Hawker - Siddeley
HS.748
Series 2A
Operating Manual
Version 6.0 January 2013
For use with Rick Pipers HS.748 for Flight Simulator 2004 and FSX.
By Fraser A. McKay
Weather Radar requires rdrwdw.zip, from flightsim.com, by Eric Marciano*
The weather radar will show AI traffic
provided a registered copy of Peter Dowsons FSUIPC is installed.
NOTE
The only panel controlled
conditions which can cause an engine to fail;
Prolonged excessive RPM
and/or excessive TGT.
Failure to operate the Power
Unit De-icing Controls effectively.
Failure to operate the Fuel
Filter De-icing controls effectively.
Fuel starvation.
Please read and understand these sections
in particular before calling for support.
CONTENTS
SECTION 1 INSTRUMENT PANEL.
SECTION 2 ENGINE &
PROPELLER CONTROLS.
SECTION 3 ELECTRICAL
SYSTEM.
SECTION 4 FUEL SYSTEM.
SECTION 5 HYDRAULIC SYSTEM,
LANDING GEAR & FLYING
CONTROLS.
SECTION 6 DE-ICING SYSTEMS.
SECTION 7 PRESSURISATION
SYSTEM.
SECTION 8 RADIO
INSTALLATION & AUTOPILOT.
SECTION 9 MINOR SYSTEMS.
SECTION 10 LIMITATIONS.
SECTION 11 ENGINE &
FLIGHT HANDLING.
HS7 V6
SECTION 1 - INSTRUMENT PANEL.
There are two instrument panels available, one with
the original flight instrument fit, referred to as 2A, and one with the later
Sperry Stars Flight System update, referred to as 2B.
CAPTAINS FLIGHT INSTRUMENTS.
1. AIRSPEED INDICATOR.
The airspeed indicator is a pressure operated
instrument. The pointer travels over an outer then an inner scale calibrated in
knots IAS. The instrument requires no electrical power.
2. GYRO HORIZON (2A) OR ATTITUDE DIRECTOR
INDICATOR (2B).
The gyro horizon requires 115VAC power and operates
in the conventional sense.
A standby horizon utilising an alternative power
source is on the centre panel. For 2B, see FDS.
3 & 4. RADIO INPUT ANNUNCIATORS.
5. SERVO ALTIMETER.
The instrument is both pressure and electrically
operated. A pointer rotating round the outer scale shows hundreds of feet.
Thousands and hundreds of feet are displayed by revolving drums through an
aperture in the centre of the instrument. The subscales show millibars and
inches of mercury. The servo altimeter requires 115V AC power. If this is not
available a hatched flag will cover the counter window.
6. OMNI BEARING INDICATOR (2A)
The OBI shows course and glide slope deviation from
the selected facility, Nav1 by default. Clicking the face or operating the
input switch on the overhead radio panel toggles between Nav1 and Nav2. The
input is shown by the annunciators. The knob is used to set the desired radial
or localiser course in the window. Hatched flags appear if the localiser or
glideslope signal is invalid. A sense flag is in the top left of the centre of
the instrument.
6. OMNI BEARING INDICATOR
(2B)
The OBI shows course and glide slope
deviation from the opposite facility to that selected to the flight system,
i.e. if Nav1 is selected to the flight system, Nav2 is shown on the OBI and
vice versa. The knob is used to set the desired radial or localiser course in
the window. Hatched flags appear if the localiser or glideslope signal is
invalid. A sense flag is in the top left of the centre of the instrument.
7. RADIO MAGNETIC INDICATOR.
The RMI can display VOR or ADF bearing information
relative to the compass card for both No1 and No2 systems. Selection is made
using the switches (7a) marked VOR1 and 2 and ADF1 and 2. The instrument is powered by the 115VAC
system.
8. GYROSYN COMPASS (2A) OR HORIZONTAL
SITUATION INDICATOR (2B).
The Gyrosyn compass requires 115VAC power. The
compass operates in the conventional sense and embodies a heading pointer which
is rotated by the lower left knob. The heading pointer can be connected to the
autopilot heading facility. For 2B, See FDS.
9. VERTICAL SPEED INDICATOR.
Pressure operated.
10. TURN AND BANK INDICATOR.
Powered by the 115VAC system.
11. RADIO ALTIMETER.
The radio altimeter displays precise altitude information
above the ground from zero to 2500 feet. This information is also supplied to
the Ground Proximity Warning System. The decision height cursor can be rotated
using the knob, and the light will come on any time the pointer is below the DH
cursor. A striped flag appears at any
time AC power is not being supplied to the instrument.
12. MARKER LIGHTS.
All warning lights have a press to test facility. The
Marker on/off switch is on the radio panel.
13. PRESSURE HEAD HEATER SWITCHES AND
FAILURE LIGHTS.
14. DISTANCE MEASURING EQUIPMENT (DME)
DISPLAY.
The DME display operates independently of the Flight
System input. By default, the counter shows Nav1 DME, clicking the front
toggles between Nav1 and Nav2. A red
bar appears in front of the counter when the signal
is invalid or there is no power to the instrument.
15. FLIGHT FINE PITCH STOP REMOVED LIGHT.
16. PROP BELOW FLIGHT FINE PITCH STOP
LIGHTS.
17. DOOR WARNING LIGHT.
The top of the DOOR UNSAFE red warning lamp, to the
left of the main instrument panel, may be clicked to open or close the forward
cargo door, clicking the bottom half will open or close the passenger entrance.
18 & 19. GROUND PROXIMITY WARNING LIGHTS.
The GPWS provides visual and aural warning of a
potentially hazardous flight condition relative to terrain closure;
Excessive rate of descent with respect
to terrain clearance.
Excessive radio altimeter rate of
closure with terrain.
Height loss after take off or
overshoot.
