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PFD)
Set BARO/RA button to set bug for DH (bottom left PFD)
3
Automatic Flight Control System (not just an AutoPilot)
1 Auto Pilot and 2 Flight Directors managed through a common control panel (top center)
Auto Pilot – Modes = A/P and FD
Automatically brings up YD with AP
Is engaged when “AP” on top of PFD
Turned off several ways:
Manually : will give amber AP flash and calvary charge
using “SEC Trim” on pedestal
Push AP button on top panel (normal)
Push YD button on top panel
Push “Go Around” button
Select AHRS to other than normal (won’t run without both)
Activating Electric Trim on yoke (just push arm button)
Depress either CWMS (red buttons on yoke)
Automatically: will give red AP flash and clavary charge until silenced
AP monitor detects fault
AP pitch trim detects fault
Loss of power source to AP
Loss of servo power
IC / SG failure
Loss of either AHRS system
Aircraft exceeds 35° Bank, 25°Pitch Up or 15° Pitch Down
Either Stick Shaker activates
Limitations:
Must be off for takeoff and landing, do not physically over power
Minimums use - Climb, enroute, descent 500’ AGL
Approach 200’ AGL
VNAV 400’ AGL or MDA (highest)
Flight Directors
Two independently generated but managed by one control panel
AP will only couple to the “Master” FD as shown on the control panel (shown by green → on
top of PFD)
CUE – changes selected view of FD
Defaults to “ROL ← PIT” modes then you can change it
Turn it off by pushing FD (top center) – can’t when AP is on
Can turn off FD if AP is engaged to slave side
FR button switches sides and will revert to default settings
White is armed / green is active
4
Electrical System
Cold Airplane – no power
External Power – shows only when power is coming through GPU (you can’t tell if it is plugged
in once GPU is turned off – can’t see it from cockpit)
Can’t tell if access panel is closed correctly either – need to review with ground personnel before
Maximum GPU limit is 1500 amps – don’t use unregulated power supplies
Split Electrical System – 2 separate because bus tie is normally “OPEN” (Emergency Battery
Bus runs off Right Main Bus)
Fuel System
3 Tanks – Fuselage tank (2708#), L wing (1678#), R wing (1676#) – Total 6062 lbs
Fuel panel on pedestal – fuselage tank feeds the wing tanks via gravity or pumps
Fuel filler points only on fuselage.
Single Point (15 minutes) electric read out monitors total fuel on board / can’t pre-select
stopping point / loaded below right engine pylon / rated at 40 or 55 psi max flow
Gravity Fill (45 minutes) conventional / top of fuselage tank – hard to get to
Pre Check Valve – should shut off within 20 seconds / if not be very cautious – you’ll
have to shut off truck at 6100 lbs.
Defueling – limited to –10 psi / pulls fuel from wing tanks through same single point nozzle (35
minutes to defuel)
Collector bays – inboard part of wing tanks designed to use “Motive flow principle pumps” to
boost pressure on fuel lines at a variety of locations
Main jet pump is the primary fuel feel to the engines / backed up by DC standby pump
Each side has a High pressure pump to make fuel nozzles work to atomize fuel and a Low
pressure pump to prevent cavitations (release of gas through liquid) and a dedicated Motive
Flow Pump for each engine.
Vent lines from fuselage to wing tanks to prevent over pressurization of fuselage tank is vented
through the surge tanks which separates air from fuel.
Fuel Imbalance Limits – Within 500 lbs with Flaps up / within 200 lbs with Flaps down
Transfer 50 lbs/minute – XFLOW w/ pump – keep finger on button or you’ll go to far
5
Engines
Allied Signal TFE 731-20R-1B or –20AR-1B (can be mixed on aircraft)
DEEC (Digital Electrical Engine Control) controls surge valve to control engine speeds
- electrical leads embedded in epoxy bonds mounted directly on the engine
- electronic brain – auto start, surge free acceleration and deceleration, auto ignition,
engine synch, rotor speed limits, temp limiting, automatic trend monitoring
- controls fuel flow to achieve target N1 based on environmental conditions (it does the
tweaking)
Manual Mode – (no DEEC) control everything with power levers
Consequences: no fuel flow management, retain N1/N2 limits, surge valve stays at 1/3
open, inefficient engine operation
　
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