CESSNA 208B

GRAND CARAVAN
INDEX
1 AIRFRAME PAGE 2
2 FLIGHT CONTROLS PAGE 3
3 COCKPIT ARRANGEMENT PAGE 6
4 CABIN DOORS PAGE 8
5 WARNING SYSTEMS PAGE 9
6 LANDING GEAR AND BRAKE SYSTEM PAGE 13
7 TURBINE ENGINE THEORY PAGE 14
8 POWER PLANT PAGE 19
9 PROPELLER PAGE 36
1 FUEL SYSTEM PAGE 4
11 ELECTRICAL SYSTEM PAGE 45
12 LIGHTING PAGE 52
13 AIR CONDITIONING PAGE 54
14 O!YGEN PAGE 58
15 INSTRUMENTS PAGE 58
16 ICE AND RAIN PROTECTION PAGE 59
17 AUTOFLIGHT SYSTEM AND A"IONICS PAGE 61
18 LIMITATIONS PAGE 71
1
1 AIRFRAME
GENERAL
The Cessna C208B Grand Caravan is an all-metal, high wing, single-engine aeroplane equipped
with a tricycle landing gear ! composite cargo pod is optional equipment
FUSELAGE
The "uselage length is #$ "eet $ inches %C208& and '1 "eet $ inches %C208B& The construction o" the
"uselage is a conventional "ormed sheet metal (ul)head, stringer and s)in re"erred to as
semimonocoque *tringers are long metal strips which run the length o" the "uselage and are "astened
to the rings and (ul)heads The principle o" the monocoque design is that the s)in is designed to
carry the loads and stresses The circular shape is (eing maintained (y the use o" "rames and
stringers +n addition, the stringers are designed to sti""en the s)in ,ongerons ta)e up the end
loadings due to (ending
-a.or components o" the structure are/
The "ront and rear carry-through spar and (ul)head The "ront carry-through spar and (ul)head
is an integral "ail-sa"e structure with "orgings at the top "or attaching the "ront wing spar and
"orgings at the (ottom "or the attaching the wing strut
The rear carry-through spar and landing gear (ul)head The rear carry-through spar and landing
gear (ul)head is an integral "ail-sa"e structure with "orgings at the top "or attaching the rear wing
spar and "orgings at the (ottom "or attaching the main landing gear trunnions
The "orward door post The "orward door post provides the load path "or trans"erring the loads
"rom the engine mount directly to the primary structure
0ail-sa"e construction assures that the structure is designed and (uilt in such a way that should any
structural component "ail, the remaining structure is capa(le o" carrying certi"ied limit "light loads
WINGS
The wing span is 12 "eet 1 inch The e2ternally (raced wings are constructed o" a "ront and rear
spars, "ormed sheet metal ri(s, dou(lers and stringers 3i(s maintain the aerodynamic shape o" the
wing and trans"er loads to the s)in and spars The entire structure is covered with aluminium s)in
The primary wing spars, wing carry-through spars in the "uselage, wing struts and attaching structure
are o" "ail-sa"e construction "or limit "light loads The "ront spar is equipped with wing-to-"uselage
and wing-to-strut attach "ittings The rear spar is equipped with wing-to-"uselage attach "ittings
Both wings contain an integral "uel tan) These tan)s are "ormed (y the "ront and rear spars, upper
and lower s)ins and in(oard and out(oard closeout ri(s The in(oard tan) ends are located 18 inches
"rom the wing root to "orm a 4dry (ay5 "or )eeping "uel away "rom the ca(in in an accident The
2
wing is designed to accept impact out(oard o" the "uel tan) while minimising damage to the "uel tan)
area
EMPENNAGE
The height is 1' "eet 10 inches The empennage consists o" a conventional vertical sta(iliser, rudder,
hori6ontal sta(iliser and elevator The vertical sta(iliser consists o" a "orward and a"t spar, sheet metal
ri(s and rein"orcements, "our s)in panels, "ormed leading edge s)ins and a dorsal "in The hori6ontal
sta(iliser is constructed o" a "orward and a"t spar, ri(s and sti""eners "our upper and "our lower s)in
panels and two le"t and right wrap around s)in panels which also "orm the leading edges
! pro(lem o" marginal nose-down elevator power was o(served in transitional out-o"-trim "light
evaluations This was alleviated (y a single row o" vorte2 generators "itted on top o" the hori6ontal
sta(iliser .ust "orward o" the elevators They enhance nose down elevator and trim authority The
generators are intended to prevent "low separation over the elevators at slow speeds
CARGO POD
The pod attaches to the (ottom o" the "uselage with screws and can (e removed The pod is
"a(ricated with a 7ome2 inner housing, a layer o" 8evlar and a "i(reglass outer layer
The pod has a load-carrying capacity o" 1090 pounds +t has ' separate compartments divided (y
aluminium (ul)heads :ach compartment has a ma2imum "loor loading o" #0 l(s;sq"t The
ma2imum weight "or each compartment is as "ollows/
0orward compartment 2#0 l(s
Centre compartment "wd #10 l(s
Centre compartment a"t 2$0 l(s
!"t compartment 280 l(s
:ach compartment has an individual loading door :ach door is secured in the closed position (y 2
handles which latch the doors when rotated 90< to the hori6ontal position
2 FLIGHT CONTROLS
The "light controls consist o" a conventional aileron, elevator and rudder control sur"aces and a pair
o" spoilers mounted a(ove the out(oard ends o" the "laps The "light control sur"aces are manually
operated through mechanical lin)ages !ll control ca(les are o" stainless steel construction
AILERONS
3ound-nose ailerons are o" conventional "ormed sheet metal ri(s and smooth aluminium s)in
construction !ileron trimming is achieved (y a trimma(le servo ta( attached to the right aileron and
connected mechanically to a )no( located on the control pedestal The servo ta( on the le"t aileron
#
provides reduced manoeuvring control wheel "orces 0ences in(oard on the ailerons on the model
C208 and C208! only, enhance lateral sta(ility
SPOILERS
=ue to the long wing and greater "uel load "urther out in the wings, spoilers are "itted to improve
lateral control at low speeds (y disrupting li"t over the appropriate "lap The e""ect is more enhanced
in a "lap down con"iguration This "eature, in turn, permits shorter length ailerons to accommodate
the e2tremely long-span wing "laps needed "or meeting the 0!!>s ma2imum stall speed limit o" ?1
)nots
The spoilers are interconnected to the aileron system through a push-rod mounted on an arm on the
aileron -ovement "or the "irst 1< o" aileron travel is negligi(le @nce the aileron has (een de"lected
upward past the 1< point, spoiler travel is proportional to aileron travel The spoiler is "ully retracted
when the aileron is de"lected downward -a2imum de"lection angle is '0<
ELE"ATORS
Construction o" the elevator consists o" a "orward and a"t spar, sheet metal ri(s, upper and lower
s)in panels and wrap-around s)in panels "or the leading and trailing edges Both elevator tip leading
edge e2tensions provide aerodynamic (alance and incorporate (alance weights
:levator trimming is accomplished through two elevator trim ta(s attached to the trailing edge o"
each elevator (y "ull length piano-type hinges To minimise the e""ects o" the strong slipstream, each
trim ta( is located as "ar out(oard on the elevator as practical =ual pushrods "rom each actuator
transmit actuator movement to dual horns on each elevator trim ta( to provide ta( movement The
elevator trim ta(s are connected to a vertically mounted trim wheel on the control pedestal
Trimming is manually or electrically The le"t hal" o" the switch provides power to engage the trim
servo clutch The right hal" controls the direction o" motion o" the trim servomotor @peration o" the
electric trim will disconnect the autopilot
RUDDER
The rudder is constructed o" a "orward and a"t spar, "ormed sheet metal ri(s and rein"orcements and
a wrap-around s)in panel The top o" the rudder incorporates a leading edge e2tension which
contains a (alance weight
Trimming is accomplished through the nose wheel steering (ungee mechanically connected to the
rudder control system and a hori6ontal trim control wheel mounted on the control pedestal The
trimming system acts against the steering (ungee to displace the pedals and move the rudder
CONTROL LOCKS
! control loc) secures the ailerons in the neutral position and the elevators in slightly trailing-edge-
down position :nsure that the "lag is over the sidewall switch panel
'
! rudder loc) loc)s the rudder in the neutral position :arlier serial models are equipped with a
rudder loc) which is operated (y a spring-loaded, pull-type T-handle located on the (ottom o" the
instrument panel to the right o" the control pedestal !n interloc) (etween the rudder loc) and the
"uel condition lever prevents loc)ing the rudder when the "uel condition lever is in any position other
than CAT@00 The handle is released "rom the loc)ed position (y rotating it 90< and allowing it to
retract "orward to the unloc)ed position
,ater serial models incorporate an e2ternal rudder gust loc) located on the le"t side o" the tail cone
! "ail-sa"e connection automatically disengages the loc) when the elevator is de"lected upward a(out
one-"ourth o" its travel "rom neutral Because o" the "ail-sa"e system, the elevator loc) should always
(e engaged prior to engaging the rudder loc) when securing the aircra"t a"ter shutdown The rudder
loc) should (e disengaged (e"ore towing, starting the engine or moving the aircra"t on the ground in
any manner
WING FLAP SYSTEM
The wing "laps are large span, single-slotted, semi-"owler type "laps The "laps span $0B o" the wing,
increasing the area (y 11B The out(oard portions have ru((er leading edge vorte2 generators and a
trailing edge lip
The "laps are driven (y an electric motor The wing "laps are e2tended or retracted (y positioning the
C+7G 0,!D *:,:CT@3 ,:E:3 on the control pedestal to the desired position ! slotted panel
provides mechanical stops at 10< and 20< positions ! white tipped pointer provides "lap position
indication The system is protected (y the 0,!D -@T@3 circuit (rea)er on the circuit (rea)er
panel
STANDBY FLAP SYSTEM
! stand(y system can (e used to operate the "laps i" the primary system has a mal"unction +t consists
o" the "ollowing/ a stand(y "lap motor, a guarded stand(y "lap motor switch and stand(y "lap motor
up;down switch The guarded 7@3- position permits operation o" the "laps using the selector on
the control pedestal The *TBF position disa(les the dynamic (rea)ing o" the primary "lap motor
when the stand(y "lap motor system is operated The AD;=@C7 switch has a AD, centre-o"" and
=@C7 position
To operate the "laps with the stand(y system/
*elect the "lap lever to the desired position
,i"t the guard and place the stand(y "lap motor switch in the *TBF position
!ctuate the stand(y "lap motor AD;=@C7 switch momentarily to AD or =@C7 as desired
@(serve the "lap position indicator to o(tain the desired position !s the stand(y "lap system has no
limit switches, actuation o" the AD;=@C7 switch should (e terminated (e"ore the "laps reach "ull up
or down travel, otherwise damage to the stand(y "lap motor mounts may result
Ase o" the stand(y "lap system should (e avoided with the autopilot engaged since it will cause the
trim to run in opposite direction to the autopilot inputs
1
3 COCKPIT ARRANGEMENT
INSTRUMENT PANEL
The "light instruments layout is designed around the (asic 4T5 con"iguration +mmediately to the
le"t o" the "light instruments are the cloc), propeller anti-ice ammeter, suction gage, volt;ammeter,
volt;ammeter selector switch, propeller overspeed governor test switch, le"t air vent pull )no(, le"t
air vent outlet and microphone and headset .ac)s
The lower le"t side o" the instrument panel contains a switch panel "or the switches necessary to
operate the aircra"t systems These include toggle switches "or the e2terior and interior lights, de-
ice and anti-ice systems
Below the "light instrument panel are the par)ing (ra)e, lighting switch panel and inertial separator
control
!(ove the "light instrument panel are the annunciator panel, annunciator panel day;night switch,
annunciator test switch and "ire detector test switch
!vionics equipment is placed vertically in dual stac)s appro2imately in the center and .ust to the
right o" the instrument panel
,ocated a(ove the avionics stac)s in the top center o" the instrument panel are the engine
instruments consisting o" the torque indicator, propeller 3D- indicator, +TT indicator, 7gB 3D-
indicator, oil pressure;oil temperature gage, "uel "low indicator and le"t and right "uel quantity
indicators
=irectly to the right o" the right "light instrument panel are the hour meter, right "resh air vent pull
)no(, right "resh air vent outlet and microphone and headset .ac)s and map compartment
,ocated (elow the avionics stac)s are the ca(in heat switch and control panel Drovisions "or air
conditioning controls are also provided
CONTROL PEDESTAL
! control pedestal e2tending "rom the center o" the instrument panel to the "loor contains the
emergency power lever, power lever, propeller control lever, "uel conditioning lever and wing "lap
selector and position indicator ! quadrant "riction loc) is located on the right side o" the pedestal
The elevator trim control and position indicator is located on the le"t side o" the pedestal The
aileron and rudder trim controls and position indicators, the "uel shuto"" valve control and ca(in
heat "irewall shuto"" valve control and a microphone are located on the lower end o" the pedestal
LEFT SIDEWALL SWITCH AND CIRCUIT BREAKER PANEL
?
