AOM340B

AIRCRAFT OPERATIONS MANUAL
Part 1
The content of this document is proprietary and confidential to Saab AB

and may not:
a) be used for any purpose other than those for which it was supplied;
b) be copied or reproduced in whole or in part without the prior written
consent of Saab AB; nor
c) be disclosed to any third party without the prior written consent of
Saab AB
Saab AB
SE--581 88 Linkping
Sweden Telephone: int+46 13 18 00 00
Doc. No: 72LKS 3089 Initial Issue: JUN 15/89

Ref. No: SAAB 340B AOM
Revision 52: Dec 01/16
Aircraft Operations Manual
LETTER OF TRANSMITTAL
REVISION No. 52, Dec 01/16
To: All holders of SAAB 340B AIRCRAFT OPERATIONS MANUAL.
FILING INSTRUCTIONS
Before inserting this revision, ensure that Revision No. 51, Jun 01/16 is incorporated.
Update the manual according to the revised List of Effective Pages.

R = revised (to be replaced)
D = deleted (to be removed)
N = new (to be introduced)
Ensure that the contents of the manual are in compliance with the List of Effective Pages.
REASON FOR ISSUE

This revision contains minor changes and page shifts.
PAGE 1
Dec 01/16
THIS PAGE INTENTIONALLY LEFT BLANK !
PAGE 2
Dec 01/16
RECORD OF REVISIONS
Rev. Rev. Rev.

Revision date By Revision date By Revision date By
No. No. No.
1 Sep 06/89 24 Dec 21/95 47 Jan 14/15
2 Oct 01/89 25 Jun 17/96 48 Apr 01/15
3 Dec 01/89 26 Nov 30/96 49 Jun 30/15
4 Jan 22/90 27 Apr 30/97 50 Dec 01/15
5 Feb 14/90 28 Mar 20/98 51 Jun 01/16
6 Apr 02/90 29 Nov 06/98 52 Dec 01/16
7 May 10/90 30 Jun 24/99
8 Sep 01/90 31 Oct 15/99
9 Nov 26/90 32 Feb 02/01
10 Jan 07/91 33 Oct 05/01
11 Apr 29/91 34 Dec 03/01
12 Jul 15/91 35 Sep 06/02
13 Mar 05/92 36 Dec 15/03
14 Apr 30/92 37 Feb 15/04
15 Aug 03/92 38 Dec 10/04
16 Nov 02/92 39 Mar 04/05
17 Dec 30/93 40 Feb 03/06
18 Mar 16/94 41 Jun 23/08
19 Apr 29/94 42 Feb 17/11
20 Sep 30/94 43 Aug 16/21
21 Dec 21/94 44 May 14/13
22 Mar 20/95 45 Nov 21/13
23 Jun 30/95 46 Jul 01/14
PAGE 1
Dec 01/16
PAGE 2
Dec 01/16
HIGHLIGHTS
AOM BOOK I
SE/CH/SU PAGES CODE REASON FOR CHANGE
Title page Part 1 Contact information updated.

Part 2 .
INTRO 3 Contact information updated.
MOD LIST 3 Mod 3564 added (applicability for a/c 367).
Operating limits for Cabin differential pressure changed to 7.5 psi in

2.2 1
accordance to the limitation section of AFM (Airplane Flight Manual).
5.1 19 RNAV added to R ESS BUS for aircraft with Mod 3564 installed.
11.1 27 S1 Ice detector powered by R INV BUS, (INV 1) removed.

27 S2 .
15/9.1 10 O3 Power supply added for FMS with Mod 3564 installed.
PAGE 1
Dec 01/16
HIGHLIGHTS
AOM BOOK II
20 contents 12 No new or cancelled Alert Operations Bulletins.
21 contents 12 No new or cancelled Operations Bulletins.
Unreliable airspeed and/or altitude indications added under para-

23/2 A03 00
graph 10, Air Data.
A03 10 .
A23 00 Applicability: without Mod No 1933 added.
A23 10 .
A23
20 New page, intentionally left blank.
exp
A23 20 New page applicable to aircraft with Mod No 2024 and without Mod
No 1933.
A23
30 New page, intentionally left blank.
exp
New page applicable to aircraft without Mod No 2024 and with Mod
A23 30
No 1933.
A214 00 RNAV added to R ESS BUS for aircraft with Mod 3564 installed.
An investigation on the effects of a large fuel unbalance due to a
large fuel leak has been done. A table with speed increments and
A43 00
landing distance factors, depending on the amount of fuel unbalance,
has therefore been added in the checklist.
A44
00 New page due to page shift on A43.
exp
A44 00 New page du to page shift. No factual changes on this page.
A811 00 Mi/Wi value for flap 20 changed: Mi+Wi changed to Wi.
A811 10 .
New text added: When speed and/or altitude information is in doubt,
A101 00
refer to checklist Unreliable speed and/or altitude indications.
A102 New page with expanded information about Unreliable airspeed indi-
00
exp cations.
New page with checklist Unreliable speed and/or altitude indica-
23/2.. A102 00
tions.
PAGE 2
Dec 01/16
A103
..23/2 00 New page: Intentionally left blank.
exp
New page: checklist Unreliable speed and/or altitude indications
A103 00
continues.
A104
00 New page: Intentionally left blank.
exp
A104 00
continues.
A105
00 New page: Intentionally left blank.
exp
A105 00
continues.
Mi numbers corrected for flap 20. Now +20 with No ICE ACC and
24/2 E44 00
+10 with ICE ACC.
25/1 1 The abbreviation MSA: Corrected to Minimum Sector Altitude ac-

cording to ICAO definition of the acronym MSA.
NOTE added to inform to set AntiSkid switch to OFF if braking is

25/2 1
lost during taxiing together with no AntiSkid Caution illuminated.
Page shift, paragraph number 4 BACKING now starts on page two
2
instead of page one.
Page shift, paragraph number 9 HP BLEED DURING TAXI now
3
starts on page three instead of page two.
Editorial, to match the changes made in an earlier revisionfield ele-

25/3 5
vation renamed to threshold elevation.
37/1 24 Extreme icing conditions corrected to Severe icing conditions.
37/3.4 A01 15 New item; Fuel System added for code 15.
A40 New page.
A43 15 New page for aircraft on Canadian register.
exp
New page for aircraft on Canadian register with new table for fuel
A43 15
unbalance.
A811 15 Mi/Wi value for flap 20 changed: Mi+Wi changed to Wi.
A811 25 .
PAGE 3
Dec 01/16
PAGE 4
Dec 01/16
To: Saab AB
Support and Services
MANUAL USER COMMENTS
Lifecycle Logistics Division on omissions, procedures, etc.
Publication Engineering
SE581 88 Linkping
SWEDEN Aircraft Operations Manual
Phone: +4613 184591; Fax No +4613 184183
Email: customer.support.publications@saabgroup.com
From: Date:
Phone/Fax/Email:
Manual: AOM Topic:
Chap/Sect/Page: Page Date:
Comments:
Please forward this form, when completed, to the above address. If possible, attach a photocopy
of the relevant manual page with any comments added, as necessary.
Flight Ops Action

Date Received To be included in Rev. . . . . , dated . . . . . . . . . .
In process
............. Rejected; reason: . . . . . . . . . . . . . . . . . . . . . . . . . .
. .........................................
Manual User Comments

PAGE 1
Manual User Comments

PAGE 2
Aircraft Operations Manual INTRODUCTION
1. FOREWORD 9. Fuel
The SAAB 340B AIRCRAFT OPERATIONS MANU- 10. Hydraulics

AL (AOM) is the property of Saab AB. It is supplied 11. Ice and Rain Protection
in confidence of commercial security. It shall not be 12. Instruments and Recorders
used for any purpose other than that for which it is
supplied, nor may any information contained in it be 13. Landing Gear
disclosed to unauthorized persons. It shall not be 14. Lighting
reproduced in any form in whole or in part without 15. Navigation
permission in writing from owners of the copyright.
16. Pneumatics
The technical content of this document is approved
17. Power Plant
under the authority of DOA nr. EASA.21J.066
18. Water and Waste
2. PURPOSE AND SCOPE
19. Warning and Cautions
This manual is specifically prepared for flight per-
Each section in Part 1 contains one or more chap-
sonnel and contains information and instructions for
ters.
operating the SAAB 340B. The procedures in this
manual cover the international standards and rec- Example:
ommendations given in ICAO Annex 6, as applica-
4/1.1 AUDIO INTEGRATING
ble and specific to this type of aircraft. Although
these procedures must be adhered to, nothing 4/2.1 HF COM
should limit personnel from acting on their own best 4/3.1 VHF COM
judgement in an emergency.
4/4.1 PA/INTERPHONE
Procedures and limitations in the AOM are recom-
mended by Saab AB. In the event of conflict with Each chapter is separated in three subchapters:
the LFV approved Airplane Flight Manual (AFM) the Subchapter 0 (if applicable) includes Highlights,
AFM shall apply. which includes descriptions, limitations and proce-
dures for the various aircraft systems at lower
3. MANUAL LAYOUT
modstatus.
The manual is divided into three parts, each con- Subchapter 1 consists of short technical descrip-
tained in a separate binder. tions of the various aircraft systems at the highest
3.1 Part 1 modstatus.
Subchapter 2 (if applicable) covers Limitations,
The first binder is applicable to aircraft both without
Normal Operations and Abnormal Procedures as
and with extended wingtips and is divided by means
applicable for the various aircraft systems at the
of tab dividers in the following sections:
highest modstatus.
0. Introduction and Records
1. Aircraft General
2. Air Conditioning and Pressurization
3. Autoflight
4. Communications
5. Electrical
6. Emergency Equipment
7. Fire Protection
8. Flight Controls
INTRO
PAGE 1
Dec 01/16
Example: 33. Special Range

Prefix 34. Performance Supplements
Subchapter
Chapter 35. Line Checks
Section 36. Appendices
37. Supplements
Each section in Part 2 contains one or more chap-

15/4.1 KO ters.
Page 1
The chapter can if necessary be separated in sub-
chapters.
To distinguish possible alternatives in the NORMAL
Example:
and ABNORMAL procedures, symbols are used to
the left of the appropriate headings. The symbols Subchapter
within each group of alternatives in a procedure are Chapter
Section
connected by a line.
The symbols are in descending order:
27/1.1
Page 1
3.3 Part 2 Extended Wingtips
The third binder is applicable to aircraft with exten-

ded wingtips and is divided in the following sec-
tions:
3.2 Part 2 20. Alert Operations Bulletins AOB
The second binder is applicable to aircraft without 21. Operations Bulletins OB
extended wingtips and is divided in the following 22. Normal Procedures
sections:
23. Abnormal Procedures
20. Alert Operations Bulletins AOB
24. Emergency Procedures
21. Operations Bulletins OB
25. Flight Procedures
22. Normal Procedures
26. Power Settings
23. Abnormal Procedures
27. Speeds
24. Emergency Procedures
28. Takeoff
25. Flight Procedures
29. Service Ceiling
26. Power Settings
30. Landing
27. Speeds
31. Range
28. Takeoff
32. Climb/Cruise/Descent
29. Service Ceiling
33. Special Range
30. Landing
34. Performance Supplements
31. Range
35. Line Checks
32. Climb/Cruise/Descent
INTRO
PAGE 2
Dec 01/16
36. Appendices 5. REVISIONS

37. Supplements Revisions will be issued as necessary. They will be
Each section in Part 2 Extended Wingtips contains distributed together with a List of Effective Pages
one or more chapters. (LEP) which shall be checked and filed under the
front flysheet of the manual. Missing Revisions or
The chapter can if necessary be separated in sub- pages shall be requested from:
chapters.
Phone: +46 13 18 00 00
Example:
E-mail:
Subchapter customer.support.publications@saabgroup.com
Chapter
Section In a Transmittal Letter, a short summary will be giv-
en to highlight the revision. In addition, a vertical
line in the appropriate margin will be used to indi-
cate directly on the manual pages where changes
27/1.1 have been made.
Page 1
The manual shall be revised by chapter. When a
revision is received, replace the entire chapter or
4. PAGE IDENTIFICATION subchapter.
Each page is identified by the AOM index and page

number. A number of INTENTIONALLY LEFT
BLANK pages have been added to maintain page
sequencing. The effective date is shown in the low-
er left corner of each page.
For identification of instructions for different types of
equipment a prefix is used together with the AOM
chapter number. The following prefixes are used as
the example shows:
Prefix Explanation
S Standard equipment
S1 Different standards
S2 Different standards
O Optional equipment
O1 Different options
O2 Different options
C Collins equipment
CI Collins Pro Line I
C II Collins Pro Line II
CO Collins optional
K King equipment
KO King optional
INTRO
PAGE 3
Dec 01/16
INTRO
PAGE 4
Dec 01/16
LIST OF EFFECTIVE PAGES
REVISION 52 DATE: Dec 01/16
N, R or D, indicates pages which are New, Revised or Deleted respectively. Remove and insert the affected
pages.
AOM PART 1
CHAPTER/ CHAPTER/
SECT/SUB PREFIX PAGE DATE SECT/SUB PREFIX PAGE DATE
R 24 Dec 01/16
INTRO R 1 Dec 01/16 R 25 Dec 01/16
R 2 Dec 01/16 R 26 Dec 01/16
R 3 Dec 01/16 R 27 Dec 01/16
R 4 Dec 01/16 R 28 Dec 01/16
R 29 Dec 01/16
LEP Part 1 R 1 Dec 01/16 R 30 Dec 01/16
R 2 Dec 01/16 R 31 Dec 01/16
R 3 Dec 01/16 R 32 Dec 01/16
R 4 Dec 01/16 R 33 Dec 01/16
R 5 Dec 01/16 R 34 Dec 01/16
R 6 Dec 01/16
R 7 Dec 01/16 MOD LIST R 1 Dec 01/16
R 8 Dec 01/16 R 2 Dec 01/16
R 9 Dec 01/16 R 3 Dec 01/16
R 10 Dec 01/16 R 4 Dec 01/16
R 11 Dec 01/16
R 12 Dec 01/16 TAB DIV. 1
R 13 Dec 01/16
1 1 Apr 01/15
R 14 Dec 01/16
2 Apr 01/15
R 15 Dec 01/16
R 16 Dec 01/16 1/1.1 1 Apr 01/15
LEP Part 2 R 17 Dec 01/16 2 Apr 01/15
340 B R 18 Dec 01/16 3 Apr 01/15
R 19 Dec 01/16 4 Apr 01/15
R 20 Dec 01/16 S1 5 Apr 01/15
R 21 Dec 01/16 S1 6 Apr 01/15
R 22 Dec 01/16 S2 5 Apr 01/15
R 23 Dec 01/16 S2 6 Apr 01/15
R 24 Dec 01/16 7 Apr 01/15
R 25 Dec 01/16 8 Apr 01/15
R 26 Dec 01/16
1/1.2 1 Apr 01/15
R 27 Dec 01/16
2 Apr 01/15
R 28 Dec 01/16
3 Apr 01/15
R 29 Dec 01/16
4 Apr 01/15
R 30 Dec 01/16
LEP Part 2 R 17 Dec 01/16 1/2.1 1 Jun 30/15
340 B (WT) R 18 Dec 01/16 2 Jun 30/15
R 19 Dec 01/16 3 Jun 30/15
R 20 Dec 01/16 4 Jun 30/15
R 21 Dec 01/16 5 Jun 30/15
R 22 Dec 01/16 6 Jun 30/15
R 23 Dec 01/16 7 Jun 30/15
LEP
PAGE 1
Dec 01/16
CHAPTER/ CHAPTER/
1/2.1 Contd 15 Apr 01/15

8 Jun 30/15 16 Apr 01/15
9 Jun 30/15 17 Apr 01/15
10 Jun 30/15 18 Apr 01/15
11 Jun 30/15 19 Apr 01/15
12 Jun 30/15 20 Apr 01/15
13 Jun 30/15 21 Apr 01/15
14 Jun 30/15 22 Apr 01/15
15 Jun 30/15
2.2 R 1 Dec 01/16
16 Jun 30/15
R 2 Dec 01/16
17 Jun 30/15
18 Jun 30/15 R 3 Dec 01/16
S1 19 Jun 30/15 R 4 Dec 01/16
S1 20 Jun 30/15 R 5 Dec 01/16
S1 21 Jun 30/15 R 6 Dec 01/16
S1 22 Jun 30/15 R 7 Dec 01/16
S2 19 Jun 30/15 R 8 Dec 01/16
S2 20 Jun 30/15
TAB DIV. 3
S2 21 Jun 30/15
S2 22 Jun 30/15 3 1 Apr 01/15
23 Jun 30/15 2 Apr 01/15
24 Jun 30/15
3.0 S 1 Apr 01/15
TAB DIV. 2 S 2 Apr 01/15
2 1 Apr 01/15 3.1 S 1 Jun30/15

2 Apr 01/15 S 2 Jun30/15
S 3 Jun30/15
2.1 1 Apr 01/15 S 4 Jun30/15
2 Apr 01/15 S 5 Jun30/15
3 Apr 01/15 S 6 Jun30/15
4 Apr 01/15 S 7 Jun30/15
5 Apr 01/15 S 8 Jun30/15
6 Apr 01/15 S 9 Jun30/15
7 Apr 01/15 S 10 Jun30/15
8 Apr 01/15 S 11 Jun30/15
S 9 Apr 01/15
S 12 Jun30/15
S 10 Apr 01/15
S 13 Jun30/15
S 11 Apr 01/15
S 14 Jun30/15
S 12 Apr 01/15
S 15 Jun30/15
O 9 Apr 01/15
S 16 Jun30/15
O 10 Apr 01/15
S 17 Jun30/15
O 11 Apr 01/15
S 18 Jun30/15
O 12 Apr 01/15
S1 13 Apr 01/15 3.2 S 1 Apr 01/15
S1 14 Apr 01/15 S 2 Apr 01/15
S2 13 Apr 01/15 S 3 Apr 01/15
S2 14 Apr 01/15 S 4 Apr 01/15
LEP
PAGE 2
Dec 01/16
CHAPTER/ CHAPTER/
3.2 Contd O 9 Apr 01/15

S 5 Apr 01/15 O 10 Apr 01/15
S 6 Apr 01/15 O 11 Apr 01/15
S 7 Apr 01/15 O 12 Apr 01/15
S 8 Apr 01/15 O 13 Apr 01/15
S 9 Apr 01/15 O 14 Apr 01/15
S 10 Apr 01/15 O 15 Apr 01/15
S 11 Apr 01/15 O 16 Apr 01/15
S 12 Apr 01/15 O 17 Apr 01/15
S 13 Apr 01/15 O 18 Apr 01/15
S 14 Apr 01/15 O 19 Apr 01/15
S 15 Apr 01/15 O 20 Apr 01/15
S 16 Apr 01/15
S 17 Apr 01/15 TAB DIV. 4
S 18 Apr 01/15
4 1 Apr 01/15
S 19 Apr 01/15
2 Apr 01/15
S 20 Apr 01/15
4/1.1 1 Apr 01/15
3.0 O 1 Apr 01/15
2 Apr 01/15
O 2 Apr 01/15
3 Apr 01/15
3.1 O 1 Jun30/15 4 Apr 01/15
O 2 Jun30/15 5 Apr 01/15
O 3 Jun30/15 6 Apr 01/15
O 4 Jun30/15 7 Apr 01/15
O 5 Jun30/15 8 Apr 01/15
O 6 Jun30/15 9 Apr 01/15
O 7 Jun30/15 10 Apr 01/15
O 8 Jun30/15 11 Apr 01/15
O 9 Jun30/15 12 Apr 01/15
O 10 Jun30/15 13 Apr 01/15
O 11 Jun30/15 14 Apr 01/15
O 12 Jun30/15
4/1.2 1 Apr 01/15
O 13 Jun30/15
2 Apr 01/15
O 14 Jun30/15
O 15 Jun30/15 4/2.1 O 1 Apr 01/15
O 16 Jun30/15 O 2 Apr 01/15
O 17 Jun30/15 O 3 Apr 01/15
O 18 Jun30/15 O 4 Apr 01/15
O 5 Apr 01/15
3.2 O 1 Apr 01/15
O 6 Apr 01/15
O 2 Apr 01/15
O 3 Apr 01/15 4/2.2 O 1 Apr 01/15
O 4 Apr 01/15 O 2 Apr 01/15
O 5 Apr 01/15 O 3 Apr 01/15
O 6 Apr 01/15 O 4 Apr 01/15
O 7 Apr 01/15 O 5 Apr 01/15
O 8 Apr 01/15 O 6 Apr 01/15
LEP
PAGE 3
Dec 01/16
CHAPTER/ CHAPTER/
4/2.2 Contd S1 4 Apr 01/15

O 7 Apr 01/15 S2 1 Apr 01/15
O 8 Apr 01/15 S2 2 Apr 01/15
S2 3 Apr 01/15
4/3.0 1 Apr 01/15
2 Apr 01/15 S2 4 Apr 01/15
4/3.1 C 1 Apr 01/15 4/5.1 1 Apr 01/15

C 2 Apr 01/15 2 Apr 01/15
K 1 Apr 01/15 3 Apr 01/15
K 2 Apr 01/15 4 Apr 01/15
KO 1 Apr 01/15 5 Apr 01/15
KO 2 Apr 01/15 6 Apr 01/15
3 Apr 01/15 7 Apr 01/15
4 Apr 01/15 8 Apr 01/15
5 Apr 01/15 4/5.2 1 Apr 01/15
6 Apr 01/15 2 Apr 01/15
4/3.2 C 1 Apr 01/15 4/6.1 O 1 Apr 01/15
C 2 Apr 01/15 O 2 Apr 01/15
C 3 Apr 01/15 O 3 Apr 01/15
C 4 Apr 01/15 O 4 Apr 01/15
K 1 Apr 01/15
K 2 Apr 01/15 4/6.2 O 1 Apr 01/15
KO 1 Apr 01/15 O 2 Apr 01/15
KO 2 Apr 01/15 O 3 Apr 01/15
KO 3 Apr 01/15 O 4 Apr 01/15
KO 4 Apr 01/15 O 5 Apr 01/15
O 6 Apr 01/15
4/4.1 S1 1 Dec 01/15
S1 2 Dec 01/15 TAB DIV. 5
S1 3 Dec 01/15
S1 4 Dec 01/15 5 1 Apr 01/15
S1 5 Dec 01/15 2 Apr 01/15
S1 6 Dec 01/15 5.1 R 1 Dec 01/16
S1 7 Dec 01/15 R 2 Dec 01/16
S1 8 Dec 01/15 R 3 Dec 01/16
S2 1 Dec 01/15 R 4 Dec 01/16
S2 2 Dec 01/15 R 5 Dec 01/16
S2 3 Dec 01/15 R 6 Dec 01/16
S2 4 Dec 01/15 R 7 Dec 01/16
S2 5 Dec 01/15 R 8 Dec 01/16
S2 6 Dec 01/15 R 9 Dec 01/16
S2 7 Dec 01/15 R 10 Dec 01/16
S2 8 Dec 01/15
R 11 Dec 01/16
4/4.2 S1 1 Apr 01/15 R 12 Dec 01/16
S1 2 Apr 01/15 R 13 Dec 01/16
S1 3 Apr 01/15 R 14 Dec 01/16
LEP
PAGE 4
Dec 01/16
CHAPTER/ CHAPTER/
5.1 Contd 7 Apr 01/15

R 15 Dec 01/16 8 Apr 01/15
R 16 Dec 01/16 9 Apr 01/15
R 17 Dec 01/16 10 Apr 01/15
R 18 Dec 01/16 11 Apr 01/15
R 19 Dec 01/16 12 Apr 01/15
R 20 Dec 01/16 13 Apr 01/15
R 21 Dec 01/16 14 Apr 01/15
R 22 Dec 01/16 15 Apr 01/15
R 23 Dec 01/16
16 Apr 01/15
R 24 Dec 01/16
R 25 Dec 01/16 6/3.1 1 Apr 01/15
R 26 Dec 01/16 2 Apr 01/15
S1 R 27 Dec 01/16 3 Apr 01/15
S1 R 28 Dec 01/16 4 Apr 01/15
S2 R 27 Dec 01/16
6/4.1 1 Apr 01/15
S2 R 28 Dec 01/16
R 29 Dec 01/16 2 Apr 01/15
R 30 Dec 01/16 6/5.1 1 Apr 01/15
R 31 Dec 01/16 2 Apr 01/15
R 32 Dec 01/16
R 33 Dec 01/16 6/6.1 1 Apr 01/15
R 34 Dec 01/16 2 Apr 01/15
R 35 Dec 01/16 6/7.1 S1 1 Apr 01/15
R 36 Dec 01/16 S1 2 Apr 01/15
R 37 Dec 01/16 S1 3 Apr 01/15
R 38 Dec 01/16 S1 4 Apr 01/15
R 39 Dec 01/16
S2 1 Apr 01/15
R 40 Dec 01/16
S2 2 Apr 01/15
5.2 1 Apr 01/15 S2 3 Apr 01/15
2 Apr 01/15 S2 4 Apr 01/15
3 Apr 01/15 S3 1 Apr 01/15
4 Apr 01/15 S3 2 Apr 01/15
S3 3 Apr 01/15
TAB DIV. 6
S3 4 Apr 01/15
6 1 Apr 01/15 S4 1 Apr 01/15
2 Apr 01/15 S4 2 Apr 01/15
6/1.1 1 Apr 01/15 S4 3 Apr 01/15
2 Apr 01/15 S4 4 Apr 01/15
S5 1 Apr 01/15
6/2.1 1 Apr 01/15 S5 2 Apr 01/15
2 Apr 01/15
S5 3 Apr 01/15
3 Apr 01/15
S5 4 Apr 01/15
4 Apr 01/15
5 Apr 01/15 6/8.1 1 Apr 01/15
6 Apr 01/15 2 Apr 01/15
LEP
PAGE 5
Dec 01/16
CHAPTER/ CHAPTER/
10 Apr 01/15
6/9.1 1 Apr 01/15
11 Apr 01/15
2 Apr 01/15
12 Apr 01/15
6/10.1 1 Apr 01/15
8.2 1 Apr 01/15
2 Apr 01/15
2 Apr 01/15
3 Apr 01/15
3 Apr 01/15
4 Apr 01/15
4 Apr 01/15
5 Apr 01/15
6 Apr 01/15 TAB DIV. 9
TAB DIV. 7 9 1 Apr 01/15
2 Apr 01/15
7 1 Apr 01/15
2 Apr 01/15 9/1.0 1 Apr 01/15
2 Apr 01/15
7.1 1 Apr 01/15
2 Apr 01/15 9/1.1 1 Apr 01/15
3 Apr 01/15 2 Apr 01/15
4 Apr 01/15 3 Apr 01/15
S1 5 Apr 01/15 4 Apr 01/15
S1 6 Apr 01/15 5 Apr 01/15
S2 5 Apr 01/15 6 Apr 01/15
S2 6 Apr 01/15 7 Apr 01/15
7 Apr 01/15 8 Apr 01/15
8 Apr 01/15 9 Apr 01/15
9 Apr 01/15 10 Apr 01/15
10 Apr 01/15 11 Apr 01/15
11 Apr 01/15 12 Apr 01/15
12 Apr 01/15 13 Apr 01/15
13 Apr 01/15 14 Apr 01/15
14 Apr 01/15 15 Apr 01/15
16 Apr 01/15
7.2 1 Apr 01/15
9/1.2 1 Apr 01/15
2 Apr 01/15
2 Apr 01/15
TAB DIV. 8 3 Apr 01/15
4 Apr 01/15
8 1 Apr 01/15
2 Apr 01/15 9/2.0 1 Apr 01/15
2 Apr 01/15
8.1 1 Apr 01/15
2 Apr 01/15 9/2.1 1 Apr 01/15
3 Apr 01/15 2 Apr 01/15
4 Apr 01/15 3 Apr 01/15
4 Apr 01/15
5 Apr 01/15
6 Apr 01/15 9/2.2 1 Apr 01/15
7 Apr 01/15 2 Apr 01/15
8 Apr 01/15 3 Apr 01/15
9 Apr 01/15 4 Apr 01/15
LEP
PAGE 6
Dec 01/16
CHAPTER/ CHAPTER/
9/2.2 Contd S1 R 14 Dec 01/16

5 Apr 01/15 S2 R 13 Dec 01/16
6 Apr 01/15 S2 R 14 Dec 01/16
7 Apr 01/15 R 15 Dec 01/16
8 Apr 01/15 R 16 Dec 01/16
R 17 Dec 01/16
TAB DIV. 10 R 18 Dec 01/16
10 1 Apr 01/15 S1 R 19 Dec 01/16
2 Apr 01/15 S1 R 20 Dec 01/16
S2 R 19 Dec 01/16
10.1 1 Apr 01/15
S2 R 20 Dec 01/16
2 Apr 01/15
R 21 Dec 01/16
3 Apr 01/15
R 22 Dec 01/16
4 Apr 01/15
R 23 Dec 01/16
5 Apr 01/15
R 24 Dec 01/16
6 Apr 01/15
R 25 Dec 01/16
7 Apr 01/15
R 26 Dec 01/16
8 Apr 01/15
S1 R 27 Dec 01/16
10.2 1 Apr 01/15 S1 R 28 Dec 01/16
2 Apr 01/15 S2 R 27 Dec 01/16
3 Apr 01/15 S2 R 28 Dec 01/16
4 Apr 01/15
11.2 1 Dec 01/15
TAB DIV. 11 2 Dec 01/15
3 Dec 01/15
11 1 Apr 01/15 4 Dec 01/15
2 Apr 01/15 5 Dec 01/15
11.1 R 1 Dec 01/16 6 Dec 01/15
R 2 Dec 01/16 7 Dec 01/15
R 3 Dec 01/16 8 Dec 01/15
R 4 Dec 01/16 9 Dec 01/15
R 5 Dec 01/16 10 Dec 01/15
R 6 Dec 01/16 11 Dec 01/15
R 7 Dec 01/16 12 Dec 01/15
R 8 Dec 01/16
R 9 Dec 01/16 TAB DIV. 12
R 10 Dec 01/16
12 1 Apr 01/15
S1 R 11 Dec 01/16
2 Apr 01/15
S1 R 12 Dec 01/16
S2 R 11 Dec 01/16 12/1.1 1 Apr 01/15
S2 R 12 Dec 01/16 2 Apr 01/15
O1 R 11 Dec 01/16 3 Apr 01/15
O1 R 12 Dec 01/16 4 Apr 01/15
O2 R 11 Dec 01/16 5 Apr 01/15
O2 R 12 Dec 01/16 6 Apr 01/15
S1 R 13 Dec 01/16 S 7 Apr 01/15
LEP
PAGE 7
Dec 01/16
CHAPTER/ CHAPTER/
12/1.1 Contd O 3 Apr 01/15

S 8 Apr 01/15 O 4 Apr 01/15
O 7 Apr 01/15
12/4.1 S1 1 Apr 01/15
O 8 Apr 01/15
S1 2 Apr 01/15
9 Apr 01/15
S1 3 Apr 01/15
10 Apr 01/15
S1 4 Apr 01/15
S 11 Apr 01/15
S2 1 Apr 01/15
S 12 Apr 01/15
S2 2 Apr 01/15
O 13 Apr 01/15
S2 3 Apr 01/15
O 14 Apr 01/15
S2 4 Apr 01/15
S 15 Apr 01/15
S3 1 Apr 01/15
S 16 Apr 01/15
S3 2 Apr 01/15
O 17 Apr 01/15
S3 3 Apr 01/15
O 18 Apr 01/15
S3 4 Apr 01/15
19 Apr 01/15
S4 1 Apr 01/15
20 Apr 01/15
S4 2 Apr 01/15
21 Apr 01/15
S4 3 Apr 01/15
22 Apr 01/15
S4 4 Apr 01/15
23 Apr 01/15
24 Apr 01/15 12/4.2 S1 1 Apr 01/15
S1 2 Apr 01/15
12/1.2 1 Jun30/15
S2 1 Apr 01/15
2 Jun 30/15
S2 2 Apr 01/15
3 Jun 30/15
S3 1 Apr 01/15
4 Jun 30/15
S3 2 Apr 01/15
5 Jun 30/15
S4 1 Apr 01/15
6 Jun 30/15
S4 2 Apr 01/15
12/2.1 1 Apr 01/15
2 Apr 01/15 TAB DIV. 13
3 Apr 01/15
13 1 Apr 01/15
4 Apr 01/15
2 Apr 01/15
12/3.1 S1 1 Apr 01/15
13.1 1 Apr 01/15
S1 2 Apr 01/15
2 Apr 01/15
S2 1 Apr 01/15
3 Apr 01/15
S2 2 Apr 01/15
4 Apr 01/15
O1 1 Apr 01/15
5 Apr 01/15
O1 2 Apr 01/15
6 Apr 01/15
O2 1 Apr 01/15
7 Apr 01/15
O2 2 Apr 01/15
8 Apr 01/15
3 Apr 01/15
9 Apr 01/15
4 Apr 01/15
10 Apr 01/15
12/3.2 S 1 Apr 01/15 11 Apr 01/15
S 2 Apr 01/15 12 Apr 01/15
O 1 Apr 01/15 13 Apr 01/15
O 2 Apr 01/15 14 Apr 01/15
LEP
PAGE 8
Dec 01/16
CHAPTER/ CHAPTER/
13.2 1 Apr 01/15

TAB DIV. 15
2 Apr 01/15
3 Apr 01/15 15 1 Apr 01/15
4 Apr 01/15 2 Apr 01/15
5 Apr 01/15 3 Apr 01/15
6 Apr 01/15 4 Apr 01/15
15/1.0 1 Apr 01/15
TAB DIV. 14
2 Apr 01/15
14 1 Apr 01/15
15/1.1 S 1 Apr 01/15
2 Apr 01/15
S 2 Apr 01/15
14/1.1 S1 1 Apr 01/15 S 3 Apr 01/15
S1 2 Apr 01/15 S 4 Apr 01/15
S1 3 Apr 01/15 S 5 Apr 01/15
S1 4 Apr 01/15 S 6 Apr 01/15
S2 1 Apr 01/15 O 1 Apr 01/15
S2 2 Apr 01/15 O 2 Apr 01/15
S2 3 Apr 01/15 O 3 Apr 01/15
S2 4 Apr 01/15 O 4 Apr 01/15
5 Apr 01/15 O 5 Apr 01/15
6 Apr 01/15 O 6 Apr 01/15
14/2.1 1 Jun 30/15 7 Apr 01/15
2 Jun 30/15 8 Apr 01/15
3 Jun 30/15 9 Apr 01/15
4 Jun 30/15 10 Apr 01/15
5 Jun 30/15 11 Apr 01/15
6 Jun 30/15 12 Apr 01/15
7 Jun 30/15 13 Apr 01/15
8 Jun 30/15 14 Apr 01/15
15 Apr 01/15
14/3.1 S 1 Apr 01/15 16 Apr 01/15
S 2 Apr 01/15 17 Apr 01/15
O 1 Apr 01/15 18 Apr 01/15
O 2 Apr 01/15 19 Apr 01/15
S1 1 Apr 01/15
20 Apr 01/15
S1 2 Apr 01/15
21 Apr 01/15
3 Apr 01/15
22 Apr 01/15
4 Apr 01/15
23 Apr 01/15
5 Apr 01/15
24 Apr 01/15
6 Apr 01/15
25 Apr 01/15
14/4.1 1 Apr 01/15 26 Apr 01/15
2 Apr 01/15 27 Apr 01/15
LEP
PAGE 9
Dec 01/16
CHAPTER/ CHAPTER/
15/1.1 Contd 6 Apr 01/15

28 Apr 01/15
15/2.2 C 1 Apr 01/15
29 Apr 01/15
C 2 Apr 01/15
30 Apr 01/15
C 3 Apr 01/15
31 Apr 01/15
C 4 Apr 01/15
32 Apr 01/15
K 1 Apr 01/15
33 Apr 01/15
K 2 Apr 01/15
34 Apr 01/15
KO 1 Apr 01/15
15/1.2 S 1 Apr 01/15 KO 2 Apr 01/15
S 2 Apr 01/15 KO 3 Apr 01/15
S 3 Apr 01/15 KO 4 Apr 01/15
S 4 Apr 01/15
15/3.1 C 1 Apr 01/15
S 5 Apr 01/15
C 2 Apr 01/15
S 6 Apr 01/15
C 3 Apr 01/15
S 7 Apr 01/15
C 4 Apr 01/15
S 8 Apr 01/15
K 1 Apr 01/15
O 1 Apr 01/15
K 2 Apr 01/15
O 2 Apr 01/15
K 3 Apr 01/15
O 3 Apr 01/15
K 4 Apr 01/15
O 4 Apr 01/15
KO 1 Apr 01/15
O 5 Apr 01/15
KO 2 Apr 01/15
O 6 Apr 01/15
KO 3 Apr 01/15
O 7 Apr 01/15
KO 4 Apr 01/15
O 8 Apr 01/15
5 Apr 01/15
O 9 Apr 01/15
6 Apr 01/15
O 10 Apr 01/15
7 Apr 01/15
O 11 Apr 01/15
8 Apr 01/15
O 12 Apr 01/15
C 9 Apr 01/15
O 13 Apr 01/15
C 10 Apr 01/15
O 14 Apr 01/15
K 9 Apr 01/15
O 15 Apr 01/15
K 10 Apr 01/15
O 16 Apr 01/15
11 Apr 01/15
O 17 Apr 01/15
12 Apr 01/15
O 18 Apr 01/15
15/3.2 C 1 Apr 01/15
15/2.0 1 Apr 01/15
C 2 Apr 01/15
2 Apr 01/15
C 3 Apr 01/15
15/2.1 C 1 Apr 01/15 C 4 Apr 01/15
C 2 Apr 01/15 C 5 Apr 01/15
K 1 Apr 01/15 C 6 Apr 01/15
K 2 Apr 01/15 C 7 Apr 01/15
KO 1 Apr 01/15 C 8 Apr 01/15
KO 2 Apr 01/15 K 1 Apr 01/15
3 Apr 01/15 K 2 Apr 01/15
4 Apr 01/15 K 3 Apr 01/15
5 Apr 01/15 K 4 Apr 01/15
LEP
PAGE 10
Dec 01/16
CHAPTER/ CHAPTER/
15/3.2 Contd S 9 Apr 01/15

K 5 Apr 01/15 S 10 Apr 01/15
K 6 Apr 01/15 O1 1 Apr 01/15
KO 1 Apr 01/15 O1 2 Apr 01/15
KO 2 Apr 01/15 O1 3 Apr 01/15
KO 3 Apr 01/15 O1 4 Apr 01/15
KO 4 Apr 01/15 O1 5 Apr 01/15
KO 5 Apr 01/15 O1 6 Apr 01/15
KO 6 Apr 01/15 O1 7 Apr 01/15
KO 7 Apr 01/15 O1 8 Apr 01/15
KO 8 Apr 01/15 O1 9 Apr 01/15
15/4.1 C 1 Apr 01/15 O1 10 Apr 01/15
C 2 Apr 01/15 O2 1 Apr 01/15
K 1 Apr 01/15 O2 2 Apr 01/15
K 2 Apr 01/15 O2 3 Apr 01/15
KO 1 Apr 01/15 O2 4 Apr 01/15
KO 2 Apr 01/15 O2 5 Apr 01/15
3 Apr 01/15 O2 6 Apr 01/15
4 Apr 01/15 O2 7 Apr 01/15
5 Apr 01/15 O2 8 Apr 01/15
6 Apr 01/15 O2 9 Apr 01/15
7 Apr 01/15 O2 10 Apr 01/15
8 Apr 01/15 O2 11 Apr 01/15
9 Apr 01/15 O2 12 Apr 01/15
10 Apr 01/15 15/5.2 S 1 Apr 01/15
15/4.2 C 1 Apr 01/15 S 2 Apr 01/15
C 2 Apr 01/15 S 3 Apr 01/15
C 3 Apr 01/15 S 4 Apr 01/15
C 4 Apr 01/15 O1 1 Apr 01/15
K 1 Apr 01/15 O1 2 Apr 01/15
K 2 Apr 01/15 O1 3 Apr 01/15
K 3 Apr 01/15 O1 4 Apr 01/15
K 4 Apr 01/15 O2 1 Apr 01/15
KO 1 Apr 01/15 O2 2 Apr 01/15
KO 2 Apr 01/15 O2 3 Apr 01/15
KO 3 Apr 01/15 O2 4 Apr 01/15
KO 4 Apr 01/15 5 Apr 01/15
15/5.1 S 1 Apr 01/15 6 Apr 01/15
S 2 Apr 01/15 7 Apr 01/15
S 3 Apr 01/15 8 Apr 01/15
S 4 Apr 01/15 9 Apr 01/15
S 5 Apr 01/15 10 Apr 01/15
S 6 Apr 01/15 11 Apr 01/15
S 7 Apr 01/15 12 Apr 01/15
S 8 Apr 01/15 13 Apr 01/15
LEP
PAGE 11
Dec 01/16
CHAPTER/ CHAPTER/
15/5.2 Contd KO 3 Apr 01/15

14 Apr 01/15 KO 4 Apr 01/15
15 Apr 01/15
15/7.0 1 Apr 01/15
16 Apr 01/15
2 Apr 01/15
17 Apr 01/15
18 Apr 01/15 15/7.1 1 Dec 01/15
19 Apr 01/15 2 Dec 01/15
20 Apr 01/15 3 Dec 01/15
21 Apr 01/15 4 Dec 01/15
22 Apr 01/15 5 Dec 01/15
23 Apr 01/15 6 Dec 01/15
24 Apr 01/15
15/7.2 1 Apr 01/15
25 Apr 01/15
2 Apr 01/15
26 Apr 01/15
27 Apr 01/15 15/8.1 1 Apr 01/15
28 Apr 01/15 2 Apr 01/15
3 Apr 01/15
15/6.1 C 1 Apr 01/15
4 Apr 01/15
C 2 Apr 01/15
5 Apr 01/15
C 3 Apr 01/15
6 Apr 01/15
C 4 Apr 01/15
7 Apr 01/15
CO 1 Apr 01/15
8 Apr 01/15
CO 2 Apr 01/15
9 Apr 01/15
CO 3 Apr 01/15
10 Apr 01/15
CO 4 Apr 01/15
11 Apr 01/15
K 1 Apr 01/15
12 Apr 01/15
K 2 Apr 01/15
K 3 Apr 01/15 15/8.2 1 Apr 01/15
K 4 Apr 01/15 2 Apr 01/15
KO 1 Apr 01/15 3 Apr 01/15
KO 2 Apr 01/15 4 Apr 01/15
KO 3 Apr 01/15 5 Apr 01/15
KO 4 Apr 01/15 6 Apr 01/15
5 Apr 01/15 15/9.1 O R 1 Dec 01/16
6 Apr 01/15
O R 2 Dec 01/16
15/6.2 C 1 Apr 01/15 O R 3 Dec 01/16
C 2 Apr 01/15 O R 4 Dec 01/16
CO 1 Apr 01/15 O R 5 Dec 01/16
CO 2 Apr 01/15 O R 6 Dec 01/16
CO 3 Apr 01/15 O R 7 Dec 01/16
CO 4 Apr 01/15 O R 8 Dec 01/16
K 1 Apr 01/15 O R 9 Dec 01/16
K 2 Apr 01/15 O R 10 Dec 01/16
K 3 Apr 01/15 CO R 11 Dec 01/16
K 4 Apr 01/15 CO R 12 Dec 01/16
KO 1 Apr 01/15 KO R 11 Dec 01/16
KO 2 Apr 01/15 KO R 12 Dec 01/16
LEP
PAGE 12
Dec 01/16
CHAPTER/ CHAPTER/
15/9.1 Contd 4 Apr 01/15

O R 13 Dec 01/16
O R 14 Dec 01/16 TAB DIV. 17
O2 R 1 Dec 01/16 17 1 Apr 01/15
O2 R 2 Dec 01/16 2 Apr 01/15
O2 R 3 Dec 01/16
O2 R 4 Dec 01/16 17.0 1 Apr 01/15
O2 R 5 Dec 01/16 2 Apr 01/15
O2 R 6 Dec 01/16 17.1 1 Jun 30/15
O2 R 7 Dec 01/16 2 Jun 30/15
O2 R 8 Dec 01/16 3 Jun 30/15
O2 R 9 Dec 01/16 4 Jun 30/15
O2 R 10 Dec 01/16 5 Jun 30/15
O3 R 1 Dec 01/16 6 Jun 30/15
O3 R 2 Dec 01/16 7 Jun 30/15
O3 R 3 Dec 01/16 8 Jun 30/15
O3 R 4 Dec 01/16 9 Jun 30/15
O3 R 5 Dec 01/16 10 Jun 30/15
O3 R 6 Dec 01/16 11 Jun 30/15
O3 R 7 Dec 01/16 12 Jun 30/15
O3 R 8 Dec 01/16
13 Jun 30/15
O3 R 9 Dec 01/16
14 Jun 30/15
O3 R 10 Dec 01/16
15 Jun 30/15
15/9.2 O 1 Apr 01/15 16 Jun 30/15
O 2 Apr 01/15 17 Jun 30/15
O2 1 Apr 01/15 18 Jun 30/15
O2 2 Apr 01/15 19 Jun 30/15
O3 1 Apr 01/15 20 Jun 30/15
O3 2 Apr 01/15 S1 21 Jun 30/15
S1 22 Jun 30/15
TAB DIV. 16 S2 21 Jun 30/15
16 1 Apr 01/15 S2 22 Jun 30/15
2 Apr 01/15 23 Jun 30/15
24 Jun 30/15
16.1 1 Apr 01/15 S1 25 Jun 30/15
2 Apr 01/15 S1 26 Jun 30/15
3 Apr 01/15 S2 25 Jun 30/15
4 Apr 01/15 S2 26 Jun 30/15
5 Apr 01/15 27 Jun 30/15
6 Apr 01/15
28 Jun 30/15
7 Apr 01/15
S1 29 Jun 30/15
8 Apr 01/15
S1 30 Jun 30/15
16.2 1 Apr 01/15 S2 29 Jun 30/15
2 Apr 01/15 S2 30 Jun 30/15
3 Apr 01/15 S2 31 Jun 30/15
LEP
PAGE 13
Dec 01/16
CHAPTER/ CHAPTER/
17.1 Contd
18.1 1 Apr 01/15
S2 32 Jun 30/15
2 Apr 01/15
33 Jun 30/15
3 Apr 01/15
34 Jun 30/15
4 Apr 01/15
17.2 1 Jun 01/16 5 Apr 01/15
2 Jun 01/16 6 Apr 01/15
3 Jun 01/16 7 Apr 01/15
4 Jun 01/16 8 Apr 01/15
5 Jun 01/16
6 Jun 01/16 TAB DIV. 19
7 Jun 01/16
19 1 Apr 01/15
8 Jun 01/16
2 Apr 01/15
9 Jun 01/16
10 Jun 01/16 19/1.1 1 Jun 30/15
11 Jun 01/16 2 Jun 30/15
12 Jun 01/16 3 Jun 30/15
13 Jun 01/16 4 Jun 30/15
14 Jun 01/16 5 Jun 30/15
15 Jun 01/16 6 Jun 30/15
16 Jun 01/16 7 Jun 30/15
17 Jun 01/16 8 Jun 30/15
18 Jun 01/16
19 Jun 01/16 19/1.2 1 Apr 01/15
20 Jun 01/16 2 Apr 01/15
21 Jun 01/16 19/2.1 1 Apr 01/15
22 Jun 01/16 2 Apr 01/15
23 Jun 01/16 3 Apr 01/15
24 Jun 01/16 4 Apr 01/15
25 Jun 01/16 5 Apr 01/15
26 Jun 01/16 6 Apr 01/15
27 Jun 01/16 7 Apr 01/15
28 Jun 01/16 8 Apr 01/15
29 Jun 01/16 9 Apr 01/15
30 Jun 01/16 10 Apr 01/15
31 Jun 01/16 11 Apr 01/15
32 Jun 01/16 12 Apr 01/15
33 Jun 01/16
34 Jun 01/16 19/2.2 1 Apr 01/15
35 Jun 01/16 2 Apr 01/15
36 Jun 01/16 19/3.1 1 Apr 01/15
37 Jun 01/16 2 Apr 01/15
38 Jun 01/16
19/3.2 1 Apr 01/15
TAB DIV. 18 2 Apr 01/15
18 1 Apr 01/15 19/4.1 1 Apr 01/15
2 Apr 01/15 2 Apr 01/15
LEP
PAGE 14
Dec 01/16
CHAPTER/ CHAPTER/
19/4.1 Contd 7 Apr 01/15

3 Apr 01/15 8 Apr 01/15
4 Apr 01/15
19/6.1 1 Apr 01/15
S1 5 Apr 01/15
2 Apr 01/15
S1 6 Apr 01/15
3 Apr 01/15
S2 5 Apr 01/15
4 Apr 01/15
S2 6 Apr 01/15
5 Apr 01/15
7 Apr 01/15
6 Apr 01/15
8 Apr 01/15
7 Apr 01/15
9 Apr 01/15
8 Apr 01/15
10 Apr 01/15
9 Apr 01/15
19/4.2 1 Apr 01/15 10 Apr 01/15
2 Apr 01/15
19/6.2 S1 1 Apr 01/15
3 Apr 01/15
S1 2 Apr 01/15
4 Apr 01/15
S1 3 Apr 01/15
19/5.1 1 Apr 01/15 S1 4 Apr 01/15
2 Apr 01/15 S1 5 Apr 01/15
3 Apr 01/15 S1 6 Apr 01/15
4 Apr 01/15 S2 1 Apr 01/15
5 Apr 01/15 S2 2 Apr 01/15
6 Apr 01/15 S2 3 Apr 01/15
7 Apr 01/15 S2 4 Apr 01/15
8 Apr 01/15 S2 5 Apr 01/15
9 Apr 01/15 S2 6 Apr 01/15
10 Apr 01/15 S3 1 Apr 01/15
11 Apr 01/15 S3 2 Apr 01/15
12 Apr 01/15 S3 3 Apr 01/15
S3 4 Apr 01/15
19/5.2 S1 1 Apr 01/15
S3 5 Apr 01/15
S1 2 Apr 01/15
S3 6 Apr 01/15
S1 3 Apr 01/15
7 Apr 01/15
S1 4 Apr 01/15
8 Apr 01/15
S1 5 Apr 01/15
S1 6 Apr 01/15 19/7.1 1 Jun30/15
S2 1 Apr 01/15 2 Jun30/15
S2 2 Apr 01/15 3 Jun30/15
S2 3 Apr 01/15 4 Jun30/15
S2 4 Apr 01/15 5 Jun30/15
S2 5 Apr 01/15 6 Jun30/15
S2 6 Apr 01/15 7 Jun30/15
S3 1 Apr 01/15 8 Jun30/15
S3 2 Apr 01/15 9 Jun30/15
S3 3 Apr 01/15 10 Jun30/15
S3 4 Apr 01/15 11 Jun30/15
S3 5 Apr 01/15 12 Jun30/15
S3 6 Apr 01/15 13 Jun30/15
LEP
PAGE 15
Dec 01/16
CHAPTER/ CHAPTER/
19/7.1 Contd
19/7.2 1 Apr 01/15
14 Jun30/15
2 Apr 01/15
15 Jun30/15
3 Apr 01/15
16 Jun30/15
4 Apr 01/15
17 Jun30/15
18 Jun30/15
19 Jun30/15
20 Jun30/15
21 Jun30/15
22 Jun30/15
LEP
PAGE 16
Dec 01/16
AOM PART 2
CHAPTER/ CHAPTER/
17 Jun 01/16
TAB DIV. 20 18 Jun 01/16
00 19 Jun 01/16
See list of Effective and Cancelled Alert Opera- 00 20 Jun 01/16
tions Bulletins in the AOM. 10 19 Jun 01/16
10 20 Jun 01/16
TAB DIV. 21
21 Jun 01/16
22 Jun 01/16
See list of Effective and Cancelled
Operations Bulletins in the AOM. 23 Jun 01/16
24 Jun 01/16
TAB DIV. 22
TAB DIV. 23
22 1 Apr 01/15
2 Apr 01/15 23 1 Apr 01/15
2 Apr 01/15
22/1 00 N1 Dec 01/15
00 N2 Dec 01/15 23/1 1 Apr 01/15
10 N2 Dec 01/15 2 Apr 01/15
00 N3 Dec 01/15 23/2 R A00 Dec 01/16
00 N4 Dec 01/15 00 R A01 exp Dec 01/16
10 N4 Dec 01/15 00 R A01 Dec 01/16
00 N5 Dec 01/15 10 R A01 exp Dec 01/16
10 N5 Dec 01/15 10 R A01 Dec 01/16
00 N6 Dec 01/15 20 R A01 exp Dec 01/16
00 N7 Dec 01/15 20 R A01 Dec 01/16
10 N7 Dec 01/15 30 R A01 exp Dec 01/16
00 N8 Dec 01/15 30 R A01 Dec 01/16
22/2 1 Jun 01/16 00 R A02 exp Dec 01/16
2 Jun 01/16 00 R A02 Dec 01/16
3 Jun 01/16 10 R A02 exp Dec 01/16
4 Jun 01/16 10 R A02 Dec 01/16
5 Jun 01/16 00 R A03 exp Dec 01/16
6 Jun 01/16 00 R A03 Dec 01/16
7 Jun 01/16 10 R A03 exp Dec 01/16
8 Jun 01/16 10 R A03 Dec 01/16
9 Jun 01/16 A10 Jun 01/16
10 Jun 01/16 00 A11 exp Jun 01/16
11 Jun 01/16 00 A11 Jun 01/16
12 Jun 01/16 00 A12 exp Jun 01/16
13 Jun 01/16 00 A12 Jun 01/16
14 Jun 01/16 00 A13 exp Jun 01/16
15 Jun 01/16 00 A13 Jun 01/16
16 Jun 01/16 00 A14 exp Jun 01/16
LEP
PAGE 17
Dec 01/16
CHAPTER/ CHAPTER/
23/2 Contd 00 R A29 exp Dec 01/16
00 A14 Jun 01/16 00 R A29 Dec 01/16
00 A15 exp Jun 01/16 10 R A29 exp Dec 01/16
00 A15 Jun 01/16 10 R A29 Dec 01/16
00 A16 exp Jun 01/16 20 R A29 exp Dec 01/16
00 A16 Jun 01/16 20 R A29 Dec 01/16
R A20 Dec 01/16 30 R A29 exp Dec 01/16
00 R A21 exp Dec 01/16 30 R A29 Dec 01/16
00 R A21 Dec 01/16 00 R A210 exp Dec 01/16
00 R A22 exp Dec 01/16 00 R A210 Dec 01/16
00 R A22 Dec 01/16 10 R A210 exp Dec 01/16
00 R A23 exp Dec 01/16 10 R A210 Dec 01/16
00 R A23 Dec 01/16 20 R A210 exp Dec 01/16
10 R A23 exp Dec 01/16 20 R A210 Dec 01/16
10 R A23 Dec 01/16 30 R A210 exp Dec 01/16
20 N A23 exp Dec 01/16 30 R A210 Dec 01/16
20 N A23 Dec 01/16 00 R A211 exp Dec 01/16
30 N A23 exp Dec 01/16 00 R A211 Dec 01/16
30 N A23 Dec 01/16 00 R A212 exp Dec 01/16
00 R A24 exp Dec 01/16 00 R A212 Dec 01/16
00 R A24 Dec 01/16 00 R A213 exp Dec 01/16
10 R A24 exp Dec 01/16 00 R A213 Dec 01/16
10 R A24 Dec 01/16 00 R A214 exp Dec 01/16
20 R A24 exp Dec 01/16 00 R A214 Dec 01/16
20 R A24 Dec 01/16 00 R A215 exp Dec 01/16
30 R A24 exp Dec 01/16 00 R A215 Dec 01/16
30 R A24 Dec 01/16 00 R A216 exp Dec 01/16
00 R A25 exp Dec 01/16 00 R A216 Dec 01/16
00 R A25 Dec 01/16 00 R A217 exp Dec 01/16
10 R A25 exp Dec 01/16 00 R A217 Dec 01/16
10 R A25 Dec 01/16 00 N A218 exp Dec 01/16
20 R A25 exp Dec 01/16 00 N A218 Dec 01/16
20 R A25 Dec 01/16 A30 Jun 01/16
30 R A25 exp Dec 01/16 00 A31 exp Jun 01/16
30 R A25 Dec 01/16 00 A31 Jun 01/16
00 R A26 Dec 01/16 00 A32 Jun 01/16
10 R A26 Dec 01/16 00 A33 Jun 01/16
00 R A27 Dec 01/16 00 A34 Jun 01/16
10 R A27 Dec 01/16 00 A35 Jun 01/16
00 R A28 exp Dec 01/16 R A40 Dec 01/16
00 R A28 Dec 01/16 00 R A41 exp Dec 01/16
10 R A28 exp Dec 01/16 00 R A41 Dec 01/16
10 R A28 Dec 01/16 00 R A42 exp Dec 01/16
LEP
PAGE 18
Dec 01/16
CHAPTER/ CHAPTER/
23/2 Contd 00 A68 Jun 01/16
00 R A42 Dec 01/16 00 A69 exp Jun 01/16
00 R A43 exp Dec 01/16 00 A69 Jun 01/16
00 R A43 Dec 01/16 10 A69 exp Jun 01/16
00 N A44 exp Dec 01/16 10 A69 Jun 01/16
00 N A44 Dec 01/16 00 A610 exp Jun 01/16
A50 Jun 01/16 00 A610 Jun 01/16
00 A51 exp Jun 01/16 10 A610 exp Jun 01/16
00 A51 Jun 01/16 10 A610 Jun 01/16
00 A52 exp Jun 01/16 00 A611 exp Jun 01/16
00 A52 Jun 01/16 00 A611 Jun 01/16
00 A53 exp Jun 01/16 00 A612 exp Jun 01/16
00 A53 Jun 01/16 00 A612 Jun 01/16
10 A53 exp Jun 01/16 A70 Jun 01/16
10 A53 Jun 01/16 00 A71 exp Jun 01/16
00 A54 exp Jun 01/16 00 A71 Jun 01/16
00 A54 Jun 01/16 00 A72 exp Jun 01/16
00 A55 exp Jun 01/16 00 A72 Jun 01/16
00 A55 Jun 01/16 00 A73 exp Jun 01/16
00 A56 exp Jun 01/16 00 A73 Jun 01/16
00 A56 Jun 01/16 00 A74 exp Jun 01/16
00 A57 exp Jun 01/16 00 A74 Jun 01/16
00 A57 Jun 01/16 00 A75 exp Jun 01/16
A60 Jun 01/16 00 A75 Jun 01/16
00 A61 exp Jun 01/16 10 A75 exp Jun 01/16
00 A61 Jun 01/16 10 A75 Jun 01/16
00 A62 exp Jun 01/16 R A80 Dec 01/16
00 A62 Jun 01/16 00 R A81 exp Dec 01/16
10 A62 exp Jun 01/16 00 R A81 Dec 01/16
10 A62 Jun 01/16 00 R A82 exp Dec 01/16
00 A63 exp Jun 01/16 00 R A82 Dec 01/16
00 A63 Jun 01/16 00 R A83 exp Dec 01/16
10 A63 exp Jun 01/16 00 R A83 Dec 01/16
10 A63 Jun 01/16 00 R A84 exp Dec 01/16
00 A64 exp Jun 01/16 00 R A84 Dec 01/16
00 A64 Jun 01/16 00 R A85 exp Dec 01/16
00 A65 exp Jun 01/16 00 R A85 Dec 01/16
00 A65 Jun 01/16 10 R A85 exp Dec 01/16
00 A66 exp Jun 01/16 10 R A85 Dec 01/16
00 A66 Jun 01/16 00 R A86 exp Dec 01/16
10 A66 exp Jun 01/16 00 R A86 Dec 01/16
10 A66 Jun 01/16 00 R A87 exp Dec 01/16
00 A67 exp Jun 01/16 00 R A87 Dec 01/16
00 A67 Jun 01/16 10 R A87 exp Dec 01/16
10 A67 exp Jun 01/16 10 R A87 Dec 01/16
10 A67 Jun 01/16 00 R A88 exp Dec 01/16
00 A68 exp Jun 01/16 00 R A88 Dec 01/16
LEP
PAGE 19
Dec 01/16
CHAPTER/ CHAPTER/
23/2 Contd 00 A133 Jun 01/16
00 R A89 exp Dec 01/16 A140 Jun 01/16
00 R A89 Dec 01/16 00 A141 exp Jun 01/16
00 R A810 exp Dec 01/16 00 A141 Jun 01/16
00 R A810 Dec 01/16 A150 Jun 01/16
00 R A811 Dec 01/16 00 A151 Jun 01/16
10 R A811 Dec 01/16 10 A151 Jun 01/16
00 R A812 exp Dec 01/16 A160 Jun 01/16
00 R A812 Dec 01/16 00 A161 exp Jun 01/16
00 R A813 exp Dec 01/16 00 A161 Jun 01/16
00 R A813 Dec 01/16 00 A162 exp Jun 01/16
00 R A814 exp Dec 01/16 00 A162 Jun 01/16
00 R A814 Dec 01/16 A170 Jun 01/16
00 R A815 Dec 01/16 00 A171 Jun 01/16
00 R A816 exp Dec 01/16
00 R A816 Dec 01/16 TAB DIV. 24
A90 Jun 01/16
00 A91 exp Jun 01/16 24 1 Apr 01/15
00 A91 Jun 01/16 2 Apr 01/15
R A100 Dec 01/16 24/1 1 Apr 01/15
00 R A101 exp Dec 01/16 2 Apr 01/15
00 R A101 Dec 01/16
00 N A102 exp Dec 01/16 24/2 E00 Jun 01/16
00 N A102 Dec 01/16 00 E01 exp Jun 01/16
00 N A103 exp Dec 01/16 00 E01 Jun 01/16
00 N A103 Dec 01/16 10 E01 exp Jun 01/16
00 N A104 exp Dec 01/16 10 E01 Jun 01/16
00 N A104 Dec 01/16 E10 Jun 01/16
00 N A105 exp Dec 01/16 00 E11 exp Jun 01/16
00 N A105 Dec 01/16 00 E11 Jun 01/16
A110 Jun 01/16 10 E11 exp Jun 01/16
00 A111 exp Jun 01/16 10 E11 Jun 01/16
00 A111 Jun 01/16 00 E12 exp Jun 01/16
A120 Jun 01/16 00 E12 Jun 01/16
00 A121 exp Jun 01/16 00 E13 exp Jun 01/16
00 A121 Jun 01/16 00 E13 Jun 01/16
A130 Jun 01/16 10 E13 exp Jun 01/16
00 A131 exp Jun 01/16 10 E13 Jun 01/16
00 A131 Jun 01/16 00 E14 exp Jun 01/16
00 A132 exp Jun 01/16 00 E14 Jun 01/16
00 A132 Jun 01/16 10 E14 exp Jun 01/16
10 A132 exp Jun 01/16 10 E14 Jun 01/16
10 A132 Jun 01/16 00 E15 exp Jun 01/16
00 A133 exp Jun 01/16 00 E15 Jun 01/16
LEP
PAGE 20
Dec 01/16
CHAPTER/ CHAPTER/
24/2 Contd 00 E33 exp Jun 01/16
10 E15 exp Jun 01/16 00 E33 Jun 01/16
10 E15 Jun 01/16 10 E33 exp Jun 01/16
00 E16 exp Jun 01/16 10 E33 Jun 01/16
00 E16 Jun 01/16 00 E34 exp Jun 01/16
00 E17 exp Jun 01/16 00 E34 Jun 01/16
00 E17 Jun 01/16 10 E34 exp Jun 01/16
10 E17 exp Jun 01/16 10 E34 Jun 01/16
10 E17 Jun 01/16 00 E35 exp Jun 01/16
20 E17 exp Jun 01/16 00 E35 Jun 01/16
20 E17 Jun 01/16 10 E35 exp Jun 01/16
30 E17 exp Jun 01/16 10 E35 Jun 01/16
30 E17 Jun 01/16 00 E36 exp Jun 01/16
40 E17 exp Jun 01/16 00 E36 Jun 01/16
40 E17 Jun 01/16 R E40 Dec 01/16
00 E18 exp Jun 01/16 00 R E41 exp Dec 01/16
00 E18 Jun 01/16 00 R E41 Dec 01/16
10 E18 Jun 01/16 00 R E42 Dec 01/16
20 E18 Jun 01/16 00 R E43 Dec 01/16
30 E18 Jun 01/16 00 R E44 Dec 01/16
40 E18 exp Jun 01/16 E50 Jun 01/16
40 E18 Jun 01/16 00 E51 exp Jun 01/16
00 E19 exp Jun 01/16 00 E51 Jun 01/16
00 E19 Jun 01/16 00 E52 exp Jun 01/16
00 E110 exp Jun 01/16 00 E52 Jun 01/16
00 E110 Jun 01/16 00 E53 exp Jun 01/16
E20 Jun 01/16 00 E53 Jun 01/16
00 E21 exp Jun 01/16 10 E53 exp Jun 01/16
00 E21 Jun 01/16 10 E53 Jun 01/16
10 E21 exp Jun 01/16 00 E54 exp Jun 01/16
10 E21 Jun 01/16 00 E54 Jun 01/16
00 E22 exp Jun 01/16 10 E54 exp Jun 01/16
00 E22 Jun 01/16 10 E54 Jun 01/16
10 E22 exp Jun 01/16 E60 Jun 01/16
10 E22 Jun 01/16 00 E61 exp Jun 01/16
00 E23 exp Jun 01/16 00 E61 Jun 01/16
00 E23 Jun 01/16 E70 Jun 01/16
E30 Jun 01/16 00 E71 exp Jun 01/16
00 E31 exp Jun 01/16 00 E71 Jun 01/16
00 E31 Jun 01/16 00 E72 exp Jun 01/16
10 E31 exp Jun 01/16 00 E72 Jun 01/16
10 E31 Jun 01/16 00 E73 exp Jun 01/16
00 E32 exp Jun 01/16 00 E73 Jun 01/16
00 E32 Jun 01/16 00 E74 exp Jun 01/16
LEP
PAGE 21
Dec 01/16
CHAPTER/ CHAPTER/
24/2 Contd R 3 Dec 01/16
00 E74 Jun 01/16 R 4 Dec 01/16
00 E75 exp Jun 01/16 R 5 Dec 01/16
00 E75 Jun 01/16 R 6 Dec 01/16
00 E76 exp Jun 01/16 R 7 Dec 01/16
00 E76 Jun 01/16 R 8 Dec 01/16
10 E76 exp Jun 01/16 R 9 Dec 01/16
10 E76 Jun 01/16 R 10 Dec 01/16
00 E77 exp Jun 01/16 R 11 Dec 01/16
00 E77 Jun 01/16 R 12 Dec 01/16
00 E78 exp Jun 01/16 R 13 Dec 01/16
00 E78 Jun 01/16 R 14 Dec 01/16
00 E79 exp Jun 01/16 R 15 Dec 01/16
00 E79 Jun 01/16 R 16 Dec 01/16
00 E710 exp Jun 01/16
25/2 R 1 Dec 01/16
00 E710 Jun 01/16
R 2 Dec 01/16
24/3 1 Jun 30/15 R 3 Dec 01/16
2 Jun 30/15 R 4 Dec 01/16
3 Jun 30/15
25/3 R 1 Dec 01/16
4 Jun 30/15
R 2 Dec 01/16
5 Jun 30/15
R 3 Dec 01/16
6 Jun 30/15
R 4 Dec 01/16
7 Jun 30/15
R 5 Dec 01/16
8 Jun 30/15
R 6 Dec 01/16
9 Jun 30/15
R 7 Dec 01/16
10 Jun 30/15
R 8 Dec 01/16
11 Jun 30/15
R 9 Dec 01/16
12 Jun 30/15
R 10 Dec 01/16
13 Jun 30/15
14 Jun 30/15 25/4 1 Dec 01/15
2 Dec 01/15
24/4 1 Jun 01/16
2 Jun 01/16 25/5 1 Dec 01/15
3 Jun 01/16 2 Dec 01/15
4 Jun 01/16 25/6 1 Apr 01/15
24/5 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15 25/7 1 Apr 01/15
24/6 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15 3 Apr 01/15
4 Apr 01/15
TAB DIV. 25
25/8 1 Dec 01/15
25 1 Apr 01/15 2 Dec 01/15
2 Apr 01/15
25/9 1 Dec 01/15
25/1 R 1 Dec 01/16 2 Dec 01/15
R 2 Dec 01/16 3 Dec 01/15
LEP
PAGE 22
Dec 01/16
CHAPTER/ CHAPTER/
25/9 Contd S2 2 Apr 01/15
4 Dec 01/15 S2 3 Apr 01/15
S2 4 Apr 01/15
25/10 1 Apr 01/15
S2 5 Apr 01/15
2 Apr 01/15
S2 6 Apr 01/15
3 Apr 01/15
4 Apr 01/15 26/4 1 Apr 01/15
5 Apr 01/15 2 Apr 01/15
6 Apr 01/15 3 Apr 01/15
7 Apr 01/15 4 Apr 01/15
8 Apr 01/15 5 Apr 01/15
9 Apr 01/15 6 Apr 01/15
10 Apr 01/15 26/5 1 Apr 01/15
25/11 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15 3 Apr 01/15
3 Apr 01/15 4 Apr 01/15
4 Apr 01/15 5 Apr 01/15
6 Apr 01/15
25/12 1 Dec 01/15
2 Dec 01/15 26/6 S1 1 Apr 01/15
3 Dec 01/15 S1 2 Apr 01/15
4 Dec 01/15 S1 3 Apr 01/15
5 Dec 01/15 S1 4 Apr 01/15
6 Dec 01/15 S1 5 Apr 01/15
7 Dec 01/15 S1 6 Apr 01/15
8 Dec 01/15 S1 7 Apr 01/15
S1 8 Apr 01/15
TAB DIV. 26 S2 1 Apr 01/15
26 1 Jul 01/16 S2 2 Apr 01/15
2 Apr 01/16 S2 3 Apr 01/15
S2 4 Apr 01/15
26/1 1 Dec 01/16 S2 5 Apr 01/15
2 Dec 01/16 S2 6 Apr 01/15
26/2 1 Jun 01/16 S2 7 Apr 01/15
2 Jun 01/16 S2 8 Apr 01/15
3 Jun 01/16
4 Jun 01/16 TAB DIV. 27
5 Jun 01/16 27 1 Apr 01/15
6 Jun 01/16 2 Apr 01/15
26/3 S1 1 Apr 01/15 27/1 1 Dec 01/15
S1 2 Apr 01/15 2 Dec 01/15
S1 3 Apr 01/15 3 Dec 01/15
S1 4 Apr 01/15 4 Dec 01/15
S1 5 Apr 01/15 5 Dec 01/15
S1 6 Apr 01/15 6 Dec 01/15
S2 1 Apr 01/15 7 Dec 01/15
LEP
PAGE 23
Dec 01/16
CHAPTER/ CHAPTER/
27/1 Contd 6 Apr 01/15
8 Dec 01/15
28/3 1 Apr 01/15
9 Dec 01/15
2 Apr 01/15
10 Dec 01/15
3 Apr 01/15
11 Dec 01/15
4 Apr 01/15
12 Dec 01/15
5 Apr 01/15
27/2 1 Apr 01/15 6 Apr 01/15
2 Apr 01/15
28/4 1 Apr 01/15
3 Apr 01/15
2 Apr 01/15
4 Apr 01/15 3 Apr 01/15
5 Apr 01/15 4 Apr 01/15
6 Apr 01/15 5 Apr 01/15
7 Apr 01/15 6 Apr 01/15
8 Apr 01/15
9 Apr 01/15 28/5 1 Apr 01/15
10 Apr 01/15 2 Apr 01/15
11 Apr 01/15 3 Apr 01/15
12 Apr 01/15 4 Apr 01/15
13 Apr 01/15 5 Apr 01/15
14 Apr 01/15 6 Apr 01/15
15 Apr 01/15 28/6 1 Apr 01/15
16 Apr 01/15 2 Apr 01/15
17 Apr 01/15
18 Apr 01/15 TAB DIV. 29
19 Apr 01/15
29 1 Apr 01/15
20 Apr 01/15
2 Apr 01/15
TAB DIV. 28 29/1 1 Dec 01/15
28 1 Apr 01/15 2 Dec 01/15
2 Apr 01/15 3 Dec 01/15
4 Dec 01/15
28/1 1 Apr 01/15
2 Apr 01/15 29/2 1 Dec 01/15
3 Apr 01/15 2 Dec 01/15
4 Apr 01/15 S1 3 Dec 01/15
5 Apr 01/15 S1 4 Dec 01/15
6 Apr 01/15 S2 3 Dec 01/15
7 Apr 01/15 S2 4 Dec 01/15
8 Apr 01/15 29/3 S1 1 Dec 01/15
9 Apr 01/15 S1 2 Dec 01/15
10 Apr 01/15 S2 1 Dec 01/15
S2 2 Dec 01/15
28/2 1 Apr 01/15
2 Apr 01/15 29/4 S1 1 Dec 01/15
3 Apr 01/15 S1 2 Dec 01/15
4 Apr 01/15 S1 3 Dec 01/15
5 Apr 01/15 S1 4 Dec 01/15
LEP
PAGE 24
Dec 01/16
CHAPTER/ CHAPTER/
29/4 Contd
31/1 1 Apr 01/15
S2 1 Dec 01/15
2 Apr 01/15
S2 2 Dec 01/15
S2 3 Dec 01/15 31/2 1 Apr 01/15
S2 4 Dec 01/15 2 Apr 01/15
3 Apr 01/15
29/5 1 Dec 01/15
4 Apr 01/15
2 Dec 01/15
S1 3 Dec 01/15 31/3 1 Apr 01/15
S1 4 Dec 01/15 2 Apr 01/15
S1 5 Dec 01/15 3 Apr 01/15
S1 6 Dec 01/15 4 Apr 01/15
S2 3 Dec 01/15 31/4 1 Apr 01/15
S2 4 Dec 01/15 2 Apr 01/15
S2 5 Dec 01/15
S2 6 Dec 01/15 31/5 1 Apr 01/15
2 Apr 01/15
TAB DIV. 30
TAB DIV. 32
30 1 Apr 01/15
2 Apr 01/15 32 1 Apr 01/15
2 Apr 01/15
30/1 1 Dec 01/15
2 Dec 01/15 32/1 1 Dec 01/15
3 Dec 01/15 2 Dec 01/15
4 Dec 01/15 3 Dec 01/15
4 Dec 01/15
30/2 S1 1 Apr 01/15 5 Dec 01/15
S1 2 Apr 01/15 6 Dec 01/15
S2 1 Apr 01/15
S2 2 Apr 01/15 32/2 1 Dec 01/15
3 Apr 01/15 2 Dec 01/15
4 Apr 01/15 3 Dec 01/15
S1 5 Apr 01/15 4 Dec 01/15
S1 6 Apr 01/15 5 Dec 01/15
S2 5 Apr 01/15 6 Dec 01/15
S2 6 Apr 01/15 7 Dec 01/15
7 Apr 01/15 8 Dec 01/15
8 Apr 01/15 9 Dec 01/15
10 Dec 01/15
30/3 1 Apr 01/15 11 Dec 01/15
2 Apr 01/15 12 Dec 01/15
3 Apr 01/15 13 Dec 01/15
4 Apr 01/15 14 Dec 01/15
15 Dec 01/15
TAB DIV. 31
16 Dec 01/15
31 1 Apr 01/15 17 Dec 01/15
2 Apr 01/15 18 Dec 01/15
LEP
PAGE 25
Dec 01/16
CHAPTER/ CHAPTER/
33/4 1 Apr 01/15
32/3 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15
3 Apr 01/15 TAB DIV. 34
4 Apr 01/15 34 1 Apr 01/15
32/4 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15
TAB DIV. 35
32/5 1 Apr 01/15
2 Apr 01/15 35 1 Apr 01/15
3 Apr 01/15 2 Apr 01/15
4 Apr 01/15 35/1 1 Apr 01/15
2 Apr 01/15
TAB DIV. 33
33 1 Apr 01/15 TAB DIV. 36
2 Apr 01/15 36 1 Apr 01/15
33/1 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15 36/1.1 1 Apr 01/15
33/2 S1 1 Apr 01/15 2 Apr 01/15
S1 2 Apr 01/15 3 Apr 01/15
S2 1 Apr 01/15 4 Apr 01/15
S2 2 Apr 01/15 5 Apr 01/15
3 Apr 01/15 6 Apr 01/15
4 Apr 01/15 7 Apr 01/15
8 Apr 01/15
33/3 S1 1 Apr 01/15
S1 2 Apr 01/15 36/1.2 1 Apr 01/15
S2 1 Apr 01/15 2 Apr 01/15
S2 2 Apr 01/15 3 Apr 01/15
3 Apr 01/15 4 Apr 01/15
4 Apr 01/15 36/2.1 1 Apr 01/15
5 Apr 01/15 2 Apr 01/15
6 Apr 01/15 3 Apr 01/15
7 Apr 01/15 4 Apr 01/15
8 Apr 01/15 5 Apr 01/15
9 Apr 01/15 6 Apr 01/15
10 Apr 01/15 7 Apr 01/15
11 Apr 01/15 8 Apr 01/15
12 Apr 01/15
36/2.2 1 Apr 01/15
13 Apr 01/15
2 Apr 01/15
14 Apr 01/15
3 Apr 01/15
15 Apr 01/15
4 Apr 01/15
16 Apr 01/15
17 Apr 01/15 36/3.1 1 Apr 01/15
18 Apr 01/15 2 Apr 01/15
LEP
PAGE 26
Dec 01/16
CHAPTER/ CHAPTER/
36/3.1 Contd 15 Apr 01/15*
3 Apr 01/15 16 Apr 01/15*
4 Apr 01/15
36/10.1 1 Apr 01/15
5 Apr 01/15
2 Apr 01/15
6 Apr 01/15
3 Apr 01/15
36/4.1 1 Apr 01/15 4 Apr 01/15
2 Apr 01/15
36/10.2 1 Apr 01/15
36/4.2 1 Apr 01/15 2 Apr 01/15
2 Apr 01/15 3 Apr 01/15
3 Apr 01/15 4 Apr 01/15
4 Apr 01/15
TAB DIV. 37
36/5.1 1 Apr 01/15
2 Apr 01/15 37 1 Jun 30/15
3 Apr 01/15 2 Jun 30/15
4 Apr 01/15 37/1 R 1 Dec 01/16
36/5.2 1 Apr 01/15 R 2 Dec 01/16
2 Apr 01/15 R 3 Dec 01/16
R 4 Dec 01/16
36/6.1 1 Apr 01/15
R 5 Dec 01/16
2 Apr 01/15
R 6 Dec 01/16
36/7.1 S1 1 Apr 01/15 R 7 Dec 01/16
S1 2 Apr 01/15 R 8 Dec 01/16
S2 1 Apr 01/15 R 9 Dec 01/16
S2 2 Apr 01/15 R 10 Dec 01/16
3 Apr 01/15 R 11 Dec 01/16
4 Apr 01/15 R 12 Dec 01/16
R 13 Dec 01/16
36/8.1 1 Apr 01/15
R 14 Dec 01/16
2 Apr 01/15
R 15 Dec 01/16
3 Apr 01/15
R 16 Dec 01/16
4 Apr 01/15
R 17 Dec 01/16
36/9.1 1 Apr 01/15* R 18 Dec 01/16
2 Apr 01/15* R 19 Dec 01/16
3 Apr 01/15* R 20 Dec 01/16
4 Apr 01/15* R 21 Dec 01/16
5 Apr 01/15* R 22 Dec 01/16
6 Apr 01/15* R 23 Dec 01/16
7 Apr 01/15* R 24 Dec 01/16
8 Apr 01/15* R 25 Dec 01/16
9 Apr 01/15* R 26 Dec 01/16
10 Apr 01/15* R 27 Dec 01/16
11 Apr 01/15* R 28 Dec 01/16
12 Apr 01/15* R 29 Dec 01/16
13 Apr 01/15* R 30 Dec 01/16
14 Apr 01/15* R 31 Dec 01/16
LEP
PAGE 27
Dec 01/16
CHAPTER/ CHAPTER/
37/1 Contd N A40 Dec 01/16
R 32 Dec 10/16 15 N A43 exp Dec 01/16
R 33 Dec 0116 15 N A43 Dec 01/16
R 34 Dec 01/16 A50 Jun 01/16
R 35 Dec 01/16 15 A54 exp Jun 01/16
R 36 Dec 01/16 15 A54 Jun 01/16
R 37 Dec 01/16 15 A55 exp Jun 01/16
R 38 Dec 01/16 15 A55 Jun 01/16
R 39 Dec 01/16 15 A56 exp Jun 01/16
R 40 Dec 01/16 15 A56 Jun 01/16
R 41 Dec 01/16 15 A57 exp Jun 01/16
R 42 Dec 01/16 15 A57 Jun 01/16
R 43 Dec 01/16 A60 Jun 01/16
R 44 Dec 01/16 15 A69 exp Jun 01/16
R 45 Dec 01/16 15 A69 Jun 01/16
R 46 Dec 01/16 25 A69 exp Jun 01/16
37/2 1 Apr 01/15 25 A69 Jun 01/16
2 Apr 01/15 15 A610 exp Jun 01/16
3 Apr 01/15 15 A610 Jun 01/16
4 Apr 01/15 25 A610 exp Jun 01/16
5 Apr 01/15 25 A610 Jun 01/16
6 Apr 01/15 15 A611 exp Jun 01/16
7 Apr 01/15 15 A611 Jun 01/16
8 Apr 01/15 15 A612 exp Jun 01/16
15 A612 Jun 01/16
37/3 1 Apr 01/15 R A80 Dec 01/16
2 Apr 01/15 15 R A85 exp Dec 01/16
37/3.1 1 Apr 01/15 15 R A85 Dec 01/16
2 Apr 01/15 25 R A85 exp Dec 01/16
25 R A85 Dec 01/16
37/3.2 1 Jun 30/15 15 R A810 exp Dec 01/16
2 Jun 30/15 15 R A810 Dec 01/16
37/3.3 1 Apr 01/15 15 R A811 exp Dec 01/16
2 Apr 01/15 15 R A811 Dec 01/16
3 Apr 01/15 25 R A811 exp Dec 01/16
4 Apr 01/15 25 R A811 Dec 01/16
5 Apr 01/15
37/3.5 E00 Jun 01/16
6 Apr 01/15
15 E01 exp Jun 01/16
7 Apr 01/15
15 E01 Jun 01/16
8 Apr 01/15
E10 Jun 01/16
37/3.4 R A00 Dec 01/16 15 E11 exp Jun 01/16
15 R A01 exp Dec 01/16 15 E11 Jun 01/16
15 R A01 Dec 01/16 25 E11 exp Jun 01/16
A30 Jun 01/16 25 E11 Jun 01/16
15 A33 exp Jun 01/16 15 E17 exp Jun 01/16
15 A33 Jun 01/16 15 E17 Jun 01/16
LEP
PAGE 28
Dec 01/16
CHAPTER/ CHAPTER/
37/3.5 Contd S1 3 Apr 01/15
E30 Jun 01/16 S1 4 Apr 01/15
15 E33 exp Jun 01/16 S1 5 Apr 01/15
15 E33 Jun 01/16 S1 6 Apr 01/15
25 E33 exp Jun 01/16 S2 3 Apr 01/15
25 E33 Jun 01/16 S2 4 Apr 01/15
E40 Jun 01/16 S2 5 Apr 01/15
15 E41 exp Jun 01/16 S2 6 Apr 01/15
15 E41 Jun 01/16
37/3.10 1 Apr 01/15
15 E42 exp Jun 01/16
2 Apr 01/15
15 E42 Jun 01/16
S1 3 Apr 01/15
15 E43 exp Jun 01/16
S1 4 Apr 01/15
15 E43 Jun 01/16
S2 3 Apr 01/15
15 E44 exp Jun 01/16
S2 4 Apr 01/15
15 E44 Jun 01/16
5 Apr 01/15
15 E70 Jun 01/16
6 Apr 01/15
15 E79 exp Jun 01/16
S1 7 Apr 01/15
15 E79 Jun 01/16
S1 8 Apr 01/15
15 E710 exp Jun 01/16
S2 7 Apr 01/15
15 E710 Jun 01/16
S2 8 Apr 01/15
37/3.6 1 Apr 01/15 9 Apr 01/15
2 Apr 01/15 10 Apr 01/15
37/3.7 1 Apr 01/15 37/3.11 1 Jun 30/15
2 Apr 01/15 2 Jun 30/15
3 Apr 01/15 3 Jun 30/15
4 Apr 01/15 4 Jun 30/15
5 Apr 01/15
37/4 1 Apr 01/15
6 Apr 01/15
2 Apr 01/15
7 Apr 01/15
3 Apr 01/15
8 Apr 01/15
4 Apr 01/15
9 Apr 01/15
5 Apr 01/15
10 Apr 01/15
6 Apr 01/15
11 Apr 01/15
12 Apr 01/15 37/5 1 Apr 01/15*
2 Apr 01/15*
37/3.8 1 Jun 30/15
3 Apr 01/15*
2 Jun 30/15
4 Apr 01/15*
37/3.9 1 Apr 01/15
2 Apr 01/15 * Distribution limited to particular operators
LEP
PAGE 29
Dec 01/16
CHAPTER/ CHAPTER/
LEP
PAGE 30
Dec 01/16
LIST OF OPTIONS AND MODIFICATIONS QUOTED IN THIS MANUAL
Mod. No. Service Bulletin No. Prod. Eff. Item

1149 26005 Fire Protection Installation of Extra fire Extin-
guisher in Cargo Compartment.
1198 53005 Fuselage Ditching capability
1345 1159, 217 Installation of footwarmer
1448 30020 Boot deicing system deflation rate
1492 1159, 180999 Add of separate PGB oil press switch
1760 139159 Pilot seat with mechanical lumbar support
1790 34049 French CAT II loss of approach warning
1819 25163 Changes related to the new cargo linings
1933 30052 Installation of the ice detector system type
Rosemount
1989 34063 Weather radar with turbulence detection
TWR850
1991 21024 Change of Outflow Valve and installation of Air
ventilation tailcone
2024 174, 177, 180999 Change of static inverter
2066 61028 PROP brake slippage due to PGB leakage
2070 33032 Indicator cockpit sterile
2083 240999 BF goodrich.wing deicing instl
2091 28012 Fuel quantity gauging system
2095 220999 Composite engine air intake (cox)
2198 61026 Inadvertent uncoarsen
2204 25210, 25229 New ELTsystem (Litton)
2245 31020 Implementation of FDAU and ETM new
FDAU
2250 30036 Eng intake antiice, disconn & cap at ACU
2255 300999 Eng intake antiice, disconn & cap at
OHPAN
2258 25189 Cabin air distribution new seal
2293 25201 Cockpit floor heater el
2310 30040 Low pressure wing deice
2328 31026 High failure rate on WEU add 2 diodes
2354 30041, 30079 Windshield wiper low speed
2414 29010 Hydraulic pump control change of bus
connection
2417 24021 Engine start procedure
MOD LIST
PAGE 1
Dec 01/16

(Contd)
2418 24020 Engine start control change of pwr supply
2514 24023 Electrical power Removal of the DC Test
Switches
2533 24026 DC starter protection logic evaluation
2544 23027 ACARS mod of power supply
2546 30052 Ice detector change of power supply.
2558 76032 Prevention of beta mode in flight.
2600 23029 Installation of hand microphone for observer
2602 34092 GPWS mark VII production cut in.
2609 76034 Installation of temporary flight idle stop.
2617 24025 Improved DC electronic start system.
2650 27075 Stall warning new stall curves req by
Canada push button.
2662 30054 Engine air intake controlled service introduc-
tion ACT L/H side
tion cox
tion cox L/H side
2787 21034 Cargo heat inst.
2938 23057 Installation of VHF with 8.33 KHz channel
spacing.
2948 31037 New FAA rules for FDR additional parameters.
2949 456460 New trim position indicator.
2966 34125 Universal FMS/GPS UNS1k DGAC require-
ments.
3034 34136 Activation of the Non Precision Approach func-
tion.
3099 4459 Litton ELT with 406 MHz transmisson capabili-
ty.
3112 25274, 25275 Air Precision ELT with 406 MHz transmission
capability.
3121 21050 Guarded cabin/flight deck temperature select
switches.
3133 25292 Reinforced door to flight compartment,
product improvements.
MOD LIST
PAGE 2
Dec 01/16

(Contd)
3134 34151 ATC Transponder with Elementary Surveil-
lance.
3142 23073 Installation of UHF Communication System
3144 23074 Provision for Active Noise Reduction in head-
sets.
3151 34162 TAWS Additional Altitude Callouts.
3167 34166 TAWS Steep Approach

3168 30089 Improved Ice Detector
3281 34200 Installation of UNS1Lw (MMMS).
3310 34204 Flight Management System (FMS) New solid
state DTU
3400 26033 Improved Tailpipe Overheat Detection. Left
Engine
3401 26033 Improved Tailpipe Overheat Detection. Right
Engine
3443 34231 Enhanced Air Traffic Service (ADSBNRA).
3453 24046 Installation of Electronic Flight Bag (EFB) Arm
holder knob and USB Power outlets.
3499 23150 VHF Transceiver with extended frequency
range
3504 25351 Artex ELT C4061 with 406 MHz transmission

25352 capability
25353
3511 34241 Installation of UNS1Lw (MMMS) and SSDTU.
3523 34247 TAWS GPS Power Source
3529 27121 Stall Warning/identification system
Activation of improved stall warning system for
icing condition.
3543 24052 Installation of Electronic Flight Bag (EFB) Arm
holder knob and USB Power outlets (modified
charger compared to Mod. No. 3453).
3562 34255 VNAV Top of Descent Advisory vertical gui-
dance.
3564 34256 FMS operation on battery power.
MOD LIST
PAGE 3
Dec 01/16
MOD LIST
PAGE 4
Dec 01/16
Aircraft Operations Manual AIRCRAFT GENERAL
CONTENTS
Aircraft Data
1/1.0 Highlights not applicable

1/1.1 Description
1/1.2 Operation
Cockpit

1/2.1 Description
1/2.2 Operation not applicable
1 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL
1 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, AIRCRAFT DATA
Description
1. GENERAL areas of the fuselage are pressurized except the

radome, the nose wheel well and the tail cone.
The SAAB 340B was developed and manufactured
by Saab Aircraft AB, Linkping, Sweden Accommodation in the cockpit is provided for two
operating crew members and one observer. The
This manual reflects SAAB 340B with A/C S/N from
aircraft is certificated to carry up to 37 passengers.
160 and up. The aircraft is a Regional Airliner de-
Passenger seating layout may, however, be varied
signed and built for service over short/medium sec-
to suit different operating requirements.
tors and multistop routes.
For some basic data, see below.
The fuselage has a circular cross section housing
the cockpit, passenger and cargo compartment. All
Main dimensions
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 ft 9 in 19.73 m
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 ft 7.0 m
Span (without extended wingtips) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 ft 4 in 21.44 m
Span (with extended wingtips) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 ft 8 in 22.75 m
Propeller clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ft 8 in 0.51 m
Passenger door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 x 63 in 0.69 x 1.60 m
Cargo door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 x 51 in 1.35 x 1.30 m
Baggage compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 cu ft 6.8 cu m
Weights
See AFM 340B
Engine Rating
2 General Electric CT79B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff power +APR or Goaround power (each) . . . . . . . . . . . . . . . . . . . . . . 1 870 shp
Takeoff power (each) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 750 shp
Flat rated to (at SL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35C
1/1.1
PAGE 1
Apr 01/15
Description
2. THREE VIEW DRAWING
A9898
Fig. 1 Three view drawing (without extended wingtips)
1/1.1
PAGE 2
Apr 01/15
Description
3. MINIMUM TURNING RADIUS
WING TIP SWEEP 104 ft (32 m), WITHOUT EXTENDED WING TIPS
WING TIP SWEEP 108 ft (33.3 m), WITH EXTENDED WING TIPS
TURN CENTER
58 ft (18 m)
MINIMUM PAVEMENT WIDTH
(TIRE SLIPPAGE IS NOT CONSIDERED)
A15474
Fig. 2 Minimum turning radius
1/1.1
PAGE 3
Apr 01/15
Description
4. CABIN CROSS SECTION
Ref in m
a 85.0 2.16
b 72.0 1.83
c 16.3 0.41
d 17.0 0.43
e 67.0 1.70
f 91.0 2.31
A11574
Fig. 3 Cabin cross section
1/1.1
PAGE 4
Apr 01/15
Description
5. ANTENNA ARRANGEMENT
VOR/LOC
COLLINS DUAL ADF ANTENNA ADF 1 + ADF 2 (OPTION)

ADF 2 KING (OPTION)
HF ANT (OPTION)
VHF COM 1
ELT
GLIDE SLOPE
ADF 1 KING VLF OMEGA (OPTION)

MARKER BEACON
DME 1
ATC 2 (OPTION)
RADIO ALT
ATC 1
WEATHER RADAR VHF COM 2
RADIO ALT
DME 2 (OPTION)
Fig. 4 Antenna arrangement
1/1.1 S1
A/C 106219 PAGE 5
Apr 01/15
Description
1/1.1 S1
A/C 106219 PAGE 6
Apr 01/15
Description
5. ANTENNA ARRANGEMENT
HF (option) VOR/LOC
COLLINS DUAL ANTENNA

ADF 1 + ADF (option)
TCAS KING ADF 2 (option)
TCAS ATC 2
ATC 1 (option)
(option)
TCAS
(option) KING ADF 2
VHF 1 (option)
GLIDE SLOPE ELT
RNAVVLF/OMEGA
(option)
WEATHER VHF 2 * ACARSVHF 3
RADAR
(option)
MARKER BEACON
DME 1
ATC 2
DME 2 (option)
(option)
TCAS RADIO ALT
(option)
* VHF 2/UHF with Mod. No. 3142 installed
RADIO ALT ATC 1
A28642
Fig. 4 Antenna arrangement
1/1.1 S2
A/C 220UP or TCAS Mod for a/c 160219 except for MARKER and PAGE 5
VHF 2
Apr 01/15
Description
1/1.1 S2
A/C 220UP or TCAS Mod for a/c 160219 except for MARKER and PAGE 6
VHF 2
Apr 01/15
Description
(0.802 kg/L)
A9986
Fig. 5 Ground service connections
1/1.1
PAGE 7
Apr 01/15
Description
1/1.1
PAGE 8
Apr 01/15
Operation
1. LIMITATION
1.1 SERVICEABILITY
The aircraft is certificated in the Transport Category for the following types of operation provided the
appropriate instruments and equipment required are installed and in operable condition according to
the Master Minimum Equipment List, MMEL.
Carriage of passengers (Maximum number of passenger seats 37).
Carriage of cargo. The cargo compartment is classified as a class C cargo compartment.
Operation in day and night Visual Flying Rules (VFR).
Operation in day and night Instrument Flying Rules (IFR).
Operating in icing conditions.
Category II approach.
1.2 DITCHING
The aircraft is certificated for ditching provided Mod No 1198 is installed.
1.3 OPERATIONAL LIMITS
Maximum runway slope Takeoff (mean) 2% to +1.5%.
Maximum runway slope Landing (mean) 2% to +2%
Airport pressure altitude 1 000 ft to +8 000 ft.
Flight maneuvering load factors.
Clean configuration + 2.75 g to 1.0 g.
Flaps extended + 2.0 g to 0 g.
(Contd)
1/1.2
PAGE 1
Apr 01/15
Operation
(Contd)
Maximum operating altitude and environmental envelope.
PRESSURE
ALTITUDE
x 1000 FT
25
20
ISA
15
10
5

TAKEOFF LIMITS
1.5

1
0

60 50 40 30 20 10 0 +10 +20 +30 +40 +50
55 +15 +47
A12127 OAT IN DEGREES CELSIUS
Below 18 certain conditions in accordance with the AFM must be met.
1.4 STRUCTURAL WEIGHT LIMITS

See approval Airplane Flight Manual (AFM).
1.5 MINIMUM CREW
Minimum flight crew: 2.
The minimum cabin crews on passenger carrying flight must be according to local government regula-
tions.
1/1.2
PAGE 2
Apr 01/15
Operation
2. NORMAL OPERATION
The Saab 340 is designed for a regional airline operation where a standard mission profile includes take
off, climb (to cruise altitude), cruise, descent and landing. A typical flight cycle is assumed to be carried out
with duration and at altitudes associated with such operation. Significant and recurring deviations from the
standard mission profile may be outside certified limits and shall be brought to Saabs attention since a
tailored maintenance program could be required.
3. ABNORMAL OPERATION
Not applicable.
1/1.2
PAGE 3
Apr 01/15
Operation
1/1.2
PAGE 4
Apr 01/15
Aircraft Operations Manual AIRCRAFT GENERAL, COCKPIT
Description
1. COCKPIT GENERAL
1.1 Accommodation etc.
The cockpit has accommodation for two pilots and

one observer.
The observer seat is of a folding type and can be
removed when not in use. It is provided with an in-
ertia reel shoulder harness.
The cockpit windows are fixed. A ground commu-
nication hatch is on the left side of the fuselage be-
low the side windshield.
As an alternate emergency exit from the cockpit, a
hatch is located in the cockpit ceiling. This hatch
can also be used for ventilation on the ground.
The cockpit is also provided with two adjustable
sunvisors.
CAUTION
A sunvisor must never be folded in a position
A11948
blocking the handgrips in the cockpit ceiling. This
is to facilitate quick access to the grip should a Fig. 1 Observer seat
seat runaway occur.
1.2 Instruments, switches etc.
Instruments are partly of the electronic type (glass

cockpit), with CRTs in front of the pilots. Other indi-
cators, pushbuttons, switches etc, are located on
the overhead panel, glareshield panel, the instru-
ment panels and on the pedestal.
1.2.1 Instrument/Placard color codes
Operating limits . . . . . . . . . . . . . . . . RED

Caution, temporary or idle range . . YELLOW
Normal operating range . . . . . . . . . GREEN
1/2.1
PAGE 1
Jun 30/15
Description
2. PILOT SEATS The shoulder harness is of a reel type which can be

locked by a handle or by inertia.
The pilot seats have controls for forward/aft and
up/down movement. In addition, seat back recline, If optional ACARS installed
arm rests angle and lumbar support can be ad- With ACARS installed the center pedestal is ex-
justed. With Mod No 1760 installed an adjustable tended towards the observer seat resulting in less
mechanical lumbar support is introduced. With this comfort for the occupancy. In order to improve that
modification the seat back can be raised or lowered it is recommended that the inboard armrests on the
by slightly pulling the lower part of the seat back two pilot seats should not be folded down when the
and then adjusting the height. observer seat is occupied.
mechanical
A11947
Fig. 2 Pilot seat (left seat shown)
NOTE
To improve observer comfort both inboard armrests should be stowed in up position.
1/2.1
PAGE 2
Jun 30/15
Description
3. EYE POSITION INDICATOR
A11949
Fig. 3 Eye position indicator
1/2.1
PAGE 3
Jun 30/15
Description
4. PEDALS
The rudder pedals can be adjusted in forward/aft

direction. By pulling the lever, the pedal lock is re-
leased and the pedals are free to be repositioned.
When unlocked, the pedals are springloaded to-
wards aft position.
A11570
Fig. 4 Pedal unit
1/2.1
PAGE 4
Jun 30/15
Description
5. COCKPIT PANEL
Sunvisor. Should never be parked in
a position blocking the handgrips
Overhead panel
Handgrip Handgrip
Glareshield panel
Center instrument panel
Left headset holder Right headset holder
Right pilot
Left pilot instrument panel
instrument panel
Left circuit Right circuit

breaker panel breaker panel
See AOM 1.5. See AOM 1.5.
Left side panel Pedestal Right side panel
A11942
Fig. 5 Cockpit panels
1/2.1
PAGE 5
Jun 30/15
Description
1/2.1
PAGE 6
Jun 30/15
Description
Valid for a/c with Mod.no. 3529 for 340 B / 3530 for 340 WT.
(Improved stall warning system for icing condition).
A30788
Fig. 6 Standard instrument panel. King avionics shown.

(Highest modification standard shown.)
1/2.1
PAGE 7
Jun 30/15
Description
1/2.1
PAGE 8
Jun 30/15
Description
Valid for a/c with Mod.no.3529 for 340 B / 3530 for 340 WT.
(Improved stall warning system for icing condition).
A30789
Fig. 7 Standard instrument panel. Collins avionics shown.

1/2.1
PAGE 9
Jun 30/15
Description
1/2.1
PAGE 10
Jun 30/15
Description
A9875
Fig. 8 Standard side panels and control wheels.

1/2.1
PAGE 11
Jun 30/15
Description
1/2.1
PAGE 12
Jun 30/15
Description
A9876
Fig. 9 Max option side panels and controls wheels.

1/2.1
PAGE 13
Jun 30/15
Description
1/2.1
PAGE 14
Jun 30/15
Description
A10750
Fig. 10 Standard overhead panel and pedestal.

King avionics shown. (Highest modification standard shown.)
1/2.1
PAGE 15
Jun 30/15
Description
1/2.1
PAGE 16
Jun 30/15
Description
A10729
Fig. 11 Max option overhead panel and pedestal.

Collins avionics shown. (Highest modification standard shown)
1/2.1
PAGE 17
Jun 30/15
Description
1/2.1
PAGE 18
Jun 30/15
Description
6. COCKPIT DOOR
To open the cockpit door from the cabin, the

rounded knob on the cockpit door is turned and the
door pulled open. The door can be latched in the
fully open position by pressing it against a door
catcher located on the cover panel to the avionic
rack.
The door can be latched closed on the cockpit side
by turning the latch lever to locked position as indi-
cated by the red marking beside the lever.
In case of a rapid decompression, the door has a
pressure equalization panel (blowout panel) to
equalize the pressure between the passenger
compartment and the cockpit.
In event that cockpit door cannot be opened toward
passenger cabin due to immovable obstruction on
cabin side, the door may be partially opened into
the cockpit as follows:
a. Remove the jumpseat assembly from its frame.
b. Turn the door stop (colored red) adjacent to the
rounded knob on the door jamb.
c. Release the pintle latch by turning on the
rounded knob.
d. Pull the door inwards.
NOTE
Easy or full opening of the door may be obstruc-
ted by the observers smoke mask assembly,
jumpseat harness buckle holder, etc. However,
slight force should overcome such obstructions.
CAUTION
Due to possibility of damage to door assembly,
hinge, etc., opening of door inwards is consid-
ered an abnormal operation, and shall be at-
tempted only if an immovable obstruction pre-
vents normal opening of the door in a timely
manner.
Note that emergency egress from the cockpit in

event cockpit door cannot be opened, or is inacces-
sible, shall be via the cockpit emergency escape
hatch.
1/2.1 S1
PAGE 19
Jun 30/15
Description
A FLIGHT COMPARTMENT DOOR
Door jamb
Latch lever
Used to latch the door in locked
position.
Door stop Rounded knob

Prevents the door Used to engage the pintle latch lever.
from beeing opened
inwards.
Blowout panel
In case of a rapid decompression,
the door has a pressure equalization
panel (blowout panel) to equalize the
pressure between the passenger
compartment and the cockpit.
A27403
Fig. 12 Cockpit Door
1/2.1 S1
PAGE 20
Jun 30/15
Description
1/2.1 S1
PAGE 21
Jun 30/15
Description
1/2.1 S1
PAGE 22
Jun 30/15
Description
6. COCKPIT DOOR A large, clearvision, armoredglass sight window

is fitted to allow observation of the passenger cabin
6.1 General from the cockpit. A cover is fitted to the sight win-
dow on the cockpit side of the door, to prevent
To meet new requirements for protection of cockpit
viewing of cockpit from cabin side of door
and cockpit crew from intrusion by unauthorized
personnel, Saab 340 aircraft have been fitted with a 6.3 Normal Operation
reinforced cockpit door. In addition to a complete
lack of means of opening the door from the cabin As stated above, the cockpit door cannot be
side, the door also provides protection from forced opened, or latched closed, from the passenger cab-
entry, including such attempted entry by use of bat- in side of the door.
tering instruments and largecaliber handguns. To close door, either aircrew member pulls door
towards closed position via the nylon lanyard. To
6.2 Main components
engage the latch, lift up the small rounded knob
The door is constructed of reinforced composite to release the pintle latch lever, and slide the
board to withstand intrusion force, with ballistic ma- pintle latch lever inboard. Pull the door to the
terial added to forward face (i.e., cockpit side). As closed position, release the rounded knob, and
noted above, tests have proven the doors capabili- pintle will latch closed. Proper latching of the
ty of resisting repeated battering by weighted pintle is indicated by observation of the green
sledge, and repeated impact from largecaliber band painted above the rounded knob. Attempt
handgun rounds. to slide the pintle latch lever inboard to ensure
proper latching if latched properly, the lever will
The lock pintle and barrel assembly and door hinge not move.
are reinforced to resist intrusion. The door can only
To open the door, lift up on the rounded knob,
be locked or unlocked from the cockpit, by means
and slide the pintle latch lever inboard. Door can
of a springloaded pintle and latch. A short nylon
now be pushed open.
lanyard is provided to assist in closing of the door
by aircrew. NOTE
The pressure equalization panel (blowout panel) There is no longer any installed means of latch-
fitted in the cockpit door is constructed of nonrein- ing the door in the open position.
forced material. However, on the cockpit side of the
cockpit door, a builtup cage assembly is fitted to To observe the passenger cabin, rotate the sight
prevent entry including partial entry into the window cover either right or left to uncover the
cockpit should the blowout panel be compromised. window. DO NOT attempt to lift the cover, as
The forward face (i.e., cockpit side) of this cage in- damage to the cover attach point will occur.
cludes a panel made from ballistic material to resist 6.4 Abnormal Operation
gunfire, etc.
Also, on either side of the cockpit entryway, immedi- In event that cockpit door cannot be opened toward
ately adjacent to the metal cage, two panels made passenger cabin due to immovable obstruction on
from ballistic are fitted to protect aircrew from fire- cabin side, the door may be partially opened into
arm discharge. the cockpit as follows:
The cockpit door jamb is reinforced by a heavy a. Remove the jumpseat assembly from its frame.
gauge aluminum abutment. The abutment angle is b. Slide the grill latch to remove the blowout panel
attached to the cockpit side of the door jamb by cage assembly removable grill (with Mod
three clevis pins, thus allowing removal of the abut- No.3133 installed).
ment angle by aircrew in event door must be c. Remove the three clevis pins from the abutment
opened inward. angle by pressing down the knob on the clevis
pins and pulling them out.
1/2.1 S2
PAGE 19
Jun 30/15
Description
d. Remove the abutment angle.

e. Release the pintle latch by lifting up on the
rounded knob, and slide the pintle latch lever in-
board.
f. Pull the door inwards.
NOTE
Easy or full opening of the door may be obstruc-
ted by the observers smoke mask assembly,
jumpseat harness buckle holder, etc. However,
slight force should overcome such obstructions.
CAUTION
Due to possibility of damage to door assembly,
hinge, etc., opening of door inwards is consid-
ered an abnormal operation, and shall be at-
tempted only if an immovable obstruction pre-
vents normal opening of the door in a timely
manner.
As was case prior to installation of reinforced cock-

pit door, emergency egress from the cockpit in
event cockpit door cannot be opened, or is inacces-
sible, shall be via the cockpit emergency escape
hatch.
1/2.1 S2
PAGE 20
Jun 30/15
Description
Observation window and window

cover
Used to observe the passenger cabin.
Rotate the cover to either right or left
to uncover the window.
A FLIGHT COMPARTMENT DOOR Pintle latch lever

Used to latch the door in closed posi-
tion. Proper latching is indicated by
green band painted above the
rounded knob.
Rounded knob
Abutment angle
Used to engage the pintle latch lever.
Provides protection
from forced entry.
Nylon lanyard
Used to pull the door towards closed
position.
Clevis pins
Removing the clevis
pins allows the door Removable grill latch (with Mod.
to be opened inward. No. 3133 installed)
Used to remove the grill in case that
the door must be opened inwards.
Blowout panel cage assembly

The cage assembly built around the
pressure equalization panel is used to
protect the aircrew from firearm dis-
charge.
A27402
Fig. 12 Cockpit Door
1/2.1 S2
PAGE 21
Jun 30/15
Description
1/2.1 S2
PAGE 22
Jun 30/15
Description
7. ELECTRONIC FLIGHT BAG (EFB)
7.1 General
These optional SAAB modifications, Mod. Nos.

3453 or 3543, include the structural attachment in
the aircraft and the electrical installation designed to
support tablets (e.g. iPAD).
The linkage from the structural attachment is not
included in the modification and is assumed to be
an off the shelf equipment. The linkage and
Electronic Flight Bag (EFB) attachment plate is a
carry on equipment.
NOTE
The formal operational approval of the complete
EFB installation rests with the operator.
7.2 System description
The EFB is charged by connecting the OEM USB

power cable to any of the USB power outlets, which
are installed next to the pilots ACPs. Each EFB is
supported and held in place by a holder assembly
of which the base is hard mounted to the aircraft
structure. The holder consists of two arms
connected by ball links.
NOTE
When the aircraft is without power, unplug the
EFB. Otherwise the EFB batteries may be
discharged.
1/2.1
PAGE 23
Jun 30/15
Description
A
A A
Left side shown
A31199
Fig. 13 Typical EFB support by RAM Mounting System, Inc.
L/H side USB R/H side USB

connector connector
A31949
Fig. 14 Location of electrical USB connector on side panels (Mod. No. 3543 shown).
1/2.1
PAGE 24
Jun 30/15
Aircraft Operations Manual AIR CONDITIONING & PRESSURIZATION
CONTENTS
Air Conditioning & Pressurization
2.0 Highlights not applicable

2.1 Description
2.2 Operation
2 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual AIR CONDITIONING & PRESSURIZATION
2 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual AIR CONDITIONING AND PRESSURIZATION
Description
1. GENERAL The manually controlled system is an all pneumatic

system. The pilot operates the pneumatic second-
1.1 Air conditioning ary outflow valve by adjusting the control valve set-
ting while watching the cabin pressure instruments.
Air conditioning is furnished by two packs located
under the cabin floor in the wing fairing. With Mod. No. 1994 installed and in auto mode the
pressurization control system dumps cabin pres-
The temperature of the outgoing air is either auto-
sure by opening the primary electropneumatic out-
matically or manually controlled from the cockpit.
flow valve when on ground, the pneumatic second-
The actual temperature regulation is performed by
ary outflow valve will remain closed. Both outflow
mixing hot air directly from the pneumatic system
valves can be opened by means of an emergency
with air that has been cooled by the main unit of the
dump switch in the cockpit when on ground. In the
pack the air cycle machine. The conditioned air
air (flight mode) the dump switch only activates the
from the left pack is then distributed to the cabin
primary electropneumatical outflow valve. Both
and from the right unit to the cockpit and cabin.
outflow valves incorporate positive and negative
The two distribution systems are connected by a pressure relief functions.
cross manifold for transfer purposes, controlled by a
Without Mod. No. 1994 installed and in auto mode,
cross valve. The valve may only be open on the
the pressurization control system dumps cabin
ground. Each distribution system recirculates the air
pressure by opening both outflow valves when on
to improve air flow.
ground. The electropneumatical outflow valve can
An external air conditioning system can be connec- also be opened by means of an emergency dump
ted to the aircraft when parked. switch in the cockpit. Both outflow valves incorpor-
In case of overtemperature, the pneumatic system ate positive and negative pressure relief functions.
bleed valve will close and a DUCT OV TEMP light Cabin pressure is displayed on three indicators in
in the AIRCOND panel will come on together with the cockpit. The indicators show differential pres-
AIRCOND master caution. sure, cabin altitude and cabin altitude rateof
change.
1.2 Pressurization
A CABIN PRESS master warning on the central
The cabin is pressurized by the two air conditioning warning panel is activated if cabin climbs above
packs. The system is so designed that it is sufficient 10 000 ft or if the differential pressure exceeds 7.5.
with one pack for pressurization up to 31 000 ft. psi.
However, the engine bleed extraction requirement
must be observed above 25 000 ft. (See AOM 2. MAIN COMPONENTS AND SUBSYSTEMS
17.1.)
2.1 Air conditioning system (Fig. 1 and Fig. 2)
The cabin pressure is either automatically controlled
by a pressurization controller, or manually controlled Air conditioning pack
by means of a control valve operated from the con-
Hot air from the pneumatic system is used for
trol panel in the cockpit.
conditioning of the cockpit and cabin. The air condi-
The automatic control system is the one normally tioning temperature is regulated by two packs.
used. It receives power lever position, static pres-
A dual temperature control valve controls each pack
sure, cabin pressure, preselected airfield altitude,
by modulating the amount of air directed to an air
weight on or off wheels and pressure values from
cycle machine for temperature decrease (pack
the control panel. These parameters are processed
valve) and the amount of air bypassing the aircycle
in a control unit which then electrically regulates the
machine (bypass valve). The bypass valve and the
electropneumatic primary outflow valve to maintain
pack valve are linked together and operate in se-
the correct pressure.
quence so that when the bypass valve is moved
2.1
PAGE 1
Apr 01/15
Description
towards open, the pack valve is moved towards Air Filter. The air is blown over the filter to prevent a
closed and vice versa. This allows a temperature moisture build up in the filter.
regulation of the air leaving the pack.
With Mod. No. 1991 installed, there is a ducting
The cooling part of the pack consists of an air cycle system from Left and Right air Conditioning Packs
machine and a dual heat exchanger mounted on supplying a limited amount of dry air into the tail
the front end of the air cycle machine. The primary compartment creating a slight overpressure. By
section of the heat exchanger decreases the tem- supplying a stream of dry air flow to the tail
perature of the bleed air from the pneumatic system compartment a reducing moisture buildup in that
before it enters the compressor of the air cycle ma- area will be achieved.
chine where the pressure and temperature is in-
If a bleed valve is closed or after an engine failure
creased.
the air supply is automatically shut off by the Tail
The air is then cooled by the secondary heat ex- compartment Air Shutoff Valve (see also AOM
changer section, followed by an expansion over the 16.1.).
turbine of the air cycle machine where further tem-
Two recirculation fans feed air from cockpit and
perature decrease occurs.
cabin back to the respective pack to improve the
The cooled air is then mixed with hot, bypassed air airflow. Filters are provided for cleaning of the recir-
and with air from the recirculation fan. Before being culated air before it enters the recirculation fans.
distributed, the conditioned air is paced through a
There is also a recirculation fan fault detection sys-
condenser where moisture in the air from the sec-
tem installed. It consists of a speed sensor which
ondary heat exchanger is condensed using the
triggers L respectively R RECIRC light in the AIR
conditioned air as a cooling agent. The condensed
COND panel should the speed drop below 80% of
water is collected, routed to the heat exchanger and
normal speed, indicating failure of the recirculating
sprayed into the cooling airstream to improve the
fan.
cooling.
The avionics rack is ventilated by a fan which draws
Each pack is protected against overtemperature by
air from the cabin through a filter into the avionics
two overtemperature switches. One switch is lo-
rack and down to the underfloor area and then
cated in the compressor outlet duct and closes if
dumped overboard through the outflow valves. The
the temperature exceeds 225C (440F). The other
avionics vent fan operates whenever anyone of the
switch is located in the pack outlet duct and closes
three AVION switches is in ON position.
if the temperature exceeds 82C (180F).
There is also a vent fan fault detection system
If an overtemperature occurs, the respective bleed
installed. It consists of a current detector connected
valve will close and the DUCT OV TEMP light in the
to the avionics vent fan. The detector activates an
AIR COND panel will come on together with AIR
AVIONICS VENT master caution light should the
COND master caution.
vent fan stop.
Distribution system (Fig. 3) External ground equipment for heating or cooling
Conditioned air is ducted from the left and right air can be connected to the distribution system. The
conditioning packs. The left pack supplies the cabin connector is located inside a service door at the
while the right pack supplies cockpit and cabin. The bottom of the fuselage in the rear wing area. The
required supply to the cockpit is limited to 1/3 of the external ground equipment connection door is pro-
available flow from the right pack. Therefore, the vided with an on the ground (from outside) extend-
supplemental flow from the right pack is routed via able ram air intake. The ram air intake shall be ex-
a connecting duct to the cabin ducting. tended when dispatching with only one
airconditioning pack operating (MEL item). The in-
A small amount of bleed air is routed from Left and
take is used as a backup if the operating pack fails.
Right Air Conditioning Pack to the Cabin Pressure
During operation with one Air Conditioning Pack,
pressure in the distribution system exceeds the ram
2.1
PAGE 2
Apr 01/15
Description
air pressure keeping the ground connection check A temperature below freezing is indicated by snow
valve closed. Should the remaining ACP fail, ram blowing through the gaspers or frost freezing in the
air pressure opens the check valve furnishing fresh gasper nozzles. This situation can block the system
air to the compartments. The ram air pressure is creating an overpressure high enough to damage
adequate to ventilate the compartments on its own. the distribution ducting.
During cruise a minimum speed of 210 KIAS must
Typical operating conditions with manual temp con-
be kept to maintain a sufficient ram air pressure.
trol when a temperature below 0C is created in the
Temperature control system (Fig. 1) distribution ducting.
Each pack has its own, independent temperature Propeller Brake engaged with:
control system. XVALVE open.
The dual temperature control valve can be operated R HP VALVE open (AUTO position).
either automatically to provide a compartment tem- RECIRC fans OFF.
perature of between 18C and 29C, or manually if Dual control valves, TEMP SELECT switches,
necessary. However, in MAN mode, temperature max COLD.
can be selected within a greater range. Normal engine operation with:
Automatic mode is selected by setting the three Power levers below approximately 80% Ng (HP
position TEMP SELECT switch in the AIR COND VALVES open).
panel to AUTO. The dual control valve is then oper- RECIRC fans OFF or ON.
ated by a controller using inputs from temperature
Dual control valves, TEMP SELECT switches,
sensors both in the duct and in the respective
max COLD.
compartment. These temperatures are compared to
the temperature selector setting and the control Optional Pilot footwarmer installation (Fig. 3)
valves adjust accordingly. Mod. No. 1345
In addition, high and low temperature limit circuits As an option the cockpit can be provided with foot-
keep the duct temperature between 3C (25F) and warmers. Air is taken from the normal supply to the
75C (167F) at all times. cockpit, the amount of air can be adjusted by an Air
Flow Regulator, one for each pilot. The air temper-
The dual temperature control valve is manually op-
ature is controlled via a heater for each pilot, there-
erated by holding the TEMP SELECT switch in ei-
by providing an individual adjustment for optimum
ther HOT or COLD springloaded position.
comfort.
Manual temperature mode shall only be used in
When the footwarmer is used at least one sides
case of failure in the automatic control system (with
BLEED system including the RECIRC FAN must be
Mod. No. 3121 installed the temperature switches
ON.
are guarded in AUTO position to prevent unneces-
sary use of the manual mode). Optional Cockpit floor heaters installation
(Fig. 10) Mod. No. 2293
Since the temperature limit circuits are deactivated
in manual mode extreme care shall be taken not to As an alternate to Mod No 1345, an optional Cock-
obtain a temperature below freezing in the distribu- pit Floor Heater installation Mod No 2293 can be
tion duct. Therefore always keep the recirculating provided. Mod No 2293 consists of an electrically
fan ON for that pack which is operated in manual powered heater element embedded in the cockpit
mode. floor carpets. Extent of heater element: see Fig. 10.
On the right pilot side a pull loop is fixed to the floor
The left distribution duct temperature can easily be
carpet close to the hydraulic hand pump position for
checked on the temperature indicator in the AIR
easy access.
COND panel.
2.1
PAGE 3
Apr 01/15
Description
The heaters are powered from the UTILITY BUS For emergency pressure relief, the electropneu-
and are individually controlled by an ONOFF matical outflow valve can be opened by an emer-
switch on each side panel. gency pressure dump switch. With Mod. No. 1994
installed both outflow valves are opened with the
Optional cargo heater installation. Mod. No. 2787
pressure dump switch when on ground.
option 21:07
For maintenance purpose the system can be
To improve the temperature in the normally non
switched to flight mode on ground using the CAB
heated cargo compartment an optional electrical
PRESS switch in the overhead TEST 2 panel.
cargo heater can be installed.
The heater consists of an AC driven heater and a Automatic operation
DC driven fan for air circulation. The heater unit is When the system is in AUTO and powered, a pres-
controlled from a dedicated CARGO HEATER ON sure controller selftest is initiated. This illuminates
OFF switch in the cockpit. To operate, the cargo a FAULT light on the control panel. If no fault is de-
heater requires both AC generator to be on line, tected, the light will go off in less than 3 seconds.
and is accordingly automatically disconnected if ei-
The automatic function of the pressurization system
ther AC generator drops off line. Further more the
works in six different modes depending on phase of
heater unit is disconnected if the cargo fire extin-
flight:
guisher is activated.
Ground mode The system is in ground mode
With the system in operation the temperature in the when the aircraft is on ground with power levers
cargo compartment will be kept at minimum +2C at retarded.
OAT 60C and +12C at OAT 40C. The temper- Without Mod. No. 1994 installed:
ature in the cargo compartment can be continuously After engine start, vacuum pressure is supplied
monitored by the TEMP indicator on the overhead to the outflow valves which will go to fully open
panel. position.
2.2 Pressurization system (Fig. 4) With Mod. No. 1994 installed:
After engine start, vacuum pressure is supplied
The cabin is pressurized by both air conditioning to the outflow valves which will make the primary
packs. The pressure is regulated by two outflow electropneumatic valve to go to fully open posi-
valves, located in the empennage. tion while the secondary pneumatic valve re-
The primary outflow valve is electropneumatically mains closed (the valve is closed during all nor-
controlled by a pressurization controller and is normal operation).
mally used for automatic pressure regulation. The Prepressurization mode When one power le-
secondary outflow valve is pneumatically controlled ver is moved above the minimum takeoff power
from the cockpit control panel and is used as a position (64 power lever angle), the system
manual standby system. Both outflow valves are transfers to prepressurization mode.
supplied with servo vacuum pressure from the Without Mod. No. 1994 installed:
pneumatic system. The secondary pneumatic outflow valve will close
and the primary electropneumatical outflow
The outflow valves also incorporate positive and
valve is modulated towards its closed position
negative relief functions. For relief valve opening,
permitting cabin pressurization at a rate of 300
maximum positive differential pressure is 7.6 psi
ft/min (at detent position) to 140 ft below actual
and maximum negative pressure is 0.5 psi.
cabin altitude existing prior to power levers ad-
In the corporate version an additional altitude limit vancement. If both power levers are retarded
control function is added on the electropneumatic below the min. takeoff power position the secon-
primary outflow valve preventing cabin altitude to dary pneumatic outflow valve will go to fully open
exceed 15 000 ft should the pressurization control- position and the primary electropneumatic valve
ler fail. modulates a cabin uprate of 500 ft/min. After 20
2.1
PAGE 4
Apr 01/15
Description
sec. a timer will give a control command driving Cruise mode When the aircraft reaches its cruis-
the valve to fully open position. ing level and the altitude change is less than 200
With Mod. No. 1994 installed: ft per minute the system transfers to cruise
The primary electropneumatical outflow valve is mode. Setting the cruise mode effects two
modulated towards its closed position permitting changes in the control logic:
cabin pressurization at a rate of 300 ft/min (at the down rate limit is revised from zero to 300
detent position) to 140 ft below actual cabin alti- ft/min at detent position.
tude existing prior to power levers advancement. the cabin altitude is clamped at the control
If both power levers are retarded below the min. point, the cabin altitude will remain unchanged
takeoff power position the primary electropneu- for flight disturbances not exceeding 100 ft
matic valve modulates a cabin uprate of 500 ft/ climb and 200 ft descend in aircraft altitude.
min. After 20 sec. a timer will give a control com- However a change in LDG ALT or barometric
mand driving the valve to fully open position. setting will cause either an up or down rate of
Climb mode At Liftoff as sensed by the weight cabin altitude. When the aircraft climbs more
on wheel switches the system transfers to climb than 100 ft or descends more than 200ft below
mode. The pneumatic outflow valve will remain the clamped altitude the clamp will be deleted
closed and the electropneumatical valve is regu- and a new control point will be established
lated by the controller. The controller computes when the altitude change again is less than 100
the barometric corrected selected LDG ALT and ft per minute.
the sensed aircraft altitude. These parameters Descent mode When the aircraft descends 200
are compared with the computed autoschedule ft in less then one minute or descends more than
to establish a control point for cabin pressure 500 ft regardless of time the system transfers to
regulation. The rate of change is set to 500 ft/min descent mode. The cruise clamp is deleted and a
(at detent position) for uprate and a zero descent new control point is established which is the high-
rate. If the actual takeoff altitude is less than the er of either selected LDG ALT or the autosched-
selected LDG ALT, the control point is initially set uled altitude. The controller starts to downrate
to the LDG ALT. The controller starts to uprate the cabin and maintains the new control point.
the cabin until it intercepts the autoschedule
Landing mode When the controller receives sig-
when it change control point and follows the
nals from the weight on wheel switches at touch
autoschedule.
down, and aircraft altitude is less than 15000 ft,
If the actual takeoff altitude is greater than the the system is transferred to landing mode.
selected LGD ALT, the takeoff altitude will be
Without Mod. No. 1994 installed, the pneumatic
maintained until the autoschedule exceeds the
outflow valve will go to fully open position and the
takeoff altitude. As the aircraft climb and the
electropneumatic valve will modulate a cabin
autoschedule exceed the takeoff altitude, the
uprate of 500 ft/min.
controller switch will effect an uprate and follow
With Mod. No. 1994 installed, the pneumatic out-
the autoschedule.
flow valve will remain closed and the electro
If the system fails to switch to flight mode at lift-
pneumatic valve modulates a cabin uprate of 500
off, a backup feature in the pressurization con-
ft/min.
troller will transfer the system to flight mode
After 20 sec. a timer will give a control command
when aircraft altitude exceeds 15 000 ft. In addi-
driving the valve to fully open position, the 20
tion the controller will ensure that the differential
sec. cabin uprate is to eliminate any error in se-
pressure never exceeds 7.1 psi. At takeoff with
lected LDG ALT or barometric correction.
both BLD VALVES switched off both outflow
valves will be closed. When switching on the first
BLD VALVE the pressurization system goes di-
rectly into climb mode.
2.1
PAGE 5
Apr 01/15
Description
Manual operation Pressure indication

When the AUTO/MAN switch is set to MAN, system The pressure system has the following indications:
pressurization is manually controlled. Differential pressure.
A rotary knob on the pressure control panel is used Cabin altitude.
to set the pneumatic outflow valve in desired posi- Cabin altitude rate of change.
tion. Rotating the knob clockwise will increase and A cabin pressure warning will alert the crew if cabin
counterclockwise will decrease the cabin altitude. altitude exceeds 10 000 ft or if cabin differential
The electropneumatic outflow valve will remain pressure exceeds 7.5 psi. Any one of these situa-
closed. tions will activate the CABIN PRESS master warn-
ing.
2.1
PAGE 6
Apr 01/15
Description
(For R side, temperature signals

are received from sensors in
cockpit and duct.)
A12060
Fig. 1 Air conditioning pack schematic (Lside shown)
2.1
PAGE 7
Apr 01/15
Description
A12061
Fig. 2 Flow path through air conditioning pack
2.1
PAGE 8
Apr 01/15
Description
A26903
Fig. 3 Air conditioning distribution system schematic
2.1 S
This page is Applicable to aircraft without Mod no 1991 installed PAGE 9
Apr 01/15
Description
2.1 S
This page is Applicable to aircraft without Mod no 1991 installed PAGE 10
Apr 01/15
Description
A12063
Fig. 4 Cabin pressurization system schematic
2.1 S
This page is applicable to aircraft without Mod no 1994 installed PAGE 11
Apr 01/15
Description
2.1 S
This page is applicable to aircraft without Mod no 1994 installed PAGE 12
Apr 01/15
Description
A26864
Fig. 3 Air conditioning distribution system schematic
2.1 O
This page is applicable to aircraft with Mod no 1991 installed PAGE 9
Apr 01/15
Description
2.1 O
Apr 01/15
Description
BELOW
T/O PWR
A26863
Fig. 4 Cabin pressurization system schematic
2.1 O
Apr 01/15
Description
2.1 O
Apr 01/15
Description
3. CONTROLS AND INDICATORS
L/R DUCT OV TEMP light (amber).

A Comes on together with associated master cau-
tion for a:
ACP Compressor discharge overtemp.
Distribution duct overtemp.
Corresponding Bleed Valve will automatically
close.
CABIN TEMP indicator.

Displays cabin temperature in C.
Temperature control knob.

Used to set desired compartment temperature
A AIR CONDITIONING PANEL when system is in AUTO. Pos. 1 + 18C.
Pos. 8 = up to 29C.
TEMP IND switch.

Used to select either cabin or L duct tempera-
ture to be displayed on the temp indicator. The
switch is springloaded to L DUCT position.
L/R TEMP SELECT switch.

Used to select automatic or manual control of
temperature in the respective compartments.
AUTO Temperature automatically regu-
lated at level selected with temper-
ature selector knob.
HOT/COLD Springloaded positions where tem-
perature control valve moves in
desired direction. (Shall only be
used if the automatic temp. regula-
tion fails).
Neutral No temperature regulation.
L/R BLD AIR LEAK light (amber).
See AOM 1.16 Pneumatics.
L/R RECIRC light (amber).
Comes on should the recirculation fan fail.
L/R RECIRC switch. (Fan speed below 80% of normal speed).
Used to operate the respective systems recir- NOTE
culation fan. AIRCOND master caution will not come on to-
gether with this light.
A10723
Fig. 5 Air conditioning panel controls and indicators
2.1 S1
Applicable to aircraft without Mod. No. 3121 installed PAGE 13
Apr 01/15
Description
2.1 S1
Applicable to aircraft without Mod. No. 3121 installed PAGE 14
Apr 01/15
Description
L/R DUCT OV TEMP light (amber).

A Comes on together with associated master cau-
tion for a:
ACP Compressor discharge overtemp.
Distribution duct overtemp.
Corresponding Bleed Valve will automatically
close.
CABIN TEMP indicator.

Displays cabin temperature in C.
Temperature control knob.

Used to set desired compartment temperature
A AIR CONDITIONING PANEL when system is in AUTO. Pos. 1 + 18C.
AIR COND
Pos. 8 = up to 29C.
CABIN F DECK
L DUCT R DUCT
OV TEMP
30 40 50
OV TEMP TEMP IND switch.
20 C 60
10 70
Used to select either cabin or L duct tempera-
0 80 ture to be displayed on the temp indicator. The
4 5 4 5
3 6 TEMP 3 6 switch is springloaded to L DUCT position.
2 7 2 7
TEMP IND
1 8
L DUCT
1 8 L/R TEMP SELECT switch.
COLD HOT COLD HOT
Used to select automatic or manual control of
TEMP SELECT TEMP SELECT temperature in the respective compartments.
CABIN AUTO
AUTO
AUTO Temperature automatically regu-
lated at level selected with temper-
ature selector knob.
COLD HOT COLD HOT
RECIRC RECIRC
HOT/COLD Springloaded positions where tem-
ON ON perature control valve moves in
L RECIRC R RECIRC desired direction. (Shall only be
L BLD AIR R BLD AIR used if the automatic temp. regula-
LEAK LEAK
OFF OFF
tion fails. The temperature switches
are guarded in AUTO position to
prevent unnecessary use of the
L/R BLD AIR LEAK light (amber). manual mode.)
See AOM 1.16 Pneumatics. Neutral No temperature regulation.
L/R RECIRC switch. L/R RECIRC light (amber).

Used to operate the respective systems recir- Comes on should the recirculation fan fail.
culation fan. (Fan speed below 80% of normal speed).
NOTE
AIRCOND master caution will not come on to-
gether with this light.
A10723
Fig. 5 Air conditioning panel controls and indicators
2.1 S2
Applicable to aircraft with Mod. No. 3121 installed PAGE 13
Apr 01/15
Description
2.1 S2
Applicable to aircraft with Mod. No. 3121 installed PAGE 14
Apr 01/15
Description
A CABIN PRESSURIZATION INDICATION
A
DIFF PRESS indicator.
Displays cabin differential pressure. Shows 8.8
when LAMP TEST switch on test panel is held
in LWR position. A negative diff pressure is indi-
cated by

CABIN ALT indicator. CABIN RATE indicator.

Displays cabin altitude in feet. Displays cabin vertical speed in ft/min.
B EMERGENCY CONTROL PANEL
MOD 2204
(A/C 300UP)
PRESS DUMP switch.
Moves the electropneumatical outflow valve to
fully open position.
A10726
Fig. 6 Pressurization system controls and indicators
2.1
PAGE 15
Apr 01/15
Description
FAULT light (amber).

A Illuminates to advise of a system failure.
Cabin rate set knob. Illuminates for 3 seconds when system self
test is performed. If no fault is detected light
Used to set cabin vertical speeds from 50 to goes off.
2 500 fpm up, or from 50 to 1 500 fpm down.
Detent position corresponds to 500 fpm up or
300 fpm down.
LDG ALT. Baro indicator. A CABIN PRESSURE CONTROL PANEL

Displays values set by Altitude and Barometric
set knobs.
Altitude set knob.

Used to set airfield altitude.
Barometric set knob.

Used to set airfield barometric pressure in inch
Hg. As an option the BARO scale is available
in millibars.
MODE SELECTOR:
AUTO Pressure controller operates automatically
according to its own cabin pressure schedule.
MAN Cabin pressure is manually regulated by the
manual pressurization knob.
Manual pressurization knob.

Used to operate the pneumatic outflow valve in
MAN mode.
A12074
Fig. 7 Pressurization system controls and indicators
2.1
PAGE 16
Apr 01/15
Description
B A B B PILOT FOOTWARMER PANELS

MOD NO 1345
LH SIDE
FOOTWARMER
TEMP
HIGH
LOW
OFF
A TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R
OVV
GDN
ENG OVSP AIR DATA EMER PWR L AHRS R Heater switch. Air flow Regulator.
A
Three position Controls the amount
Heater control of air directed to the
switch. fwd part of the cockpit
L R 1 EFIS 2 RUD LIM CAB PRESS floor.
B
RH SIDE
CAB PRESS test switch.

When activated on ground the pressurization
FOOTWARMER
system transfers to flight mode.
TEMP
HIGH
LOW
OFF
A26865
Fig. 8 Air conditioning and pressurization controls and indicators
2.1
PAGE 17
Apr 01/15
Description
A CENTRAL WARNING PANEL
A B C D
1 L ENG
FIRE
AVIONIC
SMOKE
LAV
SMOKE
R ENG
FIRE
1 CABIN PRESS light (red).
2
L ENG CARGO CABIN R ENG
2 Comes on if cabin altitude climbs above 10 000
OIL PRESS SMOKE PRESS OIL PRESS
L TAIL P PROP R TAILP
ft or if differential pressure exceeds 7.5 psi.
3 3
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
5 AUTO PITCH RUDDER 5
COARSEN TRIM LIMIT
L FIRE R FIRE
AIRCOND light (amber).
6 FUEL ELEC 6
DET FAIL DET FAIL
Comes on when any caution light except L/R
7 ICE 7
PROT ENGINE FLAPS AIRCOND RECIRC on the air conditioning panel illumi-
8 PARK HYDR EMER LTS OXYGEN 8 nates.
BRK ON UN ARMED
9 ASKID AVIONICS DOORS 9

AVIONICS
INOP VET
10 L STALL GUST PUSHER R STALL 10

FAIL LOCK SYSTEM FAIL AVIONICS VENT light (amber).
Comes on to indicate a vent fan fault condition
in the avionics compartment.
A10778
Fig. 9 Air conditioning and pressurization controls and indicators
2.1
PAGE 18
Apr 01/15
Description
A A
Heater element location
A COCKPIT FLOOR HEATERS MOD NO 2293
Heater switch.
Two position heater element ONOFF
switch.
A10800
Fig. 10 Air conditioning and pressurization cockpit floor heaters
2.1
PAGE 19
Apr 01/15
Description
A
B
B
CARGO
HEATER
ON
A AIR CONDITIONING PANEL
OFF
CARGO HEATER ON/OFF switch

Used to control the optional cargo heater.
TEMP IND switch

Used to select either CABIN, CARGO or
L DUCT temperature to be displayed on
the temp indicator. The switch is spring
loaded to CARGO position.
A15971
Fig. 11 Optional cargo heater controls and indicators
2.1
PAGE 20
Apr 01/15
Description
A15969
Fig. 12 Optional cargo heater installation
2.1
PAGE 21
Apr 01/15
Description
4. ELECTRICAL POWER SUPPLY
Air conditioning
Cockpit temperature control . . . . . . . . . . . . . . . . L MAIN BUS H15 F DECK TEMP
Cabin temperature control ............... R MAIN BUS P14 CABIN TEMP
Cockpit recirculation control . . . . . . . . . . . . . . . . R MAIN BUS No CB in cockpit

Cockpit recirculation . . . . . . . . . . . . . . . . . . . . . . R GEN BUS P15 F DECK RECIRC
Cockpit recirculation control . . . . . . . . . . . . . . . . L MAIN BUS No CB in cockpit

Cockpit recirculation . . . . . . . . . . . . . . . . . . . . . . L GEN BUS H17 CABIN RECIRC
Overheat detection . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS H20 RECIRC OVHT

Cabin temperature indication . . . . . . . . . . . . . . . L ESS BUS H14 CABIN TEMP IND
Avionic rack fan control . . . . . . . . . . . . . . . . . . . L MAIN BUS G10 VENT AVION FAN CONTROL
Avionic rack fan power . . . . . . . . . . . . . . . . . . . . L MAIN BUS G11 VENT AVION PWR
Cockpit Floor Heaters (Mod No 2293) . . . . . . . UTILITY BUS No CB in cockpit

Cargo heater fan (Mod No 2787) . . . . . . . . . . . UTILITY BUS M15 CARGO HEATER
Pressurization
Cabin pressurization control . . . . . . . . . . . . . . . L BAT BUS G7 CAB PR CTL & EM DUMP
Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M7 CABIN PRESS IND
Ground mode valve opening . . . . . . . . . . . . . . . R BAT BUS M6 CABIN PRESS AUTO DUMP
Emergency dumping . . . . . . . . . . . . . . . . . . . . . . L BAT BUS G7 CAB PR CTL & EM DUMP
2.1
PAGE 22
Apr 01/15
Operation
1. LIMITATIONS
Unit Min Norm Max
1.1 OPERATING LIMITS

Cabin differential pressure
In flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 7.1 7.5
Positive safety relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 7.6
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 0.2
Negative diff pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 0.5
CABIN PRESS warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 7.5
Cabin altitude CABIN PRESS warning . . . . . . . . . . . . . . . . . ft 10 000
1.2 SYSTEM LIMITS

Air conditioning
Compartment temperature (AUTO mode) . . . . . . . . . . . . . . C 18 29
Pressurization
Cabin vertical speed
Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fpm 50 500 2500
(detent)
Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fpm 50 300 1500
Cabin pressure auto schedule (see below)
CABIN PRESSURE AUTO SCHEDULE
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
5 10 15 20 25 30
PRESSURE ALTITUDE 1000 FT
2.2
PAGE 1
Dec 01/16
Operation
2. NORMAL OPERATION
2.1 CARGO COMPARTMENT TEMPERATURE V.S. FLYING TIME, FL AND OAT

Cargo compartment temperature varies with OAT at the departure airport, cruising level OAT, FL and
duration of flight. In general, as can be seen in below graphs there is a slight temperature increase in the
cargo compartment
How to use the charts
1. Establish a REFERENCE TEMPERATURE: when OAT at departure airport and at cruising level deviates
from ISA, use the lowest temperature (variation from ISA) as REFERENCE TEMPERATURE.
2. Follow the line for the REFERENCE TEMPERATURE until intersect with the FLYING TIME and find the
CARGO COMPARTMENT TEMPERATURE.
Example: Departure Airport OAT . . . . . . . . . . +15 C (ISA)
Cruising Level . . . . . . . . . . . . . . . . . FL 200
Cruising Level OAT . . . . . . . . . . . . . 30 C (ISA 5 C)
Flying time . . . . . . . . . . . . . . . . . . . . 1 hr 5 min.
Since ISA 5 C (30 C) at cruising level is colder than ISA (+15 C) temperature at the departure airport,
the ISA 5 C shall be used as REFERENCE TEMPERATURE to establish cargo compartment tempera-
ture.
Answer: Lowest cargo compartment temperature will be about +1 C.
CARGO
FL 100 COMPARTMENT
TEMPERATURE
( C )
REFERENCE TEMPERATURE = ISA +20
REFERENCE TEMPERATURE = ISA 10C
+10
0
REFERENCE TEMPERATURE = ISA 15 C
10
20 40 60 80 100 120
A10251 FLYING TIMEMINUTES
(Contd)
2.2
PAGE 2
Dec 01/16
Operation
(Contd)
CARGO
COMPART-
FL 150 MENT
TEMPERATURE
( C )
+20
REFERENCE TEMPERATURE = ISA
+10
10
20 40 60 80 100 120
FLYING TIMEMINUTES
CARGO
COMPARTMENT
TEMPERATURE
FL 200 ( C )
+20
REFERENCE = ISA
REFERENCE TEMPERATURE = ISA5C

+10
Ex
0
Ex
10
20 40 60 80 100 120
(Contd)
2.2
PAGE 3
Dec 01/16
Operation
(Contd)
CARGO
COMPARTMENT
TEMPERATURE
FL 250 ( C )
+20
REFERENCE TEMP.= ISA +5 C
REFERENCE TEMP. = ISA
REFERENCE TEMP. = ISA 5 C
REFERENCE TEMP. = ISA 10 C +10
REFERENCE TEMP. = ISA 15 C
10
20 40 60 80 100 120
CONDITIONS NORMAL PROCEDURES
2.2 AIR CONDI- This procedure assumes that the pneumatic system is checked and set accord-
TIONING ing to AOM 16.2 PNEUMATICS.
NORMAL
OPERATION
(AUTO MODE)
NOTE
Running a recirculation fan creates heat around the fan itself.
If a recirc fan is running (on ground) without the corresponding ACM more than
approx. 10 minutes (depending on OAT) a thermo switch will turn off the fan for a
considerable time until the temperature has decreased and the thermo switch au-
tomatically resets.
Preflight
1. TEMP SELECT switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Check both TEMP SELECT switches in AUTO.

(Contd)
2.2
PAGE 4
Dec 01/16
Operation
(Contd)
2. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . SET AS
DESIRED
After engine start
3. Air conditioning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Check all caution lights to be off.

4. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
In flight
5. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
Check CABIN TEMP indicator regularly and adjust temperature as required

with temperature control knob.
Parking
6. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH OFF
2.3 CABIN COOL This procedure describes the most efficient way to pull down the temperature to
DOWN a comfortable level in a heat soaked parked aircraft. The procedure will also
PROCEDURE minimize the amount of moisture and condensation experienced in the air dis-
tribution ducting during temperature pulldown in hot and humid conditions.
The procedure assumes right engine running with propeller brake applied.
With HP bleed extracted from the engine, ITT will be high and in some cases
limiting. If ITT is limiting, engine temperature will decrease when closing the X
VALVE.
Before embarking passenger
With propeller brake applied and PL set:
1. Entrance door and cockpit hatches . . . . . . . . . . . . . . . . CLOSED
2. TEMP SELECT switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
3. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . COLD
Set the knobs to max COLD, index 1.

4. R BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
5. R HP VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
6. L BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
7. X VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(Contd)
2.2
PAGE 5
Dec 01/16
Operation
(Contd)
8. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
9. Reset power and operate the propeller brake in accordance
with AOM 17.2.
10. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
when the temperature has stabilized adjust the control knobs to maintain a
temperature of 5 to 7 C below actual OAT. At 5 to 7 C lower temperature
gives the optimum comfort feeling. A lower temperature may cause a tem-
perature discomfort when entering the aircraft.
When embarking passenger
Keep the cockpit door closed while the entrance door is open to minimize
moisture and condensation in cockpit.
11. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
With passengers onboard and entrance door closed
12. Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . COLD
Set the knobs to max COLD, index 1.

13. RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
14. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
15. Resume normal operation.
16. End of procedure.
2.4 AIR One or both air conditioning packs can be operated manually if respective sides
CONDITIONING AUTO mode fails.
MANUAL
OPERATION
CAUTION
Extreme care must be taken not to obtain a temperature below freezing in the dis-
tribution ducting.
1. RECIRC fan for desired system . . . . . . . . . . . . . . . . . . . ON

2. TEMP SELECT switch for desired system . . . . . . . . . . HOT
Hold the switch in HOT position for 8 sec., to achieve a reference position.
(Dual control valve in hot end position).
(Contd)
2.2
PAGE 6
Dec 01/16
Operation
(Contd)
3. TEMP SELECT switch for desired system . . . . . . . . . . COLD
Hold the switch in COLD position for 3 sec., thereby setting the valve in
middle position. (Normal travelling time between valve max COLD and max
HOT is 6 sec.)
Allow the system to stabilize for approximately 5 min.
4. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
Check CABIN TEMP indicator regularly and adjust temperature as required

by momentarily setting the TEMP SELECT switch in either HOT or COLD
position.
2.5 PRESSURIZA- Preflight

TION CONTROL
SYSTEM 1. Cabin pressurization control . . . . . . . . . . . . . . . . . . . . . . CHKD
NORMAL
Check:
OPERATION
Mode switch in AUTO;
Manual pressurization knob at index, i.e. closed;
Cabin rate set knob at index;
Altitude set knob at departure airfield elevation;
Barometric set knob at QNH.
2. PRESS DUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
and
GUARDED
After engine start
3. Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . CHKD
Check FAULT light to be off.

Check differential pressure to indicate max 0.3 psi.
Climb
4. Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . CHKD
Check cabin pressure and rate of climb to be normal.

Descent
(Contd)
2.2
PAGE 7
Dec 01/16
Operation
(Contd)
5. Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . SET
Set barometric knob to actual QNH for landing airfield.

Set altitude knob to airfield elevation.
Check cabin pressure and rate of descent to be normal.
After landing
6. Cabin differential pressure . . . . . . . . . . . . . . . . . . . . . . . CHECK MAX
0.3 PSI
2.6 PRESSURIZA- In manual operation pressurization is regulated by the pneumatic outflow valve
TION while the normal electropneumatical outflow valve is closed.
SYSTEM
MANUAL 1. Mode selector switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
OPERATION
This will disconnect the automatic pressure control system.
2. Manual control knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
The system will respond slowly therefore wait between adjustments.

Rotating the manual control knob clockwise increases cabin altitude.
Rotating the manual control knob counterclockwise decreases cabin alti-
tude.
3. CABIN ALT/DIFF PRESS indicators . . . . . . . . . . . . . . . MONITOR
Monitor closely to maintain pressurization at required level. Use the Auto

schedule, 2.2 page 1, as reference.
For Abnormal Operation, also see section 23, ABNORMAL

PROCEDURES and 24, EMERGENCY PROCEDURES.
2.2
PAGE 8
Dec 01/16
Aircraft Operations Manual AUTOFLIGHT
CONTENTS
Autoflight, CAT I (STANDARD)
3.0 Highlights
3.1 Description
3.2 Operation
Autoflight, CAT II (OPTION)
3.0 Highlights
3.1 Description
3.2 Operation
3 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT
3 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT I
Highlights
0. MODIFICATION STANDARD
The system in this chapter assumes a certain modi-

fication standard of the aircraft. If a modification is
not installed, the following applies as a complement
to what is stated in this chapter.
DESCRIPTION / OPERATION
0.1 Flight Director comparator caution
Without Mod. 1989 embodied:

Mod. 1989; EFIS update.
The Flight Director comparator caution is not
available and will not come on if any comparator
error detected.
3.0 S
PAGE 1
Apr 01/15
Highlights
3.0 S
PAGE 2
Apr 01/15
Description
1. GENERAL Autopilot with yaw damper, AP/YD

The AP function controls the aircraft in pitch and roll
1.1 Flight Guidance & Autopilot System
maneuvering axes on commands from the FD. The
(FGAS)
YD function is a part of the AP rudder steer channel
The FGAS consists of a Flight Control Computer and provides directional stability. Appropriate con-
(FCC) including the Flight Director/Autopilot (FD/ trol surfaces are actuated by the AP to control the
AP) elevator and rudder autotrim functions and the aircraft for the selected FD lateral and vertical mode
Yaw Damper (YD) which provides directional stabil- of operation. The MSP contains pushbuttons for
ity augmentation. The Yaw Damper and the rudder manual selection of desired FD modes of operation.
autotrim will together provide zero ball function. The FD modes will if the AP is engaged automati-
The FCC is also provided with a selfmonitoring cally control aircraft pitch and roll attitude for the
function for maintenance and troubleshooting. following maneuvers: fly to and maintain a prese-
lected rate of climb or descent; maintain an existing
The FCC interfaces with various aircraft systems,
altitude; descend or climb to and maintain a prese-
such as the Air Data System (ADS), Attitude and
lected altitude; fly to and maintain an existing head-
Heading Reference System (AHRS), NAV radios,
ing; fly to, capture and track a selected VOR or
Electronic Flight Instrument System (EFIS), Altitude
localizer course; capture and track a glideslope.
Preselect/Alert System (APA). The FCC functions
are controlled by the Mode Select Panel (MSP) Au- FD modes
topilot Panel (APP) and by the AP disengage but- Captured (active) modes are annunciated on the
tons, VERT SYNC buttons and the GA buttons. EADIs in green text. Armed (selected) modes are
The Flight Control Computer (FCC) provides steer- annunciated on the EADIs in white text. In the fol-
ing command signals for control of the flight path lowing mode descriptions ARM and CAP are
during all normal phases of flight. The FCC signals used to indicate armed or captured phase of the
are fed to the FD command bars/symbols on the described mode. When a mode is changed, the
Electronic Attitude Director Indicator (EADI) and to new mode annunciation blinks for 5 secs.
the control surfaces servo actuators. The FCC For details on annunciations see Fig. 5 and AOM
starts operation in Heading (HDG) and Vertical 15/1.1, NAVIGATION EFIS.
Speed (VS) modes 10 seconds after AHRS flags
have disappeared. AP/YD can be engaged after The following modes and functions are available:
another 30 seconds which is the time of FCC inter- Vertical modes
nal test sequence. VS (basic mode)
1.2 FD/AP IAS

CLIMB
Flight director, FD
ALT
The FD function provides visual guidance com- ALTS
mands to fly the aircraft manually or to visually
VNAV (if installed)
monitor the AP response to the guidance com-
PTCH (Reversionary Mode; not manually se-
mands. The guidance commands (pitch and roll
lectable)
indication) are selected with the FD operating mode
pushbuttons on the MSP. Pitch and roll guidance VERT SYNC (a synchronization function se-
cues as well as mode information from the FD are lectable on the control wheel).
displayed on the EADIs. The FD command bars on Lateral modes
the EADIs direct the pilot to turn, climb or descend. HDG (basic mode)
NAV
3.1 S
PAGE 1
Jun 30/15
Description
Combined modes by selecting GA (L/R Power lever button).

APPR by operating the pitch trim switches.
GA (FD mode only; selectable on the power (AP disengage only.)
levers). The Stall warning computers will automatically dis-
Diagnostic mode engage the AP/YD if a stall situation should occur.
The AP/YD will also disengage automatically when
(Maintenance fault isolation in FGAS; selectable
the monitoring function detects certain failures.
only on ground.)
When the autopilot becomes disengaged, the aural
1.3 FD/AP and Yaw Damper engagement/ warning cavalry charge comes on. The warning
disconnect, autotrim system and can be reset by pushing the AP disconnect button
Command Cutout and with the GA button.
The FD/AP and Yaw Damper may be engaged in Command Cutout

the normal flight envelope with certain limitation as The autopilot will not disconnect at extreme atti-
stated in AOM 3.2. tudes. There is however a feature in the autopilot
The AP can be engaged either to the FD on left known as Command Cutout, which means that at
EADI or to the FD on right EADI by pushing the AP extreme pitch rates/normal accelerations and/or roll
XFR (Auto pilot transfer) button on the APP. An ar- rates/bank angles, the autopilot will cease to give
row beside the AP engaged annunciation on the steering commands. Once the aircraft is back to
EADIs will show which FD gives steering com- normal attitudes ( below the command cutout trig-
mands. gering levels) the autopilot will resume to give steer-
ing commands. The triggering levels for command
The FD display on the EADI can be activated/deac- cutout are:
tivated by consecutive pushes of the FD button on
Pitch rate greater than 5/sec or normal accelera-
the Display Control Panel (DCP) except for in
tion greater than 0.6 G beyond 1.0 G.
APPR mode where the FD bar always is displayed.
The pitch cutout is canceled when the pitch rate
The AP/YD engage levers on the Autopilot Panel is less than 5/sec and normal acceleration less
(APP) allow independent yaw damper engagement. than 0.2 G beyond 1.0 G.
When engaging the autopilot, however, the yaw Roll rate greater than 21/sec or bank angle
damper will also be engaged as well as the elevator greater than 45.
and rudder autotrim systems. Rudder autotrim is The roll cutout is canceled when the roll rate is
available also when only YD is engaged. The auto- less than 5/sec and bank angle less than 45.
trims are continuously retrimming the aircraft de-
Command cutouts will not disconnect the autopilot.
pending on the flight conditions in order to minimize
the torque applied on the autopilot servos and to 1.4 Mode description
keep the control forces at zero. Difficulties to trim
out the control forces are indicated on the EADIs VERTICAL MODES
by the RUD, AIL or EL annunciators. VS, Vertical Speed Mode
There is also an AUTO TRIM warning light on the The FCC gives pitch attitude commands to main-
Central Warning Panel, which will come on if the AP tain the vertical speed existing at time of mode
auto trim or YD auto trim system should fail. engagement or if already in VS mode at time of
pressing and releasing the VERT SYNC button
The AP/YD can be disengaged
on the control wheel. A new vertical speed refer-
by pushing the AP disconnect button on the con- ence can be selected by the pitch knob on the
trol wheel. A second push will reset the aural APP in steps of 50 ft.
warning.
Basic mode at power on. Selectable by VS
by moving the AP/YD levers to DISENGAGED mode button. FCC reverts automatically to VS
position.
3.1 S
PAGE 2
Jun 30/15
Description
if the pitch knob is moved out of its detent ex- Selectable by ALT mode button.
cept in GS CAP or ALTS mode. Selection of ALT clears any previously selected
Selection of/Reversion to VS clears any pre- vertical mode except ALTS and GS CAP.
viously selected vertical mode except GS CAP The altitude is held regardless of barometer set-
and ALTS. tings.
IAS, Indicated Airspeed mode ALTS
The FCC gives pitch attitude commands to main- When approaching the altitude selected on the
tain the IAS existing at time of mode engagement APA the FCC will command an asymptotic cap-
or if already in IAS at time of pressing and ture profile and holding of the selected altitude.
releasing the VERT SYNC button. The capture point is variable and is a function of
Mode selectable by pushing the IAS mode button aircraft vertical speed.
on the MSP. Selection of IAS clears any pre- The ALTS submode is always armed for capture
viously selected vertical mode except ALTS and of the altitude selected on the APA. Once en-
GS CAP. gaged, the ALTS clears any other vertical mode
CLIMB mode except GS CAP. Furthermore, it is not possible
to select any other vertical mode except GA until
The FCC computes and updates a climb IAS dis-
a new altitude is selected on the APA; GS CAP
played on the EADI. The computed IAS is a func-
will automatically cancel ALTS. A Flight advisory
tion of altitude at medium aircraft weight.
IAS for Long Range cruise will be displayed on
There are three climb mode settings (Rate of
the EADI when ALTS mode is in track. The com-
Climb, RoC) to be used for the computation of
puted IAS is a function of altitude at medium air-
IAS. They are selectable by cycling the CLIMB
craft weight.
mode push button on MSP. The desired climb
For visual and aural altitude alert signals, see
setting annunciated on EFIS, H, M and L
AOM 12/1.1, AIR DATA SYSTEM.
respectively, is related to their effect on IAS
(High, Medium and Low IAS). The altitude selected on the APA will follow the
barometer settings made on the left altimeter.
One push gives a rather low, RoC (H), two
pushes a medium RoC (M) and three pushes VNAV, Vertical Navigation Mode (If installed)
give the best RoC (L). This is the sequence The VNAV mode works in conjunction with the
when climb mode is selected the first time after VNI (Vertical Navigation Indicator) if installed.
power up. The last selected climb setting will Selectable if a VNAV path has been defined on
reappear when climb mode is reselected after a the VNI and it is less than three minutes to the
vertical mode change. determined descend/climb point.
Selection of CLIMB mode clears any previously Mode is armed by pushing the VNAV button on
selected vertical mode except GS CAP and the MSP and the letters VNAV will be indicated
ALTS. on the EADI.
ALT The FCC will continue in the existing vertical
FCC holds the altitude existing at time of mode mode until capture conditions have been met,
engagement or if already in ALT at time of then automatically capture and track a VNAV
pressing and releasing the VERT SYNC button. path as defined on the VNI.
A Flight advisory IAS for Long Range Cruise will At capture VNAV clears any previously selected
be displayed on the EADI when ALT mode is in vertical mode except ALTS.
track. Vertical command data provided by the VNI are
The computed IAS is a function of altitude at me- displayed on the EHSI by the vertical deviation
dium aircraft weight.
3.1 S
PAGE 3
Jun 30/15
Description
pointer. When in VNAV mode the letters VNV will LATERAL MODES
be indicated above the deviation scale.
HDG, Heading mode
NOTE The FCC gives commands to turn to and hold the
heading indicated by the heading bug on the
The deviation scale can also display GS (Glide
EHSI. Turn is in the direction of shortest arc. The
Slope).
heading bug can be manually moved either by
If a failure to the VNAV system occurs the verti- the HDG knob on the Course Heading Panel
cal deviation pointer will be replaced by the let- (CHP) or by the TURN knob on the APP. The
ters VNV boxed and in red. The indication will bug will automatically synchronize to existing
flash for 10 seconds and then become steady. heading when the system is powered up.
Basic mode at power on. Selectable by HDG
PTCH, Pitch hold mode
mode button.
FCC commands holding of the pitch attitude exist- Selection of HDG mode clears any previously
ing at time of engagement. selected lateral mode. Heading can be preset
PTCH is not manually selectable but a reversionary before selecting HDG mode.
mode which is engaged when: NAV, Navigation system mode
a. VERT SYNC button pressed and released while i The FCC commands capture and tracking of the
n GA mode. course defined by the active navigational data
b. VS button pressed and released while in VS displayed on the EFIS (VOR, LOC, BC or RNAV
mode with invalid data required for VS mode (i.e. if installed).
FD flag is present on display).
NOTE
VERT SYNC, Vertical Synchronization
Applicable to FCC 85/86210:
If for any reason the aircraft is allowed to deviate
from the FCC commands in certain vertical modes, The capture and tracking gain in NAVmode is
normally only when flying manually (VS, IAS, ALT, dependant on the distance to the VORstation.
GA) the respective reference data can be synchro- In the new Flight Control Computer software
nized to the existing flight condition by the VERT FCC 85/86210 DMEdata is used in the con-
SYNC button on the control wheel. The synchro- trol law such that the gain will be based on the
nization occurs at the time of pressing and be- distance, leading to improved performance.
comes activated when releasing the VERT SYNC However, if no DMEdata is available (e.g. when
button. VOR2 is used as NAVsource) the gain will be
The reference data is changed in the respective based on a default value equal to a far distance
mode as follows: from the VOR. This will lead to overshoots at
short distances during capture and tracking.
a. if in VS mode, the FCC reference data changes
to existing vertical speed.
The capture point depends on intercept angle and
b. if in IAS mode, the FCC reference data changes closure rate.
to existing IAS.
GS is inhibited in NAV mode.
c. if in ALT mode, the FCC reference data changes
Mode is armed by pushing the NAV mode button.
to existing ALT.
FCC automatically reverts to HDG and desired
d. if in GA mode, the FCC reference data changes
intercept heading can be selected on the heading
to existing attitude. The vertical mode display on
bug.
EADI simultaneously changes from GA to PTCH.
Mode is engaged at the capture point and NAV
It is only the reference data that is changed. The CAP is displayed on EADI.
respective mode function is retained. Pitch trim is NAV mode is retained if changing NAV data
not affected. AP will remain engaged. source.
3.1 S
PAGE 4
Jun 30/15
Description
NAV mode is cleared by selecting HDG or APPR. Vertical profile has to be flown by pilot inputs.
1/2 BANK, Half bank mode (If installed) c. VOR: Operation is similar to NAV except tighter
gains, VOR CAP or ARM are displayed.
The Half bank mode is a submode to HDG and
NAV. It reduces the bank limit from 27 to 13.5 Vertical profile has to be flown by pilot inputs.
in these modes. GA, GoAround mode
Mode is selectable by pushing the 1/2 BANK but- The FCC commands existing heading hold and a
ton, and indicated on the MSP only; it has no fixed pitch up attitude (6,4) on the FD.
mode annunciator on the EADI. Mode is turned
off by a second push on the button. NOTE
The mode is suppressed at APPR LOC/VOR If the aircraft is in altitude preselect or track cap-
capture. ture (ALTS CAP and ALTS TRACK), these
COMBINED MODES modes might be immediately recaptured and the
resulting FD command will not indicate a climb.
APPR, Approach mode
The FCC functions in principle as in NAV mode Mode can be selected at any time by pressing
but commands are also given for vertical capture/ either GA button in the power levers. GA is dis-
tracking if an ILS GS is available. Radio altimeter played on the lateral and vertical mode annunci-
information is used to gainprogram the radio sig- ations on EADI. Since GA is a FD mode only, the
nals for increased precision during the approach. AP and YD will disengage.
Mode is armed by pushing the APPR button. Selection of GA clears any previously selected
FCC automatically reverts to HDG and desired lateral and vertical mode (ALTS CAP and ALTS
intercept heading can be selected on the heading TRACK might however be immediately recap-
bug. tured if these modes were captured when GA
Mode is engaged at the respective capture point was selected).
and the LOC/VOR CAP and GS CAP informa- At reengagement of the AP, the FCC remains in
tion are displayed on EADI. GA mode in the lateral axis while the vertical
FD display can not be removed by pushing FD mode will become VS.
buttons on DCP. The heading bug will not be synchronized at GA
The following types of approaches are possible: selection, but the existing heading at GA initiation
a. ILS: localizer capture is indicated by EADI lateral will be maintained until another lateral mode is se-
mode annunciation changes to LOC CAP, GS lected.
ARM is displayed for the vertical axis. GS shall
be captured from below the beam. MAINTENANCE
In GS CAP a new vertical mode can only be Diagnostic mode
selected after a new lateral mode has been Provides a multiple line display on EFIS to assist
selected (other than APPR). in failure analysis.
b. BC, Back Course: The Back Course is automati- Report mode is the one of the three available
cally corrected for by EFIS and annunciated by a basic submodes that is to be notified here.
yellow B/C replacing the GS CAP indication on Available on ground only with AP and YD disen-
the EADI/EHSI. gaged but before power shutdown.
With the CRS selector set for the normal
Localizer inbound course the LOC symbols on
the EADI/EHSI are not reversed when flying:
Inbound on the Back course.
Outbound on the Localizer inbound course.
BC approach operates like LOC, except for
slightly different gains.
3.1 S
PAGE 5
Jun 30/15
Description
2. MAIN COMPONENTS AND SUBSYSTEMS 2.6 Vertical Navigation Indicator (VNI)

(if installed)
2.1 Flight Control Computer (FCC)
The Vertical Navigation Indicator/computer (VNI)
The FD/AP computer is the heart of the flight con- serves as a vertical speed indicator. In addition it
trol system. The signals received from various other computes data for vertical navigation to be used by
systems are converted into command signals ac- the FCC.
cording to the selected mode of operation.
The VNI can also be used in conjunction with the
Command signals are fed to the FD command bars Altitude Preselector for automatic capture of selec-
for display of pitch and roll steering. With the AP ted altitude.
engaged, identical signals are transformed for actu-
ation of the rudder, aileron and elevator servo and
also the elevator and rudder trim system. See
Fig. 1. FGAS system schematic.
2.2 Mode Select Panel (MSP)
Located on the glareshield panel. Contains push

buttons for selection of FD lateral and vertical
modes. All buttons except 1/2 BANK mode have
only onfunction, i.e a mode can only be deselected
by selection of another mode. Half bank mode (if
installed) button has an on/off function.
2.3 Autopilot Panel (APP)
Located on the pedestal. Contains engage/disen-

gage levers for AP and YD and controls for heading
and vertical speed changes.
2.4 NAV source selection
There are two navigation source selection push but-

tons with built in indicators (NAV S.L. and NAV
S.R.) on the glareshield panel. The push buttons
are used to couple left or right navigation source as
input to the FD/AP.
2.5 Altitude Preselector Alerter (APA)
The altitude preselect mode causes the system to

capture the altitude selected on the preselector/
alerter. Any other vertical mode may be used prior
to altitude capture.
At capture, other vertical modes are cleared and
command signals are generated to level off the air-
craft at the selected altitude. For the altitude alert
function, see AOM 12/1.1, AIR DATA SYSTEM.
3.1 S
PAGE 6
Jun 30/15
Description
NAV S NAV S
L R AP control panel
Altitude preselect/
alert panel
ALT
SEL
FD/AP mode
select panel
EFIS 1 & 2 Nav data
AP disconnect button
Vert sync button
DME VNI (if Vert
NO 1 installed) Nav
Radio altim data
FD/AP
flight control
computer
(FCC)
(Including yaw
Air data
ADS damper) (YD)
Control wheels
(Right CW shown)
GA buttons in power levers
AHRS 1 & 2 ATT/HDG data
Rudder servo Pitch trim system
Aileron servo FD command and engagement

signals to EFIS
Elevator servo FD/AP mode annunciation

and diagnostic to EFIS
Elevator autotrim
Rudder autotrim
A13574
Fig. 1 FGAS system schematics
3.1 S
PAGE 7
Jun 30/15
Description
A A NAV SOURCE SELECTORS
NAV S NAV S
L R
NAV SOURCE SELECTOR Pushbuttons (green).

The NAV S Left respective Right pushbuttons are
used to couple left or right navigation source to the
FD/AP.
B HDG bug on EHSI will synchronize to existing head-
ing if pushed in NAV mode and captured on VOR or
B AP CONTROL PANEL LOC.
TURN ENGAGED YD/AP engage levers.

DN YD AP
The YD and AP engage levers are spring
loaded to DISENGAGED position. Moving
levers to ENGAGE position engages Yaw
Damper and Autopilot after a selftest period
UP
of one (1) sec. YD may be engaged sepa-
DISENGAGED rately. Moving AP lever to ENGAGED will
engage both YD and AP.
TURN knob/pitch wheel.

TURN knob.
The rate type TURN knob is spring loaded to return to a center detent position. The knob is used to manually
apply heading commands to FD/AP.
Moving TURN knob out of detent slews the HDG bug at a rate proportional to amount of knob displacement.
PITCH wheel.
Pitch wheel is spring loaded to return to a center detent position. The wheel is used to manually apply verti-
cal speed commands to FD/AP in steps of 50 ft.
Moving pitch wheel from detent resets vertical mode to VS (except in GS CAP and ALTS mode) and then
slews vertical speed reference at rate proportional to the amount of wheel displacement.
A13577
Fig. 2 FGAS controls and indicators
3.1 S
PAGE 8
Jun 30/15
Description
Mode select panel.

Mode select buttons are integrally lighted, mo-
mentary pushon buttons. Indicators in mode
buttons illuminate to annunciate mode selected.
Active as well as preselected/armed modes are
annunciated on EADI.
A B In addition to modes selected on MSP, GA push
buttons in the power levers provide GA mode.
For description of the various modes, see 1.4.
Mode description.
A MODE SELECT PANEL (MSP)

Mode indicator
HDG 1/2 NAV APPR
BANK Lateral modes
VS IAS CLIMB V NAV ALT Vertical modes
Vertical navigation (Optional)

Half bank mode (Optional)
B CENTRAL WARNING PANEL (CWP)

L ENG AVIONIC LAV R ENG
FIRE SMOKE SMOKE FIRE
L TAIL P PROP R TAIL P
HOT BRAKE HOT
AUTO CONFIG
TRIM
AUTO PITCH RUDDER
COARSEN TRIM LIMIT
AUTO TRIM warning light.
Comes on if the autopilot should detect a
failure in the AP auto trim or YD auto trim
systems.
A13581
Fig. 3 MSP and AUTO TRIM warning light controls and indicators
3.1 S
PAGE 9
Jun 30/15
Description
3.1 S
PAGE 10
Jun 30/15
Description
DISTANCE display and annunciators.

Indicates distance from aircraft to path capture
when TO TRK annunciates NM and to aimpoint
when TO ALT annunciates NM.
A VERTICAL NAVIGATION INDICATOR

SETUP display and annunciators. (VNI) (IF INSTALLED) Vertical Speed Required (VSR) display.
A
Used together with the function switch and SET/PUSH SEL Shows the computed VSR to reach the aim-
knob to set up aimpoint point. The display goes blank if the computed
parameters. VSR is greater than 30 000 FPM or if the VNI
does not receive distance information.
Offset annunciator. SETUP DISTANCE PUSH TST knob.

Indicates that the aimpoint is BEFORE or AFTER the DME/ NM FT FT DEG NM NM
Slews the VS bug when rotated and initiates
OFFSET STA.EL. ALT ANG TO TRK TO ALT
VORTAC station. VNI self test when pushed.
BEFORE ANG ARM TEST
2 VS pointer goes to 6000 FPM up.
1 VS flag (red) appears.
Arm annunciator.
Annunciates VS ARM when the PUSH TEST knob is used to 4 VS bug goes 6000 FPM down.
.5 OFFSET annunciator sequences from black
set up the Vertical Speed Required (VRSO) to the aimpoint.
to BEFORE to black to AFTER to black.
VSR
Annunciates ANG ARM when the function switch and the SET/ ARM annunciator sequences from black to
PUSH SEL knob is used to set the path angle to the aimpoint. 0 6 ANG ARM to black to VS ARM to black.
1000 FPM
DN VS
SETUP and DISTANCE annunciators
sequentially show:
.5 4
SET/PUSH SEL knob. ANNUNCIATOR UNITS
1 2
Selects different SETUP parameters.
OFFSET NM
STA. EL FT
ALT FT
Function switch. ANG DEG
USE Momentary selection activates second aimpoint TO TRK NM
parameters. TO ALT NM
PRE Used to preset a second aimpoint. Vertical Speed (VS) bug.
ACT Used to set up the first aimpoint. Indicates selected VS when the AP FD is in SETUP display indicates 888.8.8.
the VS mode, and initial VS selected with the DISTANCE display indicates 18.8.
DIR Momentary selection initiates a direct to aimpoint
PUSH TST knob when not in the VS hold. VSR display indicates.8.8.
(from present position).
A13591
Fig. 4 VNI controls and indicators if installed
3.1 S
PAGE 11
Jun 30/15
Description
3.1 S
PAGE 12
Jun 30/15
Description
LATERAL MODES: VERTICAL MODES:
HDG VVVV VS (Vert speed up VVVV is rate in ft/min.)

VOR 1 (Arm./Cap.) VVVV VS (Vert speed down VVVV is rate in ft/min.)
VOR 2 (Arm./Cap.) SSS I CLB (CLIMB SSS is speed in knots, I is speed mode L M H.)
LOC 1 (Arm./Cap.) SSS ALT (ALTITUDE SSS is Flight advisory speed in knots for long
LOC 2 (Arm./Cap.) range cruise only displayed when ALT in track mode.)
LRN 1 (Option) SSS ALTS (ALTITUDE SSS is Flight advisory speed in knots for long
GA (Go Around) range cruise only displayed when ALTS in track mode.)
DR (Dead Reckoning) SSS IAS (indicated airspeed SSS is speed in knots.)
ALTS (Altitude preselect armed/captured.)
GS (Glideslope armed/captured.)
GA (Go Around.)
VNAV (Vertical Nav. if installed.)
A
Engagement of the autopilot is annunciated as a

green box with the letters AP. The annunciation
turns red and flashes when disengagement oc-
curs. A second push on the disengage button A EADI
will reset the warning.
FD, Flight Director command bar in magenta.

FD bar disappears when failures occurs.
Disengagement of the yaw damper is annun-
ciated as a yellow box with the letters YD. A se- GS
cond push on the disengage button will reset the LOC1
warning. 20 20
AP
YD
10 10
If an elevator, aileron or rudder mistrim is detected, a
yellow box with the letters EL, AIL or RUD will appear,
indicating difficulties to trim out the control forces.
10 10
Flight Director flag.
FD RUD
Failure of the flight director is annunciated as a M
red box with the letters FD. The flight director will AIL 20 20
FD EL DH200
be removed (not shown in this picture). The in- Flight Director comparator caution in yellow. Comes on
dication will flash for then seconds before becom- flashing at differences or more than 5 degrees between
ing steady. the displayed pitch steering or roll steering commands,
reset by master caution button.
The mode annunciation in in WHITE for armed GREEN for captured modes.
A13922
Fig. 5 FD/AP modes
3.1 S
PAGE 13
Jun 30/15
Description
3.1 S
PAGE 14
Jun 30/15
Description
EFIS TEST PANEL DISPLAY CONTROL PANEL (DCP) MODE SELECT PANEL (MSP) AP CONTROL PANEL A/P DISC BUTTON
DH INT SECTOR SELECT TURN ENGAGED
TEST 2 1/2
PROP OVSP DTA HDG BANK NAV APPR DN YD AP
L R L GEN R
OVV BRG
ROSE RR
VS IAS CLIMB V NAV ALT
RA FD ET 2ND
DEV
TST CRS
GDN UP
ENG OVSP AIR DATA EMER PWR L AHRS R DISENGAGED
A
12.
L R
1 EFIS 2 RUD LIM CAB PRESS 5. 7. 8.
B
2. 9.
1.
12.
IF FAILURE WITH THE FD/AP SYSTEM OCCURS, PERFORM FCS 5. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY PRESS 10. Use pitch wheel to display YD ENG CODE.
DIAGNOSTICS ENTRY AND NOTE REPAIR, AP DIS, YD DIS, ANY THREE MODE BUTTONS 11. Note in the AIRCRAFT LOGBOOK:
AP ENG AND YD ENG CODES IN THE AIRCRAFT LOGBOOK. FOR 3 SEC.
REPAIR CODE
6. REPORT MODE comes up on EADI and
1. EFIS test switch . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK. AP DIS CODE
After Landing, with AP and YD disengaged 7. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN YD DIS CODE
and before L and R AVION power shutdown. TO THIRD LINE BY MOMEN
TARILY PRESS ANY MODE AP ENG CODE
EFIS 1 for left side.
BUTTON. YD ENG CODE
EFIS 2 for right side. 8. Use pitch wheel on AP CONTROL PANEL to 12. to disengage FCS DIAGNOSTICS . . . . PRESS A/P DISC BUTTON
2. RA TST button . . . . . . . . . . . . PRESS. display YD DIS CODE. The codes roll over AND THEREAFTER, PRESS
in alphabetical order. EFIS TEST SWITCH.
L DCP for left side.
Wheel DN, code rolls forward. L A/P DISC button and EFIS 1 for
R DCP for right side.
Wheel UP, code rolls reversed. left side.
3. RA TST button and EFIS test switch . . . . RELEASE.
Operate wheel momentarily DN or R A/P DISC button and EFIS 2 for
4. FCS DIAGNOSTICS in red comes up
UP to slowly roll codes. right side.
on EADI and EHSI . . . . . . . . . . . . . . . . . . . CHECK.
9. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN TO 13. End of procedure.
FIFTH LINE.
4. FCS DIAGNOSTICS FCS DIAGNOSTICS FCS DIAGNOSTICS

6. REPORT MODE
8.
REPORT MODE
LEFT RIGHT LEFT RIGHT
> REPAIR CODE = 000000 032000 REPAIR CODE = 000000 032000
AP DIS CODE = 000000 000000 7. AP DIS CODE = 000000 000000
STEER CODE = 000000 000000 > YD DIS CODE = 000000 000000
AP ENG CODE = 000000 000000 10. AP ENG CODE = 000000 000000
ID NUMBER 04138F O4138F YD ENG CODE = 000000 000000
A13600
Fig. 6 FCS DIAGNOSTICS FD/AP failure annunciation mode
3.1 S
PAGE 15
Jun 30/15
Description
3.1 S
PAGE 16
Jun 30/15
Description
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . . G13 FD

Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . . G12 AP
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . . N10 FD
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . . N11 AP
3.1 S
PAGE 17
Jun 30/15
Description
3.1 S
PAGE 18
Jun 30/15
Operation
1. LIMITATIONS
Unit Min Normal Max
All AP/YD operation . . . . . . . . . . . . . . . . . . . . . . kt 1) 2) 1) 2) VMO/MMO

1) 2)
1. Before autopilot engagement the aircraft
should be trimmed in all three axis.
2. Following an engine failure or engine shut

down with the autopilot engaged, it is re-
quired to disconnect the AP and retrim the
a/c before reengagement of the AP.
1.2 OPERATION LIMITS

Flight Director
Use of flight director information in goaround mode during takeoff is not authorized.

Yaw Damper
YD Operation not authorized for:
Takeoff
Go Around
Landing

VNI 80 D (if installed)
The vertical guidance mode is not certified for use a primary source for vertical navigation.
3.2 S
PAGE 1
Apr 01/15
Operation
2. NORMAL OPERATION
2.0 FD/AP MODE LOGIC
A. Vertical Modes
SELECT- SELECT- VERTICAL LATERAL PITCH ROLL REMARK
ABLE ABLE VER- COM- COM- KNOB KNOB
LATERAL TICAL MANDS ON MANDS ON CAUSES CAUSES
MODES MODES EADI EADI
VS ANY ANY TO ZERO SEE SE- CHANGE SEE SE- BASIC VER-
VS ERROR LECTED OF VS LECTED TICAL MODE
LATERAL COMMAND LATERAL OCCURS AT
MODE MODE POWER UP
IAS ANY ANY TO ZERO SEE SE- RETURN SEE SE-

IAS ERROR LECTED TO VS LECTED
LATERAL MODE LATERAL
MODE MODE
CLIMB ANY ANY TO ZERO SEE SE- RETURN SEE SE- SUCCESSIVE
IAS CLIMB LECTED TO VS LECTED PUSHES OF
ERROR LATERAL MODE LATERAL CLIMB BUTTON
MODE MODE CYCLES HML
SPEED PRO-
FILES
ALT ANY ANY TO ZERO SEE SE- RETURN SEE SE- ALT REF SYNCS
ALT REF LECTED TO VS LECTED TO EXISTING
LATERAL MODE LATERAL ALT AT SELEC-
MODE MODE TION. NO BARO-
SET CORREC-
TION
ALTS ANY ANY SEE SE- SEE SE- SEE SE- SEE SE- ALWAYS ARMED
ARM LECTED LECTED LECTED LECTED EXCEPT IN GS
VERTICAL LATERAL VERTICAL LATERAL CAPTURE
MODE MODE MODE MODE
ALTS ANY GS CAP TO AC- SEE SE- SEE SE- MOVING APA
CAP AND GA QUIRE APA LECTED LECTED CAUSES
SETTING LATERAL NOTHING LATERAL CHANGE TO VS
MODE UNLESS MODE AND REARMS
APA HAS ALTS
BEEN SET
ALTS ANY GS CAP TO HOLD SEE SE- TO NEW SEE SE- MOVING APA
TRACK AND GA APA SET- LECTED ALTITUDE LECTED CAUSES
TING LATERAL LATERAL CHANGE TO
MODE MODE ALT AND
REARMS ALTS
GS ANY ANY SEE SE- TO AC- SEE SE- REQUIRES

ARM LECTED QUIRE AND LECTED APPR MOD
VERTICAL TRACK VERTICAL
MODE ZERO LOC MODE
DEV
3.2 S
PAGE 2
Apr 01/15
Operation
A. Vertical Modes (Contd)

GS CAP ANY GA TO ZERO TO ZERO REQUIRES

GS DEV LOC DEV APPR MOD SE-
LECTING HDG
OR CAUSES
CHANGE TO VS
GA DISENGAGES YD AND AP, CANCELS ANY LAT OR VERT MODE (ALTS CAP AND ALTS TRACK
MIGHT HOWEVER BE IMMEDIATELY RECAPTURED). CAUSES HDG HLD AND A FIXED 6.4 PITCH
UP COMMAND, SELECTING HDG GIVES HDG/GA. ENGAGING AP RETURNS SYSTEM TO VS MODE.
WHEN IN ALTS CAP LAT MODE WILL CHANGE TO GA AND VERT MODE WILL REMAIN ALTS UNTIL
A NEW VERT MODE IS MANUALLY SELECTED.
VNAV ANY VNAV SEE SE- SEE SE- SEE SE- SEE SE VNAV ARM
ARM (Op- ARM NOT LECTED LECTED LECTED LECTED NOT SELECT-
tion) SELECT- VERTICAL LATERAL VERTICAL LATERAL ABLE IN ALTS.
ABLE IN MODE MODE MODE MODE VNAV ARM NOT
ALTS SELECTABLE
UNTIL 3 MIN
FROM THE DE-
SCEND POINT
VNAV ANY ANY FLIES SEE SE- RETURN SEE SE REQUIRES

CAP (Op- COM- LECTED TO VS LECTED APPR MOD
tion) MANDS LATERAL LATERAL VNAV CAP
FROM MODE MODE WILL NOT OC-
VNI80D CUR IN ALTS
B. Lateral Modes
HDG ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG BASIC LATERAL
LECTED HDG DIF- LECTED ON EHSI MODE. OCCURS
VERTICAL FERENCE VERTICAL TO SLEW AT POWER UP
MODE ON EHSI MODE
NAV ARM ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG FLIES HDG UN-
APPR LECTED HDG DIF- LECTED ON EHSI TIL VOR OR
ARM VERTICAL FERENCE VERTICAL TO SLEW LOC CAPTURE
MODE ON EHSI MODE
NAV CAP ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRED VAL-
LECTED QUIRE AND LECTED ON EHSI ID VOR/LOC
VERTICAL TRACK VERTICAL TO SLEW SIGNAL
MODE ZERO VOR/ MODE
LOC DEV
3.2 S
PAGE 3
Apr 01/15
Operation
B. Lateral Modes (Contd)

APPR ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG HDG WILL RE-
ARM LECTED HDG DIF- LECTED ON EHSI SULT LAT
VERTICAL FERENCE VERTICAL TO SLEW SELECTION OF
MODE ON EHSI MODE APPR.
APPR ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRES VAL-
CAP LECTED QUIRE AND LECTED ON EHSI ID LOC SIGNAL
VERTICAL TRACK VERTICAL TO SLEW
MODE ZERO VOR/ MODE
LOC DEV
3.2 S
PAGE 4
Apr 01/15
Operation
2. NORMAL OPERATION (Contd)
2.1 AUTOPILOT The autopilot and its various modes shall normally be used to the greatest pos-
GENERAL sible extent.
As a general rule, the pilot flying the aircraft (1/P) shall operate the autopilot.
The AP modes shall be monitored by use of the EADI. The light in the mode
buttons in the MSP shall only be regarded as a reminder of depressed but-
tons.
NOTE
When the autopilot is used below 1 500 ft., 1/P must keep one hand on the con-
trol wheel and have his feet on the rudder pedals, prepared to disengage the au-
topilot and take over manual control if necessary.
2.2 FLIGHT The FD Vshaped (magentacolored) command bar shall normally be selected
DIRECTOR, on both EADIs. However, the displayed command bars can be deselected by
GENERAL pressing the FD button on the DCP except in APPR mode.
2.3 FD COMMAND 1. FD button on DCP panel . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

BARS ACTIVA-
TION/DEACTIV- Check FD command bar to appear/disappear on EADI.
ATION
2.4 AUTOPILOT 1. Modes on MSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS

ENGAGEMENT DESIRED
Check indicator in mode button to illuminate and annunciation to appear in
EADI.
2. AP and YD engage levers . . . . . . . . . . . . . . . . . . . . . . . . AP YD HOLD FOR

APPROX. ONE
NOTE: Ensure the aircraft is trimmed SECOND TO
before engagement. COMPLETE
TEST SEQUENCE.
Check EADI to announce AP engagement (boxed AP in green).
3.2 S
PAGE 5
Apr 01/15
Operation
2.5 MODES Modes are normally selected by pressing the respective buttons on MSP. The
GENERAL indicator in button illuminates.
ALTS mode is always armed by the APA as indicates on the EADI by a white
ALTS under the active vertical mode. An automatic mode change will occur
when actual flying altitude intercepts with the calculated capture point for the
APA setting. Exception: ALTS is not armed in GS CAP.
GA mode can only be engaged by GA switches in power levers.
NOTE
Always confirm with the EADI mode annunciation that selected mode has been
armed/engaged.
A new mode can always be selected by pushing desired button on MSP.
Exceptions:
A new vertical mode can not be selected in ALTS unless first selecting a new
altitude on the APA.
A new vertical mode can not be selected in GS CAP unless a new lateral
mode or GA is selected.
Operation of pitch wheel will give a mode change to VS except in GS CAP and
ALTS.
HALF BANK The Half Bank mode is a submode to HDG and NAV. It reduces the bank
MODE limit from 27 to 13.5 in these modes. The mode is selected by pressing the
(Optional) 1/2 BANK button, and indicated on the MSP only. The mode is turned off by
a second push on the button. (Push on/push off function).
3.2 S
PAGE 6
Apr 01/15
Operation
2.6 VS MODE 1. VS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

(Basic mode)
Check EADI to annunciate VS and vertical speed at time of VS selection.
To change selected vertical speed:
2. Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN or UP
Pitch wheel is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to wheel displacement. Selected
vertical speed is annunciated in EADI.
The vertical speed can also be changed by pressing and releasing the VERT
SYNC button.
2.7 IAS MODE 1. IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Check EADI to annunciate IAS and airspeed at time of IAS selection.
To change selected airspeed:
Change of selected airspeed is by pressing and releasing the VERT SYNC
button or via other modes.
2.8 CLIMB MODE 1. CLIMB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Check EADI to annunciate CLB H/M/L respectively and computed airspeed.
H = Low RoC (High IAS)
M = Medium RoC (Medium IAS)
L = Best RoC (Low IAS)
Selection of H/M/L is made by successive pushes on the CLIMB button.
At capture, there may be a slight undershoot of maximum 7 kt.
2.9 ALT MODE 1. ALT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Check EADI to annunciate ALT in green and Flight advisory speed for long
range cruise (knots IAS) and the FD to respond.
2.10 ALTS MODE 1. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

ALTITUDE
Check EADI to annunciate ALTS in white under active vertical mode. Altitude
select is always armed. Any other vertical mode (VS, IAS, CLIMB) can be
used with altitude select prior to capture.
(Contd)
3.2 S
PAGE 7
Apr 01/15
Operation
(Contd)
Monitor the system when approaching the selected altitude. Verify altitude
alert and that the annunciation changes from armed (ALTS in white) to cap-
ture (ALTS in green) when approaching the altitude.
At altitude capture, FD/AP commands changes in pitch attitude to guide air-
craft onto, and hold, selected altitude.
NOTE
Change of APA setting during capture phase will revert FD/AP to basic mode VS.
At capture check EADI to annunciate ALTS in green. Flight advisory speed
for long range cruise (knots IAS) comes on when ALTS in track.
2.11 V NAV MODE The vertical Navigation Indicator (VNI), (if installed), computes and displays the
(Optional) required parameters for Vertical Navigation (V NAV).
Automatic patch capture above or below present altitude using initial vertical
speed:
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED TO ALT
3. Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set function switch to ACT. Push the SET/PUSH SEL knob and observe ALT
FT annunciated. Rotate knob to set the cleared to aimpoint altitude in
SETUP display.
4. Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
Push SET/PUSH SEL knob twice and check OFFSET NM annunciator.
Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME sta-
tion.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counterclockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5. Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Push SET/PUSH SEL knob and observe STA EL FT annunciated.
Rotate SET/PUSH SET knob to set up station elevation to the nearest 100 ft.
(Contd)
3.2 S
PAGE 8
Apr 01/15
Operation
(Contd)
6. VS Bug desired climb/descend rate . . . . . . . . . . . . . . . SET
Rotate PUSH TEST knob as required for initial VS and check VS ARM
The VSR display shows computed VS required to the aimpoint at the present
ground speed.
7. V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
Check TO TRK NM annunciated. DISTANCE display shows distance to path
capture point.
When the aircraft reaches the path capture point, the VS ARM and TO TRK
annunciators go blank and the FD/AP captures the path to the aimpoint.
The VS bug will retract. TO ALT NM will be annunciated and the distance dis-
play now show the distance to the aimpoint.
When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude preselector) automatic level off occurs.
Automatic path capture above or below presents altitude using selected
path angle:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED
TO ALT
Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated. Rotate the knob to set cleared to aimpoint altitude in SETUP
display.
4. Desired path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Push SET/PUSH SEL knob. Observe ANG DEG annunciated.
Rotate SET/PUSH SEL knob until ANG SETUP display indicates desired
path angle and check ANG ARM annunciator in view. (Disregard DISTANCE
display if any numbers are present.)
OR AFTER DME
STATION
Push SET/PUSH SEL knob and check OFFSET NM annunciated.
(Contd)
3.2 S
PAGE 9
Apr 01/15
Operation
(Contd)
tion.
NOTE
Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
Check TO TRK NM annunciated. Distance display shows distance to path
captured point.
When aircraft reaches path capture point, the ANG ARM and TO TRK an-
nunciators go blank and the AP FD captures the path to the aimpoint.
Check TO ALT NM annunciated. DISTANCE display now shows the distance
to the aimpoint.
The VSR display shows VS required to reach the aimpoint.
When aircraft reaches aimpoint (which is at the altitude selected on the alti-
tude preselector) automatic level off occurs.
Manual path capture:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED TO
ALT
annunciated, then rotate knob to set the cleared to aimpoint altitude in the
SETUP display.
OR AFTER DME
STATION
Push SET/PUSH SEL knob twice and check OFFSET NM annunciated.
(Contd)
3.2 S
PAGE 10
Apr 01/15
Operation
(Contd)
Rotate SET/PUSH SEL knob until setup display indicates desired offset and
offset annunciator shows correct location before or after the DME station.
NOTE
6. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
VSR display shows the VS required from present position to the aimpoint.
Once a desired VS is reached, a direct to aimpoint can be initiated by mo-
mentary rotating the function switch to DIR and back to ACT.
Distance to the aimpoint TO ALT is shown on the DISTANCE display.
For path tracking information use FD display on EADI or vertical deviation
display on EHSI.
the altitude preselector) the altitude alert (visual and aural) comes on and the
pilot manually levels off at the preselected altitude.
2.12 HDG MODE 1. HDG selector on CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

(Basic Mode) HEADING
2. HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check EADI to annunciate HDG.
Heading can be changed by the HDG knob on CHP or by TURN knob on AP
control panel.
TURN knob is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to knob displacement.
2.13 NAVVOR The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
MODE or right navigation source signals to the FD/AP.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
FREQUENCY
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Check course readout on EHSI.
(Contd)
3.2 S
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Apr 01/15
Operation
(Contd)
3. NAV SOURCE SELECTOR push button . . . . . . . . . . . PRESS LEFT/
RIGHT
4. MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
Check HDG green and VOR white on EADI.
5. HDG KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
INTERCEPT HDG
6. At VOR CAP, VOR green on EADI . . . . . . . . . . . . . . CHECK
NOTE
When overflying a VOR station (cone of confusion) the FD/AP will revert to dead
reckoning and hold selected course (CRS 1/CRS 2). This is annunciated on EADI
with a yellow DR.
2.14 NAVLOC
MODE
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yel-
low B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal localizer inbound course the LOC sym-
bols on the EADI/EHSI are not reversed when flying:
Inbound on the back course.
Outbound on the localizer inbound course.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The purpose of this mode is to lock the FD/AP to the localizer only at airports
where there is no glideslope or the glideslope beam is not suitable for auto-
matic approach. Glideslope deviation information is presented in the EADI.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
(Contd)
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PAGE 12
Apr 01/15
Operation
(Contd)
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
3. NAV SOURCE SELECTOR push buttons . . . . . . . . . . PRESS LEFT/
RIGHT
4. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
Do not select NAV mode until localizer deviation indication becomes active
and correct localizer beam confirmed.
Check HDG green and LOC white on EADI.
6. At LOC CAP, LOC green on EADI . . . . . . . . . . . . . . . CHECK
7. VS or IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check EADI to annunciate VS or IAS.
8. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
9. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
To be selected before commencing descent at final approach fix.
2.15 APPR MODE

CAUTION
CAUTION
back course.
(Contd)
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Apr 01/15
Operation
(Contd)
WARNING
The lateral operation of this mode is essentially the same as in NAV LOC
mode except for higher FD/AP control law gains go give increased precision
during approach.
FREQUENCY
The ILS frequency should be selected on both NAV
controls.
COURSE
3. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
4. DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HDG
5. MSP APPR button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Do not selected APPR mode until localizer deviation indication becomes act-
ive and correct localizer beam confirmed.
When APPR mode is selected before capture conditions are met, system
automatically goes into HDG mode whilst APPR is armed.
6. HDG green, LOC white on EADI . . . . . . . . . . . . . . . . . . CHECK
7. At LOC CAP, LOC green and GS white on EADI . . CHECK
8. At GS CAP, GS green on EADI . . . . . . . . . . . . . . . . . CHECK
Radio height is used to gain program localizer and glideslope signals.
CAUTION
The pilot is the master monitor and progress should be continuously assessed
during the approach using ILS raw data.
3.2 S
PAGE 14
Apr 01/15
Operation
2.16 GA MODE 1. GA button on power levers . . . . . . . . . . . . . . . . . . . . . . . PRESS

Check EADI to annunciate GA.
AP/YD disengages.
FD commands existing heading and a fixed pitch attitude.
HDG indicator remains at preset heading.
Reengagement of AP:
Condition for reengagement:
Radio height equal to or greater than 200 ft.
2. AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
Check EADI to annunciate:
GA as lateral mode.
VS as vertical mode.
3. HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
The FD/AP will now give commands to acquire and hold preset HDG.
4. Monitor the system when approaching the selected goaround altitude.
3.2 S
PAGE 15
Apr 01/15
Operation
For Abnormal Operation, also see section 23, ABNORMAL PROCE-

DURES and 24, EMERGENCY PROCEDURES.
CONDITIONS ABNORMAL PROCEDURES
3.1 FD WARNING INDICATIONS

ON
FD warning (RED) in one or both EADIs.
FD command bars disappear (from affected side/sides).
FD mode annunciation disappear (on affected side/sides).
If AP engaged, engage lever drops to DISENGAGE, engage annunciation on
EADI disappears and visual (EADI) and aural AP warning comes on.
ACTIONS
1. AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
This will cancel AP warnings.
If not effective pull affected side/sides FD CB G13, N10.
2. CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
CB FD G13, N10 and AP G12, N11.
CAUTION
Check mode annunciation before reengagement.
3. AP engage lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
Try to reengage AP.
After landing, with AP and YD disengaged, and before power shutdown,
perform the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
3.2 AP WARNING INDICATIONS

ON
AP engage levers drops to DISENGAGE.
AD warning (red flashing) in both EADIs.
AD aural warning (cavalry charge) comes on.
ACTIONS
2. CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
AP G12, N11.
Contd
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PAGE 16
Apr 01/15
Operation
Contd
CAUTION
Try to reengage AP.
After landing, with AP and YD disengaged, and before power shutdown, per-
form the DIAGNOSTICS REPORT MODE:
3.3 ABNORMAL INDICATIONS

BEHAVIOR
One or more of the following:
AP does not follow FD commands.
AP impossible to disengage in one or more channels.
Elevator trim indicator shows abnormal trim action.
Single stroke chime.
Master caution light.
FD hard over.
AVIONICS light on CWP.
Mistrim annunciation (EL, RUD, AIL) in both EADIs, not correlated to rapid
maneuver.
ACTIONS
1. Overpower AP and return controls to normal.
2. AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
If disengagement successful: end of procedure.
If not successful:
3. CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FD G13, N10.
Do not reengage AP.
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Apr 01/15
Operation
3.4 PROCEDURES INDICATION WHEN ACTION

FOR OR FAILURE
FAILURES Engine failure Above 600 feet Approach may be continued to CAT I
DURING ARTE minima.
APPROACH
Below 600 feet Perform immediate goaround unless
ARTE visual contact has been established.
New approach may be performed to
CAT I minima.
EFIS Comparator Above 600 feet Approach may be continued to CAT I
warnings ARTE minima with close attention to flight path.
CAT I minima.
Glideslope and/or Above 600 feet Approach may be continued to CAT I
Localizer red flag ARTE minima using remaining serviceable
equipment.
CAT I minima.
Failure of one EADI Always Perform immediate goaround unless
or one EHSI or both visual contact has been established.
CAT I minima with ADI REV/HSI REV or
DRIVE XFR selected.
ARTE = Above Runway Threshold Elevation
3.2 S
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Apr 01/15
Operation
3.5 ALTITUDE If it is evident that the system is not responding correctly to capture the selected
PRESELECTOR altitude, disconnect the autopilot and manually fly the aircraft onto the altitude
disregarding Flight Director command. Select ALT mode, verify mode annunci-
ALERTER
ation on EADI and reengage autopilot.
FAILURE TO
CAPTURE SET
ALTITUDE
When a mode data source fails to a flagged condition, the FD command bars will disappear from view, the
red FD flag will appear. In such an event, the pilot is responsible for evaluating the situation and taking
proper action such as disengaging the autopilot or changing flight director modes.
Other failure modes can occur which will provide different cues such as aircraft attitude or flight path
changes and it is always the pilots responsibility to monitor system operation against raw data and other
sources. However, the following paragraphs (3.6 and 3.7) describe two important situations more in detail.
3.6 LOC/GS When flying in APPR or NAV mode and LOC and/or GS capture. Loss of LOC
GROUND and/or GS radio signals due to ground station interruption will cause the follow-
STATION ing on the EADI:
INTERRUPTION
Flight Director command bar disappears replaced by FD red flag.
LOC and/or GS indication disappears replaced by LOC and/or GS red flag.
Captured LOC and/or GS annunciation remain in capture (green).
APPR or NAV mode remains selected.
The FD/AP will maintain short term dead reckoning (not announced on the
EADI) until other modes are selected.
ACTIONS
Perform GOAROUND.
3.2 S
PAGE 19
Apr 01/15
Operation
3.7 ELECTRICAL When flying in APPR and LOC and/or GS capture or in NAV mode and LOC
POWER capture. Loss of electrical power to the NAV receiver will cause the following on
INTERRUPTION the EADI:
WHEN FLYING
LOC/GS
LOSS OF 28 VDC:
The FD/AP will revert to basic modes (HDG/VS) changing captured LOC/GS
annunciation to captured HDG/VS annunciation.
LOC and/or GS indication disappears.
The FD/AP will maintain HDG and VS mode until other modes are selected.
LOSS OF 26 VAC INVERTER:

No effect on LOC/GS.
ACTIONS
Perform GO AROUND.
3.2 S
PAGE 20
Apr 01/15
Aircraft Operations Manual AUTOFLIGHT, CAT II
Highlights

not installed, the following applies as a complement
DESCRIPTION / OPERATION
0.1 Flight Director comparator caution.
Without Mod. 1989 embodied:

Mod. 1989; EFIS update.
The Flight Director comparator caution is not
available and will not come on if any comparator
error detected.
3.0 O
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Highlights
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Description
1. GENERAL Autopilot with yaw damper, AP/YD

The AP function controls the aircraft in pitch and roll
1.1 Flight Guidance & Autopilot System
maneuvering axes on commands from the FD. The
(FGAS)
YD function is a part of the AP rudder steer channel
The FGAS consists of a Flight Control Computer and provides directional stability. Appropriate con-
(FCC) including two independent Flight Directors trol surfaces are actuated by the AP to control the
and a single, fail passive Autopilot (FD/AP) elevator aircraft for the selected FD lateral and vertical mode
and rudder autotrim functions and the Yaw Damper of operation. The MSP contains pushbuttons for
(YD) which provides directional stability augmenta- manual selection of desired FD modes of operation.
tion. The Yaw Damper and the rudder autotrim will The FD modes will if the AP is engaged automati-
together provide zero ball function. The FCC is cally control aircraft pitch and roll attitude for the
also provided with a selfmonitoring function for following maneuvers: fly to and maintain a prese-
maintenance and troubleshooting. lected rate of climb or descent; maintain an existing
altitude; descend or climb to and maintain a prese-
The FCC interfaces with various aircraft systems,
lected altitude; fly to and maintain an existing head-
such as the Air Data System (ADS), Attitude and
ing; fly to, capture and track a selected VOR or
Heading Reference System (AHRS), NAV. radios,
localizer course; capture and track a glideslope.
Electronic Flight Instrument System (EFIS), Altitude
Preselect/Alert System (APA). The FCC functions FD modes
are controlled by the Mode Select Panels (MSP) The modes of the two independent FD channels are
Autopilot Panel (APP) and the buttons AP disen- synchronized by a crosstalk function between the
gage buttons, VERT SYNC button and GA buttons. two separate FD computers, except for in APPR
The Flight Control Computer (FCC) provides steer- mode.
ing command signals for control of the flight path in Captured (active) modes are annunciated on the
a coordinated manner during all normal phases of EADIs in green text. Armed (selected) modes are
flight. The FCC signals are fed to the FD command annunciated on the EADIs in white text. In the fol-
bars/symbol on the Electronic Attitude Director Indi- lowing mode descriptions ARM and CAP are
cators (EADI) and to the control surfaces servo ac- used to indicate armed or captured phase of the
tuators. The FCC starts operation in Heading described mode. When a mode is changed, the
(HDG) and Vertical Speed (VS) modes 10 seconds new mode annunciation blinks for 5 secs.
after AHRS flags have disappeared. AP/YD can be
engaged after another 30 seconds which is the time For details on annunciations see Fig. 5 and AOM
of FCC internal test sequence. 15/1.1, NAVIGATION EFIS.
The following modes and functions are available:
1.2 FD/AP
Vertical modes
Flight director, FD
VS (basic mode)
The FD function provides visual guidance com-
IAS
mands to fly the aircraft manually or to visually
CLIMB
monitor the AP response to the guidance com-
mands. The guidance commands (pitch, roll and ALT
speed indication) are selected with the FD operating ALTS
mode pushbuttons on the MSP. Pitch and roll guid- VNAV (if installed)
ance cues as well as mode information from the FD
PTCH (Reversionary Mode; not manually se-
are displayed on the EADIs. The FD command
lectable)
bars on the EADIs direct the pilot to turn, climb or
descend. A Fast/Slow indication reflects aircraft VERT SYNC (a synchronization function se-
speed in relation to speed selection. lectable on the control wheel).
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Description
Lateral modes The AP/YD can be disengaged

HDG (basic mode) by pushing the AP disconnect button on the con-
NAV trol wheel. A second push will reset the aural
warning.
Combined modes by moving the AP/YD levers to DISENGAGED
APPR position.
GA (FD mode only; selectable on the power by selecting GA. (L/R Power Lever button.)
levers). by operating the pitch trim switches.
Diagnostic mode (AP diseng. only.)
The Stall warning computers will automatically dis-
(Maintenance fault isolation in FGAS; selectable
engage the AP/YD if a stall situation should occur.
only on ground.)
The AP/YD will also disengage automatically when
1.3 FD/AP and Yaw Damper engagement/ the monitoring function detects certain failures.
disconnect, autotrim system and When the autopilot becomes disengaged, the aural
Command Cutout warning cavalry charge comes on. The warning
can be reset by pushing the AP disconnect button
The FD/AP and Yaw Damper may be engaged in
and with the GA button.
the normal flight envelope with certain limitations as
stated in AOM 3.2. Command Cutout
The AP can be engaged either to the FD on left The autopilot will not disconnect at extreme atti-
EADI or to the FD on right EADI by pushing the AP tudes. There is however a feature in the autopilot
XFR (Auto pilot transfer) button on the APP. An ar- known as Command Cutout, which means that at
row beside the AP engaged annunciation on the extreme pitch rates/normal accelerations and/or roll
EADIs will show which FD gives steering com- rates/bank angles, the autopilot will cease to give
mands. steering commands. Once the aircraft is back to
normal attitudes ( below the command cutout trig-
The FD display on the EADIs can be activated/
gering levels) the autopilot will resume to give steer-
deactivated by consecutive pushes of the FD button
ing commands. The triggering levels for command
on the Display Control Panel (DCP) except for in
cutout are:
APPR mode where the FD bar always is displayed.
Pitch rate greater than 5/sec or normal accelera-
The AP/YD engage levers on the Autopilot Panel tion greater than 0.6 G beyond 1.0 G.
(APP) allow independent yaw damper engagement. The pitch cutout is canceled when the pitch rate
When engaging the autopilot, however, the yaw is less than 5/sec and normal acceleration less
damper will also be engaged as well as the elevator than 0.2 G beyond 1.0 G.
and rudder autotrim systems. Rudder Autotrim is Roll rate greater than 21/sec or bank angle
available also when only YD is engaged. The auto- greater than 45.
trims are continuously retrimming the aircraft de- The roll cutout is canceled when the roll rate is
pending on the flight conditions in order to minimize less than 5/sec and bank angle less than 45.
the torque applied on the autopilot servos and to
keep the control forces at zero. Difficulties to trim Command cutouts will not disconnect the autopilot.
out the control forces are indicated on the EADIs 1.4 Mode description
by the RUD, AIL or EL annunciators.
VERTICAL MODES
There is also an AUTO TRIM warning light on the
Central Warning Panel which will come on if the AP VS, Vertical Speed Mode
auto trim or YD auto trim system should fail. The FCC gives pitch attitude commands to main-
tain the vertical speed existing at time of mode
engagement or if already in VS mode at time of
pressing and releasing the VERT SYNC button
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Jun 30/15
Description
on the control wheel. A new vertical speed refer- ALT

ence can be selected by the pitch knob on the FCC holds the altitude existing at time of mode
APP in steps of 50 ft. engagement or if already in ALT at time of
The VS speed reference is only displayed on the pressing and releasing the VERT SYNC button.
EADI with the commanding FD. A Flight advisory IAS for Long Range Cruise will
Basic mode at power on. Selectable by VS mode be displayed on the EADI when ALT mode is in
button. FCC reverts automatically to VS if the track. The computed IAS is a function of altitude
pitch knob is moved out of its detent except in at medium aircraft weight.
GS CAP or ALTS mode. Selectable by ALT mode button.
Selection of/Reversion to VS clears any pre- Selection of ALT clears any previously selected
viously selected vertical mode except GS CAP vertical mode except GS CAP and ALTS.
and ALTS. The altitude is held regardless of barometer set-
IAS, Indicated Airspeed mode tings.
The FCC gives pitch attitude commands to main- ALTS
tain the IAS existing at time of mode engagement When approaching the altitude selected on the
or if already in IAS at time of pressing and APA the FCC will command an asymptotic cap-
releasing the VERT SYNC button. ture profile and holding of the selected altitude.
The IAS reference is only displayed on the EADI The capture point is a variable and is a function
with the commanding FD. of aircraft vertical speed.
IAS ref.command can also be provided by IAS The ALTS submode is always armed for capture
bug on the ASI. of the altitude selected on the APA. Once en-
Mode selectable by pushing the IAS mode button gaged, the ALTS clears any other vertical mode
on the MSP. Selection of IAS clears any pre- except GS CAP. Furthermore, it is not possible
viously selected vertical mode except GS CAP to select any other vertical mode except GA until
and ALTS. a new altitude is selected on the APA, GS CAP
will automatically cancel ALTS. A Flight advisory
CLIMB mode
IAS for Long Range Cruise will be displayed on
The FCC computes and updates a climb IAS dis-
the EADI when the ALTS mode is in track. The
played on the EADI. The computed IAS is a func-
computed IAS is a function of altitude at medium
tion of altitude at medium aircraft weight.
aircraft weight.
There are three climb mode settings (Rate of
The altitude selected on the APA will follow the
Climb, RoC) to be used for the computation of
barometer settings made on the left altimeter.
IAS. They are selectable by cycling the CLIMB
For visual and aural altitude alert signals, see
mode push button on MSP. The desired climb
AOM 12/1.1, AIR DATA SYSTEM.
setting annunciated on EFIS, H, M and L
respectively, is related to their effect on IAS VNAV, Vertical Navigation Mode (If installed)
(High, Medium and Low IAS). The VNAV mode works in conjunction with the
One push gives a rather low RoC (H), two VNI (Vertical Navigation Indicator) if installed.
pushes a medium RoC (M) and three pushes Selectable if a VNAV path has been defined on
give the best RoC (L). This is the sequence the VNI and it is less than three minutes to the
when climb mode is selected the first time after determined descend/climb point.
power up. The last selected climb setting will Mode is armed by pushing the VNAV button on
reappear when climb mode is reselected after a the MSP and the letters VNAV will be indicated
vertical mode change. on the EADI.
Selection of CLIMB mode clears any previously The FCC will continue in the existing vertical
selected vertical mode except GS CAP and mode until capture conditions have been met,
ALTS.
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PAGE 3
Jun 30/15
Description
then automatically capture and track a VNAV d. if in GA mode, the FCC reference data changes to
path as defined on the VNI. existing attitude. The vertical mode display on
At capture VNAV clears any previously selected EADI simultaneously changes from GA to PTCH.
vertical mode. It is only the reference data that is changed. The
Vertical command data provided by the VNI are respective mode function is retained. Pitch trim is
displayed on the EHSI by the vertical deviation not affected. AP will remain engaged.
pointer. When in VNAV mode the letters VNV will
be indicated above the deviation scale. LATERAL MODES
HDG, Heading mode
NOTE
The FCC gives commands to turn to and hold the
The deviation scale can also display GS (Glide heading indicated by the heading bug on the
Slope). EHSI. Turn is in the direction of shortest arc. The
heading bug can be manually moved either by
If a failure to the VNAV system occurs the verti-
the HDG knob on the Course Heading Panel
cal deviation pointer will be replaced by the let-
(CHP) or by the TURN knob on the APP. The
ters VNV boxed and in red. The indication will
bug will automatically synchronize to existing
flash for 10 seconds and then become steady.
heading when the system is powered up.
PTCH, Pitch hold mode Basic mode at power on. Selectable by HDG
FCC commands holding of the pitch attitude exist- mode button.
ing at time of engagement. Selection of HDG mode clears any previously
PTCH is not manually selectable but a reversion- selected lateral mode. Heading can be preset
ary mode which is engaged when: before selecting HDG mode.
a. VERT SYNC button pressed and released while NAV, Navigation system mode
in GA mode. The FCC commands capture and tracking of the
b. VS button pressed and released while in VS course defined by the active navigational data
mode with invalid data required for VS mode (i.e. displayed on the EFIS (VOR, LOC, BC or RNAV
FD flag is present on display). if installed). The capture point depends on inter-
VERT SYNC, Vertical Synchronization cept angle and closure rate.
If for any reason the aircraft is allowed to deviate NOTE

from the FCC commands in certain vertical modes, Applicable to FCC 85/86210:
normally only when flying manually (VS, IAS, ALT
and GA) the respective reference data can be syn- The capture and tracking gain in NAVmode is
chronized to the existing flight condition by the dependant on the distance to the VORstation.
VERT SYNC button on the control wheel with the In the new Flight Control Computer software
commanding FD. No crosstalk function between the FCC 85/86210 DMEdata is used in the con-
two FDs. The synchronization occurs at the time of trol law such that the gain will be based on the
pressing and becomes activated when releasing the distance, leading to improved performance.
VERT SYNC button. However, if no DMEdata is available (e.g. when
The reference data is changed in the respective VOR2 is used as NAVsource) the gain will be
mode as follows: based on a default value equal to a far distance
from the VOR. This will lead to overshoots at
a. if in VS mode, the FCC reference data changes to
short distances during capture and tracking.
existing vertical speed.
b. if in IAS mode, the FCC reference data changes to GS is inhibited in NAV mode.
existing IAS. Mode is armed by pushing the NAV mode button.
c. if in ALT mode, the FCC reference data changes to FCC automatically reverts to HDG and desired
existing ALT.
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Description
intercept heading can be selected on the heading In GS CAP a new vertical mode can only be
bug. selected after a new lateral mode has been
Mode is engaged at the capture point and NAV selected (other than APPR).
CAP is displayed on EADI. b. BC, Back Course: The back course is automati-
NAV mode is retained if changing NAV data cally corrected for by EFIS and annunciated by a
source. yellow B/C replacing the GS CAP indication on
NAV mode is cleared by selecting HDG or APPR. the EADI/EHSI.
With the CRS selector set for the normal
1/2 BANK, Half bank mode (if installed)
Localizer inbound course the LOC symbols on
The Half bank mode is a submode to HDG and the EADI/EHSI are not reversed when flying:
NAV. It reduces the bank limit from 27 to 13.5
Inbound on the Back course.
in these modes.
Mode is selectable by pushing the 1/2 Bank but-
BC approach operates like LOC, except for
ton, and indicated on the MSP only; it has no
slightly different gains.
mode annunciator on the EADI. Mode is turned
off by a second push on the button. Half bank Vertical profile has to be flown by pilot inputs.
must be selected on both MSP to have equal c. VOR: Operation is similar to NAV except tighter
information on both FD. gains, VOR CAP or ARM are displayed
Vertical profile has to be flown by pilot inputs.
NOTE
GA, GoAround mode
Half bank mode is only activated and deactivated
The FCC commands existing heading hold and a
on the selected side.
fixed pitch up attitude (6,4) on the FD.
COMBINED MODES NOTE

APPR, Approach mode If the aircraft is in altitude preselect or track capture
The FCC functions in principle as in NAV mode (ALTS CAP and ALTS TRACK), these modes
but commands are also given for vertical capture/ might be immediately recaptured and the resulting
tracking if an ILS GS is available. Radio altimeter FD command will not indicate a climb.
information is used to gainprogram the radio sig-
Mode can be selected at any time by pressing
nals for increased precision during the approach.
the GA button in the power levers. GA is dis-
Mode is armed by pushing the APPR button.
played on the lateral and vertical mode annunci-
FCC automatically reverts to HDG and desired
ations on EADI. Since GA is a FD mode only, the
intercept heading can be selected on the heading
AP and YD will disengage.
bug.
Selection of GA clears any previously selected
Selection of APPR mode will cancel the slaving
lateral and vertical mode (ALTS CAP and ALTS
function of the two FD channels modes and
TRACK might however be immediately recap-
MSPs.
tured if these modes were captured when GA
Mode is engaged at the respective capture point was selected).
and the LOC/VOR CAP and GS CAP informa-
At reengagement of the AP, the FCC remains in
tion are displayed on EADI.
GA mode in the lateral axis while the vertical
FD display cannot be removed by pushing FD mode will become VS.
buttons on DCP.
The following types of approaches are possible: MAINTENANCE
a. ILS: localizer capture is indicated by EADI lateral Diagnostic mode
mode annunciation changes to LOC CAP, GS Provides a multiple line display on EFIS to assist
ARM is displayed for the vertical axis. GS shall in failure analysis.
be captured from below the beam.
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Jun 30/15
Description
Report mode is the one of the three available are used to couple left or right navigation source as
basic submodes that is to be notified. input to the FD/AP.
Available on ground only with AP and YD disen-
2.5 Altitude Preselector Alerter (APA)
gaged but before power shutdown.
Diagnostics can be performed independently on The altitude preselect mode causes the system to
either left or right FCC channel and displayed on capture the altitude selected on the preselector/al-
the respective EFIS side. erter. Any other vertical mode may be used prior to
altitude capture.
2. MAIN COMPONENTS AND SUBSYSTEMS
At capture, other vertical modes are cleared and
2.1 Flight Control Computer (FCC) command signals are generated to level off the air-
craft at the selected altitude. For the altitude alert
The FD/AP computer is the heart of the flight con-
function, see AOM 12/1.1, AIR DATA SYSTEM.
trol system. The signals received from various other
systems are converted into command signals ac- 2.6 Vertical Navigation Indicator (VNI).
cording to the selected mode of operation. (If installed)
Command signals are fed to the FD command bar The Vertical Navigation Indicator/computer (VNI)
for display of pitch and roll steering. With the AP serves as a vertical speed indicator. In addition it
engaged, identical signals are transformed for ac- computes data for vertical navigation to be used by
tuation of rudder, aileron and elevator servos and the FCC.
also the pitch and rudder trim system. See Fig. 1,
FGAS system schematic. he VNI can also be used in conjunction with the Alti-
tude Preselector for automatic capture of selected
2.2 Mode Select Panel (MSP) altitude.
There are two MSPs, one for each FD channel, 2.7 Loss of approach warning.
located on each side of the glareshield panel. They (If Mod 1790 SB SF340 34049 installed)
contain push buttons for selection of FD lateral and
vertical modes. All buttons except 1/2 BANK mode The autopilot system is provided with a loss of ap-
have only onfunction, i.e a mode can only be de- proach mode warning which is only active on that
selected by selection of another mode. Half bank side to which the autopilot is coupled to and when
mode (if installed) button has an on/off function. the aircraft radio height is between 901000 ft. The
Selecting a new mode on one side will also change warning will disengage the AP/YD and will activate
the opposite MSP to the same mode except when the cavalry charge aural alert. This occurs if any
leaving APPR for a new mode. 1/2 BANK will only of the following criteria are met:
change bank mode on selected side and must thus AP builtin test detects nonvalid APPR mode.
be selected on both MSP. Pilot deselects APPR mode.
LOC frequency becomes changed to VOR fre-
2.3 Autopilot Panel (APP)
quency when established on LOC and GS.
Located on the pedestal. Contains engage/disen-
gage levers for AP and YD, a button for AP transfer
between the two FCC channels and controls for
heading and vertical speed changes.
2.4 NAV source selection
There are two navigation source selection push but-

tons with built in indicators (NAV S.L. and NAV
S.R.) on the glareshield panel. The push buttons
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PAGE 6
Jun 30/15
Description
NAV S NAV S
L R AP control panel
Altitude preselect/
alert panel
ALT
SEL
FD/AP mode
select panel
EFIS 1 & 2 Nav data
AP disconnect button
Vert sync button
DME VNI (if Vert
NO 1 installed) Nav
Radio altim data
FD/AP
flight control
computer
(FCC)
(Including yaw
Air data
ADS damper) (YD)
Control wheels
(Right CW shown)
GA buttons in power levers
AHRS 1 & 2 ATT/HDG data
Rudder servo Pitch trim system
Aileron servo FD command and engagement

signals to EFIS
Elevator servo FD/AP mode annunciation

and diagnostic to EFIS
Elevator autotrim
Rudder autotrim
A13574
Fig. 1 FGAS system schematics
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PAGE 7
Jun 30/15
Description
AP XFR button.
The AP XFR button is a pushon/pushoff transfer
switch. The button is normally not illuminated and
the AP uses signals from the left pilot side. When
A pushed (AP XFR illuminted), transfer to right pilot
side takes place.
A AP CONTROL PANEL
TURN ENGAGED YD/AP engage levers.
DN YD AP
The YD and AP engage levers are spring
loaded to DISENGAGED position. Moving
levers to ENGAGE position engages Yaw
Damper and Autopilot after a selftest period
UP
of one (1) sec. YD may be engaged sepa-
DISENGAGED rately. Moving AP lever to ENGAGED will
engage both YD and AP.
TURN knob/pitch wheel.

TURN knob.
The rate type TURN knob is spring loaded to return to a center detent position. The knob is used to manually
apply heading commands to FD/AP.
Moving TURN knob out of detent slews the HDG bug at a rate proportional to amount of knob displacement.
PITCH wheel.
Pitch wheel is spring loaded to return to a center detent position. The wheel is used to manually apply verti-
cal speed commands to FD/AP in steps of 50 ft.
Moving pitch wheel from detent resets vertical mode to VS (except in GS CAP and ALTS mode) and then
slews vertical speed reference at rate proportional to the amount of wheel displacement.
A13607
Fig. 2 FGAS controls and indicators
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Jun 30/15
Description
A Half bank mode (Optional)
B MODE SELECT PANEL (MSP)

Mode indicator
1/2
Lateral modes HDG BANK NAV APPR
Vertical modes VS IAS CLIMB V NAV ALT
Vertical navigation (Optional)

B C B Mode select panel.
Mode select buttons are integrally lighted, momentary
pushon buttons. Indicators in mode buttons illumi-
nated to annunciate to annunciate mode selected.
Activate as well as preselected/armed modes are
annunciated on EADI.
In addition to modes selected on MSP, GA push but-

tons in the power levers provide GA mode.
For description of the various modes,

see 1.4 Mode description.
A NAV SOURCE SELECTORS
Auto TRIM warning light.
Comes on if the autopilot should detect a failure
in the AP auto trim or YD auto trim systems.
NAV S NAV S C CENTRAL WARNING PANEL (CWP)
L R
L ENG AVIONIC LAV R ENG
NAV SOURCE SELECTOR Pushbuttons (green). HOT BRAKE HOT
The NAV S Left respective Right pushbutton are used
to couple left or right navigation source to the AP/FD. AUTO CONFIG
TRIM
HDG bug on EHSI will synchronize to existing heading
if pushed in NAV mode and captured on VOR or LOC. AUTO PITCH RUDDER
COARSEN TRIM LIMIT
A13606
Fig. 3 MSP, NAV source push buttons and AUTOTRIM warning lights controls and indicators
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Jun 30/15
Description
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PAGE 10
Jun 30/15
Description
DISTANCE display and annunciators.

Indicates distance from aircraft to path capture
when TO TRK annunciates NM and to aimpoint
when TO ALT annunciates NM.

SETUP display and annunciators. (VNI) (IF INSTALLED) Vertical Speed Required (VSR) display.
A
Used together with the function switch and SET/PUSH SEL Shows the computed VSR to reach the aim-
knob to set up aimpoint point. The display goes blank if the computed
parameters. VSR is greater than 30 000 FPM or if the VNI
does not receive distance information.
Offset annunciator. SETUP DISTANCE PUSH TST knob.

Indicates that the aimpoint is BEFORE or AFTER the DME/ NM FT FT DEG NM NM
Slews the VS bug when rotated and initiates
OFFSET STA.EL. ALT ANG TO TRK TO ALT
VORTAC station. VNI self test when pushed.
BEFORE ANG ARM TEST
2 VS pointer goes to 6000 FPM up.
1 VS flag (red) appears.
Arm annunciator.
Annunciates VS ARM when the PUSH TEST knob is used to 4 VS bug goes 6000 FPM down.
.5 OFFSET annunciator sequences from black
set up the Vertical Speed Required (VRSO) to the aimpoint.
to BEFORE to black to AFTER to black.
VSR
Annunciates ANG ARM when the function switch and the SET/ ARM annunciator sequences from black to
PUSH SEL knob is used to set the path angle to the aimpoint. 0 6 ANG ARM to black to VS ARM to black.
1000 FPM
DN VS
sequentially show:
.5 4
SET/PUSH SEL knob. ANNUNCIATOR UNITS
1 2
Selects different SETUP parameters.
OFFSET NM
STA. EL FT
ALT FT
Function switch. ANG DEG
USE Momentary selection activates second aimpoint TO TRK NM
parameters. TO ALT NM
PRE Used to preset a second aimpoint. Vertical Speed (VS) bug.
ACT Used to set up the first aimpoint. Indicates selected VS when the AP FD is in SETUP display indicates 888.8.8.
the VS mode, and initial VS selected with the DISTANCE display indicates 18.8.
DIR Momentary selection initiates a direct to aimpoint
PUSH TST knob when not in the VS hold. VSR display indicates.8.8.
(from present position).
A13591
IF VNI INSTALLED
Fig. 4 VNI controls and indicators if installed
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Jun 30/15
Description
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Jun 30/15
Description
LATERAL MODES: VERTICAL MODES:
HDG VVVV VS (Vert speed up VVVV is rate in ft/min.)

VOR 1 (Arm./Cap.) VVVV VS (Vert speed down VVVV is rate in ft/min.)
VOR 2 (Arm./Cap.) SSS I CLB (CLIMB SSS is speed in knots, I is speed mode L M H.)
LOC 1 (Arm./Cap.) SSS ALT (ALTITUDE SSS is Flight advisory speed in knots for long
LOC 2 (Arm./Cap.) range cruise only displayed when ALT in track mode.)
LRN 1 (Option) SSS ALTS (ALTITUDE SSS is Flight advisory speed in knots for long
GA (Go Around) range cruise only displayed when ALTS in track mode.)
DR (Dead Reckoning) SSS IAS (indicated airspeed SSS is speed in knots.)
ALTS (Altitude preselect armed/captured.)
GS (Glideslope armed/captured.)
GA (Go Around.)
VNAV (Vertical Nav. if installed.)
A
Engagement of the autopilot is annunciated as a
green box with the letters AP. The annunciation
turns red and flashes when disengagement oc-
curs. A second push on the disengage button
will reset the warning.
A EADI
Disengagement of the yaw damper is annun-
ciated as a yellow box with the letters YD. A se-
FD, Flight Director command bar in magenta.
cond push on the disengage button will reset the
FD bar disappears when failures occurs.
warning.
GS
LOC1 20 20
Fastslow indicator
AP
Green diamond shaped pointer indicates the YD
difference between the speed selected with the F
10 10
If an elevator, aileron or rudder mistrim is detected, a
bug on the IAS indicator and the actual IAS. yellow box with the letters EL, AIL or RUD will appear,
indicating difficulties to trim out the control forces.
1 dot = 5 kt, Fast or Slow represent
Index = 10 kt, faster or slower than the selected S
speed. 10 10
FD RUD
If speed source fails, pointer turns to a red boxed M
AIL 20 20
SPD flag, flashes for 10 s then steady. FD EL DH200
Also see AOM 12/1.1. Flight Director comparator caution in yellow. Comes on
flashing at differences or more than 5 degrees between
the displayed pitch steering or roll steering commands,
Flight Director flag. reset by master caution button.
Failure of the flight director is annunciated as a
red box with the letters FD. The flight director will
be removed (not shown in this picture). The in-
dication will flash for then seconds before becom-
ing steady. The mode annunciation in in WHITE for armed GREEN for captured modes.
A13868
Fig. 5 FD/AP modes
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Jun 30/15
Description
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PAGE 14
Jun 30/15
Description
EFIS TEST PANEL DISPLAY CONTROL PANEL (DCP) MODE SELECT PANEL (MSP) AP CONTROL PANEL
DH INT SECTOR SELECT TURN
TEST 2 ENGAGED
PROP OVSP DTA HDG 1/2 NAV APPR
BANK DN YD AP
L R L GEN R
OVV
BRG
ROSE RR
VS IAS CLIMB V NAV ALT
RA FD ET 2ND
DEV
TST CRS
GDN UP
ENG OVSP AIR DATA EMER PWR L AHRS R
A DISENGAGED
12.
L R
1 EFIS 2 RUD LIM CAB PRESS 5. 7. 8.
B
2. 9.
1.
12.
IF FAILURE WITH THE FD/AP SYSTEM OCCURS, PERFORM FCS 5. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY PRESS 10. Use pitch wheel to display YD ENG CODE.
DIAGNOSTICS ENTRY AND NOTE REPAIR, AP DIS, YD DIS, ANY THREE MODE BUTTONS 11. Note in the AIRCRAFT LOGBOOK:
AP ENG AND YD ENG CODES IN THE AIRCRAFT LOGBOOK. FOR 3 SEC.
REPAIR CODE
6. REPORT MODE comes up on EADI and
1. EFIS test switch . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK. AP DIS CODE
After Landing, with AP and YD disengaged 7. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN YD DIS CODE
and before L and R AVION power shutdown. TO THIRD LINE BY MOMEN
TARILY PRESS ANY MODE AP ENG CODE
EFIS 1 for left side.
BUTTON. YD ENG CODE
EFIS 2 for right side. 8. Use pitch wheel on AP CONTROL PANEL to 12. to disengage FCS DIAGNOSTICS . . . . PRESS A/P DISC BUTTON
2. RA TST button . . . . . . . . . . . . PRESS. display YD DIS CODE. The codes roll over AND THEREAFTER, PRESS
in alphabetical order. EFIS TEST SWITCH.
L DCP for left side.
Wheel DN, code rolls forward. L A/P DISC button and EFIS 1 for
R DCP for right side.
Wheel UP, code rolls reversed. left side.
3. RA TST button and EFIS test switch . . . . RELEASE.
Operate wheel momentarily DN or R A/P DISC button and EFIS 2 for
4. FCS DIAGNOSTICS in red comes up
UP to slowly roll codes. right side.
on EADI and EHSI . . . . . . . . . . . . . . . . . . . CHECK.
9. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN TO 13. End of procedure.
FIFTH LINE.
4. FCS DIAGNOSTICS FCS DIAGNOSTICS FCS DIAGNOSTICS

6. REPORT MODE
8.
REPORT MODE
LEFT RIGHT LEFT RIGHT
> REPAIR CODE = 000000 032000 REPAIR CODE = 000000 032000
AP DIS CODE = 000000 000000 7. AP DIS CODE = 000000 000000
STEER CODE = 000000 000000 > YD DIS CODE = 000000 000000
AP ENG CODE = 000000 000000 10. AP ENG CODE = 000000 000000
ID NUMBER 04138F O4138F YD ENG CODE = 000000 000000
A13600
Fig. 6 FCS DIAGNOSTICS FD/AP failure annunciation mode
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PAGE 15
Jun 30/15
Description
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PAGE 16
Jun 30/15
Description
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . . G13 FD

Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . . G12 AP
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . . N10 FD
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . . N11 AP
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PAGE 17
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Description
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PAGE 18
Jun 30/15
Operation
1. LIMITATIONS
Unit Min Normal Max
AP Update 2 (FCC86)
AP speed limits
All AP/YD operation . . . . . . . . . . . . . . . . . . . . . . kt 1) 2) 1) 2) VMO/MMO
1) 2)
1. Before autopilot engagement the aircraft
should be trimmed in all three axis.
2. Following an engine failure or engine shut

down with the autopilot engaged, it is re-
quired to disconnect the AP and retrim the
a/c before reengagement of the AP.
Surface wind component limits during CAT II ap-
proach:
Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kt 19

Flight Director
Use of flight director information in goaround mode during takeoff is not authorized.

Yaw Damper
Yd Operation not authorized for:
Takeoff
Go Around
Landing

VNI 80 D (if installed)
The vertical guidance mode is not certified for use a primary source for vertical navigation.
3.2 O
PAGE 1
Apr 01/15
Operation
2. NORMAL OPERATION
2.0 FD/AP MODE LOGIC
A. Vertical Modes
VS ANY ANY TO ZERO SEE SE- CHANGE SEE SE- BASIC VER-
VS ERROR LECTED OF VS LECTED TICAL MODE
LATERAL COMMAND LATERAL OCCURS AT
MODE MODE POWER UP
IAS ANY ANY TO ZERO SEE SE- RETURN SEE SE-

IAS ERROR LECTED TO VS LECTED
LATERAL MODE LATERAL
MODE MODE
CLIMB ANY ANY TO ZERO SEE SE- RETURN SEE SE- SUCCESSIVE
IAS CLIMB LECTED TO VS LECTED PUSHES OF
ERROR LATERAL MODE LATERAL CLIMB BUTTON
MODE MODE CYCLES HML
SPEED PRO-
FILES
ALT ANY ANY TO ZERO SEE SE- RETURN SEE SE- ALT REF SYNCS
ALT REF LECTED TO VS LECTED TO EXISTING
LATERAL MODE LATERAL ALT AT SELEC-
MODE MODE TION. NO BARO-
SET CORREC-
TION
ALTS ANY ANY SEE SE- SEE SE- SEE SE- SEE SE- ALWAYS ARMED
ARM LECTED LECTED LECTED LECTED EXCEPT IN GS
VERTICAL LATERAL VERTICAL LATERAL CAPTURE
MODE MODE MODE MODE
ALTS ANY GS CAP TO AC- SEE SE- SEE SE- MOVING APA
CAP AND GA QUIRE APA LECTED LECTED CAUSES
SETTING LATERAL NOTHING LATERAL CHANGE TO VS
MODE UNLESS MODE AND REARMS
APA HAS ALTS
BEEN SET
ALTS ANY GS CAP TO HOLD SEE SE- TO NEW SEE SE- MOVING APA
TRACK AND GA APA SET- LECTED ALTITUDE LECTED CAUSES
TING LATERAL LATERAL CHANGE TO
MODE MODE ALT AND
REARMS ALTS
GS ANY ANY SEE SE- TO AC- SEE SE- REQUIRES

ARM LECTED QUIRE AND LECTED APPR MOD
VERTICAL TRACK VERTICAL
MODE ZERO LOC MODE
DEV
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PAGE 2
Apr 01/15
Operation
A. Vertical Modes (Contd)

GS CAP ANY GA TO ZERO TO ZERO REQUIRES

GS DEV LOC DEV APPR MOD SE-
LECTING HDG
OR CAUSES
CHANGE TO VS
GA DISENGAGES YD AND AP, CANCELS ANY LAT OR VERT MODE (ALTS CAP AND ALTS TRACK
MIGHT HOWEVER BE IMMEDIATELY RECAPTURED). CAUSES HDG HLD AND A FIXED 6.4 PITCH
UP COMMAND, SELECTING HDG GIVES HDG/GA. ENGAGING AP RETURNS SYSTEM TO VS
MODE. WHEN IN ALTS CAP LAT MODE WILL CHANGE TO GA AND VERT MODE WILL REMAIN
ALTS UNTIL A NEW VERT MODE IS MANUALLY SELECTED.
VNAV ANY VNAV SEE SE- SEE SE- SEE SE- SEE SE VNAV ARM
ARM (Op- ARM NOT LECTED LECTED LECTED LECTED NOT SELECT-
tion) SELECT- VERTICAL LATERAL VERTICAL LATERAL ABLE IN ALTS.
ABLE IN MODE MODE MODE MODE VNAV ARM NOT
ALTS SELECTABLE
UNTIL 3 MIN
FROM THE DE-
SCEND POINT
VNAV ANY ANY FLIES SEE SE- RETURN SEE SE REQUIRES

CAP (Op- COM- LECTED TO VS LECTED APPR MOD
tion) MANDS LATERAL LATERAL VNAV CAP
FROM MODE MODE WILL NOT OC-
VNI80D CUR IN ALTS
NOTE
REF is used as definition of speed or altitude used by FD as tracking value.
NOTE
ERROR is used as the difference between actual and REF value.
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PAGE 3
Apr 01/15
Operation
B. Lateral Modes
HDG ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG BASIC LATERAL
LECTED HDG DIF- LECTED ON EHSI MODE. OCCURS
VERTICAL FERENCE VERTICAL TO SLEW AT POWER UP
MODE ON EHSI MODE
NAV ARM ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG FLIES HDG UN-
APPR LECTED HDG DIF- LECTED ON EHSI TIL VOR OR
ARM VERTICAL FERENCE VERTICAL TO SLEW LOC CAPTURE
MODE ON EHSI MODE
NAV CAP ANY ANY SEE SE- TO AC- SEE SE- HDG BUG REQUIRED VAL-
LECTED QUIRE AND LECTED ON EHSI ID VOR/LOC
VERTICAL TRACK VERTICAL TO SLEW SIGNAL
MODE ZERO VOR/ MODE
LOC DEV
APPR ANY ANY SEE SE- TO ZERO SEE SE- HDG BUG HDG WILL RE-
ARM LECTED HDG DIF- LECTED ON EHSI SULT LAT
VERTICAL FERENCE VERTICAL TO SLEW SELECTION OF
MODE ON EHSI MODE APPR.
APPR ANY ANY UNTIL SEE SE- TO AC- SEE SE- HDG BUG REQUIRES VAL-
CAP GS CAP- LECTED QUIRE AND LECTED ON EHSI ID LOC SIGNAL
TURE VERTICAL TRACK VERTICAL TO SLEW
MODE ZERO VOR/ MODE
LOC DEV
3.2 O
PAGE 4
Apr 01/15
Operation
2. NORMAL OPERATION (Contd)
2.1 AUTOPILOT The autopilot and its various modes shall normally be used to the greatest pos-
GENERAL sible extent.
As a general rule, the pilot flying the aircraft (1/P) shall operate the autopilot.
The AP modes shall be monitored by use of the EADI. The light in the mode
buttons in the MSP shall only be regarded as a reminder of depressed but-
tons. There are two FDs and either of them can be connected to the AP.
Selection of L/R FD to the AP is performed by pressing the APXFR button
on AP CONTROL PANEL AND ANNUNCIATED IN EADI by
AP / AP (AP connected L resp R FD).
NOTE
When the autopilot is used below 1 500 ft., 1/P must keep one hand on the con-
trol wheel and have his feet on the rudder pedals, prepared to disengage the au-
topilot and take over manual control if necessary.
2.2 FLIGHT The FD Vshaped (magentacolored) command bar shall normally be selected
DIRECTOR, on both EADIs. However, the displayed command bars can be deselected by
GENERAL pressing the FD button on the DCP except in APPR mode. Between L/R FD
there is a cross talk function active in all modes except APPR and HALF BANK.
The cross talk function is used to synchronize a selected mode on one side to
the other. After selection of APPR mode reactivation of the cross talk function is
performed by selection of another lateral mode on both sides MSP or by press-
ing GA button on either power lever.
NOTE
At manual flight using FD in VS or IAS mode. If selecting a different Vertical
Speed or Airspeed than present and thereafter selecting AP XFR, split will occur
between the Flight Directors. The (XFR) selected FD will capture the present VS
or IAS, and the other FD remains with the selected VS or IAS. However, pressing
VERT SYNC button on the failing side or engaging the AP will synchronize the
Flight Directors.
2.3 FD COMMAND 1. FD button on DCP panel . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

BARS
ACTIVATION/ Check FD command bar to appear/disappear on EADI.
DEACTIVATION
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PAGE 5
Apr 01/15
Operation
2.4 AUTOPILOT 1. Modes on MSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS

ENGAGEMENT DESIRED
Check indicator in mode button to illuminate and annunciation to appear in

EADI.
2. AP and YD engage levers . . . . . . . . . . . . . . . . . . . . . . . . AP YD HOLD FOR

APPROX. ONE
NOTE: Ensure the aircraft is trimmed SECOND TO
before engagement. COMPLETE
TEST SEQUENCE.
Check EADI to announce AP engagement (boxed AP in green).
2.5 MODES Modes are normally selected by pressing the respective buttons on MSP. The
GENERAL indicator in button illuminates.
ALTS mode is always armed by the APA as indicates on the EADI by a white
ALTS under the active vertical mode. An automatic mode change will occur
when actual flying altitude intercepts with the calculated capture point for the
APA setting. Exception: ALTS is not armed in GS CAP.
GA mode can only be engaged by GA switches in power levers.
NOTE
Always confirm with the EADI mode annunciation that selected mode has been
armed/engaged.
A new mode can always be selected by pushing desired button on MSP.
Exceptions:
A new vertical mode can not be selected in ALTS unless first selecting a new
altitude on the APA.
A new vertical mode can not be selected in GS CAP unless a new lateral
mode or GA is selected.
Operation of pitch wheel will give a mode change to VS except in GS CAP and
ALTS.
HALF BANK The Half Bank mode is a submode to HDG and NAV. It reduces the bank
MODE limit from 27 to 13.5 in these modes. Mode is selected by pressing the 1/2
(Optional) BANK button, and indicated on the MSP only. The mode is turned off by a
second push on the button. (Push on/push off function). The mode has to
be selected/deselected on both MSP to get half bank FD command on both
EADIs (no cross talk).
3.2 O
PAGE 6
Apr 01/15
Operation
2.6 VS MODE 1. VS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

(Basic mode)
Check EADI to annunciate VS and vertical speed at time of VS selection.
To change selected vertical speed:
2. Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN or UP
Pitch wheel is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to wheel displacement. Selected
vertical speed is annunciated in EADI.
The vertical speed can also be changed by pressing and releasing the VERT
SYNC button.
2.7 IAS MODE 1. IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Check EADI to annunciate IAS and airspeed at time of IAS selection.
To change selected airspeed:
Change of selected airspeed is by the IAS bug on the airspeed indicator.
Change of selected airspeed is by pressing and releasing the VERT SYNC
button or via other modes.
2.8 CLIMB MODE 1. CLIMB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Check EADI to annunciate CLB H/M/L respectively and computed airspeed.
H = Low RoC (High IAS)
M = Medium RoC (Medium IAS)
L = Best RoC (Low IAS)
Selection of H/M/L is made by successive pushes on the CLIMB button.
At capture, there may be a slight undershoot of maximum 7 kt.
2.9 ALT MODE 1. ALT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Check EADI to annunciate ALT in green and Flight advisory speed for long
range cruise (knots IAS) and the FD to respond.
2.10 ALTS MODE 1. Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

ALTITUDE
Check EADI to annunciate ALTS in white under active vertical mode. Altitude
select is always armed. Any other vertical mode (VS, IAS, CLIMB) can be
used with altitude select prior to capture.
(Contd)
3.2 O
PAGE 7
Apr 01/15
Operation
(Contd)
Monitor the system when approaching the selected altitude. Verify altitude
alert and that the annunciation changes from armed (ALTS in white) to cap-
ture (ALTS in green) when approaching the altitude.
At altitude capture, FD/AP commands changes in pitch attitude to guide air-
craft onto, and hold, selected altitude.
NOTE
Change of APA setting during capture phase will revert FD/AP to basic mode VS.
At capture check EADI to annunciate ALTS in green. Flight advisory speed
for long range cruise (knots IAS) comes on when ALTS in track.
2.11 V NAV MODE The vertical Navigation Indicator (VNI), (if installed), computes and displays the
(Optional) required parameters for Vertical Navigation (V NAV).
Automatic patch capture above or below present altitude using initial vertical
speed:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED TO ALT
Set function switch to ACT. Push the SET/PUSH SEL knob and observe ALT
FT annunciated. Rotate knob to set the cleared to aimpoint altitude in
SETUP display.
OR AFTER DME
STATION
Push SET/PUSH SEL knob twice and check OFFSET NM annunciator.
tion.
NOTE
Rotate SET/PUSH SET knob to set up station elevation to the nearest 100 ft.
(Contd)
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PAGE 8
Apr 01/15
Operation
(Contd)
6. VS Bug desired climb/descend rate . . . . . . . . . . . . . . . SET
Rotate PUSH TEST knob as required for initial VS and check VS ARM
The VSR display shows computed VS required to the aimpoint at the present
ground speed.
Check TO TRK NM annunciated. DISTANCE display shows distance to path
capture point.
When the aircraft reaches the path capture point, the VS ARM and TO TRK
annunciators go blank and the FD/AP captures the path to the aimpoint.
The VS bug will retract. TO ALT NM will be annunciated and the distance dis-
play now show the distance to the aimpoint.
the altitude preselector automatic level off occurs).
Automatic path capture above or below present altitude using selected path
angle:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED
TO ALT
annunciated. The rotate the knob to set cleared to aimpoint altitude in
SETUP display.
4. Desired path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Push SET/PUSH SEL knob. Observe ANG DEG annunciated.
Rotate SET/PUSH SEL knob until ANG SETUP display indicates desired
path angle and check ANG ARM annunciator in view. (Disregard DISTANCE
display if any numbers are present.)
OR AFTER DME
STATION
Push SET/PUSH SEL knob and check OFFSET NM annunciated.
(Contd)
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PAGE 9
Apr 01/15
Operation
(Contd)
tion.
NOTE
Check TO TRK NM annunciated. Distance display shows distance to path
captured point.
When aircraft reaches path capture point, the ANG ARM and TO TRK an-
nunciators go blank and the AP FD captures the path to the aimpoint.
Check TO ALT NM annunciated. DISTANCE display now shows the distance
to the aimpoint.
The VSR display shows VS required to reach the aimpoint.
When aircraft reaches aimpoint (which is at the altitude selected on the alti-
tude preselector) automatic level off occurs.
Manual path capture:
FREQUENCY
2. Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED TO
ALT
annunciated, then rotate knob to set the cleared to aimpoint altitude in the
SETUP display.
OR AFTER DME
STATION
Push SET/PUSH SEL knob twice and check OFFSET NM annunciated.
(Contd)
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PAGE 10
Apr 01/15
Operation
(Contd)
Rotate SET/PUSH SEL knob until setup display indicates desired offset and
offset annunciator shows correct location before or after the DME station.
NOTE
6. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
VSR display shows the VS required from present position to the aimpoint.
Once a desired VS is reached, a direct to aimpoint can be initiated by mo-
mentary rotating the function switch to DIR and back to ACT.
Distance to the aimpoint TO ALT is shown on the DISTANCE display.
For path tracking information use FD display on EADI or vertical deviation
display on EHSI.
the altitude preselector) the altitude alert (visual and aural) comes on and the
pilot manually levels off at the preselected altitude.
2.12 HDG MODE 1. HDG selector on CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

(Basic Mode) HEADING
2. HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Heading can be changed by the HDG knob on CHP or by TURN knob on AP
control panel.
TURN knob is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to knob displacement.
2.13 NAVVOR The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
MODE or right navigation source signals to the FD/AP.
1. NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
FREQUENCY
2. CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(Contd)
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PAGE 11
Apr 01/15
Operation
(Contd)
3. NAV SOURCE SELECTOR push button . . . . . . . . . . . PRESS LEFT/RIGHT
Check HDG green and VOR white on EADI.
5. HDG KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
INTERCEPT HDG
6. At VOR CAP, VOR green on EADI . . . . . . . . . . . . . . CHECK
NOTE
When overflying a VOR station (cone of confusion) the FD/AP will revert to dead
reckoning and hold selected course (CRS 1/CRS 2). This is annunciated on EADI
with a yellow DR.
2.14 NAVLOC
MODE
CAUTION
CAUTION
back course.
WARNING
The purpose of this mode is to lock the FD/AP to the localizer only at airports
where there is no glideslope or the glideslope beam is not suitable for auto-
matic approach. Glideslope deviation information is presented in the EADI.
FREQUENCY
(Contd)
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PAGE 12
Apr 01/15
Operation
(Contd)
COURSE
3. NAV SOURCE SELECTOR push buttons . . . . . . . . . . PRESS LEFT/RIGHT
4. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
Do not select NAV mode until localizer deviation indication becomes active
and correct localizer beam confirmed.
Check HDG green and LOC white on EADI.
6. At LOC CAP, LOC green on EADI . . . . . . . . . . . . . . . CHECK
7. VS or IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check EADI to annunciate VS or IAS.
To be selected before commencing descent at final approach fix.
2.15 APPR MODE

CAUTION
CAUTION
back course.
(Contd)
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PAGE 13
Apr 01/15
Operation
(Contd)
WARNING
The lateral operation of this mode is essentially the same as in NAV LOC
mode except for higher FD/AP control law gains go give increased precision
during approach.
FREQUENCY
The ILS frequency should be selected on both NAV
controls.
COURSE
3. HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
4. DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HDG
*5. Radio altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Radio altimeter test must be performed before APPR mode is selected. Tem-
porary config warning will occur if RA test performed with PL below 64. In
APPR and NAV mode the test function is disabled.
6. MSP APPR button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Do not selected APPR mode until localizer deviation indication becomes act-
ive and correct localizer beam confirmed.
When APPR mode is selected before capture conditions are met, system
automatically goes into HDG mode whilst APPR is armed.
7. HDG green, LOC white on EADI . . . . . . . . . . . . . . . . . . CHECK
8. At LOC CAP, LOC green and GS white on EADI . . CHECK
9. At GS CAP, GS green on EADI . . . . . . . . . . . . . . . . . CHECK
Radio height is used to gain program localizer and glideslope signals.
Establish aircraft in landing configuration before 600 ft above threshold.
* If excess deviation alert occurs below CAT I minima perform goaround.
(Contd)
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PAGE 14
Apr 01/15
Operation
(Contd)
CAUTION
The pilot is the master monitor and progress should be continuously as-
sessed during the approach using ILS raw data.
In CAT II approaches, the Autopilot must be coupled and should remain en-
gaged down to the minimum use height.
* Only required for CAT II approach.
2.16 GA MODE 1. GA button on power levers . . . . . . . . . . . . . . . . . . . . . . . PRESS

Check EADI to annunciate GA.
AP/YD disengages.
FD commands existing heading and a fixed pitch attitude.
HDG indicator remains at preset heading.
Reengagement of AP:
Condition for reengagement:
Radio height equal to or greater than 200 ft.
2. AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
Check EADI to annunciate:
GA as lateral mode.
VS as vertical mode.
3. HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
The FD/AP will now give commands to aquire and hold preset HDG.
4. Monitor the system when approaching the selected goaround altitude.
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PAGE 15
Apr 01/15
Operation

3.1 FD WARNING INDICATIONS

ON
FD warning (RED) in one or both EADIs.
FD command bars disappear (from affected side/sides).
FD mode annunciation disappear (on affected side/sides).
If AP engaged, engage lever drops to DISENGAGE, engage annunciation on
EADI disappears and visual (EADI) and aural AP warning comes on.
ACTIONS
If not effective pull affected side/sides FD CB G13, N10.
2. CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
CB FD G13, N10 and AP G12, N11.
CAUTION
Try to reengage AP.
After landing, with AP and YD disengaged, and before power shutdown,
perform the DIAGNOSTICS REPORT MODE:
3.2 AP WARNING INDICATIONS

ON
AP engage levers drops to DISENGAGE.
AD warning (red flashing) in both EADIs.
AD aural warning (cavalry charge) comes on.
ACTIONS
2. CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
AP G12, N11.
Contd
3.2 O
PAGE 16
Apr 01/15
Operation
Contd
CAUTION
Try to reengage AP.
3.3 ABNORMAL INDICATIONS

BEHAVIOR
One or more of the following:
AP does not follow FD commands.
AP impossible to disengage in one or more channels.
Elevator trim indicator shows abnormal trim action.
Master caution light.
FD hard over.
AVIONICS light on CWP.
Mistrim annunciation (EL, RUD, AIL) in both EADIs, not correlated to rapid
maneuver.
ACTIONS
1. Overpower AP and return controls to normal.
2. AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
If disengagement successful: end of procedure.
If not successful:
3. CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FD G13, N10.
Do not reengage AP.
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PAGE 17
Apr 01/15
Operation
3.4 PROCEDURES INDICATION

WHEN ACTION
FOR OR FAILURE
FAILURES Engine failure Above 600 ft Approach may be continued to CAT I
DURING ARTE minima.
APPROACH
Below 600 ft Perform immediate goaround unless
Excess Deviation Above CAT I Approach may be continued to CAT I
Alert minima minima with closer attention to flight
path.
Below CAT I Perform immediate goaround unless
minima visual contact has been established.
EFIS Comparator Above 600 ft Approach may be continued to CAT I
warnings ARTE minima with close attention to flight path.
Autopilot discon- Above 600 ft Approach may be continued manually to
nect ARTE CAT I minima.
Glideslope, Local- Above 600 ft Approach may be continued to CAT I
izer or Radio Alti- ARTE minima using remaining serviceable
meter Red Flag equipment.
Failure of one EADI Perform immediate goaround unless
or one EHS visual contact has been established.
Always
CAT II minima with REV mode selected.
Video signal lost to Perform immediate goaround unless
one EADI or one visual contact has been established.
EHSI
WITH OPTION 34:03 INSTALLED.
CAT II minima with DRIVE XFR selec-
Always
ted.
WITHOUT OPTION 34:03 INSTALLED

CAT I minima with DRIVE XFR selected.
ARTE = Above Runway Threshold Elevation
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PAGE 18
Apr 01/15
Operation
3.5 ALTITUDE If it is evident that the system is not responding correctly to capture the selected
PRESELECTOR altitude, disconnect the autopilot and manually fly the aircraft onto the altitude
disregarding Flight Director command. Select ALT mode, verify mode annunci-
ALERTER
ation on EADI and reengage autopilot.
FAILURE TO
CAPTURE SET
ALTITUDE
When a mode data source fails to a flagged condition, the FD command bars will disappear from view, the
red FD flag will appear. In such an event, the pilot is responsible for evaluating the situation and taking
proper action such as disengaging the autopilot or changing flight director modes.
Other failure modes can occur which will provide different cues such as aircraft attitude or flight path
changes and it is always the pilots responsibility to monitor system operation against raw data and other
sources. However, the following paragraphs (3.6 and 3.7) describe two important situations more in detail.
3.6 LOC/GS When flying in APPR or NAV mode and LOC and/or GS capture. Loss of LOC
GROUND and/or GS radio signals due to ground station interruption will cause the follow-
STATION ing on the EADI:
INTERRUPTION
Flight Director command bar disappears replaced by FD red flag.
LOC and/or GS indication disappears replaced by LOC and/or GS red flag.
Captured LOC and/or GS annunciation remain in capture (green).
APPR or NAV mode remains selected.
The FD/AP will maintain short term dead reckoning (not announced on the
EADI) until other modes are selected.
ACTIONS
Perform GOAROUND.
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PAGE 19
Apr 01/15
Operation
3.7 ELECTRICAL When flying in APPR and LOC and/or GS capture or in NAV mode and LOC
POWER capture. Loss of electrical power to the NAV receiver will cause the following on
INTERRUPTION the EADI:
WHEN FLYING
LOC/GS
LOSS OF 28 VDC:
The FD/AP will revert to basic modes (HDG/VS) changing captured LOC/GS
annunciation to captured HDG/VS annunciation.
LOC and/or GS indication disappears.
The FD/AP will maintain HDG and VS mode until other modes are selected.
With Mod. No. 1790 installed, loss of 28 VDC below 1000 ft RALT will addition-
ally cause the following:
LOSS OF 28 VDC BELOW 1000 RALT:

Loss of 28 VDC to one NAV receive will give LOC and/or GS comparator cau-
tion opposite side.
AP and YD will disconnect and warning comes on.
LOSS OF 26 VAC INVERTER:
No effect on LOC/GS.
ACTIONS
Perform GO AROUND.
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PAGE 20
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS
CONTENTS
Audio Integrating

4/1.1 Description
4/1.2 Operation
HF COM (OPTION)

4/2.1 Description
4/2.2 Operation
VHF COM
4/3.0 Highlights
4/3.1 Description
4/3.2 Operation
PA/Interphone

4/4.1 Description
4/4.2 Operation
ACARS (OPTION)

4/5.1 Description
4/5.2 Operation
UHF COM (OPTION)

4/6.1 Description
4/6.2 Operation
4 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS
4 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, AUDIO INTEGRATING
Description
1. GENERAL 2.2 Audio Control Panel (ACP)
The audio integrating system provides the pilots Two ACPs are installed in the cockpit, one for each
with intercom and audio control. pilot. The ACPs are furnished with slide levers for
volume control and a number of pushbuttons and
The VHF HF COM and HF COM (if installed) sys-
switches that allow various controls of the audio
tems, as well as audio signals from the radio navi-
system. The selected volume levels and switch set-
gation systems, are together with the cockpit and
tings are converted into digital data and sent to the
ground crew interconnected with the audio integrat-
REU for control of the systems interconnected with
ing system. The audio integrating system will then
the REU.
provide the pilot with a corresponding number of
audio channels, which can easily be selected and 2.3 Loudspeakers
controlled by any of the two Audio Control Panels.
The communication and the audio signals are lis- Two loudspeakers are installed in the cockpit above
tened to and spoken with by either headsets or each pilots head. The volume of the speakers are
cockpit loudspeakers and hand microphones. controlled by associated SPKR slide levers, L
speaker L ACP and R speaker R ACP. Aural warn-
All communication is recorded by the CVR (Cockpit
ing, GPWS, and PA chime signals have fixed audio
Voice Recorder). The Press To Transmit signals for
levels and can be heard regardless of volume set-
the COMs are recorded by the Flight data recorder.
ting.
2.4 Pilot jack panel
2.1 Remote Electronic Unit (REU) Two pilot jack panels provide connections of the
headsets to the REU, two kinds of standard head-
The Remote Electronic Unit, REU, which forms the
set connectors are accepted; PJ055B earphone
central part of the audio integrating system, serves
and PJ068 microphone or CANNON XLR type
as a distribution and switching center for the sys-
connectors. With Mod. No. 3144 installed, it is also
tems that are interconnected with the REU.
possible to connect headsets with active noise re-
For communication, two pilot jack panels provide duction.
connections of the headsets to the REU. There are
For oxygen mask use, a separate jack connects the
also two loudspeakers and hand microphones con-
mask microphone to the REU by the BOOM/MASK
nected to the REU for backup.
switch on associated ACP; L mask L ACP and R
The REU contains two identical circuit boards pow- mask R ACP. PA calls with the mask microphone
ered through their associated Audio Control Panel, can be made by pressing the PA button on the jack
ACP, by L and R BAT BUS. The circuit boards per- panel, also see AOM 4/4.1 and 4/4.2.
form switching and amplification as selected on the
ACP of cockpit intercom, HF and VHF COM audio 2.5 Observers jack panel
and of audio idents for VOR, ILS, MARKER, DME
The observers jack panel provides connection of
and ADF.
the observers headset to the REU. The same type
Aural warning, GPWS and PA chime signals have of connectors are accepted as for pilot jack panel. A
fixed audio levels and can be heard regardless of MIC switch provides on/off function of the observers
volume setting. microphone. There is also a PHONE switch which
allows the observer to listen to either the left or the
If one or both circuit boards should fail, the VHF
right pilots communication.
COMs can be bypassed the REU and switched
directly to the headsets by the NORM/EMER switch From a/c 180up a microphone jack is provided for
on associated ACP; VHF COM 1 to the L/P ACP the observers oxygen mask microphone, see Fig. 6.
and VHF COM 2 to the R/P ACP. The jack is in parallel with the observers jack panel
4/1.1
PAGE 1
Apr 01/15
Description
and does not require unplugging of the headset mi- and cockpit. Intercom volume is controlled with INT
crophone. slide lever on both ACPs. The white ground crew
light on the ground status panel will be on whenever
With Mod. No. 2600 installed, a hand microphone is
the ground crew headset is connected.
provided for the observer. This hand microphone
provides radio communication for the observer or The ground crew microphone can be switched on/
instructor on the jump seat. The hand microphone off by a switch on the ground crew headset control-
is connected in parallel with the left pilots hand mi- ling the REU.
crophone through a selector switch on the left ACP.
As an option the a/c can be provided with a cockpit
The selector switch controls which hand micro-
call button located beside the ground crew jack pan-
phone is active for transmission (left pilot or observ-
el. When the button is pressed a high low chime will
er). With the observer hand microphone selected, it
sound in the cockpit audio system.
is still possible for the pilot to transmit using the
PTT button on the ACP or control wheel.
2.6 Ground crew jack panel
The ground crew jack panel, located in the nose

wheel well, provides intercom between ground crew
4/1.1
PAGE 2
Apr 01/15
Description
Logic
ACP
L/P Cockpit speakers

Audio
Jack panel Flight data recorder
Cockpit voice recorder

PHONE
Observer Jack panel
switch
Audio
Jack panel
R/P
IDENT signal
Logic VOR
ACP
REU
PTT IDENT signal
LOC
Steering wheel
switch
L/P
R/P
REMOTE IDENT signal Marker
Hand Mic.
ELECTRONIC
UNIT
Chime IDENT signal
DME
Cockpit call *
Ground
crew Audio IDENT signal
ADF
Jack panel
Mic. ON/OFF
Cockpit Light
PA chime
Audio Aural warning

VHF COM
1 and 2 GPWS
Audio
HF COM
Audio
UHF COM *
* OPTION
A27894
Fig. 1 Audio integrating system schematic
4/1.1
PAGE 3
Apr 01/15
Description
XMIT SELECT pushbuttons.

