… · 2014-02-19

AIR FORCE TO 1T-6B-1NAVY NAVAIR A1-T6BAA-NFM-100

Change 3 01 DECEMBER 201201 JUNE 2009

Flight Manual

USAF/USN SERIES T-6B AIRCRAFT

133-590066-0015

REFER TO https://www.toindex-s.wpafb.af.mil/ FOR CURRENT STATUS OF FLIGHT MANUALS, SAFETY SUPPLE-MENTS, OPERATIONAL SUPPLEMENTS, AND FLIGHT CREW CHECKLISTS.

This publication supersedes Interim Changes 003 and 004.

COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATION TO THE ATTENTION OF ALL AIRFORCE AND NAVY PERSONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT.

Copyright 2012 HBI. ALL RIGHTS RESERVED. UNLIMITED RIGHTS - This data was developed pursuant to Contract Number FA8617-07-D-6151 with the US Govern-ment. The US Governments rights in and to this copyrighted data are as specified in DFAR 252.227-7013 which was made part of the above contract.

DISTRIBUTION STATEMENT D - Distribution authorized to Department of Defense and U.S. DoD contractors for Administrative or Operational Use only, 01 June 2009.Other requests shall be referred to JPATS Branch, Wright-Patterson AFB, Ohio 45433-7211.

WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., 2751 et seq) or the Export AdministrationAct of 1979, as amended (Title 50, U.S.C., App. 2401 et seq). Violations of these export laws are subject to severe criminal penalties. Disseminate in accordance with pro-visions of DoD Directive 5230.25.

DESTRUCTION NOTICE - Destroy by any method that will prevent disclosure of the contents or reconstruction of the document.

Published Under Authority of the Secretary of the Air ForcePublished by direction of Commander, Naval Air Systems Command

PN01D 101664AA.AI

*0801LP1132202*


LIST OF EFFECTIVE PAGES INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.NOTE: The portions of the text affected by the changes are indicated by vertical lines in theouter margins of the pages. Changes to illustrations are indicated by miniature pointing hands.Changes to wiring diagrams are indicated by shaded areas.

Page No. * Change No. Page No. * Change No. Page No. * Change No. Page No. * Change No.

* Zero in this column indicates an original page.

A Change 3

Dates of issue for original and changed pages are:

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 528 CONSISTING OF THE FOLLOWING:

CURRENT PILOTS ABBREVIATED FLIGHT CREW CHECKLIST

TO 1T-6B-1CL-1 / NAVAIR A1-T6BAA-FCL-100 01 DECEMBER 2012

Title ........................... 3A-B/(C blank)..............3i - ii..............................0iii - iv ...........................31-1 ..............................21-2 .............................31-3 .............................21-4 .............................01-5 .............................11-6 ..............................01-7 ..............................11-8 - 1-13....................01-14 ...........................11-15 ...........................31-16 ...........................11-17 ...........................21-18 - 1-19..................31-20 ............................11-21 ...........................01-22 ............................21-23 ............................11-24 ............................01-25 - 1-26.1/ (1-26.2 blank) ........21-27 ...........................31-28 ............................01-29 ............................21-30 ............................11-31 - 1-32.1/ (1-32.2 blank) ........31-33 - 1-36 .................11-37 ............................31-38 - 1-40.1/ (1-40.2 blank) ........2

1-41 ............................11-42 ............................01-43 ............................21-44 ............................11-45 - 1-48..................21-49 ............................31-50 ............................11-51 ............................21-52 ............................31-53 - 1-54..................21-55 ............................11-56 ............................31-57 ............................21-58 ............................31-59 ............................11-60 - 1-62.1/ (1-62.2 blank) ........21-63 - 1-71..................11-72 ............................31-73 ............................11-74 - 1-74.1/ (1-74.2 blank) ........21-75 - 1-78..................11-79 - 1-81..................21-82 - 1-83..................11-84 ............................21-84.1 - 1-84.3/ (1-84.4 blank) ........11-85 - 1-91..................01-92 - 1-92.1/ (1-92.2 blank) ........11-93 ............................01-94 ............................21-95 - 1-96..................0

1-97 - 1-98.................. 11-99 ............................ 21-100 - 1-103.............. 11-104 - 1-105.............. 21-106.......................... 11-107 - 1-108.............. 21-108.1 - 1-108.2........ 11-109.......................... 01-110.......................... 21-111.......................... 01-112 - 1-113.............. 31-114 - 1-114.1/ (1-114.2 blank) ...... 21-115 - 1-116.............. 01-117 - 1-118.............. 21-119 - 1-123.............. 01-124 - 1-125.............. 11-126 - 1-135.............. 01-136 - 1-157.............. 11-158 - 1-160.............. 21-161 - 1-164.............. 12-1 - 2-2...................... 22-3 .............................. 12-4 - 2-5...................... 32-6 .............................. 12-7 .............................. 02-8 - 2-9...................... 32-10 - 2-13................. 22-14 ........................... 32-15 ............................ 12-16 - 2-18.................. 32-19 ............................ 12-20 ............................ 32-21 ............................ 2

2-22............................ 32-23............................ 02-24............................ 22-25............................ 32-26 - 2-27.................. 12-28 - 2-34.................. 23-1 - 3-2...................... 23-3.............................. 03-4.............................. 33-5.............................. 23-6.............................. 13-7 - 3-8...................... 23-9 - 3-12.................... 03-13............................ 13-14 - 3-19.................. 23-20............................ 33-21 - 3-22.................. 23-23 - 3-28.................. 33-29 - 3-30.................. 13-31 - 3-32.................. 33-33 - 3-34.................. 13-35 - 3-36.................. 33-37 - 3-38.................. 13-39............................ 03-40............................ 13-41 - 3-42.................. 33-43 - 3-47.................. 13-48............................ 33-49 - 3-53.................. 23-54............................ 33-55 - 3-60.................. 24-1/(4-2 blank)............ 05-1 - 5-2...................... 05-3.............................. 2

Original....................0..................01 June 2009 Change.........1............15 June 2010 Change.....................2..................01 July 2011 Change.........3.............01 December 2012

dennis.bobbittText BoxSEE IC # 005


LIST OF EFFECTIVE PAGESINSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

Page No. * Change No. Page No. * Change No. Page No. * Change No. Page No. * Change No.

* Zero in this column indicates an original page.

Change 3 B/(C blank)

CURRENT PILOTS ABBREVIATED FLIGHT CREW CHECKLIST

TO 1T-6B-1CL-1 / NAVAIR A1-T6BAA-FCL-100 01 DECEMBER 2012

5-4 - 5-5 ..................... 05-6.............................. 25-7.............................. 35-8.............................. 05-9 - 5-10 ................... 15-11 - 5-12 ................. 05-13/(5-14 blank)........ 36-1.............................. 26-2 - 6-6 ..................... 06-7 - 6-8 ..................... 26-9.............................. 36-10 - 6-13/ (6-14 blank)........... 07-1 - 7-2 ..................... 27-3 - 7-5 ..................... 17-6.............................. 27-7 - 7-8 ..................... 38-1/(8-2 blank)............ 08-1-1........................... 38-1-2 - 8-1-3 ............... 28-1-4........................... 08-2-1 - 8-2-4 ............... 08-3-1 - 8-3-5 ............... 08-3-6 .......................... 28-3-7 - 8-3-11 ............ 08-3-12 ........................ 38-3-13/ (8-3-14 blank)........ 08-4-1 - 8-4-5 ............... 08-4-6........................... 38-5-1/(8-5-2 blank) ..... 2A-i/(A-ii blank) ............ 1A1-1 - A1-11............... 0A1-12 ......................... 1A1-13 - A1-20............. 0A2-1 - A2-3................. 0A2-4 - A2-5/ (A2-6 blank) .......... 1A3-1 - A3-15/ (A3-16 blank) ........ 0A4-1 - A4-5/ (A4-6 blank) ........... 0A5-1 ........................... 0A5-2 ........................... 3

A5-3 - A5-33............... 0A5-34 - A5-36............. 3A6-1 - A6-4................. 0A7-1 - A7-7/ (A7-8 blank) .......... 0A8-1 - A8-6................. 0A9-1 - A9-5................. 0A9-6 ........................... 2A9-7 ........................... 0A9-8 ........................... 2A9-9 - A9-11............... 0A9-12 ......................... 2A9-13 - A9-16............. 0A10-1 - A10-24........... 1Glossary-1.................. 0Glossary-2.................. 2Glossary-3.................. 0Glossary-4 - Glossary-5.............. 1Glossary-6 - Glossary-7/ (Glossary-8 blank).. 2Index-1- Index-5......... 2Index-6 ....................... 3Index-7- Index-13....... 1Index-14- Index-16..... 2Index-17/ (Index-18 blank) .... 1

091111Z OCT 13 A1-T6BAA-NFM-100 IC 006A1-T6BAA-FCL-100 IC 005

Page 1 of 7

INTERIM CHANGE FLIGHT MANUAL USAF/USN

SERIES T-6B AIRCRAFT

POWER QUADRANT ASSEMBLY MODIFICATION Subject: USN Interim Change 006 to manual A1-T6BAA-NFM-100, dated 01 June 2009, Change 3, dated 01 December 2012.

COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS INTERIM CHANGE TO THE ATTENTION OF ALL AFFECTED UNITED STATES AIR FORCE/UNITED STATES AIR FORCE NAVY PERSONNEL. MAJCOMS, TYCOMs, SOAs, AND DRUs ARE RESPONSIBLE FOR RETRANSMITTING THIS INTERIM OPERATIONAL SUPPLEMENT/INTERIM CHANGE TO SUBORDINATE UNITS.

Disclosure Notice - This information is furnished upon the condition that it will not be released to any other nation without the specific authority of the Department of the Air Force of the United States, that it will be used for military purposes only, individual or corporate rights originating in the information, whether patented or not, will be respected, that the receipt will report promptly to the United States, any known or suspected compromise, and that the information will be provided substantially the same degree of security afforded it by the Department of Defense of the United States. Also regardless of any other markings on the document, it will not be downgraded or declassified without written approval of the originating United States agency.

Distribution Statement D - Distribution authorized to the Department of Defense and U.S. DoD contractors only for Administrative or Operational Use, 05 June 2000. Other requests shall be referred to JPATS Branch, Wright-Patterson AFB Ohio 45433-7211.

WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec 2751 et. seq.) or the Export Administration Act of 1979, as amended Title 50, U.S.C., App 2401, et. seq. Violations of these export laws are subject to severe criminal penalties. Disseminate in accordance with provisions of DoD Directives 5230.25.

Destruction Notice - Destroy by any method that will prevent disclosure of contents or reconstruction of the document.

1. Notice to Aircrew:

Write the number of this change alongside the changed portion of the flight procedures manual. The Pilots Abbreviated Flight Crew Checklist is affected by this Interim Operational Supplement/Interim Change. Pen and ink write-ins are authorized to accomplish the instructions of this Operational Supplement/ Interim Change.

2. Purpose: This change is issued to amend the basic publication which incorporates an updated

description and preflight check of the Power Control Lever (PCL) to reflect the Power Quadrant Assembly Modification TD and production aircraft modification. This modification adds a finger lift guard to protect against unintentionally raising the PCL cutoff finger lift."

3. Instructions:

A. Page iv, Aircraft Serial Number Coding, insert new effectivity to read:

CODE NO. SERIAL NO.

Prior to AYC-1641 Power Quadrant 166010 thru 166194 Assembly Modification

After AYC-1641 Power Quadrant 166010 thru 166194; 166195 and After

Assembly Modification

B. On page A, List of Effective pages, write in new page 1-16.1 and new page 1-16.2 (blank).

091111Z OCT 13 A1-T6BAA-NFM-100 IC 006A1-T6BAA-FCL-100 IC 005

Page 2 of 7

C. Replace pages 1-15 change 3 and 1-16, and insert new page 1-16.1 and new page 1-16.2 with attachment 1.

D. Page 1-17, Power Control Lever (PCL) paragraph is amended to read:

Engine power is controlled by the PCL (Figure 1-13) mounted in the left console of each cockpit. The PCLs are interconnected with a push-pull rod so movement of one PCL moves the other. A flexible cable connects the front PCL (electrically and mechanically) to the Fuel Management Unit (FMU). PCL friction adjustment is provided in the front cockpit only. The PCL incorporates a cutoff gate to prevent inadvertent engine shutdown. When the PCL is moved forward to idle during engine start, two roller bearings lock in place on the front side of a rocker cam detent to secure the cutoff gate. Each roller bearing makes an audible click as it locks in place. Raising the PCL cutoff finger lift or pushing the finger lift guard down and then raising the PCL cutoff finger lift, moves the rocker cam out of the way and allows the PCL to move to the cutoff position. The PCL in each cockpit contains switches for activating the speed brake, rudder trim, UHF and VHF communications, and intercommunications system.

E. Page 2-4. PREFLIGHT CHECK, step 12 is amended to read:

12 - PCL - CHECK, OFF (BOTH) (Verify the PCL in both cockpits are interconnected and move freely through the full range of motion. Verify positive idle-stop and no forward PCL movement is required to move aft past idle-stop to OFF. Verify PCL cutoff finger lift moves freely. Raise PCL cutoff finger lift and verify PCL can be moved from IDLE to OFF. Verify finger lift guard and PCL cutoff finger lift move freely. Push finger lift guard down, raise PCL cutoff finger lift and verify PCL can be moved from IDLE to OFF. Verify finger lift guard returns to its spring loaded position.)

4. The Model Manager for this Interim Change is LCDR Clifford Camamile, DSN 868-7480 or (850) 623-

7480, [email protected]. The Flight Manual Manager for this Interim Change is Mr. Fred Tschirner, AFMC ASC/WNZJG, DSN 674-4369 or (937) 904-4369, [email protected] .The Technical Order Manager is Fred Tschirner, JPATS Branch, DSN 674-4369 OR (937) 904-4369, [email protected].

5. Checklist Page:

A. Checklist Affected: 1T-6B-1CL-1/NAVAIR A1-T6BAA-FCL-100 Pilots Abbreviated Flight Crew

Checklist, change 3, dated 1 December 2012.

B. Instructions: Affix Attachment 2 over corresponding page. Do not discard current page. 6. Status Page (Interim Changes Outstanding) A1-T6BAA-FCL-100 IC 005.

mailto:[email protected]:[email protected]:[email protected]

Z MAY 13 A1-T6BAA-NFM-100 IC 005

Page 1 of 1

INTERIM CHANGE FLIGHT MANUAL

USAF/USN SERIES T-6B AIRCRAFT

EJECTION ENVELOPE CORRECTION Subject: USN Interim Change 005 to Flight Manual 1T-6B-1/A1-T6BAA-NFM-100, Change 3, dated 01 December 2012. COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS INTERIM CHANGE TO THE ATTENTION OF ALL AFFECTED UNITED STATES NAVY PERSONNEL. TYCOMs ARE RESPONSIBLE FOR RETRANSMITTING THIS INTERIM CHANGE TO SUBORDINATE UNITS. Disclosure Notice - This information is furnished upon the condition that it will not be released to any other nation without the specific authority of the Department of the Air Force of the United States, that it will be used for military purposes only, individual or corporate rights originating in the information, whether patented or not, will be respected, that the receipt will report promptly to the United States, any known or suspected compromise, and that the information will be provided substantially the same degree of security afforded it by the Department of Defense of the United States. Also regardless of any other markings on the document, it will not be downgraded or declassified without written approval of the originating United States agency. Distribution Statement D - Distribution authorized to the Department of Defense and U.S. DoD contractors only for Administrative or Operational Use, 01 June 2009. Other requests shall be referred to JPATS Branch, Wright-Patterson AFB Ohio 45433-7211. WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec 2751 et. seq.) or the Export Administration Act of 1979, as amended Title 50, U.S.C., App 2401, et. seq. Violations of these export laws are subject to severe criminal penalties. Disseminate in accordance with provisions of DoD Directives 5230.25. Destruction Notice - Destroy by any method that will prevent disclosure of contents or reconstruction of the document. 1. Notice to Aircrew:

Write the number of this change alongside the changed portion of the flight procedures manual. The Pilots Abbreviated Flight Crew Checklist is not affected by this Interim Change. Pen and ink write-ins are authorized to accomplish the instructions of this Interim Change.

