Pilatus Pc-Xii Initial Maintenance Training Course

PILATUS PC-XII INITIAL MAINTENANCE TRAINING COURSE
PILATUS PC-12 MAINTENANCE TRAINING COURSE
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CHAPTER TITLE FOR TRAINING PURPOSES ONLY
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CHAPTER TITLE FOR TRAINING PURPOSES ONLY
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
A78EU
Revision 17
PILATUS PC-12
PILATUS PC-12/45
PILATUS PC-12/47
PILATUS PC-12/47E
April 15, 2008
TYPE CERTIFICATE DATA SHEET No. A78EU
This data sheet, which is a part of Type Certificate No. A78EU, prescribes conditions and limitations under which the
product for which the Type Certificate was issued meets the airworthiness requirements of the Federal Aviation
Regulations.
Type Certificate Holder. PILATUS AIRCRAFT LTD.

CH-6370 STANS
SWITZERLAND
I. Pilatus PC-12, Normal Category, approved July 15, 1994.
Engine. Pratt & Whitney PT6A-67B
Fuel. JET A, JET A-1, JET B, JP 4 and other fuels according to

PRATT & WHITNEY Service Bulletin SB 14004.
Engine Limits.
Maximum
Observed
N1 Gas Prop Inter
Shaft Generator Shaft Turbine
Power Torque Speed Speed Temp.
shp PSI % RPM ºC
Take-off 1200 44.34 104 1700 800
Max. climb/Max. cruise 1000 36.95 104 1700 760
Starting (5 seconds) --- --- --- --- 1000
Transient (20 seconds) --- 61.00 104 1870 870
Note: 100% Gas Generator Speed = 37,468 RPM
Propeller and Propeller Hartzell HC-E4A-3D hub with Hartzell E10477K aluminum blades;
Limits. four blade constant speed type.
Spinner: Hartzell D5500-1 (Aluminum)
Diameter: 104 in (2.642 m) to 105 m (2.667 m)

cropping of blade tips not permitted.
Pitch settings (measured at 42 in. station)

Fine pitch 19.0º
Min. pitch in flight 6.0º
Max. reverse pitch -17.5º
Feathered 79.6º
Stabilized ground operation is prohibited between 350 and 950 RPM.
Page No. 1 2 3 4 5 6 7 8 9 10
Rev. No. 17 4 16 15 15 11 17 16 17 16
A78EU Page 2 of 10
Airspeed Limits (EAS). Max. operating speed VMO 240 kts

Max. operating Mach No. MMO 0.48
Max. diving speed VD 280 kts

MD 0.60
Max. maneuvering design speed VA 170 kts
Max. maneuvering operating speed VO 154 kts at 4100 kg (9039 lbs)

VO 136 kts at 3200 kg (7060 lbs)
VO 123 kts at 2600 kg (5730 lbs)
Center of Gravity Limits. At 4100 kg (9039 lbs) 27% MAC to 44% MAC
Forward cg limit varies linearly between: (landing gear extended)

4100 kg (9039 lbs) 27% MAC
3700 kg (8157 lbs) 17.8% MAC
2700 kg (5952 lbs) and less 13% MAC
Rear cg limit varies linearly between: (landing gear retracted)

4100 kg (9039 lbs) 44% MAC
3600 kg (7937 lbs) 46% MAC
3000 kg (6614 lbs) 46% MAC
Datum. 3000 mm (118 in.) forward of firewall (frame no. 10).
Leveling Means. Cabin Seat Rails

(see Section 8 of the Airplane Maintenance Manual).
Maximum Weight. Ramp weight 4120 kg (9083 lbs)

Take-off weight 4100 kg (9039 lbs)
Landing weight 4100 kg (9039 lbs)
Max. zero fuel weight 3700 kg (8159 lbs)
Minimum Crew. One pilot.
Number of Seats. 9 PAX and 2 pilot seats

(for seat locations see Airplane Flight Manual, Section 6, W & B).
Maximum Baggage. 180 kg (400 lbs)

(baggage compartment at rear of cabin).
Maximum Loading. (Combi version) 1000 kg/m2 (205 lb/ft2) on seat rails
600 kg/m2 (125 lb/ft2) on cabin floor
(for loading limitations/instructions see Section 6 of the Airplane Flight Manual).$
Fuel Capacity Total Usable Arm

(Specific gravity 0.806 kg/ltr) 1540 ltr (1241 kg) 1516 ltr (1222 kg) 5.91 m (233 in) aft of datum
(406 US gal) (400 US gal)
1522 ltr (1226 kg) (see Note 1)

(402 US gal)
Oil Capacity. Total Arm

13,6 ltr 2.41 m (95 in) aft of datum
(3.6 US gal)
A78EU Page 3 of 10
Control Surfaces Wing flap 15º + 0º /-1.5° Take-off 39.5º +/- 0.5º Landing
(left/right asymmetry 1°)
Ailerons 30º +/- 1º Up 10º +/- 1º down
Elevator 28º +/- 1º Up 15º +/- 1º down
Stabilizer (trim) 2.5º + 0.7º /- 0.2ºup 7.5º + 0.7º / - 0.2º down
(with respect to stabilizer leading edge)
Rudder 35º +/- 1º right 25º +/- 1º left
(from centerline and measured horizontally)
Rudder tab 7.5º + 1º /- 1.5º right 13º + 1º/- 1.5º left
(trim)
Aileron tab 16.5º + /-1º up 16.5º +/- 1º down
(trim)
Stick Pusher System. Stick shaker/stick pusher system, signaled by AOA vanes on left and right
wing leading edges.
Serial Numbers Eligible. SN 101 and up (See Note 5, Note 10 and Note 11).
Import Requirements- All Models. a. The FAA can issue a U.S. airworthiness certificate based on an NAA Export
Certificate of Airworthiness (Export C of A) signed by a representative of the
Swiss Federal Office of Civil Aviation (FOCA) on behalf of the European
Community. The Export C of A should contain the following statement: ‘The
aircraft covered by this certificate has been examined, tested, and found to
comply with U.S. airworthiness regulations 14 CFR Federal Aviation Regulations
Part 23 U.S. Type Certificate No. A78EU and to be in a condition for safe
operation.’
b. An airplane maintenance manual in compliance with FAR 23.1529

must be furnished before delivery of the first airplane or issuance of
standard certificate of airworthiness whichever occurs later.
Certification Basis. 1) 14 CFR Sections 21.29, 21.183(c) and 14 CFR 23, Normal Category,
effective February 4, 1991, including Amendments 23-1 through 23-42 and
Section 23.1305c)3) of Amendment 23-43 and Section 23.1507 of Amendment
23-45 and Section 23.1311 of Amendment 23-49 and
2) 14 CFR Section 36, effective November 18, 1969, including Amendments 36-1
through amendment in effect at the time of U.S. Type Certification, and
3) 14 CFR Section 34, effective September 10, 1990, and
4) Equivalent Level of Safety,
a) ACE-94-8 of June 21, 1994, Spin demonstration, FAR 23.221 a)2)
b) Cabin pressure indicator, FAR 23.841b) 6). See NOTE 8.
5) Section 611(b) of the FAA Act of 1958
6) Certification Maintenance Requirement (CMR), manual pitch trim system
annunciation
7) Special Conditions: High Energy Radiated Electromagnetic Fields, (HERF),
Number 23-ACE-46, effective date May 29, 1990
8) Approved for Flight Into Known Icing. See NOTE 4.
The Swiss Federal Office of Civil Aviation (FOCA) originally type certificated this
aircraft under its type certificate Number F-56-30. The FAA validated this product
under U.S. Type Certificate Number A78EU. Effective June 23, 2006, the European
Aviation Safety Agency (EASA) began oversight of this product on behalf of
Switzerland. The EASA TCDS No. EASA.A.089.
Equipment The basic required equipment as prescribed in the applicable airworthiness

regulations (see Certification Basis) must be installed in the airplane for
certification.
In addition the following is required:
Airplane Flight Manual

(including Equipment list and applicable supplements)
-S/N 101-400: (except S/N 321) Report No. 01973-001
-S/N 321 and 401 and subsequent Report No. 02211

A78EU Page 4 of 10
Service Information Each of the documents listed below must state that it is approved by the European
Aviation Safety Agency (EASA) or – for approvals made before June 23, 2006 –
Swiss Federal Office of Civil Aviation (FOCA).
• Service bulletins,
• Structural repair manuals,
• Vendor manuals,
• Aircraft flight manuals, and
• Overhaul and maintenance manuals.
The FAA accepts such documents and considers them FAA-approved for type
design data only unless one of the following conditions exists:
• The documents change the limitations, performance, or procedures of the FAA

approved manuals; or
•The documents make an acoustical or emissions changes to this product’s U.S.

type certificate as defined in 14 CFR § 21.93.
The FAA uses the post type validation procedures to approve these documents.
The FAA may delegate on case-by-case to EASA to approve on behalf of the FAA
for the U.S. type certificate. If this is the case it will be noted on the document.
Available Documents for the PILATUS PC-12 are:

Airplane Flight Manual For S/N 101 – 400 except 321:
Doc. No. 01973-001
Revision 2, dated February 14, 1995
or later FOCA approved revisions.
For S/N 321 and 401 and subsequent:

Doc No. 02211 (PC-12 data is contained in
AFMS No. 25; Doc. No. 02211/9-25)
Aircraft Maintenance Manual Doc. No. 02049.

(Chapter 4 FOCA approved)
Structural Repair Manual Doc. No. 02050.
Illustrated Parts Catalogue Doc. No. 02051.
II. Pilatus PC-12/45 (Normal Category), approved July 31, 1996.
The data given above is valid except where mentioned below:
Airspeed Limits (EAS): Max. diving speed VD 290 kts

MD 0.62 (S/N 101 – 683)
MD 0.58 (S/N 684 onwards)
Max. maneuvering operating speed VO 161 kts at 4500 kg)
Stall speed (at TOW) Flaps up 93 kts (CAS)
(engine running flight idle) Flaps down 65 kts (CAS)
Center of Gravity Limits. At 4500 kg 30% MAC to 43% MAC

4500 kg (9921 lbs) 30% MAC
3700 kg (8157 lbs) 18% MAC

4500 kg (9921 lbs) 43% MAC
3600 kg (7937 lbs) 46% MAC
3000 kg (6614 lbs) 46% MAC
Maximum Weights. Ramp weight 4520 kg (9965 lbs)

A78EU Page 5 of 10
Control Surfaces. Wing flaps 15° +0°/-1.5° Normal Take-off

30° +0°/-1.5° Short Take-off
39.5° +/-0.5° Landing
S/N 684 Onwards:

Ailerons 26.5º +/- 0.5º Up 13º +/- 0.5º down
Aileron tab 13.9º + /-1.0º up 14.5º +/- 1.0º down
(trim function only – left hand tab)
(balance function only – both tabs)
Control Surfaces (Cont.)

(combined trim and balance function – left hand tab)
When the ailerons are in the neutral position, both tabs are deflected 5º+/- 0.5º up.
Certification Basis 1) 14 CFR Sections 21.29, 21.183(c) and 14 CFR 23, Normal Category,
Section 23.1305c)3) of Amendment 23-43 and
Section 23.49c) and 23.562d) of Amendment 23-44
Section 23.479b) & c) and Section 23.1507 of Amendment 23-45 and
Section 23.1311 of Amendment 23-49
2) 14 CFR Section 36, effective November 18, 1969, including
Amendments 36-1 through amendment in effect at the time of U.S. Type
Certification, and
3) 14 CFR Section 34, effective September 10, 1990, and
4) Equivalent level of Safety,
a) ACE-94-8 of June 21, 1994, Spin demonstration, FAR 23.221 a)2)
b) Cabin pressure indicator, FAR 23.841b) 6). See NOTE 8.
6) Certification Maintenance Requirement (CMR), manual pitch trim
system annunciation
Service Information. Each of the documents listed below must state that it is approved by the European
• Vendor manuals,


A78EU Page 6 of 10
Available Documents for the PILATUS PC-12/45 are:
For S/N 101 – 400, except 321: Airplane Flight Manual Supplement No. 8
(Doc. No. 01973-001 / 9-08)
Initial issue, or later FOCA approved revisions.
For S/N 321 and S/N 401and subsequent: Airplane Flight Manual Report No. 02211
Initial issue or later FOCA approved revisions.
III. Pilatus PC-12/47 (Normal Category), approved December 23, 2005.

The data given for model PC-12 is valid except where mentioned below:

MD 0.58
Center of Gravity Limits. At 4740 kg 30% MAC to 42.2% MAC

4740 kg (10450 lbs) 30% MAC
4500 kg (9921 lbs) 30% MAC
3700 kg (8157 lbs) 18% MAC

4740 kg (10450 lbs) 42.2% MAC
4500 kg (9921 lbs) 43% MAC
3600 kg (7937 lbs) 46% MAC
3000 kg (6614 lbs) 46% MAC


39.5° +/-0.5° Landing
Section 23.1305c)3) of Amendment 23-43 and
Section 23.49c) and 23.562d) of Amendment 23-44
Section 23.479b) & c) and Section 23.1507 of Amendment 23-45 and
Section 23.1311 of Amendment 23-49
Amendments 36-1 through amendment 36-27, effective September 6, 2005,
3) 14 CFR Section 34, effective September 10, 1990, including amendments
34-1 as amended through Amendment 34-3 effective February 3, 1999;
4) Equivalent level of Safety findings per provision of 14 CFR 21.21(b)(1):
a) ACE-94-8 of June 21, 1994, Spin demonstration, FAR 23.221 a)2) as
extended by FAA memorandum dated November 29, 2005.
b) ACE-05-18 of November 29, 2005, Cabin pressure indicator,
FAR 23.841b) 6)
A78EU Page 7 of 10

system annunciation
Date of Application for U.S. Amended Type Certificate for PC-12/47 model
December 1, 2004.
Service Information Each of the documents listed below must state that it is approved by the European
• Vendor manuals,


Available Documents for the PILATUS PC-12/47 are:
Airplane Flight Manual Report No. 02211,

Initial issue or later FOCA approved revisions.
(specific PC-12/47 data is contained in AFM Supplement No. 33)
Aircraft Maintenance Manual Doc. No. 02049 Revision 17, dated 31 Jan 2006 or
higher.
(until Revision 17 is issued the information is contained in AMM Temporary
Revisions No 04-14, dated December 1, 2005, No 27-31, dated December 16, 2005
and No 57-07, dated December 16, 2005.)
(Chapter 4 FAA and FOCA approved)
IV. Pilatus PC-12/47E (Normal Category), approved March 28, 2008.

The data given for model PC-12 is valid except where mentioned below:
Engine. Pratt & Whitney PT6A-67P

MD 0.58
Center of Gravity Limits. At 4740 kg 30% MAC to 42.2% MAC

4740 kg (10450 lbs) 30% MAC
4500 kg (9921 lbs) 30% MAC
3700 kg (8157 lbs) 18% MAC
A78EU Page 8 of 10

4740 kg (10450 lbs) 42.2% MAC
4500 kg (9921 lbs) 43% MAC
3600 kg (7937 lbs) 46% MAC
3000 kg (6614 lbs) 46% MAC


39.5° +/-0.5° Landing
effective February 4, 1991, including Amendments 23-1 through 23-42 and:
[FAR 23 Paragraph (Amdt level)] 23.49c (23-44) 23.143 c (23-50) 23.301 (23-48)
23.305 a (23-45) 23.335 a,b,c,d (23-48) 23.361 a,b2 (23-45)
23.371 a (23-48) 23.479 b,c (23-45) 23.561 b2-3,c3 (23-48)
23.562 d (23-44) 23.562 d1 (23-50) 23.571 a (23-45)
23.572 a1,b1 (23-45) 23.607 c (23-48) 23.613 (23-45)
23.629 a,b,c,d,e,f2 (23-48) 23.773 a1-2 (23-45) 23.1303 a,b,c,d,e,f (23-49)
23.1305 c3 (23-43) 23.1307 (23-49) 23.1311 (23-49)
23.1322 e (23-43) 23.1323 c (23-49) 23.1326 a,b (23-49)
23.1329 (23-49) 23.1331 a,b1-2, c (23-43) 23.1351 b2-3,c,c1-5,g (23-49)
23.1353 h (23-49) 23.1357 a,e (23-43) 23.1359 (23-43)
23.1361 a,b,c (23-49) 23.1365 b,c,c1,d,e,f (23-49) 23.1431 a,b,c,d,e (23-49)
23.1507 (23-45) 23.1525 (23-45) 23.1543 c (23-50)
23.1555 e2 (23-50)

Amendments 36-1 through amendment 36-28, effective January 4, 2006,
3) 14 CFR Section 34, effective September 10, 1990, including amendments
34-1 as amended through Amendment 34-3 effective February 3, 1999;
4) Equivalent level of Safety findings per provision of 14 CFR 21.21(b)(1):
a) ACE-94-8 of June 21, 1994, Spin demonstration, FAR 23.221 a)2) as
extended by FAA memorandum dated November 7, 2007.
b) ACE-05-18 of November 29, 2005, Cabin pressure indicator,
FAR 23.841b) 6) as extended by FAA memorandum dated November 7,
2007.
c) ACE-07-14 of January 7, 2008, Probes OFF Caution, FAR 23.1326(b)(1)
d) ACE-07-15 of January 8, 2008, ASI Flap Markings, FAR 23.1545(b)(4)
e) ACE-08-02 of February 26, 2008, Circuit Protective Devices, FAR 23.1357(b)
5) Special Conditions:
a)Protection of Systems for HIRF, Number 23-216-SC, effective date November
30, 2007
system annunciation
Date of Application for U.S. Amended Type Certificate for PC-12/47E model
December 6, 2004.
A78EU Page 9 of 10
Service Information Each of the documents listed below must state that it is approved by the European Aviation
Safety Agency (EASA) or – for approvals made before June 23, 2006 – Swiss Federal
Office of Civil Aviation (FOCA).
• Vendor manuals,


Available Documents for the PILATUS PC-12/47E are:
Airplane Flight Manual Report No. 02277, Revision 6, dated March 26, 2008 or later
EASA approved revisions.
Aircraft Maintenance Manual Doc. No. 02300, 12-B-AM-00-00-00-1, dated April 11,
2008, or later EASA approved revisions. (Chapter 4 is FAA and EASA approved)
NOTES
NOTE 1. Current weight and balance data together with a list of equipment included in the certificated
empty weight, and loading instructions, when necessary, must be provided for each airplane at the
time of original certification. The certificated empty weight and corresponding center of gravity
locations must include the following:
a) unusable fuel of 19.6 kg (43.2 lbs) at 5.73 m (225.6 in) on S/N 101 up to and including S/N 140.
unusable fuel of 14.9 kg (32.9 lbs) at 5.73 m (225.6 in) from S/N 141 on onwards.
b) engine oil of 9.2 kg (20.3 lbs) at 2.41 m (95.27 in.)
NOTE 2. Airplane operation must be in accordance with the EASA/FOCA-approved Airplane Flight Manual
listed above. All placards listed in Section 2 of the AFM must be displayed in the appropriate location.
NOTE 3. Airworthiness Limitations are contained in the FOCA/EASA approved Chapter 4 of the PC-12, PC-
12/45, PC-12/47 & PC-12/47E Aircraft Maintenance Manual. These Limitations may not be changed
without EASA and FAA approval.
NOTE 4. The models PC-12 and PC-12/45 up to S/N 683 may be operated in known icing conditions when
equipped in accordance with Pilatus Modification PIL 12/00/001, Rev. 1, or later FOCA/EASA
approved revision. The models PC-12/45, PC-12/47, and PC-12/47E from S/N 684 onwards are
approved for operation in known icing conditions. S/N 545 is also approved for operation in known
icing conditions.
NOTE 5. The basic version PC-12 (S/N 101 - 683) may be converted to a version PC-12/45 by executing
PILATUS Service Bulletin No. 04-001.
A78EU Page 10 of 10
NOTE 6. Only interior configurations described in the official Pilatus AFM/POH are approved for installation
in the PC-12, PC-12/45, PC-12/47 and PC-12/47E aircraft. These configurations have been shown to
meet the dynamic and HIC test requirements of FAR 23.562. Any alterations to these approved interior
layouts must be shown to meet FAR 23.562.
NOTE 7. All PC-12 models are eligible for import (with FOCA export certificate of airworthiness) into the USA in
the no cabin interior configuration option installation per Pilatus Document 500.20.12.399 for ferry flight
delivery to the USA. After delivery in this configuration, the airplane is eligible for standard
airworthiness certificate in the no cabin interior configuration per Pilatus Document 500.20.12.399, but
carriage of passengers (other than those essential to the mission) in this configuration is prohibited.
While the airplane is in this configuration it is subject to limitations and inspections defined in the
Airworthiness Limitations Sections. The passenger prohibition can be removed after installation of a
Pilatus factory interior is installed per Pilatus Document No. 02252 or other FAA approved interior is
installed.
NOTE 8. An ELOS memorandum was inadvertently missed on the original PC-12 model and PC-12/45 model,
but was evaluated during the validation of the PC-12/47. See FAA memorandum dated December 9,
2005 for details.
NOTE 9. The PC-12/45 model incorporated an aerodynamic improvement modification (AIM) type design
change that was approved at the same time the PC-12/47 model was approved. This modification is
for production aircraft only and includes: modified wingtips, modified dorsal and ventral fins and
modified ailerons (reduction of roll control forces).
NOTE 10. Starting with Manufacture Serial Number (MSN) 684, and up to MSN 999, can be either a PC-12/45
with the AIM type design change or a PC-12/47 model.
NOTE 11. Starting with Manufacture Serial Number (MSN) 1001 and subsequent will only be a PC-12/47E
model. MSN 545 is also a PC-12/47E model.
…END…
AIRCRAFT GENERAL
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CHAPTER 04 TO 12 FOR TRAINING PURPOSES ONLY
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INDEX
DIMENSIONS AND AREAS GENERAL

GENERAL
DIMENSIONS AND ZONES
ACCESS PANELS
GENERAL
DIMENSIONS
STRUCTURAL PARTS
ACCESS PROVISIONS
GENERAL
ACCESS PANELS
ZONE 11 - FLIGHT COMPARTMENT BELOW THE FLOOR
ZONE 12 - CARGO COMPARTMENT BELOW THE FLOOR
ZONE 21 - FLIGHT COMPARTMENT ABOVE THE FLOOR
ZONE 22 - PASSENGER COMPARTMENT ABOVE THE FLOOR
ZONE 31 - REAR FUSELAGE
ZONE 32 - VERTICAL STABILIZER
ZONE 33 - HORIZONTAL STABILIZER LEFT
ZONE 34 - HORIZONTAL STABILIZER RIGHT
ZONE 41 – PROPELLER
ZONE 42 - FORWARD ENGINE-COMPARTMENT
ZONE 43 - REAR ENGINE-COMPARTMENT
ZONE 51 - LEFT WING INBOARD
ZONE 52 - LEFT OUTBOARD WING
ZONE 61 - RIGHT WING INBOARD
DRAIN HOLES
LIFTING AND SHORING
3
GENERAL
JACKING
SHORING
LEVELLING AND WEIGHING
GENERAL
WEIGHING
LEVELLING
TAXIING AND TOWING
GENERAL
TOWING
TAXIING
PARKING AND MOORING
GENERAL
PARKING
STORAGE
MOORING
RETURN TO SERVICE
PLACARDS AND MARKINGS
GENERAL
A. EXTERIOR PLACARDS
B. INTERIOR PLACARDS
EXTERIOR PLACARDS AND MARKINGS
GENERAL
INTERIOR PLACARDS
GENERAL
FLIGHT COMPARTMENT PLACARDS
PASSENGER COMPARTMENT PLACARDS
SERVICING
GENERAL
4
REPLENISHMENT
GENERAL
SPECIFICATIONS AND CAPACITIES
A. FUEL
B. ENGINE OIL
C. HYDRAULIC SYSTEM
D. BRAKE SYSTEM
E. OXYGEN
F. TIRES
SCHEDULED SERVICING
GENERAL
5
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6
DIMENSIONS AND AREAS GENERAL
General
Dimensions and Zones

This page block gives the primary dimensions and structural zones of the aircraft.
Access Panels
The access panels and doors give access to system components or aircraft structure. This page block gives the location of each
access panel and door and the components that they give access to.
7
General
This page block gives the primary dimensions and structural zones of the aircraft.
Dimensions
The dimensions of the aircraft are given in feet-inches and in meters. The measurement from the ground to the top of the
horizontal stabilizer is correct when the aircraft is on the ground, the fuel tanks are empty and one person is in the flight
compartment. The measurement between the centers of the nose and main landing gears is correct when the aircraft is off the
ground. Where applicable, other measurements are correct when the aircraft is on the ground and the fuel tanks are empty.
8
9
DIMENSIONS AND AREAS – DIMENSIONS
10
Structural Parts
The frames in the fuselage and the ribs in the wings and the vertical and horizontal stabilizers are identified by numbers to make
the location of structure and components easier.
The first frame of the fuselage is frame 10, the front pressure bulkhead, and the last frame is frame 43.
The first rib of each wing is rib 1, at the wing root, and the last rib is rib 20, at the end of the wing. A wing tip is installed outboard
of this rib.
The first rib of the vertical stabilizer is rib 1, at the bottom, and the last rib is rib 6, at the top.
The ribs of the horizontal stabilizer are measured in millimeters from its center, rib 0. The last ribs of the horizontal stabilizer are
ribs 2269, at each tip.
11
12
DIMENSIONS AND AREAS - STRUCTURE IDENTIFICATION
13
Aircraft Zones
The aircraft is divided into zones that can be used to give the location of areas or components. The largest areas of the aircraft
are the primary zones. Each primary zone is divided into smaller areas that are the secondary zones. The access panels in a
secondary zone take the number of that zone.
The primary zones are:

 Zone 10 Fuselage below the floor
 Zone 20 Fuselage above the floor
 Zone 30 Empennage
 Zone 40 Powerplant
 Zone 50 Left wing
 Zone 60 Right wing
 Zone 70 Landing gear and doors
14
15
AIRCRAFT PRIMARY ZONES
16
The secondary zones are:

 Zone 11 Flight compartment below the floor
 Zone 12 Passenger compartment below the floor
 Zone 21 Flight compartment above the floor
 Zone 22 Passenger compartment above the floor
 Zone 23 Passenger/crew door
 Zone 24 Cargo door
 Zone 31 Rear fuselage
 Zone 32 Vertical stabilizer
 Zone 33 Horizontal stabilizer left
 Zone 34 Horizontal stabilizer right
 Zone 41 Propeller
 Zone 42 Forward engine-compartment
 Zone 43 Rear engine-compartment
 Zone 51 Left wing inboard
 Zone 52 Left wing outboard
 Zone 61 Right wing inboard
 Zone 62 Right wing outboard
 Zone 71 Nose landing gear and doors
 Zone 72 Left main landing gear and door
 Zone 73 Right main landing gear and door
17
18
AIRCRAFT SECONDARY ZONES
19
ACCESS PROVISIONS
General
The access panels and doors give access to system components or aircraft structure. This page block gives the location of each
access panel and door and the components that they give access to.
Access doors give access to servicing points and are usually hinged and have quick-release catches. Access panels give
access for maintenance or inspection and are usually attached with screws. Some panels have seals which must be examined
for damage before the access panel is installed.
The bottom skin panels of the aircraft have drain holes and there are two fuel drains in the inner bottom skin of each wing. The
location of the drain holes and drain valves are shown in Figure 8.
Access Panels
A number identifies each access panel. The number has three parts:
 The number of the secondary zone
 The letter in the sequence of the access panels in the secondary zone
 The letter for the position of the access panel in the secondary zone.
The letters for the different positions in the secondary zone are:
 L Left
 R Right
 B Bottom
 T Top
 Z Internal.
20
Zone 11 - Flight Compartment Below The Floor
Panel No. Gives Access To
11 AL Rudder cable system, nose-wheel steering system, fuel

check valves, fuel shut-off valve, air separator, second ATC
antenna connection and fuel low-pressure switch.
11 BL Fuel filter element, air separator, fuel low-pressure switch

and maintenance shutoff valve.
11 CL Fuel pipes.
11 AR Oxygen cylinder, safety shut-off valve, and pressure

regulator (airfoil de-ice system).
11 BR Oxygen cylinder, discharge indicator, charging pressure

gage, charging valve and pressure reducing valve.
11 AZ Safety valve and elevator cable system.
11 BZ Plenum chamber, aileron cable system and windshield de-

ice controller.
11 CZ
Access to the outflow valve and solenoid valves 1 and 2.
21
Zone 12 - Cargo Compartment Below The Floor
12 AB
12 BB
12 AL
12 BL Left flap drive-shaft, left inboard flap screw-actuator,

hydraulic power pack, accumulator, service selector valve,
power pack motor and system pressure switch.
12 CL
12 DL
12 EL Hydraulic power pack, accumulator, service selector valve,

power pack motor, hydraulic low-pressure switch and
return line filter. Left pitot drain trap.
12 FL Hydraulic power pack.
12 AR Ejector flow-control valves.
12 BR Ejector flow-control valves, right inboard flap screw-

actuator.
12 CR
22
12 DR
12 ER
Right pitot drain trap
12 FR
12 AZ
Frames 16 thru 21 left, aileron and rudder cable systems.
12 BZ
Frames 16 thru 21 center, stick control computer,
starter/generator and generator 2 current sensors, inverters
1 and 2, CAWS control unit, flap control and warning unit,
radar altimeter transceiver, radar altimeter antennas,
12 CZ elevator, rudder and aileron cable systems.
12 DZ Frames 16 thru 21 right, elevator control systems.
Frames 21 thru 24 left, fuel balancing device, aileron and

12 EZ rudder cable systems and left intermediate device.
Frames 21 thru 24 center, roll actuator, stick pusher servo,

12 FZ aileron elevator and rudder cable systems and DME
transceiver.
12 GZ Frames 21 thru 24 right, airfoil de-ice timer, stick pusher

servo, elevator cable system and right intermediate device.
12 HZ
Frames 24 thru 29 left, left flap drive-shaft and rudder cable
23
system.
12 IZ Frames 24 thru 29 center, flap power drive-unit, left and

right flap drive shafts, symbol generator, AHRU, navigation
12 JZ converter, yaw rate gyro and rudder and elevator cable
systems.
12 KZ
Frames 24 thru 29 right, right flap drive shaft and elevator
cable system.
12 LZ Frames 29 thru 34 left, rudder cable system
12 MZ Frames 29 thru 34 center, autopilot computer, pitch trim

adapter, GPWS computer, TCAS processor, TCAS air data
computer, GPWS/TCAS air data computer and rudder and
elevator cable systems.
Frames 29 thru 34 right, elevator cable system
Frames 34 thru 36 center, rudder and elevator cable

systems
24
Zone 21 - Flight Compartment Above The Floor
21 AL Attachment bolts for the top engine-mounting frame.
21 AR Attachment bolts for the top engine-mounting frame.
21 AZ
21 BZ Clock, flight time counter and dimmer unit for the flight
compartment lights.
21 CZ
Wing inspection light and left side window.
21 DZ
Windshield.
21 EZ
Windshield.
21 FZ
Windshield and standby compass.
21 GZ
Engine controls in console, elevator and aileron control
systems, and landing gear selector handle.
21 HZ
Emergency hydraulic system hand-pump, ECS and fuel
21 JZ shut-off levers.
Engine controls in console, elevator and aileron control

21 KZ systems, and landing gear selector handle.
25
21 LZ Windshield.
21 MZ Windshield.
21 NZ
21 PZ
21 QZ Brake reservoir.
CAT 1 and CAT 2 test connectors, MFD and GPS RS 232

connectors, cabin altitude switch, cabin differential
pressure switch, and AIR/GND switch.
26
Zone 22 - Passenger Compartment Above The Floor
22 AR The emergency exit door.
22 AZ Flight compartment and pilot seat.
22 BZ Flight compartment and co-pilot seat.
22 CZ Left oxygen connectors, and cargo door bolts switch.
22 DZ Access to the door bolts switch for the passenger/crew

door and three passenger windows.
22 EZ Cabin temperature sensor.
22 FZ Right passenger windows.
22 GZ Right oxygen connectors.
22 HZ Passenger/crew door internal mechanism and components.
22 JZ Emergency exit door mechanism and window.
22 KZ Cargo door internal mechanism and window.
22 LZ
27
22 MZ Access to the evaporator units.
22 NZ
22 PZ
28
Zone 31 - Rear Fuselage
31 AB Battery, battery current sensor and circuit breakers,

elevator and rudder cable systems, ELT installation, pitch
actuator, static ports and drain traps, vapour cycle
compressor, and yaw actuator.
31 BB
Marker antenna.
31 AL
Elevator and rudder cable systems.
31 BL
Ground power receptacle.
31 AR
Elevator and rudder cable systems.
31 AT
29
Zone 32 - Vertical Stabilizer
32 AB Rudder cable quadrant and bottom hinge.
32 BB Control rod for the rudder trim tab.
32 AL Elevator cable system, and rudder trim actuator.
32 BL
32 CL Elevator cable system.
32 DL Elevator cable system, navigation antennas 1 and 2, and

horizontal stabilizer trim actuator.
32 AR Elevator cable system and rudder trim actuator.
32 BR
32 CR Elevator cable system.
32 DR Elevator cable system, and horizontal stabilizer trim

actuator.
32 AT
Rudder top hinge.
32 BT
Horizontal stabilizer trim actuator and attachment bolts, and
30
elevator cable system.

32 CT
Elevator control mechanism.
31
Zone 33 - Horizontal Stabilizer Left
33 AT Elevator hinge.
33 BT Elevator hinge.
33 CT Elevator left balance weight.
33 DT Horizontal stabilizer attachment bolts, and elevator control

mechanism.
33 ET
Horizontal stabilizer attachment bolts, and elevator control
mechanism.
32
Zone 34 - Horizontal Stabilizer Right
4 AT Elevator hinge.
34 BT Elevator hinge.
34 CT Elevator right balance weight.
34 DT Horizontal stabilizer attachment bolts, and elevator control

mechanism.
33
Zone 41 – Propeller
41 AT Propeller grease points, de-ice system and hub.
Zone 42 - Forward Engine-Compartment
42 AB Propeller, chip detector, torque limiter, exhaust stubs, spark

igniters, propeller governor, propeller overspeed governor,
engine, and engine oil drains.
42 AT Propeller brush pack, torque limiter, torque transducer,

exhaust stubs, spark igniters, low-pitch warning switch, and
engine.
34
Zone 43 - Rear Engine-Compartment
43 AB Starter/generator cooling duct, engine, and engine oil

drains.
43 BB
Engine oil drains.
43 CB
Oil cooler.
43 AL
EIS acquisition unit, fuel control unit, refrigeration pack,
igniter unit, starter/ generator, generator 2, generator 2
drive belt, voltage regulators 1 and 2, temperature control
valve, water separator, EDP, oil tank dipstick, and engine.
43 AR
Propeller de-ice system timer, engine oil filter, oil
temperature sensor, oil pressure transducer, fuel control
unit, fuel flow transmitter, refrigeration pack, HP shut-off
valve, primary shut-off valve, flow control venturi,
temperature control valve, overtemperature switch, duct
sensor, starter/ generator, generator 2, generator 2 drive
belt, voltage regulator 1, water separator, EDP, engine
control systems, ground air supply connection, and engine.
35
Zone 51 - Left Wing Inboard
51 AB Fuel pipes.
51 BB Booster pump and MLG actuator.
51 CB Fuel tank.
51 DB Fuel tank, inboard fuel-quantity sensor and fuel low-level

switch.
51 EB
Fuel tank.
51 FB
Fuel tank.
51 GB
Fuel tank, fuel quantity sensor, outboard low-level switch,
and transfer jet pump.
51 HB
Fuel tank.
51 IB
Fuel quantity sensor.
51 JB
Inboard flap support-arm.
51 KB
Inboard and outboard flap screw actuators.
51 LB
Center flap support-arm.
36
51 MB
51 NB
37
Zone 52 - Left Outboard Wing
52 AB Fuel tank.
52 BB Fuel tank, fuel quantity sensor.
52 CB Fuel tank.
52 DB Fuel tank.
52 EB Fuel tank.
52 FB Fuel tank, fuel quantity sensor.
52 GB Fuel tank.
52 HB Fuel tank.
52 IB Fuel tank.
52 JB Fuel tank.
52 KB
52 MB Pitot head connection to pitot line.
52 NB Flux valve.
38
52 OB
52 PB Outboard flap screw-actuator, and flap position transmitter.
52 QB Outboard flap support-arm.
52 RB Flap position transmitter, aileron trim actuator, and aileron

attachments.
52 SB
Aileron trim actuator and the aileron.
52 TB
Outboard flap support-arm.
52 UB
Aileron Inboard hinge.
52 VB
Aileron outboard hinge.
52 XT
Strobe light power-supply and strobe light.
52 YT
Navigation light.
52 ZT
Fuel tank cap.
39
Zone 61 - Right Wing Inboard
61 AB Fuel pipes.
61 BB Booster pump and MLG actuator.
61 CB Fuel tank.
61 DB Fuel tank, inboard fuel-quantity sensor and fuel low-level

switch
61 EB
Fuel tank.
61 FB
Fuel tank.
61 GB
Fuel tank, fuel quantity sensor, outboard low-level switch
and transfer jet pump.
61 HB
Fuel tank.
61 IB
Fuel tank, and fuel quantity sensor.
61 JB
61 KB
Inboard and outboard flap screw actuators.
61 LB
40
61 MB
61 NB
41
ACCESS PANELS - PANEL IDENTIFICATION

42

43
44

45

46
47
48
49
50
Drain Holes
The bottom skins of the fuselage, wings, horizontal stabilizer and some access panels have drain holes at locations where fluids
could collect and damage from corrosion could occur. It is important that the drain holes are inspected during corrosion
inspections to make sure they are kept clear.
51
DRAIN HOLES - LOCATION
52
LIFTING AND SHORING
General
Jacking
This section gives the safety precautions and procedures to lift and lower the complete aircraft on jacks and to lift and lower a
single landing-gear wheel.
53
JACKING - COMPLETE AIRCRAFT

54
JACKING - SINGLE WHEEL

55
Shoring
This section gives the positions of trestles used to hold the aircraft during long periods of storage or during major maintenance.
56
SHORING - TRESTLE POSITIONS

57
LEVELLING AND WEIGHING
General
Weighing
This page block gives the procedure to weigh the aircraft.
Levelling
This page block gives the procedure to make the aircraft level for maintenance procedures.
58
LONGITUDINAL AND LATERAL LEVELLING
59
TAXIING AND TOWING
General
Towing
This section gives the safety precautions and procedures to move the aircraft with a tow bar and a vehicle or with a steering arm.
60
TOWING - MAINTENANCE PRACTICES
61
Taxiing
This section gives the safety precautions for aircraft taxiing.
PARKING AND MOORING
General
Parking
Parking is done when the aircraft will not be used for a short time.
62
PARKING - MAINTENANCE PRACTICES (SHEET 1)

63
PARKING - MAINTENANCE PRACTICES (SHEET 2)

64
Storage
Storage is done when the aircraft will not be used for a long time.
Mooring
Mooring is done when the aircraft is not in a hangar and the wind speeds are high.
65
MOORING - MAINTENANCE PRACTICES

66
Return To Service
Return to service is done when the aircraft is to be used after storage.
PLACARDS AND MARKINGS
General
This chapter identifies all the exterior and interior placards and markings necessary for the operation and maintenance of the
aircraft.
A. Exterior Placards
Exterior placards and markings are installed on the aircraft exterior and inside access panels. They give warnings and cautions,
ground servicing and maintenance information, and ground operation instructions and limits.
B. Interior Placards
Interior placards and markings are installed in the flight compartment and the passenger compartment. They give information for
the operation of the aircraft and its equipment, emergency instructions, and ground servicing and maintenance information.
67
FUSELAGE LEFT SIDE - PLACARDS AND MARKINGS

68
EXTERIOR PLACARDS AND MARKINGS
General
Exterior placards and markings are installed on the aircraft exterior, on the inside of access panels, and on equipment behind
access panels. They give warnings and cautions, ground servicing and maintenance information, and ground operation
instructions and limits.
69
AIRCRAFT IDENTIFICATION PLATE AND NOSE LANDING GEAR - PLACARDS AND MARKINGS
70
FUSELAGE RIGHT SIDE - PLACARDS AND MARKINGS

71
FUSELAGE BOTTOM - PLACARDS AND MARKINGS
72
WING TOP AND BOTTOM - PLACARDS AND MARKINGS

73
INTERIOR PLACARDS
General
Interior placards and markings are installed in the flight compartment and the passenger compartments. They give information
for the operation of the aircraft and its equipment, emergency instructions, and ground servicing and maintenance information.
Flight Compartment Placards

Gives the position and type of all the flight compartment placards that can be replaced.
Passenger Compartment Placards

Gives the position and type of the passenger compartment placards that can be replaced for a standard and an executive
interior.
74
SERVICING
General
This chapter gives the procedures to:

 Fill the aircraft systems
 Do the scheduled servicing of the aircraft
REPLENISHMENT
General
This chapter gives the procedures to fill these systems:

 The fuel system
 The brake system
 The engine oil system
 The tires
 The oxygen system
Specifications And Capacities
A. Fuel
These fuels can be used:

 ASTM-D1655 Jet A, Jet A-1 or Jet B
 Jet A-2 (with limits)
 MIL-T-5624 JP4 or JP5
 MIL-83133 JP8
75
Refer to P&WC Service Bulletin No. 14004 (latest revision) for all information on the fuels that can be used and their
specifications.
Refer to Table 1 for the capacities of the fuel system. The fuel system is calibrated in liters, the quantities in US gallons are
approximate equivalents.
Table 1. Fuel System Capacity
US gallons Liters MSN US gallons Liters MSN

MSN 101- 101-140 MSN 141- 141-999
140 999
1540 407 1540
Total 407
Useable 400 1515,7 02 1521,5
Unuseable 7 24,3 5 18,5
76
FUEL - REFUEL
77
B. Engine Oil
These engine oils can be used:

 Castrol 5000
 Exxon Turbo Oil 2380
 Turbonycoil 525-2A
 Aeroshell 500
 Rojco Turbine Oil 500
 Mobil Jet Oil 2
Refer to P&WC Service Bulletin No. 14001 (last revision) for all information on the engine oils that can be used and their
specifications.
Refer to Table 2 for the capacities of the engine oil system.
Table2. Engine Oil System Capacity
US gallons Liters
Total (including oil cooler) 2.62 9,92
Oil tank total 2.3 8,7
Oil tank expansion space 0.7 2,64
Oil tank useable oil 1.5 5,68
78
C. Hydraulic System
Hydraulic fluid to specification MIL-H-5606F must be used.

