Systems Flashcards
Left system hydraulic
Forward body pumps
Landing gear (xover)
Inboard spoilers
Pilot’s brakes
Alternate air refuelling doors (xover)
To regain left : crossover fwd/up
Right system hydraulics
Main flaps (xover)
Rudder (xover)
Outboard spoilers
Instrument power (copilot)
Leading edge flaps
Copilot brakes
Aft body pumps
NWS
AAR slipway doors
TACAN air to air
Won’t receive good indication if behind another receiver interrogating the tanker
Channels separated by 63
Use Y if possible to avoid DME interference
Avoid 1-11, 58-74, 121-126 due IFF interference.
ACM pack ground operation
1) only 1 pack at a time
2) at least 2 engines running at above N1 55%
Why:
Pre-Cooling capacity limited on the ground.
2 packs = larger demand for bleed air, bleed control valves open further to provide higher flow which cannot be cooled adequately.
Why 55%? Above 50% bleed from 9th stage closes, 5th stage operates which provides a lower flow volume.
Why 2 engines? Double the cooling capacity for same bleed air requirement from a single pack.
Hung start
Indications
Types
Actions
Light off followed by Slow acceleration
Rpm below normal idle
Lean: low ff low egt
Rich: high ff high egt
HUNG START drill - cut off, motor.
Starter disengaged (>43% N2) reset start switch and wait until below 25N2
What does the MAIN DISENG switch do?
Disconnects main battery from hot bus and it’s charger
JFS battery now connected to hot bus etc.
Fuel imbalance
Yellow
Red
Yellow if L/R between 1-2000lb
Red if over 2000lb
Dump switch other valve implications
When dump valve opened, body to engine manifold valve is closed and main ARR valve closed automatically
Fuel temperature caution
[Limitations]
Jet A1 = F35 freeze point -47C
Jet A1 or JP 8 = F34 -47C
Avoid flying at altitudes where the indicated fuel temperature is less than 6C above the freeze point
Temp gauge on copilots panel.
Or static temp + 25C at cruise conditions should approximate fuel temp. ie outside air SAT below -66C…
GCB and BTB switch operation
GCB 3 position
BTB 2 position
BTB can be tripped automatically or manually. Switch is a spring to trip.
Auto: fault detected, isolates the gen and gen bus. Will automatically try to close and connect gen bus to sync bus if the generator control relay then fails or is tripped = Gen offline. BTB auto control tries to maintain power to GEN bus.
If tripped manually, it will not auto close. Will only try and close when commanded to by GCB switch being set to Trip (trying to connect gen bus to sync bus) or Norm (Trying to connect generator to the sync bus)
Hydraulic quantity gauge minimum indicated
1g is the minimum it will show even if empty.
Emergency flap operation considerations
3 mins from full up to down. Limits ability to achieve a certain setting if combined with limited thrust (eg 2EO).
Hold to move Down, latches to move Up.
No leading edge flaps +6kts Vapp and Vth.
2EO decision to land/GA at NLT 1000 agl
Go around requires time to raise, coordination with Nav to operate them. May want to configure F50 before starting final approach
Main to Aft gravity drain rate
CWT to fwd drain
Dump rate
650-975 ppm single tank, max combined around 1,300ppm
CWT to FWD 2270ppm
Pumps 1/2/3/4
2080 / 3090 / 3740 / 4220 ppm
ie. If body tanks empty, dump rate limited by drain rate
When below 0C what must you do on engine start?
Start switch to IGNITION once N2 >50%
Oxygen regulator usage
Normal: long duration unpressurised flight, no cabin air contaminants. 100% O2 around 30kft
100%: smoke and fumes, prevent cabin air being mixed
EMERGENCY: 100% at positive pressure. Use if ill fitting mask means no oxygen flowing, or severe smoke and fumes to prevent ingress into mask.
EMERGENCY or TEST MASK override diluted control (100% regardless)
Use NORMAL for long periods of unpressurised flight
RTS (no smoke or fumes)
CABALT 8-10k operate with normal
CABALT 10-12k can operate normal but intentional prolonged use in this altitude prohibited.
Safety pressure NORMAL not certified above 12k CABALT.
