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SECTION III - OPERATING PROCEDURES MODEL 510
NORMAL PROCEDURES
FAA APPROVED
U.S. Configuration
COLD WEATHER OPERATIONS (Continued)
AFTER ENGINE START
Maximum cockpit heating is obtained with the AIR SOURCE SELECT to L with the left engine
started. This also improves avionics warming for dispatch. Once engine oil temperature is above
10°C, the engine(s) may be run up to the CRU detent to facilitate warming. Caution should be used
to make sure additional thrust does not create unwanted aircraft movement or damage to
surrounding aircraft or structures. Once the cockpit has begun to warm to an acceptable level, the
AIR SOURCE SELECT should be set to BOTH (provided that both engines are started) and the
cockpit fan turned on LOW. It is recommended that the air conditioning be OFF to prevent the vapor
cycle air conditioning system from operating.
NOTE
Engine oil temperature must be above 22°C for 5 minutes prior to takeoff. Once the oil
temperatures reaches 10°C, it is permissible to increase power up to the CRU detent
to decrease the time required to reach 22°C.
Turn avionics power on by setting avionics switch to AVN PWR. The Garmin G1000 system, ADCs,
AHRS, and AFCS systems will self-test and power on. Some electrical systems, avionics computers,
and displays may be slow to warm up. PFD, MFD, and standby instrument LCD displays may require
up to 10 minutes to reach full brightness or become legible. After the avionics systems show signs of
warming, test the standby instrument battery by selecting BATT TEST, verify a successful test as
indicated by the green test lamp, then power up the standby instruments by moving the switch to
STBY INST. Standby instruments will power on and should be verified to be operating correctly. If
engine starts were made with PFDs in reversionary mode, MFD power-up must be successful and
PFDs must be in normal operating mode for dispatch. Dispatch is not permitted with PFDs operating
in reversionary mode.
NOTE
Dispatch is prohibited until all required avionics systems are verified to be functioning
properly.
All flight controls, manual & electric trims, flaps, and speed brakes should be cycled through full
travel several times to verify that all controls reach full travel and operate normally. Autopilot should
be engaged and disengaged to verify operation especially if RVSM flight is planned.
HYDRAULIC SYSTEM
The closed center hydraulic system supplies pressure from an electrically powered pump and
accumulator to operate the landing gear and brakes.
Selecting landing gear extend or retract energizes the respective solenoid on the control manifold to
actuate the gear control valve which in turn allows up to 1500 psi system pressure to reach the gear
actuators. Two pressure switches in the manifold control pump operation to make sure that the
accumulator maintains appropriate system pressure. An additional switch in the manifold activates
an amber HYD PRESS LO CAS message when hydraulic pressure is commanded, but system
pressure is too low. An amber HYD PUMP ON CAS message illuminates when power has been
applied to the pump for more than 60 seconds.
3-158 AA 510FM-07
MODEL 510 SECTION III - OPERATING PROCEDURES
NORMAL PROCEDURES
FAA APPROVED
Configuration U.S.
LANDING GEAR
The landing gear is actuated by positioning the LANDING GEAR lever to either the GEAR UP or
GEAR DOWN position. During gear extension, hydraulic pressure retracts the uplocks and is then
directed to the gear extend side of the gear actuators. The main gear actuators have an internal
mechanism to lock the gear in the extend position. The nose gear locks into the extend position via a
spring-loaded mechanical downlock on the drag brace assembly. Upon retraction, hydraulic pressure
is provided to the nose downlock release, nose retract, and main gear actuators to allow all three
gear to come out of the down and locked position and retract into the uplocks. Hydraulic pressure to
the actuators automatically shuts off when the gear are down and locked on extension, or up and
locked on retraction.
Three green annunciators illuminate when the nose, left main, or right main gear are down and
locked. These lights are not illuminated in the retracted position. A red UNLOCK annunciator is
illuminated anytime all landing gear are not locked in the position selected by the landing gear
handle.
An audio warning tone is provided by the aural warning system if the following conditions occur and
the landing gear are not locked down:
1. Airspeed below 130 KIAS.
2. Either throttle below approximately 70% N2.
3. Neither throttle above approximately 85% N2.
The gear warning horn can be silenced by:
　
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