Flight into terrain when not in the
landing configuration.
Excessive glidepath deviation.
The flashing red PULL UP warning annunciator will be
activated by the above scenarios, together with a PULL UP or GLIDESLOPE aural
warning. The Glideslope channel may be isolated by operation of the adjacent
switch (19) engraved G/S INHIB. The system
requires 115V AC power.
20. ALTITUDE MANAGEMENT SYSTEM.
The AMS has
several alerting functions and display pages. The left knob is used to select
the desired page, the right knob to set the values for any given page. By default
the BARO page is shown, and before use the
barometric pressure is set using the right knob. Scrolling through the subsequent pages thus:
|
TAlt |
Target
Altitude |
|
Alt |
Current
Altitude |
|
DES |
Destination
Altitude |
|
DH |
Decision
Height |
|
MDA |
Minimum
Descent Altitude |
Once the
barometric pressure is set go to the DES page and set the destination airfield
elevation. By default the MDA and DH values will be set 400 and 200 feet above
DES respectively. These minimums may be subsequently adjusted but cannot be set
until the DES elevation is input; otherwise the values will show DES?
Returning to
the TAlt page set the cleared altitude. The display will flash LEVEL when there
is a deviation from the set targaet altitude of 100 feet (default). Reset TAlt
as desired.
Pages beyond
the MDA page allow adjustments from the default settings;
|
SETUP
|
|
|
GEAR |
Gear
warning 1000 ft above DES ON/OFF |
|
BARO |
Barometric
setting MB or IN.HG |
|
BUFR |
Altitude
Warning Buffer 100 300 feet |
Note
that the AMS has no influence over the auto-pilot altitude selection.
22. AUTOPILOT TRIM INDICATOR.
The Engage and Trim Indicator shows elevator trim
movements on the centre scale. Additionally three flags marked IN will appear when
the relevant control surface channel is engaged.
23. UNDERCARRIAGE POSITION INDICATOR.
ICON GROUP.
The group of icons is used to open the
various sub panels.
FLIGHT DIRECTOR SYSTEM (FDS).
The FDS provides attitude and heading information for
all phases of flight in IMC. It can be used in conjunction with or
independently from the autopilot.
The system comprises an Attitude Director Indicator,
a Horizontal Situation Indicator, a Flight Director Computer/Controller and a
Radio Magnetic Indicator.
ATTITUDE DIRECTOR INDICATOR
(ADI).
The ADI provides information to
intercept and maintain a desired flight path. A central sphere (1) driven by a vertical gyro displays pitch and roll
relative to a fixed
aircraft symbol. The fixed aircraft is
flown towards the command bars (3) to align
the central dot to satisfy the demands of any selected flight director mode.
The sphere has blue (sky) and brown (earth) hemispheres separated by a white
horizon line. Markings of 10, 20,30,45, 60 and 90 degrees roll are read from
the bottom scale. The sphere has full freedom in roll and + or 85 degrees in
pitch. A red ATT flag (2) shows when the
attitude information is unreliable or there is a power failure.
A red FD flag (4)
appears when the selected flight director mode commands are invalid, or there
is no input to the bars. The horizontal bar shows pitch commands and the
vertical bar bank commands.
The Pitch Attitude Trim knob (5) can be rotated to up or down to display a pitch
command when the FDS controller PAT mode is selected. Each dot on the scale
represents approximately 8 pitch. The slip ball (6)
provides a conventional display of slip or skid.
On the lower left of the instrument
case is an Attitude Test Switch (7). When the
switch is pressed, a satisfactory test displays 20 right bank, 10 pitch up
and the ATT flag appears. The indications are + or the actual values at the
time of the test.
HORIZONTAL SITUATION
INDICATOR (HSI).
The HSI is the master FDS heading reference, and also
displays aircraft deviation from selected VOR radials or ILS localiser and
glideslope beams.
The central fixed aircraft symbol (1) gas fore and aft lubber lines against which
aircraft heading and reciprocal are read from the rotating compass scale (2). A red
COMP flag (3) across
the fore lubber line indicates a power failure, heading data unreliable or DG
failure. Desired heading is represented by a notched orange bug (4) which is set by the lower right knob (4A) and, once set, rotates with the compass scale.
The angle between the bug and fore lubber line denotes the heading error fed to
the FDS computer in heading mode, and the bank command bar of the ADI will show
a demand to zero the error.
A yellow track pointer (5)
indicates desired track and reciprocal and is set by the bottom left knob (5A). When flying towards the beacon, the pointer
denotes the required track, and the tail the required radial and vice versa.
The pointer rotates with the compass scale, continuously feeding track error to
the FDS computer with VOR/LOC mode set, and the bank command bar of the ADI
will show bank demands to intercept or maintain the required track. The yellow
beam bar (6) parallel to the track pointer
shows deviation from track against a five dot scale (7).
The beam bar is inoperative when a red and white hatched flag (8) is showing, indicating the Nav1 or Nav2 input
information is invalid or power is off. Sense arrows appear from behind the
scale indicating a TO or FROM bearing relative to the VOR station.
With a valid glideslope signal on an ILS frequency, a
white glideslope pointer moves over a scale (9)
on the right of the instrument. A red and yellow striped flag partially obscures
the scale and pointer when power is off if the signal invalid.
FLIGHT DIRECTOR COMPUTER/CONTROLLER.
The FDS controller is on the centre instrument panel,
and embodies nine backlit buttons and a GS EXT light. The controller is used to
select the desired mode to the flight director command bars. The buttons light
when a selection is made.
Standby When the
SBY button is pressed, all the lights are lit, and when released
only the SBY button is lit. The FDS is subsequently
ready for use, and the ADI command bars remain retracted until another button
is pressed.