Control switches "or the engine, electrical system including circuit (rea)ers and avionics system
are located on a separate panel mounted on the le"t ca(in sidewall ad.acent to the pilot
O"ERHEAD PANEL
The le"t and right "uel tan) selectors, stand(y "lap motor switches, le"t and right vent air control
)no(s, le"t and right vent air outlets are located on the overhead panel Drovisions "or an o2ygen
shuto"" valve pressure gage are also provided
PILOT SEATS
The si2-way ad.usta(le pilot>s seats may (e moved "orward or a"t, ad.usted "or height and the seat
angle changed Dosition the seat (y pulling on the small T-handle under the center o" the seat
(ottom and slide the seat into positionG then release the handle and chec) that the seat is loc)ed
into place
3aise or lower the seat (y rotating a large cran) under the "ront right corner o" the seat *eat (ac)
angle is ad.usted (y rotating a small cran) under the "ront le"t corner o" the seat The seat (ottom
angle will change as the seat (ac) angle changes
,ater serial aircra"t seats are equipped with armrests which can (e moved to the side and raised to
a position (eside the seat (ac) "or stowage
Both pilots seats are equipped with a "ive-point restraint system which com(ines the "unction o"
conventional type seat (elts, a crotch strap and an inertia reel equipped dou(le-strap shoulder
harness in a single assem(ly
4 CABIN DOORS
CABIN ENTRY DOORS
:ntry to and e2it "rom the aircra"t is accomplished through an entry door on each side o" the ca(in
and on the Dassenger version only, through a two-piece, airstair type on the right side ! cargo door
on the le"t side can also (e used "or ca(in entry
CREW ENTRY DOORS
The le"t crew entry door incorporates a conventional interior and e2terior door handle, a loc)
override )no( a )ey-operated door loc) and an opena(le window The right crew entry door
incorporates a conventional interior and e2terior door handle and manually operated inside door
loc)
$
To open either door "rom the outside, rotate the handle down and "orward to the @D:7 position To
close the door "rom the inside, place the handle in the C,@*: position and pull the door shutG then
rotate the handle "orward to the ,!TCH:= position Chen the handle is rotated to the ,!TCH:=
position, an over-center action will hold it in position
The loc) override )no( on the inside o" the le"t door provides a means o" overriding the outside door
loc) "rom inside the aeroplane To operate the override, pull the )no( and rotate it in the placarded
direction to unloc) or loc) the door
PASSENGER ENTRY DOOR
The passenger door consists o" an upper and lower section Chen opened, the upper section swings
upward and the lower section drops down providing integral steps The upper door section
incorporates a conventional e2terior door handle with a separate )ey operated loc), a push (utton
e2terior door handle release and an interior door handle which snaps into a loc)ing receptacle +" the
upper door is not properly latched, a red light la(elled =@@3 C!37+7G will illuminate on the
annunciator panel
The lower door "eatures a "lush handle which is accessi(le "rom either inside or outside This
handle is designed so that when the upper door is closed, the handle cannot (e rotated to the open
position The lower door also contains integral door support ca(les and a door lowering device
To enter the aircra"t through the passenger entry door, depress the e2terior push(utton door
release, rotate the e2terior door handle on the upper door section cloc)wise to the open position
and raise the door to the over-center position 3elease the lower section (y pulling up on the inside
door handle and rotating the handle to the open position ,ower the door section until it is
supported (y the integral support ca(les
=o not use the outside )ey loc) to loc) the door prior to "light since the door could not (e opened
"rom the inside i" it were needed in an emergency evacuation
CARGO DOORS
! two-piece cargo door is located on the le"t side o" the "uselage The door is divided in an upper
and a lower section Chen opened, the upper section swings upwards and the lower section swings
"orward The upper section o" the door incorporates a conventional e2terior door handle with a
separate )ey operated loc) and on the Dassenger version only, a push(utton e2terior emergency door
handle release and an interior door handle which snaps into a loc)ing receptacle +" the upper door is
not properly latched, a red light la(elled =@@3 C!37+7G, will illuminate on the annunciator
panel
The lower door "eatures a "lush handle which is accessi(le "rom either inside or outside This
handle is designed so that when the upper door is closed, the handle cannot (e rotated to the open
position
+n an emergency do not attempt to e2it the Cargo version through the cargo doors without outside
assistance *ince the inside o" the upper door has no handle, e2it "rom the aeroplane through these
doors without outside assistance is not possi(le
8
=o not use the outside )ey loc) to loc) the door prior to "light since the door could not (e opened
"rom the inside i" it were needed in an emergency evacuation
5 WARNING SYSTEMS
ANNUNCIATOR PANEL
! green coloured lamp indicates a normal or sa"e condition in the system !n am(er lamp indicates a
cautionary condition e2ists which may or may not require immediate corrective action ! red lamp
indicates a ha6ardous condition requiring immediate corrective action
Two annunciator panel "unction switches, la(elled ,!-D T:*T and =!F;7+GHT are located to the
le"t o" the panel By pressing ,!-D T:*T all annunciators are illuminated and (oth "uel-selector-o""
warning horns are activated Cith the =!F;7+GHT *C+TCH in the =!F position, any annunciator
that is illuminated will (e at "ull intensity +n the 7+GHT position it provides intensity down to a
preset minimum dim level "or the green lamps and the "ollowing am(er lamps/
,e"t and right "uel low
*tand(y electrical power inoperative
*tand(y electrical power on
The intensity can (e controlled (y the :7G +7*T lighting rheostat ! lamp may (e e2tinguished (y
pushing on the "ace o" the light assem(ly and allowing it to pop out To reactivate the annunciator,
pull the light assem(ly out slightly and push it (ac) in
9
10
11
FUEL SELECTORS OFF WARNING SYSTEM
The system consists o" redundant warning horns, a red annunciator light la(elled 0A:, *:,:CT
@00, actuation switches and electrical hardware The dual aural warning system is powered through
the *T!3T C@7T circuit (rea)er ! non-pulla(le 0A:, *:, C!37 circuit (rea)er is installed in
series to protect the integrity o" the starter system The annunciator is powered "rom the !77A7
D!7:, circuit (rea)er The warning system "unctions as "ollows/
A# BOTH SELECTORS OFF
The red 0A:, *:,:CT @00 annunciator illuminates @ne "uel select o"" warning horn is
activated
B# DURING ENGINE START WITH EITHER SELECTOR OFF
The red 0A:, *:,:CT @00 annunciator illuminates Both "uel select o"" warning horns
are activated
C# ONE SELECTOR OFF AND FUEL REMAINING IN THE TANK BEING USED IS
LESS THAN 25 GALLONS
The red 0A:, *:,:CT @00 annunciator illuminates @ne "uel select o"" warning horn is
activated
+" the 0A:, *:, C!37 circuit (rea)er has popped or the *T!3T C@7T circuit (rea)er has (een
pulled, the red 0A:, *:,:CT @00 annunciator will illuminate even with (oth tan)s @7
STALL WARNING SYSTEM
! vane-type stall warning unit is "itted in the leading edge o" the le"t wing The unit is electrically
connected to the stall warning horn located overhead o" the pilotIs position +t senses a change in
air"low over the wing and operates the warning horn at airspeeds (etween 1 and 10 )nots a(ove the
stall in all con"igurations The system is protected (y the *T!,, C37 circuit (rea)er The vane and
sensor unit is equipped with a heating element operated (y the *T!,, H:!T switch and is
protected (y the *T!,, C37 circuit (rea)er
O"ERSPEED WARNING SYSTEM
!n airspeed pressure switch in the pitot-static system is used to actuate an airspeed warning horn in
the event o e2cessive airspeed The horn is located (ehind the headliner in the area a(ove the pilot
and will sound when the airspeed e2ceeds Emo %1$1 8+!*& ! warning signal will also (e heard in
the pilot>s headsets
12
6 LANDING GEAR AND BRAKE
SYSTEM
LANDING GEAR
The landing gear is a "i2ed-gear, tricycle type with steera(le nose wheel and two main wheels To
improve operation "rom unpaved sur"aces, the standard nose gear "or) and tyres can (e replaced (y a
#J e2tended nose gear and oversi6ed tyres The main landing gear has a 4tear away5 "eature which
reduces damage to the "uselage structure
-ain gear shoc) a(sorption is provided (y tu(ular spring-steel main landing gear struts and an
interconnecting spring-steel tu(e (etween the two main landing gear struts The interconnecting tu(e
reduces (ending in the "uselage landing gear (ul)heads
7ose gear shoc) a(sorption is provided (y an oil-"illed shoc) strut com(ined with a drag lin) spring
providing vertical and a"t displacement restraint 0ail-sa"e "eatures o" the drag lin) include a(sorption
o" some energy even with complete oil loss and retains the nose gear in the event o" torque lin)
"ailure
7ose gear steering is accomplished (y using the rudder pedals ! spring-loaded steering (ungee,
which is connected to the nose gear and to the rudder (ars, will turn the nose gear through an angle
o" 11< each side o" centre By applying di""erential (ra)ing the degree o" turn may (e increased up to
1?< each side o" centre +" the nose wheel is turned (eyond its limits during towing, a "rangi(le stop
will "racture and the over travel indicator (loc) hanging on a small ca(le, will "all into view alongside
the nose strut
BRAKE SYSTEM
! single-disc, hydraulically-actuated (ra)e is "itted on the in(oard side o" each main landing gear
wheel :ach (ra)e is connected (y a hydraulic line to a master cylinder attached to each pilotIs
rudder pedal To set the par) (ra)e, apply (ra)e pressure and pull the handle a"t To release the
par)ing (ra)e, push the handle "ully in
! (ra)e "luid reservoir located .ust "orward o" the "irewall on the le"t side o" the engine compartment
provides additional (ra)e "luid "or the (ra)e master cylinders The "luid in the reservoir should (e
maintained (etween the -+7 and -!K level prior to each "light The (ra)e system uses -+, H-
1?0? hydraulic "luid This "luid is a mineral (ase type and is a "lamma(le petroleum product and
coloured red *ystems using mineral (ase "luids incorporate synthetic ru((er seals
,ater model aeroplanes %208B010#0 and a(ove& have metallic type (ra)es Chen conditions permit,
hard (ra)ing is (ene"icial in that the resulting higher (ra)e temperatures tend to maintain proper
(ra)e gla6ing and will prolong the e2pected (ra)e li"e The ha(itual use o" light and conservative
(ra)e application is detrimental to metallic (ra)es
1#
7 TURBINE ENGINE THEORY
Tur(ine engines are made up o" the "ollowing sections/
1'
!ir inlet
Compressor
Com(ustion section
Tur(ine
:2haust
!ccessory section
*upport systems %starter, lu(rication, "uel and au2iliary components such as anti-icing, air-
conditioning and pressurisation&
AIR INLET DUCT
The purpose o" the air inlet duct is to channel the incoming air to the compressor with the least
possi(le loss o" energy +n addition to the design o" the inlet, three other varia(les determine
how much air will pass through the compressor/
!m(ient air density
!irspeed o" the aircra"t
3otational speed o" the compressor
COMPRESSORS
Two main "unctions o" the compressor are to supply compressed air to the (urners plus supply (leed
air to "ul"il various engine and air"rame system requirements To supply compressed air to the
(urners, the compressor increases the pressure o" the mass o" air that is channelled through the air
inlet ducts and routes it to the (urners in the amount and pressure required
Bleed air might (e tapped o"" any o" the various compressor stages Cith each successive stage the
pressure and temperature o" the air increases The speci"ic stage "or (leed air e2traction is
determined (y the temperature and pressure required "or the .o(
THE CENTRIFUGAL COMPRESSOR
The compressor accelerates the air"low (y slinging it outward "rom the centre o" the compressor
wheel The primary components o" the centri"ugal compressor are the impeller %rotor&, a diffuser
%stator& and a compressor manifold The impeller catches the incoming air and accelerates it outward
toward the di""user The purpose o" the di""user vanes is to direct the air "rom the impeller to the
mani"old at the gentlest angle possi(le to retain the ma2imum amount o" energy !nother purpose o"
the di""user is to provide the com(ustion cham(er with air at the correct velocity and pressure "or
ma2imum e""iciency The air is allowed to e2pand into a divergent duct !s the air spreads out, the
velocity drops and the static pressure increases -ultiple stages are connected (y a system o"
convergent and divergent ducts to compress and direct the air"low to succeeding stages at the proper
angle
11
!dvantages o" centri"ugal compressors/
High pressure rise per stage Ap to 10/1 in a single stage
Good e""iciency %compression& over a wide rotational speed range, idle to "ull power
*implicity o" manu"acture and low cost
,ow weight
,ow starting power requirements
-ore resistant to "oreign o(.ect damage
=isadvantages o" centri"ugal compressors/
,arge "rontal area "or a given air"low
-ore than two stages is not practical due to energy loss in the air"low when ma)ing the turn
"rom one impeller to the ne2t
THE A!IAL FLOW COMPRESSOR
The air"low "ollows a path parallel to the a2is o" rotation, hence the name !ir"low is compressed (y
accelerating it across multiple compressor stages !ir"low passes through a convergent duct to "orce
it into an even smaller area The si6e o" the compressor (lades decreases "rom the "irst to the last to
"ollow the narrowing design o" the convergent duct
The main elements o" an a2ial-"low compressor are rotors and stators 3otor (lades are "i2ed on a
rotating spindle and "orce air rearward in the same manner as a "an The rotor (lades are preset at a
speci"ic angle and are contoured similar to small propeller (lades *tators, which are stationary
(lade-type air"oils, are located (etween each compressor stage The stators act as a di""user in each
stage converting part o" the energy air into pressure (y slightly slowing down the air They also direct
the air"low into succeeding compressor stages at the correct angle
The "irst set o" stators, located (e"ore the compressor stage, is re"erred to as inlet guide vanes. !
similar set o" guide vanes, called straightening vanes, might (e located at the compressor e2it to
stop the e2iting air mass "rom rotating as it moves "orward into the com(ustion cham(er
!dvantages o" a2ial "low compressors/
High pea) e""iciencies %compressor pressures ratio& created (y its straight through design
allowing higher ram e""iciency
Higher pea) e""iciencies %pressure& attaina(le (y addition o" compression stages i" desired
*mall "rontal area "or a given air"low resulting in low drag
=isadvantages o" a2ial "low compressors/
=i""iculty and high cost o" manu"acture
3elatively high weight
High starting power requirements
,ow pressure rise per stage
Good e""iciency only over a narrow rotational speed range
Eery suscepti(le to "oreign o(.ect damage
1?
COMPRESSOR STALLS
The angle at which the incoming air meets the compressor (lades varies as a result o" the air>s
velocity and the compressor>s rotational speed The (lade>s com(ined in"luence "orms a vector that is
called the angle o" attac) !n im(alance (etween the two vector quantities might stall the air"low
By de"inition, a compressor stall occurs when the air mass travelling through the compressor slows
down and stops +n e2treme cases the air"low might even reverse direction !n engine compressor
stall may (e noted (y a single or multiple loud 4popping5 noise "rom the engine compartment The
situation may (e resolved (y reducing the power to a point where the 4popping5 discontinues and
slowly advancing the throttle to the required setting The use o" (leed air may also help eliminate
engine compressor stalls i" this situation is encountered
Compressor (lades stall "or numerous reasons/
!nything that alters the proper operation o" the compressor (lades such as (lade "ailure, "oreign
o(.ect damage, etc
! "uel mi2ture that is to lean
!(rupt pitching movement
:2cess "uel "low
:ngine operating speeds well a(ove or (elow normal recommended operating speed
THE COMBUSTION CHAMBER
The com(ustion cham(er houses the "uel no66les and igniters 0uel is mi2ed with the compressed air
in the com(ustion cham(er The temperature o" the air as it leaves the compressor is L#11<C !"ter
(eing processed (y the com(ustion cham(er, the air temperature is L8$0<C
To accomplish its tas) o" e""iciently (urning the "uel;air mi2ture, the com(ustion cham(er must/
-i2 the "uel and air in the proper manner "or the am(ient conditions to assure the (est possi(le
com(ustion
Cool the hot gasses to a temperature within the normal operating range o" the tur(ine wheel
Channel the e2haust gases in such a manner that it ma2imises tur(ine wheel e""ectiveness
The com(ustor lining is designed "or proper "low o" air into and out o" the com(ustor which
provides "or proper "lame patterns 7o "lame is allowed to touch the com(ustor lining +n addition
the com(ustor lining assures that only a small amount o" the total air"low %appro2imately 21B& is
mi2ed with "uel and (urned The rest o" the air"low provides cooling and dilution o" the products o"
com(ustion
THE TURBINE
! tur(ine section is designed to e2tract as much energy as possi(le "rom the high velocity air"low
issuing "rom the com(ustor The sole purpose is to convert the )inetic energy o" com(ustion
1$
cham(er e2haust gasses into mechanical energy to operate the compressor and other accessories
!ppro2imately ?0 - 80 percent o" the total energy o" the e2haust gasses go to that purpose The
tur(ine section is a divergent duct :ach stage is larger in diameter than the preceding stage to
compensate "or loss o" energy through each stage This allows an equal sharing o" the load (etween
stages
*tators or tur(ine guide vanes are located in "ront o" and (etween each tur(ine stage to smooth the
air"low and properly direct it to the ne2t tur(ine wheel High energy air"low stri)es the tur(ine (lades
at an angle !s the air"low does not easily change direction, it imparts a pressure upon the tur(ine
(lades which causes a turning "orce upon the wheel The tur(ine stages are mounted on the same
sha"t with the compressor stages
THE E!HAUST
The e2haust section, which is located directly (ehind the tur(ine section has two primary purposes/
produce e2haust gas high e2it velocity and minimise e2haust gas tur(ulence The purpose o" the
e2haust cone is to channel all e2haust gasses as they are discharged "rom the tur(ine (lades and
com(ine them into a single, cohesive gas stream 0i2ed struts also serve as a sta(ilising in"luence on
the gas and minimise the swirling motion +" this were not done, e2haust gasses would e2it the engine
at an appro2imate '1< angle resulting in unwanted drag
