|
Twee motorig vliegen bij Aero noord |
U kunt bij Aero Noord een Cessna T 303 huren dan wel hier les op nemen
Huurprijs € 440,-- excl btw per uur, werkelijke vliegtijd in minuten geen brandstof toeslag e.d.
Heeft u een class rating MEP, dan is dit een simpel te vliegen toestel.
De meeste vliegers zijn er met een uur instructie (€ 90,--, los op).
Ook verzorgen wij eventueel uw profcheck hierop.
By
AERO NOORD
0528-274855
www.aeronoord.nl
©2009
Binnenkort verschijnen de nieuwe foto's
Section
I –
Aircraft General
Page 02
Section
II –
Limitations
Page 03
Section
III –
Emergency Procedures
Page 05
Section
IV –
Normal Procedures
Page 08
Section
V –
Performance
Page 10
Section
VI –
Mass & Balance
Page 12
Section
VII –
Aircraft & Systems
Page 13
Teledyne Continental Engines:
Left - TSIO-520
AE
Right - LTSIO-520 AE
Turbocharged, direct-drive, air-cooled, horizontally opposed, fuel
injected, six cylinder, 520 CC, 250 Brake Horse Power at 2400 Rpm at sea level.
McCauley, Max. diameter 74 inch, Min. diameter 72,5 inch.
Constant speed, full-feathering, non-reversible, hydraulically actuated.
Low pitch: 18,7°-19,6°
Feathered: 80°-81,3°
Fuel types allowed: 100 LL
100 Grade aviation fuel Green (100/130)
155 US Gallons, (77,5 US Gallons Left, 77,5 US Gallons Right)
Total usable fuel: 153 US Gallons
Sump
: 8 Quarts per engine, (minimum 4 Quarts)
Total
: 9 Quarts per engine
Width
: 12 meters
Length
: 9 meters, 30
centimeters
Height
: 4 meters, 10
centimeters
Ground clearance :
30 centimeters
Maximum allowable masses:
Maximum Ramp Mass
: 5175 Lbs
Maximum Take Off Mass
: 5150 Lbs
Maximum Landing Mass
: 5150 Lbs (Heavy Duty)
Maximum Zero Fuel Mass
: 4850 Lbs
Aft baggage limit
: 200 Lbs
Nose locker limit
: 150 Lbs
Wing locker limit
: 120 Lbs (max. 60 Lbs under locker doors)
Vne : 210
Kias
Vle :
210 Kias
Vno : 175 Kias
Vlo :
175 Kias - extension
Va : 148 Kias at 5150 Lbs
: 150 Kias - retraction
:
141 Kias at 4650 Lbs
Vmca :
65 Kias
:
133 Kias at 4150 Lbs
Vso :
58 Kias
Vfe : 175 Kias with 10° Flaps
Vs :
66 Kias (max. fwd C.of G.)
:
150 Kias with 20° Flaps
Vy :
103 Kias
:
125 Kias with 30° Flaps
Vy se :
97 Kias
Vx se :
93 Kias
Maximum continuous power
: 2400 RPM
Maximum manifold pressure
: sea level -
:
above 15.000 feet
: - 1 inch per 2.000 feet
Maximum cylinder head temp.
