13467553-Beechjet 400a Pilot Training Manual Download PDF

Beechjet 400A
Initial
Pilot Training Manual
INTRODUCTION
QUICK REFERENCE
OPERATING PROCEDURES
SYSTEMS
SimuFlite
December 2005
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NOTICE: This Beechjet 400A Training Manual is to be used

for aircraft familiarization and training purposes only. It is not
to be used as, nor considered a substitute for, the
manufacturer’s Pilot or Maintenance Manuals.
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Copyright © 2005, CAE SimuFlite, Inc.

All rights reserved.
Excerpted materials used in this publication

have been reproduced with permission of
Raytheon Aircraft Corporation.
Printed in the United States of America.

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committed to providing responsive, service-oriented training
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The Staff of CAE SimuFlite
Beechjet 400A Developed for Training Purposes 1-1

September 2001
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CAE SimuFlite
1-2 Developed for Training Purposes Beechjet 400A

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Introduction
This manual is a stand-alone document appropriate for various

levels of training. Its purpose is to serve as an informational Using this
resource and study aid.
The Quick Reference chapter provides limitations and other data
Manual
for quick review.
The Operating Procedures section contains chapters that pro-
vide a pictorial preflight inspection of the aircraft, normal proce-
dures in an expanded format, standard operating procedures,
maneuvers, and other information for day-to-day operations.
The Flight Planning chapter covers weight and balance and per-
formance; a sample problem is included.
The Systems section is subdivided by aircraft system. Each sys-
tem chapter contains a discussion of components, preflight and
SPEED LIMITATIONS
(IND. MACH OR KT-IAS)
MHO (ABOVE 26,000 FT) 0.78
VMO (11,000-26,000 FT) 320
(BELOW 8,000 FT) 264
VLE 200
VFO (FLAP 10 OR FLAP 20) 200
(FLAP 30) 170
VLE (FLAP 10 OR FLAP 20) 200
(FLAP 30) 165
VLL 200
VWW 200 EMER LT
EXTERIOR LIGHT
LAND LIGHT
CABIN INST LIGHT TEST/ON
BATTERY IND ANTI ROTAT TAIL WING
SIGN LTS
RECOG
COLL BCN FLOOD INSP R
L GENMASTERR GEN FDR FAIL L
NORM SAFETY INTEG FLOOD
EXT/ON
ON
DIM
NAV
RET/OFF
OFF
ON/
EMER BRT OFF OFF
TEST
AS HORN GO NOGO
FSB OFF IND LTS
EMER H STAB WINDSHIELD
BATT FEED
INTERIOR LT L HIGH R
TEST ANTI/DEICE
COCKPIT CABIN ENGINE WING
L R
OFF
servicing procedures, and abnormal and emergency procedures.

COPLT INT LT
TEST LOW SYSTEM TEST
OFF
OFF
PLT INT LT
WIPER
HEATER
GEN RESET L R
ON
STATIC CENTER PED LT
NORM PILOT COPLT OFF
AOA PITOT
CTR INST & PARK
L R L R
O/H PNL LT
RESET
INVERTER
MAP LT
FUEL XFEED
ON
MAP LT
OFF FUEL TRANS
NO 1 OFF NO 2
IGNITION JET PUMP

BOOST PUMP
R L R
AUTO ON
L R L R L
ON NORM
ON RESET
OFF
OFF
JET PUMP XFEED JET PUMP
STBY
At the beginning of the Systems section, a list of systems is cross- ST

AL
L MASTER
CAUTION
RESET
XXXXXXX XXXXXX
MASTER
WARN
RESET
XXXXXX
FIRE BELL
CUT OFF
XXXXXX XXXXXXX
LH
THRUST
REV
EMR STOW
RH
THRUST
REV
EMR STOW
ANNUNCIATOR PANEL ASSY
BOT 1
ARMED
PUSH
FUEL &
HYDRAULIC
VALVE
SHUTOFF LH
ENGINE FIRE
PUSH LH
ENGINE FIRE
PUSH RH
FUEL &
HYDRAULIC
VALVE
SHUTOFF RH
BOT 2
ARMED
PUSH MASTER
WARN
RESET
MASTER
CAUTION
RESET
ST
AL
L
referenced to ATA codes to facilitate further self study, if desired,

XXXXXX XXXXXX XXXXXX XXXXXX XXXXXX
NI SETTING
FUEL CONSUMED LBS
AP XXXXXXX XXXXXX XXXXXX XXXXXX XXXXXXX
AHRS
PITCH & 0 0 0 XXXXXX XXXXXX XXXXXX XXXXXX XXXXXX
ALIGN
ROLL
AP
AHRS
PITCH &
ALIGN
ROLL
AHRS
BAT
TEST
with the manufacturer’s manuals.

STBY
PWR
AHRS CDU
AIR
PFD
DATA
Two graphics (right) in this manual direct your attention to a spe- 1

COMM
2 NAV
VOLUME CONTROL
MRK BCN DME ADF
RTU
1 DSABL
NORM
2
RMT TUNE
DSABL
NORM
ATC
1
2
MKR
HI
LO
cific location in the cockpit. They illustrate both the three-tube L

RUDDER
TRIM
M1
R
UP
L
ROLL
TRIM UP
M2
R
S
E
N
O
M3
and four-tube cockpit layouts.
B4TM-INTRO001i
SPEED LIMITATIONS
(IND. MACH OR KT-IAS)
MHO (ABOVE 26,000 FT) 0.78
VMO (11,000-26,000 FT) 320
(BELOW 8,000 FT) 264
VLE 200
VFO (FLAP 10 OR FLAP 20) 200
(FLAP 30) 170
VLE (FLAP 10 OR FLAP 20) 200
(FLAP 30) 165
VLL 200
VWW 200
EXTERIOR LIGHT EMER LT
LAND LIGHT
BATTERY CABIN IND INST LIGHT
SIGN TAIL TEST/ON
LTS ANTI ROTAT WING
L GENMASTERR GEN RECOG
FDR FAIL COLL BCN FLOOD INSP R
NORM SAFETY INTEG FLOOD L
EXT/ON
ON NAV
DIM
OFF RET/OFF
ON/
EMER BRT
OFF OFF
TEST
FSB OFF GO NOGO IND LTS
AS HORN
EMER
BATT FEED
INTERIOR LT ANTI/DEICE H STAB WINDSHIELD
TEST
COCKPIT CABIN L HIGH R
ENGINE WING
L R
OFF
COPLT INT LT
TEST LOW SYSTEM TEST
OFF
PLT INT LT OFF
HEATER WIPER
GEN RESET
L R
ON
STATIC CENTER PED LT
NORM
AOA PITOT PILOT COPLT OFF
CTR INST &
O/H PNL LT L R L R PARK
RESET
INVERTER
MAP LT
ON FUEL XFEED
MAP LT
NO 1 NO 2 OFF
OFF FUEL TRANS
IGNITION JET PUMP

BOOST PUMP
R L R
AUTO ON
L R L R L
ON NORM
ON RESET
OFF
OFF
STBY
JET PUMP XFEED JET PUMP
ANNUNCIATOR PANEL ASSY
FUEL & FUEL &

BOT 1 BOT 2
FIRE BELL HYDRAULIC ENGINE FIRE ENGINE FIRE HYDRAULIC
ARMED ARMED
LL
LH RH VALVE PUSH LH PUSH RH VALVE PUSH MASTER MASTER
MASTER MASTER THRUST
PUSH
CAUTION WARN THRUST SHUTOFF LH SHUTOFF RH WARN CAUTION
STA ST
REV REV RESET RESET
RESET RESET EMR STOW EMR STOW
CUT OFF
AL
L
XXXXXXX XXXXXX XXXXXX XXXXXX XXXXXXX
XXXXXX XXXXXX XXXXXX XXXXXX XXXXXX
NI SETTING
FUEL CONSUMED LBS
0 0 0
AP
AHRS
PITCH &
ALIGN
ROLL
AP
AHRS
PITCH &
ALIGN
ROLL
AHRS
BAT
TEST
STBY
PWR
AHRS CDU
AIR
PFD
DATA
ATC MKR
RTU RMT TUNE HI
COMM 1
1 2 NAV MRK BCN DME ADF 1 DSABL 2 DSABL
NORM NORM 2 LO
VOLUME CONTROL
M1
L R
RUDDER
TRIM
ROLL
M3
TRIM N
UP UP
O
S
E
M2
L R
B4TM-INTRO002i

September 2001
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CAE SimuFlite

September 2001
Main Menu Table of Contents
This reference contains the aircraft’s operating limits and require-

ments. All limitations are printed in italic, bold. Quick
This chapter serves as a convenient reference. Reference
Chapter 2

September 2001
Quick Reference
CAE SimuFlite

September 2001
Quick Reference
Quick Reference
General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

Table of
Cabin Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Cockpit Placards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Contents
Cabin Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Engine Instrument Markings. . . . . . . . . . . . . . . . . . . . . . 2-5
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Number of Occupants. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Weight/Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Maneuvering Load Factor. . . . . . . . . . . . . . . . . . . . . . . 2-10
Takeoff Weight Limitations . . . . . . . . . . . . . . . . . . . . . . 2-10
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Kinds of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
All Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
System Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Avionics System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Environmental. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Ice Protection Limitations . . . . . . . . . . . . . . . . . . . . . . . 2-27
Hydraulic System Limitations . . . . . . . . . . . . . . . . . . . . 2-27
JT15D-5 Power Plant Operating Limitations . . . . . . . . 2-28
Oxygen System Limitations . . . . . . . . . . . . . . . . . . . . . 2-32
Stall Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Gear and Nitrogen Bottle . . . . . . . . . . . . . . . . . . . . . . . 2-33
Fire Extinguisher. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33

September 2001
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CAE SimuFlite

September 2001
Table of Contents
Quick Reference
Cabin Emergency Exit General

Q The internal cabin emergency exit locking pin, if installed, must be
removed and stowed before the commencement of each flight. Limitations
Cockpit Placards
Q The flight compartment placards illustrate typical flight compart-
ment placards pertinent to operations and safety of flight. For
location and description of the placards, refer to Section II of the
Pilot’s Operating Manual.
Cabin Placards
Q The passenger compartment placards illustrate typical placards
which are of a limiting nature. For location and description of the
placards, refer to Section II of the Pilot’s Operating Manual.
Engine Instrument Markings

Red Radial Mark . . . . . . . . . . . . MAXIMUM OR MINIMUM LIMIT
Yellow Arc. . . . . . . . . . . . . . CAUTIONARY RANGE PERMISSIBLE
FOR SHORT DURATION OR IN
SPECIAL CIRCUMSTANCES
Green Arc . . . . . . . . . . . . . . . . . . . . NORMAL OPERATING RANGE
Ground Handling
Q
Always ensure the tow pin has been removed before any towing pro-
cedures are carried out.
Q When a towbar is attached to the nose gear, the airplane may be
steered by hand and positively controlled during all ground handling
operations.
Q
Always pull or push the towbar horizontally to keep the weight on
the nose wheel for positive steering action. Do not lift the towbar.
Q
The minimum towing radius is approximately 15% less than the
braked taxi-turning radius. For further details, refer to the Beech-
jet 400A Maintenance Manual.

September 2001
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CAE SimuFlite
Servicing
The following servicing procedures will help maintain the airplane.
Tires
Q
Maintain tire pressure to 125 ±5 PSI for the main landing gear
NOTE: Inflate tires with nitrogen.
tires and 120 ±5 PSI for the nose tire.
Window Cleaning (Airplanes RK-1 thru RK-242 not
Modified by Kit 128-5405)
NOTE: Do not use ammonia-

Q Never attempt to clean windows when dry. Flush the surface with
based cleaners. clean water or a mild soap solution, then rub lightly with a grit-free
soft cloth, sponge or chamois and dry. To remove stubborn grease
and oil deposits, use Naptha TT-N-95A Type II as a detergent and
rinse with clean water; avoid prolonged rubbing.
Q On airplanes RK-243 and after, and those airplanes modified with
Beechjet Kit 128-5405 (Window Coating Kit), clean windows in
accordance with the kit instructions.

September 2001
Table of Contents
Quick Reference
Airspeed Limitations Operational

This airplane complies with FAR 25 and FAR 36. Operations in com-
pliance with the limitations presented in this section and in the applica- Limitations
ble supplements in Section 7 are required by Federal Aviation
Regulations.
Speeds shown are Knots of Indicated Airspeed (KIAS) or Indicated
Mach (MI) as appropriate:
VMO (S.L. to 8,000 ft.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
VMO (8,000 to 11,000 ft.) . . . . . . . . . . . . . . . . . . . . . . . . .264 to 320 (1)
VMO (11,000 to 26,000 ft.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
MMO (above 26,000 ft.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.78
VA . . . . . . . . . . . . . . . . . . . SEE AIRSPEED LIMITATIONS GRAPH
VFE/VFO (Flaps 10º and 20º). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
VFO (Flaps 30º) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
VFE (Flaps 30º) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
VLE/VLO (Normal Operation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
VLO (Emergency Operation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
VLL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
VSB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LIMIT
MSB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LIMIT
VMCA (Flaps 0º) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
VMCA (Flaps 10º and 20º) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
VMCG (Flaps 0º, 10º and 20º). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
VWW (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
VTIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 (2)
(1) Linear variation between points shown.
(2) Stated in terms of true speed on the ground.

September 2001
Table of Contents
CAE SimuFlite
45,000
38,000 FT
40,000 246 KIAS
M
35,000 MO
=0
.78
30,000
ALTITUDE ~ FEET
VA
26,000 FT
25,000 320 KIAS
20,000
213 KIAS
15,000
FT. 11,000 FT
8000 S 320 KIAS
IA
10,000 264 K
VA
5000
210 KIAS
B4TM-QR001i
S.L.
160 180 200 220 240 260 280 300 320 340
150 170 190 210 230 250 270 290 310 330 350
IAS ~ KNOTS
Figure 2-1; Airspeed Limitations Graph
Number of Occupants
Flight Crew
Q The minimum crew is one pilot and one copilot.
Passengers
Q The total number of persons carried shall not exceed nine (9), nor
that for which approved seating accommodation is provided.
Weight/Balance
Center of Gravity Limitations
Q The airplane weight and center of gravity (CG) for all flight and
ground operations must be maintained within the applicable lim-
its. The flight limits (gear up or down) are automatically complied
with when the airplane, loaded to Zero Fuel Weight (ZFW), is
within the zero fuel envelope with the landing gear down.

September 2001
Table of Contents
Quick Reference
FUSELAGE FUEL IS RESTRICTED AS SPECIFIED FOR

ZONES A, B AND C WITH FULL WING FUEL:
ZONE A - ANY AMOUNT OF FUSELAGE FUEL UP TO FULL TANKS.
ZONE B - THE DIFFERENCE BETWEEN ZFW AND 13,437 POUNDS
MAY BE LOADED IN FUSELAGE TANKS.
ZONE C - FUSELAGE TANKS LIMITED TO THE VALUE SHOWN
ON THE GUIDELINE APPROPRIATE ZFW LOCATION.
KIT - REFERS TO RAYTHEON AIRCRAFT COMPANY KIT 128-5052
17000
17.6% MAC MAX RAMP WT W/ KIT 31.7% MAC

16,500 16500
MAX RAMP WT W/OUT KIT-MAX TAKEOFF W/ KIT
16300
MAX TAKE OFF WT W/OUT KIT
16100
16000
MAX LANDING WT
15700
15000
14000
WEIGHT (POUNDS)
300
400 MAX ZERO FUEL
500 WT. 13000 LBS
13000
600
700
ZONE 800 ZONE
C 900 B ZONE
12000
C
11388
11000
ZONE
2000
A
10000
ULL)
1456
2049 (F
1500
1600
1700
1900
1800
9000
10 15 20 25 30 35
13.3
CENTER OF GRAVITY % MAC
258.4 262.1 265.7 269.4 273.0 276.7

CENTER OF GRAVITY
FUSELAGE STATION (INCHES)
B4TM-QR002i
Figure 2-2; Loading Envelope Graph

December 2005
Table of Contents
CAE SimuFlite
Compartment Loading Limitations

Q The aircraft must be loaded in accordance with the Aircraft
Weight and Balance Manual and as placarded in the baggage/
stowage compartments.
Weight Limitations:
For aircraft modified by Raytheon Aircraft Company Kit 128-5052
and Hawker 400XP:
Maximum Taxiing (Ramp) Weight . . . . . 16,500 LB (7,484.40 KG)
Maximum Takeoff Weight. . . . . . . . . . . . 16,300 LB (7,393.68 KG)
For aircraft NOT modified by Raytheon Aircraft Company Kit
128-5052:
Maximum Taxiing (Ramp) Weight . . . . . 16,300 LB (7,393.68 KG)
Maximum Takeoff Weight. . . . . . . . . . . . 16,100 LB (7,302.96 KG)
All aircraft:
NOTE: Perform an inspection Maximum Landing Weight . . . . . . . . . . . 15,700 LB (7,121.52 KG)
as specified in Section 05-50-00 Maximum Zero Fuel Weight. . . . . . . . . . 13,000 LB (5,869.80 KG)
of the Beechjet 400/400A Main- Cabin Floor Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . 65 lb./sq. ft.
tenance Manual in the event of an Cabin Baggage Compartment (without galley) . . . . . . . . . . 150 lb.
overweight landing.
Cabin Baggage Compartment (with galley) . . . . . . . . . . . . . 100 lb.
Aft Cabin Baggage Compartment . . . . . . . . . . . . . . . . . . . . 350 lb.
Aft Cabin Baggage Compartment Floor Loading . . . 125 lb./sq. ft.
External Aft Baggage Compartment . . . . . . . . . . . . . . . . . . 450 lb.
External Aft Baggage Compartment Floor Loading . 100 lb./sq. ft.
Maneuvering Load Factor

Flaps 0 Degrees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -1.0 to 3.2 G
Flaps 10 Degrees, 20 Degrees and 30 Degrees . . . . . . . . . . . 0 to 2.0 G
Maximum accelerations can limit the allowable angle of bank in
turns and the severity of pull-up maneuvers.
Takeoff Weight Limitations

Q
Maximum Takeoff Weight is limited by the most restrictive of the
following:
- 16,300 lbs for aircraft modified by Raytheon Aircraft Company
Kit 128-5052 and Hawker 400XP;
16,100 lbs for aircraft NOT modified by Raytheon Aircraft
Company Kit 128-5052.
- Maximum Takeoff Weight to Achieve Takeoff Climb require-
ments in Section 5 of the AFM.
- Maximum Takeoff Weight Limited by Maximum Brake Energy
in Section 5 of the AFM.
- Maximum Takeoff Weight for the runway available and ambi-
ent conditions shown on the Takeoff Speeds and Field Length
tables and Correction graphs in Section 5 of the AFM.

December 2005
Table of Contents
Quick Reference
Q Performance data is provided in the AFM for the three different
takeoff flap settings: 0 degrees, 10 degrees, and 20 degrees. Each
setting provides performance advantages under different circum-
stances. In situations where the maximum takeoff weight is being
limited by climb requirements, brake energy limits, or available run-
way length, use of a different takeoff flap setting may allow a higher
takeoff weight.
Q The Environmental Control System (ECS) can be turned OFF to
increase available thrust during takeoff, thereby sometimes per-
mitting higher takeoff weights. If ECS OFF takeoff procedures are
used, it is mandatory that ECS OFF be used for approach and
landing in the event of an emergency return to the departure air-
port. The combined selection of ECS OFF and Engine Anti-Ice
ON is not permissible operation.
Q Takeoffs under icing conditions shall be conducted with an air-
plane free of ice, frost, and wet snow that is adhering to the air-
frame. The presence of such accumulations may result in
significant changes in the aerodynamic characteristics, drag, and
stalling speed of the airplane, which would invalidate published
performance data.
Enroute
Maximum Operating Altitude . . . . . . . . . . . . . . . . . . . . . . . 45,000 feet
Ambient Air Temperature . . . . . . . . . . . . . . . . . . . -65ºC to ISA +35ºC
Extension of gear, flaps or landing lights is prohibited above
20,000 feet.
Yaw Damper . . . . . .OPERABLE AND ON FOR FLIGHT IN ICING
CONDITIONS, OR FLIGHT ABOVE 28,000 FEET
Maximum Fuel Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 LB
Refrigeration Air
Conditioning Operation . . . . . PROHIBITED ABOVE 18,000 FEET

January 2004
Table of Contents
CAE SimuFlite
Landing
Q Maximum Landing Weight is limited by the most restrictive of the
following:
- 15,700 pounds
- Maximum Landing Weight to Achieve Approach Climb
Requirements
- Maximum Landing Weight Limited by Maximum Brake
Energy
- Maximum Landing Weight for the runway available and ambi-
ent conditions shown on the Landing Distance Graph
Q If ECS OFF procedures have been utilized for takeoff, it is manda-
tory that ECS OFF thrust settings be used for approach and land-
ing climb in the event of an emergency return to the airport of
departure.
Q The landing weight limits under icing conditions consider the
effects of a typical icing encounter on the airplane drag and flying
capabilities. Selection of the ECS OFF thrust setting combined
with Anti-Ice ON is prohibited.
Kinds of Operation
Q
This aircraft is certified in the Transport Category and is eligible for
the following kinds of operation when the appropriate instruments
and equipment required by the airworthiness and/or operating certif-
icate are installed and approved and are in operable condition:
- Day
- Night
- VFR
- IFR
- Known Icing Conditions.
The following operations are not authorized:
- Acrobatic Maneuvers
- Spins
- Takeoffs and landings from unprepared surfaces
- Not approved for ditching under FAR 25.801.

September 2001
Table of Contents
Quick Reference
All Operations
Q The trim system must be checked and operable prior to flight in
accordance with the procedure in Section 4 of the AFM. The Trim
System check may be omitted for turnaround operations where
only the left engine has been shutdown.
Q The stall warning system must be checked and operable prior to
flight in accordance with the procedure in Section 4 of the AFM.
Q The speedbrakes must be operable prior to flight in accordance
with the procedure in Section 4 of the AFM.
Q Rudder Boost must be operable and armed for all operations.
Q The cockpit voice recorder self-test must be successfully accom-
plished prior to flight.
Q Except for preflight check, do not operate Engine Anti-Ice system
during ground operations at temperatures above 10°C.
Q Combined selection of ECS OFF and Engine Anti-Ice ON is
prohibited.
Q
Windshield Anti-Ice system must be ON (LOW or HI) for all in-
flight operations. Use of windshield heat high mode is prohibited
during takeoff and landing.
Q
On airplanes RK-296 and after, and those airplanes modified by
Raytheon Kit No. 128-3058-1, pilot and copilot audio SPKR
switches must be ON if headsets are not worn.
Q
Do not operate strobe lights in clouds, fog, or on the ground near
other aircraft.
Q Do not operate weather radar on the ground in close proximity to
ground personnel.
Q Oxygen supply must be adequate for the intended flight. Quick
donning masks and smoke goggles must be on board for crew and
accessible for each flight. Passenger masks must be serviceable
when passengers are carried.
Q Do not operate anti-ice systems at ram air temperatures greater
than 10°C unless in actual icing conditions, as indicated by illumi-
nation of the ICING annunciator (if installed) or airframe ice
accumulation.
Q
Refrigeration Air Conditioning operation below 5°C is prohibited.
Q
RK-1 THRU RK-107 NOT MODIFIED BY Kit 128-4014-1,
128-4014-3, 128-4014-5 or 128-4016-1.

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CAE SimuFlite
Do not operate the Refrigeration Air Conditioning if any of the

following conditions exist:
- Horizontal stabilizer anti-ice ON.
- Horizontal stabilizer deice ON.
- Horizontal stabilizer deice backup ON.
Q RK-108 AND AFTER, RK-1 THRU RK-107 MODIFIED by Kit
128-4014-1, 128-4014-3, 128-4014-5 or 128-4016-1
During flight in icing conditions:
- Do not select 30º flaps within 15 seconds after selecting 10º
flaps.
- Operations using flap settings greater than 10º are limited to
within twenty minutes after initial flap extension. After twenty
minutes, use 10º flaps for landing.
Do not operate the Refrigeration Air Conditioning if any of the
following conditions exist:
- Horizontal stabilizer deice ON.
Q
RK-212 and After, and Those Airplanes modified by Raytheon Air-
craft Service Bulletin 28-3203 and Pratt & Whitney Service Bulletin
7526R1
If Hybrid Fuel Nozzles are installed on one or both engines, all air
starts must be performed within the limits presented by AIR
START ENVELOPE 2 in Section 3A of the AFM.
Q
Thrust reversers must be checked in accordance with the proce-
dure in Section 4 of the AFM prior to flight.
Q The LCD monitor in the Cabin Video Information System may
cause interference to COMM-1 only, when tuned to 125.0 MHZ.
The ability to communicate on COMM-1 is not affected.
Q
On airplanes modified by MOD drawing 004359, the use of cabin
auto temperature mode is prohibited.
Q
TAKEOFF AND LANDING OPERATIONS:
Maximum Weights. . . . . . . . . . . .SEE SECTION 5 OF THE AFM
Airfield Elevation (Pressure Altitude) . . . . . . . .UP TO 10,000 feet
Ambient Temperature . . . . . . . . . . . . . . . . . . . -40°C to ISA + 35°C
Maximum Tail Wind Component
for Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 knots
Maximum Fuel Imbalance for Takeoff . . . . . . . . . . . . . . . . 100 lb.
Maximum Fuel Imbalance for Landing . . . . . . . . . . . . . . . 300 lb.

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Quick Reference
Q Takeoff Limitations
Windshield Anti-Ice/Deice Switch (HI mode) . . . . PROHIBITED
Jet Pumps and Boost Pumps. . . . . . . . . . . . . . . . . . . . OPERABLE
Engine Fuel Control . . . . . . . . . . . . . . . . . . ON AND OPERABLE
Engine Synchronizer. . . . . . . . . . . . . . . . . . OFF FOR TAKEOFF
AND ENGINE OUT OPERATION
Yaw Damper. . . . . . . . . . . . . . . . . . . . . . . . . OFF FOR TAKEOFF
DURING ICING CONDITIONS
Battery Temperature
(RK-1 thru RK-97). . . . . . . . . . . .NO TAKEOFF PERMITTED IF
ABOVE 120°F AND CONTINUING
TO RISE (RK-1 thru RK-48, except RK-45)
NO TAKEOFF PERMITTED IF ABOVE
135°F AND CONTINUING TO
RISE (RK-45, RK-49 thru RK-97)
Refrigeration Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . OFF
Q Landing Limitations
Windshield Anti-Ice/Deice
Switch (HI mode) . . . . . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
Engine Synchronizer. . OFF FOR APPROACH, LANDING, AND
ENGINE OUT OPERATION
Cabin Pressurization. . . . . . UNPRESSURIZED FOR LANDING
Yaw Damper. . . . . . . . . . . OFF FOR TAKEOFF AND LANDING
Refrigeration Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . OFF

January 2004
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CAE SimuFlite

September 2001
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Quick Reference
Avionics System System

Q This avionics system is intended for use with Collins FMS Program
Number: Limitations
- RK-1 thru RK-64, except RK-52: 613-5470-017.
- RK-52, RK-65 thru -77, and RK-79 thru -98: 613-5470-025.
- RK-78, RK-99 and after: 613-5470-028.
Q The following Beechjet Pilot's Operating Manual must be immedi-
ately available to the flight crew:
- RK-1 thru RK-64, except RK-52: P/N 128-590001-97 or later
revision,
- RK-52, RK-65 thru RK-117, RK-119 thru RK-139: P/N
128-590001-149 or later revision,
- RK-118, RK-140 and after: P/N 128-590001-205 or later
revision.
Autopilot
Q
Approved for Category 1 ILS approaches only.
Q The autopilot and yaw damper must be disengaged for takeoff and
landing.
Q
Do not manually override the autopilot in flight.
Q Do not operate the autopilot during airplane trim malfunction.
Q Maximum speed limit for autopilot operation is unchanged from
the airplane maximum airspeed limit (VMO/MMO).
Q
Do not use autopilot below 200 feet above terrain.
Q A pilot must be seated at the controls with the seat belt and shoul-
der harness fastened during autopilot operations.
Q
Autopilot preflight check must be conducted and found satisfac-
tory prior to each flight on which the autopilot is to be used.
Q Both AHRS are required for autopilot operation.
Q
Nav captures, including localizer captures, must be accomplished
with an intercept angle of 90 degrees or less.
Q Increase final approach speed to VREF + 5 knots for autopilot cou-
pled approaches.
Q Localizer back course captures must be accomplished with an
intercept angle of 70 degrees or less.

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CAE SimuFlite
Q Do not use 1/2 Bank mode when conducting FMS based

approaches.
Q RK-1 thru RK-91, except RK-78.
- Use of speed brakes with autopilot engaged is prohibited.
(When Kit P/N 128-3023 is installed, this limitation no longer
applies).
EFIS
Q The third attitude indicator and standby power supply must be
operative for takeoff.
Q The MAP mode of navigation and checklist data on the Multifunc-
tion Display (MFD) are provided only as an aid and are not
approved as primary information.
Q
The pilot’s and copilot's PFDs must be operative in the normal
mode for takeoff.
Q The pilot's and copilot's Air Data Computers must be operative for
takeoff.

January 2004
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Quick Reference
TCAS-94 (if installed)

Q Pilots are authorized to deviate from their current ATC clearance to
the extent necessary to comply with a TCAS resolution advisory
(RA).
Q The following table lists the advisories or mode limits:
Advisory or Mode Limits

Increased Descent RA Prevented below 1,450 ft. AGL (1,650 during a climb and
1,450 during a descent).
Descent RA Prevented below 1,000 ft. AGL during a descent and below
1,200 ft. AGL during a climb.
Resolution Advisories Prevented below 1,100 ft. AGL during a climb and below
900 ft. AGL during a descent. (TCAS automatically
changes to the TA or TA ONLY mode).
TA Audio Prevented below 1,100 ft. (600 ft.) AGL during a climb and
Annunciation below 900 ft. (400) during a descent.
Climb Command Prevented in some configurations of the aircraft.
Increase Climb Prevented in some configurations of the aircraft.

Command
Self-Test Depending on the system installation, self-test operation

may be prevented when the aircraft is airborne.
Advisory Priority Depending on the system installation, TCAS may automat-

ically change to the TA or TA ONLY mode or to STBY
mode to allow higher priority advisories to be given (i.e.,
GPWS, wind shear direction, etc.,).
Flight Management System

Q Collins AMS-5000 Avionics Management System Pilot's Guide,
CPN 523-0778334, Second Edition, dated December 22, 1997 (or
later applicable revision) must be immediately available to the flight
crew whenever navigation is predicated on the use of the system.
Q
The system program number displayed on the STATUS page must
be 832-4118-009.
Q
IFR navigation is prohibited unless the pilot verifies each selected
waypoint and navaid for accuracy by reference to current approved
data.
Q
When using the Multi-Sensor Area Navigation System, additional
equipment required for the specific type of operation must be
installed and operable. Minimum equipment for enroute FMS
operation is one VOR, one DME, valid heading and TAS inputs or
three VLF and/or Omega stations and valid heading and TAS

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CAE SimuFlite
inputs. Minimum equipment for FMS approach operation is one

VOR, one DME, and valid heading and TAS inputs.
Q The Multi-Sensor system position must be checked for accuracy
prior to use as a means of navigation and under the following
conditions:
- At or prior to arrival at each enroute waypoint during FMS
navigation along approved RNAV routes.
- Prior to requesting off-airway routing, and at hourly intervals
thereafter during FMS navigation off approved RNAV routes.
- Prior to each compulsory reporting point during IFR operation
when not under radar surveillance control.
Q During periods of dead reckoning, the Flight Management System
shall not be used for navigation.
Q
Following a period of dead reckoning navigation, the system posi-
tion should be verified and updated, as required, by visually sight-
ing a ground reference point and/or by using other installed
navigation equipment, such as VOR, DME, TACAN, or a combi-
nation of such equipment.
Q Acute angle FMS navigation course changes of ±135 degrees or
more will result in a turn which departs significantly from both the
old and the new desired tracks. The direction of this turn will
depend upon airplane heading when the leg change is initiated.
Q
Monthly updates of the FMS navigation data base must be loaded
on or after the effective date.
Q Published routes and procedures must be flown as point-to-point
legs when FMS is the active navigation source (i.e., AUTO LEG or
MAN LEG with a FROM and TO waypoint shown in the flight
plan).
Q
Operation is degraded by magnetic heading errors near the mag-
netic poles.
Operation is acceptable between 60 degrees north latitude and 60
degrees south latitude at any longitude.
Operation to 70 degrees north latitude is acceptable east of 75
degrees west longitude and west of 120 degrees west longitude.
Operation to 80 degrees north latitude is acceptable east of 50
degrees west longitude and west of 70 degrees east longitude.
Operation to 70 degrees south latitude is acceptable except for the
45 degrees between 120 degrees east and 165 degrees east
longitude.

September 2001
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Quick Reference
Q If the GPS sensor is unavailable, and following a period of CHK
POS, dead reckoning or when a cross-check with other onboard
approved navigation equipment reveals an error greater than 3 nm,
the aircraft position should be verified by visually sighting ground
reference points and/or by using other navigation equipment such as
VOR, DME, NDB, and/or radar fix.
Q Instrument approaches must be accomplished in accordance with
approved instrument approach procedures that are retrieved from
the AMS-5000 database. The AMS-5000 database must incorpo-
rate the current update cycle.
- Instrument approaches must be conducted in the approach
mode and GPS integrity monitoring (for system incorporating a
GPS sensor) must be available at the Final Approach Fix.
- Accomplishment of ILS, LOC, LOC-BC, LDA, and SDF
approaches are not authorized utilizing the AMS-5000 system.
- When an alternate airport is required by the applicable operat-
ing rules, it must be served by an approach based on other than
GPS navigation, the aircraft must have operational equipment
capable of using that navigation aid, and the required naviga-
tion aid must be operational.
Q The FMS is approved for RNAV approaches under the following
conditions:
- Either VHF navigation receiver must be tuned to the reference
VOR.
- The FMS must be programmed with data from current pub-
lished instrument approach procedures only.
Q Fuel management parameters are advisory only, and do not
replace the primary fuel quantity and fuel flow indicators.
Q
Provided the Multi-Sensor Area Navigation System is receiving
adequate usable sensor inputs, it has been demonstrated capable
of and has been shown to meet the accuracy specifications of:
a. VFR/IFR enroute RNAV operation worldwide in accordance
with the criteria of AC 20-130A,
b. the criteria as outlined in Approval of U.S. Operators and Air-
craft to Operate under Instrument Flight Rules (IFR) in Euro-
pean Airspace Designated for basic Area Navigation (BRNAV/
RNP-5) FAA Advisory Circular AC 90-96.

September 2001
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CAE SimuFlite
Q VNAV (if installed)

- Provided the VNAV system is receiving adequate usable signals,
it has been demonstrated capable of and has been shown to
meet the accuracy requirements of: VFR/IFR enroute VNAV
operation within the conterminous United States and Alaska in
accordance with the criteria of AC 20-129.
- Use of VNAV mode is limited to enroute operations.
- When using the VNAV system, the barometric altimeters must
be used as the primary altitude reference for all operations.
- Use of VNAV guidance for a V-MDA approach that includes a
step-down fix between the final approach fix and missed
approach point is prohibited.
- Use of FMS to capture and track a DME arc outside the pub-
lished end points is prohibited.
- VNAV operation in the enroute phase is limited to an aircraft
heading within 70 degrees of the desired track and lateral devi-
ation less than 10 nm.
- VNAV operation in GPS TERM or TERM (GPS disabled) is
limited to an aircraft heading within 70 degrees of the desired
track and lateral deviation less than full scale deflection.
- VNAV operation in GPS APPR or APPR (GPS disabled) is lim-
ited to an aircraft heading within 30 degrees of the final
approach course and lateral deviation less than full scale
deflection.
- DME arc procedures must be conducted with the arc displayed
on the MFD map page.
- VNAV altitudes must be displayed on the MFD map page when
utilizing VNAV for flight guidance.
- Use of VNAV while conducting a missed approach procedure is
prohibited.
Q
GPS (if installed)
- Provided the Multi-Sensor Area Navigation System incorporat-
ing a GPS sensor is receiving adequate usable sensor inputs, it
has been demonstrated capable of and has been shown to meet
the accuracy specifications of VFR/IFR enroute RNAV opera-
tion worldwide in accordance with the criteria of AC 20-130A.
- Users are cautioned that the GPS satellite constellation may not
meet the coverage, availability, and integrity requirements for
civil aircraft navigation equipment. GPS satellite availability

September 2001
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Quick Reference
and accuracy are subject to change, and appropriate status
information should be consulted.
- GPS is not approved by the FAA for sole means of navigation.
When the Flight Management System (FMS) is using GPS as
the only position input, the message GPS will appear on the
Primary Flight Display. Other means of navigation, if avail-
able, should be used. When in this mode, the FMS will continue
to navigate normally.
Fairchild F1000 Series Flight Data Recorder
Q The flight data recorder self-test must be successfully accom-
plished before each flight.
Electrical System
General
Q External power requirements are 28V DC and 1,000 to 1,500
amps.
Q The maximum permitted starter operating time is 30 seconds. After
an aborted start, a minimum of five minutes cooling time must be
allowed before making another attempt to start, A further fifteen
minutes are required before making a third attempt. The cycle may
be repeated after a further period of 60 minutes.
Q
Do not attempt a battery start if battery voltage is below 22 volts.
Q On airplanes RK-1 thru RK-48 except RK-45, no takeoff is permit-
ted if battery temperature is above 120ºF and continues to rise.
Q
On airplanes RK-45, RK-49 thru RK-97, no takeoff is permitted if
battery temperature is above 135ºF and continues to rise.
Starter/Generator Limitation
Q
Maximum ground operation is 280 amps each generator.
Generator Assisted Start
Q
Do not attempt to start the second engine until the generator load
is below 150 amps.
Q
In-flight operation (maximum) on RK-1 thru RK-107 not modified
by KIT 128-4014-1, 128-4014-3, 128-4014-5 or 128-4016-1.
Both generators operating
up to 41,000 ft. . . . . . . . . . . . . . . 280 AMPS EACH GENERATOR
above 41,000 ft. . . . . . . . . . . . . . 260 AMPS EACH GENERATOR

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CAE SimuFlite
One generator operating up to 32,500 ft. . . . . . . . . . . . . 400 AMPS

One generator operating from 32,500 to 41,000 ft. . . . . 280 AMPS
One generator operating above 41,000 ft. . . . . . . . . . . . 260 AMPS
Q In-flight operation (maximum) on RK-108 and after, RK-1 thru
RK-107 modified by KIT128-4014-1, 128-4014-3, 128-4014-5 or
128-4016-1
up to 41,000 ft. . . . . . . . . . . . . . . 280 AMPS EACH GENERATOR
above 41,000 ft. . . . . . . . . . . . . . 260 AMPS EACH GENERATOR
One generator operating up to 29,000 ft. . . . . . . . . . . . . 400 AMPS
One generator operating up to 29,000 ft.
(Icing Conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440 AMPS
TRANSIENT (Below 20,000 ft.,
30 seconds maximum). . . . . . . . . . . . . . . . . . . . . . . . . . . 525 AMPS
One generator operating from 29,000 to 41,000 ft. . . . . 280 AMPS
One generator operating above 41,000 ft. . . . . . . . . . . . 260 AMPS
Red Arc/Red
Instrument Green Arc Yellow Arc
Line Maximum
Ammeter 0 to 400 amps 260 to 400 amps 400 amps
Voltmeter – – 32 to 35 volts
Battery Temp Up to 120ºF 120 to 150ºF 150 to 190ºF
Table 2-A; Instrument Markings
Environmental
Q The maximum differential pressure (pressure relief valve setting)
is 9.1 PSI at 41,000 ft.
Q
The cabin must be unpressurized for landing.
Q
Combined selection of ECS OFF and engine anti-ice ON is
prohibited.
Q
Except for preflight check, do not operate anti-ice/ice systems at
NOTE: The bleed air may be
ram air temperatures greater than 10ºC unless in actual icing
turned off when performing an conditions.
ECS-off takeoff, provided the ven-
tilation blower is operating.

September 2001
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Quick Reference
Flight Controls
Q With speed brakes extended, do not extend flaps beyond 10 degrees
in flight.
Q Trim system must be checked and operable in accordance with the
procedure in section 4 of the AFM.
Q On airplanes RK-52, RK-65 thru RK-92 not modified by KIT
128-5025-1, the flap control lever has three positions: 0º, 10º and
30º.
Q On airplanes RK-93 and after, and those airplanes (RK-52, RK-65
thru RK-92) modified by KIT 128-5025-1, the flap control lever
has four positions: 0º, 10º, 20º and 30º.
Instrument Markings for Pitch Trim
Red arc/red line minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .- 1.3º
Green arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .- 5.6 to 6.4º
Yellow arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
Red arc/red line maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 11º
Fuel System
Wing Tanks Fuselage Tanks Total
(US gal) (US gal) (US gal)
UNUSABLE FUEL 7.16 1.19 8.35
MAXIMUM USABLE FUEL 427.20 305.80 733.00
TOTAL FUEL CAPACITY 434.36 306.99 741.35
Table 2-B; Fuel Storage Quantities

Fuel remaining in the tanks when the quantity indicator reaches zero is
not usable in flight.

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CAE SimuFlite
Approved Engine Fuels

Q Commercial Kerosene JET A, JET A-1, JET B, JP-4, JP-5, JP-8,
JP-8 +100 and RP-3 (Chinese) as per Pratt & Whitney Service
Bulletin 7144.
Approved Fuel Additives
Q Fuels not containing icing inhibitors must have MIL-I-27686D or
MIL-I-85470 fuel system icing inhibitor added in amounts of not
less than 0.01% nor more than 0.15% by volume.
Fuel Temperature Limitations
Minimum fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 40ºC
Maximum fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50ºC
Fuel Servicing, Crossfeed and Imbalance
Fuel may be serviced in any sequence.
Takeoff is prohibited with partial wing fuel and fuel in the fuselage
tanks.
Fuel crossfeed with two engines operating is limited to level flight
when less than 600 pounds of fuel remains in the tank suppling fuel.
Maximum fuel imbalance
for takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 pounds
for enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 pounds
for landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 pounds
Fuel Pumps
All wing fuel boost pumps and main jet pumps must be operable for
takeoff.

