel. Each auxiliary tank is located in the wing inboard of the existing
collector tank and extends from outboard of the fuselage to the outboard edge of each nacelle.
Fuel quantity indication for the auxiliary tanks is provided in the flight compartment by two master fuel quantity
indicators and two repeater indicators on the refuel/defuel control panel located on the aft underside of No. 2
nacelle. A magnastick located in each auxiliary tank provides an alternate means of measuring fuel quantity
manually while on the ground.
Both auxiliary tanks can be refueled from over the wing independently or through the pressure refuel/defuel
system. Defueling is conducted from the pressure refuel/defuel adapter only.
No engine cross---feed capability is provided, however, fuel is transferred from each auxiliary tank to its
respective main tank by means of the inter---tank fuel transfer system. Each auxiliary tank is vented overboard
via the surge bay through two flush vent inlets underside of the wing.
Capacity of each auxiliary tank is approximately 2334 lb. Usable fuel for each auxiliary tank is approximately
2283 lb. (These figures are based on Jet A1 fuel with a specific gravity of 0.816.)
24.16.3 OPERATION
Selecting the transfer switches TO TANK 1 and TO TANK 2 opens both auxiliary tank line valves, energizes each
AC auxiliary pump and activates its associated advisory light (green). This action permits fuel to be transferred
from each auxiliary tank to its associated main tank. Fuel transfer will continue as long as the fuel level in the main
tanks is below the maximum level and the transfer switches are in the TO TANK 1 and TO TANK 2 positions.
When the fuel level in either main tank increases to its maximum level, the integral float in the level control valve
shuts off fuel through the valve inlet and terminates the fuel transfer operation; as long as the fuel in the main tank
remains at maximum level. A selection of the fuel transfer switches to OFF will close the auxiliary tank transfer
valves and terminate the fuel transfer from auxiliary tank to the main tank.
A check valve located in the induced fuel flow transfer line prevents the back flow of fuel to the auxiliary tank
when fuel transfer operation has terminated.
Fuel transfer operation should commence after takeoff during the enroute climb. The fuel transfer switches must
be selected to OFF when fuel transfer is complete.
NOTE
Fuel transfer from auxiliary to main tank is not permitted during takeoff.
The refuel/defuel system for both auxiliary tanks operate similarly to that of the main fuel system and is controlled
from the refuel/defuel panel. A MASTER REFUEL/ DEFUEL SWITCH on the refuel/defuel panel provides for
separate refueling and defueling of the main and auxiliary tanks. Access to the refuel/defuel panel is through the
flush mounted door at the rear underside of No.2 nacelle.
Page 3
SERIES 300
24.16 MAR 17/95
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OPERATING DATA MANUAL
24.16.4 FUEL TRANSFER SYSTEM
An inter---tank fuel transfer system is provided to transfer fuel from the auxiliary tank to its associated (same side)
main tank.
The auxiliary tank fuel control panel located on the copilot’s instrument panel incorporates two fuel transfer
switches and associated advisory lights, two master fuel quantity indicators and a fuel quantity test button. Each
advisory light illuminates in response to the position of the auxiliary tank line valve. When the valve is closed, the
green (CLOSED) annunciator illuminates. When the valve is open, the amber (OPEN) annunciator illuminates.
The auxiliary tank vent system is designed to ensure that each tank is maintained at or slightly above
atmospheric pressure and provides effective venting under all normal ground and flight maneuvers. Each tank
is vented independently overboard via the surge tank through two flush vent inlets located underside of the wing
tips. The vent inlets are located outside of the lightning strike zones and are not subject to icing. Venting is
provided through a pipe connected to each vent inlet, each pipe extends into and terminates just below the top
of the surge tank. Two pipes inter---connected by an upper and lower float vent valve then connect the surge
tank to the auxiliary tank. The valves are located in the auxiliary tank and prevent continuous flow into the surge
tank during wing down attitudes. Any fuel caught in the vent pipes will drain back to the auxiliary tank via the
lower vent float valve.
The auxiliary tank fuel quantity indicating system is designed to provide an accurate indication of fuel quantity in
the auxiliary tanks. Fuel quantity indication is provided by two master quantity indicators on the auxiliary fuel
control panel located in the flight compartment and two repeater quantity indicators located on the refuel/defuel
panel. Each repeater receives output signals from the master indicators. The master and repeater indicators are
calibrated from 0 to 2800 lb in increments of 100 lb with scale readings at 0, 1 and 2 x 1000 lb.
The auxiliary fuel quantity indicating system is similar to that of the main fuel system and consists of an inboard
and an outboard capacitance type fuel probe installed in each auxiliary tank and connected in parallel. The
probes consist of two concentric metal tubes separated by spacers to maintain an air gap. The tubes form the
plates of a variable capacitor and have a variable effective capacitance when the fuel level in either auxiliary tank
changes. This change results in a DC output signal that represents a measurement of the mass/weight of fuel in
the respective auxiliary tank taking into account the volume and density of the fuel. This output signal drives the
main pointer on the master quantity indicator to show the fuel quantity in the associated auxiliary fuel tank. Each
master fuel quantity indicator supplies a signal to its associated repeater indicator located on the refuel/defuel
panel. A built ---in---test circuit is incorporated with each master quantity indicator and is controlled by the QTY
TEST button. Pressing the QTY TEST button actuates the test circuit causing the needles of the master and
repeater indicators to increase to their full scale readings. The needles return to their original indication when the
switch is released.
Each repeater indicator incorporates a rim pointer which is positioned to any desired point on the indicator dial
between 0 and 2800 lb and is controlled by a SET knob on the instrument. The rim pointer regulates the fuel
quantity in its respective auxiliary tank during refueling or defueling depending on the position of the rim pointer
relative to the main pointer. If the rim pointer is selected to a quantity higher than the main pointer, refueling will
commence when its associated electrical circuits are activated. Refueling will continue until the main and rim
pointers coincide. This action will deactivate the circuits and terminate refueling. If the rim pointer is selected to a
quantity less than the main pointer and the defueling circuits are activated, defueling will commence until the
main and rim pointers coincide at which time defueling will terminate.
Page 4
MAR 17/95 24.16 SERIES 300
24.16.7 MAGNASTICKS
D
OPERATING DATA MANUAL
An alternate method of measuring the auxiliary tank fuel quantity on the ground is by means of a flexible
magnastick which is housed in a sealed tube and installed vertically from the bottom of each auxiliary tank.
Exrenally surrounding the tube is a float with an integral magnet. The float and magnet move up and down the
tube in response to changes in fuel level. The magnastick is equipped with a magnet at the top and is secured in
the tube by a self---locking, push and turn fastener. When released, the stick slides down the tube until magnetic
coupling occurs between the two magnets. A fuel quantity reading in US gallons and litres can then be read from
the scale on the exposed portion of the magnastick below the wing.
Page 5
SERIES 300
24.16 MAR 17/95
D
OPERATING DATA MANUAL
37 NO. 1
ENGINE
29 5 36
7 6 5 35 3 4
TO AND FROM
NO. 2 MAIN
AND AUX TANK
LEGEND
MOTIVE FLOW COLLECTOR BAY 2 1
ENGINE FEED PUMPING STATION
REFUEL/DEFUEL/ VENT LINES
TRANSFER LINES WASTE FUEL LINES
REFUEL/DEFUEL
SERVO LINES
SERIES 300
LEFT TANK RIGHT TANK
NO. 1 AUXILIARY
FUEL PUMP 1 FUEL 1 FUEL
QTY 2 QTY
2
ADVISORY LIGHT TR FUEL TRANSFER SWITCH
VALVE
(GREEN) LBS X 1000 LBS X 1000
CLOSED 0 QTY 0
TO
TANK 1
TEST
OPEN
TO TO
TANK 1 TANK 2 AUXILIARY FUEL PUMP
TANK 1
AUX PUMP CLOSED CLOSED PRESSURE SWITCH
OFF TRANSFER OFF
OPEN TO MAINS OPEN
OFF
INTEGRAL LEVEL VALVE VALVE
AUXILIARY
CONTROL VALVE FUEL
FUEL PUMP
AUXILIARY AUXILIARY
OPERATING DATA MANUAL
COLLECTOR
BAY
24.16
AUXILIARY TANK EJECTOR
TRANSFER VALVE PUMP
MOTIVE FLOW INDUCED FUEL FLOW
SUPPLY LINE TRANSFER LINE
MAR 17/95
Page 7
Page 8
NO. 1 AUXILIARY AUXILIARY TANK NO FLOW AUXILIARY
TANK PRESSURE PRESSURE PUMP
MAR 17/95
REFUELING SWITCH
PILOT VALVE
COLLECTOR
TANK
AUXILIARY TANK REFUEL REFUEL
FLOW CONTROL SHUT--OFF REFUEL/DEFUEL SHUT--OFF NO. 2 MAIN
VALVE AUX TANK 1 SERVO VALVE AUX TANK 2 TANK
24.16
PRE--
CHECK
VALVE
LINE
VALVE
D
FUEL 2 L FUEL 2
R
SERIES 300
1 QTY 1 QTY
MASTER
VALVE
POWER ON CLOSED
(LIGHT) LINE VALVE
LINE VALVE
CLOSED (LIGHT) CLOSED (LIGHT)
OFF AUX TANK 2
AUX TANK 1
REFUEL DEFUEL
MAIN
LEGEND AUX--
FUELING
DEFUELING FLOW
CHECK VALVE
ELECTRICAL SIGNAL
FUELING
ON
SERIES 300
Illuminates concurrent with
POWER ON light to provide Illuminates (concurrent with Indicator pointer shows existing fuel
flight compartment indication FUELING ON caution light) quantity in response to repeater signal
that refueling or defueling when system is activated by sent by master indicator in flight
system is active. a REFUEL or DEFUEL compartment.
selection.