Go Around
Selection of GO AROUND cancels all other modes, and provides a preset pitch up
and wings level command.
Altitude Hold The ALT
mode enables accurate maintenance of the pressure altitude at mode engagement.
Altitude mode may be used in conjunction with HDG or V/L modes up until
glideslope engagement.
Pitch Attitude Trim The PAT
mode in conjunction with the ADI pitch knob may be used to maintain a desired
angle of climb or dive. PAT mode may also be used in conjunction with HDG, V/L
and REV modes.
Heading Select HDG mode
is used to intercept or maintain any desired heading,
set with the heading knob and bug on the HSI. HDG may
be used in conjunction with PAT or ALT modes to give pitch commands.
VOR/Localiser With VOR
or localiser frequency set and station identified, set the HSI track pointer to
the required track and check signal is valid. Press the V/L button, and an
appropriate pitch mode if desired. The bank command bar now provides steering
commands to maintain the selected track.
Glideslope Arm GS ARM
sets the system up for automatic glideslope capture when approaching the beam
centre from below and selects V/L mode. If the aircraft is above the beam,
pressing GS ARM will automatically select GS mode immediately. Previously
selected pitch modes remain valid until the glideslope engages, at which time
the GS ARM light will go out and the GS will light.
Glideslope Engage
Operation of the GS button enables manual selection of the
Glideslope mode so the beam may be intercepted from
above or below. When GS is selected, V/L automatically engages and any
previously selected modes disengage and their lights go out. The pitch command
bar shows commands to fly up or down to maintain the glideslope, the bank bar
left or right steering commands to maintain the localiser centreline.
Glideslope Extension The
fully automatic GS EXT mode compensates for glideslope beam narrowing as a
function of middle marker sensing. The light will come on indicating the system
is compensating.
Reverse Track REV mode
can be used to fly the localiser reciprocal track inbound if this facility is
available. Set the HSI track pointer to the inbound track and press the REV
button.
ENGINE INSTRUMENTS.
1. TURBINE RPM GAUGES.
An RPM gauge is provided for each engine and is
powered independently of the aircrafts electrical system. Each gauge has two
pointers, an inner pointer shows 0-20000 RPM, and an outer pointer hundreds of
RPM.
2. TURBINE GAS TEMPERATURE GAUGES. (JPT on
DART 6)
Operated by a series of thermocouples, the TGT gauges
are effectively millivoltmeters independent of the aircrafts electrical
system. A green arc shows the normal operating range, with an amber arc showing
the limited range. The red line is at 930C.
3. TORQUE PRESSURE GAUGES.
On the ground, the face can be clicked to set the dry
(lower) and wet (higher) minimum torque indices compensating for temperature
and altitude.
4. DUAL OIL PRESSURE & TEMPERATURE
GAUGES.
115VAC powered.
5. FUEL FLOWMETERS.
Powered by the normal AC system. Use
adjacent knobs to reset counters.
6. FUEL QUANTITY GAUGES.
115VAC powered.
7. SYNCHROSCOPE.
8. SYNCHRONISER CONTROL.
9. WATER-METHANOL CONTENTS GAUGE.
10. THROTTLE LEVERS.
11. HIGH PRESSURE FUEL COCK LEVERS.
12. PROPELLER BRAKE LEVER.
SECTION 2 ENGINE AND PROPELLER CONTROLS.
The Rolls-Royce Dart RDa7 is a single shaft three stage
turbine engine driving a four bladed constant speed, fully feathering propeller
through a reduction gearbox. The mass air flow through the engine is therefore
directly proportional to propeller speed.
THROTTLE & HIGH PRESSURE FUEL COCK LEVERS.
Fuel flow and
propeller RPM are selected through a single lever referred to as the throttle.
Movement of each lever will automatically select propeller RPM for that
throttle position as well as the required fuel for that RPM. Keyboard or
joystick propeller and mixture commands will be ineffective and should be
avoided. The throttle quadrant can be hidden with the 
icon. There are mouse areas and tooltips on
each lever slot to move the throttle levers, however it is more convenient to
use the engine selector 
in conjunction with the joystick or keyboard
controls. Clicking on 1 or 2 will select that particular engine, or on the +
selects both engines. The U position
selects both engines slightly unsynchronised with a and + area to vary the
unsynchonised ratio.
Outboard of
the throttle levers are two high pressure (HP) fuel cock levers, each having
three positions. The functions of each position from fully forward (default) to
fully rearward are:
Open
- Fuel is supplied to the engine
under pressure.
Shut
The fuel supply to the engine is
cut off. This is the normal way of shutting
down the engine.
Feather
Fuel supply to the engine is cut
off. The lever must be placed in this
position before manual feathering
can take place, and after automatic
feathering has taken place. (See Engine and Flight
Handling).
FUEL TRIMMING
SYSTEM.
The
characteristics of the engine are such that a 1C rise in ambient air
temperature produces a 4C rise in jet pipe temperature, therefore to avoid the
risk of overheating the fuel flow must be reduced. Adjusting the fuel trim
varies the interconnected propeller RPM and fuel flow controls so that fuel
flow is reduced without alteration of RPM. However reduction in fuel flow will
produce a concomitant reduction in power.
Fuel trimming
is accomplished through two switches on the pedestal in conjunction with an
adjacent datum position desynn indicator. The indicators are calibrated in
percentages, with 100% representing the fully rich, untrimmed condition. The
area between the switches may be used to set both pointers simultaneously. The
fuel trimmers must be set to 50% for start if the OAT exceeds 14C otherwise
set to 100% for start. After starting is completed the trimmers should bet set
in accordance with the fuel trim computer on the starboard side panel. To
obtain the correct take-off fuel trim setting, rotate the inner dial of the
computer such that the airfield pressure altitude*
is aligned with the ambient airfield temperature on the upper outer scale. Read
off the fuel trim setting on the lower outer scale.
