Checkride Gouge Flashcards
Engine Anti-Ice is required when
OAT =/< 10°C with visible moisture
Life Rafts
4 20-person rafts in wings.
Each raft contains survival kit and emergency radio.
STAR Lateral vs Vertical guidance
Descend via: vertical and lateral
Cleared Via: lateral routing only
Crew Day / Crew Rest
Duty Day begins 2 hr prior to scheduled takeoff
DUty Day ends 1 hr after shutdown (or completion of required duty)
Rest: NLT 12 hrs with opportunity for 8 hrs uninterrupted sleep
0500-1659= 18 hours
1700-0459= 15 hours
Holding Fuel
1334#
(20 minutes of fuel at 10,000’ max endurance, foru engines operating)
Climb Schedule
SFC-10K: 180KIAS
10K-15K: 170KIAS
15K-25K: 160KIAS
Portable O2 Bottles
4 portable bottles at 300PSI
2 in flight station, 2 in cargo
Lox System
25 Liter Convertor furninshing 670 cubic feet.
Duration based on altitude and use.
Table on p2-261 indicates 15L of lox will provide 45 hours of O2 at 100%. Divide this figure by number of perple breating O2.
Prohibited Maneuvers
- Aerobatics and spins.
- Practice stalls with power above 1,000 HP.
- Practice asymmetric power stalls.
- Intentional zero or negative G maneuvers lasting longer than 7 seconds.
- Sustained airspeed below stick pusher speed.
- Intentionally maneuvering the aircraft into a side slip for a LEFT/RIGHTRUDDER alert.
- Abrupt longitudinal control inputs at high speeds (faster than 1.0 g per second load factor increase or decrease).
- Rapid roll reversals (roll rate shall be zero momentarily before applying full aileron in the opposite direction).
- At air speeds above 150KIAS, moderate to large rudder input held until side slip peaks followed by opposite rudder (past neutral) or a series of large alternating rudder inputs tending to produce successively larger sideslip angles.
Overwater Flights With no Alternate Available
Holding fuel is increased to 2 hours max endurance, 4 engines operating at 20,000’.
(use anticipated gross weight at arrival to holding fix)
Conditions requiring high speed landing procedures
Cross-Check 145KTAS to IAS and call “4 Bs”, then “All four, Inbds only, otbds only” as appropriate.
- 100 Flap ldgs above 155K
- 50 FLap ldgs above 130K
- All no-flap landings
- All ldgs at field elevation abv 4000 MSL
- Landing in ISA +15 at field elevation abv 2000 MSL
First steps of any Airborne or Ground Emergency
Airborne: Stabalize at safe altitude above 1000’ AGL
Ground: maintain Control, Stop Aircraft and assess
Average Fuel for STTO
500#
LEVEL 2 ICE ACAWS
Triggered when thte ice detector probes accumulate equivalent of 1/2” of ice on the wings (over numerous ice/heat probe cycles)
Ice detectors monitor for level 2 ice accumulation as long as ice is continuously detected. The elapsed time between the appearance of the two ACAWS advisories can indicate the intensity (rate of accumulation)
To reduce possibility of ENG 1 (2,3,4) MGT HI (W) ACAWS when takeoff power is applied
At pressure altitudes >3000’, operate with the engine anti-ice ON for a minimum of 3 min to stabalize engine temperatures before applying takeoff power.
RVSM:
Reduced Vertical Separation Minima.
Reduction of the standard separation between aircraft flying between FL290 and FL410 from 2000’ to 1000’.
CG Limits
15-30 WITH Fuel in Externals
15-29 WITHOUT fuel in externals
Fuel Required
When Alternate NOT required: takeoff to destination plus reserve of 10%. When Alternate IS required: takeoff to IAF serving destination, then to alternate plus reserve of 10% In no case shall the planned fuel reserve after final landing at destination or alternate airfield, if one is required, be less than that needed for 20 minutes of flight, computed as follows: Turbine-powered fixed-wing/tiltrotor aircraft. Compute fuel consumption based on maximum endurance operation at 10,000 feet.
Approach and Landing Fuel
1000#
LEVEL 2 ICE ACAWS remains on more than 45 sec
Rate of accumulation may exceed 1/2” per minute.