RIM POINTER
MAIN POINTER
Signals internal control
circuits to regulate fuel
NO. 1 AUX TANK NO. 1 TANK NO. 2 TANK NO. 2 AUX TANK
quantity during refueling
or defueling. When main
FUEL 2 FUEL 2 FUEL 2 FUEL 2
1 QTY 1 QTY 1 QTY 1 QTY pointer coincides with rim
POWER ON
LBS X 1000 LBS X 1000 LBS X 1000 LBS X 1000 pointer refueling or defueling
3 3 3 3
0 0 0 0
OFF
operation terminates.
SET SET SET SET
REFUEL DEFUEL
MAIN
SET KNOB
AUX
LINE VALVE REFUEL DUMP VALVE REFUEL REFUEL DUMP VALVE REFUEL LINE VALVE Controls rim pointer to
CLOSED SHUT--OFF OPEN SHUT--OFF SHUT--OFF OPEN SHUT--OFF CLOSED
AUX TANK 1 MAIN TANK 1 MAIN TANK 2 AUX TANK 2 any position between
D
VALVE L R L R CREW
CLOSED JACK
24.16
the auxiliary tank line activates the required system and tank feeds pilot valve to simulate
valve is open. arms the repeater indicator control full tank. Illumination of REFUEL
circuits to regulate refueling or SHUT--OFF light during test
defueling operation. confirms pilot valve operation.
MAR 17/95
Page 9
D
OPERATING DATA MANUAL
Shows fuel tank quantity indicated When pressed, test circuits in both master
in lbs. Repeater signal is sent indicators are energized. Master indicator
to repeater indicator on refuel/ and related repeater indicator pointers
defuel panel. rise to full scale reading. Releasing button
returns indicators to original reading.
AUXILIARY FUEL
LEFT TANK RIGHT TANK
1 FUEL 1 FUEL
QTY 2 QTY 2
0 QTY 0
TEST
TO TO
TANK 1 TANK 2
CLOSED CLOSED
OFF TRANSFER OFF
OPEN OPEN
TO MAINS
VALVE VALVE
TABLE OF CONTENTS
PARAGRAPH PAGE
24.19.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.3
24.19.2 UNS---1M NMS CONTROL AND FUNCTION KEYS . . . . . . . . . . . . . . . . . . 24.19.8
24.19.3 PILOT’S GLARESHIELD ANNUNCIATORS . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.10
24.19.4 FMS MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.10
24.19.5 DATA BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.10
24.19.6 CDU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.11
24.19.7 ABNORMAL AND EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . 24.19.13
LIST OF ILLUSTRATIONS
FIGURE PAGE
24---19---1 UNS---1M CDU (SHEET 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.4
24---19---2 UNS---1M CDU (SHEET 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.5
24---19---3 UNS---1M CDU (SHEET 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.6
24---19---4 UNS---1M NMS ANNUNCIATOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.19.7
Page 1
SERIES 300
24.19 MAR 28/96
JUNE 17/95
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JUNE17/95
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D
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SUPPLEMENT 19
24.19.1 GENERAL
The UNS---1M NMS (Navigation Management System) functions as an integrated navigation management
system providing the flight crew with enroute and terminal navigation, flight planning and fuel management
data. This supplement provides an overview of the UNS---1M. Consult the UNS---1M Operator’s Manual, Report
No. 2422sv22 for a complete description of all functions.
The cockpit control consists of a control display unit (CDU) with a display screen and keyboard. The CDU is
used to access the desired function or mode of operation, select from stored non---volatile memory items in the
database and enter customized flight plans. The flight plan may include airways, inflight maneuvers, holding
patterns and arrival procedures.
The navigation computer combines the flight plan information entered by the pilot, information received from
navigation sensors and information stored in memory. Sensors available to the NMS include #1 DME and an
internal GPS (global positioning system). Using these sensors, plus true airspeed and altitude data from the air
data computer, the NMS calculates a Best Computed Position (BCP). From this information the computer
calculates the pitch and roll commands required to fly the flight planned route. The computed course, course
deviation, bearing---to---waypoint and distance to waypoint information may be displayed on the HSI (EHSI) and
coupled to the AFCS for flight director and autopilot operation. The flight guidance controller is used to select the
operating modes for the autopilot and flight director.
Fuel flow data from the fuel flow sensors provide the inputs necessary to integrate real time fuel management
information with the navigation functions. During flight, the NMS automatically updates the fuel on board and
gross weight as well as fuel requirements based on fuel flow and ground speed.
A self-contained database, (NAV Data Base), stored on a flash memory card, provides the NMS with information
on up to 87,000 waypoints, navaids and airports. The database has the capability to store up to 200 pilot defined
routes, (with 98 waypoints per route), utilizing up to 3,000 waypoints. Database updates are provided by
Jeppesen Inc. The NAV Data Base is updated by inserting a new flash memory card into the slot on the right side
of the UNS---1M.
NOTE
To avoid errors, work in a slow deliberate manner while operating the CDU. Avoid pushing more than one
key at a time. When selecting a CDU page, read the page title to ensure the correct page appears.
Although the CDU displays many pages of information, proper page selection is not difficult. Automatic
display of some pages as well as visual prompts on the CDU provide assistance in selecting the
appropriate page and menu for most tasks. For complete operating instructions refer to the UNS---1M
Operator’s Manual, Report No. 2422sv22 or equivalent at current revision.
NMS annunciators, located on the pilot’s glareshield panel include a WPT ALRT (waypoint/alert) light, a MSG
(message) light, a RNAV HDG (heading) light, a GPS INTEG (GPS Integrity) light and a XTRK (cross---track)
light.
Page 3
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24.19 MAR 28/96
JUNE 17/95
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OPERATING DATA MANUAL
MSG POS
MSG DATA
ON DTO MNVR
OFF
BRT
NAV VNAV
ALPHA ---NUMERIC KEYS (10 numeric, 26 alpha)
FPL FUEL
(momentary action)
DIM
LIST MENU
PUSH --- enters pilot selectable data at selected data
entry field on display screen. Press ENTER to
enter data into NMS memory.
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 +
---
CENTER CONSOLE
POLARITY REVERSE KEY () (momentary action)
PUSH --- reverses data in selected entry field from
+ to --- , N (north) to S (south) etc.
--- cycles cursor through pilot selectable items --- used in combination with the ENTER key to delete
displayed on screen. After all selectable items on FPL waypoints, reset roll steering commands,
a page have been selected, pressing the ENTER reset fuel flow inputs, cancel manual entries,
key removes the cursor. Cursor reappears when select or deselect sensors and to view wayoint
ENTER pressed again. specification pages when more than one location
for an identifier exists.
MSG POS
VNAV KEY --- VNAV (vertical navigation) is not
MSG DATA operational.
ON DTO MNVR
OFF
NAV VNAV
BRT
LIST MENU
MSG POS
MSG DATA
DTO KEY (momentary action)
ON
PUSH --- displays DIRECT pages allowing flight crew
DTO MNVR
OFF to comply with “direct to” clearances. Allows flight
NAV VNAV plan change from present position to a flight plan
BRT
waypoint, a database waypoint, a pilot defined
DIM FPL FUEL
waypoint or an airport. A DIRECT page command
LIST MENU
will cancel heading mode and will display NAV
page 1.
A B C D E F G 1 2 3
NAV KEY (momentary action)
H I J K L M N 4 5 6
PUSH --- displays current navigation status pages
O P Q R S T U 7 8 9 including to, from, next waypoint, cross track,
wind speed and direction, wind drift, ground track
V W X Y Z ENTER BACK 0 +
--- and groundspeed. Accesses menu for changing
flight plan leg. Displays Best Computed Position
and provides option for updating navigation
sensor position.
CENTER CONSOLE
FPL KEY (momentary action)
PUSH --- displays active flight plan page (or empty
page if none is active in system). Displays menu
items for changing flight plan. Flight plan
summary, including fuel requirements is located
on last page of flight plan.
dod2419000_003.doc, dbc, 22/05/96
MSG (amber)
ILLUMINATED --- operates in conjunction with MSG
advisory light on the UNS---1M.
--- press MSG function key to display full text of
message on display screen.
XTRK (amber)
ILLUMINATED --- indicates left or right cross track is
activated.
The Control Display Unit (CDU) located on the center console, displays information on an eight ---line,
monochromatic Liquid Crystal Display (LCD). Ten function keys are located to the right of the display screen.
Separate alpha---numeric keys are located below the display screen and are used to enter data into the NMS.
Data is always entered into the NMS at a cursor location using the ENTER key. The cursor will automatically
move to the next position when the ENTER key is pressed.
