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3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ

&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

RESERVOIR FUEL LOW URXWHG LQWR WKH ÀRZ GLYLGHU :KHQ SRZHU LV UHPRYHG
from the indicator, the needle will stow below zero in the
2))EDQG7KHIXHOÀRZLQGLFDWRUUHFHLYHVSRZHUIURP
The Reservoir Fuel Low annunciator
RESERVOIR D³SXOORႇ¶W\SHFLUFXLWEUHDNHUODEHOHG)8(/)/2:RQ
illuminates red when the Reservoir
FUEL LOW the left sidewall switch and circuit breaker panel.
Low Fuel Switch detects fuel in the
reservoir is less than half full. (2.05 ± .10 gallons)
FUEL QUANTITY INDICATORS
FUEL SELECT OFF
5 6 5 6
4 4
The warning system functions as follows: FUEL 7
FUEL 7
3 8 8 8 8
6 10 3 6 10
FUEL 12 FUEL 12
2 4 9 4 9
2
 ,IERWKWKHOHIWDQGULJKWIXHOWDQNVKXWRႇYDOYHVDUH 2 14 2 14
1 E 16 1 E 16
10 10
E G A QTY 0 11 E G A QTY 0
closed (fuel tank selectors in the OFF position): L LO N S X 1 L LO N S X 1
11

L BS X 1 0 0 LB S X 1 00
B ASE D
O N 6. 7L BS/ GAL BA SED
ON 6. 7LBS/GAL
The red FUEL SELECT OFF
FUEL SELECT
annunciator illuminates and one of
OFF
WKH IXHO VHOHFWRU Rႇ ZDUQLQJ KRUQV LV
activated. Fuel quantity is measured by eight fuel quantity
transmitters (four in each tank} and indicated by two
(2) During an engine start operation (STARTER switch electrically-operated fuel quantity indicators on the
in START or MOTOR position) with either the left or upper portion of the instrument panel. The fuel quantity
ULJKWIXHOWDQNVKXWRႇYDOYHVFORVHG indicators, which measure volume, are calibrated in
pounds (based on the weight of Jet A fuel on a standard
The red FUEL SELECT OFF annunciator illuminates day) and gallons. An empty tank is indicated by a red
DQG ERWK RI WKH IXHO VHOHFW Rႇ ZDUQLQJ KRUQV DUH line and the letter E. When an indicator shows an
activated. empty tank, approximately 2.5 gallons (2.8 gallons in
617+58PRGL¿HGZLWK6.
(3) With one fuel tank selector OFF and fuel remaining 52 and S/N 20860090 and On) remain in the tank as
in the tank being used less than approximately 25 unusable fuel. The left and right fuel quantity indicators
gallons: HDFKUHFHLYHSRZHUIURPD³SXOORႇ´W\SHFLUFXLWEUHDNHU
The breakers are labeled LEFT FUEL QTY and RIGHT
The FUEL SELECT OFF annunciator illuminates and FUEL QTY, respectively, and are located on the left
RQHRIWKHIXHOVHOHFWRURႇZDUQLQJKRUQVLVDFWLYDWHG sidewall switch and circuit breaker panel.

If the FUEL SEL WARN circuit breaker has popped WARNING


or the START CONT circuit breaker has been pulled BECAUSE OF THE RELATIVELY LONG FUEL
(possibly for ground maintenance), the FUEL SELECT TANKS, FUEL QUANTITY INDICATOR ACCURACY
OFF annunciator will be illuminated even with both fuel IS AFFECTED BY UNCOORDINATED FLIGHT OR
tank selectors ON. This is a warning to the pilot that the A SLOPING RAMP IF READING THE INDICATORS
fuel selector warning system has been deactivated. WHILE ON THE GROUND. THEREFORE, TO
OBTAIN ACCURATE FUEL QUANTITY READINGS,
VERIFY THAT THE AIRPLANE IS PARKED IN
FUEL FLOW INDICATOR A LATERALLY LEVEL CONDITION, OR IF IN
FLIGHT, MAKE SURE THE AIRPLANE IS IN A
COORDINATED AND STABILIZED CONDITION.
$IXHOÀRZLQGLFDWRUORFDWHG
at the top of the instrument
2
panel, indicates the fuel 3
1
consumption of the engine FUEL FLOW
in pounds per hour based 4
0
on Jet A fuel. The indicator
OFF

PPH X 100

PHDVXUHV WKH ÀRZ RI IXHO 5

downstream of the fuel


control unit just before being

For Training Purposes Only 5-5


Revised: February 15, 2017
AS-05 Fuel
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS

LEFT-SIDE CONTROL PANEL

ON
BUS

STARTER
OFF
OFF

RESET ON

ON NORM 1
TRIP OFF
FUEL
GENERATOR
BOOST

ON ON START

OFF

OFF NORM MOTOR

STBY PWR IGNITION STARTER

1 ON 2

OFF
30 30
AVIONICS AVIONICS AVIONICS
STBY BUS TIE
PWR

1. FUEL BOOST Switch


ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary boost pump will operate continuously

NORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary boost pump is armed and will operate when fuel pressure
in the fuel manifold assembly drops below 4.75 psi
OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary boost pump is inoperative

For Training Purposes Only 5-6


Revised: February 15, 2017
AS-05 Fuel
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS CONTINUED

OVERHEAD CONTROL PANEL

s FLAP MOTOR
STBY
DOWN NORM

UP STBY

FAN/OPEN AN
OPEN/F
OFF

1000
1500
500

0 2000

USE NO PSI
uy
CLOSE OIL
CLOSE
OXYGEN
SUPPLY PRESSURE
MADE IN USA

ON

OFF OFF
RIG
FT HT
LE
FUEL TANK
SELECTORS

ON ON
165 165
GAL GAL

332 GAL WITH BOTH


B TANKS ON
TANKS
MAXIMUM FUEL UNBAL
NBALANCE IN FLIGHT : 200 LBS
UNBALANCE

1. L/R FUEL TANK SELECTORS


ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . %RWKVKXWRႇYDOYHVLQWKHWDQNDUHRSHQDOORZLQJIXHO
IURPWKDWWDQNWRÀRZWRWKHUHVHUYRLU
OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6KXWRႇYDOYHVLQWKHWDQNDUHFORVHG

For Training Purposes Only 5-7


Revised: February 15, 2017
AS-05 Fuel
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

INDICATORS AND ANNUNCIATORS

ANNUNCIATOR PANEL

ENGINE OIL PRESS GENERATOR EMERGENCY AUX FUEL FUEL PRESS STARTER IGNITION
FIRE LOW OFF POWER LEVER PUMP ON LOW ENERGIZED ON

VOLTAGE VACUUM RESERVOIR LEFT RIGHT STBY ELECT FUEL SELECT


LOW LOW FUEL LOW FUEL LOW FUEL LOW PWR ON OFF

DOOR BATTERY BATTERY CHIP STBY ELECT WINDSHIELD DE-ICE


WARNING OVERHEAT HOT DETECTOR PWR INOP ANTI-ICE PRESSURE

RESERVOIR Indicates the fuel level in the reservoir tank is approximately one-half full or less. (2.5 ± .10 gal)
FUEL LOW

FUEL SELECT ,QGLFDWHVRQHRUERWKIXHOWDQNVHOHFWRUVDUHRႇ


OFF

AUX FUEL Indicates the auxiliary fuel pump is operating.


PUMP ON

FUEL PRESS Indicates fuel pressure in the fuel manifold assembly is below 4.75 psi.
LOW

LEFT Indicates fuel quantity in the left fuel tank is 25 gallons or less.
FUEL LOW

RIGHT Indicates fuel quantity in the right fuel tank is 25 gallons or less.
FUEL LOW

For Training Purposes Only 5-8


Revised: February 15, 2017
AS-05 Fuel
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

INDICATORS AND ANNUNCIATORS CONTINUED

UPPER INSTRUMENT PANEL

1 2

2
140 5 6 5 6
3 4 4
OIL 110 1 FUEL 7
FUEL 7
FUEL FLOW 3 6
8
10
8
3 6
8
10
8
55 FUEL 12 FUEL 12
4 2 4 9 2 4 9
2 14 2 14
10 0 1 1
°C E 16 10 E 16 10
OFF

PPH X 100 E G A QTY 0 11 E G A QTY 0 11


-40 L LO N S X 1 L LO N S X 1
5
L BS X 1 0 0 LB S X 1 00
B ASE D
O N 6. 7L BS/ GAL BA SED
ON 6. 7LBS/GAL

BENDIX/KING

OM 1
HF
OFF
COM 2
INT
EXT
8888888888 8888888888
USE STBY USE
KLN 89B TSO
GPS

CRSR
STBY/RAD

KK 165 TSO COMM NAV

OFF ON
TSO APT VOR NBD INT USR NAV FPL CAL SET OTH
PULL PULL
MSG
TEST OBS ALT NRST CLRIDENT ENT

3 ADF

1. FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicates the fuel consumption of the engine


in pounds per hour based on Jet A fuel

2. L/R FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . .Measures volume, calibrated in pounds (based on the weight of Jet A fuel
on a standard day) and gallons. An empty tank is indicated by a red line
and the letter E. When an indicator shows an empty tank, approximately
JDOORQV JDOORQVLQ617+58PRGL¿HGZLWK
SK208-52 and S/N 20860090 and On) remain in the tank as unusable fuel.

For Training Purposes Only 5-9


Revised: February 15, 2017
AS-05 Fuel
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

NORMAL OPERATIONS FUEL HANDLING PRACTICES


All hydrocarbon fuels contain some dissolved,
During normal operation with the engine running, fuel is suspended water. The quantity of water contained in
provided to the engine by the engine driven fuel pump. the fuel depends on temperature and the type of fuel.
The auxiliary electric boost pump provides fuel during Kerosene, with its higher aromatic content, tends to
engine starting. The ejector boost pump provides fuel absorb and suspend more water than aviation gasoline.
to the fuel manifold which routes fuel to the 14 fuel Along with the water, it will suspend rust, lint, and other
nozzles in the burner can. High pressure is needed IRUHLJQ PDWHULDOV ORQJHU *LYHQ VXႈFLHQW WLPH WKHVH
to provide an adequate fuel-nozzle spray pattern for suspended contaminants will settle to the bottom of
proper atomization of the fuel in the engine. WKHWDQN+RZHYHUWKHVHWWOLQJWLPHIRUNHURVHQHLV¿YH
times that of aviation gasoline. Due to this fact, jet fuels
ANNUNCIATORS require good fuel handling practices to assure that the
airplane is serviced with clean fuel. If recommended
ground procedures are carefully followed, solid
See illustration and description for Annunciators contaminants will settle and free water can be reduced
to 30 parts per million (PPM), a value that is currently
GAUGES accepted by the major airlines.

Since most suspended matter can be removed from


Signals from fuel quantity transmitters in the fuel tanks WKHIXHOE\VXႈFLHQWVHWWOLQJWLPHDQGSURSHU¿OWUDWLRQ
are sent to the electrically operated Fuel Quantity it is not a major problem. Dissolved water has been
Indicators on the instrument panel. The fuel quantity is found to be the major fuel contamination problem. Its
combined for both tanks on the Fuel Quantity Indicator HႇHFWVDUHPXOWLSOLHGLQDLUSODQHVRSHUDWLQJSULPDULO\LQ
humid regions and warm climates.
EMERGENCY PROCEDURES 'LVVROYHG ZDWHU FDQQRW EH ¿OWHUHG IURP WKH IXHO ZLWK
PLFURQLF W\SH ¿OWHUV EXW FDQ EH UHOHDVHG E\ ORZHULQJ
WKH IXHO WHPSHUDWXUH VXFK DV ZLOO RFFXU LQ ÀLJKW )RU
LOSS OF FUEL PRESSURE (AMBER FUEL H[DPSOHDNHURVHQHIXHOPD\FRQWDLQSSP ÀR]
PRESS LOW ANNUNCIATOR ON) per 1000 gallons) of dissolved water at 80°F (26°C).
When the fuel temperature is lowered to -9°C, only
FUEL FLOW INTERRUPTION TO FUEL DERXWSSPZLOOUHPDLQLQVROXWLRQ7KHGLႇHUHQFHRI
RESERVOIR (RED RESERVOIR FUEL LOW 40 ppm will have been released as super-cooled water
droplets which need only a piece of solid contaminant
ANNUNCIATOR ON)
or an impact shock to convert them to ice crystals. Tests
FUEL SELECT OFF FUEL TANK SELECTOR indicate that these water droplets will not settle since
WKHVSHFL¿FJUDYLW\RILFHLVDSSUR[LPDWHO\HTXDOWRWKDW
OFF DURING ENGINE START (RED FUEL
of kerosene. The 40 ppm of suspended water seems
SELECT OFF ANNUNCIATOR ON AND
like a very small quantity, but when added to suspended
BOTH FUEL SELECTOR WARNING HORNS ZDWHULQWKHIXHODWWKHWLPHRIGHOLYHU\LVVXႈFLHQWWR
ACTIVATED) LFHD¿OWHU:KLOHWKHFULWLFDOIXHOWHPSHUDWXUHUDQJHLV
from -18°C to -29°C, which produces severe system
FUEL TANK SELECTOR OFF DURING icing, water droplets can freeze at any temperature
ENGINE START (RED FUEL SELECT OFF below 0°C.
ANNUNCIATOR ON AND BOTH FUEL
SELECTOR WARNING HORNS ACTIVATED) Water in jet fuel also creates an environment
favorable to the growth of microbiological sludge in
the settlement areas of the fuel cells. This sludge, plus
other contaminants in the fuel, can cause corrosion of
metal parts in the fuel system as well as clogging of the
IXHO¿OWHUV

For Training Purposes Only 5-10


Revised: February 15, 2017
AS-05 Fuel
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

6LQFH IXHO WHPSHUDWXUH DQG VHWWOLQJ WLPH DႇHFW JET A-1 (ASTM-D1655).
total water content and foreign matter suspension,
contamination can be minimized by keeping equipment JET B (ASTM-D165 5).
FOHDQ 8VH DGHTXDWH ¿OWUDWLRQ HTXLSPHQW DQG FDUHIXO
water drainage procedures, store the fuel in the JP-1 (MIL-L-5616).
coolest areas possible, and allow adequate settling
time. Underground storage is recommended for fuels. JP-4 (MIL-T-5624).
Filtering the fuel each time it is transferred will minimize
the quantity of suspended contaminants carried by the JP-5 (MIL-T-5624).
fuel.
JP-8 (MIL-T-83133A)
The primary means of contamination control by the
Alternate/Emergency Fuels:
owner/operator is careful handling. This applies not
only to fuel supply, but to keeping the airplane system Aviation Fuel (All grades of military and commercial
clean. The following is a list of steps that may be taken aviation gasoline)
to prevent and recognize contamination problems.
CAUTION
1. Know your supplier. It is impractical to assume that
AVIATION GASOLINE IS RESTRICTED TO
fuel free of contaminants will always be available, but
EMERGENCY USE AND SHALL NOT BE USED
it is feasible to exercise precaution and be watchful for FOR MORE THAN 150 HOURS IN ONE OVERHAUL
signs of fuel contamination. PERIOD; A MIXTURE OF ONE PART AVIATION
GASOLINE AND THREE PARTS OF JET A, JET A-1,
2. Assure, as much as possible, that the fuel obtained JP-1, OR JP-5 MAY BE USED FOR EMERGENCY
KDVEHHQSURSHUO\VWRUHG¿OWHUHGDVLWLVSXPSHGWRWKH PURPOSES FOR A MAXIMUM OF 450 HOURS PER
WUXFNDQG¿OWHUHGDJDLQDVLWLVSXPSHGIURPWKHWUXFN OVERHAUL PERIOD.
to the airplane.
Approved Fuel Additives:
 3HUIRUP ¿OWHU LQVSHFWLRQV WR GHWHUPLQH LI VOXGJH LV
present. One of the following additives is required for anti-icing
protection:
 3HULRGLFDOO\ ÀXVK WKH IXHO WDQNV DQG V\VWHPV 7KH
IUHTXHQF\ RI ÀXVKLQJ VKRXOG EH GHWHUPLQHG E\ WKH Ethylene Glycol Monomethyl Ester
climate and the presence of sludge.
Diethylene Glycol Monomethyl Ester
5. Use only clean fuel servicing equipment.
CAUTION
6. After refueling, allow a three hour settle period, JP-4 AND JP-5 FUEL PER MIL-T-5624 AND JP-8 PER
whenever possible, then drain a small amount of fuel MIL-T-83 133A CONTAIN THE CORRECT PREMIXED
from each drain. Fuel spilled on tires has a deteriorating QUANTITY OF AN APPROVED TYPE OF ANTI-
HႇHFWVRWLUHVVKRXOGEHFOHDQHGSURPSWO\ ICING FUEL ADDITIVE AND NO ADDITIONAL ANTI-
ICE COMPOUNDS SHOULD BE ADDED.
CAUTION
FUEL SPILLED ON TIRES HAS A DETERIORATING If additional anti-static protection is desired, the
EFFECT, SO TIRES SHOULD BE CLEANED following additive is approved for use:
PROMPTLY.
Dupont Sta dis 450
FUEL GRADES AND TYPES
If additional biocidal protection is desired, the following
additives are permitted for use in certain conditions
$SSURYHG)XHO*UDGH 6SHFL¿FDWLRQ 
Sohio Biobor JF
JET A (ASTM-01655).
Kathan FP 1 .5

For Training Purposes Only 5-11


Revised: February 15, 2017
AS-05 Fuel
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

FUEL UNBALANCE

0D[LPXPIXHOXQEDODQFHLQÀLJKWLVOEV

OPERATING WITH FUEL LOW


ANNUNCIATOR(S) ON

With low fuel reserves (FUEL LOW annunciator(s) ON),


FRQWLQXRXVXQFRRUGLQDWHGÀLJKWZLWKWKHWXPDQGEDQN
³EDOO´PRUHWKDQRQHTXDUWHUEDOORXWRIFHQWHUSRVLWLRQ
is prohibited. Unusable fuel quantity increases when
more severe sideslip is maintained.