Wing/Empennage Anti-Ice
(In visible moisture and OAT =/<10°C)
Should be turned on in sufficient time prior to landing to ensure the vertical stab is completely anti-iced. May take as long as 2.5 min.
Failure to do so will cause X-WIND LIMITED ACAWS message when landing gear are lowered and the side slip system will limit crosswind landing capability if icing is detected.
Deice Cycles
1) Vertical Tail Valves: Open 60sec, then close
2) L/R Horizontal Tail Valves: Open 60sec, then close
3) Vertical Tail Valves: Open 60sec, then close
4) L/R OTBD Wing Valves: Open 60sec, then close
5) Vertical Tail Valves: Open 60sec, then close
6) L/R INBD wing valves: Open 60sec. then close
Note: while operating in deicing mode, underfloor hear is automatically secured.
Anti-Icing Mode
The zone control valves operate the same as the deice mode except the vertical tail zone control valves remain open continuously.
Landing With Icee Accumulation Procedure:
Accomplish if if icing conditions experienced in last 6 minutes prior to landing. (deice cycle takes 6 minutes to complete)
APU Warm Up:
Folowing APU start, ensure APU has warmed up for a minimum of 1 minute without a bleed air load.
Nacelle Shutoff Valve Auto-Closes
101.5 PSI or 685°C
Bleed Air Augmenter Valves
When the [wing/emp ice protection] system is operating and HP is less than 1,000, the engine bleed air augmenter valve opens and regulates high pressure bleed air to a predetermined pressure schedule as a function of altitude. If bleed air temperature is less than 274 °C (525 °F), the engine augmenter valve opens to increase temperature, but not pressure.
Wing / Emp and vertical tail boot anti-ice test cautions (2)
1) If OAT is above 70°F (21°C) and the test must be repeated, wait at least 10 minutes IOT prevent overheating the vertical teil.
2) The test requires at least 3 enginbes (preferably 4) supplying bleed air in HSGI. However, if the test passes with one or more engine in LSGI, the system is safe for flight in icing conditions.
Generator Characteristics
115VAC
3-Phase
400Hz
40/50 KVA
Oil Cooled
GMAD mounted
ECBU Characteristics
14 ECBUs each with:
15 AC ECBs
24 DC ECBs
(14/15/24)
AC Buses:
(6)
LH AC
Essential AC
Main AC
RH AC
Essential Avionics AC
Main Avionics AC
DC Buses:
(6)
Essential DC
Main DC
ISOL DC
Avionics DC
Util bat bus
Avionics bat bus
Battery Characteristics:
(2)
24V / 35 AMP/HR located in fusalage compartment forward of crew entrance door.
Replace batteries below 22 VDC
Charge Batteries between 22-24 VDC. May take up to 30 Minutes
Conditions for Antiskid Brakes
1) Emergency Brakes off
2) Antiskid Switch ON
3) Gear Not Up
4) Parking Brake Released
5) Engine 1 or 2 supplying Hydraulic Power
GMAD
(Rear of the Prop Gear Box)
Provides pads for:
1) Aircraft Hyd Pump
2) Oil Cooled AC Generator
3) PGB oil supply and scavenge pump
4) Prop High PX oil pump and OSG
5) Prop Pitch Change Unit
PMA Powers:
FADECS and Engine Exciters (20-40 VAC)
(At 40% engine speed)
Items on PUAD
1) Starter
2) Scavenge pump
3) FPMU
4) PMA
To commence start:
MGT must be less than 175
NG at 0 for 30 seconds (enables testing of NG independent overspeed protection circuit)
Requirements for Oil Cooler Augmentation:
1) Oil Cooler Flap position GT 80%
2) Oil Temp GT 80°C
3) Airspeed LT 50 Knots
4) Power Levers LT FLIGHT IDLE
5) Weight On WHeels
(80/80/50/F/WOW)
APU Start characteristics
APU starter duty cycle: 1 min on / 4 min off. No limit on cycles.
