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1) KingAir 350 - BE30 > BE30 - Annunciators > Flashcards

BE30 - Annunciators Flashcards

1
Q

[L/R ENG FIRE]

A

Fire detector tube sensed an overtemperature condition

Either :
- Any 1’ section >800°F
- Entire tube average >360°F
- Accessory cmpt. >545°F
- Hot section cmpt. >540°F

The 2 foot section of sensor tube in the plenum chamber area is not considered a fire or overheat zone. In this zone, the annunciator activation temp is >900°F

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2
Q

[L/R FW VALVE CLOSED]

(STEADY) vs (FLASHING)

A

[STEADY]
Valve is closed

[FLASHING]
Valve position does not agree with switch position

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3
Q

[EXTINGUISHER PUSH]

A

Fire extinguisher is armed wt. firewall valve closed

The electric circuit that runs from the firewall fuel valve pushbutton to the fire extinguisher pushbutton is complete

Firewall valve pushbutton must be pushed-in for the extinguisher pushbutton circuit to be completed

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4
Q

[DISCHARGED]

A

Pyrotechnic cartridge has fired

Cartridge circuit is broken/open, regardless of firewall fuel-valve position

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5
Q

[L/R FUEL PRES LO]

A

Fuel pressure failure

Fuel pressure below 9-11 PSI detected aft of fuel filter, at the engine-driven boost-pump outlet.

Possible causes :
- Engine-driven boost-pump failure [solved by switching standby boost-pump ON]
- Engine-driven high pressure fuel pump failure [results in engine flame out]
- Fuel leak

  • Note = Limited to (10) hours before overhaul /or/ replacement of engine-driven fuel pump

High Oil Temp could indicate an oil scavenge pump issue, which could result in oil build-ups and affect the oil-to-fuel heat exchanger’s efficiency.

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6
Q

[L/R BLEED FAIL]

A

Bleed-air line failure, either environmental or pneumatic

Rupture of a bleed-air line exposed adjacent EVA tube to excessive heating. 18 PSI pressure in the EVA tube has subsequently dropped below 2 PSI.

  • Closing the BLEED AIR VALVE switch will not extinguish the annunciator

L&R BLEED FAIL annunciators might briefly illuminate during simultaneous operation of the wing deice boots & the breake deice, causing a momentary drop in the aircraft pneumatic pressure system, hence in the EVA tube.

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7
Q

[#1/#2 AC BUS]

A

Failure of the inverter

Voltage on respective bus is out of tolerance (±10% of 26V / 115V), or frequency (±5% of 400Hz)

Possible causes :
- Inverter fault / or unpowered
- Bus voltage out of tolerance
- Bus frequency out of tolerance

Each inverters power a set of 2 AC Buses (26V / 115V)

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8
Q

[A/P TRIM FAIL]

A

Electric trim is not responding to commands from the A/P computer

Detected failure in trim channel, either :
- Improper trim commands
- Trim runaway
- Trim system failure

The elevator could be out of trim, causing the elevator servo to hold a large static load

Autopilot will not necessarily trip offline

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9
Q

[CABIN ALT HI]

A

Cabin altitude exceeds 12,000’

Pressure sensing switch has sensed that cabin pressure altitude reached between 11,500-12,000’

  • Warns crew that oxygen must be used
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10
Q

[CABIN DIFF HI]

A

Max. cabin pressure differential (6.6psi) has been exceeded

Cabin differential pressure exceeds 6.9 PSI

Risk of potential structural damage

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11
Q

[L/R OIL PRES LO]

A

Low oil pressure

Oil pressure monitored by a transducer mounted on the accessory gearbox has sensed below 60 psi

The annunciator is a discrete warning that reacts to a sensor switch - whereas the oil pressure gauge provides a continuous reading, therefore more reliable.