Momentarily press associated button to
select COM/HF for transmitting (HF if
installed, COM 3 not used).
Selected button illuminates.
MIC switch.
HOT Headset or mask microphone is
continuously on in the intercom.
COLD The microphone is only on in the
intercom when the PTT is de-
pressed for transmission.
BOOM/MASK switch.
A A BOOM Headset microphone selected.

MASK Oxygen mask microphone
VOICE/IDENT switch. selected.
VOICE Voice signals only. NORM/EMER switch.
IDENT Both audio code and voice signals. NORM Control of the COMs is managed
by the ACP.
A AUDIO CONTROL PANEL EMER Bypass of the REU if the audio
system fails.
XMIT SELECT HOT Direct connection with the COM
MIC by headset and control wheel PTT
COLD
button only.
1 COM 2 COM 3 HF INT BOOM
For L side ACP; COM 1, L control
wheel PTT and L headset.
MASK
NORM For R side ACP; COM 2, R control
wheel PTT and R headset.
EMER Fixed volume.
1 NAV 2 MKR 1 ADF 2 PA SPKR
VOICE Loudspeaker volume.
Even if the volume is turned down, warning
IDENT signals and PA chime signals can still be
PTT
heard over the loudspeaker.
Volume controls.
Slide levers for volume control of
associated system, for example:
PTT button. INT intercom
Press To Transmit. MKR marker
PA cabin PA
(COM 3 not used)
A11576
Fig. 2 Audio Control Panel, ACP controls
4/1.1
PAGE 4
Apr 01/15
Description
B B GROUND STATUS PANEL
DOORS STATUS
CARGO R PROP
FUELING
DOOR BRAKE
MAIN MAIN DOOR

DOOR HANDLE
CREW EXT PWR

HATCH AVAIL
A A
Ground crew light.
A white light comes on when ground
crew headset is connected in the nose
wheel well.
A PILOTS JACK PANEL
Connection for oxygen mask

OXY BOOM microphone.
MASK
BOOM PA
Connections for headset.

Two types of connectors are accepted.
Interphone button.
Connects mask microphone to
PA/Interphone when pressed. See AOM
4/4.1 and 4/4.2.
ANR PWR
With Mod. No. 3144 installed:

Connection for power to ANR
headsets.
A28633
Fig. 3 Ground status and pilots jack panel jacks and lights (Left side shown)
4/1.1
PAGE 5
Apr 01/15
Description
A B COCKPIT LOUDSPEAKER
B B
A OBSERVERS JACK PANEL

Connections for headsets.
PHONE MIC BOOM
L/P HOT Two types of connectors are accepted.
R/P COLD
With Mod. No. 3144 installed:
Connection for power to ANR
headsets.
ANR PWR
PHONE (Audio) switch. MIC switch.

L/P Connects the observers HOT Headset microphone is continuously
headset to the left pilot audio. on in the intercom.
R/P Connects the observers COLD The microphone is switched off.
headset to the right pilot audio.
A28634
Fig. 4 Loudspeaker and observers jack panel controls and jacks
4/1.1
PAGE 6
Apr 01/15
Description
GROUND CREW JACK PANEL
COCKPIT CALL BUT-

TON
(option)
GROUND CREW HEADSET TALK

SWITCH
(schematic) Talk switch
Headset
Microphone plug
Earphone plug
A11579
Fig. 5 Ground crew station and schematic
4/1.1
PAGE 7
Apr 01/15
Description
4/1.1
PAGE 8
Apr 01/15
Description
OXY MASK
MIC
A11565
Fig. 6 Observers oxygen mask microphone jack
4/1.1
A/C 180 up PAGE 9
Apr 01/15
Description
4/1.1
A/C 180 up PAGE 10
Apr 01/15
Description
OBSERVER
MIC
OXY MASK
MIC
Connection for observer hand

microphone.
Observer hand microphone.
A29408
Fig. 7 Observers hand microphone jack
4/1.1
With Mod. No. 2600 installed PAGE 11
Apr 01/15
Description
XMIT SELECT HOT
MIC
COLD
A MIC OBSERVER SWITCH 1 COM 2 COM 3 HF INT BOOM
MASK
NORM
EMER
VOICE
IDENT
PTT
Observer/Pilot Hand Microphone selector switch (guarded)

This switch selects which hand microphone is active for transmission.
OBSVR Observer hand microphone selected.

PILOT Pilot hand microphone selected.
With the switch in the OBSVR position it is still possible for the pilot to use
the PTT buttons on the ACP and control wheel to transmit.
A29411
Fig. 8 Observer/pilot hand microphone switch
4/1.1
With Mod. No. 2600 installed PAGE 12
Apr 01/15
Description
Left pilot audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E10 AUDIO L

Right pilot audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L10 AUDIO R
Active Noise Reduction Headsets . . . . . . . . . . . . . RH AVIONIC BUS N19 ANR PWR
(If installed)
4/1.1
PAGE 13
Apr 01/15
Description
4/1.1
PAGE 14
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
The operation is described individually under each system which is connected to the Audio Integrating sys-
tem; VOR/ILS, DME, ADF, PA/INTERPHONE, VHF COM, HF COM and UHF COM.
3.1 LOSS OF COM- ACTIONS

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check for faulty headset by connecting them one at a time.
2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3. NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
COM 1, L audio control panel.
COM 2, R audio control panel.
Communication reestablished
4. The audio control panel failed.
Only the COM can be used with switch in EMER. All other functions
must be controlled by the opposite audio control panel.
The COM audio level becomes fixed and is not adjustable.
The PTT function can only be provided from the PTT button on the con-
trol wheel.
L ACP: COM 1 L control wheel.
R ACP: COM 2 R control wheel.
4. Communication lost.
3. If headsets failed use hand microphones and loudspeakers.
4/1.2
PAGE 1
Apr 01/15
Operation
3.2 COCKPIT IN- ACTIONS

TERCOM DEAD
1. CBs E10 (AUDIO L) and L10 (AUDIO R) . . . . . . . . CHECK/RESET
4/1.2
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, HF COM
Description
1. GENERAL There are also mode and squelch controls.
The HF 230 communication system provides a two- The clarifier permits the pitch of the received signal
way voice link in the high frequency range 2.0 to to be varied 100 Hz in all modes except AM.
22.9999 MHz. A 100 Hz frequency spacing allows
2.2 Transceiver and Power amplifier
selection of any one of 280 000 distinct frequencies.
The following communication modes can be se- The transceiver contains the frequency synthesizer
lected: and the channel program memory which will auto-
matically be tuned to the selected frequency/chan-
USB = Upper side band (single side band nel.
transmission).
The transceiver also contains the receiver/exciter.
LSB = Lower side band.
The exciter is a transmitter which produces a low
AM = Amplitude modulated. power signal (150 mW) which is applied to the Pow-
TEL SUP CAR and TEL PLT CAR= Telephone er amplifier during transmission, and amplified to a
mode. Half duplex operation on 176 prepro- 100 watt peak signal for all modes except 25 watt
grammed ITU radiotelephone channels. average signal for AM operation.
The system consists of a control unit in the cockpit, 2.3 Antenna coupler and Antenna
a transceiver and power amplifier in the avionics
rack and an antenna with antenna coupler in the tail Because the HF system operates over such a wild
section. frequency range, it is not possible to match the ac-
tual length of the aircraft HF antenna to each of the
Audio control and PTT are managed through the HF frequencies.
Audio Integrating system, all communication is
recorded by the CVR (Cockpit Voice Recorder) and The Antenna coupler function is to change its elec-
PTT by the Flight data recorder via the FDAU trical impedance and thereby tuning the antenna to
(Flight Data Acquisition Unit). each frequency and making the antenna appear to
the transmitted signal as if it were the ideal physical
2. MAIN COMPONENTS AND SUBSYSTEMS length.
2.1 Control unit During the tuning cycle which is started by a mo-
mentary PTT operation, the Antenna coupler re-
The principal part of the control unit is a micropro- quires from 5 to 15 seconds, during which a steady
cessor, the necessary controls and a frequency/ 1000 Hz tone will be heard. Within 1 second after
channel display. completion of the tuning cycle, tone will cease, indi-
Selected by the FREQ/CHAN switch, the two con- cating that the HF is ready for transmitting. Howev-
trol knobs provides frequency setting in 100 Hz er, should the Antenna coupler fail to tune within 30
seconds the 1000 Hz tone will begin to beep, indi-
spacing or setting of any of the 40 user preprogram-
cating a fault has occurred. The fault can be cleared
mable and 176 preprogrammed ITU telephone
by rechannelling and initiating a new tuning cycle.
channels.
4/2.1 O
COLLINS HF 230 PAGE 1
Apr 01/15
Description
CONTROL UNIT
MODE / SQUELCH /
FREQ CLARIFIER / TEST
COCPIT VOICE RECORDER
AUDIO INTEGRATING SYSTEM

TRANSCEIVER
PTT
TUNING
FAULT TRANSMIT /
TUNING FLIGHT DATA RECORDER
RECEIVE
POWER AMPLIFIER
TRANSMIT /
TUNING
RECEIVE
ANTENNA COUPLER
ANTENNA
A26866
Fig. 1 HF 230 system schematic
4/2.1 O
Apr 01/15
Description
Channel / Frequency select knobs.

Knob functions when selecting a descrete frequency: Knob functions when selecting a user programmed channel:
Left outer Selects the MHz digits (1 through 29 in the Left outer Rotate until it brings up user channel
FREQ kHz display. number 1 or 40. If user channel 1 is being
displayed, the next clockwise increment of
Left inner Selects the 100 kHz digit (0 through 9) in the knob will cause user channel 10 to be
(pushed in) the FREQ kHz display. displayed, then 20, 30 and 40. User chan
nels are designated by 1 or 2digit chan
Left inner Rotate to select between USB, AM and nels numbers appearing at the right side of
(pushed out) LSB modes. the CHAN display (the upper two or three
Photocell. digits are blanked).
Right outer Selects the 10 kHz digit (0 through 9)
Controls display brightness. in the FREQ kHz display. Left inner No effect on user channels.
(pushed in or
Right inner Selects the 1 kHz digit (0 through 9) pulled out)
(pushed in) in the FREQ kHz display.
R Receive. Right outer With user channel 1 displayed, clockwise
Right inner Selects the 100 kHz digit (0 through 9) rotation of this knob will increment
T Transmit. (pulled out) in the FREQ kHz display. through the 40 user channels one channel
at a time. The next increment past user
Channel/Mode/Frequency display. channel 40 will cause the lowest ITU chan
nel number (401) to be called up. With
user channel 40 displayed, counterclock
wise rotation of the right outer knob will
OFF/Volume control. HF CONTROL UNIT decrement through the 40 user channels,
1 channel at a time. The next decrement
Turning the control clockwise out of the CHAN MODE FREQ KHZ past user channel 1 will cause the highest.
detent applies power to the system. USB R
ITU channel number (2240) to be called up.
Right inner No effcect on user channels.
Continued clockwise rotation increases the HF (pushed in or
audio volume. The volume control works in pulled out)
conjunction with the HF volume lever on the CHAN FREQ PGM, program button.
Knob functions when selecting an ITU telephone channel:
ACP (Audio Control Panel), both controls V CLAR+ S PGM PULL
MODE
PULL
100 Provides storage of frequencies in the 40 user
have to be set, see operation AOM 4/2.2. OFF TST programmable channels. Left outer This knob is used to select the ITU band
There are three types of channels that can be (the one or two lefthand digits in the CHAN
programmed: display). Clockwise rotation of the knob
increments the CHAN display to the next
Halfduplex. higher ITU band and counterclockwise
CLAR, clarifier control. The user programs two different frequencies, rotation decrements to the next lower ITU
one for receive and one for transmit. The user band. If ITU channel 401 is being displayed,
Permits the received signal to be varied also assigns one of the available operating the next clockwise increment of the knob
100 Hz to improve audio clarity when re modes (USB, LSB, AM, TEL SUP CAR or will cause ITU channel 601 to be displayed,
ceiving slightly off frequency USB, LSB or TEL PLT CAR) to the selected channel. then 801, 1201, 1601 and 2201. Rollover
Half duplex operation is used by the maritime occurs between the top ITU band (22 MHz)
telephone signals. and user programmed channel number 1
radiotelephone network (public correspon and between the lowest ITU band (4 MHz)
Does not affect AM reception, and it is dis dence) stations. and user programmed channel number 40.
abled during transmit or when the control is Simplex.
The user programs the same frequency for Left inner No effect on ITU channels.
positioned to OFF. receive and for transmit. The user also (pushed in)
assigns one of the available operating modes
(USB, LSB, AM, TEL SUP CAR or TEL PLT Left inner Rotate to select between TEL SUP CAR
(pulled out) and TEL PLT CAR modes.
Squelch control. CAR) to the selected channel. Simplex
operation is used by ARNIC, ATC (Air Traffic Right outer This knob selects the indicidual channel
Rotate clockwise to mute undesired back Control) and others. number within the ITU band (the two right
ground noise. Recevieonly. hand digits in the CHAN display). If the
The user programs a frequency for receive channel number is incremented beyond the
TSTsquelch is deactivated (maximum and asssigns one of the available operating highest channel for that band, the lowest
background noise). modes (USB, LSB, AM, TEL SUP CAR or channel for the next higher band will
appear. For example, if ITU channel 426 is
TEL PLT CAR) but does not program a being displayed, the next clockwise incre
transmit frequency. The transmitter and ment of the knob will cause ITU channel
Channel/Frequency selector. power amplifier are locked out and can not 601 to be displayed. Likewise, decrementing
be used when a channel has been program below the lowest channel in a band will
Selects either channel mode or descrete med for receiveonly operation. Receiveonly select the highest channel in the next
frequency mode of operation. channels are used to listen to frequency lower band.
standards (WWV for example) time, weather,
Right inner No effect on ITU channels.
Omega status, and geophysical alert broad (pushed in or
casts to name just a few. pulled out)
A26534
Fig. 2 HF COM controls
4/2.1 O
Apr 01/15
Description
4/2.1 O
Apr 01/15
Description
A/P
D
I
S
C
A CONTROL WHEEL
PTT
PTT BUTTON
B HAND MICROPHONE
C B A B C
C AUDIO CONTROL PANEL, ACP

HOT
XMIT SELECT
MIC
COLD
HF XMIT SELECT button.

MASK
NORM
EMER
HF Volume control lever.
VOICE
IDENT
PTT
PTT button.
C0675
Press To Transmit.
Fig. 3 HF COM controls
4/2.1 O
PAGE 5
Apr 01/15
Description
HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONICS BUS E14 COM HF
4/2.1 O
PAGE 6
Apr 01/15
Operation
HF230 COM SYSTEM

For more detailed information see
Collins Pilots Guide for HF230
1. LIMITATIONS
Do not tune or transmit on HF during refueling.
2. NORMAL OPERATION
2.1 POWER UP 1. L AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Power is supplied to the HF by L AVION switch ON.

2. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Set lever to approximately middle position.

3. Squelch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TST
4. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE
Set lever to proper volume.

Rotating the volume control clockwise out of detent applies power to the
HF.
NOTE
Allow 15 minutes warmup before use.
2.2 USER The 40 user programmable channels can be easily programmed on ground or
CHANNELS in flight. All programmed information is stored in nonvolatile memory and can
PROGRAMM be easily recalled by selecting the desired user channel number.
ING
There are three types of channels that can be programmed:
A. Half duplex.
The user programs two different frequencies, one for receive and one for
transmit. The user also assigns one of the available operating modes (USB,
LSB, AM, TEL SUP CAR or TEL PLT CAR) to the selected channel. Half du-
plex operation is used by the maritime radiotelephone network (public corre-
spondence) stations.
1. Ensure that the CHAN/FREQ selector is in the CHAN position.
(Contd)
4/2.2 O
Apr 01/15
Operation
(Contd)
2. Select the desired user channel.
Rotate the left outer channel select knob in either direction until user channel 1
or 40 appears at the right side of the CHAN display. Then use the right outer
channel select knob to select the desired channel number (from 1 to 40) to
program.
3. Initiate program mode.
Press the program (PGM) button once to initiate the programming sequence.
At this point, the entire display will begin to slowly blink.
4. Enter the receive frequency and mode of operation.
Set the desired receive frequency using the four frequency select knobs. The
receive frequency will appear in the FREQ kHz display. Next, select the de-
sired operating mode (USB, LSB, AM, TEL SUP CAR or TEL PLT CAR) by
pulling out the PULL MODE knob and rotating it until the appropriate mode
appears in the MODE display.
5. Store the receive frequency and mode of operation.
With the desired receive frequency and mode being displayed, press the
PGM button once again to store the data. The display will blank for a short
period of time to confirm storage.
6. Enter and store the transmit frequency.
When the display returns, it will be blinking faster with the transmit frequency
displayed (initially this is the same as the already programmed receive fre-
quency). At this point, the operator have approximately 20 seconds to begin
entering the desired transmit frequency. If no changes are made during the
next 20 sec. the currently displayed transmit frequency will become invalid
and a receiveonly channel have been created. Set the desired transmit fre-
quency using the four frequency select knobs.
With the desired transmit frequency shown in the FREQ kHz display, press
the PGM button once again to store the data. As before, the display will blank
for a short period of time to confirm the storage. The display will then return to
normal with the new channel data (channel number, mode and receive fre-
quency) showing.
B. Simplex
The user programs the same frequency for receive and for transmit. The user
also assigns one of the available operating modes (USB, LSB, AM, TEL SUP
CAR and TEL PLT CAR) to the selected channel. Simplex operation is used
by ARINC, ATC (Air Traffic Control) and others.
(Contd)
4/2.2 O
Apr 01/15
Operation
(Contd)
program.
Set the desired simplex receive (and transmit) frequency using the four fre-
quency select knobs. The selected frequency will appear in the FREQ kHz
display. Next, select the desired operating mode (USB, LSB, AM, TEL SUP
CAR or TEL PLT CAR) by pulling out the PULL MODE knob and rotating it
until the appropriate mode appears in the MODE display.
With the desired simplex frequency and mode being displayed, press the
6. Store the transmit frequency.
When the display returns, it will be blinking faster with the simplex transmit
frequency displayed (this is the same as the already programmed receive fre-
quency). At this point, the operator have approximately 20 seconds to com-
plete the simplex programming operation. If no changes are made during the
next 20 seconds, the currently displayed transmit frequency will become in-
valid and a receiveonly channel have been created. Press the PGM button
once again to store the frequency. As before, the display will blank for a short
period of time to confirm storage. The display will then return to normal with
the new channel data (channel number, mode and simplex frequency) show-
ing.
C. Receiveonly
The user programs a frequency for receive and assigns one of the available
operating modes (USB, LSB, TEL SUP CAR or TEL PLT CAR) but does not
program a transmit frequency. The transmitter and power amplifier are locked
out and can not be used when a channel has been programmed for receive
only operation. Receiveonly channels are used to listen to frequency stan-
dards (WWV for example), time, weather, Omega status and geophysical
alert broadcasts to name just a few.
(Contd)
4/2.2 O
Apr 01/15
Operation
(Contd)
program.
Set the desired receive frequency using the four frequency select knobs. The
selected frequency will appear in the FREQ kHz display. Next, select the de-
sired operating mode (USB, LSB, AM, TEL SUP CAR or TEL PLT CAR) by
pulling out the PULL MODE knob and rotating it until the appropriate mode
appears in the MODE display.
With the desired receive frequency and mode being displayed, press the
6. Terminate the programming sequence.
When the display returns, it will be blinking faster with the simplex transmit
frequency displayed(this is the same as the already programmed receive fre-
quency. At this point, the operator can terminate the programming sequence
in any of the three ways.
a. By momentarily pressing any PTT button.
b. By positioning the CHAN/FREQ selector to FREQ and then back to
CHAN.
c. By waiting for the 20 second timer to run out
(this is the preferred method).
When the programming sequence is terminated, the display will return to nor-
mal with the new channel data (Channel number, mode and receiveonly fre-
quency) showing.
4/2.2 O
Apr 01/15
Operation
WARNING
2.3 FREQUENCY/ Do not tune or transmit on HF system during fueling since fire and/or injury to
CHANNEL TUN- personnel may result.
ING
1. XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . PRESS
Check to be illuminated.
2. CLAR, clarifier control . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Frequency selection
3. CHAN/FREQ selector . . . . . . . . . . . . . . . . . . . . . . . FREQ
4. Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
The HF will mute when selecting a new frequency. Wait until the HF is
no longer muted before continuing the tuning procedure.
5. PULL MODE knob . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT.
Select mode of operation.

Successful HF communications depend on compatibility between the
airborne and the ground station. It is extremely important that the oper-
ator select the same operating mode on the HF that the ground station
the operator wish to contact will be using. The USB mode is the most
popular operating mode for airborne HF ssb communications and
should normally be tried first unless it is known that the ground station is
operating in another mode.
Proceed with item 6 below.
Channel selection
3. CHAN/FREQ selector . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAN
4. Channel number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Use any of the two selectors.

The HF will mute when selecting a new channel. Wait until the HF is no lon-
ger muted before continuing the tuning procedure.
(Contd)
4/2.2 O
Apr 01/15
Operation
(Contd)
5. PULL MODE knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS
REQUIRED
Pulling out and rotating the PULL MODE knob when one of the 176 ITU
channels is selected cycles the system between TEL SUP CAR and TEL
PLT CAR mode.
All five of the modes (USB, AM, LSB, TEL SUP CAR and TEL PLT CAR)
are available for use on the user programmable channels. However, if one
of the 40 user programmable channels is selected and the PULL MODE
knob is pulled out and rotated, no mode changes will occur. This is because
the modes for these channels are selected and stored in nonvolatile
memory during the programming sequence.
6. PTT (Press To Transmit) button . . . . . . . . . . . . . . . . . . . PRESS
MOMENTARILY
Depress switch momentarily to initiate antenna tuning. This is indicated by

a a 1000 Hz tone and takes from 5 to 15 seconds.
When the tone stops, the HF system is ready for use.
If the antenna does not tune after approx. 35 to 40 seconds, the steady
1000 Hz tone will begin to beep, indicating a fault has occurred. To clear the
fault, simply rotate one of the frequency/channel select knobs away from
and then back to the desired frequency or channel and initiate another tun-
ing cycle by momentarily pressing the microphone ptt button. The 1000 Hz
tone should again be present and then disappear at the end of the tuning
cycle. If the beeping recurs, try the clearing procedure a second time; if a
fault is still indicated, there is probably an equipment malfunction.
WARNING
2.4 COMMUNICA- Do not tune or transmit on HF system during fueling since fire and/or injury to
TION personnel may result.
RECEIVE
1. HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . ADJUST
Use headset or handmicrophone and loudspeaker.

2. CLAR, clarifier control . . . . . . . . . . . . . . . . . . . . . . . SET
Start with the control at OFF and turn clockwise to improve audio clarity
when receiving slightly off frequency USB, LSB or telephone signals.
Does not affect AM reception, and it is disabled during transmit or when
the control is positioned to OFF.
(Contd)
4/2.2 O
Apr 01/15
Operation
(Contd)
3. Squelch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Start with the control at TST and turn clockwise until background noise
is barely audible.
Do not rotate squelch control too fast. Squelch circuit has a relatively
long time constant and rotating knob knob too far may result in missed
calls on some of the weaker signals.
Setting the squelch control too far clockwise can result in blocking out
weak signals. The operator will find that there are times (depending on
prevailing conditions) when it will be necessary to maintain satisfactory
reception. This is because of conditions relating to propagation and the
ionosphere that causes the HF receiver to have to operate with a signal
that is subject to considerable fading and which is only marginally
strong (unlike the conventional VHF which normally operates with a
strong lineofsight, nonfading signal).
4. HF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . READJUST
If necessary, compensate squelch by increased volume.

Always be prepared to meet fading by increased volume.
Transmit
1. XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . SELECT
Check to be illuminating.
2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
CAUTION
HF transmission disturbs the ADF system.
NOTE
The HF must be returned each time changing to new channel or frequency, be-
fore transmitting.
4/2.2 O
Apr 01/15
Operation

MUNICATION
1. SQUELCH control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. CLAR (clarifier) control . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Channel/Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETUNE
4. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
6. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.2 ANTENNA INDICATIONS

COUPLER
If the antenna coupler does not tune after approximately 35 to 40 seconds, the
DOES NOT
steady 1000 Hz tone will begin to beep, indicating a fault has occurred.
TUNE
ACTIONS
1. To clear the fault, simply rotate one of the frequency/channel select knobs
away from and then back to the desired frequency or channel and initiate
another turning cycle by momentarily pressing the microphone PTT but-
ton. The 1000 Hz tone should again be present and then disappear at the
end of the turning cycle. If the beeping recurs, try the clearing procedure a
second time; if a fault is still indicated, there is probably an equipment mal-
function.
3.3 HF COM DEAD ACTIONS
1. CB E14 (HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET

3.4 EQUIPMENT If the receive (R) or transmit (T) annunciators on the HF control unit start to
MALFUNCTION flash indicates that the receive or transmit (as applicable) frequency data from
the Transceiver does not match that being sent by the HF control unit. An
equipment malfunction is probable and the HF system should be checked by
maintenance personnel.
4/2.2 O
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, VHF COM
Highlights
DESCRIPTION/OPERATION
0.1 VHF COM frequency range
Without mod. no. 2060 embodied:

The frequency range of the VHF COM is 118.000 to 135.975 MHz.
4/3.0
PAGE 1
Apr 01/15
Highlights
4/3.0
PAGE 2
Apr 01/15
Description
1. GENERAL The control unit is also provided with a gas dis-

charge type of display for two frequencies, one ac-
There are two identical VHF communication sys-
tive and one standby. The display will indicate TX
tems independent of each other. The frequency
when the Press To Transmit (PTT) button is oper-
range is 118.000 to 136.975 MHz selectable in 25
ated.
kHz steps. With Mod. No. 3499 the frequency range
is 118.000 to 151.975 MHz selectable in 8.33 kHz A programmable Memory facility is also contained
steps. in the control unit. The memory provides six prepro-
grammed frequencies. To select a Memory frequen-
With Mod. No. 2938 the 25 kHz space has been
cy, simply step through the Memory by operating
modified with three frequencies, each with 8.33 kHz
the XFR/MEM switch momentarily in MEM position.
spacing. These frequencies are referred to as
channels, since the displayed frequency is not the The control unit also has a squelch function which
actual frequency tuned. For example, a frequency is active as long as the NORM/SQ OFF selector is
with 25 kHz spacing, as 118.000 MHz, can now be in the NORM position.
selected with 8.33 kHz spacing by, in this case, se-
2.2 Transceiver
lecting 118.005 on the control unit. If 118.010 is se-
lected the actual frequency tuned is 118.008 MHz. The transceiver produces an amplitude modulated
118.017 MHz is tuned by selecting 118.015 etc. signal of the selected frequency and this signal is
This method ensures that the equipment will always directly fed to the antenna. In reception mode, the
operate in the proper spacing mode. In practice this selected frequency is demodulated and the gener-
will not cause any confusion, since the pilot will be ated audio signal is transferred to the Audio Inte-
asked to tune a channel as if it was a frequency. grating System for distribution.
The control unit is also modified with three decimal
places to ensure proper frequency/channel selec-
tion.
Antenna
The control units are located on the center pedes-
tal. The COM 1 antenna is mounted on the top of
the fuselage and the COM 2 antenna is mounted on
the bottom of the fuselage. Audio Integrating System
VHF COM
NOTE Transceiver
Due to fuel tank probe wiring, fuel quantity indica- Digital Flight Data Recorder
tion may momentarily change (less than 1% of full
scale indication) when transmitting on COM 2.
Cockpit Voice Recorder
The transmission (PTT button keying) is recorded
on the Digital Flight Data Recorder (DFDR) via the
Flight Data Acquisition Unit (FDAU). The commu-
nication will also be recorded by the Cockpit Voice
Recorder via the Audio Integrating System. Selected
frequency
2. MAIN COMPONENT AND SUBSYSTEMS
2.1 Control unit Control

Unit
The control unit contains a microprocessor which
decodes selector and switch position and generates
a frequency information which is transferred to the Fig. 1 VHF COM schematic
transceiver as a data code.
4/3.1 C
COLLINS PRO LINE II PAGE 1
Apr 01/15
Description
Frequency display
Upper display Active frequency (ACT).
Lower display Standby frequency.
NOTE:
With Mod. No. 2938 installed, three decimal digits will be shown.
MEM Memory frequencies available
TX Indicates transmitting.
XFR/MEM switch
When switched momentarily to:
XFR Standby frequency moves to upper displayand
becomes active.
Former active frequency moves to lower display
and becomes standby.
A tone will be heard when interchanging the
active/standby frequencies.
A MEM Steps through the six preprogrammed
frequencies.
A COM CONTROL UNIT After frequency choice, set XFR/MEM switch to
WITH MEMORY XFR position to activate memory frequency.
COLLINS
A
XFR
C Function selector
T
NORM Squelch function active.
MEM TX MEM SQ OFF Squelch function disabled.
SQ
NORM OFF
COM
STO Frequency selector
Large knob Controls the three left digits
TEST ACT in 1 MHz steps.
Small knob Controls the two (three) right digits in
50 kHz steps or 25 (8.33) kHz steps for the
first two steps after the direction of rotation
has been reversed.
When selecting XXX.X25 or XXX.X75, only 2 or 7
will be displayed.
Photocell
Controls display brightness.
ACT button
When depressed for more than 2 seconds:
STO button Standby frequency display goes off.
Frequency selector controls active frequency display.
Select memory cell to program (CH.) with XFR/ For return to normal:
MEM switch then momentarily press STO button: Depress for more than 2 seconds.
Control unit enters Program mode.
Set up frequency with frequency selector.
Press STO button to store frequency. TEST button
XFR/MEM switch for next memory cell (CH.) When momentarily pressed:
No activation for 3 sec, returns display to normal. Control unit enters and displays Diagnostic Fail Code
mode.
Two tones will be heard.
C0806
(For maintenance purpose).
Fig. 2 VHF COM controls
4/3.1 C
Apr 01/15
Description
1. GENERAL a frequency information which is transferred to the

transceiver as a data code.
tems independent of each other. The frequency Two frequencies can be selected and displayed. By
range is 118.000 to 136.975 MHz selectable in 25 means of a transfer button the operator can select
kHz steps. one frequency to be active and the other one as
standby. The active one will be indicated by a T
ated.
channels, since the displayed frequency is not the The control unit is provided with a squelch function
actual frequency tuned. For example, a frequency which can be disabled by pulling out the PULL
with 25 kHz spacing, as 118.000 MHz, can now be TEST knob.
selected with 8.33 kHz spacing by, in this case, se-
2.2 Transceiver
lecting 118.005 on the control unit. If 118.010 is se-
lected the actual frequency tuned is 118.008 MHz. The transceiver produces an amplitude modulated
118.017 MHz is tuned by selecting 118.015 etc. signal of the selected frequency and this signal is
This method ensures that the equipment will always directly fed to the antenna. In reception mode, the
operate in the proper spacing mode. In practice this selected frequency is demodulated and the gener-
will not cause any confusion, since the pilot will be ated audio signal is transferred to the Audio Inte-
asked to tune a channel as if it was a frequency. grating System for distribution.
tion.
Antenna
the bottom of the fuselage. Audio Integrating System
VHF COM
NOTE Transceiver
Due to fuel tank probe wiring, fuel quantity indica- Digital Flight Data Recorder
nication will also be recorded by the Cockpit Voice
Recorder via the Audio Integrating System. Selected
frequency
2.1 Control unit Control

Unit
Fig. 1 VHF COM schematic
4/3.1 K
KING PAGE 1
Apr 01/15
Description
Frequency display.
UPPER Displays active frequency. When
transmitting, a T is displayed at the
right of the active frequency display.
Lower Displays standby (SBY) frequency.
NOTE: With Mod. No. 2938 installed, three
decimal digits will be shown.
Photocell.
A COM CONTROL UNIT
Transfer button.
When momentarily pressed:
T
Standby frequency moves to upper display
and becomes active. Former active frequency
S
B moves to lower display and becomes standby.
Y
When depressed for more than 2 sec:
Standby frequency display goes off.
Frequency selectors control active frequency
PULL display.
TEST
When pressed again momentarily:
Standby frequency displayed again and func-
tion back to normal.
Frequency selector.
Large knob Controls the three left digits
in 1 MHz steps.
PULL TEST knob. Small knob Controls the two (three) right digits
When switch is pulled the squelch in 50 kHz steps and in 25 (8.33)
becomes disabled. kHz steps when the knob is pulled
out.
Knob pushed in the squelch becomes
active again. When selecting XXX.X25 or XXX.X75, only 2 or 7
will be displayed.
A21308
4/3.1 K
KING PAGE 2
Apr 01/15
Description
1. GENERAL one frequency to be active and the other one as

standby. The active one will be indicated by a T
tems independent of each other. The frequency
ated.
range is 118.000 to 136.975 MHz selectable in 25
kHz steps. A programmable Memory facility is also contained
in the control unit. The memory provides eight pre-
programmed frequencies, by momentarily pressing
the CHAN button and thereafter, choose frequency
by means of the frequency selector.
channels, since the displayed frequency is not the
actual frequency tuned. For example, a frequency The control unit is provided with a squelch function
with 25 kHz spacing, as 118.000 MHz, can now be which can be disable by pressing the PUSH TEST
selected with 8.33 kHz spacing by, in this case, se- button.
lecting 118.005 on the control unit. If 118.010 is se- The displays are dimmable and controlled by a pho-
lected the actual frequency tuned is 118.008 MHz. tocell to give the adequate brightness.
118.017 MHz is tuned by selecting 118.015 etc.
This method ensures that the equipment will always 2.2 Transceiver
operate in the proper spacing mode. In practice this
The transceiver produces an amplitude modulated
will not cause any confusion, since the pilot will be
signal of the selected frequency and this signal is
asked to tune a channel as if it was a frequency.
directly fed to the antenna. In reception mode, the
selected frequency is demodulated and the gener-
ated audio signal is transferred to the Audio Inte-
tion.
grating System for distribution.
the bottom of the fuselage. Antenna
NOTE
Due to fuel tank probe wiring, fuel quantity indica- Audio Integrating System
VHF COM
Transceiver
Digital Flight Data Recorder
nication will also be recorded by the Cockpit Voice Cockpit Voice Recorder
Recorder via the Audio Integrating System.
2.1 Control unit Selected

frequency
a frequency information which is transferred to the Control
transceiver as a data code. Unit
Two frequencies can be selected and displayed. By
means of a transfer button the operator can select Fig. 1 VHF COM schematic
4/3.1 KO
KING MEMORY PAGE 1
Apr 01/15
Description

A Frequency display
Upper:
Displays active frequency. When transmitting, a T is
displayed at the right of the active frequency display.
Lower
Displays standby (SBY) frequency.
NOTE: With Mod. No. 2938 installed, three decimal digits
will be shown.
Photocell
A COM CONTROL UNIT Transfer button.

WITH MEMORY
Standby frequency moves to upper display and be-
T
comes active. Former active frequency moves to low-
er display and becomes standby.
When depressed for more than 2 sec:
S
B Standby frequency display goes off. Frequency se-
Y
lectors control active frequency display.
Standby frequency displayed again and function
PUSH back to normal.
TST When pressed in CHANNEL mode:
Selected frequency becomes active and former ac-
CHAN tive frequency becomes standby.
When pressed in PROGRAM mode:
Frequency selector controls either one of Upper/Lo-
wer display for setup of Memory.
CHAN button
Unit enters 8 frequencies CHANNEL mode.
Select frequency with frequency selector then press Frequency selector
CHAN or wait for 5 sec (also see Transfer button). Large knob
When depressed and hold for more than 2 sec: Controls the three left digits in 1 MHz steps.
Unit enters PROGRAM mode for 8 frequencies. Small knob
Select CHANNEL to programmed, then momentarily Controls the two (three) right digits in 50 kHz steps and
press Transfer button. in 25 (8.33) kHz steps when the knob is pulled out.
Select frequency to be stored. (Flashing display indi- When selecting XXX.X25 or XXX.X75, only 2 or 7 will be
cates which display is controlled by the frequency se- displayed.
lector.)
For return to Normal, press CHAN or wait for 20 sec.
PUSH TEST button
When button is pushed the squelch becomes disab-
led.
Next push, the squelch becomes active again.
A21308
4/3.1 KO
KING MEMORY PAGE 2
Apr 01/15
Description
A/P
D
I
S
C
A CONTROL WHEEL
PTT
PTT BUTTON
B HAND MICROPHONE
C B A B C
XMIT SELECT button.

Momentarily press associated button to select
C AUDIO CONTROL PANEL, ACP COM for transmitting (COM 3 not used, ex-
HOT
cept with Mod. No. 3142 installed ).
XMIT SELECT
MIC
COLD
BOOM
NORM/EMER switch.
1 COM 2 COM 3 HF INT
NORM Control of the COM:s are managed
by the ACP.
MASK
NORM EMER Bypass of the REU if the audio
system fails.
EMER Direct connection with the COM by
VOICE
headset and control wheel PTT
button only.
For L side ACP; COM 1, L control
IDENT
PTT
wheel PTT and L headset.
For R side ACP; COM 2, R control
wheel PTT and R headset.
Fixed volume.
PTT button. Volume control for COM 1, and COM 2.

A28636
Press To Transmit.
4/3.1
PAGE 3
Apr 01/15
Description
B PILOTS JACK PANEL
OXY BOOM
MASK
BOOM PA
1. 3.
B A A B
2.
A AUDIO CONTROL PANEL

XMIT SELECT HOT Oxygen mask use.
MIC
The oxygen mask microphone plug is
COLD
1 COM 2 COM 3 HF INT BOOM normally connected to the OXY MASK re-
ceptacle (1) and with the BOOM/MASK
MASK
NORM
switch (2) set to MASK when oxygen mask
in use.
EMER If the ACP fails and/or NORM/EMER switch
1 NAV 2 MKR 1 ADF 2 PA SPKR is set to EMER when oxygen mask in use,
VOICE
the oxygen mask microphone plug must be
connected to the BOOM microphone recep-
IDENT
tacle (3) to provide microphone function.
PTT
Disconnect the headset microphone plug
and connect the oxygen mask microphone
plug.
A27911
Fig. 4 ACP failure and NORM EMERG switch oxygen mask use
4/3.1
PAGE 4
Apr 01/15
Description
VHF 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AVIONIC BUS E13 VHF COM 1

VHF 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L12 VHF COM 2
4/3.1
PAGE 5
Apr 01/15
Description
4/3.1
PAGE 6
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. ESS, L and R AVION switches . . . . . . . . . . . . . . . . . . . ON
The VHF COM systems are switched ON/OFF by ESS (COM 1) and R AVI-
ON (COM 2) switches.
2.2 VHF COM SYS- 1. TEST button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND
TEM TEST HOLD.
Control unit enters and displays Diagnostic Fail Code

Two tones will be heard.
2. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
2.3 PROGRAM- The Control unit contains six programmable memorycells.

MING OF THE
FREQUENCY 1. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS.
MEMORY
Momentarily press switch to select memorycell to be programmed.
2. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
Momentarily press STO to enter program mode.

3. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY.
Set frequency in memorycell.

4. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
Momentarily press STO to enter program frequency.

Control unit will also return to normal.
5. To set up next memory frequency, proceed with item 1 above.
No activity for 3 seconds will return Control unit to normal display.
4/3.2 C
Apr 01/15
Operation
2.4 COMMUNICA- Frequency set up

TIONS
1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY.

Frequency set up from memory
1. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS

2. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
Momentarily press switch to XFR, will make chosen memory frequency ac-
tive.
Receiving
3. COM volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Use headsets or hand microphones and loudspeakers.
4. NORM/SQ OFF selector . . . . . . . . . . . . . . . . . . . . . CHECK
Selector normally in NORMposition. However, it may be necessary to

deactivate squelch (SQ OFF) to receive weak signals.
Transmitting
3. XMIT SELECT COM 1/COM 2 . . . . . . . . . . . . . . . . . . SELECT
Check button to be illuminating.

PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check a T to appear right of active frequency.
4. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . PRESS
4. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
After message.
NOTE
For Collins Pro Line II VHF COM:
If transmitting on one COM with a frequency separation of 6.4 MHz or less be-
tween the two COMs, the other COM will be blocked out from receiving.
4/3.2 C
Apr 01/15
Operation

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

trol wheel.
3. If headsets failed use handmicrophones and loudspeakers.
3.2 VHF DEAD ACTIONS

1. CBs, E13 (COM 1), L12 (COM 2) . . . . . . . . . . . . . . . CHECK/RESET
4/3.2 C
Apr 01/15
Operation
4/3.2 C
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
The VHF COM systems are switched ON/OFF by ESS (COM 1) and R
AVION (COM 2) switches.
2.2 COMMUNICA- 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

TIONS
Receiving
2. COM volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED.
Use headset or hand microphones and loudspeakers.
3. PULL TEST knob . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Knob normally in pushed position. However, it may be necessary to

deactivate squelch (Pull knob) to receive weak signals.
Transmitting
2. XMIT SELECT COM 1/COM 2 . . . . . . . . . . . . . . . . . . SELECT.
Check button to be illuminated.

PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
3. PTT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . PRESS
3. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
After message.
NOTE
For King VHF COM:
If transmitting on one COM with a frequency separation of 12.8 MHz or less
between the two COMs, the other COM will be blocked out from receiving.
4/3.2 K
KING PAGE 1
Apr 01/15
Operation

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.

trol wheel.

4/3.2 K
KING PAGE 2
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
The VHF COM systems are switched ON/OFF by ESS (COM 1) and R AVI-
ON (COM 2) switches.
2.2 PROGRAM- The Control unit contains six programmable memorycells.

MING OF THE
FREQUENCY 1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC.
MEMORY
Momentarily press CHAN button for more than 2 seconds to enter program
mode.
2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

MEMORYCELL.
3. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
When momentarily pressed fives frequency selector over either upper or

lower display.
Controlled display is flashing.
4. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY.
Any of the two knobs will control the memorycells.

To program next frequency
5. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.

For return of Control unit to normal display
5. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
No activity for 20 seconds will also return control unit to normal display.
4/3.2 KO
KING MEMORY PAGE 1
Apr 01/15
Operation
2.3 COMMUNICA- Frequency set up

TIONS
1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY.

Frequency set up from the memory
1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
Momentarily press CHAN to enter the frequency memory.

2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOSE MEMORY
FREQUENCY.
Any of the two knobs will control the memorycell.

3. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
Momentarily press Transfer button to make chosen memory frequency

active.
Or, no active for 5 seconds will make chosen memory frequency standy
(SBY).
Receiving
4. COM volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED.
Use headsets or hand microphones and loudspeakers.
5. PUSH TEST button . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
First punch squelch deactivated, next push

squelch activated again.
Sometimes it may be necessary to deactivate the squelch to receive
weak signals.
Transmitting
4. XMIT SELECT COM 1/COM 2 . . . . . . . . . . . . . . . . . . SELECT.

PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
5. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRESS.
(Contd)
4/3.2 KO
KING MEMORY PAGE 2
Apr 01/15
Operation
(Contd)
5. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
After message.
NOTE
For King VHF COM:
If transmitting on one COM with a frequency separation of 12.8 MHz or less be-
tween the two COMs, the other COM will be blocked out from receiving.
4/3.2 KO
KING MEMORY PAGE 3
Apr 01/15
Operation

MUNICATION
1. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.

trol wheel.

4/3.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/INTERPHONE
Description
1. GENERAL 2.2 Cockpit/cabin interphone
The Passenger Address (PA) and Interphone are The similar type of interphones is used in cockpit
two combined systems, utilizing the same amplifier and cabin. The handset is provided with noise can-
unit (PA amplifier) located in the avionics rack. celling microphone. There are three buttonlights on
top of the cradle, PA, CALL and EMER. The upper
The PA system provides the passengers with cabin
half of the buttonlight is lit to identify the function.
attendant call buttons which gives a HI chime tone
The lower half of the buttonlight will come on to indi-
in the cabin loudspeaker system for attention.
cate the function in use. The amplifiers for the inter-
The HI chime tone will also be heard as soon as phone system are located in the cradles. The cabin
NO SMOKING or SEAT BELT signs are oper- interphone is protected against inadvertent use,
ated on/off. therefore the handset must be released before se-
For boarding music etc., an entertainment system lecting a buttonlight.
can easily be connected to the PA system. 2.3 Loudspeakers
The Interphone system provides communication via
There are six loudspeakers in the cabin evenly dis-
two interphones, between cockpit and cabin crew
tributed above the passenger seats and one in the
and also for giving messages to the passengers.
lavatory area.
There are also three lights PA, CALL and EMER,
which together with HILOW chime tone, alerts the
cockpit/cabin crews about any calls.
The Interphone gives the following communications:
Cockpit to passenger.
Cockpit to cabin attendant.
Cabin attendant to cockpit.
Cabin attendant to passenger.
The PA system has the following functions:
Cabin attendant call buttons.
NO SMOKING/ SEAT BELT signs.
Loudspeakers for distribution of messages.
Boarding music/entertainment systems.
2.1 PA AMPLIFIER
The PA amplifier basically consists of an amplifier

circuit and a chime generator circuit.
Audio signals from the cockpit and cabin inter-
phones are amplified as well as HI and LOW chime
tones created by the chime generator. HI chime is a
585 Hz tone and LOW chime is a 495 Hz tone. The
PA amplifier also distributes the audio signals out to
the cabin loudspeakers.
The amplifier has two fixed audio levels, one low
level and one increased level for engine/propeller
noise compensation, controlled by engine oil pres-
sure.
4/4.1 S1
A/C 160379 PAGE 1
Dec 01/15
Description
CABIN SIGN PANEL PILOTS L/R JACK PANEL CABIN INTERPHONE

L/R RP BUTTON
OXY BOOM
EMER MASK
CALL AUDIO CABIN

LP
CALL/EMER
BOOM PA
COCKPIT INTERPHONE
PA CALL EMER Oxygen mask

Headset
PA/Call/EMER reset Remote Audio/chime

electric unit Cockpit
speakers
REU
PA/CALL/EMER
CABIN INTERPHONE
AUDIO
Cockpit voice
PA CALL EMER
recorder
AUDIO
CALL/EMER HI/LO chime

Audio/chime
CABIN SIGN PANEL * Cabin
PA amplifier
speakers
SEAT NO
PA/CALL/EMER
BELT SMOKING HI chime

ON
CABIN CALL LIGHTS
OFF
HI chime
Cabin call
Passenger call
Attendant panel Lavatory call buttons NOTE
* NO SMOKING or
CKPT STERILE if
mod. no. 2070
installed
A16551
Fig. 1 PA/INTERPHONE schematic
4/4.1 S1
A/C 160379 PAGE 2
Dec 01/15
Description
A
B
EMER (emergency) light.

Comes on flashing in red together with HILOW
chime when cockpit is emergency called by
cabin attendant.
A CABIN SIGN PANEL

CALL light.
CABIN SIGNS
SEAT NO
Comes on in amber together with HILOW
BELT SMOKING EMER chime when cockpit is called by cabin attendant.
ON
CALL
OFF SEAT BELT and NO SMOKING switches

(CKPT STERILE instead of no smoking if
mod. no. 2070 installed) give Hi chime in
cabin whenever cabin signs are switched OFF/
ON or ON/OFF.
B AUDIO CONTROL PANEL, ACP NORM / EMER switch.

HOT
XMIT SELECT If oxygen mask in use:
MIC If EMER selected, only PA messages can be giv-
COLD en on that side and from the oxygen mask using
the PA button on the pilots jack panels.
All other PA/Interphone functions are inoperative.
MASK
NORM
The other pilot side is not affected.
If oxygen mask not in use:
Use Flight Deck Interphone for PA and cabin
EMER calls.
VOICE
Cabin PA volume.
IDENT
PTT Only when PA selected in cockpit or cabin:
Messages given to the passenger from cockpit
crew or cabin attendant can be listened to by
increasing the PA volume.
A14872
Fig. 2 Cabin sign and audio control panel controls and lights
4/4.1 S1
A/C 160379 PAGE 3
Dec 01/15
Description
A
Call buttonlights.
PA Select to give passenger messages.
CALL Select to call cabin attendant.
EMER Select to give emergency call to cabin
attendant.
The selected CALL or EMER buttonlight comes
on together with HILOW chime when cockpit
crew;s called by cabin attendant.
PA buttonlight comes on without chime when
cabin crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in B CABIN INTERPHONE BUTTON (L/P, R/P)
green, EMER in red and flashing.
A FLIGHT DECK INTERPHONE
PA CALL EMRG
Interphone button when headset in use.
Calls to cabin:
Select a buttonlight on the cockpit interphone.
Press the cabin interphone button and give
message in headset microphone.
After message, release cabin interphone button
Handset release.
which also resets the cockpit interphone button
Pull the lever to release lights.
handset.
Calls from cabin:
Press to Press the cabin interphone button to answer
talk button message.
After message, release cabin interphone button.
A16559
Fig. 3 Cockpit interphone and PA buttons controls
4/4.1 S1
A/C 160379 PAGE 4
Dec 01/15
Description
A A
A PILOTS JACK PANEL
PA calls with oxygen mask and use of the

PA button.
Calls to cabin:
When oxygen mask interphone button is press
ed, the mask microphone will automatically be
switched to PA for passenger messages.
No other function can be selected.
After message, release oxygen mask interphone
button.
Calls from cabin:

Press oxygen mask interphone button to answer
message (the passengers will also hear the an
swer over the cabin loudspeakers).
After message, release oxygen mask interphone
button.
NOTE
When oxygen mask not in use, the PA button and
oxygen mask is the only way to give PA calls if the
NORM EMER switch on one ACP is in EMER
position. The other pilot side is not affected.
A16558
Fig. 4 PA calls with oxygen mask and using the PA button
4/4.1 S1
A/C 160379 PAGE 5
Dec 01/15
Description
A CABIN CALL LIGHTS

C/A PANEL
PA (green).
CALL (green).
EMERGENCY (red and flashing).
The selected CALL or EMER call light comes

on together with HILOW chime when cabin
attendant is called by cockpit crew. PA call light
comes on without chime when cockpit crew
B CABIN INTERPHONE gives message to the passengers.
PA CALL EMRG
Call buttonlights.
PA Select to give passenger messages.
CALL Select to call cockpit.
EMRG Select to emergency call cockpit.
The selected CALL or EMER buttonlight comes
on together with HILOW chime when cabin
attendant is called by cockpit crew.
PA buttonlight comes on without chime when
cockpit crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in
green, EMER in red and flashing.
The interphone is protected against inadvertent
use, therefore the handset must be released
before selecting a buttonlight.
Handset release.
Press to talk button.
Pull the lever to release handset.
A14991
Fig. 5 Cabin interphone controls and indicators
4/4.1 S1
A/C 160379 PAGE 6
Dec 01/15
Description
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E12 PA L

Passenger cabin attendant call . . . . . . . . . . . . . . . UTILITY BUS L25, L27 CABIN READ L
CABIN READ R
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R ESS BUS* L11 BOARD MUSIC
* Supplied by the R INV BUS if the boarding music is AC powered.
IF TAWS INSTALLED
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E12 PA L
Passenger cabin attendant call . . . . . . . . . . . . . . . UTILITY BUS L25, L27 CABIN READ L
CABIN READ R
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L11 AUDIO TAWS
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R ESS BUS* L13 BOARD MUSIC
4/4.1 S1
A/C 160379 PAGE 7
Dec 01/15
Description
4/4.1 S1
A/C 160379 PAGE 8
Dec 01/15
Description
1. GENERAL 2.2 Cockpit/cabin interphone
The Passenger Address (PA) and Interphone are The similar type of interphones is used in cockpit
two combined systems, utilizing the same amplifier and cabin. The handset is provided with noise can-
unit (PA amplifier) located in the avionics rack. celling microphone. There are three buttonlights on
top of the cradle, PA, CALL and EMER. The upper
The PA system provides the passengers with cabin
half of the buttonlight is lit to identify the function.
attendant call buttons which gives a HI chime tone
The lower half of the buttonlight will come on to indi-
in the cabin loudspeaker system for attention.
cate the function in use. The amplifiers for the inter-
The HI chime tone will also be heard as soon as phone system are located in the cradles. The cabin
NO SMOKING or SEAT BELT signs are oper- interphone is protected against inadvertent use,
ated on/off. therefore the handset must be released before se-
For boarding music etc., an entertainment system lecting a buttonlight.
can easily be connected to the PA system. 2.3 Loudspeakers
The Interphone system provides communication via
There are eleven loudspeakers in the cabin evenly
two interphones, between cockpit and cabin crew
distributed above the passenger seats and one in
and also for giving messages to the passengers.
the lavatory area.
There are also three lights PA, CALL and EMER,
which together with HILOW chime tone, alerts the
cockpit/cabin crews about any calls.
The Interphone gives the following communications:
Cockpit to passenger.
Cockpit to cabin attendant.
Cabin attendant to cockpit.
Cabin attendant to passenger.
The PA system has the following functions:
Cabin attendant call buttons.
NO SMOKING/ SEAT BELT signs.
Loudspeakers for distribution of messages.
Boarding music/entertainment systems.
2.1 PA AMPLIFIER
The PA amplifier basically consists of an amplifier

circuit and a chime generator circuit.
Audio signals from the cockpit and cabin inter-
phones are amplified as well as HI and LOW chime
tones created by the chime generator. HI chime is a
585 Hz tone and LOW chime is a 495 Hz tone. The
PA amplifier also distributes the audio signals out to
the cabin loudspeakers.
The amplifier has two fixed audio levels, one low
level and one increased level for engine/propeller
noise compensation, controlled by engine oil pres-
sure.
4/4.1 S2
A/C 380up PAGE 1
Dec 01/15
Description
CABIN SIGN PANEL PILOTS L/R JACK PANEL
OXY BOOM
EMER MASK
CALL
CALL/EMER
BOOM PA
COCKPIT INTERPHONE
Oxygen mask
Digital
Remote Audio/chime
electric unit Cockpit
speakers
REU
PA/CALL/EMER
CABIN INTERPHONE
AUDIO Cockpit
CALL/EMER HI/LO chime voice
recorder
CABIN SIGN PANEL * PA amplifier Audio/chime
SEAT NO
PA/CALL/EMER
BELT SMOKING HI chime Cabin

ON speakers
CABIN CALL LIGHTS
OFF
HI chime
Cabin call
Passenger call
Attendant panel Lavatory call buttons NOTE
* NO SMOKING or
CKPT STERILE if
mod. no. 2070
installed
A34012
Fig. 1 PA/INTERPHONE -- schematic
4/4.1 S2
A/C 380--up PAGE 2
Dec 01/15
Description
A
B
EMER (emergency) light.

Comes on flashing in red together with HI--LOW
chime when cockpit is emergency called by
cabin attendant.
A CABIN SIGN PANEL

CALL light.
CABIN SIGNS
SEAT NO
Comes on in amber together with HI--LOW
BELT SMOKING EMER chime when cockpit is called by cabin attendant.
ON
CALL
OFF SEAT BELT and NO SMOKING switches

(CKPT STERILE instead of no smoking if
mod. no. 2070 installed) give Hi chime in
cabin whenever cabin signs are switched OFF/
ON or ON/OFF.
B AUDIO CONTROL PANEL, ACP NORM / EMER switch.

HOT
XMIT SELECT If oxygen mask in use:
MIC If EMER selected, only PA messages can be
COLD given on that side and from the oxygen mask
using the PA button on the pilots jack panels.
All other PA/Interphone functions are inoperative.
MASK
NORM
The other pilot side is not affected.
If oxygen mask not in use:
Use Flight Deck Interphone for PA and cabin
EMER calls.
VOICE
IDENT
Cabin PA volume.
PTT Only when PA selected in cockpit or cabin:
Messages given to the passanger from cockpit
crew or cabin attendant can be listened to by
increasing the PA volume.
A14872
Fig. 2 Cabin sign and audio control panel -- controls and lights
4/4.1 S2
A/C 380--up PAGE 3
Dec 01/15
Description
Interphone calls with headset (with or

without oxygen mask) in use
Calls to cabin:
-- Select a function button (PA, CALL, or
EMER). A
-- Press the CAB interphone button and
give message in headset/mask micro-- A FLIGHT DECK INTERPHONE
phone.
-- After message, release CAB inter--
phone button which also resets the
selected function button.
Calls from cabin:
-- Press the CAB interphone button to
answer message.
-- After message, release the CAB inter--
phone button.
NOTE
If oxygen mask is used together with
headset, the BOOM MASK switch on
the ACP must be in MASK position.
Interphone calls
Calls to cabin:
-- Lift the handset and select (PA,CALL, or
EMER).
Calls from cabin:
-- Lift the handset and answer message.
Interphone panel
Emergency calls are identified by triple
HI--LOW chimes and the red EMER but-
ton on the Interphone panel comes on.
Flight deck calls are identified by single Push To Talk button
HI--LOW chime and the green CALL but-
ton on the Interphone panel comes on. Only needed for PA calls.
A14854
Fig. 3 Cockpit interphone and PA buttons -- controls
4/4.1 S2
A/C 380--up PAGE 4
Dec 01/15
Description
A A
A PILOTS JACK PANEL
PA calls with oxygen mask and use of the

PA button.
Calls to cabin:
-- When oxygen mask interphone button is press--
ed, the mask microphone will automatically be
switched to PA for passenger messages.
No other function can be selected.
-- After message, release oxygen mask interphone
button.
Calls from cabin:

-- Press oxygen mask interphone button to answer
message (the passengers will also hear the an--
swer over the cabin loudspeakers).
-- After message, release oxygen mask interphone
button.
NOTE
When oxygen mask not in use, the PA button and
oxygen mask is the only way to give PA calls if the
NORM EMER switch on one ACP is in EMER
position. The other pilot side is not affected.
A16558
Fig. 4 PA calls with oxygen mask and using the PA button
4/4.1 S2
A/C 380--up PAGE 5
Dec 01/15
Description
A CABIN INTERPHONE
Call buttons
EMG -- Emergency call to flight deck
PA -- Passenger calls
FLT -- Flight deck call
The phone is protected against inadvertent

use, the handset must be released before use.
EMG calls are identified by triple HI--LOW

chimes.
FLT calls are identified by single HI--LOW

chime.
Push To Talk button

Only needed for PA calls.
A14853
Fig. 5 Cabin interphone -- controls and indicators
4/4.1 S2
A/C 380--up PAGE 6
Dec 01/15
Description
C/A PANEL
A CABIN CALL LIGHTS
PA (green).
CALL (green).
EMERGENCY (red and flashing).
The selected CALL or EMER call light comes

on together with HI--LOW chime when cabin
attendant is called by cockpit crew. PA call light
comes on without chime when cockpit crew
gives message to the passengers.
A16564
Fig. 6 Cabin call light
4/4.1 S2
A/C 380--up PAGE 7
Dec 01/15
Description
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E--12 PA L

Passenger cabin attendant call . . . . . . . . . . . . . . . UTILITY BUS L--25, L--27 CABIN READ L
CABIN READ R
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R ESS BUS* L--11 BOARD MUSIC
IF TAWS INSTALLED:
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E--12 PA L
Passenger cabin attendant call . . . . . . . . . . . . . . . UTILITY BUS L--25, L--27 CABIN READ L
CABIN READ R
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L--11 AUDIO TAWS
Boarding music (if installed) . . . . . . . . . . . . . . . . . . R ESS BUS* L--13 BOARD MUSIC
4/4.1 S2
A/C 380--up PAGE 8
Dec 01/15
Aircraft Operations Manual COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. L BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Power is applied to the PA/INTERPHONE system by L BAT switch.

2. R AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Power is applied to the passengers attendant call buttons by R AVION

switch.
2.2 ANNOUNCE- Call button lights
MENT FROM PA Select to give passenger messages.
COCKPIT TO CALL Select to call cabin attendant.
CABIN EMER Select to give emergency call to cabin attendant.
Via cockpit interphone
1. Button light (cockpit interphone) . . . . . . . . . . . . . . SELECT
Selected button light comes on.

2. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
3. Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND

HOLD
Wait for answer (CALL/EMER).

Make announcement.
After message:
4. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
Selected button light goes out indicating the interphone is reset.

Via headset
Selected buttonlight comes on.
2. CABIN interphone button . . . . . . . . . . . . . . . . . . . . PRESS AND

HOLD

Make announcement.
(Contd)
4/4.2 S1
A/C 160379 PAGE 1
Apr 01/15
Operation
(Contd)
After message:
3. CABIN interphone button . . . . . . . . . . . . . . . . . . . . RELEASE
When released, the interphone will reset which is indicated by selected

button light going out.
Via oxygen mask microphone
1. Oxygen mask interphone button . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
The mask microphone is automatically switched to PA.

Make announcement.
After message:
2. Interphone button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
2.3 CALLS FROM Cabin attendant announcements to the passengers is indicated by the PA
CABIN button light coming on, and can be listened to via the PA volume lever (ACP).
Answer cabin attendant calls:
1. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
2. Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
Answer the call.

After message:
3. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected button light goes out indicating the interphone is reset when
the cabin attendant replaces the cabin handset.
Via headset
1. CABIN interphone button . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
Answer the call.

After message:
2. CABIN interphone button . . . . . . . . . . . . . . . . . . . . RELEASE
The selected button light goes out indicating the interphone is reset
when the cabin attendant replaces the cabin handset.
(Contd)
4/4.2 S1
A/C 160379 PAGE 2
Apr 01/15
Operation
(Contd)
Via oxygen mask microphone
1. Oxygen mask PA button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
Answer the call.

After message:
2. PA button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The selected button light goes out indicating the interphone
is reset when the cabin attendant replaces the cabin handset.

CABIN IN- CALL Select to call cockpit crew.
TERPHONE EMER Select to give emergency call to cockpit crew.
CABIN ATTENDANT 1. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
The interphone is protected against inadvertent use, therefor the handset

must be released before selecting a button light.
2. Button light (cabin interphone) . . . . . . . . . . . . . . . . . . . . SELECT
3. Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND

HOLD

Make announcement.
After message:
4. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
Selected buttonlight goes off indicating the interphone is reset.
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
4/4.2 S1
A/C 160379 PAGE 3
Apr 01/15
Operation
2.5 CALLS FROM Cockpit announcement to the passengers are indicated by the PA buttonlight
COCKPIT comes on.
1. Handset (cabin interphone) . . . . . . . . . . . . . . . . . . . . . . LIFT

CABIN ATTENDANT
HOLD
Answer the call.

After message:
3. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected buttonlight goes off indicating the interphone is reset when
the cockpit handset/interphone button is replaced/reset.
NOTE
loudspeakers (PA).
It is recommended that the individual operator develop alternative procedures for normal operation in
case of interphone system failure.
3.1 INTERPHONE ACTION

SYSTEM DEAD
1. CB E12 (PA L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 PASSENGERS ACTION

ATTENDANT
1. CB L11 (PA R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
CALL BUT-
TONS DEAD
4/4.2 S1
A/C 160379 PAGE 4
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
Power is applied to the PA/INTERPHONE system by L BAT switch.

2. R AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Power is applied to the passengers attendant call buttons by R AVION

switch.
COCKPIT TO CALL Select to call cabin attendant.
CABIN EMER Select to give emergency call to cabin attendant.
2. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
3. Button light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

4. Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
Only required for PA calls.

After message:
5. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE

Via headset (with or without oxygen mask)
3. CAB (LP or RP) button . . . . . . . . . . . . . . . . . . . . . . PRESS AND

HOLD
Wait for answer (CALL/EMER) or make announcement.

(Contd)
4/4.2 S2
A/C 380up PAGE 1
Apr 01/15
Operation
(Contd)
After message:
4. CAB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
2.3 CALLS FROM Cabin attendant announcements to the passengers is indicated by the PA
CABIN button light coming on, and can be listened to via the PA volume lever (ACP).
Answer cabin attendant calls:
2. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
Answer the call.

After call:
3. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected button light goes off indicating the interphone is reset when
Via headset (with or without oxygen mask)
2. CAB (LP or RP) button . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
Answer the call.

After message:
3. CAB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The selected button light goes out indicating the interphone is reset when

CABIN IN- CALL Select to call cockpit crew.
TERPHONE EMER Select to give emergency call to cockpit crew.
CABIN ATTENDANT 1. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
The interphone is protected against inadvertent use, therefor the handset

must be released before selecting a button light.
2. Call button (cabin interphone) . . . . . . . . . . . . . . . . . . . . SELECT

(Contd)
4/4.2 S2
A/C 380up PAGE 2
Apr 01/15
Operation
(Contd)

HOLD
Make announcement.
After message:
4. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
Selected buttonlight goes off indicating the interphone is reset.
2.5 CALLS FROM Cockpit announcement to the passengers are indicated by the PA buttonlight
COCKPIT comes on.
1. Handset (cabin interphone) . . . . . . . . . . . . . . . . . . . . . . LIFT
2. Handset talk switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND

HOLD
Answer the call.

After message:
3. Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected buttonlight goes out indicating the interphone system is reset
first when the cockpit handset/interphone button is replaced/reset.
NOTE
loudspeakers (PA).
4/4.2 S2
A/C 380up PAGE 3
Apr 01/15
Operation
It is recommended that the individual operator develop alternative procedures for normal operation in
case of interphone system failure.
3.1 INTERPHONE ACTION

SYSTEM DEAD
1. CB E12 (PA L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
CABIN ATTENDANT
4/4.2 S2
A/C 380up PAGE 4
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, ACARS
Description
1. GENERAL 2.3 Control display panel
ACARS is an abbreviation for ARINC communica- The Control display panel provides the aircrew in-
tion and reporting system. The system is designed terface with ACARS. The touch sensitive display
to reduce the requirement of voice communications screen provides Keypads, Alphabetic and Numeric
by reporting automatically the arrival and departure Keyboards to allow entering of the text portions of
times of the aircraft and other operational flight the departure/arrival reports, ETA reports, company
data. The system uses an assigned VHF airborne messages etc. The display screen is covered with
frequency to transmit and receive data from a an infrared touchmatrix for data input. The touch is
ground station that is similarly equipped. detected as a breach in the infrared matrix and is
activated until the breach (finger, pen etc.) is no
The system provides current uptodate informa-
longer present.
tion to the aircrew without increasing the workload
of voice communication systems. The ACARS al- The infrared touch technology always permits op-
lows the aircrew to send information such as depar- eration even in direct sunlight and at all touch
ture time, arrival time, fuel status, and flight delay angles.
information to the airline command center. In es-
The display supplies both bit mapped graphics and
sence, the ACARS system provides an information
text with a text range from 14 lines with 24 columns,
service to the aircrew and the airline command
to 24 lines with 40 columns.
while still maintaining a manageable workload for
the aircrew. Other benefits of ACARS include 2.4 Printer
ground monitoring of aircraft engines and other pa-
rameters, more efficient exchange of information The printer provides a hard copy printout of data,
concerning arrival and connecting flights, reduction collected by the Management unit. Data that will be
of multiple frequency changes in the aircraft, and a printed includes upbrushed printer messages and
more reliable aircraft selective calling system. data entered into the Control display panel not
queued for transmission. Upbrushed messages
2. MAIN COMPONENTS AND SUBSYSTEMS could include weather reports, dispatch information
etc.
2.1 ACARS system
The ACARS system consists of an airborne subsys-

tem and a ground station network. The airborne
ACARS consists of a Management unit, Control
display panel, VHF com transceiver and a VHF an-
tenna. The ground station network consists of a
VHF com ground station controlled by a central pro-
cessing computer, and a switching network con-
nected to individual airline computer systems, see
Fig. 2.
2.2 Management unit
The Management unit contains the circuits required

to control sampling of data from aircraft systems
and sensors through the FDAU. The Management
unit receives the groundtoair digital messages
from the VHF com transceiver and controls the
transmission of airtoground messages through
the VHF com transceiver, see Fig. 1.
4/5.1
PAGE 1
Apr 01/15
Description
2.5 ACARS ground facilities The ARINC Electronics Switching Systems (ESS)
network provides VHF radio coverage to enroute
The ACARS ground stations consist of an ARINC
aircraft and terminal coverage at more than 150
central computer, a switching network system and
airports in North America. The network covers all of
a VHF com radio station. Individual Airline computer
the United States, some US possessions, and por-
systems are commuting with the ARINC central
tions of Mexico and Canada.
computer through the switching network. Fig. 2.
VHF
TRANSCEIVER
ACARS AIRCRAFT
MANAGEMENT FDAU SYSTEMS
UNIT AND
CONTROL
DISPLAY SENSORS
PANEL
PRINTER
Fig. 1 ACARS system schematic
4/5.1
PAGE 2
Apr 01/15
Description
VHF COM
CONTROL
DISPLAY MANAGEMENT
UNIT
ARINC
AIRLINE COMPUTER VHF RADIO
SITE
AIRLINE COMPUTER
AIRLINE COMPUTER
ARINC
VHF RADIO
SITE
ESS GROUN
NET- D
WORK STATION
WIRE LINE
ARINC GROUN
CENTRAL COMPUT- D
A9870 ER STATION
Fig. 2 ACARS ground network
4/5.1
PAGE 3
Apr 01/15
Description
A ACARS CONTROL DISPLAY PANEL
Collins
D
Ambient Light sensor.
A
T
A
L
I
N
K
Touch sensitive display.
A9866
Fig. 3 ACARS control display panel controls
4/5.1
PAGE 4
Apr 01/15
Description
Menu page keypads

Collins
D
A Label Function Performed
T
A RTN Displays subsystem display page.
L BRT Displays brightness control page.
I
N DIAG Displays MIDU location page which
K shows pgm pin status.
Select / User Function page keypads 1/2
Collins Label Function Performed

D
A MENU Displays MIDU MENU page.
T
A
Up arrow (not operational)
L Down arrow (not operational)
I CLR Clears last operation/ Clears last
N
K entry.
ALPH Displays alphabetic keyboard page.
NUM Displays numeric keyboard page.
Collins
D
A Select / User Function page keypads 2/2
T
A
L
Label Function Performed
I Same as above.
N
K
A9867
Fig. 4 Menu and Index pages keypads
4/5.1
PAGE 5
Apr 01/15
Description
Alphabetic keyboard
Collins Label Function Performed

D
A MENU Displays MIDU MENU page.
T RTN Displays subsystem page.
A
L CLR Clears last operation/Clears last
I character.
N
K CLR LINE Clears scratch pad of last
message/text entry.
NUM Displays numeric keyboard page.
TEMPERATURE KEYS
NAVIGATIONAL KEYS NUMERIC KEYS
Collins
D
A
T MISCELLANEOUS &
A SPECIAL KEYS
L
I
N
K Numeric keyboard
Label Function Performed

MENU Displays MIDU MENU page.
A9868 RTN Displays subsystem page.
CLR Clears last operation/Clears last
character.
CLR LINE Clears scratch pad of last
message/text entry.
ALPH Displays alphabetic keyboard page.
Fig. 5 Alphabetic and Numeric pages keyboard
4/5.1
PAGE 6
Apr 01/15
Description
SELF TEST button.

Starts the self test and will print a test pattern
as long as the button is depressed.
PPR ADV paper advance button.

Depress for paper advance. The paper will
advance as long as the button is depressed.
A PWR ON light (green).
Indicates when printer is under power (115
VAC).
A PRINTER
ALERT RESET button.
Press button to reset the PTR BUSY alert.
PTR BUSY light (amber).

The printer busy light comes on when the
printer receives the first text character and
goes out when paper has advanced move
than three lines. Light start to flash after that
PPR ADV has been used and must then be
reset with ALERT RESET button.
Paper cut edge
Paper magazine latch

knob
Printer open for paper replacement

(sideview).
A9869
Fig. 6 Printer controls and indicators
4/5.1
PAGE 7
Apr 01/15
Description
Normal power
VHF COM 3 . . . . . . . . . . . . . . . . . . . R MAIN BUS L14 VHF COM3
ACARS . . . . . . . . . . . . . . . . . . . . . . . R INV BUS 115 VAC N18 ACARS PWR
Backup power
ACARS . . . . . . . . . . . . . . . . . . . . . . . R HOT BAT BUS N19 ACARS BACK UP
With Mod No 2544 installed, the power supply for ACARS COM3 and Inverter is changed.
The VHF COM3 power supply is changed to R BAT BUS. The Inverter power supply is changed to
L and R BAT BUS respectively
4/5.1
PAGE 8
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. INVERTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
ACARS will be powered with one generator on Line or with external power
available.
During engine start, ACARS is power supplied from R HOT BAT BUS to
assure the engine trend monitoring.
NOTE
With Mod No 2544 installed, the power supply for ACARS COM3 and
Inverter is changed so that the ACARS can be used on battery power.
2.2 PRINTER SELF 1. SELF TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

TEST
A test pattern will be printed as long as the button is depressed.
2.3 CONTROL Keep the display area clean form foreign objects which otherwise could cause
DISPLAY inadvertent keying.
PANEL
2.4 PRINTER; A time-out of 1.7 minutes starts when a break occurs in a transmitted message
MESSAGE from the MU to the printer. The printer transmits the status condition Printer
TRANSFER Ready and prints Message incomplete if the transmitted message does not
BREAKS resume within 1.7 minutes.
2.5 ACARS For ACARS operation instruction see COLLINS INSTRUCTION/PILOTs GUIDE.
OPERATION
4/5.2
PAGE 1
Apr 01/15
Operation
3.1 ACARS FAIL- INDICATIONS

URE (POWER ACARS display control panel is black and PWR ON light on the printer is extin-
SUPPLY) guished.
ACTIONS
1. CB N18 (ACARS PWR) . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2. CB N19 (ACARS BACK UP) . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3. INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/SELECT
THE OTHER.
Also see COLLINS INSTRUCTIONS/PILOTs GUIDE.
4/5.2
PAGE 2
Apr 01/15
Aircraft Operations Manual COMMUNICATIONS, UHF COM
Description
1. GENERAL 2.3 Antenna
The Bendix/King KTR 909B UHF communication The transmitting and receiving is through a com-
system is a twoway voice communication system. bined VHF/UHF antenna mounted on the bottom of
It is amplitude modulated in the 225.000 to 399.975 the aircraft.
MHz frequency range with 25 kHz frequency spac-
ing.
System utilization is through the Audio Integrating Antenna
System.

Audio Integrating System
2.1 UHF Transceiver
UHF COM
The UHF transceiver is located in the Avionics Transceiver
Rack. Digital Flight Data Recorder
It contains two receivers with the second receiver

fixed at the internationally recognized 243.000 MHz
emergency frequency. The transceiver allows conti- Cockpit Voice Recorder
nuos monitoring of that frequency while simulta-
neously receiving on the tuneable main receiver.
The operating frequency may be set manually or by
a preprogrammed channel. Selected
frequency
2.2 UHF control unit
The UHF control unit is located in the center pedes-

tal in the cockpit. It provides channel, frequency and Control
mode selections. The transceiver power ON/OFF is Unit
also controlled by the control unit.
Fig. 1 UHF COM schematic
4/6.1 O
PAGE 1
Apr 01/15
Description
Transmit annunciation.
Receive Mode annunciation.

MN Displayed when the MAIN or
the BOTH mode is selected
A UHF COM CONTROL UNIT as receive mode.
GD Displayed when the BOTH
BENDIX/KING mode is selected as
receive mode.
TX
MN
GD
Channel number display. Photocell.
M
O
D
E Receive Mode select.
Frequency display. UHF Each momentary press cycles
VOL PUSH
TEST through the following modes:
OFF
MAIN Allows transmitting and
CHAN receiving on the selected
frequency. The guard
receiver is not active.
BOTH Same as MAIN exept that
guard receiver is active.
ON/OFF/VOL/TEST knob. Frequency/Channel select.

ON/OFF Selects tranceiver and
controlunit ON/OFF.
VOL Volume control. This PUSH TONE button.
function can also be Press and hold this button to activate
operated from the ACP. a 1 kHz tone transmitter test.
TEST When momentarily
pressed, alternately
disables and enables CHAN button.
the squelch. When pressed momentarily, selections
between preset channel mode or
manually selected frequency mode is
provided.
When pressed and held, the program-
ming mode for channels is activated.
A28637
Fig. 2 UHF COM controls
4/6.1 O
PAGE 2
Apr 01/15
Description
A/P
D
I
S
C
A CONTROL WHEEL
PTT
PTT BUTTON
B HAND MICROPHONE
C B A B C
C AUDIO CONTROL PANEL, ACP

HOT
XMIT SELECT
MIC
COLD
UHF XMIT SELECT button.

MASK
NORM
EMER
UHF Volume control lever.
VOICE
IDENT
PTT
PTT button.
Press To Transmit.
A28635
Fig. 3 UHF COM controls
4/6.1 O
PAGE 3
Apr 01/15
Description
UHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RH AVIONIC BUS L14 UHF
4/6.1 O
PAGE 4
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Power is supplied to the UHF by setting R AVION switch ON.

2. UHF volume lever (COM 3 on ACP) . . . . . . . . . . . . . . . SET
Set volume lever to approximately middle position.

3. UHF volume knob (Control unit) . . . . . . . . . . . . . . . . . . ROTATE
Rotating the volume knob clockwise out of the OFF detent position applies
power to the UHF.
Received audio volume is controlled by rotating the
knob clockwise to increase the volume and
counter clockwise to decrease the volume.
2.2 UHF COM 1. PUSH TONE button (COM control unit) . . . . . . . . . . . . PRESS AND HOLD
SYSTEM TEST
Pressing this button modulates the signal with a 1 KHz tone. This verifies
the operation of the transmitter and the audio system (this feature is dis-
abled in the BOTH mode).
2. PUSH TONE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
2.3 SQUELCH 1. MODE button (COM control unit) . . . . . . . . . . . . . . . . . PRESS

TEST
Press and release the MODE button until the unit is in MAIN mode of opera-
tion (indicated by the MN annunciator being illuminated).
2. Volume knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
Press and release the volume knob to remove automatic squelch. To place
the radio back in automatic squelch, momentarily press the volume knob.
2.4 MODE 1. MODE button (COM control unit) . . . . . . . . . . . . . . . . . PRESS

SELECTION
Press and release the MODE button until the unit is in desired receiver
mode.
(Contd)
4/6.2 O
PAGE 1
Apr 01/15
Operation
(Contd)
NOTE
When the receiver is in the BOTH mode, the Guard (GD) and Main (MN) annun-
ciators come on.
If the guard channel is selected in preset mode or the guard frequency is se-
lected in manual mode, it is not possible to select the BOTH mode.
2.5 PRESET OR The control unit allows programming of up to 20 channels

GUARD CHAN-
1. CHAN button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
NEL PRO-
GRAMMING Press and hold (about two seconds) the CHAN button until the top display
line contains either the letter P followed by the channel number, or GdP
for the Guard channel.
2. Channel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN
Use the channel selector knobs to change the channel number.

3. MODE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Momentarily press the MODE button until the frequency display begins to
flash.
4. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
Rotate the frequency selector knobs to select the desired receive/transmit

frequency (see 2.6). The display now indicates the desired receive/trans-
mit frequency.
Different transmit and receive frequencies (SemiDuplex) may be pro-
grammed into every channel except the Guard channel. If the semiduplex
operation is not desired, then the procedure is completed by momentarily
pressing the CHAN button or waiting 20 seconds.
If semiduplex operation is desired, then perform the following steps:
5. PUSH TONE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
Momentarily press the PUSH TONE button to designate the displayed fre-
quency as the transmit frequency.
Rotate the frequency selector knobs to select the desired receive frequen-
cy. The display now indicates the desired receive frequency.
To program another channel, momentarily press the CHAN button until the
top display is flashing. Rotate the knobs to select the desired channel number.
(Contd)
4/6.2 O
PAGE 2
Apr 01/15
Operation
(Contd)
7. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Momentarily press the CHAN button to exit the program mode (or wait for
20 seconds).
2.6 REMOVING 1. CHAN button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
PRESET CHAN-
NELS Press and hold (about two seconds) the CHAN button until the top display
line contains either the letter P followed by the channel number, or GdP
for the Guard channel.
Use the channel selector knobs to change the channel number.

3. MODE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Momentarily press the MODE button until the frequency display begins to
flash.
Rotate the frequency selector knobs to change the MHz portion of the fre-
quency to 225 or 399. Decrement one step from 225 or increment one step
from 399 and the display will show dashes in the frequency display.
Momentarily press the CHAN button to remove the channel as a preset and
exit the program mode.
NOTE
Selecting a new channel number will also remove the channel as a preset.
2.7 PRESET The CHAN button is used to toggle the radio between manual and preset
CHANNEL SE- channel selection. To select a preset or guard frequency:
LECTION
Momentarily press the CHAN button until the channel number display (top
line) displays either CH followed by a number or Gd.
Turn either knob to cycle through the available channels. Only pro-
grammed channels will be displayed. The Guard channel is located be-
tween the highest and lowest numbered programmed frequencies.
4/6.2 O
PAGE 3
Apr 01/15
Operation
2.8 MANUAL The CHAN button is used to toggle the radio between manual and preset
FREQUENCY channel selection. When a frequency is selected manually, semiduplex op-
SELECTION eration is not available. To enter a frequency manually:
1. CHAN button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS
Momentarily press the CHAN button until the channel number display (top
line) goes blank.
Rotate the small frequency selector knob to change the frequency in 25

KHz steps.
Rotate the large frequency selector knob to change the frequency in 1 MHz
steps.
2.9 COMMUNICA- Receiving

TIONS
1. UHF (COM 3) volume lever (ACP) . . . . . . . . . . . . . . . . ADJUST
Use headsets or hand microphones and loudspeakers

2. Squelch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Volume knob (COM control unit) . . . . . . . . . . . . . . . . . READJUST
Transmitting
1. XMIT SELECT COM 3 . . . . . . . . . . . . . . . . . . . . . . . . . SELECT.
2. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check a TX to appear right of active frequency.

If both the guard and main receivers are active, the transmitter will operate on
the main receiver frequency. To transmit on the guard channel, it must be se-
lected first.
CAUTION
Do not transmit for more than 90 seconds. If the transmitter is active for more
than 90 seconds, a transmit timeout error occurs.
4/6.2 O
PAGE 4
Apr 01/15
Operation

MUNICATION
1. SQUELCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
2. Channel/Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETUNE.
3. PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
4. ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
5. Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
3.2 UHF DEAD ACTIONS

1. CBs L14 (UHF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.3 TRANSMIT If the transmitter is active for more than 90 seconds, a transmit timeout error
TIMEOUT occurs. This is indicated by the flashing of every illuminated segment of the
display.
The transmitter will go inactive until the fault is found or an interruption in the
DC power supply occurs. In most cases, this is caused by the microphone
PTT button being stuck or a transmission in excess of 90 seconds.
3.4 FAULT ACTIONS

REPORTING
1. CHAN and MODE buttons . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
When the CHAN and MODE buttons are simultaneously pressed and held,
the display shows software version and revision along with any currently
present faults.
(Contd)
4/6.2 O
PAGE 5
Apr 01/15
Operation
(Contd)
2. Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
The fault display shall be shown on the right side of the bottom row of the
display. It shall be made up of the alphabetic character F and a number as
shown below:
CODE FAULT
0 None
1 Internal processor communications error
2 Non violate memory error
4 Synthesizer lock error
8 Not used
4/6.2 O
PAGE 6
Apr 01/15
Aircraft Operations Manual ELECTRICAL
CONTENTS
Electrical
5.0 Highlight not applicable

5.1 Description
5.2 Operation
5 CONTENTS
PAGE 1
Apr 01/15
5 CONTENTS
PAGE 2
Apr 01/15
Description
1. GENERAL buses through the use of a load transfer relay. Each

engine air intake antiicing is supplied from respec-
The electrical power system is divided into four sep-
tive AC generator.
arate parts, namely:
A 28 V DC system, powered either from two en- Control and monitoring of the electrical system is
performed from the overhead panel.
gine driven generators, from two batteries or
from an external power source, Fig. 1Fig. 8. 2. MAIN COMPONENTS AND SUBSYSTEMS
This system is split in a left and a right system,
each with one generator and one battery. 2.1 DC Starter Generator
An emergency power system, powered from the
Normal power supply is from the two 400 ampere,
ordinary DC system or from an emergency power
combined starter/generators located one on each
battery, Fig. 1Fig. 8.
engine accessory gearbox. They deliver 28 V DC to
A frequency controlled 115/26 V AC 400 Hz sys-
the respective:
tem, powered from the DC system through a
main or a standby (26V AC only) inverter, GEN BUS and BAT BUS via the generator relay.
Fig. 1Fig. 8. MAIN BUS via the generator and main bus re-
A wild frequency AC system, powered from two lays.
enginedriven generators and used for ice At engine start, a speed switch in the starter/gener-
protection only, Fig. 10. ator senses the RPM for the GCU which controls
Distribution of DC power is effected through a left the disengagement of the start cycle.
and right power distribution unit to the respective The generator drive shaft has a shear point which
GEN BUS, MAIN BUS, BAT BUS, AVIONIC BUS, will separate the generator drive shaft from the ac-
ESS BUS, MAIN START BUS and AVIONIC cessory drive gear in case of high mechanical over-
START BUS. In addition, the ESS AVIONIC BUS, loading.
EMERGENCY BUS and EMER AVION BUS are
On the ground the starter/generator is cooled by an
connected to the left power system while a UTILITY
integral fan and when airborne ram air is used for
BUS is connected to the right power system. There
cooling.
is also a HOT BAT BUS connected to each battery.
A thermoswitch will cause a GEN OV TEMP light in
The left and right power systems are tied together
the overhead panel to come on if a generator is
by a bus tie relay thereby enabling a single battery
overheated (150C).
or generator to supply both power systems.
The operation of the starter/generator is controlled
The emergency power system consists of the pre-
by the respective generator control unit (GCU).
viously mentioned EMERGENCY BUS and EMER
AVION BUS. These buses are, in addition to the 2.2 DC Generator Control Unit (GCU)
normal power supply, supplied from an emergency
battery for a limited time as a last power resource. Two separate but identical GCUs are provided for
the two generators. A GCU furnishes its associated
The AC system consists of a L and R INV BUS
generator with field excitation and voltage regulation
115V AC plus a L and R INV BUS 26 V AC. The AC
for control and protection of the DC system against
buses are normally powered through the main in-
faults in the generation system. The GCU also con-
verter from the L MAIN BUS. The L and R INV BUS
trols the engine start cycle and disengages the
26V AC may also be powered through the standby
start/generator at 55% Ng.
inverter from the R MAIN BUS.
If a generator parameter is not correct, the GCU
Wild frequency AC, used for ice protection only, is
deenergizes the generator by opening the field
supplied from two generators, driven by the respec-
relay, and disconnects the generator from the GEN
tive propeller gearbox, to the L and R GEN BUS
BUS by opening the generator relay.
115V AC. Either AC generator can supply both
5.1
PAGE 1
Dec 01/16
Description
In case of fire handle is pulled, the corresponding perature of 71C, thereby disconnecting the battery
generator is deenergized by its GCU and discon- from its GEN BUS and the START BUS, indicated
nected from the GEN BUS. by a BAT HOT light on the overhead panel. In an
emergency situation the 71C thermal switch can
After any fault causing a GCU to isolate the af-
be overridden by setting the battery switch to
fected generator, the field relay can be reset by
OVRD position to assure battery supply to the GEN
cycling the respective GEN switch in RESET posi-
BUS.
tion.
NOTE One thermal sensor is located on each battery to
measure the battery temperature, which is shown
Applicable without mod 2533 installed.
on the temperature indicator on the overhead panel.
The GCU can not detect DC generator voltage
The indicator is shared with the fuel temperature
low (generator not charging) and subsequently
indication by means of a selector switch.
not disconnect a noncharging generator. Also
see Abnormal Procedures DC voltage low. To improve ventilation on ground, a fan is installed
in each battery compartment. The fan is controlled
NOTE by the nose landing gear locked down switch when
Applicable with mod 2533 installed. airborne ram air is used for ventilation.
The GCU will detect DC generator voltage
low situation and subsequently disconnect a non 2.5 Power Distribution Unit (PDU)
charging generator. A left and a right power distribution unit controls all
primary switching of the different power sources
2.3 External power
which might be connected to the aircraft buses. The
An external power receptacle on the right hand aft following relays are installed in the distribution units:
fuselage wing fairing, allows the aircraft to be sup-
L/R Generator Relay (GR)
plied on ground with 28 V DC power from a ground
power unit. When the generator relay is closed, the starter/gen-
erator powers the GEN BUS. The following condi-
A status light on the overhead panel indicates when
tions must be met for the generator relay to close:
external power is available.
External power relay open.
2.4 Batteries Engine start completed.
Generator field current reset.
There are two 24 V/43 amperehours nickelcad-
mium batteries which are installed in the left and External Power Overvoltage Relay (right PDU)
right wing fairings.
An overvoltage protection relay will open the exter-
With battery power only, each battery supplies pow- nal power relay or not allow it to close if external
er to its respective HOT BAT BUS and BAT BUS power voltage should exceed 31 volt.
via GEN BUS. A number of other buses are then
External Power Relay (EPR) (right PDU)
powered from the BAT BUS, see Fig. 2.
When the external power relay is closed, the exter-
When using the batteries for engine start, they will
nal power unit powers the DC buses via the START
be connected in series with the Series/Parallel relay
BUS.
and thereby supplying 48 V DC to the starter/gener-
ator. The L GEN BUS is powered via the deenergized
series/parallel relay and the R GEN BUS via the
Two thermal switches are installed on each battery
closed bus tie relay.
to provide overheat protection. The first thermal
switch closes at 57C so that a NO BAT START The following condition must be met for the external
light on the overhead panel comes on, indicating power relay to close:
that the batteries should not be used for engine EXT PWR switch on overhead panel in ON posi-
starting. A second thermal switch closes at a tem- tion.
5.1
PAGE 2
Dec 01/16
Description
External power available. The batteries will be charged from respective GEN
External power overvoltage relay not energized. BUS when at least one generator is on line.
The EXT PWR switch is provided with an electro- L/R Start Relay
magnetic hold function which will hold the switch
When the start relay is closed, the starter/generator
lever in ON position when external power is
receives power from the START BUS.
switched ON. The EXT PWR switch will also auto-
matically be deenergized and retarded to OFF During a battery start, the start relay is controlled by
position if the external power voltage drops below the series/parallel relay connecting the two batteries
approximately 10 V. The EXT PWR relay deener- in series.
gizes and the batteries will be connected if the The start relay closes when the start switch is in ON
BATswitches are ON. position. The relay has a hold function and will re-
Applicable to a/c without Mod. 2617 main closed when the start switch is released. The
relay will open at 55% Ng controlled by the GCU.
During the first part of the engine start sequence
while the start switch is held in start position, the Series/Parallel Relay
EXT PWR switch will retard to OFF if the external When the series/parallel relay is in deenergized
power voltage should drop below approximately 7V. position, the START BUS is connected to the L
The start sequence will continue on batteries. Dur- GEN BUS. When energized, the L GEN BUS is
ing the remaining part of the start sequence when separated from the START BUS.
the start switch is released, the drop out voltage is
approximately 10 V. If now dropping below that val- This relay is slaved to the battery bus relay and is
ue the start sequence will be interrupted. energized during a battery engine start which will
connect the batteries in series giving 48 V for start.
Applicable to a/c with Mod. 2617
L HOT BAT BUS Relay
If EXT PWR should drop off line while the Start
Switch is being held in the START position or any- When the HOT BAT BUS relay is deenergized, it
time during a startup, there will be loss of electrical connects the left battery to the L HOT BAT BUS.
power. The only busses that will be powered are LH This relay is energized during engine battery start,
and RH Hot Battery Busses and Emergency Battery and connects the L HOT BAT BUS to the R GEN
Bus until the Start Switch is released (during motor- BUS (right battery).
ing or motoring start) or the Condition Lever is
moved to Fuel Off (during a startup). Bus Tie Relay (left PDU)
When the bus tie relay is closed, it connects the two
L/R Battery Relay
generator buses. This is done for three reasons:
When the battery relays are closed, the left battery
To supply both L and R GEN BUS when external
is connected to the START BUS and the right bat-
power is on.
tery is connected to the R GEN BUS.
To enable power supply to both L and R GEN
The following conditions must be met for a battery BUS from only one generator.,
relay to close: To connect the two main batteries.
L/R BAT switch on overhead panel in ON posi- The bus tie relay function is controlled by a BUS
tion. TIE switch and monitored by a BUS TIE CONN
EXT PWR switch off. light, both located on the overhead panel.
Battery temperature below 71C
The bus tie relay is closed when the BUS TIE
or switch is in CONN position or in AUTO position with
Battery switch in OVRD positions (for emergency one or both generators failed or with only batteries
use only). ON. It is open if the BUS TIE switch is in SPLIT
5.1
PAGE 3
Dec 01/16
Description
position or in AUTO position with both generators RCCB will close and supply power to the UTILITY
on line. BUS provided both generators are on line or exter-
nal power is switched on.
L/R MAIN START BUS relay
The respective BAT BUS supplies the L/R MAIN
When a MAIN START BUS relay is closed, it con-
START BUS via its main start bus relay and L/R
nects the MAIN START BUS to its BAT BUS.
ESS BUS via its ESS BUS relay. The ESS BUS
To close a MAIN START BUS relay, the respective relays are open during engine start.
generator relay or the external power relay must be
The L/R MAIN START BUS supplies its respective
closed.
AVIONIC START BUS when the L/R AVION switch
L/R MAIN BUS relay is ON.
When a MAIN BUS relay is closed, it connects the When the ESS AVION switch is ON the ESS
MAIN BUS to the GEN BUS. AVIONIC BUS is supplied from the L ESS BUS and
To close a MAIN BUS relay the following conditions the EMER AVIONIC BUS from the EMERGENCY
must be met: BUS.
The corresponding BAT BUS powered. 2.7 Emergency power supply
The corresponding MAIN START BUS relay
closed. Emergency power is supplied by the emergency
power supply unit which contains the emergency
No engine starting in progress.
battery and a battery heater. The battery is a 24 V/5
Overcurrent relay amperehours leadacid battery. The battery heater
To protect the main distribution system in case of a will be activated automatically in cold temperatures.
short circuit, there is a bus tie overcurrent relay The heater warms up the battery for best battery
installed. efficiency.
Should the current over the relay exceed 800 am- When the L BAT BUS is powered from generator or
pere the overcurrent relay trips, causing the bus tie external power, the emergency battery is charged
relay to open. from this bus. The emergency battery begins to
supply power to the EMERGENCY BUS when the L
Manual reset of the overcurrent relay can be done BAT BUS voltage goes below 24 V.
by the RESET BUS TIE pushbutton (K1) on the
forward part of left pilots circuit breaker panel. If the emergency battery voltage drops below 24 V,
the EMER PWR light on the overhead panel comes
Automatic override of the bus tie overcurrent on. This light also comes on if the EMERGENCY
protection is performed during an engine start. BUS is not powered, provide the warning electronic
2.6 DC Buses unit (WEU) is powered.
Remote Controlled Circuit Breakers (RCCB) are 2.8 DC/AC inverter system
used to switch high current and are controlled either
Applicable with a main and a standby inverter
by a switch or by an electric bus via a small current
installed
CB. The RCCB will open for an overcurrent. The
respective GEN BUS supplies power to its respec- There are two 400 Hz inverters, one main inverter
tive BAT BUS and to respective MAIN BUS via the and one standby inverter. With the MAIN INV 115V
MAIN BUS relay. The respective MAIN BUS sup- 26V switch in ON and the 26V inverter switch in
plies its AVIONIC BUS visa a RCCB. The RCCB MAIN INV, the main inverter supplies power to:
will close when respective AVIONIC switch is set to L and R INV BUS 115V AC
ON provided the respective MAIN BUS is powered. L and R INV BUS 26V AC
The R MAIN BUS also supplies the UTILITY BUS If the DC supply from the L MAIN BUS to the main
via a RCCB. If the R MAIN BUS is powered the inverter is interrupted, or the main inverter fails, the
5.1
PAGE 4
Dec 01/16
Description
MAIN INV light on the overhead panel comes on. In variable between 460 to 600 Hz due to variations in
this case, the standby inverter can be selected by propeller rpm. There is one AC generator installed
placing the 26V inverter switch to STBY INV. The on each propeller gearbox and it is cooled by ram
standby inverter will then supply the L and R INV air during flight and by an integral fan on the
BUS 26V AC from the R MAIN BUS. The L and R ground.
INV BUS 115V AC will however remain powerless.
The generator drive shaft has a shear point which
Applicable with two main inverters installed will separate the generator drive shaft from the ac-
cessory drive gear in case of high mechanical over-
The a/c is provided with two main inverters 115
loading.
V/26 V 400 Hz.
Each generator is connected to the respective L/R
By selecting INVERTER 1 or 2, anyone of the two
AC GEN BUS through an AC generator relay and
inverters will supply power to:
controlled by a control unit. The control unit regu-
L and R INV BUS 115 V AC; lates the voltage to 115V and also provides fault
L and R INV BUS 26 V AC. protection.
If the DC supply to the selected operation inverter is Either of the two generator relays automatically ties
interrupted or if the inverter fails, the INVERTER the two generator busses together when one gener-
light on the overhead panel comes on. In this case ator is inoperative, or manually by means of the L/R
select the other inverter. AC GEN switches on the overhead panel.
With Mod No 2544 installed (power supply changed If a generator fails or disconnects from the L/R AC
for ACARS COM3 and the inverters). The power GEN BUS due to too low propeller rpm, its AC
supply for the inverters are changed from L and R GEN light on the overhead panel comes on. The
MAIN BUS to L and R BAT BUS. The selected in- generator automatically resets when the propeller
verter might trip during engine battery start due to rpm increases again and the AC GEN light goes
battery voltage drop and must be reset after engine out.
start if tripped.
2.9 Wild frequency AC system (Fig. 10)
The wild frequency 115V AC system is for ice

protection only. Wild is because the frequency is
5.1
PAGE 5
Dec 01/16
A31859
L AVIONIC L AVIONIC ESS AVIONIC EMER AVIONIC R AVIONIC R AVIONIC
BUS START BUS BUS BUS START BUS BUS
R AVION
BUS relay
(RCCB)
L AVION ESS AVION R AVION
L AVION switch switch switch
BUS relay
(RCCB)
L MAIN EMERGENCY R MAIN UTILITY

L ESS BUS R ESS BUS
START BUS BUS START BUS BUS
ESS BUS L BAT R BAT ESS BUS

relay switch switch relay
Fig. 1
L MAIN START R MAIN START UTILITY
BUS relay BUS relay BUS relay
L MAIN
L BAT BUS R BAT BUS R MAIN BUS
BUS
Emer. battery (RCCB)
Left power distrubution unit Right power distrubution unit
L MAIN BUS Bus tie R MAIN

relay relay BUS relay
Left generator Right generator
control unit (GCU) L GEN BUS R GEN BUS control unit (GCU)
Gen relay L generator Series/parallel R generator Gen relay

control relay relay relay control
START BUS
L battery
relay
Start relay L start External Start relay

control R battery R start control
relay power relay relay
relay
Electrical power DC system schematic

L HOT BAT
BUS relay
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
Starter/generator Starter/generator
L battery External
field control and field control and
Dec 01/16
power
fault detection fault detection
6
R battery
ALL switches OFF.
ELECTRICAL
Description
A31860
R AVION
BUS relay
(RCCB)
BUS relay
(RCCB)
L MAIN EMERGENCY R MAI UTILITY

L ESS BUS R ESS BUS

Fig. 2
L MAIN
BUS


START BUS
L battery
relay

relay

L HOT BAT
BUS relay
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
L battery External
Dec 01/16
power
7
R battery
L and R BAT switches ON.
ESS AVION switch ON.
ELECTRICAL
Description
A31861
R AVION
BUS relay
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS

Fig. 3
L MAIN
BUS


START BUS
L battery
relay

relay

L HOT BAT
BUS relay
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
L battery External
Dec 01/16
power
8
R battery
EXT PWR switch ON.
ESS, L and R AVION switches ON.
L and R BAT switches OFF.
ELECTRICAL
Description
A31862
R AVION
BUS relay
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS

Fig. 4
L MAIN
BUS


START BUS
L battery
relay

relay

L HOT BAT
BUS relay
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
L battery External
Dec 01/16
power
9
R battery
Both generators on line.
All switches ON (EXT PWR OFF).
ELECTRICAL
Description
A31863
R AVION
BUS relay
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS

Fig. 5
L MAIN
BUS


START BUS
L battery
relay

relay

L HOT BAT
BUS relay
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
L battery External
Dec 01/16
power
10
R battery
One generator on line.
All switches ON (EXT PWR OFF).
ELECTRICAL
Description
A31864
R AVION
BUS relay
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS

Fig. 6
L MAIN
BUS


START BUS
L battery
relay

relay

L HOT BAT
BUS relay
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
L battery External
Dec 01/16
power
11
R battery
Engine start on batteries.
ELECTRICAL
Description
A31865
R AVION
BUS relay
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS

Fig. 7
L MAIN
BUS


START BUS
L battery
relay

relay

L HOT BAT
BUS relay
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
L battery External
Dec 01/16
power
12
R battery
Engine start on external power.
L and R BAT switch ON.
ELECTRICAL
Description
A31866
R AVION
BUS relay
(RCCB)
BUS relay
(RCCB)

L ESS BUS R ESS BUS

Fig. 8
L MAIN
BUS


START BUS
L battery
relay

relay

L HOT BAT
BUS relay
L HOT R HOT
BAT BUS BAT BUS
PAGE
5.1
L battery External
Dec 01/16
power
13
R battery
Second engine start on crosside generator and battery power.
ELECTRICAL
Description
Description
L INV BUS R INV BUS L INV BUS 26V R INV BUS

115 VAC 115 VAC 26 VAC 26 VAC
MAIN STBY
INV INV
MAIN INV
115V 26V Inverter
1
ON
Inverter
2
OFF
L MAIN R MAIN
BUS BUS
MAIN AND STANDBY INVETER SYSTEM
L INV BUS R INV BUS L INV BUS R INV BUS

115 VAC 115 VAC 26 VAC INVERTER 26 VAC
1 OFF 2
Inverter OK signal
Inverter Inverter
1 2
Inverter ON signal
L MAIN R MAIN
BUS BUS
A26867 DUAL MAIN INVETER SYSTEM

Fig. 9 DC/AC inverter system schematic
5.1
PAGE 14
Dec 01/16
Description
A12678
Fig. 10 Wild frequency AC system schematic
5.1
PAGE 15
Dec 01/16
Description
2.10 ELECTRICAL POWER DISTRIBUTION LIST
DC POWER
L HOT BAT BUS R HOT BAT BUS
L engine fire extinguisher. R engine fire extinguisher.

Cargo fire extinguisher. R fire handle: HP, Bleed and Gen shut off.
L Fire handle: HP, Bleed and Gen shut off. Refueling/defueling power.
Dome, entrance and cargo lights. Clock
L battery voltage indication. Additional cargo extinguisher (if installed).
AHRS 1 backup power. R battery voltage indication.
L Battery control AHRS 2 backup power.
R Battery control
ACARS backup power (if installed).
5.1
PAGE 16
Dec 01/16
Description
L BAT BUS R BAT BUS
Emergency battery charging (JET PACK). Fuel used indication (if installed).
Cabin pressurization control. Outflow valve auto dump on ground.
Cabin pressure emergency dumping. R pilot audio.
L pilot audio. Lavatory and cargo smoke detection.
P/A amplifier and handsets. Flap indication.
Avionic compartment smoke detection. Stby trim indicator backup power.
Flap control. Stby pitch and stby roll trim backup power.
Stby trim indicator main power. Main trim indicator.
Stby pitch and stby roll trim main power. Main roll and main pitch trim.
Pitch/roll disconnect. Yaw trim.
L stby fuel pump, power and control. Pitch trim synchronization.
L main fuel pressure control and indication. Rudder limiter override.
L fuel shutoff valve. R stby fuel pump, power and control.
L windshield wiper. R main fuel pressure control and indication.
Cockpit voice recorder. R fuel shutoff valve.
Landing gear extension and retraction. R landing gear emergency extension.
L landing gear emergency extension. Landing gear relays.
Nose wheel steering. Navigation lights, one bulb each position.
Taxi light. Map lighting.
Rotating/flashing beacons. Flood lighting, right.
Pilot reading lights. Cabin signs.
Flood lighting, left and center. R engine autoignition.
L engine autoignition. R engine speed (Ng).
L engine GCU. R engine GCU.
L engine start control. R engine start control.
L engine speed (Ng). R engine temp (ITT).
L engine temp (ITT). R engine torque.
L engine torque. R engine oil temp and press. indication.
L engine oil temp and press indication. R engine fuel flow.
L engine fuel flow. R engine CTOT.
L engine CTOT. TAWS audio (if installed).
L and R engine antiice control lights. R engine intake antiice control.
(Contd) (Contd)
5.1
PAGE 17
Dec 01/16
Description
L BAT BUS (Contd) R BAT BUS (Contd)
L engine intake antiice control. R prop, oil temp and press. indication.
L prop oil temp and press indication. Propeller brake.
L propeller deice control. R propeller deice control.
R bleed valve control. L bleed valve control.
L stall warning (channel 1). R stall warning (channel 2).
Cabin overhead lighting. Stick pusher servo.
Windshield heat, L front and side control. Windshield heat, R front and side control.
Bus tie relay AUTO function. Wing and stab deice man. and control ind.
Hydraulic pump OVRD (with mod 2414 and Wing and stab deice air supply control.
300up). Warning annunciator system, channel 2 (with
Warning annunciator system, channel 1 (with mod 2328 and 300up).
mod 2328 and 300up). ACARS, VHF COM3 if installed
INVERTER 1 (with mod 2544). (with mod 2544).
INVERTER 2 (with mod 2544).
FI STOP (with mod no 2258 and 376up).
L ESS BUS R ESS BUS
Cabin temperature indication. OAT probe heating control.

Rudder gust lock. Cabin pressurization indication.
Fuel interconnect valve. L and R battery and fuel temp indication.
L fuel quantity. Emergency lights manual control.
Hydraulic pump OVRD (without mod 2414). Emergency lights, battery charging.
Landing gear in transit light. Fuel crossfeed valve.
Brake pressure indicator, emergency and out- R fuel quantity.
board. Hydraulic quantity indication.
L propeller speed (Np). Brake pressure indicator, main and inboard.
L BETA indication. R altimeter vibrator and R overspeed warning.
L autocoarsen system. Stby pitot heat.
Autocoarsen computer. Landing gear downlock indication.
(Contd) (Contd)
5.1
PAGE 18
Dec 01/16
Description
L ESS BUS (Contd) R ESS BUS (Contd)
Propeller overspeed test. R propeller speed (Np).

Warning annunciator system, channel 1 (with- R BETA indication.
out mod 2328). R autocoarsen system.
Warning system test and bright/dim function. Warning annunciator system channel 2 (with-
GWPS/TAWS indicators and flap override. out mod 2328).
L Essential bus voltage indication. R Essential bus voltage indication.
Lavatory flush and light.
Boarding music (if installed).
Emergency light cabin.
RNAV (with Mod 3564 installed).
L MAIN BUS R MAIN BUS
Wing and stab deice CONT mode. R galley control ( if installed).

Flight deck temperature control. Cabin window lighting.
Recirculation fan overheat detection. Cabin temperature control.
Avionic rack fan control. R battery ventilation.
Avionic rack fan power. R engine antiice air valve (fails open).
L battery ventilation. R Windshield wiper.
Hydraulic pump AUTO. Antiskid outboard.
L engine antiice air valve (fails open). R landing light.
Antiskid inboard. Strobe lights.
L landing light. Wing inspection lights.
Navigation lights, one bulb each position. R HP manual control (fails closed).
Cabin window lighting. R HP auto control.
Propeller synchrophazing. Standby Inverter 26 V (or INVERTER 2,
L HP manual control (fails closed). 115 V 26 V without mod 2544).
L HP auto control. R bleed air leak detection and indication.
L bleed air leak detection and indication. Xvalve control (fails closed).
Main inverter 115 V 26 V (INVERTER 1 R MAIN BUS voltage indication.
without mod 2544). ACARS, VHF COM3 (if installed).
L MAIN BUS voltage indication. (without mod 2544).
Entrance and cargo lighting. Cargo heater control (if installed).
Emergency light cabin (a/c 4358)
5.1
PAGE 19
Dec 01/16
Description
L MAIN START BUS R MAIN START BUS
Instrument lighting left, center and center Instrument lighting right.

pedestal. Logo lights (if installed).
Emergency light cabin (a/c 359up).
L AVIONIC BUS R AVIONIC BUS
Flight director and MSP. Flight director and MSP.

Autopilot controls and servos. Autopilot controls and servos.
HF COM (if installed). VHF COM 2.
MFD and MPU (if installed). WXR/TAWS relay (if installed).
ADF 1. FDAU (for a/c 160249 without mod. 2245
DME 1. and/or without mod. 2948).
ATC transponder 1 ADF 2 (if installed).
(depending on national regulations). VOR/ILS 2.
Radio altimeter (GPWS/TAWS is lost). DME 2 (if installed).
FDAU (for a/c 160249 with mod. 2245 and/or Weather Radar power
with mod. 2948, and for a/c 250UP). ATC transponder 2 (if installed).
AHRS 1 main power. AHRS 2 main power.
L AVION BUS voltage indication. R AVION BUS voltage indication.
TAWS power (if installed) RNAV (if installed).
ACAS/TCAS (if installed).
EFIS 2.
L AVIONIC START BUS R AVIONIC START BUS
Rudder limiter. EFIS 1.

ADC/Altimeter.
ADC/IAS indicator.
VSI or VNI and altitude preselector.
5.1
PAGE 20
Dec 01/16
Description
ESS AVIONIC BUS UTILITY BUS
VOR/ILS/Marker 1 and VOR/ILS indicator. Passenger reading lights.

ATC Transponder 1 Lavatory water heater (if installed).
(depending on national regulations). R Galley fan light and liquid heater.
Pilot foot warmer (if installed).
L Galley.
F/A seat heater (if installed).
Active Noise Control (if installed).
Tail compartment shutoff valve.
Cabin Attendant Call Buttons (if installed).
EMERGENCY BUS EMERGENCY AVIONIC BUS
Audio system backup power. VHF COM 1.

Bus tie relay CONN function. Stby horizon.
L and R engine fire detection.
L and R tailpipe hot detection.
Warning system backup power.
Emergency voltage indication.
28 to 5 VDC converter for instrument
emergency lighting.
L GEN BUS R GEN BUS
Cabin recirculation fan. Cockpit recirculation fan.

Hydraulic pump pwr.
5.1
PAGE 21
Dec 01/16
Description
AC POWER
L INV BUS 26 V AC R INV BUS 26 V AC
AHRS 1 compass reference. AHRS 2 compass reference.

NAV 1 compass reference. NAV 2 compass reference.
Boarding music (if installed and AC powered).
Flight recorder power (for a/c 160249 without Flight recorder power (for a/c 160249 with
mod.2245 and/or without mod..2948). mod.2245 and/or with mod. 2948, and for a/c
Integral panel lighting. 250UP).
GPWS power. Weather radar stabilization.

ACARS (if installed).
WILD FREQUENCY AC POWER
L GEN BUS 115 V AC R GEN BUS 115 V AC
L propeller deice power. R propeller deice power.

Windshield heat left front and side. Windshield heat right front and side.
L pitot heat. R pitot heat.
L angle of attack probe heat. R angle of attack probe heat.
Galley hot jugs heating. OAT probe heat.
Cargo Heater (if installed).
L GEN 115 V AC R GEN 115 V AC
L engine intake antiice. R engine intake antiice.
5.1
PAGE 22
Dec 01/16
Description
L/R BAT switch.

A
Controls the battery relay connecting the battery
to the START BUS and the respective GEN BUS/
OVRD Battery thermal switch overridden and
battery connected after a battery over
heat and subsequent relay opening,
independent of EXT PWR switch posi
tion (for emergency use only).
ON Relay energized and battery connected
if EXT PWR switch is OFF.
A DC PANEL
OFF Relay deenergized and battery
disconnected from the above buses.
BUS TIE switch.

BUS TIE CONN (green). Controls the BUS TIE relay for connect of the
Comes on when the L and R GEN BUS L and R GEN BUS.
are connected. CONN The BUS TIE relay is energized with
power from the emergency bus and the
generator buses are connected.
L/R MAIN BUS light (amber) AUTO The BUS TIE relay is energized and the
Comes on when the respective bus is not generator buses are connected with
powered. batteries ON and one or both generators
working. With both generators not work
The L/R main bus are deenergized: ing. With both generators working the
During engine start. generator buses are not connected.
When the L/R generator bus are battery SPLIT The BUS TIE relay is deenergized and
powered. the busses not connected.
When the MAIN BUS relay has tripped due to
tripped generator. L/R GEN switch.
The GEN switch controls the respective generator
relay connecting the generator to respective gen-
L/R GEN OV TEMP light (amber). erator bus.
Comes on when the respective generator is OFF The generator is disconnected from its
overheated (150C). bus.
ON The generator control unit allows the
EXT PWR switch. generator relay to close provided that
L/R GEN light (amber). the engine is running and the generator
Comes on when the generator relay is de In ON position the external power relay closes provides sufficient electrical power and
energized, disconnecting the generator from if external power is available thereby enabling power that no failures are detected.
the generator bus. to all busses (Fig. 3).
EXT PWR ON light (white). RESET The generator field relay and the gen
External power has priority over the DCgenerators erator relay are closed again through
Comes on indicating that external power is
and batteries. the generator control unit after having
switched on when the EXT PWswitch is in ON
position. The light is controlled by the external The EX PWR switch lever will automatically retard to been switched off or tripped.
power relay and will subsequently only come the OFF position if the external power relay
NOTE: Pulling the fire handle will trip the
on when external power is available. deenergized due to external power voltage drop.
C0808 field relay.
Fig. 11 DC Power Control Panel switches and light
5.1
PAGE 23
Dec 01/16
Description
5.1
PAGE 24
Dec 01/16
Description
A B
ESS AVION switch.

Connects:
The ESS AVIONIC BUS to the L ESS BUS.
The EMER AVIONIC BUS to the EMER BUS.
L/R AVION switch.

Connects:
The L/R AVIONIC BUS to the respective MAIN
BUS.
The L/R AVIONIC START BUS to the respec
B DC PANEL tive MAIN START BUS.
DC ELEC
ON ON ON
L/R ESS BUS light (amber).

Comes on when the respective ESS BUS is not
OFF OFF OFF powered.
L ESS R ESS
BUS BUS
A BAT FUEL TEMP PANEL
L BAT R BAT
TEMP L BAT R BAT HOT HOT
C OFF FUEL EMER

L/R BAT HOT light (amber)
L BAT R BAT
PWR Comes on when the battery is overheated (71C)
causing the battery relay to open and disconnect
the battery from the START BUS and its respec-
tive GEN BUS.
L/R BAT light (amber)

Temperature display. Temperature selector. EMER PWR light (amber).
Comes on when the battery relay is deenergized
Indicates temperature in degrees Celcius L battery Comes on if the EMEGENCY BUS is not and the battery not connected to the START BUS
as set by the selector. R battery powered or if the emergency power supply and its respective GEN BUS.
voltage drops below 24V.
Fuel
C0655
Fig. 12 DC Power Control Panel switches and light
5.1
PAGE 25
Dec 01/16
Description
5.1
PAGE 26
Dec 01/16
Description
A B B AC/DC PANEL
C AC ELEC DC ELEC DC AMP/VOLT indicator.
Indicates the voltage for respective selected
26V MAIN/STBY switch. 26V bus or source. If L or R GEN selected the
MAIN INV Connects L and R INVERTER BUS MAIN STBY 600 30 indicator also shows current load in amperes.
26 V AC to the main inverter. INV INV
400 25
STBY INV Connects L and R INVERTER BUS NOTE: AMP is only indicated when L or R GEN
20
26 V AC to the standby inverter. 200 is selected.
DC
AMP VOLT 15
0 0
MAIN INV
MAIN INV light (amber). L R

MAIN INV EMER
Comes on if the main inverter fails or the 115V 26V AVION AVION
DC AMP/VOLT selector.
MAIN INV 115/26V switch is in OFF position. ESS ESS
ON Selects bus or source to be displayed on
MAIN MAIN
DC AMP/VOLT indicator.
GEN GEN
OFF BAT BAT
EXT PWR
A ENGINE START PANEL

MAIN INV 115/26V switch.
In ON position the main inverter supplies 115V AC to
the L and R INVERTER BUS 115V AC.
It also supplies 26V AC to the L and R
INVERTER BUS 26V AC if the 26 V MAIN/STBY INV
switch is in MAIN position.
C GROUND STATUS PANEL
DOORS STATUS
CARGO FUELING R PROP
NO BAT START light (amber). DOOR BRAKE EXT PWR AVAIL light (blue).
Comes on if L or R battery temperature MAIN MAIN DOOR When light is on, external power is connected
DOOR HANDLE and is available for use.
exceeds 57C. For engine start limitations CREW EXT PWR
see AOM 17, Power Plant. HATCH AVAIL
A12703
Fig. 13 Electrical controls and indicators (two main 115 V/26 V inverters)
5.1 S1
PAGE 27
Dec 01/16
Description
5.1 S1
PAGE 28
Dec 01/16
Description
A B B AC/DC PANEL
C AC ELEC DC ELEC
DC AMP/VOLT indicator.
INVERTER Indicates the voltage for respective selected
inverter lIGHT (AMBER). bus or source. If L or R GEN selected the
Comes on if the selected inverter fails or the 600 30 indicator also shows current load in amperes.
INVERTER 25
INVERTER switch is in OFF position. 400
1 OFF 2 20 NOTE: AMP is only indicated when L or R GEN
200 DC is selected.
AMP VOLT 15
0 0
INVERTER switch. L R
EMER
AVION AVION
In 1 or 2 position the respective inverter supplies DC AMP/VOLT selector.
115 V AC to the L and R INVERTER BUS 115 V ESS ESS
Selects bus or source to be displayed on
AC. 26 V AC is also supplied to the L and R
MAIN MAIN DC AMP/VOLT indicator.
INVERTER BUS 26 V AC.
GEN GEN
BAT BAT
EXT PWR
A ENGINE START PANEL
C GROUND STATUS PANEL
DOORS STATUS
DOOR BRAKE
MAIN MAIN DOOR
NO BAT START light (amber). DOOR HANDLE
CREW EXT PWR
Comes on if L or R battery temperature HATCH AVAIL
exceeds 57C. For engine start limitations
see AOM 17, Power Plant.
EXT PWR AVAIL light (blue).
When light is on, external power is connected
and is available for use.
A26868
Fig. 13 Electrical controls and indicators (two main 115 V/26 V inverters)
5.1 S2
PAGE 27
Dec01/16
Description
5.1 S2
PAGE 28
Dec01/16
Description
A B
B TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R
OVV
GDN
A
L R 1 EFIS 2 RUD LIM CAB PRESS

B
L/R GEN OVV switches (for maintenance only).

Test switches for the generator overvoltage circuit.
NOTE:
With Mod. No. 2514 L/R GEN OVV switches are
removed.
A ENGINE ANTIICE PANEL

L/R AC GEN light (amber).
ENGINE
Comes on when the AC generator is not supplying
L ELEC L AIR R AIR R ELEC power.
L ENGINE ON R ENGINE
L/R AC GEN switch.

OFF
ON Energizes the AC generator
AC HEAT relay and thereby connects the
L, AC R, AC AC generator to the generator bus.
GEN GEN
LOAD XFR Deenergized the AC generator
L AC GEN R AC GEN
relay and disconnects the AC
ON generator from the generator bus.
LOAD XFR
OFF/R The AC generator relay is de
OFF/R
energized and the generator is
switched off.
Also resets the generator control
whenever the fault protection has
disconnected the generator.
A31454
Fig. 14 Electrical controls and indicators
5.1
PAGE 29
Dec01/16
Description
ELEC light (amber).

The ELEC light will come on flashing whenever
a caution light associated with the electrical
system comes on.

COARSEN TRIM LIMIT
6 L FIRE FUEL ELEC R FIRE 6
DET FAIL DET FAIL
7 ICE 7
ENGINE FLAPS AIRCOND
PROT
8 PARK HYDR EMER LTS OXYGEN 8
BRK ON UNARMED
AVIONICS
INOP VENT
FAIL LOCK SYSTEM FAIL
ICE PROT light (amber).

The ICE PROT light will come on flashing
together with the L/R AC GEN light.
A14820
Fig. 15 Electrical controls and indicators
5.1
PAGE 30
Dec01/16
Description
L PL
MIN T/O
STANDARD (HIGHEST MODIFICATION STANDARD SHOWN)
A11394
Fig. 16 Left side pilot circuit breaker panels standard
5.1
PAGE 31
Dec 01/16
Description
5.1
PAGE 32
Dec 01/16
Description
LDG
RELAYS
R PL
MIN T/O
STANDARD (HIGHEST MODIFICATION STANDARD SHOWN)
A11182
Fig. 17 Right side pilot circuit breaker panels standard
5.1
PAGE 33
Dec 01/16
Description
5.1
PAGE 34
Dec 01/16
Description
DATA AQUIS TAWS

EXT 1
DATA TAWS
AQUIS BAT
Applies to Mod. No. 3523.
L PL
MIN T/O
BUS / TOILET
DATA
REC
MAX OPTION (HIGHEST MODIFICATION STANDARD SHOWN)
A24784
Fig. 18 Left side pilot circuit breaker panels max option
5.1
PAGE 35
Dec 01/16
Description
5.1
PAGE 36
Dec 01/16
Description
AUDIO BOARD
TAWS MUSIC
EXT 2 VSI TERR NOISE CTL ELT RECORD

DISP PWR IND
RELAYS
R PL
MIN T/O
SW ICE
IND
MAX OPTION (HIGHEST MODIFICATION STANDARD SHOWN)
A30942
Fig. 19 Right side pilot circuit breaker panels max option
5.1
PAGE 37
Dec 01/16
Description
5.1
PAGE 38
Dec 01/16
Description
DC buses
L essential/Left main . . . . . . . . . . . . . . . . . . . K9 L ESS L MAIN
R essential/Right main . . . . . . . . . . . . . . . . . S7 R ESS R MAIN
L avionic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K8 L AVION
R avionic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S6 R AVION
Essential avionic . . . . . . . . . . . . . . . . . . . . . . K7 ESS AVION
L main start . . . . . . . . . . . . . . . . . . . . . . . . . . . K3 MAIN START

R main start . . . . . . . . . . . . . . . . . . . . . . . . . . S4 MAIN START
Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . K4 EMER
Utility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S5 UTILITY
Overcurrent relay reset

Bus tie reset . . . . . . . . . . . . . . . . . . . . . . . . . . K1 RESET BUS TIE
Batteries
L battery vent . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS K2 L BAT VENT
L battery control override . . . . . . . . . . . . . . . J1 CONTROL OVRD
L battery control on . . . . . . . . . . . . . . . . . . . . J2 L BAT ON
R battery vent . . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS S1 R BAT VENT

R battery control override . . . . . . . . . . . . . . . S2 R BAT OVRD
R battery control on . . . . . . . . . . . . . . . . . . . . S3 CONTROL ON
R/L battery fuel temp ind . . . . . . . . . . . . . . . R ESS BUS S12 BAT FUEL IND
DC voltage indicating
L battery bus . . . . . . . . . . . . . . . . . . . . . . . . . K14 L BAT
R battery bus . . . . . . . . . . . . . . . . . . . . . . . . . S11 R BAT
L main bus . . . . . . . . . . . . . . . . . . . . . . . . . . . K13 L MAIN

R main bus . . . . . . . . . . . . . . . . . . . . . . . . . . . S10 R MAIN
5.1
PAGE 39
Dec 01/16
Description
L essential bus . . . . . . . . . . . . . . . . . . . . . . . . K12 L ESS

R essential bus . . . . . . . . . . . . . . . . . . . . . . . S9 R ESS
L avionic bus . . . . . . . . . . . . . . . . . . . . . . . . . K11 L AVION

R avionic bus . . . . . . . . . . . . . . . . . . . . . . . . . S8 R AVION
Emergency bus . . . . . . . . . . . . . . . . . . . . . . . K10 EMER
AC generator
Load transfer left A . . . . . . . . . . . . . . . . . . K28 LOAD XFR A
Load transfer left B . . . . . . . . . . . . . . . . . . K27 LOAD XFR B
Load transfer left C . . . . . . . . . . . . . . . . . . K26 LOAD XFR C
Load transfer right A . . . . . . . . . . . . . . . . . P25 LOAD XFR A

Load transfer right B . . . . . . . . . . . . . . . . . P26 LOAD XFR B
Load transfer right C . . . . . . . . . . . . . . . . . P27 LOAD XFR C
5.1
PAGE 40
Dec 01/16
Operation
1. LIMITATIONS
Unit Min Normal Max

DC generators
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC 27.5 28 29
Nominal load per generator . . . . . . . . . . . . . . . . . A 400
Maximum load for 5 minutes . . . . . . . . . . . . . . . . A 600
Main batteries
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC 24
Capacity per battery . . . . . . . . . . . . . . . . . . . . . . . Ah 43
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C 30
NOTE
Emergency lighting battery temperature must be warm-
er than 18 C.
Emergency power supply
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC 24
Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ah 5
AC generators
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V AC 90 115 125
Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hz 460 600
Nominal load per generator . . . . . . . . . . . . . . . . . kVA 26
External power
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V DC 26 29
Amperage requirement . . . . . . . . . . . . . . . . . . . .
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . A 600
Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 1400 1600
5.2
PAGE 1
Apr 01/15
Operation
2. NORMAL OPERATION
2.1 ELECTRICAL Battery power

SYSTEM
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
POWER UP
BATTERY Check all circuit breakers to be pushed in.
POWER
2. L and R GEN switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Check to be guarded in AUTO position.
4. L AVION, ESS AVION and R AVION switches . . . . . . OFF
Check avionic switches to be OFF.
5. L and R AC GEN switches . . . . . . . . . . . . . . . . . . . . . . . ON
Check to be guarded in ON position.
6. L BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
7. R BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check BAT voltage to indicate min. 24V for both batteries.
8. L and R BAT HOT light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OUT
Check lights to be out.
9. EMER PWR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OUT
Check emergency battery (EMER) voltage to indicate min. 24V.
10. BUS TIE CONN light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Check light to be on.
If Main and Standby inverter system
2. MAIN INV 115V 26V switch . . . . . . . . . . . . . . . . . . ON
3. 26 V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN INV

If Dual Main inverter system
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
Alternate between the two inverters so that not only one inverter is oper-
ated on every flight.
NOTE
With Mod No 2544 installed the selected inverter must be reset after
engine start if tripped.
5.2
PAGE 2
Apr 01/15
Operation
2.2 ELECTRICAL External power

SYSTEM
POWER UP
EXTERNAL- NOTE
POWER 2.1 Battery power must be connected before applying External power.
1. EXT PWR AVAIL light . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON

External power available is indicated by EXT PWR AVAIL light ON
2. EXT PWR voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check EXT PWR below 30 V.
3. EXT PWR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check EXT PWR light to come on and check EXT PWR voltage to indicate
between 26 V and 29 V.
Check L and R BAT light to come on indicating that batteries are discon-
nected from the generator and start busses.
Check BUS TIE CONN light to remain on.
NOTE
If the external power voltage should drop to approximately 10 volts the EXT
PWR switch lever automatically retard to the OFF position and the batteries will
be connected. The external power relay will automatically be deenergized.
If leaving the aircraft with external power ON, make sure to switch OFF the
batteries otherwise the batteries could be drained if the external power is
disconnected from outside the aircraft.
2.3 ENGINE START For Electrical system operation during engine start and during engine opera-
tion see section 17 POWER PLANT.
5.2
PAGE 3
Apr 01/15
Operation
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES

and 24, EMERGENCY PROCEDURES.
5.2
PAGE 4
Apr 01/15
Aircraft Operations Manual EMERGENCY EQUIPMENT
CONTENTS
Location Spare bulbs and fuses

6/1.0 Highlights not applicable 6/9.0 Highlights not applicable
6/1.1 Description 6/9.1 Description
6/1.2 Operations not applicable 6/9.2 Operations not applicable
Oxygen.
Exits
6/2.1 Description 6/10.0 Highlights not applicable
6/2.2 Operations not applicable 6/10.1 Description
6/10.2 Operations not applicable
Emergency lighting/Flash lights
6/3.1 Description
Fire fighting equipment

6/4.1 Description
PBE / Smoke goggles

6/5.1 Description
Flotation equipment
6/6.1 Description
Emergency Locator Transmitter (ELT)

6/7.1 Description
First aid kit

6/8.1 Description
6 CONTENTS
PAGE 1
Apr 01/15
6 CONTENTS
PAGE 2
Apr 01/15
Location
1. LOCATIONS
Cockpit escape hatch

Life vests (2)
Escape strap Fire extinguisher (1)
Flash light (1)
Oxygen mask (1)
Life vest (1) Smoke goggles (1)

Flash light (1) ( P. B. E. (1), when required)
Oxygen mask (1)

Fire axe (1) First aid kit
Smoke goggles (1) Oxygen 120 L
Observer oxygen outlet
Emergency flash light
Main Door
Oxygen 310 L
Fire extinguiser (1)
(F/A life vest)
Passenger oxygen masks
F/A service panel Full face mask
P/A system (PBE (1), when required)
Forward right exit
Overwing exits
Fire extinguisher (1)

(PBE (1), when required)
E.L.T.

Oxygen outlets in the
P.S.Us Number and

location vary with
national regulations
Emergency Exit
Life vest under each
passenger seat or
flotation aids
(seat cushions)
A10155
Fig. 1 Location loose equipment
CAUTION
Emergency equipment (type, number and location) vary with operators.
To ensure correct information, contact your Flight Operations department.
Crew members should receive adequate training in the handling of all emergency equipment.
6/1.1
PAGE 1
Apr 01/15
Location
6/1.1
PAGE 2
Apr 01/15
Oxygen
1. GENERAL manually operated shutoff valve to a pressure reg-

ulator which reduces pressure to 70 psi before it is
The aircraft is equipped with one fixed oxygen sys-
distributed to outlets.
tem, plus portable oxygen bottles.
Each outlet gives approx. 2 l oxygen per minute.
The fixed system supplies oxygen via three cockpit
outlets to the two pilots and observer, and via cabin (Number of bottles varies with national regulations
outlets to the passengers. and operators specifications).
Number of cabin outlets varies with national regula- The oxygen bottle(s), which is made of metal with
tions and operators specification. They are primarily an overwrapping of Kevlar fiber sealed in epoxy,
intended for giving supplemental oxygen after a de- has a relief plug connected to an overboard dis-
compression. charge line. The discharge line port is covered by a
green blowout disk and is located on the right side
The portable system is intended for the flight atten-
of the fuselage nose section. Absence of the disk
dant, for crew walkaround purposes and for dis-
indicates that the bottle has been discharged.
pensing first aid oxygen.
The bottle(s) has a capacity of 1390 l and nominal
2. FIXED OXYGEN SYSTEM charging pressure is 1,850 psi.
Oxygen bottle(s), located under the cockpit floor, The ground servicing panel is located adjacent to
provides the system with high pressure oxygen the disk.
(approx. 1,850 psi). The oxygen flows through a
Oxygen bottle
OXYGEN Blowout disk
A11114
Fig. 1 Fixed oxygen system oxygen bottle location
6/2.1
PAGE 1
Apr 01/15
Oxygen
The shutoff valve incorporated in the regulator

assembly is controlled from the cockpit by a push
pull handle, located on the forward right side pan-
A el, adjacent to the oxygen pressure gauge. The
B handle has a green mark at the base, indicating
open position.
Oxygen to the passenger cabin is controlled by a

passenger oxygen valve lever, located outboard
of the right pilots seat.
B PASSENGER OXYGEN VALVE LEVER
A OXYGEN ON/OFF HANDLE
Pass
only
Lift to
open
Green coloured cut
Oxygen ON/OFF valve handle. Passenger oxygen valve lever.

When pulled, oxygen is provided to the fixed When lifted, oxygen is supplied to the cabin
oxygen system. outlets.
A11115
Fig. 2 Oxygen Cockpit controls
6/2.1
PAGE 2
Apr 01/15
Oxygen
A OXYGEN PRESSURE GAUGE
Oxygen pressure gauge.

Shows bottle pressure in psi.
B CENTRAL WARNING PANEL
Oxygen (CWP) light.

L FIRE R FIRE Comes on if oxygen pressure drops to 800 35
FUEL ELEC
DET FAIL DET FAIL psi.
ICE
ENGINE FLAPS AIR COND
PROT
PARK HYDR EMER LTS OXYGEN
BRK ON UN ARMED
ASKID AVIONICS DOORS
AVIONICS
INOP VENT
L STALL GUST PUSHER R STALL
A11118
Fig. 3 Oxygen controls and indicators
6/2.1
PAGE 3
Apr 01/15
Oxygen
Pilot CWP
oxygen
outlet Oxygen on/off
OXYGEN
valve handle
Observers
oxygen
outlet Press
switch
Press indicator
LP relief
Pressure Regulator OXYGEN BOTTLE

indicator and supply
valve
Passen-
ger
oxygen Charging connect
HP relief
outlets
Pilot
oxygen outlet
Passen- Supply line

ger
oxygen Blowout disk
valve
A11119
Fig. 4 Fixed oxygen system schematic
6/2.1
PAGE 4
Apr 01/15
Oxygen
There are three plugin type oxygen outlets in The quickdonning masks are diluter/demand type
the cockpit: one for each pilot, located behind and with mask mounted regulator and microphone.
outboard of each pilots seat on the side panel; and Each mask is supplied with a red flow indicator
one for the observer, located on the left side wall which disappears when oxygen is flowing.
above the observers seat.
The mask mounted diluter/demand regulator pro-
Flight crew masks (quick donning masks) are nor- vides oxygen dilution and delivery pressure control.
mally connected to their outlets so that they can be
The oxygen selector on the regulator enables the
put into immediate use. If a mask is disconnected
mask to be supplied either with oxygen mixed with
from its outlet, a check valve in the outlet prevents
ambient air (NORMAL) , or with 100% oxygen on
line pressure from leaking.
demand.
When not in use, these masks hang from overhead
When the emergency selector is turned to ON, the
quickrelease holders behind the respective pilot to
mask is supplied with 100% continuous flow oxy-
be conveniently at hand for immediate donning.
gen. This should be used for protective breathing
Observer mask purposes (smoke in the cockpit etc.).
Type and how to store it during flight varies with Smoke goggle (pushpull) vent valve is used in
national regulations. conjunction with 100% continuous flow oxygen
(emergency selector ON) to divert a small flow of
All masks except the first aid mask, can be plugged
oxygen from the mask cavity into the smoke goggle
into the cockpit outlets.
cavity to vent smoke or noxious fumes which may
Flight crew and observer masks can be used with be present.
the large (310 l) portable oxygen bottle if desired.
To ventilate:
However, they can not be used with the small
(120 l) bottle, which will only accept the first aid Turn emergency selector to ON
mask. Pull out the Vent Valve knob.
A11171
Fig. 5 Flight crew oxygen mask
6/2.1
PAGE 5
Apr 01/15
Oxygen
Flight Attendant Oxygen

The flight attendant can be supplied with oxygen
either by the large walkaround bottle (310 l) or by
plugging the oxygen mask (full face smoke mask)
into one of the fixed passenger outlets, or into the
observers outlet if not occupied.
First choice should normally be the 310 l portable
bottle, as this gives greater freedom of movement.
The cabin has passenger oxygen outlets, lo-
cated on the overhead passenger service units
(P.S.U), and connected to the fixed system. Num-
ber of outlets varies with national regulations.
Passenger oxygen masks with plugin connectors
and flow indicators are normally stowed in the
galley area.
The most common type of mask has a flow indica-
tor. It is a small green compartment built into the
oxygen accumulator bag which inflates immediately
upon a flow of oxygen, and is highly visible to the
user.
Masks are continuous flow type. No shutoff valves
are provided.
A11172
Fig. 6 Passenger oxygen outlets / Passenger oxy-
gen mask
6/2.1
PAGE 6
Apr 01/15
Oxygen
4. PORTABLE OXYGEN
The aircraft is provided with portable oxygen

bottles. There are two sizes: large (310 L) and small
(120 L). Number and locations vary with national
regulations.
Description
The large (310 L) bottle is intended for crew walk
around and is the F/A primary choice of oxygen
supply.
It has two 2 L/min. outlets (with option 2311
installed, only one outlet), suitable for both flight
crew and the fullface mask.
Some bottles may also be fitted with outlets which
can be used with the passenger masks.
Minimum duration with 1,800 psi initial pressure:
One outlet in use . . . . . 80 min.
Two outlets in use . . . . 50 min.
With the full face smoke mask in use, duration is
reduced to 1020 min., depending on inhalation
rate.
The small (120 L) bottle is intended for giving first
aid and supplemental oxygen. It has its own oxygen
mask. This bottle has two constant flow outlets (2
and 4 L/min). The 4 L/min (HI) outlet is used for first
aid, and the 2 L/min (LO) outlet for supplemental
oxygen, e.g. after a decompression.
Minimum duration with 1,800 psi initial pressure:
HI . . . . . . . 20 min.
LO . . . . . . 30 min.
Minimum pressure for all portable bottles before
takeoff is 1,500 psi,
NOTE
The oxygen mask attached to the small (120 L)
bottle can not be connected to any other outlet in
the aircraft.
A11173
Fig. 7 Portable oxygen bottles
6/2.1
PAGE 7
Apr 01/15
Oxygen
Fullface mask Portable oxygen operation

The mask has an ondemand regulator and an General instructions
emergency selector; it also has a builtinmicro- NO SMOKING sign ON
phone which can be connected to the observers check bottle pressure
jack panel.
secure the bottle either by hanging it over your
Depressing or turning the emergency selector to shoulder or on the passengers seatback.
EMER will create a continuous flow, for mask ven- connect mask
tilation. turn valve fully open
The mask, when stowed, is unconnected. It can be check flow
connected to the large (310 L) bottle or to any avail- put mask on (passengers oxygen mask; secure
able fixedsystem outlet. with elastic cord and metal strip).
NOTE NOTE
The mask can not be connected to the small Minimum pressure for use: 50 psi.
(120 L) bottle.
SUMMARY
1. The fixed system has outlets in cockpit and in
cabin. Any mask except the firstaid mask
can be plugged into any of these outlets.
2. There are two different portable bottles; one
large for the flight attendant and crew walk
around and one small for firstaid oxygen.
3. Flight attendant should primarily use the large
(310 L) portable bottle.
4. Small portable bottle has special fittings which
will only accept the attached firstaid mask.
5. Flight crew oxygen masks should always be
connected. Observer mask usage varies with
national regulations.
WHEN OXYGEN IS DISPENSED, ENSURE THAT

THERE IS NO SMOKING IN THE VICINITY!
A11174
Fig. 8 Full face mask
6/2.1
PAGE 8
Apr 01/15
Oxygen
5. FIXED OXYGEN SYSTEM DISPATCH Oxygen temperature

PRESSURE OXYGEN SUPPLY DURATION charts are pres-
Oxygen dispatch pressure varies with the number ented for 20 C (4 F), 0 C (32 F), +20 C (+70
of oxygen masks (passenger and crew), number of F) and +40 C (+105 F) oxygen temperature and
fixed bottles, oxygen temperature, descent profile the MINIMUM DISPATCH PRESSURE tables are
and national operating regulations. To simplify the presented for 50 C (60 F) to +50 C (+120 F)
presentation 3 different system configurations are oxygen temperature in steps of 10 C. The oxygen
covered in this section, additionally oxygen con- consumption given per individual crew and passen-
sumption per individual crew and passenger mask ger mask is based on a oxygen temperature of +20
are given for the individual operator to develop his C (+70 F). It is however expected that the oxygen
unique dispatch pressure. temperature will remain below about +20 C (+70
F) during normal ground and flight operations. If the
It is important to understand that the oxygen pres- aircraft is hotsoaked on the ground for an ex-
sures presented are based on the Crew Oxygen tended period (longer than normal turnarounds), the
mask selector in NORMAL position (supplemental oxygen temperature might exceed +20 C (+70 F).
oxygen supply). Keeping the selector in 100% posi-
tion (Smoke Protection supply) will result in a much Descent profiles
faster depletion of oxygen. Oxygen for smoke Two different descent profiles have been used in
protection is, according to the regulations, required the calculations, one is made up to meet FAR Part
to be available for 15 min. to the cockpit crew. With 121 regulations while the other is made up to meet
3 cockpit masks and descent profiles to below ei- FAR Part 135 regulations. Both meet their respec-
ther FAR Part 121 or 135 profile this requirement is tive minimum requirements. If unable to descent to
met with 800 psi indicated oxygen pressure. This or below the descent profiles, because of terrain
requirement is always covered in the following pre- restrictions special calculations have to be per-
sentation and needs not to be considered. formed.
Oxygen masks Operating regulations
Crew: Data are given for 2 and 3 Crew: Some operating regulations re-
masks. quire a 2 houroxygen supply to
each cockpit crew regardless of
Passengers: Data are given for 3 different
flying time while other regulations
configurations: require less oxygen supply. The
Configuration denoted FAR 121 OXYGEN SUPPLY DURATION
operation includes 4 passenger charts are made for those opera-
tors who can make a trade off in
oxygen masks.
oxygen pressure based on actual
Configuration denoted FAR 135 flying time. The MINIMUM DIS-
operation includes 30 passenger PATCH PRESSURE tables are
oxygen masks. made for those operators who are
required to carry a 2 hour oxygen
Configuration denoted 34 oxy- supply regardless of flying time
gen masks includes accordingly and therefore only can make a
34 passenger oxygen masks. trade off in oxygen pressure based
on number of passenger on
Oxygen bottles board.
Two different system configurations are covered, Passenger: The supply duration given is al-
ways for a 30 minutesupply to
the basic 1 and the optional 3 fixed bottles installa- each passenger mask.
tion.
6/2.1
PAGE 9
Apr 01/15
Oxygen
5.1 FAR 121 DESCENT PROFILE

ALTITUDE
1000 FEET
25
1 bottle / 4 outlets
14
10 30 MIN. OXYGEN SUPPLY
TO 4 PASSENGERS.
AOM0006
1O 20 30 40 80 90 100 110 120
FLIGHT TIME MINUTES
Fig. 9
5.2 FAR 135 DESCENT PROFILE
ALTITUDE
1000 FEET
25
3 bottles / 30 outlets
15
30 MIN. OXYGEN SUPPLY TO 30 PASSENGERS.
AOM0005
1O 20 30 40 80 90 100 110 120
FLIGHT TIME MINUTES
Fig. 10
5.3 OXYGEN SUPPLY DURATION charts system configuration meets the FAR 135 require-
ment.
These charts are presented for 2 system configura-
tions: The OXYGEN SUPPLY DURATION charts assume
a fully loaded cabin and present dispatch pressure
The basic 1 bottle installation with 2 or 3 crew
versus crew oxygen supply duration. The charts
masks in use and 4 passenger oxygen masks.
present minimum dispatch pressure versus time
The oxygen supply duration (Fig. 11) are based
from 30 to 120 min. The first 30 min not shown cov-
on the descent profile for FAR 121 and the whole
er the required 30 min passenger oxygen supply (4
system configuration meets the FAR 121 require-
resp 30 passenger masks in use) as well as the first
ment.
30 min of cockpit crew oxygen supply.
The optional 3 bottles installation with 2 or 3 crew
masks in use and 30 passenger oxygen masks. CAUTION
The oxygen supply duration (Fig. 12) are based
Both FAR Part 121 and 135 require a 2 hour oxy-
on the descent profile for FAR 135 and the whole
gen supply to each cockpit crew member.
6/2.1
PAGE 10
Apr 01/15
Oxygen
OXYGEN SUPPLY DURATION

Basic 1 bottle system 2 crew masks in
OXYGEN 800 use LOW PRESSURE WARNING
SUPPLY
PRESSURE 900 OXYGEN BOTTLES TEMPERATURE
PSI
1000
1100
1200
1300
20C (4F)
1400
1500 +0C (32F)
+20C (70F)
1600
+40C (105F)
1700
1800
AOM0009 1850
30 40 50 60 70 80 90 100 110 120
DURATION MINUTES

Basic 1 bottle system 3 crew masks in use
OXYGEN 800 LOW PRESSURE WARNING
SUPPLY
PRESSURE 900
PSI OXYGEN BOTTLES TEMPERATURE
1000
1100
1200
1300
20C (4F)
1400
1500 +0C (32F)
+20C (70F)
1600
1700 +40C (105F)
1800
AOM0010 1850
30 40 50 60 70 80 90 100 110 120
DURATION MINUTES
Fig. 11
6/2.1
PAGE 11
Apr 01/15
Oxygen

Optional 3 bottle system 2 crew masks in use
SUPPLY
PRESSURE 900
1000
1100
1200
1300
20C (4F)
1400
1500 +0C (32F)
+20C (70F)
1600
+40C (105F)
1700
1800
AOM0007 1850
30 40 50 60 70 80 90 100 110 120
DURATION MINUTES

Optional 3 bottle system 3 crew masks in use
SUPPLY
PRESSURE 900
1000
1100
1200
1300
1400
1500 20C (4F)
1600 +0C (32F)
1700 +20C (70F)
1800 +40C (105F)

AOM0008 1850
30 40 50 60 70 80 90 100 110 120
DURATION MINUTES
Fig. 12
6/2.1
PAGE 12
Apr 01/15
Oxygen
NOTE
All OXYGEN SUPPLY DURATION charts are based on oxygen selector in NORM position.
5.4 MINIMUM DISPATCH PRESSURE tables use and 34 passenger oxygen masks. The dis-
patch pressure covers both the FAR 121 and 135
These tables are presented for 3 system configura-
descent profiles (Fig. 12).
tions:
The MINIMUM DISPATCH PRESSURE tables
The first two configurations are identical to the 1
presents minimum dispatch pressure versus num-
and 3 bottle system as detailed above under OX-
ber of passenger on board and Outside Air Temper-
YGEN SUPPLY DURATION charts Fig. 11).
ature. They all provide a 2 hour oxygen supply to
The third configuration consists of the optional 3
the cockpit crew (2 or 3).
fixed bottleinstallation with 2 or 3 crew masks in
MINIMUM DISPATCH PRESSURE

Basic 1 bottle system 4 passengers masks installation
2 COCKPIT CREW
Minimum Dispatch Pressure PSI
Outside Air Temperature C
No. of Pax 50 40 30 20 10 0 10 20 30 40 50
0 860 870 910 950 980 1020 1060 1090 1130 1170 1210
19 890 930 970 1010 1050 1090 1130 1170 1210 1250 1290
1018 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
1927 1020 1060 1110 1150 1200 1240 1290 1330 1380 1420 1470
28 or more 1070 1120 1170 1210 1260 1310 1360 1400 1450 1500 1550
3 COCKPIT CREW
No. of Pax 50 40 30 20 10 0 10 20 30 40 50
0 1120 1170 1210 1260 1310 1360 1410 1460 1510 1560 1610
19 1180 1230 1280 1330 1390 1440 1490 1540 1600 1650 1700
1018 1240 1290 1350 1400 1460 1510 1570 1620 1680 1730 1790
1927 1300 1360 1410 1470 1530 1590 1650 1700 1760 1820 1880
28 or more 1360 1420 1480 1540 1600 1660 1720 1780 1840 1910 1970
6/2.1
PAGE 13
Apr 01/15
Oxygen
MINIMUM DISPATCH PRESSURE (Contd)

Optional 3 bottle system 30 passengers masks installation
2 COCKPIT CREW
No. of Pax 50 40 30 20 10 0 10 20 30 40 50
10 or Less 860 860 860 860 860 860 860 860 890 920 950
1115 860 860 860 860 890 930 960 990 1030 1060 1100
1620 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
2125 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
2630 1050 1100 1150 1200 1240 1290 1340 1380 1430 1480 1530
3 COCKPIT CREW
No. of Pax 50 40 30 20 10 0 10 20 30 40 50
5 or Less 860 860 860 860 860 860 860 860 890 920 950
610 860 860 860 860 890 930 960 990 1030 1060 1100
1115 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
1620 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
2125 1060 1110 1160 1200 1250 1300 1350 1390 1440 1490 1540
2630 1160 1210 1260 1320 1370 1420 1470 1520 1580 1630 1680
6/2.1
PAGE 14
Apr 01/15
Oxygen
MINIMUM DISPATCH PRESSURE (Contd)

Optional 3 bottle system 34 passengers masks installation
2 COCKPIT CREW
No. of Pax 50 40 30 20 10 0 10 20 30 40 50
10 or Less 860 860 860 860 860 860 860 860 890 920 950
1115 860 860 860 860 890 930 960 990 1030 1060 1100
1620 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
2125 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
2630 1050 1100 1150 1200 1240 1290 1340 1380 1430 1480 1530
3134 1140 1190 1240 1290 1340 1390 1440 1490 1540 1600 1650
3 COCKPIT CREW
No. of Pax 50 40 30 20 10 0 10 20 30 40 50
5 or Less 860 860 860 860 860 860 860 860 890 920 950
610 860 860 860 860 890 930 960 990 1030 1060 1100
1115 860 890 930 970 1010 1050 1090 1120 1160 1200 1240
1620 960 1000 1040 1080 1130 1170 1210 1250 1300 1340 1380
2125 1060 1110 1160 1200 1250 1300 1350 1390 1440 1490 1540
2630 1160 1210 1260 1320 1370 1420 1470 1520 1580 1630 1680
3134 1240 1300 1360 1410 1470 1520 1580 1630 1690 1750 1800
6/2.1
PAGE 15
Apr 01/15
Oxygen
5.5 OXYGEN CONSUMPTION figures
As an extra information to operators who want to

compile their own dispatch pressure table or for op-
erators with a different system layout, oxygen con-
sumption figures per crew and passenger masks
are given. The figure for the 1 fixed bottle installa-
tion is based on the FAR 121 descent profile or de-
scent to lower altitudes while the 3 fixed bottle
installation is based on the FAR 135 descent profile
or descent to lower altitudes. When compiling the
dispatch pressure it is important to notice that the
last 300 psi of indicated oxygen pressure must be
treated as unusable since the oxygen regulation
function starts to be unreliable at that pressure.
Oxygen consumption with the 3 fixed bottles in-
stallation;
SMOKE PROTECTION (Regulator in 100%
position)
80 psi / crew mask / 15 min
SUPPLEMENTAL OXYGEN (Regulator in
NORMAL position)
135 psi / crew mask / 2 hrs
27 psi/ passenger mask / 30 min
UNUSABLE OXYGEN
300 psi
Oxygen consumption with the 1 fixed bottle
installation;
SMOKE PROTECTION (Regulator in 100%
position)
236 psi / crew mask / 15 min
SUPPLEMENTAL OXYGEN (Regulator in
NORMAL position)
385 psi / crew mask / 2 hrs
80 psi/ passenger mask / 30 min
UNUSABLE OXYGEN
300 psi
6/2.1
PAGE 16
Apr 01/15
Emergency Lighting
1. GENERAL F/Abutton is not pushed to ON or cockpit switch

is not in ON position.
The emergency lighting system provides necessary
Manually, by selecting the cockpit switch to OFF
interior and exterior lighting for a minimum of ten
position, provided any Battery switch is in ON
minutes. The lights are powered by rechargeable
position and the F/Abutton is not pushed to ON
battery packs, located under the cabin floor.
position.
1.1 Interior emergency lights
NOTE
cove mounted lights (10)
If the lights come on manually or automatically they
emergency exit signs (4) can not be selected off;
emergency exit locator signs (2)
if CB S7 (R ESS, R MAIN) is tripped or
floor proximity escape path lights (8) or (20)
if R ESS BUS power is lost.
1.2 Exterior emergency lights
The F/Abutton will illuminate to show ARMED or
escape path lights (2)
ON depending on system status.
escape path lights in the frames of main door and
forward right exit. (2) CAUTION
escape path lights, integrated with forward right Crew members should receive adequate training
and L/R overwing emergency exit signs (3). in the handling of the emergency lighting system.
Cockpit EMERG LIGHT switch should be OFF dur-
The emergency lighting system is divided into five ing engine start, be set to ARMED after engine
subsystems, each feeding the bulbs in a concen- start, and be set to OFF prior to engine shutdown.
trated part of the cabin from its battery pack, there- (The emergency lights can be turned off only when
by maximizing systems survivability. R ESS BUS is powered.)
The battery packs are kept at full charge via the R
ESS BUS.
The emergency lights are manually controlled by a
cockpit (OFFARMEDON) EMER LIGHT switch
and an EMERGENCY LIGHTS button on the F/A
service panel (F/Abutton).
The emergency lights will come on;
Manually, by selecting cockpit switch to ON or
pushing F/A button to ON, provided any Battery
Switch is in ON position or R ESS BUS is pow-
ered.
The F/Abutton will activate the system also
when the cockpit switch is in OFF position.
Automatically, if electrical power is lost on R
MAIN START BUS (R MAIN BUS for A/C up to
s/n 358), provided the system is armed, which is
achieved with the cockpit switch in ARMED posi-
tion.
The emergency lights will go out;
Automatically, if activated automatically, provided
electrical power is restored on R MAIN BUS and
6/3.1
PAGE 1
Apr 01/15
Emergency Lighting
3. FLASH LIGHTS
Three flash lights are provided with the aircraft as Indicator lamp
standard. Two are located in the cockpit, outboard
of each pilots seat, and one in the cabin entrance
area close to the F/A seat.
The F/A flashlight has a small red light, which keeps
blinking when the batteries are properly charged.
In the bottom a carrying loop is attached. The flash
light is automatically activated when removed from
its mounting bracket. A10721
Fig. 1 Emergency Flash light
NOTE
The F/A flash light should be considered as emer-
gency equipment and should only be used in an
emergency.
6/3.1
PAGE 2
Apr 01/15
Emergency Lighting
A B
B F/A SERVICE PANEL
A EMERGENCY CONTROL PANEL
EMERG LIGHT switch.

ON The emergency lights come on.
EMERGENCY LIGHTS button (F/A button)
ARMEDThe emergency lighting system is
armed. Emergency lights may be selected on and off by
pushing the button.
OFF The emergency lights go out.
ARM (yellow) light comes on when EMER
LIGHT (cockpit) switch is in
ARMED position.
ON (red) light comes on when emergency
lights are ON.
A11111
Fig. 2 Emergency lighting controls and indicators
6/3.1
PAGE 3
Apr 01/15
Emergency Lighting
EMER LTS UNARMED light (amber)
The light will come on when the EMER LIGHT switch is

in OFF position.
A9920
Fig. 3 Emergency lights unarmed indication
6/3.1
PAGE 4
Apr 01/15
1. GENERAL 2.2 Halon fire extinguisher
Firefighting equipment comprises hand fire extin- The Halon fire extinguishers contain Halon 1211
guishers and a fire axe. which can be used against all types of fires.
NOTE Halon 1211 is a liquid chemical which, when ex-

pelled from the nozzle, contains approx. 85% liquid
The fixed fire protection system for the engines, the
and 15% gas. The liquid, when hitting the fire, forms
cargo compartment and the lavatory, is covered in
a cloud. The extinguishing effect is obtained
chapter 7, Fire Protection.
through a chemical reaction in the flames. The
extinguishant leaves no residue and is considered
2. MAIN COMPONENTS AND SUBSYSTEMS nontoxic; however, there may be a slight narcotic
effect.
2.1 Hand fire extinguishers
Halon fire extinguisher operation:
Number, type and locations vary with national regu- Hold extinguisher upright.
lations.
Release safety catch.
At a distance of 12 m (37 feet), aim at base of
flames and depress trigger fully.
Only the fully developed cloud of extinguishant is
most effective, not the stream immediately ejected
from the nozzle outlet. If the cloud does not develop
around base of flames, move further back.
When extinguishing liquid fires, never aim full
stream into liquid.
When fighting fires in solid combustibles, apply
extinguishant shotwise.
A11175
Fig. 1 Halon fire extinguisher
6/4.1
PAGE 1
Apr 01/15
2.3 H20 fire extinguisher 2.5 Avionic rack inlet
Water is used against fires in textiles, paper etc. It The avionics rack is provided with a red rubber inlet
must not be used against burning liquids and when for firefighting, located on the wall behind the left
electricity is involved. pilot. This inlet may be used to fight an avionics fire,
should other (isolation) procedures fail to cure the
The extinguisher contains 1,35 l of water, and has a
problem.
range of up to 6 m. An antifreeze is added to pre-
vent freezing down to approximately 20 C. Emp- 2.6 Fire axe
tying takes 35 sec. (continuous use).
The fire axe is located in the cockpit on the wall be-
2.4 H20 fire extinguisher operation hind the left pilots seat. It is intended for use in
Turn handle fully clockwise (this will puncture the emergencies, e.g. breaking and cutting inside the
C02 cartridge in the handle). aircraft. The axe handle is electrically isolated.
Depress trigger.
Aim at fire.
Hold the extinguisher upright.
It is possible to form water spray by holding a
Avionics rack
finger on the nozzle. firefighting inlet
Trigger
CO2 Cartridge
Smoke
goggles
Handle
Standpipe
A31891
Fig. 3 Cockpit left bulkhead
A31890
Fig. 2 H20 fire extinguisher
6/4.1
PAGE 2
Apr 01/15
PBE / Smoke Goggles
1. PBE (Protective Breathing Equipment)
Requirements are subject to national regulations.

Where required, there will be one PBE close to
each hand fire extinguisher installed.
Type and operational procedures vary. For full de-
scription contact your Flight Operations department.
1.1 SMOKE GOGGLES
There are two smoke goggles in the cockpit located

behind each pilots seat, adjacent to the oxygen
mask. A third set of goggles may be provided for
the observer. It is then installed above the observ-
ers seat.
1.2 Operation
Don flight crew mask.
Don smoke goggles; ensure a tight fit to the oxy-
gen mask.
Tighten the straps.
Ventilate by turning emergency selector to ON
and pulling the vent valve knob.
6/5.1
PAGE 1
Apr 01/15
PBE / Smoke Goggles
6/5.1
PAGE 2
Apr 01/15
Flotation equipment
1. GENERAL
All flotation equipment must be readily available
to all persons on board.
Number, type and locations vary with national
regulations.
The crew should have their own life vests, lo-
cated adjacent to each crew station.
Passengers are provided with life vests or spe-
cially designed seat cushions.
1.1 Life vest operation

put the vest over the head
tighten the straps around you
pull the red inflation tabs (after leaving through
the exit)
use mouthpieces if the inflation doesnt work
activate the light if needed (pull battery plugs)
1.2 Seat cushion operation

pull the seat cushion from the seat
embrace it and put your hands through the red
straps
The cushions are attached to the seat with Velcro
tape and can easily be pulled off.
A11176
Fig. 1 Life vest/seat cushion operation
6/6.1
PAGE 1
Apr 01/15
Flotation equipment
6/6.1
PAGE 2
Apr 01/15
Emergency Locator Transmitter
1. GENERAL 3.3 Deactivation
The Emergency Locator Transmitter (ELT) facili- Should the ELT be inadvertently activated, gain ac-
tates search and rescue in case of a crash landing. cess to the transmitter, set its front panel ONOFF
It activates automatically on impact, transmitting on ARM switch to OFF, depress the RESET pushbut-
civil as well as military aeronautical distress fre- ton and set the ONOFFARM switch to ARM. To
quencies (121.5 and 243 MHz). prevent unnecessary searchand rescue actions,
inform ATC immediately. Also, make an entry in the
It is located aft of the cargo compartment, and is
aircraft log book.
removable from the aircraft.
3.4 Portable operation
2. DESCRIPTION
It is not normal procedure to bring the ELT along in
The ELT operates independent of the aircraft batter-
an evacuation. Should, however, circumstances
ies. It is waterproof, crash resistant, and will nor-
warrant the effort of removing the ELT, the portable
mally be operative after a crash landing.
operation is the following:
At a 57 G nominal impact, the ELT automatically Gain access to the ELT through the access panel
activates, transmitting an emergency signal contain- aft of the cargo compartment.
ing 24 downsweep (1,600 300 Hz) signals per
Set the ELT switch to OFF.
second. The selfcontained battery has a minimum
Disconnect the antenna cable and tear loose the
capacity of 52 hours of transmission.
two cables to the remote selector circuit.
There are two antennas: a permanent external on Remove the ELT from its mounting bracket.
the tail cone and a blade antenna for portable ELT Extend the blade antenna fully by pulling the
use. plastic end of the antenna.
The ELT is controlled by an internal impact switch The ELT is now ready for portable use and will
and an ELT switch on the transmitter front panel. transmit whenever the ELT switch is in the ON posi-
Remote control of the ELT is possible by way of a tion.
twoposition (ONARMED) switch on the cockpit
overhead EMERGENCY panel. For maximum radio range, the ELT should be lo-
cated as high as possible above the surrounding
3. OPERATION terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
3.1 Automatic activation
At low temperatures, keep the transmitter inside
For normal operation, the ELT switch in cockpit your jacket with the antenna outside.
shall be guarded in ARMED position. The ELT will
IMPORTANT: To prevent unnecessary searchand
then activate automatically on impact.
rescue actions, inform ATC immediately if the ELT
3.2 Manual activation has been switched on inadvertently.
The ELT can be purposely activated by setting the

ELT switch in cockpit to ON.
6/7.1 S1
A/C 160 170 PAGE 1
Apr 01/15
A EMERGENCY PANEL
ELT switch.
ON Manual activation of ELT.
ARMED Automatic activation of ELT
by impact switch.
A11112
Fig. 1 ELT controls
6/7.1 S1
A/C 160 170 PAGE 2
Apr 01/15
ELT external antenna
A
Access panel to the ELT, in the cargo compartment
A EMERGENCY LOCATOR TRANSMITTER
RESET button.
When pressed the ELT selector in OFF
position, the ELT is deactivated.
ELT switch.
Blade antenna for portable operation. Automatic use: Normal position. Automat-
ic activation by impact
Pull plastic end to extend the antenna.
switch or activation by re-
mote switch.
Portable use:
ON ELT is on.
A11113 OFF ELT is off.
Fig. 2 ELT Location and controls
6/7.1 S1
A/C 160 170 PAGE 3
Apr 01/15
6/7.1 S1
A/C 160 170 PAGE 4
Apr 01/15
1. GENERAL twoposition (ONARMED) switch on the cockpit

overhead EMERGENCY panel.
The Emergency Locator Transmitter (ELT) facili-
tates search and rescue in case of a crash landing. 3. OPERATION
It activates automatically on impact, transmitting on
civil as well as military aeronautical distress fre- 3.1 Automatic activation
quencies (121.5 and 243 MHz).
For normal operation, the ELT switch in cockpit
It is located aft of the cargo compartment, installed shall be guarded in ARMED position. The ELT will
with screws and is not removable without tools. then activate automatically on impact.
2. DESCRIPTION 3.2 Manual activation
The ELT operates independent of the aircraft batter- The ELT can be purposely activated by setting the
ies. It is waterproof, crash resistant, and will nor- ELT switch in cockpit to ON.
mally be operative after a crash landing.
3.3 Deactivation
At a 57 G nominal impact, the ELT automatically
activates, transmitting an emergency signal contain- Should the ELT be inadvertently activated, gain ac-
ing 24 downsweep (1,600 300 Hz) signals per cess to the transmitter, set its front panel AUTO
second. The selfcontained battery has a minimum OFFON switch to OFF, and then back to AUTO.To
capacity of 52 hours of transmission. prevent unnecessary searchand rescue actions,
inform ATC immediately. Also, make an entry in the
There is one permanent external antenna mounted
aircraft log book.
on the tail cone.
The ELT is controlled by an internal impact switch
and an ELT switch on the transmitter front panel.
has been switched on inadvertently.
Remote control of the ELT is possible by way of a
6/7.1 S2
A/C 171299 PAGE 1
Apr 01/15
A EMERGENCY PANEL
ELT switch.
by impact switch.
A11112
Fig. 1 ELT controls
6/7.1 S2
A/C 171299 PAGE 2
Apr 01/15

A
ELT switch.
AUTO Normal position. Automatic ac-
tivation by impact switch or ac-
tivation by remote switch.
OFF ELT is off.
ON ELT is on.
A11217
6/7.1 S2
A/C 171299 PAGE 3
Apr 01/15
6/7.1 S2
A/C 171299 PAGE 4
Apr 01/15
1. GENERAL 3.2 Manual activation
The Emergency Locator Transmitter (ELT) facili- The ELT can be purposely activated by setting the
tates search and rescue in case of a crash landing. ELT switch in cockpit to ON.
civil as well as military aeronautical distress fre- 3.3 Deactivation
quencies (121.5 and 243 MHz). As an option (Mod. The ELT can be deactivated in two ways should the
No. 3099), the ELT can be provided with a satellite ELT be inadvertently activated;
com card that will transmit aircraft identifications on
Gain access to the transmitter and set the ELT
satellite frequency 406 MHz.
ON/ARMOFF switch to OFF, and then back to
It is located aft of the cargo compartment, and is ON/ARM.
removable from the aircraft. On the cockpit EMERGENCY panel, momentarily
set the ELT switch to springloaded RESET posi-
2. DESCRIPTION
tion. To prevent unnecessary searchand rescue
The ELT operates independent of the aircraft batter- actions, inform ATC immediately. Also, make an
ies. It is waterproof, will float in water, is crash resis- entry in the aircraft log book.
tant, and will normally be operative after a crash Portable operation
landing. It is not normal procedure to bring the ELT along in
At a 57 G nominal impact, the ELT automatically an evacuation. Should, however, circumstances
activates, transmitting an emergency signal contain- warrant the effort of removing the ELT, the portable
ing 24 downsweep (1,600 300 Hz) signals per operation is the following:
second. The selfcontained battery has a minimum Gain access to the ELT through the access panel
capacity of 52 hours of transmission. aft of the cargo compartment.
There are two antennas: a permanent external on Set the ELT switch to OFF. If not the ELT will
the tail cone and a flexible antenna for portable ELT start transmitting when removed from its mount-
use. ing bracket.
Remove the ELT from its mounting bracket.
The ELT is controlled by an internal impact switch
Disconnect the antenna cable and the connector
and an ELT switch on the transmitter body. Remote
from the remote selector circuit.
control of the ELT is possible by way of a three
position (ONARMEDRESET) switch on the cock- Connect the flexible antenna to the ELT.
pit overhead EMERGENCY panel. The ELT is now ready for portable use and will
transmit (after 30 sec.) whenever the ELT switch is
3. OPERATION in the ON position.
Upon activation there is a time delay of 30 seconds For maximum radio range, the ELT should be lo-
before the ELT starts to transmit. Activation is indicated as high as possible above the surrounding
cated by a flashing red indicator on the ELT and on terrain, e.g. on a hill top or in a tree. The antenna
the EMERGENCY panel. should be oriented vertically.
3.1 Automatic activation At low temperatures, keep the transmitter inside
your jacket with the antenna outside.
For normal operation, the ELT switch in cockpit
shall be positioned in ARMED position. The ELT will IMPORTANT: To prevent unnecessary searchand
then activate automatically on impact. rescue actions, inform ATC immediately if the ELT
6/7.1 S3
A/C 300 UP or with Mod. No. 2204 installed. PAGE 1
Apr 01/15
Activation indicator.
ELT activation indicated by red flashing
light. Transmission occurs after 30 se-
conds.
A EMERGENCY PANEL
RESET
ELT switch.
Transmission starts after 30
seconds.
by impact switch.
RESET Deactivation of ELT transmis-
sion.
A11194
Fig. 1 ELT controls
6/7.1 S3
Apr 01/15
The ELT will flash in upside

ELT external antenna position in water.
A ELT activation indicated by
red flashing light. Transmis-
Access panel to the ELT, in the cargo compartment sion occurs after 30 se-
conds.
Safety string.
Locking mechanism for re-

lease of the clamp.
ELT switch.
Portable use:
ON/ARM ELT is on
Flexible antenna.
OFF ELT is off
For portable use.
A11218
6/7.1 S3
Apr 01/15
6/7.1 S3
Apr 01/15
1. GENERAL 3.2 Manual activation
The Emergency Locator Transmitter (ELT) facili- The ELT can be purposely activated by setting the
tates search and rescue in case of a crash landing. ELT switch in cockpit to ON.
civil as well as military aeronautical distress fre- 3.3 Deactivation
quencies (121.5 and 243 MHz). The ELT is also The ELT can be deactivated in two ways should the
provided with a satellite com card that will transmit ELT be inadvertently activated;
aircraft identifications on satellite frequency 406
Gain access to the transmitter and set the ELT
MHz.
MAN/RESETAUTOOFF switch to OFF, and
It is located aft of the cargo compartment, and is then back to AUTO.
removable from the aircraft. On the cockpit EMERGENCY panel, momentarily
set the ELT switch to springloaded RESET posi-
2. DESCRIPTION
tion. To prevent unnecessary searchand rescue
The ELT operates independent of the aircraft batter- actions, inform ATC immediately. Also, make an
ies. It is waterproof, will float in water, is crash resis- entry in the aircraft log book.
tant, and will normally be operative after a crash
3.4 Portable operation
landing.
It is not normal procedure to bring the ELT along in
At a 57 G nominal impact, the ELT automatically
an evacuation. Should, however, circumstances
activates, transmitting an emergency signal contain-
warrant the effort of removing the ELT, the portable
ing 24 downsweep (1,600 300 Hz) signals per
operation is the following:
second. The selfcontained battery has a minimum
capacity of 48 hours of transmission. Gain access to the ELT through the access panel
aft of the cargo compartment.
There are two antennas: a permanent external on
Set the ELT switch to OFF. If not the ELT will
the tail cone and a flexible antenna for portable ELT
start transmitting when removed from its mount-
use.
ing bracket.
The ELT is controlled by an internal impact switch Remove the ELT from its mounting bracket.
and an ELT switch on the transmitter body. Remote Disconnect the antenna cable and the connector
control of the ELT is possible by way of a three from the remote selector circuit.
position (ONARMEDRESET) switch on the cock-
Connect the flexible antenna to the ELT.
pit overhead EMERGENCY panel.
The ELT is now ready for portable use and will
3. OPERATION transmit (after 2 sec.) whenever the ELT switch is in
the MAN/RESET position.
Upon activation there is a time delay of 2 seconds
before the ELT starts to transmit. Activation is indi- For maximum radio range, the ELT should be lo-
cated by a flashing red indicator on the ELT and on cated as high as possible above the surrounding
the EMERGENCY panel. terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
3.1 Automatic activation
At low temperatures, keep the transmitter inside
For normal operation, the ELT switch in cockpit your jacket with the antenna outside.
shall be positioned in ARMED position. The ELT will
then activate automatically on impact.
6/7.1 S4
With Mod No 3112 installed (Air Precision ELT) PAGE 1
Apr 01/15
ELT activation indicated by red flashing
light. Transmission occurs after 2 seconds.
A EMERGENCY PANEL
RESET
ELT switch.
Transmission starts after 2
seconds.
by impact switch.
RESET Deactivation of ELT transmis-
sion.
A11194
Fig. 1 ELT controls
6/7.1 S4
Apr 01/15
ELT EXTERNAL ANTENNA
Flexible Antenna.
For portable use.
ACCESS PANEL TO THE ELT, IN CARGO COMPARTMENT

A
ELT activation indicated by red
flashing light. Transmission
occurs after 2 seconds.
MAN
ANT AUTO
RESET
OFF
ELT switch.
AUTO: Normal position. Automatic activation by impact switch or activation by remote switch.
Portable use:
MAN/RESET: ELT is on in MAN/RESET position.
OFF ELT is off in OFF position.
A25580
6/7.1 S4
Apr 01/15
6/7.1 S4
Apr 01/15
1. EMERGENCY LOCATOR TRANSMITTER 1.1 Automatic activation
The Emergency Locator Transmitter (ELT) is acti- For normal operation, the switch in the cockpit shall
vated automatically on impact, transmitting on be in the ARMED position, and the switch on the
121.5, 243 and 406.25 MHz. ELT shall be in the ON position. The ELT will then
activate automatically on impact.
The ELT is located in the rear avionics rack, and
can not be removed from the aircraft. 1.2 Manual activation
The ELT is waterproof. It operates independently of
The ELT is manually activated when the cockpit
the aircraft batteries. The selfcontained battery
switch is set to ON.
has a minimum capacity of 24 hours of transmission
on 406.25 MHz and 72 hours on 121.5/243 MHz. 1.3 Deactivation
There are three switches: The ELT can be deactivated in two ways:
The impact switch (activates the ELT at a 5 G Set the switch on the ELT to OFF, or
impact) On the cockpit EMERGENCY panel, momentarily
An ON OFF switch on the ELT set the ELT switch to the RESET position.
A remote ON ARMED RESET switch on the
EMERGENCY overhead panel in the flight com- NOTE
partment. If the ELT has been inadvertently activated, inform
Upon activation, the ELT starts to transmit on 121.5 ATC immediately, to prevent unnecessary search/
and 243 MHz. There is a time delay of 47 seconds rescue actions. Also, make an entry in the aircraft
before the ELT starts to transmit on 406.25 MHz. log book.
Activation is indicated by a flashing red indicator on
the ELT and on the EMERGENCY panel.
6/7.1 S5
Applicable for A/C with mod. 3504 (Artex ELT C4061) PAGE 1
Apr 01/15
Activation indicator
ELT activation indicated by red flashing light.
Transmission on 121.5 and 243 MHz starts
upon activation and after 47 seconds on
406.25 MHz.
A EMERGENCY PANEL
RESET
ELT switch
Transmission on 121.5 and 243 MHz
starts upon activation and after
47 seconds on 406.25 MHz.
ARMED Automatic activation of ELT by
impact switch
RESET Deactivation of ELT transmission.
(Do not hold in RESET for more than
a second or two.)
A31333
Fig. 1 ELT controls
6/7.1 S5
Apr 01/15
A
ELT activation indicated by red flashing light.
Transmission on 121.5 and 243 MHz starts
A ELT upon activation and after 47 seconds on
406.25 MHz.
ON
OFF
ELT switch.
ON: Normal position. Automatic activation by impact switch or activation by remote switch.
OFF: ELT is off.
A31334
6/7.1 S5
Apr 01/15
6/7.1 S5
Apr 01/15
First Aid Kit
1. FIRST AID KIT
First Aid Kit(s) is provided with the aircraft as stan-

dard. It is located in the galley/entrance area and
contains the following:
Qty:
1 1 x3 plastic adhesive bandage (16 per unit)

2 PVP iodine swabs (10 per unit)
1 Ammonia inhalants (10 per unit)
8 4 bandage compress (1 per unit)
5 Triangular bandage (1 per unit)
1 Calloid 1/8 oz tube (6 per unit)
2 Wire splint (1 per unit)
4 4 x 6 yds gauze bandage (1 per unit)
1 1 x2 1/2 yds adhesive tape (2 per unit)
1 Scissors (1 per unit)
NOTE
Some national regulations may specify a different
content.
Check with your Flight Operations department.
6/8.1
PAGE 1
Apr 01/15
First Aid Kit
6/8.1
PAGE 2
Apr 01/15
Spare bulbs and fuses
1. SPARE BULBS AND FUSES
Two boxes, located in the cockpit L and R lower

side panels respectively, contain spare bulbs and
fuses as well as padlocks for external door locking.
A11154
Fig. 1 Spare bulbs and fuses
6/9.1
PAGE 1
Apr 01/15
Spare bulbs and fuses
6/9.1
PAGE 2
Apr 01/15
Exits
1. GENERAL 2. MAIN DOOR
WARNING NOTE
All crew members should receive adequate train- If the main door handle has been inadvertently
ing in the handling of emergency exits and evac- moved to the closed position with the door open, a
uation procedures. latch in the middle of the door (inside) has to be
pressed before the handle can be returned to open.
The aircraft is provided with five emergency exits; The latch is a plastic roller about 5 cm long.
Main door (1)
Forward right exit (1) General
Overwing exits (2) The main door, located on the forward left side fu-
Cockpit escape hatch (1) selage, is primarily intended for embarkation/ dis-
The aircraft is provided with one Cargo door which embarkation. It is also used as an emergency exit
is not considered as an emergency exit and normal- (type I).
ly operated from outside. On some aircraft the Car- The main door is of semiplug type, held in posi-
go door may be operated also from inside, by in- tion by door stops, guided pins and doorway sup-
serting a handle into the door locking mechanism. port fittings.
When rotating the door handle from closed posi-
Forward right Overwing tion,the door moves slightly upwards to a position
exit (Type ll) exit (Type lll)
where the door stops and guide pins are clear of
Cockpit the doorway support fittings. The door can then be
escape
hatch
swung outwards to the fully open position.
Friction loads between the door and the doorway,
Cargo door
induced by cabin pressurization, will prevent door
opening until cabin differential pressure has been
reduced to a low value.
Main door When opened fully, a springloaded hook on top of
A9910 (Type l)
Fig. 1 Emergency exits the main door hinge will engage an external fuse-
lage bracket, retaining the door in the fully open
NOTE position. To close the door, the hook is released by
When a ground air conditioning unit is supplying air either of the two door lock release knobs, accessi-
to the cabin with the doors closed, the cabin may ble from the cabin and the ground, respectively.
become slightly pressurized (depending on the ca-
pacity of the unit). This may require an extra effort
to open the emergency exits and to unlock the main
door. Leaving the cockpit ground communication
hatch slightly open would alleviate the situation.
6/10.1
PAGE 1
Apr 01/15
Exits
CAUTION
The main door will swing open if the door is un-
locked and the cabin happens to be pressurized.
Overcentering index window

(closed position shown)
Internal Door Handle

Check centered
prior flight
Plastic Roller Latch
Shoot bolt
index window
Shoot bolt
tip switch
External Door Handle
Guidepin Switch
A9911
Fig. 2 Main door operation and indication
Opening from inside Closing from inside

release flaps pull white knob to unlock the door
move handle fully to OPEN swing and pull door into door opening
push and swing door out to locked position move handle fully to CLOSED
use the grab handle when operating the door attach flaps
check door mechanical indications
6/10.1
PAGE 2
Apr 01/15
Exits
3. FORWARD RIGHT and OVERWING EXITS Operation
General NOTE
Forward right and Overwing exits have identical Forward right exit outside handle is located on
handles and are operated the same way from in- the bottom of the hatch.
side. The locking mechanisms are found in the up-
per ends; the lower ends have hooks.
EXIT
COVER
PULL
CLOSED

OPEN

OPEN
EMERGENCY EXIT
A9880
Fig. 3 Forward right and overwing exits operation
To open from inside To open from outside

remove cover. pull handle down (to OPEN).
pull handle. push hatch into cabin.
lift the hatch inward, turn it and throw it out.
6/10.1
PAGE 3
Apr 01/15
Exits
4. COCKPIT ESCAPE HATCH Closed

Ventilation
General Open
A removable hatch is installed in the cockpit ceiling

to facilitate flight crew evacuation, should the door
between cockpit and cabin be obstructed or should
there be no suitable forward exit.
This hatch can also be used for ventilation on
ground, or for smoke evacuation in flight.
An escape strap to facilitate evacuation is stowed in
the cockpit ceiling adjacent to the hatch (left side).
Forward
Operation
To open hatch from inside
turn handle 90 degrees (to OPEN);

remove hatch.
Shoot bolt
tip switch
For ventilation/smoke evacuation
turn handle 45 degrees (to VENTILATION);

lower hatch to the stop (approx. 4 inches).
To open hatch from outside
turn handle clockwise;

Ventilation position
push hatch down.
Closed position
Evacuation
remove escape strap from stowage;

throw strap out through exit;
escape through the hatch using the strap hand
overhand.
CAUTION
Use care to avoid pitot tubes and AOA sensor
when descending down the side of the aircraft.
NOTE
If possible escape on the left side due to length of
strap.
A9914
Fig. 4 Cockpit escape hatch operation and indic-
ation
6/10.1
PAGE 4
Apr 01/15
Exits
5. CARGO DOOR For inside operation there is a handle stowed in the

cargo compartment.
NOTE
From a/c 260 and up there is no handle for door
The cargo door is not to be considered as an emer- inside operation.
gency exit.
Without Mod No 1819 accomplished:
The Inside Door Handle can be inserted in the fit-
General
ting through a hole in the door linkage cover panel.
The cargo door is located on the aft fuselage left
side. When opened, it slides inwards/ upwards into With Mod No 1819 accomplished:
the ceiling where it is stowed. The door weight is Mod No 1819 is part of the improved cargo Liner
balanced by wires and springs, so that it will remain modification meeting the more stringent fire resist-
in any position desired along its rails. ant equipment. To use the inside door handle with
this mod requires the door linkage cover panel to be
Operation
removed first. A handle (if installed) can then be
The cargo door is normally operated from outside inserted in the fitting. The linkage cover panel can
by pulling out and turning the door handle. On some be removed by unscrewing 8 large/headed screws.
aircraft the door can also be operated from inside. No tool is required.
Optional
position
Fwd bulkhead
cargo comp.
Forward
External Door
Handle
Internal Door
handle stowed position
(stowage position may vary
with bulkhead configuration)
Insert Internal Door Handle in the

fitting
A9912
Press outwards while turning handle
clockwise.
Fig. 5 Cargo door operation and indication
6/10.1
PAGE 5
Apr 01/15
Exits
6. STAIR push stair into parked position

Release pedal..
The aircraft is equipped with a builtin folding stair Release to
at the main door. When not in use, the stair is fold the stairs.
folded and slid along a rail to its stowed position
forward of the main door.
After the main door is opened, the stair is unlocked
from its stowed position and slid to the door open-
ing where it locks into position. It is then extended
and lowered onto the ground by hand.
NOTE
The stair itself is not to be considered as emergen-
cy equipment. However, its function has bearing on Release lever.
Release to
the use of the Main door as an emergency exit. fold the stairs.
CAUTION
Evacuation procedures should not include the
stair to be used in an emergency evacuation.
The reason for this is the possibility of a bent
slide hand rail which could render the stair un-
movable or stuck in a middle position thereby
blocking the exit.
Operation
To extend from outside
release floor lock;
Floor locker.Release to slide
pull stair to parked position; the folded stairs forward on aft.
release hook;
pull stair out.
Plastic catch. Release
To extend from inside to extend the stairs.
release floor lock; A9909
pull stair to parked position; Fig. 6 Stair operation
release hook;
push stair out.
Retract from outside
release hook;
lift and push stair to lock in folded position;
release floor lock;
push stair into parked position.
Retract from inside
release hook;
pull and press down handrails;
pull handle to lock stair in folded position;
release floor lock.
6/10.1
PAGE 6
Apr 01/15
Aircraft Operations Manual FIRE PROTECTION
CONTENTS
Fire Protection

7.1 Description
7.2 Operation
7 CONTENTS
PAGE 1
Apr 01/15
7 CONTENTS
PAGE 2
Apr 01/15
Description
1. GENERAL steady. The CWP light remains on as long as the

caution condition exists.
The fire protection system provides:
The engine fire warning and detector failure system
Fire detection of the engines plus an extinguisher
system. can be tested with two switches on the TEST 1
panel. Using these switches, both an engine fire
Detector failure system.
and a loop short circuit are simulated with correct
Tail pipe overheat detection.
warning indications both aurally and visually.
Smoke detection for the avionics, lavatory and
cargo compartments. Pulling a fire handle will have the following result:
Extinguisher system for the cargo compartment Engine fuel shutoff valve is closed.
in standard version aircraft. Engine bleed air pressure regulator valve is
closed.
StartGen field relay is open.
2.1 Engine fire protection (Fig. 1 and Fig. 2) Fire bell is silenced.
Master warning is reset, indicated by the master
Detection of fire or overheat in the engine nacelle warning lights going out.
fire zone is ensured by a single continuous loop
Both main and reserve extinguisher squibs for
detection circuit below each engine.
the engine are armed.
There is one control unit for each engine. The con- Right fire handle shuts off the power supply to
trol unit continuously monitors the resistance value prop. brake. Hydraulic lock valves will keep the
in the loop. If a preset resistance value indicating a brake engaged and PROP BRAKE light and
fire is reached, the unit will activate the fire warning MASTER WARNINGS come on.
system.
There is one extinguisher bottle installed in each
Too quick resistance change in the loop, however, engine nacelle equipment compartment. Extinguish-
will not result in a fire warning but in a detector failing agent is Halon 1301.
ure indication, indicating that the loop has been me-
Each bottle can be discharged into the fire zone of
chanically short circuited and is unreliable.
the nacelle where it is installed or it can be dis-
For a fire, the following warnings will be given: charged and routed to the nacelle on the other wing
Fire bell to serve as reserve for its extinguisher bottle, e.g.
MASTER WARNING and the left FIRE EXTG switch discharges the left extin-
L/R ENG FIRE (CWP) light and guisher into the left engine if the left fire handle has
L/R ENG fire handle light (red). been pulled, and into the right engine if the right fire
handle has been pulled.
Pressing either of the master warning lights or pull-
ing the respective fire handle will extinguish both The released extinguishant is discharged into the
master warning lights, silence the fire bell and engine fire zone area through a manifold optimizing
change the flashing L/R ENG FIRE light on CWP to distribution to the spray nozzles.
steady. The L/R ENG FIRE light and L/R ENG fire The armed extinguisher squib (explosive cartridge)
handle light remains on as long as the warned is activated by the respective bottles FIRE EXTG
condition exists. switch located adjacent to its fire handle.
A detector failure gives the following indications:
2.2 Tail pipe overtemperature (Fig. 1)
MASTER CAUTION and
L/R FIRE DET FAIL (CWP) light. Applicable to a/c without mod. 3400/3401
Pressing either of the master caution lights will ex- There are three overtemperature detectors installed
tinguish both master caution lights and change the around each engine tail pipe. The detectors are
flashing L/R FIRE DET FAIL light on CWP to wired in parallel so that an overheat signal from a
7.1
PAGE 1
Apr 01/15
Description
single detector is enough to initiate an overheat TEST 1 panel. When activated, smoke conditions in
warning. all compartments are simulated and all warnings
activated.
Applicable to a/c with mod. 3400/3401
There is one pneumatic detector for each engine 2.4 Cargo compartment fire extinguisher
tailpipe. The detector consists of a hermetically system
sealed responder housing with electrical switches
The cargo compartment is provided with a fire extin-
and a gas filled sensor tube. If the tail pipe tempera-
guisher system consisting of a Halon 1301 extin-
ture reaches a predetermined value, a switch will
guisher. The extinguisher is located behind the rear
close and initiate an overheat warning.
bulkhead of the cargo compartment on the right
Applicable to all aircraft side. The tube terminates at a nozzle that is de-
signed to provide an even distribution of extinguish-
When a tail pipe overtemperature is detected, the
er agent in the cargo compartment.
following warnings will be given:
MASTER WARNING and The extinguisher container is a dual wall type, a
L/R TAIL P HOT (CWP) light. bottle within the bottle. When the bottle is dis-
charged, the outer volume rapidly floods the
Pressing either of the master warning lights will
compartment with agent in order to extinguish the
cancel the warning except the L/R TAIL P HOT light
fire. The inner volume slowly leaks a regulated flow
which will go from flashing to steady and stay on
of the agent through a restrictor maintaining a spe-
until the tail pipe temperature has decreased.
cified concentration level high enough to prevent
The engine fire loop test switch is also used to test reignition.
the tail pipe overtemperature system. Activating the
If smoke is detected in the cargo compartment, the
switch will simulate an overtemperature condition
flight crew can activate the fire extinguisher system
and thereby check the integrity of the circuit to the
by operating the CARGO FIRE EXTG switch on the
detectors.
overhead panel.
2.3 Smoke detection (Fig. 3) A CARGO EXTG light adjacent to the extinguisher
switch is operated by a pressure switch sensing
There are three independent smoke detection sys-
pressure in the inner volume. Normal pressure in
tems installed, namely in the avionics compartment,
the extinguisher container is 360 psi. The CARGO
lavatory and in the cargo compartment.
EXTG light comes on when pressure decreases to
The smoke detectors, one in each compartment, 310260 psi indicating low pressure in the bottle.
use a pulsed light beam and a photo sensor to de- When the extinguisher system is activated the light
tect smoke. With Mod No 1819 installed there are will come on when the outer volume has been
two smoke detectors in the cargo compartment. drained and the pressure in the inner volume has
The respective warning is triggered when smoke reached the trigging level, this can take up to 15
density reaches a preset value. minutes. Accordingly CARGO EXTG light not com-
If smoke is detected in any compartment, the fol- ing on in sequence with activation of the FIRE
lowing warnings will be activated: EXTG shall not be interpreted as a non functioning
system.
MASTER WARNING and
AVIONIC, LAV or CARGO SMOKE (CWP) light.
Pressing either of the master warning lights will
cancel all warnings except the respective CWP
light, which will change from flashing to steady and
stay on until the smoke has disappeared.
In the standard passenger version the smoke de-
tectors are tested by one single test switch on the
7.1
PAGE 2
Apr 01/15
Description
2.5 Optional cargo compartment fire extin-

guisher system
An optional extinguisher system, identical to the

standard system, may be installed on the left side
of the cargo compartment.
Like the standard system, the extinguisher is dis-
charged in two stages, the first with rapid flooding
and the second with a slower regulated flow. The
time difference between activation of FIRE EXTG 1
and 2 must therefore be more than 2 minutes to
prevent a pressure chock due to two successive
flooding discharges.
7.1
PAGE 3
Apr 01/15
Description
7.1
PAGE 4
Apr 01/15
Description
A11992
Fig. 1 Engine fire protection and exhaust duct overtemperature system
7.1 S1
Applicable to aircraft without Mod. No. 3400/3401 installed. PAGE 5
Apr 01/15
Description
7.1 S1
Applicable to aircraft without Mod. No. 3400/3401 installed. PAGE 6
Apr 01/15
Description
REPETITIVE CHIMES
MASTER
WARNING FLASHING
L TAIL P CWP
HOT FLASHING
TAIL PIPE
OVERTEMP
SENSOR LOOP
OVERTEMP
TEST
SIGNAL
FIRE LOOP
FIRE TEST
FIRE FIRE SHORT
L R
DETECTOR CONTROL
UNIT
FAILURE TEST
TEST 1 PANEL
FIRE WARNING DETECTOR FAILURE
FIRE BELL SINGLE CHIMES
MASTER MASTER
FLASHING WARNING WARNING
FLASHING
CWP L ENG L FIRE CWP

FLASHING FIRE DET FAIL FLASHING
FIRE
HANDLE L ENG
LIGHT
A31329
Fig. 1 Engine fire protection and exhaust duct overtemperature system
7.1 S2
Applicable to aircraft with Mod. No. 3400/3401 installed. PAGE 5
Apr 01/15
Description
7.1 S2
Applicable to aircraft with Mod. No. 3400/3401 installed. PAGE 6
Apr 01/15
Description
Pressure gauge
A11993
Fig. 2 Engine fire extinguishing system
7.1
PAGE 7
Apr 01/15
Description
Repetitive
chimes
MASTER Flashing
WARNING
AVIONIC
SMOKE
LAV CWP
SMOKE flashing
CARGO
SMOKE
Smoke signal
Avionic smoke
sensor
TEST 1 PANEL
SMOKE
Test
signals
Lavatory smoke
sensor
Cargo smoke NOTE

sensor With Mod. No. 1819
installed there are two
smoke sensors in the
cargo comparatment.
A11984
Fig. 3 Fuselage smoke detection system
7.1
PAGE 8
Apr 01/15
Description
FIRE EXTG discharge switch (2)
When an extinguishing discharge switch is moved

from OFF after the engine fire handle has been pulled
for the same side, the main extinguishant bottle is
discharged to that engine.
When an extinguishing discharge switch is moved

from OFF after the engine fire handle for the opposite
side has been pulled the bottle on the opposite side of
the fire will be discharged through the crossover line
into the fire.
Engine fire handle (2)
Will come on red when a fire condition occurs and

remain on until the fire is out.
When the handle is pulled the following will happen:
Engine fuel shutoff valve is closed.

Engine bleed air is closed.
StartGen field relay is open.
Aural fire warning is shut off.
Master warning is reset indicated by the master
warning lights going out.
Both main and reserve extinguisher squibs for the
engine are armed.
For right fire handle hydraulic pressure to the
propeller brake is shut of. Brake remains engaged
A11986 and PROP BRAKE warning light comes on.
Fig. 4 Fire protection controls and indicators
7.1
PAGE 9
Apr 01/15
Description
L/R ENG FIRE light (red)
Comes on flashing for an engine fire

condition.The light will remain on as long
as the fire exists.

AVIONIC/LAV/CARGO SMOKE light (red)
A B C D
1 L ENG AVIONIC LAV R ENG 1 A light comes on to indicate a smoke condi-

FIRE SMOKE SMOKE FIRE tion in the respective compartment. The
2
2 light will remain on as long as the smoke
condition exists.
3 3
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
5 AUTO PITCH RUDDER 5 L/R TAIL P HOT light (red)
COARSEN TRIM LIMIT
6 L FIRE
FUEL ELEC
R FIRE 6 Comes on to indicate a tail pipe overtem-
DET FAIL DET FAIL perature. The light will remain on as long
7 ICE 7 as there is an overtemperature.
PROT
8 PARK HYDR EMER LTS OXYGEN 8
BRK ON UNARMED
AVIONICS
INOP VENT L/R FIRE DET FAIL light (amber)
FAIL LOCK SYSTEM FAIL Comes on flashing to indicate a short cir-
cuit in the engine fire detection loop. The
light will remain on as long as there is a
short circuit.
A11989
7.1
PAGE 10
Apr 01/15
Description
Smoke test switch.

When activated, smoke conditions in the avionics
compartment, lavatory and cargo comparments are
simulated.
The smoke test warnings are:
MASTER WARNING lights.

AVIONIC, LAV and CARGO SMOKE lights.
Repetitive chime.
FIRE test switch.

A TEST 1 PANEL
When held in L or R the integrity of left or
right engine fire detection and tail pipe TEST 1
overtemperature system are checked BLD LEAK 1 STALL 2
L R
with a simulated warning condition.
+
The engine fire test warnings are: ACC
LAMPS FLAPS FUEL FIRE SHORT
L R
MASTER WARNING lights. UPR
L/R ENG FIRE light.
L/R fire handle light. LWR
AUTOCOARS FIRE SMOKE
Fire bell. L R L R
The additional tail pipe overtemperature RST

test warnings are:
L/R TAIL P HOT light.

Repetitive chime.
FIRE SHORT test switch.
When activated, a short circuit in both engine fire

loops are simulated giving the following warnings:
MASTER CAUTION lights.

L and R FIRE DET FAIL lights.
A12918
7.1
PAGE 11
Apr 01/15
Description
A11994
7.1
PAGE 12
Apr 01/15
Description
Detection.
Left engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS E1 L ENG FIRE
Right engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS L1 R ENG FIRE
Left engine tail pipe hot detection . . . . . . . . . . . . . EMER BUS E2 L TAIL P HOT
Right engine tail pipe hot detection . . . . . . . . . . . . EMER BUS L2 R TAIL P HOT
Avionic compartment smoke det. . . . . . . . . . . . . . L BAT BUS E3 AVION SMOKE

Lavatory/cargo smoke det. . . . . . . . . . . . . . . . . . . . R BAT BUS L3 LAV CARGO SMOKE
Fire extinguishing.
L main squib & R reserve squib . . . . . . . . . . . . . . L HOT BAT BUS E3 L BOTTLE
R main squib & L reserve squib . . . . . . . . . . . . . . R HOT BAT BUS L3 R BOTTLE
Left engine shutoff control . . . . . . . . . . . . . . . . . . . L HOT BAT BUS F3 L ENG SHUTOFF

Right engine shutoff control . . . . . . . . . . . . . . . . . . R HOT BAT BUS M2 R ENG SHUTOFF
Applicable for A/C with one Cargo ext. bottle:

Cargo ext. bottle discharge . . . . . . . . . . . . . . . . . . L HOT BAT BUS F1 CARGO
Applicable for A/C with two Cargo ext. bottles:

Cargo ext. bottle 1 discharge . . . . . . . . . . . . . . . . . L HOT BAT BUS F1 EXT 1 CARGO
Cargo ext. bottle 2 discharge . . . . . . . . . . . . . . . . . R HOT BAT BUS M8 EXT 2 CARGO
7.1
PAGE 13
Apr 01/15
Description
7.1
PAGE 14
Apr 01/15
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2.1 SYSTEM TEST 1. Fire handles & extinguishers . . . . . . . . . . . . . . . . . . . . . CHKD

Check both handles to be in and safetied.
Check both extinguisher switches OFF and safetied.
2. CARGO FIRE EXTG discharge switch . . . . . . . . . . . . . CHKD
Check extinguisher switch OFF and safetied.
3. FIRE test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L THEN R
Hold switch in L and check that:
MASTER WARNING lights come on.
L ENG FIRE light comes on.
L TAIL P HOT light comes on.
L ENG fire handle light comes on.
Fire bell sounds.
Repetitive chime sounds.
Hold switch in R and check that the same warnings for right engine comes
on.
4. FIRE SHORT test switch . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN UPPER
POSITION
Hold switch in upper position and check that:
MASTER CAUTION lights come on.
L and R FIRE DET FAIL lights come on.
Single stroke chime sounds.
5. SMOKE test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN UPPER
POSITION
Hold switch in upper position and check that:
MASTER WARNING lights come on.
AVIONIC, LAV and CARGO SMOKE lights come on.
Repetitive chime sounds.
7.2
PAGE 1
Apr 01/15
Operation
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES

and 24, EMERGENCY PROCEDURES.
7.2
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT CONTROLS
CONTENTS
Flight Controls

8.1 Description
8.2 Operation
8 CONTENTS
PAGE 1
Apr 01/15
8 CONTENTS
PAGE 2
Apr 01/15
Description
1. GENERAL Geared tabs are used with the elevator and aileron
systems while a spring tab is used with the rudder
The flight controls are divided into two groups:
system.
Primary flight controls consisting of elevators,
ailerons and rudder. The geared tabs deflect proportionally to control
surface movement to assist the control forces by
Secondary flight controls consisting of trim sys-
means of aerodynamic effect on the tab.
tem and the flaps.
All primary flight controls are conventional, manually The rudder pedals are mechanically linked to the
spring tab, and via torsion bars to the rudder.
operated rod and cable assemblies. All control sur-
faces are mass balanced. A rudder travel limiting system limits the control
system operating range as a function of airspeed.
The flaps are electrically controlled and hydraulical-
ly actuated. All tabs are controlled electrically from cockpit when
used for trimming.
The trim system is electrically controlled and electri-
cally actuated. On ground, all primary flight controls can be locked
by a gust lock system.
Rudder
Tab
Elevator
Aileron Tab
Tab
Flap
Horizontal stabilizer
A10865
Fig. 1 Flight control surfaces
8.1
PAGE 1
Apr 01/15
Description
2. MAIN COMPONENTS AND SUBSYSTEMS in the cockpit which separates the two channels
from each other. If the handle is not pulled the dis-
2.1 Ailerons connect function is automatically reset when the
excessive control force no longer is applied.
Each aileron is hinged to the wing trailing edge at
two points. After the handle has been pulled, disconnection is
permanent and the system can only be reset on the
The left and right aileron control channels are me-
ground.
chanically interconnected.
When the control channels are disconnected the left
However, should one of the control channels be-
pilot has control of the left elevator while the right
come jammed, the other channel can be controlled
pilot retains control of the right elevator, and the
by applying excessive force to the control wheel or
pilot whose elevator channel is free, maintains suffi-
disconnected by pulling the roll disconnect handle in
cient control of the aircraft with his column.
the cockpit which separates the two channels from
each other. If the handle is not pulled the discon- If left channel is jammed, no stick pusher move-
nect function is automatically reset when the exces- ment is available, see AOM 19/4.1.
sive control force no longer is applied.
An elevator downspring is installed in each control
After the handle has been pulled, disconnection is system in order to improve the stickforce variation
permanent and the system can only be reset on the with speed at low speed. The spring acts with a
ground by use of the reset switch adjacent to the constant force over the whole elevator range of
disconnect unit. travel. Additionally, an elevator upspring is installed
in each control system as a complement to the
When the control channels are disconnected the left
downspring. The upspring only acts at elevator
pilot has control of the left aileron while right pilot
angles of 6 down or more. The springforce in-
retains control of the right aileron, and the pilot
creases with increased down deflection. The spring
whose aileron channel is free, maintains sufficient
improves the pushover characteristics of the aircraft
control of the aircraft with his wheel.
but has no function at manoeuvres encountered
A centering spring unit is installed in each control during normal operation.
system to improve the lateral stability at extreme
Two sensors supply elevator position information to
sideslip angles. The spring unit also compensates
the flight recorder.
the aerodynamic upfloat in case of a disconnection
during flight. The autopilot elevator servo drive is mechanically
linked to the left elevator channel.
A sensor supplies aileron position information to the
flight recorder. 2.3 Rudder
The autopilot aileron servo drive is mechanically
The rudder is hinged to the fin at two points and is
linked to the right aileron channel.
operated with assistance of a spring tab. An aero-
2.2 Elevators dynamic balance horn is located at the top of the
rudder.
The elevators are hinged to the horizontal stabilizer
Each pair of rudder pedals is mechanically intercon-
at three points.
nected. The pedal positions can be individually ad-
The left and right elevator control channels are me- justed with a lever mounted in the center of each
chanically interconnected. pair of pedals.
However, should one of the control channels be- A sensor supplies rudder position information to the
come jammed, the other channel can be controlled flight recorder.
by applying excessive force to the control column or
The autopilot rudder servo drive is mechanically
disconnected by pulling the pitch disconnect handle
linked to the rudder control system.
8.1
PAGE 2
Apr 01/15
Description
Rudder Limiter System There are four handle detents, designated, 7, 15,
The rudder control system includes a rudder limiter 20 and 35, respectively. Cockpit indication is by way
control unit that controls a rudder limiting mecha- of a dual pointer instrument, with a white band at
nism to prevent overload conditions as a result of each setting.
excessive rudder pedal displacement or excessive The actual flap deflection achieved at each setting
control forces on the rudder at high speed. varies with airspeed. At the maximum airspeed al-
The rudder limiting system provides restrictions lowed for a setting the air loads on the flap surfaces
within following speed ranges: make the pointers stop at the upper end of the
white band, whereas on ground they may stop clos-
At airspeeds below 150 kts, the system permits
er to the lower end. The white band thus indicates
full range of movement for the rudder.
a range, to accommodate the flexing of the flap
At airspeeds between 150 and 200 kts the sys- surfaces at different airspeeds.
tem limits rudder deflection to 15 deg. in either
direction. A left flap position sensor supplies signals used for:
At airspeeds above 200 kts the system limits rud- Left flap position indicator pointer in cockpit
der deflections to 6.3 deg. in either direction. Position feedback for flap operation.
In a malfunction of the system the RUDDER LIMIT Takeoff configuration warning (CONFIG)
light on the Central Warning Panel comes on. The Flight recorder.
Rudder Limiter Control Unit will consider one of the Left stall warning channel.
following cases as a system malfunction: power A right flap position sensor supplies signals used
loss, limiting mechanism fails to enter proper posi- for:
tion for corresponding airspeed, a failure in the
Right flap position indicator pointer in cockpit
speed sensors or excessive rudder command for
corresponding airspeed due to mechanical failure. Landing configuration warning (CONFIG)
Right stall warning channel.
The rudder limiter system can be overridden by set-
ting the RUDDER LIMIT switch to the OVRD posi- A flap position signal for the GPWS is also supplied
tion. By setting the RUDDER LIMIT switch to directly from the flap control unit.
OVRD the rudder limiting mechanism will be re- If there is a malfunction in the flap electrical control
tracted by the override actuator enabling full range system the FLAPS light on the CWP illuminates.
of movement for the rudder at any airspeeds. The
A flap control system TEST lamp and a TEST
RUDDER LIMIT light will then persist until the air-
switch are installed on the overhead panel.
speed is below 140 kts, where actual position of the
limiting mechanism will correspond with the air- 2.5 Gust locks
speed thus extinguishing the warning light.
The gust lock is controlled with a handle on the cen-
2.4 Flaps ter pedestal in the cockpit. The system locks the
elevator and aileron controls mechanically and the
There is a single, slotted flap on each wing. The
rudder electrically. Either of the control columns
flaps are mechanically interconnected and are oper-
must be pushed forward in order to get the elevator
ated by hydraulic power and controlled with a han-
gustlock into grip.
dle on the center pedestal.
With the gust lock engaged, power lever movement
The flaps can also be powered by hydraulic hand
is limited to prevent the aircraft from taking off with
pump pressure. Ref. AOM 10.1 and 10.2.
the controls locked.
To prevent flap damage due to excessive air loads,
The gust lock handle also controls the following
a blowback protection is incorporated in the hy-
electrical functions.
draulic system.
With the gust lock engaged the following is pos-
sible:
8.1
PAGE 3
Apr 01/15
Description
Operation of the right engine propeller brake With the pitch trim synchronization deactivated both
Erasing of cockpit voice recorder. main (left) and standby (right) trim tabs can be op-
erated individually by the control wheel trim
Should any disconnection occur in the gust lock
switches and the STBY PITCH trim switches re-
control link system, the system fails in the disen-
spectively.
gaged position.
All trim switches are dual switches to prevent run-
If the gust lock handle is in off position but the rud-
away trim, and must be operated together to com-
der gust lock remains engaged, the GUST lock light
plete the necessary electrical circuit.
on the CWP illuminates.
A common trim tab position indicator is located on
2.6 Trim systems the center instrument panel.
Main roll trim is accomplished by operating the
2.7 Takeoff configuration warning
ROLL trim switches to actuate the left aileron trim
tab. The trim and flap positions are fed into the CONFIG
(configuration) warning circuit of the master warning
Standby roll trim is accomplished by operating the
system. With the aircraft weight on the wheels,
STBY ROLL trim switches to actuate the right aile-
flaps at takeoff position (within 0 to 15 degrees
ron trim tab.
range), pitch trim in the normal takeoff range (green
Yaw trim is accomplished by operating the YAW band), and condition levers set for maximum PROP
trim switches to actuate the rudder tab. RPM, the configuration for takeoff is correct. The
All these switches are located in the trim panel on power levers can then be advanced to maximum
the center pedestal in the cockpit. power for takeoff without a CONFIG warning. How-
ever, if any of these conditions are not met, the
Main pitch trim is accomplished by operating the master warning is activated. The CONFIG warning
trim switches on either control wheel to actuate the light on the center warning panel flashes bright red,
left elevator trim tab, and via a synchronization sys- an intermittent horn sounds and the red master
tem, the right trim tab. The left pilots switches over- warning light come on flashing.
ride the right pilots switches.
Pressing the master warning light cancels the horn,
Builtin monitoring circuits deactivate the synchro- the light goes off, and the CONFIG light changes to
nization in case of a discrepancy, and illuminate the steady.
PITCH TRIM light on the CWP.
2.8 Landing configuration warning
Standby pitch trim is accomplished by operating the
STBY PITCH trim switches on the center pedestal. The flap warning system is part of the Ground Prox-
These switches actuate the right elevator trim tab imity Warning System (GPWS). See AOM 19/2.1
only.
Standby pitch trim also deactivates the synchro-
nization. In this case it can be reset with the PITCH
RESET switch on the trim switch panel.
8.1
PAGE 4
Apr 01/15
Description
B A A FLAP POSITION INDICATOR
Flap position indicator.

Dual pointers (L and R) indicate position of left FLAPS
and right flaps.
B FLAP HANDLE
GUSTLOCK
RELEASE FRICTION
Flap handle.
Used to select flap positions as indicated on the
handle placard. Detents at 7, 15, 20 and
35. For flaps up selection there are gates at
20 and 7.
20 20
ON
35 35
OFF
FRICTION POWER PROP SYNC COND FLAP
A10641
Fig. 2 Flight controls controls and indicators Flap
8.1
PAGE 5
Apr 01/15
Description
Gust lock handle.

A Moving the gust lock handle fully aft locks
the elevators and the ailerons mechanically
and the rudder electrically. When engaged,
Gust lock release knob. the movement of the power levers is limited
by a stop on the gust lock handle.
When moved sideways, the gust lock handle
can be operated. With the gust lock engaged, the following is
possible:
Operation of right engine propeller brake.
Erasing of cockpit voice recorder.
A GUST LOCK
GUSTLOCK
RELEASE FRICTION
20 20
ON
35 35
OFF
FRICTION POWER PROP SYNC COND FLAP
A10647
Fig. 3 Flight controls controls and indicators Gustlock
8.1
PAGE 6
Apr 01/15
Description
LCD Trim indicator.

Displays trim tab deflection for pitch, roll and yaw. The
B LCD TRIM INDICATOR indicator shows trim tab deflection for both main and
(Mod No. 2949) standby systems in units.
C
Green band indicates takeoff range.
MAIN STBY
UP UP
At power up, the built in test will illuminate all segments
P P
I I for 5 seconds.
T 0 0 T NOTE: Loss of main or standby power results in segments
C C flashing during test sequence.
H H
ROLL
DN DN Pointer indication moves in descrete steps (at intermediate
0
trim settings segments may alternate between two positions).
L R
A B YAW
A TRIM SWITCHES B TRIM INDICATOR

C PITCH TRIM SWITCHES
L ROLL R PITCH L ROLL R
Trim switches. RESET
Normal roll trim is accomplished by operating
the left set of roll trim switches MAIN STBY
simultaneously, thereby controlling the left P ROLL P
aileron trim tab. I I
YAW T 0 0 T
Standby roll trim switches (right set, guarded)
control the right aileron trim tab. L R C C
H DN DN H
Yaw trim is accomplished by operating the yaw
trim switches simultaneously. 0
L R
Standby pitch trim switches (guarded) control YAW
the right elevator trim tab.
Pitch reset switch. Trim indicator. Pitch trim switches.

When depressed pitch trim synchronization Displays trim tab deflection for pitch, roll Normal pitch trim is accomplished by operating
reengages. and yaw. The indicator shows trim tab both pitch trim switches simultaneously.
deflection for both main and standby systems This controls the left elevator trim tab,
in units. and via the synchronization system,
the right trim tab.
Green band indicates takeoff range.
The left pilots switches override the right
A19044
pilots switches.
Fig. 4 Flight control controls and indicators
8.1
PAGE 7
Apr 01/15
Description
8.1
PAGE 8
Apr 01/15
Description
A
PITCH TRIM light (amber). CONFIG light (red).
A B C D
The PITCH TRIM lights comes on when The CONFIG light comes on when apply-
pitch trim synchronization is deactivated. 1 L ENG AVIONIC LAV R ENG 1 ing takeoff power on ground for:
L ENG CARGO CABIN R ENG Pitch trim tabs out of takeoff range
2 2
OIL PRESS SMOKE PRESS OIL PRESS (green band).
FLAPS light (amber). 3 L TAIL P PROP R TAIL P 3 CL not in MAX position.
HOT BRAKE HOT
The FLAPS light comes on if there is a AUTO Flaps not in takeoff position.
4 CONFIG 4
malfunction in the flap electrical control TRIM
system. The light will also come on when 5 AUTO PITCH RUDDER 5
FLAPS test switch is activated. COARSEN TRIM LIMIT
B 6 L FIRE
FUEL ELEC
R FIRE 6 RUDDER LIMIT light (amber).
DET FAIL DET FAIL
GUST LOCK light (amber). 7 ICE 7 The RUDDER LIMIT light comes on if the
The GUST LOCK light comes on if gust PROT rudder limiting system fails.
8 PARK EMER LTS 8
lock handle is in off position but the BRK ON
HYDR UNARMED OXYGEN
rudder gust lock remains engaged. ASKID AVIONICS
9 AVIONICS DOORS 9
INOP VENT
A TEST 1 PANEL FLAPS test light (green).

TEST 1 Comes on flashing when FLAPS test
BLD LEAK 1 STALL 2 switch is activated and the flap position
L R does not correspond to flap handle posi-
tion or the flap system is inoperative.
+
ACC Comes on steady when FLAPS test
LAMPS FLAPS FUEL FIRE SHORT switch is activated and the flap position
UPR L R corresponds to flap handle position and
the flap system is operative. It can also
LWR come on if a flap fault is detected and the
AUTOCOARS FIRE SMOKE FLAPS light on the CWP is on.
L R L R
RST
FLAPS test switch.
When actived, the FLAPS light on CWP
with associated warnings, and flaps test
light come on steady indicating an opera-
tive system.
Axxxxx
Fig. 5 Flight controls controls and indicators
8.1
PAGE 9
Apr 01/15
Description
8.1
PAGE 10
Apr 01/15
Description
B
B RUDDER LIMIT OVERRIDE SWITCH
ALTERNATE LOCATION
CENTER PEDESTAL RIGHT SIDE PANEL
RUD
RUD LIM LIM
OVRD
OVRD
NORM
NORM
A C Rudder limiter override switch.

With the switch in OVRD position, the rudder
limit mechanism is retracted thus enabling full
range of movement for the rudder. The switch
is operated in the event of system failure only.
A ROLL DISCONNECT HANDLE C PITCH DISCONNECT HANDLE
Roll disconnect handle. Pitch disconnect handle.

Pulling the handle activates an electrical Pulling the handle activates an electrical
actuator which permanently separates the actuator which permanently separates the
interconnection between left and right aileron interconnetion between left and right elevator
control channels. control channels.
A24285
Fig. 6 Flight controls controls and indicators
CAUTION
Store only suitable acessories in the pedestal stowages in such a way that they do not interfer with the
ROLL and PITCH disconnect handles. Placing too big accessories (manuals, checklists etc) in the stow-
ages or placing accessories in a thoughtless manner could, inadvertantly, prevent a quick activation of the
ROLL and PITCH disconnect handles, located at the juncture of the pedestal and center instrument panel.
8.1
PAGE 11
Apr 01/15
Description
Flap indicator . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N8 FLAP IND

Flap control . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS G6 FLAP CONTROL
Rudder gust lock . . . . . . . . . . . . . . . . . . . . . . L ESS BUS G4 RUDDER GUST LOCK
Roll trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N1 TRIM PITCH ROLL
Yaw trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N2 TRIM YAW
Pitch trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N1 TRIM PITCH ROLL
Pitch trim sync . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N6 PITCH TRIM SWITCH
Pitch roll disconnect . . . . . . . . . . . . . . . . . . . L BAT BUS G3 PITCHROLL DISC
Rudder limiter . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS G5 RUDDER LIMIT
Rudder limiter override . . . . . . . . . . . . . . . . . R BAT BUS N7 RUDDER LIMIT OVRD
Trim indicator . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N3 TRIM IND
Stby trim control right . . . . . . . . . . . . . . . . . . R BAT BUS N4 STBY TRIM R PWR
CONTROL
Stby trim control left . . . . . . . . . . . . . . . . . . . L BAT BUS G2 STBY TRIM L PWR
CONTROL
Stby trim indicator right . . . . . . . . . . . . . . . . . R BAT BUS N5 STBY TRIM R PWR IND
Stby trim indicator left . . . . . . . . . . . . . . . . . . L BAT BUS G1 STBY TRIM L PWR IND
8.1
PAGE 12
Apr 01/15
Operation
1. LIMITATIONS
Max speed for flap extension . . . . . . . . . . . . . . . . . . . . . . . . . . See section 27.
2. NORMAL OPERATION
2.1 OPERATION OF Operation of the primary flight controls is conventional.

PRIMARY
1. Check rudder pedal adjustment.
FLIGHT
CONTROLS 2. Move rudder pedals fully left and right and check for free and full travel.
(Do not slam the rudder against the stops).
3. Rotate control wheel to its maximum throw left and right and check for free
and full travel.
4. Pull and push control column to its full travel against the stops and check
for free movement.
2.2 OPERATION OF Check and set trim tabs as follows:

TRIM SYSTEM
1. Actuate both pitch trim switches on either control wheel and check both
MAIN PITCH and STBY PITCH trim indicators to move towards UP and
DN positions.
2. Check that left pilots pitch trim switches override right to pilotss switches.
Check that the MAIN PITCH trim can not be operated by one of the trim
switches on pilots side. Repeat on copilots side.
3. Actuate both SBTY PITCH trim switches on pedestal to UP and DN posi-
tions and check STBY PITCH trim indicator to move towards correspond-
ing positions.
Master caution and PITCH TRIM on CWP starts flashing.
Equalize NORM and STBY PITCH trim within 1/2 unit.
Push PITCH RESET button to reengage pitch trim synchronization.
Check PITCH TRIM caution light to go out.
Check both trim indicators to be synchronized.
Check that STBY PITCH trim can not be operated by just one switch.
4. Actuate both ROLL trim switches on pedestal to L and R positions and
check MAIN ROLL indicator to move towards corresponding positions.
Reset to 0.
Check that ROLL trim can not be operated by just one switch.
(Contd)
8.2
PAGE 1
Apr 01/15
Operation
(Contd)
5. Actuate both STBY ROLL trim switches on pedestal to L and R positions
and check STBY ROLL trim indicator to move towards corresponding posi-
tions. Reset to 0.
Check that STBY ROLL trim can not be operated by just one switch.
6. Actuate both YAW trim switches on pedestal to L and R positions and
check YAW trim indicator to move towards corresponding positions. Reset
to 0.
Check that YAW trim can not be operated by just one switch.
2.3 FLAP SYSTEM

CAUTION
TEST
Check flap area to be free from obstructions.
Check and set flaps as follows:
2.4 FLAP SYSTEM 1. Flap handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL DOWN

TEST Check flap indicator pointers to move simultaneously to correct indication.
2. Flap handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Check flap indicator pointers to move simultaneously to 20
3. FLAPS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
Check flaps test light to come on.
Set flap handle FULL DOWN and then UP and check in both positions that
the flap indications do not respond and that the FLAPS caution light and the
FLAPS test light start flashing.
Release FLAPS test switch.
Check FLAPS caution light and FLAPS test light to go out.
Check flap indicator pointers to move simultaneously to 0
8.2
PAGE 2
Apr 01/15
Operation
2.5 RUDDER The following test is required by AMM section 2722252 Rudder Trim
SUBTAB TRIM
CURVES TEST Tab / Procedure 1 Adjust Rudder Sub Tab.
Flight conditions and aircraft configuration:

Altitude: According to Table 201 in referenced AMM section.
Airspeed: According to Table 201 in referenced AMM section.
Flaps/Gear: According to Table 201 in referenced AMM section.
Yaw Damper: OFF
Autopilot: OFF.
Autopilot: OFF.
The aircraft must be free of ice and the flight should be performed in stable
atmospheric conditions.
1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set power for level flight with equal torque on both engines.
2. Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Trim the aircraft at the conditions specified in AMM table 201 with wings
level, constant heading and slip ball centered.
3. Yaw trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECORD
Record yaw trim indicator value at each airspeed and trim condition.
8.2
PAGE 3
Apr 01/15
Operation

DURES and 24, EMERGENCY PROCEDURES
3.1 FLIGHT It is of utmost importance that a thorough and professional trouble shooting is per-
CONTROL formed whenever an irregular or abnormal function the flight controls has oc-
MALFUNC- curred. Therefore, it is essential that all information concerning the trouble experi-
TIONS enced is collected and forwarded to the Maintenance Unit responsible for the sub-
sequent trouble shooting.
8.2
PAGE 4
Apr 01/15
Aircraft Operations Manual FUEL
CONTENTS
Fuel
9/1.0 Highlights
9/1.1 Description
9/1.2 Operation
Fueling instruction
9/2.0 Highlights
9/2.1 Description
9/2.2 Operation
9 CONTENTS
PAGE 1
Apr 01/15
9 CONTENTS
PAGE 2
Apr 01/15
Highlights
The system described in this chapter assumes a

certain modification standard of the aircraft. If a
modification is not installed, the following apply as a
complement to what is stated in this chapter.
0.1 FUEL test switch
Without Mod No 2091 embodied, the fuel quantity

indicators will show 950 + 50 lb or 431 + 23 kg
when tested.
9/1.0
PAGE 1
Apr 01/15
Highlights
9/1.0
PAGE 2
Apr 01/15
Description
1. GENERAL pump in each tank. The standby pump starts auto-

matically by a pressure switch in case of a main
Fuel is stored in two tanks, referred to as the left
pump failure. The standby pumps are also used for
and the right tank. Maximum usable fuel capacity of
supplying the engine with fuel during engine start
each tank is 2845 lb + 200 lb (1290 kg + 90 kg)
until the main pump can provide sufficient pressure.
approximately 425 US gallons (1610 l).
The standby pumps are controlled by pilot operated
A single point pressure fueling system makes it switches on the overhead panel and automatic
possible to fill the tanks automatically to full or to switches on the condition levers.
midlevel in approximately 15 min., or 8 min. re-
Fuel quantity is indicated by two gauges on the cen-
spectively. The tanks can also be filled to any inter-
ter instrument panel and there is a low level warning
mediate level by setting the fueling control switches
for each tank.
to OFF when the desired level is reached. Overwing
filler necks permit gravity fueling. The fuel gauging system is designed and manufac-
tured in accordance with Class II of MILG26988C
The pressure fueling system can also be used for
which means that the maximum error is +/ 2% of
defueling.
indication or +/ 0.75% of full scale.
Normally, the left engine is supplied by the left tank
On ground, the fuel quantity can be measured by
and the right engine by the right tank, but it is also
magnetic dipsticks in the undersurface of the wing.
possible to crossfeed both engines from either tank.
The magnetic dipsticks only measure fuel quantities
An interconnect line between the tanks makes it
below 1100 lb (500 kg). Fuel quantity is also indi-
possible to keep the tank levels equal.
cated by two gauges on the fueling panel.
There is one enginedriven main fuel boost pump
Fuel temperature is indicated on a digital display on
on each engine and an electrically driven standby
the overhead panel.
A11629
Fig. 1 Fuel tanks location
9/1.1
PAGE 1
Apr 01/15
Description
2. MAIN COMPONENTS AND SUBSYSTEMS cated inside the inboard tank cells. The outboard
(Fig. 2) cells are replenished by overflow through the vent
line from the inboard cells.
2.1 Fuel storage
Optical sensors are used to determine midlevel
Each fuel tank consists of two cells, integral with and full level. When activated, the selected sensor
the wing, one inboard and one outboard of the en- interrupts electrical power to the affected refueling
gine nacelle. Baffling is provided inside the fuel cells shutoff valve solenoid and the valve closes.
to prevent rapid displacements of fuel within the cell
If the full level detection fails, an overfill float switch
during aircraft maneuvering. The two cells are inter-
in each cell will interrupt the power and turn on the
connected by a fuel hose and a vent line. A flapper
corresponding OVERFULL light on the refuel/defuel
valve in the fuel line permits fuel flow from the out-
panel.
board to the inboard cell only. Each outboard cell
has a filler neck for gravity fueling. The defueling valve is operated by a DC electric
motor and is of the same type as the interconnect,
The lower end of the inboard cell has a hopper tank
crossfeed and fire shutoff valves
with a capacity of 200 lb (90 kg). Four flapper
valves permit fuel to flow into, but not out of the Engine feed system
hopper tank to provide fuel for the engine feed sys- A fuel feed line connects each tank with the engine
tem at all times. A negative G suction feed inlet on the same side. A crossfeed line with a shutoff
canister is attached to the wing structure within the valve interconnects the two feed lines. A suction
hopper tank and surrounds the suction feed inlet inlet and a standby pump with inlet for the feed line
check valve. The canister insures continuous fuel are located in each hopper tank. Check valves in
feed during limited uncoordinated or negative G the inlets prevent return flow into the tank.
aircraft maneuvering. A drain valve is incorporated
in the lowest part of the hopper tank. An enginedriven main pump on each engine draws
fuel from the tank. A main pump differential pres-
The inboard cell is vented to the outboard cell. The sure switch, sensing the differential pressure across
outboard cell is then vented overboard through a the pump, actuates the corresponding standby
vent line at the underside of the wing. The vent sys- pump if the main pump fails, provided that the L/R
tem maintains a slight overpressure in the tanks STBY pump switch is set in the guarded AUTO
during flight. A baffle in the outboard cell prevents position. The main pump differential pressure switch
fuel from sloshing out through the vent. The vent also actuates the MAIN PUMP warning light on the
will also provide for overflow in case of overfilling overhead fuel panel. In case of engine shutdown, a
when fueling, e.g. due to a failure in the shutoff sys- condition lever actuated switch will inhibit the stand-
tem. by pump auto starting.
2.2 Fuel distribution Another pressure switch senses the pressure in the
feed line upstream of the main pump and activates
Pressure fueling system the STBY PRESS light on the fuel panel to indicate
A single point receptacle and refuel/defuel control standby pump operation. In case of standby pump
panel is located in the right wing leading edge, out- failure, the standby pump on the opposite side can
board of the engine nacelle. The control panel is be switched on to supply fuel through the cross-
supplied direct from the batteries and does not re- feed. The capacity of each standby pump is suffi-
quire any power to be on in the cockpit. A refueling/ cient to supply both engines at all power settings.
defueling line connects the receptacle with a refuel-
A fuel heater and a fuel filter are incorporated in the
ing shutoff valve in each tank and with a defueling
engine installation. See AOM 17.1 for description.
valve on the crossfeed line.
An electrical shutoff valve at each engine nacelle
The refueling shutoff valves are solenoid controlled
will shut off the fuel supply to the engine if the fire
and actuated by the fueling pressure. They are lo-
handle is pulled. The L/R VALVE CLOSED light on
9/1.1
PAGE 2
Apr 01/15
Description
the overhead fuel panel indicates the condition. will activate the master caution, L/R LOW LEVEL
Pressure relief valves in the shutoff valve and the light on the overhead panel and FUEL (CWP) light.
suction check valves protect the feed line from ex-
Mechanical quantity indication
cessive pressure due to thermal expansion when
the shutoff valve is closed. There is a magnetic dipstick in each inboard tank
cell. The stick is accessible from the underside of
2.3 Indicating systems the wing. When lowered, the stick will engage
magnetically with a float device inside the tank. The
Electrical quantity indication
protruding length will indicate fuel level by the dip-
The quantity indication system is of the capacitance stick scale indexed in inches. The fuel quantity can
type and consists of six probes and two indicators then be calculated from the dipstick index. See the
for each tank plus a signal conditioner. The signal table below. The fuel quantities are calculated with
conditioner converts the capacitance values of the a fuel density of 6.7 lb/US gallon or 0.802 kg/l for a
probes to indicator readings. Since the capacitance levelled aircraft. The dipstick scale is ranging from 0
depends on fuel level and density, the indicators will to 10.0 inches corresponding to 114 1038 lb or 52
show the weight of the fuel on board. 472 kg.
NOTE Temperature indication
Due to fuel tank probe wiring, fuel quantity indication The fuel temperature indicator is provided to indi-
may momentarily change (less than 1% of full scale cate the temperature of the fuel being delivered to
indication) when transmitting on COM 2. the engines.
A temperature sensor is installed in the fuel system
A fuel low level caution is provided for each tank. upstream the engine fuel inlet. The temperature
When the fuel level is below 300lb 70lb (135 kg signal is transmitted to an indicator on the overhead
30 kg) in a tank, a float switch in each inboard cell panel. The indicator is shared with the battery tem-
perature indicator by means of a selector.
A11582
Fig. 2 Dipstick index
9/1.1
PAGE 3
Apr 01/15
Description
Quantity placard (option).
Located adjacent to the magnetic

dipstick.
Magnetic dipstick. Fuel tank drain valve.

Graduation in inches. Use a coin or a screwdriv- To open:
er to release the dipstick. Pull the dipstick down
Use a fuel drain tool, turn fuel drain valve coun-
and then push it up until it engages magnetically
terclockwise to unlock the valve. A spring action
with the float device inside the tank. The pro-
will make the valve extend and the fuel will
truding length will indicate fuel level by reading
drain.
the dipstick index scale.
To close:
If the tank is filled with more fuel than indicated
by 10 index, the correct fuel quantity can not be Push the valve up into detent and turn it clock-
measured by the dipstick. Reading 10 index wise until it stops. Valve should now stay in
means however that there is a minimum of 472 closed position. Check drain for leakage.
kgs/1038 lbs in the tank (based on a density of
0.802 kg/L).
A11581
Fig. 3 Fuel system magnetic dipstick and fuel tank drain valve
9/1.1
PAGE 4
Apr 01/15
Description
STANDBY PUMP
DIFFERENTIAL PRESSURE
SWITCH
MAIN PUMP DIFFERENTIAL
PRESSURE SWITCH
A11644
Fig. 4 Fuel system schematic
9/1.1
PAGE 5
Apr 01/15
Description
9/1.1
PAGE 6
Apr 01/15
Description
XFEED
ON
L VALVE R VALVE
CLOSED CLOSED
L FUEL
R FUEL

FILTER FILTER
L MAIN R MAIN
PUMP PUMP
L STBY R STBY
PRESS PRESS
L LOW R LOW
LEVEL LEVEL
Engine feed
Crossfeed
Interconnect
Refuel / defuel
Vent
Vent / overflow
A24306
Fig. 5 Fuel system flow schematic, caution lights and controls
9/1.1
PAGE 7
Apr 01/15
Description
9/1.1
PAGE 8
Apr 01/15
Description
C
B FUEL QUANTITY INDICATORS
A
Fuel flow and fuel quantity indication either in lb

or kg (option).
C BAT FUEL TEMP PANEL
Temperature display.
Indicates FUEL TEMP as selected by the
switch. At UPR lamp test, the digital display will
show +88.
OFF / L BAT / R BAT / FUEL TEMP selector

switch.
A GROUND STATUS PANEL
DOORS STATUS
DOOR BRAKE
MAIN MAIN DOOR
DOOR HANDLE
CREW EXT PWR
HATCH AVAIL
Fueling light (blue).

Indicates that the fueling panel is operated for
fueling or defueling.
The light comes on either when the FUEL PAN-
EL switch is on FUEL PANEL position or the
A11641 defuel valve is open.
Fig. 6 Fuel system indicators
9/1.1
PAGE 9
Apr 01/15
Description
9/1.1
PAGE 10
Apr 01/15
Description
XFEED ON light (amber).

Comes on when the crossfeed is open.
L/R VALVE CLOSED light (amber).

Comes on when the fire shutoff valve is closed.
A FUEL CONTROL PANEL L/R FUEL FILTER light (amber).
Comes on if the fuel filter becomes clogged and
L/R MAIN PUMP light (amber). the fuel is bypassing the filter.
Comes on if main pump pressure is low.
XFEED valve switch.

When set to ON the crossfeed valve will open L/R LOW LEVEL light (amber).
and the XFEED ON light will come on indicating
valve is open. Comes on if the fuel quantity in corresponding
tank is below 300 70lb or 135 30kg.
L/R STBY PRESS light (green).

Comes on if a standby pump pressurizes the
engine feed line, direct or through crossfeed.
CONN VALVE OPEN light (amber).
Comes on when the interconnect valve is open.
L/R STBY PUMP switch.
OFF Pump is off.
AUTO Pump starts automatically if corre-
sponding main pump pressure is low CONN VALVE switch.
and condition lever out of FUEL OFF
position. When set to OPEN the interconnect valve will
open and the CONN VLV OPEN light will come
OVRD Override, pump is on. on, indicating valve is open.
A11396
Fig. 7 Fuel system fuel control panel
9/1.1
PAGE 11
Apr 01/15
Description
9/1.1
PAGE 12
Apr 01/15
Description
C B
C FUEL test switch.
L Left fuel quantity indicators shows ;
without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091: 1000 50 lb (455 23 kg)
Left fuel flow indicator shows 760 35 lb/h or B TEST 1 PANEL
345 16 kg/h
R same values as above for right instrument. TEST 1
BLD LEAK 1 STALL 2
NOTE: This test determines that the fuel quantity sig- L R
nal conditioner and indicators perform accu-
+
rately to a preset capacitance (to give the sim- ACC
A ulated fuel quantity shown above). This test LAMPS FLAPS FUEL FIRE SHORT
L R AFT
does not check the integrity of the fuel probes UPR
or ensure full and empty calibration nor does it FWD
LWR
check that the actual fuel level is measured AUTOCOARS FIRE SMOKE
correctly. L R L R
RST
C FIRE PROTECTION PANEL
A B C D
1 L ENG AVIONIC LAV R ENG 1

2 L ENG CARGO CABIN R ENG 2
3 L TAIL P PROP R TAIL P 3
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
COARSEN TRIM LIMIT
6 L FIRE R FIRE 6
FUEL ELEC FUEL light (amber). L/R ENG fire handle.
DET FAIL DET FAIL
7 ICE
ENGINE FLAPS AIRCOND 7 Comes on flashing whenever a caution light as- L/R engine fire handle, when pulled the fire shut-
PROT sociated with the fuel system comes on, except off valve will close off the fuel supply to the en-
8 PARK EMER LTS 8
BRK ON
HYDR
UNARMED
OXYGEN for XFEED ON and CONN VLV OPEN. gine.
AVIONICS
INOP VENT
A11646
Fig. 8 Fuel system fuel caution light, fuel test and fire shut off
9/1.1
PAGE 13
Apr 01/15
Description
9/1.1
PAGE 14
Apr 01/15
Description
Standby pumps and control

Left standby pump power . . . . . . . . . . . . . . . . . . . . L BAT BUS J16 L STBY PUMP PWR
Left standby pump control . . . . . . . . . . . . . . . . . . . L BAT BUS J15 L STBY PUMP CONTROL
Left fuel press norm . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J17 L MAIN PRESS
Right standby pump power . . . . . . . . . . . . . . . . . . R BAT BUS R13 R STBY PUMP PWR
Right standby pump control . . . . . . . . . . . . . . . . . . R BAT BUS R14 R STBY PUMP CONTROL
Right fuel press norm . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R15 R MAIN PRESS
Valves
Interconnect valve . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS J14 CONN VALVE
Crossfeed valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS R16 X FEED
Left fuel shutoff valve . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J18 L FUEL VALVE

Right fuel shutoff valve . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R17 R FUEL VALVE
Indication
Left fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS J13 L QTY
Right fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS R12 R QTY
Temperature indication . . . . . . . . . . . . . . . . . . . . . . R ESS BUS S12 BAT FUEL IND
Fueling control
Refueling/defueling power . . . . . . . . . . . . . . . . . . . R HOT BAT BUS R WING FAIRING
9/1.1
PAGE 15
Apr 01/15
Description
9/1.1
PAGE 16
Apr 01/15
Operation
1. LIMITATIONS
Unit Min Normal Max

Minimum fuel for takeoff, each tank . . . . . . . . . . . . . . . . . . lb 300
kg 135
Maximum unbalance between tanks ................. lb 200
kg 90
Maximum flight level:
Kerosene fuel JetA, JetA1,JP5, JP8 . . . . . . . . . . . . . . . FL 310
Wide cut fuel JetB, JP4 . . . . . . . . . . . . . . . . . . . . . . . . . . . FL 250
Fuel temperature for above specified fuel types:
Kerosene fuel JetA, JetA1,JP5, JP8 . . . . . . . . . . . . . . . C 40 +43
F 40 +110
Wide cut fuel JetB, JP4 . . . . . . . . . . . . . . . . . . . . . . . . . . . C 40 +18
F 40 +64
1.2 SYSTEM LIMITS
LOW LEVEL light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb 230 300 370
kg 105 135 165
Tank capacities, each tank:
Total quantity of usable fuel . . . . . . . . . . . . . . . . . . . . . . . . lb 2645 2845 3045
(Fuel density 0.802 kg/l) kg 1202 1292 1382
1.3 FUEL QUANTITY INDICATION
Fuel remaining in the tanks when the fuel quantity indicators read zero in level flight can not be safely used
in all flight conditions.
9/1.2
PAGE 1
Apr 01/15
Operation
2. NORMAL OPERATION
2.1 CROSS FEED Crossfeed valve test

VALVE AND IN-
1. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TERCONNECT
VALVE TEST Check XFEED ON light to come on.
After about 10 seconds, set switch to OFF and check light to go out, indicat-
ing that the valve is fully closed.
Interconnect valve test
1. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Check CONN VLV OPEN light to come on.

After about 10 seconds, set switch to CLOSED and check light to go out,
indicating that the valve is fully closed.
2.2 FUEL QUAN- 1. FUEL test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN L

TITY INDICA-
TOR AND FUEL Check left fuel quantity indicator to show:
FLOW INDICA- without mod. 2091: 950 50 lb (432 23 kg)
TOR TEST with mod. 2091: 1000 50 lb (455 23 kg).
Check left fuel flow indicator to show 760 + 35 lb/h or 345 + 16 kg/h.
2. FUEL test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN R
Check fuel quantity indicator and fuel flow indicator for same values as
above.
2.3 NORMAL OP- Before engine start

ERATION OF
1. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL SYSTEM
2. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
3. L and R STBY PUMP switches . . . . . . . . . . . . . . . . . . . AUTO
4. L and R MAIN PUMP lights shall be on.
2.4 CROSSFEED 1. STBY PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD

OPERATION
Set the standby pump on the feeding tank side to OVRD.
Check corresponding STBY PRESS light to come on.
(Contd)
9/1.2
PAGE 2
Apr 01/15
Operation
(Contd)
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check XFEED light to come on.

Check STBY PRESS light on other side to come on.
3. STBY PUMP on other side. . . . . . . . . . . . . . . . . . . . . . . AUTO
CAUTION
The XFEED light is not connected to the warning annunciator system and is
only indicated on the Fuel control panel, it will subsequently not produce any
master caution single chime nor any caution Light on the CWP.
NOTE
XFEED switch must be OFF during takeoff and landing in normal operation.
2.5 INTERCON- This procedure can be used to balance the fuel load in the tanks, both on
NECT VALVE ground and during cruise.
OPERATION.
1. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(EQUALIZING
FUEL LOAD) Check CONN VLV OPEN light to come on.
When fuel quantities in both tanks are equal
2. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Check CONN VLV OPEN light to go off, indicating that the valve is fully
closed.
WARNING
The CONN VLV OPEN light is not connected to the Warning annunciator sys-
tem and is only indicated on the Fuel control panel, it will subsequently not pro-
duce any master caution single chime nor any caution light on the CWP.
CAUTION
On ground, operation of the interconnect valve must be carefully monitored. If
the aircraft is not leveled properly the fuel unbalance can increase instead of
equalize.
NOTE
CONN VALVE switch must be in CLOSED during takeoff and landing in normal
operation.
9/1.2
PAGE 3
Apr 01/15
Operation
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES.
9/1.2
PAGE 4
Apr 01/15
Aircraft Operations Manual FUEL, FUELING INSTRUCTION
Highlights

0.1 IND TEST button
Without Mod No 2091 embodied, the fuel quantity

indicators will show 950 + 50 lb or 431 + 23 kg
when tested.
9/2.0
PAGE 1
Apr 01/15
Highlights
9/2.0
PAGE 2
Apr 01/15
Description
1. GENERAL
For system description see FUEL 9/1.1

Fuel quantity indicators.
2. MAIN COMPONENTS AND SUBSYSTEMS Shows fuel quantities in pounds or kilograms.
Not applicable.
OVERFULL light (red).
3. CONTROLS AND INDICATORS Light on indicates that the level in the corresponding Pressure fueling receptacle.
tank is above full and that overflow is imminent.
The electrical power to the refueling shutoff valve is in-
terrupted and the valve is closed preventing any further
refuel attempts. To test light, press light cap.
B FUELING PANEL
Fueling control switch.