2. Purpose: This change is issued to amend the basic publication. 3. Instructions:

A. Replace Page 3-40, Figure 3-9. Ejection Envelope with Attachment 1.

4. The Model Manager for this Interim Change is LCDR Bobby Dempsey, CTW-5, DSN 868-7480 or (850) 623-7480, [email protected]. The Flight Manual Manager for this Interim Change is Mr. Fred Tschirner, AFMC ASC/WNZJG, DSN 674-4369 or (937) 904-4369, [email protected] .The Technical Order Manager is Fred Tschirner, JPATS Branch, DSN 674-4369 OR (937) 904-4369, [email protected]. 5. Status Page:

A. Checklist Affected: Not affected

B. Status Page (Interim Changes Outstanding) N/A

mailto:[email protected]:[email protected]:[email protected]

AIR FORCE TO 1T-6B-1NAVY (NAVAIR) A1-T6BAA-NFM-100

TABLE OF CONTENTS

i

TITLE PAGESection I Description and Operation.................................................................................................... 1-1

Section II Normal Procedures............................................................................................................... 2-1

Section III Emergency Procedures......................................................................................................... 3-1

Section IV Crew Duties ........................................................................................................................ 4-1

Section V Limitations ........................................................................................................................... 5-1

Section VI Flight Characteristics ......................................................................................................... 6-1

Section VII Adverse Weather ............................................................................................................... 7-1

Section VIII NATOPS Requirements (US Navy Only) ......................................................................... 8-1

Appendix A - Performance Data ............................................................................................................ A-i

Glossary ............................................................................................................................... GLOSSARY-1

Index ............................................................................................................................................ INDEX-1


ii

SCOPEThis manual contains the necessary information for safe andefficient operation of the aircraft. These instructions providea general knowledge of the aircraft, its characteristics, andspecific normal and emergency procedures. Instructions inthis manual are prepared to be understandable by the leastexperienced crewmember that can be expected to operate theaircraft.

SOUND JUDGEMENT

This manual provides the best possible operating instructionsunder most circumstances, but it is not a substitute for soundjudgement. Multiple emergencies, adverse weather, terrain,etc. may require modification of the procedures.

PERMISSIBLE OPERATIONS

The flight manual takes a positive approach and normallystates only what can be done. Unusual operations or configu-rations are prohibited unless specifically covered herein.Clearance from the using command must be obtained beforeany questionable operation, which is not specifically permit-ted in this manual, is attempted.

HOW TO BE ASSURED OF HAVING LATEST DATA

Refer to https://www.toindex-s.wpafb.af.mil/the Data Man-agement section for a listing of all current flight manuals,safety supplements, operational supplements, and checklists.Also, check the flight manual cover page, the title block ofeach safety and operational supplement, and all status pagesattached to formal safety and operational supplements. Clearup all discrepancies before flight.

ARRANGEMENT

The manual is divided into eight fairly independent sectionsto simplify reading it straight through or using it as a refer-ence manual.

SAFETY SUPPLEMENTS

Information involving safety will be promptly forwarded in asafety supplement. Urgent information is published ininterim safety supplements and transmitted by defense mes-sage system (DMS). Formal supplements are mailed. Thesupplement title block and status page (published with for-mal supplements only) should be checked to determine thesupplements effect on the manual and other outstandingsupplements.

OPERATIONAL SUPPLEMENTS

Information involving changes to operating procedures willbe forwarded by operational supplements. The procedure forhandling operational supplements is the same as for safetysupplements.

CHECKLISTS

The flight manual contains itemized procedures with neces-sary amplifications. The checklist contains itemized proce-dures without the amplification. Primary line items in theflight manual and checklist are identical. If a formal safety oroperational supplement affects the checklist, the affectedchecklist page will be attached to the supplement. Thechecklist page should be cut out and inserted in case the sup-plement is rescinded and the page is needed.


Change 3 iii

HOW TO GET PERSONAL COPIES

Each flight crewmember is entitled to personal copies of theflight manual, safety supplements, operational supplements,and checklists. The required quantities should be orderedbefore needed to assure prompt receipt. Check with the pub-lications distribution officer it is their job to fulfill TOrequests. TO 00-5-1 and TO 00-5-2 give detailed informationfor properly ordering these publications. Make sure a systemis established at your base to deliver these publications to theflight crews immediately upon receipt.

FLIGHT MANUAL BINDERS

Loose-leaf binders and section tabs are available for use withthe manual. They are obtained through local purchase proce-dures and are listed in the Federal Supply Schedule (FSC 75,Office Supplies, Part 1). Check with supply personnel forassistance in procuring these items.

WARNINGS, CAUTIONS, AND NOTES

The following definitions apply to Warnings, Cautions,and Notes found throughout the manual.

An operating procedure, technique, etc.,which could result in personal injury or lossof life if not carefully followed.

An operating procedure, technique, etc.,which could result in damage to equipment ifnot carefully followed.

NOTEAn operating procedure, technique, etc.,which is considered essential to emphasize.

SHALL, WILL, SHOULD, AND MAY

In technical orders, the words shall or will are used toindicate a mandatory requirement. The word should isused to indicate a non-mandatory, desired, or preferredmethod of accomplishment. The word may indicates anacceptable or suggested means of accomplishment.

YOUR RESPONSIBILITY TO LETUS KNOWEvery effort is made to keep the Flight Manual current.Review conferences with operating personnel and a constantreview of accident and flight test reports assure inclusion ofthe latest data in the manual. Errors can not be correctedunless their existence is known. It is essential that base unitsdo their part. Comments, corrections, and questions regard-ing this manual or any phase of the Flight Manual programare welcomed. These should be forwarded on AF Form 847,through your Command Headquarters, to: JPATS Branch,Wright-Patterson AFB, OH 45433-7211.

AIRCRAFT DESIGN CODES

Reserved for future use.

CODING AND SERIALIZATION

T-6B aircraft listed below are covered in this manual. Addi-tional information will be required for aircraft having signif-icantly different configurations. Some of the informationcovered herein is applicable only to certain aircraft and iscoded along the title at the left. Items in illustrations, appli-cable only to some aircraft, are generally coded alongsidethe nomenclature. When a paragraph or item is not coded itapplies to all aircraft.


iv Change 3

AIRCRAFT SERIAL NUMBER CODING

CODE NO.

SERIAL NO.

OBOGS Low Pressure Switch and Drain Valve

166061 and After

Friction Collar, Nose Landing Gear

166160 and After


Change 2 1-1


SECTION IDESCRIPTION AND OPERATION

TABLE OF CONTENTS

Title PageThe Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4Cockpit Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4Reduction Gearbox (RGB). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12Start and Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14Power Control Lever (PCL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17Power Management Unit (PMU) Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17PMU Inoperative (Manual Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19

Fire Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19Firewall Shutoff Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20

Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23Electrical Power Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23

Starter/Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26

1-2 Change 3


Auxiliary Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26Bus Tie Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26

Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26.1Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27

Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27

Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29Controls and Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29Normal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30

Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31Wing Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31

Extension/Retraction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32Emergency Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32Flap Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-32.1

Speed Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33Flight Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33

Ailerons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35Elevator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36Trim Aid Device (TAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37

Doors and Hatches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37Avionics Bay and Baggage Compartment Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37Ground Egress Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37Engine Cowlings and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38

Canopy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38Canopy Operation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38Canopy Fracturing System (CFS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-40.1Emergency Ground Egress System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41

Ejection Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41Ejection Seat Injury Risk Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41Ejection Seat Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44GQ 5000 Parachute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-44Ejection Control Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47Manual Override Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47Leg Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47Emergency Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47Emergency Oxygen Handle/Green Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49Shoulder Harness Reel and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49Seat Height Actuator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49Interseat Sequencing System (ISS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49Sea Water Activated Release System (SEAWARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51Pilot Hookup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51Seat Survival Kit (SSK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53Life Raft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53Life Raft Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53

