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1. Advancing either throttle above:
a. Approximately 70% N2 with Flaps UP, or
b. Approximately 85% N2 with Flaps TO/APR or LAND.
2. Pressing the HORN SILENCE button if:
c. Flaps UP, or
d. Flaps TO/APR and STALL WARN HI not displayed.
NOTE
If Flaps are in the LAND position or the STALL WARN HI message is displayed with
Flaps at TO/APR, the HORN SILENCE button will not cancel the landing gear warning
tone.
Emergency landing gear extension is provided by two emergency gear handles located under a
cover on the aft side of the pedestal. The cover is removed by pulling straight aft. Pulling the “T”
handle retracts the uplocks, allowing the landing gear to free fall to the extend position. To minimize
the force required to pull the handle, make sure the handle is pulled straight aft. Increased airspeed
and some yawing may be required to achieve green lights on all gear. Rotating the extended “T”
handle 1/4 turn counter-clockwise will lock the handle. After the “T” handle has been pulled, the
round collar handle can be pulled to discharge the nitrogen blow down system. Nitrogen will retract
the uplocks, in the event they did not release mechanically, and then extend the gear. After the gear
is extended, the collar and “T” handle can be pushed in if desired. If significant resistance is
encountered, the handle should be left extended to prevent cable crimping.
(Continued Next Page)
510FM-07 AA 3-159
SECTION III - OPERATING PROCEDURES MODEL 510
NORMAL PROCEDURES
FAA APPROVED
U.S. Configuration
LANDING GEAR (Continued)
CAUTION
• Prior to using the emergency extension system, the landing gear handle
must be down and/or the gear control circuit breaker pulled to prevent
possible energizing of the gear hydraulic system to the retract position.
• Once the emergency gear extension system has been used, do not
attempt to retract the gear.
ANTISKID SYSTEM
The antiskid system provides power assisted braking with skid protection. It is designed to provide
maximum braking efficiency on all runway surfaces. The system consists of two wheel speed
transducers, brake metering valve and control box. Hydraulic power for the power brake/antiskid
system is provided by the main hydraulic system.
CAUTION
Do not pull the HYD PUMP circuit breaker to prevent the hydraulic pump from
cycling. With the circuit breaker disengaged, the power brake system is
inoperative and the rudder pedal toe brakes are disabled. Braking is then
available only by use of the pneumatic brake system.
NOTE
If a low brake pressure condition occurs on the ground, the HYD PRESS LO CAS
message will post and the MASTER CAUTION will illuminate steady, but will not
cancel when pressed. These visual alerts will continue until the low brake pressure
condition is corrected.
System operation is conventional with power braking available at all speeds while antiskid protection
is available at speeds above approximately 12 knots. The antiskid protection feature is designed to
operate with maximum pilot applied brake pedal force. Do not modulate brake pedal force when
maximum braking is desired.
To make sure of proper braking on water, snow, and ice-covered, hard-surfaced runways, and all
unimproved surfaces, it is necessary for the pilot to apply maximum effort to the brake pedals
throughout the braking run. When the system detects a skid and releases the applied brake
pressure, any attempt by the pilot to modulate braking can result in an interruption of the applied
brake signal and may increase stopping distance significantly.
3-160 AA 510FM-07
MODEL 510 SECTION III - OPERATING PROCEDURES
NORMAL PROCEDURES
FAA APPROVED
Configuration U.S.
ELECTRICAL SYSTEM
DC power is supplied by a ground power unit, a 300-ampere starter-generator unit on each engine,
or a (28 ampere-hour) battery. DC power is controlled by a battery BATT/OFF/EMER switch and two
GEN ON/OFF/RESET switches. One generator is capable of supplying all standard electrical
requirements should a generator fail. Each generator feeds its respective L or R FEED electrical bus.
The L AND R FEED busses are connected by 200 ampere current limiters to a crossfeed bus to
provide crossfeed power from either generator. DC Power is routed from each J-box feed bus
through individual circuit breakers to each of the circuit breaker buses in the cockpit circuit breaker
panels. Cockpit circuit breakers control power to individual systems. Battery power is supplied to the
battery bus and then through the battery relay to the crossfeed bus and the L and R feed busses.
Emergency DC power is supplied from the battery bus through the emergency power relay, to
　
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