CONTROL KEYS
Press to ON/OFF key to initialize the self---test function. A self---test page is displayed on the LCD. The LCD
display switches to the Initialization page if all self---test parameters are met. Pressing the BRT or DIM keys,
repeatedly as appropriate, brightens or dims the LCD display.
BACK KEY
The BACK key is used for erasing or back paging, depending on mode selection. During the input process,
pressing the BACK key erases a previous entry in a cursor field which allows a corrected entry to be made.
The BACK key is also used in conjunction with the ENTER key to delete flight plan waypoints, rest roll steering
commands, reset fuel flow inputs, cancel manual entries, select or deselect sensors and to view additional
waypoint specification pages when more than one location for an identifier exists. When not in the input
process (cursor not visible on page), the BACK key is used to page backwards to the previous page.
Used in conjunction with the alpha---numeric keys, pressing this key reverses the selected data entry field
from + to ---, N to S etc. In certain functions (cursor not visible), pressing this key will cause the display to page
forward.
ENTER KEY
The ENTER key is used to store data entries made data fields highlighted by the cursor. The cursor indicates
variable data fields in reverse video (dark characters on a light background). Data may be entered using the
alpha---numeric keys and stored in memory by pressing the ENTER key.
FUNCTION KEYS
Ten function keys on the right side of the CDU are used to select data entry or command inputs. Pressing the
keys displays the first page of the selected mode. Subsequently selections of the same key will cycle the
display through multiple pages, if applicable.
DATA KEY
Press the DATA key to access information and status of the database, the NMS and the navigation sensors.
The DATA mode permits changes to pilot defined locations and navigation sensor selection/deselection.
DATA page 1 provides a summary of navigation sensor operation. DATA page 2 accesses the preset (at
initialization) date, time selections. Time is stated in UTC and is updated periodically by the GPS sensor. Other
items accessible on the DATA page 2 are heading and source, magnetic variation and roll commands.
Selecting the cursor to the HDG field displays the HEADING SOURCE page.
MNVR KEY
Press the MNVR (maneuver) key to access the MNVR page which allows selection of heading mode, parallel
cross---track SXTK) , approach mode, pseudo VOR (P/VOR) and hold P/VOR.
Page 8
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JUNE17/95
28/96 24.19 SERIES 300
VNAV KEY
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Messages generated by the NMS may be either an advisory only or may require some action by the pilot. NMS
messages are initially indicated by a MSG light on the CDU and a flashing amber MSG annunciator on the
Glareshield panel. Consult the UNS---1M Operator’s Manual, Report No. 2422sv22 for a complete description of
messages which may appear. Messages are displayed by pressing the MSG key on the CDU.
A self-contained database, (NAV Data Base), stored on a flash memory card, provides the NMS with information
on up to 87,000 waypoints, navaids and airports. The database has the capability to store up to 200 pilot defined
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routes, (with 98 waypoints per route), utilizing up to 3,000 waypoints. Database updates are provided by
Jeppesen Inc. The NAV Data Base is updated by inserting a new flash memory card into the slot on the right side
of the UNS---1M.
The NMS data base is supplied by Jeppeson Sanderson, Inc. and is updated periodically from data on a 3 1/2
inch disc. If the data base needs updating a message “DATABASE EXPIRED” is displayed on the message
page.
The following normal procedures are applicable to basic operation of the UNS---1M NMS and do not address all
options available for each function. The procedures are arranged in logical sequence from preflight to after
landing. Consult the UNS---1M Operator’s Manual, Report No. 2422sv22 for a full description of all options and
procedures.
Preflight
1. ON/OFF Key --- Press ON. The self---test page appears and automatically reverts to the Initialization
page if self---test passes. Press the BRT/DIM keys as required to adjust the screen brightness. Press the
appropriate Line select keys to adjust the screen brightness and the display offset to compensate for
parallax. Press the CANCEL Line select key to return to the Initialization page.
Initialization
1. Check --- DATE and UTC
POSITION
NAV DATABASE Expiry date
The date and time are maintained during shutdown by an internal battery and are usually correct. The
position indicated is the system’s best computed position at shutdown. Correct the Initilization page
data if required. Press the ENTER key if the data is accurate.
Prior to flight and with any FPL page displayed, a flight plan summary may be viewed by the following procedure:
1. FPL Key --- Press as required to access FPL SUMMARY page following the last flight plan page.
2. ENTER Key --- Press to locate cursor on the page. Cursor will initially appear over data entry field for Tank
1. Enter the appropriate fuel weight using the keypad keys and press ENTER. Repeat this procedure for
Tank 2. The total fuel weight appears at the bottom of the page.
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3. FUEL Key --- Press again after fuel entries are made to access the Weight page.
4. ENTER Key --- Press to locate cursor on page. Cursor will initially appear over the EMPTY weight entry
field. Verify the aircraft empty weight is correct and press ENTER. The cursor will move to the PAX entry
field. Use the keypad to enter the number of passengers (crew may be included here or in aircraft empty
weight). Press ENTER to enter passenger number and advance cursor to the CARGO entry field. Key in
the cargo weight and press ENTER. The fuel weight field is automatically filled from the FUEL ON
BOARD page. Verify the GROSS weight for reasonableness.
2. ENTER Key --- Press to select cursor on any waypoint. Press 99 on keypad and press ENTER again.
NOTE
If the complete flight plan is deleted in flight, the current navigation leg will remain active. NAV page 1 will
display the FR and TO waypoints active when the flight plan was deleted.
ENROUTE OPERATION
2. ENTER Key --- Press as required to position cursor over sensor to be selected or deselected. Press
POLARITY REVERSE () Key to select or deselect sensor. Press ENTER Key. DESEL is displayed in
the status line following a deselected sensor.
To select NMS course information to the pilot’s EHSI use the flight guidance controller and proceed as follows:
1. Navigation selector (NAV SEL) --- Press to select pilot’s side.
2. AUX navigation selector (AUX) --- Press to display NMS navigation guidance. RNAV annunciator
illuminates (RNV1 annunciated on EHSI if EFIS installed).
4. Navigation mode selector (NAV) --- Press to select Flight Director lateral guidance mode (annunciated
as LNAV on advisory display).
Information such as distance to destination, estimated time enroute, ground speed, desired track, actual track,
bearing and present position are available on the NAV 1 page. This page can be displayed by pressing the NAV
key once.
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Direct ---To operation can be used at anytime. To access the DTO function, proceed with the following:
1. DTO Key --- Press to display DIRECT routing page. Enter the line number corresponding to the desired
direct ---to waypoint listed on the flight plan and press ENTER. Non flight plan waypoints, may be
entered by the pilot as replacement for the TO waypoint of the current leg. Select from waypoints
displayed by the LIST function or waypoint identifier. Select waypoints from the LIST function by keying
in appropriate line select number and pressing ENTER.
APPROACH
The UNS---1M NMS navigation guidance is approved for terminal or approach operations. Use the standard
VOR/ILS systems in aircraft. NMS approaches must be selected from either Jeppesen or pilot entered
approaches stored in the database.
After landing the UNS---1M can be turned off with the aircraft electrical system or by pressing the ON/OFF key.
When power is restored following a failure or for initialization in flight, the following procedures are applicable.
Manual updating of the NMS best computed position requires the pilot to determine the aircraft coordinates by
means of other navigation aids or by reference to a known geographical location.
1. ON/OFF key --- Press to initiate NMS self---test. The NMS best computed position displayed on the
Initialization page is retained from prior to the power failure.
2. NAV Key then MENU Key --- Press and select NAV POS option number on keypad. Press ENTER key to
move cursor over ACCEPT Y/N option and, if latitude and longitude displayed appears reasonable,
press ENTER to accept. This action resets NMS sensors to the selected position.
3. DATA Key --- Press to display sensor summary page. Sensor “Q” value should return to normal value.
4. MSG Key --- Press to display messages on LCD. The POS UNCERTAIN message should disappear.
In the event of an engine failure or shutdown (FUELFLOW FAIL displayed on LCD), proceed as follows:
1. FUEL Key --- Press to display. Press FUEL key to access FUEL Page 5.
2. ENTER Key --- Press until cursor . Enter a zero value for the fuel flow instead of the FAIL MESSAGE . If the
engine has not failed or has been re---started, reset the fuel flow by pressing the BACK and ENTER keys.
A re---occurrence of the FUELFLOW FAIL message indicates a sensor or interface failure. Manually
enter a fuel flow to reinstate fuel mode related estimates (ie. fuel over destination, specific range etc.).
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UNS---1M CDU MSG or POS Annunciations
2. MSG Key --- Press to acknowledge message and return to previous page. Monitor navigation guidance.
NOTE
The UNS---1M must be used in conjunction with another approved and operational means of navigation
(eg VOR, ADF). Monitoring of traditional navigation equipment is necessary when the “GPS INTEG”
annunciator is illuminated.