Environmental Control System (ECS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54Bleed Air Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54Canopy Seal and Anti-G System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57Heating and Defogging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57Pressurization System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-58Cockpit and Avionics Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59

Change 2 1-3


Fresh Air Ventilation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59

Backup Flight Instrument (BFI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60Digital Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62

Integrated Avionics System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-63Avionics Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-63Avionics Bays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66Pitot Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66Data Buses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68Inertial Reference System (IRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68Air Data Computer (ADC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68Total Air Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-68Engine Data Manager (EDM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-69Angle of Attack System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-69Intercommunications System (ICS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-70Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72Very High Frequency (VHF) Navigation (NAV) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72Distance Measuring Equipment (DME) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72Multifunction Display (MFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72Engine Indication and Crew Alerting System (EICAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-77Crew Alerting System (CAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-80Master Warn and Master Caution Switchlights and Fire Warning Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81Aural Warning Tone Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81Up Front Control Panel (UFCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81Window Control Keys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81UFCP Lower Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-99Primary Flight Display (PFD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-100Navigation Display (NAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-108.1Traffic Collision Avoidance System (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-112Flight Management System (FMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-113Hands On Throttle and Stick Controls (HOTAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-136Head Up Display (HUD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-139Tactical Situation Display (TSD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-145Status and Built-In Test (STS/BIT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-151Data Transfer System/Digital Video Recorder (DTS/DVR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-151Integrated Data Acquisition Recording System (IDARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-153

Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154Standby VHF Control Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154

Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-154Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-156

System/Lamp Test Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-158On-Board Oxygen Generating System (OBOGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-158

Oxygen Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-159Baggage Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-160Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161

Fuel Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161Oil Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161Ground Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161Tire Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161Tie Down Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161Towing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-161

1-4


THE AIRCRAFT

The T-6B (Figure 1-1) is a single-engine, two-place (tandemseat), pressurized, low-wing training aircraft manufacturedby Hawker Beechcraft Corporation, Wichita, KS. The air-craft is approved for day or night VFR and IFR flight. Theaircraft is powered by a Pratt & Whitney PT6A-68 free-tur-bine turboprop engine with a Hartzell four-bladed propeller.Each cockpit is equipped with an ejection seat. A single,side-opening, non-jettisonable canopy covers both cockpits.The environmental control system is designed to provide anacceptable cockpit environment under a wide range of alti-tude, temperature, and humidity conditions. The landinggear is a retractable tricycle-type which is electrically con-trolled and hydraulically operated. Steering is through theuse of rudder and differential braking and hydraulicallyoperated nose wheel steering. The aircraft is fitted withelectrically controlled and hydraulically operated split flapsand a single speed brake located between the flaps. The pri-mary flight controls are operated manually and feature elec-tric trim. All flight controls and avionics can be operatedfrom either cockpit.

DIMENSIONS

The overall dimensions of the aircraft with normal tire andstrut inflation are shown in Figure 1-2.

GROSS WEIGHT

The aircraft basic empty weight is approximately 5040pounds. Maximum takeoff gross weight is 6900 pounds.These weights shall not be used for computing aircraft per-formance or for any type operation. Refer to Section V,Limitations, for takeoff and landing weights.

COCKPIT ARRANGEMENT

The cockpits are in a stepped tandem arrangement with therear pilot sitting in a raised cockpit for improved visibilityover the front cockpit. Solo flight is conducted from thefront cockpit only. Both cockpits feature nearly identicalinstrument panels (Figure 1-3 and Figure 1-4), with allflight instruments and controls in the same locations in bothcockpits. Both cockpits have side console panels which con-tain additional controls, circuit breakers, and switches (Fig-ure 1-5 and Figure 1-6). Environmental system controls andall primary avionics and systems circuit breakers for bothcockpits are located in the left and right side consoles in thefront cockpit. The rear cockpit flight essential switches andcircuit breakers are located in the left and right side con-soles in the rear cockpit.

ENGINE

The PT6A-68 is a free-turbine turboprop engine (Figure 1-7) flat rated to produce 1100 shaft horsepower (SHP) asinstalled in the aircraft. The engine is a reverse-flow designwith two independent sections: the gas generator sectionand the power turbine section. The gas generator section(the aft half of the engine) consists of the four-stage axial-flow compressor, single-stage centrifugal flow compressor,combustion chamber, and single-stage compressor turbine.The power section (the forward half of the engine) consistsof the two-stage axial-flow power turbine, exhaust case, andreduction gearbox.

Inlet air travels rearward through the intake duct and inertialseparator before entering the engine inlet through an annu-lar plenum chamber formed by the compressor inlet case.The compressor uses a four-stage axial compressor and onecentrifugal impeller to compress the air. The air moves for-ward from the compressor through diffuser tubes, where airvelocity is converted into static pressure. The diffused airpasses through straightening vanes prior to reaching theannulus surrounding the combustion chamber. The air ismixed with fuel and ignited inside the combustion chamber.The resultant expanding gases drive the single-stage gasgenerator turbine, which shares a common shaft to drive thecompressor impellers. The gases then impinge on the two-stage power turbine, which drives the reduction gearbox.Exhaust gas flows out sideways, then is ejected rearwardthrough the exhaust stacks, augmenting thrust produced bythe propeller.

OIL SYSTEM

The oil system (Figure 1-8 and Figure 1-9) has a capacity of18.5 U.S. quarts and provides a constant supply of filteredoil to the engine bearings, reduction gears, accessory drives,and propeller throughout normal and aerobatic flightmaneuvers. Components include pressure, scavenge, cool-ing, and breather systems.

Oil level must be serviced within 30 minutesof engine shutdown. For most accurateresults, check oil level 15 to 20 minutes aftersutdown. Normal oil level is between ADDand MAX HOT. If oil level is at or belowADD, service the oil level to MAX HOT. Ifengine oil level is not serviced properly,engine damage is possible.

The sight glass is not to be used for checkingoil level; only the dipstick is to be used forcorrect indication of oil level in the tank.

Change 1 1-5


Figure 1-1. Aircraft General Arrangement

PN01D 091740AB

BAGGAGE

VENTRAL FIN

COMPARTMENT

HYDRAULIC SERVICE

DOOR

SINGLE POINT REFUELING/

DEFUELING DOOR

EXTERNAL POWER

RECEPTACLE

GROUND CREW

HEADSET JACK

BATTERY

MAINTENANCE ACCESS DOOR

AOA PROBE AVIONICS

BAY

EXTERNAL CFS HANDLE ACCESS DOOR

CANOPY HANDLE

ENVIRONMENTAL CONTROL SYSTEM ACCESS

AVIONICS BAY

SECONDARY

TAT PROBELEFT LOWER

AFT COWLING SKIN

PITOT TUBE

ENGINE ACCESS

LATCHES

STATIC PORTS

STATIC PORTS

OIL COOLERINLET

LEFT COWLING

DOOR

LEFT PLENUM PANEL

ENGINE EXHAUST

STACK

PRIMARY PITOT TUBE

ENGINE ACCESS LATCHES

OIL COOLER

COWLING

LOWER FORWARD COWLING

ENGINE AIR

INLET

RIGHT COWLING

DOOR

RIGHT PLENUM PANEL UPPER

CENTER COWLING

UPPER FORWARD COWLING

ENGINE EXHAUST

STACK

RIGHT LOWER AFT COWLING

SKIN

EXTERNAL CFS HANDLE ACCESS DOOR

1-6


The pressure system incorporates two oil pickup elements.One element, normally submerged in oil, picks up oil nearthe center of the tank, and a second element picks up oilnear the top of the tank to prevent loss of oil pressure duringinverted flight.

The scavenging system incorporates two dual-element gear-type pumps. The pumps, one located inside, and one outsidethe accessory gearbox, return scavenged oil from the bear-ings and gearbox. Cooling is accomplished by routing scav-enged oil through an oil cooler located in the lower aft cowlassembly before returning to the oil tank.