Refer to Table 3 for the capacity of the hydraulic system.
Table 3. Hydraulic System Capacity
US gallons Liters
Reservoir total 0.79 3,0
Reservoir useable 0.26 1,0
Total 1.6 6,0
Pressure tank (MSN 231-999) 0.39 1,5
Total (MSN 231-999) 2.0 7,5
79
D. Brake System
MSN 101-140 hydraulic fluid to specification MIL-H-5606F.
MSN 141-999 hydraulic fluid to specification MIL-H-83282C.
PC-12/45 hydraulic fluid to specification MIL-H-83282C must be used.
Different specifications of oil should not be mixed.
If it is necessary to change from MIL-H-5606F to MIL-H-83282C, the system should be drained, then filled with the replacement
fluid. It is not necessary to flush the system or change the O-ring seals installed in the system.
Refer to Table 4 for the capacity of the brake system.
Table 4. Brake System Capacity
US gallons Liters
Total 0.14 0.5
80
E. Oxygen
Oxygen to specification MIL-027210 must be used.

Refer to Table 5 for the capacity of the oxygen system.
Table5. Oxygen System Capacity
Cu ft Liters
Standard system 22.6 640
Optional larger capacity 77.1 1965

system
81
OXYGEN - SERVICING
F. Tires
The following table gives the alternative tires from different manufacturers that can be installed on the PC-12 and PC-12/45
aircraft.
82
Table Alternative Tires
WHEEL/AIRCRAFT TIRE SIZE BF GOODRICH/ MICHELIN GOODYEAR/ AIRTREADS DUNLOP
NOSE WHEEL ALL 17.5 x 6.25-6 021-327-0 175K88-2 DR28420T

8 PR TL
850C86-1
MAIN WHEEL PC- 8.5 x 10 8 PR 021-349-0 DR8628T
12 TL
MAIN WHEEL PC- 8.5 x 10 10PR 021-350-0 850T06-1 DR8626T

12/45 (PC-12) TL
83
SCHEDULED SERVICING
General
This section has these scheduled servicing procedures:

 Aircraft exterior cleaning
 Aircraft windows cleaning
 Aircraft interior cleaning
 Landing gear servicing
 Propeller servicing
84
STANDARD PRACTICES
1
CHAPTER 20 FOR TRAINING PURPOSES ONLY
2
INDEX
LOCKING AND RETAINING DEVICES

GENERAL
COMPONENT DESCRIPTION
COTTER PINS
LOCKING PLATES
LOCKING WASHERS
SPRING WASHERS
TAB WASHERS
LOCKWIRE
SPRING CLIPS
SELF LOCKING FASTENERS
3
4
LOCKING AND RETAINING DEVICES
General
Locking and retaining devices are used on components that can become loose because of vibration or changes in temperature.
All of the locking devices used must be the same type as specified in the Illustrated Parts Catalog.
The types of locking and retaining devices are:

 Cotter pins
 Locking plates
 Locking washers
 Circlips, locking rings and snap rings
 Lockwire
 Spring clips
 Self-locking nuts.
Component Description (Ref. Figs. 1, 2 and 3)
Cotter Pins
Cotter pins are used to safety castellated nuts and pins that do not have a nut installed on them. They can be installed with their
legs around the sides of the nuts or with their legs on the top and one edge of the nuts. This makes sure the cotter pins do not
touch other surfaces, particularly where flying controls or other parts that move are close to the nut that is safetied.
The cotter pin must be a close fit in the hole of the fastener. Cut the legs of the cotter pin to the correct length and bend them to
hold the cotter pin in position. Make sure the legs cannot touch other components or cause injury to persons. Remove the cut
ends of the legs from the aircraft.
After installation, examine the legs of the cotter pins for cracks and cuts. Replace the cotter pin if cracks or cuts are found.
Use cotter pins one time only.
5
Locking Plates
Locking plates are installed on nuts or the heads of bolts and are safetied to the adjacent surface with a screw. The screw is
safetied with a spring or shakeproof washer, peening or lockwire.
Locking Washers
Locking washers are used when a bolt or screw is installed without a self-locking or castellated nut.
Locking washers must not be used:

 With fasteners in primary and secondary structures
 Where a failure can cause damage or injury to the aircraft or personnel
 Where a failure will permit a joint to become open to the airflow
 With fasteners that are removed and installed frequently
 In positions that are in the airflow around the aircraft
 In conditions that can cause corrosion
 Without a plain washer between the locking washer and the component when the component is made of soft metal.
Three types of locking washers are:

 Spring washers
 Shakeproof washers
 Tab washers.
Spring Washers
Spring washers are installed in positions where vibration can make a nut become loose. The spring action gives sufficient friction
to prevent the nut becoming loose.
Shakeproof Washers
Shakeproof washers are used as an alternative to spring washers.
Use shakeproof washers one time only.
6
Tab Washers
Tab washers are installed below nuts or the heads of bolts and are used in conditions where there are high temperatures or high
vibration.
A tab washer has two or more tabs. One tab engages in a hole in the component and the other tab or tabs are bent until they
touch the flats on the nut or the head of the bolt. This makes sure the nut or bolt cannot move.
After installation, make sure the tab which engages is correctly engaged and the tabs that are bent are not cracked or cut.
Replace the tab washer if cracks or cuts are found.
Use tab washers one time only.
Circlips, Locking Rings And Snap Rings
Circlips, locking rings and snap rings engage in grooves in a hole or on a shaft to keep the component in a particular position.
Circlips and locking rings can be installed on the outside or the inside of the components.
After installation, make sure the circlip, locking ring or snap ring is correctly engaged in the groove in the component.
Use circlips, locking rings and snap rings one time only.
Lockwire
Lockwire is used to safety bolts, pins, screws, nuts and other components and is supplied in different diameters and materials.
Lockwire that is used to safety components that are not emergency controls is made with stainless steel. Do not use stainless
steel type lockwire to safety emergency controls. it will prevent operation of the emergency controls during an emergency.
Lockwire that is used to safety emergency controls is made with copper. This type of lockwire is identified as shear wire and is
supplied in small diameters. It keeps the emergency control in the normal or safe position but can be broken easily when it is
necessary to operate the emergency control. It is also used as an indicator that shows when an emergency control has been
operated.
Safety thread is also used for emergency controls.
Lockwire must be installed as follows:

 In the direction that makes the component tighten or keep the same position
 At an angle that is not less than 45 degrees to the axis that the component turns in
 At a tangent to the component.
7
Install lockwire with between 7 and 10 turns in each 1 in (25 mm) length of lockwire. More than 10 turns in each 1 in (25 mm)
can cause stress and the lockwire can break. Bend the open end of the lockwire to stop injury to persons.
Locking tabs must be installed with the locking tab and the lockwire in a straight line.
Use lockwire one time only.
The procedures in this maintenance manual specify the type of lockwire to be used.
Spring Clips
Spring clips are used to safety turnbuckles. They are easier to install than lockwire and decrease the risk that controls can touch
other components or structure when they move.
Before the turnbuckle or connecting rod is safetied, make sure the two end fittings extend further than the inspection holes
towards the center of the turnbuckle or connecting rod.
Align the grooves in the turnbuckle and the terminal and install two spring clips in the turnbuckle, one on each side of the
turnbuckle body. Make sure the ends of the spring clip engage correctly in the turnbuckle and the terminal.
Use spring clips one time only.
Self Locking Fasteners

Self locking fasteners are used where it is not necessary, or possible to use other methods of locking. They have a nylon, fiber
or metal insert that increases the friction between the fastener and the component it attaches to. Self locking fasteners include
nuts, bolts, screws and studs.
Use fasteners with a nylon or fiber insert only once. Do not lubricate fasteners that have a nylon insert.
Fasteners that have a metal insert can only be used again on components that are not critical to the safety of the aircraft, and a
test of the fastener shows the self locking is correct.
When a self locking fastener is to be installed it must be tested to make sure it is suitable for use. Small diameter nylon-insert
nuts must be replaced if finger pressure can be used to install the nut on a bolt, screw or stud until the thread goes completely
through the nut.
At least one thread of the bolt, screw or stud must protrude from the nut when it is fully tightened.
8
LOCKING WASHERS
9
COTTER PINS, LOCKING PLATES, CIRCLIPS AND LOCKING RINGS

10
LOCKWIRE AND LOCKING CLIPS

11
END OF CHAPTER
12
ELECTRICAL POWER
1
2
INDEX
ELECTRICAL POWER
GENERAL
AC GENERATION
DC GENERATION
EXTERNAL POWER
LOAD DISTRIBUTION
12 VDC AUXILIARY POWER (OPTIONAL)
AC GENERATION
GENERAL
A. STATIC INVERTER
AIRCRAFT WITH TWO STATIC INVERTERS
AIRCRAFT WITH A DUAL-CHANNEL STATIC INVERTER
AIRCRAFT WITH TWO STATIC INVERTERS
B. INV SWITCH
C. INVERTER MASTER RELAY
OPERATION
A. AIRCRAFT WITH TWO STATIC INVERTERS TYPE MARATHON PC-125-12B
B. AIRCRAFT WITH A DUAL-CHANNEL STATIC INVERTER TYPE AVIONIC INSTRUMENTS 1A40-2C26-1653
C. AIRCRAFT WITH TWO STATIC INVERTERS TYPE KGS SC3(A)
DC GENERATION
GENERAL
A. STARTER GENERATOR
B. GENERATOR 2
C. BATTERY CIRCUIT
D. VOLTAGE REGULATOR (GENERATOR CONTROL UNITS)
3
E. CURRENT SENSOR
F. BUS BAR CROSS-TIE CIRCUIT BREAKER
G. INDICATOR SWITCHES AND DISPLAYS
THE EIS PANEL (MSN 101-111)
THE EIS PANEL (MSN 112-320 AND 322-400)
THE EIS PANEL (MSN 321 AND 401-999)
H. EPM PANEL
SINGLE BATTERY EPM PANEL COMPONENTS (MSN 101-320 AND 322-400)
DUAL BATTERY EPM PANEL COMPONENTS (MSN 101-320 AND 322-400 WITH DUAL BATTERIES
INSTALLED)
EPM PART OF THE MULTI FUNCTION CONTROL PANEL COMPONENTS (MSN 321 AND 401-999)
OPERATION
A. STARTER GENERATOR POWER
B. GENERATOR 2 POWER
C. BATTERY POWER
D. BATTERY BUS ISOLATION
E. DC POWER MANAGEMENT
F. DC BUS VOLTAGE AND LOAD INDICATION
G. NO. 1 GENERATOR MALFUNCTION MONITOR
H. GENERATOR TEST AND RESET
I. BUS LAMP TEST
EXTERNAL POWER
GENERAL
A. EXTERNAL POWER RECEPTACLE
B. EXTERNAL POWER SWITCH
C. LED INDICATOR LIGHTS
D. EXTERNAL POWER CONTROL UNIT (POST SB 24-008 AND MSN 231-999)
OPERATION
4
LOAD DISTRIBUTION
GENERAL
AC LOAD DISTRIBUTION
DC LOAD DISTRIBUTION
GENERAL
a. 26 VAC BUS BAR
b. REAR RIGHT CIRCUIT BREAKER PANEL
c. AC CIRCUITS
OPERATION
GENERAL
A. GENERATOR 1 BUS BAR
B. GENERATOR 2 BUS BAR
C. BATTERY BUS BAR
D. POWERLINE
E. BATTERY DIRECT BUS BAR
F. CROSS-TIE CICUIT BREAKERS
G. NON-ESSENTIAL BUS BAR
H. AVIONIC 1 BUS BAR
I. AVIONIC 2 BUS BAR
J. STANDBY-POWER SYSTEM (MSN 101-320 AND 322-400) (IF INSTALLED
K. STANDBY-POWER SYSTEM (MSN 321 AND 401-999)
L. FRONT RIGHT CIRCUIT BREAKER PANEL
M. FRONT LEFT CIRCUIT BREAKER PANEL
N. REAR RIGHT CIRCUIT BREAKER PANEL
O. REAR LEFT CIRCUIT BREAKER PANEL
5
OPERATION
GENERAL
EMERGENCY POWER SUPPLY (EPS) SYSTEM
GENERAL
A. EMERGENCY POWER SUPPLY UNIT
B. ELECTRICAL CONNECTORS
C. EMERGENCY POWER SUPPLY SWITCH
OFF POSITION
TEST POSITION
ARMED POSITION
D. LIGHT EMITTING DIODES (INDICATOR LIGHTS)
a. AMBER LED (EPS ON)
b. GREEN LED (BAT TEST)
E. EPS RELAYS
RELAY K215
RELAY K214
F. EPS CIRCUIT BREAKERS
OPERATION
A. NORMAL OPERATION
B. NORMAL CIRCUIT OPERATION
C. FAILURE OPERATION
D. FAILURE CIRCUIT OPERATION
E. TEST OPERATION
12 VDC AUXILIARY POWER
GENERAL
DESCRIPTION
A. DC-TO-DC CONVERTER
6
B. AUXILIARY POWER BUS

C. CABIN POWER SWITCH
D. AUXILIARY POWER CONNECTORS
OPERATION
7
8
ELECTRICAL POWER
General
The electrical power system supplies electrical power to the different systems of the aircraft. There are different configurations of
the electrical power system. Examples are given in Figures 1 and 2. Refer to the aircraft Wiring Manual (WM) 24-00-01 for the
principle schematic of the aircraft.
The power supplies are 28 Volts Direct Current (DC) and 26 Volts Alternating Current (AC). The electrical power system
includes these sub-systems:
 AC Generation
 DC Generation
 External Power
 Load Distribution
 - 12 VDC Auxiliary Power.
AC Generation
The AC generation system supplies AC power to the different systems of the aircraft. The AC generation system has two static
inverters which are the same. They change the 28 Volts DC from the DC generation system to 26 Volts AC, 400 Hz.
The two inverters are connected to different DC busbars through separate circuit breakers. A master inverter relay connects one
of the inverters to the 26 VAC BUS.
DC Generation
The DC generation system supplies DC power to the different systems of the aircraft. The components for the DC generation
system depend on the system configuration. The components in a typical basic configuration include:
 Starter/generator 1; with voltage regulator 1, generator 1 relay and circuit breaker for the GENERATOR 1 BUS
 Generator 2; with voltage regulator 2, generator 2 relay and circuit breaker for the GENERATOR 2 BUS
 A 24 VDC battery; with a ‘battery direct bus’, battery relay and circuit breaker for the BATTERY BUS
 An external power receptacle, with an external power relay and control unit
 Two busbar cross-tie circuit breakers, each with a bus tie (isolation) circuit breaker
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 A circuit breaker, relay and Radio Frequency (RF) filter for the AVIONIC 1 BUS
 A circuit breaker, relay and RF filter for the AVIONIC 2 BUS
 A circuit breaker and relay for the NON ESSENTIAL BUS
 Current sensors and voltage indicators
 An ELECTRICAL POWER MANAGEMENT Panel (EPMP).
Other DC generation components (not installed on all aircraft) include:
 A second 24 VDC battery, with a second battery relay and a current sensor
 A STANDBY BUS, with a standby bus relay and two circuit breakers for the standby power input (one for the normal
supply source and one for the emergency supply source)
 An emergency power supply, with two EPS relays and an ARMED/TEST switch
 A DC-to-DC converter, to supply 12 VDC auxiliary power to connections in the cabin for passenger use.
External Power
The external power system supplies all the systems of the aircraft that use DC power when the aircraft is on the ground and the
engine is stopped. The external power system has an external power receptacle, an external power relay, an EXT PWR switch
and a control unit.
Load Distribution
The load distribution system controls the AC and DC power supplies to all the systems in the aircraft that use electrical power.
The components for the load distribution system depends on the system configuration. The load distribution components
include:
 A GENERATOR 1 BUS
 A GENERATOR 2 BUS
 A BATTERY BUS
 A powerline
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 A battery direct bus

 A cross-tie bus
 A NON ESSENTIAL BUS
 An AVIONIC 1 BUS
 An AVIONIC 2 BUS
 A 26 VAC BUS
 A STANDBY BUS
 An EPS POWER bus
 A 12 VDC auxiliary power bus
 A front right circuit breaker panel
 A front left circuit breaker panel
 A rear right circuit breaker panel
 A rear left circuit breaker panel.
12 VDC Auxiliary Power (Optional)

The 12 VDC auxiliary power system supplies the low voltage DC power for personal electronic equipment in the cabin. Six
auxiliary power outlet sockets are installed at different locations in the cabin so that passengers can connect equipment such as
notebook or handheld computers, printers, mobile phone chargers and DVD players.
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ELECTRICAL POWER SYSTEM SCHEMATIC - EXAMPLE A

12
ELECTRICAL POWER SYSTEM SCHEMATIC - EXAMPLE B

13
AC GENERATION
General
The AC generation system supplies 26 VAC to the 26V AC BUS. The system has:
 Two static inverters or one dual-channel inverter
 An INV switch
 An inverter master relay.
The power supplies to the system are:

 28 VDC through the INV 1 (BATTERY BUS) circuit breaker
 28 VDC through the INV 2 (GENERATOR 1 BUS) circuit breaker.
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Component Description
A. Static Inverter
Aircraft with Two Static Inverters
Type Marathon PC-125-12B(Ref. Fig. 1)
The two static inverters are installed below the passenger compartment floor, between frames 16 and 17. The static inverters
are the same. Each one is in a rectangular case with an electrical connector at one end.
Each static inverter changes the 28 VDC input to 26 VAC 400 Hz and 115 VAC 400 Hz. The 115 VAC supply is not used. One
static inverter can supply the necessary load for the AC generation system. The inverter operates when its on/off pin is
connected to ground.
Aircraft with a Dual-Channel Static Inverter
Type Avionic Instruments 1A40-2C26-1653(Ref. Fig. 1)
The dual-channel static inverter is installed below the passenger compartment floor, between frames 16 and 17. The two
channels are in a single rectangular case with two electrical D-connectors at one end (one for each channel). A metal plate
separates the two channels mechanically to make sure that a failure of one channel does not physically damage the other
channel.
The two channels of the dual-channel static inverter are independent but have the same function, each changes the 28V DC
input to 26V AC 400 Hz. One channel can supply the necessary load for the AC generation system. The channel is inhibited
when its on/off pin is connected to ground.
Aircraft with Two Static Inverters
Type KGS SC3(A)(Ref. Fig. 1)

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The two static inverters are installed below the passenger compartment floor, between frames 16 and 17. The static inverters
are the same. Each one is in a rectangular case with an electrical connector at one end.
Each static inverter changes the 28 VDC input to 26 VAC 400 Hz. One static inverter can supply the necessary load for the AC
generation system. The inverter is inhibited when its on/off pin is connected to ground.
B. INV Switch
(Ref. Fig. 1),(Ref. Fig. 2) and (Ref. Fig. 3)

The INV switch is used for selection of the active static inverter (or inverter channel). It is installed on the ELECTRICAL POWER
MANAGEMENT Panel (EPMP). It can be a rocker switch (S241) or a toggle switch. The INV switch has the positions GEN and
BAT (for the rocker switch S241) or GEN 1 and BATT (for the toggle switch).
C. Inverter Master Relay

The inverter master relay connects the 26 VAC output from inverter 1 or inverter 2 to the aircraft 26V AC BUS. The relay also
opens or closes a ground connection to the on/off pin of one of the inverters. The on/off pin of the other inverter is connected
directly to the INV switch on the EPMP. The inverter master relay is installed below the passenger compartment floor, between
frames 16 and 17.
The inverter master relay is energized from the GENERATOR 1 BUS. It is connected to ground through the INV switch on the
EPMP.
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Operation
A. Aircraft with Two Static Inverters Type Marathon PC-125-12B

The BATTERY BUS supplies inverter 1 with 28 VDC through the INV 1 circuit breaker CB241. When the INV switch on the
EPMP is set to BAT, the on/off pin of static inverter 1 is connected to ground. This sets inverter 1 to on, which gives an output of
26 VAC to the 26V AC BUS through the contacts of the (de-energized) inverter master relay, K241. The AC common line from
inverter 1 also goes through the contacts of the inverter master relay to ground.
The GENERATOR 1 BUS supplies inverter 2 with 28 VDC through the INV 2 circuit breaker CB242. It also supplies the power to
the energizing coil of the inverter master relay. When the INV switch on the EPMP is set to GEN:
 It disconnects the on/off pin of static inverter 1 from ground, which sets inverter 1 to off
 It connects the energizing coil of the inverter master relay K241 to ground, which energizes the relay.
]One set of contacts of the energized relay connect the on/off pin of static inverter 2 to ground, which sets inverter 2 to on.
Inverter 2 now gives an output of 26 VAC to the 26V AC BUS through a second set of contacts of the inverter master relay. A
third set of contacts is used to change the ground connection of the AC common line from static inverter 1 to static inverter 2.
The Central Advisory and Warning System (CAWS) monitors the AC voltage on the 26V AC BUS. When the selected static
inverter (BAT/inverter 1 or GEN/inverter 2) gives no output of AC power to the 26V AC BUS:
 The light emitting diode (LED) on the EPMP (if installed) comes on
 The INVERTER caution caption on the CAWS panel comes on
 A ‘gong’ tone is heard on the flight compartment headsets and speakers.
B. Aircraft with a Dual-Channel Static Inverter Type Avionic Instruments 1A40-2C26-1653

(Ref. Fig. 1)
The BATTERY BUS supplies the inverter 1 channel with 28 VDC through the INV 1 circuit breaker CB241. The GENERATOR 1
BUS supplies the inverter 2 channel with 28 VDC through the INV 2 circuit breaker CB242. It also supplies the power to the
energizing coil of the inverter master relay K241.
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When the INV switch on the EPMP is set to BATT, the inverter master relay is de-energized:
 One set of relay contacts connect the on/off pin of the inverter 2 channel to ground, which sets the inverter 2 channel to off
(the inverter 1 channel on/off pin is open, which sets the inverter 1 channel to on)
 A second set of contacts connect the 26 VAC output from the inverter 1 channel to the 26V AC BUS
 A third set of contacts connect the AC common from the inverter 1 channel to ground.
When the INV switch on the EPMP is set to GEN 1, it connects a grounding circuit to the on/off pin of the inverter 1 channel and
to the coil of the inverter master relay. The inverter 1 channel is set to off. At the same time, the inverter master relay energizes
and its contacts change position:
 One set of contacts open the grounding circuit of the inverter 2 channel on/off pin, which sets the inverter 2 channel to on
 A second set of contacts connect the 26 VAC output from the inverter 2 channel to the 26V AC BUS
 A third set of contacts connect the AC common from the inverter 2 channel to ground.
The CAWS monitors the AC voltage on the 26V AC BUS (Ref. \ifatt(seq="0")\else, \endif31-50-00 ). When the selected inverter
channel (BATT/inverter channel 1 or GEN 1/inverter channel 2) gives no output of AC power to the 26V AC BUS:
C. Aircraft with Two Static Inverters Type KGS SC3(A) (Ref. Fig. 2)
The BATTERY BUS supplies inverter 1 with 28 VDC through the INV 1 circuit breaker CB241. The GENERATOR 1 BUS
supplies inverter 2 with 28 VDC through the INV 2 circuit breaker CB242. It also supplies the power to the energizing coil of the
inverter master relay K241.
When the INV switch on the EPMP is set to BATT, the inverter master relay is de-energized:
 One set of relay contacts connect the on/off pin of inverter 2 to ground, which sets inverter 2 to off (inverter 1 on/off pin is
open, which sets inverter 1 to on)
 A second set of contacts connect the 26 VAC output from inverter 1 to the 26V AC BUS
 A third set of contacts connect the AC common from inverter 1 to ground.
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When the INV switch on the EPMP is set to GEN 1, it connects a grounding circuit to the on/off pin of inverter 1 and to the coil of
the inverter master relay. Inverter 1 is set to off. At the same time, the inverter master relay energizes and its contacts change
position:
 One set of contacts open the grounding circuit of the inverter 2 on/off pin, which sets inverter 2 to on
 A second set of contacts connect the 26 VAC output from inverter 2 to the 26V AC BUS
 A third set of contacts connect the AC common from inverter 2 to ground.
The CAWS monitors the AC voltage on the 26V AC BUS (Ref. \ifatt(seq="0")\else, \endif31-50-00 ). When the selected inverter
channel (BATT/inverter 1 or GEN 1/inverter 2) gives no output of AC power to the 26V AC BUS:
19
TWO STATIC INVERTERS TYPE MARATHON PC-125-12B - SCHEMATIC

20
DUAL-CHANNEL STATIC INVERTER TYPE AVIONIC INSTRUMENTS 1A40-2C26-1653 - SCHEMATIC

21
TWO STATIC INVERTERS TYPE KGS SC3(A) - SCHEMATIC

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DC GENERATION
General
The DC generation system supplies DC electrical power to the different systems in the aircraft.
The system has these components:
 A starter generator
 A generator 2
 A 24 VDC battery circuit
 Voltage regulators (Generator-control units)
 Current sensors
 The bus bar cross-tie circuit breakers
 Indicator switches and displays
 ELECTRICAL POWER MANAGEMENT panel (EPM)
The system supplies 28 VDC to all the DC bus bars of the load distribution system
These are the sources of DC electrical power:
 The primary source is the starter generator
 The secondary source is generator 2
 The battery circuit supplies DC electrical power for the system that starts the engine
 The standby electrical-power system (If installed)
 The Emergency Power Supply (EPS) system (If installed)
When the aircraft is on the ground, the external electrical-power source supplies the DC electrical power
The display unit of the Engine Instrument System (EIS) shows the DC voltage and load.
The system sends a warning signals to the Central Advisory and Warning System (CAWS).
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A. Starter Generator
The starter generator has two functions. The starter generator operates:
 As an electric motor to turn the engine
 As the No. 1 generator to supply 28 VDC to the power generation system
The starter generator is installed on the engine-accessory gear box at the aft of the engine.
The starter generator is in a metal container. There is a terminal block on the top of the metal container. There is an inspection
cover around the starter generator brushes. Each brush has a wear line to show the brush wear. The starter generator has a
splined drive shaft that engages with the gears in the accessory gear box. A duct and fan, supply the air to the starter generator
to keep it cool. A Quick Attach and Detach (QAD) adapter attaches the starter generator to the accessory gear box.
The starter generator supplies a continuous maximum load of 300 or 400 (optional) Amperes.
B. Generator 2
The No. 2 Generator is an alternator with a rectifier that supplies 28 VDC to the power generation system.
The No. 2 generator is installed on the engine-accessory gear box aft of the engine.
The No. 2 generator is in a metal container. The No. 2 generator has a pulley, fan and a drive belt at the aft end of the generator.
There are electrical connections and a cooling duct at the front end of the generator. The duct and fan, supply the air to the No.
2 generator to keep it cool. A turnbuckle and a bolt attach the No. 2 generator to the accessory gear box. The turnbuckle adjusts
the tension on the drive belt.
The No. 2 generator supplies a continuous load of 115 Amperes.
C. Battery Circuit
The battery circuit supplies 24 VDC power for the system that starts the engine. The battery circuit supplies DC electrical power
to the bus bars for a small time if there is a failure of the generators.
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There are four configurations of battery possible, they are:

 Single NICAD 40 Ah
 Dual NICAD 40 Ah
 Single lead acid 42 Ah
 Dual lead acid 42 Ah
Each battery is installed in a battery mounting tray in the rear fuselage. The batteries are held in their battery mounting tray with
two tie rods, locking plates and wing nuts.
Each battery has an electrical connector which is the output to the DC generation system. Each NICAD battery has a second
electrical connector which connects the battery internal temperature switches to the CAWS.
Each side of the battery housing has a hose that lets a flow of air through the battery.
D. Voltage Regulator (Generator Control Units)
There are two voltage regulators, or Generator Control Units, installed. The voltage regulators are:
 No. 1 Voltage regulator
 No. 2 Voltage regulator
The No. 1 voltage regulator is installed below the center part of the engine cowling. The No. 2 voltage regulator is installed on
the No. 10 frame in the engine compartment. The voltage regulators are in metal containers. The No. 1 voltage regulator has an
electrical connection. The No. 2 voltage regulator (MSN 321 and 401 to 999) has two electrical connections
Each voltage regulator controls the field current of their related generator shunt. The voltage regulators monitor the voltage at
the bus bars and compare the bus bar voltage with a set reference voltage. If there is a difference between the voltages, the field
current of the generator shunt changes. The change of shunt field current keeps the output voltage of the generator between the
set limits.
The No. 1 voltage regulator has control of the voltage output of the starter generator. The voltage regulator prevents high or low
voltage, reverse current and monitors the malfunction conditions.
The No. 2 voltage regulator has control of the voltage output of the No. 2 generator. The No. 2 voltage regulator prevents high or
low voltage.
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Each voltage regulator output is adjustable.
E. Current Sensor
The current sensors are installed on the wires in the DC electrical-power circuit. Each current sensor monitors the flow of current
through a circuit from the related source of the DC electrical power. When the circuit current flows, the current sensor sends a
signal to the indicators on the EIS display unit or the EPM panel.
Each current sensor is in a thermo-plastic container. The thermo-plastic container has two mounting flanges and an opening
through the middle for the conductor of the current.
F. Bus Bar Cross-Tie Circuit Breaker
There are two bus bar, cross-tie circuit breakers. The cross-tie circuit breakers are BAT/GEN 1 TIE and BAT/GEN 2 TIE. The
usual position of the BAT/GEN TIE is closed and it connects the powerline to the Generator 1 relay, Generator 1 bus bar and the
Avionic 2 bus bar. The usual position of the BAT/GEN 2 TIE is open.
If a failure of the Generator 2 occurs the BAT/GEN 2 TIE will close and connect the powerline to the Generator 2 bus bar and the
passenger compartment under floor heater.
The cross-tie circuit breakers are installed between frames 16 and 17 below the floor of the passenger compartment. The
current specification for the cross-tie circuit breaker connected between the battery and the generator 1 bus bars is 220
Amperes. The current specification for the cross-tie circuit breaker connected between the battery and the generator 2 bus bars
is 130 Amperes. Each circuit breaker has an internal control circuit.
G. Indicator Switches and Displays
The monitored parameters from the DC generation system that are shown on the EIS panel are:
The EIS Panel (MSN 101-111)

Two indicator, push button type, switches, GEN 1 and GEN 2, connect the monitored parameters to the EIS display panel.
The DC Volts and the DC Amperes are shown on the center right display.
26
The EIS Panel (MSN 112-320 and 322-400)

The battery DC Volts and the DC Amperes are shown on the bottom left display. The No. 2 Generator DC Volts and the DC
Amperes are shown on the bottom-center display.
Post SB 24-011 and MSN 261-400. The No. 1 Generator DC Volts and Amperes are shown on the indicator. The indicator is
installed on the left side of the EPM panel.
The EIS Panel (MSN 321 and 401-999)

The No. 1 Generator DC Volts and Amperes are shown on the bottom left display. The No. 2 Generator DC Volts and Amperes
are shown on the bottom-center display.
H. EPM Panel
The EPM panel gives the control and the warning indication for the electrical-power system. The EPM panel is installed in the
overhead position and has three primary configurations:
 A single battery EPM panel
 A dual battery EPM panel
 The EPM part of the multi function overhead control panel
Single Battery EPM Panel Components (MSN 101-320 and 322-400)
The single battery EPM panel has these components:

 A GEN 1 ON (generator 1) switch
 An EXT PWR ON (external power) switch
 A BAT ON (battery) switch
 A GEN 2 ON (generator 2) switch
 A STBY PWR (standby power) switch (if installed)
 A no smoking and fasten your seat belt switch (executive interior)
 A GEN 1 RESET/NORM (generator 1 reset) switch
27
 A GEN 2 RESET/NORM (generator 2 reset) switch (MSN 121-230 - Pre SB 24-010)

 LED indicators
 A BUS TIE circuit breaker
 A GEN 2 TIE (generator 2) circuit breaker
 An INV BAT/GEN switch (inverter)
 An AVIONIC 2 ON/OFF (avionic 2 bus) switch
 A N ESNTL AUTO/OVRD ON (non-essential) switch
 A gate bar
Each DC generation control switch controls the DC power to the related bus bar from the available sources of the system. The
switches are rocker type.
The switches that follow have an ON and an OFF position:
 GEN 1
 EXT PWR
 BAT
 GEN 2
The gate bar can control these switches. The gate bar sets all these switches to the off position in an emergency.
The optional STBY-PWR switch is a two position rocker switch that controls the standby-power system.
The executive-interior aircraft has a no smoking and fasten your seat belt sign, rocker switch installed in the EPM panel. The
switch has an ON and an OFF position.
The GEN 1 RESET switch sets the No. 1 voltage regulator to the usual condition after a fault condition has latched the internal-
protection circuit. The GEN 2 RESET switch (MSN 121-230 - Pre SB 24-010) sets the No. 2 voltage regulator to the usual
condition after a fault condition has latched the internal-protection circuit. The switches are the rocker type that have two
positions. The switch labels are NORM and RESET. An internal spring sets the switches to the NORM position for the usual
operation of the system.
The EPM panel shows LED indication signals for the DC power on the related bus bars.
28
When the DC power is not on the bus bar or there is a failure, the LED indicator comes on. When the DC power is on the bus
bar, the LED indicator goes off.
The captions that follow have a red (off) LED indicator light:
 GEN 1
 GEN 2
 AVIONIC 1
 AVIONIC 2
The captions that follow have an amber (off) LED indicator light:
 GEN 2 TIE
 N ESNTL
 AC
The EXT PWR has an amber LED indicator light that shows when external power is connected and is set to the ON position.
The EPMU supplies the excitation voltage for the current sensors.
When the light level is low, and the DC system is de-energized:
 The switch lighting on the EPM panel comes on, when the DOME-LIGHT switch, is set to 50%
 The switch lighting on the EPM panel comes on for 45 seconds when the DOME-LIGHT 45 second switch, is pushed
Each circuit breaker gives the protection to the control circuits of the bus bar, cross-tie circuit breakers. The circuit breakers have
the labels BUS TIE and GEN 2 TIE. The current specification of each circuit breaker is 1 Ampere.
Dual Battery EPM Panel Components (MSN 101-320 and 322-400 with dual batteries installed)
The dual battery EPM panel has these components:

 A GEN 1 ON/OFF/RESET (generator 1) switch
 An EXT PWR ON/OFF (external power) switch
 A BAT 1 ON/OFF (battery 1) switch
 A BAT 2 ON/OFF (battery 2) switch
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 A GEN 2 ON/OFF/RESET (generator 2) switch

 A STBY PWR (standby power) switch (if installed)
 A no smoking and fasten your seat belt switch (executive interior)
 LED indicators
 A BUS TIE circuit breaker
 A GEN 2 TIE (generator 2) circuit breaker.
 An INV BAT/GEN switch (inverter)
 A N ESNTL AUTO/OVRD ON (non-essential) switch
 Two DC Voltmeter indicators
 Two DC Ammeter indicators
 A gate bar
Each DC generation control switch controls the DC power to the related bus bar from the available sources of the system. The
switches are rocker type.
The switches that follow have an ON and an OFF position:
 EXT PWR
 BAT 1
 BAT 2
The gate bar can control the switches. The gate bar sets all the switches to the off position in an emergency.
The STBY-PWR switch is a two position rocker switch that controls the standby-power system.
The executive-interior aircraft has a no smoking and fasten your seat belt sign, rocker switch installed in the EPM panel. The
switch has an ON and an OFF position.
The GEN 1 ON/OFF/RESET switch sets the No. 1 voltage regulator to the usual condition after a fault condition has latched the
internal-protection-circuit. The GEN 2 ON/OFF/RESET switch sets the No. 2 voltage regulator to the usual condition after a fault
30
condition has latched the internal-protection-circuit. The switches are rocker type and have three positions. The labels are ON,
OFF and RESET.
The EPM panel shows LED indication signals for the DC power on the related bus bars.
When the DC power is not on the bus bar or there is a failure, the LED indicator light comes on. When the DC power is on the
bus bar, the LED indicator light goes off.
The labels that follow have a red (off) LED indicator light:
 AC
 GEN 1 BUS
 GEN 1
 BAT 1 BUS
 BAT 1
 BAT 2
 GEN 2
 GEN 2 BUS
 AVIONIC 1
 N ESNTL
 AVIONIC 2
The GEN 2 TIE ON caption has an amber (off) LED indicator light.
The EXT PWR has a green AVAIL LED indicator light and an amber LED indicator light. The green AVAIL LED indicator light
shows that external electrical power is connected and available. The amber LED indicator light shows when external power is
connected and set to the ON position.
The BAT 1 and BAT 2 AMP/VDC indicators show the voltage and the current of the related battery. A positive BAT current is the
rate that charges the battery.
A BAT 1 and a BAT 2 OVERTEMP red LED indicator light is installed below the AMP/VDC indicators. The indicators only
operate when NiCad batteries are installed. If a NiCad battery internal temperature is high, an OVERTEMP red indicator light will
come on.
31
The optional STBY PWR switch is a two position switch. When the switch is set to the ON position and the battery or external
power circuits are off, electrical power is supplied to the MFD.
The EPMU also supplies the excitation voltage for the current sensors.
EPM Part of the Multi Function Control Panel Components (MSN 321 and 401-999)
The EPM panel is the center part of the overhead panel.