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12
Q

[DOOR UNLOCKED]

A

Door not locked (open / unsecured)

Switches that monitor the position of the door, its locking and latching locking mechanism

  • Airstair is secured by (4) side latches pins & (2) hooks at the top
  • In the handle release button, a diaphragm sensitive to differential pressure prevents accidental opening of the door while AC is pressurized
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13
Q

[A/P FAIL]

A

Autopilot monitor sensed a failure

Autopilot computer failure (or) a monitored input failure

  • Loss of a critical monitor or validity signal
  • Major degradation, interruption, or failure of electric power”

The A/P continuously performs self-tests while powered on. The following may cause the A/P to disengage :
- System integrity checks
- Loss of the vertical gyro
- Pitch attitudes exceeding 30°
- Roll attitudes exceeding 45°

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14
Q

[L/R DC GEN]

A

Generator is offline

  • Generator failure
  • GEN switched OFF
  • Automatic shutdown by GCU*

(*) GCU parameters :
- Overvoltage (max. 32V)
- Undervoltage (reverse current condition = when the bus voltage surpasses the gen output voltage)”

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15
Q

[L/R CHIP DETECT]

A

Metal contamination detected in oil

Magnetic chip detector located in the reduction gearbox enough metal particles bridge cap between both magnetic poles

Potential engine parts problem / failure

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16
Q

[L/R BL AIR OFF]

A

Bleed-air flow control (shutoff valve) closed

  • Bleed Air Valve switch is not OPEN
  • Automatic closure due to Bleed Air warining system

Simultaneous illumination wt. [BLEED FAIL] suggests a bleed air line failure that has triggered the automatic closure of the shutoff valve

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17
Q

[DUCT OVERTEMP]

A

Duct air is too hot

Excessive temperature of environmental bleed-air line >150°C sensed in duct supplying the floor level outlets.

Most probable causes :
- Restriction in the normal airflow within the ducts dute to CABIN AIR control handle pulled out, combined with an abrupt power increase
- Overheat condition of the Electric Heat, and thermistor protection within the system failed to shut it off

Duct Overheat sensor is seperated from the electric heat thermistors

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18
Q

[L/R GEN TIE OPEN]

A

GEN bus-tie relay is open

Potential GEN bus fault (or) malfunction

GEN bus-tie relay open :
- Generator switch OFF (or) GEN TIE switch OPEN
- HED sensed overcurrent (275 amps - from GEN to CTR)
- Current limiter sensed reverse-flow (250 amps - either way)

GEN bus isolated from CTR bus

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19
Q

[HYD FLUID LOW]

A

Hydraulic fluid in power pack reservoir is low

Fiber Optic sensing unit mounted on power-pack sensed a low fluid level

Extending the landing gear manually may be required upon destination

20
Q

[L/R FUEL QTY]

A

Fuel qty is less than 30 min at MCP

Fuel qty in main tank below 45 gallons / 300 lbs.

As detected by a Fiber Optic sensing circuitry located in nacelle fuel tanks

Annunciator illuminates after 5-7 sec. delay to prevent transient warnings due to fuel sloshing

21
Q

[L/R ENG ICE FAIL]

(immediate) vs. (delayed)

A

Engine anti-ice vane system did not operate to the desired position

Ice-vane door microswitch senses a position that does not agree with ON/OFF switch position

[Immediate]
Loss of electrical power to the motor

[35s sec. delay]
Inoperative actuator

22
Q

[L/R NO FUEL XFR]

A

No auxiliary fuel transfer wt. fuel remaining in the aux tank

Pressure-switch, adjacent to motive-flow valve, sensed ess than 6 PSI.

Motive flow valve closes automatically during :
- Loss of engine fuel pressure
- Fuel crossfeed
- Engine Auto-Ignition

Annunciator illuminates after 11 sec. delay to prevent transients warnings due to fuel sloshing

23
Q

[BAT TIE OPEN]

A

BAT bus-tie relay is open

BAT bus-tie relay open :
- Battery switch OFF
- HED sensed overcurrent (275 amps - from GEN to CTR)
- Current limiter sensed reverse-flow (250 amps

Could indicate a CTR bus fault

Battery isolated from GEN buses

24
Q

[OXY NOT ARMED]