The oil tank, integrally cast with the compressor air inlet, isvented into the accessory gearbox by a four-point breathersystem that includes a breather valve and centrifugalbreather. The engine oil pressure indicator may display oilpressures up to 4 psi with the engine shut down due to thedesign of the oil pressure transmitter. The oil is filtered bythe main oil filter and then by several oil strainers. If themain oil filter becomes clogged, a filter bypass valve allowsunfiltered oil to continue to lubricate the engine.

Oil pressure and temperature are sensed by transducersdownstream of the main oil pump and the signal is sent tothe engine data manager (EDM). The EDM passes the oilpressure data to a signal conditioning unit (SCU) computerthat contains the logic to illuminate the warning on theengine indication and crew alerting system (EICAS) under

the following conditions. The SCU activates the red OIL PXwarning if oil pressure drops to 40 psi or below when aboveidle power, or when oil pressure drops to 15 psi or below atidle power. Additionally, the SCU illuminates the amberOIL PX caution whenever sensed oil pressure is between 15and 40 psi at idle power, and if the oil pressure drops tobetween 40 and 90 psi, for 10 seconds, above idle power. Ifoil pressure is less than 15 psi at idle power, the amber OILPX caution extinguishes and the red OIL PX warningremains illuminated. If oil pressure remains between 15 and40 psi at idle power for 5 seconds or more, both amber andred OIL PX caution/warning illuminate. Figure 1-53 sum-marizes the Caution and Warning indications.

NOTEDue to the sensitivity of the signal condition-ing unit, a single, momentary illumination ofthe amber OIL PX caution while maneuver-ing is possible but may not indicate a mal-function.

The SCU contains logic to prevent nuisance caution illumi-nation on the EICAS from normal oil pressure buildup dur-ing engine ground start. Illumination of both red and amberOIL PX caution/warning while the oil pressure gage indi-cates normal pressure indicates an SCU failure. Power forthe oil pressure transducer is provided through a circuit

Figure 1-2. Aircraft Dimensions

PT01D 970399AA.AI

97" DIAMETER

33' 4"

10' 8"

11' 4"33' 5"

Change 1 1-7


Figure 1-3. Front Instrument Panel

PN01D 085923AB.AI

1

2

3

4

5

6

7

5

8

9

1011

12

13

5

14

15

16

1. MASTER CAUTION/WARN PANEL2. HEAD UP DISPLAY3. UP FRONT CONTROL PANEL4. BACKUP FLIGHT INSTRUMENT5. MULTIFUNCTION DISPLAY6. EMERGENCY LOCATOR TRANSMITTER SWITCH PANEL7. PARKING BRAKE HANDLE8. DEFOG SWITCH

9. VENT CONTROL LEVER10. AUDIO CONTROL PANEL11. FLAP POSITION INDICATION12. LANDING GEAR CONTROL PANEL13. EMERGENCY GEAR EXTENSION HANDLE14. MASTER ARM SWITCH15. DIGITAL CLOCK 16. ANGLE OF ATTACK INDEXER

1-8


Figure 1-4. Rear Instrument Panel

PN01D 085924AA.AI

1. MASTER CAUTION/WARN PANEL2. UP FRONT CONTROL PANEL 3. BACKUP FLIGHT INSTRUMENT4. MULTIFUNCTION DISPLAY5. AUDIO CONTROL PANEL

8. DIGITAL CLOCK

6. LANDING GEAR CONTROL PANEL7. FLAP POSITION INDICATION

9. ANGLE OF ATTACK INDEXER

9

8

4

7

6 5

4

4

3

2

1

1-9


Figure 1-5. Front Console Panels

PN01D 085925AA.AI

LEFT FORWARD SWITCH PANEL

POWER CONTROL LEVER (PCL)

FLAP SELECTOR

SEAT ADJUST/ SYSTEM TEST PANEL

CANOPY FRACTURE PANEL

BATTERY CIRCUIT BREAKER PANEL

GENERATOR CIRCUIT BREAKER PANEL

ANTI- G HOOKUP

RECORDER MAINTENANCE ANNUNCATOR

FIREWALL SHUTOFF HANDLE

RIGHT FORWARD SWITCH PANEL

ENVIRONMENTAL CONTROL PANEL

OXYGEN REGULATOR

BACKUP VHF CONTROL HEAD

UTILITY LIGHT

PHONE JACK

HE

AD

SE

T

CO

M

OXYGEN FLOW

OF

F

TE

ST

BIT

SUPPLY

MANUAL

COLD HOT

EMERGENCY MAX

NORMAL OXYGEN

NORMALTEXT MASK

ON

OFF HI

HINORMAL

OFF

HINORMAL

OFF

EVAP BLWR BLEED AIR INFLOW

AIR COND

OFF

GEN RESET

ON

OFF BATT GEN

FUEL BAL MAN/RESET

MANUAL FUEL BAL

AUX BATT ON

STARTER AUTO/RESET

IGNITION ON

N O R M

AVIONICS MASTER

ON

OFF

BUS TIE OPEN

PROBES ANTI-ICE

ON

BOOST POST

ONPMU OFF

ARMOFF

L R

OFF

FLOOD

OFF

OFF

OFF

OFFOFFOFF

BRT

BRT

LDG TAXI

BRT

SIDEINST

ANTI- COLL NAV

LIGHT

TRIM AID

OFF TRIM

DISCONNECT

ENGINE CUTOFF

P C L

UP

TO

ALT

FIRE

OVR SP

BINGO FUEL

OVR GLDG GR

AOA

LAMP

HI

LO

AUX BAT

SEAT ADJ

UP

DN

1

2

CANOPY FRACTURE

PRESSURATION

ANTI-G TEST

1-10


Figure 1-6. Rear Console Panels

PN01D 085926AA.AI

PHONE JACK


FLAP SELECTOR

SEAT ADJUST/ SYSTEM TEST PANEL

CANOPY FRACTURE PANEL

SEAT SEQUENCER PANEL

BATTERY CIRCUIT BREAKER PANEL

GENERATOR CIRCUIT BREAKER PANEL

ANTI- G HOOKUP

DIGITAL VIDEO RECORDER/DATA TRANSFER SYSTEM (DVR/DTS)

ANTI- G TEST

LEFT FORWARD SWITCH PANEL

RIGHT FORWARD SWITCH PANEL

OXYGEN REGULATOR

UTILITY LIGHT

FLAP

UP

TO

DG

C

L

P

ID

CANOPY FRACTURE

OXYGEN FLOW

BIT

SUPPLY

EMERGENCY MAX

NORMAL OXYGEN

NORMALTEXT MASK

1-11


Figure 1-7. Engine

PT01D 980376AA.AI

PROPELLER SHAFT

REDUCTION GEAR BOX

COMBUSTION CHAMBER

COMPRESSOR

COMPRESSOR INLET

OIL TANKCOMPRESSOR TURBINE

POWER TURBINESEXHAUST

CASECHIP DETECTOR

FUEL PUMP

FUEL MANAGEMENT UNIT

AIRFLOW

FWD

PHASE SHIFT TORQUE PROBE

FUEL FLOW DIVIDER

PROPELLER MOUNTING FLANGE

OIL LEVEL SIGHT GLASS

SCAVENGE OIL PUMP

OIL FILTER

FUEL MANAGEMENT UNIT (FMU)

FUEL PUMP

OIL TANK FILLER

PROPELLER INTERFACE UNIT

ENGINE LEFT SIDE ENGINE RIGHT SIDE

P3 BLEED AIR (ECS)

P3 BLEED AIR (OBOGS)

1-12


breaker, placarded OIL TRX, located on the battery bus cir-cuit breaker panel (Figure 1-5) in the front cockpit. Withoutpower, the display indicates 0.