The single and dual battery EPM panel has these components:
 A MASTER POWER EMERGENCY OFF switch (Gated)
 A GEN 2 (generator 2) switch
 A standby bus ON indicator light.
 A STBY BUS (standby bus) switch
 An INV GEN 1/BATT (inverter selection) switch
 A NON ESS OVRD/AUTO (non-essential bus) switch
 An AV 1 (avionics bus 1) switch
 An AV 2 (avionics bus 2) switch
 A BUS TIE circuit breaker indicator
 A GEN 2 TIE (generator 2) circuit breaker indicator
 A BATT 2 (battery 2 - optional equipment) switch
 An EXT PWR/OFF (external power - 3 position) switch
 An external power AVAIL (available) indicator light
 An external power ON indicator light
 A BATT 1 (battery 1) switch
 A GEN 1/RESET (generator 1 - 3 position) switch
 Two DC Voltmeter indicators (battery 2 - optional equipment)
 Two DC Ammeter indicators (battery 2 - optional equipment)
 Two BAT HOT (battery hot) indicator lights (battery 2 - optional equipment)
 The electrical power management unit (EPMU)
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 LED indicators
Each DC generation control switch controls the DC power to the related bus from the available sources of the system. The
connections from the switches to the cross tie circuit breakers are shown on the EPM panel by white lines. The latest EPM panel
has the lines colored with the same colors as those shown on the circuit breaker panels. The switches are toggle type. On the
latest EPM panel, the GEN 1, GEN 2, BAT 1, BAT 2 (if installed), AV 1 and AV 2 toggle switches are replaced with locking type
switches. These switches must be pulled out before they can be moved from the on position.
The gated MASTER POWER EMERGENCY OFF switch sets all the electrical power off.
The STBY BUS switch is a two position switch. When the switch is set to STBY BUS, electrical power is supplied to certain
avionic systems without the battery or external power circuits being on.
The STBY BUS ON, blue indicator light comes on when the standby power is on.
The BATT 1 and optional BATT 2 switches set the battery power to on or off.
The GEN 1 switch has three positions on, off and a RESET position. The GEN 1 switch RESET position is spring loaded back to
the on position when it is released. The GEN 2 switch has two positions on and off. These switches set the generators to on or
off.
When the external electrical power supply is connected to the aircraft, a green AVAIL LED caption adjacent to EXT PWR switch
comes on. The external electrical power is available when the AVAIL LED is on. When the EXT PWR switch is set to EXT PWR,
a blue ON LED caption adjacent to the EXT PWR switch comes on.
The AV 1 switch supplies 28 VDC, electrical power to the avionic bus 1 when set to the on position. The AV 2 switch supplies 28
VDC, electrical power to the avionic bus 2 when set to the on position.
The NON ESS switch is a two position switch AUTO and OVRD. When the switch is set to AUTO, the non essential busbar
electrical power is supplied from the GEN 1. In this position, the non essential busbar is shed when the GEN 1 fails. When the
switch is set to OVRD, the non essential bus electrical power is supplied from the main battery bus and is not affected by a
generator failure.
The INV switch has two positions, GEN 1 and BATT.
 When the switch is set to GEN 1, the No. 2 inverter supplies 26 VAC 400 Hz to the AC bus bar
 When the switch is set to BATT, the No. 1 inverter supplies 26 VAC 400 Hz to the AC bus bar
 The panel has these indicators:
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 Two battery, too hot (BAT HOT) red LED indicator lights. The BATT 2 is optional equipment. With NiCad batteries, if the
battery internal temperature is high, a BAT HOT red indicator light comes on
 Five bus status indicators. If the bus bar is not energized, the five bus, status, LED indicators, come on
 Two battery (on off) line, LED indicators (BATT 1 and optional BATT 2). If a battery is not connected to the bus bar, a
battery red (on off) line, LED indicator light comes on
 Two AMP/VDC indicators (BATT 1 and optional BATT 2). The BATT 1 and optional BATT 2 AMP/VDC indicators show the
voltage and the current of the related battery. A positive current is the rate that charges the battery.
34
Operation (Ref. Fig. 2)
NOTE: The single and dual battery EPM panel captions are shown in brackets.
A. Starter Generator Power
During the start sequence of the engine, the starter generator turns the engine. When the speed of the engine is approximately
46% NG, the generator supplies the sufficient voltage for the No. 1 voltage regulator to operate. The internal circuits of the No. 1
voltage regulator monitor the output voltage of the generator. The generator-output voltage and the generator 1 bus bar voltage
are compared. The line-control signal from the No. 1 voltage regulator energizes the generator 1 relay when these conditions
occur:
 The EXT PWR switch on the EPM panel is set to the OFF position and
 The GEN 1 switch on the EPM panel is set to the on position
The generator 1 relay has two sets of contacts. The starter generator-output voltage is connected through a set of contacts to
these connections:
 The generator 1 bus bar through the GEN 1 BUS circuit breaker
 The ESNTL BUS caption of the CAWS
 The avionic 2 bus bar through the GEN 1/AV 2 BUS circuit breaker
 The sensing input of the bus bar voltage on the voltage regulator 1
 The GEN input of the BUS TIE cross-tie circuit breaker
 The propeller de-ice system through the PROP PWR circuit breaker
 The N ESNTL bus bar through the BUS TIE cross-tie and N ESNTL BUS circuit breaker
 The battery bus bar through BAT TIE cross-tie circuit breaker
 The avionic 1 bus bar through the BUS TIE cross-tie circuit breaker
The other set of contacts change the routing of the ground signal that controls:
 The GEN 1 OFF caution on the CAWS
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 The ground for the N ESNTL BUS relay when the N ESNTL or (NON ESS) switch is set to AUTO
 The GEN 2 TIE cross-tie circuit breaker
When the generator 1 relay is energized, the CAWS GEN 1 OFF caution goes off. If there is no output from the No. 2 generator,
the GEN 2 TIE cross-tie circuit breaker operates. 28 VDC is supplied to the GEN 2 bus bar.
The voltage regulator controls the output voltage of the starter generator that is set between 27.75 and 28.25 VDC. The voltage
regulator continuously monitors the output voltage and keeps the set voltage between 27.75 and 28.25 VDC. If the output
voltage is above or below the set limits, the internal circuits of the voltage regulator cause the generator 1 relay to de-energize.
When the generator 1 relay is de-energized, the output from the starter generator is disconnected from the bus bars. The
generator 1 power system supplies a continuous maximum load of 300 Amperes (standard generator) or 400 Amperes (uprated
generator).
B. Generator 2 Power
When the engine operates, the generator 2 supplies DC power to the contacts of the generator 2 relay. The generator 2 relay
energizes when these conditions occur:
 The EXT PWR switch on the EPM panel is set to the OFF position
 The GEN 2 switch on the EPM panel is set to the on position
The generator 2 relay has two sets of contacts. The No. 2 generator-output voltage is connected through a set of contacts to
these connections:
 The GEN input of the GEN 2 TIE cross-tie circuit breaker
 The generator 2 bus bar through the GEN 2 BUS circuit breaker
 The amber GEN 2 TIE ON LED indicator on the EPM panel, not applicable to the multi function overhead control panel
(MSN 321 and 401-999)
The other set of contacts change the routing of the ground signal that controls:
 The GEN 2 TIE cross-tie circuit breaker
 The GEN 2 OFF caution on the CAWS
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When the GEN 2 switch is set to the on position, the generator 2 relay is energized. When the generator 2 relay is energized, the
GEN 2 red LED indicator and the CAWS GEN 2 OFF caution lights, go off. The contacts of the GEN 2 TIE cross-tie circuit
breaker open. The No. 2 generator supplies a maximum load of 115 Amperes. The No. 2 voltage regulator controls the output
voltage of No. 2 generator.
If there is no output from the No. 1 generator, the GEN 2 TIE cross-tie circuit breaker closes and 28 VDC is supplied to the bus
bars. The GEN 2 TIE amber LED and the N ESNTL amber LED indicator lights, come on, not applicable to the multi function
overhead control panel (MSN 321 and 401-999).
C. Battery Power
The battery supplies DC power to the contacts of the battery relay and the Battery-Direct bus bar. The battery relay energizes
when the BAT or (BATT 1) switch on the EPM panel is set to the on position. Pre SB 24-008 the external power relay is also
engized.
When the engine is stopped, the contacts of the battery relay connect the output voltage of the battery to these components:
 The starter relay
 The battery bus bar
 The generator 1 bus bar
 The generator 2 bus bar
 The avionic 1 bus bar
 The BAT OFF caution on the CAWS
 The DC IND/GEN 1 indicator switch on the EIS (MSN 101-111)
The contacts of the relay also connect the battery power to the hydraulic power, flap power, and the cooling-system power
circuits. The battery bus bar supplies the DC power to the non-essential bus when the N ESNTL or (NON ESS) switch is set to
OVRD ON or (OVRD).
37
When the BAT, BAT 1 or (BATT 1) switch is set to the on position, the CAWS BAT OFF caution will go off. Post SB 24-008 and
MSN 230-999, the red BAT bus bar indicator will go off if external power is available and ON . MSN 321 and 401-999 without
external power, the red BAT bus bar indicator will go off if the STBY BUS switch is ON .
D. Battery Bus Isolation
The BUS TIE and the GEN 2 TIE cross-tie circuit breakers isolate the battery bus bar from the generator 1 and generator 2 bus
bars. If there is more than a 220-Ampere load through the BUS TIE cross-tie circuit breaker it will open. If there is more than
145-Ampere load through the GEN 2 TIE cross-tie circuit breaker it will open.
E. DC Power Management
The switches on the EPM panel control the selection of the available DC power sources to the different bus bars.
When the external power is available and the EXT PWR switch is set to the ON position, the generator disconnect-relay
energizes. The generator disconnect-relay prevents the selection of the other DC power sources.
When the engine operates and the N ESNTL or (NON ESS) switch is set to AUTO the non-essential bus relay energizes through
the closed contacts of the generator 1 relay. The N ESNTL bus LED indicator on the EPM panel (not applicable to the multi
function overhead control panel (MSN 321 and 401-999) and the N ESNTL BUS caution on the CAWS go off. With the engine
stopped and without external power, the non-essential bus bar can be powered with the N ESNTL or (NON ESS) switch set to
OVRD ON or (OVRD) position. The non-essential relay then energizes and supplies the battery to the non-essential bus bar.
When the AVIONIC 1 or (AV 1) switch is set to the on position, the avionic 1 relay energizes. The contacts connect the power to
the avionic 1 bus bar and send an AV BUS signal to the CAWS and the EPMU. The red AVIONIC 1 bus LED indicator on the
EPM panel and the AV BUS warning on the CAWS go off.
When the AVIONIC 2 or (AV 2) switch is set to the on position, the avionic 2 relay energizes. The contacts connect the power to
the avionic 2 bus bar and send an AV BUS signal to the CAWS and the EPMU. The AVIONIC 2 or (AV 2) bus LED indicator and
the AV BUS warning on the CAWS go off.
38
F. DC Bus Voltage and Load Indication
MSN 101-111. The EIS display unit shows the DC VOLTS and the DC AMPS of the starter generator, generator 2, battery and
external DC electrical power sources. The two indicator switches connect the voltage and the load data signals to the EIS
display unit. The indicator switches set the selection of the DC power source and the display shows:
 The related voltage at the bus bar
 The current load on the DC power source
When the two push buttons are out, the EIS display unit shows the voltages and the currents that follow:
 External voltage and current
 Battery voltage and current
When the GEN 1 push button is pushed in, the DC IND caption on the GEN 1 push button comes on. The EIS display unit shows
the generator 1 voltage and current. When the GEN 1 push button is pushed out and the GEN 2 push button is pushed in, the
DC IND caption on the GEN 2 push button comes on. The EIS display unit shows the generator 2 voltage and current.
MSN 112-320 and 322-400. The EIS display unit shows the battery BAT DC Amperes and DC Volts and the No. 2 generator
(GEN 2) DC Amperes and DC Volts.
Post SB 24-011 and MSN 261-400. The GEN 1 AMP and VDC are shown on the indicator adjacent to the EMP panel.
MSN 321 and 401-999. The EIS display unit shows the starter generator (GEN 1) DC Amperes and DC Volts and the No. 2
generator (GEN 2) DC Amperes and DC Volts.
Each current sensor measures the current that flows through the bus bars. When the load increases or decreases, the current
increases or decreases. The load current is shown on the EIS display in Amperes.
G. No. 1 Generator Malfunction Monitor
The No. 1 generator system, monitors malfunctions through the protection circuits in the No. 1 voltage regulator. The malfunction
conditions, that the protection circuits monitor are low voltage, high voltage, high-current load and reverse current.
The low voltage-protection occurs when the output of the generator decreases to less than 20 VDC for more than 10 seconds.
The protection circuit stops the field current of the generator shunt which stops the output of the line-control-signal from the No.
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1 voltage regulator. The generator 1 relay de-energizes and the open contacts disconnect the output of the generator from the
generator 1 bus bar. The GEN 1 OFF caution on the CAWS display unit comes on.
When the start control voltage is more than 40 VDC, high voltage protection occurs. The generator 1 relay stays de-energized
until the start control voltage is in the set limits again.
When the starter generator-output is more than 32.5 VDC, the second high voltage protection occurs. The generator 1 relay de-
energizes and stays de-energized until the GEN 1 RESET switch is set to RESET.
When the generator-output current is more than 150% of the specified output for approximately 10 seconds, high-current load
protection occurs. The high-current load signal is a voltage in proportion to the output current of the generator. The high-current
load signal latches the internal-protection circuit. The generator 1 relay de-energizes and the open contacts disconnect the
output of the generator from the generator 1 bus bar. The GEN 1 OFF caution on the CAWS display unit comes on.
The reverse current protection occurs when the generator 1 bus bar-power flows into the generator. The reverse current
protection can occur during a usual engine shutdown or because of a malfunction in the system. After a time-delay, the
generator 1 relay de-energizes. The current flow level gives the rate of the time-delay. The open contacts disconnect the output
of the generator from the generator 1 bus bar. The GEN 1 OFF caution on the CAWS display unit comes on.
H. Generator Test and Reset
The maintenance box when connected to the CAT connector sends test-signals for the high voltage-circuit (OVV) and the high-
current load-circuit (OVL) in the No. 1 voltage regulator.
The No. 1 or 2 generator systems are set to the usual operation-mode by the GEN 1 RESET switch or the GEN 2 RESET switch
(MSN 121-230 - Pre SB 24-010) after the conditions that follow:
 No. 1 and 2 generator low voltage-malfunction
 No. 1 and 2 generator high voltage-malfunction
 No. 1 generator high-current load-malfunction
 No. 1 voltage regulator high-current load-circuit test
 No. 1 voltage regulator high-voltage-circuit test
When the switches are in the RESET, position:

 The GEN 1 RESET switch supplies 28 VDC to reset the internal circuits of the No. 1 voltage regulator
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 The GEN 2 RESET switch (MSN 121-230 - Pre SB 24-010) gives a ground to reset the internal circuits of the No. 2 voltage
regulator
I. Bus Lamp Test
When the TEST switch is set to LAMP TEST, a ground signal is connected to the bus, LED indicators on the EPM panel. All the
LED indicators come on and stay on until the switch is released. MSN 101-320 and 322-400. The TEST switch is in the panel on
the left of the flight compartment. MSN 321 and 401-999. The TEST LAMP switch is installed in the overhead panel.
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OVERHEAD ELECTRICAL POWER MANAGEMENT PANEL - LAYOUT (MSN 101-320 AND 322-400)
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LATEST OVERHEAD ELECTRICAL POWER MANAGEMENT PANEL - LAYOUT (MSN 321 AND 401-999)
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DC GENERATION SYSTEM - SCHEMATIC (MSN 101-320 AND 322-400)

44
DC GENERATION SYSTEM - SCHEMATIC ( MSN 101-320 AND 322-400)
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DC GENERATION SYSTEM - SCHEMATIC (MSN 321 AND 401-999)

46
DC GENERATION SYSTEM - SCHEMATIC (MSN 321 AND 401-999)

47
EXTERNAL POWER
General
The external electrical-power system, supplies DC power to the aircraft when the aircraft is on the ground and the engine is
stopped.
The system has these components:
 - An external power receptacle
 - An external power switch
 - LED indicator lights
 - An external-power control unit (Post SB 24-008 and MSN 231-999)
The external-power system supplies 28 VDC to these components of the electrical power sub-systems:
 The Electrical Power Management Unit (EPMU) of the DC generation system
 The powerline of the load distribution system
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A. External Power Receptacle
The external-power receptacle connects the supply of DC power from the External Power Unit (EPU) to the electrical-power
system of the aircraft. It is installed on the left of the rear fuselage. The external-power receptacle has three pins that have
different dimensions. The pins prevent the incorrect connection of the EPU connector.
B. External Power Switch
The external power switch caption is EXT PWR. It controls the operation of the external power system. It is a rocker type (MSN
101-320 and 322-400) or a toggle type (MSN 321 and 401-999) switch installed on the Electrical Power Management panel
(EPM). The EXT PWR switch has two positions ON and OFF (MSN 101-320 and 322-400) or EXT PWR and OFF (MSN 321
and 401-999).
C. LED indicator lights
The external-power circuit has one or two LED indicator lights installed in the EPM panel.
MSN 101-320 and 322-400. There is an amber LED indicator light adjacent to the EXT PWR switch that comes on when the
EXT PWR switch is set to the ON position and the external power is connected to the aircraft. The dual battery EPM panel also
has an a green AVAIL LED indicator light. The indicator light comes on when the external electrical power is connected to the
aircraft and is available.
MSN 321 and 401-999. There is a blue LED indicator light adjacent to the EXT PWR switch that comes on when the EXT PWR
switch is set to EXT PWR and the external power is connected to the aircraft. The blue LED indicator light has an ON caption.
There is also a green LED indicator light adjacent to the EXT PWR switch. The LED has an AVAIL caption and comes on when
the external electrical power is connected to the aircraft and is available.
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D. External Power Control Unit (Post SB 24-008 and MSN 231-999)
The external-power control unit monitors the external electrical power, voltage. The external-power control unit disconnects the
external electrical power when the voltage is more than 29.5 VDC or less than 23 VDC.
The control unit is installed behind the external power connector. The access to the control unit is through access door 31 AB.
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Operation
When the EPU supplies 28 VDC to the external-power system, the green AVAIL LED indicator light on the EPM panel comes on
(not applicable to MSN 101-320 with a single battery). When the EXT PWR switch is set momentarily to ON or (EXT PWR, MSN
321 and 401-999), the 28 VDC from the EPU energizes the external power relay. The closed contacts of the external power
relay:
 Connect the 28 VDC to the powerline
 Energize the generator disconnect relay
 Disconnect the BAT switch from the battery relay (Pre SB 24-008).
The amber (MSN 101-320 and 322-400) or blue (MSN 321 and 401-999) LED indicator light comes on.
The load distribution system gives the 28 VDC on the powerline to the different systems that use the electrical power. The
generator disconnect relay prevents the connection of the DC power from the starter generator or the No. 2 generator when
these conditions occur:
 The EPU is on
 The EXT PWR switch is set to the ON or (EXT PWR, MSN 321 and 401-999) position.
Post SB 24-008, MSN 321 and 401-999). When the EPU voltage is more than 29.5 or less than 23 VDC, the external-power
monitor unit removes the energizing voltage from the external power relay. The external power relay opens and disconnects the
external electrical power from the powerline.
When the EXT PWR switch is momentarily set to the OFF position, the external power off relay is energized and the ground is
removed from the external power relay. The external power relay opens and disconnects the external electrical power from the
powerline.
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EXTERNAL POWER SYSTEM - SCHEMATIC (PRE SB 24-008)

52
EXTERNAL POWER SYSTEM - SCHEMATIC (POST SB 24-008, MSN 230-999)

53
LOAD DISTRIBUTION
General
The description and operation of the load distribution system is given in these sub-systems:
AC Load Distribution
The AC load distribution system controls the AC power supplies to all the systems in the aircraft that use AC electrical power.
DC Load Distribution
The DC load distribution system controls the DC power supplies to all the systems in the aircraft that use DC electrical power.
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General
The AC load distribution system controls the AC power supplies to all the systems in the aircraft that use AC electrical power.
The AC load distribution system supplies AC power to the 26 VAC bus bar.
The system gets AC power from the AC generation system. The INV switch on the Electrical Power Management panel (EPM)
controls the selection of the 26 VAC bus bar.
a. 26 VAC Bus bar

The 26 VAC bus bar is installed behind the right rear circuit breaker panel. The bus bar gets AC power from the No. 1 or No. 2
inverter through the inverter master relay.
b. Rear Right Circuit Breaker Panel

The rear right circuit breaker panel is installed on the right of the flight compartment. The panel has all the circuit breakers of the
systems which get the electrical power from the avionic 2 bus bar and the 26 VAC bus bar. Refer to the aircraft wiring diagrams
to find more data on the equipment that is connected to the 26 VAC bus bar.
c. AC Circuits
The 26 VAC bus bar supplies the power to operate the synchro systems on some types of equipment installed in the aircraft
such as RMI, AHRS and EFIS.
Operation
When the INV switch is set to BAT or GEN, 26 VAC is supplied from the No. 1 or No. 2 inverter to the 26 VAC bus bar.
55
General
The DC load distribution system controls the DC power supplies to all the systems in the aircraft that use the DC electrical
power.
The DC load distribution system has:
 A generator 1 bus bar
 A generator 2 bus bar
 A battery bus bar
 A powerline
 A battery direct bus bar
 A BAT/GEN TIE
 A BAT/GEN 2 TIE
 A non essential bus bar
 An avionic 1 bus bar
 An avionic 2 bus bar
 A standby power system (if installed)
 A front right circuit breaker panel
 A front left circuit breaker panel
 A rear right circuit breaker panel
 A rear left circuit breaker panel
The DC generation system supplies the aircraft systems with the DC electrical power. The switches on the Electrical Power
Management Panel (EPMP) control the selection of the different bus bars and the operation of the standby-power system.
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DC Bus bars distribute the electrical power to the aircraft systems. They each receive electrical power from a different source of
DC electrical power. The Battery, Generator 1 and 2 bus bars are connected through bus ties which let electrical power to be
supplied from another source if a generator becomes defective.
A. Generator 1 Bus Bar
The generator 1 bus bar is installed behind the front right circuit breaker panel. The bus bar primary source of DC power is from
the starter-generator through the generator 1 relay and the GEN 1 BUS circuit breaker.
B. Generator 2 Bus Bar
The generator 2 bus bar is installed behind the rear left circuit breaker panel. The bus bar primary source of DC power is from
the No. 2 generator through the generator 2 relay and the GEN 2 BUS circuit breaker.
C. Battery Bus Bar
The battery bus bar is installed behind the front left circuit breaker panel. The bus bar primary source of DC power is from the
battery through the battery relay, the powerline and the BAT BUS circuit breaker.
D. Powerline
The powerline connects the battery relay or the external power relay to the starter relay and the bus ties. The DC power is
supplied to the powerline from one of these four sources:
 The battery through the battery relay
 The external power through the external power relay
 The generator 1 through the generator 1 relay and the BAT/GEN 1 BUS TIE, circuit breaker
 The No. 2 generator through the generator 2 relay and the BAT/GEN 2 BUS TIE, circuit breaker
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These systems get the electrical power directly from the powerline:
 The vapor cycle cooling system (if installed)
 The flap system
 The hydraulic system
 The AOA plate heaters
 The left an30-30-00d right windshield de-ice system (three heating elements)
 The footwarmer system (if installed)
The powerline supplies DC power to these busbars:

 The Battery bus
 The Avionic 1 bus
 The Non-essential bus
E. Battery Direct Bus bar
The battery direct bus bar is installed behind the battery direct circuit-breaker panel in the battery compartment. The battery
supplies DC power to the bus bar. The battery direct-bus bar, supplies DC power to these systems:
 The ECS compressor (If installed)
 The overhead control panel
 The standby power system (if installed)
 The clock
 The dome light
 The cargo door lowering-mechanism
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F. Cross-Tie Cicuit Breakers
The cross-tie circuit breakers BAT/GEN TIE and BAT/GEN 2 TIE are installed below the floor of the passenger compartment.
The usual position of the BAT/GEN TIE is closed and it connects the powerline to the Generator 1 relay, Generator 1 bus bar
and the Avionic 2 bus bar. The usual position of the BAT/GEN 2 TIE is open. If a failure of the Generator 2 occurs the BAT/GEN
2 TIE will close and connect the powerline to the Generator 2 bus bar and the passenger compartment under floor heater.
G. Non-essential Bus Bar
The non-essential bus bar is installed behind the rear left circuit breaker panel. The DC power is supplied from the powerline
through the N ESNTL BUS circuit breaker and the non-essential bus relay.
If there is no output from the No.1 generator, the BAT/GEN 1 BUS TIE, circuit breaker (CB210) de-energizes. When the
BAT/GEN 1 BUS TIE, circuit breaker (CB210) de-energizes the BAT/GEN 1 tie, relay (K210) de-energizes. If the N ESNTL,
switch is set to AUTO, the ground is removed from the non-essential bus relay (K302). The non-essential bus relay (K302) de-
energizes and the non-essential bus is disconnected from the DC electrical power supply.
The N ESNTL switch can be set to OVRD ON if it is necessary to operate systems on the non essential bus bar with no output
from the No. 1 generator. DC power is then connected to the Non-essential bus bar from the battery or the No. 2 generator.
H. Avionic 1 Bus Bar
The avionic 1 bus bar is installed behind the rear left circuit breaker panel. The battery supplies DC power to the bus bar through
the BAT/AV 1 BUS circuit breaker and the BAT/AV 1 BUS relay.
I. Avionic 2 Bus Bar
The avionic 2 bus bar is installed behind the right circuit breaker panel. The No. 1 generator, supplies DC power to the bus bar
through the GEN/AV 2 BUS circuit breaker, the generator 1 relay and the GEN/AV 2 BUS relay.
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J. Standby-Power System (MSN 101-320 and 322-400) (If Installed)
The standby-power system supplies 28 VDC to the symbol generator and the MFD control panel. The standby-power system,
supplies DC power to the MFD check-list modes when other electrical systems are de-energized.
The DC power is supplied to the standby-power system from one of these two sources:
 The battery through the battery direct bus bar
 The battery bus bar
The system has an ON rocker switch installed on the EPM panel, and a time delay relay.
When the battery and external power are disconnected and the STBY PWR, rocker switch is set to the ON position, 28 VDC is
supplied from the battery direct bus bar to a relay. The relay energizes and connects 28 VDC from the battery direct bus bar to
the MFD.
The relay has an optional 10 minute delay. The relay automatically de-energizes:
 After 10 minutes
 When the battery is connected
 The external power is connected
K. Standby-Power System (MSN 321 and 401-999)
The standby-power system supplies 28 VDC to systems when other electrical systems are de-energized. The standby-bus bar,
supplies DC power to these systems:
 The No.1 VHF communication and navigation transceiver
 The Audio Integrating System (In Flight Recorder)
 The avionics blower
 The GPS (If installed)
The DC power is supplied to the standby-power system from one of these two sources:
 The battery through the battery direct bus bar
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The system has a toggle switch installed on the EPM panel, the switch has the label STBY BUS. A blue LED ON, indicator light
is adjacent to the switch. The blue LED ON, indicator light comes on when 28 VDC is connected to the standby bus bar.
L. Front Right Circuit Breaker Panel
The front right circuit breaker panel is installed on the right of the flight compartment. The panel has all the circuit breakers of the
systems which get electrical power from the generator 1 bus bar.
M. Front Left Circuit Breaker Panel
The front left circuit breaker panel is installed on the left of the flight compartment. The panel has all the circuit breakers of the
systems which get electrical power from the battery bus bar.
N. Rear Right Circuit Breaker Panel
The rear right circuit breaker panel is installed on the right of the flight compartment. The panel has all the circuit breakers of the
systems which get electrical power from the avionic 2 bus bar and the 26 VAC bus bar.
O. Rear Left Circuit Breaker Panel
The rear left circuit breaker panel is installed on the left of the flight compartment. The panel has all the circuit breakers of the
systems which get electrical power from the generator 2 bus bar, the non-essential bus bar and the avionic 2 bus bar.
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Operation
General
The DC electrical power distribution is available to the circuits that are connected to the DC power bus bars when each circuit
breaker is closed. Refer to the aircraft wiring diagrams for the circuit breaker identification.
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DC LOAD DISTRIBUTION - SCHEMATIC

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DC LOAD DISTRIBUTION - SCHEMATIC

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EMERGENCY POWER SUPPLY (EPS) SYSTEM
General
And
When the electrical power supply and battery fail the Emergency Power Supply (EPS) system supplies 30 minutes of electrical
power from a 24 VDC battery inside the EPS unit to these systems:
 Second Attitude Indicator
 VHF COM/NAV 1 (MSN 101-320 and 322-400)
 Compass Deviation Indicator (CDI) (MSN 101-320 and 322-400)
and a 5 VDC lighting voltage is supplied from the EPS to the second attitude indicator.
The 30 minutes of emergency electrical power allows the aircraft to continue with a safe flight and landing.
The EPS system has these components:
 EPS Unit
 EPS Switch (three position)
 Two LED indicators
 Two relays
 Four circuit breakers.
The EPS sends outputs to the:

 Second attitude indicator
 Second attitude indicator lighting circuit
 VHF COM/NAV 1 system
 CDI and its lighting circuit.
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The power supply to the EPS is:

 28 VDC through the EPS IN (BATTERY BUS) circuit breaker.
The power supply out of the EPS is:

 24 VDC through the EPS OUT circuit breaker
 5 VDC to the second attitude indicator lighting circuit.
The EPS is operated by a three position ARMED/TEST/OFF rocker switch. The switch caption is EMER PWR SYSTEM (MSN
101-320 and 322-400) and EPS (MSN 321 and 401 and up).
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A. Emergency Power Supply Unit
The EPS unit is installed on a mounting tray, below floor panel 12 BZ and behind frame 20 (MSN 302-398) or below floor panel
12 GZ and behind frame 28 (MSN 321 and 401 and up). A hold down fastener holds the unit in place on its mounting tray.
On the front of the EPS unit there is a Light Emitting Diode (LED), 25 Amp fuse and test button.
On the rear panel of the EPS unit there is an electrical receptacle.
The EPS unit contains the electronic circuits necessary to keep the power supply on for 30 minutes after an aircraft electrical
power supply and battery failure. The electronic circuit components inside the EPS unit include a rechargeable, heavy duty,
sealed, lead acid battery and a 25 Watt DC to DC switching converter.
B. Electrical Connectors
The rear panel of the EPS has an electrical connector. The connector P995 is the interface between the EPS unit and the
aircraft systems.
C. Emergency Power Supply Switch
The EPS rocker switch is installed on the left side of the Electrical Power Management panel (MSN 101-320 and 322-400) or the
pilot’s lower right switch panel (MSN 321 and 401 and up). The switch can be operated to the three possible positions that
follow:
 ARMED
 OFF
 TEST.
OFF Position
The OFF position is the centre position of the switch. The EPS will not operate when the switch is in the OFF position.
67
TEST Position
The TEST position is the bottom position of the switch. The TEST position of the switch is centre biased and will return to the
OFF position when it is released.
When the test switch is set to the TEST position the BAT TEST LED adjacent to the switch will show green if there is 50% or
more of the electrical power capacity in the EPS unit battery available.
ARMED Position
The ARMED position is the top position of the switch. When the switch is in the ARMED position, during normal operating
conditions, the aircraft BATTERY BUS supplies a charging voltage to the EPS unit battery. When there is a failure of the aircraft
electrical power supply and the battery power, the EPS supply to the second attitude indicator, VHF COM/NAV 1 (MSN 101-320
and 322-400) and the CDI (MSN 101-320 and 322-400) is supplied.
D. Light Emitting Diodes (indicator lights)
There are two LED’s adjacent to the EPS switch as follows:
LED Color LED Caption

Amber EPS ON
Green BAT TEST
a. Amber LED (EPS ON)

The amber LED will come on when the EPS is operating after an aircraft electrical power and battery failure.
b. Green LED (BAT TEST)

The green LED will come on when the EPS switch is moved to the TEST position and there is 50% or more electrical power
capacity in the EPS unit battery.
68
E. EPS Relays
There are two relays in the EPS system, they are installed on the cockpit left-hand relay panel. The relays have the captions that
follow:
 K215
 K216
Relay K215
Relay K215 is energized when the EPS switch is in the ARMED position. When relay K215 is energized the Emergency Power
Supply is connected through the EPS OUT circuit to the EPS BUS if there is an aircraft electrical power supply and battery
failure. When relay K215 is not energized the EPS BUS is connected to the BATTERY BUS.
Relay K214
Relay K214 is normally energized when the BATTERY BUS is energized. The lighting voltages are supplied from the flight
compartment light system to the second attitude indicator and the CDI (MSN 101-320 and 322-400). When the aircraft electrical
power supply and battery fail, relay K216 de-energizes. The 5 VDC and 24 VDC from the EPS unit is supplied to the second
attitude indicator and the CDI (MSN 101-320 and 322-400) lighting circuits.
69
F. EPS Circuit Breakers
There are four circuit breakers in the EPS system, they are installed on the cockpit left-hand circuit breaker panel. The circuit
breakers have the captions that follow:
Circuit Identification Caption Current Rating

Number
CB721 (MSN 101-320 and VHF COM/NAV 1 7.5 Amp.
322-400)
CB915 SECOND ATT IND 1 Amp.
CB992 EPS IN 15 Amp.
CB993 EPS OUT 15 Amp.
70
Operation
A. Normal Operation
During normal operation, the EPS switch is set to ARMED. Aircraft electrical power is supplied to the second attitude indicator
circuit breaker CB915 and the VHF COM/NAV 1 circuit breaker CB721 (MSN 101-320 and 322-400) from the BATTERY BUS.
B. Normal Circuit Operation
24 VDC is applied from the EPS unit, through the EPS OUT circuit breaker CB993 to relay K215.
A ground is applied to the ground terminal of the relay through the EPS switch. Relay K215 energizes and the battery voltage is
applied through relay K215 to the EPS unit. The BATTERY BUS voltage is then applied through the EPS unit to the EPS OUT
circuit breaker CB993 and the EPS BUS.
The voltage from relay K215 is applied to the circuit positions that follow:
a. The EPS BUS
b. The amber EPS ON LED. The amber EPS ON LED will not come on until there is an aircraft electrical power supply and
battery failure.
c. The EPS unit internal DC to DC power supply.
d. To a set of contacts on relay K216 (MSN 101-320 and 322-400).