September 2001
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Quick Reference
Ice Protection Limitations

Q Do not operate anti-ice systems at ram air temperatures greater
than 10ºC, unless in actual icing conditions.
Q Windshield Anti-Ice system must be ON (LOW or HI) for all in-
flight operations. Use of windshield heat HI mode is prohibited
during takeoff and landing.
Q The magnetic compass is erratic and unreliable when the WIND-
SHIELD heat is selected to HIGH and/or the side window defog
blowers are selected.
Q Ground operation of wing heat is not permitted except for preflight
check and landing rollout.
Q Ground operation of engine anti-ice is not permitted at tempera- CAUTION: Flight in visible
tures above 10ºC, except for preflight check. moisture without pitot heat may
Q
Combined operation of ECS OFF and Engine Anti-Ice ON is pro- result in erratic operation of the
airspeed indication.
hibited.
Hydraulic System Limitations

Q
Use MIL-H-5606 hydraulic fluid.
Q The maximum allowable leakage from any component is 1 drop/25
cycles or 2 drops/1 minute in the pressurized condition of 1,000
PSI to 1,500 PSI.
Accumulator Pressure Gage
Precharge pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 ± 50 PSI
Instrument Markings
Hydraulic Pressure Gage
Red arc/red line minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
Yellow arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 400 PSI
Green arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,350 to 1,550 PSI
Red arc/red line maximum . . . . . . . . . . . . . . . . . . . . . . . . . . 1,850 PSI

September 2001
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CAE SimuFlite
JT15D-5 Power Plant Operating

Limitations
Operating Conditions Engine Operating Limits
N2
Thrust Time Limit ITT N1 Fan % Oil Press Oil Temp
Turbine %
Setting (Minutes) Temp ºC RPM PSI ºC
RPM
Takeoff 5 700 96 104 (2) 60-83 (3) 10-121
Maximum
––– 680 96 104 (2) 60-83 (3) 10-121
Continuous
Idle ––– ––– (4) ––– 40 (Min) -40-121
Starting ––– (1) ––– ––– (3) -40 (Min)
Transient 135 (Max)

(Except ––– 700 96 104 ––– (15 Min
Starting) over 121)
1. Engine starting conditions only. If starting ITT exceeds 550ºC, the

following time limitations apply:
550ºC to 600ºC. . . . . . . . . . . . . . . . . . . . . . . . .4 Seconds Maximum
600ºC to 700ºC. . . . . . . . . . . . . . . . . . . . . . . . .2 Seconds Maximum
If the above time limitations are exceeded, refer to the JT15D-5
Maintenance Manual for inspection procedures.
2. Refer to Takeoff Thrust and Maximum Continuous Thrust Setting
charts in Section 5 of the AFM for maximum allowable N1 for
ambient conditions.
3. Normal oil pressure is 60 to 83 PSI at N2 speeds above 60%. Oil
pressure below 60 PSI is undesirable and should be tolerated only
for the completion of the flight, preferably at a reduced power set-
ting. Under cold conditions, oil pressure may exceed 83 PSI.
4. Engine idle conditions:
In icing conditions:
Engine EFC ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% N2 (Min)
In non-icing conditions
Engine EFC ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% N2 (Min)
Engine EFC OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . 46% N2 (Min)

September 2001
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Quick Reference
Engine Starting Limits

External Power-Assisted Start (Starter Limitation)
The starter-generator is capable of motoring three attempted engine NOTE: When either generator
starts of 30 seconds duration with a 5-minute rest period after the first comes on-line, the external power
attempt and a 15-minute rest after the second attempt. After the third goes off-line.
attempt, a one-hour rest period is required.
Battery Start (Battery Limitation)
Q Do not exceed the maximum of three engine starts per hour. Do
not attempt a battery start if the battery voltage is below 22 volts.
On airplanes RK-1 thru RK-48 except RK-45, with a nicad battery,
takeoff is not permitted if the battery temperature is above 120ºF
and rising. On airplanes RK-45, RK-49 thru RK-97, with a nicad
battery, takeoff is not permitted if battery temperature is above
135ºF and continues to rise. At ambient temperatures of 100ºF or
above, the 120ºF battery caution light may illuminate.
Generator-Assisted Start
Do not attempt to start the second engine until the generator load is NOTE: In flight, starter-assisted
below 150 amperes. Maximum N2 on the operating engine for gener- airstarts are accomplished with the
ator-assisted start is 54%. battery, regardless of the position
of the generator reset switches.
Oil Limitations
Q Approved Oils:
- Use Synthetic Oil Type II as per Pratt & Whitney Service Bulle-
tin 7001.
- Check oil level before each flight and service as required. Do
not operate engine below the ADD mark on the dipstick. An
accurate oil level can only be obtained 10 to 30 minutes after
engine shutdown. Service with an oil recommended in Pratt &
Whitney Service Bulletin 7001.
- If the same brand of oil is unavailable for replenishment, Syn-
thetic Oil Type II as per Pratt & Whitney Service Bulletin 7001
may be used provided the total quantity added does not exceed 2
U.S. quarts per engine in any 400-hour period.
Q Oil Temperature:
- The normal oil temperature operating range is 10°C to 121ºC.
- Minimum oil temperature for engine starting is -40°C.
Q Oil Consumption:
- The maximum permissible oil consumption rate of an engine
during any flight is 0.5 lb./hr. over a 10-hour period or approxi-
mately 1 qt. in 4 hours.

September 2001
Table of Contents
CAE SimuFlite
Engine Icing
Q The ENGINE switches on the ANTI/DEICE portion of the over-
NOTE: Engine anti-ice should head panel (engine intake ice protection system) may be ON at any
be turned on prior to power set- engine speed, including the use of maximum takeoff thrust for
tings of 90% or above.
takeoff and balked landing.
Q Engine Anti-Ice systems must be on for taxi and takeoff when in
visible moisture at 5ºC or colder.
Engine Synchronizer
Q Engine synchronizer must be turned off during takeoff, landing
and single engine operation.
Q Engine synchronizer is inoperable when the electronic fuel control
(EFC) is off.
Engine Fuel Control
Q
Except during taxi conditions in visible moisture at 5ºC or colder,
the engine EFC system may be selected OFF during ground oper-
ation provided the engine speed is manually maintained at a mini-
mum of 46% N2.
Q
With the EFC system selected OFF, a potential exists for the gen-
erators to fall off-line with the thrust levers at idle.
Thrust Reverser Limits
Q Deployment of either thrust reverser is restricted to ground opera-
tions only.
Q
Reverse thrust must not be used to back aircraft.
Q Engine starts with thrust reversers deployed are prohibited.
Q
The maximum time for continuous reverse thrust above reverse
idle is 30 seconds.
Q
The full reverse cutoff speed is 55 KIAS or above.
Q The maximum deployed time for reverse idle during taxi opera-
tions is 5 seconds.
Q
The restow envelope is 30,000 ft. or below and 135 KIAS or below.

January 2004
Table of Contents
Quick Reference
Instrument Markings
Red Arc/Red Red Arc/Red

Instrument Line Green Arc Yellow Arc Line
Minimum Maximum
Fan RPM (N1) – 20 to 104% – 104%
Interturbine – 100 to 680ºC 680 to 700ºC 700ºC

Temperature (ITT)
Turbine RPM (N2) – 52 to 96% – 96%
Oil Pressure 40 PSI 40 to 60 PSI – 83 PSI

(narrow) Red Line
60 to 83 PSI 150 PSI
(wide) (Triangle)
Oil Temperature – 10 to121ºC -40 to 10ºC 121º

Red Line
135º
(Triangle)
Fuel Temperature -40ºC – – 50ºC
Engine Vibration
Note: Use for monitoring vibration levels only.
Meter
Table 2-C; Instrument Markings

September 2001
Table of Contents
CAE SimuFlite
Oxygen System Limitations

Q Check the indication on the pressure gage before each flight. If
the gage reads below 1,850 PSIG, recharge the cylinder to 1,850
PSIG.
Q The passenger oxygen system is not capable of providing an ade-
quate oxygen supply for prolonged unpressurized flight at the
maximum operating altitude. The highest recommended cabin
altitude to which passengers should be exposed for extended flight
is 25,000 ft.
Q Quick-donning masks and smoke goggles must be on board and
accessible to the crew for each flight.
Q Passenger masks must be serviceable when passengers are car-
ried.
Q
Passenger safety is not assured for prolonged unpressurized flight
above 34,000 ft., since pressure breathing masks are not provided.
2500
)
ºf
1 40
º c(
60
2000
f)
3 2º
c(
0º
GAGE PRESSURE - PSIG
RE
ATU f)
1500 ER 7 6º
c(
P
TEM 0º
LE -6
T
BOT
1000
500
0
0 25 50 75 100
PERCENT OF USEABLE CAPCITY
Figure 2-3; Oxygen Available with Partially Full Bottle

September 2001
Table of Contents
Quick Reference
Oxygen Duration (Minutes)

Based on 100% charge (1,850 PSI) (1,903 usable liters - NTDP)
(crew masks on NORMAL)
No. of Cabin Altitude (Feet)

Users 10,000 15,000 20,000 25,000 30,000 35,000 40,000
Crew (2) 373 373 292 188 214 292 359
Psgrs
207 209 182 136 150 186 211
1
2 143 145 132 107 116 136 150
3 109 111 104 88 94 107 116
4 89 90 86 75 80 89 95
5 74 76 72 65 69 75 80
6 64 65 63 57 61 66 69
7 56 57 56 51 54 58 61
8 50 51 50 47 49 52 55
9 45 46 45 45 45 47 49
Stall Warning
Q The AOA indicator is divided into three areas:
Green Arc (normal operating area) . . . . . . . . . . . . . . . . . . . 0 to 0.6
Yellow Arc (caution area) . . . . . . . . . . . . . . . . . . . . . . . . 0.6 to 0.85
Red Arc (warning area) . . . . . . . . . . . . . . . . . . . . . . . . . 0.85 to 1.0
Q
Prior to flight, the Stall Warning system must be checked and
operable in accordance with the procedure in section 4 of the
AFM.
Gear and Nitrogen Bottle

Q Prior to each flight, check the pressure indication on the Nitrogen
Gage for servicing requirements. If the gage reads below full,
recharge the cylinder with nitrogen to read 1,350-1,500 PSI or
1,350-1,650 PSI, depending on the gage installed.
Fire Extinguisher
Q
Ensure that the indication on the pressure gage reads between 580
and 600 PSIG. If the gage reads below 580 PSIG, replace the bottle.

January 2004
Table of Contents
CAE SimuFlite

January 2004
Main Menu
This section presents four individual elements of flight opera-

tions: preflight inspection, expanded normal procedures, standard Operating
operating procedures (SOP), and maneuvers. Although they are
addressed individually in this manual, their smooth integration is Procedures
critical to ensuring safe, efficient operations.
The Preflight Inspection chapter illustrates a step-by-step exte-
rior inspection of the aircraft. Preflight cockpit and cabin checks
are also discussed.
The Expanded Normal Procedures chapter presents checklists
for normal phases of operation. Each item, when appropriate, is
expanded to include limitations, cautions, warnings, and light
indications.
The Standard Operating Procedures chapter details Pilot Fly-
ing/Pilot Not Flying callouts and verbal or physical responses.
The Maneuvers chapter pictorially illustrates normal and emer-
gency profiles. Additionally, written descriptions are included for
most phases of flight with one or both engines operating.

September 2001
Main Menu
CAE SimuFlite

September 2001
Operating Procedures Table of Contents
An essential part of the preparations made before any flight is the

preflight inspection, during which a crewmember verifies the air- Preflight
craft’s physical readiness. After a thorough initial preflight, sub-
sequent same-day inspections are abbreviated. Inspection
No detail is overlooked during the first preflight of the day. To
ensure safety, abnormal conditions (e.g., low tire pressure) as well
as minor discrepancies must be corrected prior to flight.
Chapter 3A
Begin the preflight inspection with the interior inspection to
check passenger and crew compartments for readiness. Return to
the aircraft exterior to begin the exterior inspection, which begins
at the cabin door, proceeds clockwise around the aircraft, and
ends at the left wing.
Beechjet 400A Developed for Training Purposes 3A-1

September 2001
Preflight
CAE SimuFlite
3A-2 Developed for Training Purposes Beechjet 400A

September 2001
Preflight
Preflight Inspection CAE SimuFlite
Cockpit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-5

Table of Cockpit
Cabin Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-9 Flow
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-11
Contents Pattern
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-13
Left Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-15
Right Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-17
Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-19
Right Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-23
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-25
Aft Baggage Compartment . . . . . . . . . . . . . . . . . . . . . 3A-27
Left Nacelle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-29
Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-31
Beechjet 400A Developed for Training Purposes 3A-3 3A-4

September 2001
Table of Contents
CAE SimuFlite
Cockpit Flow Pattern
1 2 7
9 10
11 13
B4TM-PF002i
12
14

September 2001
Table of Contents
Preflight Inspection
1. Manuals/Documents: Ensure that the following documents are
on board and properly displayed if required: Cockpit
Q Airplane Flight Manual Inspection
Q Crew Manuals
Q Weight and Balance Manual
Q Airworthiness Certificate
Q Registration certificate
Q Radio license
2. Control Lock: Remove and stow the control lock.
3. Gear Handle: Ensure that the gear handle is down.
4. Thrust Levers: Ensure that both thrust levers are in cutoff
position.
5. Engine Start Select: Ensure that it is in the OFF position.
6. Parking Brake: Ensure that the parking brake is set or wheels
are chocked.
7. Oxygen/Nitrogen Pressure: Ensure that the oxygen pressure
gage reads 1,850 PSIG. If the indication is low, recharge the system NOTE: On airplanes RK-1 thru
to 1,850 PSIG. Ensure the nitrogen gage reads between 1,350 and RK-99, ensure that the nitro-
1,600 PSIG. If the indication is low, recharge the system to 1,600 gen gage reads between 1,350
PSIG. and 1,500 PSIG. If the indica-
8. Microphone and Headsets: Ensure that the microphone and tion is low, recharge the sys-
headsets are on board and in good working order. tem to 1,500 PSIG.
9. Flashlight: Check that the flashlight operates correctly and then
stow appropriately.
10. Fire Extinguisher: Verify that the extinguisher is correctly
charged and properly stowed.
11. Smoke Goggles: Check condition; stow properly.
12. Oxygen Mask: Check condition and fit; stow properly.
13. Cockpit Windows: Check the windows for evidence of
delamination. The windows should be clean and free from cracks
and crazing.
14. Battery Voltages: Select the battery switch to ON and check for
a minimum of 22 Volts.

September 2001
Table of Contents
CAE SimuFlite
15
16
17
18
19 20

September 2001
Table of Contents
15. Fire Extinguisher Switches: Ensure that the fire extinguisher
switches are off and the indicators are clear.
16. Landing Gear Indication: Ensure that the three green gear
down-and-locked annunciators are illuminated.
17. Fuel Quantity and Balance: Check that the fuel quantity and
balance are correct.
18. All Trims: Set all trims as required.
19. Circuit Breakers: Ensure that all CBs are as required for
takeoff.
20. Entry Door/Lights: Close the entry door; verify that the door
latches are secure. Check that the door warning light in the cockpit
is extinguished.
21. Battery: Select the battery switch to OFF.

September 2001
Table of Contents
CAE SimuFlite
1 2 3
4A
4 5
7 8 9

September 2001
Table of Contents
Pins, Plugs, and Covers: Ensure that the gear pins, pitot and static
covers, and other external plugs are on board and stowed. Cabin
1. First Aid Kit: Check that the kit is sealed and stowed. If the kit is Inspection
not sealed, check that it contains all required materials.
2. Cabin Windows: Check that the windows are secure and in
good condition. The windows should be clean and free from cracks
and crazing.
3. Cabin Fire Extinguisher: Verify that the cabin extinguisher is
charged and stowed.
4. Emergency Exit: Ensure that the emergency exit is closed and
lock pin (4A) is removed and stowed. Make sure the emergency
exit is clear of any obstructions.
5. Safety Equipment: Check that the life jackets are in good
condition and stowed appropriately.
6. Passenger Seats and Tables: Ensure that all seats and tables
are in good condition and secure. All seats should be upright:
swivel seats should be locked facing forward or aft. Stow all
retractable tables.
7. Galley (if installed): Confirm that the galley is stocked and that
all equipment is in good repair.
8. Carry-On Baggage Compartment (if installed): Inspect the
baggage compartment for cleanliness. Secure all loose articles.
9. Toilet: Make sure the toilet has been serviced.

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Preflight Inspection CAE SimuFlite
Unfold the preflight inspection diagram on the following page for ease
of reference. Note that each segment of the preflight inspection is iden- Exterior Preflight
Inspection
tified by letters A through I. Subsequent pages provide sequenced
checklists of each preflight inspection segment. A large locator photo
Inspection Walkaround
identifies the general location of each inspection. Adjacent photos Path
detail the checklist items. Photos read from left to right.
Limitations and specifications are noted if relevant to the checklist.
Before starting the exterior inspection, obtain the following:
Q
flashlight
Q
standard screwdriver
Q
step stool
Q sump drain wrench
Q container for fuel sample disposal.
All Surfaces: Ensure all surfaces are free from snow, ice, and/or
frost.
Protective Covers: Remove the safety covers from the engines,
static ports, ram air scoops, pitot probes, and starter/generator inlets.
All Intakes and Exhausts: Ensure all intakes and exhausts are
clear and undamaged.
Fasteners and Panels: Verify that all fasteners and panels are
secure. Remove keys from locks. Panels may be missing provided it is
allowable by AFM Configuration Deviation List (CDL).
NOTE: If night flight is antici-
General Condition: Perform a general condition check of the entire pated, check the actual operation
aircraft. Note any fuel, oil, or hydraulic leaks. Determine the cause and of navigation and strobe lights.
have it corrected before flight.
Beechjet 400A 3A-11 3A-12

September 2001
Table of Contents
CAE SimuFlite
Preflight Inspection Walkaround Path
C
B
I D
E
H
G
F
B4TM-PF001i

September 2001
Table of Contents
A Cabin Door
1. Cabin Entry Door Seal/Frame: Inspect the door seal for cuts
or abrasions. A damaged door seal can cause pressurization loss.
Check the general condition of the door frame for damage and
foreign objects. A damaged dry-farm or a foreign object will
prevent normal door seal operation.
2. Exterior Handle: Ensure the exterior handle is correctly stowed.

September 2001
Table of Contents
CAE SimuFlite
3
1 2
4 5
7 8
9 10

September 2001
Table of Contents
B Left Nose
1. Static Ports: Verify that the static upper and lower ports are
2. Angle-of-Attack (AOA) Transmitter: Remove the probe
cover and retain for later stowage. Ensure that the probe is
undamaged and moves freely.
3. Windshield Wiper (if installed): Check the condition and
security of the windshield wiper.
4. Ice Detector (if installed): Ensure that the ice detector is
undamaged.
5. Avionics Compartment Door: Make sure the door is closed
and secure.
6. Pitot and Static Drain Ports (2): Ensure that the drain ports
are closed and undamaged.
7. Nose Gear, Doors, Tire, Torque Link: Check the nose gear,
doors and torque link for damage and alignment. Examine the nose
wheel tire and tread for signs of damage or excessive wear. Check
for correct tire pressure (120 ±5 PSI). Service with nitrogen only.
8. Cabin Air Discharge Duct: Ensure that the cabin air discharge
duct is undamaged and clear of any obstructions.
9. Landing Light Door: Check landing light for security and signs
of a burned out light bulb. For night flying, verify operation.
10. Pitot Mast: Remove the pitot probe cover and retain for later
stowage. Verify that the pitot probe is clear, secure, and
undamaged.

September 2001
Table of Contents
CAE SimuFlite
1 2
4 5 6
7 8

September 2001
Table of Contents
C Right Nose
1. Pitot Mast: Remove the pitot probe cover and retain for later
stowage. Verify that the pitot probe is clear, secure, and
undamaged.
2. Landing Light Door: Check landing light for security and signs
of a burned out light bulb. For night flying, verify operation.
3. Cabin Air Discharge Duct: Ensure that the cabin air discharge
duct is clear and free from any damage.
4. Pitot and Static Drain Ports (2): Ensure that the drain ports
are closed and undamaged.
5. Oxygen Blowout Disc: Ensure that the green blowout disc is
in place and intact. If the disc is missing, check to see if the oxygen
bottle is empty and determine the cause; service is required before
flight.
6. Avionics Compartment Door: Make sure the door is closed
and secure.
7. Windshield Wiper (if installed): Check the condition and
security of the windshield wiper.
8. Angle-of-Attack (AOA) Transmitter: Remove the probe
cover and retain for later stowage. Ensure that the probe is
undamaged and moves freely.
9. Static Ports: Verify that the static upper and lower ports are

September 2001
Table of Contents
CAE SimuFlite
1 2 3
5 6
4
7 8
7

September 2001
Table of Contents
D Right Wing
1. Emergency Exit: The emergency exit should be closed and
flush with the fuselage. Ensure that the locking pin has been
removed and stowed.
2. Dorsal Fin Inlet: Make sure the dorsal fin inlet is clear and free
from any damage.
3. Wing Inspection Light: Check the wing inspection light for
security and signs of a burned-out bulb. For night flight, verify
operation.
4. Wing Leading Edge Inlet: Make sure the wing leading edge
inlet is clear and free from any damage.
5. Center Fuselage Tank Drain (daily): Inspect the center
fuselage tank drain for damage. Use a sump drain wrench to drain
any water accumulation.
6. Fuel Quick Drains (3) (daily): Inspect the fuel quick drains for
damage. Use a sump drain wrench to drain any water
accumulation.
7. Fuel Filler Cap: Check that the fuel filler cap is on and secure.
8. Fuel Tank Vent Inlet: Check that the fuel tank vent inlet is clear
and free from any damage.
9. Sniffle Valves (2) (daily): Ensure that the sniffle valves are
undamaged and that there is freedom of movement. Check for
signs of fuel leakage.

September 2001
Table of Contents
CAE SimuFlite
11 12
10
13 14 14A
15 16
17 18

September 2001
Table of Contents
10. Wing Tip Vent Inlet: Check that the wing tip vent inlet is clear
11. Navigation and Strobe Lights: Check the navigation and
strobe lights for security. For night operation, perform a functional
check.
12. Wing Anti-Ice Exhaust Port: Check that the exhaust port is
clear and free from any damage.
13. Roll Trim Tab, Static Wicks (3), Spoilers, Flaps: Check the
roll trim tab, spoilers and flaps for security and condition. Inspect
the lower surfaces of the roll trim tab and flaps for any damage.
Verify that the static wicks are secure and undamaged. Check MEL
for flight with missing static wicks.
14. Main Gear, Doors, Tire, Brake: Inspect the right main landing
gear wheel well for general condition and cleanliness. Ensure that
there are no loose articles or fluid leaks. Verify that all cable,
hydraulic and electrical runs are secure. Inspect the doors for
security and any signs of damage. Check the wheels (14A) for
signs of tread wear or damage. Verify the correct tire pressure (125
±5 PSI). If required, service with nitrogen only.
15. Center Tank Vent Outlet: Check that the center tank vent
outlet is clear and free from any damage.
16. Mixer Bay Vent Outlet: Check that the mixer bay vent outlet is
17. Fuel Filter Drain (daily): Inspect the filter drain for damage.
Use a sump drain wrench to drain any water accumulation.
18. Lower Fuselage Vent Outlets (2): Check that the lower
fuselage vent outlet is clear and free from any damage.

September 2001
Table of Contents
CAE SimuFlite
Marks
Align
1 2 3
4 5
6 7

September 2001
Table of Contents
E Right Nacelle
1. Engine Fan Duct and Fan: Check the fan duct for any
obstruction. Check the fan blades for any signs of damage. Ensure
that the fan rotates freely.
2. Engine Inlet Screws: Check slip marks to confirm that the
inlet screws are not backing off.
3. Generator Inlet: Check that the generator inlet is clear and free
from any damage.
4. Oil Level and Filler Door: Check the engine oil level;
NOTE: Oil will blow out if cap is
replenish oil before flight if necessary. Visually check the oil level incorrectly installed and not
by the dipstick. Check the oil level within 10 to 30 minutes of securely locked.
engine shutdown. If in doubt about oil quantity, run the engine for
15 minutes and recheck. Install filler cap and dipstick assembly in
filler tube. Ensure that the cap is correctly installed and locked
securely.
5. Drain Lines: Ensure that the drain lines are clear and free from
any damage.
6. Thrust Reverser: Ensure that the thrust reverser is undamaged
and stowed.
7. Engine Exhaust and Bypass Duct (Automatic Fuel
Shutoff): Ensure that the engine exhaust and bypass duct are
clear and free from obstructions and that there is no sign of
damage.

September 2001
Table of Contents
CAE SimuFlite
Sniffle
Valve
1 2 3
4 5 6
7 8
9
10

January 2004
Table of Contents
F Empennage
1. Fuselage Fuel Filler and Sniffle Valve (daily): Ensure that
the sniffle valve is undamaged and that there is freedom of
movement. Check for signs of fuel leakage.
2. Fuselage Fuel Filler Door: Open the fuel filler door and
ensure that the filler cap is secure and locked on. Close the fuel
filler door.
3. Upper Aft Fuselage Vent Outlet (right): Ensure that the aft
fuselage vent outlet is undamaged and free from obstructions.
4. Cooling Air Discharge Duct: Ensure that the cooling air
discharge duct is clear and free from any damage.
5. Aft Fuselage Vent Inlet (right): Ensure that the aft fuselage
vent inlet is clear and free from any damage.
6. Fuel Vent Ports (2): Ensure that the fuel vent ports are clear
7. Stabilizer Trim, Elevator, Static Wicks (4): Check the stabi-
lizer trim, and elevator for security and condition. Verify that the
static wicks are secure and undamaged. Check MEL for flight with
missing static wicks.
8. Rudder, Trim Tab, Static Wicks (2): Check the rudder and trim
tab for security and condition. Verify that the static wicks are secure
and undamaged. Check MEL for flight with missing static wicks.
strobe lights for condition and security. For night operation,
perform a functional check of the lights.
10. Temperature Sensor (if installed): Check for signs of damage.
11. Aft Fuselage Vent Inlet (left): Ensure that the aft fuselage vent
inlet is clear and free from any damage.
12. Fire Extinguisher Relief Indicator: Ensure that the red
discharge indicator is present and that the seal is undamaged.
13. Upper Aft Fuselage Vent Outlet (left): Ensure that the aft
fuselage vent outlet is clear and free from any damage.
11 12 13

January 2004
Table of Contents
CAE SimuFlite
1 2
3 4

September 2001
Table of Contents
G Aft Baggage Compartment

1. Hydraulic Fluid Reservoir Sight Gage: If hydraulic fluid is
low, refill with MIL-H-5606 hydraulic fluid.
2. Fire Bottle Pressure Gages (2): Ensure that each fire bottle
pressure is between 580 and 600 PSIG. If the gage reads below 580
PSIG, replace the bottle.
3. Aft Compartment Light: Ensure that the light is off and check
for signs of a burned out bulb.
4. Access Doors: Check for signs of damage and ensure doors are
closed.
5. External Power Service Door (GPU not used): Check for
signs of damage and ensure door is closed.

September 2001
Table of Contents
CAE SimuFlite
1 2
3 4 5
Marks
Align
6 7

September 2001
Table of Contents
H Left Nacelle
1. Engine Exhaust and Bypass Duct: Ensure that the engine
exhaust and bypass duct are clear and free from obstructions and
that there is no sign of damage.
2. Thrust Reverser: Ensure that the thrust reverser is undamaged
and stowed.
3. Drain Lines: Ensure that the drain lines are clear and free from
any damage.
4. Oil Level and Filler Door: Check the engine oil level;
NOTE: Oil will blow out if cap is
replenish oil before flight if necessary. Visually check the oil level incorrectly installed and not
by the dipstick. Check the oil level within 10 to 30 minutes of securely locked.
engine shutdown. If in doubt about oil quantity, run the engine for
fifteen minutes and recheck. Install filler cap and dipstick
assembly in filler tube. Ensure that cap is correctly installed and
locked securely.
5. Generator Inlet: Check that the generator inlet is clear and free
from any damage.
6. Engine Inlet Screws: Check slip marks to confirm that the
inlet screws are not backing off.
7. Engine Fan Duct and Fan: Check the fan duct for any
obstruction. Check the fan blades for any signs of damage. Ensure
that the fan rotates freely.

September 2001
Table of Contents
CAE SimuFlite
1 2
3 4
5 6

January 2004
Table of Contents
I Left Wing
1. Brake System Accumulator Pressure: Ensure that the
brake system accumulator pressure reads 900 ±50 PSIG. If the
pressure reads below 900 ±50 PSIG, charge the accumulator with
nitrogen.
2. Fuel Filter Drain (daily): Inspect the fuel filter drain for
accumulation.
3. Main Gear, Doors, Tire, Brake: Inspect the right main landing
gear wheel well for general condition and cleanliness. Ensure that
there are no loose articles or fluid leaks. Verify that all cable,
hydraulic and electrical lines are secure. Inspect the doors for
security and any signs of damage. Check the wheels for signs of
tread wear or damage. Verify the correct tire pressure (125 ±5 PSI).
If required, service with nitrogen only.
4. Flaps, Spoilers, Static Wicks (3), Roll Trim Tab: Check the
roll trim tab, spoilers and flaps for security and condition. Inspect
the lower surfaces of the roll trim tab and flaps for any damage.
Verify that the static wicks are secure and undamaged. Check MEL
for flight with missing static wicks.
5. Wing Anti-Ice Exhaust Port: Check that the exhaust port is
strobe lights for security. For night operation, perform a functional
check of the light.
7. Wing Tip Vent Inlet: Check that the inlet is clear and free from
any damage.

January 2004
Table of Contents
CAE SimuFlite
9 10
8
11 12 13
14 15

September 2001
Table of Contents
8. Sniffle Valves (2) (daily): Ensure that the sniffle valves are
undamaged and there is freedom of movement. Check for signs of
fuel leakage.
9. Fuel Tank Vent Inlet: Check that the inlet is clear and free from
any damage.
10. Fuel Filler Cap: Ensure that the filler cap is secure and locked
on.
11. Fuel Quick Drains (3) (daily): Inspect the quick drains for
accumulation.
12. Center Fuselage Tank Drain (daily): Inspect the center
fuselage tank drain for damage. Use a sump drain wrench to drain
any water accumulation.
13. Wing Leading Edge Inlet: Check that the inlet is clear and free
from any damage.
14. Wing Inspection Light: Check the wing inspection light for
security and signs of a burned out bulb. For night flight, verify
operation.
15. Dorsal Fin Inlet: Check that the intake is clear and free from
any damage.

September 2001
Table of Contents
CAE SimuFlite

September 2001
Normal operating procedures are presented in this section. Limi-

tations, cautions and warnings are also included as applicable. Expanded
Requirements for cold weather operations are also addressed.
Normal
Procedures
Chapter 3B
Beechjet 400A Developed for Training Purposes 3B-1

September 2001
Expanded Normal
CAE SimuFlite
3B-2 Developed for Training Purposes Beechjet 400A

September 2001
Expanded Normal
Expanded Normal Procedures
Passenger Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-5

Table of
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-7
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-9
Contents
Before Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . 3B-9
Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-15
Before Taxi Check . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-17
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-18
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-23
Line Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-24
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-24
After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-24
Maximum Continuous Thrust . . . . . . . . . . . . . . . . . . . 3B-26
Climb (FL 180) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-27
Fuel Management Procedures . . . . . . . . . . . . . . . . . . 3B-27
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-27
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-28
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-29
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-29
Balked Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-30
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-30
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-31
Turnaround . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-31
Towing/Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-32
Nose Gear Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-34
Main Gear Towing. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-35
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-36
Pretaxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-36
Taxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-36
Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . 3B-36
Aircraft Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . 3B-37
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-38
Mooring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-39

September 2001
Expanded Normal
CAE SimuFlite
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . 3B-41

Deicing Supplemental Information. . . . . . . . . . . . . . . 3B-41
Cold Soak Conditions . . . . . . . . . . . . . . . . . . . . . . . . 3B-41
Ground Deice/Anti-Ice Operations. . . . . . . . . . . . . . . 3B-42
Deicing Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-42
Removing Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-43
Removing Hoar Frost . . . . . . . . . . . . . . . . . . . . . . . 3B-43
Removing Sleet and Freezing Rain . . . . . . . . . . . . 3B-43
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-44
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-45
After Engine Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-45
Exterior Deicing After Engine Start . . . . . . . . . . . . . . 3B-46
Taxi/Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-46
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-46
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-46
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-47
Climb/Cruise/Descent . . . . . . . . . . . . . . . . . . . . . . . . 3B-47
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-48
Taxi-In/Park . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-48
Removing Salt and Chemical Agents
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-48
Securing for Overnight or Extended Stay . . . . . . . . . 3B-49

September 2001
Table of Contents
According to FAR Part 91.519 and 135.117 requirements, the pilot-in-
command or a crewmember briefs the passengers on smoking, use of Passenger
safety belts, location and operation of the passenger entry door and
emergency exits, location and use of survival equipment, and normal
Briefing
and emergency use of oxygen equipment. For flights over water, the
briefing should include ditching procedures and use of flotation
equipment.
FAR 91.519 states that an exception to the oral briefing rule is if the
pilot-in-command determines that passengers are familiar with the
briefing content.
FAR 91.519 states that a printed card with the above information
should be available to each passenger to supplement the oral briefing.
FAR 135.117 states that a printed card with the above information must
be available to each passenger to supplement the oral briefing.

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Tasks are executed in one of two ways:
Checklist
as a sequence that uses the layout of the cockpit controls and indica-
Usage
Q
tors as cues (i.e., “flow pattern”)

Q as a sequence of tasks organized by event rather than panel location
(e.g., After Takeoff; Landing Gear – UP, Flaps – UP).
Placing items in a flow pattern or series provides organization and
serves as a memory aid.
A challenge-response review of the checklist follows execution of the
tasks; the pilot not flying (PNF) calls the item, and the appropriate pilot
responds by verifying its condition (e.g., “Cowl Anti-Ice” [challenge] –
“ON” [response]).
Two elements are inherent in the execution of normal procedures:
Q use of either the cockpit layout or event cues to prompt the correct
switch and/or control positions
Q use of normal checklists as “done” lists.

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Before Starting Engines Normal

Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Procedures
Oxygen System Ready Control . . . . . . . . . . . . . . . . . . . . . PULL ON
Oxygen Mask (pilot and copilot) . . . . . . . CHECK, SELECT 100%
The masks are in cups on the outboard edge of each seat back. CAUTION: If operation of the
vent blower fan is desired prior to
Circuit Breakers and Guarded Switch (CB panels) . . . . . . . . . SET starting engines, do not attempt to
open cabin door or emergency exit
Visually verify that all circuit breakers are set. Always use a until vent blower has been turned
flashlight at night. off for at least 45 seconds.
Nonessential Bus Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Radio Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF WARNING: Beards and mus-
taches should be carefully trimmed
Defog Blower (pilot and copilot) . . . . . . . . . . . . . . . . . . . . . . . . . OFF so that they will not interfere with
AHRS Battery Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH the proper sealing of an oxygen
mask. The fit of the oxygen mask
Hold the test switch for 5 seconds to ensure the AHRS BAT TEST around the beard or mustache
annunciator illuminates. should be checked on the ground
for proper sealing. Studies con-
Hydraulic Pressure Switch. . . . . . . . . . . (GUARD DOWN) NORM ducted by the military and FAA
conclude that oxygen masks do not
Landing Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN seal over beards and mustaches.
Verify that the landing gear handle is down and circuit breakers are
in.
Emergency Landing Gear Door Close Handle . . . . . . . SAFETIED
Ensure the handle is safety wired or that the safety wire has not been
broken.
Emergency Landing Gear Down Handle . . . . . . . . . . . . SAFETIED
broken.
Engine Start Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . FREE MOVEMENT
THEN CUTOFF
Roll Trim Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH
Roll and Rudder Trim Disconnect Switch . . . . . . . . . . . . . . .NORM
Pitch Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
Engine Synchronizer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (0º) UP
Landing Select Switch . . . . . . . . . . . . (GUARD DOWN) FLAP 30º

September 2001
Table of Contents
CAE SimuFlite
Emergency Brake Handle . . . . . . . . . . . . . . . . . . . . . . . . SAFETIED

broken.
Cabin Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETIED
broken.
Cabin Pressure Source Selector. . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Cockpit Temperature Controls . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Manual Pressurization Control Knob. . . . . . . . . . . . . . . FULL INC
Cabin Temperature Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Refrigeration Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Fuel Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
Master Generator Switches . . . . . . . . . . (GUARD DOWN) NORM
Indicator Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Instrument Light Switches . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Exterior Light Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Light Switches . . . . . . . . . . . . . . . . . . . . . .RETRACT/OFF
Horizontal Stabilizer Deice
Backup Switch (if installed) . . . . . . . . . . . . . . . . . . . . . . . SAFETIED
Ensure the switch guard is safety wired or that the safety wire has
not been broken.
Anti-Ice/Deice Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Heater Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Wiper Switches (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Jet Pump Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
Fuel Crossfeed Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
Standby Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
STBY PWR annunciator illuminates ON.
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The STBY PWR annunciator may illuminate either ON or ARM.

September 2001
Table of Contents
Battery Feed Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH
The STBY PWR annunciator illuminates ON, and the FDR FAIL
LIGHT illuminates.
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER, THEN ON
The FDR FAIL LIGHT will extinguish and the STBY PWR
annunciation may be either ON or ARM.
On airplanes with the Fairchild F1000 Flight Data Recorder, the two
annunciator lights, FDAU and DFDR will illuminate for 5 seconds
when battery power is first switched on.
SPKR Switches . . . . . . . . . . . . . . . . . . . . . ON OR DON HEADSET
INTPH Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Emergency Lights . . . . . . . . . . . . . . . . . . . . (GUARD UP) TEST/ON
The EMER LT NOT ARM annunciator illuminates. Verify all
emergency lights illuminate.
Master Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST NOTE: When checking the stall
Test all systems except the generators. warning systems, the master test
switch must remain in the L or R
Airspeed/Landing Gear Aural Warnings . . . . . . . . . . . . . . . . . TEST STALL position until the column
shaker and stall annunciator lights/
Warning tones activate.
horn actuate twice to check the
Indicator Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST altitude compensator. The first
shaker actuation will occur at
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK approximately 0.5 units on the
a. FUEL PRESS LO Annunciators . . . . . . . . . . . . ILLUMINATED AOA indicator and the second at
approximately 0.7 units. The stall
b. Left Fuel/Hydraulic Valve. . . . . . . . . . . . . . . . . . . . . . . . .CLOSE annunciator lights/horn will actu-
L H/V and L F/V CLOSE lights illuminate. ate when the AOA indicator
approaches 1.0 unit.
c. Left Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The L and R FUEL LO annunciators remain illuminated and the It is permissible to recheck the
L BOOST PUMP light illuminates. STBY PWR during the TAXI pro-
cedures if the no-go light illumi-
d. Left Fuel/Hydraulic Valve. . . . . . . . . . . . . . . . . . . . . . . . . .OPEN nates during the initial standby
LH/V and LF/V OPEN lights illuminate. L FUEL PRESS LO power check. It will be necessary
to reset a generator if the master
annunciator extinguishes. R FUEL PRESS LO annunciator
test switch is rotated out of the
remains illuminated. OFF position subsequent to engine
e. Left Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO starting.
The L and R FUEL PRESS LO annunciators illuminate and the
L BOOST PUMP light extinguishes.
f. Repeat steps “b.” through “e.” for the right engine.
Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

September 2001
Table of Contents
CAE SimuFlite
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . ON MOMENTARILY

Check that both pumps operate and then position switches to auto.
Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Delay 3-5 seconds between changing fuel crossfeed modes.
a. Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L TANK
b. Check the following:
L BOOST PUMP light . . . . . . . . . . . . . . . . . . . . ILLUMINATES
RH JET PUMP light . . . . . . .ILLUMINATES MOMENTARILY
XFEED light . . . . . . . . . . . . .ILLUMINATES MOMENTARILY
FUEL XFEED light. . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
Fuel Crossfeed ON Annunciator (Shroud) . . . . . ILLUMINATES
c. FUEL PRESS LO Annunciators . . . . . . . . . . . EXTINGUISHED
d. Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
e. Check the following:
FUEL XFEED light. . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
XFEED light . . . . . . . . . . . . .ILLUMINATES MOMENTARILY
RH JET PUMP light . . . . . . .ILLUMINATES MOMENTARILY
L BOOST PUMP light . . . . . . . . . . . . . . . . . . EXTINGUISHES
Fuel Crossfeed ON Annunciator (Shroud) . . . EXTINGUISHES
f. FUEL PRESS LO Annunciators . . . . . . . . . . . . ILLUMINATED
Repeat steps “a.” through “f.” for the right tank.
Trim System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Pitch Trim:
a. Copilot Depress Trim
Arming Button for 5 Seconds . . . . . . . . . . . . . . . . . . . . . CHECK
Ensure there is no motion and the aural tone sounds.
b. Pilot repeats step “a.” on pilot's side.
c. Copilot Not Depressing Trim
Arming Button, move
Trim Switch to NOSE UP for 5 Seconds . . . . . . . . . . . . CHECK
Ensure there is no motion and the aural tone sounds.
d. Pilot Repeats Step “c.” On Pilot's Side.
e. Copilot Not Depressing Trim
Arming Button, move
Trim Switch to LWD and RWD . . . . . . . . . . . . . . . . . . . CHECK
Ensure there is no motion.

September 2001
Table of Contents
f. Pilot Repeats Step “e.” On Pilot's Side.
g. Copilot Move Trim to
NOSE UP and Hold. . . . . . . . . . . . . . . . . . . . . . . CHECK NOSE
UP MOVEMENT
Pilot Push TRIM INT/AP DISENG Switch . . . . . . . . . . CHECK
h. Pilot Move Trim to
NOSE DOWN and Hold . . . . . . . . . . . . .CHECK NOSE DOWN
MOVEMENT
Copilot Push TRIM INT/AP
DISENG Switch . . . . . . . . . . . . . . . CHECK FOR NO MOTION
Copilot Release TRIM INT/AP DISENG
Switch, then Pilot Select PITCH TRIM EMER . . . . . . . CHECK
i. EMER PITCH TRIM Switch . . . . . . . . . . . . . . . N. DN & N. UP
Check for motion.
j. PITCH TRIM Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
k. PITCH TRIM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
l. PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . .SET FOR TAKEOFF
Roll Trim
m. Copilot Move Trim to RWD . . . . . . . . . CHECK FOR MOTION
Pilot Push TRIM INT/AP DISENG
Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FOR
NO MOTION
n. Pilot Move TRIM to LWD . . . . . . . . . . CHECK FOR MOTION
Copilot Push TRIM INT/AP DISENG
Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FOR
NO MOTION
o. Pilot Move TRIM to RWD and
Copilot Select ROLL & RUD TRIM DISC . . . . . . CHECK FOR
NO MOTION
p. ROLL & RUD TRIM DISC Switch . . . . . . . . . . . . . . . . . NORM
q. ROLL TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET NEUTRAL

September 2001
Table of Contents
CAE SimuFlite
Rudder Trim
r. RUD TRIM Knob Centered . . . . . . . . . . . . . . . . . . . . DEPRESS
Check for no motion.
s. Without Depressing, Turn
RUD TRIM Knob . . . . . . . . . . . . . . . . . . . . . . . NOSE L AND R
Check for no trim motion.
t. Depress and Turn
RUD TRIM Knob . . . . . . . . . . . . . . . . . . . . . . . NOSE L AND R
Check for trim motion.
u. Push TRIM INT/AP DISENG
Switch When Trim is In-transit . . . . . . . . . . . . . . . . . . . . CHECK
There will be an interruption of trim motion.
v. Place ROLL & RUD TRIM DISC
Switch to DISC While Rudder Trim
is In-transit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
There will be an interruption of trim motion.
ROLL & RUD TRIM DISC Switch . . . . . . . . . . . . . . . . . NORM
RUD TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET NEUTRAL
Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
If BEFORE STARTING ENGINES procedures are not to be immedi-
ately followed by STARTING ENGINES:
Standby Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Before Starting Engines Check . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
Table of Contents
Starting Engines
A GPU start is recommended at ambient temperatures below approxi-
mately 5°F (-15°C). External power requirements are 28V DC, 1,000-
1,500 amperes output.
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED
WARNING: Verify cabin door
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE security by attempting to turn the
handle to the unlocked position
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE AND STOW without depressing the release but-
ton. Confirm the eight (8) lock pins
Seats, Seat Belts and Shoulder Harnesses on the forward and aft sides of the
(pilot and copilot) . . . . . . . . . . . . . . .FASTENED AND ADJUSTED door are properly engaged, as indi-
cated by the white flags fully cov-
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ering the red background.
Standby Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Only a crewmember should close
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON and lock the door.
SPKR Switches . . . . . . . . . . . . . . . . . . . . . . .ON or DON HEADSET
INTPH Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON NOTE: When the engines are not
running, the parking brake must be
DC Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK set from the pilot’s side only.
Check that there is 22V minimum for battery start or 28V for GPU
start.
Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Emergency Lights . . . . . . . . . . . . . . . . . . . . (GUARD DOWN) ARM
Generator Reset Switches. . . . . . . . . . . . . . .OFF FOR GPU/NORM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOR BAT START
Engine EFCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Engine Start Select . . . . . . . . . . . . . . . . . . . . . . . . . SELECT L OR R
EFC AUX PWR ON Annunciator. . . . . . . . . . . . . .ILLUMINATED
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
a. Start Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
b. PUSH TO DISENG Button. . . . . . . . . . . . . . . . ILLUMINATED
c. N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATION
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IDLE AT 8% N2
CAUTION: In the event of a
Place thrust lever to IDLE when N2 accelerates through 8%. hung start, do not advance thrust
lever beyond IDLE.