REDUCTION GEARBOX (RGB)

The RGB is a two-stage planetary reduction drive to reducethe power turbine output shaft speed of over 30,000 RPM tothe propeller operating speed of 2000 RPM. The RGB ismounted on the front of the engine and driven by the hotgases impinging on the two-stage power turbine. There is nomechanical connection to the gas generator section. A chipdetector is mounted in the RGB to detect ferrous material inthe oil. If the chip detector is activated, a signal is transmit-ted to the EICAS illuminating a red CHIP warning messageindicating oil contamination. The propeller interface unit(PIU), torque probe, and permanent magnet alternator(PMA) are mounted on top of the RGB, and the air condi-tioning compressor is mounted on the right side of the RGBand is belt driven by the propeller assembly. Engine poweroutput is measured by the torque produced by the reductiongearbox.

PROPELLER

The power turbine drives the aluminum 97-inch, four-bladed, constant-speed, variable-pitch, non-reversing, feath-

ering propeller (Figure 1-11) through the reduction gearbox.The propeller system is designed to maintain a constantspeed of 2000 RPM (100% NP) during most flight condi-tions.

The engine power management unit (PMU) and the propel-ler interface unit (PIU) automatically control the propellerblade angle (pitch) and propeller speed (NP). Because theengine is flat rated, 100% torque is available from sea levelto approximately 12,000 to 16,000 feet MSL on a standardday. At 100% indicated torque, the engine is producingapproximately 2900 foot-pounds of torque at the prop shaft.This equates to approximately 2750 pounds of thrust at sealevel, zero airspeed.

Propeller pitch may be defined by three basic conditions:feathered; low pitch (flat or fine); and high pitch (coarse).Each pitch condition is the measure of the angle betweenthe plane of rotation of the propeller and the chord line ofthe blade. When feathered, the propeller blades are alignednearly straight into the wind. When in low pitch, the propel-ler blade angle is approximately 15 from the referenceplane. The propeller blades will be at low pitch at lowspeeds and low throttle settings. High pitch is variablebetween feather and low pitch to maintain NP at a constant2000 RPM for the given condition.

Figure 1-8. Oil System Components

PT01D 970397AA.AI

ACCESSORY GEAR BOX

FILL PORT (DIPSTICK REMOVED)

OIL SCAVENGE PUMP

HOT OIL LINE

COOL OIL RETURN LINE

OIL LEVEL SIGHT GLASS

OIL COOLER (MOUNTED IN LOWER AFT COWL ASSY)

DRAIN LINE

OIL TANK

A

DETAIL A

DIPSTICK (REMOVED)

1-13


Figure 1-9. Oil System Schematic

PN01D 092609AA.AI

OIL SUPPLY TO PROPELLER

OIL PRESSURE TRANSDUCER

OIL TEMPERATURE TRANSDUCER

SCAVENGE OIL FROM PROPELLER AND REDUCTION GEARBOX

OIL SUPPLY TO PROPELLER AND REDUCTION GEARBOX

PRESSURE OIL

PROPELLER SUPPLY OIL

13

8 910

11

12

13

14

1516

19

2223

FROM OIL COOLER

LEGEND

SCAVENGE OIL

2 45 6 7 6

6 6

6

1820

6

17

1. PROPELLER INTERFACE UNIT 2. SECOND STAGE REDUCTION GEARS 3. FIRST STAGE REDUCTION GEARS 4. FIRST STAGE JOURNAL BEARING 5. TORQUE SHAFT ASSEMBLY 6. OIL STRAINER 7. POWER TURBINE BEARINGS 8. COMPRESSOR BEARINGS 9. BREATHER VALVE 10. OIL FILLER AND DIPSTICK 11. CENTRIFUGAL BREATHER 12. MAIN OIL FILTER AND CHECK VALVE

13. EXTERNAL SCAVENGE PUMP (AFT ELEMENT) 14. EXTERNAL SCAVENGE PUMP (FORWARD ELEMENT) 15. INTERNAL SCAVENGE PUMP (AFT ELEMENT) 16. INTERNAL SCAVENGE PUMP (FORWARD ELEMENT) 17. BYPASS VALVE 18. PRESSURE PUMP (AFT ELEMENT) 19. PRESSURE PUMP (FORWARD ELEMENT) 20. OIL TANK DRAIN 21. PRESSURE REGULATING VALVE 22. FILTER BYPASS VALVE 23. REDUCTION GEARBOX OIL DRAIN AND CHIP DETECTOR

TO OIL COOLER

21

1-14 Change 1


Normally, propeller governing is automatically set by thePMU and PIU. The PMU controls the propeller RPM byvarying the propeller blade angle with oil pressure throughthe PIU. The PIU increases the pressure of the oil that istransferred from the PIU through a tube and stationarytransfer sleeve into the hollow rotating propeller shaft. Pres-surized engine oil forces the piston forward to decreasepitch toward fine. When oil pressure against the piston isreduced, the blades turn toward coarse pitch. With the PMUfunctioning, the mechanical overspeed governor modulatesoil pressure to the propeller pitch change piston to limit NPbelow 106%, while the electronic governor will maintain NPat 100%. This arrangement keeps the mechanical governorin an underspeed condition with the PMU functioning.

If PMU function is lost or deactivated, the mechanical fly-weight overspeed governor modulates oil pressure to thepropeller pitch change piston to maintain NP at or below1002%. Manual governing is accomplished by centrifugalforce moving the counterweights outward causing oil pres-sure to dump. With the decreased oil pressure, the feather-ing spring will drive the blade toward course pitch to keepNP within limits. NP may peak above 100% during powerchanges and then return to the governed range.

In the event of an engine failure with the power control lever(PCL) out of the cutoff position, the propeller will slowlybegin to move toward feather due to the loss of oil pressure,but may not fully feather.

There are two methods to feather the propeller. If the engineis shut down with the PCL and the PMU is in NORM, thePMU sends a signal to the prop servo valve to drain propel-ler oil pressure. Placing the PCL to cutoff also activatesmicroswitches that power the feather dump solenoid valvewhich also dumps oil pressure from the propeller. Thefeather dump solenoid valve receives power through thePROP SYS circuit breaker located on the battery bus circuitbreaker panel in the front cockpit. Both of these systemsdump oil pressure from the propeller allowing the propellercounterweights and feathering spring to rapidly feather thepropeller. Either of these systems will provide full propellerfeathering. If the PMU is in OFF, it will not send a signal to

the prop servo valve. If the PROP SYS circuit breaker ispulled, the prop feather dump solenoid will not be powered.If the PCL is placed in cutoff with the PMU in OFF and thePROP SYS circuit breaker pulled, the propeller will notrapidly feather and may not fully feather until after landing.

If the rate of change of propeller RPM, due to, for example,a rapid feathering of the propeller, exceeds the PMU sensorvalidity check limit, the PMU will assume a sensor failurehas occurred. It will switch the PMU to manual mode, and ared X will be displayed for the RPM and torque values. Ifthe red Xs were caused by a propeller RPM rate limitexceedence, cycling the PMU switch will restore the dis-plays. If the red Xs are the result of a faulty sensor and nota rate exceedence, cycling the PMU switch will have noaffect and the red Xs will remain.

START AND IGNITION SYSTEM

The STARTER switch, located in both cockpits (Figure 1-12) has three positions: AUTO/RESET, NORM, and MAN-UAL. To select MANUAL, the STARTER switch must belifted over a detent to the MANUAL position. SelectingMANUAL will engage the starter until the switch is manu-ally moved back to the NORM position. From the NORMposition, AUTO/RESET may be selected by moving theswitch forward. The switch is spring loaded to return to theNORM position. Momentarily placing the starter switch inthe AUTO/RESET position automatically engages thestarter and energizes the ignition system. Power for the startcontrol is provided through a circuit breaker, placardedSTART, located on the battery bus circuit breaker panel inthe front cockpit.

The IGNITION switch, located in both cockpits (Figure 1-12), has two positions: NORM and ON. During an auto startor normal operation with the ignition switch set to NORM,the PMU will energize and de-energize the igniters asrequired. When the IGNITION switch is set to ON or whenthe igniters are activated in AUTO mode, a green IGN SELadvisory is illuminated. Power for the ignition system isprovided through a circuit breaker, placarded IGN, locatedon the battery bus circuit breaker panel in the front cockpit.