22 PSI min for enging start (40-50 is normal)
1 minute warm-up before applying bleedair load
Engine Start Sequence
MGT LT 175°C / 22PSI min / 22 Volts
NG W/I 10 Seconds (E-PSI W/I 15 sec of NG)
FF indications at 40% NG
Starter Cut-out at 65% NG
G-PSI W/I 15 sec of NP (NP on speed 30sec - 2min)
White BETA on HP Dial indicates
Blade angle LT 10.5°
On Engine Start, normal hyd PX shoule be indicated
Within 30 sec of prop on speed
Normal time from lightoff to stabalized NG
20-25 SEC
When and how are acceleration bleed air valves closed?
By 14th stage air when NG is GT 59%
LSGI NP Range
71-75%
HOTEL Mode NP
20-30%
Forward Thrust
Power Levers Forward of Flight IDLE
FADEC schedules TORQUE as a function of Power Lever Angle.
Prop Speed maintained at 100% through blade angle changes.
Ground Range
Power Levers between Flight Idle and Reverse.
FADEC schedules BLADE ANGLE as a function of Power Lever Angle.
Prop Speed maintained at 99% through fuel flow changes.
Reverse Thrust
FADEC schedules TORQUE as a function of Power Lever Angle.
Prop speed is maintained at 101% through blade angle changes.
GND Idle Blade Angle vs Calibrated Airspeed
Above 110 knots: The outboard propellers are set to 1°blade angle.
Between 110 and 90 knots: The outboard propellers increase from 1°to 8°s blade angle and…
Between 70 and 50 knots decrease back to 1°.
The inboard propellers are set at -2°blade angle at all calibrated airspeeds down to 70 knots.
From 70 to 50 knots, they are set to 1°blade angle.
Below 50 knots all propeller blade angles are set at 1°. This programming supports engine out stops.
Green “B” on HP gauge
Prop blade angle is between 23° and 10.5° and FADEC has not detected any failures preventing ground range operation AND speed is below 145KTAS
Windmilling Propeller Limitation
Do not allow the engine to turn at LT 7% NG for GT 3 Minutes,
OR
GT 7% NG for 20 minutes with a feathered prop (less than 1/2 revolution per second) with oil supplied (fire handle in)
165KIAS should provide GT 7% (for 20 min)
If fire handle is pulled, up to 6 hours to airstart.
Fuel boost pump locations and pressures
(4)
One pump in each main tank.
15-24 PSI
Fuel Transfer Pump Locations and Pressure
(11)
One in each main (4)
One in each Aux (2)
Two in each External (4)
One in Fuselage tank (1)
28-40 PSI
Cross-Ship Manifold Pressure
60 PSI
AR Manifold Pressure
120 PSI
AR Pod Pump Pressure
(2)
One in each AR Pod
45 +/- 10 PSI
Aileron De-Boost
Reduces hyd PX to 2050PSI
Above 270KIAS
OR
Autopilot Engaged
Rudder Becomes Effective at
50-70 KIAS
TCAS Ranges:
Above: -2700 to +12700
Below: -12700 to +2700
Normal: +/- 2700
G Limitations
Clean symmetrical below Vh: -1.0 to 3.0
Clean rolling below Vh: 0 to 2.33
Flaps Down symmetrical: 0 to 2.0
Flaps Down Rolling: 0 TO 1.5
Stick Pusher Limitations
5 attempts then 5 minute cooldown
What is the “Worst Case VMCA with flaps up and no boost?”
135 knots
Selecting the flap lever to a position less than 15% increases VMCA by how much?
36 knots
Blade Scheduling note for 115 KIAS
Blade angle scheduling at the GND IDLE power lever position is a function of calibrated airspeed and is designed to make engine out stops easier to control. The benefits of this scheduling are not available if the power levers are brought below FLIGHT IDLE above 115 KIAS.
Variable Geometry Blades
The engine has a fourteen stage axial flow, variable speed compressor.
Inlet guide vanes and first 5 stator stages are variable
Overspeed Protection
Provided for propeller, power turbine and gas generator under normal conditions by the FADEC
NP >104.5%: Prop over-speed governor diverts oil away from the PCU to allow blade counterweights to increase blade angle and control the over-speed
NP > 106%: FADEC reduces fuel flow
NG> 109%: FADEC shuts down the engine
NP > 119%: FADEC shuts down the engine
Prop Underspeed Protection
The FADEC incorporates a software underspeed govenor to protect against prop underspeed. This governor commands the propeller control unit to override the propeller speed and synchrophasing control logic to decrease blade angle and clear the underspeed.