A

Oxygen not available

  • Oxygen arming handle not pulled
  • System failed to charge

Pressure in the primary oxygen supply line is insufficient

25
Q

[AUTOFEATHER OFF]

A

Autofeather system is not armed before takeoff or landing

AFX switch is not armed, combined with landing gear down&locked

26
Q

[RUD BOOST OFF]

A

Rudder Boost is OFF

  • Rudder Boost system failure
  • RUD BOOST control switch is not ON”

RB will not compensate yaw in case of excessive torque differential

27
Q

[PITCH TRIM OFF]

A

Electrical Pitch Trim unavailable

Electric Elevator Trim was de-energized by the Trim Disconnect switch (yoke), while the ELEV TRIM switch on the pedastal is ON

28
Q

[RVS NOT READY]

A

Propellers are not in the appropriate position (FULL FWD) for takeoff / landing

Propellers not in the high RPM (low pitch),
combined wt. landing gear extended

Using full reverse may activate one or both of the fuel topping governors, causing loss of reverse thrust and/or delayed engine acceleration

29
Q

[EXT PWR]

(steady) vs. (flashing)

A

[STEADY]
GPU connected & supplying sufficient current
- External power voltage is high enough to prevent battery discharge

[FLASHING]
GPU connected & not supplying sufficient current, either due to :
- EXT PWR switch is OFF
- Sensor on external power relay sensed below 24 VDC (or) over 31 VDC

30
Q

[PROP GND SOL]

A

≥28 VDC is being delivered to one or both ground idle pitch stop solenoids for >10 sec

Malfunction of the propeller ground idle low pitch stop solenoid mechanism (responsible for resetting the low pitch stop from 2° on the ground, to 12° once in flight)

(Flight)
Electrical power is normally removed from the ground idle low pitch solenoid when the R squat switch is activated at lift-off

(Ground)
Annunciator inhibited by the L squat switch

When the affected propeller is no longer controlled by the governor, its blade angle will be allowed to decrease from the flight to the ground idle low pitch stop (discing)
* Expect increased drag and potential yawing when reducing speed & power on approach/landing

31
Q

[POD DOOR]

A

Pod door is not closed
(open/unsecured)

32
Q

[L/R PITOT HEAT]

A

Pitot heat inoperative

  • Pitot mast heating failure
  • Pitot Heat switch OFF

Not advisable to operate pitot heat system on the ground except for testing or for short intervals to remove ice

33
Q

[L/R IGNITION ON]

A

Ignition system is energized

  • Ignition & Engine start switch is ON
  • Auto-ignition system is armed & engine TRQ falls below 17%

Oil pressure switch, mounted on the TRQ transducer manifols, senses manifold oil pressure drops below 4.7 psi. The igniter will continue to function until engine TRQ manifold oil pressure increases above 6.1 psi

34
Q

[L/R ENG ANTI-ICE]

A

Anti-ice vane extended

Should also result in TRQ decrease & ITT increase

35
Q

[L/R BK DEICE ON]

++ [ILLUMINATED, more than 10 minutes after Gear Up]

A

Brake deice system in operation

Shutoff valve in wheel well is OPEN (allowing hot bleed air to enter brake deice line)
- - - - - - - - - - - - -

[ILLUMINATED, more than 10 minutes after Gear Up]
* Timer malfunction = Must manually switch Brake Deice OFF

36
Q

[MAN TIES CLOSE]

A

Manually closed generator bus ties

GEN TIES switch is in MAN CLOSE position
& Gen Bus tie relays are closed

Generator bus loads are applied to the battery

A generator bus tie relay cannot be manually closed if a fault opened the tie; the BUS SENSE switch must be momentarily set to RESET, which may reset the tie.