September 2001
Table of Contents
CAE SimuFlite
ENG EFC OFF Annunciator . . . . . . . . . . . . . . . . EXTINGUISHED

CAUTION: If ITT indication
continues to rise or the rate of rise Ensure ENG EFC OFF annunciator extinguishes above 26% N2.
is abnormally fast, shut the engine
Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
down before temperature limits are
exceeded. Ensure starter disengages prior to 45% N2.
Maximum ITT limitations are:

Engine Instruments. . . . . . . . . . . . . . . . . . . (52-54% N2) MONITOR
550°C to 600°C for 4 seconds
Ignition and Boost Pump Lights . . . . . . . . . . . . . EXTINGUISHED
600°C to 700°C for 2 seconds.
Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
FUEL/H PMP PRESS LO Annunciators . . . . . . EXTINGUISHED
Cabin Pressure Source . . . . . . . . . . . . . . . . .OPERATING ENGINE
Operating Generator (if battery start) . . . . . . . . . . . . . . . . .CHECK
Ensure current is less than 150 amps.
CAUTION: Check for starter dis- Engine Start Select . . . . . . . . . . . . . . . . . . . . . . . . OTHER ENGINE
engagement at approximately 35% FUEL PRESS LO
N2. If starter has not disengaged by Annunciator (other engine) . . . . . . . . . . . . . . . . . . .ILLUMINATED
45% N2, place thrust lever in CUT
OFF position and remove all elec-
EFC AUX PWR ON Annunciator. . . . . . . . . . . . . .ILLUMINATED
trical power. Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
a. Start Button . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
CAUTION: If engine does not b. PUSH TO DISENG Button. . . . . . . . . . . . . . . . ILLUMINATED
start within 10 seconds, place c. N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATION
thrust lever in CUT OFF position,
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IDLE AT 8% N2
place ignition switch in OFF posi-
tion, motor engine for 15 seconds, Place thrust lever to IDLE when N2 accelerates through 8%.
then press the PUSH TO DISENG
button. Observe starter duty cycle
ENG EFC OFF Annunciator . . . . . . . . . . . . . . . . EXTINGUISHED
limitations. Ensure ENG EFC OFF annunciator extinguishes above 26% N2.
Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
Ensure starter disengages prior to 45% N2.
Engine Instruments. . . . . . . . . . . . . . . . . . . (52-54% N2) MONITOR
EFC AUX PWR ON Annunciator. . . . . . . . . . . . EXTINGUISHED
Ignition and Boost Pump Lights . . . . . . . . . . . . . EXTINGUISHED
FUEL/H PMP PRESS LO Annunciators . . . . . . EXTINGUISHED
Ground Power Unit (if used) . . . . . . . . . . . . . . . . . . .DISCONNECT
Generator Reset Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
DC Amperes and Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Standby Power Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
Starting Engines Check . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
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Before Taxi Check NOTE: Do not taxi until AHRS

ALIGNING - DO NOT TAXI
Refrigeration Air Conditioning . . . . . . . . . . . . . . . . AS REQUIRED annunciators extinguish on both
Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON pilot's and copilot's panels.
AC Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK For maximum heating or cooling,

Master Test (Generators) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST the cabin pressure source selector
should be in the BOTH HIGH
Standby Gyro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCAGE position.
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT Except during taxi conditions in
Select either BOTH HIGH or BOTH NORM. visible moisture at 41°F (5°C) or
colder, the engine EFC system may
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED be selected OFF during ground
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or LOW operation provided the engine
speed is manually maintained at a
Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETY minimum of 46% N2. With the
EFC system selected OFF, a poten-
Galley Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
tial exists for the generators to
Before Taxi Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE drop off line with the thrust levers
at idle.
CAUTION: Engine anti-ice sys-

tems must be ON for taxi and take-
off when in visible moisture at
41°F (5°C) or colder. Except for a
preflight check, do not operate sys-
tem during ground operations at
temperatures above 50°F (10°C).
NOTE: In misting conditions on

airplanes without windshield wip-
ers, Windshield Anti-Ice on LOW
will improve visibility.

September 2001
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CAE SimuFlite
Taxi
Wheel Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Speedbrakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Speedbrake Emer Retract . . . . . . . . . (GUARD UP) EMER RET
b. Speedbrakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND
Ensure there is no movement.
c. Speedbrake Emer Retract . . . . . . . . . (GUARD DOWN) NORM
d. Speedbrakes. . . . . . . . . . . . . . . . . . . . . . . . . NOTE EXTENSION
e. SPD BRAKE EXT Annunciator . . . . . . . . . . . . ILLUMINATED
f. Speedbrakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
a. Wheel Brakes . . . . . . . . . . . . . . . . . .APPLY WHILE ROLLING
b. Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
CAUTION: When turning the
Check for brake release, then switch OFF. Recover brake effec-
anti-skid switch from TEST to ON, tiveness. Check that the ANTI-SKID FAIL annunciator
pause momentarily in OFF to illuminates.
allow for system cycling. The anti- c. Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
skid test should not be performed
in a congested area. Check that the ANTI-SKID FAIL annunciator extinguishes and
there is normal braking.
Thrust Reversers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
a. Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLOY
b. Check ARM, UNLOCK, and
DEPLOY Annunciators. . . . . . . . . . . . . . . . . . . ILLUMINATED
c. EMER STOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
d. Check:
EMER STOW Lights . . . . . . . . . . . . . . . . . . . . ILLUMINATED
UNLOCK and DEPLOY Annunciators . . . . . EXTINGUISHED
e. EMER STOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
f. Check:
EMER STOW Lights . . . . . . . . . . . . . . . . . . . EXTINGUISHED
ARM, UNLOCK and DEPLOY Annunciators . ILLUMINATED
NOTE: It is desirable to perform
thrust reverser check into the wind. g. Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
Do not exceed five seconds with
h. Check all Thrust Reverser Lights
the buckets deployed.
and Annunciators. . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED

September 2001
Table of Contents
Jet Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
a. Jet Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. Jet Pump Lights. . . . . . . . . . ILLUMINATED MOMENTARILY
c. FUEL PRESS LO
Annunciators . . . . . . . . . . . . ILLUMINATED MOMENTARILY
d. Boost Pump Lights . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
e. FUEL PRESS LO Annunciators . . . . . . . . . . . EXTINGUISHED
f. Jet Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
g. Jet Pump Lights. . . . . . . . . . ILLUMINATED MOMENTARILY
h. Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . OFF, THEN AUTO
i. Boost Pump Lights . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
j. FUEL PRESS LO Annunciators . . . . . . . . . . . EXTINGUISHED
Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
Fuel Quantity and Balance. . . . . . . . . . . . . . . . . . . . . . . . RECHECK
Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Cabin Pressure Control . . . . . . . . . . . . . SET CRUISE ALTITUDE
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Rudder Boost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
a. Rudder Boost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. Verify RDR BST FAIL Annunciator. . . . . . . . . ILLUMINATED
c. Rudder Boost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
d. Verify RDR BST FAIL Annunciator. . . . . . . . EXTINGUISHED
Autopilot . . . . . . . . . . . . . . . . . . . . . . . CHECK AND DISENGAGE
a. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENGAGE
Verify that the pilot's PFD displays the following messages:
Q
ROLL (Green)
Q
PTCH (Green)
Q ALTS (White)
Q
AP ← (Green)
b. Go-Around Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
Verify AP disconnect with YD remaining engaged, then re-
engage the autopilot.

September 2001
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CAE SimuFlite
c. Center button on pilot's

Manual Trim switch . . . . . . . . . . . . . . . . . . . . . . . . . . ACTUATE
Verify AP disconnect with YD remaining engaged then re-
engage the autopilot.
NOTE: TRIM FAIL annuncia- d. Pilot's A/P DISENG push button . . . . . . . . . . . . . . . . DEPRESS
tions may occur during this pre- Verify that AP and YD disconnect then re-engage the autopilot.
flight test if the autopilot drives the
e. Center button on copilot's
trim to full travel. If this occurs,
Manual Trim switch . . . . . . . . . . . . . . . . . . . . . . . . . . ACTUATE
disengage the autopilot, neutralize
the trim and continue the preflight Verify AP disconnect with YD remaining engaged then re-
check. engage the autopilot.
f. Copilot's A/P DISENG push button . . . . . . . . . . . . . . DEPRESS
Verify that AP and YD disconnects then engage the autopilot.
g. Go-around Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
Verify the AP disengages with the YD remaining engaged
h. Reset all trims to the takeoff position.
WARNING: During normal pre-
flight checks, it is likely that the i. Primary Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
pitch and roll trims will be run to Move the primary flight controls through the full range of travel
their extreme positions. Therefore,
all trims must be returned to the in the pitch, roll and yaw axes. Verify proper movement and free-
proper settings prior to takeoff. dom of travel.
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Engine EFC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Conduct this test procedure on the first flight of the day:
a. Engine EFC’s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66% N2
c. Engine EFC Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
Check that the ENG EFC OFF annunciators illuminate and that
the engine N2 decreases at least 3%.
d. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
e. Engine EFC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, THEN ON
Check that the ENG EFC OFF annunciators extinguish and that
the engine N2 recovers to 52%.
Engine EFCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Anti-Ice/Deice Systems (if required) . . . . . . . . . . . . . . . . . . .CHECK
Engine and Wing Anti-Ice Systems Check
a. Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-70% N2
b. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
c. Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
d. Engine ITT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK INCREASE

September 2001
Table of Contents
e. ENG ICE TEMP LO
Annunciators . . . . . . . . . . . . ILLUMINATED MOMENTARILY
f. Engine Anti-Ice Lights . . . . . . . . . . . . . . . . . . . ILLUMINATED
g. Ignition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
h. Wing Anti-Ice Light . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Wing Anti-Ice light will illuminate after wings heat to
temperature.
i. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
j. Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
k. Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Horizontal Stabilizer Anti-Ice System Check
RK-1 thru RK-107 not modified by Kit 128-4014-1, 128-4014-3,
128-4014-5 or 128-4016-1.
a. H Stab Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
b. STB ANTI ICE FAIL Annunciator . . . . . . . . . . ILLUMINATED
c. H Stab Anti-Ice Light . . . . . . . . . . . . . . . . . . . EXTINGUISHED
d. H Stab Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Horizontal Stabilizer Deice System Check
128-4014-5 or 128-4016-1.
a. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . TEST AND HOLD
b. H Stab Deice Light . . . . . . . . COUNT 12 OR MORE FLASHES
c. STB DEICE FAIL Annunciator . . . . . . . . . . . EXTINGUISHED
d. H Stab Deice Fail Test. . . . . . . . . . . . . . . . . PRESS AND HOLD
e. STB DEICE FAIL Annunciator . . . . . . . . . . . . ILLUMINATED
f. H Stab Deice Fail Test. . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
g. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CAUTION: DO NOT operate
RK-108 and after, RK-1 THRU RK-107 modified by Kit 128- wing or horizontal stabilizer ice
4014-1, 128-4014-3,128-4014-5 or 128-4016-1. protection systems on the ground
except for preflight check and
a. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (UP) 0º landing rollout.
b. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . TEST AND HOLD
c. H STAB ICE FAIL Annunciator . . . . . . . . . . . EXTINGUISHED
d. H Stab Deice Light . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
After Approximately 10 Seconds:
e. H STAB ICE FAIL
Annunciator. . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED FOR
3 SECONDS

September 2001
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CAE SimuFlite
f. H Stab Deice Light . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED

g. H STAB ICE FAIL Annunciator . . . . . . . . . . . EXTINGUISHED
h. H Stab Deice Light . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
i. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
j. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . TEST AND HOLD
k. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 30º
l. LDG FLAP DELAY Annunciator. . . . . . . . . . . ILLUMINATED
m. Flaps Travel. . . . . . . .FLAPS STOP AT APPROXIMATELY 10º
n. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
o. LDG FLAP DELAY Annunciator. . . . . . . . . . EXTINGUISHED
p. Flap Travel . . . . . . . . . . . . . . . . . . . . . . . FLAPS MOVE TO 30º
q. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET FOR TAKEOFF
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FMS Programming
Pertinent information (station identifier, waypoint, bearing, and
waypoint distance) is entered into the flight plan from either CDU.
Programming may be accomplished before takeoff or during flight.
To enter RNAV approach waypoints:
a. Flight Plan Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the flight plan page on the CDU.
b. ADD WPTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SELECT
c. Associated Navaids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the navaid associated with the RNAV approach and verify
the navaid position.
d. ADD RAD/DIS OFFSET . . . . . . . . . . . . . . . . . . . . . . . .SELECT
e. Radial and Distance Offset . . . . . . . . . . . . . . . . . . . . . . . KEY IN
Key in the radial and distance offset of the initial approach fix
and select OFFSET COMPLETE.
The CDU will display the initial approach fix position and offers the
select RNAV APCH. Verify the initial approach position and select
RNAV APCH.
f. Waypoint Name. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter a waypoint name of up to 5 alphanumeric characters and
select NAME COMPLETE.
g. Radial and Distance Offset . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the radial and distance offset of the next RNAV approach
fix.

September 2001
Table of Contents
h. Waypoint Name. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the waypoint name for the next RNAV approach fix.
i. Repeat the last two steps for as many waypoints as required.
After keying in the radial distance offset of the missed approach fix,
select END RNAV APCH.
j. Waypoint Name. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter the waypoint name for the missed approach fix. The flight
plan shows the last waypoint followed by the message END
RNAV APCH.
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
NOTE: Use of the TCAS test
To initiate the TCAS test mode, press the TST key on the ATC page mode during flight inhibits TCAS
of the RTU. TCAS TEST will be displayed on the MFD, ND (if operation for approximately 10
installed) and PFD. When the test mode is completed, the TCAS seconds.
aurally announces TCAS SYSTEM TEST OK or TCAS SYSTEM
TEST FAIL.
Ground Operation
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Maintain the TCAS in the STBY mode until just prior to take-
off, then select the TCAS mode as desired.
Select the TCAS STBY mode immediately after clearing the
runway following a landing.
V1, VR, V2, AOA, N1, Flap Setting . . . . . . . . . . . . . . . . . CONFIRM
Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Taxi Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Before Takeoff
NOTE: Check for recovery of N2
Engine EFCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 52% to 54% and ENG EFC OFF
lights extinguished.
Anti-Collision Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If ECS OFF takeoff is planned:
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Rate Control . . . . . . . . . . . . . . . . . . . . . . . 11 O'CLOCK POSITION
Manual Pressure Control . . . . . . . . . . . . . . . . . . FULL DECREASE
Vent Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Before Takeoff Check . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
Table of Contents
CAE SimuFlite
Line Up
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW
AOA Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Pitot Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Static Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Recognition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Line Up Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Takeoff
NOTE: When taking off at an air- Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . APPROXIMATELY 90% N1
port above 9,000 feet pressure alti- Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
tude, CABIN PRESS LO
annunciator may be illuminated. Wheel Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASE
After takeoff, the cabin altitude Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
should be set to extinguish the
light. Set thrust to TAKEOFF prior to 60 KIAS.
Nose-up Pitch Attitude
at Rotation (VR) . . . . . . . . . . . . . . . . . . . . . . . (AS DESIRED) 13-15º
NOTE: If takeoff was made on a After Takeoff

snow or slush covered runway, Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
cycle landing gear one or two
times at a safe altitude to shed any While the gear retracts, watch for proper indication. Monitor the
ice accumulation. hydraulic pressure gage to detect a hydraulic failure.
Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CAUTION: Do not operate anti- Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (UP) 0º
ice/deice systems at Ram Air tem- Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET MCT
peratures greater than 50°F (10°C)
unless in actual icing conditions, as Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
indicated by illumination of the
Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
ICING annunciator (if installed) or
airframe ice accumulation. Ice pro- Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RETRACT/OFF
tection systems should be on prior
to encountering actual icing. Turn Ignitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
systems off when clear of icing Anti-Ice/Deice Systems
conditions. (above 400 ft. AGL) . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

September 2001
Table of Contents
Engine Anti-Ice System Operation
a. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90% N1 OR LOWER
b. Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
c. Engine ITT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK INCREASE
d. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Refer to the Takeoff Thrust Setting or Maximum Continuous
Thrust setting graphs.
e. ENG ICE TEMP LO
Annunciators . . . . . . . . . . . ILLUMINATED MOMENTARILY
f. Engine Anti-Ice Lights . . . . . . . . . . . . . . . . . . . ILLUMINATED
g. Ignition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Wing Anti-Ice System Operation
a. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90% N1 OR LOWER
b. Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
c. Engine ITT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK INCREASE
d. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Refer to the Takeoff Thrust Setting or Maximum Continuous
Thrust Setting graphs.
e. Wing Anti-Ice Light . . . . . . . . . . . . . . . . . . . .EXTINGUISHED,
THEN ILLUMINATED
Horizontal Stabilizer Anti-Ice System Operation
128-4014-5 OR 128-4016-1.
a. H Stab Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. H Stab Anti-Ice Light . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Horizontal Stabilizer Deice System Operation
128-4014-5 OR 128-4016-1.
a. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. H Stab Deice Light . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
There will be as many as 6 short flashes followed by cycling of
approximately 15 seconds on and 1 second off.
Horizontal Stabilizer Deice System Operation
RK-108 and after, RK-1 thru RK-107 modified by Kit 128-4014-
1, 128-4014-3, 128-4014-5 OR 128-4016-1.
a. H Stab Deice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. H Stab Deice Light . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

September 2001
Table of Contents
CAE SimuFlite
Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Refrigeration Air Conditioning . . . . . . . . . . . . . . . . AS REQUIRED
If ECS (OFF) Takeoff Was Made and Above 1500 Feet AGL:
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select either BOTH HIGH or BOTH NORM.
Vent Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: Operate manual pressure
controller slowly to avoid sudden Manual Pressure Control . . . . . . . . . . . . . . . . . . . FULL INCREASE
cabin pressure changes.
After Takeoff Check . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Maximum Continuous Thrust

ECS ON/Anti-Ice OFF
PA/RAT -50 -40 -30 -20 -10 0 10 20 30 40
10,000 100.2 102.4 102.0 100.5 99.2 97.9 96.7 95.6 94.5 93.4
6,000 91.5 93.4 95.4 97.3 99.2 98.0 96.8 95.6 94.5 93.4
2,000 86.7 88.5 90.3 92.3 94.0 95.9 96.8 95.6 94.5 93.4
Engine Anti-Ice ON/ECS ON

PA/RAT -50 -40 -30 -20 -10 0 10 20 30 40
10,000 100.2 100.8 98.6 97.2 96.1 95.2 94.4 – – –
6,000 91.5 93.4 95.4 97.2 96.1 95.2 94.4 – – –
2,000 86.7 88.5 90.3 92.3 94.1 95.2 94.4 – – –
Engine and Wing Anti-Ice ON/ECS ON

PA/RAT -50 -40 -30 -20 -10 0 10 20 30 40
10,000 100.2 98.8 96.7 95.3 94.2 93.4 92.7 – – –
6,000 91.5 93.5 95.4 95.4 94.2 93.4 92.7 – – –
2,000 86.7 88.5 90.3 92.3 94.1 93.4 92.7 – – –
ECS OFF and Anti-Ice OFF

PA/RAT -50 -40 -30 -20 -10 0 10 20 30 40
10,000 100.2 102.4 102.6 101.2 99.8 98.6 97.4 96.3 95.2 94.1
6,000 91.5 93.5 95.4 97.4 99.2 98.6 97.4 96.3 95.2 94.1
2,000 86.7 88.5 90.5 92.3 94.1 95.9 97.4 96.3 95.2 94.1

September 2001
Table of Contents
Climb (FL 180)

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Cabin Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
NOTE: The cabin pressure
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED source selector may be kept in the
BOTH HIGH position until cabin
Refrigeration Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . OFF temperature comfort is achieved;
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK then, select BOTH NORM.
Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Anti-Ice/Deice Systems . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED CAUTION: Ignition should be
Climb Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE turned ON for turbulence and/or
precipitation conditions. Flight
below column shaker onset speed
Fuel Management Procedures should be avoided. Intentional
operation at speeds approaching
Fuel Crossfeed NORM for takeoff and landing. the onset of stall buffet may result
in engine compressor stalls.
a. Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . L TANK OR R TANK
AS REQUIRED TO BALANCE FUEL
Monitor wing and fuselage fuel quantity indicators to verify fuel
transfer from fuselage tanks to engine feed tanks.
Descent
Seat Belts/Shoulder Harnesses. . . . . . . . . . . . . . . . . . . . FASTENED
Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Anti-Ice/Deice Systems . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
CAUTION: If icing conditions
Cabin Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET are anticipated during descent and
approach, turn ice protection sys-
Set controller to field elevation + 500 feet.
tems ON as early as possible prior
Windshield Defog . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED to penetrating clouds. Maintain
wing anti-ice/deice operation light
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ON (approximately 70% N2) dur-
Descent Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE ing descent to assure proper wing
anti-ice operation.

September 2001
Table of Contents
CAE SimuFlite
Approach
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
Prior to commencing the approach, verify that the flight plan is
properly loaded. The NAV tuning mode will change to MAN mode
prior to using an RNAV waypoint. The Navigator mode will change
to MAN LEG advance if using AUTO LEG or SEL CRS.
Prior to the first RNAV waypoint:
Verify that either NAV is tuned to RNAV reference facility.
Manually advance the waypoint when over the existing TO way-
point (DME = 0.0).
Due to the earth's magnetic field drift, the course displayed on the
PFD may differ from the published course slightly. Manually
changing the course to match the published course is not
approved.
The airplane course will be direct to the initial approach fix from the
WARNING: During flight in previous waypoint. It may be necessary to intercept the final
icing conditions, wait at least 15 approach course outside the initial approach fix or to hold outside
seconds after selecting 10 degrees the initial approach fix. To accomplish this:
flaps before selecting 30 degrees
flaps. This delay provides the sta- Enter the SYSTEM CONTROL page and select SEL CRS.
bilizer deice system the time
required to remove any ice accu- Rotate the CRS knob to the desired course.
mulation from the stabilizer lead- Re-select MAN LEG advance on the SYS CTRL page.
ing edge.
Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
If icing conditions are encoun-
tered for more than 20 minutes VREF, VAC, N1, AOA, LDG DIST . . . . . . . . . . . . . . . . . . CONFIRM
after initial selection of 10 degrees
flaps, land using 10 degrees flaps. Cabin Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETY
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW
If a missed approach is executed
and the flight diverted to an alter- Hydraulic/Nitrogen Pressure . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
nate airport, the landing must be
made using 10 degrees flaps unless Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
a Ram Air temperature of 41°F
(5°C) or greater is observed during Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10º
APPROACH and BEFORE NAV Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
LANDING.
Ensure that the pilot and copilot NAV systems are tuned to the same
Do not operate anti-ice/deice sys- localizer and signal is valid.
tems at Ram Air temperatures
greater than 50°F (10°C) unless in CAT II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
actual icing conditions, as indi-
cated by illumination of the ICING With valid radio altimeter and airplane below 2,500 ft. AGL,
annunciator (if installed) or air- depress CAT II button above each PFD. Verify that both green OK
frame ice accumulation. annunciators illuminate.

September 2001
Table of Contents
Approach Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Initial approach speed should be VREF + 30 KIAS with 10 degrees
flap and landing gear up.
Approach/Missed Approach Reference Landing Speeds
WEIGHT X 1000 (LB)
FLAPS 16.1 15.7 15 14 13 12 11
VREF at 30º 118 117 114 110 106 102 97
VAC 10º 140 139 136 132 128 124 119
Approach Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Before Landing
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Extend the landing gear when the glideslope indicator shows the
airplane one dot below the glideslope. Extend the flaps to 20 degrees NOTE: Exceeding the localizer
when two dots below glideslope. Extend the flaps to 30 degrees at or glideslope deviation will cause
glidescope capture. Smoothly decrease airspeed from initial annunciation on the PFD. The
approach speed (VREF + 30 KIAS) to final approach speed (VREF + localizer or glidescope pointer will
10 KIAS) and maintain until crossing the runway threshold. alternate from green to yellow and
flash.
Recognition Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON NOTE: Increase final approach
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30º speed to VREF + 5 knots for autopi-
lot coupled approaches.
Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing
Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Brakes (after touchdown). . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Speedbrakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EXTEND
Thrust Reversers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DEPLOY NOTE: If a go-around becomes
Reverser Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY necessary after the thrust reversers
are deployed, place the reverser
Reverse Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED levers to the stow position before
Landing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE advancing the thrust levers.

September 2001
Table of Contents
CAE SimuFlite
Balked Landing
Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAKEOFF N1
Climb Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
When positive climb is established:
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10º
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Yaw Damp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0º
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/OFF
After Landing
Engine EFCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Anti-Collision Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Ice/Deice Systems:
a. Wing, Engine and H Stab . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: In misting conditions on b. Windshield. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OR LOW
airplanes without windshield wip- AOA Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
will improve visibility. Pitot Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Static Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Ignitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Speedbrakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Defog Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
After Landing Check . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

September 2001
Table of Contents
Shutdown
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED NOTE: If the engines are not run-
Standby Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ning, the parking brake must be set
from the pilot’s side only. Pumping
Standby Gyro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAGE the brake pedals may be necessary.
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF A malfunction of the mixing valve
may prevent the brakes from being
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF set.
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Emergency Lights . . . . . . . . . . . . . . . . . . . . . . . . .(GUARD UP) OFF
Interior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Cabin Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Galley Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Shutdown Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Turnaround
Prior to Enplaning or Deplaning:
L Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .R ENG
Brake Energy and WARNING: Ice and frost accu-
Turnaround Charts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK mulations have been observed on
the upper inboard wing root sec-
See section 5, Approach and Landing Performance. tions after extended flight at high
Restarting L Engine: altitude, followed by rapid descent
and landing in areas of high
Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF humidity conditions. During rapid
turnarounds, upper wing surfaces
Left Engine EFC . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, THEN ON should be inspected. If ice or frost
is present, it must be removed prior
Refrigeration Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . OFF to departure.
Perform STARTING ENGINE Procedures
Before Taxi:

September 2001
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CAE SimuFlite
Radio Masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Cabin Pressure Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select either BOTH HIGH or BOTH NORM.
Engine EFCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
NOTE: In misting conditions on Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OR LOW

airplanes without windshield wip- Taxi:
will improve visibility. Wheel Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
Fuel Quantity and Balance. . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Cabin Pressure Control . . . . . . . . . . . . . SET CRUISE ALTITUDE
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
V1, VR, V2, AOA, N1, Flap Setting . . . . . . . . . . . . . . . . . CONFIRM
Perform Before Takeoff and Line Up Procedures.
Turnaround Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Towing/Taxiing
On hard surfaces, the aircraft can be towed or pushed backwards using
a tow bar (P/N 45A91715-1) attached to the nose wheel. Turning angle
of the nose wheel with tow bar is 90 degrees either side of center. When
the aircraft is on a soft surface (such as sand, soft ground, or mud), tow-
ing adapter belts (P/N 45A99601-1) and tow cables must be attached to
each main gear for towing.
For taxi operations, accomplish directional control with the nose wheel
steering system. To prevent landing gear or engine damage, taxi the air-
plane on a smooth, hard surface that is free of loose gravel or debris.
The maximum turning radius for the nose wheel steering system is 45
degrees either side of center.

September 2001
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Aircraft Turning Radius – Towing
WALL TO WALL 47.6 FT
19.2 FT 22.2 FT
4.65 FT
25.37 FT
CURB TO CURB
23.68 FT
B4TM-EXNML002i

September 2001
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CAE SimuFlite
Nose Gear Towing

Nose and Main Gear Lock Pins . . . . . . . . . . . . . . . . . . .INSTALLED
Torque Link Upper Pin . . . . . . . . . . . . . . . . REMOVED/STOWED
Towbar . . . . . . . . . . . . . . . . . . . . . . . . ATTACHED TO AIRCRAFT
Towbar . . . . . . . . . . . . . . . . .ATTACHED TO TOWING VEHICLE
Pilot's Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OCCUPIED
Ensure that a brake operator is positioned in the cockpit prior to
towing.
Cabin Entry Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Wing/Tail Walkers . . . . . . . . . . . . . . . . STATIONED (OPTIONAL)
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
Ensure the towing vehicle operator, brake operator, and wing/tail
walkers are able to communicate.
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
CAUTION: Never push, pull or Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWED

lift airplane by any of the control Observe the aircraft turning distances depicted in Minimum Turning
surfaces. Radii.
When towing operation is complete:
Navigation Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: To reduce stress on the
nose landing gear in future moves, Nose wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
center the nose wheel before bring- Controls Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
ing the airplane to a full stop.
Brake Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CAUTION: Do not set the park-
ing brake when brakes are hot or if Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
outside temperature is at or below Tow Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
32ºF (0º C).
Torque Link Upper Pin . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Insert the disconnect pin through the torque link sleeve and nose
gear shock strut.

September 2001
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Main Gear Towing

Towing Adapter Belt Assembly . . . . . . . . . ATTACHED TO MAIN
LANDING GEARS
Tow Cables. . . . . . . . . . . . . . . . ATTACHED BETWEEN TOWING
ADAPTER BELT ASSEMBLY
AND TOWING VEHICLE
Torque Link Upper Pin . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Tow Bar . . . . . . . . . . . . . . . . . . . . . ATTACHED TO NOSEWHEEL
AXLE FOR MANUAL STEERING
Wing/Tail Walkers . . . . . . . . . . . . . . . . STATIONED (OPTIONAL)
Pilot's Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OCCUPIED
Ensure a brake operator is positioned in the cockpit prior to towing.
Cabin Entry Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
Ensure the towing vehicle operator, brake operator, and wing/tail
walkers are able to communicate.
Wheel Chocks/Mooring Ropes . . . . . . . . . . . . . . . . . . . REMOVED
Controls Gust Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWED
CAUTION: Never push, pull or
Observe the aircraft turning distances depicted in Minimum Turning lift airplane by any of the control
Radii. surfaces.
When towing operation is complete:

NOTE: To reduce stress on the
Navigation lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF nose landing gear in future moves,
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF center the nose wheel before bring-
ing the airplane to a full stop.
Nose wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CAUTION: Do not set the park-
Controls Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED ing brake when brakes are hot or if
outside temperature is at or below
Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
32ºF (0º C).
Tow Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Torque Link Upper Pin. . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Insert the disconnect pin through the torque link sleeve and nose
gear shock strut.
Tow Cables and Adapters. . . . . . . . . . . . . . . . . . . . . . . . REMOVED

September 2001
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CAE SimuFlite
Taxiing
Pretaxi Procedure
Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Torque Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECTED
Static Ground Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Taxi Procedure
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
WARNING: Ensure personnel
are clear of engine inlet and Refer to the Normal Procedures section of the Airplane Flight
exhaust. Manual for engine starting procedures.
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELEASED
Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN
CAUTION: Avoid abrupt and Apply only sufficient thrust to start roll.
rough operation.
Stop the aircraft by slowly depressing both foot brakes.
Shutdown Procedure
Refer to the Normal Procedures section of the Airplane Flight
Manual for shutdown procedures.

September 2001
Table of Contents
Aircraft Turning Radius – Taxiing
CURB TO CURB 40.4 FT
23.0 FT
17.13 FT
8.0 FT
B4TM-EXNML003i

September 2001
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CAE SimuFlite
Parking
Under normal weather conditions, the aircraft may be parked and
headed in a direction to facilitate servicing without regard to prevailing
winds. For extended parking, head aircraft into the wind.
Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARKED ON HARD,
LEVEL SURFACE
Nose wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Landing Gear Locking Pins . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Control Gust Locks. . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Emergency Brake . . . . . . . . . . . . . . . . CHECKED (2,000 PSI MIN)
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
ing brake when brakes are hot or if Move the handle fully to PARK to apply the brake.
outside temperature is at or below
Emergency Escape Hatch Pin . . . . . . . . . . . . . . . . . . . .INSTALLED
32ºF (0º C).
Nose and Main Gear Wheels . . . . . . . . . . . . . . . . . . . . . .CHOCKED
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
The following covers should be installed:
Q
engine intakes
Q engine exhausts
Q static vents
Q
pitot heads
CAUTION: Allow pitot heads to
cool before fitting covers.
Q AOA Probe
Q Ram Air Scoop
The manufacturer recommends that the engine intake and exhaust cov-
ers be installed whenever the aircraft is parked. They should be
removed only for engine operation or servicing. The remaining covers
must be fitted in adverse weather conditions or if the aircraft is to stand
for an extended period of time.
If temperature may drop below freezing:
Water/Waste System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINED
If temperature may drop below 14°F (-10°C) and aircraft is to be
parked for 12 hours or more:
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE TO WARMER
ENVIRONMENT
Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED

September 2001
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Mooring CAUTION: When strong winds

are anticipated, head airplane into
No mooring is necessary in wind speeds up to 40 kt if the aircraft is
wind and maintain sufficient dis-
headed into the wind, the parking brake is engaged, and main gear front tance from other airplanes.
and rear chocks are installed.
If extended parking plans or impending weather necessitates mooring
NOTE: 3/4-inch manila rope may
the aircraft, 3/4-inch ropes are attached to the nose gear and main gear be used for mooring. Allow suffi-
struts. This procedure requires that tie-down eyelets be set into the cient slack for contraction of rope
apron; there is no procedure for mooring at unprepared facilities. in wet weather.
Parking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Trim Tabs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL ing brake while the brakes are
overheated or during cold weather
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP when accumulated moisture may
Gust Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED freeze.
Emergency Escape Hatch. . . . . . . . . . . . . . . . . . . .PIN INSTALLED

Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . STATICALLY GROUND
Install the Following Covers:
Q Pitot tube cover
Q AOA covers
Q
Engine intake covers
Q Engine exhaust covers
Q Windshield cover (if available)
Mooring Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Mooring Cables . . . . . . . . . . . . . . . . . . . . . . . . . ATTACHED FROM CAUTION: Refer to the aircraft
AIRPLANE TO RINGS maintenance manual for the proper
IN PARKING APRON tie-on points for mooring ropes.
Cables should be arranged in as nearly symmetrical pattern as
possible.
For additional mooring security, tie each main landing gear and the NOTE: For tie-down, use 3/4-
nose gear using manila ropes. inch (19 mm) manila rope or rope
Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED having over 2,000 lb. tensile
strength.

September 2001
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CAE SimuFlite

September 2001
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Deicing Supplemental Information Cold Weather

This section provides supplementary information on aircraft deicing,
anti-icing/deicing fluids, deicing procedures, and aircraft operating pro- Operations
cedures. Consult the Aircraft Flight Manual, aircraft maintenance man-
ual, and FAA Advisory Circulars for deicing procedures, holdover
times, recommendations, and hazards.
Federal Aviation Regulations (FARs) prohibit takeoff with snow, ice, or
frost adhering to the wings, windshields, power plant, or flight controls.
It is the responsibility of the pilot-in-command to ensure the aircraft is
free of snow, ice, or frost before takeoff.
Failure to adequately deice the aircraft can result in serious aircraft per-
formance degradation, loss of lift, and erratic engine and flight
instruments.
Following extended high-altitude flight, frost can form at ambient tem-
peratures above freezing on the wing's underside in the fuel tank areas.
Refueling the aircraft with warmer fuel usually melts the frost.
Cold Soak Conditions

An aircraft is exposed to cold soak conditions when the average ambi-
ent temperature is below -4°F (-20°C) longer than four hours and it
may be assumed that all aircraft components have stabilized at the
ambient temperature.
If the local ambient temperature is predominantly below -4°F (-20°C),
move the aircraft to a heated hangar if possible.
Ground icing may also occur at temperatures of 50°F (10°C) or colder
with high humidity.
If icing or cold soak conditions may be encountered and a heated han-
gar is not available, prepare the aircraft for cold soak conditions.
Q
Drain the water system and toilet unit.
Q
Remove the aircraft batteries and store them in a warm environment.
This ensures the temperature of each battery is above 14°F (-10°C)
before takeoff, thus ensuring emergency flight time capability.
Q
Remove any packed snow from the landing gear bays, wheel wells,
landing gear, and all control surfaces.
Q Fit covers or blanks to the following:
- engine intakes
- jet pipe exhausts
- nose and main gear wheels

September 2001
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CAE SimuFlite
- pitot heads and static vents

- windshield
- ice detector head
- dorsal air intake
- stall warning vents
- angle-of-attack probe.
Ground Deice/Anti-Ice Operations

Deicing Fluids
The approved deicing and anti-icing fluids are:
Q
SAE AMS 1424 Type I
Q ISO 11075 Type I
Q SAE AMS 1428 Type II
Q
ISO AMS 11078 Type II
Q SAE AMS 1428 Type IV
Only the following Type IV anti-icing fluids are approved:
Q
Clariant Safewing MP IV 1957
Q Clariant Safewing MP IV 2001
Q UCAR ULTRA+ (approved for use down to -15º)
Q
Octagon Max Flight Type IV
These deicing fluids are specially inhibited, glycol-based solutions.
While the fluid remains liquid, snow and ice will not adhere to it. The
following precautions should be taken when using deicing and anti-
icing fluids:
Q
avoid contact with skin and eyes
Q
replace clothing permeated with deicing/anti-icing fluid
Q
stay on the windward side of the airplane during application
Q do not let solution come in contact with bearings; it may dilute the
lubricant
Q
avoid applying solution to windows
Q exercise caution when walking on surfaces that are coated with glycol
Q keep the solution from entering air ducts or cabin heat and ventila-
tion ducts, to prevent toxic fumes from entering the cabin or cockpit
during taxi or takeoff.

September 2001
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When necessary, the aircraft can be deiced by:
Q placing the aircraft in a warm hangar until the ice melts
Q mechanically brushing the snow or ice off with brooms, brushes, or
other means
Q a cold application of deicing fluid with normal spray equipment
Q a heated application of glycol-based solution.
Removing Snow
Use a brush to remove dry snow from aircraft surfaces, or employ cold
air blast. In either case, exercise care to prevent “trapping snow” in
control surface gaps and hinges. If ambient conditions are above freez-
ing, dry snow may be removed by applying a hot blast, then spraying
the cleared surface with deicing fluid.
Use rubber squeegees to remove wet snow. Again, exercise care to pre-
vent trapping snow in control surface gaps and hinges. If ice formed
under the snow, apply deicing fluid.
For frozen snow and ice films, first clear loose snow, then apply deic-
ing fluid. Brush the snow as fluid is applied to assist in breaking up
deposits and to keep the fluid on the deposit. After all frozen deposits
are removed, apply a light coating of fluid to keep the surface clear.
Brush off or mop up any water resulting from melted ice as soon as
possible.
After clearing snow, make sure the following are free of frost, ice, or
frozen deposits:
Q static vents and pitot heads
Q
angle-of-attack probe (if installed)
Q drain mast
Q all intakes
Q
all control surfaces airbrakes
Q
landing gear.
Removing Hoar Frost
To remove hoar frost, spray deicing fluid according to the fluid manu-
facturer's instructions. If the frost-forming conditions are severe, apply
a light coat of concentrated fluid after defrosting to maximize the hold-
over period.
Removing Sleet and Freezing Rain
To remove sleet or freezing rain, spray undiluted deicing fluid accord-
ing to the fluid manufacturers instructions. Use hot fluid when possible.

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CAE SimuFlite
In ground icing conditions, conduct a pre-takeoff contamination check
within five minutes of takeoff, preferably just prior to taxiing onto the
active runway. Critical areas of the aircraft (e.g., empennage, wing,
windshield, control surfaces) must be checked to ensure they are free of
ice, slush, and snow or that the deicing/anti-icing treatment is still
effective.
During preflight inspection, inspect areas where surface snow or frost
could change or affect normal system operations. The following are
supplemental preflight checks:
All Protective Covers/Blanks . . . . . . . . . . . . . . . . . . . . . REMOVED
All Surfaces . . . . . . . . . . . . . . . . . . . FREE OF FROST/ICE/SNOW
The wing leading edges, all control surfaces, tab surfaces, flaps and
balance panel cavities must be free of ice or snow. Check control
balance cavities and drain holes for drainage after snow removal;
puddled water may refreeze in flight.
Engine Inlets . . . . . . . . . . . . . CLEAR OF INTERNAL ICE/SNOW
Check that the inlet cowling is free of ice or snow and that the
engine is free to rotate.
Fuel Tank Vents. . . . . . . . . . . . . . . . . . . . . . . .FREE OF ICE/SNOW
Check accessible fuel tank vents; remove all traces of ice or snow.
Pitot Heads and Static Ports . . . . . . . . . . . . . . . . . .CLEAR OF ICE
Water rundown from snow removal may refreeze immediately
forward of static ports and cause an ice build-up. This build-up
results in disturbed airflow over the static ports, which causes
erroneous static readings, even though the static ports themselves
are clear.
As snow on the windshield melts, it may also form sheet ice over a
large area of the forward fuselage and obstruct the static ports.
Landing Gear Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Landing gear doors should be unobstructed and free of impacted ice
or snow.
Air Conditioning Inlets and Exits . . . . . . . . . . . . . . . . . . . . . CLEAR
Verify that the air inlets and exits are clear of ice or snow.

September 2001
Table of Contents
Aircraft Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
For different deicing fluids, the times of protection (i.e., holdover
times) vary considerably. Furthermore, these times depend largely
on the meteorological conditions and methods of application.
Complete deicing prior to engine starting.
Preliminary Cockpit Preparation . . . . . . . . . . . . . . . . COMPLETE
Battery . . . . . . . . . . . . . . . . . . . . .INSTALLED/FULLY CHARGED
If the temperature fell below -10ºC (14º F), the battery may have
been removed.
Engine Start
Preheating engines exposed to cold soaking in temperatures below
-19ºF (-29ºC) is recommended, with particular attention to accessory
gearbox and fuel system components.
When aircraft have been exposed to low overnight ambient tempera-
WARNING: After several min-
tures, carefully monitor both fuel and oil pressures during starts. If, in utes of heat application, fuel drain-
either system, there is no indication or an indication that is below nor- ing from a component affected by
mal operating limits, shut the engine down immediately. Inspect for ice ice does not necessarily indicate
and, if ice is present, apply hot air before attempting another start. that all ice has melted. Particles of
ice may still remain in the unit,
causing a serious potential flight
After Engine Start hazard. Continue to apply heat for
a period of time and frequently
Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR inspect drainage until it is evident
that all water has been removed.
The engine instruments should indicate approximately normal
within a short time after reaching idle.
Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
During cold weather starts, oil pressure may temporarily exceed
maximum pressure limits until the oil temperature rises. At low
ambient temperatures, a temporarily high pressure above maximum
limits may be tolerated, but delay takeoff until the pressure drops
below the maximum limits.
If the OAT is 5°C (41ºF) or below with visible moisture, ignition
and engine anti-ice switches should be turned on for taxi and
takeoff. When not in icing conditions, the engine anti-ice must not
be used when the temperature is above 10°C (50º F).