For Training Purposes Only 5-12


Revised: February 15, 2017
AS-05 Fuel
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎගඑ

AUXILIARY POWER UNIT


OVERVIEW

T his is not applicable for the Caravan 208 Series of


Aircraft.

For Training Purposes Only 6-1


5HYLVHG'HFHPEHU
AS-06 Auxiliary Power Unit
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎගඑ

This page intentionally left blank.

For Training Purposes Only 6-2


5HYLVHG'HFHPEHU
AS-06 Auxiliary Power Unit
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

GLႇXVHU GXFWV ZKLFK WXUQ LW ƒ LQ GLUHFWLRQ ,W LV WKHQ
POWERPLANT routed through straightening vanes into the combustion
chamber.

T he Cessna Caravan 208B powerplant and


associated components provide a means for
SURYLGLQJ SRZHUHG WKUXVW IRU ÀLJKW DV ZHOO DV DLUFUDIW
The combustion chamber liner located in the gas
JHQHUDWRU FDVH FRQVLVWV RI DQ DQQXODU UHYHUVHÀRZ
weldment provided with varying sized perforations
services. Major components or subsystems include ZKLFK DOORZ HQWU\ RI FRPSUHVVHG DLU  7KH ÀRZ RI DLU
the PT6A-114A engine, the accessory gearbox, engine changes direction to enter the combustion chamber
lubrication system, fuel control unit, reduction gearbox, liner where it reverses direction and mixes with fuel. The
propeller and propeller governor. location of the combustion chamber liner eliminates the
need for a long shaft between the compressor and the
compressor turbine, thus reducing the overall length
POWERPLANT DESCRIPTION and weight of the engine.

Fuel is injected into the combustion chamber liner by


The Pratt & Whitney Canada Inc. PT6A-114A power 14 simplex nozzles supplied by a dual manifold. The
plant is a free-turbine engine. It utilizes two independent mixture is initially ignited by two spark igniters which
turbines; one driving a compressor in the gas generator protrude into the combustion chamber liner. The
section, and the second driving a reduction gearing for resultant gases expand from the combustion chamber
the propeller. liner, reverse direction and pass through the compressor
turbine guide vane to the compressor turbine. The
Inlet air enters the engine through an annular plenum turbine guide vanes ensure that the expanding gases
chamber formed by the compressor inlet case where it impinge on the turbine blades at the proper angle, with
is directed to the compressor. The compressor consists a minimum loss of energy. The still expanding gases
of three axial stages combined with a single centrifugal pass forward through a second set of stationary guide
stage, assembled as an integral unit. It provides a vanes to drive the power turbine.
compression ratio of 7.0:1.
The compressor and power turbines are located in
A row of stator vanes located between each stage of the approximate center of the engine with their shafts
FRPSUHVVRUURWRUEODGHVGLႇXVHVWKHDLUUDLVHVLWVVWDWLF extending in opposite directions. The exhaust gas
pressure and directs it to the next stage of compressor from the power turbine is directed through an exhaust
rotor blades. The compressed air passes through plenum to the atmosphere via a single exhaust port on
the right side of the engine.

For Training Purposes Only 7-1


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

All engine-driven accessories, with the exception of FLAT RATED


the propeller tachometer-generator and the propeller Flat Rated denotes constant horsepower over a
governors, are mounted on the accessory gearbox VSHFL¿FDOWLWXGHDQGRUWHPSHUDWXUH
located at the rear of the engine. These are driven
by the compressor turbine with a coupling shaft which *$6*(1(5$725530 Ng
extends the drive through a conical tube in the oil tank Gas Generator RPM indicates the percent of gas
center section. JHQHUDWRU 530 EDVHG RQ D ¿JXUH RI  EHLQJ
530
The engine oil supply is contained in an integral tank
which forms part of the compressor inlet case. The
WDQNKDVDFDSDFLW\RI86TXDUWVDQGLVSURYLGHG *&8
with a dipstick and drain plug. *&8LVWKHJHQHUDWRUFRQWUROXQLW

The power turbine drives the propeller through a two- +2767$57


stage planetary reduction gearbox located on the +RW 6WDUW LV DQ HQJLQH VWDUW RU DWWHPSWHG VWDUW
front of the engine. The gearbox embodies an integral ZKLFKUHVXOWVLQDQ,77H[FHHGLQJƒ&
WRUTXHPHWHU GHYLFH ZKLFK LV LQVWUXPHQWHG WR SURYLGH
an accurate indication of the engine power output.
ITT
,77VLJQL¿HVLQWHUWXUELQHWHPSHUDWXUH
POWER RATING
0$;,080&/,0%32:(5
7KHHQJLQHLVÀDWUDWHGDWVKDIWKRUVHSRZHU  Maximum Climb Power is the maximum power
IRRWSRXQGV WRUTXH DW  530 YDU\LQJ OLQHDUO\ WR DSSURYHG IRU QRUPDO FOLPE  8VH RI WKLV SRZHU
 IRRWSRXQGV WRUTXH DW  530 EHORZ  setting is limited to climb operations. This power
530WKHPD[LPXPWRUTXHYDOXHUHPDLQVFRQVWDQWDW corresponds to that developed at the maximum
IRRWSRXQGV %HWZHHQDQGSURSHOOHU WRUTXHOLPLW,77RIƒ&RU1g limit, whichever is
530WKHJHDUER[WRUTXHOLPLWRIIRRWSRXQGVZLOO less.
QRWDOORZWKHIXOOÀDWUDWLQJRI6+3WREHDFKLHYHG
0$;,0805$7('32:(5
ENGINE SPEEDS Maximum Rated Power is the maximum power
UDWLQJQRWOLPLWHGE\WLPH8VHRIWKLVSRZHUVKRXOG
be limited to those abnormal circumstances
7KHVSHHGRIWKHJDVJHQHUDWRU FRPSUHVVRU WXUELQH
ZKLFKUHTXLUHPD[LPXPDLUFUDIWSHUIRUPDQFH LH
1g LV530DW1g. Maximum permissible
H[WUHPHLFLQJFRQGLWLRQVRUZLQGVKHDUGRZQGUDIWV 
VSHHG RI WKH JDV JHQHUDWRU LV  530 ZKLFK
This power corresponds to that developed at the
HTXDOV1g.
PD[LPXP WRUTXH OLPLW ,77 RI ƒ& RU 1g limit,
whichever is less.
7KHSRZHUWXUELQHVSHHGLV530DWDSURSHOOHU
VKDIWVSHHGRI530 DUHGXFWLRQUDWLRRI
Ng
Ng VLJQL¿HVJDVJHQHUDWRU530
ENGINE POWER TERMINOLOGY

P
BETA MODE P is interstage compressor pressure between
Beta Mode is the engine operational mode in which HQJLQHVWDWLRQVDQG
propeller blade pitch is controlled by the power
lever. The beta mode may be used during ground P
operations only. P is compressor discharge pressure at engine
VWDWLRQ,WLVWKHKLJKHVWSUHVVXUHLQWKHHQJLQH
)/$0(287 and is used to operate various systems on the
Flameout is the unintentional loss of combustion aircraft.
FKDPEHUÀDPHGXULQJRSHUDWLRQ

For Training Purposes Only 7-2


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

PROPELLER
Propeller RPM indicates propeller speed in RPM.

5(9(56(7+5867
Reverse Thrust is the thrust produced when the
SURSHOOHUEODGHVDUHURWDWHGSDVWÀDWSLWFKLQWRWKH
reverse range.

RPM
RPM is revolutions per minute.

6+3
6+3LVVKDIWKRUVHSRZHUDQGLVWKHSRZHUGHOLYHUHG
at the propeller shaft.

6+3 3URSHOOHU530[7RUTXH IRRWSRXQGV


 ÀRZ FRPSUHVVRU DQG RQH FHQWULIXJDO FRPSUHVVRU  $
row of stator vanes is located between each stage
RI FRPSUHVVLRQ WKDW GLႇXVHV WKH DLU UDLVLQJ LWV VWDWLF
TAKEOFF POWER pressure, and then directing it to the next stage of
7DNHRႇ3RZHULVWKHPD[LPXPSRZHUUDWLQJDQGLV
compression.
OLPLWHG WR D PD[LPXP RI  PLQXWHV XQGHU QRUPDO
RSHUDWLRQ8VHRIWKLVSRZHUVKRXOGEHOLPLWHGWR At low N  WKH D[LDO ÀRZ FRPSUHVVRUV RIWHQ SURYLGH
QRUPDOWDNHRႇRSHUDWLRQV7KLVSRZHUFRUUHVSRQGV PRUH DLUÀRZ g
WKDQ WKH FHQWULIXJDO FRPSUHVVRU FDQ
WR WKDW VKRZQ LQ WKH (QJLQH 7RUTXH )RU 7DNHRႇ process, which could cause a compressor stall. The
¿JXUHRI6HFWLRQRIWKH32+ HQJLQH LV HTXLSSHG ZLWK D FRPSUHVVRU EOHHG YDOYH WR
prevent a compressor stall from occurring.
72548(
7RUTXHLVDPHDVXUHPHQWRIURWDWLRQDOIRUFHH[HUWHG 7KH FRPSUHVVHG DLU KDYLQJ SDVVHG WKURXJK WKH
by the engine on the propeller. FRPSUHVVRU VHFWLRQ  WKHQ SDVVHV WKURXJK GLႇXVHU
tubes which turn the air ninety degrees in direction and
WINDMILL change the high velocity air to high pressure air. The
Windmill is propeller rotation from airstream inputs. GLႇXVHGDLULVWKHQSDVVHGWKURXJKVWUDLJKWHQLQJYDQHV
to the annulus surrounding the combustion chamber
liner assembly.
)5((785%,1(
The combustion chamber liner has perforations of
A free turbine design is utilized in the PT6A-114A engine. various sizes that allow entry of the compressed air
This is often referred to as a split shaft engine. There is GHOLYHUHG E\ WKH FRPSUHVVRU  7KH DLUÀRZ FKDQJHV
no direct connection between the compressor section direction 180 degrees as it enters the combustion
and power section. The exhaust from the combustion FKDPEHU DQG PL[HV ZLWK IXHO  7KH IXHODLU PL[WXUH LV
chamber drives the compressor turbine on one shaft then ignited and the resultant expanding gases from
and power turbines on another separate shaft. the liner reverse direction in the exit duct zone and pass
through the compressor turbine inlet guide vanes to the
single stage compressor turbine. The guide vanes are
$,5,17$.($,5)/2:5(9(56()/2: installed to ensure that the expanding gases contact
the turbine blades at the proper angle for maximum
As air enters the engine inlet duct it is routed to the HႈFLHQF\7KHVWLOOH[SDQGLQJJDVHVWKHQDUHGLUHFWHG
aft section of the nacelle where it enters the engine forward to the power turbine section. Both power
WKURXJK DQ DQQXODU SOHQXP FKDPEHU  8SRQ HQWHULQJ turbines have inlet guide vanes installed in front of
the engine, the air is routed forward to the compressor them for the same purpose as the inlet guide vanes in
section, where it is compressed by a three-stage axial front of the compressor turbine. When the expanding

For Training Purposes Only


Revised: February 15, 2017
 AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

gases contact the power turbines, the power section


is turned, thus turning the propeller shaft through a ON
BUS
reduction gearbox. The exhaust gases from the power STARTER

turbine are then collected and routed out of the engine OFF
OFF

through the exhaust stacks. RESET ON ON ON START


ON NORM

TRIP OFF
FUEL
GENERATOR
BOOST OFF
ON ON START

OFF

OFF NORM
OFF MOTOR
NORM MOTOR
STBY PWR IGNITION STARTER

1 ON 2
Y PWR IGNITION STARTER
OFF
30 30
AVIONICS AVIONICS AVIONICS
STBY BUS TIE
PWR

Ignition is controlled by an IGNITION switch and a


STARTER switch located on the left sidewall switch
and circuit breaker panel. The IGNITION switch
has two positions, ON and NORMAL. The NORMAL
position of the switch arms the ignition system so that
ignition will be obtained when the STARTER switch is
placed in the START position. The NORMAL position is
used during all ground starts and during air starts with
COMPRESSOR BLEED VALVE
starter assist. The ON position of the switch provides
continuous ignition regardless of the position of the
7KH 37$$ HQJLQH LV HTXLSSHG ZLWK D VLQJOH starter switch. This position is used for air starts without
automatic compressor bleed air valve. This system starter assist, for operation on water-covered runways,
helps to prevent a compressor stall from occurring GXULQJ ÀLJKW LQ KHDY\ SUHFLSLWDWLRQ GXULQJ LQDGYHUWHQW
during engine start and at power settings below icing encounters until the inertial separator has been in
DSSUR[LPDWHO\  1g. P air is bleed overboard E\SDVVIRUPLQXWHVDQGZKHQQHDUIXHOH[KDXVWLRQ
during these conditions. The bleed air vale is fully DVLQGLFDWHGE\LOOXPLQDWLRQRIWKH5(6(592,5)8(/
FORVHGDERYHDSSUR[LPDWHO\1g. LOW annunciator.

A failure of the bleed valve to open would be indicated The main function of the STARTER switch is control
by a slower than normal Ng speed during start. A valve of the starter for rotating the gas generator portion of
that does not close would be indicated by a higher than WKH HQJLQH GXULQJ VWDUWLQJ  +RZHYHU LW DOVR SURYLGHV
QRUPDO,77ZLWKDORZHUWKDQQRUPDOWRUTXHLQGLFDWLRQ ignition during starting. For purposes of this discussion,
only the ignition functions of the switch are described.
IGNITION SYSTEM For other functions of the STARTER switch, refer to
paragraph titled Starting System, in this section. The
STARTER switch has three positions, OFF, START,
The ignition system consists of two igniters, an ignition DQG027257KH2))SRVLWLRQVKXWVRႇWKHLJQLWLRQ
exciter, two high-tension leads, an ignition monitor system and is the normal position at all times except
light, an IGNITION switch, and a STARTER switch. during engine start or engine clearing. The START
Engine ignition is provided by two igniters in the engine position energizes the engine ignition system provided
combustion chamber. The igniters are energized by the IGNITION switch is in the NORMAL position. After
the ignition exciter mounted on the engine mount on the the engine has started during a ground or air start, the
right side of the engine compartment. Electrical energy STARTER switch must be manually positioned to OFF
from the ignition exciter is transmitted through two high- for generator operation.
tension leads to the igniters in the engine. The ignition
system is normally energized only during engine start. 7KH LJQLWLRQ V\VWHP LV SURWHFWHG E\ D ³SXOORႇ¶¶ W\SH
circuit breaker, labeled IGN, on the left sidewall switch
and circuit breaker panel.