: 460° F (238°C)
Maximum oil temperature
: 240° F (116°C)
Maximum oil pressure
: 100 PSI
Minimum oil pressure
: 10 PSI
Maximum fuel pressure
: 16,1 PSI (165 PPH)
Minimum fuel pressure
: 3 PSI
Red radial
: 65 Vmca, 210 Vne
White arc
: 58 Vso -125 Vfe 30°
Green arc
: 66 Vs -175 Vno
Blue radial
: 97 Vy se
Yellow arc
: 175 Vno -210 Vne
Power plant markings
Tachometer
: Green arc 2100-2400
RPM (Normal operating range)
: Red line
2400 Rpm (Maximum limit)
Manifold pressure
: Green arc 16-24
inch HG (Normal operating range)
: Blue arc
27,5-32,5 inch HG (Climb)
: Red line
32,5 inch HG (Maximum limit)
Oil temperature
: Green arc 100-200°F
(Normal operating range)
: Red line
240°F (Maximum limit)
Cylinder head temp. : Green arc
200-460°F
: Red line
460°F
Fuel Flow
: Red line
30 PPH -3 PSI (Minimum pressure)
: Green arc 30-95
PPH
: Blue arc
122-160 PPH (Climb range)
: White arc 160-165
PPH (Take off range)
: Red line
165 PPH -16,1 PSI (Maximum limit)
Oil pressure
: Red line
10 PSI (Minimum limit)
: Green arc 30-60
PSI
: Red line
100 PSI (Maximum limit)
Fuel quantity
: Red line
Empty (1,0 US Gallon unusable fuel)
: Yellow arc Empty-10
US Gallon (Caution range)
Suction
: Green arc 4,6-5,4
inches HG
Centre of Gravity limitations
: Calculated with gear down
Maneuver limits
: Aircraft approved for normal category
Flight load factor limitations
: Flaps up
+3,8G to –1,52G
: Flaps down +2,0G
Design load factor
: 150% of above limitations
Cross feed limitations
: Cross feeding in level flight only
: Not within 60 Lbs of empty tank in use
(prevents possible dual
engine failure)
:
Not within 60 Lbs of full tank not in use
(due to return feed of unused fuel)
:
Auxiliary pumps on when switching tanks
Maximum sideslip duration : 1 minute
Maximum operating altitude
: 25.000 feet
Maximum passenger seating
: 4 passengers
Approved flap configurations
: 0°-10° flaps for take off
: 0°-30° flaps for landing
Alternate static source: Placards
- Airspeed :
Fly climbs & approaches 10 kias faster than normal
- Altitude
: Fly in cruise 300 feet higher than normal
: Fly in approach 100 feet higher than normal
Maximum glide speeds (propellers feathered, clean configuration, no
wind);
- 5150 Lbs :
104 Kias
- 4650 Lbs :
99 Kias
- 4150 Lbs :
93 Kias
Single engine approach speed
: 90 Kias
Single engine go around speed
: 97 Kias
Precautionary landing speed, with power and flaps : 80 Kias
Glide-in landing speed
: 80 Kias
Drag penalties for configuration deviations;
- Landing gear down
: - 350 fpm
- Flaps 10°
: - 50 fpm
- Flaps 30°
: - 450 fpm
- Propeller windmilling
: - 250 fpm
Engine failure during Take-off (below 80 Kias);
-
Throttles
-
Closed
-
Brakes
-
As required
Continued Take-off with engine failure (above 80 Kias);
-
Throttles (both)
-
Forward
-
Propellers (both)
-
Forward
-
Mixtures (both)
-
Forward (Rich)
-
Flaps
-
Up
-
Landing gear
-
Up
-
Inoperative engine
-
Identify
-
Throttle inoperative engine
-
Closed
-
Propeller inoperative engine
-
Feathered
-
Mixture inoperative engine
-
Idle Cut-off
-
Bank
-
5° towards operative engine
-
Speed
-
97 Kias
Engine failure in flight below Vmca;
-
Throttles
-
Retard
-
Ailerons and rudder
-
As required
-
Elevator
-
Lower nose until V>Vmca
Engine failure in flight above Vmca;
-
Power
-
Increase
-
Inoperative engine
-
Identify
- Fuel flow
-
Checked
Engine fire during start on ground;
-
Aux. pumps
-
Off
-
Mixtures
-
Idle Cut-off
-
-
Magnetos
-
Off
-
Parking Brake
-
Off
-
Aircraft
- Evacuate
-
Fire extinguisher
-
Use
Engine fire in flight;
-
Aux. pumps
-
Off
-
Engine on fire
-
Identify
-
Throttle engine on fire
-
Idle
-
Propeller engine on fire
-
Feather
-
Mixture engine on fire
-
Idle Cut-off
-
Fuel selector engine on fire
-
Off
- Cowl flap engine on fire
-
Open
- Alternator engine on fire
-
Off
- Magnetos engine on fire
-
Off
- Emergency cross feed
-
Pull
- Heater
-
Off
- Power operating engine
-
Adjust
- Airspeed
-
Increase
- Electrical load
-
Reduce
Land as soon as possible
Cabin fire during taxiing;
-
Throttles
-
Close
-
Brakes
-
As required
-
Mixtures
-
Idle Cut-off
-
-
Magnetos
-
Off
-
Aircraft
-
Evacuate
-
Fire extinguisher
-
Use
Cabin fire in flight;
-
-
Alternators
-
Off
-
Vents
-
Closed
-
Heater
-
Off
-
All electrical switches
-
Off (except magnetos)
-
Fire extinguisher
-
Use
Land as soon as possible
Wing fire;
-
Pitot heat
-
Off
-
Strobe lights
-
Off
-
Navigation lights
-
Off
-
Landing lights
-
Off
Sideslip to keep flames away from fuselage and land as soon as possible
Fuel pump failure;
- Aux. pumps
-
On
- Mixtures
-
Rich
Starter contactor remains engaged ;
-
-
Starter button light
-
Check off
If light stays on;
- Circuit breaker
-
Pull
If light still on;
- Land as soon as possible
Alternator off-line;
- Alternator
-
Off
- Electrical load
-
Reduce
Note: When
the total load on both alternators is less than 30A, one “Alt off” light may
be
illuminated.