A Tank vent/Overflow
OFF Refueling valves are closed.
MID LEVEL Refueling valves will close
B when tanks are filled to mid level.
Grounding point FULL LEVEL Refueling valves will close at
maximum tank capacity.
A IND TEST button.

Tank vent/Overflow
When depressed, the fuel quantity indicators will show:
950 50 lb or 432 23 kg without Mod . 2091.
1000 50 lb or 455 23 kg with Mod . 2091.
Grounding point The fuel quantity and fuel flow indicators
in cockpit will also go to test.
NOTE: This test determines that the fuel quantity signal
A FILLER CAP conditioner and indicators perform accurately to a
preset capacitance (to give the simulated fuel
quantity shown above). This test does not check
Filler cap. the integrity of the fuel probes or ensure full and
For gravity fueling. empty calibration nor does it check that the actual
fuel level is measured correctly.
FUEL PANEL switch.

OFF Power to the refuel/defuel panel DEFUEL valve switch.
is off. CLOSE Defuel valve closed.
FUEL PANEL The refuel/defuel system is DEFUEL Defuel valve open.
powered and ready for fueling.
Both fuel quantity indicators on
the FUELING PANEL and in the
cockpit will indicate the fuel
quantity.
A12400 The FUELING light on the GROUND
STATUS PANEL in cockpit is on
indicating fueling in progress.
Fig. 1 Refueling connections
9/2.1
PAGE 1
Apr 01/15
Description
9/2.1
PAGE 2
Apr 01/15
Description
Fuel additive blender
Handle
Trigger
Hold additive upright

during blending
Blender tube with

nozzle attachment
Fuel nozzle
A12401
Fig. 2 Fuel additive blender
9/2.1
PAGE 3
Apr 01/15
Description
9/2.1
PAGE 4
Apr 01/15
Operation
1. LIMITATIONS
Unit Min Normal Max

1.1 FUELING LIMITS
Tank capacities, each tank
Total quantity of usable fuel . . . . . . . . . . . . . . . . . . . . . . . . . . lb 2645 2845 3045
kg 1201 1292 1382
Midlevel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb 1675

kg 760
Full level quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb 2948
kg 1338
Overfull light comes on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb 3015
kg 1369
Overflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lb 3069
kg 1393
Fueling pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 50
Defueling suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 15
1.2 FUEL SPECIFICATION

Approved fuel types
Kerosene fuels JETA, JETA1, JP5, JP8.
Wide cut distillate fuels JETB, JP4.
In addition to the fuel types listed above, all aviation gas turbine fuels not listed above but conforming to
the General Electrics Specification No. D50TF2 are approved for use in all General Electric CT7
engines and in the Saab 340 aircraft. It is the operators responsibility to determine if their fuel meets the
specification.
Kerosene fuels
JETA freezing point 40F or 40C.
JETA1, JP5 freezing point 53F or 47C.
JP8, freezing point 58F or 50C.
Specification: IATA Guidance Material for Aviation Turbine Fuels, Addendum 761.
Equivalent specifications: Canada CAN 23.23 (3GP24)
France AIR 3405
United kingdom DERD 2494 (DERD 2498)
United States ASTM D1655
MILT5624 (JP5), MILT83133D (JP8)
9/2.2
PAGE 1
Apr 01/15
Operation
(Contd)
Wide cut fuels
JETB freezing point 58F or 50C.
JP4 freezing point 72F or 58C.
Specification: IATA Guidance Material for Aviation Turbine Fuels, Addendum 761.
Equivalent specifications: Canada CAN 23.22

France AIR 3407
United kingdom DERD 2486
United States ASTM D1655
MILT5624 (JP4)
Mixing of different fuel types of the same category (kerosine or wide cut) is permitted, provided that
the most restrictive operational limit of the types is used.
Additives
Fuel antiice additives meeting specification MIL 27686E or MIL 85470B are authorized for use.
Concentration shall be minimum 0.06% to maximum 0.15% by volume.
If low fuel lubricity is being used in aircraft equipped with certain Woodward HMUs, a change in fuel or
adding a fuel lubricity additive is recommended. For approved fuel lubricity additives and concentrations
see GE SB A7343.
2. NORMAL OPERATION
2.1 GENERAL For general fueling safety regulations, refer to the appropriate national regula-
tions.
Smoking, use of open fire or any activity that can cause sparks are not per-
mitted in the fueling area.
A fire extinguisher shall be at hand during the fueling.
Do not connect or disconnect electrical power to the aircraft during fueling.

Do not operate the weather radar during fueling or when other aircraft are be-
ing refueled within an area of 180 ft or 60 m.
Do not start or stop combustion engines or heaters within the fueling area dur-
ing the fueling, unless in an emergency.
2.2 PRESSURE 1. Check with flight crew or in Aircraft Log for complaints on the fuel system.
FUELING
(Contd)
9/2.2
PAGE 2
Apr 01/15
Operation
(Contd)
In cockpit
2. Overhead fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Switches to be in normal position, i.e. AUTO/CLOSED/OFF.

3. Condition levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FUEL OFF
Outside aircraft
4. Overboard vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check to be free of obstructions.

5. Clearance aircraft/ground equipment . . . . . . . . . . . . . . CHECK
The increasing fuel load will compress the landing gear shock struts.
6. Ground connection bonding cable . . . . . . . . . . . . . . . . . CONNECT
Bonding cable from fuel truck connected to the grounding point beside the
fueling panel.
7. Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Check all switches to be OFF/CLOSE.

Remove cap on receptacle.
Connect fuel nozzle.
8. FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PANEL
9. IND TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
Check quantity indicators to show:

without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091: 1000 50 lb (455 23 kg).
10. OVERFULL lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
Check light function.

11. Fueling control switches . . . . . . . . . . . . . . . . . . . . . . . . . SET
Select MID LEVEL or FULL LEVEL as required. The fueling will stop auto-
matically when selected level is reached.
If an intermediate level is required, select FULL LEVEL and then switches
to OFF when the required quantity is reached.
(Contd)
9/2.2
PAGE 3
Apr 01/15
Operation
(Contd)
12. Order fueling to start.
13. Monitor the fueling.
If an OVERFULL light comes on, set the fueling control switches to OFF
and stop the fueling.
Investigate.
When correct fuel quantity is reached
14. Fueling control switches . . . . . . . . . . . . . . . . . . . . . . . . . OFF
15. Order fueling to stop.
16. FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
17. Disconnect fuel nozzle.
Check receptacle for leaks.

Install cap on receptacle.
18. Fuel panel access door . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
19. Ground connection bonding cable . . . . . . . . . . . . . . . . . REMOVE
2.3 GRAVITY 1. Check with flight crew or in Aircraft Log for complaints on the fuel systems.
FUELING
In cockpit
2. Overhead fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Switches to be in normal position, i.e. AUTO/CLOSED/OFF.

Outside aircraft

The increasing fuel load will compress the landing gear shock struts.
fueling panel.
(Contd)
9/2.2
PAGE 4
Apr 01/15
Operation
(Contd)


without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091: 1000 50 lb (455 23 kg).
10. Fuel nozzle bonding cable . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Connect bonding cable from fuel nozzle to aircraft before opening the tank
filler cap.
11. Filler cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Fill each tank as required.

Check fuel tank quantity on the fueling panel.
When fueling completed
12. Close filler cap before disconnecting nozzle bonding cable.
14. Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
2.4 DEFUELING Pressure defueling is the quickest and most common way to defuel. The
tanks can be defueled either simultaneously or independently. The standby
pumps are used for pressure defueling. If a large quantity of fuel must be de-
fueled use GPU power supply, otherwise the standby pumps will drain the bat-
teries.
If standby pumps not available for defuel, suction defueling by the fuel truck
can be used. However, its not so effective and takes longer time. At suction,
the tanks can be defueled simultaneously but only the right tank independent-
ly, due to the fuel system design.
Outside aircraft

(Contd)
9/2.2
PAGE 5
Apr 01/15
Operation
(Contd)
The change in fuel load may change the landing gear shock strut exten-
sion.
fueling panel.

Remove cap on receptacle.
Connect fuel nozzle.

without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091: 1000 50 lb (455 23 kg).
7. DEFUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEFUEL
In cockpit
Pressure defueling
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check XFEED ON light to come on.

3. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
4. L/R STBY PUMP switch . . . . . . . . . . . . . . . . . . . . . OVRD
For both tanks set both switches to OVRD.

For one tank set associated switch to OVRD.
Outside the aircraft
5. Order defuel to start.
6. Monitor defueling on the fueling panel.
7. Order defuel to stop.
(Contd)
9/2.2
PAGE 6
Apr 01/15
Operation
(Contd)
8. DEFUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
In cockpit
9. L/R STBY PUMP switch . . . . . . . . . . . . . . . . . . . . . AUTO
10. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check XFEED ON light to go out, indicating

crossfeed valve is fully closed.
11. Continue with item 16 below.
Suction defueling
9. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If defueling only bright tank, leave switch in OFF.

Check XFEED ON light to come on.
10. CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
11. Order suction defuel to start.
12. Monitor defueling on the fueling panel.
13. Order suction defuel to stop.
14. DEFUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
In cockpit
15. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
17. Disconnect fuel nozzle.
Check receptacle for leaks.

Install cap on receptacle.
18. Fuel panel access door . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
9/2.2
PAGE 7
Apr 01/15
Operation
2.5 BLENDING This procedure can only be used in conjunction with procedure 2.3, GRAVITY
WITH ANTI FUELING, when antiicing additive is required and preblended fuel is not
ICING available.
ADDITIVE The procedure is applicable to HiFlo Prist blender model PHF.204, using Hi
Flo Prist additive manufactured by PPF Industries Inc., Pittsburg PA, USA.
WARNING
HiFlo Prist may be harmful if inhaled or swallowed. Use adequate ventilation.
Avoid contact with skin and eyes. If sprayed into eyes, flush with large amounts
of water and contact a physician immediately.
1. Perform items 1. to 10. of procedure 2.3. GRAVITY FUELING.

2. Connect the additive can to the blender and connect the blender tube to
the fuel nozzle. See 9/2.1 Fig. 2.
Additive concentration shall be:

Minimum 0.06% by volume.
Maximum 0.15% by volume.
This is equal to:
Minimum 20 fluid oz. (1 can) to 270 US gal of fuel.
Maximum 20 fluid oz. (1 can) to 105 US gal of fuel.
or, with the blender trigger depressed a fuel flow of:
Minimum 30 US gal/min.
Maximum 60 US gal/min.
3. Continue with item 11 of procedure 2.3. starting fuel flow and then depress
trigger of blender, maintaining a fuel flow of 30 to 60 US gal/min. Slip the
retaining ring over the trigger to hold and hold the can upright.
When discontinuing fueling, stop additive first, then fuel flow immediately af-
terwards.
4. Perform remaining items of procedure 2.3.
9/2.2
PAGE 8
Apr 01/15
Aircraft Operations Manual HYDRAULICS
CONTENTS
Hydraulics

10.1 Description
10.2 Operation
10 CONTENTS
PAGE 1
Apr 01/15
10 CONTENTS
PAGE 2
Apr 01/15
Description
1. GENERAL cubic inches (2.5 liters) and is filled through a gravi-

ty fill port. Overflow from the main reservoir relief
Hydraulic power is used to operate the following
valve and bleed valve is also directed into this res-
aircraft systems:
ervoir.
Flaps.
Landing gear. 2.2 Hydraulic pumps
Brakes. Electrical pump
Nose wheel steering.
The electrically powered pump provides hydraulic
Propeller brake.
pressure for all normal operation.
An electrically driven pump normally supplies hy-
The pump is automatically shut off to prevent op-
draulic pressure to four accumulators. For emer-
eration when there is no demand. The electric mo-
gency and certain maintenance uses, a hand pump
tor for the pump is controlled by a pressure switch
is installed.
in the main accumulator hydraulic circuit and by
The electrical pump is controlled by a single switch landing gear operation.
in the cockpit.
The pump will operate automatically when:
The four hydraulic accumulators provide pressure The main accumulator hydraulic pressure drops
as follows: below 2100 psi and until the pressure reaches
One main accumulator supplying flaps, landing 2900 psi.
gear, nose wheel steering and propeller brake. Landing gear is selected DOWN and until left
One emergency accumulator supplying landing main gear is locked down.
gear emergency uplock release. Landing gear is selected UP and until both main
Two accumulators for the brake system, one for gears are locked up.
the outboard brakes and one for the inboard R PROP BRK switch is selected ON.
brakes.
If required, automatic pump control may be overrid-
All hydraulic system components are located in the den by using the override (OVRD) position of the
nose area on each side of nose wheel well (left and HYD PUMP switch enabling the pump to run contin-
right hydraulic compartment). uously. In OVRD the pump delivers hydraulic fluid
Hydraulic fluid used in the system is mineral based with a pressure of 3000 psi.
MILH5606. The fluid is red for identification and Hand Pump
easy detection of leaks.
Should the electric pump fail Main, Outboard and
2. MAIN COMPONENTS AND SUBSYSTEMS Inboard brake accumulator may be pressurized
(Fig. 1) from a hand pump to the right of the center pedes-
tal. The hand pump is operated by a detachable
2.1 Hydraulic reservoirs handle stowed on the right, rear cockpit wall.
Main reservoir
The main reservoir has a capacity of 310 cubic
inches (approx. 5 liters). The reservoir is pressur-
ized from the emergency accumulator circuit to pro-
vide a positive pressure supply to the hydraulic
pump. In case of loss of pressurization, a spring will
ensure a positive fluid supply.
Hand pump reservoir

The hand pump reservoir supplies hydraulic fluid to
the hand pump exclusively. It has a capacity of 150
10.1
PAGE 1
Aprr 01/15
Description
2.3 Hand pump selector
As the hand pump does not have the capacity to

simultaneously operate all systems, a selector valve
is installed. The valve allows pressure to be di-
rected to the following accumulators, one at a time:
Main accumulator.
Outboard brake accumulator.
Inboard brake accumulator.
To extend/retract the flaps, the flaps handle must
first be set to desired setting before using the hand
pump to extend/retract the flaps to selected setting.
To extend the landing gear, the handle must first be
selected down before using the handpump to ex-
tend the gear.
2.4 Hydraulic accumulators
The four identical accumulators are of pistontype

and are precharged with nitrogen to 1650 psi. Each
accumulator has a capacity of 22 cubic inches
(approx 0.35 liters) hydraulic fluid at 2900 psi pres-
sure.
It is important to notice that, in case of a hydraulic
pump failure, when pressure is consumed and pres-
sure in an accumulator is reaching 1650 psi (pre-
charged pressure), the hydraulic pressure will rapid-
ly drop to zero since the piston has reached its end
position and thereby seizing to create pressure into
the system.
2.5 Warning system
An amber caution light is provided on the Central

Warning Panel. The light will come on together with
the MASTER CAUTION light and single chime in
case of low pressure in main or emergency accu-
mulator or high fluid temperature in the main reser-
voir.
It shall be noted that low pressure in one or both
brake accumulators always results in low pressure
in the main accumulator. This means in practice
that low pressure in any of the four accumulators
will trigger the warning system.
10.1
PAGE 2
Aprr 01/15
Description
Gear emergency
uplock actuator
actuator
Return
A11221
Fig. 1 Hydraulic system schematic
10.1
PAGE 3
Apr 01/15
Description
10.1
PAGE 4
Apr 01/15
Description
HYD QTY indicator.

Indicates fluid quantity in the main reservoir.
A HYDRAULIC PANEL
HYDR PUMP switch

OVRD (override)
The pump runs continuously.
AUTO
The pump will operate during the following con-
ditions:
If main hydraulic pressure falls below 2100
psi and until pressure reaches 2900 psi.
During landing gear extension or retraction,
irrespective of pressure.
When R PROP BRK switch is selected ON.
OFF
No electrical power to pump.
Hydraulic pressure indicators.

Indicates hydraulic pressure in the main system,
emergency accumulator and the two brake ac-
cumulators respectively.
A11210
Fig. 2 Hydraulic system controls and indicators
10.1
PAGE 5
Apr 01/15
Description
B HYDR caution light (amber)

Comes on to indicate low hydraulic pressure in
any of the hydraulic accumulators or high tem-
perature of the fluid in the main reservoir.
6 L FIRE R FIRE 6
FUEL ELEC
DET FAIL DET FAIL
7 ICE 7
PROT
8 8
BRK ON UNARMED
AVIONICS
INOP VENT
10 FAIL LOCK SYSTEM FAIL 10
B HAND PUMP CON- Hand pump.

TROLS
Provides hydraulic pressure to operate flaps, brakes
and landing gear. Operated by a detachable handle,
stowed on the right rear cockpit wall.
Hand pump selector.

Directs hand pump pressure to the systems served by
the hand pump.
INBD BK ACC
The inboard brake accumulator is pressurized by the
hand pump.
FLAPS LDG GR
The main accumulator is pressurized by the hand
pump.
To operate the flaps, the flap handle must be set to
desired flap setting before using the hand pump.
INBD FLAPS OUTBD
BK ACC LDG BK To extend the landing gear the gear selector must
A11209 GR ACC
be in down position.
OUTBD BK ACC
The outboard brake accumulator is pressurized by the
hand pump.
Fig. 3 Hand pump controls and hydraulic indication
10.1
PAGE 6
Apr 01/15
Description
Hydraulic pump power . . . . . . . . . . . . . . . . . . . . L GEN BUS No CB, protected by a 200 amp fuse in
the L PDU.
Hydr pump control (AUTO) . . . . . . . . . . . . . . . . L MAIN BUS F9 PUMP AUTO
Hydr pump control (OVRD) . . . . . . . . . . . . . . . . L ESS BUS F8 PUMP OVRD (A/C 160299)
Hydr pump control (OVRD) . . . . . . . . . . . . . . . . L BAT BUS F8 PUMP OVRD
(only A/C 300up Mod No 2414)
Hydr quantity ind . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M3 PR IND QTY IND
Hydr press ind, main & inb. brake . . . . . . . . . . . R ESS BUS M3 PR IND QTY IND
Hydr press ind, emerg & outb. brake . . . . . . . . L ESS BUS F4 PRESS IND
10.1
PAGE 7
Apr 01/15
Description
10.1
PAGE 8
Apr 01/15
Operation
1. LIMITATIONS
Unit Min Normal Max

Pressure
Electrical pump AUTO . . . . . . . . . . . . . . . . . . . . psi 2050 21002900 2950
Electrical pump OVRD . . . . . . . . . . . . . . . . . . . . psi 3000
Low pressure warning (HYDR) . . . . . . . . . . . . . psi 1800 1850 1900
Temperature
High temperature warning (HYDR)
Light on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C 116
Light off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C 93
Quantity
Main reservoir
Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cu. in liters 310
5.1
Refill level (system pressurized) . . . . . . . . . . . cu. in liters 141
2.3
Hand pump reservoir capacity . . . . . . . . . . . . . cu. in liters 150
2.5
1.2 HYDRAULIC FLUID SPECIFICATION
MILH5606.
10.2
PAGE 1
Apr 01/15
Operation
2. NORMAL OPERATION
2.1 OPERATION OF Before engine start

HYDRAULIC
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
SYSTEM
Check HYD PUMP switch to be in AUTO and guarded position.
NOTE
The pump will start when L MAIN BUS is powered. (Ground power ON or gener-
ator supplying power).
After engine start
2. Hydraulic gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check pressures and quantity to be within green arc.

During approach
3. Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check all four hydraulic pressure indicators to be within green arc.

NOTE
Hydraulic quantity will vary during normal operation of the hydraulic subsystems.
Typical variations from the nominal values are (approx values):
EXT./Retr. of landing gear: +/ 25 cu. in
Ext./Retr. of flaps (landing): +/ 13 cu. in
System depressurized (on ground): + 90 cu. in
10.2
PAGE 2
Apr 01/15
Operation
For Abnormal Operation, also see section 23, ABNORMAL PROCED-

URES.
3.1 HYDRAULIC INDICATIONS

PRESSURE
Hydraulic pressure above 3 000 psi on all four hydraulic pressure indica-
HIGH
tors.
NOTE
The hydraulic system pressure relief valve will open at 3 750 psi (in main sys-
tem). If the hydraulic pump is allowed to operate with relief valve controlling
pressure, hydraulic overtemperature will result.
ACTIONS
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
If pressure approaches low end of green arc when operating any hydraulic
subsystem.
3. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN OVRD
Operate pump in OVRD until pressure in affected system reaches top end
of green arc. Then return switch to OFF.
10.2
PAGE 3
Apr 01/15
Operation
10.2
PAGE 4
Apr 01/15
Aircraft Operations Manual ICE & RAIN PROTECTION
CONTENTS
Ice & Rain Protection

11.1 Description
11.2 Operation
11 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual ICE & RAIN PROTECTION
11 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual ICE AND RAIN PROTECTION
Description
1. GENERAL for ice and rain protection. Bleed air is used for the
wing and stabilizer inflatable boots, the engine split
The aircraft is fully equipped for allweather opera-
lip and inlet guide vanes. Electrical power is used
tion.
for the remainder of the ice and rain protection sys-
The ice and rain protection system is divided into: tems.
Wing and stabilizer (boot) deicing. All ice and rain protection systems are controlled
Engine antiicing. from the overhead panel except for the main pitot
Propeller deicing. tubes, temperature probe and angle of attack sen-
Windshield heating. sors which are powered automatically as soon as
Windshield wipers. one AC generator is on line.
Pitot tubes, Outside Air Temperature probe There are also caution lights advising flight crew of
(OAT) and angle of attack sensor heating. any system fault. When any caution light is illumi-
Air bleed and electrical power, mainly from the nated, the ICE PROT MASTER CAUTION light is
115VAC wild frequency system, is used activated.
A9943
Fig. 1 Ice and rain protection system
11.1
PAGE 1
Dec 01/16
Description
2. MAIN COMPONENTS AND SUBSYSTEMS comes stiff which results in the deflation sequence
being prolonged.
2.1 Wing and stabilizer (boot) deice
The sequence of boot inflation is maintained by a
Wing and stabilizer deicing is provided by conven- timer control unit. Upon selection of either ONE
tional inflatable boots located on the wing and lead- CYCLE or CONT a timer will cause each boot zone
ing edges. to inflate in the following order: stabilizer, outboard
wing, inboard wing, and finally reinflation of stabi-
Normal color of the boots are black but as an option
lizer.
silver colored boots are available. On the silver col-
ored boots there are black stripes to improve ice When CONT is selected this inflation cycle will be
detection. repeated every third minute.
Precooled and regulated engine bleed air from A Push button for each boot zone permits manual
both engines, supplied via the pneumatic system, is override of the timer.
used for deicing. With Mod No 2310 installed HP
To monitor the boot deice system a TIMER light
bleed valve will automatically be opened when
comes on should either of the following faults be
associated PL are below 64 PLA (min takeoff posi-
detected:
tion) and the CYCLING switch is placed in either
ONE CYCLE or CONT position provided the HP No pressure is sensed downstream the valve
Bleed Switch is in AUTO. Once activated the HP sequenced for opening within 4 seconds.
BLD VALVES will be opened for 30 sec. to cover a The activated timer gives no inflation signal.
complete boot deice cycle. The bleed air flows via The boots are not cycling.
a normally open shutoff valve, controlled by the Pressure remains on in the stabilizer boot zones
AIR SUPPLY ON/OFF switch, to a pressure regula- (AUTO CYCLING switch in CONT).
tor in each nacelle. The regulator reduces the pres- Pressure remains on in the stabilizer boot zones
sure to 18 psi and contains an integral relief valve when next cycle is activated (AUTO CYCLING
preventing the pressure from exceeding 25 psi if the switch in ONE CYCLE).
regulator should become stuck open. An overheat Pressure remains on in Left and Right inboard
sensor is installed downstream of each regulator. wing or Left and Right outboard wing boot zones
The sensor will cause a DEICE OV TEMP light to after more than 8 seconds.
come on whenever the temperature reaches 150C
With Mod No 2083 installed the following addition-
(300F).
al faults triggers the TIMER light:
The regulated pressure is directed to a distribution Pressure remains on in any boot zone
duct supplying all boots through three distribution (AUTO CYCLING switch in ONE CYCLE or
valves. The distribution valves are solenoid oper- CONT).
ated and located one in each nacelle for inboard
For a/c s/n160239: Control power to timer is
and outboard wing deice and one in the fin for sta-
lost. If the W OUTB push button is depressed the
bilizer deice. Integral with each distribution valve is
TIMER light will go out. When the button is re-
an air ejector which passes a small flow of regu-
leased the light will come on again.
lated air overboard to create enough suction to pre-
For a/c s/n 240up: Control power to timer is
vent the boots from inflating due to aerodynamic lift
lost.
when not pressurized. When a solenoid in a dis-
tribution valve is energized, manually or by timer, it Depressing any of the Manual push buttons while
will shift from suction to pressure and a rapid infla- in CONT or during a one CYCLE sequence will
tion of the boot will occur, cracking accumulated ice. result in the TIMER light coming on momentarily.
Upon completion of the automatically controlled 6 In CONT, ONE CYCLE or by manually overriding
seconds timing cycle, the solenoid is deenergized the timer the inflation sequences can be monitored
and suction restored. In conditions of low tempera- by following the illumination of the green indication
ture, 30C and below, the rubber in the boots be- lights which will come on whenever the respective
11.1
PAGE 2
Dec 01/16
Description
boot zone is pressurized if BOOT IND switch is in heater controller located in the engine nacelle
ON position. In OFF position no illumination will oc- equipment compartment.
cur.
The normal temperature control sensor has preset
2.2 Engine antiice system (Fig. 3) control levels for inlet heat controller to cut in at
60C (140F) and to cut out at 80C (175F). A
2.2.1 General failure in the inlet ice protection system is indicated
by L or R INTAKE light coming on.
An engine antiice system prevents ice formation
on certain areas of the engine where ice buildup The light comes on if:
otherwise could be expected. These areas are the The overtemperature sensor senses a tempera-
inlet lip, intake ducts including Inlet Protection De- ture exceeding 125C (257F) in which case the
vice (IPD) with exhaust nozzle which are electrically inlet heat controller will cut out power to the
heated, and the splitter lip and inlet guide vanes, heaters. (If the L/R ENGINE switch is left ON the
which are heated with bleed air. light will go out when power is cut in at 40C
followed by a new overheat.)
Both the electrical and the bleed air parts of the
system are controlled by the same L/R ENGINE The undertemperature sensor senses a temper-
antiice switches. ature below 10C (50F). (Inhibited for 25 sec
when switching on the system to avoid nuisance
In order to increase the engine stall margin at low warnings).
power operation, bleed air is bled from the 5th com- Loss of power in one or more phases in the
pressor stage and via the HMU operated sleeve threephase power supply system.
valve ported to the Splitter Lip, the inlet guide vanes
and the Inlet Particle Separator Ejector Duct. When 2.2.3 Upper and Lower Duct
power is increased the bleed air reduces and at (Applicable to A/C with COX intakes
90% Ng corrected (temperature related) the sleeve (with mod no. 2095 installed)
valve is fully closed. With engine antiicing switched
The upper duct and the lower duct, including the
ON at low power settings some air is routed from
particle separator and exhaust nozzle, are each
the Sleeve Valve via the Electronic Solenoid Valve
provided with four thin film resistor type temperature
to the Splitter Lip and inlet guide vanes while the
sensors whereof two in each group are used as pri-
rest is routed direct from the Sleeve Valve. When
mary sensors and two as backup temp sensors.
power is increased relatively more air is routed via
The sensors are connected to the Antiice Control
the Solenoid Valve and at high power settings all
Unit (ACU) which in turn is divided into two identical
bleed air for antiicing is routed from the Sleeve
and independent microprocessor control channels
Valve via the Solenoid Valve.
for heating power regulations, both in normal and
The electrical inlet duct heating uses 115VAC, wild backup mode.
frequency, supplied directly from each engines own
The ACU further includes fault monitoring and sys-
AC generator only. Therefore, there can be no
tem test functions, it also contains a Control Unit
crossfeed from the other AC generator in case of
Display (CUD) for degradation indications and two
malfunction.
test/reset buttons. The CUD and buttons are lo-
2.2.2 Upper and Lower duct cated in the nacelle and is provided for mainte-
(Applicable to A/C with LUCAS intakes nance trouble shooting purpose, however, when
(without mod. no. 2095) any indication light in the CUD is activated, the re-
spective side INTAKE L/R Maintenance Light in the
In the lower leading edge section the duct is pro- TEST 3 panel is activated, provided the aircraft is
vided with a temperature control sensor, an under on ground and is controlled by the WoW switches.
temperature sensor and an overtemperature sen-
sor. These sensors are connected to an inlet duct It shall be observed that shutting down an engine or
setting one AC generator switch to OFF while the
11.1
PAGE 3
Dec 01/16
Description
ENGINE ANTIICE is ON will result in the L or R an engine antiice valve. A failure in the system is
INTAKE maintenance light to come ON. The only indicated by L or R AIR light coming on.
way to reset the light is by the reset buttons in the
The light comes on if:
nacelle.
The Electronic Solenoid Valve does not close
With Mod. No. 2250 the INTAKE L/R Mainte-
when ENGINE antiice is switched OFF.
nance Light in the TEST 3 panel is disconnected.
The Electronic Solenoid Valve does not open
With Mod. No. 2255 the INTAKE L/R Mainte-
when ENGINE antiice is switched ON.
nance Light in the TEST 3 panel is removed.
Using engine antiice also illuminates L/R ENG
On basis of the temperature information from the
ANTIICE (blue) lights located on the flight status
primary temp sensors, the two microprocessor con-
panel. These lights come on whenever respectively
trol channels in the ACU supply time proportional
L or R ENGINE antiice switch is turned on. The
modulated AC power to the thermowire heaters in
lights indicate that the system has been switched
the upper and lower duct.
on but give no indication of correct operation of the
A failure in the inlet ice protection system is indi- system.
cated by L or R INTAKE light in the ENGINE anti
ice panel coming on. The light comes on regardless 2.3 Propeller deicing (Fig. 3)
of, if the ENGINE ANTIICE is switched ON or not. The propeller blades are equipped with boots which
The light comes on if: are electrically heated from the 115 V AC wild fre-
quency buses. The system is controlled by a switch
Loss of more than:
for each propeller with positions OFFNORMMAX.
one primary sensor
Incorporated in the system are indications and cau-
or tion lights as follows:
one backup sensor
The L/R PROP DEICE lights (blue) on the flight
or status panel which will come on when the system
one primary and one backup sensor is working and will go out in case of system fail-
in one duct section (upper or lower) ure.
Loss of DC power. One ICE PROT light (amber) on the CWP which
Loss of AC power, total or partial will come on flashing together with MASTER
An overtemperature is sensed resulting in dis- CAUTION in case of failure.
connection of the primary microprocessor. Heat Two L/R PROP lights (amber) on the overhead
control will be maintained by the backup proces- panel will come on in case of failure.
sor. During normal operation each propeller deicer boot
An undertemperature is sensed resulting in dis- is powered by its associated AC generator. In the
connection of the primary microprocessor. Heat event of an engine or AC generator failure the pro-
control will be maintained by the backup proces- pelled deicer boots are automatically powered
sor. from the opposite side.
Failure of one or more heater elements. When the L/R PROP deice switch is in NORM/
loss of primary or one backup or one primary MAX position 28 VDC will be applied to the timer/
and one backup temp sensor in one duct sec- switching/monitor unit. The timer unit alternately
tion (upper or lower). Antiicing is still controlled turns on power to two opposite pair of blades.
by the primary micro processor.
In NORM position power is on for 11 seconds and
2.2.4 Split Lip off for 79 seconds. In MAX position power is on for
90 seconds and off for 90 seconds.
The split lip and inlet guide vanes are heated by
bleed air ported from the 5th compressor stage via It is very important to observe the temperature
switching point for use of NORM resp MAX modes.
11.1
PAGE 4
Dec 01/16
Description
If using MAX mode at temperatures warmer than Each controller also provides overheat and fault
12 and NORM mode at temperatures warmer protection. If a controller detects an overheat sen-
than 5 , there is a risk for the ice to melt and run sor circuit failure or a complete controller fault, it
back and refreeze behind the boots. Run back will shuts off power to the affected windshield and illu-
cause a drastic reduction in Propeller thrust, up to minates the respective windshield L/R SIDE or L/R
about 30%. However, MAX mode may be used in FRONT light. If, however, only the normal tempera-
the temperature range 10 to 12 SAT if unac- ture circuit fails and the overtemperature sensor
ceptable propeller vibrations are experienced. If un- circuit takes over, the caution light will illuminate but
acceptable vibrations occur at warmer temperatures the windshield is still heated. Positioning the switch
than 10 SAT use MAX mode for a short period for the affected windshield to OFF will extinguish
until the vibrations disappear. Bear in mind the risk the caution light and resets the controller channel
for run back. for this windshield.
A timer fault monitoring unit will automatically dis- The front windshields heating can only be selected
connect the power and activate L or R PROP cau- ON or OFF. When set to ON, power is applied grad-
tion light in the ICE PROTECTION panel together ually by the controller to reduce thermal stresses in
with ICE PROT CWP light whenever one or more of the windshields. If the windshields are cold, it may
the following faults arise: take up to 6 minutes before full power is applied.
AC or DC power failure. A/C 160299
Timer not cycling or remaining permanently on.
The side windshields have no low power warm-up
Over/Undercurrent to propeller boots.
period. Instead, there are two power settings avail-
Cycling interval periods are off by more than able, NORM and HIGH. NORM is used for defog-
0.5%. ging while HIGH is used for deicing. When heating
2.4 Windshield heating (Fig. 4) is applied to a side windshield NORM setting must
be used for at least 7 minutes before HIGH may be
The front windshields and the forward part of the selected in order to reduce the thermal stresses. As
side windshields are electrically heated from the an additional precaution when HIGH is selected,
115 VAC, wild frequency buses for antiicing. L AC NORM power will be applied whenever the aircraft
BUS supplies heating power for L front and side is on ground (WOW, weight on wheels switches
windshields and R AC BUS supplies heating power sensing ground mode).
for R front and side windshields. In addition, air
from the air conditioning system is directed to the A/C 300UP
inside of the windshields to prevent fogging as soon The side windshields heating can be selected ON or
as the air conditioning system is working. OFF. When set to ON, power is applied gradually
by the controller to reduce thermal stresses in the
The power used for heating is regulated by two con-
windshields.
trollers. The left controller powers the left front and
right side windshields while the right controller pow- 2.5 Windshield wipers (Fig. 5)
ers the right front and left side windshields.
Each front windshield is provided with a windshield
Once the windshields have reached their working
wiper. The wipers can be operated both at HIGH
temperature, the controllers will modulate the power
and LOW speed. Also, each wiper rotary switch has
output to keep this temperature. If an open or short
a PARK position where the wiper is returned to
circuit occurs in the normal temperature sensor, the
stowed position.
overtemperature sensor will take over and modu-
late the temperature together with the controller.
11.1
PAGE 5
Dec 01/16
Description
The wiper motors have a thermal overheat protec- level the heating is switched off and a new ice
tion with autoreset when the temperature has de- detection cycle is started. If the ENG ANTIICE has
creased. been switched ON previously, and remains ON, the
blue status lights will remain steady, i.e. the flashing
2.6 Pitot tubes, Outside Air Temperature is suppressed.
probe (OAT) and angle of attack sensor
heating (Fig. 5) The INVERTER must be in INV 1 position for the
ice detector to work, unless Mod No. 2546 is
The pitot tubes, temperature probe (OAT) and angle installed, when the Ice detector is powered from R
of attack sensors are electrically heated. All except AC GEN BUS and will then work regardless of in-
the standby pitot tube are supplied with 115 VAC, verter selection.
wild frequency. The standby pitot tube is supplied
with 28 VDC. CAUTION
There is a main pitot tube and an angle of attack IT IS VERY IMPORTANT TO UNDERSTAND
sensor on each side of the airplane in the cockpit THAT THE ICE DETECTOR ALERT SHALL
area. These tubes and sensors are heated whenev- NOT BE USED AS THE CUE FOR SWITCHING
er the 115 VAC wild frequency buses are powered. ON ENG ANTIICE. THE ICE DETECTOR
FUNCTION SHALL BE CONSIDERED AN
The temperature probe located forward of the pilots ALERT SHOULD ICING CONDITIONS BE EN-
windshields is also powered directly from the 115 TERED UNNOTICED FOR ANY REASON.
VAC wild frequency system but via the WOW
switch, powering the probe only in the air. A heated
2.8 Ice detector
probe without any air flow would give an incorrect
(Optional Mod No. 3168)
temperature reading.
The standby pitot tube, powered by 28 VDC, is con- The ice detector consists of an ultrasonic axially
trolled by a STBY PITOT switch which must be in vibrating tube as sensing element. The logic is con-
ON position for the pitot tube to be heated. The pi- trolled by a microprocessor built into the ice detec-
tot tube must be powered for 5 minutes to be pro- tor housing. Upon sensing ice as evident by a
vide with full antiice protection. change in frequency, at a preset level, the micro
processor will activate the L and R ENG ANTIICE
2.7 Ice detector blue status lights which will start flashing and the
(Optional Mod No. 1933) ICE COND indication light will illuminate in white.
When switching ENG A/I ON the blue light will
The ice detector consists of an ultrasonic axially
change to steady.
vibrating tube as sensing element. The logic is con-
trolled by a microprocessor built into the ice detec- The ice detector has a heating element which will
tor housing. Upon sensing ice as evident by a deice the detector in a cyclic manner. When the
change in frequency, at a preset level, the micro frequency of vibration is sensed to be at a no ice
processor will activate the L and R ENG ANTIICE level the heating is switched off, the ICE COND in-
blue status lights which will start flashing. When dication light is extinguished and a new ice detec-
switching ENG A/I ON the blue light will change to tion cycle is started. If the ENG ANTIICE has been
steady. switched ON previously, and remains ON, the blue
status lights will remain steady, i.e. the flashing is
The ice detector has a heating element which will
suppressed.
deice the detector in a cyclic manner. When the
frequency of vibration is sensed to be at a no ice The ice detector is powered from R AC GEN BUS.
11.1
PAGE 6
Dec 01/16
Description
CAUTION
IT IS VERY IMPORTANT TO UNDERSTAND
THAT THE ICE DETECTOR ALERT SHALL
NOT BE USED AS THE CUE FOR SWITCHING
ON ENG ANTIICE. THE ICE DETECTOR
FUNCTION SHALL BE CONSIDERED AN
ALERT SHOULD ICING CONDITIONS BE EN-
TERED UNNOTICED FOR ANY REASON.
2.9 Ice Speed system, Mod No. 2650, SB

27075
(This modification is mandatory for Canadian
registrated aircraft).
For description see Supplement 37/3.
2.10 Improved Stall Warning System for icing

conditions (Mod. no. 3529 for 340B / 3530
for 340WT)
For description see Section 19 WARNING

AND CAUTIONS, STALL WARNING.
11.1
PAGE 7
Dec 01/16
Description
11.1
PAGE 8
Dec 01/16
Description
28VDC
POWER ON
Left side
distribution
valve
28VDC
Left side POWER
overheat
sensor
Inboard boots Inboard boots
Left side
shut off 28VDC
valve POWER
28VDC
CONTROL
Outboard boots Outboard boots POWER
TIMER
Distribution duct Distribution

valve & or
Horizontal
stabilizer
boots
Distribution valve Vertical pressure
stabilizer
boot
Ejector
& &
pressure
Left side
Distribution
valve
Overheat
sensor 150C Inboard boots
Distribution Outboard boots valve

Stabilizer boots pressure
duct open
Ejector
Regulator
with relief

and check
valves
valve

Pneumatic pressure
AOM0106 open
system
Shut off
valve Pre cooler
Fig. 2 Wing and stabilizer deice system schematic
11.1
PAGE 9
Dec 01/16
Description
11.1
PAGE 10
Dec 01/16
Description
L 115 VAC GEN BUS Heating failure PROPELLER

signal

L PROP R PROP
To RAC

GEN Switch L PROP R PROP

MAX
NORM

OFF
Control power

Power to heating boots Max
Timer/ 28 VDC

Norm
Switching/ control
monitor unit power

Off L BETA R BETA
From R115 VAC ON LOAD

GEN Bus XFR Split lip L PROP R PROP
OFF/R heating DEICE DEICE
Inlet guide
vane heating

AC HEAT L ENG R ENG
ANTIICE ANTIICE
L AC R AC

GEN GEN

L AC GEN R AC GEN
Heating

ON boot
LOAD

XFR
OFF/R

Failure signal
on ground

ON/OFF resetable Inlet Particle Separator Ejector Duct
signals circuit

breakers HMU operated
from GCU ENGINE
sleeve valve

ON/LOAD XFR/OFFR Heating failure signal L INTAKE L AIR R AIR R INTAKE
signals from Power to inlet

AC GEN switch duct heating L ENGINE L ENGINE
ON/OFF elements
signals ON
Electronic
Solenoid valve
OFF
Heating failure signal

Inlet heat
controller
control
power
28 VDC
on ground control
GEN resetable power
CONTROL L 115 VAC circuit
Failure signals UNIT (GCU) ON/OFF GEN breakers
AOM0104 signals
Fig. 3 Engine antiice propeller deice system schematic
11.1 S1
This page is applicable to aircraft with LUCAS intake. PAGE 11
Without Mod No 2095 and without Mod. No. 3529 or 3530
Dec 01/16
Description
11.1 S1
Without Mod No 2095 and without Mod. No. 3529 or 3530
Dec 01/16
Description
PROPELLER
Heating failure signal
L PROP R PROP
L 115 VAC GEN BUS
L PROP R PROP
To RAC

MAX
GEN Switch NORM
OFF
Control power
Max
Timer/
Norm 28 VDC

Power to heating boots control
Switching/ Off power L BETA R BETA

monitor unit

L PROP R PROP
DEICE DEICE
ON LOAD
From R115 VAC
GEN Bus XFR Split lip L ENG R ENG
OFF/R heating ANTIICE ANTIICE
Inlet guide
vane heating

AC HEAT
L AC R AC

GEN GEN

L AC GEN R AC GEN
Heating Failure signal

boot

ON
LOAD

XFR
OFF/R ENGINE
L INTAKE L AIR R AIR R INTAKE
on ground
L ENGINE R ENGINE

Inlet Particle Separator Ejector Duct
ON/OFF resetable ON
signals circuit HMU operated

from GCU breakers sleeve valve

OFF
ON/LOAD XFR/OFFR
Power to inlet
signals from
duct heating
AC GEN switch
elements
ON/OFF Heating failure signal
signals STALL
WARNING
COMPUTER 1
Electronic
Solenoid valve control
power
STALL
WARNING
Inlet heat Heating failure signal COMPUTER 2
28 VDC
controller control
power
GEN on ground
CONTROL L 115 VAC resetable
Failure signals UNIT (GCU) ON/OFF GEN circuit
signals breakers
A30774
11.1 S2
Without Mod No 2095 and with Mod. No. 3529 or 3530
Dec 01/16
Description
11.1 S2
Without Mod No 2095 and with Mod. No. 3529 or 3530
Dec 01/16
Description

signal

L PROP R PROP
To RAC


MAX
NORM

OFF
Control power

Power to heating boots Max
Timer/ 28 VDC

Norm
Switching/ control
monitor unit power

Off L BETA R BETA

Inlet guide
vane heating

AC HEAT L ENG R ENG
ANTIICE ANTIICE
L AC R AC

GEN GEN

L AC GEN R AC GEN
Heating

ON boot
LOAD

XFR
OFF/R

Failure signal
on ground

ON/OFF resetable Inlet Particle Separator Ejector Duct
signals circuit

breakers HMU operated
from GCU POWER ENGINE
sleeve valve

ON/LOAD XFR/OFFR POWER Heating failure signal L INTAKE L AIR R AIR R INTAKE
signals from

AC GEN switch POWER
L ENGINE L ENGINE
ON/OFF
signals ON
Electronic
POWER
Solenoid valve
OFF
=Primary temp
sensor
Antiice
=Back up temp MICRO MICRO
Control
sensor PROCESSOR PROCESSOR
LOWER DUCT UPPER DUCT Unit
control
Located in
power
Engine Na-
celle
28 VDC
WoW
on ground Gnd control
GEN resetable CONTROL UNIT DISPLAY power
Failure signals UNIT (GCU) ON/OFF GEN breakers L INTAKE Light
RESET AC CONT UPR LWR
signals in TEST 3 PANEL IN- UNIT DUC DUC
AOM0103 Air SWITCHES
The lights are disconnected PUT T T
by Mod No 2250 and removed
by Mod No 2255
11.1 O1
This page is applicable to aircraft with COX intake. PAGE 11
With Mod no 2095 and without Mod. No. 3529 or 3530.
Dec 01/16
Description
11.1 O1
With Mod no 2095 and without Mod. No. 3529 or 3530.
Dec 01/16
Description

signal

L PROP R PROP
To RAC


MAX
NORM

OFF
Control power

Power to heating boots Max (A) FI STOP
FI STOP (B)
OPEN
Timer/ 28 VDC

Switching/ Norm
control
monitor unit power

Off L BETA R BETA

Inlet guide
vane heating

AC HEAT L ENG R ENG
ANTIICE ANTIICE
L R

AC AC
GEN GEN

L AC GEN R AC GEN
Heating

ON boot Failure signal
LOAD

XFR
OFF/R
ENGINE

on ground

resetable L ENGINE R ENGINE
ON/OFF Inlet Particle Separator Ejector Duct
signals circuit ON
HMU operated

from GCU breakers POWER sleeve valve

ON/LOAD XFR/OFFR OFF
POWER
signals from

AC GEN switch POWER
ON/OFF
signals Heating failure signal
STALL
Electronic WARNING
POWER
Solenoid valve COMPUTER 1
control
=Primary temp power
sensor
Antiice STALL
=Back up temp MICRO PROCESSOR MICRO PROCESSOR WARNING
sensor LOWER DUCT UPPER DUCT Control COMPUTER 2
28 VDC
Unit
control
power
Located in
Engine Nacelle
on ground WoW
resetable Gnd
GEN
UNIT (GCU) ON/OFF GEN breakers L INTAKE Light CONTROL UNIT DISPLAY
Failure signals
signals in TEST 3 PANEL
Air
The lights are disconnected RESET AC CONT UPR LWR
A30791 by Mod No 2250 and removed SWITCHES IN- UNIT DUC DUC
by Mod No 2255 PUT T T
11.1 O2
With Mod no 2095 and with Mod. No. 3529 or 3530.
Dec 01/16
Description
11.1 O2
With Mod no 2095 and with Mod. No. 3529 or 3530.
Dec 01/16
Description
L Bat Bus R Bat Bus L Bat Bus R Bat Bus
Gen Bus Gen Bus Gen Bus Gen Bus
A9913
Fig. 4 Window heat schematic
11.1 S1
A/C 160299 PAGE 13
Dec 01/16
Description
11.1 S1
A/C 160299 PAGE 14
Dec 01/16
Description
ON ON ON
OFF OFF OFF
L Bat Bus R Bat Bus L Bat Bus R Bat Bus
Gen Bus Gen Bus Gen Bus Gen Bus
A11029
Fig. 4 Window heat schematic
11.1 S2
A/C 300 up PAGE 13
Dec01/16
Description
11.1 S2
A/C 300 up PAGE 14
Dec01/16
Description
28 VDC 28 VDC
Ice detector
optional (Mod No 1933)
Right angle Left angle

of attack of attack
Right pitot Windshield wipers
Standby pitot
Left pitot
Temperature probe
RW o W
Switch
R 115VAC L 115VAC
NLG GEN BUS GEN BUS
up lock
switch
Power off signals
R INV BUS
ICE PROTECTION
ICEDET L PITOT R PITOT STBY
PITOT L BETA R BETA
TEST
L ALPHA R ALPHA
ON STBY PITOT L PROP R PROP
OFF OAT ON DEICE DEICE
OFF
L ENG R ENG
ANTIICE ANTIICE
28 VDC
A9670
Fig. 5 Windshield wiper and probe heat schematic
11.1
PAGE 15
Dec01/16
Description
Timer light (amber).

A Will come on if:
no pressure is sensed downstream the valve
sequenced for opening within 4 seconds.
the activated timer gives no inflation signal.
the boots are not cycling.
pressure remains on in the stabilizer boot zones
(AUTO CYCLING switch in CONT).
pressure remains on in the stabilizer boot zones
when next cycle is activated. (AUTO CYCLING
switch in ONE CYCLE.)
pressure remains on in Left and Right inboard
wing or Left and Right outboard wing boot zone
after more than 8 seconds.
Boot indication lights (green). With Mod No 2083 installed the following additional
Will come on whenever the respective boot faults triggers the TIMER light.
system is pressurized and BOOT IND pressure remains on in any boot zone (AUTO
switch is ON. CYCLING switch in ONE CYCLE or CONT).
control power to timer is lost. If the W OUTB push
Manual deice buttons. button is depressed the TIMER light will go out,
Overrides timer function and keeps respec- when the button is released the light will come on
tive deice valve open as long as button is again.
depressed. depressing any of the Manual push buttons while
in CONT or during a one CYCLE sequence will
DEICE OV TEMP light (amber). result in the TIMER light coming on momentarily.
Will come on together with associated mas-
ter caution whenever either of the two over- A STABILIZER AND WING DEICE PANEL
heat sensors detects an overtemperature.
AIR SUPPLY switch.

ON shutoff valves open.
OFF shutoff valves closed.
BOOT IND switch.

When in OFF the boot indication light
system is deactivated.
AUTO CYCLING
Activates timer to give a fourtimes six second
cycle of boot inflation in the following order:
Stabilizer
Outboard wing
Inboard wing
Stabilizer
ONE CYCLE (Spring loaded to OFF position):
One complete cycle.
CONT: One complete cycle every third
minute. A9916
Fig. 6 Stabilizer and wing deice system controls and indicators
11.1
PAGE 16
Dec01/16
Description
L/R INTAKE light (amber).

Will come on for a failure in the engine duct electrical
antiicing systems.
L/R AIR light (amber).

Will come on under the following conditions:
If the Electronic Solenoid Valve does not open when
respective ENGINE antiice switch is turned ON.
If the Electronic Solenoid Valve does not close when
A B respective ENGINE antiice switch is turned OFF.
L/R ENGINE antiice switch.

Controls both electrical and bleed air sections of
the engine antiice system and illuminates the
ENG ANTIICE light in the Flight Status Panel.
L/R AC GEN light (amber).
Will come on if the generator fails.
A ENGINE ANTIICE PANEL
L/R AC GEN switch.
Controls AC generator power supply.
ON: AC generator on line.
Automatic power transfer from
other side in case of generator fail-
ure (except for intake heating).
No power transfer in case of gener-
ator control failure.
No power transfer in case of failure
in power feeder line to 115 VAC
GEN BUS.
LOAD XFR Power transfer from other side.
Intake heat supplied by own gener-
ator
OFF/R Off reset position.
Power transfer from other side. B FLIGHT STATUS PANEL
No intake heat.
L/R PROP DEICE light (blue). L BETA R BETA
Will come on when the system is working and will

go out in case of system failure. L PROP R PROP
DEICE DEICE
L/R ENG ANTIICE light (blue).

L ENG R ENG
Will come on whenever the engine antiice switch ANTIICE ANTIICE
is turned on. With the optional ice detector system

(Mod No 1933) installed the lights come on flash-
ing when ice is detected. With the Eng antiice
switched on the lights change to steady indica-
tion.
A9669
Fig. 7 Engine antiice system controls and indicators
11.1
PAGE 17
Dec01/16
Description
11.1
PAGE 18
Dec01/16
Description
L/R SIDE/FRONT light (amber).

Will come on when an overheat or controller fault
occurs.
A PROPELLER AND WINDSHIELD

DEICE PANEL
L/R FRONT windshield heating switch.

Regulated power is applied to front windshield
when set to ON.
L/R PROP light (ambers).

Will come on when a fault is detected in an acti-
vated system.
L/R PROP deice switch.

L/R SIDE windshield heating switch. When set to ON a timer/monitor initiates heating
cycles as below for each pair of symmetrical pro-
NORM Used for defogging. peller blades and illuminates the PROP DEICE
HIGH Used for deicing. light.
OFF Resets controller if tripped.
Heating cycles:
NORM must be used for 7 minutes before HIGH NORM Power on 11 sec, power off
is selected. When HIGH is selected on ground 79 sec.
NORM power will be applied until WoW switch MAX Power on 90 sec, power off
senses airborn. 90 sec.
A9923
Fig. 8 Propeller and windshield deice systems controls and indicators
11.1 S1
A/C 160299 PAGE 19
Dec01/16
Description
11.1 S1
A/C 160299 PAGE 20
Dec01/16
Description
L/R SIDE/FRONT light (amber).

Will come on when an overheat or controller fault
occurs.
A PROPELLER AND WINDSHIELD

DEICE PANEL
L/R FRONT windshield heating switch.
Regulated power is applied to front windshield
when set to ON.
L/R PROP light (ambers).

Will come on when a fault is detected in an acti-
vated system.
L/R PROP deice switch.

When set to ON a timer/monitor initiates heating
cycles as below for each pair of symmetrical pro-
peller blades and illuminates the PROP DEICE
light.
Heating cycles:
NORM Power on 11 sec, power off
79 sec.
MAX Power on 90 sec, power off
90 sec.
A11028
Fig. 8 Propeller and windshield deice systems controls and indicators
11.1 S2
A/C 300 up PAGE 19
Dec 01/16
Description
11.1 S2
A/C 300 up PAGE 20
Dec 01/16
Description
B
A WINDSHIELD WIPER PANEL
A A
WIPER EFIS
OFF
PARK LOW
DRIVE XFR
H
I N
G O
H R
M
XSIDE DATA
ADI REV
N
O
R
M
HSI REV
Wiper rotary switch
PARK Wiper is returned to stowed position.
OFF Wiper stops in present positon.
LOW Wiper operates at low speed.
HIGH Wiper operates at high speed.
STBY PITOT light (amber).

Will come on when power is lost to the standby pi-
tot tube.
L/R PITOT light (amber). B PROBE HEAT PANEL

Will come on when power is lost to the respective
main pitot tube.
L/R ALPHA light (amber).

Will come on when power loss is lost to the respec-
OAT
tive angle of attack sensor.
OAT light (amber).

Will come on when power is lost to the tempera-
ture probe when NLG is locked in retracted posi-
tion.
STBY PITOT switch.
When selected ON, standby pitot tube is powered.
A9924
Fig. 9 Windshield wiper and probe heat system controls and indicators
11.1
PAGE 21
Dec01/16
Description
ICE PROT light (amber)

The ICE PROT light will come on flashing
whenever a caution light associated with the
ice protectin system comes on.
A9920
Fig. 10 Ice and rain protection master caution controls and indicators
11.1
PAGE 22
Dec01/16
Description
A SIDE PANEL
ICE DETECTOR switch

Optional Mod No 1933
TEST Self test of the ice detector mi-
croprocessor. Flashing of the L
and R ENG ANTIICE blue sta-
tus light within 5 seconds while
the switch is hold in TEST posi-
tion is a confirmation of a suc-
cessful selftest.
ON The ice detection system is ON.
OFF OFF position
A9667
Fig. 11 Ice Detection System (Option Mod No 1933)
11.1
PAGE 23
Dec01/16
Description
B CENTER INSTRUMENT PANEL

B A
2
1
1
2
9
12
7
6
A SIDE PANEL
ICE COND indication light (white)
The ice detection indication light comes on if
the ice detector senses ice.
ICE DETECTOR switch

TEST Self test of the ice detector
microprocessor. Illumination of
the white ICE COND indication
light and flashing of the L and R
ENG ANTIICE blue status light
within 5 seconds while the switch
is hold in TEST position is a con-
firmation of a successful selftest.
ON Normal position. The ice detection
system is ON.
OFF Guarded OFF position. Should
only be used if the system is
faulty.
A28796
Fig. 12 Ice Detection System (Option Mod No 3168)
11.1
PAGE 24
Dec01/16
Description
CENTER INSTRUMENT PANEL
L BETA
L PROP
DEICE
2 L ENG
1 ANTIICE
ICE SPD L APR

1
ON/OFF pushbutton 2
L IGN
ICE SPD
ON 9
1 2
7
A14690
Fig. 13 ICE SPD button (Option Mod No 2650)
11.1
PAGE 25
Dec01/16
Description
Wing and stabilizer deice

Timer control . . . . . . . . . . . . . L BAT BUS K21 STAB & WING AUTO CTL
Shutoff valves . . . . . . . . . . . . . R BAT BUS S21 STAB & WING AIR SUP CONTROL
Manual control . . . . . . . . . . . . R BAT BUS S22 STAB & WING MAN CTL & IND
Indications . . . . . . . . . . . . . . . . R BAT BUS S22 STAB & WING MAN CTL & IND
Engine antiice
Control L and R . . . . . . . . . . . L BAT BUS H27 L/R ENG ANTIICE CONTROL
Electrical control L . . . . . . . . . L BAT BUS H26 L INTAKE
Air control L . . . . . . . . . . . . . . L MAIN BUS H25 L AIR VALVE
Electric control R . . . . . . . . . . R BAT BUS R27 R INTAKE
Air control R . . . . . . . . . . . . . . R MAIN BUS R28 R AIR VALVE
Left intake
PWR A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
PWR B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
PWR C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS
Right intake
PWR A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
PWR B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
PWR C . . . . . . . . . . . . . . . . R 115 VAC GEN BUS
Propeller deice
Left propeller
PWR A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H24 PWR A
PWR B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H23 PWR B
PWR C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS H22 PWR C
Control . . . . . . . . . . . . . . . . . . . L BAT BUS H21 CONTROL
Right propeller
PWR A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P21 PWR A
PWR B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P22 PWR B
PWR C . . . . . . . . . . . . . . . . R 115 VAC GEN BUS P23 PWR C
Control . . . . . . . . . . . . . . . . . . . R BAT BUS P24 CONTROL
11.1
PAGE 26
Dec01/16
Description
Windshield heat
L front
PWR A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J23 PWR A
PWR B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J22 PWR B
Control . . . . . . . . . . . . . . . . . . . L BAT BUS J21 CONTROL
L side
PWR C . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J26 PWR C
Right front
PWR A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R21 PWR A
PWR B . . . . . . . . . . . . . . . . R 115 VAC GEN BUS R22 PWR B
Control . . . . . . . . . . . . . . . . . . . R BAT BUS R23 CONTROL
Right side
Windshield wipers
Wiper L . . . . . . . . . . . . . . . . . . L BAT BUS H28 L WIPER
Wiper R . . . . . . . . . . . . . . . . . . R MAIN BUS P28 R WIPER
Probe heat
Pitot L . . . . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J27 L PITOT C
Pitot R . . . . . . . . . . . . . . . . . . . R 115 VAC GEN BUS S25 R PITOT A
Angle of attack L . . . . . . . . . . L 115 VAC GEN BUS J28 L ALPHA C
Angle of attack R . . . . . . . . . . R 115 VAC GEN BUS S24 R ALPHA A
Temperature probe . . . . . . . . R 115 VAC GEN BUS S23 OAT A
Standby pitot power . . . . . . . R ESS BUS S26 STBY PITOT PWR
Standby pitot control . . . . . . . R ESS BUS S27 STBY PITOT CONTROL
Ice detector (optional
Mod No 1933) . . . . . . . . . . . . R INV BUS
(Contd)
11.1 S1
A/C 160299 PAGE 27
Dec 01/16
Description
(Contd)
Ice detector with
Mod No 1933 and 2546 . . . . R 115 VAC GEN BUS
Ice detector with
Mod No 3168 . . . . . . . . . . . . . R 115 VAC GEN BUS Not in cockpit
Improved S/W system
Mod No 3529 or 3530 . . . . . . R BAT BUS S28 ICE SPD IND
11.1 S1
A/C 160299 PAGE 28
Dec 01/16
Description
Windshield heat
L front
PWR B . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J22 PWR B
L side
PWR A . . . . . . . . . . . . . . . . L 115 VAC GEN BUS R24 PWR A
Control . . . . . . . . . . . . . . . . . . . L BAT BUS R26 CONTROL
Right front
Right side
PWR A . . . . . . . . . . . . . . . . R 115 VAC GEN BUS J25 PWR A
Control . . . . . . . . . . . . . . . . . . . R BAT BUS J24 CONTROL
Windshield wipers
Wiper L . . . . . . . . . . . . . . . . . . L BAT BUS H28 L WIPER
Wiper R . . . . . . . . . . . . . . . . . . R MAIN BUS P28 R WIPER
Probe heat
Pitot L . . . . . . . . . . . . . . . . . . . L 115 VAC GEN BUS J27 L PITOT C
Pitot R . . . . . . . . . . . . . . . . . . . R 115 VAC GEN BUS S25 R PITOT A
Angle of attack L . . . . . . . . . . L 115 VAC GEN BUS J28 L ALPHA C
Angle of attack R . . . . . . . . . . R 115 VAC GEN BUS S24 R ALPHA A
Temperature probe . . . . . . . . R 115 VAC GEN BUS S23 OAT A
Standby pitot power . . . . . . . R ESS BUS S26 STBY PITOT PWR
Standby pitot control . . . . . . . R ESS BUS S27 STBY PITOT CONTROL
Ice detector (optional
Mod No 1933) . . . . . . . . . . . . R INV BUS
Ice detector with
Mod No 1933 and 2546 . . . . R 115 VAC GEN BUS
(Contd)
11.1 S2
A/C 300up PAGE 27
Dec 01/16
Description
(Contd)
Ice detector with
Mod No 3168 . . . . . . . . . . . . . R 115 VAC GEN BUS Not in cockpit
Improved S/W system
Mod No 3529 or 3530 . . . . . . R BAT BUS S28 ICE SPD IND
11.1 S2
A/C 300up PAGE 28
Dec 01/16
Operation
1. LIMITATIONS
Unit Min Normal Max
1.1 SYSTEM LIMITS

-- Windshield heating
Switching side windows direct from OFF
to HIGH is not authorized
Time in NORM before switching to HIGH min 7
-- Pitot tubes
Time from switching STBY PITOT ON min 5
until full ice--protection is obtained
-- Windshield wipers
In LOW position kts 130
In HIGH position kts 160
2. NORMAL OPERATION
2.1 GENERAL During ground operation there might be transient drops in PROP RPM, below
the preset AC generator trigger level. If the drop lasts more than 7 seconds the
AC generator will trip and MASTER CAUTION / ICE PROT (CWP) lights will
come on together with AC GEN caution and other AC--powered system caution
lights in the overhead panel.
There are also cases where ice protection system caution lights will come on
without AC GEN caution light. This is due to an inherent warning system time
delay.
The AC generator will come on line automatically when PROP RPM increases,
and the engine INTAKE caution light will go out. However, the windshield
FRONT/SIDE and PROP caution lights can only be extinguished by resetting
the systems (switches selected to OFF and then to desired position).
11.2
PAGE 1
Dec 01/15
Operation
2.2 DEFINITIONS DEFINITIONS

AND FOD Definition of icing conditions for engine anti--icing operation
PREVENTION For engine anti--ice system operation, icing conditions exist whenever the out-
side air temperature (OAT) or static air temperature (SAT) is + 5 degrees C
(Plus 5 C) (+10 according to FAA AD 96--01--04 R1 and 2008--06--11) or colder
and:
When anticipating engine anti--ice operation turn on engine anti--ice early. Turn-
ing engine anti--ice on well in advance will preheat the surface and thereby pre-
vent ice formation. Turn engine anti--ice on if there is any possibility that icing
conditions exist.
-- There is any type of visible moisture present (such as clouds, fog with visibil-
ity of one mile or less, rain, snow, sleet, ice crystals); or
-- When on the ground, there is standing water, slush, or snow (hard packed
snow excluded) on the ramps, taxiways or runways.
Definition of icing conditions for propeller de--icing system operation
For propeller de--ice system operation, icing conditions exist when the OAT or
SAT is --5 degrees C (Minus 5 C) or colder and any ice accretion is observed on
any part of the aircraft.
Definition of icing conditions for operation of wing and stabilizer de-- ic-
ing boots and for adherence to minimum airspeed and autopilot/flight di-
rector limitations for icing conditions
For operation of wing and stabilizer de--icing boots and for adherence to mini-
mum airspeed and autopilot/flight director limitations for icing conditions, icing
conditions exist when:
-- The OAT or SAT is +5 degrees C (Plus 5 C) or colder and there is any type
of visible moisture present (such as clouds, fog with visibility of one mile or
less, rain, snow, sleet, ice crystals); or
-- Any amount of ice is observed on any part of the aircraft; or
-- If it is not certain that there is no ice accumulation on the aircraft.
FOD PREVENTION
CAUTION
Ice must never be allowed to build up on the engine air intake lips or intake. Once
ice formation occurs, turning on anti--ice may free the ice build--up in chunks that
could be sucked through the engine compressor, possibly causing Foreign Object
Damage (FOD) and a power interruption.
DO NOT RELY ON AIRFRAME VISUAL ICING CUES TO TURN ENGINE
ANTI--ICE ON. USE THE TEMPERATURE AND VISUAL MOISTURE CRI-
TERIA SPECIFIED FOR ICING CONDITIONS.
(Contd)
11.2
PAGE 2
Dec 01/15
Operation
(Contd)
Takeoff on RWY with standing water, slush, wet or dry snow
When taking off in this condition there is a risk of spray ingestion into the en-
gines. Switch on engine anti--ice when ambient temperature is +5C (+10C ac-
cording to FAA AD 96--01--04 R1 and 2008--06--11) and below (operation may
be restricted by national rules).
For a/c with Mod.no 3529 for 340B / 3530 for 340WT
Departure when icing conditions on ground and expected icing after lift--
off
-- When engine anti--ice is selected, before take--off, L/R ENG ANTI--ICE lights
on the Flight Status Panel will come on. Use these lights, also as Ice Speed
armed lights. This is the indication that the stall warning will change (in-
crease) the stall warning triggering airspeeds after 6 minutes from lift--off. (
See also FLIGHT PROCEDURES 25/3 and 25/10 Takeoff briefing and Call--
outs).
Ice formation discovery during darkness
When operationally feasible, switching on the cockpit dome light will increase
the possibility of discovering unexpected ice, for example on the wipers.
Using the strobe--lights or switching on the landing lights now and then will in-
crease the possibility of identifying unexpected icing conditions.
The air inlet can be inspected from the cockpit by use of a flashlight.
Operation in and after certain icing conditions
During flight through heavy snow, heavy sleet or ice crystals, substantial
amounts of ice may be collected on parts of the bird catcher even with a fully
functioning engine anti--ice system. This is no problem as long as a positive air-
flow through the birdcatcher is assured. However, REVERSE POWER OP-
ERATION BELOW 50 KTS (EVEN WITH A FULLY OPEN EXHAUST
NOZZLE) AND DURING PROPELLER BRAKE OPERATION WITH A MORE
THAN 30 PERCENT ICED--UP (BLOCKED) NOZZLE THE AIRFLOW IS RE-
VERSED THROUGH THE BIRDCATCHER.
Such conditions are potentials for ice being sucked into the engine. After en-
countering such conditions, keep the engine anti--ice system ON for the dura-
tion of flight at temperature below +5 C if operationally feasible.
Engine anti--ice ON during ground operation after landing will assure that both
the air and the walls in the birdcatcher is warmed up. This will expedite the melt-
ing of possible ice collected in the birdcatcher. However, if the prevailing tem-
perature is below the freezing point, de--icing of the birdcatcher might be neces-
sary. An inspection of the air intake/birdcatcher for possible residual ice/snow
will determine the need for de--icing of the birdcatcher.
(Contd)
11.2
PAGE 3
Dec 01/15
Operation
(Contd)
If icing conditions have been encountered during flight
-- If operationally feasible, avoid use of reverse thrust below 50 KIAS.
2.3 WING AND The Boot De--icing must be used As defined for operation of wing and stabilizer
STABILIZER de--icing boots ( see page 2), or upon annunciation from an ice detector system (if
DE--ICE installed), whichever occurs first except:
OPERATION
-- During take--off, until reaching 400 feet above threshold elevation, use boots
only at first sign of ice anywhere on the aircraft.
-- If SAT is below--40 _C, use boots only if ice is observed accumulating on any
part of the aircraft.
System check
1. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Idle
2. HP BLD VALVE switch (one only) . . . . . . . . . . . . . . . . . AUTO
3. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
4. BOOT IND switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
-- Set BOOT IND switch to ON for boot indication lights to work during test.
5. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . ONE CYCLE
-- Set AUTO CYCLING switch momentarily to the

ONE CYCLE position and release it to OFF.
-- Observe boot indication lights to come on one at a time
(for approximately 6 seconds) in the following order:
STAB -- W OUTB -- W INB -- STAB.
6. Caution lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
-- Check DE--ICE OV TEMP and TIMER caution lights to be off.

7. HP BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
In flight, when wing and stabilizer de--icing required
NOTE
HP bleed may be required for operation of the boot de--ice system at high alti-
tudes and/or low power settings. An increase or decrease in power may be
required.
With Mod No 2310 installed HP Bleed will be automatically provided when PL is
below 64 (min Takeoff position) and the boots are cycling provided the HP valves
are in AUTO position.
(Contd)
11.2
PAGE 4
Dec 01/15
Operation
(Contd)
1. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . CONT
Use CONT mode or operate the system as needed. If ice accumulation be-
tween the the automatic cycles is estimated to be more than 5 mm
(1/4 inch), set the AUTO CYCLING switch momentarily to OFF and then
back to CONT to activate an extra cycle, in between the automatic cycling,
to minimize ice accumulation.
2. Observe boot indication lights to come on, one at a time.
The de--icing boots can be turned off when
-- The OAT or SAT is warmer than +5 _C and there is no ice observed on any
part of the aircraft and it is certain that there is no ice accumulation on the air-
craft;
or;
-- No visible moisture (such as fog with visibility of one mile or less, rain snow,
sleet, ice crystals) is present;
and;
-- Three (3) de--icing boot cycles (9 minutes in CONT mode) have been
completed after exiting visible moisture.
-- If entering SAT below --40 _C , turn boots off before completion of 3 cycles.
When wing and stabilizer de--icing no longer required
1. AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Boots de--ice manual operation
-- Press and hold one manual push--button at a time for 6 sec. in the following se-
quence: STAB -- W OUTB -- W INB -- STAB.
-- Observe respective BOOT IND light to come on.
-- Repeat as often as required (ice accumulation more than 5 mm (1/4 inch)).
2.4 ENGINE Engine anti--icing must be used

ANTI--ICE As defined for engine anti--icing operation (see page 2), and maintained ON for
OPERATION at least 5 minutes after exiting icing conditions.
On ground, move CL into MIN/MAX range as soon as possible after engine start
and switch ON engine anti--ice.
CAUTION
On the ground, use the officially reported temperature when deciding upon use of
engine anti--ice system as temperature on EFIS is normally too high.
(Contd)
11.2
PAGE 5
Dec 01/15
Operation
(Contd)
NOTE
When switching Engine Anti--ice ON or OFF check proper function by observing a
decrease or increase in engine torque setting. If no decrease or increase, reduce
power to below 88 % Ng, cycle switch (OFF then ON) and then increase to max
cruise power to restore proper function.
NOTE
APPLICABLE TO AIRCRAFT WITH COX INTAKES (Mod No 2095 installed). In
extremely cold temperatures L/R INTAKE light may come on after engine anti--ice
activation because of the relatively long time to reach working temperature. Se-
lecting the switch to OFF then ON will solve the problem since at this time the
intake has been preheated.
CAUTION
Except for the first 6 minutes after liftoff, make sure to have a speed not less than
the published minimum speed with engine Anti--ice ON (speeds with applicable
ice increment) before selecting engine Anti--ice ON.
When Engine--Anti--ice required

1. ENGINE anti--ice switches . . . . . . . . . . . . . . . . . . . . . . . ON (ONE AT A
TIME)
-- Check L/R ENG ANTI--ICE light to come on. For a/c with Mod.no. 3529 340B
/ 3530 340WT the Improved Stall Warning System for Icing condition will be
armed or activated depending on flight phase and elapsed time from lift--
off.
For corrections to thrust settings, see section 26 POWER SETTINGS.
When engine anti--ice no longer required
NOTE
To avoid exceeding torque setting chart limit, a reduction in torque may be re-
quired before switching OFF the engine anti--ice system.
2. ENGINE anti--ice switches . . . . . . . . . . . . . . . . . . . . . . . OFF
-- Check L/R ENG ANTI--ICE lights to go out.
11.2
PAGE 6
Dec 01/15
Operation
2.5 PROPELLER Propeller de--icing shall be used

DE--ICING
-- As defined in icing conditions as defined for propeller de--ice operation
OPERATION
(see page 2)
In NORM mode when the temperature is between --5 C and --12C SAT.
In MAX mode when the temperature is --13 C SAT or colder.
CAUTION
It is essential to use the correct propeller de--ice mode (NORM or MAX).
Turning on propeller de--ice in too warm temperature or using propeller de--ice in
wrong mode may cause performance degradation up to 30%.
NOTE
Increased propeller RPM improves the ice shedding capabilities of propellers and
spinners. Therefore, select max PRPM if severe icing conditions are experienced
or expected.
NOTE
If unacceptable propeller vibrations occur in the temperature range --10 C to --12
C SAT due to propeller ice, use MAX mode. If unacceptable vibrations occur at
warmer temperatures than --10 C use MAX for a short period until the vibrations
disappear. Bear in mind the possibility of runback ice with subsequent perfor-
mance degradation if the system is continuously operating in MAX at SAT warmer
than --12 C. Switch to NORM as soon as possible.
System check
1. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL/MAX
-- Leave L/R PROP switches in NORM for 60 seconds.

-- Check L/R PROP DE--ICE lights to come on.
2. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
-- Check L/R PROP DE--ICE lights to go out.

When propeller de--ice required
NOTE
When switching from NORMAL to MAX or MAX to NORMAL turn the switch to
OFF before selecting MAX respectively NORMAL. Switching direct from NOR-
MAL to MAX or vise versa may result in nuisance L/R PROP caution.
(Contd)
11.2
PAGE 7
Dec 01/15
Operation
(Contd)
1. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL/MAX
-- Check L/R PROP DE--ICE light to come on.

When propeller de--ice no longer required
2. L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
-- Check L/R PROP DE--ICE lights to go out.

The propeller de--ice system shall be selected OFF when
-- The temperature (OAT or SAT) is warmer then --5C.
CAUTION
The limit for propeller de--ice selection is --5C or colder. It is essential to turn pro-
peller de--ice OFF if the temperature becomes warmer then --5C. Propeller de--
ice selected in too warm temperature, when in icing conditions, may cause per-
formance degradation up to 30%.
The propeller de--ice system can be selected OFF when
-- The temperature (OAT or SAT) is warmer then --5C and there is no ice ac-
cretion observed on any part of the aircraft.
2.6 WINDSHIELD When windshield heating required

HEATING
1. W SHIELD L/R FRONT switches . . . . . . . . . . . . . . . . . ON
2. W SHIELD L/R SIDE switches . . . . . . . . . . . . . . . . . . . . NORM,
THEN HIGH
-- Set windshield SIDE switches in NORM. NORM must be active for at least
7 minutes before HIGH may be selected.
NOTE
If HIGH is selected on the ground, NORM power will be supplied while on the
ground.
When windshield heating no longer required
1. W SHIELD heat switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
11.2
PAGE 8
Dec 01/15
Operation
2.7 WINDSHIELD -- Do not operate windshield wipers on dry windshields.

WIPER
-- Max IAS in LOW position is 130 kts and 160 kts in HIGH position.
OPERATION
1. Windshield wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARK/OFF
/LOW/HIGH
NOTE
Applicable for aircraft without Mod 2354 SB No 30--079 (Improved resistor for the
LOW mode).
-- Use only HIGH mode.
-- When parking the wiper, place the rotary switch in PARK position for maximum
one (1) second. This is to avoid overheat, generating smoke in the cockpit.
If smoke is generated, place the rotary switch in OFF position. When the tem-
perature then goes down the smoke will cease.
2.8 PROBE HEAT Probe heat for the main pitots, angle of attack sensors and (only in flight) tem-
perature probe is activated when the 115 AC GEN BUSES are powered.
Before takeoff
1. STBY PITOT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
-- Check that STBY PITOT light is not on.

-- 5 minutes heating up time is required before full ice protection is obtained.
After landing
2. STBY PITOT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
-- Check that STBY PITOT light is on.
2.9 ICE SPEED -- Operate the system in accordance with the procedures i Supplement 37/3.
SYSTEM
With Mod No.
2650 installed
(Mandatory for a/c on

Canadian register).
11.2
PAGE 9
Dec 01/15
Operation
2.10 SUPERCOO- Identification of Supercooled Large Droplets (SLD)

LED LARGE Substantial ice build--up on the spinner, further aft than normally observed,
DROPLETS might be an identification of SLD. If observed, increase scanning of the wing. If
(SLD) accumulation of ice on the upper surface aft of the boots is observed, exit the
area with these conditions immediately to avoid extended exposure.
If the autopilot is engaged, hold the control wheel firmly and disengage the auto-
pilot. Keep the autopilot disengaged until the upper wing surface is free from
ice.
If an unusual roll response or uncommanded roll control movement is ob-
served, decrease the angle of attack.
NOTE
For operators under the FAA legislation, triggers for being in SLD conditions are
either substantial ice buildup on the spinner, further aft than normally observed
and/or ice accumulation on the wing upper surface, aft of protected surface.
2.11 VISUAL CUE Visual cue of ice accumulation

OF ICE The windshield wiper arms give a visual cue of ice accumulation, although air-
ACCUMU-- frame ice can be present without any build--up on the wiper arms. Even though
LATION the wiper arms are the primary visual cue, accumulation of ice shall be moni-
tored on all visible surfaces.
2.12 STALL WARN- With either of the Engine Anti--ice switches selected ON, the improved stall
ING SYSTEM warning system, with increased stall warning speed trigger levels, will be
armed if on ground, and activated in the air.
With Mod. No. 3529 for
However, activation is inhibited until approximately 6 minutes after lift--off.
340B / 3530 for 340WT
The activation is indicated by illumination of a blue ICE SPEED p/b on the cen-
(Improved stall warn- ter instrument panel.
ing system for icing
conditions)
The increased stall warning level can be deactivated
-- After the engine anti--ice system has been switched OFF
and;
-- There is no ice observed on any part of the aircraft and it is certain that there
is no ice accumulated on the aircraft.
(Contd)
11.2
PAGE 10
Dec 01/15
Operation
(Contd)
-- Deactivation of the system in flight is done by; first switching both
Engine Anti--ice switches to OFF and then pressing the illuminated ICE SPEED
p/b. The light in the button will then go out.
-- After a Touch and Go landing -- with Engine Anti--ice selected ON, the
light will first go--out and after 6 minutes illuminate again when the system be-
comes active.
-- Deactivation of the system after landing -- with the Engine Anti--ice
selected OFF, but with the system activated (ICE SPEED light is on during
landing), is automatic via the WoW--switch function. The light will go out at
touch down.
For description see Section 19 WARNINGS AND CAUTIONS.
11.2
PAGE 11
Dec 01/15
Operation
For Abnormal Operation, see also section 23, ABNORMAL PROCEDURES.
3.1 GENERAL General notes applicable to the ice protection systems

NOTE
In case of unserviceable engine intake anti--icing system, ice may have accumu-
lated in the birdcatcher. Normally the airstream in the birdcatcher will prevent ice
to be sucked into the engine compressor. However, reverse power operation
below 50 KIAS will cause a reversion in airflow through the birdcatcher.
AVOID USE OF REVERSE POWER BELOW 50 KIAS IF OPERATIONALLY
FEASIBLE.
NOTE
After encountering icing conditions with a faulty anti--ice system ice may shed
from unheated surfaces. If ice FOD is suspected notify maintenance.
NOTE
If one engine is shut down with the other engine running, there will be an auto-
matic power transfer to the stopped propeller de--ice system if the propeller de--
ice system is kept on. This could create overheat and damage to the propeller
protective boot due to less airflow around the stopped propeller. Therefore,
switch off the propeller de--ice system of an engine that has been shut down.
11.2
PAGE 12
Dec 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS
CONTENTS
Air Data System

12/1.1 Description
12/1.2 Operation
Clocks

12/2.1 Description
12/2.2 Operation not applicable
Flight Recorder System

12/3.1 Description
12.3.2 Operation

12/4.1 Description
12/4.2 Operation
12 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS
12 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
1. GENERAL 2.3 Air Data Computer (ADC)
The air data system uses three Pitot/Static tubes The ADC senses the air temperature, it also con-
which senses the pitot and the static pressures and verts the pitot and static pressures into electrical
feeds that information to the pneumatic instruments signals from which the ADC calculates the various
and to the Air Data Computer (ADC). The ADC cal- parameters. These parameters are:
culates the various data to be displayed on the Altitude (ALT).
electric instruments and EFIS or to be supplied to Vertical speed (VS).
other systems as shown in Fig. 2.
Indicated airspeed (IAS).
2. MAIN COMPONENTS AND SUBSYSTEMS True airspeed (TAS).
Maximum operating speed (VMO).
2.1 Pitot/static systems Static air temperature (SAT).
The aircraft is equipped with two main and one These parameters are available as digital values
standby pitot/static system (Fig. 1). The two main and analogue signals and are supplied to many sys-
Pitot/Static tubes have two separate static cham- tems as shown in Fig. 2.
bers. Each static chamber is interconnected with
The ADC calculates the VMO and triggers the mas-
the corresponding chamber in the other tube. The
ter warning system to give an overspeed warning
purpose is to eliminate pressure differences be-
when the speed exceeds VMO by 2 kt.
tween the two systems. The interconnections are
provided with shutoff valves to isolate the systems 2.4 Instruments
for example should a static leak appear. The left
main tube supplies pitot pressure to the ADC and These are two different types of indicators:
the right main tube supplies pitot pressure to the Electromechanical (servo) indicators for the left
pneumatic instruments. pilot, supplied with data from ADC.
Pneumatic indicators for the right pilot and for
The standby Pitot/Static tube has only one static
standby instruments, supplied directly with pitot
chamber and supplies the standby instruments and
and/or static pressures.
the airspeed sensor.
Altimeters
All three Pitot/Static tubes are electrically heated to
prevent icing. A failure of the heating will light a The ADC supplies information of uncorrected alti-
caution: L, R or STBY PITOT caution light on the tude to the electromechanical altimeter. The altime-
overhead panel. Also see 11.1, ICE AND RAIN ter converts this information into a display, cor-
PROTECTION. The tubes are located as follows: rected for the barometer pressure, set by a
Left main tube and standby (upper tube) on the baroknob on the instrument. The display shows
left side of the a/c fwd fuselage. both a five numerical digital readout and an ana-
logue pointer with a smallest scale increment of 20
Right main tube on the right side of the a/c fwd
ft. The corrected altitude is also supplied to the alti-
fuselage.
tude preselector/alerter. The altimeter also contains
2.2 Temperature probe an encoder that furnishes the ATC transponders
with aircraft altitude information related to 1013
The Outside Air Temperature probe (OAT), senses
mb/2991 inHg.
air temperature for the ADC. The probe is provided
with an electrical heater for antiicing. Also see The pneumatic altimeters are equipped with an an-
AOM 11.1, ICE AND RAIN PROTECTION. Should eroid which converts static pressure into a mechani-
the heater fail, the OAT caution light on the over- cal movement of the counter and pointer. Correction
head panel will come on. The OAT probe is located for barometer pressure is set with a baro knob on
on the upper part of the fwd fuselage. each instrument. The display is the same as for the
electromechanical altimeter. (Contd page 5)
12/1.1
PAGE 1
Apr 01/15
Description
C0714
Fig. 1 Pitot/static systems schematic
12/1.1
PAGE 2
Apr 01/15
Description
EFIS
MFD if installed
A25727
Fig. 2 ADC inputs/outputs
12/1.1
PAGE 3
Apr 01/15
Description
12/1.1
PAGE 4
Apr 01/15
Description
Airspeed indicators SAT/TAS indication

The electromechanical airspeed indicator is sup- Static Air Temperature and True Air Speed are de-
plied with information from the ADC regarding indi- termined by the ADC and displayed on the EHSIs.
cated airspeed (IAS) and Maximum operating
Altitude Preselector Alerter
speed (VMO). The speed information is converted
and displayed by two pointers which indicates IAS The Altitude Preselector Alerter (APA) system alerts
and VMO against a nonlinear scale for maximum the flight crew when the aircraft is approaching, or
accuracy. deviating from, a selected altitude. The alert
announcement is both aural and visual.
Both airspeed indicators are provided with airspeed
reference bugs that can be set as reminders. As an The APA is supplied with barometer corrected alti-
option a servodriven bug can be included in the L tude from the servo altimeter. The barometer
IAS indicator. The bug is used to select speed for corrections made by the altimeter baroset knob thus
the FD/AP when flying in IAS mode. Also see 3.1 also affects the APA. The altitude for which an alert
AUTOFLIGHT. The set value also goes to a circuit- announcement is desired is set with the ALT SET
ry in the indicator determining the difference be- knob on the altitude preselector on the glareshield
tween selected and actual speed. This difference is panel. The aural warning is produced by the WEU.
displayed as a Fast Slow deviation indication on The system is interconnected with the FD/AP to
the EADI. provide selected altitude for the ALTS mode.
The pneumatic airspeed indicators are connected Also see AOM 3, AUTOFLIGHT.
directly to the pitot and static pressures. The right
Airspeed Sensor
airspeed indicator has two pointers indicating IAS
and VMO. The indicator is also provided with air- The airspeed sensor is supplied from the standby
speed reference bugs that can be set as reminders. pitot/static tube. The sensor converts the pressures
The indicator also gives overspeed warning as a into electrical IAS signals which it provides to the
backup for the ADC overspeed warning. The stand- AHRS and Rudder Limiter systems. The Rudder
by airspeed indicator gives only IAS indication. Limiter system uses this IAS as an accurancy
check of the Airdata computer provided IAS signal.
Vertical speed indicator
The electromechanical vertical speed indicator
displays vertical speed which has been determined
and supplied by the ADC. The pneumatic indicator
converts change in static pressure into a proportion-
al vertical speed.
Vertical navigation indicator (Optional)

This instrument has two functions:
To serve as an indicator displaying vertical speed
as determined by the ADC.
To compute data for vertical navigation. These
data are either used to feed the FD/AP for auto-
matic capture of the vertical path or to be dis-
played to aid in a manual capture of the aiming
point.
Vertical navigation is described in AOM 3.1 AUTO-
FLIGHT.
12/1.1
PAGE 5
Apr 01/15
Description
12/1.1
PAGE 6
Apr 01/15
Description
B A
Altitude indication.
Shows aircraft altitude with a smallest
A STANDBY ALTIMETER scale increment of 20 ft by a digital
and an analogue scale.
Baroset indication.
Displays set barometric pressure in
millibars (MB), or as an option in
inches of mercury (INHG).
Baroset knob.
B STANDBY IAS INDICATOR
IAS pointer.
No NMO indication is provided.
KNOTS
A26571
Fig. 3 Standby Altimeter and Standby Indicated AIrspeed indicator
12/1.1 S
PAGE 7
Apr 01/15
Description
A LEFT IAS INDICATOR

Warning flag (red).
Flag is indicated if:
The test button is pressed.
The IAS indicator fails.
Loss of airspeed data from the ADC.
VMO pointer.
IAS pointer.
TEST button. TEST

When pressed and held:
Warning flag comes in veiw.
Both pointers first slews to 170 kt
then to zero.
Airspeed reference bug.

A26572
Fig. 4 Left Indicated Airspeed (IAS) indicator control and indication
12/1.1 S
PAGE 8
Apr 01/15
Description
B A
A STANDBY ALTIMETER Shows aircraft altitude with a smallest
scale increment of 20 ft by a digital
and an analogue scale.
Baroset indication.
Displays set barometric pressure in
millibars (MB), or as an option in
inches of mercury (INHG).
Baroset knob.
B STANDBY IAS INDICATOR
KNOTS IAS pointer.

No NMO indication is provided.
A26569
Fig. 3 Standby Altimeter and Standby Indicated AIrspeed indicator
12/1.1 O
PAGE 7
Apr 01/15
Description
A
A LEFT IAS INDICATOR
Warning flag (red)

The IAS indicator fails.
Loss of airspeed data from the ADC.
VMO pointer
IAS pointer
IAS bug knob

When IAS mode (FD/AP) is selected
then IAS bug will capture the actual
IAS. Turn the IAS bug knob to change
IAS and the FD/AP will follow. Also see
page 14 FastSlow speed indication
and 1.3 AUTOFLIGHT.
When pressed and held for test:
Both pointers first slews to 170 kt
then to zero.
IAS bug
A26570
Fig. 4 Left Indicated Airspeed (IAS) indicator control and indication
12/1.1 O
PAGE 8
Apr 01/15
Description
A RIGHT IAS INDICATOR
VMO pointer
IAS pointer
Airspeed reference bug
C0720
Fig. 5 Right Indicated Airspeed (IAS) indicator
12/1.1
PAGE 9
Apr 01/15
Description
A LEFT ALTIMETER
Altitude indication
Shows aircraft altitude by a digital and
an analogue scale with a smallest scale
increment of 20 ft.
Baroset indication
Displays set barometric pressure in inch-
es mercury (IN HG) or millibars (MB).
ALT Baroset knob

Pushed for IN HG, pulled for MB.
TEST PULL
BARO
MB
Test button
Pointer goes either way to the 9 oclock
Warning flag (red) position.
Transponder altitude report is inhibited.
The altitmeter fails.
Loss of altitude data from the ADC.
A26573
Fig. 6 Left Altimeter (ALT) indicator
12/1.1
PAGE 10
Apr 01/15
Description
A RIGHT ALTIMETER
VIB flag (red)

Indicates inoperative vibrator.
VIB
Shows aircraft altitude by a digital and
an analogue scale with a smallest scale
increment of 20 ft.
Baroset indication.
Displays set barometric pressure in milli
bars (MB) and in inches mercury (IN HG).
Baroset knob.
C0732
Fig. 7 Right Altimeter (ALT) indicator
12/1.1 S
PAGE 11
Apr 01/15
Description
A
A LEFT VERTICAL SPEED INDICATOR
1000 FPM
Vertical speed pointer
Vertical speed scale.

Scaled in fpm x 1000.
Warning flag (red)

The vertical speed indicator fails.
Loss of vertical speed data from the
ADC.
TEST
Push TEST button
Warning flag comes in wiew.
Pointer moves to 6000 fpm up position.
A26575
Fig. 8 Left vertical Speed, VS, indicator
12/1.1 S
PAGE 12
Apr 01/15
Description
Push TEST knob.

A Slews the VS bug when rotated and initiates
VNI self test when pushed and released.
Warning flag (red). Test
Flag is indicated if. VS pointer goes to 6000 FPM up.
The test button is pressed. VS flag (red) appears.
The VNAV indicator fails. VS bug goes 6000 FPM down.
Loss of data input. OFFSET annunciator sequences from black
to BEFORE to black AFTER to black.
ARM anninciator sequences from black to
A VERTICAL NAVIGATION INDICATOR ANG ARM to black to VS ARM to black.
sequentially show:
ANNUNCIATOR UNITS
OFFSET NM
STA, EL FT
ALT FT
ANG DEG
TO TRK NM
TO ALT NM
SETUP display indicates 888.8.8.

DISTANCE display indicates 18.8.
VSR display indicates 8.8.
Back to normal.
Vertical speed pointer.

Scaled in fpm x 1000.
Vertical Speed (VS) bug.
Indicates selected VS when the FD/AP is in VS
mode, and initial VS selected with the PUSH
TST knob when not in the VS hold mode.
A26576
Fig. 9 Vertical Navigation, VNAV, indicator
12/1.1 O
PAGE 13
Apr 01/15
Description
12/1.1 O
PAGE 14
Apr 01/15
Description
A RIGHT VERTICAL SPEED INDICATOR
Vertical speed pointer.
Vertical speed scale.

VS Scaled in fpm x 1000.
A26670
Fig. 10 Right Vertical Speed, VS, indicator
12/1.1 S
PAGE 15
Apr 01/15
Description
12/1.1 S
PAGE 16
Apr 01/15
Description
A EADI
FastSlow speed indication. HDG ALT

LOC1 VNAV GS
Green diamond shaped pointer indi- 20 20
cates the difference between the
speed selected with the IAS bug on F 10 10
the IAS indicator and the actual IAS.
1 dot = 5 knots.
Fast or Slow index = 10 knots faster or S 10 10
slower than the selected speed.
20 20
If speed source fails, pointer turns to a
red boxed SPD flag, flashes for 10 s
then steady.
Also see AOM 01.3. AUTOFLIGHT.
C0726
Fig. 11 FastSlow speed indication
12/1.1 O
PAGE 17
Apr 01/15
Description
12/1.1 O
PAGE 18
Apr 01/15
Description
TAS indication.
A A True airspeed in knots.
If ADC speed information fails, readout turns
to red dashes, flashes for 10 s then steady.
SAT indication.
Static air temperature in degrees centigrade.
If ADC temperature information fails, read-
A EHSI out turns to red dashes, flashes for 10 s
then steady.
TAS 190 +7 C
164 282
VOR 1 VOR 2
A26671
Fig. 12 True Airspeed, TAS and Static Air Temperature,SAT indication
12/1.1
PAGE 19
Apr 01/15
Description
B B
A TEST 2 PANEL
TEST 2
PROP OVSP
L R L GEN R AIR DATA Computer test switch
OVV (for maintenance only)
When pressed and held on ground:

GDN
The left IAS, ALT and VS or VNAV
A indicators goes into test.
The overspeed warning comes on.
L R 1 EFIS 2 RUD LIM CAB PRESS When pressed and held in the air:
B Only the overspeed warning comes on.
B STATIC PRESSURE SHUTOFF VALVE
STATIC PRESS
VALVE
LIFT TO CLOSE
C0724
Fig. 13 Static pressure shutoff valve and ADC test switch
12/1.1
PAGE 20
Apr 01/15
Description
A ALTITUDE PRESELECTOR ALERTER

Selected altitude display.
The two left digits displays thousands of feet.
ALTITUDE SET
PUSH TO The digit right of the comma displays
hundereds of feet.
ALT
ALERT 5 6 00 The last two digits are stationary zeros.
CANCEL The display will present a Warning Flag
if a fault is detected.
Altitude set knob.

Turning the knob will change altitude in
100 feet increments.
ALT ALERT buttonlight (amber).

Illuminates steady when approaching, and
flashes when deviating from selected alti-
tude.
If an alert has been triggered, pressing the
buttonlight will cancel the alert.
The buttonlight also incorporates a press to
test feature. The Alert light comes on and
the warning flag is activated when the
buttonlight is pressed.
A12711
Fig. 14 Altitude Preselector Alerter (APA) control and light
12/1.1
PAGE 21
Apr 01/15
Description
Deviation altitude
1000ft
Preselected
altitude
1000ft
No alert light
Altitude alert light illuminates steady
Altitude alert light flashing
Aural alert (cchord tone)
Deviation altitude
300 ft deviation altitude alert with Collins PRE 80D P/N 015.
200 ft deviation altitude alert with Collins PRE 80D P/N 035.
Aircraft with S/N 180 up has 200 ft deviation altitude alert.
A12719
Fig. 15 Altitude alert envelope
12/1.1
PAGE 22
Apr 01/15
Description
ADC/IAS indicator . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS F15 ADC L ASI

ADC/altimeter . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS F14 ADC L ALTIM
VSI/VNI preselect . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS F13 LVSI/VNI PRESEL
Right altimeter vibrator . . . . . . . . . . . . . . . . . R ESSENTIAL BUS M9 ALTIM VIBR OVSP
12/1.1
PAGE 23
Apr 01/15
Description
12/1.1
PAGE 24
Apr 01/15
Operation
1. LIMITATIONS
1.1 ALTIMETER OPERATIONAL TOLERANCES
Deviation from true altitude at ground check and difference between two indicators according to national
regulations.
1.2 AIRSPEED INDICATOR OPERATIONAL TOLERANCES
Difference between two indicators according to national regulations.
1.3 AIRSPEED INDICATOR AND ALTIMETER POSITION ERROR CORRECTION
Fig. 1 Graphical presentation of airspeed
12/1.2
PAGE 1
Jun30/15
Operation
12/1.2
PAGE 2
Jun30/15
Operation
2. NORMAL OPERATION
2.1 POWER UP 1. L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
- The Air Data system is switched ON/OFF by L and R AVION switches.
2.2 PREFLIGHT 1. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK

CHECK
- On left indicator, check that no flag is visible.
- Set all altimeters to local QNH or QFE as applicable and crosscheck the
altimeters readout.
- Check altimeters to indicate altitude of actual aircraft position as per
national regulations.
- Check difference between left, right and standby altimeters.
2. IAS indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- On left indicator, check that no flag is visible and indication at zero.

- Check difference between left, right and standby IAS indicator.
3. Vertical speed indicators . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- On left indicator, check that no flag is visible and indication at zero.

- Check for no difference.
4. SAT/TAS indication on EHSI . . . . . . . . . . . . . . . . . . . . . CHECK
- Check that indication is normal.
2.3 OPERATION OF 1. Altitude set knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED

ALTITUDE ALTITUDE.
PRE- SELEC-
TOR ALERTER - Monitor the system when approaching the selected altitude.
- Verify altitude alert at 1000 ft prior to the set altitude and that the annunci-
ation on the EADI changes from armed (ALTS in white) to capture (ALTS in
green) when approaching the selected altitude.
- This action will also provide selected altitude information to the autopilot for
automatic altitude capture. Also see AOM 3.2., AUTOFLIGHT.
2.4 VNAV 1. See AOM 3.2., AUTOFLIGHT.

(if installed)
12/1.2
PAGE 3
Jun30/15
Operation
3. ABNORMAL OPERATION.
3.1 ALTITUDE INDICATIONS

PRE- SELEC- Altitude Preselector Alerter warning flag comes on.
TOR ALERTER
FLAG
WARNING
ACTIONS
1. CB F- 13 L VSI/VNI PRESEL . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 LEFT INSTRU- INDICATIONS

MENTS Erratic or stuck indication on any of the left instruments:
ERRATIC
- Airspeed;
- Altimeter;
- Vertical speed or VNAV (if installed).
ACTIONS
Only the Altimeter affected
1. CB F- 14 ADC L ALTIM . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
Only the IAS indicator affected
1. CB F- 15 ADC L ASI . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
Only the VS or VNAV indicator affected
1. CB F- 13 L VSI/VNI PRESEL . . . . . . . . . . . . . . . . . CHECK/RESET
All three instruments affected
1. See Chapter 23, ABNORMAL PROCEDURE, ADC FAILURE.
12/1.2
PAGE 4
Jun30/15
Operation
3.3 RIGHT ALTIME- INDICATIONS

TER VIB FLAG VIB flag in view.
WARNING ACTIONS
1. CB M- 9 ALTIM VIBR OVSP . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
- If flag out of view - end of procedure.

- If flag still in view - loss of vibrator means reduced accuracy.
Crosscheck with L altimeter and/or standby altimeter.
- End of procedure.
3.4 RIGHT INSTRU- INDICATIONS

MENTS Erratic or stuck indication on any of the right instruments:
ERRATIC
- Airspeed;
- Altimeter;
- Vertical speed.
ACTIONS
1. CB S- 25 PROBE HEAT R PITOT . . . . . . . . . . . . . . . . . CHECK/RESET
PROBABLE CAUSE
- Probable cause could be frozen or clogged pitot tube.
3.5 STBY INSTR. INDICATIONS

ERRATIC
- Standby altimeter and/or standby IAS indicator is erratic or stuck.
ACTIONS
1. CBs S- 26, S- 27 STBY PITOT . . . . . . . . . . . . . . . . . . . CHECK/RESET
PROBABLE CAUSE
- Probable cause could be frozen or clogged pitot tube.
12/1.2
PAGE 5
Jun30/15
Operation
3.6 DIFFERENTIAL INDICATIONS

INDICATION If differential indication appears between any of the airspeed and/or altimeter
BETWEEN ANY indicators:
OF THE
- L and R side;
INDICATIONS
- L and standby;
- R and standby.
ACTIONS
NOTE
Not valid for leakage in the standby system.
If erratic indication on one side
On the erratic indication side:
1. Static shutoff valve . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
If erratic indication on more than one side
1. L and R static shutoff valve . . . . . . . . . . . . . . . . . . . . . CLOSE
CAUTION
A static leakage in the right system can affect the cabin pressurization control.
Be prepared to use MAN cabin pressure control.
12/1.2
PAGE 6
Jun30/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, CLOCKS
Description
1. GENERAL HOT BAT BUS also supplies the optional second

chronometer if installed.
The aircraft is provided with one mechanical chro-
nometer, located on left instrument panel. As an The chronometer displays:
option, an additional chronometer is provided on the Present time in hours and minutes.
right instrument panel. Elapsed time in minutes and seconds.
From A/C 300 and up the chronometer is electrical 2. MAIN COMPONENTS AND SUBSYSTEMS
powered from either RH HOT BAT BUS or if HOT
BAT not available, by its own internal battery. RH Not applicable.
12/2.1
PAGE 1
Apr 01/15
Description
A A (if installed)
Chronometer button.
A CHRONOMETER
Momentarily press button to:
Start
Stop
12
11 1
Reset
10 2
9 3
8 4 Minute hand.
7 5
6
Elapsed time minutes.
Elapsed time seconds.
Hour hand.
Spring windup knob (only mechanical).

Pull knob and rotate to correct time.
A11195
Fig. 1 Clock controls and indicators
12/2.1
PAGE 2
Apr 01/15
Description

Chronometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R HOT BAT BUS M17 CLOCK
(Both chronometers if option installed).
12/2.1
PAGE 3
Apr 01/15
Description
12/2.1
PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
1. GENERAL 2.2 Digital Flight Data Recorder (DFDR)
The Flight Recorder system consists of four units: This is a recorder with a crashproof tape magazine
The Flight Data Acquisition Unit (FDAU) that col- installed in the rear compartment. The recorder
lects and arranges the data; uses magnetic tape and is of the continuous type
The Digital Flight Data Recorder (DFDR) that which means that all data is recorded in a continu-
records the data on a magnetic tape; ous stream. However, the recorder can not hold
more data than that corresponding to approximately
The Flight Recorder panel with monitoring lights;
25 flight hours. When the tape is filled up, the oldest
The triaxial accelerometer.
data is therefore automatically erased and new data
The Flight Recorder system becomes powered and entered instead. The tape may therefore be looked
and starts to operate as soon as one engine is run- upon as an endless band, holding information from
ning and one generator on line. the last 25 flight hours. To prevent unintentional
blanking of recorded data during ground stops or at
maintenance, a relay controlled by either engine oil
2.1 Flight Data Acquisition Unit (FDAU) pressure switches off the Flight Recorder when en-
gines are not running. The recorder unit is provided
The FDAU, installed in the avionics rack, samples with an underwater locator beacon, automatically
data from various sensors and systems according started when submerged in water. It is battery pow-
to a prearranged program which includes different ered and transmits an acoustic signal for 30 days.
sampling rates for various parameters. Parameters The recorder has a feature that allows the tape to
prone to high rate of change consequently have the be played back on ground for dumping of flight
highest sampling rate while, for example, switch data.
positions are sampled with a low rate. Analogue
parameters are converted into digital numbers and 2.3 Flight Recorder Panel
all parameters are formatted into a data stream in The panel is provided with caution lights for DFDR
which each data word has its fixed location. The or FDAU failures and also an Event pushbutton to
word can thus be easily found on the recorder tape mark events during aircraft operation.
and recovered for analysis on ground, for example
transcribed into more conveniently readable form, 2.4 Triaxial accelerometer
altitude in feet etc.
The accelerometer provides the system with data
for vertical, longitudinal and lateral axis.
12/3.1 S1
STANDARD A/C 160 250 PAGE 1
Apr 01/15
Description
A FLIGHT RECORDER PANEL
EVENT button.
Press to mark events on the tape.
DFDR light (amber).

Light goes out after first engine is started and
one generator on line, indicating Flight Recorder
is valid.
Also comes on when the DFDR internal monitor-
FDAU light (amber).
ing detects a failure.
Comes on when the FDAU internal monitoring
detects a failure.
A11475
Fig. 1 Flight Recorder Panel lights and button
12/3.1 S1
STANDARD A/C 160 250 PAGE 2
Apr 01/15
Description
The Flight Data Entry Panel (FDEP) for insertion
of documentary data and monitoring lights.
entered instead. The tape may therefore be looked
The Flight Recorder system becomes powered and upon as an endless band, holding information from
and starts to operate as soon as one engine is run- the last 25 flight hours. To prevent unintentional
ning and one generator on line. blanking of recorded data during ground stops or at
pressure, switches off the Flight Recorder when
2.1 Flight Data Acquisition Unit (FDAU) engines are not running. The recorder unit is pro-
vided with an underwater locator beacon, automati-
The FDAU, installed in the avionics rack, samples cally started when submerged in water. It is battery
data from various sensors and systems according powered and transmits an acoustic signal for 30
to a prearranged program which includes different days. The recorder has a feature that allows the
sampling rates for various parameters. Parameters tape to be played back on ground for dumping of
prone to high rate of change consequently have the flight data.
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue 2.3 Flight Data Entry Panel (FDEP)
parameters are converted into digital numbers and The FDEP is provided with thumb wheel switches
all parameters are formatted into a data stream in and a pushbutton for selection and insert of flight
which each data word has its fixed location. The data to be recorded on the tape.
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example The panel is also provided with caution lights for
transcribed into more conveniently readable form, DFDR or FDAU failures and also an Event pushbut-
altitude in feet etc. ton to mark events during aircraft operation.
2.4 Triaxial accelerometer

12/3.1 S2
STANDARD A/C 251 up PAGE 1
Apr 01/15
Description
Thumb wheel switches.

Used to set operator flight/trip number data. EVENT button.
A FLIGHT DATA ENTRY PANEL
DFDR light (amber).

Light goes out after first engine is started and
one generator on line, indicating Flight Recorder
FDAU light (amber). is valid.
Comes on when the FDAU internal monitoring Also comes on when the DFDR internal monitor-
detects a failure.
ing detects a failure.
A11477
Fig. 1 Flight Data Entry Panel lights and buttons
12/3.1 S2
STANDARD A/C 251 up PAGE 2
Apr 01/15
Description
of documentary data and monitoring lights.
The Flight Recorder system becomes powered and upon as an endless band, holding information from
and starts to operate as soon as one engine is run- the last 25 flight hours. To prevent unintentional
ning and one generator on line. blanking of recorded data during ground stops or at
2.1 Flight Data Acquisition Unit (FDAU) engines are not running. The recorder unit is pro-
vided with an underwater locator beacon, automati-
The FDAU, installed in the avionics rack, samples cally started when submerged in water. It is battery
data from various sensors and systems according powered and transmits an acoustic signal for 30
to a prearranged program which includes different days. The recorder has a feature that allows the
sampling rates for various parameters. Parameters tape to be played back on ground and for dumping
prone to high rate of change consequently have the of flight data.
positions are sampled with a low rate. Analogue 2.3 Flight Data Entry Panel (FDEP)
parameters are converted into digital numbers and The FDEP is provided with thumb wheel switches
all parameters are formatted into a data stream in and a pushbutton for selection and insert of flight
which each data word has its fixed location. The data to be recorded on the tape.
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example The panel is also provided with caution lights for
transcribed into more conveniently readable form, DFDR or FDAU failures and also an Event pushbut-
altitude in feet etc. ton to mark events during aircraft operation.
2.4 Triaxial accelerometer

12/3.1 O1
OPTION A/C 160 250 PAGE 1
Apr 01/15
Description
A Thumb wheel switches.

Used to select flight data to be inserted.
A FLIGHT DATA ENTRY PANEL
INSERT button.
Press to insert selected flight data.
EVENT button.
DFDR light (amber).

FDAU light (amber). Light goes out after first engine is started and
Comes on when the FDAU internal monitoring one generator on line, indicating Flight
detects a failure. Recorder is valid.
Also comes on when the DFDR internal moni-
toring detects a failure.
A11476
12/3.1 O1
OPTION A/C 160 250 PAGE 2
Apr 01/15
Description
1. GENERAL vided with an underwater locator beacon, automati-

cally started when submerged in water. It is battery
The Flight Recorder system consists of four units:
powered and transmits an acoustic signal for 30
The Flight Data Acquisition Unit (FDAU) that col- days. The recorder has a feature that allows the
lects and arranges the data. tape to be played back on ground and for dumping
The Digital Flight Data Recorder (DFDR) that of flight data.
records the data on a magnetic tape.
2.3 Flight Data Entry Panel (FDEP)
of documentary data and monitoring lights. The FDEP is provided with thumb wheel switches
The triaxial accelerometer. and a pushbutton for selection and insert of flight
The Flight Recorder system becomes powered and data to be recorded on the tape.
and starts to operate as soon as one engine is run- The panel is also provided with caution lights for
ning and one generator on line. DFDR or FDAU failures and also an Event pushbut-
ton to mark events during aircraft operations. The
FDEP also has a MEM light to indicate that the
2.1 Flight Data Acquisition Unit (FDAU) FDAU/ETM memory storage capacity is 80% full.
The FDAU, installed in the avionics rack, samples 2.4 Triaxial accelerometer
data from various sensors and systems according
to a prearranged program which includes different
sampling rates for various parameters. Parameters
prone to high rate of change consequently have the 2.5 Engine Trend Monitoring
positions are sampled with a low rate. Analogue A totally independent function is also available in
parameters are converted into digital numbers and the FDAU. This independently operating micropro-
all parameters are formatted into a data stream in cessor controlled feature samples certain parame-
which each data word has its fixed location. The ters available through the existing normal FDAU
word can thus be easily found on the recorder tape processing and decides when certain conditions are
and recovered for analysis on ground, for example met to sample engine performance. This function is
transcribed into more conveniently readable form, normally referred to as Engine Trend Monitoring
altitude in feet etc. (ETM) and the following ETM conditions are moni-
tored:
2.2 Digital Flight Data Recorder (DFDR) 1. Takeoff Report
This is a recorder with a crashproof tape magazine 2. Cruise Report
installed in the rear compartment. The recorder 3. Limit Exceedance Report
uses magnetic tape and is of the continuous type
4. Event Marker Report
which means that all data is recorded in a continu-
ous stream. However, the recorder can not hold The ETM function can store up to 30 takeoff and
more data than that corresponding to approximately cruise reports (i.e. 15 flights), 20 event marker and
25 flight hours. When the tape is filled up, the oldest 20 exceedance reports. Subsequent reports will
data is therefore automatically erased and new data overwrite the oldest reports stored.
When 80% of available memory capacity is used up
upon as an endless band, holding information from
(i.e. 24 normal flights), the FDAU will activate a
the last 25 flight hours. To prevent unintentional
MEMory light on the Flight Data Entry Panel. This
blanking of recorded data during ground stops or at
light only serves to alert the crew of impending
memory overwrite and subsequent loss of old data.
engines are not running. The recorder unit is pro-
12/3.1 O2
OPTION A/C 251 up PAGE 1
Apr 01/15
Description
Thumb wheel switches.

Used to set operator flight/trip number data.
A FLIGHT DATA ENTRY PANEL EVENT button.

Press to mark events on the tape and to
enter event data in ETM.
MEM light (white) (maintenance).

Comes on when 80% of the ETM memory
capacity is full. Memory should be dumped
shortly to prevent from loss of data.
DFDR light (amber).

Light goes out after first engine is started
and one generator on line, indicating Flight
FDAU light (amber). Recorder is valid.
Comes on when the FDAU internal monitoring Also comes on when the DFDR internal
detects a failure. monitoring detects a failure.
A11478
12/3.1 O2
OPTION A/C 251 up PAGE 2
Apr 01/15
Description
Applicable for A/C 160249 without Mod. No. 2245 and/or without Mod. No. 2948:
Flight recorder . . . . . . . . . . . . . . . . . . . . . L INV BUS 115 VAC F19 RECORD FLIGHT
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M19 FLIGHT DATA AQUIS
Applicable for A/C 160249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250UP:
Flight recorder . . . . . . . . . . . . . . . . . . . . . R INV BUS 115 VAC M19 RECORD FLIGHT
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F19 DATA AQUIS PWR
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER BUS F18 DATA AQUIS BACKUP
PWR (Optional)
12/3.1
PAGE 3
Apr 01/15
Description
12/3.1
PAGE 4
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP Applicable for A/C 160249 without Mod. No. 2245 and/or without Mod. No.
2948:
1. R AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
Power is applied to the Flight Recorder by R AVION and MAIN INV

switches.
The Flight Recorder will be switched on by a relay controlled by engine oil
pressure after engine start.
Applicable for A/C 160249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250UP:
1. L AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
Power is applied to the Flight Recorder by L AVION and MAIN INV

switches.
2.2 AFTER ENGINE 1. DFDR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

START (ONE
ENGINE Check light to be out when one generator on line.
RUNNING)
2.3 EVENT 1. EVENT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
A mark will be made on the tape.

The mark will make it easier to find such periods of the flight that can be
interesting to study afterwards.
12/3.2 S
PAGE 1
Apr 01/15
Operation
3.1 DFDR LIGHT ACTION

ON Applicable for A/C 160249 without Mod. No. 2245 and/or without Mod. No.
2948:
1. CB F19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
and for A/C 250UP:
1. CB M19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 FDAU LIGHT ACTION

ON Applicable for A/C 160249 without Mod. No. 2245 and/or without Mod. No.
2948:
1. CB M19, FLIGHT DATA ACQUIS . . . . . . . . . . . . . . . . CHECK/RESET
and for A/C 250UP:
1. CB F19, DATA ACQUIS PWR . . . . . . . . . . . . . . . . . . . CHECK/RESET
12/3.2 S
PAGE 2
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP Applicable to A/C 160249 without Mod. No. 2245 and/or without Mod. No. 2948:
1. R AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
Power is applied to the Flight Recorder by R AVION and MAIN INV

switches.
Applicable to A/C 160249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250UP:
1. L AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
Power is applied to the Flight Recorder by L AVION and MAIN INV

switches.
2.2 ENTRY OF PRESTART

FLIGHT DATA
1. Flight data entry panel . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Trip number.
Leg.
Trip date.
AFTER ENGINE START (ONE ENGINE RUNNING)
1. DFDR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check light to be out when one generator on line.

2. INSERT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press button to insert flight data to the Flight recorder.
12/3.2 O
PAGE 1
Apr 01/15
Operation
2.3 EVENT 1. EVENT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
A mark will be made on the tape.

The mark will make it easier to find such periods of the flight that can be
interesting to study afterwards.
12/3.2 O
PAGE 2
Apr 01/15
Operation
3.1 DFDR LIGHT ACTION

ON Applicable to A/C 160249 without Mod. No. 2245 and/or without Mod. No. 2948:
1. CB F19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
and for A/C 250UP:
1. CB M19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 FDAU LIGHT ACTION

ON Applicable to A/C 160249 without Mod. No. 2245 and/or without Mod. No. 2948:
1. CB M19, FLIGHT DATA ACQUIS . . . . . . . . . . . . . . . . CHECK/RESET
and for A/C 250UP:
1. CB F19, DATA ACQUIS PWR . . . . . . . . . . . . . . . . . . . CHECK/RESET
12/3.2 O
PAGE 3
Apr 01/15
Operation
12/3.2 O
PAGE 4
Apr 01/15
Aircraft Operations Manual INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
1. GENERAL The whole tape can be erased in a few seconds

provided aircraft is on ground and gust lock set.
The Cockpit Voice Recorder (CVR) records the last
30 minutes of cockpit communications and sounds The recorder is provided with an underwater locator
using a four channel endless magnetic tape. The beacon which is automatically started when sub-
recorder with its crashproof housing is installed in merged in water. The locator is battery powered
the rear compartment. and will send out acoustic signals for 30 days.
The CVR operates continuously as soon as L BAT An Inertia switch will switch off the CVR saving the
and ESS AVION switches are set to ON. records if the aircraft longitudinal Gload exceeds
2.5 G.
The CVR records audio communication directly
from the Remote Electronic Unit (REU) on three 2. MAIN COMPONENTS AND SUBSYSTEMS
separate channels for pilot, copilot and PA/Cabin
Interphone. The fourth channel records sounds Not applicable.
picked up with the cockpit area microphone in the
overhead panel.
12/4.1 S1
A/C 160399 PAGE 1
Apr 01/15
Description

A
Cockpit area microphone.
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING EMER
ON
CALL
OFF
TEST button.
B CVR CONTROL PANEL When pressed, an internal test starts pro-
ducing:
A 600 Hz audio tone to headset output.
A green band indication on the monitor
TEST ERASE meter.
HEADSET
ERASE button.
When pressed at least 2 seconds with air-
craft on ground and with gust lock set the
recordings on the tape will be erased.
Monitor meter.
Headset output.
Used to monitor present recordings.
A11580
Fig. 1 Cockpit voice recorder controls and indicators
12/4.1 S1
A/C 160399 PAGE 2
Apr 01/15
Description
Voice recorder . . . . . . . . . . . . . . . . . . . . . L BAT BUS F18 RECORD VOICE
Voice recorder . . . . . . . . . . . . . . . . . . . . . L BAT BUS E15 RECORD VOICE
12/4.1 S1
A/C 160399 PAGE 3
Apr 01/15
Description
12/4.1 S1
A/C 160399 PAGE 4
Apr 01/15
Description
1. GENERAL The whole tape can be erased in a few seconds

provided aircraft is on ground and gust lock set.
The Cockpit Voice Recorder (CVR) records the last
2 hours of cockpit communications and sounds us- The recorder is provided with an underwater locator
ing a four channel endless magnetic tape. The re- beacon which is automatically started when sub-
corder with its crashproof housing is installed in the merged in water. The locator is battery powered
rear compartment. and will send out acoustic signals for 30 days.
The CVR operates continuously as soon as L BAT An Inertia switch will switch off the CVR saving the
and ESS AVION switches are set to ON. records if the aircraft longitudinal Gload exceeds
2.5 G.
The CVR records audio communication directly
from the Remote Electronic Unit (REU) on three 2. MAIN COMPONENTS AND SUBSYSTEMS
separate channels for pilot, copilot and PA/Cabin
Interphone. The fourth channel records sounds Not applicable.
picked up with the cockpit area microphone in the
overhead panel.
12/4.1 S2
A/C 400up PAGE 1
Apr 01/15
Description

A
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING EMER
ON
CALL
OFF
TEST button and TEST light.

When TEST button pressed, an internal
B CVR CONTROL PANEL test starts producing:
COCKPIT VOICE The green TEST light comes on (extin-
RECORDER guishes when TEST button is released).
HOLD A 600 Hz audio tone to headset output.
5 SEC
TEST HEADSET ERASE ERASE button.

craft on ground and with gust lock set the
recordings on the tape will be erased.
Headset output.
A15786
12/4.1 S2
A/C 400up PAGE 2
Apr 01/15
Description
12/4.1 S2
A/C 400up PAGE 3
Apr 01/15
Description
12/4.1 S2
A/C 400up PAGE 4
Apr 01/15
Description
1. GENERAL communication and the audio in the flight compart-

ment area. The CVR continuously records each of
The Solid State Cockpit Voice Recorder (SSCVR)
the four audio inputs in the solid state flash memory
records the last 30 minutes of cockpit communica-
for a maximum period of 30 minutes, before new
tions and sounds using digital solid state memory
data is recorded.
circuits. The recorder has a crashproof memory
capsule and is installed in the rear compartment The solid state memory can be erased provided
accessible through the aft cargo compartment wall. aircraft is on ground and gust lock set.
The SSCVR operates continuously as soon as LH The recorder is provided with an underwater locator
BAT BUS is powered and ESS AVION switch is set beacon which is automatically started when sub-
to ON. It will continue to operate until a force of merged in water. The locator is battery powered
more than 2G opens the contacts of the inertia and will send out acoustic signals for 30 days.
switch, or the ESS AVION switch is set to OFF.
The SSCVR records audio from four communica-
tion channels, the PA system, the pilot and copilot Not applicable.
12/4.1 S3
Applicable to A/C with Solid State with 30 minutes recording time PAGE 1
Apr 01/15
Description

A
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING EMER
ON
CALL
OFF
TEST button.
B CVR CONTROL PANEL When pressed, an internal test starts pro-
ducing:
A 800 Hz audio tone to headset output.
A green band indication on the monitor
TEST ERASE meter.
HEADSET
ERASE button.
craft on ground and with gust lock set all
data in the solid state flash memories will
be erased.
Monitor meter.
Headset output.
A11580
12/4.1 S3
Apr 01/15
Description
12/4.1 S3
Apr 01/15
Description
12/4.1 S3
Apr 01/15
Description
1. GENERAL With a Solid State Cockpit Voice Recorder with 2

hours recording time is installed, both pilots and the
The Solid State Cockpit Voice Recorder (SSCVR)
PA communications are combined in a fifth audio
records the last 2 hours of cockpit communications
channel and in the sixth audio channel the audio in
and sounds using digital solid state memory cir-
the flight compartment is recorded by the cockpit
cuits. The recorder has a crashproof memory cap-
area microphone. Both the fifth and the sixth audio
sel and is installed in the rear compartment accessi-
channel are recording with a standard quality for 2
ble through the aft cargo compartment wall.
hours.
The SSCVR operates continuously until a force of
The solid state memory can be erased provided
more than 2G opens the contacts of the inertia
aircraft is on ground and gust lock set.
switch, or the ESS AVION switch is set to OFF.
The recorder is provided with an underwater locator
The SSCVR records four audio communication
beacon which is automatically started when sub-
channels from the PA system, the pilots commu-
merged in water. The locator is battery powered
nication and the audio in the flight compartment
and will send out acoustic signals for 30 days.
area. The CVR continuously records each of the
four audio inputs in the solid state flash memory for 2. MAIN COMPONENTS AND SUBSYSTEMS
a maximum period of 30 minutes, before new data
is recorded. Not applicable.
12/4.1 S4
Applicable to A/C with Solid State with 2 hours recording time PAGE 1
Apr 01/15
Description
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING EMER
ON
CALL
OFF
TEST button and TEST light.

When TEST button pressed, an internal
B CVR CONTROL PANEL test starts producing:
COCKPIT VOICE The green TEST light comes on (extin-
RECORDER guishes when TEST button is released).
HOLD A 600 Hz audio tone to headset output.
5 SEC
TEST HEADSET ERASE ERASE button.

craft on ground and with gust lock set all
data in the solid state flash memories is
erased.
Headset output.
A15786
12/4.1 S4
Apr 01/15
Description
Applicable to A/C 160249 without Mod. No. 2245 and/or without Mod. No. 2948:
Applicable to A/C 160249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250UP:
12/4.1 S4
Apr 01/15
Description
12/4.1 S4
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. ESS AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

The Cockpit Voice Recorder is switched ON/OFF by ESS AVION switch.
2.2 PREFLIGHT 1. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND

TEST HOLD
Monitor meter shall give green band indication.

An audio tone (600 Hz) shall be heard in the HEADSET output.
2. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
2.3 ERASING Total erasing is possible only on ground and with gust lock set as follows:
1. ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press for at least 2 seconds.
2.4 SAVING THE The voice recorder holds only the recording of the last 30 minutes and if these
RECORDINGS records are to be preserved, pull CB RECORD VOICE.
For A/C 160249 without Mod. No. 2245 and/or without Mod. No. 2948, pull
F18 RECORD VOICE.
For A/C 160249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250UP, pull E15 RECORD VOICE.
The Recorder should normally never be stopped when the aircraft is mov-
ing on ground or is airborne.
After engine shutdown, the recorder might be stopped at the pilots discre-
tion.
If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the EMER-
GENCY EVACUATION checklist the recorder is automatically stopped.
12/4.2 S1
A/C 160399 PAGE 1
Apr 01/15
Operation
3.1 FAILURE AT ACTION

TEST Applicable to A/C 160249 without Mod. No. 2245 and/or without Mod. No. 2948:
1. CB F18, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
and for A/C 250UP:
1. CB E15, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
12/4.2 S1
A/C 160399 PAGE 2
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION


TEST HOLD 5 SEC
The green TEST light shall come on.

The green TEST light shall go out.
2.4 SAVING THE The voice recorder holds only the recording of the last 2 hours and if these
RECORDINGS records are to be preserved, pull CB E15 RECORD VOICE.
tion.
12/4.2 S2
A/C 400up PAGE 1
Apr 01/15
Operation

TEST
12/4.2 S2
A/C 400up PAGE 2
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION


TEST HOLD
Monitor meter shall give green band indication.

2.4 SAVING THE The voice recorder holds only the recording of the last 30 minutes and if these
F18 RECORD VOICE.
tion.
12/4.2 S3
Apr 01/15
Operation

Applicable to A/C 160249 with Mod. No. 2245 and/or with Mod. No. 2948, and
for A/C 250UP:
12/4.2 S3
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION


TEST HOLD 5 SEC
The green TEST light shall come on.

Two audio tones (600 Hz) shall be heard in the HEADSET output.
The green TEST light shall go out.
2.4 SAVING THE The voice recorder holds only the recording of the last 2 hours and if these
F18 RECORD VOICE.
tion.
12/4.2 S4
Apr 01/15
Operation

Applicable to A/C 160249 with Mod. No. 2245 and/or with Mod. No. 2948, and
for A/C 250UP:
12/4.2 S4
Apr 01/15
Aircraft Operations Manual LANDING GEAR
CONTENTS
Landing Gear

13.1 Description
13.2 Operation
13 CONTENTS
PAGE 1
Apr 01/15
13 CONTENTS
PAGE 2
Apr 01/15
Description
1. GENERAL Normal extension/retraction
The aircraft is equipped with a conventional retract- With gear UP selected, an electrically operated con-
able landing gear. trol valve ports hydraulic pressure to release the
downlocks and pressurize the hydraulic actuators.
The main gears are located in the engine nacelles
and the nose gear in the forward fuselage. All gears A mechanical lock on the landing gear control han-
retract forward. dle prevents selection of gear up on ground. In
flight, this lock is disengaged by a solenoid. Should
Each gear is equipped with dual wheels. the solenoid fail, the handle can be released by
Normal landing gear operation is by hydraulic power pressing the DOWN LOCK REL button to the left of
but in an emergency the gear can be extended by the gear handle. When the gears are up, an up
free fall or by use of the hydraulic hand pump. In- lock hook will engage a roller on the gears and re-
dications are provided for gear down and locked tain them in the retracted position.
and for any landing gear/gear handle disagreement. With gear DN selected, hydraulic pressure is ported
All main wheels have disc brakes. An antiskid sys- to the uplocks and hydraulic actuators. As soon as
tem automatically modulates the brake pressure for the gears are fully extended, the downlocks will en-
maximum braking efficiency. gage.
The nose gear is steerable by a wheel located on Indicators

the left pilots side panel. The landing gear indicators consist of three green
A ground sensing system with incorporated weight lights on the gear handle unit and an amber light in
on wheel switches (WOW) establishes ground or the gear handle knob. The lights are controlled by
flight mode operation for various systems. the position of the handle and by the downlock and
uplock switches.
An optional removable tail supporting strut that at-
taches to the under side of the rear fuselage is Emergency extension
available. The strut prevents damage to the rear If normal extension of the landing gear is not suc-
fuselage of the aircraft if it contacts the ground cessful the hand pump can be used for extension.
should the center of gravity move aft of the main By setting the hand pump selector in center position
gear. A stowage for the strut is provided under the (FLAPS LDG GR) and gear handle selected down,
flap of the cargo compartment floor. hydraulic pressure is ported to the MAIN HYDR ac-
cumulator which in turn pressurizes the uplocks and
hydraulic actuators.
2.1 Landing gear extension/retraction (Fig. 2) In case of hydraulic failure, the gear may be ex-
All gears retract forward into their respective wheel tended by free fall. By pulling the landing gear
emergency extension handle in the cockpit floor, the
wells.
gear actuator hydraulic pressure lines will be con-
The gears are retained in up or down position by nected to the return lines to prevent hydraulic lock.
locks. Manually inserted lock pins ensure downlock- Emergency accumulator pressure will then release
ing during ground operation. The landing gear doors the uplocks and the gear will extend and lock by
are mechanically controlled by each gear. The main gravity and aerodynamic forces. The position of the
gear doors are partly closed, and the nose wheel landing gear control handle has no effect on an
doors are fully open, when the landing gear is ex- emergency extension, except that the Amber dis-
tended. agreement light will come on indicating a disagree-
The gears are extended/retracted in normal mode ment between landing gear and gear handle if the
and can also be extended in emergency mode. handle is left in up position.
To aid free fall of the main landing gear at an emer-
gency extension the gear door mechanism is dis-
13.1
PAGE 1
Apr 01/15
Description
connected from the gear, leaving the doors in fully own accumulator. Hydraulic pressure is normally
open position. The disconnection is made by an supplied by the electrical hydraulic pump but the
explosive separation bolt that is electrically acti- hand pump may be used as an alternative.
vated by the emergency extension handle when
The different brake functions are:
pulled. The electrical circuits are deactivated on
ground. Normal braking (antiskid).
Emergency braking (antiskid).
NOTE Parking brake.
If the landing gear was emergency extended due Normal braking
to loss of hydraulic pressure/fluid or a fault in the
Braking is controlled by the rudder pedals in the
landing gear control valve, the nose wheel steer-
conventional manner. Each pedal is connected to
ing will be inoperative.
one outboard and one inboard brake power valve
and, consequently, each brake has its own power
When retracting the gear, the indications are as fol-
lows: valve. The four power valves are installed on a
common assembly in the nose wheel well ceiling.
When gear UP is selected, the amber disagree-
ment light in the gear handle knob will come on An antiskid system modulates brake pressure for
to indicate disagreement between the handle and maximum braking efficiency. The system consists of
gear positions. After a few seconds the green an antiskid control box, one wheel speed transduc-
downlock lights go out. er on each main wheel, two antiskid valves and an
When the gear is up and locked, the light in the antiskid ON/OFF switch on the hydraulic panel in
gear handle knob goes off. the center pedestal.
When extending the gear, the indications are as The antiskid system also incorporates Touchdown
follows: Protection. This function prevents braking whilst in
If all gears are up and the gear handle is UP, flight in order to avoid landing with braked wheels
there is no light indication. and consequent damage to the tyres.
When gear DN is selected the disagreement light In order to obtain braking with antiskid protection
in the gear handle knob comes on to indicate ini- the following is required:
tial disagreement between handle position and Antiskid switch ON
actual position of gear. and (for each circuit)
When a gear is down and locked, the respective appropriate power lever (see Fig. 1) below flight
green downlock light comes on. When all three idle, plus 3 seconds delay
gears are down and locked the amber gear han-
or
dle disagreement light goes out.
appropriate left or right weight on wheel switch
During emergency extension, the green down (see Fig. 1) activated to ground position, plus 3
locked gear lights come on irrespective of gear han- seconds delay
dle position. The amber disagreement light goes out or
when the gear handle is selected down.
average wheelspeed over 50 kts.
The integrity of the indicator lights is tested by
pressing the test button on the gear handle unit. NOTE
The activation logics for the inboard and out-
2.2 Brakes (Fig. 1) board circuits are independent.
The main landing gear wheels are fitted with self
Throughout the landing roll, the wheel speed trans-
adjusting hydraulic disc brakes.
ducers send signals via the control box to the anti
There are two brake circuits one for the outboard skid valves which modulate the brake pressure.
and one for the inboard brakes. Each circuit has its Should a skid begin, e.g. on an inboard wheel,
13.1
PAGE 2
Apr 01/15
Description
brake pressure is reduced for both inboard brakes A PARK BRK ON (CWP) light comes on when ap-
since they are connected to the same circuit. Simi- plying the parking brake and the trapped pressure
larly, a skid on an outboard wheel will reduce brake exceeds 1700 psi. Once illuminated, the light will
pressure to both outboard brakes. There is also a stay on as long as the trapped pressure remains
locked wheel protection which dumps the brake above 900 psi.
pressure in a brake circuit should the wheel speeds
in the circuit differ by more than 50%. NOTE
There is a possibility to set the brakes (handle is
When aircraft speed has decreased to about 20 kts
up) without the CWP light coming on if the pres-
the antiskid system cuts out and braking must
sure is just high enough to close the valve (1500
then be modulated manually.
psi) but below the CWP lighton triggering pres-
The antiskid control box circuits and the wheel sure (1700 psi). Therefore, check CWP light
speed transducers are continuously monitored for coming on when parking brake is set.
proper functioning. If any parameter exceeds its
established limits, the ASKID INOP light on the The parking brake is disengaged by turning the
central warning panel comes on. handle approximately 30 counterclockwise and
The light also comes on if the antiskid switch is pushing down.
OFF when the gear is extended before landing. 2.3 Nose wheel steering (Fig. 3)
This alerts the pilot to an incorrect switch position.
Nose wheel steering is hydraulic and operated by a
Emergency braking
single hydraulic actuator. The steering system is
Emergency braking must be used if the hydraulic operative on ground only and is controlled by a
pump is inoperative. Hydraulic pressure is then wheel on the left pilot s side panel. Maximum steer-
available only from the brake accumulators or from ing deflection is 60 left or right.
the hand pump.
To steer, the wheel must first be pushed down to
The same controls are used for emergency brake engage mechanically with the steering system and
application as for normal braking. The antiskid to complete the electrical circuit to open the steer-
function is maintained since accumulator capacity is ing shutoff valve.
sufficient for more than one complete landing se-
When towing, maximum deflection is 120 or 90,
quence.
depending on mod status, as indicated on the nose
Parking brake gear. A ground handling lockout switch in the nose-
The parking brake is controlled by a handle on the wheel well is used to deactivate the steering system
left pilot s side panel. By pulling the handle and during towing.
then depressing the brake pedals, hydraulic pres- If the nosewheel is deflected more than 20 5
sure is trapped in the system by means of a parking without the steering wheel being pushed down or
brake valve closing the return line when the trapped ground handling lockout switch is closed, a solenoid
pressure exceeds the brake valve set pressure of steering brake will lock the wheel in its present posi-
1500 psi. The brake valve will remain closed and tion, and engage the nose wheel steering system
the handle remains in pulled (up) position as long preventing further deflection.
as the trapped pressure exceeds 950 psi. If pres-
In flight the nosewheel is automatically centered by
sure decreases below 950 psi the valve will auto-
cams in the shock strut.
matically open and relieve remaining pressure to
the return line. The handle remains in the pulled 2.4 Landing Gear switches/relays
(up) position.The brake handle can be locked in the
pulled position by turning the handle approximately There are two air/ground (WOW) switches located
30 clockwise. on each main gear and one downlock and one
uplock switch on each gear. These switches are
13.1
PAGE 3
Apr 01/15
Description
used to control various air/ground functions in differ- RIGHT INBOARD SWITCH:

ent systems. Some of the systems receive signals AntiSkid (left and right inboard wheels).
from the WOW and up and downlock switches via Pneumatic supply right (precooler Jet pump
the landing gear relays. These systems are marked on/off control).
with an asterisk. The relays are supplied with 28
Right Attitude Heading Reference System
VDC via the LDG RELAYS circuit breaker.
(inhibit of test function when airborne).
Air/ground (WOW) switches Landing Gear emergency extension (arm/dis-
LEFT OUTBOARD SWITCH: arm of explosive bolts).
AntiSkid (left and right outboard wheels). Right side window heating (inhibit of high mode
Cockpit voice recorder (weight on wheel, one on ground). *
condition to erase).
Flight Recorder (backup activation). *
Stall warning (inhibit on ground).
Cabin pressurization system. Landing Gear handle down lock solenoid. *
LEFT INBOARD SWITCH: Nose Wheel Steering (arm/disarm). *
AntiSkid (left and right inboard wheels).
R Np Bottoming Governor. *
Pneumatic supply left (precooler jet pump on/
off control). Flight Idle Stop. *
Left Attitude Heading Reference System ATC 2 Transponder. *
(inhibit of test function when airborne).
ACARS. *
Temperature probe (on/off control). *
Up and downlock switches
Left side window heating (inhibit of high mode
LEFT MLG DOWNLOCK SWITCH:
on ground). *
Landing gear indication.
Warning Electronic Unit. * Hydraulic pump (control signal).
Landing Gear handle down lock solenoid. * Warning Electronic Unit (Landing gear config
warning).
Nose Wheel Steering (arm/disarm). *
Flight Idle Stop. *
Air Conditioning *
TCAS/ACAS. *
Passenger Light. *
RIGHT MLG DOWNLOCK SWITCH.
Active noise. * Landing gear indication.
L Np Bottoming Governor. * Flight Recorder.
Flight Idle Stop. * Ground Proximity Warning System.

Flight Idle Stop. *
ATC 1 Transponder. *
NLG DOWNLOCK SWITCH.
Flight Data Recorder. *
TCAS/ACAS. * Nose wheel steering (arm/disarm).
RIGHT OUTBOARD SWITCH: Battery Ventilation fans.
AntiSkid (left and right outboard wheels). Antiskid (warning signal control).
Stall Warning (inhibit on ground). LEFT MLG UPLOCK SWITCH.
Cabin pressurization system. Landing gear indication.
Air Data System (inhibit of test function when Hydraulic Pump.
airborne).
13.1
PAGE 4
Apr 01/15
Description
RIGHT MLG UPLOCK SWITCH. tarded below minimum takeoff power (62 Power
Landing gear indication. Lever Angle). The horn may be silenced by pushing
Flight Recorder. the master warning light.
Hydraulic Pump. If, subsequently, flaps 20 or more is selected, the

NLG UPLOCK SWITCH. intermittent horn will sound again. This time it can-
not be silenced unless:
Landing gear is extended and locked down
Temperature probe (warning signal control).
or
2.5 Landing gear warning system Flaps are retracted below 22 and Power Levers
above 62
The master warning lights, CONFIG light, and inter-
or
mittent horn are all activated if the gear is up, radio
Flaps are retracted below 18.
altitude less than 500 ft and one power lever re-
13.1
PAGE 5
Apr 01/15
Description
Left pilot Right pilot
Brake pedals
Inboard accumulator Outboard accumulator

L Inboard R Inboard L outboard R outboard
power power power power

valve valve valve valve

Pressure from Pressure from
electric or electric or
hand pump

hand pump
Parking Parking

brake brake
valve handle
Return
PARK
BRK ON
Inboard Outboard
antiskid antiskid
valve valve
ASKID
Antiskid control box INOP
Outboard Inboard
Anti Anti
skid skid
channel channel
Speed
Speed signals
Antiskid
signals
L outb switch L inb
W on W OFF ON W on W
R outb R inb
W on W W on W
R PL L PL
below FI below FI
28 VDC
A10002
Fig. 1 Brake system schematic
13.1
PAGE 6
Apr 01/15
Description
To explosive Emergency UP
separation extension
bolts handle Landing gear
handle
Solenoid DOWN
Air Gnd Ground Flight

mode mode
Upsignal
28 VDC
28 VDC Down signal
Main accumulator
Hydraulic
hand pump
Emergency Hydraulic
Gear
gear pump
selector
selector
DOWN pressure
UP pressure
Emergency
acccumulator
Uplock actuator
Downlock actuator
A10005
Fig. 2 Landing gear extension/retraction schematic
13.1
PAGE 7
Apr 01/15
Description
Steering wheel
Actuator
Solenoid steering brake
Return
Control
valve
Main
accumulator
Hydraulic
handpump
Shutoff
valve
Solenoid
Air
L WoW Hydraulic P
pump
Gnd M
R WoW
28 VDC
NLG down Ground handling
and locked Lockout switch
Deflection
>20 5
A10044
Fig. 3 Nose gear steering schematic
13.1
PAGE 8
Apr 01/15
Description
A A LANDING GEAR CONTROL PANEL
Landing gear down and locked lights (green)

(3)
NOSE
When the NOSE, LEFT or RIGHT light is on, the
LEFT RIGHT
respective gear is down and locked.
TEST button.
When pressed: UP
With the gear locked in down position the amber
internal gear handle disagreement light comes DOWN
on to indicate the integrity of the lamp in addition LOCK
to the already activated landing gear lights. REL TEST
When pressed:
With the gear locked in up position, the three
green NOSE, LEFT and RIGHT lights plus the
amber internal gear handle disagreement light DN
comes on to indicate the integrity of the lamps.
Landing gear handle.

DOWN LOCK REL button.
UP When moved to up position, all gears will
Disengages landing gear handle solenoid in retract and lock in retracted position.
case of solenoid failure.
DN When moved to DN position all gears will
NOTE extend and lock in extended position.
Pressing the button with a/c on ground disen- The handle knob contains an integral amber dis-
gages the mechanical landing gear control han- agreement light that comes on whenever the
dle lock allowing gear retraction on the ground. position of all gears does not agree with handle
position.
A10006
Fig. 4 Landing Gear controls and indications
13.1
PAGE 9
Apr 01/15
Description
Hand pump
Provides hydraulic pressure to operate flaps,
brakes and landing gear. Operated by a detach-
A able handle, stowed on the right rear cockpit
wall.
A HAND PUMP AND EMER- Hand pump selector

GENCY
EXTENSION CONTROLS Directs hand pump pressure to the systems
served by the hand pump.
INBD BK ACC
The inboard brake accumulator is pressurized
by the hand pump.
FLAPS LDG GR
The main accumulator is pressurized by the
hand pump.
To operate the flaps the flap handle must be
set to desired flap setting before using the
hand pump.
To extend the landing gear the gear handle
must be in down position.
OUTBD BK ACC
The outboard brake accumulator is pressur-
ized by the hand pump.
INBD FLAPS OUTBD EMERG LDG handle.

BK ACC LDG BK
GR ACC When the emergency extension handle is pulled
emergency accumulator pressure release all
landing gear uplocks and activates the explosive
separation bolts on the Main Landing Gear. Ex-
tension of the gear is by free fall. Gear handle
position has no effect on emergency extension.
However, to get antiskid function and to get
normal indication on the gear handle amber dis-
agreement light the gear handle must be se-
lected down after pulling the handle.
A10009
Fig. 5 Hand pump and emergency extension controls
13.1
PAGE 10
Apr 01/15
Description
ANTISKID switch.
ON Antiskid system active when:
Landing Gear handle is down.
Both PL below FI or at least one
inboard and one outboard WOW
switch activated.
OFF Antiskid system is off and A
SKID INOP caution light on cen-
tral warning panel illuminated.
B HYDRAULIC PANEL
A B
A PARKING BRAKE HANDLE
Hydraulic pressure indicators.

Indicates hydraulic pressure in the main
system, emergency accumulator and the
two brake accumulators respectively.
PARKING BRAKE handle.

To engage parking brake, pull the parking
brake handle and turn approximately 30
clockwise to lock. Apply brake pressure
with the brake pedals. Check PARK BRK
ON (CWP) light to come on.
To disengage parking brake, turn the han-
dle approximately 30 counter clockwise
and push down. Check the (CWP) light to
go out.
A10010
Fig. 6 Brake system controls and indicators
13.1
PAGE 11
Apr 01/15
Description
B A
PARK BRK ON light (amber).
AUTO
Comes on when parking brake handle is pulled COARSEN
and brake pressure exceeds 1700 psi and goes
L FIRE R FIRE
off when parking brake handle is pushed down DET FAIL
FUEL ELEC
DET FAIL
and/or the brake pressure decreases below 900
psi. ICE
PROT
BRK ON UN ARMED
AVIONICS
INOP VET
ASKID INOP light (amber).
Comes on when the Landing gear is extended FAIL LOCK SYSTEM FAIL
with ANTISKID switch in OFF or with a sys-
tem fault.
B BRAKE PEDALS
Brake pedals.
When left or right brake pedal is depressed the
respective main gear brake is activated. The
brake pedals are also used in conjunction with
the parking brake handle to set parking brakes.
A10007
Fig. 7 Brake system controls and indicators
13.1
PAGE 12
Apr 01/15
Description
B A
CONFIG light (red).

A CENTRAL WARNING PANEL Will come on together with the intermittent
horn when the aircraft is not in landing
configuration. (Gear not down below 500 ft
L ENG AVIONIC LAV R ENG radio height and at least one power lever
retarded below 64 Power Lever Angle.)
The light and horn is reset by pushing the
L TAILP PROP R TAILP MASTER WARNING button light.
HOT BRAKE HOT
AUTO CONFIG The same warning is also triggered by
TRIM
selecting 20 of flaps or more with gear not
down and locked. For this condition the horn
can not be silenced.
B STEERING WHEEL
Steering wheel.
Used to turn nose wheel.
Steering wheel must be pushed down to engage
and allow pressure to the hydraulic steering ac-
tuator.
A10008
Fig. 8 Landing gear controls and indicators
13.1
PAGE 13
Apr 01/15
Description
Landing gear control . . . . . . . . . . . . . . . . . . . . . . L BAT BUS F7 LDG CONTROL

Landing gear control . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M5 LDG IND
Landing gear transition indication . . . . . . . . . . . L ESS BUS E8 LDG TRANS IND
Emergency extension left . . . . . . . . . . . . . . . . . . L BAT BUS E9 L LDG EMER RELEAS

Emergency extension right . . . . . . . . . . . . . . . . R BAT BUS L9 R LDG EMER RELEAS
Antiskid inboard . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS F6 A SKID INBD

Antiskid outboard . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS M4 A SKID OUTBD
Antiskid touch down protection inboard . . . . . L MAIN BUS J19 ENG AUTOIGN L CTL
Antiskid touch down protection outboard . . . . R MAIN BUS R18 ENG AUTOIGN R CTL
Nose wheel steering * . . . . . . . . . . . . . . . . . . . . . L BAT BUS F5 NOSE WL STEER

* For the Nose Wheel Steering to be operative, the R ESS BUS must also be powered (applicable only to a/c
with serial n/o 340 and higher).
Landing gear relays . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS N9 LDG RELAYS
13.1
PAGE 14
Apr 01/15
Operation
1. LIMITATIONS
Unit Min Normal Max

Regarding speed limits for landing gear operation,

for gear extended, and for max tire speed, ref. sec-
tion 27, SPEEDS.
Gear extension time . . . . . . . . . . . . . . . . . . . . . . . . . . s 911

Gear retraction time . . . . . . . . . . . . . . . . . . . . . . . . . . s 79
Nose wheel steering angle.
Using steering wheel . . . . . . . . . . . . . . . . . . . . . . deg 60
Backing with reverse thrust . . . . . . . . . . . . . . . . . deg 45
The nose steering wheel must be kept depressed
during backing with reverse thrust.
Number of brake applications on fully charged
brake accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . ea 11
Max speed for use of brakes with the antiskid sys-
tem off or inoperative kts 40
Antiskid must be on for takeoff and landing un-
less takeoff and landing performance is corrected
for antiskid inoperative.
13.2
PAGE 1
Apr 01/15
Operation
2. NORMAL OPERATION
2.1 RETRACTION Preflight check

AND EXTEN-
1. Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
SION
Check handle to be engaged in DN detent.
2. Landing gear lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Check three green lights to be on.
Press TEST button and check transit light to come on.
Retraction
When a positive rate of climb has been established.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 150 kt
4. Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP DETENT
5. Landing gear lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
When gear handle is set to UP detent, transit light will come on and green
downlock lights go off.
Check transit light to go off, indicating that all gears are up and locked.
6. Central warning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Takeoff inhibit function of central warning system is cancelled at gear re-
traction.
Check blue TAKEOFF INHIBIT light to be off.
Check CWP for any illuminated lights.
Extension
7. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 200 kt
8. Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
Transit light will come on.
Check that three green downlock lights come on and transit light goes off,
indicating gear down and locked.
9. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 200 kt
13.2
PAGE 2
Apr 01/15
Operation
2.2 OPERATION OF Preflight check

NOSEWHEEL
STEERING
Do not use nosewheel steering when aircraft is standing still.
Taxi
1. Nosewheel steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check nosewheel steering for normal operation.
NOTE
When HYD PRESS approaches the recharge level (2100 psi) the force to
control the nosewheel steering might increase substantially. Consider to place
the HYDR PUMP temporarily into OVRD to increase pressure.
CAUTION
Avoid sharp turns at high speed or sharp turns assisted by differential power
or braking.The nose wheel may swing around 180 degrees. Only differential
power sufficient to maintain speed in turns is permissible.
Backing
Slow backing of the aircraft is permissible, start backing by depressing the
nose steering wheel and apply reverse power as required. Keep the nose
steering wheel depressed and limit the steering to approx. 45 degrees
deflection either side on the nose steering wheel. Stop backing by advanc-
ing the Power Levers to forward power as required.
If the nose steering wheel is not depressed there is a possibility for the nose
wheel to swing uncontrolled 20 degrees either side.
Depressing the nose steering wheel with a deflection limit of 45 degrees
either side will prevent the nose wheel to be mechanically forced to swing
around 180 degrees.
Parking
When parking, maintain a straight path for the last few feet to relieve stress in
the landing gear.
13.2
PAGE 3
Apr 01/15
Operation
2.3 OPERATION OF Preflight check

BRAKE
SYSTEM
1. Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check MAIN HYD and OUTB/INB BRK pressure.
2. Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set parking brakes by pulling brake handle while simultaneously depress-
ing brake pedals.
Lock the brake handle by turning it approximately 30 clockwise.
Check amber PARK BRK ON (CWP) light to come on.
3. Antiskid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Check ANTISKID switch to be in ON position.
Check ASKID INOP (CWP) light to be off.
Taxi
4. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Turn the braking brake handle approximately 30 counter clockwise and
push down.
Check PARK BRK ON (CWP) light to be off.
5. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Brake smoothly during initial taxiing to verify brake operation.
Use the following braking technique when taxiing:
Light braking will often activate the brakes unevenly due to system toler-
ances. This may cause overheating of the most active brakes. To achieve a
more even loadsharing between the four brakes, it is advisable to let the air-
craft accelerate to a speed slightly higher than desired and then momentarily
apply the brakes rather firmly with due regard to passenger comfort.
NOTE
Normally the taxi speed can easily be controlled by power modulation without
using brakes.
Approach
6. Brake pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WITHIN
GREEN ARC
(Contd)
13.2
PAGE 4
Apr 01/15
Operation
(Contd)
During landing rollout
7. Depress brake pedals as required.
For NORMAL braking, set brake pedals to obtain desired deceleration, tak-
ing runway length and surface conditions into consideration. Do not pump
brake pedals.
For MAXIMUM braking, depress brake pedals fully and hold steady until
reaching 20 kt. Below 20 kt, modulate brake pressure to avoid locking
wheels.
Parking
8. Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set parking brakes by pulling brake handle while simultaneously depress-
ing brake pedals.
Lock the brake handle by turning it approximately 30 clockwise.
Check amber PARK BRK ON (CWP) light to come on.
When chocks in place
9. Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Depress parking brake handle
Check PARK BRK ON (CWP) light to be off.
13.2
PAGE 5
Apr 01/15
Operation
For Abnormal Operation, see section 23 ABNORMAL PROCEDURES.
13.2
PAGE 6
Apr 01/15
Aircraft Operations Manual LIGHTING
CONTENTS
Exterior lighting
14/1.0. Highlights not applicable

14/1.1. Description
14/1.2. Operation not applicable
Cockpit lighting

14/2.1. Description
Cabin lighting

14/3.1. Description
Cargo lighting

14/4.1. Description
For emergency lighting, see AOM 6/3.1
14 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING
14 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual LIGHTING, EXTERIOR LIGHTING
Description
1. GENERAL
The exterior lighting consists of:

Landing light.
Taxi light.
Navigation lights.
Wing strobe lights.
Wind inspection lights.
Flashing beacon.
Fin logo lights (optional).
All external lights are controlled from the EXT
LIGHTS panel on the overhead panel.
Locations of the different lights, see Fig. 2.
14/1.1 S1
A/C 160 200 PAGE 1
Apr 01/15
Description
NAV BCN
Navigation light switch. Flashing beacon switch.
A
LOGO (if installed)
EXT LIGHTS
NAV BCN STROBE LOGO Fin logo light switch.
ON ON ON
OFF OFF OFF STROBE

L LAND R TAXI WING
Wing strobe lights.
ON ON ON
OFF OFF OFF WING

Wing inspection light switch.
L and R TAXI
Left and right landing light switch. Taxi light switch.
A26672
Fig. 1 Exterior lighting control switches
14/1.1 S1
A/C 160 200 PAGE 2
Apr 01/15
Description
Navigation light Strobe light
Wing inspection light
Logo light (if installed)
Landing lights Taxi lights
Flashing beacon

Navigation light
Navigation light Strobe light
Wing inspection light Flashing beacon
A9874
Fig. 2 Exterior Lighting
14/1.1 S1
A/C 160 200 PAGE 3
Apr 01/15
Description
14/1.1 S1
A/C 160 200 PAGE 4
Apr 01/15
Description
1. GENERAL
The exterior lighting consists of:

Landing light.
Taxi light.
Navigation lights.
Wing strobe lights. (optional)
Wind inspection lights.
Flashing beacon.
Fin logo lights (optional).
All external lights are controlled from the EXT
LIGHTS panel on the overhead panel.
Locations of the different lights, see Fig. 2.
14/1.1 S2
A/C 201 up PAGE 1
Apr 01/15
Description
NAV.
Navigation light switch.
A BCN.
Flashing beacon switch.
EXT LIGHTS LO For use on ground.
NAV BCN STROBE HI For use in the air only.
ON HI ON
LO
OFF OFF OFF
L LAND R TAXI WING
ON ON ON STROBE.
OFF OFF OFF
Wing strobe lights.
WING.
Wing inspection light switch.
L AND R. TAXI.
Left and right landing light switches. Taxi light switch.
C0731
Fig. 1 Exterior lighting control switches
14/1.1 S2
A/C 201 up PAGE 2
Apr 01/15
Description
Navigation light Strobe light (if installed)
Landing lights Taxi lights
Flashing beacon

Navigation light
Navigation light Strobe light (if installed)
Wing inspection light Flashing beacon
A9873
Fig. 2 Exterior Lighting
14/1.1 S2
A/C 201 up PAGE 3
Apr 01/15
Description
14/1.1 S2
A/C 201 up PAGE 4
Apr 01/15
Description
Landing light right . . . . . . . . . . . . . . . . . . R MAIN BUS M24 EXT LIGHTS R LAND

Landing light left . . . . . . . . . . . . . . . . . . . . L MAIN BUS F23 EXT LTS L LAND
Taxi light . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS F22 EXT LTS TAXI
Navigation lights wing and tail . . . . . . . R BAT BUS M20 EXT LIGHTS NAV WNG TAIL
Navigation lights wing and tail . . . . . . . L MAIN BUS F21 EXT LTS NAV WNG TAIL
Wing strobe lights . . . . . . . . . . . . . . . . . . R MAIN BUS M21 EXT LIGHTS STROBE
Wing inspection lights . . . . . . . . . . . . . . . R MAIN BUS M23 EXT LIGHTS WING
Flashing beacons . . . . . . . . . . . . . . . . . . L BAT BUS F20 EXT LTS BCN
Optional lights
Fin logo lights . . . . . . . . . . . . . . . . . . . . . . R MAIN START BUS M22 EXT LIGHTS LOGO
14/1.1
PAGE 5
Apr 01/15
Description
14/1.1
PAGE 6
Apr 01/15
Aircraft Operations Manual LIGHTING, COCKPIT LIGHTING
Description
1. GENERAL the switch in DIM position, one tube over each pan-
el is illuminated and the intensity is controlled by the
The cockpit lighting consists of:
L/R and R FLOOD potentiometer.
Dome lights.
Utility lights. 2.5 Instrument lighting
Map lighting. Each pilot has an INST light potentiometer for con-
Instrument panel flood lighting. trolling the light intensity in his own instruments.
Instrument lighting.
The CTR PNLS potentiometer on the overhead
2. MAIN COMPONENTS AND SUBSYSTEMS panel controls the light intensity in the instruments
on the overhead panel, center panel and pedestal.
2.1 Dome lighting Since the overhead panel and pedestal have no
flood lights, these panels have integral panel light-
There are two dome lights. They are located one on
ing which means that the text and the markings on
each side of the overhead panel. The dome lights
the panels illuminates. This lighting is controlled by
are controlled from the overhead panel by a DOME
the PANEL potentiometer on the overhead panel.
light switch.
The intensity of the digit lights in the pushbuttons
2.2 Reading lights on the MSP are controlled by the DIGITS poten-
tiometer on the overhead panel.
There are two reading lights installed on both sides
Intensity control of the annunciator lights is per-
of the overhead panel. The light intensity can be
formed by the ANNUN switch on the overhead pan-
controlled by turning the lower ring on the light, the
light spot can also be zoomed by the upper ring. el. In BRIGHT position the annunciator lights illu-
minate bright while in DIM position they illuminate
2.3 Map lighting dim. See 19/1.1 WARNINGS AND CAUTIONS.
A map light is installed on each control wheel map In case of a failure of the normal instrument lighting
holder. The light intensity is adjustable with a poten- power source, the emergency power supply unit,
tiometer on each light installation. described in section 5.1 ELECTRICAL will automat-
ically take over the lighting in the following instru-
2.4 Instrument panel flood lighting ments:
The instrument panel flood lighting is divided into Standby attitude indicator.
two parts. The left pilot has control of the left instru- Standby airspeed indicator.
ment panel and the center panel flood lighting while Standby altimeter.
the right pilot has control of the right instrument Standby compass.
panel. Standby VOR/ILS indicator.
With the L/R FLOOD light switch in BRT, both two Cabin pressure indicator.
fluorescent tubes over each panel illuminates. With
14/2.1
PAGE 1
Jun 30/15
Description

B
A MAP LIGHT B READING LIGHT
Intensity potentiometer. Zoom control.
Extendable map supporter. On/off switch and dim control.
Light outlet and map clamp.
THE MAP HOLDER IS ADJUSTABLE IN PITCH.
C0737
Fig. 1 Map and reading light
14/2.1
PAGE 2
Jun 30/15
Description
OVERHEAD PANEL
DOME LIGHT DOME LIGHT
FLIGHT RECORDER
PANEL
A INTERNAL LIGHT
PANEL light potentiometer.

Controls the brightness of
the markings on the panels
as the figure shows (right).
HYDRAULIC PANEL CTOT PANEL
TRIM PANEL
RUDDER LIMIT PANEL
DOME light switch.

Controls the two dome lights on both sides of
the overhead panel, see figure (above right).
ANNUN BRIGHT/DIM switch. The lights can be switched on regardless of
See AOM 1.19/1 WARNINGS AND CAUTIONS. BAT or EXT PWR is on or off.
C0762
Fig. 2 Illuminating panel markings and dome light
14/2.1
PAGE 3
Jun 30/15
Description
14/2.1
PAGE 4
Jun 30/15
Description
DC AMP/VOLT
C D FUEL BAT TEMP INDICATOR CABIN TEMP
INDICATOR INDICATOR
FLOOD light switch.

Controls the repective panel flood light.
A B BRT Both flourescent tubes in each unit
illuminate bright.
DIM One fluorescent tube in each unit
illuminates dim. The intensity is
controlled by the FLOOD L/C and
R PNL potentiometers.
FLOOD potentiometer.
OFF Light is off.
L/C PNL Left and Center Panel.
R PNL Right Panel.
CTR PNLS potentiometer.

Controls the light intesity in the instruments
D on the overhead panel, center instrument
DIGITS potentiometer. panel and pedestal. It also controls the
L or R INST potentiometer. brightness of the cabin interphone buttons
Controls the light intensity in the instru- Controls the brightness of the button indicator
lights in the MPS. (If COLLINS PRO LINE I avon- (including the cabine attendants inter-
ments on the left and right instrument phone).
panel respectively. ics is installed, it also control the brightness of
those displays).
A26679
Fig. 3 Instrument panel and flood lighting
14/2.1
PAGE 5
Jun 30/15
Description
14/2.1
PAGE 6
Jun 30/15
Description
Dome lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L HOT BAT BUS E26 DOME SPOT

Reading light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS E27 READING LIGHT
Map lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L22 IAL

Flood lighting left and center . . . . . . . . . . . . . . . . . L BAT BUS E23 FLOOD BRT
Flood lighting left and center . . . . . . . . . . . . . . . . . L BAT BUS E22 FLOOD VAR
Flood lighting right . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L21 FLOOD
Instrument lighting left . . . . . . . . . . . . . . . . . . . . . . . L MAIN START BUS E21 L INST

Instrument lighting center . . . . . . . . . . . . . . . . . . . . L MAIN START BUS E20 C INST
Instrument lighting right . . . . . . . . . . . . . . . . . . . . . R MAIN START BUS L20 R INST

Integral lighting aft pedestal . . . . . . . . . . . . . . . . . . L INV BUS 115VAC E24 AFT PED
Integral lighting overhead

and fwd pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . L INV BUS 115VAC E25 OVHEAD FWD PED
Instrument emergency lighting . . . . . . . . . . . . . . . 5 VDC from G8 EMER INST LT

EMER BUS
14/2.1
PAGE 7
Jun 30/15
Description
14/2.1
PAGE 8
Jun 30/15
Aircraft Operations Manual LIGHTING, CABIN LIGHTING
Description
1. GENERAL lights are contained in the passenger service units

along with push on/push off type switches.
The cabin lighting consists of the following:
Overhead and window lighting. 2.3 Service area lighting
Reading lights. The service area between the cockpit and the main
Service area lighting. door has its own general lighting which is controlled
Entrance lighting. by the S. AREA light switch. The switch has two
Lavatory lighting. positions, BRIGHT and DIM.
Cabin signs.
2.4 Entrance lighting
All cabin lights are controlled from the Cabin Atten-
dant panel adjacent to the main door aft frame. A light is provided in the entrance area and the
doorway. The control switch also contains a timer
2. MAIN COMPONENTS AND SUBSYSTEMS circuitry powered from hot bat bus, that will provide
5 minutes of light when leaving or entering the
2.1 Overhead and window lighting aircraft in darkness.
Overhead and window lighting is of the fluorescent
2.5 Lavatory lighting
tube type. The tubes are evenly distributed
throughout the cabin and powered from twenty The lavatory is provided with an entry light
inverters. The output from the inverters furnishes controlled by the TOILET switch, the main light
power to the fluorescent tubes so that one inverter automatically comes on when the lavatory door is
supplies two tubes each. The Cabin Lighting panel closed, controlled by a switch in the locking mecha-
contains the two control switches which are marked nism.
OVERHEAD and WINDOW.
2.6 Cabin signs
2.2 Reading lights
The no smoking/fasten seat belt signs in the cabin
The passenger reading light system provides and the return to seat sign in the lavatory are
individual lighting at each passenger seat. The installed for passenger flight information.
14/3.1 S
PAGE 1
Apr 01/15
Description
A CABIN LIGHTING PANEL
CALL. CALL
CABIN
Passenger call indicator.
LAVATORY OVERHEAD switch.
Cabin overhead lights.
WINDOW switch. WINDOW AND OVERHEAD
Cabin window lights. WINDOW OVERHEAD

ON ON
OFF OFF
LAVATORY switch and
LAVATORY LIGHTS indicator
LAVATORY
ON Controls the lavatory en-
try light. The main light is
controlled by the lavatory
door locking mechanism.
OFF
S. AREA.
SERVICE AREA AND ENTRANCE
Controls switch and pro- S. AREA ENTRANCE
vides the service area BRIGHT 5. MIN CYCLE
light with bright and dim. ENTRANCE.

DIM ON
Controls the light in the
OFF OFF entrance area. With EXT
PWR and BAT switches
EMERGENCY LIGHTS
EMERGENCY LIGHTS in OFF, setting the switch
button light. ARM PUSH
ON
to 5 MIN CYCLE position,
ON will turn ON the entrance
See AOM 6/3.1. light for 5 minutes.
A10153
Fig. 1 Cabin light panel controls
14/3.1 S
PAGE 2
Apr 01/15
Description
1. GENERAL 2.3 Service area lighting
The cabin lighting consists of the following: The service area between the cockpit and the main
Overhead and window lighting. door has its own general lighting which is controlled
Reading lights. by the S. AREA light switch. The switch has two
positions, BRIGHT and DIM.
Service area lighting.
Entrance lighting. 2.4 Entrance lighting
Airstairs lighting.
A light is provided in the entrance area and the
Lavatory lighting.
doorway. The control switch also contains a timer
Cabin signs.
circuitry powered from hot bat bus, that will provide
All cabin lights are controlled from the Cabin Atten- 5 minutes of light when leaving or entering the
dant panel adjacent to the main door aft frame. aircraft in darkness.
2. MAIN COMPONENTS AND SUBSYSTEMS 2.5 Airstairs lighting
2.1 Overhead and window lighting A light located behind the lens, covering the left
landing light will illuminate the lower half of the
Overhead and window lighting is of the fluorescent airstairs when switched ON.
throughout the cabin and powered from twenty 2.6 Lavatory lighting
inverters. The output from the inverters furnishes
The lavatory is provided with an entry light
power to the fluorescent tubes so that one inverter
controlled by the TOILET switch, the main light
supplies two tubes each. The Cabin Lighting panel
automatically comes on when the lavatory door is
contains the two control switches which are marked
closed, controlled by a switch in the locking mecha-
nism.
2.2 Reading lights
2.7 Cabin signs
The passenger reading light system provides
The no smoking/fasten seat belt signs in the cabin
individual lighting at each passenger seat. The
and the return to seat sign in the lavatory are
lights are contained in the passenger service units
installed for passenger flight information.
along with push on/push off type switches.
14/3.1 O
PAGE 1
Apr 01/15
Description
CALL. CALL
CABIN
LAVATORY OVERHEAD switch.
WINDOW switch. WINDOW AND OVERHEAD
Cabin window lights. WINDOW OVERHEAD

ON ON
OFF OFF
AIRSTAIRS switch and LAVATORY switch and
Indicator. AIRSTAIRS ANDLAVATORY LIGHTS indicator.
LAVATORY
Controls switch and
AIRSTAIRS
ON ON Controls the lavatory entry
provides the service area light. The main light is
light with bright and dim. controlled by the lavatory
door locking mechanism.
OFF OFF
S. AREA.
SERVICE AREA AND ENTRANCE
Controls switch and S. AREA ENTRANCE
provides the service area BRIGHT 5. MIN CYCLE
light with bright and dim. ENTRANCE.

DIM ON
OFF OFF entrance area. With EXT
PWR and BAT switches
EMERGENCY LIGHTS
EMERGENCY LIGHTS in OFF, setting the switch
button light. ARM PUSH
ON
to 5 MIN CYCLE position,
ON will turn ON the entrance
See AOM 6/3.1. light for 5 minutes.
A10153 (AOM0086+0065)
14/3.1 O
PAGE 2
Apr 01/15
Description
1. GENERAL supplies two tubes each. The Cabin Lighting panel

contains the two control switches which are marked
The cabin lighting consists of the following:
Overhead and window lighting.
Reading lights. 2.3 Reading lights
Service area lighting. The passenger reading light system provides
Entrance lighting. individual lighting at each passenger seat. The
Lavatory lighting. lights are contained in the passenger service units
Cabin signs. along with push on/push off type switches.
All cabin lights are controlled from the Cabin Atten- 2.4 Service area lighting
dant panel adjacent to the main door aft frame.
The service area between the cockpit and the main
2. MAIN COMPONENTS AND SUBSYSTEMS door has its own general lighting which is controlled
by the S. AREA light switch.
2.1 F/A call button lights
2.5 Entrance and airstairs lighting
Each F/A call button in the PSU has a light that
comes on when the button is pushed. On the F/A A light is provided in the entrance area and the
panel, the F/A can see if the call comes from the doorway. The control switch also contains a timer
cabin or from the lavatory. circuitry powered from hot bat bus, that will provide
5 minutes of light when leaving or entering the
2.2 Overhead and window lighting aircraft in darkness.
Overhead and window lighting is of the fluorescent
2.6 Cabin signs
throughout the cabin and powered from twenty The no smoking/fasten seat belt signs in the cabin
inverters. The output from the inverters furnishes and the return to seat sign in the lavatory are
power to the fluorescent tubes so that one inverter installed for passenger flight information.
14/3.1 S1
Applicable to A/C with GEN. III interior PAGE 1
Apr 01/15
Description

CALL.
OVERHEAD switch.
WINDOW switch.
Cabin window lights.
ANC pushbutton.
Normal pushed in position
gives automatic Active
Noise Control.
OFF
FAULT
S. AREA.
Controls switch and
provides the service area
ENTRANCE.
light.
entrance and airstairs
area.
EMERGENCY LIGHTS
button light.
See AOM 6/3.1.
ARM
ON
A10153
14/3.1 S1
Applicable to A/C with GEN. III interior PAGE 2
Apr 01/15
Description
Reading light button.
Cabin attendant call button.
A10152
Fig. 2 Passenger service units
14/3.1
PAGE 3
Apr 01/15
Description
A CABIN SIGN PANEL

CABIN SIGNS
SEAT NO
BELT SMOKING
EMER
ON
CALL
OFF
SEAT BELT and NO SMOKING (CKPT STER-

ILE if Mod No 2070 installed) switches.
CABIN SIGNS Controls the cabin and lavatory signs. HI chime

tone is given in the cabin whenever cabin signs
are switched OFF/ON or ON/OFF.
NOTE
The no smoking sign will illuminate constantly if
Mod No 2070 installed. LAVATORY SIGNS
A10151
Fig. 3 Cabin signs
14/3.1
PAGE 4
Apr 01/15
Description
Cabin lighting overhead . . . . . . . . . . . . . . . . . L BAT BUS F25 CABIN GENERAL

Cabin lighting window . . . . . . . . . . . . . . . . . . . L MAIN BUS F24 CABIN WINDOW
Cabin lighting window . . . . . . . . . . . . . . . . . . . R MAIN BUS L24 CABIN WINDOW
Reading lights left . . . . . . . . . . . . . . . . . . . . . . UTILITY BUS L25 CABIN READ L
Reading lights center . . . . . . . . . . . . . . . . . . . UTILITY BUS L26 CABIN READ C
Reading lights right . . . . . . . . . . . . . . . . . . . . . UTILITY BUS L27 CABIN READ R
Lavatory entry lights . . . . . . . . . . . . . . . . . . . . UTILITY BUS L27 CABIN READ R
Lavatory main light . . . . . . . . . . . . . . . . . . . . . R ESS BUS M27 TOILET & LIGHT
Cabin signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L23 CABIN SIGNS
Entrance light . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS F26 ENTR & CARGO MAIN B
Entrance light . . . . . . . . . . . . . . . . . . . . . . . . . L HOT BAT BUS F27 ENTR & CARGO BAT B
14/3.1
PAGE 5
Apr 01/15
Description
14/3.1
PAGE 6
Apr 01/15
Aircraft Operations Manual LIGHTING, CARGO LIGHTING
Description
1. GENERAL
Not applicable.
Not applicable.
3. CONTROLS
A CARGO LIGHT SWITCH
Cargo LT.
CARGO LT Controls the lights in the cargo compartment.
OFF With EXT PWR BAT switches in off, setting
the switch to ON 5 MIN position will turn on
ON the cargo lights for 5 minutes then off.
ON 5 MIN
A26680
Fig. 1 Cargo compartment light switch
14/4.1
PAGE 1
Apr 01/15
Aircraft Operations Manual LIGHTING, CARGO LIGHTING
Description
Cargo lights . . . . . . . . . . . . . . . . . . . L MAIN BUS F26 ENTR & CARGO MAIN B

Cargo lights . . . . . . . . . . . . . . . . . . . L HOT BAT BUS F27 ENTR & CARGO BAT B
14/4.1
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGATION
CONTENTS
EFIS with MFD

15/1.0 Highlights
15/1.1 Description
15/1.2 Operation
ADF
15/2.0 Highlights
15/2.1 Description
15/2.2 Operation
VOR/ILS/MARKER
15/3.1 Description
15/3.2 Operation
DME
15/4.1 Description
15/4.2 Operation
Weather Radar
15/5.1 Description
15/5.2 Operation
ATC Transponder
15/6.1 Description
15/6.2 Operation
Radio Altimeter
15/7.0 Highlights
15/7.1 Description
15/7.2 Operation
Attitude Heading System
15/8.1 Description
15/8.2 Operation
Area Nav System (OPTION)
15/9.1 Description
15/9.2 Operation
15 CONTENTS
PAGE 1
Apr 01/15
ABBREVIATIONS
ADC Air Data Computer FCC Flight Control Computer
ADF Automatic Direction Finder FD Flight Director
ADI Attitude Director Indicator FD/AP Flight Director/Autopilot
ADS Air Data System FDAU Flight Data Acquisition Unit
AHC Attitude Heading Computer FDEP Flight Data Entry Panel
AHRS Attitude Heading Reference System FGAS Flight Guidance & Autopilot System
AIL Aileron FL Flight Level
ANG Angular FMS Flight Management System
ANT Antenna FPL Flight Plan
AP AutoPilot FRQ Frequency
APA Altitude Preselect/Alerter GA Go Around
APP Autopilot Panel GMT Greenwich Mean Time
APPR Approach GPWS Ground Proximity Warning System
ATC Air Traffic Control GS GlideSlope
ATT Attitude GSP Ground Speed
B/C Back Course HDG Heading
BFO Beat Frequency Oscillator HSI Horizontal Situation Indicator
BRG Bearing IAS Indicated Airspeed
CDU Control Display Unit ILS Instrument Landing System
CHAN Channel INT Intensity
CHP Course Heading Panel LRN Long Range Navigation
CLR Clear LOC Localizer
CRS Course M Inner Marker
CRT Cathode Ray Tubes MEM Memory
CRU Computer Receiver Unit MFD Multifunction Display
CVR Cockpit Voice Recorder MM Middle Marker
CW Continuous Wave MPU Multifunction Processor Unit
CWP Central Warning Panel MSG Message
D Distance NAV Navigation
DCP Display Control Panel NORM Normal
DEV Deviation OBS Omni Bearing Selector
DFDR Digital Flight Data Recorder OM Outer Marker
DH Decision Height PAC Path Attenuation Correction
DME Distance Measuring Equipment PGE Page
DPU Display Processor Unit PWR Power
DR Dead Reckoning RA Radio Altimeter
DTA Data RA TST Radio Altimeter Test
EADI Electronic Attitude Director Indicator RCL Recall
EFIS Electronic Flight Instrument System RDR Radar
EHSI Electronic Horizontal Situation Indic. REU Remote Electronic Unit
EL Elevator RMI Radio Magnetic Indicator
EMG Emergency RMT Remote
ET Elapsed Time RNAV Area Nav System
15
PAGE 2
Apr 01/15
ABBREVIATIONS (contd)
RR Radar Mode
RTU Radio Tune Unit
RUD Rudder
SAT Static Air Temperature
SKP Skip
SNS Sensor
SPD Speed
STB Stabilization
STC Sensitivity Time Control
STIM Stimulus test mode
TAS True Airspeed
TGT Target
TK Track
TTG Time To Go
VLF Very Low Frequency
VNAV Vertical Navigation
VNI Vertical Navigation Indicator
VOR Very High Frequency Omnidirectional
Radio Range
VS Vertical Speed
WPT Waypoint
WRN Warning
WX Weather Radar
WXP Weather Radar Panel
XATT Crosside Attitude
XDTA Crosside Data
XFR Transfer
XHDG Crosside Heading
XSIDE Crosside
XTRACK Cross Track
YD Yaw Damper
15
PAGE 3
Apr 01/15
15
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS
Highlights

not installed, the following apply as a complement
0.1 EFIS update
Without Mod No. 1989 (EFIS update) embodied,

The Flight Director comparator caution will not
come on if comparator error detected.
The following EHSI flags will show red dashes in
case of system failure instead of blanks:
SAT
TAS
TTG
GSP
D
15/1.0
PAGE 1
Apr 01/15
Highlights
15/1.0
PAGE 2
Apr 01/15
Description
1. GENERAL puter, the Display Processor Unit (DPU) which exe-

cutes the orders by generating the necessary
The Electronic Flight Instrument System, EFIS, is
signals to display the required information.
as the name implies a system that uses cathode
ray tubes (CRT) for displaying such flight and navi- There are two such systems installed and they are
gation data normally found on the Attitude Director interconnected with a crosstalk channel in order to
Indicator, ADI, and the Horizontal Situation Indica- provide transfer of data from one side to the other
tor, HSI. Consequently, the corresponding electron- in case of one side data failure (XSIDE DATA).
ic display tubes are called EADI (E=Electronic) and Each DPU can also take over the display of the op-
EHSI. posite side if the opposite side DPU fails (DRIVE
Type of display information is selected via the Dis- XFR).
play Control Panel (DCP). The DCP controls a com-
L EFIS R EFIS
L EADI R EADI
Switches Switches
Crosstalk
L DPU R DPU
Data Data
Aircraft Aircraft
systems systems
1* 2*
Weather
L EHSI L DCP R DCP R EHSI
Radar
CHP
* See 2.1 on page 2
Fig. 1 EFIS Schematic
15/1.1 S
PAGE 1
Apr 01/15
Aircraft Operations Manual NAVIGATION, EFIS WITH MFD
Description
2. MAIN COMPONENTS AND SUBSYSTEMS 2.3 Display Control Panel, DCP
2.1 Display Processor Unit, DPU The two panels, one for each side are used to se-
lect and control the information displayed on the
The DPU receives data from the digital data busses EADI and EHSI.
as well as from the analogue data busses. It selects
data required for the displays and transfers them to 2.4 Course Heading Panel, CHP
an output circuitry that generates right type of al-
The Course Heading Panel is used to select desired
phanumerical text, symbols and color combination
heading and also to set selected course (CRS 1
needed for the display.
and CRS 2), displayed on EHSI.
The following systems interface with the DPU by
digital/analogue busses for display of their informa- 2.5 EFIS switches
tion. There are two EFIS switches on each EFIS panel
(Overhead panel). These switches are used in case
Radio altimeter . . . . Radio height, DH
of system failure. The displayed information on the
Air data computer . . Airspeed, altitude, TAS, EADI and EHSI can be switched to one of either
SAT (EADI or EHSI) as composite mode information if
VOR/ILS/MB . . . . . . VOR/LOC/GS deviations any EADI/EASI should fail (ADI REV/HSI REV).
VOR course. Marker They can also transfer opposite side data to onside
Beacon if onside data should fail (XSIDE DATA). If the drive
DME . . . . . . . . . . . . . Distance, Ground signals (DPU) for the EADI/EHSI fails on one side,
Speed, Time To Go the opposite side DPU can provide drive signals
(DRIVE XFR) for the failed side. The left side
ADF . . . . . . . . . . . . . . ADF bearings
switches are used to preserve displays on left side
AHRS . . . . . . . . . . . . Pitch and roll attitudes, EADI/EHSI and vice versa.
magnetic heading
FD/AP . . . . . . . . . . . . Mode annunciation, FD NOTE
command bar Comparator caution is inhibited when DRIVE
XFR is selected. Pitch, roll and heading
Weather radar . . . . . Radar display
comparator caution is inhibited when XSIDE
RNAV1) . . . . . . . . . . . Distance, Ground speed, DATA is selected.
Time To Go and Lateral
deviation
2.6 Nav source selection pushbuttons
VNAV 1) . . . . . . . . . . . Vertical deviation.
Two pushbuttons, NAV S L and NAV S R, are lo-
1) OPTION cated on the glareshield panel. They are used to
2.2 Flight displays, EADI, EHSI select left or right nav source for the FD/AP, dis-
played on EADI (FD command bar and modes).
The Flight display instruments are cathode ray
tubes (CRT). They have three electronic guns, one 2.7 EFIS test panel
for each basic color, redbluegreen, which, when Two switches (EFIS 1 and 2) located on the over-
combined, give the desired color and display sym- head panel (TEST 2 panel) are used to test various
bols. functions on EFIS.
15/1.1 S
PAGE 2
Apr 01/15
Description
B B
A DRIVE TRANSFER LIGHT
DRIVE
XFR
DRIVE XFR light (amber).

A A Comes on when EFIS switch on associated side
is in DRIVE XFR position.
B EFIS SWITCHES
WIPER EFIS
OFF
PARK LOW
DRIVE XFR
H
I
DRVE XFR/NORM/XSIDE DATA switch.
N
G O
H R
M
DRIVE XFR Used if the video signals from
XSIDE DATA
own DPU fails (EADI and EHSI
goes blank). Video signals are
ADI REV
then provided from opposite
N
O DPU so pictures on both sides
R
M
EADI and EHSI will be the same.
HSI REV
DRIVE XFR light on associated
side comes on.
DCP inoperative on failed side
except for brightness control.
NORM Normal operation.
ADI REV/NORM/HSI REV switch. XSIDE DATA Used if attitude and/or heading
data fails.
ADI REV Used if the EHSI has failed. Data from opposite side are
The EHSI display is then then displayed.
transferred to the EADI and Both sides EADI and EHSI
changed to composite format. will thus be supplied with
the same attitude and heading
NORM Normal operation. information.
Switched side will display XATT
HSI REV Used if the EADI has failed. and XHDG in yellow on EFIS.
The EADI display is then DCP functions as normal.
transferred to the EHSI and NOTE
changed to composite format. If switching directly from DRIVE XFR to
XSIDE DATA, initialization will take 1015
Set switch towards operating display. s before full information is displayed.
A27880
Fig. 2 EFIS switches (left side shown) controls and lights
15/1.1 S
PAGE 3
Apr 01/15
Description
A B
A NAV SOURC SELECTION PUSHBUTTONS C COURSE HEADING PANEL

CRS 1 HDG CRS 2
NAV S NAV S
L R
NAV SOURCE SELECTOR Pushbuttons. Course selector.

The NAV S Left respective Right pushbuttons Selected course indicated on EHSI.
are used to couple left or right navigation
source to the FD/AP.
Pushbutton illuminates in green when selected.
B CENTRAL WARNING PANEL AVIONICS caution light.

Comes on flashing when EFIS comparator cau-
tion is triggered or when either EFIS test switch
L FIRE R FIRE
DET FAIL
FUEL ELEC
DET FAIL is actuated. Reverts to steady when MASTER
ICE CAUTION is reset.
PROT
Goes out when difference between the sys-
BRK ON UNARMED tems is reduced to be within limit.
INOP AVIONICS
VENT NOTE: All comparator cautions are inhibited
L STALL GUST PUSHER R STALL when either EFIS switch is in DRIVE
XFR position. Pitch, Roll and Heading
comparator caution is inhibited when
either EFIS switch is in XSIDE DATA.
A27883
Fig. 3 NAV source pushbuttons, Central Warning Panel and CHP lights and controls
15/1.1 S
PAGE 4
Apr 01/15
Description
DRIVE DRIVE
XFR XFR
L R
DRIVE XFR DRIVE XFR
N N
O O
R R
M M
L XSIDE DATA XSIDE DATA R
EADI EADI
L/R DATA BUS 2
L DPU R DPU
L C C R
ADI REV D O D D O D ADI REV
N D D N
N I I R R I I N
S T S S T S
O I I O
P R P P R P
R V V R
L O L L O L
M E E M
A L A A L A
HSI REV L R R L HSI REV
Y Y Y Y
E E
R R
1 1
L DATA R DATA
L L L R R R
EHSI DCP AHC AHC DCP EHSI
1 DATA: Airspeed, FD/AP, Navigation, Radar, Radio alt.
2 L/R DATA BUS: Communication between LH and RH side

with FD/AP, Navigation and system data.
NOTE: Switches and relays in NORM position.
D0698
Fig. 4 EFIS switches schematic
15/1.1 S
PAGE 5
Apr 01/15
Description
15/1.1 S
PAGE 6
Apr 01/15
Description
1. GENERAL puter, the Display Processor Unit (DPU) which exe-

cutes the order by generating the necessary signals
The Electronic Flight Instrument System, EFIS, is
to display the required information.
as the name implies a system that uses cathode
ray tubes (CRT) for displaying such flight and navi- There are two such systems installed and they are
gation data normally found on the Attitude Director interconnected with a third similar system consisting
Indicator (ADI) and the Horizontal Situation Indica- of the Multifunction Display unit (MFD) with its own
tor (HSI). Consequently, the corresponding elec- Multifunction Processor Unit (MPU). The MFD/MPU
tronic display tubes are called EADI (E=Electronic) has crosstalk channels with both DPU and can
and EHSI. serve as a standby for a failing DPU (DRIVE XFR).
The system interconnect also provides transfer of
Type of display information is selected via the Dis-
data from one side to the other in case of one side
play Control Panel (DCP). The DCP controls a com-
data failure (XSIDE DATA).
L EFIS R EFIS
L EADI MFD R EADI
Switches Switches
L EHSI DPU 1 MPU MPU MPU DPU 2 R EHSI
Crosstalk
L DPU MPU R DPU

Data Data
Aircraft * Aircraft *
systems 1 systems 2
Weather
Radar
L DCP CHP R DCP
Fig. 1 EFIS with Multifunction Display, MFD schematic
15/1.1 O
PAGE 1
Apr 01/15
Description
2. MAIN COMPONENTS AND SUBSYSTEMS Multifunction Display unit (MFD) with display data
but can also be used as a spare for any DPU. In
2.1 Display Processor Unit, DPU such a case it is switched in by the EFIS switches
(DRIVE XFR).
The DPU receives data from the digital data busses
as well as from the analogue data busses. It selects 2.4 Multifunction Display unit, MFD
data required for the displays and transfers them to
an output circuitry that generates right type of al- The technique to produce the picture is the same as
phanumerical text, symbols and color combinations for the EADI/EHSI. However, this display unit is pro-
needed for the selected displays. vided with several switches and pushbuttons for
control and selection of displayed information.
The following systems interface with the DPU by
digital/analogue busses for display of their informa- 2.5 Display Control Panel, DCP
tion.
The two panels, one for each side are used to se-
Radio altimeter . . . . Radio height, DH. lect and control the information displayed on the
Air data computer . . Airspeed, altitude, TAS, EADI and EHSI.
SAT 2.6 Course Heading Panel, CHP
VOR/ILS/MB . . . . . . VOR/LOC/GS devi-
The Course Heading Panel is used to select desired
ations VOR course.
heading and also to set selected course (CRS 1
Marker Beacon
and CRS 2), displayed on EHSI.
DME . . . . . . . . . . . . . Distance, Ground
Speed, Time To Go 2.7 EFIS switches
ADF . . . . . . . . . . . . . . ADF bearings There are two EFIS switches on each EFIS panel
AHRS . . . . . . . . . . . . Pitch and roll attitudes, (Overhead panel). These switches are used in case
magnetic heading of system failure. The displayed information on the
FD/AP . . . . . . . . . . . . Mode annunciation, FD EADI and EHSI can be switched to one of either
command bar (EADI or EHSI) as composite mode information if
any EADI/EASI should fail (ADI REV/HSI REV).
Weather radar . . . . . Radar display.
They can also transfer opposite side data to onside
RNAV 1) . . . . . . . . . . Distance, Ground if onside data should fail (XSIDE DATA). If the drive
speed, Time To Go and signals (DPU) for the EADI/EHSI fails on any side,
Lateral deviation the MPU can provide drive signals (DRIVE XFR).
VNAV 1) . . . . . . . . . . . Vertical deviation. The left side switches are used to preserve displays
on left side EADI/EHSI and vice versa.
1) If installed.
2.8 Nav source selection pushbuttons
2.2 Flight displays, EADI, EHSI
Two pushbuttons, NAV S L and NAV S R, are lo-
The Flight display instruments are cathode ray
cated on the glareshield panel. They are used to
tubes (CRT). They have three electronic guns, one
select left or right nav source for the FD/AP, dis-
for each basic color, redbluegreen, which, when
played on EADI (FD command bar and modes).
combined, give the desired color and display sym-
bols. 2.9 EFIS test panel
2.3 Multifunction Processor Unit, MPU Two switches (EFIS 1 and 2) located on the over-
head panel are used to test various functions on
The MPU functions in the same way as the DPU
EFIS.
described above and normally it furnishes only the
15/1.1 O
PAGE 2
Apr 01/15
Description
B B
A DRIVE TRANSFER LIGHT
DRIVE
XFR
DRIVE XFR light (amber).

A A Comes on when EFIS switch on associated side
is in DRIVE XFR position.
B EFIS SWITCHES
WIPER EFIS
OFF
PARK LOW
DRIVE XFR
H
I N
DRVE XFR/NORM/XSIDE DATA switch.
G O
H R
M DRIVE XFR Used if the video signals from
XSIDE DATA own DPU fails (EADI and EHSI
ADI REV
goes blank). Video signals are
then provided from the MFD,
N
O EADI pictures on both MFD and
R
M EHSI will be the same.
HSI REV DRIVE XFR light on associated
side comes on.
DCP functions as normal
NORM Normal operation.
XSIDE DATA Used if attitude and/or heading

ADI REV/NORM/HSI REV switch. data fails.
Data from opposite side are
ADI REV Used if the EHSI has failed. then displayed.
The EHSI display is then Both sides EADI, EHSI and
transferred to the EADI and MFD will thus be supplied with
changed to composite format. the same attitude and heading
information.
NORM Normal operation. Switched side will display XATT
and XHDG in yellow on the
HSI REV Used if the EADI has failed. EADI/EHSI.
The EADI display is then DCP functions as normal.
transferred to the EHSI and NOTE
changed to composite format. If switching directly from DRIVE XFR to
XSIDE DATA, initialization will take1015 s
Set switch towards operating display. before full information is displayed.
A27886
Fig. 2 EFIS switches (left side shown) controls and lights
15/1.1 O
PAGE 3
Apr 01/15
Description
A B
A NAV SOURC SELECTION PUSHBUTTONS C COURSE HEADING PANEL

CRS 1 HDG CRS 2
NAV S NAV S
L R
NAV SOURCE SELECTOR Pushbuttons. Course selector.

The NAV S Left respective Right pushbuttons Selected course indicated on EHSI.
are used to couple left or right navigation
source to the FD/AP.
Pushbutton illuminates in green when selected.

AVIONICS caution light.
L FIRE R FIRE Comes on flashing when EFIS comparator cau-
FUEL ELEC tion is triggered or when either EFIS test switch
DET FAIL DET FAIL
ICE is actuated. Reverts to steady when MASTER
PROT CAUTION is reset.
BRK ON UNARMED Goes out when difference between the systems
ASKID AVIONICS DOORS is reduced to be within limit.
INOP AVIONICS
VENT
FAIL LOCK SYSTEM FAIL NOTE: Pitch, Roll and Heading comparator
caution is inhibited when either EFIS
switch is in XSIDE DATA position.
A27888
Fig. 3 NAV source pushbuttons, Central Warning Panel and CHP lights and controls
15/1.1 O
PAGE 4
Apr 01/15
Description
DRIVE DRIVE
XFR XFR
L R
DRIVE XFR DRIVE XFR
N N
O O
R R
M M
L XSIDE DATA XSIDE DATA R
EADI EADI
L DPU R DPU
L/R DATA BUS 2
L C C R
O MPU MPU O
ADI REV D D D D D D ADI REV
I N I I N I
N R R N
S T S S T S
O I I O
P R P P R P
R V V R
L O L L O L
M E E M
A L A A L A
HSI REV L R R L HSI REV
Y Y Y Y
E E
R R
1 1
L DATA R DATA
L DATA
L L L DISPLAY 1 R R R
MFD DRIVER
EHSI DCP AHC AHC DCP EHSI
R DATA
1 DATA: Airspeed, FD/AP, Navigation, Radar, Radio alt.
2 LH/RH DATA BUS: Communication between LH and RH side

with FD/AP, Navigation and system data.
C0778 NOTE: Switches and relays in NORM position.
Fig. 4 EFIS switches schematic
15/1.1 O
PAGE 5
Apr 01/15
Description
15/1.1 O
PAGE 6
Apr 01/15
Description
Declutter pushbutton.
DTA (Data).
When pushed GSP, TTG, TAS crosside DME
and NAV data are removed from the EHSI.
DH (Decision Height) knob. INT (Intensity) control knobs. Next push restores data.
Knob out: Small knob controls the brightness of the EADI display.
DH readout is blanked when above Large knob controls the brightness of the EHSI display.
2500 RALT. SELECT switch (RNAV selector).
Not possible to set DH. The multiposition rotary switch is used to select
Knob in: between VOR/ILS and RNAV as navigation
DH readout displayed. source, to be displayed on the EHSI:s. When
DH is set by rotating the knob. turned left or right, each step gives VOR/ILS
Range 0999 ft. B DISPLAY CONTROL PANEL LRN 1 VOR/ILS LRN 1....and on. Only the
switch on the LH DCP and if RNAV installed.
Not used and no effect if operated in aircrafts
RA TST (Radio Altimeter Test) pushbutton. without RNAV.
B B When momentarily pressed and held:
DH INT SECTOR SELECT
Radio height 50 ft on EADI. ADF pushbutton.
DTA
Flashing DH annunciation in yellow on EADI. BRG (Bearing)
A TEST 2 PANEL (EFIS TEST) DH light comes on steady. ROSE RR
BRG When pushed ADF bearing pointer is
The RA test is inhibited when: removed from the EHSI.
TEST 2 FD/AP engaged in NAV or APPR mode. RA
FD ET DEV
2ND
Next push restores the pointer.
PROP OVSP TST CRS
L R L GEN R EADI/EHSI in test mode.
OVV
FD (Flight Director) pushbutton. 2ND CRS (Second Course) pushbutton.

GDN
ENG OVSP AIR DATA EMER PWR L AHRS R When momentarily pushed the FD command When selected, the opposite side selected
A
bars are removed from the EADI. course pointer comes up on own EHSI as a
Next push restores the command bars. dashed pointer.
L R 1 EFIS 2 RUD LIM CAB PRESS With FD/AP in approach mode the bars can 2ND CRS on LH DCP, LH EHSI displays:
B not be removed. NAV 2 dashed course pointer in green.
Ref. AOM 3.1. 2ND CRS on RH DCP, RH EHSI displays:
NAV 1 dashed course pointer in cyan.
ET (Elapsed Time) pushbutton. Mode Selector
EFIS test switches. Controls elapsed time displayed on the EHSI. Selects different types of compass presentation on
When pressed and held: First push starts the chronometer. EHSI. MAP mode pushbutton.
TEST is displayed on the correlated Second push stops the chronometer and DEV, Deviation MAP mode.
EADI/EHSI. displays elapsed time as long as the button ROSE 360 compass rose is displayed. When in SECTOR or RR mode and:
AVIONICS light on CWP and MASTER is pushed. SECTOR A compass sector of 80 is displayed. Pushed, VOR deviation indication displayed
CAUTION comes on. The chronometer is reset when button is There are 6 sector positions corre on EADI and map mode presentation dis
Fixed offsets are displayed for pitch,roll released. sponding to the ranges 5, 25, played on EHSI comes on.
and heading on EADI/EHSI. 100, 200, 300 and 600 NM. The Next push restores the standard VOR course
Comparator warnings are displayed the range circle shows half distance of pointer on EHSI and the VOR deviation indi
first 4 seconds. selected range. tion on EADI goes out.
Red flags will be displayed when switch RR A compass sector of 80 with weather
is held 4 seconds or more. radar presentation. The range circle is
Reset is performed by releasing the test- controlled from the radar panel.
switch.
C0738
Fig. 5 Display Control Panel, DCP, and EFIS test switches controls
15/1.1
PAGE 7
Apr 01/15
Description
15/1.1
PAGE 8
Apr 01/15
Description
A EADI NORMAL DISPLAY

DR; Dead Reckoning in NAV mode only. When Roll attitude scale in white. AOM 15/8.1.
overflying a VORstation (cone of confusion)
FD/AP will hold present heading. This is annun-
FD/AP captured vertical mode annunciation in
ciated with a yellow DR.
green. AOM 3.1.
FD/AP captured lateral mode annunciator in-

FD/AP armed vertical mode annunciation in
green. At capture, flashes for 5 s then steady.
white. AOM 3.1.
AOM 3.1.
Glideslope deviation. Moving GS pointer in cyan

FD/AP armed lateral mode annunciator in withe. HDG DR 170 IAS for LH, green for RH. Index in white. If system
AOM 3.1. LOC 1 NA GS
fails or no GS reception, pointer turns to red
AP 20 20 ALTS
flag, flashes for 10 s then steady. Excessive
YD
AP, AutoPilot engage/disengage annunciator in F 10 10
deviation is indicated by pointer flashing be-
A A white. Green when AP engaged, red and flash- DH tween yellow and normal color. AOM 3.1.
ing at AP disengagement. AOM 3.1. B/C
10 10
B/C, Back Course annunciator in yellow.
Blue sky YD, Yaw Damper annunciator in yellow. S Comes on and replaces GS pointer and GS scale
Comes on at YD disengagement. AOM 3.1. 20 20
M 680 in case of ILS back course. AOM 15/3.1.
DH200
Fastslow speed indication. Moving diamond Radio altitude in green. AOM 15/7.1.
shaped pointer in green, index in white.1 dot = 5
kts, Fast or Slow index = 10 kts. If speed source
fails, pointer turns red, flashes for 10 s then steady. Selected Decision Height in green. AOM 15/7.1.
20 20 (Option). AOM 3.1 and AOM 12/1.1.
Marker annunciation. M in white, MM in yellow
10 10
DH annunciatior in yellow. Comes on when radio and OM in cyan. AOM 15/3.1.
height < selected Decision Height. Flashes for
10 10
10 s then steady. Goes off below 5 feet RALT. Aircraft symbol in black with withe board.
AOM 15/7.1.
20 20 Localizer deviation. Moving runway symbol
in cyan for LH, green for RH. Index in white. Aircraft Slip / skid indicator. Black ball with
FD, Flight Director command bar in magenta. normal position index.
If system fails or no LOC reception, runway
FD bar disappears when FD failures occurs.
symbol turns to red flag, flashes for 10 s
AOM 3.1.
then steady. Excessive deviation is indi-
cated by pointer flashing between yellow NOTE: LOC and GS displays are only in view
Pitch attitude scale in whie. AOM 15/8.1. and normal color. AOM 15/3.1. when an ILS frequency selected.
Brown earth
C0739
Fig. 6 EADI normal display symbols and colors
15/1.1
PAGE 9
Apr 01/15
Description
15/1.1
PAGE 10
Apr 01/15
Description
EADI FLAGS AND WARNINGS
Fastslow speed flag in red. Comes on if speed DPU warning in red. Comes on if Display Mistrim annunciator in yellow. Comes on if aileron,
source fails, flashes for 10 s then steady. Processor Unit fails, flashes for 10 s then steady. elevator or rudder mistrim detected. AOM 3.1.
AOM 3.1 and AOM 12/1.1.
Attitude warning in red. Comes on if AHRS
attitude fails, flashes for 10 s then steady.
AOM 15/8.1.
Glideslope flag in red. Comes on in case of

STIM, AHRS in Stimulus Test, annunciator
glideslope failure or no station reception, flashes
in red. On ground only AOM 15/8.1.
for 10 s then steady. AOM 15/3.1. STIM
TEST
DPU
G
Flight Director flag in red. Comes on in case of TEST annunciator in red. Comes on when
ATT
S
P
S flight director failures. Flashes for 10 s then corresponding EFIS test switch used.
D steady. AOM 3.1.
RUD
FD
PITCH AIL
XDTA RA
ROLL
GSRA EL XATT XATT, crosside attitude annunciation in
LOC Radio Altimeter flag in red. Comes on if radio LOC FD yellow comes on when XSIDE DATA (switch)
DCP
altimeter fails, flashes for 10 s then steady. seleted and data provided from opposite
AOM 15/7.1. Attitude Heading Reference System (AHRS).
DCP caution in yellow. Comes on if Display

Control Panel fails, flashes for 10 s then steady.
Localizer flag in red. Comes on in case of local-

izer failure or no station reception, flashes for
10 s then steady. AOM 15/3.1.
XDATA, crosside data flag in red. Comes on if Comparator caution in yellow. Comes on flashing
crosside data bus fails; opposite sides informa- if pitch, roll, glideslope, localizer, flight director or
tion not available, flashes for 10 s then steady. radio altimeter comparator error detected, reset
by master caution detected AOM 3.1, 15/3.1,
15/7.1 and 15/8.1.
C0742
Fig. 7 EADI flags and warnings symbols and colors
15/1.1
PAGE 11
Apr 01/15
Description
15/1.1
PAGE 12
Apr 01/15
Description
EADI/EHSI COMPOSITE MODE
HDG 170 IAS

LOC 1 GS Pitch scale.
AP 20 20 AOM 15/8.1.
F 10 10
S
OM 1250 Heading bug.
DH200 AOM 15/8.1.
Compass sector.
40 of the compass rose is displayed.
AOM 15/8.1.
A26702
Fig. 8 EADI/EHSI composite format symbols
15/1.1
PAGE 13
Apr 01/15
Description
15/1.1
PAGE 14
Apr 01/15
Description
Static air temperature in white. If system

fails, readout disappears replaced by A EHSI (R) NORMAL DISPLAY ROSE MODE
blanks. AOM 12/1.1.
Heading, bug in magenta. AOM 15/8.1. Magnetic heading index in white.
True airspeed in white. If system fails, AOM 15/8.1.
readout disappears replaced by blanks.
AOM 12/1.1. Elapsed time in white. Time in minutes and
seconds, after 1 hour time in hours and
DME Ground Speed in cyan for LH and green minutes. Controlled by ET button on DCP.
for RH. Dashes in normal color if no readout In case of failure, readout disappears
displayed. If system fails, readout replaced by blanks.
disappears replaced by blanks. AOM 15/4.1.
DME Time To Go in cyan for LH, green for RH.
ADF relative bearing pointer in magenta. If Dashes in normal color if no readout dis
system fails or no reception pointer parks TAS 165 + 7 C T ET 23:00
played. If system fails, readout disappears
GSP 134
in 3 oclock position turns red, flashes for TTG 5.0
replaced by blanks. AOM 15/4.1.
A A 10 s then steady. AOM 15/2.1.
G/S
Weather radar target alert annunciator in
DCP NAV, selected course pointer. yellow. Comes on when Target alert selected.
NAV1 single pointer, NAV2 double pointer. XHDG B/C AOM 15/5.1.
DTA
LH side NAV1 in cyan, NAV2 green and ANG
dashed pointer (2:nd course).

Glideslopem deviation. Moving GS pointer in
BRG RH side NAV2 in green, NAV1 cyan and
ROSE RR 164 282
cyan for LH, green for RH. Index in white. If
dashed pointer (2:nd course). VOR 1 VOR 2
RA FD ET DEV
2ND
D 37.6 D 34.5H system fails or no GS reception, pointer turns
TST CRS Second course 2ND CRS button on DCP.
to red flag, flashes for 10 sec then steady.
AOM 15/3.1.
Excessive deviation is indicated by pointer
flashing between yellow and normal color.
Mode selector in ROSE position. XHDG, crosside heading annunciation in
AOM 15/3.1.
yellow, comes on when XSIDE DATA selected
and data provided from opposite Attitude
Heading Computer (AHC). B/C, Back Course anunciator in yellow.
ET 23:00
Comes on and replaces GS pointer and GS
TTG 5.0
Vertical NAV deviation scale. scale in case of ILS back course. AOM 15/3.1.
ANG.
Moving vertical path pointer Angular means that the displayed deviation
G/S in cyan for LH and green for represents the angle between aircraft and ToFrom indication. Disappears when NAV
RH, scale in white. If system selected radial for VOR/LOC. flagged. AOM 1.15/3. No ToFrom indication
fails or becomes invalid, LIN. on second course pointer.
pointer turns to red flag, Linear means that the displayed devation
flashes for 10 s then steady. represents the distance (cross track) be- VOR/LOC deviation bar and scale. The bar
AOM 3.1. (Option) tween aircraft and desired track, unaffected disappears when NAV flagged. Excessive
282
VOR 2 of distance to waypoint. deviation is indicated by bar flashing be
D 34.5H
For RNAV if installed. tween yellow and normal color. AOM 15/3.1.
Navigation source flag with corresponding DME Distance (NM) in cyan for LH, green
selected course. NAV1 in cyan, NAV2 in for RH. Dashes in normal color if no DME NOTE: GS or VNAV display are only in
green. If system fails or no reception flag reception. If systems fails, readout disap view when selected.
turns red, flashes for 10 s then steady. pears replaced by blanks. DME HOLD indi
AOM 15/3.1. cated by yellow D and H. AOM 15/4.1.
C0715
Fig. 9 EHSI normal display (right side shown) symbols and colors
15/1.1
PAGE 15
Apr 01/15
Description
15/1.1
PAGE 16
Apr 01/15
Description
EHSI FLAGS AND WARNINGS
Heading warning and comparator caution.

Heading comparator caution in yellow, comes
on flashing if heading disagreement appears
between the two AHC. Steady yellow after DCP caution in yellow.
reset by master caution button. Comes on if Display Control Panel fails,
Heading warning in red, comes on if heading flashes for 10 s then steady.
fails, flashes for 10 s then steady. SAT, static air temperature flag and TAS,
AOM 15/8.1. true airspeed flag. If SAT/TAS fails, the
readout disappears replaced by blanks.
AOM 12/1.1.
ET, Elapsed Time flag in red.

If timer fails, the readout disappears
HDG
STIM, AHRS in Stimulus Test, annunciator TAS
GSP
C ET
replaced by blanks.
TTG
in red. On ground only. AOM 15/8.1.
STIM
DPU warning in red.
G/S VNV
Glideslope flag in red, comes on in case of DPU Comes on if Display Processor Unit fails,
TEST glideslope failure or no station reception,
V
N
flashes for 10 s then steady.
G
S flashes for 10 s then steady. AOM 15/3.1. A
V
VNAV flag in red.
TEST annunciator in red, comes on when Comes on if vertical NAV fails or becomes
corresponding EFIS test switch used.
DCP
invalid, flashes for 10 s then steady.
VOR 1 VOR 2 AOM 3.1. (Option)
D XDTA
Aircraft symbol in white.

XDTA, crosside data flag in red.
Comes on if crosside data bus fails; oppo
site sides information not available, flashes
for 10 s then steady.
Navigation source flag in red, comes on DME flag. If DME fails, the readouts disappear
if NAV1 or NAV2 fails or no reception, replaced by blanks. AOM 15/3.1.
flashes for 10 s then steady. AOM 15/3.1. NOTE: GS or VNAV display are only in view
when selected.
C0717
Fig. 10 EHSI flags and warnings symbols and colors
15/1.1
PAGE 17
Apr 01/15
Description
15/1.1
PAGE 18
Apr 01/15
Description
NORMAL SECTOR MODE

Heading bug, outside scale. Expanded compass rose in white. Will show
When selected heading is outside expanded 40 from actual heading. AOM 15/8.1.
scale the Heading bug and figures will be
beside the scale.
TAS 193
GSP 165
19 C T ET 02:23
TTG 5.0
In SECTOR mode with 2ND CRS selected, the
range arc is a dashed white line. Distance in
015 Nm shows half of selected range set by any
G/S
Mode selector in any of the six SECTOR of the six SECTOR positions 5, 25, 100, 200,
ANG
positions. 300 and 600 Nm.
In RADAR mode with 2ND CRS selected, the
range arc is a solid cyan colored line.
TO SECTOR MODE WITCH SECOND COURSE
103 050
VOR 1 VOR 2
D 12.4 D 34.0
DCP TAS 193

GSP 165
19 C T ET 02:23
TTG 5.0
015
TO of FR (from) indication. DH INT SECTOR SELECT G/S
DEV
Disappears when NAV flagged. AOM 15/3.1. ANG
ROSE RR ARN
BRG
SECTOR MODE WITH WEATHER RADAR
RA 2ND TO 12.5
FD ET DTA
TST CRS 103 050
Selected radar mode; MODE knob on weather VOR 1 VOR 2
radar panel. AOM 15/5.1. D 12.4 D 34.0
TAS 193 19 C T ET 02:23

GSP 165 TTG 5.0
015
G/S
Mode selector in RR position. Momentarily press 2ND CRS, second course With 2ND CRS selected, the second NAV
ANG
selected. source will be displayed as an octagonal symbol
together with the ident code if the NAV
ARN
source is a VOR/DME and as a star symbol
WX
without ident code if the NAV source is an
103
TO 12.5
050 RNAV waypoint (if installed).
VOR 1 VOR 2 No display if the selected NAV source is
D 12.4 D 34.0
only a VOR.
Range arc in cyan when controlled by the
wheather radar, RANGE knob on weather
radar panel. Distance in NM indicates half
of selected radar range. AOM 15/5.1.
Radar echo display in cyan, green, yellow,
red and magenta.
Colors depends on selected radar mode.
AOM 15/5.1.
C0718
Fig. 11 EHSI sector mode (left side shown)
15/1.1
PAGE 19
Apr 01/15
Description
15/1.1
PAGE 20
Apr 01/15
Description
INTRODUCTION OF MAP MODE

Compared with a standard VOR pointer with deviation bar, the MAP mode offers a visual presentation on the
EHSI which can also include weather radar presentation.
The MAP mode displays the received VOR/DME stations distance and radial as an octagonal shaped symbol
in RHOTHETA position (distance and radial) with respect to the aircrafts actual position.
The selected NAV/DME:s station ident code will be displayed next to the station symbol.
A courseline is drawn solid on the TO side of the VOR symbol and dashed on the FROM side.
The VOR deviation indication displayed on the EADI is similar to a standard VOR deviation bar i.e. full devi-
ation scale equal to 10 degrees.
If RNAV Installed and displayed in MAP mode, the RNAV determined waypoint will be presented as a star
shaped symbol but without any ident code.
The RNAV waypoint symbol will also start to flash prior to waypoint passage.
By adding weather radar information to the MAP mode, the flight path may be planned with respect to current
weather situation.
The MAP mode may also be used to visually set up a proper intercept point to next VOR.
IMPORTANT In MAP mode, the station symbol with courseline and ident code will not be displayed if:
a. Selected NAV source is only a VOR or only a DME station (both VOR and DME required).
b. DME is set to DME HOLD.
15/1.1
PAGE 21
Apr 01/15
Description
15/1.1
PAGE 22
Apr 01/15
Description
L SIDE MAP MODE L DCP R DCP

DH INT SECTOR SELECT DH INT SECTOR SELECT
R SIDE MAP MODE
DTA DTA
HDG 170 IAS
20 20 BRG BRG
ROSE RR ROSE RR HDG 170 IAS
RA FD ET 2ND RA FD ET 2ND 20 20
DEV DEV
F 10 10 TST CRS TST CRS
F 10 10
10 10
1 6 2 1 2 11
S
20 20 DH 200
MAP MODE ENTRY S 10 10
20 20 DH 200
1 Set mode selector in any of the six SECTOR
10
positions.
4 2 Enter MAP mode by momentarily push DEV
button. MAP MODE
3 The range arc is controlled by the sector positions;
10 VOR2 deviation symbol, full scale equal to
5, 25, 100, 200, 300, 600 Nm and indicates half
MAP MODE 10 degrees. VOR red flag if VOR/DME not
of the selected distance. invalid, flashes for 10 seconds then steady.
TAS 193 -19C
T ET 02:23
GSP 182 TTG 19.0 MAP MODE DISPLAY
MAP MODE WITH SECOND COURSE
015 MAP MODE WITH SECOND COURSE
4 VOR1 deviation symbol, full scale equal to
10 degrees. VOR red flag if VOR/DME not valid, 11 Momentarily press the 2ND CRS button. TAS 193 -19C
T ET 02:23
ANG flashes for 10 seconds then steady. GSP 140 TTG 32.0
5 VOR1/DME1 station presentation with ident code 12 Second NAV source (VOR1/DME1 on RH side) 015
and courseline. Solid line is TO indication, dashed station presentation with ident code and
ARN 50 3 line is FROM indication. courseline.
ARN
092
VOR 1 VOR 2
160
The VOR/DME station is displayed as an octagonal ANG
D 45.5 D 63.2 shaped symbol. If the VOR/DME station is off scale 13 VOR2/DME2 station presentation with ident KEW
the line is drawn with an arrow pointing toward the code and courseline.
5 50
VOR/DME station and with the station ident written
ARN
on the line. 092

VOR 1 VOR 2
160
Set course with CRS knob as normal. IMPORTANT D 45.5 D 63.2
MAP MODE WITH WEATHER RADAR

MAP MODE WITH WEATHER RADAR In MAP MODE, the deviation symbol and the
station symbol with courseline will not be
TAS 193 -19C
T ET 02:23 displayed if:
GSP 182 TTG 9.0 6 Mode selector in RR position.
7 Radar echo display in cyan, green, yellow, red and A Selected NAV source is only a VOR or only
015 12 13
7 magenta. a DME station
Colors depends on selected radar mode. B DME is set to DME HOLD.
8 Range arc in cyan when controlled by the weather NOTE: When a Localizer has been selected
ANG
WX
radar panel. C No reception or if VOR/DME fails. the EHSI automatically returns to
8 Distance in Nm indicates half of selected radar range. Sector Mode displaying a standard
ARN 12.5
9 Selected radar mode; MODE knob on weather VOR course pointer. When changing
092 160 radar panel. back to a VOR, the EHSI will then
VOR 1 VOR 2
D 10.3 D 53.6 return back to Map Mode.
Also see AOM 15/5.1.
9
C0760
Fig. 12 EADI/EHSI map mode
15/1.1
PAGE 23
Apr 01/15
Description
15/1.1
PAGE 24
Apr 01/15
Description
MAP MODE RNAV SELECTED
L DCP
HDG 170 IAS
20 20
F 10 10 DTA
BRG
ROSE RR
RA FD ET 2ND
10 10 DEV
S TST CRS
20 20 DH 200
RNAV deviation indication in from of a star LH DCP only.

shaped symbol. Turn SELECT knob until LRN 1 appears in the
LRN flag in red when RNAV not valid. left corner of the EHSI. The RNAV can only be
See KNS 660 PILOTS GUIDE regarding displayed as L NAV source, if installed.
deviation scale sensitivity.
MAP MODE RNAV SELECTED
RNAV flag (LRN1) and course, Distance,

Ground Speed and Time To Go to next waypoint.
LIN, Linear RNAV deviation display, see page 10.
TAS 193 19C

T ET
GSP 182 02:23 RNAV next waypoint and course presentation
TTG 32.0 in cyan.
015
The waypoint is displayed as a star shaped
ARN
symbol. Solid line indicates TO waypoint and
dashed line indicates FROM waypoint. If the
waypoint is off the scale, the line is drawn with
LIN
an arrow pointing towards the waypoint.
The waypoint also flashes prior to waypoint
088
50 passage.
LRN 1 VOR 2
D 61.3 D 68.2
ALSO SEE AOM 15/9.1 RNAV.
VOR2/DME2 station presentation. IF RNAV IN-

STALLED.
A26830
Fig. 13 EADI/EHSI Map mode, RNAV presentation (left side shown)
15/1.1
PAGE 25
Apr 01/15
Description
15/1.1
PAGE 26
Apr 01/15
Description
1 PWR, power button 8 Line advance pushbutton 11 CLR, clear pushbutton

Turns MFD ON or OFF provided L AVION switch is in Moves the cursor down the lines on PGE and Resets all lines of the selected chapter to yellow.
ON position. Normally left in ON position. EMG pages in order to confirm the information (Fig. 16 C)
that has been given. The line currently being
2 RDR, read pushbutton 12 Joystick
considered is cyan (the cursor).
Enables weather radar information to be displayed. To scroll the pages within the selected chapter
(Fig. 16) Press the button to confirm and the color move Joystick DOWN for next page or UP for
changes to green (confirmed information) and prior page. The Joystick will also scroll the chap-
3 NAV, navigation pushbutton
cursor moves to next line. Not confirmed lines ter titles within the same method.
Enables navigation information to be displayed. are yellow.
A (Fig. 15 A) To scroll the chapters, Joystick to the RIGHT
4 RMT, remote pushbutton If button pressed while cursor is on the last line gives the first page of next chapter and Joystick
of present page, the display will change over to to the LEFT gives the first page of prior chapter.
Enables presentation and selection of remote data
first line on next page within selected chapter.
information from Collins Flight Management system. (The Joystick is also used to locate and defined
Not used in SAAB 340B. waypoints for entry in Collins Flight Management
If the line being confirmed is the result of press-
5 PGE, page and EMG, emergency ing the RCL button (recall of skipped lines), System. Not used in SAAB 340B.)
A MULTIFUNCTION DISPLAY, MFD pushbuttons pressing the Advance button will confirm that 13 Line select pushbuttons
1 14 line and advance the cursor to the next line that
Enables presentation and selection of information di- If PGE or EMG has been selected:
was skipped.
vided into pages and chapters containing for example
2 A/C check lists and speed booklets etc. (Fig. 16 B)
Should all lines of information within the selected For selection of a certain chapter displayed ad-
3 6 DATA jack chapter have been confirmed, pressing the Ad- jacent to the pushbuttons, press the appropriate
4 vance button will cause the display to scan line button and the first page of the selected
Entry jack for the Remote Data Programmer, RDP. chapter will be displayed.
13 through all of the lines in the selected chapter
5 RDP used for programming and revision of PGE and
EMG information. See Collins instruction book for and return to page 1 of the selected chapter.
The NAVAIDS displayed in NAV mode can be
MFD. selected or deselected:
The button also decreases NAV map range in
7 Line reverser pushbutton NAV mode when weather radar deselected
(when radar selected, range controlled by weath- When NAV mode is displayed, press the upper
Moves the cursor up the lines on PGE and EMG
er radar panel). (Fig. 16 A and C) line button with the green boxed arrow pointing
6 12 pages without confirming the lines. Lines remains yel-
toward it. The display will then show a menu of
low if not already confirmed (green).
7 8 9 10 11 RCL, SKP, CLR used on PGE and EMG pages the available NAVAIDS in green (selected) or
If button pressed while cursor is on the first line of
only: white (deselected) color, adjacent to the line but-
present page, the display will change over to the last
tons.
THE MFD CONTAINS 100 PAGES EACH LEAV- line of the previous page within the selected chapter. 9 RCL, recall pushbutton
ING 12 LINES WITH 20 CHARACTERS FOR The button also increases NAV map range in NAV
Recalls and displays the first page in selected Select/deselect the NAVAIDS by pressing the
PROGRAMMING DATA. THE 100 PAGES ARE mode when weather radar deselected (when radar
chapter with a skipped line, next push recalls appropriate line button. (Fig. 15 AB, and
DIVIDED BETWEEN PGE AND EMG BUTTONS. selected, range controlled by weather radar panel).
next skipped line. (Fig. 16 C) Fig. 16 BC)
ALL PROGRAMMING TO BE PERFORMED BY (Fig. 16 A and C)
THE AIRCRAFT OPERATOR. FOR PROGRAM- 10 SKP, SKIP pushbutton 14 INT, intensity knob
MING INSTRUCTIONS SEE COLLINS INSTRUC- If a line has to be skipped for later confirmation, Controls the brightness of MFD display.
TION BOOK FOR MFD. SKP moves the cursor down to the next line of
C0735 information without confirming previous line
IF MFD INSTALLED. (skipped line remains yellow).
Fig. 14 MFD functions
15/1.1
PAGE 27
Apr 01/15
Description
15/1.1
PAGE 28
Apr 01/15
Description
NAVIGATION MODE SELECTED

(3) NAV, navigation pushbutton
NORM T
VOR1/DME1 in cyan. VOR in red and no NORM T VOR2/DME2 station presentation with ident
NAV station presentation if flagged. NAV
code and courseline. Solid line is TO indication,
dashed line is FROM indication. The VOR/DME
station is displayed as an octagonal shaped
symbol. If the VOR/DME station is off scale the
ARN KEW line is drawn with an arrow pointing writting on
the line. No display if selected NAV source is
only av VOR.
150 150
CRS 085 ARN CRS 170 KEW CRS 085 ARN CRS 105 KEW
LRN
Selected course (CRS) or bearing (BRG) to

VOR2/DME2 station in green letters. The
Press line select button to enter the NAVAID station presentation disappears and VOR in
A menu. C red (flagged) comes on if no reception or if
system fails.
RNAV next waypoint and course presentation

in cyan. The waypoint is displayed as a star Press the NAV button to ENTER selected
NORM T shaped symbol. Solid line indicates TO way NORM T NAVAID and return to NAV mode.
NAV point and dashed line indicates FROM waypoint. VOR 1
If the waypoint is off the scale, the line is drawn
with an arrow pointing toward the waypoint. The
waypoint also flashes prior to waypoint passage. ENTER
VOR 2
LRN in red and no waypoint presentation if. (13) Line select pushbuttons
flagged.1)
NOTE LRN 1/LRN 2
VOR
150
BRG 105
The waypoint name is not displayed next
CRS 085 to the starshaped symbol, when using
the RNAV.
Press the appropriate line button to select

NAVAID:s.
B D
Bearing (BRG) to VOR 2 station. The MFD will Select LRN 1 for RNAV presentation. LRN 2
only display bearing to the VOR, when a VOR not used in SAAB 340B.1)
without DME has been selected.
When a Localizer has been selected the MFD NOTE
will only display Localizer (LOC) flag. The colors of the symbols on the MFD are as If DRIVE XFR has been selected on any side, the
on the EHSIs. MFD will then automatically display a copy of the
EHSI picture from that side where DRIVE XFR is
selected. The MFD will also inhibit the functions of
1) RNAV is optional. the MFD pushbuttons except for PWR and INT.
2) Numbers within brackets refer to the description on Fig. 14. IF MFD INSTALLED.
C0740
Fig. 15 MFD modes presentations and controls
15/1.1
PAGE 29
Apr 01/15
Description
15/1.1
PAGE 30
Apr 01/15
Description
WEATHER RADAR MODE SELECTED PGE OR EMG MODE SELECTED

(2) RDR, read pushbutton (5) PGE, page and EMG, emergency pushbuttons
Weather radar mode annunciator.

NORM T NORM T
RDR
NAV
Target mode annunciator. CRUISE
DESCENT
(13) Line select pushbuttons
LANDING
150
VOR CRS 030 KEW Radar echo presentation in cyan, green, APPROACH
CRS 085 yellow, red and magenta. Colors depends
on selected mode. AOM 15/5.1.
A B Press the appropriate line button to

select a wanted chapter.
Range arc, withe in NAV and cyan in

Radar
mode. Distance in NM shows half of
selected range. 7 8.
NORM T
APPROACH 7
ALTIMETER SET/CK
CAB PRESS FT SET
FUEL CKD
V SPEED SET
CAB SIGS/DOOR SET
X FEED/TRANS SHUT
N W STRG CLEAR
Cursor, controlled by pushbuttons (7 11).

C
7 8 9 10 11
1) Numbers within brackets refer to the description on Fig. 14. IF MFD INSTALLED.
C0741
Fig. 16 MFD weather radar and program modes
15/1.1
PAGE 31
Apr 01/15
Description
15/1.1
PAGE 32
Apr 01/15
Description
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS G17 EFIS DPU1

EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS G16 EFIS L ADI
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS G15 EFIS L HSI
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS G14 EFIS L DCP
EFIS 2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS N15 EFIS DPU2

EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS N14 EFIS R ADI
EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS N13 EFIS R HSI
EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS N12 EFIS R DCP
MFD/MPU . . . . . . . . . . . . . . L AVIONIC BUS G18 MFD (If MFD installed)

MFD/MPU . . . . . . . . . . . . . . L AVIONIC BUS G19 MPU L PWR (If MFD installed)
15/1.1
PAGE 33
Apr 01/15
Description
15/1.1
PAGE 34
Apr 01/15
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
The EFIS system is switched ON/OFF by L and R AVION switches.

2. EFIS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NORM
DRIVE XFR/NORM/XSDE DATA switches and ADI REV/NORM/HSI REV

switches on both side windshield wiper panel.
3. INT knobs, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Sets required brightness on the EADI and the EHSI.

Small knob controls the EADI and the large one the EHSI.
2.2 EFIS SYSTEM This test to be performed on ground only.

TEST
1. EFIS test switch 1 or 2 . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
1 for left system, 2 for right system.

TEST should be displayed on EADI/EHSI.
AVIONICS light on CWP and MASTER CAUTION should come on.
Pitch, roll and heading should show fixed positions.
Comparator warning comes on the first 4 sec.
After approx 4 seconds all flags should be displayed.
2. EFIS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Flags should disappear.

AVIONICS light and MASTER CAUTION should go out.
TEST should go out.
Pitch, roll and heading should go back to normal reading.
15/1.2 S
PAGE 1
Apr 01/15
Operation
2.3 EHSI DISPLAY 1. ROSE SECTOR RR selector, DCP . . . . . . . . . . . . AS REQUIRED

FORMAT
ROSE gives a 360 compass rose.
SECTOR gives a compass sector of 80. The 6 sector positions corresponds
to ranges 5, 25, 100, 200, 300 and 600 NM.
RR (radar) gives the same sector as above but combined with a weather ra-
dar picture. The range is selected by the RANGE knob on the weather radar
panel.
2.4 FD COMMAND At power on, the FD command bars are activated and thus visible on the EADI.
BARS IN EADI They can, however, be removed if so desired (except in APPR, approach
mode).
1. FD pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
FD command bars are removed.

Next push restores the FD command bars.
2.5 ELAPSED TIME Elapsed time can be measured and displayed on the EADI, in minutes and se-
conds for the first hour and thereafter in hours and minutes.
1. ET pushbutton, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
RELEASE
The chronometer is started.

2. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRESS AND HOLD
The chronometer is stopped and the elapsed time is displayed as long as the
button is held.
3. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RELEASE
The chronometer is reset to zero and can be started again.
2.6 EHSI The information on the EHSI display can be reduced in such a way that unnec-
DECLUTTER essary information is removed.
1. DTA (Data) pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
GSP, TAS, TTG, Crosside DME and NAV data are removed from the EHSI.
Next push restores the data.
15/1.2 S
PAGE 2
Apr 01/15
Operation
2.7 EHSI ADF 1. BRG (Bearing) pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS

POINTER
The ADF bearing pointer is removed from the EHSI.
2.8 MAP MODE 1. DEV (Deviation) MAP mode pushbutton . . . . . . . . . . PRESS
When mode selector in SECTOR or RR mode, pressing the DEV button al-
lows presentation of VOR deviation indication displayed on EADI and MAP
mode indication displayed on EHSI.
Next push restores the standard VOR course pointer on EHSI.
2.9 2ND COURSE Second NAV course (NAV 2 on LH side and NAV 1 on RH side) can be selected
and displayed on the EHSI.
In ROSE position
1. 2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
Second course pointer comes on.

Next push, second pointer disappears.
In SECTOR position
Second NAV source comes on as an octagonal symbol together with sta-

tion ident code if the NAV source is a VOR/DME.
No display if the selected NAV source is only a VOR.
On R EFIS only: if RNAV installed and in use, 2ND CRS will display the
RNAV waypoint as a star shaped symbol without ident code.
Next push, second NAV source disappears.
In SECTOR position with map mode selected (DEV button)
Second NAV source comes on as an octagonal symbol with course line

and station ident code if the NAV source is a VOR/DME.
(Contd)
15/1.2 S
PAGE 3
Apr 01/15
Operation
(Contd)
RNAV waypoint as a star symbol with course line without ident code.
2.10 SELECT The multiposition rotary switch is used to select between VOR/ILS as naviga-
(on L DCP and tion source.
only if RNAV is 1. SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN L or R
installed)
Each step the switch is turned gives VOR/ILS....LRN 1....
VOR/ILS....LRN 1 ..... and on.
LRN 1 is the RNAV source flag.
No effect if operated in none RNAV equipped aircraft.
15/1.2 S
PAGE 4
Apr 01/15
Operation
3.1 POWER SUP- INDICATIONS

PLY FAILURE No displays on EADI and EHSI and/or DCP inoperative.
ACTIONS
1. CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
System 1: G17 / DPU 1

G16 / L ADI
G15 / L HSI
G14 / L DCP
System 2: N15 / DPU 2
N14 / R ADI
N13 / R HSI
N12 / R DCP
3.2 EADI OR EHSI INDICATIONS

FAILURE Total loss of presentation (black screen), blurred or distorted picture on the L/R
EADI or L/R EHSI.
ACTIONS
Switch over to composite mode.
EADI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HSI REV
If composite mode comes on without any failure
2. CB for the failed EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PULL
If failure remains when in composite mode
2. EFIS switch (HSI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE

XFR
Failed sides EADI/EHSI are now driven by the opposite DPU and con-
trolled by the opposite DCP.
Brightness is controlled by the own DCP.
(Contd)
15/1.2 S
PAGE 5
Apr 01/15
Operation
(Contd)
Left and right EADI/EHSI shows the same information.
Comparator caution is inhibited.
Switched side DRIVE XFR light comes on.
EHSI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . ADI REV
2. CB for the failed EHSI . . . . . . . . . . . . . . . . . . . PULL
2. EFIS switch (ADI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE
XFR
Failed sides EADI/EHSI are now driven by the opposite DPU and controlled
by the opposite DCP.
RULE BY THE THUMB

When switching ADI REV/HSI REV EFIS switch:
Always set switch towards operating CRTdisplay.
NOTE
In a case where a DPU has failed and also the associated CB has popped: XDTA
warning in red can or will appear on the EADI/EHSI when the applicable EFIS
switch is set to DRIVE XFR.
15/1.2 S
PAGE 6
Apr 01/15
Operation
3.3 EADI AND EHSI INDICATIONS

FAILURE Total loss of presentation (Black screen), blurred or distorted picture on both L
EADI/EHSI or R EADI/EHSI.
ACTIONS
Use the opposite sides DPU for driving the failed sides EADI/EHSI
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRIVE XFR.
Failed sides EADI/EHSI are now driven by the opposite DPU and controlled
by the opposite DCP.
NOTE
3.4 AHC DATA INDICATIONS

FAILURE On left or right side:
Attitude (sky and earth) and FD command bars disappears and ATT red flag
comes on on the EADI and/or HDG red flag comes on on the EHSI.
ACTIONS
Use the AHRS information from the opposite side for presentation on failed
side.
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
XSIDE DATA.
The opposite sides AHRS is now supplying the same attitude and heading
information to both sides EADI and EHSI.
Pitch and Roll comparator cautions are inhibited.
Failed side EADI/EHSI displays XATT/XHDG in yellow.
Crosscheck against standby instruments during the remaining flight.
The autopilot is not possible to use.
15/1.2 S
PAGE 7
Apr 01/15
Operation
15/1.2 S
PAGE 8
Apr 01/15
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
The EFIS system is switched ON/OFF by L and R AVION switches.

2. EFIS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
DRIVE XFR/NORM/XSDE DATA switches and ADI REV/NORM/HSI REV
switches on both side windshield wiper panel.
3. INT knobs, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Sets required brightness on the EADI and the EHSI.
Small knob controls the EADI and the large one the EHSI.
2.2 EFIS SYSTEM This test to be performed on ground only.

TEST
1. EFIS test switch 1 or 2 . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
1 for left system and MFD, 2 for right system.

TEST should be displayed on EADI/EHSI.
AVIONICS light on CWP and MASTER CAUTION should come on.
Pitch, roll and heading should show fixed positions.
Comparator warning comes on the first 4 sec.
After approx 4 seconds all flags should be displayed.
2. EFIS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Flags should disappear.
AVIONICS light and MASTER CAUTION should go out.
TEST should go out.
Pitch, roll and heading should go back to normal reading.
15/1.2 O
PAGE 1
Apr 01/15
Operation
2.3 POWER UP ON/OFF function is provided the MFD by the L and R AVION switches if the
MFD MFD PWR button is in ON position.
1. PWR button, MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESSON
Pressed in position is ON, button out is OFF.
The button is normally always left in ON position so that ON/OFF is provided
by the L and R AVION switches. However, the MFD can be turned ON or OFF
as required.
For MFD operation, see detailed MFD description in the description section of
this chapter.
2.4 EHSI DISPLAY 1. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

FORMAT
ROSE gives a 360 compass rose.
SECTOR gives a compass sector of 80. The 6 sector positions corresponds
to ranges 5, 25, 100, 200, 300 and 600 NM.
RR (radar) gives the same sector as above but combined with a weather ra-
dar picture. The range is selected by the RANGE knob on the weather radar
panel.
2.5 FD COMMAND At power on, the FD command bars are activated and thus visible on the EADI.
BARS IN EADI They can, however, be removed if so desired (except in APPR, approach
mode).
1. FD pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
FD command bars are removed.
Next push restores the FD command bars.
2.6 ELAPSED TIME Elapsed time can be measured and displayed on the EADI, in minutes and se-
conds for the first hour and thereafter in hours and minutes.
1. ET pushbutton, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
RELEASE
The chronometer is started.
2. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
The chronometer is stopped and the elapsed time is displayed as long as the
button is held.
3. ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The chronometer is reset to zero and can be started again.
15/1.2 O
PAGE 2
Apr 01/15
Operation
2.7 EHSI DECLUT- The information on the EHSI display can be reduced in such a way that unnec-
TER essary information is removed.
1. DTA (Data) pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
GSP, TAS, TTG, Crosside DME and NAV data are removed from the EHSI.
Next push restores the data.
2.8 EHSI ADF 1. BRG (Bearing) pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS

POINTER
The ADF bearing pointer is removed from the EHSI.
2.9 MAP MODE 1. DEV (Deviation) MAP mode pushbutton . . . . . . . . . . PRESS.

When mode selector in SECTOR or RR mode, pressing the DEV button al-
lows presentation of VOR deviation indication displayed on EADI and MAP
mode indication displayed on EHSI.
Next push restores the standard VOR course pointer on EHSI.
2.10 2ND COURSE Second NAV course (NAV 2 on LH side and NAV 1 on RH side) can be selected
and displayed on the EHSI.
In ROSE position:
Second course pointer comes on.

Next push, second pointer disappears.
In SECTOR position:
Second NAV source comes on as an octagonal symbol together with sta-

tion ident code if the NAV source is a VOR/DME.
RNAV waypoint as a star shaped symbol without ident code.
(Contd)
15/1.2 O
PAGE 3
Apr 01/15
Operation
(Contd)
In SECTOR position with map mode selected (DEV button):
Second NAV source comes on as an octagonal symbol with course line

and station ident code if the NAV source is a VOR/DME.
RNAV waypoint as a star symbol with course line without ident code.
2.11 SELECT The multiposition rotary switch is used to select between VOR/ILS as naviga-
(on L DCP and tion source.
only if RNAV is 1. SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN L or R
installed)
Each step the switch is turned gives VOR/ILS....LRN 1....
VOR/ILS....LRN 1 ..... and on.
LRN 1 is the RNAV source flag.
No effect if operated in none RNAV equipped aircraft.
15/1.2 O
PAGE 4
Apr 01/15
Operation
NORMAL PROCEDURES
APPENDICES
Attached pages are reprints of COLLINS INSTRUCTION BOOK for

MFD, containing MFD programming instructions.
15/1.2 O
PAGE 5
Apr 01/15
Operation
A9927
15/1.2 O
PAGE 6
Apr 01/15
Operation
A9928
15/1.2 O
PAGE 7
Apr 01/15
Operation
A9929
15/1.2 O
PAGE 8
Apr 01/15
Operation
A9930
15/1.2 O
PAGE 9
Apr 01/15
Operation
A9931
15/1.2 O
PAGE 10
Apr 01/15
Operation
A9932
15/1.2 O
PAGE 11
Apr 01/15
Operation
A9933
15/1.2 O
PAGE 12
Apr 01/15
Operation
A9934
15/1.2 O
PAGE 13
Apr 01/15
Operation
A9935
15/1.2 O
PAGE 14
Apr 01/15
Operation
3.1 POWER SUP- INDICATIONS

PLY FAILURE No displays on EADI and EHSI and/or DCP inoperative.
ACTIONS
1. CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
EFIS 1: G17 / DPU 1

G16 / L ADI
G15 / L HSI
G14 / L DCP
EFIS 2: N15 / DPU 2
N14 / R ADI
N13 / R HSI
N12 / R DCP
MFD: G18 / MFD
G19 / MPU L PWR
3.2 EADI OR EHSI INDICATIONS

FAILURE Total loss of presentation (black screen), blurred or distorted picture on the L/R
EADI or L/R EHSI.
ACTIONS
Switch over to composite mode.
EADI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . HSI REV
2. CB for the failed EADI . . . . . . . . . . . . . . . . . . . . . PULL
2. EFIS switch (HSI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE XFR

Failed side EADI/EHSI are now driven by the MPU. The MFD will also
display the same information being presented on the failed sides EHSI.
The EADI/EHSI are still controlled from own DCP.
(Contd)
15/1.2 O
PAGE 15
Apr 01/15
Operation
(Contd)
Switched side drive XFR light comes on.
EHSI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . ADI REV
2. CB for the failed EHSI . . . . . . . . . . . . . . . . . . . . . PULL
2. EFIS switch (ADI REV) . . . . . . . . . . . . . . . . . . . . . . . . . . BACK TO NORM
3. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
Failed sides EADI/EHSI are now driven by the MPU. The MFD will also dis-
play the same information being presented on the failed sides EHSI.
RULE BY THE THUMB

When switching ADI REV/HSI REV EFIS switch:
Always set switch towards operating CRTdisplay.
NOTE
3.3 EADI AND EHSI INDICATIONS

FAILURE Total loss of presentation (Black screen), blurred or distorted picture on both L
EADI/EHSI or R EADI/EHSI.
ACTIONS
Use the MPU for driving the failed side EADI/EHSI.
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
Failed side EADI/EHSI are now driven by the MPU. The MFD will also display
the same information being presented on the failed side EHSI.
(Contd)
15/1.2 O
PAGE 16
Apr 01/15
Operation
(Contd)
NOTE
Switching from DRIVE XFR back to NORM will cause the EADI/EHSI presenta-
tion to blank out on the switched side for a couple of seconds.
NOTE
3.4 AHC DATA INDICATIONS

FAILURE On left or right side:
ACTIONS
Use the AHRS information from the opposite side for presentation on failed
side.
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . XSIDE DATA
The opposite sides AHRS is now supplying the same attitude and heading
information to both sides EADI and EHSI.
Pitch and Roll comparator cautions are inhibited.
Crosscheck against standby instruments during the remaining flight.
The autopilot is not possible to use.
15/1.2 O
PAGE 17
Apr 01/15
Operation
15/1.2 O
PAGE 18
Apr 01/15
Aircraft Operations Manual NAVIGATION, ADF
Highlights

not installed, the following apply as a complement
0.1 Parking of the ADF pointer on EFIS, Collins

ADF Pro Line II system only
Without Collins Service Bulletin No 10 for ADF 60A

and ADF 60B.
If the power supply to the ADF is interrupted (CB
pulled, power failure etc.) the ADF bearing pointer
displayed on EHSI will park at 45 right position
and not flagged (magenta color).
15/2.0
PAGE 1
Apr 01/15
Highlights
15/2.0
PAGE 2
Apr 01/15
Description
1. GENERAL 2.3 Receiver
The Automatic Direction Finder, ADF, detects the The receiver consists principally of two parts, the
relative bearing to a selected radio station (NDB). normal radio and audio amplifiers for the station
The frequency range for selection is 190 to 1749,5 signals and a circuitry to determine the direction to
kHz. the station.
The radio bearing is combined with the magnetic 2.4 System function
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to When in the normal mode (ADF), the signals from
the selected ADF station. The ADF bearing can the selected station are routed to the audio integrat-
also be indicated on the EHSI. ing system and can be heard as an identification
signal. The signals are also routed to a circuit that
If two systems are installed they are completely
determines the bearing to the station. In ANT mode
separated. The bearing indication is displayed by
the loop antenna output is disabled and the result is
RMI pointers. Single pointer indicates ADF 1 and
only audio without bearing indication. In TONE
double pointer indicates ADF 2. L EHSI ADF pointer
mode unmodulated signals (Continuous Wave, CW)
indicates ADF 1 bearing and R EHSI ADF pointer
are received and identified.
indicates ADF 2 bearing.
By using the ADF switch on the RMI, the ADF bear-
With only one system installed all ADF pointers will
ing indication can be displayed on the RMI. With the
indicate the ADF 1 bearing.
BRG button on the display control panel (DCP) the
2. MAIN COMPONENTS AND SUBSYSTEMS ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
2.1 Antenna
There is a dual antenna installed on the top of the Loop Sense

fuselage. The antenna is of the integrated type i.e.
it contains a loop and a sense antenna. A dual am- MFD
plifier provides two independent outputs to the ADF ADF bearing
receivers. EFIS If installed
ADF EHSI
2.2 Control Unit 3 oclock
park logic
The principal part of the control unit is the micropro-
ADF
cessor which senses switch and selector positions,
Receiver
transfers them into frequency and mode information
ADF bearing
and finally generates adequate control signals to
the receiver. RMI
ADF
3 oclock
The control unit is also provided with a gas dis- park logic
Audio integrating
tive and one standby. system.
A programmable Memory facility is also contained
in the control unit. The Memory provides four pre Selected
frequency
programmed frequencies. To select a Memory fre-
quency, simply step through the Memory by operat-
ing the XFR/MEM switch momentarily in MEM Control
position. unit
Fig. 1 ADFschematic
15/2.1 C
Apr 01/15
Description
XFR/MEM switch.
When momentarily switched to:
XFR Standby frequency moves to upper

display and becomes active.
Former active frequency moves to

lower display and becomes standby.
MEM Steps through the four pre

programmed frequencies
After having chosen a frequency,

XFR/MEM switch to XFR position to
make memory frequency active.
A A (If installed)
A ADF CONTROL UNIT
WITH MEMORY
Frequency display.
Upper displayActive frequency. COLLINS
Lower displayStandby frequency.

XFR
Function selector.
ANT Audio only.
MEM MEM
ADF Bearing indication and audio ident. ADF
ADF TONE
TONE Provides a 1000 Hz tone for audio ident (CW).
ANT STO
Photocell.
Controls display brightness. TEST ACT
TEST button.
ADF pointers in EHSI and RMI rotate to a 90 position
counterclockwise of previous indication.
1000 Hz tone should be heard.
Control unit will enter and display Diagnostic Fail Code ACT button.
mode (maintenance). When depressed for more than 2 seconds:
Standby frequency display goes off. Frequency

STO button. selector controls active frequency display.
Select memorycell to program (CH.) with XFR/MEM switch
For return to normal:
then momentarily press STO button:
Depress for more than 2 seconds
Control unit enters Program mode. Set up frequency
with frequency selector. Press STO button to store
frequency.
Frequency selector.
XFR/MEM switch for next memorycell (CH.). Large knob Controls the two left digits (1000 and 100 kHz)
No activity for 3 seconds, returns display to normal.
Small knob Controls the three right digits (tens, units and
A10065
tenths of kHz).
Fig. 2 ADF controls
15/2.1 C
Apr 01/15
Description
1. GENERAL signals and a circuitry to determine the direction to

the station.
The Automatic Direction Finder, ADF, detects the
relative bearing to a selected radio station (NDB). 2.4 System function
The frequency range for selection is 190 to 1749,5
kHz. When in the normal mode (ADF), the signals from
the selected station are routed to the audio integrat-
The radio bearing is combined with the magnetic ing system and can be heard as an identification
compass indication on the Radio Magnetic Indicator signal. The signals are also routed to a circuit that
(RMI) which thus indicates the magnetic bearing to determines the bearing to the station. In ANT mode
the selected ADF station. The ADF bearing can the loop antenna output is disabled and the result is
also be indicated on the EHSI. only audio without bearing indication. In TONE
If two systems are installed they are completely mode unmodulated signals (Continuous Wave, CW)
separated. The bearing indication is displayed by are received and identified.
RMI pointers. Single pointer indicates ADF 1 and By using the ADF switch on the RMI, the ADF bear-
double pointer indicates ADF 2. L EHSI ADF pointer ing indication can be displayed on the RMI. With the
indicates ADF 1 bearing and R EHSI ADF pointer BRG button on the display control panel (DCP) the
indicates ADF 2 bearing. ADF bearing indication can be displayed on the
With only one system installed all ADF pointers will EHSI or deselected from the EHSI.
2. MAIN COMPONENTS AND SUBSYSTEMS Loop Sense
2.1 Antenna MFD

ADF bearing
There is one antenna installed for each system; EFIS If installed
ADF 1 in the bottom of the fuselage and ADF 2 (if ADF EHSI
installed) on the top of the fuselage. 3 oclock
park logic
The antennas are of the integrated type i.e. it con-
tains a loop and a sense antenna. An amplifier pro- ADF
Receiver
vides outputs to the ADF receivers.
ADF bearing
2.2 Control Unit RMI
ADF
The principal part of the control unit is the micropro- 3 oclock
cessor which senses switch and selector positions, park logic
transfers them into frequency and mode information Audio integrating
and finally generates adequate control signals to system.
the receiver.
Selected
The control unit is also provided with a gas dis- frequency
tive and one for standby. Control
unit
2.3 Receiver
Fig. 1 ADFschematic
The receiver consists principally of two parts, the
normal radio and audio amplifiers for the station
15/2.1 K
KING PAGE 1
Apr 01/15
Description
A ADF CONTROL UNIT
Photocell.
A A (If installed)
Frequency display.
Upper display active frequency.
Lower display standby frequency. X S
Display flashed if selected frequency less than B
Y
190 kHz. X right of active frequency is displayed
in ANT mode and when detector circuit not ADF
locked on a bearing. ADF ANT
BFO BFO
Function selector.
ADF Bearing indication and audio ident.
BFO Adds a 1000 Hz signal for audio ident
(CW).
ANT Audio only.
BFO Adds a 1000 Hz signal for audio ident
(CW).
Frequency selector.
Transfer button.
Large knob Controls the two left digits (1000
and 100 kHz). When momentarily pressed:
Small knob Controls tens of kHz when pushed Standby frequency moves to upper display
in and units fo kHz pulled out. and becomes active. Former active frequency
moves to lower display and becomes standby.
The selected frequency will appear in lower
(standby) display. When depressed for more than 2 seconds:
See also Transfer button. Standby frequency display goes off. Frequen-
cy selectors control active frequency display.
Standby frequency displayed again and func-
A10064
tion back to normal.
Fig. 2 ADF controls
15/2.1 K
KING PAGE 2
Apr 01/15
Description
1. GENERAL 2.3 Receiver
The Automatic Direction Finder, ADF, detects the The receiver consists principally of two parts, the
relative bearing to a selected radio station (NDB). normal radio and audio amplifiers for the station
The frequency range for selection is 190 to 1749,5 signals and a circuitry to determine the direction to
kHz. the station.
The radio bearing is combined with the magnetic 2.4 System function
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to When in the normal mode (ADF), the signals from
the selected ADF station. The ADF bearing can the selected station are routed to the audio integrat-
also be indicated on the EHSI. ing system and can be heard as an identification
signals. The signals are also routed to a circuit that
If two systems are installed they are completely
determines the bearing to the station. In ANT mode
separated. The bearing indication is displayed by
the loop antenna output is disabled and the result is
RMI pointers. Single pointer indicates ADF 1 and
only audio without bearing indication. In TONE
double pointer indicates ADF 2. L EHSI ADF pointer
mode unmodulated signals (Continuous Wave, CW)
indicates ADF 1 bearing and R EHSI ADF pointer
are received and identified.
indicates ADF 2 bearing.
By using the ADF switch on the RMI, the ADF bear-
With only one system installed all ADF pointers will
ing indication can be displayed on the RMI. With the
BRG button on the display control panel (DCP) the
2. MAIN COMPONENTS AND SUBSYSTEMS ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
2.1 Antenna
There is one antenna installed for each system. Loop Sense

ADF 1 in the bottom of the fuselage and ADF 2 (if
installed) on the top of the fuselage. The antenna is MFD
of the integrated type i.e. it contains a loop and a ADF bearing
sense antenna. An amplifier provides outputs to the EFIS If installed
ADF receivers. ADF EHSI
3 oclock
2.2 Controls unit park logic
ADF
The principal part of the control unit is the micropro-
Receiver
cessor which senses switch and selector positions,
ADF bearing
transfers them into frequency and mode information
and finally generates adequate control signals to RMI
ADF
the receiver. 3 oclock
park logic
The control unit is also provided with a gas dis-
Audio integrating
charge type of display for two frequencies, one ac- system.
tive and one for standby.
A programmable Memory facility is also contained Selected
frequency
in the control unit. The Memory provides nine pre
programmed frequencies by momentarily pressing
the CHAN button and thereafter, choosing frequen- Control
cy by means of the Frequency selector. unit
Fig. 1 ADFschematic
15/2.1 KO
KING MEMORY PAGE 1
Apr 01/15
Description
A ADF CONTROL UNIT WITH MEMORY

A A (If installed)
Frequency display. Photocell.