For Training Purposes Only 7-4


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

A green annunciator, located on the annunciator panel, generator for the airplane electrical system. The starter-
is labeled IGNITION ON, and will illuminate when generator functions as a motor for engine starting and
electrical power is being applied to the igniters. ZLOOPRWRUWKHJDVJHQHUDWRUVHFWLRQ FRPSUHVVRU XQWLO
DVSHHGRI1JLVUHDFKHGDWZKLFKWLPHWKHVWDUW
7(03(5$785(6(16,1*$1',1',&$7,21 cycle will automatically be terminated by an integral
speed sensing switch which provides overspeed
SURWHFWLRQDQGDXWRPDWLFVKXWRႇ7KHVWDUWHUJHQHUDWRU
The interturbine temperature sensing system is is air cooled by an integral fan and by ram air ducted
designed to provide the operator with an accurate from the front of the engine cowling.
indication of engine operating temperatures taken
between the compressor and power turbines. The The starter-generator is controlled by a three-position
system consists of twin leads, two bus bars, and STARTER switch located on the left sidewall switch
eight individual chromel-alumel thermocouple probes and circuit breaker panel. The switch has OFF, START,
connected in parallel. Each probe protrudes through and MOTOR positions.
a threaded boss on the power turbine stator housing
into an area adjacent to the leading edge of the power The OFF position deenergizes the ignition and starter
turbine vanes. The probe is secured to the boss by circuits and is the normal position at all times except
PHDQV RI D ÀRDWLQJ WKUHDGHG ¿WWLQJ ZKLFK LV SDUW RI during engine start.
the thermocouple probe assembly. Shielded leads
connect each bus bar assembly to a terminal block The START position of the switch energizes the starter-
which provides a connecting point for external leads to generator which rotates the gas generator portion
the ITT indicator in the airplane cabin. FRPSUHVVRU  RI WKH HQJLQH IRU VWDUWLQJ  $OVR WKH
START position energizes the ignition system, provided
7KH,77 LQWHUWXUELQHWHPSHUDWXUH LQGLFDWRULVORFDWHG the IGNITION switch is in the NORMAL position. When
on the upper portion of the instrument panel. The the engine has started, the STARTER switch must be
instrument displays the gas temperature between the manually placed in the OFF position to de-energize the
compressor and power turbines. Instrument markings ignition system and activate the generator system.
LQGLFDWHDQRUPDORSHUDWLQJUDQJH JUHHQDUF RIIURP
ƒ&WRƒ&DQGDPD[LPXP UHGOLQH RIƒ& The MOTOR position of the switch motors the engine
Also, instrument markings indicate a maximum starting without having the ignition circuit energized and is
WHPSHUDWXUH UHGWULDQJOH RIƒ& used for motoring the engine when an engine start is
not desired. This can be used for clearing fuel from
ACCESSORY SECTION the engine, washing the engine compressor, etc. The
MOTOR position is spring-loaded back to the OFF
position. Also, an interlock between the MOTOR
All engine-driven accessories, with the exception of position of the STARTER switch and the IGNITION
the propeller tachometer-generator and the propeller switch prevents the starter from motoring unless the
governors, are mounted on the accessory gearbox IGNITION switch is in the NORMAL position. This
located at the rear of the engine. These accessories prevents unintentional motoring of the engine with the
are driven from the compressor turbine by a coupling ignition on.
shaft which extends the drive through a conical tube in
the oil tank center section. Starter contactor operation is indicated by an amber
annunciator, labeled STARTER ENERGIZED, on the
STARTING SYSTEM annunciator panel.

The starting system consists of a starter-generator, a


STARTER switch, and a starter annunciator light.

The starter-generator is mounted on the top of the


accessory case at the rear of the engine and is a 28-
volt, 200 amp engine-driven unit that functions as a
motor for engine starting and, after engine start, as a

For Training Purposes Only


Revised: February 15, 2017
 AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

ENGINE CONTROLS When the engine is operating, a failure of any pneumatic


signal input to the fuel control unit will result in the fuel
ÀRZGHFUHDVLQJWRPLQLPXPLGOH DERXW1g at sea
OHYHO DQG LQFUHDVLQJ ZLWK DOWLWXGH  7KH HPHUJHQF\
power lever allows the pilot to restore power in the
event of such a failure. The emergency power lever has
NORMAL, IDLE, and MAX positions. The NORMAL
position is used for all normal engine operation when
the fuel control unit is operating normally and engine
power is selected by the power lever. The range from
IDLE position to MAX governs engine power and is
used when a pneumatic malfunction has occurred in
WKHIXHOFRQWUROXQLWDQGWKHSRZHUOHYHULVLQHႇHFWLYH
$ PHFKDQLFDO VWRS LQ WKH OHYHU VORW UHTXLUHV WKDW WKH
emergency power lever be moved to the left to clear
WKHVWRSEHIRUHLWFDQEHPRYHGIURPWKH1250$/ IXOO
DIW SRVLWLRQWRWKH,'/(SRVLWLRQ
The engine is operated by four separate controls NOTE
consisting of a power lever, emergency power lever,
The knob on the emergency power lever has
propeller control lever, and a fuel condition lever. The
crosshatching. The crosshatching is visible when the
power and fuel condition levers are engine controls lever is in MAX position. Also, the emergency power lever
while the propeller control lever controls prope ller is annunciated on the annunciator panel whenever it is
speed and feathering. unstowed from the NORMAL position. These precautions
are intended to preclude starting of the engine with the
POWER LEVER emergency power lever inadvertently placed in any
position other than NORMAL.
The power lever is connected through linkage to a cam
&$87,21
assembly mounted in front of the fuel control unit at
the rear of the engine. The power lever controls engine ‡ 7+( (0(5*(1&< 32:(5 /(9(5 $1' ,76
SRZHU WKURXJK WKH IXOO UDQJH IURP PD[LPXP WDNHRႇ $662&,$7(' 0$18$/ 29(55,'( 6<67(0 $5(
power back through idle to full reverse. The lever also CONSIDERED TO BE AN EMERGENCY SYSTEM
selects propeller pitch when in the BETA range. The $1' 6+28/' %( 86(' 21/< ,1 7+( (9(17 2)
power lever has MAX, IDLE, and BETA and REVERSE $ )8(/ &21752/ 81,7 0$/)81&7,21 :+(1
$77(037,1* $ 1250$/ 67$57 7+( 3,/27
range positions. The range from MAX position through
0867 (1685( 7+$7 7+( (0(5*(1&< 32:(5
IDLE enables the pilot to select the desired power /(9(5,6,17+(1250$/ )8//$)7 326,7,21
output from the engine. The BETA range enables the 27+(5:,6( $1 29(57(03(5$785(
pilot to control propeller blade pitch from idle thrust &21',7,210$<5(68/7
back through a zero or no thrust condition to maximum
reverse thrust. ‡ :+(1 86,1* 7+( )8(/ &21752/ 0$18$/
OVERRIDE SYSTEM, ENGINE RESPONSE MAY BE
&$87,21 025( 5$3,' 7+$1 :+(1 86,1* 7+( 32:(5
/(9(5$'',7,21$/&$5(,65(48,5(''85,1*
7+( 3523(//(5 5(9(56,1* /,1.$*( &$1 %(
ENGINE ACCELERATION TO AVOID EXCEEDING
'$0$*(',)7+(32:(5/(9(5,6029('$)7
ENGINE LIMITATIONS.
2)7+( ,'/( 326,7,21 :+(17+( 3523(//(5
,6)($7+(5('
Operation of the emergency power lever is prohibited
with the primary power lever out of the IDLE position.
EMERGENCY POWER LEVER The emergency power lever overrides normal fuel
control functions and results in the direct operation of
The emergency power lever is connected through the fuel metering valve. The emergency power lever
linkage to the manual override lever on the fuel control wil override the automatic fuel governing and engine
unit and governs fuel supply to the engine should a acceleration scheduling controlled during normal
pneumatic malfunction occur in the fuel control unit. operation by the primary power lever.

For Training Purposes Only 7-6


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

&$87,21 stop for the fuel control unit rod. The fuel condition lever
controls the minimum RPM of the gas generator turbine
,1$335235,$7( 86( 2) 7+( (0(5*(1&<
POWER LEVER MAY ADVERSELY AFFECT ENGINE
1g ZKHQWKHSRZHUOHYHULVLQWKH,'/(SRVLWLRQ7KH
23(5$7,21 $1' '85$%,/,7< 86( 2) 7+( IXHO FRQGLWLRQ OHYHU KDV &872)) /2: ,'/( DQG
(0(5*(1&< 32:(5 /(9(5 '85,1* 1250$/ +,*+,'/(SRVLWLRQV7KH&872))SRVLWLRQVKXWVRႇ
23(5$7,212)7+(32:(5/(9(50$<5(68/7 all fuel to the engine fuel nozzles. LOW IDLE positions
,1(1*,1(685*(625(;&((',1*7+(,771* WKH FRQWURO URG VWRS WR SURYLGH DQ 530 RI  1g·
$1'72548(/,0,76 +,*+,'/(SRVLWLRQVWKHFRQWUROURGVWRSWRSURYLGHDQ
530RI1g.
Airplane incorporating Service Kit SK208-142, have a
copper witness wire installed that indicates when the 48$'5$17)5,&7,21/2&.
HPHUJHQF\ SRZHU OHYHU (3/  KDV EHHQ PRYHG IURP
the NORMAL position. In the event that the emergency $ TXDGUDQW IULFWLRQ ORFN ORFDWHG RQ WKH ULJKW VLGH RI
SRZHUOHYHULVUHTXLUHGGXHWRDQHQJLQHPDOIXQFWLRQ the pedestal, is provided to minimize creeping of the
moving the emergency power lever out of the NORMAL engine controls once they have been set. The lock is
position and into the IDLE position easily breaks the a knurled knob which increases friction on the engine
copper wire. controls when rotated clockwise.

After EPL use, the witness wire should be replaced after


(1*,1(/8%5,&$7,216<67(0
appropriate maintenance action. An entry shall be made
in the airplane logbook indicating the circumstances of
the EPL use and the action taken. The lubrication system consists of a pressure system,
a scavenge system and a breather system. The
PROPELLER CONTROL LEVER main components of the lubrication system include
an integral oil tank at the back of the engine, an oil
The propeller control lever is connected through pressure pump at the bottom of the oil tank, an external
linkage to the propeller governor mounted on top of double-element scavenge pump located on the back
the front section of the engine, and controls propeller of the accessory case, an internal double-element
governor settings from the maximum RPM position to scavenge pump located inside the accessory gearbox,
full feather. The propeller control lever has MAX, MIN, an oil-to-fuel heater located on the top rear of the
DQG )($7+(5 SRVLWLRQV 7KH 0$; SRVLWLRQ LV XVHG DFFHVVRU\ FDVH DQ RLO ¿OWHU ORFDWHG LQWHUQDOO\ RQ WKH
when high RPM is desired and governs the propeller right side of the oil tank, and an oil cooler located on
VSHHG DW  530 3URSHOOHU FRQWURO OHYHU VHWWLQJV the right side of the nose cowl. A large capacity oil
from the MAX position to MIN permit the pilot to select FRROHULVLQVWDOOHGLQPRGL¿HGHDUO\VHULDODLUSODQHVDQG
WKH GHVLUHG HQJLQH 530 IRU FUXLVH 7KH )($7+(5 all later serial airplanes to increase the hot day outside
position is used during normal engine shutdown to stop DLU WHPSHUDWXUH OLPLWV IRU ÀLJKW RSHUDWLRQV  7KH ODUJH
rotation of the power turbine and front section of the RLOFRROHUKDVPRUHDLUÀRZDUHDWKDQDVWDQGDUG
engine. Since lubrication is not available after the gas cooler.
generator section of the eng ine has shut down, rotation
of the forward section of the engine is not desirable. Pressure oil is circulated from the integral oil tank
Also, feathering the propeller when the engine is shut through the engine lubrication system by a self-
down minimizes propeller windmilling during windy contained, gear-type pressure pump located in the
FRQGLWLRQV$PHFKDQLFDOVWRSLQWKHOHYHUVORWUHTXLUHV lowest part of the oil tank. The oil pump is contained in
that the propeller control lever be moved to the left to a cast housing which is bolted to the front face of the
clear the stop before it can be moved into or out of the accessory diaphragm, and is driven by the accessory
)($7+(5SRVLWLRQ gear shaft. The oil pump body incorporates a circular
mounting boss to accommodate a check valve, located
)8(/&21',7,21/(9(5 LQWKHHQGRIWKH¿OWHUKRXVLQJ$VHFRQGPRXQWLQJERVV
on the pump accommodates a pressure relief valve.
The fuel condition lever is connected through linkage
to a combined lever and stop mechanism on the fuel Oil is drawn from the bottom of the oil tank through a
control unit. The lever and stop also function as an idle ¿OWHUVFUHHQZKHUHLWSDVVHVWKURXJKDSUHVVXUHUHOLHI
valve for regulation of oil pressure. The pressure oil is

For Training Purposes Only 7-7


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

OIL COOLER

2,/72)8(/
+($7(5

SCAVENGE

35(6685(,1',&$725
$1'/,*+7
35(6685(

(1*,1(/8%5,&$7,216<67(0',$*5$0
WKHQ GHOLYHUHG IURP WKH PDLQ RLO SXPS WR WKH RLO ¿OWHU Breather air from the engine bearing compartments and
where extraneous matter is removed from the oil and from the accessory and reduction gearboxes is vented
precluded from further circulation. Pressure oil is then overboard through a centrifugal breather installed in
routed through passageways to the engine bearings, the accessory gearbox. The bearing compartments are
UHGXFWLRQ JHDUV DFFHVVRU\ GULYHV WRUTXHPHWHU DQG connected to the accessory gearbox by cored passages
propeller governor. Also, pressure oil is routed to the and existing scavenge oil return lines. A bypass valve,
oil-to-fuel heater where it then returns to the oil tank. immediately upstream of the front element of the
internal scavenge pump, vents the accessory gearbox
After cooling and lubricating the engine moving parts, when the engine is operating at high power.
oil is scavenged as follows:
1. Oil from the number 1 bearing compartment is Some Model 208B air planes have an oil breather
returned by gravity into the accessory gearbox. drain can mounted on the right lower engine mount
truss. This can collects any engine oil discharge
2. Oil from the number 2 bearing is scavenged by
coming from the accessory pads for the alternator drive
the front element of the internal scavenge pump
SXOOH\ VWDUWHUJHQHUDWRU DLU FRQGLWLRQHU FRPSUHVVRU
back into the accessory gearbox.
LI LQVWDOOHG  DQG WKH SURSHOOHU VKDIW VHDO  7KLV FDQ
2LOIURPWKHQXPEHUDQGQXPEHUEHDULQJVLV VKRXOGEHGUDLQHGDIWHUHYHU\ÀLJKW$GUDLQYDOYHRQ
scavenged by the front element of the external the bottom right side of the engine cowling enables
scavenge pump into the accessory gearbox. the pilot to drain the contents of the oil breather drain
4. Oil from the propeller governor, front thrust FDQLQWRDVXLWDEOHFRQWDLQHU7KHDOORZDEOHTXDQWLW\RI
bearing, reduction gear accessory drives, and oil discharge per hour of engine operation is 14 cc for
WRUTXHPHWHULVVFDYHQJHGE\WKHUHDUHOHPHQWRI airplanes with air conditioning and 11 cc for air planes
the external scavenge pump where it is routed ZLWKRXW DLU FRQGLWLRQLQJ  ,I WKH TXDQWLW\ RI RLO GUDLQHG
through a thermostatically-controlled oil cooler IURP WKH FDQ LV JUHDWHU WKDQ VSHFL¿HG WKH VRXUFH RI
and then returned to the oil tank. WKHOHDNDJHVKRXOGEHLGHQWL¿HGDQGFRUUHFWHGSULRUWR
The rear element of the internal scavenge pump IXUWKHUÀLJKW
scavenges oil from the accessory case and
routes it through the oil cooler where it then
returns to the oil tank.