In this
example the airfield pressure altitude is 2000ft. The ambient temperature is
21C. The
computer shows the correct trim setting is 74%.
*Pressure altitude is the equivalent of
indicated altitude with 1013mb set on the subscale.
After takeoff
and subsequent climb fuel trim is adjusted to as near 100% as possible,
remaining within TGT limitations. Some operators chose to reduce the trim
setting in the cruise to prolong engine life.
Full decrease, 0%, should be set at the top of descent before retarding
the throttles, then the trimmers should be reset to the destination airfield
conditions in the final approach so that the engines are trimmed ready for a
possible baulked landing.
Tip:
The average environmental temperature lapse rate is 1.98C per 1000 ft. An
estimate of the destination airfield temperature, if not known, can be made by
adding 6C to the OAT at 3000ft , or 4C at 2000ft above airfield elevation.
WATER METHANOL
SYSTEM.
As previously
described, in order to remain within engine temperature limits at high ambient
temperatures the rate of fuel flow must be reduced, by way of the fuel
trimmers, with a resultant power loss. Water Methanol introduced in the first
stage compressor is used as a power restorative in conditions where ambient air
temperature/pressure would otherwise limit the performance of the engine on
take off or go around. The W/M effectively cools and densifies the
pre-combustion air before being burnt in the normal way.
If required
the system should be switched on before taxying and off once established in the
climb after takeoff. The system should be selected on in the initial approach
if required and off after landing. A metering unit senses any power loss with
the throttles set to produce in excess of 14500 RPM, with the system switched
on and operates the injection system. The checklist will prompt if W/M is
required.
The pumps are controlled
by two locking switches on the pedestal. The adjacent green warning lamps
indicate sufficient system pressure. A dual W/M contents gauge is positioned
below the centre instrument panel, clicking on its face while the aircraft is
on the ground will replenish the tanks. Each tank has a maximum capacity of 30
imperial gallons.
Each
torquemeter has two indices, which show the minimum dry and minimum wet takeoff
power, i.e. with water methanol. In practice the figure for each engine is very
much individual, the power measurement being an oil pressure related system,
clicking on the face of the instrument whilst on the ground sets the indices
compensating for temperature and altitude.
PROPELLERS.
Each propeller blade can travel between 0
and 87 pitch. There is a fixed stop at the 0 position called the ground fine
pitch stop. This finest of angles provides a powerful brake on landing and
minimum air resistance rotationally during start. Additionally the fine angle
avoids overheating of the engine on the ground at low speeds. When the
propeller is feathered, the blades can travel no further than the 87
feathering stop.
There is also
a removable pitch stop called the flight fine pitch stop (FFP Stop). The FFP
Stop is at approximately 18 and when engaged prevents the propeller returning
to the ground fine range during flight (i.e. blades below 18 pitch). A FFP
Stop lever is between the throttle levers on the quadrant, and will move
towards the ENGAGED position as the throttles are advanced for takeoff. The
lever is required to be returned to the WITHDRAWN position on touchdown to
allow the locks to withdraw, however for convenience this will happen
automatically with the weight on the wheels and the either throttle closed. The
locks are wired in series and a single amber FFP Stop Removed warning lamp
provides an indication that the locks have withdrawn. When the throttles are
opened and the lever mover to ENGAGED,
the lamp will extinguish. There is also an amber Below FFP Stop warning
lamp for each propeller which illuminates when the blades reach approximately
17 or below.
FEATHERING.
The propeller can be manually feathered by
moving its associated HP cock to the feather position then operating the
feather pump switch on the emergency panel. The amber feather pump lamp will
light indicating the propeller is feathered. In reality the lamp would only
glow while the feather pumps were working. Unfeathering is accomplished by
operating the switch again, checking the light goes out.
The autofeather
system operates when the throttles are set to approximately 13500 RPM or
greater and the engine torque is sensed at 50 PSI or below. Under this
condition the blades will feather automatically, however the manual feathering
drill must be completed to safely shut down the engine.
STARTING
CONTROLS.
The
starting controls are located on the port overhead panel. The controls for
normal ground starting consist of a starter master switch, an engine selector
switch and a starter button. For a normal ground start the master should be
selected to START, the appropriate engine selected on the start selector
(normally No2 then No1) and the starter button depressed to initiate the start
cycle. The ignition lamp on the pedestal will illuminate and extinguish at the
end of the cycle, at which time the button will also pop out. The opposite
starter cannot be operated while the other start cycle is in progress. When the
master switch is selected to BLOW OUT the engine can be motored over without
ignition by running the starter motor. When operating the igniters in the air
the start master switch must be OFF. A Rapid Start facility is available by
clicking the 
icon when the engines are stopped.
Air relights
are accomplished using the Ignition switches on the pedestal.
EMERGENCY
CONTROLS.
The emergency
engine controls are located on the glare shield panel.
Each engine
has a feathering/unfeathering switch and amber warning lamp, an engine nacelle fire
and overheat red warning lamp and test switch, an L.P. fuel cock
switch and
associated position indicator and a dual shot fire extinguisher guarded switch.
Adjacent to the fire extinguisher switches are fire bottle fuse fired
indicators.
Operation of
the L.P cock switch to SHUT shuts off fuel upstream of the flowmeters, This is
for emergency use only and should not be used under normal circumstances for
shutting off the fuel supply.
The engine
fire warning system may be checked by operation of the centre test push button.