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SUPPLEMENT 20
TABLE OF CONTENTS
PARAGRAPH PAGE
24.20.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.3
24.20.2 GALLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.3
24.20.3 LAVATORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.3
24.20.4 WARDROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.4
24.20.5 OVERHEAD STOWAGE BINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.4
24.20.6 PASSENGER SERVICE UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.4
24.20.7 PASSENGER SEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.4
24.20.8 CABIN LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.4
24.20.9 PASSENGER ADVISORY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.4
24.20.10 FLIGHT ATTENDANT’S ADVISORY LIGHT PANEL . . . . . . . . . . . . . . . . . . 24.20.5
24.20.11 CABIN TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.5
24.20.12 EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.5
24.20.13 BAGGAGE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.6
24.20.14 ACTIVE NOISE AND VIBRATION (ANVS) SYSTEM . . . . . . . . . . . . . . . . . . 24.20.6
LIST OF ILLUSTRATIONS
FIGURE PAGE
24---20---1 PASSENGER CABIN CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.7
24---20---2 GALLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.8
24---20---3 LAVATORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.9
24---20---4 WARDROBE / FLIGHT ATTENDANT’S SEAT . . . . . . . . . . . . . . . . . . . . . . . 24.20.10
24---20---5 PASSENGER INFORMATION SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.11
24---20---6 ADVISORY LIGHT PANEL / FLIGHT ATTENDANT’S STATION . . . . . . . . 24.20.12
24---20---7 FLIGHT ATTENDANT’S PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.20.13
24---20---8 ANVS SYSTEM CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . 24.20.14
24---20---9 CABIN CONDITIONED AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . 24.20.15
24---20---10 EMERGENCY EXITS AND CABIN EQUIPMENT LOCATIONS . . . . . . . . . 24.20.16
24---20---11 BAGGAGE COMPARTMENT / BAGGAGE COMPARTMENT LABEL . . . 24.20.17
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SUPPLEMENT 20
24.20.1 GENERAL
This supplement is applicable to airplanes incorporating a new cabin interior manufactured for de Havilland Inc.
by Hunting Aviation, Airline Interiors Division, Biggin Hill Airport, U.K. The information provided by this supple-
ment addresses furnishings or systems which vary from previous installations described in the current Operat-
ing Data Manual. This supplement provides an introductory overview of these variances. Ultimately, this in-
formation will be incorporated in the appropriate Chapters of the Operating Data Manual.
24.20.2 GALLEY
The galley is located in the aft right ---side of the cabin. The galley provides stowage for removeable food service
units (SUs), a service trolley (if installed) and three electrically---heated hot jugs. Removeable units are retained
either by latches or latched doors.The galley also incorporates stowage compartments and drawers, a lighted
work surface with a drain and a waste bin. The waste flap assembly at the right side of the work top assembly
gives access to the waste bin.Overhead lighting for the galley is controlled by the BUFFET OVERHD switchlight
on the Flight Attendant’s Panel. Circuit breakers and switches for the three heated beverage containers and the
galley counter light are located adjacent to the hot jugs.
24.20.3 LAVATORY
The lavatory compartment is located at the forward right side of the cabin and contains a toilet, toilet tissue dis-
penser, wet wipe dispenser, smoke detector, mirror, vanity items and waste disposal with fire extinguisher.
Closing the door slide lock mechanism turns on the lavatory light, displays an OCCUPIED sign on the outside of
the door and illuminates a LAVATORY OCCUPIED Passenger Information Sign.The door is locked only from
inside the lavatory. However, provision is made for unlocking the door from the cabin in the event of an emergen-
cy.
A flight attendant call button is provided in the lavatory. When pushed, it sounds the P/A high chimes and illumi-
nates the amber attendant call light on the overhead passenger compartment advisory light panel. A RETURN
TO SEAT sign in the lavatory illuminates when the fasten seat belt sign switch in the flight compartment is se-
lected on.
The toilet unit is an electrically---operated recirculating flush toilet incorporating a bowl, 28 VDC electric flush
pump with filter, timer, waste reservoir and flush handle located on the outboard wall. An external service panel
with ground flush line is provided at the forward right hand side of the fuselage permitting the waste reservoir to
be flushed and cleaned with standard ground service equipment.
Pressing the toilet flush handle applies electrical power to the flush pumps and timer for a pre---timed interval of
approximately 5 ± 2 seconds. During the flush cycle, flushing fluid is circulated from the reservoir through a filter
basket to the flush channel at the rim of the bowl and then returned to the reservoir. When operating in sub---zero
temperatures, anti---freeze may be added to the cleansing fluid. In the event of an electrical or mechanical failure
the toilet remains usable as a chemical toilet.
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A drain is provided on the lavatory floor and connected to a drain mast located below the lavatory underside of
the fuselage.
24.20.4 WARDROBE
A wardrobe is located at the forward left side of the cabin just ahead of the forward flight attendant’s seat. The
wardrobe incorporates a rod for hanging coats which has a load limit of 40 pounds (18 Kg). The floor has a load
limit of 100 pounds (46 Kg). The wardrobe light is controlled by a switch on the Flight Attendant’s panel.
Overhead stowage bins are provided on both sides of the passenger cabin for the stowage of coats and light
baggage. The bins are located above the passenger seats. Each bin is hinged to open upwards and, with the
exception of the forward and aft bin on each side has a load limit of 60 pounds (23 Kg). The forward bin on each
side of the aircraft is limited to 40 pounds (18 Kg).The bin at the end of each row has a load limit of 22 pounds (10
Kg).
Passenger Service Units (PSU) are installed along the bottom of the overhead stowage bins above each pair of
seats. Each PSU is equipped with adjustable air outlets (gaspers), reading lights with individual switches and an
attendant call button.
The standard aircraft seating configuration provides for 48 forward facing passenger seats and two rear facing
passenger seats at the front of the passenger cabin. The forward facing seats are installed four---abreast on seat
tracks at a pitch of approximately 31 inches.
Fold down tables are incorporated into the rear of each seat except the front row seats which are equipped with
plug---in meal tray sockets. An information pocket is provided on the draft bulkhead for passengers in the left
front row seats and on the forward emergency exit door for passengers in the right front row seats.
Each seat is equipped with armrests. Seats adjacent to the mid---cabin emergency exits have armrests incorpo-
rated into their interior panels.The center armrests on all seats fold up. Inboard armrests fold up when the re-
lease catch is operated on the underside of the armrest at the hinge point. Each seat is provided with a remov-
able flotation cushion and life vest stowage located below each seat cushion. Identification placards are located
above each pair of seats on either side of the center aisle. Seats are identified by row number from the front of
the aircraft and by an A, B, C or D designation from left to right side. The two rear---facing seats at the front of the
passenger cabin are labeled 1E and 1F.
Cabin lighting consists of cabin overhead lights, cabin sidewall lights, passenger reading lights, flight attendant
reading light, galley lights, wardrobe light, lavatory light and boarding lights. Cabin lighting is controlled by
switches on the Flight Attendant Panel located on the forward end of the left ---side overhead bins, adjacent to
the passenger entrance door. Switches below the Flight Attendant’s Interphone Handset operate the Flight At-
tendant’s dome reading light on the ceiling adjacent to the lavatory and the boarding lights, one at floor level and
the other an overhead dome light.
Passenger advisory lights consist of symbols indicating fasten seat belt and no smoking symbols, exit signs and
a lavatory occupied sign. A return to seat sign in the lavatory illuminates in conjunction with the fasten seat belt
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symbols in the cabin. No smoking and fasten seat belt symbols are presented at each Passenger Service Unit
(PSU). Two illuminated overhead passenger information signs are installed on the cabin ceiling. The forward
sign, located adjacent to the passenger door, has fasten seat belt and no smoking symbols, an exit sign, a lava-
tory occupied sign and a lavatory location arrow. The aft sign, located in mid---cabin, adjacent to the emergency
exits, has fasten seat belt and no smoking symbols and an exit sign.
The Flight Attendant’s advisory light panel is located below the aft passenger advisory lights sign adjacent to the
mid---cabin emergency exits. The Flight Attendant’s advisory lights are visible throughout the cabin and consist
of a lavatory smoke detector light, oxygen flow indicator light for automatic oxygen presentation system (if
installed), remote emergency light, flight attendant call light, service call light (actuated by Flight Attendant call
pushbutton in lavatory) and a remote PA light. The remote emergency light and the remote PA light are actuated
by the comparable selection on the Flight Attendant’s PA control panel. The flight attendant call light is activated
by the attendant call pushbutton on each PSU. A small red light also illuminates adjacent to the ATT CALL push-
button on the PSU. Pressing the button again resets the call light.
The air distribution system ducts are routed under the floor in the main cabin and baggage compartment.
Cabin sidewall riser ducts are incorporated to supply air from the underfloor air distribution ducts to floor
level vents and to ceiling vents running parallel to the passenger service units. Conditioned air is also routed
to the gaspers via branch ducting from the riser ducts.
The CABIN TEMP controls, located on the Flight Attendant’s Panel, provide control of the cabin tempera-
ture.The CABIN TEMP control exercises full cabin temperature control when the CABIN selector on the Air
Conditioning Panel in the flight compartment is selected to the F/A detent position. The CABIN temperature
control is inoperative when the CABIN selector is not selected to F/A. Cabin temperature is set by using the
appropriate warmer or cooler button to preset the required temperature which may be viewed on the adjoining
temperature display.