For Training Purposes Only 7-8


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

$Q RLO GLSVWLFN¿OOHU FDS LV ORFDWHG DW WKH UHDU RI WKH OLQHV HQWHU WKH EDFN RI WKH WRUTXH LQGLFDWRU 2QH OLQH
engine on the left side and is accessible when the left PHDVXUHV WKH HQJLQH WRUTXH SUHVVXUH DQG RQH OLQH
side of the upper cowling is raised. Markings which measures the reduction gearbox internal pressure. The
LQGLFDWH 86 TXDUWV ORZ LI WKH RLO LV KRW DUH SURYLGHG WRUTXH LQGLFDWRU PRQLWRUV WKH HQJLQH WRUTXH SUHVVXUH
on the dipstick to facilitate oil servicing. The oil tank DQGFRQYHUWVWKLVSUHVVXUHLQWRDQLQGLFDWLRQRIWRUTXH
FDSDFLW\LV86TXDUWVDQGWRWDOV\VWHPFDSDFLW\LV in foot-pounds. Instrument markings indicate that the
86TXDUWV QRUPDO RSHUDWLQJ UDQJH JUHHQ DUF  LV IURP  WR 
IRRWSRXQGVWKHDOWHUQDWHSRZHUUDQJH VWULSHGJUHHQ
&+,3'(7(&7256 237,21$/ DUF LVIURPWRIRRWSRXQGVDQGPD[LPXP
WRUTXH UHGOLQH LVIRRWSRXQGV0D[LPXPWDNHRႇ
WRUTXHLVGHQRWHGE\³72´DQGDUHGZHGJHDW
Two chip detectors are installed on the engine, one on foot-pounds.
the underside of the reduction gearbox case and one on
the underside of the accessory gearbox case. The chip
PROPELLER RPM INDICATOR
detectors are electrically connected to an annunciator,
ODEHOHG &+,3 '(7(&725 RQ WKH LQVWUXPHQW SDQHO The propeller RPM
The annunciator will illuminate when metal chips are indicator is located on
present in one or both of the chip detectors. Illumination
the upper portion of the 12
RIWKH&+,3'(7(&725DQQXQFLDWRUQHFHVVLWDWHVWKH instrument panel. The
8
16
need for inspection of the engine for abnormal wear. instrument is marked in 4
LQFUHPHQWV RI  530 20
(1*,1(,167580(176 and indicates propeller 0
PROP
speed in revolutions per RPM X 100
Engine operation is monitored by the following minute. The instrument is
LQVWUXPHQWVWRUTXHLQGLFDWRUSURSHOOHU530LQGLFDWRU electrically operated from
,77LQGLFDWRU1530LQGLFDWRUIXHOÀRZLQGLFDWRU the propeller tachometer-generator which is mounted
oil pressure gauge, and oil temperature gauge. on the right side of the front case. Instrument markings
LQGLFDWHDQRUPDORSHUDWLQJUDQJH JUHHQDUF RIIURP
WR530DQGDPD[LPXP UHGOLQH RI
72548(,1',&$725 RPM.
7KH WRUTXH LQGLFDWRU 1970
LV
located on the upper
1970 ITT INDICATOR
portion of the instrument 5 10
panel and indicates the TORQUE 7KH ,77 LQWHUWXUELQH
WRUTXH EHLQJ SURGXFHG 0
15 WHPSHUDWXUH  LQGLFDWRU
OFF

by the engine. On some


1 2 3 4
ITT 5 is located on the upper
6

&DUJR 9HUVLRQV WKH WRUT


FT-LB 20 C° X 100 portion of the instrument
X100
ue indicator is electrically
7 panel . The instrument
25
powered and operates
ST LIM
8
displays the gas
°
1090

in conjunction with a temperature between the


9

transmitter located on the top of the reduction gearbox 10


compressor and power
11

IURQW FDVH 7KH WUDQVPLWWHU VHQVHV WKH GLႇHUHQFH turbines. Instrument


EHWZHHQWKHHQJLQHWRUTXHSUHVVXUHDQGWKHSUHVVXUH markings indicate a normal
LQWKHHQJLQHFDVHDQGWUDQVPLWVWKLVGDWDWRWKHWRUTXH RSHUDWLQJ UDQJH JUHHQ DUF  RI IURP ƒ& WR ƒ&
LQGLFDWRU7KHWRUTXHLQGLFDWRUFRQYHUWVWKLVLQIRUPDWLRQ DQG D PD[LPXP UHG OLQH  RI ƒ&$OVR LQVWUXPHQW
LQWRDQLQGLFDWLRQRIWRUTXHLQIRRWSRXQGV7KHWRUTXH markings indicate a maximum starting temperature
indicator system is powered by 28-volt DC power UHGWULDQJOH RIƒ&
through a circuit breaker, labeled TRQ IND, on the left
sidewall switch and circuit breaker panel. Ng530,1',&$725

On other Cargo Versions and the Passenger Version, the The Ng RPM indicator is located on the upper portion
WRUTXHLQGLFDWRULVSUHVVXUHDFWXDWHG7ZRLQGHSHQGHQW of the instrument panel. The instrument indicates the

For Training Purposes Only


Revised: February 15, 2017
 AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

percent of gas generator Airplane serials 208B1000 and on , and earlier


530 EDVHG RQ D ¿JXUH RI DLUSODQHV HTXLSSHG ZLWK 6HUYLFH .LW 6.
 DW  530 7KH 40 Ng 60 0LQLPXP RSHUDWLQJ WHPSHUDWXUH UHG OLQH  ƒ&
instrument is electrically- FDXWLRQDU\ UDQJH \HOORZ DUF  IURP ƒ& WR ƒF
operated from the gas 20 %RPM 80 QRUPDORSHUDWLQJUDQJH JUHHQDUF IURPƒFWRƒ&
generator tachometer- 0
PLQXWHWUDQVLHQWUDQJH \HOORZDUF ƒ&WRƒ&
DQGPD[LPXP UHGOLQH ƒ&
9 1

generator mounted on the 8100 2

lower right-hand portion 0 7 3

6 4

of the accessory case. (1*,1()8(/6<67(0


5

Instrument markings
LQGLFDWHDQRUPDORSHUDWLQJUDQJH JUHHQDUF RIIURP
WRDQGDPD[LPXP UHGOLQH RI The engine fuel system consists of an oil-to-fuel heater,
DQHQJLQHGULYHQIXHOSXPSDIXHOFRQWUROXQLWDÀRZ
divider and dump valve, a dual fuel manifold with 14
)8(/)/2:,1',&$725
simplex nozzles, and two fuel drain lines. The system
'HWDLOVRIWKHIXHOÀRZLQGLFDWRUDUHLQFOXGHGXQGHU)XHO SURYLGHV IXHO ÀRZ WR VDWLVI\ WKH VSHHG DQG SRZHU
System in a later paragraph in this section. demands of the engine.

Fuel from the airplane reservoir is supplied to the oil-to-


2,/35(6685(*$8*( fuel heater which is essentially a heat exchanger which
utilizes heat from the engine lubricating oil system to
The oil pressure gauge preheat the fuel in the fuel system. A fuel temperature-
is the left half of a dual- sensing oil bypass valve regulates the fuel temperature
120
140
indicating instrument E\HLWKHUDOORZLQJRLOWRÀRZWKURXJKWKHKHDWHUFLUFXLW
85
OIL 110 mounted on the upper or bypass it to the engine oil tank.
PSI
55 portion of the instrument
40 °C 10 panel. A direct pressure oil
-40
line from the engine delivers
0 oil at engine operating
pressure to the oil pressure
gauge. Instrument markings
LQGLFDWHDPLQLPXPRSHUDWLQJSUHVVXUH UHGOLQH RI
SVL D FDXWLRQDU\ UDQJH \HOORZ DUF  RI IURP  WR 
SVLDQRUPDORSHUDWLQJUDQJH JUHHQDUF RIIURPWR
SVLDQGDPD[LPXP UHGOLQH RISVL

2,/7(03(5$785(*$8*(

The oil temperature gauge is the right half of a dual-


indicating instrument mounted on the upper portion of
the instrument panel. The instrument is operated by an
electrical-resistance type temperature sensor which
receives power from the airplane electrical system. The engine-driven pump is mounted on the accessory
JHDUER[DWWKHR¶FORFNSRVLWLRQ7KHSXPSLVGULYHQ
Instrument markings: through a gear shaft and splined coupling. The
coupling splines are lubricated by oil mist from the
$LUSODQHVHULDOVWKUX%QRWHTXLSSHG auxiliary gearbox through a hole in the gear shaft.
with Service Kit SK208-147: Minimum operating Another splined coupling shaft extends the drive to
WHPSHUDWXUH UHGOLQH ƒ&FDXWLRQDU\UDQJH \HOORZ the fuel control unit which is bolted to the rear face of
DUF IURPƒ&WRƒ&QRUPDORSHUDWLQJUDQJH JUHHQ the pump. Fuel from the oil-to-fuel heater enters the
DUF IURPƒFWRƒ&DQGPD[LPXP UHGOLQH ƒ& fuel pump through a 74-micron inlet screen. The inlet
screen is spring-loaded and should it become blocked,

For Training Purposes Only 7-10


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

WKHLQFUHDVHLQGLႇHUHQWLDOSUHVVXUHZLOORYHUFRPHWKH )8(/)/2:,1',&$725
VSULQJ DQG DOORZ XQ¿OWHUHG IXHO WR ÀRZ LQWR WKH SXPS
chamber. Then, fuel enters the pump gear chamber,
$IXHOÀRZLQGLFDWRUORFDWHG
is boosted to high pressure, and delivered to the fuel
at the top of the instrument
FRQWURO XQLW WKURXJK D PLFURQ SXPS RXWOHW ¿OWHU $
panel, indicates the fuel 2
bypass valve and cored passages in the pump casing 3
consumption of the engine
HQDEOH XQ¿OWHUHG KLJK SUHVVXUH IXHO WR ÀRZ IURP WKH 1
FUEL FLOW
in pounds per hour based
pump gears to the fuel control unit should the outlet 4
on Jet A fuel. The indicator
¿OWHUEHFRPHEORFNHG$QLQWHUQDOSDVVDJHRULJLQDWLQJ
0

OFF
PHDVXUHV WKH ÀRZ RI IXHO
PPH X 100

at the mating face with the fuel control unit returns 5


downstream of the fuel
bypass fuel from the fuel control unit to the pump inlet
control unit just before being
downstream of the inlet screen. A pressure regulating
URXWHG LQWR WKH ÀRZ GLYLGHU
valve in this line serves to pressurize the pump gear
When power is removed from the indicator, the needle
bushings.
ZLOO VWRZ EHORZ ]HUR LQ WKH 2)) EDQG  7KH IXHO ÀRZ
The fuel control unit consists of a fuel metering section, LQGLFDWRU UHFHLYHV SRZHU IURP D ³SXOORႇµ W\SH FLUFXLW
a temperature compensating section, and a gas EUHDNHUODEHOHG)8(/)/2:RQWKHOHIWVLGHZDOOVZLWFK
JHQHUDWRU 1J  SQHXPDWLF JRYHUQRU  7KH IXHO FRQWURO and circuit breaker panel.
unit determines the proper fuel schedule to provide
WKH SRZHU UHTXLUHG DV HVWDEOLVKHG E\ WKH SRZHU 5('8&7,21*($5%2;
lever input. This is accomplished by controlling the
speed of the compressor turbine. The temperature
compensating section alters the acceleration fuel
VFKHGXOHWRFRPSHQVDWHIRUIXHOGHQVLW\GLႇHUHQFHVDW
GLႇHUHQW IXHO WHPSHUDWXUHV HVSHFLDOO\ GXULQJ HQJLQH
start. The power turbine governor, located in the
propeller governor housing, provides power turbine
overspeed protection in the event of propeller governor
failure. This is accomplished by limiting fuel to the gas
generator. During reverse thrust operation, maximum
power turbine speed is controlled by the power turbine
governor. The temperature compensator alters the
acceleration fuel schedule of the fuel control unit to
compensate for variations in compressor inlet air
temperature. Engine characteristics vary with changes
in inlet air temperature, and the acceleration fuel
schedule must, in turn, be altered to prevent compressor
VWDOODQGRUH[FHVVLYHWXUELQHWHPSHUDWXUHV
The reduction gear and propeller shaft, located in the
front of the engine, are housed in two magnesium
7KHÀRZGLYLGHUVFKHGXOHVWKHPHWHUHGIXHOIURPWKH
alloy castings which are bolted together at the exhaust
fuel control unit, between the primary and secondary
outlet. The gearbox contains a two-stage planetary
fuel manifolds. The fuel manifold and nozzle
gear train, three accessory drives, and propeller shaft.
assemblies supply fuel to the combustion chamber
7KH¿UVWVWDJHUHGXFWLRQJHDULVFRQWDLQHGLQWKHUHDU
through 10 primary and 4 secondary fuel nozzles, with
case, while the second-stage reduction gear, accessory
the secondary nozzles cutting in above a preset value.
drives, and propeller shaft are contained in the front
All nozzles are operative at idle and above.
FDVH7RUTXH IURP WKH SRZHU WXUELQH LV WUDQVPLWWHG WR
:KHQWKHIXHOFXWRႇYDOYHLQWKHIXHOFRQWUROXQLWFORVHV WKH¿UVWVWDJHUHGXFWLRQJHDUIURPWKHUHWRWKHVHFRQG
during engine shutdown, both primary and secondary stage reduction gear, and then to the propeller shaft.
manifolds are connected to a dump valve port and The reduction ratio is from a maximum power turbine
residual fuel in the manifolds is allowed to drain into the VSHHG RI  530 GRZQ WR D SURSHOOHU VSHHG RI
IXHOFDQDWWDFKHGWRWKH¿UHZDOOZKHUHLWFDQEHGUDLQHG 530RUDUHGXFWLRQUDWLRRI
daily.