Note: Non-essential
loads include heater, fan and lights.
Open door in flight;
-
Airspeed
-
Reduce speed below 110 Kias.
Land as soon as possible
In all cases adversely affecting aircraft performance and/or requiring a diversion it is imperative that Air Traffic Control are informed at the earliest possible convenience.
Section IV – Normal Procedures
Normal operating speeds (5150 Lbs or less)
Take off;
- Twin engine, normal climb out
-
85-95 Kias
- Short field, Flaps 10°, speed at 50 feet
-
80 Kias
- Single engine, Flaps up (Vyse)
-
97 Kias
- Minimum control speed in the air (Vmca) -
65 Kias
Enroute climb (clean);
-
- Best rate of climb (Vy)
-
103 Kias
- Best angle of climb at sea level (Vx)
-
77 Kias
- Best angle of climb at flight level 150
-
86 Kias
Optimum climb speeds (sea level);
-
Flaps up, gear up, best rate (Vy)
-
103 Kias
- Flaps up, gear up, best angle (Vx)
-
77 Kias
- Flaps 10°, gear down, best rate (Vx)
-
88 Kias
- Flaps 10°, gear down, best angle (Vx)
-
74 Kias
- Flaps 30°, gear down, best rate (Vy)
-
79 Kias
- Flaps 30°, gear down, best angle (Vx)
-
66 Kias
Landing approach;
- Normal approach, Flaps up
-
90-100 Kias
- Normal approach, Flaps 30°
-
80- 90 Kias
- Short field, Flaps 30°
-
81 Kias
Balked landing;
- Maximum power, Flaps 30°
-
80 Kias
Maximum recommended turbulent air speeds (Va);
- 5150 Lbs
-
148 Kias
- 4650 Lbs
-
141 Kias
- 4150 Lbs
-
133 Kias
Maximum demonstrated cross wind velocity;
- 20 Kts
Minimum simulated single engine speed (Vsse);
- 80 Kias at ±1500 RPM (zero thrust)
Starting engines;
- See checklist
Note: Always
start the left engine first, especially in cold weather, because of its
proximity to the battery. After starting, oil pressure should be observed
within
30 seconds, or 60 seconds in cold weather conditions.
Magnetos;
- Maximum drop: 150
RPM (maximum drop between two magnetos: 50 RPM).
Engine power check (4.20);
- A momentary overshoot of 2 to 3 inches may occur, this is
considered to be not
detrimental (cold engine)
Cruise power;
- Normal cruise power is between 52% and 72% power.
Note: Operation on the lean side of peak EGT is not allowed.
Maximum allowable manifold pressure is available up to 10.000 feet
approximately with a fully blocked filter (icing) and the alternate air door
open.
