- below 500 ft/lbs – Feather Valve opens, oil dumped from propeller dome ⇒ prop feathers.

Prop Levers → Feather, same result – opens Feather Valse

**TEST – bypasses 90% N1 for lower power settings

SYNCROPHASER
- Max range - 25 rpm. Increases speed of slower propeller.
- Magnetic pick ups - sense rpm of each propeller, Uneven rpm = different pulse rate
- Signal sent to a torque motor ⇒ increases speed of the slower propeller.

Red Arcs on gauge avoided by setting TAXI with prop levers. & 1200 rpm min governor.

26/3/07 21
26/3/07 22
26/3/07 23
Fire Protection

LOOP DETECTION SYSTEM

- 2 Loops 1 control amplifier
- Wiring , coated in eutectic salt, looped around engine hotspots.
- FIRE - eutectic salt melts, decreasing the resistance of the wiring, T handle - FIRE PULL & Master Warning

EXTINGUISHERS
- 1 Ext in each side, charged with 2.10lbs of Halon.
- Single shot system
- Squib (small explosive charge) fired by electrical charge - hot bus.
- Located in wheel well - checked on pre-flight . Pressure @20ºC (OAT) = @360 psi.
(Bottles charged with dry Nitrogen- to discharge ext).
- 2 Nozzles - One -engine accessory area,
- Two - -exhaust area.
Cabin Extinguishers - 1x located under co-pilots seat
- 1x behind seat 10A.

FIRING SEQUENCE
1. Fire warning. FIRE PULL & Master Warning
2. Pull T-handle, to close the fire wall and Arm Ext
3. Lift cover on ext panel
4. Press EXT PUSH to discharge extinguisher

IF NO FIRE PULL ⇒ NO EXT PUSH because there’s no FIRE.

ENG FIRE TEST – EXT

Ensure that dual circuitary in fire ext pyrotechnic cartridges are ok.
- Test A: Both D & OK is good . If only D, Ext has been used. (Tests circuits to the squib & diaphragm)
- Test B : OK only is good. If D, Ext has been used. (continuity of firing system)

ENG FIRE TEST – DETECT

- 2 SW, 1 for each eng.
- Each SW, 3 Posit’n – spring loaded to centre. LOOP, OFF, AMP.
- LOOP - Checks loop continuity & wiring. Good test = FIRE LOOP
- AMP – checks amplifier & sensor unit. Good test = FIRE PULL. T-handles pulled on amp test - EXT PUSH on.

EXTINGUISHER PUSH
⇐ If Illuminated, T handle is pulled, Ext is armed.
- can test before start. Pull ‘T’ while on AMP test.

D OK

Electrical Smoke – usually Grey or Tan, and irritating to the nose & eye’s
Environmental Smoke – generally white, less irritating.

Lavatory 2 leadcap probes in toilet wastepaper basket melt to extinguish any heat in bin.

FERN - Toilet flush motor. If fire in LAVATORY SMOKE , Phase 1. FERN → OFF, stops pwr to toilet pump

If fire in cabin – consider increasing Cabin Alt – reduce oxygen avaibable for fuel to fire

26/3/07 24
Pneumatics

INSTRUMENT AIR = PNEUMATIC AIR

ENGINE BLEED AIR

- P3 bleed air (90-150 psi and about 350C )
- regulated to 18 psi by instrument air regulator / shutoff valve for instruments and environmental.
- Normal operating Press 18.5 psi (17.5 - 20) – Pressure relief @ 21psi.
- Bleed air control - co-pilots sub panel

- Bleed air lines - in close proximity to EVA (ethylene vinyl acetate) tubing.
-This tubing is pressurised by 18psi air from the pneumatic manifold.
- BL AIR FAIL. Pressure in EVA Tube has dropped below 18psi. Bleed air switch ⇒ ‘INSTR & EVIRON OFF’

1 - Pneumatic System
2 - Bleed air warning system
3 - Vacuum system – pressurisation, boot deflation
4 - Hydraulic reservoir pressurisation, positive pressure to Hyd Pump
5 - Hobbs meter
6 - Wing and tailplane (surface) de-ice

BLEED AIR VALVES. OPEN - EVIRON OFF - INSTR & EVIRON OFF
OPEN – All systems operating.
EVIRON OFF - Pneumatic valve open, Environment valves closed.
INSTR & EVIRON OFF - Pneumatic valve & Environment valves closed.