*Not available in BETA range
Fuel Level Control Valves (FLCV)
Control fuel level in each of the fuel tanks.
Main Tanks 1 and 4 have three FLCVs (although only two are operational), all other tanks have one.
Electronically controlled; Spring-loaded closed without electrical power, or closed by floats when capacity is reached.
APU Will automatically shut down
If APU speed exceeds 110 percent rpm,
oil pressure is low,
or the tachometer fails.
Utility Hydraulic System
Supplies hydraulic power to the
wing flaps,
main landing gear,
nose landing gear,
normal brakes,
nosewheel steering,
and a portion of the aileron, rudder, and elevator control boost system.
Aux Hyd System
Supplies hydraulic power to the
cargo door and ramp,
provides pressure for emergency brake operation and
emergency nose landing gear extension.
The APU, 10th (and 14th) stage bleed air, or external air provides:
Engine starting system.
Air conditioning systems.
Cabin pressurization system.
Leading edge ice protection system.
Bleed Air Leak Detection (if a leak is detected)
When operating in AUTO, the F/ODS signals the isolation and/or divider valves to close.
The F/ODS also signals the nacelle shutoff valves to close through the MC and BA/ECS.
Automatic isolation occurs as follows:
LEFT WING: the No. 1 and No. 2 nacelle shutoff, high stage augmenter, and left wing isolation valves close.
RIGHT WING: the No. 3 and No. 4 nacelle shutoff, high stage augmenter, and right wing isolation valves close.
L X-SHIP: the divider, left wing isolation, and APU bleed air shutoff valves close.
R X-SHIP/CARGO COMPARTMENT: the divider valve and right wing isolation valves close.
CARGO FLOOR: the floor heat shutoff valve closes.
NACELLE: Nacelle SOV and high stage augmenter valves close.
Fuel Weight Limits
1 & 4: 8310
2 & 3: 7650
Total Main Tanks: 31,900
L & R AUX: 5810
Total Internal: 43,540
L & R EXT: 8900
Fuselage Tank: 24,390
Total Int / Ext: 85,730
Takeoff and Landing Fuel Management
- Maximum usable fuel weights are listed in paragraph 4.1.1.3 FuelWeightLimits.
- Tanks No.1 and No.4 always contain 500 to 1,000 pounds more fuel per tank than tanks No.2 and No.3.
- The main tanks are full, except for fuel used for taxi, takeoff, and climb; but not less than 7,060 pounds in tanks No. 1 and No. 4, and not less than 6,410 pounds in tanks No. 2 and No. 3 when the external tanks contain usable fuel.
- Fuel unbalance is within the limits specified in paragraph 4.2 AIRSPEED LIMITATIONS and paragraph 4.13.3 Fuel Unbalance Limits.
- Refer to the takeoff and landing fuel management chart to determine sink rate limitations regardless of
[-6.5-3-
or not].
Severe Turbulence Penetration
If severe turbulence cannot be avoided, flight should be in the range of 65 KIAS above power-off stall speed for the operating gross weight, not to exceed 180 KIAS.
Enroute Fuel Management
- Maximum usable fuel weights are listed in paragraph 4.1.1.3 FuelWeightLimits.
- When the external and/or auxiliary tanks contain usable fuel, tanks No. 1 and No. 4 are maintained at a maximum fuel level of 8,310 and contain 500 to 1,000 pounds more fuel per tank than tanks No. 2 and No. 3.
- When external and/or auxiliary tanks do not contain usable fuel, tanks No.1 and No.4 are maintained at a maximum fuel level of 8,310 pounds while tanks No. 2 and No. 3 are reduced to a level of 1,520 pounds. Fuel from tanks No. 1 and No. 4 will then supply the motors until all main tanks reach a level of 1,520 pounds. When all the main tanks fuel quantities reach 1,520 pounds, establish direct tank-to-engine feed.