Upper display active frequency. Controls display brightness.
Lower display standby frequency.
Display flashed if selected frequency less than 190 kHz.
X Left of active frequency is displayed in ANT mode and
when detector circuit not locked on a bearing.
X
ANT
Frequency selector. ADF
Large knob Controls the two left digits (1000 and 100 BFO
kHz)
Small knob Controls tens of kHz when pushed in and ADF
units of kHz pulled out.
The selected frequency will appear in lower (standby) PUSH
display. MODE
Also see Transfer button.
CHAN
In memory mode, any of the two knobs will control the
memory cells.
Transfer button:
Function button. When momentarily pressed:
When momentarily pressed: Standby frequency moves to upper display
ADF Bearing indication and audio ident. and becomes active.
BFO Adds a 1000 Hz signal for audio ident (CW). Former active frequency moves to lower dis-
ANT Audio only. play and becomes standby.
BFO Adds a 1000 Hz signals for audio ident (CW). When depressed for more than 2 seconds:
CHAN button. Frequency selectors control active frequen-
cy display.
Unit enters 9 frequencies memory. When momentarily pressed again:
Select memory frequency with Frequency selector then Standby frequency displayed again and
press CHAN or wait for 5 sec. (also see Transfer button). function back to normal.
Selected frequency becomes standby. When pressed in CHANNEL mode:
When pressed and held for more than 2 seconds: Selected frequency becomes active and for-
mer active frequency becomes standby.
Unit enters PROGRAM mode for 9 frequencies.
Select memory cell to be programmed with Frequency se-
lector, then momentarily press Transfer button. Frequency selector has control over either
upper or Lower display for setup of
Select frequency to be stored. (Flashing display indicates
Memory.
which display is controlled by the frequency selector).
Flashing display indicates which display is
For return to Normal, press CHAN or wait for 20 seconds.
controlled by the frequency selector.
A10063
Fig. 2 ADF controls
15/2.1 KO
KING MEMORY PAGE 2
Apr 01/15
Description
A A (If installed)
Magnetic Heading Index

A RADIO MAGNETIC INDICATOR
Warning flag (red).

Comes into view for heading or power supply
failures.
ADF pointer (if ADF selected).

Indicates magnetic bearing to the ADF sta-
tion.
ADF1 single pointer.
ADF2 double pointer.
VOR VOR
With only one ADF installed both ADF point-
ers will display ADF1 bearing. ADF, power
supply failures or no reception of selected
station is indicated by pointer in parked posi-
tion (3 oclock).
ADF VOR switch.
Selects ADF or VOR display for respective
pointer.
A10066
Fig. 3 RMI, ADF functions controls and indicators
15/2.1
PAGE 3
Apr 01/15
Description
Magnetic Heading Index

A B B A
A EHSI ADF DISPLAY
ADF pointer (magenta).

Indicates magnetic bearing to the ADF station.
ADF 1 on left EHSI, and ADF 2 on right EHSI.
With only one ADF installed left and right EHSI
will both display ADF 1. ADF, power supply
failure or no reception of selected station is
indicated by pointer in parking position at 3
oclock and turning red.
B DISPLAY CONTROL BUTTON
BRG button.
First push removes the ADF bearing pointer
on the EHSI. Next push makes it reappear.
A10067
Fig. 4 EHSI, ADF functions and Display Control Panel controls and indicators
15/2.1
PAGE 4
Apr 01/15
Description
ADF1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS E18 ADF1

ADF2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L17 ADF2
15/2.1
PAGE 5
Apr 01/15
Description
15/2.1
PAGE 6
Apr 01/15
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
The ADF systems are switched ON/OFF by ESS, L and R AVION switches.
2.2 ADF SYSTEM 1. TEST button (ADF control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
TEST
ADF pointer on EHSI and RMI rotate to a position 90 counterclockwise of
previous indication.
1000 Hz tone should be heard.
Control unit displays Diagnostics Fail Code mode. (Maintenance).
2. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
ADF pointer on EHSI and RMI returns to actual reading again.
2.3 PROGRAM- The Control unit contains four programmable memorycells.

MING OF THE 1. XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
FREQUENCY
MEMORY Momentarily press switch to select memorycell to be programmed.
2. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS


4. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Momentarily press STO to store frequency.

15/2.2 C
Apr 01/15
Operation
2.4 OPERATION Frequency set up

1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

Frequency setup from the memory
Momentarily press switch to MEM, will step through the memory for choice of
frequency.
Momentarily press switch to XFR will make chosen memory frequency ac-
tive.
3. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
ADF for bearing indications and audio.

ANT for audio only.
TONE provides a 1000 Hz tone for audio signal ident (CW).
4. VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
5. ADF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6. Identify station.
If call signal is not heard, station frequency may be slightly above or below
the published one. Try tuning 0.5 kHz above. If no result try 0.5 kHz below.
7. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check for correct indication.

ADF indication can be switched on/off by BRG button on the DCP.
8. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
15/2.2 C
Apr 01/15
Operation
3.1 NO AUDIO ACTIONS

SIGNAL 1. Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Headsets/audio and circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.2 NO BEARING ACTIONS

INDICATION Both RMI and EHSI affected
WHEN WITHIN
THE RANGE OF 1. Function selector (ADF control unit) . . . . . . . . . . . CHECK ADF
SELECTED
2. CBs E18 (ADF 1), L17 (ADF 2) . . . . . . . . . . . . CHECK/RESET
STATION
Only RMI affected
1. 26V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV

If dual Main Inverters installed:
1. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
Select the other Inverter.
Only EHSI affected
1. BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.3 ADF CONTROL INDICATIONS.

UNIT FAILURE The control unit frequency display goes out.
ACTIONS.
1. CBs, E18 (ADF 1), L17 (ADF 2) . . . . . . . . . . . . . . . . CHECK/RESET
15/2.2 C
Apr 01/15
Operation
15/2.2 C
Apr 01/15
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION

ADF for bearing indications and audio ident.

BFO adds a 1000 Hz tone for audio ident (CW).
ANT for audio only.
the published one. Try tuning 1000 Hz above. If no result try 1000 Hz below.
6. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

7. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
15/2.2 K
KING PAGE 1
Apr 01/15
Operation


WHEN WITHIN
SELECTED
STATION
Only RMI affected

Only EHSI affected
3.3 ADF CONTROL INDICATIONS

ACTIONS
15/2.2 K
KING PAGE 2
Apr 01/15
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2.2 PROGRAM- The Control unit contains nine programmable memorycells.

MING OF THE 1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
FREQUENCY
MEMORY Momentarily press CHAN button for more than 2 seconds to enter program
mode.
2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT MEMORY
CELL
Any one of the two knobs will control the memorycells.

3. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
When momentarily pressed gives frequency selector control over either up-
per or lower display.
4. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
5. Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Proceed with item 2 above.

No activity for 20 seconds will also return Control unit to normal display.
15/2.2 KO
KING MEMORY PAGE 1
Apr 01/15
Operation


Frequency setup from the memory

FREQUENCY

Momentarily press Transfer button to make chosen memory frequency ac-

tive.
Or, no activity for 5 seconds will make chosen memory frequency standby
(SBY).
ADF for bearing indication and audio ident.

ANT for audio only.
the published one. Try tuning 1000 Hz above. If no result try 1000 kHz below.
8. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

9. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
15/2.2 KO
KING MEMORY PAGE 2
Apr 01/15
Operation


WHEN WITHIN
SELECTED
STATION
Only RMI affected

Only EHSI affected
3.3 ADF CONTROL INDICATIONS

ACTIONS
15/2.2 KO
KING MEMORY PAGE 3
Apr 01/15
Operation
15/2.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, VOR/ILS/MARKER
Description
1. GENERAL by the navigation receiver. There are two such sys-

tems installed (only one marker system, part of
The VOR/ILS Marker system receives signals from
NAV 1 is used). The distribution of data is shown in
the selected station (VOR or ILS) and presents
Fig. 1.
them as navigation information on EFIS, RMI and a
VOR/ILS indicator. This information is also sent to The VOR or ILS frequencies are selected on the
the FD/AP as guidance for navigation and ap- two control units, located on the glareshield panel.
proach. The station identification signal as well as When a VOR or ILS frequency is selected, the DME
the Marker signals can be heard over the audio in- frequency, if paired to that station, is also automati-
tegrating system. This function, reception and gen- cally selected.
eration of indicator and guidance data, is performed
Course
selector
Selected
course
VOR/ VOR/ILS MFD

Antennas
LOC red flag (if installed)
GS VOR/LOC EHSI
deviation
Marker GS EADI
deviation EFIS
NAV
receiver VOR FD/AP
direction
Control Sel Marker
unit freq signal
(VOR/ILS/ VOR/ILS
Marker) Ident Audio integrating system
Sel freq Marker
ident
VOR
RMI
To DME direction Analogue signals
GS
deviation GPWS/TAWS
VOR/ILS
VOR/ILS indicator
deviation
VOR/ILS
VOR/ILS indicator and RMI
red flag
A27934
Fig. 1 VOR/ILS/Marker system schematic
15/3.1 C
Apr 01/15
Description
2. MAIN COMPONENTS AND SUBSYTEMS ence System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
2.1 Control unit of failure or no reception of selected station, dis-
plays VOR in red on EFIS and a red NAV flag on
The control unit can display two frequencies, one
the VOR/ILS indicator. The flag also drives the RMI
active that tunes the receiver and one as standby
VOR pointers to a 3 oclock parking position.
which easily can be made active. The unit is pro-
vided with the necessary controls for frequency ILS
and transfer selection. A selected DME station
When an ILS frequency is selected, both the localiz-
can be retained by a HOLD mode and a new VOR/
er and the glideslope receivers are tuned to that
ILS or DME frequency can be tuned without affect-
frequency. The receivers determinate the aircraft
ing DME function.
movements with respect to received localizer and
A programmable Memory facility is also contained glideslope signals and with selected localizer in-
in the control unit. The Memory provides four pre- bound course (CRS 1/CRS 2 knobs). The aircraft
programmed frequencies. To select a Memory fre- movements are then converted into direct propor-
quency, simply step through the Memory by, operat- tional localizer and glideslope deviations. The local-
ing the XFR/MEM switch momentarily in MEM izer and glideslope deviations and displayed on the
position. EADI and EHSI by LOC and GS symbols and on
the VOR/ILS indicator, by localizer and glideslope
2.2 Navigation receiver bars.
The navigation receiver contains circuitry for the Marker
VOR, ILS (Localizer and glideslope) and marker
The marker system receives the signals from the
functions.
marker beacon stations and determines which type
VOR of marker is present. The station signals are then
Both a frequency and the course (CRS) to a station modulates and presented on the EADI as follows:
has to be selected. The receiver then compares the 400 Hz for outer marker (CYAN).
received radial with the selected course and calcu- 1300 Hz for middle marker (AMBER).
lates the deviation. The selected course and devi- 3000 Hz for inner (airway) marker (WHITE).
ation is displayed on the EHSI and on the VOR/ILS
The marker audio signals are filtered out and made
indicator. The deviation is Angular presented, as
audible via the audio integrating system.
announced on the EHSI by the letters ANG. The
RMI will display magnetic bearing to the received 2.3 Antennas
VOR station.
A dual antenna is used for the VOR/LOC signals.
Angular means that the displayed deviation rep- It is located on top of the fin.
resents the angle between aircraft and selected
A dual antenna is also used for the glideslope
radial and is thus unaffected of distance.
signals. This antenna is installed inside the nose
TO and FROM indication is determined by the sys- radome.
tem from the selected course with respect to the The marker signals are received by an antenna
received radial. mounted on the bottom of the fuselage just for-
The magnetic information for the presentation of the ward of the wing.
course is received from the Attitude Heading Refer-
15/3.1 C
Apr 01/15
Description

Frequency display
Upper display
Active frequency.
Lower display
Standby frequency.
XFR/MEM switch
When switched momentarily to:
XFR
Standby frequency moves to upper display and be-
comes active.
Former active frequency moves to lower display and
becomes standby.
MEM
Steps through the four preprogrammed frequencies.
A A After chosen a frequency, set XFR/MEM switch to
A NAV CONTROL UNIT WITH MEMORY XFR position, to make memory frequency active.
Frequency selector
Collins Normally controls standby frequency display:
Larger knob
controls the three left digits (MHz).
Smaller knob
controls the two right digits (kHz).
ACT button
Frequency selector controls active frequency dis-
play.
For return to normal:
Depress for more than 2 seconds.
TEST button
Photocell
Control unit enters and displays Diagnostics Fail
Controls display brightness. Code mode (maintenance).
Function selector And if an ILS frequency selected (for approx.12 se-
NORM conds)
DME station paired to active frequency in upper dis- And CRS 1 or CRS 2 set at present aircraft heading:
play LOC goes to the right and GS goes down on EFIS and
HOLD GS bar goes down on the VOR/ILS Indicator.
System holds DME station. A 30 Hz marker tone is heard and marker is indicated
A new frequency can be tuned without affecting DME by alternate display of M, MM and OM.
function. DME D, GSP, TTG readouts: turn to dashes.
Standby display will show held DME stations fre- And if a VOR frequency selected (for approx. 12 se-
quency. conds):
Frequency selector controls active display. Deviation bar on EHSI centered and TO indication, if
course selected 360 (CRS 1 or CRS 2). (VOR/ILS In-
dicator not affected)
STO button A 30 Hz marker tone is heard and marker is indicated
Select memory cell to program (CH.) with XFR/MEM by alternate display of M, MM and OM.
switch then momentarily press STO button: DME D, GSP, TTG readouts: turn to dashes.
Control unit enters Program Mode. RMI pointer to 360 (VOR).
Setup frequency with frequency selector.
Press STO button to store frequency. NOTE:
XFR/MEM switch for next memory cell (CH.). The test is inhibited when AP engaged in NAV or
No activity for 3 seconds, returns display to normal. APPR mode.
C0776
Fig. 2 NAV controls
15/3.1 C
Apr 01/15
Description
15/3.1 C
Apr 01/15
Description

Fig. 1.
Course
selector
Selected
course
Antennas VOR/ VOR/ILS MFD

GS VOR/LOC EHSI
Marker deviation
GS EADI
deviation EFIS
NAV
receiver VOR FD/AP
direction
Control Sel Marker
unit freq signal
(VOR/ILS/ VOR/ILS
Sel freq Marker
ident
VOR RMI
GS
GPWS/TAWS
deviation
VOR/ILS
VOR/ILS indicator
deviation
VOR/ILS
red flag
A27945
15/3.1 K
KING PAGE 1
Apr 01/15
Description
2. MAIN COMPONENTS AND SUBSYTEMS plays VOR in red on EFIS and a red NAV flag on
2.1 Control unit VOR pointers to a 3 oclock parking position.
The control unit can display two frequencies, one ILS
vided with the necessary controls for frequency
glideslope signals and with selected localizer in-
bound course (CRS 1/CRS 2 knobs). The aircraft
ing DME function.
movements are then converted into direct propor-
2.2 Navigation receiver tional localizer and glideslope deviations. The local-
izer and glideslope deviations and displayed on the
The navigation receiver contains circuitry for the EADI and EHSI by LOC and GS symbols and on
VOR, ILS (Localizer and glideslope) and marker the VOR/ILS indicator, by localizer and glideslope
functions. bars.
VOR Marker
Both a frequency and the course (CRS) to a station The marker system receives the signals from the
has to be selected. The receiver then compares the marker beacon stations and determines which type
received radial with the selected course and calcu- of marker is present. The station signals are then
lates the deviation. The selected course and devi- modulates and presented on the EADI as follows:
ation is displayed on the EHSI and on the VOR/ILS
400 Hz for outer marker (CYAN).
1300 Hz for middle marker (AMBER).
3000 Hz for inner (airway) marker (WHITE).
RMI will display magnetic bearing to the received
VOR station. The marker audio signals are filtered out and made
Angular means that the displayed deviation rep- audible via the audio integrating system.
resents the angle between aircraft and selected 2.3 Antennas
A dual antenna is used for the VOR/LOC signals.
TO and FROM indication is determined by the sys-
It is located on top of the fin.
tem from the selected course with respect to the
received radial.
signals. This antenna is installed inside the nose
The magnetic information for the presentation of the radome.
course is received from the Attitude Heading Refer- The marker signals are received by an antenna
ence System (AHRS). See AOM 15/8.1. The VOR mounted on the bottom of the fuselage just for-
receiver also generates a flag signal which, in case ward of the wing.
of failure or no reception of selected station, dis-
15/3.1 K
KING PAGE 2
Apr 01/15
Description
A A
A NAV CONTROL UNIT
Photocell.
Frequency display.
Upper display Active frequency.
Lower display Standby frequency.
Transfer switch.
When pressed, standby frequency moves to
upper display and becomes active.
Former active frequency moves to lower
display and becomes standby.
Frequency selector.
Small knob Controls the two right digits (kHz).
Large knob Controls the three left digits (kHz).
When the small knob is pulled out, standby
display goes off and the selector controls the
active display.
When the small knob is pushed in standby display
is returned and controlled by the selector.
A12093
Fig. 2 NAV controls
15/3.1 K
KING PAGE 3
Apr 01/15
Description
15/3.1 K
KING PAGE 4
Apr 01/15
Description

Fig. 1.
Course
selector
Selected
course
Antennas VOR/ VOR/ILS MFD

GS VOR/LOC EHSI
Marker deviation
GS EADI
deviation EFIS
NAV
receiver VOR FD/AP
direction
Control Sel Marker
unit freq signal
(VOR/ILS/ VOR/ILS
Sel freq Marker
ident
VOR RMI
GS
GPWS/TAWS
deviation
VOR/ILS
VOR/ILS indicator
deviation
VOR/ILS
red flag
A27945
15/3.1 KO
KING MEMORY PAGE 1
Apr 01/15
Description
2. MAIN COMPONENTS AND SUBSYTEMS ence System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
2.1 Control unit of failure or no reception of selected station, dis-
plays VOR in red on EFIS and a red NAV flag on
The control unit can display two frequencies, one
VOR pointers to a 3 oclock parking position.
vided with the necessary controls for frequency ILS
ing DME function.
A programmable Memory facility is also contained glideslope signals and with selected localizer in-
in the control unit. The Memory provides nine pre bound course (CRS 1/CRS 2 knobs). The aircraft
programmed frequencies, by momentarily pressing movements are then converted into direct propor-
the CHAN button and thereafter, choose frequency tional localizer and glideslope deviations. The local-
by means of the Frequency selector. izer and glideslope deviations and displayed on the
EADI and EHSI by LOC and GS symbols and on
2.2 Navigation receiver the VOR/ILS indicator, by localizer and glideslope
The navigation receiver contains circuitry for the bars.
VOR, ILS (Localizer and glideslope) and marker Marker
functions.
The marker system receives the signals from the
VOR marker beacon stations and determines which type
Both a frequency and the course (CRS) to a station of marker is present. The station signals are then
has to be selected. The receiver then compares the modulates and presented on the EADI as follows:
received radial with the selected course and calcu- 400 Hz for outer marker (CYAN).
lates the deviation. The selected course and devi- 1300 Hz for middle marker (AMBER).
ation is displayed on the EHSI and on the VOR/ILS 3000 Hz for inner (airway) marker (WHITE).
The marker audio signals are filtered out and made
audible via the audio integrating system.
RMI will display magnetic bearing to the received
VOR station. 2.3 Antennas
Angular means that the displayed deviation rep- A dual antenna is used for the VOR/LOC signals.
resents the angle between aircraft and selected It is located on top of the fin.
TO and FROM indication is determined by the sys- signals. This antenna is installed inside the nose
tem from the selected course with respect to the radome.
received radial. The marker signals are received by an antenna
The magnetic information for the presentation of the mounted on the bottom of the fuselage just for-
course is received from the Attitude Heading Refer- ward of the wing.
15/3.1 KO
KING MEMORY PAGE 2
Apr 01/15
Description
Photocell.
Transfer button.
Standby frequency moves to upper display and
becomes active.
Former active frequency moves to lower display and
becomes standby.
A A
Frequency selectors control active frequency display.
A NAV CONTROL UNIT WITH MEMORY Standby frequency displayed again and function back
to normal.
When pressed in CHANNEL mode:
Selected frequency becomes active and former active
frequency becomes standby.
Frequency selector controls either one of Upper/Lower
display for setup of Memory.
CHAN button.
Unit enters 9 frequencys CHANNEL mode.
Select frequency with frequency selector then, press
CHAN or wait for 5 seconds (also see Transfer button).
Selected frequency becomes standby.
When depressed and hold for more than 2 seconds:
Frequency display. Unit enters PROGRAM mode for 9 frequencys.
Select CHANNEL to be programmed, then momentarily
Upper display Active frequency.
press Transfer button.
Lower display Standby frequency. Selected frequency to be stored. (Flashing display
indicates which display is controlled by the frequency
Frequency selector. selector.)
Large knob Controls the three left digits For return to Normal, press CHAN or wait for 20 se-
(kHz). conds.
Small knob Controls the two right digits
(kHz).
The selected frequency will appear in lower
(standby) display.
See also Transfer button.
A12094
Fig. 2 NAV controls
15/3.1 KO
KING MEMORY PAGE 3
Apr 01/15
Description
15/3.1 KO
KING MEMORY PAGE 4
Apr 01/15
Description
Glideslope deviation display.

B Localizer back course indication.
Scale in white dots, moving Glide Path symbol in blue.
The back course is automatically corrected In case of GS failure or no reception, GS within red
for by EFIS and annunciated by a yellow B/C box will appear, flash for 10 s then become steady.
replacing the GS indication on the EADI/
In case of excessive GS deviation when between 90
EHSI. With the CRS selector set for the nor-
and 600 ft radioheight the pointercolour will change to
mal localizer inbound course, the LOC symbol
yellow back to normal yellow etc. until deviation
on the EADI is not reversed when flying:
within limit again.
Limit = 0,85 dot.
Marker display.
A NAV 2 selected course pointer (green). OM in cyan Outer Marker.
NAV 2 is second course on left EHSI wich is MM in yellow Middle Marker.
indicated by the dashed pointer. M in white Inner Marker.
ANG display (blue).
Angular presentation of VOR deviation Localizer deviation display.
AOM 15/1.1 EFIS. Compass rose (white).
Scale in white dots, moving runway symbol in green.
In case of localizer failure or no reception LOC with-
B L EADI ILS/MARKER DISPLAYS in red box will appear, flash for 10 s then steady.
NAV 1 ToFrom indication.
A L EHSI VOR/LOC DISPLAYS Disappears when NAV 1 source red flag comes on.
In case of excessive LOC deviation when between
No ToFrom indication on second course pointer. 90 and 600 ft radioheight the pointer colour will
change to yellow back to normal yellow etc. until
deviation within limit again.
NAV 1 VOR/LOC course deviation bar (cyan). Limit = 0,25 dot.
Disappears when NAV1 source red flag comes on. Back course indication:
The back course is automatically corrected for by
EFIS and annunciated by a yellow B/C replacing the
Deviation scale (cyan). GS indication on the EADI/EHSI. With the CRS se-
lector set for the normal localizer inbound course,
the LOC symbol on the EADI is not reversed when
NAV 2 VOR/LOC course deviation bar (green). flying:
Disappears when NAV 2 source red flag comes on. Inbound on the back course.
NAV 1 selected course pointer (cyan).
GlideslopeLocalizer comparator caution.
The comparator caution is enabled below 1000 ft
NAV source flag. NAV selected course.
radio height.
NAV 1 source in left corner (cyan). NAV 2 VOR 1/LOC 1 in left corner (cyan). Comes on for a discrepancy of approx 1/2 dot for
source in right corner (green). If no reception or VOR 2/LOC 2 in right corner (green). GS and approx 1/3 dot for LOC. CWP.
if system fails, indication turns red and flashes
for 10 s then steady. AVIONICS light will come on flashing togetherwith
master cautions. The AVIONICS light wil revert to
steady when caution is reset. The caution indication
will disappear when the error no longer exists.
A12112
Fig. 3 L EHSI VOR display and L EADI ILS/Marker display indicators
15/3.1
PAGE 5
Apr 01/15
Description
15/3.1
PAGE 6
Apr 01/15
Description
Glideslope deviation display.

Localizer back course indication.
B Scale in white dots, moving Glide Path symbo in blue.
The back course is automatically corrected
for by EFIS and annunciated by a yellow B/C In case of GS failure or no reception, GS within red
replacing the GS indication on the EADI/ box will appear, flash for 10s then become steady.
EHSI. With the CRS selector set for the nor- In case of excessive GS deviation when between 90
mal localizer inbound course, the LOC symbol and 600 ft radioheight the pointer colour will change
on the EADI is not reversed when flying: to yellow back to normal yellow etc. until deviation
Inbound on the back course. within limit again.
Limit = 0,85 dot.
Marker display.
NAV 2 selected course pointer (green). OM in cyan Outer Marker.
A MM in yellow Middle Marker.
M in white Inner Marker.
Compass rose (white).
Localizer deviation display.
ANG display (green).
Scale in white dots, moving runway symbol in blue.
Angular presentation of VOR deviation Deviation scale (green).
AOM 15/1.1 EFIS. In case of localizer failure or no reception LOC
B R EADI ILS/MARKER DISPLAYS within red box will appear, flash for 10s then
NAV 1 VOR/LOC course deviation bar (cyan). steady.
A R EHSI VOR/LOC DISPLAYS
Disappears when NAV source red flag comes on. In case of excessive LOC deviation when between
90 and 600 ft radioheight the pointer colour will
NAV 2 ToFrom indication. change to yellow back to normal yellow etc.
until deviation within limit again.
Disappears when NAV 2 source red flag comes on.
No ToFrom indication on second course pointer. Limit = 0,25 dot.
Back course indication:
The back course is automatically corrected for by
ANG
NAV 2 VOR/LOC course deviation bar (green). EFIS and annunciated by a yellow B/C replacing
Disappears when NAV 2 source red flag comes on. the GS indication on the EADI/EHSI. With the CRS
selector set for the normal localizer inbound
164 282
VOR 1 VOR 2 course, the LOC symbol on the EADI is not re-
versed when flying:
NAV 1 selected course pointer (cyan).
NAV 1 is second course on right EHSI wich
is indicated by the dashed pointer. Outbound on the localizer inbound course.
GlideslopeLocalizer comparator caution.

NAV selected course. The comparator caution is enabled below 1000 ft
NAV source flag.
VOR 1/LOC 1 in left corner (cyan). radio height.
NAV 1 source in left corner (cyan). NAV 2 Comes on for a discrepancy of approx 1/2 dot for
source in right corner (green). If no reception or VOR 2/LOC 2 in right corner (green).
if system fails, indication turns red and flashes GS and approx 1/3 dot for LOC. CWP.
for 10 s then steady. AVIONICS light will come on flashing together with
master cautions. The AVIONICS light will revert to
steady when caution is reset. The caution indica-
A12698
tion will disappear when the error no longer exists.
Fig. 4 R EHSI VOR display and R EADI ILS/Marker display indicators
15/3.1
PAGE 7
Apr 01/15
Description
15/3.1
PAGE 8
Apr 01/15
Description
NOTE
When a VOR station selected:
Glideslope deviation bar parks at Fly Up posi-
tion without the glideslope warning flag visible.
CAUTION
When flying back course approach:
The standby VOR/ILS indicator will reverse the
Localizer indication.
Do not use the Glideslope indication.
A A
Azimuth card.
A STANDBY VOR/ILS INDICATOR
VOR/LOC warning flag (red).
TO FROM indication (white).
Glideslope deviation bar (white).
VOR/LOC deviation bar (white).
Omni Bearing Selector. Glideslope warning flag (red).
A10136
Fig. 5 VOR/ILS indicator controls and indicators
15/3.1 C
COLLINS PAGE 9
Apr 01/15
Description
15/3.1 C
COLLINS PAGE 10
Apr 01/15
Description
NOTE
When a VOR station selected:
Glideslope deviation bar parks at Fly Up posi-
tion without the glideslope warning flag visible.
CAUTION
The standby VOR/ILS indicator will reverse
the Localizer indication.
A A
Azimuth card.
A STANDBY VOR/ILS INDICATOR
VOR/LOC warning flag (red).
TO FROM indication (white).
Glideslope deviation bar (white).
VOR/LOC deviation bar (white).
Omni Bearing Selector. Glideslope warning flag (red).
A10136
Fig. 1 VOR/ILS indicator controls and indicators
15/3.1 K
KING PAGE 9
Apr 01/15
Description
15/3.1 K
KING PAGE 10
Apr 01/15
Description
A COURSE HEADING PANEL
Course selector.
Selected course indicated on EHSI.
CRS 1: NAV 1 course pointer.
B A B
CRS 2: NAV 2 course pointer.
(if installed)
Magnetic heading index.

B RADIO MAGNETIC INDICATOR
Warning flag (red).

Comes into view for heading or power supply
failures.
VOR 2 pointer (if VOR selected).

No station reception, VOR or power supply fail-
ure is indicated by pointer in parked position (3
oclock).
VOR VOR ADFVOR switch.

Selects information to the pointers.
Left switch single pointer.
VOR 1 pointer (if VOR selected).
Right switch double pointer
No station reception,VOR or power sup-
ply failure is indicated by pointer in
parked position (3 oclock).
A10776
Fig. 2 RMI and Course Heading Panel controls and indicators
15/3.1
PAGE 11
Apr 01/15
Description
VOR/ILS/Marker 1 . . . . . . . . . . . . . . . . . . . . . . . . . . ESS AVIONIC BUS E16 NAV 1

VOR/ILS/Marker 2 . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L15 NAV 2
15/3.1
PAGE 12
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 POWER UP 1. ESS, L and R AVION switch . . . . . . . . . . . . . . . . . . . . . . ON
The NAV systems are switched ON/OFF by ESS, L and R AVION switches.
2.2 NAV SYSTEM 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AN ILS

TEST FREQUENCY
2. CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PRESENT

AIRCRAFT
HEADING
3. TEST button (NAV control unit) . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
LOC goes to the right and GS goes down on EFIS and GS bar goes down on
VOR/ILS indicator.
A 30 Hz marker tone is heard and marker indicated by flashing display. (NAV
1 only.)
DME D, GSP, TTG readouts turns to dashes.
Control unit enters and displays Diagnostics Fail Code mode (maintenance).
5. Frequency Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT A VOR
FREQUENCY
6. CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 360
HOLD
Deviation bar on EHSI centered and TO indication, if course selected 360

(CRS 1 or CRS 2).(VOR/ILS Indicator not affected.)
A 30 Hz marker tone is heard and marker indicated by flashing display
(NAV 1 only).
DME D, GSP, TTG readouts turns to dashes.
RMI pointer to 360 (VOR).
Control unit enters and displays Diagnostics Fail Code mode (maintenance).
(Contd)
15/3.2 C
Apr 01/15
Operation
(Contd)
2.3 PROGRAM- The Control unit contains four programmable memorycells.

MING OF THE
FREQUENCY
2. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS


4. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

2.4 VOR If RNAV installed

OPERATION
1. SELECT knob, L DCP . . . . . . . . . . . . . . . . . . . . . . . SET
Rotate until VOR 1 is displayed in the lower left corner of both EHSI.
Proceed with frequency set up.
If RNAV not installed
Frequency set up

Momentarily press switch to MEM will step through the memory for choice of
frequency.
(Contd)
15/3.2 C
Apr 01/15
Operation
(Contd)
tive.
4. NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identifica-
tion signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
6. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

9. RMI switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
Check RMI for correct indication.

NOTE
The possibility of a wrong EHSI/RMI indication with correct call sign and NAV
source flag exists if the receiver is tuned 50 kHz off the ground station frequen-
cy. Always make sure the VOR receiver is correctly tuned by checking the fre-
quency display.
CAUTION
Always assure proper ADF/VOR selection on the RMI before using the bearing
pointer information.
2.5 ILS If RNAV installed

OPERATION
Rotate until LOC 1 is displayed in the lower left corner of both EHSI.
(Contd)
15/3.2 C
Apr 01/15
Operation
(Contd)
Frequency set up
Proceed with item 3. below.

Momentarily press switch to MEM will step through the memory.

tive.
times.
7. CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INBOUND
COURSE
8. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK
Check for correct indication, glideslope and localizer.

NOTE
If localizer indications differ on the two ILS, a go around shall be made unless
a crosscheck with other facilities definitely reveals the system giving the wrong
indication.
If glideslope indications differ, always follow the one indicating more flyup until
overhead a fix (e.g. marker) where an altitude check can be made.
(Contd)
15/3.2 C
Apr 01/15
Operation
(Contd)
CAUTION
With the CRS selector set for the normal Localizer inbound course the LOC sym-
CAUTION
The standby VOR/ILS indicator will reverse the Localizer indication.
2.6 MARKER 1. MKR volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

OPERATION
2. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check to give indication when marker passage.
48 seconds after start of OM flashing gives the most accurate positioning
overhead the outer marker.
15/3.2 C
Apr 01/15
Operation

SIGNAL
1. Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Headset audio and circuits . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.2 NO INDICATION INDICATIONS

WHEN WITHIN No VOR indication and VOR flag is displayed in red.
THE RANGE OF No Localizer/Glideslope indication and LOC/GS flags are displayed in red.
SELECTED No Marker Beacon indication at marker passage.
STATION
ACTIONS
1. NAV1 NAV2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
2. 26 V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV

2. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2

3. CBs E16 (NAV1), L15 (NAV2) . . . . . . . . . . . . . . . . . . CHECK/RESET
3.3 RMI FAILURE INDICATIONS

The RMI warning flag comes in view.
ACTIONS


15/3.2 C
Apr 01/15
Operation
3.4 NAV CONTROL INDICATIONS

ACTIONS
1. CBs, E16 (NAV1), L15 (NAV2) . . . . . . . . . . . . . . . . . CHECK/RESET
15/3.2 C
Apr 01/15
Operation
15/3.2 C
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 VOR 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

OPERATION
times.
7. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

8. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
NOTE
source flag exists if the receiver is tuned 50 kHz off the ground station frequen-
cy. Always make sure the VOR receiver is correctly tuned by checking the fre-
quency display.
CAUTION
15/3.2 K
KING PAGE 1
Apr 01/15
Operation
2.3 ILS 1. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY

OPERATION
times.
INBOUND
COURSE
7. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK

NOTE
If localizer indications differ on the two ILS, a go around shall be made unless
a crosscheck with other facilities definitely reveals the system giving the wrong
indication.
CAUTION
With the CRS selector set for the normal Localizer inbound course the LOC sym-
(Contd)
15/3.2 K
KING PAGE 2
Apr 01/15
Operation
(Contd)
CAUTION

OPERATION
2. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/3.2 K
KING PAGE 3
Apr 01/15
Operation

SIGNAL

STATION
ACTIONS


ACTIONS

15/3.2 K
KING PAGE 4
Apr 01/15
Operation

ACTIONS
15/3.2 K
KING PAGE 5
Apr 01/15
Operation
15/3.2 K
KING PAGE 6
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 PROGRAM- The Control unit contains nine programmable memorycells.

MING OF THE
1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
FREQUENCY
mode.
MEMORY CELL
Any of the two knobs will control the memorycells.

When momentarily pressed gives frequency selector control over either

upper or lower display.

No activity for 20 seconds will also return Control unit to normal display.
2.3 VOR If RNAV installed

OPERATING
Rotate until VOR 1 is displayed in the lower left corner of both EHSI.
(Contd)
15/3.2 KO
KING MEMORY PAGE 1
Apr 01/15
Operation
(Contd)
Frequency set up


2. Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOOSE
MEMORY
FREQUENCY


active.
(STBY).
transmission of the identity signal. In a 30 second period, the DME identifi-
cation signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
9. EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
10. RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
Check RMI for correct indication.

(Contd)
15/3.2 KO
KING MEMORY PAGE 2
Apr 01/15
Operation
(Contd)
NOTE
source flag exists if the receiver is tuned 50 kHz off the ground station fre-
quency. Always make sure the VOR receiver is correctly tuned by checking
the frequency display.
CAUTION
2.4 ILS If RNAV installed

OPERATION
1. SELECT knob, DCP . . . . . . . . . . . . . . . . . . . . . . . . SET
Rotate until LOC 1 is displayed in the lower left corner of both EHSI.
Frequency set up


FREQUENCY


active.
(STBY).
(Contd)
15/3.2 KO
KING MEMORY PAGE 3
Apr 01/15
Operation
(Contd)
transmission of the identity signal. In a 30 second period, the DME identifi-
cation signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
INBOUND
COURSE
9. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK

NOTE
If localizer indications differ on the two ILS, a go around shall be made un-
less a crosscheck with other facilities definitely reveals the system giving the
wrong indication.
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a
yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal Localizer inbound course the LOC
symbols on the EADI/EHSI are not reversed when flying:
CAUTION
15/3.2 KO
KING MEMORY PAGE 4
Apr 01/15
Operation

OPERATION
2. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
15/3.2 KO
KING MEMORY PAGE 5
Apr 01/15
Operation

SIGNAL

STATION
ACTIONS


ACTIONS

15/3.2 KO
KING MEMORY PAGE 6
Apr 01/15
Operation

ACTIONS
15/3.2 KO
KING MEMORY PAGE 7
Apr 01/15
Operation
15/3.2 KO
KING MEMORY PAGE 8
Apr 01/15
Aircraft Operations Manual NAVIGATION, DME
Description
1. GENERAL The inhibit circuits of the ATC transponder and

DME systems are interconnected in order to avoid
The Distance Measuring Equipment, DME, provides
interference between the DME and the transponder.
slant distance to a ground station. The DME station
The DME is inhibited when the transponder trans-
does not have to be specially selected if it is paired
mits and vice versa.
with a selected ILS or VOR station. The Distance is
displayed on the EHSI together with Groundspeed 2.2 Control unit
and Time To Go, both calculated from the DME in-
formation. DME controls is provided by the NAV control unit.
When a VOR/ILS frequency is selected the DME
Distance, Groundspeed and Time To Go is also dis- frequency, if paired to that station, is also selected.
played on a DME indicator (if installed). The DME frequency can also be Held in order to
select a new VOR/ILS or DME frequency without
affecting the previous selected DME station.
2.1 Transceiver
NAV
The frequency information is received from the control
VOR/ILS/Marker control unit as a serial data stream
which is transferred into a frequency control circuit- Sel. frequency
ry that tunes both the transmitter and the receiver.
The airborne system interrogates a ground station
by transmitting squitter pulses which are returned DME
as reply puls pairs by the ground station after a serial
fixed delay time equal for all stations. The airborne data
system can distinguish the replay as its own signals EHSI
form other aircraft replays and measure the time DME EFIS
receiver
difference between transmitted and received signal
and thus determine the distance. This distance, the MFD
straight line between the aircraft and the ground if installed
station, is the slant range. Time To Go and DME
Groundspeed are both calculated and based upon
the rate of change of DME distance.
Ident Audio
If no reply is received, the DME readout is replaced integrating
by cyan (DME 1) or green (DME 2) dashes. system
If DME system fails, the system generates a warn-
ing the DME display is replaced by red dashes.
The DME 2 display will indicate red dashes if only Antenna
DME 1 installed. Fig. 1 DME System schematic
The DME ground station also sends an identifica-

tion signal which can be heard over the audio inte-
grating system.
15/4.1 C
Apr 01/15
Description
A A
A NAV CONTROL UNIT WITH MEMORY

Collins
ALSO SEE AOM 15/3.1 CII.
Function selector. TEST button.

NORM DME station or DME paired to active When pressed and held:
VOR/ILS frequency in upper display. DME Distance, GSP, and TTG readouts
HOLD System holds DME station. turns to dashes.
A new VOR/ILS or DME frequency can DME audio gives ident AOK if no faults
be tuned without affecting DME function. have been detected.
Standby display will show the frequency of
the held DME station.
Frequency selector controls active display.
A26685
Fig. 2 DME controls
15/4.1 C
Apr 01/15
Description

formation. DME control is provided by the NAV control unit.
When a VOR/ILS frequency is selected the DME
2. MAIN COMPONENTS AND SUBSYSTEMS frequency, if paired to that station, is also selected.
The DME frequency can also be Held in order to
2.1 Transceiver select a new VOR/ILS or DME frequency without
The frequency information is received from the
which is transferred into a frequency control circuit- NAV
control
The airborne system interrogates a ground station Sel. frequency
by transmitting squitter pulses which are returned
as reply puls pairs by the ground station after a
fixed delay time equal for all stations. The airborne
DME
system can distinguish the replay as its own signals serial
form other aircraft replays and measure the time data
EHSI
and thus determine the distance. This distance, the DME EFIS
straight line between the aircraft and the ground receiver
station, is the slant range. Time To Go and
MFD
if installed
DME
If no reply is received, the DME readout is replaced
by cyan (DME 1) or green (DME 2) dashes.
Ident Audio
If DME system fails, the system generates a warn- integrating
ing; the DME readouts are replaced by red dashes. system
The DME 2 display will indicate red dashes if only
DME 1 installed.
The DME ground station also sends an identifica- Antenna
tion signal which can be heard over the audio inte- Fig. 1 DME System schematic
grating system.
15/4.1 K
KING PAGE 1
Apr 01/15
Description
DME HOLD
DEM HOLD switch.

OFF
OFF DME station or DME paired
to active VOR/ILS frequency
in upper display.
DME HOLD System holds DME station.
A new VOR/ILS or DME
frequency can be turned
without affecting DME
function.
S
B
Y
NAV
ALSO SEE AOM 15/3.1 K.
A26686
Fig. 2 DME controls
15/4.1 K
KING PAGE 2
Apr 01/15
Description

formation. DME control is provided by the NAV control unit.
When a VOR/ILS frequency is selected the, DME
2. MAIN COMPONENTS AND SUBSYSTEMS frequency, if paired to that station, is also selected.
The DME frequency can also be Held in order to
2.1 Transceiver select a new VOR/ILS or DME frequency without
The frequency information is received from the
which is transferred into a frequency control circuit- NAV
control
The airborne system interrogates a ground station Sel. frequency
by transmitting squitter pulses which are returned
as reply puls pairs by the ground station after a
fixed delay time equal for all stations. The airborne
DME
system can distinguish the replay as its own signals serial
form other aircraft replays and measure the time data
EHSI
and thus determine the distance. This Distance, the DME EFIS
straight line between the aircraft and the ground receiver
station, is the slant range. Time To Go and
MFD
if installed
DME
If no reply is received, the DME readout is replaced
by cyan (DME 1) or green (DME 2) dashes.
Ident Audio
If DME system fails, the system generates a warn- integrating
ing; the DME readouts are replaced by red dashes. system
The DME 2 display will indicate red dashes if only
DME 1 installed.
The DME ground station also sends an identifica- Antenna
tion signal which can be heard over the audio inte- Fig. 1 DME System schematic
grating system.
15/4.1 KO
KING MEMORY PAGE 1
Apr 01/15
Description
ALSO SEE AOM 15/3.1 KO.
A A
A NAV CONTROL UNIT WITH MEMORY
DME HOLD DME HOLD switch.

OFF DME station or DME paired to active
VOR/ILS frequency in upper display.
DME HOLD System holds DME station.
A new VOR/ILS or DME frequency
OFF
can be tuned without affecting DME
function.
S
B
Y
NAV
CHAN
A26687
Fig. 2 DME controls
15/4.1 KO
KING MEMORY PAGE 2
Apr 01/15
Description
NOTE: If DME 2 not installed right side DME

displayed will show red dashes.
ALSO SEE AOM 15/1.1 FOR DME PRESENTA

TION IN MAP MODE.
A
Time To Go display.
Time To Go display is cyan for left side and green
for right side.
A EHSI DME DISPLAYS The time is in minutes.
If no computed data, the display will be dashes in
normal colour.
GSP 134 If system fails, the display will be red dashes,
TTG 5.0
flashing for 10s, then steady.
Distance display.
Distance display is cyan for left and green
for right side.
Indicates distance in NM to selected DME
VOR 1 VOR 2 station.
D 37.6 D 34.5H If in DME HOLD mode a yellow H will appear
after the readout and the letter D turns to
yellow.
If no computed data, the display will be
dashes in normal colour.
If system fails, the display will be red
dashes, flashing for 10s, then steady.
Groundspeed display.
Groundspeed display is cyan for left and
green for right side.
The speed in knots is only accurate when
the aircraft is flying directly to or from the
selected DME station.
If no computed data is available, the
display will be dashes in normal color.
If system fails, the display will be red
dashes, flashing for 10s, then steady.
C0827
Fig. 3 EHSI, DME display indicators
15/4.1
PAGE 3
Apr 01/15
Description
A DISPLAY CONTROL PANEL

DTA, data button.
DTA
When pushed, GSP, TTG, TAS, crosside
BRG DME and NAV data are removed from
ROSE RR
RA 2ND
the EHSI.
FD ET DEV
TST CRS Next push restores the data.
Fig. 4 Display Control Panel controls
15/4.1
PAGE 4
Apr 01/15
Description

DISTANCE display and annunciators
Indicates distance in NM from aircraft to path
capture when TO TRK annunciates NM and
to aimpoint when TO ALT annunciates NM.
Also see AOM 3.1 AUTOFLIGHT.
IF VNI INSTALLED
Fig. 5 VNI Indicator distance indication
15/4.1
PAGE 5
Apr 01/15
Description
15/4.1
PAGE 6
Apr 01/15
Description
DME TEST.
When NAV test button is pressed and
held, the DME INDICATOR will enter
and display the selftest diagnostic
mode (for maintenance use).
DME distance display in NM.

A 1 DME system wired to channel 1 of
the indicator (maintenance).
A DME INDICATOR
DME
SELECT
1
DME SELECT switch. PWR, power button.

1. Indicator displays DME 1 Push in indicator ON.
information. Next push, button out indicator OFF.
2. Indicator displays DME 2
information.
Photocell.
Controls light intensity of display.
HLD, hold annunciator. SEL mode select button and display.

Illuminates when selected DME Sequentially press SEL button will display:
in HOLD mode. KT groundspeed in knots.
MIN time go, in minutes.
ID station ident code.
A26689
IF DME IND. INSTALLED.
Fig. 6 DME indicator controls and indicators
15/4.1
Apr 01/15
Description
15/4.1
Apr 01/15
Description
DME1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS E17 DME1

DME2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L16 DME2
15/4.1
PAGE 9
Apr 01/15
Description
15/4.1
PAGE 10
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
The DME systems are switched ON/OFF by L and R AVION switches.
2.2 DME SYSTEM 1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

TEST
HOLD
DME Distance, GSP and TTG readouts turns to dashes.

Distance, GSP and TTG readouts turns back to normal.

DME audio gives ident AOK if no faults have been detected.
2.3 PROGRAM- The control unit contains four programmable memorycells.

MING OF THE
FREQUENCY
2. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS


4. STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

15/4.2 C
Apr 01/15
Operation
2.4 OPERATION If RNAV installed

Rotate until VOR1 or LOC1 is displayed in the lower left corner of both
EHSIs.
1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Frequency set up

Momentarily press switch to MEM will step through the memory for choice
of frequency.
tive.
An independent DME transmits its identification signal once every 30 sec-

onds.
A DME associated with a VOR or ILS localizer transmits its identification
signal at 30 seconds intervals in synchronization with the identification sig-
nal of the VOR or ILS localizer. Since the DME and the VOR or ILS localizer
have the same identity code letters, the DME signal is recognized by a
slight increase in strength during transmission of the identity signal. In a 30
second period the DME identification signal is thus transmitted once and
the VOR or ILS localizer signal 3 times.
8. DME readout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(Contd)
15/4.2 C
Apr 01/15
Operation
(Contd)
NOTE
Due to uncoordinated military (TACAN) and civil DME frequency allocations,
erroneous indications may result even if the proper NAV frequency has been
selected. Make sure that the DME station is positively identified before relying
on the DME readouts.
2.5 OPERATION IN The selected DME station can be held, if the pilot decides to keep the selected
DME HOLD DME station tuned and select a different NAV frequency.
1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
A yellow H will appear after the Distance readout and the letter D turns to
yellow.
A new NAV frequency can be selected without affecting the DME.
Standby display will show the frequency of the held DME station.
Frequency selector controls active display.
15/4.2 C
Apr 01/15
Operation

SIGNAL
2. Headsets and audio circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.2 NO DME INDICATIONS

INDICATION DME Distance, GSP and TTG readouts displays red dashes.
ACTIONS
1. CBs E17 (DME 1), L16 (DME 2) . . . . . . . . . . . . . . . . CHECK/RESET
15/4.2 C
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 OPERATION 1. DME HOLD switch (above NAV control unit) . . . . . . . . OFF
An independent DME transmits its identification signal once every 30 sec-

onds.
NOTE
15/4.2 K
KING PAGE 1
Apr 01/15
Operation
1. DME HOLD switch (above NAV control unit) . . . . . . . . DME HOLD
yellow.
The held DME stations frequency is no longer related to the frequency dis-
played on the NAV control unit.
15/4.2 K
KING PAGE 2
Apr 01/15
Operation

SIGNAL

ACTIONS
15/4.2 K
KING PAGE 3
Apr 01/15
Operation
15/4.2 K
KING PAGE 4
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.2 PROGRAM- The control unit contains nine programmable memorycells.

MING OF THE
1. CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
FREQUENCY
mode.
MEMORYCELL

When momentarily presses gives frequency selector control over either

upper or lower display.

No activity for 20 seconds will also turn Control unit to normal display.
2.3 OPERATION If RNAV installed

Rotate until VOR1 or LOC1 is displayed in the lower left corner of both
EHSI.
(Contd)
15/4.2 KO
KING MEMORY PAGE 1
Apr 01/15
Operation
(Contd)
1. DME HOLD switch (above NAV control unit) . . . . . . . . OFF
Frequency set up


FREQUENCY
Any one of the two knobs will control the memorycells for choice of fre-
quency.
Momentarily press Transfer button to make chosen memory frequency ac-

tive.
(STBY).
An independent DME transmits its identification signal once every 30

seconds.
(Contd)
15/4.2 KO
KING MEMORY PAGE 2
Apr 01/15
Operation
(Contd)
NOTE
1. DME HOLD switch (above NAV control) . . . . . . . . . . . DME HOLD
yellow.
The held DME stations frequency is no longer related to the frequency dis-
played on the NAV control unit.
15/4.2 KO
KING MEMORY PAGE 3
Apr 01/15
Operation

SIGNAL

ACTIONS
15/4.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, WEATHER RADAR
Description
1. GENERAL craft, reflects some of this energy to the antenna.

The reflected energy provides a measure of mois-
The aircraft is provided with an airborne radar sys-
ture intensity which is converted into a color code.
tem which is used mainly for avoidance of severe
The radar color picture will therefore represent a
weather but can also be used for ground mapping.
cross section of the cloud situation in front of the
The system will detect and present weather condi-
aircraft.
tions in an angle of 90 degrees and to the range of
300 NM in front of the aircraft. Flight hazards due to Even though the color code corresponds to a cer-
weather conditions are primarily the result of turbu- tain amount of moisture, rain and ice, bear in mind
lence and hail. Wet hail can be detected by radar, that the radar beam will also be reflected by the
but turbulent air by itself will not provide a radar ground surface, mountains etc. Therefore the pilot
echo. (Examples are clearair turbulence and air- must know his position before relying on the radar
craft vortices.) Areas having high rainfall rates are picture being just weather.
ordinarily associated with turbulence, and it is from The Weather Radar is a three color display system
this rainfall that radar echoes are reflected and the and the picture can be presented on the EHSI and
accompanying turbulence associated with the rain- the MFD (if installed).
fall is implied. Small areas with extremely heavy
rainfall rate or large areas of moderate rainfall rate The weather radar is not a go/no go signal, it is a
can reduce the ability of the radar waves to pene- weather analysis instrument and must be used in
trate and present a full picture of the weather area. conjunction with a knowledge of the atmospheric
This may mask or cause strong targets at a farther conditions. It should never be used to make a deci-
range to appear much less intense than they actual- sion to fly through a convective weather system, but
ly are. Always assume that all weather behind as a guide of how far to circumnavigate it.
another is at least one level higher than whats be- 1.1 Operational Modes
ing presented on the radar picture. Proper use of
the GAIN and TILT controls will aid the user in inter- Normal weather detection (NORMposition)
preting the displayed targets.
The signals representing echos from targets on dif-
The receiver transmitter unit generates microwave ferent ranges are treated with a Sensitivity Time
energy in the form of pulses. These pulses are then Control, STC, which means that the target intensity
transferred to the antenna where they are focused remains relatively constant for closein ranges. The
into a beam by the antenna. The radar beam is radar beam power is higher but with lower resolu-
much like the beam of a flashlight. The energy is tion than for ground mapping.
focused and radiated by the antenna in such a way
Detectable weather is color coded with the black
that it is most intense in the center of the beam with
screen representing no detectable moisture, while
decreasing intensity near the edge. The same an-
detectable weather appears as one of three colors:
tenna is used for both transmitting and receiving.
green, yellow, or red (least reflective to most reflec-
When a pulse intercepts a target, the moisture (rain
tive).
drops and ice) present in clouds in front of the air-
EHSI
RADAR RADAR
RADAR
Trans- control
antenna MFD
ceiver panel
(if installed)
Fig. 1 WEATHER RADAR schematic
15/5.1 S
COLLINS WXR 200 PAGE 1
Apr 01/15
Description
The color code for the weather picture is:
WXR 200 COLOR dbz VIPLEVEL VIPDEFINITIONS
BLACK <20
Minimum detectable moisture level (weak).

GREEN >20 1 Weak rainfall rate.
Light to moderate turbulence is possible with lightning.
Medium moisture level.

YELLOW >30 2 Moderate rainfall rate.
Strong moisture level.

3 Strong rainfall rate.
Severe turbulence is possible with lightning.
>40
Very strong moisture level.
4 Very strong rainfall rate.
Severe turbulence is likely with lightning.
RED Intense moisture level.

Intensive rainfall rate.
>50 5
Severe turbulence is very likely with lightning, organized
wind gusts and hail.
Extreme moisture level.

Extreme rainfall rate.
>60 6
Severe turbulence is certain with large hail, lightning,
and extensive wind gusts.
VIP = Video Integrated Processor (U.S National Weather Service).

Weather detection with contour (WXposition) The shape of the radar beam is more narrow and
Normal weather detection with cycling cloud contour with lower beam power than for weather detection
(WXposition). Same weather detection as for in order to provide better resolution of the ground
NORM mode and with the contouring areas of the echo returns.
storm cell alternating between red and black at a
CAUTION
onecyclepersecond rate. This is the core of the
storm cell. The contouring is to highlight the most Do not rely on MAP mode only for navigation.
hazardous storm cells.
Ground mapping (MAPposition)

The signals representing ground echos are treated
with the Sensitivity Time Controller, STC, in order to
keep constant echo intensity for closein ranges.
15/5.1 S
Apr 01/15
Description
The colors for the ground picture are somewhat that creates and controls the radar picture present-
changed: ed on EHSI and MFD from the digital information
sent by the transceiver.
WXR 200 COLOR DEFINITIONS
Ground targets with low re-

CYAN
flectivity.
Ground targets with moder-

YELLOW
ate reflectivity.
Ground targets with most re-

MAGENTA
flectivity.
Target alert
Activated Target alert is indicated by a steady yel-
low boxed T on EHSI and MFD. When selected, T
is visible also with EHSI in ROSE mode and on the
MFD even if RDR mode is not selected. The T will
start to flash and alert the pilot if the signal strength
of the echo increases up to storm cell level and the
target is detected in a sector within 50 to 150 NM
and 15 of dead ahead regardless of selected
range.
2.1 Antenna
The ANT212 antenna is 12 inch and is installed

inside the nose kevlar radome. It has a scan sector
of 90. The antenna is also stabilized up to 30 in
the pitch axis to compensate for aircraft movement
in order to have a stable scanning. The antenna is
not stabilized in roll, which causes parts of the radar
picture to disappear with roll movements of the air-
craft. The antenna can be manually tilted between
15 from horizontal.
2.2 Transceiver
The transceiver operates in the Xband at a fre-

quency of 9,345 GHz. It transmits and receives the
radar beam and transforms the result into digital
information fed to the radar control panel.
2.3 Weather radar control panel WXP
The control panel is provided with the necessary

controls to select the various modes and functions.
The control panel also contains a microprocessor
15/5.1 S
Apr 01/15
Description
TGT (target) button.

TGT selected, enables Target alert and is
indicated by a yellow steady T on the
EHSI/MFD. The T will start to flash and
alert the pilot if the signal strength of the
echo increases up to Red (VIPLevel 3)
and the target is detected in a sector within
50 to 150 NM and 15 of dead ahead
regardless of selected range.
A
HLD (Hold) button.
A WEATHER RADAR CONTROL PANEL The picture is held without any update when
selected (push on/push off button).
Hold is indicated by HOLD flashing alternately
with the radar mode annunciator on EHSI/
MFD.
RANGE selector.
Selects operating range in NM.
MODE RANGE
TEST NORM
25
50 100
200
STB (Stabilization) button.
TGT HLD STB
STBY
OFF
WX
MAP
10 300 Stabilization of the antenna is provided when
+10
the button is pushed in. No stabilization when
MIN MAX +5
the button is pushed a second time (out).
0
GAIN TILT
5 10
TILT control.
Adjust the antenna tilt angle.
Range 15.
GAIN control (5position switch).

The gain is highest in MAX position, with each
of the other four positions reducing receiver
MODE selector sensitivity by 6 dbz. By reducing the gain, it is
STBY Powered (warm up) but no energy possible to evaluate the relative severity of
transmitted. the weather system because the weather
TEST Internal test performed without any energy echos will gradually disappear from the radar
transmission. picture, leaving only the stronger echos. Re-
NORM Normal weather detection. duced gain is indicated by GAIN flashing alter-
WX Normal weather detection with cycling cloud nately with the radar mode annunciator on
contour. EHSI/MFD. Do not leave the GAIN control re-
MAP Ground mapping. duced after use, always return to MAX posi-
tion.
D0668
Fig. 2 Weather radar controls
15/5.1 S
Apr 01/15
Description

DTA
ROSE RR
BRG
RA 2ND
FD ET DEV
TST CRS
B A A B
MODE selector.
Weather radar display is added to the EHSI
sector picture when RR position is selected
(and with radar switched on).
Target mode.
B EHSI SECTOR MODE/WEATHER A yellow steady T is displayed when TGT button is
RADAR DISPLAY selected. The T will start to flash and alert the pilot
if the signal strength of the echo increases up to
Red (VIPlevel 3) and the target is detected in a
sector within 50 to150 NM and 15 of dead
ahead regardless of selected range. If selected,
the T is visible also when ROSE mode is selected.
Radar echo display.

Colors depend on selected radar mode and echo
level.
Range arc and range in NM.

Cyan in NORM and WX mode, green in MAP
mode. The arc indicates half of selected range.
Mode annunciator.
OFF, STBY, TEST, NORM, WX or MAP in white.
GAIN or HOLD can also be displayed alternately
with the Mode annunciator.
A26778
Fig. 3 Display control panel and EHSI controls and indicators
15/5.1 S
Apr 01/15
Description
15/5.1 S
Apr 01/15
Description
A
Target mode.
A yellow steady T is displayed when TGT
button is selected. The T will start to flash
and alert the pilot if the signal strength of
the echo increases up to Red (VIPLevel 3)
in a sector within 50 to 150 NM and 15of
A MFD RDR MODE
dead ahead regardless of selected range. If
selected, the T is visible also when RDR
mode is not selected on the MFD.
Radar echo display.

Colors depend on selected radar mode
and echo level.

Cyan in NORM and WX mode, green in
MAP mode. The arc indicates half of
selected range. If in RDR or combined
RDRNAV mode, range will be controlled
from wx radar control panel. In NAV
mode, range is controlled by the Line
buttons, , see AOM 15/1.1.
RDR button.
Enables radar display on MFD. Radar display
can be mixed with NAV display, if both RDR
and NAV selected.
RDR annunciated in green when button
depressed. Mode annunciator OFF, STBY,
TEST, NORM, WX or MAP in cyan. GAIN or
HOLD can also be displyed alternatley with
the Mode annunciator.
A26692
Fig. 4 Multifunction display, MFD, in radar mode controls and radar picture
15/5.1 S
If MFD installed WXR 200 PAGE 7
Apr 01/15
Description
15/5.1 S
Apr 01/15
Description
Radar power . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M14 WX RADAR PWR

Radar stabilization . . . . . . . . . . . . . . . . . . . . . R INV BUS 115VAC M13 WX RADAR STAB
15/5.1 S
Apr 01/15
Description
15/5.1 S
Apr 01/15
Description
1. GENERAL ground surface, mountains etc. therefore the pilot

must know his position before relying on the radar
picture being just weather.
tem which is used mainly for avoidance of severe
weather but can also be used for ground mapping. The Weather Radar is a four color display system
The system will detect and present weather condi- and the picture can be presented on both EHSIs
tions in an angle of 120 degrees and to the range of and the MFD (if installed).
300 NM in front of the aircraft. Flight hazards due to The weather radar is not a go/no go signal, it is a
weather conditions are primarily the result of turbu- weather analysis instrument and must be used in
lence and hail. Wet hail can be detected by radar, conjunction with a knowledge of the atmospheric
but turbulent air by itself will not provide a radar conditions. It should not be used to make a decision
echo. (Examples are clearair turbulence and air- to fly through a convective weather system, but as
craft vortices.) Areas having high rainfall rates are a guide of how far to circumnavigate it.
ordinarily associated with turbulence, and it is from
this rainfall that radar echoes are reflected and the 1.1 Operational Modes
accompanying turbulence associated with the rain-
fall is implied. Small areas with extremely heavy Normal weather detection (NORMposition)
rainfall rate or large areas of moderate rainfall rate The signals representing echos from targets on dif-
can reduce the ability of the radar waves to pene- ferent ranges are treated with a Sensitivity Time
trate and present a full picture of the weather area. Control, STC, which means that the target intensity
This may mask or cause strong targets at a farther remains relatively constant for close in ranges. The
range to appear much less intense than they actual- radar beam power is higher but with lower resolu-
ly are. Always assume that all weather behind tion than for ground mapping.
another is at least one level higher than whats being
presented on the radar picture. Proper use of the
RANGE, GAIN and TILT controls will aid the user in
detectable weather appears as one of four colors:
interpreting the displayed targets.
green, yellow, red, or magenta (least reflective to
The receiver transmitter unit generates microwave most reflective).
energy in the form of pulses. These pulses are then
In some weather conditions echoes at a certain dis-
transferred to the antenna where they are focused
tance and density could absorb enough beam ener-
into a beam by the antenna. The radar beam is
gy to cause a very low level, if any, return signal to
much like the beam of a flashlight. The energy is
the radar (leaving a shadow area beyond the echo).
This will cause the PAC alert (Path Attenuation
Correction) bar to appear on the radar picture ex-
decreasing intensity near the edge. The same an-
tending beyond the absorbing echo which alerts the
tenna is used for both transmitting and receiving.
pilot about possible hidden severe weather beyond
When a pulse intercepts a target, the moisture (rain
the displayed echo. However, the pilot is still the
drops and ice) present in clouds in front of the air-
master and should be monitoring the radar picture
craft, reflects some of this energy back to the an-
as the PAC alert has levels which have to be ex-
tenna. The reflected energy provides a measure of
ceeded before PAC alert bar comes on.
moisture intensity which is converted to a color
code. The radar color picture will therefore repre- Observe that the PAC function is intended for
sent a cross section of the cloud situation in front of weather detection modes only. Using a weather
the aircraft. detection mode and downward tilt to produce a
ground map will probably produce a display which
Even though the color code corresponds to a cer-
makes correct interpretation more difficult. The PAC
tain amount of moisture, rain and ice, bear in mind
circuits interprets the return signals from ground
that the radar beam will also be reflected by the
targets as intense storm targets and tries to com-
15/5.1 O1
Apr 01/15
Description
pensate for attenuated signal, resulting in the PAC alert bar to appear. In MAP mode, the PAC alert is
disabled.
EHSI
RADAR RADAR
RADAR
Trans- control
antenna MFD
ceiver panel
(if installed)
WXR 350 COLOR dbz VIPLEVEL VIPDEFINITIONS
BLACK <20



RED >40
Intense moisture level.

>50 5
MAGENTA
>60 6
VIP = Video Integrated Processor (U.S National Weather Service)

Weather detection with contour (WXposition) NORM mode and with the contouring areas of the
Normal weather detection with cycling cloud contour storm cell alternating between red and black at a
(WXposition). Same weather detection as for onecyclepersecond rate. This is the core of the
15/5.1 O1
Apr 01/15
Description
storm cell. The contouring is to highlight the most between 15 from the aircrafts xaxis or from hor-
hazardous storm cells. izontal with stabilization selected.
Ground mapping (MAPposition) 2.2 Transceiver
The signals representing ground echos are treated
The transceiver works in the Xband at a frequency
with the Sensitivity Time Controller, STC, in order to
of 9,345 GHz. It transmits and receives the radar
keep constant echo intensity for closein ranges.
beam and transforms the result into digital informa-
The shape of the radar beam is more narrow and
tion fed to the radar control panel.
with lower beam power than for weather detection
in order to provide better resolution of the ground 2.3 Weather radar control panel WXP
echo returns.
The control panel is provided with the necessary
CAUTION controls to select the various modes and functions.
Do not rely on MAP mode only for navigation. The control panel also contains the microprocessor
that creates and controls the radar picture present-
The colors for the ground picture are somewhat ed on EHSI and MFD from the digital information
changed: sent by the transceiver.
WXR 350 COLOR DEFINITIONS
Ground targets with low re-

CYAN
flectivity.

YELLOW
ate reflectivity.

MAGENTA
flectivity.
Target alert
Activated Target alert is indicated by a steady yel-
low boxed T on EHSI and MFD. When selected the,
T is visible also with EHSI in ROSE mode and on
the MFD even if RDR mode is not selected. The T
will start to flash and alert the pilot if the signal
strength of the echo increases up to storm cell level
and the target is detected in a sector within 50 to
150 NM and 15 of dead ahead regardless of se-
lected range.
2.1 Antenna
The ANT312 or ANT318 antenna is installed in

the nose of the aircraft and covered with a kevlar
radome. It has a scan sector of 120. The antenna
is also stabilized up to 30 in roll and pitch to com-
pensate for aircraft movement in order to have a
stable scanning. The antenna can be manually tilted
15/5.1 O1
Apr 01/15
Description
TGT (target) button.

TGT selected, enables Target alert and is
indicated by a yellow steady T on the
EHSI/MFD. The T will start to flash and
alert the pilot if the signal strength of the
echo increases up to Red (VIPLevel 3) and
the target is detected in a sector within 50 to
150 NM and 15 of dead ahead regardless
of selected range.
A
HLD (Hold) button.
A WEATHER RADAR CONTROL PANEL The picture is held without any update when
selected (push on/push off button).
Hold is indicated by HOLD flashing alternately
with the radar mode annunciator on EHSI/
MFD.
RANGE selector.
Selects operating range in NM.
MODE RANGE
TEST NORM
25
50 100
200
STB (Stabilization) button.
TGT HLD STB
STBY
OFF
WX
MAP
10 300 Stabilization of the antenna is provided when
+10
the button is pushed in. No stabilization when
MIN MAX +5
the button is pushed a second time (out).
0
GAIN TILT
5 10
TILT control.
Adjust the antenna tilt angle.
Range 15.
GAIN control (5position switch).

The gain is highest in MAX position, with each
of the other four positions reducing receiver
MODE selector sensitivity by 6 dbz. By reducing the gain, it is
STBY Powered (warm up) but no energy possible to evaluate the relative severity of
transmitted. the weather system because the weather
TEST Internal test performed without any energy echos will gradually disappear from the radar
transmission. picture, leaving only the stronger echos. Re-
NORM Normal weather detection with PAC alert. duced gain is indicated by GAIN flashing alter-
WX Normal weather detection with PAC alert nately with the radar mode annunciator on
and cycling cloud contour. EHSI/MFD. Do not leave the GAIN control re-
MAP Ground mapping. duced after use, always return to MAX posi-
tion.
D0668
Fig. 2 Weather radar controls
15/5.1 O1
Apr 01/15
Description

DTA
ROSE RR
BRG
RA 2ND
FD ET DEV
TST CRS
MODE selector.
B A A B Weather radar display is added to the EHSI
sector picture when RR position is selected
(and with radar switched on).
Target mode.
B EHSI SECTOR MODE/WEATHER
RADAR DISPLAY
and alert the pilot if the signal strength of the
echo increases up to RED (VIPLEVEL 3)
and the target is detected in a sector within
50 to 150 NM and 15of dead ahead
regardless of selected range. If selected, the
T is visible also when ROSE mode is
selected.
Radar echo display.

and echo level.

selected range.
Mode annunciator.
OFF, STBY, TEST, NORM, WX or MAP in white.
GAIN or HOLD can also be displayed alternately
with the Mode annunciator.
A26777
15/5.1 O1
Apr 01/15
Description
15/5.1 O1
Apr 01/15
Description
A
Target mode.
and alert the pilot if the signal strength of
the echo increases up to RED (VIPLevel 3)
in a sector within 50 to 150 NM and 15of
A MFD RDR MODE
dead ahead regardless of selected range. If
selected, the T is visible also when RDR
mode is not selected on the MFD.
Radar echo display.

and echo level.

selected range. If in RDR or combined
RDRNAV mode, range will be controlled
from the radar control panel. In NAV
mode, range is controlled by the Line
buttons, , see AOM 15/1.1.
RDR button.
Enables radar display on MFD. Radar display
can be mixed with NAV display, if both RDR
and NAV selected.
RDR annunciated in green when button
depressed. Mode annunciator OFF, STBY,
TEST, NORM, WX or MAP in cyan. GAIN or
HOLD can also be displyed alternatley with
the Mode annunciator. IF MFD INSTALLED
WXR 200/350
A26692
15/5.1 O1
Apr 01/15
Description
15/5.1 O1
Apr 01/15
Description
Yellow PAC alert bar.
Shadowed area. Radar beam absorbing

echoes.
A26886
Fig. 5 EHSI/MFD radar picture with PAC alert (MFD shown)
15/5.1 O1
Apr 01/15
Description

15/5.1 O1
Apr 01/15
Description
1. GENERAL lated turbulence. The radar cannot detect clear air

turbulence or turbulence not precipitation related.
tem which is used mainly for avoidance of severe Even though the color code corresponds to a cer-
weather but can also be used for ground mapping. tain amount of moisture, rain and ice, bear in mind
The system will detect and present weather condi- that the radar beam will also be reflected by the
tions in an angle of 120 degrees and to the range of ground surface, mountains etc. therefore the pilot
300 NM in front of the aircraft. Flight hazards due to must know his position before relying on the radar
weather conditions are primarily the result of turbu- picture being just weather.
lence and hail. Wet hail can be detected by radar, The Weather Radar is a four color display system
but turbulent air by itself will not provide a radar and the picture can be presented on both EHSIs
echo. (Examples are clearair turbulence and air- and the MFD (if installed).
craft vortices.) Areas having high rainfall rates are
ordinarily associated with turbulence, and it is from The weather radar is not a go/no go signal, it is a
this rainfall that radar echoes are reflected and the weather analysis instrument and must be used in
accompanying turbulence associated with the rain- conjunction with a knowledge of the atmospheric
fall is implied. Small areas with extremely heavy conditions. It should not be used to make a decision
rainfall rate or large areas of moderate rainfall rate to fly through a convective weather system, but as
can reduce the ability of the radar waves to pene- a guide of how far to circumnavigate it.
trate and present a full picture of the weather area. 1.1 Operational Modes
This may mask or cause strong targets at a farther
range to appear much less intense than they actual- Normal weather detection (WXposition)
ly are. Always assume that all weather behind
The signals representing echos from targets on dif-
another is at least one level higher than whats being
ferent ranges are treated with a Sensitivity Time
presented on the radar picture. Proper use of the
Control, STC, which means that the target intensity
RANGE, GAIN and TILT controls will aid the user in
remains relatively constant for closein ranges. The
interpreting the displayed targets.
radar beam power is higher but with lower resolu-
The receiver transmitter unit generates microwave tion than for ground mapping.
energy in the form of pulses. These pulses are then
transferred to the antenna where they are focused
into a beam by the antenna. The radar beam is
detectable weather appears as one of four colors:
much like the beam of a flashlight. The energy is
green, yellow, red, or magenta (least reflective to
most reflective).
decreasing intensity near the edge. The same an- In some weather conditions echoes at a certain dis-
tenna is used for both transmitting and receiving. tance and density could absorb enough beam ener-
When a pulse intercepts a target, the moisture (rain gy to cause a very low level, if any, return signal to
drops and ice) present in clouds in front of the air- the radar (leaving a shadow area beyond the echo).
craft, reflects some of this energy back to the an- This will cause the PAC alert (Path Attenuation
tenna. The reflected energy provides a measure of Correction) bar to appear on the radar picture ex-
moisture intensity which is converted to a color tending beyond the absorbing echo which alerts the
code. The radar color picture will therefore repre- pilot about possible hidden severe weather beyond
sent a cross section of the cloud situation in front of the displayed echo. However, the pilot is still the
the aircraft. master and should be monitoring the radar picture
as the PAC alert has levels which have to be ex-
The radar also provides turbulence detection in
ceeded before PAC alert bar comes on.
which the system uses the Doppler principle of fre-
quency shift to detect and display precipitation re-
15/5.1 O2
COLLINS TWR 850 PAGE 1
Apr 01/15
Description
Observe that the PAC function is intended for circuit interprets the return signals from ground tar-
weather detection modes only. Using a weather gets as intense storm targets and tries to compen-
detection mode and downward tilt to produce a sate for the attenuated signal, resulting in the PAC
ground map will probably produce a display which alert bar to appear. In MAP mode, the PAC alert is
makes correct interpretation more difficult. The PAC disabled.
EHSI
RADAR RADAR
RADAR
Trans- control
antenna MFD
ceiver panel
(if installed)
15/5.1 O2
Apr 01/15
Description
TWR 850 COLOR dbz VIPLEVEL VIPDEFINITIONS
BLACK <20



RED >40
Intense moisture level.

>50 5
MAGENTA
>60 6
Turbulence related to precipitation.

MAGENTA In WX+T or TURB mode only and for turbulence greater
than 16.4 ft/s (5 m/s) (moderate turbulence).
VIP = Video Integrated Processor (U.S National Weather Service)

Weather with turbulence (WX+Tposition) lence where the wind velocity exceeds 16.4 ft/s (5
Same weather detection as for WX mode but also m/s).
allows precipitation related turbulence to be de- Turbulence detection only (TURBposition)
tected on the 5, 10, 25 and 50 NM ranges. (Turbu-
TURB mode instantly removes all weather echoes
lence cannot be detected at ranges greater than 50
from the display except for areas of detectable pre-
NM). Same color code as for normal weather detec-
cipitation related turbulence, which appears in ma-
tion except that magenta indicates both most reflec-
genta. The TURB position of the MODE selector is
tive precipitation and precipitation related turbu-
spring loaded, meaning the selector must be held in
15/5.1 O2
Apr 01/15
Description
the TURB position. Releasing the selector returns it exceeds 16.4 ft/s (5 m/s) the flashing annunciation
to the WX+T position and restores the full weather will alternate between TGT and TRB (turbulence).
radar display. By removing the green, yellow, red
and magenta precipitation echoes from the display, 2. MAIN COMPONENTS AND SUBSYSTEMS
the areas of turbulence can be observed alone. As
2.1 Physical description
in the WX+T mode, the turbulence can only be de-
tected in the 5, 10, 25, and 50 NM ranges. The system consists of two separate units, the
ReceiverTransmitterAntenna and the weather
Ground mapping (MAPposition)
radar panel. The mechanical feature of the TWR
The signals representing ground echos are treated 850 radar is its compact construction, combining
with the Sensitivity Time Controller, STC, in order to the receiver, transmitter and antenna into a single
keep constant echo intensity for closein ranges. unit. The forward part of this unit is the flatplate
The shape of the radar beam is more narrow and antenna. Directly behind the antenna is the RF as-
with lower beam power than for weather detection sembly, consisting of the transmitter and receiver.
in order to provide better resolution of the ground Mating the antenna and receivertransmitter elimi-
echo returns. The PAC alert and ground clutter sup- nates the need for waveguide.
pression (GCS) functions are disabled in MAP
mode. 2.2 Antenna
CAUTION The RTA854 antenna plate is 14 inch and installed

in the nose of the aircraft and covered with a kevlar.
Do not rely on MAP mode only for navigation.
It has a scan sector of 120. The antenna is also
stabilized up to 30 in roll and pitch to compensate
The colors for the ground picture are somewhat
for aircraft movement in order to have a stable
changed:
scanning. The antenna can be manually tilted be-
tween 15 from the aircrafts xaxis or from hori-
TWR 850 COLOR DEFINITIONS
zontal with stabilization selected.
Ground targets with low re- 2.3 Transceiver
CYAN
flectivity.
The transceiver works in the Xband at a frequency
GREEN of 9,345 GHz. It transmits and receives the radar
ate reflectivity.
beam and transforms the result into digital informa-
Ground targets with strong tion fed to the radar control panel.
YELLOW
reflectivity.
2.4 Weather radar control panel WXP
MAGENTA The control panel is provided with the necessary
flectivity.
controls to select the various modes and functions.
The control panel also contains the microprocessor
Target alert (TGTposition)
that creates and controls the radar picture present-
Activated Target alert mode is annunced on the ed on EHSI and MFD from the digital information
EHSI and MFD by a yellow box with the letters TGT sent by the transceiver.
inscribed. When selected, the annunciator is visible
also with EHSI in ROSE mode and on the MFD
even if RDR mode is not selected. The target mode
provides an alert sector from 7 to 200 NM and 15
degree of dead ahead regardless the selected
range. The TGT annunciator will start to flash and
alert the pilot if an echo inside the sector increases
up to Red (VIP3 level). If the wind velocity also
15/5.1 O2
Apr 01/15
Description
MODE selector. GCS (Ground Clutter Suppression) button. STB (Stabilization) button.
Rotate this knob to select system operating Press and release the GCS button to reduce the Press the STB button to turn on the radar antenna
modes. intensity of ground returns. stabilization circuits.
STBY Turns on the system but does not
allow it to transmit. This makes the precipitation returns easier to see. The STB button is latching and is normally left in
TEST Causes the radar selftest display The pilot should note that the GCS feature may the on (or pushed in) position. Antenna stabiliza-
to appear. also reduce the intensity of, or completely tion is turned off in the event of an attitude input
TGT Allows targets to be detected but eliminate weaker precipitation returns. For this signal failure. When STB is off, USTB is annun-
not displayed. reason, the GCS feature times out after approxi- ciated on EHSI/MFD.
MAP Use this mode for ground mapping. mately 10 seconds. When selected, GCS is
WX Basic weather detection mode. Targets annunciated on EHSI/MFD.
may appear in green, yellow, red or
A magenta. SEC (Sector Scan) button.
WX+T Same as WX but also allows precipita Press the SEC button to reduce the normal 120
tion related turbulence to be detected degree scan (60 degrees either side of center) to a
on the 5, 10, 25, and 50 mile ranges. 60 degree scan (30 degrees either side of center).
TURB Removes all targets except detected
areas of precipitation related turbulence Reducing the sector scan effectively increases the
which appear in magenta. radar update rate. Press the SEC button again to
return to the full 120 degree scan. Annunciation is
A WEATHER RADAR CONTROL PANEL via the reduced size of the range arcs.
RANGE selector.
Rotate this knob to select the maximum display
range.
Note that turbulence can only be detected on the

5, 10, 25, or 50 mile range. Half scale range is
annunciated on EHSI/MFD.
GAIN control.
Rotate this knob to change the gain of the radar
receiver above or below the CAL (calibrated) set-
ting. AUTO (Autotilt) switch.
Pull out on the AUTO knob to select the autotilt
Normal system operation is with the knob in the feature.
CAL position. Settings other than CAL are an- HLD (Hold) button.
nunciated on EHSI/MFD (e.g. G+2, G3). Press the HLD button to freeze the display for Autotilt is designed to reduce pilot workload. First
detailed analysis of targets. the pilot uses the TILT control to adjust the anten-
Each step reduces or increases the receiver sen- na to the optimum tilt angle for the present range
sitivity by 6dbz for a total of 18 dbz. By reducing The display remains in the hold mode until the HLD and flight altitude. After this is done, select autotilt
the gain, it is possible to evaluate the relative se- button is pressed again, or until a change in mode, TILT Control. by selected, changing ranges or altitudes causes
verity of the weather system because the weath- range, gain GCS or SEC occurs, or until the Rotate this knob to change the tilt angle of the the antenna to automatically tilt up or down to
er echos will gradually disappear from the radar MODE switch is turned OFF. Target updating does stabilized radar antenna. maintain the same ratio of tilt angle to range that
picture leaving only the stronger echos. Do not not occur when HLD is selected. Annunciation is were preset prior to selecting autotilt. Annunci-
leave the GAIN control reduced or increased after on EHSI/MFD and consists of HOLD alternating All tilt settings are annunciated on EHSI/MFD to ation is on EHSI/MFD with an A placed before
use, always return to CAL position. with the selected mode (HOLDWXHOLDWX). the nearest quarter of a degree (e.g. +10.5, 5.2). the tilt angle (e.g. A +5,6, etc.)
C0799
Fig. 2 Weather Radar controls
15/5.1 O2
Apr 01/15
Description
15/5.1 O2
Apr 01/15
Description
A B EHSI SECTOR MODE/WEATHER RADAR DISPLAY TGT target and TRB turbulence annunciator
in yellow.
The target mode provides an alert sector from
Radar echo display.
7 to 200 NM and 15 degree of dead ahead
Colors depend on selected radar mode and echo GSP 220 19C TGT ET 02:23
level.
TTG 5.0 regardless of the selected range. The TGT

annunciator will start to flash and alert creases
up to Red (VIPlevel 3). If the wind velocity also
excess 16.4 ft/s (5 m/s) the flashing annuncia-

GCS (Ground Clutter Suppression) in white.
Indicates that ground clutter suppression is

ANG

tion will alternate between TGT and TRB
(turbulence).
DTA
selected. 103 082 USTB unstabilized in white.
BRG VOR 1 VOR 2 Indicates that antenna stabilization is turned off.
ROSE RR D 12.3 D 34.5H
RA FD ET 2ND
DEV
TST CRS
Mode annunciator in white. Range arc and range in NM.

OFF The arc indicates half of selected range. The
STBY color is cyan in modes STBY, TEST, WX,
TEST WX+T and TURB, dashed white lines in TGT
TGT and a white solid line in MAP.
MODE selector. MAP
Weather radar display is added to the WX Tilt setting annunciator in white.
EHSI sector picture when RR position is WX+T Gain annunciator in white. The tilt settings are annunced to the nearest
selected (and with radar switched on). TURB Selected gain setting out of CAL position is annunced quarter of a degree (+10.5, 5.2).If autotilt is
If hold selected, HOLD will alternate with the by G1, G2 or G3 for reduced gain and G+1, G+2 selected, an A is placed before the tilt angle
selected radar mode. or G+3 for increased. (A+8.5).
C0847
15/5.1 O2
Apr 01/15
Description
15/5.1 O2
Apr 01/15
Description
RDR button. TGT target and TRB turbulence annun-

Enables radar display on MFD. Radar display ciator in yellow.
can be mixed with NAV displya, if both RDR The target mode provides an alert sector
and NAV selected. from 7 to 200 NM and 15 degree of dead
RDR annunciated in green when ahead regardless of the selected range.
button depressed. The TGT annunciator will start to flash and
alert creases up to Red (VIPLevel 3).
If the wind velocity also exceess 16.4 ft/s
(5 m/s) the flashing annunciation will alter-
nate between TGT and TRB (turbulence).
USTB unstabilized in white.

Radar echo display. Indicates that antenna stabilization is
Colors depend on selected radar mode and echo turned off.
level.

GCS (Ground Clutter Suppression) in white. The arc indicates half of selected range. If in
Indicates that ground clutter suppression is RDR or combined RDRNAV mode, range
selected. will be controlled from the radar control
panel. In NAV mode, range is controlled by
the Line buttons, , see AOM 15/1.1.
The color is cyan in modes STBY, TEST,
WX, WXT and TURB, dashes white Lines
Mode annunciator in white. in TGT and a white solid Line in MAP.
OFF
STBY
TEST
TGT
MAP
WX Tilt setting annunciator in white.
WX+T Gain annunciator in white. The tilt setting are annunced to the nearest
TURB Selected gain setting out of CAL position is quarter of degree (+10.5, 5.2). If autotilt is
If hold selected, HOLD will alternate with the annunced by G1, G2 or G3 for reduced selected, an A is placed before the tilt angle
selected radar mode. gain and G+1, G+2 or G+3 for increased. (A+8.5).
A26888
15/5.1 O2
Apr 01/15
Description
15/5.1 O2
Apr 01/15
Description
Yellow PAC alert bar.
Shadowed area. Radar beam absorbing echoes.
A26887
Fig. 5 EHSI/MFD radar picture PAC alert (MFD shown)
15/5.1 O2
Apr 01/15
Description

15/5.1 O2
Apr 01/15
Operation
1. LIMITATIONS
WARNING
Do not operate radar within 60 m / 180 ft of other aircraft being refueled or within 30 m / 90 ft of personnel
in the beam area.
2. NORMAL OPERATION
2.1 POWER UP 1. L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON.
Power is supplied to the radar by L and R AVION switches.

2. MAIN INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON.*
115 V AC and 26 V AC via left AHRS (provided the 26 V switch is in MAIN

INV position) are applied for radar antenna stabilization.
3. MODE selector, weather radar panel . . . . . . . . . . . . . . STBY.
Radar powerized (warm up) but no energy transmitted.

* If dual main 115 V AC and 26 V AC inverts installed:
2.2 POWER DOWN 1. TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET UP MAX.
Tilt max up is for ground safety reasons.

Radar can also be switched off with MODE selector in OFF position.
2.3 TESTING 1. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR.
2. RANGE selector (weather radar panel) . . . . . . . . . . . . 10.

3. MODE selector (weather radar panel) . . . . . . . . . . . . . TEST.
After approx 3060 s a test picture will be displayed.

4. Test picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
Check to comply with Fig. 1.

(Contd)
15/5.2 S
Apr 01/15
Operation
(Contd)
5. Test picture for WXR 200 system.
RED / FLASHING
YELLOW
GREEN
Fig. 1
2.4 OPERATION If radar picture to be displayed on MFD (if installed)

1. RDR pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

If radar picture to be displayed on EHSI
1. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
2. Mode selector (weather radar panel) . . . . . . . . . . . . . . AS REQUIRED
NORM
WX
MAP
3. Mode indication on EHSI/MFD . . . . . . . . . . . . . . . . . . . . CHECK
4. RANGE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
Each click reduces the receiver sensitivity by 6 dbz.

(Contd)
15/5.2 S
Apr 01/15
Operation
(Contd)
By reducing GAIN, weather echoes will gradually disappear from the radar
picture, leaving only the stronger echoes.
Do not leave the GAIN control reduced after use, always return to MAX
position.
6. TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
+10 to 5 is useful for weather detection (with STB selected).

0 to 10 is useful for ground mapping (with STB selected).
7. TGT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT OR
AS REQUIRED
Gives flashing target alert on EHSI (yellow boxed T), when a storm cell is
detected within 50 to 150 NM and 15 degrees ahead of the aircraft regard-
less of range selected.
Helpful if other modes than weather radar has been selected on EFIS (i.e.
compass rose mode).
8. HLD button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Radar picture is held without any update, if selected

(pushon/pushoff button).
9. STB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Enables stabilization of radar antenna.

10. Radar picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Adjust picture with RANGE, GAIN, TILT and display intensity for best re-
sults.
15/5.2 S
Apr 01/15
Operation
15/5.2 S
Apr 01/15
Operation
1. LIMITATIONS
WARNING
in the beam area.
2. NORMAL OPERATION

2. MAIN INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON.*


2.2 POWER DOWN 1. TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET UP MAX.

2.3 TESTING 1. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR.
2. RANGE selector (weather radar panel) . . . . . . . . . . . . 10.

3. MODE selector (weather radar panel) . . . . . . . . . . . . . TEST.

4. Test picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.

(Contd)
15/5.2 O1
Apr 01/15
Operation
(Contd)
5. Test picture for WXR 350 system.
YELLOW
MAGENTA
RED / FLASHING
YELLOW
GREEN
Fig. 1


NORM
WX
MAP
5. GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
Each click reduces the receiver sensitivity by 6 dbz.

(Contd)
15/5.2 O1
Apr 01/15
Operation
(Contd)
Do not leave the GAIN control reduced after use, always return to MAX
position.

7. TGT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT OR
AS REQUIRED
Gives flashing target alert on EHSI (yellow boxed T), when a storm cell is
detected within 50 to 150 NM and 15 degrees ahead of the aircraft regard-
less of range selected.
Helpful if other modes than weather radar has been selected on EFIS (i.e.
compass rose mode).


sults.
15/5.2 O1
Apr 01/15
Operation
15/5.2 O1
Apr 01/15
Operation
1. LIMITATIONS
WARNING
in the beam area.
2. NORMAL OPERATION

2. MAIN INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON*

3. MODE selector, weather radar panel . . . . . . . . . . . . . . STBY

2.2 POWER DOWN 1. TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET UP MAX

2. MODE selector, weather radar panel . . . . . . . . . . . . . . STBY
2.3 TESTING 1. Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
2. RANGE selector (weather radar panel) . . . . . . . . . . . . ANY POSITION.

3. MODE selector (weather radar panel) . . . . . . . . . . . . . TEST

4. Test picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

(Contd)
15/5.2 O2
Apr 01/15
Operation
(Contd)
5. Test picture for TWR 850 system.
B3638
Fig. 1


TGT
MAP
WX
WX+T
TURB
(Contd)
15/5.2 O2
Apr 01/15
Operation
(Contd)
5. SEC button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
120 degrees scan

60 degrees scan
6. GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAL
Each click out of CAL position reduces (1, 2, 4,) or

increases (+1, +2, +3) the receiver sensitivity by 6 dbz.
Do not leave the GAIN control reduced after use, always return to CAL pos-
ition.

8. AUTO switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Autotilt is selected when switch is pulled out.



11. GCS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Ground clutter suppression reduces the intensity of ground returns, if se-

lected (pushon/pushoff button).
sults.
15/5.2 O2
Apr 01/15
Operation
15/5.2 O2
Apr 01/15
Operation
2.5 GAIN Operators must recognize that reducing the gain of the system reduces the
CONTROL effective range and the sensitivity of the system. The variable GAIN control
should only be used to reduce the receivers sensitivity to aid in determining
the relative intensity of multiple thunderstorms and locating embedded cells in
a rain front at low altitude and in terminal areas not to locate a path to pene-
trate the storm area. As the gain is reduced the red areas of the target will
eventually be displayed as yellow and the yellow areas will turn into green.
The red area that is the last to change to next lower level is the strongest part
of the target. If there is a large area of red displayed and the pilot desires to
know which way to deviate to avoid the strongest part of the cell, he may re-
duce the gain slowly and note which part of the target remains red longest.
That is the strongest part of the red return and the area to avoid by the great-
est distance.
Reducing the gain when ground mapping through light rainfall will clear up the
ground picture. GAIN is flashed on the display whenever a reduced gain
mode is selected. Do not leave the GAIN control reduced after use, always
return to MAX (CAL for TWR 850) position.
WXR 200
How to see the difference between a strong cell and a severe thunderstorm.
Example:
Red color comes on at a reflectivity over 40 dbz.
Strong and very strong cells have reflectivities in excess of 40 dbz.
Severe thunderstorms have reflectivities in excess of 50 dbz.
Each click on the GAIN control reduces the receiver sensitivity with 6 dbz.
All cells in a weather system that still indicates red after the GAIN has been
reduced two clicks, must be treated as severe thunderstorms.
WXR 350/TWR 850
The WXR 350 weather radar has a fifth color, magenta, which comes on at a
reflectivity exceeding 50 dbz.
2.6 HOLD BUTTON The (weather) hold function allows the pilot to evaluate storm direction and
rate of movement relative to the aircrafts present heading. The hold function
will provide the greatest assistance when used on longer ranges. On shorter
ranges, the weather situation can change too rapidly to justify using the hold
function.
15/5.2
PAGE 5
Apr 01/15
Operation
2.7 TILT SETTINGS The radar beam is a narrow cone with a beam width of 6 for 18 inch antenna,
(with STB 7 for 14 antenna and 8 for 12 inch antenna and it sweeps in a plane relative
selected) to earth. The tilt control is used to vary the sweep of the beam up or down with
respect to the plane of the earth. The key to best weather radar effectivity is
precision antenna tilt management for detection, analyzing and avoiding haz-
ardous convective weather handling of the TILT control allows the pilot to
measure precipitation densities, the height of a storm, rain core shapes, rain
gradients or even distinguish between weather and ground echoes. De-
scribed further on are some technics to manipulate the TILT control for best
weather detections.
1. Finding the calibrated 0 tilt
With STB selected the 0 index on the TILT control should normally position
the radar beam in parallel to the surface of the earth. (We can ignore the earth
curvature up to 60 NM distances.) This will be true only if the radar antenna
has been properly aligned with precision instruments like by the aircraft
manufacture. However, experience has shown that the alignment will some-
times deviate after workshop visits and overhauls of the radar system. There-
fore the tilt index must be checked and calibrated before the pilot can rely on
the tilt effectivity.
If we bear in mind that everything connected with tilt management is angular,
we will find that when tilt is changed in degrees, the beam is displaced up or
down a certain numbers of feet dependent on the distance from the aircraft.
The numbers of feet at a particular distance can easily be calculated by this
formula:
distance x 100 = feet per degree.
One degree of tilt change moves the beam up or down 100 feet at one NM
from he antenna.
At 5 NM the movement is 5 x 100 = 500 feet. At 12,5 NM; 12,5 x 100 = 1250
feet etc. This formula can now easily be applied to determine the time zero tilt.
On a clear day, start with level off the aircraft and set a normal cruise speed,
over flat terrain.
With STB selected, turn the tilt down until the ground echo is displayed from
the range arc and out. Then identify the altitude AGL and the arc range in the
following table. By adjusting the tilt with the value taken from the table, the
radar beam will be leveled in parallel with the surface of the earth . Now, any
difference between this tilt setting and the 0 TILT index is a result of misalign-
ment.
(Contd)
15/5.2
PAGE 6
Apr 01/15
Operation
(Contd)
12 INCH ANTENNA (WXR 200)
ALTITUDE Arc range

AGL 5 nm 12,5 nm 25 nm 50 nm
2 000 0 2.5 3 3.5
4 000 + 4 1 2.5 3
6 000 + 8 + 1 1.5 2.5
8 000 + 12 + 2.5 1 2.5
10 000 + 16 + 4 0 2
12 000 + 5.5 + 1 1.5
14 000 + 7 + 1.5 1
16 000 + 9 + 2.5 1
18 000 + 10.5 + 3 0.5
20 000 + 12 + 4 0
22 000 + 13.5 + 5 + 0.5
25 000 + 16 + 6 + 1
27 000 + 7 + 1.5
29 000 + 7.5 + 2
31 000 + 8.5 + 2.5
14 INCH ANTENNA (TWR 850)
ALTITUDE Arc range

AGL 5 nm 12,5 nm 25 nm 50 nm
2 000 + 0.5 2 2.5 3
4 000 + 4.5 0.5 2 2.5
6 000 + 8.5 + 1.5 1 2
8 000 + 12.5 + 3 0.5 2
10 000 + 16.5 + 4.5 + 0.5 1.5
12 000 + 6 + 1.5 1
14 000 + 7.5 + 2 0.5
16 000 + 9.5 + 3 0.5
18 000 + 11 + 3.5 0
20 000 + 12.5 + 4.5 + 0.5
22 000 + 14 + 5.5 + 1
25 000 + 16.5 + 6.5 + 1.5
27 000 + 7,5 + 2
29 000 + 8 + 2.5
31 000 + 9 + 3
(Contd)
15/5.2
PAGE 7
Apr 01/15
Operation
(Contd)
ALTITUDE Arc range

AGL 5 nm 12,5 nm 25 nm 50 nm
2 000 + 1 1.5 2 2.5
4 000 + 5 0 1.5 2
6 000 + 9 + 2 0.5 1.5
8 000 + 13 + 3.5 0 1.5
10 000 + 17 + 5 + 1 1
12 000 + 6.5 + 2 0.5
14 000 + 8 + 2.5 0
16 000 + 10 + 3.5 0
18 000 + 11.5 + 4 + 0.5
20 000 + 13 + 5 + 1
22 000 + 14.5 + 6 + 1.5
25 000 + 17 + 7 + 2
27 000 + 8 + 2.5
29 000 + 8.5 + 3
31 000 + 9.5 + 3.5
2. The parked position

Any time when not operating the radar RANGE and TILT controls the radar
should be set to the parked position. The idea is to set up the radar so that the
radar beam slightly tilted down to provide ground returns from a certain dis-
tance and outwards relative the selected range. With this setting on the radar
the pilot is given a fast and certain mean to insure the radar is functioning and
most important, a possibility to recognize radar shadows.
With ground returns displayed on the indicator;
any prominent echo that works back inside the ground returns is probable
weather.
any echo that can not be identified as a city, hill, mountain peak or geologi-
cal structure is a weather system.
if black areas start to grow from the outer edge of the ground return on the
indicator and inwards, the aircraft is approaching a radar shadow.
any echoes that changes rapidly in size, shape or intensity is a dynamic
weather system.
If the indicator goes totally black, the radar has failed.
(Contd)
15/5.2
PAGE 8
Apr 01/15
Operation
(Contd)
With the parked position selected, the pilot can also easily measure the clear-
ance to an object. Suppose that an echo working back toward the aircraft, is
fading out at the 30 NM range. The echo has faded because it has worked
back under the radar beam. Fading out at 30 NM means that the echo what-
ever it is will be cleared by about 12001500 feet (depending on which an-
tenna). If the echo fades out at 2 NM it will be cleared by less than 8001000
feet, if at all. The formula is: half the beam width + 1 x range x 100. Beam width
is 6 for 18 inch antenna, 7 for 14 inch and 8 for 12 inch.
To find the parked position, set the tilt down one degree. Then adjust the
range control so that the ground is being painted on the outer onethird
to onehalf of the indicator. The following table shows range setting versus
altitude and distance from where the ground return is painted.
ALTITUDE Distance from where ground Radar range

AGL return is painted in nm. setting
2000 4
10
4000 8
6000 12
8000 16 25
10000 20
12000 24
14000 28
16000 32 50
18000 36
20000 40
22000 44
25000 50
27000 54 100
29000 58
31000 62
(Contd)
15/5.2
PAGE 9
Apr 01/15
Operation
(Contd)
14 INCH ANTENNA (TWR 850)

2000 4.5 10
4000 9
6000 13.5 25
8000 18
10000 22.5
12000 27
14000 31 50
16000 35.5
18000 40
20000 44.5
22000 49
25000 55.5 100
27000 60
29000 64.5
31000 69

2000 5 10
4000 10
6000 15 25
8000 20
10000 25
12000 30 50
14000 35
16000 40
18000 45
20000 50
22000 55 100
25000 63
27000 68
29000 73
31000 76
(Contd)
15/5.2
PAGE 10
Apr 01/15
Operation
(Contd)
3. Tilt up position
If the tilt is precisely positioned so the bottom of the beam sweeps on a plane
parallel to the earths surface, the radar will detect and display objects that
intrude through the flight level of the aircraft. This tilt position can be set by
using a simple technique.
Set the tilt so that ground returns are being displayed for example from the 50
NM arc outward. Then drop the thousands from the aircraft height (AGL), di-
vided by 5, and move the tilt up that number of degrees
Example:
Flying at flight level 210, assume that the present ground elevation is 1000
feet, the height AGL will be about 20000 feet, and 20 divided by 5 equals 4.
Then note the tilt setting with the bottom of the beam sweeping on the 50 NM
arc, then increase tilt by the number of degrees equal to the calculation (4 de-
grees).
The calculation can also be made with other range settings.
NM arc Divided by
5 0.5
12.5 1.25
25 2.5
50 5
100 10
150 15
If finding the calibrated 0 tilt technique has been conducted. The Tilt up posi-
tion can also be performed by moving the tilt up onehalf beam width from the
calibrated 0 tilt position.
Onehalf beam width is: 3 for 18 inch antenna, 3.5 for 14 inch antenna and
4 for 12 inch antenna.
4. Measure the height of a radar target
The tilt can also be used to determine the height of a radar target. Slowly in-
crease the tilt in 1 increments from the setting calculated above until the
echo becomes so weak that it almost disappears from the display. The bottom
of the beam is now barely overscanning the top of the target. Now calculate
the height of the target relative to the aircrafts altitude with this formula:
Distance to the target multiplied by 100 multiplied by the number of degrees
the tilt was increased equals targets radar height.
(Contd)
15/5.2
PAGE 11
Apr 01/15
Operation
(Contd)
Example:
A target is displayed at 50 NM with the bottom of the beam leveled at the air-
craft altitude. After increasing tilt, the echo disappeared at 4. Now calculate
the height of the target like this:
50 x 100 x 4 = 20000 feet
The radar top of the target is 20000 feet above the aircraft.
Observe that this method measures the radar top of the target, it does not
measure total storm height, hazards may exist several thousands feet above
the radar top. The method can also be used to measure radar tops below the
aircraft altitude in the same manner by adjust the tilt downward . The method
will work with airborne radars out to a distance of 60 NM. Beyond that, the
curvature of the earth and some other factors render it unreliable.
A repetition of the height determining method is recommended in 2 to 3 min-
ute intervals when approaching a weather system to monitor whether the
storm is growing in height or dissipating. Rapid growth in radar height of the
weather above 20000 to 30000 feet, indicates a very hazardous weather sys-
tem. Experience has proven that the hazards associated with a weather sys-
tem are directly proportional to its radar height. In terminal areas, any storm
with a radar top exceeding 20000 feet AGL is a potential killer.
5. + 10 tilt.
Sometimes there is just no time for much knob tweaking and calculating dur-
ing a busy approach. In those cases the + 10 on the tilt method is to prefer.
Execute the method every 2 minutes for best efficiency. With + 10 on the tilt,
echoes displayed at distances of 25 NM or more have radar tops of at least
25000 feet above the present altitude and echoes at 15 NM or more have ra-
dar tops of more than 15000 feet above present aircraft altitude. Never leave
the tilt at + 10 for more than a 510 sweeps at most. Always return to the
Parked position.
2.8 PREFLIGHT Make it a part of preflight to check the radar prior to leaving the ramp. Set the
AND CLIMB Mode selector to TEST.
OUT TIPS While taxiing or when the aircraft is clear of terminal area and other aircraft,
select the shortest range on the radar panel, set the Mode selector to WX, and
then adjust the antenna tilt downward until ground echoes appear at the bot-
tom of the display. This is a confidence check to ensure the radar is operation-
al.
Tilt the antenna upward and use the radar to determine the weather situation
around the airport while taxiing and lined up, especially in darkness (make
sure to be clear of other aircraft).
(Contd)
15/5.2
PAGE 12
Apr 01/15
Operation
(Contd)
The best radar performance and confidence check is while airborne. The
check is quite simple, if the radar can not display ground returns to a distance
of at least 100 NM it can not be trusted. It is convenient to perform the check at
10000 feet because at 10000 feet the line of sight is just 100 NM. Perform the
check as the aircraft is climbing through 10000 feet AGL. With STB selected,
set RANGE at 200 NM and the TILT control at 1. Now check radar picture
when passing through 10000 feet. There should be ground returns displayed
out to a distance of at least 100 NM.
2.9 AVOIDANCE Along squall lines, individual cells are in different stages of development.
PATH Areas between closely spaced, intense echoes may contain developing
PLANNING clouds not having enough moisture to produce an echo. The lightest level
(green) may or may not be displayed, which would indicate light rainfall rates
or no rainfall; yet, these areas could have strong updrafts or downdrafts. In
penetrating a squall line, fly as far from building cells as possible. Avoid con-
toured areas of the display (areas of intense turbulence) by at least 10 miles or
more, whenever possible. Targets showing wide areas of green are generally
precipitation without severe turbulence.
Avoid all cells containing magenta and red areas by at least 20 miles, if pos-
sible.
Avoid to deviate downwind unless absolutely necessary. The changes of en-
countering severe turbulence and damaging hail are greatly reduced by se-
lecting the upwind side of a storm.
2.10 TERMINAL There are three Lifeanddeath rules for terminal area:
AREAS
With +10 tilt, any echo that appears on the display at 20 NM or greater
must be avoided regardless if it is contouring or not.
With +10 tilt, any echo giving contours regardless of distance must be
avoided no matter how high it is.
With +10 tilt and aircraft in landing configuration, if any contouring echo is
detected within 5 NM and can not be avoided, perform immediate go
around. If lined up for takeoff, do not go.
Also on an approach, do not hesitate to ask the controller how the weather
looks like from the tower side. Ask questions like the following:
What does the weather look like from your position?
How long time ago did the weather develop?
Does the weather seem to be dissipating or growing?
Is the weather moving?
(Contd)
15/5.2
PAGE 13
Apr 01/15
Operation
(Contd)
At what speed and direction is it moving?
Is the weather in a line?
2.11 RADAR Extremely heavy rainfall can reduce the ability of the radar waves to penetrate
SHADOW and present a full picture of the weather area. This condition is referred to as
radar attenuation. It is a case where ground returns can be helpful in analyz-
ing the weather situation. Tilt the antenna down and observe the ground re-
turns around the radar echo. With very heavy intervening rain, the ground re-
turns behind the echo will not be present but rather will appear as a shadow.
This may indicate a larger area of precipitation than appears on the indicator.
Shadowing storms will also contain microbursts, downbursts, larger hail, ex-
treme turbulence and very possibly, tornadoes. Never fly toward a radar shad-
ow, always avoid penetrating a shadowed area. Standing on the ground and
scanning a storm with +5 till +15 tilt. If the storm echo appears bowed or
crescent shaped, arcing away from the radar, opposite to the range arc on the
display, it is a shadow producing severe thunderstorm. Another indication is
also a dip on the backside of the echo pointing toward the radar.
THE ULTIMATE RADAR RULE IS:

NEVER EVER CONTINUE FLIGHT TOWARD A RADAR SHADOW.
2.12 THUNDER- The most intense echoes are severe thunderstorms with a reflectivity in ex-
STORMS cess of 50 dbz. Remember that hail may fall several miles from the cloud. It is
also important to bear in mind that radar detects presence of precipitation.
Storm associated turbulence without precipitation can extend several thou-
sand feet above a storm and outward more than 20 miles. The pilot should
avoid the most intense echoes by at least 20 miles, if possible. Thunderstorm
development is rapid. A course that appears clear may contain cells a short
time later. When viewing the shorter ranges, periodically select one of the lon-
ger ranges to observe distant conditions. This permits early planning of nec-
essary avoidance maneuvers. Do not be fooled by the size of an echo. Even
an echo as small as 1500 feet in diameter may produce extreme danger.
Studies have shown that thunderstorms tend to travel in the direction of the
winds around the 10000foot level. New cells generally form on the side of the
cloud in the direction toward which it is moving, usually an easterly direction.
Newly developing cells often do not contain sufficient water to reflect an echo,
yet, they can cause severe turbulence. In general, detour to the diminishing
side of thunderstorms, especially if passing at close range
See 2.5 GAIN CONTROL for how to identify severe thunderstorms.
15/5.2
PAGE 14
Apr 01/15
Operation
2.13 TORNADOES The extreme case of severe turbulence is a tornado. Cumulonimbusmamatus

clouds producing tornadoes have, in a few instances, been related to a char-
acteristic target display. The display is not usually different from that of a regu-
lar thunderstorm.
Radar display of clouds, from which tornadoes were confirmed, have, on oc-
casion, shown the formation of a hook pattern in connection with the tornado.
A narrow, fingerlike portion extends from the cloud display and, in a short time,
curls into a hook and closes on itself. Other echoes associated with tornadoes
are Vshaped notches and doughnut shapes. These shapes do not always
indicate tornadoes, nor are tornado echoes limited to these characteristic
patterns. Of the confirmed radar observation of tornadoes from target thun-
derstorms, most displays have not shown shapes different from those of a
normal thunderstorm display.
Conditions conductive to tornado formation produce severe updrafts and
downdrafts that carry large amounts of water to great heights. Contouring
areas (WX mode) with steep rainfall gradients that produce echoes at high
altitudes (TILT control up more than usual) are indicative of tornadoforming
conditions. In no case should these areas be penetrated. Avoid them by a
margin of at least 20 miles, since turbulence extends outward from the echo-
producing area for larger distances.
2.14 HAIL Hail results from updrafts carrying water high enough to freeze. Consequent-
ly, the greater height of a thunderstorm echo, the greater the probability that it
contains hail. An estimate of the height can be made by the amount of anten-
na uptilt required to view the upper part of the target echo. In the upper regions
of a cloud where ice particles are dry (no liquid coating on the particle),
echoes will be less intense. Liquid water reflects about 5 times more radar
energy than solid ice particles of the same mass. Since hailstones are consid-
erably larger than water drops and are usually coated with a thin layer of liquid
water, the echo intensity from wet hail is greater than that from rainfall. Thun-
derstorm targets having an intensity greater than that associated with maxi-
mum rainfall will most likely contain hail.
It is not always possible to determine from the display, whether the echo is
from hail or rain. Instances have been reported of hail targets producing fing-
erlike protrusions up to 5 miles long and blunt protuberances up to 3 miles
from the edge of a thunderstorm echoes. In parts of the world were hail occurs
often, contouring extensions (WX mode) from thunderstorms generally indi-
cate the presence of hail. This same type of display is also associated with
new convective cells that may not yet contain hail.
(Contd)
15/5.2
PAGE 15
Apr 01/15
Operation
(Contd)
As with tornadoes, there are no uniquely distinctive displays that are, in all
cases, associated with hail. Protruding fingers, hooks, scalloped edges, and
Ushapes are display shapes that have been associated with hail, yet hail
echoes are not limited to these shapes. These displays, however, do indicate
areas of severe turbulence and must be avoided by a wide margin.
Echoes from hail can appear quickly and along any edge of a storm cell.
These echoes can also change in shape and intensity in a vary short period of
time. For this reason, close and careful monitoring of the display is required.
2.15 ORDER OF Most reflective WET HAIL

REFLECTANCE
RAIN
ICE CRYSTALS
WET SNOW
DRY HAIL
Least reflective DRY SNOW
2.16 RADAR ECHO ROUND OR OVAL

Convective rain shower and general storm cells tend to produce a round or
oval echo. They should never be penetrated, but either one can be
approached to within a couple of miles. The circumnavigation distances
should be greater the more the shape deviates from round to oval.
(Contd)
15/5.2
PAGE 16
Apr 01/15
Operation
(Contd)
STEEP GRADIENT
Gradient is the distance from the outer edge of the echo to the red color which
is the core of the cell. The rain gradient depicted in an echo is directly propor-
tional to vertical shear potential. The steeper the gradient, the greater the po-
tential for severe vertical shears and also horizontal shears near the ground.
SCALLOPED EDGES
Echoes with a wavy scalloped edge is quite typical for a hail producing storm.
Presence of extreme hail shafts exist if the echo also shows protrusions, pro-
tuberances, Ushapes, hooks and fingers.
HOOKS, FINGERS AND NOTCHES

Vshaped or Ushaped notches indicate extreme vertical shear. A finger that
appears to curl into a hook or closes into a loop is an indication of suspected
tornadoes. Be aware of large hooks protruding from the echo.
(Contd)
15/5.2
PAGE 17
Apr 01/15
Operation
(Contd)
PENDANT
An echo shaped like a pendant is a sign of a tornado producing storm. Most
major tornado producing storms have had this shape. A notch in the large end
indicates a strong wind aloft blowing towards the large end from the small end.
Variations of the pendant shape can also be echoes looking like a frying pan, a
heart or a spearpoint. The echo normally moves towards the notched end.
HOURGLASS
A two cell connected together relationship should be carefully avoided. In
such a complex combination, one cell will frequently become dominant and
suching the energy and moisture from the weaker cell. This kind of develop-
ment can result in an weather explosion producing extreme microbursts with
surface gusts above 70 knots. Also expect extreme rain. This entire event is
very rapid and may occur as fast as five minutes.
BUILDING AND DISSIPATING ECHOES

A storm which has passed through mature stage and has begun to dissipate
shows an echo with an indistinct and fuzzy appearance along the outer pe-
riphery. It will still be dangerous but with some patients, it will dissipate into a
non dangerous area of heavy rain. Small echoes with a hard crisp look is a
characteristic shape of a growing storm. Be very carefully about about over
flying any growing storms, seems the development very rapid and well in ex-
cess of 6000 feet per minute.
15/5.2
PAGE 18
Apr 01/15
Operation
NORMAL PROCEDURES
APPENDICES.
B3199
15/5.2
PAGE 19
Apr 01/15
Operation
NORMAL PROCEDURES
APPENDICES.
B3200
15/5.2
PAGE 20
Apr 01/15
Operation
NORMAL PROCEDURES
APPENDICES.
B3201
15/5.2
PAGE 21
Apr 01/15
Operation
NORMAL PROCEDURES
APPENDICES.
B3202
15/5.2
PAGE 22
Apr 01/15
Operation
NORMAL PROCEDURES
APPENDICES.
B3203
15/5.2
PAGE 23
Apr 01/15
Operation
NORMAL PROCEDURES
APPENDICES.
B3204
15/5.2
PAGE 24
Apr 01/15
Operation
NORMAL PROCEDURES
APPENDICES.
15/5.2
PAGE 25
Apr 01/15
Operation
3.1 POWER INDICATIONS

SUPPLY No radar picture and the weather radar mode annunciator on EHSI/MFD indi-
FAILURE cates OFF, regardless of the radar MODE selector setting.
ACTIONS
1. CB, M14 (WX RADAR PWR) . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.2 NO RADAR ACTIONS

PICTURE
1. GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. CB, M14 (WX RADAR PWR) . . . . . . . . . . . . . . . . . . . . CHECK/RESET

3. Try the other EHSI or MFD.
3.3 ANTENNA INDICATIONS

STABILIZATION Parts of the radar picture disappears with roll or pitch movements of the air-
FAILURE craft.
ACTIONS
1. STB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IF
SELECTED
2. MAIN INV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK*

3. 26 V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK*
Check to be in MAIN INV position.

4. CB, M13 (WX RADAR STAB) . . . . . . . . . . . . . . . . . . . CHECK/RESET
5. If still stabilization failure use the radar when flying wing level and make
correction for aircraft pitch attitude, with the manual TILT control.
NOTE
WXR 200 is only stabilized in pitch causing parts of the radar picture to disappear
with roll movements of the aircraft.
(Contd)
15/5.2
PAGE 26
Apr 01/15
Operation
(Contd)
* If dual 115 V AC and 26 V AC inverters installed:
2. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Select second inverter.
3.4 ANTENNA TILT INDICATIONS

FAILURE No response from TILT control setting.
ACTIONS
1. MAIN INV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK*
2. 26 V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK*
Check to be in MAIN INV position.

3. CB, M13 (WX RADAR STAB) . . . . . . . . . . . . . . . . . . . CHECK/RESET
4. GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

* If dual 115 V AC and 26 V AC inverters installed:
2. INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Select second inverter.
15/5.2
PAGE 27
Apr 01/15
Operation
15/5.2
PAGE 28
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATC TRANSPONDER
Description
1. GENERAL sages. In Mode S each transponder acquires a

unique identity and responds when interrogated
The Air Traffic Control (ATC) transponder is used to
according to that identity. Mode S transponder is
receive and reply to interrogations from ground sta-
used in combination with TCAS.
tions by transmitting information consisting of air-
craft identifier (code number) and if selected, the The identification code is set by the pilot and stored
operating altitude of the aircraft. in the transponder. The altitude information is re-
ceived as a code from an encoder in the altimeter.
2. MAIN COMPONENTS AND SUBSYSTEMS A reply is recognized by illumination of the light in
the IDENT button on the control unit. The trans-
2.1 Control unit ponder can also produce a special identification
pulse which is used on request by the ATC
The control unit is common to both system 1 and 2
(if two systems installed). It is provided with a (Squawk IDENT). The pulse which is repeated
switch (dual system only), permitting only one sys- during approx 20 seconds is triggered by the ID-
tem at the time to be active. ENTbutton on the control unit.
The inhibit circuits of the transponder and DME sys-
2.2 Transmitter
tems are interconnected in order to avoid interfer-
The interrogation and reply modes: ence between the transponder and the DME. The
transponder is inhibited when the DME transmits
Selector in ON position:
and vice versa.
Transponder replies to Mode A interrogations
with Ident code. 2.3 Antenna
Selector in ALT position:
Transponder replies to Mode A and Mode C The antennas are located on the bottom of the fu-
interrogations with ident code and flight altitude. selage just forward of the wing.
If Mode S transponder installed: If Mode S transponder installed:

Selector in ALT position: Two antennas per transponder are installed, one on
Transponder replies to Mode A and Mode C the top and the other on the bottom of the fuselage.
interrogations with ident code and flight altitude. This provides for more reliable airtoair surveil-
The transponder is also capable of discrete ad- lance and communications.
dressing and sending/receiving data link mes-
Antenna
TRANSPONDER
Encoding
Control unit Altimeter
(L/H side)
Fig. 1 ATC Transponder schematic
15/6.1 C
Apr 01/15
Description
2.4 Enhanced Air Traffic Service Barometrical Altitude

(ADSBNRA) Aircraft Identification
Emergency status and Emergency Indicator,
Operational benefits of the Automatic Dependent
7500, 7600 or 7700 if selected
SurveillanceBroadcast (ADSB) application in-
clude the enhancement of the Air Traffic Control Version number, to indicate which version of
Service (ATC) in current nonradar airspace (NRA). ADSB is installed
ADSBNRA (Mod. No. 3443) provides ATC with Ground Speed
improved situational awareness of aircraft positions The ADSB system needs the following pilot pre-
and in consequence, appropriate separation minima flight data insertion via transponder control head:
are applied depending on the environment and the
Flight or tail number as filed in the ATS flight
approval by the national aviation authority.
plan. If the identification consists of less than 7
Nonradar airspace is controlled using procedural characters, no noughts, dashes or spaces shall
methods which demand large separations. be added
ADSBNRA separation minima are smaller than An inoperative FMS results in loss of position data.
those used in nonradar airspace. Alerting services Remaining data will continuously be transmitted.
in nonradar airspace are also enhanced by more When indication of the broadcast position is erro-
accurate information on the latest positions of air- neous, e.g. GPS anomalies, the relevant ATC must
craft. be informed using any published contingency pro-
Direct pilot to ATC voice communication is not re- cedure.
placed by ADSBNRA operations and must be The ADSBNRA function can only be deselected
available at all times. by setting the transponder in STBY.
The ADSBNRA system transmits the following With Mod. No. 3443 installed the system complies
information to ATC: with AMC 2024.
Aircraft specific ICAO 24 bit address
Horizontal position (latitude and longitude) and
accuracy, as calculated by the FMS/GPS
ADC
Barometric Altitude
FMS ATC Transponder

Position Version Number
Velocity ICAO Mode S address
Position Quality Indicator
ATC control panel

Flight ID
Ident
Emergency
Fig. 2 ADSBNRA schematic
15/6.1 C
Apr 01/15
Description
3. CONTROLS
Ident code display.

Displays selected code.
Transponder selector.
1 Transponder 1 active.
2 Transponder 2 active (if installed).
A Altitude/Ident display.
Normally blank except when:
A CONTROL UNIT TEST button pressed:
Aircraft altitude in 100 feet increments.
Collins
IDENT button pressed:
A
C 1 ID comes on for approx 15s.
T
Reply indication.
TX 2
Comes on each time an interrogation is
ATC
ON ALT
replied.
STBY IDENT
Code selector.
TEST PRE
Range 00007777
The larger knob controls the two left digits,
and the smaller knob the two right digits.
Photocell.
Controls display brightness. PRE button.
To store a code in the nonvolatile memory:
Function selector. Press and hold PRE button while selecting
a code for storage, then release button.
STBY Power applied but prevented from
transmitting replies. To recall preset code:
ON Mode A. Transponder replies with Momentarily press PRE button.
selected code.
Ident button.
ALT Mode C. Transponder replies with both When momentarily pressed, the system will
selected code and altitude information. transmit an ident pulse for appr. 15 s.
(Squawk)
ACT Light.
ACT flashes continuously if the reply code is TEST button.
not the same as the code shown in the display. Control unit enters Diagnostic Fail Code mode
(maintenance).
A11227
Fig. 3 ATC Transponder controls
15/6.1 C
Apr 01/15
Description
15/6.1 C
Apr 01/15
Description
1. GENERAL ing to that identity. Mode S transponder is used in

combination with ACAS/TCAS.
Selector in FID position:
A flight identification code (FID) can be selected.
tions and other ACAS/TCAS equipped aircraft by
Once the code is entered the transponder will
transmitting information consisting of aircraft identi-
automatically transmit the the flight ID.
fier (code number) and if selected, the operating
altitude of the aircraft. If selected, the transponder The identification code is set by the pilot and stored
also transmits a flight ID code. in the transponder. The altitude information is re-
2. MAIN COMPONENTS AND SUBSYSTEMS A reply is recognized by illumination of the light in
2.1 Control unit ponder can also produce a special identification
The control unit is common to both system 1 and pulse which is used on request by the ATC
system 2. It is provided with a switch, permitting (Squawk IDENT). The pulse which is repeated
only one system at a time to be active. during approx 20 seconds is triggered by the ID-
ENTbutton on the control unit.
2.2 Transmitter
The inhibit circuits of the transponder and DME sys-
The interrogation and reply modes: tems are interconnected in order to avoid interfer-
Selector in ON position: ence between the transponder and the DME. The
Transponder replies to Mode A and Mode S inter- transponder is inhibited when the DME transmits
rogations with Ident code and flight ID. and vice versa.
Selector in ALT position: 2.3 Antenna
Transponder replies to Mode A, Mode C and
Mode S interrogations with ident code, flight alti- Two antennas per transponder are installed, one on
tude and flight ID. The transponder is also capa- the top and the other on the bottom of the fuselage.
ble of discrete addressing and sending/receiving This provides for more reliable airtoair surveil-
data link messages. lance and communications. The antenna is con-
In Mode S each transponder acquires a unique nected to the selected Transponder in use by a
identity and responds when interrogated accord- coax relay.
Antenna
TRANSPONDER
Encoding
(L/H side)
15/6.1 CO
Applicable to aircraft with Mod. No. 3134 installed (Elementary Apr 01/15
surveillance)
Description

ADC
Barometric Altitude
FMS ATC Transponder

ATC control panel

Flight ID
Ident
Emergency
15/6.1 CO
surveillance)
Description
3. CONTROLS
A Ident code display.

Altitude/Ident display.
Normally blank except when:
TEST button pressed:
Aircraft altitude in 100 feet increments.
IDENT button pressed:
ID comes on for approx 15s.
Flight ID is entered.
A CONTROL UNIT
Collins
Pushbutton toggles between transponder 1
A active (1 illuminated) and transponder 2
1
C
T
active (2 illuminated).
TX 2 Reply indication.
ATC Comes on each time an interrogation is
STBY
ON ALT
FID
IDENT replied.
Code selector.
TEST PRE
Range 00007777
The larger knob controls the two left digits,
and the smaller knob the two right digits.
Photocell.
Controls display brightness. PRE button.
To store a code in the nonvolatile memory:
Function selector.
Press and hold PRE button while selecting
STBY Power applied but prevented from a code for storage, then release button.
transmitting replies.
To recall preset code:
ON Mode A and S. Transponder replies
Momentarily press PRE button.
with selected code and flight ID.
ALT Mode A, C and S. Transponder replies
with selected code, altitude information Ident button.
and flight ID. When momentarily pressed, the system will
FID With the selector in FID, a flight ID can transmit an ident pulse for appr. 15 s.
be entered using the selector knobs. (Squawk)
ACT Light. TEST button.

ACT flashes continuously if the reply code is Control unit enters Diagnostic Fail Code mode
not equal to the code shown in the display. (maintenance).
If the Transponder selector is in position 1,
select position 2 or conversely. NOTE:
If Mod No 3271 or 3361 is installed, replies to
C1835
ATCRBS and AllCall interrogations are automatic-
ally inhibited when WeightonWheels is activated.
Fig. 3 ATC Transponder with elementary surveillance controls
15/6.1 CO
surveillance)
Description
15/6.1 CO
surveillance)
Description
1. GENERAL The identification code is set by the pilot and stored

in the transponder. The altitude information is re-
A reply is recognized by illumination of the light in
craft identifier (code number) and if selected, the
ponder can also produce a special identification
operating altitude of the aircraft.
2. MAIN COMPONENTS AND SUBSYSTEMS (Squawk IDENT). The pulse which is repeated
during approx 20 seconds is triggered by the ID-
2.1 Control unit ENTbutton on the control unit.
The control unit is common to both system 1 and 2 The inhibit circuits of the transponder and DME sys-
(if two systems installed). It is provided with a tems are interconnected in order to avoid interfer-
switch (dual system only), permitting only one sys- ence between the transponder and the DME. The
tem at the time to be active. transponder is inhibited when the DME transmits
and vice versa.
2.2 Transmitter
2.3 Antenna
The interrogation and reply modes:
The antennas are located on the bottom of the fu-
selage just forward of the wing.
with Ident code.
Transponder replies to Mode A and Mode C in-
terrogations with ident code and flight altitude.
Antenna
TRANSPONDER
Encoding
(L/H side)
15/6.1 K
KING PAGE 1
Apr 01/15
Description

ADC
Barometric Altitude
FMS ATC Transponder

ATC control panel

Flight ID
Ident
Emergency
15/6.1 K
KING PAGE 2
Apr 01/15
Description
3. CONTROLS
Ident button.
When momentarily pressed, the system
transmit an ident pulse and the IDT dis-
play comes on, for approx. 20 s.
Photocell.
A
Ident code display.
Reply indication.
replied when selector in TEST.
A CONTROL UNIT
Flight level indication.

Comes on together with flight level indication R
in hundreds of feet, when selector in TEST.

FL
A
Cursor. SBY ON ALT

I
D
IDT
Used to select code. T
XPDR
Mode indication. ON ALT

SBY TST
Comes on when respective mode is selected. 1 2
OFF
2 Transponder 2 active (if installed).
Function selector. Code selector.

SBY Power applied but the transceiver is Range 0000 7777
inhibited. Momentarily press the smaller knob until
ON Mode A. Transponder replies with cursor is under the digit to be changed.
selected code. Set numerical value by rotating the code
ALT Mode C. Transponder replies with both knob.
selected code and altitude information. Storage of a new code in the nonvolatile
TST Internal test. The reply indication R memory, is made by simultaneously
and flight level indication FL comes on pressing the IDT button and Code Selector.
together with present flight level in To recall the preset code, depress code
hundreds of feet. knob for more than 3 s.
A26699
15/6.1 K
KING PAGE 3
Apr 01/15
Description
15/6.1 K
KING PAGE 4
Apr 01/15
Description
1. GENERAL The identification code is set by the pilot and stored

in the transponder. The altitude information is re-
A reply is recognized by illumination of the light in
craft identifier (code number) and if selected, the
ponder can also produce a special identification
operating altitude of the aircraft.
2. MAIN COMPONENTS AND SUBSYSTEMS (Squawk IDENT). The pulse which is repeated
during approx 20 seconds is triggered by the ID-
2.1 Control unit ENTbutton on the control unit.
The control unit is common to both system 1 and 2 The inhibit circuits of the transponder and DME sys-
(if two systems installed). It is provided with a tems are interconnected in order to avoid interfer-
switch (dual system only), permitting only one sys- ence between the transponder and the DME. The
tem at the time to be active. transponder is inhibited when the DME transmits
and vice versa.
2.2 Transmitter
2.3 Antenna
The interrogation and reply modes:
The antennas are located on the bottom of the fu-
selage just forward of the wing.
with Ident code.
Transponder replies to Mode A and Mode C in-
terrogations with ident code and flight altitude.
Antenna
TRANSPONDER
Encoding
(L/H side)
15/6.1 KO
KING MEMORY PAGE 1
Apr 01/15
Description

ADC
Barometric Altitude
FMS ATC Transponder

ATC control panel

Flight ID
Ident
Emergency
15/6.1 KO
KING MEMORY PAGE 2
Apr 01/15
Description
3. CONTROLS
Ident button.
When momentarily pressed, the system
transmit an ident puls and the IDT
display comes on, for approx. 20 s.
Photocell.
A Ident code display.

Reply indication.
replied.
Flight level indication. A CONTROL UNIT

Comes on together with flight level indication
in hundreds of feet, when selector in TEST.
R
Cursor. FL
A
Used to select code.
I
SBY ON ALT IDT D
T
Mode indication. XPDR
Comes on when respective mode is selected.
ON ALT
OFF SBY TST
1 2
OFF Both systems off.
Code selector. Function selector.

Range 0000 7777 The function selector is of a rotary type without
Momentarily press the smaller knob until endstop. However, the modes will not roll over,
cursor is under the digit to be changed. they will stop at SBY or TST positions.
Set numerical value by rotating the code SBY SBY mode, transceiver inhibited, will
knob. always come on when power is applied.
Storage of a new code in the nonvolatile ON Mode A. Transponder replies with
memory, is made by simultaneously selected code.
press IDT and Code Selector. ALT Mode C. Transponder replies with both
To recall the preset code, depress code selected code and altitude information.
knob for more than 3 s. TST Internal test. The reply indication R and
flight level indication FL comes on
together with present flight level in
hundreds of feet.
A26695
15/6.1 KO
KING MEMORY PAGE 3
Apr 01/15
Description
15/6.1 KO
KING MEMORY PAGE 4
Apr 01/15
Description
ATC Transponder 1 . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS E19 XPDR1

ATC Transponder 2 . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L18 XPDR2
15/6.1
PAGE 5
Apr 01/15
Description
15/6.1
PAGE 6
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
The Transponder systems are switched ON/OFF by L and R AVION

switches.
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY CHECK
2.2 STORAGE OF Code storage

CODE
1. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS/HOLD
Press and hold PRE button while selecting a code for storage.
2. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
The large knob controls the two left digits and the smaller one the two
right digits.
3. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

Code recall
1. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
2.3 OPERATION 1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If two systems installed.

2. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ACC TO ATC
INSTRUCTION
The large knob controls the two left digits and the smaller one the two right
digits.
3. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT
Unless otherwise instructed by ATC.

4. IDENT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS WHEN
REQUESTED
BY ATC
Check id to be displayed.
15/6.2 C
Apr 01/15
Operation
3.1 TEST U/S OR INDICATIONS

CODE/ALTI- Code and altitude are not received by the ATC.
TUDE NOT ACTIONS
RECEIVED BY
ATC 1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECOND SYSTEM
2. CBs, E19 (XPDR 1), L18 (XPDR 2) . . . . . . . . . . . . . CHECK/RESET
3.2 ALTITUDE INDICATIONS

REPORT FAILS Altitude reading reported to be inaccurate by ATC.
ACTIONS
1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECOND SYSTEM
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Altitude report not available.
3.3 TRANSPOND- INDICATIONS

ER CONTROL The control unit frequency display goes out.
UNIT FAILURE ACTIONS
15/6.2 C
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
The Transponder systems are switched ON/OFF by L and R AVION

switches.
2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY CHECK

CODE
1. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS/HOLD
Press and hold PRE button while selecting a code for storage.
The large knob controls the two left digits and the smaller one the two
right digits.
3. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

Code recall
1. PRE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

INSTRUCTION
The large knob controls the two left digits and the smaller one the two right
digits.

REQUESTED
BY ATC
Check id to be displayed.
15/6.2 CO
surveillance)
Operation
2.4 FLIGHT ID 1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO FID

2. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FLIGHT ID
Rotate the large knob to select which of the 8 positions should be used and
the smaller one to enter the flight ID code.

REQUESTED
BY ATC
Check ID to be displayed.
15/6.2 CO
surveillance)
Operation

CODE/ALTI- Code and altitude are not received by the ATC.
TUDE NOT ACTIONS
RECEIVED BY
ATC 1. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECOND SYSTEM
3.2 ALTITUDE INDICATIONS.

ACTIONS

15/6.2 CO
surveillance)
Operation
15/6.2 CO
surveillance)
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
Power is applied to the Transponder systems by L and R AVION switches.

2. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY
The Transponders are switched on/off by the Functions switch OFF/SBY

positions. However, the Function switch can be left in SBY and on/off will be
provided by L and R AVION switches.
3. Mode indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY CHECK
2.2 TRANPONDER 1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TST

SYSTEM TEST
The reply indicator R and the flight level indicator FL shall come on together
with present flight level in hundreds of feet.
If two systems are installed, check both by selecting 1 and 2, one at a time.
3. Mode indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY CHECK

CODE
Momentarily press smaller knob until cursor is under digit to be

changed.
Change digit by rotating selector knob.
Proceed in the same way with all digits to be changed.
2. IDT button Code selector . . . . . . . . . . . . . . . . . . . PRESS/RELEASE
Simultaneously press and release IDT and Code selector.

Code recall
1. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 3 SEC
15/6.2 K
KING PAGE 1
Apr 01/15
Operation

INSTRUCTION
Momentarily press smaller knob until cursor is under digit to be changed.


Check ALT to be displayed.
REQUESTED
BY ATC
Check IDT to be displayed.

NOTE
After the new code has been set, 5 seconds have to go before changing over to
the other Transponder, if considered to do so. If not, the new code will disappear
and the old code remain.
15/6.2 K
KING PAGE 2
Apr 01/15
Operation

CODE/ALTI- The test does not function properly or the code and altitude are not received by
TUDE NOT the ATC.
RECEIVED BY ACTIONS
ATC


ACTIONS

15/6.2 K
KING PAGE 3
Apr 01/15
Operation
15/6.2 K
KING PAGE 4
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
Power is applied to the Transponder systems by L and R AVION switches.

2. Transponder selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 1/2

The Transponders are switched on/off by the Transponder selector
1OFF2 positions. However, the Transponder selector can be left in 1 or
2, and on/off will be provided by L and R AVION switches.
3. Mode indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY CHECK
SBY mode will always come on when power is applied.
2.2 TRANPONDER 1. Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TST

SYSTEM TEST
The reply indicator R and the flight level indicator FL shall come on together
with present flight level in hundreds of feet.
If two systems are installed, check both by selecting 1 and 2, one at a time.
3. Mode indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SBY CHECK

CODE
Momentarily press smaller knob until cursor is under digit to be

changed.
2. IDT button Code selector . . . . . . . . . . . . . . . . . . . PRESS/RELEASE
Simultaneously press and release IDT and Code selector.

Code recall
1. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 3 SEC
15/6.2 KO
KING MEMORY PAGE 1
Apr 01/15
Operation
2.4 OPERATION 1. Code selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ACC TO ATC

INSTRUCTION
Momentarily press smaller knob until cursor is under digit to be changed.


Check ALT to be displayed.
3. IDT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS WHEN
REQUESTED
BY ATC
Check IDT to be displayed.

NOTE
After the new code has been set, 5 seconds have to go before changing over to
the other Transponder, if considered to do so. If not, the new code will disappear
and the old code remain.
15/6.2 KO
KING MEMORY PAGE 2
Apr 01/15
Operation

CODE/ALTI- The test does not function properly or the code and altitude are not received by
TUDE NOT the ATC.
RECEIVED BY ACTIONS
ATC


ACTIONS

15/6.2 KO
KING MEMORY PAGE 3
Apr 01/15
Operation
15/6.2 KO
KING MEMORY PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, RADIO ALTIMETER
Highlights

0.1 DH annunciation and DH Light
Without Mod No. 1989 embodied: Mod No. 1989;

EFIS update.
The DH annunciation and DH Light is not inhib-
ited on ground and during takeoff.
NOTE
Nuisance DH annunciation and DH Light may
come on when standing or taxiing on a wet tar-
mac or runway.
DH annunciation and DH Light will come on after
takeoff and extinguishes first when the aircraft
has reached 50 ft above set decision height.
15/7.0
PAGE 1
Apr 01/15
Highlights
15/7.0
PAGE 2
Apr 01/15
Description
1. GENERAL figuration warning. The radio altimeter is also pro-

vided with a self--test function.
The radio altimeter system provides a signal corre-
sponding to the height above ground. This informa- 2.2 Antenna
tion is displayed on the EADI and used for GPWS
(Closure rate) and the AP/FD (CAT II window). The two antennas are located on the forward part of
the bottom of the aircraft.
2.3 Indication
2.1 Transceiver
The radio height is displayed on the EADI together
The transceiver measures the time between gener- with the DH, Decision Height announcement. The
ated and reflected signal and transforms this time DH comes on and alerts the pilot when aircraft radio
into an analog signal representing the height. The height is less or equal with the selected Decision
range is 0 to 2500 feet. The system has 4 setable Height. In CAT II equipped aircraft, an additional DH
trip--switches of which so far only one is used. This light is located at the upper right corner of both
trip--switch is set to 500 feet and is used in the mas- EADIs. The DH annunciation and Light is inhibited
ter warning system (AOM 19.1) to enable the con- on ground and becomes enabled after takeoff when
aircraft reaches selected DH plus 100 ft.
Antenna
RA test GPWS/TAWS Height
Radio
Test inhibit Altimeter Master Warning System 500 ft trip
AP/FD Height
Height
DH set EADI Height, DH

EFIS
DH Light
A28002
Fig. 1 Radio Altimeter -- schematic
15/7.1
PAGE 1
Dec 01/15
Description
2.4 Possible consequences of internally un-

detected RALT failure.
AP/FD Approach mode

A misleading radio height information will cause the
feedback gains in the glide slope tracking to be tuned
for a flight condition that differs from the actual:
Too high radio height indication could result in
more pronounced pitch commands than what is
intended at low height, if a glideslope deviation
exists.
Too low radio height indication could result in
slower pitch commands than what is intended.
NOTE
Loss of approach mode warning will not be
obtained.
Effects on other systems such as EFIS, GPWS/

TAWS, ACAS/TCAS and master warning system are
described in respective system description.
15/7.1
PAGE 2
Dec 01/15
Description
DH knob. A DISPLAY CONTROL PANEL

Knob out: DH INT SECTOR SELECT
-- DH readout is blanked when above DTA
2500 RALT.
-- Not possible to set DH. ROSE RR
BRG
Knob in: RA 2ND
FD ET DEV
-- DH readout displayed. TST CRS
-- DH is set by rotating the knob.

Range 0--999 ft.
RA TST (Test) button.

When momentarily pressed and held:
-- Radio height 50 ft on EADI.
-- Flashing DH annunciation on EADI.
-- DH light comes on steady.
The RA test is inhibited when:
-- FD/AP engaged in NAV or APPR mode.
-- EADI/EHSI in test mode.
C0725
Fig. 2 Display Control Panel, DCP, -- Radio altimeter controls
15/7.1
PAGE 3
Dec 01/15
Description
B DH LIGHT
DH Light (yellow).
Comes on steady when set DH is reached.
Disappears at 5 ft.
A
A EADI RADIO ALTIMETER DISPLAY
DH annunciation (yellow).
Comes on when set DH is reached.
Flashes for 10 s then steady.
20 20 Disappears at 5 ft.
10 10
DH Radio height display (green).
-- Height display in ft when below 2500 ft.
Increments 50 ft when above 1000 ft, other--
10 10
wise 10 ft.
-- Display blanked when out of range (above
20 20 680 2500 ft).
RA DH200
-- Display replaced by RA in red when radio
altimeter fails. Flashes for 10 s then steady.
DH display (green).
-- Displays DH set on DCP.
-- Blanked when above 2500 ft if DH--knob is
in out position.
Radio height comparator caution (yellow).
The inputs to the two DPU:s are compared.
Triggering level varies linearly with height from
30 to 170 ft.
Master caution light and AVIONICS light on the
CWP will also come on and flash until Master
caution has been reset, then steady. The dis-
play is deleted when the error no longer exists.
C0750
Fig. 3 EADI, radio height -- display and colors
15/7.1
PAGE 4
Dec 01/15
Description
Radio altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F--10 RADIO ALTIM.
15/7.1
PAGE 5
Dec 01/15
Description
15/7.1
PAGE 6
Dec 01/15
Operation
1. LIMITATIONS
Radio height indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Max 2500 feet.

Selectable DH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Max 999 feet.
2. NORMAL OPERATION
2.1 POWER UP 1. L AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The RALT system is switched ON/OFF by L AVION switch.
2.2 RALT SYSTEM 1. EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

TEST
Radio height should be 0 on both EADIs.
2. RA TEST button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
Radio height should be 50 ft.

Flashing DH annunciation on EADI.
DH light comes on (if installed)
3. RA TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Height should be 0 on both EADIs.

NOTE
The RA test is inhibited when:
FD/AP engaged in NAV or APPR mode.
EADI/EHSI in test mode.
2.3 DH SETTING 1. DH knob, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set DH according to airline practice.
15/7.2
PAGE 1
Apr 01/15
Operation
3.1 RALT FAILURE INDICATIONS

RA red flat warning on EADI.
ACTIONS
1. CB F10 (RADIO ALTIM) . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
15/7.2
PAGE 2
Apr 01/15
Aircraft Operations Manual NAVIGTION, ATTITUDE SYSTEM
Description
1. GENERAL 2.2 Flux detector unit
The attitude and heading information comes from Each system has one detector located in the wing
the two Attitude Heading Computers (AHC) and to avoid magnetic disturbances. The detector unit
their subsystems which together are called Attitude consists of two coils oriented 90 apart which sense
Heading Reference System, AHRS. the horizontal components (Cos and Sin) of the
magnetic field. The coil system is kept horizontal by
As a backup, there is a standby horizon and a
a fluid damped pendulum.
standby compass.
The output representing the direction of the mag-
The AHRS replaces vertical and directional gyros
netic field is transferred to the computer where it is
and instead has sensors that gives angular rates
compensated for magnetic errors of the detector.
and accelerations which after processing in a micro-
The compensated signal slaves the heading in-
computer result in the normal attitude and heading
formation with 1 per minute and the result is thus
outputs to the FD/AP and EFIS.
magnetic heading. Each computer has a compen-
An important difference from a normal gyro is that sator card for adjustment of the magnetic error,
the unit is not space oriented but oriented to the which is normally set at the aircraft compass swing
aircraft axes. This is called a strap down system. (maintenance).
The AHRS is also provided with an internal monitor-
The system also contains a quick heading slave
ing circuit.
function, which by means of a push button, slaves
2. MAIN COMPONENTS AND SUBSYSTEMS the magnetic heading related to present flux detec-
tor readout. There are two HDG SLAVE buttons,
2.1 Inertial sensors one on each side, located underneath the EHSI:s.
The sensing elements in this system are piezoelec- 2.3 Computer
tric crystals. These crystals have a sensitive axis
which will generate a voltage when exposed to The computer has several functions:
stresses such as accelerations. The accelerations To determine levelling, alignment and slaving
that are sensed are Coriolis accelerations which are corrections. This is automatically initiated at pow-
proportional to the angular rate of the unit i.e. the er up of the computer and is completed after
angular rate of the aircraft. approximately 70 seconds within which time the
aircraft must not be moved.
The elements are combined into two sensor units
which thus measure the angular rate and the accel- To determine attitude angles from the sensor val-
ues and to distribute these signals to various
eration in two axis. By combining two such units the
instruments.
necessary three axis pitch, roll and yaw can be cov-
ered. The fourth channel is redundant and used for To determine the magnetic heading and to dis-
monitoring purposes. tribute this value both as analogue and digital
signals.
The strap down principle means that the sensor can
not be levelled and aligned as a normal gyro or plat- 2.4 Standby horizon
form. The space orientation is determined by the
The aircraft is provided with a standby horizon
computer which calculates corrections based upon
which is a selfcontained instrument with an internal
the measured accelerations. In order to remove ve-
vertical gyro. The gyro is erected manually by a
hicle acceleration errors in the gravity measure-
caging knob on the instrument.
ments used for levelling, TAS and vertical speed
from ADC and IAS from a separate sensor are also
entered into the computer.
15/8.1
PAGE 1
Apr 01/15
Description
2.5 Standby compass 2.6 Deviation cards
The aircraft is also provided with a standby com- The aircraft is provided with a deviation card for the
pass. It is a selfcontained magnetic compass standby compass, located underneath the forward
which is compensated for magnetic disturbance part of the overhead panel.
including the average failure from standby pitot
heating on and off.
15/8.1
PAGE 2
Apr 01/15
Description
PITCH YAW
Linear acceleration Linear acceleration ROLL
Angular rate Angular rate Linear acceleration
Angular rate
Magnetic Angular Linear Air data

field rates accelerations TAS.IAS.VS
AHRS
Pitch attitude
Roll attitude
Heading
Rate & accelerations
AHRS 1 gives: AHRS 2 gives:

Digital data to AP/FD Digital data to AP/FD
DPU 1 (DF DR) DPU 2
MPU (MFD) MPU (MFD)
F DAU (DF DR)
R NAV
Analogue heading to RMI 2 Analogue heading to RMI 1
Analogue pitch/roll to Weather radar
Digital data means: Roll/Pitch attitude and rates.

Yaw rate.
Longitudinal/lateral/vertical acceleration.
Heading
Valid flags.
Type of data is selected according to the need of each system connected to the AHRS.
C0752
Fig. 1 AHRS Schematics and outputs
15/8.1
PAGE 3
Apr 01/15
Description
15/8.1
PAGE 4
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE SYSTEM
Description
B A EADI COMPOSITE MODE B COURSE HEADING PANEL

CRS 1 HDG CRS 2
20 20 Heading bug (magenta).
10 10
Compass rose 40 (white). HDG knob.

Controls the Heading bug, displays on both
A EHSIs.
PITCH SCALE
FOR DPU FOR DPU

WITH COLLINS WITH COLLINS
P/N 6227713001 P/N 6227713002
A EADI ATTITUDE DISPLAYS
Bank angle scale (white). 90 90
ATT warning (red).
Scaled with 10, 20, 30, 45 and 60
markings. In case of a failure in the attitude system
the warning will come on flashing for 10 s
65 60
20 20 and then become steady. Background, pitch
Roll index (white). scale and roll index will also be removed.
10 10 If extreme attitudes are obtained i.e. pitch 50 40
ATT
more than 30 UP or 20 DN, roll more than 40
Attitude background. 65; all information is removed except 30 30
30 30
Blue sky and brown ground. attitude warning and attitude presentation. 20 20
20 20
10 10
10 10
10 10
PTCH
20 20
Comparator caution (yellow). ROLL
XATT Flight Director command bar (magenta). 10 10 10 10
Will come on if the sources of attitude
20 20 20 20
differ more than 4 (3 when FD/AP in AP-
PR mode) in pitch or roll. AVIONICS light 30
Aircraft symbol (black/white). 30
on central warning panel, also comes on 40
and flashes until master caution has been
reset. The caution goes off when the error 55 50
no longer exists. Pitch scale (white).
XATT caution (yellow).
See separate illustration.
Will come on when own sides EFIS switch is 70 70
set to XSIDE DATA position and the attitude
information comes from opposite sides AHCI
A24050
(also see AOM 15/1.1). 90 90
Fig. 2 Course Heading Panel and EADI controls and attitude presentation
15/8.1
Page 5
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE SYSTEM
Description
15/8.1
Page 6
Apr 01/15
Description
EHSI ROSE MODE

Comparator caution in yellow or
Heading warning in red.
HDG HDG in yellow will come on flashing if heading
differs more than 6 between the two AHRSs,
HDG turn steady when master caution has
been reset.
If heading fails, HDG in red comes on, flashes
for 10 s then steady.
XHDG Heading bug (magenta).
Compass rose (white).
Aircraft symbol (white).

XHDG caution (yellow).
Will come on when own sides EFIS switch
is set to XSIDE DATA position and the heading
information comes from opposite sides AHC,
also see AOM 15/1.1.
EHSI SECTOR MODE

Magnetic heading index (white).
In all EHSI modes.
015
80 sector compass (white).
Will show 40 from actual heading.
Heading bug outside scale (magenta).

When selected heading is outside expanded
scale the heading and symbol will be dis-
played beside the scale on either left or right
side of the scale.
C0747
Fig. 3 EHSI Heading presentation
15/8.1
PAGE 7
Apr 01/15
Description
A MULTIFUNCTION DISPLAY, MFD
PWR INT
Magnetic heading index (white).

RDR
NAV
E
6 12
RMT
80_ sector compass (white).
PGE Will show 40 from actual heading.
EMG
12.5
CRS 103
DATA Aircraft symbol (white).
RCL SKP CLR
The Magnetic Heading displayed on the MFD comes

from LH AHC if both sides EFISs switches are in
NORM or if LH sides EFIS switch is in DRIVE XFR.
The Magnetic Heading comes from RH AHC if LH side
EFIS switch is in XSIDE DATA.
IF MFD INSTALLED
A26694
Fig. 4 MFD Heading presentation
15/8.1
PAGE 8
Apr 01/15
Description
A C HDG SLAVE BUTTON
B (If installed.)
HDG SLAVE button

When momentarily pressed and released:
The AHRS magnetic heading will be fast slaved
B C to the present flux detector readout.
HDG slave is inhibited with autopilot engaged.
CAUTION.
A DISPLAY CONTROL PANEL Avoid to slave heading when standing on runways/
DH INT SECTOR SELECT taxiways with magnetic disturbance or when flying
DTA in turbulent air.
BRG
ROSE RR
Mode Selector
RA FD 2ND
ET DEV ROSE 360 compass rose.
TST CRS
SECTOR 80 compass sector.
RR 80 compass sector with weather radar pre-
sentation.
Also see AOM 15/1.1.
B RADIO MAGNETIC INDICATOR

Magnetic aircraft heading
Warning flag
Comes on in case of heading failure.
Compass rose
VOR VOR
A12679
Fig. 5 Display control panel, RMI and HDG slave button controls and indicators
15/8.1
PAGE 9
Apr 01/15
Description
C A
A STANDBY COMPASS B COMPASS DEVIATION CARD
KO
M KO
K
O
S
0
30
60
90
120
150
180
210
240
270
300
330
NOTE
Lighting strikes on the a/c may cause the standby DATE SIGN
compass reading not to be reliable due to residual
magnetizing.
A12367
Fig. 6 Standby compass and deviation card
15/8.1
PAGE 10
Apr 01/15
Description
C STANDBY HORIZON
Warning flag (red).
Black angle scale.

3 Scaled with 10, 20, 30, 40, 50 and 60.
2
1 Roll index.
1
Pitch angle scale.
2
3
Aircraft symbol.
Cage knob.
Pull to cage and erect gyro.
D TEST 2 PANEL
TEST 2 AHRS L and R STIM mode switches
PROP OVSP
L GEN R
(4 MODES).
L R
OVV Used when AHRS orientation memory
information is lost (on ground only); see
AOM 23, ABNORMAL OPERATION.
GDN
Also used for maintenance AHRS STIM
A mode operations.
L R 1 EFIS 2 RUD LIM CAB PRESS

B
C0754
Fig. 7 Standby horizon and TEST 2 panel
15/8.1
PAGE 11
Apr 01/15
Description
AHRS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F12 AHC 1 AVION

................................... L HOT BAT BUS F11 AHC 1 BAT
................................... L INV BUS 26VAC Fuse (305 VU Electrical center)
AHRS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M10 AHC 2 AVION

................................... R HOT BAT BUS M11 AHC 2 BAT
................................... R INV BUS 26VAC Fuse (306 VU Electrical center)
Standby horizon . . . . . . . . . . . . . . . . . . . . EMER AVIONIC BUS G9 STBY HORIZON
15/8.1
PAGE 12
Apr 01/15
Aircraft Operations Manual NAVIGATION, ATTITUDE HEADING SYSTEM
Operation
1. LIMITATIONS
1.1 OPERATIONAL ACCURACIES

AHRS.
Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 Steady flight.
1.0 Maneuvering.
Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 Steady flight.
1.0 Maneuvering.
Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 Steady flight.
2.0 Holding patterns.
Standby Horizon.
Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . < 0.5 Steady flight.
Standby compass.
After compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Steady flight.
2. NORMAL OPERATION
2.1 GENERAL Special considerations must be taken to correctly initialize inertially based atti-
tude heading reference systems in order to establish correct attitude and head-
ing references with respect to earth references. During the alignment or initiali-
zation period, an inertial system is susceptible to aircraft movement and to
some extent bus voltage transients. The method traditionally used to initialize
an inertial system is to apply power to the system and to keep the aircraft sta-
tionary until all errors in the system are biased to zero. Aircraft movement due to
taxiing will cause inertial errors that are excessive. To avoid voltage transients,
operation of hydraulic pump operation shall not be performed during initializa-
tion.
AHRS initialization requires approximately 70 seconds to be completed after
that electrical power was switched on. To reduce the time with passenger
aboard until commence taxiing, the recommendation is to perform AHRS initial-
ization before engine start when using external power for start up, and after first
engine start when using aircraft batteries for start up.
2.2 POWER The two AHRSs are switched ON/OFF by L and R AVION switches and the
SUPPLY Standby Horizon by ESS AVION switch.
AHRS 1 and 2 main power supply is from L/R AVIONIC BUS respectively, how-
ever if AHRS main power is switched off (L/R AVION switched OFF) or during
engine start, a timer circuit is activated supplying back up power from L/R HOT
BAT BUS. The back up power timer circuit will keep AHRS on line for 11 minutes
and 12 seconds.
15/8.2
PAGE 1
Apr 01/15
Operation
2.3 AHRS EXTERNAL POWER ENGINE START

INITIALIZATION AHRS initialization is recommended to be performed before engine start.
External Power Connected
1. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . ON
After approximately 70 seconds check AHRS initialization to be com-

pleted as indicated by presentation of attitude on both EADI and removal
of red flags ATT on EADI and HDG on EHSI.
AHRS initialization is indicated by the slow compass rose rotation from
North one revolution clockwise to North and then rapidly to present air-
craft heading.
Before Engine start
2. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
AHRS stays on line supplied by back up power via the timer circuit from
HOT BAT BUSes.
After Engine start
3. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . ON
Check for no ATT or HDG flag on EADI and EHSI respectively.

In case of any flags allow 70 seconds for reinitialization.
Line up
Minimum 2 minutes after initialization was completed.
4. Flight instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that attitude difference between attitude displayed on both EADIs

and standby ADI is 3 or less (Roll and Pitch) and that heading is not
slewing away from aircraft heading.
In theory AVION switches could be ON during engine start but practical experi-
ence shows that Flight Director warning may come on after engine start de-
pending on electrical transients during engine startup. In most cases the warn-
ing goes out after about 30 seconds but it may remain on, and can then only be
cleared by switching L/R AVION switches OFF/ON.
BATTERY POWER ENGINE START
AHRS initialization is recommended to be performed after first engine start.
First Engine Running (GEN on line)
1. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(Contd)
15/8.2
PAGE 2
Apr 01/15
Operation
(Contd)
After approximately 70 seconds check AHRS initialization to be completed
as indicated be presentation of attitude on both EADI and removal of red
flags ATT on EADI and HDG on EHSI.
AHRS initialization is indicated by the slow compass rose rotation from North
one revolution clockwise to North and then rapidly to present aircraft head-
ing.
Before Second Engine Start (generator cross start)
2. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AHRS stays on line supplied by back up power via the timer circuit from HOT
BAT BUSes.
After Second Engine Start

3. L/R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check for no ATT or HDG flag on EADI and EHSI respectively.

In case of any flags allow 70 seconds for reinitialization.
Line up
Minimum 2 minutes after initialization was completed.
4. Flight instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that attitude difference between attitude displayed on both EADIs and
standby ADI is 3 or less (Roll and Pitch) and that heading is not slewing
away from aircraft heading.
Before first engine start AHRS initialization is not possible without external pow-
er, AVION BUSes are not supplied by Batteries only. During second engine
start (generator cross start) the voltage will drop but normally not to a level mak-
ing AHRS to go off line however in some cases e.g. in extreme cold conditions, it
may drop to a level causing an AHRS reinitialization after second engine start.
15/8.2
PAGE 3
Apr 01/15
Operation
2.4 OPERATION For attitude there is only one type of presentation on the EADI but the heading
information can be presented either as a complete compass rose (360) or as a
sector of 40 around the present aircraft heading on the EHSI.
1. Mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
ROSE, 360 compass rose.

SECTOR, 80 compass rose.
RR, 80 compass sector with weather radar presentation.
2. HDG SLAVE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF REQUIRED
Fast slaving of aircraft heading.

CAUTION
Avoid to slave heading when standing on runways/taxiways with magnetic distur-
bance or when flying in turbulent air.
2.5 STANDBY After Standby Horizon red flag is out of view

HORIZON
1. Cage knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
OPERATION
Pull knob to erect gyro.
15/8.2
PAGE 4
Apr 01/15
Operation
For Abnormal Operation, also see section 23, ABNORMAL PROCEDURES.
3.1 AHRS FAILURE INDICATIONS

ACTIONS
1. See AOM 15/1.2, ABNORMAL PROCEDURES: AHC DATA FAILURE.
3.2 COMPARATOR CAUTION

CAUTIONS The AHRS design is such that HDG Comparator caution (caused by external
magnetic disturbance to the flux detectors) is considerably more frequent than
PTCH and ROLL comparator cautions.
Experience has shown the possibility of inadvertently overlooking a ROLL or
PTCH comparator caution when resetting a believed caution for HDG comparator.
Therefore, the recommendation is to treat all avionic cautions as a PTCH and/or
ROLL comparator caution until it is positively established that this is not the case.
A Comparator Caution does normally show the same on both sides, but there is a
possibility, due to design tolerances, to get a caution on one side only. This should
be treated as if there were a caution on both sides.
A Comparator Caution tells us that the two systems differ and must be checked
with a third reference.
It should also be observed that the Avionic Master Caution and Chime are inhib-
ited when T/O INH button is illuminating.
3.3 STANDBY INDICATIONS

HORIZON The Standby Horizon red flag comes in view.
FAILURE
ACTIONS
1. CB G9 (STANDBY HORIZON) . . . . . . . . . . . . . . . . . . CHECK/RESET
15/8.2
PAGE 5
Apr 01/15
Operation
15/8.2
PAGE 6
Apr 01/15
Aircraft Operations Manual NAVIGATION, FMS KNS 660
Description
1. GENERAL Illuminates prior to a waypoint

WPT
The KNS 660 is an integrated multisensor Flight passage.
Management System, FMS, which enables the pilot Blue i) 90 seconds prior to reaching a
to navigate pointtopoint on an great circle route waypoint when, operating in
(Area Navigation, RNAV) using VOR/DME stations. OBS; approaching the last non
ILS waypoint in the flight plan or
It is assumed that the pilot is familiar with the KNS
going to a DIRECT TO waypoint
660 and this description is not intended to be a
which is not part of the active
comprehensive guide on the system. Such detailed
flight plan.
information is contained in the KNS 660 Pilots
Guide and should be consulted when any ambiguity ii) 15 seconds before turning onto
occurs. the transition course change
when operating in AUTO/LEG.
Contained in this description is a general outline of
Flashes when the FMS has a mes-
the system with regards to the 340 B installation. MSG
sage to relate.
2. MAIN COMPONENTS AND SUBSYSTEMS Amber Press the MSG button on the
CDU to enable viewing the mes-
The FMS consists of a Navigation Computer, a
sage on the RNAV.
cockpit mounted Control Display Unit (CDU), four
Remote Indicators and a Frequency Management Repress the MSG button on the
Control facility. CDU to return the display to the
previously displayed page.
2.1 Navigation Computer Illuminates when the FMS is in
DR
The NAV Computer is located in the avionics rack. DEAD REKONING mode, after a
The Nav Computer is the computational center of Amber certain amount of time dependent
the FMS. It includes a Data Base and interfaces upon which mode is selected LRN 1
with other systems such as EFIS, AIR DATA, AHRS red flag on EHSI will occur.
and NAV systems. Illuminates when flying parallel to
XTK the flight plan track. (Parallel offset.)
The Data Base memory must be updated every 28
days, using a diskette and data loader. The world Green
has been broken into 10 geographical regions, with
the chosen region being programmed into the FMS. 2.4 COM/NAV/PULS Control heads
Information contained on each region includes na-
Together with KING control heads installed the FMS
vaids, airports, waypoints but is dependant on the
has a Frequency Management Control facility
region.
(KING avionics only).
2.2 Control Display Unit (CDU)
2.5 FMS Software
The CDU (mounted in the aft section of the center
In addition to the Data Base the FMS also contains
pedestal) contains separate alpha and numerical
a self generated user Data Base, independent of
keys, control keys and a CRT screen.
the monthly updated Data Base, which can store
2.3 Remote Indicators 175 locations able to accommodate any combina-
tion of ground stations and airports.
The Remote Indicators are mounted on the glare-
shield panel. The FMS will support 100 flight plans, each consist-
ing of maximum 25 Alpha/Numeric designated way-
points. However the total number of waypoints is
limited to 800. These flight plans may be composed
15/9.1 O
PAGE 1
Dec 01/16
Description
of waypoints taken directly from the Data Base or 3.2 FMS Selection
from the 175 user generated nonvolatile way-
Activations of the FMS is controlled from the DIS-
points.
PLAY CONTROL PANEL (DCP) on the glareshield.
3. OPERATION The NAV information is shown on both pilots EHSI.
Active tuning of VOR 1 and DME 1 sensors is now
System operation may be manual to selected way- controlled from the FMS. When selecting RNAV, the
points or automatic providing uninterrupted naviga- upper frequency display NAV 1 control heads will go
tion throughout a complete flight plan. Nav sensors out.
may be selected separately or blended within the
computer. The FMS becomes integrated and takes 3.3 FMS presentation on EFIS
control over NAV 1/DME 1 systems when LRN 1
has been selected by means of the SELECT knob BOTH PILOTS EHSI
on L DCP. The system also interfaces with the EFIS i) Will display LRN 1 at the bottom left of the dis-
to provide presentation on the EFIS displays, such play (when RNAV is selected).
as next waypoints of the flight plans, selected ii) When operating in map mode:
course and reference ground stations. Autoflight waypoint is shown by with a line TO/FROM
controlled by the FMS is made through L NAV it, indicating the track.
SOURCE SELECT and NAV mode on the autopilot A TO/FROM arrow will shown on the
MODE SELECT PANEL. trackline when the WPT is off the screen.
3.1 Operational Status Selection LEFT PILOTS EHSI
i) The KNS 660 provides automatic No. 1 course
En- Approach:
needle drive while using the AUTO/LEG method
route:
of operation.
Air- Inter-
ways, secting ii) In the OBS method of operation the No. 1
Flight a speci- VOR RNAV LOC course needle must be set manually, from the
Plans fied COURSE HEADING PANEL (CHP) or from the
or VOR CDU.
Direct Radial
TO TO or iii) The deviation bar on the EHSI provides LEFT/
FROM RIGHT steering information from the FMS.
Method AUTO/ OBS OBS OBS OBS iv) The DME1 display provides distance to next
of Op- LEG waypoint (WPT) in nautical miles, time and
eration ground speed.
Sensor BLEND VOR VOR VOR ILS
RIGHT PILOTS EHSI
Mode RNV NAV NAV RNAV ILS
ENR APR When second course is selected:
i) The FMS provides automatic No. 2 course
needle drive while using the AUTO/LEG method
CAUTION
of operation.
When using the FMS for navigation, the No. 1 ii) In the OBS method of operation the No. 2
pointer on both RMIs will automatically be parked course needle must be set manually from the
in 3 oclock position with No. 1 pointer VOR/ADF CHP or from the CDU.
switch in VOR position.
However, if using the No. 1 pointer, for ADF, the iii) The deviation bar provides LEFT/RIGHT steer-
RMI indications will be normal. ing information from the FMS.
The VOR Indicator is also inoperative when oper- iv) The DME 1 display provides distance to next
ating the FMS. WPT in nautical miles.
15/9.1 O
PAGE 2
Dec 01/16
Description
COURSE panel CRS data

(AOM 1.15/3)
ADS Air data

Nav data to EFIS
(AOM 1.12) Nav
Computer
Steering signal and
and leg change to AP/FD
VOR/DME VOR/DME Database
(AOM 1.15/3/4) signals Remote INDICATORS
AHRS HDG
(1.15/8) Frequency Management
DATA
LOADER
Control Display
ground support
Unit
equipment
(CDU)
Fig. 1 RNAV System schematic
15/9.1 O
PAGE 3
Dec 01/16
Description
15/9.1 O
PAGE 4
Dec 01/16
Description
MESSAGE key (MSG). FUNCTION key (OBS/LEG). BRIGHTNESS CONTROL switch (BRT/DIM).
Selects the message page. Used be the Selects the method of operation OBS or AUTO/LEG. A rocker type switch which, increases or
pilot to acknowledge a MSG light, above decreases the picture brightness of the CRT
the KEY and on the remote indicator. when pressed at the top or the bottom. 80 % of
FREQUENCY key (FRQ). maximum level when the unit is turned on.
Selects the frequency pages allowing
FLIGHT PLAN key (FPL). frequency managment.
(For FMS interfaced with KING avion- ON/OFF switch.
Selects the active flight plan (FPLO) or the flight
ics only). A rocker type switch which, when pushed at the
plan menu pages.
top, provides power and self test initialization.
When turning off, a caution message is generated.
DIRECT TO key (D).
C CONTROL DISPLAY UNIT (CDU)
Selects the DIRECT TO operation. SENSOR key (SNS).
Selects the active sensor to be used for navi-
FRQ BRT ON
gation. Alternate key strokes will select VOR or
OBS DIM OFF BLEND.
SELECT KNOB. LEG
The multiposition rotary switch is used to select MSG
A B C the navigation sensor, NAV 1 or LRN 1, to be SNS
L N R
1 2 3 Numeric keyboard.
displayed on EHSI (left DCP only).
A LH DISPLAY CONTROL PANEL (DCP) MOD W4 5 6E
Mode key (MOD).

8
ROSE SECTOR RR selector. 7
S
9 Allows selection of NAV, RNV ENR or RNV APR
Selects different types of display in EHSI. operation.
ROSE Compass rose is displayed. 0
SECTOR A compass sector of 40 is dis

played. There are 6 sector positions D FPL WPT NAV DAT HLD CLR ENTER Data loading plug in socket.
corresponding to the ranges 5, 25,
100, 200, 300 and 600 NM to be
used in Map Mode. A B C D E F G H I
ENTER key.
DEVIATION (DEV) Push button. RR Adds weather radar to the sector Enters data, presented under the cursor or a
The Map Mode display is entered by selecting display. R
complete page of info into the system. Also used
J K L M N O P Q
a sector compass display and pressing the to select various memeo items and to approved
DEV push button. specific cursor statment.
S T U V W X Y Z
WAYPOINT key (WPT). CLEAR key.

MESSAGE (MSG). Cycles through the way point pages associated Clears data under the cursor or allows entry
Flashes when there is a new message on the with the active flight plan and allows the display to nonenterable fields preceded by a right
message page in the CDU. of any waypoint page. NAVIGATION key (NAV). caret >.
Selects the two NAV pages.
Alternate pushes selects pages 1 or 2.
B REMOTE INDICATORS NAV 1 or NAV 2. Alpha keyboard.
WAYPOINT (WPT) ALERT.
Comes on 90 sec. prior to each WPT passage
and DIRECT TO command which is not part of DATA key (DAT). CURSOR key.
Selects the two Data Menu pages. The two buttons are used to position the cursor
the active flight plan, in OBS MODE. 15 sec.
Alternate pushes selects page 1 or 2. over the changeable information in that line.
prior to course change in AUTO/LEG mode.
(DATA 1 or DATA 2).
XTRACK. HOLD key (HLD).

DEAD RECKONING (DR). Comes on whenever a left or right Cross Track Selects the two HOLD pages.
The DR annunciator comes on when the FMS Parallel is activated. Alternate pushes selects page 1 or 2.
is dead reckoning. (HOLD 1 or HOLD 2).
A20548
Fig. 2 FMS Overview controls and indicators
15/9.1 O
Page 5
Dec 01/16
Description
15/9.1 O
Page 6
Dec 01/16
Description
A EADI (LH) MAP MODE

FMS SELECTED
HDG 170 IAS

20 20
F FMS deviation indication in form of a
10 10
star shaped symbol.
Also see AOM 1.15/1 EFIS.
See KNS 660 Pilots Guide regarding
NOTE: Either one of NAV 1 or FMS can be 10 10 deviation scale sensitivity.
A B displayed, not both at the same time.
20 20 DH200
B EHSI (LH) SECTOR MODE

FMS SELECTED
Course and deviation to next waypo-
int.
Second course pointer on RH EHSI.
Also see AOM 1.15/1 EFIS.
See KNS 660 pilots guide regarding
deviation scale sensitivity.
B EHSI (LH) MAP MODE
RNAV SELECTED
LIN display.
Linear RNAV deviation display.
See AOM 1.15/1 EFIS.
FMS next waypoint and course
presentaion. The waypoint is dis-
played as a star symbol.
Solid courseline indicates TO waypoint
and dashed courseline indicates
FROM waypoint. Waypoint flashes pri-
D, GSP, TTG FMS valid flag. Selected course to next waypoint. or to waypoint passage (cyan).
distance, ground speed and
time to next waypoint.
Only distance is displayed on
RH EHSI.
VOR 2/DME 2 station presentation

with ident code and courseline (green).
A20547
Fig. 3 EHSI FMS presentation in SECTOR MODE
15/9.1 O
Page 7
Dec 01/16
Description
15/9.1 O
Page 8
Dec 01/16
Description
A MULTIFUNCTION DISPLAY,
MFD FMS SELECTED VOR 2/DME 2 station presentation with
ident code and courseline (green).
Waypoint determined by the FMS. Flashes

prior to waypoint passage (cyan).
NOTE: The waypoint name is not displayed,

next to the starshaped symbol,
when using FMS.
Selected course (CRS) and ident to the

VOR 2/DME 2 station.
Course to next waypoint (cyan).
NOTE: Either one of NAV 1 or FMS can be

displayed, not both at the same time.
A20566
IF MFD INSTALLED
Fig. 4 MFD FMS presentation
15/9.1 O
PAGE 9
Dec 01/16
Description
15/9.1 O
PAGE 10
Dec 01/16
Description
A COLLINS NAV CONTROL UNIT

Upper display goes out during
RNAV operation.
Lower display shows dashes during

RNAV operation.
RMT indicates that the NAV is

remote controlled by the FMS.
DME HOLD to be set to ON during

RNAV operation. If set to HLD,
LRN 1 flag will occur.
Inoperative during RNAV operation.
A20563
Fig. 5 NAV control unit RNAV operation
15/9.1 CO
PAGE 11
Dec 01/15
Description
15/9.1 CO
PAGE 12
Dec 01/15
Description
A KING CONTROL UNIT
Upper display goes out during

RNAV operation.
The lower display can still be
controlled by the frequency knob.
A20562
Fig. 1 NAV control unit RNAV operation
15/9.1 KO
PAGE 11
Dec 01/16
Description
15/9.1 KO
PAGE 12
Dec 01/16
Description
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS N17 AREA NAV
15/9.1 O
PAGE 13
Dec 01/16
Description
15/9.1 O
PAGE 14
Dec 01/16
Aircraft Operations Manual NAVIGATION, FMS UNS1Msp
Description
1. GENERAL 2. MAIN COMPONENTS AND SUBSYSTEMS
This FMS description gives a general outline of the 2.1 Flight Management System
system with regards to the SAAB 340B installation.
Detailed information for operation is contained in The Flight Management System, FMS, consists of
the UNIVERSAL UNS1Msp OPERATORS MANU- the following units:
AL. In the Saab 340B the system is referred to as 1 Navigation Computer Unit, NCU
FMS but in the UNIVERSAL MANUAL the system 1 Control Display Unit, CDU
is referred to as Navigation Management System, 1 Configuration Module, CM
NMS. 1 GPS Antenna
The Flight Management System, FMS, offers capa- 3 Remote Annunciators
bilities such as flight planning, steering guidance Navigation Computer Unit, NCU
and fuel management. The navigation data is re-
ceived from the internal GPS receiver and from the The Navigation Computer Unit is located in the
interfaced navigation sensors i.e. the Air Data Com- avionics rack. The NCU is the computational center
puter, the VOR/DME and the Attitude Heading Ref- of the Flight Management System. The GPS receiv-
erence System, AHRS. Based on the available in- er is physically located in the NCU.
formation abest position is calculated (as a Control Display Unit
Kalman filtered solution). When the best position is
The Control Display Unit, located in the center ped-
obtained, navigational information such as course to
estal, is the interface between the Flight Manage-
waypoint, Estimated Time Enroute, ETE, distance
ment System and the pilot. Data and commands
to waypoint, wind and ground speed are computed
are entered to the FMS through the keyboard and
and displayed. The information will be available on
information is presented on a Flat Panel Liquid
the FMS alphanumeric display as well as on the
Crystal Display. Dimming of the CDU is provided by
EFIS display, and MFD display (if installed).
the CTR PNLS knob located on the INT LIGHT
The fuel flow management receives fuel flow input panel.
from the aircraft fuel flow sensors and along with
data supplied by the pilot, continuously updates and Configuration Module
displays fuel management information during the The FMS is configured to its specific aircraft instal-
flight. The fuel flow management is only an advisory lation by the use of a configuration module, which is
for planning. programmed via the FMS keypad inputs to com-
pletely define the sensors inputs, fuel flow, air data
Three Remote Annunciators (WPT/XTK, MSG/HDG
etc. The configuration module is mounted on the
and APPR/GPS) driven by the FMS are also
FMS wire harness connector.
installed on the glareshield panel.
GPS antenna
NOTE
The GPS antenna is a single frequency antenna
The FMS offers vertical navigation, VNAV, and with an internal preamplifier.
nonprecision approach, NPA. These functions
have not been implemented in the SAAB 340B Remote annunciators
installation. The FMS provides outputs to the following remote
annunciators: WPT/XTK, MSG/HDG and APPR/
GPS.
15/9.1 O2
UNIVERSAL FMS UNS1Msp PAGE 1
Dec 01/15
Description
WPT Illuminates approximately 15 seconds 2.3 Operation

prior to a leg change. When the light
comes on, the appropriate message Initialization
will be available on the CDU. The light After power up, the first page presented is the Ini-
will automatically go out when the leg
tialization page. This page displays the date, UTC
change occurs.
time, present position, the data base start and ex-
XTK Illuminates when a parallel course piration date. When GPS transitions to NAV mode,
has been selected for the current nav-
then <GPS> will be displayed in the present posi-
igation leg. The XTK will remain on
until the parallel course is cancelled tion ID field and GPS lat/long will be displayed be-
manually or automatically at the next low. If the current date is later than the expiration
leg change. date, the message DATA BASE OLD will appear
MSG Flashes when a message is given on under the MSG page. The system can still be used
the CDU message page. for navigation, but the pilot must verify each way-
point prior to use for IFR operation. Present Posi-
HDG Illuminates whenever the heading
mode has been selected. When the tion Identifier (<PP> ID) may be corrected by enter-
annunciator is on, the FMS flight di- ing an identifier into this field. Initial position
rector and autopilot outputs are refer- coordinates will be automatically updated.
enced to a pilot selected heading
rather than to the active FRTO nav Flight Planning
leg. The FMS heading will remain on The pilot selects from waypoints, routes, airways,
until the heading mode is either auto-
arrivals and departures, approaches and runways to
matically or manually cancelled.
create the desired flight plan. The flight plan will be
APPR FMS approach function, not used in presented in terms of direct leg, bearing to way-
the SAAB 340B.
point, distance to go and estimated time en route.
GPS Is a GPS integrity uncertain annuncia- The flight plans will consist of waypoints from the
tor and it will come on when the GPS nav data base and/or pilot defined waypoints. The
sensor is in NONE or ALARM states.
flight plan waypoints are deleted from the presenta-
tion as they are passed.
2.2 FMS Software
Navigation
Navigation Data Base
The FMS accepts data from multiple navigation
The navigation data base contains waypoint in- sensors and (using a Kalman filter) computes a
formation on VORs, DMEs, enroute intersections, position estimate. The FMS smooths the transients
nondirectional beacons and airports including air- caused by changes in the available sensor data.
port reference points, airport runway thresholds and When the best position is obtained navigational in-
airport terminal waypoints. The region of data base formation such as course to waypoint, estimated
coverage is tailored to meet the needs of the user. time enroute, distance to waypoint, wind and
The data base has a twenty eight day period of ef- ground speed are computed. A sensor watchdog
fectivity and is stored on a PCMCIA card and shall automatically protects against a large error being
be installed in the NCU during operation. input from a navigation sensor which could cause
Company Routes an error in the best computed position. This is ac-
complished by continuously monitoring the differ-
The FMS allows up to 200 company routes be to
ence between the computed position and the FMS
stored in the FMS. Each route may contain up to 98
best computed position. If the difference exceeds a
waypoints. In addition to the predefined waypoints,
preset value, the watchdog will activate the ap-
200 operator defined waypoints can be defined and
propriate message to alert the pilot. Additionally, a
stored in the FMS. Up to 2000 company routes may
sensor monitor will detect any sensor that is rapidly
be stored via the offline flight plan program.
diverging from the FMS position, and will deselect
that sensor before it can affect the FMS position.
15/9.1 O2
Dec 01/15
Description
FMS DME control Active tuning of DME1 is now controlled from the
The FMS will allocate a DME (using DME 1) chan- FMS system.
nel in order to calculate a DMEDME position by BOTH PILOTS EHSI
searching the nav data base to determine which Will display LRN1 at the bottom left of the dis-
DME stations are within range (approximately 300 play.
NM) and sequentially tune each station. By
interrogating multiple DME stations at a four second When operating EHSI in map mode:
rate, knowing the geographic coordinates for each Waypoint is shown by a star shaped symbol and
station, and correcting the distance computation for with a line TO/FROM it, indicating the track. A
slant range using station elevation and aircraft alti- TO/FROM arrow will show on the trackline if the
tude, the FMS is able to compute the position of the WPT is off the screen.
aircraft. LEFT PILOTS EHSI
Steering The FMS provides automatic No 1 course needle
drive.
When a flight plan has been activated, the FMS will
output roll command to the FCC. The roll rate is The deviation bar on the EHSI provides LEFT/
limited to 3 per second. RIGHT steering information from the FMS.
The DME1 display provides distance to next way-
Fuel Flow Management point (WPT) in nautical miles, time and ground
The FMS receives fuel flow information from the speed.
fuel flow sensors. The initial fuel onboard has to be RIGHT PILOTS EHSI
inserted, and thereafter the fuel used can be pres-
ented. The Fuel Flow Management is only an advi- When second course is selected:
sory for planning. The FMS provides automatic No 2 course needle
drive.
2.4 FMS presentation on EFIS The deviation bar provides LEFT/RIGHT steering
Activations of the FMS is controlled from the DIS- information from the FMS.
PLAY CONTROL PANEL (DCP) on the glareshield. The DME1 display provides distance to next way-
The FMS information is shown on both pilots EHSI. point (WPT) in nautical miles.
15/9.1 O2
Dec 01/15
Description
A REMOTE ANNUNCIATORS
WPT Illuminates approximately 15 seconds prior to a
leg change. When the light comes on, the
appropriate message will be available on the
CDU. The light will automatically go out when
the leg change occurs.
XTK Illuminates when a parallel course has been
selected for the current navigation leg.
The XTK will remain on until the parallel
course is cancelled manually or automatically
at the next leg change.
MSG Flashes when a message is given on the
message page.
HDG Illuminates whenever the heading mode has
been selected. When the annunciator is on,
the FMS flight director and autopilot outputs
are referenced to a pilot selected heading
rather than to the active FRTO nav leg.
The FMS heading will remain on until the
heading mode is either automatically or
manually cancelled.
APPR FMS approach functional, not used in the
Saab 340B.
A LH DISPLAY CONTROL PANEL (DCP) and GPS Is an integrity uncertain annunciator and it will
REMOTE ANNUNCIATORS come on when the GPS sensor is in NONE
or ALARM states.
APPR MSG WPT
GPS HDG XTK

SELECT knob
DTA
The muiltiposition rotary switch is
BRG used to select the navigation sensor,
ROSE RR
NAV 1 or LRN 1 (for FMS), to be dis-
RA FD 2ND
TST
ET DEV
CRS played on EHSI (left DCP only).
ROSE SECTOR RR selector DEVIATION (DEV) push button

Selects different types of display in EHSI. The Map Mode display is entered by selecting a
ROSE Compass rose is displayed in EHSI. sector compass display and pressing the DEV
push button.
SECTOR A compass sector of 40 is displayed
corresponding to the ranges 5, 25, 100,
200, 300 and 600 NM to be used in Map
Mode.
RR Adds weather radar to the sector display.
A15885
Fig. 1 FMS activation on DCP and Remote Annunciators
15/9.1 O2
Dec 01/15
Description
Function Keys
The function keys are used to directly access certain functions or the FMS:
DATA, FPL, NAV, VNAV, DTO, FUEL, LIST, MENU and MNVR.
MSG POS
UNIVERSAL
MSG DATA
DTO MNVR
ON
OFF
NAV VNAV
BRT
FPL FUEL
Miscellaneously Keys
ONOFF, BRT, DIM, MSG, ENTER, , BACK. DIM
LIST MENU
A B C D E F G 1 2 3
H I J K L M N 4 5 6
O P Q R S T U 7 8 9
V W X Y Z ENTER BACK 0 +
Data Entry Keys

The data entry keys are numeric 09 and the alphabetic AZ keys.
A15904
Fig. 2 FMS control display unit
15/9.1 O2
Dec 01/16
Description
15/9.1 O2
Dec 01/16
Description
A EADI (LH) MAP MODE SELECTED

A B
HDG 170 IAS

20 20
F 10 10
FMS deviation indication in form

S 10 10 of a star shaped symbol.
See UNS1 Msp OPERATORS
20 20 DH 200
MANUAL regarding deviation
scale sensitivity.
NOTE
Either one of NAV 1 or FMS can be displayed,
not both at the same time.
B EHSI (LH) SECTOR MODE SELECTED

Course and deviation to next wayoint.
TAS 193 19 C T ET 02:23 Second course pointer on RH EHSI.
GSP165 TTG 5.0
See UNS1 Msp OPERATORS MANUAL
015 regarding deviation scale sensitivity.
B EHSI (LH) MAP MODE SELECTED
LIN
LIN display TAS 193 19C
T ET 02:23
TO
50 GSP 165 TTG 5.0
103 082 015 5
LRN 1 VOR 2 FMS Active flight plan with the
D 12.4
3
D 34.5
next three waypoints presented
4 (cyan). The waypoints are dis-
played as star symbols. The
LIN
3 next (to be overflown) waypoint
ARN
50
flashes prior to waypoint pas-
103
LRN 1 VOR 2
082
sage to the new leg.
D 56.1 D 34.5
3
D GSP TTG FMS valid flag Selected course to next waypoint.

Distance, ground speed and time to next
waypoint.
Only distance is displayed on RH EHSI.
VOR 2/DME 2 station presentation with ident
code and courseline (green).
A15910
Fig. 3 LH EHSI FMS presentation in SECTOR MODE and LH EADI/EHSI FMS presentation in MAP
MODE
15/9.1 O2
Dec 01/16
Description
15/9.1 O2
Dec 01/16
Description
A MULTIFUNCTION DISPLAY, MFD FMS SELECTED
NORM T
NAV
VOR 2/DME 2 station presentation with

5
ARN
4
3
LRN 150 Waypoint determined by the FMS. Flashes

CRS CRS 105 ARN prior to waypoint passage (cyan).
VOR 085
Selected course (CRS) and ident to the VOR 2/

Course to next waypoint (cyan). DME 2 station.
NOTE
A15884
IF MFD INSTALLED.
15/9.1 O2
Dec 01/16
Description
15/9.1 O2
Dec 01/16
Aircraft Operations Manual NAVIGATION,
FMS UNS1K, 1K+, 1L and 1Lw
Description
1. GENERAL 2. MAIN COMPONENTS AND SUBSYSTEMS
This FMS description gives a general outline of the 2.1 Flight Management System
system with regards to the SAAB 340B installation.
Detailed information for operation is contained in The Flight Management System, FMS, consists of
the UNIVERSAL UNS1K OPERATORS MANUAL the following units:
(SCN 602 for UNS1K and SCN 803 for UNS1K+ 1 Navigation Computer Unit, NCU
and UNS1L and SNC 1000 for UNS1Lw). In the 1 Control Display Unit, CDU
Saab 340B the system is referred to as FMS but in 1 Configuration Module, CM
the UNIVERSAL MANUAL the system is referred to 1 GPS Antenna
as Navigation Management System, NMS. 3 Remote Annunciators
The Flight Management System, FMS, offers capa- 1 Data Transfer Unit, DTU
bilities such as flight planning, steering guidance
Navigation Computer Unit, NCU
and fuel management. The navigation data is re-
ceived from the internal GPS receiver and from the The Navigation Computer Unit is located in the
interfaced navigation sensors i.e. the Air Data Com- avionics rack. The NCU is the computational center
puter, the VOR/DME and the Attitude Heading Ref- of the Flight Management System. The GPS receiv-
erence System, AHRS. Based on the available in- er is physically located in the NCU.
formation a best position is calculated (as a Control Display Unit
Kalman filtered solution). When the best position is
The Control Display Unit, located in the center ped-
obtained, navigational information such as course to
estal, is the interface between the Flight Manage-
waypoint, Estimated Time Enroute, ETE, distance
ment System and the pilot. Data and commands
to waypoint, wind and ground speed are computed
are entered to the FMS through the keyboard and
and displayed. The information will be available on
information is presented on a Flat Panel Liquid
the FMS alphanumeric display as well as on the
Crystal Display. Dimming of the CDU is provided by
EFIS display, and MFD display (if installed).
the CTR PNLS knob located on the INT LIGHT
The fuel flow management receives fuel flow input panel.
from the aircraft fuel flow sensors and along with
data supplied by the pilot, continuously updates and Configuration Module
displays fuel management information during the The FMS is configured to its specific aircraft instal-
flight. The fuel flow management is only an advisory lation by the use of a configuration module, which is
for planning. programmed via the FMS keypad inputs to com-
pletely define the sensors inputs, fuel flow, air data
Three Remote Annunciators (WPT/XTK, MSG/HDG
etc. The configuration module is mounted on the
and APPR/GPS without Mod. No. 2966 or DR/GPS
NCU mounting tray.
with Mod. No. 2966 installed) driven by the FMS are
also installed on the glareshield panel. GPS antenna
NOTE The GPS antenna is a single frequency antenna

with an internal preamplifier.
The FMS offers vertical navigation, VNAV, and
nonprecision approach, NPA. VNAV is available Data Transfer Unit
in SAAB 340B aircraft equipped with FMS The Data Transfer Unit (DTU) is a 3.5 floppy disc
UNS1Lw when Mod. No. 3562 is installed. GPS drive (for UNS1K+ and UNS1Lw a zip drive)
based NPA is only available when Mod. No. 3034 housed in a protective case. It is mounted in the
is installed. center pedestal and powered from the NCU. It com-
municates with the NCU through a digital bus. The
DTU is used to:
15/9.1 O3
UNIVERSAL FMS UNS1K, 1K+, 1L and 1Lw PAGE 1
Dec 01/16
Description
Update the standard and expanded navigation 2.2 FMS Software
databases
Navigation Data Base
Load aircraft specific performance data
Load pilot defined flight plans and checklists The navigation data base contains waypoint in-
formation on VORs, DMEs, enroute intersections,
Remote annunciators
nondirectional beacons and airports including air-
The FMS provides outputs to the following remote port reference points, airport runway thresholds and
annunciators: WPT/XTK, MSG/HDG and APPR/ airport terminal waypoints. The region of data base
GPS or DR/GPS. coverage is tailored to meet the needs of the user.
The data base has a twenty eight day period of ef-
WPT Illuminates approximately 15 seconds fectivity and is stored on a 3.5 floppy disc (for
prior to a leg change. When the light
UNS1K+ and UNS1Lw a zip drive) which is loaded
comes on, the appropriate message
will be available on the CDU. The light into the FMS via the DTU.
will automatically go out when the leg
Company Routes
change occurs.
The FMS allows up to 200 company routes be to
XTK Illuminates when a parallel course
has been selected for the current nav- stored in the FMS. Each route may contain up to 98
igation leg. The XTK will remain on waypoints. In addition to the predefined waypoints,
until the parallel course is cancelled 200 operator defined waypoints can be defined and
manually or automatically at the next stored in the FMS. Up to 2500 company routes may
leg change. be stored via the offline flight plan program.
MSG Flashes when a message is given on
the CDU message page. 2.3 Operation
HDG Illuminates whenever the heading Initialization
mode has been selected. When the
annunciator is on, the FMS flight di- After power up, the first page presented is the Ini-
rector and autopilot outputs are refer- tialization page. This page displays the date, UTC
enced to a pilot selected heading time, present position, the data base start and ex-
rather than to the active FRTO nav piration date. When GPS transitions to NAV mode,
leg. The FMS heading will remain on
until the heading mode is either auto- then <GPS> will be displayed in the present posi-
matically or manually cancelled. tion ID field and GPS lat/long will be displayed be-
low. If the current date is later than the expiration
APPR FMS approach function, not used in
the SAAB 340B unless Mod. No. date, the message DATA BASE OLD will appear
3034 is installed (without Mod. No. under the MSG page. The system can still be used
2966 installed). for navigation, but the pilot must verify each way-
DR Dead Reckoning annunciator illumi- point prior to use for IFR operation. Present Posi-
nates when the position signals from tion Identifier (ID) may be corrected by entering an
the used navaids are lost (with Mod. identifier into this field. Initial position coordinates
No. 2966 installed). The computation will be automatically updated.
and display of the FMS navigation
information is then extrapolated from Flight Planning
the last known position which makes
The pilot selects from waypoints, routes, airways,
the information less reliable.
arrivals and departures, approaches and runways to
GPS Is a GPS integrity uncertain annuncia- create the desired flight plan. The flight plan will be
tor and it will come on when the GPS
presented in terms of direct leg, bearing to way-
sensor is in NONE or ALARM states.
point, distance to go and estimated time en route.
The flight plans will consist of waypoints from the
nav data base and/or pilot defined waypoints. The
15/9.1 O3
Dec 01/16
Description
flight plan waypoints are deleted from the presenta- slant range using station elevation and aircraft alti-
tion as they are passed. tude, the FMS is able to compute the position of the
aircraft.
Navigation
The FMS accepts data from multiple navigation Steering
sensors and (using a Kalman filter) computes a When a flight plan has been activated, the FMS will
position estimate. The FMS smooths the transients output roll command to the FCC. The roll rate is
caused by changes in the available sensor data. limited to 3 per second.
When the best position is obtained navigational in-
Fuel Flow Management
formation such as course to waypoint, estimated
time enroute, distance to waypoint, wind and The FMS receives fuel flow information from the
ground speed are computed. fuel flow sensors. The initial fuel onboard has to be
inserted, and thereafter the fuel used can be pres-
A sensor watchdog automatically protects against
ented. The Fuel Flow Management is only an advi-
a large error being input from a navigation sen-
sory for planning.
sor which could cause an error in the best com-
puted position. This is accomplished by continu- 2.4 FMS presentation on EFIS
ously monitoring the difference between the
computed position and the FMS best computed Activations of the FMS is controlled from the DIS-
position. If the difference exceeds a preset value, PLAY CONTROL PANEL (DCP) on the glareshield.
the watchdog will activate the appropriate mes- The FMS information is shown on both pilots EHSI.
sage to alert the pilot. Additionally, a sensor monitor Active tuning of DME1 is now controlled from the
will detect any sensor that is rapidly diverging from FMS system.
the FMS position, and will deselect that sensor be- BOTH PILOTS EHSI
fore it can affect the FMS position. Will display LRN1 at the bottom left of the dis-
Advisory VNAV Top of Descent (With Mod. No. play.
3562 installed) When operating EHSI in map mode:
By enabling the VNAV function in the UNS1Lw Waypoint is shown by a star shaped symbol and
FMS with Mod. No. 3562, enroute vertical naviga- with a line TO/FROM it, indicating the track. A
tion descent profile can be computed and guidance TO/FROM arrow will show on the trackline if the
provided to the pilot. The FMS CDU will display the WPT is off the screen.
vertical speeds required to obtain target altitudes at LEFT PILOTS EHSI
waypoints entered through the flightplan. Top of
The FMS provides automatic No 1 course needle
Descent (TOD) point and Flight Path Angle (FPA)
drive.
based on target vertical speed will also be com-
puted and displayed. Vertical deviation/steering in- The deviation bar on the EHSI provides LEFT/
formation will not be displayed on the EFIS or pro- RIGHT steering information from the FMS.
vided to the autopilot and vertical guidance may The DME1 display provides distance to next way-
only be considered advisory. point (WPT) in nautical miles, time and ground
speed.
FMS DME control
RIGHT PILOTS EHSI
The FMS will allocate a DME (using DME 1) chan-
nel in order to calculate a DMEDME position by When second course is selected:
searching the nav data base to determine which The FMS provides automatic No 2 course needle
DME stations are within range (approximately 300 drive.
NM) and sequentially tune each station. By The deviation bar provides LEFT/RIGHT steering
interrogating multiple DME stations at a four second information from the FMS.
rate, knowing the geographic coordinates for each The DME1 display provides distance to next way-
station, and correcting the distance computation for point (WPT) in nautical miles.
15/9.1 O3
Dec 01/16
Description
REMOTE ANNUNCIATORS
A WPT Illuminates approximately 15 seconds prior to a leg change.
When the light comes on, the appropriate message will be
available on the CDU. The light will automatically go out
when the leg change occurs.
XTK Illuminates when a parallel course has been selected for the
current navigation leg. The XTK will remain on until the par-
allel course is cancelled manually or automatically at the
next leg change.
MSG Flashes when a message is given on the message page.
HDG Illuminates whenever the heading mode has been selected.
When the annunciator is on, the FMS flight director and
autopilot outputs are referenced to a pilot selected heading
rather than to the active FRTO nav leg. The FMS heading
will remain on until the heading mode is either automatically
or manually cancelled.
GPS Is an integrity uncertain annunciator and it will come on
when the GPS sensor is in NONE or ALARM states.
without Mod. No. 2966 installed:
APPR FMS approach functional, not used in the Saab 340B un-
less Mod. No. 3034 is installed.
with Mod. No. 2966 installed:
DR Dead Reckoning annunciator illuminates when the position
signals from the used navaids are lost. The computation
and display of the FMS navigation information is then extra-
polated from the last known position which makes the in-
formation less reliable.
A LH DISPLAY CONTROL PANEL (DCP) and REMOTE ANNUNCIATORS
Without Mod. 2966 installed With Mod. 2966 installed
APPR MSG WPT DR MSG WPT
GPS HDG XTK GPS HDG XTK

DH INT SECTOR SELECT SELECT knob
DTA The multiposition rotary switch is used to
select the navigation sensor,
BRG NAV 1 or LRN 1 (for FMS), to be
ROSE RR
RA 2ND displayed on EHSI (left DCP
FD ET DEV
TST CRS only).
ROSE SECTOR RR selector

DEVIATION (DEV) push button
Selects different types of display in EHSI.
The Map Mode display is entered by selecting a
ROSE Compass rose is displayed in EHSI. sector compass display and pressing the DEV
SECTOR A compass sector of 40 is displayed cor- push button.
responding to the ranges 5, 25, 100, 200,
300 and 600 NM to be used in Map Mode.
RR Adds weather radar to the sector display.
A15885
Fig. 1 FMS activation on DCP and Remote Annunciators
15/9.1 O3
Dec 01/16
Description
A
Function Keys
The function keys are used to directly access certain functions of the FMS:
DATA, FPL, NAV, VNAV, DTO, FUEL, LIST, MENU, TUNE and PERF.
MSG 1L 1R NAV
DATA 2L 2R DTO
FUEL 3L 3R FPL
Line Select Keys TUNE 4L 4R VNAV
The line select keys provides the option to

position the cursor and input the desired data PREV 5L 5R LIST
NEXT
A B C D E F G 1 2 3 MENU
PWR
DIM H I J K L M N 4 5 6 PERF
O P Q R S T U 7 8 9
V W X Y Z 0 +
ENTER BACK
A18004
Data Entry Keys

The data entry keys are numeric 09 and the alphabetic AZ keys.
A15904
Fig. 2 FMS control display unit
15/9.1 O3
Dec 01/16
Description
15/9.1 O3
Dec 01/16
Description
A EADI (LH) MAP MODE SELECTED
A B
HDG 170 IAS

20 20
F 10 10
FMS deviation indication in form

S 10 10 of a star shaped symbol.
See UNS1K OPERATORS
20 20 DH 200
MANUAL regarding deviation
scale sensitivity.
NOTE
B EHSI (LH) SECTOR MODE SELECTED

Course and deviation to next wayoint.
TAS 193 19 C T ET 02:23 Second course pointer on RH EHSI.
GSP165 TTG 5.0
See UNS1K OPERATORS MANUAL
015 regarding deviation scale sensitivity.
B EHSI (LH) MAP MODE SELECTED
LIN
LIN display TAS 193 19C
T ET 02:23
TO
50 GSP 165 TTG 5.0
103 082 015 5
LRN 1 VOR 2 FMS Active flight plan with the
D 12.4
3
D 34.5
next three waypoints presented
4 (cyan). The waypoints are dis-
played as star symbols. The
LIN
3 next (to be overflown) waypoint
ARN
50
flashes prior to waypoint pas-
103
LRN 1 VOR 2
082
sage to the new leg.
D 56.1 D 34.5
3
D GSP TTG FMS valid flag Selected course to next waypoint.

Distance, ground speed and time to next
waypoint.
Only distance is displayed on RH EHSI.
VOR 2/DME 2 station presentation with ident
code and courseline (green).
A15910
Fig. 3 LH EHSI FMS presentation in SECTOR MODE and LH EADI/EHSI FMS presentation in MAP
MODE
15/9.1 O3
Dec 01/16
Description
15/9.1 O3
Dec 01/16
Description
A MULTIFUNCTION DISPLAY, MFD FMS SELECTED
NORM T
NAV
VOR 2/DME 2 station presentation with

5
ARN
4
3
LRN 150 Waypoint determined by the FMS. Flashes

CRS CRS 105 ARN prior to waypoint passage (cyan).
VOR 085
Selected course (CRS) and ident to the VOR 2/

Course to next waypoint (cyan). DME 2 station.
NOTE
A15884
IF MFD INSTALLED.
15/9.1 O3
Dec 01/16
Description

With Mod 3564 installed
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS N17 AREA NAV
15/9.1 O3
Dec 01/16
Operation
1. LIMITATIONS
The AFM LIMITATIONS must be adhered to.
2. NORMAL OPERATION
2.1 FMS 1. SELECT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN

SELECTION/
DESELECTION On the L DCP only.
Turn switch until LRN 1 is displayed in left corner of the EHSI.
2. Mode Selector (DCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
3. The FMS information is displayed by NAV 1 course pointer and NAV 1
source flag and waypoint data by the cyan colored D, GSP and TTG.
4. Monitor the FMS navigation with the primary navigation equipment.
The GPS mode may not be used as the primary source of navigation.
Operation in GPS mode requires continuous monitoring of primary naviga-
tion source.
5. When deselecting LRN, by turning the select knob, VOR or LOC is dis-
played in the left corner of the EHSI. Simultaneously the heading bug is
synchronized to actual aircraft heading. The active FD mode is HDG. VOR
or LOC modes are armed.
NOTE
MSP APPR button is selectable but function is disabled while FMS selection is
valid.
2.2 FMS 1. NAV S L button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

NAVIGATION
WITH FD/AP FMS serves as left navigation system for FD/AP.
2. MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

3. CRS 1 knob is controlled by the FMS and can not be set manually.
2.3 RNAV For FMS operation instructions see KING KNS 660 PILOTS GUIDE.
OPERATION
15/9.2 O
KING FMS KNS 660 PAGE 1
Apr 01/15
Operation
3.1 FMS FAILURE Failure mode Indication Action

MODES Loss of FMS navigation Obvious when FMS
Use basic nav info
used
Misleading info from FMS Possible deviation from Use basic nav info for al-
without warning cleared route ternative route
15/9.2 O
KING FMS KNS 660 PAGE 2
Apr 01/15
Operation
1. LIMITATIONS
2. NORMAL OPERATION

SELECTION/
NOTE
valid.

NAVIGATION

2.3 RNAV For FMS operation instructions see UNIVERSAL UNS1 Msp OPERATORS
OPERATION MANUAL.
15/9.2 O2
Apr 01/15
Operation

MODES Loss of FMS/GPS naviga- Obvious when FMS/
Use basic nav info
tion GPS used
Misleading info from Possible deviation from Use basic nav info for al-
FMS/GPS without warn- cleared route ternative route
ing
Loss of Fuel Flow Man- Obvious when FMS/ Use basic Fuel Flow in-
agement GPS used formation
Misleading info from Fuel By monitoring of basic Use basic Fuel Flow in-
Flow Management Fuel Flow information formation
without warning
15/9.2 O2
Apr 01/15
Operation
1. LIMITATIONS
2. NORMAL OPERATION

SELECTION/
NOTE
valid, unless Mod No. 3034 is installed.

NAVIGATION

2.3 RNAV For FMS operation instructions see UNIVERSAL UNS1K OPERATORS
OPERATION MANUAL (SCN 602 for UNS1K and SCN 803 for UNS1K+ and UNS1L and
SCN 1000 for UNS1Lw).
15/9.2 O3
Apr 01/15
Operation
2.4 PRNAV
OPRAERTION
CAUTION
With Mod. No. 2905 or 2906 (Universal FMS UNS1k, SCN 602.x) but without
Mod. No. 3310 installed, Terminal Mode must be selected manually on the FMS.
After passing each waypoint in the Terminal Area, the FMS reverts to Enroute
Mode, which means that Terminal Mode must be selected after passing each
waypoint in the SID/STAR. When selecting Terminal Mode, the lateral deviation
display full scale deflection will change from 5 NM to 1 NM. Selection of Termi-
nal Mode does not affect the autopilot roll steering signal gain. Therefore it is
recommended to always fly SIDs and STARs with coupled autopilot.
Mod. No. 3310 (SB 34034204) contains a solid state Data Transfer Unit and
a new software version which eliminates the errorneous behavior described
above.

MODES Loss of FMS/GPS naviga- Obvious when FMS/
Use basic nav info
tion GPS used
Misleading info from Possible deviation from Use basic nav info for al-
FMS/GPS without warn- cleared route ternative route
ing
Loss of Fuel Flow Man- Obvious when FMS/ Use basic Fuel Flow in-
agement GPS used formation
Misleading info from Fuel By monitoring of basic Use basic Fuel Flow in-
Flow Management Fuel Flow information formation
without warning
15/9.2 O3
Apr 01/15
Aircraft Operations Manual PNEUMATICS
CONTENTS
Pneumatics

16.1 Description
16.2 Operation
16 CONTENTS
PAGE 1
Apr 01/15
16 CONTENTS
PAGE 2
Apr 01/15
Description
1. GENERAL is augmented by a jet pump. The jet pump creates

an underpressure behind the precooler which in
Pneumatic power is used to operate the following
turn sucks air through the cooler.
aircraft systems:
Air conditioning; 2.3 High Pressure valve
Pressurization; The HP valve is controlled by a 3position HP
Boot deicing. VALVE switch on the AIR COND panel. With the
Engines alternately supply high and low pressure switch in AUTO the valve opens below an Ng of
bleed air to the pneumatic system. Low pressure approximately 80 percent (76 psi bleed pressure)
bleed air is normally supplied. High pressure bleed and closes when Ng exceeds this value. It also
air is automatically supplied whenever the low pres- closes under the following conditions:
sure bleed is insufficient to maintain pneumatic If the bleed air temperature, after the precooler,
pressure. exceeds 288C (550F);
A precooler in each nacelle lowers the high pres- If the fire handle is pulled;
sure bleed air temperature to a suitable level before If the HP VALVE switch is set to OFF.
the air is ducted into a pneumatic manifold. A man- In each case, when the triggering condition has
ifold connects the two engine bleed systems. A ceased to exist, the valve can be reopened by mov-
cross valve in the manifold makes it possible to in- ing the HP VALVE switch to RESET then AUTO.
terconnect the two bleed systems. The valve may
only be open on the ground. Should a HP valve fail to close after a close sig-
nal, HP HIGH light in the AIR COND panel will
2. MAIN COMPONENTS AND SUBSYSTEMS come on together with AIRCOND master caution.
The valve is pneumatically actuated and requires a
2.1 Engine bleed air
bleed pressure of min. 10 psi for operation. In case
Low pressure (LP) air is bled off the engine at a of loss of electrical control power the valve fails
point behind the 5th compressor stage. A check closed.
valve prevents reverse flow into the engine.
2.4 Bleed valve
High pressure (HP) air is bled from a point behind
the radial compressor (6th compressor stage) and The bleed valve is controlled by a 3position BLD
has about three times greater pressure than the low VALVE switch on the AIR COND panel. With the
pressure air. The HP air is only supplied if the gas switch in AUTO the valve automatically regulates
generator speed drops below approximately 80 per- pneumatic air pressure to the manifold as a function
cent Ng. of altitude.
Right engine operating in propeller brake mode can The valve closes under the following conditions:
supply sufficient bleed air to power the two air con- If the bleed air temperature exceeds 288C
ditioning packs by opening the XVALVE. In flight, (550F);
however, the XVALVE shall be closed. If the fire handle is pulled;
If the regulated pressure exceeds 43,5 psi;
2.2 Precooler
If the air conditioning pack (ACP) compressor
The precooler, or heat exchanger, is mainly used to discharge temperature exceeds 225 (440F);
lower the temperature of the high pressure bleed If the distribution duct temperature exceeds 82C
air. A small section of the unit is also used for cool- (180F);
ing the air to the boot deicing system. If the BLD VALVE switch is set to OFF.
Air is used as the cooling medium. In flight ram air In each case when the triggering condition has
is taken from a scoop on the engine nacelle. On the ceased to exist, the valve can be reopened by mov-
ground, controlled by the WOW switch, this airflow ing the BLD VALVE switch to RESET then AUTO.
16.1
PAGE 1
Apr 01/15
Description
As a confirmation of a closed valve, BLD CLOSED when a Bleed valve is closed; (It closes under
light in the AIR COND panel will come on together any of the Bleed valve closing conditions, see
with AIRCOND master caution. item 2.4.)
Should the valve fail to close after a close signal the after an engine failure. (It closes when one DC
BLD FAULT light in the AIR COND panel will come generator goes off line, power is lost to the UTIL-
on together with AIRCOND master caution. The ITY BUS).
BLD FAULT light will also come on if the bleed air The valve is pneumatically actuated and requires a
temperature is too high or the regulated pressure bleed pressure of about 2 psi for operation. In case
exceeds its allowable value. of loss of electrical control power the valve fails
closed.
When the temperature or pressure goes down after
the valve has closed the BLD FAULT light will go 2.7 Hot air leak detection
out.
A temperature variable resistance continuous loop
hot air leak detector system is installed. The loop is
routed alongside the bleed ducting between the en-
of loss of electrical control power the valve fails
gine nacelle and the cross valve on each side of the
open.
aircraft. The loop terminates at a control unit. If the
2.5 Cross manifold and Cross valve control unit senses a temperature of 205 (400F),
the affected sides BLD AIR LEAK light in the AIR
The cross manifold connects the left and right en- COND panel will come on together with AIRCOND
gine bleed systems. master caution.
A cross valve in the manifold makes it possible to
interconnect the two bleed systems. The valve may
only be opened on the ground. The valve is con-
trolled by a 2position switch on the AIR COND
panel. To open the valve requires one BLD VALVE
to be closed. If, when the X VALVE is open, both
BLD VALVEs are set in AUTO the X VALVE will au-
tomatically close.
As a confirmation of an opened valve X VALVE
OPEN light in the AIR COND panel will come on.
of loss of electrical control power the valve fails
closed.
2.6 Tailcompartment air shutoff valve

(Mod No. 1991)
The shutoff valve is fully automated in its function.

There is no control switch nor an indication in the
cockpit.
The valve is normally open and closes, thereby
stopping the air supply to the tail compartment, un-
der the following conditions:
16.1
PAGE 2
Apr 01/15
Description
A12084
Fig. 1 Pneumatic system schematic (LH side shown)
16.1
PAGE 3
Apr 01/15
Description
16.1
PAGE 4
Apr 01/15
Description
BLD AIR LEAK light (amber).

Will come on together with associated master
caution when a hot air leak is detected.
X VALVE OPEN light (amber).

Illuminates whenever the cross valve is open.
BLD FAULT light (amber). A AIR CONDITIONING PANEL

Will come on together with associated master
caution if:
Bleed air temp is too high.
Regulated pressure is too high.
BLD VALVE is not closed after a close signal.
BLD CLOSED light (amber).

Comes on together with associated master
cauation whenever the bleed valve is closed.
X VALVE switch.
OPEN Valve open (requires one bleed valve
to be closed).
CLOSED Valve closed.
BLD VALVE switch.

RESET Used to reset a closed valve if a close
signal no longer is present.
Used when attempting to reactivate a
failed open bleed valve.
AUTO Refulates bleed air pressure as a func
tion of altitude.
Closes the bleed valve if:
Bleed air temperature is too high.
Fire handle is pulled.
Regulated pressure is too high.
Air conditioning Pack compressor dis
HP VALE switch.
charge temp is too high.
RESET Used to reset a closed valve if a
Distribution duct temp is too high.
close signal no longer is present.
CLOSED Valve closed.
AUTO Opens and closes the valve accord
ing to high pressure bleed demand.
HP HIGH light (amber). The HP valve closes if:
Will come on together with associated master Bleed air temp is too high.
caution if the HP valve fails to close after a close Fire handle is pulled.
signal. CLOSED Valve closed.
A12095
Fig. 2 Pneumatic system controls and indicators
16.1
PAGE 5
Apr 01/15
Description
B TEST 1 PANEL
TEST 1
BLD LEAK 1 STALL 2
L R
BLD LEAK test switch.
+ L/R Tests continuity of the respective
ACC sides bleed leak detection loop.
LAMPS FLAPS FUEL FIRE SHORT Center Off.
UPR L R
LWR
L R L R
RST
6 6
AIRCOND light (amber).
7 7 The AIRCOND light will come on flashing to-
8 8
gether with associated master caution for:
Bleed air leak.
9 9 Bled air temp is too high.
BLD VALVE is closed.
10 10 BLD VALVE is not closed after a close signal.
HP VALVE is not closed after a close signal.
A12670
Fig. 3 Pneumatic system controls and indicators
16.1
PAGE 6
Apr 01/15
Description
High press control right (MANUAL) . . . . . . R MAIN BUS P19 R HP MAN CTL
High press control right (AUTO) . . . . . . . . . R MAIN BUS P18 R HP AUTO
High press control left (MANUAL) . . . . . . . . L MAIN BUS H19 L HP MAN CTL
High press control left (AUTO) . . . . . . . . . . L MAIN BUS H18 L HP AUTO
Bleed valve control left . . . . . . . . . . . . . . . . . R MAIN BUS P17 L BLD VALVE

Bleed valve control right . . . . . . . . . . . . . . . . L MAIN BUS H17 R BLD VALVE
Cross valve control . . . . . . . . . . . . . . . . . . . . R MAIN BUS P16 XVALVE
Tailcompartment air shutoff valve . . . . . . . UTILITY BUS P20 TAIL COMPT AIR
(WITH MOD NO 1991 INSTALLED)
Bleed air leak ind. right . . . . . . . . . . . . . . . . . R MAIN BUS P13 R BLD AIR LEAK
Bleed air leak ind. left . . . . . . . . . . . . . . . . . . L MAIN BUS H13 L BLD AIR LEAK
16.1
PAGE 7
Apr 01/15
Description
16.1
PAGE 8
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATION
2.1 OPERATION OF HP bleed during ground operation

PNEUMATIC
HP bleed may be necessary to check the BOOT DEICE system or for
SYSTEM
cabin comfort in hot or cold climate. However, if there is no need, keep the
HP VALVE switches in CLOSED position. This is due to a significant ITT
raise, especially with PLs at GND IDLE.
AVOID TO USE HP BLEED AT GND IDLE.
Before engine start
1. X VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
2. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/AUTO
3. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
After engine start
4. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Line up
6. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Performance is affected with bleed valves open.
7. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
With the switches in AUTO the HP valves will close automatically when
PLs are advanced to takeoff power.
Climb
8. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
If taking off with the BLD VALVEs off, wait a few seconds between switch-
ing on the first and second pack to reduce the pressure bump.
Approach
9. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS
REQUIRED
In hot conditions set HP VALVEs to CLOSED to avoid high transient ITT
during reverse thrust application after touch down.
In icing conditions leave HP VALVEs in AUTO. HP bleed may be required
for operation of the boot deicer system.
(Contd)
16.2
PAGE 1
Apr 01/15
Operation
(Contd)
On ground
10. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS
REQUIRED
Parking
11. HP VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
12. BLD VALVE switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Set the switches to CLOSED before engine shut down.
16.2
PAGE 2
Apr 01/15
Operation
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES.
16.2
PAGE 3
Apr 01/15
Operation
16.2
PAGE 4
Apr 01/15
Aircraft Operations Manual POWER PLANT
CONTENTS
Power Plant
17.0 Highlights
17.1 Description
17.2 Operation
17 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual POWER PLANT
17 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual CT79B
POWER PLANT
Highlights
0. MODIFICATION STANDARD 0.2 PROPELLER GEAR BOX (PGB) OIL SYS-
TEM
The systems described in chapters 17.1 and 17.2
assume a certain modification standard of the air- Applicable to a/c 160173, 175,176,178 and 179
craft. If a modification is not installed the following (without Mod No. 1492 , addition of separate PGB
apply as a complement to what is stated. Oil Press Switch).
0.1 PROPELLER A single transducer provides signals to the warning

system via the cockpit indicator. The warning
Hamilton Standard propeller system (Optional) comes on at 25 psi airborne and at 7 psi on ground
Description/Limitations/Operation: (WoW switch function).
See Section 37, Supplement No. 2
A10899
Fig. 1 Propeller gear box oil system schematic
17.0
PAGE 1
Apr 01/15
POWER PLANT
Highlights
0.3 STARTING SYSTEM 0.4 STARTING SYSTEM
Applicable to a/c without Mod 2417, SB 24021 Applicable to a/c without Mod No 2617, SB 24025
(Electrical power change to parallel motoring). (Additional changes to engine start control power
supply).
The aircraft electrical system DC generator oper-
ates as a motor during engine start (combined start- EXT PWR disconnects automatically, EXT PWR
er/generator). See also AOM 1.5. ELECTRICAL. ON light goes out and EXT PWR switch automati-
cally flips to OFF if:
The starter/generator may be powered from:
With START switch engaged and if GPU voltage
aircraft batteries (battery start);
drops to below approx. 7V the starter/generator
GPU;
will automatically be powered from the batteries.
the generator of an operating engine, together i.e. a start sequence will continue as a battery
with the aircraft batteries. (Generator crossover start and in case of motoring the motoring will
start.) continue on battery power.
During battery start, the batteries are connected in With START switch released and if GPU voltage
series by the series/parallel relay. This switching is drops to below approx. 10V the batteries connect
accomplished automatically when the start cycle is automatically, however, the starter/generator will
initiated and there is no external or generator power be disengaged. Reactivating the START switch
available. will reengage the starter/generator.
If the battery temperature is too high (575C or 0.5 BETA STOP
above), a NO BAT START light in the cockpit over-
head panel will illuminate. Applicable to a/c without FI STOP Mod No 2558,
SB 76032.
The start function of the starter/generator is con-
trolled by the start relay. During an engine start this A manually operated BETA STOP is available (Mod
relay is closed when the following conditions are No 2609, SB 76034). Description and Operation,
met (for the engine being started): see Operations Bulletin No 23, Rev A.
CL in START position;
Ignition switch in NORM or CONT position;
Start switch L or R position respectively;
Ng below 55% (as sensed by the starter/genera-
tor).
This means that the starter/generator will drive the
engine up to approximately 55% Ng, then automati-
cally cut out and revert to its role as generator.
Dry motoring of the engine without ignition is pos-
sible with the concerned ignition switch in the OFF
position and the CL in FUEL OFF. For this opera-
tion the start switch must be held in the L or R posi-
tion for as long as motoring is required.
Power supply for engine start control is L/R BAT
BUS respectively.
17.0
PAGE 2
Apr 01/15
POWER PLANT
Description
1. GENERAL eign objects by inertial action. The combustor,
where the fuel is injected and burned is of the annu-
The aircraft is equipped with two General Electric
lar type. A twostage turbine with aircooled blades
CT79B turboprop engines, each developing a
drives the compressor.
maximum takeoff power of 1870 SHP/1935 ESHP
at sea level up to a temperature of 35C. Each en- An accessory gear box, located on top of the en-
gine drives a 132 inch diameter fourbladed Dowty gine, is driven by the gas generator through a radial
Rotol propeller. drive shaft. The accessory gear box has drive pads
for various engine and aircraft accessories.
1.1 Engine
A twostage power turbine has an output shaft run-
The engine consists of a gas generator powering a ning through the entire gas generator to the propel-
free power turbine which is directly coupled to the ler gear box (PGB) which is a separate unit located
propeller gear box. in front of the engine. There is no mechanical con-
nection between the power turbine and the gas gen-
The air inlet duct is equipped with a bird catcher
erator rotating parts.
which will trap ingested birds before they reach the
engine air inlet. The propeller gear box drives the propeller with a
gear ratio of 15.9:1. It is equipped with drive pads
The gas generator has an axialcentrifugal com-
for various engine and aircraft accessories.
pressor with 5 axial stages and one centrifugal
stage. The compression ratio is 17:1. The compres- The engine fuel system provides the engine with
sor inlet guide vanes and the stator vanes for the fuel to satisfy the various operating conditions.
1st and 2nd stage are variable. The air inlet to the
The engine and the propeller gear box are each
compressor is designed to reduce ingestion of for-
provided with an independent oil system.
Propeller gearbox
Pitch Control Accessory Hydromechanical

Unit (PCU) gearbox unit (fuel control)
Propeller gearbox Fuel manifold
support strut (one
on each side)
Annular combustor
Propeller
brake
Air inlet Power

Antiice
duct turbine (Np)
valve
ITT
Axialcentrifugal thermocouples
compressor
Bird catcher Engine oil tank Particle separator Gas generator
(integral with case (scroll case) turbine (Ng)
main frame) connected to
ejector on exhaust
A9894
duct (not shown)
Fig. 1 CT7 engine general arrangement
17.1
PAGE 1
Jun 30/15
POWER PLANT
Description
The engine system provides lubrication and cooling cally started. Lights in the cockpit will indicate the
of the bearings and accessory gear box. The pro- main pump failure and standby pump on.
peller gear box oil system lubricates the gear box
Fuel heater
and is also used for the propeller pitch control and
fuel heating. The engine is equipped with a self To prevent fuel icing in the fuel filter, a fuel heater is
contained electrical system supplying power to vari- installed. The heater utilizes PGB oil to heat the
ous engine functions. The power source is an alter- fuel. A thermostat valve sensing the fuel tempera-
nator driven by the accessory gear box. ture controls the oil flow through the heater. A ther-
mal switch in the fuel out port of the fuel heater will
The engine splitter lip and inlet guide vanes are
cause a light in the cockpit to illuminate when the
antiiced by hot air tapped from the compressor
fuel temperature becomes too low, 0 3C (32
and the engine inlet by hot engine scavenge oil.
38F). This can occur if the heater fails or during
The nacelle air intake and the birdcatcher are elec-
engine start with fuel temperatures near 0C (32F).
trically antiiced. For description of these systems,
see AOM 11.1. ICE AND RAIN PROTECTION. Fuel filter
1.2 Propeller A fuel filter is installed to ensure that no debris will

block the HMU and the fuel nozzles.
The propeller is a fourbladed Dowty Rotol,
The filter is provided with an impending bypass sen-
constant speed, fully feathering and reversible pitch
sor which will cause an indicating light in the cockpit
unit. The blades are constructed of composite ma-
to illuminate should the differential pressure across
terial (carbon fibre and fiberglass reinforced plastic).
the filter rise above a predetermined value, which is
Propeller gear box oil and counterweights on the
approximately half the by pass pressure. In case of
propeller blades are utilized to power the pitch
further increased differential pressure, a bypass
change mechanism. The propeller pitch is con-
valve will open, allowing unfiltered fuel into the
trolled by a Pitch Control Unit (PCU) driven by the
HMU. A small filter in the HMU would then filter the
propeller gear box. To prevent overspeed, should
fuel.
the governor in the PCU fail, an independent over-
speed governor is provided. Hydromechanical unit (HMU)
The propeller blades are electrically deiced. For The HMU provides high pressure metered fuel for
description of this system, see AOM 11.1. ICE AND combustion. It contains a high pressure vane pump
RAIN PROTECTION. and a pressure regulator and metering valve that
schedules fuel to meet the various engine operating
2. MAIN COMPONENTS AND SUBSYSTEMS conditions and demands. The HMU also controls
the variable geometry system (inlet guide vanes
2.1 Engine fuel system (Fig. 2)
and stage 1 and 2 stator vanes) and the start and
The engine fuel system pumps, heats, filters and antiice bleed valve to provide for efficient and
meters the fuel in the engine to satisfy all operating smooth engine operation throughout the entire
conditions. In addition it is used to cool the engine speed range. A mechanical Ng overspeed protec-
oil. tion in the HMU shuts off fuel and flames out the
engine at 110% Ng. This system is an internal part
Main pump of the HMU and can not be tested from the cockpit.
The main pump is driven from the accessory gear
The HMU responds to:
box. The pump provides both fuel suction from from
power lever (PL) inputs (power demand);
the fuel tank and fuel pressure to the high pressure
pump within the hydromechanical unit (HMU). condition lever (CL) input (fuel shutoff);
gas generator speed (Ng);
In case of failure of the main pump, as sensed by a
compressor inlet temperature;
differential pressure switch across the pump, the
DECU command signals to the torque motor.
standby pump in the aircraft fuel tank is automati-
17.1
PAGE 2
Jun 30/15
POWER PLANT
Description
In the HMU there is a torque motor which can only cal power alternator, which is driven by the acces-
increase fuel beyond PL position and which has two sory gear box. The signals are used for:
functions: ENG rpm indication;
to meter engine fuel, by signals from the DECU DECU flame out protection system (autoignition)
bottoming governor circuit, in order to achieve a Autocoarsen system.
preset variable minimum PROP RPM on ground
Forward Np sensor; This sensor is located at the
(1040/1200) ;
forward end of the propeller drive shaft housing be-
to meter engine fuel, by signals from the DECU
tween the gas generator and the PGB. This sensor
constant torque and APR circuit, in order to
is used to measure power turbine speed (Np). The
achieve a selected torque (CTOTfunction) or a
sensor contains a permanent magnet and wire coil
torque push (APRfunction).
and produces a pulse of current each time a timing
The metered fuel output from the HMU is indicated notch on the shaft passes. The signals are used for:
on the fuel flow indicator in cockpit. PRPM indication (via the DECU);
Fuel Used Indicator BG function.
An optional, digital readout, Fuel Used Indicator is Aft TRQ/Np sensor; This dual function sensor is
tied into both fuel flow indicators and displays total located in the exhaust frame. Np is picked up the
fuel used. same way as for the forward Np sensor.
The indicator resets automatically to zero during an The torque signals are picked up as follows;
internal battery start and also during a GPUstart if Engine power output of the propeller is an electronic
GPU voltage drops below approximately 20 V. measurement of twist applied to the Np rotor shaft.
NOTE The rotor shaft is hollow and a coaxial reference
If a fuel flow needle momentarily drops to zero, shaft is pinned to the rotor shaft at the forward end
the Fuel Used Indicator notches up ten units and is free at the aft end.
(10 lb or 10 kg) each time this happens. The rotor shaft and the reference shaft have four
teeth at the aft end. The reference shaft teeth are
With the lamp test switch in LWR, the indicator 180 apart and offset 90 from the teeth on the rotor
should read 8880. shaft.
Overspeed and drain valve A dualfunction monopole sensor is installed and
During normal operation the overspeed and drain senses the rotary motion and relative position of the
valve allows metered fuel to pass from the HMU to teeth. In a noload condition, the teeth pulses are
the fuel injectors. In case an Np overspeed is equal to the reference shaft teeth pulses. When
sensed by the DECU, the fuel flow is shut off to the power is applied, a measurable twist occurs on the
fuel injectors and bypassed back to the inlet of the rotor shaft which is directly proportionate to the ap-
HMU high pressure pump, causing a momentary plied power. The reference shaft will not twist since
engine flameout. At engine shutdown, the over- it is free at its aft end; therefore, the phase relation-
speed and drain valve allows fuel upstream of the ship of the torque shaft and reference shaft teeth
valve to be purged back through the fuel injector changes, and the phase shift between the induced
manifold and lines to an environmental container pulses is a measurement of twist (torque) applied to
located just forward of the wheel well. the propeller through the reduction gear.
The signals are used by the DECU for:
2.2 Torque and RPM
TRQ indication;
Engine RPM (Ng) is the speed of the gas generator Autocoarsen system;
speed. The signal is taken from the engine electri- CTOT/APR system;
17.1
PAGE 3
Jun 30/15
POWER PLANT
Description
Np overspeed protection; Bottoming governor (BG) function (Variable
Back up Np signals to the BG function should minimum PROP RPM)
forward Np sensor fail. The purpose of the BGfunction is to automatically
2.3 Digital Electronic Control Unit (DECU) provide a minimum PROP RPM during ground op-
eration only.
The DECU is a digital electronic supervisory control 1040 during normal ground operation;
device mounted below the compressor casing. The
1200 during full reverse thrust operation.
forward face of the DECU extends into the scroll
case and is cooled by airflow through the scroll This is achieved by increasing fuel flow thereby in-
case. creasing engine speed (Ng).
The DECU is powered by the engine electrical pow- Basically the BGfunction consists of a BGcircuit
er alternator. See 2.4. in the DECU and a torque motor in the HMU.
The DECU accepts signals and provides functions The forward Np sensor sends PROP RPM refer-
as below: ence signals to the BGcircuit which in turn signals
the torque motor to increase fuel flow to maintain
Np overspeed protection;
Np at the reference speed.
Flameout protection (autoignition);
Bottoming governor (BG) function (variable); The BG is manually enabled by moving CL into
MINMAX range.
CTOT system with APR function;
TRQ/PROP RPM indication (processed); Should the Forward Np Sensor fail, the Aft TRQ/Np
ITT indication (adjusted and passed through). Sensor functions as backup.
Power turbine (Np) overspeed protection There are several functions which affect BG enab-
ling/disabling and thereby the torque motor opera-
Should the power turbine speed (Np) exceed
tion:
25,000 RPM (1573 PROP RPM), the DECU acti-
vates the overspeed solenoid on the Overspeed CL quadrant switch. Provides BG enabling with
and Drain Valve (ODV). This shuts off fuel and turns CL in MINMAX range.
on ignition. When the rpm has dropped below 1573, DECU function which enables the BC above 830
the DECU signal is removed, causing the fuel flow PRPM and disables the BG below 280 PRPM.
to return. The ignition is on for at least 7 seconds The upper limit is to avoid overswing and the low-
after the overspeed has passed. The Np overspeed er limit is to prevent Ng acceleration in the event
protection system can be tested with the ENG of Np sensing signal system failure.
OVSP A and B test switches on the cockpit over- PL quadrant switches which together with a
head panel. WoW switch function will disable the BG with PL
in the range FLT IDLE to 64 PLA, when airborne.
Flameout protection (Autoignition)
This is to prevent asymmetric power should one
The DECU compares actual gas generator speed torque motor inadvertently be activated during
(Ng) rate of change to a predetermined flameout the approach/landing phase of flight. On ground
schedule to detect an engine flameout. When such the BG is enabled regardless of PL position, pro-
a condition is detected, the autoignition system will vided CL is in MINMAX range.
be triggered for at least 7 seconds. Should Ng de-
When PL is advanced between GND IDLE and FLT
crease below 62% ignition will be shut off to prevent
IDLE with CL in MINMAX range, gas generator
subidle relight.
speed and propeller blade angle are increased. If
the PRPM is less than 1040, the torque motor will
be signalled by the DECU to increase fuel flow and
thus gas generator speed and therefore PRPM.
17.1
PAGE 4
Jun 30/15
POWER PLANT
Description
Further PL advancement increases gas generator NOTE
and propeller speeds.
As regards torque indication characteristics, mi-
During reverse thrust operation PRPM is main- nor fluctuations ( 1%) on the gauge are accept-
tained at 1040 by increasing gas generator speed able. When the gas generator rotates at exactly
as the propeller blade angle goes negative. When twice the power turbine speed (Ng = 2 Np), the
the propeller blade angle exceeds 10 degrees, the torque sensor may vibrate and thereby produce a
BG function increases fuel flow to maintain above slightly higher torque fluctuation. In this case +
1200 PRPM. 3% on the gauge is acceptable. A small change
Although the BG is also enabled during flight (ex- in PL or CL position (Ng or PROP RPM) should
cept when PL is between FLT IDLE to 645 PLA eliminate the fluctuation. Two commonly used
range) there is no BG function, due to the fact that power settings where the phenomena may occur
during flight PRPM is above 1040. are PROP RPM 1330, Ng 92% and PROP RPM
1270, Ng 90%. This is based on 100% Ng =
CTOT/APR system (See also 2.10) 44720 and 100 Np = 22000 (1384 PROP RPM).
A constanttorque circuit located in the DECU, a
common variable resistance circuit in the CTOT CAUTION
panel and a torque motor in the HMU (same torque Should torque fluctuations exceed these values,
motor as for BG function) are used to adjust fuel or if PL/CL changes do not eliminate them, the
flow (Ng) beyond PL position and thereby torque, to indication should be considered as erratic indica-
a preselected value. tion, and the torque motor should be locked out.
In the CTOT system is an integrated Automatic
Power Reserve (APR)function to provide an extra NOTE
7% delta torque push on the good engine, should a
Failure of the TRQ and/or Np signals to the
power loss occur on one engine. A resistance cir-
DECU or a failure inside the DECU may cause
cuit in the CTOT panel is automatically reconfigured
the BG and CTOT functions to give erroneous
to increase the torque reference signal activated by
signals to the torque motor. This may cause en-
an autocoarsen signal.
gine rpm (Ng) to increase uncontrolled, followed
Torque (TRQ) /Propeller rpm (PROP RPM) by a possible overtorque or power turbine over-
indications (See also 2.2) speed. In both cases, the failure can be cor-
The TRQ indication is inhibited below 470 PRPM. rected by locking out the torque motor from the
DECU.
The propeller speed is actually measured as power
turbine speed (Np) but is displayed in cockpit as Erratic TRQ and/or PROP RPM cockpit indications
PROP RPM (i.e. Np divided by 15.9). (large needle movements; needle hesitations fol-
lowed by abrupt step change to another value) can
be the first indication to the crew of a sensor sys-
tem failure. Prompt crew action must be taken to
lock out the torque motor. Locking out the torque
motor will not correct the erratic cockpit indications;
however, it will prevent the engine from causing
propeller overspeed or overtorque.
To lockout the torque motor; Push CL to MAX then
lift up and momentarily push hard into T/M, then pull
back to approx. half between MAXMIN, then set
desired PRPM.
17.1
PAGE 5
Jun 30/15
POWER PLANT
Description
NOTE 2.5 Oil system
With the CL in the T/M position, fuel is vented Engine oil system (Fig. 3)
overboard; therefore, CL should be moved only
The engine oil system is a selfcontained, recircu-
momentarily into this position. Pulling back to
lating, dry sump system providing pressurized oil for
approx. half between MAXMIN will ensure clos-
lubrication and cooling.
ing of the vapor vent valve.
The oil tank is integral with the engine main frame.
If the torque motor has been locked out it can only The capacity is 7.3 US quarts (approx 7 liters) and
be reset by positioning the CL to FUEL OFF. a sight gauge showing tank quantity is located on
the right side of the tank.
Torque motor lockout does not affect propeller rpm
when airborne; on ground, however, minimum Two quarts may be added to an engine which is at
PROP RPM must be manually controlled by the PL. the ADD level to bring it to full. It is not possible to
See also ABNORMAL PROCEDURES. overservice the engine. As an extra precaution the
oil tank inlet has a flapper valve which seals the
ITT indication
inlet if the oil cap is not on properly.
The interstage turbine temperature (ITT) is mea-
The oil pump is a multielement (six scavange and
sured by a thermocouple assembly located in the
one lube) pump with gear rotors on a common
gasstream between the gas generator turbine and
shaft. The lube pump draws oil from the tank and
the power turbine. The assembly consists of seven
provides high pressure oil through a fine mesh filter
thermocouples that average temperature input to
to the engine bearings and the accessory gear box.
the cockpit ITT gauge. A loss of a thermocouple will
therefore not significantly affect the indicated tem- The other six pump elements scavenge oil from the
perature. The output of the thermocouples is trans- various sumps (A, B and C) and return the oil to the
mitted to the DECU where it may be slightly ad- tank via an oil cooler where fuel cools the oil.
justed by a factory calibrated timer and then
Before reaching the oil tank, the return oil passes
transmitted for cockpit indication. In the event of a
through the engine inlet frame vanes where it aids
DECU failure, the ITT signal to the cockpit will not
in antiicing the inlet (not controllable).
be adjusted by the timer. The indicator has both
analog and digital presentations; the digital presen- There is an engine oil differential pressure transduc-
tation being derived from the same incoming signal, er and a differential pressure switch. The pressure
however processed by a separate amplifier. switch provides signals to the warning system, and
the transducer provides signals to the cockpit indi-
2.4 Engine electrical system cator. Master warning and L/R ENG OIL PRESS
CWP light come on when oil pressure is below 30
Each engine has its own electrical system, power-
psi.
ing the basic electrically powered engine systems.
The transducer and pressure switch measure the
The sole source of power is an alternator driven
differential pressure between tube pump output and
from the accessory gear box. The alternator con-
the Bsump which houses the number 4 bearing.
tains three separate sets of windings for its three
(See Fig. 3) This system provides the earliest warn-
functions:
ing of low oil pressure or low oil level at any of the
Ignition power; sumps.
DECU power;
Ng RPM signal.
17.1
PAGE 6
Jun 30/15
POWER PLANT
Description
Characteristics of a pressure transducer failure are imately 1 qt constitutes a reserve for emergency
that the oil pressure indication will rapidly go to zero propeller feathering.
or to the upper limit of the gauge.
One quart can be added to a PGB which is at the
NOTE ADD level to bring it to full. The PGB reading
should be taken at least ten minutes after shut
The warning consists of the master warning and
down. It is possible to overservice the PGB. An
L/R ENG OIL PRESS CWP light. The same
overserviced PGB will cause fluctuating PGB oil
master warning and CWP light will come on in
pressure indication. The PGB lube pump provides
the case of low PGB oil pressure. pressurized oil for gear and bearing lubrication and
With the aircraft on ground, the PGB warning is propeller control. The low pressure oil is passed
delayed by 15 seconds to allow for propeller ac- through an oil cooler and fine mesh filter after being
celeration transients. There is no delay on the discharged from the pump. Approximately 50% of
engine oil pressure warning. This means that at the pressurized oil flow is utilized for lubrication.
aircraft electrical powerup, the master warnings The other 50% is routed to the high pressure side of
L and R ENG OIL PRESS shall be generated pump where the pressure is further increased for
immediately. Should the warning not be dis- use in the propeller pitch control system. An electri-
played until some 15 seconds after the electrical cally powered propeller (feathering) pump, has ac-
powerup, then there is a failure in the engine oil cess to the emergency reserve oil for propeller
pressure circuit. feathering, should the normal oil supply be lost.
PGB oil is also used for fuel heating to prevent icing
Loss of oil usually is characterized by fluctuating oil in the fuel filter.
pressure and then a drop in oil pressure. The oil
temperature indication is taken downstream of the There is a PGB differential oil pressure transducer
lube pump and prior to the oil being delivered to the and a PGB differential oil pressure switch. The
bearings. If the oil quantity should start to decrease transducer provides signals to the cockpit indicator
(i.e. leakage), air will begin to mix in the supply line and low power (PL < FLT IDLE) oil pressure warn-
and due to aeration, the oil temperature will hold ing. The pressure switch provides signals to the
steady or start to decrease slightly. This phenome- high power (PL > FLT IDLE) oil pressure warning.
non is opposite to what pilots generally expect Characteristics of a pressure transducer failure are
which is a rise in oil temperature. The oil filter is that the oil pressure indication will rapidly go to zero
equipped with an impending bypass sensor which or to the upper limit of the gauge.
will cause a MASTER CAUTION if the pressure
drop across the filter exceeds a predetermined val- NOTE
ue. If the pressure differential increases further, a The warning consists of the master warning and
bypass valve will open, allowing unfiltered oil into the same L/R ENG OIL PRESS CWP light as for
the lubrication system. the engine oil pressure warning. The warning
A magnetic chip detector is installed in the return oil comes below 25 psi (PL > FLT IDLE) and below
system. The chip detector will cause a MASTER 7 psi (PL < FLT IDLE).
CAUTION if metal particles are present in the oil
system. See Fig. 3, Fig. 1 and Fig. 1. 2.6 Propeller control system (Fig. 5)
Propeller Gear Box (PGB) oil system (Fig. 4) The propeller pitch control system utilizes PGB oil
The PGB is lubricated by an integral oil system pressure boosted by the high pressure section of
where the PGB housing itself is used as the oil res- the PGB pump to control the propeller blade angle.
ervoir. A sight gauge on the lower right side of the The pitch change mechanism is contained in the
PGB indicates oil quantity. The capacity of the res- propeller hub while the pitch control unit is located
ervoir is 5 US quarts (approx 4.7 l) of which approx- on, and driven by, the PGB. The propeller pitch con-
17.1
PAGE 7
Jun 30/15
POWER PLANT
Description
trol range is from the fully feathered position (+ 83) through the feather solenoid valve. When the feath-
to max reverse blade angle ( 16). ering valve is actuated, it isolates the propeller from
the governor and directs pressure oil to the coarse
Propeller pitch change mechanism.
pitch side of the piston thereby aiding counter-
Propeller pitch angle is controlled by a piston in the weights on the propeller in driving the propeller
propeller dome. The piston shaft engages pins on blades to the feather position.
the root end of each propeller blade. The extension
The beta tube assembly consists of the beta tube
of the piston shaft (the beta tube) runs through the
and the beta sleeve. The beta tube actually consists
propeller shaft to the propeller pitch control unit on
of two concentric tubes, the inner one carrying con-
the rear side of the PGB. The beta tube contains
trol oil to the coarse pitch side of the piston and the
the oil passages for directing the pitch control oil to
outer one carrying oil to the fine pitch side. The beta
either side of the piston. Forward movement of the
tube is attached to the pitch change piston and
piston will cause a change towards fine pitch (ulti-
serves as a feedback of propeller blade position to
mately reverse) while rearward movement will
the PCU. It rotates with the propeller shaft. The
cause a change towards coarse pitch (ultimately
beta sleeve, through which the beta tube runs,
feather).
serves as an oil transfer for the pitch control oil. The
In addition to oil pressure, counter weights on the sleeve has an axial travel controlled by the PL.
propeller blades are utilized for pitch control. They
During constant speed operation (CL in constant
are sized and phased so that the centrifugal force of
speed range and PL above flight idle) the beta
the weights tends to move the blades towards
sleeve is positioned so that oil is admitted to/ from
coarse pitch.
the piston as directed by the governor. In this mode
The counterweight arrangement makes the propel- of operation the beta sleeve also serves as a mini-
ler failsafe towards coarse (low RPM) in case of mum pitch stop controlled by the PL. At low power
loss of control oil pressure. settings when the engine cannot maintain the pro-
peller speed set by the governor, the pitch is con-
Pitch Control Unit (PCU)
trolled by the PL moving the minimum pitch stop.
The PCU contains the principal elements of the (+10 to +17 blade angle).
pitch change control systems: the constant speed
governor, the feathering valve and associated feath- When the PL is moved below the FLT IDLE posi-
er solenoid valve and the beta tube assembly. tion, the system goes into the beta control mode.
Propeller pitch is then directly controlled by the PL
The constant speed governor is a flyweight oper- between +10 at FLT IDLE through 0 (ground idle)
ated unit driven by the PGB. The flyweights position to full reverse (stop at 16). On the ground with PL
a hydraulic valve to direct oil pressure as required and CL in the enabling positions propeller RPM is
to maintain a set RPM. maintained at 1040 (max reverse above 1200
Input to set the desired PRPM is made with the CL. PRPM) by the bottoming governor function of the
During normal constant speed operation, the pitch DECU. When the propeller is in the beta mode the
control system operates as a single oil line system BETA light will illuminate at pitch +8 or less.
with the governor directing pressure oil to the fine It is prohibited to move PL below the FLT IDLE
pitch side of the piston to decrease pitch (increase position when airborne.
PRPM) or connecting the fine pitch side to return so
that counterweight action will increase pitch to de- Propeller Overspeed Governor
crease PRPM. The governor speed control range is The overspeed governor is a separate unit driven
from 1150 to 1396 PRPM. by the PGB. It is a flyweightoperated unit similar to
The feathering valve controls the feathering action the constant speed governor. With the propeller
of the propeller. The valve is controlled either me- RPM in the normal operating range the overspeed
chanically by the CL or electrically / hydraulically
17.1
PAGE 8
Jun 30/15
POWER PLANT
Description
governor merely directs propeller control oil to the Among the hardware/software components in the
constant speed governor. system are an autocoarsen computer and an auto-
coarsen switcher.
In case of propeller overspeed (1453 RPM or more)
when in governing mode (PL at FLT IDLE or Cockpit indications and switches:
above), the overspeed governor shuts off the oil AUTOCOARSEN ON/OFF switch;
supply to the constant speed governor. Deprived of AUTOCOARS LOW/HIGH status lights;
control oil pressure, the propeller blades will move
AUTOCOARSEN CWP light;
towards coarse pitch by counterweight action,
AUTOCOARS/RST test switch;
thereby reducing the rpm.
AUTO COARS LOW TEST switch.
The overspeed governor can be tested on ground
The AUTO COARSEN ON/OFF switch must be set
with the PROP OVSP test switch on the cockpit
to ON position to achieve any indication or auto-
overhead panel.
coarsen function.
NOTE The system has two distinct modes of operation:
Should propeller overspeed occur it is essential LOW POWER and HIGH POWER, modes.
not to move the affected PL until the propeller The system monitors power lever positions and en-
has been feathered by the CL. Retarding PL to gine parameters as below:
FLT IDLE will fine off the propeller pitch and
might aggravate the overspeed. See also Abnor- PLA Power Lever Angle quadrant position.
mal Checklist. PLA 64 degrees is the minimum takeoff
power PL position;
Propeller (feathering) pump Ng Gas generator speed (%);
The propeller pump is an electrically powered auxil- Ne Starter/generator speed (%);
iary pump which provides propeller control oil pres-
TRQ Torque (%);
sure for feathering should the PGB high pressure
section of the pump fail. As the propeller feathering P3 Compressor discharge pressure (psi).
pump has access to the reserve sump oil in the
System status indications:
PGB it is possible to feather the propeller if PGB oil
is lost through leakage. The pump may also be uti- AUTOCOARS LOW and AUTOCOARS HIGH
lized for propeller checks on ground by mainte- arm lights (green flight status panel lights) indi-
nance. cating that the system is armed in LOW or HIGH
power mode;
The pump is controlled by the propeller PUMP
AUTOCOARSEN (CWP light) indicating a sys-
switch on the cockpit overhead panel.
tem malfunction.
Autocoarsen system All parameters are supplied to the autocoarsen
The autocoarsen system is installed to achieve a switcher. Depending upon power mode, the respec-
fast reduction in windmilling drag during takeoff, tive parameters are either modified by the switcher
approach and goaround in case of engine failure. or passed directly through to the computer. During
The system also responds to temporary engine low power mode the switcher modifies low power
malfunctions such as momentary fuel or air flow mode inputs to emulate high power parameters as
interruption. either a high (=good) value, or low (=failed) value
for computer processing.
The system continues to monitor engine parame-
ters after an autocoarsen, and it uncoarsens the To command an autocoarsen, two input parameters
propeller if both TRQ and P3 return above threshold from the same engine must be below their respec-
values. tive threshold values (a low input) for that mode of
operation.
17.1
PAGE 9
Jun 30/15
POWER PLANT
Description
NOTE TRQ > 50 % (good engine); and
TRQ < 50 % (failed engine); and
Numbers below are rounded to nearest 5 except
for the PLA. TRQ differential > 25% (between engines); and
P3< 120 psi (failed engine).
LOW POWER mode The system has a backup feature: in the event a
This status is indicated by an AUTOCOARS LOW high power mode autocoarsen does not occur due
armed light if: to a system malfunction, an autocoarsen occurs if:
PLA < 64 degrees (one or both PLs); and Ng < 55 % (failed engine); and
Ng> 55% (both engines); and Ne < 60 % (failed engine); and
Ne > 60% (both engines). Ng > 55 % (good engine).
Autocoarsen occurs if (AUTOCOARS LOW light Uncoarsen occurs if:

does not need to be on):
Torque increases > 50% (failed engine); and
Ng < 55% (failed engine); and
P3 increases > 120 psi (failed engine).
Ne < 60% (failed engine); and
Ng > 55 (good engine). Uncoarsening will also occur if the AUTOCOAR-
(PLA is irrelevant). SEN switch is set to OFF.
NOTE Provided the engine parameter inputs are correct

With a DC generator inoperative and the fault is the AUTOCOARS HIGH light comes on with both
caused by a sheared generator shaft, the AUTO PLs above 64 PLA and goes out if one or both PLs
COARS LOW armed light will not illuminate due are retarded to below 64 PLA.
to loss of Ne Signal. However, autocoarsen oc- Normal computer function prevents the autocoar-
curs if the required parameters are fulfilled. sening of both propellers simultaneously, and a
lightning protection/lockout relay will protect
Uncoarsen occurs if: against the inadvertent autocoarsening of both pro-
pellers due to lightning strike or internal computer
Torque increases > 50% (failed engine); and failure.
P3 increases > 120 psi (failed engine).
A failure of the autocoarsen system may result in
Uncoarsening will also occur if the AUTOCOAR- lights illuminating as below:
SEN switch is set to OFF. AUTOCOARSEN (CWP) light;
AUTOCOARS LOW at high power;
Provided the engine parameter inputs are correct,
the AUTOCOARS LOW light is on if one or both AUTOCOARS HIGH at low power;
PLs are below 64 PLA and goes out when both AUTOCOARS LOW and HIGH simultaneously;
PLs are above 64 PLA. all lights above simultaneously.
HIGH POWER mode Two system test switches are installed: AUTO-
COARS/RST for computer testing and L/R for LOW
This status is indicated by an AUTOCOARS HIGH mode testing.
armed light if:
PLA > 64 degrees (both PLs); and Propeller synchrophasing
TRQ > 50 % (both engines); and The synchrophasing system reduces propeller
P3> 120psi (both engines). noise and vibration.
Autocoarsen occurs if (AUTOCOARS HIGH light The sensors for the synchrophaser are located on
does not need to be on): the propeller slipring assembly for each propeller.
PLA > 64 degrees (both PLs); and To be able to synchrophase, the propeller RPM
17.1
PAGE 10
Jun 30/15
POWER PLANT
Description
must be within 10 RPM of each other. The synchro- Gust Lock ENGAGED;
phaser will then sense the position of the propeller Right PL in GND IDLE;
and adjust the PCU governors so that the propellers Right CL in START or FUEL OFF;
will keep the same relative position and thereby Right Fire Handle IN;
also the same RPM. Any manual propeller speed
PROP BRK switch ON.
setting difference (CL manipulation) exceeding 10
RPM will cause loss of synchrophasing and result in Except for emergency or abnormal conditions, the
split propeller RPM. With Dowty propellers, the syn- Gust Lock, Fire Handle and CL must remain in
chrophaser drives the slower RPM up to the higher these positions.
RPM. There is no slave propeller with this system. If the Gust Lock is disengaged or the CL moved
With Hamilton propellers, there is a master (L/H) forward out of START position, or the right Fire
and a slave (R/H) propeller. The sychrophaser ad- Handle is pulled, the hydraulic pressure supply will
justs the slave propeller RPM to the master propel- be turned off. The lock valves will keep the brake
ler RPM. engaged. However, there might be a decrease in
pressure which will cause the propeller to start to
2.7 Propeller brake (OPTIONAL)
rotate with subsequent brake damage.
The right propeller gear box is equipped with a Pro- A PROP BRAKE status light in the overhead
peller Brake which permits the right engine to be ground status panel will come on when the R PROP
operated as an auxiliary power unit. DC power for BRK switch is actuated to ON and power is applied
the electrical system and bleed air for the air condi- to the brake ONsolenoid. The light will go out if
tioning system is available during ground operation. power is interrupted.
The brake is powered from the aircraft hydraulic
system (main gear down line) via a control unit. NOTE
With the HYDR PUMP switch in AUTO, engage-
On ground if PROP BRAKE warning comes on
ment of the propeller brake starts the hydraulic
with the PROP BRK switch in either ON or OFF
pump, which will run continuously. To prevent
position the engine must be shut down immedi-
unintentional propeller rotation due to a failure when
ately, followed by maintenance action.
the propeller brake is set ON, the following safety
features are built into the system:
A PROP BRAKE warning light in the CWP will
Two hydraulic brake cylinders supplied by sepa- come on together with MASTER WARNING and
rate channels, each capable of holding the pro- triple chime for the following conditions:
peller stationary;
PROP BRK switch ON
Two hydraulic lock valves that will trap hydraulic
Power interrupted to the ON solenoid (e.g. due
pressure in the brake cylinders should the supply
to failure, power loss, Gust lock or CL moved
pressure drop while the brake is on; out of position, or Fire Handle pulled);
The system will retain the last commanded set-
Hydraulic pressure (one or both channels) too
ting in case of hydraulic or electrical failure.
low.
Two ONOFF solenoid operated control valves in
PROP BRK switch OFF
the control unit direct hydraulic pressure for ON and
Hydraulic pressure (one or both channels) too
OFF functions. With the Landing Gear Handle
high;
DOWN there is a positive actuation of the OFF
function, as a back up safety feature, for uninten- May come on for 5 seconds during disengage-
tional propeller brake engagement when airborne ment (nuisance warning). However, the engine
and the landing gear is down. must be shut down immediately followed by
maintenance action. It is impossible to deter-
To engage the propeller brake the following condi- mine this nuisance from a real warning.
tions must be met:
17.1
PAGE 11
Jun 30/15
POWER PLANT
Description
2.8 Starting system During engine start the starter/generator will drive
the engine up to approximately 55% Ng, then auto-
The aircraft electrical system DC generator oper-
matically cut out and revert to its role as generator.
ates as a motor during engine start and engine mo-
toring (combined starter/generator). See also NOTE
AOM 5. ELECTRICAL.
If EXT PWR should drop off line while the Start
The starter generator may be powered from: Switch is being held in the START position or
Aircraft batteries (external power must be off). anytime during a startup, there will be loss of
External power. electrical power. The only busses that will be
powered are LH and RH Hot Battery Busses and
Generator of an operating engine, together with
Emergency Battery Bus until the Start Switch is
the aircraft batteries.
released (during motoring or motoring start) or
During battery start the batteries are connected in the Condition Lever is moved to Fuel Off (during
series. a startup).
During motoring the batteries are connected in The loss of power will effect most systems in the
parallel. cockpit as well as the cabin lighting. The EXT
The series/parallel logic is controlled by the series/ PWR switch is powered by the Emergency Bus
parallel relay via the position of the IGN switch. during the start, and will not automatically move
With the switch in OFF position the batteries are to OFF position. Electrical power will be restored
connected in parallel and with the switch in NOR- (Main battery power) and EXT PWR switch will
MAL or CONT position in series, hence motoring drop to OFF once the Start Switch is released
is accomplished in parallel and battery start in se- (during motoring) or the Condition Lever is
ries. When performing a motoring start (start initi- moved to Fuel OFF (during start).
ated by dry motoring) the motoring sequence is ac-
complished with the batteries in parallel and the 2.9 Ignition System
start sequence in series.
The ignition system is an AC powered capacitor
The reason for the switching logic is to keep low discharge low voltage system. It includes a dual
battery temperature. If the battery temperature is to exciter unit and two igniter plugs.
high (57C or above), a NO BAT START light on the
overhead panel will illuminate. The exciter is powered by one winding of the engine
electrical system alternator. The spark rate of each
The function of the starter/generator is controlled by ignition circuit is a minimum of two sparks per se-
the start relay. The relay is closed during the follow- cond.
ing conditions.
The ignition system is controlled by two switches (L
Engine start: IGN/R IGN). The switches have three positions:
CL in START position. OFFNORMCONT.
Ignitions switch in NORM or CONT position. With the switch in NORM an autoignition system is
Start switch L or R respectively. triggered for 7 seconds by the DECU flameout
Ng below 55% (as sensed by starter/generator). protection system. (See 2.3.)
Motoring: Two lights in the flight status panel (L IGN/R IGN)
CL in FUEL OFF position. will come on:
Ignition switch in OFF position. With the switch in NORM:
Start switch in L or R position. during engine start;
during engine shut down (momentarily);
17.1
PAGE 12
Jun 30/15
POWER PLANT
Description
if autoignition triggered due to flameout or a autocoarsen signal, therefore to be able to
fast retardation of PL; achieve APR function the autocoarsen system
if electrical control power is lost (engine auto- must be ON.
ignition CB tripped); The CTOT system limits the ITT. There will be fuel
if ignition is applied automatically by the DECU cutback at ITT 955C or 976C depending on ECU
in case of power turbine overspeed; Part No. However, the limitation may always be
during engine overspeed test. overridden by advancing the PLs.
With the switch in CONT. The system is manually controlled by a CTOT

switch, a CTOTknob and PL position. The CTOT
The lights can be tested by the LAMPS test switch
switch has three positions (OFFONAPR).
when held to the LWR position. The ignition system
control power is supplied via two circuit breakers for The CTOTknob is used to select or set a desired
each engine, one for each normal ignition system torque value. The knob controls a potentiometer
and one for each autoignition system which also is which controls a signal used by a constant torque
common to the antiskid system, the BG system circuit in the DECU. The DECU sends a signal to
and PGB oil pressure system (FLT IDLE switch). the torque motor in the HMU to control fuel flow be-
yond that set by the PL.
In case of loss of control power (engine autoignition
CB tripped): The system requires that the PLs are positioned
the ignition light will come on; above 64 PLA. However, operational requirements
the autoignition is activated (fail safe design); call for the PLs to be advanced 1520% delta
torque below the selected CTOT value before set-
the antiskid touch down protection is deacti-
ting the CTOT switch to either ON or APR position.
vated on one circuit;
The switch is guarded in APR position and controls
BG will not be disabled (PL > FLT IDLE < 64
both sides.
PLA) for affected side;
PGB oil pressure warning will not be activated Engine torque will increase automatically. PL setting
until pressure below 7 psi during flight (PL > FLT the torque within 1520% below selected torque is
IDLE). required in order to avoid overriding the CTOT sys-
tem with PL position, due to torque blooming during
In case of a power turbine overspeed and the re-
acceleration. If PL setting is too high (less 1520%
sulting flameout relight, the ignition is applied auto-
below CTOT value), the final torque will exceed the
matically by the overspeed circuit and remains on
selected torque, because of the built in torque
for 7 seconds after the overspeed has ceased. This
blooming caused by increased airspeed. If the
permits an instant relight as fuel flow is reinstated
CTOT switch is set to ON or APR while PL is above
when the PRPM has decreased below the over-
64 PLA but below the selected value, or if PL is ad-
speed threshold.
vanced through the 64 PLA position while the
2.10 CTOT/APR system CTOT switch is in ON or APR position, the torque
will immediately increase. The torque can be
The CTOT/APR system is designed to be used dur- changed at any time by turning the CTOT knob,
ing takeoff and goaround only. It may be used however, the torque can never be changed to below
solely as CTOT system or as a CTOT/APR system. the torque determined by the actual PL position.
The CTOT trims the engine power to a selected When the selected value is attained, the desired
torque value above the PL position thereby elimi- torque will be maintained unless ITT increases to
nating the need for the pilot to adjust the power 955C. The torque will not increase once the ITT
setting. limit has been reached.
The APR provides an extra 7% deltatorque in- Right and left engines are serviced by independent
crease on the good engine in case of one engine CTOT systems with the exception of a common
power loss. The APR system is triggered by an CTOT knob and CTOT switch.
17.1
PAGE 13
Jun 30/15
POWER PLANT
Description
The CTOT system is disengaged by selecting the an engine whose corresponding PL is set above 64
CTOT switch OFF. Retarding the PL below the 64 PLA can be affected by the APR.
PLA will also disengage the system. Readvance-
There is no sequence logic built into the system.
ment of the PL will cause a rapid acceleration to
That means that there will be an APR activation
dialed torque if the system has not been turned
irrespective of in which sequence the system re-
OFF. It is possible to override the system by ad-
ceives the required inputs (autocoarsen signal, PL
vancing the PL to command a higher torque than is
advancement and CTOT switch positioning).
selected. This action cancels the torque limit and
ITT limit features. In an aborted takeoff the CTOT The signal is latched in the CTOT panel and the
will be disengaged when PL is retarded below 64 APR function can only be deactivated by selecting
PLA. the CTOT switch from APR to ON or OFF positions.
Selecting the AUTOCOARSEN switch to OFF will
PL position to within 1520% of the selected torque
not deactivate the system.
is also desirable in the unlikely event of failure of
both CTOT systems. Torque drop between the Manipulating a PL after an APR activation will in
CTOT setting and PL position setting is then mini- principle have the same influence on the CTOT/
mized. Similarly, torque differential between right APR system as if CTOT only was in use. The sys-
and left engine will be minimal should one CTOT tem will be disengaged if PL is retarded below 64
system fail. PLA and will be reengaged if PL is readvanced to
above 64 PLA, provided an autocoarsen command
The APR function is an integrated part of the CTOT
still exists.
system.
If the CTOT knob is set to below 100% and with the
The APR system will provide an extra 7% delta
CTOT switch set to ON or APR, additional power
torque (120 shp) on the good engine should power
may be achieved quickly and accurately by rotating
loss occur on one engine.
the CTOT knob clockwise to a higher value;
The APR system, when armed, is activated by an with the CTOT switch in ON position the power is
autocoarsen signal. The resistance circuit in the limited to 100% TRQ;
CTOT panel is then automatically reconfigured to with the CTOT switch in APR position, and
increase the torque reference signal to the DECU should the APR be triggered, the APR torque
by 7% delta. increase will be added to the new CTOT value,
To achieve the APR function, the system must be however, it will be limited to 107% TRQ.
armed and activated by an autocoarsen signal If the situation warrants, power may always be add-
(from either HIGH or LOW mode). ed by advancing the PL. Advancing the PL cancels
The system is armed (individually) when; the ITT limit feature.
AUTOCOARSEN switch ON; 2.11 Engine Bleed Air system
PL (individual function) above 64 PLA;
See AOM 16. PNEUMATICS.
CTOT switch set to APR position.
There are two (L APR/R APR) lights in the flight 2.12 FI STOP (Flight Idle Stop) system
status panel which will come on if the respectively
The purpose of the FI STOP is to prevent any PL
PL is advanced above 64 PLA and the CTOT
from being moved into beta range during flight.
switch is set to APR.
The system consists of an automatically operated
AUTOCOARS HIGH or AUTOCOARS LOW light
mechanical stop arm located within the control
together with an APR light indicates that the particu-
quadrant which physically blocks power lever move-
lar APR system is armed.
ment below flight idle when the aircraft is in flight
An autocoarsen signal from either HIGH or LOW (stop is closed), and is removed to give free pas-
mode will activate the APR system. However, only sage, forward and aft, when the aircraft is on
17.1
PAGE 14
Jun 30/15
POWER PLANT
Description
ground (stop is open). The automatic function of the FI STOP OPEN (amber) is on:
stop arm is controlled by a solenoid which is con- Flight Idle Stop is open and landing gear not
trolled by signals from the following: down and locked. This indicates an abnormal
L or R landing gear locked down switches. situation. The indication is latched even after the
L or R (inboard or outboard) wheel spinup (anti gear is down and locked and is reset only after
skid computer). the aircraft has been electrically powered down.
L or R weightonwheel switches. This light will come on:
An emergency override function, to be used on In case of failure of the stop to close after take
ground only, is also provided. off when the gear is retracted (electrical or me-
chanical failure).
When the solenoid is depowered the stop will be in
flight position (stop is closed). In case of activation of the emergency override
function, before the landing gear is extended.
The normal function as well as the override function
have their dedicated cockpit indications. NOTE
Stop logic Both the FI STOP (blue) light and the FI STOP
OPEN (amber) light will come on after gear is
Stop Open aircraft on ground down and locked, should the override function
(L or R LDG extended) AND ((L or R inboard or out- be activated when airborne.
board wheel speed >25 kts) or (L or R weighton
wheels)). Emergency override function
Stop Closed aircraft in flight The override function is activated with the FI STOP
OVRD pull knob, located on the control quadrant
(L and R LDG retracted) OR ((L and R LDG ex-
between the PLs and the CLs. The knob is con-
tended) and ( L and R not weighton wheels) and
nected to the stop arm by a mechanical cable.
(L and R inboard and outboard wheel speed <9
When the knob is pulled the stop will be mechani-
kts)).
cally forced to its open position, irrespective of the
Indications electrical solenoid and its logic.
The position of the stop is indicated on the top of After the knob is pulled it is locked in up position ( a
the Flight Status Panel as follows: red colored area is exposed under the knob), and
must be reset by maintenance action.
FI STOP (blue) is on:
Stop is open and landing gear down and locked. When the knob is pulled, the aircraft takeoff CON-
This is the normal indication when aircraft is elec- FIG (warning) (nonresettable) will be triggered at a
trically powered on ground. The light should re- left engine start attempt (CL in START and the
main on until the landing gear is retracted after START switch activated). The warning can be inhib-
takeoff. If the landing gear is not retracted the ited only by retarding the L CL to FUEL OFF posi-
light will stay on until all wheels have spun down tion. This specific warning can only be triggered
to < 9 kts which may take up to 90 seconds, dur- with aircraft on ground (weightonwheels and
ing which period the stop will remain open. landing gear down and locked).
During the remainder of the flight the blue light Procedures

should be out (stop closed) until after touch down
when it should come on again (stop automatically See NORMAL PROCEDURES 17.2
open). ABNORMAL PROCEDURES 17.2
NORMAL PROCEDURES 22
17.1
PAGE 15
Jun 30/15
POWER PLANT
Description
Fuel injectors
Shrouded fuel
manifold
(Optional) Overspeed and

Np overspeed drain valve
signal
ITT
DECU
TRQ/Np/Ng
Drain
Oil cooler
Engine oil
Fuel flow Variable vane and

transmitter start bleed actuator
Bottoming Governor and
CTOT
BG enabling
Press.reg. and
switching
metering valve
Fuel shutoff
Power demand
High pressure
Compressor discharge pump
pressure (P3)
Compressor inlet temp (T2) HMU
Ng
Fuel filter with im-

pending bypass
switch and bypass
R valve
FUEL
FILTER
Low fuel temp
switch
R FUEL
LOW
Fuel heater
TEMP
Overhead PGB oil
panel
Thermostat sensing Main pump

fuel temp
R

MAIN High pressure fuel
PUMP

Main pump pressure
To standby pump
FUEL

control
CWP Suction
ENGINE Differential pressure
switch
From aircraft fuel
supply
A11651
Fig. 2 Engine fuel control system schematic
17.1
PAGE 16
Jun 30/15
POWER PLANT
Description
A9899
Fig. 3 Engine oil system schematic
17.1
PAGE 17
Jun 30/15
POWER PLANT
Description
Signals on ground
(PL<FLT IDLE)
A9900
Fig. 4 Propeller gear box oil system schematic
17.1
PAGE 18
Jun 30/15
POWER PLANT
Description
A9901
Fig. 5 Propeller control system schematic
17.1
PAGE 19
Jun 30/15
POWER PLANT
Description
17.1
PAGE 20
Jun 30/15
POWER PLANT
Description
A CONTROL PEDESTAL Friction lock lever (2).