Distribution of conditioned air within the cabin is controlled from the Flight Attendant’s Panel. When UPPER
DUCT is selected, the lower air duct shutoff valve closes and conditioned air is supplied to the upper vents only.
When LOWER DUCT is selected, the lower air duct shutoff valve opens and conditioned air is supplied to the
upper vents and the cabin sidewall vents.
When AUTO is selected on the Flight Attendant’s Panel, the lower air duct shutoff valve will automatically operate
as follows: If cool temperature is set on the Flight Attendant’s Panel, the air duct shutoff valve will close and
conditioned air is supplied to the overhead bin ducts. If a warm temperature is set on the Flight Attendant’s
Panel, the air duct shutoff valve will open and conditioned air is supplied to the overhead bin vents and the cabin
sidewall vents.
Three portable fire extinguishers are installed in the airplane. One is installed in the Flight Compartment on the
bulkhead immediately behind the pilot’s seat. Two are installed in the Passenger Cabin; one is stowed on the
bulkhead immediately forward of seats 1E andF at the front of the cabin and the other is stowed on the cabin rear
bulhead adjacent to the baggage compartment door. Each fire extinguisher is filled with extinguishant bro-
mochlorodifluoromethane (BCF) (Halon 1211) and pressurized with dry nitrogen. The fire--extinguish-
er is hand operated. Personal Breathing Equipment units (PBEs) (if installed) are located close to each fire
extinguisher. A first aid kit is stowed in the right ---side, aft overhead bin.
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A Baggage Door is located on the left side of the fuselage to provide access for cargo/baggage loading. A door
installed in the baggage bulkhead in the cabin allows flight crew access to the baggage compartment. A switch
on the bulkhead adjacent to the access door illuminates the baggage compartment lights.
The baggage compartment capacity is restricted. A red line on the baggage compartment wall indicates the
maximum height to which items may be loaded in the baggage compartment. These restrictions and limitations
are described on the Baggage Compartment label.
The Active Noise and Vibration (ANVS) System reduces passenger cabin noise caused by the aircraft propel-
lers. The system senses cabin noise and frequency and uses this data to produce an opposing anti---phase
noise through the Active Tuned Vibration Attenuators (ATVAs). The propeller noise and the ATVA ---produced
noise combine and cancel each other which results in a quieter cabin.
The ANVS system consists of an Active Noise Control Unit, microphones, Active Tuned Vibration Attenuators
(ATVAs) and power ampilifiers to operate the ATVAs. The ON/OFF switch and system status indicators (FAULT
or DEGRADED) are located on the Flight Attendant’s panel adjacent to the passenger door. Microphones are
installed throughout the passenger cabin, overhead bins and interior trim panels. ATVAs, located throughout
the cabin, are electro---mechanically operated vibrating devices that are attached to fuselage frames.
The ANVS Control Unit receives propeller frequency data from propeller tachometer signals. Additional noise
data is received from microphones in the cabin. The Active Noise Control Unit responds by actuating the ATVAs
at a frequency and force required to suppress the propeller noise. The ANVS system does not respond to nor-
mal cabin sound such as conversation, music or PA announcements.
The Active Noise and Vibration System is designed to operate automatically. The ON/OFF switch default posi-
tion is ON. The system is continuously self---monitoring and failure or partial failure will result in illumination of
either the FAULT light or the DEGRADED light on the Flight Attendant’s panel. Illumination of the FAULT light
indicates the ANVS system is inoperative. Illumination of the DEGRADED light indicates the system remains
operational at a degraded level of noise suppression. In either case, maintenance personnel should be advised.
A significant increase in cabin noise, particularly localized buzzing or rattling, may indicate a fault with the ANVS
system. This change in noise level will be apparent to Flight Attendants. If this occurs, the Flight Attendant
should immediately select the ANVS system OFF using the ON/OFF switch on the Flight Attendant’s panel. The
Flight Attendant should establish communication with the Flight Crew using the Flight Attendant’s Handset and
advise the Flight Crew of the action accomplished. Maintenance personnel should be advised.
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50 PASSENGER STANDARD AIRPLANE
SERIES 300
SERVICE DOOR
F D
D
E C
OPERATING DATA MANUAL
ROW 1 2 3 4 5 6 7 8 9 10 11 12 BAGGAGE
COMPARTMENT
B
320 CU. FT.
A
24.20
FLIGHT ATTENDANT’S
FLIGHT ATTENDANT’S
ATTENDANT’S SEAT
SEAT (OPTIONAL)
TYPE 1 EXIT
MAR
PASSENGER & CREW ENTRY DOOR
30 IN W x 66 IN H
dod03_242000_001.doc, dbc, 09/07/96
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HOT JUGS
WORKLIGHT
LATCH
WORK
WASTE SURFACE
FLAP
SURFACE UNIT
WASTE BIN STOWAGE AREA
SERVICE TROLLEY
STOWAGE AREA
(IF INSTALLED)
LATCH
dod03_242000_005.doc, dbc, 09/07/96
DRAWER
SMOKE
DETECTOR
SWITCH
(PUSH TO FLUSH)
LIGHT
MIRROR
WET WIPE
DISPENSER
DISPENSER
COVER
DRIP TRAY
FLOOR
NOTE: DRAINS
DOOR REMOVED FOR CLARITY
FLIGHT ATTENDANT
HANDSET
FLIGHT WARDROBE
ATTENDANT
READING
LIGHT
SWITCH
FLIGHT ATTENDANT
SEAT
BOARDING
LIGHT
EMERGENCY
EQUIPMENT
STOWAGE
(FLASHLIGHT
AND LIFE VEST)
RETURN TO SEAT
ATTENDANT
CALL BUTTON
NO SMOKING
SIGN
FASTEN SEAT
BELT SIGN
ADVISORY LIGHT
NO SMOKING
PANEL
SIGN
PASSENGER INFORMATION SIGN
FASTEN SEAT (CENTER CABIN)
BELT SIGN
LAVATORY OCCUPIED
SIGN
dod2440000_004.doc, dbc, 25/04/96
LAVATORY SIGN
EXIT SIGN
FLIGHT
ATTENDANT’S
HANDSET
CRADLE ASSEMBLY
EMERGENCY LIGHTING
SWITCH
ATTENDANT’S
dod03_242000_006.doc, dbc, 09/07/96
READING LIGHT
SWITCH
BOARDING
LIGHT
SWITCH
OFF PAUSE
FAULT DEGRADED
AUTO CABIN LAVATORY PSU
SIDEWALL ON/OFF
PRESS --- depending on air temperature bias set on PRESS --- illuminates airstair door lights
Flight Attendant’s Panel, conditioned air is
directed to upper or lower vents automatically.
LOWER DUCT
NOTE: NVS SYSTEM IS CURRENTLY
PRESS --- actuates air duct shut ---off valve to open INOPERATIVE
lower duct allowing air to flow from upper and
lower vents.
PAUSE LIGHT
ILLUMINATED --- inputs to Active Noise Control Unit
deselected by PAUSE switch.
OFF LIGHT
ILLUMINATED --- power to ANVS system selected off
by ON / OFF switch.
OFF PAUSE
FAULT DEGRADED
AUTO CABIN LAVATORY PSU
SIDEWALL ON/OFF
SERIES 300
PCU GASPER VALVE
LAVATORY CEILING
FLIGHT GASPER PANEL GASPER BLEED AIR AFT RH GALLEY
COMPARTMENT VALVE VALVE OUTLET GASPER VALVE
GASPER VALVES
D
OPERATING DATA MANUAL
FORWARD OVERHEAD
FLIGHT COMPARTMENT BIN GASPER VALVES
AIR DISTRIBUTION CABIN REAR PRESSURE
24.20
MAR
dod03_242000_004.doc, dbc, 09/07/96
JUNE17/95
28/96
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H PBE
A
L
LIFEVEST
H
A O
FLASHLIGHT PBE 2
L
H
A
L
HALON
EXTINGUISHER
O
2
PORTABLE
OXYGEN
BOTTLE
EMERGENCY
EXIT PATH
PBE H
A PBE
L
PBE OPTION
PROVISIONS
O
2
dod03_242000_002.doc, dbc, 09/07/96
FIRE AXE
FIRST AID
KIT
FIGURE 24-- 20-- 10. EMERGENCY EXITS AND CABIN EQUIPMENT LOCATIONS
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STATION
BAGGAGE X712
COMPARTMENT
2000 lb (908 kg)
MAX FLOOR LOADING TIE DOWN RINGS (9)
75 lb/ft 2 (366 kg/m 2 )
COMPT 2
AFT STATION
X662
BAGGAGE COMPARTMENT
ENSURE NETS BETWEEN ZONES 1A AND 1B ARE IN PLACE PRIOR
X662 X712
COMPT 3 COMPT 1 COMPT 2
X608
ZONE 1A ZONE 2A
X575
ZONE 1B ZONE 2B
dod03_242000_003.doc, dbc, 09/07/96
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SUPPLEMENT 23
TABLE OF CONTENTS
PARAGRAPH PAGE
24.23.1 DISCUSSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.23.3
24.23.2 BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.23.3
24.23.3 WINDSHEAR AVOIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.23.3
24.23.4 WINDSHEAR PRECAUTIONS --- TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . 24.23.3
24.23.5 WINDSHEAR PRECAUTIONS --- APPROACH . . . . . . . . . . . . . . . . . . . . . . 24.23.4
24.23.6 WINDSHEAR IN---FLIGHT RECOVERY MANEUVER . . . . . . . . . . . . . . . . . 24.23.4
24.23.7 WINDSHEAR IN---FLIGHT RECOVERY PROCEDURES . . . . . . . . . . . . . . 24.23.5
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SUPPLEMENT 23
Bombardier is issuing this Temporary Revision to provide information to the Operator’s Flight Operations
Department for review of their windshear recovery procedures and ensure they are appropriate for Dash---8,
Series 100/200/300 aircraft. In particular, Bombardier wishes to emphasize that Dash---8 aircraft must NOT be
flown at stall warning (stick shaker) as a recovery technique.