- Fuel unbalance is within the limits specified in paragraph 4.2 AIRSPEED LIMITATIONS and paragraph 4.13.3 Fuel Unbalance Limits.
- If these limits are used during landing with 8,310 pounds in the outboard tanks, refer to the enroute fuel management chart to determine sink rate limitations.
Secondary Fuel Management
- Any fuel management that fails to meet the requirement for takeoff and landing, or enroute fuel management is defined as secondary fuel management. This will occur any time there is usable fuel in the external tanks and the main tanks are partly filled to less than 26,940 pounds. An extreme deviation into secondary fuel management would be operation with tanks No. 1 and No. 4 empty.
Note
The aircraft should be flown with tanks No. 1 and No. 4 empty only in an emergency or when it must be ferried to another facility for repair of a fuel leak in either of these tanks.
Effects of secondary fuel management on service life and inspection requirements have not been established. Secondary fuel management should be used advisedly, especially when operating near the gross weight limit for the applicable maneuver or airspeed.
Fuel Unbalance Limits
- 1,000 pounds between tanks of a symmetrical pair (main or external).
- 1,500 pounds between the left and right wings except as stated in item 3.
- One auxiliary tank full and the other auxiliary tank empty, provided all other tanks are symmetrically fueled or unbalanced toward the opposite side within the above limits.
Sink Rate Fuel Limitations
Limited to 300 FMP unless ALL FOUR of these are met:
- External Tanks LT 500#
- Total Fuel in Mains LT 28,000#
- Tanks 1 & 4 are below 7,323#
- Total A/C Weight LT 142,000#
Failed NESA Airspeed
Maximum speed below 10,000 feet MSL is 187 KIAS.
PGB Purpose
The primary purpose of the PGB is to:
transmit shaft power from the torquemeter to the propeller,
reduce shaft RPM, and
provide shaft power to the GMAD.
Heavy Rain
When possible, avoid flying through heavy rain or extreme precipitation. Extreme precipitation is identified as
comparable to water content that may be found in Level 6 thunderstorm activity and will be depicted on the LPCR
in magenta. Heavy rain can:
- Reduce lift by up to 30 percent at high angles of attack such as during approach or missed approach profiles.
- Increase drag up to 30 percent.
- Cause the aircraft to slow down faster than normal when engine power is reduced.
- Cause engine rollback and flameout.
- Cause turbulence.
Extreme Precipitation
If extreme precipitation is encountered and cannot be avoided:
- Reduce power as required to reduce airspeed to 180 KIAS.
- Maintain engine power above 700 horsepower.
Engine power rollback and flameout may occur when operating in extreme
precipitation conditions.
Note
Autothrottles should be disengaged.
If extreme precipitation is encountered and cannot be avoided, refer to the Turbulence and Thunderstorm procedures
in this chapter.
Oil Cooler Flap Operation In AUTO
On the ground, the AUTO mode opens the oil cooler flap when the oil cooler outlet temperature is greater than 75 °C and retracts the oil cooler flap when the oil cooler outlet temperature is less than 60 °C. This schedule is optimized for ground conditions, where the coolest temperature is achieved when the oil cooler flap is 100 percent open.
In the air with landing gear extended, the AUTO mode opens the oil cooler flap when the oil cooler outlet temperature is greater than 82 °C, and retracts the oil cooler flap when the oil cooler outlet temperature is less than 76 °C. This schedule is optimized for the landing configuration.
In flight, airflow begins to decrease in the oil cooler duct if the oil cooler flap is opened. In the air, with landing gear retracted, the AUTO mode closes the oil cooler flap for optimum inflight cooling.
Prop Control Lost ACAWS
Propeller control is lost as determined by the FADEC. If the NP drops below 73 percent with power lever angle greater than 55, this message is accompanied by the red FAIL message under the HP display, the white box around the engine instruments and during takeoff by the ENG 1 (2, 3 or 4) FAILSpecial Alert.
Landing Gear Aural Warning and Hush Button
Two things will cause the landing gear aural warning message when the landing gear is not down and locked
1) Retarding an engine power levers to within 5° of the FLT IDLE position below 1,500 feet AGL,
2) extending the flaps more than approximately 70 percent without refueling pods attached or 80 percent with refueling pods attached.