Condition lever (CL) (2):
GUST LOCK lever. One for PL (left) and one for CL (right). Allows
the friction lock for the respective controls to be Controls propeller operation and serves as fuel
Prevents PLs advancement. Must be engaged
adjusted to a suitable level. shutoff control.
to enable the propeller brake to be actuated.
The following positions are identified on the
Power Lever (PL) (2). quadrant
Power lever stop (only if prop brake installed).
The PL serves as power demand input to the FUEL OFF: Fuel and ignition to the engine is
When gust lock is engaged, prevents right PL
HMU. shut off.
advancement. The stop is adjustable to meet
In the range aft of the FLT IDLE position, the PL different propeller brake operation requirements. FEATHER: With CL in this range the propeller
also directly controls the propeller pitch for is feathered.
ground operation (beta control) including re- START: Opens the fuel shutoff valve in the
verse. HMU and allows ignition to come
A feel detent identifies the GND IDLE position. on when starter is activated. CL
must be in STARTFUEL OFF
A B A stop prevents the PL from being retarded be- range to enable propeller brake to
low FLT IDLE when pulling on the PL knob only. be actuated.
Lifting a PL latch below the knob allows the PL
CTOT knob (both engines). to be moved below the stop into the beta range. UNF: Propeller is unfeathered.
The latch should be lifted; Propeller speed is controlled by
Selector for the desired torque to be set prior PL. GND IDLE gives approx. 950
to takeoff or goaround; only on the ground and after that the PL has PROP RPM.
If APR triggered, TRQ will automatically in- been retarded fully to FLT IDLE.
MINMAX: Range for propeller constant
crease 7% delta TRQ; Serration on the cam prevent retarding the PL speed operation. MIN = 1150
May be used to adjust power up or down as towards FLT IDLE should the PL latch be lifted RPM; MAX = 1396 RPM. With CL
required when CTOT or APR is engaged. with PL above FLT IDLE from an intermediate in this range and at low power
position, approximate half between maximum where governor speed can not be
B CTOT PANEL PLA and Flight Idle position. maintained, bottoming governor
WARNING function will maintain the minimum
CTOT It is prohibited to move the Power Lever(s) propeller RPM for normal opera-
90
below FLT IDLE when airborne. If the Power tion (1040 and above 1200 at
APR APR 80 100 Lever(s) are moved below FLT IDLE when max. reverse).
ON ON
airborne, the propeller(s) will go into low pitch T/M: Momentarily moving CL into T/M
OFF OFF 70
60
angle, the propeller speed will increase uncon- causes the torque motor to be me-
trolled with extremely high drag, uncontrolled chanically locked out. On ground
flight, engine shut down, potential engine PROP SYNC switch. the propeller speed must then be
damage and total loss of engine power. manually controlled by the PL. To
Controls the propeller synchrophaser.
reset the torque motor, CL must
CTOT switch (both engines) WARNING ON: The propeller will maintain equal RPM be moved to FUEL OFF.
With PL > 64 PLA: During an aborted takeoff PL must be retarded and keep the same relative blade posi-
In T/M position, the fuel vapor vent
fully to the FLT IDLE position prior lifting the tion (be phased). Only possible if the
APR: Activates CTOT and arms the APR opens allowing purging of the en-
latch allowing PL to be moved below FLT IDLE. RPM of the two propellers is set within
(guarded position). 1015 RPM of each other. gine fuel system.
ON: Activates CTOT only. If the latch is lifted with PL above FLT IDLE the
PL will be stuck with consequential increased OFF: The synchrophaser is off.
OFF: Deactivates CTOT/APR. stopping distance.
A9902
Fig. 6 Power plant controls and indicators
17.1 S1
Applicable to A/C without FI STOP (Mod 2558, SB 76032) PAGE 21
Jun 30/15
POWER PLANT
Description
17.1 S1
Jun 30/15
POWER PLANT
Description
A CONTROL PEDESTAL Friction lock lever (2).

Condition lever (CL) (2):
GUST LOCK lever. One for PL (left) and one for CL (right). Allows
the friction lock for the respective controls to be Controls propeller operation and serves as fuel
Prevents PLs advancement. Must be engaged
adjusted to a suitable level. shutoff control.
to enable the propeller brake to be actuated.
The following positions are identified on the
Power Lever (PL) (2). quadrant
Power lever stop (only if prop brake installed).
The PL serves as power demand input to the FUEL OFF: Fuel and ignition to the engine is
When gust lock is engaged, prevents right PL
HMU. shut off.
advancement. The stop is adjustable to meet
In the range aft of the FLT IDLE position, the PL different propeller brake operation requirements. FEATHER: With CL in this range the propeller
also directly controls the propeller pitch for is feathered.
ground operation (beta control) including re- START: Opens the fuel shutoff valve in the
verse. HMU and allows ignition to come
A feel detent identifies the GND IDLE position. on when starter is activated. CL
must be in STARTFUEL OFF
A B A stop prevents the PL from being retarded be- range to enable propeller brake to
low FLT IDLE when pulling on the PL knob only. be actuated.
Lifting a PL latch below the knob allows the PL
CTOT knob (both engines). to be moved below the stop into the beta range. UNF: Propeller is unfeathered.
The latch should be lifted; Propeller speed is controlled by
Selector for the desired torque to be set prior PL. GND IDLE gives approx. 950
to takeoff or goaround; only on the ground and after that the PL has PROP RPM.
If APR triggered, TRQ will automatically in- been retarded fully to FLT IDLE.
MINMAX: Range for propeller constant
crease 7% delta TRQ; There are no serration on the cam preventing speed operation. MIN = 1150
May be used to adjust power up or down as PL movements with lifted PL latches therefore it RPM; MAX = 1396 RPM. With CL
required when CTOT or APR is engaged. is possible to retard PL direct from above to bein this range and at low power
low FLT IDLE even if the PL latch is lifted. How- where governor speed can not be
B CTOT PANEL ever, see CAUTION below. (R)
maintained, bottoming governor
WARNING function will maintain the minimum
CTOT It is prohibited to move the Power Lever(s) propeller RPM for normal opera-
90
below FLT IDLE when airborne. If the Power tion (1040 and above 1200 at
APR APR 80 100 Lever(s) are moved below FLT IDLE when FI STOP OVRD Pull knob. max. reverse).
ON
ON
airborne, the propeller(s) will go into low pitch Mechanically overrides the FI STOP. T/M: Momentarily moving CL into T/M
OFF OFF 70 angle, the propeller speed will increase uncon- causes the torque motor to be me-
60
trolled with extremely high drag, uncontrolled DOWN: The FI STOP operates automatically.
chanically locked out. On ground
flight, engine shut down, potential engine PULLED: The FI STOP is open. the propeller speed must then be
damage and total loss of engine power. manually controlled by the PL. To
reset the torque motor, CL must
CTOT switch (both engines) CAUTION PROP SYNC switch. be moved to FUEL OFF.
With PL > 64 PLA: During an aborted takeoff PL should be re- In T/M position, the fuel vapor vent
tarded fully to the FLT IDLE position prior lift- Controls the propeller synchrophaser.
APR: Activates CTOT and arms the APR opens allowing purging of the en-
ing the latch allowing PL to be moved below ON: The propeller will maintain equal RPM
(guarded position). gine fuel system.
FLT IDLE. and keep the same relative blade posi-
ON: Activates CTOT only. tion (be phased). Only possible if the
If the latch is lifted and pressed fully up at
OFF: Deactivates CTOT/APR. approximate takeoff power PLA the PL re- RPM of the two propellers is set within
tardation might be hindered by a bracket cor- 1015 RPM of each other.
A15898
ner in FI STOP feature. OFF: The synchrophaser is off.
17.1 S2
Applicable to A/C with FI STOP (Mod 2558, SB 76032) PAGE 21
Jun 30/15
POWER PLANT
Description
17.1 S2
Jun 30/15
POWER PLANT
Description
Propeller pump switch (2).
Controls the operation of the feather pump
A and feather solenoid valve.
MAN FEATHER:
The feather pump will run and the
A PROPELLER CONTROL AND feather solenoid valve will open
ENGINE START PANELS allowing complete feathering of
the propeller.
OFF: The pump is off.
PROPELLER TEST: The feather pump will run but the
L PUMP R PUMP
feather solenoid valve will not
AUTO COARSEN switch. MAN FEATHER
open. This function is used for
Controls power to the auto coarsen computer. OFF maintenance tests of the propel-
TEST ler pitch control system.
AUTO COARSEN R PROP BRAKE
The switch is spring loaded to OFF.
CHIP DETECT caution light (amber) (2). ON ON
Comes on to indicate the presence of magnetic

particles in the engine oil system. ENGINE
(CWP) light and MASTER CAUTION will also OFF OFF
come on.
L OIL L CHIP R CHIP R OIL R PROP BRAKE switch.

BYPASS DETECT DETECT BYPASS
FUEL LOW TEMP caution light (amber) (2). Controls command power to the right propeller
L FUEL R FUEL
brake.
Comes on if engine fuel temperature becomes LOW TEMP LOW TEMP
too low, indicating a failure of the fuel heater or L IGN R IGN

insufficient PGB oil heat available. ENGINE CONT
(CWP) light and MASTER CAUTION will also OIL BYPASS caution light (amber) (2).
NORM
come on. Comes on to indicate an impending bypass of
OFF
the engine oil filter. ENGINE (CWP) light and
MASTER CAUTION will also come on.
START
L R
Ignition switch (2).

CONT: Continuous ignition is on.
NORM: Power to the ignition system is
controlled by engine starting sys-
tem and the autoignition system.
During engine start ignition is on
as long as the starter/generator is START switch.
NO BAT START caution light (amber).
energized. The autoignition
comes on in case of flameout Comes on at battery temp 57. Observe battery Controls the operation of the starter/generator
(Ng rate of change schedule) for temperature limits. in its function as starter. The switch is spring-
7 seconds. loaded to mid position.
OFF: Ignition if off, allowing dry motor-
A9903 ing of the engine.
17.1
PAGE 23
Jun 30/15
POWER PLANT
Description
17.1
PAGE 24
Jun 30/15
POWER PLANT
Description
AUTOCOARSEN HIGH light (green). A FLIGHT STATUS PANEL BETA light (green) (2).
Comes on when: Indicates that the propeller is in the beta mode.
AUTOCOARSEN switch is ON;
Both PLs > 64 PLA; and
TRQ on both engines above 50%; and L/R APR light (green).
P3 pressure on both engines above 120 psi. Comes on:
Ignition light (white) (2). PL > 64 PLA.
Comes on: CTOT switch set to APR.
With IGN switch in NORM
during engine start;
if autoignition is triggered due to flameout or fast retardation of PL; AUTOCOARSEN LOW light (green).
if electrical control power is lost; Comes on when:
if ignition is applied automatically by the DECU in case of power tur-
bine overspeed; AUTOCOARSEN switch is ON.
AB
during engine overspeed test. One or both PLs below 64 degrees PLA; and
Both Ng above 55%; and
Both Ne above 60%.
B ENGINE INSTRUMENT PANEL
Engine overtemperature light (red) (2).
Comes on if ITT exceeds 962 +3 C. 2
Torque indicator (2).

Interstage Turbine Temperature (ITT) Indica-
Indicates the torque delivered by the power tur- tor (2).
bine to the PGB.
See NOTE Indicates the gas temperature between the gas
generator turbine and the power turbine. Con-
tains both analog and digital indication. The digi-
Engine RPM indicator (Ng) (2). tal display will show 888 when the LAMP TEST
Indicates gas generator RPM in percent of max. switch is hold to LWR. Above 1000C the digital
rated RPM. start to indicate from zero and up, e.g. 1080 will
indicate 080.
Engine oil pressure and temperature indica-

tor (2). Propeller RPM indicator (2).
Indicates engine lubrication oil pressure and Indicates power turbine RPM reduced to propel-
temperature. ler RPM.
NOTE:
PGB oil pressure and temperature indicator
Fuel flow indicator (2). Optional engine instrument panel;
(2).
Indicates fuel flow delivered by the HMU to the Propeller RPM indicators and Engine oil pres-
Indicates PGB lubrication oil pressure and tem-
engine. sure and temperature indicators swap position.
perature.
A9906
17.1 S1
Jun 30/15
POWER PLANT
Description
17.1 S1
Jun 30/15
POWER PLANT
Description
AUTOCOARSEN HIGH light (green). A FLIGHT STATUS PANEL BETA light (green) (2).
Comes on when: Indicates that the propeller is in the beta mode.
(A) FI STOP FI STOP (B)
AUTOCOARSEN switch is ON;
OPEN
Both PLs > 64 PLA; and
TRQ on both engines above 50%; and L/R APR light (green).
P3 pressure on both engines above 120 psi. Comes on:
Ignition light (white) (2). PL > 64 PLA.
Comes on: CTOT switch set to APR.
With IGN switch in NORM
during engine start;
if autoignition is triggered due to flameout or fast retardation of PL; AUTOCOARSEN LOW light (green).
if electrical control power is lost; Comes on when:
if ignition is applied automatically by the DECU in case of power tur-
bine overspeed; AUTOCOARSEN switch is ON.
AB
during engine overspeed test. One or both PLs below 64 degrees PLA; and
Both Ng above 55%; and
Both Ne above 60%.
B ENGINE INSTRUMENT PANEL
Engine overtemperature light (red) (2). FI STOP (B) light.
Comes on if ITT exceeds 962 +3 C. 2 FI STOP OPEN (A) and gear not down. On Stop is open.
On Stop is open and locked. This indicates an ab Normal indication on ground with
Torque indicator (2). normal situation. The light will remain on even electrical power on.
after the gear is down and locked and goes out Airborne with landing gear down if
Indicates the torque delivered by the power tur- only after a/c is electrically powered down.
bine to the PGB. See NOTE wheel spin >9 kts.
Will come on in case of failure of the stop to Out Stop is closed.
close after takeoff when the gear is retracted or
in case of activation of the emergency override Normal indication airborne with gear
Engine RPM indicator (Ng) (2). retracted.
pull knob before the landing gear is extended.
Indicates gas generator RPM in percent of max.
rated RPM. Interstage Turbine Temperature (ITT) Indicator (2).
Indicates the gas temperature between the gas genera-
tor turbine and the power turbine. Contains both analog
Engine oil pressure and temperature indica-
and digital indication. The digital display will show 888
tor (2).
when the LAMP TEST switch is hold to LWR. Above
Indicates engine lubrication oil pressure and 1000C the digital start to indicate from zero and up,
temperature. e.g. 1080 will indicate 080.
Propeller RPM indicator (2).

Fuel flow indicator (2). Indicates power turbine RPM reduced to propeller RPM.
Indicates fuel flow delivered by the HMU to the NOTE:
engine. Optional engine instrument panel;
PGB oil pressure and temperature indicator (2).
Propeller RPM indicators and Engine oil pres-
A15991 Indicates PGB lubrication oil pressure and temperature. sure and temperature indicators swap position.
17.1 S2
Jun 30/15
POWER PLANT
Description
17.1 S2
Jun 30/15
POWER PLANT
Description
PROP OVSP test switch.
For test procedure see AMM.
B TEST PANELS
B
C TEST 2
PROP OVSP
L R L GEN R
OVV
ENG OIL PRESS warning light (red) (2).
Comes on if: ENG OVSPD test switches (A and B). ENG OVSP GND
AIR DATA EMER PWR L AHRS R
Engine oil pressure is below 30 psi; For test procedure see AMM. A
PGB oil pressure is below 25 psi

(PL > FLT IDLE); L R
1 EFIS 2 RUD LIM CAB PRESS
PGB oil pressure is below 7 psi on ground B
(PL < FLT IDLE).
TEST 1
A BLD LEAK 1 STALL 2
L R
AUTO COARS test switch. +
A CENTRAL WARNING PANEL A B C D

Tests the auto coarsen computer circuits. The LAMPS FLAPS FUEL FIRE SHORT
ACC
SMK 2
1
L ENG
FIRE
AVIONIC
SMOKE
LAV
SMOKE
R ENG
FIRE 1 system must be on to allow a test. For test pro- UPR L R AFT
PROP BRAKE warning light (red). cedure see AMM.
2 2 FWD
Will come on to indicate a failure in the propeller OILPRESS SMOKE PRESS OILPRESS For test procedure see AMM. LWR RST
brake system. 3
L TAIL P PROP R TAIR P
AUTOCOARS FIRE SMK 1
HOT BRAKE HOT 3 L R
L R
AUTO AUTOCOARS LOW test switch.

4 TRIM
CONFIG 4
AUTO COARSEN caution light (amber). Tests the autocoarsen LOW MODE. For test
5
AUTO
COARSEN
PITCH
TRIM
RUDDER
LIMIT 5 procedure see AMM.
Comes on to indicate a failure in the autocoars-
en computer. 6
L FIRE
DET FAIL
FUEL ELEC
R FIRE
DET FAIL 6
ICE
7 ENGINE FLAPS AIR COND 7
FUEL caution light (amber). PROT
Comes on if an amber fuel caution light comes 8

PARK
BRK ON
HYDR
EMER LTS
UN ARMED
OXYGEN 8 C GROUND STATUS PANEL
on in overhead fuel panel, except for ASKID AVIONICS
9 AVIONICS DOORS 9
XFEED,ON and CONN VLV OPEN lights. INOP VENT
DOORS STATUS
10 FAIL LOCK SYSTEM FAIL 10 CARGO R PROP
FUELING
DOOR BRAKE
ENGINE caution light (amber). MAIN MAIN DOOR
DOOR HANDLE
Comes on together with L or R FUEL LOW CREW EXT PWR
TEMP, L or R OIL BYPASS and L or R CHIP HATCH AVAIL
DETECT lights.
R Prop brake light (green).

A18932
Indicates that the propeller brake is engaged.
The light comes on when the R PROP BRK
switch is selected to ON and Power is applied to
the brake ON solenoid.
17.1
PAGE 27
Jun 30/15
POWER PLANT
Description
17.1
PAGE 28
Jun 30/15
POWER PLANT
Description
There are two versions of CLquadrant, easiest
recognized by one version having the upper gate OVSP AND Backup Np Np
at MAX position removed. DRAIN VALVE Fwd sensor
DECU
CL manipulations: Prop RPM

TRQ Np
>830 <280
FUEL OFF to START Aft sensor
Lift upforward, then push downfor-
ward into START detent. ENG OVSP BOTTOM CTOT/APR ITT IND Np IND Ng rate THERMO
GOV TRQ IND flame out COUPLES
START to MIN: protection
Lift upforward to upper gate, then
release into MIN position.
Ng
MINMAX range:
Push and Pull. T/M lockout:Push to
MAX. Then lift up and momentarily CTOT REF Autoignition
A
push hard into T/M, then pull back to
approx. half between MAXMIN, TORQUE
then set desired PRPM. MOTOR
HMU L R
START to UNF:
Lift and push downforward to lower B WARNING
gate at UNF. Do not touch PL latch when airborne
Disabled Disabled Lift PL latch on ground only.
MINMAX to FUEL OFF: To retard PL below FLT IDLE:
Pull back to MIN, then lift and pull Pull PL back to FLT IDLE
then lift latch, pull aft and
back into FUEL OFF detent. release latch.
Enabled Enabled
Bottom Gov
Disabled
FWD
FWD
Prop Speed
Bottom Gov Beta mode
Bottom Gov Disabled
enabled Latch
Bottom Gov
enabled
W o W switch function
Airborne: Bottom Gov is disabled

Prop Speed between F/I and 64 PLA
Gov. mode
FUEL OFF On ground: Bottom Gov is enabled
with CL in MINMAX range.
90 T/M HMU
Vapor vent.
42 FLT IDLE
MIN 42 19 Start
MAX 83 Rev.
33 Feather 0 CTOT/APR
39 Bottom Gov. Enable/Disable SW 36 Unfeather 90 Max. Power 64 Min T/O 19 GND IDLE Max. Rev. 0
A11705 SHOWN: CL at MIN, PL above min T/O power position, Bottom. Gov. enabled, CTOT OFF.
17.1 S1
Jun 30/15
POWER PLANT
Description
17.1 S1
Jun 30/15
POWER PLANT
Description
There are two versions of CLquadrant, easiest
OVSP AND Backup Np
recognized by one version having the upper gate Np
DRAIN VALVE Fwd sensor
at MAX position removed. DECU
Prop RPM
>830 <280 TRQ Np
CL manipulations: Aft sensor
FUEL OFF to START
Lift upforward, then push downfor- ENG OVSP BOTTOM CTOT/APR ITT IND Np IND Ng rate THERMO
ward into START detent. GOV TRQ IND flame out COUPLES
protection
START to MIN:
Lift upforward to upper gate, then
Ng
release into MIN position.
MINMAX range:
Push and Pull. T/M lockout:Push to CTOT REF Autoignition
A
MAX. Then lift up and momentarily
push hard into T/M, then pull back to TORQUE
approx. half between MAXMIN, MOTOR
then set desired PRPM. HMU L R
START to UNF: B WARNING

Lift and push downforward to lower Do not touch PL latch when airborne
gate at UNF. Disabled Disabled Lift PL latch on ground only.
To retard PL below FLT IDLE:
MINMAX to FUEL OFF: Pull PL back to FLT IDLE
Pull back to MIN, then lift and pull then lift latch, pull aft and
release latch.
back into FUEL OFF detent. Enabled Enabled
Bottom Gov
Disabled
FWD
FWD
Prop Speed
Bottom Gov Beta mode
Bottom Gov Disabled
enabled Latch
Bottom Gov
enabled
W o W switch function
Airborne: Bottom Gov is disabled

Prop Speed between F/I and 64 PLA
Gov. mode
FUEL OFF On ground: Bottom Gov is enabled
with CL in MINMAX range.
90 T/M HMU
Vapor vent. Flight Idle Stop Area
42 FLT IDLE
MIN 42 19 Start
MAX 83 Rev.
33 Feather 0 CTOT/APR
39 Bottom Gov. Enable/Disable SW 36 Unfeather 90 Max. Power 64 Min T/O 19 GND IDLE Max. Rev. 0
A15881 SHOWN: CL at MIN, PL above min T/O power position, Bottom. Gov. enabled, CTOT OFF.
17.1 S2
Jun 30/15
POWER PLANT
Description
17.1 S2
Jun 30/15
POWER PLANT
Description
PULL
TO PL
OVRD A
PL
FI STOP (OPEN position)

OVRD knob pulled
FI STOP (CLOSED position)
RESET TOOL
LOCKING
LOCKING
PLATE PIN
PLATE PIN CAREFULLY ALIGN THE RESET
TOOL WITH THE LOCKING
PLATE PIN AND PUSH IN
VIEW A SPRING
VIEW A SPRING
A15880
Resetting the OVRD pullknob
17.1 S2
Jun 30/15
POWER PLANT
Description
17.1 S2
Jun 30/15
POWER PLANT
Description
Engine starting
GCU L eng . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J4 L GCU
GCU R eng . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R2 R GCU
Control L eng (NORM ignition) . . . . . . . . . . L EMG BUS J3 CTL L
Control R eng (NORM ignition) . . . . . . . . . . R EMG BUS R1 CTL R
Auto ignition L eng . . . . . . . . . . . . . . . . . . . . . L BAT BUS J19 AUTOIGN L CTL
Auto ignition R eng . . . . . . . . . . . . . . . . . . . . R BAT BUS R18 AUTOIGN R CTL
Indications
Engine speed (Ng) L eng . . . . . . . . . . . . . . . L BAT BUS J9 L ENG SPEED

Engine speed (Ng) R eng . . . . . . . . . . . . . . . R BAT BUS R7 R ENG SPEED
Engine temp (ITT) L eng . . . . . . . . . . . . . . . L BAT BUS J6 L TEMP
Engine temp (ITT) R eng . . . . . . . . . . . . . . . R BAT BUS R4 R TEMP
Engine torque L eng . . . . . . . . . . . . . . . . . . . L BAT BUS J7 L TRQ
Engine torque R eng . . . . . . . . . . . . . . . . . . . R BAT BUS R5 R TRQ
Engine oil temp & press L eng . . . . . . . . . . L BAT BUS J12 L ENG OIL T&P
Engine oil temp & press R eng . . . . . . . . . . R BAT BUS R11 R ENG OIL T&P
Fuel flow L eng . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J10 L FUEL FLOW
Fuel flow R eng . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R8 R FUEL FLOW
Fuel used L & R . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R9 L + R FUSED
Prop speed L eng . . . . . . . . . . . . . . . . . . . . . L ESS BUS J8 L PROP SPEED
Prop speed R eng . . . . . . . . . . . . . . . . . . . . . R ESS BUS R6 R PROP SPEED
Prop oil temp & press L eng . . . . . . . . . . . . L BAT BUS J11 L PROP OIL T&P
Prop oil temp & press R eng . . . . . . . . . . . . R BAT BUS R10 R PROP OIL T&P
BETA L eng . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS K17 L BETA
BETA R eng . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS S16 R BETA
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R19 AUTOIGN L+R IND
APR light L . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS J20 L PL MIN T/O
APR light R . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS R20 R PL MIN T/O
FI STOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS ENGPWR LVRFI STOP
FI STOP OPEN . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS ENGPWR LVRFI STOP
17.1
PAGE 33
Jun 30/15
POWER PLANT
Description
Engine control
DECU L eng . . . . . . . . . . . . . . . . . . . . . . . . . . L eng elec sys. No CB

DECU R eng . . . . . . . . . . . . . . . . . . . . . . . . . . R eng elec sys. No CB
Constant torque L eng . . . . . . . . . . . . . . . . . L BAT BUS J20 L PL MIN T/O
Constant torque R eng . . . . . . . . . . . . . . . . . R BAT BUS R20 R PL MIN T/O
Propeller control
Feather pump L eng . . . . . . . . . . . . . . . . . . . L ESS BUS K18 L PUMP

Feather pump R eng . . . . . . . . . . . . . . . . . . . R ESS BUS S17 R PUMP
Feather solenoid L eng . . . . . . . . . . . . . . . . . L ESS BUS K19 L COARS
Feather solenoid R eng . . . . . . . . . . . . . . . . R ESS BUS S18 R COARS
Auto coarsen computer . . . . . . . . . . . . . . . . L ESS BUS K20 AUTO COARSEN
Prop overspeed test . . . . . . . . . . . . . . . . . . . L ESS BUS K15 PROP OVSP TEST
Propeller synchrophasing . . . . . . . . . . . . . . . L MAIN BUS K16 PROP SYNC
R propeller brake . . . . . . . . . . . . . . . . . . . . . . R BAT BUS S19 R PBRK
Autocoarsen HIGH/LOW ind . . . . . . . . . . . . L ESS BUS K20 AUTO COARSEN
FI STOP solenoid . . . . . . . . . . . . . . . . . . . . . R BAT BUS ENGPWR LVRFI STOP
17.1
PAGE 34
Jun 30/15
POWER PLANT
Operation
1. LIMITATIONS
NOTE
MAX Continuous Power
Is provided for one engine operation and if required, for two engine operation in severe icing conditions. It
is NOT intended for use during normal icing conditions, climb expedites from ATC etc.
The statement above should not prevent the pilot from using the power deemed required in an emergency
or abnormal situation or from using the power required to prevent such a situation from developing. The
AOM power setting charts for Max. Takeoff/Climb/Cruise contain the maximum torque to be used for nor-
mal operations.
1.1 POWER RATINGS

Unit Min Normal Max
T/O power (flat rated to +35C) SHP 1750
Incl. exhaust thrust ESHP 1815
T/O power + APR (flat rated to +35C) SHP 1870
Max continuous (flat rated to +34C) SHP 1750
1.2 POWER PLANT OPERATING LIMITS
Power rating time limits

Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min 5
Max continuous . . . . . . . . . . . . . . . . . . . . . . . . min No limit
RPM
Overspeed.
Ng (max 12 sec) . . . . . . . . . . . . . . . . . . . . . % 105
Ng overspeed (HMU fuel shutoff) . . . . . . . % 110
Np (max 12 sec) . . . . . . . . . . . . . . . . . . . . . Prop RPM 1572
Np overspeed protection . . . . . . . . . . . . . . Prop RPM 1558 1573 1588
NOTE
Prop RPM up to 1396 is allowed with CL in MAX.
Prop RPM above 1396 indicates a propeller control system anomaly, although Prop RPM up to 1456 is
allowed up to one hour at up to Max Continuous Power.
(Contd)
17.2
PAGE 1
Jun 01/16
POWER PLANT
Operation
Unit Min Normal Max
(Contd)
Prop overspeed governor . . . . . . . . . . . . . . Prop RPM 1450 1453 1456
Takeoff
Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . % 101.3
(+APR 102)
Np . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prop RPM 1384 1396
Max continuous.
Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . % 102
Np . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prop RPM 1384 1396
Min Np normal ground operation
Bottoming governor . . . . . . . . . . . . . . . . . . Prop RPM 1040
Bottoming governor during max reverse Prop RPM 1205
Avoid steady state PROP RPM in the
ranges (except for required checks):
375 500
625 950
1070 1220 (Applicable for Dowty Pro-
peller only)
Continuous operation of the propeller on
the ground between 1070 and 1220 PRPM
more than needed for normal taxiing is to
be avoided.
Ground idle Ng . . . . . . . . . . . . . . . . . . . . . . . . % 65 70 75
Motoring Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . % 20
Temperature (ITT)
Starting transient if Ng accelerates normal- C 965
ly to ground idle . . . . . . . . . . . . . . . . . . . . . . . .
Acceleration above ground idle (except C 965
takeoff) (max 12 sec) . . . . . . . . . . . . . . . . . . .
Takeoff (max 5 min) . . . . . . . . . . . . . . . . . . . . C 917
(+APR 940)
Takeoff (max 2 min) . . . . . . . . . . . . . . . . . . . . C 927
(+APR 950)
Max continuous . . . . . . . . . . . . . . . . . . . . . . . . C 944
Propeller brake operation . . . . . . . . . . . . . . . . C 895
(Contd)
17.2
PAGE 2
Jun 01/16
POWER PLANT
Operation
Unit Min Normal Max
(Contd)
Torque
Takeoff (max 5 min) . . . . . . . . . . . . . . . . . . . . % 100
(+APR107)
Transient overshoot, except takeoff
(max 12 sec) . . . . . . . . . . . . . . . . . . . . . . . . . . % 112
Max continuous (OEI) . . . . . . . . . . . . . . . . . . % 100
Tolerance to selected CTOT value . . . . . . . . % 2
Max. diff. between indications with CTOT
selected ON . . . . . . . . . . . . . . . . . . . . . . . . . . . % 3
Fluctuations (Delta torque) . . . . . . . . . . . . . . % 1
Fluctuations at Ng = 2 Np
(Delta torque) . . . . . . . . . . . . . . . . . . . % 3
FUEL SYSTEM
Fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . 40C +43C

NOTE
For JetB and JP4, max fuel temperature is + 18C.
Fuel unbalance . . . . . . . . . . . . . . . . . . . . . . . . . lbs 200

NOTE
XFEED/CONN VALVE switches shall be OFF resp. CLOSED during takeoff and landing in normal opera-
tion.
OIL SYSTEM
NOTE
For operators where flight crew members are also responsible for checking engine and propeller gear box
oil fluid levels, there should be an established procedure which allows both technicians and flight crews to
monitor oil CONSUMPTION RATES.
Engine oil consumption limit (Maximum)

133 cc/hr (1 quart/7 hrs; 1 liter/7.5 hrs)
(hrs = blocktime)
Two (2) quarts may be added to bring the oil quantity level on the sight gauge from ADD to FULL. Wait a
minimum of 10 minutes after engine shutdown to allow oil to drain back into the tank before checking the oil
tank level indicator.
(Contd)
17.2
PAGE 3
Jun 01/16
POWER PLANT
Operation
Unit Min Normal Max
(Contd)
PGB Oil consumption limit (Maximum)

35 cc/hr (1 quart/27 hrs; 1 liter/29 hrs)
(hrs = blocktime)
One (1) quart may be added to bring the oil quantity level on the sight gauge from ADD to FULL. Wait a
minimum of 3 minutes after engine shutdown to allow oil to drain from the lines before checking the oil tank
level indicator.
CAUTION
Do not operate the engine if any of the oil consumption limits are exceeded.
Engine oil pressure

On ground with PL above GND IDLE . . . . . . . . psi 30 100
On ground at GND IDLE . . . . . . . . . . . . . . . . . . psi 20 100
Airborne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi 30 100
Restricted to engine starting and initial ground
idle operation with extremely cold oil . . . . . . . . psi 200
Oil pressure warning . . . . . . . . . . . . . . . . . . . . psi 28 30 32
Oil pressure fluctuations . . . . . . . . . . . . . . . . psi 5
Engine oil temperature (excl. starting)

Normal operation . . . . . . . . . . . . . . . . . . . . . C 35 122
Max 15 minutes . . . . . . . . . . . . . . . . . . . . . . C 132
PGB Oil Pressure Operation Allowed

0 5 psi No steadystate operation
5 25 psi No operation above ground idle
25 140 psi All operations (normal pressure).
140 225 psi No operation above ground idle.
NOTE
Oil pressure warning can be triggered after start with the propeller in feather due to tolerances in warning
pressure level. If the warning goes out when the CL is moved to UNF, the warning can be disregarded. Do
not operate prolonged time with the propeller in feather and the warning displayed.
Oil pressure warning

(PL < FLT IDLE) . . . . . . . . . . . . . . . . . . . . . . psi 5 7 9
(PL > FLT IDLE) . . . . . . . . . . . . . . . . . . . . . . psi 23 25 27
Oil pressure fluctuation (25 45 psi) . . . . . . psi 5
(46 140 psi) . . . . . psi 10
(Contd)
17.2
PAGE 4
Jun 01/16
POWER PLANT
Operation
Unit Min Normal Max
(Contd)
PGB Oil temperature C 45 77

Minimum oil temp. 25C for ground operations, and after take off for maximum 5 minutes.
Maximum oil temp. 93C for maximum 15 minutes.
APPROVED TYPE OF OIL (ENGINE AND PGB)

Type I oil
BP Turbo oil 2389
Eastman Turbo oil 2389
Exxon Turbo oil 2389
Castrol 325
Type II oil
Aero Shell Turbine oil 500
BP Turbo oil 2380
Eastman Turbo oil 2380
Exxon Turbo oil 2380
Castrol 205
Mobil Jet II
Stauffer Jet II
APPROVED TYPE OF OIL (ENGINE ONLY)

Type II oil
Mobil Jet 254
NOTE
It is not allowed to mix Mobil 254 with other approved oils.
CAUTION
Minimum oil temperature for engine start with type I oil is 54C and type II oil is 40C.
NOTE
Mixing of type I and II oils is allowed but not recommended.
STARTER/GENERATOR (S/G) DUTY CYCLE LIMITS

Two start attempts (including dry motoring) with 3 minutes cooling in between, then a 25 minute cooling
period. Maximum time with engaged starter is 70 seconds of which max 30 seconds dry motoring.
The S/G is heat sensitive to repeated and prolonged engagements.
(Contd)
17.2
PAGE 5
Jun 01/16
POWER PLANT
Operation
(Contd)
If there are repeated engagements, there should be a cool down period in between.
As an example, a crossover start (also called crossgenerator start) requires a one minute cooling time
after completing the first engine start (first engine generator online) prior to performing a crossover
start of the second engine.
MISCELLANEOUS LIMITATIONS
WARNING
Moving PL below FLT IDLE position is prohibited when airborne.
See also 17.1 Fig. 6.
When airborne, grip the PL knobs only, thereby eliminating PL movement to below FLT IDLE.
1.3 PROPELLER BRAKE LIMITATIONS

NOTE
Operations with reduced propwash will increase the temperature in the flap bay area as well as the skin
temperature of the wing trailing edge. Flaps down selection will lower the temperature, therefore it is rec-
ommended to select flaps 15 or flaps 20 during prolonged engine ground operation with a feathered propel-
ler.
CAUTION
Ensure flaps area is clear from equipment and personnel before flaps is selected down.
Minimum OAT when visible moisture is present is +3 C.
Max. tailwind component with propeller brake engaged is 18 kts.
Minimum time between brake actuations is 10 minutes.
Max steadystate ITT 895
Engine operation with propeller braked requires a qualified person in the copilot seat.
Do not exceed max. allowable ENG RPM, as per Table 1 during propeller brake operation.
First brake application of the day must be with the engine running. The propeller must stop rotating
within 5 seconds. This is to check the conditions of the brake.
Applicable to a/c without SB 61028, Mod 2066 (PropellerProp Brake slippage due to PGB oil leak-
age).
CAUTION
Assure all personnel remain clear of the exhaust and propeller areas.
NOTE
Use the official reported temperature to below table.
(Contd)
17.2
PAGE 6
Jun 01/16
POWER PLANT
Operation
(Contd)
Table 1 Maximum allowable engine RPM during propeller brake operation

% ENG RPM
90
88
12
10
86
8
PRESSURE ALTITUDE IN THOUSANDS OF FEET
6
84 5
4
82 3
2
80 1
0
78 1
76
74
72
70
68
66
64
40 30 20 10 0 10 20 30 40 50 60
OAT C
A30617
17.2
PAGE 7
Jun 01/16
POWER PLANT
Operation
2. NORMAL OPERATION
2.1 GENERAL Hints for longer engine life and FODprevention are procedures to
minimize maintenance expenditures. The procedures are recommended to
reduce engine temperature and to avoid FOD (Foreign Object Damage) to
engines and propellers during ground operations. However, the proce-
dures must be adopted with full safety consideration. Nothing herein
should prevent the pilot from applying maximum forward and reverse
thrust for safety reason. Nothing herein should prevent the pilot from taxi-
ing at a safe speed. The procedures might deviate from operators stan-
dard operating procedures and must therefore be adapted in a way that
required test and checkitems before takeoff and after landing are per-
formed.
Operation in gravel areas and on FOD surfaces is not recommended. Re-
quest through appropriate authorities that the ramp, taxiway and runway
be cleared. Get rid of stones, pebbles and dirt. Remain on clean surfaces
for all ground operations. However, if operation on FOD surfaces can not
be avoided, following the FODprevention procedures will minimize pos-
sible damage.
CAUTION
Do not taxi using reverse power rather than aircraft brakes. FOD engine inges-
tion may result.
Although mentioned in section ICE AND RAIN PROTECTION, the ex-

treme importance of switching on engine antiice well in advance of enter-
ing icing conditions to prevent FOD, can not be overemphasized.
To emphasize the importance of keeping a low ITT, some of the normal
procedures are also highlighted in Hints for longer engine life.
2.2 ENGINE Hints for longer engine life

STARTING
If possible, avoid tailwind starts. Starting engine in a strong tailwind may
PROCEDURE
cause a HOT start. If strong tailwind and it is operationally feasible, per-
(See also 3.3
form motoring start on one engine, then taxi into the wind and then start
MOTORING/
the other engine.
COMBINED
MOTORING Operate the engines with as low ITT as feasible with due consideration
AND START to safety and passenger comfort.
PROCEDURE)
Start engines with HPbleed switches in off position.
(Contd)
17.2
PAGE 8
Jun 01/16
POWER PLANT
Operation
(Contd)
Bleed air, especially HPbleed will have considerable impact on ITT.
HPbleed may be necessary to operate boot deice system or for cabin
comfort in hot or cold climate. Use HPbleed only when required. Turn
HPbleed off when requirements have been satisfied. When using HP
bleed use Table 1 (17.2 page 7) as a guide for initial setting of Ng to
obtain a low ITT. Minor Ng adjustments may decrease ITT further. For
propeller brake operation, Table 1 gives the maximum allowable Ng.
FODprevention
Pick up loose objects on the ramp.
Keep running propellers over hard, clean surfaces. If this is not possible,
consider either:
a) Startup and taxi out on one (most suitable) engine;
b) Startup both engines. Leave one CL in START (feathered) position
and taxi out on one (most suitable) engine.
Prevention of subidle overtemperature
There is a potential possibility for subidle overtemperature when placing
electrical or bleed air loads on an engine running at ground idle speed.
After engine start the Ng must always be maintained at or above the idle
speed observed when the engine was initially started.
Increasing the Ng 23%, whenever possible, especially during tailwind
conditions, prior to placing electrical or bleed air loads on the enigne will
greatly reduce the potential of a subidle event.
Low compressor efficiency, bleed air extraction (LP/HP), and electrical
loads on the accessory drive, in combination, may cause Ng to be reduced
to a speed where the gas generator is no longer able to sustain operation.
This situation may result in a rapid decay of Ng and Np, a rapid rise in ITT,
and can cause extension damage to the engine, if the crew fails to im-
mediately shut down the engine by placing the condition lever to FUEL
OFF.
(Contd)
17.2
PAGE 9
Jun 01/16
POWER PLANT
Operation
(Contd)
Electrical system damage prevention
If during a Motoring start the IGN switch is set to NORM and the CL is
advanced to START at about the same time with the IGN switch leading
the CL movement, the start signal to the start relay will be interrupted mo-
mentatily similar to a poor ground power unit. The flight crew will not see
the interruption in the cockpit displays. This causes the start relay to begin
coming open and then go closed again resulting in nothing more than loss
of contact pressure causing burning of the contacts (damage of the
PDUs). To prevent this from happening, the flight crew should verify that
the CL is in the START position before setting the IGN switch to NORM. At
no time should the CL be moved below the START detent unless the start
is being terminated or the engine is being shut down using published pro-
cedures.
Preparations
Electrical power . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD AND ON
L/R BAT sws ON. BAT requirement Min 24V.
EXT PWR sw ON or OFF as applicable.
BUS TIE CONN green light . . . . . . . . . . . . . . . . . . CHKD ON
It is essentail to check the BUS TIEfunction.
BUS TIE light must be on before all engine starts.
HP VALVE sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
BLD VALVE sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/AUTO
To facilitate engine acceleration.
Engine instruments . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL
If ITT is above 175, motor engine to below 175.
Propeller area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
L/R AVION sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Must be in OFF position during engine start, on ground only.
Starting
Starting methods and designations:
Motoring Start: Start initiated by dry motoring of engine.
(Contd)
17.2
PAGE 10
Jun 01/16
POWER PLANT
Operation
(Contd)
NOTE
Motoring Start is the recommended procedure for all engine starts on ground
due to;
High airflow during initial start and thereby leaner fuel to air ratio and im-
proved fuel burn.
Direct Start: Start without motoring.
Both starting methods can be performed by use of different power sources
hence:
Battery Start: Start on batteries only.
Crossover Start: Start on batteries and one generator
EXT PWR Start: Start on external power.
NOTE
EXT PWR requirement is 1400 Amp minimum and 1600 Amp maximum. If EXT
PWR <1400 Amp it is recommended to perform Battery and Crossover starts
to facilitate engine acceleration.
Repeated Battery Starts may bring the Battery Temperature above limits. This is
especially pronounced in hot weather operation if short times between starts.
(The Battery Temperature increases approx. 1015 degrees every Battery
Start). Therefore, check Battery Temperature now and then, and when required,
perform an EXT PWR Start.
NOTE
During battery start there might be nuisance Fuel Flow fluctuations due to volt-
age variations. To avoid these fluctuations, for the engine being started, it is rec-
ommended to perform a Battery Start on the RH engine and thereafter a Cross-
over Start on the LH engine.
NOTE
During starting at subidle engine speeds and after shutdown, nuisance fuel
flow indications up to 900 lb/h (400 kg/h) may be observed with the CL at FUEL
OFF. Since there is no evidence of actual fuel flow (ITT indication) this situation
is considered to an indication error only and does not affect the operability of the
engine.
The engine start shall be aborted for any of the following conditions:
Ng does not start to increase at starter activation
If Ng ceases to accelerate for 3 seconds prior to achieving stabilized
IDLE
(Contd)
17.2
PAGE 11
Jun 01/16
POWER PLANT
Operation
(Contd)
No lightup (ITT rise) indication within 20 seconds from initial Ng indica-
tion for a direct start and; if no ITT rise within a few seconds for a mo-
toring start.
If ITT rapidly approaches or exceeds 965C
No positive ENG OIL or PROP OIL pressure indication after ground idle
No PROP OIL pressure indication at stable ground idle PROP RPM
Abort start by returning the CL to FUEL OFF, turn OFF ignition and motor
engine to below ITT 175C. If start is aborted before lightup (no ITT rise),
motor for at least 10 seconds (but not more than 30 seconds) to purge fuel
from combustor and turbine.
NO BAT START light;
Battery Start light must be off;
Crossover Start light might be on. Check L/R BAT temp max 60C;
If light comes on during start, continue the start;
If light is on after engine start, check L/R BAT temp max. 64C before
takeoff.
PL to GND IDLE
CL in FUEL OFF and Check: Bus Tie green light ON
L/R Avion switches OFF
Stby Press Light (ON or OFF)
IGN switches OFF
NO BAT START light
Motoring Start
START sw (L/R). Check Ng to stabilize (approx. Ng 20%) and ITT below
175C, then;
Move CL to START then immediately;
IGN switch to NORM while holding START switch;
Hold the START switch until light up which should occur a few seconds
after IGN sw is set to NORM.
NOTE
It is essential that CL is moved to START before IGN sw is set to NORM. This is
to prevent damage to the PDU starter relay.
NOTE
Turn IGN switch to NORM immediately after CL is moved to START. If not, re-
tard CL to FUEL OFF.
(Contd)
17.2
PAGE 12
Jun 01/16
POWER PLANT
Operation
(Contd)
Direct Start
A direct start is accomplished by advancing the CL to START and then
activating the START sw (L/R) for 2 seconds.
Check of power plant parameters during acceleration to ground idle
Ng, Lightup, ITT, Oil press, propeller rotation and S/G cutout.
There might not be PROP RPM instrument indication at low propeller
speed (CL in START). The uncertainty is due to low Np sensor output sig-
nals.
Fuel Flow indication may be delayed during start sequence due to trans-
mitter tolerances at low fuel flow rates.
The increase in Ng might be slow. However, as long as Ng increases and
ITT does not exceed 965C the start attempt can continue. Watch Ng
carefully. If any tendency of Ng to stop accelerating, abort the start im-
mediately.
NOTE
Cold weather operation
Engine OIL BYPASS light may be on due to high oil viscosity if oil temperature
is cold. The FUEL LOW TEMP light may be on if the fuel is cold. The light will
remain on until the PROP OIL temperature has increased enough to heat the
fuel.
It is normal with high oil pressure on the engine and PGB during initial start
when the oil is cold. The engines oil pressure should return to 30 100 psi after
engine operates at ground idle speed for 5 minutes. However, time required for
warm up will depend on temperature of the engine and of the oil system, before
start. Time to warm engine oil may be reduced by gradually increasing gas gen-
erator speed, up to a maximum of flight idle, exercising care not to exceed the
oil pressure limitations in the AFM.
When the engine is coldsoaked, PGB oil temperature will rise slowly. After en-
gine oil temperature has reached the normal operating range, bottoming govern-
ing (CL in minmax range) may be engaged and the power increased up to
flight idle to reduce the warmup time of the PGB oil, exercising care not to ex-
ceed the oil pressure limitations in the AFM. If PGB oil pressure is within normal
operating range, takeoff may be initiated when the PGB oil temperature reaches
25_C.
(Contd)
17.2
PAGE 13
Jun 01/16
POWER PLANT
Operation
(Contd)
Check Ng to stabilize at ground idle, then:
Check BUS TIE CONN light is on.
It is essential to check BUS TIE and S/G cutout functions.
After an engine start (irrespective of starting method).
Check light to come on before turning on the generator or if EXT PWR
start before EXT PWR switch is set to OFF.
If light does not come on, check L/R BAT voltage. If voltage below 20 V,
immediately turn BAT switches to OFF and shut down engine(s). If volt-
age above 20 V, press release button K1. If light then does not come on,
call maintenance.
NOTE
Voltage below 20 V indicates a short circuit.
If voltage above 20 V and BUS TIE light not coming on after a reset attempt
(K1) indicates either a BUS TIE relay, PDU or a S/G cutout failure.
Turn on the generator.
It may take 15 seconds before the generator is on line. Check voltage to
be minimum 27,5 V before flight.
Turn on L/R AVION.
Normally, during EXT PWR start, AHRS initialization is completed before
first engine start, then leave switches in OFF until second engine has
been started.
If battery start followed by crossover start, turn switches ON after first
generator is on line, wait for initialization (approx. 70 secs) then turn OFF
before second engine start.
Check ENGINE and FUEL panels.
Check all indicating lights in ENGINE and FUEL overhead panels to be
out.
If required, turn engine antiice on.
2.3 PROPELLER Hints for longer engine life

BRAKE
Bleed air, especially HPbleed, will have considerable impact on ITT.
OPERATION
Use HPbleed only when required. Turn HPbleed off when require-
ments have been satisfied. When using HPbleed, set Ng according to
Table 1, 17.2 page 6 or PL stop, whichever is lowest.
Open the X VALVE only when required.
(Contd)
17.2
PAGE 14
Jun 01/16
POWER PLANT
Operation
(Contd)
CAUTION
After the propeller brake has been released, operate the engine for two minutes
with CL in START and PL in GND IDLE prior to increasing PROP RPM or en-
gine shut down. This is required in order to stabilize the power turbine tempera-
ture. The temperature profile across the disks with the turbine stopped are dif-
ferent compared with a rotating turbine. With this procedure the temperature is
returned to the normal operating profile. After two minutes, the mechanical
stresses (blades pulling on disks at higher speed) can be increased. Not follow-
ing this procedure will shorten the life of the disks.
General
The right propeller may be braked, allowing the engine to be used as an
auxiliary power unit supplying electrical and pneumatic power for operation
of the aircraft systems without the need for a ground power unit.
CAUTION
If a malfunction occurs during operation of the propeller brake or any motion of
the propeller occurs after application of the brake, the engine must be shut
down immediately.
NOTE
Check nose wheel in centered position: More than 20 deflection will drain the
MAIN accumulator pressure faster.
To apply propeller brake with engine running
1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD then AUTO
Check MAIN pressure to be approx. 3000 psi.
2. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
3. R Condition lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Check right propeller to be feathered.
4. Gust lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check PROP BRAKE Status Light to come on.
Check right propeller to stop rotating and remain motionless within 5 se-
conds.
(Contd)
17.2
PAGE 15
Jun 01/16
POWER PLANT
Operation
(Contd)
If PROP BRAKE Status Light does not illuminate or propeller does not
stop within 5 seconds return R PROP BRK switch to OFF. Do not try
another attempt. Consider the propeller brake as unserviceable. Re-
quest maintenance check with regard to heat damage and oil contami-
nation prior to takeoff.
To perform an engine start with propeller brake on
1. Perform the BEFORE ENGINE START checklist.
2. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD then AUTO
Check MAIN pressure to be approx. 3000 psi.
3. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check that PROP BRAKE status light is on.
4. Start engine, check propeller remains motionless and perform AFTER EN-
GINE START checklist.
Engine operation with propeller brake applied
1. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
If only LPbleed and generator is on remain at GND IDLE. If using HP
bleed set PL to value of Table 1 (17.2 page 7) or PL stop, whichever is
lowest.
2. Electrical power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
3. R BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. R HP VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5. R POWER lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
Reset acc. to 1. above
6. L BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
The L BLD VALVE must be closed to be able to open the X VALVE.
7. Air Condition X VALVE switch . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8. R AND L RECIRC switch . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
9. R Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
Reset acc. to 1. above
Apply Power Lever friction lock.
(Contd)
17.2
PAGE 16
Jun 01/16
POWER PLANT
Operation
(Contd)
CAUTION
On a hot day, engine temp can be limiting when operating with air condition X
VALVE open.
10. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/AUTO

AS REQUIRED
Maintain HYDR MAIN pressure between 2700 and 3000 psi by switching
HYDR PUMP between OFF and AUTO.
CAUTION
HYDR PUMP operation must be followed by at least an equal length of time with
HYDR PUMP OFF. Do not operate hydraulic pump continuously for more than
30 minutes.

Engine shut down with propeller brake applied
1. Stabilize engine at GND IDLE for two minutes with HP BLD OFF.
2. Shut down engine.
3. When engine has spooled down, set prop brake switch to OFF before
switching off battery power.
To release propeller brake
1. Prop Area Clear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2. Air Condition X VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSED
3. HP VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
4. R Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
5. R BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
6. R PROP BRK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check that right propeller rotates and PROP
BRAKE warning light is off.
After the propeller brake has been released, operate the engine for two
minutes with CL in START and PL in GND IDLE prior to increasing
PROP RPM or engine shut down.
7. HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
17.2
PAGE 17
Jun 01/16
POWER PLANT
Operation
2.4 GROUND BOTTOMING GOVERNOR OPERATION

OPERATION
On ground the BG is disabled with CL out of MINMAX range.
CL in UNF position and PL in GND IDLE gives approx. 950 PROP RPM.
NOTE
The UNF CL position should normally be transit only. Exceptions are some
engine checks on ground.
After engine start, advance CL to MIN. and simultaneously check Ng and
PRPM. The propeller starts to unfeather and PROP RPM increases. Ng
should accelerate slightly as PRPM passes 830 and stabilizes at 1040.
CAUTION
If Ng immediately starts accelerating when moving CL into MINMAX range,
retard CL immediately to FUEL OFF.
Hints for longer engine life

When possible avoid strong tailwinds during taxi delays.
FODprevention
If suspect FOD surfaces:
Do engine run up checks (i.e. engine and propeller overspeed tests) over
clean and hard surfaces only;
Taxi slightly faster than normal with as little power as possible over sus-
pect FOD surfaces. This may be done by adding power when passing a
clean surface and then transit the FOD surface with min. power. If this
is not suitable taxi at slow speed with low power;
Use brakes, not reverse thrust, to decrease taxispeed;
Behind other aircraft, taxi with greater spacing than normal.
Before taxiing
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
Check Ng/Np are stable. If indication is abnormal,
shut down engine and request maintenance check.
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MIN then MAX
This will enable the BG function.
Lift CL out of START and move to MIN position. When Ng starts to ac-
celerate at 830 PRPM, move CL to MAX.
(Contd)
17.2
PAGE 18
Jun 01/16
POWER PLANT
Operation
(Contd)
3. BETA lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
4. Ice protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Modulation of PL between GND IDLE and FLT IDLE will directly control
propeller pitch between 0 and 10 degrees. The bottoming governor
function will maintain 1040 propeller RPM as long as PL is below FLT
IDLE.
Taxiing
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS NEEDED
Modulation of PL between GND IDLE and FLT IDLE will directly control
propeller pitch between O and 10 degrees. The bottoming governor
function will maintain 1040 propeller RPM as long as PL is below FLT
IDLE.
If reverse thrust is required the PLs may be moved aft of GND IDLE into
reverse. When a propeller blade is below 105 pitch the BGfunction
will maintain above 1200 RPM on that engine.
Operating with PL above FLT IDLE is only required to start taxiing in
snow, uphill etc.
2.5 TAKEOFF Hints for longer engine life

Bleed valve closed takeoffs means lower ITT which increases engine
reliability and life.
Reduced power takeoffs will significantly increase engine reliability and
life and reduce maintenance expenditures. When possible and opera-
tionally feasible, select runways which will allow reduced power for take-
off.
NOTE
For Reduced power takeoff limitations procedures and performance, see AFM
and Sect. 28
In addition to the limitations, consider possibly downdrafts and windshears if
obstacle limited and/or windy conditions. Full use of reduced power will result in
the aircraft operating near the performance limits. Although there are extra mar-
gins built into the reduced power takeoff concept, these extra margins might be
easily consumed during unfavorable conditions.
When max. takeoff power is set (e.g. takeoff or goaround) with engine
antiice ON and/or ECS OFF, set climb power prior switching off anti
ice or switching on ECS. This is to avoid the possibility of exceeding
maximum rated takeoff power.
(Contd)
17.2
PAGE 19
Jun 01/16
POWER PLANT
Operation
(Contd)
FODprevention
Make rolling takeoffs if possible.
Apply power smoothly. An abrupt power application greatly increases
possibility for FOD.
General
CL must be in MAX position.
To meet different performance criteria there are different methods for
takeoff power application and aircraft handling. The methods and cor-
responding performance data are described in the AFM and AOM Sect.
28.
The AUTO COARS LOW light will be on at low power and will go out
when the PLs are advanced to high power. The AUTOCOARS HIGH
light should come on when both PLs are advanced to above PLA 645.
Power setting with CTOT
Advance PL and STOP PL MOVEMENT at 1520% TRQ below se-
lected TRQ, then select CTOT switch to ON or APR as required.
NOTE
It is essential to stop PL forward movement at 1520% below selected TRQ. If
not, the selected TRQ might be exceeded due to torque blooming during accel-
eration.
Should a change in power be required, this is achieved by turning the
CTOT knob.
For power plant indications and procedures in case of power loss, see
ABNORMAL PROCEDURES 3.4 and 3.5.
Power setting without CTOT
Advance PL and set torque according to power setting chart. Do not ad-
just power above 60 KIAS. The torque blooming will increase the torque
by approx 5%.
NOTE
During Autocoarsen inoperative procedures the CTOT switch should be se-
lected to ON or OFF positions (not APR). This is to avoid a possible uncom-
manded APR boost, should a failure exist in the autocoarsen/APR activation
circuit.
(Contd)
17.2
PAGE 20
Jun 01/16
POWER PLANT
Operation
(Contd)
WARNING
During an aborted takeoff the PL must be retarded fully to the FLT IDLE position
prior lifting the latch allowing PL to be moved below FLT IDLE.
If the latch is lifted with PL above FLT IDLE the PL will be stuck with conse-
quential increased stopping distance.
2.6 CLIMB Climb power setting

REDUCE TORQUE PRIOR TO REDUCING PROP RPM.
ADJUST TORQUE ACCORDING TO AOM POWER SETTING CHARTS.
Without CTOT
Adjust PL to climb power, then set CL to desired PROP RPM.
Readjust PL as necessary.
With CTOT
Gently rotate CTOT knob counter clockwise to decrease torque, then
select the CTOT switch to OFF. This method will give a smooth power
reduction and is recommended during normal operations.
NOTE
The design of the CTOT system does not prevent rapid power reductions. Ro-
tating the knob too fast or selecting the switches to OFF prior using the knob
can have an adverse impact on the engine operation.
It is therefore essential to gradually reduce the TRQ by the CTOT knob to a val-
ue below that of the PLs and then select the switches to OFF. Power reduction
rate using the knob should be no greater than that which would be considered a
good power setting technique using the PLs.
After CTOT is disengaged, adjust PL to climb power, then set CL to de-
sired PROP RPM and readjust PL.
PROP SYNC should be turned ON to reduce vibration and cabin noise.
Adjust CL to within 10 PROP RPM before turning on. The PROP SYNC
switch may remain in ON position during PROP RPM changes and pro-
pellers will be synchronized when within 10 PROP RPM diff. However,
the best result for synchrophasing is to turn the system OFF before and
ON after PROP RPM adjustments.
(Contd)
17.2
PAGE 21
Jun 01/16
POWER PLANT
Operation
(Contd)
NOTE
During normal operation it is important that the CTOT switch is set to
OFF during the initial climb after takeoff or goaround. If the switch is not
set to OFF, the torque will be constant and the ITT will gradually rise to
above limits as the aircraft climbs. To avoid this, always verify the switch
is OFF physically by the hand.
Check that FI STOP light is out after gear retraction.
During climb now and then adjust PL to required TRQ.
2.7 CRUISE Hints for longer engine life

Maintain an effective engine power monitoring system.
(See General Electric Operating Instructions)
1. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CRUISE RPM
2. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST CRUISE
POWER
For a fixed PL position and constant PROP RPM, the TRQ increases with
speed.
Negative Gload
ENGINE OIL (CWP) light + MASTER WARNING will come on during neg-
ative Gload.
2.8 DESCENT Hints for longer engine life

APPROACH
If required, turn engine antiice on well in advance.
WARNING
Do not move the PL below FLT IDLE when airborne.
See also 17.1 Fig. 6.
High PROP RPM will increase the drag and the rate of descent.
Move CLs gently to avoid unnecessary stress on propeller and PGB.
17.2
PAGE 22
Jun 01/16
POWER PLANT
Operation
2.9 BEFORE Hints for longer engine life

LANDING
Check HP VALVES are closed, if not required for boot deice operation.
1. PROP SYNC switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
2.10 LANDING AND FODprevention

REVERSE
If operationally feasible avoid reverse thrust especially on contaminated
OPERATION
or suspected FOD runways. Use ground idle and brakes to stop the air-
craft.
If operationally feasible avoid reverse thrust below 50 KIAS after flight in
icing conditions.
After touchdown
1. With the PLs at FLT IDLE stop, lift the latches and retard the PLs to GND
IDLE. Check both BETA lights on before moving the PLs into REV as re-
quired.
NOTE
It is important to retard the PLs fully to the FLT IDLE before the latches are
lifted in order to be able to move the PLs further into the BETA range.
PLs in GND IDLE will schedule the propeller to zero pitch.
Modulation of the PLs below GND IDLE will schedule propeller pitch be-
tween zero pitch and max reverse (16 pitch). PROP RPM will increase
automatically and be kept above 1200 RPM (may vary slightly during tran-
sition). The PROP RPM increase is independent for each propeller and
starts when the propeller is below 10 pitch.
17.2
PAGE 23
Jun 01/16
POWER PLANT
Operation
2.11 ENGINE SHUT

DOWN ON NOTE
GROUND There is a 2minute cooldown period requirement with HP bleed OFF, be-
fore shutdown. This is to cool internal engine parts from high operating tem-
peratures and to prevent seal rubs during restart.
The cooldown period may commence upon landing if HPbleed is OFF and
PL remains between FLT IDLE and GND IDLE (no reverse) after landing.
Otherwise operate engine with PL in GND IDLE and HPbleed OFF for 2
minutes before shutdown.
CAUTION
When CL is moved to START, the propeller should feather and PROP RPM
decrease. If PROP RPM does not decrease, move CL to FUEL OFF immediate-
ly, otherwise engine will accelerate to overtorque and overtemp condition.
CAUTION
If left engine is shut down or left generator is turned off during intaxiing, check
BUS TIE light to come on. This is to ensure proper nosewheel steering and
antiskid function.
NOTE
It is important to retard the PLs fully to the FLT IDLE before the latches are
lifted in order to be able to move the PLs further into the BETA range.
1. PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
NOTE
When icing conditions, ice accumulation is minimized by keeping the CL in MIN
MAX as long as practical.
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
A smooth feathering will be accomplished by noticing the PROP OIL
pressure which initially rises then drops when CL is about half way be-
tween MIN and START. At pressure rise hold the CL for a few seconds
then move it slowly into START.
3. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
This will further reduce ITT.
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(Contd)
17.2
PAGE 24
Jun 01/16
POWER PLANT
Operation
(Contd)
5. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
If there is evidence of combustion after shutdown, indicated by a im-
mediate rise in ITT, motor the engine.
NOTE
During ground operation, if an immediate shut down is required from high power
(Ng above 90 %) the PL should be retarded to GND IDLE and CL to FUEL OFF,
then motor to below 175C. If unable to reduce to 175C within 5 minutes, wait 2
hrs to restart engine.
For engine shut down with propeller brake applied see, PROPELLER
BRAKE OPERATION
2.12 P3 SWITCH
TEST CAUTION
Do not activate PROPELLER PUMP switches with CLs in MINMAX range.
The CLs must be in the UNF position. With CLs unintentionally moved into
MINMAX range the bottoming governor will try to maintain 1040 PROP RPM
and an overtorque will occur.
1. Set AUTO COARSEN switch to ON position.

2. Move CLs to UNF position.
Check PROP RPM to increase.
3. Advance PLs until TRQ is 1015%.
4. Hold L PROPELLER PUMP switch momentarily to MAN FEATHER posi-
tion.
Check PROP RPM starts to decrease.
5. Set AUTO COARSEN switch to OFF during at least 2 seconds, then ON.
Check PROP RPM starts to increase.
6. Repeat items 4 and 5 for R engine.
NOTE
For a/c without Mod No 2198, SB 61026 (Introduction of new autocoarsen
computer) the PROP RPM should start to increase when PROPELLER PUMP
switch is released. Item 5 could then be deleted.
17.2
PAGE 25
Jun 01/16
POWER PLANT
Operation
2.13 POWER FLUC- Even if the procedures for activation of the engine antiice system has
TUATIONS been followed, power fluctuation(s) may occur during the time the system
is activated. This is caused by snow accumulated in the birdcatcher and
ingested into the engine causing a short duration combustor flameout.
Power fluctuation occurs primarily at altitude >10 000 feet and at tempera-
tures between ISA and ISA+20. Repeated fluctuations may occur. A power
fluctuation is recognized as a momentarily drop in engine indications, with
consequently slight yaw. In some cases flames might be seen in the ex-
haust pipe followed by a bang. All parameters recover in 14 seconds. If
the autoignition is activated, a L(R) IGN light will come on for approx. 7
seconds.
Power fluctuation(s) should not be considered as abnormal engine beha-
vior, and no action is required by the crew should a bang and/or a flame
be noticed, it is recommended to inform the passengers about this normal
engine characteristics.
NOTE
Experience reveals that in most cases the autoignition system is an active part
in the power drop recovery process. Therefore, it is essential to test the auto-
ignition system.
2.14 AUTO IGNITION During engine shut down verify IGN lights in the Flight Status Panel to
TEST (CIRCUIT illuminate momentarily. IGN lights will illuminate until Ng drops below
TEST) approx. 62%.
In bright sunlight, shade the Flight Status Panel to ensure that the lights
are visible when illuminated.
If an ignition light fails to illuminate the autoignition system is to be con-
sidered inoperative.
1. Adjust Ng to approx. 75 77% (minimum 75%).
2. Shut down the engines (CL to FUEL OFF).
3. Check IGN lights to illuminate momentarily.
4. Retard PLs to GND IDLE.
NOTE
The functions of the igniter plugs, ignition exciters and alternator are automati-
cally checked during engine start. When combined with the circuit test above
this will provide a full function check of the autoignition system.
17.2
PAGE 26
Jun 01/16
POWER PLANT
Operation

3.1 GENERAL In all cases when a power plant behavior and/or cockpit indication differ
from normal, when practical:
Push FDR EVENT button;
Record indicated parameters and duration above or below limit;
Notify maintenance;
Consider FDR securing and removal.
CAUTION
RIOR TO SHUTTING DOWN OR SWITCHING OFF VITAL ITEMS LIKE EN-
GINE, FUEL, GENERATORS ETC THE APPROPRIATE LEVER, HANDLE OR
SWITCH SHALL BE VERIFIED BY BOTH PILOTS.
NOTE
UNLESS OTHERWISE INDICATED IN THE PROCEDURES, MANIPULATION
OF LEVERS, SWITCHES ETC REFERS TO THE AFFECTED ENGINE AND/
OR SYSTEM.
NOTE
It is recommended that training includes at least the two below mentioned essen-
tial engine securing procedures to be performed as memory items:
1. Engine shut down
2. Torque motor lockout.
3.2 DISCONTINUED If an abnormal condition develops during engine start, necessitating abort-
ENGINE START ing the start, the following procedure applies.
If the specific malfunction requires a different abort procedure, this will be
covered in Section 23.
1. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
This action will shut off the fuel to the engine and cut out the starter and
ignition.
2. Check engine deceleration.
(Contd)
17.2
PAGE 27
Jun 01/16
POWER PLANT
Operation
(Contd)
If no fuel was indicated.
If fuel was admitted to the engine.
3. Motor the engine.
3.3 MOTORING/ GENERAL

MOTORING-
START The reason for motoring might be:
(A Motoring
High ITT indications before start;
Start procedure
is to be consid- motor to below 175 C.
ered as a NOR- Engine start in tailwind;
MAL PROCE-
motor to above 20% ng.
DURE and is
used frequently External power source is suspect;
at shortturn
motor to above 20% ng.
around)
High ITT after discontinued start;
motor to below 175 C.
Engine is wet (Ng above 8%) after discontinued start;
motor at least 10 seconds.
Engine shut down on ground from high power (Ng above 90%);
Evidence of combustion after shut down (in flight or on ground) i.e. ITT
does not decrease or rises above 540 C;
1. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
2. GN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Engine will not motor without IGN switched OFF.
3. START switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN TO
AFFECTED
ENGINE AND HOLD
Check ENG RPM for proper engine rotation (min 20% Ng).
(Contd)
17.2
PAGE 28
Jun 01/16
POWER PLANT
Operation
(Contd)
NOTE
If motoring on external power and the GPU voltage drops off line, the EXT PWR
switch will not flip to OFF as long as the start switch is held.
The motoring will not continue on battery power. The batteries will be connected
once the start switch is released.
When motoring completed
4. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Motoring Start procedure
1. Perform items 1 3 above.
Check ITT below 175 C and Ng above 20%.
CAUTION
Turn IGN switch to NORM within 2 seconds after CL is moved to START. If not,
retard CL to FUEL OFF and motor engine.
2. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
3. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
4. START switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Release after a positive rise in Ng.
5. Check engine parameters.
3.4 POWER LOSS INDICATIONS GENERAL

INDICATIONS,
TRQ is the primary indication for the entire power plant (gas generator
AUTO-
turbine and propeller) operation.
COARSEN AND
CTOT SYSTEM ITT and Ng indicate the condition of the gas generator turbine where ITT
INDICATIONS, is the most critical of the variables and should be closely observed.
PROPELLER PROP RPM is the primary indication of the propeller.
CHARACTER-
ISTICS, PRO- 1. Cockpit indications in case of power loss.
PELLER DRAG TRQ will decrease.
ITT and Ng will decrease if flameout. Other failures may create different
indications.
(Contd)
17.2
PAGE 29
Jun 01/16
POWER PLANT
Operation
(Contd)
IGN light may come on.
PROP RPM will decrease if autocoarsen occurs, otherwise PROP RPM
remains about 12001384 depending on aircraft speed.
When a propeller autocoarsens the Flight Status Panel AUTO COARS
HIGH or LOW arm light goes out and the ICE PROTECT (CWP) and
AC GEN caution lights will come on (provided the AC GEN switch is
ON).
When engine (Ng) has spooled down to about 25% the DECU is no long-
er powered and all signals from the DECU for TRQ and PROP RPM
indications will be zero.
2. Typical autocoarsen and APR indications on the Flight Status Panel.
Taxiing:
AUTO COARS
LOW
Takeoff or goaround with

CTOT switch set to OFF or ON
AUTO COARS
HIGH
Left or right eng. power loss:
Takeoff or goaround with L APR R APR

CTOT set to APR
AUTO COARS
HIGH
Left engine power loss:

L APR R APR
Right engine power loss:

L APR R APR
17.2
PAGE 30
Jun 01/16
POWER PLANT
Operation
Left PL retarded below 64 PLA E.g. R APR

simulated eng. failure:
AUTO COARS
LOW
Left engine real power loss:

R APR
Right engine real power loss:

R APR
Right PL retarded below 64 PLA L APR

E.g. simulated eng. failure:
AUTO COARS
LOW
Right engine real power loss:

L APR
Left engine real power loss:

L APR
As can be seen from above the flight status panel lights can not be used to
verify a bad or good engine. The verification must be performed by scan-
ning the power plant instruments;
primarily: TRQ ITT Ng F/F
secondary: PRPM.
3. Autocoarsen propeller characteristics.
When a propeller autocoarsens the propeller pitch changes to approx. 55

and the PROP RPM will start cycling below 60 to about 600 RPM. One
cycle takes about 20 seconds.
The variation in PROP RPM causes negligible variation in drag corre-
sponding to less than 30 ft/min rate of climb variation.
(Contd)
17.2
PAGE 31
Jun 01/16
POWER PLANT
Operation
(Contd)
The cycling RPM given above (60600) are real RPM whilst cockpit
PROP RPM indication depends on the nature of the failure. The indica-
tion will be zero if engine (Ng) spools down to about 25%.
The cycling can be heard in the cockpit.
NOTE
With two good engines operating normally a momentary autocoarsen (autofeath-
er) system activation may occur during power application when power on one
engine is applied from low to high power setting. The activation may occur if P3
is still <120 psi when the PL reaches w 64 degree PLA. Certain conditions such
as low atmospheric pressure, low airspeed and high temperature may cause all
necessary parameters to be fulfilled. The activation will cause a momentary
PRPM drop and then an overswing. At further PL advancement Ng and P3 will
increase, the coarsened propeller will quickly generate more torque and the auto-
coarsen signal is cancelled. With the PL stationary at or slightly above 64 degree
PLA a continuous activation and deactivation may occur causing PRPM and
TRQ to vary continuously. Further PL advancement will deactivate the system.
4. Propeller drag.
Influence on performance of a feathered or windmilling propeller versus a
coarsened propeller. Numbers are approximative at normal takeoff and
landing speeds and are given as increase of grossweight and decrease in
rate of climb versus a coarsened propeller.
Propeller lb (kg) (ft/min)
Coarsened 0 0 0
Feathered + 300 (140) 20
Windmilling + 6000 (2700) 500
NOTE
The above referenced performance penalties are not intended to be used for dis-
patch with an inoperative autocoarsen system. Refer to applicable AFM supple-
ment for operation with autocoarsen inoperative.
WARNING
An unfeathered propeller of an engine with the PL at FLT IDLE and CL in MAX
will produce more drag than a feathered propeller with the CL in FUEL OFF. The
drag difference is considerable and varies with speed, increasing with speed re-
duction down to approx. 100 KIAS. Further speed reduction will decrease the
drag difference.
(Contd)
17.2
PAGE 32
Jun 01/16
POWER PLANT
Operation
(Contd)
NOTE
OEI performance is based on a feathered propeller with CL in FUEL OFF.
NOTE
A windmilling uncoarsened propeller rotates at a steady RPM (12001384) de-
pending on aircraft speed and results in a substantial yawing moment.
3.5 POWER PLANT COCKPIT INDICATIONS

FAILURE,
SEVERE DAM- Unusual engine noise or vibrations with abnormal and/or inconsistent power
AGE OR plant indications with or without yaw.
SEPARATION, General cautions and notes
ENGINE FLAME
OUT. For shut down procedures, see ABNORMAL and EMERGENCY checklists.
(For ENGINE NOTE

and TAILPIPE In case of power loss in goaround or during takeoff when the decision is to con-
HOT, see 7 Fire tinue the takeoff, it is recommended to shut down engine (thereby feathering the
protection) prop) after the 3rd (acceleration) segment. However, there may be circumstances
where an engine shutdown at an earlier stage could prevent increased drag or
further damage e.g. propeller overspeed failure to autocoarsen, engine fire, pow-
er plant severe damage or separation etc.
CAUTION
Following an engine failure, if an autocoarsen has not occurred, an abrupt PL
retardation may cause severe yaw due to propeller windmilling drag. Be prepared
to move CL of the failed engine to FUEL OFF immediately.
NOTE
If an immediate shut down is required, CL may be moved directly to FUEL OFF
prior to retarding PL. Moving CL directly to FUEL OFF is essential especially if
engine is still producing power. Any pause in the FEATHER range may cause an
overtorque.
NOTE
A feathered Dowty propeller may rotate slowly.
A Hamilton Standard propeller does rotate after a feathering.
For both types of propellers, rotation speeds vary with IAS and sideslip.
17.2
PAGE 33
Jun 01/16
POWER PLANT
Operation
3.6 ENGINE INDICATIONS

FLAMEOUT
Loss of torque.
Rapid decrease of ITT.
Ignition light on.
ACTIONS
1. If the engine does not relight automatically, shut down engine. Check that
the fuel system is correctly set and that fuel is available to the engine.
CAUTION
Do not attempt a restart if engine damage is suspected.
If no malfunction or no abnormal operation was observed before the

flameout, the engine may be restarted.
PROBABLE CAUSE
Interrupted fuel supply.
Engine fuel system problem,.
Excessive Ice/slush ingestion into the engine without autoignition avail-
able.
AUTOMATIC RELIGHT
Should an engine flameout occur and then automatically relight; the en-
gine parameters will return to normal or approximately normal indications
within 14 seconds depending on the flameout characteristics.
3.7 UNUSUAL High pitched, whining sound from an engine, sound changes (level and fre-
ENGINE NOISE quency) with engine power changes may be caused by a damaged com-
pressor.
ACTIONS
Reduce power and monitor engine instruments.
17.2
PAGE 34
Jun 01/16
POWER PLANT
Operation
3.8 OPERATION IN GENERAL

TORQUE
Except for CTOT/APR operation during takeoff and goaround, the torque
MOTOR
motor affects operation on ground only.
LOCKOUT
Some abnormal procedures call for the torque motor to be locked out.
The purpose is to prevent engine electrical control failures from causing
actual uncommanded power plant response.
When procedures call for torque motor to be locked out, prompt action
should be taken.
After the torque motor has been locked out:
the bottoming governor function is disabled;
the CTOT/APR function is not available;
the reverse power is poor;
the torque motor can not be reset without shutting down the engine by mov-
ing CL to FUEL OFF.
Subsequently also some other systems are affected and special consider-
ations have to be taken:
the AC generators will go off line during ground operation, thereby affecting
the ice protection system, however, when on ground only;
if the a/c has to be dispatched with torque motor locked out, both torque
motors must be locked out and the a/c must be operated according to
CTOT inoperative procedures/performance;
if only one engine has the torque motor locked out, asymmetric and re-
duced reverse power will be obtained with PLs at the same position. Lock-
ing out both torque motors restores the ability to obtain symmetric reverse
although the reverse thrust is poor. If one torque motor has to be locked out
when airborne consider also to lock out the other torque motor.
NOTE
With torque motors locked out, positioning PLs at GND IDLE after touch down
gives a retardation equal to 50% of max. reverse thrust during landing roll and
gives more retardation than positioning PLs into REV. At low speed (taxiing) the
situation is the opposite, however, to slow down from taxi speed to a stop, by use
of reverse only, will take a long distance.
(Contd)
17.2
PAGE 35
Jun 01/16
POWER PLANT
Operation
(Contd)
To lock out the torque motor:
CAUTION
Keeping Condition Lever in T/M position will cause fuel to be vented overboard.
1. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/M then SET

Move CL to MAX, then lift up and push hard into T/M, then pull back to
approx. half between MAXMIN, then set desired PRPM.
This will mechanically lock out the torque motor. Pulling CL to approx. half
between MAXMIN will ensure closing of the vapor vent valve.
3.9 STARTER/ INDICATIONS

GENERATOR
Abnormal indications after engine start:
(S/G) SPEED-
SENSOR SIG- No BUS TIE CONN light;
NAL FAILURE No overhead caution lights and no CWP amber lights.
During the starting cycle nonessential cautions (overhead and CWP am-
ber alerts) are inhibited. The Warning Annunciator System (WAS) reverts to
the T/O INH mode due to loss of power on L/R ESS Busses caused by the
Starter Relay being energized until a 55% Ng speed sensor signal deener-
gizes the Starter Relay and the WAS reverts back to the GNC OP mode.
If for any reason the speed sensor signal fails the S/G will remain in the
starter mode and after the startup no BUS TIE CONN light and no over-
head and CWP cautions will come on.
The following busses are the only busses available during engine start (on
ground and airborne):
L/R Battery Busses;
Emergency Bus;
Emergency Avionic Bus;
L/R AVION Start Busses (only at GPU or generator crossover start);
L/R Main Start Busses (only at GPU or generator crossover start).
ACTIONS
On ground:
Refer to MEL.
Airborne:
Apply STARTER DOES NOT DISENGAGE procedure A62
17.2
PAGE 36
Jun 01/16
POWER PLANT
Operation
3.10 ENGINE During engine restart in flight PL should be placed in FLT IDLE position.
RESTART IN
FLIGHT
WARNING
It is prohibited to move PL below FLT IDLE when airborne.
During engine start on ground, PL is placed into GND IDLE position. Due to the
fact that this is the normal start position, there is a possibility, by habit, to move
PL to this wrong position also during an engine restart in flight.
If PL is moved below FLT IDLE there will be no control of the propeller speed
with consequential extremely high drag and uncontrolled flight.
3.11 TORQUE INDICATIONS

STICKING
Torque indication remains at the last power setting when Power Lever is
moved.
Engine responds normally as indicated by change in ITT, Ng and Fuel
Flow.
Usually this occurs after a prolonged period of time at constant power set-
ting.
PROBABLE CAUSE
Cocked oil buildup between the power turbine and the internal torque
reference shaft in the area of the torque reference shafts rear snubbers.
ACTIONS
If torque stiction occurs while retarding power levers, to minimize the
duration of the stiction, retard the affected power lever toward FLIGHT
IDLE and pause. Experience indicates that the torque indication will unstick
and will indicate the actual torque after a few minutes of operation at the
new lower power setting. When the actual torque is indicated, or as condi-
tions dictate, return the power lever to match the other engine.
If torque stiction occurs on a forward movement of the power levers,
match the power levers and maintain the expected ITT difference between
the two engines. Experience has shown that the indication will return to the
actual reading within a few minutes.
17.2
PAGE 37
Jun 01/16
POWER PLANT
Operation
3.12 FI STOP CAUSE

FI STOP and/or FI STOP (blue) light will illuminate until wheel spin down <9 kts, should
FI OPEN light the landing gear not be retracted. The spin down may take up to 90 se-
illuminate in conds.
flight
FI STOP OPEN (amber) light indicates an electrical or mechanical failure
or the override function has been activated.
ACTIONS
Crew awareness. Stop is open.
3.13 FI STOP INDICATION

Emergency Unable to move PLs below Flight Idle after touch down.
Override
ACTIONS
Function
Pull FI STOP OVRD knob.
3.14 FI STOP In case of RH BAT BUS power loss, pull FI STOP OVRD knob after touch
down.
Electrical
failures In case of any other RH MAIN or ESS BUS failure, be prepared to pull FI
STOP OVRD knob after touch down.
3.15 CTOT SWITCH INDICATION

mechanical
Will affect power management and can be interpreted as uncommanded en-
failure
gine operation if failed in ON or APR mode.
Rapid decrease/increase of power.
Limited power and engine control.
ACTIONS
If switch fails in ON or APR mode, the negative effects can be reduced by:
Move condition levers to MAX, lift handle and push into T/M. Pull back con-
dition levers to approximate half between MINMAX. This will close vapor
vent valve and prevent fuel being vented overboard.
Select autocoarsen switch to OFF.
Consider a higher VMCA due to an inoperative autocoarsen system resulting in
a minimum VREF of 114 KIAS for 340B and 115KIAS for 340WT.
17.2
PAGE 38
Jun 01/16
Aircraft Operations Manual WATER AND WASTE
CONTENTS
Water and Waste

18.1 Description
18.2 Operation not applicable
18 CONTENTS
PAGE 1
Apr 01/15
18 CONTENTS
PAGE 2
Apr 01/15
Description
1. GENERAL heated wash basin water normal temperature is 40

+ 10C. An overtemp protection cuts off at 70 C.
The aircraft interior differs from operator to operator
and the equipment presented in this section shows The lavatory is provided with a smoke detector con-
only a few of the available options. Only galley and nected to the aircraft warning system. The trash bin
lavatory are reflected. is fitted with an automatic fire extinguisher. A tem-
perature detector in the trash bin will trigg the extin-
2. MAIN COMPONENTS AND SUBSYSTEMS guisher, should the temperature increase abnormal-
ly. The extinguisher agent is Halon 1211.
2.1 Galley (Fig. 1 and Fig. 2)
2.3 Servicing
There can be a LH and/or a RH galley differently
equipped all in according to the operator. The gal- Aft lavatory
leys can be provided with an illuminated work area
Emptying the trash bin and water tank refill (if the
also containing a waste bin. Hot Liquid can be sup-
optional wash basin is installed) is done from the
plied by either a coffee/ /tea brewer or hot jug con-
cargo compartment through access doors in the
tainers. Ice can be stored in the ice chest. A large
lavatory wall. External toilet servicing is carried out
assortment of easily accessible drawers and
through a service panel on the right side of the aft
compartments offer storage facilities for many ar-
fuselage.
ticles. All doors have a secure locking mechanism.
The service trolley can also be stored in a galley. Forward lavatory
The F/A seat is of the automatic foldup type and is Trash bin and water service of the forward lavatory
mounted on the aft wall off the LH galley. is carried out from inside the aircraft.
A number of options are available, like oven, exter- Toilet servicing is carried out either through a ser-
nal portable water service panel, dual service trol- vice panel on the right side of the forward fuselage
leys and boarding music player. or from inside the aircraft, depending on which op-
tion is installed.
2.2 Lavatory (Fig. 1 and Fig. 3)
2.4 Optional external water service
The lavatory is located in the aft section of the air-
craft. As an option the alternate location for the lav- As an option, refill of the galley potable water and
atory is in the right side of the forward part of the wash basin water tank can be carried out through
aircraft, opposite the avionics rack. an external water service panel. Location of the
panel is on the forward right side of the fuselage.
The standard lavatory is equipped with a toilet as-
sembly, a trash bin, drawers, passenger service Refill of the water tank for the aft lavatory wash ba-
unit, signs and placards. An optional wash basin sin can be carried out through an optional external
with a heated water tank is available. water service panel. Location of the panel is on the
aft right side of the fuselage.
Toilet tank capacity is 8.7 gallons (22 liters) and
chemical precharge should be 2 ounces (60 grams) NOTE
mixed with water to a volume of 1.7 gallons (6.5). If
If the aircraft is parked in subzero temperatures
the optional wash basin is installed, the heated wa-
the galley and wash basin tanks should be
ter tank for this has a capacity of 2 gallons (7.5 li-
drained.
ters).
The wash basin water drains into the toilet tank, so
2 gallons of space should be allowed for. The
18.1
PAGE 1
Apr 01/15
Description
3. ILLUSTRATIONS
A AIRCRAFT WITH AFT LAVATORY
RH GALLEY LAVATORY
AVIONICS RACK FLIGHT ATTENDANT SEAT
LH GALLEY
B AIRCRAFT WITH FORWARD LAVATORY

LAVATORY RH GALLEY
AVIONICS RACK FLIGHT ATTENDANT SEAT
LH GALLEY
A26705
Fig. 1 Galley and Lavatory location
18.1
PAGE 2
Apr 01/15
Description
A26706
Fig. 2 Left and right hand galley
18.1
PAGE 3
Apr 01/15
Description
18.1
PAGE 4
Apr 01/15
Description
A26707
Fig. 3 Forward or aft located lavatory
18.1
PAGE 5
Apr 01/15
Description
18.1
PAGE 6
Apr 01/15
Description
Water refill panel
ALTERNATIVE LOCATION
Aft Lavatory service panel

A14827
Fig. 4 Lavatory and water service panels
18.1
PAGE 7
Apr 01/15
Description
L Galley light, liquid heater and F/A seat heater UTILITY BUS F28 GALLEY
Lavatory flush and light . . . . . . . . . . . . . . . . . . . . . . R ESS BUS M27 LAVATORY TOILET & LIGHT
R galley control . . . . . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS M26 R GALLEY CONTROL
Lavatory water heater (if installed) . . . . . . . . . . . . UTILITY BUS M28 LAVATORY WATER HEATER
Galley fan, light and liquid heater . . . . . . . . . . . . . UTILITY BUS M25 R GALLEY FAN & LT
Galley hot jugs heating . . . . . . . . . . . . . . . . . . . . . . L GEN BUS115 VAT K22 GALLEY/TOILET PWR C
Galley hot jugs heating . . . . . . . . . . . . . . . . . . . . . . L GEN BUS115 VAT K23 R GALLEY/TOILET PWR B
Galley hot jugs heating . . . . . . . . . . . . . . . . . . . . . . L GEN BUS115 VAT K24 R GALLEY/TOILET PWR A
18.1
PAGE 8
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS
CONTENTS
Warning Annunciator System

19/1.1 Description
19/1.2 Operation
Ground Proximity Warning System (GPWS)

19/2.1 Description
19/2.2 Operation
Overspeed warning

19/3.1 Description
19/3.2 Operation
Stall warning

19/4.1 Description
19/4.2 Operation
ACAS/TCAS with TA/MFD

19/5.1 Description
19/5.2 Operation
ACAS/TCAS with TA/RA/VSI

19/6.1 Description
19/6.2 Operation
Terrain Awareness and Warning System (TAWS)

19/7.1 Description
19/7.2 Operation
19 CONTENTS
PAGE 1
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS
19 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, WARNING ANNUNCIATOR SYSTEM
Description
1. GENERAL 2.2 Master caution
The Warning Annunciator System (WAS) monitors The master caution light on the glareshield panel
various parameters in the aircraft and triggers ap- and the single chime will come on whenever one or
propriate warnings and cautions when certain com- more of the amber caution annunciator lights on the
binations of parameter values exceeds the warnings central warning panel comes on due to a aircraft
and cautions thresholds. Both visual (red and am- system malfunction. The master caution lights and
ber lights) and aural alerts (chime and specific the single chime alert can be turned off and the sys-
alerts) are used. tem reset by pressing either Master caution button-
light. System function and operation in the same
WARNINGS AND CAUTIONS manner as the Master warning described above.
VISUAL AURAL
2.3 Central warning panel
Immediate Specific aural tones
RED RED action and triple chimes. The top half of the lights on the central warning
Required. panel contains red warning annunciator lights. Eight
Corrective Specific aural tones of these are recorded by the flight data recorder.
AMBER action or and single chimes. (Fig. 2.) The lights at the bottom half are amber
close caution annunciator lights. Some caution lights in-
attention. cludes an arrow pointing in the direction where the
indicators and the controls for the particular system
2. MAIN COMPONENTS AND SUBSYSTEMS are located.
The warning electronic unit receives advisory input 2.4 Takeoff inhibit
signals from various aircraft sensors. The signals The Takeoff inhibit mode is only for use during take-
are compared with fixed thresholds and if exceeded off and is selected prior to takeoff. By pushing the
the circuitry will enable Master warning, Master cau- takeoff inhibit button (T/O INH) located on the cen-
tion or other alerts to come on. Master warnings ter instrument panel, nonessential warnings, not
and Master cautions are indicated by associated needed during the takeoff phases, are inhibited
lights on the glareshield panel in front of each pilot (suppressed). An integral light in the takeoff inhibit
and on the Central warning panel. button will confirm the selection. Pressing the take-
2.1 Master warning off inhibit button a second time will reset the system
and extinguish the light. Automatic reset will occur
The master warning lights on the glareshield panel when the landing gear is retracted or when Ground
and the triple chime will come on whenever one or Operation is selected. If any of the suppressed
more of the red warning annunciator lights on the warnings and cautions are received by the warning
central warning panel comes on due to an aircraft electronic unit during Takeoff inhibit mode they will
system malfunction. The master warning lights and subsequently come on together with aural alert
the triple chime alert can be turned off and the sys- when Takeoff inhibit mode becomes reset.
tem reset by pressing either Master warning button-
light. After resetting, the system is rearmed and will 2.5 Ground Operation
respond again to any subsequent malfunction. The The Ground operation mode is only available on
annunciator lights on the central warning panel will ground and will when selected minimize the nui-
remain on until the fault is corrected. The warnings sance effect of various cautionary alerts for ground
not announced through the Warning Annunciator handling and prior to takeoff.
System are reset through the associated system
(AP disconnect) or can not be reset at all (Stall Ground operation mode will inhibit all aural caution-
warning and Overspeed warning). ary alerts and also inhibit the master caution lights
except for those alerts listed in Table 1. Remaining
cautionary visual alerts will only appear on the CWP
19/1.1
PAGE 1
Jun 30/15
Description
in steady (reset) state. This push button is located

on the center instrument panel directly below the NOTE
Takeoff inhibit push button. An integral light in the The aural alerts, except altitude alert, will be re-
GND OP push button will confirm the selection. peated every 5 seconds until reset or corrective
Pressing the GND OP push button a second time action is taken.
will reset the system and extinguish the light. Auto-
matic reset will occur when landing gear is retracted 2.7 Bright/Dim
or when Takeoff inhibit is selected. Ground opera-
tion mode will also come on automatically after The ANNUN BRIGHT/DIM switch on the overhead
landing. During engine start the Warning System panel controls the brightness of the annunciator
reverts from GND OP to T/O INH and back to GND lights, both on the overhead panel and on the cen-
OP due to power change from L/R ESS BUS to tral warning panel. All annunciator lights are af-
EMER BUS. The power change is controlled by the fected except: the ground status panel lights,
start relay and the speed sensor (55% Ng). GPWS lights, LAMPS, FLAPS, AIR DATA, EMER
PWR and EXT PWR ON.
2.6 Aural alerts
Initially, the warning/caution lights will always come
The aural alert is divided into two general catego- on bright, flashing, irrespective of bright/dim selec-
ries: tion. After reset (MASTER WARNING/MASTER
Master warnings (triple chime). CAUTION pushed), the light on the central warning
panel will revert to steady state, bright or dim de-
Master cautions (single chime).
pending on the ANNUN 2RIGHT/DIM selection.
Warning always take priority over the cautions. In
addition to general alerts there are a number of 2.8 Lamp test
special alerts which together with Master warnings
Test of the upper and lower lights can be selected
and Master cautions are arranged in the following
by the LAMPS UPR/LWR test switch on the over-
priority order:
head panel. UPR will activate all annunciator lights
Alert Sound on the overhead panel together with the single
chime aural alert. LWR will activate all the annun-
1. Stall warning Clacker
ciator lights on the glareshield and on the flight
2. AP disconnect Cavalry charge instrument panel together with triple chime aural
3. Engine fire Firebell alert. AUTO COARSEN switch must be ON for
4. Configuration Intermittent horn lamp test of AUTOCOARSEN ARMED light. DRIVE
XFR light are not affected by the lamp test.
5. Master warning Triple chime
The annunciator lights (texts) on the central warning
6. Altitude alert Cchord
panel and the overhead panel are unreadable when
7. Master caution Single chime not lit. To verify that all light bulbs (two in each light)
8. Overspeed warning Continuous horn are functioning properly, the test is sequenced so
that individual bulbs are lit alternately. Any gap in
Whenever, two special alerts are initiated simulta- the normal flash rate indicates a faulty bulb.
neously, the higher priority alert sounds while the
other is dormant. When the higher priority alert is 2.9 Failure monitoring
cleared or reset, the lower priority alert will sound. If
The warning annunciator system includes an exten-
a special alert is initiated simultaneously with a
sive Built In Test Equipment (BITE). Any fault, de-
Master alert, both will sound.
tected by BITE, will cause the WEU status light lo-
cated above the lamp test switch on the overhead
panel to come on.
19/1.1
PAGE 2
Jun 30/15
Description
Illumination of this light (except during test) is an

indication of a detected failure which has caused
loss of system redundancy.
CENTRAL WARNING PANEL
VISUAL WARNINGS AND CAUTIONS
MASTER MASTER T/O

CAUTION WARNING INH
LAMPS
UPR
LWR
GND
OP ANNUN
OVERHEAD BRIGHT
PANEL
LIGHTS
DIM
L GEN
Flight recorder Warning electronic Remote electronic

system unit unit
Recorded warnings Aircraft sensor signals Aural activation signals
C0758
Fig. 1 Warning annunciator system schematic
19/1.1
PAGE 3
Jun 30/15
Description
GND OP T/O INH

(Ground Operation) (Takeoff inhibit)
The Ground Operation mode will inhibit all aural The Takeoff Inhibit mode inhibits all warnings and
cautions and master caution lights except for those cautions except those listed in Table 2:
listed in Table 1:
Table 2 List of Takeoff Inhibit mode warnings and
Table 1 List of Ground Operation mode warnings cautions
and cautions
- ENGINE FIRE (L/R)
- L/R BLEED FAULT
- CONFIG
- L/R BLEED AIR LEAK
- PROP BRAKE
- L/R DUCT OV TEMP
- SMOKE (cargo, avionic, lavatory)
- L/R GEN OV TEMP
- TAILPIPE HOT (L/R)
- L/R BAT HOT
- OIL PRESS (L/R)
- NO BAT START1)
- STALL WARNING
- L/R FUEL LOW TEMP
- PARK BRAKE
- L/R CHIP DET
- GUST LOCK
- L/R FUEL FILTER
- CABIN PRESS
- L/R FUEL FILTER
- AUTO COARSEN
- DE- ICE OV TEMP
- TIMER
- ANTI- SKID INOP
- L/R FIRE DET FAIL
- FLAPS
- OXYGEN PRESS
- GUST LOCK
- PITCH TRIM
- ALT ALERT
- HYDRAULIC
- OVERSPEED WARN
1) The NO BAT START caution will not generate an
aural caution or a master caution light. The amber
caution light NO BAT START is however not in-
hibited in the ground operation mode.
19/1.1
PAGE 4
Jun 30/15
Description

A
A B C D
Warning lights 1 L ENG AVIONIC LAV R ENG 1
recorded by FIRE SMOKE SMOKE FIRE
the Flight Data 2 L ENG CARGO CABIN R ENG 2
OIL PRESS SMOKE PRESS OIL PRESS RED
Recorder Warning annunciator lights
3 L TAIL P PROP R TAIL P 3
HOT BRAKE HOT
4 AUTO CONFIG 4
TRIM
COARSEN TRIM LIMIT
6 L FIRE R FIRE 6
FUEL ELEC
DET FAIL DET FAIL
7 ICE 7
PROT
ENGINE FLAPS AIRCOND AMBER
8 PARK EMER LTS 8
Caution annunciator lights
HYDR OXYGEN
BRK ON UNARMED
AVIONICS
INOP VENT
C0704
Fig. 2 Central warning panel annunciator lights
19/1.1
PAGE 5
Jun 30/15
Description
MASTER MASTER
CAUTION WARNING
MASTER CAUTION buttonlight (amber). MASTER WARNING buttonlight (red).

Comes on flashing together with single chimes Comes on flashing together with triple chimes
whenever an amber caution annunciator light whenever a red warning annunciator light
comes on. comes on.
TAKEOFF INHIBIT buttonlight (blue).

T/O Only for use during takeoff.
INH
When selected, nonessential warnings and
cautions not needed during the takeoff
phase are inhibited.
Automatic reset when Ground operation is
GND
OP selected or if T/O INH pressed a second
time.
Automatic reset after takeoff when landing
gear is retracted.
GROUND OPERATION buttonlight (green).

Selectable on ground only.
When selected the single chimes aural alert
of nonessential cautions are inhibited and
the lights only comes on as steady.
Ground operation comes on automatically
when power is switched on.
Automatic reset when takeoff inhibit is selec-
ted or if GND OP pressed a second time.
Automatic reset after takeoff when land-
inggear is retracted.
After landing, Ground operation mode
C0757 comes on automatically.
Fig. 3 Master/Caution/Warning and warning system mode lights
19/1.1
PAGE 6
Jun 30/15
Description
B A A TEST PANEL
TEST 1
BLD LEAK 1 STALL 2
L R
+
ACC
LAMPS FLAPS FUEL FIRE SHORT
UPR L R
LWR
L R L R
LAMPS UPR/LWR test switch. RST

UPR Tests the upper annunciator lights
single chime aural alert.
LWR Tests the annunciator lights on the WEU status light (white).
glareshield and flight instrument Comes onto indicate a failure has been detected
panels together with the triple causing loss of redundancy in the warning annunciator
chime aural alert. system.
B INTERNAL LIGHT PANEL

INT LIGHT
DOME
ON
PANEL
OFF
ANNUN
BRIGHT
DIM
ANNUN BRIGHT/DIM switch.

Switch controls the brightness of the annunciator
lights.
C0756
Fig. 4 Test switch, Bright/Dim switch and Failure monitoring light
19/1.1
PAGE 7
Jun 30/15
Description
Normal power
Warning Annunciator System Channel 1 . . . . . . . L ESS BUS E6 WARN SYST CHAN1
without mod 2328
Warning Annunciator System Channel 2 . . . . . . . R ESS BUS L5 WARN SYST CHAN2
without mod 2328
Warning Annunciator System . . . . . . . . . . . . . . . . L ESS BUS E4 WARN SYST TEST
BRT DIM
Warning Annunciator System Channel 1 . . . . . . . L BAT BUS E6 WARN SYST CHAN 1
(with mod 2328 and 300up)
Warning Annunciator System Channel 2 . . . . . . . R BAT BUS L5 WARN SYST CHAN 2
(with mod 2328 and 300up)
Back up power
Warning Annunciator System . . . . . . . . . . . . . . . . EMER BUS E5 WARN SYST BACK UP
PWR
19/1.1
PAGE 8
Jun 30/15
Operation
1. LIMITATIONS
Not applicable
2. NORMAL OPERATION
2. R BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. EXT PWR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If available
The Warning Annunciator system is powered by L and R BAT switches or EXT
PWR switch. One nuisance Master caution may come on if R BAT is switched
on before L BAT switch.
2.2 PREFLIGHT 1. Failure monitoring light on TEST 1 panel . . . . . . . . . . CHECK

TEST
Verify to be out.
2. LAMPS UPR/LWR test swtich . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD UPR
Check the annunciator lights on overhead panel and single chime to come
on.
3. LAMPS UPR/LWR test switch . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD LWR
Check the annunciator lights on glareshield and flight instrument panel to

come on together with triple chime.
2.3 OPERATION OF On ground

WARNING AN-
1. GND OP buttonlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NUNCIATOR
SYSTEM Prior to takeoff
2. T/O INH buttonligh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check buttonlight to be on.
The takeoff inhibit mode will inhibit all nonessential warnings and cautions
during the takeoff phase.
After takeoff
3. T/O INH buttonlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LIGHT
OFF
The takeoff inhibit mode is automatically reset at gear retraction.
19/1.2
PAGE 1
Apr 01/15
Operation
3.1 WEU STATUS INDICATIONS

LIGHT WEU status light on.
ACTIONS
1. See AOM 23, ABNORMAL PROCEDURES: WARNING SYSTEM
ABNORMALITIES.
3.2 TAKEOFF IN- INDICATIONS

HIBIT LIGHT Light in TAKEOFF INHIBIT button stays on after gear retraction.
STAYS ON
AFTER
TAKEOFF
NOTE
This procedure should also be applied if landing gear for some reason is left down
after takeoff.
ACTIONS
1. TAKEOFF INHIBIT button . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check light in button to go off indicating normal condition of warning annun-

ciator system.
19/1.2
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS,
GPWS
Description
1. GENERAL warnings, the warnings are generated according to
the following priority:
The Ground Proximity Warning System (GPWS)
provides visual and unique aural warnings of inad- Priority Message Mode
vertent dangerous flight paths relative to ground.
1 WHOOP WHOOP PULL UP 1 and 2
Two versions are described, MK II and MK VII
(Mod. No. 2602). The GPWS processes radio alti- 2 TERRAIN, TERRAIN 2
tude, vertical speed, indicated airspeed, glideslope 3 TOO LOW TERRAIN 4A, 4B
deviation, landing gear and flap positions to deter- and 4C
mine if a dangerous situation is developing. 4 TOO LOW GEAR 4A
2. MAIN COMPONENTS AND SUBSYSTEMS 5 TOO LOW FLAPS 4B

6 SINK RATE 1
The GPWS computer monitors and processes the
7 DONT SINK 3
inputs to determine which of 5 warning modes to be
activated and if warning envelopes are being pene- 8 GLIDESLOPE 5
trated. The computer uses a synthetic voice gener-
ator to create the aural warning messages. The The highest priority message is always provided. If
visual and aural warnings are generated as in the a higher priority warning occurs, the higher priority
table below. warning is immediately generated. When a warning
ceases, the message is completed before switching
If more than one warning mode envelope is pene- to a warning of lower priority.
trated at the same time requiring conflicting aural
Table 1 Visual and Aural Warnings
Mode Visual Warning Aural Warning
1 Excessive sink rate TERRAIN / BELOW G/S lights SINK RATE

TERRAIN lights PULL UP
1 Excessive sink rate TERRAIN lights SINK RATE

WHOOP WHOOP PULL UP
2 Excessive Terrain closure TERRAIN lights TERRAIN TERRAIN

rate WHOOP WHOOP PULL UP
3 Altitude loss after takeoff TERRAIN lights DONT SINK
4A Terrain clearance (gear up) TERRAIN lights TOO LOW TERRAIN

TOO LOW GEAR
4B Terrain clearance (gear TERRAIN lights TOO LOW TERRAIN

down, flaps up) TOO LOW FLAPS
(Contd)
19/2.1
PAGE 1
Apr 01/15
GPWS
Description
Table 1 Visual and Aural Warnings (Contd)
Mode Visual Warning Aural Warning
4C Minimum Terrain clearance TERRAIN lights TOO LOW TERRAIN

during takeoff (With mod.
no. 2602)
5 Inadvertent descent below BELOW G/S lights GLIDESLOPE or

glideslope GLIDESLOPE with increased
level
Radio altimeter Radio altitude Warning

Aural Warning
Annunciator
System
Vertical speed
Air data computer
Indicated airspeed
Glideslope deviation TERRAIN

GPWS Warning and test
computer
Flap position BELOW

Warning and inhibit G/S
INHIBIT
Landing gear position
GPWS
Override FLAP
OVRD
NORM
A11198
Fig. 1 GPWS schematic
19/2.1
PAGE 2
Apr 01/15
GPWS
Description
MODE 1 EXCESSIVE BAROMETRIC SINK RATE

This mode warns for an excessive sink rate with TERRAIN lights come on flashing and the aural
respect to height above ground which has devel- warning SINK RATE sounds and is repeated ev-
oped as a result of, for example, navigation error or ery 0.75 sec until corrective action is taken. If the
windshear during approach. descent rate is not corrected and the inner enve-
lope is penetrated, a harder aural warning
The mode has two warning envelopes that provides
WHOOPWHOOP PULL UP sounds. The mode
warning of excessive rate of descent at a given alti-
is independent of aircraft configuration.
tude. On penetration of the outer envelope the
TERRAIN
Sink rate
TERRAIN
Whoop whoop pull up
A11197
Fig. 2 Excessive barometric sink rateschematic
19/2.1
PAGE 3
Apr 01/15
GPWS
Description
MODE 2A EXCESSIVE TERRAIN CLOSURE RATE FLAPS UP

Mode 2A warning is generated if the aircraft closure is corrected. Even if the closure rate has been cor-
rate (radio altitude) is excessive against terrain with rected the terrain lights will remain illuminated until
respect to the height (radio altitude). When the the aircraft has gained 300 feet barometric altitude
warning envelope is penetrated the TERRAIN lights or in addition and with mod. no. 2602, until 45 sec
flashes and the aural warning TERRAIN TER- have elapsed since the last warning.
RAIN sounds. If the closure rate remains within the
The warning envelope is expanded by airspeed
warning envelope fore about one second the aural
(IAS) above 1650 ft RALT to provide the earliest
warning WHOOP WHOOP PULL UP sounds.
possible warning.
This is repeated continuously until the closure rate
TERRAIN TERRAIN
TERRAIN TERRAIN WHOOP WHOOP PULL UP
Warning out
TERRAIN warning light on
A11199
Fig. 3 Excessive terrain closure rate schematic
19/2.1
PAGE 4
Apr 01/15
GPWS
Description
MODE 2B EXCESSIVE TERRAIN CLOSURE RATE FLAPS IN LANDING CONFIGURATION

When the flaps are in the landing configuration, the is exited. Altitude gain is not required to silence the
GPWS switches to mode 2B and the warning enve- warning after leaving the warning boundary.
lope is modified.
With both gear and flaps in landing position the
When the envelope boundary conditions for mode WHOOP WHOOP PULL UP warning is inhibited
2B is violated, the TERRAIN lights come on. The and only the TERRAIN TERRAIN warning is acti-
TERRAIN TERRAIN followed by WHOOP vated.
WHOOP PULL UP is repeated until the boundary
TERRAIN TERRAIN
TERRAIN TERRAIN WHOOP WHOOP PULL UP
Warning out
A28485
19/2.1
PAGE 5
Apr 01/15
GPWS
Description
MODE 3 LOSS OF ALTITUDE AFTER TAKEOFF

This mode warns for unintentional loss of altitude repeated every 0.75 sec until the aircraft gains a
after takeoff or goaround. The mode is enabled positive climb again.
between 65 and 700 ft RALT (between 30 and 1500
However, if loss of altitude occurs again within the
ft with mod. no. 2602). On penetration of the enve-
envelope, another warning will be generated based
lope, the TERRAIN warning lights come on flashing
on the lost altitude from the first warning.
and the aural warning DONT SINK sounds and is
TERRAIN
DONT SINK, DONT SINK
A11200
Fig. 5 Loss of altitude after takeoff schematic
19/2.1
PAGE 6
Apr 01/15
GPWS
Description
MODE 4A INADVERTENT PROXIMITY TO TERRAIN WITH GEAR UP

This mode warns either for proximity to terrain out- no. 2602), the TERRAIN lights come on flashing
side the approach area, or aircraft not being in land- and the aural warning TOO LOW TERRAIN
ing configuration (gear down) during approach. sounds and is repeated every 0.75 sec until correc-
Mode 4A becomes enabled when the gear is not tive action is taken. At speeds below 175 KIAS (190
locked down and the radio altitude has decreased KIAS with mod. no. 2602) and below 500 ft RALT
below 1000 ft. At penetration of the envelope with the aural warning will change to TOO LOW
speed below 225 KIAS (250 KIAS with mod. GEAR.
TERRAIN TERRAIN
TOO LOW TERRAIN TOO LOW GEAR

Gear down and locked
cancels warning
Ex: KIAS <225 (250)

RALT <1000 ft
Gear UP
Flaps UP
Ex: KIAS <175 (190)
RALT <500 ft
Gear UP
Flaps UP
A11201
Fig. 6 Inadvertent proximity to terrain with gear up schematic
19/2.1
PAGE 7
Apr 01/15
GPWS
Description
MODE 4B INADVERTENT PROXIMITY TO TERRAIN WITH GEAR DOWN AND FLAPS UP

This mode warns either for proximity to terrain out- RAIN sounds and is repeated every 0.75 sec until
side the approach area or flaps not being in landing corrective action is taken. At speeds below 145
position during approach. The mode becomes en- KIAS and below 200 ft RALT (159 KIAS and 245 ft
abled when the gear is locked down and the flaps with mod. no. 2602) the aural warning will be
are up between 50 and 1000 ft RALT (between 30 changed to TOO LOW FLAPS. If landing without
and 1000 ft with mod. no. 2602). At penetration of landing flap selected has been decided, selecting
the envelope with speed below 225 KIAS (250 KIAS OVRD with the GPWS FLAP switch will override
with mod. no. 2602), the TERRAIN lights come on the TOO LOW FLAPS warning.
flashing and the the aural warning TOO LOW TER-
TERRAIN TERRAIN
TOO LOW TERRAIN TOO LOW FLAPS

Flap in landing position
or GPWS FLAP override
cancels warning
Ex: KIAS <225 (250)

RALT <1000 ft
Gear DN
Flaps UP
Ex: KIAS <145 (159)
RALT <200 (245) ft
Gear DN
Flaps UP
A11202
Fig. 7 Inadvertent proximity to terrain with gear down and flaps up schematic
19/2.1
PAGE 8
Apr 01/15
GPWS
Description
MODE 4C TERRAIN CLEARANCE DURING TAKEOFF

Mode 4C warns for inadvertent descent or too shal- equal to 75% of the current radio altitude is accu-
low climb towards rising terrain in the takeoff area. mulated in a long term filter that is only allowed to
Mode 4C is only functional with mod. no. 2602 in- increase in value. If the radio altitude should later
stalled. decrease, the filter will store its maximum attained
value. Further decrease of radio altitude below the
Mode 4C provides a warning based on minimum
stored filter value with Gear or Flaps up will cause
radio altitude clearance during takeoff. Mode 4C is
the TERRAIN lights to come on flashing and the
based on a minimum terrain clearance that in-
aural warning TOO LOW TERRAIN sounds.
creases with radio altitude during takeoff. A value
TOO LOW TERRAIN
A14409
Fig. 8 Terrain clearance during takeoff schematic
19/2.1
PAGE 9
Apr 01/15
GPWS
Description
MODE 5 DESCENT BELOW GLIDESLOPE

This mode warns for unintentional deviation below peated with a rate that increases with the deviation
the ILS glideslope. The mode becomes enabled below the glideslope. If no corrective action is taken
when an ILS frequency is selected, the gear is and the inner envelope is penetrated (the deviation
down and between 50 and 1000 ft RALT (30 and has exceeded 2 dots and the aircraft is below 300 ft
1000 ft with mod. no. 2602). RALT), the volume of the aural GLIDESLOPE
warning will increase with 6dB (hard alert). At cor-
Additionally to enable Mode 5 and only with mod.
rective action, the warning will continue until the
no. 2602 installed, the rate of descend above 500 ft
deviation is less than 1.3 dots. The amount of gli-
RALT must be greater than a sinkrate that allows
deslope deviation necessary to produce a warning
the aircraft to reach 500 ft RALT within one minute.
is increased below 150 ft RALT to eliminate nui-
This is to reduce nuisance warnings caused by a
sance warnings when the aircraft is close to the gli-
level flight before glideslope capture. For example,
deslope transmitter.
if the aircraft is at 1200 ft RALT, the required sink-
rate to enable Mode 5 must exceed 700 ft per To allow descend below glideslope, Mode 5 can be
minute. inhibited when radio altitude is between 50 and
1000 ft RALT (30 and 2000 ft with mod. no. 2602)
The warning envelope consists of two envelopes.
by pressing the BELOW G/S INHIBIT buttonlight.
On penetration of the outer envelope, below 1.3
Mode 5 is automatically reset at climb above 1000 ft
dots, the BELOW G/S INHIBIT caution light come
RALT (1500 ft with mod. no. 2602).
on flashing and the aural warning GLIDESLOPE
sounds with a soft volume and is continuously re-
BELOW
G/S
INHIBIT
GLIDESLOPE
6 db higher than previous
2 dots
RALT <300 ft
BELOW
1.3 dots
G/S
INHIBIT
GLIDESLOPE
A11203
Fig. 9 Descent below glideslope schematic
19/2.1
PAGE 10
Apr 01/15
GPWS
Description
Below G/S INHIBIT caution buttonlight

(flashing amber)
Comes on together with aural warning if aircraft
A A descends more than 1.3 dots below glideslope.
A For planned descent below glideslope:
Press buttonlight to inhibit the Descent below gli-
GPWS deslope mode. The mode is automatically reset af-
TEST ter climbing above 1000 ft RALT (1500 ft with mod.
no. 2602).
BELOW
TERRAIN
G/S
INHIBIT
TERRAIN warning buttonlight (flashing red).

Comes on together with aural warning if any of
mode 14 becomes activated.
GPWS test:
Press the TERRAIN button to activate the GPWS
synthetic voice generator and to test the TER-
RAIN and BELOW G/S INHIBIT Lights.
B
GPWS
FLAP
GPWS FLAP switch.

OVRD Select OVRD to simulate flap down position to
eliminate TOO LOW FLAP warning at landings
NORM without landing flap selected.
A11204
Fig. 10 GPWS FLAP switch and buttonlights
19/2.1
PAGE 11
Apr 01/15
GPWS
Description
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L INV 115V AC BUS F17 GPWS PWR

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS F16 GPWS IND
19/2.1
PAGE 12
Apr 01/15
GPWS
Description
1. LIMITATIONS
Not applicable.
2. NORMAL PROCEDURES
2.1 GPWS TEST With flap setting 015 degrees

1. GPWS TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press either GPWS TEST button and check:
Both TERRAIN buttonlights illuminate.
Both BELOW G/S INHIBIT buttonlights illuminate.
Aural warning: GLIDESLOPE followed by WHOOP WHOOP PULL UP to
be heard.
Additional WHOOP WHOOP PULL UP callouts will be heard if button is
kept depressed.
If flap setting more than 15 degrees, only BELOW G/S INHIBIT illuminates and
aural warning GLIDESLOPE will be heard.
NOTE
Test is inhibited in flight between 50 ft and 1 000 ft.
Experience has shown that the test might not start at the right sequence when
buttonlight pressed, if not, release and press buttonlight once again.
2.2 GPWS Ground proximity warning comes on

WARNING
IN FLIGHT INDICATIONS
Aural warning and TERRAIN or BELOW G/S lamps.
ACTIONS
Perform actions in accordance with section 25, FLIGHT PROCEDURES.
2.3 GPWS FLAP For intentional landing without landing flap set, override the TOO LOW
OVERRIDE FLAPS warning with the GPWS FLAP switch.
1. GPWS FLAP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
The switch in OVRD simulates landing flap for the GPWS.
19/2.2
PAGE 1
Apr 01/15
GPWS
Description
3.1 GPWS 1. Loss of Radio Altimeter.

FAILURES
All warning modes will be inhibited if the Radio Altimeters fail.
2. Loss of Vertical Speed.
If the Vertical speed from the ADC fails, Mode1 and 3 will be inhibited. The 300 ft
altitude gain feature of mode 2 will also be inhibited.
3. Loss of IAS.
If the IAS from the ADC fails, Mode 2 will not be expanded for earlier TERRAIN
TERRAIN warning at increased speeds. The TOO LOW TERRAIN warning
part of modes 4A and 4B will also be inhibited.
3.2 GPWS INDICATIONS

FAILURES TO No response with TERRAIN buttonlight pressed for test.
TEST With mod. no. 2602 the aural message SYSTEM INOP will be heard.
ACTIONS
No activation of aural warnings.
1. MAIN INV 115V 26V . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check to be ON and light to be out.
2. CB F17 (GPWS PWR) . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
No activation of TERRAIN and BELOW G/S INHIBIT buttonlight
1. CB F16 (GPWS IND) . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
19/2.2
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, OVERSPEED WARNING
Description
1. GENERAL
An aural overspeed warning is provided in form of a
continuous horn. The warning comes on if VMO
should be exceeded by 1,5 6 knots.
The Air Data Computer (ADC) outputs the over-
speed signal to the Master Warning System which
generates the aural overspeed warning. As a back-
up the right Airspeed indicator also provides an
overspeed signal to the Master Warning System
(VMO exceeded by 1,5 6 knots).
The overspeed warning can be tested by the AIR
DATA test switch on the TEST 2 panel (mainte-
nance only).
ADC
Warning
electronic
unit
R Airspeed
indicator
Not applicable.
Not applicable.
19/3.1
PAGE 1
Apr 01/15
Description
19/3.1
PAGE 2
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATIONS
2.1 OVERSPEED Overspeed warning comes on.

WARNING IN INDICATIONS
FLIGHT
Aural warning.
ACTIONS
Perform actions in accordance with AOM 25 FLIGHT PROCEDURES.
3.1 OVERSPEED INDICATIONS

WARNING Overspeed warning fails at test or does not come on if VMO should be exceeded.
FAILURE
ACTIONS
The pilot should monitor the airspeed not exceeding VMO.
19/3.2
PAGE 1
Apr 01/15
Operation
19/3.2
PAGE 2
Apr 01/15
Aircraft Operations Manual WARNINGS AND CAUTIONS, STALL WARNING
Description
1. GENERAL The system consists of two independent stall warn-

ing computers, a left and a right angle of attack
A dual channel stall warning system provides the
(AOA) sensor. There are also two stick shakers,
flight crew with five distinct warnings of an impend-
one mounted on each control column. A stick push-
ing stall:
er actuator is also connected to the control col-
The stick shaker provides a physical warning in umns. The stall warning system can be tested by
the form of vibrations in each control column for two switches in the overhead panel.
the respective channel.
The aural warning is a sharp continuous clacker. 2. MAIN COMPONENTS AND SUBSYSTEMS
Autopilot disengage. (Basic System Without Mod no. 3529 for 340 B /
The stick pusher provides a firm forward move- Mod no. 3530 for 340WT , Improved Stall Warning
ment of the control columns giving the aircraft a System for Icing Condition)
slight pitch down attitude if sufficient corrective
action not taken after stick shaker and aural 2.1 Stall warning computer
warning.
The stall warning is based on angle of attack, flap
The visual warning contains three amber lights position and the wing deice system. The stall
located on the central warning panel and two warning computer determines the aircraft AOA
pusher status lamps indicating PUSH 1 and angle from the AOA sensor information. The signal
PUSH 2, located on left and right pilots instru- is adjusted based on flap position and deice sys-
ment panel. tem operation. Flaps 0 gives no compensation,
Flaps 35 results in a 1 increased AOA signal. If the
NOTE
wing and stabilizer deice system is operated, the
The artificial stall warning system has an activa- flap compensation is disabled and the AOA signal is
tion level designed for a clean wing only. No reduced 0.4 to increase stall margin by 12 knots
compensation for stall at lower AOA with ice ac- when the deice boots are inflated.
cumulation on the wing is included in the stall
warning computer. When the activation levels are exceeded the corre-
sponding stall warning and stall identification signals
However, there are two modifications which will activate the stick shakers, the aural stall warning
take wing ice accumulation into account: Mod. and stick pusher actuator. The signals are com-
No 2650 (for aircraft on Canadian register) and bined in such a way that stall warning is given to
Mod. No.s 3529/3530. Both of them include an both pilots when either AOA sensor signal exceeds
ICE SPEED function. the stall warning threshold, while a stick push com-
The description below applies to the basic sys- mand requires that stall warning is given on both
tem (without modification) and with Mod. No. sides and that the stall identification limit is exceed-
3529 and 3530 where indicated. ed on one or both sides (one stall warning computer
must be in stick shaker mode and the other com-
The Canadian modification (2650) with associ-
puter in both stick shaker and push mode before
ated procedures, speeds etc. is described in
the pusher actuator becomes activated). The stick
Supplement 37/3.
shaker activation also disengages the autopilot if in
CAUTION use. The stall warning system (shaker and pusher)
(Applicable to a/c without any of the above modi- is inhibited on ground. In addition the pusher is in-
fications): hibited until 7 seconds after liftoff. Monitoring cir-
cuits are included which will give failure indications
With ice accumulation on the wing, stall may be
on the CWP.
encountered before the artificial warnings are
activated.
19/4.1
PAGE 1
Apr 01/15
Description
2.2 Angle of attack sensor (AOA) 2.5.1 General
There is one AOA sensor mounted on each side of By implementation of the Improved Stall Warning
the forward part of the fuselage. The sensors meas- System for Icing Condition, an Ice Speed Function
ure the direction of the airflow relative to the fuse- is introduced, in addition to the basic computer
lage and thus the angle of attack and transfer the functions.
information to the stall warning computer. The sen-
The stall warning speed trigger levels are in-
sors are electrically heated. A failure in a heating
creased, to compensate for ice accretion on the
circuit will activate the caution L or R ALPHA light
wings.
on the overhead panel.
This is created by a computed lower AOA. Approxi-
Also see 11.1. ICE AND RAIN PROTECTION.
mately 6 degrees lower than in the basic computer.
2.3 Pusher actuator The stick pusher function and stick pusher trigger
speed levels remain unchanged.
At pusher activation the pusher applies 80 lbs force
forward on the control column to a position of 4 de- The basic stall warning/pusher system is un-
grees elevator down. The actuator is a DC torque changed and operates as described in sub chapters
motor with a slip clutch and an electronic interface 12.4 above. Thus, even with the ICE SPEED func-
for the stall warning computers. tion installed, the basic system operates during all
phases of flight.
The electronic circuit requires push command sig-
nals from the stall warning computers for activation 2.5.2 Ice Speed Function
of the slip clutch and the DC torque motor. The
torque motor force is transferred to the left elevator The Ice Speed Function is activated by switching
control system via a quadrant wheel and a pushrod. on Engine AntiIce.
Connection with the right elevator control system is Any or both of the Engine AntiIce switches will
by the elevator interconnect unit. activate the function.
A timer starts at liftoff. (Weight off Wheel).
A < 0.5 gswitch will stop the actuator from forcing
The timer starts at all liftoffs. Also when the
the aircraft into an unacceptable nose down maneuv-
er. Engine Antiice has not been switched on.
The timer inhibits the Ice Speed Function until
Each pilot can disable the pusher actuator by press- 6minutes (+ 18 seconds) after liftoff.
ing one of the two PUSHER DISARM buttons. The
Activation of the Ice Speed Function is indicated
pusher system can then not be reset while airborne.
by illumination of a blue ICE SPEED push but-
The STICK PUSHER RESET switch is situated in
ton on the instrument panel.
the right electrical center.
Once activated, the Ice Speed Function remains
2.4 Stick shaker active even if Engine Antiice is selected off.
Deactivation of the Ice Speed Function is done
The stick shaker consists of a rotating unbalanced
by first switching both Engine Antiice switches
weight driven by a DC motor via a gearing, giving a
to OFF and then pressing the ICE SPEED push
vibration of approximately 20 Hz. One stick shaker
button. The light in the button will then go out.
is mounted on each control column and is activated
When the light in the button goes out, this is also
by the stall warning computer channel 1 and/or
a confirmation that the basic system is still active.
channel 2.
If only the push button is pressed the light will go
2.5 Ice Speed System out but will come on again when the button is
released.
(Applicable to a/c with Mod.no. 3529 for 340B /
Thus deactivation always requires that Engine
Mod.no. 3530 for 340 WT. Improved Stall Warning
Antiice is selected off.
Systems for Icing Condition).
19/4.1
PAGE 2
Apr 01/15
Description
During flight, if Engine Antiice is selected more

than 6 minutes after liftoff, the Ice Speed Func-
tion will be activated immediately.
The basic system will operate from liftoff.
During flight, if EngineAntiice is selected e.g.
4 minutes after liftoff, the Ice Speed Function
will be activated after another 2 minutes. The
basic system will operate from lift off.
If the Engine Antiice is selected before liftoff,
e.g. during taxiing out, the Ice Speed Function
will be activated 6 minute after liftoff. The basic
system will operate from liftoff.
During landing, at touchdown (Weight on
Wheel) the Ice Speed function is deactivated and
the timer is reset.
CAUTION
After a touchandgo, with Engine Antiice ON,
the 6minute inhibit of the Ice Speed function is
restarted at liftoff; however, the basic stall warn-
ing is active.
As there is no procedure to override this system
behavior, decreased stall warning speed trigger
levels must be considered for example during
flight training in icing conditions.
The blue ICE SPEED button light is included in

the LAMPStestandANNUN BRIGHT/DIM
functions.
2.5.3 Other incorporated subsystems and

functions
All other incorporated subsystems and functions

operate according to subchapters 12.4. above.
2.5.4 Operations
See:
Chapter 2.19/4
Section 22, NORMAL PROCEDURES
Section 23, ABNORMAL PROCEDURES
Section 25, FLIGHT PROCEDURES
Section 27, SPEEDS.
Section 29, SERVICE CEILING
Section 30, LANDING
19/4.1
PAGE 3
Apr 01/15
Description
19/4.1
PAGE 4
Apr 01/15
Description

AVIONICS
INOP VENT
CLACKER
SHAKER 10 L STALL GUST PUSHER R STALL 10
R CONTROL Right angle of attack

COLUMN (AOA) sensor
Warning
electronic unit
Dual AOA signals
R stall fail Weight on wheels
R shaker and clacker signals Stall warning Flap position and wing deice
computer
channel 2
PUSH 2 signals Test stall 2
PUSH 1 PUSH 1
PUSH 2 PUSH 2 L stall fail Test stall 1
PUSH 1 signals Stall warning Flap position and wing deice

computer
channel 1
L shaker and clacker signals Weight on wheels
AP disengage
Dual AOA signals

SHAKER
Pusher system
Auto pilot
L CONTROL
COLUMN Left angle of attack
(AOA) sensor
PUSHER PUSHER
DISARM DISARM
PUSHER
ACTUATOR PUSHER PUSHER
DISARM DISARM
NOTE: BOTH PUSH 1 AND PUSH 2 REQUIRED

FOR ACTIVATION OF PUSHER ACTUATOR
Push stroke transferred
to right side via
elevator interconnect
A26709
Fig. 1 Stall warning schematic
19/4.1 S1
Applicable without Mod. No. 3529 or 3530 PAGE 5
Apr 01/15
Description
19/4.1 S1
Applicable without Mod. No. 3529 or 3530 PAGE 6
Apr 01/15
Description
9 ASKID AVIONICS 9
AVIONICS DOORS
Clacker INOP VENT
SHAKER 10 L STALL GUST PUSHER R STALL 10
R CONTROL Right angle of attack

COLUMN (AOA) sensor
Warning
electronic unit
Dual AOA signals
R stall fail
Weight on wheels
R shaker and clacker signals
Stall warning Flap position and
computer wing deice
PUSH 2 signals channel 2
Test stall 2
PUSH 1 PUSH 1
PUSH 2 PUSH 2 L stall fail Test stall 1
Stall warning Flap position and

PUSH 1 signals wing deice
computer
channel 1
L shaker and clacker signals Weight on wheels
AP disengage ENGINE
Dual AOA signals
SHAKER L ENGINE L ENGINE
Pusher system
Auto pilot ON
L CONTROL
Left angle of attack OFF
COLUMN
(AOA) sensor
PUSHER PUSHER
DISARM DISARM
PUSHER
ACTUATOR PUSHER PUSHER
DISARM DISARM
Push stroke transferred

to right side via
elevator interconnect
A30790
Fig. 1 Stall warning schematic
19/4.1 S2
Applicable with Mod. No. 3529 or 3530 PAGE 5
Apr 01/15
Description
19/4.1 S2
Applicable with Mod. No. 3529 or 3530 PAGE 6
Apr 01/15
Description
C CENTRAL WARNING PANEL

D B C
D
E E PUSHER SYSTEM. 6 L FIRE
FUEL ELEC
R FIRE 6
DET FAIL DET FAIL
Comes on under the following conditions: 7 ICE 7
PROT ENGINE FLAPS AIRCOND
pusher monitoring circuit detects a short
8 PARK EMER LTS 8
and/or open circuit within the pusher servo. BRK ON
HYDR
UNARMED
OXYGEN
if only one stall computer initiates PUSH 9

ASKID
AVIONICS
AVIONICS
DOORS 9
INOP VENT
with a discrepancy of > 6.5 AOA to the
other stall computer. 10 L STALL GUST PUSHER R STALL 10
when PUSH 1 and/or PUSH 2 signals are
initiated.
B TEST PANEL
A L/R STALL FAIL.

A Comes on if Stall Warning Computer channel 1 or 2
detects:
a stall computer failure.
a difference of 2 vane angle or more between the
dual AOA signals.
In both cases stall warning and push signals from re-
spective computer are inhibited.
D E PUSHER
DISARM
STALL 1 and 2 test switches.
STALL 1 upwards initiates left and right
stick shaker, aural stall warning and PUSH 1 PUSHER
light. PUSH 1
DISARM
STALL 2 upwards initiates left and right PUSH 2
Stick shakers. stick shaker, aural stall warning and PUSH 2
The stick shakers provide a physical warning light.
in form of vibrations in the control column for STALL 1 and 2 upwards initiates left and right
the respective channel. stick shakers, aural stall warning, PUSH 1
Stick pusher. and 2 lights and stick push. PUSHER DISARM buttonlight.
PUSH 1 / PUSH 2 indicator light. When pushed the stick pusher servo is disarmed.
The stick pusher provides a forward move- STALL 1 and 2 downwards (+ ACC) initiates
ment with 80 lbs push force of the control left and right stick shakers, aural stall warning, Comes on and indicates if PUSH 1/PUSH 2 The pusher servo can only be rearmed on ground
columns. Full push stroke corresponds to 4 PUSH 1 and 2 light and no stick push signals are initiated. The light is inhibited if from the outside. The indicator light in both buttons
elevator down. (below 0.5 g conditions is simulated). pusher has been disarmed. comes on when either button has been depressed.
A26710
Fig. 2 Stall warning controls and indicators
19/4.1
PAGE 7
Apr 01/15
Description
19/4.1
PAGE 8
Apr 01/15
Description
Left stall warning channel . . . . . . . . . . . . . . . . . . . . L BAT BUS E7 STALL WARN CHAN 1

Right stall warning channel . . . . . . . . . . . . . . . . . . R BAT BUS L6 STALL WARN CHAN 2
Stick pusher servo R BAT BUS L4 STICK PUSHER
ICE SPEED p/b . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS S28 SW ICE IND

(Valid for a/c with Mod.no.3529 for 340B / 3530 for 340 WT. Improved stall warning system for icing
conditions).
19/4.1
PAGE 9
Apr 01/15
Description
19/4.1
PAGE 10
Apr 01/15
Operation
1. LIMITATIONS
Not applicable.
2. NORMAL OPERATIONS
2.1 PREFLIGHT 1. Hold STALL 1 switch in upper position.

TEST
Check both Stickshakers to come on.
Check L and R Aural Stall Warnings to sound.
2. Hold STALL 2 switch in upper position.
3. Pull Control Column to the rear position.
4. Hold STALL 1 and STALL 2 switches in upper position.
Check Stickpusher to push.
Check PUSH 1 and PUSH 2 lights to come on.
5. Pull Control Column to the rear position.
6. Hold STALL 1 and STALL 2 switches in upper position.
Check Stickpusher not to push.
2.2 STALL Stall warning comes on.

WARNING AND INDICATIONS
PUSHER
Stick shaker and aural warning (possibly also PUSH 1 and/or PUSH 2 light).
ACTIONS
Perform actions in accordance with section 25, FLIGHT PROCEDURES.
(Flight Characteristics and Training)
19/4.2
PAGE 1
Apr 01/15
Operation
3.1 STALL WARN- INDICATIONS

ING FAILURE
L STALL FAIL or R STALL FAIL caution light comes on.
Stick shaker comes on at higher speed than normal stall warning speed.
ACTIONS
1. CB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
L STALL FAIL CB E7 (STALL WARN CHAN 1).
R STALL FAIL CB L6 (STALL WARN CHAN 2)
CAUTION
Pusher system is inoperative
3.2 ICE SPEED Valid for a/c with Mod. No.3529 for 340B / 3530 for 340WT
LIGHT ABNOR (Improved stall warning for icing conditions).
MALITIES
INDICATIONS
ICE SPEED light does not illuminate when it should.
ICE SPEED light illuminates when it should not.
ACTIONS
1. Use ice speeds and increase speed awareness
3.3 PUSHER INDICATIONS

SYSTEM
PUSHER SYSTEM caution light comes on.
FAILURE
Stickpusher gives push at higher speed than normal stick pusher speed.
ACTIONS
1. PUSHER DISARM buttonlight . . . . . . . . . . . . . . . . . . . . PRESS
Press either of the two buttons.
2. CB L4 (STICK PUSHER) . . . . . . . . . . . . . . . . . . . . . . . PULL
CAUTION
Pusher system is inoperative
(Contd)
19/4.2
PAGE 2
Apr 01/15
Operation
(Contd)
NOTE
PUSHER SYSTEM caution light comes on during normal stick pusher action.
19/4.2
PAGE 3
Apr 01/15
Operation
19/4.2
PAGE 4
Apr 01/15
ACAS/TCAS WITH TA/MFD
Description
1. GENERAL attention to a developing collision threat using the
TCAS II traffic/advisory (TA/MFD) indicators and
The TCAS II system is an onboard collision avoid-
the voice message, TRAFFIC TRAFFIC. It per-
ance and traffic situation system which monitors a
mits mental and physical preparation for a pos-
radius of at least 14 nautical miles about the aircraft
sible maneuver to follow, and assists the pilot in
and, by interrogating any intruding aircrafts trans-
achieving visual acquisition of the threat aircraft.
ponder, determines if a potential airspace conflict
If the intruder gets within approximately 30 sec.
exists. This is done by computing the range, alti-
of CPA, it is considered a threat and an aural and
tude, bearing and closure rate of other transpond-
visual resolution advisory (RA) is issued. This
erequipped aircraft, with respect to the TCAS
level provides a recommended vertical maneuver
equipped aircraft.
using the TCAS II RA/VSI Indicators and voice
The ACAS II system complies with TCAS II Change messages to provide adequate vertical separa-
7.0 and TCAS II Change 7.1. Limitations and tion from the threat aircraft or prevents initiation
normal procedures for each ACAS/TCAS mod. are of a maneuver that would place the TCAS II air-
described in sub chapter 19/5.2. When TCAS is craft in jeopardy.
mentioned in this section, ACAS is also applicable.
2.2 Mode S transponder system equipment
When TCAS II is mentioned in this manual it applies
both to change 6.04A, 7.0 and 7.1, unless other- The Mode S transponder system consists of the
wise stated. following equipment:
2. MAIN COMPONENTS AND SUBSYSTEMS Qty Description
2.1 TCAS II system equipment 1(2) Mode S Transponder(s)
1 ATC Transponder Control
The TCAS II system consists of the following:
2(4) LBand Omnidirectional Antennas
Qty Description (one/two top, one/two bottom)
1 TCAS II TransmitterReceiver (A second Mode S transponder can be installed as
2 RA/VSI Indicators an option)
1 TCAS Control The ATC/MODE S transponder is a solidstate, air-
2 Directional Antenna borne, air traffic control (ATC) transponder that re-
(one top, one bottom) sponds to ATCRBS (Air Traffic Control Radar Bea-
1 TA/MFD Indicator con System) MODE A, MODE C and MODE S
(SELECTIVE INTERROGATIONS) interrogations.
The TCAS requires the following equipment to be The MODE S function is capable of being discretely
functional and operating: addressed (so that interrogation can be directed to
Air Data Computer a specific aircraft as required by TCAS II) and for
Mode S Transponder receiving and sending data link messages. It is also
capable of receiving and transmitting from two an-
Two TCAS II RA/VSI Indicators
tennas (for use in diversity operations for improving
Radio Altimeter
airtoair surveillance and communications).
One TA/MFD Indicator
The TCAS II system will resolve multiple aircraft
The TCAS II system provides two levels of threat
encounters. The TCAS II is considered a backup
advisories:
system to the SEEANDAVOID concept and the
If the traffic gets within approximately 45 sec. of ATC radar environment.
projected Closest Point of Approach (CPA), it is
then considered an intruder, and an aural and
visual traffic advisory is issued. This level calls
19/5.1
PAGE 1
Apr 01/15
Description
2.3 Standard TCAS II definitions
a. ACASII/TCAS II An ACAS (Airborne Collision
Avoidance System) or TCAS (Traffic alert and Colli-
sion Avoidance System) that utilizes interrogation
of, and replies from airborne radar beacon trans-
ponder and provides traffic advisories (TA) and res-
olution advisories (RA) in the vertical plane.
b. Other Traffic is defined as any other traffic within
the range of the display and within 2700 ft vertic-
ally.
c. Proximate Traffic is defined to be any traffic not
generating an RA or TA but which is within six nauti-
cal miles (nm) slant range and within 1200 ft ver-
tically.
d. Traffic Advisory (TA) Information given to the pilot
pertaining to the position of intruding aircraft in the
immediate vicinity. The information contains no
suggested maneuver.
e. Threat Traffic that has satisfied the threat detec-
tion logic and requires a Resolution Advisory (RA).
f. Resolution Advisory (RA) A display indication giv-
en to the pilot recommending a maneuver to in-
crease vertical separation relative to an intruding
(threat) aircraft.
(1) Corrective Advisory A Resolution Advisory
that instructs the pilot to deviate from current
vertical rate.
(2) Preventive Advisory A Resolution Advisory
that instructs the pilot to avoid certain devi-
ations from current vertical rate.
19/5.1
PAGE 2
Apr 01/15
Description
3. CONTROLS
A TCAS II CONTROL
Collins
A B
AUTO TA TCAS
STBY ONL
Y
TEST
Mode Selector
STBY Standby
AUTO Traffic / resolution advisory
(automatic) TEST Button
TA ONLY Traffic advisory mode of operation Push for TCAS self test
B ATC CONTROL
ATC CODE
DISPLAY Collins
A
COMPARATOR C 1 1/2 TRANSPONDER
ANNUNCIATOR T
SELECT SWITCH
ANNUNCIATORS RMT TX 2
CODE SELECT
ATC
ON ALT
KNOBS (2)
STBY IDENT
PRE BUTTON
MODE SELECTOR TEST PRE
(CODE PRESENT)
Also see ATC transponder

LIGHT SENSOR IDENT BUTTON 15/6 in AOM I for detailed
TEST BUTTON functions
A23996
Fig. 1 TCAS and ATC controls
19/5.1
PAGE 3
Apr 01/15
Description
19/5.1
PAGE 4
Apr 01/15
Description
OTHER TCAS TRAFFIC SELECTION/
A COLLINS TA/MFD INDICATOR DESELECTION ANNUNCIATOR CONTROL OR INDICATOR FUNCTION
OTHER TCAS TRAFFIC SELECTED (INDICA TED
NOTE BY A CYAN OPEN DIAMOND), OR OTHER TCAS
Turns TA/MFD Indicator ON and
TRAFFIC DESELECTED (INDICATED BY OFF IN PWR Pushbutton OFF.
If EFIS is operated in DRIVE XFR on any side, the
MFD will not display TCAS information. Only EHSI WHITE). SELECTION IS DISPLAYED IN UPPER LEFT
WHEN MENY TIMEOUTS. Adds and removes display of
information will be displayed.
TFC pushbutton TCAS information from normal
MFD display.
5,10, 20, OR 40 NM ANNUNCIATOR
SELECTED FORWARD NM (NAUTICAL MILE)
RANGE OF TRAFFIC DISPLAY.
Selects either RADAR or NAVIGA-
OUTER RANGE RING RDR/NAV pushbutton TION mode.
OTHER TCAS TRAFFIC SELECTION/
SELECTED RANGE RING OF THE FULL DESELECTION PUSHBUTTON
RANGE DISPLAYED IN UPPER RIGHT. Indicates that TCAS system is in
SELECTS OR DESELECTS OTHER TCAS
TRAFFIC ON THE DISPLAY. TCAS OFF annunciatorwhite standby.
A TCAS OFF characters
TFC PUSHBUTTON AIRCRAFT ABOVE/BELOW ANNUNCIATOR Indicates that the indicator is oper-
SELECTS DISPLAY OF TCAS INFORMATION SELECTED RANGES OF NEITHER ABOVE NOR TAONLY annunciatorwhite ating in TAONLY mode.
FROM NORMAL MFD DISPLAY. TCAS MENU BELOW (2700 TO +2700 ft). ABOVE (2700 TO TAONLY characters; charac-
SELECTION IS DISPLAYED. MENU REMAINS OFF +9900 ft). BELOW (9900 TO +2700) OR ABOVE ters change to yellow if a TA Indicates that the TCAS computer
IN VIEW BUT TIMEOUTS AFTER 5 SEC ABOVE OFF AND BELOW (9900 TO +9900) SELECTED occurs and flashes between has failed to transmit data vital for
IF THERE IS NO SELECTION ACTIVITY. BELOW RANGE (WHITE) IS DISPLAYED IN UPPER LEFT
high and low intensity display.
+10 5 AFTER MENU TIMEOUTS.
OPEN DIAMOND (CYAN) A /B RELATIVE ALTITUDE PUSHBUTTON TCASFAIL annunciatoryel-

1
OTHER AIRCRAFT: RANGE AND BEARING OF 0 SELECTS DISPLAY OF AIRCRAFT ABOVE OR low TCASFAIL characters Indicates an EFIS TCAS display
OTHER AIRCRAFT WITHIN SURVELLANCE +02 ALT> BELOW OWN AIRCRAFT. failure or TCAS computer failure.
RANGE AND SELECTED RANGE AND 0
ALTITUDE FOR DISPLAY. 2 ALTITUDE SELECTION PUSHBUTTON
SELECTS ALT (RELATIVE) OR FL (PRES TDFAIL annunciatoryellow
SOLID DIAMOND (CYAN) SURE) FORM OF ALTITUDE. IF BAROMET TDFAIL characters Indicates OFFSCALE in yellow
RIC PRESSURE CORRECTED ALTITUDE IS (if TA) or red (if RA) is outside of
PROXIMATE TRAFFIC WITHIN 1200 ft AND AVAILABLE, DISPLAYS OWN AIRCRAFT the current display area. Range
6 NM OF OWN AIRCRAFT. ALTITUDE IN LOWER LEFT AS ALT
should be increased to see the
FOLLOWED BY THREE DIGITS REPRE
SENTING HUNDREDS OF FEET ABOVE MSL. OFFSCALE annunciatoryel- position of the threat aircraft.
SOLID CIRCLE (YELLOW) IF BAROMETRIC PRESSURE CORRECTED low or red OFFSCALE char-
INTRUDER AIRCRAFT: TA GENERATED: RANGE DOWN RANGE UP ALTITUDE IS NOT AVAILABLE, DISPLAYS acters
RANGE AND BEARING RELATIVE TO OWN AIRCRAFT ALTITUDE ON LOWER LEFT Indicates that the TCAS computer
OWN AIRCRAFT. AS FL (FLIGHT LEVEL) FOLLOWED BY is in TEST mode.,
THREE DIGITS REPRESENTING HUNDREDS
INNER RANGE RING OF FEET ABOVE MSL.
TRAFFIC ARROW (SAME COLOR AS FIXED 2 NM RANGE RING FOR ABOVE 1800 ft. FL IS DISPLAYED FULL TIME. TCAS TEST annunciatorwhite Indicates that an RA or TA threat
ASSOCIATED TRAFFIC SYMBOL) ALL RANGES DISPLAYED IN UPPER BELOW 1800 ft. FL IS DISPLAYED ONLY FOR TCAS TEST characters aircraft has no bearing and can no
RIGHT EXEPT 40 NM RANGE. 15 SEC AND THEN REVERTS TO RELATIVE
CLIMB OR DESCENT RATE (>500 FPM) longer be displayed. The range
WHICH HAS NO 2 NM RANGE. ALTITUDE MODE.
OF INTRUDER AIRCRAFT. (nautical miles) and altitude
ALT OR FL ANNUNCIATOR RA X.ONM/ XX or TA (hundreds of feet, above or below)
SOLID SQUARE (RED)
AIRCRAFT (WHITE) SELECTED ALT (RELATIVE) OR FL X.ONM/ XX annunciatorred follows the RA (red) or TA (yellow)
THREAT AIRCRAFT: RA GENERATED: RANGE annunciation. A maximum of two
OWN AIRCRAFT SYMBOL AND BEARING RELATIVE TO OWN AIRCRAFT. (PRESSURE) FORM OF ALTITUDE. and range/altitude or yellow TA
and range/altitude characters no bearing intruders can be dis-
NOTE played at one time.
TRAFFIC DATA (NUMBER) (SAME COLOR AS HALF RANGE RING
With TCAS installed the yellow boxed T, normally indicating
ASSOCIATED TRAFFIC SYMBOL) SELECTED RANGE RING OF THE HALF OF
weather radar target mode, will always be displayed on the
THE RANGE DISPLAYED IN UPPER RIGHT.
MFD. Both in NAV and TCAS mode regardless of the weather DISPLAYS ALT (RELATIVE) OR FL( PRESSURE)
radar setting. ALTITUDE OF INTRUDER AIRCRAFT. IF ALTITUDE
IS NOT AVAILABLE TRAFFIC DATA IS NOT
A7820
DISPLAYED.
Fig. 2 Collins TA/MFD Indicator
19/5.1
PAGE 5
Apr 01/15
Description
19/5.1
PAGE 6
Apr 01/15
Description
NOTE
The VSI is normal vertical speed indicator,
and the presence of the lights or the TCAS
STATUS WINDOW flags will not interfere
with the ability of the needle to indicate
vertical speeds.
VERTICAL SPEED INDICATOR. VSI STATUS WINDOW FLAGS

Indicates vertical speed in feet per BLACK FLAG Normal Operation
minute. AMBER FLAG Indicates VSI FAULT
A KOLLSMAN RA/VSI INDICATOR
TCAS STATUS WINDOW FLAGS.

1 2 BLACK FLAG NORMAL OPERTION
.5 4 AMBER FLAG Indicates unusable
VSI TCAS information.
0 6
X 1000 FPM
TCAS
.5 4 RED/GREEN EYEBROW LIGHTS.
1 Eyebrow lights are invisible until they
2
PRESS come on as part of a TCAS
RESOLUTION ADVISORY or system
TEST
TEST. These lights come on to
indicate a vertical speed regime which will
provide safe traffic separation. A RED arc
(eyebrow) is indicating the forbidden
vertical speeds keep the needle out of
RED. A GREEN Flyto arc indicates the
WHITE LETTERS ON BLACK RA OFF RED ARC for corrective resolution
FLAG Always displayed when advisory (RA). The nominal size of the
TCAS/Transponder mode selector is in GREEN Flyto arc is approximately that
STBY or TA. Will also be displayed with of the distance between the 1500 and
selector in RA/TA if RAs are inhibited 2000 ft per minute tick marks.
and/or inoperative.
A9703
Fig. 3 Kollsman RA/VSI indicator functions
19/5.1
PAGE 7
Apr 01/15
Description
19/5.1
PAGE 8
Apr 01/15
Description
VISUAL RAs VERTICAL SPEED SCALE
The colorcoded visual advisory areas just inside, and adjacent to, the Vertical A Preventive Resolution Advisory is issued when The TCAS aircrafts present verti-
Speed Indicators scale instructs the pilot to what vertical speed region is TO BE cal speed is already outside the prohibited region. Those vertical speeds deemed GREEN =
AVOIDED (RED). If a change in vertical sped is necessary, the specific region of unsafe are illuminated in RED. Preventive Resolution Advisory visual indications
vertical speed the pilot is to flyto is illuminated in GREEN. For example, the pro- range from restricting rate of climb or descent, to prohibiting changes in vertical RED =
hibited RED vertical speed region may extend form 6000 FPM to +1500 FPM as speed altogether. The aural message MONITOR VERTICAL SPEED accompanies
shown in Figure a. The GREEN flyto area appears from +1500 FPM to +2000 the full range of Preventive Resolution Advisories.
FPM.
1 2 1 2 1 2 1 2
.5 4 .5 4 .5 4 .5 4
VSI VSI VSI VSI
0 6 0 6 0 6 0 6
X 1000 FPM X 1000 FPM X 1000 FPM X 1000 FPM
TCAS TCAS TCAS TCAS
.5 4 .5 4 .5 4 .5 4
1 2 1 2 1 2 1 2
PRESS PRESS PRESS PRESS
TEST TEST TEST TEST
CORRECTIVE CLIMB CORRECTIVE DESCEND PREVENTIVE MONITOR PREVENTIVE MONITOR

Figure a Figure c VERTICAL SPEED VERTICAL SPEED
Figure e Figure g
1 2 1 2 1 2 1 2
.5 4 .5 4 .5 4 .5 4
VSI VSI VSI VSI
0 6 0 6 0 6 0 6
X 1000 FPM X 1000 FPM X 1000 FPM X 1000 FPM
TCAS TCAS TCAS TCAS
.5 4 .5 4 .5 4 .5 4
1 2 1 2 1 2 1 2
PRESS PRESS PRESS PRESS
TEST TEST TEST TEST
CORRECTIVE INCREASE CLIMB CORRECTIVE INCREASE DESCENT PREVENTIVE MONITOR PREVENTIVE MONITOR
Figure b Figure d VERTICAL SPEED VERTICAL SPEED
Figure f Figure h
A9201
TCAS Corrective Resolution Advisory (RA) Examples

Fig. 4 Visual RAs / Vertical speed scale
19/5.1
PAGE 9
Apr 01/15
Description
19/5.1
PAGE 10
Apr 01/15
Description
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L19 TCAS
19/5.1
PAGE 11
Apr 01/15
Description
19/5.1
PAGE 12
Apr 01/15
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.1 POWER UP 1. R AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

2. MODE S TRANSPONDER SYSTEM
The 1/2 switch located on the ATC control may be in either 1 or 2 position
when using the MODE S or TCAS system.
The Mode selector located on the ATC control should be in STBY position
before changing ATC code.
3. TCAS II SYSTEM
2.2 SYSTEM TEST 1. SelfTest

The TCAS II system should be tested prior to flight. Put the TCAS mode se-
lector to AUTO and the ATC mode selector to ALT and momentarily press
the test button on either the TCAS control panel or the ATC control panel.
The TA/MFD indicator should present a test pattern display (test intruder set
of RA, TA, Proximate traffic and Other traffic symbols with TCAS TEST).
After completion of selftest, TCAS SYSTEM TEST OK audio annunci-
ation will be heard.
Use of selftest function in flight will inhibit TCAS II and Mode S Transponder
operation for up to 20 sec., depending upon the number of aircraft being
tracked.
If TCAS SYSTEM TEST FAIL is heard or if a TCAS flag appears, the TCAS
system should be turned off.
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 5230776233, dated 6190 or later,
for normal system operating procedures.
19/5.2 S1
ACAS II / TCAS II Change 7.0 PAGE 1
Apr 01/15
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting, TCAS
TEM NORMAL must be turned off by returning MODE selector on the ATC control to ON and
OPERATING the MODE selector on the TCAS control to STBY.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The
ISTICS
chart below gives the TCAS inhibits created by the radio altimeter and the asso-
ciated RA status.
RADIO ALTITUDE RESOLUTION ADVISORY (RA)
STATUS:
Below 1550 FT AGL INCREASE DESCENT RA inhib-

ited
Below 1100 FT AGL DESCEND RA inhibited
Below 1000 FT AGL All RAs inhibited (TA ONLY)
a. RECOMMENDED FLIGHT CREW PROCEDURES
NOTE
Flight director pitch commands may be followed only if they result in a vertical
speed which satisfies the RA command.
NOTE
It is possible in some cases to have insufficient aircraft performance to follow the
TCAS RA command without flying into stall warning or buffet.
Conditions where this may occur include:
Bank angle in excess of 15 degrees.
Operation at airports outside 05300 ft MSL or at temperatures outside ISA
50 F / 28 C.
Speeds below normal operating speeds.
Buffet margin less than 0.3 G.
Failure to configure for goaround following a climb RA in landing configura-
tion.
Failure to advance thrust to full rating following a reduced power thrust take-
off.
Abnormal configurations which reduce performance. (e.g., gear not retract-
able)
TCAS command reversal to an INCREASE CLIMB, INCREASE CLIMB or
a CLIMB, CLIMB NOW.
(Contd)
19/5.2 S1
Apr 01/15
Operation
(Contd)
NOTE
TCAS will continue to provide RA commands during stick shaker operation.
NOTE
If high speed buffet is encountered when initially responding to RA, relax pitch
force as necessary to reduce buffet, but continue the maneuver.
NOTE
Select TA only mode following an inflight engine shutdown.
WHEN A TCAS RA OCCURS:
If a maneuver is required:
AUTOPILOT . . . . . . . . DISCONNECT
PITCH . . . . . . . . . . . . . AS REQUIRED TO COMPLY WITH RA
POWER . . . . . . . . . . . . AS REQUIRED
IF TCAS CLIMB OR INCREASE CLIMB RA OCCURS WHEN CON-
FIGURED FOR LANDING:
POWER . . . . . . . . . . . . GOAROUND THRUST
FLAPS . . . . . . . . . . . . . RETRACT TO GOAROUND POSITION
GEAR . . . . . . . . . . . . . . UP WITH POSITIVE RATE OF CLIMB
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDIATELY
ABANDON THE RA MANEUVER AND EXECUTE THE STALL RECOVERY
PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER, IM-
MEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
PROPRIATE GPWS/TAWS RECOVERY PROCEDURE. If a GPWS/TAWS
warning occurs, TCAS will automatically revert to TA only mode and TCAS au-
ral messages are inhibited. Normal TCAS operation will resume when GPWS/
TAWS warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver
within approximately 5 sec., and within approximately 2 1/2 sec. if an additional
corrective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE
selector to ON on the ATC control panel will automatically cause TCAS to be in
standby (TCAS OFF on TA/MFD indicator and RA OFF on RA/VSI indicator).
19/5.2 S1
Apr 01/15
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/MFD indicator as YELLOW filled
TEM TRAFFIC circles representing the intruder.
ADVISORY (TA)
Traffic advisories (TA) will be annunciated as appropriate:
ANNUNCI-
ATIONS
AURAL VISUAL EXPECTED CREW RESPONSE
TRAFFIC, TRAF- Amber filled circle Conduct a visual search for the in-
FIC shown on the TA/MFD truder. If successful, maintain visual
indicator acquisition to ensure safe separa-
tion.
2.6 TCAS II Threat traffic are shown on the TA/MFD indicator as RED filled squares repre-
SYSTEM senting the intruder.
RESOLUTION
Resolution advisories (RA) will be annunciated as appropriate:
ADVISORY (RA)
ANNUNCI-
ATIONS
CLIMB, VSI RED from 6000 Promptly and smoothly establish a

CLIMB FPM to +1500 FPM 1500 FPM, or greater CLIMB as indi-
and GREEN from cated by the GREEN arc on the VSI
+1500 FPM to +2000 display.
FPM
DESCEND, VSI RED from 6000 Promptly and smoothly establish a
DESCEND FPM to +1500 FPM 1500 FPM, or greater DESCENT as
and GREEN from indicated by the GREEN arc on the
1500 FPM to 2000 VSI display.
FPM
MONITOR VER- Present vertical speed Keep vertical speed out of RED un-
TICAL SPEED is outside the RED arc safe area as indicated on the VSI
as shown on the VSI display.
display.
MAINTAIN VER- Present vertical speed Maintain present vertical speed and
TICAL SPEED is inside the GREEN direction. Ensure that the VSI needle
MAINTAIN arc as shown on the does not enter the area of red
VSI display. lighted scale segments on the VSI
display.
(Contd)
19/5.2 S1
Apr 01/15
Operation
(Contd)
MAINTAIN Present vertical speed A flight crossing is predicted but be-

VERTICAL is inside the green arc ing monitoried by TCAS. Maintain
SPEED is shown on the VSI present vertical speed and direction.
CROSSING display Ensure that the VSI needle does not
MAINTAIN enter the area of redlighted scale
segments on the VSI display.
ADJUST VSI indicated prohibited Promptly and smoothly adjust vertic-
VERTICAL vertical speed in RED al speed to that shown in the
SPEED Goal is vertical speed in GREEN arc as indicated on the VSI
ADJUST GREEN. display.
CLIMB Same as CLIMB and Promptly and smoothly establish a
CROSSING further indicates that 1500 FPM or greater CLIMB as in-
CLIMB, own flight path will dicated by the GREEN arc on the
CLIMB cross that of the in- VSI display.
CROSSING truder.
CLIMB
DESCEND Same as DESCEND Promptly and smoothly establish a
CROSSING and further indicates 1500 FPM or greater DESCENT as
DESCEND, that own flight path will indicated by the GREEN arc on the
DESCEND cross that of the in- VSI display.
CROSSING truder.
DESCEND
CLEAR OF VSI RED and GREEN Promptly and smoothly return to pre-
CONFLICT areas removed. Range vious assigned clearance.
is increasing and separ-
ation is adequate.
19/5.2 S1
Apr 01/15
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial reso-
TEM lution advisory (RA) does not provide sufficient vertical separation. These an-
ENHANCED nunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
INCREASE Follows CLIMB advis- Promptly and smoothly increase the

CLIMB ory VSI RED from vertical speed to 2500 FPM or great-
INCREASE 6000 FPM to +2500 er CLIMB as indicated by the
CLIMB FPM and GREEN from GREEN arc on the VSI display
+2500 FPM to +3500
FPM. Indicates the ver-
tical speed MUST BE
INCREASED to ensure
adequate separation.
INCREASE Follows a DESCEND Promptly and smoothly increase the
DESCENT advisory. VSI RED from vertical speed to 2500 FPM or great-
INCREASE +6000 FPM to 2500 er DESCEND as indicated by the
DESCENT FPM and GREEN from GREEN arc on the VSI display.
2500 FPM to 3500
tical speed MUST BE-
INCREASED to assure
CLIMB Follows a DESCEND Promptly and positively maneuver to
CLIMB NOW advisory when it has establish a 1500 FPM or greater
CLIMB, been determined that a CLIMB as indicated by the GREEN
CLIMB NOW reversal of vertical arc on the VSI display.
speed (direction) is
needed to provide ad-
equate vertical separa-
tion
DESCEND Follows a CLIMB ad- Promptly and positively maneuver to
DESCEND NOW, visory when it has been establish a 1500 FPM or greater DE-
DESCEND, determined that a re- SCENT as indicated by the GREEN
DESCEND NOW versal of vertical speed arc on the VSI display.
(direction) is needed to
provide adequate verti-
cal separation.
19/5.2 S1
Apr 01/15
Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

The TCAS II system should be tested prior to flight. Put the TCAS mode selec-
tor to AUTO and the ATC mode selector to ALT and momentarily press the
test button on either the TCAS control panel or the ATC control panel.
The TA/MFD indicator should present a test pattern display like Figure 2 on
page 5/6 (test intruder set of RA, TA, Proximate traffic and other traffic symbols
with TCAS TEST).
After completion of selftest, TCAS SYSTEM TEST OK audio annunciation
will be heard.
tracked.
19/5.2 S2
TCAS II Change 6.04A PAGE 1
Apr 01/15
Operation
TEM NORMAL must be turned off by returning MODE selector on the ATC control to ON and the
OPERATING MODE selector on the TCAS control to STBY.
CHARACTER-
ISTICS
chart below gives the TCAS inhibits created by the radio altimeter and the associ-
ated RA status.
STATUS:
Below 1450 FT AGL INCREASE DESCENT RA inhibited

Below 1000 FT AGL descending; DESCEND RA inhibited
Below 1200 FT AGL climbing
Below 900 FT AGL descending; All RAs inhibited (TA ONLY) and
Below 1100 FT AGL climbing TA Aural Message inhibited
NOTE
NOTE
50 F / 28 C.
tion.
Failure to advance thrust to full rating following a reduced power thrust takeoff.
able)
TCAS command reversal to a CLIMBCLIMBNOW.
(Contd)
19/5.2 S2
Apr 01/15
Operation
(Contd)
NOTE
NOTE
NOTE
IF TCAS CLIMB OR INCREASE CLIMB RA OCCURS WHEN CONFIGURED
FOR LANDING:
warning occurs, TCAS will automatically revert to TA only mode and TCAS aural
messages are inhibited. Normal TCAS operation will resume when GPWS/TAWS
warning ceases.
b. The TCAS RA algorithms are based on the pilot initiating the initial maneuver with-
in approximately 5 sec., and within approximately 2 1/2 sec. if an additional cor-
rective RA, for example, increase or reversal, is issued.
c. If ATC requires that transponder altitude reporting be disabled, setting MODE se-
lector to ON on the ATC control panel will automatically cause TCAS to be in
19/5.2 S2
Apr 01/15
Operation
ADVISORY (TA)
ANNUNCI-
ATIONS
TRAFFIC, Amber filled circle shown Conduct a visual search for the in-
TRAFFIC on the TA/MFD indicator truder. If successful, maintain visual
acquisition to ensure safe separation.
2.6 TCAS II Resolution advisories (RA) are shown on the TA/MFD indicator as RED filled
SYSTEM squares representing the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB FPM to +1500 FPM and 1500 FPM, or greater CLIMB as indi-
CLIMB GREEN from +1500 cated by the GREEN arc on the VSI
FPM to +2000 FPM display.
DESCEND, VSI RED from +6000 Promptly and smoothly establish a
DESCEND, FPM to 1500 FPM and 1500 FPM, or greater DESCENT as
DESCEND GREEN from 1500 indicated by the GREEN arc on the
FPM to 2000 FPM VSI display.
MONITOR Present vertical speed is Keep vertical speed out of RED un-
VERTICAL outside the RED arc as safe area as indicated on the VSI dis-
SPEED, shown on the VSI display.
MONITOR play.
VERTICAL
SPEED
REDUCE VSI indicated prohibited Promptly and smoothly reduce verti-
CLIMB, vertical speeds in RED cal speed to that shown in the
REDUCE Goal is vertical speed in GREEN arc as indicated on the VSI.
CLIMB GREEN.
(Contd)
19/5.2 S2
Apr 01/15
Operation
(Contd)
REDUCE VSI indicated prohibited Promptly and smoothly reduce verti-

DESCENT, vertical speed in RED cal speed to that shown in the
REDUCE Goal is vertical speed in GREEN arc as indicated on the VSI.
DESCENT GREEN.
CROSSING further indicates that own 1500 FPM or greater CLIMB as indi-
CLIMB, flight path will cross that cated by the GREEN arc on the VSI.
CLIMB of the intruder.
CROSSING
CLIMB
CROSSING and further indicates that 1500 FPM or greater DESCENT as
DESCEND, own flight path will cross indicated by the GREEN arc on the
DESCEND that of the intruder. VSI
CROSSING
DESCEND
CONFLICT areas removed. Range is vious assigned clearance.
increasing and separa-
tion is adequate.
19/5.2 S2
Apr 01/15
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial resolu-
TEM tion advisory (RA) does not provide sufficient vertical separation. These annunci-
ENHANCED ation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
INCREASE Follows CLIMB advisory Promptly and smoothly increase the

CLIMB VSI RED from 6000 vertical speed to 2500 FPM or greater
INCREASE FPM to +2500 FPM and CLIMB as indicated by the GREEN
CLIMB GREEN from +2500 arc on the VSI.
FPM to +3500 FPM. In-
dicates the vertical
speed MUST BE IN-
CREASED to ensure ad-
equate separation.
DESCENT advisory. VSI RED from vertical speed to 2500 FPM or greater
INCREASE +6000 FPM to 2500 DESCEND as indicated by the
DESCENT FPM and GREEN from GREEN arc on the VSI.
2500 FPM to 3500
tical speed MUST BEIN-
CREASED to assure ad-
equate separation.
CLIMB NOW reversal of vertical speed arc on the VSI.
provide adequate vertical
separation
DESCEND Follows a CLIMB advi- Promptly and positively maneuver to
DESCEND NOW, sory when it has been establish a 1500 FPM or greater DE-
DESCEND, determined that a rever- SCENT as indicated by the GREEN
DESCEND NOW sal of vertical speed (di- arc on the VSI.
rection) is needed to pro-
vide adequate vertical
separation.
19/5.2 S2
Apr 01/15
Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

The TA/MFD indicator should present a test pattern display (test intruder set
of RA, TA, Proximate traffic and Other traffic symbols with TCAS TEST).
tracked.
19/5.2 S3
Apr 01/15
Operation
CHARACTER-
ISTICS
ciated RA status.
STATUS:

ited
NOTE
NOTE
50 F / 28 C.
tion.
off.
able)
a CLIMB, CLIMB NOW.
(Contd)
19/5.2 S3
Apr 01/15
Operation
(Contd)
NOTE
NOTE
NOTE
ral messages are inhibited. Normal TCAS operation will resume when GPWS/
TAWS warning ceases.
19/5.2 S3
Apr 01/15
Operation
ADVISORY (TA)
ANNUNCI-
ATIONS
TRAFFIC, TRAF- Amber filled circle Conduct a visual search for the in-
FIC shown on the TA/MFD truder. If successful, maintain visual
indicator acquisition to ensure safe separa-
tion.
2.6 TCAS II Threat traffic are shown on the TA/MFD indicator as RED filled squares repre-
SYSTEM senting the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

FPM
DESCEND, VSI RED from 6000 Promptly and smoothly establish a
DESCEND FPM to +1500 FPM 1500 FPM, or greater DESCENT as
FPM
MONITOR VER- Present vertical speed Keep vertical speed out of RED un-
TICAL SPEED is outside the RED arc safe area as indicated on the VSI
as shown on the VSI display.
display.
MAINTAIN VER- Present vertical speed Maintain present vertical speed and
TICAL SPEED is inside the GREEN direction. Ensure that the VSI needle
MAINTAIN arc as shown on the does not enter the area of red
VSI display. lighted scale segments on the VSI
display.
(Contd)
19/5.2 S3
Apr 01/15
Operation
(Contd)
MAINTAIN Present vertical speed A flight crossing is predicted but be-

VERTICAL is inside the green arc ing monitoried by TCAS. Maintain
SPEED is shown on the VSI present vertical speed and direction.
CROSSING display Ensure that the VSI needle does not
MAINTAIN enter the area of redlighted scale
segments on the VSI display.
LEVEL OFF, VSI indicated prohibited Reduce vertical speed to 0 ft/min
LEVEL OFF vertical speed in RED (i.e. level off). The level off must be
Goal is vertical speed in achieved promptly.
GREEN.
CROSSING further indicates that 1500 FPM or greater CLIMB as in-
CLIMB, own flight path will dicated by the GREEN arc on the
CLIMB cross that of the in- VSI display.
CROSSING truder.
CLIMB
CROSSING truder.
DESCEND
ation is adequate.
19/5.2 S3
Apr 01/15
Operation
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB ory VSI RED from vertical speed to 2500 FPM or great-
INCREASE 6000 FPM to +2500 er CLIMB as indicated by the
CLIMB FPM and GREEN from GREEN arc on the VSI display
+2500 FPM to +3500
tical speed MUST BE
INCREASED to ensure
DESCENT advisory. VSI RED from vertical speed to 2500 FPM or great-
INCREASE +6000 FPM to 2500 er DESCEND as indicated by the
2500 FPM to 3500
INCREASED to assure
tion
DESCEND NOW, visory when it has been establish a 1500 FPM or greater DE-
DESCEND, determined that a re- SCENT as indicated by the GREEN
DESCEND NOW versal of vertical speed arc on the VSI display.
cal separation.
19/5.2 S3
Apr 01/15
Operation
3.1 TCAS II TCAS II system dead

SYSTEM
1. CB L19 (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
TCAS FAIL is annunciated
1. If TCAS FAIL is annunciated on the TA/MFD Indicator or if TCAS
FAIL is annunciated on the RA/VSI Indicator or if TCAS SYSTEM
TEST FAIL audio annunciation occurs, turn TCAS off. Rotate TCAS
mode selector to STBY position. (TCAS will no longer be operable.)
ADC or RALT u/s
1. If ADC or RADIO ALTIMETER no longer available, turn TCAS off.
(TCAS will no longer be operable.)
ACT Light flashes
1. If the ACT light flashes continuously on the ATC control when posi-
tion 1/2 switch is in either position, select STBY on the TCAS mode
selector. (TCAS will no longer be operable.)
TA ONLY flag
1. If TA ONLY flag appears on the TA/MFD Indicator or RA OFF ap-
pears on the RA/VSI Indicator, verify TCAS mode selector is selected
to AUTO. If AUTO is selected and TA ONLY or RA OFF flag is
still in view then the Pilot with the operable VSI (with no RA OFF flag)
should be briefed to conduct any subsequent maneuvers required by
an RA advisory.
VSI flag
1. If VSI flag appears on the RA/VSI indicator, then the Pilot with the
operable VSI (with no VSI flag) should be briefed to conduct any sub-
sequent maneuvers required by an RA advisory.
19/5.2
PAGE 7
Apr 01/15
Operation
3.2 MODE S ACT light flashes

TRANSPON-
1. If the ACT light flashes continuously on the ATC control panel when
DER SYSTEM
the switch is in position 1, select position 2 or conversely.
19/5.2
PAGE 8
Apr 01/15
ACAS/TCAS WITH TA/RA/VSI
Description
1. GENERAL and the voice message, TRAFFIC TRAFFIC. It
permits mental and physical preparation for a
The TCAS II system is an onboard collision avoid-
possible maneuver to follow, and assists the pilot
ance and traffic situation system which monitors a
in achieving visual acquisition of the threat air-
radius of at least 14 nautical miles about the aircraft
craft.
and, by interrogating any intruding aircrafts trans-
If the intruder gets within approximately 30 sec.
ponder, determines if a potential airspace conflict
of CPA, it is considered a threat and an aural and
exists. This is done by computing the range, alti-
visual resolution advisory (RA) is issued. This
tude, bearing and closure rate of other transpond-
level provides a recommended vertical maneuver
erequipped aircraft, with respect to the TCAS
using the TCAS II TA/RA/VSI Indicators and
equipped aircraft.
voice messages to provide adequate vertical
The ACAS II system complies with TCAS II Change separation from the threat aircraft or prevents
7.0 and TCAS II Change 7.1. Limitations and initiation of a maneuver that would place the
normal procedures for each ACAS/TCAS mod. are TCAS II aircraft in jeopardy.
described in sub chapter 19/6.2. When TCAS is
2.2 Mode S transponder system equipment
mentioned in this section, ACAS is also applicable.
When TCAS II is mentioned in this manual it applies The Mode S transponder system consists of the
both to change 6.04A, 7.0 and 7.1, unless other- following equipment:
wise stated.
Qty Description
1(2) Mode S Transponder(s)
2.1 TCAS II system equipment 1 ATC Transponder Control
The TCAS II system consists of the following: 2(4) LBand Omnidirectional Antennas
(one/two top, one/two bottom)
Qty Description
(A second Mode S transponder can be installed as
1 TCAS II TransmitterReceiver an option)
2 TA/RA/VSI Indicators
The ATC/MODE S transponder is a solidstate, air-
1 TCAS Control borne, air traffic control (ATC) transponder that re-
2 Directional Antenna sponds to ATCRBS (Air Traffic Control Radar Bea-
(one top, one bottom) con System) MODE A, MODE C and MODE S
(SELECTIVE INTERROGATIONS) interrogations.
The TCAS requires the following equipment to be The MODE S function is capable of being discretely
functional and operating: addressed (so that interrogation can be directed to
Mode S Transponder a specific aircraft as required by TCAS II) and for
Air Data Computer receiving and sending data link messages. It is also
Two TCAS II TA/RA/VSI Indicators capable of receiving and transmitting from two an-
Radio Altimeter. tennas (for use in diversity operations for improving
airtoair surveillance and communications).
The TCAS II system provides two levels of threat
advisories: The TCAS II system will resolve multiple aircraft
If the traffic gets within approximately 45 sec. of encounters. The TCAS II is considered a backup
projected Closest Point of Approach (CPA), it is system to the SEEANDAVOID concept and the
then considered an intruder, and an aural and ATC radar environment.
visual traffic advisory is issued. This level calls
attention to a developing collision threat using the
TCAS II traffic/advisory (TA/RA/VSI) indicators
19/6.1
PAGE 1
Apr 01/15
Description
2.3 Standard TCAS II definitions
a. ACAS II/TCAS II An ACAS (AIrborne Collision
Avoidance System) or TCAS (Traffic alert and Colli-
sion Avoidance System) that utilizes interrogation
of, and replies from airborne radar beacon trans-
ponder and provides traffic advisories (TA) and res-
olution advisories (RA) in the vertical plane.
b. Other Traffic is defined as any other traffic within
the range of the display and within 2700 ft vertic-
ally.
c. Proximate Traffic is defined to be any traffic not
generating an RA or TA but which is within six nauti-
cal miles (nm) slant range and within 1200 ft ver-
tically.
d. Traffic Advisory (TA) Information given to the pilot
pertaining to the position of intruding aircraft in the
immediate vicinity. The information contains no
suggested maneuver.
e. Threat Traffic that has satisfied the threat detec-
tion logic and requires a Resolution Advisory (RA).
f. Resolution Advisory (RA) A display indication giv-
en to the pilot recommending a maneuver to in-
crease vertical separation relative to an intruding
(threat) aircraft.
(1) Corrective Advisory A Resolution Advisory
that instructs the pilot to deviate from current
vertical rate.
(2) Preventive Advisory A Resolution Advisory
that instructs the pilot to avoid certain devi-
ations from current vertical rate.
19/6.1
PAGE 2
Apr 01/15
Description
3. CONTROLS
A TCAS II CONTROL
Collins
A B
AUTO TA TCAS
STBY ONL
Y
TEST
Mode Selector
STBY Standby
AUTO Traffic / resolution advisory
(automatic) TEST Button
TA ONLY Traffic advisory mode of operation Push for TCAS self test
B ATC CONTROL
ATC CODE
Collins
DISPLAY
A
COMPARATOR C 1
T 1/2 TRANSPONDER
ANNUNCIATOR
SELECT SWITCH
ANNUNCIATORS RMT TX 2
ATC
ON ALT
CODE SELECT
IDENT
STBY KNOBS (2)
MODE SELECTOR TEST PRE

PRE BUTTON
(CODE PRESENT)
LIGHT SENSOR IDENT BUTTON

TEST BUTTON Also see ATC transponder
15/6 in AOM I for detailed
functions
A23996
Fig. 1 TCAS and ATC controls
19/6.1
PAGE 3
Apr 01/15
Description
19/6.1
PAGE 4
Apr 01/15
Description
A COLLINS TA/ RA/ VSI INDICATOR

CONTROL OR FUNCTION
SOLID DIAMOND (CYAN) INDICATOR
OPEN DIAMOND (CYAN) PROXIMATE TRAFFIC WITHIN V/S flag yellow back- Indicates invalid ver-
1200 ft AND 6 NM OF OWN ground with black V/S tical speed data, no
OTHER TRAFFIC. RANGE AND BEAR- AIRCRAFT character.
ING OF OTHER AIRCRAFT WITHIN computed data, test, or
SURVEILLANCE RANGE AND SELEC- internal failure.
TED RANGE AND ALTITUDE FOR DIS- 6 NM OR 12NM RA flag yellow back- Indicates resolution
PLAY. ground with black RA advisory function is
SELECTED FORWARD RANGE characters unreliable.
OF TRAFFIC DISPLAY
TCAS flag yellow Indicates failure of all
A AIRCRAFT ABOVE/BELOW ANNUNCIATOR background with black functions.
SELECTED ALTITUDE RANGE TCAS characters
TCAS MODE
SELECTED TCAS MODE OF TRAFFIC DISPLAY
ONLY TA annunciator Indicates that indicator
white box with black field is operating in TAonly
RED ARC(S) and white ONLY TA mode.
GREEN ARC DO NOT ENTER RANGE IF VERTICAL characters; background
RECOMMENDED VERTICAL SPEED IS OUTSIDE OF ARC (PRE- changes to yellow if a TA
SPEED TORESOLVE CORRECTIVE occurs.
BLW VENTIVE RESOLUTION). EXIT RANGE
RESOLUTION ADVISORY IF VERTICAL SPEED IS WITHIN ARC TCAS OFF flag white
(CORRECTIVE RESOLUTION). background with black Indicates that TCAS
TCAS OFF characters. system is in standby.
POINTER (WHITE) TRAFFIC ARROW (SAME COLOR AS TEST flag white back- Indicates TCAS sys-
INDICATES PRESENT VERTICAL ASSOCIATED TRAFFIC SYMBOL) ground with black tem is in test and that
SPEED. POINTER DISPLAYED TEST characters. indicator is displaying
WHEN VERTICAL SPEED IS VALID CLIMB OR DESCENT RATE (>500 FPM) test data.
OF INTRUDER AIRCRAFT
Mode M pushbutton. Pilot selection of indic-
SOLID CIRCLE (YELLOW) ator ABV or BLW dis-
TRAFFIC DATA (NUMBER) (SAME COLOR play. One push on the
INTRUDER AIRCRAFT. TA GENER- AS ASSOCIATED TRAFFIC SYMBOL) mode button will shift
ATED: RANGE AND BEARING RE- RELATIVE ALTITUDE OF INTRUDER AIR- the surveyed altitude
LATIVE TO OWN AIRCRAFT CRAFT. IF ALTITUDE IS NOT AVAILABLE range to 9900 ft above
TRAFFIC DATA IS NOT DISPLAYED and 2700 ft below
(ABV). A second push
will give a altitude
MODE BUTTON range of 2700 ft above
RANGE BUTTON and 9900 ft below
SELECTS DISPLAY OF AIRCRAFT
SELECTS RANGE OF DISPLAY (BLW). A third push will
ABOVE OR BELOW OWN AIRCRAFT.
give the normal range
of 2700 ft above and
SOLID SQUARE (RED) below.
THREAT AIRCRAFT. RA GENERATED: Range R pushbutton. Pilot selection of indic-
AIRCRAFT (WHITE) ator range; 6 nm for-
RANGE AND BEARING RELATIVE TO
OWN AIRCRAFT SYMBOL. ONLY DIS- OWN AIRCRAFT ward and 3 nm behind,
PLAYED IN TRAFFIC MODE. or 12 nm forward and 6
A11395 nm behind.
RANGE RING (WHITE)
2MILE RADIUS RANGE ABOUT AIRCRAFT.
IF NOBEARING MESSAGE IS DISPLAYED
ONLY FORWARD HALF OF RING DISPLAYED
Fig. 2 Collins TA/RA/VSI Indicator
19/6.1
PAGE 5
Apr 01/15
Description
19/6.1
PAGE 6
Apr 01/15
Description
VISUAL RAs VERTICAL SPEED SCALE
The colorcoded visual advisory areas just inside, and adjacent to, the Vertical A Preventive Resolution Advisory is issued when The TCAS aircrafts present
Speed Indicators scale instructs the pilot to what vertical speed region is TO BE vertical speed is already outside the prohibited region. Those vertical speeds GREEN =
AVOIDED (RED). If a change in vertical sped is necessary, the specific region of deemed unsafe are illuminated in RED. Preventive Resolution Advisory visual
vertical speed the pilot is to flyto is illuminated in GREEN. For example, the pro- indications range from restricting rate of climb or descent, to prohibiting RED =
hibited RED vertical speed region may extend form 6000 FPM to +1500 FPM as changes in vertical speed altogether. The aural message MONITOR VER-
shown in Figure a. The GREEN flyto area appears from +1500 FPM to +2000 TICAL SPEED accompanies the full range of Preventive Resolution Adviso-
FPM. ries.
CORRECTIVE CLIMB CORRECTIVE DESCEND PREVENTIVE MONITOR PREVENTIVE MONITOR

Figure a Figure c VERTICAL SPEED VERTICAL SPEED
Figure e Figure g
CORRECTIVE INCREASE CLIMB CORRECTIVE INCREASE DESCENT PREVENTIVE MONITOR PREVENTIVE MONITOR
Figure b Figure d VERTICAL SPEED VERTICAL SPEED
Figure f Figure h
A9699 TCAS Corrective Resolution Advisory (RA) Examples
Fig. 3 Resolution Advisory (RA) displays and annunciators
19/6.1
PAGE 7
Apr 01/15
Description
19/6.1
PAGE 8
Apr 01/15
Description
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS L19 TCAS
19/6.1
PAGE 9
Apr 01/15
Description
19/6.1
PAGE 10
Apr 01/15
Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

The TA/RA/VSI indicator should present a test pattern.
tracked.
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 5230776233, dated 6190 or
later, for normal system operating procedures.
19/6.2 S1
Apr 01/15
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting,
TEM NORMAL TCAS must be turned off by returning MODE selector on the ATC control to
OPERATING ON and the MODE selector on the TCAS control to STBY.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes.
ISTICS
The chart below gives the TCAS inhibits created by the radio altimeter and
the associated RA status.
STATUS:

NOTE
NOTE
50 F / 28 C.
tion.
off.
able)
a CLIMB, CLIMB NOW.
(Contd)
19/6.2 S1
Apr 01/15
Operation
(Contd)
NOTE
NOTE
NOTE
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDI-
ATELY ABANDON THE RA MANEUVER AND EXECUTE THE STALL RE-
COVERY PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER,
IMMEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
warning occurs, TCAS will automatically revert to TA only mode and TCAS
aural messages are inhibited. Normal TCAS operation will resume when
GPWSTAWS warning ceases.
standby (TCAS OFF on TA/RA/VSI indicators).
19/6.2 S1
Apr 01/15
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER
TEM TRAFFIC filled circles representing the intruder.
ADVISORY (TA)
ANNUNCI-
ATIONS
TRAFFIC, Amber filled circle Conduct a visual search for the in-
TRAFFIC shown on the TA/RA/ truder. If successful, maintain visual
VSI indicator acquisition to ensure safe separation.
2.6 TCAS II Threat traffic are shown on the TA/RA/VSI indicator as RED filled squares
SYSTEM representing the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

FPM
DESCEND FPM to 1500 FPM 1500 FPM, or greater DESCENT as
FPM.
MONITOR Present vertical speed Keep vertical speed out of RED un-
VERTICAL is outside the RED arc safe area as indicated on the VSI dis-
SPEED as shown on the VSI play.
display.
MAINTAIN Present vertical speed Maintain present vertical speed and
VERTICAL is inside the GREEN direction. Ensure that the VSI needle
SPEED arc as shown on the does not enter the area of redlighted
MAINTAIN VSI display. scale segments on the VSI display.
(Contd)
19/6.2 S1
Apr 01/15
Operation
(Contd)
MAINTAIN Present vertical speed A flight crossing is predicted but being

VERTICAL is inside the green arc monitored by TCAS. Maintain present
SPEED is shown on the VSI vertical speed and direction. Ensure
CROSSING display that the VSI needle does not enter the
MAINTAIN area of redlighted scale segments on
the VSI display.
ADJUST VSI indicated prohibited Promptly and smoothly adjust vertical
VERTICAL vertical speed in RED speed to that shown in the GREEN
SPEED Goal is vertical speed in arc as indicated on the VSI display.
ADJUST GREEN.
CROSSING further indicates that 1500 FPM or greater CLIMB as indic-
CLIMB, own flight path will ated by the GREEN arc on the VSI
CLIMB cross that of the in- display.
CROSSING truder.
CLIMB
CROSSING truder.
DESCEND
ation is adequate.
19/6.2 S1
Apr 01/15
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial res-
TEM olution advisory (RA) does not provide sufficient vertical separation. These
ENHANCED annunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB ory VSI RED from vertical speed to 2500 FPM or greater
INCREASE 6000 FPM to +2500 CLIMB as indicated by the GREEN
CLIMB FPM and GREEN from arc on the VSI display.
+2500 FPM to +3500
tical speed MUST BE
INCREASED to ensure
2500 FPM to 3500
INCREASED to assure
tion
DESCEND visory when it has been establish a 1500 FPM or greater DE-
NOW, determined that a re- SCENT as indicated by the GREEN
DESCEND, versal of vertical speed arc on the VSI display.
DESCEND NOW (direction) is needed to
cal separation.
19/6.2 S1
Apr 01/15
TCAS WITH TA/RA/VSI
Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

The TA/RA/VSI indicator should present a test pattern display like Figure 3
on page 9.
tracked.
19/6.2 S2
Apr 01/15
TCAS WITH TA/RA/VSI
Operation
CHARACTER-
ISTICS
ciated RA status.
STATUS:

ited
Below 1000 FT AGL descending; DESCEND RA inhibited
Below 1200 FT AGL climbing
Below 900 FT AGL descending; All RAs inhibited (TA ONLY) and
Below 1100 FT AGL climbing TA Aural Message inhibited
NOTE
NOTE
50 F / 28 C.
tion.
off.
able).
(Contd)
19/6.2 S2
Apr 01/15
TCAS WITH TA/RA/VSI
Operation
(Contd)
TCAS command reversal to a CLIMBCLIMBNOW.
NOTE
NOTE
NOTE
ral messages are inhibited. Normal TCAS operation will resume when GP-
WSTAWS warning ceases.
within approximately 5 seconds, and within approximately 2 1/2 sec. if an addi-
tional corrective RA, for example, increase or reversal, is issued.
19/6.2 S2
Apr 01/15
TCAS WITH TA/RA/VSI
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER filled
ADVISORY (TA)
ANNUNCI-
ATIONS
TRAFFIC, Amber filled circle shown Conduct a visual search for the in-
TRAFFIC on the TA/RA/VSI indica- truder. If successful, maintain visu-
tor al acquisition to ensure safe sepa-
ration.
2.6 TCAS II Resolution advisories (RA) are shown on the TA/RA/VSI indicator as RED filled
SYSTEM squares representing the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB FPM to +1500 FPM and 1500 FPM, or greater CLIMB as in-
CLIMB GREEN from +1500 dicated by the GREEN arc on the
FPM to +2000 FPM VSI display.
DESCEND, FPM to 1500 FPM and 1500 FPM, or greater DESCENT
DESCEND GREEN from 1500 as indicated by the GREEN arc on
FPM to 2000 FPM. the VSI display.
MONITOR Present vertical speed is Keep vertical speed out of RED un-
VERTICAL outside the RED arc as safe area as indicated on the VSI
SPEED, shown on the VSI dis- display.
MONITOR play.
VERTICAL
SPEED
REDUCE VSI indicated prohibited Promptly and smoothly reduce ver-
CLIMB, vertical speeds in RED tical speed to that shown in the
REDUCE Goal is vertical speed in GREEN arc as indicated on the
CLIMB GREEN. VSI.
(Contd)
19/6.2 S2
Apr 01/15
TCAS WITH TA/RA/VSI
Operation
(Contd)
REDUCE VSI indicated prohibited Promptly and smoothly reduce ver-

DESCENT, vertical speed in RED tical speed to that shown in the
REDUCE Goal is vertical speed in GREEN arc as indicated on the
DESCENT GREEN. VSI.
CROSSING further indicates that own 1500 FPM or greater CLIMB as in-
CLIMB, flight path will cross that dicated by the GREEN arc on the
CLIMB of the intruder. VSI.
CROSSING
CLIMB
CROSSING and further indicates that 1500 FPM or greater DESCENT as
DESCEND, own flight path will cross indicated by the GREEN arc on the
DESCEND that of the intruder. VSI.
CROSSING
DESCEND
CLEAR OF VSI RED and GREEN Promptly and smoothly return to
CONFLICT areas removed. Range is previous assigned clearance.
increasing and separa-
tion is adequate.
19/6.2 S2
Apr 01/15
TCAS WITH TA/RA/VSI
Operation
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS
INCREASE Follows CLIMB advisory Promptly and smoothly increase

CLIMB VSI RED from 6000 the vertical speed to 2500 FPM or
INCREASE FPM to +2500 FPM and greater CLIMB as indicated by the
CLIMB GREEN from +2500 GREEN arc on the VSI.
FPM to +3500 FPM. In-
dicates the vertical
speed MUST BE IN-
CREASED to ensure ad-
equate separation.
INCREASE Follows a DESCEND Promptly and smoothly increase
DESCENT advisory. VSI RED from the vertical speed to 2500 FPM or
INCREASE +6000 FPM to 2500 greater DESCEND as indicated by
DESCENT FPM and GREEN from the GREEN arc on the VSI.
2500 FPM to 3500
tical speed MUST BEIN-
CREASED to assure ad-
equate separation.
CLIMB Follows a DESCEND Promptly and positively maneuver
CLIMB NOW advisory when it has to establish a 1500 FPM or greater
CLIMB NOW reversal of vertical speed arc on the VSI.
provide adequate vertical
separation
DESCEND Follows a CLIMB advi- Promptly and positively maneuver
DESCEND NOW, sory when it has been to establish a 1500 FPM or greater
DESCEND, determined that a rever- DESCENT as indicated by the
DESCEND NOW sal of vertical speed (di- GREEN arc on the VSI.
rection) is needed to pro-
vide adequate vertical
separation.
19/6.2 S2
Apr 01/15
Operation
1. LIMITATIONS
2. NORMAL OPERATION

3. TCAS II SYSTEM

The TA/RA/VSI indicator should present a test pattern.
tracked.
2.3 REFERENCE Refer to TCAS II Pilots Guide, Collins No. 5230776233, dated 6190 or
later, for normal system operating procedures.
19/6.2 S3
Apr 01/15
Operation
2.4 TCAS II SYS- If flight crew is advised by ATC to disable transponder altitude reporting,
TEM NORMAL TCAS must be turned off by returning MODE selector on the ATC control to
OPERATING ON and the MODE selector on the TCAS control to STBY.
CHARACTER-
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes.
ISTICS
The chart below gives the TCAS inhibits created by the radio altimeter and
the associated RA status.
STATUS:

NOTE
NOTE
50 F / 28 C.
tion.
off.
able)
a CLIMB, CLIMB NOW.
(Contd)
19/6.2 S3
Apr 01/15
Operation
(Contd)
NOTE
NOTE
NOTE
IF STICK SHAKER OCCURS DURING AN RA MANEUVER. IMMEDI-
ATELY ABANDON THE RA MANEUVER AND EXECUTE THE STALL RE-
COVERY PROCEDURE (SEE NOTES).
IF A GPWS/TAWS WARNING OCCURS DURING AN RA MANEUVER,
IMMEDIATELY ABANDON THE RA MANEUVER AND EXECUTE THE AP-
warning occurs, TCAS will automatically revert to TA only mode and TCAS
aural messages are inhibited. Normal TCAS operation will resume when
GPWSTAWS warning ceases.
19/6.2 S3
Apr 01/15
Operation
2.5 TCAS II SYS- Traffic advisories (TA) are shown on the TA/RA/VSI indicator as AMBER
TEM TRAFFIC filled circles representing the intruder.
ADVISORY (TA)
ANNUNCI-
ATIONS
TRAFFIC, Amber filled circle Conduct a visual search for the in-
TRAFFIC shown on the TA/RA/ truder. If successful, maintain visual
VSI indicator acquisition to ensure safe separation.
2.6 TCAS II Threat traffic are shown on the TA/RA/VSI indicator as RED filled squares
SYSTEM representing the intruder.
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

FPM
DESCEND FPM to 1500 FPM 1500 FPM, or greater DESCENT as
FPM.
MONITOR Present vertical speed Keep vertical speed out of RED un-
VERTICAL is outside the RED arc safe area as indicated on the VSI dis-
SPEED as shown on the VSI play.
display.
MAINTAIN Present vertical speed Maintain present vertical speed and
VERTICAL is inside the GREEN direction. Ensure that the VSI needle
SPEED arc as shown on the does not enter the area of redlighted
MAINTAIN VSI display. scale segments on the VSI display.
(Contd)
19/6.2 S3
Apr 01/15
Operation
(Contd)
MAINTAIN Present vertical speed A flight crossing is predicted but being

VERTICAL is inside the green arc monitored by TCAS. Maintain present
SPEED is shown on the VSI vertical speed and direction. Ensure
CROSSING display that the VSI needle does not enter the
MAINTAIN area of redlighted scale segments on
the VSI display.
LEVEL OFF, VSI indicated prohibited Reduce vertical speed to 0 ft/min
LEVEL OFF vertical speed in RED (i.e. level off). The level off must be
Goal is vertical speed in achieved promptly.
GREEN.
CROSSING further indicates that 1500 FPM or greater CLIMB as indic-
CLIMB, own flight path will ated by the GREEN arc on the VSI
CLIMB cross that of the in- display.
CROSSING truder.
CLIMB
CROSSING truder.
DESCEND
ation is adequate.
19/6.2 S3
Apr 01/15
Operation
2.7 TCAS II SYS- Enhanced resolution advisories (RA) will be annunciated when the initial res-
TEM olution advisory (RA) does not provide sufficient vertical separation. These
ENHANCED annunciation shall denote increased urgency:
RESOLUTION
ADVISORY (RA)
ANNUNCI-
ATIONS

CLIMB ory VSI RED from vertical speed to 2500 FPM or greater
INCREASE 6000 FPM to +2500 CLIMB as indicated by the GREEN
CLIMB FPM and GREEN from arc on the VSI display.
+2500 FPM to +3500
tical speed MUST BE
INCREASED to ensure
2500 FPM to 3500
INCREASED to assure
tion
DESCEND visory when it has been establish a 1500 FPM or greater DE-
NOW, determined that a re- SCENT as indicated by the GREEN
DESCEND, versal of vertical speed arc on the VSI display.
DESCEND NOW (direction) is needed to
cal separation.
19/6.2 S3
Apr 01/15
Operation
3.1 TCAS II TCAS II system dead

SYSTEM
1. CB L19 (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
TCAS FAIL is annunciated
1. If TCAS FAIL is annunciated on the TA/RA/VSI Indicator or if TCAS
SYSTEM TEST FAIL audio annunciation occurs, turn TCAS off. Ro-
tate TCAS mode selector to STBY position. (TCAS will no longer be
operable.)
ADC or RALT u/s
1. If ADC or RADIO ALTIMETER no longer available, turn TCAS off.
(TCAS will no longer be operable.)
ACT Light flashes
1. If the ACT light flashes continuously on the ATC control when posi-
tion 1/2 switch is in either position, select STBY on the TCAS mode
selector. (TCAS will no longer be operable.)
RA flag
1. If RA flag appears on the TA/RA/VSI indicator, verify TCAS control
mode switch is selected to AUTO. If AUTO is selected and RA
flag is still in view then the Pilot with the operable VSI (with no RA
flag) should be briefed to conduct any subsequent maneuvers re-
quired by an RA advisory.
VSI flag
1. If VSI flag appears on the TA/RA/VSI indicator, then the Pilot with
the operable VSI (with no VSI flag) should be briefed to conduct any
subsequent maneuvers required by an RA advisory.
19/6.2
PAGE 7
Apr 01/15
Operation
3.2 MODE S ACT light flashes

TRANSPON-
1. If the ACT light flashes continuously on the ATC control panel when
DER SYSTEM
the switch is in position 1, select position 2 or conversely.
19/6.2
PAGE 8
Apr 01/15
TAWS
Description
1. GENERAL zontal and vertical position) with a safe altitude
floor based on known terrain features, extracted
The Terrain Awareness Warning System (TAWS),
from an internal terrain database. Accurate aircraft
provides unique visual and aural warnings to pre-
position data are derived from a Global Positioning
vent the aircraft from approaching the ground inad-
System (GPS) receiver implemented in TAWS unit
vertently. The TAWS is based on the standard
or from the optional FMS/GPS system.
Ground Proximity Warning System (GPWS) with
additional look ahead features to improve crew The TAWS computer (TAWC) monitors interfacing
situational awareness and provide advanced warn- system inputs to determine if any alert/warning en-
ings and alerts of hazardous proximity to terrain velope is being penetrated. When aircraft operation
with significantly increased margins compared to deviates into an alert/warning condition, visual
the standard GPWS. The TAWS continuously warning and aural messages are generated as
compares the projected aircraft ground track (hori- shown in Table 1.
Table 1 Visual and Aural Warnings/Alerts
Mode Visual Warning/Alert Aural Warning/Alert
1 Excessive descent rate TERRAIN / BELOW G/S lights SINK RATE

2 Terrain closure rate TERRAIN / BELOW G/S lights TERRAIN TERRAIN

3 Altitude loss after take off TERRAIN / BELOW G/S lights DONT SINK
4A Terrain clearance (gear TERRAIN / BELOW G/S lights TOO LOW GEAR
up) TOO LOW TERRAIN
4B Terrain clearance (gear TERRAIN / BELOW G/S lights TOO LOW FLAPS
down, flaps up) TOO LOW TERRAIN
4C Minimum Terrain clear- TERRAIN / BELOW G/S lights TOO LOW TERRAIN
ance during takeoff
5 Inadvertent descent be- TERRAIN / BELOW G/S lights GLIDESLOPE or

low glideslope GLIDESLOPE with increased
level
6 Alerts (altitude callout, 500

basic) (altitude callout, 500, 200, 100, 50, 40, 30, 20,
with Mod. No. 3151)
10, and MINIMUMMINIMUMS
(excessive bank angle)
at DH
BANK ANGLEBANK ANGLE
TCF Premature Descent TERRAIN / BELOW G/S lights TOO LOW TERRAIN
(Contd)
19/7.1
PAGE 1
Jun 30/15
TAWS
Description
Table 1 Visual and Aural Warnings/Alerts (Contd)
Mode Visual Warning/Alert Aural Warning/Alert
FLTA Terrain/Obstacle Caution TERRAIN / BELOW G/S lights CAUTION TERRAIN
FLTA Terrain/Obstacle Warning TERRAIN lights TERRAIN TERRAIN

PULL UP
TCF: Terrain Clearance Floor FLTA: Forward Looking Terrain Avoidance
2. MAIN COMPONENTS AND SUBSYSTEMS 2.4 Obstacle Database
2.1 Aural Warnings Obstacle database is a separate file from the terrain
database, containing man made obstacles with a
The aural messages are digitally synthesized and height exceeding 100 feet. The obstacle data is pro-
stored in read only memories in TAWC. When an cessed and displayed on the EFIS and MFD in the
alert/warning is generated, the information stored in same fashion as terrain is presented on the display,
the appropriate read only memories is retrieved and it causes same visual indications of warning and
converted to an audio signal. The audio signal is caution alerts like terrain.
routed to the audio integrating system where it is
Some areas may not be included in the obstacle
amplified and supplied to both pilots cockpit speak-
database. The operator should check the availability
ers and headsets.
of obstacle database for his area of operation.
2.2 Visual Warnings
2.5 Geometric Altitude
The amber TERRAIN/BELOW G/S and red TER-
Geometric altitude is a computed aircraft altitude
RAIN lamps are illuminated pushbutton activated by
designed to ensure optimal operation of the terrain
the TAWS computer.
awareness function through all phases of flight and
If more than one warning mode envelope is pene- atmospheric conditions. Geometric altitude uses a
trated at the same time requiring conflicting aural pressure altitude calculation, GPS altitude, radio
warnings, the warnings are generated according to altitude, terrain and runway elevation data to reduce
the priority order in Table 2. or eliminate errors potentially induced in correct
The highest priority message is always provided. If barometric altitude by temperature extremes, non
a higher priority warning occurs, the higher priority standard altitude conditions and altimeter miss
warning is immediately generated. When a warning sets. Geometric altitude allows TAWS operations in
ceases, the message is completed before switching QFE environments without special procedures by
to a warning of lower priority. the flight crew.
2.3 Terrain Database 2.6 Terrain Awareness Display
The terrain database divides the earths surface into The weather radar adapter converts digital terrain
grid sets referenced horizontally on the geographic data from the computer into RedGreenBlue
coordinate system of the WGS84. Higher resolu- (RGB) format which is transmitted to the LH/RH
tion grids are used around airports. EHSI on the EFIS and the MFD, via a WXR/TAWS
relay.
19/7.1
PAGE 2
Jun 30/15
TAWS
Description
NOTE The density and color being a function of how close

the terrain or obstacle is relative to aircraft altitude.
If the composite mode is used on the EHSI the
terrain data will not be displayed. The visual and Solid yellow or red colors indicate terrain near or
aural terrain warnings and cautions will however above the current altitude of the aircraft. When an
be active. alert is active yellow or red colors indicates caution
and warning areas relative to the flight path of the
Display of terrain is selected by pressing one of the aircraft.
two terrain awareness display pushbuttons on the
At altitudes safely above all terrain for the range
glareshield. RR mode on the Display Control Panel
chosen, the terrain is displayed independent of air-
must also be selected, in order to display terrain.
craft altitude emphasizing the highest and lowest
The range of the terrain image is selected with the
elevations to provide increased situational aware-
range select knob on the weather radar panel in
ness. A solid green level indicates the highest, non
the center pedestal. In aircraft with WXR350
threatening terrain. The lower density green display
weather radar system installed, it is not possible to
pattern indicate mid and upper terrain in the display
select the range if the WXR mode is selected to
area as well as terrain that is within 2000 feet of the
OFF on the WXP.
aircraft. See Fig. 1.
In aircraft with WXR850 weather radar system
There are two elevation numbers indicating that the
installed, the WXR mode must be selected to at
highest and lowest terrain currently being displayed
least STBY for proper operation of the TAWS sys-
are overlaid on the display. The elevation numbers
tem. If WXR mode is selected to OFF, the TERR
indicate terrain in hundreds of feet above sea level
AWARE FAULT annunciators will come on.
(MSL). The terrain numbers are displayed with the
There is an automatic PopUp of the terrain image, highest terrain number on the top and the lowest
once a terrain alert/warning is generated. A condi- terrain number beneath it. A single elevation num-
tion for this function, is that WXR display is selected ber is displayed when the screen is black as a re-
on the DCP prior to the terrain alert/warning. sult of flying over water or relatively flat terrain.
The terrain image is depicted as variable density
dot patterns in green, yellow or red (see Table 3).
19/7.1
PAGE 3
Jun 30/15
TAWS
Description
(MAXIMUM ELEVATION NUMBER) SOLID GREEN

HIGHEST BAND
REFERENCE 50 GREEN
MIDDLE BAND
ALTITUDE
16 GREEN
LOWEST BAND (MINIMUM ELEVATION NUMBER)
BLACK
SEA LEVEL
AIRCRAFT AT RELATIVE HIGH ALTITUDE
(MAXIMUM ELEVATION NUMBER)

50 RED
REF ALTITUDE +2000
50 YELLOW
REF ALTITUDE +1000
YELLOW
REF ALTITUDE 250/500
50 GREEN
REF ALTITUDE 1000
REFERENCE (MINIMUM ELEVATION NUMBER) 16 GREEN

REF ALTITUDE 2000
ALTITUDE
BLACK
SEA LEVEL
B16672 AIRCRAFT AT RELATIVE LOW ALTITUDE
Fig. 1 Display colors schematic
Table 2 Warning message priority
Priority Message Mode
1 PULL UP 1
2 TERRAIN TERRAIN 2 preface
3 PULL UP 2
4 TERRAIN TERRAIN FLTA, Terrain awareness preface
5 PULL UP FLTA, Terrain awareness warning
(Contd)
19/7.1
PAGE 4
Jun 30/15
TAWS
Description
Table 2 Warning message priority (Contd)
Priority Message Mode
6 OBSTACLE OBSTACLE FLTA, Obst. awareness preface 1)
7 PULL UP FLTA, Obst. awareness warning 1)
8 CAUTION TERRAIN FLTA, Terrain awareness caution
9 CAUTION OBSTACLE FLTA, Obst. awareness caution 1)
10 TOO LOW TERRAIN 4
11 TOO LOW TERRAIN TCF, Premature decent
12 Altitude Callouts 6
13 TOO LOW GEAR 4
14 TOO LOW FLAPS 4
15 SINK RATE 1
16 DONT SINK 3
17 GLIDESLOPE 5
18 BANK ANGLE BANK ANGLE 6
NOTE
1) Alerts/warnings for man made obstacles will not be given if such obstacle data is not included in the data-
base.
19/7.1
PAGE 5
Jun 30/15
TAWS
Description
Table 3 Display colors and patterns
Color Terrain Elevation
Solid Red Terrain Threat Area Warning.
Solid Yellow Terrain Threat Area Caution.
50% Red Terrain that is more than 2000 feet above aircraft altitude.
50% Yellow Dots Terrain that is between 1000 and 2000 feet above aircraft altitude.
25% Yellow Dots Terrain that is 500 (250 with gear down) below to 1000 feet above aircraft
altitude.
Solid Green Shown only when no Red or Yellow terrain areas are within range on the
display. Highest terrain not within 500 (250 with gear down) feet of aircraft
altitude.
50% Green Dots Terrain that is 500 (250 with gear down) feet below to 1000 below aircraft
altitude, or Terrain that is middle elevation band when there are no Red or
Yellow terrain areas within range on the display.
16% Green Dots Terrain that is 1000 to 2000 feet below aircraft altitude, or terrain that is the
lower elevation band when there are no Red or Yellow terrain areas within
range of the display.
Black No significant terrain, outside coverage of regional terrain database or un-

known.
19/7.1
PAGE 6
Jun 30/15
TAWS
Description
Radio altitude
Radio altimeter
Aural Warning Audio
splitter
Vertical speed
Air data computer Altitude
Ind. Airspeed
(Depending on FDAU status) Flight
recorder
GPS FMS Position, altitude, DPU EHSI

or
Antenna GPS sys Ground speed
Terrain Disp. WXR
Adapter
Option
MPU MFD
Landing gear position
TERRAIN
Warning and test
LH AHRS TAWC
TERRAIN
Caution and G/S Inhibit
BELOW
Auto pilot engaged G/S
DH FAULT
(with Mod. No. 3151 installed) Fault and Display select
DISP
Weather Radar
Range
TERR
Terrain Inhibit
Nav Glide slope INH

Receiver
Flap position
TAWS
FLAP
OVRD
Override
A24734 NORM
Fig. 2 TAWS schematic
19/7.1
PAGE 7
Jun 30/15
TAWS
Description
MODE 1 EXCESSIVE DESCENT RATE

The mode 1 warning is generated if the aircraft by approximately 20 %. The lamps however will be
barometric descent rate is excessive with respect to flashing continuously. This cycle will be repeated
the height above terrain. The mode has two warn- until the aircraft rate of descent is corrected. If the
ing envelopes that provides warning of excessive descent rate is not corrected and the inner enve-
rate of descent at a given altitude. At penetration of lope is penetrated, the aural warning PULL UP will
the outer envelope the TERRAIN / BELOW G/S be repeated continuously and the TERRAIN lights
lights come on flashing and the aural warning SINK will start flash until the descent rate is corrected.
RATE is repeated twice. It will then remain silent The mode is independent of aircraft configuration.
until the excessive decent rate condition degrades
TERRAIN
BELOW
G/S
SINK RATE
TERRAIN
PULL UP
A24742
Fig. 3 Excessive descent rateschematic
19/7.1
PAGE 8
Jun 30/15
TAWS
Description
MODE 2A EXCESSIVE TERRAIN CLOSURE RATE FLAPS UP

Mode 2A warning is generated if the aircraft closure ously until the closure rate is corrected. If the air-
rate (radio altitude) is excessive against terrain with craft remains within the warning envelope for more
respect to the height (radio altitude). When the than 3 seconds, an altitude gain function is started.
warning envelope is penetrated the TERRAIN BE- Even though the closure rate has been corrected
LOW G/S lights flashes and the aural warning the terrain lights will remain illuminated until the air-
TERRAIN TERRAIN sounds. If the closure rate craft has gained 300 feet barometric altitude or 45
remains within the warning envelope fore about one seconds have been elapsed, from when the aircraft
second the aural warning PULL UP sounds and exited the PULL UP envelope.
the terrain lights flashes. This is repeated continu-
TERRAIN TERRAIN
BELOW
G/S
TERRAIN TERRAIN PULL UP
Warning out
TERRAIN warning light on
A28219
19/7.1
PAGE 9
Jun 30/15
TAWS
Description
MODE 2B EXCESSIVE TERRAIN CLOSURE RATE FLAPS IN LANDING CONFIGURATION

When the flaps are in the landing configuration, the TERRAIN, followed by PULL UP if the condition
aircraft is on ILS approach within 2 dots of the Gli- persists. If both gear and flaps are in landing config-
deslope centerline or for the first 60 seconds after uration the aural message will be TERRAIN TER-
takeof the TAWS switches to mode 2B and the RAIN, and only the TERRAIN / BELOW G/S lights
warning envelope is modified. will come on.
When the envelope boundary conditions for mode To avoid nuisance mode 2A alerts due to erroneous
2B is violated, the TERRAIN /BELOW G/S and radio altitude tracking during takeoff climb, mode
TERRAIN lights come on. The voice message is 2B is automatically selected during the first 60 sec-
repeated until boundary is exited. If the gears or onds after takeoff.
flaps are up, the aural message will beTERRAIN
TERRAIN TERRAIN
BELOW
G/S
TERRAIN TERRAIN PULL UP
Warning out
A24752
19/7.1
PAGE 10
Jun 30/15
TAWS
Description
MODE 3 LOSS OF ALTITUDE AFTER TAKEOFF

This mode warns for unintentional loss of baromet- second above 700 feet barometric altitude. When
ric altitude after take off and is enabled between 50 the warning envelope is penetrated, the TERRAIN
and 925 feet. The loss of altitude required to trigger BELOW G/S lights flashes and an aural warning
this mode varies with height above terrain. This alti- DONT SINK is given.
tude loss is displaced with an additional 5 feet per
TERRAIN
BELOW
G/S
DONT SINK
A11200
Fig. 6 Loss of altitude after takeoff schematic
19/7.1
PAGE 11
Jun 30/15
TAWS
Description
MODE 4A UNSAFE TERRAIN CLEARANCE WITH GEAR UP

The warning for unsafe terrain clearance is gener- altitude are lost. If the speed is above 178 knots the
ated if the aircraft descends below a predeter- aural warning TOO LOW TERRAIN sounds. In
mined altitude with the landing gear not down and this condition the warning threshold increases lin-
locked. With a speed below 178 knots and below early with airspeed to a maximum of 750 feet above
500 feet the TERRAIN / BELOW G/S lights flashes terrain at 200 knots. The warning is cancelled when
and the aural warning TOO LOW GEAR sounds. the warning conditions are corrected by extending
Further warnings are held until additional 20% radio the landing gear.
TERRAIN TERRAIN
BELOW BELOW
G/S G/S
TOO LOW TERRAIN TOO LOW GEAR

Gear down and locked
cancels warning
Ex: KIAS >178

RALT <750 ft
Gear UP
Flaps UP
Ex: KIAS 178

RALT 500 ft
Gear UP
Flaps UP
A24749
Fig. 7 Unsafe terrain clearance with gear up schematic
19/7.1
PAGE 12
Jun 30/15
TAWS
Description
MODE 4B INADVERTENT PROXIMITY TO TERRAIN WITH GEAR DOWN AND FLAPS UP

This mode warns either for proximity to terrain out- held until additional 20% radio altitude is lost. At
side the approach area or flaps not being in landing speeds above 150 knots the aural warning is
position during approach. The mode becomes en- changed to TOO LOW TERRAIN and the warning
abled when the gear is locked down and the flaps threshold increases linearly with airspeed to a maxi-
are up. With a speed below 150 knots and when mum at 750 feet above terrain at 200 knots. If land-
aircraft descends below 170 feet, the TERRAIN / ing with flaps not in landing position has been de-
BELOW G/S LIGHTS flashes and an aural warning cided, selecting TAWS FLAP switch to OVRD will
TOO LOW FLAPS sounds. Further warnings are exit the warning envelope.
TERRAIN TERRAIN
BELOW BELOW
G/S G/S
TOO LOW TERRAIN TOO LOW FLAPS

Flap in landing position
or GPWS FLAP override
cancels warning
Ex: KIAS >150

RALT < 750 ft
Gear DN
Flaps UP
Ex: KIAS 150

RALT 170 ft
Gear DN
Flaps UP
A24748
Fig. 8 Inadvertent proximity to terrain with gear down and flaps up schematic
19/7.1
PAGE 13
Jun 30/15
TAWS
Description
MODE 4C TERRAIN CLEARANCE DURING TAKEOFF

Mode 4C warns for inadvertent descend or too shal- decrease, the filter will store its maximum attained
low climb towards rising terrain in the takeoff area. value. Further decrease of radio altitude below the
stored filter value with Gear or Flaps up will cause
Mode 4C provides a warning based on minimum
the TERRAIN / BELOW G/S lights to come on
radio altitude clearance during takeoff. Mode 4C is
flashing and the aural warning TOO LOW TER-
based on a minimum terrain clearance that in-
RAIN sounds. Further aural warning are held until
creases with radio altitude during takeoff. A value
additional 20% radio altitude is lost. This continues
equal to 75% of the current radio altitude is accu-
until corrective action is taken.
mulated in a long term filter that is only allowed to
increase in value. If the radio altitude should later
TERRAIN
BELOW
G/S
A24747
Fig. 9 Terrain clearance during takeoff schematic
19/7.1
PAGE 14
Jun 30/15
TAWS
Description
MODE 5 DESCENT BELOW GLIDESLOPE

This mode warns for unintentional deviation below warning will increase with 6dB and the message is
the ILS glideslope. The mode becomes enabled continuously repeated.
when an ILS frequency is selected, the gear is
To allow descend below glideslope, Mode 5 can be
down and between 30 and 1000 feet RALT
inhibited when radio altitude is below 2000 feet by
The warning envelope consists of two envelopes. pressing the pilots or copilots TERRAIN / BELOW
On penetration of the outer envelope, below 1.3 G/S switch. Climb to a height above 2000 feet reac-
dots, the TERRAIN / BELOW G/S caution light illu- tivates mode 5 again, even if it has been inhibited.
minate and the aural warning GLIDESLOPE is
Mode 5 is inhibited in following cases:
given once with a soft volume. If aircraft descends
lower on the glideslope beam by approximately Noisy or irregular glideslope beam.
20% (dots of deviation) , an additional message is ILS frequency not selected.
given. The amount of glideslope deviation neces- Landing gear not extended and locked.
sary to initiate an alert is increased below 150 feet Glideslope validity signal not present.
to eliminate nuisance alerts caused by large devi- Aircraft not between 30 and 1000 feet.
ation signals when the aircraft is close to the ILS Inappropriate descent rate compared to altitude
transmitter. If no corrective action is taken and the between 5001000 feet when ILS is captured.
inner envelope is penetrated (the deviation has ex- The TERRAIN / BELOW G/S switch pressed
ceeded 2 dots and the aircraft is below 300 feet between 30 and 2000 feet.
RALT), the volume of the aural GLIDESLOPE
TERRAIN
BELOW
G/S
GLIDESLOPE
6 db higher than previous
2 dots
RALT 300 ft
1.3 dots
TERRAIN
BELOW
G/S
GLIDESLOPE
A24746
Fig. 10 Descent below glideslope schematic
19/7.1
PAGE 15
Jun 30/15
TAWS
Description
MODE 6 ALERTS (ALTITUDE CALLOUT)

For the basic altitude callout an aural callout is giv- For the additional altitude callouts with Mod. No.
en when the aircraft descends below 500 feet geo- 3151 installed, an aural callout is given when the
metric altitude above the field. The Above Field aircraft descends below 500, 200, 100, 50, 40, 30,
implies that the Above Field 500 Callout algorithm 20 and 10 feet radio altitude. At decision height the
uses GPS altitude and Terrain Database Runway aural alert MINIMUMSMINIMUMS is given.
altitude to determine when the aircraft is 500 feet There are no visual alerts accompanied with this
higher than (above) the runway on approach. There altitude callout.
are no visual alerts accompanied with this altitude
callout.
Basic altitude callouts
500
500 feet Geometric Altitude
Additional altitude callouts (with Mod. No. 3151)
500, 200, 100, 50, 40, 30, 20, 10
MINIMUMSMINIMUMS
500 feet RALT
DH
A28520
Fig. 11 Altitude callout schematic
19/7.1
PAGE 16
Jun 30/15
TAWS
Description
MODE 6 ALERTS (BANK ANGLE ALERT)

The alert logic for excessive bank angles is divided When the aircraft roll limit exceeds the envelope
in two separate envelopes, with or without the auto- limit, two voice messages BANK ANGLE is given.
pilot engaged. Without the autopilot engaged, the If the roll angle increases by an additional 20% the
roll angle limit varies linearly from 15 degrees at 10 message will be repeated twice. Should the roll
feet to 50 degrees at 210 feet. From 210 feet the angle exceed 44% of the initial threshold, the mes-
roll limit remains 50 degrees. With the autopilot en- sages will be repeated every three seconds. There
gaged, the roll angle limit varies linearly from 15 are no visual alerts accompanied with the bank
degrees at 10 feet to 33 degrees at 156 feet. From angle alerts.
156 feet, the roll angle limit remains at 33 degrees.
A/P NOT ENGAGED A/P ENGAGED
BANK ANGLE BANK ANGLE
EX. ALT. >210 FEET EX. ALT. >156 FEET

BANK ANGLE >50 DEG BANK ANGLE >33 DEG
BANK ANGLE BANK ANGLE
EX. ALT. <10 FEET EX. ALT. <10 FEET

BANK ANGLE >15 DEG BANK ANGLE >15 DEG
A24773
Fig. 12 Alerts (Bank Angle Alert)
19/7.1
PAGE 17
Jun 30/15
TAWS
Description
PREMATURE DESCENDS WARNING

The Premature descends warning provides warning the terrain below the approach path. In this case the
for insufficient terrain clearance even with the air- radio altitude show larger margin than the aircraft
craft in landing configuration. The alert envelope is actually has compared with runway elevation.
based on a Terrain Clearance Floor (TCF) which is
When the aircraft penetrates the alert envelope, the
a circular band centered over the runway. Close to
aural message TOO LOW TERRAIN is given and
the runway the envelope is 0 and expands up to
the TERRAIN / BELOW G/S lights flashes. For
700 feet at around 15 nautical miles plus position
each 20% degradation in radio altitude from the ini-
error from the selected runway. Close to the runway
tial penetration, an additional aural message will be
there is an improved alert envelope, with increased
given. The TERRAIN lights will be activated until
protection if the aircraft has a large deviation from
alert envelope is exited.
runway centerline. When it is determined that the
aircraft is to the side of the runway, the TCF curve The database includes all runways in each terrain
is limited to a minimum value of 245 feet. The TCF database region (Americas, Atlantic and Pacific)
alert envelope also provides protection for cases greater than or equal to 2000 feet in length.
when runway is at high elevation, compared with
1/2 RUNWAY
LENGTH
245 FOOT CURVE ENVELOPE

EXPANSION ON BIAS FACTOR
RUNWAY
TCF ALERT ENVELOPE
700
AGL
400
AGL
TERRAIN
4NM 12NM 15NM
A28498
Fig. 13 Premature Descent Schematic
19/7.1
PAGE 18
Jun 30/15
TAWS
Description
FORWARD LOOKAHEAD WARNING

The forward lookahead algorithm is used to predict terrain threat image on the EFIS in solid amber
any potential conflict between the aircrafts intended areas. When corrective action is taken and no
ground track and terrain. Terrain threats are recog- threat is present, the TERRAIN / BELOW G/S lights
nized and annunciated when terrain violates specif- extinguish and the presentation of the amber solid
ic computed envelope boundaries forward the air- areas on the terrain image goes away.
craft path. When the TAWS detects a terrain threat
Minimum 15 seconds before predicted impact and if
in conflict with the flight path, an aural message
corrective action is not taken, an aural TERRAIN
CAUTION TERRAIN is given twice minimum 40
TERRAIN PULL UP message is generated. The
seconds before predicted impact. This message is
TERRAIN lights start flashing and a display of the
repeated after 7 seconds, if the terrain is still in con-
terrain threat on the EFIS in red solid areas. The
flict with the flight path. This message is accompa-
PULL UP message is repeated until corrective
nied by flashing TERRAIN / BELOW G/S lights and
action is taken.
TERRAIN TERRAIN TERRAIN TERRAIN
BELOW BELOW
G/S G/S
CAUTION TERRAIN TERRAIN TERRAIN

PULL UP
WARNING WARNING
AREA AREA
CAUTION
AREA CAUTION
AREA
A28496
Fig. 14 Forward LookAhead Warning Schematic
19/7.1
PAGE 19
Jun 30/15
TAWS
Description
Below G/S INHIBIT button

For planned descent below glideslope:
Press the TERRAIN/BELOW G/S caution light
button to inhibit the Descent below glideslope
mode.
The mode is automatically reset after climbing
above 2000 feet.
A A
A TAWS Test.
Press the TERRAIN warning light button to acti-
G/S TAWS vate the TAWS self test.
INHIBIT TEST
TERRAIN TERRAIN
BELOW
TERR
G/S AWARE
FAULT
DISP
FAULT / DISP buttonlight.

TERRAIN warning light (flashing red). Indicates FAULT when the terrain awareness
Comes on with TAWS warning alert. functions are faulty or inoperative or when the
GPS coverage is insufficient. The basic mode
15 may still be working. In aircraft with
TERRAIN / BELOW/GS lights (flashing amber). WXR850 weather radar system installed, the
FAULT light will come on if WXR mode is se-
Comes on with TAWS caution alert and if aicraft de-
lected to OFF.
scends more than 1.3 dots below glideslope.
Press light button to select Terrain Display on
EHSI or MFD (if installed) instead of radar pre-
sentation. The DISP annunciation will then
come on.
A24792
Fig. 15 TAWS indications and buttonlights
19/7.1
PAGE 20
Jun 30/15
TAWS
Description
TAWS power supply with Mod. No. 3523 installed.

During engine start, power to TAWS is rerouted from L
AVIONICS BUS to L BAT BUS via a relay controlled by
the weight on wheel switch. This is to avoid a second re-
start of TAWS after engine start sequence is completed.
When the aircraft gets airborne the weight on wheel switch
releases the relay rerouting power back to L AVIONICS
BUS. The relay is controlled by circuit breaker F18 (B)
on left pilot circuit breaker panel.
B C This mod applies to aircraft without FMS and aircraft
with FMS and standalone installation of TAWS.
TERR
INHIBIT
TERR
TERRAIN INHIBIT buttonlight.
INH Press the Terrain Inhibit to inhibit the terrain
awareness functions at areas not covered by the
TAWS terrain database.
FLAP
OWRD
TAWS FLAP switch.

Select OVRD to simulate flap down position to
eliminate TOO LOW FLAP warning at landings
without landing flap selected.
NORM
A24790
Fig. 16 TAWS FLAP switch and buttonlights
19/7.1
PAGE 21
Jun 30/15
TAWS
Description
TAWS power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS F17 TAWS PWR

TAWS power on ground only and if Mod. No. 3523 installed . . L BAT BUS F18 TAWS PWR
TAWS Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L ESS BUS F16 TAWS IND
Weather Radar/TAWS relay . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS M15 TERR DISP
(For aircraft with WXR350 only.)
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS L11 AUDIO
TAWS
19/7.1
PAGE 22
Jun 30/15
TAWS
Operation
1. LIMITATIONS
2. NORMAL OPERATION
2.1 TAWS TEST 1. WXR on EHSI or/and MFD . . . . . . . . . . . . . . . . . . . . . . . SELECT

2. WXR mode STBY on WXP . . . . . . . . . . . . . . . . . . . . . . SELECT
3. TAWS test button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
When aircraft on ground press either TAWS test button shortly and check:
The FAULT field in both TERR AWARE indicators illuminate.
Both amber TERRAIN / BELOW G/S lights illuminates.
Aural warning: GLIDESLOPE sounds.
Both amber TERRAIN / BELOW G/S lights turns off.
Both TERRAIN lights illuminate.
Aural warning PULL UP sounds.
Terrain image is turned on (see Fig. below) and the white DISP anunciators
illuminates.
Aural warning TERRAIN TERRAIN PULL UP sounds.
Both red TERRAIN lights is turned off.
The test terrain image (after several sweeps) and DISP lights is turned off.
The FAULT field in both TERR AWARE indicators turns off.
MAGENTA 50RED BLACK
SOLID RED 50 SOLID

YELLOW YELLOW
25 25 12
GREEN YELLOW GREEN
A24774
19/7.2
PAGE 1
Apr 01/15
TAWS
Operation
2.2 TERRAIN 1. WXR on MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select

DISPLAY
SELECTION 2. DISP button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Press
(MFD)
NOTE
Range selector not available when radar is off.
2.3 TERRAIN 1. Display Control Panel select . . . . . . . . . . . . . . . . . . . . . . RR

DISPLAY
SELECTION 2. DISP button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Press
(EHSI)
NOTE
Range selector not available when radar is off.
2.4 TAWS Ground proximity warning or caution comes on.

WARNING INDICATIONS
IN FLIGHT
Aural warning and TERRAIN or TERRAIN / BELOW G/S lamps.
ACTIONS
Perform actions in accordance with AOM 25, FLIGHT PROCEDURES.
2.5 TAWS FLAP For intentional landing without landing flap set, override the Mode 4B warnings
OVERRIDE with the TAWS FLAP switch.
1. TAWS FLAP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
The switch in OVRD simulates landing flap for the TAWS.
2.6 TERRAIN For operating at regions not covered in the database.

INHIBIT
1. TERR INHIBIT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . TERR INH
Terrain Awareness alerts inhibited.
19/7.2
PAGE 2
Apr 01/15
TAWS
Operation
2.7 LOSS OF GPS On ground only

POSITION GPS coverage on ground may be obscured by buildings etc. Often a change of
position will improve the coverage.
INDICATIONS
The TERR AWARE FAULT lamps are illuminated.
ACTIONS
1. Perform a TAWS self test.
2. Verify that only the normal test messages are generated.
If an internal GPS is used, verify that only the normal test messages and
Internal GPS not navigating message is generated.
3. Continue normal procedures and check before takeoff that the TERR
AWARE FAULT lamps are not illuminated.
3.1 TAWS 1. TAWS computer power supply fault.

FAILURES
All modes are inhibited.
2. Loss of Radio Altitude.
Mode 15, Mode 6 BankAngle and Terrain clearance floor are inhibited.
With Mod. No. 3151 installed, Mode 6 altitude callouts will also be inhibited.
3. Loss of position data.
Terrain awareness functions and Terrain clearance floor are inhibited.
Without Mod. No. 3151 installed, Mode 6 altitude callouts will also be inhib-
ited.
4. Loss of ADC signal.
Mode 1,3 and 4 inhibited.
Speed expansion in mode 2A inhibited.
Vertical speed modulation in mode 5 inhibited.
Terrain awareness functions inhibited.
5. Loss of AHRS signal.
Mode 6 Bank Angle and Terrain awareness functions inhibited.
19/7.2
PAGE 3
Apr 01/15
TAWS
Operation
6. Loss of ARINC 429 range data bus from the weather radar adapter to the
TAWC.
Terrain awareness functions and terrain display inoperative.
7. Power supply fault to WXR/TAWS switching relay and weather radar adapt-
er.
Terrain awareness functions and terrain display inoperative.
3.2 TAWS INDICATIONS

FAILURE TO No response with TAWS test button pressed for test.
TEST
ACTIONS
No activation of aural warnings
1. CB F17 (TAWS PWR) . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
19/7.2
PAGE 4
Apr 01/15
AIRCRAFT OPERATIONS MANUAL
Part 2
The content of this document is proprietary and confidential to Saab AB

and may not:
a) be used for any purpose other than those for which it was supplied;
b) be copied or reproduced in whole or in part without the prior written
consent of Saab AB; nor
c) be disclosed to any third party without the prior written consent of
Saab AB
Saab AB
SE--581 88 Linkping
Sweden Telephone: int+46 13 18 00 00
Doc. No: 72LKS 3089 Initial Issue: JUN 15/89

Ref. No: SAAB 340B AOM
Revision 52: Dec 01/16
Aircraft Operations Manual ALERT OPERATIONS BULLETINS
LIST OF EFFECTIVE ALERT OPERATIONS BULLETINS
ALERT
OPERATIONS
BULLETIN
No. DATE CONTENT
20 CONTENTS
PAGE 1
Dec 01/16
Aircraft Operations Manual ALERT OPERATIONS BULLETINS
LIST OF CANCELLED ALERT OPERATIONS BULLETINS
ALERT
OPERATIONS
BULLETIN
No. REASON
1A Covered by Mod No 1985.
2 Corrected by Vendor SB and Abnormal Checklist.
3 Incorporated in Abnormal Checklist.
4 Incorporated in Section 17 Power Plant.
6 Incorporated in Emergency Checklist.
7 Incorporated in Abnormal and Emergency Checklist.
9 Incorporated in Section 17 Power Plant.
10 The deficiencies in the AntiSkid System are corrected when SB 32107 (mod.
no. 2718) is implemented.
The SB is mandated by Airworthiness Directives.
11, Rev B Transferred to the MRB as Maintenance action.
12 Ruptured deice boots
20 CONTENTS
PAGE 2
Dec 01/16
Aircraft Operations Manual OPERATIONS BULLETINS
LIST OF EFFECTIVE OPERATIONS BULLETINS
OPERATIONS
BULLETIN
No. DATE CONTENT
2C Oct 05/01 Windshield wiper operation.
10 Dec 06/90 Boot deice timer warning.
14 May 06/91 Autocoarsen system.
18 Apr 13/92 Ground Operation with Condition Levers in UNF position.
19 Jun 27/94 Propeller Brake Operational Restriction.
20 Jul 08/94 TCAS system changes
23A Feb 20/95 Manually operated BETA STOP
25A Feb 02/01 Start Control and Procedures Changes
27A Apr 30/97 Modified Engine Intakes
32 Oct 06/00 CT79B Power Fluctuations
34 Feb 22/10 FMS Erroneous Course Deviation Presentation.
35 Apr 10/12 FMS Erroneous Steering and Guidance Condition.
39 Apr 01/15 Erroneus Guidande Caused by an Improperly Cancelled Hol-
ding Pattern.
21
PAGE 1
Dec 01/16
LIST OF CANCELLED OPERATIONS BULLETINS
OPERATIONS
BULLETIN
No. REASON
1 Incorporated in Chapter 6/2.1 EMERGENCY EQUIPMENT, Oxygen
3 Covered by Service Newsletter.
4 Hamilton Standard and Dowty Landing performance is now equal.
5 Covered by Service Bulletin.
6 Incorporated in AOM/AFM.
7 All HMUs have been SCREENED for the +10 C to +18 C concern.
8 Stall warning computers replaced.
9 Corrected by Vendor Service Bulletin.
11 Incorporated in Section 11.
12 Corrected by Service Bulletin.
15 Incorporated in Chapter 12/3.1 INSTRUMENTS AND RECORDERS, Flight Re-
corder System.
16 Corrected in Revision No 12, Jul 15/91. The complete Chapter 32/2 CLIMB/
CRUISE/ DESCENT, Climb has been revised.
17 Incorporated in Supplement 37/1, Operation in cold weather and icing conditions.
21 Special bottoming governor check incorporated in supplement no. 1.
22 Incorporated in Section 17
26 Incorporated in Section 17 and Abnormal Checklist.
28 Incorporated in Section 17.
29 Incorporated in Section 17 and Abnormal Checklist.
30 Recommendations regarding de/antiicing fluids incorporated in supplement no.
1
31 Incorporated in section 19 and supplement no. 1
33 Incorporated in section 25/3.
36 Provisioning for Electronic Flight Bag iPad
37 Incorporated in section 24/2 and Emergency Checklist.
21
PAGE 2
Dec 01/16
OB
OPERATIONS BULLETIN No. 2, Rev C
WINDSHIELD WIPER OPERATION
THIS AOM BULLETIN IS NOT APPLICABLE TO AIRCRAFT WITH MOD NO 2354 INSTALLED
(SB No 30041 OR SB No 30079).
Mod No 2354 consists of an improved resistor circuit for the LOW mode.
Some occurrences of overheating of resistors in the windshield wiper control circuitry has been reported.
These resistors affect the LOW and PARK mode only. The overheat has resulted in smoke being generated
in the cockpit.
To prevent reoccurrence until the design weakness has been corrected the procedures for operating the
windshield wipers are recommended to be changed as follows:
HIGH mode shall always be used.
When parking the wiper the rotary switch shall only be placed in PARK mode momentarily. Prolonged
(longer than 1 second) operation in PARK mode with the wiper stationary in correct or erroneous parking
position may result in an overheat situation.
The wiper shall never be operated on a dry windshield.
If smoke is being generated due to overheat, place the rotary switch in OFF position and the smoke genera-
tion will cease when the temperature goes down.
21/2
PAGE 1(1)
Oct 05/01
OB
OPERATIONS BULLETIN No. 10
BOOT DEICE TIMER WARNING
Background
Tolerances in the engine bleed extraction system and the HP bleed valve trigger level may result in the HP
bleed valve not being activated at low power settings. At the same time LP bleed pressure may not be suffi-
cient for deicer boot operation, indicated by the TIMER caution light coming on. Occasionally the TIMER
caution comes on while a proper deice cycle is indicated by the green BOOT INDICATION LIGHTS. This
indication however, shall not be considered a deicer cycle.
Pilot Action
Whenever a TIMER warning in flight is experienced, the correct action is to increase TRQ to approximately
2530% to achieve a sufficient bleed extraction from the LP bleed system. Let the TIMER warning go out and
reactivate the Boot deice system. If the TIMER warning comes on again, revert to Abnormal Checklist pro-
cedure for TIMER LIGHT ON.
21/10
PAGE 1(1)
Dec 06/90
OB
AUTOCOARSEN SYSTEM
Applicable to aircraft with Mod No 2198, SB 61 026, Propellers Introduction of new autocoarsen com-
puter.(A computer which requires also P3 for uncoarsening).
Description
A latch logic has been incorporated in the improved autocoarsen computer for the purpose of preventing
uncoarsening of an already coarsened propeller unless both TRQ and P3 returns above threshold values
(50%, 120 psi).
There is no change of the input signals to the computer (TRQ, P3, Ng, Ne and PLA ) for arming the sys-
tem, nor is there any change of the signals or the logic for an autocoarsen activation.
With the system selected ON, TRQ and P3 are the only parameters which can cause a propeller to un-
coarsen after it has autocoarsened regardless of whether the autocoarsen occurred in HIGH or LOW
mode.
After an autocoarsen event the signals from each engine are processed separately which means there is
no comparison of signals between the engines any more.
Normal/Abnormal/Emergency procedures
No change.
Tests
The latch logic must be reset every time the autocoarsen computer has signaled thepropeller to autocoar-
sen. The reset is accomplished by setting the AUTOCOARSEN switch to OFF for at least 2 seconds then
ON or the Test Switch to RST, however, it is preferable to use the AUTOCOARSEN switch as the the
torque signal decreases rapidly when the RPM goes down and the test switch function requires a torque
signal of approx 10%.
Autocoarsen system test / P3 switch test ( Ref. AOM 2/17 ) ; with the AUTOCOARSEN switch ON ,
every time L/R PUMP switches have been selected to MAN FEATHER or the AUTO COARS LOW
TEST switch has been selected Lor R ,the latch must be reset as described above.
21/14
PAGE 1(1)
May 06/91
OB
Ground operation with Condition Levers in UNF position
(CLs below MINgate and Bottoming Governor not enabled)
Ground operation, without the Bottoming Governor enabled results in reduced noise levels due to lower
PRPM and a change of blade angle. The noise reduction is specially noticeable when PLs are advanced
slightly above GND IDLE.
There has been an AOM restriction for operation with CL in UNF position (below MINgate) on ground. This
restriction has been removed.
The restriction was introduced to reduce the time the Power Turbine was operated in one of its critical band
(750 970 PRPM), with the possibility for Power Turbine chafing. Further investigations have showed the
possibility to slightly narrow the critical band, therefore the CL may be positioned in UNF, however, the
PRPM must be kept above 950 PRPM . This is achieved by slightly advancing the PLs. Operational as-
pects to be considered are;
The Pitot and AoAsensor heating systems must be on for some minutes prior takeoff to ensure that the
systems are free from any moisture or ice, therefore PRPM should be kept high enough not to come below
the ACgenerator tripping point.
The ACGenerators will come on line in the band 1000 1040 PRPM and they will trip off at a lower PRPM
(1000 874). There are differences in tolerance between generators.
If operating into reverse without the Bottoming Governor enabled the PRPM will immediately go below 950
PRPM and the ACgenerator trip off line. The reverse thrust is negligible.
Should an ACgenerator trip off line it will come on line automatically when PRPM is increased, however,
should the Windshield and/or Propeller deicing Caution Lights come on, these systems must be reset.
CAUTION
In icing conditions and on slippery surfaces the Bottoming Governor must be enabled during taxiing prior
takeoff and after landing. This is to ensure safe operation.
After Engine Start it is recommended to enable the Bottoming Governor by advancing CL into MINMAX
range. This is to check proper enabling at 830 PRPM and to ensure that the ACgenerators come on line.
Also some engine checks require the Bottoming Governor to be enabled.
WARNING
The CLs must never be retarded below MINgate when airborne except for shut down.
21/18
PAGE 1(2)
Apr 13/92
CAUTION
The procedure above requires special crew attention to PRPM which must never go below 950. Engine
damage will result.
Changes to existing documentation will be made to reflect this operational guidance.
21/18
PAGE 2(2)
Apr 13/92
OB
Propeller Brake Operational Restriction
There have been cases where the Propeller has started to rotate during propeller brake operation with the
R PROP BRK switch selected ON.
The procedure calls for to maintain HYDR MAIN pressure between 2700 and 3000 psi by switching HYDR
PUMP switch between OFF and AUTO.
As an extra safety feature a HYDR caution will come on if the pressure drops to a specified value.
The events have revealed that the warning has been triggered at a too low pressure, due to a faulty switch in
the Propeller Brake Valve.
Service Bulletins will be issued which will take care of the faulty component.
Until the Service Bulletins are implemented the following apply;
During normal operation, with the propeller brake engaged, the HYD PUMP switch must remain in AUTO
position.
NOTE
There are no changes in the Abnormal and Emergency procedures.
21/19
PAGE 1(1)
Jun 27/94
OB
TCAS SYSTEM CHANGES
BACKGROUND
TTR920 TCAS II TRANSMITTERRECEIVER
SERVICE INFORMATION LETTER
CAS LOGIC CHANGE 6.04A ENHANCED
The Service Information Letter provides information about the TCAS II inhibits, modes and parameter
changes made to enhance TCAS system performance and to make the system more compatible with the Air
Traffic Control System.
CHANGES
The changes are implemented in the TTR920 TCAS II TransmitterReceiver by service bulletin and are
identified by a change to the equipment part number. The following table relates baseline part numbers and
operational parameters to the new part numbers and requirements for Change 6.04A Enhanced enhance-
ments.
BASELINE 6.04A ENHANCED
6228971012 6228971020
6228971112 6228971120
6228971014 6228971320
1. RA INHIBIT ALTITUDE:
TCAS shall inhibit all resolution advisories (RAs) when own aircraft is below the radio altimeter altitudes
listed in the following table.