A fire bottle is contained in each nacelle, and each may be directed to either
engine. Selection of the port extinguisher switch to SHOT 1 (down) will fire
the port bottle methyl bromide into the spray rings of the port engine. Should
the fire persist, selection of the port extinguisher to SHOT 2 (up) will
discharge the contents of the stbd bottle into the port engine. The stbd system
operates the same way using the contents of its own bottle first. There are two
fuse indicators for each engine which are normally transparent, but will show
opaque orange when the respective shots are fired. Note that when the second
shot has been used, the other engine has no fire protection. After operation of
the fire extinguisher the engine cannot be restarted.
SUMMARY OF ENGINE AND PROPELLER CONTROLS.
- The
engine fuel flow and associated propeller RPM are selected through a
single lever referred to as the throttle. Game controller propeller and
mixture controls should be left at the maximum setting at all times.
- High
Pressure Fuel Cock levers outboard of the throttle levers are used as both
fuel on/off levers and feathering controls.
- Fuel
trimming is used to adjust TGT for a given throttle setting. Any setting
below 100% produces a concomitant power loss.
- Water-Methanol
injection is used as a power restorative to compensate for the reduction
in fuel flow when the engines are trimmed to less than 100%.
- Propellers
have two fixed and one removable pitch lock operated by electrical
circuitry and manual inputs from the FFPS lever Associated warning lights
show the condition of the locks.
- The
propeller will feather automatically if the throttle levers are set to
produce in excess of 13500 RPM and torque pressure is sensed at less than
50 PSI.
- Propeller
may be manually feathered at any time.
SECTION 3 ELECTRICAL SYSTEM.
The controls pertaining to the electrical system are
grouped on the port and starboard overhead panels.
28VDC
SUPPLIES.
The 28VDC system is powered by a 6 kW 300 amp
generator mounted on each engine accessory gearbox and two separate sets of 2 x
24V 23 ah batteries, each set being connected in parallel. The controls and
mimic diagram indicators are grouped on the starboard overhead panel. The
generators feed their respective port and starboard bus bars which are normally
connected to the centre bus bar. The port and starboard busses may be isolated
from the centre bus by operating the respective reverse current circuit breaker
(RCCB) switch. The batteries are connected to the centre bus.
A low voltage warning system is connected to the
centre bus and causes a red warning light om the centre instrument panel to
flash if the bus voltage falls to approximately 24 volts.
Each generator is controlled by a triple throw switch
which has three positions; ON, OFF and START & RESET. To start either
generator, move the switch to START & RESET to bring the generator on line,
then move the switch to ON. Amber GEN FAIL warning lamps for each generator are
on the emergency panel between the pilots. On the ground the lamp will light if
its generator is switched off or has failed. In flight if a generator is
switched off the lamp will go out but will come on again on when the weight is
on the undercarriage. A two position magnetic indicator forming part of the
mimic diagram will show continuity when the generator is on line. Generator
switches must be off during starting and when external power is connected.
The two sets of
batteries are controlled by single throw ON/OFF switches, and have
associated magnetic indicators which show continuity when connected to the
centre bus bar.
The Ground Supply switch, when selected to ON,
connect the ground supply provided the aircraft is stationary and the parking
brake is applied.
A single ammeter and voltmeter used in conjunction
with the rotary switch can be used to check the charge/discharge rate or load
and voltage from either battery or generator when the switch is set to B or G
respectively. With the switch at B/B the centre busbar voltage is displayed.
DC Load distribution:
|
Port
Bus |
Centre
Bus |
Stbd
Bus |
|
Anti-Collision
Lights Port
Flowmeter Hydraulic
& Brake Gauges Hydraulic
Warning Lights Landing
Lamps OAT
Gauge |
ADF DME Airframe Anti-Icing Alternator Control and
Inds. Autopilot Brake Pressure Lights Booster Pumps P/S No1 Cabin Pressure Control Door Warning Light Emergency Lights Start & Relight Engine Overheat Warning Engine Fire Warning Flap Motor and Light Fuel Heater Control &
Lights Generator Fail Lights Inverter Fail Lights Ice Inspection Lights L.P Fuel Warning Lights |
Booster Pump Stbd. No2 Stbd. Flowmeter No2 Glide Slope No2 Inverter Transfer Steward Call Stbd. Pitot Heat & Light VHF No2 Flight Director |
|
Fuel Trimming Control Markers Navigation Lights No1 Glide Slope Oil Pressure Warning Lts. PUD Control Port Pitot Heat & Light Prop Control and Lights Spill Valve Control Galley Services |
Stall Warning Torquemeters Turn & Slip Indicator Undercarriage Indicator VHF1 Water-Meth Contents Water-Meth Pumps & Lts. Radar Windshield Wipers |
In the event of a generator failure,
ensure the load on the remaining generator does not exceed 300 amps. One attempt
to reset the failed generator is permitted.
If both generators fail, load shedding
is essential. A fully charged battery is good for approximately 20 minutes.
115VAC SUPPLIES.
Two 1.8 kVA rotary inverters, No1 and No2, supply 115VAC
at 400hz for certain instruments and services.
A third, No3, inverter supplies the autopilot. The controls and
indicators are on the starboard overhead panel. When an inverter is switched
on, 28VDC is fed to the inverter, and its output fed to its associated AC bus
bar, Nos1, 2 and 3. Each AC bus has an associated magnetic indicator which
shows ON when the bus is energised or otherwise OFF. The inverters are normally
supplied from the centre DC bus, however if the port RCCB is tripped (ISOLATE
button pressed), No3 is supplied from the port bus, and if the starboard RCCB
is tripped No2 is supplied from the starboard bus. In both cases, the supply to
No1 inverter remains unchanged.
In addition to its ON/OFF switch, each inverter has a
load transfer NORM/TRANSFER switch, which can be used to transfer its load to
another inverter.
No1 Inverter load can be transferred to No2 by
switching No1 OFF and moving No1 transfer switch to TRANS. Similarly No2 can be
transferred to No1. No3 Inverter can be transferred to No2 provided both No1
and No2 inverters are still operating. If No3 has been transferred and a
subsequent inverter is lost, No3 will also be shed and the autopilot will not
be available.