PCL Position Oil Pressure Condition Time Delay Warning/Caution

IDLE Oil Pressure between 15 and 40 psi None Amber OIL PX

IDLE Oil Pressure between 15 and 40 psi 5 Seconds or more Red OIL PX, Amber OIL PX

IDLE Oil Pressure 15 psi or below None Red OIL PX

Above IDLE Oil Pressure between 40 and 90 psi 10 Seconds Amber OIL PX

Above IDLE Oil Pressure to 40 psi or below None Red OIL PX

Figure 1-10. Oil Pressure Warning/Caution

091111Z OCT 13 A1-T6BAA-NFM-100 IC 006

Page 3 of 7

1-15 Change 3

Attachment 1 (Sheet 1 of 4)


091111Z OCT 13 A1-T6BAA-NFM-100 IC 006

Page 4 of 7

Figure 1-12. Engine/Electrical Switch Panel

Figure 1-13 Power Control Lever (PCL)


1-16


091111Z OCT 13 A1-T6BAA-NFM-100 IC 006

Page 5 of 7

Figure 1-13 Power Control Lever (PCL)

1-16.1/(1-16.2 blank)



091111Z OCT 13 A1-T6BAA-NFM-100 IC 006

Page 6 of 7

THIS PAGE INTENTIONALLY LEFT BLANK



Change 2 1-17


NOTEIf the IGN SEL EICAS message remains con-tinuously illuminated, notify maintenancepersonnel after the mission.


Engine power is controlled by the PCL (Figure 1-13)mounted in the left console of each cockpit. The PCLs areinterconnected with a push-pull rod so that movement of onePCL moves the other. The front PCL is connected to the fuelmanagement unit (FMU) both electrically, and mechanicallywith a flexible cable. Friction adjustment is provided in thefront cockpit only. The PCL incorporates a cut-off gate toprevent inadvertent engine shutdown. When the PCL ismoved forward to idle during engine start, two roller bear-ings lock in place on the front side of a rocker cam detent tosecure the gate. Each roller bearing makes an audible clickas it locks in place. Lifting the cut-off gate handle moves therocker cam out of the way and allows the PCL to move to thecutoff position. The PCL in each cockpit contains switchesfor activating the speed brake, rudder trim, UHF and VHFcommunications, and intercommunications system.

Mishaps have occurred due to inadvertentlifting of PCL idle cut-off gate during flight.

During ground operation and after the engineis started, if the PCL is inadvertently movedto cutoff and the engine is shutting down, donot attempt to relight the engine by movingthe PCL to idle or severe damage could occurto the engine.

POWER MANAGEMENT UNIT (PMU) OPERATION

A dedicated permanent magnet alternator (PMA), mountedon the reduction gearbox, powers the PMU. The PMA sup-plies 32 VAC, which the PMU converts to DC. The PMUautomatically switches to the 28 VDC battery bus when pro-peller RPM drops below 40-50% NP, or when the PMA fails.

Figure 1-14. Approximate PCL Handle (FMU Angle) Positions

PT01D 045950AA.AI

APPROXIMATE PCL HANDLE POSITIONS


1-18 Change 3


The PMU operates in either flight or ground mode. The air-craft weight-on-wheels switches on the main gear struts con-trol these modes. In ground mode, idle is 60-61% N1 and inflight mode, idle is 67% N1 (min). Above 10,000 feet PA, thePMU raises N1 to maintain NP above 80% to avoid the stresson the propeller during spins.

Power setting is linear with PCL position throughout theoperating envelope of the aircraft; for example, if the maxpower available at a given condition is 1000 SHP, the enginewill schedule 1000 SHP at max PCL, and 500 SHP at 50%of the way between max and idle. The PMU controls accel-eration and deceleration allowing PCL movement as rapidlyas desired at any altitude, minimizes propeller effects, andavoids large thrust surges on engine acceleration as the pro-peller stabilizes at operating RPM.

The PMU provides an autostart capability during groundstarts, monitoring engine parameters as the start progresses.The autostart feature will automatically terminate the groundstart sequence if light-off has not occurred within 10 secondsof selecting AUTO/RESET with the STARTER switch (nostart) or if the PMU projects an impending hung or hot start.The PMU will abort an auto start attempt to avoid a hung orhot start if ITT exceeds 940 C for 2 seconds, 870 C for 4seconds, or 840 C for 19 seconds. An auto abort will alsooccur if N1 acceleration rate to idle is less than 50% of nor-mal. The engine start sequencing (starter, igniters, and fuelcontrolled during the start and shut off after a successfulstart) is available for airstarts, but the automatic shutdownfeature is disabled when in flight mode.

NOTEDuring ground starts, certain factors such as aweak battery, high OAT, high pre-start ITT,high density altitude, or a tailwind may causethe PMU to abort a battery start attempt.While these factors are not directly moni-tored by the PMU, they may cause a rate ofrise in N1 and/or ITT that are indicative of animpending hung or hot start. Refer to SectionIII for Abort Start Procedure.

For engine starts, the PMU receives inputs from the aircraftIOAT sensor located in the engine inlet plenum. During hightemperature operations, radiant heat from the engine mayheat soak the IOAT sensor, raising IOAT beyond ambienttemperatures. When this occurs and IOAT is greater than 96C but less than 121 C, the PMU defaults to 121 C for allPMU functions (including IOAT display). If IOAT does notexceed 96 C, the PMU uses the displayed value. If the PMUis activated with IOAT at/or above 96 C, IOAT and ITTdata is invalid (red XS in counter display and missing ITTpointer) and EDM FAIL warning is displayed on the EICASdisplay. If IOAT exceeds 121 C, the PMU goes offline. This

condition is indicated by red Xs in the IOAT and ITTcounters, removal of the ITT pointer on the EICAS display,and by illumination of the PMU FAIL warning on theEICAS. The PMU will not reset until IOAT drops below 121C. Once the PMU is reset (PMU switch cycled from NORMto OFF and back to NORM), IOAT and ITT returns to nor-mal and the EDM FAIL warning should be removed. TheEDM is functioning normally if the EDM fail was present,but does not appear after the PMU is successfully reset.

Auto Start Operations

To begin an automatic start, advance PCL to auto start posi-tion until the green ST READY advisory illuminates. Fol-lowing the illumination of the ST READY advisory, it willremain illuminated for 3 seconds, even if the PCL is movedout of the auto start position. To prevent initiation of anengine start without auto start protection, ensure the STREADY advisory remains illuminated for more than 3 sec-onds prior to selecting AUTO/RESET with STARTERswitch. Momentarily selecting the STARTER switch toAUTO/RESET while the ST READY advisory remains illu-minated initiates the fully automatic start sequence. ThePMU activates the starter, boost pump, and igniters, and addsfuel at the proper N1 speed. At approximately 50% N1, thestarter and igniters are deenergized and the boost pump isdeactivated if fuel pressure is above 10 PSI. The engine con-tinues to accelerate to idle speed (60-61% N1). The propellerautomatically unfeathers during the start as engine oil pres-sure rises. The PCL may be advanced to IDLE any time N1is at or above 60%.

NOTEFigure 1-14 illustrates the approximate PCLhandle positions required for various enginefunctions.

During a normal (auto) start, the PMU continuously moni-tors N1, ITT, and fuel flow. While the ST READY advisoryis illuminated, the PMU can automatically stop fuel flow anddeactivate the igniters and starter at any time to abort the startif necessary to avoid a hung or hot start, or if any engine startparameter is exceeded. If the ST READY advisory extin-guishes for any reason during the start sequence, the PMUwill no longer provide this automatic protection. Any timethis occurs, including after the PCL has been advanced pastthe auto start position, the PMU will not cut off fuel to termi-nate a start. The start must be manually aborted either bymoving the PCL back to OFF, or if the PCL has not beenmoved past the IDLE gate, by reselecting the STARTERswitch to AUTO/RESET. Either action resets the PMU andaborts the autostart. If the PCL has been moved past theIDLE gate, the PCL must be moved to OFF to abort the start.If a start attempt is automatically or manually aborted, per-form Auto Start Procedure in Section III.