TURBOPROP ENGINE POWER CON"ERSION
There are two power output tur(ine designs/ the "i2ed sha"t design and the "ree tur(ine engine
THE FI!ED SHAFT DESIGN
@ne central sha"t mounts the compressor and the tur(ine The sha"t e2tends "orward into the gear(o2
where high 3D- is converted to low 3D- suita(le to drive the propeller !ll rotating components
within a "i2ed sha"t engine rotate together !dvantages o" a "i2ed sha"t system include controlled
descent capa(ility due to prevention o" windmilling overspeed and rapid reverse thrust availa(ility
THE FREE TURBINE
!n air"low couple is utilised (etween the gas generator and power tur(ine sha"t The gas generator
tur(ine powers the compressor The power tur(ine drives into the reduction gear(o2 in the same
manner as the "i2ed tur(ine The gear(o2 converts high 3D- low torque input into usa(le low 3D-
high torque power Because a "ree tur(ine system allows the propeller to operate independent o" the
compressor, there are several advantages/
Better control o" propeller speed
The propeller can (e held at very low rpm during ta2iing, with low noise and low (lade erosion
The engine is easier to start, especially in cold weather
The propeller and the gear(o2 do not directly transmit vi(rations into the gas generator
! propeller (ra)e can (e installed during turnarounds
18
PT6 OPERATING PRINCIPLES
!ir enters the engine through an annular plenum cham(er "ormed (y the compressor inlet case "rom
where it is directed to the compressor The compressed air passes through di""user ducts which turn
it 90< in direction +t is routed through straightening vanes to the com(ustion cham(er The air
changes direction to enter the com(ustion cham(er liner where it reverses direction and is mi2ed
with "uel
0uel is in.ected into the com(ustion cham(er via 1' simple2 %single ori"ice& no66les The mi2ture is
then ignited (y two igniters :2panding gases reverse direction and pass through the compressor
tur(ine guide vanes to the compressor tur(ine The still e2panding air passes through a second set o"
stators to drive the power tur(ine Gas "rom the power tur(ine is e2hausted via the e2haust
8 POWER PLANT 8 POWER PLANT
DESRIPTION
The Dratt M Chitney Canada +nc or DT?!-11'! %C208B& is a "ree tur(ine engine with two
independent tur(ines @ne driving a compressor in the gas generator section ! second driving the
reduction gearing "or the propeller The compressor section has # a2ial stages and 1 centri"ugal
stage @ne stage compressor tur(ine @ne stage power tur(ine
The engine is "lat rated at ?$1 *HD %18?1 "oot-pounds o" torque at 1900 3D- varying linearly to
19$0 "oot-pounds o" torque at 1800 rpm Below 1800 3D-, the ma2imum torque remains
constant at 19$0 "oot-pounds& Torque is the measured amount o" sha"t horsepower delivered to
the propeller The torque (ending "orce is caused (y the resistance o" the air pushing against the
advancing (lade !t a lower rpm the (lade angle is increased to ta)e a (igger 4(ite5 o" air
there"ore increasing the resistance and hence the torque
The gas generator speed is #$,100 rpm at 100B 7g -a2 permissi(le speed is #8,100 rpm at
101?B 7g The power tur(ine speed is ##,000 3D- at a propeller sha"t speed o" 1900 3D-
The engine is supported in a steel 9-element space "rame This "rame attaches to the "irewall at 1
points To minimise directional and longitudinal deviations with changes in thrust, the engine is
canted at #< nose-down and 1< to the right
ENGINE CONTROLS NGINE CONTROLS
POWER LE"ER
The power lever is connected through lin)age to a cam assem(ly mounted in "ront o" the 0CA +t
controls engine power, via pneumatic control o" the metering valve, "rom ma2imum ta)e o"" power
(ac) through idle to "ull reverse thrust The power lever has -!K, +=,:, B:T! and 3:E:3*:
range positions The lever selects propeller pitch when in B:T! range The B:T! range ena(les the
pilot to control propeller (lade pitch "rom idle thrust to through a 6ero or no thrust condition to
ma2imum reverse thrust
19
=o not move the power lever into the B:T! range when the propeller is "eathered as the propeller
reversing lin)age can (e damaged
EMERGENCY POWER LE"ER
The emergency power lever is connected through lin)age to the manual override lever on the 0CA
+t governs "uel supply to the engine should a pneumatic "ailure in the 0CA occur ! pneumatic "ailure
will result in the "uel "low decreasing to idle %'8B 7g at sea level and 12B 7g at 1000 "t&
The emergency power lever has 7@3-!,, +=,: and -!K positions The 7@3-!, position is
used "or all normal engine operation when the 0CA is operating normally and power is selected (y
the power lever The range "rom +=,: to -!K positions governs engine power and is used when a
pneumatic mal"unction has occurred in the 0CA and the power lever is ine""ective ! mechanical stop
in the lever slot requires that the emergency power lever (e moved to the le"t to clear the stop (e"ore
it can (e moved "rom the 7@3-!, position
The )no( has cross hatching and is visi(le when the lever is in the -!K position !lso, the
emergency power lever is annunciated on the annunciator panel when the lever is out o" the normal
position These precautions are intended to preclude starting o" the engine with the emergency
power lever in any position other than 7@3-!,
The emergency power lever and its associated manual override system is considered to (e an
emergency system and should only (e used in the event o" a "uel control pneumatic mal"unction
0or starting ensure that the emergency power lever is in the normal position otherwise an over
temperature or hot start may result
Chen using this lever in the override position engine response may (e more rapid than when using
the power lever as the "uel is not metered Atilise slow and smooth movement o" the emergency
power lever to avoid engine surges and;or e2ceeding +TT, 7g and torque limits The emergency
power lever may have a dead (and such that no engine response is o(served during the initial
"orward travel "rom the +=,: position Chen using the emergency power lever, monitor gas
generator 3D- when reducing power near idle, to )eep it "rom decreasing (elow ?1B 7g in "light
20
PROPELLER CONTROL LE"ER
The propeller control lever is connected to the propeller control governor mounted on the "ront
section o" the engine +t controls propeller governor settings "rom ma2imum 3D- to "ull "eather
The propeller control lever has -!K, -+7 and 0:!TH:3 positions The -!K position is used
when high 3D- is desired and governs the propeller speed at 1900 3D- Dropeller control lever
settings "rom the -!K position to -+7 permit the pilot to select desired propeller 3D- "or the
cruise The 0:!TH:3 position is used "or shutdown to stop rotation o" the power tur(ine and the
"ront section o" the engine @nce the gas generator is shut down no lu(rication is availa(le and
rotation o" the "orward section is not desira(le !lso, "eathering the propeller when the engine is shut
down minimises propeller windmilling during windy conditions ! mechanical stop in the lever slot
requires that the propeller control lever (e moved to the le"t to clear the stop (e"ore it can (e moved
into or out o" the 0:!TH:3 position
The propeller lever operates a speeder spring inside the primary governor to reposition the pilot
valve, which results in an increase or decrease o" propeller rpm 0or propeller "eathering, the
propeller control lever li"ts the pilot valve to a position that causes complete dumping o" high
pressure oil, allowing the counterweights and "eathering spring to change the pitch
FUEL CONDITION LE"ER
The "uel condition lever is connected through lin)age to a com(ined lever and stop mechanism on
the 0CA The lever and stop also "unction as an idle stop "or the 0CA rod +t controls the minimum
3D- o" the gas generator tur(ine %7g& when the power lever is in the +=,: position
The "uel condition lever has CAT@00, ,@C +=,: and H+GH +=,: positions The CAT@00
position cuts all "uel to the "uel no66les ,@C +=,: positions the control rod stop to provide an
3D- o" 12B 7g H+GH +=,: provides an 3D- o" ?1B 7g
$UADRANT FRICTION LOCK
! quadrant "riction loc), located on the right side o" the pedestal, is provided to minimise creeping o"
the engine controls once they have (een set The loc) increases the "riction on the engine controls
when rotated cloc)wise
ENGINE INSTRUMENTS
TOR$UE INDICATOR
The torque indicator indicates the torque (eing produced (y the engine @ne some Cargo versions
the torque-indicator system is powered (y 28-volt =C power @n the other cargo versions and
passenger versions, the torque indicator is pressure actuated
Two independent lines enter the (ac) o" the torque indicator @ne line measures engine torque
pressure and the other the reduction gear(o2 internal pressure The torque indicator monitors the
engine torque pressure and converts this pressure into an indication o" torque in "t-l(s
21
7ormal operating range %green arc& is "rom 0 to 18?1 "t-l(s The alternate power range %striped
green arc& is "rom 18?1 "t-l(s to 19$0 "t-l(s The ma2imum torque %red line& is 19$0 "t-l(s and
ma2imum ta)e o"" torque %red wedge& is denoted (y JT@J at 18?1 "t-l(s
PROPELLER RPM INDICATOR
The instrument is mar)ed in increments o" 10 3D- and indicates propeller speed in revolutions per
minute The instrument is electrically operated "rom the propeller tachometer generator which is
mounted on the right side o" the "ront case 7ormal operating range %green arc& is "rom 1?00 to
1900 rpm The ma2imum %red line& is 1900 rpm
ITT INDICATOR
The +TT %intertur(ine temperature& indicator displays the gas temperature (etween the compressor
and the power tur(ines 7ormal range %green arc& is 100<C to $'0<C :ngine operations which
e2ceed $'0<C may reduce engine li"e ! ma2imum %red line& at 801<C -a2imum starting
temperature %red triangle& is 1090<C These limitations are restricted to 2 seconds !lthough not
indicated, the idle +TT is restricted to ?81<C
N%& RPM INDICATOR
The 7g B indicator indicates B o" gas generator rpm (ased on a "igure o" 100B at #$,100 rpm
+t is electrically operated "rom the gas generator tachometer-generator mounted on the lower right-
hand side portion o" the accessory case The normal operating range %green arc& is "rom 12B to
101?B 7g The ma2imum %red line& is at 101?B 7g
FUEL FLOW INDICATOR
The "uel "low indicator indicates "uel "low in l(s;hr (ased on Net ! "uel 0uel is measured downstream
o" 0CA .ust (e"ore it enters the "low divider Chen the power is removed "rom the indicator, the
needle will stow (elow the 6ero in the @00 (and The instrument is electrically operated
OIL PRESSURE GAGE
! direct pressure oil line "rom the engine delivers oil at operating pressure to the indicator -inimum
pressure %red line& is '0 psi 7ormal operating range %green arc& is "rom '0 to 81 psi The ma2imum
pressure %red line& is at 101 psi
7ormal oil pressure is 81 to 101 psi at gas generator speeds a(ove $2B with the oil temperature
(etween ?0< and $0<C @il pressures (elow 81 psi are undesira(le and should (e tolerated only "or
the completion o" the "light, pre"era(le at a reduced power setting @il pressures (elow '0 psi are
unsa"e and require that either the engine (e shut down or a landing (e made as soon as possi(le using
minimum power as required to sustain "light
22
OIL TEMP GAGE
The instrument is operated (y an electrical-resistance type temperature sensor which receives power
"rom the aeroplane electrical system -inimum temperature %red line& is -'0<C 7ormal operating
range %green arc& is "rom 10< to 99<C -a2imum operating temperature %red line& is 99<C
ENGINE LUBRICATION SYSTEM
The lu(rication system consists o" a pressure system, a scavenge system and a (reather system The
main components include an integral oil tan) at the (ac) o" the engine, an oil pressure pump at the
(ottom o" the tan), an e2ternal dou(le element scavenge pump at the (ac) o" the accessory case, an
internal dou(le element scavenge pump inside the accessory gear(o2, an oil-to-"uel heater on the top
o" the accessory case, an oil "ilter internally o" the oil tan) and an oil cooler located on the right side
o" the nose cowl
@il is drawn "rom the (ottom o" the tan) through a "ilter screen where it passes through a pressure
relie" valve "or regulation o" the pressure The pressure oil is then delivered "rom the main oil pump
to the oil "ilter Dressure oil is then routed to the num(er 1 (earing and accessory gear(o2, (earings
num(er 2, #, ', reduction gears, torquemeter and propeller governor Dressure oil is also routed to
the oil-"uel heater where it then returns to the tan)
!"ter cooling and lu(ricating all the moving parts, oil is scavenged as "ollows/
@il "rom the num(er 1 (earing sump to accessory gear(o2 (y gravity
@il "rom the num(er 2 (earing sump is pumped to the accessory gear(o2 (y num(er 2 scavenge
pump
@il "rom the num(er # and ' (earing sump is pumped to the accessory gear(o2 (y the power
tur(ine (earing scavenge pump
@il "rom the propeller governor, "ront thrust (earing, reduction gear accessory drives and
torquemeter is pumped to the tan) (y the reduction gear(o2 scavenge pump through a
thermostatically controlled air-oil cooler and then returned to the tan)
The rear element o" the internal scavenge pump scavenges oil "rom the accessory gear(o2 and
routes it through the air-oil cooler where it then returns to the oil tan)
The presence o" pressurised air in the (earing cavities is a result o" gas path air lea)ing across car(on
and oil seals This air pressure assists in oil return to the tan) (y putting a head o" pressure on the
scavenge oil at the (earing sumps Breather air "rom the engine (earing compartments and "rom the
accessory and reduction gear(o2es is vented over(oard through a centri"ugal (reather installed in the
accessory gear(o2 The (earing compartments are connected to the accessory gear(o2 (y cored
passages and e2isting scavenge return lines
The oil tan) capacity is 91 A* quarts and the total system capacity is 1' A* quarts %including oil in
"ilter, cooler and hoses& !n oil dipstic) indicates A* quarts low when the engine is hot 0ill to within
1O qts o" ma2 hot or ma2 cold positions To o(tain an accurate oil level reading, it is recommended
the oil level (e chec)ed within 10 minutes a"ter shutdown when oil is hot %-!K
2#
2'
H@T mar)ing& or prior to the "irst "light o" the day %-!K C@,= mar)ing& +" more than 10 minutes
has elapsed and oil is still warm per"orm an engine dry motoring run (e"ore chec)ing the oil level
!s the oil tan) is pressurised at # to ? psi, ensure that the oil dipstic) is securely latched down
@perating the engine with less than the recommended oil level and with the dipstic) cap unlatched
will result in e2cessive oil loss and eventual engine stoppage
IGNITION SYSTEM
Tur(ine engine ignition systems are designed to initially ignite the "uel;air mi2ture, which will then
sustain the com(ustion on its own The ignition system consists o" 2 igniters, an ignition e2citer, 2
high tension leads, an ignition monitor light, an ignition switch and a starter switch
:ngine ignition is provided (y 2 igniters in the engine com(ustion cham(er The igniters are
energised (y the ignition e2citer mounted on the right hand side o" the engine compartment
:lectrical energy "rom the ignition e2citer is transmitted through 2 high-tension leads to the igniters
in the engine ! green annunciator, la(elled +G7+T+@7 @7, will illuminate when electrical power is
(eing supplied to the igniters
+gnition is controlled (y an ignition switch and a starter switch The ignition switch has two
positions, 7@3-!, and @7
NORMAL POSITION
!rms the system so that ignition will (e o(tained when the starter switch is placed in the *T!3T
position +t is used "or ground starts and air starts with starter assist
ON POSITION
Drovides continuous ignition regardless the position o" the starter switch The use o" ignition "or
e2tended periods o" time will reduce ignition system component li"e However, the ignition should (e
turned @7 to provide continuous ignition under the "ollowing conditions/
!ir starts without starter assist
@peration on water or slush covered runways
=uring "light in heavy rain
+nadvertent icing encounters until the inertial (ypass separator has (een in (ypass "or 1 minutes
7ear "uel e2haustion as indicated (y the
3:*:3E@+3 0A:, ,@C light
STARTING SYSTEM
The main "unction o" the starter switch is control o" the starter "or rotating the gas generator portion
o" the engine during start +t also provides ignition during starting The starter;generator "unctions as
a motor "or starting +t will motor the gas generator section until a speed o" '?B 7g !t '?B 7g the
21
staring cycle will automatically (e terminated The starter switch has # positions, @00, *T!3T and
-@T@3
OFF POSITION
The ignition system is de-energised This is the normal position at all times e2cept during engine start
or engine clearing
START POSITION
3otates the gas generator section o" the engine !lso energises the ignition system provided the
ignition switch is in the 7@3-!, position Chen the engine has started the start switch must (e
placed in the @00 position to activate the generator *tarter contactor operation is indicated (y the
am(er *T!3T:3 :7:3G+P:= annunciator
MOTOR POSITION
-otors the engine without having the ignition circuit energised This position is spring loaded (ac)
to the @00 position !n interloc) (etween the -@T@3 position o" the starter switch and the ignition
switch, prevents the starter "rom motoring unless the ignition switch is in the 7@3-!, position
This prevents unintentional motoring o" the engine with the ignition on
! minimum (attery voltage o" 2' volts is not always an indication that the (attery is near "ull charge
or in a good condition This is especially true "or a nicad (attery , which maintains a minimum no-
load voltage o" 2' volts even at 10B or less charge condition There"or, i" the gas generator
acceleration is less than normally o(served, return the "uel condition lever to CAT@00 and
discontinue the start
ENGINE START CONSIDERATIONS
+" no +TT rise is o(served within 10 seconds a"ter moving the "uel condition lever to ,@C +=,:,
or +TT rapidly rises to 1090<C, move the "uel condition lever to CAT@00 and per"orm the
engine clearing procedure
Cith a cold engine or a"ter ma)ing a (attery start, which causes a high initial generator load due
to (attery recharging, it may (e necessary to advance the power lever slightly ahead o" the idle
detent to maintain a minimum idle o" 12B 7g
*ince the generator contactor closes when the starter switch is turned @00, anticipate the
increased engine load (y advancing the power lever to o(tain appro2imately 11B 7g (e"ore
turning the starter switch @00 This prevents the initial generator load "rom decreasing idle rpm
(elow the minimum 12B 7g
Ander hot @!T and;or high ground elevation conditions idle +TT may e2ceed ma2imum idle +TT
limitations o" ?81<C +ncrease 7g and;or reduce accessory load to maintain +TT within limits
+", during the start, the starter accelerates the gas generator rapidly a(ove 20B 7g, suspect gear
train decouple =o not continue the start 3apid acceleration through #1B 7g suggests a start
on the secondary no66les !nticipate a hot start
2?