September 2001
Table of Contents
CAE SimuFlite
Flight Controls . . . . . . . . . CHECK FREEDOM OF MOVEMENT

Accomplish a freedom of movement check whenever the aircraft
has been exposed for an extended period of time to snow, freezing
rain, or other conditions that could restrict flight control movement.
Expect an increase in control forces at low temperatures because of
increased resistance in cables and congealed oil in bearings; it may
be desirable to accomplish an additional control check prior to taxi.
Flaps/Speedbrakes . . . . . . . . . . . . . . . . . . . . CHECK OPERATION
Cycle the flaps through their entire range; check for smooth
operation.
Exterior Deicing After Engine Start

Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Air Conditioning Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Taxi/Before Takeoff
When significant quantities of precipitation in the form of snow, slush,
or water are on the runway, takeoff performance may vary consider-
ably; refer to the AFM.
Taxi
Nose wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EXERCISE
Exercise nose wheel steering in both directions during taxi to
circulate warm hydraulic fluid through the steering cylinders and to
minimize steering lag caused by low temperatures.
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
When taxiing in snow or slush, the manufacturer recommends that
brake applications be made to enable the residual heat in the brake
friction discs to dispose of any slush accumulation in the brake
units.
Before Takeoff
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
Extend the flaps to the takeoff setting at this time if they have been
held due to slush or wet snow. Consider using a zero flap (0 degrees)
takeoff configuration.

September 2001
Table of Contents
Engine Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Ensure the oil temperature is sufficient for fuel filter deicing.
Before Takeoff Check . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
To ensure the aircraft is configured for takeoff, complete the before
takeoff checklist before releasing brakes.
Takeoff
In icing conditions, turn on wing anti-ice, engine ignition, and engine
anti-ice for takeoff.
If the aircraft starts to slide on ice or snow during the engine power
check, release the brakes and begin the takeoff roll. Continue the
engine check during the early part of the takeoff roll. Expect a lag in
nose wheel steering and anticipate corrections. A forward pressure on
the control column increases nose wheel steering effectiveness.
A layer of slush exerts a large drag on the wheels, particularly at high
speeds. This drag increases the distance required to accelerate and may
cause difficulty in rotation. The recommended technique in these con-
ditions is to take off with flaps 15 degrees and to rotate at normal VR.
To dislodge any slush accumulations, cycle the gear several times
before final retraction after takeoff.
Climb/Cruise/Descent
When engine anti-ice is selected on, engine idle RPM is higher (i.e.,
raised idle) to ensure adequate engine and intake ice protection. The
thrust at a given RPM decreases; fuel flow and ITT increase. The pen-
alties on sector fuel are large.
The following is the recommended procedure.
Q Climb at 230 KIAS with normal climb power.
Q
If it is necessary to cruise into an icing layer, use long range cruise
performance; it is more economical to cruise below an icing layer
than in it.
Q
Descend at 230 KIAS. Thrust levers may be closed. Some airbrake
extension is necessary; full airbrakes give a rate of descent of about
3,000 fpm. Higher airspeeds (up to VMO/MMO) may be used if
required for a higher rate of descent.
Q Hold at normal holding speed.

September 2001
Table of Contents
CAE SimuFlite
Landing
When landing on a very wet or slush-covered runway, there is a risk
that water may enter the engine intakes and cause a malfunction. To
reduce the effect of ingestion, select engine ignition ON prior to land-
ing; switch engine ignition OFF after landing.
If reverse thrust is not used, shutting down either engine after selecting
speedbrakes helps deceleration. In a crosswind, shut down the down-
wind engine.
If available, use reverse thrust; however, select forward idle if direc-
tional control becomes difficult.
Ground clearance with flaps lowered is relatively small; when operat-
ing on a runway with deep puddles, slush, snow or ice, observe the
following:
Q
Do not perform touch-and-go landings.
Q Avoid retracting the flaps if practicable. With the flaps extended,
examine the top and bottom flap surfaces and adjacent structures for
damage; also check for packed slush, snow or ice between the flap
and wing structure.
Q If the flaps are undamaged, maintenance personnel should examine
each inboard hinge bolt for signs of overloading at the first conve-
nient opportunity (but no later than the next Service A inspection).
Taxi-In/Park
If severe icing conditions are present, set engine anti-icing and ignition
to ON. During prolonged ground operation, periodic engine run-up
may be performed to reduce the possibility of ice buildup.
Removing Salt and Chemical Agents After

Landing
If salt or chemical agents were used to disperse snow and ice on the
landing field, wash the affected areas with clean water as soon as possi-
ble. A wetting agent (e.g., TEEPOL or Comprex A) may be added in
small quantities.
If time or conditions prevent the removal of contaminants, make a note
in the Technical Log so that appropriate action can be taken later.

September 2001
Table of Contents
Securing for Overnight or Extended Stay

Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Release the parking brake to eliminate the possibility of the brakes
freezing.
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Water Storage Containers . . . . . . . . . . . . . . . . . . . . . . . . .DRAINED
Toilets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DRAINED
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the nickel-cadmium batteries will be exposed to temperatures
below 14°F (-10°C) for more than 12 hours, remove the batteries
and store them in a warmer environment.
Galley Supplies That May Freeze . . . . . . . . . . . . . . . . . REMOVED
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED

September 2001
Table of Contents
CAE SimuFlite

September 2001
CAE SimuFlite strongly supports the premise that the disciplined

use of well-developed Standard Operating Procedures (SOP) is Standard
central to safe, professional aircraft operations, especially in
multi-crew, complex, or high performance aircraft. Operating
If your flight department has an SOP, we encourage you to use it
during your training. If your flight department does not already
Procedures
have one, we welcome your use of the CAE SimuFlite SOP.
Corporate pilots carefully developed this SOP. A product of their Chapter 3C
experience, it is the way CAE SimuFlite conducts its flight
operations.
The procedures described herein are specific to the Beechjet
400A and apply to specified phases of flight. The flight crew
member designated for each step accomplishes it as indicated.
Beechjet 400A Developed for Training Purposes 3C-1

June 2004
SOPs
CAE SimuFlite
3C-2 Developed for Training Purposes Beechjet 400A

June 2004
SOPs
Standard Operating Procedures
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5

Table of
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Flow Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Contents
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Omission of Checklists. . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Challenge/No Response . . . . . . . . . . . . . . . . . . . . . . 3C-5
Abnormal/Emergency Procedures . . . . . . . . . . . . . . . . 3C-5
Time Critical Situations. . . . . . . . . . . . . . . . . . . . . . . . 3C-6
Rejected Takeoffs. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
Critical Malfunctions in Flight . . . . . . . . . . . . . . . . . . . 3C-6
Non-Critical Malfunctions in Flight . . . . . . . . . . . . . . . 3C-6
Radio Tuning and Communication . . . . . . . . . . . . . . . . 3C-7
Altitude Assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-7
Pre-Departure Briefings . . . . . . . . . . . . . . . . . . . . . . . 3C-7
Advising of Aircraft Configuration Change . . . . . . . . . . 3C-7
Transitioning from Instruments to Visual Conditions . . 3C-7
Phase of Flight SOP . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-9
Holding Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-9
Takeoff Roll. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-10
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-11
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-13
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-14
Precision Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-16
Precision Missed Approach . . . . . . . . . . . . . . . . . . . . 3C-20
Precision Approach Deviations. . . . . . . . . . . . . . . . . . 3C-22
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . 3C-23
Non-Precision Missed Approach . . . . . . . . . . . . . . . . 3C-26
Non-Precision Approach Deviations. . . . . . . . . . . . . . 3C-28
Visual Traffic Patterns. . . . . . . . . . . . . . . . . . . . . . . . . 3C-29
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-31

June 2004
SOPs
CAE SimuFlite

June 2004
Table of Contents
Definitions Items designated on the checklist as

PM or by his seat position are the General
Information
LH/RH – Pilot Station. Designa- PM's responsibility. The PM con-
tion of seat position for accom- firms the accomplishment of the
plishing a given task because of item, then responds orally to his own
proximity to the respective control/ challenge. In all cases, the response
indicator. Regardless of PF or PM by either pilot is confirmed by the
role, the pilot in that seat performs other and any disagreement is
tasks and responds to checklist resolved prior to continuing the
challenges accordingly. checklist.
PF – Pilot Flying. The pilot respon- After the completion of any check-
sible for controlling the flight of the list, the PM states “_______ check-
aircraft. list is complete.” This allows the PF
PIC – Pilot-in-Command. The pilot to maintain situational awareness
responsible for the operation and during checklist phases and prompts
safety of an aircraft during flight the PF to continue to the next check-
time. list, if required.
PM – Pilot Monitoring. The pilot Effective checklists are pertinent
who is not controlling the flight of and concise. Use them the way they
the aircraft. are written: verbatim, smartly, and
professionally.
Flow Patterns
Omission of Checklists
Flow patterns are an integral part of
While the PF is responsible for initi-
the SOP. Accomplish the cockpit
ating checklists, the PM should ask
setup for each phase of flight with a
the PF whether a checklist should be
flow pattern, then refer to the check-
started if, in his opinion, a checklist
list to verify the setup. Use normal
is overlooked. As an expression of
checklists as “done lists” instead of
good crew resource management,
“do lists.”
such prompting is appropriate for
Flow patterns are disciplined proce- any flight situation: training, opera-
dures; they require pilots who under- tions, or check rides.
stand the aircraft systems/controls
Challenge/No Response
and who methodically accomplish
the flow pattern. If the PM observes and challenges a
flight deviation or critical situation,
Checklists the PF should respond immediately.
Use a challenge-response method to If the PF does not respond by oral
execute any checklist. After the PF communication or action, the PM
initiates the checklist, the PM chal- must issue a second challenge that is
lenges by reading the checklist item loud and clear. If the PF does not
aloud. The PF is responsible for ver- respond after the second challenge,
ifying that the items designated as the PM must ensure the safety of the
PF or his seat position (i.e., LH or aircraft. The PM must announce that
RH) are accomplished and for he is assuming control and then take
responding orally to the challenge. the necessary actions to return the air-
craft to a safe operating envelope.

June 2004
Table of Contents
CAE SimuFlite
NOTE: “Control” means responsi- Abnormal/Emergency Any checklist action pertaining to a

ble for flight control of the aircraft, Procedures specific control, switch, or equip-
whether manual or automatic. ment that is duplicated in the cockpit
When any crewmember recognizes is read to include its relative position
an abnormal or emergency condi- and the action required (e.g., “Left
tion, the PIC designates who con- Throttle – IDLE; Left Boost Pump –
trols the aircraft, who performs the OFF”).
tasks, and any items to be monitored.
Following these designations, the Time Critical Situations
PIC calls for the appropriate check- When the aircraft, passengers, and/
list. The crewmember designated on or crew are in jeopardy, remember
the checklist accomplishes the three things:
checklist items with the appropriate Q
FLY THE AIRCRAFT – Maintain
challenge/response.
aircraft control.
The pilot designated to fly the air- Q RECOGNIZE CHALLENGE –
craft (i.e., PF) does not perform
Analyze the situation.
tasks that compromise this primary
responsibility, regardless of whether Q RESPOND – Take appropriate
he uses the autopilot or flies manu- action.
ally. Rejected Takeoffs
Both pilots must be able to respond The rejected takeoff procedure is a
to an emergency situation that pre-planned maneuver; both crew-
requires immediate corrective action members must be aware of and
without reference to a checklist. The briefed on the types of malfunctions
elements of an emergency procedure that mandate an abort. Assuming the
that must be performed without ref- crew trains to a firmly established
erence to the appropriate checklist SOP, either crewmember may call
are called memory or recall items. for a rejected takeoff.
Accomplish all other abnormal and The PF normally commands and
emergency procedures while refer- executes the rejected takeoff for
ring to the printed checklist. directional control problems or cata-
strophic malfunctions. Additionally,
Accomplishing abnormal and emer- any indication of the following mal-
gency checklists differs from accom- functions prior to V1 is cause for an
plishing normal procedure checklists abort:
in that the pilot reading the checklist
states both the challenge and the
Q
engine failure
response when challenging each Q
engine fire
item. Q
reverser unlock/deploy
When a checklist procedure calls for
In addition to the above, the PF usu-
the movement or manipulation of
ally executes a rejected takeoff prior
controls or switches critical to safety
to 80 KIAS for any abnormality
of flight (e.g., throttles, engine fire
observed.
switches, fire bottle discharge
switches), the pilot performing the When the PM calls a rejected take-
action obtains verification from the off, the PF announces “Abort” or
other pilot that he is moving the cor- “Continue” and executes the appro-
rect control or switch prior to initiat- priate procedure.
ing the action.

June 2004
Table of Contents
Critical Malfunctions in Flight For navigation radios, the PM tunes
and identifies all navigation aids.
In flight, the observing crewmember
positively announces a malfunction. Before tuning the PF's radios, he
As time permits, the other crewmem- announces the NAVAID to be set. In
ber makes every effort to confirm/ tuning the primary NAVAID, in par-
identify the malfunction before initiat- ticular, the PM coordinates with the
ing any emergency action. PF to ensure proper selection
sequencing with the autopilot mode.
If the PM is the first to observe any After tuning and identifying the PF's
indication of a critical failure, he
NAVAID, the PM announces “(Facil-
announces it and simultaneously iden-
ity) tuned and identified.”
tifies the malfunction to the PF by
pointing to the indicator/annunciator. Monitor NDB audio output anytime
After verifying the malfunction, the the NDB is in use as the NAVAID.
PF announces his decision and com- Use the marker beacon audio as
mands accomplishment of any check- backup to visual annunciation for
list memory items. The PF monitors marker passage confirmation.
the PM during the accomplishment of In tuning the VHF radios for ATC
those tasks assigned to him. communication, the PM places the
Non-Critical Malfunctions in newly assigned frequency in the
Flight head not in use (i.e., preselected) at
the time of receipt. After contact on
Procedures for recognizing and verify-
the new frequency, the PM retains
ing a non-critical malfunction or
the previously assigned frequency
impending malfunction are the same
as those used for time critical situa- for a reasonable time period.
tions: use positive oral and graphic
Altitude Assignment
communication to identify and direct
the proper response. Time, however, is The PM sets the assigned altitude in
not as critical and allows a more delib- the altitude alerter and points to the
erate response to the malfunction. alerter while orally repeating the
Always use the appropriate checklist altitude. The PM continues to point
to accomplish the corrective action. to the altitude alerter until the PF
Radio Tuning and confirms the altitude assignment and
alerter setting.
Communication
The PM accomplishes navigation and
communication radio tuning, identifi-
cation, and ground communication.

June 2004
Table of Contents
CAE SimuFlite
Pre-Departure Briefings alerts the PM to the forthcoming

change (e.g., gear, speedbrake, and
The PIC should conduct a pre-depar-
flap selections). If time permits, he
ture briefing prior to each flight to
also announces any abrupt flight path
address potential problems, weather
changes so that there is always
delays, safety considerations, and
mutual understanding of the intended
operational issues.
flight path.Time permitting, a PA
Pre-departure briefings should announcement to the passengers
include all crewmembers to enhance precedes maneuvers involving
NOTE: The acronym AWARE team-building and set the tone for the unusual deck or roll angles.
stands for the following: flight. The briefing may be formal or
informal, but should include some Transitioning from
Q
Aircraft status
standard items. The acronym Instruments to Visual
Q Weather
AWARE works well to ensure that no Conditions
Q
Airport information points are missed. This is also an
Q
Route of flight opportunity to brief any takeoff or If visual meteorological conditions
departure deviations from the SOP (VMC) are encountered during an
Q
Extra.
due to weather or runway conditions. instrument approach, the PM nor-
mally continues to make callouts for
Advising of Aircraft the instrument approach being con-
Configuration Change ducted. However, the PF may
request a changeover to visual traffic
If the PF is about to make an aircraft pattern callouts.
control or configuration change, he

June 2004
Table of Contents
Holding Short Phase of

PF PM Flight SOP
CALL “Before Takeoff
checklist.”
ACTION Complete Before
Takeoff checklist.
CALL “Before Takeoff
checklist complete.”
Takeoff Briefing
ACTION Brief the following:
Q
initial heading/course
Q initial attitude
Q airspeed limit
(if applicable)
Q
clearance limit
Q emergency return
plan
Q SOP deviations.
Consider the following:

Q impaired runway
conditions
Q weather
Q obstacle clearance
Q SIDs.
Cleared for Takeoff

CALL “Lineup checklist.”
ACTION Complete Lineup
checklist.
CALL “Lineup checklist
complete.”

June 2004
Table of Contents
CAE SimuFlite
Takeoff Roll
PF PM
Setting Takeoff Power (Obtained by 60 KTS)

CALL “Set _____.”
CALL “_____ set.”
Initial Airspeed Indication
CALL “Airspeed alive.”
ACTION Visually confirm
positive IAS indication.
At 80 KIAS
CALL “80 kt. cross check”
At V1
CALL “V1.”
ACTION Move hand from

throttles to yoke. Push
and hold F/D TCS.
At VR
CALL “Rotate.”
ACTION Rotate to
approximately 13-
15 degrees pitch
attitude for takeoff.

June 2004
Table of Contents
Climb
PF PM
At Positive Rate of Climb

CALL “Positive rate.”
Only after PM’s call,
CALL “Gear up; Lights in;
Yaw damper on.”
CALL “Gear selected up.”
When gear retraction
complete,
“Gear indicates up.”
After Gear Retraction
ACTION Immediately
accomplish attitude
correlation check.
Q PF’s and PM’s ADI
displays agree.
Q Pitch and bank
angles are
acceptable.
CALL “Attitudes check.”
Or, if a fault exists,
give a concise
statement of the
discrepancy.
400 ft. Above Airport Surface (Minimum)
CALL “400 feet”
NOTE:
V2 +10 KIAS (10
degree flaps) or V2
+20 KIAS (20 degree
flaps).
ACTION Decrease pitch to
approximately 10
degrees.
CALL “Flaps Up, After

Takeoff Checklist”
CALL “Flaps selected UP.”
When flaps indicate
up,
“Flaps indicate UP.”

June 2004
Table of Contents
CAE SimuFlite
Climb (continued)
PF PM
At 1,500 ft. AGL (Minimum)

CALL “Climb power.”
ACTION Set climb power
CALL “Climb power set.”
At 1,500 ft. (Minimum) Above Airport Surface and Workload
Permitting
ACTION Complete After Takeoff
checklist.
CALL “After Takeoff checklist
complete.”
At FL 180 (or Transition Altitude)
CALL “29.92 set.”
“Climb checklist.”
CALL “29.92 set.”
ACTION Complete Climb
checklist.
CALL “Climb checklist
complete.”

June 2004
Table of Contents
Cruise
PF PM
At 1,000 ft. Below Assigned Altitude

CALL “_____ (altitude) for
_____ (altitude).”
(e.g., “9,000 for
10,000.”)
(e.g., “9,000 for
10,000.”)
Altitude Deviation in Excess of 100 ft.
CALL “Altitude.”
CALL “Correcting.”
Course Deviation in Excess of One Half Dot
CALL “Course.”

June 2004
Table of Contents
CAE SimuFlite
Descent
PF PM
Upon Initial Descent from Cruise

CALL “Descent checklist.”
ACTION Complete Descent
checklist.
At 1,000 ft. Above Assigned Altitude
(e.g., “10,000 for
9,000.”)
(e.g., “10,000 for
9,000.”)
At Transition Level
CALL “Altimeter set _____. “
CALL “Altimeter set _____.”
CALL “Descent checklist
complete.”
At 10,000 ft.
CALL “10,000 ft.”
CALL “Check
Speed 250 kt.”
Maintain sterile cockpit below 10,000 ft. above airport surface.

June 2004
Table of Contents
Descent (continued)
PF PM
At Appropriate Workload Time

REVIEW REVIEW
Review the following:

Q approach to be executed
Q
field elevation
Q appropriate minimum sector altitude(s)
Q inbound leg to FAF, procedure turn direction and altitude
Q
final approach course heading and intercept altitude
Q timing required
Q DA/MDA
Q MAP (non-precision)
Q
VDP
Q special procedures (DME step-down, arc, etc.)
Q type of approach lights in use (and radio keying
procedures, if required)
Q missed approach procedures
Q runway information conditions.
ACTION Brief the following:

Q configuration
Q approach speed
Q minimum safe altitude
Q approach course
Q FAF altitude
Q
DA/MDA altitude
Q
field elevation
Q VDP
Q
missed approach
Q heading
Q altitude
Q intentions
Q
abnormal implications.
Accomplish as many checklist items as possible. The Approach

checklist must be completed prior to the initial approach fix.

June 2004
Table of Contents
CAE SimuFlite
Precision Approach
PF PM
Prior to Initial Approach Fix

CALL “Approach checklist.”
ACTION Set IAS bug to ACTION Complete Approach
calculated VREF checklist.
After Level-Off on Intermediate Approach Segment

CALL “Flaps 10.”
CALL “Flaps selected 10.”
When flaps indicate 10
degrees,
“Flaps indicate 10.”
CALL “Approach checklist
complete.”
After Initial Convergence of Course Deflection Bar
CALL “Localizer/course CALL “Localizer/course
alive.” alive.”
At Initial Downward Movement of Glideslope Raw Data Indicator
CALL “Glideslope alive. CALL “Glideslope alive.”
Flaps 20.”
degrees,
When Annunciators Indicate Localizer Capture
CALL “Localizer captured.” CALL “Localizer captured.”

June 2004
Table of Contents
Precision Approach (continued)

PF PM
At One Dot From Glideslope Intercept

CALL “One dot to go.”
CALL “Gear down. Before
Landing checklist.”
CALL “Gear selected down.”
When gear extension
is complete,
“Gear indicates down.”
Landing checklist.
When Annunciator Indicates Glideslope Capture
CALL “Glideslope captured.” CALL “Glideslope captured.”
degrees,
“Flaps indicate 30.
Before Landing
Checklist complete.”
If the VOR on the PM’s side is used for crosschecks on the

intermediate segment, the PM’s localizer and glideslope status calls
are accomplished at the time the PM changes to the ILS frequency.
This should be no later than at completion of the FAF crosscheck, if
required. The PM should tune and identify his NAV radios to the
specific approach and monitor.

June 2004
Table of Contents
CAE SimuFlite

PF PM
At FAF
CALL “Outer marker.” or
“Final approach fix.”
ACTION Q Start timing.
Q Visually crosscheck
that both altimeters
agree with crossing
altitude.
Q
Set missed approach
altitude in altitude
alerter.
Q Check PF and PM
instruments.
Q Call FAF inbound.
At 1,000 ft. Above DA(H)

CALL “1,000 ft. to
minimums.”
CALL “Check.”
At 500 ft. Above DA(H)
CALL “500 ft. to minimums.”
CALL “Check.”
NOTE: An approach window has the following parameters:

Q within one dot deflection, both LOC and GS
Q IVSI less than 1,000 fpm
Q IAS within VREF +10 kt (no less than VREF or 0.6 AOA, whichever is
less)
Q no flight instrument flags with the landing runway or visual
references not in sight
Q
landing configuration, except for full flaps (single engine
approaches).
If the aircraft is not within this window a missed approach must be
executed.

June 2004
Table of Contents

PF PM

CALL “Check.”
CALL “Check.”
At point Where PM Sights Runway or Visual References
CALL “Runway (or visual
reference) ____
o’clock.”
ACTION As PF goes visual, PM
transitions to
instruments.
At DA(H)
CALL “Minimums. Runway
(or visual reference)
____ o’clock.”
ACTION Announce intentions.
CALL “Going visual. Land.”
or “Missed approach.”

June 2004
Table of Contents
CAE SimuFlite
Precision Missed Approach

PF PM
At DA(H)
CALL “Minimums. Missed
Approach.”
CALL “Missed Approach.”
ACTION Apply power firmly and ACTION Assist PF in setting
positively. power for go-around.
Activate go-around
mode and initially
rotate the nose to the
flight director go-
around attitude.
When flaps indicate
10 degrees,
CALL “Gear up.”
is complete,
ACTION Announce heading
and altitude for missed
approach.

June 2004
Table of Contents
Precision Missed Approach (continued)

PF PM
At 140 Kts and 400 ft. Above Airport Surface (Minimum)
CALL “Flaps UP.”
When flaps indicate UP,
Permitting
CALL “Balked Landing
checklist.”
ACTION Complete Balked
Landing checklist.

June 2004
Table of Contents
CAE SimuFlite
Precision Approach Deviations

PF PM
± One Half Dot – Glideslope

CALL “One half dot (high, low)
and (increasing, holding,
decreasing).”
± One Half Dot – Localizer
CALL “One half dot (right, left)
and (increasing, holding,
decreasing).”
VREF ± ____________
CALL “VREF (plus or minus)
_____ (knots) and
(increasing, holding,
decreasing).”
At or Below VREF
CALL “VREF.” or
“VREF minus _____ (knots
below VREF).”
Rate of Descent Exceeds 1,000 FPM
CALL “Sink _____ (amount)
hundred and (increasing,
holding, decreasing).”

June 2004
Table of Contents
Non-Precision Approach
PF PM
Prior to Initial Approach Fix

calculated VREF. checklist.
After Level-Off on Intermediate Approach Segment

When flaps indicate
10 degrees,
complete.”
At Initial Convergence of Course Deviation Bar
alive.” alive.”
When Annunciators Indicate Course Capture
captured.” captured.”
CALL “Flaps 20”
When flaps indicate
20 degrees,
Prior to FAF
CALL “_____ (number)
miles/minutes from
FAF.”
CALL “Gear down.
Before Landing
checklist.”
When gear extension
is complete,
Landing Checklist.

June 2004
Table of Contents
CAE SimuFlite
Non-Precision Approach (continued)

PF PM
At FAF
CALL “Final approach fix.”
ACTION Start timing.
Q Visually crosscheck
that both altimeters

agree.
Q Set MDA (or nearest
100 ft. above) in

altitude alerter.
Q Check PF and PM
instruments.
Q Call FAF inbound.

When flaps indicate
30 degrees,
Before Landing
At 1,000 ft. Above MDA
CALL “1,000 ft. to
minimums.”
CALL “Check.”
At 500 ft. Above MDA
CALL “Check.”
NOTE: An approach window has the following parameters:
Q
within one dot CDI deflection or 5 degree bearing.
Q IVSI less than 1,000 fpm.
Q IAS within VREF +10 kt (no less than VREF or 0.6 AOA, whichever is less).
Q no flight instrument flags with the landing runway or visual
references not in sight.
Q landing configuration, except for full flaps (single engine
approaches).
If the aircraft is not within this window, a missed approach must be
executed.

June 2004
Table of Contents
Non-Precision Approach (continued)

PF PM

CALL “Check.”
CALL “Check.”
At MDA
CALL “Minimums. _____
(time) to go.” or
“Minimums. _____
(distance) to go.”
CALL “Check.”
At Point Where PM Sights Runway or Visual References
CALL “Runway (or visual
reference) _____
o’clock.”
CALL “Going visual. Land.”
or “Missed approach.”

June 2004
Table of Contents
CAE SimuFlite
Non-Precision Missed Approach

PF PM
At MAP
CALL “Missed approach
point. Missed
approach.”
CALL “Missed approach.”
ACTION Apply power firmly and ACTION Assist PF in setting
positively. Activate go- power for go-around.
around mode and
initially rotate the nose
to the flight director go-
around attitude.

degrees,
CALL “Gear up.”
is compete,
ACTION Announce heading
and altitude for missed
approach.

June 2004
Table of Contents
Non-Precision Missed Approach (continued)

PF PM
At 140 Kts and 400 ft. Above Airport Surface (Minimum)

CALL “Flaps UP.”
When flaps indicate
UP,
Permitting
checklist.”
ACTION Complete Balked
Landing checklist.

June 2004
Table of Contents
CAE SimuFlite
Non-Precision Approach Deviations

PF PM
± One Dot – Localizer/VOR

CALL “One dot (right, left)
and (increasing,
± 5 Degrees At or Beyond Midpoint for NDB Approach
CALL “_____ (degrees off
course) (right, left) and
decreasing).”
VREF ± ____________
CALL “VREF (plus or minus)
_____ and (increasing,
At or Below VREF
CALL “VREF.” or
VREF minus _____
(knots below VREF.).”
Descent is ±200 FPM of Briefed Rate
CALL “Sink _____ (amount)
hundred and
decreasing).”

June 2004
Table of Contents
Visual Traffic Patterns

PF PM
Before Pattern Entry/Downwind (1,500 ft. Above Airport Surface)

calculated VREF. checklist.

complete.”
Abeam Threshold
When flaps indicate
20 degrees,
CALL “Gear down.
Before Landing
Checklist.”
When gear extension
is complete,
Landing checklist.
Base Leg
CALL “Flaps 30 selected.”
When flaps indicate
30 degrees,
Before Landing

June 2004
Table of Contents
CAE SimuFlite
Visual Traffic Patterns (continued)

PF PM
At 1,000 ft. Above Airport Surface

CALL “1,000 ft. AGL.”
CALL “Check.”
At 500 ft. Above Airport Surface
CALL “500 ft. AGL.”
CALL “Check.”
At 200 ft. Above Airport Surface
CALL “200 ft. AGL.”
CALL “Check.”

June 2004
Table of Contents
Landing
PF PM
Landing Assured (At Point on Approach When PF Sights

Runway and Normal Landing can be Made)
CALL “Final established.”
ACTION Push autopilot ACTION Continue with:
disconnect switch. Q speed check
Q
vertical speed check
Q callouts
Q gear down
verification
Q
flap verification
CALL “Autopilot/yaw damper
off.”
CALL “Final gear and flaps
recheck.”
At 100 ft. Above Touchdown
CALL “100 ft.”
At 50 ft. Above Touchdown
CALL “50 ft.”

June 2004
Table of Contents
CAE SimuFlite
Landing (continued)
PF PM
At Touchdown
ACTION Apply brakes. ACTION Extend speedbrake.
CALL “Speedbrake
extended.”
ACTION Deploy thrust
reversers
CALL “Two DEPLOY lights”

CALL As airspeed decreases
through 60 KIAS,
“60 Knots.”
ACTION Stow thrust reversers.

June 2004
This chapter presents written descriptions of various maneuvers

and techniques applicable to normal and single engine operations. Maneuvers
The second part of this chapter contains pictorial examples of
selected maneuvers.
Chapter 3D
Beechjet 400A Developed for Training Purposes 3D-1

June 2004
CAE SimuFlite
3D-2 Developed for Training Purposes Beechjet 400A

June 2004
Maneuvers
Maneuvers
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7

Table of
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Contents
Normal Standing Takeoff . . . . . . . . . . . . . . . . . . . . . . 3D-8
Rolling Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Takeoff Speeds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Takeoff Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Initial Climb-Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-10
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-10
Thrust Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-10
Turbulent Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-12
Flight at High Indicated Airspeed . . . . . . . . . . . . . . . 3D-13
Operation in Icing Conditions . . . . . . . . . . . . . . . . . . 3D-13
Inflight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-14
Stability and Trim Change . . . . . . . . . . . . . . . . . . . . 3D-14
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-14
Unusual Attitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-14
Stall Recognition and Recovery . . . . . . . . . . . . . . . . . 3D-15
Approach to Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-15
Clean Configuration - Flaps and Gear Up . . . . . . . . 3D-15
Takeoff Configuration - 10 Degrees Flaps
and Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-15
Landing Configuration - 30 Degrees Flaps,
Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-16
Instrument Procedures . . . . . . . . . . . . . . . . . . . . . . . . 3D-16
Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-16
Additional Instrument Systems. . . . . . . . . . . . . . . . . 3D-16
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-16
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-16
Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . . . 3D-16

June 2004
Maneuvers
CAE SimuFlite
Approach Speed Explanation . . . . . . . . . . . . . . . . . . 3D-17

Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-18
Checklist and Configuration . . . . . . . . . . . . . . . . . . 3D-18
Typical Precision Approach (ILS) . . . . . . . . . . . . . . 3D-18
Typical Non-Precision Approach . . . . . . . . . . . . . . . 3D-18
Flap Inoperative Approach and Landing
(Zero Flap Approach and Landing) . . . . . . . . . . . . . 3D-18
Go-Around/Missed Approach/Balked Landing . . . . 3D-19
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-19
VFR Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . 3D-20
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-20
Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-20
Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-20
Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . 3D-20
Touch-and-Go Landings . . . . . . . . . . . . . . . . . . . . . 3D-21
Contaminated Runways . . . . . . . . . . . . . . . . . . . . . 3D-21
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-21
Single Engine Operation . . . . . . . . . . . . . . . . . . . . . 3D-23
Engine Failure After V1 – Takeoff Continued . . . . . . . 3D-23
Single Engine ILS Approach and Landing . . . . . . . . . 3D-23
Single Engine Non-Precision Approach
and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-24
Single Engine Go-Around/Missed Approach . . . . . . . 3D-24
Flight Profiles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-25
Normal Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-27
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-29
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-31
Stall at Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-33
ILS Approach and Landing . . . . . . . . . . . . . . . . . . . . 3D-35
Non-Precision Approach and Landing . . . . . . . . . . . . 3D-37
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-39
Visual Approach and Landing . . . . . . . . . . . . . . . . . . 3D-41
Engine Failure After V1/Takeoff Continued . . . . . . . . 3D-43

June 2004
Maneuvers
Maneuvers
Single Engine ILS Approach and Landing . . . . . . . . . 3D-45

Single Engine Non-Precision Approach
and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-47
Zero Flap Visual Approach and Landing . . . . . . . . . . 3D-49
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-51
Go-Around/Missed Approach/Balked Landing . . . . . . 3D-53
Single Engine Go-Around/Missed Approach . . . . . . . 3D-55

June 2004
Table of Contents
CAE SimuFlite

June 2004
Table of Contents
Maneuvers
Taxiing Apply sufficient power to start the

aircraft rolling; check proper opera- Normal
Prior to taxiing the Beechjet 400A,
complete all items of the Before Taxi
tion of the wheel brakes and then
reduce power to idle. At lighter Operation
checklist. Obtain clearance from the weights and higher elevations, the
appropriate control agency and aircraft may accelerate easily; at idle
ensure both pilots understand the power, it is easy to generate taxi
taxi route prior to aircraft move- speeds much higher than desired. If
ment. Both pilots should visually it is necessary to make a sharp turn
check the area around the aircraft for after moving from the parking spot,
ground equipment, other obstruc- maintain above idle power until suf-
tions, and personnel. ficient speed is gained to complete
Also, a visual check should be made the turn with idle thrust. The addi-
of the passenger cabin to note that tional speed prevents the aircraft
baggage and equipment are stowed, from stopping during the turn and
emergency exit access is clear, gal- then requiring excess thrust to move
ley equipment and supplies are again. If taxiing in a congested area
secure, and that passengers are and close to other aircraft, hangars,
seated with seat belts fastened. If or other obstacles, use ground per-
necessary, a verbal or PA announce- sonnel to ensure adequate clearance.
ment can be made that the aircraft is When clear of other aircraft after
being taxied. taxi begins, check both pilot's and
When ready to taxi, release the park- copilot's brakes as soon as possible.
ing brake. The rudder pedals provide Both pilots should maintain good
approximately 25 degrees left or look-out discipline while taxiing.
right nose wheel travel for takeoff Avoid tests, checks, and paperwork
and landing. An additional 20 activity that compromise necessary
degrees castering of the nose wheel visual clearing. Taxi speed should be
can be achieved by applying differ- kept to the minimum practical for
ential power and braking for a total safety and passenger comfort.
of 45 degrees. For smooth steering, Items of the Taxi and Before Takeoff
gently move the rudder pedals only checklists should be accomplished
the amount necessary to make the when visual clearing is not compro-
required turn, ensuring that the main mised. Whenever it is necessary to
gear tires do not pivot. stop aircraft movement with the
When applying power to taxi, use engine running, maintain firm pres-
care and good judgment to avoid sure on the brake pedals or set the
exhaust blast to other aircraft, per- parking brake. Plan ahead, be sure
sonnel, equipment, and buildings. that the aircraft and its pilots and
passengers are ready for flight
before calling for takeoff clearance.

January 2004
Table of Contents
CAE SimuFlite
NOTE: Power settings and air- Takeoff assist with the throttles to enable the
speeds for maneuvering are target PF to concentrate on directional con-
Refer to the profile on page 3D-27. trol. At 80 KIAS, the PM cross-
values and will vary based upon air-
Prior to takeoff, consider the follow- checks the airspeed indications. At
craft gross weight, density altitude
and environmental conditions such ing: V1, the PF's right hand moves to the
as icing. Q
use of flight director control wheel in preparation for
Q thrust application takeoff rotation.
Q brake release Rolling Takeoff
Q runway alignment A rolling takeoff may be accom-
Q proper use of controls plished when actual runway length
Q proper rotation adequately exceeds takeoff field
Q
gear retraction length and obstacle clearance is not a
Q noise abatement procedures and factor. Align the aircraft with the
thrust reduction to climb power runway and ensure takeoff N1 set-
Q adherence to airport traffic area ting prior to 60 KIAS. There are no
speed limits charts for calculating the distance for
Q completion of the After Takeoff a rolling takeoff. The AFM takeoff
checklist. field length data and takeoff N1 set-
The pilot's briefing should be clear, tings assume a standing start.
concise, and pertinent to the specific Crosswind Takeoff
takeoff. Set airspeed bugs according
When required, a crosswind takeoff
to the SOP. Tune and identify navi-
may be combined with any other
gation aids and set the specific
takeoff. Directional and lateral con-
course. Set the altitude alerter to the
trol throughout a crosswind takeoff
initial altitude.
are critical.
To optimize coordination, the pilot
The PF is responsible for manipulat-
monitoring (PM) monitors the
ing the control wheel and uses the
instruments and assists with power
conventional rudder into the wind
levers to enable the pilot flying (PF)
technique (i.e., applying full deflec-
to concentrate on directional control.
tion at the beginning of the takeoff
Normal Standing Takeoff roll and slowly decreasing the
Refer to profile on page 3D-27. deflection as airspeed increases to
V1). The max crosswind component
Hold the brakes firmly and advance is 25 Kts demonstrated.
the throttles to approximately 90%
N1. Allow the engines to spool up Takeoff Speeds
and stabilize at nearly equal N1 indi- Minimum Control Speed –
cations before advancing the levers Ground (VMCG)
to the desired takeoff N1. When
To continue a takeoff when engine
power is set, check engine instru- failure occurs on the ground (flaps 0,
ments and release the brakes 10 or 20 degrees), the minimum con-
smoothly. trol speed (VMCG) is 88 KIAS. This
To optimize coordination, the PM value represents the most critical
should monitor the instruments and combination of thrust and CG using
aerodynamic controls alone.

January 2004
Table of Contents
Maneuvers
Minimum Control Speed – Air Takeoff Rotation
(VMCA) At VR, smoothly rotate to a takeoff
The minimum control speed away pitch attitude of approximately 13-
from ground effect (VMCA) is 96 15 degrees nose-up. Smooth rotation
KIAS for flaps 0 degrees and 89 prevents a decrease in airspeed.
KIAS for 10 and 20 degrees flaps. Early or late rotation degrades take-
This value represents the most criti- off performance.
cal combination of thrust and CG Rejected Takeoff
using aerodynamic controls alone.
Refer to the profile on page 3D-29.
Rotation Speed (VR)
For an abort prior to V1, immediately
The rotation speeds (VR) identified in and simultaneously apply wheel
the AFM give margins above the min- brakes, retard throttles to IDLE,
imum demonstrated unstick speeds at extend the speedbrakes and deploy
light weights above VMCA. If an the thrust reversers.
engine failure occurs during takeoff, Maintain directional control with
the aircraft should pass through 35 ft. nose wheel steering to remain on the
at V2 when rotated at VR. runway centerline.
Free Air Takeoff Safety Speed
(V2)
Initial Climb-Out
Once the vertical speed indicator and
The free air takeoff safety speed altimeter indicate a positive rate of
(V2), or the actual speed of the air- climb, move the landing gear lever
NOTE: If takeoff was made on a
craft at 35 ft. above the runway sur- to UP. Confirm gear has retracted
snow or slush covered runway, cycle
face, must not be less than 1.2 times and monitor annunciators and engine landing gear one or two times at a
the stalling speed (VS), or less than instruments. When the airspeed safe altitude to shed any ice
1.1 times VMCA, or less than VR increases to a minimum of V2 + 10 accumulation.
plus an increment in speed attained KIAS with 10 degree flaps (V2 + 20
prior to reaching the 35-foot height KIAS with 20 degree flaps) and the
above the runway. aircraft reaches 400 ft. AGL mini-
Final Takeoff Climb Speed mum, retract the flaps.
(VFTO) At a minimum climb speed of 220 or
250 KIAS, climb power should be
The final segment climb speed is
set. The initial setting is made by
VFTO.
reference to the climb N1. After
making the initial setting, consult the
climb N1 chart for the maximum
allowable N1 values and adjust throt-
tles accordingly.

January 2004
Table of Contents
CAE SimuFlite
Climb Cruise
After setting the climb power and At cruise altitude, allow the aircraft to
when clear of the airport traffic area, accelerate to cruising speed; reduce
both pilots complete the After Take- power to within the cruise rating. In
off checklist. Through the climb, the some conditions, the initial cruise
PM compares the indicated N1 with speed may be below the climb speed.
the climb N1 chart. N1 RPM increases
Thrust Setting
with altitude; several power adjust-
Set cruise thrust based on speed con-
ments may be necessary during
siderations or RPM/ITT restrictions.
climb to maintain the specified set-
Consider altitude, weight, and tem-
ting required by the climb charts. If a
perature and their effect on speed.
temperature inversion is encountered
during the climb, closely monitor the Any power setting up to maximum
climb N1 setting to stay within the recommended cruise power may be
climb N1 limits. used. Maximum cruise power is
determined by the more restrictive of:
Using engine anti-ice reduces allow-
able fan speed and dictates close
Q % N1 RPM value from ENGINE
monitoring of ITT and RPM limits. ANTI-ICE OFF and ON Maxi-
mum Cruise Nl charts.
Observe the differential pressure/ Q
100% N2 RPM.
cabin altitude and cabin vertical
speed gages for proper operation and Allow the aircraft to accelerate as
comfort rate. Periodic checks of time weight decreases; maintain maxi-
to climb remaining, cabin altitude, mum cruise power until the desired
and rate of cabin ascent provide airspeed is reached.
required information to determine
necessary adjustments.