VACUUM AIR SOURCE

- From a bleed air vacuum ejector
- Regulated to 4.3 to 5.9 inches Hg
- Boot deflation & pressurization.

Pneumatic Shut-off - downstream of the pre-cooler - pwrd to the closed position ie fails open. Where ENVIRON Shut off fails
closed.
- Bleed air switch ⇒ ‘INSTR & EVIRON OFF’ .

26/3/07 25
ICE & RAIN PROTECTION

- The B190 has - Surface de-ice gear - 18psi pneumatic system

- Brake de-ice - 18psi pneumatic system
- Engine anti-ice – particle separator & Intake lip heat
- Pitot heat.
- Stall warning
- Windshield heat & wipers
- Propeller de-ice
- Alternate static
- fuel vent heat

Visible Moisture – Good to look at Windscreen wipers – dark area.

SURFACE DE-ICE
- Uses 18 psi bleed air
- Surface de-ice air - via de-ice distributor valve , inflates the appropriate de-ice boots.
- SINGLE (Auto) - Each area gets 6 seconds before moving to the next area. Occurs in the following sequence.
- 1) Outboard wings
- 2) All other surfaces - Inboard wings & Tail (Horizontal stabilizer / Tailets / Stabilons).
- 3) 12 seconds off
- back to 1)
- MANUAL - all boots to inflate at the same time for a single cycle. This could cause BL AIR FAIL momentarily.
- When not in SINGLE or MANUAL – vacuum applied to boots. Pull CB if boots remain inflated.
- Allow 25mm buildup before activation.
- Do not cycle de-ice boots when temp below -40C
- INBD WING DEICE / OUTBD WING DEICE / TAIL DEICE when each is inflated
- Wing Ice lights – ovhd panel.
- in elect failure – boots will remain deflated. If stuck inflated – pull out CB to deflate.

BRAKE DE-ICE – (Not on Eagle Aircraft)

- P3 air ⇒ Shut-Off Valve ⇒ Dist Manifold.
- ON - BRAKE DE-ICE ON. Max 12min after gear-up, auto timer cut-out. - BK DI OVHT - BRAKE DE-ICE ⇒ OFF.
- For BRAKE DE-ICE after auto timer cut-out – gear down & BRAKE DE-ICE ⇒ OFF ⇒ ON

ENGINE ANTI-ICE
1 - Heated Lips - heated via exhaust gases
2 - Inertial separators - For all ground Ops , in-flight when visible moisture and temp below +5ºC (+10 IOAC).
- Dual actuators - Main and Standby
-fails to extend within 30 seconds ENG ICE FAIL – disagree light. Immediate – no power. 30 sec delay – actuator
failed
- normal ext – L & R ENG ANIT-ICE

26/3/07 26
PITOT HEAT
- Both Pitot/Static tubes – elect heated thru 15 amp CB switch.
- PITOT HEAT if failed OR insufficient current drawn.
ALTERNATE STATIC heats vents below pitot/static tubes.
– Airspeed and Altitude – over read. Remember they are on the dangerous side.
- At 17000 and 11000, airspeed over-reads by @10-12 knots. Alt by @400ft.

STALL WARNING
- Constant Electric Heat around base of stall airflow vane. Squat switch restricts current flow on the ground.
- STALL HEAT – if not receiving enough power

WINDSHIELD HEAT
- No restrictions on use.
- Windshields laminated – 3 layers. Gold wires amongst middle layer. Temp sensors limit heat on windshield 90 - 110ºF
-NORMAL - Pwr to heat entire windshield.
- OFF
-HIGH - same pwr to 2/3 area, - raises temp faster.
- 223 kts max for effective heat.
- ON in-flight when visible moisture and temp below +5ºC (+10 IOAC).