!"ter an a(orted start "or whatever reason, it is essential (e"ore the ne2t start attempt to allow
adequate time to drain o"" un(urned "uel 0ailure to do so could lead to a hot start, a hot strea)
leading to hot section damage, or torching o" (urning "uel "rom the engine e2haust on the ne2t
success"ul ignition
! dry motoring, within starter limitations a"ter con"irming that all "uel drainage has stopped,
ensures that no "uel is trapped (e"ore the ne2t start
+" the *T!3T:3 :7:3G+P:= annunciator "ails to go out a"ter engine start, the generator will
not "unction (ecause the start contactor may (e stuc) closed The (attery switch should (e
turned o"" and the engine should (e shut down i" such an indication is o(served
AIR INDUCTION SYSTEM
The engine air inlet is located at the "ront o" the engine nacelle to the le"t o" the propeller spinner
3am air entering the inlet "lows through the ducting and an inertial separator system (e"ore entering
through a circular plenum cham(er where it is directed to the compressor guide vanes The
compressor air inlet incorporates a screen which will prevent entry o" large particles, (ut does not
"ilter the air
INERTIAL SEPARATOR SYSTEM
!n inertial separator system in the air inlet duct prevents moisture particles "rom entering the
compressor air inlet plenum when in (ypass mode +t consists o" two movea(le vanes and a "i2ed
air"oil which, during normal operations route the air through a gentle turn into the compressor air
inlet plenum
+n the BFD!** position the vanes are positioned so that the inlet air is "orced to e2ecute a sharp
turn in order to enter the inlet plenum !ny moisture particles are separated "rom the inlet air and
discharged over(oard through the inertial separator outlet in the le"t side o" the cowling
+nertial separator operation is controlled (y a T-handle located on the lower instrument panel The
handle is la(elled BFD!**-DA,,, 7@3-!,-DA*H The inertial separator should (e in the
BFD!** position under the "ollowing conditions/
3unning the engine on the ground or in "light in visi(le moisture with an @!T o" '<C or less
Ground operation on dusty, sandy "ields
Cith the inertial separator in the BFD!** position and power set (elow the ma2imum torque limit,
decrease the ma2imum cruise torque (y 100 "oot-pounds =o not e2ceed $'0<C +TT 0uel "low "or a
given torque setting will (e 11 pph higher
To unloc), push slightly "orward and rotate the handle 90< countercloc)wise The handle can then (e
pulled into the BFD!** position @nce moved into the BFD!** position, air loads on the movea(le
vanes hold them in position
2$
E!HAUST SYSTEM
The primary e2haust is attached to the right side o" the engine a"t o" the propeller reduction gear(o2
! secondary pipe, "itted over the end o" the primary e2haust, carries the gasses away "rom the
cowling into the slipstream The .uncture o" the primary e2haust pipe and the secondary e2haust duct
is located directly (ehind the oil cooler
*ince the secondary e2haust duct is o" a larger diameter then the primary e2haust pipe, a venturi
e""ect is produced (y the "low o" the e2haust This venture e""ect creates a suction (ehind the (ehind
the oil cooler which augments the "low o" cooling air through the cooler This additional air "low
improves oil cooling during ground operation o" the engine
=o not leave the power lever in B:T! mode "or more than #0J with a right crosswind as the pod
may (e damaged
ENGINE FUEL SYSTEM
The engine "uel system consists o" an oil-to-"uel heater, an engine-driven "uel pump, a "uel control
unit, a "low divider and dump valve, a dual "uel mani"old with 1' simple2 no66les and two "uel drain
valves The system provides "uel "low to satis"y the speed and power demands o" the engine
OIL'FUEL HEATER
0uel is delivered "rom the reservoir to the oil-to-"uel heater The oil-to-"uel heater utilises heat "rom
the engine lu(rication system to preheat the "uel ! "uel temperature-sensing oil (ypass valve
regulates the "uel temperature (y either allowing oil to "low through the heater circuit or (ypass it to
the oil tan)
FUEL PUMP
0uel enters the :=D "uel pump through a $' micron "ilter The inlet screen is spring-loaded and
should it (ecome (loc)ed, the increase in di""erential pressure will overcome the spring and allow
un"iltered "uel to enter the pump cham(er
28
The pump increases the "uel pressure and delivers the "uel to the 0CA via a 10 micron "ilter in the
pump outlet ! (ypass valve in the pump (ody ena(les un"iltered, high pressure "uel to enter the 0CA
in the event o" this "ilter (ecoming (loc)ed
FUEL CONTROL UNIT
The 0CA consists o" a "uel metering section, temperature compensating section, a compressor
tur(ine %7g& governor, a pneumatic computing section, a manual override system and a power
tur(ine %7"& governor
The 0CA determines the proper "uel schedule to provide the power required as esta(lished (y the
power lever This is accomplished (y controlling the speed o" the compressor tur(ine %7g& :ngine
power output is directly dependent on compressor tur(ine speed The 0CA governs 7g, there(y
actually governing the power output o" the engine Control o" 7g is accomplished (y regulating the
amount o" "uel supplied to the com(ustion section o" the engine
A# METERING SECTION
The metering valve input is supplied with "uel at pump pressure %D1& The "uel pressure
immediately a"ter the metering valve is called metered "uel %D2& which "lows to the "uel
divider The (ypass valve maintains a constant "uel pressure di""erential %D1 - D2& across the
metering valve The metering valve consists o" a contoured needle operating in a sleeve and
regulates the "low o" "uel (y varying the ori"ice area The ori"ice area o" the metering valve is
changed (y the valve movement to meet speci"ic engine requirements
0uel pump pressure %D1& in e2cess o" requirements is returned to the "uel pump ! "uel cut-
o"" valve is situated downstream o" the metering valve +t provides a positive means o"
shutting o"" "uel "low to the engine =uring normal operation the valve is "ully open and
o""ers no restriction o" "uel "low to the divider The valve is operated (y a cut-o"" lever which
is mechanically lin)ed to the 0CA
B# PNEUMATIC COMPUTING SECTION
The computing section consists o" an acceleration (ellows and a governing (ellows
connected to a common rod The end o" the acceleration (ellows is attached to the (ody
casting and provides an a(solute pressure re"erence The governor (ellows is secured in the
(ody cavity and its "unction is similar to that o" a diaphragm -ovement o" the (ellows is
transmitted to the metering valve via a torque tu(e assem(ly This tu(e is positioned during
assem(ly to provide a "orce in a direction tending to close the metering valve, while the
(ellows act against this "orce to open the metering valve
Third stage tur(ine discharge pressure %D#& is split up into D2 and Dy pressure D2 and Dy
vary with changing engine operating conditions as well as inlet air temperature Dy pressure
is applied to the outside o" the governor (ellows, while D2 pressure is applied to the inside o"
the (ellows and the outside o" the acceleration (ellows !ny change in Dy will there"ore have
more e""ect on the diaphragm than an equal change in D2 pressure due to the di""erence in
e""ective area Chen (oth pressures increase simultaneously, as during acceleration, the
(ellows move downwards and the metering valve moves in an opening direction Chen Dy
decreases as the desired 7g is approached, the (ellows will travel to reduce the opening o"
the metering valve Chen (oth pressures decrease simultaneously the (ellows will move
29
upwards and reduce the metering valve opening (ecause Dy is more e""ective than D2 This
occurs during deceleration and moves the metering valve to the minimum "low stop
C# COMPRESSOR TURBINE (N%) GO"ERNOR
The power lever incorporates a speed scheduling cam which depresses an internal rod when
the power lever is advanced The governor lever is pivoted and one end operates against an
ori"ice to "orm the governor valve The enrichment lever is also pivoted and actuates a "luted
pin which operates against the enrichment hat valve The speed scheduling cam applies
tension to the governor spring which applies a "orce to close the governor valve The
enrichment spring (etween the enrichment and governor levers provides a "orce to open the
enrichment valve !s the drive sha"t rotates, it in turn rotates a ta(le on which the governor
"lyweights are mounted !s the 7g increases, centri"ugal loading causes the "lyweights to
move outwards This in turn moves the 7g plat"orm upwards overcoming the enrichment
spring "orce, closing the enrichment valve and opening the governor valve
D# MANUAL O"ERRIDE SYSTEM
The retaining plate and cover containing the governor (ellows stop are replaced (y a sha"t
and stop assem(ly +" operated, it pushes against the end o" the governor (ellows to open the
metering valve and increase the "uel "low
E# POWER TURBINE (N*) GO"ERNOR
+n the event o" a power tur(ine overspeed condition, a governing ori"ice in the 7" governing
section is opened (y "lyweight action o" the governor Dy pressure is (led o"" to the
atmosphere Chen this occurs, Dy pressure acting on the 0CA governor (ellows decreases
and moves the metering valve in a closing direction, thus reducing "uel "low This in turn
decreases 7g speed and consequently 7" speed
F# OPERATION
1# ENGINE STARTING
The starting cycle is initiated with the Dower ,ever placed in the +=,: position and
the 0uel Condition ,ever in the CAT@00 position The ignition and starter are
switched on, and when the required 7g speed is attained, the 0uel Condition ,ever is
placed in the ,@C +=,: position 0ollowing ignition, the engine accelerates to idle
speed =uring the starting sequence, the metering valve in the 0CA is in a low "low
position The "low divider schedules the metered "uel "rom the 0CA, (etween the
primary and secondary no66les 0uel is delivered to the com(ustion cham(er through
10 primary and ' secondary no66les -etered "uel is delivered initially (y the primary
no66les, with the secondary no66les cutting in a(ove a certain value
#0
#1
!s the compressor accelerates, the discharge pressure %D#& increases This creates an
increase in D2 and Dy pressure, which is modi"ied D# pressure !s Dy pressure acts on
a greater area, the (ellows are "orced down causing the main metering valve to move
in an opening direction :2cess "uel supplied (y the "uel pump will pass via the
(ypass valve (ac) to the tan) Chen 7g approaches idle speed, the centri"ugal "orce
o" the 7g governor "lyweights (egin to overcome the governor spring "orce and open
the governor valve, (leeding o"" Dy pressure This creates a D2;Dy di""erential which
causes the metering valve to move in a closing direction until the required idle speed
"uel "low is o(tained !ny variation "rom the selected speed will (e sensed (y the 7g
governor "lyweights and will result in an increased or decreased weight "orce
2# ACCELERATION
!s the power lever is advanced a(ove the idling position, the speed scheduling cam is
repositioned moving the cam "ollower lever to increase governor spring "orce The
governor spring then overcomes the "lyweights and moves the governor lever,
closing the governor valve D2 and Dy immediately increase, causing the metering
valve to move in an opening direction
!s 7g and consequently 7" increase, the propeller governor increases the pitch o" the
propeller (lades to control 7" at the selected speed and applies the increased power
as additional thrust !cceleration is complete when the centri"ugal "orce o" the
governor "lyweight again overcomes the governor spring and opens the governor
valve
3# GO"ERNING
@nce the acceleration cycle has (een esta(lished, any variation in engine speed "rom
the selected speed will (e sensed (y the 7g governor "lyweights and will result in
increased or decreased weight "orce This change in weight "orce will cause the
governor valve to either open or close which will (e re"lected (y the change in "uel
"low necessary to re-esta(lish the selected speed
4# ALTITUDE COMPENSATION
!ltitude compensation is automatic since the acceleration (ellows assem(ly in the
0CA is evacuated and a""ords an a(solute pressure re"erence Compressor discharge
air %D#& is a measurement o" engine speed and density D2 is proportional to D#, so it
will decrease with a decrease in air density This is sensed (y the acceleration (ellows
which act to reduce "uel "low on acceleration at altitude
5# DECELERATION
Chen the Dower ,ever is retarded, the speed scheduling cam raised, reducing the
governor spring "orce and allows the governor valve to move in an opening direction
The resulting drop in Dy pressure moves the metering valve in a closing direction
until it contacts the C" minimum "low stop This stop ensures su""icient metered "uel
"low to the engine to prevent "lameout The engine continues to decelerate until the
governor "lyweight "orce decreases to (alance the governor spring "orce at the set
position
6# RE"ERSE THRUST
#2
3everse thrust can (e o(tained at any propeller speed Chen the Dower ,ever is
moved to the 0A,, 3:E:3*: position it will increase compressor tur(ine speed
%7g& and propeller reverse pitch The propeller governor is maintained in an
underspeeding condition in the reverse thrust range (y controlling propeller speed
with the 7" governing section o" the propeller control
+" 7" e2ceeds the desired speed the 7" governing ori"ice will open to decrease Dy
pressure in the computing section o" the 0CA and cause a reduction in "uel "low and
7" speed, there(y limiting the propeller speed and maintaining the C*A in an
underspeed condition
7# ENGINE SHUTDOWN
The engine is shut down (y moving the 0uel Condition ,ever to the CAT@00
position 0uel is returned to the pump inlet via the (ypass passages 0uel in the
primary and secondary mani"olds is drained via the dump valve ports in the "low
divider and dump valve 3esidual "uel is allowed to drain into the "uel drain can
ENGINE ACCESSORIES
!ll engine-driven accessories with the e2ception o" the propeller governor and propeller tachometer-
generator are mounted on the accessory gear(o2 at the rear o" the engine
OIL PUMP
The oil pump is located in the lowest part o" the oil tan) and is driven (y the accessory gear sha"t
FUEL PUMP
The engine driven "uel pump is driven through a gear sha"t and splined coupling The coupling
splines are lu(ricated (y oil mist "rom the au2iliary gear(o2 through a hole in the gear sha"t 0uel
"rom the oil-"uel-heater enters the pump through a $' micron "ilter The pressure is (oosted and
enters the 0CA through a 10 micron pump outlet "ilter ! (ypass valve ena(les un"iltered "uel to
reach the 0CA in the event o" a (loc)age !n internal passage originating at the 0CA, returns (ypass
"uel "rom the 0CA to the pump inlet downstream o" the inlet screen
N% TACHO GENERATOR
The 7g tacho-meter produces electric current which is used in con.unction with the gas generator
3D- indicator
##
TOR$UE METER
The torquemeter is located within the power reduction gear(o2 +t is a hydro-mechanical device
connected to the "irst-stage reduction gear to provide an indication o" engine output +t consists o" a
cylinder, piston and an oil metering-type plunger 3otation o" the "irst-stage reduction output drive
ring gear is resisted (y a helical spline which imparts an a2ial movement to the "irst stage ring gear
and the torquemeter piston This "orces the piston onto the oil valve plunger allowing engine oil to
enter the cylinder This movement continues until the oil pressure within the torquemeter is equal to
torque (eing applied to the "irst-stage ring gear
! (leed hole is located in the torquemeter cylinder to allow a continuous "low o" oil and to (leed
pressure o"" when power is reduced Chen engine oil is supplied to the plunger valve, it acts as a
varia(le inlet metering ori"ice The (leed hole acts a "i2ed cali(rated lea) @n acceleration, there is
more oil supplied than (leeding away, so the pressure (uilds up in the torquemeter cylinder
STARTER+GENERATOR
The starter;generator is a 28 volt, 200 ampere engine driven unit +t "unctions as a motor "or starting
and, a"ter engine start, as a generator "or the electrical system Chen operating as a starter, the speed
sensing switch in the starter;generator will automatically shut down the starter, there(y providing
overspeed protection and automatic shuto"" +t is aircooled (y an integral "an and (y ram air ducted
"rom the "ront o" the engine cowling
ITT SENSING SYSTEM
The +TT sensing system is designed to give the pilot an accurate indication o" engine operating
temperatures ta)en (etween the compressor and power tur(ines +t consists o" 8 individual chromel-
alumel thermocouple pro(es connected in parallel :ach pro(e protrudes through a threaded (oss on
the power tur(ine stator housing into an area ad.acent to the leading edge o" the o" the power
tur(ine vanes
PROPELLER GO"ERNOR
*ee section 8
PROPELLER O"ERSPEED GO"ERNOR
*ee section 8
ENGINE FIRE DETECTION SYSTEM
The engine "ire detection system consists o" a heat sensor in the engine compartment, a warning light
on the annunciator panel and a warning horn
The heat sensor consists o" # "le2i(le, closed loops :ach section o" the loop is made up o" a single
wire surrounded (y a continuous string o" ceramic (eads contained in an inconel tu(e The outer
shell is connected to ground at the "irewall and the wire inside is connected to the control (o2 The
(eads have a characteristic that causes them to lower their electrical resistance when the sensing
element reaches its preset temperature value
#'
The core material in (oth elements prevents electrical current "rom "lowing at normal temperatures
Chen the elements are e2posed to increasing temperatures, a current "lows (etween the signal wire
and ground The control (o2 detects a change in resistance in the loops and will illuminate the
:7G+7: 0+3: light and trigger the warning horn
The "ire warning is initiated when temperatures in the engine compartment e2ceed '21< 0 %"irewall&,
?21< 0 %around the e2haust& or '10< 0 %rear engine compartment& ! test switch, la(elled 0+3:
=:T:CT T:*T, is located ad.acent to the annunciator panel Chen depressed, the :7G+7: 0+3:
annunciator will illuminate and the "ire warning horn will sound, indicating that the "ire warning
circuitry is operstional The system is protected (y a 4pull-o""5 type circuit (rea)er la(elled 0+3:
=:T, positioned third row and second "rom the le"t
ENGINE REDUCTION GEAR SYSTEM
The gear(o2 contains a two stage planetary gear chain, three accessory drives and propeller sha"t
The "irst-stage reduction gear is contained in the rear case, while the second stage reduction gear,
accessory drives and propeller sha"t are contained in the "ront case
Torque "rom the power tur(ine is transmitted to the "irst-stage reduction gear, "rom there to the
second-stage reduction gear and then to the propeller sha"t 3eduction ratio is "rom a ma2imum
power tur(ine speed o" ##000 3D- down to a propeller speed o" 1900 3D-
CHIP DETECTORS
Two chip detectors are installed on the engine, one on the underside o" the reduction gear(o2 and
one on the underside o" the accessory gear(o2 case The chip detectors are electrically connected
to an annunciator, la(elled CH+D =:T:CT@3 The annunciator will illuminate when metal chips
are present in one or (oth o" the detectors By itsel" this does not demand immediate action (ut i"
accompanied (y signs o" engine distress %erratic engine operation or "luctuation in engine power
gage indications&, engine operation may (e continued at the discretion o" the pilot consistent with
crew sa"ety
OIL BREATHER DRAIN CAN
*ome aircra"t have an oil (reather can mounted on the right lower engine mount truss This can
collects any engine oil discharge coming "rom the accessory pads "or the alternator drive pulley,
starter;generator, air conditioner compressor and the propeller sha"t seal +t should (e drained a"ter
every "light
The allowa(le quantity o" oil discharge per hour o" engine operation is 1' cc "or aeroplanes with
air conditioning and 11 cc "or aeroplanes without +" the quantity o" oil drained "rom the can is
greater than speci"ied, the source o" the lea)age should (e identi"ied and corrected
! PROPELLER
The engine is equipped with a -cCauley aluminum, constant speed, "ull-"eathering, reversi(le,
single-action, governor controlled, three (laded propeller
#1
! setting is introduced into the governor with the propeller control lever The propeller uses oil
pressure which opposes the "orce o" springs and counterweights to o(tain the correct pitch "or the
engine load @il pressure "rom the propeller governor drives the (lades toward low %"ine& pitch
%increasing 3D-&
*prings and counterweights drive the (lades toward high %coarse& pitch %decreasing 3D-&
The source o" oil pressure is "urnished (y the engine oil system, (oosted in pressure (y the governor
gear pump and supplied to the propeller hu(
PROPELLER GO"ERNOR
The propeller governor is located in the 12 oIcloc) position on the "ront case o" the reduction
gear(o2 +t com(ines the "unctions o" a normal propeller governor %C*A&, a reversing %B:T!& valve
and a power tur(ine %7"& governor into a single unit
CONSTANT SPEED MODE
Ander normal "light conditions, the governor acts as a C*A (y maintaining propeller speed selected
(y the pilot +" the Dower ,ever is pushed "orward, the 0CA simply schedules an increase in "uel
"low Thus, e""ectively more energy is availa(le to turn the tur(ine The tur(ine is "orced to a(sor(
the e2tra energy that is transmitted to the propeller in the "orm o" torque +" there were no governor,
the propeller speed would increase +nstead the (lade angle increases to maintain a constant propeller
3D- and the propeller is allowed to ta)e a larger (ite o" air, hence the increase in torque
There"or, the governor varies the propeller (lade pitch angle to match the load to the engine torque
in response to changing "light conditions ! spring-loaded pilot valve is installed in a drivesha"t
centre(ore within the propeller governor Dorts in the drivesha"t and the position o" the pilot valve in
the sha"t, control the direction o" oil "low within the housing The rotating sha"t with the rotating
"lyweights determine the position o" the pilot valve while opposing spring load on the valve is varied
(y the speed ad.usting lever at the head o" the governor The speed ad.usting lever is connected to
the Dropeller Control ,ever in the coc)pit
OPERATION
A# ON'SPEED CYCLE
Cith the Dropeller Control ,ever set to a desired 3D- and the propeller (lade at the
correct pitch angle to a(sor( the power developed (y the engine, the centri"ugal "orce o"
the rotating "lyweights (alances the "orce o" the governor speeder spring This condition
positions the pilot valve so that the valve oil ports are closed and no oil "low occurs
(etween the propeller oil pump and the propeller servo piston
B# UNDERSPEED CYCLE
Anderspeeding occurs when the propeller 3D- "alls (elow the set 3D- Governor spring
tension overcomes the reduced "lyweight "orce and pivots them inwards, "orcing the pilot
valve downward and opening the oil ports
#?