The voltage on the EPS BUS is applied to the SECOND ATT IND circuit breaker CB915 and the VHF COM/NAV 1 circuit
breaker CB721 (MSN 101-320 and 322-400).
5 VDC is supplied from the EPS unit to relay K216.
The BATTERY BUS voltage is applied from the BATTERY BUS through EPS IN circuit breaker CB992, to the circuit positions
that follow:
71
a. To the EPS unit. This voltage charges the EPS unit battery during normal operation, when relay K215 is energized.
b. To the ground side of the amber EPS ON LED. When there is a battery voltage on the ground side of the amber EPS ON
LED, it will not come on.
c. To relay K216 coil, relay K216 energizes. The normal lighting circuits for the second attitude indicator and the CDI (MSN 101-
320 and 322-400) are applied through the closed contacts of relay K216.
The EPS circuit condition is now prepared for an aircraft electrical power supply and battery failure.
C. Failure Operation
When there is an aircraft electrical power supply and battery failure the EPS system will supply the 24 VDC to the second
attitude indicator, VHF COM/NAV 1 (MSN 101-320 and 322-400), CDI (MSN 101-320 and 322-400) and 5 VDC is supplied to
the second attitude indicator lighting circuit for 30 minutes.
D. Failure Circuit Operation
When the BATTERY BUS voltage falls, the low voltage is applied through the EPS IN circuit breaker CB992 to the EPS unit.
When this voltage goes low the EPS unit battery will not be charged and the EPS unit battery is applied to the EPS BUS.
The EPS ON LED comes on because there is a low voltage on the ground side of the LED.
Relay K216 de-energizes, the EPS unit battery voltage is applied to the CDI lighting circuit (MSN 101-320 and 322-400) and the
EPS 5 VDC is applied to the second attitude indicator lighting circuit.
E. Test Operation
The EPS system should be tested before flight, but can be tested at any time. When the EPS switch is momentarily pressed to
TEST the EPS system will do the functions that follow:
72
The EPS unit battery voltage will be supplied through the EPS OUT circuit breaker CB993, through the EPS rocker switch to the
green BAT TEST LED. If the EPS unit battery voltage is 50% or more of its capacity, the voltage will make the green BAT TEST
LED come on.
73
EMERGENCY POWER SUPPLY - COMPONENT LOCATION

74
EMERGENCY POWER SUPPLY - COMPONENT LOCATION
75
EMERGENCY POWER SUPPLY - SCHEMATIC

76
12 VDC AUXILIARY POWER
General
(Ref. Fig. 1) and(Ref. Fig. 2)

The 12 VDC auxiliary power system is an optional installation.
The 12 VDC auxiliary power system supplies low voltage DC power to the passenger cabin. The passengers can use the supply
for their personal portable equipment, such as:
 Notebook/handheld computers
 Printers
 Mobile phone chargers
 DVD players.
Description
(Ref. Fig. 1) and(Ref. Fig. 2)

The 12VDC auxiliary power system has these components:
 A DC-to-DC converter (KGS Electronics Type RG40)
 A CABIN POWER switch
 An AUXILIARY POWER bus
 Six auxiliary power connectors.
The DC-to-DC converter (M301) receives a 28 VDC supply from the NON ESSENTIAL BUS through the 12VDC AUX POWER
circuit breaker (CB297). It converts this 28 VDC supply to an output of 13.75 VDC when the CABIN POWER switch (S141) is set
to ON.
The output from the DC-to-DC converter is connected directly to the AUXILIARY POWER bus (under the passenger
compartment floor). The AUXILIARY POWER bus has six circuit breakers. Each circuit breaker connects the low voltage bus
supply to a socket-type connector in the passenger compartment.
A placard near each connector gives the information, ‘MAX 5A. DO NOT USE DURING TAKE OFF AND LANDING’.
77
Component Description (Ref. Fig. 1) and(Ref. Fig. 2)
A. DC-to-DC Converter
The DC-to-DC converter (M301) has a rectangular metal case with an electrical connector at one end. It is installed under the
passenger compartment floor on the forward side of frame 27. It is a solid-state converter that operates when its control pin is
connected to ground. Its grounding connection goes through the CABIN POWER switch (S141).
The DC-to-DC converter changes the input from the aircraft’s 28 VDC supply to an output of 13.75 VDC. This output voltage is
constant with an input voltage range from 22 VDC to 41 VDC. The output is connected to the AUXILIARY POWER bus, which is
installed adjacent to the converter.
The DC-to-DC converter has internal protection circuits that shut down the converter automatically when:
 - The input voltage is less than 15 VDC
 - The input voltage is more than 41 VDC
 - The output voltage is more than 16 VDC
 - The internal temperature of the converter is more than 100°C
 - The input voltage connection is reverse polarity.
B. AUXILIARY POWER Bus
The AUXILIARY POWER bus is installed under the passenger compartment floor on the forward side of frame 27. It is
connected directly to the output of the DC-to-DC converter. It has six 5A circuit breakers (CB270 to CB275), one for each
auxiliary power connector in the passenger compartment.
C. CABIN POWER Switch
The CABIN POWER switch (S141) is installed in the flight compartment, on the left console. It is adjacent to the oxygen
indicator. It is a two-position switch that, when set to ON, connects a grounding circuit to the control pin on the DC-to-DC
converter (M301).
78
D. Auxiliary Power Connectors
The auxiliary power connectors (J200 to J205) are installed in the cabin wall trim panels, adjacent to each seat. Each connector
is a socket with a self-retaining protective cap.
Operation
The 12 VDC auxiliary power is available to use when:

 - 28 VDC power is connected to the NON ESSENTIAL BUS and
 - The 12VDC AUX POWER circuit breaker is closed and
 - The CABIN POWER switch is set to ON.
79
COMPONENT LOCATION
80
12 VDC AUXILIARY POWER SYSTEM - SCHEMATIC

81
END OF CHAPTER
82
EQUIPMENT FURNISHINGS
1
2
INDEX
EQUIPMENT AND FURNISHINGS

GENERAL
FLIGHT COMPARTMENT
PASSENGER COMPARTMENT
CARGO COMPARTMENT
EMERGENCY EQUIPMENT
INSULATION
COLD WEATHER PREHEATING SYSTEM
FLIGHT COMPARTMENT
GENERAL
A. CREW SEATS (MSN 101-660)
B. CREW SEATS (MSN 661-999)
C. FLIGHT COMPARTMENT TRIM
CURTAIN AND CURTAIN TRACK OR DOOR
LEFT AND RIGHT BULKHEADS
LEFT AND RIGHT TOP SIDEWALLS
LEFT AND RIGHT BOTTOM SIDEWALLS
OVERHEAD PANEL
CENTER CONSOLE COVERS
D. THE FLIGHT COMPARTMENT CARPET
GENERAL
INTERIOR CODES
BENCH SEAT
EXECUTIVE INTERIOR
3
GENERAL
A. PASSENGER SEATS
B. PASSENGER COMPARTMENT TRIM
ARMRESTS
TABLES
TOP SIDEWALLS
BOTTOM SIDEWALLS
OVERHEAD PANEL
LEFT REAR SIDEWALL PANEL
PASSENGER/CREW DOOR COVER
EMERGENCY EXIT DOOR COVER
CARGO DOOR SIDEWALLS
WINDOW BLIND ASSEMBLIES
BULKHEAD ASSEMBLY AT FRAME 34
C. PASSENGER COMPARTMENT CARPETS
D. STORAGE CABINETS
LEFT CABINET
RIGHT CABINET
E. TOILET COMPARTMENT
F. OPTIONAL WARDROBE
G. BAGGAGE AREA
COMBI INTERIOR
STANDARD INTERIOR
GENERAL
A. PASSENGER SEATS
B. PASSENGER COMPARTMENT TRIM
ARMRESTS
4
TOP SIDEWALLS
BOTTOM SIDEWALLS
OVERHEAD PANEL
LEFT REAR SIDEWALL PANEL
PASSENGER/CREW DOOR COVER
EMERGENCY EXIT DOOR COVER
CARGO DOOR SIDEWALLS
WINDOW BLIND ASSEMBLIES
BULKHEAD ASSEMBLY AT FRAME 34
C. PASSENGER COMPARTMENT CARPETS
D. BAGGAGE AREA
COMBI INTERIOR
BAGGAGE AREA AND TRIM
EMERGENCY EQUIPMENT
GENERAL
EMERGENCY EQUIPMENT
GENERAL
ELT TRANSMITTER
ELT ANTENNA
REMOTE CONTROL PANEL
OPERATION
NORMAL MODE
MANUAL OPERATION
INSULATION
GENERAL
COLD WEATHER PREHEATER SYSTEM
5
GENERAL
A. BATTERY HEATER
B. ENGINE HEATER
C. SUPPLEMENTARY HEATER
D. AVIONIC COMPARTMENT TEMPERATURE SENSOR
OPERATION
A. BATTERY AND SUPPLEMENTARY HEATERS
B. ENGINE HEATERS
C. OPERATIONS IN COLD CONDITIONS
6
EQUIPMENT AND FURNISHINGS
General
The equipment and furnishings have these sub-sections:
Flight Compartment
The flight compartment equipment and furnishings contained in the area between the forward pressure dome and the passenger
compartment.
Passenger Compartment
There are two configurations of the passenger compartment equipment and furnishings, an executive and a standard.
Cargo Compartment
The passenger compartment of the standard and executive interior aircraft can be made into a cargo compartment by the
removal of the rear seats or all seats and furnishings. Cargo can be put through the cargo door into position on the floor.
Emergency Equipment
An emergency locator transmitter (ELT) is installed on the aircraft. The ELT is used to give location signals after a crash to make
the aircraft easier to find.
Insulation
The insulation reduces the loss of heat from inside the aircraft. It also reduces the effect of heat from outside the aircraft on the
passengers and aircraft equipment.
Cold Weather Preheating System

The system gives safe engine starting and equipment operating temperatures in cold weather conditions.
7
FLIGHT COMPARTMENT
General
The flight compartment equipment and furnishings has these main parts:
 The crew seats
 The flight compartment trim
 The flight compartment carpet
 Comfort features
A. Crew Seats (MSN 101-660) (Ref. Fig. 1)
The two crew seats are for the pilot and the co-pilot. They are installed on seat rails in the flight compartment on each side of the
center console.
The pilot or co-pilot can change the position of the crew seat by moving it forward or rearward along the seat rails. The position
of the seat can also be adjusted up and down. The crew seats have an adjustment for the backrest of the pilot and co-pilot. The
seat inner arms can be turned and moved upwards to give access to the seat. Cushions are attached to the seat pan and
backrest by hook and loop fasteners.
Each crew seat has a four-point safety harness. Each harness has two laps strap that can be adjusted and two inertia-reel
shoulder straps.
B. Crew Seats (MSN 661-999) (Ref. Fig. 2)
The two crew seats are for the pilot and the co-pilot. They are installed on seat rails in the flight compartment on each side of the
center console.
The pilot or co-pilot can change the position of the crew seat along the seat rails when the track lock lever is held in the forward
position. The track lock lever is installed on the lower inboard side of the seat. The padded seat armrests can be moved upwards
8
and inwards to give access to get in and out of the seat. There is a life vest stowage box installed below the seat. The seat can
also be adjusted for:
 Recline position with the recline lever at inboard side of the seat base
 Vertical position with the control lever at the front of the seat
 Thigh support with the control wheel at the front of the seat
 Lumbar pad with the push control at the outboard bottom of the seat back
 Back cushion with the push control and handle at the inboard bottom of the seat back
 Armrests with the control wheel below the armrest
 Headrest by moving it sideways and then turning it to one of the six lock positions
Each crew seat has a four-point safety harness. Each harness has two laps strap that can be adjusted and two inertia-reel
shoulder straps.
C. Flight Compartment Trim
The flight compartment trim has these main components:

 The curtain and curtain track or door
 The left and right bulkheads
 The left and right top sidewalls
 The left and right bottom sidewalls
 The overhead panel
 The center console covers
Curtain And Curtain Track or Door

The curtain is installed between the left and right bulkheads and can be used to divide the flight and passenger compartments. A
strap attached to the curtain is used to keep it in the open position. The curtain has slides attached at the top which move in the
curtain track. The curtain track is installed on the flight compartment overhead panel.
9
On later series aircraft with an executive interior, one of the toilet compartment doors opens forward. This closes the area
between the left flight compartment bulkhead and the forward toilet wall.
Left And Right Bulkheads

The left and right bulkheads divide the flight compartment from the passenger compartment. The bulkheads are installed at the
rear of the pilot and co-pilot positions.
The left bulkhead has a small cowl at the bottom which covers the balance mechanism for the passenger/crew door. A similar
bulkhead is installed on the right side of an aircraft with a standard interior. The toilet compartment forward wall makes the right
bulkhead on an aircraft with an executive interior.
On the forward side of the left and right bulkheads there are hooks and boxes to keep the pilot and co-pilot headsets and oxygen
masks. The fire extinguisher is installed on the forward side of the right bulkhead.
Left And Right Top Sidewalls

The left and right top sidewalls cover the structure and equipment at the sides of the flight compartment between the bottom
sidewalls and the overhead panel.
Each top sidewall has a boom-type map light and an adjustable air outlet installed on it. They also have hooks to hold the pilot
and co-pilot hand microphones and clamps to hold the headset cables.
Left And Right Bottom Sidewalls

The left and right bottom sidewalls cover the structure and equipment at the sides of the flight compartment from the bottom of
the top sidewalls to the floor.
Each bottom sidewall has access panels, a drink holder and a pocket. The Aircraft Flight Manual is kept in the pocket. The left
bottom sidewall has the clock, time counter (if installed) and a bracket to hold the flight control wheel lock installed on it.
Overhead Panel
The overhead panel covers the structure and equipment at the top of the flight compartment. Small panels cover the center and
side support structure of the windscreens.
The overhead panel has these components installed in it:
 A handle to help personnel get into and out of the crew seats.
10
 Two adjustable air outlets

 The flight compartment dome lights
 The flight compartment loudspeakers
 The pilot and co-pilot sun visors
Center Console Covers

The three panels cover the structure and equipment in the center console of the flight compartment.
D. The Flight Compartment Carpet
The flight compartment carpet protects the flight compartment floor from damage and gives a non-slip surface. The carpet is
installed on the flight compartment floor with hook and loop fasteners and an angle plate at its rear edge. The plate makes the
step between the flight and passenger compartments.
11
FLIGHT COMPARTMENT - LAYOUT

12
FLIGHT COMPARTMENT - LAYOUT

13
FLIGHT COMPARTMENT - CREW SEAT

14
GENERAL
There are two basic configurations of the passenger compartment equipment and furnishings, an executive six seat (Interior
Code EX-6S) and a standard (corporate commuter) nine seat (Interior Code STD-9S) interior. Alternatives to the two basic
configurations are continuously being approved.
The passenger compartment equipment and furnishings are described in these sub-sections:
 Executive Interior
 Standard Interior
 Baggage Area and Trim
Interior Codes
Each of the configurations have been given an Interior Code number which gives the type and number of seats installed in the
aircraft. The code number is on a placard installed on the cargo door frame (Post SB 25-016 and MSN 261-999), which will give
a visual indication of the interior configuration. When a configuration is changed the placard must be changed to show the new
configuration.
The alternative configurations together with their code number that have been approved for the executive interior are as follows:
 Eight executive seats - Interior Code EX-8S
 Four executive seats and a bench seat - Interior Code EX-4S-3B
 Six executive seats and two standard seats - Interior Code EX-6S-STD-2S
 Four executive seats and four standard seats - Interior Code EX-4S-STD-4S
The alternative configurations together with their code number that have been approved for the standard interior are as follows:
 six standard seats and a bench seat - Interior Code STD-6S-3B
Refer to the Pilot’s Operating Handbook for the seat location distances and Chap 11 for the necessary placards. Some of these
configuration changes require structural and system changes. Refer to the Service Bulletin Index to see if there is a related
Service Bulletin.
15
Bench Seat
A bench seat made from three executive seats can be installed at the rear of aircraft with an executive (Post SB 25-014) or a
standard interior. The bench seat has a leather cover for the executive interior and a fabric cover for the standard interior. There
is a lever installed on the left side of the bench seat. When the lever is pulled up, the bench left seat can be moved forwards to
give better access to the baggage compartment. An oxygen mask for each seat is kept in a compartment below the seat.
The bench seat installation gives space in front of the baggage compartment where more baggage can be put. A larger baggage
net (Post SB 25-010) is then installed for passenger protection
16
EXECUTIVE INTERIOR
General
The executive interior is a six seat configuration which is supplied from the factory in different colors and with minor equipment
options. Alternatives to this configuration are continuously being made. Refer to for the alternatives that have been approved.
The interior has these main parts:
 The passenger seats
 The passenger compartment trim
 The passenger compartment carpets
 The storage cabinets
 The toilet/wardrobe
 The baggage area
The interior of the passenger compartment can easily be changed into a combi interior by the removal of the rear seats.
17
Component Description (Ref. Fig. 1)
A. Passenger Seats
The passenger seats are installed on seat rails. The seat rails make it easy to install and remove the seats from the aircraft. For
identification the seat positions are numbered with No. 1 at the front left of passenger compartment.
The seats are leather upholstered. They can be turned through 360° and moved forwards, rearwards and sideways by pulling
upwards on the control handle installed on the forward edge of the armrest. The seats have a reclining backrest, sliding headrest
and movable armrest. The recline control is a push button installed on the inner side of the armrest. A pocket for magazines is
installed on the rear of each seat.
Each passenger seat has a three-point safety harness. The harness has a lap strap and an inertia-reel shoulder strap.
B. Passenger Compartment Trim
The passenger compartment trim has these main components:

 The armrests
 The tables
 The top sidewalls
 The bottom sidewalls
 The left rear sidewall panel
 The passenger/crew door cover
 The emergency exit door cover
 The cargo door sidewalls
 The window blind assemblies
 The bulkhead assembly at frame 34
18
Armrests
The armrests give support on the outboard sides of the passenger compartment. They are installed along each side of the
passenger compartment. The armrests are attached to the top and bottom sidewalls with clips and velcro hook and loop
fastening. Each part can be removed independently.
The armrests adjacent to each seat have:
 a container where the passenger oxygen mask is kept
 a reading light switch panel
 a drinkholder
 an ashtray
Tables
Folding tables are installed on the fuselage sides, one between each of the forward two seats and one in front of the rear right
seat. For aircraft takeoff and landing the tables are folded upwards and then moved down into slots in the armrests. When the
tables are in this position they make a smooth shape with the armrests.
Top Sidewalls
The three top sidewalls cover the structure and equipment between the overhead panel and the bottom of the windows. They
are installed along each side of the passenger compartment and are attached to the structure with screws and spacers.
The left top sidewall is installed between the passenger/crew door and the cargo door. The forward right top sidewall is installed
between the flight compartment and emergency exit door. The rear right top sidewall is installed between the emergency exit
door and the baggage compartment. The top sidewalls have window cut-outs in them.
Bottom Sidewalls
The two bottom sidewalls cover the structure and equipment between the top sidewalls and the floor of the passenger
compartment. They are installed along each side of the passenger compartment and are attached to the structure with screws
and spacers.
The left bottom sidewall is installed between the passenger/crew door and the cargo door. The right bottom sidewall is installed
between the flight compartment and the baggage compartment. The bottom sidewalls have vents at the bottom for the air
conditioning system and holes that give access to the connectors for the passenger oxygen masks.
19
Overhead Panel
The overhead panel covers the structure and equipment at the top of the passenger compartment. It is attached to the structure
with screws and spacers. The overhead panel has the passenger reading lights, flood lights, loudspeakers and air conditioning
system air outlets in it
Left Rear Sidewall Panel

The left rear sidewall panel covers the structure and equipment between the rear of the cargo door and the baggage
compartment. It is a one piece panel make in the shape of the top, armrest and bottom sidewalls.
Passenger/Crew Door Cover

The cover for the passenger/crew door is made in the shape of the door and protects the door inner locking mechanism. It is
installed on the passenger/crew door with screws.
Emergency Exit Door Cover

The cover for the emergency exit door is made in the shape of the door and protects the door mechanism. It is attached to the
emergency exit door with nuts and has a window cut-out in it. An access panel at the top of the cover gives access to the inner
handle.
Cargo Door Sidewalls

The sidewalls for the cargo door are made in the shape of the door and protects the door inner locking mechanism. The
sidewalls for the cargo door are similar to the other sidewalls in the passenger compartment.
The cargo door has a top and bottom sidewall that are attached to it with clips, screws and spacers. There is a window cut-out in
the top sidewall and a cargo light in the bottom sidewall. A small trim panel attached with velcro hook and loop fastening covers
the area around the inner door handle.
20
Window Blind Assemblies

Each window has a blind assembly which make it possible to stop light from outside the aircraft coming into the passenger
compartment. Four blind assemblies are installed on the left and five blind assemblies are installed on the right. The window
blinds are pulled down or pushed up to close or open them.
The blind assemblies also have an acrylic window and a seal. The window and seal prevent condensation on the cabin windows.
The window blind assemblies are installed between the structure and the top sidewalls. They are attached to the structure with
screws.
Bulkhead Assembly at Frame 34

The bulkhead assembly is assembled and installed as one piece. It divides the passenger and baggage compartments at frame
34. The assembly has a small panel attached at the top rear which covers the area in front of the cooling system blower units. It
also has phone and mic connectors, an illuminated “no smoking/fasten seat belt” sign and a cargo door light switch installed on
it. The illuminated sign is operated by a switch on the electrical overhead panel in the flight compartment. The bulkhead
assembly is attached to the structure with screws and washers.
C. Passenger Compartment Carpets
The passenger compartment carpets protect the floor of the passenger compartment from damage and give a non-slip surface
for the passengers to walk on. The carpets are installed in strips between the two left seat rails, the two right seat rails and the
center part of the floor. Each strip is in two parts which permit a small area of carpet to be removed for floor panel access to the
equipment under the floor. The carpets are installed on the passenger compartment floor with velcro hook and loop fastening.
D. Storage Cabinets
Left Cabinet
The left cabinet is a wooden refreshment cabinet with two drawers. The inside of the upper drawer is made to hold hot/cold liquid
containers and cups. The inside of the lower drawer is made to hold drink cans. The drawers have push to open latches that fit
smooth with the drawer front. The forward side of the cabinet is extended to make a bulkhead. The cabinet is installed against
the left sidewall with the bulkhead at the rear of the passenger/crew door. It is attached to the seat rail structure with screws. The
21
bulkhead makes an entrance into the passenger compartment. The bulkhead is also used on aircraft with toilet doors installed,
to make a larger toilet compartment at the front of the passenger compartment.
Right Cabinet
The right cabinet is a wooden storage cabinet with two drawers. The upper drawer is used to hold the CD player equipment
(optional) when installed. The drawers have push to open latches that fit smooth with the drawer front. The cabinet is installed
against the rear wall of the toilet and the right sidewall. The cabinet is attached to the seat rail structure with screws.
E. Toilet Compartment (Ref. Fig. 2)
The toilet is a chemical toilet that can be easily removed for maintenance. The toilet is installed in a compartment which is
installed at the forward right side of the passenger compartment.
The toilet is an open top box with sealed sides. The box has a seat installed on the top and a tray inside which can be lifted out
for maintenance. The area between the box and tray is filled with chemical toilet fluid. When the electrical PRESS TO FLUSH
switch installed in the compartment is pushed, it energizes a pump which transfers the chemical fluid from the box to the tray.
The toilet compartment is ventilated through a tube which is connected to the pressurization outflow valve. There is a storage
drawer at the bottom of the compartment, an internal light and a ‘fasten seat belt/no smoking’ sign on the outer rear wall of the
compartment. The internal light is operated by the LAVATORY LIGHT switch in the toilet compartment.
The NON ESSENTIAL BUS supplies 28 VDC electrical power for the toilet compartment lighting and flushing circuits through
circuit breaker CAB SERVE 1. This electrical power supply has an additional protection device, fuse F668, in its wiring harness.
The toilet compartment opening is closed by one of the two configurations:
 With a curtain that can be pulled across to close the toilet compartment. The curtain is installed on a curtain rail
 With two overlapping doors. One door opens forward to close the area between the left flight compartment bulkhead and
the forward toilet wall. The other door opens rearward to close the area between left cabinet bulkhead and the rear toilet
wall. This configuration makes a larger toilet area.
22
F. Optional Wardrobe
An optional wardrobe can be installed as an alternative to the toilet. The wardrobe can be used to hang up to six coats and small
items of hand baggage can be put in the bottom. A safety net is then installed above the hand baggage. A small drawer is
installed at the bottom of the wardrobe.
G. Baggage Area
The baggage area is at the rear of the passenger compartment between frames 34 and.
Combi Interior
The interior of passenger compartment can easily be changed into a combi interior by the removal of the rear two seats or all of
the furnishings. Cargo can be put through the cargo door and be held in position with tie down straps attached to the seat rails
23
EXECUTIVE INTERIOR - LAYOUT
24
TOILET COMPARTMENT - ELECTRICAL SCHEMATIC

25
STANDARD INTERIOR
General
The standard interior is a nine seat configuration and has these main parts:
 The passenger seats
 The passenger compartment trim
 The passenger compartment carpets
 The baggage area
Alternatives to this configuration are continuously being made. The interior of the passenger compartment can easily be
changed into a combi interior by the removal of the seats.
A. Passenger Seats
The passenger seats are installed on two seat rails. The seat rails make it easy to install and remove the seats from the aircraft.
For identification the seat positions are numbered with No. 1 at the front left of passenger compartment.
The seats have back and pan cushions, a reclining backrest, a sliding headrest and a folding inner armrest. The recline control is
a push button installed on the outer side of the armrest. Oxygen masks are kept in fabric pockets under the seats, apart from
seat 7 which is adjacent to the cargo door. Seat 5 has two oxygen masks kept in the pocket under the seat. A pocket for
magazines is installed on the rear of each seat.
Each passenger seat has a three-point safety harness. The harness has a lap strap and an inertia-reel shoulder strap.
Post SB 25-005 passenger seats have a luggage restraint bar installed on the front bottom part of the seat structure. This will
permit small luggage to be put below the seat during flight.
B. Passenger Compartment Trim
The passenger compartment trim have these main components:

26
 The armrests
 The top sidewalls
 The bottom sidewalls
 The left rear sidewall panel
 The passenger/crew door cover
 The emergency exit door cover
 The cargo door sidewalls
 The window blind assemblies
 The bulkhead assembly at frame 34
Armrests
The armrests give support on the outboard sides of the passenger compartment. They are installed along each side of the
passenger compartment. The armrests are attached to the top and bottom sidewalls with clips. Each part can be removed
independently.
Top Sidewalls
The three top sidewalls cover the structure and equipment between the overhead panel and the bottom of the windows. They
are installed along each side of the passenger compartment and are attached to the structure with screws and spacers.
The left top sidewall is installed between the passenger/crew door and the cargo door. The forward right top sidewall is installed
between the flight compartment and emergency exit door. The rear right top sidewall is installed between the emergency exit
door and the baggage compartment. The top sidewalls have window cut-outs in them.
Bottom Sidewalls
The two bottom sidewalls cover the structure and equipment between the top sidewalls and the floor of the passenger
compartment. They are installed along each side of the passenger compartment and are attached to the structure with screws
and spacers.
27
The left bottom sidewall is installed between the passenger/crew door and the cargo door. The right bottom sidewall is installed
between the flight compartment and the baggage compartment. The bottom sidewalls have vents at the bottom for the air
conditioning system and holes that give access to the connectors for the passenger oxygen masks.
Overhead Panel
The overhead panel covers the structure and equipment at the top of the passenger compartment. It is attached to the structure
with screws and spacers. The overhead panel has the passenger compartment flood lights, passenger compartment
loudspeakers and air conditioning system air outlets in it.
Left Rear Sidewall Panel

The left rear sidewall panel covers the structure and equipment between the rear of the cargo door and the baggage
compartment. It is a one piece panel make in the shape of the top, armrest and bottom sidewalls.
Passenger/Crew Door Cover

The cover for the passenger/crew door is made in the shape of the door and protects the door inner locking mechanism. It is
installed on the passenger/crew door with screws.
Emergency Exit Door Cover

The cover for the emergency exit door is made in the shape of the door and protects the door mechanism. It is attached to the
emergency exit door with nuts and has a window blind assembly in it. An access panel at the top of the cover gives access to
the inner handle.
Cargo Door Sidewalls

The sidewalls for the cargo door are made in the shape of the door and protects the door inner locking mechanism. The
sidewalls for the cargo door are similar to the other sidewalls in the passenger compartment.
The cargo door has a top and bottom sidewall that are attached to it with clips, screws and spacers. A window blind assembly is
installed in the top sidewall and a light is installed in the bottom sidewall. A small trim panel attached with velcro hook and loop
fasteners covers the area around the inner door handle.
28
Window Blind Assemblies

Each window has a blind assembly which make it possible to stop light from outside the aircraft coming into the passenger
compartment. Four blind assemblies are installed on the left and five blind assemblies are installed on the right. The window
blinds are pulled down or pushed up to close or open them.
The blind assemblies also have an acrylic window and a seal. The window and seal prevent condensation on the cabin windows.
The window blind assemblies are installed between the structure and the top sidewalls. They are attached to the structure with
screws.
Bulkhead Assembly at Frame 34

The bulkhead assembly is assembled and installed as one piece. It divides the passenger and baggage compartments at frame
34. The assembly has a small panel attached at the top rear which covers the area in front of the cooling system blower units. It
also has phone and mic connectors installed on it and is attached to the structure with screws and washers.
C. Passenger Compartment Carpets

The passenger compartment carpets protect the floor of the passenger compartment from damage and give a non-slip surface
for the passengers to walk on. The carpets are installed in strips between the two left seat rails, the two right seat rails and the
center part of the floor. Each strip is in two parts which permit a small area of carpet to be removed for floor panel access to the
equipment under the floor. The carpets are installed on the passenger compartment floor with velcro hook and loop fastening.
D. Baggage Area
The baggage area is at the rear of the passenger compartment between frames 34 and 36
Combi Interior
The interior of passenger compartment can easily be changed into a combi interior by the removal of the rear three, the rear five
or all of the nine seats. Cargo can be put through the cargo door and be held in position with tie down straps attached to the seat
rails.
29
STANDARD INTERIOR - LAYOUT

30
Baggage Area and Trim
The baggage area is at the rear of the passenger compartment between frames 34 and 36. Baggage is put into the area from
inside the passenger compartment. A baggage net is be installed across the baggage area opening at frame 34. Attachment
points for the net are installed on the structure around the opening.
There are adjustable and non adjustable baggage nets which are identified with a placard showing the Part Number (Post SB
25-016). Refer to the Pilot’s Operating Handbook and SB 25-019 for the baggage weight limitations.
A larger baggage net (Post SB 25-010) can be installed around the frame 34 attachment points and extends forwards to frame
32. Two attachment points for the top of the net are installed in the headliner at frame 32. The bottom of the net attaches to the
inner and outer seat rails.
A bulkhead and curtain assembly (Post SB 25-017) can be installed in front of the larger baggage net to separate the passenger
and baggage compartments. In an executive interior the illuminated “No Smoking /Fasten Seat Belts” sign is moved from frame
34 to the bulkhead and curtain assembly.
Carpet covers the floor and trim panels cover the structure and equipment in the baggage area and have these main parts:
 The evaporator cover
 The left and right sidewall panels
 The dome cover
The baggage area trim panels are attached to the structure with screws and spacers. The evaporator cover has the air cooling
system air outlets in it.
An optional coat rail can be installed in the baggage area.
31
EMERGENCY EQUIPMENT
General
The emergency equipment installed on the aircraft is the Emergency Locator Transmitter (ELT). The ELT types installed in the
aircraft are described in the following sub-systems:
 NARCO 910 ELT
 KANNAD ELT
 KANNAD ELT and Smart Connector
 ELT A06
32
EMERGENCY EQUIPMENT
General
An Emergency Locator Transmitter (ELT) is installed on the aircraft . The ELT is used to give location signals after a crash to
make the aircraft easier to find. An internal battery supplies power to the ELT. The different ELT types that are installed are
transmitter has these components:
 An emergency locator transmitter NARCO ELT 910
 An antenna
 A Remote Control Panel (MSN 322-400 and Post SB 25-020)
ELT Transmitter
The ELT transmitter is an electronic unit that transmits distress signals. It is in the rear of the fuselage between frames 37 and
38. Two clamps attach the unit to a mounting tray. The unit contains:
 A battery pack
 A transmitter/g-sensor.
The battery pack cannot be charged and must be replaced after the specified time. The front panel of the unit has an ON-OFF-
ARM switch and a connector for the antenna cable.
ELT Antenna
The ELT antenna is a fixed pole type. It is on the top of the fuselage between frames 39 and 40, below the dorsal fairing.
Remote Control Panel

For Aircraft MSN 322 thru 400 and Post SB 25-020.
33
A remote control switch and monitoring indicator light panel is installed on the pilots lower left instrument panel. The indicator
light will flash when the ELT switch is set to ON. The electrical power supply for the remote control panel is 28 VDC from the
Battery Direct bus thorough the 1A ELT/CLOCK circuit breaker.
Operation
Normal Mode
In the normal mode the ON-OFF-ARM switch is set to ARM. The ELT is automatically operated when force of more than 2.3 g is
applied to the g-switch with a change in speed of 4.0 feet per second. The ELT transmits modulated RF signals, from the
antenna, on the international distress frequencies of 121.5 and 243.0 MHz. The ELT will continue to transmit for more than
seven days at an ambient temperature of between 15 and 26 C when the battery pack is new. The operation of the ELT stops
when the ON-OFF-ARM switch is set to OFF.
Manual Operation
In the manual mode the ON-OFF-ARM switch is set to ON. The ELT transmits on the same frequencies as normal mode. The
operation of the ELT stops when the ON-OFF-ARM switch is set to OFF.
Manual operation must only be set in an emergency or during a test.
34
INSULATION
General
The insulation reduces the loss of heat from inside the aircraft. It also reduces the effect of heat and noise from outside the
aircraft on the passengers and aircraft equipment.
The insulation is installed in a primary and secondary kit form. The primary kit insulation is made in parts with a fiber between
two layers of heat reflective material. The parts are supplied with a self-adhesive backing. They are installed directly onto the
fuselage skin between the frames and stringers along the complete length of the pressurized part of the fuselage together with
the front and rear pressure bulkheads.
Some of the parts of the insulation have cut-outs in them to give access to cargo-net attachment positions, door operating
mechanisms and other necessary components.
The secondary insulation kit is supplied in lengths of foam formed strips that are installed on all the frames and around the cabin
windows of the pressurized part of the fuselage. Three rubber drain valves are installed on the center of the bottom fuselage.
They open when the aircraft becomes de-pressirized after landing and let moisture that can collect in the underfloor area drain
out.
The trim panels keep the secondary insulation in the correct position when they are installed.
Insulation is installed on the inside of the lower part of the passenger compartment sidewalls.
Insulation kits are supplied and installed on the passenger/crew, emergency exit and cargo doors.
Aircraft Post SB 25-012 and MSN 251-999 have thermal and acoustic insulation installed that does not touch the fuselage
structure to a give better ventilation and condensation drain routing.
Aircraft Post SB 25-013 and MSN 251-999 have larger drain holes in the underfloor frames, new rubber drain valves and
underfloor insulation. The insulation does not touch the fuselage bottom structure which gives a better ventilation and
condensation drain routing.
SB 25-008 makes a modification to the passenger/crew door to permit a thermal blanket to be installed on the inside of the door.
The blanket can easily be installed and removed (the instructions are on the blanket) on the inside of the door when it is closed
35
before flight. It covers the steps on the door to stop heat loss during long high flights. The door operating placards that are on the
inner side of the door are also installed on the outer side of the blanket. When the blanket is not installed it is kept in a bag which
can be put in the baggage compartment.
36
COLD WEATHER PREHEATER SYSTEM
General
The cold weather preheater system has heating elements installed on the battery (batteries if a 2nd battery is installed) and
around parts of the engine. The system is powered by a 110 V AC external power supply which is connected to power
receptacles on the aircraft. The system gives safe engine starting and equipment operating temperatures in cold weather
conditions.
An insulated engine cover when installed will help to keep the heat in the engine compartment after shutdown and is used with
the engine heater system.
A supplementary heater can be used to preheat the passenger compartment.
A. Battery Heater
A belt type 110 V AC heating element is installed around the outer sides of the battery (batteries if a 2nd battery is installed). An
external power receptacle and a pilot light are installed on the left side of the lower rear fuselage behind Frame 38. A
temperature sensor is installed on the aircraft skin near the battery. A wiring harness connects the components to the external
power receptacle. The wiring harness has an additional connector which goes forward through the pressure bulkhead to a
receptacle installed on the lower front wall of the baggage compartment. A supplementary heater can be connected to the
receptacle.
B. Engine Heater
Five heating elements are bonded to the following parts of the engine:
 on the left side of the reduction gearbox
 on the right side of the reduction gearbox
 on the left front side of accessory gearbox
37
 on the left rear side of accessory gearbox

 on the bottom of the fuel control unit
An external power receptacle and a pilot light are installed on the left side lower of the front fuselage behind the engine firewall.
A wiring harness connects the heaters to the external power receptacle.
C. Supplementary Heater
A 110 V AC ceramic-core element safety heater of 1500 W power can be put in the center of the passenger compartment to
increase the temperature of the compartment. The heater is connected to the power receptacle on the lower front wall of the
baggage compartment. Power is supplied from the battery heater system when energized.
D. Avionic Compartment Temperature Sensor
A temperature sensor is installed in the avionics compartment below the passenger compartment floor at Frame 17. The sensor
is connected to a TEMP INDICATION switch installed in the flight compartment center console near the cabin temperature
indicator. The switch has UNDER FLOOR and CABIN positions. When in the UNDER FLOOR position the cabin temperature
indicator will show the temperature in the underfloor avionics compartment.
38
Operation
A. Battery and Supplementary Heaters
When the system is energized and the aircraft skin temperature becomes less than 32° F the temperature sensor will energize
the heating elements around the battery (batteries if a 2nd battery is installed). The pilot light comes on when the system is
energized. Power is also supplied to the receptacle on the lower front wall of the baggage compartment for the supplementary
heater.
When the system is used for long periods of time it is recommended that the battery servicing is done at a more frequent
interval.
B. Engine Heaters
When the system is energized the heating elements around the engine are energized and will become warm. The pilot light
comes on when the system is energized.
C. Operations in Cold Conditions
If the aircraft is to be parked outside for a period of time and the ambient temperature is expected to be:
0° to -15° C connect a 110 V AC ground power supply to the battery heater receptacle
 15° C and belowconnect a 110 V AC ground power supply to the battery and engine heaters receptacles. Put an insulated
cover over the engine. Put a supplementary heater in the center of the passenger compartment.
Before engine start switch off and disconnect the 110 V AC ground power supply to the battery and engine heater receptacles.
Remove the insulated cover from the engine and the supplementary heater from the passenger compartment.
It is recommended to use the external power procedure for engine starting, using a ground power unit that can supply 1000 Amp
28 V DC power.
After engine start at cold temperatures of below -15°, use maximum cabin heating to increase the avionic compartment
temperature to above -15° C. Set the TEMP INDICATION switch to UNDER FLOOR and monitor the temperature rise on the
cabin temperature indicator.
39
COLD WEATHER PREHEATER SYSTEM - LAYOUT
40
FLIGHT CONTROLS
1
INDEX
FLIGHT CONTROLS
GENERAL
A. THE AILERON SYSTEM
B. THE AILERON TRIM SYSTEM
C. THE RUDDER SYSTEM
D. THE RUDDER TRIM SYSTEM
E. THE ELEVATOR SYSTEM
F. THE HORIZONTAL STABILIZER SYSTEM
G. THE FLAPS SYSTEM
H. THE GUST LOCK
AILERON SYSTEM
GENERAL
A. PILOT AND CO-PILOT CONTROL WHEELS
B. CONTROL COLUMN
C. CABLE SYSTEM
D. CABLE SEGMENT
E. AILERON/RUDDER INTERCONNECTION SYSTEM
a. LOCKING MECHANISM
b. SPRING CYLINDER
c. OPERATING LEVER
F. RODS AND BELLCRANKS SYSTEM
G. AILERONS
OPERATION
A. AILERON SYSTEM
B. AILERON/RUDDER INTERCONNECTION SYSTEM
AILERON SYSTEM
2
GENERAL
A. PILOT AND CO-PILOT CONTROL WHEELS
B. CONTROL COLUMN
C. CABLE SYSTEM
D. CABLE SEGMENT
E. AILERON/RUDDER CONNECTION SYSTEM
a. CONNECTION ASSEMBLY
b. SPRING HOUSING ASSEMBLY
F. RODS AND BELLCRANKS SYSTEM
G. AILERONS
OPERATION
A. AILERON SYSTEM
B. AILERON/RUDDER CONNECTION SYSTEM
AILERON TRIM
GENERAL
A. TRIM SWITCH
B. TRIM INTERRUPT SWITCH
C. AILERON TRIM ACTUATOR
D. TRIM ENGAGE SWITCH
E. TRIPLE TRIM INDICATOR
OPERATION
RUDDER SYSTEM
GENERAL
GENERAL
A. RUDDER PEDALS
PEDALS
3
STAY AND BEAM ASSEMBLY