A HUSH switch is located on the back side of each pilots’ control wheel. It is a press-type switch used to silence the landing gear aural warning when a power lever is retarded. It will not silence the aural message when flaps are extended more than 70 or 80 percent respectively.
Landing Gear Warning Light
The landing gear warning lights illuminate
1) when any landing gear is not in the selected position,
2) when an engine power lever is retarded to within 5° of the FLT IDLE position and the landing gear is not down, or
3) when the landing gear is not down and the flaps are greater than 70 percent.
Hydraulic Fuses
Hydraulic fuses are provided in the normal and emergency systems for each of the main landing gear brakes. If a failure is experienced in the hydraulic line between the fuse and the brake, the fuse will allow approximately 10 cubic inches of fluid to bleed out of the system and then close, thereby retaining the remaining hydraulic fluid for operation of the other three brakes.
An unusual attitude condition is one or more of the following:
- Pitch: <-20 or >+32°.
- Bank: >±65°.
- Bank ±40° with autopilot engaged or the autopilot disengage light on.
- Pitch/flight path: >15° difference.
The unusual attitude mode is terminated when all of the following conditions exist:
- Pitch angle <15°.
- Bank angle <60° (when autopilot not engaged and autopilot disengage light not on).
- Bank angle <37° (when autopilot engaged or autopilot disengage light on).
- Angle between vertical flight path and aircraft longitudinal axis <15°.
CDI Dots
- INAV (ranges greater than 50 nm) — 1.5 nm per dot.
- INAV (ranges less than 50 nm) — 600 yards per dot.
- VOR/TACAN — 5° per dot.
- ILS — 1.25° per dot.
- IPRA — 1.5 nm per dot (when steer point is IAF, IF, MAT, or MAF; or FAF or MAP when GO AROUND
is selected).
- IPRA — 1.25° per dot (when steer point is FAF, MAP, or RPI and GO AROUND is not selected).
FCVs are CLOSED when:
- Power switchlights are OFF.
- Pressurization mode select switch is in AUX VENT.
- Emergency depressurization switch is in DUMP.
The FCVs shut off automatically when:
- Excessive water separator pressure (approximately 14 psi differential) occurs.
- Air conditioner discharge temperature is excessive (approximately 210 °F for the flight station air
conditioner, and 380 °F for the cargo compartment air conditioner).
- Any ENGINE START switch is in START position.
Underfloor Heat
The HEAT/FAN position opens the shutoff valve, and the underfloor heat sensor modulates the floor heat temperature control valve to maintain an underfloor temperature of 73 ±8 °F (23 ±5 °C)
Auxiliary Ventilation
The auxiliary ventilation provision in each system consists of a valve connecting the heat exchanger cooling air inlet to the conditioned air distribution ducts. When the valve is opened, most of the air entering the cooling air scoop flows directly into the distribution ducts. In flight, the air thus admitted to the aircraft is ambient air under ram pressure.
Windshield Defogging Levers
A WINDSHIELD DE-FOGGING lever on the pilot and copilot side consoles controls a valve connecting the temperature-conditioned air duct to the windshield defogging outlets on that side of the flight station. With the lever moved to ON, the valve is opened.
Outflow Valve
The outflow valve, located on the right aft side of the flight station exhausts cabin air to the atmosphere through a louver in the skin (Figure 2-76). The valve consists of a butterfly valve, a main actuating diaphragm and pneumatic relay for automatic control, an air jet pump, and an electric actuator for manual control
Cabin Pressure Controller
The dual-channel cabin pressure controller is an electronic computer providing fully automatic cabin pressure control. The controller is used in conjunction with the dual servo valve to provide automatic operation for a variety of situations
Safety Valve
Electronically Controlled and pneumatically opened for emer depress.
It opens to relieve cabin pressure when positive differential pressure reaches 14.96 in. Hg or negative differential pressure reaches 0.76 in. Hg. The safety valve also opens when emergency depressurization, auxiliary ventilation, or no-pressure operation is selected or, when in AUTO with weight on wheels and the bleed air manifold is pressurized.