WINDSHIELD WIPERS
- SLOW - FAST - PARK. – switch in overhead panel.
- never operate when windshield dry.
- No speed limitations on wiper use.
- Hold in PARK - wipers reset

PROPELLER DE-ICE. AUTO – OFF – MANUAL.

- Brush block / slip ring
- AUTO- system alternates sides every 90 seconds. Swapping side⇒ side until switched OFF.
- MANUAL - back up for auto system, Hold ⇒ manual - all propellers simultaneously heated.
- Normal de-ice indications on Prop De-ice Ammeter 26 - 32 amps.
- Gen load increases 10% x 2

OUT FLOW STATIC vents - rear of the aircraft, used for the outflow valves and pressurisation system. Not heated.

26/3/07 27
ENVIRONMENTAL SYSTEM

- P3 bleed air via air cycle machine - heat, cool, & pressurise the cabin,
- Vapour cycle, air conditioning system - additional cooling

Bleed Air Source

P3 air bled (350ºC / @ 150 psi) ⇒ precooler (behind the oil cooler) ⇒ pressure reg - 38psi ⇒ air cycle machine ⇒ Cabin.
Pre-cooler Thru / By-pass Valve’s operate together to maintain temp to ACM machine.

- Pressure vessel - pressurised, heated / cooled thru common ducts.

Gaspers – recirculated Cabin Air, or VCM Air (if operating)

AIR CYCLE MACHINE

- Inbd left wing.

1. Reg P3 air - heat exchanger, decrease temp.
⇓
2. Compressor , pressure & temperature increases
⇓
3. Heat exchangers & expansion turbine (motive for ACM compressor). Temp decreases
⇓
4. cool, high pressure air, released to cabin thru ejector - pressure drops rapidly -air is further cooled.
⇓
5. Cold ACM Air mixed with bypass bleed air to moderate temp ⇒ conditioned air ⇒ cabin
Cool ACM air ⇒ personal outlets – no bypass air applied.

If ACM failure – flapper valves stop depressurisation – Cabin will slowly depressurise.

26/3/07 28
VAPOUR CYCLE MACHINE - (VCM)
- right inboard wing . VCM ⇒ more efficient cooling.
- Air-conditioning compressor - Right engine driven - compresses gaseous Freon ⇒ high temperature, high press gas.
Condensing coil & blowers remove excess heat. Gas ⇒ liquid. (high pressure / low temp liquid) ⇒ passes thru expansion
valve
(⇓ pressure & temp) ⇒ EVAPORATER – Liquid Freon absorbs latent heat from Cabin Air as it passes over, being cooled. ,
Freon changes back Gas ⇒ Gas. ⇒VCM Compressor

- vapour cycle machine operates if.

- Outside air temperature is above +10ºC
- Right engine is above 62% N1 (electro magnetic clutch disengages VCM if the N1 drops below 60-62%)
- ACM bypass valve – fully closed – Max cooling..
- Evaporator Blower - boosts the cooling capacity. Main drag brace switch – keeps heat dissipating on the ground.
- Ventilation blower - recirculated cabin air ⇒ cold EVAPORATER coils ⇒ into the cabin air distribution.
- Blowers can operate without engines running to circulate air. Thru Gaspers.
- Once started, VCM continues until ACM Bypass – fully open– max heat.

26/3/07 29
-ENVIRON – AUTO – MAN – MAN COOL
- AUTO, temperature sensor - cabin roof abeam row 6 – regulates temp. - generates voltage with temp. Cabin voltage
compared with rheostat voltage ⇒ power applied to open / close ACM bypass Valve, & start VCM if ACM bypass Valve is
fully closed.
- MAN, temp. control Valve’s - manually powered via the ⇑ / ⇓ switch. – (ACM Bypass - 30sec from full open ⇒ full closed).
- MAN COOL, vapor cycle air on continuously, regardless of ACM bypass - if OAT is above 10ºC & R eng is 62% N1 or
greater
- OFF – bypass / thru valves stay where they are.
- TEST – test signal to Temp & Press switches - ENVIR FAIL - Temp & Press Limits busted. ENVIR OFF – All ENVIR valves
closed.