For Training Purposes Only 7-11


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

The accessories, located on the front case of the PHDVXUHV WKH HQJLQH WRUTXH SUHVVXUH DQG RQH OLQH
reduction gearbox, are driven by a bevel gear mounted measures the reduction gearbox internal pressure. The
at the rear of the propeller shaft thrust bearing assembly. WRUTXH LQGLFDWRU PRQLWRUV WKH HQJLQH WRUTXH SUHVVXUH
Drive shafts from the bevel drive gear transmit rotational DQGFRQYHUWVWKLVSUHVVXUHLQWRDQLQGLFDWLRQRIWRUTXH
power to the three pads which are located at the 12, in foot-pounds.
 DQG  R¶FORFN SRVLWLRQV  3URSHOOHU WKUXVW ORDGV DUH
DEVRUEHG E\ D ÀDQJHG EDOO EHDULQJ DVVHPEO\ ORFDWHG Instrument markings indicate that the normal operating
on the front face of the reduction gearbox center UDQJH JUHHQ DUF  LV IURP 2 WR  IRRWSRXQGV WKH
bore. The bevel drive gear adjusting spacer, thrust DOWHUQDWHSRZHUUDQJH VWULSHGJUHHQDUF LVIURP
bearing, and seal runner are stacked and secured to WRIRRWSRXQGVDQGPD[LPXPWRUTXH UHGOLQH LV
the propeller shaft by a key-washer and spanner nut. IRRWSRXQGV0D[LPXPWDNHRႇWRUTXHLVGHQRWHG
A thrust bearing cover assembly is secured by bolts at E\³72´DQGDUHGZHGJHDWIRRWSRXQGV
WKHIURQWÀDQJHRIWKHUHGXFWLRQJHDUER[IURQWFDVH

72548(0(7(5$1'72548(,1',&$725 PROPELLER

7KH WRUTXHPHWHU LV D K\GURPHFKDQLFDO WRUTXH 7KH DLUSODQH PD\ EH HTXLSSHG ZLWK HLWKHU D +DUW]HOO
PHDVXULQJGHYLFHORFDWHGLQVLGHWKH¿UVWVWDJHUHGXFWLRQ composite material, three-bladed propeller or a
gear housing to provide an accurate indication of engine McCauley aluminum material, three-bladed propeller.
SRZHURXWSXW7KHGLႇHUHQFHEHWZHHQWKHWRUTXHPHWHU Both propellers are constant-speed, full-feathering,
pressure and the reduction gearbox internal pressure reversible, single-acting, governor-regulated
DFFXUDWHO\ LQGLFDWHV WKH WRUTXH EHLQJ SURGXFHG  2Q propellers. With either propeller, a setting introduced
some Cargo Versions, the two pressures are internally into the governor with the propeller control lever
routed to bosses located on the top of the reduction establishes the propeller s peed. The propeller utilizes
gearbox front case and to a pressure transducer which oil pressure which opposes the force of springs and
LV HOHFWULFDOO\ FRQQHFWHG WR WKH WRUTXH LQGLFDWRU ZKLFK counterweights to obtain correct pitch for the engine
LQGLFDWHVWKHFRUUHFWWRUTXHSUHVVXUH2QRWKHU&DUJR load. Oil pressure from the propeller governor drives
Versions and the Passenger Version, the two pressures WKH EODGHV WRZDUG ORZ SLWFK LQFUHDVHV 530  ZKLOH
are internally routed to bosses located on the top of the the springs and counterweights drive the blades
reduction gearbox front case and are then plumbed to WRZDUG KLJK SLWFK GHFUHDVLQJ 530  7KH VRXUFH RI
WKHWRUTXHLQGLFDWRUZKLFKLQGLFDWHVWKHFRUUHFWWRUTXH oil pressure for propeller operation is furnished by the
pressure. engine oil system, boosted in pressure by the governor
gear pump, and supplied to the propeller hub through
7KHWRUTXHLQGLFDWRULVORFDWHGRQWKHXSSHUSRUWLRQRI WKHSURSHOOHUÀDQJH
WKH LQVWUXPHQW SDQHO DQG LQGLFDWHV WKH WRUTXH EHLQJ
produced by the engine. To feather the propeller blades, the propeller control
OHYHURQWKHFRQWUROSHGHVWDOLVSODFHGLQWKH)($7+(5
2Q VRPH &DUJR 9HUVLRQV WKH WRUTXH LQGLFDWRU LV position; counterweights and spring tension will continue
electrically powered and operates in conjunction with a to twist the propeller blades through high pitch and into
transmitter located on the top of the reduction gearbox WKH VWUHDPOLQHG RU IHDWKHUHG SRVLWLRQ 8QIHDWKHULQJ
IURQW FDVH  7KH WUDQVPLWWHU VHQVHV WKH GLႇHUHQFH the propeller is accomplished by positioning the
EHWZHHQWKHHQJLQHWRUTXHSUHVVXUHDQGWKHSUHVVXUH propeller control lever forward of the feather gate. The
LQWKHHQJLQHFDVHDQGWUDQVPLWVWKLVGDWDWRWKHWRUTXH unfeathering system uses engine oil pressure to force
LQGLFDWRU7KHWRUTXHLQGLFDWRUFRQYHUWVWKLVLQIRUPDWLRQ the propeller out of feather.
LQWRDQLQGLFDWLRQRIWRUTXHLQIRRWSRXQGV7KHWRUTXH
indicator system is powered by 28-volt DC power Reversed propeller pitch is available for decreasing
through a circuit breaker, labeled TRQ IND, on the left ground roll during landing. To accomplish reverse
sidewall switch and circuit breaker panel. pitch, the power lever is retarded beyond IDLE and
well into the BETA range. Maximum reverse power is
On other Cargo Versions and the Passenger Version, the accomplished by retarding the power lever to the MAX
WRUTXHLQGLFDWRULVSUHVVXUHDFWXDWHG7ZRLQGHSHQGHQW REVERSE position which increases power output from
OLQHV HQWHU WKH EDFN RI WKH WRUTXH LQGLFDWRU  2QH OLQH the gas generator and positions the propeller blades at

For Training Purposes Only 7-12


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

NORMAL PROPELLER GOVERNOR

SPEED LEVER

3,7&+&+$1*(0(&+$1,60

PROPELLER SPEED CONTROLS


full reverse pitch. An externally grooved feedback ring check for proper operation of the overspeed governor,
is provided with the propeller. during engine run-up, depress the press-to-test switch
and advance the power lever until propeller RPM
Motion of the feedback ring is proportional to propeller VWDELOL]HV SURSHOOHU 530 VKRXOG QRW H[FHHG  
blade angle, and is picked up by a carbon block running 60 RPM.
in the feedback ring. The relationship between the axial
position of the feedback ring and the propeller blade 3523(//(5$1&+25
angle is used to maintain control of blade angle from
idle to full reverse.
Various covers and an anchor are available to close
&$87,21 engine openings and restrain the propeller during
7+( 3523(//(5 5(9(56,1* /,1.$*( &$1 %( inclement weather conditions and when the airplane is
'$0$*(',)7+(32:(5/(9(5,6029('$)7 parked for extended periods of time, such as overnight
2)7+( ,'/( 326,7,21 :+(17+( 3523(//(5 The covers preclude the entrance of dust, moisture,
,6)($7+(5(' bugs, etc. into the engine and engine compartment.

To prevent the propeller from windmilling during windy


29(563(('*29(51257(676:,7&+ conditions, the propeller anchor can be installed over
a blade of the propeller and its anchor strap secured
An overspeed governor test switch around the nose gear or to the bracket located on the
is located on the left side of the lower right-hand cowl.
instrument panel. The switch is the OVERSPEED
push-to-test type and is used to test GOVERNOR
the propeller overspeed governor PUSH TO TEST
during engine run-up. The switch,
when depressed, actuates a solenoid
on the propeller overspeed governor
which restricts propeller RPM when
the power lever is advanced. To

For Training Purposes Only


Revised: February 15, 2017
 AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS INDICATORS

7KH WRUTXH LQGLFDWRU LV ORFDWHG RQ WKH XSSHU SRUWLRQ


Ignition is controlled by an IGNITION switch and
RI WKH LQVWUXPHQW SDQHO DQG LQGLFDWHV WKH WRUTXH
a starter switch located on the left sidewall switch
EHLQJ SURGXFHG E\ WKH HQJLQH 7KH ,77 LQWHUWXUELQH
and circuit breaker panel. The main function of the
WHPSHUDWXUH LQGLFDWRULVORFDWHGRQWKHXSSHUSRUWLRQ
STARTER switch is control of the starter for rotating
of the instrument panel. The instrument displays the
the gas generator portion of the engine during starting.
gas temperature between the compressor and power
+RZHYHU LW DOVR SURYLGHV LJQLWLRQ GXULQJ VWDUWLQJ $Q
turbines. The oil temperature gauge is the right half
overspeed governor test switch is located on the left
of a dual-indicating instrument mounted on the upper
side of the instrument panel. The switch is the push-
portion of the instrument panel. The oil pressure gauge
to-test type and is used to test the propeller overspeed
is the left half of a dual-indicating instrument mounted
governor during engine run-up. on the upper portion of the instrument panel. A direct
pressure oil line from the engine delivers oil at engine
RSHUDWLQJSUHVVXUHWRWKHRLOSUHVVXUHJDXJH$IXHOÀRZ
INDICATORS AND indicator, located at the top of the instrument panel,
$1181&,$7256 indicates the fuel consumption of the engine in pounds
per hour based on Jet A fuel. The Ng RPM indicator is
located on the upper portion of the instrument panel.
The instrument indicates the percent of gas generator
$1181&,$7256
530EDVHGRQD¿JXUHRIDW5307KH
propeller RPM indicator is located on the upper portion
7KHUHG2,/35(6685(/2:DQQXQFLDWRULQGLFDWHVRLO of the instrument panel. The instrument is marked in
SUHVVXUHEHORZ36,6WDUWHUFRQWDFWRURSHUDWLRQ LV LQFUHPHQWVRI530DQGLQGLFDWHVSURSHOOHUVSHHGLQ
indicated by an amber annunciator, labeled STARTER revolutions per minute.
ENERGIZED, on the annunciator panel. The amber
&+,3 '(7(&725 DQQXQFLDWRU ZLOO LOOXPLQDWH ZKHQ
metal chips are present in one or both of the chip
GHWHFWRUV ,OOXPLQDWLRQ RI WKH &+,3 '(7(&725
annunciator necessitates the need for inspection of the
engine for abnormal wear. A green annunciator, located
on the annunciator panel, is labeled IGNITION ON, and
will illuminate when electrical power is being applied to
the igniters.

For Training Purposes Only 7-14


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS

LEFT SIDE CONTROL PANEL

ON
BUS

STARTER
OFF
OFF

RESET ON

ON NORM

TRIP OFF
FUEL
GENERATOR
BOOST

1
ON ON STA
START
T RT

OFF 2
OFF NORM MOTOR

STBY PWR IGNITION STARTER

1 ON 2

OFF
30 30
AVIONICS AVIONICS AVIONICS
STBY BUS TIE
PWR

1. IGNITION Switch
ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Provides continuous ignition regardless of the position of the starter switch
NORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Arms the ignition system so that ignition will be obtained when
the starter switch is placed in the START position
2. STARTER Switch
START . . . . . . . . . . . . . . . . . Energizes the engine ignition system provided the ignition switch is in the NORMAL position
OFF . . . . . . . . . . . . . . . . . . . . . . 6KXWVRႇWKHLJQLWLRQV\VWHPDQGLVWKHQRUPDOSRVLWLRQDWDOOWLPHVH[FHSWGXULQJHQJLQH
start or engine clearing Switch is spring-loaded to the OFF position.
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Motors the engine without having the ignition circuit energized and is
used for motoring the engine when an engine start is not desired.

For Training Purposes Only


Revised: February 15, 2017
 AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS &217,18('

CENTER PEDESTAL

DO NOT TAKEOFF WITH ICE/FROST/SNOW ON THE


AIRCRAFT.
2605070-9

UP

10°
2 4
NOSE
DOWN

20°

NOSE
UP
UP MAX
MAX
1

CAUTION
USE BETA AND REVERSE ONLY
WITH ENGINE RUNNING AND
PROPELLER OUT OF FEATHER

AILERON TRIM
FUEL SHUTOFF
L R

For Training Purposes Only 7-16


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS &217,18('

CENTER PEDESTAL &217,18('

1. PROPELLER Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controls propeller governor settings from the


maximum RPM position to full feather.
MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . .8VHGZKHQKLJK530LVGHVLUHGDQGJRYHUQVWKHSURSHOOHUVSHHGDW530
MAX to MIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Permits the pilot to select the desired propeller RPM.
  )($7+(5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8VHGGXULQJQRUPDOHQJLQHVKXWGRZQWRVWRSURWDWLRQRI
the power turbine and front section of the engine.

2. EMERGENCY POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governs fuel supply to the engine should a pneumatic
malfunction occur in the fuel control unit.
NORMAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8VHGIRUDOOQRUPDOHQJLQHRSHUDWLRQZKHQWKHIXHOFRQWUROXQLWLVRSHUDWLQJ
normally and engine power is selected by the power lever.
IDLE to MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governs engine power and is used when a pneumatic malfunction has
RFFXUUHGLQWKHIXHOFRQWUROXQLWDQGWKHSRZHUOHYHULVLQHႇHFWLYH

 32:(5/HYHU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controls engine power through the full range from maximum
WDNHRႇSRZHUEDFNWKURXJKLGOHWRIXOOUHYHUVH7KHOHYHU
also selects propeller pitch when in the BETA range.
MAX to IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enables the pilot to select the desired power output from the engine
BETA to REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . Enables the pilot to control propeller blade pitch from idle thrust back
through a zero or no thrust condition to maximum reverse thrust

 )8(/&RQGLWLRQ/HYHU
  &872)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6KXWVRႇDOOIXHOWRWKHHQJLQHIXHOQR]]OHV
LOW IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3RVLWLRQVWKHFRQWUROURGVWRSWRSURYLGHDQ530RI1J
  +,*+,'/( . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3RVLWLRQVWKHFRQWUROURGVWRSWRSURYLGHDQ530RI1J

 4XDGUDQW)ULFWLRQ/RFN . . . . . . . . . . . . . . .Provided to minimize creeping of the engine controls once they have been set.
Rotate CW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Increases friction on the engine controls.
Rotate CCW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Decreases friction on the engine controls.

For Training Purposes Only 7-17


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS &217,18('

/()76,'(,167580(173$1(/

VENT 50 AMPS 100

PULL ON 10
5 15
VOLTS
0 150
20

25

30
200

-50

LEFT
OVERSPEED LDG RE
GOVERNOR
PUSH TO TEST

STROBE

 29(563(('*29(5125386+727(676ZLWFK
  386+ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Actuates a solenoid on the propeller overspeed governor which
restricts propeller RPM when the power lever is advanced.

For Training Purposes Only 7-18


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

,1',&$7256$1'$1181&,$7256

$1181&,$7253$1(/

ENGINE OIL PRESS GENERATOR EMERGENCY AUX FUEL FUEL PRESS STARTER IGNITION
FIRE LOW OFF POWER LEVER PUMP ON LOW ENERGIZED ON

VOLTAGE VACUUM RESERVOIR LEFT RIGHT STBY ELECT FUEL SELECT


LOW LOW FUEL LOW FUEL LOW FUEL LOW PWR ON OFF

DOOR BATTERY BATTERY CHIP STBY ELECT WINDSHIELD DE-ICE


WARNING OVERHEAT HOT DETECTOR PWR INOP ANTI-ICE PRESSURE

OIL PRESS ,QGLFDWHVHQJLQHRLOSUHVVXUHLVOHVVWKDQSVL


LOW

EMERGENCY Indicates the emergency power lever is advanced out of the NORMAL position.
POWER LEVER

STARTER Indicates the starter generator is operating in the starter mode.


ENERGIZED

CHIP Indicates that metal chips have been detected in either the reduction gearbox case, or accessory
DETECTOR gearbox case.

IGNITION Indicates electrical power is being supplied to the engine ignition system.
ON

For Training Purposes Only


Revised: February 15, 2017
 AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

,1',&$7256$1'$1181&,$7256&217,18('

833(5,167580(173$1(/ /()76,'(

1 2 

OFF
10 8 12 1 2 3 4
5 ITT 5
6
TORQUE 16 C° X 100
15 4 7
0
20 ST LIM

FT-LB 20 0 1090° 8

X100 PROP 9
RPM X 100
25 11 10

MKR SP

FD NAV ARM ALT AP A


HI

HGD APPR CPLD GS YD O LO


TEL 1 COM 2 1 N

M
BC A O P TRIM

000 000 00
 72548(*DXJH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,QGLFDWHVWKHWRUTXHEHLQJSURGXFHGE\WKHHQJLQH

2. PROP RPM Gauge . . . . . . . . . .0DUNHGLQLQFUHPHQWVRI530DQGLQGLFDWHVSURSHOOHUVSHHGLQUHYROXWLRQVSHUPLQXWH

 ,77*DXJH . . . . . . . . . . . . . . . . . . . . . . . . . . . Displays the gas temperature between the compressor and power turbines.

For Training Purposes Only 7-20


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

,1',&$7256$1'$1181&,$7256&217,18('

833(5,167580(173$1(/ 0,''/(

4  6

120 2
40 Ng 60 140 3
OIL 110 1
85 FUEL FLOW
20 %RPM 80 55 4
PSI
10 0
40 °C

OFF
0 PPH X 100
9 1

8 2 100 -40 5
0 7 3
0
6 4
5

SPEAKER BENDIX/KING

OM 2 1 NAV 2 DME MKR ADF AUTO


COM 1
HF
OFF
COM 2
INT
EXT
888888888
USE

KK 165 TSO

 530*DXJH . . . . . . . . . . . . . . .,QGLFDWHVWKHSHUFHQWRIJDVJHQHUDWRU530EDVHGRQD¿JXUHRIDW530

 2,/*DXJH
Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicates engine oil pressure in PSI.
Oil Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicates engine oil temperature in degrees Celsius

 )8(/)/2:*DXJH . . . . . . . . . . . . Indicates the fuel consumption of the engine in pounds per hour based on Jet A fuel.