For aircraft performance calculations refer to the appropriate graphs in
the aircraft flight manual. The figures calculated should be adjusted for the
following;
Headwind :
Decrease distances by 10% for each 11 knots headwind
Tailwind
: Increase distances by 10% for each 2,5 knots tailwind (max.10 kts)
Surface
: Increase ground roll by 40% for operations on a dry, grass runway
Configuration: Increase speeds 10 knots, and distances 35% for a flapless
landing
: Increase distance by 25% for a flaps 10° landing
Maximum single engine rate of climb under ISA : 220 feet per minute
Maximum twin engine rate of climb under ISA
: 1480 feet per minute
Single engine service ceiling under ISA
: 13.000 feet
On the next page a performance calculation sheet is printed to accurately
calculate take off and landing performance for this aircraft by inserting the
figures found in the aircraft flight manual.
Performance calculation sheet Cessna 303
Crusader
Take
off;
Total to clear 50 ft obstacle
A ……………
Ground roll
B ……………-
A-B
…..………….
Corrections:
B ………………
A-B
……………..
Wind AC manual
………………
+/-
Wind …………….. +/-
-10% / 11kts HW
+10% /2,5kts TW
.………………
max.10 kts TW
D .…………….
Slope
………………
+/-
10% per 1% slope
………………
Grass + 15%
………………
+
………………
Wet grass + 25%
………………
+
Ground roll
C ……………… ft. x 0,3 = ……………. mtr.
Correction
D ……………… ft.
Total Take off distance to 50 ft.
C+D ……………… ft.
Landing;
Total to clear 50 ft. obstacle
A …………….
Ground roll
B ……………. –
A-B ……………….
Corrections:
B ………………
A-B ………………
Wind AC Manual
………………
+/-
Wind ……………… +/-
-10% / 10 kts HW
+10% / 2,5 kts TW
………………
max.10 kts TW
D ………………
Slope
………………
+/-
10 % per 1% slope
………………
Grass + 40%
………………
+
………………
Wet grass + 25%
………………
+
………………
No Flaps + 35%/10 kts ………………
+
Ground roll
C ……………… ft. x 0,3 = …………….. mtr.
Correction
D ……………… ft.
Total landing distance from 50 ft.
C+D ……………… ft.
Section VI – Mass & Balance
Maximum allowable masses;
Maximum Ramp Mass
: 5175 Lbs
Maximum Take Off Mass
: 5150 Lbs
Maximum Landing Mass
: 5150 Lbs (Heavy Duty)
Maximum Zero Fuel Mass
: 4850 Lbs
For mass and balance calculations refer to the Cessna mass and balance
plotter for this aircraft and section VI of the Aircraft Flight Manual.
Section VII – Aircraft & Systems
Airframe;
All metal, six-place, semi monocoque design, utilising formed bulkheads
and stringers and covered with sheet metal skin panels.
Wing structure; three sections
Two outboard sections and a centre nacelle to nacelle section. Two main
spars of built up sheet metal and extruded angle members. Formed sheet metal
ribs and stringers, upper and lower skins.
Flow energizer vanes;
Flow energizer vanes are employed at the fuselage and nacelles over the
wings leading edge for improved air flow over the wing at low speeds.
Ailerons;
The ailerons contain balance weights in the leading edges, the right
aileron also includes a trim tab.
Elevator;
The elevator construction is mounted at 35% of the vertical tail height.
Small deflector vanes are mounted above the horizontal stabiliser to control
airflow over the rudder. A trim tab is located on the right side of the
elevator.
Flaps;
Large span, single slot type flaps are installed with detents at the 10°
and 20° positions. A 10 Amps circuit breaker protects the flaps. The flaps have
small perforated angles on the upper flap surface under the nacelles. Their
purpose is to reduce air flow turbulence in this area with the flaps extended.
Annunciator panel; 12 indicators
|
GREEN Normal condition |
No action required |
-
Windshield heat -
De-ice pressure |
|
AMBER Cautionary condition |
May require immediate Action |
-
Autopilot off -
Left alternator off -
Right alternator off -
Heater overheat -
Left low fuel¹ -
Right low fuel¹ |
|
RED Hazardous condition |
Immediate action required |
-
Left engine fire -
Right engine fire -
Low voltage² -
Door open |
¹) Low fuel quantity; 60 lbs. or less remaining.
²) Low voltage; voltage below 24,5 Volts.
Annunciator panel; test switch
The test switch tests the operation of the annunciator panel lights, the
gear position lights, and the aural warning tones for landing gear, fire
detection and stall warning.
The switch also silences an activated fire detection warning tone.