Amber INV FAIL warning lamps on the emergency panel
are provided for Nos 1 and 2 inverters only. The light will go out if a failed
inverter has been successfully transferred. A voltmeter and frequency meter
show inverter output through selection on the adjacent rotary switch.
115VAC Load distribution:
|
AC Bus1 |
AC Bus2 |
AC Bus 3 |
|
ADF Servo
Altimeter Port
Cyclic Timer Port Oil
Gauge Port Fuel
Quantity Gauge Left Gyro Radio
Altimeter |
VOR/ILS RMI Stbd Oil
Gauge Stbd Fuel
Quantity Gauge |
Autopilot |
200VAC SUPPLIES.
An alternator mounted in each nacelle provides 200VAC
3 phase 22 kVA current at 200 - 400 hz
for the de-icing of its associated engine intake, propeller & spinner, as
well as heating of the windscreens and DV window panels. To prevent overheating
of the elements on the ground, a weight switch restricts output voltage to 145
155V.
The alternator controls are on the port overhead
panel. A triple throw switch for each alternator labelled START/RUN/OFF is
spring loaded from the START to the RUN positions.
A double throw NORMAL/TRANSFER switch and its
associated NORM-TRANS-O/C magnetic indicator are between the alternator control
switches. The indicator shows NORM when both alternators are supplying their
respective loads, TRANS when one alternator has failed and its load has been
transferred to the remaining alternator, and O/C when an over-current fault has
occurred. The loads are transferred by switching OFF the faulty alternator and
setting the NORM/TRANS switch to TRANS. When an over-current fault occurs, the
faulty alternator is automatically tripped off line and its load cannot be
transferred, leaving that engine without ice protection.
Two amber ALT FAIL warning lamps are on the emergency
panel, and will light on the ground when a failure occurs or an alternator is
switched off. In flight the lamp will go out if an alternator is switched off.
Above each alternator control switch is a LOW VOLTAGE & EARTH LEAKAGE amber
warning lamp which will come on when the output of its alternator falls below
180v in the air. The light will go out if the alternator is switched off but
will not come on again on the ground. Alternator voltage may be checked through
use of the voltmeter and selector switch.
SUMMARY OF ELECTRICAL SERVICES.
- The
main DC system is powered by two engine driven generators.
- The DC
system can be energised when the engines are not running by the batteries
or the external power supply.
- DC
distribution is via three bus bars; Port, Centre and Starboard.
- The AC
system is normally powered by three inverters, supplied by the DC
system.
- A 200V
alternator is driven by each engine. The alternator field control requires
DC power from the centre bus.
SECTION
4 - FUEL SYSTEM.
Fuel is carried
in integral tanks in each wing outboard of the nacelles. Each tank holds a
maximum of 720 imperial gallons/864
FUEL CONTROLS.
The
booster pump control switches are on the pedestal, together with two amber low
pressure warning lights. Both pumps in each
tank should normally be switched on for start, taxy and take-off approach and
landing, and should be switched off after shut down, when the pressure warning
lamps will light.
The port and
starboard supply lines are connected by a cross-feed cock controlled by a
switch on the side of the pedestal. In 2D view the switch is hidden behind the
port fuel quantity gauge, and can be revealed by clicking the latters face.
L.P. cock
toggle switches are on the emergency panel, together with associated magnetic
position indicators which show OPEN/SHUT of hatched in any other position or
when power is off.
Two fuel
contents gauges calibrated in lb x 100 are on the centre instrument panel. Note
that when AC power is removed, the gauges continue to indicate the fuel level
at the time of power loss. A test button adjacent to the starboard gauge when
depressed, causes the needle to travel to the zero position, indicating a
positive test.
There are two
DC operated flowmeters calibrated in lb/hour with integral lbs consumed
counters. The counters are reset using the button at the lower right of the
dial.
FUEL HEATERS.
A fuel heater
is mounted in each engine supply pipe, downstream of the flowmeter, to raise
the temperature of the fuel and prevent particles of ice forming and causing a
blockage. The heaters consist of a heat exchanger and shroud, supplied by hot
air from the compressor, controlled by a three position valve which may be
operated manually or automatically by a differential pressure switch.
The heaters
are controlled by two switches on the pedestal; AUTO/OFF/ON, together with two
HALF HEAT/FULL HEAT switches and associated red filter icing warning lights.
The lights illuminate when there is a difference in fuel pressure across the
filter of 3 PSI or more.
The
If an engine fails due to fuel filter icing causing starvation, the
heat for subsequent filter de-icing is naturally lost. Feathering and
descending to warmer air may be possible to melt the ice and clear the
blockage.
FUEL
MANAGEMENT.
Under normal
circumstances each tank feeds its respective engine. To use the cross feed
facility open the cross feed valve, ensure both pumps in the tank to be used
are on and the LP lights are out then switch off both pumps in the tank which
is not to be used.
Take care to make the selections in the correct order to avoid
fuel starvation.
SUMMARY OF
FUEL SYSTEM.
- The aircraft has two main fuel
tanks, one outboard of each nacelle.
- Fuel flows to collector tanks inboard
of each nacelle before being raised in pressure and delivered to the
engine.
- There is a cross feed facility to
supply both engines from either tank in an emergency.
- Fuel system gauges are AC powered.
- Thermal fuel filter heating both
manually and automatically is provided.
SECTION
5 HYDRAULIC SYSTEM, LANDING GEAR & FLYING CONTROLS.
HYDRAULIC
SYSTEM & LANDING GEAR.