For Training Purposes Only 7-21


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

NORMAL OPERATIONS AIRSTART

The Pratt & Whitney Canada Inc. PT6A-114A power STARTER ASSIST
plant is a free-turbine engine. It provides powered thrust
IRUÀLJKWDVZHOODVDLUFUDIWVHUYLFHV0DMRUFRPSRQHQWV NO STARTER ASSIST
or subsystems include the PT6A-114A engine, the
accessory gearbox, engine lubrication system, fuel
FORCED LANDINGS
control unit, reduction gearbox, propeller and propeller
governor.
(0(5*(1&</$1',1*:,7+287(1*,1(
POWER
(0(5*(1&<352&('85(6
35(&$87,21$5</$1',1*:,7+287
Emergency procedures include, but are not limited ENGINE POWER
to, the following items. These may or may not include
immediate action memory items. Further information ',7&+,1*
LV DYDLODEOH LQ WKH$)032+ VHFWLRQ  DQG WKH 45+
checklist.
(1*,1(0$/)81&7,216
(1*,1()$,/85(
/2662)2,/35(6685(
(1*,1()$,/85('85,1*7$.(2))52//
)8(/&21752/81,70$/)81&7,21
,17+(31(80$7,&25*29(5125
(1*,1()$,/85(,00(',$7(/<$)7(5 SECTIONS
TAKEOFF
GEAR BOX CONTAMINATION
(1*,1()$,/85('85,1*)/,*+7

(1*,1()/$0(287'85,1*)/,*+7

For Training Purposes Only 7-22


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

POWER PLANT LIMITATIONS


Engine Manufacturer: Pratt & Whitney Canada Inc.
Engine Model Number: PT6A-114A
Fuel Grade and Approved Fuel Additives: Refer to Fuel Limitations.
2LO*UDGH 6SHFL¿FDWLRQ 
5()(57235$77 :+,71(<&$1$'$6(59,&(%8//(7,1125(9,6,21
 25 68%6(48(17 5(9,6,21 )25 $ &203/(7( /,67,1* 2) $33529('
6<17+(7,&/8%5,&$7,1*2,/6
&$87,21
DO NOT MIX TYPES OR BRANDS OF OIL.

PROPELLER:
  +DUW]HOO3URSHOOHU0DQXIDFWXUHU+DUW]HOO3URSHOOHU3URGXFWV
  +DUW]HOO3URSHOOHU0RGHO1XPEHU+&%010
  +DUW]HOO'LDPHWHU0D[LPXP,QFKHV
  0LQLPXP,QFKHV 1RFXWRႇDSSURYHG 
  +DUW]HOO3URSHOOHU%ODGH$QJOHDWOQFKVWDWLRQ
   )HDWKHUHGƒ
   /RZ3LWFKƒ
   0D[LPXP5HYHUVHƒ
McCauley Propeller manufacturer: McCauley Propeller Systems.
  0F&DXOH\3URSHOOHU0RGHO1XPEHU*)5&*$2
McCauley Propeller Diameter: Maximum: 106 Inches.
Minimum: 104 Inches.
  0F&DXOH\3URSHOOHU%ODGH$QJOHDWOQFK6WDWLRQ
   )HDWKHUHGƒ
   /RZ3LWFKƒ
   0D[LPXP5HYHUVHƒ

PROPELLER SYSTEM OPERATING LIMITS:


$QRYHUVSHHGJRYHUQRUFKHFNVKDOOEHSHUIRUPHGEHIRUHWKH¿UVWÀLJKWRIWKHGD\DIWHUHQJLQHFRQWUROV\VWHP
maintenance, or if adjustment has been made.

ENGINE CONTROL OPERATING LIMITS:


Flight operation with the power lever retarded below the IDLE position is prohibited. Such positioning may lead
WRORVVRIDLUSODQHFRQWURORUPD\UHVXOWLQDQHQJLQHRYHUVSHHGFRQGLWLRQDQGFRQVHTXHQWORVVRIHQJLQHSRZHU
Operation of the emergency power lever is prohibited with the power lever out of the IDLE position.

For Training Purposes Only


Revised: February 15, 2017
 AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

ENGINE STARTING CYCLE LIMITS:


8VLQJWKHairplane battery, the starting cycle shall be limited to the following intervals
DQGVHTXHQFH
VHFRQGV21VHFRQGV2))
VHFRQGV21VHFRQGV2))
VHFRQGV21minutes OFF.
5HSHDWWKHDERYHF\FOHDVUHTXLUHG
8VLQJexternal power, the starting cycle shall be limited to the following intervals and
VHTXHQFH
20 seconds ON - 120 seconds OFF,
20 seconds ON - 120 seconds OFF,
20 seconds ON - 60 minutes OFF.
5HSHDWWKHDERYHF\FOHDVUHTXLUHG

ENGINE OPERATING LIMITS

  3HUWKH0D[LPXP(QJLQH7RUTXH)RU7DNHRႇ¿JXUHRI6HFWLRQ
  )RUHYHU\ƒ& ƒ) EHORZƒ& ƒ) DPELHQWWHPSHUDWXUHUHGXFHPD[LPXPDOORZDEOH1gE\
  1RUPDORLOSUHVVXUHLVWR36,DWJDVJHQHUDWRUVSHHGVDERYHZLWKRLOWHPSHUDWXUHEHWZHHQƒDQGƒ& ƒDQG
ƒ) 2LOSUHVVXUHVEHORZ36,DUHXQGHVLUDEOHDQGVKRXOGEHWROHUDWHGRQO\IRUWKHFRPSOHWLRQRIWKHÀLJKWSUHIHUDEO\DWD
reduced power setting. Oil pressures below normal should be reported as an engine discrepancy and should be corrected before the
QH[WÀLJKW2LOSUHVVXUHVEHORZ36,DUHXQVDIHDQGUHTXLUHWKDWHLWKHUWKHHQJLQHEHVKXWGRZQRUDODQGLQJEHPDGHDVVRRQDV
SRVVLEOHXVLQJWKHPLQLPXPSRZHUUHTXLUHGWRVXVWDLQÀLJKW
  3URSHOOHU530PXVWEHVHWVRDVQRWWRH[FHHG6+3ZLWKWRUTXHDERYHIWOEV)XOO6+3UDWLQJLVDYDLODEOHRQO\DW530
setting of 1 800 or greater.
  5HYHUVHSRZHURSHUDWLRQLVOLPLWHGWRRQHPLQXWH
6. These values are time limited to 20 seconds.
  )RULQFUHDVHGRLOVHUYLFHOLIHDQRLOWHPSHUDWXUHEHWZHHQƒDQGƒ& ƒDQGƒ) LVUHFRPPHQGHG$PLQLPXPRLOWHPSHUDWXUH
RIƒ& ƒ) LVUHFRPPHQGHGIRUIXHOKHDWHURSHUDWLRQDWWDNHRႇSRZHU
  8VHRIWKLVUDWLQJLVLQWHQGHGIRUDEQRUPDOVLWXDWLRQV LHPDLQWDLQDOWLWXGHRUFOLPERXWRIH[WUHPHLFLQJRUZLQGVKHDUFRQGLWLRQV 

For Training Purposes Only 7-24


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

  'HOHWHG
  :KHQWKH,77H[FHHGVƒ&WKLVSRZHUVHWWLQJLVWLPHOLPLWHGWRPLQXWHV
11. These values are time limited to 2 seconds.
  8SWRPLQXWHVIRUDLUSODQHVHULDOQXPEHUVDQGRQDQGHDUOLHUDLUSODQHVHTXLSSHGZLWK6HUYLFH.LW6.
  3HUWKH0D[LPXP(QJLQH7RUTXHIRU&OLPE¿JXUHLQ6HFWLRQ
  3HUWKH&UXLVH3HUIRUPDQFHWDEOHVLQ6HFWLRQ
  OQFUHDVH1JWRNHHSZLWKLQWKLVOLPLW

32:(53/$17,167580(170$5.,1*6

  ,QFRUSRUDWHVUHGZHGJHDQG72DWIWOEVWRLQGLFDWHWKHWDNHRႇSRVLWLRQ
  3URSHOOHU530PXVWEHVHWVRDVQRWWRH[FHHG6+3ZLWKWRUTXHDERYHIWOEV)XOO6+3UDWLQJLVDYDLODEOHRQO\DW530
settings of 1800 or greater.
  ,QFRUSRUDWHVUHGWULDQJOHDW´&DQGVWDUWLQJWHPSHUDWXUHOLPLWDWLRQER[ODEHOHG67/,0ƒ&
  1JLV530
  0D[LPXPRLOWHPSHUDWXUHLQGLFDWHGE\DUHGZHGJH
  $LUSODQHVHULDOQXPEHUVDQG2QDQGWKUX,QFRUSRUDWLQJ6.DQGDQG2QDQG
WKUX,QFRUSRUDWLQJ6.
  $LUSODQHVHULDOQXPEHUVDQG2Q$LUSODQHVWKUX,QFRUSRUDWLQJ6.$LUSODQHVWKUX
,QFRUSRUDWLQJ6.DQG6.$LUSODQHV%DQG2Q$LUSODQHVWKUX,QFRUSRUDWLQJ6.
DQGWKUX,QFRUSRUDWLQJ6.DQG6.

For Training Purposes Only


Revised: February 15, 2017
 AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

This page intentionally left blank.

For Training Purposes Only 7-26


Revised: February 15, 2017
AS-07 Powerplant
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

FIRE DETECTION SYSTEM CONTROL BOX

7KH FKDQJH LQ UHVLVWDQFH LQ WKH )LUH 'HWHFWLRQ /RRS


LVVHQVHGE\FLUFXLWVORFDWHGLQVLGHDFRQWUROER[7KH
FRQWURO ER[ LV D VHDOHG XQLW ORFDWHG DW WKH DIW VLGH RI
OVERVIEW WKH ¿UHZDOO LQVLGH WKH FRFNSLW ZKLFK FDQQRW EH ¿HOG
VHUYLFHG$VWKHFLUFXLWVLQVLGHWKHFRQWUROER[GHWHFW
KHHQJLQH¿UHGHWHFWLRQV\VWHPFRQVLVWVRIDKHDW DFKDQJHLQUHVLVWDQFHWRJURXQGLQWKH)LUH'HWHFWLRQ
T VHQVRU LQ WKH HQJLQH FRPSDUWPHQW DQ (1*,1( /RRSWKH\LOOXPLQDWHWKHDQQXQFLDWRUOLJKWDQGWULJJHU
),5( ZDUQLQJ OLJKW RQ WKH DQQXQFLDWRU SDQHO DQG D WKHDXGLEOHZDUQLQJKRUQ
ZDUQLQJKRUQORFDWHGDERYHWKHSLORW7KH¿UHGHWHFWLRQ
V\VWHPSURYLGHVWKHPHDQVWRGHWHFWD¿UHRURYHUKHDW
FRQGLWLRQLQWKHHQJLQHFRPSDUWPHQWDQGDOHUWWKHFUHZ
E\YLVXDODQGDXGLEOHLQGLFDWLRQV
ALARM MODULE

/RFDWHGLQWKHLQWHULRUFDELQWRSRQWKHOHIWVLGHRIWKH
FIRE DETECTION LOOP RYHUKHDGFRQVROHWKHDODUPPRGXOHFRQWDLQVFLUFXLWV
ZKLFKRSHUDWHDQLQWHUQDOKRUQ7KHDODUPPRGXOHLV
QRW ¿HOG VHUYLFHDEOH  :KHQ WKH DODUP LV SURYLGHG D
JURXQG WKH KRUQ ZLOO VRXQG  7KH DODUP PRGXOH DOVR
KDV DQ RXWSXW WR WKH FRPPXQLFDWLRQV V\VWHP DXGLR
DPSOL¿HUWRSURYLGHWKHZDUQLQJWKURXJKKHDGSKRQHV

(OHFWULFDO SRZHU WR WKH DODUP PRGXOH LV SURYLGHG


WKURXJKDDPSFLUFXLWEUHDNHURQ%XV

(0(5*(1&<3257$%/(),5(
(;7,1*8,6+(5
7KH KHDW VHQVRU NQRZQ DV WKH )LUH 'HWHFWLRQ /RRS
FRQVLVWV RI WKUHH VHFWLRQV  (DFK VHFWLRQ LV PDGH XS
RI D ZLUH VXUURXQGHG E\ D VHPLFRQGXFWRU PDWHULDO 7KH ¿UH H[WLQJXLVKHU SURYLGHV SRUWDEOH ¿UH ¿JKWLQJ
HQFORVHG LQVLGH D VWHHO RXWHU VKHOO  :KHQ WKH ¿UH FDSDELOLW\ ,W PD\ EH XVHG WR H[WLQJXLVK ¿UHV RQ VROLG
GHWHFWLRQORRSVHQVHVKLJKWHPSHUDWXUHVLQWKHHQJLQH FRPEXVWLEOHV HOHFWULFDO RU OLTXLG IXHOHG ¿UHV 7KH
FRPSDUWPHQWWKHKHDWFDXVHVDFKDQJHLQUHVLVWDQFH H[WLQJXLVKHULVPRXQWHGLQDGXDOFODPSTXLFNUHOHDVH
RIWKHORRSWRJURXQG(DFKRIWKHWKUHHVHFWLRQVRIWKH EUDFNHW DVVHPEO\ 2Q WKH FDUJR YHUVLRQ WKH SRUWDEOH
¿UHGHWHFWLRQORRSLVUDWHGIRUDGLႇHUHQWWHPSHUDWXUH ¿UH H[WLQJXLVKHU LV PRXQWHG WR WKH IURQW VLGH RI WKH
OLVWHGDVIROORZV FDUJREDUULHUEHWZHHQWKHSLORW¶VDQGWKHFRSLORWVVHDW
7KHSRUWDEOH¿UHH[WLQJXLVKHULVPRXQWHGWRWKHIRUZDUG
OHIWKDQGGRRURQWKHSDVVHQJHUYHUVLRQ
SECTION LOCATION TEMPERATURE RATING:
1 FIREWALL 425°F (218°C)
AROUND THE
2 625°F (329°C)
EXHAUST
5($5(1*,1(
3 450°F (232°C)
COMPARTMENT

For Training Purposes Only 8-1


Revised: February 15, 2017
AS-08 Fire Prevention
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
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INDICATORS (0(5*(1&<352&('85(6

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CABIN FIRE

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CONTROLS

FIRE DETECT TEST SWITCH

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WR WKH DQQXQFLDWRU SDQHO :KHQ GHSUHVVHG WKH )LUH
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For Training Purposes Only 8-2


Revised: February 15, 2017
AS-08 Fire Prevention
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

PNEUMATICS Vacuum is obtained by passing regulated compressor


outlet bleed air through a vacuum ejector. Bleed air
ÀRZLQJ WKURXJK DQ RUL¿FH LQ WKH HMHFWRU FUHDWHV WKH
suction necessary to operate the instruments. The
vacuum system consists of the bleed air pressure
regulator, a vacuum ejector on the forward left side of
OVERVIEW WKH¿UHZDOODYDFXXPUHOLHIYDOYHDQGYDFXXPV\VWHP
DLU¿OWHURQWKHDIWVLGHRIWKH¿UHZDOOYDFXXPRSHUDWHG

T he pneumatic system provides suction to operate


attitude and directional instruments and distributes
engine bleed air to de-ice equipment and environmental
instruments and a suction gage on the left side of
the instrument panel, and a vacuum-low warning
annunciator on the annunciator panel.
controls.
SUCTION GAUGE
VACUUM SYSTEM
The suction gauge is located on the upper left side of
the instrument panel. The suction gauge is calibrated
A vacuum system provides the suction necessary to in inches of mercury and indicates suction available for
operate the left-hand attitude indicator and the right- operation of the attitude and directional indicators. The
hand directional indicator on some airplanes. On desired suction range is 4.5 to 5.5 inches of mercury up
airplanes with the KFC-250 autopilot, the right-hand to 15,000 feet altitude, 4.0 to 5.5 inches of mercury from
attitude indicator and right-hand direction indicator are 15,000 to 20,000 feet, and 3.5 to 5.5 inches of mercury
vacuum operated. On aircraft equipped with optional from 20,000 to 25,000 feet. The 15K, 20K, 25K and 30K
ÀLJKWLQWRNQRZQLFLQJHTXLSPHQWWKHYDFXXPV\VWHP PDUNLQJVDWWKHDSSURSULDWHVWHSORFDWLRQVLQGLFDWHWKH
LVDOVRXVHGWRKROGWKHGHLFHERRWVÀXVKZLWKWKHZLQJV altitude (in thousands of feet) at which the lower limit of
that arc segment is acceptable. A suction reading out

Steel tube Fire wall

Pneumatic
Pressure
Regulator

Cross fitting to
Deice boot flow Vacuum
Control valves Ejector Exhaust

PNEUMATICS SYSTEM COMPONENTS

For Training Purposes Only 9-1


Revised: February 15, 2017
AS-09 Pneumatics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
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of these ranges may indicate a system malfunction or VACUUM LOW ANNUNCIATOR


improper adjustment, and in this case, the attitude and
directional indicators should not be considered reliable.
A red VACUUM LOW annunciator is on the annunciator
panel. It warns the pilot of a possible low vacuum
PNEUMATIC PRESSURE REGULATOR condition existing in the vacuum system. Illumination
VALVE RIWKHDQQXQFLDWRUZDUQVWKHSLORWWRFKHFNWKHVXFWLRQ
gauge. The pilot should then be alert for possible
The pneumatic pressure regulator valve is mounted erroneous vacuum driven instrument indications.
on the right-side engine truss mount assembly. Engine
bleed air passes through and is regulated at 18 (±1)
PSI. This regulated bleed air is routed to the vacuum
HMHFWRUDQGNHHSVGHLFHERRWVÀXVKWRWKHZLQJZKHQ
they are not in use. There is a built in pressure relief
valve that will reduce pressure with it exceeds 22 PSI
and then reset once pressure is less than 20 PSI.