BLEED AIR. OPEN – ENVIRON OFF – INST & ENVIRON OFF

OPEN - pneumatic & environ valves are open
ENVIRON OFF - pneumatic valve’s - open, environ valve’s - closed ie no heating or pressurisation
INST & ENVIRON OFF - both pneumatic & environment valve’s are closed.

BLOWERS. HIGH - OFF – AUTO (under floor)

AUTO - blower runs low speed - if ‘cab temp mode’ isn’t OFF
HIGH - blower will run high, independently of ‘ENV’ mode switch position

L/R ENVIR FAIL -is due to over-temp or over-pressure. Must reset bleed air controls Phase 1’s -ON ⇒ OFF ⇒ ON.
If ENVIR FAIL not extinguish - ENVIRON ⇒ OFF, monitor gauges. ⇒ ENVIR OFF

If 500ºF after pre-cooler – auto close all bypass / thru valves. Should get L/R ENVIR FAIL & ENVIR OFF on affected side.

Cabin / Cockpit Air Control ( pull to open) – further out = more to cockpit.

Cabin pressurisation control switch in the ‘DUMP’ position, ram air ventilation is available.

26/3/07 30
Pressurisation

- Max cabin diff - 5.1 psi (Relief @ 5.25psi)

- Inlet air, thru ACM – BLEED AIR VALVES ⇒ OPEN. Rate air enters thru floor Vents - not controlled.

- ENVIRON Valves fail closed – no more bleed air – cabin pressure leaks down.

Refer to page 12-4 of GCN for detailed description.

- 2 x Outflow valves: - rear pressure bulkhead, control rate of air leaving the aircraft.
- spring holds closed - Vacuum press opens
Controller- Regulates vacuum applied to outflow valves giving - required cabin alt
- Preset solenoid (Left Squat switch) : Prevents vacuum to controller unit until aircraft is flying.
- Failure of preset solenoid – Aircraft thinks it is still on ground – no presurisation
- TEST will confirm preset solenoid failure – cabin pressurises.
To continue flight – could pull CB.
- DUMP solenoid – allows more vacuum , fully opens outflow valve.

Provide - Modulation of Airflow.

- Negative pressure relief - ambient press opens outflow valve.
- Max differential relief – 5.25psi opens valve (safety valve on top of outflow valve)
- Dumping cabin air
- Outflow valves fail to dump position. Leading to depressurization after a total Elect failure.

- If cabin is leaking down – elect failure could’ve occurred – check bleed air controls &CB’s

- Causes of problems
- stuck preset solenoid
- cracked pressure controller
- Diaphragh failure in press controller
- Disconnected or leaky plumbing
- Failed outflow valve

Control Switch – regulates vacuum to outflow valve

DUMP - PRESS - TEST. Normally PRESS. Spring loaded – PRESS

Can maintain sea level cabin press to 11000’ @ 5.1psid

26/3/07 31
Hold to ⇒ TEST - isolates preset solenoid, closing outflow Valve, allowing A/C to pressurise on the ground – fools A/C
system.
Lever locked ⇒ DUMP - applies pwr ⇒ Valve vacuum line solenoid, opening both Valve’s in flight.

CABIN ALT HI- Cabin Alt reaches 9500 – 10000ft

CABIN DIFF HI - Cabin Diff exceeds 5.1 psi. BLEED AIR VALVES ⇒ ENVIRON OFF - L/R ENVIRON OFF.

Take-Off, set cruise alt + 1000ft

Descent, set airfield Press Alt +500ft

26/3/07 32
Landing Gear and Brakes

LANDING GEAR - Electrically Operated / Hydraulicly Actuated- powered from CENTRE BUS.

- Nose gear door - hinged at front , connected to the nose gear. Pulled closed / pushed open.
- Main gear doors - hinged at sides, spring loaded to open. Rollers / cams – pull doors shut on retraction. Mains sit slightly
proud.