Aircraft Climbing: 600 ft AGL 1100 ft AGL
Aircraft Descending: 400 ft AGL 900 ft AGL
2. AURAL INHIBIT ALTITUDE:

All TCAS aural messages for traffic advisories (TAs) and resolution advisories (RAs) will be inhibited when
own aircraft is below the radio altimeter altitude listed in the following table.
21/20
PAGE 1(3)
Jul 08/94
3. DESCEND RA INHIBIT:
The descend RA inhibit altitude remains unchanged, descend resolution advisories (RAs) will be inhibited
when own aircraft is below the radio altimeter altitudes listed in the following table.

4. INCREASE DESCEND RA INHIBIT:
The increase descend RA inhibit altitude remains unchanged, increased descend resolution advisories
(RAs) will be inhibited when own aircraft is below the radio altimeter altitudes listed in the following table.
Climbing/Descending: 1450 ft AGL 1450 ft AGL
5. TCAS MODE CHANGE:

With TA/RA (AUTO) mode selected the system will automatically switch from the TA ONLY mode to the
TA/RA (AUTO) mode or from the TA/RA (AUTO) mode to the TA ONLY mode at own aircraft radio altimeter
altitudes listed in the following table.
TA ONLY to TA/RA mode

TA/RA to TA ONLY mode

These altitudes are applicable in the absence of other aircraft inhibits being valid at a higher altitude. An
example of this is on descent where the aircraft is both climb inhibited and descend inhibited at an altitude
higher than 400 ft AGL (Baseline) or 900 ft AGL (Change 6.04A). The TCAS mode would change from
TA/RA to TA ONLY at that higher altitude.
6. AIRCRAFT ON GROUND ALTITUDE:

Terrain fluctuations near the airport can, in some instances, result in the barometric ground altitude esti-
mate being lower than the airport elevation. As a result TCAS may issue traffic advisories (TAs) against
aircraft that are on or near the ground. To prevent such traffic advisories the ground altitude allowance value
used by TCAS has been increased in accordance with the following table.
BASELINE: 190 ft +/ 10 ft
CHANGE 6.04A Enhanced: 380 ft +/ 20 ft
21/20
PAGE 2(3)
Jul 08/94
OPERATION
The occurence of traffic alerts (TAs) against legally separated IFR traffic and when own aircraft is below 5000
feet has resulted in changes to the Vertical Threshold and the Alarm Time parameters. The threshold has
been reduced from 1200 feet to 850 feet for altitudes up to FL300 (30 000 feet). The alarm time change al-
lows TCAS to better adapt to the terminal airspace.
Similarly, resolution advisories (RAs), either preventive or corrective, in the terminal area were considered to
be excessive, as were RAs against projected crossing threat traffic that levels off approximately 1000 feet
away, both when own aircraft is level and when own aircraft has a high vertical rate. It was also necessary to
make the system more tolerant of assigned altitude overshoots of up to 400 ft. Changes were made to the
Vertical Threshold and Alarm Time parameters for RAs to reduce the occurrence of these advisories.
Immediate and smooth response to a Resolution Advisory (RA) is required to obtain maximum separation.
While TCAS II RA algorithms are based upon the pilot initiating the initial maneuver within 5 seconds of the
RA, and within 2.5 seconds for additional corrective RAs (increase or reversal) that may be issued. Any
delay in responding to RAs will reduce the separation provided. The pilot should respond immediately to the
RA even if the intruder is not in visual contact.
21/20
PAGE 3(3)
Jul 08/94
OB
OPERATIONS BULLETIN NO. 23, Rev A
Manually operated BETA STOP
WARNING
Cockpit warning placard

PROHIBITED TO MOVE POWER LEVERS- Ref. U.S. FAA AD 940909
BELOW FLIGHT IDLE WHEN AIRBORNE SB 34076033.
GENERAL
Manipulation of PLs below Flight Idle Stop when airborne has caused one accident and several incidents in-
cluding uncontrolled flight, power loss on one or both engines as well as severe engine damage. Due to this
situation an automatic PL Stop will be implemented in the fleet over the next two years.
Despite the above cockpit warning placard, during a recent incident both PLs were unintentionally moved be-
low FLT IDLE on final approach, whereby one engine flamed out completely. The other engine did relight au-
tomatically. Therefore SAAB has decided to provide the fleet with a manually operated PL Stop, called BETA
STOP (Mod No. 2609, SB 76034). This is an interim measure until the automatic PL Stop is incorporated.
The purpose of the BETA STOP is to prevent any PL from being unintentionally moved into the beta range
during flight.
The use of the stop requires additional procedures and a slight modification to the Normal Checklist.
DESCRIPTION
The stop consists of a simple flap marked BETA OPEN on one side and BETA STOP on the other side.
When lifted and positioned fully forward and down (BETA STOP), the stop will prevent PL movement into the
beta range. The stop will act as a backup approx. 2 mm (1/10 inch) behind the PLs when in the FLT IDLE
position. When the stop is lifted and positioned aft (BETA OPEN) the PLs are free to be moved into beta and
reverse. The stop is designed to be operated aft by use of a single finger (other fingers clenched).
NORMAL PROCEDURES AND CALLOUTS

The stop should be in BETA OPEN position during all ground operations including take off run (Fig.1).
The stop should be lifted and positioned fully forward and down into BETA STOP position during climbout
after takeoff. This item should be included in the climb checklist. The stop should remain in BETA STOP
during the whole flight until after touchdown (Fig. 2).
NOTE
Individual operators might require adjustments of the recommended procedures due to special operating
landing conditions. This should be discussed with the respective operators national Aviation
Authority.
It is recommended that the beta stop operation should be included in the approach briefing.
Just before touchdown, PNF should be prepared to remove and set the stop to BETA OPEN position
(Fig. 3).
Immediately after touchdown, PNF should remove and set the stop to BETA OPEN position (Fig. 4).
21/23
PAGE 1(3)
Feb 20/95
Callouts will facilitate the operation.
NOTE
The following callouts are recommended by SAAB, however, they may not necessarily meet all the needs
for all airlines. It is important that appropriate Company standard callouts are determined and established.
CALLOUT BY CONDITION/REMARKS
Orders Beta Stop to be lifted and set into

After takeoff; Beta Stop PF
BETA STOP position.
Info to PF that the stop is removed and that

After touchdown; Beta Open PNF
PLs can be retarded.
WARNING
It is essential that PF manipulates the PLs in the normal way, thus retarding PLs to the normal FLT IDLE
stop when required, and not to the new BETA STOP. The old rule still applies:
DO NOT TOUCH PL LATCHES WHEN AIRBORNE (ref AOM 17.1 page 27/28).
WARNING
It is essential that the stop is removed immediately after touch down and before PLs are retarded to avoid
hang up with consequential delay in ground idle power application.
TRAINING
The crew should be briefed about the intended purpose of the stop and how to use it.
The stop is simple in design and simple to use, therefore no special training is required. However, before
first flight with the stop installed, pilots are recommended to exercise the stop, with PL manipulations in
and out of beta range, in a crew coordinated way including call outs. Further training should not be re-
quired.
It is recommended that all flight crews receive a copy of this bulletin.
PERFORMANCE
No change.
ABNORMAL AND EMERGENCY PROCEDURES
No change.
21/23
PAGE 2(3)
Feb 20/95
Position during
ground operation
Fig 1
Position during flight
Fig 2
Just before touch down
Fig 3
Immediately after touch down

Fig 4
A14020
BETA STOP OPERATION
21/23
PAGE 3(3)
Feb 20/95
OB
Start Control and Procedures Changes
BACKGROUND
In an effort to improve the reliability of the Power Distribution Units (PDU), additional changes are being made
to the aircraft wiring to protect some of the relays used during start operations from power interruptions if the
GPU should malfunction or drop off line during a start. There are also additional steps that the flight crew can
take to help improve the aircraft reliability. These topics are discussed below.
OPERATIONAL EFFECTS ON THE AIRCRAFT ELECTRICAL SYSTEM AS A RESULT OF MOD NO. 2617,
SAAB SB 24025 (ADDITIONAL CHANGES TO THE ENGINE START CONTROL POWER SUPPLY)
This modification provides an improved electrical environment for the start relays, the battery relays and the
external power relay during start operations when the aircraft is powered from a Ground Power Unit (GPU).
The power supply changes are as follows:
LH Start relay coil power is moved to the LH Hot Battery Bus
RH Start relay coil is already powered by the RH Hot Battery Bus (Mod No. 2418 SB 24020)
During starter operation, the following components will be powered by the Emergency Battery Bus:
LH and RH Battery disconnect relays
External Power relay coil
External Power Switch
These changes also prevent the battery relays from closing into the start currents as long as the Start Switch
is held or the start relay is energized (if the GPU should malfunction or drop off line). The start will no longer
continue on battery power as presently described in the AOM.
If all systems work properly there will be no changes in the cockpit procedures during a start with Mod No.
2617 installed. However, if the GPU should drop off line while the Start Switch is being held in the Start posi-
tion or anytime that the start relay is energized, there will be a loss of electrical power to the aircraft. Since
the battery relays will no longer automatically energize with the loss of ground power, the only busses that will
be powered are the LH and RH Hot Battery Busses and the Emergency Battery Bus until the start switch is
released (during a motoring start) or the Condition Lever is moved to Fuel Off (during a normal start).
The loss of power will effect most systems in the cockpit as well as the cabin lighting. Since the Ground Pow-
er Switch is now powered by the Emergency Bus during the start, the External Power Switch will not auto-
matically move to the OFF position. Electrical power will be restored (Main battery power) once the Condition
Lever is moved to Fuel OFF (during a normal start) or the Start Switch is released (during a motoring start)
and the External Power Switch moves to OFF. As a result of this event, the flight crew should request another
ground power unit or do a battery or cross generator start depending on the available power supply.
Particular attention should be given to the engine temperature (ITT) since the loss of the GPU may result in a
Hung Start depending on when the GPU drops off line. If ITT may not be supervised due to darkness in the
cockpit the motoring start should be aborted. Take the Condition Lever to Fuel Off and the light will come on
again.
21/25
PAGE 1(2)
Feb 02/01
GROUND POWER UNIT SUPPLIED START PROCEDURES

At no time should the Ground Power Switch be intentionally selected to OFF during start procedures. The
Battery Relays are not designed to close into start current. If the flight crew experiences problems with the
GPU during start, the DISCONTINUED ENGINE START procedure should be followed (Ref. 17.2).
IGNITION SWITCH AND CONDITION LEVER SEQUENCING
The mods discussed in this bulletin protect the electrical system from poor ground power supply. This section
discusses what the flight crews can do to contribute to aircraft and component reliability.
It is possible that the electrical power interruptions that occur during the engine start and effect PDU reliabil-
ity are caused by cockpit procedures. If during a Motoring start the IGN switch is set to NORM and the CL is
advanced to START at about the same time with the IGN switch leading the CL movement, the start signal to
the start relay will be interrupted momentarily similar to a poor ground power unit. The flight crew will not see
the interruption in the cockpit displays. This causes the start relay to begin coming open and then go closed
again resulting in nothing more than loss of contact pressure causing burning of the contacts (major reason
for removal of PDUs). To prevent this from happening, the flight crew should verify that the CL is in the
START position before setting the IGN switch to NORM. At no time should the CL be moved below the
START detent unless the start is being terminated or the engine is being shut down using published proce-
dures.
The Motoring Start Procedure indicates the order of events as follows (Ref. 22.2 pg 12):
PL to GND IDLE
CL in FUEL OFF and Check: Bus Tie green light ON
L/R Avion switches OFF
Stby Press light (ON or OFF)
IGN switches OFF
NO BAT START light (not illuminated)
LP holds the START switch to L/R and calls Fuel On when the ITT is below 175C
RP then advances CL to START
When CL is at START, LP immediately sets IGN switch to NORM while holding START switch
Hold the START switch until light up
LP then moves right hand to CL
CAUTION
Turn IGN switch to NORM within 2 seconds after CL is moved to START. If not, retard CL to FUEL OFF
and motor engine.
21/25
PAGE 2(2)
Feb 02/01
OB
Modified Engine Intakes
BACKGROUND
To improve antiicing of the inlet, a redesign of the intake heating system has been performed. Part of the
improvement is an increase in the electrical power. The modified intake will now be installed in some aircraft
at selected operators in accordance with a Controlled Service Introduction Program as a final proof of the im-
provement.
The modification is covered in:
SB 30054 Mod No. 2662 for Lucas intakes (ACT)
SB 30055 and 30057 Mod No. 2664 and 2708 for Cox intakes.
Because of an increased electrical power demand from the AC generators the thrust will be slightly reduced
when Engine AntiIce is selected ON. This will affect the performance charts/tables in the AOM and AFM
listed below.
With Engine AntiIce ON, enter the appropriate performance charts/tables with 100 lbs/50 kg more than actu-
al weight when calculating performance.
AOM
Climb Limited Takeoff Weight
One Engine Service Ceiling
Drift Down
Approach Climb Limited Landing Weights
Speed and SAR, single engine.
AFM
Climb Limited Takeoff Weights and Second Segment Climb Gradients
Approach Climb Limited Landing Weights
Final Climb Gradients and Speeds
Enroute Single Engine Net Gradients and Speeds.
21/27
PAGE 1(1)
Apr 30/97
OB
OPERATIONS BULLETIN NO. 32
CT79B Power Fluctuations
EFFECTIVITY
Applicable to all Saab 340B aircraft.
GENERAL
Even when operating in accordance with published requirements for activation of the engine antiice system,
very shortduration (14 seconds) power fluctuations may occur. These power fluctuations are the result of
snow / ice accumulation in the birdcatcher that is sometimes ingested into the engine. Ingestion of this snow /
ice, in some cases, causes momentary (less than 2 seconds) quenching of the combustor, and / or selfre-
covering ingestion compressor stall. Reports from pilots show that power fluctuations will occur primarily at
altitudes greater than 10,000 feet while operating at temperatures between ISA and ISA+20 in icing condi-
tions, or shortly after leaving such conditions.
It should be noted that in almost 9 million hours of Saab 340 operation only one actual engine shutdown has
been experienced as a result of a power fluctuation. Investigation of that incident discovered a failed fuse in
the engines DECU. As a result of the investigation, requirements were incorporated for an autoignition test
to be accomplished once per day (every flight for operation according to FAA regulations). Since then, no fur-
ther complications have been experienced with a power fluctuation.
In all cases, the power fluctuation requires no aircrew input for recovery, and incurs no adverse affects
on engine integrity or performance.
IDENTIFICATION
Power Fluctuation is defined as a selfrecovering shortterm single transient in engine parameters induced
by the ingestion of snow/ice. It is identified by a short illumination of the FSP IGN light. The light remains illu-
minated approximately 7 seconds even though the actual power fluctuation lasts only 14 seconds. In most
cases only small fluctuations in ITT, NG, and TQ will be visible for less than 4 seconds. Power fluctuations
may also cause a pop noise, a small yaw transient, or a visible flash coming out of the engine tailpipe.
DESCRIPTION
The power fluctuation phenomenon is well understood thanks to analysis of test and inservice data. This
data was obtained from DFDR information from actual events, aircrew reports, videotape of actual events
(recorded by cameras installed in the engine inlet during revenue service), water slug tests conducted by
G.E. in test cell rigs, ice tunnel testing and flight test results.
The video recordings showed small lumps of snow shedding from the aft wall of the birdcatcher and being
sucked into the engine. Figure 1 AG shows the sequence of events leading to a power fluctuation.
NOTE
Since activation of the autoignition system on Saab 340B aircraft is both more sensitive, and latches for
at least 7 seconds, pilot reports of power fluctuations on Saab 340B aircraft outnumber those for Saab
340A aircraft by 10 to 1.
For analysis purposes, power fluctuations have been separated into three distinct types, depending upon the
actual internal process within the powerplant, and the resulting external symptoms. The three types are de-
fined, along with resulting cockpit and other indications, as follows (see also Figure 2):
21/32
PAGE 1(7)
Oct 06/00
A Type I power fluctuation is caused by a full or partial quenching of the combustor caused by ingestion
of a water slug (from melted snow / ice). This results in a momentary ITT drop indicated on the cockpit
ITT indicator. The powerplant will selfrecover via the autoignition system, with restoration of set power
within 4 seconds. An audible pop may be heard, and a brief flash may be observed from the tailpipe as the
combustor relights. In some cases, slight yaw toward the affected powerplant may be felt. With a Type I
event, autoignition is probably necessary to ensure relight.
A Type II power fluctuation is a selfrecovering compressor stall caused by ingestion of a water slug
(from melted snow/ice) of a lesser amount than that causing a Type I event. The compressor stall causes a
momentary rise in ITT indication, and may be accompanied by an audible pop. The stall is selfrecovering,
and set power is restored within 2 seconds. Although autoignition will be triggered, the engine will selfre-
cover even without autoignition. As with the Type I, slight yaw may be experienced toward the affected
powerplant.
A Type III power fluctuation is a very minor engine disturbance. ITT, TQ, and NG indicator fluctuations
are very small and of short duration probably not noticeable to aircrew. The autoignition will probably
activate, thus the aircrew is likely to notice illumination of FSP IGN light.
An estimated 90% of reported events are classed a Type II or III event.
The autoignition system is triggered by exceedance of a prescheduled NG deceleration rate. This results in
a sensitive autoignition system. The autoignition system is also designed to remain activated for at least 7
seconds following the trigger during which time the cockpit light remains on. Thus, even though autoignition
is only required for recovery from a Type I event, even the small NG deceleration associated with Type II
and Type III events is sufficient to trigger autoignition. The autoignition system is illustrated in Figures
3AD.
PROCEDURES
No new procedures are required.
In accordance with already existing procedures, aircrews are reminded to always use Engine AntiIce in ac-
cordance with published recommendations i.e., Engine AntiIce should be selected ON well prior to enter-
ing icing conditions, which for Engine AntiIce operation are defined as +5C OAT (+10 for operation accord-
ing to FAA regulations) in visible moisture or clouds with visibility of less than one mile. In addition, upon
exiting such conditions, Engine AntiIce shall be left ON for 5 minutes.
The AutoIgnition System Test shall be conducted at engine shutdown. The autoignition system is tested by
observing the FSP IGN lights carefully as each engines CL is retarded to the FUEL OFF position. At fuel
shutoff, as NG begins to decelerate, confirm that the FSP IGN lights illuminate, and remain illuminated until
NG decelerates below 62%.
NOTE
Since study of the power fluctuation phenomena has shown that no negative effect on powerplant integri-
ty or performance will result from a power fluctuation, it is no longer necessary to perform a nnT after ex-
periencing a power fluctuation. Normal engine monitoring should continue.
MALFUNCTION PROCEDURES
No new malfunction procedures are required.
21/32
PAGE 2(7)
Oct 06/00
Figure 1: ILLUSTRATION OF A TYPICAL EVENT
A Snow/ice collects on aft

wall of birdcatcher
B Snow/ice breaks free,

moves forward and ...
C ... strikes aft edge of inlet

tounge and breaks up.
D In some cases some

particles move upwards
and are ingested,
passing through the IGV...
A23744
21/32
PAGE 3(7)
Oct 06/00
E ... and into the compressor.

In some cases, selfrecovering
compressor stall results
due to the ingestion of snow/ice.
F Water from melted snow/ice

continues aft into the combustor
section...
L IGN
G ... and, if the water content

is high enough, combustion is
quenched, but immediately
restored by the autoignition
system.
A23745
21/32
PAGE 4(7)
Oct 06/00
Figure 2: THE THREE TYPES OF POWER FLUCTUATIONS

TYPE I TYPE II TYPE III
80
70
TQ
%
60
50
900 ITT ITT NO ITT
ITT
C DROP RISE CHANGE
800
100
NG
%
80 Ng rate sufficient to activate auto ignition
0 4 8 0 4 8 0 4 8
Time s
A23815
21/32
PAGE 5(7)
Oct 06/00
Figure 3: SIMPLIFIED SCHEMATIC OF THE AUTOIGNITION SYSTEM

A. NORMAL OPERATION
L IGN
PWR
CONT
NORM
OFF
CONT
AUTO ALTERNATOR
EXCITER
UNIT
L IGN
30
Ng
Ng DECEL RATE (Ng %/sec.)
IGN ON
Ng %/sec.
25
Ng %
20
A23644
90 95 100
B. CONTINUOUS IGNITION OPERATION

L IGN

CONT CONT
PWR EXCITER
NORM AUTO ALTERNATOR UNIT
OFF
L IGN
30
Ng
IGN ON
Ng %/sec.
25
Ng %
20
A23645
90 95 100
21/32
PAGE 6(7)
Oct 06/00
C. NORMAL OPERATION AT POWER FLUCTUATION EVENT

L IGN
CONT CONT
PWR ALTERNATOR EXCITER
NORM AUTO UNIT
OFF
L IGN
30
Ng
IGN ON
Ng %/sec.
25
7-second latch
Ng %
20
A23646
90 95 100
D. NORMAL OPERATION, AFTER THE POWER FLUCTUATION EVENT

L IGN
CONT CONT
PWR EXCITER
NORM AUTO ALTERNATOR
UNIT
OFF
L IGN
30
Ng
IGN ON Ng %/sec.
25
7-second latch
Ng %
20
A23647
90 95 100
21/32
PAGE 7(7)
Oct 06/00
OB
FMS Erroneous Course Deviation Presentation
The purpose of this cover bulletin is to assure that operators of Saab 340 have received attached Universal
Avionics Service Bulletin, Alert Bulletin Number 3XXX.X.X.343366. The Service Bulletin from Universal
Avionics applies to FMS installations UNS1Lw P/N 3116X2111X.
21/34
PAGE 1(1)
Feb 22/10
OB
FMS Erroneous Steering and Guidance Condition
EFFECTIVITY
The purpose of this cover bulletin is to assure that operators of Saab 340 have received the attached Univer-
sal Avionics Service Bulletin Number 3XXX.( )343508. The Service Bulletin from Universal Avionics applies
to FMS installations operating with Software Control Number (SCN) 802.X/902.X, 803.X/903.X and
1000.0/1100.0 thru 1000.5/1100.5.
This applies to all Saab 340 aircraft with Mod. No. 3034 installed. Currently this modification is installed in
aircraft with serial number 217, 226, 270 and 280 only.
BACKGROUND
Universal Avionics has discovered a potential problem for approach. In the attached SB from Universal it is
stated that the FMS may produce erroneous guidance when the listed conditions are met. Below is a further
explanation of how the error occurs and the magnitude of the error.
DESCRIPTION
When the pilot selects GA mode via the Control Display Unit, the FMS cancels approach mode, deletes the
End Of Approach gap, and converts the following Initial Fix leg to a TracktoFix (TF) leg. This links the end
of the approach to the start of the missed approach procedure.
When conditions #1, #2 and #4 in the attached Universal SB are present, the TF leg is not properly initialized.
It should have zero length, but it will be assigned a length equal to the distance from the stepdown fix to the
runway and assigned a default track angle of 180T. When the faulty TF leg becomes the TO (TO/FROM) leg,
the FMS will initiate a turn to 180T.
If the approach is oriented in a southerly direction, the leg will immediately sequence and erroneous guidance
will not occur. If the approach is oriented in a northerly direction (condition #3 in the Universal SB), the FMS
could command a significant excursion from the intended path. The amount of the error will depend on the
approach and where and when GA is initiated.
PROCEDURE
Until Saab SB 34034235 has been implemented, the following applies:
The operator must investigate whether any of the used airports have approaches where the #1, #2 and #3
conditions exist, and thus the described error might occur. If this is the case, alternate procedures must be
established and made available to the flight crews. Consider either prohibiting use of the affected ap-
proaches, or requiring selection of HDG mode when initiating GA on such approaches.
21/35
PAGE 1(1)
Apr 10/12

Erroneus Guidance Caused by an Improperly Cancelled Holding Pattern
EFFECTIVITY
This operations Bulletin, which origins from Universal Avionics Service Bulletin 2XXX.( )343562, applies to
Universal Avionics FMS installations operating with SCN 802.7/902.7, 802.8/902.8, SCN 803.2/903.2, and
SCN 1000.3/1100.3 through 1000.6/1100.6.
DESCRIPTION
Universal Avionics has found an anomaly where a cancelled holding pattern can cause erroneous navigation
guidance if any subsequent procedure is containing any of the following leg types:
VD (Heading to DME Distance)
VI (Heading to Next Leg Intercept)
VR (Heading to Radial Termination)
CD (Course to DME Distance)
CI (Course to Next Leg Intercept)
CR (Course to Radial Termination)
When a HOLD is initiated (the NAV page shows HOLD ARMED) and then cancelled by ATC before the
HOLD activates (before the HOLD ARMED indication on the NAV page reverts to HOLDING). This can
cause failure to autosequence beyond that leg, if any of the legs listed above subsequently become the TO
leg.
OPERATING PROCEDURES
After cancelling of an initiated HOLD during flight:
After each waypoint, verify that correct track or heading is established.
AND
Use the direct to (DTO) function to sequence next active waypoint.
OR
Make a manual leg change from the NAV page 1 or 2. To change the leg, press the line select key adjacent
to the FR or TO field, as desired.
OR
From NAV page, manually select heading (HDG) function and proceed in FMS HDG mode to final appro-
ach.
After cancelling of an initiated HOLD when on ground:
Cycle the FMS ON/OFF before next departure.
21/39
PAGE 1(1)
Apr 01/15
Aircraft Operations Manual NORMAL PROCEDURES
CONTENTS
Normal Procedures
22/1 Normal Checklist

22/2 Expanded Normal Checklist
22 CONTENTS
PAGE 1
Apr 01/15
22 CONTENTS
PAGE 2
Apr 01/15
Normal Checklist
NORMAL CHECKLIST
Page
NORMAL PREPARATORY CHECK . . . . . . . . . . . N2

CHECKLIST
BEFORE ENGINE START CHECK . . N3
AFTER ENGINE START CHECK . . . . N4
TAXI CHECK . . . . . . . . . . . . . . . . . . . . . N5
BEFORE TAKEOFF CHECK . . . . . . . . N5
CLIMB CHECK . . . . . . . . . . . . . . . . . . . N6
DESCENT CHECK . . . . . . . . . . . . . . . . N6
APPROACH CHECK . . . . . . . . . . . . . . N7
LANDING CHECK . . . . . . . . . . . . . . . . . N7
AFTER LANDING CHECK . . . . . . . . . N7
PARKING CHECK . . . . . . . . . . . . . . . . . N8
SYMBOLS:
(1) Aircraft first flight of the day only

(2) After crew change.
After maintenance action.
When cockpit left unattended.
Dec 01/15 code 00 N1

N4
Normal Checklist
THIS PAGE IS APPLICABLE TO A/C WITHOUT QC. NORMAL CHECK LIST
(1) (2) PREPARATORY CHECK
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Electronic Flight Bag (EFB) (if installed) . . . . . . . CHKD
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/ON
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Emergency/Safety Equipment . . . . . . . . . . . . . . . . CHKD
Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
Side Panels/Oxygen . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF
Lamps (1)
Fire Warn
Fire Short
Smoke
Stall
CVR (1)
Walk around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

N4
Normal Checklist
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH QC. NORMAL CHECK LIST
( 1) (2) PREPARATORY CHECK
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Electronic Flight Bag (EFB) (if installed) . . . . . . . CHKD
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/ON
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Emergency/Safety Equipment . . . . . . . . . . . . . . . . CHKD
Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
Cargo XValve Handle . . . . . . . . . . . . . . . . . . . . . . . IN
Side Panels/Oxygen . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF
Lamps (1)
Fire Warn
Fire Short
Smoke
Stall
CVR (1)
Walk around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

N4
Normal Checklist
BEFORE ENGINE START CHECK
(CREW AT THEIR STATIONS)

Batteries . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD . . . . . . . . RP
External Power . . . . . . . . . . . . . . . . . . CHKD/ON . . . . . . . . RP
Bleed valves . . . . . . . . . . . . . . . . . . . . RESET/AUTO . . . . RP
Avionics . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD . . . . . . . . RP
Circuit Breakers . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Flight Recorder . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Parking Brake . . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP
Cabin Signs . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . LP
Engine Instruments/Ignition . . . . . . . CHKD/SET . . . . . . . LP
Fuel Quantity . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Cabin Pressure . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Power/Condition Levers . . . . . . . . . . GND IDLE/
FUEL OFF . . . . . . . LP
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Takeoff Data/Bugs . . . . . . . . . . . . . . . CHKD/SET . . . . . . . BP
Cleared for start
Beacon . . . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . LP
Doors/Status . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Recommended pitch trim setting with flaps 15 For

flaps
0
CG % MAC 10 15 20 25 30 35 38
UNITS UP UP UP UP DN DN ADD
1 1/4 1 3/4 1/4 0 1/4 1/2 1/2
UP

N4
Normal Checklist
THIS PAGE IS APPLICABLE TO A/C WITHOUT MOD

NO 2544 INSTALLED, CHANGE OF POWER SUPP-
AFTER ENGINE START CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Bus Tie . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
LY FOR ACARS COM AND INVERTER.
External Power . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . RP

Generators . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
Air Conditioning . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Emergency Lights . . . . . . . . . . . . . . . ARMED . . . . . . . . . . RP
Fuel Used . . . . . . . . . . . . . . . . . . . . . . RESET . . . . . . . . . . RP
Condition Levers . . . . . . . . . . . . . . . . MAX . . . . . . . . . . . . . LP
Ice Protection . . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP
Overhead Panel . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Clear signal . . . . . . . . . . . . . . . . . . . . . RCVD . . . . . . . . . . . LP

N4
Normal Checklist
THIS PAGE IS APPLICABLE TO A/C WITH MOD NO 2544

INSTALLED, CHANGE OF POWER SUPPLY FOR ACARS
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Bus Tie . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
External Power . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . RP
Generators . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . RP
INVERTER . . . . . . . . . . . . . . . . . . . . . CHKD/RESET . . . . RP
Emergency Lights . . . . . . . . . . . . . . . ARMED . . . . . . . . . . RP
Fuel Used . . . . . . . . . . . . . . . . . . . . . . RESET . . . . . . . . . . RP
COM AND INVERTER.
Condition Levers . . . . . . . . . . . . . . . . MAX . . . . . . . . . . . . . LP

Ice Protection . . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP
Overhead Panel . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
Clear signal . . . . . . . . . . . . . . . . . . . . . RCVD . . . . . . . . . . . LP

N4
Normal Checklist
THIS PAGE IS APPLICABLE TO A/C WITHOUT TCAS.

TAXI CHECK
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Altimeters . . . . . . . . . . . . . . . . . . . . . . XCHKD . . . . . . . . . BP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET ........ RP
Flight Instr/Radios . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
(1) Tests . . . . . . . . . . . . . . . . . . . . . . . PERF . . . . . . . . . . . . RP
RA
GPWS/TAWS
CTOT
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Briefing . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE . . . . . . BP
BEFORE TAKEOFF CHECK
External Lights . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP

T/O signal . . . . . . . . . . . . . . . . . . . . . . GIVEN . . . . . . . . . . . RP
Transponder . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Flight Controls . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
CWP . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . PUSH . . . . . . . . . . . RP

N4
Normal Checklist
THIS PAGE IS APPLICABLE TO A/C WITH TCAS.

TAXI CHECK
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
Altimeters . . . . . . . . . . . . . . . . . . . . . . XCHKD . . . . . . . . . BP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET ........ RP
(1) Tests . . . . . . . . . . . . . . . . . . . . . . . PERF . . . . . . . . . . . . RP
RA
GPWS/TAWS
CTOT
TCAS
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
External Lights . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP

T/O signal . . . . . . . . . . . . . . . . . . . . . . GIVEN . . . . . . . . . . . RP
Transponder/TCAS . . . . . . . . . . . . . . SET . . . . . . . . . . . . . RP
Flight Controls . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . BP
CWP . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD . . . . . . . . . . . LP
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . PUSH . . . . . . . . . . . RP

N4
Normal Checklist
CLIMB CHECK
Gear/Flaps . . . . . . . . . . . . . . . . . . . . . UP
Ice Protection/AP MODE . . . . . . . . . SET/SELECT . . . . . PNF
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Cabin Signs . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . LP
Air Conditioning . . . . . . . . . . . . . . . . . SET
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . OUT
Cabin Pressure . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . . ON
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Altimeters . . . . . . . . . . . . . . . . . . . . . . SET/XCHKD . . . . BP
DESCENT CHECK
Ice Protection . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Cabin Pressure . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . PNF
Bugs/CTOT . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . BP

N4
Normal Checklist
APPROACH CHECK
THIS PAGE IS APPLICABLE TO A/C WITHOUT ACAS/TCAS

Cabin Signs . . . . . . . . . . . . . . . . . . . . ON
Ice Speed . . . . . . . . . . . . . . . . . . . . . . DECIDE . . . . . . . . . BP
HP Valves . . . . . . . . . . . . . . . . . . . . . . SET
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON
Landing Signal . . . . . . . . . . . . . . . . . . GIVEN
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN . . . . . . . . . . PNF
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF
Condition Levers . . . . . . . . . . . . . . . . MAX . . . . . . . . . . . . . PNF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Yaw Damper . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . PF
AFTER LANDING CHECK
Gust Lock . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Ice Protection . . . . . . . . . . . . . . . . . . . SET
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . SET
HP Valves . . . . . . . . . . . . . . . . . . . . . . CLOSED
Diff. Pressure . . . . . . . . . . . . . . . . . . . CHKD
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder . . . . . . . . . . . . . . STBY
Auto Ignition Test (1) . . . . . . . . . . . . . PERF

N4
Normal Checklist
THIS PAGE IS APPLICABLE TO A/C WITH ACAS/TCAS.

APPROACH CHECK
Cabin Signs . . . . . . . . . . . . . . . . . . . . ON
Ice Speed . . . . . . . . . . . . . . . . . . . . . . DECIDE . . . . . . . . . BP
HP Valves . . . . . . . . . . . . . . . . . . . . . . SET
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . ON
Landing Signal . . . . . . . . . . . . . . . . . . GIVEN
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN . . . . . . . . . . PNF
Hydraulics . . . . . . . . . . . . . . . . . . . . . . CHKD
Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF
Condition Levers . . . . . . . . . . . . . . . . MAX . . . . . . . . . . . . . PNF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SET . . . . . . . . . . . . . PNF
Yaw Damper . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . PF
AFTER LANDING CHECK
Gust Lock . . . . . . . . . . . . . . . . . . . . . . ON . . . . . . . . . . . . . . RP
Ice Protection . . . . . . . . . . . . . . . . . . . SET
Autocoarsen . . . . . . . . . . . . . . . . . . . . OFF
HP Valves . . . . . . . . . . . . . . . . . . . . . . CLOSED
Diff. Pressure . . . . . . . . . . . . . . . . . . . CHKD
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder/ACAS/TCAS . . STBY
Auto Ignition Test (1) . . . . . . . . . . . . . PERF

N4
Normal Checklist
PARKING CHECK
Parking Brakes . . . . . . . . . . . . . . . . . . SET/CHKD . . . . . . . LP

Ice Protection . . . . . . . . . . . . . . . . . . . OFF
Avionics . . . . . . . . . . . . . . . . . . . . . . . . SET
Generators . . . . . . . . . . . . . . . . . . . . . SET
Condition Levers . . . . . . . . . . . . . . . . FUEL OFF
Seat Belt Sign . . . . . . . . . . . . . . . . . . OFF
Air Conditioning . . . . . . . . . . . . . . . . . SET
Emergency Lights . . . . . . . . . . . . . . . OFF
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
Batteries . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
Dome Light . . . . . . . . . . . . . . . . . . . . . ON/OFF

N4
Expanded Normal Checklist
EXPANDED NORMAL CHECKLIST

The purpose of the expanded checklist is to explain the action to be taken in connection with each item of the
Normal Checklist.
Normal procedures are accomplished by recall.
Checklists are read at specified points to verify that the aircraft is in a correct configuration and that systems
are in the status required for any particular phase of flight.
The pilot who is performing the Preparatory Check is not specified.
Before Engine Start Check and onwards, the checklist should be read by RP on the ground and PNF when
airborne. Symbols specify the pilot who is to perform the checkitem and verbally reply to challenge, after the
item is checked. If no symbol, the item is performed by the pilot reading the checklist, however, verbal chal-
lenge and reply may be omitted.
When a specific set of check items is complete, the pilot accomplishing the challenge will call ..... checklist
complete with the name of the appropriate checklist inserted.
Checklist symbols
(1) Aircraft first flight of the day only
(2) After crew change.

After maintenance action.
When cockpit left unattended.
PF Pilot Flying
PNF Pilot Not Flying
LP Pilot occupying left hand seat
RP Pilot occupying right hand seat
BP Both pilots
Words inside quotation marks (........) should be regarded as callouts and orders.
Items without explaining text are considered selfexplanatory.
In the expanded checklist, between checkitems, are some procedures (framed) to be used to facilitate the
operation. (See also section 25, FLIGHT PROCEDURES)
The checklists follow a standardized scan of the cockpit panels except when required by logic of actions prior-
ity. This provides the flight crew with established patterns for performing the normal procedures and check-
lists.
22/2
PAGE 1
Jun 01/16
4
1
1
A10326
Fig. 1 Standardized cockpit panels scan
22/2
PAGE 2
Jun 01/16
The first check items, to Overhead Panel, are easiest performed prior to taking the pilot seat (one pilot on
board).
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Check flap handle to correspond to actual flap position.
Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Perform the above items prior turning on any electrical power (battery or external).
Electronic Flight Bag (EFB) (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

Make sure EFB does not obstruct ACP.
Make sure EFB does not obstruct Nose Wheel Steering.
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD
Check the batteries individually and with load. Minimum for engine start is 24V on
each.
L BAT ON check L BAT voltage.
R BAT ON and L BAT OFF check R BAT voltage.
L BAT ON.
Bus Tie should be on during this test.
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/ON

If EXT PWR AVAIL (blue) light is on, check EXT PWR below 30V, set the switch to
ON and check 26 29V.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
If no external power available:
L/R AVION switches should be OFF during engine starts, ON after first engine
start (for AHRS initialization) then OFF prior second engine start.
If external power available:
Set all three AVION switches to ON. AHRS will start initialization. Set L/R AVION
switches to OFF prior engine start. Set switches to ON after second engine is
started and both generators are on line.
(Contd)
22/2
PAGE 3
Jun 01/16
(1) (2) PREPARATORY CHECK (Contd)
Emergency/Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

Check Emergency and Safety Equipment according to company configuration.
Check PBEs in accordance with manufacturers procedures.
Life vests ( )
Flash lights (2)
Crash axe (1)
Handpump rod (1)
Fire extinguisher (1)
Smoke goggles ( ) PBE ( )
Gear pins and Pitot covers (3+3)
Full face mask ( )
Oxygen bottle ( )
Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
Check all the required manuals and documents are on board.
Cargo XVALVE Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN

(Applicable to QC aircraft).
Side Panels/Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

Static Press Valves OPEN
GPWS Flap (TAWS Flap) /Rudder Limiter NORM/GUARDED
(Applicable to aircraft with the Rudder Limiter switch located on the right side
panel)
GPWS Flap (TAWS Flap) NORM/GUARDED
(Applicable to aircraft with the Rudder Limiter switch located on the pedestal)
Oxygen
Pull oxygen handle. Check green mark and required oxygen supply pressure.
Check L/R flight crew oxygen masks and microphones.
Oxygen selector 100%
Momentarily turn pressure selector and check flow.
Set BOOMMASK switch on audiopanel to MASK. Increase INT/SPKR volume
and knock at mask.
Speaker noise indicates proper microphone function. Set BOOMMASK switch
to BOOM position.
Check passenger oxygen valve lever down.
(Applicable to aircraft without dropout system)
Check passenger oxygen control knob in ARM position.
(Applicable to aircraft with dropout system)
If jump seat is going to be occupied, check additional oxygen mask.
(Contd)
22/2
PAGE 4
Jun 01/16
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

Fire Handles IN/safetied
Engine/Cargo Fire Extinguishers OFF/safetied
Ice protection system
STBY PITOT OFF
W SHIELD OFF
PROPELLER OFF
ENGINE OFF
L/R AC GEN ON/guarded
AIR SUPPLY ON
BOOT IND ON
AUTO CYCLING OFF
INT LIGHT as required
Left EFIS switches NORM/guarded
Fuel system
X FEED OFF
CONN VLV CLOSED
L/R STBY PUMP AUTO/guarded
Propeller system
L/R PUMP OFF/guarded
AUTOCOARSEN OFF
To prevent autocoarsen system activation during
first engine start.
R PROP BRK OFF (i.a.)
Engine system
L/R IGN NORM/guarded
INT LIGHT as required.
AC electrical system
26 V MAIN INV
MAIN INV 115V 26V ON
(Applicable to aircraft with one main and one standby inverter).
AC electrical system
INVERTER switch 1 or 2
(Applicable to aircraft with two invertersno standby inverter, Mod. No. 2024).
DC electrical system
L/R GEN OFF
Cabin signs as required
(Contd)
22/2
PAGE 5
Jun 01/16

Air conditioning system
Cabin/Flight Deck TEMP SELECT AUTO
Cabin/Flight Deck RECIRC switches OFF
L/R BLD/HP VALVES CLOSED
Emergency systems
ELT ARMED/guarded
PRESS DUMP OFF/guarded
EMER LIGHT OFF
Right EFIS switches NORM/guarded
Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
ROLL & PITCH disconnect handles IN and safetied
Hydraulic & AntiSkid.
HYDR PUMP AUTO.
ANTI SKID switch ON
Pressures and quantity within green arc. If pressure below green arc, momen-
tarily set HYDR PUMP switch to OVRD.
Cabin pressure.
Mode SELECTOR MAN then AUTO and check FAULT light to come on and go
out.
Manual pressurization knob at index i.e. closed.
Rknob at index.
Aknob to departure field elevation.
Bknob to ONH.
Gust lock ON
Press rudder pedals.
Check all flight controls are locked.
Power/Condition Levers GND IDLE/FUEL OFF
CTOT switch OFF.
RUD LIM switch NORM/GUARDED.
(Applicable only to aircraft with the Rudder Limiter switch located on the
pedestal)
Trims
Check both directions,then;
Aileron zero.
Yaw 1 unit right.
Pitch zero. Should be reset considering actual CG when load is known.
(Contd)
22/2
PAGE 6
Jun 01/16

Lamps.
Check the failure monitoring light on TEST 1 panel to be out.
Hold LAMPS UPR/LWR test switch in UPR position to check:
Annunciator lights on overhead panel and single chime come on.
Hold LAMPS UPR/LWR test switch in LWR position to check:
Annunciator lights on glareshield and flight instrument panel to come on to-
gether with triple chime.
Fire warning.
Hold FIRE test switch in L/R position and check:
L/R MASTER WARNING push light to cancel sound.
L/R ENG FIRE and TAIL PIPE HOT (CWP) lights.
L/R Fire Handle light to come on.
Fire short.
Hold FIRE SHORT test switch in UP position and check:
L/R MASTER CAUTION push light to cancel sound.
L/R FIRE DET FAIL (CWP) light
Smoke
Hold SMOKE test switch in UP position and check:
AVIONIC SMOKE, CARGO SMOKE and LAV SMOKE (CWP) lights.
Smoke (Applicable to QC aircraft).
Hold Smoke 1 test switch in UP position and check:
AVIONIC SMOKE, CARGO SMOKE and LAV SMOKE (CWP) lights.
Hold SMOKE 2 test switch in AFT and FWD positions and check:
In passenger configuration; there should be no response.
In cargo configuration; L/R MASTER WARNING push light to cancel sound
and CARGO SMOKE (CWP) light to come on in both positions.
(Contd)
22/2
PAGE 7
Jun 01/16

Tests (Contd)
Stall
Gust lock OFF.
Hold STALL 1 switch in UP position and check:
L/R stickshakers.
L/R stall warning clacker sound.
Hold STALL 2 switch in UP position and check:
L/R stickshakers.
Pull control column to rear position.
Hold STALL 1/2 switches in UP position and check:
L/R stickshakers.
Stickpusher to push.
PUSH 1/2 lights ON.
Pull control column to rear position.
Hold STALL 1/2 switches in DOWN position and check:
L/R stickshakers
Stickpusher not to push
Gust Lock ON.
CVR
Press TEST button and check TEST light or green band indication as applicable.
If external power not available and a delay is

expected, set L/R BAT switches to OFF to save
the batteries.
WALK AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
22/2
PAGE 8
Jun 01/16
BEFORE ENGINE START

(Crew at their stations.)
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD RP
Check the batteries individually and with load. Minimum for engine start is 24V on
each.
L BAT ON Check L BAT voltage.
R BAT ON and L BAT OFF Check R BAT voltage.
L BAT ON.
Bus Tie should be on during this test.
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/ON RP

When EXT PWR AVAIL (blue) light is on, check EXT PWR below 30V, then set the
switch to ON and check 26 29V.
Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET/AUTO RP

To facilitate engine acceleration.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP
If no external power available:
L/R AVION switches should be OFF during engine starts, ON after first engine
starts (for AHRS initialization) then OFF prior second engine start.
If external power available.
Set all three AVION switches to ON. AHRS will start initialization. Set L/R AVION
switches to OFF prior engine start. Set switches to ON after second engine is
started and both generators are on line.
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHKD RP
Check oxygen handle UP and required oxygen supply pressure.
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

Check all circuit breakers to be in.
Flight Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LP

Set trip number, leg and date (if applicable).
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD LP

If required reset parking brake.
Check PARK BRK (CWP) light on.
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON LP
(Contd)
22/2
PAGE 9
Jun 01/16
BEFORE ENGINE START

(Crew at their stations.) (Contd)
Engine Instrument/Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/SET LP

Check all engine instruments:
TRQ, PROP and ENG OIL pressures zero.
ITT, PROP and ENG OIL temperatures to indicate actual temperatures.
FUEL FLOW zero.
Set L/R IGN switches OFF to prepare for a motoring start if:
ITT is above 175
Tailwind conditions.
Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP

Check fuel quantity.
Maximum unbalance 200 lbs (90 kgs)
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
Check pressures and quantity within green arc. If pressure below green arc, mo-
mentarily set HYDR PUMP switch to OVRD.
Cabin Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LP

Set Bknob to QNH.
Power/Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE/

FUEL OFF LP
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LP
Aileron zero.
Yaw 1 unit right.
Pitch acc. to CG % MAC.
Takeoff Data/Bugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/SET BP

ATIS, Performance. Perform takeoff briefing as applicable.
Review possible icing conditions, handling of deice/antiice system and autopilot
mode selection during takeoff and climb out.
Set altimeter to QNH (QFE if applicable). Set left altimeter after AHRS initialization
complete.
Set IAS and TRQ bugs.
Internal IAS Bug must be set after AHRS initialization.
Cleared for start
Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON LP
Doors/Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP
Check DOORS caution lights and FUELING blue light to be OUT.
RP checks Fuel Service Door on right wing to be closed.
22/2
PAGE 10
Jun 01/16
Engine Start Procedures
See also AOM 17, POWER PLANT, NORMAL PROCEDURES.
Before starting any engine or releasing propeller brake, RP and LP respectively shall check
propeller area clear, then call out Clear right, Clear left. Perform this check in addition to any clear-
ance obtained from ground staff.
All engine starts are recommended to be performed as motoring starts.
Battery start wait at least 70s between the first and second engine start to allow for cooling of the first
starter/generator and AHRS initialization (elapsed time to start after first generator online).
GPU start wait at least one minute betwen the first and second engine start to allow for cooling of the
EXT PWR relay if onside starting (both engines started on EXT PWR) is performed or the first Starter/
generator if crossover start is performed (elapsed time to start after first generator online). AHRS ini-
tialization prior to first engine start.
NOTE
See 17/2 in the AOM for valid engine starting limits concerning each different start method GPU start,
battery start and crossover start.
NOTE
It is essential to check the BUS TIEfunction:
BUS TIE light must be ON before any engine start.
BUS TIE light must be ON before selecting any generator switch RESETON and before EXT PWR switch
is set to OFF.
NOTE
ENG TRQ and ENG TEMP instruments may indicate full scale deflection for approximately 3 sec after
initiation of engine start sequence.
This will happen prior to ignition.
PL in GND IDLE.
CL in FUEL OFF and check:

BUS TIE green light ON.
L/R AVION switches OFF.
STBY PRESS light (can be ON or OFF).
IGN switches OFF.
NO BAT START light.
LP holds START switch (L/R) and calls Fuel on when Ng has ceased to accelerate and ITT below
175 C.
RP then advances CL to START.
When CL is at START, LP immediately sets IGN switch to NORM while holding START switch.
Hold the START switch until light up.
LP then moves right hand to CL.
(Contd)
22/2
PAGE 11
Jun 01/16
Engine Start Procedures (Contd)
CAUTION
Turn IGN switch to NORM immediately after CL is moved to START. If not, retard CL to FUEL OFF and
motor engine.
Check that light up occurs a few seconds after CL is moved to START, then monitor instruments.
Monitor instruments:
Ng.
fuel flow.
light up.
oil pressure (engine and propeller).
Ng steady increase.
NOTE
If the start fails, SHUT DOWN engine immediately by retarding CL to FUEL OFF. Set IGN switch to OFF
and motor to below 175 C if required.
After engine has stabilized at GND IDLE, check and perform:
Engine/Fuel panels. All lights should be out for engine started.

BUS TIE green light on.
GEN switch RESET/ON.
If battery start, set L/R AVION switches to ON for AHRS initialization.
When initialization completed set to OFF prior second engine start.
If EXT PWR Start, let L/R AVION switches remain in OFF until second engine has been started.
Start second engine as above, then;
Signal or order EXT power and chocks away i.a.

Set AUTOCOARSEN switch to ON.
Set L/R AVION switches to ON.
Turn on airconditioning.
Set EMERG LIGHT to ARM/guarded.
When clear signal received, advance CLs to MAX, turn on ice protection as required and order AFTER
ENGINE START CHECK.
NOTE
Set EXT PWR switch to OFF prior ordering external power to be disconnected.
22/2
PAGE 12
Jun 01/16
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON RP
Set AUTOCOARSEN switch to ON after second engine start.
Check AUTO COARS LOW Light to come on.
Bus Tie function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD RP

This is a check item that the BUS TIE function was properly checked. BUS TIE
should come on after each engine start. If any doubt, momentary cycle each gen-
erator, one at a time, switch to OFF and then back to RESET/ON. Check that BUS
TIE illuminates.
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF RP

Check EXT PWR switch and light OFF and blue status light is out.
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD RP
Check voltage to be minimum 27,5 V.
Check current to be minimum 50 A.
INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD/RESET RP
If tripped set INVERTER switch to OFF and then back to position 1 or 2.
(Applicable to aircraft with Mod No 2544, changed power supply for inverters and
ACARS COM3.)
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP

RECIRC FAN switches ON.
Use HPbleed only if required. Turn off HPbleed as soon as requirement no long-
er exists. For HPbleed operation see also sect. 17, POWER PLANT.
Emergency Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED RP
Fuel Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET RP

Turn and push knob to reset indicator.
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX LP

Move CL out of START into MINMAX range. The propeller starts unfeathering
and PRPM increases. Monitor Ng which should start to increase at 830 PRPM.
The PRPM should stabilize at 1040. If Ng increases prior to 830 PRPM retard CL
to FUEL OFF immediately.
(Contd)
22/2
PAGE 13
Jun 01/16
AFTER ENGINE START CHECK (Contd)
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD LP

STBY switch ON. Confirm STBY PITOT caution light OFF.
L/R SIDE and L/R FRONT WINDSHIELD switches NORM. Wait 7 minutes before
turning to HIGH, if required. Confirm L/R FRONT & SIDE caution light OFF.
Engine antiice ON if icing conditions. Confirm lights. For a/c with Mod no 3529
the Ice Speed function will automatically arm. Check ICE SPEED light to be out.
If flight into known or forecasted icing condition;
Momentarily set L/R PROP deice switches to NORM/MAX and check blue
lights on and then out and L/R PROP caution lights OFF.
Set one HP BLD VALVE switch to AUTO. Set AUTO CYCLING switch momen-
tarily to ONE CYCLE position and check green indication lights to come on one
at a time. Set HP BLD VALVE switch to CLOSED.
Ice Detector test (if Mod. No. 3168 installed);
Set ICEDET switch in TEST position and check blue L and R ENG AICE sta-
tus lights flashing and white ICE COND indication light illuminated.
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
EFIS / STBY HORIZON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

No ATT/HDG flag on EADI and EHSI, also no fluctuations/disturbances.
If ATT/HDG flag visible after initialization, perform procedure according to ABNOR-
MAL CHECKLIST.
Check Standby Horizon for normal indication and no flag.
Clear signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCVD LP

Indicates ground equipment disconnected and chocks are away. From ground staff
point of view the aircraft is clear to start taxiing.
When taxi clearance obtained RP checks right side and calls Clear right. RP continues to check right side
until aircraft is clear of any possible obstacle or ground traffic.
When clear of ramp area LP orders Flaps fifteen TAXI CHECK or, if zero degree takeoff, Flaps zero
TAXI CHECK.
TAXI CHECK
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
Check brakes during initial start of taxiing.
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XCHKD BP
Call out readings and crosscheck indications.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5SET RP
LP verifies correct flap setting.
Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

Both pilots check EFIS and Standby Horizon.
(Contd)
22/2
PAGE 14
Jun 01/16
TAXI CHECK
(Contd)
In turns check horizons (3) are steady.
Check headings correspond to outside reference or standby compass. Check
headings are steady.
Set course pointers to correct courses. Check ADF/NAV appropriate frequencies
and identify stations
(1) Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF RP

RA.
Press and hold RA TEST button and check:
Radio height 50 ft
Flashing DH annnunciator
DH light comes on (if installed)
GPWS.
Press and hold GPWS TEST button and check Glide slope Pull up
TAWS (if installed).
Select WXR on EHSI and/or MFD.
Select WXR mode on WXP to STBY.
Press TAWS test button shortly and check FAULT field in both TERR AWARE
indicators illuminate, both BELOW G/S illuminate, aural warning GLIDES-
LOPE, both BELOW G/S turns off, both TERRAIN lights illuminate, aural warn-
ing PULL UP sounds, terrain image is turned on, aural warning TERRAIN
TERRAIN PULL UP sounds, both terrain lights is turned off, the test terrain
image is turned off (after several sweeps) and FAULT field in both TERR
AWARE indicators is turned off.
CTOT.
Turn CTOTknob fully counterclockwise.
Set CTOT switch to ON and check;
no increase of Ng should Ng start to accelerate, immediately set CTOT switch
to OFF. The test has failed. Return to ramp and call maintenance.
Set CTOT switch to OFF.
Turn CTOT knob to takeoff value.
ACAS/TCAS (if installed)
For system test see sect. 19.
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP
Check CTOT knob at takeoff value.
Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE BP
Hold this item until clearance received.
See AOM 25, FLIGHT PROCEDURES, TAKEOFF BRIEFING.
22/2
PAGE 15
Jun 01/16
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP

Set Beacon light to HI (i.a.)
See AOM 25, FLIGHT PROCEDURES.
T/O signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GIVEN RP

Notify F/A that takeoff is imminent by two chimes. Turn one Cabin Sign switch
OFF wait 1 second ON.
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP

Turn BLD VALVE switches to CLOSED if ECS OFF performance is used.
If feasable, perform the first takeoff of the day with bleed valve open to increase
the compressor stall margin and the following takeoffs with bleed valve closed to
reduce ITT.
Transponder/ACAS/TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET RP
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

Release Gust Lock. LP check rudder fully free. RP checks elevator/ aileron fully
free.
Check both control wheel movements to correspond in both pitch and roll.
CWP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD LP
Check CWP for any unexpected CWP light to be on.
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH RP

Check blue light on.
T/O inhibit function will depress all non essential cautions during takeoff until land-
ing gear is selected up.
When PF orders Climb power PNF performs following;

Rotate CTOT knob slowly counter clockwise.
If takeoff with CTOT.
Select CTOT switch to OFF.
Adjust PL to climb power.
Set CL to desired climb RPM.
BLD VALVE switches RESET/AUTO one at a time.
If takeoff with ECS OFF.
Wait a few seconds in between to minimize pressure bumps.
22/2
PAGE 16
Jun 01/16
CLIMB CHECK
Gear/Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Ice Protection/AP MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/SELECT PNF

For operation of ice protection systems see AOM section 11, ICE AND RAIN
PROTECTION and section 25 FLIGHT PROCEDURES, GENERAL.
When turning engine antiice on; always select FD/AP IAS mode and use speed
for icing conditions.
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF

Taxi light OFF.
See AOM 25 FLIGHT PROCEDURES,GENERAL.
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LP

As required depending on turbulence and company procedures.
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Check BLD VALVE switches AUTO and adjust temperature (if required).
Set HP VALVE switches to AUTO.
T/O Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT

Check blue light is out.
Cabin Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD

Check diff. pressure and rate of climb to be normal.
Prop Sync. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Adjust CL within 10 RPM and turn prop. sync. ON. It might take 15 seconds before
propellers are fully synchrophazed.
CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
In addition to a visual check of the switch position, make it a habit to physically
check the position by pressing the switch backwards.
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/XCHKD BP
Altimeter setting according to national regulations.
After resetting call out readings and crosscheck indications.
22/2
PAGE 17
Jun 01/16
DESCENT CHECK
Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE BP
Review possible icing conditions, handling of deice/antiice systems and autopilot
mode selection during descent, approach and landing.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF

For operation of Ice Protection systems see AOM Section 11, ICE AND RAIN
PROTECTION and AOM 25, FLIGHT PROCEDURES.
Select engine antiice in good time and check HP Valve switches in AUTO
before entering icing conditions.
Cabin Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD PNF

Set Aknob to destination field elevation.
Set Bknob QNH.
Check cabin altitude to decrease.
Check diff. pressure to decrease.
Check cabin rate of descent.
Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD BP

Set course pointers to correct courses.
Check ADF/NAV appropriate freq. and identify stations.
Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET BP
Set IAS, TRQ and ITT bugs .
Turn CTOT knob to goaround value.
22/2
PAGE 18
Jun 01/16
APPROACH CHECK
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ICE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECIDE BP
Check for icing conditions as defined for each ice protection system.
D If ice or not certain there is no ice on the wings, or if icing conditions are ex-
pected during approach, or if ICE SPEED p/b is illuminated:
Use VREF+10 as corrected reference speed (VREFC) during approach and
landing.
Activate the de/antiice system and continue to operate the system as need-
ed to minimize the ice accumulation on the airframe. (see also ICE & RAIN
PROTECTION section 11).
CAUTION
It is essential that correct reference speed is used to assure margin to stickshaker and stall as well as to
avoid unnecessary long landing distance.
NOTE
Clear ice which is difficult to detect may become visible at boot activation.
D If no ice:
Check ICE SPEED p/b black. Use VREF during approach and landing.
HP Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Normally use CLOSED position to avoid high ITT after landing. AUTO position
only if required for boot deice operation. In that case, turn to CLOSED after land-
ing. For HP bleed operation see also section 17, POWER PLANT.
PF orders Gear down, Flaps ..., Landing check.

PNF selects gear/flaps and performs the check items
22/2 Code 00
Applicable to aircraft without Ice speed system Mod. No. 2650 in- PAGE 19
stalled Jun 01/16
22/2 Code 00
Applicable to aircraft without Ice speed system Mod. No. 2650 in- PAGE 20
stalled Jun 01/16
APPROACH CHECK
Cabin Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(Not applicable to aircraft with cargo configuration)
ICE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECIDE BP
Check for ice on the aircraft.
D If ice or not certain there is no ice on the wings:
Use VREF20+25 for flaps 20 and VREF35+20 for flaps 35 as reference speed
during approach and landing.
Activate the de/antiice system and continue to operate the system as need-
ed to minimize the ice accumulation on the airframe. (see also ICE & RAIN
PROTECTION section 11 and 37/3.2).
NOTE
Clear ice which is difficult to detect may become visible at boot activation.
D If no ice:
Check ICE SPD p/b black. Use VREF as reference speed during approach
and landing.
CAUTION
It is essential that correct reference speed is used to assure margin to stickshaker and stall as well as to
avoid unnecessary long landing distance.
HP Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Normally use CLOSED position to avoid high ITT after landing. AUTO position
only if required for boot deice operation. In that case, turn to CLOSED after land-
ing. For HP bleed operation see also section 17, POWER PLANT.
PF orders Gear down, Flaps ..., Landing check.

PNF selects gear/flaps and performs the check items
22/2 Code 10
Applicable to aircraft with Ice speed system Mod. No. 2650 installed. PAGE 19
Jun 01/16
22/2 Code 10
Applicable to aircraft with Ice speed system Mod. No. 2650 installed. PAGE 20
Jun 01/16
LANDING CHECK
Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Prior selecting Autocoarsen ON, check TRQ indication for normal indication. In
case of a faulty TRQ indication (zero or erratic), do not select Autocoarsen ON.
Leave the system OFF and consider VMCL (114 KIAS) with autocoarsen inopera-
tive. The same applies after the system has been selected ON. Should a faulty
TRQ indication occur, select system OFF immediately. The reason is to avoid a
possible inadvertant autocoarsen.
Landing Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GIVEN
Notify F/A that landing is imminent by two chimes. Turn one Cabin Sign switch
OFF wait 1 second ON.
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN,
THREE
GREEN PNF
PF verifies three green lights are on.
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
Check quantity and all four accumulator pressures to be within green band.
Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX PNF
Advise PF prior advancing CLs. High PRPM increases drag.
Advance CLs smoothly to MAX. Landing distance and goaround performance is
based on CLs in MAX position.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PNF
PF verifies correct flap setting.
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PF
Yaw Damper must be OFF for landing and goaround.
AFTER LANDING CHECK

After slowing down to taxispeed (not before) LP orders Gust Lock, After
Landing Check .
RP performs the checkitems.
Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON RP
Hold release handle and move Gust Lock Handle backwards.
Check controls are locked.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
If icing conditions, set deice boot to OFF and let engine antiice remain ON until
engine shut down.
(Contd)
22/2
PAGE 21
Jun 01/16
AFTER LANDING CHECK (Contd)

Autocoarsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Set autocoarsen switch to OFF to prevent autocoarsen system activation if one
engine is shut down in advance.
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set Beacon to LO (i.a.)
HP Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Diff. Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
If diff. pressure is more than 0.3 psi, open Ground Communication Hatch.
If unable to open the hatch, use EMERG PRESS DUMP switch.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Radar/Transponder/ACAS/TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Tilt radar fully up, then to STBY.
22/2
PAGE 22
Jun 01/16
Engine shut down procedure

CAUTION
Special attention must be given to the hydraulic pressure supply to the Nose Wheel Steering (NWS)
should one engine be shut down during intaxiing. If No Bustie, set HYDR PUMP switch to OVRD
immediately, otherwise NWS will be lost. Then take proper action to restore normal electrical power.
The engine should be shut down with the propeller feathered, therefore the CL should be first retarded
to START. A smooth feathering can be accomplished by noticing the PROP OIL pressure which initially
rises then drops when CL is about half between MIN and START. At pressure rise hold the CL for a few
seconds then move it slowly into START. This procedure is not applicable for aircraft with Hamilton
Standard propellers.
NOTE
If the aircraft is parked on a slippery ramp and to minimize a forward power burst;
For aircraft with Dowty propellers, use the above procedure.
For aircraft with Hamilton Standard propellers, move the CLs direct to FUEL OFF.
LP orders Prepare ..... (left/right). RP then moves respectively CL to START, sets RECIRC FAN switch
to OFF, BLD VALVE switch to CLOSED and GEN switch to OFF and calls bus tie or no bus tie if light
is not coming on. When feasible shut down .....(left/right) by retarding CL to FUEL OFF.
(1)* Autoignition Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF
*(According to FAA regulations at every engine shutdown.)
1. Adjust Ng to approx. 75 77% (minimum 75%)
2. Shut down the engines (CLs to FUEL OFF)
3. Check IGN lights to come on momentarily
4. Retard PLs to GND IDLE
(If an IGN light does not illuminate, the autoignition system should be regarded as inoperative.)
Parking procedure
When aircraft is stopped, set/check parking brake, turn SEAT BELT sign OFF and select EMER LIGHT
switch to OFF.
When aircraft parked with left engine shut down and right engine either shut down, or running with Pro-
peller Brake engaged, perform the check items as applicable down to Batteries, then when feasable,
LP calls for PARKING CHECK.
22/2
PAGE 23
Jun 01/16
PARKING CHECK
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHKD LP
Set parking brake and check PARK BRK (CWP) light on.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
External lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Select beacon OFF when propeller stopped; however, beacon must be ON if pro-
peller brake operation.
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
At turnarounds with EXT power available or propeller brake operation, leave
AVION switches ON until engine start. In other case, turn OFF.
Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
If propeller brake operation, leave right generator ON and check left GEN switch
OFF.
If external power is on check both GEN switches OFF.
If both engines are shut down, check both GEN switches OFF.
Conditions Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
Seat belt sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Check RECIRC fan switches OFF and L/R BLD and L/R HP VALVE switches
CLOSED.
If propeller brake operation, leave right RECIRC fan switch on and R BLD VALVE
switch in AUTO and adjust temperature. Use HPbleed and XVALVE only if re-
quired. Turn off HPbleed as soon as requirement no longer exists. For HPbleed
operation see also sect. 17, POWER PLANT.
Emergency lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check EMER LIGHT switch OFF.
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
At turnarounds, leave handle up.
If terminating flight, push handle down.
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
At turnarounds with external power available and cockpit attended or during pro-
peller brake operation, leave the switches ON.
In other cases set to OFF as soon as feasible.
Dome light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/OFF
Turn off dome light when not more required and when leaving cockpit.
22/2
PAGE 24
Jun 01/16
Aircraft Operations Manual ABNORMAL PROCEDURES
CONTENTS
Abnormal Procedures
23/1 Introduction
23/2 Abnormal checklist (with expanded checklist)
23 CONTENTS
PAGE 1
Apr 01/15
23 CONTENTS
PAGE 2
Apr 01/15
Introduction
1. GENERAL rest of the flight, unless further reset attempts are

allowed according to the Malfunction checklists.
The Malfunction, (Abnormal and Emergency)
checklists are intended to be performed in a read Reset is not allowed on the following circuit break-
anddo manner and as such need not be com- ers:
mitted to memory. The only exception is recall J16 (L STBY PUMP PWR)
(memory) items indicated by a star (*) in the check- J15 (L STBY PUMP CONTROL)
list. The number of recall items has been kept to a J13 (L QTY)
minimum.
R13 (R STBY PUMP PWR)
It is expected that the flight crew possesses suffi- R14 (R STBY PUMP CONTROL)
cient knowledge to select correct checklist. The R12 (R QTY)
flight crew is further expected to have thorough un-
It is recommended that these circuit breakers are
derstanding of what is accomplished by performing
color coded to prevent an unintentional c/b reset.
a certain item in the checklist. Checklist items not
considered obvious and other relevant operational Malfunction procedures include speed increments
aspects are presented on the page preceding the for increase of VREF if the malfunction has impact
checklist. on maneuverability or stall speed. In this cases
there is also given a Landing Distance Factor
It is not possible to cover all combinations of Mal-
(LDF), however, no LDF is given for speed incre-
functions events in checklists, and with some ex-
ments not exceeding 5 kt relative normal Flap 20/35
ceptions, it only covers single failures. If multiple
landing.
unrelated failures should occur, the flight crew may
have to combine in parts or in whole different Some malfunction speed increments include the
checklists and to exercise good judgement to deter- 10 kt ice increment. This is due to the nature of the
mine the safest course of action. malfunction. If not included this is given as an addi-
tional 10 kt VREFincrease in the checklist.
WHEN A MALFUNCTION SITUATION IS EXPERI-
ENCED, IT SHALL BE POSITIVELY IDENTIFIED The LDF (Landing Distance Factor) stated for a
BEFORE ANY ACTION IS TAKEN AND UNDER certain malfunction is always related to demon-
NO CIRCUMSTANCES SHALL CONTROL OF strated landing distance if not otherwise explicitly
THE AIRCRAFT BE COMPROMISED. stated. Accordingly a LDF below 1.67 or 1.43, de-
pending of operative regulations, will result in a
PRIOR TO SHUTTING DOWN OR SWITCHING
landing distance not exceeding the required landing
OFF VITAL ITEMS LIKE ENGINE, FUEL, GENER-
field length. If the aircraft is dispatched with the re-
ATOR ETC. THE APPROPRIATE LEVER, HAN-
quired landing field lenght, including the effect of a
DLE OR SWITCH SHALL BE VERIFIED BY BOTH
10 knot ice increment and; If a malfunction occurs
PILOTS. No annotations specifying these items are
during flight, which requires a malfunction incre-
included in the checklists.
ment, the ice increment, regarding LDF, can be
UNLESS OTHERWISE INDICATED IN THE omitted. However, regarding aircraft handling
CHECKLISTS, MANIPULATION OF LEVERS, (maneuverability and stall speed), the ice increment
SWITCHES ETC REFERS TO THE AFFECTED on Vref (10 knot) still apply.
ENGINE AND/OR SYSTEM.
It is the responsibility of each individual operator
Any circuit breaker, except those listed below, which and the PilotinCommand to decide what relation-
has opened during flight operation and is accessible ship between landing distance and available landing
to the flight crew, may be reset once. Should the field length shall be acceptable under these circum-
same c/b open again, it shall be left open for the stances.
23/1
PAGE 1
Apr 01/15
Introduction
NOTE
When a procedure calls for the POWER to be
REDUCED the continued operation should be
regarded as One Engine Inoperative (OEI)
Operation which includes landing at the nearest
suitable airport using OEI configuration and land-
ing speeds. Set power to 2030% on the bad en-
gine to reduce propeller drag; maintain this power
until landing flare where both power levers should
be retarded as for a normal landing.
Should circumstances require additional power,
do not hesitate to use both engines as required.
Set CL to MAX before landing, since landing dis-
tances are based on this. In addition, if the CL is
in a position other than MAX with a running gas
generator, aircraft characteristics during landing
will differ from what is normally experienced dur-
ing training.
For the goaround case, plan as for a OEI
goaround. Should a goaround become neces-
sary, do not hesitate to use both engines; howev-
er, make configuration changes and use speeds
as for OEIoperation.
NOTE
After an engine Malfunction has been rectified,
e.g. an engine has been shut down, restarted and
running normally, NORMAL PROCEDURES ap-
ply.
The above also applies, if an engine which in ac-
cordance with Malfunction Procedures has been
operated on REDUCED POWER (2030 %), and
power in accordance with procedures, has then
been restored.
When restoring power on one engine make sure
that the AUTOCOARSEN switch is in OFF posi-
tion, until both PLs are at approximately the same
power lever angle (PLA) then NORMAL PRO-
CEDURES apply. (see also 2/17 page 28).
23/1
PAGE 2
Apr 01/15
ABNORMAL CHECKLIST
0. Contents
23/2
PAGE A00
Dec 01/16
Expanded Abnormal Checklist
23/2 00
PAGE A01 exp
Dec 01/16
ABNORMAL
ABNORMAL CHECKLIST PROCEDURES
WITH MOD NO 2024 (NO STANDBY INVERTERR). Page

TWO INVERTERS INSTALLED, IN ACCORDANCE
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH
1. Air Condition and Pressurization

WITHOUT PROPELLER BRAKE INSTALLED. HP HIGH, BLD FAULT, DUCT OV TEMP A11
THIS PAGE IS APPLICABLE TO AIRCRAFT
BLD AIR LEAK LIGHT ON A12

LOSS OF BOTH BLEED SUPPLIES A12
ABNORMAL TEMP IN COCKPIT or CABIN A13
AVIONICS VENT light on A14
FAULT light on cabin pressurization panel A15
RECIRC light on A16
2. Electrical
BAT light on A21
BAT HOT light on A22
INVERTER light on A23
GEN OV TEMP light on A23
DC GEN light on A24
BUS TIE CONN FAULT A24
DC VOLTAGE LOW A26
EMER PWR light on A27
MAIN BUS light on A29
ESS BUS light on A210
NO BAT START light, see Power Plant
Electrical power distribution list A211
3. Flight Control System

STALL FAIL light on A31
PUSHER SYSTEM light on A31
PITCH TRIM light on A32
FLAP FAULT or FLAPS light on A33
RUDDER LIMIT light on A34
4. Fuel System
FUEL MAIN PUMP light on A41
FUEL LOW TEMP light on A41
FUEL FILTER light on A41
FUEL LOW LEVEL light on A42
FUEL UNBALANCE A42
FUEL LEAK A43
5. Hydraulic System
HYDR light on A51
HYDRAULIC FLUID LOSS A54
Continued...

Dec 01/16 code 00 A01

23/2 10
PAGE A01 exp
Dec 01/16
ABNORMAL
WITH MOD NO 2024 (NO STANDBY INVERTERR). Page

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH 1. Air Condition and Pressurization

HP HIGH, BLD FAULT, DUCT OV TEMP A11
PROPELLER BRAKE INSTALLED.

RECIRC light on A16
2. Electrical
BAT light on A21
INVERTER light on A23
DC GEN light on A24
DC VOLTAGE LOW A26

4. Fuel System
FUEL UNBALANCE A42
FUEL LEAK A43
5. Hydraulic System
HYDR light on A51
HYDR light on prop brake engaged A53
Continued...

Dec 01/16 code 10 A01

23/2 20
PAGE A01 exp
Dec 01/16
ABNORMAL
Page
A MAIN AND A STANDBY INVERTER INSTALLED

WITHOUT PROPELLER BRAKE INSTALLED. HP HIGH, BLD FAULT, DUCT OV TEMP A11

(WITHOUT MOD NO 2024)
RECIRC light on A16
2. Electrical
BAT light on A21
MAIN INV light on A23
115V AC OR 26V AC FAULT A23
DC GEN light on A24
DC VOLTAGE LOW A26

4. Fuel System
FUEL UNBALANCE A42
FUEL LEAK A43
5. Hydraulic System
HYDR light on A51
Continued...

Dec 01/16 code 20 A01

23/2 30
PAGE A01 exp
Dec 01/16
ABNORMAL
Page

HP HIGH, BLD FAULT, DUCT OV TEMP A11

WITH PROPELLER BRAKE INSTALLED.

RECIRC light on A16
2. Electrical
BAT light on A21
MAIN INV light on A23
115V AC OR 26V AC FAULT A23
DC GEN light on A24
DC VOLTAGE LOW A26

4. Fuel System
FUEL UNBALANCE A42
FUEL LEAK A43
5. Hydraulic System
HYDR light on A51
HYDR light on prop brake engaged A53
Continued...

Dec 01/16 code 30 A01

23/2 00
PAGE A02 exp
Dec 01/16
ABNORMAL
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH 6. Ice Protection

AC GEN light on A61
115V AC GEN BUS FAULT A61
INTAKE light on A62
PROP deice light on A64
AIR VALVE light on A65
FRONT and/or SIDE windshield light on A66
PITOT and/or ALPHA and/or OAT light on A67
COX ENGINE INTAKE.
STBY PITOT light on A68

TIMER light on A69
DEICE OV TEMP light on A611
BOOT REMAINS INFLATED and A612
BOOT INDICATION LIGHT REMAINS ON or off
7. Landing Gear
GEAR DOWN UNSAFE CONDITION A71
GEAR UP UNSAFE CONDITION A73
LANDING GEAR HANDLE CAN NOT BE A74
MOVED TO UP POSITION
ASKID INOP light on A75
NOSE WHEEL STEERING FAULT A75
8. Power Plant and Propeller

NO BAT START light on A81
NO ROTATION / ENGINE START SWITCH A81
DOES NOT ENGAGE STARTER
NO LIGHT UP A82
START SEQUENCE INTERRUPTED A82
HUNG START A82
HOT START A82
STARTER DOES NOT DISENGAGE A84
ENGINE SHUT DOWN A85
ENGINE RESTART IN FLIGHT A86
ENGINE TRQ and/or ITT OVER LIMIT A88
ENGINE OIL TEMP ABOVE LIMIT A88
COMPRESSOR STALL A89
OEI OPERATION (One engine inoperative) A810
OIL BYPASS light on A812
UNCOMMANDED ENGINE OPERATION A813
PROP RPM OVER LIMIT A814
ITT DT SHIFT A814
PROP RPM UNDERSPEED A815
PROPELLER OIL TEMPERATURE HIGH or LOW A815
AUTO COARSEN FAULT, AUTO COARSEN light on A816
CHIP DETECT light on A816
Continued...

Dec 01/16 code 00 A02

23/2 10
PAGE A02 exp
Dec 01/16
ABNORMAL
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH 6. Ice Protection

AC GEN light on A61
115V AC GEN BUS FAULT A61
INTAKE light on A62
INTAKE SPARKS A63
PROP deice light on A64
AIR VALVE light on A65
LUCAS ENGINE INTAKE.
FRONT and/or SIDE windshield light on A66

PITOT and/or ALPHA and/or OAT light on A67
STBY PITOT light on A68
TIMER light on A69
DEICE OV TEMP light on A611
BOOT REMAINS INFLATED and A612
BOOT INDICATION LIGHT REMAINS ON or off
7. Landing Gear
GEAR DOWN UNSAFE CONDITION A71
GEAR UP UNSAFE CONDITION A73
LANDING GEAR HANDLE CAN NOT BE A74
ASKID INOP light on A75
NOSE WHEEL STEERING FAULT A75

NO BAT START light on A81
NO ROTATION / ENGINE START SWITCH A81
NO LIGHT UP A82
START SEQUENCE INTERRUPTED A82
HUNG START A82
HOT START A82
STARTER DOES NOT DISENGAGE A84
ENGINE SHUT DOWN A85
ENGINE RESTART IN FLIGHT A86
ENGINE TRQ and/or ITT OVER LIMIT A88
ENGINE OIL TEMP ABOVE LIMIT A88
COMPRESSOR STALL A89
OEI OPERATION (One engine inoperative) A810
OIL BYPASS light on A812
UNCOMMANDED ENGINE OPERATION A813
PROP RPM OVER LIMIT A814
ITT DT SHIFT A814
PROP RPM UNDERSPEED A815
PROPELLER OIL TEMPERATURE HIGH or LOW A815
AUTO COARSEN FAULT A816
CHIP DETECT light on A816
Continued...

Dec 01/16 code 10 A02

23/2 00
PAGE A03 exp
Dec 01/16
ABNORMAL
Page
THIS PAGE IS APPLICABLE TO AIRCRAFT WIHTOUT MOD NO 3529

(IMPROVED STALL WARNING SYSTEM FOR ICING CONDITIONS)
9. Oxygen
OXYGEN light on A91
10. Air Data

STATIC PRESSURE FAULT A101
AIR DATA COMPUTER FAILURE A101
UNRELIABLE SPEED AND/OR ALTITUDE INDICATIONS A102
11. Autopilot
MISTRIM INDICATION A111
12. Doors
CARGO DOOR light on A121
MAIN DOOR and/or MAIN DOOR HANDLE light on A121
CREW HATCH light on A121
13. EFIS
EFIS FAILURE / DISTURBANCES A131
ATT and/or HDG RED FLAG A132
AVIONICS light on A133
14. Fire Protection

Engine FIRE DET FAIL light on A141
15. Warning System

WARNING SYSTEM ABNORMALITIES A151
16. F/D and Autopilot Diagnostics

F/D and A/P DIAGNOSTICS A161
17. Windows
WINDOW CRACK IN COCKPIT A171
WINDOW CRACK IN CABIN A171

Dec 01/16 code 00 A03

23/2 10
PAGE A03 exp
Dec 01/16
ABNORMAL
Page
(IMPROVED STALL WARNING SYSTEM FOR ICING CONDITIONS)

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH MOD NO 3529 9. Oxygen
OXYGEN light on A91
10. Air Data

STATIC PRESSURE FAULT A101
AIR DATA COMPUTER FAILURE A101
UNRELIABLE SPEED AND/OR ALTITUDE INDICATIONS A102
11. Autopilot
MISTRIM INDICATION A111
12. Doors
CARGO DOOR light on A121
MAIN DOOR and/or MAIN DOOR HANDLE light on A121
CREW HATCH light on A121
13. EFIS
EFIS FAILURE / DISTURBANCES A131
ATT and/or HDG RED FLAG A132
AVIONICS light on A133
14. Fire Protection

Engine FIRE DET FAIL light on A141
15. Warning System

WARNING SYSTEM ABNORMALITIES A151
ICE SPEED LIGHT ABNORMALITIES A151

F/D and A/P DIAGNOSTICS A161
17. Windows
WINDOW CRACK IN COCKPIT A171
WINDOW CRACK IN CABIN A171

Dec 01/16 code 10 A03

ABNORMAL CHECKLIST
23/2
PAGE A10
Jun 01/16
HP HIGH, BLD FAULT, DUCT OV TEMP
If any of the above mentioned caution lights comes on, close the associated BLD VALVE in order to secure
bleed system from an overtemp situation.
BLD CLOSED light will come on when:
BLD switch is set to CLOSED position, and
Associated bleed system is confirmed OFF.
One Bleed system is sufficient for ventilation and pressurization.
Operation with TEMP SELECT switch in MANUAL MAX HOT will result in overtemp.
23/2 00
PAGE A11 exp
Jun 01/16
ABNORMAL
HP HIGH, BLD FAULT, DUCT OV TEMP

1. TEMP SELECT switch . . . . . . . . . . . . . . . . Check AUTO
2. BLD VALVE switch . . . . . . . . . . . . . . . . . . . . CLOSED
3. HP VALVE switch . . . . . . . . . . . . . . . . . . . . . CLOSED
It takes a while for the DUCT OV TEMP light to go out after an
over temperature situation.
4. Check HP HIGH, BLD FAULT and DUCT OV TEMP lights.
ALL of THE ABOVE LIGHTS OFF and
BLD CLOSED LIGHT ON:
5. TEMP CONTROL knob . . . . . . . . . . . . SELECT A
MID TEMP
Set the knob to index 45.
6. BLD VALVE switch . . . . . . . . . . . . . . . . RESET

then AUTO
7. HP VALVE switch . . . . . . . . . . . . . . . . . RESET
then AUTO
8. Check HP HIGH, BLD FAULT and DUCT OV TEMP lights.
ANY of THE ABOVE LIGHTS ON and
BLD CLOSED LIGHT OFF:
9. BLD VALVE switch . . . . . . . . . . . . CLOSED
10. HP VALVE switch . . . . . . . . . . . . . CLOSED
11. BLD CLOSED LIGHT . . . . . . . . . Check ON
ALL of THE ABOVE LIGHTS OFF and
5. If an excessive temperature is experienced in the aircraft
and/or if an odor is smelled, consider to shut down en-
gine.
Apply ENGINE SHUT DOWN proce- Page A85
dure.
Jun 01/16
code 00 A11
BLD AIR LEAK
One Bleed system is sufficient for ventilation and pressurization.

BLD CLOSED light will illuminate when BLD switch is set to CLOSED position.
The word consider means that it is left to the crew to decide whether to shut down one engine or to keep
both engines running. A Bleed Air Leak can in worst case result in detrimental effect on structure. A leak
will not have an immediate structural impact but might require maintenance action afterwards.
LOSS OF BOTH BLEED SUPPLIES
At cabin altitudes above approximately 10 000 ft the CABIN PRESS CWP will come on.
23/2 00
PAGE A12 exp
Jun 01/16
ABNORMAL
BLD AIR LEAK LIGHT ON

3. Check HP HIGH, BLD FAULT and BLD AIR LEAK lights.
If HP HIGH and/or BLD FAULT lights on:
4. BLD VALVE switch . . . . . . . . . . . . . . . . RESET then
CLOSED
5. HP VALVE switch . . . . . . . . . . . . . . . . . RESET then
CLOSED
Maximum two reset attempts
If HP and/or BLD FAULT lights still are ON after
HP and BLD VALVE have been reset then closed:
6. Consider to shut down engine. Apply
Page A85
ENGINE SHUT DOWN procedure.
If HP HIGH and BLD FAULT lights are OFF after
HP and BLD VALVE closed:
NOTE
If HP and BLD Valve are closed and BLD AIR LEAK still is illumina-
ted as the only warning light, it can be regarded as an indication
error.
LOSS OF BOTH BLEED SUPPLIES
1. Initiate DESCENT to 10.000 ft if applicable.

2. MODE SELECTOR switch . . . . . . . . . . . . . MAN
3. MANUAL CONTROL knob . . . . . . . . . . . . . ROTATE
CLOCKWISE
4. Facilitate ventilation by opening the CREW HATCH to VENT-
ILATION POSITION or by opening the GROUND COMMU-
NICATION HATCH
Ground Communication Hatch can be opened below 1.5 psi

differential pressure.
Reduce cabin differential pressure to 0 and airspeed to 160
KIAS or below before opening the crew hatch.
Close Ground Communication Hatch prior to landing so as
not to interfere with nose wheel steering.
Jun 01/16
code 00 A12
ABNORMAL TEMP IN COCKPIT OR CABIN
Left bleed system provides the cabin with tempered air and the right bleed system supports cockpit and cabin
with tempered air. In a case where an abnormal temp rise is noticed in cockpit, begin troubleshooting with R HP/
BLD VALVE.
Due to the vast volume of air in cabin, response to any change of input to the L bleed system may take as
much as 15 minutes.
When affected side is identified, keep that side HP/BLD switches closed for the duration of flight.
23/2 00
PAGE A13 exp
Jun 01/16
ABNORMAL
ABNORMAL TEMP IN COCKPIT or CABIN
1. TEMP SELECT switch . . . . . . . . . . . . . . . . MAN

HOT/COLD
as required
Temperature CONTROLLABLE:
Temperature NOT CONTROLLABLE:
2. DETERMINE which BLEED SYSTEM that is creating heat.
Wait approximate 15 minutes with respective HP/BLD VALVE
off to decide if heat is decreasing or stops.
3. R HP/BLD VALVE switches . . . . . . . . . . . . RESET then
CLOSE
Maximum two attempts.
Temperature CONTROLLABLE:
Temperature NOT CONTROLLABLE:
4. R HP/BLD VALVE switches . . . . . . . . . . . . AUTO
5. L HP/BLD VALVE switches . . . . . . . . . . . . . RESET then
Maximum two attempts. CLOSE
NOTE
Keep affected HP/BLD VALVE closed for the duration of flight.
Jun 01/16
code 00 A13
23/2 00
PAGE A14 exp
Jun 01/16
ABNORMAL
AVIONICS VENT light on
1. Cb VENT AVION FAN CONTROL (G10)

and Cb VENT AVION PWR (G11) . . . . . . CHECK/RESET
LIGHT OFF:
LIGHT ON:
2. Cbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
With avionic fan stopped an overheat condition may occur.
Pull Cbs for equipment listed below (if installed) and in addi-
tion other equipment not essential for the flight.
HF (E14)
ACARS PWR (N18)
ACARS BACKUP (N19)
VHF COM 3 (L12)
ACAS/TCAS (L19)
MFD (G18)
MPU L PWR (G19)
AREA NAV (N17)
DME 1 or 2 (E17 or L16)
if two installed.
ADF 1 or 2 (E18 or L17)
Jun 01/16
code 00 A14
FAULT light on cabin pressurization panel
It is difficult to control cabin pressurization in manual mode and there is a long delay between a comman-
ded change and cabin response. Make adjustments in small steps and wait for response.
Automatic dump function after landing (wow) does not exist when operating in manual mode. Dump switch
works in both automatic and manual mode.
23/2 00
PAGE A15 exp
Jun 01/16
ABNORMAL
FAULT light on cabin

pressurization panel
On Ground
1. Call maintenance.
A malfunction is indicated if the FAULT light remains illumin-
ated more than 3 seconds after power on or test.
NOTE
During first engine start, at battery start, the FAULT light may come
on for a short while due to low voltage. This shall not be interpreted
as a fault.
In Flight
1. Check CABIN PRESSURIZATION INDICATIONS.

INDICATIONS NORMAL:
2. Continue normal operation with close monitoring of Pres-
surization system.
INDICATIONS ABNORMAL:
2. MODE SELECTOR switch (cabin press) . MAN
Set MANUAL CONTROL knob index at 2 oclock position and
wait for response before adjusting further. Observe the long
delay in response.
Modulate pressurization by making small adjustments.
Rotating the control knob clockwise increases cabin altitude.
Rotating the control knob counterclockwise decreases cab-
in altitude.
Before Landing
WARNING
With cabin pressurization control in MAN, there is no automatic
dump function at landing.
3. MANUAL CONTROL knob . . . . . . . . . . . . . MODULATE
Modulate diff. pressure to 0.
4. MANUAL CONTROL knob . . . . . . . . . . . . . FULLY CLOCK
WISE
5. PRESS DUMP switch . . . . . . . . . . . . . . . . . ON
Jun 01/16
code 00 A15
RECIRC light on
RECIRC light comes on when fan speed drops below 80%.

If a recirc fan is running (on ground) more than approx.10 minutes (depending on OAT) a thermo switch
will turn off the fan for a considerable time until the temperature has decreased and the thermo switch au-
tomatically resets.
23/2 00
PAGE A16 exp
Jun 01/16
ABNORMAL
RECIRC light on
1. RECIRC switch . . . . . . . . . . . . . . . . . . . . . . . OFF

Jun 01/16
code 00 A16
ABNORMAL CHECKLIST
2. Electrical
23/2
PAGE A20
Dec 01/16
23/2 00
PAGE A21 exp
Dec 01/16
ABNORMAL
BAT light on
1. BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON

BAT LIGHT OFF:
BAT LIGHT ON:
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
If both batteries are affected, pull Cbs BAT CONTROL ON and
OVRD L (J2 /J1) and R (S3 / S2) and set both BAT swit-
ches to ON position.
If both switches are in OFF position, emergency power to STBY
horizon and VHF COM 1 are lost.
Equipment, powered from respective HOT BAT BUS, is affected
if the BAT voltage goes below 18V.
For effect on equipment, see ELECTRICAL POWER DISTRIBU-
TION list.
Page A211
NOTE
Among others, the following systems are affected:
L HP, Bleed and GEN shut off
R HP, Bleed and GEN shut off
Dec 01/16
code 00 A21
BAT HOT light on
BAT HOT indication may remain on for an extended time after the battery has been switched OFF.
23/2 00
PAGE A22 exp
Dec 01/16
ABNORMAL
BAT HOT light on
1. BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CAUTION
If both batteries are affected, pull Cbs BAT CONTROL ON and
OVRD L for (J2 / J1) and R (S3 / S2) and set both BAT switches
to ON position.
If both BAT switches are in OFF position, emergency power to
STBY horizon and VHF COM1 are lost.
Equipment, powered from respective HOT BAT BUS, is affected
if the BAT voltage goes below 18V.
For effect on equipment, see ELECTRICAL POWER DISTRIBU-
TION list. Page A211
NOTE
L HP, Bleed and GEN shut off
R HP, Bleed and GEN shut off
Dec 01/16
code 00 A22
23/2 00
PAGE A23 exp
Dec 01/16
ABNORMAL

WITH MOD NO 2024 (NO STANDBY INVERTERR)
INVERTER light on
AND WITHOUT MOD NO 1933 (ICE DETECTOR). INDICATION:

INVERTER light on
or
Flag on RMI and VOR failure indication on EHSI.
or
DFDR light on FLT RCDR panel and loss of OVERHEAD PANEL
LIGHTING.
1. Select INVERTER switch . . . . . . . . . . . . . . OTHER
INVERTER
GEN OV TEMP light on
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE
If BUS TIE CONN light not on, see procedure DC GEN light on.
Page A24

Dec 01/16

code 00 A23
23/2 10
PAGE A23 exp
Dec 01/16
ABNORMAL

(WITHOUT MOD NO 2024) AND WITHOUT MOD
MAIN INV light on
1. MAIN INV 115V 26V switch . . . . . . . . . . . . OFF then ON

Max two reset attempts.
Main INVERTER LIGHT OFF:
Main INVERTER LIGHT ON:
NO 1933 (ICE DETECTOR).
2. MAIN INV 115V 26V switch . . . . . . . . . . . . OFF

GPWS and Radar Stabilization is lost.
3. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
115V AC OR 26V AC FAULT
Flag on RMI and VOR failure indication on EHSI:

1. 26V switch . . . . . . . . . . . . . . . . . . . . . . . STBY INV
DFDR light on FLT RCDR panel and OVERHEAD PANEL
LIGHTING lost:
GPWS and Radar Stabilization is lost.
2. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE
Page A24

Dec 01/16

code 10 A23
23/2 20
PAGE A23 exp
Dec 01/16
ABNORMAL

WITH MOD NO 2024 (NO STANDBY INVERTERR)
INVERTER light on
AND WITH MOD NO 1933 (ICE DETECTOR). INDICATION:

INVERTER light on
or
Flag on RMI and VOR failure indication on EHSI.
or
DFDR light on FLT RCDR panel and loss of OVERHEAD PANEL
LIGHTING.
1. Select INVERTER switch . . . . . . . . . . . . . . OTHER
INVERTER
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE
Page A24

Dec 01/16

code 20 A23
23/2 30
PAGE A23 exp
Dec 01/16
ABNORMAL

A MAIN AND A STANDBY INVERTER INSTALLED MAIN INV light on
(WITHOUT MOD NO 2024) AND WITH MOD NO
1. MAIN INV 115V 26V switch . . . . . . . . . . . . OFF then ON
Max two reset attempts.
Main INVERTER LIGHT OFF:
Main INVERTER LIGHT ON:
1933 (ICE DETECTOR).
Ice detector, GPWS and Radar Stabiliza-

tion is lost.
3. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
115V AC OR 26V AC FAULT
Flag on RMI and VOR failure indication on EHSI:

1. 26V switch . . . . . . . . . . . . . . . . . . . . . . . STBY INV
DFDR light on FLT RCDR panel and OVERHEAD PANEL
LIGHTING lost:
Ice detector, GPWS and Radar Stabiliza-
tion is lost.
2. 26V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE
Page A24

Dec 01/16

code 30 A23
DC GEN light on
A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds.
Therefore, if it is suspected that the DC generator caution was triggered by a lightning strike, wait at least
15 seconds before the second reset attempt of the generator is performed (if the first was unsuccessful).
23/2 00
PAGE A24 exp
Dec 01/16
ABNORMAL

DC GEN light on
WITH MOD NO 2024 (NO STANDBY INVERTER)
BUS TIE CONN FAULT
1. Check BUS TIE CONN light and Battery Voltage.

AND WITH FI STOP (MOD NO 2558).
BUS TIE CONN LIGHT OFF and BAT Voltage (affected side)
BELOW 20V:
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . OFF
3. BUS TIE switch . . . . . . . . . . . . . . . . . . . SPLIT
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
If LH side affected, Emergency Extension of Landing Gear is
required.
If RH side affected, pull FI STOP OVRD knob after touch
down.
Consider all busses on affected side unpowered.
See ELECTRICAL DISTRIBUTION list.
Page A211
NOTE
Left busses Right busses
Flap control Flap indication
Nose wheel steering Landing gear downlock in-
Cabin pressurization control dication
Landing gear extension Pitch trim synchronization
Landing gear in transit light FD and AP
FD and AP
L Windshield wiper
INVERTER LIGHT OFF:
INVERTER LIGHT ON:
5. INV switch . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
Select the other INVERTER.
ABOVE 20V:
2. BUS TIE switch . . . . . . . . . . . . . . . . . . . Check in AUTO
3. RESET BUS TIE button . . . . . . . . . . . PRESS/
RELEASE
L Cb panel position K1.
(Contd)

Dec 01/16

code 00 A24
DC GEN light on
23/2 10
PAGE A24 exp
Dec 01/16
ABNORMAL

A MAIN AND A STANDBY INVERTER INSTALLED DC GEN light on
BUS TIE CONN FAULT

BELOW 20V:
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . OFF

4. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
required.
If RH side affected, pull FI STOP OVRD knob after touch
down.
See ELECTRICAL DISTRIBUTION list. Page A211
NOTE
FD and AP
L Windshield wiper
Main INV LIGHT OFF:
Main INV LIGHT ON:
5. 26V switch (standby inverter) . . . . . . . STBY INV
ABOVE 20V:
RELEASE
(Contd)

Dec 01/16

code 10 A24
DC GEN light on
23/2 20
PAGE A24 exp
Dec 01/16
ABNORMAL
DC GEN light on
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH TWO IN-
BUS TIE CONN FAULT

VERTERS INSTALLED, IN ACCORDANCE WITH
BELOW 20V:
MOD NO 2024 (NO STANDBY INVERTER)
AND WITHOUT FI STOP (MOD NO 2558).
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . OFF

4. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
required.
Page A211
NOTE
FD and AP
L Windshield wiper
NOTE
CONN position not allowed for dispatch.
INVERTER LIGHT OFF:
INVERTER LIGHT ON:
5. INV switch . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
Select the other INVERTER.
ABOVE 20V:
RELEASE
(Contd)

Dec 01/16

code 20 A24
DC GEN light on
23/2 30
PAGE A24 exp
Dec 01/16
ABNORMAL
DC GEN light on
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A MAIN
BUS TIE CONN FAULT

BELOW 20V:
AND A STANDBY INVERTER INSTALLED
2. BAT switch . . . . . . . . . . . . . . . . . . . . . . . OFF

4. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION

required.
consider all busses on affected side unpowered.
Page A211
NOTE
FD and AP
L Windshield wiper
Main INV LIGHT OFF:
Main INV LIGHT ON:
ABOVE 20V:
RELEASE
(Contd)

Dec 01/16

code 30 A24
23/2 00
PAGE A25 exp
Dec 01/16
ABNORMAL
(Contd)
WITH MOD NO 2024 (NO STANDBY INVERTER)

BUS TIE CONN LIGHT ON:
4. Proceed with item 2 on this page, GEN switch, and try
to restore the Generator.
BUS TIE CONN LIGHT OFF:
NOTE
4. BUS TIE switch . . . . . . . . . . . . . . . . . . . CONN
RELEASE
6. GEN switch . . . . . . . . . . . . . . . . . . OFF
See CAUTION above.
INVERTER LIGHT OFF:
INVERTER LIGHT ON:
7. Select INVERTER switch . . . . . . OTHER
INVERTER
2. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . RESET then ON
Maximum two reset attempts.
GEN LIGHT ON:
3. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
GEN LIGHT OFF:

Dec 01/16

code 00 A25
23/2 10
PAGE A25 exp
Dec 01/16
ABNORMAL
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH (Contd)

NOTE

RELEASE
6. GEN switch . . . . . . . . . . . . . . . . . . OFF
See CAUTION above.
Main INV LIGHT OFF:
Main INV LIGHT ON:
7. 26V switch (standby inverter) . . . STBY INV
GEN LIGHT ON:
3. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
GEN LIGHT OFF:

Dec 01/16

code 10 A25
23/2 20
PAGE A25 exp
Dec 01/16
ABNORMAL
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH TWO IN- (Contd)


NOTE

RELEASE
6. GEN switch . . . . . . . . . . . . . . . . . . OFF
See CAUTION above.
INVERTER LIGHT OFF:
INVERTER LIGHT ON:
7. Select INVERTER switch . . . . . . OTHER
INVERTER
GEN LIGHT ON:
3. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
GEN LIGHT OFF:

Dec 01/16

code 20 A25
23/2 30
PAGE A25 exp
Dec 01/16
ABNORMAL
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A MAIN (Contd)

NOTE

RELEASE

6. GEN switch . . . . . . . . . . . . . . . . . . OFF
See CAUTION above.
Main INV LIGHT OFF:
Main INV LIGHT ON:
7. 26V switch (standby inverter) . . . STBY INV
GEN LIGHT ON:
3. GEN switch . . . . . . . . . . . . . . . . . . . . . . OFF
GEN LIGHT OFF:

Dec 01/16

code 30 A25
DC VOLTAGE LOW
There is no Master Warning or Master Caution for low generator voltage.

The generator will not disconnect automatically and the BUS TIE will not function automatically.
An indication of generator low voltage might be inconsistent indications of voltage sensitive systems like
APA, EFIS.
Inconsistent APA indication is noticed as APA aural alert will come and go from time to time depending
on what other electrical powered consuming systems are operated, such as landing gear and com trans-
mission etc.
Inconsistent EFIS indication is noticed as fluctuations and blinkings of the pictures. As different systems
have different sensitivity to voltage, functions displayed on EFIS may fail before EFIS itself.
23/2 00
PAGE A26 exp
Dec 01/16
ABNORMAL
WITH MOD NO 2024 (NO STANDBY INVERTERR).

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH DC VOLTAGE LOW
If GEN light ON, apply procedure DC GEN light on.
Page A24
INDICATION:
Generator voltage below 26 V.
1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
Do not attempt to reset generator.
2. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK
3. RESET BUS TIE button
(L Cb panel position K1) . . . . . . . . . . . . . . PRESS/
RELEASE
NOTE
4. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . CONN
5. RESET BUS TIE button . . . . . . . . . . . . . . . PRESS/
RELEASE
INVERTER LIGHT OFF:
INVERTER LIGHT ON:
6. Select INVERTER switch . . . . . . . . . . OTHER
INVERTER

Dec 01/16

code 00 A26
DC VOLTAGE LOW
There is no Master Warning or Master Caution for low generator voltage.

The generator will not disconnect automatically and the BUS TIE will not function automatically.
An indication of generator low voltage might be inconsistent indications of voltage sensitive systems like
APA, EFIS.
Inconsistent APA indication is noticed as APA aural alert will come and go from time to time depending
on what other electrical powered consuming systems are operated, such as landing gear and com trans-
mission etc.
Inconsistent EFIS indication is noticed as fluctuations and blinkings of the pictures. As different systems
have different sensitivity to voltage, functions displayed on EFIS may fail before EFIS itself.
23/2 10
PAGE A26 exp
Dec 01/16
ABNORMAL

DC VOLTAGE LOW
If GEN light ON, apply procedure DC GEN light on.
Page A24
INDICATION: Generator voltage below 26 V.

1. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
3. RESET BUS TIE button
(L Cb panel position K1) . . . . . . . . . . . . . . PRESS/
RELEASE
NOTE
RELEASE
Main INV LIGHT OFF:
Main INV LIGHT ON:

Dec 01/16

code 10 A26
23/2 00
PAGE A27 exp
Dec 01/16
ABNORMAL

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH EMER PWR light on
CAUTION
EMER BUS and EMER AVIONIC BUS are lost. For affect on equip-
ment, see ELECTRICAL POWER DISTRIBUTION list.
Page A211
NOTE
VHF COM 1
1. Check L GEN Voltage.
Voltage NORMAL (above 26 V):
2. EMER BUS and EMER AVIONIC BUS are lost.
Voltage LOW (below 26 V):
2. L GEN switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
RELEASE
NOTE
RELEASE
(Contd)

Dec 01/16

code 00 A27
23/2 10
PAGE A27 exp
Dec 01/16
ABNORMAL
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A MAIN EMER PWR light on
CAUTION
EMER BUS and EMER AVIONIC BUS are lost. For affect on equip-
ment, see ELECTRICAL POWER DISTRIBUTION list.
Page A211
NOTE
VHF COM 1
1. Check L GEN Voltage.

Voltage NORMAL (above 26 V):
2. EMER BUS and EMER AVIONIC BUS are lost.
Voltage LOW (below 26 V):
2. L GEN switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
RELEASE
NOTE
RELEASE
(Contd)

Dec 01/16

code 10 A27
23/2 00
PAGE A28 exp
Dec 01/16
ABNORMAL

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH EMER PWR light on
(Contd)
INVERT LIGHT OFF:
INVERT LIGHT ON:
7. Select INVERTER switch . . . . . . . . . . OTHER
INVERTER

Dec 01/16

code 00 A28
23/2 10
PAGE A28 exp
Dec 01/16
ABNORMAL

EMER PWR light on
(Contd)
INVERT LIGHT OFF:
INVERT LIGHT ON:


Dec 01/16

code 10 A28
23/2 00
PAGE A29 exp
Dec 01/16
ABNORMAL
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH TWO

INVERTERS INSTALLED, IN ACCORDANCE WITH MAIN BUS light on
1. MAIN and AVIONIC BUS on affected side are lost. For effect
on equipment, see ELECTRICAL POWER DISTRIBUTION
list.
Page A211
LEFT MAIN BUS FAULT:

2. Select INV 2.
NOTE
Among others, following systems are affected:
Antiskid inboard
Propeller synchrophazer
Hydraulic pump AUTO
INVERTER 1
RIGHT MAIN BUS FAULT:
2. Select INV 1.
NOTE
R Windshield wiper
Antiskid outboard
INVERTER 2
FI STOP
3. Be prepared to pull FI STOP OVRD knob after touch down.

Dec 01/16

code 00 A29
23/2 10
PAGE A29 exp
Dec 01/16
ABNORMAL
MAIN BUS light on

list.
Page A211

2. Set the 26V switch to STBY INV.

NOTE
Antiskid inboard
Hydraulic pump AUTO
Main Inverter
2. Check the 26V switch to be in MAIN INV.
NOTE
R Windshield wiper
Antiskid outboard
Standby Inverter
FI STOP
3. Be prepared to pull FI STOP OVRD knob after touch down.

Dec 01/16

code 10 A29
23/2 20
PAGE A29 exp
Dec 01/16
ABNORMAL
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH TWO IN-

MAIN BUS light on
list.
Page A211

2. Select INV 2.
NOTE
Antiskid inboard
Hydraulic pump AUTO
INVERTER 1
2. Select INV 1.
NOTE
R Windshield wiper
Antiskid outboard
INVERTER 2

Dec 01/16

code 20 A29
23/2 30
PAGE A29 exp
Dec 01/16
ABNORMAL
MAIN BUS light on

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A MAIN
list.
Page A211

2. Set the 26V switch to STBY INV.
NOTE
Antiskid inboard
Hydraulic pump AUTO
Main Inverter
2. Check the 26V switch to be in MAIN INV.
NOTE
R Windshield wiper
Antiskid outboard
Standby Inverter

Dec 01/16

code 30 A29
23/2 00
PAGE A210 exp
Dec 01/16
ABNORMAL
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH ESS BUS light on
WITH FI STOP (MOD NO 2558) INSTALLED. 1. ESS BUS on affected side is lost (with L ESS BUS faulty also
ESS AVIONIC BUS is lost). For effect on equipment, see
ELECTRICAL POWER DISTRIBUTION list.
Page A211
NOTE
SERIAL NUMBER 4339

Landing gear in transit
Landing gear downlock indication
2. If R ESS BUS affected pull FI STOP OVRD knob after touch
down.

Dec 01/16

code 00 A210
23/2 10
PAGE A210 exp
Dec 01/16
ABNORMAL
AND WITH FI STOP (MOD NO 2558) INSTALLED.

ESS BUS light on
1. ESS BUS on affected side is lost (with L ESS BUS faulty also
SERIAL NUMBER 340 AND HIGHER
Page A211
NOTE
Nose Wheel Steering (if R ESS BUS affected)
2. If R ESS BUS affected pull FI STOP OVRD knob after touch
down.

Dec 01/16

code 10 A210
23/2 20
PAGE A210 exp
Dec 01/16
ABNORMAL
1. ESS BUS on affected side is lost (with L ESS BUS faulty also
WITHOUT FI STOP (MOD NO 2558).
Page A211
NOTE
SERIAL NUMBER 4339


Dec 01/16

code 20 A210
23/2 30
PAGE A210 exp
Dec 01/16
ABNORMAL
AND WITHOUT FI STOP (MOD NO 2558). 1. ESS BUS on affected side is lost (with L ESS BUS faulty also
SERIAL NUMBER 340 AND HIGHER
Page A211
NOTE
Nose Wheel Steering (if R ESS BUS affected)

Dec 01/16

code 30 A210
23/2 00
PAGE A211 exp
Dec 01/16
ABNORMAL
Electrical power distribution list
DC POWER
NOTE
Systems normally used for a safe landing affected by a bus fault, are
highlighted in bold text.
L HOT BAT BUS R HOT BAT BUS
L engine fire extinguisher. R engine fire extinguisher.

Cargo fire extinguisher. R fire handle: HP, Bleed
L Fire handle: HP, Bleed and Gen shut off.
and Gen shut off. Refueling/defueling power.
Dome, entrance and cargo Clock.
lights.
Additional cargo extinguish-
L battery voltage indication. er (if installed).
AHRS 1 backup power. R battery voltage indication.
L Battery control. AHRS 2 backup power.
R Battery control.
ACARS backup power
(if installed).
L BAT BUS R BAT BUS

Emergency battery charg- Fuel used indication
ing (JET PACK). (if installed).
Cabin pressurization Outflow valve auto dump
control. on ground.
Cabin pressure emergency R pilot audio.
dumping. Lavatory and cargo smoke
L pilot audio. detection.
P/A amplifier and handsets. Flap indication.
Avionic compartment Stby trim indicator backup
smoke detection. power.
Flap control. Stby pitch and stby roll trim
Stby trim indicator main backup power.
power. Main trim indicator.
Pitch/roll disconnect. Main roll and main pitch
L stby fuel pump, power trim.
and control. Yaw trim.
(Contd) (Contd)
Dec 01/16
code 00 A211
23/2 00
PAGE A212 exp
Dec 01/16
ABNORMAL
L BAT BUS R BAT BUS

(Contd) (Contd)
L main fuel pressure control Pitch trim synchroniza-
and indication. tion.
L fuel shutoff valve. Rudder limiter override.
L windshield wiper. R stby fuel pump, power
Cockpit voice recorder. and control.
Landing gear extension R main fuel pressure con-
and retraction. trol and indication.
L landing gear emer- R fuel shutoff valve.
gency extension. R landing gear emer-
Nose wheel steering. gency extension.
Taxi light. Landing gear relays.
Rotating/flashing beacons. TAWS audio (if installed).
Pilot reading lights. Navigation lights, one bulb
each position.
Flood lighting, left and
center. Map lighting.
L engine autoignition. Flood lighting, right.
L engine GCU. Cabin signs.
L engine start control. R engine autoignition.
L engine speed (Ng). R engine GCU.
L engine temp (ITT). R engine start control.
L engine torque. R engine speed (Ng).
L engine oil temp and press R engine temp (ITT).
indication. R engine torque.
L engine fuel flow. R engine oil temp and
L engine CTOT. press. indication.
L and R engine antiice R engine fuel flow.
control lights. R engine CTOT.
L engine intake antiice R engine intake antiice
control. control.
L prop oil temp and press R prop, oil temp and press.
indication. indication.
L propeller deice control. Propeller brake.
R bleed valve control. R propeller deice control.
L stall warning (channel 1). L bleed valve control.
Cabin overhead lighting. R stall warning (channel 2).
Stab & Wing deice AUT Stick pusher servo.
CTL. Windshield heat, R front
(Contd) and side control.
(Contd)
Dec 01/16
code 00 A212
23/2 00
PAGE A213 exp
Dec 01/16
ABNORMAL
L BAT BUS R BAT BUS

(Contd) (Contd)
Windshield heat, L front Wing and stab deice man.
and side control. and control ind.
Bus tie relay AUTO func- Wing and stab deice air
tion. supply control.
Warning system test and Warning annunciator sys-
bright/dim function (with tem, channel 2 (with mod
mod 2328 and a/c 300up). 2328 and a/c 300up).
Hydraulic pump OVRD Sw ice ind (if installed)
(with mod 2414 and a/c ACARS, VHF COM 3 if in-
300up). stalled (with mod 2544).
Warning annunciator sys- INVERTER 2
tem, channel 1 (with mod (with mod 2544).
2328 and a/c 300up).
FI STOP (with mod no
INVERTER 1 2558 and a/c 376up).
(with mod. 2544).
L ESS BUS R ESS BUS

Cabin temperature indica- OAT probe heating control.
tion. Cabin pressurization indica-
Rudder gust lock. tion.
Fuel interconnect valve. L and R battery and fuel
L fuel quantity. temp indication.
Hydraulic pump OVRD Emergency lights, battery
(without mod 2414). charging (a/c 3359)
Landing gear in transit Emergency lights manual
light. control.
Brake pressure indicator, Fuel crossfeed valve.
emergency and outboard. R fuel quantity.
L propeller speed (Np). Hydraulic quantity indica-
L BETA indication. tion.
L autocoarsen system. Brake pressure indicator,
main and inboard.
Autocoarsen computer.
R altimeter vibrator and R
Propeller overspeed test.
overspeed warning.
Warning annunciator sys-
Stby pitot heat.
tem, channel 1 (without
mod 2328) Landing gear downlock
indication.
Warning system test and
bright/dim function (without R propeller speed (Np).
mod 2328) R BETA indication.
(Contd) (Contd)
Dec 01/16
code 00 A213
23/2 00
PAGE A214 exp
Dec 01/16
ABNORMAL
L ESS BUS R ESS BUS

(Contd) (Contd)
GWPS/TAWS indicators Boarding music.
and flap override. R autocoarsen system.
L Essential bus voltage in- Nose Wheel Steering
dication. (a/c serial no 340up)
Warning annunciator sys-
tem channel 2 (without mod
2328).
R Essential bus voltage in-
dication.
Lavatory flush and light
(light for a/c 3359)
Emergency light cabin.
RNAV (with mod 3564 in-
stalled).

Flight deck temperature R galley control ( if in-
control. stalled).
Recirculation fan overheat Cabin window lighting.
detection. Cabin temperature control.
Avionic rack fan control. R battery ventilation.
Avionic rack fan power. R engine antiice air valve
L battery ventilation. (fails open).
Hydraulic pump AUTO. R Windshield wiper.
L engine antiice air valve Antiskid outboard.
(fails open). Emergency lights, battery
Antiskid inboard. charging (a/c 360up)
L landing light. R landing light.
Navigation lights, one bulb Strobe lights.
each position. Wing inspection lights.
Cabin window lighting, lav- R HP manual control
atory light (a/c 360up). (fails closed).
Propeller synchrophaz- R HP auto control.
ing.
Standby Inverter 26 V
L HP auto control. (or INVERTER 2, without
L HP manual control mod 2544).
(fails closed).
(Contd) (Contd)
Dec 01/16
code 00 A214
23/2 00
PAGE A215 exp
Dec 01/16
ABNORMAL

(Contd) (Contd)
L bleed air leak detection R bleed air leak detection
and indication. and indication.
Main inverter 115 V 26 V Xvalve control
(or INVERTER 1, without (fails closed).
mod 2544).
L MAIN BUS voltage indic- R MAIN BUS voltage indic-
ation. ation.
Entrance and cargo light- ACARS, VHF COM3 if in-
ing. stalled (without mod 2544).
Bus data rec. (if installed) Cargo heater control (if
inst.)
Emergency light cabin (a/c
4358).
L MAIN START BUS R MAIN START BUS

Instrument lighting left, Instrument lighting right.
center and center pedestal. Logo lights (if installed).
Emergency light cabin (a/c
359up).
Dec 01/16
code 00 A215
23/2 00
PAGE A216 exp
Dec 01/16
ABNORMAL
L AVIONIC BUS R AVIONIC BUS

Flight director and MSP. Flight director and MSP.
Autopilot controls and ser- Autopilot controls and ser-
vos. vos.
HF COM (if installed). VHF COM 2.
MFD and MPU (if installed). FDAU (for a/c 160249
ADF 1. without mod 2245 and/or
without mod 2948).
DME 1.
ADF 2 (if installed).
ATC transponder 1 (de-
pending on national regula- VOR/ILS 2.
tions). DME 2 (if installed).
Radio altimeter (GPWS/ Weather Radar power.
TAWS is lost). ATC transponder 2
FDAU (for a/c 160249 with (if installed).
mod 2245 and and/or with AHRS 2 main power.
mod 2948, and for a/c
R AVION BUS voltage in-
250up)
dication.
AHRS 1 main power.
RNAV (if installed).
L AVION BUS voltage in-
WXR/TAWS relay.
dication.
TAWS power.
Dec 01/16
code 00 A216
23/2 00
PAGE A217 exp
Dec 01/16
ABNORMAL
L AVIONIC START BUS R AVIONIC START BUS

Rudder limiter. EFIS 2.
ADC/Altimeter.
ADC/IAS indicator.
VSI or VNI and altitude
preselector.
EFIS 1.
ESS AVIONIC BUS UTILITY BUS

VOR/ILS/Marker 1 and Passenger reading lights.
VOR/ILS indicator. Cabin attendant callbut-
ATC Transponder 1 (de- tons.
pending on national regula- Tail compartment shutoff
tions.) valve.
Lavatory water heater
(if installed).
R Galley fan light and liquid
heater.
Pilot footwarmer (if in-
stalled).
L Galley.
F/A seat heater (if in-
stalled).
Active Noise Control
(if installed).
EMERGENCY BUS EMERGENCY AVIONIC BUS

Audio system backup VHF COM 1.
power. Stby horizon.
Bus tie relay CONN func- FLT Data backup (with mod
tion. 2143, optional)
L and R engine fire detect.
L and R tailpipe hot detect.
Warning system backup
pwr.
Emergency voltage indic.
28 to 5 VDC converter for
instrument emergency light-
ing.
Dec 01/16
code 00 A217
23/2 00
PAGE A218 exp
Dec 01/16
ABNORMAL
L GEN BUS R GEN BUS

Cabin recirc fan. Cockpit recirc fan.
Hydraulic pump pwr.
AC POWER
AHRS 1 compass refer- AHRS 2 compass refer-
ence. ence.
NAV 1 compass reference. Boarding music (if installed
and AC powered).
NAV 2 compass reference.

Flight recorder power (for Flight recorder power (for
a/c 160249 without mod. a/c 160249 with mod.
2245 and/or without mod. 2245 and/or with mod.
2948). 2948, and for a/c 250UP).
Integral panel lighting. Weather radar stabilization.
GPWS power. ACARS (if installed).
WILD FREQUENCY AC POWER

L GEN BUS 115 V AC R GEN BUS 115 V AC
L propeller deice power. R propeller deice power.
Windshield heat left front Windshield heat right front
and side. and side.
L pitot heat. R pitot heat.
L angle of attack probe R angle of attack probe
heat. heat.
Galley hot jugs heating. OAT probe heat.
Cargo heater (if installed).
L GEN 115 V AC R GEN 115 V AC

L engine intake antiice. R engine intake antiice.
Dec 01/16
code 00 A218
ABNORMAL CHECKLIST
23/2
PAGE A30
Jun 01/16
23/2 00
PAGE A31 exp
Jun 01/16
ABNORMAL
STALL FAIL light on
1. Cb (affected side) . . . . . . . . . . . . . . . . . . . . . PULL

L STALL FAIL Cb E7 (STALL WARN CHAN 1).
R STALL FAIL Cb L6 (STALL WARN CHAN 2).
CAUTION
Pusher system is inoperative.
PUSHER SYSTEM light on
NOTE
At the end of a normal pusher operation cycle the PUSHER SYS-
TEM Light on CWP may come on for a few seconds.
1. PUSHER DISARM button . . . . . . . . . . . . . . PRESS
2. Cb (L4 STICK PUSHER) . . . . . . . . . . . . . PULL
CAUTION
PUSHER SYSTEM IS INOPERATIVE.
Jun 01/16
code 00 A31
PITCH TRIM light on
The speed limit 180 KIAS is caused by structural strength reasons.

With a pulling force in the control wheels, flap extension will decrease the force.
With a pushing force in the control wheels, flap extension will increase the force.
Consider a flaps 0 landing.
23/2 00
PAGE A32 exp
Jun 01/16
ABNORMAL
PITCH TRIM light on
1. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
2. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Hold flight controls firmly before disconnecting A/P.
Expect increased control forces.
3. MAIN and STBY PITCH TRIM . . . . . . . . . . TRY TO
SYNCHRONIZE
MANUALLY
NOT POSSIBLE to synchronize MAIN and STBY trim:
4. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . BELOW
180 KIAS
5. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . DO NOT
REENGAGE
Considering acceptable control forces, try to keep trim
split to a minimum.
Control forces will decrease with decreasing speed.
Flap extension will increase or decrease control forces.
Consider Flaps 0 for landing.
POSSIBLE to synchronize MAIN and STBY trim:
4. PITCH RESET button . . . . . . . . . . . . . . . . . PRESS
Trim sync. function RESTORED:
5. Resume normal operation.
Trim sync. function NOT RESTORED:
5. Keep MAIN and STBY trim synchronized manually.
Max trim split above 180 KIAS never to exceed 1 unit.
Jun 01/16
code 00 A32
23/2 00
PAGE A33 exp
Jun 01/16
ABNORMAL
FLAP FAULT or FLAPS light on

NOT APPLICABLE TO AIRCRAFT ON CANADIAN
Flaps SPLIT:
* 1. The split may be reduced by reselecting previous flap
setting.
2. Increase VREF by Malfunction increment and ice incre-
ment i.a. Use speed for flap with the lowest flap angle.
Consider increased landing distance as below.
3. GPWS FLAP/TAWS FLAP switch . . . AS REQUIRED
Override for flap angles of less than 20.
Flaps do NOT EXTEND to selected setting:
REGISTER.
1. MAINTAIN FLAP ANGLE

2. Increase VREF by Malfunction increment and ice increment
i.a.
Consider increased landing distance.
Landing ICE ICE INCR Mi Mi / Wi LDF

Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No +20 / +25 +Wi 1.35 / 1.45
Yes +10 +20 / +25 +Wi 1.45 / 1.60
7 No +10 / +15 +Wi 1.15 / 1.30
Yes +10 +10 / +15 +Wi 1.30 / 1.45
15 No +5 / +10 +Wi / 1.15
Yes +10 +5 / +10 +Wi 1.30 / 1.40
3. GPWS FLAP/TAWS FLAP switch . . . . . . . OVRD

Jun 01/16

code 00 A33
RUDDER LIMIT light on
The speed limits 150 and 180 KIAS are caused by structural strength reasons.
23/2 00
PAGE A34 exp
Jun 01/16
ABNORMAL
LIGHT ON ABOVE 220 KIAS:

1. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . 210 KIAS
LIGHT OFF:
2. Resume normal speed.
NOTE
Light on indicates airspeed disagreement in the monitor-
ing circuit, however, the limiter mechanism functions are
correct.
LIGHT ON BELOW 220 KIAS:
2. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
LIGHT OFF:
3. Proceed within speed limit where light is off.
LIGHT ON:
NOTE
In icing conditions or if ice is observed on any part of the air-
craft, consider flap extension before reducing speed.
3. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . 140 KIAS
4. RUD LIM Switch . . . . . . . . . . . . . . . . . . . . . . OVRD
LIGHT OFF:
NOTE
Light off at this speed indicates correct override function i.e. full
rudder authority available for remaining flight.
5. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . MAX 180 KIAS
Avoid large rudder deflections at airspeed above
150 KIAS.
Disregard RUD LIM Light at airspeed above 140 KIAS.
NOTE
Light on indicates correct warning function only.
(Contd)
Jun 01/16
code 00 A34
23/2 00
PAGE A35 exp
Jun 01/16
ABNORMAL
(Contd)
LIGHT ON:
5. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 180 KIAS
Avoid large rudder deflections at speed above 150 KIAS.
Consider possible reduction in available rudder control.
Be prepared to use asymmetric power and ailerons for con-
trol.
If possible, select a runway with crosswind component less
than 10 kts for landing.
AIRCRAFT ON GROUND
NOTE
This procedure is to be used on ground, during system startup
only. It is not intended to be used in flight.
1. Pull and reset c/b G5 once.
2. Release the Gust Lock and verify that full rudder travel is
available.
3. If the RUDDER LIMIT light illuminates again, refer to the MEL
prior to dispatch.
Jun 01/16
code 00 A35
ABNORMAL CHECKLIST
4. Fuel System
23/2
PAGE A40
Dec 01/16
23/2 00
PAGE A41 exp
Dec 01/16
ABNORMAL
FUEL MAIN PUMP light on
1. FUEL STBY PUMP switch (affected side) OVRD

2. FUEL STBY PRESS light (affected side) . CHECK ON
STBY PRESS LIGHT ON:
STBY PRESS LIGHT OFF:
3. Opposite FUEL STBY PUMP switch . . . . . OVRD
4. X FEED switch . . . . . . . . . . . . . . . . . . . . . . . ON
5. Restart Engine, if applicable. Apply the Page A86
ENGINE RESTART IN FLIGHT proced-
ure.
6. Use CONN VALVE switch to equalize fuel, when needed.
Max permissible fuel unbalance 200 lb/90 kg.
FUEL LOW TEMP light on
During Engine Start with fuel temperatures near 0C (32F) or below

it is normal that the FUEL LOW TEMP comes on. The light should
go out as the PGB oil warms up.
Should the fuel heater fail and the fuel temperature drop to 0C
(32F) the FUEL LOW TEMP light will illuminate.
If FUEL FILTER light comes on, see procedure Page A41
FUEL FILTER light on.
FUEL FILTER light on
1. Engine instruments . . . . . . . . . . . . . . . . . . . CHECK

Engine parameters NORMAL:
2. Continue normal operation with close monitoring of en-
gine parameters.
Engine parameters ABNORMAL:
2. Reduce power to 2030% and consider to Page A85
shut down engine. Apply ENGINE SHUT
DOWN procedure.
Dec 01/16
code 00 A41
23/2 00
PAGE A42 exp
Dec 01/16
ABNORMAL
FUEL LOW LEVEL light on
NOTE
Fuel remaining is 300 lb 70lb / 135 kg 30 kg.
and/or
Low fuel condition
1. Consider replanning flight and use long range cruise.

2. L and R STBY PUMP switches . . . . . . . . . OVRD
Check both STBY PRESS lights to come on.
3. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL UNBALANCE
CAUTION
Fuel unbalance may indicate a fuel leak. Always consider the pos-
sibility of a fuel leak prior to balancing fuel.
1. STBY PUMP (feeding side) . . . . . . . . . . . . OVRD
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Monitor fuel transfer and balance fuel as required.
When fuel is balanced:
4. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. STBY PUMP (feeding side) . . . . . . . . . . . . AUTO
6. Note left and right fuel quantities.
Repeated fuel unbalances may indicate a fuel leak.
Dec 01/16
code 00 A42
FUEL LEAK
A faulty fuel quantity guage may be indicated by the affected guage indicating zero (or less than 300 lb/135
kg), without the fuel low level caution light on CWP beeing illuminated.
23/2 00
PAGE A43 exp
Dec 01/16
ABNORMAL
THIS PAGE IS NOT APPLICABLE TO AIRCRAFT

FUEL LEAK
1. Consider landing at nearest suitable airport.

2. Note left and right fuel quantities. A fuel leak may be con-
firmed by:
-- Repeated fuel unbalances.
-- Observed overboard drainage of fuel. Consider observation
ON CANADIAN REGISTER.
from cabin crew.

FUEL LEAK:
3. Apply ENGINE SHUT DOWN pro- Page A8--5
cedure to shut down the engine on
the side of the fuel leak.
4. Monitor left and right fuel quantities.
Fuel still leaking:
5. Landing is possible with excessive fuel unbalance. If
fuel unbalance is between 200 and 2645 lb (90 and
1200 kg), increase VREF by 5 knots in addition to the 10
knots OEI increment. If unbalance is more than 2645 lb
(1200 kg) add an additional 10 kts (total 25 kts).
Land Fuel Unbal- ICE ICE INCR Mi Mi/Wi LDF

Flap ance ACC F20 F20
20 <200lb No -- +10 Highest of 1.15
(90kg) Mi or Wi
Yes +10 -- Highest of 1.15
Mi or Wi
20 200--2645lb No -- +15 Highest of 1.20
(90-- Mi or Wi
1200kg) Yes +10 +5 Highest of 1.20
Mi or Wi
20 >2645lb No -- +25 Highest of 1.40
(1200kg) Mi or Wi
Yes +10 +15 Highest of 1.40
Mi or Wi
6. Apply OEI OPERATION checklist. Page A8--10
No fuel leak:
(Contd)
Dec 01/16 code 00 A4--3

23/2 00
PAGE A44 exp
Dec 01/16
ABNORMAL
FUEL LEAK
(Contd)
CAUTION
Do not use XFEED to balance fuel since this may start the fuel
leak again.
5. CONN VALVE . . . . . . . . . . . . . . . . . . . . OPEN
Balance fuel as needed. All remaining fuel can be used for
the running engine.
6. Apply OEI OPERATION checklist. Page A810
NO FUEL LEAK:
3. Resume normal fuel management.
Dec 01/16
code 00 A44
ABNORMAL CHECKLIST
5. Hydraulic System
23/2
PAGE A50
Jun 01/16
HYDR light on
The light will come on if low hydraulic pressure in any of the hydraulic accumulators or high fluid temp in
the main reservoir.
Maximum speed for gear normal and emergency extension is 200 KIAS.
With HYD QTY NORMAL and NO INCREASE in MAIN Pressure when in OVRD indicates a faulty Electri-
cal pump, this will require Manual Extension of the Gear with the Handpump. This is reflected under HYD
FLUID LOSS checklist.
23/2 00
PAGE A51 exp
Jun 01/16
ABNORMAL
HYDR light on
*1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OFF

*2. Check HYDRAULIC INDICATORS.
EMER and MAIN pressure are both LOW:
CAUTION
Leave flaps in present position.
SPEED BELOW 200 KIAS:
* 3. LANDING GEAR handle . . . . . . . . . . . DOWN
* 4. EMERG LDG handle . . . . . . . . . . . . . . PULL
5. LAND at nearest suitable airport.
6. Apply HYDRAULIC FLUID LOSS Page A54
procedure for Flaps considerations
and Brake operation.
7. If Landing Gear not down and locked. Page E72
Apply EMERGENCY LANDING pro-
cedure.
EMER pressure LOW and MAIN pressure NORMAL:
procedure for Landing Gear, Flaps
Follow procedure as for HYD MAIN PRESS LOW.
EMER press NORMAL and MAIN pressure LOW:
HYD QTY DECREASING OR BELOW RED radial line:
HYD QTY NORMAL:
3. HYDR PUMP switch . . . . . . . . . . . . . . OVRD then OFF
Place the switch momentarily into OVRD position and
check for increase in MAIN pressure.
(Contd)
Jun 01/16
code 00 A51
23/2 00
PAGE A52 exp
Jun 01/16
ABNORMAL
HYDR light on
Contd
NO INCREASE in MAIN pressure when in OVRD:
INCREASE in MAIN pressure when in OVRD:
4. Switch between OVRD and OFF as required to maintain
pressure when operating hydraulic systems.
EMER and MAIN pressure are both NORMAL:
This indicates high temperature in the main reservoir.
3. Switch between OVRD and OFF as required to maintain
pressure when required for Landing Gear, Flaps and Brake
operation.
BEFORE LANDING
4. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OVRD

Jun 01/16
code 00 A52
23/2 00
PAGE A53 exp
Jun 01/16
ABNORMAL
WITHOUT PROPELLER BRAKE INSTALLED.


Jun 01/16 code 00

A53
HYDRAULIC light on prop brake engaged
Never release the prop brake (switch to OFF) before it has been assured that the area is clear, or wait until
the engine has spooled down to below 10% Ng to prevent propeller rotation. It takes a while for the Ng to
reach 10%
23/2 10
PAGE A53 exp
Jun 01/16
ABNORMAL
HYDR light on prop brake engaged

WITH PROPELLER BRAKE INSTALLED. 1. Shut down engine.
EMER and/or MAIN pressure LOW
2. HYDR PUMP switch . . . . . . . . . . . . . . OFF
EMER and/or MAIN pressure NORMAL
High Hydraulic Oil Temp
2. R PROP BRK switch . . . . . . . . . . . . . . . . . . OFF
NOTE
Ensure flaps area to be clear before extending flaps.
3. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATE
To cool down the hydraulic oil, it is recommended to operate
the flaps full down and up 5 to 7 times.
NOTE
Set the HYD PUMP switch momentarily into AUTO position now
and then to increase hydraulic pressure while operating the flaps.

Jun 01/16

code 10 A53
HYDRAULIC FLUID LOSS
A large number of hand pump strokes are required for flap and landing gear operation.
Stroke resistance characteristics vary from very light to rather heavy.
Position of handpump selector is important. Normally center for gear and flaps and at the outer end (left/
right) for inboard/outboard brakes. Small adjustments to these positions might be necessary to achieve
enough pressure.
A large number of hand pump strokes and continuous pumping is required to achieve and maintain enough
brake pressure.
Normal action with a faulty hydraulic pump is to tow the aircraft on ground. It is a challenging task to taxi on
ground with just the handpump as pressure source.
Direct entry into this procedure is when Hydraulic Quantity is low. The majority of Hydraulic fault related
procedures refers to this procedure for Landing Gear, Flaps and Brake operation.
Even though emergency extension does not require the Landing Gear handle to be selected down it shall
be selected down for the obvious reason of agreeing with the Landing Gear position. It is also required for
antiskid function.
Maximum speed for gear normal or emergency extension is 200 KIAS.
23/2 00
PAGE A54 exp
Jun 01/16
ABNORMAL

*1. HYDR PUMP switch . . . . . . . . . . . . . . . . . . OFF
NOTE
A large number of hand pump strokes with gradual increase in res-
istance is required to obtain desired pressure.
Landing gear extension

EITHER HYD QTY OR HYD MAIN pressure LOW:
3. LANDING GEAR HANDLE . . . . . . . . . DOWN
REGISTER.
4. HAND PUMP SELECTOR . . . . . . . . . FLAPS LDG

GEAR
Operate hand pump until the Landing Gear is down and
locked.
HAND PUMP extension successful:
5. BRAKE PRESSURE . . . . . . . . . . CHECK
BOTH HYD QTY AND HYD MAIN pressure LOW
OR HAND PUMP extension NOT successful:
3. EMERG LDG handle . . . . . . . . . . . . . . . . . . PULL
4. LANDING GEAR HANDLE . . . . . . . . . . . . . DOWN
5. BRAKE PRESSURE . . . . . . . . . . . . . . . . . . CHECK
If Emergency Extension NOT success- Page E72
ful: Proceed with EMERGENCY LAND-
ING CHECKLIST.
If brake pressure needs to be increased
CAUTION
If HYD QTY loss was accompanied by an excessive pressure loss
in INB or OUTB BRK accumulator, do not use hand pump to inc-
rease pressure in that accumulator. Pressure loss in a BRK ac-
cumulator is always accompanied by pressure loss in the MAIN
accumulator.
1. HAND PUMP SELECTOR . . . . . . . . . . . . . SET TO DE-
SIRED BRAKE
SYSTEM
Operate Hand Pump to increase brake accumulator pres-
sure.
(Contd)

Jun 01/16

code 00 A54
23/2 00
PAGE A55 exp
Jun 01/16
ABNORMAL
NOT APPLICABLE TO AIRCRAFT ON CANADIAN If brake pressure needs to be increased
(Contd)
NOTE
A fully charged brake system will normally be sufficient to stop the
aircraft using normal braking technique. Braking with antiskid sys-
tem ON normally consumes less hydraulic fluid than with antiskid
system OFF.
BOTH brake systems pressurized:
2. Use normal braking technique.
Avoid excessive cycling of the brakes.
REGISTER.
ONE brake system pressurized:

2. Increase VREF by Malfunction increment (Mi) and ice in-
crement i.a.
Landing ICE ICE Mi Mi / Wi LDF
Flap ACC INCR F20 / 35 F20 / 35
F20 / 35
0 No +20 / +25 +Wi 1.42* / 1.42*
Yes +10 +20 / +25 +Wi 1.60 */ 1.80*
20 No +Wi 1.32
Yes +10 +Wi 1.45
35 No +Wi 1.32
Yes +10 +Wi 1.45
* Assumes use of full reverse.
3. Use normal braking technique.
Avoid excessive cycling of brakes.
(Contd)

Jun 01/16

code 00 A55
23/2 00
PAGE A56 exp
Jun 01/16
ABNORMAL

If brake pressure needs to be increased
Contd
NO brake system pressurized:
2. Increase VREF by Malfunction increment (Mi) and ice incre-
ment i.a.
Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No +20 / +25 +Wi 2.80 / 3.10
REGISTER.
Yes +10 +20 / +25 +Wi 3.00 / 3.30

20 No +Wi 2.40
Yes +10 +Wi 2.60
35 No +Wi 2.30
Yes +10 +Wi 2.50
NOTE
The LDF assumes use of full reverse.
3. Use reverse thrust as required for stopping.
(Contd)

Jun 01/16

code 00 A56
23/2 00
PAGE A57 exp
Jun 01/16
ABNORMAL

(Contd)
Flaps operation
NOTE
If HYD MAIN Press was NORMAL before Landing Gear extension,
follow procedure below as for HYD QTY OR HYD MAIN pressure
LOW.
EITHER HYD QTY OR HYD MAIN pressure LOW:
1. FLAP HANDLE . . . . . . . . . . . . . . . . . . . SET TO
DESIRED POS.
REGISTER.
2. HAND PUMP SELECTOR . . . . . . . . . FLAPS LDG GR

Operate Hand Pump until desired flap setting is obtained.
BOTH HYD QTY AND HYD MAIN pressure LOW:
Do not operate the flaps, land with present flaps setting.
1. Increase VREF by Malfunction increment (Mi) and ice incre-
ment i.a.
Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No +20 / +25 +Wi 1.35 / 1.45
Yes +10 +20 / +25 +Wi 1.45 / 1.60
7 No +10 / +15 +Wi 1.15 / 1.30
Yes +10 +10 / +15 +Wi 1.30 / 1.45
15 No +5 / +10 +Wi / 1.15
Yes +10 +5 / +10 +Wi 1.30 / 1.40
2. GPWS FLAP/TAWS FLAP switch OVRD
Before landing
If either HYD QTY or HYD MAIN pressure low consider to in-

crease HYD MAIN pressure before landing, by use of the
HAND PUMP, to assure Nose wheel steering function during
roll out. If hydraulic pressure is lost, nose wheel steering will
be inoperative.
(Contd)

Jun 01/16

code 00 A57
The shut off valves are positioned at the left and right inner wing. When using fire handles, the valves
moves to the closed position trapping fuel in the fuel line for the engine to consume. Be aware that it takes
approximate 45 seconds for the engine to consume the remaining fuel before ceasing.
23/2 00
PAGE A58 exp
Jun 01/16
ABNORMAL
(Contd)
After landing
WARNING
Do not taxi with bake system unpressurized. Once the aircraft has
come to a stop after landing, shut down engines with Fire Handles to
prevent uncontrolled forward thrust. Be aware that at low power set-
ting it takes approximately 45 seconds for the engine to consume
the remaining fuel before ceasing. Tow the aircraft to a safe parking.
Ensure that AUTOCOARSEN is selected to OFF prior to shutting
down the engines.
NOTE
During taxiing with a non functional hydraulic pump, use nose
wheel steering and brakes with great care. The functions will be
abruptly lost when hydraulic accumulator pressure falls below
about 1650 psi.
Jun 01/16
code 00 A58
ABNORMAL CHECKLIST
6. Ice Protection
23/2
PAGE A60
Jun 01/16
115V AC GEN BUS FAULT
Unreliable indications may be experienced with faulty antiicing system. See page A67
PITOT and/or ALPHA and/or OAT light on for effect on instruments and systems.
23/2 00
PAGE A61 exp
Jun 01/16
ABNORMAL
AC GEN light on
1. AC GEN switch . . . . . . . . . . . . . . . . . . . . . . . OFF/RESET

then ON
AC GEN LIGHT OUT:
AC GEN LIGHT ON:
3. If possible leave icing conditions. Engine intake antiicing is
lost on the affected side.
115V AC GEN BUS FAULT
This fault can be determined by the following indications:

ICE PROT (CWP) light.
L/R PROP light.
L/R FRONT and/or L/R SIDE Lights.
L or R PITOT and L or R ALPHA lights.
OAT Light.
1. AC GEN switch . . . . . . . . . . . . . . . . . . . . . . . LOAD XFR
LIGHT goes OUT:
LIGHT stays ON:
2. If possible leave icing area. Propeller deicing is lost on the
affected side together with same sides probes.
then ON
CAUTION
Do not leave AC GEN switch in OFF/R position as this will make
engine inlet duct antiicing inoperative.
Jun 01/16
code 00 A61
23/2 00
PAGE A62 exp
Jun 01/16
ABNORMAL

INTAKE light on
1. ENGINE antiice switch . . . . . . . . . . . . . . . OFF then ON

LIGHT goes OFF:
LIGHT still ON:
2. IF POSSIBLE LEAVE ICING CONDITIONS.
CAUTION
COX ENGINE INTAKE.
Abnormal heating cycles, cold spots or reactivation of intake anti

icing in or after being exposed to icing conditions may cause pieces
of accumulated ice tearing loose and damaging the engine.
CAUTION
With an unserviceable engine intake antiicing system, ice may
accumulate in the birdcatcher. Normally the air stream in the
birdcatcher will prevent ice from being sucked into the engine com-
pressor. However, reverse power operation below 50 kt will cause a
reverse airflow through the birdcatcher.
Avoid use of reverse power below 50 kt if operationally feasible.

Jun 01/16

code 00 A62
23/2 10
PAGE A62 exp
Jun 01/16
ABNORMAL

INTAKE light on

LIGHT goes OFF
NOTE
Light coming on again may be indicative of the antiice func-
tioning but being regulated by the overtemp sensor. Repeated
overtemp may occur, keep antiice ON.
If possible leave icing area. When clear of icing switch of en-

gine antiice.
LIGHT still ON
2. IF POSSIBLE LEAVE ICING AREA.
CAUTION
Abnormal heating cycles, cold spots or reactivation of intake anti
icing in or after being exposed to icing conditions may cause pieces
of accumulated ice tearing loose and damaging the engine.
CAUTION
accumulate in the birdcatcher. Normally the air stream in the
birdcatcher will prevent ice from being sucked into the engine com-
pressor. However, reverse power operation below 50 kt will cause a

Jun 01/16

code 10 A62
23/2 00
PAGE A63 exp
Jun 01/16
ABNORMAL
Jun 01/16 code 00
A63
23/2 10
PAGE A63 exp
Jun 01/16
ABNORMAL

INTAKE SPARKS
Intake sparks is a result of a local burn through of the heater ele-

ment in the intake and might come on without INTAKE light coming
on.
1. ENGINE antiice switch . . . . . . . . . . . . . . . OFF
2. Affected Cb . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
Left intake H26 L INTAKE
Right intake R27 R INTAKE

3. ENGINE antiice . . . . . . . . . . . . . . . . . . . . . ON
4. IF POSSIBLE LEAVE ICING CONDITIONS.
CAUTION
accumulate in the birdcatcher. Normally the air stream in the bird-
catcher will prevent ice from being sucked into the engine compres-
sor. However, reverse power operation below 50 kt will cause a

Jun 01/16

code 10 A63
23/2 00
PAGE A64 exp
Jun 01/16
ABNORMAL
PROP deice light on

1. PROP switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF then
NORM or MAX
LIGHT goes OFF and stays off more than 90 sec:
LIGHT stays ON or comes back within 90 sec:
2. Affected Cbs . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
One reset attempt.
L PROP: H21 (CONTROL); H24, H23, H22
(PWR A, B, C)
R PROP: P24 (CONTROL); P21, P22, P23
(PWR A, B, C)
LIGHT goes OFF and stays off more than 90 sec:
LIGHT stays ON or comes back within 90 sec:
NOTE
Increased PROP RPM may improve ice shedding.
3. PROP switch . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If either NORM or MAX mode faulty, use:
NORM mode at 5C SAT and colder.
MAX at 13C SAT and colder.
Do not use prop deice at warmer temperatures.
If both NORM and MAX mode faulty, switch OFF affected
sides PROP switch.
Jun 01/16
code 00 A64
23/2 00
PAGE A65 exp
Jun 01/16
ABNORMAL
AIR VALVE light on

NOTE
During power application from low to high power, ensure AUTO-
COARSEN is OFF, then reselect to ON (if applicable).
LIGHT goes OFF:
LIGHT still ON:
2. If possible leave icing area. Engine inlet antiicing is partially
lost on the affected engine.
3. Reduce ENG RPM to slightly below given values until clear of
icing area.
SATC Ng % SATC Ng %
+5 86 20 83
5 85 25 82
15 84 30 81
Jun 01/16
code 00 A65
23/2 00
PAGE A66 exp
Jun 01/16
ABNORMAL

FRONT and/or SIDE windshield light on
1. FRONT and/or SIDE switch . . . . . . . . . . . . OFF then

ON/NORM
LIGHT OFF:
LIGHT ON:
One reset attempt.
LEFT:
FRONT: J21 (CONTROL);J22, J23 (PWR B, A)
S/N 300 UP.
SIDE: R26 (CONTROL);R24 (PWR A)

RIGHT:
FRONT: R23 (CONTROL); R21, R22 (PWR B, C)
SIDE: J24 (CONTROL); J25 (PWR A)
LIGHT OFF:
LIGHT ON:
The deicing may function but is regulated by overtemp
sensor. Repeated overtemp may occur.
If no antiicing effect: Affected switch(es) OFF.

Jun 01/16

code 00 A66
23/2 10
PAGE A66 exp
Jun 01/16
ABNORMAL

FRONT and/or SIDE windshield light on
1. FRONT and/or SIDE switch . . . . . . . . . . . . OFF then

ON/NORM
LIGHT OFF
LIGHT ON
One reset attempt.
LEFT:
S/N 160 299.
FRONT: J21 (CONTROL);J22, J23 (PWR B, A)

SIDE: J24 (CONTROL);J25, J26 (PWR A, C)
RIGHT:
FRONT: R23 (CONTROL); R21, R22 (PWR A, B)
SIDE: R26 (CONTROL); R24, R25 (PWR A, B)
LIGHT OFF
LIGHT ON
The deicing may function but is regulated by overtemp
sensor. Repeated overtemp may occur.
If no antiicing effect: Affected switch(es) OFF.

Jun 01/16

code 10 A66
23/2 00
PAGE A67 exp
Jun 01/16
ABNORMAL

PITOT and/or ALPHA and/or OAT light on
NOTE
If more than one light on the overhead Ice Protection Panel is on,
consider using 115V AC GEN BUS FAULT procedure.
Page A61

One reset attempt.
J28 (L ALPHA); J27 (L PITOT); S24 (R ALPHA);
S/N 300 UP.
S25 (R PITOT); S23 (OAT).

LIGHT OFF:
LIGHT ON:
2. The following equipment/information is affected:
L/P R/P
L PITOT RUD LIM RUD LIM
IAS ALT VS
R PITOT IAS ALT VS
L ALPHA Stall warning
R ALPHA Stall warning
OAT SAT SAT

Jun 01/16

code 00 A67
23/2 10
PAGE A67 exp
Jun 01/16
ABNORMAL

PITOT and/or ALPHA and/or OAT light on
NOTE
If more than one light on the same side is on, consider using 115V
AC GEN BUS FAULT procedure. Page A61

One reset attempt.
J28 (L ALPHA); J27 (L PITOT ); S24 (R ALPHA);
S25 (R PITOT); S23 (OAT).
LIGHT OFF
S/N 160 299.
LIGHT ON
2. The following equipment/information is affected:
L/P R/P
L PITOT RUD LIM RUD LIM
IAS ALT VS
R PITOT IAS ALT VS
L ALPHA Stall warning
R ALPHA Stall warning
OAT SAT SAT

Jun 01/16

code 10 A67
23/2 00
PAGE A68 exp
Jun 01/16
ABNORMAL
STBY PITOT light on
1. STBY PITOT switch . . . . . . . . . . . . . . . . . . . OFF then ON

LIGHT OFF:
LIGHT ON:
One reset attempt.
S27 (CONTROL); S26 (PWR).
LIGHT OFF:
LIGHT ON:
3. STBY PITOT switch . . . . . . . . . . . . . . . . . . . OFF
CAUTION
As the standby pitot tube heat is lost, the standby airspeed,
standby altitude and cabin diff pressure indicator may indicate in-
correct values and RUDDER LIMIT (CWP) light may come on.
Jun 01/16
code 00 A68
TIMER light on
If there is any uncertainty about the status of the boots, consider the boots to be inflated.
Inflated boots will increase the stallspeed.
Without HP BLD ON the air supply is not always sufficient for boots deicing. Once the TIMER LIGHT has
been activated, it will remain on until a complete cycle has been completed.
A ruptured or torn stabilizer deicing boot can be indicated by a TIMER caution together with a STAB
BOOT IND light not illuminating. If this is the case the landing shall be performed with flaps 0.
23/2 00
PAGE A69 exp
Jun 01/16
ABNORMAL
TIMER light on
APPLICABLE TO AIRCRAFT WITH MOD NO 2310

NOTE
Make sure the HP BLD switches are in AUTO before proceeding
with the checklist.
INSTALLED (AUTOMATIC HP BLEED)
1. BOOT IND switch . . . . . . . . . . . . . . . . . . . . . ON

2. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . CHECK ON
AUTO CYCLING switch in CONT:
3. AUTO CYCLING switch . . . . . . . . . . . ONE CYCLE
TIMER LIGHT OFF:
TIMER LIGHT ON:
REGISTER.
4. Proceed with procedure below.

AUTO CYCLING switch in ONE CYCLE:
3. Operate boots manually.
Press and hold one manual pushbutton at a time for 6 sec. in
the following sequence: STAB W OUTB W INB STAB.
Observe respective BOOT IND light to come on.
Repeat as often as required.
NOTE
Sometimes the timer light can be caused by a frozen pressure swit-
ch. Therefore, if possible, a manual ONE CYCLE deice boot test
can be performed once the temperature (SAT) is above freezing. If
normal deice boot indication is obtained a normal landing can be
performed.
Manual system OPERATIVE:
Manual system totally or partially INOPERATIVE:
4. If possible leave icing area.
(Contd)

Jun 01/16

code 00 A69
TIMER light on
Without HP BLD ON the air supply is not always sufficient for boots deicing. Once the TIMER LIGHT has
been activated, it will remain on until a complete cycle has been completed.
However, at low power settings, also with HP BLD in AUTO, the HP bleed valve may not be triggered. This
is due to tolerances in the engine bleed extraction system. At the same time LPbleed pressure may not
be sufficient for deicer boot operation, indicated by the TIMER caution coming on.
Occasionally the TIMER caution comes on while a proper deice cycle is indicated by the BOOT INDICA-
TION LIGHTS coming on at the same time. This indication shall not be considered as a deicing cycle.
Therefore, in all cases where the TIMER caution comes on the Abnormal checklist must be consulted.
A ruptured or torn stabilizer deicing boot can be indicated by a TIMER caution together with a STAB
BOOT IND light not illuminating. If this is the case the landing shall be performed with flaps 0.
23/2 10
PAGE A69 exp
Jun 01/16
ABNORMAL
TIMER light on
APPLICABLE TO AIRCRAFT WITHOUT MOD NO 2310
NOTE
Make sure the HP BLD switches are in AUTO before proceeding

with the checklist.
1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Increase or
Decrease
TIMER LIGHT OFF
TIMER LIGHT ON
2. BOOT IND switch . . . . . . . . . . . . . . . . . . . . . ON
3. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . CHECK ON
AUTO CYCLING switch in CONT
REGISTER.
4. AUTO CYCLING switch . . . . . . . . . . . ONE CYCLE

TIMER LIGHT OFF
TIMER LIGHT ON
5. Proceed with procedure below.
AUTO CYCLING switch in ONE CYCLE
4. Operate boots manually.
Press and hold one manual pushbutton at a time for 6 sec. in
the following sequence: STAB W OUTB W INB STAB.
Observe respective BOOT IND light to come on.
Repeat as often as required.
NOTE
Sometimes the timer light can be caused by a frozen pressure swit-
ch. Therefore, if possible, a manual ONE CYCLE deice boot test
can be performed once the temperature (SAT) is above freezing. If
normal deice boot indication is obtained a normal landing ca be
performed.
Manual system OPERATIVE
Manual system totally or partially INOPERATIVE
5. If possible leave icing area.
(Contd)

Jun 01/16

code 10 A69
23/2 00
PAGE A610 exp
Jun 01/16
ABNORMAL
TIMER light on
APPLICABLE TO AIRCRAFT WITH MOD NO 2310

(Contd)
5. If icedup or inflated boots, increase VREF by Malfunction in-
crement (Mi) and use the recommended Flaps for landing.
Landing Mi Mi / Wi LDF
Flap
Wing Fault 20 +10 +Wi 1.15
35 +10 +Wi 1.15
Stab fault or 0 VREF20+30 +Wi 1.45
Wing & Stab
fault
REGISTER.

Jun 01/16

code 00 A610
23/2 10
PAGEA610 exp
Jun 01/16
ABNORMAL
TIMER light on
APPLICABLE TO AIRCRAFT WITHOUT MOD NO 2310

(Contd)
6. If icedup or inflated boots, increase VREF by Malfunction
increment (Mi) and use the recommended Flaps for landing.
Flap
35 +10 +Wi 1.15
Stab fault or 0 VREF20+30 +Wi 1.45
Wing & Stab
fault
REGISTER.

Jun 01/16

code 10 A610
DEICE OV TEMP light on
23/2 00
PAGE A611 exp
Jun 01/16
ABNORMAL
DEICE OV TEMP light on

1. HP VALVE switches (both) . . . . . . . . . . . . . OFF
LIGHT OFF:
Air supply will not be enough at low power.
LIGHT ON:
2. POWER (one engine at a time) . . . . . . . . . REDUCE
LIGHT OFF:
3. Continue with reduced power on affected engine until
clear of icing area.
4. AIR SUPPLY switch
REGISTER.
(when clear of icing area) . . . . . . . . . . OFF

5. For landing see item 5 below.
LIGHT ON:
3. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . OFF
LIGHT OFF:
LIGHT ON:
4. If possible leave icing area and land as soon as possible.
Flap
35 +10 +Wi 1.15
Stab fault or 20 +10 +Wi 1.15
Wing & Stab
fault

Jun 01/16

code 00 A611
BOOT REMAINS INFLATED and

BOOT INDICATION LIGHT REMAINS ON or OFF
23/2 00
PAGE A612 exp
Jun 01/16
ABNORMAL

BOOT REMAINS INFLATED and
BOOT INDICATION LIGHT REMAINS ON or OFF
1. AUTO CYCLING switch . . . . . . . . . . . . . . . OFF

3. If unable to deflate the boots leave icing area as soon as
possible.
If necessary the following procedure

can be used for Boot Deicing
1. AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . ON

REGISTER.
2. AUTO CYCLING switch . . . . . . . . . . . . . . . CONT/

ONE CYCLE
After one cycle (approx. 24 sec):
4. AUTO CYCLING switch . . . . . . . . . . . . . . . OFF
Flap
35 +10 +Wi 1.15
Stab fault or 20 +10 +Wi 1.15
Wing & Stab
fault

Jun 01/16

code 00 A612
ABNORMAL CHECKLIST
7. Landing Gear
23/2
PAGE A70
Jun 01/16
GEAR DOWN UNSAFE CONDITION
INDICATION: One or more downlock lights OFF with Landing Gear selected down.
There are no means of visually confirming a down and locked position of the main gears.
The nose gear can be regarded to be down and locked if the taxi light is lit.
23/2 00
PAGE A71 exp
Jun 01/16
ABNORMAL
NOTE
Make sure that the ANNUN switch is in BRIGHT before proceed-
ing with the checklist.
Perform lamp test (on landing gear control panel).
Replace faulty bulbs.
Check Cb F7 (LDG CONTROL) and M5 (LDG IND).
Reset once and if Cb F7 is not resettable, the following will be
lost:
Nose wheel steering (for A/C s/n 340 and up, nose wheel stee-
ring will also be lost if c/b M5 is not resettable.)
Hand pump extension (perform emergency extension)
The nose gear can be regarded to be down and locked if the
taxi light can be confirmed lit.
TRANSIT LIGHT OFF and one or more downlock light OFF:
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . MAX 150
2. Landing gear . . . . . . . . . . . . . . . . . . . . . RECYCLE
Check for NORMAL transit light function during recycling
(consider more than one recycle).
Landing Gear may be regarded as down and locked if
transit light comes on and then goes out after recycling.
TRANSIT LIGHT FUNCTION NORMAL:
TRANSIT LIGHT FUNCTION NOT NORMAL:
3. Regard Landing Gear as UNSAFE. Page E72
Apply EMERGENCY LANDING pro-
cedure.
TRANSIT LIGHT ON and one or more downlock lights OFF:
1. Check HYDRAULIC INDICATORS.
MAIN PRESSURE LOW:
2. HYDR PUMP switch . . . . . . . . . . OFF

procedure.
HYD QTY NORMAL:
(Contd)
Jun 01/16
code 00 A71
23/2 00
PAGE A72 exp
Jun 01/16
ABNORMAL
(Contd)
2. HYDR PUMP switch . . . . . . . . . . . . . . OVRD
Place the switch into OVRD position and check for in-
crease in MAIN pressure.
NO INCREASE in MAIN pressure:

procedure.
INCREASE in MAIN pressure:
4. After Landing Gear down and locked place the HYDR
PUMP switch in AUTO.
MAIN PRESSURE NORMAL:
2. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX150 KIAS
3. Landing gear . . . . . . . . . . . . . . . . . . . . . . . . . RECYCLE
Recycling SUCCESSFUL:
4. With Landing Gear down and locked MAX AIRSPEED is
200 KIAS.
Recycling NOT SUCCESSFUL:
5. EMERG LDG HANDLE . . . . . . . . . . . . . . . . PULL
6. LANDING GEAR HANDLE . . . . . . . . . . . . . DOWN
Emergency extension SUCCESSFUL:
CAUTION
If the emergency extension was caused by a fault in the land-
ing gear control valve, nose wheel steering will be inoperative.
Emergency extension NOT SUCCESSFUL:
7. Regard the Landing Gear as unsafe. Apply Page E72
EMERGENCY LANDING procedure.
Jun 01/16
code 00 A72
GEAR UP UNSAFE CONDITION
INDICATIONS: Disagreement light and/or one or more green downlock lights remains ON.
23/2 00
PAGE A73 exp
Jun 01/16
ABNORMAL
GEAR UP UNSAFE CONDITION

2. LANDING GEAR HANDLE . . . . . . . . . . . . . CHECK UP
3. Check HYDRAULIC INDICATORS.
MAIN PRESSURE LOW:

procedure.
HYD QTY NORMAL:
4. HYDR PUMP switch . . . . . . . . . . . . . . OVRD
Place the switch into OVRD position and check for increa-
se in MAIN pressure.
NO INCREASE in MAIN pressure:

procedure.
INCREASE in MAIN pressure:
5. After Landing Gear up and locked place the HYDR
PUMP switch in AUTO.
MAIN PRESSURE NORMAL:
4. Landing Gear . . . . . . . . . . . . . . . . . . . . RECYCLE
Landing Gear indication NORMAL:
Landing Gear indication ABNORMAL:
6. Consider performance penalty with LG down. Drag in-
crease corresponds in up to 4000 lb extra weight.
Jun 01/16
code 00 A73
23/2 00
PAGE A74 exp
Jun 01/16
ABNORMAL
LANDING GEAR HANDLE CAN NOT BE

CAUTION
IF STRUCTURAL INTEGRITY OF THE LANDING GEAR IS IN
DOUBT, DO NOT RETRACT LANDING GEAR UNLESS RE-
QUIRED BY PERFORMANCE REASONS AFTER AN ENGINE
FAILURE.
1. DOWN LOCK REL. button . . . . . . . . . . . . . PUSH
2. LANDING GEAR HANDLE . . . . . . . . . . . . . UP
Select Landing Gear UP while depressing DOWN LOCK REL
button.
Jun 01/16
code 00 A74
ASKID INOP light on
Using wheel brakes at higher speeds than specified will result in locked wheel and consequently flat tires.
23/2 00
PAGE A75 exp
Jun 01/16
ABNORMAL
ASKID INOP light on

APPLICABLE TO AIRCRAFT WITH AUTOMATIC
1. PERFORMANCE DATA . . . . . . . . . . . . . . . REVIEW
Use of wheel brakes without ANTISKID above 40 kt will most
likely result in flat tires.
FLIGHT IDLE STOP MOD NO. 2558.
Delayed use of brakes to below 40 kt increases landing dis-

tance by a factor of 2.0.
On long runways use only reverse thrust for deceleration.
On short runways use wheel brakes as normal combined with
reverse thrust for deceleration. (Flat tires on one brake circuit
can be expected.)
2. Be prepared to use FI STOP OVRD PULL knob after touch
down.
NOSE WHEEL STEERING FAULT
Check HYDR PUMP switch to be in AUTO.

If HYDR MAIN pressure low follow pro- Page A51
cedure HYDR LIGHT on.
1. Cb NOSE WL STEER (F5) . . . . . . . . . . . PULL
2. Steer with asymmetric braking or engines.
CAUTION
Avoid sharp turns. Nose wheel may swing around 180 degrees
when nose wheel angle exceeds 20 degrees. Do not perform
backing by reverse thrust.

Jun 01/16

code 00 A75
ASKID INOP light on
Using wheel brakes at higher speeds than specified will result in locked wheel and consequently flat tires.
23/2 10
PAGE A75 exp
Jun 01/16
ABNORMAL
APPLICABLE TO AIRCRAFT WITHOUT AUTOMATIC

ASKID INOP light on
1. PERFORMANCE DATA . . . . . . . . . . . . . . . REVIEW

Use of wheel brakes without ANTISKID above 40 kt will most
likely result in flat tires.
Delayed use of brakes to below 40 kt increases landing dis-
FLIGHT IDLE STOP MOD NO 2558.
tance by a factor of 2.0.

On long runways use only reverse thrust for deceleration.
On short runways use wheel brakes as normal combined with
reverse thrust for deceleration. (Flat tires on one brake circuit
can be expected.)
NOSE WHEEL STEERING FAULT
Check HYDR PUMP switch to be in AUTO.

If HYDR MAIN pressure low follow pro- Page A51
cedure HYDR LIGHT on.
1. Cb NOSE WL STEER (F5) . . . . . . . . . . . PULL
2. Steer with asymmetric braking or engines.
CAUTION
Avoid sharp turns. Nose wheel may swing around 180 degrees
when nose wheel angle exceeds 20 degrees. Do not perform
backing by reverse thrust.

Jun 01/16

code 10 A75
ABNORMAL CHECKLIST
23/2
PAGE A80
Dec 01/16
23/2 00
PAGE A81 exp
Dec 01/16
ABNORMAL
NO BAT START light on
LIGHT COMES ON IN FLIGHT:

1. Disregard for in flight engine start.
2. BAT/FUEL TEMP PANEL . . . . . . . . . . CHECK
Check and monitor L/R battery temp.
Do not switch off any battery without BAT HOT light on.
3. If BAT HOT light comes on, apply Page A22
BAT HOT light on procedure.
LIGHT ON PRIOR TO FIRST ENGINE START:
1. Battery start not to be carried out.
LIGHT COMES ON DURING START:
1. Continue engine start.
2. CHECK L and R Battery temp.
Second engine may be started using GPU or cross over
start if battery temps does not exceed 60C.
After second engine start battery temps are not allowed to
exceed 64C for takeoff.
NO ROTATION / ENGINE START SWITCH

1. CONDITION LEVER . . . . . . . . . . . . . . . . . . FUEL OFF

2. GCU and CTL circuit breakers . . . . . . . . . . CHECK
Left engine Cbs J3 and J4.
Right engine Cbs R1 and R2.
Reset once if tripped.
CB CAN NOT BE RESET or not tripped:
CAN BE RESET:
3. Make a new start attempt.
Hold START switch for approximately 5 sec.
Dec 01/16
code 00 A81
HUNG START
A start is defined as a hung start if during the start the Ng ceases to accelerate for 3 seconds prior to
achieving stabilized IDLE. It is essential that a hung start be discontinued immediately.
During a normal start the Ng may accelerate with a slow but almost constant rate of speed to Idle RPM. If
for some reason the compressor rotor starts to orbit at one of its critical speeds during the start, it may
start to rub the case, then ceases to accelerate and often there will be a rapid rise in ITT. If the start is al-
lowed to continue, the orbiting may increase and significant engine damage can result.
HOT START
See above.
23/2 00
PAGE A82 exp
Dec 01/16
ABNORMAL
NO LIGHT UP
START SEQUENCE INTERRUPTED
HUNG START
HOT START
*1. CONDITION LEVER . . . . . . . . . . . . . . . . . . FUEL OFF

*2. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Motor engine to ITT below 175C or for minimum 10 seconds
but not more than 30 seconds.
Consider starter/generator limit.
PRIOR TO NEXT START ATTEMPT:
No light up
Check STBY PRESS light to be on

Start sequence interrupted

or
Hung start
Check voltage on batteries or GPU as applicable

Check CBs ENG START CTL / GCU
Left J3, J4,
Right R1, R2,
Reset once if tripped
If electrical power NOT NORMAL or a tripped Cb trips
again, do not make any further start attempts until fault is
rectified
CAUTION
Only one additional start attempt is allowed following a hung
start.
NOTE
If start hung at 55% NG, suspect Starter/Generator speed
pickup fault. Apply STARTER DOES NOT DISENGAGE pro-
cedure. Page A84
(Contd)
Dec 01/16
code 00 A82
23/2 00
PAGE A83 exp
Dec 01/16
ABNORMAL
NO LIGHT UP
START SEQUENCE INTERRUPTED
HUNG START
HOT START
(Contd)
Hot start
If ITT limit has been exceeded, notify maintenance for engine

inspection.
If possible record:
ITT peak
Duration of overtemp
Ng reached
Dec 01/16
code 00 A83
Starter does not disengage
There are some different failures which can cause the starter to not disengage. One fault is failure of the
starter speed pickup signal. An indication of this fault is a hung start at approximately 55% NG and the
generator offline, or if IGN light does not go out and it is not possible to reset the generator after start.
In this case the starter can be disengaged an the generator brought online by selecting the ignition switch
to OFF and the back to NORMAL (gives a signal to the starter to disengage).
On ground after fuel OFF only
Another indication of that the starter has not disengaged is, if after engine start, it is not possible to engage
the GEN and after engine shut down the engine is still turning (is still in uncommanded motoring). This fault
is caused by a welded start relay or that the control signal from the GCU to the start relay is constantly ON.
For these failures it is not possible to disengage the starter, power supply to the starter must then be shut
off.
23/2 00
PAGE A84 exp
Dec 01/16
ABNORMAL
STARTER DOES NOT DISENGAGE
1. Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF then NORM

ENGINE START NORMAL:
2. Generator online . . . . . . . . . . . . . . . . . . CHECK
3. Refer to MEL for starter/generator disengage fault.
ENGINE START NOT NORMAL:
On ground after FUEL OFF only
1. Cb ENG START CTL/GCU . . . . . . . . . . . . . PULL

Left engine Cbs J3 and J4.
Right engine Cbs R1 and R2.
ENGINE STILL IN UNCOMMANDED MOTORING:
2. BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . SPLIT
3. L and R GEN switches . . . . . . . . . . . . OFF
4. EXT PWR . . . . . . . . . . . . . . . . . . . . . . . OFF
5. L BAT switch . . . . . . . . . . . . . . . . . . . . . OFF
ENGINE SHUTTING DOWN:
Dec 01/16
code 00 A84
ENGINE SHUT DOWN
TCAS knob shall be set to TA ONLY since performance is not enough to follow a climbing RA maneuver.
Following an engine shut down an unfeathered propeller will rotate at almost normal propeller RPM. How-
ever, the propeller RPM indication will read zero when the engine has spooled down.
A feathered propeller may rotate slowly. The rotation speeds vary with KIAS and sideslip.
It is not recommended to activate the electric feather pump with PROPELLER PUMP switch for more than
30 seconds.
APR function will be available if the AUTOCOARSEN switch is left ON or is selected ON after the engine is
shut down.
23/2 00
PAGE A85 exp
Dec 01/16
ABNORMAL
ENGINE SHUT DOWN


*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO
2030%
NOTE
ACAS/TCAS SYSTEM INSTALLED.
If TEMP rises above 540C or if there is evidence of combustion

after shut down, MOTOR engine until TEMP decreases below
175C.
CAUTION
If propeller has not feathered, ensure AUTOCOARSEN switch is
OFF and set PROPELLER PUMP switch to MAN FEATHER. Hold
the switch until the propeller is in the full feathered position.
REGISTER.
NOTE
Following an engine failure or shut down it is required to disconnect
the AP and retrim the a/c before reengagement of the AP.
3. PROP SYNC switch . . . . . . . . . . . . . . . . . . . OFF
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BUS TIE CONN light . . . . . . . . . . . . . . . . . . CHECK ON
6. ICE PROTECTION PROP switch . . . . . . . OFF
7. ICE PROTECTION ENGINE switch . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CLOSED
11. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
13. Apply OEI OPERATION procedure Page A810

Dec 01/16

code 00 A85
ENGINE SHUT DOWN
Following an engine shut down an unfeathered propeller will rotate at almost normal propeller RPM. How-
ever, the propeller RPM indication will read zero when the engine has spooled down.
A feathered propeller may rotate slowly. The rotation speeds vary with KIAS and sideslip.
30 seconds.
APR function will be available if the AUTOCOARSEN switch is left ON or is selected ON after the engine is
shut down.
23/2 10
PAGE A85 exp
Dec 01/16
ABNORMAL
ENGINE SHUT DOWN

THIS PAGE IS APPLICABLE TO AIRCRAFT WITHOUT
* 1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO
2030%
* 2. CONDITION LEVER . . . . . . . . . . . . . . . . . . FUEL OFF

NOTE
If TEMP rises above 540C or if there is evidence of combustion
after shut down, MOTOR engine until TEMP decreases below
175C.
CAUTION
If propeller has not feathered, ensure AUTOCOARSEN switch is
NOTE
Following an engine failure or shut down it is required to disconnect
REGISTER.
the AP and retrim the a/c before reengagement of the AP.

4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CLOSED

Dec 01/16

code 10 A85
ENGINE RESTART IN FLIGHT
During engine restart in flight PL should be placed in FLT IDLE position.
WARNING
Do not move PL below FLT IDLE when airborne.
During engine start on ground PL is placed into GND IDLE position. Due to the fact that this is the normal
start position, there is a possibility, by habit, to move PL to this wrong position also during an engine re-
start in flight.
If PL is moved below FLT IDLE there will be no control of the propeller speed with consequential extremely
high drag and uncontrolled flight.
ENG OIL PRESS light will come on as a consequence of the pressure being less than 25 psi with the pro-
peller feathered.
When unfeathering the propeller pause in UNF position and allow PRPM to increase and stabilize, then
move the CONDITION LEVER into MINMAX range. Failure to pause can result in loss of BG, CTOT and
APRfunctions.
23/2 00
PAGE A86 exp
Dec 01/16
ABNORMAL
1. IN FLIGHT RESTART CHART . . . . . . . . . . CHECK

Altitude x
1000 (Ft)
20
15
This is the certified restart
envelope.
However, restart may be
successful up to 25 000 ft.
10
Engine Restart
5 Envelope
0
100 130 160 190 220 250
KIAS
2. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . CHECK/PUSH
Confirm Fire Handle fully IN.
3. AUTO COARSEN switch . . . . . . . . . . . . . . OFF
4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. RECIRC switches (both) . . . . . . . . . . . . . . . OFF
7. POWER LEVER . . . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE
8. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
The A/P will otherwise disconnect automatically during en-
gine restart.
IF ITT ABOVE 175C MOTOR the engine.
9. IGN switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
10. CONDITION LEVER . . . . . . . . . . . . . . . . . . START
11. FUEL STBY PRESS Light . . . . . . . . . . . . . CHECK ON
If light off: Turn FUEL STBY PUMP Switch to OVRD and check
FUEL STBY PRESS Light to illuminate. If light still off, turn op-
posite sides STBY PUMP switch to OVRD and XFEED switch to
ON.
NOTE
Nuisance Configuration warning will occur during Engine Restart
due to temporary loss of Radio Altimeter function.
(Contd)
Dec 01/16
code 00 A86
23/2 00
PAGE A87 exp
Dec 01/16
ABNORMAL

(Contd)
12. START switch . . . . . . . . . . . . . . . . . . . . . . . . L or R
Restart UNSUCCESSFUL:
13. CONDITION LEVER . . . . . . . . . . . . . . FUEL OFF
14. Apply ENGINE SHUT DOWN pro- Page A85

cedure.
Engine restart NORMAL:
NOTE
ENG OIL PRESS light will illuminated on the CWP. Light shall go
out when propeller is unfeathered.
NOTE
ENG OIL BYPASS Light may be on if oil temperature is below
+38C. Light shall go out as temperature increases. Do not in-
crease power until the light goes out and oil pressure is below 100
psi.
13. ENGINE PARAMETERS . . . . . . . . . . . . . . . CHECK
15. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . RESET ON
16. CONDITION LEVER . . . . . . . . . . . . . . . . . . UNFEATHER
17. PROP RPM . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STABI
LIZED
18. CONDITION LEVER . . . . . . . . . . . . . . . . . . MINMAX
19. POWER LEVER . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
20. PROP SYNC switch . . . . . . . . . . . . . . . . . . . ON
21. ICE PROTECTION . . . . . . . . . . . . . . . . . . . AS REQUIRED
CAUTION
Before selecting the BLD VALVE switch to AUTO. Run the engine
for 2 minutes. This is to clear out smoke from possible oil leakage
during windmilling.
22. BLD VALVE and HP VALVE switches . . . . AS REQUIRED
23. RECIRC switches (both) . . . . . . . . . . . . . . . AS REQUIRED
24. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
NOTE
With both engines running normal procedures apply.

Dec 01/16

code 00 A87
23/2 10
PAGE A87 exp
Dec 01/16
ABNORMAL

(Contd)
12. START switch . . . . . . . . . . . . . . . . . . . . . . . . L or R
Restart UNSUCCESSFUL

cedure.
Engine restart NORMAL
NOTE
ENG OIL PRESS light will illuminated on the CWP. Light shall go
out when propeller is unfeathered.
NOTE
ENG OIL BYPASS Light may be on if oil temperature is below
+38C. Light shall go out as temperature increases. Do not in-
crease power until the light goes out and oil pressure is below 100
psi.
13. ENGINE PARAMETERS . . . . . . . . . . . . . . . CHECK
15. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . RESET ON
16. CONDITION LEVER . . . . . . . . . . . . . . . . . . UNFEATHER
17. PROP RPM . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STABI
LIZED
18. CONDITION LEVER . . . . . . . . . . . . . . . . . . MINMAX
19. POWER LEVER . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
20. PROP SYNC switch . . . . . . . . . . . . . . . . . . . ON
21. ICE PROTECTION . . . . . . . . . . . . . . . . . . . AS REQUIRED
CAUTION
Before selecting the BLD VALVE switch to AUTO. Run the engine
for 2 minutes. This is to clear out smoke from possible oil leakage
during windmilling.
22. BLD VALVE and HP VALVE switches . . . . AS REQUIRED
23. RECIRC switches (both) . . . . . . . . . . . . . . . AS REQUIRED
NOTE
With both engines running normal procedures apply.

Dec 01/16

code 10 A87
23/2 00
PAGE A88 exp
Dec 01/16
ABNORMAL
ENGINE TRQ and/or ITT OVER LIMIT
1. CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If parameter(s) still above limit:
2. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
Do not reduce below 2030%
3. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . T/M then SET
CAUTION
When torque motor has been locked out it cannot be reset without
shutting down the engine.
CAUTION
T/M lockout on only one engine will cause reduced and asymmet-
ric reverse thrust during roll out.
Consider to lock out the other engine.
4. Shut down engine Page A85
ENGINE OIL TEMP ABOVE LIMIT
1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
Do not reduce below 2030%
2. Monitor Oil Temp.
If Oil Temp DECREASE:
3. Continue with Reduced Power
Be alert for other engine symptoms like: Engine vibrations
Oil pressure fluctuations CHIP DETECT
If Oil Temp still above limit and/or other engine symptoms:
4. Consider to shut down engine Page A85
Dec 01/16
code 00 A88
COMPRESSOR STALL
A compressor stall is an aerodynamic interruption of airflow through the compressor. Factors that can in-
crease the stall sensitivity and decrease stall margin are FOD, dirty compressor, unusual flight conditions,
hot gas ingestion or a faulty control system.
Indications are one or more audible bangs or pops accompanied by a possible increase in ITT and fluctuat-
ing Ng.
Other operating parameters of the affected engine may decrease.
If the autocoarsen is ON a compressor stall may trigger the autocoarsen system, especially during decel-
eration from takeoff power to climb power.
Increasing engine bleed such as ECS and engine antiice increases stall margin.
A compressor stall generally occurs when power is either being increased or decreased.
23/2 00
PAGE A89 exp
Dec 01/16
ABNORMAL
COMPRESSOR STALL
*1. CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Turn CTOT knob gently fully counter clockwise then select
CTOT switch OFF.
*2. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO
2030%
Retard power slowly.
3. BLD/HP VLV sws (aff. side) . . . . . . . . . . . . AUTO
4. ENGINE antiice sw (aff.side) . . . . . . . . . . ON
5. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
Use minimum Vref 114 KIAS
STALL PERSISTS or engine TEMP HIGH or increasing:
cedure.
If no mechanical damage suspected and engine is urgently
required for electrical or pneumatic power supply:
7. RESTART ENGINE. Apply ENGINE Page A86
RESTART IN FLIGHT procedure.
8. Operate engine at LOW PWR (Minimum 2030%). If set-
ting higher power, use slow, smooth movements of the
POWER LEVER.
STALL CLEARED:
6. If an engine proves to be stall sensitive, use slow, smooth
movements of the POWER LEVER when setting power.
7. RESUME NORMAL OPERATION with the above in mind.
In case stall reoccurs, or if other indica- Page A85
tions of engine malfunction, consider to
shut down the engine. Apply ENGINE
SHUT DOWN procedure.
Dec 01/16
code 00 A89
23/2 00
PAGE A810 exp
Dec 01/16
ABNORMAL

OEI OPERATION
NOTE
If Engine failure occurred during takeoff or Climb out, perform nor-
mal CLIMB checklist before continuing with the procedure. This
procedure includes normal DESCENT, APPROACH and LANDING
CHECKS.
Fuel Connect Valve Operation
NOTE
Max fuel unbalance: 200 lbs (90 kg).
1. CONN VALVE switch . . . . . . . . . . . . . . . . . . OPEN
REGISTER.
Check CONN VLV OPEN light to come on.

WHEN FUEL BALANCING NO LONGER REQUIRED:
2. CONN VALVE switch . . . . . . . . . . . . . . . . . . CLOSED
Fuel Crossfeed Operation
1. STBY Pump (feeding side) . . . . . . . . . . . . . OVRD

Check feeding side STBY PRESS light to come on.
NOTE
With Fire Handle pulled, feeding sides STBY PRESS light will not
come on.
2. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . ON
Check XFEED ON light and receiving side STBY PRESS light
to come on.
WHEN FUEL CROSSFEED NO LONGER REQUIRED:
3. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. STBY Pump (feeding side) . . . . . . . . . . . . . AUTO
Engine Restart
If engine restart is considered. Apply the EN- Page A86

GINE RESTART IN FLIGHT procedure.
Drift Down
If Drift Down or One Engine Service Ceiling is based on Bleed

OFF, select BLD VALVE and HP VALVE to OFF when passing
10 000 ft during descent.
(Contd)

Dec 01/16

code 00 A810
23/2 00
PAGE A811 exp
Dec 01/16
ABNORMAL
MOD NO 2310 INSTALLED (AUTOMATIC

OEI OPERATION
NOT APPLICABLE TO AIRCRAFT ON
APPLICABLE FOR AIRCRAFT WITH

(Contd)
OEI Landing
Descent Check
CANADIAN REGISTER.
1. ICE PROTECTION . . . . . . . . . . . . . . . . . . . SET

2. CABIN PRESSURE . . . . . . . . . . . . . . . . . . . SET/CHECK
3. Use Flaps 20 for landing.
HP BLEED)
4. BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
5. Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . CHECK
6. Bugs / CTOT . . . . . . . . . . . . . . . . . . . . . . . . . SET
7. Checklist complete.
Flap ACC
20 No -- +10 Highest of Mi or 1.15
Yes +10 -- Wi 1.15
Approach Check
1. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/X--CHECK
2. EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . SET
3. CONN VALVE switch/ . . . . . . . . . . . . . . . . . CLOSED/
X FEED switch and STBY pump . . . . . . . . OFF and AUTO
4. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
5. HP VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. Checklist complete to gear down.
Landing Check
1. AUTOCOARSEN switch . . . . . . . . . . . . . . . ON
-- To facilitate APR function in Go--around.
2. LANDING SIGNAL . . . . . . . . . . . . . . . . . . . . GIVEN
3. BLD VALVES switches . . . . . . . . . . . . . . . . CLOSED
4. LANDING GEAR . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN
5. HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . CHECK
6. CONDITION LEVER . . . . . . . . . . . . . . . . . . MAX
7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET (MAX 20)
8. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
Dec 01/16 code 00 A8--11

23/2 10
PAGE A811 exp
Dec 01/16
ABNORMAL
OEI OPERATION
(Contd)
APPLICABLE FOR AIRCRAFT WITHOUT
MOD NO 2310 INSTALLED (AUTOMATIC
OEI Landing
Descent Check
CANADIAN REGISTER.
3. Use Flaps 20 for landing.

4. BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
5. Flight Instr/Radios . . . . . . . . . . . . . . . . . . . . CHECK
6. Bugs / CTOT . . . . . . . . . . . . . . . . . . . . . . . . . SET
HP BLEED)
Flap ACC
20 No -- +10 Highest of Mi or 1.15
Yes +10 -- Wi 1.15
Approach Check
1. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/X--CHECK
3. CONN VALVE switch/ . . . . . . . . . . . . . . . . . CLOSED/
X FEED switch and STBY pump . . . . . . . . OFF and AUTO
4. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
5. HP VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. Checklist complete to gear down.
Landing Check
-- To facilitate APR function in Go--around.
2. LANDING SIGNAL . . . . . . . . . . . . . . . . . . . . GIVEN
3. BLD VALVES and HP VALVES switches . CLOSED
4. LANDING GEAR . . . . . . . . . . . . . . . . . . . . . DOWN
THREE
GREEN
6. CONDITION LEVER . . . . . . . . . . . . . . . . . . MAX
7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET (MAX 20)
8. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
Dec 01/16 code 10 A8--11

23/2 00
PAGE A812 exp
Dec 01/16
ABNORMAL
OIL BYPASS light on
1. ENG OIL pressure . . . . . . . . . . . . . . . . . . . . CHECK

ENG OIL pressure WITHIN LIMITS:
2. Continue normal operation with close monitoring of ENG
OIL pressure.
ENG OIL pressure BELOW LIMIT:
2. Continue with ENGINE OIL PRESSURE Page E34
LOW procedure.
Dec 01/16
code 00 A812
UNCOMMANDED ENGINE OPERATION

NOTE
Small TRQ indicator fluctuations (max 3%) in the form of oscillations or minor movements repeatedly are
acceptable, if fluctuations disappear after a Power Lever (Ng) or Condition Lever (Np) adjustment. Larger
or uncontrollable fluctuations are to be considered as erratic engine operation, to be handled as below.
Uncommanded engine operation may be caused by sensor failure, electrical control failure or mechanical fail-
ure.
The failure may create actual power variations (increase and/or decrease in TRQ, ITT, Ng, PRPM and Fuel
Flow).
The failure may also be indicated on the cockpit instruments as erratic indications only, or some instruments
reading zero (TRQ, ITT, Ng, PRPM and Fuel Flow) without any actual power variation(s). A single fuel flow
gauge indicating zero does not require the use of the UNCOMMANDED ENGINE OPERATION procedure.
Uncommanded engine operation may affect aircraft controllability both in the air and on the ground e.g. during
take off or during landing, depending on the cause of the condition.
In all cases of an UNCOMMANDED ENGINE OPERATION the Torque Motor has to be locked out im-
mediately and the Autocoarsen System set to OFF.
Minimum VREF of 114 KIAS is required because of higher minimum control speed (VMCA) due to inoperative
autocoarsen system.
If actual power variations continue after the Torque Motor has been locked out, consider to shut down the af-
fected engine.
23/2 00
PAGE A813 exp
Dec 01/16
ABNORMAL
UNCOMMANDED ENGINE OPERATION
Indications: Actual power variations and/or large engine instru-

ment fluctuations and/or abnormal or no indication on any of the
engine instruments.
On Ground
1. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT DOWN

In Flight
*1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

(Set 20 30%)
If TRQ indication is lost or unreliable, set PL approx. 1/2
above FLT IDLE.
CAUTION
Keeping Condition Lever in T/M position will cause a small amount
of fuel to be vented overboard. Make sure that the Condition Lever
is positively returned into MinMax range and does not remain abo-
ve Max gate.
*2. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . T/M then SET
*3. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
4. Prop. Sync. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Verify indications.
ACTUAL POWER VARIATIONS CONTINUE:
6. Consider to shut down the engine. Page A85
Apply ENGINE SHUT DOWN proce-
dure
ABNORMAL INSTRUMENT INDICATION ONLY:
6. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
CAUTION
When the torque motor has been locked out it can not be reset
without shutting down the engine.
CAUTION
T/M lock out on one engine only will cause reduced and asymmet-
ric reverse thrust during roll out. Consider to lock out the other
torque motor before landing.
7. Use minimum VREF of 114 KIAS.
Dec 01/16
code 00 A813
PROP RPM OVER LIMIT
Most probable cause is malfunction of a Pitch Control Unit (PCU) constant propeller speed governor.
Indications;
with CLs matched an uncommanded increase in PRPM on one propeller;
Torque will decrease slightly on affected engine;
Other parameters are normal prop oil pressure normal;
no unusual vibrations or noise than from unsynchronized propel
lers;
no yaw.
DO NOT MOVE THE PL, IN ANY DIRECTION, UNTIL THE PROP RPM OVER LIMIT PROCEDURE
HAS BEEN APPLIED, AS THIS MIGHT DECREASE THE PROPELLER PITCH ANGLE AND THEREBY
AGGRAVATE THE SITUATION.
ITT DT SHIFT
The reason for monitoring differences in ITT is to detect a sudden change in engine performance.
The T method is based on comparing ITT between the two engines during each flight and comparing with
a baseline T value. The first T (baseline value) is established after engine replacement, repair, etc. The
baseline value is used to compare the T between the engines during each flight.
The T is defined as the difference between the T baseline and the latest read T value. When the T
exceeds certain threshold values, actions according to the procedure shall be performed.
23/2 00
PAGE A814 exp
Dec 01/16
ABNORMAL
PROP RPM OVER LIMIT
CAUTION
Do not move Power Lever until procedure below is carried out:
2. CONDITION LEVER . . . . . . . . . . . . . . . . . . RETARD TO
MIN
PROP RPM UNCONTROLLABLE:
Check ENG RPM, TEMP and FUEL FLOW to decrease.
cedure.
PROP RPM CONTROLLABLE:
3. Resume normal operation with monitoring of Engine and Pro-
peller indication.
ITT DT SHIFT
DT = Expected DT
DDT = ITT diff from DT
More DT = Hot eng. gets hotter
Less DT = Cold eng. gets hotter
1. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE <40%
RESET
MATCHED TRQ
2. Adjust TRQ from below / wait 3 minutes.
3. TRESHOLDS / ACTIONS
If DDT <30C . . . . . . . . . . . . . . . . . . . . . . . NORMAL
If DDT 3040C . . . . . . . . . . . . . . . . . . . . . TAKE TREND
DATA. ADVISE
MAINTENANCE
NOTE
Take trend data with eng. A/I OFF and A/I ON.
If DDT >40C . . . . . . . . . . . . . . . . . . . . . . TAKE MAIN-
TENANCE
ACTION BE-
FORE NEXT
FLIGHT
AVOID Ng range 8084% and 9498% if possible.
Dec 01/16
code 00 A814
PROP RPM UNDERSPEED
Underspeed condition exists if propeller is not able to achieve 1384 PRPM with CL in MAX position, or with
CLs matched in cruise range an uncommanded decrease occurs on one propeller.
Verify an underspeed by advancing CLs to MAX and check PRPM (approx. 1384).
It is normal that prop speed drops approx. 50 PRPM during landing flare, due to aerodynamic load and de-
creased KIAS i.e. in a normal case from 1384 to approx. 1350, however, in an underspeed condition there
is a possibility that the prop speed will drop to below the bottoming governor speed (1040).
During landing, if PRPM decreases below 1040 the propeller bottoming governor will activate. After touch
down the aircraft controllability can be affected, depending upon the cause of the propeller underspeed
condition. The T/M lockout position will preclude this possibility.
Momentarily selecting T/M position disables the propeller bottoming governor.
The reason to shut down the engine if propeller speed decreases to below 1200 PRPM, is lack of familiar-
ization with aircraft handling characteristic with one propeller operating below normal governor speed.
See also 17.2, POWER PLANT, Abnormal Procedures, OPERATION IN TORQUE MOTOR LOCKOUT
PROPELLER OIL TEMPERAURE HIGH
High propeller oil temperature can be the result of prolonged use of Ground Idle at high ambient tempera-
tures on ground. If high propeller oil temperatures are obtained during such conditions, an increase of
torque to Flight Idle will increase the ventilation through the oil cooler and thereby increase the cooling of
the propeller oil. Monitor propeller oil temperature and verify that the temperature decreases. If the temper-
ature does not decrease and has been in the yellow temperature band for 15 minutes, shut down the en-
gine.
23/2 00
PAGE A815 exp
Dec 01/16
ABNORMAL
PROP RPM UNDERSPEED
INDICATION:
Uncommanded decrease in PRPM on one propeller with CLs
matched in the MINMAX range or inability to achieve MAX PRPM
(1384) with CLs in MAX position.
CAUTION
Keeping condition lever in T/M position will cause fuel to be vented
overboard.
1. Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Prop Underspeed Condition . . . . . . . . . . . . VERIFIED
3. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/M then SET
Push Condition Lever to MAX, then lift up and push hard into
T/M, then pull back to approx. half between MAXMIN, then
set desired PRPM.
When the torque motor has been locked out it can not be reset
without shutting down the engine. Reduced and asymmetric
reverse thrust will be obtained during rollout. Consider to lock
out the other torque motor before landing.
4. If PRPM decreases below 1200, shut Page A85
down engine prior to landing. Apply EN-
GINE SHUT DOWN procedure.
PROPELLER OIL TEMPERATURE HIGH or LOW
Actual PGB oil system abnormal operation is usually preceded by

fluctuating and gradually increasing or decreasing indications.
An indicating system abnormalities usually result in sudden full
scale deflection of gage reading.
1. Prop Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Monitor propeller operation and responsiveness. If accompan-
ied by other abnormalities (sound, oil pressure fluctuations,
PRPM vibrations, SHUT DOWN ENGINE immediately.
Apply ENGINE SHUT DOWN procedure. Page A85
Dec 01/16
code 00 A815
AUTO COARSEN FAULT
Use of a min VREF of 114 KIAS is because of the higher minimum control speed without autocoarsen sys-
tem.
23/2 00
PAGE A816 exp
Dec 01/16
ABNORMAL
AUTO COARSEN FAULT
1. AUTOCOARS TEST switch . . . . . . . . . . . . RST

NORMAL indications:
ABNORMAL indications:
2. AUTOCOARSEN switch . . . . . . . . . . . . . . . OFF
3. Use a Minimum VREF 114 KIAS.
CHIP DETECT light on
1. Reduce power to the lowest level consistent with safe opera-

tion, but not below 2030% Monitor affected engine.
2. If other engine parameters start to deviate from normal,con-
sider to shut down the engine.
Apply ENGINE SHUT DOWN procedure. Page A85
Dec 01/16
code 00 A816
ABNORMAL CHECKLIST
9. Oxygen
23/2
PAGE A90
Jun 01/16
23/2 00
PAGE A91 exp
Jun 01/16
ABNORMAL
OXYGEN light on
1. PASS OXYGEN valve . . . . . . . . . . . . . . . . . CLOSE

Flip down to close.
2. DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
Descend to safe altitude for flight without oxygen.
Jun 01/16
code 00 A91
ABNORMAL CHECKLIST
10. Air Data
23/2
PAGE A100
Dec 01/16
23/2 00
PAGE A101 exp
Dec 01/16
ABNORMAL
STATIC PRESSURE FAULT
If all speed and/or altitude information is in doubt, apply UNRELI-

ABLE SPEED AND/OR ALTITUDE INDICATIONS procedure
A102.
When any significant discrepancies exist between different alti-
meters and airspeed indicators:
NOTE
This procedure can not be used for a fault (leakage) in the standby
system.
1. Close L and R STATIC PRESS SHUTOFF VALVES.
CAUTION
A leakage in the right system may affect the cabin pressurization
control. Be prepared to use MAN mode for cabin press control.
AIR DATA COMPUTER FAILURE
INDICATIONS:
Left Airspeed, Altitude and Vertical Speed Red Flags. L and R air
data information red flagged on EFIS.
1. Cb F15, F14 (ADC L ASI/ALTIM) . . . . . PULL/RESET
2. Cb J27 (PROBE HEAT L PITOT) . . . . . . PULL/RESET
3. If function still not restored, EFIS attitude and heading accur-
acy is reduced. Monitor on non AIR DATA COMPUTER de-
pendent instrument.
Dec 01/16
code 00 A101
UNRELIABLE AIRSPEED INDICATIONS

In case of a situation with unreliable airspeed, it is essential to revert to basic flying using power and pitch
attitude.
When disconnecting autopilot, be prepared for transient stick forces. Deselect Flight Director to avoid erro-
neous commands possibly aggravating the situation.
Stabilize the flight path by flying on power and attitude. If necessary, adjust power.
Level off at or above MSA:
23/2 00
PAGE A102 exp
Dec 01/16
ABNORMAL
UNRELIABLE SPEED AND/OR ALTITUDE INDICATIONS
This procedure applies if all Speed and/or Altitude indications

are in doubt.
*1. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
*2. FLIGHT PATH . . . . . . . . . . . . . . . . . . . . . . . . STABILIZE
*3. POWER SETTING . . . . . . . . . . . . . . . . . . . . TAKE OFF
After flight path is stabilized and at safe altitude:
4. FLIGHT DIRECTOR . . . . . . . . . . . . . . . . . . DESELECT
5. LEVEL OFF at or above MSA.
Fly on power and attitude.
Use the tables on next page for setting of torque and pitch.
6. Leave icing conditions.
7. ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORM about
XPDR Altitude
reporting unreliabil-
ity.
8. Land at a suitable airport
Consider surrounding terrain, runway length, precision ap-
proach aids, increased landing distance and weather con-
ditions.
Final approach speed according table on next page gives
appx. VREF20+20.
9. For power and pitch settings, use the tables on the next page.
Interpolate as necessary.
NOTE
Respect Stall Warning. (Using ice speed will give an earlier warning
of too slow speed).
Respect CWP CABIN PRESS Warning.
The following items are unreliable:
ADC output
Overspeed Warning and VMO protection
Rudder Limiter
Transponder Altitude Reporting
ACAS/TCAS
TAWS.
FMS Groundspeed and radar altitude still reliable.
Expect numerous CWP caution/warnings.
(Contd)
Dec 01/16
code 00 A102
23/2 00
PAGE A103 exp
Dec 01/16
ABNORMAL
(Contd)
Climb
Configuration: Gear UP, Flaps 0
Pitch: 10 degrees, Nose UP.
Torque: 100%
Propeller RPM: 1334
Level Flight
Pitch: According to table.
Torque: According to table.
Propeller RPM: 12201330
Pitch 2 degrees nose UP

Torque (%)
GROSS WEIGHT, lb (kg)
Altitude 29 000 24 250 22 050 18 960
(ft) (13 155) (11 000) (10 000) (8 600)
25 000 61 50 44 35
20 000 60 46 40 32
10 000 51 39 34 27
2 000 45 35 30 24
Resulting Airspeed: appx. 150185 KIAS

(Contd)
Dec 01/16
code 00 A103
23/2 00
PAGE A104 exp
Dec 01/16
ABNORMAL

(Contd)
Descent
Propeller RPM: 1220--1330
Pitch 1 degrees nose DOWN

Gross Weight, Torque (%)
lb (kg)
29 000 (13 155) 20

24 250 (11 000) 16
22 050 (10 000) 14
18 960 (8 600) 12
Resulting V/S: appx. --1400 fpm at 25000 ft

reducing to --900 fpm at 2000 ft.
Resulting Airspeed: appx. 160--190 KIAS
Level Flight at 2000 ft in Landing configuration

Configuration: Gear DOWN, Flaps 20
Propeller RPM: 1220--1330
Pitch 0 degrees (at Horizon)

lb (kg)
28 500 (12 930) 65

24 250 (11 000) 54
22 050 (10 000) 49
18 960 (8 600) 42
Resulting Airspeed: appx. 125--150 KIAS

(Contd)
Dec 01/16 code 00 A10--4

23/2 00
PAGE A105 exp
Dec 01/16
ABNORMAL

(Contd)
Final Approach
Configuration: Gear DOWN, Flaps 20
Propeller RPM: 1384
Pitch 2 degrees nose DOWN

lb (kg)
28 500 (12 930) 45

24 250 (11 000) 30
22 050 (10 000) 28
18 960 (8 600) 25
Resulting Descent Angle: appx. 3 degrees (zero wind).

Resulting Airspeed: appx. VREF20+20
Speed/altitude symptoms:
TOTAL pressure blocked results in:
-- Constant IAS in level flight;
-- Increasing IAS in climb;
-- Decreasing IAS in descent.
STATIC pressure blocked results in:
-- Altitude remains constant in climb/descent;
-- Increasing IAS in descent;
-- Decreasing IAS in climb.
TOTAL and STATIC pressure blocked:
-- Constant IAS in all flight regimes;
-- Altitude remains constant in climb/descent.
Dec 01/16 code 00 A10--5

ABNORMAL CHECKLIST
11. Autopilot
23/2
PAGE A110
Jun 01/16
23/2 00
PAGE A111 exp
Jun 01/16
ABNORMAL
MISTRIM INDICATION
INDICATION:
AIL, EL or RUD yellow mistrim indication on EFIS.
NOTE
Temporary EL mistrim indication during Flap operation is normal.
CAUTION
Be prepared for trim transients when disengaging the autopilot.
1. AUTOPILOT and YAW DAMPER . . . . . . . DISENGAGE
2. Retrim affected channel.
3. AUTOPILOT and YAW DAMPER . . . . . . . ENGAGE
NORMAL OPERATION:
AIL or EL mistrim indication:
4. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . DISENGAGE
Use only YAW DAMPER.
RUD mistrim indication:
Jun 01/16
code 00 A111
ABNORMAL CHECKLIST
12. Doors
23/2
PAGE A120
Jun 01/16
23/2 00
PAGE A121 exp
Jun 01/16
ABNORMAL
CARGO DOOR light on
UNABLE to pressurize cabin:

1. Regard the door as unsafe.
2. Land at nearest suitable airport.
NORMAL Cabin pressurization:
1. Regard the door as safe.
MAIN DOOR and/or MAIN DOOR HANDLE

light on
CAUTION
Approach the door with caution and never touch the door handle.
1. Make a visual check of the two door INDEXES through the
door sight windows.
One or both index NOT ALIGNED:
2. Regard the door as unsafe.
3. Reduce cabin diff pressure if possible.
4. If feasible evacuate seats adjacent to the main door.
Both index ALIGNED:
2. Regard the door as safe.
CREW HATCH light on
1. Crew Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Hatch NOT CLOSED:
When conditions permit.
2. Crew Hatch . . . . . . . . . . . . . . . . . . . . . . CLOSE
Hatch CLOSED:
2. Regard the hatch as safe.
Jun 01/16
code 00 A121
ABNORMAL CHECKLIST
13. EFIS
23/2
PAGE A130
Jun 01/16
23/2 00
PAGE A131 exp
Jun 01/16
ABNORMAL
EFIS FAILURE / DISTURBANCES
INDICATION:
EFIS totally black, blurred, fluctuates, flickers or distorted.
1. GEN Voltage . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
GEN Voltage LOW (below 26 V):
Apply procedure DC VOLTAGE LOW. Page A26
EADI AND EHSI failure:

Total loss of presentation (black screen), blurred or distorted
picture on EADI and EHSI.
2. EFIS switch . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
EADI OR EHSI failure:
Total loss of presentation (black screen), blurred or distorted
picture on the EADI or EHSI.
2. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . ADI REV or
HSI REV
Switch towards operating display.
If composite mode comes on without any failure:
3. Cb for failed display . . . . . . . . . . . . . . . PULL
Left side: Right side:
L ADI G16 R ADI N14
L HSI G15 R HSI N13
If failure remains when in composite mode:
3. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
ADI REV or HSI REV back to NORM.
4. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
Jun 01/16
code 00 A131
23/2 00
PAGE A132 exp
Jun 01/16
ABNORMAL

ATT and/or HDG RED FLAG
WITHOUT UNIVERSAL FMS INSTALLED.

In Flight
If any of the RED ATT and/or HDG flags comes on:

1. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . XSIDE DATA
Opposite side AHRS is now supplying the same attitude and
heading information to both sides EADI and EHSI.
Pitch, Roll and Heading comparator cautions are inhibited.
Autopilot is not possible to use.
2. Crosscheck aircraft attitude frequently on Standby horizon.
On Ground
If RED flags ATT on EADI and/or RED HDG on EHSI are not
cleared after approx. 70 seconds.
1. Park aircraft
2. CBs AHC AVION and BAT (affected side) PULL/RESET
CBs:
Left side: F12 AHC1 AVION, F11 AHC1 BAT
Right side: M10 AHC2 AVION, M11 AHC2 BAT
After approximately 70 seconds
3. Check EADI and EHSI for normal presentation and no RED
ATT and no RED HDG flag
Yellow HDG flag may be removed by momentarily pressing
the HDG slave button.
Wait 2 minutes before takeoff.
NOTE
If any flag is still not cleared consult MEL.

Jun 01/16

code 00 A132
23/2 10
PAGE A132 exp
Jun 01/16
ABNORMAL
ATT and/or HDG RED FLAG

In Flight
If any of the RED ATT and/or HDG flags comes on:

1. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . XSIDE DATA
Opposite side AHRS is now supplying the same attitude and
UNIVERSAL FMS INSTALLED.
heading information to both sides EADI and EHSI.

Pitch, Roll and Heading comparator cautions are inhibited.
Autopilot is not possible to use.
If left AHRS failed, the FMS is also inoperative
2. Crosscheck aircraft attitude frequently on Standby horizon.
On Ground
If RED flags ATT on EADI and/or RED HDG on EHSI are not
cleared after approx. 70 seconds.
1. Park aircraft
2. CBs AHC AVION and BAT (affected side) PULL/RESET
CBs:
Left side: F12 AHC1 AVION, F11 AHC1 BAT
Right side: M10 AHC2 AVION, M11 AHC2 BAT
After approximately 70 seconds
3. Check EADI and EHSI for normal presentation and no RED
ATT and no RED HDG flag
Yellow HDG flag may be removed by momentarily pressing
the HDG slave button.
Wait 2 minutes before takeoff.
NOTE
If any flag is still not cleared consult MEL.

Jun 01/16

code 10 A132
AVIONICS light on
HDG slave button

When momentarily pressed and released.
The AHRS magnetic heading will be fast slaved to the present flux detector readout.
HDG slave is inhibited with autopilot engaged.
23/2 00
PAGE A133 exp
Jun 01/16
ABNORMAL
AVIONICS light on
INDICATIONS:
PTCH, ROLL, FD, HDG, RA, GS or LOC yellow flag on EFIS
(comparator caution).
1. Compare LEFT and RIGHT side with STANDBY instrument to
establish faulty side.
CAUTION
Avoid to slave heading with HDG SLAVE button when standing on
runways/taxiways with magnetic disturbance or when flying in tur-
bulent air.
Jun 01/16
code 00 A133
ABNORMAL CHECKLIST
14. Fire Protection
23/2
PAGE A140
Jun 01/16
23/2 00
PAGE A141 exp
Jun 01/16
ABNORMAL
Engine FIRE DET FAIL light on
1. MONITOR engine parameters closely during remainder of

flight.
Jun 01/16
code 00 A141
ABNORMAL CHECKLIST
15. Warning System
23/2
PAGE A150
Jun 01/16
23/2 00
PAGE A151 exp
Jun 01/16
ABNORMAL
WARNING SYSTEM ABNORMALITIES
IMPROVED STALL WARNING SYSTEM (MOD NO 3529).

INDICATION:
White status light on TEST1 panel remains ON.
NOTE
Illogical combinations of warnings and cautions lights may occur.
1. Warning System c/bs . . . . . . . . . . . . . . . . . PULL/RESET
E6 (CHAN 1); L5 (CHAN 2).
Max 2 reset attempts.
LIGHT OFF:
LIGHT ON:
2. Notify maintenance.

Jun 01/16

code 00 A151
23/2 10
PAGE A151 exp
Jun 01/16
ABNORMAL
WARNING SYSTEM ABNORMALITIES
IMPROVED STALL WARNING SYSTEM (MOD NO 3529).

INDICATION:
White status light on TEST1 panel remains ON.
NOTE
Illogical combinations of warnings and cautions lights may occur.
1. Warning System c/bs . . . . . . . . . . . . . . . . . PULL/RESET
E6 (CHAN 1); L5 (CHAN 2).
Max 2 reset attempts.
LIGHT OFF
LIGHT ON
2. Notify maintenance.
ICE SPEED LIGHT ABNORMALITIES
ICE SPEED light does not come on when it should, or comes on

when it should not:
1. Use ice speeds and increase speed awareness.

Jun 01/16

code 10 A151
ABNORMAL CHECKLIST
23/2
PAGE A160
Jun 01/16
23/2 00
PAGE A161 exp
Jun 01/16
ABNORMAL
F/D and A/P DIAGNOSTICS
If failure with the FD/AP system occurs, perform FCS DIA-

GNOSTICS and note REPAIR, AP DIS, YD DIS, AP ENG and
YD ENG codes in the Aircraft Logbook.
NOTE
Electrical power to the AVION busses must not be interrupted. Do
not select L or R AVION switches OFF and ensure electrical power
by generator(s) or external power.
1. EFIS switch . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
The EFIS switches are located under the cover on TEST 2
panel.
2. RA TST button . . . . . . . . . . . . . . . . . . . . . . . PRESS
The RA TST buttons on the DISPLAY CONTROL PANEL.
3. EFIS switch and RA TST button . . . . . . . . RELEASE
FCS DIAGNOSTICS in red comes up on EADI and EHSI ON
AFFECTED SIDE.
4. ANY THREE MODE SELECTOR BUT-
TONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTAN-
EOUSLY
PRESS FOR 3
SECONDS
REPORT MODE comes up on EADI and EHSI.
To Display YD DIS and YD ENG CODE.
5. On MODE SELECT PANEL . . . . . . . . . . . . MOVE THE
CURSOR
DOWN TO
THIRD LINE BY
MOMENTARILY
PRESSING ANY
MODE BUT-
TON.
6. Use PITCH WHEEL on AP CONTROL PANEL to display
YD DIS CODE. The codes roll over in alphabetic order.
Operate wheel momentarily DN or UP to slowly roll codes.
7. On MODE SELECT PANEL . . . . . . . . . . . . MOVE THE
CURSOR
DOWN TO
FIFTH LINE.
8. Use PITCH WHEEL on AP CONTROL PANEL to display
YD ENG CODE.
(Contd)
Jun 01/16
code 00 A161
23/2 00
PAGE A162 exp
Jun 01/16
ABNORMAL
F/D and A/P DIAGNOSTICS
(Contd)
9. NOTE IN THE AIRCRAFT LOGBOOK:
LEFT RIGHT
REPAIR=CODE
AP DIS=CODE
> YD DIS=CODE
AP ENGCODE
=
YD ENGCODE
=
To Disengage FCS DIAGNOSTICS
10. A/P DISC button . . . . . . . . . . . . . . . . . . . . . . PRESS

11. EFIS switch (affected side) . . . . . . . . . . . . . PRESS
Jun 01/16
code 00 A162
ABNORMAL CHECKLIST
17. Windows
23/2
PAGE A170
Jun 01/16
WINDOW CRACKS
Cockpit windshields
The cockpit windshields are multilayered. If there is a crack, it is more likely to occur to the outer layer. This
layer does NOT affect the structural integrity of the windshields.
Cracking is sometimes preceded by a noticeable foggy appearance; it is sometimes accompanied by a loud
noise.
If the windshield ice protection is ON, the affected windshields ice protection caution light may come on, to-
gether with CWP ICE PROT light.
Placing a solid object such as a pencil next to the affected pane and looking at its reflection may help con-
firm that cracking is limited to the exterior glass layer.
NOTE
If vision is impaired, consider diversion if the destination airport:
has low Meteorological Visibility or marginal Weather.
is Busy.
is Uncontrolled.
CAUTION
If it is difficult to confirm where the crack is, assume it is in an inner layer, in which case cabin diff pressure
should be reduced.
Cabin windows
The cabin windows are of a singlelayer type, and a crack should be considered structural damage.
NOTE
The nonstructural, thin plastic pane mounted on the cabin side panel does not affect structural integrity,
and cracks here are only of cosmetic consideration.
23/2 00
PAGE A171 exp
Jun 01/16
ABNORMAL
WINDOW CRACK IN COCKPIT
1. Cabin DIFF PRESS and RATE . . . . . . . . . Confirm no

change.
Is the crack in the outer layer only?
Yes No
(or not possible
2. ICE PROTECTION
to decide)
for affected window . . . . . . . OFF
2. Cabin DIFF PRESS . . . . . . . . . . . . . . . REDUCE

Set LDG ELEV to higher altitude, but not higher than
10 000 ft.
3. ICE PROTECTION switch
for affected window . . . . . . . . . . . . . . . OFF
WINDOW CRACK IN CABIN
1. Cabin DIFF PRESS and RATE . . . . . . . . . Check
Is there a loss of cabin pressure?
Yes No
2. Apply RAPID DEPRESSURIZA-

Page E21
TION EMERGENCY DESCENT
procedure.
3. End of Procedure.
2. Cabin DIFF PRESS . . . . . . . . . . . . . . . REDUCE

Set LDG ELEV to higher altitude, but not higher than
10 000 ft.
3. If feasible, move pax away from affected window(s)
Jun 01/16
code 00 A171
Aircraft Operations Manual EMERGENCY PROCEDURES
CONTENTS
Emergency Procedures
24/1 Introduction
24/2 Emergency Checklist (with expanded checklist)
24/3 Emergency Landing/Evacuation
24/4 Cabin Smoke/Fire
24/5 Air Leak and Rapid Decompression
24/6 Suspect Device
24 CONTENTS
PAGE 1
Apr 01/15
24 CONTENTS
PAGE 2
Apr 01/15
Introduction
1. GENERAL Any circuit breaker, except those listed below, which

has opened during flight operation and is accessible
The Malfunction, (Abnormal and Emergency)
to the flight crew, may be reset once. Should the
checklists are intended to be performed in a read
same c/b open again, it shall be left open for the
anddo manner and as such need not be com-
rest of the flight, unless further reset attempts are
mitted to memory. The only exception is recall
allowed according to the Malfunction checklists.
(memory) items indicated by a star (*) in the check-
list. The number of recall items has been kept to a Reset is not allowed on the following circuit break-
minimum. ers:
It is expected that the flight crew possesses suffi- J16 (L STBY PUMP PWR)
cient knowledge to select correct checklist. The J15 (L STBY PUMP CONTROL)
flight crew is further expected to have thorough un- J13 (L QTY)
derstanding of what is accomplished by performing R13 (R STBY PUMP PWR)
a certain item in the checklist. Checklist items not R14 (R STBY PUMP CONTROL)
considered obvious and other relevant operational R12 (R QTY)
aspects are presented on the page preceding the
It is recommended that these circuit breakers are
checklist.
color coded to prevent an unintentional c/b reset.
It is not possible to cover all combinations of Mal-
Malfunction procedures include speed increments
function in checklists, and with some exceptions, it
for increase of VREF if the malfunction has impact
only covers single failures. If multiple unrelated fail-
on maneuverability or stall speed. In these cases
ures should occur, the flight crew may have to com-
there is also given a Landing Distance Factor
bine in parts or in whole different checklists and to
(LDF), however, no LDF is given for speed incre-
exercise good judgement to determine the safest
ments not exceeding 10 kt relative normal Flap
course of action.
20/35 landing.
WHEN A MALFUNCTION IS EXPERIENCED, IT
The LDF stated for a certain malfunction is always
SHALL BE POSITIVELY IDENTIFIED BEFORE
related to demonstrated landing distance if not
ANY ACTION IS TAKEN AND UNDER NO CIR-
otherwise explicitly stated. Accordingly a Distance
CUMSTANCES SHALL CONTROL OF THE AIR-
Factor below 1.67 will result in a landing distance
CRAFT BE COMPROMISED.
not exceeding the required landing field length. It is
PRIOR TO SHUTTING DOWN OR SWITCHING the responsibility of each individual operator and the
OFF VITAL ITEMS LIKE ENGINE, FUEL, GENER- PilotinCommand to decide what relationship be-
ATOR ETC. THE APPROPRIATE LEVER, HAN- tween landing distance and available landing field
DLE OR SWITCH SHALL BE VERIFIED BY BOTH length shall be acceptable under these circum-
PILOTS. No annotations specifying these items are stances.
included in the checklists.
Some malfunction speed increments include the 10
UNLESS OTHERWISE INDICATED IN THE kt ice increment. This is due to the nature of the
CHECKLISTS, MANIPULATION OF LEVERS, malfunction. If not included this is given as an addi-
SWITCHES ETC REFERS TO THE AFFECTED tional 10 kt VREFincrease in the checklist.
ENGINE AND/OR SYSTEM.
24/1
PAGE 1
Apr 01/15
Introduction
2. CHECKLIST TERMINOLOGY
NOTE
When a procedure calls for the POWER to be 2.1 Definitions
REDUCED the continued operation should be
In some emergency checklists, there is a recom-
regarded as One Engine Inoperative (OEI)
mendation to terminate the flight land at nearest
Operation which includes landing at the nearest
suitable airport or LAND as soon as possible.
suitable airport using OEI configuration and land-
ing speeds. Set power to 2030% on the bad nearest suitable airport means to land at the
engine to reduce propeller drag; maintain this nearest airport, depending on circumstances, which
power until landing flare where both power levers has the required weather situation and necessary
should be retarded as for a normal landing. facilities.
Should circumstances require additional power, LAND as soon as possible is used for urgent
do not hesitate to use both engines as required. malfunctions, such as fire, smoke etc.
Set CL to MAX before landing, since landing dis-
tances are based on this. In addition, if the CL is
in a position other than MAX with a running gas
generator, aircraft characteristics during landing
will differ from what is normally experienced dur-
ing training.
For the goaround case, plan as for a OEI
goaround. Should a goaround become neces-
sary, do not hesitate to use both engines; howev-
er, make configuration changes and use speeds
as for OEIoperation.
NOTE
After an engine Malfunction has been rectified,
e.g. an engine has been shut down, restarted
and running normally, NORMAL PROCEDURES
apply.
The above also applies, if an engine which in
accordance with Malfunction Procedures has
been operated on REDUCED POWER (2030
%), and power in accordance with procedures,
has then been restored.
When restoring power on one engine make sure
that the AUTOCOARSEN switch is in OFF posi-
tion, until both PLs are at approximately the
same power lever angle (PLA) then NORMAL
PROCEDURES apply. (see also 17/2 page 29).
24/1
PAGE 2
Apr 01/15
EMERGENCY CHECKLIST
0. Contents
24/2
PAGE E00
Jun 01/16
Expanded Emergency Checklist
24/2 00
PAGE E01 exp
Jun 01/16
EMERGENCY
EMERGENCY CHECKLIST PROCEDURES
Page
1. Fire / Smoke
ENGINE FIRE E11
AIR CONDITIONING SMOKE E12
AVIONIC or ELECTRICAL SMOKE or FIRE E13
LAVATORY SMOKE E15
TAIL PIPE HOT light on E16
CARGO COMPARTMENT SMOKE E17
SMOKE REMOVAL E19

RAPID DEPRESSURIZATION EMERGENCY DESCENT E21
CABIN PRESSURE WARNING E22
3. Power Plant
BOTH ENGINES FLAME OUT E31
ENGINE FAILURE E33
ENGINE OIL PRESSURE LOW E34
PROPELLER OIL PRESSURE LOW E35
PROPELLER OIL PRESSURE HIGH E36
UNUSUAL VIBRATIONS E79
4. Flight Controls
ELEVATOR SYSTEM JAMMED E41
AILERON SYSTEM JAMMED E43
5. Electrical
LOSS OF BOTH GENERATORS (both engines running) E51
ELECTRICAL LOAD REDUCTION E54
6. Autopilot
AUTOTRIM light on E61
7. Various Emergencies
EMERGENCY EVACUATION E71
EMERGENCY LANDING E72
DITCHING E74
SUSPECT DEVICE FOUND ON BOARD E76
DISTRESS CALL E77
EMERGENCY ANNOUNCEMENT E77
TRANSPONDER CODES E77
FLIGHT IN VOLCANIC ASH E78

Jun 01/16

code 10
code 00 E01
24/2 10
PAGE E01 exp
Jun 01/16
EMERGENCY
Page

1. Fire / Smoke
ENGINE FIRE E11
AIR CONDITIONING SMOKE E12
AVIONIC or ELECTRICAL SMOKE or FIRE E13
LAVATORY SMOKE E15
TAIL PIPE HOT light on E16

CARGO COMPARTMENT SMOKE E17
SMOKE REMOVAL E19

RAPID DEPRESSURIZATION EMERGENCY DESCENT E21
CABIN PRESSURE WARNING E22
3. Power Plant
BOTH ENGINES FLAME OUT E31
ENGINE FAILURE E33
PROP BRAKE FAULT E34
ENGINE OIL PRESSURE LOW E34
PROPELLER OIL PRESSURE LOW E35
PROPELLER OIL PRESSURE HIGH E36
4. Flight Controls
ELEVATOR SYSTEM JAMMED E41
AILERON SYSTEM JAMMED E43
5. Electrical
LOSS OF BOTH GENERATORS (both engines running) E51
ELECTRICAL LOAD REDUCTION E54
6. Autopilot
AUTOTRIM light on E61
EMERGENCY EVACUATION E71
EMERGENCY LANDING E72
DITCHING E74
SUSPECT DEVICE FOUND ON BOARD E76
DISTRESS CALL E77
EMERGENCY ANNOUNCEMENT E77
TRANSPONDER CODES E77
FLIGHT IN VOLCANIC ASH E78

Jun 01/16

code 10
code 10 E01
EMERGENCY CHECKLIST
1. Fire / Smoke
24/2
PAGE E10
Jun 01/16
ENGINE FIRE
Fire indication:
Fire bell
L/R ENG FIRE CWP light
L/R ENG fire handle light
The electrical feather pump which is activated with the PROPELLER PUMP switch will overheat if acti-
vated more than 30 seconds.
If fire on ground, and away from block, turn the aircraft to get fire away from the fuselage. Perform the
EMERGENCY EVACUATION procedure. Page E71

Set TCAS to TA ONLY since performance on one engine is not enough to follow a climbing RA maneuver.
Do not attempt to restart the engine.
24/2 00
PAGE E11 exp
Jun 01/16
EMERGENCY

ENGINE FIRE
*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO

NOT APPLICABLE FOR AIRCRAFT ON
2030%
*3. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . PULL

*4. FIRE EXTG switch . . . . . . . . . . . . . . . . . . . . ON
If fire indication still on after 30 seconds discharge
CANADIAN REGISTER.
FIRE EXTG opposite side.

CAUTION
If the propeller has not feathered set AUTOCOARSEN switch to
NOTE
Following an engine shut down it is required to disconnect the AP
and retrim the a/c before reengagement of the AP.
5. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. ICE PROTECTION PROP and ENGINE
switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CHECK
CLOSED
11. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
13. LAND as soon as possible.


Jun 01/16

code 10
code 00 E11
ENGINE FIRE
Fire indication:
Fire bell
L/R ENG FIRE CWP light
L/R ENG fire handle light
The electrical feather pump which is activated with the PROPELLER PUMP switch will overheat if acti-
vated more than 30 seconds.
If fire on ground, and away from block, turn the aircraft to get fire away from the fuselage. Perform the
EMERGENCY EVACUATION procedure. Page E71

Do not attempt to restart the engine.
24/2 10
PAGE E11 exp
Jun 01/16
EMERGENCY
WITHOUT ACAS/TCAS SYSTEM INSTALLED. ENGINE FIRE

*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO

NOT APPLICABLE FOR AIRCRAFT ON
2030%
*3. FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . PULL
*4. FIRE EXTG switch . . . . . . . . . . . . . . . . . . . . ON
If fire indication still on after 30 seconds discharge
CANADIAN REGISTER.
FIRE EXTG opposite side.

CAUTION
If the propeller has not feathered set AUTOCOARSEN switch to
NOTE
Following an engine shut down it is required to disconnect the AP
5. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. ICE PROTECTION PROP and ENGINE
switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. AIR CONDITION XVALVE switch . . . . . . . CHECK
CLOSED


Jun 01/16

code 10
code 10 E11
AIR CONDITIONING SMOKE
To clear mask and goggles of smoke, turn emergency selector to ON and pull out the vent valve knob
(Section 6/2.1).
In poor visibility, use flashlights.
When deemed possible, set the oxygen selector to NORMAL. Leaving the selector in 100% will result in a
much faster depletion of oxygen. Oxygen for smoke protection (100% position) is according to the regula-
tions required to be available for minimum15 min.
Set both RECIRC switches to OFF; this makes it easier to establish which air conditioning pack is creating
smoke and to prevent recirculation of contaminated air.
24/2 00
PAGE E12 exp
Jun 01/16
EMERGENCY
AIR CONDITIONING SMOKE
*1. OXYGEN MASKS and REGULATORS . . ON and 100%

*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON
*3. COMMUNICATION . . . . . . . . . . . . . . . . . . . ESTABLISH
4. PASSENGER OXYGEN VALVE . . . . . . . . CHECK
CLOSED
While proceeding with the procedure below, prepare to land
without delay at the nearest suitable airport.
6. DETERMINE which BLEED SYSTEM that is creating smoke.
Wait 3 minutes with respective pack off to decide if smoke is
decreasing or stops.
If smoke in CABIN and COCKPIT
R BLD VALVE and R HP VALVE switches CLOSED
If smoke in CABIN only
L BLD VALVE and L HP VALVE switches CLOSED
Smoke PERSISTS
7. Apply SMOKE REMOVAL proced- Page E19
ure.
Smoke DECREASING or STOPS
Jun 01/16
code 10
code 00 E12
AVIONIC or ELECTRICAL SMOKE or FIRE

INDICATION: AVIONIC SMOKE CWP light and/or actual avionic or electrical smoke or fire.
Switch off both RECIRC switches; this makes it easier to establish the smoke creating source.
If it can be determined that a certain Avionic or electrical unit is creating smoke, turn off this unit.
If the affected circuit can not be located the procedure calls for isolation.
When circuits are turned OFF and ON, in order to isolate and locate an affected circuit, pausing in be-
tween is necessary. It takes some time for smoke to disappear or reappear.
Before switching OFF L and R AVIONIC: disconnect the Autopilot and start flying on the standby instru-
ment. When L and R AVIONIC are switched OFF all EFIS presentation will be lost and the screens turn
black along with most of the left sides Flight Instruments. HDG information is only available from the
standby compass (the AHRS systems are backup supplied from the HOT BAT busses for 11 minutes).
NAV information is only available from STBY VOR/ILS indicator.
Possible cabin smoke source can be switched OFF at the cabin lighting panel by the C/A.
If AVIONIC switch/switches are OFF for more than 11 minutes AHRS will drop off line. If reinitialization is
required, establish Aircraft in stabilized level flight during reinitialization (approximately 70 sec.).
Even when a smoke creating source has been isolated it may take a while until smoke disappears/smoke
warning goes out.
24/2 00
PAGE E13 exp
Jun 01/16
EMERGENCY

WITHOUT ACARS SYSTEM INSTALLED. *1. OXYGEN MASKS and REGULATORS . . ON and 100%
*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON
CLOSED
Affected circuit CAN be located
6. Affected circuit . . . . . . . . . . . . . . . . . . ISOLATE
7. Extinguish fire (if any). See GENERAL NOTE below.
Affected circuit CAN NOT be located
6. In an extreme smoke situation open cockpit door to improve
visibility in cockpit.
7. Establish trimmed flight on STBY instruments.
8. VHF COM 1/NAV 1 . . . . . . . . . . . . . . . . . . . SELECT
NOTE
When proceeding with pos. 10, the following will result.
Rudder Limiter inoperative.
Autopilot disengage.
10. L and R AVION switches (both) . . . . . . . . . OFF
Fire or smoke DECREASES OR STOPS
11. Try to restore one side by selecting L/R AVION
switches ON (one at a time).
12. AVION switch (affected side) . . . . . OFF
Fire or smoke PERSISTS
11. L and R AVION switches (both) . . . . . . . . . ON
13. ESS AVION switch . . . . . . . . . . . . . . . . . . . . OFF
(Contd)

Jun 01/16

code 10
code 00 E13

INDICATION: AVIONIC SMOKE CWP light and/or actual avionic or electrical smoke or fire.
Switch off both RECIRC switches; this makes it easier to establish the smoke creating source.
If it can be determined that a certain Avionic or electrical unit is creating smoke, turn off this unit.
If the affected circuit can not be located the procedure calls for isolation.
When circuits are turned OFF and ON, in order to isolate and locate an affected circuit, pausing in be-
tween is necessary. It takes some time for smoke to disappear or reappear.
Before switching OFF L and R AVIONIC: disconnect the Autopilot and start flying on the standby instru-
ment. When L and R AVIONIC are switched OFF all EFIS presentation will be lost and the screens turn
black along with most of the left sides Flight Instruments. HDG information is only available from the
standby compass (the AHRS systems are backup supplied from the HOT BAT busses for 11 minutes).
NAV information is only available from STBY VOR/ILS indicator.
Possible cabin smoke source can be switched OFF at the cabin lighting panel by the C/A.
If AVIONIC switch/switches are OFF for more than 11 minutes AHRS will drop off line. If reinitialization is
required, establish Aircraft in stabilized level flight during reinitialization (approximately 70 sec.).
Even when a smoke creating source has been isolated it may take a while until smoke disappears/smoke
warning goes out.
24/2 10
PAGE E13 exp
Jun 01/16
EMERGENCY


*2. SMOKE GOGGLES . . . . . . . . . . . . . . . . . . . ON
ACARS SYSTEM INSTALLED.
CLOSED
Affected circuit CAN be located
6. Affected circuit . . . . . . . . . . . . . . . . . . ISOLATE
Affected circuit CAN NOT be located
6. In an extreme smoke situation open cockpit door to improve
visibility in cockpit.
7. Establish trimmed flight on STBY instruments.
NOTE
When proceeding with pos. 10, the following will result.
Rudder Limiter inoperative.
Autopilot disengage.
10. L and R AVION switches (both) . . . . . . . . . OFF
11. Try to restore one side by selecting L/R AVION
switches ON (one at a time).
12. AVION switch (affected side) . . . . . OFF
11. L and R AVION switches (both) . . . . . . . . . ON
13. ESS AVION switch . . . . . . . . . . . . . . . . . . . . OFF
14. ACARS c/bs . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R c/bs panel position N18 & N19.
(Contd)

Jun 01/16

code 10
code 10 E13
24/2 00
PAGE E14 exp
Jun 01/16
EMERGENCY

WITHOUT ACARS SYSTEM INSTALLED. (Contd)
14. ESS AVION switch . . . . . . . . . . . . . . . . . . . . ON
15. Apply SMOKE REMOVAL procedure. Page E19

GENERAL NOTE:
Whenever the smokecreating circuit has been located and isolated,
consider using a hand fire extinguisher to cap the source. Before
discharging the agent into the avionics rack, pull c/b VENT AVION
PWR (G11) to reduce avionic rack ventilation to a minimum.

Jun 01/16

code 10
code 00 E14
24/2 10
PAGE E14 exp
Jun 01/16
EMERGENCY

(Contd)
ACARS SYSTEM INSTALLED.

15. ESS AVION switch . . . . . . . . . . . . . . . . . . . . ON
16. ACARS c/bs (N18 & N19) . . . . . . . . . . . . . RESET
17. Apply SMOKE REMOVAL procedure. Page E19

GENERAL NOTE:
Whenever the smokecreating circuit has been located and isolated,
consider using a hand fire extinguisher to cap the source. Before
discharging the agent into the avionics rack, pull c/b VENT AVION
PWR (G11) to reduce avionic rack ventilation to a minimum.

Jun 01/16

code 10
code 10 E14
LAVATORY SMOKE
Pull the Cbs to remove all electrical power supply to the lavatory.
Switch OFF the RECIRC switches to reduce the ventilation to a minimum.
24/2 00
PAGE E15 exp
Jun 01/16
EMERGENCY
THIS PAGE IS APPLICABLE FOR A/C 160 359.

LAVATORY SMOKE
1. CBs LAVATORY TOILET & LIGHT

(M27) and WATER HEATER (M28,
if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
3. CABIN ATTENDANT . . . . . . . . . . . . . . . . . . INFORM and
INVESTIGATE
NOTE
Whenever the smokecreating circuit has been located and isol-
ated, consider using a hand fire extinguisher to cap the source.

Jun 01/16

code 10
code 00 E15
LAVATORY SMOKE
Pull the Cbs to remove all electrical power supply to the lavatory.
Switch OFF the RECIRC switches to reduce the ventilation to a minimum.
24/2 10
PAGE E15 exp
Jun 01/16
EMERGENCY
LAVATORY SMOKE
THIS PAGE IS APPLICABLE FOR A/C 360 UP
1. CBs LAVATORY TOILET & LIGHT
(M27 & F24) and WATER HEATER
(M28, if installed) . . . . . . . . . . . . . . . . . . . . PULL
3. CABIN ATTENDANT . . . . . . . . . . . . . . . . . . INFORM and
INVESTIGATE
NOTE
(GEN. III INTERIOR).
Whenever the smokecreating circuit has been located and isol-

ated, consider using a hand fire extinguisher to cap the source.

Jun 01/16

code 10
code 10 E15
24/2 00
PAGE E16 exp
Jun 01/16
EMERGENCY
TAIL PIPE HOT light on
*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO

2030%
Light ON
2. BLD/HP VALVES (affected side) . . CLOSED
Light OFF
3. AUTOCOARSEN . . . . . . . . . . OFF
NOTE
Select AUTOCOARSEN OFF while restoring power,
then select AUTOCOARSEN according to applicable
procedures, i.e before landing.
4. Restore power
Light ON
Apply ENGINE SHUT DOWN pro- Page A85
cedure
Light OFF
2. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
Do not use a VREF less than 114 KIAS.
3. Operate at reduced power and proceed to the nearest suit-
able airport.
NOTE
Regardless of the power available the continued flight shall be
planned and performed as a singleengine operation.
Jun 01/16
code 10
code 00 E16
CARGO COMPARTMENT SMOKE
Switch OFF L BLD VALVE and L RECIRC FAN to reduce diff pressure between cabin and cargo compart-
ments. This reduces the risk of air leaking into the cargo compartment reducing the halon concentration.
Do not open the cargo door until all passengers have disembarked and the fire fighting services are pres-
ent.
The CARGO EXTG light will come ON when the pressure in the inner bottle has decreased to below a cer-
tain limit. This may take up to 15 min.
The cargo compartment is classified as a Class C cargo compartment and has been demonstrated to pro-
vide 35 minutes fire protection duration.
After conducting a cargo compartment fire suppression procedures, regardless of the duration capability of
the cargo fire extinguishing system, land at the nearest suitable airport.
24/2 00
PAGE E17 exp
Jun 01/16
EMERGENCY
THIS PAGE IS NOT APPLICABLE TO AIRCRAFT IN A CARGO COMPARTMENT SMOKE
*1. CARGO FIRE EXTG switch . . . . . . . . . . . . ON

HIGH DENSITY QUICK CHANGE (OPTION 25:502)
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A
BOTTLE INSTALLED. (BASIC CONFIGURATION)
2. L BLD VALVE switch . . . . . . . . . . . . . . . . . . CLOSED

3. L RECIRC switch . . . . . . . . . . . . . . . . . . . . . OFF
SINGLE CARGO FIRE EXTINGUISHER
CONFIGURATION.

Jun 01/16

code 10
code 00 E17
ent.
24/2 10
PAGE E17 exp
Jun 01/16
EMERGENCY

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH DUAL
CARGO FIRE EXTINGUISHER BOTTLE INSTALLED.
*1. CARGO FIRE EXTG 1 switch . . . . . . . . . . ON

THIS PAGE IS NOT APPLICABLE TO AIRCRAFT IN

CAUTION
QUICK CHANGE CONFIGURATION.
Activation of CARGO FIRE EXTG 2 after 35 minutes is required to

maintain a sufficient halon concentration for 70 minutes. If this is
not found necessary with regard to estimated time for landing, se-
(MOD NO 1149 INSTALLED)
cond bottle can be used earlier. The time difference between ac-
tivation of CARGO FIRE EXTG 1 and 2 must however be more
than 2 minutes, otherwise blow out panels can be activated due to
pressure transients.
If still airborne 35 minutes after activating
CARGO FIRE EXTG 1:
5. CARGO FIRE EXTG 2 switch . . . . . . . . . . ON

Jun 01/16

code 10
code 10 E17
ent.
24/2 20
PAGE E17 exp
Jun 01/16
EMERGENCY

EXTINGUISHER, NO LAVATORY IN THE AFT AND NO
ENLARGED CARGO COMPARTMENT DUAL FIRE

CAUTION
CARGO X VALVE.
CARGO FIRE EXTG 1:

Jun 01/16

code 10
code 20 E17
PASSENGER CONFIGURATION
Check the CARGO XVALVE handle to be pushed in so the total air supply to the cabin will not stop after
performing item 3 and 4.
ent.
CARGO CONFIGURATION
When L BLD VALVE has been CLOSED, CARGO X VALVE handle pulled and both RECIRC Fans
switched OFF, all air supply to the enlarged cargo compartment has been switched OFF.
In the all cargo (accessible) configuration, with fire extinguishing equipment available, a crew member may
enter and extinguish a fire.
There is no requirement for Halon fire fighting capability in an all cargo configuration. However, to make
optimum use of available means both FIRE EXTG switches shall be activated.
Close the cockpit door to exclude heavy concentration of smoke and to minimize ventilation into the en-
larged cargo compartment.
Use EMERGENCY position on the mask selector as required to clear mask from smoke.
In poor visibility use flashlights.
When deemed possible, place the oxygen selector in NORMAL position. Leaving the selector in 100%
position will result in a much faster depletion of oxygen. Oxygen for smoke protection (100% position) is
according to the regulations required to be available for 15 minutes as a minimum.
Nonessential equipment are equipment such as:
HF MFD
ACARS AREA NAV
TCAS DME 1 or 2
TRANSPONDER 1 or 2 ADF 1 or 2
Switch only OFF equipment deemed not required. It is not necessary to switch OFF any of AVIONIC
switches.
By keeping the AVIONIC FAN ON for a short while the Halon distribution within the enlarged cargo
compartment is optimized (sucked forward). The CBs must then be pulled to remove the last source of
ventilation.
24/2 30
PAGE E17 exp
Jun 01/16
EMERGENCY

QUICK CHANGE (OPTION 25:502) CONFIGURED AIR-
CONFIGURED AIRCRAFT (MOD NO 1461 INSTALLED).
THIS PAGE IS NOT APPLICABLE TO A HIGH DENSITY
THIS PAGE IS APPLICABLE TO A QUICK CHANGE
Passenger Configuration

2. CARGO XVALVE handle pushed in . . . . . CHKD
CAUTION
CRAFT.

CARGO FIRE EXTG 1:
Cargo Configuration
NOTE
AVIONIC and LAV SMOKE (CWP) lights may come on as a conse-
quence of smoke in the enlarged cargo compartment.
2. CARGO XVALVE handle . . . . . . . . . . . . . . . PULL and TURN
Pull to stop and turn clockwise to lock valve in closed position.
3. L and R RECIRC switches . . . . . . . . . . . . . OFF
4. CARGO FIRE EXTG switches (1+2) . . . . ON
5. COCKPIT DOOR . . . . . . . . . . . . . . . . . . . . . CLOSE
6. OXYGEN MASKS and REGULATORS . . ON and 100%
7. COMMUNICATION . . . . . . . . . . . . . . . . . . . ESTABLISH
CLOSED
9. Cb:s VENT AVION FAN CONTROL
(G10) and VENT AVION PWR (G11) . . PULL
10. Cb:s for non essential equipment . . . . . . . PULL
(Contd)

Jun 01/16

code 10
code 30 E17
Check the CARGO XVALVE handle to be pushed in so the total air supply to the cabin will not be removed
after performing item 3 and 4.
ent.
24/2 40
PAGE E17 exp
Jun 01/16
EMERGENCY

THIS PAGE IS APPLICABLE TO A HIGH DENSITY QUICK
CHANGE (OPTION 25:502) CONFIGURED AIRCRAFT.
Passenger Configuration
*1. CARGO FIRE EXTG switch . . . . . . . . . . . . ON

2. CARGO XVALVE handle pushed in . . . . . CHKD
Cargo Configuration
NOTE
AVIONIC and LAV SMOKE (CWP) lights may come on as a conse-
quence of smoke in the enlarged cargo compartment.
2. CARGO XVALVE handle . . . . . . . . . . . . . . . PULL and TURN
Pull to stop and turn clockwise to lock valve in closed position.
3. L and R RECIRC switches . . . . . . . . . . . . . OFF
4. CARGO FIRE EXTG switch . . . . . . . . . . . . ON
5. COCKPIT DOOR . . . . . . . . . . . . . . . . . . . . . CLOSE
6. OXYGEN MASKS and REGULATORS . . ON and 100%
7. COMMUNICATION . . . . . . . . . . . . . . . . . . . ESTABLISH
CLOSED
9. Cb:s VENT AVION FAN CONTROL
(G10) and VENT AVION PWR (G11) . . PULL
10. Cb:s for non essential equipment . . . . . . . PULL
Pull Cb:s for all equipment not essential for continued flight.
NOTE
If cockpit smoke removal deemed required, apply SMOKE RE-
MOVAL COCKPIT procedure.
Page E19

Jun 01/16

code 10
code 40 E17
24/2 00
PAGE E18 exp
Jun 01/16
EMERGENCY
Jun 01/16 code 10

code 00
E18
24/2 10
PAGE E18 exp
Jun 01/16
EMERGENCY
Jun 01/16 code 10

code 10
E18
24/2 20
PAGE E18 exp
Jun 01/16
EMERGENCY
Jun 01/16 code 10

code 20
E18
24/2 30
PAGE E18 exp
Jun 01/16
EMERGENCY

QUICK CHANGE (OPITON 25:502) CONFIGURED AIR-
CONFIGURED AIRCRAFT (MOD NO 1461 INSTALLED).
THIS PAGE IS NOT APPLICABLE TO A HIGH DENSITY
THIS PAGE IS APPLICABLE TO A QUICK CHANGE
Cargo Configuration
(Contd)
Pull Cb:s for all equipment not essential for continued flight.
NOTE
If cockpit smoke removal deemed required, apply SMOKE RE-
MOVAL COCKPIT procedure.
Page E19

CRAFT.

Jun 01/16

code 10
code 30 E18
24/2 40
PAGE E18 exp
Jun 01/16
EMERGENCY
Jun 01/16 code 10

code 40
E18
SMOKE REMOVAL
Smoke removal procedure shall be performed in case of serious smoke or toxic fumes.
If smoke is generated in the cockpit during windshield wiper operation; In addition to other possible
smoke sources, suspect possible wiper resistor overheat. Place the rotary switch in OFF position. When
the temperature then goes down the smoke will cease. (See also Section 11.2 ICE AND RAIN Operation).
24/2 00
PAGE E19 exp
Jun 01/16
EMERGENCY
SMOKE REMOVAL
COCKPIT
Descend to 10000 ft or minimum altitude for terrain clear-
ance, whichever is higher.
2. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/
XCHECK
3. CABIN DIFF PRESSUREREDUCE to 1.5 psi or less by
manual control of cabin altitude, select MODE SELECTOR
switch to MAN and rotate MANUAL CONTROL knob clock-
wise to increase cabin altitude. Partly open GROUND COM
HATCH. The cabin altitude can be easily controlled by open-
ing the hatch more or less.
Smoke PERSISTS
NOTE
If not deemed necessary to dump earlier, wait until a differen-
tial pressure of about 1 psi is obtained.
4. PRESS DUMP switch . . . . . . . . . . . ON
5. AIRSPEEDREDUCE to 160 KIAS or below and open
the crew hatch to ventilation position.
7. Close Ground Communication Hatch prior landing so
as not to interfere with Nose Wheel steering.
Smoke DISAPPEARS
4. Close Ground Communication Hatch prior landing so as not
to interfere with Nose Wheel steering.
CABIN
Descend to 10000 ft or minimum altitude for terrain clear-
2. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/
XCHECK
3. CABIN DIFF PRESSUREREDUCE to 1.5 psi or less by
manual control of cabin altitude, select MODE SELECTOR
switch to MAN and rotate MANUAL CONTROL knob clock-
wise to increase cabin altitude.
(Contd)
Jun 01/16
code 10
code 00 E19
24/2 00
PAGE E110 exp
Jun 01/16
EMERGENCY
SMOKE REMOVAL
(Contd)
NOTE
If not deemed necessary to dump earlier, wait until a differential
pressure of about 1 psi is obtained.
NOTE
It is possible to remove an overwing emergency exit during flight at
airspeeds below 120 KIAS to evacuate smoke in an extreme CAB-
IN smoke situation. However consider the risk for falling overboard
as well as other possible hazards like high noise level (cabin com-
munication may be impossible), cold temp. etc.
Jun 01/16
code 10
code 00 E110
EMERGENCY CHECKLIST
24/2
PAGE E20
Jun 01/16
RAPID DEPRESSURIZATION EMERGENCY DESCENT
PIC will initiate emergency descent by the callout Emergency descent and select APA to higher value.
BP
don oxygen/select MASK (see NOTE)
PF
start bank 2030 and lower nose
retard PLs to FLT IDLE and push CLs to MAX
increase speed to VMO, then continue descent. Change heading i.a. according to national regulations.
PNF
select Cabin signs on, inform ATC
reselect ATC TXP if applicable .
inform cabin
BP
reset APA and altimeter if applicable.
complete Emergency Descent Checklist.
Start level off approx. 500 ft above decided altitude.
NOTE
If hand flying PF immediately starts the descent while PNF first dons oxygen and then takes over the con-
trols.
If structural integrity in doubt consider to extend the landing gear to increase the drag and thereby obtain a
higher descent rate at a lower speed.
When judged possible place the oxygen selector in NORMAL position. Leaving the selector in 100% posi-
tion will result in a fast depletion of oxygen.
24/2 00
PAGE E21 exp
Jun 01/16
EMERGENCY
THIS PAGE IS APPLICABLE TO AIRCRAFT WITHOUT A

RAPID DEPRESSURIZATION
EMERGENCY DESCENT

DROPOUT OXYGEN SYSTEM INSTALLED.