24.23.2 BACKGROUND
Windshear is defined as a sudden change in air mass direction and speed lasting for a measurable period of
time (as opposed to simple turbulence). Knowledge of how windshear affects aircraft performance is essential
to the application of proper vertical flight path control techniques during an inadvertent windshear encounter.
While many windshear encounters have been related to weather fronts, strong surface winds, mountain waves,
etc., the worst encounters have involved wet microburst/downburst phenomena associated with
thunderstorms.
A microburst or downburst is a shaft of high velocity air moving down from the core of a convective cloud to the
ground where it spreads out in a gust front in all directions. The wind component is mostly horizontal at altitudes
below 500 feet. Horizontal windshear may improve or degrade vertical flight path performance. Performance
improving windshear will first be indicated in the cockpit by an increasing airspeed. Performance improving
windshear may be a precursor of a shear that will decrease airspeed and degrade vertical flight path
performance. Accordingly, when windshear is suspected, avoid large power reductions and excessive trim
changes in response to sudden airspeed increases as these may be followed quickly by sudden decreases.
All events will not be in the classic mould of symmetrical outflows as described above. In fact, they can vary to the
extent that the first recognizable encounter might be the decreasing performance tailwind shear.
Crew actions are divided into three areas: Avoidance, Precautions and Recovery.
Carefully access all available information such as pilot reports of windshear or turbulence, low level windshear
alerts, and weather reports, including thunderstorm and virga activity. Avoid areas of known severe windshear. If
severe windshear is indicated, delay takeoff or do not continue an approach until conditions improve.
All crews should broadcast any instances of airspeed fluctuation when shear is encountered. One aircraft, upon
entering the outflow area of a downburst, may encounter airspeed fluctuations but no significant control
problems. Another aircraft on the same flight path a few minutes later, may experience airspeed changes many
times greater than the previous aircraft, accompanied by marked performance degradation and handling
difficulties.
Do not use a reduced power takeoff; use normal takeoff power if there are any reports of windshear in the area.
Use the longest suitable runway, provided it is clear of areas of known windshear. Be alert for airspeed
fluctuations during takeoff and initial climb. Airspeed fluctuations may be the first indication of windshear.
Rotate at the normal pitch rate to the normal take---off pitch attitude. Minimize reductions from this initial attitude
until terrain and obstacle clearance is assured. Crews should develop an awareness of the normal values of
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airspeed, attitude, vertical speed and acceleration. Vertical flight path instruments such as vertical speed
indicators and altimeters should be closely monitored. The PNF should call out any deviations from normal.
If the PF feels that vertical flight path control is marginal at any time the PF will call “WINDSHEAR --- MAX
POWER” and carry out the in---flight recovery maneuver outlined below.
Utilize all available means in the cockpit that might indicate the presence of windshear such as visual
indications, pilot reports, radar and flight instruments.
Select the minimum approach/landing flap position consistent with field length and WAT limit and add an
appropriate wind correction to Vapp (correction applied in the same manner as gust correction).
Avoid large power reductions or trim changes in response to sudden airspeed increases as these may be
followed by airspeed decreases.
Closely monitor the vertical flight path instruments, specifically vertical speed, altimeters and glideslope
indicators --- increasing the normal cross check between these instruments and the flight director commands. In
this regard, crew coordination is most important, especially at night or in marginal weather conditions. The pilot
not flying should be ready to promptly call out any deviation from normal.
If the PF feels that vertical flight path control is marginal at any time the PF will call “WINDSHEAR --- MAX
POWER” and carry out the in---flight recovery maneuver outlined below.
The flight crew must make the determination of marginal flight path control using all the information available in
the cockpit and react promptly. This determination is subjective and based on the pilots’ judgment of the
situation. As a guideline, marginal flight path control may be indicated by uncontrolled changes from normal
steady state flight conditions in excess of:
• 10 knots indicated airspeed
• 500 feet per minute vertical speed
• 5 degrees pitch attitude
• 1 dot displacement from the glideslope
The following action is recommended when preventative action is not successful, or whenever flight path control
becomes marginal below 500 feet above the ground on takeoff or landing:
Should the stick shaker activate in turbulence, immediately reduce the pitch attitude sufficient to silence the
shaker. In the event this should occur close to the ground, maintain the pitch attitude which silences the
shaker, until terrain contact is no longer a factor, then allow the aircraft to accelerate back to V2/VGA.
6. Clear of terrain:
a. Reduce power and pitch attitude appropriate to the phase of flight.
b. Reconfigure aircraft as necessary.
PF PNF
Commands “WINDSHEAR --- MAX POWER” Simul- Sets Condition Levers to MAX
taneously select GA, advance Power Levers to- Follows up on Power Levers to set MTOP
wards MTOP, and smoothly rotate aircraft to go--- Calls “POWER SET”
around attitude Monitor radar altimeter and IVSI,
Calls “<radar altitude> FEET CLIMBING” or
“<radar altitude> FEET DESCENDING”
Aircraft Climbing
Reduce power and pitch attitude appropriate to Advise ATC of any deviation to clearance
the phase of flight
Reconfigure aircraft as necessary
Do not change gear or flap configuration if the vertical flight path is not under control. Optimum aircraft
performance (best angle of climb) occurs near 1.2 Vs for the aircraft configuration, therefore, do not allow the
airspeed to decrease below this speed (Nominally V2/VGA for the flap configuration). Unlike a jet aircraft, it is not
permissible to continue to increase pitch attitude until stick shaker occurs. This is because at high power
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settings the propeller slipstream creates additional lift on the airframe, which is not accounted for in the stick
shaker activation point. As a result, the aircraft could reach a dangerously low indicated airspeed before the
shaker activates. At these very low airspeeds, the aircraft is operating on the extreme “back side” of the Lift /
Drag curve with a significant deterioration of climb capability. Additionally, the flight controls may not retain
sufficient authority to maintain control of the aircraft in turbulence or following an engine flameout. Jet aircraft
can be flown to shaker because it provides an artificial barrier to reaching very low IAS. Propeller aircraft must
“create” such a barrier using procedural means instead. Restricting the aircraft to a minimum airspeed of V2/VGA
during the recovery is a natural choice since these speeds are readily available to crew members and match
optimal climb speed.
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See Effective TR
SUPPLEMENT 24
TABLE OF CONTENTS
PARAGRAPH PAGE
24.24.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.3
24.24.2 OPERATING LIMITATIONS . . . . . . . . . . . . . . . . . . 24.24.3
24.24.3 OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.3
24.24.4 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.5
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SUPPLEMENT 24
24.24.1 GENERAL
This supplement contains recommended precautions and procedures and the performance adjustment for the
use of the ground deicing/anti---icing fluids when operating in icing conditions.
Deicing and anti---icing procedures in principle have not changed with the introduction of Type II, Type III and
Type IV fluids. The final objective is still the same, an aircraft ready for flight must NOT have ice, snow, and/or
frost adhering to its critical flying surfaces.
The operating limitations in Section 2 of the Approved Flight Manual (AFM) are applicable.
The Emergency, Normal and Abnormal Operating Procedures in Sections 3 and 4 of the Approved Flight
Manual (AFM) are applicable with the addition of the following:
2. Preflight the airplane to see that the airplane is free of snow, ice and frost. Ensure that all control surfaces
are clean; that all protective covers are removed; that engine inlets are clear of snow or ice; that pitot
heads, static ports, fuel tank vents, air conditioning inlets/exits and landing gear doors are clear of snow,
ice and slush.
NOTE
For additional ground handling information on procedures for ensuring the
cleanliness of the engine intake, Bombardier has developed a “Winter
Operation Engine Intake Ground Inspection Practices” document. The
document is available through the Technical Help Desk in Toronto.
3. Frost less than 3 millimeters in depth is permitted on the underside of the wing fuel tank area. This poses
no concern as post engine start, the frost accumulation will dissipate due to heat transfer from the fuel
tank. A thin layer of hoar frost on the upper surface of the fuselage is not considered to be critical and can
remain on the fuselage for take---off provided all vents and ports are clear of the frost and it is possible to
distinguish surface features (markings and lines).
4. If any doubt remains as to the aerodynamic CLEANLINESS of your aircraft, request deicing/anti---icing or
proceed to a deicing/anti---icing facility. NEVER assume that snow will blow off, there could be a layer of
ice under it. DO NOT under---estimate the effect of even a thin layer of ice on wing surfaces. Data from
the available literature suggests that ice roughness as small as 0.010 --- 0.015 inches may negate takeoff
stall margins altogether on commuter type aircraft.