LANDING GEAR OPERATION, when pump in operation – HED’s off – keep bus ties closed.
- Extension / retraction of landing gear - hydraulic power pack (tank / pump – L wing). Hydraulic actuators hold gear UP.

RETRACTION: Hydraulic lines ⇒ lower end of nose gear actuator. upper end of mains actuator.
Selected UP. Power pack - pressure to actuators (attached to the drag braces). Collet locks unlock with 200-400 psi hydraulic
pressure applied. At 2775psi – press switch stops pump. If press drops below 2320psi – another press switch ensures gear
remains up.
- Accumulator provides residual pressure – reduces hyd motor cycles. - 800psi & charged with Nitrogen. - left wheel well

EXTENSION: Power-pack pressure ⇒ actuators until all 3 greens or after 16 seconds – timing relay trips 2amp CB.
For 3 greens, need 6 switches triggered to stop power-pack & extinguish selector (3 x overcentre drag brace, 3 x collet locks-
in actuators).

2amp CB protects gear control circuit .

– must pull before emergency extension - interrupt hyd pump motor.

60amp CB ontrols pwr to gear motor.

GEAR SAFETY SYSTEM

Weight on squat switch 1) electrical power to gear motor cut
2) down lock hook engages over gear handle – cant select
gear UP.

- If Green lights are off – gear is either up or unlocked. If unlocked – selector ⇒ Red.
- If selector Red – gear is either in transit, unlocked, or gear position disagrees with
selector. – dual bulb in selector.

- Min of 2min between first 3 cycles. Then 5 min between subsequent cycles..

- The gear warning horn will sound & selecter under the following situations
1. Below 85% N1 without 3 greens
2. Flaps beyond 17 without 3 greens.
- to cancel warning horn - 1 button on L power lever & button on pilots side sub panel – will not cancel if past flap 17º

Hand pump - manual extension only, 80-100 pumps - Uses fluid from Emerg side of reservoir & separate lines to actuators.
- will get 3 greens, except elect failure – capt pumps continuosly
- do not stow – keep pressure in system

26/3/07 33
Landing Gear
Tyre Pressures - mains (dual wheels) 93 – 97 psi - nose ( single wheel) 60 psi

26/3/07 34
Nose wheel Steering - Direct ⇒ rudder pedals. Tight turns - differential braking.– 63º L/R.
- Steering from either seat
- idler arm prevents steering in flight. Do not tow with steering locks IN, or turn past protective lugs.
- Wingtips clear – so will tail,
- Power Steering – option –eagle aircraft not equipped

HYDRAULIC FLUID
- Capacity = 1.1 us gallons max and a minimum of 0.6 us gallons (below 0.6 HYD FLUID LOW – optical sensor system) – ok
for LDG , must check before T/O.
- Use MIL-5606.
- Reservoir pressurised by 18 psi bleed air for positive pressure.

BRAKES / ANTI-SKID
- Pilot & Co-pilot have master cylinders – neither has exclusive control. Operating both – cumulative effect.
- Multi spot / Multi disc system.
- Park – just like Cessna 152. (if for long periods – use chocks, not brakes. Thermal Expansion – burst lines)
- Reservoir – in avionics bay, fwd press bulkhead. Can check from Nose wheel well, upper starboard side.
- The accumulator for the brakes - charged to 600psi -enough press stored for 10 brake actions.
- max wear 0.34inch between press. plate & piston with park brake set. (normally considerably more, report if flush)
- Hub mounted generators - send rpm differential signal to anti-skid computer - releases brake press if 1 wheel slows / skid
imminent.
- System inop below 10 kts G/S
- Hyd shuttle valve - switch brake system between normal & anti-skid mode

Anti Skid Pump / Actuator. Nose wheel well - Electrically driven - Maintains press 950 – 1375 psi, if not sustained ANTI SKID
FAIL.
Pump ON @ 615 – 655 psi - ANTI SKID FAIL after 10 secs delay
- If Anti-Skid Fails – master cylinder control still available.
ANTI SKID FAIL could also indicate an electrical fault

26/3/07 35
Flight Controls

Primary flight controls use cables and bell cranks

Control lock – Control Column, pedals & engine controls - do not have lock in when towing – rudder / nose wheel steering

TRIMS
- Mechanical aileron and rudder trim with twin actuators (1 tab - 2 actuators)
- Manual & electric elevator trim. (1 tab - 2 actuators)
- quick disconnect on control wheel (big red button - 2nd detent). - Master control on pedestal. OFF on yoke - must reset
using master.