3. POWER LEVERS . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE
4. CONDITION LEVERS . . . . . . . . . . . . . . . . . MAX
5. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
Descend to 10 000 ft or minimum altitude for terrain clear-
CAUTION
This procedure assumes structural integrity of the aircraft. If struc-
tural integrity is in doubt, limit speed as much as possible, and
avoid high maneuvering loads. Consider to extend the landing gear.
8. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX MMO/VMO
9. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/XCHECK
10. PASSENGER OXYGEN VALVE . . . . . . . . OPEN
11. OXYGEN REGULATOR . . . . . . . . . . . . . . . NORMAL
12. PASSENGER BRIEFING . . . . . . . . . . . . . . PERFORM

Jun 01/16

code 10
code 00 E21
RAPID DEPRESSURIZATION EMERGENCY DESCENT
PIC will initiate emergency descent by the callout Emergency descent and select APA to higher value.
BP
don oxygen/select MASK (see NOTE)
PF
start bank 2030 and lower nose
retard PLs to FLT IDLE and push CLs to MAX
increase speed to VMO, then continue descent. Change heading i.a. according to national regulations.
PNF
select Cabin signs on, inform ATC
reselect ATC TXP if applicable .
inform cabin
BP
reset APA and altimeter if applicable.
complete Emergency Descent Checklist.
Start level off approx. 500 ft above decided altitude.
NOTE
If hand flying PF immediately starts the descent while PNF first dons oxygen and then takes over the con-
trols.
If structural integrity in doubt consider to extend the landing gear to increase the drag and thereby obtain a
higher descent rate at a lower speed.
Automatic dropout passenger oxygen system will activated at 13 000 ft to 14 000 ft cabin altitude. To
manually secure the function the PASSENGER OXYGEN VALVE shall be set into OVRD position.
24/2 10
PAGE E21 exp
Jun 01/16
EMERGENCY
RAPID DEPRESSURIZATION
THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A EMERGENCY DESCENT


3. POWER LEVERS . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE
5. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
Descend to 10 000 ft or minimum altitude for terrain clear-
CAUTION
This procedure assumes structural integrity of the aircraft. If struc-
tural integrity is in doubt, limit speed as much as possible, and
avoid high maneuvering loads. Consider to extend the landing gear.
8. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . MAX MMO/VMO
9. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET/XCHECK
10. PASSENGER OXYGEN VALVE . . . . . . . . OVRD
11. OXYGEN REGULATOR . . . . . . . . . . . . . . . NORMAL

Jun 01/16

code 10
code 10 E21
CABIN PRESSURE WARNING
ded change and cabin response.
A good start is to place the control knob at about 2 oclock position and wait for the response and the cabin
rate needle to stabilize. Then make adjustment in 1 hour steps and wait for the response.
In case of rapid decompression combined with high flight altitude perform an EMERGENCY DESCENT.
Automatic dump function after landing (WoW) does not exist when operating in manual mode. Dump
switch works in both automatic and manual mode.
24/2 00
PAGE E22 exp
Jun 01/16
EMERGENCY
THIS PAGE IS APPLICABLE TO AIRCRAFT WITHOUT A

1. CABIN ALT and DIFF PRESSURE . . . . . . CHECK

CABIN ALT above 10 000 ft
2. OXYGEN MASKS and

REGULATORS . . . . . . . . . . . . . . . . . ON and 100%
3. COMMUNICATION . . . . . . . . . . . . . . ESTABLISH
4. PASSENGER OXYGEN valve . . . . OPEN
5. MODE SELECTOR switch (Cabin
Press) . . . . . . . . . . . . . . . . . . . . . . . . . MAN
6. MANUAL CONTROL knob . . . . . . . MODULATE
Rotating the manual control knob counterclockwise
decreases cabin altitude.
Rotating the manual control knob clockwise increases
cabin altitude.
Cabin altitude CONTROLLABLE
See Before Landing on next page.
Cabin altitude EXCESSIVE
7. Descend or if necessary perform an Page E21
EMERGENCY DESCENT.
DIFF PRESSURE above 7.5 psi
2. MODE SELECTOR switch (Cabin Press) MAN
Set CONTROL knob index at 2 oclock position and wait for
response before adjusting further. Observe the long delay in
response.
Differential pressure CONTROLLABLE
Differential pressure EXCESSIVE
4. L BLD VALVE and L HP VALVE switches CLOSED
(Contd)

Jun 01/16

code 10
code 00 E22
ded change and cabin response.
A good start is to place the control knob at about 2 oclock position and wait for the response and the cabin
rate needle to stabilize. Then make adjustment in 1 hour steps and wait for the response.
In case of rapid decompression combined with high flight altitude perform an EMERGENCY DESCENT.
Automatic dump function after landing (WoW) does not exist when operating in manual mode. Dump
switch works in both automatic and manual mode.
24/2 10
PAGE E22 exp
Jun 01/16
EMERGENCY

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH A
1. CABIN ALT and DIFF PRESSURE . . . . . . CHECK
CABIN ALT above 10 000 ft
2. OXYGEN MASKS and

REGULATORS . . . . . . . . . . . . . . . . . ON and 100%
3. COMMUNICATION . . . . . . . . . . . . . . ESTABLISH
4. PASSENGER OXYGEN valve . . . . OPEN
5. MODE SELECTOR switch (Cabin
Press) . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
6. MANUAL CONTROL knob . . . . . . . MODULATE
Rotating the manual control knob counterclockwise
decreases cabin altitude.
Rotating the manual control knob clockwise increases
cabin altitude.
Cabin altitude CONTROLLABLE
Cabin altitude EXCESSIVE
7. Descend or if necessary perform an Page E21
EMERGENCY DESCENT.
DIFF PRESSURE above 7.5 psi
2. MODE SELECTOR switch (Cabin Press) MAN
Set CONTROL knob index at 2 oclock position and wait for
response before adjusting further. Observe the long delay in
response.
4. Modulate pressurization by making small adjustments.
Rotating the control knob clockwise increases cabin altitude.
Rotating the control knob counterclockwise decreases cab-
in altitude.
Differential pressure EXCESSIVE
4. L BLD VALVE and L HP VALVE switches CLOSED
(Contd)

Jun 01/16

code 10
code 10 E22
24/2 00
PAGE E23 exp
Jun 01/16
EMERGENCY
WITHOUT A DROPOUT OXYGEN SYSTEM INSTALLED.

THIS PAGE IS APPLICABLE TO AIRCRAFT WITH OR
(Contd)
See Before Landing on this page.
Differential pressure still EXCESSIVE
5. R BLD VALVE and HP VALVE switches . . CLOSED
When cabin pressure becomes normal:
6. CONTROL CABIN PRESSURE by switching one BLD VALVE
between CLOSED and RESET/AUTO.
Before landing
WARNING
With cabin pressurization control in MAN, there is no automatic
dump function at landing.
7. MANUAL CONTROL knob . . . . . . . . . . . . . MODULATE
Modulate diff. pressure to 0.
8. MANUAL CONTROL knob . . . . . . . . . . . . . FULLY
CLOCKWISE

Jun 01/16

code 10
code 00 E23
EMERGENCY CHECKLIST
3. Power Plant
24/2
PAGE E30
Jun 01/16
BOTH ENGINES FLAME OUT
WARNING
start in flight.
With both generators OFF line all EFIS presentation will be lost and the screens turn black. Fly on standby
instrument and use NAV 1 / COM 1.
TCAS switch shall be set to TA ONLY since performance is not enough to follow a climbing RA maneuver.
24/2 00
PAGE E31 exp
Jun 01/16
EMERGENCY

*1. POWER LEVERS (both) . . . . . . . . . . . . . . . FLIGHT IDLE

*2. CONDITION LEVERS (both) . . . . . . . . . . . FUEL OFF
*3. Airspeed 130 KIAS.

*4. BAT switches (both) . . . . . . . . . . . . . . . . . . . OVRD
*5. FUEL STBY PUMP switches (both) . . . . . OVRD
*6. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
*7. L CONDITION LEVER . . . . . . . . . . . . . . . . START
*8. START switch . . . . . . . . . . . . . . . . . . . . . . . . L
Engine RESTARTS
9. L CONDITION LEVER . . . . . . . . . . . MAX
10. L POWER LEVER . . . . . . . . . . . . . . ADVANCE
11. L GEN switch . . . . . . . . . . . . . . . . . . . RESET then ON
12. BAT switches (both) . . . . . . . . . . . . . ON
13. Apply ENGINE RESTART IN
Page A86
FLIGHT procedure for right engine
in restart.
Engine does NOT RESTART
9. L CONDITION LEVER . . . . . . . . . . . . . . . . FUEL OFF
10. R CONDITION LEVER . . . . . . . . . . . . . . . . START
11. START SWITCH . . . . . . . . . . . . . . . . . . . . . . R
Engine RESTARTS
12. R CONDITION LEVER . . . . . . . . . . MAX
13. R POWER LEVER . . . . . . . . . . . . . . ADVANCE
14. R GEN switch . . . . . . . . . . . . . . . . . . RESET then ON
NOTE
Following an engine failure it is required to disconnect the AP
16. ACAS/TCAS . . . . . . . . . . . . . . . . . . . TA ONLY
17. Apply OEI OPERATION procedure. Page A810

No RESTART possible
(Contd)

Jun 01/16

code 10
code 00 E31
WARNING
start in flight.
With both generators OFF line all EFIS presentation will be lost and the screens turn black. Fly on standby
instrument and use NAV 1 / COM 1.
24/2 10
PAGE E31 exp
Jun 01/16
EMERGENCY
WITHOUT ACAS/TCAS SYSTEM INSTALLED.

*1. POWER LEVERS (both) . . . . . . . . . . . . . . . FLIGHT IDLE
*2. CONDITION LEVERS (both) . . . . . . . . . . . FUEL OFF
*3. Airspeed 130 KIAS.
*4. BAT switches (both) . . . . . . . . . . . . . . . . . . . OVRD
*5. FUEL STBY PUMP switches (both) . . . . . OVRD
*6. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
*7. L CONDITION LEVER . . . . . . . . . . . . . . . . START
*8. START switch . . . . . . . . . . . . . . . . . . . . . . . . L
Engine RESTARTS
9. L CONDITION LEVER . . . . . . . . . . . MAX
10. L POWER LEVER . . . . . . . . . . . . . . ADVANCE
11. L GEN switch . . . . . . . . . . . . . . . . . . . RESET then ON
13. Apply ENGINE RESTART IN Page A86
FLIGHT procedure for right engine
in restart.
Engine does NOT RESTART
9. L CONDITION LEVER . . . . . . . . . . . . . . . . FUEL OFF
10. R CONDITION LEVER . . . . . . . . . . . . . . . . START
11. START SWITCH . . . . . . . . . . . . . . . . . . . . . . R
Engine RESTARTS
12. R CONDITION LEVER . . . . . . . . . . MAX
13. R POWER LEVER . . . . . . . . . . . . . . ADVANCE
14. R GEN switch . . . . . . . . . . . . . . . . . . RESET then ON
NOTE
Following an engine failure it is required to disconnect the AP
16. Apply OEI OPERATION procedure. Page A810

No RESTART possible
(Contd)

Jun 01/16

code 10
code 10 E31
24/2 00
PAGE E32 exp
Jun 01/16
EMERGENCY
(Contd)
12. R CONDITION LEVER . . . . . . . . . . . . . . . . FUEL OFF
13. Apply EMERGENCY LANDING or DITCH- Page E72,
ING procedure, as applicable. E74
NOTE
If both engines restart and running, normal procedures apply.
Jun 01/16
code 10
code 00 E32
ENGINE FAILURE
Following an engine failure an unfeathered propeller will rotate at almost normal prop RPM. However, the
prop RPM indications will read zero when the engine has spooled down.
A feathered propeller may rotate slowly. The RPM varies with airspeed and sideslip.
30 seconds.
24/2 00
PAGE E33 exp
Jun 01/16
EMERGENCY

ENGINE FAILURE
*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

TO 2030%
CAUTION
If the propeller has not feathered ensure AUTOCOARSEN switch is
NOTE
Following an engine failure it is required to disconnect the AP and
retrim the a/c before reengagement of the AP.
REGISTER.

4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. ACAS/TCAS . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY

NOTE
In case of flameout; If no malfunction or no abnormal operation was
observed before the flameout, the engine may be restarted.

Jun 01/16

code 10
code 00 E33
ENGINE FAILURE
Following an engine failure an unfeathered propeller will rotate at almost normal prop RPM. However, the
prop RPM indications will read zero when the engine has spooled down.
A feathered propeller may rotate slowly. The RPM varies with airspeed and sideslip.
30 seconds.
24/2 10
PAGE E33 exp
Jun 01/16
EMERGENCY

WITHOUT ACAS/TCAS SYSTEM INSTALLED. ENGINE FAILURE
*1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

TO 2030%
CAUTION
If the propeller has not feathered ensure AUTOCOARSEN switch is
NOTE
Following an engine failure it is required to disconnect the AP and
retrim the a/c before reengagement of the AP.
REGISTER.

4. GEN switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE
In case of flameout; If no malfunction or no abnormal operation was
observed before the flameout, the engine may be restarted.

Jun 01/16

code 10
code 10 E33
24/2 00
PAGE E34 exp
Jun 01/16
EMERGENCY
ENGINE OIL PRESSURE LOW

1. Check ENG OIL and PROP OIL pressure indicators.
PROP OIL pressure below 25 psi
2. Apply PROPELLER OIL PRES- Page E35
SURE LOW procedure.
ENG OIL PRESS CWP light ON AND ENG OIL pressure
below 30 psi
NOTE
Oil supply loss may be indicated by fluctuating OIL PRESS
(greater than + or 5 psi) and/or a continuous gradual loss of
oil pressure. Oil temperature may remain constant or decrease
slightly.
2. Apply ENGINE SHUT DOWN pro-
Page A85
cedure.
ENG OIL PRESS CWP light ON OR ENG OIL pressure be-
low 30 psi
2. Continue normal operation.

Jun 01/16

code 10
code 00 E34
PROP BRAKE FAULT
Turning the PROP BRAKE switch OFF above 10% Ng may result in propeller rotation.
24/2 10
PAGE E34 exp
Jun 01/16
EMERGENCY

PROP BRAKE FAULT
IN FLIGHT
INDICATION: PROP BRAKE warning light comes on.

1. Monitor ENGINE INSTRUMENTS and NACELLE for abnor-

malities.
ON GROUND
INDICATION: Propeller begins to rotate or PROP BRAKE warning

light comes on.
*1. Shut down engine.
After engine has stopped (Ng below 10%).
2. PROP BRAKE switch . . . . . . . . . . . . . . . . . OFF
ENGINE OIL PRESSURE LOW

PROP OIL pressure below 25 psi
2. Apply PROPELLER OIL PRES- Page E35
SURE LOW procedure.
ENG OIL PRESS CWP light ON AND ENG OIL pressure be-
low 30 psi
NOTE
Oil supply loss may be indicated by fluctuating OIL PRESS
(greater than + or 5 psi) and/or a continuous gradual loss of
oil pressure. Oil temperature may remain constant or decrease
slightly.
cedure.
ENG OIL PRESS CWP light ON OR ENG OIL pressure below
30 psi

Jun 01/16

code 10
code 10 E34
PROPELLER OIL PRESSURE LOW
Actual PGB oil system abnormal operation is usually preceded by fluctuating and gradually decreasing in-
dications.
An indicating system abnormality usually results in sudden full scale deflection of the gage reading.
Indications below indicate abnormalities in the propeller gearbox:
decreasing prop oil pressure
prop oil temp rising as prop oil pressure decreases
momentary loss of propeller sync.
uncommanded PRPM increase or decrease
noise and vibrations
If any of the above indications accompany low propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required to feather the propeller.
24/2 00
PAGE E35 exp
Jun 01/16
EMERGENCY
MOD NO 1492 INSTALLED. WITH THIS MOD THERE ARE PROPELLER OIL PRESSURE LOW
DUAL PRESSURE TRANSDUCERS, ONE FOR THE CWP
LIGHT AND ONE FOR THE OIL PRESSURE GAUGE. 1. Check ENG OIL and PROP OIL pressure indicators.
ENG OIL pressure below 30 psi

2. Apply ENGINE OIL PRESSURE Page E34
LOW procedure.
ENG OIL PRESS CWP light ON OR PROP OIL pressure be-
low 25 psi
ENG OIL PRESS CWP light ON AND PROP OIL pressure
below 25 psi
2. Apply ENGINE SHUT DOWN procedure.
Page A85

Jun 01/16

code 10
code 00 E35
Actual PGB oil system abnormal operation is usually preceded by fluctuating and gradually decreasing in-
dications.
decreasing prop oil pressure
prop oil temp rising as prop oil pressure decreases
If any of the above indications accompany low propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required to feather the propeller.
24/2 10
PAGE E35 exp
Jun 01/16
EMERGENCY

MOD NO 1492 INSTALLED. WITHOUT THIS MOD THERE

ENG OIL pressure below 30 psi
2. Apply ENGINE OIL PRESSURE Page E34
LOW procedure.
IS A SINGLE PRESSURE TRANSDUCER.
PROP OIL pressure 525 psi
2. POWER (affected engine) . . . . . . . . REDUCE TO
2030%
3. CONDITION LEVER (affected
engine) . . . . . . . . . . . . . . . . . . . . . . . . MIN
4. AUTOCOARSEN . . . . . . . . . . . . . . . OFF
5. Continue flight: monitor PROP OIL TEMP/PRESS and
PROP RPM.
6. CONDITION LEVER MAX and power 2030% before
landing.
7. Apply OEI OPERATION procedure.
Page A810
PROP OIL pressure BELOW 5 psi AND OIL TEMP NOR-
MAL
2. CONDITION LEVER (affected
engine) . . . . . . . . . . . . . . . . . . . . . . . . EXERCISE
PROP RPM FOLLOWS
Assume transducer or instrument failure.
3. Continue flight: monitor PROP OIL TEMP/PRESS
and PROP RPM.
PROP RPM does NOT FOLLOW
cedure.
PROP OIL pressure BELOW 5 psi AND OIL TEMP or PROP
RPM ABNORMAL
2. Apply ENGINE SHUT DOWN procedure. Page A85

Jun 01/16

code 10
code 10 E35
PROPELLER OIL PRESSURE HIGH
Actual PGB oil system abnormal operation can result in gradually increasing indications.
There is no CWP warning for high oil pressure.
increasing prop oil pressure
prop oil temp rising as prop oil pressure rises
If any of the above indications accompany high propeller oil pressure, shut down engine immediately. Use
MAN FEATHER PUMP if required, to feather the propeller.
24/2 00
PAGE E36 exp
Jun 01/16
EMERGENCY
PROPELLER OIL PRESSURE HIGH
INDICATION: Prop oil pressure above 140 psi.

PRESS and TEMP steady
1. Monitor Prop Oil PRESS and TEMP, VIBRATIONS and
PRPM.
PRESS and/or TEMP increase
AND/OR
VIBRATIONS increase and/or PRPM fluctuate
1. Apply ENGINE SHUT DOWN procedure.
Page A85
Jun 01/16
code 10
code 00 E36
EMERGENCY CHECKLIST
4. Flight Controls
24/2
PAGE E40
Dec 01/16
24/2 00
PAGE E41 exp
Dec 01/16
EMERGENCY

ELEVATOR SYSTEM JAMMED
*1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE

Be prepared for trim transients.
*2. INTERCONNECT UNIT . . . . . . . . . . . . . . . OVERPWR
Both pilots shall act on the controls. The pilot on the side not
failed can, by overpowering the interconnect unit, control the
A/C.
*3. PITCH DISCONNECT HANDLE . . . . . . . . PULL
The pilot on the side not failed can control the A/C.
4. CONTROLLABILITY . . . . . . . . . . . . . . . . . . CHECK
Check controllability at safe altitude in below recommended
landing configuration and speed.
5. Keep airspeed within 160200 KIAS for cruise and descent.
6. LANDING TECHNIQUE . . . . . . . . . . . . . . . REVIEW
Elevator has jammed in UP position
The elevator effect may not be sufficient for high speed.
Flaps extended may require more elevator down than avail-
able.
Consider to move CG forward.
Use ZERO flaps for landing.
Increase VREF by Malfunction Increment and ice increment
i.a.
GPWS FLAP/TAWS FLAP Switch OVRD.
Elevator has jammed in DOWN or NEAR NEUTRAL position
The elevator effect may not be sufficient for low speed.
Flaps extended will increase available nose up elevator
power.
Consider to move CG aft.
Use FULL flaps for landing.
Increase VREF by Malfunction Increment.
(Contd)

Dec 01/16 code 10
code 00 E41

24/2 00
PAGE E42 exp
Dec 01/16
EMERGENCY

ELEVATOR SYSTEM JAMMED
(Contd)
Flap ACC F20 / 35 F20 / 35 F20 / 35
0 No +20 / +25 +Wi 1.35 / 1.45
Yes +10 +20 / +25 +Wi 1.45 / 1.60
20 No +15 Highest of 1.20

Yes +10 +5 Mi or Wi 1.20
35 No +20 Highest of 1.30
Yes +10 +10 Mi or Wi 1.30

Dec 01/16 code 10
code 00 E42

24/2 00
PAGE E43 exp
Dec 01/16
EMERGENCY

AILERON SYSTEM JAMMED
*1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE

*2. INTERCONNECT UNIT . . . . . . . . . . . . . . . OVERPWR
Both pilots shall act on the controls. The pilot on the side not
jammed can, by overpowering the interconnect unit or the ail-
eron centering springs, control the A/C.
*3. ROLL DISCONNECT HANDLE . . . . . . . . . PULL

The pilot on the side not jammed can control the A/C.
4. CONTROLLABILITY . . . . . . . . . . . . . . . . . . CHECK
Check controllability at safe altitude.
5. LANDING TECHNIQUE . . . . . . . . . . . . . . . REVIEW
LEFT side JAMMED
Use STBY ROLL trim. MAIN ROLL trim has small and reverse
effect.
Roll rate is reduced. If necessary use large RUDDER input to
improve the roll rate.
Avoid heavy crosswind during landing due to the limited roll
rate.
Use flaps 20 for Landing.
After Touch Down the right control wheel will be forced to full
left by the aileron centering spring.
RIGHT side JAMMED
Use MAIN ROLL trim. STBY ROLL trim has small and reverse
effect.
Roll rate is reduced. If necessary use large RUDDER input to
improve the roll rate.
Avoid heavy crosswind during landing due to the limited roll
rate.
Use flaps 20 for landing.
After Touch Down the left control wheel will be forced to full
right by the aileron centering spring.
(Contd)

Dec 01/16 code 10
code 00 E43

24/2 00
PAGE E44 exp
Dec 01/16
EMERGENCY

AILERON SYSTEM JAMMED
(Contd)
Flap ACC
20 No +20 Highest of Mi or Wi 1.30
Yes +10 +10 Highest of Mi or Wi 1.30

Dec 01/16 code 10
code 00 E44

EMERGENCY CHECKLIST
5. Electrical
24/2
PAGE E50
Jun 01/16
LOSS OF BOTH GENERATORS
With both engines running and both generators OFFline, normally:

All EFIS presentation will be lost and the screens turn black.
Most of the cockpit lighting goes out.
L and R MAIN BUS caution lights come ON.
Fly on standby instruments and use NAV 1 / COM 1.
Use FLOOD LIGHT to improve visibility during darkness.
With both Main Bus Caution Lights OFF, when both generators are offline:
If experiencing loss of both generators (both engines running) and systems that normally are automati-
cally powered down, stays powered it is essential to immediately start electrical load reduction. Without
the immediate load reduction the endurance of the main batteries is less than 15 minutes.
Lightning Strike
If the cause is a lightning strike, resetting the generators will most likely be successful.
A lightning strike might in some cases inhibit the DC generator function for up to 15 seconds. Therefore, if
it is suspected that the DC generator caution was triggered by a lightning strike, wait at least 15 seconds
before the second reset attempt of the generator is performed (if the first was unsuccessful).
24/2 00
PAGE E51 exp
Jun 01/16
EMERGENCY

(both engines running)
*1. BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . SPLIT

*2. L GEN switch . . . . . . . . . . . . . . . . . . . . . . . . RESET then ON
*3. R GEN switch . . . . . . . . . . . . . . . . . . . . . . . . RESET then ON
BOTH generators can be reset
ONE generator can be reset
4. Apply DC GEN light on procedure. Page A24
NO generator can be reset
4. Both GEN switches . . . . . . . . . . . . . . . . . . . OFF
BOTH MAIN BUS lights are OFF
5. Enter Visual Flight Conditions and LAND as soon as
possible.
6. Immediate LOAD REDUCTION . . . PERFORM
CAUTION
Without the immediate load reduction, the endurance of the
main batteries is less than 15 minutes.
Both RECIRC FAN switches . . . . . . . . . . OFF
L and R AVION switches . . . . . . . . . . . . . OFF
Cb Utility Bus (Right side S5) . . . . . . . . Pull
All External lights . . . . . . . . . . . . . . . . . . . OFF
INVERTER switch . . . . . . . . . . . . . . . . . . . OFF
EMERGENCY LIGHTS switch . . . . . . . . OFF
HYDR PUMP . . . . . . . . . . . . . . . . . . . . . . . OFF
Cb CABIN WINDOW (Right side L24) Pull
Cb VENT AVION PWR (Left side G11) Pull
Cb CABIN WINDOW (Left side F24) . . Pull
Cb CABIN GENERAL (Left side F25) . Pull
CAUTION
With the immediate load reduction listed above, the endurance
of the main batteries is approximately 45 minutes. The endur-
ance of the main batteries can be guaranteed only if electrical
load is reduced within 5 minutes.
(Contd)
Jun 01/16
code 10
code 00 E51
24/2 00
PAGE E52 exp
Jun 01/16
EMERGENCY

(Contd)
NOTE
After the immediate load reduction, the following busses are
NOT powered:
L and R AVIONIC START BUS
L and R AVIONIC BUS
L and R INV BUS 26 V AC
L and R INV BUS 115 V AC
UTILITY BUS
7. Additional LOAD REDUCTION . . . . CONSIDER
ITEM Cb or Switch
Nomenclature Location Load
Amp
Engine ice protection L and R ENGINE OHPanel 2.0
Windshield heating L and R SIDE 1.4
control L and R FRONT
Standby Pitot heat STBY PITOT 12.6
L Windshield wiper WIPER HIGH 6.0
Prop deicing L and R PROP 1.2
Wing deicing BOOT SW 1.5
Flood lights FLOOD Glareshield 1.3
Passenger address PA Cb E12 1.0
system
NOTE
With the additional load reduction the endurance of the main
batteries will be increased. The endurance of the emergency
power supply is minimum 60 minutes.
Before Landing
8. EMERGENCY LIGHTS switch . . . . ON
9. HYDR PUMP . . . . . . . . . . . . . . . . . . . AUTO
BOTH MAIN BUS lights are ON
(Contd)
Jun 01/16
code 10
code 00 E52
24/2 00
PAGE E53 exp
Jun 01/16
EMERGENCY

MOD 2544 INSTALLED, CHANGE OF ACARS COM AND (both engines running)
(Contd)
NOTE
With R MAIN BUS off, the EMER LIGHTS are activated. Consider
to switch OFF the EMER LIGHTS and reactivate the lights prior to
landing. The endurance of the EMER LIGHT batteries is 15
minutes.
INVERTER POWER SUPPLY.
NOTE
When both generators are lost only equipment connected to the
following busses are operative:
HOT BAT BUS
BAT BUS (L and R BAT Switches must be ON)
ESS BUS (L and R BAT Switches must be ON)
ESS BUS AVIONIC (L and R BAT and ESS AVION
Switches must be ON)
EMERG BUS (L or R BAT Switches must be ON)
EMERG BUS AVIONIC (L or R BAT and ESS AVION
The following inoperative equipment does not have any fault indica-
tion:
GPWS/TAWS (mode 16), HYDR PUMP (AUTO), LAND/TAXI
LIGHTS, STROBE LIGHTS, WING INSP LIGHTS, R WIND-
SHIELD WIPER.
HYDR PUMP is operative in OVRD position. However, avoid use
due to high electrical power consumption.
CAUTION
Without load reduction the endurance of the main batteries is ap-
proximately 60 min. The endurance of the emergency power supply
is minimum 60 minutes.
5. ELECTRICAL CIRCUITS (nonessential) OFF
See ELECTRICAL LOAD REDUCTION. Page E54
6. With both GEN OFF line the AntiSkid will be inoperative.

Apply ASKID INOP light on procedure. Page A75

Jun 01/16

code 10
code 00 E53
24/2 10
PAGE E53 exp
Jun 01/16
EMERGENCY

(Contd)
NOTE
MOD 2544 INSTALLED, CHANGE OF ACARS COM AND
With R MAIN BUS off, the EMER LIGHTS are activated. Consider
to switch OFF the EMER LIGHTS and reactivate the lights prior to
landing. The endurance of the EMER LIGHT batteries is 15

minutes.
NOTE
When both generators are lost only equipment connected to the
following busses are operative:
HOT BAT BUS
BAT BUS (L and R BAT Switches must be ON)

ESS BUS (L and R BAT Switches must be ON)
ESS BUS AVIONIC (L and R BAT and ESS AVION
EMERG BUS (L or R BAT Switches must be ON)
EMERG BUS AVIONIC (L or R BAT and ESS AVION
The following inoperative equipment does not have any fault indica-
tion:
GPWS/TAWS (mode 16), HYDR PUMP (AUTO), LAND/TAXI
LIGHTS, STROBE LIGHTS, WING INSP LIGHTS, R WIND-
SHIELD WIPER.
HYDR PUMP is operative in OVRD position. However, avoid use
due to high electrical power consumption.
CAUTION
Without load reduction the endurance of the main batteries is ap-
proximately 60 min. The endurance of the emergency power supply
is minimum 60 minutes.
See ELECTRICAL LOAD REDUCTION. Page E54
6. INVERTER switch . . . . . . . . . . . . . . . . . . . . OFF

7. Cb VHF COM 3 (Right Side L14) . . . . . . PULL
8. With both GEN OFF line the AntiSkid will be inoperative.
Apply ASKID INOP light on procedure. Page A75

Jun 01/16

code 10
code 10 E53
24/2 00
PAGE E54 exp
Jun 01/16
EMERGENCY
ELECTRICAL LOAD REDUCTION

MOD 2544 INSTALLED, CHANGE OF ACARS COM AND
For electrical power reduction on the main batteries in an emer-

gency situation, consult this list for guidance.
NOTE
With load reduction the endurance of the main batteries will be in-
creased.
ITEM Cb or Switch

Amp
Navigation lights EXT LIGHTS NAV 4.3
Cabin lighting INT LIGHTS Cb F24 4.3
CABIN WINDOW
Rotating beacon EXT LIGHTS BCN OHPanel 7.9
or
Flashing beacon EXT LIGHTS BCN OHPanel 4.0
system
Hydraulic Pump. One cycle 2100 to 2900 psi 0.3 Amphr

Flap extension or retraction 020 0.3 Amphr
Landing gear extension or retraction 0.3 Amphr

Jun 01/16

code 10
code 00 E54
24/2 10
PAGE E54 exp
Jun 01/16
EMERGENCY
ELECTRICAL LOAD REDUCTION

MOD 2544 INSTALLED, CHANGE OF POWER SUPPLY
For electrical power reduction on the main batteries in an emer-
gency situation, consult this list for guidance.
NOTE
With load reduction the endurance of the main batteries will be in-
creased.
FOR ACARS COM AND INVERTER.
ITEM Cb or Switch
Amp
Navigation lights EXT LIGHTS NAV 4.3
Cabin lighting INT LIGHTS Cb F24 4.3
CABIN WINDOW
Rotating beacon EXT LIGHTS BCN OHPanel 7.9
or
Flashing beacon EXT LIGHTS BCN OHPanel 4.0
system
Inverter INVERTER 1 and 2 OHPanel 11.0
ACARS COM VHF COM3 Cb L14 0.6
Hydraulic Pump. One cycle 2100 to 2900 psi 0.3 Amphr

Flap extension or retraction 020 0.3 Amphr
Landing gear extension or retraction 0.3 Amphr

Jun 01/16

code 10
code 10 E54
EMERGENCY CHECKLIST
6. Autopilot
24/2
PAGE E60
Jun 01/16
24/2 00
PAGE E61 exp
Jun 01/16
EMERGENCY
AUTOTRIM light on
INDICATION: AUTO TRIM CWP light ON.

CAUTION
Be prepared for trim transients when disengaging the autopilot.
2. Retrim affected channel.
3. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
AUTO TRIM CWP LIGHT ON
4. YAW DAMPER . . . . . . . . . . . . . . . . . DISENGAGE
5. Trim manually.
NORMAL YAW DAMPER operation
4. Use manual Pitch and Aileron trimsettings.
NOTE
If PITCH TRIM light comes on when retrimming pitch, apply PITCH
TRIM light on procedure
Page A32
NOTE
Do not perform approach with YAW DAMPER engaged.
Jun 01/16
code 10
code 00 E61
EMERGENCY CHECKLIST
24/2
PAGE E70
Jun 01/16
EMERGENCY EVACUATION
It is recommended that evacuation checklist and procedures are drilled and known by heart.
For obvious reasons, pilots should also know the other crew members duties.
Normally, but not necessarily, the PiC will initiate an evacuation.
Stop the aircraft if not already stopped by itself, and set parking brakes.
When aircraft is parked PiC calls Shut down engines, evacuation checklist, then both pilots should per-
form their check items, independent of each other. It is essential to have the engines shut down prior the
evacuation starts, therefore that vital item should be included in the call.
In windy conditions and if fire outside the fuselage consider aligning the aircraft into the wind to keep
flames away from both the fuselage and fuel vents.
Use COM 1 since antenna is located on top of the fuselage and is operative on battery power.
LEFT PILOT
Set parking brake to avoid aircraft movement during evacuation.

Order cabin evacuation (see 24/3).
Notify tower that assistance is required. Notify ground crew, if applicable.
Set both BAT switches to OFF when leaving cockpit.
RIGHT PILOT
At the order from PiC move the CLs to FUEL OFF.

Set all EMERGENCY panel switches to ON.
Pull both Fire Handles.
Set both FIRE EXTG switches to ON.
After the checklist is completed, the evacuation procedures call for both pilots to assist in the evacuation
(see AOM 24/3).
NOTE
When the aircraft has come to a complete stop and the parking brake is set, PIC shall use all relevant
sources such as visual observations, external communication and F/A in judging the situation quickly: Is
emergency evacuation required or not? If in doubt, always perform an emergency evacuation although high risk
of injury. If no emergency evacuation is required, the PIC shall order Keep Your Seats to cancel it. If no
emergency evacuation is necessary, but there is a considerable risk to passengers and crew if the situation de-
toriates, a rapid disembarkment is performed by use of the stair. This is to avoid unnecessary injuries to pas-
sengers and crew in a nonlife threatening situation. F/A shall give flight crew a short moment to evaluate the
situation, if not obvious that emergency evacuation is necessary. Otherwise wait for the evacuation order
from the flight crew.
24/2 00
PAGE E71 exp
Jun 01/16
EMERGENCY
EMERGENCY EVACUATION
Left Pilot
1. Parking Brakes . . . . . . . . . . . . . . . . . . . . . . SET
2. Evacuation . . . . . . . . . . . . . . . . . . . . . . . . ORDER
3. Tower/Ground Crew . . . . . . . . . . . . . . . . . NOTIFY
4. BAT switches (both) . . . . . . . . . . . . . . . . . OFF
Right Pilot
1. Condition Levers (both) . . . . . . . . . . . . . . FUEL OFF
2. EMERGENCY Panel switches (all) . . . . ON
3. Fire Handles (both) . . . . . . . . . . . . . . . . . . PULL
4. FIRE EXTG switches (both) . . . . . . . . . . ON
Jun 01/16
code 10
code 00 E71
EMERGENCY LANDING
If possible land at an airport with repair facilities.

Burning off fuel before landing reduces the spillage should a leakage occur during landing.
Review EMERGENCY Evacuation procedure.
Secure or stow loose equipment and prepare emergency and survival equipment (cockpit and cabin).
An extended Landing Gear will absorb part of the initial impact load and thereby reducing the risk of severe
structural damage and fire.
Use COM 1 since the Antenna is located on top of the fuselage and is operative on battery power.
Switch off the hydraulic pump to minimize the spillage of hydraulic fluid should the lines be ruptured.
Brake system will work with only one main wheel extended. Nosewheel Steering will work as long as the
Nosewheel is extended.
With consideration to CG, in case of any gear problem (main gear or nose gear), move (reseat) passen-
gers away from the propeller plane.
In case of a landing gear problem;
A landing with the gear not locked in the down position shall be treated as an emergency landing.
If the landing was successful with the aircraft standing on all three gears but without a three green indica-
tion, stop the aircraft. Shut down the engines. Keep the batteries ON and the hydraulic system pressurized
until the landing gears are secured.
WARNING
ALL WORK TO SECURE THE LANDING GEAR MUST BE CARRIED OUT WITH GREAT CAUTION
AND THE POSSIBLE COLLAPSE OF ONE OR MORE OF THE GEARS MUST BE CONSIDERED.
24/2 00
PAGE E72 exp
Jun 01/16
EMERGENCY
EMERGENCY LANDING
LANDING TECHNIQUE:
Use as much flaps as possible.
Land with gear down even if not all gears are down and locked.
Make a normal flare and touch down.
If one main gear not locked keep wings level with aileron as long
as possible. Be prepared for a strong yaw when wing touches
ground.
If nose gear not locked lower the nose gently before elevator ef-
fectiveness is lost.
NOTE
This procedure includes normal DESCENT, APPROACH and
LANDING CHECKS.
Preparation and Descent

2. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
4. ATC transponder . . . . . . . . . . . . . . . . . . . . . SET
5. Landing Technique and Briefing . . . . . . . . . REVIEW
6. Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET
8. RESEATING of passengers . . . . . . . . . . . . CONSIDER
9. SWITCH OFF electrical circuits which are not considered es-
sential for the flight.
10. Cb GPWS PWR/TAWS PWR (F17) . . . . PULL
Approach and Landing
11. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . SET &

XCHECK
14. EMERGENCY Panel switches (all) . . . . . . ON
16. LANDING GEAR (if possible) . . . . . . . . . . . DOWN &
CHKD
18. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(Contd)
Jun 01/16
code 10
code 00 E72
24/2 00
PAGE E73 exp
Jun 01/16
EMERGENCY
EMERGENCY LANDING
(Contd)
NOTE
In case of gear malfunction the nonresettable configuration warn-
ing can be silenced by pulling the Cb FLAP CONTROL (G6) after
the flaps have been set. The flaps can then not be moved until the
Cb is reset. Consider whether the flap setting will allow sufficient
Climb gradient in a goaround.
19. If Nose Landing Gear is not down and locked SWITCH OFF
the HYDR PUMP.
21. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
22. SHOULDER HARNESS . . . . . . . . . . . . . . . LOCK
One minute before Touchdown
23. BRACE FOR IMPACT . . . . . . . . . . . . . . . ORDER

24. When a/c stops:
NOTE
If the emergency landing was caused by unsafe landing gear posi-
tion and the aircraft remains on all gears, set the HYDR PUMP
switch to AUTO if previously turned OFF.
25. Complete EMERGENCY EVACUATION Page E71
CHECKLIST
Jun 01/16
code 10
code 00 E73
DITCHING
If possible, ditch in the vicinity of rescue vessels, near coastlines or islands.

Burning off fuel increases the buoyancy.
Review EMERGENCY Evacuation procedure.
Put on life vests but do not inflate.
24/2 00
PAGE E74 exp
Jun 01/16
EMERGENCY
DITCHING
LANDING TECHNIQUE:
If possible the gross weight should be reduced.
If a pronounced sea is running, the landing should be made paral-
lel to the line of the wave crests with the touch down point on the
back of a wave.
Landing should be made with maximum available flaps. At touch
down the aircraft should be in a noseup attitude with minimum
speed and a rate of descent of not more than 300 ft per minute.
Landing should be made with wings level and no yaw.
NOTE
This procedure includes normal DESCENT, APPROACH and
LANDING CHECKS.
Preparation and Descent

2. CABIN SIGNS . . . . . . . . . . . . . . . . . . . . . . . ON
4. ATC transponder . . . . . . . . . . . . . . . . . . . . . SET
5. Landing Technique and Briefing . . . . . . . . . REVIEW
6. Bugs/CTOT . . . . . . . . . . . . . . . . . . . . . . . . . . SET
8. RESEATING of passengers . . . . . . . . . . . . CONSIDER
10. Cb GPWS PWR/TAWS PWR (F17) . . . . PULL
Approach and Landing
11. ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . RADIO

ALTITUDE SET
15. EMERGENCY Panel switches (all) . . . . . . ON
16. LANDING GEAR HANDLE . . . . . . . . . . . . . UP
17. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
NOTE
The nonresetable configuration warning can be silenced by pulling
the Cb FLAP CONTROL (G6) after the flaps have been set.
Flaps can then not be moved until the Cb is reset.
(Contd)
Jun 01/16
code 10
code 00 E74
24/2 00
PAGE E75 exp
Jun 01/16
EMERGENCY
DITCHING
(Contd)
19. YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . OFF
20. SHOULDER HARNESS . . . . . . . . . . . . . . . LOCK
One minute before Touchdown
21. BRACE FOR IMPACT . . . . . . . . . . . . . . . ORDER
When A/C stops:
22. ENGINE FIRE HANDLES (both) . . . . . . . . PULL

23. EVACUATE . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
Jun 01/16
code 10
code 00 E75
24/2 00
PAGE E76 exp
Jun 01/16
EMERGENCY
THE BASIC CONFIGURATION WITH LAVATORY

THIS PAGE IS APPLICABLE TO AIRCRAFT IN SUSPECT DEVICE FOUND ON BOARD
AT DETECTION
IN THE AFT PART OF THE FUSELAGE.
MAINTAIN constant CABIN ALTITUDE until guidelines below

have been considered.
Reduce to APPROACH SPEED. Consider Distance and Fuel
burn to suitable airport.
SEATBELT Sign ON. Keep passengers in their seats to avoid
involvement and to improve safety and control.
MOST PREFERRED BOMB STOWAGE LOCATION
When MOVING the suspected device, KEEP it IN the ATTITUDE

FOUND to preclude possible detonation by change in attitude.
If possible place the SUSPECTED DEVICE IN the LAVATORY
and as HIGH UP as possible on the STARBOARD side and as
CLOSE as possible TO the FUSELAGE SKIN.
An ALTERNATE stowage LOCATION is in the AFTMOST OVER-
HEAD BIN as CLOSE as possible TO the FUSELAGE SKIN.
SATURATE BLANKETS, PILLOWS etc. WITH WATER or other
non flammable liquid and PACK around the SUSPECTED
DEVICE. Try to FILL UP the remaining area to the greatest pos-
sible extent with ENERGY ABSORBING MATERIALS.
AFTER STOWAGE OF SUSPECTED DEVICE
RELOCATE PASSENGERS to the FORWARD part of the cabin if

possible.
PULL the following Cbs:
M27 LAVATORY TOILET & LIGHT
M28 LAVATORY WATER HEATER (if installed)
L26 CABIN READ R
L27 CABIN READ R
Set LDG ALT to CABIN ALT and start DESCENT. Cabin altitude
will now be maintained until zero diff. pressure.
Prepare for an emergency landing and EVACUATE the AIR-
CRAFT as soon as possible AFTER LANDING.

Jun 01/16

code 10
code 00 E76
24/2 10
PAGE E76 exp
Jun 01/16
EMERGENCY
DENSITY QUICK CHANGE CONFIGURATION OR

OTHER AIRCRAFT WITH NO LAVATORY IN THE
SUSPECT DEVICE FOUND ON BOARD
THIS PAGE IS APPLICABLE TO AIRCRAFT IN
QUICK CHANGE CONFIGURATION, HIGH
AT DETECTION
MAINTAIN constant CABIN ALTITUDE until guidelines below

have been considered.
AFT PART OF THE FUSELAGE.
Reduce to APPROACH SPEED. Consider Distance and Fuel

burn to suitable airport.
FASTEN SEATBELT Sign ON. Keep passengers in their seats to
avoid involvement and to improve safety and control.
MOST PREFERRED BOMB STOWAGE LOCATION
When MOVING the suspected device, KEEP it IN the ATTITUDE

FOUND to preclude possible detonation by change in attitude.
If possible place the SUSPECTED DEVICE IN the AFTMOST
OVERHEAD BIN as close as possible TO the FUSELAGE SKIN.
SATURATE BLANKETS, PILLOWS etc. WITH WATER or other
non flammable liquid and PACK around the SUSPECTED DE-
VICE. Try to FILL UP the remaining area to the greatest possible
extent with ENERGY ABSORBING MATERIALS.
AFTER STOWAGE OF SUSPECTED DEVICE
RELOCATE PASSENGERS to the FORWARD part of the cabin if

possible.
PULL the following Cbs:
L26 CABIN READ R
L27 CABIN READ R
Set LDG ALT to CABIN ALT and start DESCENT. Cabin altitude
will now be maintained until zero diff. pressure.
Prepare for an emergency landing and EVACUATE the AIR-
CRAFT as soon as possible AFTER LANDING.

Jun 01/16

code 10
code 10 E76
24/2 00
PAGE E77 exp
Jun 01/16
EMERGENCY
DISTRESS CALL
MAY DAY MAY DAY MAY DAY

Identification
Position, Altitude, Heading
Trouble, Intentions and Assistance Needed
Persons on board
Transponder A 7700
EMERGENCY ANNOUNCEMENT
Ladies and gentlemen, this is your Captain.

May I have your attention please.
Due to a technical fault, (.....), we are forced to make an emergency
landing (on water) in about ..... minutes.
We are proceeding towards the nearest airfield/ship/coast and the
rescue services are informed.
We are carrying the necessary survival equipment and the Cabin
Attendant will show you how to use it.
Please remain seated, keep calm and follow the Cabin Attendants
instructions.
TRANSPONDER CODES
EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 7700
COMMUNICATION FAILURE . . . . . . . . . . . . . . . . A 7600
HIJACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A 7500
Jun 01/16
code 10
code 00 E77
FLIGHT IN VOLCANIC ASH
Flight in areas of known volcanic activity must be avoided. This is particularly important during night or in IMC
when volcanic ash is not visible. If volcanic activity is reported, check all NOTAMs and ATC directives for cur-
rent status of volcanic activity. Plan the flight on the upwind side of the volcanic cloud.
NOTE
Airborne weather radar cannot detect volcanic ash.
Volcanic ash may be difficult to detect at night or in IMC. However, the following phenomena have been
reported by flight crews:
An acrid smell, similar to electrical smoke.
Multiple engine malfunctions such as rising ITT, stall and flameout.
St Elmos fire and static discharges around the windows.
Decrease or loss of indicated airspeed.
If volcanic ash is encountered, reduce power (to Flight Idle if practical). Select continuous ignition and leave
the area immediately.
If ITT rises abnormally at Flight Idle and/or engine operation becomes unstable, shut down the engine.
Volcanic ash may cause rapid erosion and damage to internal engine components, causing surge, loss of
power and high ITT. Retarding power to Flight Idle lowers the ITT and will reduce debris buildup on com-
pressor and turbine blades, and improves stall margin. Further improvement in engine stall margin is obtained
by switching on engine antiice and use of HP bleed. Avoid rapid power lever movements to prevent a pos-
sible compressor stall.
It may be necessary to shut down and restart the engine to prevent exceeding ITT limits. Restart should be
attempted immediately, more than one attempt may be required to obtain a successful start. Compressor
bleed should be maximized during start and during the remainder of the flight. Some engine performance loss
may remain after restarting. After restart use slow throttle movement to avoid compressor stall. A successful
restart may not be possible until clear of the volcanic ash.
Following a successful restart slowly accelerate each engine in turn and monitor engine operation.
Volcanic ash is very abrasive and can cause serious damage to engines and leading edges of wing and tail.
Windows become opaque, obstructing vision. Landing light effectiveness may be reduced.
After flying in volcanic ash the aircraft and the engine must be inspected by maintenance.
24/2 00
PAGE E78 exp
Jun 01/16
EMERGENCY
FLIGHT IN VOLCANIC ASH
1. POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS LOW AS
PRACTICAL
2. ENGINE ANTIICE switches (both) . . . . . ON
3. IGNITION switches (both) . . . . . . . . . . . . . CONT
4. HP BLEED switches (both) . . . . . . . . . . . . . AUTO
5. LEAVE AREA AS QUICKLY AS POSSIBLE
If ITT rises abnormally and /or engine becomes unstable
6. CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL OFF
7. Apply ENGINE RESTART IN FLIGHT pro- Page A86
cedure.
Following a successful restart slowly accelerate each engine to the
required power and verify satisfactory engine operation. Leave HP
bleed in AUTO and ENG antiice ON for remainder of flight.
Jun 01/16
code 10
code 00 E78
UNUSUAL VIBRATIONS
Vibrations can be divided into Airframe or Engine caused. Airframe caused is the relatively more high
frequent vibration compared with engine caused.
AIRFRAME VIBRATIONS
Airframe vibrations may be caused by among others:
worn Flight Control surface bearings.
reduced Flight Control cable tensions.
external damage to Flight Control surfaces.
ruptured deice boot causing partial airflow separation over an aerodynamic surface.
ENGINE VIBRATIONS
Unusual and significant engine vibrations may be caused by loose engine mounts, a damaged compressor or
turbine, or a damaged propeller gear box or propeller.
Propeller vibrations are common, particularly in icing conditions. This may be caused by uneven ice accretion
and ice shedding, and is often accompanied by the sound of ice particles hitting the airframe. The vibrations
can be from low to high and are about similar from both propellers in this case.
OPERATIONAL
When experiencing aircraft vibrations always revert back to the vibration free condition. If the vibration
develops in a steady state condition, reduce speed (consistent with safe operations). In all conditions it is
essential to reduce the excitation energy level by reducing the speed. See emergency procedure UNUSUAL
VIBRATIONS.
Under no circumstances reenter the vibration condition, speed, trim or flaps setting and definitely not for
trouble shooting purposes. The flight shall continue at reduced speed if applicable and, if the vibration oc-
curred during flap extension, the landing shall be performed with reduced or zero Flaps setting. For landing
with reduced or zero flaps, follow abnormal procedure FLAP FAULT for speed increment and Landing
distance factor.
Aircraft should not be operated with unusual vibrations in the Flight Control System. Degradations/Faults
must be rectified before next flight.
24/2 00
PAGE E79 exp
Jun 01/16
EMERGENCY
UNUSUAL VIBRATIONS
CAUTION
If in doubt whether it is a natural prestall warning in the form of
buffeting, or an unusual vibration, always perform stall recovery.
CANADIAN REGISTER.
1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
2. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
Retard both PLs to FI.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
Reduce the airspeed to 180 KIAS or to a lower speed consist-
ent with safe operation to stop the vibrations.
VIBRATIONS CEASE
4. Power . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
Restore power on both engines as required but do not
exceed 180 KIAS.
5. Autopilot . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE
If the unusual vibration develops when flaps are extended
retract flaps to a known vibration free setting and land with
flaps in this position. Consider the possibility of DeIce Boot
rupture. This requires a combination of increments from FLAP
FAULT and TIMER light on procedures. With a faulty STAB
boot, use flap 0 for landing.
For combined increments see table below;

Landing ICE ICE Mi Mi / Wi LDF
Flap ACC INCR F20 / 35 F20 / 35
F20 / 35
0 No +30 / +35 +Wi 1.45 / 1.60
Yes +10 +20 / +25 +Wi 1.45 / 1.60
7 No +20 / +25 +Wi 1.30 / 1.45
Yes +10 +10 / +15 +Wi 1.30 / 1.45
15 No +15/ +20 +Wi 1.30 / 1.40
Yes +10 +5 / +10 +Wi 1.30 / 1.40
(Contd)

Jun 01/16

code 10
code 00 E79
24/2 00
PAGE E710 exp
Jun 01/16
EMERGENCY
UNUSUAL VIBRATIONS
(Contd)
VIBRATIONS CONTINUE
CANADIAN REGISTER.
Vibration is considered likely to come from Engine/Propeller

4. Propeller DeIcing . . . . . . . . . . . . . . . . . . . . ON
Wait 2 min for possible improvement.
If no improvement occurs, proceed with checklist below.
6. AUTOCOARSEN . . . . . . . . . . . . . . . . . . . . . OFF
7. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
Move PL, then CL, one at a time to identify affected engine.
If impossible to identify with PL movement, place ONE PL at
FI and CL in START position.
Reset CL to MIN MAX range if opposite prop is to be
checked.
Repeat on other engine if uncertainty remains.
Restore PL and CL inbetween each manipulation.
(Contd)
WARNING
Consider to shut down the engine only after proper identification.
8. Apply ENGINE SHUT DOWN procedure. Page A85

Jun 01/16

code 10
code 00 E710
Emergency Landing/Evacuation
1. GENERAL Seatbelts fastened

Tables stowed/folded away
This instruction explains the vital actions which
Infants life vests distributed (if applicable)
have to be taken in connection with emergency
landing on land or on water (ditching) as well as Hard, loose objects secured
unprepared evacuation. Galley and containers secured.
Main door closed and checked.
Since it is a well established fact that it is the unex-
pected emergencies which cause most of the inju-
NOTE
ries to passengers and crew, it is of utmost impor-
tance that the crew members know the evacuation F/A shall visually check the Main door;
duties by heart. Door handle fully down.
Two (2) indexes checked to be centered.
The safety of the occupants depends on crash
protection, evacuation and, in the case of ditching NOTE
or landing in remote areas, survival. The most im-
Flight attendants should brief the passengers
portant duties of the crew will therefore be:
that no electronic device containing transmitters/
To provide the best possible crash protection for
receivers are allowed to be used on board during
all passengers.
the flight. Typical examples of electronic devices
To have the passengers well prepared for a quick not allowed to be used are:
evacuation. Radio Transmitters/Receivers, Portable Tele-
To execute a quick evacuation of the passengers. visions and Mobile Telephones, except if the
To assist the passengers as required after the Mobile Telephone is used in a flight mode which
evacuation. blocks the transmitter/receiver function.
NOTE The reason is incidents of electronic interference
Whenever smoke, fire or other abnormal condi- with the operation of aircraft electronic commu-
tions are observed, the PIC must be informed nication and navigation equipment, apparently
immediately. caused by electronic devices on board.
The following electronic devices are exempted
2. NORMAL TAKEOFF AND LANDING
from this regulation and may be used:
PREPARATION
Hearing Aids and Heart Pacemakers.
A sudden emergency situation requiring an unpre- Electronic devices not containing transmitters/re-
pared evacuation may arise in connection with take- ceivers, such as Portable voice recorders,
off, normal landing, taxiing or even while stationary Electric Shavers, Compact Disc Players, Free
on the tarmac. Therefore, the cabin must be pre- Styles and PCs, are allowed to be used on
pared for crash protection and evacuation also dur- board, except during takeoff and landing.
ing normal operations. This is obtained by securing
the cabin. Landing
Takeoff Before landing, F/A shall check that the cabin is
Before takeoff the F/A shall check that the cabin is secured;
secured; That is:
That is: Seating in accordance with loadsheet
Emergency equipment checked Emergency exits free
Emergency exits free Overhead bins locked
Seating in accordance with loadsheet Baggage stowed under seats, if necessary
Overhead bins locked Seatbelts fastened
Cabin baggage stowed under seats, if necessary Galley doors and containers locked.
24/3
PAGE 1
Jun30/15
3. SUMMARY OF CABIN CALLS
3.1 Normal calls
CALL FROM TO COM. METHOD REMARKS
TAKEOFF IMMINENT Cockpit Cabin 2 x chimes Before entering runway; se-

lect One Cabin Sign OFF
wait 1 second ON
LANDING IMMINENT Cockpit Cabin 2 x chimes On final; same as above.
3.2 Emergency calls
Interphone F/A must respond immediate-

EMERGENCY CALL Cockpit Cabin EMER button ly.
or ORDER:
PA F/A, report to cockpit.
Same action as above.
Cabin Cockpit Interphone Cockpit crew must respond.

EMER button
CABIN EMERGENCY Cockpit Cabin PA Brief announcement, when

ALERT only short time available for
preparation.
EMERGENCY STA- Cockpit Cabin PA ORDER:

TION Emergency station.
F/A must immediately pro-
ceed to the Emergency Sta-
tion and, if applicable, pre-
pare for bracing.
BRACE FOR IMPACT Cockpit Cabin PA and/or by re-

peatedly flashing
Cabin signs.
EVACUATION NOT Cockpit Cabin PA ORDER: Keep your seats.

REQUIRED
(Contd)
24/3
PAGE 2
Jun30/15
(Contd)
Cockpit Cabin ORDER: EvacuationGet

out. If fire on one side, Evacu-
ation Get out ... (left/right)
PA or if PA un- side.
serviceable, by
oral command.
INITIATING F/A Cabin ORDER:

EVACUATION Emergency open seat belt
open overwing exits get
out.
If required, specify side,
hence, Emergency open
seat belt open ... (left/right)
overwing exit get out.
If ditching
ORDER:
Emergency open seat belts
put life vests on/bring your
seat cushions open over-
wing exits get out.
4. PREPARATIONS FOR LANDING AND passengers so as to have only one person in

EVACUATION each double seat row. A seat row which is not
fully loaded will withstand a higher impact force
4.1 Prepared emergency before tearing loose from its fittings.
During and immediately after the declaration of With consideration to CG, in case of any gear
an emergency, the PIC or the Copilot will briefly problem (main gear or nose gear), move (reseat)
inform the F/A and, when practicable, also the passengers away from the propeller plane.
passengers about the impending emergency, Reseating groups of passengers without the
intentions and estimated time before landing/ PICs permission is not allowed.
ditching. The detailed passenger briefing should
Passenger preparation, securing of cabin and
then be made by the F/A over the Passenger
galley
Address (PA) system in accordance with the F/A
Passengers shall be ordered to study the Safety
Emergency announcements in the CABIN
On Board folder carefully.
EMERGENCY CHECKLIST.
Seatbelts shall be fastened tightly. Do not allow
F/A shall be kept well informed about the emer-
passengers to place padding under the seatbelt.
gency and be able to submit further details to the
Instruct brace for impact positions. Use cloth-
passengers if required.
ing for face protection.
Reseating (if applicable) Passengers should be briefed about suitable ex-
Whenever necessary, and number of passengers its. Passengers evacuating through any forward
permitting, PIC shall order reseating of passen- exit should be briefed, that when on ground, to
gers. In such a case it is advisable to reseat the proceed forward to avoid the propeller area.
24/3
PAGE 3
Jun30/15
In case of emergency landing on land, high inside the aircraft. Show how to wear and how to
healed shoes shall be removed. Other shoes inflate. Before a landing in darkness, passengers
should be kept on. should be instructed to pull out the life vest bat-
In case of ditching, shoes shall be removed. tery plugs. The light will then automatically come
Glasses, false teeth, pointed sharp objects etc. on when the battery comes in contact with water.
shall be removed, ties loosened and shirt collars Life vests should be inflated immediately upon
opened. For fire protection, clothing (coats, jack- leaving the aircraft. Life vests on small children
ets and gloves) shall be worn. shall be inflated inside the aircraft before impact.
Secure the galley by locking all containers and If flotation cushions are carried, instruct the pas-
doors. Any leftover items should be placed in the sengers how to remove and how to use them.
lavatory. If ditching, the passengers should be advised
Stow hard, loose objects from the cabin in the that all crew members will wear red life vests. (if
lavatory and the soft ones on the floor under the applicable).
seats. Instruct brace for impact positions.
Stow newspapers and magazines in the lavatory The brace for impact positions shown in the
as they will make the floor slippery if tossed figures are considered to offer the best crash
around during landing impact. protection. Show the applicable sitting position to
Lavatory door shall be locked. the passengers, and tell them to take this posi-
If time permits tion when so ordered or when the cabin signs are
flashing repeatedly.
Instruct how to use flotation equipment.
Distribute clothing to be used for face protection.
If ditching and passenger life vests are carried,
order to put life vests on and instruct not to inflate
24/3
PAGE 4
Jun30/15
Fig 1. Flight Attendant brace for impact po- Fig. 3. Passenger brace for impact position
sition. aft. of a fixed seat back (e.g. over-
wing exits).
Fig. 4. Brace for impact position for passengers

with infant.
Fig. 2. Normal passenger brace for impact . Put the infant between your legs, supporting
position. his head with one hand. Hold other arm around
waist of infant.
. Push seat back in front of you forward.
. Bend down.
A10252
24/3
PAGE 5
Jun30/15
Prepare survival equipment. Dim cabin light (if applicable).

Before prepared emergency landing in a place To improve night vision, dim cabin lights before
without immediate rescue facilities, have required landing.
survival equipment such as first aid kit, food, liq- Proceed to F/A station and put on protective cloth-
uids, flashlights etc. ready for quick unloading ing, cap/hat. If ditching, put on life vest and pull bat-
after the passengers have left the aircraft. Food tery plugs.
and liquids shall be put in bags or blankets.
To permit F/A to take the seat in time before
Select and brief ablebodied passengers. BRACE FOR IMPACT signal is given, or for
If time permits, ablebodied passengers shall be other unspecified reasons, PIC should order
selected. These passengers shall be given the EMERGENCY STATION over the PA system.
following duties and have to be briefed accord- F/A shall proceed immediately to the emergency
ingly: station.
To open specified exits. Brace for impact.
To guard exits which must not be opened. One minute before estimated touchdown, the
To jump down and assist passengers coming cockpit crew will order BRACE FOR IMPACT
out. over the PA system and/or by flashing the cabin
To assist in removing and operating survival signs. Whenever possible, the brace for impact
equipment. order should be repeated by the cockpit crew
immediately before impact. The passengers
To assist children and incapacitated or injured
should be instructed to comply with the order and
passengers.
to remain in brace position until the aircraft has
Exercise your best judgement in selecting pas- come to a complete stop. Warn passengers that
sengers for the above duties. Accept the difficulty there may be several impact shocks before the
of reseating suitable passengers rather than se- aircraft stops.
lecting conveniently seated passengers who ap-
pear to be less suitable. Crew members carried 4.2 Unprepared emergency landing
as passengers shall be selected in the first place
If possible (time permitting), cockpit crew should
since they are trained in emergency procedures.
alert F/A and passengers; EMERGENCY STA-
Report cabin secured to PIC. TIONS, BRACE FOR IMPACT via PA or just Brace
When all preparations are completed F/A shall for impact signal with cabin sign.
report CABIN SECURED to PIC. F/A shall also
F/A immediately proceeds to assigned position and
check with the PIC if any door cannot be used for
orders:
evacuation, and if the evacuation shall start
straight away without PICs order as soon as the EMERGENCY HAND BEHIND HEAD AND
aircraft comes to a stop or only on order from BEND DOWN.
PIC.
24/3
PAGE 6
Jun30/15
4.3 Evacuation Evacuation through overwing exits is easiest ac-

complished by lifting one foot out through the
exit, bend down, step out and, if evacuation on
NOTE
land, moving aft sliding down the wing.
When the aircraft has come to a complete stop
Evacuation through the cockpit escape hatch is
and the parking brake is set, PIC shall use all rele-
easiest accomplished by use of the escape strap.
vant sources such as visual observations, exter-
nal communication and F/A in judging the situa- EVACUATION ON LAND
tion quickly: Is emergency evacuation required or
not? If in doubt, always perform an emergency NOTE
evacuation although high risk of injury. If no emer- Before evacuation, check outside for any danger
gency evacuation is required, the PIC shall order (fire etc.) that would render any exit unsuitable/
Keep Your Seats to cancel it. If no emergency impossible to use. Such exit(s) should be
evacuation is necessary, but there is a considerab- guarded (an ablebodied passenger may be
le risk to passengers and crew if the situation de- used) and passengers redirected.
toriates, a rapid disembarkment is performed by
use of the stair. This is to avoid unnecessary injur- Orders for unsafe exit:
ies to passengers and crew in a nonlife threaten- EXIT JAMMED
ing situation. F/A shall give flight crew a short mo FIRE OUTSIDE
ment to evaluate the situation, if not obvious that
emergency evacuation is necessary. Otherwise If evacuation order is given from cockpit, or if
wait for the evacuation order from the flight crew. no order is given from the cockpit, but it is unmis-
takably apparent that an evacuation has to be
No exits shall be opened until the aircraft has executed, the F/A shall initiate the evacuation by
come to a complete stop. PA system or by oral command.
Do not use the air stair. F/A shall initiate the evacuation by opening the
No exit shall be opened into a fire. seat belt, stand up and order:
No exit shall be opened if below water line. EMERGENCY OPEN SEAT BELTS OPEN
As soon as the aircraft has stopped, suitable ex- OVERWING EXITS GET OUT, or:
its shall be opened by F/A , selected ablebodied If one side on fire;
passenger or if unprepared evacuation by assis- EMERGENCY OPEN SEAT BELTS OPEN.
tance from any passenger. In case of ditching, (left/right) OVERWING EXIT GET OUT.
only the overwing exits and the cockpit escape F/A shall order ablebodied passengers to jump
hatch may be used. Other exits are not above out and assist passengers coming down.
the water line. Exits suitable for evacuation but Passengers leaving through the forward exits
beyond F/As reach should be ordered to be shall be commanded:
opened. JUMP OUT, RUN FORWARD.
Forward right exit should be thrown out, if pos- Passengers leaving the aircraft through over-
sible a bit away, to avoid injuries during evacua- wings exits shall be commanded:
tion. FOOT FIRST, HURRY, LETs GO.
Overwing exits should be thrown out. SLIDE DOWN THE WING.
Every evacuation shall be carried out as quickly Stand well aside so as not to obstruct the exit.
as possible, even if there is no sign of fire. The Make physical and/or verbal contact with the ap-
passengers should be assisted to leave the air- proaching passengers as far back as possible.
craft without their belongings and directed to a Maintain contact until passenger is committed to
safe distance away from the aircraft. jump.
Evacuation through forward exits (main door/ for- Do not interfere with passengers who move
ward right exit) is accomplished by jumping out. fast. Do not slow flow down. Whenever a crew
24/3
PAGE 7
Jun30/15
member has to move to another part of the cab- up and order: EMERGENCY OPEN SEAT
in, they shall, if practicable, travel (hurdle) over BELTS PUT LIFE VESTS ON/ BRING YOUR
the seat rows. SEAT CUSHIONS OPEN OVERWING EXITS
When passengers are out, evacuate survival GET OUT!.
equipment (if applicable), then jump; Direct passengers to overwing exits. Instruct
The passengers shall carry the survival equip- ablebodied passengers to guard main door and
ment away from the aircraft in an upwind direc- forward right exit
tion. If practicable, more liquids, food and other An ablebodied passenger may guard each for-
survival equipment may be collected after- ward exit until cockpit crew takes over. Order:
wards, when there is no longer any apparent DOOR UNDER WATER USE OVERWING
danger. EXITS ONLY!.
When on ground, direct passengers away
Assist passengers out on the wing
from aircraft to an assembly point. Use passen-
gers as help to carry injured persons away from Battery plugs shall be pulled out. Order: FOOT
danger area. Keep passengers together and as- FIRST STAND ON THE WING!.
sist as required. Evacuate through overwing exit
Check life vests to be inflated.
WARNING
Remain on the wing as long as possible.
Do not allow anybody to reenter the aircraft with-
out permission from the PIC.
EVACUATION AFTER DITCHING

Order evacuation
As soon as the aircraft has stopped, F/A shall
initiate evacuation, by opening the seat belt stand
24/3
PAGE 8
Jun30/15
5. AIRCRAFT LANDING/DITCHING ATTITUDES
Possible aircraft attitudes after an emergency

landing or ditching. Figures are approximate.
67 (1.7 m) 56 (1.37 m) 58 (1.42 m)

27 (0.7 m)
Static ground line Main gear retracted
TO BE
OPENED
Crew hatch Overwing exits
60 (1.5 m)
36 (0.9 m)
Nose gear retracted Ditching
Main door and Cargo door

Fwd right exit
DO NOT OPEN
A10249
24/3
PAGE 9
Jun 30/15
24/3
PAGE 10
Jun 30/15
6. EVACUATION ON LAND
Summary of crew duties
Perform cockpit emergency

PIC COPILOT
evacuation checklist if applicable.
1. Order evacuation. 1. Assist PIC in ordering evacuation if circum-

stances require.
2. Enter cabin and ensure quick evacuation even if 2. Evacuate through suitable forward exit. (Crew
no sign of fire. hatch, Main door or Fwd right exit).
3. Check cabin cleared and evacuate. Assemble 3. Take command outside aircraft.
account, see to passengers safety.
4. Assist passengers evacuating through forward
exits.
5. Direct passengers away from danger area. Or-
der ablebodied passengers to assist in evacu-
ation and to assist passengers away.
6. When evacuation completed, assist PIC in his
duties.
FLIGHT ATTENDANT
1. Give Evacuation order.

2. Check outside for fire and conditions in general.
3. Open suitable forward exit(s).
4. Order opening of suitable overwing exit(s).
5. Order ablebodied passenger to jump out and assist passengers.
6. When passengers are out, if circumstances permit and require, assist pilots in the cockpit.
7. Evacuate and assist passengers.
24/3
PAGE 11
Jun 30/15
7. EVACUATION AFTER DITCHING
Summary of crew duties
Perform cockpit emergency

PIC COPILOT
evacuation checklist if applicable.
1. Life vest on. 1. Life vest on.

2. Order evacuation. 2. Assist PIC in ordering evacuation if circum-
stances require.
3. Guard forward exits and direct passengers to 3. Guard forward exits and direct passengers to
overwing exits. overwing exits.
4. Check cabin cleared. 4. Evacuate through exits right overwing exit.
5. Evacuate through left overwing exit. 5. Assist passengers on right side.
6. Assist passengers on left side.
FLIGHT ATTENDANT
1. Life vest on.

2. Order evacuation.
3. Instruct ablebodied passenger to guard forward exits.
4. Direct passengers to overwing exits. Assist passengers out on the wing and order inflation of life vests.
5. Evacuate through left overwing exit.
NOTE
Waves and wind might require evacuation on one side only.
NOTE
As the forward exits (Main door and forward right exit) will be partly under water, they must not
be opened. PIC and Copilot shall enter the cabin and initially guard the exits. If F/A has instructed a
passenger to guard these exits, he/she shall be released from this duty.
Passenger and crew shall remain on the wings as long as possible.
24/3
PAGE 12
Jun 30/15
8. CABIN EMERGENCY CHECKLIST
8.1 F/A preparation/evacuation
Framed items apply to ditching only.
PREPARED EMERGENCY EVACUATION
1. On PIC order, give F/A EMERGENCY AN- 1. Give EVACUATION ORDER.

NOUNCEMENT.
2. Reseat passengers (if applicable). 2. Check outside for fire and conditions in general.
3. Secure passengers, cabin and galley. 3. Open suitable forward exit(s).
4. Time permitting, give full flotation equipment 4. Order opening of suitable overwing exit(s).
demonstration, explain braceforimpact posi- 5. Order ablebodied passengers to jump out and
tion, brief about suitable exits, distribute cloth- assist passengers.
ing, prepare survivval equipment, select and
brief ablebodied passengers. 6. When passengers out, if circumstances permit
and require, assist pilots in the cockpit.
5. Order life vests on (i.a.)
7. Evacuate and assist passengers.
6. Report cabin secured to PIC. Ditching

7. Dim cabin light (if applicable). 1. Give EVACUATION ORDER.
8. Proceed to F/A station and put on protective 2. Direct passengers to overwing exits. Instruct
clothing, cap/hat and life vest. Battery plugs out. ablebodied passenger to guard main door and
forward right exit.
UNPREPARED EMERGENCY LANDING
3. Assist passengers out on the wings, order infla-
1. Order: EMERGENCY! HANDS BEHIND
tion of life vests.
HEAD AND BEND DOWN!.
4. Evacuate through left overwing exit.
EVACUATION ORDERS
On land 5. Assist passengers.

EMERGENCY OPEN SEAT BELT OPEN ...
(left/right) OVERWING EXIT(S) GET OUT.
Ditching
EMERGENCY PUT LIFE VEST ON / BRING
YOUR SEAT CUSHIONS OPEN OVERWING
EXITS GET OUT.
At overwing exits:
FOOT FIRST, HURRY LETS GO
STAND ON THE WING
SLIDE DOWN THE WING (on land only)
24/3
PAGE 13
Jun 30/15
EMERGENCY ANNOUNCEMENTS F/A EMERGENCY ANNOUNCEMENT

Brief the passengers in one language only the lan- Ladies and gentlemen, this is your Flight Attendant
guage spoken by the majority of the passengers. speaking. Please keep calm and carry out the fol-
lowing preparations:
Applies to ditching only. Remove tie and sharp objects. Put false teeth
and glasses in pocket.
EMERGENCY ANNOUNCEMENT ON BE- I will distribute clothing for impact protection,

HALF OF THE CAPTAIN instruct you how to brace for protection, instruct
you how to brace for impact, and how to leave the
Ladies and gentlemen, this is your Flight Atten- aircraft; and how to use your flotation equipment.
dant speaking. May I have your attention
You should brace for impact when Cabin Sign
please. On behalf of the Captain I must inform
you that due to technical fault we are forced to flashes or when ordered to do so.
make an emergency landing on water in about When bracing, push the seatback in front of
..... minutes. you forward.
We are proceeding towards the nearest airfield/ Remain in braced position until the aircraft
ship/coast and we have informed the rescue ser- has come to a complete stop, then proceed to
vices. We are carrying all the necessary survival the emergency exits as directed by me.
equipment and I will show you how to use it. Please
Personal belongings must be left behind.
remain seated, keep calm and follow my instruc-
tions carefully. Fasten your seat belts tightly.
Study the safety on board pamphlet.
(If passengers life vest carried on board)

Remove the life vest from under your seat. Put it
on but do not inflate now. Inflate it when you are
outside the aircraft.
(If flotation cushions carried)
After aircraft aircraft come to a complete stop,
open your seat belt and pull the seat cushion
form your chair. The seat cushion is your flota-
tion aid.
Remove your shoes.
Note that the crew will be wearing red life vests.
Our primary exits are the overwing exits.
Do not open any of the forward exits.
24/3
PAGE 14
Jun 30/15
Cabin Smoke/Fire
1. GENERAL Opening of the ground communication hatch

A cabin fire shall be extinguished immediately. Opening of the cockpit escape hatch to its ven-
tilation position
Do not use oxygen near an open fire.
Opening of an overwing exit
Do not use water near any energized electrical
wiring. CAUTION
In case of smoke only, use smoke hood as appli- Opening the cockpit escape hatch or an over
cable. wing exit requires the cabin pressure to be
If smoke hood not available, place wet towel or dumped and airspeed reduced. If opening an
handkerchief over nose and mouth. This is appli- overwing exit consider the risk for falling over-
cable to any person on board suffering from inboard.
halation of smoke, fumes and hot air.
Coat/jacket, cap and gloves will protect against 3. FIRE FIGHTING
heat. Put on if available.
After fire extinguished guard the fire area and Fire in fibrous material
check regularly during remainder of the flight. Depending on the circumstances, the fire fighting
Smoke coming from an air-conditioning system sequence listed below may have to be altered to
smells plastic or oily. conform to actual situation.
Immediately report any suspect smoke or foreign Isolate material on fire.
odor to cockpit. If possible, pull out burning clothes from over-
2. SMOKE EVACUATION head bins, tear down burning curtains, etc.
Smother with blanket, coats etc.
The primary concern should always be the elimina-
Smother fire by wrapping the burning material
tion of smoke source as heavy concentration of
in a blanket, coat, etc. If only a small fire, step
smoke cannot be endured for any length of time.
on the burning material.
There are smoke evacuation procedures, per- Use any nonflammable liquid, H20 or halon fire
formed by the pilots, taking care of different smoke extinguisher.
situations: cockpit, cabin, lavatory, air condition- Use any nonflammable liquid to thoroughly
ing, and electrical smoke. soak all burned material.
Smoke evacuation requires an increase of airflow
Lavatory Fire
out of the aircraft. This is obtained by opening of
For trash bin fire H20 Fire Extinguisher or any
outflow valves and/or hatches and at the same time
nonflammable liquid is preferable.
let the air conditioning and pressurization system
operate at maximum capacity. If the smoke is com- If Halon Fire Extinguisher is nearest to hand get
ing from the air-conditioning system, that part of the this extinguisher to start with as it can be used
system will be isolated. for any fire.
For protection and easier breathing, crouch down
During a smoke evacuation procedure in a pressur- close to floor before opening lavatory.
ized aircraft, the cabin altitude will increase (felt in
Cautiously open door, peck inside and check ex-
the ears) and the aircraft will start a descent to be-
tent of fire
low 10 000 ft, if applicable, with consideration to
If fire is not within trash bin, discharge extin-
minimum safe altitudes.
guisher at base of flame.
Following methods can be used to increase the air- Use the fire axe to gain access to fire. This may
flow out of the aircraft. involve local destruction of panels.
Manual operation of outflow valves Use any nonflammable liquid to soak any em-
Using of the DUMP switch bers and prevent reignition.
24/4
PAGE 1
Jun 01/16
Cabin Smoke/Fire
WARNING
NOTE
DO NOT COVER OR USE ICE TO COOL THE
The lavatory trash bin is fitted with an automatic
DEVICE. ICE OR OTHER MATERIAL INSU-
fire extinguisher.
LATES THE DEVICE, INCREASING THE LIKE-
LIHOOD THAT ADDITIONAL BATTERY CELLS
Galley Fire
WILL REACH THERMAL RUNAWAY.
Switch off galley power.
Switch off all electrical equipment and request
WARNING
cockpit assistance to remove all electrical pow-
er to galley. DO NOT ATTEMPT TO PICK UP AND MOVE A
If oven fire, close the oven door. Have Halon Fire SMOKING OR BURNING DEVICE. BODILY IN-
Extinguisher ready in case fire continues. JURY MAY RESULT.
Get nearest Halon Fire Extinguisher and dis-
charge at base of flame.
If fire is behind wall
Assure all electrical power to galley is off.
Use fire axe to gain access to fire area.
If waste box fire any nonflammable liquid may
be used provided electrical power to the galley is
off. Otherwise use Halon Fire Extinguisher.
Use any nonflammable liquid to soak any em-
bers and prevent reignition. Do not use water
near any energized electrical wiring.
Do not restore galley power.
Suspected Electrical Fire
Remove electrical power.
Use Halon Fire Extinguisher.
Discharge at base of flame.
If fire behind a wall or panel, assure that electri-
cal power is removed. Use fire axe to gain ac-
cess to fire.
If heavy smoke, crouch down close to floor for
easier breathing.
Portable Electronic Devices Fire caused by
Lithium Batteries
Once a cell in a lithium battery pack goes into
thermal runaway, it will produce enough heat to
cause the adjacent cells to go into thermal run-
away. The resulting fire can flare repeatedly as
each cell ruptures and releases its contents.
Use Halon Fire Extinguisher to extinguish the fire
and prevent it to spread.
After the fire is extinguished, use any nonflam-
mable liquid to cool the device. This prevents
additional battery cells from reaching thermal
runaway.
24/4
PAGE 2
Jun 01/16
Cabin Smoke/Fire
4. CABIN SMOKE/FIRE CHECKLIST
CABIN SMOKE/FIRE CHECKLIST
1. Fight the fire.

2. Notify cockpit.
3. Remove oxygen bottle.
4. Remove electrical power.
5. Request assistance from cockpit/able bodied passengers.
6. Calm/reseat passengers.
7. Keep cockpit informed.
8. After extinguishing, guard the fire area.
USE APPROPRIATE FIRE EXTINGUISHER
CHECK FIRE TO BE COMPLETELY EXTINGUISHED.
24/4
PAGE 3
Jun 01/16
Cabin Smoke/Fire
5. CABIN SMOKE/FIRE EXPANDED

CHECKLIST
1. When detecting a smoke or fire, F/A shall start
to fight the fire immediately.
2. If one F/A on board do not leave fire area. Send
a passenger to inform cockpit.
3. Remove any oxygen bottles which are located
in the fire area, to avoid danger of explosion
and additional fire hazard.
4. Switch off electrical power to affected equip-
ment.
5. Request assistance from cockpit or ablebod-
ied passenger to fight the fire and to provide
more fire fighting equipment if required:
wet towels
fire axe
Smoke hood, if applicable
flash light.
6. Calm passengers. To prevent a possible panic,
consider making a PA announcement advising
the passengers of the situation and assuring
them that appropriate action is being taken.
Move passengers away from the fire area.
7. It is important to report frequently to cockpit so
as to enable the flight crew to assess the situa-
tion and make the proper decisions regarding
diversion, altitude changes, etc. and also to se-
lect the appropriate checklist procedure. If se-
vere smoke and fumes enter cabin, consider
SMOKE EVACUATION procedure.
8. A fire may be smouldering for long periods be-
fore suddenly bursting into open flames again.
Check burned material regularly during remain-
der of the flight.
24/4
PAGE 4
Jun 01/16
Air Leak and Decompression
1. GENERAL
A failure of the pressurization system or an air leak

might cause a decompression.
If a decompression occurs above 14.000 ft the pi-
lots will initiate an emergency descent down to
1014.000 ft with consideration to minimum safe
altitude.
2. F/A PROCEDURE
If an air leak is noticed in the cabin:

notify cockpit
move passengers from the area.
If a slow decompression occurs:
get portable oxygen and mask
assist passengers.
If a rapid decompression occurs followed by an
emergency descent:
do not attempt to walk around or otherwise exert
yourself
do not attempt to get portable oxygen
sit down and wait until after the aircraft has de-
scended and is leveling off then;
get portable oxygen and when feeling fit assist
passengers and provide oxygen.
24/5
PAGE 1
Apr 01/15
Air Leak and Decompression
24/5
PAGE 2
Apr 01/15
Suspect Device
1. GENERAL If a string or a safety on board pamphlet

slides easily under the device without catch-
If a suspect device is found on board exercise ex-
ing on any protrusion from the device, it may
treme caution;
be carefully lifted. If not, the device must not
Do not touch until precautionary procedures com- be moved but steps should be taken to limit
pleted. the explosion effect where the device is lo-
F/A shall notify cockpit immediately cated.
Follow your company procedures. 7. When carrying the suspect device, keep it in
If no special company procedures are issued, the the attitude it was found and secure it in the
following guideline may be useful with consideration same attitude
also to minimum safe altitude, range and aircraft
To avoid detonation by activation of a vibra-
balance (if moving passengers).
tory switch fuzed bomb.
1. Maintain existing cabin altitude as long as pos- 8. Limit the explosive effect by packing at least 10
sible if in a climb, level off. inches of saturated (if possible) blankets, pil-
To avoid activation of a pressure sensitive lows and seat cushions around the device. If
fuzed bomb until other safety procedures the devise is moved to the aft toilet, fill up the
can be taken. entire compartment (if possible).
2. Reduce speed and lower landing gear. 9. Avoid to have passenger seated close to the
device. Reseat or move passengers with due
To minimize aircraft stress and to ensure consideration to aircraft balance.
landing gear is down and locked.
10. Land and evacuate as soon as possible.
3. Seat belt sign ON and seat backs upright.
CAUTION
To protect passengers as much as possible.
TO AVOID A DETONATION;
4. Adjust aircraft altitude to reduce the differential
pressure and at the same time maintain cabin DO NOT TRY TO OPEN
altitude normally this means a descent and DO NOT TILT
when cabin altitude starts to indicate descent, DO NOT MAKE ANY ELECTRICAL DISCON-
select manual mode and maintain cabin alti- NECTIONS
tude. DO NOT MANIPULATE UNLESS YOU HAVE
RECEIVED SPECIALIZED TRAINING.
The differential pressure should be reduced
to minimize the effect of blast.
5. After special precautionary procedures are
completed the device might be moved to the
Most Preferred Bomb Stowage Location
which is the aft and upper right hand side of the
cabin or if an aft toilet is installed, this compart-
ment should be used. Place the device as close
as possible to the fuselage skin.
6. Special precautionary procedures prior moving
a suspect device;
Carefully slide a string or a safety on board

pamphlet under the suspect device.
To check for an antilift lever or switch
which could cause the device to detonate if
it was picked up.
24/6
PAGE 1
Apr 01/15
Suspect Device
24/6
PAGE 2
Apr 01/15
Aircraft Operations Manual FLIGHT PROCEDURES
CONTENTS
Flight Procedures
25/1 General
1. Abbreviations
2. Introduction
3. Flight Director / Autopilot
4. Yaw Damper
5. External lights
6. Wind limits
7. Operation on surfaces with braking action less than good
8. Icing conditions
9. Flight in turbulence
10. Wheel brake cooling
11. Configurations
12. Bugs
13. GPWS/TAWS warning in flight
14. Windwhear
25/2 Taxiing
1. Pushback and towing
2. Power management
3. Maneuvering and braking
4. Backing
5. Ground holding
6. After landing
7. Parking
8. Engine shutdown
9. HPbleed during taxiing
25/3 Takeoff
1. General
2. Takeoff briefing
3. Normal takeoff and climb out
4. Takeoff on runways covered by standing water, slush or snow
5. Malfunctions or abnormal aircraft behavior during takeoff
25/4 Climb
1. Normal climb
2. One engine inoperative climb
25/5 Cruise
1. Flight level selection
2. Power setting
3. Speeds
25 CONTENTS
PAGE 1
Apr 01/15
CONTENTS (Contd)
25/6 Descent and Holding

1. Normal descent
2. Holding
25/7 Approach
1. General
2. Approach briefing
3. Noise abatement procedure
4. Flap extension
5. AEO and OEI instrument approach
6. AEO and OEI visual approach
7. AEO and OEI low circuit
25/8 Goaround
1. General
2. Procedures
25/9 Landing
1. Normal landing
2. Crosswind landing
3. Disorientation
4. OEILanding
5. Flapless landing
25/10 Callouts
1. General
2. Takeoff and climb
3. Descent, approach and landing
4. Goaround
5. Change in aircraft configuration
6. Opoeration of FD/AP
7. Additional callouts
8. Ice speeds
25/11 Flight Characteristics

1. External vision
2. Automatic relight
3. Stall
25/12 Training
1. Unusual attitude recovery
2. Instructor hints
3. Simulator training
4. Speed awareness
25 CONTENTS
PAGE 2
Apr 01/15
GENERAL
1. ABBREVIATIONS
ADC Air Data Computer PNF Pilot Not Flying, Monitoring pilot, 2/P,
AEO All Engines Operative, All Engines Op- etc.
erative operation PIC PilotInCommand
AGL Above Ground Level R/C Rate of Climb
ALT Altitude RH Right Hand
AP Autopilot RP Pilot occupying right hand seat
APR Automatic Power Reserve RPT Reduced Power Takeoff
BP Both Pilots, Any Pilot SAT Static Air Temperature
CAT Clear Air Turbulence TRQ Torque
CW Control Wheel VS Vertical Speed
DA Decision Altitude WAT Weight Altitude Temperature
DH Decision Height
DP Decision Point NOTE
EADI Electronic Attitude/Director Indicator Word inside quotation marks ( ....) should be
EHSI Electronic Horizontal Situation Indica- regarded as callouts.
tor
ECS Environmental Control System
ECS ON BLD VALVE + HP VALVE in Auto
ECS OFF BLD VALVE + HP VALVE CLOSED
EFIS Electronic Flight Instrument System
F/A Flight Attendant
FAF Final Approach Fix
FD Flight Director
GA GoAround
GW Gross Weight
HDG Heading
i.a. if applicable
IAS Indicated Air Speed
KIAS Knots Indicated Air Speed
LH Left Hand
LP Pilot occupying left hand seat
LRC Long Range Cruise
MAP Missed Approach Point
MCP Max Continuous Power
MSA Minimum Sector Altitude
MDA Minimum Descent Altitude
NW Nose Wheel
NWS Nose Wheel Steering
OAT Outside Air Temperature
OEI One Engine Inoperative, One Engine In
operative operation
PF Pilot Flying, Pilot manipulating the con-
trols, 1/P, etc.
25/1
PAGE 1
Dec 01/16
GENERAL
2. INTRODUCTION Check EADI/EHSI for correct modes prior engaging

the A/P.
This section covers operation of the aircraft. It in-
corporates information in order to achieve the high- The basic modes for AP/FD are HDG/VS.
est safety standard. During climb the vertical modes should be used ac-
Procedures are based on flight tests, accumulated cording to the following recommendations and re-
airline and flight training experience, and embrace strictions:
current philosophies on aircraft operation. if ice accumulation is observed or if it is not cer-
tain there is no ice accumulation on the aircraft;
NOTE IAS mode must be used during climb
Procedures in this section are recommended by in nonicing conditions all vertical modes (VS,
SAAB; however, they might not necessarily CLIMB, IAS) may be used. If VS mode is used in
meet all the needs for all airlines. climb, special attention must be paid to IAS. Ver-
It is essential that company Standard Operating tical speed must be manually adjusted to ensure
Procedures are established. speed margin to stall.
NOTE
It is of utmost importance that the progress of a
SAAB recommendation: Make it a habit al-
flight is constantly and effectively monitored, with
ways to use IAS mode during climb, also in
strict crew discipline in adhering to company pro-
nonicing conditions.
cedures.
However, the pilotincommand has the final au- After takeoff the AP could preferably be engaged as
thority as to the disposition of the aircraft, and may soon as feasible. For AP minimum engagement
deviate from procedures as circumstances may height and speed limitations, see AFM.
warrant.
The FD/AP selections and progress of flight shall be
The primary task of the PF is to fly the aircraft. The carefully monitored on both EFIS.
primary task for the PNF is to monitor and assist
When autopilot is used, PF should handle all
the PF, as well as managing systems and radio
mode selections.
communications.
When handflying, PF may order mode selec-
The checklists (normal, abnormal and emergency) tions to be performed by PNF.
are the primary documents in confirming that the
When handflying and using FD it is important to
aircraft is in a correct configuration, and that sys-
follow the Vbar commands. Flying against the V
tems are in the status required for any particular
bar will confuse the computer to think that external
phase of flight.
conditions, such as winds, have changed. If FD
Checklists should be regarded as standard equip- commands are suspect, turn off AP/FD and fly raw
ment, and should be called for and used for all data on the EADI/EHSI.
phases of flight, as well as for applicable abnormal/
4. YAW DAMPER
emergency procedures.
The yaw damper is very effective in reducing direc-
3. FLIGHT DIRECTOR / AUTOPILOT
tional/lateral oscillations. The true extent of yaw
Maximum use of FD/AP is recommended. The FD movement during even light turbulence is not evi-
is an integrated part of the AP, therefore the FD dent from the cockpit, but is quite noticeable in the
should be displayed on both sides when AP is en- aft cabin rows.
gaged.
The yaw damper must be off during takeoff, may be
The AP must be off during takeoff, may be engaged engaged after liftoff and must be disengaged be-
after takeoff and must be disengaged before land- fore landing and when initiating a goaround.
ing and when initiating a goaround.
25/1
PAGE 2
Dec 01/16
GENERAL
5. EXTERNAL LIGHTS beacons, as well as use of nav lights should adhere

to company procedures.
The basic principle for the use of lights is to see and
to be seen. Landing lights should be used in airspace, where a
pronounced risk of bird strike exists, or with heavy
Beacons shall be on from engine start/ pushback
or non controlled traffic.
until engine shut down/parking and during propeller
brake operation. Taxi lights and wing lights should In addition, landing lights should be used in terminal
be on during taxiing. Landing lights should be on areas after takeoff and during approach and land-
during takeoff and landing. (See also 25/9.3 LAND- ing.
ING/DISORIENTATION).
6. WIND LIMITS
Strobe lights as well as beacon HImode shall not
be used during ground operation except for takeoff Maximum demonstrated crosswind component
and landing roll. Combination of strobe light and including gust is 35 kt. This was demonstrated on a
dry runway and was not found to be limiting.
0 10
60
20 Example:
30 Wind velocity 35 kt and
direction relative to runway 40
50 Crosswind component: 22.5 kt
40 Headwind component: 26.8 kt
40 50 Wind direction
relative to runway
(DEG)
Headwind (kt)
60
30
Windspeed (kt)
70
20
80
10
0 90
Tailwind (kt)
10
100
Maximum tailwind
0 10 20 30 40 50 60
CrosswindKnots
A9975
Fig. 2 Example
Maximum tailwind component is 10 kt.
25/1
PAGE 3
Dec 01/16
GENERAL
CAUTION
Below table, Maximum crosswind components vs. friction coefficient should be considered as a rough
guide only. The values given are obtained from airline experience and are not verified by flight tests.
Table 1 Maximum crosswind components vs. friction coefficient

Friction coefficient Max crosswind component Braking action
(including gust)
0.40 or above 35 kt GOOD

0.39 0.35 25 kt MEDIUM TO GOOD
0.34 0.30 20 kt MEDIUM
0.29 0.25 15 kt MEDIUM TO POOR
0.24 0.20 5 kt POOR
below 0.15 0 kt EXTREMELY POOR
CAUTION If takeoff is rejected, apply max reverse and make
In extremely windy conditions (gusts over 40 kts) maximum use of the brakes to stop the aircraft. Be
and an aircraft loaded with aft c.g. (aft of 30% prepared to decrease or go out of reverse if a/c
MAC) there is a risk of the aircraft tipping onto its starts veering to one side.
tail if the flight controls check is performed while When landing, runway length must always be con-
stationary with brakes applied. In such condi- sidered critical. The wheel brakes give no or very
tions, maintain gust lock engaged when brakes little effect during the first part of the landing roll. In
are applied and perform the flight controls check order to come to a safe stop when the braking ac-
during taxi to final line up. tion is less than good, even on comparatively long
In extreme conditions, with winds over 50 knots runways, it is necessary to exercise caution. Avoid
and fully aft c.g., it is possible that the aircraft tailwind components if possible.
might tip onto its tail when the condition levers To achieve shortest landing/stopping distance (ap-
are moved to MAX (additional nose up pitching plicable for all runway conditions):
moment caused by the propeller drag due to the Make a normal approach with correct threshold
wind) if the elevator position is in neutral. speed.
Do not allow the aircraft to float down the runway.
7. OPERATION ON SURFACES WITH A positive touchdown helps start wheel rotation
BRAKING ACTION LESS THAN GOOD and may prevent hydroplaning.
For operational limitations and corrections with re- WARNING
gard to runway conditions see sect. 28 and 30.
When the aircraft is landed on a slippery runway
Taxi with caution on slippery surfaces. Steering may it is possible, until the aircraft settles fully onto
become ineffective. Plan ahead. Avoid large steer- the main chock absorbers, that a slow spin up of
ing inputs. If nose wheel skidding occurs, reduce the main wheels may result in a transitory delay
steering input. If necessary, use brakes and differ- before the Flight Idle Stop opens.
ential power to assist steering, and reverse power
to stop the aircraft. Lower the nose wheel onto the runway as soon
as possible.
Use takeoff method C correction for takeoff perfor-
Apply reverse power as required and make maxi-
mance calculations. However, if feasible, apply as
mum use of the brakes. If risk for hydroplaning,
much power as possible against the brakes prior to
use brakes when below hydroplaning speed
brake release.
(approx. 95 kt ground speed).
25/1
PAGE 4
Dec 01/16
GENERAL
Aircraft directional control is maintained with rudder Failure to remove snow and ice from the aircraft on
inputs, nosewheel steering and, when required, dif- ground can result in serious aerodynamic distur-
ferential braking. bances and structural damage if flight is attempted.
NOTE Takeoff distance and climb out performance will be

adversely affected to a dangerous degree, depend-
If the antiskid system is actively modulating the
ing upon weight and distribution of the snow and
brake pressure, increased pedal pressure will
ice.
have no effect. In this case it is necessary to
decrease pedal pressure on the side opposite to Structural damage may also result from vibrations
which the turn or heading correction is desired, induced by unbalanced loads of unremoved ice ac-
i.e. a right turn initiated by reduction of the left cumulations. These hazards must be avoided by
brake pressure and vice versa. removing all snow and ice from the wings, fuselage,
tail, engine intakes, propellers and bird catchers
before flight is attempted.
8. ICING CONDITIONS
Some areas are prone to pick up and hide ice and
8.1 General snow:
The Saab 340 has been certified in accordance to Forward part of flaps
Appendix C of FAR/JAR Part 25 certification re- Slot between horizontal stabilizer and elevator
quirements to safely operate in icing conditions. It is Check those areas before flight.
however important to understand that the certifica-
tion does not permit unrestricted operation. It is fur- After landing in heavy icing do not retract flaps dur-
thermore assumed that the flight crew complies with ing intaxiing. Check forward part of flaps before re-
all the procedures and recommendations in this traction to avoid damage.
manual and exercises a good and professional air- For complete information regarding ice protection
manship. systems see Section 11 ICE AND RAIN PROTEC-
This section includes general information for opera- TION.
tion in icing conditions. For detailed information see Turn engine antiice on in good time before enter-
the following chapters of the AOM: ing icing conditions, and leave on for minimum 5
11. Ice and rain protection minutes after exiting icing conditions.
27. Speeds With Mod. No. 3529 installed ice stall warning
32. Climb/Cruise/Descent speed will be activated approximate 6 minutes after
37. Supplement No. 1, Operation in cold weather liftoff when the engine antiice is turned on. Make
and icing conditions sure that minimum speeds in icing conditions are
Takeoff performance data assume aircraft is free obtained before selecting engine antiice on.
from ice, snow or frost; therefore check the aircraft The ice stall warning speeds can be deselected af-
carefully and if required, deice prior to takeoff. ter the engine antiice has been switched off and
It is important that the aircraft is adequately covered there is no ice observed on any part of the aircraft
with antiicing fluid in conditions where ice or snow and it is certain that there is no ice accumulated on
is liable to accumulate on the aircraft during taxiing the aircraft.
and takeoff. If icing conditions on ground, turn on engine anti
Before taking off, special attention should be paid to ice after engine start and leave on during taxiing,
performance degradation with impact on both climb takeoff and climb until out of icing.
and ceiling capability (see also sect. 29 and 32). If icing conditions during descent, approach and
landing, turn on engine antiice in good time and
Before taking off both pilots shall check that wings leave on until engine shutdown when parking.
are free from ice.
25/1
PAGE 5
Dec 01/16
GENERAL
If icing conditions during climb, select FD/AP IAS CAUTION

mode at the same time as the engine antiice sys-
If uncertainty exist regarding the extent/severity of
tem is turned on.
ice accumulation on the upper wing surface and a
Turn on propeller deice only if there is ice accu- rapid and significant performance loss is experi-
mulation on the aircraft and temperature is below enced, the situation shall be actioned as being in
5C. SLD conditions.
It is essential to use correct propeller deice mode.
(NORM or MAX.) 8.3 Hints for operation in icing conditions
CAUTION As a general rule, 160 KIAS is the minimum speed

for operation in icing conditions and in clean config-
Turning on propeller deice in too warm tempera-
uration. To improve performance in a specific situ-
ture or using propeller deice in wrong mode may
ation, speed may temporarily be reduced to
cause performance degradation up to 30%.
VCLEANICE to exit severe icing condition. Use half
bank to maintain margin to stall or increase speed
For complete system operations regarding Boot
by 10 kts (VCLEANICE+10) for bank angles above
deicing, Engine antiicing and Propeller deicing,
15 degrees. When reducing speed below 160 KIAS,
see Section 11.2.
always set MAX CONT PWR to fully optimize air-
After landing in heavy icing do not retract flaps dur- craft performance.
ing taxiing. Check forward part of flaps prior retrac- Always use IAS MODE on the autopilot dur-
tion to avoid damage. ing climb in icing conditions. Make it a stand-
ard procedure to select IAS mode when turning
8.2 Definitions
ENG ANTIICE ON during climb.
SLD, Supercooled Large Droplets. Large water Never let the speed drop below recommen-
droplets resulting in ice accumulation at locations ded minimum safe speed. Accept a loss of alti-
not normally prone to ice accumulation, such as tude over loosing aircraft control due to low
aft of wing leading edge deice boots and further speed.
aft on the propeller spinner than normally ob-
Do not depart into or enter layers with forecasted
served. Freezing rain and freezing drizzle belong
or reported severe icing conditions.
to this. These conditions are outside the certifica-
If unable to maintain speed, a prompt action
tion envelope and an immediate exit out of these
must immediately be taken. Do not hesitate to
conditions is a necessity. If the autopilot is en-
temporarily set MAX CONTINOUS POWER or
gaged, hold the control wheel firmly and disen-
even set TAKEOFF PWR during exit recovery.
gage autopilot.
To increase ice shedding off the propellers, ad-
Severe Icing Conditions. Conditions not neces-
vance condition levers to MAX.
sarily with a large amount of ice, but ice build up
giving a large impact on aircraft performance. Operations in icing condition are more marginalized
Typically layer with severe icing is rather thin but due to decreased lift, increase of stall speeds, in-
can be horizontally widespread. These conditions crease in drag and a reduction of thrust. It is there-
are outside the certification envelope and an im- fore obvious that the aircraft must be operated
mediate exit out of these conditions are a neces- more effectively and optimized. It is essential to fol-
sity. In most cases a descent of 2000 feet is low the published recommendations, procedures
enough to get out of severe icing conditions. and to exercise a good and professional airman-
ship.
If, despite best effort, exposed to severe icing con-
ditions, the ice accretion rate will be very high and
cycling of boots may be needed in between the sys-
tem auto mode CONT to minimize ice buildup. The
25/1
PAGE 6
Dec 01/16
GENERAL
aircraft is certified using airframe buffeting as stall 8.5 Special consideration with Mod. No. 3529
warning in icing conditions. If any doubts exists installed (Improved stall warning system
whether it may be prestall buffeting or propeller for icing conditions)
vibration, perform stall recovery as it is more safe to
It is important to understand the relationship
assume a prestall, buffeting.
between ENG ANTIICE blue status light and the
CAUTION ICE SPEED blue indication light. When ENG ANTI
ICE are set ON, the ice stall warning speeds are
Experience from real life events shows that speed
armed:
retardation can be very rapid when exposed to
severe icing condition and requires an immediate IAS mode shall be used for FD/AP vertical mode
action. Do not hesitate to request priority to exit Fly speed according to AEO TAKEOFF or OEI
area before situation deteriorates beyond control. CONTINUED TAKEOFF in section 25/3
Flight in severe icing condition pose potential haz- If actual ice buildup is observed before ac-
ard to all aircraft, even for a short duration of celeration altitude select Boot deice CONT
time. Flight through areas of severe icing condi- mode, otherwise wait until 400 ft above RWY th-
tion is a very high risk operation for most aircraft. reshold to select CONT mode.
Before takeoff with engine antiice selected, the
8.4 Ice detection takeoff briefing and speed bug setting should reflect
the ICE SPEED concept. Special attention regard-
Use all available means to detect ice accumulation
ing speeds and acceleration altitude should be giv-
even though the windshield wiper is the primary
en. After 6 minutes from takeoff, ICE SPEED light
visual cue. Ice detection at night requires special
will illuminate to confirm ice speeds and that stall
attention, use landing and wing inspection lights
warning (stick shaker) trigger level has been in-
regularly to improve the possibility to detect ice.
creased.
Use flashlight to detect ice on wind shield wiper.
Clear ice may be difficult to detect. Consider cycling The decision process to revert back to none ice
of the boots to cause clear ice to crack and make speeds is as follow:
visual detection easier. Determine that the aircraft is free from ice
Failure to remove snow and ice from the aircraft on Deselect ICE SPEED system by first selecting
ground can result in serious aerodynamic distur- ENG ANTIICE to OFF and then pushing the
bances and structural damage if flight is attempted. ICE SPEED button
Reset speed bugs to ice free speeds.
Takeoff distance and climb out performance will be
adversely affected to a dangerous degree, depend- Before selecting ENG AINTICE OFF , make sure
ing upon weight and distribution of the snow and that 5 minutes has lapsed since leaving icing condi-
ice. tions. Flying ice speeds with the ICE SPEED sys-
tem active, gives approximately the same margin to
25/1
PAGE 7
Dec 01/16
GENERAL
stall warning (stick shaker) as flying ice free second or less) transient stall warning might be
speeds with the basic system. generated. Especially noticeable during climb with
ICE SPD activated. The transient stall warning is
CAUTION triggered by sudden large movement of the alpha
Speed selection: vane caused by the turbulence and is not caused
by actual aircraft alpha being at stall warning level.
Before takeoff select correct VCLEAN speed;
Should such a momentary stall warning occur at
Flying engine antiice ON speed (ice speed) confirmed safe speed and altitude it can be disre-
with engine antiice OFF (ice free) takeoff per- garded. Under all circumstances it is advisable to
formance calculation may have influence on increase the speed when encountering turbulence
obstacle clearance in the Acceleration or Final more than light. Increase increment with increased
Climb segment. turbulence level, but not above penetration speed.
Flying ice free speeds with ICE SPEED system DO NOT CHASE AIRSPEED
selected, results in a considerable decrease in
Adjust power and trim for penetration speed before
margin to stick shaker and in many cases in an
entering turbulence. If unexpectedly flying into tur-
unwanted stick shaker activation.
bulent conditions with too high speed, do not slow
Before landing, select correct landing speed; down the aircraft too rapidly. It is better to fly slightly
Flying ice speed (VREF+10) with landing per- fast than too slow in an uncertain state of power
formance based on ice free speeds results in and trim.
longer landing distance than calculated. Large airspeed fluctuations are likely to occur.
Flying ice free speeds with ICE SPEED system Penetration speed is 190 KIAS up to 21 000 ft;
selected, results in a considerable decrease in above 21 000 ft, maintain VMO pointer minus 30 kt.
margin to stick shaker and in many cases in an Do not over control in an effort to maintain a se-
unwanted stick shaker activation e.g. during land- lected speed, as this is more likely to lead to loss of
ing flare. control than the speed fluctuations themselves, and
Landing technique. Avoid bleeding off speed in greater loads will be imposed on the structure.
landing flare and limit pitch to 45 degree nose up AVOID LARGE POWER CHANGES
will assist in preventing nuisance stick shaker
Set power for penetration speed and do not change
warning and assure landing performance.
it unless smooth and fine corrections would be ad-
visable to oppose larger and persistent variations in
9. FLIGHT IN TURBULENCE speed/altitude. Large variations of power will
See also section 15.5 WEATHER RADAR. change both pitch attitude and trim.
Flight through areas of known severe turbulence USE THE AUTOPILOT TO THE EXTENT POS-
caused by clear air turbulence or thunderstorms SIBLE
shall be avoided, if possible. Should, however. such The autopilot will not be fooled by false attitude
flights be inevitable, the following is recommended: cues, nor will it be troubled by unreadable instru-
SECURE AIRCRAFT ments, but it will be able to make corrective control
inputs on those occasions such inputs become nec-
Check cockpit equipment are secured and advise essary.
F/A. Switch on CABIN SIGNS. Put on shoulder har-
ness. Monitor the autopilot carefully and be alert for inad-
vertent autopilot disconnect.
INADVERTANT MOMENTARY STALL WARNING
IN TURBULENCE Do not use IAS or ALT modes.
The VS mode receives inputs from the AHRS pitch
When experiencing moderate to severe turbulence attitude; therefore VS/HDG mode is recommended.
at or close to optimum speeds a momentary (one
25/1
PAGE 8
Dec 01/16
GENERAL
Do not aid or resist control motions when autopilot

is engaged. Expect ELEV flag on the EADI to come
on temporarily.
BE PREPARED FOR INADVERTENT AUTOPILOT
DISCONNECT.
IF HANDFLYING, USE THE YAW DAMPER. DO
NOT CHASE ALTITUDE
Large altitude variations are likely to occur in severe
or extreme turbulence. Do not oppose these by
sudden large control inputs but by small elevator
movements.
IF HANDFLYING, FLY ATTITUDE ON THE EADI
AND DO NOT CHANGE THE PITCH TRIM WHILE
IN TURBULENCE
Keep the aircraft level and fly primarily on the EADI,
which is the only correct attitude indicator. All other
instruments: altimeter, airspeed indicator, and verti-
cal speed indicator can be misleading. If power and
trim are set for level flight at penetration speed and
left alone, the airspeed will remain within safe aero-
dynamic limits if attitude is maintained reasonably
constant.
RECOVERY FROM A DIVE
Should control be lost, resulting in a dive the follow-
ing may aid recovery;
Monitor EADI for correct up/down indications.
Reduce power and advance CL to MAX.
Maintain wings level and make a smooth pullup.
Use pitch trim with great care.
25/1
PAGE 9
Dec 01/16
GENERAL
10. WHEEL BRAKE COOLING If one or more tires deflate, replace all the main
wheel/tire and brake assemblies.
The wheel and brake system is designed to absorb
the energy induced by a rejected takeoff from V1 at If all the tires remain inflated another takeoff may be
MTOW. Actual rejectedtakeoff tests have shown made provided:
that thermal fuses may blow, resulting in one or The brakes have been allowed to cool for the
more flat tires when aborting at high energy levels, BCT minimum brake cooling time
but no other damage to the wheels and brakes has If the energy of the RTO performed lies in the
occurred. CAUTION ZONE or WARNING ZONE, a visu-
If the brakes are hot it is preferable (if possible) not al check of the wheels, brakes and tires is made
to set the parking brake until the brakes have and no damage (e.g. melting of the tire bead seat
cooled down. or hydraulic seal leakage) is seen.
After rejection from high energy levels, CAU-
The wheels have thermal fuses which melt and de-
TION ZONE or WARNING ZONE, mainte-
flate the tires if overheated (this is to prevent explo-
nance inspections in accordance with AMM, in-
sion of the tires).
cluding a check of the wear indicator pins, must
It should be noted that many brakings at lower be performed before subsequent takeoff.
speeds and/or weights (e.g. during pilot training) or After rejection from lower energy levels, perform
long taxiing at high weight and/or speed might heat a visual inspection of wheels and brakes, includ-
up the brakes enough to make the thermal fuses ing a check of the wear indicator pins, and apply
melt. brakes one or two times to check for proper func-
The following guidelines are recommended before a tion before subsequent takeoff.
takeoff is attempted after a landing with hard brak-
ing or after a RTO (see Fig. 2).
10.1 After a landing
Make sure that the turnaround time is not less than

the brake cooling time calculated from Brake Cool-
ing Time chart (BCT). The brake cooling time is
based on max braking from given speed to stand
still.
10.2 After a rejected takeoff (RTO)
If practical leave the runway soonest. RTOs at high

speed and weight might cause one or more tires to
deflate.
WARNING
Approach the main gear with caution, from the
front or rear only. Do not approach for minimum
30 minutes or until the thermal plugs melt if the
energy of the RTO performed lies in the BCT
WARNING ZONE.
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PAGE 10
Dec 01/16
GENERAL
10.3 Example 1 10.4 Example 2
Minimum brake cooling time between landing Minimum brake cooling time between an RTO and
and next takeoff next takeoff
Landing weight 26 500 lb Weight at RTO 27 500 lb

Airport Pressure Altitude 3000 ft RTO Brakes on speed 107 kt
OAT 10C Airport Pressure Altitude 3000 ft
Brakes on speed at landing 100 kt OAT 10C
TOW next T/O 27 500 lb TOW (next T/O) 27 500 lb
V1 for next T/O 107 kt V1 for next T/O 107 kt
Calculate landing energy per brake: Calculate landing energy per brake:
1. Establish kinetic energy for weight and speed: 1. Establish kinetic energy for weight and speed:
Enter the BRAKE COOLING TIME (BCT) Enter the BRAKE COOLING TIME (BCT)
graph with previous landing weight and draw a graph with previous RTO weight and draw a
vertical line to the intersection with the brake vertical line to the intersection with the brake
application speed. The interscetion (26 500 lb application speed. The interscetion (27 500 lb
and 100 kt) gives a kinetic energy of 2.95 x106 and 107 kt) gives a kinetic energy of 3.50 x106
ftlb. This is the kinetic energy for a standard at- ftlb. This is the kinetic energy for a standard at-
mosphere condition. mosphere condition.
2. Establish kinetic energy corrected for ambient 2. Establish kinetic energy corrected for ambient
temperature and pressure altitude: temperature and pressure altitude:
Draw a horizontal line from the intersection Draw a horizontal line from the intersection
point to the OAT reference line. From this point point to the OAT reference line. From this point
follow the curves to the applicable temperature follow the curves to the applicable temperature
(OAT 10C corrects the kinetic energy to 2.85 (OAT 10C corrects the kinetic energy to 3.40
x106 ftlb). Repeat the same procedure to cor- x106 ftlb). Repeat the same procedure to cor-
rect for altitude (3000 ft corrects to 2.95 x106 rect for altitude (3000 ft corrects to 3.50 x106
ftlb). ftlb).
3. Calculate Maximum RTO energy (i.e. from V1) 3. Calculate Maximum RTO energy (i.e. from V1)
for next takeoff: for next takeoff:
Repeat steps 1 and 2 as described above using Repeat steps 1 and 2 as described above using
the scheduled TOW, V1 speed, atmospheric the scheduled TOW, V1 speed, atmospheric
conditions. TOW 27 500 lb, V1 107 KIAS, OAT conditions. TOW 27 500 lb, V1 107 KIAS, OAT
10C, and pressure altitude 3000 ft gives a 10C, and pressure altitude 3000 ft gives a
maximum RTO energy of 3.50 x106 ftlb per maximum RTO energy of 3.50 x106 ftlb per
brake. brake.
4. Determine minimum brake cooling time: 4. Determine minimum brake cooling time:
Enter the BRAKE COOLING TIME FOR RTO Enter the BRAKE COOLING TIME FOR RTO
CAPACITY graph with the calculated kinetic CAPACITY graph with the calculated kinetic
energy from previous landing (2.95 x106 ftlb) energy from previous RTO (3.50 x106 ftlb) from
from the left and the calculated kinetic energy the left and the calculated kinetic energy for
for maximum RTO (3.50 x106 ftlb) from below. maximum RTO (3.50 x106 ftlb) from below.
Read minimum cooling time at the intersection Read minimum cooling time at the intersection
of the two lines. This gives a minimum wait time of the two lines. This gives a minimum wait time
of 5 minutes. of 30 minutes.
25/1
PAGE 11
Dec 01/16
GENERAL
BRAKE COOLING TIME (BCT) CHART
WARNING
CAUTION
ZONE
ZONE
Fig. 3 Brake cooling time (BCT) chart
25/1
PAGE 12
Dec 01/16
GENERAL
11. CONFIGURATIONS NOTE

Performance data are based on defined configu- SAAB recommendation:
rations.
Always, during all phases of flight, set one IAS
Goaround has a defined configuration in order
bug to the minimum speed for the actual config-
to establish a climb procedure and climb profile,
uration and flight condition (i.g. icing non ic-
which should basically be treated as a takeoff.
ing).
Although standard approach procedures call for
specific configurations, circumstances may justify The flight crew should be trained in handling
other configurations e.g. to slow down speed, proper bug setting.
maintain high speed or adjust sink rate etc. Except for stalltraining, the flight crew should
Normal landing configuration is gear down and be trained never to fly below minimum speed.
flaps either 20 or 35. There are various options regarding number and
Gear and flap extensions will increase drag. design of IASbug(s) in the 340 fleet.
Figures given are drag converted into increase in Company procedures should be established.
grossweight and reduction in rate of climb
compared to Upposition. The figures are approxi- 13. GPWS/TAWS WARNING IN FLIGHT
mative.
When a GPWS/TAWS warning occurs, pilots should
Gear Grossweight Rate of Climb immediately, and without hesitating to evaluate the
(> 130 KIAS) (ft/min) warning;
lb kg Apply full power and execute a pullup action.
UP 0 0 0 An immediate maximum performance fullpower
Down + 3000 + 1360 250 climb should be initiated and continued until the
GPWS/TAWS warning stops and the crew deter-
Flaps Grossweight Rate of Climb mines that terrain clearance is assured.
(at 130 KIAS) (ft/min) This immediate pullup procedure should be fol-
lowed except in clear daylight visual meteorologi-
lb kg
cal conditions when the flight crew can immedi-
UP 0 0 0 ately and unequivocally confirm a false
7 +450 +205 70 GPWS/TAWS warning.
15 +1300 +590 180 Air traffic control (ATC) should be notified as
20 +2850 +1290 300 soon as possible after a GPWS/TAWS warning
or pullup.
12. BUGS
Instrument Bugs are devices to facilitate instrument

monitoring. Before takeoff and before approach the
IAS Bug(s) should be set at predetermined air-
speed(s), essential for decision and monitoring, to
comply with required performance.
In addition TRQ and ITT Bugs should be set to de-
sired values for takeoff and goaround.
25/1
PAGE 13
Dec 01/16
GENERAL
14. WINDSHEAR For both types, the following action should be tak
en:
14.1 General
Disconnect the autopilot
Windshear is well known to all pilots. Since 1991 Be prepared to go around.
all jets seating more than 30 passengers must Downbursts/microbursts
have a warning system installed. Most turboprops,
including the Saab 340, are excluded from this re The most dangerous type of windshear is known
quirement. The need for training is however recog as downburst or its smaller form microburst.
nized for all types of aircraft. A downburst is a vertical current at high
There are basically two types of windshear: windspeed, 6000 to 7000 fpm or approx. 60 knots.
Increased performance and decreased perfor A microburst is a violent downward burst of air
mance windshear. They affect aircraft performance spreading out horizontally upon reaching the sur
in different ways. face. It can occur where convective weather exists.
However, the probability of encounter is low, due to
INCREASED PERFORMANCE windshear is when the fact that it lasts only a few minutes. Its effect on
the aircraft suddenly encounters a change from aircraft performance and flight path can be disas
tailwind to headwind, causing an increase in indi trous. It is a problem to avoid these phenomena
cated airspeed. since they are undetectable on conventional radar
DECREASED PERFORMANCE windshear is when and not visible to the eye in clear air. Therefore,
the aircraft encounters a change from headwind to flight crews should train in a simulator to be able to
tailwind, causing the indicated airspeed to drop. handle the aircraft in these situations.
B9177
Fig. 4 Dry microburst formation. Evaporation of rain below cloudbase (virga) causes intense cooling of rain-
shaft air and subsequent cool air plunge
25/1
PAGE 14
Dec 01/16
GENERAL
14.2 Windshear Effects may still have an unacceptable climb rate. Aircraft
nose-up is according to the Flight Director pitch
The immediate effect of a decreasing headwind or
bar or at a prescribed pitch angle. In this situation,
increasing tailwind is a decrease in IAS and there
only one variable is left, namely pitch control.
fore a loss in performance of the aircraft. Due to
the loss of speed, the aircraft tends to pitch down The question becomes; Should the pitch angle be
to regain trim speed. If encountered after lift-off, reduced to gain speed and reinitiate a climb? If so,
insufficient climb performance and no further what airspeed is best? Or, should the pitch angle
speed increase, or loss of speed, may result in the be increased and airspeed traded for altitude? If
aircraft hitting obstacles in the takeoff area. so, how? In order to answer the questions, it is
necessary to look at aircraft performance.
An increasing headwind or decreasing tailwind
shear will increase IAS and aircraft performance. 14.4 Windshear during TakeOff
The aircraft will tend to pitch up in order to regain
trim speed. There are some precautions to be taken when
making a take-off where windshear conditions are
NOTE suspected. The first rule is to avoid a takeoff into
windshear conditions. If after careful consideration
A performance-increasing shear is frequently
the decision to take off is made:
followed by a performance-decreasing shear.
Select the longest runway available
If the pilot corrects for the effect of the first shear Select as low flap setting as possible
(nose down, power reduction) he will be caught in Use full takeoff power
a very unfavorable situation if subsequently a per Make a late and slow rotation
formance-decreasing shear is encountered. Keep V2+25 knots
There are at least six different meteorological Be alert for any airspeed fluctuation during take
conditions causing windshear; off and initial climb.
High cloudbase convective clouds Vertical flight path control is the most important
Small rapidly building cells factor. If encountering windshear and ground
Thunderstorms contact is imminent:
Frontal activity Apply (if not already set) full power
Strong temperature inversions Increase pitch angle (if necessary, until
Strong and variable surface winds. stickshaker)
It is evident that windshear is a problem because it Keep a positive or zero rate of climb.
often occurs at low indicated airspeed and low alti The flight director must be ignored in this situation
tude. since it is attempting to command higher speed.
14.3 Aircraft Handling The core region can generally be traversed in 45

seconds or less. Be prepared to lower the nose for
It is vital to have a strategy for coping with a wind the recovery when flying out of the windshear area
shear situation. since angle of attack will increase rapidly.
When losing speed or altitude, a normal precaution
is to add power (up to maximum). The aircraft
25/1
PAGE 15
Dec 01/16
GENERAL
B9178
(1) Approach initially appeared normal.
(2) Increasing downdraft and tailwind encountered at transition.
(3) Airspeed decrease combined with reduced visual cues resulted in pitch attitude reduction.
(4) Airplane crashed short of approach end of runway
Fig. 5 Windshear encounter during approach.
14.5 Windshear during Approach Takeoff

1. 15 knots speed variation
Use all available means to obtain wind information
for the approach. If windshear is expected, ap 2. 500 fpm vertical speed variation
proach speed should be increased. (Landing dis 3. 5 deg. pitch attitude variation.
tance increases dramatically with increased ap
proach and touchdown speeds). Approach
Monitor the flight instruments for unexpected Same as above, plus:

changes. Airspeed, altitude, sink rate and pitch 4. 1 dot glideslope displacement
attitude are indicators of headwind/tailwind condi 5. Unusual power lever positions for a significant
tions. If a severe windshear or downburst occurs period of time.
below 1000 feet AGL, immediately set full power
and initiate a go-around.
14.6 Recovery Decision Guidelines
Applicable as general rules.
WARNING
If the presence of severe windshear is known or
suspected, DO NOT TAKE OFF or DO NOT
MAKE AN APPROACH TO LAND.
The criteria for windshear recognition on take-off

and approach are:
NOTE
Exact parameters can not be established.
25/1
PAGE 16
Dec 01/16
TAXIING
1. PUSHBACK AND TOWING Ground Crew clear signal.
Before starting pushback the BEFORE ENGINE Engine start after pushback completed
START check should be completed. This assures Start engine as convenient.
that the batteries are on and a min hydraulic pres-
2. POWER MANAGEMENT
sure of 2100 psi (HYD PUMP in auto) during all
towing and pushback operation. The hydraulic sys- Use of power during ground operation demands
tem needs to be pressurized in order to ensure sound judgment and technique. The prop blast can
Landing Gear downlocking without pins installed. cause damage and injury even at low power set-
Furthermore the hydraulic pressure to the Nose tings.
Wheel Steering must be disconnected to ensure Very little power application is required to initiate
free nose wheel castering above 20 degrees deflec- taxiing. Taxi with CL in bottoming governor engage
tion. This is accomplished in either of two ways: range (MINMAX).
Installation of a special retainer which selects
3. MANEUVERING AND BRAKING
the Ground Handling switch to off (recommended
procedure).
CAUTION
Pulling of Cb F5 NOSE WL STEER.
Avoid sharp turns at high speed or sharp turns
It is essential that the Retainer is verified to be assisted by differential power or braking. The
removed (Cb reset) before taxiing. LP may have nose wheel may swing around 180 degrees. Only
interphone and must have visual contact with the differential power sufficient to maintain speed in
ground crew. Do not apply engine power to assist turns is permitted.
pushback. Be prepared to brake upon request by
the ground crew. The engines may be started dur- L/P should taxi the aircraft. Use nose wheel steer-
ing pushback. ing during taxiing. Turning at low speeds can be
assisted by using asymmetric power and/or braking.
CAUTION For obstruction clearance during minimum radius
If a towbarless tractor is used for pushback or turns, the wingtips are the critical parts of the air-
towing, braking must be avoided except for emer- craft. For various turn radius see section 1, AIR-
gency situations. Braking can cause structural CRAFT GENERAL.
damage and/or nose landing gear collapse.
Check the brakes during initial taxiing when the
speed is low. Apply brakes smoothly. This is espe-
Before pushback
cially important when braking action is reduced to
Ensure Retainer installed (or Cb F5 pulled)
avoid skidding.
Clearance
Brakes OFF signal Ground Crew pushback NOTE
signal. If braking is lost during taxiing, without any Anti
Engine start during pushback Skid Caution being illuminated, set AntiSkid
Start engine as convenient. switch to OFF.
NOTE A contributing factor to tire failures during taxiing

Do not increase power until the pushback is and takeoff is excessive heat buildup in tires and
completed and Ground Crew signal received. wheels, especially during any combination of long
taxi distance, high taxi speed, high grossweight and
After pushback excessive braking. Control speed with power. DO
NOT RIDE THE BRAKES and DO NOT USE
Brakes ON signal
BRAKES AGAINST POWER!
Ensure Retainer removed (Cb F5 reset)
25/2
PAGE 1
Dec 01/16
TAXIING
4. BACKING 7. PARKING
Slow backing of the aircraft is permitted. Start back- When parking, bring the aircraft to a smooth and
ing by depressing the NWS and then apply reverse definite stop using wheel brakes before setting the
power as required, keeping the NWS depressed all parking brakes. The last few meters of taxiing be-
the time. Limit steering wheel deflection to 45. fore parking should be made straight ahead to re-
Stop backing by advancing the Power Levers as lieve stress in the nosewheel.
required.
After taxiing on areas covered by snow or slush,
CAUTION ask for wheel chocks (front and aft) on both main
gears and do not set parking brakes until brakes
DO NOT STOP BACKING BY APPLYING
have cooled down.
BRAKES.
Applying brakes will give a tail down moment 8. ENGINE SHUTDOWN
which can result in aircraft damage if the tail
hits the ground. The majority of the Saab 340 B fleet is equipped
with Dowty propellers; however, there are some
NOTE with HamiltonStandard propellers. The recom-
If the nose steering wheel is not depressed, mended shutdown procedure is slightly different
there is a possibility for the nose wheel to for the two; see CAUTION boxes below.
swing uncontrolled 20 either side.
Applicable to DOWTY propellers
Depressing the nose steering wheel with a
deflection limit of 45 either side will eliminate CAUTION
the risk for the nose wheel to be mechanically
If the Condition Levers are moved rapidly to
forced to swing around 180.
START position, there will be a momentary burst
of forward power. This will cause a yaw if one
5. GROUND HOLDING engine is shut down at a time or cause the air-
Should a takeoff delay occur, head the aircraft into craft to move forward if parked on a slippery
the wind, if practicable, to avoid fumes in the cabin area. A smooth feathering will be accomplished
and to avoid crosswind effect that will cause mild by noticing the PROP OIL pressure which initially
shaking or buffeting. rises then drops when CL is about halfway be-
tween MIN and START. At pressure rise hold the
6. AFTER LANDING CL for a few seconds then move slowly into
START.
For best maneuverability during intaxiing, let both
engines run until reaching the stand. If, one engine
Applicable to HamiltonStandard propellers
is to be shut down in advance, due consideration
must be given to taxiway and ramp conditions with CAUTION
respect to braking action, sharp turns and con-
If the Condition Levers are moved rapidly to
gested areas. Normal 90 parking turns toward the
START position, there will be a momentary burst
running engine should be avoided, as any forward
of forward power. This will cause a yaw if one
power required to sustain speed in the turn will have
engine is shut down at a time or cause the air-
to be substantial and thus cause noise and possible
craft to move forward if parked on a slippery
blast damage to objects behind the aircraft.
area. On a slippery ramp move the CLs direct
For engine cooldown requirements prior to shut from MIN/MAX to FUEL OFF.
down, see AOM chapter 17/2.
25/2
PAGE 2
Dec 01/16
TAXIING
9. HPBLEED DURING TAXIING
If HPbleed is used to cool or heat the cabin during

taxiing out proceed as below.
NOTE
Procedure below refers to engine where HP is
used.
Use HP on one side only.
Set CL to START
Increase Ng
Select HP VALVE to AUTO and check ITT to in-
crease
Select BLD VLV to CLOSED (opposite engine)
Select XVLV to OPEN
Adjust Ng to obtain lowest possible ITT.
When HPbleed no longer required:
Select XVLV/HP to CLOSE
Select BLD VLV to AUTO (opposite engine)
Reduce to GND IDLE
Set CL to MAX.
25/2
PAGE 3
Dec 01/16
TAXIING
25/2
PAGE 4
Dec 01/16
TAKEOFF
1. GENERAL 2. TAKEOFF BRIEFING
Close attention must be paid to prescribed proce- The purpose of the takeoff briefing is to be well pre-
dures in order to obtain best takeoff and initial clim- pared for a normal takeoff and to have a plan
bout performance. These procedures have been ready if a malfunction occurs during takeoff or
selected as being the most desirable from a safety climbout.
point of view and for the attainment of minimum
If feasible, perform briefing prior to engine start
practical takeoff distance.
when there is a minimum of distractions. Then, be-
Both pilot seats shall be adjusted using the eye fore takeoff, repeat takeoff speeds and check any
position indicator. This will ensure good instrument amendments due to ATC clearance.
visibility as well as optimum glareshield cutoff angle.
The rudder pedals shall be adjusted so that full rud- NOTE
der can be applied at the same time as full wheel If possible, avoid dispatch or takeoff during freez-
braking is given on the same side. ing precipitation (freezing drizzle, freezing rain
etc.) conditions. In addition, consider the severity
The seats must be positively locked so that no un-
timely vertical or rearward movements can occur. and horizontal/vertical extent of icing conditions
and assess safe exit strategies the best altern-
Cockpit management regarding environment and ative may be to wait it out on the ground.
call out during the initial takeoff:
After Power set maintain cockpit silence except The following gives examples of items and proce-
for 80 knots and VoneRotate. dures to be considered;
However, Review possible icing condition during takeoff
and climb out.
If any serious malfunction occurs, call failure.
If Engine antiice is selected, plan to use Ice
If Failure before V1 abort.
Speeds after the acceleration segment. Use V2
If Failure after V1 continue.
up to acceleration height, accelerate to VCLEAN
Actions to be performed upon PF order.
ICE and then use VCLEANICE during final climb.
Takeoff flap setting is 0_ or 15_. Both pilots should VCLEANICE is equal to published Final Climb
verify correct flap setting. Speed with Engine Antiice ON in the AFM.
Pitch trim should be set in a position which corre- If Engine antiice is not selected, use VCLEAN
sponds to the actual C.G.position. The aircraft will in lieu of VCLEANICE.
then be in trim at V2+10 with takeoff power, flap set Takeoff Method (A, B, C, etc.).
for takeoff and gear up. TRQ, Flapsetting, Speeds.
Set all Bugs.
Set pitch trim according to diagram. Both pilots
should verify correct trim setting. Rejected takeoff.
Continued takeoff if engine failure
After the pitch trim setting has been made, actuate
Acceleration altitude
the trim switches only if required during lift off.
Circling minima (if VMC and feasible to come
Recommended pitch trim setting with flaps 15 For
flaps
right back in a circling approach for landing)
0
MSA (If engine failure, to be reached with final
CG % 10 15 20 25 30 35 38
MAC climb speed prior to joining approach proce-
UP UP UP UP 0 DN DN ADD dure or setting course to nearest suitable air-
Units 1 1/4 1 3/4 1/4 1/4 1/2 1/2
UP port).
Heading / Initial turn after liftoff.
Departure route (SID), and setting of nav aids
25/3
PAGE 1
Dec 01/16
TAKEOFF
Cockpit management regarding environment (see Start timing when setting takeoff power. Do not
TAKEOFF GENERAL, which may be included increase PL friction during takeoff. Move PLs
as a part of standard briefing). smoothly and as slowly as circumstances permit.
If both pilots are familiar with the airport the term The design of the autocoarsen and APR systems
standard briefing may be used. However, add: requires a check during initial takeoff roll. If takeoff
Review possible icing condition during takeoff performance is based on APR, check AUTO
and climb out. COARS HIGH + L/R APR lights. Green Lights
Takeoff Method. to come on.
TRQ, Flap setting, Speeds. If takeoff is performed without APR, check AUTO
Bugsetting COARS HIGH light Green Light to come on.
Acceleration altitude. Regardless of whom is going to perform the takeoff,
Heading / initial turn after liftoff. LP advances and keeps the hand on PLs until
Any deviation from standard procedures should be VONE.
clearly pointed out by PIC. Takeoff with CTOT:
If jump seat is occupied, the occupant should be If LP or RP performs as PF:
briefed on the requirements of maintaining a sterile LP advances PLs and orders set power,
cockpit environment during takeoff as well as opera-
RP turns CTOT switch to a predetermined
tion of jumpseat, oxygen supply and cockpit evacu-
position (ON or APR).
ation procedures.
Takeoff without CTOT:
3. NORMAL TAKEOFF AND CLIMB OUT
If LP performs as PF:
Taxi into takeoff position at the beginning of the run- LP advances PLs and orders set power,
way or at another approved takeoff point, and align RP adjusts PLs to a predetermined TRQ
the aircraft on or close to the runway center line. If RP performs as PF:
Both pilots check headings to correspond to runway
LP advances and adjusts PLs to a predeter-
heading, and takeoff data to be valid for the actual
mined TRQ (set power may be omitted).
runway and takeoff point.
Reduced power takeoffs will significantly increase
Power management engine life and reduce maintenance expenditures.
A defined workload will facilitate the operation. Dur- When possible and operationally feasible, select
ing a LPtakeoff, prior liftoff, the primary task for RP runways which will allow reduced power for takeoff.
is to check correct power and engine instruments.
During a RPtakeoff, prior VONE, LP must split NOTE
attention between outside lookout and check of For Reduced power takeoff limitations proce-
instruments. dures and performance see AFM and also AOM
sect. 28. In addition to the limitations, consider
NOTE possible downdraft and windshear if obstacle
Observance of engine operating limitations and limited and/or windy conditions. Use of reduced
correct operating procedures are essential for the power will result in the aircraft operating near the
safe, efficient and economical operation of the performance limits. Although there are extra mar-
engine. gins built into the reducedpower takeoff con-
cept, these extra margins might be easily con-
In particular, TRQ and ITT should be monitored;
sumed during unfavorable conditions.
exceeding these limitations will have a detrimen-
tal effect on engine life and overhaul costs.
For takeoff power setting methods, see sect. 26,
POWER SETTINGS.
25/3
PAGE 2
Dec 01/16
TAKEOFF
For engine normal/abnormal/emergency proce- keep the wings level. Maintain a slight forward pres-
dures, see sect. 17, 22, 23 and 24. sure on the CW until rotation.
NOTE If nose wheel vibration occurs, reduce pressure on

CW and, if necessary, pull lightly to relieve the nose
Maintaining directional control by use of rudder,
wheel.
with the NWS as back up at low speed, will sig-
nificantly decrease the wear on the nosewheel. PNF calls 80 knots Vone Rotate at precalcu-
lated speeds.
Flight control management and aircraft handling PNF monitors engine and flight instruments
When R/P is going to perform the takeoff, L/P gives throughout the takeoff.
the controls and brakes to him calling Your con- At Rotate, PF initiates rotation to takeoff attitude
trols, which shall be acknowledged by R/P calling by a positive back pressure on the CW. Proper rate
My controls, however, L/P shall control NWS until of rotation is directly related to aircraft acceleration.
rudder becomes effective. Rapid acceleration requires a faster rotation rate
During takeoff run maintain a slight forward pres- than a slow accelerating aircraft. Rotate to takeoff
sure on the CW to keep the NW rolling firmly but attitude (approx. 810 degrees for flaps 15 and
gently on the runway. 911 degrees for flaps 0) to maintain V2 +10 to V2
+15. Maintain this speed up to acceleration altitude
The aircraft has a tendency to veer to the left. Use
(minimum 400 above threshold elevation, or greater
rudder to maintain direction, assisted by NWS at
altitude if required for obstacle clearance).
low speed. Rudder is effective from 40 KIAS. Keep
the hand on NWS up to 80 KIAS to be prepared for After liftoff, rudder and aileron crosscontrol should
NWS inputs at lower speed in case of rejected take- be smoothly released and the aircraft crabbed into
off. Normally NWS should not be used above 60 wind.
KIAS. If taxi or takeoff was performed in slush, delay re-
If LP is PF; traction of landing gear to let the air stream clear
RP holds CW with right hand from start of possible slush accumulation.
takeoff roll. When taking off in icing conditions and after treat-
At 80 knots LP grips CW with left hand and ment with Type I, II, III or IV de/antiicing fluid,
calls My controls whereupon RP releases his use rated or derated takeoff power, make a smooth
grip. rotation at a normal rate, avoid rapid rotation. The
At Vone LP grips CW with right hand. stick force at rotation may be slightly higher than
If RP is PF; normal. If possible, flight idle +15% Torque should
be applied during 15 seconds while standing on the
RP holds CW with right hand and after CTOT is
brakes (Power against the brakes), just prior to initi-
turned on also with left hand. If takeoff without
ating the takeoff roll to decrease the effects of the
CTOT, RP holds both hands on CW from start
antiicing fluid.
of takeoff roll.
At 80 knots by LP, RP calls My controls. During the initial part of the climbout expect slightly
higher than normal stick and wheel forces after
Crosswind takeoff capability is good. The upwind
treatment with Type II, III and IV de/antiicing
wing will have a tendency to rise and aileron deflec- fluid.
tion should therefore be applied towards the wind.
Directional control is maintained as during normal It is extremely important that both pilots carefully
takeoff. As speed increases aileron deflection re- monitor attitude, speed and rate of climb during lift-
quirement will decrease. The main objective is to off and initial climb. The possibility of a flight instru-
25/3
PAGE 3
Dec 01/16
TAKEOFF
ment failure during this position of flight must be 5. MALFUNCTIONS OR ABNORMAL AIR-
kept in mind. CRAFT BEHAVIOR DURING TAKEOFF
NOTE The pilot observing an engine failure, fire warning or

other serious malfunction shall call Failure.
If the force is high when initiating rotation, actu-
ate the pitch trim switches to decrease the force Aborted takeoff
as required to accomplish a normal rotation.
Upon the decision to abort a takeoff, the following
procedure shall be followed:
As soon as the aircraft is positively off the ground
and a positive climb is established, PF orders Gear NOTE
up. PNF selects gear up and replies Gear up se-
Retard PLs to FLT IDLE prior lifting PL latches,
lected, checks gear up and locked (no green or
otherwise PLs will be locked and can not be re-
amber light) and calls Gear is up. Do not apply
tarded below FLT IDLE.
brakes with foot pedals, during gear retraction.
When gear is up and locked PNF calls applicable PIC calls Abort, thereby indicating his decision
Flaps up speed. When reaching this speed, PF to abort the takeoff. In case of a R/P takeoff,
orders Flaps up and PNF calls Flaps up selected Abort also means that LP simultaneously and
followed by Clean speed.... when flaps have been without further order will take over the maneuver-
checked to be up. During AEOclimb above accel- ing of the aircraft.
eration altitude, maintain VCLEAN + 15 up to MSA, LP immediately retards PLs to GND IDLE and
then accelerate to enroute climb speed. In icing simultaneously applies steady brake pressure
conditions (ENG ANTIICE ON) maintain and when Beta Lights come on, applies reverse
VCLEANICE+10 up to MSA, then accelerate to min- as required . When aircraft has stopped perform
imum 160 KIAS. appropriate procedures.
RP moves CW forward and into wind and calls
During takeoff, until reaching 400 feet above
Beta lights. If a beta light should not come on,
threshold elevation, use boots only at first sign of
RP calls No beta light ......(L/R).
ice anywhere on the aircraft.
Do not attempt to modulate braking by releasing
4. TAKEOFF ON RUNWAYS COVERED BY and reapplying the brakes as this has a detrimen-
STANDING WATER, SLUSH OR SNOW. tal effect on braking efficiency. Do not release brake
(PRECIPITATION COVERED RUNWAY) pedal pressure until speed has been reduced so
No data are included in the AOM. Operation shall that stopping within the remaining runway is as-
be performed in accordance with the AFM if such sured.
data is included in the manual.
CAUTION
During ground run snow or slush may accumulate in If OEI, reverse power on the operating engine
the wheel wells. When airborne and in steady climb, will cause a yawing moment towards the operat-
it is advisable to cycle the gear up and down a cou- ing engine which is proportional to the amount of
ple of times in order to let the airstream clean off reverse power. If the yaw cannot be corrected by
any accumulations before freezing. use of rudder, wheel brakes and nose wheel
steering, return to ground idle or to forward pow-
er if necessary until directional control is re-
gained.
25/3
PAGE 4
Dec 01/16
TAKEOFF
Continued takeoff in level flight to VCLEANICE. For a flap 15 takeoff,

Upon the decision to continue the takeoff, the fol- retract flaps at VCLEANICE3. Maintain VCLEANICE
lowing procedures shall be followed: up to MSA.
PF shall normally continue maneuvering the air- Then join landing procedure or if not able to land,
craft. Change of controls should not be made proceed to nearest suitable airport.
unless required for safety reasons. At acceleration altitude when the aircraft is clean,
PF shall concentrate on flying the aircraft and PF orders action to be taken and appropriate
PNF shall monitor flight instruments and naviga- emergency checklist e.g. Shut down left engine
tion during climb to safe altitude. Engine failure checklist.
If the malfunction is an engine failure, the yaw
NOTE
effect of asymmetric power during takeoff at
speeds between V1 and VR is controlled by ap- There might be circumstances e.g. propeller
plication of rudder and a slight forward control overspeed or failure to autocoarsen, engine fire,
pressure to hold nose wheel on ground. Ailerons power plant severe damage or separation etc.
shall be used to keep wings level. where an engine shut down at an earlier stage
At Rotate, PF rotates the aircraft at the normal could prevent increased drag and/or further dam-
rate to achieve V2. For maximum initial climb per- age.
formance, the gear should be retracted as soon
as a positive climb is established. Adjust attitude Be sure of having determined the actual nature of
to maintain V2 (approximately 8 to 10 degrees for the malfunction before taking corrective actions.
flaps 15 and 911 degrees for flaps 0) and bank Prior shuttingdown or switchingoff vital items like
between 2 and 3 degrees towards the running an engine, a generator etc. the appropriate lever,
engine as soon as height allows. If engine failure handle or switch shall be verified by both pilots. I.e.
occurs after V2, maintain speed, but not more Shut down left engine Engine failure checklist:
that V2 + 10. PNF puts one hand on left PL Confirm left
Maintain speed up to acceleration altitude (400 ft PF checks PL; Confirmed
above threshold elevation, or greater, if required for PNF retards left PL
obstacle clearance). This specified altitude might PNF puts one hand on left CL Confirm left
have other designations in other documents. Flap PF checks CL; Confirmed
retraction altitude, minimum altitude for flap retrac- PNF retards left CL to FUEL OFF and then picks
tion etc. up the checklist
At acceleration altitude, decrease attitude and ac- PNF shall read and perform the ordered Check
celerate in level flight to VCLEAN. For a flap 15 take- List/Procedure items and simultaneously monitor
off, retract flaps at VCLEAN 3. Maintain VCLEAN up flight instruments and call Check List Com-
to MSA. pleted/End of procedure as appropriate
PF then orders applicable Normal Check List
In icing conditions (ENG ANTIICE ON): At ac-
celeration altitude, decrease attitude and accelerate
25/3
PAGE 5
Dec 01/16
TAKEOFF
NOTE Bank Angle During Single Engine Climb

In order to obtain required performance if the During a single engine climb a small bank angle
failure includes a power loss it is essential to towards the running engine gives a small increase
minimize gear and propeller drag as soon as in the climb performance.
possible. Therefore Gear up shall be ordered The single engine climb performance shown in the
immediately a positive climb is established. If the AFM and AOM is based on demonstrations flown
failure includes a power loss and the torque is with wings level. The AFM however recommends a
less than approx. TRQ 50% the propeller should bank angle of 23 degrees in order to improve the
have coarsened. If there is any doubt that the climb performance slightly.
propeller has coarsened the engine should be
shut down thereby feathering the propeller and The improvement in climb performance is however
reducing drag to an acceptable value. (PNF; lost if bank angle is increased above 3 degrees, and
Negative autocoarsen PF; Shut down ... at 5 degrees bank there will be a pronounced re-
....(L/R) engine). duction in climb performance compared with wings
level.
To confirm an autocoarsen PNF shall check the
AC GEN caution light to come on. Operationally, maintaining a bank angle between
23 degrees and never exceeding 3 degrees is diffi-
Additional indications are; cult and would require very good atmospheric con-
ICE PROTEC (CWP) light ON ditions.
AUTOCOARS HIGH light goes out During a single engine climb;
With a functioning autocoarsen system there is Maintain wings level with ball centered or;
no need for a quick shutdown of the failed en- Maintain maximum 23 degrees bank angle to-
gine. The propeller will be in the minimum drag wards the running engine with the ball maximum
configuration. Wait with shutdown until aircraft half ball off center, towards the running engine.
is cleaned up at acceleration altitude. See also
sect. 17.2, POWER PLANT, ABNORMAL PRO-
CEDURES.
NOTE
Check sufficient power on the good engine. Dur-
ing a reduced power takeoff it is advisable to in-
crease power to max. power.Turn CTOTknob
clockwise or advance PL as required.
25/3
PAGE 6
Dec 01/16
TAKEOFF
AEO TAKEOFF AND INITIAL CLIMB OUT (Normal takeoff)
Acceleration altitude is minimum 400 ft above threshold elevation, or greater if required (stated) for ob-
stacle clearance.
The altitude is intended for acceleration for both flaps 15 and flaps 0 takeoffs. However, the altitude might
vary depending on flap setting.
If power loss occurs during any phase of the takeoff, join OEIprocedure.
Takeoff with flaps 15 or flaps 0.
In nonicing conditions (ENG ANTIICE OFF):

Climb at V2 +10 up to acceleration altitude, then increase speed while climbing.
Maintain VCLEAN+15 (minimum maneuvering speed) up to MSA, then accelerate to enroute climb speed.
If takeoff with flaps 15, minimum speed for flap retraction is VCLEAN 3.
In icing conditions (ENG ANTIICE ON Ice Speeds armed):

Climb at V2+10 up to acceleration altitude, then increase speed while climbing.
Maintain VCLEANICE+10 (minimum maneuvering speed) up to MSA, then accelerate to minimum 160 KIAS.
If takeoff with flaps 15, minimum speed for flap retraction is VCLEANICE3.
PF Climb checklist
Callouts Rotate to obtain V2+10
PNF Climb power
Flaps up
Timing
Positive R/C
Gear up Power set
Set power My controls
Acc. altitude
(min 400 ft)
Flaps up selected
clean speed.....
Power set 80 knots VONE Rotate
Green light Gear up Gear is up

selected flap up speed....
A9978
Fig. 1 AEO Takeoff and initial climbout
25/3
PAGE 7
Dec 01/16
TAKEOFF
OEI CONTINUED TAKEOFF POWER LOSS AFTER V1

Acceleration altitude is minimum 400 ft above threshold elevation, or greater, if required (stated) for ob-
stacle clearance. The altitude is intended for acceleration to VCLEAN for both flaps 15 and flaps 0 takeoffs.
However, the altitude might vary depending on flap setting.
Takeoff with flap 15 or flap 0.

Climb at V2 (if failure occurs after V2 maintain speed, but not more than V2+10) up to acceleration altitude
With engine antiice OFF accelerate in level flight to VCLEAN. If flaps 15 takeoff, retract flaps at VCLEAN3.
Below MSA maintain VCLEAN and limit bank angle to 15 degrees. At or above MSA accelerate to a minim-
um of VCLEAN+15.
With engine antiice ON accelerate in level flight to VCLEANICE. If flaps 15 takeoff, retract flaps at
VCLEANICE3. Below MSA maintain VCLEANICE and limit bank angles to 15 degrees. At or above MSA ac-
celerate to minimum VCLEANICE+10.
Keep max power until final segment or for 5 minutes, then set MCP. At MSA, the power may be reduced.
Join landing procedure or, if unable to land, proceed to nearest suitable airport.
For FD/AP operation, BANK mode gives 13.5_.
NOTE
Shown is a typical method C (rolling) takeoff. RPT as stated in profile is a Reduced Power Takeoff.
25/3
PAGE 8
Dec 01/16
TAKEOFF
PF Orders actions
and appropriate
Rotate to obtain V2 emergency checklist
PF
Callouts
PNF Max continuous
power
Climb checklist
Timing Positive climb
Gear up Flaps up
Set power My controls Max power
(if RPT)
Acc. altitude
(min 400 ft)
Power set
Power set 80 knots Rotate Gear up +
selected PNF Performs actions,
Green light VONE ordered by PF.
+ Advice ATC
PNF + Set max power

(if RPT) Gear is up
FAILURE + Check Autocoarsen flap up speed...
Flaps up selected
A31330 clean speed.....
Fig. 2 OEI continued takeoff power loss after V1
25/3
PAGE 9
Dec 01/16
TAKEOFF
25/3
PAGE 10
Dec 01/16
CLIMB
1. NORMAL CLIMB Increased PROP RPM improves ice shedding from

the propellers.
Power setting
Always use IAS MODE on the autopilot during climb
Climb power shall normally be set above acceleration in icing conditions. Make it a standard procedure to
altitude. Local regulations may require a specified select IAS mode when turning ENG ANTI--ICE ON
procedure. during climb.
If operationally feasable, minimize high power op-
Best climb gradient in non--icing conditions is
eration to save engine life. However, should a pow-
achieved at VCLEAN+5. This speed is not fully bank
er loss occur during initial climb and climb power is
protected. Minimum speed for full bank protection
set, increase immediately to Max Power on the
(standard AP turn) is VCLEAN+15. In icing conditions
good engine. these speeds will not assure a safe margin to stall.
Climb power shall be set by PNF upon order from VCLEAN--ICE gives the optimum climb gradient in
PF. icing conditions. To be fully bank protected the min-
imum speed is VCLEAN--ICE+10. Minimum speed
PNF checks and sets correct power and makes re-
during climb in icing conditions above MSA, is 160
quired adjustments throughout the climb.
KIAS and the optimum speeds shall only be used
PNF monitors the engine instruments and especial- during single engine operation and/or to escape
ly checks that max. TRQ and ITT are not exceeded. from areas with severe icing conditions. When redu-
PF calls Climb Check List (normally above cing speed below 160 KIAS, temporarily set MAX
1500 ft). CONT PWR or Takeoff PWR to fully optimize air-
craft performance and to expedite escape from
NOTE severe icing condition.
Do not allow the reading of the Climb Check List
NOTE
to divert your attention from the flight instruments
or normal look out. Regarding climb performance with and without
residual ice see Section 29 and 32.
If a temporary altitude restriction is imposed by ATC
and no speed restriction is prescribed, maintain ad-
visory cruise speed displayed on EADI.
2. ONE ENGINE INOPERATIVE CLIMB
In case of engine failure during takeoff or initial

climb, check or set Max Power which can be used
for 5 minutes. Keep max power at least until final
segment or for 5 minutes if required, then set MCP.
At MSA the power might be reduced as desired for
the remainder of the flight.
3. CLIMB PERFORMANCE IN ICING CONDI-

TIONS
Operations in icing condition are more marginalized

due to decreased lift, increase of stall speeds, in-
crease in drag and a reduction of thrust. It is there-
fore obvious that the aircraft must be operated
more effectively and optimized. It is essential to set
MAX CLB power to achieve published performance.
25/4
PAGE 1
Dec 01/15
CLIMB
25/4
PAGE 2
Dec 01/15
CRUISE
1. FLIGHT LEVEL SELECTION but then been exposed to severe icing conditions
making it impossible to maintain the climb speed
Select flight levels as to obtain best total economy
once leveled off. The result from these events has
or fuel economy if applicable for extended range been a rapid speed reduction.
flights. Avoid using flight levels or routing where
CAT or thunderstorms are forecasted. NOTE
2. POWER SETTING Regarding service ceiling and drift down, with
and without residual ice, see Section 29.
Set cruise power according to Section 26 POWER
SETTINGS.
3. SPEEDS
For Max Cruise and Long Range Cruise see

Section 32 CLIMB, CRUISE, DESCENT.
Long Range cruise gives approximately max. range
and thus optimum fuel economy.
Holding Speed should be regarded as minimum
speed for cruise.
4. CRUISE PERFORMANCE IN ICING CONDI-

TIONS
Operations in icing condition are more marginalized

due to decreased lift, increase of stall speeds, in-
crease in drag and a reduction of thrust. It is there-
fore obvious that the aircraft must be operated
more effectively and optimized. It is essential to set
MAX CRZ power to achieve published perform-
ance. Increased PROP RPM improves ice shedding
from the propellers.
Best drift down gradient in non--icing conditions is
achieved at VCLEAN+5. This speed is not fully bank
protected. Minimum speed for full bank protection
(standard AP turn) is VCLEAN+15. In icing conditions
these speeds will not assure a safe margin to stall.
VCLEAN--ICE gives the optimum drift down gradient in
icing conditions. To be fully bank protected the min-
imum speed is VCLEAN--ICE+10. Minimum speed
during normal cruise in icing condition, is 160 KIAS
and the optimum speeds shall only be used during
single engine operation and/or escape from areas
with severe icing conditions. If 160 KIAS cannot be
maintained due to icing, take immediate action to
descent out of this conditions. If speed drops below
160 KIAS, set MAX CONT PWR or even TAKEOFF
PWR.
Experience from real life events, shows that aircraft
has managed to climb to intended cruising altitude,
25/5
PAGE 1
Dec 01/15
CRUISE
25/5
PAGE 2
Dec 01/15
DESCENT/HOLDING
1. NORMAL DESCENT
All descents shall be carefully planned so as to en-

sure maximum efficiency. When planning the de-
scent the following factors should be taken into con-
sideration:
Alternate fuel requirements
Weather conditions
Distance to go
Wind components
Minimum safe altitudes
Altitude required over destination
ATC requirements and approach procedures
Cabin pressurization.
Flaps should not be used during en route descent.
For planning see Section 32 CLIMB, CRUISE,
DESCENT.
2. HOLDING
Use clean aircraft and VHOLD (see Section 27

SPEEDS).
25/6
PAGE 1
Apr 01/15
DESCENT/HOLDING
25/6
PAGE 2
Apr 01/15
APPROACH
1. GENERAL 2. APPROACH BRIEFING
Common basics for a successful approach are: Perform the approach briefing in good time before
good descent planning commencing the approach. The main parts are:
careful consideration of approach plates destination weather
accurate flying and good crew coordination possible icing conditions during descent, ap-
proach and landing
A precise approach technique is required not only to
ensure safety during the approach itself, but also to minimum safe altitudes
bring the aircraft to a safe stop after touchdown. approach procedures and setting of nav. aids
This is especially important on short runways or field elevation
when adverse weather and/or runway conditions DA, DH, MDA, DP
exist. MAP
Approach patterns to be followed are described un- missed approach procedures
der paragraph 35. All availabe navigational aids speeds
shall be used and crosschecked for reasonableness bug setting
of displayed information in order to minimize the Any deviation from standard operating procedures
risk of let down/approach on an incorrect track or should be included in the briefing.
wrong runway.
3. NOISE ABATEMENT PROCEDURE
The power levers shall be operated by PF.
Gear and flaps shall be operated by PNF upon or- Considerable lower noise, during the approach, is
der from PF. achieved by flying the approach at lowest possible
propeller speed ( CLs in MIN position), however,
PNF shall closely monitor the approach and make the following must be considered:
mandatory and advisory callouts.
Landing distance and goaround performance is
PNF shall monitor flight instruments, engine instru- based on propeller speed 1384, therefore the
ments and the progress of the approach. Excessive CLs should be moved to MAX position before
deviations from normal approach speeds/proce- landing. A slight TRQ increase at this stage
dures shall be called out. (approx 5%) is necessary to keep the same pow-
When executing an instrument approach in weather er.
close to minima, a high degree of precision is of The CLs must also be moved to MAX position in
outmost importance. If not well stabilized when ap- case of goaround and the approach must be
proaching DA/DH/DP, a goaround shall be made. planned with this in consideration.
It is the duty of PNF to insist on a goaround and if Noise abatement procedure is not recommended:
necessary take over controls if an instrument ap- in tailwind conditions
proach is not stabilized at 500 ft at the latest. The
during a steep glide path approach
space available for corrections at contact at low alti-
in rough weather or wind shear conditions
tude is limited. Steep correction turns close to
if low visibility at the airport
ground should be avoided.
in icing conditions
NOTE
4. FLAP EXTENSION
Propeller RPM around 1350 may cause slight
oscillations, diminishing with lower height, there- Should by any reason a pitch disturbance be experi-
fore this RPM segment is recommended to be enced during Flap Extension, a prompt reselection
avoided during ILS approach, except for transi- to the previous flap setting shall be performed. To
tions. facilitate this, it is recommended to keep the hand
placed on the Flap Handle during flap extension.
25/7
PAGE 1
Apr 01/15
APPROACH
5. AEO AND OEI INSTRUMENT APPROACH

Maneuvering speeds (KIAS) Flight phase Flaps
Flap Conservative Minimum AEO OEI
0 160 VCLEAN +15 Approach 0 15 07

7 155 VCLEAN +10 Landing 20 or 35 20
15 150 VCLEAN +5 Goaround 7 or 20 7
20 145 VCLEAN
35 135 VCLEAN 5
OEI: For performance reasons, delay landing configuration (Gear down / Flaps20) until start of
descent on final glide path.
NOTE
Maneuvers are bank angles exceeding 15 degrees.
NOTE
If ICE SPEED selected, add 10 knots to minimum maneuvering speeds
For operating speeds see also Section 27 SPEEDS.
Non Precision ap-

proach
Flaps 015 AEO

Flaps 07 OEI
Enroute descent
Approach preparation
Timing
Goaround
For procedures see
25/8 GOAROUND
MAP
Approaching glidepath
Gear down
When gear is down
Flaps.....(20/35),
FAF
Landing check
MDA
Trim zero OEI

A10617
Fig. 1 AEO and OEI instrument approach
25/7
PAGE 2
Apr 01/15
APPROACH
6. AEO AND OEI VISUAL APPROACH

Maneuvering speeds (KIAS) Flight phase Flaps
Flap Conservative Minimum AEO OEI
0 160 VCLEAN +15 Approach 0 15 07

7 155 VCLEAN +10 Landing 20 or 35 20
15 150 VCLEAN +5 Goaround 7 or 20 7
20 145 VCLEAN
35 135 VCLEAN 5
OEI: For performance reasons, delay landing configuration (Gear down / Flaps20) until start of descent
on final glide path.
NOTE
Maneuvers are bank angles exceeding 15 degrees.
NOTE
If ICE SPEED selected, add 10 knots to minimum maneuvering speeds
For operating speeds see also section 27 SPEEDS.
Enroute descent
Approach preparation
On downwind
Flaps 015 AEO
Flaps 07 OEI
Turning base Goaround
30 sec +1 sec/kt wind For procedures see
Abeam threshold 25/8 GOAROUND
Flaps 20/35
Landing check Gear down
Timing
Trim zero OEI

A10616
Fig. 2 AEO and OEI visual approach
25/7
PAGE 3
Apr 01/15
APPROACH
7. AEO AND OEI LOW CIRCUIT
When coming contact after an instrument approach acc. to Fig. 1.

AEO OEI
Flaps 15 Flaps 7
Gear up
Maintain this configuration in the circuit and continue acc. to Fig. 2 and Fig. 3 as applicable.
A low circuit in minimum weather conditions requires careful planning and precise flying with regard to
pattern and speeds. Shown is a left hand low circuit only. Observe published pattern procedures in appli-
cable documents:
Observe official maximum speed in circuit (for obstacle clearance).
Avoid high bank angles.
Maintain altitude above or at circling minima until inside 15 final sector (if no other procedure pub-
lished). Leave circling minima with consideration to obstacles in the final sector.
15
Approx. 2.5 km (1.6 stat.miles)
Approx. 1km Approx.

(0.6 stat.miles) 2. km
(1.2 stat.miles)
Timing
30 sec
+ 1 sec/
kt wind
Start timing and turn

45/45s in no wind
A9976
Fig. 3 AEO and OEI low circuit
25/7
PAGE 4
Apr 01/15
GOAROUND
1. GENERAL NOTE
It is important that the decision to abandon an ap- The configuration (CONFIG) warning can in
proach is made as early as possible. some cases be displayed for a short time during
transition to goaround configuration. Disregard.
Perform goaround if:
Weather conditions do not comply with those Maintain initial goaround speed up to acceleration
stated for continued approach and landing. altitude then continue as for a takeoff and follow the
The approach is not stabilized at 500 ft during an missed approach procedure.
instrument approach.
No required visual references at DP. CAUTION
If during a visual approach the required visual A single engine goaround at lower speed than
references are lost. goaround speed may result in a modest climb
Speed and/or height too high when passing performance until speed is increased. With ICE
threshold compared to available runway length. SPEED active the speed margin to stall warning
When factors occur making continuing the land- is relatively small until the correct goaround
ing hazardous. speed is reached. A temporary stick shaker
might therefore occur, especially if the speed mo-
Once commenced, the goaround must be com-
mentarily drops below min speed during the tran-
pleted.
sition to goaround configuration.
Never hesitate to perform a goaround.
For goaround speeds see Section 27 SPEEDS.
When a goaround is decided a prompt crew action
is required.
2. PROCEDURES
NOTE
In the flap control quadrant there are upper gates
at 7 and 20.
In a goaround, the flap should initially be se-
lected to 7 from 20 and to 20 from 35.
PF simultaneously;
disengages AP/YD
advances PL s to a position as for a takeoff
increases pitch attitude so as to maintain the ini-
tial goaround speed
calls Goaround, flaps ... (7/20), set power
NOTE
Flight Director GAmode gives a fixed pitch atti-
tude of 6.4.
PNF selects flap and selects CTOT switches to

APR. If goaround without CTOT PNF adjusts PLs.
When positive climb established, PF orders Gear
up.
25/8
PAGE 1
Dec 01/15
GOAROUND
25/8
PAGE 2
Dec 01/15
LANDING
1. NORMAL LANDING NOTE

The approach should follow at 2.5--3 degrees glide FOD prevention
path angle. With an aiming point approx. 1000 ft Avoid reverse power if operationally feasible. Use
down the runway this will provide adequate height ground idle and brakes to stop the aircraft. How-
over threshold. ever, this statement should not prevent the pilot
Stabilize speed on final and trim for that speed. A from using the reverse power required to stop
stabilized speed, power and attitude will facilitate the aircraft within a good safety margin.
flare and touchdown.
As soon as possible after touchdown, move the
Flare should be initiated when the main gear is a
power levers into ground idle and lower the nose
few feet above the runway; it is accomplished by
wheel. When beta lights are on PNF calls Beta
raising the nose 5--6 degrees from approach atti-
light and PF applies reverse power as desired. If a
tude, i.e. for all normal cases the flare touchdown
beta light fails to come on, PNF calls Negative beta
attitude should be 4--5 degrees nose up with flaps
light .........(left/right). The effect from reverse
20 and 3--4 degrees with flap 35. When initiating the
power is best at high speed and decline with de-
flare, gently reduce power to FLT IDLE. Immediate-
creasing speed. The use of reverse in strong cross-
ly after touchdown retard PLs to GND IDLE, lower
wind may cause the aircraft to veer to one side. In
the nose rapidly and apply brakes as required.
strong crosswind, the use of reverse should be
Carry wind, ice and malfunction increments to touch
avoided where possible. If the aircraft does veer to
down. Bleeding off the increments during flare, be-
one side during landing roll, go out of reverse and if
fore the touch down, will result in a considerable
necessary use forward power.
increase in landing distance. With ICE SPEED act-
ive (Mod. No. 3529) there is also a risk for inadvert- After touchdown, LP puts hand on NWS, ready to
ent stick shaker if the increments are bleed off in use.
the flare. Limiting the pitch to 4--5 degrees nose up, After a LP--touch down, when LP grips NWS RP
will assist in preventing nuisance stick shaker warn- grips CW and keeps it steady with a slight forward
ings and will assure landing performance. Do not pressure. Aileron into wind, if strong crosswind. At
allow the aircraft to float or attempt to hold off the 60 KIAS PNF calls 60 knots and PF then ad-
landing, as this will increase the landing distance. vances PL to be out of reverse at 50 KIAS.
Floating or holding off landings, may activate the
stall warning system and may also result in a tail CAUTION
strike. The aircraft should be flown into the runway, If the aircraft veers to one side during the landing
as close to the aiming point as possible. roll, go out of reverse and, if necessary, use for-
Touchdown with excessive speed may result in ward power. Straighten the landing roll by means
nose wheel strike before touchdown, bouncing and/ of rudder, nose wheel steering and differential
or increased landing distance. braking. Then use reverse power as required.
If the aircraft should bounce, hold or reestablish a CAUTION
normal landing attitude and add power as neces- Use of reverse power at low speeds on a snow--
sary to control the rate of descent. Power need not covered surface may limit forward visibility.
be added for a shallow bounce or skip.
If a high, hard bounce occurs, initiate a go--around. Maintain directional control by means of rudder and
Apply required power and use normal go--around -- at lower speeds -- nose wheel steering.
procedures. A second touchdown may occur during When conditions do not require maximum braking,
the go--around. Do not retract the landing gear until delay brake application and apply smooth, steady
a positive steady climb is established. brake pressure as required, down to normal taxi
speed.
25/9
PAGE 1
Dec 01/15
LANDING
To achieve maximum braking effect on dry or wet WARNING

runways, apply maximum and steady brake pedal
When the aircraft is landed on a slippery runway
deflection. The antiskid system will then modulate
in a crosswind it is possible that, until the aircraft
the brake pressure for each individual wheel to give
settles fully onto the main chock absorbers,
maximum braking for the existing runway condi-
there will be a transitory delay before the nose-
tions.
wheel steering system becomes operational. Un-
CAUTION der these circumstances the pilot should use the
rudder and, if necessary, differential braking to
Do not attempt to modulate braking by releasing
directionally control the aircraft until the nose-
and reapplying the brakes as this has a detrimen-
wheel system becomes operational.
tal effect on braking efficiency. Do not release
brake pedal pressure until reaching a safe taxi
speed.
When RP performs the landing, LP shall take over

the maneuvering by calling out My controls when
reaching 50 KIAS.
2. CROSSWIND LANDING
Regarding speed on final and power management,

see NORMAL LANDING. Performance permitting,
use of flaps 20 is recommended. In crosswind
conditions maintain runway alignment by crabbing
into the wind with wings level until shortly before
starting the flare.
Apply rudder to align the aircraft with the runway
centerline and aileron into the wind to counteract for
drift and wingrise. Touchdown on the upwind main
gear without floating. After touchdown when the
nosewheel touches the ground, apply slight forward
pressure on CW and aileron into the wind. During
landing roll maintain directional control with rudder
initially and counteract the tendency for the upwind
wing to lift by decisive use of aileron (the use of ai-
leron input into the wind will assist in directional
control in the higher speed ranges). After touch-
down LP puts hand on NWS, ready to use.
25/9
PAGE 2
Dec 01/15
LANDING
3. DISORIENTATION 5. FLAPLESS LANDING
Precipitation or drifing snow (sand) in crosswind Recommendations:

conditions may create a false impression of aircraft -- Flapless landing is to be considered as an abnor-
movement, especially if landing lights are on, and mal procedure. Check Abnormal checklist (FLAP
thus the pilot may: FAULT).
-- Get the impression of no drift when in fact there -- If possible execute a straight--in approach.
is a considerable drift present and end up off the -- If circling approach, make a wide easy pattern
runway on the leeward side, or and aim for a 5 miles final.
-- Get false impression of drift which will cause him -- If marginal weather, choose an airport with good
to delay his removal of sideslip during flare and landing aids (ILS/VASI).
touchdown and land off the runway on the wind- -- Select gear down earlier than normal to be able
ward side. to establish the approach speed in good time.
Recommendations: -- On final pay attention to the vertical speed indica-
-- Make yourself aware of the existing situation. tion. The pitch attitude is higher than usual.
-- Do not use TAXI light and, if possible, also switch When changing from instrument to visual refer-
off the landing lights. ences the pitch attitude must be maintained. A
-- Look well in front of the aircraft during touchdown slight reduction in pitch will create a high sink
and landing roll. Use runway lights for reference. rate, which easily goes undetected and there is a
great possibility, especially in gusty weather, that
4. OEI--LANDING on final the aircraft comes too close to the
ground or the approach lights.
Landing with one engine inoperative does not nor-
mally present any special problems. -- Anticipate a more than normal floating tendency
due to increased ground effect. Avoid any ten-
Recommendations: dency to float. Fly the aircraft to a positive touch-
-- Plan properly. down at the intended landing point.
-- Select BLD VALVES to CLOSED.
-- Minimize drag.
-- Use Conservative Maneuvering Speeds.
-- For performance reasons delay landing configu-
ration (Gear Down/Flaps 20) until start of descent
on final glide path.
-- Use flaps 20 for landing.
-- Center yaw trim (Trim zero) prior landing flare.
25/9
PAGE 3
Dec 01/15
LANDING
25/9
PAGE 4
Dec 01/15
CALLOUTS
1. GENERAL
Routine callouts serves as means of proper moni-

toring and facilitate the pilot teamwork.
In general, internal pilottopilot communication
shall ascertain that the pilots are in full agreement
regarding the progress of flight.
During ground operation, initial climb, approach and
landing, all conversations not related to the perfor-
mance of flight shall be avoided.
Some callouts should be followed by a response or
reaction. Failure to respond and continued failure to
react shall be treated as pilot incapacitation.
NOTE
Following callouts are recommended by SAAB,
however, they might not necessarily meet all the
needs for all airlines.
It is important that Company standard callouts
are established.
25/10
PAGE 1
Apr 01/15
CALLOUTS
2. TAKEOFF AND CLIMB
Timing PF Both pilots start timing.

Green light PNF AUTOCOARS HIGH light checked.
Set power Orders RP to set a specified predetermined pow-

See 3.4/3 TAKEOFF er during initial takeoff. RP turns CTOT to ARM
Power set or adjusts PLs if takeoff without CTOT.
80 knots PNF At 80 KIAS.

Vee one PNF At V1.
Rotate PNF At VR.
Climb power PF Orders climb power to be set.
Climb power set PNF Power set and checked.
1000 feet BP 1000 ft below assigned altitude/FL. BP monitor
that assigned altitude/FL is reached and main-
tained.
25/10
PAGE 2
Apr 01/15
CALLOUTS
3. DESCENT, APPROACH AND LANDING
1000 feet BP 1000 ft above assigned FL/altitude. BP monitor

that assigned altitude/FL is reached and main-
tained.
Localizer alive BP Localizer bar moving from full deflection.
Glide slope alive BP Glide slope indicator moving from full deflection.
Outer marker timing BP Passing FAF. Timing.
..... feet Altimeters and instruments crosschecked.
(Any failure to be called out).
1000 feet BP Callout if no call over FAF.
A/C is approx. 1000 ft above field.
(Any failure to be called out).
500 feet stabilized, speed Vref +/ xxx. PNF Callout if approach is stabilized at 500 ft AGL.
(See ch. 25/7 for stabilized approach concept)
Hundred to go PNF Passing minima + 100 ft.
Approach lights 1) PNF Approach lights positively in sight.
Runway 1) PNF Runway positively in sight.
Based on PNF judgement the external visual
cues are good enough to serve as a mean for
flight guidance.
Minima PNF A/C has reached DP/MA/DA/DH and contact
not yet called by PF.
Contact PF Able to continue the approach by visual refer-
ences.
Landing PF Indicates PF decision to land the A/C.
Trim zero PF Orders PNF to center the yaw prior OEIlanding
flare.
Beta lights PNF Both beta lights are on.
Negative beta light ............(L/R) PNF One side beta light not on.
60 knots PNF At 60 KIAS advising PF to start to go out of re-
verse, if not required any more.
My controls LP After 60 knots callout, LP takes or maintain the
control of the aircraft.
1) (Call actual visual cue only and give direction)
25/10
PAGE 3
Apr 01/15
CALLOUTS
4. GOAROUND
500 feet not stabilized, goaround PNF Reaching 500 ft AGL in an approach and the ap-
proach can to be considered as stabilized.
(See ch. 25/7 for stabilized approach concept)
Minima, goaround PNF Reaching DA/DH in a precision approach and
Contact or Goaround not yet called by PF.
Decision point, Goaround PNF During a nonprecision approach, and time is up
from FAF to MAP, or other facilities like DME,
marker etc. shows that the decision point has
been reached and Contact or Goaround
not yet called by PF.
Goaround, Flaps...... (7/20) PF Indicating a goaround. Orders flaps to be se-
lected to 7 or 20 degrees as applicable.
Set power PF Orders PNF to set a predetermined power for
goaround.1)
Power set PNF Power set and checked.
1) The predetermined power is either:
TAKEOFF POWER, if performance is based on Takeoff Power or
GOAROUND POWER , if performance is based on GoAround power.
25/10
PAGE 4
Apr 01/15
CALLOUTS
5. CHANGE IN AIRCRAFT CONFIGURATION

PF makes the callout in a/c configuration.
PNF confirms and carries out the order.
PF verifies proper configuration by the cockpit
indicators.
Gear up PF Orders gear up selection.

Gear up selected PNF Selfexplanatory.
Gear is up, flaps up speed ..........1) PNF
Flaps up PF Orders flaps up selection.
Flaps up selected, clean speed ...... 1) PNF Calls clean speed when flaps is checked up.
Flaps is up PNF Flaps is checked in UP position.
Flaps .......(0, 7, 15,20,35) PF Orders the flaps angle in degrees:
Flaps twenty etc.
Flaps ...... selected and set PNF Confirmation of flaps selection and proper flaps
indication.
Gear down PF Orders gear to be selected down.
Gear down selected PNF Selfexplanatory.
Gear is down three greens PNF Gear is checked to be down and locked. Indica-
tion should be checked and Confirmed by PF.
1) Disregard flaps up speed.... and clean speed .... callouts if VCLEAN is bugged.
25/10
PAGE 5
Apr 01/15
CALLOUTS
6. OPERATION OF FD/AP
PF announces own mode selections and values
as applicable.
PNF then checks corresponding indications on
his own EADI/EHSI and responds by Checked.
Orders from PF should start with Set or Arm
as applicable followed by mode and value.
PNF then confirms the order is executed by call-
ing out mode and value, followed by Armed if
applicable.
All automatic mode switchings of FD/AP (i.e.
mode switchings not performed by any pilot)
should be called out by first pilot observing the
switching and be answered by the other pilot call-
ing Checked, after confirmation on EADI.
Examples of order and callouts:
PF orders PNF callouts after order is executed.
Arm NAV NAV armed

Set heading 180 Heading 180
PF callouts of own action or automatic Other pilots confirmation of the condition.

mode switching (either pilot)
Vertical speed Checked

Localizer capture Checked
Heading 180 Checked
Altitude hold Checked
25/10
PAGE 6
Apr 01/15
CALLOUTS
7. ADDITIONAL CALLOUTS. (To be used if situation so warrants)
Fuel on BP Motoring start. Pilot starting orders CL to be

moved from FUEL OFF to START.
Ng Light up Fuel Flow BP Actual engine indications during start up.
Oil pressure etc. BP A/C has a positive rate of climb
Positive rate PNF If sink rate is more than:
2000 ft/min below MSA + 2000ft in IMC or
darkness
1500 ft/min below 1500 ft.
1000 ft.min below 1000 ft.
Sink rate PNF Flight path deviates from ILS glide slope by more
than one dot.
Glide slope PNF Flight path deviates from ILS glide slope by more
than one dot.
Localizer PNF Flight path deviates from ILS localiizer by more
than one dot.
Climb PNF PF has failed to establish positive rate of climb
after takeoff or goaround.
Speed one three zero sink six hundred PNF Reading of speed and sinkrate during approach.
Plus .......... (e.g Plus five) PNF Reading of delta speed versus Bug speed.
NOTE
During a nonprecision approach, PNF shall monitor that the A/C is maintaining an estimated 3 glide
path by use of best aids available.
Any time there is a large deviation from this estimated glideslope, PNF shall call PF attention to the situa-
tion.
Speed high PNF Desired final approach speed is exceeded by

more than 10 kt.
Speed low PNF Indicates the actual speed is below the desired
speed.
Emergency descent PIC PIC initiates an emergency descent procedure.
Failure BP Any pilot discovering a serious malfunction dur-
ing takeoff or goaround.
Stop PIC Indicates PIC decision to abort a takeoff.
Continue PIC Indicates PIC decision to continue a takeoff if
case of malfunction.
(Contd)
25/10
PAGE 7
Apr 01/15
CALLOUTS
(Contd)
Max power Gear up Check autocoarsen PF Might be used in case of power loss during take-
off or power loss during goaround.
PNF applies MAX TAKEOFF POWER ensures
gear is coming up and checks autocoarsen func-
tion. If suspect function, advise PF immediately.
Negative autocoarsen PNF If power loss during takeoff or goaround and
there is any doubt that the autocoarsen system
functions properly.
NOTE
It is important not to distract PF during a critical phase of the flight. When the decision has been made to
continue a takeoff, when feasible, PF should be advised what actually is indicated; e.g. High ITT left en-
gine, Low torque right engine etc.
Shut down...... (L/R) engine PF Orders engine to be shut down by PNF.

Bus Tie or No Bus Tie (i.a.) BP Confirmation of BUS TIE function after engine
start up or shut down.
Max continuous PF Orders max continuous power to be set.
Stall Max power PF Stick shaker or pusher has been activated. PNF
assists PF in applying required power.
25/10
PAGE 8
Apr 01/15
CALLOUTS
8. ICE SPEEDS
Valid for a/c with Mod.no. 3529. (Improved

stall warning system for icing conditions).
Engine antiice on Ice speed armed BP When Engine Antiice is selected on ground.
When Engine Antiice is selected in the air, less
than 6 minutes after liftoff.
Engine antiice on Ice speed active BP When Engine Antiice is selected in the air, more
than 6 minutes after liftoff.
Ice speed BP Any pilot first to observe the ICE SPEED blue
light to come on.
Ice speed off BP The Ice Speed Function has been deactivated.
25/10
PAGE 9
Apr 01/15
CALLOUTS
25/10
PAGE 10
Apr 01/15
FLIGHT CHARACTERISTICS
1. EXTERNAL VISION
28.1
17.0
122
32.0
102
27.5
102
122 L/P Field of View

R/P Field of View
A9982
Fig. 1 Pilot external vision angles
25/11
PAGE 1
Apr 01/15
Aircraft reference line.
Pitch angle 1 (Flaps 35)
ILS glideslope
Pilot downvision 17
3 H=100ft
263m 103m
860ft 340ft
366m
RVR
A9979 1200ft
Fig. 2 Visual ground segment
Pilot eye (when at1 aircraft pitch angle,

pilot eye is 9.96 ft above main gear wheels)
Aircraft pitch angle
(mean value during
flaps 35 approach) Glideslope antenna
Aircraft reference line
1
H=34.2 ft
ILS glideslope
Main gear height
Glideslope when antenna is
transmitter 40ft H=32.6 ft
over threshold
8.75m
approx. 29ft
Main gear touch Main gear height Runway threshold
down point over threshold
A9980
Fig. 3 Estimated ILS approach
25/11
PAGE 2
Apr 01/15
Aircraft at touchdown
Pitch angle 4.5
Pilot downvision 17.0
16.5m
54ft
Aircraft static on ground
2.9m 9ft 6in Pilot downvision 17.0
0.35m
1ft 2in
9.5m 6.8m
31ft 22ft
A9988
Fig. 4 Pilot eye orientation with ground
25/11
PAGE 3
Apr 01/15
2. AUTOMATIC RELIGHT
Flight characteristics
A flameout with automatic relight will cause a yaw-
ing movement and a rolling movement first in one
direction, then in the other. The size of these tran-
sients depend on the time of the event as discussed
earlier and on the power setting and speed.
Control of the aircraft in this situation is no different
from other power loss situation. However, when the
automatic relight occur, the aircraft rapidly returns
to a symmetric power condition.
Should a flameout and automatic relight occur with
the Autocoarsen switch in ON position, the propeller
will move towards coarse pitch before relight. When
relight occurs, an overswing in torque might happen
and should, if possible, be noted by the flight crew.
3. STALL
Stall onset in this aircraft is recognized by a light

buffeting just prior to actual stall, followed by a nose
down movement. The stall might be followed by a
roll (left or right) depending on control inputs and
power applied. The roll cannot be controlled until
angle of attack is decreased below the stall point.
Due to these stall characteristics, the aircraft has
been provided with a stall warning and stick pusher
system to minimize the risk of entering the stall on-
set regime.
The system utilizes two fuselage mounted vanes
which determine both the angle of attack and the
rate of change of the angle of attack.
When the angle of attack is increased, the stick
shakers begin operating a few knots (normally 68)
prior to stall, thus providing a prestall warning. If
this warning is ignored and the angle of attack con-
tinues to increase, the stick pusher will activate to
lower the nose thus decrease the angle of attack,
thus ensuring adequate recovery response with a
minimum of altitude loss.
The system will be activated at lower angles of at-
tack when stall is approached at high entry rates.
Provided recovery is started firmly at stick shaker
activation, response to control inputs is immediate
and positive.
25/11
PAGE 4
Apr 01/15
TRAINING
1. UNUSUAL ATTITUDE RECOVERY In a clean ice free stall, a small roll off, if any, can
be expected. The roll off increases with increased
1.1 GENERAL flap angle but will normally not exceed 20 degrees
with flaps 35.
Recovery from stall warning (natural buffet or
stick shaker) In a stall with an icedup aircraft the stall will in
many cases occur before stick pusher activation
Traditionally recovery training from stall warning has
and a more pronounced roll off might occur. In an
been to reduce speed while keeping altitude, and at
extreme case, a roll off of more than 90 degrees
stick shaker increase power while keeping attitude
and an excessive nose drop can occur. At safe alti-
and recover without loosing altitude.
tude there is no problem to recover from this if
In icing conditions the available thrust is decreased properly trained. The recovery technique should be
by ice buildup on the propellers, the drag is in- included in the recurrent training.
creased by the accumulation of ice, the stall speed
If an actual stall or stall ident event is experienced it
is increased and the margin between stick shaker
is important to be familiar with the EADI presenta-
activation and actual stall is reduced. Without ICE
tion and roll back towards wings level in the short-
SPEED activated (Mod.no. 3529) the margin can in
est direction without overspeeding the aircraft and
some cases be reduced to a fraction of the normal
then return to initial attitude
ice free margin, or even occur before stick shaker.
When a stall warning is encountered either by stick 1.2 RECOVERY PROCEDURES
shaker or by natural buffeting, the priority is to in-
Procedure for recovery from stall warning or stall
crease speed as soon as possible to regain safe
margin to stall. CAUTION
The revised recommended procedure is, when re- Only practice recovery from stall warning or stall
covering from a stall warning (stick shaker or natu- with an ice free aircraft. All practice with ice shall
ral buffeting), to lower the nose approximately 5 be performed in a flight simulator.
degrees, if not restricted by proximity to ground, NOTE
and simultaneously apply Max power. When safe
In a real situation with an iced up aircraft stall
speed has been regained, return to initial altitude. warning can be in the form of buffeting and the
This is the overall safest procedure to reinstate safe same stall recovery procedure shall be carried
stall margin and is recommended to be used both out. This cannot be simulated in a simulator as
for a clean and icedup aircraft in order not to con- ice buildup is not accompanied by buffet in the
fuse pilots with two recovery procedures. simulator.
Recovery from stall ident (Stick pusher)

CALL: STALL MAX POWER.
If for any reason all the obstacles in the safety net
has been penetrated and an actual stall is encoun- PITCH: Immediately decrease the pitch
tered a prompt and well trained recovery technique by approximately 5 degrees or as
is required. commanded by the stick push-
er. Do not fight the pusher stroke.
Recovery from stall ident (stick pusher) is to lower Do not hesitate to trade altitude
the nose, as commanded by the stick pusher, and for speed, however, avoid unne-
simultaneously apply full power and roll to wings cessary dive.
level. When safe margin to stall has been regained,
AP/YD: DISCONNECT
return to initial altitude.
25/12
PAGE 1
Dec 01/15
TRAINING
POWER: Simultaneously, use all power Check wings to be free from ice.
available, even at high altitudes. Only practice recovery with less than 30 degrees
bank.
SPEED: Accelerate to minimum
Vclean+5, with ice on the wing When practice recovery in a turn exceeding 15
Vclean+15. After initial recovery, degrees bank, only practise from shaker do not
do not pull up with too high rate. practise recovery from pusher.
Consider the possibility for a sec- Only practice recovery from flight idle.
ondary stall. Only practice recovery with AEO.
ALTITUDE: When positive climb rate is indi- During recovery training special attention should
cated, select gear up and recover be given not to over torque / over temp the en-
altitude loss. Climb to safe alti- gines, i.e. calculate and brief the Max Continuous
tude with Vclean+5, with ice on power setting for current altitude and SAT.
the wing Vclean+15. 2.2 Training of the improved stall warning
FLAPS: If flaps are down, leave them system with increased stall warning mar-
where they are. However, if in gin
landing configuration, after the
initial recovery and in climb, se- Valid for a/c with Mod.no. 3529 (Improved stall
lect flaps ( 7/20 as for a go warning system for icing conditions)
around). Neglecting to use the deice boots in accordance
with the AFM in icing conditions may result in a con-
Procedure for recovery from excessive roll siderable increase in stall speed.
CAUTION Without Mod. No. 3529 (or if the Mod. is installed
Practice in simulator only. but ICE SPEED not activated) a natural stall may
occur before stall warning speed trigger level.
AP/YD: DISCONNECT With the Improved Stall Warning (ICE SPEED) acti-
ROLL: Use the blue sky on the EADI vated the stall warning speed trigger level is in-
to establish roll direction. Roll the creased. The trigger level is set to give a sufficient
shortest way towards the blue warning to natural stall in a worst case scenario
sky to recover. See figures 16 where there is 1/2 inch ice on the wings.
for EADI presentation.
NOTE
POWER: Reduce if large pitch down, do
Referring to the reasoning above; Delaying de
not over speed.
ice boots activation must never be a replacement
PITCH: Pull to stop the dive. for ICE SPEED system activation.
2. INSTRUCTOR HINTS
2.2.1 Stall Ident Practice
2.1 Stall recovery in aircraft Practicing stall ident (pusher) recovery with ICE
Secure cabin. SPEED active results in an unrealistic scenario
Recovery training from stall warning (stick shak- since the difference in shaker and pusher speed is
er), initiate the maneuver at minimum 5000 ft considerable larger compared to the basic (non
above the terrain. ice speed) stick shaker speed trigger level. Remem-
ber the system is designed to give sufficient shaker
Recovery training from stall ident (pusher), initi-
warning before a natural stall in a worst case sce-
ate the maneuver at minimum 10 000 ft above
nario when 1/2 an inch residual/intercycle ice is on
the terrain.
the wings.
Fly VMC.
25/12
PAGE 2
Dec 01/15
TRAINING
During practice (when there is no ice on the wings) The decision process when the flight shall revert
with ICE SPEED active, the shaker will be triggered back to ice free speeds shall be highlighted. The
approximately 30% above the stick pusher. Conse- process shall be in the following order:
quently the stall recovery will be considerably in- 1. Determination that the aircraft is free from ice.
creased. With basic system the shaker will be trig-
2. Deselection of the ICE SPEED system by
gered 7 to 13% above the stick pusher.
first selecting the Engine antiice OFF and then
Consequently the stall recovery will be much
pushing the ICE SPEED push button.
shorter.
3. Resetting of speed bugs to ice free speeds.
To achieve approximately the same margin between
stick shaker and stick pusher with ICE SPEED acti- Flying ice speeds with the ICE SPEED system
vated, requires the system to be activated with a active gives approximately the same margin to stall
high entry rate. THIS IS A VERY VIOLENT MAN- warning (shaker) as flying ice free speeds with the
OUEVER AND SHALL ABSOLUTELY NOT BE basic system.
TRAINED IN AN AIRCRAFT and is not a realistic
training scenario even in a simulator. CAUTION
Before takeoff, select correct VCLEAN speed;
2.2.2 Recommendation Flying engine antiice ON speed (ice speed)
with engine antiice OFF (ice free) takeoff per-
SAAB recommendation is to practice stall ident
formance calculation may have influence on ob-
(stick pusher) recovery with basic (ICE SPEED
stacle clearance in the Acceleration or Final
not selected) system only. This will be equally real-
Climb segment.
istic for a natural ice stall. It is the recovery proce-
dure that shall be practiced and not a certain mar- Flying ice free speeds with ICE SPEED system
gin between shaker and pusher. selected, result in a considerable decrease in
margin to stick shaker and in many cases in an
2.2.3 Speed Selection unwanted stick shaker activation.
Instructors must ensure that pilots understand the Before landing, select correct landing speed;
relation between the ENG ANTICE blue status Flying ice speed (VREF+10) with landing per-
lights and the ICE SPEED blue light indication. That formance based on ice free speeds results in longer
is, if the ENG ANTIICE lights are on, the ice stall landing distance than calculated.
warning speeds are armed and is the cue that upon
Flying ice free speeds with ICE SPEED system
reaching acceleration altitude:
selected, results in a considerable decrease in mar-
IAS mode shall be used for FD/AP vertical mode.
gin to stick shaker and in many cases in an un-
Minimum airspeed shall be VCLEANICE, and then wanted stick shaker activation e.g. during landing
160 KIAS upon reaching MSA. flare.
Stab + Wing deice shall be selected to CONT
(unless actual ice buildup is observed before Flight training with Engine AntiIce ON
reaching acceleration altitude).
Valid for a/c with Mod.no. 3529 (Improved stall
Before a takeoff, with engine antiice selected, the warning system for icing conditions)
takeoff briefing and speed bug setting should, in
After a landing (also after touchandgo landing)
addition, reflect the ICE SPEED concept. Special
with the Engine Antiice selected ON, the 6min-
attention should be given speeds and acceleration
ute inhibit of the Ice Speed function is restarted.
altitude. After 6 minutes elapse time from liftoff,
The increased stall warning speed trigger levels
the ICE SPEED light will come on and be the con-
will start again after 6 minutes.
firmation ice speed, that the stall warning (shaker)
speed trigger level has been increased. Simulated engine failure
Simulate engine failure by retarding PL to
2030% TRQ. Below 120 KIAS the drag obtained
25/12
PAGE 3
Dec 01/15
TRAINING
will be approximately comparable to a coarsened 3.2 Stall or stall warning in icing conditions
or feathered propeller. Retarding PL to FLT IDLE
The intention with this simulator training is twofold;
gives a drag which is higher than a coarsened or
feathered propeller. To highlight the rapid speed reduction when en-
For simulated engine failure during takeoff, ap- countering severe icing conditions and;
proach and goaround keep the Autocoarsen to practice recovery from stall warning with a
System ON even if the training objective involves nose up trimmed aircraft and with power on
handling of the aircraft with Autocoarsen System Remember that severe icing conditions do not ne-
inoperative. cessarily mean a large amount of ice accretion, but
When restoring power after a simulated engine ice buildup giving a large impact on the aircrafts
failure, there is a possibility for a momentary performance.
autocoarsen system activation when the PL is
When encountering severe icing conditions, imme-
advanced through 64 degrees PLA. Therefore it
diate action is required to maintain minimum safe
is recommended to momentarily turn the system
speed. Experiences from real life incidents and ac-
OFF during PL advancement and ON again after
cidents, shows that pilots are surprised by the rapid
power has been restored.
reduction of speed and do not take immediate and
3. SIMULATOR TRAINING appropriate actions to prevent the situation to devel-
op into a stall.
3.1 General
When encountering a stall warning in icing condi-
Simulator response might not necessarily represent tions with the autopilot tracking in ALTS mode, the
a real aircraft since limited aerodata is available at auto trim is trying to trim out the forces in pitch by
excessive attitudes. The same applies to system increasing pitch attitude to maintain altitude. When
functions. reaching stall warning, this will result in the aircraft
being trimmed in a nose up attitude. This may re-
Recovery from stall:
quire, as part of a stall recovery, a positive nose
Same as for aircraft training. If practiced with ice, down input from the pilots, as long as the stick
expect a slower than normal recovery. pusher level has not been reached. The training
Recovery from excessive roll: shall demonstrate the rapid reduction in speed and
Some simulators have preprogrammed roll off that a positive pitch down might be required for re-
maneuvers included which makes it easy to train. covery.
If no preprogrammed roll off is included, the train- The above scenarios are typically not programmed
ing can be performed as follows: At initial condi- in the simulators and the intentions are to give the
tion with approximately 130 KIAS steady flight, instructors hints on how to illustrate these situations
the pilot to be trained closes his/her eyes and the during simulator training. Before the simulator train-
simulator is set up in a condition with an exces- ing begins, a thorough briefing shall be performed
sive roll, 90130 degrees left or right, with a nose about the objectives of the training. The briefing
down attitude of 20 to 30 degrees. Then the con- shall also include a review of stall recovery tech-
trol is given back to the pilot to be trained which niques.
then opens his/her eyes and performs a proper
Ice accretion, in the simulator, is normally made by
recovery.
an increase in weight and does not properly repro-
The important thing in this training is to familiar-
duce a real life ice condition. Below is an attempt to
ize the pilots with the flight instrument indications
build up a scenario to demonstrate one possible
and learn how to interpret this information in or-
way to a more accurate simulation of severe icing
der to perform the correct actions.
condition and the consequences of bringing the air-
Expect a large altitude loss during the maneuver. craft to stall warning. For best result in simulation of
25/12
PAGE 4
Dec 01/15
TRAINING
performance degradation, OAT is the main para- aft by the autopilot with pitch trim still running
meter to be manipulated. nose up.
The scenario described below has been tested and ELEV mistrim caution annunciator illuminates on
verified in the Saab 340 B simulator at Arlanda, the EADI as the nose pitches sharply down ap-
Stockholm. proximatly 25 degrees with stall warning activ-
ated. The simulator will shake about at this point.
Conditions: Increase in speed is instant as altitude is traded
TOW: 12 500 kg / 27 500 lbs for speed.
CG: AFT (32 %)
NOTE
OAT at takeoff: +5 C
Climb to FL150 / 15 000 ft The behavior of the simulator does not necessar-
ily represent a real aircraft response, but is suffi-
During climb, control the surface OAT to be main-
cient for demonstration of speed/ice build up.
tained in the range of 5 to 10 C i.e. as the air-
craft climbs, OAT decreases. When approaching an
OAT of 10 C, begin to step increase the surface 4. SPEED AWARENESS
temperature to maintain the OAT within the range of Except for flight training stall warning and stall
5 to 10 C. ident recovery, the flight crew should be trained
never to fly below minimum speed.
Start building the scenario by gradually increase the
icing level. When going through icing levels from The flight crew should be trained in handling
moderate to severe, an increase in vibrations proper bug setting.
should be felt. As the climb performance begins to
slowly decrease, the crew will be required to gradu-
ally reduce the airspeed to continue climb.
NOTE
When Deice Boots cycle, vibrations will almost
stop completely for a moment before increasing
again simulating ice shedding and performance
gain. The same thing happens when the prop
deice cycles ON and OFF.
At FL150/15 000 ft set 45% TRQ and 1230

PRPM. This power setting represent MAX
CRUISE PWR and shall be maintained.
Let the airspeed increase to above 180 KIAS and
then start to increase the icing level to severe/
very severe. Airspeed should start to decrease.
When speed decreases below 170 KIAS, the
nose will start to rise towards 45 degrees nose
up.
Decreasing through 165 KIAS, elevator trim will
begin to trim nose up to maintain altitude.
Decreasing through 160 KIAS, vibrations should
increase as speed decreases. At 160 KIAS in
ALTS mode, the vertical speed rate rapidly in-
creases with the nose remaining 45 degrees
nose up. The control column will be seen moving
25/12
PAGE 5
Dec 01/15
TRAINING
HDG VS
AP 20 20 ALTS
F
10 10
10 10
S
20 20
0
DH747
Fig. 1 EADI presentation during a Roll off
HDG VS
EADI will maintain all information
AP ALTS
up to a bank angle of 65 or 20
F nose down (30 nose up).
The autopilot will not disconnect at

extreme attitudes. The autopilot
servos will however cease to give
any steering commands (command
S
cutout) if the pitch rate/normal
acceleration and/or roll rate/bank
0 angle exceed certain limits. (See
DH747
AOM 3.1).
25/12
PAGE 6
Dec 01/15
TRAINING
At bank angles exceeding 65 or

more than 20 nose down (30
nose up), all information except
attitude is removed from the EADI.
A22010
One cue for recovery (roll in the

correct direction) is to look for the
blue sky and roll in the shortest
direction towards the sky to
recover.
A22012
25/12
PAGE 7
Dec 01/15
TRAINING
Regardless of roll/pitch attitude

there will always be blue sky and
brown ground displayed on the
EADI for orientation.
30
Regardless of roll/pitch attitude

there will always be blue sky and
50 brown ground displayed on the
EADI for orientation.
At excessive pitch attitudes there
will be pitch arrows displayed,
pointing in the recovery direction.
25/12
PAGE 8
Dec 01/15
Aircraft Operations Manual POWER SETTINGS
CONTENTS
Power Settings
26/1 Introduction.
26/2 Takeoff power.
26/3 Max continuous power.
26/4 Max climb power.
26/5 Max cruise power.
26/6 Goaround power
26 CONTENTS
PAGE 1
Apr 01/15
26 CONTENTS
PAGE 2
Apr 01/15
CT7--9B
Introduction
1. ABBREVIATIONS -- ITT limit for Max Continuous Power is 944_C.
This limit must not be used as a limit for takeoff
AEO All Engines Operative, All Engines Opera- power.
tive operation. -- Is provided for one engine operation and if re-
OEI One Engine Inoperative, One Engine Inop- quired, for two engine operation in severe icing
erative operation. conditions. It is not intended for use during nor-
mal icing conditions, climb expedites from ATC
MCP Max Continuous Power.
etc.
2. GENERAL 5. CLIMB POWER (ENG A/I OFF)
Torque is the main parameter for setting power. Set -- Set TRQ according to charts. Monitor TRQ to
torque according to charts. Torque varies with pro- correspond to chart values throughout the climb.
peller RPM, altitude and SAT.
6. CLIMB POWER (ENG A/I ON)
-- For a constant PL setting:
-- Set TRQ according to charts. Monitor TRQ to
TRQ will increase with speed or with reduced
correspond to chart values throughout the climb.
PROP RPM;
-- The ITT will be approx. 10_C higher compared to
TRQ will decrease with increasing altitude;
A/I OFF.
PL movements will have a high influence on
TRQ at lower altitudes and on ITT at higher 7. MAX CRUISE POWER
altitudes; -- Set TRQ according to charts. Monitor TRQ to
At constant a/c conditions and torque setting correspond to chart values.
ITT varies between engines and with engine
8. CLIMB/CRUISE POWER WITH ECS OFF
age. The engine will run warmer with time.
-- May be used by APU equipped aircraft and/or
3. TAKEOFF POWER when operating an engine with ECS OFF.
(With CTOT on ground. With and without -- Limited to TRQ 100%/ITT 940_C.
CTOT airborne). -- Valid for max climb/cruise power only.
-- Is the AEO power which may be set during take- -- Increase chart values for ECS ON by delta
off and go--around. torque (%) as below:
-- To be set during takeoff and go--around (see item
9 restrictions) by selecting the CTOT switch to Altitude A/I OFF A/I ON
either <5000 ft 5 6
-- ON or APR position. With the APR system 5--15000 ft 4 5
armed, another 7% delta TRQ will automatically 15--25000 ft 3 4
be added after an engine failure.
> 25000 ft 2 3
-- For go--around the power may be set without
CTOT.
NOTE
-- The Power is flat rated at 100% TRQ to 35_C at
SL (ECS OFF, ENG A/I OFF). There are no range charts available for this pow-
-- PROP RPM 1384. er setting.
4. MAX CONTINUOUS POWER

-- Flat rated at 100% TRQ to 34_C at S.L. (ECS
OFF, ENG A/I OFF).
-- PROP RPM 1384.
26/1
PAGE 1
Dec 01/15
CT7--9B
Introduction
9. GO--AROUND POWER
(Without CTOT airborne).
-- Power to be set during AEO and OEI go--around
only. Intended to be used only by those operators
where use of CTOT/APR in a go--around is re-
stricted by national regulations and where re-
quired performance in a go--around will not be
obtained by use of Takeoff Power set without
CTOT/APR, hence, without the 7% delta TQ au-
tomatic feature.
-- ITT/time limits are 950_C / 5 minutes.
NOTE
If Go--around Power is set higher than Takeoff
Power, an additional engine cycle must be added
to the normal cycle life count.
Takeoff + landing = one (1) cycle
Takeoff +
go--around + landing = 2 cycles
26/1
PAGE 2
Dec 01/15
CT79B
Takeoff power
TAKEOFF POWER
(With CTOT on ground. With or without CTOT airborne.)
Correction (ft) to be added (with sign) to elevation to obtain pressure altitude.
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE
TORQUE (%) vs OAT (C)
(ft) <10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 100 98 94 89 85
0 100 100 95 90 86 82
1000 100 100 99 96 91 87 82
2000 100 98 97 92 88 83 79
3000 100 99 96 93 88 84 80 75
4000 100 100 98 94 89 85 80 76
5000 100 99 98 94 90 85 81 77 73
6000 100 99 97 94 90 86 82 77 73
7000 100 99 97 94 90 86 82 78 74 70
8000 100 98 96 93 90 86 82 78 75 71 67
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE
ALTITUDE
TORQUE (%) vs OAT (C)
(ft) <20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 100 98 94 89 84 79 76
0 100 95 90 85 80 76 72
1000 100 100 98 92 87 82 77 73
100
2000 100 99 98 93 88 83 78 74 70
3000 100 97 95 89 84 79 74 70 67
4000 100 98 95 91 86 81 76 71 67
5000 100 100 100 96 92 87 82 77 72 68 64
6000 100 99 98 95 92 88 83 78 73 69 65
7000 100 100 97 94 91 88 84 79 75 70 66 62
8000 100 98 96 93 90 88 85 80 76 71 67 63
26/2
PAGE 1
Jun 01/16
CT79B
Takeoff power
TAKEOFF POWER
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
PRESSURE TORQUE (%) vs OAT (C)

ALTITUDE
(ft) <20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 100 99 97 93 88 84 80
0 100 97 94 89 84 80 76
1000 100 100 98 94 90 85 81 77
2000 100 99 96 91 86 81 77 73
3000 100 98 96 92 87 82 78 74 70
4000 100 99 96 92 88 83 79 74 70
5000 100 100 97 93 88 84 80 75 71 67
6000 100 98 96 93 89 85 80 76 72 68
7000 100 100 98 95 92 89 85 81 77 72 69 65
8000 100 99 97 94 91 88 85 81 77 73 69 65 62
ECS ON
ENG A/I ON
1384 PRPM
PRESSURE TORQUE (%) VS OAT (C)

ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 100 99 98 94 88 83 78 74 71
0 100 98 95 90 84 79 74 71 67
1000 100 100 99 95 91 85 80 75 71 68
2000 100 97 92 87 81 77 72 68 64
3000 100 100 99 93 88 83 78 73 69 65 61
4000 100 99 98 94 89 84 79 74 70 66 62
5000 100 100 100 97 94 90 86 81 76 71 66 63
6000 100 99 98 96 93 90 86 82 77 72 67 63 60
7000 100 100 100 100 100 100 100 100 98 95 92 89 86 83 78 74 69 64 60
8000 98 99 99 99 99 99 98 97 94 91 88 85 82 79 75 70 65 61
26/2
PAGE 2
Jun 01/16
CT79B
Takeoff power
TAKEOFF POWER
(DERIVATIVE ENGINE TAKEOFF RATING)
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) VS OAT (C)
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 100 95 91 86 82 78
0 100 98 93 88 84 80 76
1000 100 95 91 86 81 77
2000 100 97 93 88 83 79 75
3000 100 100 95 91 86 81 77 73
4000 100 95 91 87 83 78 74
5000 100 100 96 92 87 83 79 75 71
6000 100 98 95 91 87 83 79 75 72
7000 100 100 97 94 91 87 84 80 76 72 68
8000 100 100 99 96 93 90 87 84 80 76 72 69 65
9000 99 100 100 100 100 100 100 100 97 94 92 89 87 83 80 76 73 69 65
10000 95 96 97 98 98 98 98 95 93 90 88 86 83 80 77 73 69 66 62
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 100 97 91 86 81 76 72
0 100 94 89 84 79 74 70
1000 100 96 90 85 80 75 71
2000 100 96 92 86 81 76 72 68
3000 100 100 96 93 88 83 78 73 69 65
4000 100 98 93 89 84 79 74 70 66
5000 100 100 96 93 89 85 80 75 70 66 62
6000 100 99 96 93 89 85 81 76 72 67 63
7000 100 97 95 92 89 85 81 77 73 68 64 60
8000 100 100 100 100 100 100 100 100 97 94 91 88 85 81 78 74 69 65 61
9000 97 98 99 99 99 99 99 97 93 90 87 84 81 78 74 70 66 62
10000 93 94 95 95 95 95 95 92 89 86 83 81 78 74 71 67 63 59
26/2
PAGE 3
Jun 01/16
CT79B
Takeoff power
TAKEOFF POWER
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) vs OAT (C)
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 100 95 90 85 81 77 73
0 100 98 93 87 83 78 74 71
1000 100 95 90 85 80 76 72
2000 100 97 93 87 82 78 74 70
3000 100 100 97 94 89 85 80 75 72 68
4000 100 98 94 90 85 81 77 73 69
5000 100 100 98 94 90 86 82 77 73 69 65
6000 100 99 96 93 90 86 82 78 74 70 66
7000 100 100 98 96 92 89 86 82 78 74 70 67 63
8000 99 100 100 100 100 100 100 100 97 95 92 89 85 82 79 75 71 67 63
9000 96 97 98 98 98 98 98 96 93 91 88 85 82 79 75 71 68 64
10000 92 93 94 94 94 94 94 92 90 87 84 81 79 75 72 68 64
26/2
PAGE 4
Jun 01/16
CT79B
Takeoff power
TAKEOFF POWER
(Without CTOT on ground.)
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
PRESSURE
ALTITUDE TORQUE (%) VS OAT ( C)
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 93 92 88 83 79
0 93 89 84 80 76
1000 93 89 85 80 76
2000 93 90 86 81 77 73
3000 93 93 91 87 82 78 74
4000 93 91 87 83 79 75 71
5000 93 91 87 83 79 75 71 67
6000 93 91 88 84 80 76 72 68
7000 93 93 90 88 84 80 76 72 69 65
8000 93 92 89 87 84 80 77 73 69 66
ECS OFF
ENG A/I ON
1384 PRPM
PRESSURE TORQUE (%) VS OAT ( C)

ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10
1000
0
1000
2000
3000 93
4000 93
5000 93 93 89
6000 93 92 89 85
7000 93 91 88 85 82
8000 93 90 87 84 82 79
26/2
PAGE 5
Jun 01/16
CT79B
Takeoff power
26/2
PAGE 6
Jun 01/16
CT79B
Max. Continuous power
MAX CONTINUOUS POWER
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS
Flight TORQUE (%) VS SAT (C)

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
120 91 91 92 92 92 92 92 92 91 89 87 84 81 78 74 70 66 63
110 95 95 95 95 95 96 96 96 95 93 90 88 85 81 77 73 70 66
100 99 99 99 99 99 99 99 99 99 97 94 91 88 84 80 77 73 69 65
90 100 100 100 100 100 100 100 100 100 98 97 95 92 88 84 80 76 72 68
80 100 100 99 95 92 88 84 79 75 71 67
70 100 99 97 95 92 87 83 78 74 71
60 100 99 98 95 91 86 82 78 74
50 100 99 98 94 90 85 81 77 73
40 100 100 100 98 94 89 84 80 76
30 100 99 96 93 88 83 79 75
20 100 98 96 92 87 83 79
10 100 99 98 95 91 86 82
0 100 100 99 94 89 85 81
10 100 97 93 88 84
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
120 89 89 89 89 89 89 89 89 88 85 82 80 77 73 69 64 60 57
110 93 93 93 93 93 93 93 93 91 89 86 83 80 76 72 67 63 59
100 96 96 96 97 97 97 97 96 95 92 89 86 84 79 75 70 66 62 59
90 100 100 100 100 100 100 100 100 98 96 93 90 87 83 78 74 69 65 61
80 100 100 97 94 91 87 82 77 72 68 64 61
70 100 98 97 94 90 86 81 76 71 67 64
60 100 100 98 94 89 84 79 74 70 67
50 100 96 93 88 83 78 73 70 66
40 100 97 92 86 81 77 72 69
30 100 100 96 90 85 80 76 72 68
20 100 99 94 88 83 79 75 71
10 100 97 92 87 82 78 74
0 100 96 90 86 81 77 74
10 100 94 89 84 80 77
26/3 S1
Applicable to a/c without New HMU (Mod 3052, SB 71058). PAGE 1
Apr 01/15
CT79B
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
FL TORQUE (%) VS SAT (C) CORR FOR KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
310 42 42 42 41 41 40 39
300 43 43 43 43 43 42 41 40 38
290 45 45 45 45 45 45 43 42 40 38
280 47 47 47 47 47 47 45 44 42 40 38
270 49 49 49 49 49 49 48 46 45 43 41 38
260 51 51 51 51 51 51 50 49 47 45 43 40 38
250 53 53 53 53 53 53 52 51 49 47 45 43 40
240 55 55 55 55 55 55 55 54 52 50 48 45 43 40
230 57 57 57 57 57 57 57 56 54 52 50 48 45 42
1%
220 59 59 59 59 59 59 59 58 57 55 53 50 47 45 per
210 61 61 61 61 61 62 61 61 59 58 55 53 50 47 20 kts
200 64 64 64 64 64 64 64 63 62 60 58 55 52 50 47
190 67 66 66 66 66 67 67 66 65 63 61 58 55 52 49
180 69 69 69 69 69 69 69 69 68 66 64 61 58 55 52 49
170 72 72 72 72 72 72 72 72 71 69 67 64 61 58 54 51
160 75 75 75 75 75 75 75 75 74 72 70 67 64 60 57 54 51
150 79 78 78 78 78 78 78 78 77 75 73 70 67 64 60 57 53
140 82 82 81 81 81 81 81 81 80 78 76 73 70 67 63 59 56
130 85 85 85 85 85 85 85 85 83 82 79 77 73 70 66 62 59 56
120 89 89 88 88 88 88 88 88 87 85 83 80 77 73 69 65 62 58
110 92 92 92 92 92 92 92 92 91 89 86 83 80 76 72 68 65 61
100 96 96 96 96 96 96 96 96 95 93 90 87 84 80 75 72 68 64 61
1%
90 98 98 98 98 98 98 98 98 98 96 93 90 87 83 79 75 71 67 64
per
80 100 100 100 100 100 100 100 100 100 100 97 94 91 87 82 78 74 70 66 63
30 kts
70 100 99 97 95 91 86 82 77 73 69 66
60 100 100 98 94 90 85 81 76 72 69
50 100 99 96 93 89 84 80 76 72
40 100 99 96 93 88 83 79 75 71
100
30 100 99 98 96 92 87 82 78 74
20 100 100 99 95 90 86 81 77 73
10 100 98 93 89 85 81 77
0 100 97 93 89 84 80 76
10 100 99 96 92 88 83 79
26/3 S1
Apr 01/15
CT79B
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
CORR
Flight TORQUE (%) VS SAT (C) FOR
level KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10
310 40 40 40 40 40 38 37
300 42 42 42 42 41 40 39 37
290 44 44 44 44 43 42 41 39 37
280 45 45 45 45 45 44 43 41 39 37
270 47 47 47 47 47 46 45 44 42 40 38
260 49 49 49 49 49 48 47 46 44 42 40 37
250 51 51 51 51 51 50 49 48 46 44 42 40 37
240 53 53 53 53 53 53 52 50 49 47 44 42 39
230 55 55 55 55 55 55 54 53 51 49 47 44 41 39
220 57 57 57 58 58 58 57 55 53 51 49 47 44 41
210 60 60 60 60 60 60 59 58 56 54 52 49 46 43
200 62 62 62 62 62 62 62 60 59 57 54 52 49 46
1%
190 65 64 65 65 65 65 64 63 61 59 57 54 52 48
per
180 67 67 67 67 67 67 67 66 64 62 60 57 54 51
20 kts
170 70 70 70 70 70 70 70 69 67 65 63 60 57 53
160 73 73 73 73 73 73 73 72 70 68 66 63 60 56
150 76 76 76 76 76 76 76 75 73 71 69 66 63 59
140 79 79 79 79 79 79 79 78 76 74 72 69 65 62
130 82 82 82 82 82 82 82 82 80 77 75 72 69 65
120 86 86 86 86 86 86 85 85 83 80 78 75 72 68
110 89 89 89 89 89 89 89 88 86 84 81 78 75 71
100 93 93 93 93 93 93 93 91 90 87 85 82 78 74
90 97 97 97 96 96 96 96 95 94 91 88 85 82 78
80 100 100 100 100 100 100 100 100 97 95 92 89 85 81
70 100 99 97 95 93 89 85
60 100 100 99 96 93 88
50 100 98 96 92
40 100 99 96
30 100 100 98
20 100
10
0
10
26/3 S1
Apr 01/15
CT79B
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
120 91 91 91 91 91 91 91 91 91 89 87 84 81 78 74 70 66 63
110 95 95 95 95 95 95 95 95 95 93 90 88 85 81 77 73 70 66
100 98 98 99 99 99 99 99 99 99 96 94 91 88 84 80 77 73 69 65
90 100 100 100 100 100 100 100 100 100 100 97 95 92 88 84 80 76 72 68
80 100 99 95 92 88 83 79 75 71 67
70 100 99 95 91 87 83 78 74 71
60 100 99 95 91 86 82 78 74
50 100 99 94 90 85 81 77 73
40 100 98 94 89 84 80 76
30 100 100 97 93 88 83 79 75
20 100 96 92 87 83 79
10 100 95 91 86 82
0 100 99 94 89 85 81
10 100 98 93 88 84
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
120 89 89 89 89 89 89 89 89 87 85 82 80 77 73 69 64 60 57
110 92 92 92 92 92 92 92 92 91 88 86 83 80 76 72 67 63 59
100 96 96 96 96 96 96 96 96 95 92 89 86 84 79 75 70 66 62 59
90 100 100 100 100 100 100 100 100 99 96 93 90 87 83 78 74 69 65 61
80 100 100 97 94 91 87 82 77 72 68 64 61
70 100 97 94 90 86 81 76 71 67 64
60 100 99 94 89 84 79 74 70 67
50 100 98 93 88 83 78 73 70 66
40 100 97 92 86 81 77 72 69
30 100 100 95 90 85 80 76 72 68
20 100 99 94 88 83 79 75 71
10 100 98 92 87 82 78 74
0 100 95 90 86 81 77 74
10 100 94 89 84 80 77
26/3 S1
Apr 01/15
CT79B
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
250 53 52 52 52 53 52 52 51 49 47 45 43 40
240 55 54 54 55 55 54 54 54 52 50 48 45 43 40
230 57 56 57 57 57 57 56 56 54 52 50 48 45 42
220 59 59 59 59 59 59 58 58 57 55 53 50 47 45
210 61 61 61 61 61 61 61 60 59 58 56 53 50 47
1%
200 63 63 63 63 63 63 63 63 62 60 58 55 53 50 47
per
190 66 66 66 66 66 66 66 66 65 63 61 58 55 52 49 20 kts
180 68 68 68 68 68 68 68 68 67 66 63 61 58 55 52 49
170 72 71 71 71 71 71 71 71 70 68 66 64 61 58 54 51
160 74 74 74 74 74 74 74 74 73 71 69 67 64 60 57 54 51
150 78 78 78 78 78 78 78 77 76 74 72 70 67 64 60 57 53
140 81 81 81 81 81 81 81 80 80 78 75 73 70 67 63 59 56
130 84 84 84 84 84 84 84 84 84 81 79 76 73 70 66 62 59 56
120 88 88 88 88 88 88 88 88 88 85 83 80 77 73 69 65 62 58
110 92 92 91 91 91 91 91 91 91 89 86 83 80 76 72 68 65 61
100 96 96 95 95 95 95 95 95 95 92 90 87 84 80 75 72 68 64 61
1%
90 99 99 99 99 99 99 99 99 99 96 93 90 87 83 79 75 71 67 64
per
80 100 100 100 100 100 100 100 100 100 100 97 94 91 87 82 78 74 70 66 63
30 kts
70 100 98 95 91 86 82 77 73 69 66
60 100 98 94 90 85 81 76 72 69
50 100 98 93 89 84 80 76 72
40 100 97 93 88 83 79 75 71
100
30 100 96 92 87 82 78 74
20 100 95 90 86 81 77 73
10 100 94 89 85 81 77
0 100 98 93 89 84 80 76
10 100 97 92 88 83 79
26/3 S1
Apr 01/15
CT79B
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
CORR
level KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10
250 51 51 51 51 51 51 49 48 46 44 42 39 37
240 53 53 53 53 53 53 52 50 49 47 44 42 39
230 55 55 55 55 55 55 54 53 51 49 47 44 41 39
220 57 57 57 57 57 57 56 55 53 51 49 47 44 41
210 59 59 59 59 59 59 59 58 56 54 52 49 46 43
200 61 61 61 61 61 61 61 60 59 57 54 52 49 46
190 64 64 64 64 64 64 64 63 61 59 57 54 52 48
180 67 66 67 67 67 67 67 66 64 62 60 57 54 51
170 70 69 69 69 69 69 69 69 67 65 63 60 57 53
160 72 72 72 72 72 72 72 71 70 68 66 63 60 56
150 75 75 75 75 75 75 75 74 73 71 69 66 63 59
1%
140 78 78 79 79 79 79 79 78 76 74 72 69 65 62
per
130 82 82 82 82 82 82 82 82 79 77 75 72 69 65
20 kts
120 85 85 85 85 85 85 85 85 83 80 78 75 72 68
110 89 89 89 89 89 89 89 89 86 84 81 78 75 71
100 92 92 92 92 92 92 92 92 90 87 85 82 78 74
90 96 96 96 96 96 96 96 96 93 91 88 85 82 78
80 99 99 99 99 99 99 99 99 97 95 92 89 85 81
70 100 100 100 100 100 100 100 100 100 99 95 93 89 85
60 100 100 96 93 88
50 100 96 92
40 100 96
30 100 100
20
10
0
10
26/3 S1
Apr 01/15
CT79B
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
120 95 96 97 98 98 98 96 95 92 89 87 84 81 78 74 70 66 63
110 98 98 99 99 99 99 98 97 96 93 90 88 85 81 77 73 70 66
100 100 100 100 100 100 100 100 100 100 97 94 91 88 84 80 77 73 69 65
90 100 98 97 95 92 88 84 80 76 72 68
80 100 100 99 95 92 88 84 79 75 71 67
70 100 99 97 95 92 87 83 78 74 71
60 100 99 98 95 91 86 82 78 74
50 100 99 98 94 90 85 81 77 73
40 100 100 98 94 89 84 80 76
30 100 100 99 96 93 88 83 79 75
20 100 98 96 92 87 83 79
10 100 99 98 95 91 86 82
0 100 100 99 94 89 85 81
10 100 97 93 88 84
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
120 93 94 95 96 96 95 93 90 88 85 82 80 77 73 69 64 60 57
110 97 97 97 98 98 97 96 94 91 89 86 83 80 76 72 67 63 59
100 100 100 100 100 100 100 100 98 95 92 89 86 84 79 75 70 66 62 59
90 100 99 96 93 90 87 83 78 74 69 65 61
80 100 100 97 94 91 87 82 77 72 68 64 61
70 100 98 97 94 90 86 81 76 71 67 64
60 100 100 98 94 89 84 79 74 70 67
50 100 96 93 88 83 78 73 70 66
40 100 97 92 86 81 77 72 69
30 100 100 96 90 85 80 76 72 68
20 100 99 94 88 83 79 75 71
10 100 97 92 87 82 78 74
0 100 96 90 86 81 77 74
10 100 94 89 84 80 77
26/3 S2
Applicable to A/C with New HMU (Mod 3052, SB 71058). PAGE 1
Apr 01/15
CT79B
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
310 44 45 44 43 42 41 39 38
300 46 46 46 45 44 43 41 40 38
290 48 48 48 48 46 45 44 42 40 38
280 50 50 50 50 49 47 46 44 42 40 38
270 52 52 52 52 51 50 48 46 45 43 41 38
260 54 55 55 54 53 52 50 49 47 45 43 40 38
250 56 57 57 57 56 54 53 51 49 47 45 43 40
240 58 59 59 59 58 57 55 54 52 50 48 45 43 40 1%
per
230 61 61 61 61 61 59 58 56 54 52 50 48 45 42
20 kts
220 63 63 64 64 63 62 60 59 57 55 53 50 47 45
210 65 66 66 66 66 65 63 61 60 58 56 53 50 47
200 68 68 68 68 69 67 66 64 62 60 58 55 53 50 47
190 71 71 71 71 71 70 69 67 65 63 61 58 55 52 49
180 74 74 74 74 74 73 72 70 68 66 64 61 58 55 52 49
170 77 77 77 78 77 76 75 73 71 69 67 64 61 58 54 51
160 80 80 81 81 81 79 78 76 74 72 70 67 64 60 57 54 51
150 83 83 84 84 84 83 81 80 78 75 73 70 67 64 60 57 53
140 86 87 87 88 87 86 85 83 81 78 76 73 70 67 63 59 56
130 90 90 91 91 91 90 89 87 84 82 79 77 73 70 66 62 59 56
120 93 94 94 95 95 94 92 91 88 85 83 80 77 73 69 65 62 58
110 97 97 97 97 97 97 96 94 92 89 86 83 80 76 72 68 65 61
100 100 100 100 100 100 100 100 98 95 93 90 87 84 80 75 72 68 64 61

1%
90 100 99 98 96 93 90 87 83 79 75 71 67 64
per
80 100 100 100 97 94 91 87 82 78 74 70 66 63
30 kts
70 100 99 97 95 91 86 82 77 73 69 66
60 100 100 98 94 90 85 81 76 72 69
50 100 99 96 93 89 84 80 76 72
40 100 99 96 93 88 83 79 75 71
100
30 100 99 98 96 92 87 82 78 74
20 100 100 99 95 90 86 81 77 73
10 100 98 93 89 85 81 77
0 100 97 93 89 84 80 76
10 100 99 96 92 88 83 79
26/3 S2
Apr 01/15
CT79B
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
CORR
level KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10
310 43 43 42 41 40 38 37
300 45 45 44 43 41 40 39 37
290 47 47 46 45 44 42 41 39 37
280 49 49 48 47 46 44 43 41 39 37
270 51 51 51 50 48 46 45 44 42 40 37
260 53 53 53 52 50 49 47 46 44 42 39 37
250 55 55 55 54 53 51 50 48 46 44 42 39 37
240 57 57 57 57 55 54 52 50 49 47 44 42 39 37
230 59 59 60 59 58 56 54 53 51 49 47 44 41 39
220 61 61 62 62 61 59 57 55 53 51 49 47 44 41
210 63 64 64 64 64 62 60 58 56 54 52 49 46 43
200 66 66 66 66 66 65 63 61 59 57 54 52 49 46
1%
190 69 69 69 69 69 67 65 63 61 59 57 54 52 48
per
180 71 72 72 72 71 70 68 66 64 62 60 57 54 51
20 kts
170 75 75 75 75 75 73 71 69 67 65 63 60 57 53
160 78 78 78 79 78 76 75 72 70 68 66 63 60 56
150 81 81 81 82 81 80 78 76 73 71 69 66 63 59
140 84 85 85 85 85 83 81 79 76 74 72 69 65 62
130 88 88 88 89 88 87 85 82 80 77 75 72 69 65
120 91 92 92 93 92 90 88 86 83 80 78 75 72 68
110 95 95 96 96 96 94 92 89 87 84 81 78 75 71
100 99 99 99 100 100 98 96 93 90 87 85 82 78 74
90 99 100 100 100 99 98 96 94 91 88 85 82 78
80 100 100 100 100 97 95 92 89 85 81
70 100 99 97 95 93 89 85
60 100 100 99 96 93 88
50 100 98 96 92
40 100 99 96
30 100 100 98
20 100
10
0
10
26/3 S2
Apr 01/15
CT79B
ECS OFF
ENG A/I OFF
1384 PRPM
130 + 20 KIAS

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
120 95 96 97 98 98 96 95 93 91 89 87 84 81 78 74 70 66 63
110 100 100 100 100 100 100 99 97 95 93 90 88 85 81 77 73 70 66
100 100 100 100 97 94 91 88 84 81 77 73 69 65
90 100 97 95 92 88 84 80 76 72 68
80 100 99 95 92 88 83 79 75 71 67
70 100 99 95 91 87 83 78 74 71
60 100 99 95 91 86 82 78 74
50 100 99 94 90 85 81 77 73
40 100 98 94 89 84 80 76
30 100 100 97 93 88 83 79 75
20 100 96 92 87 83 79
10 100 95 91 86 82
0 100 99 94 89 85 81
10 100 98 93 88 84
ECS OFF
ENG A/I ON
1384 PRPM
130 + 20 KIAS
level
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
120 94 94 95 95 95 94 92 90 88 85 82 80 77 73 69 64 60 57
110 96 97 97 98 99 98 96 94 91 89 86 83 80 76 72 67 63 59
100 100 100 100 100 100 100 100 98 95 92 89 86 84 79 75 70 66 62 59
90 100 99 96 93 90 87 83 78 74 69 65 61
80 100 100 97 94 91 87 82 77 72 68 64 61
70 100 97 94 90 86 81 76 71 67 64
60 100 99 94 89 84 79 74 70 67
50 100 98 93 88 83 78 73 70 66
40 100 97 92 86 81 77 72 69
30 100 100 95 90 85 80 76 72 68
20 100 99 94 88 83 79 75 71
10 100 98 92 87 82 78 74
0 100 95 90 86 81 77 74
10 100 94 89 84 80 77
26/3 S2
Apr 01/15
CT79B
ECS ON
ENG A/I OFF
1384 PRPM
130 KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
250 56 56 56 56 55 54 53 51 49 47 45 43 40
240 58 58 59 58 57 56 55 54 52 50 48 45 43 40
230 60 60 61 61 60 59 57 56 54 52 50 48 45 42
220 62 63 63 63 62 61 60 58 57 55 53 50 47 45
210 65 65 65 65 65 64 62 61 59 58 56 53 50 47
200 67 67 67 67 67 66 65 63 62 60 58 55 53 50 47
190 70 70 70 70 70 69 68 66 65 63 61 58 55 52 49
180 73 73 73 74 73 72 70 69 67 66 63 61 58 55 52 49 1%
per
170 76 76 76 77 76 75 73 72 70 68 66 64 61 58 54 51
20 kts
160 79 79 80 80 79 78 76 75 73 71 69 67 64 60 57 54 51
150 82 83 83 83 83 81 80 78 76 74 72 70 67 64 60 57 53
140 86 86 86 86 86 85 83 81 80 78 75 73 70 67 63 59 56
130 89 90 90 90 90 88 87 85 83 81 79 76 73 70 66 62 59 56
120 93 94 94 94 93 92 91 89 87 85 83 80 77 73 69 65 62 58
110 97 97 97 97 97 96 95 93 91 89 86 83 80 76 72 68 65 61
100 100 100 100 100 100 100 99 97 95 92 90 87 84 80 75 72 68 64 61

1%
90 100 100 98 96 93 90 87 83 79 75 71 67 64
per
80 100 100 97 94 91 87 82 78 74 70 66 63
30 kts
70 100 98 95 91 86 82 77 73 69 66
60 100 98 94 90 85 81 76 72 69
50 100 98 93 89 84 80 76 72
40 100 97 93 88 83 79 75 71
100
30 100 96 92 87 82 78 74
20 100 95 90 86 81 77 73
10 100 94 89 85 81 77
0 100 98 93 89 84 80 76
10 100 97 92 88 83 79
26/3 S2
Apr 01/15
CT79B
ECS ON
ENG A/I ON
1384 PRPM
130 KIAS
CORR
level KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10
250 54 54 55 54 53 51 50 48 46 44 42 39 37
240 56 57 57 56 55 54 52 50 49 47 44 42 39
230 58 59 59 59 58 56 54 53 51 49 47 44 41 39
220 60 61 61 61 60 59 57 55 53 51 49 47 44 41
210 63 63 63 63 63 61 60 58 56 54 52 49 46 43
200 65 65 66 66 65 64 62 61 59 57 54 52 49 46
190 68 68 68 69 68 67 65 63 61 59 57 54 52 48
180 71 71 71 72 71 70 68 66 64 62 60 57 54 51
170 74 74 74 75 74 73 71 69 67 65 63 60 57 53
160 77 77 77 77 77 76 74 72 70 68 66 63 60 56
150 80 80 81 81 80 79 77 75 73 71 69 66 63 59
1%
140 83 84 84 84 83 82 81 79 76 74 72 69 65 62
per
130 87 87 88 88 87 86 84 82 80 77 75 72 69 65
20 kts
120 90 91 91 92 92 90 88 85 83 80 78 75 72 68
110 94 95 95 95 96 94 92 89 87 84 81 78 75 71
100 99 99 99 99 100 98 96 93 90 87 85 82 78 74
90 99 99 100 100 100 98 96 94 91 88 85 82 78
80 100 100 100 100 98 95 92 89 85 81
70 100 99 95 93 89 85
60 100 100 96 93 88
50 100 96 92
40 100 96
30 100 100
20
10
0
10
26/3 S2
Apr 01/15
CT79B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I OFF
1230 PRPM
140 KIAS
CORR. FOR
Flight DEVIATION
level TORQUE (%) vs SAT (C) FROM 140
KIAS
65 60 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45
310 47 48 48 47 46 45 44 42 41 39 36
300 49 50 50 50 48 47 46 44 43 41 39
290 51 52 52 52 51 49 48 47 45 43 41 39 + 1%
280 53 54 54 54 53 52 50 49 47 45 43 41 38 per
270 55 56 56 57 56 54 53 51 49 47 45 43 40 38 20 kts
260 58 58 58 59 58 57 55 53 52 50 48 45 42 40
250 60 60 61 61 61 59 58 56 54 52 50 48 45 42 40
240 63 63 64 64 62 61 59 57 55 53 50 47 44 42
230 65 66 66 66 65 63 61 60 58 55 53 50 47 44
220 68 68 69 69 68 66 64 62 60 58 56 53 49 46 44
210 71 72 72 71 69 67 65 63 61 58 55 52 49 46
200 74 74 75 74 72 70 68 66 64 61 58 55 52 48 46
190 77 78 78 77 75 73 71 69 67 64 61 58 54 51 48 + 1%
180 80 81 81 81 79 77 74 72 70 67 64 61 57 53 50 48 per
170 84 84 84 82 80 78 75 73 70 67 63 60 56 53 50 30 kts
160 87 88 88 86 83 81 79 76 73 70 67 63 59 55 52
150 91 91 91 89 87 84 82 79 77 74 70 66 62 58 55 52
140 96 93 91 88 86 83 80 77 74 70 66 62 58 55 52
130 100 97 95 92 89 86 84 81 77 73 68 65 61 58 54
120 100 99 96 93 90 88 84 80 76 72 68 64 60 57 54
110 100 100 97 94 91 88 84 79 75 71 67 63 60 57
100 100 98 95 92 88 83 78 74 70 66 62 59 56
90 100 99 96 91 87 82 77 73 69 65 62 59
80 100 100 95 90 86 81 76 72 68 64 61 58
70 100 99 94 89 84 80 75 71 67 64 61 + 1%
60 100 98 93 88 83 79 74 70 67 63 59 per
50 100 97 92 87 82 78 73 69 66 61 40 kts
40 100 96 91 86 81 77 72 68 64
30 100 94 89 84 80 76 72 67
20 100 98 93 88 83 79 75 70
10 100 97 92 87 82 78 73
26/4
PAGE 1
Apr 01/15
CT79B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1230 PRPM
140 KIAS
CORR. FOR
Flight TORQUE (%) vs SAT (C) DEVIATION
level FROM 140 KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10
310 46 45 44 43 41 39
300 48 47 46 45 43 41 40 38
290 51 49 48 47 45 44 42 40 37
280 53 52 50 49 47 46 44 42 39 37
270 56 54 53 51 50 48 46 44 42 39 36
260 58 57 56 54 52 50 48 46 44 41 38 36
250 60 59 58 56 55 53 51 49 46 43 40 38
240 62 62 61 59 57 55 53 51 49 46 43 40 37
230 65 65 63 62 60 58 56 54 51 48 45 42 39
220 68 68 66 65 63 61 58 56 54 51 48 44 41
210 70 71 69 68 65 63 61 59 56 54 51 47 43
200 72 73 73 71 69 66 64 62 59 56 53 50 46 43
190 76 76 74 71 69 67 65 62 59 56 52 49 45
180 79 79 77 75 72 70 68 65 62 59 55 51 47
170 82 80 78 75 73 71 68 65 62 58 54 50 + 1%
160 86 84 81 79 76 74 71 68 65 61 57 53 per
150 90 87 85 82 80 77 75 72 68 64 60 56 40 kts
140 91 89 86 83 81 78 75 72 68 63 59 55
130 93 90 87 84 82 79 75 71 67 62 58
120 96 93 91 88 85 82 79 75 70 65 60
110 97 95 92 89 86 82 78 73 68 63
100 100 99 96 92 89 86 81 77 72 67
90 100 99 96 93 89 85 80 75 70
80 100 100 97 93 88 84 79 73
70 100 97 92 87 82 76
60 100 96 91 85 80
50 100 95 89 83
40 100 99 93 87
30 100 97 91
20 100 94
10 100 98
26/4
PAGE 2
Apr 01/15
CT79B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I OFF
1270 PRPM
140 KIAS
CORR
Flight FOR
level TORQUE (%) vs SAT (C) KIAS
65 60 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45
47 47 310 47 46 45 44 43 41 40 38 35
48 49 300 49 49 47 46 45 43 42 40 37
50 51 290 51 51 50 48 47 45 44 42 40 37
52 53 280 53 53 52 51 49 47 46 44 42 39 37
54 55 270 55 56 55 53 52 50 48 46 44 42 39 37 + 1%
57 57 260 57 58 57 56 54 52 50 49 46 44 41 39 per
59 59 250 60 60 60 58 57 55 53 51 49 46 44 41 38 20 kts
62 240 62 63 62 61 59 57 55 53 51 49 46 43 40
64 230 65 65 65 64 62 60 58 56 54 51 48 45 42
67 220 67 68 68 67 65 63 62 59 56 54 51 48 45 42
210 70 70 71 70 68 66 64 62 59 57 54 50 47 44
200 73 73 74 73 71 69 66 64 62 60 56 53 50 47 44
190 76 77 76 74 72 69 67 65 62 59 56 52 49 46
180 79 80 79 77 75 72 70 68 65 62 59 55 52 49 46
170 83 83 80 78 76 73 71 68 65 62 58 54 51 48 + 1%
160 86 86 84 81 79 77 74 71 68 65 61 57 54 51 per
150 89 90 88 85 82 80 77 75 72 68 64 60 56 53 50 30 kts
140 91 89 86 84 81 78 75 72 67 63 60 56 53 50
130 95 93 90 87 84 82 79 75 71 66 63 59 56 53
120 99 96 94 91 88 85 82 78 74 69 65 61 58 55 52
110 100 97 94 91 88 85 82 77 73 68 64 61 58 54
100 100 98 95 92 89 85 81 76 71 67 63 60 57 54
90 100 99 96 93 89 84 80 75 70 66 63 60 56
80 100 100 97 92 88 83 78 74 69 66 62 59 55
70 100 97 92 87 82 77 73 69 65 61 58 + 1%
60 100 95 90 85 80 76 72 68 64 60 56 per
50 100 94 87 84 79 75 71 67 63 58 40 kts
40 100 98 92 87 83 78 74 70 66 61
30 100 96 91 86 81 77 73 69 64
20 100 95 89 85 80 76 72 67
10 99 93 88 84 79 75 70
26/4
PAGE 3
Apr 01/15
CT79B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1270 PRPM
140 KIAS
CORR
Flight TORQUE (%) vs SAT (C) FOR
level KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10
310 45 44 43 41 40 38
300 47 46 45 43 42 40 38
290 50 48 47 46 44 42 41 38
280 52 51 49 48 46 44 43 40 38
270 55 53 52 50 48 47 45 43 40 37
260 57 56 54 52 51 49 47 45 42 40 37
250 59 58 57 55 53 51 50 47 45 42 39 36
240 61 61 59 57 56 54 52 50 47 44 41 38 36
230 64 64 62 60 58 56 55 52 50 47 44 41 38
220 66 67 65 63 61 59 57 55 52 49 46 43 40
210 69 70 68 66 64 62 60 58 55 52 49 45 42
200 72 72 71 69 67 65 62 60 58 55 51 48 44 42
190 75 74 72 70 67 65 63 61 58 54 50 47 44
180 78 78 75 73 70 68 66 63 60 57 53 49 46 + 1%
170 81 79 76 74 71 69 66 63 60 56 52 48 per
160 84 82 79 77 74 72 69 66 63 59 55 51 40 kts
150 88 85 83 80 78 75 73 70 66 62 58 54
140 89 87 84 81 79 76 73 70 66 61 57 53
130 90 88 85 82 79 76 73 69 64 60 56
120 94 91 88 85 83 80 76 72 67 63 58
110 95 92 89 86 83 80 75 71 66 61
100 99 96 93 90 87 83 79 74 69 64
90 100 100 96 94 90 87 82 77 72 67
80 100 97 94 90 86 81 76 71
70 100 98 94 90 85 79 74
60 100 98 93 88 83 77
50 100 97 92 86 81
40 100 95 90 85
30 100 99 94 88
20 100 97 91
10 100 95
26/4
PAGE 4
Apr 01/15
CT79B
Max. Climb power
MAX CLIMB POWER
ECS ON
ENG A/I ON
1384 PRPM
140 KIAS
CORR
Flight TORQUE (%) vs SAT (C) FOR
level KIAS
55 50 45 40 35 30 25 20 15 10 5 0 5 10
310 42 41 40 38 37 35
300 45 43 42 40 39 37 35
290 47 45 44 42 41 39 37 35
280 49 47 46 44 43 41 39 37 34
270 52 50 48 46 45 43 41 39 36
260 54 52 50 48 47 45 43 41 38 35
250 56 55 53 51 49 47 46 43 40 38 35
240 58 57 55 53 51 50 48 46 43 40 37 34
230 61 60 58 56 54 52 50 48 46 42 39 36
220 63 62 60 58 56 54 52 50 48 45 41 38 35
210 65 65 63 61 59 57 55 53 51 47 44 41 38
200 68 68 66 64 62 60 58 55 53 50 46 43 40 37
190 71 71 69 67 65 63 60 58 56 53 49 46 42 39 + 1%
180 73 74 72 70 67 65 63 61 58 55 51 48 44 41 per
170 77 75 73 70 68 66 64 61 58 54 51 47 43 40 kts
160 80 78 76 73 71 69 67 64 61 57 53 49 46
150 83 82 79 77 74 72 69 67 64 60 56 52 48
140 80 78 75 73 70 67 64 59 55 51 47
130 84 81 79 76 73 70 67 62 58 54 49
120 87 84 82 79 76 73 69 65 61 56 52
110 88 86 82 79 76 73 68 64 59 55
100 92 89 85 82 79 76 71 66 62 58
90 93 89 86 83 79 75 70 65 60
80 96 93 90 86 82 78 73 68 63
70 100 97 94 90 86 82 77 71 66
60 100 97 93 89 85 80 74 69
50 100 97 93 89 83 78 72
40 100 97 92 86 81 75
30 100 96 90 84 79
20 100 94 88 82
10 98 92 86
26/4
PAGE 5
Apr 01/15
CT79B
Max. Climb power
26/4
PAGE 6
Apr 01/15
CT79B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I OFF
1230 PRPM
Flight
level
TORQUE (%) vs SAT (C)
65 60 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45
50 50 310 50 48 47 46 44 42 40 38 36
53 52 300 52 51 50 48 46 45 43 41 39 36
55 55 290 55 54 52 51 49 47 45 43 41 38 36
58 58 280 58 57 55 53 52 50 48 46 43 41 38
61 61 270 61 60 58 57 55 53 51 49 46 43 40 38
64 64 260 64 63 61 60 58 56 54 52 49 46 43 40
67 67 250 67 66 64 63 61 59 57 54 51 49 45 42 40
240 70 69 68 66 64 62 60 57 54 51 48 46 42
230 74 73 71 69 67 65 63 60 58 55 51 48 45
220 77 77 75 73 71 69 66 64 61 58 54 51 47 44
210 81 80 79 76 74 72 70 67 64 61 58 54 51 47
200 84 84 82 80 78 76 73 71 68 64 61 57 53 50 47
190 88 86 84 81 79 77 74 71 67 63 59 55 52 49
180 91 89 87 85 82 80 77 74 70 66 62 58 53 51
170 93 91 88 86 83 80 77 72 69 64 61 56 53 50
160 96 94 91 89 86 83 80 75 71 67 63 59 55 52
150 100 98 95 92 89 86 83 78 74 69 65 61 58 54 51
140 100 98 96 93 90 86 81 77 72 68 64 60 57 53
130 100 99 97 93 89 84 80 75 71 67 63 59 56
120 100 100 97 93 88 83 78 74 70 65 61 58 55
110 100 96 91 86 82 77 73 68 64 60 57
100 100 95 90 85 80 75 71 67 63 59 55
90 100 98 93 88 83 78 73 69 66 62 57
80 100 97 91 86 81 76 72 68 64 59
70 100 95 89 84 79 75 71 66 61 57
60 100 98 92 87 82 78 73 68 63 59
50 100 95 90 85 80 76 71 66 61 56
40 100 98 93 88 83 78 73 68 63 58
30 100 96 91 86 81 75 70 65 60
20 100 99 94 89 84 78 72 67 62
10 100 97 92 87 81 75 69 64
26/5
PAGE 1
Apr 01/15
CT79B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1230 PRPM
Flight TORQUE (%) vs SAT (C)

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10
310 47 46 45 43 41 39 37
300 50 48 47 45 43 41 39 37
290 52 51 49 48 46 44 42 40 37
280 55 54 52 51 49 47 44 42 40 37
270 58 57 55 53 51 49 47 45 42 39 36
260 61 60 58 56 54 52 50 47 45 42 39
250 65 63 61 59 57 55 53 50 47 44 41 38
240 68 67 65 63 60 58 56 53 50 47 44 41
230 72 70 68 66 64 62 59 56 53 50 47 44 41
220 75 74 71 70 67 65 62 60 57 53 50 46 43
210 79 77 75 73 71 68 66 63 60 56 52 49 45
200 83 81 79 76 74 71 69 66 63 59 55 51 47 42
190 86 84 82 80 77 75 72 69 65 62 58 53 49 44
180 90 88 86 83 81 78 75 72 68 64 60 56 51 47
170 93 91 89 87 84 81 78 75 71 67 62 58 53 49
160 97 94 93 90 87 84 81 78 74 70 65 60 56 52
150 100 98 96 93 91 87 84 81 77 73 68 63 58 54
140 100 99 97 94 91 88 84 80 76 71 66 61 57
130 100 100 98 95 91 87 83 79 74 68 63 59
120 100 98 95 91 87 82 77 71 66 62
110 100 98 94 90 85 80 74 69 64
100 100 98 94 89 83 77 72 67
90 100 97 92 86 80 74 70
80 100 95 89 83 77 72
70 100 98 92 86 80 75
60 100 95 89 83 78
50 100 99 92 86 80
40 100 95 89 83
30 100 98 92 86
20 100 95 89
10 100 98 92
26/5
PAGE 2
Apr 01/15
CT79B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I OFF
1270 PRPM

level
65 60 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45
49 49 310 49 48 46 45 43 41 39 37 35
52 52 300 51 50 49 47 45 44 42 40 37 35
54 54 290 54 53 51 50 48 46 44 42 40 37 34
57 57 280 57 56 54 52 51 49 47 45 42 39 37
60 60 270 60 59 57 55 54 52 50 47 45 42 39 36
63 63 260 63 62 60 58 56 54 52 50 47 44 41 39
66 66 250 66 65 63 61 60 58 55 53 50 47 44 41 38
240 69 68 66 65 63 60 58 56 53 50 47 44 41
230 72 72 70 68 66 64 62 59 56 53 50 47 43
220 76 75 73 72 69 67 65 62 60 56 53 50 46 43
210 79 79 77 75 73 71 68 66 63 59 56 53 49 45
200 83 83 81 79 76 74 72 69 66 63 59 55 51 48 45
190 86 84 82 79 77 75 72 69 65 61 57 54 50 47
180 90 88 85 83 80 78 75 72 68 64 60 56 52 49
170 91 89 86 84 81 78 74 70 66 62 58 54 51 48
160 95 92 89 87 84 81 77 73 69 65 61 57 53 50
150 99 96 93 90 88 84 80 76 72 67 63 59 56 52 49
140 100 97 94 91 88 84 79 75 70 66 62 58 55 51
130 100 98 95 91 87 82 78 73 69 64 61 57 54
120 100 98 95 91 86 81 76 71 67 63 59 56 53
110 100 99 94 89 84 79 74 70 66 62 58 55
100 100 98 93 87 82 77 73 68 64 61 57 52
90 100 96 91 85 80 76 71 67 63 59 55
80 100 94 88 83 78 74 69 65 61 57
70 97 92 86 81 77 72 68 63 59 54
60 100 95 89 84 79 75 70 66 60 56
50 100 98 92 87 82 77 73 68 63 58 53
40 100 95 90 85 80 75 70 65 59 55
30 100 98 93 88 83 78 72 67 61 56
20 100 95 91 85 80 75 69 63 58
10 98 94 88 83 77 72 66 59
26/5
PAGE 3
Apr 01/15
CT79B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1270 PRPM

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10
310 46 45 43 42 40 38 36
300 49 47 46 44 42 40 38 36
290 52 50 48 46 45 43 41 38 35
280 55 53 51 49 47 45 43 41 38 36
270 58 56 54 52 50 48 46 43 40 37 34
260 61 59 57 55 53 51 49 46 43 40 37
250 64 62 60 58 56 54 51 49 46 43 39 36
240 67 66 63 61 59 57 54 52 49 45 42 39
230 71 69 67 65 62 60 58 55 52 48 45 42 38
220 74 73 70 68 66 63 61 58 55 51 48 44 40
210 78 76 74 71 69 67 64 61 58 54 50 47 43
200 81 80 77 75 72 70 67 64 61 57 53 49 45 41
190 83 80 78 75 73 70 67 63 60 56 51 47 43
180 86 84 81 79 76 73 70 66 62 58 54 49 45
170 87 85 82 79 76 73 69 65 60 56 52 48
160 91 88 85 82 79 76 72 67 63 59 54 50
150 94 92 89 86 82 79 75 70 66 61 56 52
140 98 95 92 89 86 82 78 73 68 64 59 55
130 99 96 93 89 85 81 76 71 66 61 57
120 100 100 97 93 89 84 79 74 69 64 59
110 100 96 92 87 82 77 72 66 62
100 100 96 91 86 80 75 69 64
90 100 99 94 89 83 77 72 67
80 100 98 92 86 80 74 70
70 100 95 89 83 77 72
60 100 99 92 86 80 75
50 100 95 89 83 77
40 100 99 92 85 80
30 100 95 88 83
20 100 98 91 85
10 100 94 88
26/5
PAGE 4
Apr 01/15
CT79B
Max. Cruise power
MAX CRUISE POWER
ECS ON
ENG A/I ON
1384 PRPM

level
55 50 45 40 35 30 25 20 15 10 5 0 5 10
310 44 42 40 39 37 35
300 46 44 42 41 39 37 35
290 49 47 45 43 41 39 37 34
280 51 50 47 46 44 42 39 37 34
270 54 52 50 48 46 44 42 39 36 33
260 57 55 53 51 49 47 45 42 39 36 33
250 61 58 56 54 52 49 47 45 42 38 35 33
240 64 62 59 57 55 52 50 47 44 41 38 36
230 67 65 63 60 58 55 53 50 47 44 40 38 33
220 71 68 66 64 61 59 56 53 50 46 43 40 36
210 74 72 69 67 64 62 59 56 53 49 45 42 39
200 77 75 73 70 67 65 62 59 56 52 48 44 41 38
190 80 78 76 73 70 68 65 61 58 54 50 46 43 39
180 84 82 79 76 73 70 68 64 61 56 52 48 45 41
170 85 82 79 76 73 70 67 63 59 54 50 46 43
160 89 86 82 79 76 73 69 66 61 57 52 48 45
150 92 89 86 82 79 76 72 68 64 59 54 50 47
140 92 89 85 82 79 75 71 66 62 57 52 49
130 95 92 89 86 82 78 74 69 64 59 55 51
120 95 92 89 85 81 77 72 67 62 57 53
110 98 95 92 89 84 80 75 69 64 59 56
100 100 98 95 92 87 83 78 72 67 62 58
90 100 98 95 90 87 81 75 69 64 60
80 100 98 93 89 83 78 72 67 62
70 100 96 92 86 80 74 69 65
60 100 95 89 83 77 72 67
50 100 98 92 86 79 74 69
40 100 95 89 82 77 72
30 100 98 91 85 79 74
20 100 94 88 82 76
10 97 90 84 79
26/5
PAGE 5
Apr 01/15
CT79B
Max. Cruise power
26/5
PAGE 6
Apr 01/15
CT79B
Goaround Power
GOAROUND POWER (See Introduction)
(Without CTOT airborne.)
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
TORQUE (%) VS OAT (C)
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 105 100 96 91
0 107 102 97 92 88
1000 107 103 98 93 89
2000 107 104 99 94 89 85
3000 107 104 100 95 90 86 82
4000 107 105 100 96 91 87 82

107
5000 107 105 101 96 92 87 83 79
6000 107 105 101 97 92 88 84 80 76
7000 107 107 104 101 97 93 89 84 80 76
8000 107 107 107 107 107 107 107 107 107 107 106 103 100 97 93 89 85 81 77 73
9000 103 103 103 103 103 103 103 103 103 102 101 99 96 93 89 85 81 77 74
10000 99 99 99 99 99 99 99 99 99 99 98 95 92 89 86 82 78 74 70
26/6 S1
Applicable to A/C without New HMU (Mod 3052, SB 71058). PAGE 1
Apr 01/15
CT79B
Goaround Power
ECS OFF
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 105 100 95 90 86 82
0 107 102 96 91 86 82 79
1000 107 104 98 93 88 83 79
2000 107 105 100 94 89 84 80 76
3000 107 101 96 91 85 81 77 73
4000 107 107 102 97 92 87 82 77 73

107
5000 107 106 102 98 93 88 83 78 74 70
6000 107 105 102 98 94 89 84 79 75 71 67
7000 107 107 107 107 107 107 107 107 107 107 104 101 98 95 90 85 81 76 72 68
8000 104 103 104 104 104 104 104 104 104 103 100 97 94 91 86 82 77 73 69 65
9000 100 100 100 100 100 100 100 100 100 98 96 93 91 87 83 78 74 70 66
10000 96 96 96 96 96 96 96 96 96 94 92 90 87 83 79 75 70 66 62
26/6 S1
Apr 01/15
CT79B
Goaround Power
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 105 100 95 90 86
0 107 105 101 96 91 87 83
1000 107 106 103 96 91 87 83
2000 107 102 97 92 88 84 79
3000 107 103 98 94 89 84 80 76