This allows a "low o" pressure oil "rom the governor pump to the propeller servo piston
which, in turn, overcomes the com(ined "orces o" the propeller counterweights and return
springs to reduce propeller (lade pitch angle This reduces the load and allows propeller
3D- to increase This increased 3D- is sensed (y the governor "lyweights which "orce the
pilot valve upwards until an equili(rium (etween speeder spring tension and centri"ugal
"orce o" the "lyweights is achieved causing the oil ports to close
C# O"ERSPEED CYCLE
+n an overspeed condition, the governor "lyweights pivot outward and overcome the
governor speeder spring tension and raise the pilot valve This uncovers the ports in the
drive gearsha"t and allows pressure oil in the propeller servo to "low into the reduction
gear(o2 sump
!s the propeller (lade angle increases, the load on the engine increases and propeller 3D-
decreases This in turn causes the centri"ugal "orce on the "lyweights to decrease, allowing
the speeder spring tension to return the "lyweights to the vertical position, causing the pilot
valve to cover the ports and (loc) the oil supply "rom the servo piston
LOW PITCH STOP
=uring the approach to land when the Dower ,ever is closed and the Dropeller ,ever is in the
ma2imum position the propeller (lades are sitting on the low pitch stop at 11?< Cith the propeller
(lade angle and airspeed (oth reduced, the governor will tend to decrease the (lade angle to restore
the onspeed condition +" the (lade angle could decrease all the way, the propeller would create so
much drag that per"ormance will (e decreased The low pitch stop is a mechanical device that
prevents the (lades "rom rotating "rom the lowest possi(le (lade position to reverse The low pitch
stop is controlled (y the power lever
The propeller servo piston is connected (y three spring loaded sliding rods to a "eed(ac) ring !
car(on (rush (loc) riding on the "eed(ac) ring trans"ers movement o" the ring through the reversing
lever to the B:T! valve o" the governor !s the propeller pitch angle continues to decrease, each
"lange on the propeller dome pushes the nut and the attached rod "orward !s the rod moves
"orward, it pulls the "eed(ac) ring "orward
+n turn the B:T! valve moves "orward and (loc)s o"" "low o" oil to the propeller preventing any
"urther pitch change Chen the Dower ,ever is into the B:T! range, the low pitch stop is
automatically opened to allow the propeller (lade angle to rotate up to the "ull reverse position
BETA MODE
The region (etween 18< and 1< (lade angle is re"erred to as the B:T! range +n this area o"
operation, the co-ordinated 3D-;(lade angle schedule that governs normal "light operations is no
longer appropriate !s a result, whenever operating in the B:T! range, the propeller (lade angle is
no longer (eing controlled (y the propeller governor, (ut is directly controlled (y the position o" the
Dower ,ever itsel" The B:T! range is there"or a nongoverning range +n this range 7g remains at a
value it had when the power lever was at +=,: Beyond this range, the (lade angle moves into
reverse and the 7g increases
RE"ERSE CONTROL
#$
The geometry o" the power lever lin)age through the cam (o2 is such that power lever movement
"rom idle to "ull "orward thrust has no e""ect on the position o" the B:T! valve However when the
power lever is moved into the reverse thrust range, the reversing lever pulls the B:T! valve (ac)
0low o" oil to the propeller dome is re-esta(lished and the (lades will move through low pitch and
into a negative pitch range !s the propeller moves into low pitch, the "eed(ac) ring moves "orward
in an attempt to close the B:T! valve and prevent any "urther pitch change This cannot occur while
the propeller reversing lever continues to move towards "ull reverse and pull the B:T! valve (ac)
!s the power lever is moved "urther into the reverse range, the (lade angle decreases and the 7g
simultaneously increases to appro2imately 81B - 88B The power tur(ine governor %7"& section o"
the propeller governor is simultaneously reset to appro2imately 91B 3D- (y the reset lever and
associated interconnecting rod *election o" reverse thrust also repositions the 0CA arm to increase
"uel "low and consequently power output
FEATHERING
-oving the speed ad.usting lever towards a preset "eathering stop raises the pilot valve and
decreases the oil pressure to the propeller servo piston This decrease in oil pressure allows the
piston to move under the in"luence o" "eathering and return springs, to rotate the propeller (lades to,
a positive coarse pitch or "eathering position regardless o" governor "lyweight "orce acting on the
pilot valve The "eathered (lade angle is 88<
UNFEATHERING
Dosition the propeller lever "orward o" the "eather gate The un"eathering system uses oil pressure to
"orce the propeller out o" "eather
POWER TURBINE (N*) O"ERSPEED GO"ERNOR
The "unction o" the 7" governor section o" the propeller governor, during normal "orward thrust
operation, is to protect the engine against a possi(le power tur(ine overspeed in the event o" a
propeller governor "ailure
#8
#9
=uring reverse operation, the 7" governor is set (elow the propeller governor selected speed This
acts to control propeller speed via the 0CA servo system and thus reduce the power generated (y
the gas generator to (elow required setting %appro2imately 1B less than the selected propeller
speed&
+n the event o" a tur(ine overspeed, an air (leed ori"ice in the propeller governor is opened (y
"lyweight action to (leed o"" compressor discharge pressure %Dy& through the governor and
computing section o" the 0CA Compressor discharge pressure, acting on the 0CA governor
(ellows, decreases and moves the metering valve in a closing direction
PROPELLER O"ERSPEED GO"ERNOR
The propeller overspeed governor is installed in parallel with the propeller governor and is mounted
at the 10 o>cloc) position on the "ront case o" the reduction gear(o2 +t is incorporated to control
any propeller overspeed condition (y immediately (ypassing pressure oil "rom the propeller servo to
the reduction gear(o2 sump
Chen an engine overspeed occurs, the increased centri"ugal "orce sensed (y the "lyweights
overcomes the spring tension, li"ts the pilot valve and (ypasses propeller pitch change mechanism oil
(ac) to the reduction gear(o2 This permits the com(ined "orces o" the counterweights and return
springs to move the (lades toward a coarse pitch position, a(sor(ing the engine power and
preventing "urther engine overspeed
! solenoid valve, which resets the governor to a value (elow its normal overspeed setting provides
ground testing The overspeed governor test switch is located on the le"t side o" the instrument
panel Chen depressed, a solenoid is actuated on the propeller overspeed governor *peeder spring
pressure is reduced and "lyweights move out at a lower speed to simulate an overspeed condition
Dropeller 3D- is restricted when the power lever is advanced =uring the test the propeller 3D-
should not e2ceed 1$10 L ?0 3D-
1" FUEL SYSTEM
COMPONENTS
Two vented, integral "uel tan)s with shuto"" valves, a "uel selectors o"" warning system, a "uel
reservoir, an e.ector "uel pump, an electric au2iliary (oost pump, a reservoir mani"old assem(ly, a
"irewall shuto"" valve, a "uel "ilter, an oil-to-"uel heater, an engine-driven "uel pump, a "uel control
unit, a "low divider, dual mani"olds, 1' "uel no66le assem(lies and a "uel drain can and drain
SYSTEM
'0
0uel "lows "rom the tan)s through two shuto"" valves at each tan) 0uel "lows (y gravity "rom the
shuto"" valves in each tan) to the "uel reservoir The reservoir is located at the low point in the "uel
system
! head o" "uel is maintained around the e.ector (oost pump and au2iliary (oost pumps which are
contained within the reservoir 0uel in the reservoir is pumped (y the e.ector (oost pump or (y the
electric au2iliary (oost pump to the reservoir mani"old assem(ly The e.ector (oost pump is driven (y
motive "uel "rom the 0CA +t normally provides "uel "low when the engine is operating +n the event
o" "ailure o" the e.ector (oost pump, the electric au2iliary (oost pump will automatically turn on, on
condition that the (oost pump switch is in the 7@3- position The au2iliary (oost pump is also
used to supply "uel during starting
0uel in the reservoir mani"old assem(ly "lows through the "uel shuto"" valves located on the a"t side
o" the "irewall 0uel is then routed through the "uel "ilter located on the "ront side o" the "irewall The
"ilter incorporates a (ypass "eature
0uel is then routed through the oil-to-"uel heater to the engine driven pump through a $' micron
inlet screen The inlet screen is spring-loaded and should it (ecome (loc)ed, the increase in
di""erential pressure will overcome the spring and allow un"iltered "uel to "low into the pump
cham(er The pump increases the pressure and delivers it to the 0CA via a 10-micron "ilter ! (ypass
valve and cored passages in the pump (ody ena(les un"iltered high pressure "uel to "low to the 0CA
in the event the outlet "ilter (ecomes (loc)ed
The 0CA meters the "uel and directs it to the "low divider The "low divider schedules the metered
"uel (etween the 10 primary and ' secondary "uel mani"olds The result is an even, e""icient spray
pattern through all operational speeds +n the primary spin cham(er a change in direction puts a
spinning motion on the "uel and esta(lishes the proper spray angle and helps with atomisation !t
that point the "uel is discharged "rom the primary no66le !s the engine accelerates "rom start-up, the
"uel pressure (egins to increase !t appro2imately 90 psi, it causes the "low divider to open and part
o" the incoming "uel "low is channelled to the secondary spin cham(er 0rom the no66les the "uel is
distri(uted to the com(ustion cham(er
Chen the "uel cut-o"" valve in the 0CA closes during engine shutdown, (oth primary and secondary
"uel no66les are connected to a dump valve port 3esidual "uel in the mani"old drains into a "ireproo"
can on the "ront le"t side o" the "irewall This can should (e drained daily
0uel venting is essential to system operation ! complete (loc)age o" the vent system will result in
decreased "uel "low and eventual engine stoppage Eenting is accomplished (y chec) valve equipped
vent lines "rom each tan) @ne vent "rom each tan) protrudes "rom the trailing edge o" the wing at
the tips The "uel reservoir is also vented to (oth wing tan)s
FIREWALL SHUTOFF "AL"E
! manual shuto"" valve is located on the a"t side o" the "irewall +t ena(les the pilot to shut o"" all "uel
"rom the reservoir to the engine The shuto"" valve is controlled (y a red push-pull )no( la(elled
'1
0A:, *HAT@00-DA,, @00 is located on the pedestal The push-pull )no( has a press-to-release
(utton in the center which loc)s the )no( in position when the (utton is released
FUEL TANK SELECTORS
Two "uel tan) selectors mechanically control the position o" the "uel tan) shuto"" valves at each wing
tan) Chen in the @7 position, (oth shuto"" valves in the tan) are open, allowing "uel "rom that tan)
to "low to the reservoir Chen the aircra"t is par)ed on a slope, (oth "uel tan) selectors should (e in
the @00 position By leaving the "uel selector o" the elevated wing in the @00 position only will not
completely eliminate this cross "low @ver a prolonged period there is enough seepage through the
reservoir "uel vent to create a wing-heavy condition "or the ne2t "light
AU!ILIARY BOOST PUMP SWITCH
The au2iliary (oost pump switch is la(elled 0A:, B@@*T and has @00, 7@3- and @7 position
OFF POSITION
The au2iliary (oost pump is inoperative
NORM POSITION
The au2iliary (oost pump is armed and will operate i" the "uel pressure in the "uel mani"old assem(ly
drops (elow '$1 psi This switch position is used "or all normal engine operations where main "uel
"low is provided (y the e.ector (oost pump and the au2iliary pump is used as a stand(y
ON POSITION
Chen the au2iliary (oost pump switch is placed in the @7 position, the pump operates continuously
This position is used "or the "ollowing/
:ngine starting
!ny time the au2iliary (oost pump cycles on and o"" with the switch in the 7@3- position
Conditions o" near "uel e2haustion
0or all operations using !EG!*
'2
'#
FUEL FLOW INDICATOR
The "uel "low indicator indicates "uel consumption in pounds per hour (ased on Jet A "uel 0low o"
"uel is measured downstream o" the 0CA .ust (e"ore (eing routed to the "uel divider Chen (attery
power is removed, the indicator needle will stow (elow 6ero in the @00 position
FUEL $UANTITY INDICATORS
0uel quantity is measured (y "our transmitters in each tan) and indicated (y two electrically operated
"uel quantity indicators The indicators measure volume and are cali(rated in pounds %(ased on the
weight o" Net ! "uel on a standard day ?,$ l(s;gal at 11<C& and gallons !n empty tan) is indicated (y
a red line and the letter : Chen showing empty, appro2imately 2,1 gallons remain in the tan) as
unusa(le "uel
Because o" the long "uel tan)s, "uel quantity indicator accuracy is a""ected (y uncoordinated "light or
a sloping ramp i" reading the indicators while on the ground To o(tain an accurate reading, ensure
that the aircra"t is par)ed laterally level, or i" in "light, in a coordinated and sta(ilised condition
ANNUNCIATORS
FUEL LOW
Two am(er "uel low warning annunciators are la(elled ,:0T 0A:, and 3+GHT 0A:, ,@C
:ach annunciator will illuminate when the "uel in the respective tan) is less than 21 gallons
RESER"OIR FUEL LOW
! red reservoir "uel low annunciator la(elled 3:*:3E@+3 0A:, ,@C will illuminate when the
level o" "uel in the reservoir drops to appro2imately one-hal" "ull There is only enough "uel in the
reservoir "or 1O minutes o" engine operation ma2imum continuous power a"ter illumination
FUEL PRESSURE LOW
!n am(er "uel pressure low warning annunciator la(elled 0A:, D3:** ,@C will illuminate when
the "uel pressure in the reservoir "uel mani"old assem(ly is (elow '$1 psi
AU! FUEL PUMP ON
!n am(er au2iliary "uel pump on annunciator la(elled !AK 0A:, DA-D @7 will illuminate when
the au2iliary (oost pump switch is in the @7 position or when the (oost pump switch is in the
7@3- position and the "uel pressure in the "uel mani"old assem(ly drops (elow '$1 psi
FUEL DRAIN "AL"ES
0uel drain valves are located at the lower sur"aces o" each wing at the in(oard end o" the tan)
@ut(oard "uel tan) drain valves may (e installed and their use is recommended i" the aircra"t is
''
par)ed with one wing low on a sloping ramp The drain valves are constructed so that a Dhillips
screwdriver can (e used to depress the valve and then twist to loc) it in the open position
The drain valve "or the reservoir consists o" a recessed T-handle Chen pulled out, "uel "rom the
reservoir drains out the rear "uel drain pipe located ad.acent to the drain valve The drain valve "or
the "uel "ilter consists o" a drain pipe which can (e depressed upwards to drain "uel "rom the "ilter +"
contamination is detected, drain all "uel drain points again Ta)e repeated samples o" all "uel drain
points until all contamination has (een removed
FUEL DRAIN CAN
Chen the engine is shut down, residual "uel in the engine drains into a "uel drain can mounted on
the "ront le"t side o" the "irewall The can should (e drained once a day or at intervals not
e2ceeding ? shutdowns ! drain valve on the (ottom side o" the cowling is provided to drain the
"uel into a suita(le container
FUEL PUMP DRAIN RESER"OIR
To control e2pended lu(rication oil "rom the engine "uel pump drive coupling area and provide a
way to determine i" "uel is lea)ing past the "uel pump seal a draina(le reservoir collects allowa(le
discharge o" oil and any "uel seepage The reservoir is mounted on the "ront le"t side o" the
"irewall +t should (e drained once a day or at intervals not e2ceeding ? shutdowns ! quantity o"
up to # cc o" oil and 20 cc o" "uel discharge per hour o" engine operation is allowa(le +n addition,
a 0CA (earing "ailure will (e indicated (y a (lue dye in the e2pended oil This requires immediate
attention and under no circumstances should the aircra"t (e "lown (e"ore this situation is corrected
11 ELECTRICAL SYSTEM
The aircra"t is equipped with a 28 volt dc electrical system The system uses a 2' volt (attery as a
source o" electrical energy and a dual purpose starter-generator !n optional stand(y alternator is
availa(le "or the use as a stand(y source in the event o" the main generator system mal"unctioning
ELECTRICAL BUSES
Dower is supplied to the electrical and avionics circuits through 2 general, 2 avionics and a (attery
(us The (attery (us is energised continuously "or the memory )eep alive, cloc) and ca(in;courtesy
lights The two general (uses are on any time the (attery switch is turned on !ll =C (uses are on
any time the (attery switch and two avionics switches are turned on
STARTER'GENERATOR
The starter-generator is mounted on the engine accessory gear(o2 and is driven (y the engine
through a splined sha"t +t is cooled (y an integral "an and a (last tu(e located a(ove the right
"orward cowling +t "unctions as a motor during engine start and as a generator a"ter starting
'1
+n the starter mode it is powered (y either the (attery or an e2ternal power source !"ter engine
start, the generator output is 28 volt and 200 amp Chen operating as a generator, it supplies
power to operate the electrical systems and maintains the (atteryIs state o" charge The unit is
controlled (y a generator control unit
GENERATOR CONTROL UNIT (GCU)
The GCA is mounted inside the ca(in on the le"t "orward "uselage sidewall +t provides the electrical
control "unctions necessary "or the operation o" the starter-generator +t provides automatic starter
cutout at '?B 7g Below '?B the starter-generator "unctions as a starter !(ove '?B it "unctions as
a generator when the starter switch is @00
The GCA provides voltage regulation plus high voltage protection reverse current protection !