YAW DAMP
- 2 computers. Not required for dispatch.
st nd
- 1 detent big red button - disengages Yaw Damp & suspends Rudder Boost. 2 detent does these & disconnects elev trim.
- Yaw damp / rudder boost - same servos. Pilot with YD selected - shows on flight director panel & EADI.
- YD - master on control pedestal

RUDDER BOOST
- assists rudder application - engine failure. - same servo’s as Yaw Dampener.
- Not required for dispatch.
- lever lock Master switch on pedestal.
- Torque diff sensed & rudder boost applied in proportion.

FLAPS
- Slotted Fowler flaps, split into 2 segments - tapered wing. Electrically controlled and actuated.
- dynamic brake system – stops over-travel.
- Flap motor forward of rear spar – under floor. 28VDC –powered by L Batt Bus. Need to close man ties, if no Gen / ext pwr.
- Beyond flap 17 - gear horn until gear down and locked. Can be silenced with flap UP or 17 selected.
- Same-side Asymmetry Protection - 3-6 degrees of adjacent flap split - power cut to flap motor leaving whats out.
- operates on adjacent segments of same wing – Engineer reset. Over-ride switch L nose
Avionics Bay

Flap positions - T/off & App ⇒ 17º (max 188 KIAS)

- full / landing ⇒ 35º (max 154 KIAS)
- Selector on pedestal.

Right inbd flap drives indicator & position limit switches.

When flaps lowered – just like 152. ⇑ Attitude / Nose ⇓ trim required, ⇓ IAS, ⇓ Stall Speed,

26/3/07 36
Avionics

Avionics master – powered to OFF

Number 1 Avionics bus remains available after double

Gen failure
- Com 1 & Nav 1, but No1 RMI is lost.

Avionics
2x Collins VHF 20A com radios
2x Collins VIR 30 VHF Navs
2x Collins TDR 90 Transponders
2x Collins ADF
1x Collins WXR 840 Weather Radar
2x KLN 90B GPS

Collins EFIS 84 - 2x electronic attitude display indicators

- 2x electronic horizontal situation indicators
- + control panel
- Requires @50 amps to run inverters and EFIS
- Captains EFIS will run until battery drops to 18V

AUX PWR – EFIS, beside captains left knee – keeps the info to the DPU, so that the EFIS can use it.
- Stby A/H – runs for 30mins

Compass system No 1 runs EHSI 1 and RMI 2

Compass system No 2 runs EHSI 2 and RMI 1
Slaved compass uses 400Hz AC

Free mode – just like DI

Slave – fast erect to reset system.

EFIS
EADI & EHSI. Both powered by respective Gen bus’s. Capt and Co-pilots DPU (Display Processor Unit) powers each pair of
screens..
DSP (Display.Select Panel) controls the information on the screens.

Each DPU can provide info to both screens. Select operable side. Must use that side DSP to control all screen.
Each DSP can operate both Co’pilots and Capt screens.

EGPWS
Mark VI EGPWS

Reqires - Radio Alt (if U/S Mode 1-6 are inop) Enhanced will work
- Air Data Comp
- VHF Nav receiver
- Gear and Flap indicating system
- Weather radar indication
- Roll & Attitude input sensor
- internal GPS – for position info Enhanced (if U/S Enhanced functions are inop) Mode 1-6 are OK
26/3/07 37
Terrain Inhibit Button
- inhibits/enables all enhanced display & alerting functions.
- should be selected when TERRAIN N/A annunciates.