Manual Valve Control Rocker Switch
controls the
electric actuator of the outflow valve when the pressurization mode select switch is in the MAN position. When the manual valve control rocker switch is held in the CLOSE position, the actuator turns the outflow butterfly valve toward its closed position to decrease cabin altitude. When the switch is held in the OPEN position, the actuator turns the butterfly valve towards its open position to increase the cabin altitude.
AUTO RATE Selector
Setting the AUTO RATE selector to NORM, selects a nominal climb rate of 500 fpm and a nominal descent rate of 300 fpm. When the AUTO RATE selector is set at MIN, the rate is zero fpm. When the AUTO RATE is set to MAX, the cabin rate is limited to 3,000 fpm.
An ice detection system is used to achieve automatic operation of the following anti-icing and deicing systems:
- Wing/empennage anti-ice/deice.
- Engine and oil cooler inlet anti-icing.
- Compressor inlet guide vane and torquemeter shaft anti-icing.
- Propeller spinner anti-icing and deicing.
- Propeller blade deicing.
- Pneumatic deicing boot.
First Aid Kits
Mounting provisions for 22 first aid kits are located as follows:
2 - Flight station aft bulkhead.
8 - Forward of right wheelwell.
6 - Forward of left wheelwell.
2 - Forward of right paratroop door.
4 - Forward of left paratroop door.
Microwave Oven
Note
Microwave oven is inoperative during NVIS operations.
FADEC Autofeather Request — The FADEC will request MC permission to autofeather if the power lever is at FLT IDLE or above and any of the following exists:
a. Loss of propeller control (high power and NP below 73 percent).
b. At low power settings, low NG (less than 69 percent).
c. At high power settings, low engine HP (less than 74 percent of commanded HP) and decelerating NG
(greater than 500 rpm per second).
Mission Computer Autofeather Permission
The outboard propellers always have MC permission to autofeather without delay. This supports low minimum control speeds. For the inboard propellers, autofeather permission is granted after a two second delay provided the aircraft is below 15,500 feet andthe other engines are running normally. If these conditions are not met the FADEC will windmill thepropeller at 100 percent rpm. This ensures the inboard propeller autofeathers if an engine fails on takeoff. If all engines flameout at least one inboard propeller will be at 100 percent RPM supplying electric and hydraulic power.
Reversionary NG Control
The FADEC reversion control mode allows continued safe flight with both engine torque sensors failed. The reversion mode bases fuel scheduling on NG instead of the normal torque setting. The FADEC fault control logic automatically engages the reversion mode, but closer monitoring of power lever angle and NG is required to ensure symmetric power settings. Maximum available propeller horsepower is reduced by approximately 40 percent to ensure that engine power limits are never exceeded. Reverse power is not available.
Automatic Start Control
For air starts the start sequence is initiated just as it is on the ground except that the FADEC will not shut down the engine for a stagnated start. The FADEC sequences the starter regulating and shutoff valve, ignition, fuel flow, and compressor variable geometry vanes to start the engine.
Nacelle Interface Unit
- Provides MIL-STD-1553 and RS422 communications.
- Provides indications of oil temperature, pressure and quantity, oil cooler flap position and fuel flow.
- Controls oil cooler flap and engine/nacelle anti-ice valves.
- Provides engine health and usage monitoring through the EMS. Related functions include diagnostics and fault monitoring, performance monitoring, trend data acquisition, life usage assessment, and propeller balancing data. In addition to the displayed engine parameters; compressor discharge pressure and temperature, vibration sensors, and the CADC system support the EMS.
Insufficient Oil Scavenging
The oil system in the core engine and the gearbox scavenge oil back to the oil tank when NP and NG are in the normal operating ranges. With the engine shut down in flight the engine and propeller can windmill at different speeds, depending on the conditions or failures. These intermediate rpm conditions result in oil pooling in sections of the engine if the FIRE handle is not pulled.
Oil Capacity
20-gallon oil tank is located in each nacelle above the engine. The tank has a 12-gallon oil capacity with the remainder of the tank, approximately 8 gallons, used for air space. The oil tank also incorporates a 0.66-gallon dedicated reservoir for the emergency feather pump oil supply
Ignition System
The ignition system consists of two ignitors, two ignition leads, two ignition exciters, and one PMA.