ADJUSTMENT MECHANISM
TORQUE TUBE
B. CABLE SYSTEM
C. RUDDER
OPERATION
RUDDER TRIM
GENERAL
A. RUDDER TRIM SWITCH
C. RUDDER TRIM ACTUATOR
D. TRIPLE TRIM INDICATOR
OPERATION
ELEVATOR SYSTEM
GENERAL
A. CONTROL COLUMN ASSEMBLY
B. CABLE SYSTEM
C. ELEVATORS
OPERATION
HORIZONTAL STABILIZER TRIM
GENERAL
A. TRIM SWITCH
C. ALTERNATE - STAB TRIM SWITCH
D. HORIZONTAL STABILIZER TRIM ACTUATOR
E. TRIM ENGAGE SWITCH
4
F. TRIPLE TRIM INDICATOR

OPERATION
A. MANUAL TRIM OPERATION
B. AUTO TRIM OPERATION
C. ALTERNATE STAB TRIM OPERATION
D. MANUAL TRIM INTERRUPT OPERATION
E. HORIZONTAL STABILIZER WARNINGS
HORIZONTAL STABILIZER TRIM RUNAWAY
UNSAFE POSITION FOR TAKEOFF
FLAPS
GENERAL
A. FLAP POSITION LEVER
B. FLAP CONTROL AND WARNING UNIT
THE CAT SYSTEM
THE LAMP/EIS TEST SWITCH
THE CAWS
THE POWER CONTROL LEVER (PCL)
THE LANDING GEAR POSITION AND WARNING SYSTEM
THE ASI
C. POWER DRIVE UNIT (PRE SB 27-013)
MOTOR RELAY
FIELD RELAY
DIRECTION CONTROL RELAY
PDU FIELD CONTROL PANEL
D. POWER DRIVE UNIT (POST SB 27-013 AND MSN 401-999)
E. FLAP DRIVE SHAFT
F. FLAP SCREW ACTUATOR
G. ROTATION TRANSMITTER
5
H. POSITION SENSOR
I. INTERRUPT - FLAP SWITCH
J. UP AND DOWN LIMIT SWITCHES
K. FLAP POSITION INDICATOR
L. FLAP SUPPORT MECHANISM
M. FLAP MAINT SWITCH
N. FLAP RESET SWITCH
OPERATION
A. NORMAL OPERATION
PRE SB 27-013
POST SB 27-013 AND MSN 401-999
ALL
B. INTERRUPT OPERATION
C. FLAP SYSTEM WARNING
MSN 101-320 AND 322-400
MSN 321 AND 401-999
FCWU FAILURE
D. PRIMARY FAILURE MONITORS
FLAP FLEXIBLE DRIVE SHAFT ROTATION
FLAP PANEL TWIST DETECTION
FCWU FAILURE
E. SECONDARY FAILURE MONITORS
FLAP PANEL ASYMMETRY AND TWIST DETECTION
UP AND DOWN LIMIT SWITCHES OPERATION
FCWU FAILURE
F. FLAPS CIRCUIT BREAKER OPENING
G. INFORMATION, ERROR AND FAILURE CODES
H. MAINTENANCE OPERATION
GENERAL
6
FLAPS DOWN - MAINTENANCE OPERATION

FLAPS UP - MAINTENANCE OPERATION
a. PRE SB 27-013
b. POST SB 27-013 AND MSN 401-999
ALL FLAP MAINTENANCE OPERATIONS
I. FLAP SYSTEM RESET AND SET PROCEDURE
J. LANDING GEAR
GUST LOCK
GENERAL
7
8
FLIGHT CONTROLS
General
The flight control systems are described in these sub-systems:
A. The Aileron System
The aileron system controls the roll attitude of the aircraft. The system has an aileron/rudder interconnection system which
connects the aileron system to the rudder system when the flaps are extended. It helps control yaw of the aircraft with less input
through the rudder pedals when the aircraft takes-off and lands.
B. The Aileron Trim System
The aileron trim system is used to make small changes to the aircraft attitude (roll). This lets the aircraft fly level with no input
from the control wheels.
C. The Rudder System
The rudder system controls the yaw attitude of the aircraft.
D. The Rudder Trim System
The rudder trim system is used to make small changes to the aircraft direction (yaw) in flight. This lets the aircraft fly straight with
no input from the rudder pedals.
E. The Elevator System
The elevator system controls the pitch attitude of the aircraft.

9
F. The Horizontal Stabilizer System
The horizontal stabilizer trim system makes small changes to the aircraft attitude (pitch). This lets the aircraft fly level with no
input from the control wheel.
G. The Flaps System
The flaps are used to increase the lift of the wings during take-off, landing and low airspeed. The flaps extend from the trailing
edge of the left and right wings.
H. The Gust Lock
The gust lock makes sure strong winds do not move the ailerons and elevators when the aircraft is parked. The gust lock does
not lock the rudder, but the rudder is dampened through the nose-landing-gear steering actuator when the nose wheel is on the
ground.
10
AILERON SYSTEM
General
The aileron system controls the roll attitude of the aircraft. The system has an aileron/rudder interconnection system which
connects the aileron system to the rudder system when the flaps are extended. It helps control yaw of the aircraft with less input
through the rudder pedals when the aircraft takes-off and lands.
The aileron system has:

 Pilot and co-pilot control wheels
 A control column
 A cable system
 A cable segment
 An aileron/rudder interconnection system
 A rods and bellcranks system
 Two ailerons
The left aileron has a trim tab .

The aileron system gets an input from the autopilot system.
A. Pilot and Co-Pilot Control Wheels
The pilot and co-pilot control wheels are left and right handed and contain control switches of other systems. Each control wheel
is installed on a shaft that goes through the instrument panel and connects to the control column. There is a chain wheel on the
end of each shaft. A map holder is installed at the center of each control wheel.
11
B. Control Column
The control column is installed behind the instrument panel. The control wheels are attached to the left and right arms of the
control column arm. A chain wheel is attached to the center of the control column arm. A chain connects the chain wheels of the
control column together. A chain connection connects the chain to the cable system.
Two non-adjustable stops are installed on the left arm of the control column. A stop arm on the pilot control wheel shaft moves
between the stops when the control wheels are turned.
C. Cable System
The cable system transmits the movement of the control wheels through the chain to the cable segment. It has two cables that
connect the chain mechanism to the cable segment. The cables go from the control column along the left side of the center
console to the cable segment below the center of the passenger compartment floor. Pulleys and cable guides keep the cables in
the correct routing. The cable system has two turnbuckles between frames 19 and 21.
D. Cable Segment
The cable segment connects the cable system to the rods and bellcranks system. It is installed below the center of the
passenger compartment floor between frames 22 and 23. The cable segment gives an output to the aileron/rudder
interconnection system through a spring cylinder. A cable connects the roll servo actuator of the autopilot system to the cable
segment.
E. Aileron/Rudder Interconnection System
The aileron/rudder interconnection system connects the aileron system to the rudder system when the flaps are extended. The
interconnection system is installed below the passenger compartment floor between the cable segment and the rudder cable
system. It has:
 A locking mechanism
 A spring cylinder
12
 An operating lever
a. Locking Mechanism
The locking mechanism makes the aileron and rudder systems move together when the flaps are extended. It has two parts.
The outer part has a tapered slot that the bolt from the inner part moves into when the system operates. A lever on the top of the
outer part is connected to the left rudder cable with a cable clamp.
The inner part is a tube with a slot in it. A shaft with a bolt on it moves up and down in the tube when the operating lever moves.
One end of the spring cylinder connects to the outer part.

With the flaps set to 40° and the ailerons in the center position the rudder is set 7° to the right of the center position.
b. Spring Cylinder
The spring cylinder transmits movement of the cable segment to the interconnection system when the locking mechanism is
engaged. It compresses and extends when the rudder system is operated.
c. Operating Lever
The operating lever moves the shaft in the inner part of the locking mechanism up and down. A bowden type cable goes through
the fuselage and connects the operating lever to the arm of the right-inboard flap-support mechanism.
F. Rods And Bellcranks System
The rods and bellcranks system transmits movement of the cable system to the ailerons. The rods and bellcranks are installed in
the fuselage from the cable segment to the rear of the wing roots and along the trailing edges of the wings, aft of the rear spar,
to the two ailerons. The rods aft of the rear spar move in roller guides and guide plates. The rods connect to the ailerons through
13
a bellcrank at the inboard end of each aileron. An adjustable stop on each bellcrank controls the range of movement of the
ailerons.
G. Ailerons
The ailerons change the roll attitude of the aircraft. Two hinges connect each aileron to the outer trailing edge of each wing. An
arm connects each aileron to the bellcranks at the outboard end of the rods and bellcranks system. A trim tab is installed on the
left aileron. The aileron trim system operates the trim tab.
Operation
A. Aileron System
When a control wheel turns to the left or the right the chain wheel on the end of the control wheel shaft turns. This makes the
chains move the chain connection. The chain connection operates the cable system to turn the cable segment. The cable
segment operates the rods and bellcranks system and the ailerons move. Because the ailerons are connected, when one aileron
moves up the other aileron moves down.
The input from the autopilot system to the aileron controls turns the cable segment with no input from the control wheels. This
moves the ailerons and turns the control wheels.
B. Aileron/Rudder Interconnection System
The aileron/rudder interconnection system operates when the flaps start to extend to move the rudder at the same time as the
aileron is operated. The more the flaps are extended, the larger the movement of the rudder when the aileron operates. This
decreases the quantity of input necessary from the rudder system at low airspeeds.
14
When the flaps extend, the bowden-type cable moves the operating lever of the interconnection system and starts to lift the shaft
in the inner part into the outer part of the locking mechanism. As the selected flap position increases the shaft moves up until,
with the flaps fully extended to 40°, the bolt on the shaft is at the top of the slot.
When the bolt is in the slot, movement of the ailerons is transmitted through the spring cylinder to the locking mechanism which
moves the rudder cables and the rudder.
Because the slot in the outer part has a taper, the quantity of movement of the cable segment necessary to move the rudder
changes with the position of the bolt in the slot. The less the flaps are extended, the less the bolt is lifted into the slot. This
makes more movement of the cable segment necessary to move the rudder.
15
16
17
AILERON SYSTEM
General
The aileron system controls the roll attitude of the aircraft.
The aileron system is connected to the rudder system by an aileron/rudder connection system.
The aileron system has:


 Pilot and co-pilot control wheels
 A control column
 A cable system
 A cable segment
 An aileron/rudder connection system
 A rods and bellcranks system
 Two ailerons
The aileron system gets an input from the autopilot system.
A. Pilot and Co-Pilot Control Wheels
The pilot and co-pilot control wheels are left and right handed and contain control switches of other systems. Each control wheel
is installed on a shaft that goes through the instrument panel and connects to the control column. There is a chain wheel on the
end of each shaft. A map holder is installed at the center of each control wheel.
18
B. Control Column
The control column is installed behind the instrument panel. The control wheels are attached to the left and right arms of the
control column arm. A chain wheel is attached to the center of the control column arm. A chain connects the chain wheels of the
control column together. A chain connection connects the chain to the cable system.
Two non-adjustable stops are installed on the left arm of the control column. A stop arm on the pilot control wheel shaft moves
between the stops when the control wheels are turned.
C. Cable System
The cable system transmits the movement of the control wheels through the chain to the cable segment. It has two cables that
connect the chain mechanism to the cable segment. The cables go from the control column along the left side of the center
console to the cable segment below the center of the passenger compartment floor. Pulleys and cable guides keep the cables in
the correct routing. The cable system has two turnbuckles between frames 19 and 21.
D. Cable Segment
The cable segment connects the cable system to the rods and bellcranks system. It is installed below the center of the
passenger compartment floor between frames 22 and 23. The cable segment gives an output to the aileron/rudder
interconnection system through a spring cylinder. A cable connects the roll servo actuator of the autopilot system to the cable
segment.
E. Aileron/Rudder Connection System
The aileron/rudder connection system connects the aileron system to the rudder system. The connection system is installed
below the passenger compartment floor between the cable segment and the rudder cable system. The system has:
 A connection assembly
 A spring housing assembly
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a. Connection Assembly
The connection assembly has a circular body with a connection for the spring housing assembly. It is attached at the bottom to
the fuselage structure with a bushing collar. The cable bracket which is attached at the top is connected to the left rudder cable
with a cable clamp.
b. Spring Housing Assembly
The spring housing is attached to the aileron cable segment and the connection assembly. It compresses and extends to
transmit a smooth movement from the aileron to the rudder or from the rudder to the aileron control systems when they are
operated.
F. Rods And Bellcranks System
The rods and bellcranks system transmits movement of the cable system to the ailerons. The rods and bellcranks are installed in
the fuselage from the cable segment to the rear of the wing roots and along the trailing edges of the wings, aft of the rear spar,
to the two ailerons. The rods aft of the rear spar move in roller guides and guide plates. The rods connect to the ailerons through
a bellcrank at the inboard end of each aileron. An adjustable stop on each bellcrank controls the range of movement of the
ailerons.
G. Ailerons
The ailerons change the roll attitude of the aircraft. Two hinges connect each aileron to the outer trailing edge of each wing. An
arm connects each aileron to the bellcranks at the outboard end of the rods and bellcranks system. A tab is installed on the
outboard end of each aileron.
A geared lever (flettner) mechanism is installed in each aileron. The mechanism has a push rod, lever and supports. The push
rod is connected to the aileron tab and the lever is connected to the trim actuator on the left aileron and to a short push rod on
20
the right aileron. The other end of the trim actuator and the short push rod are connected to the wing structure. The left aileron
tab is also moved by the aileron trim system.
Operation
A. Aileron System
When a control wheel turns to the left or the right the chain wheel on the end of the control wheel shaft turns. This makes the
chains move the chain connection. The chain connection operates the cable system to turn the cable segment. The cable
segment operates the rods and bellcranks system and the ailerons move. Because the ailerons are connected, when one aileron
moves up the other aileron moves down. When an aileron moves the geared lever (flettner) mechanism inside the aileron also
operates and moves the tab in the opposite direction.
The input from the autopilot system to the aileron controls turns the cable segment with no input from the control wheels. This
moves the ailerons and turns the control wheels.
B. Aileron/Rudder Connection System
When the aileron system is operated the connection system, through the spring housing and connection assemblies, moves the
rudder cables and the rudder. This makes the aircraft more stable in a turn.
21
22
23
AILERON TRIM
General
The aileron trim system is used to make small changes to the aircraft attitude (roll). This lets the aircraft fly level with no input
from the control wheels. The aileron trim system has:
 Two trim switches (pilot and co-pilot)
 A trim interrupt switch
 An aileron trim actuator
 Two trim engage switches (pilot and co-pilot)
 A triple trim indicator.
The aileron trim system sends:

 An aileron trim monitoring signal to the autopilot pitch trim adapter
 A manual trim mode signal to the autopilot Flight Control Computer (FCC).
The power supply to the system are:

 28 VDC through the AIL TRIM (BATTERY BUS) circuit breaker
 28 VDC through the STAB TRIM (BATTERY BUS) circuit breaker
 28 VDC through the RUDDER TRIM (GENERATOR 1 BUS) circuit breaker
 28 VDC through the STAB TRIM ALTN (GENERATOR 1 BUS) circuit breaker
 28 VDC through the A/P TRIM ADAPTER (AVIONIC 2 BUS) circuit breaker.
A. Trim Switch
Each trim switch controls the power supply to the aileron trim actuator and the horizontal stabilizer trim actuator.
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The trim switches are on the control wheels. They are four-position rocker switches. The aileron trim positions are LH and RH.
The other positions are DN and UP for the horizontal stabilizer.
B. Trim Interrupt Switch
If a trim runaway occurs, the trim interrupt switch is used to disconnect the 28 VDC power supply from the autopilot pitch trim
adapter and the aileron, rudder and horizontal stabilizer trim actuators.
The switch is a rocker-type with a safety cover. It is installed on the center pedestal. It is identified by the caption INTERRUPT –
TRIM and has the position marks NORM (normal) and INTR (interrupt).
C. Aileron Trim Actuator
The aileron trim actuator is an electrically-operated linear actuator which moves the aileron trim tab. The aileron trim actuator is
controlled manually when one of the trim engage switches is pressed. There is no autotrim facility on the aileron trim system.
The aileron trim actuator is in the left aileron. An adjustable rod connects it to the trim tab. It is in a rectangular case with an
electrical connector and an eye-end at one end and a connection rod at the other. The case contains an electric motor, gears
and a screw assembly. Two limit switches stop the motor when the aileron trim actuator is fully extended or retracted. A
potentiometer is used to send a position signal to the triple trim indicator.
D. Trim Engage Switch
A trigger-type trim engage switch is installed on the pilot's and co-pilot's control wheels. The trigger switch must be pressed and
held in to operate the trim switch.
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The trim engage switches are used to connect the power supply to the trim switches. At the same time, they disconnect a
grounding circuit from the autopilot FCC and connect a 28 VDC supply in its place. This gives a signal to the FCC that the
aileron is being trimmed manually, which disconnects the autopilot.
E. Triple Trim Indicator
The triple trim indicator gives an indication of the amount of trim of the aileron, rudder and horizontal stabilizer.The triple trim
indicator is on the center pedestal. It is in a rectangular case and has a electrical connector on the rear. The front of the triple
trim indicator has three graduated dials with a zero-trim position. Each dial has an aircraft symbol pointer which turns in relation
to the amount of trim. Some versions include a white AUTOTRIM indicator light for each axis. The aileron AUTOTRIM indicator
light is inoperative.
When the trim engage trigger switch is pushed, a 28 VDC supply is connected to the trim switch. At the same time, it connects a
28 VDC supply from the autopilot system to the ‘manual trim mode’ signal pin on the autopilot FCC. This disconnects the
autopilot.
When the trim switch is pushed and held to the RH or LH position, 28 VDC energizes the right aileron-trim relay (K1) or the left
aileron-trim relay (K2).
When the right aileron-trim relay (K1) is energized, a 28 VDC supply goes through the contacts of the trim-interrupt relay K3 and
the right aileron-trim relay (K1) to the aileron trim actuator. The return from the aileron trim actuator goes through a second set of
contacts of the right aileron-trim relay (K1) to ground.
When the left aileron-trim relay (K2) is energized, a 28 VDC supply goes to the aileron trim actuator through the contacts of the
trim-interrupt relay K3, the (de-energized) right aileron-trim relay (K1) and the (energized) left aileron-trim relay K2. The return
from the aileron trim actuator goes through a second set of contacts of the left aileron-trim relay (K2) and the right aileron-trim
relay (K1) to ground.
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The aileron trim actuator extends or retracts to move the aileron trim tab up or down. The actuator stops when the trim switch is
released or when the aileron trim actuator limit switches operate. The aileron trim actuator sends a position signal to the triple
trim indicator which gives an indication of the amount of aileron trim.
The autopilot pitch trim adapter monitors the aileron trim system circuit during autopilot operation and will disengage the
autopilot when it detects an aileron trim runaway. The trim interrupt switch is manually operated to energize the trim interrupt
relays (K3 and K4) when a trim runaway occurs.
When the trim interrupt relays energize, one set of K3 contacts disconnect the 28 VDC supply from the aileron trim actuator. At
the same time, a set of K4 contacts disconnect the main 28 VDC power supply from the autopilot pitch trim adapter. The other
trim actuators are also disconnected from the 28 VDC supply .
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28
RUDDER SYSTEM
General
The rudder system controls the yaw attitude of the aircraft.
The rudder system has:

 Pilot and co-pilot rudder pedals
 A cable system
 A rudder
The rudder system gets inputs from:

 The autopilot system
 The aileron/rudder interconnection system of the aileron system
The rudder has a trim tab).
The rudder pedals are also used for:

 The brakes
 The nose wheel steering
A. Rudder Pedals
The pilot and co-pilot rudder pedals are used to operate the cable system. They are also used to operate the brake system and
the nose-wheel steering system. They are installed in the flight compartment below the instrument panel. Each set of rudder
pedals have these main parts:
 Two pedal arm assemblies
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 A stay and beam assembly

 An adjustment mechanism
 A torque tube
Pedals
A left and right pedal is installed at the pilot and co-pilot positions. Each pedal is installed on the spindle of the pedal arm
assembly. The pedal arm assembly is installed on the beam assembly and is connected by a rod to the torque tube. Each pedal
has an attachment point for a rod which connects to the brake master cylinder.
Stay And Beam Assembly
The stay and beam assembly makes a frame that holds the pedal arms, adjustment mechanism and the torque tube.
Adjustment Mechanism
The adjustment mechanism makes it possible to adjust the position of the pedals forward or to the rear. It is connected to the
stay and beam assembly and the torque tube. The universal joint on the torque tube makes this adjustment possible.
Torque Tube
The top of the torque tube is connected to the adjustment mechanism and the pedals. The pilot and co-pilot torque tubes are
connected together with a connecting rod.
The pilot torque tube is connected by a universal joint to a bearing and torque tube that goes through the flight compartment
floor. A bellcrank at the bottom of the torque tube connects to the cable system and the nose-wheel steering system. Two
adjustable stops are installed on the structure adjacent to the bellcrank. These control the range of movement of the rudder
pedals to the left or right.
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The bottom co-pilot torque tube is attached to a self-aligning bearing in the flight compartment floor.
B. Cable System
The cable system transmits the movement of the rudder pedals to the rudder. Two cables connect the bellcrank on the bottom of
the pilot torque tube to the rudder quadrant. The cables go through the pressure bulkhead at frame 15 below the left of the
passenger compartment floor. They continue through the rear pressure bulkhead to the rudder quadrant. Pulleys and cable
guides keep the cables in the correct routing. Seals are installed on the cables at the two pressure bulkheads. Each cable has a
turnbuckle aft of the bellcrank.
Cable clamps connect the cables of the autopilot yaw servo to the rudder cables at frame 40 and the aileron/rudder interconnect
system between frames 22 and 23.
C. Rudder
The rudder changes the yaw attitude of the aircraft. A hinge connects the rudder to the trailing edge of the vertical stabilizer and
a quadrant connects the bottom of the rudder to the rear fuselage. The quadrant connects the cable system to the rudder and
has two adjustable stops on it to control the range of movement of the rudder. The rudder has a trim tab on it.
Operation
When one rudder pedal is pushed the pedal arm turns which causes the torque tube to turn. The second rudder pedal moves in
the opposite direction. The other rudder pedals operate in the same direction because of the connecting rod between the two
torque tubes.
The pilot torque tube turns the bellcrank and moves the cable system which turns the rudder to the left when the left pedal is
pushed forward, and to the right when the right pedal is pushed forward.
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Movement of the pedals and bellcrank causes the nose wheel steering system to operate. If the Nose Landing Gear (NLG) is
extended the nosewheel will turn. If the aircraft is in the air and the landing gear is retracted the mechanism of the nose wheel
steering absorbs the movement of the bellcrank.
An input from the autopilot yaw servo makes the rudder cables move without an input from the rudder pedals. This makes the
rudder and the pedals move.
MSN 101-683. The aileron/rudder interconnection system operates when the flaps start to extend to move the rudder at the
same time as the aileron is operated. The more the flaps are extended, the larger the movement of the rudder when the aileron
operates. This decreases the quantity of input necessary from the rudder pedals at low airspeeds.
MSN 684-999. When the rudder system is operated the aileron/rudder connection system moves the aileron cables and the
ailerons. This makes the aircraft more stable in a turn.
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RUDDER TRIM
General
The rudder trim system is used to make small changes to the aircraft direction (yaw) in flight. This lets the aircraft fly straight with
no input from the rudder pedals.
The rudder trim system has:

 A rudder trim switch
 A rudder trim actuator
The rudder trim system gets drive inputs from the autopilot yaw servo actuator.
The power supplies to the rudder trim system are:

MSN 121-999. The autopilot yaw servo actuator gives a signal to the rudder trim system and the Central Advisory and Warning
System (CAWS) (when the rudder trim actuator is moving during automatic operation.
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A. Rudder Trim Switch
The rudder trim switch controls the power supply to the rudder trim actuator. The rudder trim switch is a rocker type and is on the
Power Control Lever (PCL).
The switch is a rocker-type with a safety cover. It is installed on the center pedestal. It is identified by the caption INTERRUPT -
C. Rudder Trim Actuator
The rudder trim actuator is an electrically-operated linear actuator which moves the rudder trim tab. The rudder trim actuator is
controlled automatically by the autopilot yaw servo actuator, or manually when the rudder trim switch on the PCL is pressed.
The trim actuator is in the fin and an adjustable rod connects it to the trim tab. It is in a rectangular case with an electrical
connector and an eye-end at one end and a connection rod at the other. The case contains an electric motor, gears and a screw
assembly. Two limit switches stop the motor when the trim actuator is fully extended or retracted. A potentiometer is used to
send a position signal to the triple trim indicator.
D. Triple Trim Indicator
The triple trim indicator gives an indication of the amount of trim of the aileron, rudder and horizontal stabilizer. The triple trim
indicator is on the center pedestal. It is in a rectangular case and has a electrical connector on the rear.
34
The front of the triple trim indicator has three graduated dials with a zero-trim position. Each dial has an aircraft symbol pointer
which turns in relation to the amount of trim. Some versions include a white AUTOTRIM indicator light for each axis. The
applicable AUTOTRIM light comes on when the autopilot operates the trim system.
MSN 121-999. The rudder AUTOTRIM light on the triple trim indicator comes on when the rudder trim actuator is moving during
autopilot operation. At the same time, the blue A/P TRIM caption on the CAWS comes on.
When the rudder trim switch is pushed and held at its left or right position, 28 VDC energizes the left rudder-trim relay (K12) or
the right rudder-trim relay (K11).
When the left rudder-trim relay (K12) is energized, the 28 VDC goes through the contacts of the trim-interrupt relay K3 and the
left rudder-trim relay (K12) to the rudder trim actuator. The return from the rudder trim actuator goes through a second set of
contacts of the left rudder-trim relay (K12) to ground.
When the right rudder-trim relay (K11) is energized, the 28 VDC goes through the contacts of the trim-interrupt relay K3, the (de-
energized) left rudder-trim relay (K12) and the right rudder-trim relay (K11) to the rudder trim actuator. The return from the
rudder trim actuator goes through a second set of contacts of the right rudder-trim relay (K11) and the left rudder-trim relay (K12)
to ground.
The rudder trim actuator extends or retracts to move the rudder trim tab left or right. The rudder actuator stops when the trim
switch is released or when the trim actuator limit switches operate. The rudder trim actuator sends a position signal to the triple
trim indicator which gives an indication of the amount of rudder trim.
The trim interrupt switch is used to energize the trim interrupt relays if a trim runaway occurs during manual or autopilot
operation. When the trim interrupt relays energize, one set of K3 contacts disconnect the 28 VDC supply from the rudder trim
actuator. At the same time, other contacts on the trim interrupt relays (K3 and K4) disconnect the main 28 VDC power supply
from the autopilot pitch trim adapter and the aileron and horizontal stabilizer trim actuators.
The yaw servo actuator in the autopilot system automatically controls the rudder trim when the yaw damper is engaged.
35
MSN 121-999. When the yaw servo actuator controls the rudder trim actuator, the rudder AUTOTRIM light on the triple trim
indicator comes on when the rudder trim actuator is moving. At the same time, the yaw servo actuator sends a signal to the
CAWS to make the A/P TRIM advisory caption come on.
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RUDDER TRIM - SCHEMATIC

37
ELEVATOR SYSTEM
General
The elevator system controls the pitch attitude of the aircraft.
The elevator system has:

 A control column assembly
 A cable system
 Two elevators.
The elevator system gets inputs from:

 The speed and attitude correction system.
A. Control Column Assembly
The control column assembly transmits the forward and aft movement of the control wheels to the cable system. It is installed in
the flight compartment behind the instrument panel. The control column turns on ball bearings. A rod and bellcrank connect the
control column to the cable system at the front of the center console. The pilot and co-pilot control wheels are installed on the left
and right arms. The stick shaker actuator is installed on the left arm.
B. Cable System
The cable system transmits the movement of the control column to the elevators. It has two cables that connect to the front
bellcrank in the flight compartment and the rear bellcrank at the top of the vertical stabilizer. The cables go from the bellcrank of
the control column along the right side of the center console and below the right of the passenger compartment floor. They then
38
go through the rear pressure bulkhead and the rear fuselage to a bellcrank at the top of the vertical stabilizer. Pulleys and cable
guides keep the cables in the correct routing. Seals are installed on the cables at the rear pressure bulkhead. The cable system
has two turnbuckles at frame 11 and between frames 19 and 20. A rod connects the bellcranks at the top of the vertical stabilizer
to the elevators.
Two cable clamps at frame 40 connect the two cables of the autopilot pitch servo-actuator to the cables system in the rear
fuselage.
Two cable clamps at frames 21 and 22 connect the cable of the stick pusher servo to the cables system.
C. Elevators
The left and right elevators change the pitch attitude of the aircraft. A bracket connects them together and they operate as one
control surface. The bracket has fixed stops at the top and bottom that touch the horizontal stabilizer to control the range of
movement of the elevators. Two hinges connect each elevator to the trailing edge of the horizontal stabilizer. A rod and bellcrank
connect the elevators to the cable system.
Operation
Movement of the control column forward and aft turns the control column assembly around its bottom pivot position. This turns
the bellcrank and moves the cable system. The cable system moves the bellcrank and rod in the vertical stabilizer and the
elevators move down or up together.
When the control column moves forward the elevators move down. When the control column moves to the rear the elevators
move up. The control wheels can be moved forward or aft approximately 1 in (25,4 mm) more when the stops on the elevator
bracket touch the horizontal stabilizer.
The inputs from the autopilot system and the speed and altitude correction system move the cable system with no input from the
control wheels. The autopilot system moves the elevators down and up. The stick pusher system moves the elevators down.
39
The control wheels move when the autopilot and stickpusher systems operate the cable system.
40
ELEVATOR SYSTEM - LAYOUT
41
HORIZONTAL STABILIZER TRIM
General
The horizontal stabilizer trim system makes small changes to the aircraft attitude (pitch). This lets the aircraft fly level with no
input from the control wheel.
The horizontal stabilizer system has:

 Two trim switches (pilot and co-pilot)
 An ALTERNATE - STAB TRIM switch
 A horizontal stabilizer trim actuator
 Two trim engage switches (pilot and co-pilot)
The horizontal stabilizer system gets auto trim inputs from the autopilot system. The horizontal stabilizer system gives a
disengage signal to the autopilot during manual operation of the ALTERNATE - STAB TRIM switch. The horizontal stabilizer
system also gives signals to:
 The Central Advisory and Warning System (CAWS).
 The warning tone generator in the Speed and Attitude Correction System.
The power supplies to the horizontal stabilizer system are:

42
MSN 121-999. The autopilot pitch trim adapter gives a signal to the triple trim indicator and the CAWS when the horizontal
stabilizer trim actuator is moving during automatic operation.
A. Trim Switch
Each trim switch controls the power supply to the aileron trim actuator and the main motor of the horizontal stabilizer trim
actuator.
The trim switches are on the control wheels. They are four-position rocker switches. The horizontal stabilizer trim positions are
DN and UP. The other positions are LH and RH for the aileron trim.
The switch is a rocker-type with a safety cover. It is installed on the center pedestal. It is identified by the caption INTERRUPT -
C. ALTERNATE - STAB TRIM Switch
The ALTERNATE - STAB TRIM switch gives manual control of the power supply to the second motor of the horizontal stabilizer
trim actuator. At the same time, the switch gives a disengage signal to the autopilot to de-energize the auto trim relay.
The ALTERNATE - STAB TRIM switch is on the center pedestal. It is a three-position rocker switch with the positions UP, off
and DN.
43
D. Horizontal Stabilizer Trim Actuator
The horizontal stabilizer trim actuator is an electrically-operated linear-actuator which moves the horizontal stabilizer. The
horizontal stabilizer trim actuator is in the vertical stabilizer and its control rod connects to the leading edge of the horizontal
stabilizer.
The horizontal stabilizer trim actuator is in a rectangular case with two electrical connectors at one end and the control rod at the
other. The case contains a main electric motor, a second electric motor, gears and a screw-drive assembly.
The main electric motor is used for the normal horizontal-stabilizer manual trim operation.
The second electric motor is used for alternate horizontal-stabilizer manual trim and autopilot operation.
Limit switches stop the motor when the horizontal stabilizer trim actuator is fully extended or retracted. A potentiometer is used
to send a position signal to the triple trim indicator.
E. Trim Engage Switch
A trigger-type trim engage switch is installed on the pilot's and co-pilot's control wheels. The trigger switch must be pressed and
held in to operate the trim switch.
The trim engage switches are used to connect the power supply to the trim switches. At the same time, they disconnect a
grounding circuit from the autopilot FCC and connect a 28 VDC supply in its place. This gives a signal to the FCC that the
horizontal stabilizer trim system is operating in manual trim mode, which disconnects the autopilot.
The trim engage switches are also used in an aural warning circuit for horizontal stabilizer trim runaway. If the ‘up’ or ‘down’ trim
relay stays in the energized position when the two engage switches are released, the warning tone generator sends a warble
tone to the audio integrating system.
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F. Triple Trim Indicator
The triple trim indicator gives an indication of the amount of trim of the aileron, rudder and horizontal stabilizer. The triple trim
indicator is on the center pedestal. It is in a rectangular case and has a electrical connector on the rear.
The front of the triple trim indicator has three graduated dials each with green marks to show the trim position for take-off. On the
horizontal stabilizer dial, a green diamond shows the trim position for take-off with an aft center-of-gravity (cg). Each dial has an
aircraft symbol pointer which turns in relation to the amount of trim. Some versions include a white AUTOTRIM indicator light for
each axis. The applicable AUTOTRIM light comes on when the autopilot operates the trim system.
MSN 121-999. The horizontal stabilizer AUTOTRIM light on the triple trim indicator comes on when the horizontal stabilizer trim
actuator is moving during autopilot operation. At the same time, the A/P TRIM caption on the CAWS comes on.
A. Manual Trim Operation
When the trim engage trigger switch is pushed, a 28 VDC supply is connected to the trim switch. At the same time, it connects a
28 VDC supply from the autopilot system to the ‘manual trim mode’ signal pin on the autopilot FCC, to disconnect the autopilot.
When the trim switch is pushed and held to the UP or DN position, 28 VDC energizes the ‘up’ trim relay (K22) or the ‘down’ trim
relay (K21).
MSN 101-260
 When the ‘down’ trim relay (K21) is energized, a 28 VDC supply goes through the contacts of the trim-interrupt relay K3
and the ‘down’ trim relay (K21) to the main motor of the horizontal stabilizer trim actuator. The return from the trim actuator
goes through a second set of contacts of the ‘down’ trim relay (K21) to ground.
 When the ‘up’ trim relay (K22) is energized, a 28 VDC supply goes through the contacts of the trim-interrupt relay K3, the
(de-energized) ‘down’ trim relay (K21) and the (energized) ‘up’ trim relay (K22) to the main motor of the horizontal stabilizer
45
trim actuator. The return from the trim actuator goes through a second set of contacts of the ‘up’ trim relay (K22) and the
‘down’ trim relay (K21) to ground.
MSN 261-999
 When the ‘down’ trim relay (K21) is energized, a 28 VDC supply goes through the contacts of the trim-interrupt relay K3,
through the ‘down’ trim relay (K21) and the (de-energized) ‘up’ trim relay (K22) to the main motor of the horizontal stabilizer
trim actuator. The return from the trim actuator goes through a second set of contacts of the ‘up’ trim relay (K22) and the
‘down’ trim relay (K21) to ground.
 When the ‘up’ trim relay (K22) is energized, a 28 VDC supply goes through the contacts of the trim-interrupt relay K3 and
the (energized) ‘up’ trim relay (K22) to the main motor of the horizontal stabilizer trim actuator. The return from the trim
actuator goes through a second set of contacts of the ‘up’ trim relay (K22) to ground
The trim actuator extends or retracts to move the horizontal stabilizer up or down. The horizontal stabilizer stops when the trim
switch is released. The horizontal stabilizer trim actuator sends a position signal to the triple trim indicator, which gives an
indication of the amount of horizontal stabilizer trim. The position signal is also sent to the CAWS, where it is used in the STAB
TRIM caption circuit. There is also a trim angle indication on the vertical stabilizer adjacent to the nose of the horizontal
stabilizer.
B. Auto Trim Operation
MSN 121-999. When the autopilot pitch trim adapter moves the horizontal stabilizer, it also sends a signal to:
 The triple trim indicator, which makes the horizontal stabilizer AUTOTRIM light come on
 The CAWS indicator, which makes the A/P TRIM caption on.
C. Alternate Stab Trim Operation
If a failure of the main motor of the trim actuator occurs, the ALTERNATE - STAB TRIM switch is used to manually control the
second motor.
46
The trim interrupt relay K4 gives a 28 VDC power supply to the ALTERNATE - STAB TRIM switch. When the switch is set to the
UP or DN position, a 28 VDC power supply is given to the second motor of the trim actuator and to the autopilot pitch trim
adapter.
The supply to the autopilot pitch trim adapter is used as a disengage signal to stop the autopilot input. It de-energizes the auto
trim relay, which connects the ALTERNATE - STAB TRIM switch to the second motor of the horizontal stabilizer trim actuator.
The trim actuator extends or retracts to move the horizontal stabilizer up or down. The actuator stops when the ALTERNATE -
STAB TRIM switch is released.
D. Manual Trim Interrupt Operation
The INTERRUPT - TRIM switch is used to de-energize the trim interrupt relays K3 and K4 if a trim runaway occurs during
manual or autopilot operation. When the trim interrupt relays de-energize, the 28 VDC supplies to the horizontal stabilizer trim
actuator and the autopilot pitch trim adapter are disconnected.
E. Horizontal Stabilizer Warnings
Horizontal Stabilizer Trim Runaway
A signal is sent to the warning tone generator in the speed and attitude correction system when a horizontal stabilizer trim
runaway is caused by a fault in the manual trim circuit. The warning tone generator then sends a warble tone to the audio
integrating system.
Unsafe Position For Takeoff
When the aircraft is on the ground and the horizontal stabilizer is not in a correct position for take-off for more than 5 seconds
with a CACU91-2 installed or more than 60 seconds (Post SB 04-002 and MSN 181-320 and 322-400) with a CACU91-3
installed:
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 On the CAWS display unit, the red STAB TRIM warning caption comes on
 MSN 101-320 and 322-400. A warning tone ‘gong’ is sent to the audio integrating system
 MSN 321 and 401-999 Pre SB 31-004. A “Warning Trim” voice call out is sent to the audio integrating system.
MSN 321 and 401-999 Post SB 31-004. Before engine start, the horizontal stabilizer input to the CAWS and the voice call out to
the audio integrating system is stopped, until 60 seconds after the engine has got to 50% Ng. If the horizontal stabilizer is not in
a correct position, the red STAB TRIM warning caption will not be seen and the “Warning Trim” voice call out will not be heard,
until 60 seconds after the CAWS audio output has become operational.
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HORIZONTAL STABILIZER - SCHEMATIC MSN 101-260

49
FLAPS
General
The flaps are used to increase the lift of the wings during take-off, landing and low airspeed. The flaps extend from the trailing
edge of the left and right wings.
The flaps system has:

 A flap position lever
 A Flap Control and Warning Unit (FCWU)
 A Power Drive Unit (PDU)
 Four flap drive shafts
 Four flap screw actuators
 Two rotation transmitters
 Five position sensors
 A FLAP MAINT switch
 An INTERRUPT - FLAP switch
 Up and down limit switches
 A flap position indicator with A/S warning
 A flap support mechanism
 Two flaps
The FCWU gets signals from the flaps system and these other systems:
 The landing gear position and warning system
 The Airspeed Indicator (ASI)
 The engine controls
The FCWU gives signals to:

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 The speed and attitude correction system
 The Computer Aided Testing (CAT) system
 The Central Advisory and Warning System (CAWS)
 The landing gear position and warning system
MSN 101-683. The flap system gives a mechanical output to the aileron/rudder interconnection system.
The power supplies to the flap system are:

 28 VDC through the FLAP WARN 1 (BATTERY BUS) circuit breaker
 28 VDC through the FLAP WARN 2 (GENERATOR 1 BUS) circuit breaker
 28 VDC through the circuit breakers CB 34 (POWERLINE BUS) and RCCB for flap PDU power (Pre SB 27-013)
 28 VDC through the circuit breaker CB 34 (POWERLINE BUS) for flap PDU power (Post SB 27-013 and MSN 401-999)
 28 VDC through circuit breaker CB 35 (POWERLINE BUS) for flap control (Pre SB 27-013)
In addition, the 28 VDC power supply through circuit breaker CB 35 (POWERLINE BUS) goes to the autopilot circuit breaker CB
906 when the motor relay is energized (Pre SB 27-013).
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A. Flap Position Lever
The flap position lever is used to select the angle of the flaps. It is installed in the center pedestal adjacent to the condition lever.
The flap position lever can be set to one of four detent positions. The detent positions are:
 0° flaps fully up (normal flight)
 15° flaps down (take-off position)
 30° flaps down (alternate landing position)
 40° flaps fully down (landing position)
A position sensor is connected to the flap position lever. The position sensor gives a flap set position signal to the FCWU. A
microswitch installed adjacent to the flap position lever operates when the flap position lever is at 0°. This disables the flap-down
signals.
B. Flap Control and Warning Unit
The FCWU controls the operation of the flaps and the landing gear position and warning system. The FCWU is installed below
the passenger compartment floor between frames 17 and 18. It is in a rectangular box and has electrical connectors on the front.
The FCWU contains a primary and a secondary Flap Drive Bi-stable Relay (FDBR) and two Flap Angle Comparators (FACO)
connected to the flap processor. These components monitor the left and right flap for symmetry and each flap panel for twist. If
one of the limits set for each of the components becomes more than the maximum, it will cause the FDBR to open and stop the
flap movement. At the same time it will send a signal to the CAWS to make the FLAPS caution come on. Periodic system tests
are done to make sure that the FDBR’s and FACO’s are operating correctly. A red LED is installed on the right side of the FCWU
shows the condition of the FDBR’s and is checked during system testing.
The FCWU gets signals from and gives signals to these parts of the flaps system:
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 The flap position lever microswitch

 Five position sensors
 The two rotation transmitters
 The up and down limit switches
 The flap position indicator
 The INTERRUPT - FLAP switch
 The field relay (Pre SB 27-013)
 The Remote Controlled Circuit Breaker (RCCB) panel (Pre SB 27-013)
 The motor direction control relay (Pre SB 27-013)
 The motor overheat and stalled condition detector (Post SB 27-013 and MSN 401-999)
The FCWU also gives signals to and gets signals from these systems:
The Speed And Attitude Correction System
The FCWU gives these signals to the speed and attitude correction system:
 Flap position
 When flaps asymmetry or twist condition is sensed
 Flap/airspeed warning (to the warning tone generator MSN 101-320 and 322-400)
 Flaps/landing gear warning (to the warning tone generator MSN 101-320 and 322-400)
The CAT System
The CAT system gives these signals to the FCWU:

 FCWU reset
 Flap set
 Flap test
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The FCWU gives Condition, Error and Failure Codes to the CAT system.
The LAMP/EIS TEST Switch
The LAMP/EIS TEST switch gives a landing-gear position indicators test signal to the FCWU.
The CAWS
The CAWS gets a flaps-fail signal from the FCWU when the FCWU has detected a failure of the flaps system.
The CAWS gets a signal from the FCWU if it senses a flaps overspeed condition (MSN 321 and 401-999).
The Power Control Lever (PCL)
The PCL microswitch gives the FCWU a low-idle signal when it is in the idle detent position.
The Landing Gear Position And Warning System
The landing gear position and warning system gives these signals to the FCWU:
 The landing gear selector-handle position
 The landing gear warning-tone disable
 The NLG and MLG positions
 Aircraft air/ground
The FCWU gives a signal to the landing gear position and warning system to operate the solenoid for the landing gear selector-
handle.
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The ASI
The ASI gives signals to the FCWU when the airspeed is more than 130 knots and more than 165 knots.
C. Power Drive Unit (Pre SB 27-013)
The PDU is a DC motor/gearbox assembly which turns the flap drive shafts.
The PDU is installed on shock mounts below the passenger compartment floor on the rear side of frame 24. It has a case with
an electrical connector at the top and a connection at each side for the flap drive shafts. The case contains an electric motor, a
field coil, a gearbox, an overload clutch and a torque limiter.
A RCCB installed on a panel on frame 24 (MSN 101-320), frame 18 (321-400) below the passenger compartment floor controls
the current to the PDU. It will open if the PDU motor current becomes too much. The RCCB will also open the FLAP circuit
breaker installed on the BATTERY BUS circuit breaker panel. This makes the FCWU cancel the up and down signals to the
PDU. A filter is connected to the PDU armature connections. This is to remove large electrical spikes which could damage the
motor contactor.
Motor Relay
The motor contactor connects a 28 VDC supply from the POWERLINE BUS to the PDU. The motor contactor is opened and
closed by the field relay. It is installed on the RCCB panel which is installed below the passenger compartment floor on the
RCCB panel.
Post SB 27-014. The field current of the PDU is also routed through the auxiliary contacts of the motor relay.
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Field Relay
The field relay controls the motor contactor and the supply of the field current to the direction control relay. It is installed below
the passenger compartment floor on frame 23 (MSN 101-320) and frame 18 (MSN 321-401).
When there is a drive command from the FCWU or the FLAP MAINT switch, the field relay connects 28 VDC to the motor relay
coil and the field control panel.
Direction Control Relay
The direction control relay changes the direction of the rotation of the PDU motor to move the flaps up or down. It is installed
below the passenger compartment floor on frame 23.
When a down signal is given by the FCWU the control relay is energized. It then changes the PDU field winding current to the
opposite direction to make the flaps extend.
PDU Field Control Panel
The PDU field control panel makes sure that the PDU field winding current is set to off approximately 250 msec after the
armature current. This prevents large current spikes, which decrease the life of the contactor and the PDU.
The control panel is installed below the passenger compartment floor on frame 23 (MSN 101-320) and frame 18 (MSN 321-401).
D. Power Drive Unit (Post SB 27-013 and MSN 401-999)
The PDU is a brushless DC motor/gearbox assembly which turns the flap drive shafts.
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The PDU is installed on shock mounts below the passenger compartment floor on the rear side of frame 24. It has a case with
two electrical connectors (power and control) on the side and a connection assembly for the flap drive shafts. The case contains
a brushless electric motor, an electronics control assembly, a gearbox and a torque limiter/splitter.
The electronics control assembly includes control for the brushless motor and a overheat/stall protection circuit. The FLAP circuit
breaker installed on the BATTERY BUS circuit breaker panel will open if the protection circuit senses an overheat or a stall
condition.
E. Flap Drive Shaft
The four flap drive-shafts are flexible shafts that transmit the PDU output to the flap screw actuators.
The four flap drive-shafts are installed in the fuselage and along the trailing edge of the left and right wings. The inboard flap
drive-shafts connect between the PDU and the inboard flap screw actuators. The outboard flap drive shafts connect the inboard
and outboard flap screw actuators. The flap drive shafts have a wound steel wire core inside a graphite-Teflon tube covered with
a stainless steel braiding. The ends of each flap drive shaft have a stainless-steel hexagonal connector that engages with the
PDU or a flap screw actuator.
F. Flap Screw Actuator
The four flap-screw actuators extend and retract the flaps.
The four flap-screw actuators are installed on the trailing edges of the left and right wings, outboard of ribs 1 and 8 and connect
to the inboard and center flap support mechanisms. The body of the actuator turns about two axes as they extend the flaps. The
flap drive shaft that connects to the actuator operates a worm-gear. The worm-gear operates a linear ball-screw jacks to extend
the screw-rod.
A rotation transmitter is installed on the outboard sides of the left and right outboard flap-screw actuators.
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G. Rotation Transmitter
The two rotation transmitters give signals to the FCWU when the flap drive shafts turn. The FCWU uses the signals for flap
movement and asymmetry protection.
The two rotation transmitters are installed on the hexagonal connectors of the left and right outboard flap-screw actuators. The
rotation transmitters have a case that contains a stepped rotor plate, a proximity switch and an electrical connector. The drive
shafts turn the actuator hexagonal connectors which turn the stepped rotor plates to make signals from the proximity switches.
H. Position Sensor
Position sensors installed on the flap position lever and the flaps give signals to the FCWU. The FCWU uses the signals to move
the flaps to the set position.
The position sensors have a cylindrical case with electrical wires at one end and a drive shaft at the other.
The position sensor for the flap position lever is installed in the center pedestal and an arm and link connect it to the flap position
lever.
A flap position sensor is installed adjacent to the inboard and outboard flap screw actuators in each wing.
I. INTERRUPT - FLAP Switch
The INTERRUPT - FLAP switch is used to:

 Disconnect the ‘up’ and ‘down’ drive commands from the FCWU to the PDU in the event of a flap runaway
 Connect the UP and DOWN controls of the FLAP MAINT switch in place of the FCWU drive commands
The INTERRUPT - FLAP switch is installed in the center pedestal and has the positions NORM and INTR.
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J. Up and Down Limit Switches
The up and down limit switches operate when the flaps are fully retracted or fully extended. They make sure the flaps do not
move into the related flap actuator mechanical end stop, if a failure of the position sensors occurs.
The up and down limit switches are installed on the trailing edge of the left wing outboard of rib 1. The drive arm of the left
inboard flap support mechanism operates the switches. They are microswitches with a plunger at one end and a flying lead with
an electrical connector at the other.
K. Flap Position Indicator
The flap position indicator shows the position of the flaps and gives a visual warning when there is an overspeed condition with
the flaps extended.
The flap position indicator is installed in the left instrument panel. It is in a cylindrical case and has an electrical connector on the
rear. The face of the flap position indicator is graduated in four increments of 0°, 15°, 30° and 40° and has a pointer which turns
in relation to flap movement. It has a red A/S airspeed warning caption.
L. Flap Support Mechanism
The flap support mechanism holds and extends the flaps.
Each wing has three similar support mechanisms installed outboard of ribs 1, 8 and 13. Each mechanism has an arm, a tension
rod, a bellcrank, a link and a flap support. The flap support is attached to the lower surface of the wing and extends rearward.
The bellcrank is installed on the end of the flap support. The arm is installed on the wing trailing edge and attaches to the nose
bracket of the flap. The tension rod connects the arm to the bellcrank, and the link connects the bellcrank to the aft bracket of the
flap.
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The flap screw actuators at ribs 1 and 8 push the arms rearward to extend the flaps. The tension rods transmit the movement to
the bellcranks. The bellcranks turn and cause the links to pull the trailing edges of the flaps down.
A two-part fairing is installed around each flap support mechanism. The forward part is attached to the wing lower surface and
does not move. The aft part is attached to the flap lower surface and moves out and down as the flaps extend. The flap support
mechanism is covered at all times.
MSN 101-683. The cable for the aileron/rudder interconnection system connects to the arm of the right inboard flap-support
mechanism. The cable is a Bowden-type cable and goes through the fuselage and connects to the operating lever of the
aileron/rudder interconnection system.
M. FLAP MAINT Switch
When the INTERRUPT - FLAP switch is set to INTR (for maintenance operations), the FLAP MAINT switch controls the direction
of movement of the PDU, independent of the FCWU.
Post SB 27-004 and Pre SB 27-013 up to MSN 232. The FLAP MAINT switch is supplied with 28 VDC through the FLAP MAINT
(GENERATOR 1 BUS) circuit breaker during maintenance operations. The FLAP MAINT (GENERATOR 1 BUS) circuit breaker
is held in the open position by a safety ring when it is not being used for maintenance.
Pre SB 27-013 MSN 233-400. During maintenance operations the FLAP MAINT switch is supplied with 28 VDC through two
circuit breakers in series. The FLAP MAINT (BATTERY BUS) circuit breaker (CB 040) and CB 033 which is installed adjacent to
the FLAP MAINT switch. The CB 033 is usually kept in the open position and is only closed for maintenance operations.
Post SB 27-013 and MSN 101-180. The FLAP MAINT switch is supplied with 28 VDC through the FLAP MAINT circuit breaker
(GENERATOR 1 BUS) and the right weight on leg relay.
Post SB 27-013 and MSN 181-400. The FLAP MAINT switch is supplied with 28 VDC from the CB 033 (FLAP ALTN) through a
relay controlled by the left weight on leg relay.
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The FLAP MAINT switch has the positions UP, off and DOWN and is spring-loaded to the off position. It is installed from view at
the rear left side of the flight compartment. The left flight compartment bulkhead must be removed to get access to the FLAP
MAINT switch.
N. FLAP RESET Switch
Post SB 27-006 and MSN 321-999. A FLAP RESET push switch is installed on the maintenance panel at the rear right side of
the flight compartment. The switch when pushed with weight on the landing gear legs gives a ground signal to reset the FCWU
after maintenance operations on the flap system.
Operation (Ref. Fig. 2) (Ref. Fig. 3) (Ref. Fig. 4) (Ref. Fig. 5) (Ref. Fig. 6)
A. Normal Operation
Pre SB 27-013
When the flap position lever is moved, the position sensor gives a flap set-position signal to the FCWU. The FCWU then
connects a 28 VDC ‘PDU up’ or ‘PDU down’ supply through the INTERRUPT - FLAP switch (set at the NORM position) and the
contacts of the direction control relay. The direction control relay connects the 28 VDC supply to the RCCB panel field relay. The
RCCB field relay connects the up/down command from the FCWU to the motor contactor relay. The motor contactor relay
connects 28 VDC supply from the POWERLINE BUS through CB 34 (flap power) and the RCCB to the PDU. The field relay also
connects 28 VDC from CB 035 to the field control panel and the direction control relay.
Post SB 27-014. The field current of the PDU is also routed through the auxiliary contacts of the motor relay.
The 28 VDC supply to the field coil is also connected to the Flight Control Computer (FCC) of the autopilot system, through
circuit breaker CB 906. This 28 VDC input to the FCC makes the stabilizer trim operate faster during flap movement. Circuit
breaker CB 906 protects the FCC against a high circuit current.
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The FCWU monitors the signals from the flap position-lever position-sensor, the left flap position sensor and the up and down
limit switches. It calculates the direction that the flaps must move to get to the selected position, then energizes the motor relay
and, when applicable, the direction control relay. The FCWU de-energizes or energizes the direction control relay to control the
direction of the 28 VDC supply through the PDU field coil. This operates the PDU in the applicable direction to extend or retract
the flaps until the FCWU de-energizes the motor relay. When the flap position-lever position-sensor is set to the fully up or fully
down position, the FCWU causes the PDU to operate until the up or down limit switch is reached. The limit switch changes a
grounding circuit over which de-energizes the motor relay and sends a signal to the FCWU that the flaps are fully extended or
retracted.
Post SB 27-013 and MSN 401-999
When the flap position lever is moved it gives a signal to the FCWU which then compares the position with the position of the
flaps. If different the FCWU will give an up or a down command to the PDU to move the flaps to the position set.
The control logic in the PDU gates the up and down commands with the enable signals from the up and down limit and flap lever
up switches. There must be a movement command and a related enable signal before flap movement can occur.
The PDU gives a 28 VDC supply to the Flight Control Computer (FCC) of the autopilot system, This makes the stabilizer trim
operate faster during flap movement.
Post SB 27-013 only. The 28 VDC supply to the FCC is through the circuit breaker CB 906.
All
The PDU operates and turns the flap drive shafts to extend or retract the flap screw actuators. The actuators extend or retract
the flap support mechanisms which moves the flaps. The movement of the flap support mechanisms operates the flap position
sensors. When the signals to the FCWU from the flap position-lever position-sensor and the left flap position sensor are the
same, or the up or down limit switches operate, the FCWU disconnects the commands and the PDU stops. The FCWU also
uses the signals from the flap position sensors to show the flap position on the flap position indicator.
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When the flap position lever is at 0° the flap position-lever microswitch is closed. This connects a ground from the down limit
switch to the FCWU. This ground signal disables the FCWU flap-down signals to prevent unwanted flap extension during high
airspeeds.
MSN 101-683. As the flaps extend or retract, the cable of the aileron/rudder interconnection system moves to adjust the quantity
of the interconnection between the aileron and rudder systems. With the flaps up, the lock is disconnected. As the flaps extend,
the lock proportionally engages. When the flaps are at 40° the lock is fully engaged and the aileron and rudder systems are
locked together.
B. Interrupt Operation
The operation of the flap system can be stopped at any time by setting the INTERRUPT - FLAP switch to INTR.
When the INTERRUPT - FLAP switch is set to INTR it disconnects the FCWU extend and retract output commands and opens
the secondary FDBR and stops the flap movement. At the same time, the FCWU sends a signal to the CAWS to make the
FLAPS caution to come on. The operation of the FCWU stays disabled until the flap system is reset. If the flap system is not
defective and the aircraft is on the ground, the flap system is reset by pushing the FLAP GROUND RESET switch (if installed)
on the maintenance panel, or by connecting the maintenance box to the CAT connector and pressing the RESET switch.
C. Flap System Warning
During flight, the FCWU makes an airspeed/flaps warning signal if one of these conditions occurs:
 The airspeed is more than 130 knots and the flaps are extended more than 15°
 The airspeed is more than 165 knots and the flaps are extended more than 0°
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MSN 101-320 and 322-400
The FCWU sends the airspeed/flaps warning signal to the flap position indicator and the warning tone generator of the speed
and attitude correction system. The A/S warning caption in the flap position indicator comes on and the warning tone generator
makes an overspeed warning tone.
The FCWU makes a flaps/landing gear warning signal if the flaps are set to the landing position when the landing gear is not
down and locked. The FCWU sends the flaps/landing warning signal to the warning tone generator, which makes a landing gear
warning tone.
MSN 321 and 401-999
The FCWU sends the airspeed/flaps warning signal to the flap position indicator and the CAWS. The Air Speed (A/S) warning
caption in the flap position indicator comes on and the CAWS computer unit, which makes a voice call out ‘Speed, Speed,
Speed’.
The FCWU makes a flaps/landing gear warning signal if the flaps are set to the landing position when the landing gear is not
down and locked. The FCWU sends the flaps/landing warning signal to the CAWS computer unit, which makes a voice call out
‘Check Gear’.
FCWU Failure
If the FCWU fails, it disconnects the drive commands and stops the operation of the PDU.
At the same time, the FCWU sends a signal to the CAWS.
D. Primary Failure Monitors
A failure of part of the flaps system will cause the FCWU to stop the operation of the flaps. After this has occurred, the flaps
system cannot be operated again until trouble shooting is done. After trouble shooting the primary Flap Drive Bi-stable Relay
(FDBR) is reset by opening and closing the FLAP WARN 1 and FLAP WARN 2 circuit breakers with weight on the aircraft
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wheels. Then pushing the FLAP RESET switch (Post SB 27-006 and MSN 321-999) on the maintenance panel, or by connecting
the maintenance box to the CAT connector and pressing the FLAP RESET switch.
After one of the following failures, the FCWU sends a signal to the CAWS to make the FLAPS caution come on.
Flap Flexible Drive Shaft Rotation
During flap extension and retraction the rotation sensors make signals that show the turns of the flap flexible drive shafts. The
FCWU monitors these signals for:
 Flap system operation, by monitoring the left rotation sensor for 10 turns in the first 5 (or 7 seconds with a modified FCWU)
of a flap up or down selection. If the signals are not received the primary FDBR in the FCWU will open and stop the flap
movement. At the same time, the FCWU makes an error code and sends a signal to the CAWS
 Flap asymmetry, by monitoring for difference of more than 20 turns between the left and right sensors. If the difference
between the left and right flap rotation sensors is more than 20 turns the primary FDBR in the FCWU will open and stop
the flap movement. At the same time, the FCWU makes an error code and sends a signal to the CAWS
Flap Panel Twist Detection

The Flap Angle Comparators (FACO) continuously monitor the flap position sensors for flap panel twist. If during flap extension
and retraction the left or right FACO senses a difference of more than 10° sensor angle between one of the two sensors on each
flap, it will cause the primary FDBR to open and stop the flap movement. At the same time, the FCWU makes an error code and
sends a signal to the CAWS.
FCWU Failure
If the FACO processors watchdog timer or the resolver to digital converters BITE senses a fault the primary FACO will open and
stop flap movement. At the same time, the FCWU sends a signal to the CAWS.
E. Secondary Failure Monitors
A failure of part of the flaps system will cause the FCWU to stop the operation of the flaps. After this has occurred, the flaps
system cannot be operated again until trouble shooting is done. After trouble shooting the secondary Flap Drive Bi-stable Relay
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(FDBR) is reset by pushing the FLAP RESET switch (Post SB 27-006 and MSN 321-999) on the maintenance panel, or by
connecting the maintenance box to the CAT connector and pressing the FLAP RESET switch.
After one of the following failures, the FCWU sends a signal to the CAWS to make the FLAPS caution come on.
Flap Panel Asymmetry and Twist Detection
During flap extension and retraction the flap processor compares the left and right inboard and outboard flap position sensors. If
a difference of more than 8° sensor angle is sensed between the sensors the secondary FDBR will open and stop flap
movement. At the same time, the FCWU makes an error code and sends a signal to the CAWS.
Up and Down Limit Switches Operation
If the flaps up and down limit switches operate at the same time the flap processor will open the secondary FDBR and stop flap
movement. At the same time, the FCWU makes an error code and sends a signal to the CAWS.
If the primary or secondary failure monitors sense a flap asymmetry or twist condition the FCWU will ground the up limit switch.
The up limit switch will then send a signal to set the speed and attitude correction system to a flaps 0° condition, regardless of
the actual flaps position.
FCWU Failure
The flap processor will open the secondary FDBR if there is a:

 power supply failure
 resolver to digital converter BITE failure
 watchdog failure
 command output transistor failure
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F. Flaps Circuit Breaker Opening
If the PDU motor current becomes too much or the motor stalls it will cause the FLAPS circuit breaker to open. The secondary
FDBR will then open and stop the flap movement. At the same time, the FCWU sends a signal to the CAWS. After a minimum
time of 5 minutes the FLAPS circuit breaker can be pushed in to close the secondary FDBR. This will make the CAWS FLAPS
caution go off and let the flap processor give an extend or retract signal to move the flaps to the position set by the flap position
lever.
G. Information, Error and Failure Codes
The FCWU sends flap system information, error and failure codes to the RS 232 serial interface on the maintenance panel. Error
and failure codes are kept in a non-volatile memory with a time tag and flight number to show when the condition was recorded.
The FCWU has the capacity to keep up to 20 codes. The information codes are used for the flap system set procedure, error
and failure codes can be used for flap system fault isolation.
H. Maintenance Operation
General
Maintenance procedures where the FCWU set procedure is necessary, can only be done by operating the flaps with the FLAP
MAINT switch.
To operate the FLAP MAINT switch, the INTERRUPT - FLAP switch must first be set to the INTR position and:
When the FLAP MAINT switch is used, the thermal switch in the PDU will not give automatic overheat protection to the PDU.
Care must be taken not to overheat the PDU during FLAP MAINT switch operation.
 Pre SB 27-013 MSN 101-400. The circuit breaker 033 must be closed.
 Post SB 27-013 MSN 101-180. The circuit breaker 033 must be closed.
67
 Post SB 27-013 and MSN 401-999. The aircraft weight must be on the wheels.
Flaps Down - Maintenance Operation
When the FLAP MAINT switch is set and held to DOWN, the field relay is energized by the 28 VDC supply from the FLAP
MAINT circuit breaker 040 and 033 (MSN 261-999). The circuit from the field relay goes to ground through the INTERRUPT -
FLAP switch and the flaps down limit switch. The same 28 VDC supply goes through contacts of the field relay to the motor
relay. The circuit from the motor relay goes to ground through the field relay. The motor relay energizes and connects 28 VDC
from the POWERLINE BUS:
 Directly to the PDU motor
 Through the field relay to the PDU field coil.
The PDU field coil energizes and the PDU operates to extend the flaps.
Flaps Up - Maintenance Operation
a. Pre SB 27-013
When the flap MAINT switch is held to DOWN, the direction control relay is energized and sends a down command to the field
relay. The field relay will give a down command to the motor contactor and 28 VDC to the field coil. The field relay also
energizes the field control panel to give the delay between the PDU field winding and armature current when the FLAP MAINT
switch is released. The motor contactor supplies 28 VDC to the PDU motor armature to extend the flaps.
When the FLAP MAINT switch is held to UP, the direction control relay will change the direction of the rotation of the PDU motor
through the field relay to retract the flaps.
b. Post SB 27-013 and MSN 401-999
When the FLAP MAINT switch is held to DOWN, 28 VDC is supplied to the PDU motor to extend the flaps. When the FLAP
MAINT switch is held to UP, 28 VDC is supplied to the PDU motor to retract the flaps.
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All Flap Maintenance Operations
The flaps retract or extend until the FLAP MAINT switch is released, or the applicable (up or down) limit switch operates.
The position sensors on the left and right flaps send indications of the flap position through the FCWU to the flap position
indicator, if that part of the FCWU has not failed.
During operation of the flap system with the FLAP MAINT switch, there is no flap asymmetry protection.
After operation of the flap system with the FLAP MAINT switch, a flap reset procedure must be done to return the FCWU to
normal flap operation.
I. Flap System Reset and Set Procedure
When the FCWU stops the operation of the flaps troubleshooting must be done. The FLAP RESET switch (Post SB 27-006 and
MSN 321-999) must then be pushed, or with the maintenance box connected to the CAT connector the RESET must be pushed,
before the FCWU can operate the flaps.
The flap system set procedure must be done after a FCWU, a flap actuator, a flap position transmitter and a flap up or a down
microswitch have been replaced. The procedure calibrates the system to the 0°, 15° and 30° positions.
A flap system set procedure is done with the maintenance box. A PC with the correct Pilatus Flap Maintenance Utility software,
connected with a cable through the maintenance panel can be used to show the information codes.
J. Landing Gear
The landing gear position and warning system uses the FCWU for control of the position selection, indication and warning of the
landing gear.
For detailed information about this system refer to 32-60-00, Page Block 1.
69
FLAP SYSTEM IN THE WING - LAYOUT
70
FLAP SYSTEM - SCHEMATIC

71

72
73
74
FLAP RESET SYSTEM - SCHEMATIC
75
GUST LOCK
General
The gust lock makes sure strong winds do not move the ailerons and elevators when the aircraft is parked. The gust lock does
not lock the rudder, but the rudder is dampened through the nose-landing-gear steering actuator when the nose wheel is on the
ground.
The gust lock is a metal plate with a pin and is installed in the pilot control column. The pin goes through holes in the top support
and the control shaft. This keeps the ailerons in the neutral position and the elevators in the fully down position. The gust lock is
removed before flight or when maintenance work is done on the flight control systems.
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END OF CHAPTER
78
HYDRAULIC POWER
1
CHAPTER 29 NG FOR TRAINING PURPOSES ONLY
2
HYDRAULIC POWER
DESCRIPTION AND OPERATION
Description
1 General
The aircraft has two hydraulic systems:
− The main hydraulic system

− The emergency hydraulic system.
1.1 Main Hydraulic System

(AMM 12-B-29-10-00-00A-040A-A)
The main hydraulic system supplies fluid under pressure to extend and retract the landing gear.
The main hydraulic system has these primary installations:

− A power package
− An accumulator
− A service tray assembly.
1.2 Emergency Hydraulic System

(AMM 12-B-29-20-00-00A-040A-A)
The emergency hydraulic system is used to help extend and lock the landing gear, refer to AMM 12-B-32-30-00-00A-040A-A if a
failure of the main hydraulic system occurs.
3
The emergency hydraulic system has these components:

− A hand pump
− A non-return valve.
4
MAIN HYDRAULIC SYSTEM
Description
1 General
The main hydraulic system supplies fluid under pressure to extend and retract the landing gear.
The power supplies to the hydraulic system are:
− 28 VDC through the HYD PWR (RH POWER JUNCTION BOX) circuit breaker
− 28 VDC through the HYD CTL (ESS BUS) circuit breaker.
The main hydraulic system gives an output to the Modular Avionics Unit (MAU) Generic Input/Output (GIO) module for the Crew
Alerting System (CAS), refer to AMM 12-B-31-50-00-00A-040A-A.
The main hydraulic system has these primary installations:
− A power package
− An accumulator
− A service tray assembly
− A time delay relay.
5
2 Component Description
2.1 Power-Package
The power package supplies the pressurized hydraulic fluid to the landing-gear selector valve, the service selector valve and the
accumulator. The power package is in the left wing root behind the main spar. It has these components:
− A reservoir with a visual level indicator

− A DC motor with a soft-start resistor
− A hydraulic pump
− A high pressure strainer
− Two non-return valves
− A pressure relief valve
− A low pressure filter assembly.
6
7
2.1.1 Reservoir
The reservoir keeps the hydraulic fluid for the normal and emergency hydraulic operations. The reservoir has a cylindrical body
with two flanges. The front flange has the DC electric motor and the hydraulic pump, the rear flange has the filter assembly
installed on it.
The hydraulic pump shaft has a seal drain which is connected to a fluid collector bottle installed on the reservoir.
Hydraulic fluid is kept in the reservoir and in the pressure tank. A visual oil- level indicator is installed on the front flange of the
reservoir. The reservoir capacity is 0.79 US gal (3,0 l) and the quantity of fluid in the pressure tank is approximately US gal 0.39
(1,5 l). The quantity of fluid that is necessary to keep the pump covered in fluid is 0.66 US gal (2,5 l). The pressure tank is
installed in the rear of the left wing root. It has a visual oil-level indicator, a charging valve, pressure gage and a hydraulic oil fill
plug.
The tank is pressurized with nitrogen to 56 psi. The nitrogen pressure is supplied to the top of the reservoir and keeps it
pressurized during flight. The hydraulic system is filled at the top of the reservoir and at the fill plug on the pressure tank.
2.1.2 DC Motor
The DC motor operates the hydraulic pump. It has a cooling fan and a thermal cut-out. The termal cut-out stops the motor when
it becomes too hot during operation. A shear coupling connects the motor to the hydraulic pump. This prevents damage to the
motor if the hydraulic pump cannot turn.
The soft start resistor decreases the current the DC motor gets at start-up. The soft start resistor is installed between frames 22
and 23. It is connected between the hydraulic power relay and the DC motor.
8
9
2.1.3 Hydraulic Pump
The hydraulic pump supplies the pressure to the main hydraulic system. It supplies hydraulic fluid at sufficient pressure and flow
to operate the landing gear. The hydraulic pump is a 9 piston swashplate type and supplies pressure of 3000 psi (207 bar). The
DC electric motor operates the pump. The pump has a yoke and compensator part which automatically controls the output
pressure and flow rate.
2.1.4 High Pressure Strainer
The high pressure strainer removes particles that come from the hydraulic pump. This stops damage and blockage of the
hydraulic system. It is installed in the output line of the pump.
2.1.5 Non-Return Valves
One non-return valve is installed between the reservoir and the low-pressure filter assembly. It stops reverse flow through the
low-pressure filter assembly when the filter element is replaced.
The other non-return valve is installed in the pressure line immediately after the strainer. It stops reverse flow and internal
leakage through the hydraulic system.
2.1.6 Pressure Relief Valve
The pressure relief valve opens when there is too much pressure in the hydraulic system. This prevents damage to the system
components. It is installed between the pressure and return lines.
2.1.7 Low-Pressure Filter Assembly
The low-pressure filter assembly contains a filter element, a bypass valve and a filter blockage indicator. The disposable filter
element removes contamination from the hydraulic system. If the filter element is blocked a filter bypass valve operates to let the
hydraulic fluid flow. Differential pressure causes a blockage indicator button to show.
10
2.2 Accumulator
The accumulator absorbs thermal expansion of the hydraulic fluid and keeps the hydraulic system pressure correct and the
landing gear retracted for a limited time when a failure of the power pack occurs. The accumulator is filled with nitrogen through
a charging valve on the service tray assembly.
It is installed above the service tray.
11
12
2.3 Service Tray Assembly
The service tray has the main components of the hydraulic system installed on it, except for the power package. It is installed
adjacent to the power package in the left wing root behind the main spar.
The service tray has these components:
− A pressure gage and charging connection