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5. Following the application of deicing or anti---icing fluids, it is strongly recommended that the pilot
conduct a slow control throw of the elevator and aileron/spoiler control circuits. Move the control column
and control wheel in both directions to the control stops. Should a restriction of the controls or an
unusual control force be noted, a take---off must not be conducted until the affected control is inspected
for ice contamination and if required, another application of deicing or anti---icing fluid is applied.
1. During icing conditions, open by---pass doors and select Ignition to MANUAL immediately after engine
start (for aircraft not incorporating Auto Relight System MS 8Q100813).
2. During taxi avoid using excessive power to minimize displacement of ground deicing/anti---icing fluids
applied.
3. During taxi avoid using reverse thrust on snow or slush covered runways, taxiways or ramps unless
absolutely necessary. Reversing on snow/slush covered ground can cause slush and water to become
airborne and be drawn into the engine intakes and onto the wing surfaces. Using reverse to aid in gate
push back in freezing conditions is not recommended.
4. Maintain greater than normal distances between airplanes while taxiing to aid in stopping, turning and
reduce the possibility of snow/slush being blown onto your airplane or engine inlets and re---freeze.
5. Avoid hot exhaust gases from the aircraft in front of you. Hot exhaust gases can melt snow on your
aircraft, which may re---freeze.
1. Verify from the cockpit as best you can that the airplane is free of ice, snow and/or frost before moving
into position for takeoff. If there is any doubt as to the CLEANLINESS of the airplane, an external
inspection and/or re---spray must be conducted.
2. Before brake release, check for stable engine operation. After setting take---off power check to see that
cockpit indications are normal.
3. If propeller anti---ice is selected, stall warning bias will be invoked (for aircraft with MS8Q101170 or
MS8Y101067 not incorporated). Note airspeed and performance adjustments given in the AFM.
5. Do not use propeller anti---ice in a deicing mode (i.e. don’t wait until ice has accumulated before
selecting propeller anti---ice).
6. Choose a propeller anti---ice timing cycle appropriate to OAT. If required, propeller deicing may be
enhanced by periodically selecting propeller condition levers to maximum.
7. Disengage autopilot ALT, VS or IAS mode if there is significant performance loss in icing conditions.
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24.24.3.3 TAKE---OFF PRECAUTIONS continued.
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10. Cycle de---icer boots before commencing hold, approach or landing, following flight in icing conditions
(even if ice appears to be insignificant).
11. Do not assume that, because there is no longer significant ice on parts of the aircraft you can see, the
same is true of parts you cannot see.
12. Use deicing boots in automatic (fast/slow) mode. The manual mode is intended primarily as backup.
13. Remember that an accumulation of ice on the wing may change stall characteristics, stall speeds, or stall
margins. The propeller de---ice switch must be selected to ensure adequate stall warning margins.
15. Anticipate the need for engine/nacelle propeller anti---ice and wing/tail deicing at all times, especially
during low speed hold or approach in instrument meteorological conditions (IMC) or through
precipitation.
16. Unless required for ice removal, avoid using wing, tail and engine intake lip de---icer boots at
temperatures below ---40˚ C.
1. If landing flap selection is accompanied by stick force lightening, or stick force irregularities, immediately
retract flap to a lesser setting. Cycle wing/tail de---icer boots several times and if possible, land using a
smaller landing flap setting. (This condition, which is the Precursor to tail stall, will not occur on most
Regional Aircraft if AFM icing procedures are followed).
3. Immediately after main wheel touchdown, lower the nose wheel to the runway to enhance directional
control.
4. Let the anti---skid system do its work. Do not pump brake pedals. The anti---skid system will monitor the
onset of tire skidding and modulate brake pressures to achieve maximum braking.
6. If reverse thrust is used in a crosswind, be prepared for a possible down---wind drift on slippery runways.
To correct back to runway centerline, advance power levers to flight idle and reduce braking. After
regaining directional control, increase braking and select discing. Do not select reverse thrust unless
required.
7. Do not attempt to turn off the runway until speed has been reduced to a manageable level.
One final word of advice on icing in general --- “if you don’t HAVE to be in it, you SHOULDN’T be in it. Play it
SAFE --- play it CLEAN!”
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24.24.4 PERFORMANCE
The Performance data in Section 5 of the Approved Flight Manual (AFM) are applicable with the addition of the
following:
24.24.4.1
The following fluids:
SAE Type I
SAE Type II
SAE Type IV
may be used full strength (or diluted per the fluid manufacturer’s instructions) over the fluid manufacturer’s
recommended temperature range, under the following conditions:
1. All approved take---off flap settings.
2. Rotation should be smooth and at a normal rate. “Avoid Rapid Rotation”.
3. Expect increased pull forces for rotation.
4. Take---off distances and take---off speeds are determined from data in Section 5 of the AFM. Once
distances and speeds are determined, the following corrections must be applied:
a) Increase the take---off speeds (V1, VR, and V2) by adding the ΔV for the appropriate flap setting from
the following tables. The increased V2 is to be maintained to a gross height of 400 feet AGL. Post 400
feet AGL the determined AFM value of V2 must be used.
b) Increase the take---off run, take---off distance and accelerate---stop distance by the take---off
distances correction factor for the appropriate flap setting from the following tables.
c) Increase the accelerate---stop brake energy by the accelerate---stop brake energy factor for the
appropriate flap setting from the following tables.
15 1.48 1.20
10 1.30 1.12
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24.24.4.2
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NOTE
When the ice protection system is selected “ON”, the greater of the above
anti---icing fluid take---off speeds, take---off distances and accelerate---stop
brake energy corrections or the ice protection corrections found in Table
5---13---1, or Table 5---13---4, Section 5 of the AFM must be used.
S Anti---icing fluids, neat or diluted per the fluid manufacturer’s instructions, which have been proven to
meet the aerodynamic acceptance test of the SAE Type III specification,
may be used over the fluid manufacturer’s recommended temperature range, under the following conditions:
1. All approved take---off flap settings.
2. Rotation should be smooth and at a normal rate. “Avoid Rapid Rotation”.
3. Expect increased pull forces for rotation.
24.24.4.3
SAE Type I fluids containing ethylene glycol, di-- ethylene glycol or propylene glycol when mixed 50:50 or
more diluted with water may be used over the fluid manufacturer’s recommended temperature ranges for these
mixtures, under the following conditions:
1. All approved take---off flap settings.
2. Rotation should be smooth and at a normal rate. “Avoid Rapid Rotation”.
3. Expect increased pull forces for rotation.
In all cases the cruise, descent, approach and landing phases of flight are not affected by the use of the
deicing/anti---icing fluids.
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Page 8
MAR 17/95 24.24 SERIES 300
de Havilland Inc. Temporary Revision
PSM NO. 1---83---1 AIRCRAFT DASH 8 SERIES 300
2. The intent of this Temporary Revision is to provde hoar frost precaution and procedures for Taxi,
Take---off and landing on slush covered surfaces.
RECORDING INSTRUCTIONS:
1. Record the insertion of Temporary Revision No. 64 in the Log of Temporary Revisions in Chapter 3
of this Manual.
2. This Temporary Revision will be incorporated in a future revision to the Operating Data Manual.
ACTION:
1. Remove and destroy Temporary Revision No. 63, dated Dec 05/06.
2. Substitute the following for the existing Supplement 24 Insert Temporary Revision No. 64 facing
Supplement 24. page1.
SUPPLEMENT 24
ICING PRECAUTIONS AND PROCEDURES AND PERFORMANCE ADJUSTMENT FOR
GROUND DEICING/ANTI---ICING FLUID
TABLE OF CONTENTS
PARAGRAPH PAGE
24.24.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.3
24.24.2 OPERATING LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.3
24.24.3 OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.3
24.24.4 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.6
LIST OF EFFECTIVE PAGES
PAGE DATE
Page 1 of 10
FEB 29/08 24.24
Temporary Revision No. 64 continued
24.24
Page 2 of 10
FEB 29/08
PSM 1---82---1 Temporary Revision No. 64 continued
SUPPLEMENT 24
ICING PRECAUTIONS AND PROCEDURES AND PERFORMANCE ADJUSTMENT FOR
GROUND DEICING/ANTI---ICING FLUID
24.24.1 GENERAL
This supplement contains recommended precautions and procedures and the performance adjustment for the
use of the ground deicing/anti---icing fluids when operating in icing conditions.
Deicing and anti---icing procedures in principle have not changed with the introduction of Type II, Type III and
Type IV fluids. The final objective is still the same, an aircraft ready for flight must NOT have ice, snow, and/or
frost adhering to its critical flying surfaces.
The operating limitations in Section 2 of the Approved Flight Manual (AFM) are applicable.
The Emergency, Normal and Abnormal Operating Procedures in Sections 3 and 4 of the Approved Flight
Manual (AFM) are applicable with the addition of the following:
2. Preflight the airplane to see that the airplane is free of snow, ice and frost. Ensure that all control surfaces
are clean; that all protective covers are removed; that engine inlets are clear of snow or ice; that pitot
heads, static ports, fuel tank vents, air conditioning inlets/exits and nose landing gear bay and landing
gear doors are clear of snow, ice, slush and frozen contaminant.