rheostat increases the resistance in the "ield circuit and less current "lows through the "ield winding
resulting in a decrease in the strength o" the magnetic "ield The rotating armature now turns in a
wea)er "ield with the result o" a lower generator output voltage
! di""erential relay switch protects the generator "rom reverse current "rom (attery voltage +t is
essentially an on;o"" switch that is controlled (y the di""erence in voltage (etween the (attery (us and
the generator output The di""erential relay switch connects the generator to the electrical system>s
main (us whenever generator voltage e2ceeds (us voltage (y at least 01 volt +" on the other hand,
(us voltage e2ceeds generator output voltage, the reverse current relay opens and ta)es the
generator o""-line +n the event o" the a(ove, the generator is automatically disconnected "rom the
(uses and the red G:7:3!T@3 @00 annunciator illuminates
GROUND POWER MONITOR
The ground power is located inside the electrical power assem(ly mounted on the le"t side o" the
"irewall This unit senses voltage applied to the e2ternal power receptacle and closes the e2ternal
power contactor when the applied voltage is within limits %2' - 28 volts and 800 - 1$00 amp&
+t also senses airplane (us voltage and will illuminate the E@,T!G: ,@C annunciator when the (us
voltage drops to 2'1 volts
GROUND SER"ICE PLUG RECEPTACLE
The e2ternal power receptacle is installed on the le"t side o" the engine compartment near the
"irewall +t permits the use o" an e2ternal power source "or starting and lengthy maintenance on the
le"t side o" the engine compartment
:2ternal power control circuitry is provided to prevent e2ternal power and the (attery "rom (eing
connected together during starting The ground service circuit incorporates polarity reversal and
over-voltage protection
'?
E!TERNAL POWER SWITCH
The e2ternal power is a guarded toggle-type switch with the "ollowing positions/
OFF POSITION
Battery power is provided to the main (us and to the starter circuit :2ternal power cannot (e
applied to the main (us Cith the generator switch in the @7 position, power is applied to the
generator control circuit
STARTER POSITION
:2ternal power is applied to the starter circuit only Battery power is applied to the main (us 7o
generator power is availa(le in this position +" e2ternal power drops o"" during the start cycle, the
e2ternal power switch must (e placed in the @00 position to reconnect the (attery to the starter i"
motoring is required
BUS POSITION
:2ternal power is applied to the main (us 7o power is availa(le to the starter The (attery, i"
desired, can (e connected to the main (us and the e2ternal power (y the (attery switch Battery
charge should however (e monitored to avoid overcharge
BATTERY
The system uses a 2' volt lead-acid (attery with a capacity o" '1 amp-hr or a 2' volt 7i-cad (attery
with a '0 amp-hr capacity The 7i-cad (attery has a longer service li"e, high discharge and short
recharge capa(ility
THERMAL RUNAWAY
+" "or any reasons a cell>s temperature increases, its voltage and internal resistance decreases Three
"actors lead to increasing a cell>s temperature/
:2cessively high discharge rate
:2cessively high am(ient conditions, particularly with a poorly or improperly ventilated (attery
compartment
=eterioration o" the plates> separator material, which allows o2ygen "rom the positive plate to
interact with a negative plate where it will chemically interact with the cadmium and generate
heat
The (eginning o" the pro(lem is an e2cessive discharge rate @n short legs in +-C at night, the
(attery is constantly (eing drained and recharged, which generates e2cessive (attery temperature
=ue to the way individual cells are installed in the (attery case, the outer cells dissipate heat through
the sides o" the case and as a result run slightly cooler than the middle cells !s the (attery
temperature rises, it is the inner cells that get the hottest
'$
The generator attempts to recharge the (attery (y supplying su""icient current to the cells !s the cell
temperature increases, its resistance decreases simply helping the generator The e2cessive current
causes the cells to overheat even more, "urther reducing their resistance The porous plastic strip
(etween the individual plates (rea)s down, "urther complicating the pro(lem !t this point, shutting
o"" the generator will stop the pro(lem
-eanwhile, the inner cell>s internal resistance and voltage (ecomes so low that the voltage o" the
good cells surrounding it will (e higher (y comparison and they will (egin to "eed the (ad cells
Chen any cell (egins to receive voltage "rom a surrounding cell, isolating the (attery "rom the
generator will no longer have any e""ectG the (attery is sel"-destructing The only remaining solution
is to land as soon as possi(le
BATTERY HOT ,-%./
This am(er light illuminates when the (attery temperature is 1'0 - 1?0<C
BATTERY O"ERHEAT ,-%./
This red light illuminates when the temperature e2ceeds 1?0<C +mmediately turn the (attery switch
@00
BATTERY SWITCH
+n the @7 position (attery power is supplied to the two general (uses The @00 position cuts power
to all (uses e2cept the (attery (us
GENERATOR SWITCH
The generator has @7, 3:*:T and T3+D positions
'8
RESET AND TRIP
These positions are momentary and are spring loaded (ac) to @7 position +" the G:7:3!T@3
@00 or E@,T!G: ,@C lights illuminate, place the switch momentarily in the 3:*:T position to
restore generator power +" erratic operation is o(served, the system can (e shut o"" (y placing the
switch momentarily in the T3+D position !"ter a suita(le waiting period, generator operation may (e
recycled (y placing the generator switch momentarily to 3:*:T
ON POSITION
The GCA will automatically control the generator line contactor "or normal generator operation
A"IONICS POWER SWITCHES
The avionics power switches control power to num(er 1 or num(er 2 avionics (uses They should (e
in the @00 position prior to turning the (attery switch @7 or @00, engine starting or applying
e2ternal power !ll avionics may (e turned on or o"" (y operating the !E+@7+C* power switches
rather than (y operating all o" the individual avionics equipment switches
A"IONICS BUS TIE SWITCH
The avionics (us tie switch is guarded in the @00 position +t connects the num(er 1 and num(er 2
avionics (uses together in the event o" "ailure o" either (us "eeder circuit *ince each avionics (us is
supplied power "rom a separate current limiter on the power distri(ution (us, "ailure o" the current
limiter can cause "ailure o" the a""ected (us Dlacing the (us tie switch to the @7 position will restore
power to the "ailed (us @peration without (oth (us "eeder circuits may require an avionics load
reduction
CIRCUIT BREAKERS
-ost o" the electrical circuits are protected (y 4pull-o""5 type circuit (ea)ers The circuit (rea)er
panel is mounted on the le"t sidewall @nce a circuit (rea)er has popped, allow it to cool "or
appro2imately # minutes (e"ore resetting ! circuit (rea)er should (e reset once only and at the
discretion o" the pilot consistent with crew sa"ety
:nsure that all circuit (rea)ers are in (e"ore all "lights 7ever operate with disengaged circuit
(rea)ers without a thorough )nowledge o" the consequences
"OLT+AMMETER
! volt;ammeter and a "our position rotary-type selector switch are mounted on the le"t side o" the
instrument panel so that the electrical system can (e monitored The selector switch has G:7, !,T,
B!TT and E@,T positions
GEN POSITION
'9
-easures generator current The meter is connected to the generator shunt and will display current
in amps "lowing "rom the starter;generator to the distri(ution (us
ALT POSITION
Current "rom the stand(y alternator to the num(er 1 and 2 (us power circuit (rea)ers is displayed
BATT POSITION
Battery charge rate or discharge is measured (ecause the meter displays (oth positive and negative
currents
"OLT POSITION
*ystem voltage is measured "rom either the (attery or the generator
STANDBY ELECTRICAL SYSTEM
! stand(y electrical system is installed in the event the main generator system mal"unctions in "light
This system includes an alternator at a $1 amp capacity rating The alternator is (elt driven "rom the
accessory pad on the rear o" the engine
+nitially (attery power is required to e2cite the magnetic "ield 0ield e2citation to the alternator
control is supplied through diode logic "rom either a circuit (rea)er in the stand(y alternator
assem(ly or 8::D !,+E: 2 circuit (rea)er in the main power relay (o2 ! diode allows electron
"low in one direction only !"ter alternator operation is initiated, the alternator is sel"-e2cited
*ystem monitoring is provided (y two am(er *TBF :,:C DC3 @7 and *TBF :,:C DC3 +7@D
annunciator lights *upplied amperage can (e monitored on the voltammeter (y placing the switch to
!,T position
The *TBF DC3 switch is turned on a"ter start The stand(y power system is now armed and will
automatically supply power to the main (us only i" the system voltage drops (elow 2$1 volts
+n order to utilise the $1-ampere capacity "rom the stand(y alternator, the !E+@7+C* *TBF DC3
and !E+@7+C* BA* T+: switch;(rea)er must (e turned @7 !E+@7+C* 1 and 2 switches should
(e turned @00 to avoid connecting the stand(y power system to a possi(le "ault in the primary
power when operating on stand(y power Dower to the two main (uses is limited to #0 amps per
(us The load may have to (e reduced to prevent (attery discharge +n the event o" a "ault in the
primary relay (o2, the primary power supply system can (e isolated (y pulling the si2 #0 amp (us
"eeder circuit (rea)ers
+mmediately a"ter start, the *TBF :,:CT DC3 @7 annunciator may illuminate, indicating the
stand(y electrical system is operating to help replenish the electrical power used "or starting The
10
11
*TBF :,:CT DC3 +7@D annunciator will not illuminate e2cept in the event o" a (ro)en alternator
drive (elt or an electrical mal"unction in the stand(y electrical system
The stand(y alternator receives "ield current "rom the 8::D !,+E: 2 circuit +n an emergency the
stand(y alternator can (e (rought on line without turning the (attery switch on 7ormal engine
shutdown procedures call "or the stand(y power to (e switched o"" prior to shutting the engine down
and turning the (attery switch o"" +" the stand(y power switch is inadvertently le"t on, several red
lights in the annunciator panel will remain illuminated a"ter the (attery is turned o""
12 LIGHTING
E!TERIOR LIGHTING
!ll e2terior lights are controlled (y toggle switches located on the lighting control panel on the le"t
side o" the instrument panel The switches are @7 in the up position and @00 in the down position
NA"IGATION LIGHTS
Conventional navigation lights are installed on the wingtip and the tail cone stinger The lights are
protected (y a circuit (rea)er la(elled 7!E ,+GHT
LANDING LIGHTS
Two landing lights are mounted in the out(oard section o" each wing leading edge They provide
illumination "orward and downward during ta)eo"" and landing The lights are protected (y two
circuit (rea)ers la(elled ,:0T ,=G ,T and 3+GHT ,=G ,T The landing lights have a relatively
short service li"e and should (e used "or ta)eo"" and landing only
TA!I+RECOGNITION LIGHTS
Two ta2i;recognition lights are mounted in(oard o" each landing light These lights are "ocused to
provide illumination o" the area "orward o" the aircra"t during ground operation The lights are also
used in the tra""ic pattern or enroute They are protected (y a circuit (rea)er la(elled T!K+ ,+GHT
STROBE LIGHTS
! stro(e lights with remote power supply is installed on each wingtip The lights are used to enhance
anti-collision protection and should (e turned @00 when ta2iing =o not operate the stro(e lights in
conditions o" "og, cloud or ha6e as the light (eam can cause vertigo The lights are protected (y a
circuit (rea)er la(elled *T3@B: ,+GHT
12
FLASHING BEACON LIGHT
! red "lashing light is installed on top o" the vertical "in The light is visi(le through #?0< The light is
protected (y a circuit (rea)er la(elled B:!C@7 ,+GHT =o not operate the "lashing (eacon when
"lying through clouds as the re"lected light can cause vertigo
COURTESY LIGHTS
! courtesy light is installed under each wing The lights illuminate an area ad.acent to the crew entry
doors The lights operate in con.unction with the ca(in lights and are controlled (y the ca(in light
switches
INTERIOR LIGHTING
CONTROL KNOBS
+nstrument and control panel lighting is provided (y integral, "lood and post lights 0our concentric-
type dual lighting control )no(s are grouped together on the lower part o" the instrument panel
Controls vary the intensity o" the instrument panel lighting, the le"t sidewall switch and circuit
(rea)er lighting, the pedestal lighting and the overhead panel lighting
MAP LIGHT
! map light is mounted on the (ottom o" the pilotIs control wheel Brightness is ad.usted (y means o"
a rheostat control )no( on the (ottom o" the control wheel
CABIN LIGHTS
0our ca(in lights are installed in the interior o" the airplane These lights are controlled either (y a
two-position toggle switch, la(elled C!B+7, on the lighting control panel or roc)er-type switches
located on the inside sidewall panel .ust "orward o" the cargo door and the passenger entry door This
light circuit does not require power to (e applied to the main electrical system (uses "or operation
The courtesy lights circuit may (e equipped with a solid-state timer which allows the lights to remain
illuminated "or period o" #0 minutes
PASSENGER READING LIGHTS
Dassenger reading lights may (e installed near each o" the a"t passenger positions The lights are
located in small convenience panels a(ove the seats ! push(utton-type @7, @00 switch, mounted in
each panel, controls the lights
NO SMOKING+FASTEN BELT SIGN
This installation consists o" a small lighted panel mounted in the ca(in headliner a(ove the right side
o" the "orward ca(in area The lights are controlled (y two toggle-type switches, la(elled *:!T
B:,T and 7@ *-@8: These warning sign lights are protected (y a circuit (rea)er la(elled *:!T
B:,T *+G7
1#
13 AIR CONDITIONING
"ENTILATING AIR
Eentilating air is o(tained "rom an inlet on each side at the "orward "uselage and through two ram air
inlets, one on each wing at the upper end o" the struts The wing inlet ventilating air is routed
through the wing into the plenum cham(er located in the centre o" the ca(in top The plenum
cham(er distri(utes the air to the individual overhead outlets at each seat position
"ENTILATION FAN SYSTEM
The ventilation "an system provides supplemental ca(in ventilation The system controls are located
on the overhead console and consists o" two rotary-type vent air controls, la(elled E:7T !+3
The vent air controls operate shuto"" valves in the le"t and right wing to control the "low o" ram
ventilating air which enters the inlet in each upper wing strut "airing The vent air controls also
operate switches in two ventilation "an circuits to control "an operation Chen the vent air controls
are rotated to the C,@*: position, the shuto"" valves are closed 3otating the )no(s (eyond the
@D:7 to 0!7 position, a mechanism on the control actuates a switch to operate the duct-mounted
"an .ust in(oard o" the shuto"" valve in each wing The switch will not operate the "an until the shuto""
valve is open, thus assuring a supply o" cool air to the "an motor Chenever the vent air controls are
in the @D:7 position, ram air"low is ducted to the overhead ventilating outlets This air"low can (e
augmented (y rotating the controls to the 0!7 position
*ystem electrical protection is provided (y two 4pull-o""5 type circuit (rea)ers la(elled ,:0T E:7T
B,C3 and 3+GHT E:7T B,C3
INSTRUMENT PANEL "ENT KNOBS
Two vent )no(s, la(elled E:7T, DA,, @7, are located on each side o" the instrument panel :ach
)no( controls the "low o" ventilating air "rom an outlet located ad.acent to each )no( Dulling each
)no( opens a small air door on the "uselage e2terior
CABIN HEATING SYSTEM
Hot compressor outlet air is routed "rom the engine through a "low control valve This hot air is
then mi2ed with ca(in return air or warm compressor (leed air in the mi2er;mu""ler !ir is then
routed to the ca(in distri(ution system Controls direct the heated air to "orward and;or a"t portions
o" the ca(in and to the windshield "or de"rosting
BLEED AIR HEAT SWITCH
The B,::= !+3 H:!T switch is located on the ca(in heat switch and control panel The switch
controls the operation o" the (leed air "low control valve The @7 position o" the switch opens the
"low control valve, allowing hot (leed air to "low to the ca(in heating system The @00 position
closes the valve, shutting o"" "low o" air to the (leed air heating system
TEMPERATURE SELECTOR KNOB
1'
! rotary temperature selector )no(, la(elled T:-D, is located on the ca(in heat switch and control
panel This selector modulates the opening and closing action o" the "low control valve to control the
amount and temperature o" air "lowing into the ca(in Cloc)wise rotation o" the )no( increases the
mass "low and temperature o" the air
+" more ca(in heat in needed on the ground, move the "uel condition lever to H+GH +=,: and;or
select the G3= position o" the mi2ing air control 0or (est results turn the selector to the "ull
cloc)wise position and then slowly counter-cloc)wise to decrease the (leed air"low to the desired
amount
! temperature sensor, located in the outlet duct "rom the mi2er;mu""ler operates in con.unction with
the temperature selector )no( +n the event o" an overheat in the outlet duct, a temperature sensor
will (e energised, closing the "low control valve and shutting o"" the source o" hot (leed air "rom the
engine
MI!ING AIR PUSH'PULL CONTROL
! push-pull control, la(elled -+K+7G !+3, G3=-DA,,, 0,T-DA*H, is located on the ca(in heat
switch and control panel
A# GRD POSITION
Cith the push-pull control in the G3= position %pulled out&, warm compressor (leed valve
air %D21& is mi2ed with hot compressor outlet air %D#& in the mi2er;mu""ler This mode is
used "or ground operation when warm compressor (leed air %D21& is availa(le D21 is only
availa(le (elow 92B 7g +t can (e used to augment hot compressor outlet (leed air %D#&
during periods o" cold am(ient temperature
B# FLT POSITION
Cith the push-pull control in the 0,T position %pushed in& ca(in return air is mi2ed with hot
compressor outlet air %D#& in the mi2er;mu""ler This recirculation o" ca(in return air ena(les
the heating system to maintain the desired temperature
+" desired, the 0,T position can (e used on the ground when am(ient temperatures are mild
and ma2imum heating is not required +n this mode, e2cess warm compressor (leed valve air
%D21& availa(le at power settings (elow 92B 7g, is e2hausted over(oard "rom the mi2ing
air valve
11
1?