− Two ground service connections
− A system pressure switch
− A low pressure switch
− A service selector valve.
13
14
2.3.1 Pressure Gage and Charging Connection
The pressure gage and the charging connection are used to charge the accumulator with nitrogen.
The charging connection is a high pressure valve.
2.3.2 Ground Service Connections
The quick-release ground-service connections are used to connect an external ground hydraulic-rig to the hydraulic system for
maintenance procedures. They are installed on the service tray assembly adjacent to the service selector valve.
2.3.3 System Pressure Switch
The system pressure switch controls the operation of the DC motor when the engine is operating or the aircraft is in the air.
When the pressure in the hydraulic system is less than 2450 psi (169 bar) the system pressure switch operates and the DC
motor starts. When the pressure in the hydraulic system is between 2725 and 2875 psi (188 and 198 bar) the system pressure
switch operates and the DC motor stops. It is installed in the nitrogen line of the accumulator.
15
16
2.3.4 Low Pressure Switch
The low pressure switch causes the HYDRAULICS caution message on the CAS to come on when system pressure is less than
1800 psi (124 bar). It is installed in the hydraulic pressure output-line of the power pack.
17
2.3.5 Service Selector Valve
The service selector valve is a three position valve that has two thermal relief valves. A non-return valve is installed in the
landing gear down line. A strainer screen protects the non-return valve from any possible hydraulic system contamination. The
service selector valve has a three-position lever that is operated for maintenance purposes.
The three positions of the lever are:

− FLIGHT, for normal operation
− SYSTEM PRESSURE DUMP, to release the pressure in the hydraulic system during maintenance procedures
− GROUND SUPPLY, when an external ground hydraulic rig is to be used.
18
19
2.4 A time delay relay
A 60 second time delay relay is installed on the front side of frame 21 under the passenger compartment floor. The relay is
connected across the system pressure switch input signal to the CAS.
The time delay relay stops the input to the CAS until 60 seconds after the landing gear is fully up.
3 Operation
(Ref. Fig. 1 )
3.1 Normal Operation
With the aircraft on the ground, the engine stopped and the aircraft electrical system energized 28 VDC is supplied through the
starter relay to the hydraulic power relay. Because there is no engine oil pressure, the oil pressure switch on the engine does not
operate to close the electrical circuit to the system pressure switch and the hydraulic power relay. The low pressure switch
operates and the HYDRAULICS caution message on the CAS comes on if the system pressure is less than 1800 psi (124 bar).
During engine start the starter relay disconnects the 28 VDC supply to the hydraulic power relay.
When there is sufficient engine oil pressure the oil pressure switch operates and closes the electrical circuit to the system
pressure switch and the hydraulic power relay. When the engine start is complete the starter relay connects the 28 VDC supply
to the hydraulic power relay.
With an operating engine and a hydraulic system pressure of less than 2450 psi (169 bar) the hydraulic power relay operates.
This supplies 28 VDC through the soft start resistor to the DC motor.
The DC motor operates the hydraulic pump to pressurize the hydraulic system.
When the aircraft is on jacks it is not necessary to have engine oil pressure because the weight-onwheels relay gives a ground
for the hydraulic power relay. The hydraulic power relay can energize and start the DC motor.
When the system pressure is more than 1800 psi (124 bar) the low pressure switch operates to make the HYDRAULICS caution
message on the CAS go off. The system pressure switch operates to deenergize the hydraulic power relay when the system
pressure is between 2725 and 2875 psi (188 and 198 bar). This stops the DC motor.
The hydraulic pressure is supplied to the landing gear selector-valve.
20
Operation of the landing gear makes the hydraulic system pressure decrease. This makes the system pressure switch operate
and the hydraulic power relay energizes. This starts the DC motor and the pump operates.
The hydraulic pump operates until operation of the landing gear is complete and the hydraulic system pressure is between 2725
and 2875 psi (188 and 198 bar). The system pressure switch operates and de-energizes the hydraulic power relay. This stops
the DC motor.
The Modular Avionics Unit (MAU) monitors the operation of the hydraulic pump relay. If the hydraulic pump operates
continuously for more than 2 minutes, the CAS HYDRAULICS caution message will come on with a delay of 30 seconds when
the aircraft is on the ground or in the air. If, 60 seconds after the landing gear is fully up the hydraulic pump has operated more
than six times in an hour, the HYDRAULICS caution message will come on 30 seconds after landing. Hydraulic system
maintenance is then required.
The hydraulic fluid level can easily be seen when the aircraft is on the ground by opening the cargo door and looking at the level
indicator on the pressure tank in the wing root.
3.2 System Protection
When the DC motor becomes too hot, the thermal cut-out of the motor operates and disconnects the power supply to stop the
DC motor. When the temperature of the DC motor becomes normal the thermal cut-out connects the power supply and the DC
motor operates.
If there is damage to the hydraulic pump and it cannot turn, the shear coupling between the DC motor and the pump breaks
when the motor starts to operate. This prevents damage to the DC motor. The motor continues to operate until the thermal cut-
out in the motor operates and stops the motor.
When the hydraulic system pressure decreases to less than 1800 psi (124 bar) the low pressure switch operates. This makes
the HYDRAULICS caution message on the CAS come on with a delay of 30 seconds.
If an engine failure occurs during flight, the weight-on-wheels switch continues to give a ground for the hydraulic power relay as
an alternative to the oil pressure switch. The hydraulic system continues to operate
21
22
EMERGENCY HYDRAULIC SYSTEM
Description
1 General
The emergency hydraulic system is used to help extend and lock the landing gear, refer to AMM 12- B-32-30-00-00A-040A-A, if
a failure of the main hydraulic system occurs.
The emergency hydraulic system has these components:

− A hand pump
− A non-return valve.
23
2 Component Description
2.1 Hand Pump
The hand pump supplies hydraulic fluid under pressure to make sure the landing gear locks in the down position. It is installed at
the back of the center console. The hand pump has a pump body with two hydraulic connections, and a handle. The handle is
kept retracted in the center console. When the hand pump is used the handle is extended and locked, then moved up and down
to operate the pump.
24
25
2.2 Non-Return Valve
The non-return valve protects the hand pump from the normal hydraulic system pressure of 3000 psi (207 bar). A strainer screen
protects the non-return valve from any possible hydraulic system contamination. The non-return valve is installed in the center
console in the hydraulic pressure line from the hand pump.
3 Operation
(Ref. Fig. 1 )
The hydraulic fluid supply for the hand pump is from the reservoir in the main hydraulic system. To extend the landing gear after
a failure of the main hydraulic system the landing-gear selector lever is set to DOWN. This releases the hydraulic fluid from the
retract chambers of the landing gear actuators and gravity causes the landing gear to start to extend. The hand pump is
operated to supply hydraulic fluid to the landing gear actuators to fully extend and lock the landing gear.
26
27
END OF CHAPTER
28
LANDING GEAR
1
2
INDEX
LANDING GEAR
GENERAL
MAIN LANDING GEAR (MLG)
NOSE LANDING GEAR (NLG)
EXTENSION AND RETRACTION SYSTEM
WHEELS AND BRAKES
NOSE-WHEEL STEERING SYSTEM
LANDING GEAR POSITION AND WARNING SYSTEM
MAIN LANDING GEAR AND DOORS
GENERAL
A. MLG LEGS
B. MLG SHOCK ABSORBERS
C. MLG DOORS
OPERATION
A. LANDING GEAR OPERATION
B. SHOCK ABSORBER OPERATION
NOSE LANDING GEAR AND DOORS
GENERAL
A. NLG LEG
B. DRAG LINK
C. NLG DOORS
D. SPRING STRUT
OPERATION
A. LANDING GEAR OPERATION
B. SHOCK ABSORBER OPERATION
3
EXTENSION AND RETRACTION

GENERAL
A. SELECTOR VALVE
B. MLG ACTUATORS
C. NLG ACTUATOR
OPERATION
A. RETRACTION
B. EXTENSION
C. EMERGENCY EXTENSION
WHEELS AND BRAKES
GENERAL
A. MAIN WHEEL ASSEMBLIES
B. NOSE WHEEL ASSEMBLY
C. BRAKE ASSEMBLIES
D. MASTER CYLINDERS
E. PARKING BRAKE VALVE
F. BRAKE RESERVOIR
OPERATION
A. NORMAL OPERATION
B. DIFFERENTIAL OPERATION
C. PARKING BRAKE OPERATION
NOSE WHEEL STEERING
GENERAL
A. STEERING SPRING STRUT
B. SHIMMY DAMPER
OPERATION
4
POSITION AND WARNING

GENERAL
A. WEIGHT-ON-WHEELS PROXIMITY SWITCHES
B. WEIGHT-ON-WHEELS RELAYS
C. NLG-RETRACTED AND NLG-EXTENDED PROXIMITY SWITCHES
D. MLG-RETRACTED PROXIMITY SWITCHES AND MLG-EXTENDED MICROSWITCHES
E. POSITION-INDICATION LIGHTS
F. LANDING-GEAR SELECTOR-HANDLE
G. LANDING-GEAR SELECTOR-HANDLE SWITCH
H. LANDING-GEAR SELECTOR-HANDLE SOLENOID
I. SILENCER SWITCH
J. FLAP CONTROL AND WARNING UNIT
OPERATION
A. AIRCRAFT ON THE GROUND
B. AIRCRAFT TAKE-OFF
C. AIRCRAFT LANDING
D. SYSTEM WARNINGS
LANDING-GEAR POSITION WARNING
WOW RELAY FAILURE
5
6
LANDING GEAR
General
The landing gear systems are described in these sub-systems:
Main Landing Gear (MLG)
The Main Landing Gear (MLG) are trailing link type with a strut and one outboard wheel. The MLG retracts inboard and has an
outboard door.
Nose Landing Gear (NLG)
The Nose Landing Gear (NLG) is an oleo-pneumatic strut with one wheel. The NLG retracts rearwards and two NLG doors close
and cover it.
Extension and Retraction System
The extension and retraction system extends and retracts the Nose and Main Landing Gear (NLG and MLG).
Wheels And Brakes
The wheels and brakes make it possible to move and stop the aircraft on the ground.
Nose-Wheel Steering System
The nose-wheel steering system turns the NLG shock absorber and the nose wheel to control the direction of the aircraft during
taxiing.
7
Landing Gear Position And Warning System
The position and warning system gives indications and warnings of the position of the landing gear and the aircraft ground/flight
condition. The system also stops the retraction of the landing gear when the aircraft is on the ground.
8
MAIN LANDING GEAR AND DOORS
General
The Main Landing Gear (MLG) are trailing link type with a strut and one outboard wheel. The MLG retracts inboard and has an
outboard door.
The MLG and doors has these components:

 Two MLG legs
 Two MLG shock absorbers
 Two MLG doors.
Component Description (Ref. Figs. 1 and 2)
A. MLG Legs
A MLG leg is installed on each wing between the front and rear spars. It is a trailing-link type with a strut. An axle on the trailing
link has the main wheels and brake units installed on it. A hydraulic actuator is connected to the front of each leg. A weight-on-
wheels microswitch and a landing light are installed on each MLG leg. Trunnions and bushes let the MLG legs move.
B. MLG Shock Absorbers
A MLG shock absorber is installed on each MLG leg. It is a two-stage oleo-pneumatic type filled with hydraulic fluid and nitrogen.
The MLG shock absorbers are connected to the top tube of the strut and the trailing link of the MLG legs.
Each MLG shock absorber has a tube, a cylinder and a cylinder sleeve. A barrel nut keeps the tube and cylinder in the cylinder
sleeve. The top attachment fitting of the shock absorber is part of the cylinder sleeve and the bottom attachment fitting of the
shock absorber is part of the cylinder.
9
The cylinder sleeve has the stage 1 and stage 2 charging valves installed in the top. A hole through the head of the sleeve
connects the stage 1 charging valve to the area between the sleeve and the tube. Another hole through the head of the sleeve
connects the stage 2 charging valve to the inside of the tube. The nitrogen and the hydraulic fluid between the cylinder sleeve
and the tube is pressurized to 141 psi (9,7 bar). This is the no-load stage 1 pressure.
The tube installed inside the cylinder sleeve contains the stage 2 piston and the control valve assembly. A sealing ring is
installed around the piston to make sure the nitrogen and the hydraulic fluid do not become mixed. The nitrogen in the tube is
pressurized to 1668 psi (115 bar). This is the no-load stage 2 pressure.
The control valve assembly is installed in the bottom of the tube. It has a valve support, a valve bolt, a valve plate and a nut.
Pins keep the valve support in position in the tube and the nut keeps the valve bolt in the valve support. The valve plate moves
along the valve bolt when the shock absorber compresses and extends.
The cylinder is installed between the cylinder sleeve and the tube. Guide rings with holes and slots in them and sealing rings that
move along the surface of the cylinder help control the rate of movement of the cylinder. They also help to make sure the
movement of the cylinder is smooth.
An O-ring and a sealing ring between the barrel nut and the cylinder and the barrel nut and the cylinder sleeve make sure
hydraulic fluid and nitrogen do not go out of the shock absorber. The scraper ring makes sure contamination does not go into the
shock absorber.
C. MLG Doors
The MLG doors are attached to the MLG legs and the wings. The MLG doors do not cover the main wheel assemblies. An
interconnecting rod connects each MLG door to the MLG leg. Two hinges hold each MLG door to the wing. The MLG doors are
made from composite materials.
10
A. Landing Gear Operation
When the landing gear retracts and extends the MLG doors move with the MLG legs. The MLG legs retract inboard into the MLG
bays in the wings.
B. Shock Absorber Operation
When the shock absorber is fully extended, flanges on the upper part of the cylinder touch the top of the barrel nut at the bottom
of the cylinder sleeve. The stage 2 piston touches the top of the valve support and the valve plate touches the valve support at
the bottom of the control valve bolt.
As the shock absorber starts to compress, the cylinder starts to move up between the cylinder sleeve and the tube. The
pressure of the hydraulic fluid in the cylinder below the control valve assembly increases and the hydraulic fluid flows through
the holes in the valve support into the chamber between the stage 2 piston and the valve support. It then flows out through the
holes in the sides of the tube and along between the tube and the cylinder.
The hydraulic fluid flows out the upper sides of the cylinder into the area between the cylinder sleeve and the tube. The
nitrogen/oil pressure in this area increases and the hydraulic fluid then starts to flow down though holes and slots in the guide
ring and cylinder flanges towards the bottom of the cylinder sleeve. The pressure between the cylinder sleeve and the tube
continues to increase.
When the pressure in the cylinder and between the cylinder sleeve and the tube becomes more than 1668 psi (115 bar) the
stage 2 piston starts to move up the tube because the pressure is more than the stage 2 nitrogen pressure of 1668 psi (115 bar).
This absorbs the higher pressures that a heavy load causes.
As the load on the shock absorber starts to decrease, the pressure in the cylinder decreases. The stage 2 piston moves down
the tube to touch the top of the control valve bolt. At the same time the high pressure between the stage 2 piston and the control
11
valve causes the valve plate to move along the bolt and restrict the flow of hydraulic fluid into the cylinder. This restricts the rate
of extension of the shock absorber.
The extension of the shock absorber also causes the sealing ring between the cylinder and the cylinder sleeve to move against
the flange of the cylinder and decrease the rate of extension of the shock absorber.
As the shock absorber continues to extend the pressure in the cylinder decreases and the hydraulic fluid flows from between the
cylinder and the cylinder sleeve down through the chamber between the stage 2 piston and the control valve assembly and into
the cylinder.
This continues until the shock absorber is completely extended and the pressure in the cylinder is 141 psi (9,7 bar) (the no-load
stage 1 pressure).
12
MAIN LANDING GEAR AND DOORS - LAYOUT
13
MAIN LANDING GEAR AND DOORS - SHOCK ABSORBER OPERATION

14
NOSE LANDING GEAR AND DOORS
General
The Nose Landing Gear (NLG) is an oleo-pneumatic strut with one wheel. The NLG retracts rearwards and two NLG doors close
and cover it.
The NLG has these components:

 A NLG leg
 A drag link
 Two NLG doors
 A spring strut
Component Description (Ref. Fig. 1) and (Ref. Fig. 2)
A. NLG Leg
The NLG leg is installed in the center of the front bottom fuselage below the flight compartment. It is attached to the structure
forward of frame 10 with two trunnions. A shock absorber is part of the NLG leg strut. A taxi light is installed on the front of the
NLG leg.
The shock absorber is a two-stage oleo-pneumatic type filled with hydraulic fluid and nitrogen. It has inner and outer cylinders
and a tube. A barrel nut keeps the inner cylinder in the outer cylinder. The tube is connected to the top of the outer cylinder. The
inner cylinder is directly connected to the nose wheel fork. A torque link connects the nose wheel fork to the outer cylinder. The
nose-wheel steering system turns the shock absorber in the NLG leg.
The outer cylinder has the stage 1 and stage 2 charging valves installed in the top. A hole through the head of the outer cylinder
connects the stage 1 charging valve to the area between the outer cylinder and the tube. Another hole through the head of the
15
outer cylinder connects the stage 2 charging valve to the inside of the tube. The nitrogen and the hydraulic fluid in the outer
cylinder are pressurized to 50 psi (3,5 bar). This is the no-load stage 1 pressure.
The tube installed inside the outer cylinder contains the stage 2 piston and the control valve assembly. A sealing ring is installed
around the piston to make sure the nitrogen and the hydraulic fluid do not become mixed. The nitrogen in the tube is pressurized
to 834 psi (57,5 bar). This is the no-load stage 2 pressure.
The control valve assembly is installed in the bottom of the tube. It has a valve support, a valve bolt, a valve plate and a nut.
Pins keep the valve support in position in the tube and the nut keeps the valve bolt in the valve support. The valve plate moves
along the valve bolt when the shock absorber compresses and extends.
The inner cylinder is installed between the outer cylinder and the tube. Guide rings with holes and slots in them and sealing rings
that move along the surface of the inner cylinder help control the rate of movement of the inner cylinder. They also help to make
sure the movement of the inner cylinder is smooth.
An O-ring and a sealing ring between the barrel nut and the inner cylinder and the barrel nut and the outer cylinder make sure
hydraulic fluid and nitrogen do not go out of the shock absorber. The scraper ring makes sure contamination does not go into the
shock absorber.
B. Drag Link
The drag link connects between the rear of the NLG leg and the bottom fuselage between frames 11 and 12. It is operated by
the nose gear actuator. The drag link is used as an over-center lock mechanism and a down-stop when the NLG is down. It is
folded when the NLG is up. The drag link has a link and a lever. A pin where the link and lever connect is the over-center stop
and the NLG down-stop. The NLG actuator and the spring strut of the extension and retraction system are connected to the top
of the link. The lever connects to the NLG leg.
C. NLG Doors
The NLG doors are installed on each side of the NLG leg. Hinges attach the NLG doors to the fuselage and a yoke connects the
two doors together. The yoke makes the doors open and close at the same time. The yoke opens to an over-center position, and
16
springs installed on each side of the yoke keep it in that position when the NLG is down. The NLG doors are made from
composite materials.
D. Spring Strut
The spring strut helps extend the NLG during operation of the emergency extension system, and keeps the drag link in the over-
center position when hydraulic power is removed. The spring strut connects to the structure and to a lever on the top part of the
drag link. It has inner and outer rods, and spring plates. On new spring struts the spring plates are replaced two compressed
springs.
A. Landing Gear Operation
During retraction, the NLG actuator folds the drag link against the pressure of the spring strut which causes the NLG leg to
retract. As the NLG leg retracts it touches the yoke and pushes it from its over-center position and up against the spring tension
to close the NLG doors. Internal stops in the NLG actuator are the up-stop for the NLG.
During extension, the NLG actuator extends the drag link which pushes the NLG down. When the NLG is fully down the spring
strut pushes the drag link to its over-center position to keep the NLG extended when the NLG actuator is depressurized. When
the drag link is in the overcentered position it is the down stop for the NLG. As the NLG extends, the yoke of the NLG doors is
released and the spring fully opens the doors. The over-center mechanism on the yoke operates to keep the NLG doors open.
B. Shock Absorber Operation
When the shock absorber is fully extended, flanges on the upper part of the inner cylinder touch the top of the barrel nut at the
bottom of the outer cylinder. The stage 2 piston touches the top of the valve support and the valve plate touches the valve
support at the bottom of the control valve bolt.
As the shock absorber starts to compress, the inner cylinder starts to move up between the outer cylinder and the tube. The
pressure of the hydraulic fluid in the inner cylinder below the control valve assembly increases and the hydraulic fluid flows
17
through the holes in the valve support into the chamber between the stage 2 piston and the valve support. It then flows out
through the holes in the sides of the tube and up between the tube and the inner cylinder.
The hydraulic fluid flows out the upper sides of the inner cylinder into the area between the outer cylinder and the tube. The
nitrogen/oil pressure in this area increases and the hydraulic fluid then starts to flow down though holes and slots in the guide
ring and inner cylinder flanges towards the bottom of the outer cylinder. The pressure between the outer cylinder and the tube
continues to increase.
When the pressure in the inner cylinder and between the outer cylinder and the tube becomes more than 834 psi (57,5 bar) the
stage 2 piston starts to move up the tube because the pressure is more than the stage 2 nitrogen pressure of 834 psi (57,5 bar).
This absorbs the higher pressures that a heavy load causes.
As the load on the shock absorber starts to decrease, the pressure in the inner cylinder decreases. The stage 2 piston moves
down the tube to touch the top of the control valve bolt. At the same time the high pressure between the stage 2 piston and the
control valve causes the valve plate to move along the bolt and restrict the flow of hydraulic fluid into the inner cylinder. This
restricts the rate of extension of the shock absorber.
The extension of the shock absorber also causes the sealing ring between the inner cylinder and the outer cylinder to move
against the flange of the inner cylinder and decrease the rate of extension of the shock absorber.
As the shock absorber continues to extend the pressure in the inner cylinder decreases and the hydraulic fluid flows from
between the inner cylinder and the outer cylinder down through the chamber between the stage 2 piston and the control valve
assembly and into the inner cylinder.
This continues until the shock absorber is completely extended and the pressure in the inner cylinder is 50 psi (3,5 bar) (the no-
load stage 1 pressure).
18
NOSE LANDING GEAR AND DOORS - LAYOUT

19
NOSE LANDING GEAR AND DOORS - SHOCK ABSORBER OPERATION
20
EXTENSION AND RETRACTION
General
The extension and retraction system extends and retracts the Nose and Main Landing Gear (NLG and MLG). The system has
these components:
 A selector valve
 Two MLG actuators
 A NLG actuator.
The extension and retraction system gives an output to the landing gear position and warning system.
A. Selector Valve
The selector valve controls the supply of hydraulic fluid to the MLG and NLG actuators. It is installed in the flight-compartment
center console and is connected to the landing-gear selector handle. The selector valve is a two-position valve with a body that
has four hydraulic connections. The valve has spring detents to keep it in the set position. A non-return valve is installed in the
pressure supply connection.
B. MLG Actuators
The left and right MLG actuators extend and retract the MLG. Each actuator has a body with a cylinder and a pawl-lock
mechanism, and a piston with a rod. The body connects to the structure and the rod connects to the MLG leg. Hydraulic lines
connect to the cylinder each side of the piston. The pawl-lock mechanism holds the actuator in the fully extended position when
hydraulic power is removed. Each MLG actuator has a microswitch assembly at one end of the body that operates when the
actuator fully extends. The microswitch assemblies can be removed from the actuators.
21
C. NLG Actuator
The NLG actuator extends and retracts the NLG. It has a body with a cylinder and a piston with a rod. The body connects to the
structure and the rod connects to a lever on the top part of the NLG drag link. Hydraulic lines connect to the cylinder each side of
the piston. The NLG actuator does not have a lock mechanism.
Operation (Ref. Figs. 1 and 2)
A. Retraction
When the landing-gear selector handle is set to UP the selector valve operates. This connects the down side of the three
actuators to the hydraulic return and the hydraulic supply to the up side of the three actuators.
In the two MLG actuators the pawl-lock mechanisms release and the actuators retract. The actuators stay pressurized to keep
the MLG retracted. When the MLG starts to retract, the microswitches in the MLG actuators operate to give signals to the
position and warning system. The MLG retracts into the wings until it touches the rubber stops on the wing structure.
At the same time, the NLG actuator extends and folds the drag link against the pressure of the spring strut. The drag link pulls
the NLG up and compresses the spring strut. When the NLG is almost fully retracted the spring strut extends a small amount.
The NLG retracts into the fuselage until it touches the rubber stop on the fuselage structure. The actuator stays pressurized to
keep the NLG retracted.
B. Extension
When the landing-gear selector handle is set to down the selector valve operates. This connects the up side of the three
actuators to the hydraulic return and the hydraulic supply to the down side of the three actuators.
The two MLG actuators extend. The MLG extends until the pistons in the actuators touch the internal stops. The pawl-lock
mechanisms in the actuators engage to lock the actuators in the extended position. The microswitches in the actuators operate
to give signals to the position and warning system.
At the same time, the NLG actuator retracts to extend the drag link. The spring strut first compresses a small amount and then
extends to help the NLG actuator extend the drag link. The drag link pushes the NLG down. The drag link extends to its over-
22
center position to fully extend the NLG and is held there by the spring strut. The drag link is the down-stop for the NLG. The drag
link and the spring strut keep the NLG extended when the NLG actuator is depressurized.
C. Emergency Extension
The extension and retraction system uses the emergency hydraulic system to lower the NLG and MLG if a failure of the main
hydraulic system occurs.
When the landing-gear selector handle is set to DOWN the selector valve operates. This connects the up side of the three
actuators to the hydraulic return and gravity causes the NLG and MLG to start to extend. The spring strut helps the NLG extend.
The emergency hydraulic system is used to fully extend the NLG and MLG.
23
EXTENSION AND RETRACTION - SCHEMATIC
24
EXTENSION AND RETRACTION - LAYOUT

25
WHEELS AND BRAKES
General
The wheels and brakes make it possible to move and stop the aircraft on the ground.
The wheels and brakes have these components:
 Two main wheel assemblies
 A nose wheel assembly
 Two brake assemblies
 Four master cylinders
 A parking brake valve
 A brake reservoir
A. Main Wheel Assemblies
A split-hub type main wheel is installed on each MLG assembly. Each wheel has an inner and outer hub which are connected
with nine bolts, washers and nuts. Taper roller bearings are installed in each hub. The inner hub has six torque lugs that engage
in the brake assembly. Carbon heat sink brakes have six heat shields installed in the inner hub, between the torque lugs, to keep
heat made by the brake assembly from the wheel and tire. A seal installed between the two hubs prevents leaks. Each main
wheel has a tubeless tire installed on it. Three thermal relief plugs, equally spaced and installed in the inner hub, provide
protection against too much brake heat increasing the air pressure in the tire. The plugs are made of fusable metal that melts at
a set temperature. A tire inflation valve, and an overinflation plug are installed in the outer hub. The plug ruptures when
overinflation occurs. A fairing installed on each outer hub makes the wheels aerodynamically smooth when the MLG is retracted.
26
B. Nose Wheel Assembly
A split-hub type nose wheel is installed on an adjustable axle in the fork of the NLG assembly. The wheel has two hub halves
which are connected with six bolts, washers and nuts. Taper roller bearings are installed in each hub halve. A seal installed
between the two hubs prevents leaks. The nose wheel has a tubeless tire installed on it. A tyre inflation valve and an
overinflation plug are installed in one hub. The plug ruptures when overinflation occurs.
C. Brake Assemblies
The brake assemblies are used to slow or stop the aircraft during landing, taxiing and parking. A brake assembly is installed on
each MLG leg.
Carbon heat sink brakes. Each brake assembly consists of three primary parts: a six piston housing, two rotor carbon heat sinks
and the torque plate assembly. Nuts and washers attach the brake assembly to the MLG leg and the rotors engage with in
torque lugs of the inner hub of the main wheels. Two wear indicators are installed in bushings in the piston housing assembly
and give a visual means to determine carbon wear.
Steel heat sink brakes (Post SB 32-013 and MSN 476-999). Each brake assembly consists of three primary parts: a seven
piston housing assembly, three rotor steel heat sinks and the torque plate assembly. These parts are held together with six bolts
and nuts which also attach the brake assembly to the MLG axle. The piston housing assembly has a bleed port at the top and
bottom. This is to allow the brake assembly to be installed on the left or right side of the aircraft. When the brake assembly is
installed a bleed valve is installed in the top port and a plug is installed in the bottom port. Two wear indicators are installed on
the pressure plate assembly and when the brake is pressurized the indicators extend through the piston housing assembly to
visually show the heat sink wear.
D. Master Cylinders
The four master cylinders control the brake assemblies. The master cylinders are installed in front of the four rudder/brake
pedals in the flight compartment. Each master cylinder is connected to a rudder/brake pedal with a control rod. Shuttle valves
are installed between the two pilot and the two co-pilot master cylinders. The aircraft brakes can be operated from the pilot or co-
pilot position because of the shuttle valves.
27
E. Parking Brake Valve
The parking brake valve keeps the pressure in the brake system so the aircraft can be parked with the brakes on. The parking
brake handle is installed in the flight compartment on the left console. The valve is installed on the aircraft structure below the
handle. The valve has lever and valve assemblies in it. The handle has ON and OFF positions. A cable assembly connects the
handle to the lever. A spring is installed on the cable assembly to return the handle to the OFF position.
F. Brake Reservoir
The brake reservoir keeps the brake system full of hydraulic fluid. The brake reservoir is installed in the flight compartment
behind the co-pilot seat. It is a transparent plastic container with a filler cap. The hydraulic fluid goes into the four master
cylinders through a pipe in the bottom of the reservoir. A maintenance connector is installed in the pipe below the brake
reservoir. It is used when maintenance of the brake system is necessary.
A. Normal Operation
When the pilot or co-pilot left and right rudder/brake pedals are pushed down the pressure moves the shuttle valves. The
rudder/brake pedals that give the higher pressure operate the brake assemblies. The brakes decrease the aircraft speed.
Pressurized hydraulic fluid forces the pistons against the pressure plate assembly which cause it to move. The carrier and lining
assemblies and stator disks are clamped between the pressure plate and torque plate assemblies. The friction that is caused by
the turning and non-turning parts causes the braking action.
When the rudder/brake pedals are released to their normal position the brakes release. Gravity causes the reservoir to supply
hydraulic fluid to the master cylinders if there is a decrease in the quantity of fluid.
Brake wear is visually shown by the two wear indicators. When the brakes are applied and the end of the indicator becomes
even with the surface of the piston housing assembly, the brake assembly must be overhauled in five landings or less.
28
B. Differential Operation
Differential operation gives control of the aircraft's direction during taxiing for small diameter turns without use of the nose wheel
steering. The left or right rudder/brake pedals are pushed down independently to operate the left or right brake assemblies.
C. Parking Brake Operation
When the left and right rudder/brake pedals are pushed down the system pressure on each side of the parking brake valve is
same. The parking brake handle is pulled out and turned one quarter of a turn clockwise to the ON position. This operates the
lever on the parking brake valve. The rudder/brake pedals are released to their normal position and the parking brake valve
keeps the pressure in the brake assemblies.
When the parking brake handle is turned counter-clockwise one quarter of a turn and released the lever on the parking brake
valve operates and the spring makes the parking brake handle move to the OFF position. This releases the pressure in the
brake system.
29
Wheels and Brakes - Schematic

Figure 1
30
NOSE WHEEL STEERING
General
The nose-wheel steering system turns the NLG shock absorber and the nose wheel to control the direction of the aircraft during
taxiing.
The nose-wheel steering system has these components:

 A steering spring strut
 A shimmy damper.
A. Steering Spring Strut
The steering spring strut transmits the movement from the rudder pedals to the NLG shock absorber. The steering spring strut
has an inner and outer cylinder, with springs that hold the inner cylinder in the center. This lets the steering spring strut extend
and retract.
A connecting rod and a torque tube connect the steering spring strut to the rudder system. The steering spring strut is connected
by a bellcrank and a swivel joint to the top of the NLG shock absorber.
B. Shimmy Damper
The shimmy damper stops shimmy of the nose wheel during landing or taxiing. It connects to the NLG shock-absorber and the
NLG leg. A piston inside the shimmy damper has hydraulic fluid on each side. When the piston moves the hydraulic fluid flows
between each side of the piston through an orifice. This controls the rate of flow of the hydraulic fluid and thus the rate of
movement of the piston.
31
Operation
When the NLG is extended an input from a left or right rudder/brake pedal moves the steering spring strut. This makes the shock
absorber and nose wheel turn between the left and right limits of the rudder/brake pedals. The rudder/brake pedals do not move
the NLG shock absorber or nose wheel through their maximum range of movement. This prevents too much steering during
take-off and landing.
During taxiing when the left and right wheel brakes are used to make the aircraft turn in small diameters, the steering spring strut
extends or compresses. This permits the shock absorber and nose wheel to turn further than the limits with the rudder/brake
pedals. The range of movement during taxiing cannot be more than the range between the red marks on the NLG leg.
When the aircraft is towed, red marks on the taxi light and the bracket at the front of the NLG leg above the taxi light show the
limits of movement to the left and right. If the NLG leg is turned to more than these red marks the shear plate will break. More
movement to the left or right after the shear plate breaks will cause damage to the components of the NLG leg.
When the landing gear starts to retract, the steering collar and swivel joint move the NLG to the center position. During flight the
steering collar is at 90° to the swivel joint and cannot turn. Movement of the rudder pedals moves the bellcrank and the swivel
joint but the steering collar does not move. This stops movement of the shock absorber.
32
Nose Wheel Steering - Layout

Figure 1
33
POSITION AND WARNING
General
The position and warning system gives indications of the position of the landing gear and the aircraft ground/flight condition. The
system also gives warnings of incorrect flight configurations when the landing gear is not down and stops the retraction of the
landing gear when the aircraft is on the ground.
The position and warning system has these components:

 Two Weight-On-Wheels (WOW) proximity switches
 Two WOW relays
 NLG-extended and retracted proximity switches
 Two MLG-retracted proximity switches and two MLG-extended microswitches
 Three green and three red position-indication lights
 A landing-gear selector-handle
 A landing-gear selector-handle switch
 A landing-gear selector-handle solenoid
 A warning-tone silencer switch
 The Flap Control and Warning Unit (FCWU)
The FCWU also controls the flaps system.
The power supplies to the system are 28 VDC through:

 The LG IND (BATTERY BUS) circuit breaker
 The AIR/GND 1 (BATTERY BUS) circuit breaker
 The AIR/GND 2 (GENERATOR 1 BUS) circuit breaker.
The position and warning system gets inputs from:
34
 The flap system

 The Computer Aided Testing (CAT) system
 The Central Advisory and Warning System (CAWS)
 The extension and retraction system
 The flight compartment lights system
 The engine controls system
The position and warning system sends outputs to:

 The pressurization system
 The heating controller
 The speed and attitude correction system
 The main hydraulic system
 The CAWS
 The Attitude and Heading Reference System (AHRS)
 The Traffic Alert and Collision Avoidance System (TCAS) (if installed)
 The Ground Proximity Warning System (GPWS) (if installed)
 The Enhanced Ground Proximity Warning System (EGPWS) (if installed)
 The Air Traffic Control (ATC) transponder system
 The engine controls system
 The Engine Conditioning Trend Monitoring System (Post SB 77-001)
 The Engine Instrument System (EIS).
A. Weight-On-Wheels Proximity Switches
The left and right WOW proximity switches operate the left and right WOW relays.
35
A WOW proximity switch is installed on each MLG leg above the pivot of the trailing links. The targets for the switches are
attached to the pivot of the trailing links. As the aircraft weight goes on to the MLG, the trailing link turns and puts the targets
adjacent to the proximity switches.
B. Weight-On-Wheels Relays
The left and right WOW relays make ground and air signals for the aircraft systems. They also make the AIR/GND caption on
the CAWS panel come on if one of the relays does not operate when the aircraft takes-off or lands. They are installed in the left
and right relay panels in the flight compartment.
C. NLG-Retracted And NLG-Extended Proximity Switches
The NLG-retracted and NLG-extended proximity switches make signals in relation to the position of the NLG. They are installed
in the NLG bay.
The NLG-retracted proximity switch is installed adjacent to the center hinge of the left NLG door. The target is the center hinge.
The switch operates when the NLG doors are fully closed, or start to open. The switch sends a signal to the FCWU to control the
red NLG position-indication light.
The NLG-extended proximity switch is installed on a bracket on the left side of the NLG bay. The target is a bracket on the drag
link. The switch operates when the NLG is fully extended and locked, or starts to retract. The switch controls the green NLG
position-indication light and the electrical power to the taxi light. It sends a NLG-down signal to the FCWU.
D. MLG-Retracted Proximity Switches and MLG-Extended Microswitches
The MLG-retracted proximity switches and MLG-extended microswitches make signals in relation to the positions of the left and
right MLGs.
36
A MLG-retracted proximity switch is installed in each MLG bay on the forward edge of the MLG door opening. The target is on
the MLG door. The switch operates when the MLG doors are fully closed, or start to open. The switches control the related red
MLG position-indication lights and also send MLG-retracted signals to the FCWU.
A MLG-extended microswitch is installed in each MLG actuator. They operate when the MLG actuator is extended and locked or
starts to retract. The switches control the green MLG position-indication lights and the electrical power to the landing lights. They
also send MLG-retracted signals to the FCWU. The left MLG-extended microswitch also sends signals to the TCAS, if installed.
The right MLG-extended microswitch also sends signals to the GPWS or EGPWS, if installed.
E. Position-Indication Lights
The three red and the three green position-indication lights give an indication of the position of each related landing-gear leg.
The position-indication lights are in pairs of green and red and are installed in the left middle instrument panel adjacent to the
landing-gear selector-handle.
The position-indication lights show the position of each landing gear leg as follows:
 No indication shows the related landing gear is fully retracted
 Red shows the related landing gear is not fully extended or retracted
 Green shows the related landing gear is fully extended and locked
 Three reds together with an aural warning show that the landing gear is not in the correct position in certain flight
conditions.
F. Landing-Gear Selector-Handle
The landing-gear selector-handle is used to set the position of the landing gear. It is installed in the left middle instrument panel
and has the positions UP and DN.
37
The selector-handle has two detents for the UP and DN positions. It also has a solenoid-operated lock for the DN position. The
handle is pulled to disengage the detents, then it can be moved. A connecting rod connects the selector-handle to the hydraulic
selector valve of the extension and retraction system.
G. Landing-Gear Selector-Handle Switch
The landing-gear selector-handle switch supplies a ground to:

 The FCWU when the selector-handle is in the DOWN position
 The CAWS when the selector-handle is in the UP position.
The landing-gear selector-handle switch is installed adjacent to the landing-gear selector-handle.
H. Landing-Gear Selector-Handle Solenoid
The landing-gear selector-handle solenoid de-energizes to lock the landing-gear selector-handle in the DN position when the
aircraft is on the ground.
The landing-gear selector-handle solenoid is installed adjacent to the selector-handle. The solenoid has a plunger that causes a
mechanical lock to engage with the selector-handle.
I. SILENCER Switch
In one flight condition only, the SILENCER switch stops the landing gear warning tone made by the FCWU. The SILENCER
switch is installed on the left middle instrument panel adjacent to the position-indication lights.
J. Flap Control and Warning Unit
The FCWU stops retraction of the landing gear when the aircraft is on the ground. It also controls the landing gear warning when
the aircraft is in the air. The FCWU operates the red position-indication lights and the landing gear warning tone when:
38
 The flaps are set to the landing position and the landing gear is not extended
 The airspeed is less than 130 knots,
the power control lever is at the IDLE position and the landing gear is not extended. The SILENCER switch can be used to stop
the landing gear aural warning in this flight condition.
The FCWU gets these signals:

 Flap position from the flap system
 Low idle from the Power Control Lever (PCL)
 130 knot airspeed from the airspeed indicator
 Handle position from the landing-gear selector-handle
 Weight-on-wheels from the left and right WOW relays
 NLG extended and retracted from the NLG proximity switches
 MLG extended and retracted from the MLG proximity switches and microswitches
 Landing gear warning tone off from the SILENCER switch
 Lights test from the LAMPS switch.
The FCWU sends outputs to:

 The three red position-indication lights
 The landing-gear selector-handle solenoid
 The warning tone generator in the stick pusher computer
 The landing and taxi lights.
A. Aircraft On The Ground
39
When the aircraft is on the ground and the aircraft electrical system is de-energized, the landing-gear selector-handle solenoid is
also de-energized. This locks the handle in the down position.
When the aircraft electrical system is energized, the left and right WOW proximity switches operate and energize the left and
right WOW relays. The relays:
 Send an aircraft-on-ground signal to the FCWU
 Inhibit the pressurization system
 Inhibit the hydraulic system (when there is no engine oil pressure)
 Inhibit the stick pusher
 Send an aircraft-on-ground signal to the CAWS and the EIS
 Set the probes deice system to ground mode (Pre SB 30-001 only)
 Inhibit the ATC and AHRS systems.
The landing-gear selector-handle solenoid stays de-energized to keep the handle locked in the down position. The FCWU sends
a signal to the exterior lights system to enable the operation of the landing and taxi lights.
The NLG-extended proximity switch and the MLG-extended microswitches have operated. They send landing gear extended
signals to the FCWU and have caused the green position-indication lights to come on.
B. Aircraft Take-Off
When the aircraft weight is off the MLG, the left and right WOW proximity switches operate and de-energize the left and right
WOW relays. The relays:
 Remove the aircraft-on-ground signal to the FCWU
 Enable the pressurization system
 Enable the hydraulic system (when there is no engine oil pressure)
 Enable the stick pusher (5 seconds after take-off)
 Remove the aircraft-on-ground signal to the CAWS and the EIS
40
 Set the probes deice system to flight mode (Pre SB 30-001 only)
 Enable the ATC and AHRS systems.
The FCWU energizes the landing-gear selector-handle solenoid to release the handle.
The landing-gear selector-handle is moved to the UP position to operate the hydraulic selector valve. The landing gear starts to
retract. The NLG-extended proximity switch and the two MLG-extended microswitches operate. This causes the three green
position-indicator lights to go off. The FCWU also gets the signals from the switches and makes the three red position-indicator
lights come on.
When the landing gear fully retracts, the NLG-retracted proximity switch and the two MLG-retracted proximity switches operate
and send landing-gear retracted signals to the FCWU. The FCWU makes the three red position-indicator lights go off. This is the
normal landing-gear retracted indication.
If one or more of the landing gear legs does not start to retract, the related green position-indication light will stay on to show that
a failure has occurred.
If one or more of the landing gear legs does not fully retract, the related red position-indication light will stay on to show that a
failure has occurred.
The FCWU inhibits the operation of the landing and taxi lights when the landing gear is retracted.
C. Aircraft Landing
The landing-gear selector-handle is set to DN and the landing gear starts to extend. The signals from the NLG-retracted
proximity switch and the two MLG-retracted proximity switches are removed from the FCWU. The FCWU makes the three red
position-indication lights come on.
When the landing gear fully extends, the NLG-extended proximity switch and the two MLG-extended microswitches operate.
41
This causes the three green position-indication lights to come on and, at the same time, sends landing-gear extended signals to
the FCWU. The FCWU makes the three red lights go off. This is the normal landing gear extended indication.
If one or more of the landing gear legs does not start to extend, the related off position-indication light will stay off to show that a
failure has occurred.
If one or more of the landing gear legs does not does not fully extend, the related red position-indication light will stay red to
show that a failure has occurred.
The FCWU enables the operation of the landing and taxi lights when the landing gear is extended.
When the aircraft weight goes on to the MLG, the left and right WOW proximity switches operate and energize the left and right
WOW relays. The WOW relays control the related systems and give an aircraft-on-ground signal to the FCWU. The FCWU de-
energizes the landing-gear selector-handle solenoid to lock the handle in the DN position.
D. System Warnings
Landing-Gear Position Warning
When the landing gear is retracted, the FCWU sends a warning tone signal to the warning tone generator in the stick pusher
computer and makes the three red position-indication lights come on when:
 The landing gear is up when the flaps are set at the landing position
 The landing gear is up with low engine power and low airspeed together.
The LG warning tone can be stopped with the SILENCER switch when the aircraft is in the low engine power/low airspeed
condition.
42
WOW Relay Failure
The CAWS monitors the left and right WOW relays for a ground for up to 10 seconds. If one WOW relay fails, a ground is
connected to the CAWS which makes the AIR/GND caution come on after a delay of up to 10 seconds. If a failure of the two
relays occurs, a ground signal is not given to the CAWS and no caution is given.
43
Position and Warning System - Electrical Schematic

Figure 1
44
Position and Warning System - Electrical Schematic
45
End of chapter
46
DOORS
1
2
INDEX
PASSENGER/CREW DOOR
GENERAL
A. DOOR STRUCTURE
B. DOOR MECHANISM
INNER HANDLE
OUTER HANDLE
SHOOT BOLTS
SHOOT BOLT INDICATORS
OVERCENTRING SPRINGS
SAFETY LOCKING MECHANISM
SECURITY LOCK
C. DOOR SEAL
D. COUNTERBALANCE SYSTEM
E. HANDRAIL
F. STEPS
G. DOOR WARNING SYSTEM
OPERATION
A. OUTSIDE THE AIRCRAFT
B. INSIDE THE AIRCRAFT
EMERGENCY EXIT DOOR
GENERAL
A. DOOR STRUCTURE
B. DOOR MECHANISM
C. DOOR SEAL
OPERATION
3
CARGO DOOR
GENERAL
A. DOOR STRUCTURE
B. DOOR MECHANISM
INNER HANDLE
OUTER HANDLE
LATCHING HOOKS
LATCHING HOOK INDICATORS
SHOOT BOLTS
SHOOT BOLT INDICATORS
OVERCENTERING SPRINGS
SAFETY LOCKING MECHANISM
FREE-WHEEL MECHANISM
SECURITY LOCK
C. DOOR SEAL
D. GAS STRUT
E. TELESCOPIC STRUT
F. DOOR WARNING SYSTEM
G. DOOR LOWERING MECHANISM
DRIVE MECHANISM
CABLE
PULLEYS
CARGO DOOR DOWN PUSHBUTTON SWITCH
OPERATION
A. OUTSIDE THE AIRCRAFT
OPEN
CLOSE
B. INSIDE THE AIRCRAFT
4
OPEN
SERVICE DOORS
GENERAL
DOOR WARNING
GENERAL
A. SHOOT BOLT SWITCHES
B. DOOR HANDLE SWITCHES
OPERATION
A. PASSENGER/CREW DOOR
B. CARGO DOOR
5
6
PASSENGER/CREW DOOR
General
The passenger/crew door gives access to the passenger/cargo and flight compartments through the left side of the aircraft,
forward of the wing. The passenger/crew door opens out and down. Steps on the passenger/crew door are used to go into the
aircraft.
The passenger/crew door has these components:
 A door structure
 A door mechanism
 A door seal
 A counterbalance system
 A handrail
 Four steps
 A door warning system.
A. Door Structure
The door structure is aluminum alloy frames, beams and skin. A trim panel is installed on the cabin side of the structure.
B. Door Mechanism
The door mechanism is used to open and close the passenger/crew door from the inside or the outside of the aircraft. The door
mechanism has these components:
 An inner handle
 An outer handle
 Six shoot bolts
7
 Six shoot bolt indicators

 Two overcentring springs
 A safety locking mechanism
 A security lock
Inner Handle
The inner handle makes it possible to open and close the door from inside the aircraft.
Outer Handle
The outer handle makes it possible to open and close the door from outside the aircraft.
Shoot Bolts
The shoot bolts engage in the fuselage structure to hold the door in the closed position. They are connected to the inner and
outer handles with rods and cranks.
Shoot Bolt Indicators

The shoot bolt indicators show the position of each shoot bolt. The shoot bolt indicators can be seen from inside the aircraft. A
green and red indication on each shoot-bolt shows when the shoot-bolt is engaged with or disengaged from the fuselage
structure.
Overcentring springs
The overcentring springs keep the door mechanism in the closed position if a failure of part of the door mechanism or structure
occurs. They are installed at the top and bottom of the door mechanism.
Safety Locking Mechanism

The safety locking mechanism stops accidental operation of the door mechanism from inside the aircraft. It must be operated
before the inner handle can operate. A release lever is installed on the inside of the door below the inner handle. A cable
connects it to a locking pin which engages in the outer handle.
8
Security Lock
A security lock prevents operation of the door mechanism. It is installed in the outer handle. Aircraft Post SB 25-002 and MSN
201-999 have the same key for all the door locks.
C. Door Seal
The door seal is installed around the edge of the passenger/crew door. It is a one piece seal which compresses to make a
pressure seal when the passenger/crew door is closed.
D. Counterbalance System
The counterbalance system is installed on the fuselage structure and the forward side of the passenger/crew door. It makes it
possible to open and close the passenger/crew door with a minimum force and makes sure the passenger/crew door does not
hit the ground. Movement of a lever and chain mechanism compresses a gas strut when the passenger/crew door opens. Two
suspension cables hold the passenger/crew door when it is open. The pressure in the gas strut helps the passenger/crew door
close.
E. Handrail
The handrail is installed on the forward side of the passenger/crew door. It is attached to the passenger/crew door and fuselage
structure with two stanchions and a strut. The handrail, stanchions and strut fold against the passenger/crew door when it is
closed and extend for use when the passenger/crew door is open.
F. Steps
Four steps are installed on the inside of the passenger/crew door for access to and from the aircraft. Links connect three steps
together. They are attached to the passenger/crew door with hinges. These steps fold against the passenger/crew door when it
is closed and open when the passenger/crew door opens. The bottom step does not fold.
9
G. Door Warning System
The door warning system gives an indication on the CAWS panel if the door is not closed.
Operation
A. Outside The Aircraft
To open the passenger/crew door from outside the aircraft the outer handle is pulled out to disengage it from the locking pin. The
outer handle is turned clockwise to operate the door mechanism and disengage the shoot-bolts from the aircraft structure. The
passenger/crew door is then pulled out and down to the open position. The counterbalance system controls the speed that the
door opens. The door opens until the suspension cables are tight.
To close the passenger/crew door from outside the aircraft the passenger/crew door is pulled up and pushed in. The
counterbalance system holds most of the weight of the door. The passenger/ crew door is held in the closed position and the
outer handle is turned counterclockwise which operates the door mechanism and engages the shoot-bolts in the fuselage
structure. The chamfer on the locking pin lets the locking pin engage in the outer handle. This makes sure the handles cannot
turn.
B. Inside The Aircraft
To open the passenger/crew door from inside the aircraft the release lever is pushed up to disengage the the locking pin from
the outer handle. The inner handle is turned clockwise to operate the door mechanism and disengage the shoot-bolts from the
aircraft structure. The passenger/crew door is then pushed out and down to the open position. The counterbalance system
controls the speed that the door opens. The door opens until the suspension cables are tight.
To close the passenger/crew door from inside the aircraft the passenger/crew door is pulled up and in. The counterbalance
system holds most of the weight of the door. The inner handle is turned counterclockwise which operates the door mechanism
and engages the shoot-bolts in the fuselage structure. The chamfer on the locking pin lets the locking pin engage in the outer
handle. This makes sure the handles cannot turn. The shoot bolt indicators show green when the door is closed.
10
PASSENGER/CREW DOOR - LAYOUT

11
PASSENGER/CREW DOOR - MECHANISM
12
EMERGENCY EXIT DOOR
General
The emergency exit door gives emergency access for the passengers through the right side of the aircraft, above the wing. The
emergency exit door is removed into the fuselage.
The emergency exit door has these components:
 A door seal.
A. Door Structure
The door structure is an aluminum alloy frame and skin. It has a window. A trim panel is installed on the cabin side of the
structure.
B. Door Mechanism
The door mechanism is used to remove the emergency exit door from the fuselage structure. It is installed in the top of the door.
A handle on the inside of the door and a push panel on the outside of the door operate the door mechanism. They are
connected to the door catch with a hinge and link mechanism. The door catch engages in the fuselage structure to keep the
emergency exit door installed. Locating fittings on the door frame keep the bottom of the door engaged in the fuselage structure.
C. Door Seal
The door seal is installed around the edge of the emergency exit door. It is a one piece seal which compresses to make a
pressure seal when the emergency exit door is installed.
13
Operation
To remove the emergency exit door from inside the aircraft the handle is pulled in. This operates the door mechanism and
disengages the door catch from the fuselage structure. The emergency exit door is then lifted to disengage the locating fittings
from the fuselage structure and removed from the area.
To open the emergency exit door from outside the aircraft the push panel is pushed in. This operates the door mechanism and
disengages the door catch from the fuselage structure. The emergency exit door then falls into the aircraft.
14
EMERGENCY EXIT DOOR - LAYOUT

15
CARGO DOOR
General
The cargo door gives access to the passenger/cargo compartment through the left side of the aircraft aft of the wing. The cargo
door opens out and up to give clear access to the passenger/cargo compartment. The cargo door can be opened in wind speeds
up to 60 knots.
The cargo door has these components:
 A door seal
 A gas strut
 A telescopic strut
 A door warning system
 A door lowering mechanism
The power supply to the cargo door is 28 VDC through the CARGO DOOR (BATTERY DIRECT BUS) circuit breaker.
A. Door Structure
The door structure is aluminum alloy frames, beams and skin. A trim panel and cargo door light is installed on the cabin side of
the structure. A fairing is installed on the outside of the door. The door has a window.
B. Door Mechanism
The door mechanism is used to:

 Open and close the cargo door from the outside of the aircraft
16
 Open the cargo door from the inside of the aircraft
The door mechanism has these components:

 An inner handle
 An outer handle
 Three latching hooks
 Three latching hook indicators
 Two shoot bolts
 Two shoot bolt indicators
 Three overcentering springs
 A safety locking mechanism
 A free-wheel mechanism
 A security lock
Inner Handle
The inner handle is used to open the door from inside the aircraft. The inner handle cannot be used to close the cargo door.
Outer Handle
The outer handle is used to open and close the door from outside the aircraft. An access flap in the cargo-door outer surface is
used to get access to the outer handle.
Latching Hooks
The latching hooks engage in the fuselage structure to hold the door in the closed position. They are installed in the bottom of
the cargo door. The latching hooks are connected to the inner and outer handles with rods, cranks and a torque tube.
17
Latching Hook Indicators

The latching hook indicators show the position of each latching hook. The latching hook indicators can only be seen from outside
the aircraft. A green and red mark on each latching hook indicator shows when the related latching hook is engaged with or
disengaged from the fuselage structure.
Shoot Bolts
The shoot bolts engage in the fuselage structure to hold the door in the closed position. They are installed in the sides of the
cargo door. The shoot bolts are connected to the inner and outer handles with rods, cranks and a torque tube. The rods, cranks
and torque tube are connected together so that the shoot bolts engage after the latching hooks are engaged.
Shoot Bolt Indicators

The shoot bolt indicators show the position of each shoot bolt. The shoot bolt indicators can only be seen from outside the
aircraft. A green and red mark on each shoot-bolt indicator shows when the related shoot-bolt is engaged with or disengaged
from the fuselage structure.
Overcentering springs
The overcentering springs keep the door mechanism in the closed position if a failure of part of the door mechanism or structure
occurs. They are installed on rods near the shoot bolts and the outer handle.
Safety Locking Mechanism

The safety locking mechanism stops the accidental operation of the door mechanism from inside the aircraft. The safety locking
mechanism must be operated before the inner handle can operate. A lever is installed on the inside of the door adjacent to the
inner handle. The lever must be pushed up before the inner handle can be used to open the door. A circular flap is installed in
the outer surface of the door adjacent to the outer handle. The circular flap must be pushed in to disengage the lever before the
outer handle can be used to open the door.
Free-wheel Mechanism
A free-wheel mechanism prevents use of the inner handle to close the cargo door. It is installed between the inner handle and
the door mechanism.
18
Security Lock
A security lock prevents operation of the door mechanism. It is installed in the cargo door outer surface adjacent to the circular
flap. Aircraft Post SB 25-002 and MSN 201-999 have the same key for all the door locks.
C. Door Seal
The door seal is installed around the edge of the cargo door. It is a one-piece seal which compresses to make a pressure seal
when the cargo door is closed.
D. Gas Strut
The gas strut is installed between the aft edge of the cargo door and the fuselage structure. It pushes the cargo door open and
holds it in the open position.
E. Telescopic Strut
The telescopic strut is installed between the forward edge of the cargo door and the fuselage structure. It stops distortion of the
cargo door when it is open in strong winds.
F. Door Warning System
The door warning system gives a red CAR DOOR warning caption on the CAWS display unit if the door is not closed.
G. Door Lowering Mechanism
The door lowering mechanism is used to pull the cargo door down from the fully open position to a position from where it can be
manually closed. The mechanism has these components:
 A drive mechanism
 A cable
19
 A pulley
 A CARGO DOOR DOWN pushbutton switch
Drive Mechanism
The drive mechanism has a motor, a centrifugal latch, a drum, a spiral spring, a microswitch mechanism, a brake mechanism
and a support. The drive mechanism is installed between frames 34 and 35 on the left side of the fuselage.
The 28 VDC motor is installed on the outside of the support at 90° to the drum. The motor drive goes through the support into
the centrifugal latch. The drum is installed on the centrifugal latch and is free to turn. The spiral spring is installed between the
drum and the brake mechanism lever and compresses as the cable winds off the drum.
The microswitch mechanism is operated by a screw coupling engaged in the drum. As the cable winds on to the drum the screw
coupling extends and operates the microswitch mechanism. This opens the microswitch and disconnects the electrical supply to
the motor.
The brake mechanism has a brake plate, a lever, a roller and a tension spring. The brake plate is installed between the motor
and the centrifugal latch and engages with a pin in the centrifugal latch. The spiral spring attaches to a pin on the lever. The
roller is on the end of the lever above the brake surface and touches the cable on the drum. The tension spring goes between
the lever and the support. When the cable winds off the drum the brake plate turns and the brake surface on the lever touches
the edge of the brake plate. The spiral spring compresses and pulls the lever on to the brake plate to give an increased brake
force on the brake plate. This stops the rotation of the cable drum after the cargo door has fully opened.
Cable
The cable goes from the drum in the drive mechanism, through the pulleys to the aft edge of the cargo door. The cable has
swaged ends.
Pulleys
The pulleys keep the cable in the correct routing. They are installed on frame 33.
CARGO DOOR DOWN Pushbutton Switch

The pushbutton switch is a spring-loaded switch. It is installed in the left side of the fuselage between frames 35 and 36. When
the pushbutton switch is pushed and held it connects a 28 VDC supply to the microswitch in the drive mechanism.
20
Operation
A. Outside The Aircraft
Open
To open the cargo door from outside the aircraft the circular flap adjacent to the outer handle is pushed in to operate the lever of
the safety locking mechanism. The access flap is then pushed in to get access to the outer handle. The outer handle is pulled
out and up to operate the door mechanism and disengage the shoot-bolts and latching hooks from the fuselage structure. The
cargo door is pulled open until the gas strut starts to push the door up. The door opens until the gas strut is fully extended. As
the cargo door opens the cable winds out from the drive mechanism and tightens the spiral spring. As the drum turns, the
microswitch mechanism operates to close the microswitch. The brake mechanism operates when the cargo door is fully open to
stop the cable drum.
Close
To close the cargo door from outside the aircraft the CARGO DOOR DOWN pushbutton is pushed and held. This connects the
28 VDC supply through the closed microswitch to the motor in the drive mechanism. The motor operates and turns the
centrifugal latches which engage in the brake plate on the drum. The drum turns and winds in the cable and lowers the cargo
door to a position from where it can be manually closed. As the cable starts to wind on to the drum the brake releases. When the
cable is wound in to its limit the microswitch mechanism opens the microswitch to disconnect the supply from the motor.
The cargo door is manually pushed the remaining distance to the closed position. The outer handle is pushed down and in which
operates the door mechanism and engages the latching hooks and shoot-bolts in the fuselage structure. The lever of the safety
locking mechanism keeps the outer handle and the door mechanism in the closed position. The latching hook and shoot bolt
indicators show green when the door is correctly closed.
B. Inside The Aircraft
Open
To open the cargo door from inside the aircraft the lever of the safety locking mechanism is pushed up. The inner handle is
pulled in and down to operate the door mechanism and disengage the shoot-bolts and hooks from the fuselage structure. The
21
cargo door is pushed open until the gas strut starts to push the door up. The door opens until the gas strut is fully extended.
When the cargo door opens the cable in the drive mechanism winds out freely.
The cargo door cannot be closed from the inside of the aircraft.
22
23
24
25
SERVICE DOORS
General
The service door is installed on the bottom of the rear fuselage behind the pressure dome. The door opens out and down to give
a clear access to the equipment installed in the rear fuselage. The door has a hinge on the right side and is held closed by quick
release fasteners on the other sides. The service door on aircraft Post SB 52-002 and MSN 201-999 have a lock installed
opposite the hinge. The lock is opened and closed by the same key that is used for the passenger/crew and cargo doors.
DOOR WARNING
General
The door warning system gives an indication on the CAWS panel that the passenger/crew door or the cargo door are not closed.
The door warning system has these components installed in each door:
 A shoot bolt switch
 A door handle switch
The power supply to the door warning system is 28 VDC through the 5 A CAWS 1 (BATTERY BUS) circuit breaker.
A. Shoot Bolt Switches
The shoot bolt switches are microswitches. For the passenger/crew door, the shoot bolt switch is installed in the fuselage
structure at the top rear shoot-bolt position. For the cargo door, the shoot bolt switch is installed in the fuselage structure at the
forward shoot-bolt position.
26
B. Door Handle Switches
The door handle switch for the passenger/crew door is a reed switch. It is installed in the door on the locking pin lever. The
magnet for the reed switch is installed in the outer handle.
MSN 101-120. The door handle switch for the cargo door is a proximity switch. It is installed in the door on the locking lever. The
pick up for the proximity switch is the driver adjacent to the inner handle.
MSN 121-999. The door handle switch for the cargo door is a microswitch. It is installed in the door on the locking lever. When
the cargo door is closed the operating lever contacts the microswitch trigger and operates the microswitch.
Operation
A. Passenger/crew Door
When the door mechanism moves to the closed position, the following occurs:
 The shoot bolts move to the locked position and close the shoot bolt microswitch
 The magnet moves adjacent to and opens the reed switch.
With the microswitch closed and the reed switch open the PASS DOOR caption on the CAWS panel goes off. If one switch is not
in the correct position the PASS DOOR caption does not go off.
B. Cargo Door
When the door mechanism moves to the closed position, the following occurs:
 The shoot bolts move to the locked position and close the shoot bolt microswitch
 The driver moves adjacent to and opens the proximity switch.
With the microswitch closed and the proximity switch or microswitch open the CARGO DOOR caption on the CAWS panel goes
off. If one switch is not in the correct position the CARGO DOOR caption does not go off.
27
end of chapter
28
FUSELAGE
1
2
INDEX
FUSELAGE
GENERAL
FORWARD FUSELAGE
CENTER FUSELAGE
REAR FUSELAGE
3
4
FUSELAGE
General
The fuselage is a semi-monocoque assembly with forward, center and rear sections. The forward and center sections are
pressurized.
Forward Fuselage
The forward fuselage is between frames 10 and 16 and it contains the flight compartment, the nose landing-gear (NLG) bay and
the front pressure bulkhead. The area above the flight compartment floor is pressurized, and frame 15 below the floor is a
pressure bulkhead. The front pressure bulkhead is titanium and has a fire blanket installed on it. It has attachment points for the
engine mounting frame and the rear engine cowlings.
The forward fuselage has aluminum skins, frames and stringers. The structure around the windows is strengthened. Frame 15
and the center and side posts of the window structure are machined aluminum. The instrument panel and the center console
have aluminum sub-assemblies that are attached to the forward fuselage structure. The flight compartment floor, which is a
pressure seal, is installed on floor beams. The seat rails for the pilot and co-pilot seats are installed on the floor surface.
The area below the floor each side of the NLG bay has composite access doors. The NLG bay extends forward of the forward
pressure bulkhead and goes back to frame 15. It has attachment brackets for the NLG and an aluminum access panel for
access to the area between frames 15 and 16.
Center Fuselage
The center fuselage is between frames 16 and 36. It is pressurized and contains the passenger compartment and the baggage
compartment. From frames 16 to 31 it has a constant cross-section, and from frame 31 to the rear pressure bulkhead its cross-
section decreases. The left side of the center fuselage has three window cut-outs, and spaces where the passenger/crew door
5
and the cargo door are installed. The right side of the fuselage has four window cut-outs, and a space where the emergency exit
is installed. The rear pressure bulkhead is a dome and extends into the rear fuselage.
The center fuselage has aluminum skins, frames and stringers. Except for frames 21 and 24, the frames are made from formed
sheet aluminum. Frames 21 and 24 are machined aluminum and extend outside the fuselage to make the wing attachment
points. Below the floor, the frames make cross beams to hold the floor panels. The seat rails attach to seat rail posts between
the frames. Above the floor, widow sills are installed between the frames above and below the window cut-outs and the
emergency exit area. There is a doubler and an angle bracket around each window cut-out. The surrounds for the doors have
upper and lower beams, and forward and aft door frames which attach to the adjacent frames.
12 floor panels which can be removed are installed in three rows between the seat rails. Plates are installed between the
outboard of the outer seat rail and the skin. Aft of frame 34 there is a step in the floor. A single access panel is installed on this
step.
Aerodynamic fairings are installed around the wing-to-fuselage connection. On the left side, the aft fairing is installed on the
bottom of the cargo door.
Rear Fuselage
The rear fuselage is between frames 36 and 43 and contains the battery support structure and the structure interface for the
vertical stabilizer. It is not pressurized. The rear fuselage has aluminum skins, frames and stringers which make a tail cone.
Frame 43 is made from machined aluminum.
The battery support structure is at the bottom between frames 38 and 39. It makes a level support. A composite access door
gives access to the area of the rear fuselage. Aft of frame 41, smaller access panels are used to get to the structure and the
system components it contains.
Fairings are installed on the outside of the rear fuselage. A composite dorsal fairing on the top of the fuselage makes an
aerodynamic surface around the front of the vertical stabilizer interface. A composite ventral fairing on the bottom of the rear
fuselage makes an aerodynamic surface with the bottom of the rudder. Composite strakes are installed on the left and right of
the rear fuselage with bolts and brackets.
6
FUSELAGE – LAYOUT
7
END OF CHAPTER
8
STABILIZER
1
2
INDEX
STABILIZERS
GENERAL
VERTICAL STABILIZER
RUDDER AND TRIM TAB
HORIZONTAL STABILIZER
ELEVATORS
3
4
STABILIZERS
General
The stabilizers are the structure and control surfaces installed on the rear fuselage. They have these components:
 A vertical stabilizer
 A rudder
 A horizontal stabilizer
 Two elevators.
Vertical Stabilizer
The vertical stabilizer structure has aluminum main and rear spars, six ribs, and skin. The main spar connects to the back of rear
fuselage frame 41. It has two attachment points at the top for the hinges of the horizontal stabilizer. The rear spar connects to
the back of rear fuselage frame 43. Two rudder hinge brackets are installed on its aft face.
The skin makes an aerodynamic surface around the leading edge of the vertical stabilizer, and makes a shroud for the rudder at
the trailing edge. Shear plates and bolts installed around the base of the vertical stabilizer attach it to the top of the rear
fuselage. A nose fitting on the base of the leading edge attaches to the top of rear fuselage frame 40.
A composite bullet fairing is installed on the top front of the vertical stabilizer around the leading edge of the horizontal stabilizer.
The fairing goes aft to the rear of the vertical stabilizer to make an aerodynamic surface at the top of the rudder. This part of the
fairing moves with the horizontal stabilizer. Access panels in the vertical stabilizer give access to the system components and
the internal structure.
Rudder and Trim Tab

The rudder is installed on the two hinge brackets at the rear of the vertical stabilizer and rear fuselage. The rudder has aluminum
main and rear spars, 14 ribs, and skin. A secondary rib below the forward rib 11 is installed on the main spar to make the upper
hinge point. A cable quadrant with adjustable stops is installed on the bottom of rib 1. This is the lower hinge point. The skin
5
makes an aerodynamic surface on the rudder and a shroud around the leading edge of the trim tab. Balance weights are
installed on the bottom of the leading edge.
The trim tab has a top and a bottom rib, and a skin. The top rib extends forward of the leading edge and has a balance weight. A
piano hinge down the left outboard corner attaches the trim tab to the left side of the rudder.
A composite aerodynamic fairing is installed on the bottom of the rudder.
Horizontal Stabilizer
The horizontal stabilizer is installed on the two hinge points on the top of the vertical stabilizer. The horizontal stabilizer has
aluminum main and rear spars, stringers, ribs, and skin. The rear spar has four hinge brackets for the elevators. The skin makes
an aerodynamic surface on the horizontal stabilizer and a shroud around the hinge points for the elevators. A bracket on the
leading edge connects to the trim actuator in the vertical stabilizer.
A fairing is installed around the horizontal stabilizer where it goes through the bullet fairing on the top of the vertical stabilizer. It
goes aft between the elevators to the tail navigation light. The fairing moves with the horizontal stabilizer to keep a smooth
surface around its interface with the bullet fairing on the vertical stabilizer.
Elevators
Left and right elevators are installed on the four hinge brackets at the rear of the horizontal stabilizer. The elevators are
connected together and move as one surface. Each elevator has an aluminum spar, ribs, and skin. The skin makes an
aerodynamic surface. The three outboard ribs extend forward of the spar to make a horn balance. A balance weight is installed
in the inside of the access panel on the leading edge of the horn balance.
6
7
End of chapter
8
WINDOWS
1
2
INDEX
WINDOWS
GENERAL
WINDSHIELD ASSEMBLY
CABIN WINDOWS
3
this page was left intentionally white.
4
WINDOWS
General
The windows in the fuselage are:

 A windshield assembly in the flight compartment
 Nine cabin windows in the passenger compartment
The windshields are heated and are controlled by the windshield de-ice system
Windshield Assembly
The windshield assembly has these components:

 A left windshield
 A right windshield
 A left side window
 A right side window
 A left inner side window
 A right inner side window
 A direct vision window
The left and right windshields are laminated glass. The left and right side windows are acrylic. A doubler holds the windshields
and the side windows in the fuselage structure. A rubber seal stops pressure and fluid leaks. The left and right inner side
windows prevent a cover of ice and condensation on the side windows.
The windshields have heater elements and temperature sensors between its laminations. The temperature sensors send
temperature signals to the controller for the windshield de-ice system. The heater element is operated by the windshield de-ice
system.
5
The direct vision window is installed between the left side window and the left windshield. The direct vision window is acrylic. A
rubber seal stops pressure and fluid leaks. Hinges and a latch let the direct vision window open into the flight compartment. This
makes it possible to look out of the aircraft from the pilot seat during emergencies.
Cabin Windows
Four cabin windows are installed on the left side and five are installed on right side of the passenger compartment. The cabin
windows are acrylic. A rubber seal stops pressure and fluid leaks. Angle brackets hold the cabin windows in the fuselage
structure. Each window has a blind assembly.
6
WINDOWS – LAYOUT
7
END OF CHAPTER
8
WINGS
1
2
INDEX
WINGS
GENERAL
WING STRUCTURE
AILERONS
FLAPS
WINGLETS
3
4
WINGS
General
The wing is a two-part cantilever assembly. The wing assembly has these components:
 Left and right wing structures
 Two ailerons
 Two flaps
 Two winglets/wing tips
Wing Structure
The wing structure is aluminum. It has these components:

 A main spar
 A rear spar
 Stringers
 Ribs
 Wing attachment points
 Skin
The wing structure contains:

 The fuel storage tanks
 The main landing gear bays
Bolts through the wing attachment points attach the left and right wing structures to the fuselage through-spar.
5
The bottom skin surfaces of the wing have access panels in them. These access panels give access to the fuel tanks, the fuel
system components and other system components.
The leading-edge of the left and right wings has two pneumatic de-icing boots.
Ailerons
Ailerons are installed on the left and right wings. The ailerons are aluminum and are balanced with weights on the forward edge.
Each aileron has a main spar and ribs. Fairings and seals cover the gap between the ailerons and the wings. Control rods
operate the ailerons. The left aileron has a trim tab which is operated by an electric actuator. MSN 684-999. The left aileron trim
tab also operates together with the tab installed on the right aileron as balance tabs, when the ailerons are moved.
Flaps
Fowler flaps are installed in the left and right wings. The flaps are aluminum. Each flap is connected to the wing at three
positions with rods, levers and three support arms. An electric actuator, drive shafts and screw actuators move the flaps.
Fairings cover the flap supports and mechanism.
Winglets
Winglets or wing tips are installed on the outboard end of the left and right wings. The winglets or wing tips are made with
composite materials. Each winglet or wing tip has a strobe light assembly and a navigation light. The right winglet or wing tip has
a radome for the installation of the weather radar system
6
WINGS – LAYOUT
7
END OF CHAPTER
8

Pilatus Pc-Xii Initial Maintenance Training Course

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PILATUS PC-XII INITIAL MAINTENANCE TRAINING COURSE

PILATUS PC-12 MAINTENANCE TRAINING COURSE

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TYPE CERTIFICATE DATA SHEET No. A78EU

Type Certificate Holder. PILATUS AIRCRAFT LTD.

I. Pilatus PC-12, Normal Category, approved July 15, 1994.

Engine. Pratt & Whitney PT6A-67B

Fuel. JET A, JET A-1, JET B, JP 4 and other fuels according to

Note: 100% Gas Generator Speed = 37,468 RPM

Spinner: Hartzell D5500-1 (Aluminum)

Diameter: 104 in (2.642 m) to 105 m (2.667 m)

Pitch settings (measured at 42 in. station)

Airspeed Limits (EAS). Max. operating speed VMO 240 kts

Max. diving speed VD 280 kts

Max. maneuvering design speed VA 170 kts

Max. maneuvering operating speed VO 154 kts at 4100 kg (9039 lbs)

Forward cg limit varies linearly between: (landing gear extended)

Rear cg limit varies linearly between: (landing gear retracted)

Datum. 3000 mm (118 in.) forward of firewall (frame no. 10).

Leveling Means. Cabin Seat Rails

Maximum Weight. Ramp weight 4120 kg (9083 lbs)

Minimum Crew. One pilot.

Number of Seats. 9 PAX and 2 pilot seats

Maximum Baggage. 180 kg (400 lbs)

Fuel Capacity Total Usable Arm

1522 ltr (1226 kg) (see Note 1)

Oil Capacity. Total Arm

b. An airplane maintenance manual in compliance with FAR 23.1529

Equipment The basic required equipment as prescribed in the applicable airworthiness

Airplane Flight Manual

-S/N 101-400: (except S/N 321) Report No. 01973-001

-S/N 321 and 401 and subsequent Report No. 02211

• The documents change the limitations, performance, or procedures of the FAA

•The documents make an acoustical or emissions changes to this product’s U.S.

Available Documents for the PILATUS PC-12 are:

For S/N 321 and 401 and subsequent:

Aircraft Maintenance Manual Doc. No. 02049.

Structural Repair Manual Doc. No. 02050.

Illustrated Parts Catalogue Doc. No. 02051.

II. Pilatus PC-12/45 (Normal Category), approved July 31, 1996.

The data given above is valid except where mentioned below:

Airspeed Limits (EAS): Max. diving speed VD 290 kts

Center of Gravity Limits. At 4500 kg 30% MAC to 43% MAC

Forward cg limit varies linearly between: (landing gear extended)

Rear cg limit varies linearly between: (landing gear retracted)

Maximum Weights. Ramp weight 4520 kg (9965 lbs)

Control Surfaces. Wing flaps 15° +0°/-1.5° Normal Take-off

S/N 684 Onwards:

Control Surfaces (Cont.)

• The documents change the limitations, performance, or procedures of the FAA

•The documents make an acoustical or emissions changes to this product’s U.S.

Available Documents for the PILATUS PC-12/45 are:

III. Pilatus PC-12/47 (Normal Category), approved December 23, 2005.

Airspeed Limits (EAS): Max. diving speed VD 290 kts

Center of Gravity Limits. At 4740 kg 30% MAC to 42.2% MAC

Forward cg limit varies linearly between: (landing gear extended)

Rear cg limit varies linearly between: (landing gear retracted)

Maximum Weights. Ramp weight 4760 kg (10495 lbs)

Control Surfaces. Wing flaps 15° +0°/-1.5° Normal Take-off

8) Certification Maintenance Requirement (CMR), manual pitch trim

• The documents change the limitations, performance, or procedures of the FAA

•The documents make an acoustical or emissions changes to this product’s U.S.