NOTE
For additional ground handling information on procedures for ensuring the
cleanliness of the engine intake, Bombardier has developed a “Winter
Operation Engine Intake Ground Inspection Practices” document. The
document is available through the Technical Help Desk in Toronto.
3. Frost less than 3 millimeters in depth is permitted on the underside of the wing fuel tank area. This poses
no concern as post engine start, the frost accumulation will dissipate due to heat transfer from the fuel
tank. A thin layer of hoar frost on the upper surface of the fuselage is not considered to be critical and can
remain on the fuselage for take---off provided all vents and ports are clear of the frost and it is possible to
distinguish surface features (markings and lines).
4. If any doubt remains as to the aerodynamic CLEANLINESS of your aircraft, request deicing/anti---icing or
proceed to a deicing/anti---icing facility. NEVER assume that snow will blow off, there could be a layer of
ice under it. DO NOT under---estimate the effect of even a thin layer of ice on wing surfaces. Data from
the available literature suggests that ice roughness as small as 0.010 --- 0.015 inches may negate takeoff
stall margins altogether on commuter type aircraft.
Page 3 of 10
FEB 29/08 24.24
Temporary Revision No. 64 continued
5. Following the application of deicing or anti---icing fluids, it is strongly recommended that the pilot
conduct a slow control throw of the elevator and aileron/spoiler control circuits. Move the control column
and control wheel in both directions to the control stops. Should a restriction of the controls or an
unusual control force be noted, a take---off must not be conducted until the affected control is inspected
for ice contamination and if required, another application of deicing or anti---icing fluid is applied.
1. During icing conditions, open by---pass doors and select Ignition to MANUAL immediately after engine
start (for aircraft not incorporating Auto Relight System MS 8Q100813).
2. During taxi on slush covered surfaces, where possible, minimize taxi speeds to below 10 knots. Faster
taxi speeds increase the chance of slush/ contaminant entering the nose wheel bay.
4. During taxi avoid using excessive power to minimize displacement of ground deicing/anti---icing fluids
applied.
5. During taxi avoid using reverse thrust on snow or slush covered runways, taxiways or ramps unless
absolutely necessary. Reversing on snow/slush covered ground can cause slush and water to become
airborne and be drawn into the engine intakes and onto the wing surfaces. Using reverse to aid in gate
push back in freezing conditions is not recommended.
6. Maintain greater than normal distances between airplanes while taxiing to aid in stopping, turning and
reduce the possibility of snow/slush being blown onto your airplane or engine inlets and re---freeze.
7. Avoid hot exhaust gases from the aircraft in front of you. Hot exhaust gases can melt snow on your
aircraft, which may re---freeze.
1. Verify from the cockpit as best you can that the airplane is free of ice, snow and/or frost before moving
into position for takeoff. If there is any doubt as to the CLEANLINESS of the airplane, an external
inspection and/or re---spray must be conducted.
2. Before brake release, check for stable engine operation. After setting take---off power check to see that
cockpit indications are normal.
3. For take---off on slush covered surfaces, accelerate though 40 knots IAS as rapidly as possible.
Note
Following a take---off or taxi from slush covered surfaces, consider cycling the
landing gear full up and full down a minimum of two times to assist in removing
contaminant from the nose gear and the nose gear door operating
mechanism.
An announcement should be made to the passengers prior to take---off
advising that the landing gear will be cycled post take---off.
4. If propeller anti---ice is selected, stall warning bias will be invoked (for aircraft with MS8Q101170 or
MS8Y101067 not incorporated). Note airspeed and performance adjustments given in the AFM.
24.24
Page 4 of 10
FEB 29/08
PSM 1---82---1 Temporary Revision No. 64 continued
6. Do not use propeller anti---ice in a deicing mode (i.e. don’t wait until ice has accumulated before
selecting propeller anti---ice).
7. Choose a propeller anti---ice timing cycle appropriate to OAT. If required, propeller deicing may be
enhanced by periodically selecting propeller condition levers to maximum.
8. Disengage autopilot ALT, VS or IAS mode if there is significant performance loss in icing conditions.
11. Cycle de---icer boots before commencing hold, approach or landing, following flight in icing conditions
(even if ice appears to be insignificant).
12. Do not assume that, because there is no longer significant ice on parts of the aircraft you can see, the
same is true of parts you cannot see.
13. Use deicing boots in automatic (fast/slow) mode. The manual mode is intended primarily as backup.
14. Remember that an accumulation of ice on the wing may change stall characteristics, stall speeds, or stall
margins. The propeller de---ice switch must be selected to ensure adequate stall warning margins.
16. Anticipate the need for engine/nacelle propeller anti---ice and wing/tail deicing at all times, especially
during low speed hold or approach in instrument meteorological conditions (IMC) or through
precipitation.
17. Unless required for ice removal, avoid using wing, tail and engine intake lip de---icer boots at
temperatures below ---40˚ C.
3. Immediately after main wheel touchdown, lower the nose wheel to the runway to enhance directional
control.
4. On landing on slush covered surfaces, decelerate through 40 knots IAS to taxi speed (10 knots), as
rapidly as possible.
5. Let the anti---skid system do its work. Do not pump brake pedals. The anti---skid system will monitor the
onset of tire skidding and modulate brake pressures to achieve maximum braking.
Page 5 of 10
FEB 29/08 24.24
Temporary Revision No. 64 continued
7. If reverse thrust is used in a crosswind, be prepared for a possible down---wind drift on slippery runways.
To correct back to runway centerline, advance power levers to flight idle and reduce braking. After
regaining directional control, increase braking and select discing. Do not select reverse thrust unless
required.
8. Do not attempt to turn off the runway until speed has been reduced to a manageable level.
One final word of advice on icing in general --- “if you don’t HAVE to be in it, you SHOULDN’T be in it. Play it
SAFE --- play it CLEAN!”
24.24.4 PERFORMANCE
The Performance data in Section 5 of the Approved Flight Manual (AFM) are applicable with the addition of the
following:
24.24.4.1
The following fluids which meet the SAE Aerodynamic Acceptance Test for High Speed Ramp:
SAE Type I
SAE Type II
SAE Type IV
may be used full strength (or diluted per the fluid manufacturer’s instructions) over the fluid manufacturer’s
recommended temperature range, under the following conditions:
4. Take---off distances and take---off speeds are determined from data in Section 5 of the AFM. Once
distances and speeds are determined, the following corrections must be applied:
a) Increase the take---off speeds (V1, VR, and V2) by adding the ΔV for the appropriate flap setting from
the following tables. The increased V2 is to be maintained to a gross height of 400 feet AGL. Post 400
feet AGL the determined AFM value of V2 must be used.
b) Increase the take---off run, take---off distance and accelerate---stop distance by the take---off
distances correction factor for the appropriate flap setting from the following tables.
c) Increase the accelerate---stop brake energy by the accelerate---stop brake energy factor for the
appropriate flap setting from the following tables.
24.24
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15 1.48 1.20
10 1.30 1.12
NOTE
When the ice protection system is selected “ON”, the greater of the above
anti---icing fluid take---off speeds, take---off distances and accelerate---stop
brake energy corrections or the ice protection corrections found in
Table 5---13---1, or Table 5---13---4, Section 5 of the AFM must be used.
24.24.4.2
The following fluids which meet the SAE Aerodynamic Test for Low Speed Ramp:
may be used full strength (or diluted per the manufacturer’s instructions) over the fluid manufacturer’s
recommended temperature range, under the following conditions:
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4. Take---off distances and take---off speeds are determined from data in Section 5 of the AFM. Once
distances and speeds are determined, the following corrections must be applied:
a) Increase the take---off speeds (V1, VR and V2) by adding the ΔV from the following tables. The
increased V2 is to be maintained to a gross height of 400 feet AGL. Post 400 feet AGL, the determined
AFM value of V2 must be used.
b) Increase the take---off run, take---off distance and accelerate---stop distance by the take---off
distances correction factor from the following tables.
c) Increase the accelerate---stop brake energy by the accelerate---stop brake energy factor from the
following tables.
5. If the ambient temperature is less than that recommended by the fluid manufacturer for the fluid and the
fluid has been shown to pass the SAE Aerodynamic Acceptance Test using the “High Speed Ramp”,
apply the performance corrections of Section 24.24.4.1.
15 1.48 1.20
7 1.22 1.09
0 1.00 1.00
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10 1.30 1.12
5 1.16 1.07
0 1.00 1.00
NOTE
When the ice protection system is selected “ON”, the greater of the above
anti---icing fluid take---off speeds, take---off distances and accelerate---stop
brake energy corrections or the ice protection corrections found in
Table 5---13---1, or Table 5---13---4, Section 5 of the AFM must be used.
24.24.4.3
SAE Type I fluids containing ethylene glycol at full strength or diluted, and di-- ethylene glycol or propylene
glycol when diluted 50:50 or more with water may be used over the fluid manufacturer’s recommended
temperature ranges for these mixtures, under the following conditions:
In all cases the cruise, descent, approach and landing phases of flight are not affected by the use of the
deicing/anti---icing fluids.
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