For Training Purposes Only 9-2


Revised: February 15, 2017
AS-09 Pneumatics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

PNEUMATICS SYSTEM DIAGRAM

For Training Purposes Only 9-3


Revised: February 15, 2017
AS-09 Pneumatics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

INDICATORS AND ANNUNCIATORS

ANNUNCIATOR PANEL

ENGINE OIL PRESS GENERATOR EMERGENCY AUX FUEL FUEL PRESS STARTER IGNITION
FIRE LOW OFF POWER LEVER PUMP ON LOW ENERGIZED ON

VOLTAGE VACUUM RESERVOIR LEFT RIGHT STBY ELECT FUEL SELECT


LOW LOW FUEL LOW FUEL LOW FUEL LOW PWR ON OFF

DOOR BATTERY BATTERY CHIP STBY ELECT WINDSHIELD DE-ICE


WARNING OVERHEAT HOT DETECTOR PWR INOP ANTI-ICE PRESSURE

VACUUM Indicates the vacuum system suction is less than approximately 3.0 in. Hg.
LOW

For Training Purposes Only 9-4


Revised: February 15, 2017
AS-09 Pneumatics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

INDICATORS AND ANNUNCIATORS CONTINUED

ANTI-ICE CONTROL PANEL

10 20
0 30

5
4 6
PROP ANTI-ICE 15K
3 20K 7
25K
AMPS 30K

2 8

SUCTION
IN HG

1. SUCTION Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Indicates instrument vacuum pressure

For Training Purposes Only 9-5


Revised: February 15, 2017
AS-09 Pneumatics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

NORMAL OPERATION LIMITATIONS

The pneumatic system functions from bleed air forced Green Arc indicates desired suction range based on
through a pneumatic pressure regulator valve and altitude.
then passed through a vacuum ejector. This pressure
regulated bleed air then provides the suction necessary SUCTION GAUGE LIMITATIONS
to operate the attitude and directional indicators, based UP TO 15,000 FEET 4.5 to 5.5 in HG
on the autopilot installed, and the boots, if installed. The
suction gauge on the anti-ice control panel indicates 15,000 - 20,000 FEET 4.0 to 5.5 in HG
the vacuum pressure in this system. 20,000 - 25,000 FEET 3.5 to 5.5 in HG

EMERGENCY PROCEDURES

Emergency procedures include, but are not limited


to, the following items. These may or may not include
immediate action memory items. Further information
is available in the AFM/POH section 3 and the QRH
FKHFNOLVW

EMERGENCY OPERATION IN CLOUDS

For Training Purposes Only 9-6


Revised: February 15, 2017
AS-09 Pneumatics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
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For Training Purposes Only 10-1


Revised: February 15, 2017
AS-10 Ice Protection
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

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For Training Purposes Only


Revised: February 15, 2017
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AND REFREEZES. THIS BUILD UP OF RUNBACK
ICE MAY CAUSE A LOSS IN PROPELLER
EFFICIENCY WHICH, REDUCES AIRPLANE
3523(//(5$17,,&(%2276 PERFORMANCE. THIS CHARACTERISTIC MAY
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Revised: February 15, 2017
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Revised: February 15, 2017
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  386+2))                                         &ORVHVDERYHPHQWLRQHGVPDOOGRRUVKXWWLQJRႇUDPDLU
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For Training Purposes Only


Revised: February 15, 2017
 AS-11 Air Conditioning
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

1250$/23(5$7,216 /,0,7$7,216

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For Training Purposes Only 11-11


Revised: February 15, 2017
AS-11 Air Conditioning
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

7KLVSDJHLQWHQWLRQDOO\OHIWEODQN

For Training Purposes Only 11-12


Revised: February 15, 2017
AS-11 Air Conditioning
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

PRESSURIZATION

T his is not applicable for the Caravan 208 Series of


Aircraft.

For Training Purposes Only 12-1


Revised: December 7, 2016
AS-12 Pressurization
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

This page intentionally left blank.

For Training Purposes Only 12-2


Revised: December 7, 2016
AS-12 Pressurization
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

HYDRAULIC POWER
SYSTEMS

T his is not applicable for the Caravan 208 Series of


Aircraft.

For Training Purposes Only 13-1


5HYLVHG'HFHPEHU
AS-13 Hydraulic Power Systems
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
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This page intentionally left blank.

For Training Purposes Only 13-2


5HYLVHG'HFHPEHU
AS-13 Hydraulic Power Systems
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

$ EUDNH ÀXLG UHVHUYRLU ORFDWHG MXVW IRUZDUG RI WKH


LANDING GEAR AND ¿UHZDOO RQ WKH OHIW VLGH RI WKH HQJLQH FRPSDUWPHQW
SURYLGHV DGGLWLRQDO EUDNH ÀXLG IRU WKH EUDNH PDVWHU
BRAKES F\OLQGHUV7KHÀXLGLQWKHUHVHUYRLUVKRXOGEHFKHFNHG
IRUSURSHUOHYHOSULRUWRHDFKÀLJKW

For maximum brake life, keep the brake system properly


maintained. Early serial airplanes were equipped with
LANDING GEAR SYSTEM organic-type brake linings and brake life is prolonged by
conservative brake application during taxi operations
and landings. Airplanes with serial numbers 208B0103
T he landing gear is of
the tricycle type with a
steerable nose wheel and
and On, and early serial airplanes with replaced
linings may have metallic-type brakes, and require a
two main wheels. Shock special brake burn-in before delivery (or after brake
absorption is provided by replacement). Unlike organic brakes, the day-to-day
the tubular springsteel main EUDNLQJWHFKQLTXHLVGLႇHUHQW:KHQFRQGLWLRQVSHUPLW
landing gear struts, an KDUGEUDNHDSSOLFDWLRQLVEHQH¿FLDOLQWKDWWKHUHVXOWLQJ
interconnecting spring-steel higher brake temperatures tend to maintain proper
tube between the two main brake glazing and will prolong the expected brake life.
landing gear struts, and the Conversely, the habitual use of light and conservative
QRVHJHDURLO¿OOHGVKRFNVWUXW brake application is detrimental to metallic brakes.
and spring-steel drag link.
Each main gear wheel is equipped with a hydraulically- Some of the symptoms of impending brake failure are:
actuated single-disc brake on the inboard side of each
wheel. To improve operation from unpaved runways, 1.Gradual decrease in braking action after brake
and in other conditions, the standard nose gear fork application,
can be replaced with a three-inch extended nose gear
fork. 2. Noisy or dragging brakes,

3. Soft or spongy pedals, and


BRAKE SYSTEM 4. Excessive travel and weak braking action.

If any of these symptoms appear, the brake system is


The airplane has in need of immediate attention. If, during taxi or landing
a single-disc, roll, braking action decreases let up on the pedals
hydraulically- and then re-apply the brakes with heavy pressure. If
actuated brake on the brakes become spongy or pedal travel increases,
each main landing pumping the pedals should build braking pressure. If
gear wheel. Each one brake becomes weak or fails, use the other brake
brake is connected, sparingly while using opposite rudder, as required, to
by a hydraulic line, RႇVHWWKHJRRGEUDNH
to a master cylinder
attached to each of
the pilot’s rudder pedals. The brakes are operated by
applying pressure to the top of either the left (pilot’s) or
right (front passenger’s) set of rudder pedals, which are
interconnected. When the airplane is parked, both main
wheel brakes may be set by utilizing the parking brake
which is operated by a handle on the lower left side of
the instrument panel. To apply the parking brake, set
the brakes with the rudder pedals and pull the handle
aft. To release the parking brake, push the handle fully
in.

For Training Purposes Only 14-1


Revised: February 15, 2017
AS-14 Landing Gear and Brakes
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

RUDDER
Brake Fluid PEDALS
Reservoir
PARKING
BRAKE

PARKING
BRAKE
VALVE

BRAKES

NORMAL BRAKE SYSTEM

RUDDER
PEDALS

ADJUSTABLE
STEERING
TUBE-BUNGEE

NOSE
GEAR
STRUT

NOSE WHEEL STEERING SYSTEM

For Training Purposes Only 14-2


Revised: February 15, 2017
AS-14 Landing Gear and Brakes
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

PARKING CONTROLS

When parking the airplane, head into the wind and RUDDER PEDALS
set the parking brakes. Do not set the parking brakes
during cold weather when accumulated moisture may
freeze the brakes, or when the brakes are overheated. Each brake is connected, by a hydraulic line, to a master
Install the control wheel lock, engage the rudder lock, cylinder attached to each of the pilot’s rudder pedals.
and chock the wheels (if the brakes are not utilized) The brakes are operated by applying pressure to the
to prevent airplane movement. In severe weather and top of either the left (pilot’s) or right (front passenger’s)
high wind conditions, tie the airplane down as outlined set of rudder pedals, which are interconnected. With
in the following paragraph. the rudder pedals depressed, the spring-loaded
steering bungee will turn nose wheel up to 15° left/right
CAUTION RI FHQWHU +RZHYHU GLႇHUHQWLDO EUHDNLQJ DOORZV QRVH
ANY TIME THE AIRPLANE IS LOADED HEAVILY, wheel to turn up to 56° left/right of center.
THE FOOTPRINT PRESSURE (PRESSURE OF
THE AIRPLANE WHEELS UPON THE CONTACT PARKING BRAKE
SURFACE OF THE PARKING AREA OR RUNWAY)
WILL BE EXTREMELY HIGH, AND SURFACES
SUCH AS HOT ASPHALT OR SOD MAY NOT When the airplane is parked, both main wheel brakes
ADEQUATELY SUPPORT THE WEIGHT OF THE may be set by utilizing the parking brake which is
AIRPLANE. PRECAUTIONS SHOULD BE TAKEN operated by a handle on the lower left side of the
TO AVOID AIRPLANE PARKING OR MOVEMENT
instrument panel. To apply the parking brake, set the
ON SUCH SURFACES.
brakes with the rudder pedals and pull the handle aft.
To release the parking brake, push the handle fully in.

For Training Purposes Only 14-3


Revised: February 15, 2017
AS-14 Landing Gear and Brakes
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS

YOKES AND RUDDER PEDALS

DO NOT TAKEOFF WITH ICE/FROST/SNOW ON THE


AIRCRAFT.
2605070-9

UP

TRIM
DN

TRIM
UP

10°

NOSE
DOWN
Cessna Cessna
Caravan I Caravan I

20°

NOSE
UP MAX
MAP LIGHT
LO HI

CAUTION
USE BETA AND REVERSE ONLY
WITH ENGINE RUNNING AND
PROPELLER OUT OF FEATHER

AILERON TRIM
FUEL SHUTOFF
L R PULL OFF

NOSE RUD TRIM NOSE


L R

1 1

1. RUDDER PEDALS
APPLY INCREASING PRESSURE TO TOP. . . . . . . . . . Applies increasing pressure from the brakes to the landing gear
REMOVE PRESSURE FROM THE TOP . . . . . . . . . . . . . . . . . . . Removes pressure from the brakes to the landing gear

For Training Purposes Only 14-4


Revised: February 15, 2017
AS-14 Landing Gear and Brakes
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

CONTROLS CONTINUED

LOWER RIGHT PEDESTAL

LIGHTS BRT
INE
L FLT PANEL R FLT PANEL
L FLOOD R FLOOD

PROP BOOT
PRESS

AUTO
LWR PANEL/ ENG INST
PED/OVHD
OFF OFF CW/CKT BKR RADIO

MANUAL
MANUAL

PARKING
BRAKE
PULL

1. PARKING BRAKE
PULL-ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sets parking brake, with brakes already engaged by rudder pedals
PUSH-OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disengages parking brake

For Training Purposes Only 14-5


Revised: February 15, 2017
AS-14 Landing Gear and Brakes
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

NORMAL OPERATIONS LIMITATIONS

NOSE WHEEL TIRE PRESSURE:

30-42 PSI on 22x8.00-8, 6-Ply Rated Tire.

MAIN WHEEL TIRE PRESSURE:

53-57 PSI on 8.50-10, 8-Ply Rated Tires.

35-45 PSI on 29x11.00-10, 10-Ply Rated Tires.

NOSE GEAR SHOCK STRUT:

.HHS¿OOHGZLWK0,/+K\GUDXOLFÀXLGSHU¿OOLQJ
instructions placard. No air pressure is required in
The nose landing gear and both the main landing strut.
JHDUVVKRXOGEHFKHFNHGGXULQJSUHÀLJKWIRUSURSHUWLUH
LQÀDWLRQDQGFRQGLWLRQRIJHDU7KHPDLQODQGLQJJHDU BRAKES:
OHJV LILQVWDOOHG VKRXOGEHFKHFNHGGXULQJWKHSUHÀLJKW
as well for tears, abrasions and cleanliness. Brakes 6HUYLFH EUDNH ÀXLG UHVHUYRLU ZLWK 0,/+
VKRXOGEHFKHFNHGGXULQJWD[LLQJDQGEHIRUHWDNHRႇ K\GUDXOLF ÀXLG DV SODFDUGHG RQ UHVHUYRLU 0DLQWDLQ
ÀXLGOHYHOEHWZHHQ0,1DQG0$;PDUNLQJV

EMERGENCY OPERATIONS FRANGIBLE STOP:

The frangible stop will fracture if turning radius of


Emergency procedures include but are not limited to nose wheel exceeds 56° while towing.
the following items. These may or may not include
immediate action memory items. Further information
is available in the AFM/POH section 3 and the QRH
checklist.

LANDING GEAR MALFUNCTION PROCEDURES

LANDING WITH FLAT MAIN TIRE

LANDING WITH FLAT NOSE TIRE

For Training Purposes Only 14-6


Revised: February 15, 2017
AS-14 Landing Gear and Brakes
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

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For Training Purposes Only 15-1


Revised: February 15, 2017
AS-15 Flight Controls
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CONTROLS

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For Training Purposes Only 15-7


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For Training Purposes Only 15-8


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Revised: February 15, 2017
 AS-15 Flight Controls
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AVIONICS COMM VOLUME CONTROL (OFF/PULL


TEST)

The Comm Volume Control rotary switch turns set on or


RႇDQGDGMXVWVWKHYROXPHRIFRPPXQLFDWLRQUHFHLYHU
audio. When the switch is pulled out, automatic squelch
COMMUNICATION & NAVIGATION 1s activated.
RADIOS:
READOUT DISPLAY

GARMIN GNS 430W The Readout Display provides a display of the active
frequency in use (USE) on the left and the selected
standby (STBY) frequency on the right. The frequency
LV GLVSOD\HG LQ PHJDKHUW] :KHQ WKH PLFURSKRQH LV
keyed, a lighted ‘T’ appears between the USE and STBY
displays to indicate that the transceiver is operating in
the transmit mode.