Ground control;
-
Rudder: 15° turn (activates spring loaded steering
bungee)
-
Rudder and brakes: 35° turn
-
Minimum turning radius: 15,4 m. (full rudder, brakes
and differential power)
-
Maximum turn: 50° (by vehicle) structural damage may
occur when exceeded
Doors;
The forward baggage door, the emergency exit door, and the entry door are
protected. The “door open” annunciator comes on if not properly locked.
Landing gear; general
The landing gear consists of a conventional steerable nose gear, and a
trailing beam type main landing gear. Shock absorption takes place by air/oil
shock struts. Each main wheel is equipped with a hydraulically activated single
disk brake on the inboard side.
Landing gear; extension and retraction
-By hydraulic actuators, powered by an electrically driven, hydraulic
power pack, located at floor level between the pilot and co-pilot rudder pedals.
-Fluid level inspection is accessible through nose baggage area, checks
should be done every 25 hours.
-Normal operating pressure is 1000-1500 PSI (automatically maintained)
-Gear up: by pressure.
-Gear down: by pressure.
-Gear locked: over centre lock (mechanical).
-Gear doors: mechanically actuated.
-Power pack operation is started and stopped by a pressure switch.
Hydraulic pressure is directed by the landing gear lever.
-A squat switch on the left main landing gear electrically prevents
retraction of the landing gear on the ground.
-Emergency hand pump and a gear warning tone are also included.
-Red light: gear in transit.
-Green light: gear down and locked.
-The gear lever has to clear a detent before movement is possible.
Landing gear; operation
-During a normal cycle, the gear retracts or extends fully and locks,
limit switches close, and green lights come on (gear down). After the lights go
out, (gear up) the power pack continues to run until the pressure reaches 1500
PSI. At that time a pressure switch opens and turns off the power pack. Whenever
the pressure drops to below 1500 PSI, the switch opens again and the power pack
will activate again. This may occur twice an hour.
-A squat switch or the circuit breaker (pulled) prevent gear retraction.
-Gear extension or retraction takes about 6 to 9 seconds (see hydraulic
system).
Landing gear; emergency extension
-Slow to 140 KIAS or less and place the gear lever down. The gear should
free fall to the down and locked position.
-If the gear fails to lock, use the emergency hand pump to lock the gear
down (the pump cannot be used for gear retraction).
Landing gear; warning system
-Throttle actuated switches electrically activate a dual warning unit.
Whenever one or both throttles is retarded below approximately 13 inches of
manifold pressure at low altitude (<10.000 feet and battery switch on), an
intermittent tone sounds.
-An interconnect switch on the wing flap system sound a tone when the
flaps are extended beyond 15° with the gear still retracted.
Engines; general
Two horizontally opposed, six-cylinder, overhead valve, turbo-charged,
air cooled, fuel injected engines with wet-sump lubrication systems and integral
oil coolers, rated at 250 BHP at 2400 RPM (Teledyne Continental TSIO 520 AE and
LTSIO 520 AE).
Engines; accessories
Propeller governor, dual magnetos, starter, belt-driven alternator,
vacuum pump and a full-flow oil filter, turbocharger system.
Engines; cockpit instruments
|
Oil pressure gauge |
Operated by electrical-resistance type pressure sensors |
|
Oil temperature gauge |
Operated by electrical-resistance type temperature sensors |
|
Cylinder head temperature gauge |
Operated by electrical-resistance type temperature sensors |
|
Tachometer gauge |
Operated electrically |
|
Manifold pressure gauge |
Direct reading of induction air manifold pressure |
|
Fuel flow indicator gauge |
Measures fuel pressure (approx. PPH) |
|
Economy mixture indicator gauge (EGT) |
Thermocouple probe, measures EGT (EGT varies with fuel-to-air ratio,
power and RPM) |
Engines; lubrication
-Full pressure, wet-sump type lubrication system
-Engine oil is also used for governor operation and turbocharger
lubrication. The oil is supplied from an integral sump on the bottom of each
engine.
-Oil coolers are mounted on the right, front side of the engines.
-Engine oil returns by means of gravity.
-Turbocharger oil returns by means of a scavenger pump.