107
4000 107 103 99 94 90 85 81 77
5000 107 107 103 100 95 90 86 81 77 74
6000 107 106 103 100 96 91 87 82 78 74 70
7000 107 107 107 107 107 107 107 107 107 107 105 102 99 96 92 87 83 79 75 71
8000 103 103 103 103 103 103 103 103 103 102 100 98 95 92 88 84 79 76 72 68
9000 99 99 99 99 99 99 99 99 99 98 97 94 92 88 84 80 76 72 69
10000 95 96 96 96 96 95 95 95 95 94 93 91 88 84 81 77 73 69 66
26/6 S1
Apr 01/15
CT79B
Goaround Power
ECS ON
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 106 100 94 89 84 80 76
0 107 102 96 90 85 81 77 73
1000 107 103 97 91 86 82 77 74
2000 107 105 99 93 87 83 78 74 71
3000 107 105 100 95 89 84 79 75 71 67
4000 107 105 101 96 91 85 81 76 72 68

107
5000 107 107 104 101 96 92 87 82 77 72 68 65
6000 107 107 107 107 107 107 107 107 107 106 103 100 97 93 88 83 78 74 69 66 62
7000 103 103 103 103 103 103 103 103 103 102 99 96 93 89 84 80 75 70 66 63
8000 100 100 100 100 100 100 100 100 100 98 95 92 88 85 81 76 72 66 63 60
9000 96 96 96 96 96 96 96 96 96 94 91 88 85 81 77 73 68 64 60
10000 93 93 93 93 92 92 92 92 93 90 87 85 82 78 74 69 65 61
26/6 S1
Apr 01/15
CT79B
Goaround Power
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 102 98 93 89 85
0 107 105 100 95 91 87 82
1000 107 102 98 93 88 84
2000 107 105 100 95 90 86 82

107
3000 107 102 98 93 88 84 80
4000 107 102 98 94 90 85 81
5000 107 107 103 98 94 90 86 82 78
6000 107 105 102 98 94 90 86 82 78 74
7000 107 107 107 107 107 107 107 107 107 107 107 104 101 98 94 90 87 83 79 75
8000 106 106 106 106 106 106 106 106 106 105 103 100 97 94 90 87 83 79 76 72
9000 102 102 102 102 102 102 102 102 102 101 99 96 93 90 87 83 80 76 72
10000 99 98 98 99 99 99 98 99 99 97 95 92 90 87 83 80 76 73 69
26/6 S1
Apr 01/15
CT79B
Goaround Power
ECS OFF
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 104 98 93 88 83 79
0 107 102 96 91 85 81 77
1000 107 102 97 92 87 82 78
2000 107 104 98 93 88 83 79 75

107
3000 107 104 100 95 90 85 80 76 72
4000 107 104 100 96 91 86 81 77 73
5000 107 107 104 100 96 92 87 82 77 73 69
6000 107 106 103 100 96 92 88 83 79 74 70 66
7000 107 107 107 107 107 107 107 107 107 105 102 99 96 92 88 84 80 75 71 67
8000 103 103 103 103 103 103 103 103 103 101 98 95 92 88 84 81 76 72 68 64
9000 100 99 100 99 99 99 99 99 99 97 94 91 88 85 81 77 73 69 65
10000 96 96 96 96 96 96 96 96 96 93 90 87 85 81 78 74 70 66 62
26/6 S1
Apr 01/15
CT79B
Goaround Power
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 102 97 92 88 83 80
0 107 105 100 94 90 85 81 78
1000 107 102 97 92 87 83 79
2000 107 105 99 94 89 84 81 77

107
3000 107 105 101 96 92 87 82 78 75
4000 107 105 101 97 92 88 83 79 75
5000 107 104 101 97 93 88 84 80 76 72
6000 107 107 107 107 107 107 107 107 107 107 107 103 100 97 93 89 85 81 77 73 69
7000 106 106 106 106 106 106 106 106 106 106 102 99 96 93 89 85 81 77 73 70
8000 103 103 103 102 102 102 102 102 102 101 98 95 92 89 85 82 78 74 70 67
9000 99 99 99 99 98 98 98 99 99 98 95 92 89 85 82 78 74 71 67
10000 95 95 95 95 95 95 95 96 96 94 91 88 85 82 79 75 71 68 64
26/6 S1
Apr 01/15
CT79B
Goaround Power
26/6 S1
Apr 01/15
CT79B
Goaround Power
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 105 100 96 91
0 107 102 97 92 88
1000 107 103 98 93 89
2000 107 104 99 94 89 85
3000 107 104 100 95 90 86 82

107
4000 107 105 100 96 91 87 82
5000 107 105 101 96 92 87 83 79
6000 107 105 101 97 92 88 84 80 76
7000 107 107 104 101 97 93 89 84 80 76
8000 107 107 107 106 103 100 97 93 89 85 81 77 73
9000 106 107 107 107 107 107 107 107 106 104 102 99 96 93 89 85 81 77 74
10000 102 103 104 105 106 106 105 103 102 100 98 95 92 89 86 82 78 74 70
26/6 S2
Apr 01/15
CT79B
Goaround Power
ECS OFF
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 105 100 95 90 86 82
0 107 102 96 91 86 82 79
1000 107 104 98 93 88 83 79
2000 107 105 100 94 89 84 80 76
3000 107 101 96 91 85 81 77 73

107
4000 107 107 102 97 92 87 82 77 73
5000 107 106 102 98 93 88 83 78 74 70
6000 107 105 102 98 94 89 84 79 75 71 67
7000 107 107 104 101 98 95 90 85 81 76 72 68
8000 107 107 107 107 106 103 100 97 94 91 86 82 77 73 69 65
9000 104 105 106 107 107 107 107 104 102 99 96 93 91 87 83 78 74 70 66
10000 100 101 102 103 104 103 102 100 98 95 92 90 87 83 79 75 70 66 62
26/6 S2
Apr 01/15
CT79B
Goaround Power
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 105 100 95 90 86
0 107 105 101 96 91 87 83
1000 107 106 103 96 91 87 83
2000 107 102 97 92 88 84 79
3000 107 103 98 94 89 84 80 76

107
4000 107 103 99 94 90 85 81 77
5000 107 107 103 100 95 90 86 81 77 74
6000 107 106 103 100 96 91 87 82 78 74 70
7000 107 107 105 102 99 96 92 87 83 79 75 71
8000 107 107 107 107 107 107 106 103 101 98 95 92 88 84 79 76 72 68
9000 104 105 105 106 107 107 105 103 101 99 97 94 92 88 84 80 76 72 69
10000 100 101 102 102 103 102 101 99 97 95 93 91 88 84 81 77 73 69 66
26/6 S2
Apr 01/15
CT79B
Goaround Power
ECS ON
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 106 100 94 89 84 80 76
0 107 102 96 90 85 81 77 73
1000 107 103 97 91 86 82 77 74
2000 107 105 99 93 87 83 78 74 71

107
3000 107 105 100 95 89 84 79 75 71 67
4000 107 105 101 96 91 85 81 76 72 68
5000 107 107 104 101 96 92 87 82 77 72 68 65
6000 107 106 103 100 97 93 88 83 78 74 69 66 62
7000 107 107 107 105 102 99 96 93 89 84 80 75 70 66 63
8000 105 106 107 107 107 107 107 104 101 98 95 92 88 85 81 76 72 66 63 60
9000 101 102 103 103 104 103 102 100 97 94 91 88 85 81 77 73 68 64 60
10000 98 98 99 100 100 99 98 96 93 90 87 85 82 78 74 69 65 61
26/6 S2
Apr 01/15
CT79B
Goaround Power
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS OFF
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 102 98 93 89 85
0 107 105 100 95 91 87 82
1000 107 102 98 93 88 84
2000 107 105 100 95 90 86 82
3000 107 102 98 93 88 84 80

107
4000 107 102 98 94 90 85 81
5000 107 107 103 98 94 90 86 82 78
6000 107 105 102 98 94 90 86 82 78 74
7000 107 107 104 101 98 94 90 87 83 79 75
8000 107 107 107 106 103 100 97 94 90 87 83 79 76 72
9000 106 106 107 107 107 107 107 107 105 102 99 96 93 90 87 83 80 76 72
10000 102 103 104 105 106 105 104 102 101 98 95 92 90 87 83 80 76 73 69
26/6 S2
Apr 01/15
CT79B
Goaround Power
ECS OFF
ENG A/I ON
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 104 98 93 88 83 79
0 107 102 96 91 85 81 77
1000 107 102 97 92 87 82 78
2000 107 104 98 93 88 83 79 75

107
3000 107 104 100 95 90 85 80 76 72
4000 107 104 100 96 91 86 81 77 73
5000 107 107 104 100 96 92 87 82 77 73 69
6000 107 106 103 100 96 92 88 83 79 74 70 66
7000 107 107 105 102 99 96 92 88 84 80 75 71 67
8000 106 107 107 107 107 107 104 101 98 95 92 88 85 81 76 72 68 64
9000 103 104 105 106 107 107 106 103 100 97 94 91 88 85 81 77 73 69 65
10000 100 101 102 103 103 104 102 99 96 93 90 87 85 81 78 74 70 66 62
26/6 S2
Apr 01/15
CT79B
Goaround Power
+1000 +500 0 500 1000
970 980 990 1000 1010 1020 1030 1040 1050 QNH (mb)
ECS ON
ENG A/I OFF
1384 PRPM
KIAS 120 + 15
PRESSURE
ALTITUDE
(ft) 55 50 45 40 35 30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55
1000 107 102 97 92 88 83 80
0 107 105 100 94 90 85 81 78
1000 107 102 97 92 87 83 79
2000 107 105 99 94 89 84 81 77

107
3000 107 105 101 96 92 87 82 78 75
4000 107 105 101 97 92 88 84 79 75
5000 107 107 104 101 97 93 88 84 80 76 72
6000 107 106 103 100 97 93 89 85 81 77 73 69
7000 107 107 107 105 102 99 96 93 89 85 81 77 73 70
8000 106 107 107 107 107 107 106 104 101 98 95 92 89 85 82 78 74 70 67
9000 103 104 105 106 107 106 104 102 100 98 95 92 89 86 82 78 74 71 67
10000 99 100 101 102 103 101 100 98 96 94 91 88 85 82 79 75 71 68 64
26/6 S2
Apr 01/15
CT79B
Goaround Power
26/6 S2
Apr 01/15
Aircraft Operations Manual SPEEDS
CONTENTS
Speeds
27/1 Speeds
27/2 Takeoff Speeds
27 CONTENTS
PAGE 1
Apr 01/15
27 CONTENTS
PAGE 2
Apr 01/15
1. DEFINITION OF SPEEDS
1.1 VMCG Minimum Control Speed on the Ground. In the event of the critical (left) engine sud-
denly becoming inoperative, VMCG is the minimum speed on the ground at which the
lateral deviation can be limited to 30 feet during a continued takeoff. This must be
achieved using primary aerodynamic controls only, with the live engine operating at
Take--Off Power and automatically increasing to Take--Off Power + APR during the
takeoff, when the other engine fails.
1.2 VMCA Minimum Control Speed in the Air (Takeoff Configuration, L/G Up). In the event of the
critical (left) engine suddenly becoming inoperative (with the autocoarsen system op-
erative), VMCA is the minimum speed in the air at which the initial heading can be
maintained, using a maximum bank angle of 5_, with the live engine operating at
Take--Off Power or Take--Off Power + APR.
1.3 VMCL Minimum Control Speed in the Air (Landing Configuration, L/G Down). In the event of
the critical (left) engine suddenly becoming inoperative (with the autocoarsen system
operative), VMCL is the minimum speed in the air at which the initial heading can be
maintained, using a maximum bank angle of 5_, with the live engine operating at
Take--Off Power or Take--Off Power + APR.
1.4 VS Stalling Speed. The minimum in--flight airspeed defined according to appropriate certi-
fication requirements.
1.5 VS MIN Minimum Stalling Speed. The minimum wings level in--flight airspeed defined accord-
ing to JAR 25.
1.6 VS Pusher Stalling Speed. The minimum wings level in--flight airspeed defined according
PUSHER to FAR 25.
1.7 V1 The decision speed at which, when an engine failure is recognised, the continued
Take--Off Distance to screen height and the distance to bring the airplane to a full stop
will not exceed the Take--Off Distance Available or Accelerate--Stop Distance Available
respectively. V1 must not be less than VMCG limited V1 or greater than VR.
1.8 VR The speed at which rotation is initiated. VR must not be less than V1 or 1.05 VMCA,
and not greater than V2.
1.9 V2 The Takeoff Safety Speed which is the initial climb speed (with one engine inoperative)
that must be achieved at, or before, the screen height. The minimum V2 must be the
greater of 1.2 VS and 1.1 VMCA for the take--off configuration.
1.10 VFL UP Flaps up speed. This speed is always VCLEAN --3 KIAS and is intended for the initiation
of flap retraction during the acceleration segment of the takeoff path.
1.11 VCLEAN Final climb speed reached by the aircraft at the end of the acceleration segment.
VCLEAN will give at least a margin of 1.25 to VS in clean configuration without maneu-
vering (limited to 15 deg. banked turns). With the prefix ICE (VCLEAN --ICE), an addi-
tional 15 knots is added to give a margin of 1.4 to VS.
1.12 VREF The speed for final approach at a height of 50 feet above the landing surface. The
minimum VREF must be the greater of 1.3 VS or VMCL for the landing configuration.
VREF35 is reference speed for flaps 35_.
VREF20 is reference speed for flaps 20_.
27/1
PAGE 1
Dec 01/15
1.13 VHOLD The speed in a clean configuration for holding patterns. This speed is calculated to
give a margin of 1.3 to VS in a 25 degree banked turn and an additional 15 KIAS to
compensate for turbulence, windshear etc. In icing condition with residual ice on the
wings, the speed will give at least a margin of 1.4 to VS in a 25 degree banked turn. In
icing conditions with severe turbulence or equivalent conditions a higher speed might
be required.
1.14 VCM Conservative Maneuvering speeds, VCM, are simplified maneuvering speeds. The VCM
is designed to provide a margin of 1.3 to VS in a turn with a bank angle of 30 degrees,
at all weights up to Maximum Takeoff Weight. The speed also includes full speed in-
crements for malfunctions and/or ice accretion.
1.15 VMM Minimum Maneuvering speed for the relevant flap setting. This speed is calculated to
give a margin of 1.3 to VS in a 30 degree banked turn. VMM0 is the Minimum Maneu-
vering speed for flaps 0, VMM7 for flaps 7 etc.
With the prefix ICE (VMM0 -- ICE) an additional 10 knot is added to maintain the same
margin to stall with residual ice on the wings.
VMM0 is also minimum climb speed Enroute with residual ice on the wings.
1.16 VFA Final Approach speed which is the nominal speed at 50 ft above the landing surface.
VFA is equal to VREF corrected for residual ice on the wings, wind and if applicable
malfunctions. VFA does not cover maneuvering.
1.17 VGA Go--Around speed for the relevant flap setting to be used in a go--around. This speed
will give at least margin of 1.29 to VS or VMCL in a Flaps 7 go--around (VGA7) and 1.32
to VS or VMCL in a Flaps 20 go--around (VGA20). With the prefix ICE (VGA7 -- ICE) and
residual ice on the wings, the speed will give at least a margin of 1.38 to VS or VMCL in
a Flaps 7 configuration. In flaps 20 configuration the margin will be 1.45 to VS or VMCL
for the same conditions.
1.18 VA Maximum Maneuvering Speed (VA) is maximum speed for full application of rudder
and aileron controls, as well as maneuvers that involve angles of attack near stall.
27/1
PAGE 2
Dec 01/15
2. OPERATING SPEEDS
SPEED OR REFERENCE
FD/AP MODE
2.1 TAKEOFF Takeoff speeds

SPEEDS -- V1, VR, V2 AOM 27/2
-- VFL--UP, VCLEAN AOM 27/2
Max tire speed (ground speed)
-- Tire speed is never limiting for normal oper-
ations when performed in accordance with
AOM and AFM procedures. 165 kts or AFM 6--5.13
2.2 CLIMB Climb speed
SPEEDS
-- FD/AP climb mode speeds are as presen-
ted below:
Flight Climb mode vs Climb speed (KIAS)
Level Low Medium High
0 140 160 182
50 140 160 182
100 138 155 172
150 136 150 162
200 136 145 152
250 136 140 142
280 136 140 142
310 136 140 142
-- Speed for best rate of climb, service ceiling VCLEAN +5 AOM 29/2, 3, 5
and drift down (no ice)
-- Speed for best rate of climb, service VCLEAN -- ICE AOM 29/2, 3, 5
ceiling and drift down (with ice)
-- Climb mode for best rate of climb FD/AP climb mode AOM 32/2
Low
2.3 ENROUTE FD/AP Advisory cruise speeds

SPEEDS
FL 50 100 150 200 250 AOM 32/3
KIAS 207 197 187 177 167
NOTE
The speeds indicate approximately the long
range cruise speeds.
(Contd)
27/1
PAGE 3
Dec 01/15
SPEED OR REFERENCE
FD/AP MODE
(Contd)
-- Maximum Rough Air penetration speed
(VRA)
FL 0 to FL 210 (ISA) 190 KIAS
VMO pointer --30 kts
Above FL 210
-- Maximum Maneuvering speed (VA) 180 KIAS
-- Speed for max range LONG RANGE AOM 32/3
-- Drift down speed VCLEAN +5 AOM 29/4
-- Drift down speed (with ice) VCLEAN -- ICE AOM 29/4
2.4 DESCENT Descent speeds schedules

SPEEDS
-- Descent Speed Low M.5 / 220 KIAS AOM 32/4
-- Descent Speed High M.5 / 250 KIAS
Recommended rate of descent 2000 ft/minS
2.5 FLAPS Max flap speed ( VFE )

AND -- Flaps 7 175 KIAS
LANDING
-- Flaps 15 175 KIAS
GEAR
SPEEDS -- Flaps 20 165 KIAS
-- Flaps 35 140 KIAS
NOTE
Flaps must not be extended en--route or dur-
ing holding (except for low altitude holding).
Max landing gear speeds
-- Retraction (VLOR) 150 KIAS
-- Extension (VLOE) 200 KIAS
-- Emergency Extension (VLOEE) 200 KIAS
-- Extended (VLE) 200 KIAS
-- Aquaplaning speed (ground speed) 95 10 kts
2.6 HOLDING Holding speed VHOLD

SPEEDS
GROSS WEIGHT (1000 lb)
SPEED (KIAS) 20 21 22 23 24 25 26 27 28 29
VHOLD 135 138 140 142 145 147 150 153 155 158
27/1
PAGE 4
Dec 01/15
SPEED OR REFERENCE
FD/AP MODE
2.7 LANDING Reference speed VREF

AND AP-
PROACH FAR REFERENCE SPEEDS (KIAS)
SPEED GROSS WEIGHT (1000 lb)
20 21 22 23 24 25 26 27 28 29
VREF20 106 108 110 112 114 116 118 120 122
VREF35 106 108 110 112 114 116
JAR REFERENCE SPEEDS (KIAS)

GROSS WEIGHT (lb)
20 21 22 23 24 25 26 27 28 29
VREF20 106 108 110 112 114 116 118 120

VREF35 106 108 110 112 114
NOTE
-- Tables with title FAR REFERENCE SPEEDS shall be used by operators using AFM with code
001.
-- Tables with title JAR REFERENCE SPEEDS shall be used by operators using AFM with code
000, 002 and 003.
27/1
PAGE 5
Dec 01/15
3. MANEUVERING SPEEDS Minimum maneuvering speeds (VMM)
The following maneuvering speeds provide the Minimum maneuvering speeds for each flap setting
required margin to stall during patterns, procedural indicates the required speed to provide a margin of
turns and circuits. 1.3 to VS in a coordinated turn with a bank angle of
30_
Bank angles in excess of 15_, but not more than
30_ in a coordinated turn are maneuvering and the Minimum maneuvering speeds (VMM)
maneuvering speeds in this section apply.
Flaps SPEED (KIAS)
Bank angles in excess of 30_ requires a further in-
crease in speed relative to the published maneuver- 0 VCLEAN +15
ing speeds in this section. 7 VCLEAN +10
Conservative maneuvering speeds (VCM) 15 VCLEAN +5
Conservative maneuvering speeds are simplified 20 VCLEAN

maneuvering speeds. The table below indicates the 35 VCLEAN --5
recommended minimum speed for different flap set- -- Increase VMM by 10 kts/10_ above 30_ bank.
tings.
-- If there is ice accretion or if not certain there is
The VCM is designed to provide a margin of 1.3 to no ice accretion on the wing, increase VMM
VS in a turn with a bank angle of 30_, at all weights by10 kts and increase by another 10 kts/10_
up to Maximum Takeoff Weight. The speed also above 30_ bank.
includes full speed increments for malfunctions and/
-- The same applies for a/c with Mod.no. 3529
or ice accretion.
(Improved stall warning for icing conditions).
Conservative maneuvering speeds (VCM) -- In case of malfunction, do not use VMM below
VREFC.
Flap SPEED
(KIAS)
0 160
7 155
15 150
20 145
35 135
-- Increase by 10 kts/10_ above 30_ bank.
-- May always be used, except when operational
requirements dictate a slower speed.
-- Recommended speeds in case of malfunction.
-- The speeds cover all weights and include full
speed increments for malfunctions and/or ice
accumulation.
-- Observe max flap speed.
27/1
PAGE 6
Dec 01/15
4. SPEED ON FINAL APPROACH -- For a headwind component above 10 kts, add

half of the full headwind component.
A final approach speed (VFA) should be established
-- The gust value should be added regardless of
before landing. VFA should be considered as a nom-
direction.
inal speed during approach at 50 ft above the land-
ing surface where the speed should be bled off for -- Maximum (Wi) is 20 kts.
landing. VFA will provide aircraft controllability and a
Final approach speed VFA
margin to stall within the certified C.G envelope in
normal conditions as well as in case of ice accu- VFA = VREFC + Wi
mulation, malfunction, wind, gust or a combination
of these.
NOTE
VFA should be derived from the tabulated reference
The total speed increment may never exceed
speed (VREF) as applicable.
flap placard speed minus 5 kt.
Ice accumulation, certain malfunctions and windy
conditions require a speed increase. 4.2 CONFIGURATION WITH A MALFUNCTION
4.1 NORMAL CONFIGURATION Malfunction increment (Mi)
Ice increment (Ii) For some malfunctions VREF should be corrected
with a Malfunction increment (Mi) to maintain air-
The VREF must be corrected with an ice increment
craft controllability and margin to stall for the certi-
(Ii) if there is ice accretion, or if it is not certain there
fied C.G. envelope.
is no ice accretion on the wing. This forms a cor-
rected VREF (VREFC). Combination of malfunction with ice accumula-
The ice increment (Ii) is 10 kts. tion and/or wind
For some malfunctions not affecting the stall speed,
Corrected VREF (VREFC) Ii is sufficient to represent the Mi.
VREFC = Tabulated VREF + Ii Also, for some malfunctions Mi is sufficient to repre-
sent a part of Wi, or the whole Wi. For these mal-
functions the highest of Mi or Wi should be added to
NOTE establish the VFA. This is to avoid too high VFA.
If Mod. no. 3529 (Improved stall warning for icing
(See also Sect 23/1 p1).
conditions) is installed, the VREF must be cor-
rected with the ice increment (Ii) whenever the Calculation of VREFC and VFA with malfunction
system is switched ON, regardless of ice accu- The VREFC is defined as the VREF corrected with Ii
mulation. and Mi.
Wind increment (Wi) The VFA is defined as the VREFC corrected with Wi.
(Wi) = 1/2 headwind component + Gust Mi, Ii and combinations of them, are specified for
each applicable malfunction in the Malfunction
In windy conditions VFA must be sufficient to coun- Checklist
teract for windy shear during approach and wind
gradient during landing flare. Combinations of Mi, Ii and/or windy conditions is
specified for each applicable malfunction in the
-- Headwind component of 10 kts or below does not
Malfunction Checklist as Mi/Wi.
need to be considered.
27/1
PAGE 7
Dec 01/15
6. ICE SPEED SYSTEM

NOTE
As a countermeasure for windshear, any wind (Applicable to a/c with Mod. No. 3529 Improved
increment (Wi) deemed necessary may be added Stall Warning System for Icing Conditions).
during approach and landing, regardless of wind With the introduction of the modified stall warning
direction. computer the speed at which stall warning (stick
shaker) occurs is increased when the ICE SPEED
function is activated. Without the ICE SPEED acti-
NOTE vated there is no change in stall warning speed
In windy conditions the wind will vary above and compared with an unmodified stall warning com-
below the VFA, however speed below VREF/ puter. Stick pusher setting is unchanged regardless
VREFC should be avoided. of if the ICE SPEED is activated or not and is the
This also applies in calm conditions. same as for an unmodified stall warning system.
In consequence with the increase in stall warning
5. GO--AROUND SPEEDS speed with the ICE SPEED activated the margin
to the minimum operational speeds has to be in-
The following speeds provide the required climb creased. To maintain the same margin to stick
capability during missed approaches and go-- shaker with the ICE SPEED activated the follow-
around. ing minimum speeds shall be maintained:
Speed increments are provided both for normal -- For final climb and enroute climb: VCLEAN -- ICE
conditions and for icing conditions. The speeds for -- For approach climb: VREF+20
icing conditions should be used if: -- For landing: VREF+10
-- Any amount of ice is observed on any part of the For maneuvering with a bank angle between 15 and
aircraft; or 30 degrees, add an additional 10 knots.
-- It is not certain that there is no ice accumulation
on the aircraft; or
-- Engine Anti--Ice is ON; or
-- Ice Speeds are selected (with Mod. No. 3529
installed). (See also under para 6. below).
Go--around speeds (VGA)

AEO OEI
Normal VREF20 +10 VREF20 +10
VREF35 +10
Icing Conditions VREF20 +20 VREF20 +20
VREF35 +20
27/1
PAGE 8
Dec 01/15
FL) 310
7. FLIGHT ENVELOPE FL250 MAX FOR AIRLINER VERSION
300
MMO = 0,5
200
100
VMO
0
100 150 200 250 (KIAS)
8. STALL SPEED NORMAL FLIGHT CONDITIONS

LOAD FACTOR
2.0 1.5 1.2 1.1 1.0
110
100
90
80
70
60
60 50 40 30 20 10 0 16 17 18 19 20 21 22 23 24 25 26 27 28
BANK ANGLE ( ) GROSS WEIGHT (1000 lb)
EXAMPLE:
Given: GW = 24 000 lb, flaps 20, 30 banked turn.
FIND STALL SPEED.
A28655 Answer: Stall speed = 90 kt.
27/1
PAGE 9
Dec 01/15
9. MARGIN TO STALL AND MAXIMUM BANK ANGLE -- SUMMARY
The table below defines the margin to stall and the maximum bank angles to avoid stall warning, for the differ-
ent takeoff, holding, approach and landing speeds defined in this chapter.
SPEED MARGIN
SPEED MAX JAA + Australia FAA COMMENT

BANK
V2 30_ 1.20 VS MIN 1.20 VS PUSHER Takeoff OEI

V2 +10 40_ 1.30 VS MIN 1.30 VS PUSHER Takeoff AEO
VCLEAN 35_ 1.25 VS MIN 1.25 VS PUSHER Final climb OEI, A/I OFF
VCLEAN -- ICE 40_ 1.41 VS MIN 1.39 VS PUSHER Final, Enroute climb OEI, A/I ON
VCLEAN +5 40_ 1.30 VS MIN 1.30 VS PUSHER Enroute climb OEI, A/I OFF
VREF 40_ 1.30 VS MIN 1.30 VS PUSHER Landing
VMM 45_ 1.30 VS MIN 1.30 VS PUSHER Minimum recommended for circling
at 30_ bank at 30_ bank
VCM 45_ 1.30 VS MIN 1.30 VS PUSHER Valid for all weights up to Max Takeoff
at 30_ bank at 30_ bank Weight
VHOLD 45_ 1.30 VS MIN at 25_ bank +15 kts A/P full bank incl, wind/gust
NOTE
-- The MAX BANK angles indicates the maximum bank angle during procedural turns without stall warning.
-- For prolonged high bank angles close to the maximum bank angle, increased speed should be used ac-
cording to established recommendations.
-- In turbulent conditions, the speed must be adjusted according to the established recommendation, to
keep the margins stated above.
-- For icing conditions, the same margins and maximum bank angles are applicable for VCLEAN +5, VREF
and VMM when the applicable ice speed increment is added.
-- For V2 , VCLEAN, VCLEAN +5 and VCLEAN -- ICE, climb performance is valid for bank angles up to 15_. For
higher bank angles, climb performance must be adjusted.
-- The JAA + Australia column is applicable to operators using AFM with code 000, 002 and 003.
-- The FAA column is applicable to operators using AFM with code 001.
27/1
PAGE 10
Dec 01/15
10. SPEED SUMMARY
FAR SPEED (KIAS)

TYPE OF SPEED GROSS WEIGHT (1000 lb)
20 21 22 23 24 25 26 27 28 29
VFL UP Flap 15 109 112 115 117 119 122 124 126 128 130
VCLEAN Flap 0 112 115 118 120 122 125 127 129 131 133
VCLEAN +5 Flap 0 117 120 123 125 127 130 132 134 136 138
VCLEAN - ICE Flap 0 127 130 133 135 137 140 142 144 146 148
VMM0 Flap 0 127 130 133 135 137 140 142 144 146 148
VMM7 Flap 7 122 125 127 130 132 135 137 139 141 143
VMM15 Flap 15 117 120 122 125 127 130 132 134 136 138
VMM20 Flap 20 112 115 117 120 122 125 127 129 131 133
VMM35 Flap 35 107 110 112 115 117 120 122 124 126 128
VHOLD Flap 0 135 138 140 142 145 147 150 153 155 158
VREF20 Flap 20 106 108 110 112 114 116 118 120 122
VREF35 Flap 35 106 108 110 112 114 116
JAR SPEED (KIAS)

TYPE OF SPEED GROSS WEIGHT (1000 lb)
20 21 22 23 24 25 26 27 28 29
VFL UP Flap 15 108 111 113 115 118 120 122 124 126 128
VCLEAN Flap 0 111 114 116 118 121 123 125 127 129 131
VCLEAN +5 Flap 0 116 119 121 123 126 128 130 132 134 136
VCLEAN - ICE Flap 0 126 129 131 133 136 138 140 142 144 146
VMM0 Flap 0 126 129 131 133 136 138 140 142 144 146
VMM7 Flap 7 121 124 126 128 131 133 135 137 139 141
VMM15 Flap 15 116 119 121 123 126 128 130 132 134 136
VMM20 Flap 20 111 114 116 118 121 123 125 127 129 131
VMM35 Flap 35 106 109 111 113 116 118 120 122 124 126
VHOLD Flap 0 135 138 140 142 145 147 150 153 155 158
VREF20 Flap 20 106 108 110 112 114 116 118 120
VREF35 Flap 35 106 108 110 112 114
-- Tables with title FAR SPEEDS shall be used by operators using AFM with code 001.
-- Tables with title JAR SPEEDS shall be used by operators using AFM with code 000, 002 and 003.
27/1
PAGE 11
Dec 01/15
27/1
PAGE 12
Dec 01/15
General
1. GENERAL Tables with headline FAR STALL SPEED shall be

used by operators using AFM with code 001,
As a complement to the takeoff speed presentation
FAA AFM version.
found in the AFM a simplified tabulation is given in
Tables with headline JAR STALL SPEED shall be
this chapter. The speed can be used with either
used by operators using any other AFM version.
AFM or AOM performance. Since the definition of
stall speed varies between FAA and JAR regula- The presentation of takeoff speeds are limited to
tions, and as consequence of that V1, VR and V2 6000 ft airport pressure altitude in order to make
differ between different AFMs, two sets of takeoff this simplification possible. For higher pressure alti-
speeds are given. tude the AFM must be consulted.
27/2
PAGE 1
Apr 01/15
Aircraft Operations Manual TAKEOFF SPEEDS
FAR STALL SPEEDS
RATED PWR / Flaps 15
TAKEOFF SPEEDS FLAPS 15
APR ARMED ECS OFF
ENG A/I OFF
PRESSURE V1 / VR / V2 MIN OAT C

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 108 108 107 106 105 105 104 103 102 98
1000 VR 110 110 109 108 108 107 106 106 104 101
V2 114 114 113 112 111 110 110 109 108 104
V1 108 107 106 105 104 104 103 102 100 96
S.L. VR 110 109 108 108 107 106 106 105 103 100
V2 114 113 112 111 110 110 109 108 106 102
V1 106 105 104 104 103 102 102 100 96 96
2000 VR 108 108 107 106 106 105 104 103 100 99
V2 112 111 111 110 109 108 108 106 102 100
V1 105 104 103 102 101 100 99 96
4000 VR 107 106 106 105 104 104 102 99
V2 111 110 109 108 108 107 105 102
V1 103 102 102 101 100 98 95
6000 VR 106 105 104 104 103 101 99
V2 109 108 107 107 106 104 101
WEIGHT lb V1 / VR / V2 V Flaps up V Clean
V1 87 89* 91*
20000 VR 96 96 96 109 112
V2 98 98 98
V1 90* 92* 94*
21000 VR 99 99 99 112 115
V2 100 100 100
V1 98 98# 99# 100#
22000 VR 100 101 101 101 115 118
V2 102 102 102 102
V1 100 101 100# 99* 100#
23000 VR 102 103 103 103 103 117 120
V2 104 104 104 104 104
V1 102 102 102# 100* 102* 103*
24000 VR 105 105 105 105 105 105 119 122
V2 106 106 106 106 106 106
V1 104 104 104 104 104# 104# 104* 105* 107
25000 VR 106 106 106 107 107 107 107 107 107 122 125
V2 108 108 108 108 108 108 108 108 108
V1 107 107 107 107 107 107# 107# 108 107* 110
26000 VR 108 108 108 108 108 109 109 109 110 110 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 109 109 109 110 110 110 110 111 112 112
27000 VR 110 110 110 110 110 111 111 111 112 112 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 113 113 113 113 113 113 114 114
28000 VR 112 112 113 113 113 113 113 113 114 114 128 131
V2 114 114 114 114 114 114 114 114 114 114
V1 114 114 114 115 115 115 115 115 116 116
29000 VR 114 114 114 114 115 115 115 115 116 116 130 133
V2 116 116 116 116 116 116 116 116 116 116
CORRECTIONS NOTES
V1 Add/subtract 1,5 kts per 1% uphill/downhill slope. Do not correct V1 or VR to a value below V1 or VR MIN.
Add 1 kt per 15 kts headwind Zero tailwind correction. Do not correct V1 to a value greater than VR.
VR Add/subtract 0,5 kts per 1% uphill/downhill slope. Do not correct VR to a value greater than V2.
* Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. Do not use a V FL UP or a V CLEAN speed less than V2 MIN
# Add 1 kt per 1000 ft pressure altitude above 4000 ft. Do not use V1/VR/V2 below V1/VR/V2 MIN.
27/2
PAGE 2
Apr 01/15
FAR STALL SPEEDS
APR ARMED ECS OFF
ENG A/I ON

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 108 107 106 106 105 104 104 102 98 94
1000 VR 110 110 109 109 108 107 106 105 101 98
V2 114 113 112 111 111 110 109 108 104 100
V1 107 106 106 105 104 104 103 100 96
S.L. VR 110 109 108 108 107 106 106 103 100
V2 113 112 111 111 110 109 108 106 102
V1 106 105 104 104 103 102 100 96
2000 VR 108 108 107 106 106 105 104 100
V2 112 111 110 109 108 108 106 102
V1 104 104 103 102 101 100 97 92
4000 VR 107 106 106 105 104 103 100 96
V2 110 109 108 108 107 106 102 98
V1 103 102 101 100 99 96 94 96
6000 VR 106 105 104 103 102 99 96 97
V2 109 108 107 106 104 102 98 98
WEIGHT lb V1 / VR / V2 V Flaps up V Clean +15
V1 92* 94*
20000 VR 96 96 124 127
V2 98 98
V1 97* 95* 97*
21000 VR 99 99 99 127 130
V2 100 100 100
V1 98 98 96* 98* 100*
22000 VR 100 101 101 101 101 130 133
V2 102 102 102 102 102
V1 100 101 100# 99* 101* 103
23000 VR 102 103 103 103 103 103 132 135
V2 104 104 104 104 104 104
V1 102 102 102# 100* 102* 104* 106
24000 VR 103 104 104 105 105 106 106 134 137
V2 106 106 106 106 106 106 106
V1 104 104 104 104 104# 103 103 105 107 108
25000 VR 106 106 106 106 106 106 107 107 108 108 137 140
V2 108 108 108 108 108 108 108 108 108 108
V1 107 107 107 107 107 107 107 108 109 110
26000 VR 108 108 108 108 108 108 108 109 110 110 139 142
V2 110 110 110 110 110 110 110 110 110 110
V1 109 109 109 109 109 110 111 111 111 112
27000 VR 110 110 110 110 110 110 111 111 112 112 141 144
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 112 112 112 112 113 113 114 114
28000 VR 112 112 112 112 112 112 113 113 114 114 143 146
V2 114 114 114 114 114 114 114 114 114 114
V1 114 114 114 114 114 114 115 115 116 116
29000 VR 114 114 114 114 114 114 115 115 116 116 145 148
V2 116 116 116 116 116 116 116 116 116 116
CORRECTIONS NOTES
V1 Add/subtract 1.5 kts per 1% uphill/downhill slope. Do not correct V1 or VR to a value below V1 or VR MIN.
Add 1 kt per 15 kts headwind. Zero tailwind correction. Do not correct V1 to a value greater than VR.
27/2
PAGE 3
Apr 01/15
FAR STALL SPEEDS
APR ARMED ECS ON
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 108 107 107 106 105 105 104 103 100 97
1000 VR 111 110 110 109 108 108 107 106 104 100
V2 115 115 114 113 112 111 111 109 107 103
V1 108 107 106 105 104 104 103 101 98 94
S.L. VR 111 110 109 108 108 107 106 105 101 98
V2 114 113 113 112 111 110 109 107 104 100
V1 106 106 105 104 103 102 102 98 94 91
2000 VR 109 109 108 106 106 106 105 101 98 94
V2 113 112 112 111 110 109 107 104 100 96
V1 105 104 103 102 101 100 97 94 91 87
4000 VR 108 107 106 106 105 104 101 98 94 91
V2 112 111 110 109 108 106 104 100 96 92
V1 103 102 101 101 99 97 94 90 87 83
6000 VR 107 106 105 104 103 100 96 94 91 87
V2 110 109 108 107 106 103 99 96 92 88
V1 95# 97
20000 VR 96 97 109 112
V2 98 98
V1 96# 98 96*
21000 VR 98 99 96 112 115
V2 100 100 100
V1 99# 101 99*
22000 VR 101 101 102 115 118
V2 102 102 102
V1 100# 102 99* 104
23000 VR 102 103 104 104 117 120
V2 102 104 104 104
V1 101# 103# 101* 103* 106
24000 VR 104 105 105 103 106 119 122
V2 106 106 106 106 106
V1 104 104 104# 106# 104* 105* 108
25000 VR 106 106 107 107 107 108 108 122 125
V2 108 108 108 108 108 108 108
V1 106 106 106 107 107 108 109 110 110 110
26000 VR 107 108 108 109 109 109 109 110 110 110 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 109 109 109 110 110 111 111 111 112 112
27000 VR 110 110 111 111 111 111 111 111 112 112 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 113 113 113 113 113 114 114 114
28000 VR 112 112 112 113 113 113 113 114 114 114 128 131
V2 114 114 114 114 114 114 114 114 114 114
V1 114 114 115 115 115 115 115 116 116 116
29000 VR 114 114 115 115 115 115 115 116 116 116 130 133
V2 116 116 116 116 116 116 116 116 116 116
CORRECTIONS NOTES
V1 Add/subtract 2 kts per 1% uphill/downhill slope. Do not correct V1 or VR to a value below V1 or VR MIN.
Add 1 kt per 15 kts headwind. Subtract 1 kt per 10 kts tailwind. Do not correct V1 to a value greater than VR.
Subtract 1 kt per 1.5% downhill slope. Do not use a V FL UP or a V CLEAN speed less than V2 MIN
* Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level. Do not use V1/VR/V2 below V1/VR/V2 MIN.
# Add 1 kt per 1000 ft pressure altitude above 4000 ft.
27/2
PAGE 4
Apr 01/15
FAR STALL SPEEDS
APR OFF ECS OFF
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 107 106 105 104 104 103 102 102 100 97
1000 VR 109 108 107 106 106 105 104 104 103 100
V2 112 112 111 110 109 108 107 107 106 102
V1 106 105 104 104 103 102 101 101 99 95
S.L. VR 108 107 106 106 105 104 104 103 101 98
V2 112 111 110 109 108 108 107 106 104 100
V1 104 104 103 102 101 101 100 98 95
2000 VR 107 106 105 104 104 103 102 101 98
V2 110 109 108 108 107 106 105 103 100
V1 103 102 102 101 100 99 98 94
4000 VR 105 105 104 103 103 102 100 98
V2 108 108 107 106 105 105 103 100
V1 102 101 100 99 98 97 94 95
6000 VR 104 103 103 102 101 100 97 96
V2 107 106 106 105 104 102 99 98
V1 95# 95#
20000 VR 97 97 109 112
V2 98 98
V1 97 96# 94* 96*
21000 VR 99 99 99 99 112 115
V2 100 100 100 100
V1 99 99# 97* 99*
22000 VR 101 101 101 101 115 118
V2 102 102 102 102
V1 100 100# 98* 100* 103
23000 VR 103 103 103 103 103 117 120
V2 104 104 104 104 104
V1 102 102 102# 103# 102* 103* 105
24000 VR 104 104 105 105 105 105 105 119 122
V2 106 106 106 106 106 106 106
V1 105 105 105 105 105 105# 106# 106# 107 108
25000 VR 106 106 106 107 107 107 107 107 108 108 122 125
V2 108 108 108 108 108 108 108 108 108 108
V1 108 108 108 108 108 109 109 109 109 110
26000 VR 108 108 108 108 109 109 109 110 110 110 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 110 110 111 111 111 111 111 111 111 112
27000 VR 110 110 111 111 111 111 111 111 112 112 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 113 113 113 113 113 113 113 114
28000 VR 113 113 113 113 113 113 113 114 114 114 128 131
V2 114 114 114 114 114 114 114 114 114 114
V1 114 114 115 115 115 115 115 115 116 116
29000 VR 115 115 115 115 115 115 115 116 116 116 130 133
V2 116 116 116 116 116 116 116 116 116 116
CORRECTIONS NOTES
27/2
PAGE 5
Apr 01/15
FAR STALL SPEEDS
APR OFF ECS OFF
ENG A/I ON

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 106 105 104 104 103 102 102 100 96
1000 VR 108 107 106 106 105 104 104 102 99
V2 112 111 110 109 109 108 107 105 102
V1 105 104 104 103 102 101 101 98 95
S.L. VR 107 106 106 105 104 104 103 101 97
V2 111 110 109 109 108 107 106 104 100
V1 104 103 102 102 101 100 98 95
2000 VR 106 105 104 104 103 102 101 98
V2 110 109 108 107 106 106 104 100
V1 102 102 101 100 99 98 95
4000 VR 105 104 103 102 102 101 98
V2 108 107 106 106 105 103 100
V1 101 100 99 98 97 95 94
6000 VR 103 102 102 101 100 97 96
V2 106 106 105 104 102 100 98
V1 95# 93* 95*
20000 VR 96 97 97 124 127
V2 98 98 98
V1 96 96# 94* 96* 98#
21000 VR 98 98 98 98# 98# 127 130
V2 100 100 100 100 100
V1 99 99# 100# 99* 101
22000 VR 100 100 101 101 101 130 133
V2 102 102 102 102 102
V1 100 100 100# 98* 100* 102* 103
23000 VR 102 102 102 103 103 104 104 132 135
V2 104 104 104 104 104 104 104
V1 102 102 102 102 102 102# 101* 103* 105 106
24000 VR 104 104 104 104 104 104 105 105 106 106 134 137
V2 106 106 106 106 106 106 106 106 106 106
V1 105 105 105 105 105 106 106# 107 108 108
25000 VR 106 106 106 106 106 107 107 108 108 108 137 140
V2 108 108 108 108 108 108 108 108 108 108
V1 107 108 108 108 108 108 109 109 110 110
26000 VR 108 108 108 109 109 109 109 110 110 110 139 142
V2 110 110 110 110 110 110 110 110 110 110
V1 110 110 111 111 111 111 111 112 112 112
27000 VR 110 110 111 111 111 111 111 112 112 112 141 144
V2 112 112 112 112 112 112 112 112 112 112
V1 112 113 113 113 113 113 113 114 114 114
28000 VR 112 113 113 113 113 113 113 114 114 114 143 146
V2 114 114 114 114 114 114 114 114 114 114
V1 114 115 115 115 115 115 115 116 116 116
29000 VR 114 115 115 115 115 115 115 116 116 116 145 148
V2 116 116 116 116 116 116 116 116 116 116
CORRECTIONS NOTES
27/2
PAGE 6
Apr 01/15
FAR STALL SPEEDS
APR OFF ECS ON
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 107 106 105 104 104 103 102 101 99 95
1000 VR 109 108 107 107 106 105 105 104 102 98
V2 112 111 111 110 109 108 108 107 104 101
V1 106 105 104 104 103 102 102 100 97 93
S.L. VR 108 107 107 106 105 105 104 103 99 96
V2 112 111 110 109 108 108 107 106 102 96
V1 105 104 103 102 102 101 100 96 93 89
2000 VR 107 106 106 105 104 103 102 100 96 93
V2 110 109 109 108 107 106 105 102 98 94
V1 103 102 102 101 100 99 96 92 89 85
4000 VR 106 105 104 103 103 102 99 96 93 90
V2 109 108 107 106 105 104 102 98 94 91
V1 102 102 100 99 98 95 92 89 85 82
6000 VR 104 103 103 102 101 99 96 93 90 87
V2 107 106 106 105 103 101 97 94 91 87
V1 94# 96 94#
20000 VR 96 97 97 109 112
V2 98 98 98
V1 97# 99 97#
21000 VR 99 99 100 112 115
V2 100 100 100
V1 98# 101 98# 102
22000 VR 101 101 102 102 115 118
V2 102 102 102 102
V1 100# 101# 100# 101# 104
23000 VR 102 103 103 104 104 117 120
V2 104 104 104 104 104
V1 102 102 103# 104# 103# 104# 106
24000 VR 104 105 105 105 106 106 106 119 122
V2 106 106 106 106 106 106 106
V1 105 105 105 106 106 107 107 108 108 108
25000 VR 106 106 107 106 107 107 107 108 108 108 122 125
V2 108 108 108 108 108 108 108 108 108 108
V1 107 108 108 108 109 109 109 110 110* 110
26000 VR 108 109 109 109 109 109 110 110 110 110 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 111 111 111 111 111 111 112 112 112 112
27000 VR 111 111 111 111 111 112 112 112 112 112 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 113 113 113 113 113 113 114 114 114 114
28000 VR 113 113 113 113 113 113 114 114 114 114 128 131
V2 114 114 114 114 114 114 114 114 114 114
V1 115 115 115 115 115 115 116 116 116 116
29000 VR 115 115 115 115 115 115 116 116 116 116 130 133
V2 116 116 116 116 116 116 116 116 116 116
CORRECTIONS NOTES
27/2
PAGE 7
Apr 01/15
FAR STALL SPEEDS
RATED PWR / Flaps 0
APR ARMED ECS OFF
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 109 108 107 106 105 104 104 103 102 98
1000 VR 115 114 113 113 112 111 111 110 109 106
V2 121 120 119 118 117 116 116 115 114 109
V1 108 107 106 105 104 104 103 102 100
S.L. VR 114 114 113 112 111 111 110 109 107
V2 120 119 118 117 116 116 115 114 112
V1 106 105 104 104 103 102 101 99
2000 VR 113 112 111 111 110 109 109 107
V2 118 118 116 116 115 114 114 111
V1 105 104 103 102 101 101 100
4000 VR 112 111 110 109 109 108 106
V2 117 116 115 114 113 112 111
V1 103 102 101 101 100 99 100
6000 VR 110 109 109 108 108 106 106
V2 115 114 113 112 111 109 108
WEIGHT lb V1 / VR / V2 V Clean
V1 100# 98* 100*
20000 VR 106 106 106 112
V2 108 108 108
V1 102 102 102# 102* 102* 103*
21000 VR 108 108 108 108# 108# 109# 115
V2 111 111 111 111 111 111
V1 104 105 105 104 104 104# 104# 104* 105* 107*
22000 VR 110 110 110 110 110 111 111 111* 111# 111# 118
V2 113 113 113 113 113 113 113 113 113 113
V1 107 107 107 107 107 107# 108# 107* 108* 110*
23000 VR 112 112 112 112 112 113 113# 113# 114 115 120
V2 116 116 116 116 116 116 116 116 116 116
V1 110 110 110 110 110 110# 111# 111* 111* 113*
24000 VR 114 114 115 115 115 115 116 116# 117 117 122
V2 118 118 118 118 118 118 118 118 118 118
V1 112# 112# 113 113 114 114# 114# 114* 115* 117*
25000 VR 117 118 118 118 118 119 119 119 119 119 125
V2 120 120 120 120 120 120 120 120 120 120
V1 115# 116 116 116 116# 116# 117# 117* 118* 120*
26000 VR 120 120 120 120 121 121 121 121 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 118# 118# 119 119 119# 120# 120# 120* 120* 123
27000 VR 122 122 123 123 123 123 123 124 124 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 121 121# 122 122 122 123 123 122* 124* 126
28000 VR 125 125 125 125 125 126 126 126 126 126 131
V2 126 126 126 126 126 126 126 126 126 126
V1 125 125 125 125 125 125# 126 126 127 128
29000 VR 127 127 127 127 127 128 128 128 128 128 133
V2 128 128 128 128 128 128 128 128 128 128
CORRECTIONS NOTES
V1 Add/subtract 2 kts per 1% uphill slope. Do not correct V1 or VR to a value below V1 or VR MIN.
Subtract 2.5 kts per 1% downhill slope. Do not correct V1 to a value greater than VR.
Add 1 kt per 15 kts headwind Zero tailwind correction. Do not correct VR to a value greater than V2.
VR Add/subtract 0,5 kts per 1% uphill slope. Do not use a V FL UP or a V CLEAN speed less than V2 MIN
Subtract 1.5 kts per 1% uphill slope. Do not use V1/VR/V2 below V1/VR/V2 MIN.
* Add/subtract 1 kt per 1000 ft pressure altitude above/below sea level.
27/2
PAGE 8
Apr 01/15
FAR STALL SPEEDS
RATED PWR / Flaps 0
APR ARMED ECS OFF
ENG A/I ON

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 109 108 107 106 106 105 104 102 98
1000 VR 115 114 113 112 112 111 110 109 105
V2 121 120 119 118 117 117 116 114 109
V1 108 107 106 106 105 104 103 101
S.L. VR 114 113 112 112 111 110 110 108
V2 120 119 118 117 116 115 114 112
V1 107 106 105 104 103 102 101
2000 VR 113 112 111 110 110 109 108
V2 119 118 117 116 115 114 112
V1 105 104 103 103 102 100
4000 VR 111 110 110 109 108 107
V2 117 116 115 114 113 111
V1 104 103 102 101 100 100
6000 VR 110 109 108 107 106 106
V2 115 114 113 112 110 108
WEIGHT lb V1 / VR / V2 V Clean +15
V1 100# 99* 100* 102*
20000 VR 106 106 106# 107 127
V2 108 108 108 108
V1 102 102# 100* 102* 104* 106*
21000 VR 107 108 108# 108# 109# 109# 130
V2 111 111 111 111 111 111
V1 104 104 104# 104# 103* 105* 107* 109*
22000 VR 110 110 110 110# 110# 111# 112# 112# 133
V2 113 113 113 113 113 113 113 113
V1 107 107 107 107 107# 107# 106* 108* 111* 113*
23000 VR 112 112 112 113 113 113 113# 114 115 115 135
V2 116 116 116 116 116 116 116 116 116 116
V1 109 110 110 110 110# 111# 110* 112* 114* 116*
24000 VR 114 114 114# 115 115 115 116 116 117 117 137
V2 118 118 118 118 118 118 118 118 118 118
V1 112# 112# 113 113 114 114# 113* 115* 117* 119*
25000 VR 117 117 117 118 118 118 118# 119 120 120 140
V2 120 120 120 120 120 120 120 120 120 120
V1 116 116 116 116 117 117# 116* 118* 120* 122
26000 VR 119 120 120 120 120 121 121 122 122 122 142
V2 122 122 122 122 122 122 122 122 122 122
V1 119 119 119 120 120 120# 120* 121* 123* 124
27000 VR 122 122 122 121 123 123 123 124 124 124 144
V2 124 124 124 124 124 124 124 124 124 124
V1 122 122 122 123 123 123# 123* 124* 126 126
28000 VR 124 124 124 125 125 125 125 126 126 126 146
V2 126 126 126 126 126 126 126 126 126 126
V1 125 125 125 126 126 126# 127# 126* 128 128
29000 VR 126 127 127 127 127 127 128 128 128 128 148
V2 128 128 128 128 128 128 128 128 128 128
CORRECTIONS NOTES
Add 1 kt per 15 kts headwind. Zero tailwind correction. Do not correct VR to a value greater than V2.
VR Add/subtract 0.5 kts per 1% uphill slope. Do not use a V FL UP or a V CLEAN speed less than V2 MIN
27/2
PAGE 9
Apr 01/15
FAR STALL SPEEDS
RATED PWR / Flaps 0
APR ARMED ECS ON
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 110 109 108 107 106 105 104 103 101 96
1000 VR 115 114 114 113 112 111 111 110 107 104
V2 121 120 119 118 117 117 116 115 112 107
V1 109 108 107 106 105 104 104 102 98 94
S.L. VR 114 114 113 112 112 111 110 109 105 102
V2 120 119 118 117 117 116 115 113 109 105
V1 107 106 105 104 104 103 102 98 94 90
2000 VR 113 112 112 111 110 109 108 105 101 98
V2 119 117 117 116 115 114 113 109 104 100
V1 106 105 104 103 102 100 97 93 89 86
4000 VR 112 111 110 109 108 107 105 101 98 94
V2 117 116 115 114 113 112 109 104 100 95
V1 104 103 102 101 99 97 93 89 86 82
6000 VR 110 109 109 108 106 104 101 97 94 91
V2 115 114 113 112 111 108 104 99 95 91
V1 99# 102# 99* 101*
20000 VR 105 106 107 108 112
V2 108 108 108 108
V1 102 103# 105# 102* 103*
21000 VR 107 108 109 110 111 115
V2 111 111 111 111 111
V1 104 105 105# 106# 105* 106* 108*
22000 VR 110 110 111 111 112 113 113 118
V2 113 113 113 113 113 113 113
V1 107 107 107 108 108 108# 107* 108* 109* 112*
23000 VR 112 112 112 113 113 113 114 115 115 116 120
V2 116 116 116 116 116 116 116 116 116 116
V1 110 110 110 111 111 112 110* 111* 112* 115*
24000 VR 115 115 115 115 116 116 117 117 118 118 122
V2 118 118 118 118 118 118 118 118 118 118
V1 113 113 114 114 114 115 116# 114* 116* 120
25000 VR 117 118 118 118 118 119 119 120 120 120 125
V2 120 120 120 120 120 120 120 120 120 120
V1 116 117 117 117 118 118# 119# 118* 119* 122
26000 VR 120 120 120 121 121 121 122 122 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 119 120 120 120 120 121# 122# 120* 124 124
27000 VR 123 123 123 123 123 124 124 124 124 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 122 123 123 123 123 124 125# 123* 126 126
28000 VR 125 125 126 126 126 126 126 126 126 126 131
V2 126 126 126 126 126 126 126 126 126 126
V1 125 125 126 126 126 127 128 128 128 128
29000 VR 127 127 128 128 128 128 128 128 128 128 133
V2 128 128 128 128 128 128 128 128 128 128
CORRECTIONS NOTES
27/2
PAGE 10
Apr 01/15
FAR STALL SPEEDS
RATED PWR / Flaps 0
APR OFF ECS OFF
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 107 106 105 104 103 102 102 101 100
1000 VR 113 112 111 110 110 109 108 108 107
V2 118 117 116 115 115 114 113 112 110
V1 106 105 104 103 102 102 101 100 98
S.L. VR 112 111 110 110 109 108 108 108 107
V2 117 116 115 115 114 114 113 112 111
V1 104 103 103 102 101 100 100
2000 VR 111 110 109 108 108 107 106
V2 116 115 114 113 112 111 111
V1 103 102 101 100 100 100
4000 VR 109 109 108 107 106 106
V2 114 113 112 111 110 109
V1 102 101 100 100 99
6000 VR 108 107 106 106 105
V2 112 111 110 109 108
V1 100 100# 98* 99* 101*
20000 VR 106 106 106 106# 106# 112
V2 108 108 108 108 108
V1 102 102 102 102 102 102# 101* 103* 105
21000 VR 108 108 108 108 108 108 109 109 109 115
V2 111 111 111 111 111 111 111 111 111
V1 105 105 105 105 105 105# 108# 104* 106* 108*
22000 VR 110 110 110 110 110 110 110# 111 111 111 118
V2 113 113 113 113 113 113 113 113 113 113
V1 107 107 107# 107# 108 108# 109# 108* 109* 111*
23000 VR 113 113 113 113 113 113 114 114 115 115 120
V2 116 116 116 116 116 116 116 116 116 116
V1 110 110# 110# 111 111 110# 110# 111* 112* 114*
24000 VR 115 115 115 115 116 116 116 116# 117 117 122
V2 118 118 118 118 118 118 118 118 118 118
V1 113 113# 114 114 114 115 115# 114* 116* 118*
25000 VR 118 118 118 118 118 119 119 119 120 120 125
V2 120 120 120 120 120 120 120 120 120 120
V1 117 117 117 118 118 118# 119# 118* 119* 121*
26000 VR 120 120 121 121 121 121 122 122 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 120 120 120 120 120# 121# 121* 121* 122* 124
27000 VR 123 123 123 123 123 123 124 124 124 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 123 123 123 123 124 124# 124# 125 125 126
28000 VR 125 125 125 126 126 126 126 126 126 126 131
V2 126 126 126 126 126 126 126 126 126 126
V1 126 126 126 126# 126# 127 127 128 128 128
29000 VR 127 127 128 128 128 128 128 128 128 128 133
V2 128 128 128 128 128 128 128 128 128 128
CORRECTIONS NOTES
27/2
PAGE 11
Apr 01/15
FAR STALL SPEEDS
RATED PWR / Flaps 0
APR OFF ECS OFF
ENG A/I ON

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 107 106 105 104 103 102 102 100
1000 VR 113 112 111 110 110 109 108 107
V2 118 117 116 115 114 114 113 111
V1 106 105 104 103 103 102 101
S.L. VR 112 111 110 110 109 108 108
V2 117 116 115 114 114 113 112
V1 104 104 103 102 101 100 100
2000 VR 110 110 109 108 108 107 105
V2 115 114 113 112 111 109 109
V1 103 102 101 100 100 100
4000 VR 109 108 108 107 106 105
V2 114 113 112 111 110 109
V1 101 100 100 100 100 101
6000 VR 108 107 106 105 105 106
V2 112 111 110 109 108 108
V1 101# 100* 102* 104*
20000 VR 106 107 107 107 127
V2 108 108 108 108
V1 102 102 102# 101* 103* 105* 107*
21000 VR 108 108 108 109 109 109 110 130
V2 111 111 111 111 111 111 111
V1 105 105 105 105 105# 105# 105* 106* 106* 111*
22000 VR 110 110 110 110 110 110# 111# 112 112# 113 133
V2 113 113 113 113 113 113 113 113 113 113
V1 107 107# 108 108 108# 109# 108* 109* 112* 114*
23000 VR 112 112 113 113 113 114 114 114# 115 115 135
V2 116 116 116 116 116 116 116 116 116 116
V1 110# 111 111 111 112 112# 111* 113* 115* 117
24000 VR 115 115 115 116 116 116 116 117 118 118 137
V2 118 118 118 118 118 118 118 118 118 118
V1 114 114 115 115 115# 115# 115* 116* 118* 120
25000 VR 118 118 118 118 118 118# 119 120 120 120 140
V2 120 120 120 120 120 120 120 120 120 120
V1 117 117 118 118 118# 119# 118* 118* 122 122
26000 VR 120 120 120 121 121 121 121 122 122 122 142
V2 122 122 122 122 122 122 122 122 122 122
V1 120 120 120 121 121# 121# 121* 122* 124 124
27000 VR 122 122 123 123 123 123 123 124 124 124 144
V2 124 124 124 124 124 124 124 124 124 124
V1 123 123# 124 124 124# 125 125 125# 126 126
28000 VR 125 125 125 125 125 126 126 126 126 126 146
V2 126 126 126 126 126 126 126 126 126 126
V1 126 126# 127 127 127 128 128 128 128 128
29000 VR 127 127 127 128 128 128 128 128 128 128 148
V2 128 128 128 128 128 128 128 128 128 128
CORRECTIONS NOTES
27/2
PAGE 12
Apr 01/15
FAR STALL SPEEDS
RATED PWR / Flaps 0
APR OFF ECS ON
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 107 106 105 105 104 103 102 101 98 94
1000 VR 113 112 111 111 110 109 109 108 105 102
V2 119 118 117 116 115 114 114 112 109 105
V1 106 105 104 104 103 102 102 100 96 92
S.L. VR 112 111 110 110 109 108 108 106 103 99
V2 118 117 116 115 114 113 113 111 107 102
V1 105 104 103 102 101 101 99 96 92 89
2000 VR 111 110 109 109 108 107 106 103 99 96
V2 116 115 114 113 112 112 110 107 102 97
V1 104 102 102 101 100 98 95 92 88 84
4000 VR 110 109 108 107 106 105 102 99 96 92
V2 114 114 113 112 111 109 106 102 97 93
V1 102 101 100 99 97 95 91 88 84 81
6000 VR 108 107 106 106 104 102 99 96 92 89
V2 113 112 111 110 108 105 101 97 93 88
V1 101# 100* 100* 103*
20000 VR 106 107 108 108 112
V2 108 108 108 108
V1 102 102 103# 104# 102* 104* 106*
21000 VR 107 108 108 109 110 110 111 115
V2 111 111 111 111 111 111 111
V1 104 105 106 108 106 106# 106* 106* 108* 110*
22000 VR 109 110 110 110 111 111 112 113 113 113 118
V2 113 113 113 113 113 113 113 113 113 113
V1 108 108 108 109 109 110# 108* 109* 111* 113*
23000 VR 113 113 113 113 114 114 114 115 116 116 120
V2 116 116 116 116 116 116 116 116 116 116
V1 111 111 112 112 112 113# 114# 112* 114* 118
24000 VR 115 116 116 116 116 117 117 118 118 118 122
V2 118 118 118 118 118 118 118 118 118 118
V1 114 115 115 115 116 116# 115* 116* 117* 120
25000 VR 118 118 119 119 119 119 120 120 120 120 125
V2 120 120 120 120 120 120 120 120 120 120
V1 118 118 118 119 119 119# 118* 119* 122 122
26000 VR 121 121 121 121 121 122 122 122 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 121 121 121 121 121 122# 123 124 124 124
27000 VR 123 123 123 123 124 124 124 124 124 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 124 124 124 124 125 125 125 125 125 125
28000 VR 125 125 126 126 126 126 126 126 126 126 131
V2 127 127 127 127 127 127 127 127 127 127
V1 127 127 127 127 128 128 128 128 128 128
29000 VR 128 128 128 128 128 128 128 128 128 128 133
V2 128 128 128 128 128 128 128 128 128 128
CORRECTIONS NOTES
V1 Add/subtract 2 kts per 1% uphill/downhill slope. Do not correct V1 or VR to a value below V1 or VR MIN.
Add 1 kt per 15 kts headwind. Subtract 1 kt per 10 kts tailwind. Do not correct V1 to a value greater than VR.
Subtract 1 kt per 1,5% downhill slope. Do not use a V FL UP or a V CLEAN speed less than V2 MIN
27/2
PAGE 13
Apr 01/15
JAR STALL SPEED
APR ARMED ECS OFF
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 109 108 107 107 106 105 104 104 102 99
1000 VR 111 111 110 109 108 108 107 106 105 102
V2 115 114 113 112 112 111 110 109 108 104
V1 108 108 107 106 105 104 104 103 101 97
S.L. VR 111 110 109 108 108 107 106 106 104 100
V2 114 113 112 112 111 110 109 108 106 102
V1 107 106 105 105 104 103 102 100 97 94
2000 VR 109 109 108 107 106 106 105 103 100 97
V2 112 112 111 110 109 108 108 106 102 98
V1 105 105 104 103 102 101 100 97 93
4000 VR 108 107 106 106 105 104 103 100 96
V2 111 110 109 108 107 107 105 102 98
V1 104 103 102 101 100 98 96 93
6000 VR 107 106 105 105 103 102 99 97
V2 109 109 108 107 106 104 101 99
V1 94 94
20000 VR 95 95 108 111
V2 96 96
V1 95 95# 95#
21000 VR 96 96 97 111 114
V2 98 98 98
V1 98 98 98
22000 VR 99 99 99 113 116
V2 100 100 100
V1 100 100 97* 99*
23000 VR 101 101 101 101 115 118
V2 102 102 102 102
V1 101 102 99* 101* 102*
24000 VR 103 103 103 103 103 118 121
V2 104 104 104 104 104
V1 103 103 103 104 104# 103* 105
25000 VR 105 105 105 105 105 105 105 120 123
V2 106 106 106 106 106 106 106
V1 106 106 106 106 106 106 106 105* 105* 107
26000 VR 108 107 106 106 107 107 107 107 107 107 122 125
V2 108 108 108 108 108 108 108 108 108 108
V1 108 108 108 108 108 108 108 109 109 109
27000 VR 108 108 108 108 108 108 109 109 109 109 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 110 110 110 110 110 110 111 111 111 111
28000 VR 110 110 110 110 110 110 111 111 111 111 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 112 112 112 112 113 113 113 113
29000 VR 112 112 112 112 112 112 113 113 113 113 128 131
V2 114 114 114 114 114 114 114 114 114 114
CORRECTIONS NOTES
V1 Add/subtract 1,5 kts per 1% uphill/downhill slope. Do not correct V1 or VR to a value below V1 or VR MIN.
Add 1 kt per 15 kts headwind Zero tailwind correction. Do not correct V1 to a value greater than VR.
Subtract 1.5 kts per 1% uphill slope. Do not use a V FL UP or a V CLEAN speed less than V2 MIN
27/2
PAGE 14
Apr 01/15
JAR STALL SPEED
APR ARMED ECS OFF
ENG A/I ON

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 108 108 107 106 105 105 104 103 99 95
1000 VR 111 110 110 109 108 107 107 106 102 98
V2 115 114 112 112 111 111 110 109 104 100
V1 108 107 106 105 105 104 103 101 97 94
S.L. VR 110 110 109 108 108 107 106 104 100 96
V2 114 113 112 111 111 110 109 107 102 98
V1 106 105 105 104 103 102 101 97 94
2000 VR 109 108 108 107 106 105 104 100 96
V2 112 111 111 110 109 108 106 102 98
V1 105 104 103 102 101 100 97 94
4000 VR 108 107 106 105 105 103 100 96
V2 111 110 109 108 108 106 102 98
V1 103 102 101 101 99 97 94 94
6000 VR 106 105 105 104 102 100 97 95
V2 109 108 107 106 105 102 99 96
V1 95 95
20000 VR 95 95 123 126
V2 96 96
V1 96 96 96# 96#
21000 VR 96 96 97 97 126 129
V2 98 98 98 98
V1 98 98 97* 99
22000 VR 99 99 99 99 128 131
V2 100 100 100 100
V1 99 100 97* 99* 101
23000 VR 101 101 101 101 101 130 133
V2 102 102 102 102 102
V1 101 102 102* 101* 102* 103
24000 VR 102 103 103 103 104 104 133 136
V2 104 104 104 104 104 104
V1 103 104 104 104 104# 104# 105 105
25000 VR 105 105 105 105 105 105 106 106 135 138
V2 106 106 106 106 106 106 106 106
V1 106 106 106 106 106 106 106# 107 107 107
26000 VR 106 106 106 106 106 106 107 107 108 108 137 140
V2 108 108 108 108 108 108 108 108 108 108
V1 108 108 108 108 108 108 109 109 109 109
27000 VR 108 108 108 108 108 108 109 109 110 110 139 142
V2 110 110 110 110 110 110 110 110 110 110
V1 110 110 110 110 110 110 111 111 111 111
28000 VR 110 110 110 110 110 110 111 111 111 112 141 144
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 112 112 112 112 113 113 113 113
29000 VR 112 112 112 112 112 112 113 113 113 113 143 146
V2 114 114 114 114 114 114 114 114 114 114
CORRECTIONS NOTES
27/2
PAGE 15
Apr 01/15
JAR STALL SPEED
APR ARMED ECS ON
ENG A/I OFF
ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 109 108 107 107 106 105 104 103 101 97
1000 VR 111 111 110 109 108 108 107 106 104 100
V2 115 114 113 112 112 111 110 109 106 103
V1 108 107 107 106 105 104 104 102 99 95
S.L. VR 111 110 109 108 108 107 106 105 102 98
V2 114 113 113 112 111 110 109 108 104 100
V1 107 107 105 104 104 103 102 98 94 91
2000 VR 109 109 108 107 107 106 105 102 98 94
V2 113 112 111 110 109 109 108 104 100 96
V1 105 105 104 103 102 101 98 94 91 87
4000 VR 108 107 106 106 105 104 101 98 94 91
V2 111 110 110 109 108 106 104 100 96 93
V1 104 103 102 101 100 97 94 90 87 84
6000 VR 107 106 105 104 103 101 97 94 92 88
V2 110 109 108 107 106 103 100 96 94 89
V1 91 91#
19000 VR 92 92 105 108
V2 94 94
V1 93 93# 95
20000 VR 94 94 95 108 111
V2 96 96 96
V1 95 96 97
21000 VR 97 97 98 111 114
V2 98 98 98
V1 98 98 99 97#
22000 VR 99 99 99 100 113 116
V2 100 100 100 100
V1 99 99# 101 99* 102
23000 VR 101 101 101 102 102 115 118
V2 102 102 102 102 102
V1 101 102 103 101* 104
24000 VR 103 103 103 104 104 118 121
V2 104 104 104 104 104
V1 104 104 103 103 104# 103* 106 106
25000 VR 105 104 105 105 105 106 106 106 120 123
V2 106 106 106 106 106 106 106 106
V1 106 106 106 105 105 106 107 105* 108 108
26000 VR 107 106 106 106 106 107 107 108 108 108 122 125
V2 108 108 108 108 108 108 108 108 108 108
V1 108 107 108 108 108 109 109 110 110 110
27000 VR 108 108 108 108 108 109 109 110 110 110 124 127
V2 110 110 110 110 110 110 110 110 110 110
V1 110 110 110 110 111 111 111 112 112 112
28000 VR 110 110 110 110 111 111 111 112 112 112 126 129
V2 112 112 112 112 112 112 112 112 112 112
V1 112 112 112 113 113 113 113 114 114 114
29000 VR 112 112 112 113 113 113 113 114 114 114 128 131
V2 114 114 114 114 114 114 114 114 114 114
V1 114 114 114 114 115 115 115 115 115 115
30000 VR 114 114 114 115 115 115 115 115 115 115 129 132
V2 115 115 115 115 115 115 115 115 115 115
CORRECTIONS and NOTES: Same as for all other Takeoff Speed charts with ECS ON / ENG A/I OFF apply.
27/2
PAGE 16
Apr 01/15
JAR STALL SPEEDS
RATED PWR / Flaps 0
APR ARMED ECS OFF
ENG A/I OFF

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 109 108 107 106 106 105 104 103 102 99
1000 VR 115 115 114 113 112 112 111 110 109 106
V2 121 120 119 118 117 116 115 114 113 109
V1 108 107 106 106 105 104 103 102 100
S.L. VR 115 114 113 112 112 111 110 109 108
V2 119 118 118 117 116 115 114 114 111
V1 107 106 105 104 103 102 102 99
2000 VR 113 112 112 111 110 110 109 107
V2 118 117 116 115 115 114 113 111
V1 105 104 103 102 102 101 100
4000 VR 112 111 110 110 109 108 107
V2 117 116 115 114 113 112 110
V1 103 103 102 101 100 99 99
6000 VR 111 110 109 108 107 106 104
V2 115 114 112 112 111 109 107
V1 100 100# 100#
20000 VR 104 105 105 111
V2 107 107 107
V1 103 102 102 102 102# 100* 102*
21000 VR 107 107 107 107 107 107 107 114
V2 109 109 109 109 109 109 109
V1 104 104 104 104 104 104 103# 104# 103* 105*
22000 VR 109 109 109 109 109 109 109 110 110 110 116
V2 111 111 111 111 111 111 111 111 111 111
V1 107 107 106 106 106 106 105* 105* 106* 108*
23000 VR 111 111 111 111 111 111 111 111# 112# 113 118
V2 114 114 114 114 114 114 114 114 114 114
V1 109 109 108 108 108# 109# 109# 108* 110* 112
24000 VR 113 113 113 113 113 114 114 114# 115 115 121
V2 116 116 116 116 116 116 116 116 116 116
V1 111 111 111 111 112 112# 112# 112* 113* 115*
25000 VR 115 115 116 116 116 116 116# 117 117 117 123
V2 118 118 118 118 118 118 118 118 118 118
V1 114 114 114 115 115 115 115 114* 116* 118*
26000 VR 117 118 118 118 118 118 119 119 119 120 125
V2 120 120 120 120 120 120 120 120 120 120
V1 117 117 117 117 117# 118# 118# 117* 119* 121
27000 VR 120 120 120 120 121 121 121 121 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 119# 120 120 120 121 121# 121# 121* 122* 124
28000 VR 122 122 122 122 123 123 123 123 123 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 122# 123 123 123 124 124 124# 125 126 126
29000 VR 124 125 125 125 125 126 126 126 126 126 131
V2 126 126 126 126 126 126 126 126 126 126
CORRECTIONS NOTES
Subtract 2.5 kts per 1 % downhill slope. Do not correct V1 to a value greater than VR.
Subtract 1.5 kts per 1 % uphill slope. Do not use V1/VR/V2 below V1/VR/V2 MIN.
27/2
PAGE 17
Apr 01/15
JAR STALL SPEEDS
RATED PWR / Flaps 0
APR ARMED ECS OFF
ENG A/I ON

ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 109 108 107 107 106 105 104 102 98
1000 VR 115 114 114 113 112 112 111 109 106
V2 121 120 119 118 117 116 115 114 109
V1 108 107 106 106 105 104 103 101 96
S.L. VR 114 114 113 112 112 111 110 108 104
V2 119 119 118 117 116 116 115 111 107
V1 107 106 105 104 103 102 101
2000 VR 113 112 111 111 110 109 108
V2 118 117 116 115 114 113 112
V1 105 104 103 102 102 100 99
4000 VR 112 111 110 109 109 107 104
V2 117 116 115 114 113 112 108
V1 103 102 102 101 100 99
6000 VR 110 109 109 108 106 104
V2 115 114 113 112 110 107
V1 100 97* 99* 101*
20000 VR 105 105 105 105 126
V2 107 107 107 107
V1 102 102# 100* 102* 105*
21000 VR 107 107 107 107 108 129
V2 109 109 109 109 109
V1 105 105 104 104 104 104 102* 104* 106* 109*
22000 VR 109 109 109 109 109 109 109 110 110 110 131
V2 111 111 111 111 111 111 111 111 111 111
V1 106 107 107 106 106 106# 105* 107* 109* 111*
23000 VR 111 111 111 111 111 111 112 112# 113 113 133
V2 114 114 114 114 114 114 114 114 114 114
V1 108 108 108 108# 109# 109# 108* 110* 112* 115
24000 VR 113 113 113 113 114 114 114 115 116 116 136
V2 116 116 116 116 116 116 116 116 116 116
V1 111 111 112 112 112# 112# 111* 113* 115* 118
25000 VR 115 115 116 116 116 116 117 117 118 118 138
V2 118 118 118 118 118 118 118 118 118 118
V1 114 114 115 115 115# 116# 114* 116* 118* 120
26000 VR 118 118 118 119 119 119 119 120 120 120 140
V2 120 120 120 120 120 120 120 120 120 120
V1 117 117 118 118 118 118# 117* 119* 121 122
27000 VR 120 120 121 121 121 121 122 122 122 122 142
V2 122 122 122 122 122 122 122 122 122 122
V1 120 120 121 121 121 121# 120* 122* 124 124
28000 VR 123 123 123 123 123 124 124 124 124 124 144
V2 124 124 124 124 124 124 124 124 124 124
V1 123 123 123 124 124 124# 125 125 126 126
29000 VR 125 125 125 126 126 126 126 126 126 126 146
V2 126 126 126 126 126 126 126 126 126 126
CORRECTIONS NOTES
Subtract 2.5 kts per 1 % downhill slope. Do not correct V1 to a value greater than VR.
Subtract 1.5 kts per 1 % uphill slope. Do not use V1/VR/V2 below V1/VR/V2 MIN.
27/2
PAGE 18
Apr 01/15
JAR STALL SPEEDS
RATED PWR / Flaps 0
APR ARMED ECS ON
ENG A/I OFF
ALTITUDE
ft 40 30 20 10 0 10 20 30 40 50
V1 109 108 107 108 105 105 104 103 100 96
1000 VR 116 115 114 113 112 112 111 110 107 104
V2 121 120 119 118 117 116 115 114 112 107
V1 108 107 106 105 105 104 103 102 98 94
S.L. VR 115 114 113 112 112 111 110 109 105 102
V2 120 119 118 117 116 115 115 113 109 105
V1 106 106 105 104 103 102 101 98 94 90
2000 VR 113 112 112 111 110 109 108 105 102 98
V2 118 117 116 115 114 114 112 109 105 101
V1 105 104 103 102 101 100 97 94 91 86
4000 VR 112 111 110 109 109 107 105 101 98 94
V2 117 116 114 114 113 112 108 104 100 96
V1 103 103 102 101 99 97 93 90 86 83
6000 VR 110 110 109 108 107 104 101 98 94 91
V2 115 114 113 112 110 108 104 100 96 93
V1 98 97 98# 97*
19000 VR 105 102 102 103 108
V2 105 104 104 104
V1 99 100# 99* 99*
20000 VR 104 104 105 106 111
V2 106 106 106 106
V1 102 101 101# 103# 101* 103*
21000 VR 107 107 107 107 108 109 114
V2 110 109 109 109 109 109
V1 103 104 105# 103* 105* 107*
22000 VR 109 109 109 110 111 111 116
V2 111 111 111 111 111 111
V1 106 106 106 106 106 106# 105* 106* 107* 110*
23000 VR 110 111 111 111 111 111 112 113 113 113 118
V2 114 114 114 114 114 114 114 114 114 114
V1 108 108 108 109 109 109# 108* 109* 111* 113*
24000 VR 113 113 113 113 114 114 114 115 116 116 121
V2 116 116 116 116 116 116 116 116 116 116
V1 111 111 112 112 112 113 114# 112* 114* 118
25000 VR 115 115 116 116 116 117 117 118 118 118 123
V2 118 118 118 118 118 118 118 118 118 118
V1 114 114 115 115 115 116# 117# 115* 117* 120
26000 VR 118 118 118 119 119 119 119 120 120 120 125
V2 120 120 120 120 120 120 120 120 120 120
V1 117 117 118 118 118 119# 120# 122 122 122
27000 VR 120 120 121 121 121 121 122 122 122 122 127
V2 122 122 122 122 122 122 122 122 122 122
V1 120 120 121 121 121 122 123 121* 124 124
28000 VR 122 123 123 123 123 124 124 124 124 124 129
V2 124 124 124 124 124 124 124 124 124 124
V1 123 123 123 124 124 124# 123* 126 126 126
29000 VR 125 125 125 125 126 126 126 126 126 126 131
V2 126 126 126 126 126 126 126 126 126 126
V1 126 126 126 126 127 127 128 128 128 128
30000 VR 127 127 127 128 128 128 128 128 128 128 132
V2 128 128 128 128 128 128 128 128 128 128
CORRECTIONS and NOTES: Same as for all other Takeoff Speed charts with ECS ON / ENG A/I OFF apply.
27/2
PAGE 19
Apr 01/15
JAR STALL SPEEDS
RATED PWR / Flaps 0
27/2
PAGE 20
Apr 01/15
Aircraft Operations Manual TAKEOFF
CONTENTS
Takeoff
28/1 General
28/2 Takeoff weight flaps 15 field length and climb requirement
28/3 Takeoff weight flaps 0 field length and climb requirement
28/4 Takeoff weight flaps 15 obstacles
28/5 Takeoff weight flaps 0 obstacles
28/6 Brake energy limited takeoff weights
28 CONTENTS
PAGE 1
Apr 01/15
28 CONTENTS
PAGE 2
Apr 01/15
CT79B
General
1. GENERAL At low weights the acceleratestop distance is the
more limiting.
The performance presented in this AOM section is
a simplification of the performance found in the At middle weights the acceleratestop distance is
AFM. Two flap settings for takeoff are presented. equal to the takeoff distance i.e. the takeoff field
Flaps 15 gives the shorter takeoff distance while a length is balanced.
better climb gradient may be achieved by flaps 0. At high weights the takeoff distance is the more lim-
Use of the AFM is recommended for optimum per- iting.
formance. Because of the simplification, the correc-
tions can only be used with the performance in this Only the longer (limiting) distance is presented.
section and not with the performance presented in The TAKEOFF FIELD LENGTH is based on the
the AFM. The only exception is the REDUCED following assumptions.
BRAKING ACTION CORRECTION which can be Takeoff flaps (15 or 0).
used with AFM performance as well.
TAKEOFF POWER set in accordance with meth-
2. CLIMB LIMITED TAKEOFF WEIGHT od A, (with corrections for methods B and C). For
definition of power setting methods and distance
The weight is limited by the ability to either achieve corrections see paragraph 7.
a positive first segment climb gradient, a second Two engine acceleration to a speed just below
segment climb gradient of 2.4% or a final segment V1.
climb gradient of 1.2%. On the SAAB 340 the
second segment climb requirement is always the followed by either
most limiting. Abortion executed at V1.
Power levers (PL) brought back to Ground Idle
The second segment climb requirement is based on
(GI).
the following assumptions.
Application of maximum wheel braking.
Takeoff flaps (15 or 0).
Landing Gear retracted. or
Left engine (critical engine) inoperative and pro- Engine failure at V1 followed by acceleration to
peller feathered. (A coarsened propeller causes VR.
less drag than a feathered, hence a coarsened Rotation at VR.
propeller also fulfills the requirement). Continued acceleration to reach V2 at 35 ft. The
Right engine developing TAKEOFF POWER + Landing Gear is assumed to be retracted as soon
7% TRQ or TAKEOFF POWER, depending on if as a positive climb rate is achieved.
the takeoff was performed with the APR system If APR ARMED, power is automatically increased
ARMED or OFF. to TAKEOFF POWER + 7% TRQ at engine fail-
A speed of V2. ure.
3. TAKEOFF FIELD LENGTH AND SPEEDS During an aborted takeoff it is very important to
(DRY RUNWAY) bring the PLs back to GI without any unnecessary
delay. Delaying this action will result in a consider-
The Takeoff Field Length presented in the able increase in stopping distance. Reverse thrust,
TAKEOFF WEIGHT versus FIELD LENGTH and PL below GI, has not, due to regulations, been used
CLIMB REQUIREMENT charts is the longer of the in calculating aborted takeoff; however its use is
distances required to accelerate with two engines to recommended to be used whenever a takeoff is
V1 and either continue with one engine to reach V2 rejected.
at 35 ft or abort the takeoff and come to a complete
stop. 1.15 times the two engine takeoff distance to
35 ft is shorter and thus not limiting.
28/1
PAGE 1
Apr 01/15
CT79B
General
3.1 TAKEOFF SPEEDS When using methods B or C the distance will be
increased and must be corrected for. All methods
V1, VR, V2 and VCLEAN are found in AOM section
assume brakes on, Condition Levers in MAX and
27 SPEEDS.
use of CTOT. Use of APR ARM position on the
4. OBSTACLES LIMITED TAKEOFF WEIGHT CTOT panel depends on, if the takeoff is scheduled
with APR ARMED or OFF.
The obstacle calculation has been greatly simplified
in the AOM. It is based on obstacle distance and Method A
height from RWY end which means that RWY slope Gives optimum takeoff performance and shall be
and takeoff field length do not have to be con- used for takeoff on precipitation covered runways.
sidered. The calculation is based on a speed of V2 Select TAKEOFF POWER on the CTOT panel.
to V2 +10. The leveloff and acceleration to VCLEAN Release brakes.
should only be performed after clearing the
obstacle. With Method A use the distance read from the
TAKEOFF WEIGHT versus FIELD LENGTH and
On RWYs that are Takeoff field length limited, the CLIMB REQUIREMENT tables.
obstacle calculation will be equal in AOM and AFM
where as under all other conditions the AFM calcu- Method B
lation will give better performance, although more Set approximately 60% TRQ.
complicated to calculate. Release brakes
Corrections shall be made for wind, OAT and pres- Select TAKEOFF POWER on the CTOT panel
sure altitude. before 45 KIAS.
With Method B the distance read from the
5. BRAKE ENERGY LIMITED TAKEOFF TAKEOFF WEIGHT versus FIELD LENGTH and
WEIGHT CLIMB REQUIREMENT tables must be increased
Brake energy limited takeoff weight occurs when by 150 ft.
the brake energy required to decelerate from V1 to Method C
a full stop is limited by the max. allowable brake
Used to perform rolling takeoffs.
energy.
Advance Power Levers to Flight Idle.
The brake energy limit is given as a maximum
Release brakes.
gross weight versus OAT, Pressure Altitude and
Select TAKEOFF POWER on the CTOT panel
Tailwind component and is found in the BRAKE EN-
before 60 KIAS.
ERGY LIMITED TAKEOFF WEIGHTS chart.
With Method C the distance read from the
6. TIRE SPEED LIMITED TAKEOFF WEIGHT TAKEOFF WEIGHT versus FIELD LENGTH and
Tire speed limited takeoff weight occurs when the CLIMB REQUIREMENT tables must be increased
rotation speed VR or the lift-off speed is equal to by 600 ft.
the maximum tire speed. 7.2 TAKEOFF AT LOW BRAKING ACTION
Tire speed is never limiting when operating in ac-
Power setting Method (with brakes on, Condition
cordance with procedure in AFM/AOM.
Levers in MAX and use of CTOT).
7. TAKEOFF POWER SETTING METHODS Advance Power Levers to Flight Idle.
Release brakes.
7.1 NORMAL TAKEOFF
Increase TRQ asymmetrically (510% more TRQ
Takeoff performance is available for three power on left engine) until 4050 KIAS when rudder be-
setting methods, A, B and C. The takeoff distance comes effective.
presented in the tables is based on method A. Select TAKEOFF POWER on the CTOT panel
before 60 KIAS.
28/1
PAGE 2
Apr 01/15
CT79B
General
The distance read from the TAKEOFF WEIGHT limits, where, at rated power, the aircraft would
versus FIELD LENGTH and CLIMB REQUIRE- have a certain performance margin. Operation with
MENT tables must be corrected by 600 ft for Flaps reduced power in service is always at the discretion
15 and 0, due to the power setting method. Addi- of the pilot in command.
tionally the takeoff distance has to be corrected for
Reduced power operation does not allow the use of
the braking action in accordance with the BRAKING
an engine deteriorated beyond either rated or de-
ACTION CORRECTION table.
rated Limits. To check the performance, rated or
8. POWER RATINGS derated takeoff power must be used at least once
during each100 hours of operation or 100 takeoffs,
The CT79B Rated TAKEOFF POWER is flat
whichever occurs first.
rated at 100% TRQ at sea level up to an OAT of
+ 35 C with ECS and ENG A/I OFF. The reduced TRQ may never be less than 75% of
The CT79B Rated TAKEOFF POWER + 7% rated or derated TRQ at the actual OAT.
TRQ (APR) or GOAROUND POWER is flat
rated at 107% TRQ at sea level up to an OAT of NOTE
+ 35C with ECS and ENG A/I OFF). To ensure autocoarsen/CTOT arming on a cold
The CT79B Derated TAKEOFF POWER is flat day (OAT less than 0 C), advance the power
rated at 100% TRQ at sea level up to an OAT of levers to achieve not less than 80% TRQ prior to
+29C with ECS and ENG A/I OFF. engaging CTOT. When OAT is below 20 C it
The CT79B Derated TAKEOFF POWER + 7% may be necessary to advance the power levers
TRQ (APR) or GOAROUND POWER is flat further to ensure that the autocoarsen/CTOT
rated at 107% TRQ at sea level up to an OAT of armed lights illuminate.
+29C with ECS and ENG A/I OFF).
No performance data is presently included in the Reduced power operation must not be performed
AOM for derated power. Operation with derated with the Antiskid system inoperative, with CTOT
power must be performed in accordance with the system inoperative or under certain runway condi-
AFM Appendix. tions as defined in the applicable approved AFM.
9. REDUCED POWER (RPT) NOTE
9.1 GENERAL Some operating regulations do not permit sched-

uling of takeoff performance based on the APR
Reduced power is a method to reduce rated or de- system in combination with reduced power take-
rated takeoff power and thereby improve the engine off. Consult your approved AFM to establish if
life. Climb and Cruise power are not affected. this is the case.
The method used to establish the reduced power,
the Assumed Temperature Method, is based on us- 9.2 ESTABLISH THE CLIMB LIMITED
ing the rated or derated torque for an assumed tem- TAKEOFF WEIGHT LIMITING OAT
perature higher than the actual ambient temperat-
Enter applicable TAKEOFF WEIGHT versus FIELD
ure. The assumed temperature is the temperature
LENGTH and CLIMB REQUIREMENT chart with
at which the maximum takeoff weight, based on
airport pressure altitude and takeoff gross weight.
performance limitations, is equal to the actual
Correct the takeoff gross weight for slope before
takeoff weight of the aircraft. An assumed temperat-
determining the OAT. This is the highest OAT at the
ure outside the environmental envelope (see AOM
which the climb requirement is met.
section 1) may be used when calculating perform-
ance, however, no operation is authorized outside
the envelope. Full use of reduced power will result
in the aircraft operating near or at the performance
28/1
PAGE 3
Apr 01/15
CT79B
General
9.3 ESTABLISH THE OBSTACLE LIMITED TAKEOFF WEIGHT versus FIELD LENGTH and
OAT CLIMB REQUIREMENT chart with the corrected
available takeoff field length. Read the new limiting
Enter applicable TAKEOFF WEIGHT versus
OAT.
OBSTACLES chart with obstacle height above
RWY end and obstacle distance from RWY end. 9.6 ESTABLISH THE LIMITING OAT
Read the Limiting gross weight. Correct for wind.
Establish the increment between actual weight and The assumed or limiting OAT is the lower of the
this wind corrected weight. Enter, with this weight OAT established in steps 9.2, 9.3, 9.4 and 9.5.
increment, the PRESSURE ALTITUDE and OAT 9.7 ESTABLISH THE REDUCED TRQ SET-
CORRECTION table at actual pressure and read TING
the limiting OAT.
Enter applicable TAKEOFF POWER setting table in
9.4 ESTABLISH THE BRAKE ENERGY LIM- AOM section 26 with airport pressure altitude and
ITED TAKEOFF WEIGHT LIMITING OAT the assumed OAT established in step 9.6. Read the
Enter the BRAKE ENERGY LIMITED TAKEOFF reduced TRQ setting. Compare the TRQ setting at
WEIGHTS chart with takeoff gross weight, wind actual and assumed OAT. The assumed TRQ may
component (if tailwind) and airport pressure altitude. never be less 75% of rated or derated TRQ at actu-
Read the limiting OAT. This is the brake energy al OAT. If the assumed TRQ is less, use 75% of
Limited OAT. rated or derated TRQ as the takeoff TRQ setting.
According to some operating regulations the re-
9.5 ESTABLISH THE TAKEOFF FIELD
duced TRQ setting may never be less than the re-
LENGTH LIMITING OAT
commended climb power setting at the actual OAT.
Enter applicable TAKEOFF WEIGHT versus FIELD Consult the approved AFM to establish if this is the
LENGTH and CLIMB REQUIREMENT chart with case.
takeoff field lengths, slope, wind component, takeoff
10. TAKEOFF FROM A WET RUNWAY
gross weight and pressure altitude (correct the
takeoff field length before entering the chart if re- Definition:
quired). Read the limiting OAT. This is the highest
A runway is considered as wet when it is soaked to
OAT at which the field length requirement is met.
the extend, causing it to appear reflective (shinning
At low and medium takeoff gross weights it is advis- wet) but with a water depth not exceeding 3 mm
able to leave a margin on the takeoff field length for (0,125 inch).
correction caused by speed differences.
Compare the takeoff speeds (V1, VR, V2) at actual NOTE
and assumed OAT. If any of the takeoff speeds are This procedure may not be required or approved
higher at actual temperature the takeoff distance by the national operating rules.
must be corrected. The highest speeds at either
actual or assumed temperature shall be used for A reduction of V1 by 6 KIAS for Flaps 15 and
actual operation. 5 KIAS for Flaps 0 will allow the aircraft to lift off
Compare the takeoff distance (if required). Com- and reach a height of a least 15 ft within the takeoff
pare the speeds at actual and assumed OAT. Re- distance. To reject the takeoff within the accelerate
duce the available takeoff field length by TBD ft per stop distance, V1 must be reduced by 8 KIAS for
kt speed difference. Check that the required takeoff flaps 15 and 9 KIAS for flaps 0 provided reverse
field length at the assumed OAT is lower than or thrust is used during retardation. It shall be ob-
equal to the corrected available takeoff distance. If served that V1 must never be reduced below V1MIN
the required takeoff distance is longer, enter the (VMCG limited V1).
28/1
PAGE 4
Apr 01/15
CT79B
General
11. BRAKING ACTION CORRECTION applicable for this bleed combination shall be
used.
NOTE when the takeoff is performed with ECS ON and
ENG A/I OFF, the basic performance diagrams
This correction may not be required or approved
applicable for ECS OFF and ENG A/I OFF shall
by the national operating rules.
be used, but the diagrams shall be entered with
an OAT 7C higher than the actual OAT for flaps
Braking action corrections are given as field length
15 and 6C higher for flaps 0. TRQ tables for
increment versus friction coefficient.
ECS ON and ENG A/I OFF shall be used.
It shall be observed that the increase in distances when the takeoff is performed with ECS OFF and
are based on a reduction in V1 as for a wet runway. ENG A/I ON, the basic performance diagrams
applicable for ECS OFF and ENG A/I OFF shall
12. TAKEOFF FROM A PRECIPITATION
be used, but the diagrams shall be entered with
COVERED RUNWAY
an OAT 10C higher than the actual OAT for both
Definition: flaps settings. TRQ tables for ECS OFF and
ENG A/I ON shall be used.
A runway is considered to be covered by precipita-
tion when more than 25% of the surface (whether in
NOTE
isolated areas or not) within the required length and
width is covered by surface water, more than 3 mm Takeoff with ECS ON and ENG A/I ON is not au-
(0,125 inch) deep, or by slush, wet or dry snow thorized
equivalent to more than 3 mm (0,125 inch) of water.
No data are presently included in the AOM. Opera- NOTE
tion shall be performed in accordance with the AFM
This simplified method may be used with both
if such data is included in the manual.
AFM and AOM generated performance.
13. TAKEOFF IN ICING CONDITIONS
15. TAKEOFF WITH INOPERATIVE (MMEL)
No special performance or speed corrections for ice EQUIPMENT
or snow accretion are given for takeoff in icing con-
ditions. It is assumed that the aircraft has been Included in this paragraph are only inoperative
properly prepared on the ramp precluding accretion equipment which requires special considerations
of any significance of ice or snow during the takeoff with regard to performance and/or takeoff proced-
phase of the flight. ures. A prerequisite is that the applicable approved
MMEL includes the equipment.
14. SIMPLIFIED TAKEOFF PERFORMANCE
CALCULATIONS 15.1 TAKEOFF WITH NOSE WHEEL STEERING
INOPERATIVE
Instead of using three different sets of takeoff per-
formance data (ECS OFF/ENG A/I OFF, ECS ON/ Takeoff power setting Method as for takeoff at low
ENG A/I OFF, ECS OFF/ENG A/I ON) this simpli- braking action.
fied method may be used as an alternative
The field length read from the applicable TAKEOFF
procedure. The method has bleed off performance
WEIGHT versus FIELD LENGTH and CLIMB RE-
data as the base line, and corrections (increase) in
QUIREMENT chart must be increased by 600 ft for
OAT are made for either ECS or ENG A/I being ON
both Flaps 15 and 0, due to the power setting meth-
during takeoff.
od.
when the takeoff is performed with ECS OFF and
ENG A/I OFF, the basic performance diagrams
28/1
PAGE 5
Apr 01/15
CT79B
General
15.2 TAKEOFF WITH CTOT INOPERATIVE The Obstacle Limited Gross Weight read from the
TAKEOFF WEIGHT versus OBSTACLES charts
Performance corrections are valid for flaps 0 and
shall be reduced by 1 300 lb.
15. It shall be observed that the separate TRQ set-
ting tables (without CTOT) in AOM section 26 shall 15.3 TAKEOFF WITH ANTISKID SYSTEM
be used for torque setting. INOPERATIVE
As a consequence of CTOT being inoperative, the Performance corrections are only given for flaps 15
APR system is inoperative; accordingly the penal- and accordingly this flap setting is the only one au-
ties given in this paragraph shall be used with APR thorized for takeoff. Maximum Speed for use of
OFF performance. wheel brakes is 40 KIAS. Due to the highly efficient
Power setting Methods (with brakes on and Condi- carbon brakes the brake command is difficult to
tion Lever at MAX). modulate at higher speed. Brake application at
higher speed will most likely cause locked wheels
Method A1 resulting in flat tires.
Set TAKEOFF POWER
Power Setting Method:
Release brakes.
Any method may be used with its distance cor-
Method B1 rection.
Set 60% TRQ
Because the brakes may only be used below 40 kts
Release brakes the acceleratestop distances will be significantly
Set TAKEOFF POWER before 45 KIAS increased. For takeoff, the Takeoff Field Length
With Method B1 the distance read from the read from the TAKEOFF WEIGHT versus FIELD
TAKEOFF WEIGHT versus FIELD LENGTH and LENGTH and CLIMB REQUIREMENT chats shall
CLIMB REQUIREMENT tables must be increased be multiplied by a factor of 1.8.
by 150 ft.
15.4 TAKEOFF WITH LANDING GEAR
Method C1 SECURED EXTENDED
Advance Power Levers to Flight Idle.
This paragraph covers operation with a faulty Land-
Release brakes.
ing gear retraction/extension system and requires
Set TAKEOFF POWER before 60 KIAS. the Landing gear to be secured in extended position
With Method C1 the distance read from the in accordance with procedures in the MMEL. Dis-
TAKEOFF WEIGHT versus FIELD LENGTH and patch is not authorized into known or forecasted
CLIMB REQUIREMENT tables must be increased icing conditions.
by 600 ft.
The T/O INH button must be pushed after Lift-off in
During the acceleration the TRQ will increase about order to reset the takeoff inhibit function.
5%. The takeoff performance is based on this
The increase in drag will affect the takeoff perform-
blooming effect and the TRQ shall not be corrected.
ance as follows:
When operating with CTOT inoperative the Gross The Climb Limited Gross Weight read from the
weight in the TAKEOFF WEIGHT versus FIELD TAKEOFF WEIGHT versus FIELD LENGTH and
LENGTH and CLIMB REQUIREMENT charts shall CLIMB REQUIREMENT charts shall be reduced
be corrected as follows. by 2 600 lb for Flaps 15 and 3 100 lb for Flaps 0.
The Climb Limited Gross Weight read from the The Obstacle Limited Gross Weight read from
chart shall be reduced by 1 300 lb. the TAKEOFF WEIGHT versus OBSTACLES
The Field Length Limited Gross Weight read from charts shall be reduced by 2 600 lb for Flaps 15
the Chart shall be reduced by 1 300 lb. and 3 100 lb for Flaps 0.
28/1
PAGE 6
Apr 01/15
CT79B
General
16. LINE UP ALLOWANCES
The takeoff distance in the TAKEOFF WEIGHT vs

FIELD LENGTH chart does not include any Line Up
allowances.
The takeoff distance in the TAKEOFF WEIGHT vs
FIELD LENGTH chart , corrected for takeoff
method and braking action if applicable, should be
increased with the established Line Up allowance.
The Line Up allowance may vary pending the di-
mensions of the actual runway and the taxiway con-
necting to the runway.
NOTE
This procedure may not be required according to
the national operational requirements
28/1
PAGE 7
Apr 01/15
CT79B
General
17. EXAMPLE
STEP 2: Establish the Brake Energy Lim-
17.1 CALCULATION OF MAX TAKEOFF ited Takeoff Weight.
GROSS WEIGHT (NO OBSTACLE) Use the BRAKE ENERGY LIMITED
TAKEOFF WEIGHTS chart applicable
GIVEN: Flaps . . . . . . . . . . . . . . . . 0 to Flaps 0.
ECS . . . . . . . . . . . . . . . . . OFF Enter the graph at 0 C , follow the 0
line until intercepting the Sea Level
ENG A/I . . . . . . . . . . . . . . OFF
Pressure Altitude Line, and read the
APR . . . . . . . . . . . . . . . . . OFF Limiting Gross Weight. The Limiting
Power setting method . . A Gross Weight is more than 30 000 lb
Airport Pressure i.e. the takeoff is not limited by the
brake energy.
Altitude . . . . . . . . . . . . . . Sea level
Takeoff Field STEP 3: Establish the Takeoff Field Length
Limited Takeoff Weight.
Available Length . . . . . . 5 730 ft
Use the same chart as in step 1.
RWY Slope . . . . . . . . . . . 1% uphill
a. Enter the Pressure Altitude graph at
OAT . . . . . . . . . . . . . . . . . 0C
0C. Follow the 0 C line until inter-
Reported Braking cepting the Sea Level Pressure Alti-
Action . . . . . . . . . . . . . . . 0.39 tude effect line then go to the Ref.
Wind component . . . . . . 10 kts Line at the Gross Weight graph.
headwind b. Correct the available Takeoff Field
Length for braking action 0,39, which
FIND: Maximum Takeoff Weight.
gives a distance of 5 730 ft 330 ft =
STEP 1: Establish the Climb Limited Take- 5 400 ft corrected Takeoff Field
off Weight. Length.
Use the TAKEOFF WEIGHT FLAPS c. Enter Slope Effect Graph at 5 400 ft.
0 versus FIELD LENGTH and CLIMB Go from 1% uphill Line down to Ref.
REQUIREMENT chart for APR then go to 10 kts Headwind Line, fol-
ARMED, ECS OFF and ENG A/I low guideline to the Ref. and then in
OFF. to the Weight Effect graph.
Enter the Climb Limit: gross weight d. Continue with step 3a. From the Ref.
graph at 0 C, follow the 0 C line un- Line follow the effect line until inter-
til intercepting the Sea Level Pressure cepting the horizontal line from step
Altitude. In this case, it is more than 3 c. Read the Limiting Weight. In this
30 000 lb i.e. the takeoff is not limited case 29 600 lb.
by the climb requirement. Read and
ANSWER: Maximum Takeoff Weight is 28 500 lb
correct this weight for RWY slope, if
(Lowest of step 1, 2, 3 or structural
applicable, to obtain a Climb Limited
MTOW).
Takeoff weight, which in this case is
above 28 500 lb.
28/1
PAGE 8
Apr 01/15
CT79B
General
17.2 CALCULATION OF TAKEOFF FIELD
STEP 3: Establish the Required Takeoff
LENGTH REQUIRED (No obstacle)
Field Length.
Use the same chart as in step 1.
GIVEN: Flaps . . . . . . . . . . . . . . . . 15
Enter the Pressure Altitude graph at
ECS . . . . . . . . . . . . . . . . . OFF
+20C, follow 20C line until intercept-
ENG A/I . . . . . . . . . . . . . . OFF ing the Sea Level line. Then, go to the
APR . . . . . . . . . . . . . . . . . ARMED Ref. line at the Gross Weight graph,
Power setting method . . C follow the effect line until 27 400 lb
then proceed to the Wind Effect Ref.
Airport Pressure
line. Follow line to 5 kts Headwind,
Altitude . . . . . . . . . . . . . . Sea level then go to the Slope Ref. line. Follow
RWY Slope . . . . . . . . . . . 0.5% line to 0.5% downhill then read uncor-
downhill rected Takeoff Field Length. Since
OAT . . . . . . . . . . . . . . . . . + 20C takeoff is planned with method C, add
600 ft to uncorrected Takeoff Field
Length, thus giving 4 100 + 600 = 4
Takeoff Weight . . . . . . . . 27 400 lb
700 ft which is the required Takeoff
Wind component . . . . . . 5 kts head- Field Length.
wind
ANSWER: Takeoff Field Length required is
FIND: Required Takeoff Field Length. 4 700 ft.
STEP 1: Establish the Climb Limited Take-
off Weight.
Use the TAKEOFF WEIGHT FLAPS
15 versus FIELD LENGTH and
CLIMB REQUIREMENT Chart for
APR ARMED, ECS OFF and ENG A/I
OFF.
Enter the Climb Limit Gross Weight
graph at 20C, follow the 20C line
until intercepting the Sea Level Pres-
sure Altitude Line. It is more than
30 000 lb i.e. the takeoff is not limited
by the climb requirement. Read and
correct this weight for RWY Slope, if
applicable, to obtain a Climb Limited
Takeoff weight, which in this case is
above 28 500 lb.
STEP 2: Establish the Brake Energy Lim-

ited Takeoff Weight.
At this flaps setting brake energy is
never limiting with this Wind Compo-
nent. (See paragraph 5 in this sec-
tion).
28/1
PAGE 9
Apr 01/15
CT79B
General
17.3 CALCULATION OF MAX TAKEOFF
GROSS WEIGHT WITH REGARD TO
OBSTACLE
GIVEN: Flaps . . . . . . . . . . . . . . . . 0
ECS . . . . . . . . . . . . . . . . . OFF
ENG A/I . . . . . . . . . . . . . . OFF
APR . . . . . . . . . . . . . . . . . ARMED
T/O
Airport Pressure
Altitude . . . . . . . . . . . . . . 2 000 ft
OAT . . . . . . . . . . . . . . . . . +20C
Obstacle Distance from
RWY End . . . . . . . . . . . . 12 000 ft
Obstacle Height above
RWY End . . . . . . . . . . . . 500 ft
Wind component . . . . . . 10 kts
headwind
FIND: Maximum Takeoff Weight.

STEP 1: Establish the Maximum Takeoff
Weight.
Use the TAKEOFF WEIGHT FLAPS
0 versus OBSTACLES chart applica-
ble to APR ARMED, ECS OFF and
ENG A/I OFF.
a. Enter from the left with 500 ft ob-
stacle height and from below with
12 000 ft obstacle distance. Read
the uncorrected gross weight of
26 500 lb where the lines intercept.
b. Correct the gross weight for 10 kts
headwind.
26 500 lb + 10 kts x 20 lb =
26 700 lb
c. Correct the Gross Weight for Press.
Alt. 2000 ft and OAT + 20C.
26 700 lb 960 lb = 25 740 lb
ANSWER: Maximum Takeoff Weight with regard

to obstacle is 25 740 lb.
28/1
PAGE 10
Apr 01/15
CT79B
RATED POWER / Flaps 15
A26877
28/2
PAGE 1
Apr 01/15
CT79B
A26876
28/2
PAGE 2
Apr 01/15
CT79B
A26875
28/2
PAGE 3
Apr 01/15
CT79B
A26874
28/2
PAGE 4
Apr 01/15
CT79B
A26873
28/2
PAGE 5
Apr 01/15
CT79B
A26872
28/2
PAGE 6
Apr 01/15
CT79B
A26880
28/3
PAGE 1
Apr 01/15
CT79B
A26881
28/3
PAGE 2
Apr 01/15
CT79B
A26882
28/3
PAGE 3
Apr 01/15
CT79B
A26883
28/3
PAGE 4
Apr 01/15
CT79B
A26884
28/3
PAGE 5
Apr 01/15
CT79B
A26885
28/3
PAGE 6
Apr 01/15
CT79B
A26889
28/4
PAGE 1
Apr 01/15
CT79B
A26890
28/4
PAGE 2
Apr 01/15
CT79B
A26891
28/4
PAGE 3
Apr 01/15
CT79B
A26892
28/4
PAGE 4
Apr 01/15
CT79B
A26893
28/4
PAGE 5
Apr 01/15
CT79B
A26894
28/4
PAGE 6
Apr 01/15
CT79B
RATED PWR / Flaps 0
A26895
28/5
PAGE 1
Apr 01/15
CT79B
RATED PWR / Flaps 0
A26896
28/5
PAGE 2
Apr 01/15
CT79B
RATED PWR / Flaps 0
A26897
28/5
PAGE 3
Apr 01/15
CT79B
RATED PWR / Flaps 0
A26900
28/5
PAGE 4
Apr 01/15
CT79B
RATED PWR / Flaps 0
A26898
28/5
PAGE 5
Apr 01/15
CT79B
RATED PWR / Flaps 0
A26899
28/5
PAGE 6
Apr 01/15
CT79B
RATED PWR / Flaps 15 / 0
BRAKE ENERGY LIMITED TAKEOFF WEIGHTS
A26901
28/6
PAGE 1
Apr 01/15
CT79B
RATED PWR / Flaps 15 / 0
28/6
PAGE 2
Apr 01/15
Aircraft Operations Manual SERVICE CEILING
CONTENTS
Service Ceiling
29/1 General
29/2 All engines Service Ceiling
29/3 One engine Service Ceiling
29/4 Drift down
29/5 All engines and One engine Service Ceiling with
fuelburn from Takeoff considered.
29 CONTENTS
PAGE 1
Apr 01/15
29 CONTENTS
PAGE 2
Apr 01/15
CT7--9B
General
1. GENERAL (gross) has decayed 1.1%, which equates to a net
climb gradient of 0%, as in section 6--8 of the AFM.
Included in this section are One Engine and All En-
gines service ceiling and drift down tables. Separate The altitudes presented in the tables represent the
tables are given for residual airframe and propeller highest altitude at which this gradient can be
ice (for aircraft on Canadian register, see supple- achieved.
ment 37/3). The performance is based on the following condi-
tions:
2. ALL ENGINES OPERATING
NO FUELBURN CONSIDERED -- One engine operating at MAX CONTINUOUS
POWER and the other inoperative with the pro-
2.1 ALL ENGINES SERVICE CEILING peller feathered.
-- Flaps and Landing gear retracted.
The All Engine service ceiling has been defined as
the point at which the climb gradient available -- ECS ON above 10 000 ft and ECS OFF below
(gross) has decayed 0%. The altitude presented in 10 000 ft.
the tables represent the highest altitude that this -- Climb speed:
climb gradient can be achieved. Engine Anti--Ice OFF: VCLEAN + 5
The performance is based on the following condi- Engine Anti--Ice ON: VCLEAN +15
tions.
3.2 ONE ENGINE SERVICE CEILING WITH
-- Both engines operating at MAX CLIMB POWER.
RESIDUAL AIRFRAME & PROPELLER ICE
-- Flaps and Landing gear retracted.
-- ECS ON. The service ceiling table assumes a reduction in
-- Climb speed: power and an increase in drag due to ice, estab-
lished from flight tests. See also section 32. The
Engine Anti--Ice OFF: VCLEAN + 5
performance is based on the same conditions as in
Engine Anti--Ice ON: VCLEAN + 15 paragraph 3.1 with the following exception.
-- Climb speed VCLEAN + 15.
2.2 ALL ENGINE SERVICE CEILING WITH
RESIDUAL AIRFRAME AND 3.3 DRIFT DOWN
PROPELLER ICE
The drift down stabilizing altitude has been defined
The service ceiling performance assumes a reduc- as the point at which the climb gradient available
tion in thrust and an increase in drag due to ice, (gross) has decayed 1.1%, which equates to a net
established from flight tests. See also section 32. climb gradient of 0%, as in section 6--8 of the AFM.
The performance is based on the same conditions
The tables present the drift down distance between
as in paragraph 2.1 with the following exceptions.
a range of initial (engine failure) pressure altitudes
-- Both engines operating at MAX CONTINUOUS and final altitudes. The service ceiling and distance
POWER. to the service ceiling has also been presented for
-- Climb speed VCLEAN + 15. each case and should be regarded as the minimum
3. ONE ENGINE INOPERATIVE altitude for drift down calculations.
NO FUELBURN CONSIDERED The drift down tables have been calculated for still
air, with wind corrections provided at the bottom of
3.1 ONE ENGINE SERVICE CEILING the tables.
The One Engine service ceiling has been defined The drift down performance is based on the same
as the point at which the climb gradient available conditions as in paragraph 3.1.
29/1
PAGE 1
Dec 01/15
CT7--9B
General
3.4 DRIFT DOWN WITH RESIDUAL AIR- 5.2 ALL ENGINES SERVICE CEILING WITH
FRAME & PROPELLER ICE RESIDUAL AIRFRAME AND
PROPELLER ICE
The drift down performance assumes a reduction in
thrust and an increase in drag due to ice, estab- The All Engines service ceiling with residual air-
lished from flight tests. frame and propeller ice is based on the same condi-
tions as in paragraph 2.2 with the following excep-
The drift down performance is based on the same
tions.
conditions as in paragraph 3.2.
-- Takeoff from S.L.
4. SERVICE CEILING WITH -- The aircraft weight has been reduced during the
INOPERATIVE (MMEL) EQUIPMENT climb by the weight of the fuel being burnt during
NO FUELBURN CONSIDERED the climb from S.L.
Included in this section are the inoperative equip- 5.3 ONE ENGINE SERVICE CEILING
ment items which require special performance con-
sideration. The One Engine service ceiling is based on the
same conditions as in paragraph 3.1 with the follow-
A prerequisite is that the applicable approved ing exceptions.
MMEL includes the equipment.
4.1 OPERATING WITH LANDING GEAR -- The aircraft weight has been reduced during the
EXTENDED climb by the weight of the fuel being burnt during
the climb from S.L.
Operation into known or forecasted icing conditions
is not authorized. The increase in drag will affect 5.4 ONE ENGINE SERVICE CEILING WITH
the enroute performance as follows: RESIDUAL AIRFRAME AND PROPELLER
-- Before entering the ALL ENGINES SERVICE ICE
CEILING tables increase the actual Gross The One Engine service ceiling with residual air-
Weight by 3900 lb. frame and propeller ice is based on the same condi-
-- Before entering the ONE ENGINE SERVICE tions as in paragraph 3.2 with the following excep-
CEILING tables increase the actual Gross tions.
Weight by 3900 lb.
-- Before entering the DRIFT DOWN tables in-
-- The aircraft weight has been reduced during the
crease the actual gross weight by 3900 lb.
climb by the weight of the fuel being burnt during
The speed VCLEAN +5 shall be based on actual the climb from S.L.
Gross Weight.
5.5 OPERATING WITH LANDING GEAR
5. SERVICE CEILING FUELBURN FROM EXTENDED
TAKEOFF CONSIDERED
The operating with landing gear extended is based
5.1 ALL ENGINES SERVICE CEILING on the same conditions as in paragraph 4.1 with the
following exceptions.
The All Engines service ceiling is based on the
-- Fuel is deducted from takeoff weight during
same conditions as in paragraph 2.1 with the follow-
climb.
ing exceptions.
The increase in drag will affect the enroute perfor-
mance as follows:
-- The aircraft weight has been reduced during the
climb by the weight of the fuel being burnt during -- Before entering the ALL ENGINES SERVICE
the climb from S.L. CEILING tables increase the actual Gross
Weight by 4820 lb.
29/1
PAGE 2
Dec 01/15
CT7--9B
General
-- Before entering the ONE ENGINE SERVICE
CEILING tables increase the actual Gross
Weight by 4130 lb.
-- Before entering the DRIFT DOWN tables increase the actual gross weight by 4030 lb.
6. EXAMPLE DRIFT DOWN
The speed VCLEAN +5 shall be based on actual

Gross Weight.
GIVEN: Altitude at Engine

failure . . . . . . . . . . . . . . . 21 000 ft
Weight at engine 26 000 lb
failure . . . . . . . . . . . . . . .
Temperature . . . . . . . . . ISA
Wind component . . . . . . 10 kts headwind
ENG A/I . . . . . . . . . . . . . ON
Power setting . . . . . . . . . MAX CONT
Speed . . . . . . . . . . . . . . . VCLEAN--ICE
FIND: Distance to 15 000 ft.
STEP 1: Use DRIFT DOWN table for ENG A/I ON

and ISA.
Enter the drift down table with the altitude
and weight at engine failure, 21 000 ft and
26 000 lb and a temperature of ISA.
Read the distance to
21 000 ft = 19 nm.
Calculate and subtract the headwind
correction: 0.062 x 19 x 10/10 = 1.2 nm
Wind corrected distance to
21 000 ft = 19 -- 1.2 = 17.8 nm.
Read the distance to
15 000 ft = 71 nm.
Calculate and subtract the headwind
correction: 0.062 x 71 x 10/10 = 4.4 nm
Wind corrected distance to
15 000 ft = 71 -- 4.4 = 66.6 nm.
STEP 2: Distance from 21 000 ft to
15 000 is 66.6 -- 17.8 = 48.8 nm.
ANSWER: Distance to 15 000 ft is 48 nm.
29/1
PAGE 3
Dec 01/15
CT7--9B
General
29/1
PAGE 4
Dec 01/15
CT7--9B
All engine
ALL ENGINES SERVICE CEILING ECS ON
NO FUELBURN CONSIDERED
GROSS SERVICE CEILING (0% CLIMB GRADIENT)
MAX CLIMB POWER
PRPM 1230 -- 1330
ENG A/I OFF
SPEED : VCLEAN +5 kt
PRESSURE ALTITUDE (--ft)

WEIGHT Temperature (_C)
--lb
ISA --20 ISA --10 ISA ISA +10 ISA +20 ISA +30
22 000 31 000 31 000 31 000 31 000 31 000 29 230
23 000 31 000 31 000 31 000 31 000 31 000 28 440
24 000 31 000 31 000 31 000 31 000 30 020 27 260
25 000 31 000 31 000 31 000 30 790 28 940 26 100
26 000 31 000 31 000 31 000 29 790 27 890 24 940
27 000 31 000 31 000 30 540 28 800 26 830 23 790
28 000 31 000 30 820 29 590 27 840 25 780 22 650
29 000 30 120 30 030 28 650 26 910 24 760 21 540
ENG A/I ON
SPEED : VCLEAN--ICE

340--02--29--0001

--lb
ISA --20 ISA --10 ISA ISA +10 ISA +20
22 000 31 000 31 000 31 000 31 000 29 680
23 000 31 000 31 000 31 000 30 800 28 540
24 000 31 000 31 000 31 000 29 790 27 410
25 000 31 000 31 000 30 470 28 750 26 290
26 000 31 000 30 930 29 500 27 760 25 200
27 000 30 780 30 090 28 580 26 880 24 150
28 000 29 860 29 270 27 690 26 000 23 150
29 000 29 120 28 440 26 830 25 130 22 170
29/2
PAGE 1
Dec 01/15
CT7--9B
All engine
29/2
PAGE 2
Dec 01/15
CT7--9B
One engine
GROSS SERVICE CEILING
PRPM 1384
ENG A/I ON RESIDUAL AIRFRAME AND PROPELLER ICE
PRESSURE ALTITUDE (ft)

WEIGHT SPEED : VCLEAN-- ICE
(lb)
ISA --10 ISA ISA +10 ISA +20
22 000 30 990 30 690 29 950 28 440
23 000 30 000 29 700 28 830 27 350
24 000 29 060 28 740 27 750 26 290
25 000 28 130 27 800 26 740 25 220
26 000 27 260 26 920 25 750 24 150
27 000 26 430 26 060 24 840 23 140
28 000 25 600 25 230 23 920 22 140
29 000 24 770 24 410 23 040 21 170
29/2 S1
Applicable to A/C without New HMU (Mod 3052, SB 71--058) PAGE 3
Dec 01/15
CT7--9B
One engine
29/2 S1
Dec 01/15
CT7--9B
One engine
PRPM 1384

(lb)
22 000 31 000 31 000 29 950 28 440
23 000 31 000 30 570 28 830 27 350
24 000 30 470 29 490 27 750 26 290
25 000 29 590 28 450 26 740 25 220
26 000 28 710 27 450 25 750 24 150
27 000 27 860 26 520 24 840 23 140
28 000 27 030 25 590 23 920 22 140
29 000 26 200 24 670 23 040 21 170
29/2 S2
Applicable to A/C with New HMU (Mod 3052, SB 71--058) PAGE 3
Dec 01/15
CT7--9B
One engine
29/2 S2
Dec 01/15
CT7--9B
One engine
ONE ENGINE SERVICE CEILING ECS ON
NET SERVICE CEILING
PRPM 1384
ENG A/I OFF

WEIGHT SPEED : VCLEAN +5
(lb)
ISA --20 ISA ISA +20
22 000 19 010 18 320 14 900
23 000 17 950 17 210 13 390
24 000 16 930 16 100 11 870
25 000 15 910 14 890 10 300
26 000 14 950 13 670 9 990
27 000 13 980 12 480 9 160
28 000 13 050 11 320 7 850
29 000 12 140 10 180 6 490
ENG A/I ON

340--02--29--0002

(lb)
22 000 17 460 16 180 14 510
23 000 16 440 14 940 13 150
24 000 15 440 13 700 11 760
25 000 14 460 12 480 10 390
26 000 13 510 11 300 9 990
27 000 12 640 10 200 9 380
28 000 11 770 9 990 8 170
29 000 10 940 9 270 6 870
29/3 S1
Dec01/15
CT7--9B
One engine
NET SERVICE CEILING
PRPM 1384

(lb)
22 000 14 490 12 530 10 430
23 000 13 380 11 150 9 990
24 000 12 310 9 990 8 980
25 000 11 270 9 710 7 480
26 000 10 240 8 440 5 870
27 000 9 990 7 190 4 410
28 000 8 150 5 850 2 860
29 000 5 150 2 720 1 050
29/3 S1
Dec01/15
CT7--9B
One engine
NET SERVICE CEILING
PRPM 1384
ENG A/I OFF

(lb)
22 000 20 180 18 660 14 900
23 000 19 150 17 370 13 390
24 000 18 170 16 120 11 870
25 000 17 210 14 890 10 300
26 000 16 270 13 670 9 990
27 000 15 280 12 480 9 160
28 000 14 280 11 320 7 850
29 000 13 330 10 180 6 490
ENG A/I ON

340--02--29--0003

(lb)
22 000 18 700 16 180 14 510
23 000 17 720 14 940 13 150
24 000 16 770 13 700 11 760
25 000 15 790 12 480 10 390
26 000 14 720 11 300 9 990
27 000 13 690 10 200 9 380
28 000 12 650 9 990 8 170
29 000 11 620 9 270 6 870
29/3 S2
Dec 01/15
CT7--9B
One engine
NET SERVICE CEILING
PRPM 1384

(lb)
22 000 15 810 12 530 10 430
23 000 14 590 11 160 9 990
24 000 13 340 9 990 8 980
25 000 12 060 9 710 7 480
26 000 10 830 8 440 5 870
27 000 9 990 7 190 4 410
28 000 8 270 5 850 2 860
29 000 5 150 2 720 1 050
29/3 S2
Dec 01/15
CT7--9B
Driftdown
DRIFT DOWN NET GRADIENT
ECS ON / ENG A/I OFF
MAX CONTINUOUS POWER, PRPM 1384 Note: ECS OFF BELOW 10 000 ft
SPEED: VCLEAN+5 ZERO WIND
WEIGHT DURING DRIFT DOWN (lb)

FINAL PRESSURE
ALTITUDE (ft) ISA --20
22 000 23 000 24 000 25 000 26 000 27 000 28 000 29 000
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 16 13 12 10 9 9 8 8
22 000 DIST (nm) 28 22 19 17 15 14 13 12
21 000 DIST (nm) 43 33 28 24 21 19 18 17
20 000 DIST (nm) 70 48 38 33 29 26 24 22
19 000 DIST (nm) 73 53 43 37 33 30 28
18 000 DIST (nm) 78 58 48 42 38 34
17 000 DIST (nm) 84 64 53 47 42
16 000 DIST (nm) 90 69 58 51
SERVICE CEILING (ft) 19 100 18 050 17 025 16 010 15 047 14 079 13 155 12 244
DIST. TO CEILING (nm) 314 316 317 319 321 322 323 323
ISA
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 15 13 12 10 10 9 8 8
21 000 DIST (nm) 39 32 27 24 22 20 18 17
19 000 DIST (nm) 95 63 50 42 37 33 31 28
18 000 DIST (nm) 99 68 55 47 42 38 35
17 000 DIST (nm) 102 73 60 52 46 42
16 000 DIST (nm) 105 78 65 57 51
15 000 DIST (nm) 107 82 69 61
14 000 DIST (nm) 191 109 86 74
ISA +20
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 13 11 10 9 9 8 8 8
21 000 DIST (nm) 29 25 23 21 19 18 17 16
19 000 DIST (nm) 51 44 38 34 32 29 28 26
17 000 DIST (nm) 89 70 59 51 46 43 40 37
15 000 DIST (nm) 118 89 74 65 59 54 50
13 000 DIST (nm) 155 111 92 80 71 65
12 000 DIST (nm) 142 110 93 82 74
11 000 DIST (nm) 206 135 110 95 85
Add. 4.9 % Distance for each 10 kt Tailwind
WIND CORRECTION: Subtract 6.3 % Distance for each 10 kt Headwind
29/4 S1
Dec 01/15
CT7--9B
Driftdown
ECS ON / ENG A/I ON
SPEED: VCLEAN--ICE ZERO WIND

FINAL PRESSURE
ISA --20
ALTITUDE (ft)
22 000 23 000 24 000 25 000 26 000 27 000 28 000 29 000
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 12 11 10 9 8 8 7 7
21 000 DIST (nm) 30 26 23 20 19 17 17 16
20 000 DIST (nm) 43 35 30 27 25 23 22 20
19 000 DIST (nm) 61 48 40 35 32 29 27 26
18 000 DIST (nm) 102 66 53 45 40 36 34 31
17 000 DIST (nm) 107 72 58 50 45 41 38
16 000 DIST (nm) 113 77 63 55 50 46
15 000 DIST (nm) 121 84 69 61 55
ISA
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 12 11 10 9 9 8 8 7
21 000 DIST (nm) 29 25 23 21 19 18 17 16
19 000 DIST (nm) 55 46 39 35 32 30 28 27
17 000 DIST (nm) 118 79 64 55 48 44 41 38
16 000 DIST (nm) 113 82 67 59 53 49 45
15 000 DIST (nm) 111 85 71 63 57 53
14 000 DIST (nm) 200 111 88 76 68 62
13 000 DIST (nm) 172 112 92 80 72
12 000 DIST (nm) 161 115 96 84
ISA +20
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 10 9 9 8 8 8 7 7
21 000 DIST (nm) 23 21 19 18 17 16 16 15
19 000 DIST (nm) 38 34 31 29 28 26 25 24
17 000 DIST (nm) 58 51 46 42 39 37 35 34
15 000 DIST (nm) 87 73 64 58 53 50 47 45
13 000 DIST (nm) 145 107 89 78 70 65 61 57
340--02--29--0004
11 000 DIST (nm) 181 128 105 92 83 77 72

9 000 DIST (nm) 257 137 113 100 91
29/4 S1
Dec 01/15
CT7--9B
Driftdown
RESIDUAL AIRFRAME AND PROP.ICE
MAX CONTINUOUS POWER, PRPM 1384 ECS ON / ENG A/I ON
NO FUELBURN CONSIDERED Note: ECS OFF BELOW 10 000 ft
FINAL PRESSURE
ISA --20
ALTITUDE (ft)
22 000 23 000 24 000 25 000 26 000 27 000 28 000 29 000
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 8 7 7 6 6 6 6 5
21 000 DIST (nm) 19 17 15 14 14 13 12 12
19 000 DIST (nm) 32 28 26 24 22 21 20 19
17 000 DIST (nm) 53 44 39 35 32 30 29 27
15 000 DIST (nm) 110 73 59 51 46 42 39 37
14 000 DIST (nm) 108 76 63 55 50 46 43
13 000 DIST (nm) 109 79 66 59 53 49
12 000 DIST (nm) 111 83 70 63 57
ISA
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 8 8 7 7 7 6 6 6
21 000 DIST (nm) 19 17 16 15 14 14 13 13
19 000 DIST (nm) 32 29 26 24 23 22 21 20
17 000 DIST (nm) 50 43 39 36 33 31 30 28
15 000 DIST (nm) 77 63 55 49 45 42 40 38
13 0004 DIST (nm) 159 98 79 68 60 55 51 48
11 000 DIST (nm) 127 96 82 73 66 61
10 000 DIST (nm) 238 121 97 84 75 69
ISA + 10
25 000 DIST (nm) 0 0 0 0 0 0 0 0
22 000 DIST (nm) 13 12 11 11 10 10 9 9
19 000 DIST (nm) 29 27 25 23 22 21 20 20
16 000 DIST (nm) 52 46 42 39 37 35 33 32
13 000 DIST (nm) 94 77 67 60 55 51 48 46
11 000 DIST (nm) 180 113 91 79 71 65 61 57
9 000 DIST (nm) 120 97 85 77 72
7 000 DIST (nm) 162 121 103 92
5 000 DIST (nm) 218 147 122
29/4 S1
Dec 01/15
CT7--9B
Driftdown
29/4 S1
Dec 01/15
CT7--9B
Driftdown
ECS ON / ENG A/I OFF
SPEED: VCLEAN+5 ZERO WIND

FINAL PRESSURE
22 000 23 000 24 000 25 000 26 000 27 000 28 000 29 000
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 21 16 14 12 11 10 9 8
22 000 DIST (nm) 39 28 23 19 17 15 14 13
21 000 DIST (nm) 73 45 35 29 25 22 20 18
20 000 DIST (nm) 75 51 40 34 30 27 24
19 000 DIST (nm) 80 57 46 39 35 31
18 000 DIST (nm) 87 63 51 44 39
17 000 DIST (nm) 96 69 57 49
16 000 DIST (nm) 105 76 63
ISA
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 18 15 13 11 10 9 9 8
21 000 DIST (nm) 48 37 30 26 23 21 20 18
19 000 DIST (nm) 148 76 57 46 40 36 32 30
18 000 DIST (nm) 125 78 61 51 45 40 37
17 000 DIST (nm) 117 80 64 55 49 44
16 000 DIST (nm) 113 83 68 59 53
15 000 DIST (nm) 112 85 72 63
14 000 DIST (nm) 196 112 88 76
ISA +20
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 13 11 10 9 9 8 8 8
21 000 DIST (nm) 29 25 23 21 19 18 17 16
19 000 DIST (nm) 51 44 38 34 32 29 28 26
17 000 DIST (nm) 89 70 59 51 46 43 40 37
15 000 DIST (nm) 118 89 74 65 59 54 50
13 000 DIST (nm) 155 111 92 80 71 65
12 000 DIST (nm) 142 110 93 82 74
11 000 DIST (nm) 206 135 110 95 85
Add 4.9 % Distance for each 10 kt Tailwind
WIND CORRECTION:
Subtract 6.3 % Distance for each 10 kt Headwind
29/4 S2
Dec 01/15
CT7--9B
Driftdown
ECS ON / ENG A/I ON

FINAL PRESSURE
22 000 23 000 24 000 25 000 26 000 27 000 28 000 29 000
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 15 13 11 10 9 9 8 8
21 000 DIST (nm) 39 31 27 23 21 20 18 17
20 000 DIST (nm) 61 45 37 32 28 26 24 23
19 000 DIST (nm) 121 66 51 42 37 33 31 29
18 000 DIST (nm) 131 73 57 48 42 38 35
17 000 DIST (nm) 148 80 63 54 48 43
16 000 DIST (nm) 174 88 70 60 53
15 000 DIST (nm) 172 96 77 66
ISA
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 13 11 10 9 9 8 8 8
21 000 DIST (nm) 30 26 23 21 19 18 17 17
19 000 DIST (nm) 56 46 40 35 32 30 28 27
17 000 DIST (nm) 119 80 64 55 49 44 41 39
16 000 DIST (nm) 113 82 68 59 53 49 45
15 000 DIST (nm) 112 85 71 63 58 53
14 000 DIST (nm) 200 111 88 76 68 62
13 000 DIST (nm) 172 112 92 80 72
12 000 DIST (nm) 161 115 96 84
ISA +20
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 10 9 9 8 8 8 7 7
21 000 DIST (nm) 23 21 19 18 17 16 16 15
19 000 DIST (nm) 38 34 31 29 28 26 25 24
17 000 DIST (nm) 58 51 46 42 39 37 35 34
15 000 DIST (nm) 57 73 64 58 53 50 47 45
13 000 DIST (nm) 145 107 89 78 70 65 61 57
11 000 DIST (nm) 181 128 105 92 83 77 72
340--02--29--0005
9 000 DIST (nm) 257 137 113 100 91

WIND CORRECTION:
29/4 S2
Dec 01/15
CT7--9B
Driftdown
RESIDUAL AIRFRAME AND PROP.ICE
MAX CONTINUOUS POWER, PRPM 1384 ECS ON / ENG A/I ON
Note: ECS OFF BELOW 10 000 ft

FINAL PRESSURE
22 000 23 000 24 000 25 000 26 000 27 000 28 000 29 000
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 9 8 8 7 7 6 6 6
21 000 DIST (nm) 21 19 17 16 15 14 13 13
19 000 DIST (nm) 38 33 29 26 24 23 22 21
17 000 DIST (nm) 73 55 46 40 37 34 31 30
15 000 DIST (nm) 129 78 63 54 48 44 41
14 000 DIST (nm) 119 81 66 58 52 48
13 000 DIST (nm) 114 83 69 61 55
12 000 DIST (nm) 110 85 73 65
ISA
25 000 DIST (nm) 0 0 0 0 0 0 0 0
23 000 DIST (nm) 9 8 7 7 7 6 6 6
21 000 DIST (nm) 19 18 16 15 14 14 13 13
19 000 DIST (nm) 32 29 27 25 23 22 21 20
17 000 DIST (nm) 50 44 39 36 33 31 30 28
15 000 DIST (nm) 78 64 55 49 45 42 40 38
13 000 DIST (nm) 159 98 79 68 60 55 52 48
11 000 DIST (nm) 127 96 82 73 66 62
10 000 DIST (nm) 238 122 97 84 75 69
ISA +10
25 000 DIST (nm) 0 0 0 0 0 0 0 0
22 000 DIST (nm) 13 12 11 11 10 10 9 9
19 000 DIST (nm) 29 27 25 23 22 21 20 20
16 000 DIST (nm) 52 46 42 39 37 35 33 32
13 000 DIST (nm) 94 77 67 60 55 51 48 46
11 000 DIST (nm) 180 113 91 79 71 65 61 57
9 000 DIST (nm) 120 97 85 77 72
7 000 DIST (nm) 162 121 103 92
5 000 DIST (nm) 218 147 122
WIND CORRECTION:
29/4 S2
Dec 01/15
CT7--9B
Driftdown
29/4 S2
Dec 01/15
CT7--9B
Fuelburn considered
FUELBURN FROM TAKEOFF CONSIDERED
GROSS SERVICE CEILING (0% CLIMB GRADIENT)
MAX CLIMB POWER
PRPM 1230 -- 1330
ENG A/I OFF
SPEED : VCLEAN +5 kt
--lb
ISA --20 ISA --10 ISA ISA +10 ISA +20 ISA +30
22 000 31 000 31 000 31 000 31 000 31 000 29 520
23 000 31 000 31 000 31 000 31 000 31 000 29 130
24 000 31 000 31 000 31 000 31 000 30 920 28 340
25 000 31 000 31 000 31 000 31 000 29 890 27 220
26 000 31 000 31 000 31 000 30 620 28 840 26 110
27 000 31 000 31 000 31 000 29 660 27 810 24 990
28 000 31 000 31 000 30 420 28 710 26 820 23 900
29 000 30 760 30 710 29 550 27 800 25 850 22 850
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L:
REDUCE 25 FT FOR EACH 1000 FT ABOVE S.L.
ENG A/I ON
SPEED : VCLEAN--ICE
340--02--29--0006

--lb
ISA --20 ISA --10 ISA ISA +10 ISA +20
22 000 31 000 31 000 31 000 31 000 30 120
23 000 31 000 31 000 31 000 31 000 29 380
24 000 31 000 31 000 31 000 30 440 28 290
25 000 31 000 31 000 31 000 29 470 27 220
26 000 31 000 31 000 30 110 28 450 26 120
27 000 31 000 30 560 29 170 27 490 25 130
28 000 31 310 29 740 28 260 26 650 24 090
29 000 29490 28 950 27 400 25 780 23 140
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L:
REDUCE 20 FT FOR EACH 1000 FT ABOVE S.L.
29/5
PAGE 1
Dec 01/15
CT7--9B
Fuelburn considered
29/5
PAGE 2
Dec 01/15
CT7--9B
One engine
PRPM 1384

(lb)
22 000 31 000 31 000 30 770 29 320
23 000 30 560 30 310 29 660 28 200
24 000 29 610 29 360 28 570 27 160
25 000 28 700 28 420 27 510 26 170
26 000 27 800 27 530 26 540 25 170
27 000 26 960 26 670 25 590 24 130
28 000 26 150 25 840 24 700 23 150
29 000 25 350 25 040 23 810 22 200
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L.:
REDUCE 20 FT FOR EACH 1 000 FT ABOVE S.L.
29/5 S1
Dec01/15
CT7--9B
One engine
NET SERVICE CEILING
PRPM 1384
ENG A/I OFF

(lb)
22 000 19 390 18 740 17 110 15 480
23 000 18 330 17 650 15 810 13 980
24 000 17 300 16 540 14 480 12 430
25 000 16 290 15 380 13 090 10 810
26 000 15 310 14 150 12 070 9 990
27 000 14 340 12 950 11 300 9 650
28 000 13 410 11 760 10 030 8 310
29 000 12 500 10 000 8 470 6 930
ENG A/I ON

340--02--29--0007

(lb)
22 000 17 800 16 650 15 040
23 000 16 780 15 380 13 640
24 000 15 770 14 140 10 070
25 000 14 790 12 910 10 060
26 000 13 830 11 690 10 010
27 000 12 940 10 560 9 830
28 000 12 080 10 020 8 590
29 000 11 240 9 660 7 300
29/5 S1
Dec01/15
CT7--9B
One engine
NET SERVICE CEILING
PRPM 1384

(lb)
22 000 14 880 13 030 10 940
23 000 13 760 11 610 9 990
24 000 12 690 10 000 9 510
25 000 11 640 9 990 8 030
26 000 10 000 8 920 6 370
27 000 9 990 7 670 4 800
28 000 9 020 6 400 3 200
29 000 6 290 3 580 1 270
29/5 S1
Dec01/15
CT7--9B
One engine
29/5 S1
Dec01/15
CT7--9B
One engine
PRPM 1384

(lb)
22 000 31 000 31 000 30 770 29 320
23 000 31 000 31 000 29 660 28 200
24 000 31 000 30 260 28 570 27 160
25 000 30 130 29 220 27 510 26 170
26 000 29 280 28 210 26 540 25 170
27 000 28 430 27 250 25 590 24 130
28 000 27 610 26 340 24 700 23 150
29 000 26 810 25 440 23 810 22 200
29/5 S2
Dec 01/15
CT7--9B
One engine
NET SERVICE CEILING
PRPM 1384
ENG A/I OFF

(lb)
22 000 20 640 19 180 17 330 15 480
23 000 19 530 17 890 15 930 13 980
24 000 18 550 16 620 14 520 12 430
25 000 17 590 15 380 13 090 10 810
26 000 16 650 14 150 12 070 9 990
27 000 15 700 12 950 11 300 9 650
28 000 14 710 11 760 10 030 8 310
29 000 13 740 10 000 8 470 6 930
ENG A/I ON

340--02--29--0008

(lb)
22 000 19 050 16 650 15 040
23 000 18 070 15 380 13 640
24 000 17 120 14 140 10 070
25 000 16 180 12 910 10 060
26 000 15 140 11 690 10 010
27 000 14 100 10 560 9 830
28 000 13 060 10 020 8 590
29 000 12 030 9 660 7 300
29/5 S2
Dec 01/15
CT7--9B
One engine
NET SERVICE CEILING
PRPM 1384

(lb)
22 000 16 240 13 030 10 940
23 000 15 060 11 610 9 990
24 000 13 850 10 000 9 510
25 000 12 570 9 990 8 030
26 000 11 330 8 920 6 370
27 000 9 990 7 670 4 800
28 000 9 920 6 400 3 200
29 000 6 290 3 580 1 270
29/5 S2
Dec 01/15
CT7--9B
One engine
29/5 S2
Dec 01/15
Aircraft Operations Manual LANDING
CONTENTS
Landing
30/1 General
30/2 Approach climb
30/3 Landing
30 CONTENTS
PAGE 1
Apr 01/15
30 CONTENTS
PAGE 2
Apr 01/15
CT7--9B
General
1. GENERAL 3. LANDING FIELD LENGTH AND SPEED
The performance presented in this AOM section is The demonstrated landing distance from 50 ft at the
a simplification of the performance found in the runway threshold or equivalent with VREF speed to
AFM. For optimum performance use the AFM. The a full stop is equal to 60% of the required landing
corrections can be used with both AFM and AOM field length (1.67 x demonstrated landing distance)
performance. given in the LANDING FIELD LENGTH charts. Ac-
cordingly the landing weight obtained for a given
2. CLIMB LIMITED LANDING WEIGHT landing field length is equal to the maximum landing
The weight is limited by the ability to either achieve weight for that runway length. The landing field
an approach climb gradient of 2.1% or 2.5% de- length obtained for a given gross weight is equal to
pending on operational requirements, or a landing the required runway length.
climb gradient of 3.2%. On the SAAB 340 the ap- Some operating regulations requires that the above
proach climb requirement is always the more limit- 60% rule shall be applied to both destination and
ing. Even when the Landing Climb is based on alternate airport while other operating regulations
TAKEOFF POWER and the Approach Climb based allow the demonstrated landing distance to be 70%
on GO--AROUND POWER, the Approach Climb is of the required landing field length (1.43 x demon-
more limiting. strated landing distance) at the alternate airport. All
landing field lengths in AOM section 30 are based
NOTE on the 60% rule. Transformation to the 70% rule for
In many countries an approach climb gradient of alternate airport if so desired must be performed by
2.5% is required for CAT II approaches. each operator.
NOTE
NOTE
JAR OPS 1 requires an operational factor of
For aircraft on Canadian register, see supple- 1/0.7 (1.43 x demonstrated landing distance) for
ment 37/3. dry runways with an additional distance factor of
1.15 for wet runways.
The approach climb requirement is based on the
following assumptions. The LANDING FIELD LENGTH and consequently
-- Approach flaps (7 or 20). the required runway length is based on the following
-- Landing Gear retracted. conditions.
-- Left engine (critical engine) inoperative and pro- -- Landing flaps (20 or 35).
peller feathered. (A coarsened propeller causes -- Both engines at Flight Idle (FI) at 50 ft. Ground
less drag than a feathered, accordingly a coars- Idle (GI) selected after touch down.
ened propeller also fulfills the requirement). -- Application of maximum braking.
-- Right engine set at T/O POWER or GO-- Upon touch--down it is very important to bring the
AROUND POWER. (The power setting depends PLs back to GI without any unnecessary delay. De-
on which set of performance is used). laying this action will result in a considerable in-
-- A speed of VREF20 +10 or VMCL whichever is crease in stopping distance. Reverse thrust, PL be-
higher for flaps 7 and a speed VREF35 +10 or low GI, has not, due to regulations, been used in
VMCL whichever is higher for flaps 20. calculating landing performance, however it may be
used whenever desired.
30/1
PAGE 1
Dec 01/15
CT7--9B
General
3.1 LANDING FIELD LENGTH CORRECTIONS and available landing field length shall be accept-
able under these circumstances.
It shall be observed that all landing corrections in
AOM section 30 may not be required by the nation- 5. APPROACH AND LANDING IN ICING
al operating rules. It is up to each individual opera- CONDITIONS
tor to establish which corrections must be per-
formed to meet the national regulations. It should 5.1 GENERAL
further be noted that operators who perform correc-
Ice on the wings will increase the stall speed.
tions for WET RUNWAY shall, when performing
Therefore, an airspeed of not less than VREF +10
BRAKING ACTION corrections, combine this with
(For aircraft on Canadian register, see supplement
WET RUNWAY corrections regardless of if the run-
37/3) shall be used as the minimum speed in land-
way is wet or not. The WET RUNWAY correction
ing configuration. The speed shall never be less
consists of 115% of the Dry Landing Field Length.
less than 1.4 x Vs (1.5 x Vs for aircraft on Canadian
The landing distance in the LANDING FIELD register) in any other configuration.
LENGTH chart is based on dry runway with a possi-
1.4 x VS gives the same margin to stall with residual
bility to add correction for wet runway. Landing dis-
ice as 1.3 x VS without residual ice (not valid for
tance correction factors are provided for Contami-
aircraft on Canadian register).
nated runway reported water, slush, wet or dry or
compact snow or Ice covered runways. For the ap- 5.2 CLIMB LIMITED LANDING WEIGHT WITH
plicable aircraft configuration apply the distance RESIDUAL AIRFRAME ICE
correction factor to the dry landing field length.
Read the distance factor in the CONTAMINATED With residual airframe ice the climb gradient is de-
RUNWAY CORRECTION table. graded. When dispatching into known icing condi-
tions and the forecasted temperature at the destina-
If dispatching with limitations in accordance with the tion is less than 5C, these charts shall be used to
MMEL, the MMEL corrections shall be performed establish the maximum APPROACH CLIMB LIM-
before making other corrections. ITED LANDING WEIGHT.
4. LANDING DISTANCE OR WEIGHT CAL- 6. LANDING WITH INOPERATIVE (MMEL)
CULATION IN CONNECTION WITH IN- EQUIPMENT
FLIGHT MALFUNCTIONS
Included in this paragraph are only inoperative
The demonstrated landing distance is equal to 60% equipment which requires special considerations
of the required landing field length at destination. with regard to performance and/or Landing proce-
The above rule is valid for all normal planning. dures. A prerequisite is that the applicable MMEL
In cases where a malfunction occurs en route, the includes the equipment.
60% rule cannot always be applied. This depends
6.1 LANDING WITH ANTI--SKID SYSTEM IN-
upon type of malfunction, available runways within
OPERATIVE
the range of the aircraft etc.
Therefore the Distance Factor stated for a certain Maximum Speed for use of wheel brakes is 40 kts.
malfunction in the Abnormal and Emergency check- Due to the high efficient carbon brakes the brake
lists in the AOM is always related to demonstrated command is difficult to modulate at higher speed.
landing distance if not otherwise explicitly stated. Brake application at higher speed will most likely
Accordingly a Distance Factor below 1.67 will result cause locked wheels resulting in flat tires.
in a landing distance not exceeding the required Because the brakes only may be used below 40 kts
landing field length. It is the responsibility of each the Landing distance will be significantly increased.
individual operator and the Pilot--in--Command to When calculating the Landing distance the Landing
decide what relationship between landing distance Field Length shall be corrected for a Runway with
30/1
PAGE 2
Dec 01/15
CT7--9B
General
braking friction coefficient below 0.15 (poor as re-
FIND: Maximum Landing Weight.
ported by ATC).
STEP 1: Establish the Climb Limited Landing
6.2 LANDING WITH LANDING GEAR
Weight.
SECURED EXTENDED
Enter the Approach Climb Limited
This paragraph covers operation with a faulty Land- Weights table for the above condi-
ing gear retraction/extension system and requires tions, flaps 20, Go--Around Power,
the Landing gear to be secured in extended posi- Approach Climb Gradient 2.1%, A/I
tion, prior to dispatch, in accordance with the and ECS OFF and airport pressure
MMEL. altitude Sea Level. Read Climb Limit-
The increase in drag will affect the APPROACH ed Weight for the nearest higher pres-
CLIMB LIMITED LANDING WEIGHTS performance sure altitude and OAT, for this case
as follows: Sea Level and OAT 20 C.
-- when scheduling the Approach Climb with GO-- Climb Limited Weight = 30 290 lb, i.e
AROUND POWER the Approach Climb Limited the landing is not limited by the ap-
Gross Weight shall be reduced with 3 000 lbs for proach climb requirement.
Approach Flaps 20 and 3600 lbs for Approach STEP 2: Establish the Landing Field Length
Flaps 7 Limited Landing Weight.
-- when scheduling the Approach Climb with T/O
Use the LANDING FIELD LENGTH
POWER the Approach Climb Limited Gross
chart applicable to Landing Flaps 35.
Weight shall be reduced with 3 100 lbs for
Approach Flaps 20 and 3800 lbs for Approach Enter the graph with wet RWY dis-
Flaps 7. tance 5 000 ft and follow the effect
line to establish the equivalent dry
7. EXAMPLE RWY distance. Continue left to 10 kts
tail wind, follow effect line to the Ref.
7.1 CALCULATION OF MAX LANDING GROSS line. Continue left until intercepting
WEIGHT the S.L. effect line and read the Limit-
ing Landing Weight 29 800 lb. i.e. the
GIVEN: Power setting . . . . . . . . . GO-- Landing is limited by the structural
AROUND Max Landing Weight 28 000 lb.
PWR
Landing Flaps . . . . . . . . . 35
ENG A/I, ECS . . . . . . . OFF
Climb Gradient . . . . . . . 2.1%
Airport Pressure
Altitude . . . . . . . . . . . . . Sea level
Landing Field
Length Available . . . . . 5 000 ft
OAT . . . . . . . . . . . . . . . . 20 C
RWY condition . . . . . . . wet
Wind component . . . . . 10 kts tail-
wind
Operational factor . . . . 1/0.6
30/1
PAGE 3
Dec 01/15
CT7--9B
General
7.2 CALCULATION OF LANDING FIELD
STEP 2: Establish the Required Landing Field
LENGTH REQUIRED
Length corrected for Braking Action.
Use the BRAKING ACTION
GIVEN: Power setting . . . . . . . . . GO--
CORRECTION table applicable to
AROUND
Landing Flaps 20.
PWR
Enter the table with Braking Action fig-
Landing Flaps . . . . . . . . . 20
ure 0,32 and read the correction 1018
ENG A/I . . . . . . . . . . . . . . ON ft (no credit is taken for reverse).
Airport Pressure Corrected Landing Field Length 3 700
Altitude . . . . . . . . . . . . . . 4000 ft + 1 018 = 4 718 ft. This is the Landing
Field Length in countries, where na-
tional regulations do not require wet
OAT . . . . . . . . . . . . . . . . . -- 10
RWY correction (see paragraph 3.1 in
Landing Weight . . . . . . . 25 000 lb this chapter).
Wind Component . . . . . . 10 kts Corrected Landing Field Length 4 200
headwind + 1 018 = 5 218 ft. This is the Landing
Reported Braking Field Length in countries where na-
Action . . . . . . . . . . . . . . . 0.32 tional regulations require wet RWY
conditions.
Operational factor . . . . . 1/0.6
No credit for reverse to be taken ANSWER: Required Landing Field Length is
4 718 ft or 5 218 ft.
FIND: Required Landing Field Length.
STEP 1: Establish the Required Landing Field

Length.
Use the LANDING FIELD LENGTH
chart applicable to Landing Flaps 20.
Enter the Pressure Altitude graph at
25 000 lb landing weight. Follow the
line upwards until intercepting the
4 000 ft pressure altitude effect line.
Proceed to the right until reaching the
wind Ref. line. Follow the effect line to
10 kts headwind. Continue to the right
and read the uncorrected Landing
Field Length 3 700 ft for a dry runway,
or if required by national regulation
4 200 ft for a wet runway.
30/1
PAGE 4
Dec 01/15
CT79B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS
APPROACH CLIMB GRADIENT 2.1 %
GOAROUND POWER
ENG A/I OFF, ECS OFF FLAPS 7
PRESSURE CLIMB LIMIT WEIGHT (lb)

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 35 400 34 890 34 400 33 930 33 480 33 040 32 630 32 250 30 900
500 35 160 34 660 34 170 33 700 33 250 32 820 32 410 31 860 30 320
1 000 34 920 34 420 33 940 33 470 33 030 32 600 32 190 31 480 29 740
2 000 34 440 33 950 33 470 33 020 32 580 32 150 31 750 30 700 28 580
5 000 33 140 32 660 32 180 31 730 31 300 30 610 29 330 27 370 25 370
8 000 31 830 31 360 30 900 30 430 29 380 27 880 26 040 24 180 22 400
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 35 380 34 880 34 380 33 910 33 460 33 030 32 610 31 640 29 700
500 35 140 34 640 34 150 33 680 33 240 32 800 32 370 31 130 29 100
1 000 34 910 34 410 33 920 33 450 33 010 32 580 32 120 30 620 28 510
2 000 34 430 33 940 33 460 33 000 32 560 32 140 31 630 29 590 27 320
5 000 33 130 32 640 32 170 31 710 31 140 30 060 28 280 26 210 24 230
8 000 31 270 30 780 30 250 29 740 28 490 27 000 24 980 23 120 21 350
ENG A/I ON, ECS OFF

34002300001
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 34 960 34 470 33 980 33 500 33 050 32 610 32 200 30 770 28 340
500 34 700 34 220 33 730 33 260 32 810 32 370 31 940 30 220 27 750
1 000 34 450 33 970 33 480 33 020 32 570 32 130 31 670 29 650 27 160
2 000 34 030 33 550 33 060 32 600 32 150 31 720 30 890 28 480 26 060
5 000 32 730 32 260 31 790 31 330 30 900 29 700 27 520 25 140 22 970
8 000 31 050 30 620 30 130 29 460 27 930 26 360 24 210 22 010 20 090
ENG A/I ON, ECS OFF RESIDUAL AIRFRAME AND PROPELLER ICE

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 33 740 33 260 32 780 32 320 31 870 31 450 31 040 29 660 27 280
500 33 520 33 030 32 550 32 090 31 650 31 230 30 720 29 100 26 730
1 000 33 300 32 810 32 330 31 870 31 430 31 010 30 400 28 540 26 170
2 000 32 850 32 360 31 880 31 430 30 980 30 560 29 750 27 430 25 070
5 000 31 570 31 100 30 630 30 190 29 580 28 450 26 470 24 170 22 080
8 000 29 890 29 470 29 000 28 370 26 880 25 340 23 280 21 150 19 300
30/2 S1
Applicable to A/C without New HMU (Mod 3052, SB 71058) PAGE 1
Apr 01/15
CT79B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS (Contd)
GOAROUND POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 34 350 33 860 33 380 32 920 32 480 32 060 31 660 31 290 29 970
500 34 120 33 630 33 150 32 700 32 270 31 850 31 440 30 910 29 410
1 000 33 890 33 400 32 930 32 480 32 050 31 630 31 230 30 540 28 850
2 000 33 430 32 950 32 480 32 040 31 610 31 200 30 810 29 780 27 730
5 000 32 150 31 680 31 210 30 770 30 360 29 690 28 450 26 550 24 620
8 000 30 880 30 420 29 980 29 520 28 490 27 030 25 250 23 470 21 730
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 34 330 33 840 33 360 32 900 32 470 32 040 31 640 30 700 28 800
500 34 100 33 620 33 140 32 680 32 250 31 830 31 400 30 200 28 230
1 000 33 870 33 390 32 910 32 460 32 030 31 610 31 160 29 700 27 650
2 000 33 420 32 940 32 470 32 020 31 600 31 180 30 680 28 700 26 510
5 000 32 140 31 660 31 200 30 760 30 200 29 160 27 430 25 430 23 510
8 000 30 320 29 840 29 330 28 840 27 620 26 180 24 230 22 430 20 710
ENG A/I ON, ECS OFF

34002300002
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 33 870 33 390 32 920 32 460 32 010 31 590 31 190 29 810 27 450
500 33 620 33 150 32 670 32 210 31 770 31 350 30 930 29 270 26 880
1 000 33 380 32 910 32 430 31 980 31 540 31 120 30 660 28 720 26 310
2 000 32 960 32 490 32 020 31 570 31 130 30 710 29 900 27 590 25 240
5 000 31 700 31 240 30 780 30 340 29 920 28 760 26 640 24 350 22 270
8 000 30 040 29 620 29 150 28 520 27 040 25 510 23 460 21 330 19 480

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 770 32 300 31 820 31 370 30 940 30 530 30 140 28 790 26 490
500 32 550 32 070 31 600 31 160 30 730 30 320 29 820 28 250 25 950
1 000 32 330 31 850 31 380 30 940 30 510 30 100 29 510 27 710 25 410
2 000 31 890 31 410 30 940 30 500 30 080 29 670 28 880 26 630 24 340
5 000 30 640 30 190 29 740 29 310 28 710 27 610 25 690 23 460 21 440
8 000 29 000 28 600 28 140 27 530 26 080 24 590 22 590 20 530 18 740
30/2 S1
Apr 01/15
CT79B
RATED PWR
Approach climb
APPROACH CLIMB LIMITED WEIGHTS
GOAROUND POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 35 400 34 890 34 400 33 930 33 480 33 040 32 630 32 250 30 900
500 35 160 34 660 34 170 33 700 33 250 32 820 32 410 31 860 30 320
1 000 34 920 34 420 33 940 33 470 33 030 32 600 32 190 31 480 29 740
2 000 34 440 33 950 33 470 33 020 32 580 32 150 31 750 30 700 28 580
5 000 33 140 32 660 32 180 31 730 31 300 30 610 29 330 27 370 25 370
8 000 31 830 31 360 30 900 30 430 29 380 27 880 26 040 24 180 22 400
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 35 380 34 880 34 380 33 910 33 460 33 030 32 610 31 640 29 700
500 35 140 34 640 34 150 33 680 33 240 32 800 32 370 31 130 29 100
1 000 34 910 34 410 33 920 33 450 33 010 32 580 32 120 30 620 28 510
2 000 34 430 33 940 33 460 33 000 32 560 32 140 31 630 29 590 27 320
5 000 33 130 32 640 32 170 31 710 31 140 30 060 28 280 26 210 24 230
8 000 31 820 31 340 30 850 29 940 28 490 27 000 24 980 23 120 21 350
ENG A/I ON, ECS OFF

34002300003
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 34 960 34 470 33 980 33 500 33 050 32 610 32 200 30 770 28 340
500 34 700 34 220 33 730 33 260 32 810 32 370 31 940 30 220 27 750
1 000 34 450 33 970 33 480 33 020 32 570 32 130 31 670 29 650 27 160
2 000 34 030 33 550 33 060 32 600 32 150 31 720 30 890 28 480 26 060
5 000 32 730 32 260 31 790 31 330 30 900 29 700 27 520 25 140 22 970
8 000 31 390 30 920 30 430 29 460 27 930 26 360 24 210 22 010 20 090

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 33 740 33 260 32 780 32 320 31 870 31 450 31 040 29 660 27 280
500 33 520 33 030 32 550 32 090 31 650 31 230 30 720 29 100 26 730
1 000 33 300 32 810 32 330 31 870 31 430 31 010 30 400 28 540 26 170
2 000 32 850 32 360 31 880 31 430 30 980 30 560 29 750 27 430 25 070
5 000 31 570 31 100 30 630 30 190 29 580 28 450 26 470 24 170 22 080
8 000 30 250 29 790 29 310 28 370 26 880 25 340 23 280 21 150 19 300
30/2 S2
Applicable to A/C with New HMU (Mod 3052, SB 71058) PAGE 1
Apr 01/15
CT79B
RATED PWR
Approach climb
GOAROUND POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 34 350 33 860 33 380 32 920 32 480 32 060 31 660 31 290 29 970
500 34 120 33 630 33 150 32 700 32 270 31 850 31 440 30 910 29 410
1 000 33 890 33 400 32 930 32 480 32 050 31 630 31 230 30 540 28 850
2 000 33 430 32 950 32 480 32 040 31 610 31 200 30 810 29 780 27 730
5 000 32 150 31 680 31 210 30 770 30 360 29 690 28 450 26 550 24 620
8 000 30 880 30 420 29 980 29 520 28 490 27 030 25 250 23 470 21 730
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 34 330 33 840 33 360 32 900 32 470 32 040 31 640 30 700 28 800
500 34 100 33 620 33 140 32 680 32 250 31 830 31 400 30 200 28 230
1 000 33 870 33 390 32 910 32 460 32 030 31 610 31 160 29 700 27 650
2 000 33 420 32 940 32 470 32 020 31 600 31 180 30 680 28 700 26 510
5 000 32 140 31 660 31 200 30 760 30 200 29 160 27 430 25 430 23 510
8 000 30 870 30 400 29 920 29 030 27 620 26 180 24 230 22 430 20 710
ENG A/I ON, ECS OFF

34002300004
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 33 870 33 390 32 920 32 460 32 010 31 590 31 190 29 810 27 450
500 33 620 33 150 32 670 32 210 31 770 31 350 30 930 29 270 26 880
1 000 33 380 32 910 32 430 31 980 31 540 31 120 30 660 28 720 26 310
2 000 32 960 32 490 32 020 31 570 31 130 30 710 29 900 27 590 25 240
5 000 31 700 31 240 30 780 30 340 29 920 28 760 26 640 24 350 22 270
8 000 30 390 29 930 29 460 28 520 27 040 25 510 23 460 21 330 19 480

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 770 32 300 31 820 31 370 30 940 30 530 30 140 28 790 26 490
500 32 550 32 070 31 600 31 160 30 730 30 320 29 820 28 250 25 950
1 000 32 330 31 850 31 380 30 940 30 510 30 100 29 510 27 710 25 410
2 000 31 890 31 410 30 940 30 500 30 080 29 670 28 880 26 630 24 340
5 000 30 640 30 190 29 740 29 310 28 710 27 610 25 690 23 460 21 440
8 000 29 370 28 920 28 460 27 530 26 080 24 590 22 590 20 530 18 740
30/2 S2
Apr 01/15
CT79B
RATED PWR
Approach climb
TAKEOFF POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 33 900 33 410 32 940 32 490 32 060 31 650 31 260 30 890 29 550
500 33 650 33 170 32 700 32 260 31 840 31 430 31 030 30 550 28 980
1 000 33 410 32 940 32 470 32 030 31 610 31 200 30 810 30 220 28 400
2 000 33 010 32 540 32 080 31 640 31 220 30 810 30 430 29 410 27 290
5 000 31 740 31 280 30 830 30 400 29 980 29 420 28 100 26 130 24 130
8 000 30 500 30 060 29 610 29 150 28 070 26 600 24 800 22 980 21 160
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 33 870 33 390 32 920 32 470 32 050 31 630 31 240 30 290 28 330
500 33 630 33 150 32 690 32 240 31 820 31 410 31 020 29 810 27 740
1 000 33 390 32 920 32 450 32 010 31 590 31 180 30 790 29 330 27 150
2 000 32 990 32 520 32 060 31 620 31 210 30 800 30 290 28 260 25 980
5 000 31 730 31 270 30 810 30 380 29 960 28 910 27 000 24 920 22 930
8 000 30 470 30 030 29 570 28 670 27 140 25 670 23 720 21 870 20 040
ENG A/I ON, ECS OFF

34002300005
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 33 390 32 920 32 440 31 990 31 580 31 170 30 790 29 420 27 000
500 33 130 32 670 32 200 31 760 31 340 30 940 30 540 28 890 26 410
1 000 32 880 32 420 31 960 31 520 31 110 30 710 30 290 28 330 25 820
2 000 32 470 32 010 31 550 31 120 30 720 30 310 29 520 27 200 24 720
5 000 31 310 30 860 30 410 29 980 29 520 28 330 26 210 23 840 21 670
8 000 30 020 29 590 29 120 26 060 26 560 25 070 22 940 20 770 18 820

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 210 31 760 31 300 30 860 30 450 30 060 29 680 28 340 25 980
500 31 970 31 520 31 070 30 630 30 230 29 830 29 440 27 820 25 420
1 000 31 740 31 280 30 830 30 400 30 000 29 610 29 200 27 290 24 850
2 000 31 330 30 880 30 440 30 020 29 620 29 230 28 450 26 180 23 780
5 000 30 180 29 740 29 300 28 880 28 430 27 270 25 210 22 930 20 830
8 000 28 940 28 520 28 050 27 020 25 550 24 110 22 050 19 940 18 060
30/2
PAGE 3
Apr 01/15
CT79B
RATED PWR
Approach climb
TAKEOFF POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 890 32 420 31 960 31 530 31 110 30 710 30 330 29 970 28 670
500 32 660 32 190 31 740 31 300 30 890 30 490 30 110 29 650 28 120
1 000 32 420 31 960 31 510 31 080 30 670 30 280 29 900 29 330 27 570
2 000 32 030 31 580 31 130 30 700 30 300 29 900 29 530 28 540 26 480
5 000 30 790 30 340 29 910 29 500 29 090 28 550 27 270 25 360 23 410
8 000 29 590 29 160 28 730 28 280 27 230 25 800 24 070 22 300 20 530
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 870 32 400 31 950 31 510 31 100 30 690 30 310 29 390 27 490
500 32 640 32 170 31 720 31 290 30 870 30 480 30 100 28 930 26 920
1000 32 410 31 940 31 490 31 070 30 650 30 260 29 880 28 470 26 350
2000 32 020 31 560 31 110 30 690 30 280 29 890 29 400 27 420 25 210
5000 30 770 30 330 29 900 29 480 29 080 28 060 26 210 24 190 22 250
8000 29 560 29 130 28 690 27 810 26 320 24 910 23 020 21 220 19 460
ENG A/I ON, ECS OFF

34002300006
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 32 360 31 900 31 450 31 010 30 600 30 210 29 830 28 510 26 160
500 32 110 31 660 31 210 30 780 30 380 29 990 29 590 27 990 25 590
1 000 31 870 31 420 30 980 30 550 30 150 29 760 29 350 27 450 25 030
2 000 31 470 31 030 30 590 30 160 29 770 29 380 28 610 26 350 23 960
5 000 30 330 29 890 29 450 29 040 28 590 27 440 25 380 23 110 21 020
8 000 29 090 28 670 28 210 27 180 25 720 24 280 22 240 20 130 18 250

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 290 30 850 30 400 29 980 29 580 29 190 28 820 27 520 25 230
500 31 060 30 620 30 180 29 750 29 360 28 980 28 590 27 010 24 680
1 000 30 830 30 390 29 950 29 530 29 140 28 760 28 360 26 500 24 130
2 000 30 440 30 000 29 570 29 160 28 770 28 390 27 640 25 420 23 090
5 000 29 300 28 870 28 440 28 040 27 600 26 470 24 480 22 270 20 230
8 000 28 100 27 690 27 230 26 230 24 810 23 400 21 400 19 370 17 540
30/2
PAGE 4
Apr 01/15
CT79B
RATED PWR
Approach climb
GOAROUND POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 930 32 450 31 980 31 530 31 110 30 690 30 290 29 930 28 630
500 32 720 32 240 31 770 31 330 30 900 30 490 30 090 29 560 28 100
1 000 32 500 32 030 31 560 31 120 30 700 30 290 29 890 29 200 27 560
2 000 32 080 31 600 31 140 30 710 30 290 29 880 29 490 28 470 26 480
5 000 30 780 30 320 29 880 29 460 29 050 28 390 27 200 25 370 23 520
8 000 29 550 29 100 28 680 28 220 27 180 25 790 24 110 22 400 20 690
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 920 32 440 31 970 31 520 31 090 30 680 30 280 29 350 27 500
500 32 700 32 220 31 760 31 310 30 890 30 470 30 040 28 860 26 960
1 000 32 490 32 010 31 550 31 100 30 680 30 270 29 810 28 380 26 410
2 000 32 060 31 590 31 130 30 690 30 270 29 860 29 330 27 410 25 310
5 000 30 770 30 310 29 870 29 440 28 880 27 880 26 220 24 300 22 450
8 000 28 930 28 440 27 970 27 500 26 350 24 980 23 130 21 380 19 700
ENG A/I ON, ECS OFF

34002300007
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 31 940 31 470 31 010 30 560 30 130 29 720 29 320 27 960 25 640
500 31 690 31 230 30 770 30 330 29 900 29 490 29 060 27 440 25 100
1 000 31 450 30 990 30 530 30 090 29 670 29 260 28 790 26 890 24 560
2 000 31 050 30 590 30 140 29 700 29 280 28 870 28 060 25 800 23 500
5 000 29 810 29 350 28 900 28 470 28 020 26 870 24 840 22 650 20 620
8 000 28 140 27 720 27 240 26 650 25 210 23 730 21 740 19 680 17 880

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 050 30 590 30 140 29 700 29 290 28 890 28 510 27 200 24 960
500 30 840 30 380 29 930 29 490 29 080 28 690 28 210 26 680 24 450
1 000 30 630 30 170 29 720 29 290 28 880 28 490 27 910 26 160 23 930
2 000 30 200 29 740 29 300 28 880 28 480 28 090 27 300 25 120 22 900
5 000 29 000 28 530 28 100 27 680 27 090 26 020 24 190 22 060 20 110
8 000 27 360 26 960 26 500 25 940 24 550 23 120 21 190 19 220 17 510
30/2 S1
Apr 01/15
CT79B
RATED PWR
Approach climb
GOAROUND POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 930 31 460 31 010 30 570 30 160 29 750 29 370 29 010 27 760
500 31 720 31 260 30 800 30 370 29 960 29 560 29 180 28 660 27 240
1000 31 520 31 050 30 600 30 170 29 760 29 360 28 980 28 300 26 720
2000 31 110 30 640 30 200 29 780 29 370 28 970 28 600 27 600 25 680
5000 29 850 29 400 28 970 28 560 28 170 27 530 26 380 24 600 22 810
8000 28 640 28 200 27 800 27 360 26 350 25 010 23 380 21 710 20 040
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 920 31 450 30 990 30 560 30 140 29 740 29 350 28 450 26 670
500 31 710 31 240 30 790 30 360 29 940 29 540 29 120 27 980 26 140
1000 31 500 31 040 30 590 30 160 29 750 29 350 28 890 27 510 25 610
2000 31 090 30 630 30 180 29 760 29 350 28 950 28 430 26 580 24 540
5000 29 840 29 390 28 960 28 550 28 000 27 030 25 430 23 570 21 760
8000 28 020 27 560 27 110 26 650 25 550 24 220 22 420 20 710 19 000
ENG A/I ON, ECS OFF

34002300008
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 30 970 30 520 30 060 29 630 29 210 28 810 28 430 27 120 24 860
500 30 730 30 280 29 840 29 400 28 990 28 590 28 180 26 610 24 350
1000 30 500 30 050 29 610 29 180 28 770 28 380 27 920 26 090 23 830
2000 30 110 29 660 29 220 28 800 28 390 28 000 27 210 25 030 22 790
5000 28 900 28 450 28 010 27 600 27 160 26 050 24 100 21 970 19 990
8000 27 270 26 860 26 400 25 840 24 450 23 010 21 090 19 080 17 350

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 30 170 29 720 29 280 28 850 28 450 28 070 27 700 26 430 24 246
500 29 960 29 510 29 080 28 650 28 260 27 870 27 410 25 930 23 750
1000 29 760 29 310 28 870 28 460 28 060 27 680 27 110 25 420 23 250
2000 29 350 28 900 28 470 28 060 27 670 27 290 26 520 24 410 22 250
5000 28 150 27 710 27 300 26 890 26 320 25 280 23 510 21 440 19 550
8000 26 570 26 170 25 730 25 190 23 840 22 460 20 600 18 690 17 020
30/2 S1
Apr 01/15
CT79B
RATED PWR
Approach climb
GOAROUND POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 930 32 450 31 980 31 530 31 110 30 690 30 290 29 930 28 630
500 32 720 32 240 31 770 31 330 30 900 30 490 30 090 29 560 28 100
1 000 32 500 32 030 31 560 31 120 30 700 30 290 29 890 29 200 27 560
2 000 32 080 31 600 31 140 30 710 30 290 29 880 29 490 28 470 26 480
5 000 30 780 30 320 29 880 29 460 29 050 28 390 27 200 25 370 23 520
8 000 29 550 29 100 28 680 28 220 27 180 25 790 24 110 22 400 20 690
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 32 920 32 440 31 970 31 520 31 090 30 680 30 280 29 350 27 500
500 32 700 32 220 31 760 31 310 30 890 30 470 30 040 28 860 26 960
1 000 32 490 32 010 31 550 31 100 30 680 30 270 29 810 28 380 26 410
2 000 32 060 31 590 31 130 30 690 30 270 29 860 29 330 27 410 25 310
5 000 30 770 30 310 29 870 29 440 28 880 27 880 26 220 24 300 22 450
8 000 29 540 29 090 28 620 27 690 26 350 24 980 23 130 21 380 19 700
ENG A/I ON, ECS OFF

34002300009
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 31 940 31 470 31 010 30 560 30 130 29 720 29 320 27 960 25 640
500 31 690 31 230 30 770 30 330 29 900 29 490 29 060 27 440 25 100
1 000 31 450 30 990 30 530 30 090 29 670 29 260 28 790 26 890 24 560
2 000 31 050 30 590 30 140 29 700 29 280 28 870 28 060 25 800 23 500
5 000 29 810 29 350 28 900 28 470 28 020 26 870 24 840 22 650 20 620
8 000 28 570 28 120 27 640 26 650 25 210 23 730 21 740 19 680 17 880

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 050 30 590 30 140 29 700 29 290 28 890 28 510 27 200 24 960
500 30 840 30 380 29 930 29 490 29 080 28 690 28 210 26 680 24 450
1 000 30 630 30 170 29 720 29 290 28 880 28 490 27 910 26 160 23 930
2 000 30 200 29 740 29 300 28 880 28 480 28 090 27 300 25 120 22 900
5 000 29 000 28 530 28 100 27 680 27 090 26 020 24 190 22 060 20 110
8 000 27 790 27 360 26 900 25 940 24 550 23 120 21 190 19 220 17 510
30/2 S2
Apr 01/15
CT79B
RATED PWR
Approach climb
GOAROUND POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 930 31 460 31 010 30 570 30 160 29 750 29 370 29 010 27 760
500 31 720 31 260 30 800 30 370 29 960 29 560 29 180 28 660 27 240
1 000 31 520 31 050 30 600 30 170 29 760 29 360 28 980 28 300 26 720
2 000 31 110 30 640 30 200 29 780 29 370 28 970 28 600 27 600 25 680
5 000 29 850 29 400 28 970 28 560 28 170 27 530 26 380 24 600 22 810
8 000 28 640 28 200 27 800 27 360 26 350 25 010 23 380 21 710 20 040
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 920 31 450 30 990 30 560 30 140 29 740 29 350 28 450 26 670
500 31 710 31 240 30 790 30 360 29 940 29 540 29 120 27 980 26 140
1 000 31 500 31 040 30 590 30 160 29 750 29 350 28 890 27 510 25 610
2 000 31 090 30 630 30 180 29 760 29 350 28 950 28 430 26 580 24 540
5 000 29 840 29 390 28 960 28 550 28 000 27 030 25 430 23 570 21 760
8 000 28 640 28 200 27 750 26 840 25 550 24 220 22 420 20 710 19 000
ENG A/I ON, ECS OFF

34002300010
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 30 970 30 520 30 060 29 630 29 210 28 810 28 430 27 120 24 860
500 30 730 30 280 29 840 29 400 28 990 28 590 28 180 26 610 24 350
1 000 30 500 30 050 29 610 29 180 28 770 28 380 27 920 26 090 23 830
2 000 30 110 29 660 29 220 28 800 28 390 28 000 27 210 25 030 22 790
5 000 28 900 28 450 28 010 27 600 27 160 26 050 24 100 21 970 19 990
8 000 27 700 27 260 26 800 25 840 24 450 23 010 21 090 19 080 17 350

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 30 170 29 720 29 280 28 850 28 450 28 070 27 700 26 430 24 246
500 29 960 29 510 29 080 28 650 28 260 27 870 27 410 25 930 23 750
1 000 29 760 29 310 28 870 28 460 28 060 27 680 27 110 25 420 23 250
2 000 29 350 28 900 28 470 28 060 27 670 27 290 26 520 24 410 22 250
5 000 28 150 27 710 27 300 26 890 26 320 25 280 23 510 21 440 19 550
8 000 27 000 26 580 26 130 25 190 23 840 22 460 20 600 18 690 17 020
30/2 S2
Apr 01/15
CT79B
RATED PWR
Approach climb
TAKEOFF POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 520 31 050 30 600 30 180 29 780 29 380 29 010 28 650 27 410
500 31 310 30 850 30 410 29 990 29 590 29 200 28 830 28 370 26 900
1 000 31 100 30 650 30 210 29 800 29 400 29 010 28 650 28 090 26 390
2 000 30 710 30 260 29 820 29 410 29 000 28 620 28 260 27 290 25 310
5 000 29 510 29 080 28 660 28 260 27 870 27 340 26 090 24 240 22 350
8 000 28 310 27 890 27 480 27 030 26 030 24 670 23 010 21 290 19 580
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 31 500 31 040 30 590 30 170 29 760 29 370 28 990 28 100 26 280
500 31 290 30 830 30 400 29 980 29 570 29 190 28 810 27 680 25 740
1 000 31 080 30 630 30 200 29 780 29 380 29 000 28 630 27 270 25 210
2 000 30 700 30 240 29 810 29 390 28 990 28 610 28 130 26 230 24 100
5 000 29 490 29 060 28 640 28 240 27 860 26 870 25 070 23 110 21 230
8 00 28 280 27 850 27 430 26 590 25 170 23 820 22 000 20 230 18 300
ENG A/I ON, ECS OFF

34002300011
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 30 500 30 060 29 620 29 190 28 790 28 400 28 020 26 710 24 400
500 30 270 29 840 29 400 28 970 28 570 28 180 27 790 26 220 23 880
1 000 30 050 29 610 29 180 28 760 28 350 27 960 27 560 25 710 23 350
2 000 29 680 29 240 28 800 28 390 27 990 27 600 26 840 24 620 22 290
5 000 28 480 28 040 27 610 27 200 26 760 25 650 23 690 21 480 19 400
8 000 27 310 26 890 26 430 25 420 23 990 22 580 20 600 18 550 16 730

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 29 670 29 230 28 800 28 390 27 990 27 620 27 250 25 990 23 770
5 00 29 450 29 010 28 590 28 180 27 790 27 410 27 040 25 520 23 260
1 000 29 240 28 800 28 380 27 970 27 580 27 200 26 820 25 040 22 760
2 000 28 870 28 440 28 020 27 620 27 230 26 860 26 130 23 990 21 720
5 000 27 690 27 270 26 860 26 470 26 060 24 990 23 090 20 940 18 940
8 000 26 570 26 170 25 730 24 750 23 370 22 000 20 090 18 140 16 400
30/2
PAGE 7
Apr 01/15
CT79B
RATED PWR
Approach climb
TAKEOFF POWER

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 30 560 30 100 29 670 29 260 28 870 28 490 28 120 27 780 26 580
500 30 360 29 910 29 490 29 080 28 690 28 310 27 950 27 510 26 090
1 000 30 160 29 730 29 300 28 900 28 510 28 140 27 790 27 240 25 590
2 000 29 780 29 340 28 920 28 520 28 120 27 750 27 400 26 470 24 550
5 000 28 620 28 200 27 790 27 410 27 030 26 510 25 310 23 500 21 670
8 000 27 450 27 040 26 650 26 220 25 250 23 930 22 320 20 640 18 880
ENG A/I OFF, ECS ON

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 30 550 30 090 29 660 29 250 28 850 28 470 28 110 27 250 25 490
500 30 350 29 900 29 480 29 070 28 670 28 300 27 940 26 850 24 970
1 000 30 150 29 710 29 290 28 890 28 500 28 130 27 770 26 450 24 450
2 000 29 770 29 330 28 910 28 500 28 110 27 740 27 280 25 440 23 370
5 000 28 610 28 190 27 780 27 390 27 020 26 060 24 310 22 410 20 560
8 000 27 420 27 010 26 610 25 800 24 420 23 100 21 330 19 570 17 640
ENG A/I ON, ECS OFF

34002300012
ALTITUDE OAT (C)

(ft) 40 30 20 10 0 10 20 30 40
0 29 570 29 140 28 720 28 310 27 920 27 540 27 170 25 910 23 670
500 29 350 28 930 28 510 28 100 27 710 27 330 26 960 25 440 23 170
1 000 29 130 28 720 28 300 27 890 27 500 27 120 26 740 24 950 22 670
2 000 28 780 28 360 27 940 27 540 27 150 26 780 26 040 23 890 21 630
5 000 27 600 27 190 26 780 26 390 25 970 24 890 22 990 20 830 18 810
8 000 26 480 26 080 25 630 24 660 23 270 21 900 19 980 18 000 16 250

ALTITUDE OAT (C)
(ft) 40 30 20 10 0 10 20 30 40
0 28 830 28 400 27 980 27 580 27 200 26 840 26 480 25 260 23 100
500 28 620 28 190 27 780 27 380 27 000 26 640 26 280 24 800 22 610
1 000 28 410 27 980 27 580 27 180 26 810 26 440 26 070 24 340 22 120
2 000 28 050 27 640 27 230 26 840 26 460 26 100 25 400 23 310 21 110
5 000 26 910 26 510 26 110 25 740 25 330 24 290 22 440 20 350 18 420
8 000 25 820 25 430 25 000 24 050 22 710 21 390 19 530 17 650 15 920
30/2
PAGE 8
Apr 01/15
CT79B
Rated PWR
Landing
A26904
30/3
PAGE 1
Apr 01/15
CT79B
Rated PWR
Landing
LANDING FIELD LENGTH CORRECTIONS
AIRPORT ELEVATION TO PRESSURE ALTITUDE CORRECTION
NOTE
This correction may not be required by national operating rules. Correction (ft) to be added (with sign) to
airport elevation to obtain pressure altitudes.
+1000 ft +500 ft 0 500 ft 1000 ft
970 980 990 1000 1010 1020 1030 1040 1050

QNH (hPa)
+1000 ft +500 ft 0 500 ft 1000 ft
28.6 28.8 29.0 29.2 29.4 29.6 29.8 30.0 30.2 30.4 30.6 30.8 31.0
QNH (in Hg)

A31895
BRAKING ACTION CORRECTION

ADD CORRECTION TO REQUIRED LANDING FIELD LENGTH
SUBTRACT CORRECTION FOR AVAILABLE FIELD LENGTH
LANDING FLAPS 20_
Reported LANDING FIELD LENGTH CORRECTION (ft)

Runway
condition friction Reverse on Reverse not
coefficient both engines available
Good 0.40 No correction No correction
Medium to good 0.39 0.35 360 480
Medium 0.34 0.30 774 1018
Medium to poor 0.29 0.25 1292 1728
Poor 0.24 0.20 1946 2665
0.19 0.15 2808 3980
0.15 4017 6034
30/3
PAGE 2
Apr 01/15
CT79B
Rated PWR
Landing
LANDING FLAPS 35_
Reported LANDING FIELD LENGTH CORRECTION (ft)

Runway
condition friction Reverse on Reverse not
coefficient both engines available
Good 0.40 No correction No correction
Medium to good 0.39 0.35 340 447
Medium 0.34 0.30 722 953
Medium to poor 0.29 0.25 1203 1614
Poor 0.24 0.20 1810 2483
0.19 0.15 2608 3700
0.15 3726 5600
CONTAMINATED RUNWAY CORRECTION

Multiply Landing Field Length required with correction factor or divide Landing Field Length available with
correction factor.
Precipitation covered runway Flaps 20 Flaps 35

34002300013
Water Covered RWY 35 mm 1.86 1.81

68 mm 1.77 1.72
918 mm 1.69 1.64
Slush Covered RWY 35 mm 1.81 1.77
68 mm 1.73 1.68
918 mm 1.65 1.61
Wet Snow Covered RWY 611 mm 1.68 1.67
1217 mm 1.58 1.57
1826 mm 1.53 1.52
Dry Snow Covered RWY 611 mm 1.70 1.71
1217 mm 1.59 1.59
1826 mm 1.55 1.56
Compact Snow Covered RWY 1.48 1.46
Very Low Friction RWY (Wet Ice) 2.56 2.55
30/3
PAGE 3
Apr 01/15
CT79B
Rated PWR
Landing
30/3
PAGE 4
Apr 01/15
Aircraft Operations Manual RANGE
CONTENTS
Range
31/1 General
31/2 Normal Range
31/3 Long Range
31/4 Diversion Planning Normal Range
31/5 Diversion Planning Long Range
31 CONTENTS
PAGE 1
Apr 01/15
31 CONTENTS
PAGE 2
Apr 01/15
CT79B
General
1. GENERAL The tables are based on a takeoff weight of 28 500
lb with corrections for weights above and below.
Two ways of calculating Climb, Cruise and Descent
Performance are possible. 3. LONG RANGE
Alt. 1: LONG RANGE cruise is based on the speed for
Use the RANGE tables in this section which cov- 99% of best Specific Air Range (SAR). LONG
er all the segments. RANGE cruise gives under most conditions a long-
Alt. 2: er range at lower speed relative to the NORMAL
RANGE cruise performance. However, under some
Use CLIMB, SPEED AND SAR and DESCENT
conditions LONG RANGE cruise speed requires a
PLANNING tables in AOM section 32 for calcula-
power equal to or greater than MAX CRUISE POW-
tion of respective segments.
ER. LONG RANGE and NORMAL RANGE cruise
Because of the simplification made in the presenta- will then be equal. As an approximate rule LONG
tion of the RANGE tables, the performance in this RANGE and NORMAL RANGE are equal if two or
section will not be as optimal as in section 32, three of the parameters High weight / High OAT /
where the performance is presented in segments. High cruising altitude are combined.
FOR OPTIMUM ENROUTE PERFORMANCE,
The LONG RANGE tables are based on the same
SECTION 32 SHALL BE USED.
assumptions as the NORMAL RANGE tables ex-
Two set of range performance are available, NOR- cept for the power setting during cruise.
MAL RANGE and LONG RANGE. As a comple-
Power setting method during cruise:
ment, DIVERSION PLANNING tables are available.
1. Adjust speed to FD/AP advisory cruise
2. NORMAL RANGE speed.
NORMAL RANGE performance gives the highest 2. Enter applicable SPEEDS LONG RANGE
cruise speed and accordingly the shortest flying tables with OAT, Gross Weight and Flight
time. Level. Readjust the speed.
The NORMAL RANGE tables are based on the fol- 3. Enter applicable MAX CRUISE POWER
lowing assumptions: Torque table in AOM section 26 with OAT
and Flight Level. Check Torque not to exceed
Takeoff power: TAKEOFF POWER. MAX CRUISE POWER.
Climb power: MAX CLIMB POWER. Torque equal to MAX CRUISE POWER means that
Climb speed: FD/AP High speed climb mode. NORMAL RANGE is equal to LONG RANGE.
Cruise power: MAX CRUISE POWER.
4. DIVERSION PLANNING NORMAL
RANGE/LONG RANGE.MAX CLIMB
Descent: Set torque to achieve Rateofdescent POWER
and Speed in accordance with DE-
SCENT PLANNING tables in AOM sec- The DIVERSION PLANNING table includes cruise,
tion 32. descent and landing performance and is intended
as an assistance in making enroute reroutings.
Fuel burn and time, for takeoff and landing as fol-
The performance is based on the same assumption
lows, are included in the tables:
as NORMAL RANGE and LONG RANGE.
Takeoff: 28 lb fuel and 1 minute. 5. NORMAL RANGE/LONG RANGE COR-
Landing: 50 lb fuel and 3 minutes. RECTIONS
Fuel burn for engine start and taxiing are not in- NORMAL RANGE and LONG RANGE tables are
cluded. based on zero wind, ISA temperature, ENG A/I
31/1
PAGE 1
Apr 01/15
CT79B
General
OFF and a takeoff weight of 28 500 lb with correc- 7. CALCULATION OF TIME AND FUEL
tions for weights above and below.
Wind component correction is made by wind effect GIVEN: Ground Distance . . . . . . 300 Nm
lines to the left of the table. Average Wind 30 kt tail-
Correction for ISA deviation, ENG A/I ON or Land- Component . . . . . . . . . . . wind
ing Weight are found at the bottom of the RANGE
tables. Cruising Level . . . . . . . . FL 150
OAT at Cruising Level . . 25 C
6. FLIGHT PLANNING
T O W ............... 25 000 lb
6.1 FUEL FOR START OF ENGINES AND
TAXIING Range Performance . . . NORMAL
RANGE
Two engines startup: 10 lb
ENG A/I . . . . . . . . . . . . . . OFF
Taxiing: 8 lb/min
FIND: Time and Fuel to destination.
Fuel for start of engines and taxiing will be con-
STEP 1: Enter the NORMAL RANGE table
sumed when the aircraft is ready for takeoff and can
with 300 Nm in the ESAD (Equivalent
therefore be added to the permissible takeoff
Still Air Distance) Column. Proceed
weight, however, without exceeding the maximum
left to the 0 wind Line and follow the
ramp weight.
effect line to 30 kt tailwind. Proceed
6.2 FUEL AND TIME FOR TAKEOFF, right into the ESAD Column and read
APPROACH AND LANDING actual ESAD 260 Nm.
Continue on the ESAD 260 Nm row to
Fuel and Time for takeoff, straight in approach and
FL 150 and read uncorrected time
landing as follows are included in the NORMAL
and fuel 1205 lb and 1 hr 4 min.
RANGE and LONG RANGE tables.
STEP 2: Correct fuel for T O W 25 000 lb:
Takeoff: 28 lb (1 minute)
1205 lb (3,5 x 5 lb) = 1188 lb
Approach and Landing: 50 lb (3 minutes)
STEP 3: Correct fuel for temp deviation from
For full procedure approach, 50 lb Fuel and 3 min- ISA.
utes shall be added to the values read in the
ISA temp at FL 150 . . . . 15 C
RANGE tables.
Actual temp at FL 150 . 25 C
6.3 FUEL AND TIME FOR CLIMB, CRUISE this results in OAT being 10 C colder
AND DESCENT than ISA.
For destination and alternate planning use NOR- 1188 + (4% of 1188) = 1236 lb
MAL RANGE or LONG RANGE performance as
STEP 4: Correct flight time for temp deviation
applicable.
from ISA.
6.4 HOLDING FUEL From step 3 OAT is 10 C colder than
ISA.
Fuel calculations are found in AOM section 32.
64 min (2% at 64 min) = 63 min =
1:03
ANSWER: Flight time = 1:03

Trip fuel = 1236 lb
31/1
PAGE 2
Apr 01/15
CT79B
Normal Range
NORMAL RANGE FL 50 to 250
FUEL CORRECTION:
For each 1000 lb below 28 500 lb takeoff weight subtract FUEL CORRECTION 1.
For each 500 lb above 28 500 lb takeoff weight add FUEL CORRECTION 2.
DEVIATION FROM ISA CORRECTION:

For each 5C below ISA add 2% TRIP FUEL and subtract 1% FLIGHT TIME.
For each 5C above ISA subtract 1% TRIP FUEL and add 2% FLIGHT TIME.
CORRECTION FOR ENG A/I ON:

Add 3% to TRIP FUEL and 5% to FLIGHT TIME.
CORRECTION FOR FULL PROCEDURE APPROACH.

Add 50 lb to TRIP FUEL and 3 min. to FLIGHT TIME.
31/2
PAGE 1
Apr 01/15
CT79B
Normal Range
FUEL CORRECTION:



31/2
PAGE 2
Apr 01/15
CT79B
Normal Range
FUEL CORRECTION:



31/2
PAGE 3
Apr 01/15
CT79B
Normal Range
FUEL CORRECTION:



31/2
PAGE 4
Apr 01/15
CT79B
Long Range
LONG RANGE FL 50 to 250
FUEL CORRECTION:



31/3
PAGE 1
Apr 01/15
CT79B
Long Range
FUEL CORRECTION:



31/3
PAGE 2
Apr 01/15
CT79B
Long Range
FUEL CORRECTION:



31/3
PAGE 3
Apr 01/15
CT79B
Long Range
FUEL CORRECTION:



31/3
PAGE 4
Apr 01/15
CT79B
Diversion Planning / Normal Range
DIVERSION NORMAL RANGE FL 50 to 250
FUEL CORRECTION:



31/4
PAGE 1
Apr 01/15
CT79B
Diversion Planning / Normal Range
31/4
PAGE 2
Apr 01/15
CT79B
Diversion Planning / Long Range
DIVERSION LONG RANGE FL 50 to 250
FUEL CORRECTION:



31/5
PAGE 1
Apr 01/15
CT79B
Diversion Planning / Long Range
31/5
PAGE 2
Apr 01/15
Aircraft Operations Manual CLIMB/CRUISE/DESCENT
CONTENTS
Climb/Cruise/Descent
32/1 General
32/2 Climb
32/3 Cruise
32/4 Descent
32/5 Holding
32 CONTENTS
PAGE 1
Apr 01/15
32 CONTENTS
PAGE 2
Apr 01/15
Aircraft Operations Manual CT7--9B
CLIMB/CRUISE/DESCENT
General
1. GENERAL 2.2 CLIMB PERFORMANCE WITH RESIDUAL
AIRFRAME & PROPELLER ICE
Two ways of calculating Climb, Cruise and Descent
performance are possible. Accumulation of ice on the aircraft will result in an
increase in drag, a reduction in thrust and an in-
Alt. 1
crease in stall speed.
Use the RANGE tables in AOM section 31 which
It is therefore very important to use correct climb
cover all the segments.
speed and to set correct climb power under this
Alt. 2 condition. The climb performance tables with resid-
Use CLIMB, SPEED AND SAR and DESCENT ual airframe and propeller ice are based on a reduc-
PLANNING tables in this section for calculation of tion in thrust and an increase in drag established in
respective segment. flight test.
The performance in this section gives more flexibil- NOTE

ity in planning but requires more time, relative the The drag increase corresponds to 3 inches of
RANGE table presentation in AOM section 31. Be- horn--shaped ice on unprotected parts of the
cause of the simplification made in the presentation leading edges and 1/2 inch of horn--shaped ice
of the RANGE tables in section 31, the enroute per- on the protected leading edges
formance is not as good as the segmented perfor-
mance in this section, i.e. FOR OPTIMUM EN-
ROUTE PERFORMANCE THIS SECTION SHALL NOTE
BE USED. The thrust reduction corresponds to the ice accu-
mulated before natural shedding by centrifugal
In addition to the enroute performance, fuel burn in
forces occurs or shedding by the cycling of the
holding pattern is also found in this section.
propeller de--icing system. Additionally, it in-
2. CLIMB cludes a margin for residual ice on the propeller
blades.
2.1 CLIMB PERFORMANCE
Fuel burn and time for engine start, taxiing and
Climb performance are available for the FD/AP takeoff are not included in the Climb tables.
Climb Modes L, M and H. The Climb modes are
related to the speed in KIAS, Low, Medium and CLIMB SPEED
High speed. As mentioned in paragraph 2.1, the best climb gra-
-- L mode gives the lowest air speed during climb dient in non--icing conditions is achieved at
and best rate--of--climb in non--icing conditions. VCLEAN+ 5 kt. This speed gives a margin of 1.3 to
-- H mode gives the highest air speed during climb VS on an aircraft without ice. To maintain the same
and the longest distance flown relative altitude. margin to VS with residual ice the speed must be
-- M mode is a compromise between L and H increased to VCLEAN--ICE (1.4 x VS). This speed
mode. gives the optimum climb gradient as well as the op-
timum rate--of--climb with residual ice. It is important
It shall be noticed that L mode gives best rate--of--
to note that FD/AD Climb Mode L, which is the
climb in non--icing conditions while under the same
climb mode giving the best rate--of--climb in non--ic-
conditions best climb gradient is achieved at
ing conditions, only provides the required margin to
VCLEAN + 5kt (KIAS).
VS with residual ice on the aircraft at low weights.
Fuel burn and time for engine start, taxiing and
takeoff are not included in the Climb tables. NOTE
Only IAS mode is authorized in icing conditions
or with residual ice on the aircraft.
32/1
PAGE 1
Dec 01/15
General
The following paragraph is only valid for aircraft on RANGE and SPEED AND SAR LONG RANGE
Canadian register: (SAR = Specific Air Range).
As mentioned in paragraph 2.1, the best climb gra- 3.1 SPEED AND SAR NORMAL RANGE
dient in non--icing conditions is achieved at
VCLEAN+ 5 kt. This speed gives a margin of 1.3 to NORMAL RANGE cruise performance gives the
VS on an aircraft without ice. To maintain the same highest cruise speed and accordingly the shortest
margin to VS with residual ice the speed must be flying time. The NORMAL RANGE tables are based
increased to VCLEAN + 20 kt. It is important to note on MAX CRUISE POWER.
that FD/AD Climb Mode L which gives the best
3.2 SPEED AND SAR LONG RANGE
rate--of--climb in non--icing conditions only provides
the required margin to VS with residual ice on the LONG RANGE cruise is based on the speed for
aircraft at low weights. Accordingly FD/AP CLIMB 99% of best Specific Air Range (SAR). LONG
modes are not recommended; instead use IAS RANGE cruise gives under most conditions a long-
mode and a speed of VCLEAN + 20 kt (KIAS) with er range at lower speed relative to the NORMAL
ice on the aircraft. RANGE Cruise performance. However, under some
CLIMB POWER conditions LONG RANGE cruise speed requires a
power equal to or greater than MAX CRUISE POW-
Since the climb performance is already degraded ER. LONG RANGE and NORMAL RANGE cruise
due to accumulation of ice it is very important to set will then be equal. As an approximate rule LONG
correct MAX CLIMB POWER or if required in RANGE and NORMAL RANGE are equal if two or
severe icing conditions MAX CONTINUOUS POW- three of the parameters High weight / High OAT /
ER. Setting lower power may result in a substantial High cruise altitude are combined.
reduction in climb performance and service ceiling.
Power setting LONG RANGE
To achieve the optimum thrust from the Power Set-
1. Adjust speed to FD/AP advisory cruise speed.
ting it is very important to observe the temperature
range for use of NORM and MAX modes on the 2. Enter applicable SPEED AND SAR LONG
propeller de--icing system. Using MAX or NORM RANGE table with the ISA related OAT, Gross
modes at warmer temperatures than specified may weight and Flight level. Readjust the speed.
result in that the ice melts, run--back and refreezes 3. Enter applicable MAX CRUISE POWER
in form of ridges behind the boots. THE SO-- Torque table in AOM section 26 with OAT and
CALLED RUN--BACK ICE WILL CAUSE A DRAS- Flight level. Check Torque not to exceed MAX
TIC REDUCTION IN PROPELLER THRUST, UP CRUISE POWER.
TO ABOUT 30%.
Torque equal to MAX CRUISE POWER means
2.3 CLIMB PERFORMANCE CORRECTIONS that NORMAL RANGE is equal LONG
RANGE.
The parameters read from the CLIMB PER-
FORMANCE tables are based on still air distances 4. DESCENT
and takeoff from S.L. When taking off from altitudes
above S.L. Distance, Time and Fuel shall be re- DESCENT PLANNING tables are available for two
duced. The corrections are found at the bottom of descent speeds. Mach 0.5/250 KIAS and Mach
each CLIMB PERFORMANCE table, at the same 0.5/220 KIAS.
place, a formula is given to correct for wind. Power setting DESCENT
3. CRUISE Set power to achieve the rate--of--descent and
speed specified in the Descent table.
As with the range tables two sets of cruise perfor-
mance are available, SPEED AND SAR NORMAL
32/1
PAGE 2
Dec 01/15
General
5. HOLDING 6.3 FUEL AND TIME DURING CRUISE
Two tables for holding fuel calculation, HOLDING Use Fuel and Speed from applicable SPEED AND
FUEL v.s. FL and HOLDING FUEL AT 1500 FT, are SAR table.
available. The first table HOLDING FUEL v.s. FL
For destination and alternate planning use NOR-
gives fuel burn per hour whiles the other HOLDING
MAL RANGE or LONG RANGE performance as
FUEL AT 1500 FT gives fuel burn per 30 and 45
applicable.
minutes at 1 500 ft.
6.4 FUEL AND TIME FOR DESCENT AND
Power setting HOLDING
LANDING
Set power to maintain V HOLD at level flight. Tem-
perature deviations from ISA and operation with Descent: Use fuel and time from applicable
ENG A/I ON must be corrected for in accordance DESCENT PLANNING table. Fuel and
with the correction figures given on the HOLDING time for a straight in approach and land-
page. ing are included in the tables.
6. FLIGHT PLANNING Add 50 lb Fuel and 3 minutes for a full procedure
approach.
6.1 FUEL FOR START OF ENGINES AND
TAXIING 6.5 HOLDING FUEL
Two engines start--up: 10 lb. Use the HOLDING FUEL tables for fuel calculation.
Taxiing: 8 lb/min.
Fuel for start of engines and taxiing will be con-
sumed when the aircraft is ready for takeoff and can
therefore be added to the permissible takeoff
weight, however, without exceeding the maximum
ramp weight.
6.2 FUEL AND TIME FOR TAKEOFF AND

CLIMB
Takeoff: 28 lb (1 minute)
Climb: Use Fuel and Time for applicable
CLIMB PERFORMANCE table.
NOTE
Fuel and time for takeoff are not included in the
CLIMB PERFORMANCE tables.
32/1
PAGE 3
Dec 01/15
General
7. EXAMPLE
STEP 3: Interpolate between 25 000 lb (step 1)
7.1 CALCULATION OF DISTANCE, TIME AND and 28 500 lb (step 2) figures to obtain
FUEL TO TOP OF CLIMB climb performance data for 26 000 lb.
26 000 lb -- 25 000 lb 1
=
GIVEN: Weight . . . . . . . . . . . . . . . . 26 000 lb 28 500 lb -- 25 000 lb 3,5
Airport pressure altitude . 2000 ft 1

41 + x (52 -- 41)
3,5
Top of climb . . . . . . . . . . . 23 000 ft
gives distance -- 44 Nm
Temperature . . . . . . . . . . . ISA --10 C
1
FD/AP climb mode . . . . . Medium 14 + x (17,5 -- 14)
3,5
speed gives time -- 15 Min
Average wind component 10 kt 1
headwind 266 + x (335 -- 266)
3,5
Power setting . . . . . . . . . . Max climb gives fuel -- 286 lb
power
STEP 4: Correct for Airport Pressure Altitude 2
ECS . . . . . . . . . . . . . . . . . . ON 000 ft by interpolating corrections at
ENG A/I . . . . . . . . . . . . . . . OFF 25 000 lb and 28 500 lb to get reduc-
tions for 26 000 lb.
FIND: Distance, Time and Fuel to Top of
This gives a reduction in:
Climb.
distance by . . . . . . . . . . . . 2 Nm
STEP 1: Enter the CLIMB PERFORMANCE
time by . . . . . . . . . . . . . . . . 0,7 Min
table applicable for 25 000 lb with:
fuel by . . . . . . . . . . . . . . . . 18 lb
-- FL 230
-- FD/AP climb mode medium speed Distance for 26 000 lb = 42 Nm
-- ISA --10 C Time for 26 000 lb = 14 Min
Read distance . . . . . . . . 41 Nm Fuel for 26 000 lb = 268 lb
time . . . . . . . . . . . 14 Min STEP 5: Correct for 10 kt average headwind
fuel . . . . . . . . . . . . 266 lb component in accordance with the
WIND CORRECTION formula.
STEP 2: Enter the CLIMB PERFORMANCE
Wind Corrected Dist =
table applicable for 28 500 lb with:
42 -- (10 x 14/60) = 40 Nm
-- FL 230
ANSWER: Distance for 26 000 lb = 40 Nm
-- FD/AP climb mode medium speed
Time for 26 000 lb = 14 Min
-- ISA --10 C
Fuel for 26 000 lb = 268 lb
Read distance . . . . . . . . 52 Nm
time . . . . . . . . . . . 17,5 Min
fuel . . . . . . . . . . . . 335,5 lb
32/1
PAGE 4
Dec 01/15
General
7.2 CALCULATION OF DISTANCE, TIME AND
FUEL FOR DESCENT, APPROACH AND
LANDING
GIVEN: Descent from FL 250

Airport pressure altitude . . 4000 ft
Average wind component . 30 kt tail-
wind
Temperature . . . . . . . . . . . . ISA --10 C
Weight . . . . . . . . . . . . . . . . . 25 000 lb
Descent speed . . . . . . . . . . M 0,5/220
KIAS
ECS . . . . . . . . . . . . . . . . . . . ON
ENG A/I . . . . . . . . . . . . . . . . ON
Type of approach . . . . . . . . straight in
FIND: Distance, Time and Fuel for Descent,

Approach and Landing.
STEP 1: Enter the DESCENT PLANNING

TABLE applicable for descent speed M
0,5/220 KIAS with:
-- FL 250
-- Wind Component 30 kt tailwind
time . . . . . . . . . . . 15 Min
fuel . . . . . . . . . . . . 163 lb
STEP 2: Enter the same DESCENT PLAN-
NING TABLE as in step 1 with:
-- FL 40
-- Wind Component 30 kt tailwind
time . . . . . . . . . . . 4 Min
fuel . . . . . . . . . . . . 61 lb
STEP 3: Subtract figures in step 2 from step 1.
distance = 63 -- 10 = 53 Nm
time = 15 -- 4 = 11 Min
fuel = 163 -- 61 = 102 lb
ANSWER: distance = 53 Nm
time = 11 Min
fuel = 102 lb
32/1
PAGE 5
Dec 01/15
General
32/1
PAGE 6
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
ECS ON WEIGHT 22 000 lb ZERO WIND
MAX CLIMB POWER
ENG A/I OFF PRPM 1220--1330
FD/AP MODE LOW SPEED MEDIUM SPEED HIGH SPEED

FL ISA --20 ISA ISA +20 ISA --20 ISA ISA +20 ISA --20 ISA ISA+20)
DIST (NM) 30 41 68 33 46 79 36 50 90
250 TIME (MIN) 11 15 23 11 15 24 12 16 26
FUEL (LB) 216 259 352 220 268 380 226 281 417
DIST (NM) 25 34 55 28 39 65 31 43 77
230 TIME (MIN) 10 13 19 10 13 21 10 14 23
FUEL (LB) 193 231 308 197 239 334 204 253 371
DIST (NM) 21 29 46 24 33 55 27 37 66
210 TIME (MIN) 8 11 16 9 11 18 9 12 20
FUEL (LB) 173 205 271 176 213 295 184 227 331
DIST (NM) 18 24 38 20 28 46 23 32 56
190 TIME (MIN) 7 9 14 7 10 15 8 10 17
FUEL (LB) 154 182 239 157 189 260 165 202 295
DIST (NM) 15 20 32 17 24 39 20 28 48
170 TIME (MIN) 6 8 12 7 8 13 7 9 15
FUEL (LB) 136 160 209 139 167 228 147 179 261
DIST (NM) 13 17 27 15 20 33 17 24 41
150 TIME (MIN) 6 7 11 6 7 11 6 8 13
FUEL (LB) 119 140 184 122 146 198 129 158 229
DIST (NM) 11 14 22 12 17 27 14 20 34
130 TIME (MIN) 5 6 9 5 6 9 5 7 11
FUEL (LB) 103 120 157 105 125 169 112 136 195
DIST (NM) 9 11 18 10 13 22 12 16 28
110 TIME (MIN) 4 5 7 4 5 8 4 5 9
FUEL (LB) 87 101 130 89 105 140 95 114 163
DIST (NM) 7 9 14 8 11 17 10 13 22
90 TIME (MIN) 3 4 6 3 4 6 4 4 7
FUEL (LB) 71 82 105 73 86 113 78 94 132
DIST (NM) 6 7 10 6 8 12 8 10 16
70 TIME (MIN) 3 3 4 3 3 5 3 4 5
FUEL (LB) 55 64 81 57 66 87 61 73 101
DIST (NM) 4 5 7 5 6 9 6 7 11
50 TIME (MIN) 2 2 3 2 2 3 2 3 4
FUEL (LB) 40 45 57 41 47 62 45 52 72
(Contd)
32/2
PAGE 1
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
(Contd)
FL ISA --20 ISA ISA +20 ISA --20 ISA ISA +20 ISA --20 ISA ISA+20)
DIST (NM) 56 79 61 87 64 92
310 TIME (MIN) 19 25 19 26 20 27
FUEL (LB) 310 385 319 403 326 416
DIST (NM) 44 61 113 48 68 132 51 72 143
290 TIME (MIN) 15 20 35 16 21 38 16 22 40
FUEL (LB) 271 332 491 278 345 538 284 358 573
DIST (NM) 36 50 85 39 55 98 42 60 109
270 TIME (MIN) 13 17 28 13 18 30 13 18 32
FUEL (LB) 241 292 408 246 303 441 253 315 478
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1,0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0,3
FUEL (LB) 8.
WIND CORRECTED DIST. (nm) = DIST (FROM TABLE ABOVE) + WIND COMPONENT (Kt) x TIME (MIN)/ 60.
FUEL/TIME TO BE ADDED FOR TAKEOFF:28 LB/1 MIN.
32/2
PAGE 2
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER

FL ISA --20 ISA ISA +20 ISA --20 ISA ISA +20 ISA --20 ISA ISA+20
DIST (NM) 37 52 92 40 58 107 43 63 121
250 TIME (MIN) 14 18 31 14 19 33 14 19 35
FUEL (LB) 264 324 470 266 336 504 273 349 549
DIST (NM) 30 43 73 34 48 85 37 54 99
230 TIME (MIN) 12 15 25 12 16 27 12 17 29
FUEL (LB) 234 285 400 237 295 430 244 310 477
DIST (NM) 26 35 59 28 40 70 32 46 84
210 TIME (MIN) 10 13 21 10 14 22 10 14 25
FUEL (LB) 208 251 346 211 261 373 219 275 418
DIST (NM) 22 30 49 24 34 58 27 39 71
190 TIME (MIN) 9 11 18 9 12 19 9 12 21
FUEL (LB) 185 221 301 187 230 325 195 244 368
DIST (NM) 18 25 40 21 29 49 24 33 60
170 TIME (MIN) 8 10 15 8 10 16 8 11 18
FUEL (LB) 163 194 262 165 201 282 173 215 323
DIST (NM) 15 21 34 17 24 41 20 28 51
150 TIME (MIN) 7 8 13 7 9 14 7 9 16
FUEL (LB) 142 168 226 144 175 244 152 188 281
DIST (NM) 13 17 27 15 20 33 17 23 42
130 TIME (MIN) 6 7 11 6 7 11 6 8 13
FUEL (LB) 122 144 191 124 149 206 131 161 238
DIST (NM) 10 14 22 12 16 26 14 19 34
110 TIME (MIN) 5 6 9 5 6 9 5 6 10
FUEL (LB) 103 121 158 104 125 171 111 135 198
DIST (NM) 8 11 17 10 13 20 11 15 26
90 TIME (MIN) 4 5 7 4 5 7 4 5 8
FUEL (LB) 84 98 127 85 101 137 91 110 159
DIST (NM) 6 8 12 8 9 15 9 11 19
70 TIME (MIN) 3 4 5 3 4 6 3 4 6
FUEL (LB) 65 76 97 67 79 105 72 85 122
DIST (NM) 5 6 8 5 7 10 7 8 13
50 TIME (MIN) 2 3 4 2 3 4 3 3 5
FUEL (LB) 47 54 69 48 56 74 52 61 85
(Contd)
32/2
PAGE 3
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
(Contd)
DIST (NM) 77 118 -- 84 137 -- 87 142 --
310 TIME (MIN) 25 36 -- 26 40 -- 26 40 --
FUEL (LB) 408 541 -- 419 590 -- 426 602 --
DIST (NM) 57 83 -- 62 93 -- 65 98 --
290 TIME (MIN) 20 27 -- 20 28 -- 20 29 --
FUEL (LB) 343 435 -- 349 457 -- 356 471 --
DIST (NM) 45 65 125 49 72 144 52 77 158
270 TIME (MIN) 16 22 40 16 23 43 17 23 45
FUEL (LB) 298 371 575 302 386 622 309 400 666
FUEL (LB) 8,0
32/2
PAGE 4
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER

DIST (NM) 48 72 -- 51 78 -- 55 85 --
250 TIME (MIN) 18 25 -- 17 25 -- 18 26 --
FUEL (LB) 337 434 -- 336 439 -- 343 459 --
DIST (NM) 39 57 109 42 62 125 46 69 145
230 TIME (MIN) 15 20 37 15 20 39 15 21 42
FUEL (LB) 295 372 581 294 377 614 302 396 678
DIST (NM) 32 46 83 35 51 97 39 58 115
210 TIME (MIN) 12 17 29 12 17 31 13 18 34
FUEL (LB) 259 322 480 259 327 508 267 346 569
DIST (NM) 27 38 66 30 42 78 33 48 95
190 TIME (MIN) 11 14 24 11 14 25 11 15 28
FUEL (LB) 228 280 407 228 285 431 237 303 489
DIST (NM) 22 31 54 25 35 64 28 41 79
170 TIME (MIN) 9 12 20 9 12 21 9 13 24
FUEL (LB) 200 243 348 200 248 369 209 264 422
DIST (NM) 19 26 44 21 29 53 24 34 66
150 TIME (MIN) 8 10 17 8 10 18 8 11 20
FUEL (LB) 174 210 297 174 214 316 182 229 364
DIST (NM) 15 21 35 18 24 42 20 28 54
130 TIME (MIN) 7 9 14 7 9 14 7 9 16
FUEL (LB) 149 178 248 149 182 263 157 196 305
DIST (NM) 13 17 28 14 19 33 17 23 42
110 TIME (MIN) 6 7 11 6 7 11 6 8 13
FUEL (LB) 124 148 203 125 152 215 132 164 250
DIST (NM) 10 13 21 12 15 25 14 18 33
90 TIME (MIN) 5 6 9 5 6 9 5 6 10
FUEL (LB) 101 120 161 102 123 171 109 133 199
DIST (NM) 8 10 15 9 11 19 11 14 24
70 TIME (MIN) 4 4 6 4 4 7 4 5 8
FUEL (LB) 79 92 123 80 95 133 85 103 151
DIST (NM) 6 7 11 6 8 13 8 10 16
50 TIME (MIN) 3 3 5 3 3 5 3 3 5
FUEL (LB) 57 66 87 57 67 93 62 73 106
(Contd)
32/2
PAGE 5
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
(Contd)
DIST (NM) -- -- -- -- -- -- -- -- --
310 TIME (MIN) -- -- -- -- -- -- -- -- --
FUEL (LB) -- -- -- -- -- -- -- -- --
DIST (NM) 85 -- -- 90 -- -- 94 -- --
290 TIME (MIN) 28 -- -- 29 -- -- 29 -- --
FUEL (LB) 479 -- -- 483 -- -- 489 -- --
DIST (NM) 61 95 -- 65 103 -- 69 110 --
270 TIME (MIN) 22 32 -- 21 32 -- 22 33 --
FUEL (LB) 393 523 -- 393 531 -- 400 553 --
CORRECTION FOR AIRPORT ELEVATION HIGHER THAN S.L. DIST (NM) 1.0
REDUCE FOR EACH 1000 FT ABOVE S.L. ALL SPEEDS AND TEMPS TIME (MIN) 0.4
FUEL (LB) 10.
32/2
PAGE 6
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER

DIST (NM) 50 76 -- 53 82 -- 57 89 --
250 TIME (MIN) 18 26 -- 18 26 -- 18 27 --
FUEL (LB) 351 456 -- 349 459 -- 355 479 --
DIST (NM) 40 59 117 44 65 134 47 72 155
230 TIME (MIN) 15 21 39 15 21 41 15 22 45
FUEL (LB) 305 388 620 304 391 654 311 411 720
DIST (NM) 33 48 88 36 53 102 40 60 122
210 TIME (MIN) 13 18 31 13 18 32 13 18 36
FUEL (LB) 268 335 507 267 338 534 275 358 598
DIST (NM) 28 39 70 31 44 82 34 50 99
190 TIME (MIN) 11 15 25 11 15 26 11 16 29
FUEL (LB) 236 290 427 235 294 451 243 312 510
DIST (NM) 23 32 57 26 36 67 29 42 83
170 TIME (MIN) 9 13 21 9 13 22 10 13 25
FUEL (LB) 206 252 363 206 256 384 214 272 440
DIST (NM) 19 27 46 22 30 55 25 35 69
150 TIME (MIN) 8 11 17 8 11 18 8 11 21
FUEL (LB) 179 217 310 179 221 328 187 236 379
DIST (NM) 16 22 37 18 25 44 21 29 55
130 TIME (MIN) 7 9 14 7 9 15 7 9 17
FUEL (LB) 153 184 262 153 187 273 161 201 316
DIST (NM) 13 17 29 15 20 34 17 24 44
110 TIME (MIN) 6 7 12 6 7 12 6 8 14
FUEL (LB) 128 153 214 128 156 223 136 168 259
DIST (NM) 10 14 22 12 16 26 14 19 34
90 TIME (MIN) 5 6 9 5 6 9 5 6 11
FUEL (LB) 104 124 170 105 126 177 111 136 206
DIST (NM) 8 10 16 9 12 19 11 14 25
70 TIME (MIN) 4 4 7 4 5 7 4 5 8
FUEL (LB) 81 95 129 82 97 134 88 105 156
DIST (NM) 6 7 11 7 8 13 8 10 17
50 TIME (MIN) 3 3 5 3 3 5 3 4 6
FUEL (LB) 58 67 90 59 69 96 63 75 112
(Contd)
32/2
PAGE 7
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
(Contd)
DIST (NM) -- -- -- -- -- -- -- -- --
310 TIME (MIN) -- -- -- -- -- -- -- -- --
FUEL (LB) -- -- -- -- -- -- -- -- --
DIST (NM) 91 -- -- 97 -- -- 101 -- --
290 TIME (MIN) 30 -- -- 31 -- -- 31 -- --
FUEL (LB) 510 -- -- 513 -- -- 519 -- --
DIST (NM) 65 102 -- 69 110 -- 72 118 --
270 TIME (MIN) 23 34 -- 22 34 -- 23 35 --
FUEL (LB) 412 556 -- 410 563 -- 417 586 --
FUEL (LB) 10.
32/2
PAGE 8
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
ENG A/I ON PRPM 1220--1330

FL ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA +10 ISA --- 20 ISA ISA+10
DIST (NM) 32 48 62 36 54 72 39 60 82
250 TIME (MIN) 12 17 21 12 18 23 13 18 24
FUEL (LB) 229 288 339 234 302 364 242 321 397
DIST (NM) 27 40 51 30 45 60 34 51 70
230 TIME (MIN) 10 14 18 11 15 19 11 16 21
FUEL (LB) 204 254 297 209 267 320 218 286 354
DIST (NM) 23 33 42 26 38 50 29 44 60
210 TIME (MIN) 9 12 15 9 13 17 10 14 18
FUEL (LB) 183 225 262 187 237 283 196 256 316
DIST (NM) 19 28 35 22 32 42 25 38 52
190 TIME (MIN) 8 11 13 8 11 14 8 12 16
FUEL (LB) 162 199 231 167 209 250 175 227 282
DIST (NM) 16 23 30 19 27 36 22 32 45
170 TIME (MIN) 7 9 11 7 10 12 7 10 14
FUEL (LB) 143 175 203 147 184 220 155 201 250
DIST (NM) 14 20 25 16 23 30 18 28 38
150 TIME (MIN) 6 8 10 6 8 11 6 9 12
FUEL (LB) 125 153 177 128 161 192 136 177 220
DIST (NM) 11 16 21 13 19 25 15 23 32
130 TIME (MIN) 5 7 8 5 7 9 5 8 10
FUEL (LB) 107 131 153 110 138 164 117 152 189
DIST (NM) 9 13 17 11 15 20 13 19 26
110 TIME (MIN) 4 6 7 4 6 7 5 6 8
FUEL (LB) 90 110 128 93 115 137 99 128 159
DIST (NM) 7 10 13 9 12 16 10 15 21
90 TIME (MIN) 3 5 6 4 5 6 4 5 7
FUEL (LB) 73 89 104 75 95 113 81 105 129
DIST (NM) 6 8 10 7 9 12 8 11 15
70 TIME (MIN) 3 4 4 3 4 5 3 4 5
FUEL (LB) 57 69 80 59 73 87 64 81 100
DIST (NM) 4 6 7 5 6 8 6 8 11
50 TIME (MIN) 2 3 3 2 3 3 2 3 4
FUEL (LB) 41 49 57 42 52 62 46 59 73
(Contd)
32/2
PAGE 9
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
(Contd)
DIST (NM) 61 104 --- 68 120 --- 71 126 ---
310 TIME (MIN) 21 32 --- 21 35 --- 22 36 ---
FUEL (LB) 335 465 --- 347 505 --- 355 523 ---
DIST (NM) 48 76 105 52 85 121 56 91 131
290 TIME (MIN) 17 25 33 17 26 36 17 27 38
FUEL (LB) 290 383 474 298 406 516 306 424 549
DIST (NM) 39 59 78 43 67 90 46 73 99
270 TIME (MIN) 14 20 26 14 21 28 15 22 29
FUEL (LB) 256 329 393 262 346 423 271 364 456
FUEL (LB) 8.
32/2
PAGE 10
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER

DIST (NM) 40 62 84 44 70 96 48 77 108
250 TIME (MIN) 15 22 28 15 22 30 15 23 32
FUEL (LB) 281 369 448 285 383 477 294 404 518
DIST (NM) 33 50 66 37 57 77 41 64 89
230 TIME (MIN) 13 18 23 13 19 25 13 20 27
FUEL (LB) 249 319 382 253 332 409 263 354 450
DIST (NM) 28 41 54 31 47 63 35 54 75
210 TIME (MIN) 11 15 19 11 16 21 11 17 23
FUEL (LB) 221 279 332 225 291 355 234 313 396
DIST (NM) 23 34 45 26 39 53 30 46 64
190 TIME (MIN) 9 13 17 10 13 18 10 14 20
FUEL (LB) 195 244 289 199 255 310 208 276 350
DIST (NM) 20 28 37 22 33 45 26 39 55
170 TIME (MIN) 8 11 14 8 12 15 9 12 17
FUEL (LB) 172 213 252 175 223 271 184 243 308
DIST (NM) 16 24 31 19 28 37 22 33 47
150 TIME (MIN) 7 9 12 7 10 13 7 11 15
FUEL (LB) 149 185 219 152 194 236 161 212 270
DIST (NM) 13 19 25 15 23 31 18 28 39
130 TIME (MIN) 6 8 10 6 8 11 6 9 12
FUEL (LB) 128 158 186 130 165 200 138 182 230
DIST (NM) 11 16 20 13 18 25 15 22 31
110 TIME (MIN) 5 7 8 5 7 9 5 7 10
FUEL (LB) 107 132 155 109 138 167 116 152 192
DIST (NM) 9 12 16 10 14 19 12 18 25
90 TIME (MIN) 4 5 7 4 5 7 4 6 8
FUEL (LB) 87 107 127 89 112 134 95 124 156
DIST (NM) 7 9 12 8 11 14 9 13 18
70 TIME (MIN) 3 4 5 3 4 5 3 5 6
FUEL (LB) 67 82 97 69 87 103 74 96 120
DIST (NM) 5 6 8 6 8 10 7 9 13
50 TIME (MIN) 2 3 4 2 3 4 3 3 5
FUEL (LB) 48 59 69 50 62 74 54 69 87
(Contd)
32/2
PAGE 11
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
(Contd)
DIST (NM) 88 --- --- 97 --- --- 100 --- ---
310 TIME (MIN) 29 --- --- 30 --- --- 30 --- ---
FUEL (LB) 452 --- --- 470 --- --- 478 --- ---
DIST (NM) 63 113 --- 69 127 --- 72 134 ---
290 TIME (MIN) 22 36 --- 22 38 --- 22 39 ---
FUEL (LB) 371 540 --- 379 572 --- 388 592 ---
DIST (NM) 49 80 113 54 90 130 57 96 142
270 TIME (MIN) 18 27 37 18 28 39 18 29 41
FUEL (LB) 320 434 548 325 453 588 334 474 628
FUEL (LB) 9.
32/2
PAGE 12
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER

DIST (NM) 53 91 138 57 100 155 61 109 171
250 TIME (MIN) 19 31 45 19 32 48 19 33 50
FUEL (LB) 365 520 698 365 532 733 374 555 783
DIST (NM) 43 69 97 47 77 110 51 85 127
230 TIME (MIN) 16 24 33 16 25 35 16 26 38
FUEL (LB) 317 430 544 318 440 572 328 466 627
DIST (NM) 35 55 75 39 61 86 43 70 102
210 TIME (MIN) 14 20 27 14 20 28 14 22 31
FUEL (LB) 278 366 453 279 375 477 289 401 531
DIST (NM) 29 44 60 33 50 70 37 58 85
190 TIME (MIN) 12 17 22 12 17 23 12 18 26
FUEL (LB) 243 315 386 244 323 408 255 348 459
DIST (NM) 24 36 49 27 42 58 31 49 71
170 TIME (MIN) 10 14 18 10 14 19 10 15 22
FUEL (LB) 212 272 332 213 280 351 223 303 399
DIST (NM) 20 30 41 23 35 48 26 41 60
150 TIME (MIN) 8 12 16 8 12 16 9 13 19
FUEL (LB) 183 234 285 185 241 302 194 263 346
DIST (NM) 16 24 33 19 28 39 22 34 49
130 TIME (MIN) 7 10 13 7 10 13 7 11 15
FUEL (LB) 156 198 239 157 204 254 166 224 292
DIST (NM) 13 19 26 15 23 31 18 28 40
110 TIME (MIN) 6 8 10 6 8 11 6 9 13
FUEL (LB) 130 164 197 131 171 209 139 187 242
DIST (NM) 10 15 20 12 18 24 14 22 31
90 TIME (MIN) 5 7 8 5 7 9 5 7 10
FUEL (LB) 105 133 161 106 138 168 113 151 195
DIST (NM) 8 11 15 9 13 18 11 16 23
70 TIME (MIN) 4 5 6 4 5 7 4 6 8
FUEL (LB) 81 102 123 83 106 131 88 117 149
DIST (NM) 6 8 10 7 9 12 8 11 16
50 TIME (MIN) 3 4 5 3 4 5 3 4 5
FUEL (LB) 58 73 86 59 76 92 64 83 107
(Contd)
32/2
PAGE 13
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
(Contd)
DIST (NM) -- -- -- -- -- -- -- -- --
310 TIME (MIN) -- -- -- -- -- -- -- -- --
FUEL (LB) -- -- -- -- -- -- -- -- --
DIST (NM) 98 -- -- 105 -- -- 109 -- --
290 TIME (MIN) 33 -- -- 33 -- -- 33 -- --
FUEL (LB) 538 -- -- 546 -- -- 554 -- --
DIST (NM) 68 -- -- 73 -- -- 77 -- --
270 TIME (MIN) 24 -- -- 24 -- -- 24 -- --
FUEL (LB) 429 -- -- 431 -- -- 439 -- --
FUEL (LB) 11.
32/2
PAGE 14
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER

DIST (NM) 55 97 -- 60 107 -- 64 115 --
250 TIME (MIN) 20 33 -- 20 34 -- 20 35 --
FUEL (LB) 380 550 -- 379 563 -- 388 587 --
DIST (NM) 45 73 104 49 80 117 53 89 135
230 TIME (MIN) 17 26 36 17 26 37 17 27 40
FUEL (LB) 329 450 579 329 460 605 339 486 663
DIST (NM) 37 57 79 40 64 91 44 73 107
210 TIME (MIN) 14 21 28 14 21 29 14 22 32
FUEL (LB) 288 381 477 288 390 500 298 416 556
DIST (NM) 30 46 63 34 52 73 38 60 89
190 TIME (MIN) 12 17 23 12 18 24 12 19 27
FUEL (LB) 251 328 405 252 335 425 262 361 478
DIST (NM) 25 38 51 28 43 60 32 51 74
170 TIME (MIN) 10 15 19 10 15 20 11 16 23
FUEL (LB) 219 283 347 220 289 365 230 313 414
DIST (NM) 21 31 42 23 36 50 27 43 63
150 TIME (MIN) 9 12 16 9 13 17 9 14 19
FUEL (LB) 189 243 297 190 249 314 199 272 359
DIST (NM) 17 25 34 19 29 40 22 35 51
130 TIME (MIN) 7 10 13 7 10 14 8 11 16
FUEL (LB) 161 205 249 161 210 263 170 231 303
DIST (NM) 14 20 27 15 23 32 18 28 41
110 TIME (MIN) 6 8 11 6 8 11 6 9 13
FUEL (LB) 134 170 205 135 175 217 142 192 250
DIST (NM) 11 16 21 12 18 25 14 22 32
90 TIME (MIN) 5 7 9 5 7 9 5 7 10
FUEL (LB) 108 137 164 109 141 173 116 155 201
DIST (NM) 8 12 15 9 14 18 11 17 24
70 TIME (MIN) 4 5 6 4 5 7 4 6 8
FUEL (LB) 84 106 125 85 108 132 91 122 153
DIST (NM) 6 8 10 7 9 12 8 12 16
50 TIME (MIN) 3 4 5 3 4 5 3 4 5
FUEL (LB) 60 75 88 61 77 93 66 87 107
(Contd)
32/2
PAGE 15
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE
MAX CLIMB POWER
(Contd)
DIST (NM) -- -- -- -- -- -- -- -- --
310 TIME (MIN) -- -- -- -- -- -- -- -- --
FUEL (LB) -- -- -- -- -- -- -- -- --
DIST (NM) 107 -- -- 115 -- -- 119 -- --
290 TIME (MIN) 35 -- -- 36 -- -- 36 -- --
FUEL (LB) 580 -- -- 588 -- -- 595 -- --
DIST (NM) 72 -- -- 77 -- -- 81 -- --
270 TIME (MIN) 25 -- -- 25 -- -- 25 -- --
FUEL (LB) 451 -- -- 451 -- -- 460 -- --
FUEL (LB) 10.
32/2
PAGE 16
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE WITH RESIDUAL AIRFRAME
AND PROPELLER ICE
ECS ON ZERO WIND MAX CLIMB POWER
ENG A/I ON CLIMB SPEED VCLEAN--ICE PRPM 1220--1384
FD/AP MODE 22 000 LBS 25 000 LBS 28 500 LBS 29 000 LBS
FL ISA --20 ISA ISA +10 ISA --20 ISA ISA +10 ISA --20 ISA ISA+10 ISA --20 ISA ISA +10
100 -- -- -- -- -- -- -- -- -- -- --
310 TIME (MIN) 34 -- -- -- -- -- -- -- -- -- -- --
FUEL (LB) 508 -- -- -- -- -- -- -- -- -- -- --
DIST (NM) 64 136 -- -- -- -- -- -- -- -- -- --
290 TIME (MIN) 23 44 -- -- -- -- -- -- -- -- -- --
FUEL (LB) 386 640 -- -- -- -- -- -- -- -- -- --
DIST (NM) 48 84 131 77 -- -- -- -- -- -- -- --
270 TIME (MIN) 18 29 44 27 -- -- -- -- -- -- -- --
FUEL (LB) 326 465 632 467 -- -- -- -- -- -- -- --
DIST (NM) 39 63 87 56 113 -- 102 -- -- 115 -- --
250 TIME (MIN) 15 23 31 20 38 -- 34 -- -- 37 -- --
FUEL (LB) 283 383 478 381 613 -- 610 -- -- 675 -- --
DIST (NM) 32 49 66 44 77 119 69 -- -- 75 -- --
230 TIME (MIN) 13 19 24 17 27 40 24 -- -- 26 -- --
FUEL (LB) 250 327 398 326 469 642 467 -- -- 497 -- --
DIST (NM) 26 40 53 36 58 84 53 103 -- 56 115 --
210 TIME (MIN) 11 16 20 14 21 30 19 35 -- 20 38 --
FUEL (LB) 220 283 340 282 386 502 386 621 -- 405 681 --
DIST (NM) 22 33 43 29 46 65 42 73 121 44 79 137
190 TIME (MIN) 9 13 17 12 17 24 16 26 41 16 27 46
FUEL (LB) 194 245 294 245 327 416 326 482 709 340 514 787
DIST (NM) 18 27 36 24 37 52 34 56 88 35 60 97
170 TIME (MIN) 8 11 15 10 14 20 13 20 31 13 22 34
FUEL (LB) 170 214 258 212 279 352 277 395 555 289 418 601
DIST (NM) 15 22 30 20 30 42 27 45 69 28 47 75
150 TIME (MIN) 7 10 12 8 12 16 11 17 25 11 17 27
FUEL (LB) 148 185 223 183 239 299 236 330 456 245 348 490
(Contd)
32/2
PAGE 17
Dec 01/15
CT7--9B
Climb
CLIMB PERFORMANCE WITH RESIDUAL AIRFRAME
AND PROPELLER ICE
ECS ON ZERO WIND MAX CLIMB POWER
ENG A/I ON CLIMB SPEED VCLEAN--ICE PRPM 1220--1384
(Contd)
FD/AP MODE 22 000 LBS 25 000 LBS 28 500 LBS 29 000 LBS
FL ISA --20 ISA ISA +10 ISA --20 ISA ISA +10 ISA --20 ISA ISA+10 ISA --20 ISA ISA +10
DIST (NM) 13 18 24 16 24 34 22 35 52 23 37 56
130 TIME (MIN) 6 8 10 7 10 13 9 13 19 9 14 21
FUEL (LB) 126 157 189 155 200 248 197 271 364 204 284 387
DIST (NM) 10 15 19 13 19 26 17 27 40 18 28 42
110 TIME (MIN) 5 7 8 6 8 11 7 11 15 7 11 16
FUEL (LB) 105 131 157 129 165 203 162 220 290 168 230 306
DIST (NM) 8 11 15 10 15 20 13 21 30 14 22 31
90 TIME (MIN) 4 5 7 5 7 8 6 8 12 6 9 12
FUEL (LB) 86 106 126 104 134 162 130 175 226 134 184 238
DIST (NM) 6 9 11 8 11 15 10 15 21 10 16 22
70 TIME (MIN) 3 4 5 4 5 7 4 6 9 5 7 9
FUEL (LB) 66 82 97 80 102 125 100 132 169 103 139 177
DIST (NM) 4 6 8 5 8 10 7 10 14 7 11 15
50 TIME (MIN) 2 3 4 3 4 5 3 4 6 3 5 6
FUEL (LB) 47 58 68 57 72 87 71 93 116 73 97 125
FUEL (LB) 8.
32/2
PAGE 18
Dec 01/15
CT79B
Cruise
ENG A/I OFF

ESC ON
SPEED AND SAR NORMAL RANGE
MAX CRUISE POWER
PRPM 12201330
32/3
PAGE 1
Apr 01/15
CT79B
Cruise
ENG A/I ON
ESC ON
SPEED AND SAR NORMAL RANGE
MAX CRUISE POWER
PRPM 12201330
32/3
PAGE 2
Apr 01/15
CT79B
Cruise
ENG A/I OFF

ESC ON
SPEED AND SAR LONG RANGE
PRPM 12201330
32/3
PAGE 3
Apr 01/15
CT79B
Cruise
ENG A/I ON
ESC ON
SPEED AND SAR LONG RANGE
PRPM 12201330
32/3
PAGE 4
Apr 01/15
CT79B
Descent
DESCENT PLANNING TABLE
ALL WEIGHTS/ALL TEMPERATURES
ECS ON or OFF SPEED MACH 0.5 or KIAS 250
ENG A/I ON or OFF
PRPM 1220 1330

Descent distance (NM)
FL Time Headwind Tailwind Fuel R/D/Mach
(min) (lb) (fpm)/speed (KIAS)
60 30 0 30 60
310 18 58 65 73 80 87 184
300 17 56 63 70 77 84 181
290 17 54 61 68 74 81 178
280 16 52 59 65 72 78 174
270 16 50 56 63 69 75 171
260 15 48 54 60 66 72 167 2000 / M = 0.5
250 15 46 52 58 63 69 163
240 14 44 50 55 61 66 158
230 14 42 47 53 58 63 154
220 13 40 45 50 55 60 149
210 13 38 43 48 52 57 144
200 12 36 41 45 50 54 139
190 12 34 38 43 47 51 134
180 11 32 36 40 44 48 130
170 11 30 34 38 42 45 125
160 10 28 32 35 39 42 120
150 10 27 30 33 36 40 116
140 9 25 28 31 34 37 111
130 9 23 26 29 31 34 106
120 8 21 24 26 29 31 101
110 8 20 22 24 26 29 97
2000 / 220 KIAS
100 7 18 20 22 24 26 92
90 7 16 18 20 22 23 87
80 6 15 16 18 19 21 82
70 6 13 15 16 17 18 77
60 5 12 13 14 15 16 71
50 5 10 11 12 13 13 66
40 4 9 9 10 10 11 61
30 4 7 8 8 8 8 56
20 3 6 6 6 6 6 50
S.L. 0 0 0 0 0 0 0
Fuel / Time/ Dist. for approach and landing from 2000 ft above AD elevation
included in table above: 50 lb / 3 min / 6 NM
For full procedure approach add: 50 lb / 6 min / 6 NM
32/4
PAGE 1
Apr 01/15
CT79B
Descent
DESCENT PLANNING TABLE (Contd)
ALL WEIGHTS/ALL TEMPERATURES
ECS ON or OFF SPEED MACH 0.5 or KIAS 250
ENG A/I ON or OFF
PRPM 1220 1330

Descent distance (NM)
FL Time Headwind Tailwind Fuel R/D/Mach
(min) (lb) (fpm)/speed (KIAS)
60 30 0 30 60
310 18 63 70 77 84 92 217
300 17 61 68 75 82 89 214
290 17 59 66 72 79 86 211
280 16 57 63 70 76 83 207
270 16 55 61 67 74 80 204
260 15 53 59 65 71 77 200
250 15 51 57 62 68 74 196
240 14 49 54 60 65 71 192
230 14 47 52 57 63 68 187 2000/ M = 0.5
220 13 45 50 55 60 65 182
210 13 43 47 52 57 62 177
200 12 41 45 50 54 59 172
190 12 39 43 47 51 56 166
180 11 37 41 45 49 53 160
170 11 34 38 42 46 49 153
160 10 32 36 39 43 46 147
150 10 30 34 37 40 43 140
140 9 28 31 34 37 40 132
130 9 26 29 32 34 37 126
120 8 24 27 29 32 34 119
110 8 22 24 27 29 31 112
100 7 20 22 24 26 28 105
90 7 18 20 22 24 25 98
80 6 16 18 19 21 22 92
2000/ 250 KIAS
70 6 15 16 17 18 20 85
60 5 13 14 15 16 17 78
50 5 11 12 13 13 14 71
40 4 9 10 10 11 11 64
30 4 8 8 8 8 9 57
20 3 6 6 6 6 6 50
S.L. 0 0 0 0 0 0 0
Fuel / Time/ Dist. for approach and landing from 2000 ft above AD elevation
included in table above: 50 lb / 3 min / 6 NM
For full procedure approach add: 50 lb / 6 min / 6 NM
32/4
PAGE 2
Apr 01/15
CT79B
Holding
HOLDING FUEL VS FL
CLEAN AIRCRAFT CONFIGURATION
2 ENGINE FUEL FLOW
SPEED VHOLD
FL STD FUEL FLOW (LB/H) vs GROSS WEIGHT (1000 LB)

TEMP C
22 23 24 25 26 27 28 29
250 35 602 629 657 686 717 750 784 820
200 25 605 629 655 680 706 732 759 786
150 15 627 648 668 690 714 739 762 788
100 5 671 688 707 724 743 762 783 804
50 5 730 746 762 779 795 813 829 846
0 15 808 822 836 852 867 883 899 916
CORRECTION ON FUEL FLOW (PER HOUR):

OAT: + 20 LB/10 DEG ABOVE STD
10 LB/10 DEG BELOW STD
ENGINE A/I ON: + 45 LB
HOLDING FUEL AT 1500 FT

2 ENGINE FUEL
SPEED VHOLD
GROSS WEIGHT 22 23 24 25 26 27 28 29
(1000 LB)
30 MIN HOLDING 392 400 407 415 423 431 440 448
45 MIN HOLDING 588 600 611 623 635 647 660 671
CORRECTION ON FUEL:
30 MIN HOLDING 45 MIN HOLDING
OAT: +9 LB/10 DEG ABOVE STD +11 LB/10 DEG ABOVE STD
4 LB/10 DEG BELOW STD 7 LB/10 DEG BELOW STD
ENGINE A/I ON: + 15 LB + 24 LB
32/5
PAGE 1
Apr 01/15
CT79B
Holding
HOLDING FUEL VS FLIGHT LEVEL IN ISA CONDITIONS ECS ON
ENG A/I OFF
ALL ENGINES OPERATING FUEL FLOW
FULL BANK (BANK ANGLE 27)
SPEED: 160 KIAS

ALL ENGINES OPERATING
SPEED: 160 KIAS
32/5
PAGE 2
Apr 01/15
CT79B
Holding
ENG A/I OFF
SPEED: 170 KIAS

SPEED: 170 KIAS
32/5
PAGE 3
Apr 01/15
CT79B
Holding
ENG A/I OFF
SPEED: 170 KIAS
RESIDUAL AIRFRAME AND PROPELLER ICE

SPEED: 170 KIAS
RESIDUAL AIRFRAME AND PROPELLER ICE
32/5
PAGE 4
Apr 01/15
Aircraft Operations Manual SPECIAL RANGE
CONTENTS
Special range
33/1 General
33/2 Speed and SAR, Single Engine
33/3 Operation with L/G Extended
33/4 Operation with Rudder Limiter Inoperative
33 CONTENTS
PAGE 1
Apr 01/15
33 CONTENTS
PAGE 2
Apr 01/15
General
1. SPEED AND SAR, SINGLE ENGINE
The performance data for Single Engine is provided

as an information to assist the pilot in the decision
making if an engine failure should occur.
As a general rule, One Engine range is never less
than the All Engine range with the same powerset-
ting.
2. OPERATION WITH L/G EXTENDED
Included in this section is the enroute sections,

Climb and Cruise. The data given are based on the
extra drag caused by the Landing Gear being ex-
tended. Except for this the conditions are the same
as for the normal Climb and Cruise in this AOM.
The data in this section constitutes no approval for
dispatch with the L/G extended. All operation must
be performed in accordance with the approved
MMEL. For takeoff and Landing performance,
corrections must be performed in accordance with
the approved AFM or AOM.
3. OPERATION WITH RUDDER LIMITER

INOPERATIVE
Included in this section is the Cruise section,

SPEED AND SAR. The data given are based on a
fixed Cruise Speed of 180 KIAS which is the high-
est speed authorized with the Rudder Limiter inop-
erative.
The data in this section constitutes no approval for
dispatch with the Rudder Limiter inoperative. All
operation must be performed in accordance with
the approved MMEL.
33/1
PAGE 1
Apr 01/15
General
33/1
PAGE 2
Apr 01/15
CT79B
Single Engine
A26919
33/2 S1
Apr 01/15
CT79B
Single Engine
33/2 S1
Apr 01/15
CT79B
Single Engine
A26921
33/2 S2
Apr 01/15
CT79B
Single Engine
A26923
33/2 S2
Apr 01/15
CT79B
Single Engine
A26924
33/2
PAGE 3
Apr 01/15
CT79B
Single Engine
33/2
PAGE 4
Apr 01/15
Service Ceiling With L/G Extended
ONE ENGINE SERVICE CEILING WITH ECS ON (OFF BELOW 10 000 ft)
L/G EXTENDED
NET SERVICE CEILING (1.1 % CLIMB GRADIENT)
PRPM 1384
ENG A/I OFF
ENG A/I ON
33/3 S1
Apr 01/15
33/3 S1
Apr 01/15
ONE ENGINE SERVICE CEILING WITH ECS ON (OFF BELOW 10 000 ft)
L/G EXTENDED
NET SERVICE CEILING (1.1 % CLIMB GRADIENT)
PRPM 1384
ENG A/I OFF
ENG A/I ON
33/3 S2
Apr 01/15
33/3 S2
Apr 01/15
Climb With L/G Extended
CLIMB PERFORMANCE, L/G EXTENDED
ESC ON
MAX CLIMB POWER WEIGHT 22 000 lb
PRPM 1220 1330 ZERO WIND
33/3
PAGE 3
Apr 01/15
ESC ON
33/3
PAGE 4
Apr 01/15
ESC ON
33/3
PAGE 5
Apr 01/15
ESC ON
33/3
PAGE 6
Apr 01/15
ESC ON
33/3
PAGE 7
Apr 01/15
ESC ON
33/3
PAGE 8
Apr 01/15
ESC ON
33/3
PAGE 9
Apr 01/15
ESC ON
33/3
PAGE 10
Apr 01/15
SPEED AND SAR (SPECIFIC AIR RANGE) WITH L/G EXTENDED ESC ON
NORMAL RANGE ENG A/I OFF
POWER FOR 200 KIAS OR MAX CRUISE POWER
PRPM 12201330
PAGE
Apr 01/15
33/3
11
Cruise With L/G Extended
SPECIAL RANGE
SPEED AND SAR (SPECIFIC AIR RANGE) WITH L/G EXTENDED ESC ON
NORMAL RANGE ENG A/I OFF
POWER FOR 200 KIAS OR MAX CRUISE POWER
PRPM 12201330
PAGE
Apr 01/15
33/3
12

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AIRCRAFT OPERATIONS MANUAL

The content of this document is proprietary and confidential to Saab AB

Doc. No: 72LKS 3089 Initial Issue: JUN 15/89

REVISION No. 52, Dec 01/16

To: All holders of SAAB 340B AIRCRAFT OPERATIONS MANUAL.

Update the manual according to the revised List of Effective Pages.

REASON FOR ISSUE

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Rev. Rev. Rev.

1 Sep 06/89 24 Dec 21/95 47 Jan 14/15

2 Oct 01/89 25 Jun 17/96 48 Apr 01/15

3 Dec 01/89 26 Nov 30/96 49 Jun 30/15

4 Jan 22/90 27 Apr 30/97 50 Dec 01/15

5 Feb 14/90 28 Mar 20/98 51 Jun 01/16

6 Apr 02/90 29 Nov 06/98 52 Dec 01/16

7 May 10/90 30 Jun 24/99

8 Sep 01/90 31 Oct 15/99

9 Nov 26/90 32 Feb 02/01

10 Jan 07/91 33 Oct 05/01

11 Apr 29/91 34 Dec 03/01

12 Jul 15/91 35 Sep 06/02

13 Mar 05/92 36 Dec 15/03

14 Apr 30/92 37 Feb 15/04

15 Aug 03/92 38 Dec 10/04

16 Nov 02/92 39 Mar 04/05

17 Dec 30/93 40 Feb 03/06

18 Mar 16/94 41 Jun 23/08

19 Apr 29/94 42 Feb 17/11

20 Sep 30/94 43 Aug 16/21

21 Dec 21/94 44 May 14/13

22 Mar 20/95 45 Nov 21/13

23 Jun 30/95 46 Jul 01/14

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SE/CH/SU PAGES CODE REASON FOR CHANGE

Title page Part 1 Contact information updated.

INTRO 3 Contact information updated.

MOD LIST 3 Mod 3564 added (applicability for a/c 367).

Operating limits for Cabin differential pressure changed to 7.5 psi in

11.1 27 S1 Ice detector powered by R INV BUS, (INV 1) removed.

SE/CH/SU PAGES CODE REASON FOR CHANGE

20 contents 12 No new or cancelled Alert Operations Bulletins.

21 contents 12 No new or cancelled Operations Bulletins.

Unreliable airspeed and/or altitude indications added under para-

SE/CH/SU PAGES CODE REASON FOR CHANGE

25/1 1 The abbreviation MSA: Corrected to Minimum Sector Altitude ac-

NOTE added to inform to set AntiSkid switch to OFF if braking is

Editorial, to match the changes made in an earlier revisionfield ele-

37/1 24 Extreme icing conditions corrected to Severe icing conditions.

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Manual: AOM Topic:

Chap/Sect/Page: Page Date:

Flight Ops Action

Manual User Comments

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Manual User Comments

The SAAB 340B AIRCRAFT OPERATIONS MANU- 10. Hydraulics

Example: 33. Special Range

Each section in Part 2 contains one or more chap-

3.3 Part 2 Extended Wingtips

The third binder is applicable to aircraft with exten-

36. Appendices 5. REVISIONS

Each page is identified by the AOM index and page

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1/2.1 Contd 15 Apr 01/15