The mi2ing air push-pull control valve should always (e in the 0,T position in "light Ca(in
return air must (e allowed to "low through the mi2ing valve and (lend with hot compressor
outlet air during high engine power operation otherwise the system may overheat and cause
automatic shutdown
AFT +FORWARD CABIN PUSH'PULL CONTROL
! push-pull control, la(elled !0T C!B+7-DA,,, 0C= C!B+7-DA*H, is located on the ca(in heat
switch and control panel
Cith the control in the !0T %pulled out& position, heated air is directed to a"t ca(in heater outlets
located in the "loor directly (ehind the pilots in the Cargo Eersion and on the ca(in sidewalls at "loor
level "or the Dassenger Eersion
Cith the control in the 0C= C!B+7 position %pushed in&, heated air is directed to the "orward ca(in
through "our heater outlets located (ehind the instrument panel and;or two windshield de"roster
outlets The controls can (e positioned at any intermediate setting desired "or proper distri(ution o"
heated air to the "orward and a"t ca(in areas
DEFROST+FORWARD CABIN PUSH'PULL CONTROL
! push-pull control, la(elled =:03@*T-DA,,, 0C= C!B+7-DA*H, is located on the ca(in heat
switch and control panel
Cith the control in the =:03@*T position %pulled out&, "orward ca(in air is directed to two
de"roster outlets located at the (ase o" the windshield The a"t;"wd push-pull control must also (e
pushed in "or availa(ility o" "orward ca(in air "or de"rosting
Cith the control in the 0C= C!B+7 position %pushed in&, heated air will (e directed to the "our
heater outlets (ehind the instrument panel
CABIN HEAT FIREWALL SHUTOFF KNOB
! push-pull shuto"" )no(, la(elled C!B+7 H:!T 0+3:C!,, *HAT@00, DA,, @00, is located on
the lower right side o" the pedestal Chen pulled out, the )no( actuates two "irewall shuto"" )no(s to
the o"" position @ne in the (leed-air supply line to the ca(in heating system and the other in the ca(in
return air line This )no( should normally (e pushed in unless a "ire is suspected in the engine
compartment
=o not place this )no( in the @00 position when the mi2ing air control is in the G3= position This
will result in a compressor stall at low power settings when the compressor (leed valve is open The
engine must (e shut down to relieve (ac) pressure on the valves prior to opening the valves
14 OXYGEN OXYGEN
@2ygen is supplied (y a 11?91 cu(ic "oot capacity o2ygen cylinder located in the "uselage tail cone
The o2ygen is under a pressure o" 1810 psi Below 200 psi "low rates are not predicta(le
1$
Cylinder pressure is reduced to $0 psi (y pressure regulator attached to the cylinder ! shuto"" valve
"orms part o" the regulator assem(ly !n altitude compensating regulator, located (etween the
pressure regulator and the o2ygen supply lines, varies the "low o" o2ygen
Dartial re-(reathing type o2ygen mas)s are equipped with vinyl plastic hoses and "low indicators
Hoses are high-"low type and colour coded with a (lue (and ad.acent to the plug-in "itting
*huto"" valves are located in the overhead consul The valve shuts o"" the supply when supply not in
use +t is mechanically connected to the shuto"" valve on the cylinder
15 INSTRUMENTS
PITOT'STATIC SYSTEM
The pitot-static system supplies ram air pressure to the airspeed indicator and static pressure to
airspeed indicator, vertical speed indicator and altimeter The system is composed o" a heated pitot-
static tu(e mounted on the leading edge o" the le"t wing, a static pressure alternate source valve
located (elow the de-ice;anti-ice switch panel, a drain valve located on the le"t sidewall (eneath the
instrument panel, an airspeed pressure switch located (ehind the instrument panel and associated
plum(ing
The pitot-static heat system consists o" a heating element in the pitot-static tu(e, a two position
toggle switch, la(elled D+T@T;*T!T+C H:!T and a 4pull-o""5 type circuit (rea)er Chen the switch
is turned on, the element in the pitot-static tu(e is heated electrically to maintain proper operation in
possi(le icing conditions
! static alternate source is installed (elow the de-ice;anti-ice switch panel and can (e used i" the
static source is mal"unctioning This valve supplies static pressure "rom inside the ca(in instead o"
"rom the pitot-static tu(e +" erroneous instrument readings are suspected due to water or ice in the
pressure line to the static pressure source, the alternate source valve should (e pulled onThe
pressure inside the ca(in will vary with vents open or closed Ca(in static is usually lowerG causing
instruments to overread
! drain valve is located on the ca(in sidewall (elow the instrument panel The valve is used to drain
suspected moisture in the system (y li"ting the drain valve lever to the @D:7 position The valve
must (e returned to the C,@*:= position prior to "light
!n airspeed pressure switch in the pitot- static system is used to actuate an airspeed warning horn
The horn is located (ehind the headliner in the area a(ove the pilot +t sounds when the airspeed
e2ceeds 1$1 8+!* ! warning will also (e heard in the pilot>s headset
! second, independent pitot-static system is included "or the right "light instrument panel
"ACUUM SYSTEM
! vacuum system provides the suction necessary to operate the le"t hand attitude indicator and the
right hand directional indicator Eacuum is o(tained (y passing regulated compressor outlet (leed air
through a vacuum e.ector Bleed air "lowing through an ori"ice in the e.ector creates the suction to
18
operate the instruments The vacuum system consists o" the (leed air pressure regulator, a vacuum
e.ector on the "orward le"t side o" the "irewall, a vacuum relie" valve and vacuum system air "ilter,
vacuum operated instruments, a suction gage and a vacuum-low warning annunciator
SUCTION GAGE
The suction gage is cali(rated in inches o" mercury The desired suction ranges are '1 to 11 up to
11 000 "eet, '0 to 11 "rom 11 000 to 20 000 "eet, #1 to 11 "rom 20 000 to 21 000 "eet The 118,
208, 218 and #08 mar)ings at the appropriate step locations indicate the altitude at which the lower
limit o" that arc segment is accepta(le
! suction reading out o" these ranges may indicate a system mal"unction or improper ad.ustment +n
this case, the attitude and directional indicators should not (e considered relia(le
"ACUUM'LOW WARNING ANNUNCIATOR
! red E!CAA- ,@C warning annunciator will illuminate when the suction is (elow #0 in Hg
ELECTRICALLY'OPERATED GYROS
The right hand hori6ontal situation indicator and the le"t hand directional indicator have electrically
operated gyros These instruments are energised anytime the (attery switch is @7 and the circuit
(rea)ers are in +" ta)eo"" is soon a"ter engine start, cage the gyro immediately a"ter start (y pulling
the )no( "or appro2imately 1 seconds (e"ore releasing it +" time (etween start and ta)eo"" is 10
minutes or more, allow the gyro to run as caging is not necessary
16 ICE AND RAIN
PROTECTION
The "light into )nown icing equipment includes the "ollowing/
Dneumatic de-icing (oots on the wings, wing struts, hori6ontal and vertical sta(iliser leading
edges
:lectrically heated propeller (lade anti-ice (oots
! detacha(le electric windshield anti-ice panel
! pitot-static heat system and heated stall warning system
!n ice detector light
:ngine inertial separator
PNEUMATIC DE'ICE BOOTS
The system components include a pressure line which leads "rom the engine (leed-air system
pressure regulator to the vacuum e.ector, three "low control valves and pressure switches, a timer, a
system switch and circuit (rea)er, an annunciator and supply lines and pneumatically operated
sur"ace de-ice (oots
19
Boots e2pand and contract using pressure "rom the engine (leed-air system to the "low control
valves 7ormally the "low control valves are open to create a vacuum to hold the (oots against the
leading edge sur"aces Chen a de-icing cycle is initiated, the control valves are closed in order to
remove the vacuum and allow the pressure to in"late the (oots
Chen the switch is held in the !AT@ %upper& position and released one de-ice cycle will (e
activated The switch is o"" when placed in the middle position Boots in"late according to the
"ollowing sequence/
Hori6ontal and vertical sta(ili6er (oots
+n(oard wing
@ut(oard wing and wing strut (oots
The total time required is 18 seconds and each sequence lasts ? seconds +n the event o" a
mal"unction o" the timer, causing erratic operation o" a sequence o" a cycle, the switch can (e held
momentary in -!7A!, %lower& position This results in simultaneous in"lation o" all the (oots The
system can (e stopped %de"lating the (oots& (y pulling the circuit (rea)er la(elled =:-+C: B@@T
The pressure indicator annunciator illuminates within # seconds a"ter initiating a cycle and remains
on # additional seconds to the end o" the "irst sequence Through each o" the remaining two
sequences o" the cycle, the annunciator will remain o"" during pressure (uild-up "or a(out # seconds
and then illuminate "or a(out # seconds Chen illuminated the pressure in the (oot is a(out 11 psi
The a(sence o" illumination during any one o" the three sequences o" a cycle indicates insu""icient
pressure "or proper (oot in"lation and e""ective de-icing a(ility
+n rime ice conditions wait until appro2imately 1;2 to #;' inch o" ice has accumulated +n clear ice
conditions wait until appro2imately 1;' to #;8 inch o" ice has accumulated This procedure is
recommended due to the high drag penalties associated with clear ice shapes =o not cycle the (oots
during the approach and landing since in"lation may increase the stall speeds (y much as 10 )ts =o
not use more than 20< "laps with heavy ice accumulations on the hori6ontal sta(ili6er leading edge
PROPELLER ANTI'ICE BOOTS
The system is operated (y a three-position toggle switch la(elled D3@D +n the !AT@ position
electric current "lows to an anti-ice timer which cycles the current simultaneously to the heating
elements in the anti-ice (oots on the three propeller (lades in intervals o" 90 seconds on and 90
seconds o""
The -!7A!, position can (e used in the event o" "ailure o" the anti-ice timer The switch can (e
held in the -!7A!, position to achieve emergency propeller anti-icing Hold the switch in the
lower position "or 90 seconds
The operation can (e monitored on the ammeter la(elled D3@D !7T+-+C: !-D* The ammeter
should indicate 20 to 2' amps !n oil-operated pressure switch installed in the electrical circuit
prevents the anti-ice system "rom (eing turned on without the engine running ! "ailure o" this switch
will (e undetected unless the ammeter is monitored continuously The D3@D !7T+-+C: C@7T
?0
circuit (rea)er protects the control circuit The D3@D !7T+-+C: circuit (rea)er protects the heater
circuit
WINDSHIELD ANTI'ICE PANEL
! detacha(le, electrically heated windshield anti-ice panel can (e mounted to the (ase o" the pilotIs
windshield utilising a spring-loaded quic)-release pin Cindshield anti-icing is controlled (y a three-
position toggle switch la(elled C;* +n the !AT@ position electric current regulated (y a controller
"lows to the anti-ice panel +n the event o" mal"unction in the system controller circuitry, the switch
can (e held in the -!7A!, position to achieve windshield anti-icing
ICE DETECTOR LIGHT ICE DETECTOR LIGHT
!n ice detector light is "lush mounted near the upper le"t corner o" the windshield The switch is
spring-loaded to the o"" position and must (e held in the @7 position to illuminate the light
17 AUTOFLIGHT SYSTEM AND
A#IONICS
THE KFC'15 AUTOPILOT SYSTEM
The 110 !0C* is certi"ied as a 2 a2is autopilot control system ! third a2is autopilot control "or yaw
is availa(le as an option The system incorporates an electric pitch trim system which provides
autotrim during autopilot operation and manual electric trim "or the pilot Trim "aults are visually and
aurally annunciated ! loc)out device prevents autopilot engagement until the system has (een
success"ully pre"light tested
?1
The "ollowing conditions will cause the autopilot to automatically disengage/
:lectrical power "ailure
+nternal "light control system "ailure
! loss o" a valid compass signal %H=G "lag& when a mode using heading in"ormation is engaged
Cith the H=G "lag present the autopilot may (e reengaged in the (asic wings-level mode with
any vertical mode
3oll rates in e2cess o" 1'< per second e2cept when the CC* switch is held depressed
Ditch rates in e2cess o" ?< per second e2cept when the CC* (utton is held depressed
!ctuating the manual electric trim
DEFINITIONS AND TERMS
A# AUTOPILOT
This autopilot system incorporates electrically-driven actuators that "ly the aircra"t (y moving
the control sur"aces which are the ailerons, rudder %when optional yaw damper is installed&,
elevators and the elevator trim
B# FLIGHT DIRECTOR
The "light director system incorporates a panel-mounted computer that calculates intercept
angles and displays them to the pilot as pitch and steering recommendations on the 0light
Command +ndicator %0C+& The recommended pitch and steering display serves as a reminder
to the pilot as to which way he should "ly the aircra"t to get the desired results o" his mode
selector input
The "light director may (e used with the autopilot engaged or disengaged +n the latter case,
the pilot manually "lies the aircra"t to satis"y the command (ar on the 0C+ which is positioned
(y the computer rather than allowing the autopilot to satis"y the computed commands
The autopilot can only (e coupled to the 7!E 1 receiver
The "light director %0=& mode must (e selected (e"ore the autopilot engage mode %!D
:7G& can (e selected
The !E+@7+C* D@C:3 Q1 switch supplies power to the autopilot and :,:E T3+-
circuit (rea)ers
THE AUTOPILOT AND FLIGHT DIRECTOR COMPUTER
A# YAW DAMPER (YD)
+lluminates when the yaw damper %optional& is engaged
B# MODE ANNUNCIATORS (FD0 ALT0 HDG0 NA"0 APR 123 BC)
+lluminate when a mode is selected (y the corresponding mode selector (utton
C# GLIDE SLOPE (GS) ANNUNCIATOR
?2
+lluminates continuously when the autopilot is coupled to the glide slope signal The GC
annunciator will "lash i" the glide slope signal is lost %G* "lag in C=+& The autopilot reverts
to pitch hold operation +" a valid glide slope signal returns within ? seconds, the autopilot
will automatically recouple in the G* mode +" the valid signal does not return within ?
seconds, the autopilot will remain in pitch attitude hold until such time that a valid glide slope
returns and the aircra"t passes through the glide slope !t that point, G* couple will re-occur
D# TRIM WARNING LIGHT (TRIM)
+lluminates continuously whenever trim power is not on or the system has not (een
pre"light tested The T3+- warning light illuminates and an audi(le warning will sound
whenever a trim "ault is detected The autotrim system is monitored "or the "ollowing
"ailures/
Trim servo running without a command
Trim servo not running when commanded to
Trim servo running in the wrong direction
E# AUTOPILOT (AP) ANNUNCIATOR
+lluminates continuously when the autopilot is engaged 0lashes 12 times whenever the
autopilot is disengaged %an aural alert will sound "or 2 seconds&
F# AUTOPILOT ENGAGE (AP ENG) BUTTON
Chen pushed, engages the autopilot when all logic conditions are met
G# PREFLIGHT TEST (TEST) BUTTON
Chen momentarily pushed, initiates pre"light test sequence which/
!utomatically turns on all lights
Tests the roll and pitch rate monitors
Tests the autotrim "ault monitor
Chec)s the manual trim drive voltage
Tests all autopilot valid and dump logic
+" the pre"light is success"ully passed, the !D annunciator light will "lash "or ?
seconds %an aural tone will also sound simultaneously with the annunciator "lashes&
The autopilot cannot (e engaged until the autopilot pre"light test are success"ully
passed
H# BACK COURSE APPROACH (BC) MODE SELECTOR BUTTON
Chen pushed, selects Bac) Course !pproach mode This mode "unctions identically to
the approach mode e2cept that response to the ,@C signals is reversed Glide slope
coupling is inhi(ited
?#
I# APPROACH (APR) MODE SELECTOR BUTTON
Chen pushed, selects !pproach mode This mode provides all angle intercept,
automatic (eam capture and trac)ing o" E@3, 37!E or ,@C signals plus glide slope
coupling in case o" an +,* The trac)ing gain o" the !D3 is greater than the gain in
7!E mode The !D3 annunciator will "lash until the automatic capture sequence is
initiated @n the 3emote -ode !nnunciator, !D3 !3- will annunciate until the
automatic capture sequence is initiated !t (eam capture, !D3 CD,= will annunciate
4# NA"IGATION (NA") MODE SELECTOR BUTTON
Chen pushed, selects 7!E mode This mode provides all angle intercept %with H*+&,
automatic (eam capture and trac)ing o" E@3, 37!E or ,@C The 7!E annunciator
will "lash until the automatic capture sequence is initiated @n the 3emote -ode
!nnunciator, 7!E !3- will annunciate until the automatic capture sequence is
initiated !t (eam capture, 7!E CD,= will annunciate
K# HEADING (HDG) MODE SELECTOR BUTTON
Chen pushed, selects the heading mode which commands the aircra"t to turn to and
maintain the heading selected (y the heading (ug on the H*+ ! new heading may (e
selected at any time and will result in the aircra"t turning to the new heading with a
ma2imum (an) angle o" a(out 20< *electing H=G mode will cancel 7!E, !D3 or BC
trac) modes
L# ALTITUDE HOLD (ALT) MODE SELECTOR BUTTON
Chen pushed, selects altitude hold mode which commands the aircra"t to maintain the
pressure altitude e2isting at the moment o" selection :ngagement may (e accomplished
in the clim(, cruise or descent +n the !D3 mode, altitude hold will automatically
disengage when the glide slope is captured
M# FLIGHT DIRECTOR (FD) MODE SELECTOR BUTTON
Chen pushed, selects the "light director mode, (ringing the command (ar in view on
the !+ and will command wings-level and pitch attitude hold The 0= must (e selected
prior to autopilot engagement
N# "ERTICAL TRIM CONTROL
! spring-loaded-to-center roc)er switch will provide up or down pitch command
changes Chile in !,T, will ad.ust altitude at a rate o" 100 "pm Chen not in !,T, will
ad.ust pitch attitude at a rate o" 0$ deg;sec Cill cancel G* couple The aircra"t must
pass through the glide slope again to allow G* recouple
O# YAW DAMPER SWITCH
-ay (e used to engage the yaw damper independent o" the autopilot
P# CONTROL WHEEL STEERING BUTTON
?'