Engines; starter system
-Ignition is provided by two pressurized engine-driven magnetos and two
spark plugs in each cylinder.
-Right magneto: upper right and lower left cylinders.
-Left magneto: upper left and lower right cylinders.
-Normally both magnetos are on for a complete burning of the mixture.
-Pressing the starter button energizes the starter and the starter
warning light. After releasing the starter buttons, the starter should disengage
and the lights be off again.
Engines; air induction system
-The air induction system is located on the inboard side of each nacelle.
-When the filter becomes fully blocked, an alternate air door will open,
providing air from inside the engine compartment (unfiltered).
-A reduction of up to 5 inches HG can occur with alternate door open
-Maximum pressure can be maintained up to 10.000 feet by adjusting the
throttle.
Engines; exhaust
-Exhaust gas is directed through the turbine and then vented overboard.
-Excess exhaust gas is vented directly overboard via the waste gate.
Engines; fuel injection
The fuel injection system consists of:
-
Engine-driven fuel pump
-
Fuel flow (pressure) limiter
-
Fuel-air control unit (mixtures)
-
Fuel distributor manifold
-
Fuel flow indicator
-
Air bleed type injector nozzles
-Fuel is delivered by the engine-driven fuel pump to the fuel flow (pressure)
limiter, (prevents exceeding the red line) and to the fuel-air control unit
behind the engine.
-The fuel-air control unit proportions fuel flow to the induction air
flow.
-Through spring tension on a diaphragm and valve, the fuel manifold
evenly distributes fuel to the air bleed nozzle in the intake valve chamber.
-A pressure line is connected to the fuel manifold and to the fuel flow
indicator.
Engines; air cooling
Air cooling takes place by ram air along baffle plates and by opening the
cowl flaps.
Engines; turbo-charger operation
As long as the waste gate is open, discharge pressure will be constant.
When the waste gate is closed, any change will affect engine performance. For
changes, refer to pages 7.34 and 7.35 of the aircraft flight manual.
Engines; fire detection
Engine fire detection takes place by two temperature sensing loops (one
per engine), causing a warning tone and a red annunciator light to come on if a
fire is detected. The tone can be silenced by pressing the test switch on the
annunciator panel.
Propellers; general
-The aircraft is equipped with all metal, three-bladed, constant speed,
governor regulated, full feathering propellers.
-Oil pressure, boosted by the governor, moves a piston which twists the
blades to low pitch/high RPM position (small blade angle).
-Centrifugal force, counterweights, spring tension move the propeller
blades to the high pitch/low RPM position (feathered).
-A latch mechanism prevents feathering during a normal shutdown of the
engine.
Propellers; synchrophaser
A synchrophaser synchronises engine speeds and relative blade angle.
The synchrophaser system consists of:
-
Magnetic RPM sensors and speed control circuits
-
Electronic control box (compares RPM and phase), toggle
switch and phase adjuster (operates in a 50RPM range by increasing RPM of the
slower engine)
Fuel system
The fuel system consists of:
|
- Two integral tanks |
- Fuel flow limiter (pressure) |
|
- Two selector valves |
- Fuel/air control unit (mixtures) |
|
- Two strainers |
- Fuel distributor manifold |
|
- Two auxiliary fuel pumps |
- Fuel injection nozzles |
|
- One engine-driven fuel pump |
- Two cross-feed shut-off valves |
-The pumps create suction, which draws fuel from the tanks.
-Vapor and excess fuel is returned to the tank on each side of the engine
it comes from (so, if a tank is not in use, it is refilling continuously).
-Cross-feeding is allowed in level flight only.
-Fuel vents are located in the trailing edges, there are also vacuum
operated fuel vents in the filer caps.
-Six electric fuel transmitters provide fuel quantity (three per tank).
NOTE: Cross-feeding should be stopped if tank not in use indicates 60 lbs.
below full
or tank in use indicates 60 lbs. of empty.
Hydraulic system
The hydraulic system is located between the rudder pedals, at floor level.
It serves only for gear extension and retraction. The system is protected by
three circuit breakers (landing gear, cont. and pump) of 5 and 30 Amps.
Brakes
-Single disc, hydraulically actuated brakes are located on the inside of
the main wheels. The brakes are connected with a hydraulic line to a master
cylinder, attached to each of the pilot’s rudder pedals.