January 2004
Table of Contents
Maneuvers
RPM and ITT Restrictions Wind Gradient
N1 RPM is the usual operating res- In a headwind, flying faster than the
triction; check it periodically and peak speed reduces time that the
reset it if necessary, especially after head-wind acts. The speed for maxi-
a change of altitude or OAT. mum ground miles per pound
increases an average 14 KIAS for a
Altitude vs. Weight and 100 kt head-wind. The recommended
Temperature long range speed is close to optimum
for head-winds of about 80 kt; above
The Pilot’s Operating Manual identi-
80 kt, the speed can be increased at 14
fies the maximum cruise altitude KIAS per 100 kt headwind.
versus weight and temperature as
well as the speeds on which they are Cruise altitude selection may be
based. These are the lowest speeds at influenced by wind gradient. In gen-
which the aircraft cruises efficiently. eral, it is more advantageous to fly
The minimum speeds are useful only as high as possible; however, if the
headwind is greater at the higher
in achieving the highest altitude;
altitude, a lower altitude may be a
they are too slow for maximum
better selection. The wind gradient
range. for constant ground miles per pound
Allow the aircraft to accelerate to the varies from about three knots per
recommended long range speed as 1,000 ft. at 40,000 ft. to seven knots
soon as the decreased weight permits. per 1,000 ft. at 25,000 ft. and below.
Miles per Pound of Fuel vs. For practical purposes, a wind gradi-
Weight and Speed ent of five knots per 1,000 ft. is the
criterion at the usual long range alti-
For best possible range, Pilot’s Oper- tude. If the headwind increases by
ating Manual identifies the variation more than five knots per 1,000 ft. at
of air miles per pound with weight the desired cruise altitude and it is
and speed in ISA conditions at not possible to climb above the
higher altitudes. headwind, descending to the alti-
tude at which the wind gradient
approximates five knots per 1,000 ft.
is the better option.

January 2004
Table of Contents
CAE SimuFlite
Buffet Boundaries Apart from the action detailed

below, keep control movements to a
At Mach numbers greater than
minimum, and restrict them to limit-
approximately 0.7 MI, the buffet
ing long term changes in attitude and
onset boundary (Figure 3D-1) is airspeed. Keep all control actions
defined by an agitation felt through small and gentle.
the control column. Wing tuck may
occur at.8 to.805 MI. At lower Mach Restrict the use of trim to compen-
numbers, the boundary is defined by sating for intentional airspeed
airframe buffet. changes. Fly the aircraft through tur-
bulence on a straight course; if this is
Turbulent Air not possible, limit bank angles to
Severe turbulence may be classified approximately 15 degrees. Use the
into two groups, clear air (non-storm) autopilot and yaw damper in storm
CAUTION: Avoid severe turbu- turbulence and storm turbulence. turbulence at the pilot's discretion;
lence whenever possible. the autopilot vertical modes, how-
In all types of turbulence, avoid ever, must be deselected.
actions that could result in rapid
changes in attitude, altitude, or If clear air (non-storm) turbulence is
speed. Whenever possible, achieve a not confirmed, assume storm turbu-
steady condition before entry into lence.
turbulence.
EXAMPLE:
BANK ANGLE CORRESPONDING
ASSOCIATED CONDITIONS TO 1.2 g's IN LEVEL FLIGHT ............. 34°
FLAPS ....................... UP LOAD FACTOR ................................. 1.2 g's
LANDING GEAR ....... UP WEIGHT ............................................. 13,500 LBS
PRESSURE ALTITUDE ..................... 45,000 FT
LOW SPEED BUFFET ONSET
MACH NUMBER ................................. 0.622
HIGH SPEED BUFFET ONSET
MACH NUMBER ................................. 0.760
0
,00
DS
15
ET
N
OU
- FE
0
0
~P
0
,00
00
0
00
,00
,00
0
,00
,00
DE
,0
,0
14
5,0
30
SL
10
15
25
30
20
T
IGH
ITU
0
,00
ALT
WE
13
RE
0
,00
SU
12
ES
00 0
0
PR
,00
3 5,
MMO
11
0
,00
10
00
45,0
1.0 1.5 2.0 0.15 0.20 0.25 0.30 0.35 0.40 0.45 0.50 0.55 0.60 0.65 0.70 0.75 0.80
LOAD FACTOR ~ g's 0.622 0.760
BUFFET ONSET CALIBRATED MACH NUMBER
20 40 55 55
0 30 60
34°
BANK ANGLE ~ DEGREES B4TM-MV018i
3D-1

January 2004
Table of Contents
Maneuvers
Turbulent Air Penetration Flight at High Indicated
Although the aircraft is not opera- Airspeed (Simulator Only)
tionally restricted in rough air, flight Never exceed MMO in normal opera-
through severe turbulence should be
tions. When specifically authorized for CAUTION: Ignition should be
avoided if possible.
crew training, demonstrations at Mach turned ON for turbulence and /or
Carefully plan turbulence avoidance numbers above MMO are permitted if precipitation conditions. Flight
strategy with an understanding of performed according to the maximum below column shaker onset should
mountain wave dynamics, thunder- permissible speed procedures. be avoided. Intentional operation at
storm characteristics, and weight speeds approaching the onset of stall
versus altitude buffet margins. If Operation in Icing buffet may result in engine compres-
severe turbulence is encountered, the Conditions sor stalls.
following steps are recommended: The engine and windshield anti-ice
1. Maintain airspeed at approxi- systems prevent the accumulation of WARNING: During icing condi-
mately 200 KIAS. Do not chase air- icing; they should be turned on prior tions, wait at least 15 seconds after
to encountering such conditions. selecting 10 degree flaps before
speed.
Turning on the wing inspection selecting 30 degree flaps. This delay
2. Turn on the ignition system, and lights illuminates the wing leading allows the stabilizer deice system
set thrust to maintain target airspeed. time to remove any ice accumulation
edges for ice detection during night
Change thrust only for extreme air- from the stabilizer leading edges.
operations.
speed variation.
All anti-ice/deice systems must be
3. With the autopilot not engaged, checked and found operational prior
keep control movements moderate WARNING: If icing conditions are
to flights into known icing condi- encountered for more than 20 min-
and smooth. Maintain wings level tions. Engine anti-ice should be used utes after initial selection of 10
and desired pitch attitude. Use the on the ground or in the air when the degree flaps, land using 10 degree
attitude indicator as the primary indicated air temperature (OAT) is flaps.
instrument. In extreme drafts, large +10°C or colder and visible moisture
attitude changes may occur. Do not is present.
make sudden, large control move-
ments. After establishing trim set- Windshield anti-ice must be ON
ting for penetration speed, do not (LOW or HI) for all inflight opera-
change the stabilizer trim. tions.
4. Large altitude changes are possi- The wing anti-ice and tail deice sys-
NOTE: During normal operation,
ble in severe turbulence. Allow the tems must not be operated on the
the stabilizer deice system may
altitude to vary and maintain the ground except for preflight check increase generator load by up to
desired attitude and airspeed. Do not and landing rollout. The systems approximately 163 AMPs per gener-
chase altitude or airspeed. should be activated when ice accu- ator depending on the OAT.
mulation is present on the wings.
5. Ensure the yaw damper is The wing anti-ice system uses bleed
engaged to reduce yaw/roll oscilla- air from the engines to heat the
tions. wings leading edge. The tail deice
6. If turbulence is penetrated with system is provided by heater mats
the autopilot on, turn off the Vertical bonded to the left and right leading
modes. edges of the stabilizer and to the left
and right elevator horns.
7. Turn on the FASTEN SEAT
BELT sign.

January 2004
Table of Contents
CAE SimuFlite
Inflight Procedures should remain the same as level flight.

Lead the rollout heading approx-
Stability and Trim Change imately 10 degrees, and reduce thrust
Yaw Damper and pitch to the original setting.
The yaw damper is available for oth- Unusual Attitudes
erwise manually controlled flight A number of causes (e.g., jet upset,
with the following restrictions: failed attitude references, autopilot
Q
the yaw damper must not be en- malfunction, pilot incapacitation)
gaged during takeoff and landings may result in unusual attitudes. Prior
to executing the proper recovery,
Q
the yaw damper must be operable
confirm the unusual attitude by
and on for flight in icing condi-
crosschecking the attitude indica-
tions or at flight above 28,000 ft.
tors, altimeters, vertical speed, and
Speedbrake Deployment airspeed indicators.
Speedbrakes may be used to expe- Recovery from Nose-High
dite a descent or reduce airspeed. A Attitude
light buffeting is noticeable with
After confirming a nose-high atti-
speedbrakes extended.
tude, low-airspeed condition exists,
Speedbrakes may be used with the apply thrust while rolling toward the
thrust levers positioned below 85% nearest horizon. Use up to 90 degrees
N1 and with flaps 10 degrees or less, bank, depending on severity of the
but they must be retracted before condition. When the nose passes
landing. through the horizon, smoothly roll to
a wings-level attitude and recover to
Steep Turns level flight.
Recovery from Nose-Low
Steep turns (e.g., 45 degrees bank) Attitude
confirm the aerodynamic principle
that increasing bank requires After confirming a nose-low attitude
increased pitch and power to main- with airspeed increasing, reduce
tain altitude. thrust to idle while simultaneously
rolling to a wings-level attitude.
At intermediate altitudes (e.g., Increase pitch attitude to recover to
10,000 ft. MSL), practice steep turns level or climbing flight. Use speed-
at 200 KIAS. The initial engine brakes, if necessary, to minimize air-
power setting is about 70% N1. speed increase and altitude loss. Use
When passing through 30 degrees caution to avoid exceeding G-limits
bank, increase power setting by during recovery.
approximately 8% N1. Pitch attitude

January 2004
Table of Contents
Maneuvers
Stall Recognition maintain altitude. At the first evi-

CAUTION: The adjacent Stall
dence of a stall (i.e., airframe buffet,
and Recovery or stick shaker, whichever occurs
Recovery discussion is presented
only in the context of recovery train-
Refer to the profiles on page 3D-33. first), recover as follows: ing. Stalls in high performance air-
1. Advance the throttles to maxi- craft should not be deliberately
Approach to Stall executed unless they are part of a
mum power.
The approach to stall should be con- supervised pilot training program.
tinued only to the first evidence of a 2. Maintain pitch attitude (i.e., Safety of flight considerations dic-
stall (i.e., airframe buffet or stick approximately 10 degrees nose-up) tate that the utmost caution be
shaker, whichever occurs first). and wings level. employed during such exercises.
3. As airspeed increases, reduce the
The stick shaker on the forward side
of the pilot's control column pro- pitch attitude to maintain altitude.
vides tactile warning (i.e., vibration) 4. Reduce power to maintain
of an impending stall. The angle-of- desired airspeed.
attack transmitter activates the stick Takeoff Configuration - 10
shaker. With the flaps at 0 degrees,
Degrees Flaps and Gear
the shaker actuates when the AOA
exceeds 24.0 degrees; with the flaps
Down
at 10 degrees, the shaker actuates Establish a level turn using up to
when the AOA exceeds 23.3 a maximum of 30 degrees bank;
degrees; with the flaps at 30 degrees, reduce thrust to 50% N1. As the air-
the shaker actuates when the AOA craft slows, and while maintaining
exceeds 21.4 degrees. altitude, select 10 degree flaps and
At the first warning indication, ini- landing gear down.
tiate an immediate recovery. Do not At the first evidence of a stall (i.e.,
allow the aircraft to go into full stall. airframe buffet, or stick shaker,
Perform the approach to stall in the whichever occurs first), do the fol-
clean, takeoff, and landing configura- lowing:
tions. Practice altitude should be no 1. Advance the throttles to maxi-
lower than 10,000 ft. above terrain. mum power while rolling the wings
Before practicing approaches to stall, level.
clear the cockpit area of loose arti- 2. Maintain pitch attitude (i.e.,
cles; visually clear the practice area, approximately 10 degrees nose-up)
set airspeed indicator bugs to 140 kts and wings level.
and turn on the ignition system as a 3. At positive rate select gear UP.
precaution.
4. As airspeed increases, reduce the
Clean Configuration - pitch attitude to maintain altitude.
Flaps and Gear Up 5. After reaching the airspeed indi-
While maintaining altitude and head- cator bug, select flaps up.
ing (wings level), retard throttles to 6. Reduce power to maintain
50% N1. As the aircraft slows, desired airspeed.

January 2004
Table of Contents
CAE SimuFlite
Landing Configuration - Descent

30 Degrees Flaps, Gear Pressurization
Down After initiating descent, set the desti-
While maintaining altitude and nation pressure altitude plus 500 ft.
heading (wings level), reduce thrust in the cabin pressure controller; this
to 60% N1. At the first evidence of a ensures cabin depressurization prior
stall (i.e., airframe buffet, or stick to touchdown.
shaker, whichever occurs first), do Continue to monitor the differential
the following: pressure, cabin altitude, and cabin
1. Advance the throttles to maxi- vertical speed gages throughout
mum power. descent. The most comfortable con-
dition occurs when cabin descent is
2. Maintain pitch attitude (i.e., distributed over the majority of the
approximately 10 degrees nose-up) aircraft descent time.
and wings level.
Emergency Descent
3. At 100 kts, retract flaps to 10
degrees. Refer to the profile on page 3D-51.
4. After a positive rate of climb is An emergency descent moves the
achieved, retract landing gear. aircraft rapidly from a high altitude
to a lower altitude; it is most used in
5. After reaching the airspeed indi-
conjunction with a loss of pressur-
cator bug, select flaps up.
ization.
6. Reduce power as necessary to
Put on oxygen masks, establish com-
maintain desired airspeed and altitude.
munications, disconnect autopilot,
Instrument retard throttles to idle, extend speed-
brakes, and roll into a moderate bank
Procedures not exceeding 45 degrees while
adjusting the pitch to 15 degrees
Holding nose down. Accelerate to VMO/MMO
If endurance is a factor, determine and keep wings level.
the recommended holding speed for
the existing flight weight from the When conditions permit, the engine
Operating Handbook or the manu- ignition system may be placed on,
facturer's Performance Manual. the FASTEN SEAT BELT sign and
NO SMOKING sign illuminated,
Additional lnstrument oxygen availability to passengers
Systems checked, and ATC contacted for
assistance and instructions. The PM
The following additional equipment should monitor the descent progress,
is available on most aircraft and
establish the minimum altitude for
should be set according to company
terrain avoidance, and complete the
SOP: checklists on command.
Q TCAS
Q GPWS.

January 2004
Table of Contents
Maneuvers
Approach Speed Explanation

The concept of VREF can be confusing to pilots learning how to determine approach speeds. The
following example is intended to explain the relationship between the published VREF (Flaps 30°),
the calculated VREF (for other than Flaps 30°) and the actual VREF (in the form of a Greenline) on
the Primary Flight Display (PFD).
The published VREF for this aircraft is defined as 1.3 x VSO (stall speed in the landing configuration -
Flaps 30°).
MFG.’S
FLAP CONFIG. PUBLISHED CORRECTION CALCULATED VREF
ACTUAL VREF
(DURING VREF FACTOR (ESTIMATED
(COMPUTED 1.3 AOA)
APPROACH) (14,000 lbs) (FOR OTHER THAN 1.3 AOA)
FLAPS 30°)
30 Degrees 110 N/A 110 Approx. 110
20 Degrees 110 10 120 Approx. 120
10 Degrees 110 10 120 Approx. 125
0 Degrees 110 20 130 Approx. 130
Most of the time approaches are flown in the landing configuration (Flaps 30°), and consequently
the calculated VREF will be the same as the published VREF. But if the approach configuration is
other than Flaps 30 °, the published VREF must be adjusted with a correction factor to estimate 1.3
AOA. This will result in a higher calculated VREF than the published VREF. For example, if an
approach is flown at flaps 0°, then 20 KIAS must be added to the published VREF to determine
calculated VREF.
In the Beechjet 400A, the AOA system can compute an actual VREF by using the AOA vanes. The
actual VREF is displayed on the PFD (in the form of a Greenline). Flying the Greenline always
assures the appropriate speed (regardless of configuration) for 1.3 AOA. Most pilots can avoid the
“mental gymnastics” of VREF simply by using the Greenline all the time. However, it is important to
remember that the Greenline changes every time your configuration changes.
The CAE SimuFlite SOP recommends crossing the FAF at VREF +10 kts (for maneuvering), and
then crossing the threshold at VREF. In order to observe the PTS tolerances of desired airspeed (±5
kts) on final approach, plan a target approach speed of Greenline -0 / +10 kts. But be sure to always
use the calculated VREF -0 / +10 kts to estimate and verify the accuracy of your Greenline.

June 2004
Table of Contents
CAE SimuFlite
Approaches Typical Non-Precision

Approach
Checklist and
Configuration Refer to the profile on page 3D-37.
For instrument approaches where a When established on the inbound
procedure turn is flown, initiate the course to the FAF, perform the fol-
Before Landing checklist after turn- lowing.
ing outbound from the approach fix.
1. Slow airspeed to 170 kt and
Flaps should be lowered to 10
adjust the power setting to 60% N1.
degrees and the airspeed maintained
at a minimum of 140 KIAS. The tar- 2. When entering into the procedure
get power setting is 60% Nl. turn outbound, adjust airspeed to
140 KIAS and maintain the power
If the aircraft is receiving radar vec-
setting at 60% N1.
tors for an approach, initiate the
Before Landing checklist and air- 3. Before FAF, extend landing gear
craft configuration changes when and complete the Before Landing
abeam the FAF outbound, or three to checklist.
five miles before the FAF for a
straight-in approach. 4. Upon crossing FAF, start timing,
notify ATC, and descend to MDA
Typical Precision while maintaining airspeed at VREF
Approach (ILS) +10 and lower flaps to 30 degrees.
Refer to the profile on page 3D-35. 5. After leveling off at MDA,
increase power to 75% N1 to hold
An ILS approach is normal when
both engines, the appropriate ILS airspeed at VREF +10 while pro-
facilities, and airborne equipment ceeding to the VDP or MAP.
are operating normally. Accomplish 6. With the runway environment in
the following: sight, maintain VREF and decrease
1. When established on the localizer power setting to 60% N1.
inbound to the FAF, ensure flaps are
set at 10 degrees and maintain air- Flap Inoperative
speed at 140 KIAS minimum. Approach and Landing
2. When glideslope indicates one (Zero Flap Approach and
dot prior to intercept, lower landing Landing)
gear and initiate the Before Landing
checklist. Refer to the profile on page 3D-49.
3. At glideslope intercept, start tim- A flap inoperative approach and land-
ing, begin descent, and extend flaps ing begins with initiating the No-Flap
to 30 degrees. Set airspeed to VREF Approach and Landing checklist in
+10 while maintaining 60% Nl. the AFM.
4. At or before DA, establish visual Two major adjustments to a normal
NOTE: Prior to entering the traffic contact with the runway. approach are the increased landing
area, complete the No Flap distance multiplying factor and the
Approach and Landing checklist and 5. Reduce power slightly to ensure
crossing the runway threshold at calculated VREF for the flap setting.
calculate the new VREF for a flaps
up landing configuration. VREF. Disengage the autopilot and When entering into the landing pat-
yaw damper to complete the Before tern, reduce speed to 170 KIAS.
Landing checklist.

January 2004
Table of Contents
Maneuvers
When abeam of the runway, lower the 5. When clear of obstacles and at
landing gear, maintain 140 KIAS 400 ft., retract the remaining flaps.
(min) in the descent and start the No Adjust pitch attitude as necessary
Flap Approach and Landing checklist. and complete the Balked Landing
checklist.
On the final bank, reduce power set-
ting to 50% N1. 6. Reduce power to climb Nl. At the
relatively light gross weight at which
Once established on short final, missed approaches are normally
reduce speed to the calculated flaps up accomplished, the aircraft acceler-
VREF, set power setting to idle and ates quickly. Pitch and power need
complete the No Flap Approach and to be adjusted accordingly.
Landing checklist.
7. Set the flight director as required.
Once touchdown occurs, use speed- Use the heading bug and the heading
brakes, wheel brakes and thrust revers- mode to fly a desired heading, and a
ers as normal to slow the aircraft. navigation mode and the course
selector to capture a desired radial/
Go-Around/Missed track. Use one of the vertical modes
Approach/Balked Landing to capture and maintain desired
climbs or altitudes. NOTE: If a go-around becomes
Refer to the profile on pages 3D-53. necessary after the thrust reversers
8. Confirm the level-off altitude and are deployed, place the reverser
Accomplish the go-around/missed
heading/course needed for the levers to the stow position before
approach/balked landing at the DA
missed approach. Comply with the advancing the thrust levers.
or MDA with time expired (if appli-
published missed approach instruc-
cable) and runway visual reference
tions unless other directions are
either not in sight or not in a position
received from ATC.
from which a normal visual landing
approach can be accomplished. Circling Approach
An approach with a visual descent Refer to the profile on page 3D-39.
point (VDP) positions the aircraft for Upon reaching visual conditions, the
a normal glideslope to landing. circling approach is a modified ver-
When an aircraft proceeds beyond sion of the VFR traffic pattern.
the VDP without visual reference to
the runway, the probability of a Conduct circuit flying at VREF + 20
missed approach is increased. with flaps at 20 degrees, and gear
down.
Accomplish the following:
Consider turbulence, strong winds,
1. Apply maximum power.
poor visibility, and low maneuvering
2. Push the go-around button; rotate altitude when planning a circling
to the flight director go-around atti- approach.
tude.
A circling approach is an instrument
3. Set the flaps to 10 degrees and approach requiring a heading change
climb at 140 KIAS to 400 ft. of 30 degrees or more to align with
4. Retract gear at indication of a the landing runway. Fly the approach
positive rate of climb on both altime- with gear down and flaps 20 degrees
ter and VSI. until at a position from which a nor-
mal landing can be made. At that
time, lower flaps to 30 degrees.

January 2004
Table of Contents
CAE SimuFlite
During the circling approach, fly a Landing

minimum of VREF +20. When estab-
lished on final and in landing config- Normal Landing
uration, fly VREF and at 50 ft., Refer to the profile on page 3D-41.
reduce power setting to idle. With flaps set to 30 degrees, cross
VFR Traffic Pattern the threshold at 50 ft. AGL with a
speed of VREF.
Traffic pattern altitude for jets is nor- Reduce thrust slowly to idle and
mally 1,500 ft. AGL. In clean con- raise the nose slightly from the atti-
NOTE: The Approach checklist figuration, slow to a minimum of tude maintained on final approach.
should be completed before entering 200 KIAS. With aft mounted engines, the nose
the traffic area. The VREF should be tends to rise as thrust is reduced and
calculated and the airspeed bug set. On entry into the landing pattern, thus requires little back pressure.
reduce speed to 170 KIAS with
power setting at 60% N1. Lower Maintain attitude and allow the air-
craft to fly onto the runway surface.
flaps to 10 degrees and reduce air-
speed to 140 KIAS while maintain- Upon touchdown, lower the nose
ing 60% N1. wheel smoothly to the runway, apply
brakes, extend the speedbrakes and
Initiate the Before Landing checklist deploy the thrust reversers. Monitor
no later than the downwind leg entry anti-skid for proper functioning. To
point. Maintain 140 KIAS while in achieve maximum benefit from the
the descent. Lower gear opposite the anti-skid system, do not pump the
touchdown zone or about two miles brakes; instead, apply steady pressure
out on base leg or straight-in final on the pedals. Use nose wheel steer-
(but not lower than traffic pattern ing to maintain directional control.
altitude). Continue the Before Land-
ing checklist to flaps 30 degrees. Crosswind
On the final approach in a cross-
On final turn, maintain thrust at 60%
wind, crab into the wind to maintain
N1 with a maximum bank angle of
the desired track across the ground.
30 degrees. Immediately prior to touchdown,
When landing is assured, complete align the fuselage with the runway
the Before Landing checklist. At 50 by use of the rudder. During rollout,
ft., reduce power setting to Idle and hold the spoiler control into the wind
airspeed to VREF. Disengage yaw and maintain directional control with
damper before landing flare. the rudder and brakes.
NOTE: See the Beechjet 400A The angle-of-attack indicator supple- Overweight Landing
Maintenance Manual section ments the airspeed indicator during all If a landing must be made at a weight
05-50-00 for the required inspection maneuvers and should be included in exceeding the maximum landing
to be carried out after a hard or the instrument crosscheck. On final weight, make a normal approach.
overweight landing. approach, it confirms the accuracy of Touch down as smoothly as possible,
calculated VREF. then use speedbrakes and wheel
brakes in the normal way. For brake
cooling purposes, consider an over-
weight landing a rejected takeoff.

January 2004
Table of Contents
Maneuvers
Touch-and-Go Landings When landing on a very wet or slush-

If practicing touch-and-go landings, covered runway, there is a risk that
preplan and brief them. Do not use water may enter the engine intakes
thrust reversers and airbrakes on and cause a malfunction. To reduce
landing. The PM resets the flaps and the effect of ingestion, select engine
elevator trim to the takeoff settings ignition ON prior to landing; switch
and confirms settings to the PF engine ignition OFF after landing.
before power levers are advanced to Do not rely on thrust reversers to CAUTION: Ensure braking energy
takeoff power. ensure a reduced stopping distance; does not exceed values in landing
brake energy chart.
Contaminated Runways exercise caution when using differen-
tial reversing on a slippery runway.
Landing on a slippery surface
requires careful consideration of Be prepared to return to idle thrust
many factors; among them are the immediately if the aircraft starts to
following: slide sideways. Strongly consider the
use of only idle thrust on slippery
Q
type of runway surface surfaces.
Q approach hazards If there is surface water, slow to
Q
aircraft weight below hydroplaning speed (approxi-
mately 100 kt) before using the
Q speed
wheel brakes.
Q wind conditions NOTE: Use of engine ignition is
When not equipped with thrust
Q temperature reversers, use aerodynamic braking; recommended for all takeoffs and
if braking action begins while tires landings.
Q contaminants (e.g., ice, water,
are hydroplaning, the condition can
snow).
continue to a much slower speed.
Compare the landing distance
required for the intended landing After Landing
weight with the runway length avail- After clearing the runway, complete
able. Determine whether the safety the After Landing checklist. The
margin is adequate for the prevailing engines should be operated at idle
weather and overshoot or undershoot for at least one minute prior to shut-
situations. down; taxi time may be included.
After the aircraft is parked, complete
the shutdown checklist.

January 2004
Table of Contents
CAE SimuFlite

January 2004
Table of Contents
Maneuvers
Engine Failure
After V1 –
Single Engine ILS Single Engine
Approach and
Takeoff Continued Landing Operation
Refer to the profile on page 3D-43. Refer to the profile on page 3D-45.
With an engine fire or failure indica- A single engine inoperative approach
tion after V1, continue the takeoff. is flown essentially the same as an
approach with both engines operating
Maintain directional control using
except the power setting for the oper-
the rudder/nose wheel steering, and
ating engine will be set at 80% N1
accelerate to VR. At VR, rotate the
until glideslope intercept when air-
aircraft to 13-15 degrees nose-up
speed slows to VREF +10 and power
and climb at V2. Retract the landing
setting reduced to 75% N1.
gear when a positive rate of climb is
established. When landing is assured, set flaps to
When clear of obstacles and at a 30 degrees and reduce the airspeed
minimum of 400 ft. AGL, if flaps to VREF.
were at 10 degrees, accelerate to V2 At 50 ft., retard the operating engine
+ 10 KIAS (if flaps were at 20 throttle to idle as the aircraft crosses
degrees, accelerate to V2 + 20 the runway threshold at VREF.
KIAS) maintaining an 8-10 degree
If rudder trim is used during
pitch and retract the flaps.
approach to counter asymmetric
Increase airspeed to 140 KIAS while thrust, zero the rudder trim prior to or
maintaining a 9-10 degree nose up during the landing power reduction to
pitch and complete the Engine Fail- prevent unwanted yaw. Thrust reduc-
ure During Takeoff (Above V1 - tion and flare are similar to a normal
Takeoff Cont.) checklist. landing. Thrust reduction should be
slower than normal to counter roll
At 1,500 ft. AGL, accelerate to 170
due to yaw effect. Consequently,
KIAS climb profile and continue the
slightly less flare than normal is
climb to the required altitude above
required to prevent floating.
the takeoff field elevation.
After touchdown, lower the nose,
In case of engine fire, consideration
extend the speedbrakes, apply wheel
must be given to fighting the fire
braking and deploy the thrust revers-
once the flaps are retracted and the
ers. Use nose wheel steering, rudder
aircraft is accelerating toward 140
and differential braking to maintain
KIAS.
directional control.
When time and conditions permit,
complete the Engine Failure/Fire
checklist and the Climb checklist.

January 2004
Table of Contents
CAE SimuFlite
Single Engine Non- Single Engine

Precision Approach Go-Around/Missed
and Landing. Approach
Refer to the profile on page 3D-47. Refer to the profiles on page 3D-55.
A single engine inoperative approach Apply go-around power on the oper-
is flown essentially the same as an ating engine and push the flight
approach with both engines operating director go-around button to select
NOTE: If performance is limited
except the power setting for the oper- the Go-Around mode. Rotate the
when accomplishing a circling
approach, circle with the flaps posi- ating engine will be set at 80% N1 nose to the flight director go-around
tioned for approach and the gear up until prior to the fix when airspeed attitude and retract flaps to 10
until it is certain that the field can be slows to VREF +10, power setting degrees.
reached with the gear down. reduced to 70% N1 and gear is Retract the landing gear when a pos-
extended. itive rate of climb is established.
At MDA, level off while maintain- Climb to 400 ft. AGL (minimum),
ing VREF +10 and increase power then retract flaps and carry out the
Approach Climb checklist.
setting to 80% N1.
When time permits, the PM sets the
When landing is assured, set flaps to PF's heading bug on the missed
30 degrees and reduce the airspeed approach heading and selects the
to VREF. requested modes on the flight direc-
After touchdown, lower the nose, tor. At appropriate time, advise ATC
extend the speedbrakes, apply wheel of missed approach and request further
braking and deploy the thrust revers- clearance (e.g., another approach,
ers. Use nose wheel steering, rudder diversion to the alternate airport).
and differential braking to maintain

June 2004
Table of Contents
Maneuvers
The following flight profiles illustrate how selected maneuvers are per-
formed. Each maneuver is broken down into sequential events that Flight Profiles
illustrate appropriate configurations.
Q Normal Takeoff
Q
Rejected Takeoff
Q Steep Turns
Q Stall at Altitude
Q ILS Approach and Landing
Q Non-Precision Approach and Landing
Q Circling Approach
Q Visual Approach and Landing
Q Engine Failure after V1/Takeoff Continued
Q Single Engine ILS Approach and Landing
Q Single Engine Non-Precision Approach and Landing
Q
Zero Flap Visual Approach and Landing
Q Emergency Descent
Q Go-Around/Missed Approach/Balked Landing
Q
Approach Climb (One Engine Go-Around)

January 2004
Table of Contents
CAE SimuFlite

June 2004
Table of Contents
Maneuvers
Normal Takeoff
NOTE:
PRIOR TO TAKING ACTIVE RUNWAY:
HEADING BUG – SET RWY HEADING
LINE-UP CHECK COMPLETE
8 CLIMB (AT 1500 FT AGL, MIN)

AIRSPEED – ACCELERATE TO 220/250
KIAS CLIMB PROFILE
CLIMB POWER – SET MCT
AFTER TAKEOFF CHECKLIST COMPLETED
TAKEOFF
1 BRAKES – HOLD
POWER – SET TO 90% N1
ENGINE INSTRUMENTS – CHECK
BRAKES – RELEASE
POWER – ADVANCE TO TARGET N1
7 400 FT AGL
PM – "400 FEET"
MAX POWER – OBTAINED BY 60 KTS PF – LOWERS NOSE TO 10° NOSE-UP
3 AT 80 KTS PF – "FLAPS UP, AFTER TAKEOFF CHECKLIST"
PM – "80 KTS CROSSCHECK"
4 AT V1
PM – "V1"
PF – BOTH HANDS ON YOKE
2 PM – "AIRSPEED ALIVE"
(BOTH SIDES)
5 AT VR
PM – "ROTATE"
*
PF – ROTATE 13-15° NOSE UP
F/D TCS – PITCH SYNC
PM – "V "
2 AT POSITIVE RATE OF CLIMB
6 PM – "POSITIVE RATE"
PF – "GEAR UP, LIGHTS – IN,
YD – ON"
* (FOR
NOTE:
NOISE ABATEMENT TAKEOFF)
MAINTAIN 15° PITCH UP TO 1,500 FT
FLAPS – UP
AIRSPEED – ACCELERATE TO CLIMB SPEED
AFTER TAKEOFF CHECKLIST – COMPLETE

June 2004
Table of Contents
Maneuvers CAE SimuFlite
Normal Takeoff
3D-27 3D-28 Developed for Training Purposes Beechjet 400A

January 2004
Table of Contents
Maneuvers
Rejected Takeoff
TAKEOFF
1 BRAKES – HOLD
POWER – SET TO 90% N1
BRAKES – RELEASE
MAX POWER – OBTAINED BY 60 KTS
2 PM – "AIRSPEED A L I V E "
(BOTH SIDES)
ENGINE FAILS OR OTHER

4 MALFUNCTION PRIOR TO V1
CALL – "ABORT, ABORT, ABORT"
NOTE: CHECK BRAKE ENERGY CHARTS
PRIOR TO RE-ATTEMPTING TAKEOFF.
AT 80 KTS
3 PM – "80 KTS CROSSCHECK"
ABORT
5 WHEEL BRAKES – MAX EFFORT
THRUST LEVERS – IDLE *
SPEEDBRAKES – EXTEND
THRUST REVERSER(S) – DEPLOY
SAFE SPEED ADVISE TOWER – ABORTING
* NOTE: MAXIMUM BRAKING EFFORT

WILL BE REQUIRED IF TAKEOFF
FIELD LENGTH IS CRITICAL.

June 2004
Table of Contents
Rejected Takeoff

January 2004
Table of Contents
Maneuvers
Steep Turns
2 BANK – SMOOTHLY TO 45°

ADD APPROXIMATELY 8% N1 AS TURN IS STARTED,
PITCH SHOULD REMAIN THE SAME AS LEVEL FLIGHT.
5 ROLLOUT
PM – "30°/20°/10°"
START ROLLOUT 10°
CLEAN CONFIGURATION
1 MANEUVER SETUP BEFORE ROLLOUT
ATTITUDE – TRIM AIRPLANE FOR HEADING 6 EXIT
200 KTS LEVEL FLIGHT ROLLOUT – ON HEADING AND ALTITUDE
POWER – APPROXIMATELY 70% N1 POWER – REDUCE BY 8% N TO MAINTAIN
1
PITCH – 5° 200 KTS
200 KTS – PREPARE FOR TURN

IN OPPOSITE DIRECTION.
INSTRUCTOR MAY REQUEST
OPPOSITE DIRECTION TURN
IMMEDIATELY.
4 CHECK AIRSPEED AND

ALTITUDE TRENDS
3 45° BANK – ESTABLISHED
B4CRH MV003i

June 2004
Table of Contents
Steep Turns

January 2004
Table of Contents
Maneuvers
Stall at Altitude
2 TAKEOFF CONFIGURATION STALL 1 CLEAN CONFIGURATION STALL

AIRSPEED BUG – SET TO 140 KTS AIRSPEED BUG – SET TO 140 KTS
IGNITION - ON IGNITION – ON
THRUST – REDUCE TO 50 % N1 THRUST – REDUCE TO 50% N 1
BELOW 200 KTS
AT FIRST INDICATION OF STALL (NORMALLY STICK SHAKER)
1. FLAPS – 10°
2. GEAR – DOWN 1. MAX POWER – APPLY
TURN – INITIATE
2. PITCH – MAINTAIN 10º NOSE UP MINIMUM
AT FIRST INDICATION OF STALL (NORMALLY STICK SHAKER) ALTITUDE – MAINTAIN
1. MAX POWER – APPLY AIRSPEED – ACCELERATE TO BUG SPEED
2. PITCH – MAINTAIN 10° NOSE UP MINIMUM
3. ROLL WINGS LEVEL
AT POSITIVE RATE – GEAR UP
ALTITUDE – MAINTAIN
AIRSPEED – ACCELERATE TO BUG SPEED
FLAPS – UP
UDE
ANT ALTIT
NOTE: STALL MUST BE ACCOMPLISHED IN A BANK CONST
15° TO 30°.
3 LANDING CONFIGURATION STALL

AIRSPEED BUG – SET TO 140 KTS
IGNITION – ON
THRUST – REDUCE TO 60 % N1
BELOW 200 KTS
1. FLAPS – 10°
2. GEAR – DOWN
FLAPS 30° – BELOW 170 KTS
AT FIRST INDICATION OF STALL (NORMALLY STICK SHAKER)
CON 1. MAX POWER – APPLY
STAN 2. FLAPS 10°
TALTIT
UDE 3. PITCH – MAINTAIN 10° NOSE UP MINIMUM
AT POSITIVE RATE – GEAR UP
ALTITUDE - MAINTAIN
MINIMUM ALTITUDE 10,000 FT AGL
AIRSPEED – ACCELERATE TO BUG SPEED
MAXIMUM ALTITUDE 20,000 FT MSL FLAPS – UP

June 2004
Table of Contents
Stall at Altitude

January 2004
Table of Contents
Maneuvers
ILS Approach and Landing
3 BASE LEG OR WITHIN 3 NM OF FAF

FLAPS – 10°
AIRSPEED - 140 KTS
PRIOR TO INITIATING APPROACH, SLOW

1 THE AIRPLANE TO 200 KTS IN THE
2 AIRSPEED – 170 KTS
CLEAN CONFIGURATION.
POWER – 60% N1 (APPROX.)
4 TWO DOTS AT GLIDESLOPE INTERCEPT

FLAPS – 20° 6 FLAPS – 30°
AIRSPEED – VREF + 20 AIRSPEED – VREF + 10
POWER – 70% N1 (APPROX.) POWER – 60% N1 (APPROX.)
BEFORE LANDING CHECKLIST – COMPLETE
5 PRIOR TO FAF – ONE DOT

GEAR – DOWN
8 LANDING
THRUST LEVERS – IDLE
WHEEL BRAKES – APPLY
THRUST REVERSERS – DEPLOY
NOTE: APPROACH CHECKLIST SHOULD BE

COMPLETE PRIOR TO INITIATING THE 7 THRESHOLD
APPROACH. VREF SHOULD BE CALCULATED AIRSPEED – VREF
AND THE AIRSPEED BUG SHOULD BE SET. 50 FT – THRUST LEVERS TO IDLE
THE APPROACH CHART SHOULD BE
REVIEWED, AND THE APPROACH BRIEFING
SHOULD BE COMPLETE.

June 2004
Table of Contents
ILS Approach and Landing

January 2004
Table of Contents
Maneuvers
Non-Precision Approach and Landing

COMPLETE PRIOR TO INITIATING THE
APPROACH. VREF SHOULD BE CALCULATED
AND THE AIRSPEED BUG SHOULD BE SET.
SHOULD BE COMPLETE.
3 PROCEDURE TURN INBOUND

FLAPS – 20°
AIRSPEED – VREF + 20
I A F OUTBOUND
FLAPS – 10º 1 PRIOR TO INITIATING APPROACH, SLOW
THE AIRPLANE TO 200 KTS IN THE
CLEAN CONFIGURATION
5 AT FAF
FLAPS – 30º
6 AT MDA
ATTITUDE – LEVEL OFF
4 1 NM PRIOR TO FAF 8 THRESHOLD

GEAR – DOWN AIRSPEED – VREF
POWER – 70% N1 (APPROX.) 50 FT – THRUST LEVERS TO IDLE
MINIMUMS
9 LANDING
7 AT VDP (RUNWAY IN SIGHT)

ı DESCENT – CONTINUE
ı POWER – 60% N1 (APPROX.)

June 2004
Table of Contents
Non-Precision Approach and Landing

January 2004
Table of Contents
Maneuvers
Circling Approach
1 ENTER BASIC PATTERN AS
APPROPRIATE FOR AIRCRAFT POSITION.
FLY OVER RUNWAY
NOTE: APPROACH CHECKLIST WHEN ESTABLISHED ON CENTERLINE,
SHOULD BE COMPLETE PRIOR TO ENTER BASIC PATTERN AS MAXIMUM 30° BANK TURN TO DOWNWIND
ENTERING THE TRAFFIC AREA. APPROPRIATE FOR AIRCRAFT POSITION. FLAPS – 20°
FLY 90° TO RUNWAY GEAR – DOWN
VREF SHOULD BE CALCULATED
1 START TIMING CROSSING 1
AND AIRSPEED BUG SHOULD BE SET. 4 WITH RUNWAY IN SIGHT AND IN
RUNWAY CENTERLINE POSITION TO MAKE A NORMAL
AFTER 15 SECONDS, TURN
DESCENT TO LANDING
TO DOWNWIND DESCENT FROM MDA – BEGIN
FLAPS – 20°
GEAR – DOWN FLAPS – 30°
IF NOT IN A POSITION TO MAKE A NORMAL
LANDING, GO-AROUND – EXECUTE
5 THRESHOLD
AIRSPEED – VREF
50 FT - THRUST LEVERS TO IDLE
45°
15 SEC
ABEAM POINT
30° BANK
30
SE
C
1 ı ENTER BASIC PATTERN AS

APPROPRIATE FOR AIRCRAFT POSITION. 15 SEC
RUNWAY IN SIGHT AND
WITHIN CIRCLING APPROACH AREA
TURN 45 DEGREES FROM RUNWAY
CENTERLINE
TIMING – START
AFTER 30 SECS., TURN DOWNWIND
FLAPS – 20°
GEAR – DOWN
2 START TIMING ABEAM 3 START TURN TO FINAL

APPROACH END OF RUNWAY. MAXIMUM 30° BANK
AIRSPEED – V
REF + 20
NOTES:
VISUAL REFERENCE IS THE PRIMARY MEANS
FOR CIRCLING APPROACHES
TIMING IS THE SECONDARY MEANS FOR CIRC- ENTER BASIC PATTERN AS
1
LING APPROACHES (LISTED TIMES ARE BASED APPROPRIATE FOR AIRCRAFT POSITION.
ON VREF + 20, NO WINDS) TURN OVER RUNWAY
AT RUNWAY END, MAXIMUM 30°
BANKED TURN TO DOWNWIND
FLAPS – 20°
GEAR – DOWN

June 2004
Table of Contents
Circling Approach

January 2004
Table of Contents
Maneuvers
Visual Approach and Landing
NOTE: APPROACH CHECKLIST

SHOULD BE COMPLETE PRIOR TO
ENTERING THE TRAFFIC AREA.
VREF SHOULD BE CALCULATED
3 BASE LEG ABEAM NUMBERS
POWER – 60% N1 (APPROX.) 2 FLAPS – 20° AND AIRSPEED BUG SHOULD BE SET.
AIRSPEED – VREF +10 AIRSPEED – VREF +20
FLAPS – 30° LANDING GEAR – DOWN
1 PATTERN ENTRY
15 SE AIRSPEED – SLOW TO 170 KTS
CON
DS POWER – 60% N1 (APPROX.)
FLAPS – 10°
1,500 FT AGL
900 FT AGL
(IF POSSIBLE) 4 THRESHOLD
AIRSPEED – VREF
50 FT – THRUST LEVERS TO IDLE
M
5N
1.
TO
1
APPR
OX. 3
NM
5 LANDING

June 2004
Table of Contents
Visual Approach
and Landing

January 2004
Table of Contents
Maneuvers
Engine Failure After V1/Takeoff Continued
NOTE:
PRIOR TO TAKING ACTIVE RUNWAY:
HEADING BUG – SET RWY HEADING
LINEUP CHECK COMPLETE
10 1,500 FT AGL
AIRSPEED – ACCELERATE TO 170 KTS
ENGINE SHUTDOWN OR FAILURE IN FLIGHT
CHECKLIST– COMPLETE
1 TAKEOFF
BRAKES – HOLD
POWER – SET TO 90% N 1 8 AT 400 FT AGL (OR OBSTACLES CLEARED)
PITCH – 10°
AIRSPEED
BRAKES – RELEASE
IF FLAPS AT 10°
ACCELERATE TO V2 + 10 KTS
9 CLIMB
MAX POWER – OBTAINED BY 60 KTS AIRSPEED – MAINTAIN 140 KTS
IF FLAPS AT 20°,
ENGINE FAILURE DURING T/O
ACCELERATE TO V2 + 20 KTS
(ABOVE V1 - T/O CONT.) CHECKLIST - COMPLETE
3 AT 80 KTS
PM – "80 KTS CROSSCHECK"
AT V + 10 (OR V + 20) – FLAPS UP
2 2
NOTE: COPILOT WILL NOT

DIFFERENTIATE BETWEEN SIDES
5 ENGINE FAILURE
CALL – "ENGINE FAILURE"
2 PM– "AIRSPEED ALIVE"

(BOTH SIDES)
* CLEARANCE,
NOTE: IF NEEDED FOR OBSTRUCTION
REMAIN @ V2 UNTIL
CLEAR OF OBSTACLE.
CONSULT 2nd SEGMENT CLIMB CHART.
4 AT V1
PM – "V1"
PF – BOTH HANDS ON YOKE
6 AT VR
PM – "ROTATE"
PF – ROTATE (13-15°)
F/D TCS – PITCH SYNC 7 AT POSITIVE RATE OF CLIMB
PM – "V " PM – "POSITIVE RATE"
2
AIRSPEED – MAINTAIN V2
*
PF – "GEAR UP, LIGHTS – IN
Y/D – ON"

June 2004
Table of Contents
Engine Failure After V1/

Takeoff Continued

January 2004
Table of Contents
Maneuvers
Single Engine ILS Approach and Landing

3 BASE LEG OR WITHIN 3 NM OF FAF

FLAPS – 10°
AIRSPEED – 140 KTS
1 PRIOR TO INITIATING APPROACH, SLOW

THE AIRPLANE TO 200 KTS IN THE
CLEAN CONFIGURATION.
* NOTE: DUE TO LARGE PITCH CHANGES

ASSOCIATED WITH CHANGING FROM 10°
TO 30° FLAPS, THE PILOT SHOULD
CONSIDER LANDING WITH FLAPS AT
10°/20°, RUNWAY DISTANCE ALLOWING.
DIAMONDS / 400's MAY NOT HAVE 20°

FLAP SELECTION
4 PRIOR TO FAF
AIRSPEED – VREF +20
ONE DOT FLY UP – GEAR DOWN
ONE ENG. INOP APPROACH /
LANDING CHECKLIST – COMPLETE 7 THRESHOLD
AIRSPEED - V REF
5 AT GLIDESLOPE INTERCEPT 50 FT - THRUST LEVERS TO IDLE
AIRSPEED – VREF +10 KTS
POWER – 75% N (APPROX.)
1
8 LANDING
6 LANDING ASSURED SPEEDBRAKES – EXTEND
AIRSPEED – SLOW TO VREF *

FLAPS – 30º (IF REQUIRED) THRUST REVERSERS – DEPLOY

SHOULD BE COMPLETE.