The main hydraulic system supplies pressure for the
operation of the undercarriage, wheel brakes, nosewheel steering, propeller brakes
and airstairs. The system is charged by a hydraulic pump driven by each engine,
and a cut out valve maintains pressure at 2000 2500 psi. Either pump can
maintain sufficient pressure. A main system pressure indicator and two amber
low pressure warning lamps are on the port side panel.
The wheel brakes are operated from the main hydraulic
system, by toe pedals on the rudder bar through two accumulators. One
accumulator supplies the outboard wheels and another the inboard wheels. A
parking brake handle, on the pedestal, operates all the brakes. The brake
system operates at 1500 psi and is fitted with a Maxaret anti-skid system.
Two brake pressure gauges are on the port side panel,
each indicating its associated system brake pressure and pressure at the brakes
when in use. Two amber low brake pressure warning lamps light when their
associated system pressure falls below 1400 psi.
The undercarriage is operated by a lever to the left
of the pedestal in the virtual cockpit. The indicator has three red and three
green lamps which show the following:
Green : Undercarriage locked down
Red:
Undercarriage unlocked or in transit.
No Lights: Undercarriage locked up
Additionally the nose red lamp will glow if the flap
lever is selected beyond the 15 position and any undercarriage leg is not
locked down. FS also provides us with an aural warning if the flaps are
extended beyond 15 before undercarriage extension.
Maximum speed for
undercarriage extension
or with undercarriage extended 160kt IAS
PROPELLER
BRAKE.
A hydraulic
brake, operating through the port engine accessory gearbox, prevents propeller
windmilling while stationary in the ground. The operating lever is on the left
of the centre pedestal. The lever is interconnected with the HP Cock lever, to
prevent application of the brake when the HP cock lever is in the OPEN
position.
Similarly, the
starter circuit cannot be energised with the brake applied.
FLAPS.
The flaps are electrically operated and have five
settings;
0 Fully retracted.
7 ½ Takeoff setting.
15 Takeoff setting
22 ½ Approach setting
27 ½ Landing setting
The flap position indicator is to the right of the
engine instruments on the main instrument panel. Next to the indicator is an
amber FLAP MOTOR RUNNING warning lamp.
Maximum
speed for flap operation 7 ½ - 15
180kt IAS
Maximum speed for flap
operation 15 - 22½ 140kt IAS
Maximum speed for flap
operation 22½ - 27½ 120kt IAS
GUST LOCKS
The internal gust
locks for the flying controls are operated mechanically by a lever on the
quadrant. Operation of the lever rearward locks the elevator and ailerons, but
leaves the rudder free for steering on the ground. With the locks engaged
either engine may be run up to full power but not both. A warning lamp in the
centre of the emergency panel lights when the locks are engaged.
TRIM CONTROLS
The trimming
controls for the elevator are on the left of the quadrant. The elevator is
trimmed using the hand wheel or by clicking pitch trim scale of the Autopilot
Trim Indicator on the instrument panel. The ailerons and rudder can be trimmed
by star wheels at the back of the rear pedestal.
SECTION
6 DE-ICING SYSTEMS.
The de-icing
controls are located on the port overhead panel.
POWER UNIT DE-ICING.
The two alternators provide 200VAC power for the
Power Unit De-icing. A weight switch restricts the supply on the ground to
prevent overheating. The de-icing circuits are controlled by two double throw
three position switches marked OFF/SLOW/FAST. The ammeter shows the current
drawn as each cycle operates, and a selector switch allows either system to be
displayed. The ammeter should read 20amps when the cycle is on and 2 amps
between cycles on the ground and a maximum of 27 amps when the cycle is on in
the air. The green indicator lamps show steady between cycles and flash during
cycles according to the fast/slow setting.
The
PUDs should be selected to fast when the outside air temperature falls below
+10C and to slow in temperatures below -6C.
Note that the system has been
arranged such that engine flame out may occur if the deicing equipment is not
used correctly in icing conditions.
WINDSHIELD DE-ICING.
The windshield de-icing is controlled by a two double
throw, three position switches, labelled OFF/LOW/HIGH. Two magnetic indicators
show ON when the system is operating normally.
AIRFRAME DE-ICING
The leading edges of the wing, fin and tailplane are de-iced
by pneumatic boots which inflate cyclically when a quantity of ice has been
allowed to form, thus removing it in pieces of a predetermined size. The boots
are held flush with the leading edge by vacuum pressure. The system
requires power from the Centre DC Bus.
The system is controlled by a single throw ON/OFF switch and a
HEAVY/LIGHT ICE selector switch. A vacuum/pressure gauge shows the cyclic
operation as the boots are inflated and deflated in groups. The A TUBES/B TUBES
switch allows manual override of the timer system.
PRESSURE HEAD HEATERS.
Two switches on the main instrument panel control the
electrical supply to the pitot heaters, and two amber failure warning lamps are
fitted. Pitot heat should be switched on before takeoff and off at the end of
the landing run.
SUMMARY OF DE-ICING SYSTEMS
- The
engine intakes, oil cooler intakes, propeller and spinner are de-iced
electrically using 200VAC power from a corresponding engine driven
alternator. The alternator also supplies windshield de-icing.
- Current
is applied cyclically and continuously via a two position cyclic timer.
- Alternator
field current requires DC power from the DC Centre Bus.
- Leading
edges of wing, tailplane and fin are de-iced by pneumatic boots
cyclically. DC Centre Bus power is required.
SECTION 7 - PRESSURISATION SYSTEM.
CABIN PRESSURISING CONTROLS.
The cabin is pressurised with air supplied from cabin
superchargers driven by air bled from the compressor stage of each engine. A cabin
height of 8000ft can be maintained up to 25000ft. Airflow to the cabin is
controlled by two spill valves, which can be controlled manually or
automatically. A master dump valve lever
can be opened for unpressurised flight.