Change 3 1-19


The PMU also provides airstart capability, but does not pro-vide engine protection. During an airstart, automatic N1,ITT, and torque limit protection are unavailable, therefore, the pilot must monitor all parameters and abort the start man-ually if necessary.

PMU INOPERATIVE (MANUAL MODE)

The PMU is continually self-monitoring, identifying, andaccommodating many faults. If faults prevent the PMU fromsetting the requested power or respecting engine limits, orthe pilot switches the PMU OFF, the system will revert to themanual mode. Illumination of both the PMU FAIL warningand PMU STATUS caution on the EICAS indicates the sys-tem is in manual mode. A step change in engine power mayoccur, but the transition is smooth and easily controllable.This step change will normally be to a lower power condi-tion, except at low altitude cold conditions when a powerincrease can occur. The maximum increase in power is 280shp, and the maximum decrease in power is 550 shp. No stepchange in NP occurs since the overspeed governor is auto-matically reset to 100%. In manual mode, the PCL schedulesfuel directly to the engine through the FMU and the pilotmust exercise care to ensure N1, temperature, and torquelimits are not exceeded. Engine acceleration and decelera-tion characteristics are essentially unchanged with the PMUOFF; however, care must be exercised to avoid exceedingengine limits. Since the propeller is operating on the over-speed governor, a torque surge can be expected any time thepropeller is accelerated to governing speed from a low powersetting, such as a takeoff roll or a go-around.

The PMU STATUS caution illuminates 1 minute after land-ing (weight-on-wheels activation) if fault conditions that arenot serious enough to revert the system to manual areencountered in flight. PMU STATUS caution in flight indi-cates a fault in either of, or a mismatch between, the weight-on-wheels switches, and serves to notify the pilot that thePMU will not revert to ground mode upon landing. Thismeans that idle N1 will not shift from flight idle to groundidle upon landing, and landing distance may be slightlylonger than normal.

Starts are not recommended with the PMU inthe manual mode. However, if a start is per-formed with the PMU OFF, the pilot mustexercise caution in performing the procedureto avoid a hot start. Refer to Section III forPMU OFF Ground Start.

FIRE WARNING SYSTEM

The aircraft is equipped with a fire warning system (Figure1-15 and Figure 1-16) that includes dual sensor tubes andresponder assemblies. The sensors, mounted around theexterior surface of the engine, signal the respectiveresponder assembly when a high temperature is detected.The sensor tubes contain helium gas and a hydrogen

Figure 1-15. Fire Warning System

PT00D 970543AA.AI

SENSOR TUBESRESPONDERS

FWD


charged core material. The helium gas responds to the sen-sor's overall threshold temperature for temperature sensing.The hydrogen charged core responds to highly localized heatcaused by flames and/or escaping hot bleed air gases result-ing in the release of hydrogen gas from the core, whichincreases the helium gas pressure. Sensor heating expandsthe helium gas, which in turn pressurizes a diaphragm insidethe responder. If the diaphragm pressure reaches or exceedsthe preset fire detection point, an electrical circuit triggersthe red FIRE annunciator light and sounds the aural tone.

A fire warning system test switch, labeled FIRE, is providedon the front cockpit left console test panel to verify the elec-trical continuity of the two fire warning systems. Momen-tarily selecting the placarded 1 or 2 position will checksystem integrity and lamp operation for the respective sys-tem. When the test switch is set to 1, the upper half of theannunciator will illuminate; when set to 2, the lower half ofthe annunciator will illuminate. Flattening, twisting, kinkingor denting of the fire warning loop does not affect test orflight operation.

Power for the #1 fire warning system is provided through acircuit breaker, placarded FIRE 1, located on the battery buscircuit breaker panel in the front cockpit. Power for the #2system is provided through a circuit breaker, placarded FIRE

2, located on the generator bus circuit breaker panel in thefront cockpit.

Both FIRE test positions must check good(all four bulbs in each annunciator) in bothcockpits (if occupied).


The firewall shutoff handle (Figure 1-5), located on the frontleft console panel, mechanically operates cables to closevalves at the firewall, cutting off fuel and hydraulic fluid tothe engine as well as cutting off bleed air from the engine. Toactivate the firewall shutoff valves, lift the handle guard androtate it out of the way, then pull up on the handle (2 to 2.5inches). The valves may be reset by pushing the handledown.

FUEL SUPPLY SYSTEM

The fuel system (Figure 1-17) provides approximately 1100pounds of usable fuel through the single-point refueling sys-

Figure 1-16. Fire Warning Loop

PT00D 970544AA.AI

AURAL WARNING

VISUAL WARNING

TEST SWITCH

RESPONDER ASSEMBLY24 VDC

INPUT

FIRES

FLATTENING

TWISTS

KINKSDENTS

SENSOR TUBE

CORE ELEMENT STORES HYDROGEN GAS

SEALED IN, PRESSURIZED HELIUM GAS

1-20 Change 1

1-21


Figure 1-17. Fuel System Schematic

PN01D 085999AA.AI

CROSS VENT LINE

PRESSURE RELIEF LINE

STARTER RELAY

BUTTERFLY TYPE CHECK VALVE

ELECTRIC BOOST PUMP

GRAVITY FEED LINES

PRESSURE RELIEF LINE

PRE-CHECK LINE

PILOT LINE

FUEL MANAGEMENT UNIT (FMU)

ENGINE DRIVEN HIGH PRESSURE FUEL PUMP

ENGINE DRIVEN LOW PRESSURE FUEL PUMP

FIREWALL SHUTOFF VALVE

FUEL FILTER

PRESSURE REFUELING/ DEFUELING ADAPTER

PRE-CHECK VALVE

MANIFOLD VALVE

FUEL FLOW TRANSMITTER

PURGE LINE

FIREWALL

MAINTENANCE SHUTOFF VALVE

LOW PRESSURE SWITCH

MOTIVE SUPPLY LINE

PRIMARY JET PUMP

FUEL PICKUP (FLIP-FLOP VALVE)

VACUUM RELIEF LINE

VACUUM RELIEF LINE

FUEL LOW LEVEL SENSOR

FUEL LOW LEVEL SENSOR

POWER CONTROL LEVER


REFUEL/DEFUEL VALVE

LEVEL CONTROL SHUTOFF VALVE (DEFUEL ONLY) LEVEL CONTROL PILOT VALVE GRAVITY FILLER PORT PRESSURE RELIEF VALVE FUEL LEVEL PROBE FLOAT VALVE

ENGINE FEEDMOTIVE FLOW/RETURN FLOWSINGLE POINT REFUEL/DEFUELPURGE LINEELECTRICAL CONNECTION/SIGNALMECHANICAL CONNECTION

DRAIN VALVE CHECK VALVE TRANSFER VALVE (SOLENOID VALVE) TRANSFER JET PUMP LEVEL CONTROL SHUTOFF VALVE (REFUEL ONLY)

LEGEND

MANUAL FUEL BAL

OFF

L R

FUEL BAL MAN/RESET

STARTER AUTO/RESET

ARM

ON

BOOST PUMP

EDM

TO ENGINE

IGNITION ON

GRAVITY FEED LINES

FUEL QTY LBS X 100

L R7

6

5

4

3

2

1

0600 600

TOTAL 1200LBS

FUEL FILTER

1-22 Change 2


tem. Approximately 100 pounds additional fuel is availableif manually filled to the base of the filler neck in each wingtank. Single-point pressure refueling is the primary refuel-ing method. Three integral tanks built into a single-piecewing provide fuel storage with usable fuel informationlisted in Figure 1-18.

NOTEWhen parking on ramps with greater than1% slope, the fuel system may vent fueloverboard through a pressure relief valve.

The fuel system incorporates an auto balance system tokeep the fuel level in the wing tanks within 20 pounds ofeach other. When a fuel imbalance of 20 pounds or more isdetected for more than 30 seconds, the transfer valve willclose the motive flow line to the light tank. This action stopsfuel in the light tank from being transferred to the collectortank while fuel continues to be transferred from the heavytank to the collector tank. If the fuel imbalance is notreduced to less than 30 pounds within 2 minutes, the FUELBAL caution will illuminate and the aut

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