37
Q

[FUEL CROSSFEED]

A

Crossfeed valve is open

  • Automatic transfer module simultaneously energizes the standby pump on the ‘‘giving’’ side & de-energizes the motive flow valve in the tank of the ‘‘receiving’’ side
  • If standby boost-pump on both sides operating wt. crossfeed valve open, fuel will be supplied in the normal manner due to equal pressure on each side of the valve
38
Q

[WING/TAIL DEICE]

++ [ILLUMINATED, wt. switch OFF]

A

Wing surface deice system in operation (inflates)

Pressure switch senses 14-15 PSI in both wing boot
- - - - - - - - - - - - -

[ILLUMINATED, wt. switch OFF]
* The cycle has not been completed, vacuum failed to completly deflate boots.
* If boots keep inflated, ice could build-up and prevent subsequent shedding”

Annunciator illuminates after a 6-10 seconds delay

39
Q

[ELEC HEAT ON]

++ [EXTINGUISHED, wt. switch ON]
++ [ILLUMINATED, wt. switch OFF]

A

Electric heat switch is ON & system is operational

Power relays are in the closed position to apply electrical power to the heating elements

[EXTINGUISHED, wt. switch ON]
* Thermistor in duct sensed an overheat condition (ex. blower failure) & power was removed from the heat elements

[ILLUMINATED, wt. switch OFF]
* Maintenenance is required. Maintain the ELEC HEAT and Blowers ON until airplane shutdown

  • Both the FWD and AFT blowers must be operating during electric heat use.
  • The ELEC HEAT ON annunciator must be extinguisher prior to switching OFF the blowers
40
Q

[L/R PROP PITCH]

A

Propeller below flight idle stop

Propeller blade angle has decreased by more than 8° below the flight idle low pitch stop without direct pilot action (the difference between the flight idle and ground idle blade angles is approximately 10°)

Magnetic-proximity sensor senses the position of the feedback ring, and thereby sensing the position of the propeller dome and blade angle.

  • Illumination on the ground is normal and expected.
  • Illumination in flight is abnormal

Electrical power is normally removed from the solenoid by a microswitch on its respective power lever as it advance through 68-70%N1

41
Q

[PASS OXYGEN ON]

A

**Passenger oxygen system charged **

Oxygen pressure sensed in passenger oxygen supply lines. Pax oxygen system shutoff valve has been opened, either :

  • Manually =
    by pulling the handle
  • Automatically =
    Barometric-pressure switch activates when the cabin pressure altitude exceeds 12,500’ (therefore, if the cabin later descends below 12,500’, or if electrical power is removed from the circuit, the shutoff valve will close; thereby terminating oxygen flow to the passenger masks)

Additional effects :
- Masks will drop down imminently
- Cabin indirect lights illuminate
- Seatbelt sign & chime

42
Q

[CABIN ALTITUDE]

A

Cabin altitude exceeds 10,000’

Pressure sensing switch has sensed that cabin pressure altitude reached between 10,000’-10,500’

43
Q

[LDG/TAXI LIGHT]

A

Light is ON wt. landing gear retracted

Activated through nose gear uplock switch

44
Q

[AIR COND N1 LOW]

A

**(R) Engine N1 too low to power the A/C freon compressor **

Since the engine N1 speed was below 62%, the A/C compressor cutout switch has disconnected the electric clutch for the A/C compressor

This protection prevents engine lugging (engine strained and forced to run at low RPM’s, which can cause it to overheat)

A/C auto-protection system also prevent compressor operation - wt/out annunciator - if :
- Refrigerant pressure too high / too low
- Ambient temperature is below 10°C

  • Minimum engine idle speed & A/C cutout switch coincide.
  • Constant cycling of the clutch will cause pressure surge in A/C plumbing, which may in turn cause the resettable switch in nose wheel well to trip (amber light)
45
Q

[L/R AFX]

A

AFX system is fully armed

AFX switch is in ARM position & both power levers advanced to the equivalent of N1 > 88%.

  • If either TRQ falls <17%, system becomes inoperative on opposite side.
  • If TRQ falls <10%, prop feathers on failed side.
46
Q

WHITE vs. GREEN
annunciators

A

[WHITE]
STATUS
* Normal condition - Initiated automatically (or) by the flight crew

[GREEN]
ADVISORY
* An operation initiated by the flight crew is occuring properly

1) KingAir 350 - BE30 (9 decks)

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