June 2004
Table of Contents
Single Engine ILS

Approach and Landing

January 2004
Table of Contents
Maneuvers
Single Engine Non-Precision Approach and Landing

2A WITHIN 5 NM OF FAF
1A PRIOR TO INITIATING APPROACH, AIRSPEED – 170 KTS
SLOW THE AIRPLANE TO 200 KTS FLAPS – 10°
IN THE CLEAN CONFIGURATION.
3A PRIOR TO FAF
AIRSPEED – V
REF + 20
1 PRIOR TO INITIATING APPROACH,

SLOWı THE AIRPLANE TO 200 KTS
IN THE CLEAN CONFIGURATION.
2 IAF OUTBOUND
AIRSPEED – 170 KTS
POWER – 80% (APPROX.)
5 AT MDA
ATTITUDE – LEVEL OFF
6 LANDING ASSURED
*
FLAPS – 30° (IF REQUIRED)
AIRSPEED – SLOW TO VREF
* NOTE: DUE TO LARGE PITCH CHANGES

ASSOCIATED WITH CHANGING FROM 10°
TO 30° FLAPS, THE PILOT SHOULD
CONSIDER LANDING WITH FLAPS AT
10°/20°, RUNWAY DISTANCE ALLOWING.
3 PROCEDURE TURN INBOUND
FLAPS – 10º DIAMONDS / 400's MAY NOT HAVE 20°
AIRSPEED – VREF + 20 FLAP SELECTION
4 AT FAF
ı AIRSPEED – VREF +10
ı GEAR – DOWN
ONE ENG. INOP. APPROACH / LANDING
CHECKLIST – COMPLETE
7 THRESHOLD
ı AIRSPEED – VREF
NOTE: APPROACH CHECKLIST SHOULD BE 50 FT – THRUST LEVERS TO IDLE
THE APPROACH CHART SHOULD BE 8 LANDING
REVIEWED, AND THE APPROACH BRIEFING THRUST LEVERS – IDLE
SHOULD BE COMPLETE. WHEEL BRAKES – APPLY

June 2004
Table of Contents
Single Engine Non-Precision


January 2004
Table of Contents
Maneuvers
Zero Flap Visual Approach and Landing

NO FLAP APPROACH & LANDINGS: NOTE: NO FLAP APPROACH/LANDING
SPEEDBRAKES ARE AVAILABLE CHECKLIST SHOULD BE COMPLETED
FOR SPEED CONTROL. PRIOR TO ENTERING THE TRAFFIC AREA.
VREF SHOULD BE CALCULATED AND
AIRSPEED BUG SHOULD BE SET
2 ABEAM NUMBERS
LANDING GEAR – DOWN
NO FLAP LANDING CHECK – COMPLETE
3 FINAL TURN AIRSPEED – 140 KTS
MAX BANK – 30º 1 PATTERN ENTRY
AIRSPEED – SLOW TO 170 KTS
APPR
OX. 1
5 SEC
1,500 FT AGL
4 ADJUST SEAT FOR NOSE

HIGH APPROACH
APPROX.
900 FT AGL
(IF POSSIBLE)
5 THRESHOLD
AIRSPEED – VREF
M
N
50 FT – THRUST LEVERS TO IDLE
5
1.
1-
APPR
OX. 3
NM
NOTE: LANDING DISTANCES WILL

INCREASE APPROX. 40%.
6 LANDING
B4CRH MV009i

June 2004
Table of Contents
Zero Flap Visual


January 2004
Table of Contents
Maneuvers
Emergency Descent
* NOTE: USE CAUTION REGARDING THE

TERRAIN BELOW FLIGHTPATH. DESCEND
TO 15,000 FT (CONTINENTAL USA) OR TO
A KNOWN MSA.
EXPLOSIVE/RAPID DECOMPRESSION
OXYGEN MASKS – DON
MIC SELECTORS – OXY MASK
SPKR SWITCH – ON OR DON HEADSETS
INTPH SWITCH – ON
*
AUTO PILOT – OFF DESCENT LEVEL-OFF (MINIMUM SAFE ALTITUDE)
INITIATE – MODERATE BANK NOT TO CABIN SIGN – SAFETY INITIATE LEVEL-OFF AT APPROX. 1,000 FT ABOVE
EXCEED 45º AIRSPEED – ACCELERATE TO VMO/MMO
PITCH – INITIALLY 15º NOSEDOWN DESIRED ALTITUDE
TRANSPONDER 7700 OR PER ATC SPEEDBRAKES – RETRACT
HEADING – MAINTAIN OR AS
REQUIRED BY ATC
CHECKLISTS:
1. RAPID DECOMPRESSION – COMPLETE
2. EMERGENCY DESCENT – COMPLETE

June 2004
Table of Contents
Emergency Descent

January 2004
Table of Contents
Maneuvers
Go-Around/Missed Approach/Balked Landing
4 AT 1500 FT
SET MCT
2 POSITIVE RATE OF CLIMB

GEAR – UP
LANDING LIGHTS – RETRACT
Y/D – ON
3 AT 400 FT
LOWER NOSE – TO 10° PITCH
140 KTS – FLAPS UP
ACCELERATE – TO DESIRED CLIMB SPEED
1 MISSED APPROACH BALKED LANDING CHECKLIST – COMPLETE
THRUST – TAKEOFF N1
FLAPS – 10
PITCH UP – 13° TO 15°
AIRSPEED – V
REF

June 2004
Table of Contents
Go-Around/Missed Approach/Balked Landing

January 2004
Table of Contents
Maneuvers
Single Engine Go-Around/Missed Approach
* CLEARANCE,
NOTE: IF NEEDED FOR OBSTRUCTION
REMAIN @ VAC UNTIL
CLEAR OF OBSTACLE. CONSULT
APPROACH CLIMB GRADIENT CHART.
2 POSITIVE RATE OF CLIMB

GEAR – UP
LANDING LIGHTS – RETRACT
Y/D – ON
3 AT 400 FT (OR OBSTACLES CLEARED)

1 MISSED APPROACH 140 KTS – FLAPS UP
THRUST – TAKEOFF N ACCELERATE – TO DESIRED CLIMB SPEED
1
FLAPS – (VERIFY) 10° APPROACH CLIMB CHECKLIST – COMPLETE
PITCH UP – 13° TO 15°
*
AIRSPEED – MAINTAIN VAC

June 2004
Table of Contents
Single Engine Go-Around/Missed Approach

January 2004
Main Menu
Several chapters contain multiple systems to facilitate a more

coherent presentation of information. The systems covered are Systems
listed below in alphabetical order opposite the chapter in which
they are located. ATA codes are noted in parentheses.
SYSTEM (ATA Code) CHAPTER
Air Conditioning (21) . . . . . . . . . . . . . . . . . . . . . . . . . . . PNEUMATIC

Aircraft Structure (51). . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Brakes (32) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Communications (23) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS
Dimensions and Areas (6). . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Doors (52) . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Electrical (24) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ELECTRICAL
Engine (71) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Engine Controls (76). . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Engine Fuel and Control (73) . . . . . . . . . . . . . . . . . . . POWERPLANT
Engine Indicating (77) . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Equipment/Furnishings (25) . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Fire Protection (26) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE
Flight Controls (27) . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Fuel (28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL
Fuselage (53). . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Hydraulics (29) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULICS
Ice and Rain Protection (30) . . . . . . . . . . . . . . . . . . . . ICE AND RAIN
Ignition (74) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Landing Gear (32). . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Lighting (33) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ELECTRICAL
Master Warning/Caution System . . . . . . . . . . . . . MISCELLANEOUS
Navigation (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS
Oil (79) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Oxygen (35) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Pitot/Static (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS

September 2001
Main Menu
CAE SimuFlite
Pneumatic (36) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PNEUMATIC

Pressurization (21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PNEUMATIC
Stabilizers (55) . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Stall Warning (27). . . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Thrust Reversers (78) . . . . . . . . . . . . . . . . . . . . . . . . . POWERPLANT
Warning Lights (33) . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL
Windows (56) . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Wings (57). . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW

September 2001
Systems Table of Contents
This section presents an overview of the Beechjet 400A aircraft. It

includes major features including airframe structures, dimensions Aircraft
and danger areas.
This manual references the manufacturer’s model and serial num-
Overview
ber, and where system differences warrant, it provides separate
data and schematics. Chapter 5A

September 2001
Aircraft Overview
CAE SimuFlite

September 2001
Aircraft Overview
Aircraft Overview CAE SimuFlite
Aircraft Exterior Features . . . . . . . . . . . . . . . . . . . . . 5A-4

Table of Aircraft
Cabin Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-4 Exterior
Aircraft Description . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5
Contents Features
Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5
Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5 Cabin
Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5 Features
Entry Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-6
Passenger Compartment. . . . . . . . . . . . . . . . . . . . . 5A-7
Toilet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-8
Tail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-8
Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-8
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-9
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . 5A-9
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-9
Baggage Compartment . . . . . . . . . . . . . . . . . . . . . 5A-10
Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-10
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-10
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-10
Roll Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-10
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-11
Aircraft Dimensions Schematic . . . . . . . . . . . . . . . 5A-12
Aircraft Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . 5A-13
Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-13
Hazard Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-15
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-15
Engine Inlet Air Draw . . . . . . . . . . . . . . . . . . . . . . . . . 5A-15
Engine Exhaust Plume . . . . . . . . . . . . . . . . . . . . . . . . 5A-16
Beechjet 400A Developed for Training Purposes 5A-3 5A-4

5 October 2001
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CAE SimuFlite
Aircraft Exterior Features Cabin Features
ELEVATOR INSTRUMENT OVERHEAD

PANELS PANEL
COMPASS
COCKPIT
SPEAKER
HORIZONTAL
STABILIZER
AIR CONDITIONING
OUTLET
SUN VISOR
DORSAL
INTAKE RUDDER
PASSENGER
COMPARTMENT
FLIGHT
COMPARTMENT
FLAPS
NOSE
EQUIPMENT
BAY ROLL
TRIM TAB
MAIN
SPOILERS
ENTRANCE CIRCUIT OXYGEN
BREAKER PANEL
PANELS
EMERGENCY
DOOR CLOSE
HANDLE
PARKING EMERGENCY PEDESTAL EMERGENCY QUICK DUMP

BRAKE LANDING BRAKE VALVE
GEAR DOWN CONTROL HANDLE
HANDLE HANDLE
B4TM-AO003I
B4TM-AO002I
5A-1 5A-2

5 October 2001
Table of Contents
Aircraft Overview
The Beechjet 400A (Figure 5A-3) is
an all-metal, low wing airplane certi-
Structures
Most of the structures are fabricated
Aircraft
fied in accordance with FAR Parts
25 and 36. It is powered by two Pratt
of high-strength aluminum alloy,
with steel and other materials used Description
and Whitney JT15D-5 turbofan as needed. The design is based on
engines mounted on the aft fuselage. fatigue resistance and fail-safe prin-
The fuselage is an oval-shaped ciples. The airplane’s structure is
design with semi-monocoque, full divided into three major compo-
cantilever integral design wings, a nents: the fuselage, wing and
tail unit and a tricycle landing gear. empennage. The airplane’s general
A pressurization system provides a features are shown in Figure 5A-1.
comfortable 7,500 ft. cabin altitude Fuselage
at 45,000 ft. The typical seating
arrangement is for two crew and up The multiframe fuselage is oval-
to nine passengers. shaped to provide more cabin room
and passenger comfort.
Refer to the applicable systems
chapter for descriptions of the fol- The major frames are at the forward
lowing: and aft bulkheads, main entrance and
escape hatch, wing spar mounting
Q avionics system locations, engine mounting and tail
Q electrical system mounting frame.
Q fire protection system Cabin
Q flight controls A typical cabin (Figure 5A-2), con-
tains the pilot and copilot seats,
Q fuel system 5A-9B
instrument and control panels and
Q hydraulic system some additional equipment.
Q ice and rain protection The pilot and copilot seats are
Q landing gear and brakes mounted on rails that allow horizon-
tal adjustment. Each rail incorpo-
Q oxygen system rates seven holes for the locking pins
Q pneumatic systems (including to engage, thereby holding the seat
pressurization and air condition- in the desired position. A handle grip
ing) under the left hand side of the seat
Q powerplant systems. pan is used to disengage the seat
locking pins.
5A-3

September 2001
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CAE SimuFlite
Vertical adjustment is by actuation An overhead panel (Figure 5A-5)

of a handle grip under the right hand contains lighting control, electrical
side of the seat pan. system controls, anti-ice/deice sys-
The instrument panel contains flight tem controls, fuel system controls
and engine instruments, master and the master test control.
warning system (MWS) panel, pres- The windshield (Figure 5A-6) con-
surization and landing gear control. sists of a laminated outer ply of
The instrument display system glass, a core ply and an inner ply of
comes in two configurations. The stretched acrylic plastic. The outer
three-tube system contains a primary glass ply and core ply are bonded
flight display (PFD) on both the together with an interlayer of poly-
pilot’s and copilot’s panels, one mul- urethane. The core ply and inner ply
tifunction display (MFD) on the are bonded together with an inter-
pilot’s side and a sensor display unit layer of vinyl. The center portion of
(SDU) on the pilot’s and copilot’s each windshield panel is heated to
sides. On the four-tube configuration prevent formation of ice and fog.
(Figure 5A-4), the MFD is on the The heating element is a conductive
copilot’s panel and a navigation dis- film on the inside of the windshield
play (ND) is in the pilot’s panel. outer glass ply.
Together, these displays form the The cockpit side windows, located
electronic flight instrument system aft of the windshield on each side,
(EFIS). are constructed of two layers of
A pedestal between the seats con- stretched acrylic plastic bonded
tains the two control display units together with an interlayer of vinyl
(CDU), radar, communication and DBS.
autopilot control heads (on the three- Entry Door
tube system, the communication An entrance door is located on the
control heads are on the copilot’s forward left side of the fuselage. It
instrument panel). The engine igni- can be opened by either an outside or
tion, throttles, engine sync, flap and inside handle. When either handle is
airbrake control switches as well as rotated to the open position, lock
trim switches are also located on the pins are retracted into the door,
pedestal. allowing it to swing out and forward.
The door is mounted to the fuselage
5A-5
5A-4 5A-6

September 2001
Table of Contents
Aircraft Overview
by a single hinge centered along the door frame and one at the top rear
forward edge. An inflatable seal is door frame, operate the door warn-
installed around the edge of the door ing light on the annunciator panel,
land. The seal is a hollow, accor- arm the cabin room light switch and
dion-type rubber tube that is sup- control the door seal.
plied with engine bleed air in-flight Passenger Compartment
to seal the gap between the door and
door land to form an airtight seal. The passenger compartment can be
configured to seat 7 to 9 passengers
When closed and locked, the door is (Figure 5A-8). The seats may be aft
secured by eight latch pins (Figure and forward facing. A table is
5A-7) which are actuated by either located on each side of the airplane
door handle. The latch pins protrude between the first and second seats aft
from the door into the door frame. of the entrance door.
Two switches, one at the top front
RIGHT FORWARD BAGGAGE RIGHT AFT STUB

PARTITION COMPARTMENT PARTITION LAVATORY PARTITION
CLOSET/GALLEY
LEFT FORWARD GALLEY PASSENGER SEAT LEFT AFT TOILET

PARTITION (6 PLACES TYPICAL) PARTITION CABINET
STANDARD INTERIOR
SEVEN-PASSENGER CABIN ARRANGEMENT
RIGHT FORWARD BAGGAGE RIGHT AFT STUB

PARTITION COMPARTMENT PARTITION LAVATORY PARTITION
CLOSET/GALLEY
5A-7
LEFT FORWARD STORAGE PASSENGER SEAT LEFT AFT TOILET

PARTITION CABINET (7 PLACES TYPICAL) PARTITION CABINET
OPTIONAL INTERIOR
EIGHT-PASSENGER CABIN ARRANGEMENT
RIGHT FORWARD STORAGE RIGHT AFT STUB

PARTITION CABINET PARTITION LAVATORY PARTITION
LEFT FORWARD STORAGE PASSENGER SEAT LEFT AFT TOILET

PARTITION CABINET (8 PLACES TYPICAL) PARTITION CABINET
B4TM-AO005I
OPTIONAL INTERIOR
5A-8 NINE-PASSENGER CABIN ARRANGEMENT

September 2001
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CAE SimuFlite
The cabin windows, entrance door hatch. The inside handle (Figure
window and escape hatch window 5A-9C) can be locked by a pin to
are all identical and are, therefore, secure the hatch while the airplane is
interchangeable. Each window con- on the ground, but it must be
sists of two plies of stretched acrylic removed before flight.
mounted in a seal to provide an air- Toilet
space between layers. In all, there
are 12 windows in the cabin, includ- The toilet is located beneath the lav-
ing the ones in the entrance door and atory seat in the aft cabin area and is
the escape hatch. separated by a partition with two
sliding doors. Access to the toilet is
An emergency escape hatch (Fig- gained by lifting the hinged lavatory
ures 5A-9A and 5A-9B) is located seat. The toilet is a non-circulating
on the right side of the cabin adja- flushing system completely self-con-
cent to the cabin entrance door. tained with a waste container capac-
The hatch is a plug type, meaning it ity of 2 gallons.
opens inward and when the airplane Tail
is pressurized, it helps force the
hatch tighter into its frame. The The tail unit (Figure 5A-10) con-
hatch can be opened from the inside sists of a vertical stabilizer, a mov-
or the outside. It is held in place by able horizontal stabilizer, rudder and
two latch pins at the top of the hatch elevators and the aft baggage com-
and two hinge arms at the bottom partment.
that insert into fittings on the lower Vertical Stabilizer
frame. The latch pins may be oper- The vertical stabilizer is a swept
ated by a handle on the outside as back assembly constructed of front
well as a handle on the inside of the and rear spars, stringers, ribs and
5A-9C
5A-9B
5A-9A
5A-10

September 2001
Table of Contents
Aircraft Overview
doublers covered with aluminum tab is operated electrically from a
alloy skin panels. The front and rear switch on the pedestal.
spars extend into the aft fuselage Horizontal Stabilizer
canted frames where they are
attached. Access panels are installed The horizontal stabilizer (Figure
on the left side of the vertical stabi- 5A-12), mounted on the top of the
lizer to provide access to the elevator vertical stabilizer, is assembled and
quadrant assembly and electrical installed as a single unit. It is con-
wires. structed of ribs, stringers, doublers,
skins and spars which extend the full
Rudder length of the stabilizer. The movable
The rudder (Figure 5A-11) is stabilizer is installed on the pivot fit-
attached to the trailing edge of the ting and on the jack nut of the pitch
vertical stabilizer and is constructed trim actuator. The horizontal stabi-
of front and rear spars and ribs cov- lizer is controlled by trim switches
ered with aluminum alloy skin pan- on either control wheel or by an
els. The balance weight is located in emergency pitch trim switch on the
the rib assembly in front of the rud- center pedestal. The leading edge is
der front spar. It is controlled constructed with a leading edge
mechanically from the rudder ped- heater for electrothermal deicing.
als. Elevator
The rudder trim tab is attached to the The elevators control the airplanes
lower rudder trailing edge and is pitch attitude. They are manually
constructed of front and trailing edge operated by moving the control col-
spars, brackets, ribs and skin panels. umns. The elevator control surfaces
A bracket is installed on the right are fully mass balanced to ensure
side of the trim tab and transmits the freedom from flutter. Full travel
axial force of the actuator to the trim range of the elevator is 25° up and
tab through a lever and pushrod. The 12° down.
5A-11 5A-12

September 2001
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CAE SimuFlite
Baggage Compartment Except for the forward section of the

Two aft fuselage doors, upper and front spar and the outboard section
lower, provide access to the aft fuse- of the rib assembly, the integral tank
lage baggage compartment (Figure includes most of the area between
5A-13). the front and rear spars. The wing
auxiliary structure consists of the
Three access doors are located inside wing tip, leading edge and trailing
the baggage compartment to provide edge.
inspection of the engine fire extin-
guishers, hydraulic reservoir and the Flaps
battery. The MAIN electrical bus The main flaps, which are electri-
and its associated circuit breakers cally controlled and hydraulically
are located behind the battery access actuated, are attached to rail assem-
panel. blies on the inboard edge of the
A switch is installed on the upper wing. The aft flaps are attached to
door (Figure 5A-14) to operate the the rib assemblies of the main flap
door warning light on the annuncia- trailing edge and are mechanically
tor panel in the cockpit. extended by the main flap as it
extends. An asymmetrical condition
Wings between the main flaps will result in
The wing has a semi-monocoque, flap stoppage and an annunciator
full cantilever integral design. It illumination.
forms an integral fuel tank. The Spoilers
wing includes a roll trim tab, inboard
and outboard spoilers and a slotted Spoilers are attached to the upper
fowler flap consisting of a main flap surface of the wing and are con-
and an aft flap. The wing is a swept- structed of extruded aluminum alloy
wing design with a sweep of 20 material. The outboard and inboard
degrees and a 2.5-degree dihedral. spoilers are attached to the wing rear
spar with three hinge assemblies and
The wing main frame is constructed are electrically controlled and
of a front spar and a rear spar with hydraulically actuated.
ribs installed between the spars.
5A-14
5A-13

September 2001
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Aircraft Overview
Roll Trim Tabs Bleed air from the engine is used to
Roll trim tabs, located on each wing operate the engine inlet and wing
flap, provide lateral trim and are anti-ice system, air conditioning and
powered by separate electrical actua- cabin pressurization. It is also used
tors. to inflate the cabin door seal and to
pressurize the hydraulic system.
Engines
A thrust reverser assembly (Figure
Two aft-mounted Pratt and Whitney 5A-16) is mounted on the aft end of
JT15D-5, turbofan engines (Figure each engine over the engine exhaust
5A-15) power the aircraft. Each nozzle and is intended for ground
engine is rated at 2,900 pounds of operation only. When deployed, the
static thrust. The JT15D-5 is a twin reverser doors travel from the
spooled, front fan, jet propulsion stowed position to join behind the
engine which has a full annular exhaust nozzle and deflect the
bypass duct. engine exhaust forward, over and
under the nacelle.
5A-15
5A-16

September 2001
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CAE SimuFlite
Aircraft Dimensions
13 FT 11 IN
5 FT 1 IN
5 FT 1 IN 19 FT 3 IN
43 FT 2 IN
48 FT 5 IN
43 FT 6 IN
9 FT 4 IN
16 FT 5 IN
B4TM-AO004I

September 2001
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Aircraft Overview
Dimensions Aircraft
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 ft. 5.0 in (14.78 m)
Dimensions
Height (normal tire inflation) . . . . . . . . . . . . . . . 13 ft. 11.0 in (4.24 m)
Wingspan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 ft. 6.0 in (13.29 m)
Horizontal Stabilizer Span . . . . . . . . . . . . . . . . . . . 16 ft. 5.0 in (5.0 m)
Wheelbase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 ft. 3.0 in (5.86 m)
Wheel track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ft. 4.0 in (2.84 m)
Cabin Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 ft. 9.0 in (6.32 m)
Cabin Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ft. 9.1 in (1.45 m)
Cabin Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 cu. ft.
Door Sill above Ground (Average) . . . . . . . . . . . . . 3 ft. 1.0 in (0.94 m)

September 2001
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September 2001
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Aircraft Overview
The primary dangers around the air-
plane are weather radar emissions
the ground, except for brief system
tests. During such tests, advise per- Hazard Areas
from the radome, the engine inlet air sonnel to remain well clear of the
draw and the exhaust plume (Figure radome.
5A-17). Position the aircraft at least 100 ft.
away from refueling operations and
Radar large metal objects (i.e., hangars,
On the ground, an operating weather fuel trucks or other aircraft).
radar system poses a serious person-
nel hazard and has the potential to Engine Inlet Air
ignite combustible materials.
Weather radar emits high power
Draw
microwave radiation. Refer to the The engine inlet air draw is hazard-
maintenance manual for detailed ous to within 25 feet radius around
procedures and precautions concern- each intake. It is capable of generat-
ing the weather radar. ing sufficient suction to pull a person
Ground personnel should remain partially into the intake duct. On an
outside an area 25 ft. from the engine at idle, the suction may be
radome and 180º either side of the sufficient to cause ingestion of eye-
aircraft centerline during radar oper- glasses, small tools, rags or other
ation. Do not operate the radar on small objects.
25ft
NOTE :
25ft R 25ft R
All readings and distances
measured with engines at
100% rated power.
0 600 1000
20 295 250
40 140 160
60 80 140
TEMPERATURE ºF
VELOCITY - KNOTS
DISTANCE IN FEET
80 55 130
100 40 120
120 35 105
B4TM-AO001i
140 25 95
160 15 85
5A-17 30.0ft

September 2001
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CAE SimuFlite
Engine Exhaust
Plume
The engine exhaust danger area At high engine speeds, the jet wake
extends 160 feet aft of the exhaust may propel loose dirt, sizable stones,
opening. As the distance from the sand and debris over a considerable
nacelle increases, the danger distance. Occasionally, when start-
decreases. Engine exhaust hazards ing a jet engine, an accumulation of
lie in exhaust temperatures and high fuel in the exhaust tail pipe is blown
velocity gases. Exhaust gases imme- out as long streams of flame.
diately exiting the exhaust average
1,000ºF and 600 kt at maximum
power.

September 2001
Specific avionics installations vary with customer preference;

many options are available. Therefore, this chapter provides only Avionics
a brief overview of the following:
Q
flight environment data systems Chapter 5B
Q
standby instrumentation
Q
aircraft management system (AMS-5000)
Q
communication system
Q
autopilot system
Cockpit panel art for both the three-tube and four-tube configura-
tions, at the beginning of the chapter, helps in finding instruments.
For a detailed description of and operating procedures for a par-
ticular piece of equipment, refer to the applicable pilot’s guide.

September 2001
Avionics
CAE SimuFlite

September 2001
Avionics
Avionics
Instrument Panel Schematic . . . . . . . . . . . . . . . . . . . 5B-6

Table of
Pedestal Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-7
Three-Tube Avionics System Block Diagram . . . . . 5B-8
Contents
Four-Tube Avionics System Block Diagram . . . . . 5B-10
Antenna Locations Schematic . . . . . . . . . . . . . . . . 5B-11
Pitot/Static System Schematic . . . . . . . . . . . . . . . . 5B-12
Stall Warning Block Diagram. . . . . . . . . . . . . . . . . . 5B-13
Flight Environment Data . . . . . . . . . . . . . . . . . . . . . 5B-15
Pitot/Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-15
Pitot Heads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-15
Static Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-15
Standby Flight Instruments. . . . . . . . . . . . . . . . . . . . 5B-16
Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . 5B-16
Collins AMS-5000 Aircraft Management
System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-21
Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-21
Integrated Avionics Processor System (IAPS) . . . . . . 5B-21
IAPS Card Cage. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-21
IAPS Environmental Controller . . . . . . . . . . . . . . . . 5B-21
Lightning/HIRF Protector . . . . . . . . . . . . . . . . . . . . . 5B-22
I/O Concentrator. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-22
IAPS Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . 5B-22
Configuration Strapping Unit . . . . . . . . . . . . . . . . . . 5B-22
Maintenance Diagnostic Computer . . . . . . . . . . . . . 5B-22
Flight Management System (FMS). . . . . . . . . . . . . . . 5B-23
Database Unit (DBU) . . . . . . . . . . . . . . . . . . . . . . . . 5B-24
Control Display Unit (CDU) . . . . . . . . . . . . . . . . . . . 5B-25
Flight Management Computer (FMC) . . . . . . . . . . . 5B-25
Collins ProLine 4 Electronic Flight Instrument
System (EFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-26
Display Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-26
System Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-27
Primary Flight Display (PFD) . . . . . . . . . . . . . . . . . . 5B-30
Multifunction Display (MFD) . . . . . . . . . . . . . . . . . . . 5B-34

January 2004
Avionics
CAE SimuFlite
Navigation Display (ND) . . . . . . . . . . . . . . . . . . . . . 5B-37

Sensor Display Driver . . . . . . . . . . . . . . . . . . . . . . . 5B-40
Sensor Display Units (SDU) . . . . . . . . . . . . . . . . . . 5B-40
Attitude Heading Reference System (AHRS) . . . . . . 5B-43
Air Data System (ADS) . . . . . . . . . . . . . . . . . . . . . . . 5B-45
Radio Sensor System (RSS) . . . . . . . . . . . . . . . . . . . 5B-46
DME- 422 Distance Measuring Equipment . . . . . . . . 5B-49
Audio Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . 5B-50
Volume Control Panel . . . . . . . . . . . . . . . . . . . . . . . . 5B-51
TCAS-94 Traffic Collision Avoidance System . . . . . . 5B-52
Weather Radar System . . . . . . . . . . . . . . . . . . . . . . . 5B-56
Enhanced Ground Proximity Warning
System (EGPWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-58
EGPWS Database. . . . . . . . . . . . . . . . . . . . . . . . . . 5B-58
Basic Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-58
Enhanced Functions . . . . . . . . . . . . . . . . . . . . . . . . 5B-63
Automatic Flight Control System (AFCS) . . . . . . . . . 5B-67
Autopilot Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-67
Mode Select Panel (MSP) . . . . . . . . . . . . . . . . . . . . 5B-69
Flight Control Computer (FCC) . . . . . . . . . . . . . . . . 5B-73
SVO-85 Primary Servos . . . . . . . . . . . . . . . . . . . . . 5B-74
Automatic Trim Coupler (ATC) . . . . . . . . . . . . . . . . 5B-74
Rudder Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-74
Indicating/Recording Systems . . . . . . . . . . . . . . . . 5B-75
Flight Hour Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-75
Clocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-75
Cockpit Voice Recorder (CVR) . . . . . . . . . . . . . . . . . 5B-75
Preflight and Procedures . . . . . . . . . . . . . . . . . . . . 5B-77
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-77
Abnormal and Emergency Procedures . . . . . . . . . . . 5B-77
Autopilot Disengagement . . . . . . . . . . . . . . . . . . . . 5B-77
Autopilot Trim Fail . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-77

January 2004
Avionics
Avionics CAE SimuFlite
Autopilot Overspeed Recovery . . . . . . . . . . . . . . . . 5B-77 Overhead and

Flight Director Malfunctions . . . . . . . . . . . . . . . . . . . 5B-78 Instrument Panels
Yaw Damper Failure. . . . . . . . . . . . . . . . . . . . . . . . . 5B-78
Single Radio Tuning Unit (RTU) Failure. . . . . . . . . . 5B-78
Dual Radio Tuning Unit (RTU) Failure . . . . . . . . . . . 5B-78
Air Data Computer Failure . . . . . . . . . . . . . . . . . . . . 5B-78
Flight Display Messages . . . . . . . . . . . . . . . . . . . . . 5B-78
Beechjet 400A Developed for Training Purposes 5B-5 5B-6 Beechjet 400A
January 2004 January 2004
Table of Contents
CAE SimuFlite
Overhead and Instrument Panels
R TANK
FAST
SLAVE
FL 180 DSPLY
DSABL DIM
ENABL
ELT-EMER USE ONLY

ON
ARMED/RESET
5B-6 Beechjet 400A

January 2004
Table of Contents
Pedestal Three-Tube
RANGE TILT RANGE TILT
Avionics System
Block Diagram
RDR NAV BRG RDR PUSH RDR NAV BRG RDR PUSH
N SRC SRC CTL A N SRC SRC CTL A
O
F
F
/ OF U TO / OF U TO
Collins Collins
INDEX INDEX
<AFIS MENU GPS1 POS> <AFIS MENU GPS1 POS>
<STATUS FIX> <STATUS FIX>
<POS INIT HOLD> <POS INIT HOLD>
FMS1 FMS1
<VOR CTL PROG> <VOR CTL PROG>
FMS1 FMS1
<GPS CTL SEC FPLN> <GPS CTL SEC FPLN>
<FMS CTL ROUTE MENU> <FMS CTL ROUTE MENU>
MSG AFIS EXEC MSG AFIS EXEC
DEP MFD MFD MFD DEP MFD MFD MFD

DIR FPLN LEGS ARR PERF MENU ADV DATA PREV MSG DIR FPLN LEGS ARR PERF MENU ADV DATA PREV MSG
1 2 3 A B C D E F G CLR
1 2 3 A B C D E F G CLR
IDX IDX
DEL DEL
4 5 6 H I J K L M N 4 5 6 H I J K L M N
BRT BRT
TUN DIM TUN DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
. 0 +/- V W X Y Z SP / . 0 +/- V W X Y Z SP /
1 COMM 2 NAV MKR BCN DME ADF RTU RMT TUNE ATC MKR
1 DSABL 2 DSABL 1 HI
VOLUME CONTROL NORM NORM 2 LO
ENG EFC FRICTION ENG POWER ENG SYNC FLAP LAND SEL
L R
ON OFF FLAP
T.O. FAN TURBINE
10°
OFF N
TEST O
R FLAP
M 30°
T.O.
ENG START SPEED BRAKE
L R SPEED BRAKE
RET
10° EMER
RET
ENG SELECT
NORM
L R
20° ANTI SKID
OFF EXT
ON
ROLL TRIM ROLL &

PUSH SEL RUD TRIM OFF
TO BOTH DISC
DISENG
TEST
L R 30°
NORM PITCH TRIM

L R
RUDDER
EMER N.DN
TRIM
D
DN 0° I
ROLL S
RUD
RUD NOSE TRIM
UP UP
TRIM
TRIM N 5°
AFT
C
L R O FWD
T.O. NORM N.UP

N N S
E SPEED
10°
12°
TEST
DN DN
L R UP
PUSH & TURN
Collins Collins
HDG ½BANK VS LVL CHG ALT HDG ½BANK VS LVL CHG ALT
APPR NAV VNAV SPEED FD OFF APPR NAV VNAV SPEED FD OFF
CRS 1 HDG CRS 2

PUSH PUSH PUSH
D I R ECT SY N C D I R ECT
1 2 ENGAGED
RUD BOOST YD AP
DN L R
ARM JOYSTICK
AP XFR
CMD TURB
COMM
OFF PUSH UP
Collins DISENGAGED
Collins Collins
BR BR
T T
ATC DME COM ATC DME COM

ID HLD SQ ID HLD SQ
ATC 1/2 ADF ATC 1/2 ADF

STBY TEST STBY TEST BJ4TM-AV020i
September 2001 September 2001
Table of Contents
CAE SimuFlite
Three-Tube Avionics System Block Diagram
ARP-851 NO. 1 ARP-851 NO. 2

IAS VS BARO ALT SEL IAS VS BARO ALT SEL
IN HG HPA IN HG HPA
V SPDS TEMP
L-ARP R-AHC
V SPDS TEMP
R-ARP
N- A
C
OFF STD STD STD
L-AHC
NCE
L
(TO ADC) L-AHC (TO ADC)
COLLINS COLLINS
R-AHC
R-ADC
PFD NO. 1 MFD-871 NO. 1 L-ADC
L-ADC
RTU-870A/T RTU-870A/T PFD NO. 2
R-ADC
TCAS
NO. 1 NO. 2
4 TCAS DME HOLD
COLLINS
SE
T
DME HOLD
COLLINS
SE
T
1/2BNK MDA 7850 DH 100 1/2BNK MDA 7850 DH 100

HDG LOC1 HDG LOC1
M.45 OM 8100 M.45 OM
SDU-640A/B SDU-640A/B
DES 0.65H ALTS DES 0.65H ALTS
AP 200 WX T0.0 AP 200
TAS 250 GS 254 RAT 50C
NO. 1 NO. 2
180 180
WPT DIS TTG ETA(Z) FUEL #
10 100 10 100
CID 45 :07 11 : 49 4200
160 DBQ 190 :37 12 : 19 3773 160
FOREVER 975 2:30 14 : 12 1020
100 100
FORMAT 2 2 FORMAT
BRT
140 HOLD 140
BRT
E R R E
M N 1 900 1 900 M N
D
33 3 10 CID ATC DME COM ATC DME COM 10 D
33 3
120 ID HLD SQ ID HLD SQ 120
DME DME
30
30
6
6
1 2 1250 FT 800 ATC 1/2 ADF ATC 1/2 ADF 1250 FT 800 1 2
10W CID STBY TEST STBY TEST 10W CID
CRS 310 HDG340 CRS 310 HDG340
JOYSTICK
23 . 4 NM 0 . 3 NM 30.15 IN 30.15 IN 23 . 4 NM 0 . 3 NM
150 50 150
W
E
E
99.9 NM 99.9 NM
(CHP)
12
12
24
24
2 4 25 2 4
15 LOC 1 1 30 LOC 1 1 15
VO 21 VO 21
R
S 2 R
S 2
1 R 1 R
VO VO
1.0
L-RTU R-RTU 1.0
ADF 1 1 WXR ADF 1 1

ADF 2 2 4 ADF 2 2 4
RAT 50C (TO RADIOS) RAT 50C
MSP-850A NO. 1 MSP-850A NO. 2

COLLINS COLLINS
HDG ½ BANK VS UL CHG ALT HDG ½ BANK VS UL CHG ALT
CLOCK P/O APPR NAV VNAV SPEED FD OFF APPR NAV VNAV SPEED FD OFF P/O CLOCK
NO. 1 ICC-4008 ICC-4008 NO. 2
IAPS
CDU-5000 CDU-5000 IAPS
NO. 1 NO. 2
UNIVERSAL TIME UT
SEL
LT FT ET
CTL
SIDE 1: Collins Collins SIDE 2: UNIVERSAL TIME UT
SEL
LT FT ET
CTL
PWR-4000 1A INDEX INDEX

PWR-4000 2A IAPS
PWR-4000 1B
PWR-4000 2B SIDE 1
RAC <STATUS FIX> <STATUS FIX>
DAU IOC-4000 1A <POS INIT HOLD> <POS INIT HOLD>
IOC-4000 2A
L-CLK APP IOC-4000 1B FMS1
<VOR CTL PROG>
FMS1
<VOR CTL PROG>
IOC-4000 2B RAC-870 ALT-55B R-CLK
(TO DAU) SVO FCC-4007 NO. 1 FMS1
<GPS CTL SEC FPLN>
FMS1
<GPS CTL SEC FPLN> FCC-4007 NO. 2 (TO DAU)
FMC-5000 NO. 1 FMC-5000 NO. 2 DBU
NOTES: MDC-4000
<FMS CTL ROUTE MENU>
AFIS
<FMS CTL ROUTE MENU>
AFIS ATC-4000
TO TTR
CABIN
MSG NEXT MSG NEXT
1 ADM-850 IS INSTALLED IN ADC-850 (NOT IN ADC-850D). LHP-4000 DEP MFD MFD MFD DEP MFD MFD MFD LHP-4001
AIRCRAFT
DIR FPLN LEGS PERF PREV MSG DIR FPLN LEGS PERF PREV MSG
L R DISPLAY IEC-4001 NO. 1 1 2 3
ARR
A B
MENU
C D
ADV
E
DATA
F G 1 2 3
ARR
A B
MENU
C
ADV
D E
DATA
F G IEC-4001 NO. 2
DAU-650 DISCRETES
CLR CLR
RTA-844/ CSU-4000 NO. 1

IDX
4 5 6 H I J K L M N
DEL
IDX
4 5 6 H I J K L M N
DEL
CSU-4000 NO. 2 SVO-85 ( )
2 ICU-85 IS INSTALLED IN AHC-85E. SDD-640/A TUN
BRT
DIM TUN
BRT
DIM
RTA-854 7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
CAUTIONS/
. 0 +/- V W X Y Z SP / . 0 +/- V W X Y Z SP / IAPS (QTY 3)
3 ADF-462 NO. 2 IS OPTIONAL. USE ADF ANTENNA SIDE 1 WARNINGS
L-GROUP BUS
ANT-462A (SINGLE) OR ANT-462B (DUAL). L-CLK IAPS
R-GROUP BUS
SIDE 1
4 GPS-ANT IS INSTALLED WITH CMA-764-1 ONLY. JOYSTICK R-CLK
RANGE TILT
RDR NAV
SRC
BRG
SRC
RDR
CTL
PUSH (TO MFD)
DBU-4100
N A
F
CHP-850
/ OF U TO
DATA BASE
AAP-850 SIA-850 STALL WARNING SYSTEM
CK1 CK2
PUSH PUSH PUSH
NO. 1 D I RECT SYNC D I RECT
RPT
PUSH
SET
OFF MDA
PUSH
SET
OFF
APP-85 IAPS AAP-850
NO. 2
RA TEST
R-NAV RADIOS DN L R
YD
ENGAGE
AP SIDE 1
AP XFR
RPT
PUSH PUSH
SET SET
OFF MDA OFF
L-NAV RADIOS RA TEST
TURB
UP
Collins DISENGAGE
TO DISPLAYS
TO DISPLAYS R-AHC R-ADC