Compressor Acceleration Bleed Air System
The compressor acceleration bleed air system consists of the compressor acceleration bleed control valve and two compressor bleed valves. The CABCV-controlled compressor bleed valves allow 10th-stage bleed air into the nacelle cavity during initial starting, to allow surge-free acceleration to idle speed. After the engine gas generator has reached sufficient speed, 14th-stage bleed pressure closes the valves.
MGT (Measured Gas Temperature)
MGT is the measure of engine temperature. It represents the temperature of the gases at the third stage power turbine vanes.
Ground Beta Enable Valve
The GBEV removes the hydraulic low pitch stop (13.0° ±2°) and isolates the OSG during ground beta operations to prevent it from reacting to overspeed transients. It is operated by a dual coil solenoid.
Magnetic Pulse Unit
The dual channel MPU, mounted on the propeller brush block, detects the passing of each blade as the propeller rotates. Each channel is connected, via a separate connector, to an individual FADEC channel.
Fuel Transfer Switches
The FLCV switch is labeled TO.
The transfer pump switch is labeled FROM.
The two switches are set in combination to allow the following three fuel transfer states for each tank.
SPR Drain
Fuel drained from the SPR manifold is returned to the No. 3 main fuel tank.
Cycle takes 2.5 minutes
What Supplies APU Starting Power?
The isolated dc bus supplies APU starting control power.
What is ppowered initially when battery power is switched on?
When the battery is turned on and no other electrical power is available on the aircraft, the pilot CNI-MU, HDD 1, and HDD 2 are powered.
APU Operational Altitudes
The APU will start and operate at altitudes from -1,000 feet to 20,000 feet.
What does the APU Power?
If the APU is the only source of power it will power the essential and the main ac buses.
Notes:
If the APU generator is on line, the APU will power the essential ac bus regardless of the on/off condition of the other generators.
If only the APU is on line, then the APU will power the essential and main ac buses.
Bus Tie
Except during battery only start of the APU, the isolated and avionics dc buses are isolated by a bus tie relay. When a start of the APU is initiated and ac power is not present, the APU start logic closes the bus tie relay and selects the utility battery as a dedicated power source for the APU start motor. The closed bus tie relay allows the avionics battery to power both the isolated and avionics dc buses.
Auxiliary Hydraulic Pump Switches
The auxiliary hydraulic pump may be controlled by either of two control panel switches. One two-position (ON or OFF), rocker switch labeled AUX PUMP, is located on the HYDRAULIC control panel. The other switch, labeled PUMP, is a two-position (ON or OFF) toggle switch located on the ramp control panel.
Aileron Booster Assy
The aileron booster assembly hydraulic actuating cylinder furnishes most of the force to move the ailerons. The booster assembly is furnished fluid through a pressure-reducer at approximately 2,050 psi from both the booster and utility hydraulic systems.
Aileron Diverter Valve System
The ADV system provides improved handling qualities at speeds below 270 knots when the autopilot is not engaged. ADV system activation is controlled by the MC with inputs from propeller speed, autopilot lateral axis state, and flap position parameters.
**Allows hyd px to bypass the px reducer, effectively increasing pressure from 2050PSI to 3000PSI.
Automatic elevator trim tab system
Any time the flaps are lowered to 75 percent or more, as shown on the flap position indicator, an automatic elevator trim tab system is armed. When the flaps are raised from this position, the elevator trim tab is actuated to give nose-down trim. The elevator tab will actuate for a maximum of 2.8 seconds (approximately 7°), or until flap movement stops, or until the flaps reach 50 to 55 percent, whichever occurs first. If the flaps are raised from a position below 75 percent in small increments, the automatic trim system will remain
Stall Warning and Stick Pusher Speeds
Stall warning and stick pusher speeds are calculated continuously by the MC from AOA sensor data, engine power, and flap position. The speeds are accurate for all conditions of flight, including all weights, angles of bank, levels of g, power settings, and flap settings. The stall warning speed is approximately 1.08 times the instantaneous stickpusher speed.