COMMUNICATION FREQUENCY SELECTOR


KNOBS

A Garmin GNS 430W IFR navigation/communication Rotating the two concentric frequency selection knobs
system is located in the center section of the instrument beneath the display can change the frequency displayed
panel. The unit, which is designated as NAV/COMM in the STBY window. The outer, larger selector knob
1, incorporates GPS, WAAS, VOR/LOC/GS navigation LV XVHG WR FKDQJH WKH 0+] SRUWLRQ RI WKH IUHTXHQF\
and VHF communications functions. Refer to the GLVSOD\WKHVPDOOHUNQRE 38//. FKDQJHVWKHN+]
Garmin 400W Series Quick Reference located at portion. Clockwise rotation of these knobs increases
the end of this chapter for an overview of the unit’s the frequency and counterclockwise decreases it.
capabilities.
COMMUNICATION FREQUENCY TRANSFER
KX-165 NAVIGATION/COMMUNICATION BUTTON
TRANSCEIVER
The Communication Frequency Transfer Button
interchanges the frequencies in the USE and STANDBY
displays. Depressing the transfer button beneath
the display causes the two frequencies to exchange
positions. Only the STBY frequency can be changed.
When the desired frequency has been selected in the
STBY window, it can be moved into the USE frequency
position by pressing the transfer button.

A single KX-165 Navigation/Comm unit is located on KMA-24 AUDIO CONTROL PANEL/MAKER


the right-center section of the instrument panel and is
BEACON RECEIVER
designated as NAV/COMM 2. The left half of the KX
155/165 display is dedicated to the communications
frequencies. The set includes a 720 channel VHF
communications receiver-transmitter, which functions
EHWZHHQ0+]DQG0+]ZLWKN+]
spacing. All controls required for operation are located
on the front panel of the unit. The KMA-24 Audio Control Panel is located above the
GNS 430W on the instrument panel. The King Audio
&RQWURO 6\VWHP LV D FRPELQDWLRQ DXGLR DPSOL¿HU DQ
audio distribution panel, and a marker beacon receiver.
For Training Purposes Only 16-1
Revised: April 12, 2017
AS-16 Avionics
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7KH LQWHJUDO DXGLR DPSOL¿HU SURYLGHV DPSOL¿FDWLRQ RI MICROPHONE SWITCH


the audio signals for the speaker system. All controls
required for operation are located on the front panel of The Microphone Switch is located on the top side of
the unit. the left handle of each control wheel assembly. When
either control wheel microphone switch is depressed, it
AUDIO SELECTOR BUTTONS activates the respective location’s auxiliary microphone.

All receiver audio distribution functions are controlled SPEAKERS


by two rows of alternate action pushbuttons. The
upper row allows for selection of received audio The speakers are located in the headliner above the
for the speakers and the lower row allows receiver pilot and co-pilot’s seat.
selection for the headphones. Audio selection includes
COMM1/2, NAV1/2, DME, Marker Beacon and the .5',*,7$/$')&21752/5(&(,9(5
ADF. The TEL function is not active on the Model
DLUFUDIW6HSDUDWH$872SXVKEXWWRQVIRUVSHDNHU
and a headphone allows for automatic switching of
the receiver with rotation of the microphone selector
switch. Both rows are completely independent of each
other, allowing simultaneous use of speaker and/or
KHDGSKRQHV 7KH +HDGSKRQH DPSOL¿HU UHPDLQV LQ
operation with the Microphone Selector switch in the 7KH .5 'LJLWDO $') &RQWURO5HFHLYHU ORFDWHG RQ
OFF position. the Center Radio Panel, is a combination control, ADF
receiver and electronic timer. The receiver provides
FRQWLQXRXVN+]GLJLWDOWXQLQJLQWKHIUHTXHQF\UDQJH
MICROPHONE SELECTOR KNOB (MIC)
RIN+]
The knob allows the pilot to select microphone inputs.
When the knob is rotated to any position, the speaker OFF/VOLUME (OFF/VOL) CONTROL KNOB
DPSOL¿HULVDFWLYDWHG,QHLWKHUWKH&200RU&200
positions, the pilot is able to transmit over the respective 7KH 2ႇ9ROXPH 2))92/  &RQWURO .QRE FRQWUROV
VHF transceiver. When the selector knob is placed primary power and audio output level.
in the INT position this allows intercommunication
between the pilot and the front seat passenger when ADF PUSHBUTTON
either control wheel MIC switch is keyed or auxiliary
PLFURSKRQH MDFNV DUH LQVWDOOHG 7KH 7(/ DQG (;7 The ADF Pushbutton alternately selects between
SRVLWLRQV DUH QRW XVHG RQ WKH 0RGHO  DLUFUDIW $OO the Automatic Direction Finder (ADF) mode, when
receiver outputs are electronically muted whenever the depressed and the Antenna (ANT) mode when the
microphone is keyed, to prevent undesirable transmitter button is in the out position.
feedback.
BFO PUSHBUTTON
COMMUNICATIONS INTERFACE
The BFO Pushbutton selects the Beat Frequency
Oscillator (BFO) when depressed. The Beat Frequency
AUXILIARY JACKS Oscillator permits unmodulated carrier wave and
DVVRFLDWHG 0RUVH FRGH LGHQWL¿HU EURDGFDVWV WR EH
Jack panels are located on either side of the instrument heard.
panel. They provide the connection points for the audio
headsets and the auxiliary microphones. FREQUENCY (FRQ) TRANSFER
PUSHBUTTON
AUXILIARY HAND MICROPHONE
Interchanges the frequencies in the USE and STBY/
A single hand microphone is located on the pedestal. TIMER displays. Depressing the transfer button
beneath the display causes the two frequencies to

For Training Purposes Only 16-2


Revised: February 15, 2017
AS-16 Avionics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

exchange positions. When the desired frequency has STANDBY FREQUENCY DISPLAY
been selected in the STBY /TIMER window, it can be
moved into the USE frequency position by pressing the Provides a display of the selected standby frequency in
transfer button. Depressing the transfer button will also N+]RUWLPH 67%<7,0(5 LQERWKKRXUVDQGPLQXWHV
return the selected frequency display when the window IRUÀLJKWWLPHRUPLQXWHVDQGVHFRQGVIRUHODSVHGWLPH
is operating in the Timer mode.
TIMER MODE ANNUNCIATION
FLIGHT TIME/ ELAPSED TIME (FLT/ET)
MODE SELECTOR PUSHBUTTON ,QGLFDWHVHLWKHUWKHÀLJKWWLPHU )/7 RUHODSVHGWLPHU
(ET) is selected and displayed in STBY /TIMER window.
The Flight Time/ Elapsed Time (FLT/ET) Mode Selector
Pushbutton alternately selects either the Flight Timer or
the Elapsed Timer mode when depressed. ATTITUDE INSTRUMENTATION:
SET/RESET (SET/RST) PUSHBUTTON
KI-256 VACUUM DRIVEN FLIGHT COMMAND
The Set/Reset (SET/RST) Pushbutton resets the INDICATOR
elapsed timer when depressed, regardless of whether
the timer is displayed or

FREQUENCY SELECTOR KNOBS

Rotating the two concentric frequency selection


knobs beneath the display can change the frequency
displayed in the STBY /TIM ER window. The outer,
larger selector knob is used to change the 100’s to
1000’s portion of the frequency display; the smaller
knob, when pulled out changes the 1’s portion and
when pushed in changes the 10’s portion of the display.
These knobs also select desired time for the elapsed
timer. Clockwise rotation of the knobs increases the
frequency and counterclockwise motion decreases it.

MODE ANNUNCIATION

Indicates either the Antenna Mode or ADF Mode The Kl-256 Flight Command Indicator is a vacuum
is selected. Bearing pointer on RMI is activated, if operated gyro located on the Left Instrument Panel that
selected to ADF. displays aircraft attitude as a conventional attitude gyro.
The indicator also provides pitch and roll information to
OPERATING FREQUENCY DISPLAY the autopilot system. The Roll Attitude Index displays
aircraft roll attitude with respect to the roll attitude scale.
Provides a display of the active frequency in the The Roll Attitude Scale is marked at 0, + or -10, 20, 30,
IUHTXHQF\UDQJHRI.+]  DQG  GHJUHHV 7KH 3LWFK$WWLWXGH 6FDOH PRYHV
with respect to the symbolic aircraft to present pitch
BFO ANNUNCIATION attitude. The scale is graduated at 0, + or - 5, 10, 15, 20,
and 25 degrees. The Command Bar displays computed
Indicates Beat Frequency Oscillator is selected. VWHHULQJ FRPPDQGV UHIHUHQFHG WR WKH ¿[HG V\PEROLF
DLUFUDIWZKHQWKHÀLJKWGLUHFWRUPRGHLVVHOHFWHG7KH
6\PEROLF $LUFUDIW LV D ¿[HG V\PERO WKDW DOORZV WKH
FRQ ANNUNCIATION
relationship of pitch and roll attitude of the movable
Indicates selected frequency is displayed in STBY/ background to be displayed with respect to the aircraft.
TIMER window.

For Training Purposes Only 16-3


Revised: February 15, 2017
AS-16 Avionics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

'XULQJÀLJKWGLUHFWRURSHUDWLRQWKHDLUFUDIWLVÀRZQWR of rudder and aileron control input. The Gyroscopic


DOLJQWKH¿[HGDLUFUDIWV\PEROZLWKWKHFRPPDQGEDUWR Rate of Turn indicator displays aircraft rate of turn.
VDWLVI\WKHÀLJKWGLUHFWRUFRPPDQGV When the turn needle is aligned with the “dog house”
marking on either side of the top scale, a standard rate,
COPILOT’S ATTITUDE INDICATOR 2 minute, turn is indicated. The Turn Indicator Fail Flag
indicates that displayed turn information is invalid. The
,QFOLQRPHWHULVDÀXLG¿OOHGLQVWUXPHQWZLWKDEDOOWKDW
moves according to gravitational and centrifugal forces
acting upon the aircraft.

PITOT STATIC SYSTEM


OVERVIEW AND INSTRUMENTS

PILOT’S PITOT STATIC SYSTEM

The pitot static system supplies ram air pressure to the


airspeed indicator and static pressure to the airspeed
indicator, vertical speed indicator, and altimeter. The
system is composed of a heated pitot static tube
mounted on the leading edge of the left wing, a static
pressure alternate source valve located below the de-
7KH +RUL]RQ *\UR ,QGLFDWRU PRXQWHG LQ WKH 5LJKW
ice/anti-ice switch panel, a drain valve located on the
instrument Panel, is an electrically operated gyro that
left sidewall beneath the instrument panel, an airspeed
provides the pilot with a visual indication of the aircraft’s
pressure switch located behind the instrument panel,
pitch and roll attitude with respect to the earth. The Roll
and the associated plumbing necessary to connect the
Attitude Index displays aircraft roll attitude with respect
instruments and sources.
to the roll attitude scale. The Roll Attitude Scale is
PDUNHGDWRUDQGGHJUHHV7KH The pitot static heat system consists of a heating
Pitch Attitude Scale moves with respect to the symbolic element in the pitot static tube, a two-position toggle
aircraft to present pitch attitude. The scale is graduated switch, labeled PITOT/STATIC HEAT, on the de-
at 0, + or - 5, 10, 15, 20, and 25 degrees. The Symbolic LFHDQWLLFH VZLWFK SDQHO DQG D ³SXOORႇ´ W\SH FLUFXLW
$LUFUDIW LV D ¿[HG V\PERO WKDW DOORZV WKH UHODWLRQVKLS breaker, labeled LEFT PITOT HEAT, on the left sidewall
of pitch and roll attitude of the movable background to switch and circuit breaker panel. When the pitot-static
be displayed with respect to the aircraft. The Gyro Fail heat switch is turned on, the element in the pitot static
Flag indicates that the displayed attitude is invalid. The tube is heated electrically to maintain proper operation
3XOOIRU4XLFN(UHFW.QRELVXVHGIRULQÀLJKWDGMXVWPHQW in possible icing conditions.
RIWKHV\PEROLFDLUSODQHWRWKHKRUL]RQEDUIRUDPRUH
DFFXUDWHÀLJKWDWWLWXGHLQGLFDWLRQ A static pressure alternate source valve is installed
below the deice/anti-ice switch panel, and can be used
TURN AND BANK if the static source is malfunctioning. This valve supplies
INDICATORS static pressure from inside the cabin instead of from the
pitot static tube. If erroneous instrument readings are
suspected due to water or ice in the pressure line going
The Turn and Bank to the static pressure source, the alternate source valve
Indicators, located on should be pulled on. Pressures within the cabin will
the lower left comers vary with vents open or closed. Refer to POH Sections
of both the Left and  DQG  IRU WKH HႇHFW RI YDU\LQJ FDELQ SUHVVXUHV RQ
Right Instrument airspeed and altimeter readings.
Panels, provide a
display of rate of turn
and coordination
For Training Purposes Only 16-4
Revised: February 15, 2017
AS-16 Avionics
3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ
&ඉකඉඞඉඖ6ඍකඑඍඛ඗ඎ$එකඋකඉඎග

PILOT’S PITOT STATIC SYSTEM


A drain valve is incorporated into the system and is DQWLLFH VZLWFK SDQHO D ³SXOORႇ¶ W\SH FLUFXLW EUHDNHU
located on the left cabin sidewall beneath the instrument labeled RIGHT PITOT HEAT, on the left sidewall switch
panel. The valve is used to drain suspected moisture and circuit breaker panel , and the associated wiring.
accumulation in the system by lifting the drain valve
lever to the OPEN position as indicated by the placard 7KHGUDLQYDOYHLQFRUSRUDWHGLQWRWKHULJKWÀLJKWSDQHO
DGMDFHQWWRWKHYDOYH7KHYDOYHPXVWEHUHWXUQHGWRWKH static system functions identically to the standard
&/26('SRVLWLRQSULRUWRÀLJKW system drain valve. Use the right valve to drain
suspected moisture accumulation in the system lines
COPILOT’S STATIC SYSTEM as indicated by the placard, labeled STATIC SOURCE
'5$,123(1&/26('DGMDFHQWWRWKHYDOYH0DNH
sure the valve is returned to the CLOSED position prior
A second, independent pitot-static system is included WRÀLJKW
IRU WKH ULJKW ÀLJKW LQVWUXPHQW SDQHO 7KH V\VWHP
supplies ram air pressure to the airspeed indicator AIRSPEED INDICATORS
and static pressure to the airspeed indicator, vertical
VSHHGLQGLFDWRUDQGDOWLPHWHUXWLOL]HGLQWKHULJKWÀLJKW
panel instrument group. The system is composed of a The airspeed
heated pitot-static tube on the leading edge of the right indicators are
wing, a drain valve on the right cabin sidewall beneath calibrated in knots.
the instrument panel, and the plumbing necessary Limitation and range
to connect the instruments to the sources. The right markings (in KIAS)
SLWRWVWDWLFV\VWHPLVQRWFRQQHFWHGWRWKHSLORW¶VÀLJKW include the white arc
instrument pitot-static (left) system. IXOO ÀDS RSHUDWLQJ
range of 50 to 125
7KHSLORWVWDWLFKHDWV\VWHPIRUWKHULJKWÀLJKWLQVWUXPHQW knots), green arc
panel consists of a heating element in the right pitot- (normal operating
static tube, the standard system two-position toggle range of 63 to 175
switch, labeled PITOT/STATIC HEAT, on the de-ice/ knots), and a red line
(maximum speed of 175 knots).

For Training Purposes Only 16-5


Revised: February 15, 2017
AS-16 Avionics

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