VHF-422A
NO. 1
L-ADC L-AHC 2
VHF-422A
AHC-85E FDU-70
2 VIR-432 NO. 2
NO. 2 NO. 2
NO. 1
FDU-70 AHC-85E
NO. 1 NO. 1
VIR-432
DME-442 NO. 2
NO. 1
1 TO TTR
DME-442 1
ADC-850/D ADF-462 NO. 2
ANT-462A/B TRE-920 TRE-920 ADC-850/D
NO. 1 NO. 1 AUDIO NO. 2
ANT-462B
3 ADF-462 R-RTU
NO. 2 L-RTU
X-CHAN L-ARP 3 AUDIO
3 R-ARP
ADC L-RTU TDR-94/94D X-CHAN
R-RTU NO. 1 ADC
L-AHC RAC TDR-94/94D
TTR-920
VLF-ANT GPS-ANT NO. 2
B4TM-AV009I
CMA-764/
CMA-764-1 AUDIO
4
TCAS
(TO DISPLAYS)
5B-8 Beechjet 400A

September 2001
Table of Contents
Four-Tube
Avionics System
Block Diagram
September 2001 September 2001
Table of Contents
CAE SimuFlite
Four-Tube Avionics System Block Diagram

ARP-851 NO. 1 ARP-851 NO. 2
IAS VS BARO ALT SEL IAS VS BARO ALT SEL
IN HG HPA IN HG HPA
V SPDS TEMP
L-ARP R-AHC
V SPDS TEMP
R-ARP
N- A N- A
O
C
C
OFF STD OFF STD
L-AHC
NCE NCE
L
(TO ADC) L-AHC (TO ADC)
COLLINS COLLINS
R-AHC
R-ADC
4 L-ADC
ND N0. 1 PFD NO. 1 MFD-871 NO. 1 L-ADC MFD-871 NO. 2 PFD NO. 2
R-ADC
TCAS
4 TCAS
1/2BNK MDA 7850 DH 100 1/2BNK MDA 7850 DH 100
HDG LOC1 HDG LOC1
M.45 DES 0.65H ALTS OM 8100 M.45 DES 0.65H ALTS OM 8100
WX
TAS 250 GS 254
T0.0
RAT 50C
SDU-640A/B 180
AP 200 WX
TAS 250 GS 254
T0.0
RAT 50C
WX
TAS 250 GS 254
T0.0
RAT 50C
180
AP 200 SDU-640A/B
DIS TTG ETA(Z) FUEL #
NO. 1 NO. 2
WPT DIS TTG ETA(Z) FUEL # WPT DIS TTG ETA(Z) FUEL # WPT
10 100 10 100
CID 45 :07 11 : 49 4200 CID 45 :07 11 : 49 4200 CID 45 :07 11 : 49 4200
DBQ 190 :37 12 : 19 3773 160 DBQ 190 :37 12 : 19 3773 DBQ 190 :37 12 : 19 3773 160
FOREVER 975 2:30 14 : 12 1020 FOREVER 975 2:30 14 : 12 1020 FOREVER 975 2:30 14 : 12 1020
100 100
FORMAT 2 HOLD 2 FORMAT
HOLD BRT
140 HOLD 140
BRT
E R R E
M N 1 900 CID 1 900 M N
CID D
33 3 10 CID 10 D
33 3
DME 120 120 DME
30
30
6
6
1 2 1250 FT 800 1250 FT 800 1 2
10W CID 10W CID
CRS 310 HDG340 CRS 310 HDG340
JOYSTICK
30.15 IN 30.15 IN
JOYSTICK
50 23 . 4 NM 0 . 3 NM
50 50 23 . 4 NM 0 . 3 NM
150 150
W
E
E
99.9 NM 99.9 NM
(CHP) (CHP)
12
12
24
24
25 2 4 25 30 25 2 4
30 15 LOC 1 1 30 LOC 1 1 15
VO 21 VO 21
R
S 2 R
S 2
1 R 1 R
VO VO
1.0 1.0
ADF 1 1 WXR WXR ADF 1 1

ADF 2 2 4 ADF 2 2 4
RAT 50C RAT 50C
MSP-850A NO. 1 MSP-850A NO. 2

COLLINS COLLINS
HDG ‰ BANK VS UL CHG ALT HDG ‰ BANK VS UL CHG ALT
CLOCK P/O APPR NAV VNAV SPEED FD OFF APPR NAV VNAV SPEED FD OFF P/O CLOCK
NO. 1 ICC-4008 ICC-4008 NO. 2
CDU-5000 CDU-5000
IAPS NO. 1 NO. 2 IAPS
UNIVERSAL TIME UT
SEL
LT FT ET
CTL
SIDE 1: Collins Collins SIDE 2: UNIVERSAL TIME UT
SEL
LT FT ET
CTL
PWR-4000 1A INDEX INDEX

PWR-4000 2A IAPS
PWR-4000 1B
PWR-4000 2B SIDE 1
RAC <STATUS FIX> <STATUS FIX>
DAU IOC-4000 1A <POS INIT HOLD> <POS INIT HOLD>
IOC-4000 2A
L-CLK APP IOC-4000 1B FMS1
<VOR CTL PROG>
FMS1
<VOR CTL PROG>
IOC-4000 2B RAC-870 ALT-55B R-CLK
(TO DAU) SVO FCC-4007 NO. 1 FMS1
<GPS CTL SEC FPLN>
FMS1
<GPS CTL SEC FPLN> FCC-4007 NO. 2 (TO DAU)
FMC-5000 NO. 1 FMC-5000 NO. 2 DBU TO TTR
NOTES: <FMS CTL ROUTE MENU> <FMS CTL ROUTE MENU>
MDC-4000 MSG AFIS NEXT MSG AFIS NEXT ATC-4000
CABIN LHP-4000 LHP-4001
1 ICU-85 IS INSTALLED IN AHC-85E. L R
DIR FPLN LEGS
DEP
PERF
MFD MFD MFD
PREV MSG DIR FPLN LEGS
DEP
PERF
MFD MFD MFD
PREV MSG
AIRCRAFT
DISPLAY
ARR MENU ADV DATA ARR MENU ADV DATA
IEC-4001 NO. 1 1 2 3 A B C D E F G 1 2 3 A B C D E F G IEC-4001 NO. 2

DAU-650 DISCRETES
CLR CLR
RTA-844/ CSU-4000 NO. 1

IDX
4 5 6 H I J K L M N
DEL
IDX
4 5 6 H I J K L M N
DEL
CSU-4000 NO. 2 SVO-85 ( )
2 ADF-462 NO. 2 IS OPTIONAL. USE ADF ANTENNA SDD-640/A TUN
BRT
DIM TUN
BRT
DIM
ANT-462A (SINGLE) OR ANT-462B (DUAL). RTA-854 7 8 9 O P Q R S T U 7 8 9 O P Q R S T U

CAUTIONS/
. 0 +/- V W X Y Z S /
. 0 +/- V W X Y Z S / IAPS (QTY 3)
SIDE 1 WARNINGS
L-GROUP BUS
3 GPS-ANT IS INSTALLED WITH CMA-764-1/-2 ONLY. L-CLK IAPS
R-GROUP BUS
SIDE 1
4 THE NAVIGATION DISPLAY INDICATOR MAY BE RTU-870A/T RTU-870A/T R-CLK
INSTALLED IN SOME 4-TUBE CONFIGURATIONS. NO. 1 NO. 2
DBU-4100 COLLINS COLLINS
DATA BASE
SE SE
T T
DME HOLD DME HOLD
DCP-5000 DCP-5000 SIA-850

AAP-850 STALL WARNING SYSTEM
NO. 1 IAPS NO. 1 NO. 2
RPT SIDE 2 RANGE TILT RANGE TILT
AAP-850
PUSH PUSH NAV BRG RDR NAV BRG RDR
SET SET SRC SRC CTL SRC SRC CTL
OFF MDA OFF
RA TEST
NO. 2
R-NAV RADIOS PUSH
RPT
PUSH
ATC DME COM ATC DME COM SET SET
ID HLD SQ ID HLD SQ OFF MDA OFF
L-NAV RADIOS ATC 1/2 ADF ATC 1/2 ADF
RA TEST
STBY TEST STBY TEST
L-RTU R-RTU TO DISPLAYS
TO DISPLAYS (TO RADIOS) R-AHC R-ADC

VHF-422A JOYSTICK
NO. 1 (TO MFD)
L-ADC L-AHC 1
CHP-850
VHF-422A
CK1 CK2
AHC-85E FDU-70
1 NO. 2
PUSH PUSH PUSH
VIR-432 D I RECT SYNC D I RECT
N0. 2 NO. 2
NO. 1 IAPS
FDU-70 AHC-85E
NO. 1 NO. 1 APP-85 SIDE 1
YD
ENGAGE
AP
VIR-432
DN L R
DME-442 AP XFR
NO. 2
NO. 1
TO TTR UP
TURB
Collins DISENGAGE
DME-442
ADC-850D ADF-462 NO. 2
ANT-462A/B TRE-920 TRE-920 ADC-850D
NO. 1 NO. 1 AUDIO NO. 2
ANT-462B VLF-ANT NO. 2
2 ADF-462 R-LRU
NO. 2 L-LRU
X-CHAN L-ARP 2 AUDIO
2 R-ARP
ADC L-RTU TDR-94/94D L-AHC RAC X-CHAN
R-RTU NO. 1 TTR-920
ADC
TDR-94/94D CMA-764-2 OR
VLF-ANT NO. 1 GPS-ANT NO. 1 NO. 2 NO. 2
AUDIO
CMA-764-2 GPS-ANT NO. 2
OR OR
NO. 1 TCAS
3 OR
(TO DISPLAYS) 3
GPS-ANT NO. 2
BJ4TM-AV010I
GPS-ANT NO. 1
GPS-4000
GPS-4000 NO. 2
NO. 1
5B-10 Beechjet 400A

September 2001
Table of Contents
Avionics
Antenna Locations
VLF
(H-FIELD)
VOR/LOC
(QTY 2)
COM 1
TDR 1 TDR 2
(UPPER) (UPPER)
GPS ADF
TCAS
RTA
(RADOME)
OPTIONAL FLITE
DME 1 PHONE
COM 2
GS TCAS RAD ALT
(DUAL) (RECEIVE)
MB DME 2
ANTENNA
(DUAL)
TDR 1 RAD ALT
(LOWER) (TRANSMIT)
TDR 2
(LOWER)
B4TM-AV006I

January 2004
Table of Contents
CAE SimuFlite
Pitot/Static System Schematic
PILOT'S PITOT LINE
PILOT'S STATIC LINE
PILOT'S COPILOT'S PITOT LINE COPILOT'S

PITOT TUBE PITOT TUBE
COPILOT'S STATIC LINE
OTHER
LH PITOT RH PITOT
DRAIN DRAIN
AIR DATA AIR DATA

COMPUTER COMPUTER
NO. 1 NO. 2
STATIC
PORT
RH STATIC
DRAIN
LH STATIC FRONT PRESSURE BULKHEAD
DRAIN
STBY ALT
30
35
AIRSPEED 6
MACH
8
10 A/S COPILOT'S
STATIC TEST
KNOTS 12
IND
X 10
14
20 18 16
CONNECTION
CABIN
DIFF
PRES
IND
LH STATIC RH STATIC
PORTS PORTS
BJ4TM-AV007I

January 2004
Table of Contents
Avionics
Stall Warning Block Diagram
ANGLE-OF-ATTACK
INDEXER
LH AOA RH AOA
TRANSMITTER TRANSMITTER
ANGLE-OF-ATTACK
INDICATOR
PILOT
SUPPLEMENTARY STALL
WARNING RECOGNITION
LIGHT
COPILOT
SUPPLEMENTARY STALL
WARNING RECOGNITION
LIGHT
LH STALL RH STALL
WARNING AUDIO TONE WARNING
COMPUTER GENERATOR COMPUTER
LH STALL RH STALL
WARNING FAIL WARNING FAIL
PILOT STALL COPILOT STALL

WARNING WARNING
SHAKER SHAKER
LH FLAP RH FLAP
FOLLOW-UP FOLLOW-UP
SWITCH UNIT SWITCH UNIT
PRESSURE PRESSURE
TRANSDUCER TRANSDUCER
BJ4TM-AV008I

January 2004
Table of Contents
CAE SimuFlite

January 2004
Table of Contents
Avionics
The flight environment data includes
systems which sense environmental
Pitot Heads
Two pitot tubes (Figure 5B-2) on
Flight
conditions and use the data to influ-
ence navigation. Flight environment
the left and right side of the aircraft
nose supply ram air pressure. The left
Environment
data inputs come from the following:
Q
pitot/static system
pitot tube supplies air pressure to the
No. 1 air data computer (ADC) and
Data
Q pitot/static instruments the computer generates electric sig-
nals to operate the pilot’s airspeed
Q air data computer
indicator. The right pitot tube supplies
Q angle-of-attack system. air pressure for the No. 2 ADC and
Pitot/Static System the standby Mach/airspeed indicator.
The pitot/static system supplies Static Ports

dynamic and static pressure from Sources of static air are two dual
pitot heads and static vents to the static ports (Figure 5B-3) on either
flight instruments and avionics equip- side of the aircraft fuselage. One on
ment. The system consists of two each side is for the pilot’s system and
pitot tubes, one for each subsystem, the other on each side is for the copi-
and five static ports, four of which are lot’s system. By having a port on each
used for the two static systems. The side for each system, they will
fifth static port, located on the for- receive a balanced static pressure.
ward pressure bulkhead venting to
The pilot’s system uses the upper left
the unpressurized nose compartment,
and lower right static ports. The
is used for the cabin altitude/differen-
pilot’s static system provides static air
tial pressure indicator.
for the ADC only, as the computer
Electrically powered heating ele- generates electrical signals to operate
ments in each pitot head and static the airspeed and attitude displays on
port prevent ice formation (see the the primary flight display (PFD).
Ice and Rain Protection chapter).
The copilot’s system uses the upper
Manually operated pitot/static drains right and lower left static ports. It
(Figure 5B-1), located on the for-
ward, lower fuselage, permit drain- provides static pressure for the No. 2
ing of accumulated moisture from ADC, standby airspeed indicator and
the system. a standby altimeter.
5B-1 5B-2 5B-3

January 2004
Table of Contents
CAE SimuFlite
Standby Flight standby bus. It functions on an emer-

Instruments gency battery during a complete
electrical failure. It will function and
The standby flight instrument system maintain ±6 degrees accuracy for
consists of a standby airspeed indica- approximately nine minutes after
tor, a standby altimeter and a standby removal of all electrical power,
attitude indicator (Figure 5B-4). All including the emergency battery.
are mounted on the upper portion of
the pilot’s instrument panel. Stall Warning System
Standby Airspeed Indicator The stall warning system warns of
an impending stall by simulating air-
The standby airspeed indicator is a frame buffeting by means of an elec-
two-inch mechanical indicator and tromechanical control column-
includes a variable VMO indicator. shaker. The airplane has a dual
The scale is marked from 60 to 350 installation with independent sys-
knots. 28V DC electrical power is tems for the pilot and copilot. The
provided by the airplane's electrical system consists of two AOA (angle-
system or standby instruments emer- of-attack) transmitters, two stall
gency battery for illumination. The warning computers, two column-
total pressure source for the indicator shakers, two flap follow-up switch
is the copilot's pitot mast. The static units, and two pressure transducers.
source is the copilot's static ports. An AOA indicator and AOA indexer
Standby Altimeter are included for the pilot's system.
The standby altimeter is a two-inch The respective stall warning systems
mechanical indicator incorporating are powered through the L and R
three drums and a pointer. 28V DC STALL WARN circuit breakers
electrical power is provided from the located in the FLT INST group on
airplane's standby bus or standby the forward circuit breaker panel.
instruments emergency battery for The stall warning system can be
illumination and for an internal tested by selecting L STALL or R
vibrator. The static source is the STALL with the test switch in the
copilot's static ports.
TEST area of the overhead switch
Standby Attitude Indicator panel. The system remains in the test
mode until the test switch is rotated
The standby attitude indicator is a
out of the stall test position. A zero
two-inch internal gyro indicator,
operating on 28V DC from the
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January 2004
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Avionics
flap position is necessary for the sys- the flaps at 10 degrees, the shaker
tem operational check. actuates when the AOA exceeds
23.3 degrees and when the flaps are
Supplementary Stall
at 30 degrees, the shaker actuates
Recognition System when the AOA exceeds 21.4
The supplementary stall recognition degrees. When the stall warning
system (installed in conjunction with computer applies power to the stick
the stall warning system) provides shaker, power is also applied to the
dual shroud mounted STALL annun- stall warning ignition relay, to pre-
ciators (Figure 5B-5) and an aural vent engine flameout.
stall warning for both headphones Flap Follow-Up Switch Units
and speakers. This system gives an
alert at the precise angle-of-attack The flap follow-up switch units,
when the full stall occurs. located in the RH and LH wings, pro-
vide the signal of the flap position to
Stall Warning Computer the flap position indicator. It also
The stall warning computers located transmits flap-position signals for the
in the nose electronic compartment stall warning computers to distinguish
provide a power output to drive the flap configurations.
column shakers when the airplane Pressure Sensor
angle-of-attack exceeds a predeter- (Transducer)
mined value. A flap position signal
and pressure altitude signal are used The two pressure sensors are located
to change the shaker actuation point in the RH and LH sides of the nose
so that shaker operation occurs at the electronic compartment. The left
prescribed angle-of-attack. sensor receives power from the left
AOA computer and the right sensor
Stall Warning Shaker receives power from the right AOA
The stick shakers, one on each con- computer. The sensors send signals
trol column, are used to warn of an back to the AOA computers, which
impending stall. With the flaps at 0 are used to compute the aircraft
degrees, the shaker actuates when angle-of-attack. The sensor signals,
the AOA exceeds 24.1 degrees. With along with the signals from the flap
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CAE SimuFlite
follow-up switch unit, are used by AOA Indicator

the computers to change the activa-
The AOA indicator (Figure 5B-7),
tion point so that the shaker opera-
mounted on the pilot’s instrument
tion occurs at the prescribed angle- panel, provides a continuous display
of-attack. of normal angle-of-attack. Normal
AOA Transmitter AOA is a linear display of the values
between AOA for zero lift and AOA
There are two AOA transmitters. for maximum lift. This is indicated
One is mounted on each side of the on a scale numbered from 0 to 1.0.
forward fuselage (Figure 5B-6) An indication of 0 means that the
and is aligned to the horizontal axis combination of airplane configura-
of the aircraft. Each transmitter is tion and AOA is such that the aero-
mounted through the aircraft skin dynamic lift is zero (0%). At 1.0, the
with an angled airfoil vane on the lift is at maximum (100%), and any
outside. The vane is rotated by the further increases in AOA result in a
airflow around it. This rotation posi- stall. The indicator is range-marked
tions the internal section of the trans- with a green arc from 0 to 0.6 (nor-
mitter and produces a signal that is mal operating area), a yellow arc
transmitted to the AOA computers. from 0.6 to 0.85 (caution area and
critical AOA), and a red arc from
The computers process the data and 0.85 to 1.0 (warning area and begin-
supply AOA information to the indi- ning of stall buffet).
cator and indexer. Wind-gust effects The indicator has a reference set knob
on the angle-of-attack transmitter are that positions the AOA reference
dampened internally in the transmit- index and the V/VS index pointer. The
ter. The transmitter vane is protected AOA index is selectable from 0.15 to
against icing by a solid-state heater 0.7, while the V/VS index pointer is
pack consisting of several heating correspondingly selectable from 1.5
elements and the power leads. The VS to 1.2 VS. An OFF flag appears if
28V DC power for the heat element electrical power failure occurs.
comes from the circuit breaker con-
trol switch, placarded AOA, located
in the HEATER section of the over-
head switch panel.
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Avionics
AOA Indexer If the approach speed is well below
the reference speed (high AOA),
The AOA indexer (Figure 5B-8) is only the red chevron is illuminated.
mounted on the shroud panel to pro- If the approach is a little fast, the
vide a heads-up display of the AOA green circle and yellow chevron are
information. This unit receives signals illuminated. When the approach
from the pilot’s stall warning com- speed is too high, only the yellow
puter and gives light signals based on chevron is illuminated.
the difference between the indicated
AOA and the AOA reference. On airplanes RK-1 thru RK-48
except RK-45, a five-position
The indexer has three lights which switch, located on the side of the
are used to indicate five AOA condi- indexer, provides four brightness
tions. When making an approach at levels and an OFF position. On air-
the correct speed, only the green cir- planes RK-45, RK-49 and after, a
cle is illuminated. If the approach is potentiometer knob is used to con-
a little slow, the green circle and red trol the intensity of the indicators.
chevron are illuminated.
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January 2004
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Avionics
Overview Integrated Avionics Collins

Processor System
This section provides a brief over-
view of the Collins AMS-5000 Air- (IAPS) AMS-5000
craft Management System and its
components. The AMS-5000 com-
The IAPS performs part of the inte-
gration function required to interface
Aircraft
bines the functions of flight director,
navigation, autopilot and communi-
the various avionics systems on the
airplane. It may be thought of as part
Management
cation into a fully integrated system
that reduces total crew workload.
of the wiring harness that physically
houses some avionics LRUs. The
System
The AMS-5000 components include, IAPS is partitioned to provide signal
redundancy and independent power
Q integrated avionics processor sys- distribution. The IAPS also concen-
tem (IAPS) trates data by reading several avion-
Q flight management system (FMS) ics buses and distributing data words
to the LRUs/LRMs requiring that
Q electronic flight instrument sys- information.
tem (EFIS)
Q attitude and heading reference
IAPS Card Cage
system (AHRS) The ICC-4008 Card Cage houses the
IAPS modules. An internal mother-
Q air data system (ADS)
board provides interconnection
Q radio sensor system (RSS) between all units that reside in the
card cage.
Q automatic flight control system
(AFCS) IAPS Environmental
The various LRUs in the system Controller
interface with each other using sev- There are two IEC-4001 IAPS Envi-
eral 2-wire digital data buses. A data ronmental Controllers within the NOTE: The cooling fans draw air in
bus is a wire which allows various from around the units. The screens
card cage. The modules monitor the
should be periodically checked for
avionics systems to intercommuni- card cage temperature sensors and
blockage.
cate. Each bus has a unique name. operate heaters or cooling fans to
The buses are primarily ARINC 429 control the IAPS environment. The
format, with some private RS-422 No. 1 controller monitors tempera-
buses and an ARINC 453 bus for the ture transducers on the left side of
radar. the cage and the No. 2 controller
monitors temperature transducers on
Refer to the Pilot’s Operating Man- the right side of the card cage. If the
ual and the Maintenance Manuals temperature is below -35°C (-31°F),
for complete descriptions and oper- the heater turns on, or if the tempera-
ating procedures for these systems. ture rises to +23°C (+73°F), then the
IEC turns on a cooling fan.

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Lightning/HIRF Protector The four modules independently

power the left and right flight control
The LHP-4000/4001 modules con-
computers and the left and right
tain the IAPS input/output connec-
flight management computers. Each
tors and provide protection interface
PWR module also powers one IOC
between the LRMs and all external
data concentrator. The roll trim cou-
units. The LHP-4000 provides pro-
pler receives both left- and right-side
tection for the left side of the card
power from two PWR modules.
cage and the LHP-4001 provides
protection for the right side of the Configuration Strapping
card cage. Unit
I/O Concentrator There are two CSU-4000 configura-
tion strapping units on the IAPS. Both
The four IOC-4000 input/output data contain a strapping matrix that sets the
concentrator modules receive data left and right IAPS configurations for
bus inputs from the left and right the Beechjet 400A installation. The
side air data computers, attitude/ No. 1 CSU provide configuration
heading computers, flight control strapping for the IOC 1A and 1B
computers, flight management com- modules, the No. 1 FCC, No. 1 FMC
puters, com/nav/pulse radios, large and the MDC. The No. 2 CSU pro-
displays, radio altimeter and data vides configuration strapping for the
acquisition unit. The IOC processes IOC 2A and 2B modules, the No. 2
the data, then output data buses sup- FCC, No. 2 FMC and the ATC.
ply the appropriate data words to
each large display, weather radar Maintenance Diagnostic
assembly, sensor display driver, Computer
radio tuning units, primary com/
The MDC-4000 Maintenance Diag-
NAV radios, air data computers,
nostic Computer is housed in the
flight control computers, flight man-
IAPS card cage and provides compu-
agement computers and data acquisi-
tation and storage of maintenance
tion unit.
parameters for the avionic LRUs.
IAPS Power Supply Additional storage is available for
engine trend/exceedance data and
The PWR-4000 power supply also maintenance data from other airplane
comes in four modules. The 1A and systems. The MDC-4000 also inter-
1B modules are the left side power faces with the DBU-4100 data loader
modules while 2A and 2B are the to download maintenance data to a
right side power modules. diskette or upload maintenance diag-
nostic equations from a diskette.

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Avionics
Flight Management Q Stores up to 1,000 pilot-defined

waypoints.
System (FMS) Q Defines a direct course from
The FMS is an integrated navigation present position to any named
system that provides worldwide waypoint.
point-to-point and great circle navi- Q
Defines a direct course from
gation. The system uses a combina- present position to any of the three
tion of multiplex DME, VOR/DME, closest airports.
dual VOR, VLF/OMEGA, and DR. Q Defines a selected course through
It contains a database which has the a named waypoint.
appropriate navaids and airports. Q Updates the flight plan at any
When operating with all NAV data
time.
available, the system scans for DME
signals which, according to its data- Q
Updates the VLF/OMEGA posi-
base present position, are expected tion.
to be received. Both DMEs are mul- Q Tunes any VOR using the identi-
tiplexed into three channels, allow- fier.
ing up to six DMEs to be scanned. Q
Integrates weather radar and navi-
As NAV station signals are received, gation displays.
their Morse code identifiers are
Before departure, the pilot verifies
decoded for station verification. If at
the present position and enters the
least three properly positioned DME
flight plan. If the route has been
signals are received, the airplane
flight-planned before, and stored as
position can be determined. When
a route, it may be recalled from the
less than three DMEs are available,
route library. The FMS memory
VOR bearing, VLF/OMEGA, and
retains the last flight plan used.
DR data are used as necessary to pro-
duce the most accurate fix possible. If waypoints are to be entered, they
may be entered by the LAT/LON,
The pilot enters the destination and
navaid identifier, or by reporting
intermediate waypoints as necessary
point name. After the flight plan is
to define the desired route. The FMS
entered and NAV TUNING is set to
refers to all airway reporting points
AUTO, the FMS automatically tunes
as intersections. The symbol for
the NAV radios at the proper time.
VORTAC and VOR/DME stations is
Manual operation is also available,
that of a VOR/DME station.
allowing the pilot to tune the radios
The FMS performs the following at any time. The system outputs are
tasks automatically: interfaced with the autopilot.
Q Navigates a great circle route Communication frequencies are
between departure and destina- tuned manually with conventional
tion, using names or identifiers to frequency control knobs on the RTU
define the route. or by typing on the CDU keypads.
Q
Continuously observes present Up to six preset frequencies may be
latitude and longitude. stored for quick access, and the most
Q
Continuously observes present recent active frequency can always
position relative to waypoints and be instantly recalled.
navaids on moving map displays.
The FMS must be initialized each
Q Stores up to 100 flight plan routes. time the system is placed in use.

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CAE SimuFlite
There are three types of initialization The third type of initialization is

of the system. The first is factory warm start. A warm start is allowed
start. The first time the FMS is used, if the power was off for not more
there is nothing in the memory. The than 0.075 second. Everything
database must be loaded, and all returns to the previous condition.
menu-selected options are off. This
On a normal power-up, as soon as
type of initialization may also occur
the power is applied, the CDUs are
after maintenance on the flight man-
ready for radio-tuning. However, the
agement computer.
FMS must be initialized before any
The second type of initialization is FLIGHT PLAN, FMS INDEX, DIR,
cold start. If the power has been off or SYSTEM CONTROL menu can
for more than 0.075 second, a cold be displayed. To initialize the FMS,
start is necessary. Cold starts include depress the line-key next to INI-
the following: TIALIZE SYSTEM on either CDU.
Q
system self-test Database Unit (DBU)
Q database expiration date check The DBU is a 3.5-inch diskette
Q
position verification reader unit for data storage (Figure
Q flight plan edit in progress canceled 5B-9). The FMS checks the date of
the database each time it is initial-
Q route load in progress canceled ized. If the data is about to expire or
Q scratch pad cleared has expired, a message appears on
Q disabled database navaids enabled the CDU initialization menu. The
new database diskette should be
Q deselected VLF stations selected
installed in the DBU upon expiration
Q system messages cleared of the present database. After the
Q position hold cleared diskette has been read and the data-
base updated, the diskette should be
Q radar to STBY
removed and stored. It accepts both
All other conditions return unchanged. the 750kb and 1.44 mb 3.5 inch dis-
kettes.
5B-9

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Avionics
Control Display Unit same radio, the most recent change

(CDU) will prevail; however some func-
tions cannot be done simultaneously.
The CDU is the control for the PFD,
Both CDUs cannot simultaneously
MFD, FMS and radar. It also pro-
edit the flight plan or a specific
vides an additional method (other
route, access the disk drive or initial-
than the RTU) for entering radio fre-
ize the system.
quencies and transponder codes. It
uses a combination of display Flight Management
menus, line-keys, a telephone style Computer (FMC)
keypad and dedicated control keys
The FMC-5000 flight management
(Figure 5B-10).
computers are located in the IAPS
The three- and four-tube systems card cage. The FMC is a lateral and
have dual CDUs which may be oper- vertical navigator used by the auto-
ated simultaneously or indepen- pilot to fly a programmed flight
dently. The pilot may change or edit plan. It also provides navaid data-
the flight plan while the copilot base storage and several control/
changes frequencies. Neither CDU planning functions.
has priority. If both CDUs tune the
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CAE SimuFlite
Collins ProLine 4 adjusting the display brightness.

With the BRT and DISPLAY DIM
Electronic Flight controls in the mid-range position,
Instrument System adjust the BRT control so that the
display is just visible. Further bright-
(EFIS) ness adjustments should be made
with the DISPLAY DIM controls.
The three-tube display system con-
tains the following: Over Temperature
Q two primary flight displays (PFDs) Warning
Q one multifunction display (MFD), The PFD and MFD each contain an
and internal fan to provide cooling. If a
fan should experience a fault, the
Q
two sensor display units (SDUs).
internal temperature monitor will
The four-tube display system (Figure detect the approaching thermal cut-
5B-11) includes the same displays as off and the affected unit will display
the three-tube system, plus an addi- a red boxed DISPLAY TEMP, which
tional tube on the pilot’s instrument will flash for ten seconds before
panel which can be either another becoming steady. To prolong the dis-
MFD or a navigation display (ND). play, the sky/ground raster (blue/
brown background) will be removed
Display Controls
from the attitude display. All other
The display brightness (BRT) control symbols on the display will remain
on each display, used in conjunction functional. If the condition contin-
with the DISPLAY DIM control ues, the display will shut down. As
located beneath the Primary Flight the display cools down, it will come
Display, provides the means of back on line.
5B-11

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Avionics
System Switches PFD NORM/REV (Pilot's Side

Only)
Pilot's and Copilot's Display
The PFD annunciator switch selects
These switches (pilot’s Figure 5B- either NORM or REV. With NORM
12, copilot’s 5B-12A) are located selected, the PFD displays its data
above each PFD. On airplanes with normally. With REV selected, the
the EGPWS installed, the display PFD function is disabled and its dis-
switches are located on the sides of play reverts to the MFD. On the three-
the instrument panel. The switches tube display system, the PFD NORM/
control the source of primary data REV switch is on the pilot’s side only.
and the mode of operation for their STBY PWR (Pilot's Side Only)
respective displays. On-side sources
are shown in green and cross-side The STBY PWR annunciator switch
sources are shown in yellow. has several functions. When ON is
selected with no other electrical
AHRS 1/2 power on the airplane, battery pack
power is supplied to the following:
The AHRS annunciator switch
Q standby attitude indicator and
selects the source of the attitude
lighting
heading reference system data.
Q standby altimeter vibrator and
Pressing the switch changes the
lighting
source to the cross-side.
Q magnetic compass lighting
AIR DATA 1/2 Q left ITT indicator and lighting
Q standby airspeed indicator lighting

The AIR DATA annunciator switch
selects the source of air data infor- Q
number 1 COMM
mation. Pressing the switch changes Q
number 1 RTU
the source to the cross-side. When the airplane's electrical system
CDU NORM/REV is activated, the ON annunciation is
blanked and the ARM annunciation
The CDU annunciator switch selects is displayed. The airplane's electrical
either NORM or REV data. With system then supplies the required
NORM selected, the on-side PFD electrical power. If the airplane's
and the MFD are controlled by the electrical system should fail, the
on-side CDU. With REV selected, annunciation will display ON and
the PFD and MFD are controlled by the battery pack will supply the
the cross-side CDU. required electrical power.
The battery pack is trickle charged
by the airplane's electrical system.
5B-12A
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Joystick 1/2 Course Heading Panel

This switch is installed in airplanes (CHP)
with the four-tube display only and The CHP (Figure 5B-14) contains
is located on the center pedestal. It the course, heading, and joystick
selects the joystick operation on the controls for the MFD, FMS, AFCS,
pilot’s or copilot’s MFD. If the No. 2 and VOR.
FMS circuit breaker has tripped, the
joystick control will revert to opera- There are four controls:
tion on the pilot’s MFD. Q course knobs CRS 1 and CRS 2
Altitude Awareness Panels Q heading select knob
(AAP) Q joystick
The altitude awareness panels
Course Knobs CRS 1 and CRS 2
(Figure 5B-13), located below the
SDUs, provide the controls for The CRS knobs control the active
minimum descent altitude (MDA), course to the VOR-1 and VOR-2,
reporting altitude (RPT), radio respectively. The knobs are switches
altimeter self test (RA) and deci- that produce a series of pulses, and
sion height (DH). have a clicking feel when turned.
MDA/RPT There is no fixed relationship
between the knob position and the
The MDA/RPT switch selects either course. Depressing the center of
minimum descent altitude (MDA) or each CRS knob, labeled PUSH 8
reporting altitude (RPT). Depress- DIRECT, will change the present
ing the center of the MDA/RPT SET
course to a direct course to the tuned
switch will select or deselect the
station or next waypoint.
MDA or RPT display on the PFD.
Rotation of the MDA/RPT SET Active Course
knob changes the selected MDA/
The CRS knob's primary function is
RPT display on the PFD.
to control active course. When the
RA TEST active NAV is a VOR, the CRS knob
The RA TEST push-button switch moves the active course pointer.
initiates the radio altimeter self-test Selected Course
function. When the switch is
When FMS is the active NAV source
depressed, the PFD should display
and it is in the SEL CRS mode, the
an altitude of 50 ft.
CRS knob changes the selected
DH course. If both sides have FMS
Depress the center of the DH switch selected as the active NAV source,
to select or deselect the decision either CRS knob will change the
height display on the PFD. To set the selected course. The CRS knob is
height, rotate the DH SET knob. not active in the other FMS modes.
5B-13 5B-14

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Avionics
Heading Knob (HDG) 1. On the MFD INDEX PAGE,
select PLAN or MAP.
The single HDG knob controls the
selected heading input to the AFCS. 2. Use the DCP RANGE knob to set
This is displayed as the heading bug the numeric distance label by the
and digital readout. The knob is actu- range ring.
ally a pair of switches that produce a
3. Use the joystick to maneuver the
series of pulses when turned. This
waypoint symbol on the MFD to the
gives the knob a clicking feel. There
desired position.
is no fixed relationship between the
knob position and the heading. If one 4. Depress the line-key on the MFD
of the switches fails, two clicks will below ENT. After approximately 3-5
be required to change the heading by seconds, the new waypoint appears
one degree. Depressing the center of on the CDU for verification. If the
the HDG knob, labeled PUSH joystick bug was over a waypoint
SYNC, will change the selected head- already defined in the database, the
ing to present heading. waypoint will appear on the CDU
with that name. Otherwise the new
Joystick
waypoint appears on the CDU as
The joystick is used to position way- OJOY with + inside the O.
points on the MFD maps. To enter
5. If the coordinates are correct,
waypoints with the joystick:
depress the ENT line-key.

January 2004
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CAE SimuFlite
Primary Flight Display high speed cues to the left of the atti-
(PFD) tude display.
The PFD (Figure 5B-15) displays Mach
attitude, flight director, airspeed, The current indicated Mach speed
altitude, vertical speed, heading, automatically displays with an M
navigation and mode information. It
label as Mach increases above 0.45.
also shows ADI and slip/skid indica-
This display is removed when the
tion, FD steering command bars,
Mach decreases below 0.40. The
FCS mode annunciation, AP engage
speed value is replaced with red
annunciation, mis-trim annunciation,
GS deviation and marker beacon dashes if it becomes invalid.
indication. The following features IAS
provide more information and make
it easier to interpret: The indicated airspeed scale is a ver-
tical moving tape display. The dis-
Q Radio altitude is displayed any play window is 80 knots. The IAS
time the airplane is under 2,500 ft. scale contains a line marking every
AGL. 10 knots and a numeric label every
Q
Rather than OFF flags, if a glide- 20 knots. If airspeed data becomes
slope or course signal is not invalid, the scale is replaced with a
received, the pointer will not red IAS annunciator. The IAS
appear. pointer is a yellow, stationary trian-
Q
If any data source fails, both the gle and is displayed at the center of
pointer and the scale disappear the IAS window.
and a warning appears. The IAS trend vector is a magenta
Q
If the PFD fails, the entire display line that extends from the IAS pointer
can be moved to the MFD by to predict future airspeeds. The head
selecting the PFD annunciator of the trend vector aligns with the IAS
switch to the REV mode. scale to predict what the airspeed will
be in ten seconds if the present accel-
Airspeed
eration is maintained. The trend vec-
This portion of the PFD displays tor extends up when accelerating and
current IAS, current Mach, IAS down when decelerating. The trend
bugs, IAS trend vector and the low/ vector is not displayed when the air-
plane is on the ground.
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Avionics
Overspeed Cue VR Rotate Airspeed
The overspeed cue is a red and black This speed is shown on the airspeed
checkered bar that moves up or scale by an “R” placed to the right of
down the IAS scale to indicate the the scale at the corresponding air-
maximum operating airspeed for speed.
current flight conditions.
V2 Takeoff Safety Speed
1.3 VS and Low-Speed Cue
This speed is shown on the airspeed
The 1.3 VS green line and a low- scale by a “2” placed to the right of
speed cue are displayed on the air- the scale at the corresponding air-
speed scale to indicate impending speed.
stall speed. These indications do not
replace the stall warning system but Speed Reference Field
provide a visual indication of The speed reference field provides a
approaching stall conditions. Both digital readout for setting the speed
displays are computed by use of bug. Air data select panels located
angle-of-attack data. above each of the PFDs provide the
The 1.3 VS green line indicates 1.3 controls that are used to set the air-
times the computed stall speed. This speed references. Press the VSPDS
approximates that speed used for button to sequentially display each
landing approach speed. The 1.3 VS of the four available speed bugs. The
line does not display when the air- selected bug and its value are under-
plane is on the ground. In a default lined. Rotation of the IAS reference
condition, the green line is replaced knob changes the reference speed.
by a yellow vertical bar that indi- The speed bugs can be set on the
cates 120 KIAS. ground or in flight.
The low-speed cue is a red and black Altitude

checkered bar that descends from the This portion of the PFD displays
computed stall speed value to the barometric corrected altitude, prese-
bottom of the IAS window. The lect altitude, radio altitude, analog
default value is 80 KIAS. The low- MDA/RPT/DH settings, and verti-
speed cue is not displayed when the cal speed.
airplane is on the ground.
Barometric Altitude Display
IAS Bug
The present barometric corrected
This magenta notched-box symbol is altitude is the summation of the
the IAS reference marker. The IAS numeric thousands readout and the
bug is always displayed. hundreds moving tape indication at
V1 Takeoff Decision Speed the window. If the barometric alti-
tude is negative, “NEG” annunciates
This speed is shown on the airspeed in yellow on the thousands baromet-
scale by a “1” placed to the right of ric scale. If the barometric altitude
the scale at the corresponding air- data becomes invalid, the altitude
speed. displays are replaced with a red ALT
annunciation.

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CAE SimuFlite
The altitude readout is displayed by when the airplane approaches the pre-
a fine scale and a course scale. The selected altitude and then become
fine scale is a vertical moving tape steady again at altitude capture. After
display. The display window will capture, the bug flashes magenta
cover 450 feet of altitude. The scale only for minor altitude deviations of
incorporates a line marking every 20 100 feet. The bug and the numeric
feet and a numeric label every l00 display both flash yellow for major
feet. The scale moves down for altitude deviations of 200 feet, and
increasing altitude. The course baro- an aural alert is activated. The dis-
metric scale is a non-numbered ver- plays become cyan while being
tical moving tape display that is adjusted, if the left and right preselect
provided to help visualize preselected values do not track with each other.
altitude captures. The large rectangles Radio Altitude
on the scale represent 1,000-foot alti-
tude increments. The scale moves The green numeric display appears as
down for increasing altitude. the airplane descends through 2,500
feet. If radio altitude data becomes
Barometric Pressure invalid, this display is replaced with a
Display red RA annunciation.
Barometric pressure corrected is Analog Bar
numerically displayed in either inches
Analog radio altitude is displayed on
of mercury or millibars. The correc-
the barometric altitude tape with a
tion value and format are set by the
double-stroked brown ground refer-
on-side air data select panel. The dis-
ence bar. The ground reference bar is
play flashes during an FL 180 alert. positioned against a 1,100-foot scale.
To cancel the alert, move the baro- At zero feet radio altitude, the ground
metric correction knob or press the reference bar aligns with the center of
STD button, which will select the the barometric altitude window.
STD barometric pressure correction
to 29.92 inches Hg or 1,013 mb. Decision Height
Preselect Altitude Display The selected decision height is
numerically displayed “0” with a
The preselect altitude is numerically DH label. The decision height value
displayed in magenta above the is selected for display and set by the
barometric altitude scales. The value altitude awareness panel (AAP).
is set by either the pilot's or copilot's This value is replaced with red
air data select panel. dashes if the decision becomes
invalid. The DH alert located near
Preselect Altitude Bug the center of the display annunciates
This four-line marker displays on the in yellow when the airplane is at or
course and/or fine scale to indicate the below the decision height, and an
preselected altitude value. This value aural alert is activated.
is also displayed in the preselect alti- Analog Bar
tude display above the altitude scale.
A cyan bar extends from the top of
The preselect altitude display and the brown ground reference bar to
bug both change colors and/or flash indicate decision height. The DH
as the FCS performs an altitude cap- value is the bar length read against
ture. These displays are normally the 1,100-foot scale.
magenta. Both displays flash magenta

January 2004
Table of Contents
Avionics
Vertical Speed the minimum decision altitude, and an
aural alert is sounded. An RPT alert is
The white semicircular VS scale
displayed by the digits flashing when
consists of nonlinear markings to the reporting altitude is reached, and
increment vertical speeds between
an aural alert is activated.
±4,000 feet per minute. Vertical
speed is indicated by a green pointer MDA Pointer
on the scale and a digital display in
the center of the scale which can A cyan pointer indicates the selected
read as much as ±15.0 (1,500 feet). MDA on the fine barometric scale.
If the vertical speed data becomes This displays when the MDA is
invalid, this display is replaced with selected on the air data select panel
a red V/S annunciation. and flashes during an MDA alert.
MDA/RPT Temperature Display

Either minimum decision altitude or The green temperature display indi-
reporting altitude may be numerically cates the ram-air temperature (RAT),
displayed on the top-center of the static air temperature (SAT), or ISA
screen. MDA/RPT selection and set- deviation. The displayed tempera-
ting are controlled by the on-side ture is selected by the on-side air
AAP. A yellow MDA alert flashes at data select panel and is repeated on
the MFD status line.