Chen depressed, allows the pilot to manually control the aircra"t %disengages the pitch
and roll servos& without cancellation o" any o" the selected modes Cill engage the
"light director i" not previously engaged !utomatically synchronises the "light
director;autopilot to the pitch attitude present when the CC* switch is released or to
the present pressure altitude when in !,T hold mode Cill cancel G* couple The
aircra"t must pass through the glide slope again to allow G* recouple
$# MANUAL ELECTRIC TRIM CONTROL SWITCHES
The le"t hal" o" the switch provides power to engage the trim servo clutch The right
hal" controls the direction o" motion o" the trim servomotor +n order to operate the
electric trim, (oth switches must (e selected simultaneously Chen the autopilot is
engaged, operation o" the electric trim will automatically disconnect the autopilot
R# AUTOPILOT DISCONNECT+TRIM INTERRUPT (A+P DISC+TRIM INTER)
SWITCH
Chen depressed will disengage the autopilot and yaw damper and cancel all operating
"light director modes Chen depressed and held, will do all a(ove and also interrupt all
trim power %stops trim motion&, disengage the autopilot and yaw damper and cancel all
operating "light director modes
BEFORE TAKEOFF RELIABILITY TESTS
1 Gyros -- !llow # R ' minutes "or gyros to come up to speed
2 !E+@7+C* D@C:3 1 *witch -- @7
# D3:0,+GHT T:*T BATT@7 -- D3:** and @B*:3E:
a !ll annunciator lights on
( T3+- annunciator "lashing
c !"ter appro2imately 1 seconds, all annunciator lights o"" e2cept the !D light,
which will "lash appro2imately 12 times and then remain o""
+" the T3+- warning light stays on, the autotrim did not pass the pre"light test The
autopilot circuit (rea)er should (e pulled !utopilot and manual electric trim will (e
inoperative
' -anual :lectric Trim -- T:*T as "ollows/
a !ctuate the le"t side split switch unit to the "ore and a"t positions The trim
wheel should not move 3otate the trim wheel manually against the engaged
clutch to chec) "or override capa(ility
( !ctuate the right side split switch unit to the "ore and a"t positions The trim
wheel should not move and normal trim wheel "orce is required to move it
manually
c Dress the !;D =+*C;T3+- +7T:3 switch down and hold The electric trim
should not operate
?1
1 0light =irector -- :7G!G: (y pressing the 0= or CC* (utton
? !utopilot -- :7G!G: (y pressing the !D :7G (utton
$ 0light Controls -- -@E: "ore, a"t, le"t and right to veri"y that the autopilot can (e
overpowered
8 !;D =+*C;T3+- Button -- D3:** Eeri"y that the autopilot disconnects and all "light
director modes are cancelled
9 T3+- -- *:T "or ta)eo""
AUTOPILOT LIMITATIONS
=uring autopilot operation, a pilot with seat (elt "astened must (e seated in the le"t seat
The autopilot and yaw damper must (e @00 during ta)eo"" and landing
The system is approved "or Cat + +,* conditions only -- !pproach -ode *elected
The autopilot must (e disconnected at 200 "eet !G,
The autopilot must (e @00 during use o" stand(y "lap system
+n accordance with 0!! recommendation, use o" (asic pitch attitude hold mode is
recommended during operation in severe tur(ulence
MA!IMUM ALTITUDE LOSS DUE TO MALFUNCTION
Cruise, Clim( and =escent 100 "t
-aneuvering 100 "t
!pproach 100 "t
ATTITUDE INDICATOR
COMMAND BAR
=isplays computed steering commands re"erenced to the sym(olic aircra"t The command (ar is
visi(le only when the 0= is selected The command (ar is visi(le only when the 0= mode is
selected The command (ar will (e (iased out o" view whenever the system is invalid or a "light
director mode is not selected
FCI SYMBOLIC AIRCRAFT
??
The aircra"t pitch and roll attitude is displayed (y the relationship (etween the "i2ed sym(olic
aircra"t and the movea(le (ac)ground =uring "light director operation, the sym(olic aircra"t is
"lown to align it with the command (ar to satis"y the "light director commands
HORI5ONTAL SITUATION INDICATOR
The H*+ provides a pictorial presentation o" the aircra"t deviation relative to E@3 radials or
locali6er (eams +t also displays glide slope deviations and gives heading re"erence with respect
to magnetic north The gyro is driven electrically
NA" FLAG
The "lag is in view when the 7!E receiver signal in inadequate Chen a 7!E "lag is present in
the H*+, the autopilot operation is not a""ected The pilot must monitor the navigation indicator
"or a 7!E "lag to ensure that the autopilot and;or "light director are trac)ing valid navigation
in"ormation
LUBBER LINE
+ndicates aircra"t magnetic heading on the compass card
HEADING WARNING FLAG (HDG)
Chen the "lag is in view, heading display is invalid +" a H=G "lag appears and a lateral mode
%H=G, 7!E or !DD& is selected, the autopilot will (e disengaged The autopilot may (e re-
engaged in the (asic wings-level mode along with any vertical mode The CC* switch would
(e used to manually maneuver the aircra"t laterally
COURSE BEARING POINTER
+ndicates the selected E@3 course or locali6er course on the compass card The selected E@3
radial or locali6er course remains set on the compass card when the compass card rotates
TO+FROM FLAG INDICATOR
+ndicates direction o" the E@3 station relative to the selected course
DUAL GLIDE SLOPE POINTERS
+ndicates the glide slope scale aircra"t displacement "rom the glide slope (eam center Glide
slope pointers in view indicate a usa(le glide slope signal is (eing received
GLIDE SLOPE SCALES
+ndicates displacement "rom the glide slope (eam center ! glide slope deviation (ar
displacement o" 2 dots represents a "ull scale de"lection %0,$ degree& deviation a(ove or (elow
glide slope (eam centerline
?$
COURSE DE"IATION BAR
The center position o" the omni (earing pointer moves laterally to pictorially indicate the
relationship o" the aircra"t to the selected course +t indicates degrees o" angular displacement
"rom E@3 radials or displacement in nautical miles "rom 37!E courses
COURSE DE"IATION SCALE
! course deviation (ar displacement o" 1 dots represents "ull scale %E@3 S 10 degrees,
,@C S 2O degrees, 37!E S 1 nm&
HEADING BUG
-oved (y the heading selector )no( to select the desired heading
SLA"ING AND ACCESSORY AND COMPENSATOR UNIT
This unit controls the compass system
MANUAL+AUTOMATIC (FREE+SLA"E) COMPASS SLA"E SWITCH
*elects either the manual or automatic slaving mode "or the compass system
CW+CCW COMPASS MANUAL SLA"E SWITCH
Cith the switch in the 03:: position, allows manual compass card slaving in cloc)wise or
countercloc)wise position The switch is spring loaded to the center position
SLA"ING METER
+ndicates the di""erence (etween the displayed heading and magnetic heading Ap de"lection
indicates a cloc)wise error o" the compass card
WEATHER RADAR
The Ceather 3adar *ystem consists o" a wing pod mounted receiver-transmitter and antenna
and a panel mounted radar indicator
OPERATING CONTROLS AND INDICATORS
A# FUNCTION SELECTOR SWITCH
?8
The "unction selector switch controls application o" power and selects mode o"
operating "or transmitting, testing, and warm-up *witch positions are as "ollows/
OFF Drimary power is removed "rom the system
SBY %*tand(y& !"ter #0 seconds in this mode, places the system in
operational ready status Ase during warm-up and in-"light periods when
the system is not in use The word *TBF is displayed in the lower le"t
corner
TST %Test& *elects test "unction to determine the operational ready
status ! test pattern is displayed 7o transmission is possi(le The word
T:*T is displayed in the lower le"t corner
ON *elects the position "or normal operation Commences radar
transmission =e"aults to CK mode and 80 nm range CK will (e
displayed in the lower le"t corner and 80 will (e displayed .ust a(ove the
right end o" the top concentric range mar)
B# ANTENNA TILT CONTROL
The tilt control ad.usts the antenna to move the radar (eam up to T11 degrees a(ove
the hori6ontal or to a ma2imum o" -11 degrees (elow the hori6ontal position The
hori6ontal position is indicated as 6ero degrees on the control The tilt angle selected is
displayed in the upper right corner o" the indicator
C# STABILISATION (STAB) PUSHBUTTON
Chen pushed in, sta(ilisation is disa(led The words 4*T!B @005 will "lash on and o""
in the upper le"t corner Chen in out position, the antenna sta(ilisation is restored This
"eature )eeps the antenna a6imuth parallel to the ground, independent o" aircra"t
attitude The antenna compensates "or up to L 21< o" aircra"t pitch and roll
D# GAIN CONTROL
Dermits ad.usting the radar receiver gain in the terrain -!D mode only +n the test
"unction as well as in all weather modes the receiver gain is preset
E# MAP (GROUND MAPPING) PUSHBUTTON
*elects ground mapping when pressed Chen -!D mode is selected, the word -!D is
displayed in the lower le"t corner G!+7 control (ecomes an operator "unction -anual
G!+7 control is important in o(taining a de"initive presentation during varying
topographic conditions Drominent terrain "eatures are presented in green, yellow and
red -agenta is not used
F# W6A (WEATHER ALERT) PUSHBUTTON
*elects weather alert mode when selected C2! is displayed in the lower le"t corner o"
the screen *torm cells are displayed in up to "our colours depending on level o"
?9
intensity Green, yellow, red and magenta -agenta area o" storm "lashes (etween
magenta and (lac) to indicate strong storm cell
G# W6 (WEAHER) PUSHBUTTON
*elects weather mode when selected C2 is displayed in the lower le"t corner o" the
screen @peration "or the C2 mode is the same as the C2! e2cept the areas o" strong
rain"all appear as a steady magenta colour and will not "lash (etween magenta and (lac)
as it does in C2! mode
SAFETY PRECAUTIONS
=o not turn on or operate within 11 "eet o" ground personnel or metal o(.ects
=o not turn on or operate during re"ueling operations
MARGIN OF A"OIDANCE
!void any cell (y 1 nm i" the temperature is a(ove "ree6ing and (y 10 nm i" (elow "ree6ing
Chen penetrating an area o" storms and passing (etween two cells, a minimum corridor o"
10 to 20 nm is required
+" the radar return is very intense with hoo)s and scallops, increase this distance
accordingly
!void (y 10 nm or any cell that is changing shape rapidly
7ever "ly under an overhang "rom a mature cumulonim(us cloud
E!TENDING LIFE OF THE MAGNETRON
The system is designed so that "ull operation is possi(le #0 seconds a"ter turn on
The pilot may choose to leave the "unction switch in @00 rather than *BF i" no signi"icant
weather is in the immediate area
TURN'OFF PROCEDURE
!lways turn the indicator to *BF or @00 (e"ore turning the avionics master switch o""
The system will power-down in a(out 1 seconds a"ter switched to the @00 position, to
allow time "or the antenna to move to the down position
18 LIMITATIONS
$0
AIRSPEED
-!K+-A- @D:3!T+7G *D::= %Emo) 1$1 8+!*
-!7@:AE3+7G *D::= %Ea&
8$10 ,B* 1'8 8+!*
$100 ,B* 1#$ 8+!*
?210 ,B* 121 8+!*
1000 ,B* 112 8+!*
-!K+-A- 0,!D :KT:7=:= *D::= %E"e&
@< T@ 10< 0,!D* 1$1 8+!*
10< T@ 20< 0,!D* 110 8+!*
20< T@ #0< 0,!D* 121 8+!*
ENGINE START CYCLE
A*+7G TH: !+3D,!7: B!TT:3F #0 seconds @7 - ?0 seconds @00#
#0 seconds @7 - ?0 seconds @00
#0 seconds @7 - #0 7-28/9: @00
A*+7G :KT:37!, D@C:3 20 seconds @7 - 120 seconds @00
20 seconds @7 - 120 seconds @00
20 seconds @7 - ?0 7-28/9: @00
POWER PLANT (PT6A'114A)
-+7+-A- 7g 0@3 *T!3T+7G 12B %pre"era(ly 18B&
:-:3G:7CF !+3*T!3T 7g -inimum 10B
3+*: +7 +TT !7= 7g 0@3 *T!3T -a2imum 10 seconds
B!TT:3F *T!3T E@,T* 2' volts minimum
!AK+,+!3F D@C:3 *T!3T E@,T* 20 volts minimum
!AK+,+!3F D@C:3 A7+T C!D!C+TF 800 to 1$00 !mp
POWER
SETTING
TOR$UE
FT'LBS
MA!IMUM
ITT ;C
GAS
GENERATOR
RPM & N%
PROPELLER
RPM
T!8:@00 18?1 801 101? 1900
$1
-!K+-A- C,+-B 18?1 $?1 101? 1900
-!K+-A- C3A+*: 18?1 $'0 101? 1900
+=,: ---- ?81 12 %-+7& ----
-!K+-A- 3:E:3*: U 18?1 801 101? 1821
T3!7*+:7T UU 2200 810 102? 2090
*T!3T+7G ---- 1090 ---- ----
-!K+-A-
C@7T+7A@A*
18?1 801 101? 1900
U 3everse power operation is time limited to <29 7-28/9
UU These values are limited to 2 :9=<23:
OPERATING ALTITUDES
7@7-+C+7G C@7=+T+@7* 21 000 "t
+C+7G C@7=+T+@7* 20 000 "t
C@7=+T+@7* C+TH !7F +C+7G 20 000 "t
+C: @7 TH: !+303!-:
WEIGHTS
-!K+-A- 3!-D C:+GHT 8$81 l(s
-!K+-A- T!8:@00 C:+GHT 8$10 l(s
-!K+-A- ,!7=+7G C:+GHT 8100 l(s
87@C7 +C+7G @D:3!T+@7 8110 l(s
0@3C!3= C!3G@ H@,= 2#0 l(s
C:7T3: C!3G@ H@,= #10 l(s
!0T C!3G@ H@,= 2$0 l(s
!0T C!3G@ H@,= 280 l(s
FLIGHT LOAD FACTOR LIMITS
0,!D* AD T#8g, -112g
$2
0,!D* =@C7 T2'g
FUEL LIMITATIONS
T@T!, 0A:, 22'' l(s
T@T!, A7A*!B,: 20 l(s
T@T!, A*!B,: 222' l(s
-!K+-A- +-B!,!7C: 200 l(s
-!K 0A,, 3A==:3 *+=:*,+D =A3!T+@7
# minutes %due to possi(le "uel starvation&Cith low "uel reserves %0A:, ,@C annunciator @7&,
continuous uncoordinated "light with more than one quarter 4(all5 out o" centre position is
prohi(ited Anusa(le "uel quantity increases when more severe sideslip is maintained
A*: @0 !EG!*
The use o" avgas is restricted to emergency use and shall not (e used "or more than 110 hours in
one overhaul period ! mi2ture o" one part avgas and three parts o" Net !, Net !-1, ND-1 or ND-1
may (e used "or emergency purposes "or a ma2imum o" '10 hours per overhaul period !vgas
contains tetraethyl lead %T:,& to increase its critical temperature and pressure Chen mi2ed with
.et "uel, the result is that the lead ends up stic)ing to the tur(ine (lades and vanes
MINIMUM OIL $UANTITY
0ill to 1O quarts o" -!K H@T or -!K C@,= position on dipstic)
$#