The controls for the pressurisation system are
grouped on the co-pilots side panel and consist of a pressure controller, a
cabin pressure differential gauge, a cabin altimeter, a cabin rate of climb
indicator, a desynn spill valve position indicator and switches to control each
spill valve. There are also warning lamps for high duct pressure and cabin
height above 10000ft. The dump valve control lever is beneath the panel.
Before departure, the desired cabin altitude should
be set on the pressure controller (right knob). The subscale of the right dial
shows the maximum altitude at maximum differential pressure for the selected
cabin height. The left RATE knob on the controller selects the rate of change
in cabin pressure, by default this is set at +/- 300 feet per minute. The
centre knob sets the minimum height for pressurisation to commence on the
subscale of the left dial, normally 500ft above airfield level.
On the ground both the spill valves and dump valve
should be open. Immediately prior to takeoff set the spill valve master switch
to AUTO. After takeoff close the dump valve and check that the spill valves are
operating and cabin pressure is rising. At the top of descent set the cabin
altitude to destination airfield height plus 500 feet, and the minimum height
for pressurisation to the same value. In the final approach the master switch
should be set to MANUAL and each spill valve switches operated until the valves
are fully open, then open the dump valve. There
is no dump valve control built into the virtual cockpit, therefore is will
operate automatically when flying from this position.
Maximum cabin pressure
differential 5.5 psi
Maximum operating altitude
25000ft
SECTION 8 - RADIO INSTALLATION & AUTOPILOT.
RADIOS.
The radio panel is in the centre
overhead.
The aircraft is fitted with dual Nav and Comm VHF
radios and two ADF receivers as well as an ATC transponder. The mouse areas for
the Nav/Comm radios are on the tuning knobs below the dialled frequency, those
for the ADF sets are on the three tuning knobs on each set. VOR or ADF
information is displayed on the radio magnetic indicator on the main panel and
two adjacent selector switches enable any combination of bearings to be
displayed. Note that the pointers will not respond to ILS frequencies. An
indicator which can display DME1 or DME2 is on the left of the main instrument
panel. The DME display operates
independently of the Flight System input. By default, the counter shows Nav1
DME, clicking the front toggles between Nav1 and Nav2. A red
bar appears in front of the counter when the signal
is invalid or there is no power to the instrument.
TCAS
The 2C panel layout (FS9 only), incorporates a
vertical speed indicator with TCAS display and its associated transponder
controller on the radio panel. The transponder control knob has three
concentric rings; the inner sets transponder mode, the centre sets the
individual transponder digits and the outer is clicked to toggle between the
individual digits then clicked finally to set the code.
AUTOPILOT
CONTROLLER.
The autopilot
controller is on the rear pedestal.
Power supplies are controlled through a triple throw master switch
behind the autopilot control panel.
- Power Switch.
The Power switch must be pulled to initiate the supply to the Autopilot.
This is effectively the FS Autopilot master. When the AP is ready for use
the amber Ready lamp will illuminate. (Approx 45 seconds)
- Engage
Button is pressed to engage the AP and hold the current pitch attitude.
This must be pressed initially before selecting any AP function.
- Channel
Switches . May be used to isolate the Rudder, Elevator or Aileron channels
from the Autopilot.
- Height Lock. Turned to engage the height lock. Note that
the Airspeed lock is inoperative.
- Heading
Hold Button. When engaged the aircraft may be steered by altering the
Heading Index on the HSI.
- Beam
Coupling Switch. Pull to engage the FS Nav1 hold function.
- Glide
Coupling Switch. Pulled to engage FS Approach Hold function. This will
also cause the Beam Switch to engage.
- Pitch
Switch. Used to vary the nose up or
down pitch.
- Turn
Knob. Used to make manual turns with the AP engaged but Heading Lock
disengaged.
- Ready
Lamp. The lamp will extinguish when any function is engaged.
Note that the Autopilot will
only respond to Nav1 information.
ENGAGE & TRIM INDICATOR
The Engage and Trim Indicator shows elevator trim
movements on the centre scale. Additionally three flags marked IN will appear
when the relevant control surface channel is engaged. The trim scale may be
used to alter elevator trim during manual flight.
SECTION 9 -
MINOR SYSTEMS.
LANDING LAMPS.
The switches for the wing mounted landing lamps are located
on the port overhead panel The motors are controlled by the EXTEND/RETRACT
switches, the filaments by the ON/OFF switches. A green warning lamp
illuminates whenever a filament is switched on or either lamp is away from the
fully retracted position.
NAV, BEACON & ICE INSPECTION LAMPS.
The navigation lamps, anti collision beacons and ice
inspection lamps are controlled by switches on the stbd overhead panel. The
panel also houses the control switches for the passenger notices.
PANEL LIGHTING.
The panel lights are operated by dimmer switches on
both overhead panels. In VC mode, the switches can be used to vary the lighting
effects.
DOOR WARNING LAMP.
There is a DOOR UNSAFE red warning lamp to the left
of the main instrument panel, the top half of which may be clicked to open or
close the forward cargo door, clicking the bottom half will open or close the
passenger entrance.
CHECKLISTS.
A 
and 
icons. The
A card detailing the vital speeds can be opened with
the 
icon.
ENGINE SELECTOR.
Areas on the Engine Selector enable easy selection of
either or both engine controls. The 1 and 2 areas select the associated engine,
the + area selects both engines synchronised and the U area selects both
engines slightly unsynchronised. The + and areas next to the U can be used to
vary the unsynchronised ratio up or down. The principal purpose of the unsynchronising
function is to enhance the engine sounds. The curved arrow at the base of the
selector can be clicked to activate automatic phasing; i.e. the engines will
automatically go in and out of synchronisation periodically.
SECTION 10 LIMITATIONS.
AIRFRAME LIMITATIONS.