-The parking brake may be used to set the brakes.
NOTE: Hard braking should be applied to extend brake life (metallic brakes).
-The aircraft is equipped with a 28 Volt, Direct-current, electrical
system powered by a belt-driven 95 Amps. Alternator (dynamo) on each engine.
-The 24 Volt battery is located at the top of the left engine nacelle (see
section V).
-Power is supplied to most electrical circuits through left and right
main bus bars and dual avionics bus bar systems.
-Alternator outputs are supplied to individual alternator contactors and
pull-off type alternator circuit breakers.
-Each alternator is controlled by an alternator control unit (ACU)
providing voltage regulation plus over- and under voltage sensing.
-Normally each alternator shares the load on the main busses within 30
Amps. as controlled by the ACU paralleling circuitry.
-Each alternator is capable of supplying sole power for the aircraft.
-ACU controls alternators and annunciator panel lights.
-ACU provides load sharing (± 15 Amps) if circuitry fails. The
alternator with the highest regulating point takes over all the load, but when
overloaded, the other alternator will pick up the excess load.
-
-
NOTE: Avionics power must be off during engine start to prevent possible
damage.
Emergency alternator power switch (labelled
emergency alternator field)
This switch
provides current to restart alternators directly from the battery.
Emergency avionics power switch / circuit breakers
Two switches, provide power direct from the main busses to the avionics
busses.
Circuit breakers and fuses
The circuit breakers are pull-off type. After opening, they can be reset
after three minutes cooling down time. Fuses protect the battery
contactor circuit (external power), clock, voltage- and ammeter circuits, both
ACU load and voltage sensing circuits, the baggage lights and the entry lights.
Main bus tie and isolation circuit breakers (3CB’s
95 Amps.)
In case of a fault of the main bus:
1)
Main bus tie circuit breaker overloads
2)
Isolation circuit breaker overloads
3)
No battery current; ACU takes the alternator off-line
Low voltage light
The low voltage light comes on when system voltage falls below 24,5
Volts.
Alternator off light
The alternator off light comes on when field current is absent, or the
electrical load is less than 25 Amps.
Heater operation
-Fuel is supplied from the right cross-feed line, so when the emergency
cross-feed shut-off valve is activated, the heater will be inoperative.
-After an overheat condition, the heater has to be reset in the
nose-wheel well.
Pitot-static system
The system consists of a heated pitot tube and two static ports. A drain
is located on the left side of the cabin wall. The system supplies ram air
pressure to the airspeed indicator, and static air pressure to the airspeed
indicator, the vertical speed indicator and the altimeter.
Vacuum system
The aircraft has an engine-driven vacuum system, to operate the attitude
direction indicator (ADI) and the horizontal situation indicator (HSI).
The vacuum system consists of:
-
Vacuum pump on each engine
-
Two vacuum relief valves
-
Check valve manifold
-
Vacuum system air filter (below the instrument panel,
aft of the forward baggage compartment)
-
Vacuum operated instrument on the left side of the
instrument panel
-
Suction gauge with dual warning indicators
-
Extra: Two high pressure relief valves and two check
valves
Stall warning
The stall warning activates 5 to 10 knots above the stall speed.
Wick dischargers
Dispose of static electricity picked up in flight to reduce interference
in flight. The ADF is the most affected instrument. VHF communication is least
affected.
Speed schedule
- Initial climb
97 Kias
- Cruise climb
120 Kias
- Climb
120 Kias
- Cruise descent
135 Kias
- Cruise
135 Kias
- Approach
120 Kias (N-1: 110 Kias)
Circuit speeds
|
Circuit: |
Climb |
Crosswind |
Downwind |
Base leg |
Final |
Thr. Hold |
|
|
97
Kts |
120
Kts |
120
kts |
110
kts |
97
kts |
90
kts |
|
Short field |
97
kts |
120
kts |
120
kts |
110
kts |
90
kts |
81
kts |
|
Flapless |
97
kts |
120
kts |
120
kts |
110
kts |
97
kts |
90
kts |
|
N-1 |
97
kts |
110
kts |
110
kts |
110
kts |
110
kts |
97
kts |