Response to EPWS Warning

1 Wings…………………………………………………………… LEVEL
2 Airspeed…………………………………………………….. 122 KIAS
3 Power……………………………………………. MAX ALLOWABLE
4 Gear and Flaps…………………………………………… RETRACT
5 Continue Climb at 122 KIAS until all visual & aural warnings cease

Terrain is not shown if it is within 400ft of Airfield ELEV

No terrain – magenta dot pattern will be shown.

No EGPWS Warning if - in Landing configuration

- in Stabalised descent – at a normal descent rate
- No ILS Glideslope
- “200” call is inop – when 200 set for DH – “Minimums”

“Too Low Gear” – gear not down, below 500ft AGL

“Too Low Flap” – flap not 35º, below 170ft AGL
“Glideslope” - 1.3 Dots below Glideslope

TCAS 2000
TA – 25 – 45 secs
RA – 20 – 35 secs

Requires - mode S Transponder

- Radio Alt
- Two RA / TA / VSI Indicators
- Two encoding Alt’s
- failure of any of these – loss of TCAS.

If TA or RA Occurs – other traffic will be removed from display.

ABV - +7000ft N - +2700 BLW - +2700
-2700ft -2700 - 7000

Only detects mode S, beyond 20nm scale.

GPWS Warning – TCAS Switches to TA only (RA’s become TA’s & Aural warnings inhibited)

TA – Yellow Circle
RA – Red Square

Will display 12 A/C, but monitor 50

Surveillance Target - Hollow Blue Diamond

Proximity Target - Solid Blue Diamond

- Within 6nm of A/C
- Within 1200ft

RADAR
Look down to find ground, in MAP mode – use 20nm scale.
Halve your altitude and then lift it up by that – in degrees. This gives a/c level

Weather Radar
OFF - pwr off
STBY - powers system doesn’t allow it to transmit
TEST - Radar self test. Colour arcs appear
26/3/07 38
NORM - Basic weather detection, without cyclic contouring.
WX - Weather detection, with cyclic contouring enabled
MAP - Use this mode for ground mapping

26/3/07 39
Oxygen

- System uses 2x 77.9 cu/ft cylinders, - nose.

- Bottles simultaneously operated by OXYGEN PULL ON handle - lower left, pilots sub panel.
- Pull this handle before pulling CABIN O² handle. - delivers O² to pax.
- Momentary high press – opens O² access above pax windows.

Captain Sub-Panel FO’s Sub-Panel

USEFULL CONSCIOUSNESS
25000ft = 3 – 5 mins
22000ft = 5 – 10 mins
12-18000ft = 30mins or more

Crew O² mask - quick doming, diluter demand, - compensated for Altitude

- mic fitted. (select MIC on overhead panel), - inflatable headbands,
- 3 settings.
- NORM - diluted O² & cabin recirculated air. – use below 20,000’
- 100% - 100% oxygen - all altitudes / Emerg - continuous flow - any altitude,
Fume clearance. – use above 20,000’
- EMERG - 2.5 L/min @ 10000’ , 5.0 L/min @ 25000’ – fume elimination

Passenger Masks - Lanyard pulled & pin released - start flow of oxygen.
- 0.1L/min @ 1000’ , 2.9 L/min @ 25000’

- O² bottles should indicate about 1850 psi. High press relief @ 2775psi – lower nose.
- Minimum of 1100psi (550x2) for dispatch.

(AT 25000FT, ISA TEMP)

AVERAGE Gauge Press 550psi 1200psi 1850psi
21 POB 15mins 45mins 61mins
18 POB 17 52 70
15 POB 21 61 83
12 POB 25 75 101
9 POB 33 97 130

BOTTLE and OUTLET press gauges on the co-pilot sub-panel.

- When CABIN O² knob is pulled – shows maintainable flow.
- Full -1850 psi, average, Crew + 19pax = 60mins @ 25000’

Cabin Alt High 9500 – 10000ft – use O²

Be aware of hypoxia signs.

26/3/07 40