January 2004
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CAE SimuFlite
Multifunction Display bezel, and six line-keys on the bot-

(MFD) tom bezel to select the display or
function desired. To display any
As its name indicates, the MFD can
item, depress the line-key on the
display many different functions to
bezel adjacent to the corresponding
assist the pilot in performing certain
label on the MFD index. Some line-
operations in an organized and effi-
keys will have nothing adjacent to
cient manner (Figure 5B-16).
them on the screen, which means
The MFD can display the following: they have no function in that display.
Q
NORMAL PROCEDURES Checklists
checklist
To display the normal or abnormal
Q
ABNORMAL PROCEDURES
checklists, depress the line-key next
checklist
to the corresponding label on the
Q
EMERGENCY PROCEDURES MFD index. The NORMAL or
checklist ABNORMAL checklist notification
Q PLANNING MAP appears. The notification must be
Q
FMS acknowledged before continuing. To
Q
AVIONICS STATUS acknowledge the notification, depress
the line-key next to ACKNOWL-
Q
MAINTENANCE EDGE. When the NORMAL or
The MFD performs a built-in test ABNORMAL checklists are selected
(BIT) upon initial power application for display, all line-keys at the bottom
and then displays the MFD index. If will have a function listed above
the BIT fails, the display remains them, whereas not all bottom line-
blank. keys will have a function in other
selected displays.
The index lists the display options.
With any display option on the On the NORMAL and ABNOR-
screen, the IDX label appears above MAL checklists, the bottom line-key
the left line-key, which is then used functions are IDX to return to MFD
to return to the index. index, arrows to scroll up or down
one line, SKP to skip this line, RCL
The MFD has six line-keys on the
to recall skipped line and EMG for
left bezel, six line-keys on the right
the emergency checklist.
5B-16

January 2004
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Avionics
Emergency Checklist Performance
Except when the PFD reversionary The PERFORMANCE page dis-
mode is selected and all MFD func- plays data on the current waypoint.
tions are disabled, the EMG key is The top line displays the waypoint
always active when the MFD is on. identifier. The second line is the
waypoint LAT/LON coordinates.
The emergency checklist title page The rest of the page will show time-
appears immediately regardless of the to-go to the next waypoint (TTG),
previous MFD display mode. The magnetic heading (HDG), selected
line-keys SKP and RCL are not func- course (CRS), ETA, waypoint mag-
tional with EMG selected. netic bearing (BRG), actual ground
Checklist line items are displayed in track (TK), groundspeed (GS), dis-
three colors as follows: tance from present position to way-
point (DIST), cross track, distance
Green . . . . . . . . . . Completed items from desired track (XTK), true air-
Magenta. . . . . . . . . . . Current items speed (TAS), magnetic wind direc-
Cyan . . . . . . Unaccomplished items tion and velocity (WIND), and wind
drift angle left or right of the air-
Planning Map plane heading (DA).
The planning map is a north-up map Progress
that displays flight plan routes and
The PROGRESS page focuses on
aeronautical facilities listed in the
the flight plan. The DEPART time
database. The flight plan status deter-
sets automatically when the airplane
mines the map center. If the flight
weight is not on the landing gear.
plan is not completed, the planning The FLIGHT TIME starts automati-
map center is the last waypoint com- cally at the DEPART time. On the
pletely entered in the flight plan. The remainder of the page will be dis-
map has one range ring. The radius is played waypoints, distance, time-to-
displayed at the top and is set with the go at present groundspeed, ETA in
CDU RANGE knob to 10, 25, 50, ZULU time at present groundspeed,
100, 200, 300, or 600 NM. fuel remaining in pounds, and endur-
The waypoints may be entered into a ance time at current fuel flow.
flight plan by use of the CDU keypad Route List
and ENTER line-key or by using the
joystick and the ENTER line-key. The route number and name of each
flight plan route in the route library are
FMS displayed in one column, 20 routes per
The line-key next to FMS causes the page. The list may be advanced or
FMS menu to appear. Each of the six backed up with the joystick. Route
names are normally green, but if a
options causes the MFD to display a
route contains an invalid waypoint, it
different set of navigation data from is displayed in yellow.
the flight management computer.
Those six options are as follows: VOR/DME Status
Q
Performance Progress The VOR/DME Status page shows
the navaid received by both VHF
Q Route List NAV radios and the three DME chan-
Q VOR/DME Status nels of each DME. The magnetic
Q VLF/OMEGA Status bearing to the VOR is shown on the
VOR line. The distance to each DME
Q Position Summary is shown on the DME line.

January 2004
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CAE SimuFlite
VLF/OMEGA Status Avionics Status Display

The VLF/OMEGA Status page shows The avionics display lists avionic line
the following: replaceable units (LRUs) that have
Q Present position as computed failed or are not sending data. When
from VLF/OMEGA signals all FMS-monitored avionics are func-
tioning properly, NO FAULTS is dis-
Q Position uncertainty (internal played. The avionics status is listed in
function of VLF/OMEGA three columns, as follows:
receiver)
Q
LRU – Identifies any malfunction-
Q
VLF/OMEGA navigation mode
ing LRU. If the malfunction can-
Q OMEGA synchronization state. not be isolated, all possible LRUs
(Upon application of power, the are listed.
sensor automatically synchronizes Q
STATUS:
whenever at least one Omega sta-
tion, including all four format fre- - If a failure is isolated, FAILED
quencies, is received.) is displayed.
Q VLF/OMEGA selection/deselec- - If no status is reported, OFF-
tion status. CHK BREAKER is displayed.
Position Summary - If an IAPS module overheats,
OVERHEAT is displayed.
The position summary shows the air-
plane present position as calculated by Q FAULT CODES – Assist in sys-
the computer. The POS DIFF is dis- tem troubleshooting.
played as the bearing and distance to Each page can display 14 LRU
the VOR/DME-derived position from entries. Moving the joystick down
the airplane present position. The data advances pages. The previous page
is normally displayed in green but is called up by moving the joystick
changes to green dashes when no sig- up. Advancing past the last page
nals are received. If the VOR or DME returns to the first.
fails, the dashes are red.

January 2004
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Avionics
Maintenance Display Q The status line is displayed with

all three formats.
Selecting MAINTENANCE on the
MFD index calls up a menu of mainte- Q The DATA window is selectable
nance-related screens, as listed below: with any of the three formats.
Q LRU DIAGNOSTIC DATA – Control Inputs
Lists each individual LRU of the
subsystems of the integrated avi- Normal control inputs come from
onics with current status and fault the CDU, DCP and the CHP. The
codes. CDU and DCP are used to set dis-
play modes, NAV and bearing
Q LRU FAULT HISTORY – History
pointer source, and radar mode. The
of malfunctions listed. Similar to
CHP has dual course set knobs,
a flight log. Each flight lists mal-
allowing separate courses, and a sin-
functions during that flight; up to
gle heading selector.
40 are permanently stored for
future reference. Navigation Signal Inputs
Navigation Display (ND) Navigation signal inputs come from
the FMS, left and right AHCs, left
On airplanes with the four-tube dis-
and right ADCs and the TCAS. Any
play only, an ND is installed on the
of these may be selected as the bear-
pilot side of the instrument panel and
the MFD is installed on the copilot ing pointer source. Either the VOR or
side of the instrument panel. It pro- the FMS may be selected as the
vides display map data, weather active NAV. The active NAV is the
radar and HSI formats. It is also a navaid on which the course guidance
reversion backup for the left PFD. and distance readouts are based. This
is done with the NAV SRC and BRG
The following features are available: SRC push buttons on the DCP and
Q
The formats HSI, MAP DATA, the appropriate line-key on the CDU.
and RDR are selected on the Dis-
play Control Panel (DCP).

January 2004
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CAE SimuFlite
Navigation Display Formats the ND the same as on the PFD,

As stated earlier, the three formats except that the full compass rose is
selectable on the ND are HSI, map viewed. In this format the glide-
data, and RDR (Figure 5B-17). In slope deviation indicator is also dis-
all three modes the radar mode line, played to the right of the compass
status line, and data window are rose. The indicator appears when
common. The radar mode line indi- LOC is the active NAV source and a
cates the radar mode. The status line localizer frequency is tuned. When
displays the current time (Z), true making a back-course approach, the
airspeed, groundspeed, and temper- glideslope indicator is replaced with
ature (source and degree). The data a BACK CRS annunciation. The
window is selected by pushing the MAP format, selected by pressing
DATA key on the CDU. When the MAP format key on the CDU, is
selected, the data window displays a dynamic geographic picture of the
FMS progress parameters for the flight as it occurs. The map display
next three waypoints in the flight is always centered on the airplane's
plan. These are WPT (name of the present position, with the current
waypoint), DIS (distance to the way- heading toward the top of the screen.
point), TTG (time-to-go to the way- The only navaid symbols displayed
point), ETA (Z) (estimated time of in this format are the ones that repre-
arrival at the waypoint), and FUEL# sent the next three waypoints in the
(pounds of fuel remaining to the FMS flight plan (if within range).
waypoint). The radar targets may be superim-
The HSI format is selected by push- posed onto the map display. The
ing the HSI format key on the CDU. radar overlay updates with each
Navigation information is displayed antenna sweep. To add or remove
in the traditional 360 degree com- the radar overlay, press the PUSH
pass rose format. The HSI is read on RDR ON switch (center of RANGE
knob) on the DCP.

January 2004
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Avionics
WX WX T0.0
TAS 250 GS 254 RAT 50C TAS 250 GS 254 RAT 50C
WPT DIS TTG ETA(Z) FUEL # WPT DIS TTG ETA(Z) FUEL #
CID 45 : 07 11 : 49 4200 CID 45 : 07 11 : 49 4200
DBQ 190 : 37 12 : 19 3773 DBQ 190 : 37 12 : 19 3773
FOREVER 975 2 : 30 14 : 12 1020 FOREVER 975 2 : 30 14 : 12 1020
CRS 025 HDG 040 HOLD
39 NM
CID
FMS 33 N
CID 30
3
AUTOLG
10
DR
W
50
NM
6
24
30 25
10
30
NM
21
12
S 15
ADF 1
ADF 2
HSI PRESENT POSITION MAP
WX+TRB+GCS G+3 USTB T+10.7

TAS 250 GS 254 RAT 50C
WPT DIS TTG ETA(Z) FUEL #
CID 45 : 07 11 : 49 4200
DBQ 190 : 37 12 : 19 3773
FOREVER 975 2 : 30 14 : 12 1020
HOLD
100
50
BJ4TM-AV018I
5B-17 RADAR

January 2004
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CAE SimuFlite
Sensor Display Driver The lower left knob displays the sin-
gle pointer and selects the navigation
The SDD-640/640A Sensor Display
source which drives it. The single
Driver (SDD) receives compass and
pointer symbol is displayed near the
navigation data and then formats the
knob with the selected navigation
data for display on the SDUs. The
source above it.
SDD receives data from both the left
and right VIR, DME, VLF and ADF The lower right knob displays the
radios, from a left I/O concentrator dual pointer and selects the naviga-
on the IAPS and from attitude head- tion source that drives it. The dual
ing computers. pointer symbol is displayed near the
knob with the selected navigation
Sensor Display Units source above it.
(SDU)
If a localizer is tuned while a VOR
The SDU-640A Sensor Display bearing is displayed, LOC 1 (single
Units are identical, high resolution, pointer) or LOC 2 (dual pointer) will
monochrome CRTs that replace con- be displayed and the respective
ventional RMIs. They incorporate pointer will be removed.
four selectable formats: RMI, VLF,
VOR and DME (Figure 5B-18). VLF
FORMAT is selected by rotation of When the VLF format is selected
the FORMAT knob, and is annunci- with the format knob, groundspeed
ated above the left index mark. A (GS), magnetic track (TRK) and
circular arrow above the right index present position (LAT and LON) are
mark indicates the direction to turn displayed in the center of the screen.
the FORMAT knob to select a differ- When selected, the bearing pointers
ent format. are only partially displayed. VLF is
displayed above the left index.
RMI
The lower left and right knobs select
When the RMI format is selected by the navigation source for their
the FORMAT knob, a full screen respective needle. Also, if a localizer
RMI is displayed. The display is a is tuned while a VOR bearing is dis-
360 degree compass with letters at played, LOC 1 (single pointer) or
the cardinal points and numbers at LOC 2 (dual pointer) will be dis-
30 degree intervals. Additional played and the respective pointer
index marks are located outside the will be removed. Data displayed
compass rose, 45 degrees to either with Xs overlaying the data display
side of the lubber line. indicates that the VLF/OMEGA is in
dead reckoning (DR) mode and
should be used with caution.

January 2004
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Avionics
VOR AHRS failure, the CRS annunciation
is replaced by OBS.
When the VOR is selected by the
FORMAT knob, the display will be When set by the CRS SELECT
that of an HSI. Bearing pointers are knob, this pointer indicates the
not displayed in this format. The selected VOR radial. The course is
selected format is displayed above also displayed digitally near the CRS
the left index mark. A fixed airplane identifier.
symbol pointing toward the lubber
line is displayed in the center of the The wedge-shaped symbol indicates
compass rose. course TO/FROM direction. The
symbol rotates with the SELECTED
The lower left knob, identified on COURSE POINTER and points
the display by HDG, controls the toward the tuned VOR station. The
movement of the heading bug. The indicator changes direction when the
lower right knob, identified on the course differs from the selected VOR
display by CRS, selects the desired
radial by more than 90 degrees..
course angle. In the event of an
FORMAT FORMAT FORMAT

BRT BRT BRT LOC 1 15.8 NM
I F H
M N VL N
R 33 N
33 3 33 3
30
3
30
30
6
W
GS 245
6
TRK 329
W
W
E
N 40° 00.5'
24
W 110° 04.9'
E
12
12
24
24
21
12
15 15
21 21
2
S
2
S S 15
S
VO
VO
R F
H
D R
VO
D
C
R
G
1
013
RMI FORMAT VLF FORMAT VOR FORMAT
FORMAT
HDG FORMAT
BRT BRT
E E
M N M 33
D D 30
33 3
N
W
30
DME
3
24
1 2 1 2
10W CID
W
NM NM NM NM
23.4 0.3
6
21
12
24
15 S
21 12
S 2 15 2
VO
VO
R R
VO VO
R
R
1
BJ4TM-AV017i
DME FORMAT NO NAV DATA

5B-18

January 2004
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CAE SimuFlite
When the displayed NAV receiver is frequency and distance respectively,

tuned to a VOR, a deviation bar and are digitally displayed in the center
scale will be displayed. The degree of the screen. DME is also displayed
of deviation is read on a scale of four above the left index mark. When the
dots; each dot equals 5 degrees of bearing pointers are selected, they
deviation. are only partially displayed.
When the displayed NAV receiver is The IDENT/FREQUENCY line
tuned to a LOC, a deviation bar and indicates the DME ident codes of the
scale will be displayed. The degree tuned stations. If a valid ident is not
of deviation is read on a scale of four available, the DME frequency is
dots, with sensitivity dependent shown. If DME hold is selected, a
upon the actual localizer installation. boxed HOLD is shown.
When the displayed NAV receiver is The distance line shows the com-
tuned to a LOC frequency, a glides- puted DME distance in nautical
lope pointer and scale will be dis- miles to the tuned stations. If the
played on the right side of the DME data is invalid, a boxed DME
display. In a back course situation fail is shown.
the glideslope pointer and scale will
The lower left and right knobs con-
be removed and replaced with a ver-
trol the navigation source and dis-
tical B/C symbol.
play of the single-bar and dual-bar
Marker Beacon information, when pointers. As discussed in the RMI
received, will be displayed in the and VLF formats earlier, the knobs
lower left corner of the display. The select the displays.
outer marker is displayed by a boxed
O, the middle marker is displayed by Loss of Data
a boxed M and the inner marker is If selected source is lost, the corre-
displays as an empty box. sponding bearing pointer or CDI will
be removed. In the DME mode, the
The DME distance in nautical miles
ident/frequency and distance lines
is displayed between the lubber line
change to dashes. In the VLF mode,
and right index mark. If the DME
the center of the display is all
data is invalid, a boxed DME fail is
dashes. On-board failures cause the
displayed. A boxed H by the right
following:
index mark is displayed when DME
HOLD is selected. Q RMI – The knob identifiers are
X'd out
DME Q
VOR – The format indicator is
When the DME format is selected by X'd out
the FORMAT knob, DME, 1 and 2 Q
DME – The format indicator is
data columns, which display ident/ X'd out.

January 2004
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Avionics
Attitude Heading Failure Modes
Reference System Failures in the initialization process

cause outputs to be flagged as
(AHRS) invalid, or cause the output to stop
The AHRS consists of an Attitude transmitting. Flux detector or inter-
Heading Computer, Internal Com- face failures will flag the heading,
pensation Unit, and Flux Detector but will not affect attitude.
Units. Reversion
Computer If the on-side AHRS fails, either
The attitude heading computer pro- PFD can display information pro-
vided by the cross-side AHRS. The
vides the roll, pitch, and stabilized
cross-side AHRS is selected by
magnetic heading data for the dis-
depressing the appropriate AHRS
plays and the Automatic Flight Con-
annunciator switch located on the
trol System (AFCS). Instead of the pilot’s and copilot's instrument panels
traditional high-speed gyros and syn- (see Figures 5B-12 and 5B-12A).
chro-transmitters, the computer uses
relatively slow turning motion detec- Internal Compensation
tors with piezo-electric transducers. Unit (ICU)
Airplane roll and pitch movements The ICU calibrates the flux detector
cause the motion detectors to exert outputs for an individual airplane. It is
gyroscopic forces on the transducers. mounted on the outside of the AHRS
The transducers convert these forces computer case and remains with the
to voltages. The computer continu- airplane if the AHRS is replaced.
ously sums the voltages to produce Failure Modes
current attitude information. Mag-
netic heading inputs come from flux Failures of the ICU result in errors in
detectors located in each wing tip. the slaved heading or the display of a
IAS and VS inputs come from the air HDG flag.
data computer. Flux Detector
Initialization The Flux Detectors, one in each
The system aligns to the local verti- wing tip, sense the horizontal com-
cal reference and slaves to magnetic ponent of the earth's magnetic field
North within 70 seconds after power and generate output signals propor-
tional to the airplane's magnetic
application. In-flight automatic
heading.
realignment after power interruption
will occur in approximately 20 sec- Failure Modes
onds with initial degradation propor- Failure of the Flux Detectors cause
tional to accelerations induced by loss of the compass system's slaved
turbulence and maneuvering. heading output and an invalid head-
ing. The HDG flag will be displayed
on the PFD and the on-side SDU.

January 2004
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CAE SimuFlite
ATT/HDG Aligning is on the outboard side of the copi-

Annunciation lot’s instrument panel.
The PFD displays the message ATT/ FAST/SLAVE
HDG ALIGNING DO NOT TAXI Pressing the FAST/SLAVE button
while the pilot and copilot annuncia- forces the attitude heading computer
tors display AHRS ALIGNING DO to fast-slave to the current magnetic
NOT TAXI if on the ground. An heading.
AHRS ALIGNING DO NOT TAXI
annunciator located on the upper, out- AHRS BAT TEST (Pilot’s Side
board corners of the pilot’s and copi- Only)
lot’s instrument panels will also Pressing the AHRS BAT TEST but-
illuminate (Figure 5B-19). When in ton (Figure 5B-21) with the airplane
flight, only the ATT/HDG ALIGN- powered down performs a functional
ING message on the PFD is dis- check of the AHRS back-up battery
played. The messages are removed pack. The button, located on the
when AHRS alignment is success- pilot’s side only, should be pressed
fully completed. and held for approximately five sec-
onds. If the battery pack is func-
Mode Annunciations
tional, the annunciator should
Selecting a lateral or vertical mode remain illuminated while the button
activates the flight director, bringing is depressed.
the command cue into view. If a
mode is selected and the airplane is FL 180 DSABL/ENABL
not in position to track that mode, Selecting the ENABL position
the mode arms. Armed modes are results in the PFD barometer set dis-
displayed in white to the right of play flashing during a climb or
active modes, which are green. Dur- descent at 18,000 ft. Resetting the
ing an ILS approach, the glideslope barometric pressure correction to the
will not arm until the localizer is appropriate value will cancel the
captured. flashing. In the DSABL position, the
alert function is inhibited.
Pilot’s and Copilot’s
Reversionary Panels DSPLY DIM
The pilot’s reversionary panel (Fig- This is the display master dimming
ure 5B-20) is located below the PFD control for the on-side displays.
and the copilot’s reversionary panel
5B-19 5B-21
5B-20

January 2004
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Avionics
Air Data System Pushing the center knob of the IAS-

VS rotary selector, located on the
(ADS) left side of the panel, turns on and
The ADS is a dual system that senses off the display of the V1, VR, and V2
and processes data derived from the airspeed bugs on the PFD. Rotating
air around the airplane. Both the the inner IAS knob changes the IAS
pilot’s and copilot’s systems contain or selected VSPD while rotating the
air data computer (ADC) and air data outer VS knob sets the target vertical
select (ADS) panels. There is a single speed value when the FCS is in the
SIA-850 signal interface adapter vertical speed mode. These values
installed. All air data information is are displayed on the PFD.
displayed on the PFDs.
A VSPDS push-button switch is
Air Data Computer located to the right and below the
Air data information is converted to IAS-VS rotary selector. Pushing the
digital data and provided to the VSPDS button switch alternately
AHRS and IAPS, which includes the selects one of four adjustable air-
autopilot and flight director. From speed reference bugs. These bugs
the IAPS, altitude information is represent the V1, VR, V2, and IAS
provided to the radio tuning unit reference airspeeds and are displayed
(RTU), which provides the altitude on the PFD. After a reference bug
data to the transponder for altitude has been selected as denoted by the
reporting. The altitude, airspeed and cursor under the selected parameter,
vertical speed information are all rotate the IAS reference knob to
displayed on the PFDs. change the airspeed value, or press
the reference ON-OFF switch to
Air Data Select Panel enable or disable display of the V-
The air data select panel (Figure speed bug, except for the IAS bug.
5B-22) is located above the pilot’s
and copilot’s primary flight display The rotary knobs on the right sets
(PFD). The panels provide the con- ALT SEL by use of the outer knob
trols that are used to set the airspeed and BARO by rotation of the inner
references, vertical speed references, knob. Pressing CANCEL cancels
preselect altitude, barometric pres- altitude alerts (flashing display). If
sure correction and temperature dis- no alerts exist, pressing CANCEL
play format. The data is applied to the tests the preselect aural warning sys-
on-side air data computer. tem. Rotation of the inner ALT SEL
knob changes the preselect altitude
5B-22

January 2004
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CAE SimuFlite
as displayed on both PFDs. Rotation from the stall warning system into an
of the outer BARO knob changes the ARINC format. Drivers apply this
barometric pressure correction as data through the DAU and the IAPS
displayed on the PFD. data concentrators to the PFDs. The
PFDs use this information to posi-
Pressing the IN HG/HPA button
tion the “low speed cues”.
selects the barometric correction for-
mat as either inches of mercury or mil-
libars. Pressing the STD button selects Radio Sensor
the standard barometric pressure cor- System (RSS)
rection (29.92 inches Hg or 1013 mb).
The RSS is a dual communication
An aural tone warning is sent to the and navigation system. The commu-
cockpit headphones and speaker nication portion of the system has
amplifiers via the audio control left and right side VHF COM trans-
amplifier. The tone will sound for an ceivers and MODE-S transponders.
altitude alert warning or an over- The navigation portion of the system
speed warning (see the master warn- utilizes left and right side VHF NAV
ing system section). receivers, DME transceivers, ADF
receivers, a radio altimeter and a
Signal Interface Adapter
VLF/Omega NAV receiver. A single
(SIA-850) integrated control head provides on-
The SIA-850 signal interface adapter side COM/NAV radio tuning and
converts the angle-of-attack signal control.

January 2004
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Avionics
Radio Tuning Unit (RTU) Q COM SQ – Momentary COM

squelch break.
The RTUs (Figure 5B-23) provide
direct manual control of the VHF Q ATC STBY – Sets transponder to
communication receivers, VHF and standby or on.
ADF navigation receivers and the
transponder. Normally, the left RTU
Q 1/2 – Specifies pilot’s side (1) or
controls the No. 1 avionics and the copilot’s side (2) radio for tuning
right RTU controls the No. 2 avion- during an RTU reversion.
ics. The RTUs contain a CRT to dis- Q ADF TEST – Verifies ADF sig-
play COMM/NAV designations and nal. While the test button is
frequencies/codes. The left RTU depressed, and the signal strength
normally displays the No. 1 radios is usable for navigation, the bear-
and frequencies/codes while the left ing will abruptly swing 90 degrees
RTU displays the No. 2 radios and
and a 1 Khz tone will be emitted.
frequencies/codes. Each RTU allows
Releasing the push button returns
for storing four frequencies in mem-
the indication to normal.
ory, one preselect frequency and the
active frequency. Depressing the COM, NAV, ATC or
There is a concentric knob on the ADF line-keys, while the star is on
RTU, for frequency/code setting, that line, displays the mode page for
five line-keys, and six dedicated that function. All pages have a RTN
function keys as follows: line for returning to the main menu.
For information on radio tuning and
Q
ATC ID – Transponder ident.-
operation, refer to the Beechjet 400A
Q
DME HLD – Holds DME to pre- Pilot’s Operating Manual, section 3.
set frequency while VOR/LOC is
tuned to another station.
5B-23

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CAE SimuFlite
Reversionary Panel VHF-422A VHF Comm

The reversionary panel (Figure 5B- The VHF-422A is a multichannel
24) is located on the pedestal below VHF voice transceiver. The system
the copilot's CDU. This panel selects is normally tuned by the left RTU,
RTU reversion functions, radio but also may be tuned by the right
remote tune disable, active transpon- RTU (if left RTU fails) or burst
der, and marker beacon sensitivity. tuned by the IAPS (if both RTUs
RTU DSABL, 1/2, NORM fail). The VHF-422A applies an
audio output to the airplane audio
The No. 1 RTU switch controls the
system and a digital bus output to
No. 1 RTU and the No. 2 RTU
IAPS data concentrators. The data
switch controls the No. 2 RTU. In
output contains the COM frequency,
the NORM position, each RTU con-
trols the on-side COM, NAV, ADF, which is echoed back to the RTUs on
and ATC. In the DSABL position, a group bus.
the on-side RTU is blanked and the VIR-432 VHF Navigation
cross-side RTU is in the reversionary
mode and controls all radios. The VIR-432 is a VHF navigation
receiver performing VOR/LOC,
RMT TUNE DSABL glideslope (GS), and marker beacon
In the NORM position, the CDUs (MB) functions. It is normally tuned
are able to tune the radios, and the by the left RTU, but also may be
FMS autotune function is enabled. tuned by the right RTU (if left RTU
In the DSABL position, radio tuning fails) or burst tuned by the IAPS (if
is by RTUs only. both RTUs fail). The VIR-432
ATC 1/2 applies VOR/LOC and MB audio
outputs to the airplane audio system
Enables either the No. 1 or the No. 2 and digital bus outputs to the IAPS
transponder. The selected transpon- and the IDS systems. This digital
der is controlled by the on-side RTU. output contains the NAV frequency
Only one transponder may be active
(echoed back to the RTUs) and pro-
at a time.
cessed NAV data (used by the FMS
MKR HI/LO and displayed on the CRTs).
Allows the selection of HI or LO
sensitivity for both marker beacon
receivers.
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Avionics
DME-422 Distance installed to use the TCAS and data

NOTE: In some installations a
link capabilities; this allows the tran-
Measuring sponder to perform additional air
TDR-90 with a CAD-870 adapter
may be installed instead of a TDR-
Equipment traffic control and airplane separa- 94/94D. These installations do not
tion assurance (ASA) functions. provide mode-S operation.
The DME-442 is 3-channel distance
measuring equipment. Channel one is ADF-462 Automatic
manually tuned by the left RTU, but Direction Finder
also may be tuned by the right RTU (if The ADF-462 is a low-frequency
left RTU fails). Channels two and automatic direction finder. It is nor-
three are automatically tuned by the mally tuned by the left RTU, but also
FMS and used for multisensor naviga- may be tuned by the right RTU (if
tion. The DME-442 applies audio out- left RTU fails). The ADF-462
put to the airplane audio system and applies an audio output to the air-
digital bus outputs to the IAPS and the plane audio system, and digital bus
IDS systems. This digital output con- outputs to the IAPS and the IDS sys-
tains the DME frequency (echoed tems. This digital output contains the
back to the RTUs) and processed ADF frequency (echoed back to the
DME data (used by the FMS and dis- RTUs) and processed ADF bearing
played on the CRTs). (displayed on the CRTs).
TDR-94/94D Transponder The ANT-462A provides RF input to
The number TDR-94/94D is a mode- No. 1 ADF-462 when only one
A (ident), mode-C (altitude), and receiver is installed. The ANT-462B is
mode-S (select) transponder. This a dual antenna that provides RF input
transponder is active when the remote to both ADF-462 receivers when two
ATC switch is set to 1. When selected, are installed. Either the ANT-462A or
the TDR-94/94D responds to all valid the ANT-462B antenna (never both) is
ATC radar interrogations with a coded installed in the airplane.
identification and/or reporting altitude
ALT-55B Radio Altimeter
reply; this reply is used by the ATC
controller to locate and identify the The ALT-55B is a swept FMCW
airplane. The TDR-94/94D applies a altimeter that measures direct radio
digital bus output to the IAPS. This height for use by the FCC computers
output contains the ATC code (echoed and for display on the PFDs. The
back to the RTUs). ALT-55B transmits a reference sig-
nal, receives the reflected signal, and
The TDR-94D also provides mode-S compares the two signals to deter-
identification and expansion capabil- mine the airplane radio altitude. The
ities for TCAS and data link func- altitude output is converted to
tions. Each airplane is assigned a ARINC 429 format by the RAC-870
unique mode-S identification code and applied to IAPS data concentra-
that is set by airplane interconnect tors. The altitude awareness panels
strapping. This mode-S (select) in the FMS system provide a TEST
code allows the tower to automati- signal, which is applied through the
cally interrogate a specific airplane. RAC-870 to initiate self-test opera-
Additional processing LRUs must be tion in the ALT-55B.

January 2004
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CAE SimuFlite
CMA-764 VLF/Omega GPS Each panel has a volume control knob

Receiver in the center of the audio output
The CMA-764 is a receiver that uses rotary switch that will adjust the over-
VLF and Omega navigation signals all volume. The rotary audio output
to determine geographic position. switch allows the pilot to connect his
The CMA-764-1 also receives GPS microphone output to COMM 1,
navigation signals. One or two COMM 2, HF (if installed), or the
CMAs may be installed. The VLF- CABIN PA system. A number of
ANT is an H-field antenna coupler audio ON-OFF toggle switches are
that provides received signal input to located across the top of this panel to
the CMA. The GPS-ANT is an allow each pilot to select individual
antenna that supplies received GPS radios.
signal input to the CMA-764-1.
The rotary selector on the left of the
The CMA is used by the FMS as a panel allows the pilot to select NOR-
multisensor navigation input. It MAL microphone or oxy MASK
monitors heading, control, and sta- microphone. The MIC button on each
tion select data from IAPS group control wheel activates the boom and
buses. The CMA normally monitors mask microphone. To the right of the
data from both sides of the IAPS, but microphone selector there is a toggle
monitors only onside IAPS data if switch which allows the pilots to
two CMAs are installed. Digital bus select the speakers ON (SPKR) or
outputs provide the position data to OFF.
the FMC computers (inside IAPS)
and to the SDUs (through the SDD). In the center of the pilot's audio panel
only is an interphone toggle switch
Audio Control used to select the interphone on
Panels (INTPH) or OFF. When turned on, it
connects the pilot’s and copilot's
An audio control panel is located at microphones together as hot-mic. The
the lower outboard corner of each
push-to-talk function is still required
instrument panel (Figures 5B-25
for other transmissions. If both pilot's
and 5B-25A). Audio is always pro-
and copilot's microphone switches are
vided to the headsets and is select-
set to oxy MASK, the interphone out-
able to the speakers. The PLT,
COPLT, and CABIN audio system puts to the cockpit speaker in addition
circuit breakers are in the avionics to the headset.
circuit-breaker panel.
5B-25 5B-25A

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Avionics
To the left of the rotary audio output fixed at the existing level when the
selector is the VOICE/IDENT toggle switch is placed to this position, and
switch, which allows the pilots to only headsets may be used.
monitor voice transmissions, identifi-
cation code, or both ident and voice Volume Control Panel
transmissions of a selected NAV radio. The volume control panel (Figure
5B-26) is located on the pedestal
At the bottom center of the pilot's
below the pilot’s CDU. It enables the
audio panel is an audio emergency
crew to adjust the individual audio
power toggle switch. When this
output levels of their labeled receiv-
switch is placed in AUDIO EMER,
ers (COMM 1, COMM 2, NAV,
it bypasses the audio amplifier and
MKR BCN, DME and ADF). Addi-
automatic gain control. Only COMM
tional volume adjustments for each
1 and COMM 2 can be received with
pilot can be made with their respec-
this switch in the AUDIO EMER
tive audio control panels..
position. Also, volume levels are
5B-26

January 2004
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CAE SimuFlite
TCAS-94 Traffic The TCAS computer analyzes traffic

information and divides the traffic
Alert and into four categories: other traffic,
Collision Avoidance proximity traffic, traffic advisory
and resolution advisory and is dis-
System played on the MFD.
NOTE: The TCAS-94 system gives

The TCAS-94 is designed to protect a Advisory Type
volume of airspace around the air-
an aural RA over the airplanes cock- Other Traffic – A cyan open dia-
pit audio system, or an independent craft, using the mode C and S signals
mond. Non-threatening traffic, dis-
speaker system, in addition to the of nearby aircraft and then display the
play range and altitude.
displayed RA. For a list of the aural surrounding aircraft’s bearing, altitude
annunciations and their descrip- and rate of climb on the MFD and Proximity Traffic – A cyan closed
tions, refer to the Pilot’s Operating PFDs. Aural and visual indication is diamond. Non-threatening aircraft
Manual, Section 3. given for all resolution advisory (RA) traffic within 1,200 ft. relative alti-
and traffic advisory (TA) if the traffic tude or 6 miles radius. Indication
is within 15 to 48 seconds of impact. display range and altitude, this indi-
The system consists of receiver/trans- cation is used by the pilot to take the
mitter, directional antenna, MFD and appropriate TA or RA evasive
PFD displays, mode C and S tran- maneuvers.
sponders and a radio tuning unit
(RTU) control panel.

January 2004
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Avionics
Traffic Advisory – A yellow circle. mand to “monitor vertical speed”
Non-threatening traffic display to and display range to be avoided.
aid the pilot to acquire surrounding Q Corrective: The computer deter-
traffic. This traffic type may be mines what action the pilot should
upgraded to RA depending on the take to avoid the threat traffic. The
continued flight path of the aircraft. pilot must follow the aural annun-
Reaction time to close point of NOTE: For Tables 5B-A and
ciation and visual warning to 5B-B, altitude is MSL except when
approach (CPA) is given in seconds avoid collision. Reaction time to radio altitude is available (5,000 or
(Table 5B-A). close point of approach (CPA) is 2,500 AGL and below, depending on
Resolution Advisory – A red box. given in seconds (Table 5B-B). the installed system). For TCAS,
Threatening traffic, display range radio altitude has priority over pres-
There are no resolution or traffic sure altitude.
and altitude and issue an aural and advisory audio annunciations below
visual advisory to resolve threat situ- 1100 ft. AGL during a climb and
ation. There are two types of RA: below 900 ft. AGL during a descent.
Q
Preventive: No evasive action is The TCAS will automatically change
required, but issue an aural com- to the TA or TA ONLY mode.
Altitude Seconds to CPA

Up to 1,000 20
1,000-2,350 25
2,350-5,000 30
5,000-10,000 40
10,000-20,000 45
20,000-42,000 48
42,000 and above 48
Table 5B-A; Traffic Advisory Response Time
Altitude Seconds to CPA

1,000-2,350 15
2,350-5,000 20
5,000-10,000 25
10,000-20,000 30
20,000-42,000 35
42,000 and above 35
Table 5B-B; Resolution Advisory Response Time

January 2004
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CAE SimuFlite
Displays Q If both are green and underlined,

then the zone is 9,900 ft. above
MFD
and 9,900 ft. below.
The TFC line select on the MFD Depressing the REL/ABS line-key
selects the TCAS Traffic Map dis- displays either the relative or abso-
play (Figure 5B-27). The radar dis- lute altitude in the ALT DATA field
play can be overlaid onto the traffic by each intruder. The REL selection
map by selecting the TFC display, shows a two-digit display indicating
radar operating mode and then press- the difference between your altitude
ing RDR ON. To overlay the Present and the intruder’s. A plus or minus
Positioning Map with the TCAS value indicates if the intruder is
traffic map, select the Present Posi- above or below your position. The
tioning Map and toggle the TFC line ABS selection shows a three-digit
select to ON. display indicating the intruder’s alti-
The ABV/BLO line-key on the traf- tude referenced to MSL in hundreds
fic map selects the TCAS altitude of feet.
protection window. It defines a zone If the TCAS is unable to track the
of vertical air space relative to the bearing of an intruder, the traffic
airplane and intruders into this zone advisory will appear in the No Bear-
are tracked. The four selections are ing table in the lower center of the
as follows: traffic map display.
Q If the ABV/BLO are both white, PFD
the zone is 2,700 ft. above and
2,700 ft. below. If TCAS issues a Traffic Advisory
Q If the ABV is green and under- (TA) or Resolution Advisory (RA),
lined and the BLO is white, the TRAFFIC is displayed on the PFD.
zone is 9,900 ft. above and 2,700 TRAFFIC is red if an RA is present
ft. below. or yellow if a TA is present.
Q If the ABV is white and the BLO TCAS resolution advisories are pre-
is green and underlined then the sented as vertical speed guidance
zone is 2,700 ft. above and 9,900 displayed on the vertical speed scale
ft. below, and simultaneously as green and red
arcs. The green arc segment indi-
BRT
WX
11 : 42Z TAS 250 GS 254 RAT 20C
TCAS OFF ALT 180
< ABV/BLO REL /ABS >
10 NM
+01
-01
+10
-02
IDX TFC RCL EMG
5B-27

January 2004
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Avionics
cates the “fly to” (corrective RA) or The third display line on the ATC/
“stay at” (preventive RA) vertical TCAS mode page displays the
speed range for the TCAS advisory. TCAS operating mode. Depressing
A red arc segment indicates the “fly the adjacent line-key will alternately
from” (corrective RA) or “stay select the following TCAS modes:
away” (preventive RA) vertical
speed range for the TCAS advisory.
Q
STBY – Does not display traffic
advisories, resolution advisories
TCAS Status Messages (No Pilot or reply to other aircraft interroga-
Action is Required): tions. TCAS OFF is displayed on
the TCAS displays.
TCAS RA FAIL . . TCAS has failed
(yellow) Q TA/RA – Traffic advisories and
TCAS FAIL . . . . . TCAS has failed Resolution advisories will be dis-
(yellow) played. This is the normal operat-
ing mode. PFD and MFD TCAS
TCAS TEST . . . . . . . . . TCAS is in mode annunciation fields will be
test mode (white)
blank.
TCAS OFF . . . . . . . . . . TCAS is in
STANDBY (white)
Q
TA – TA (Traffic Alert) only
mode. Resolution advisory guid-
TA ONLY . . . . . . . TA ONLY mode ance is not given in this mode. TA
(yellow if TA intruder is present)
ONLY is displayed in this mode.
TRAFFIC (Red) . . . . . . RA intruder
is present If the other TCAS-equipped aircraft
has the same equipment, steering
TRAFFIC (Yellow) . . . . TA intruder
is present commands will be coordinated prior
to the RA being issued, to be the
RTU
least disruptive to maneuvers.
With the RTU on the main menu
page, push the bottom right line-key GPS-4000 Global
to move the star selector to the bot-
tom display line. Push the line-key a
Positioning System
second time, with the selector star on (Optional)
the line, to turn on the ATC/TCAS The GPS-4000 GPS Navigation
mode page. The ATC/TCAS mode Receiver system processes the GPS
page displays the following: signals to provide navigation data
1. The transponder's altitude reply outputs. The GPS system contains
mode (ON ALT or OFF ALT). two GPS receivers and two anten-
nas. The GPS Navigation Receiver
2. The transponder's encoded altitude. processes the GPS signals received
3. The TST selection. from the antenna, together with
inputs from other aircraft sensors to
4. The TCAS operating mode
provide position, velocity and time
(STBY, TA, or TA/RA).
outputs through the IOCs to the FMS
5. The transponder's ATC code and system. The active GPS antenna
operating mode (RTN, STBY, or ID). amplifies and filters the GPS satel-
lite signals.

January 2004
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CAE SimuFlite
Weather Radar RANGE – Selects the MFD map

range when the radar is deselected,
System and the radar range when the radar is
The weather radar system (WXR) is displayed.
a fully integrated radar system. The RDR ON/OFF – Selects the weather
entire system is a single unit that is radar information for display on the
mounted on a precisely aligned sur- MFD.
face in the radome. The receiver
detects wet precipitation and mois- NAV SRC – Selects the navigation
ture-based turbulence in front of the source page for display on the CDU.
aircraft. The CDUs provide radar Possible navigation sources are
mode control and the display range VOR/LOC, FMS, GPS, MLS,
is selectable up to 300 nmi. Detected TACAN and OFF. The desired sen-
radar targets are displayed on the sor is then chosen through the appli-
MFD or ND. cable CDU line-select key. GPS
appears only if the installed GPS is
The radar display may be superim-
an approach sensor.
posed onto the map display of the
ND or MFD. The radar overlay BRG SRC – Selects the bearing
updates with each antenna sweep. source selection page for display on
Two-channel operation allows the the CDU. The possible bearing
ND and MFD to show different dis- sources are VOR, FMS, ADF,
plays. The antenna follows the TACAN and OFF. The desired bear-
pilot's commands during the sweep ing is then chosen through the appli-
to the right and the copilot's com- cable CDU line-select key. The No.
mands during the sweep to the left. 1 sensors associated with the single-
The radar display presents a forward bar bearing pointer are displayed on
view of 120 degrees, 60 degrees the left side of the page and the dou-
NOTE: Loss of the No. 1 AHRS either side of the airplane heading. ble-bar bearing pointer (No. 2 sen-
will cause the radar stabilization to
Display Control Panel sors) is displayed on the right side of
turn OFF.
(DCP) the page. If no bearing pointer is
selected or an invalid bearing pointer
The DCPs (Figure 5B-28) are selection has been selected, then NO
located at the top of the center ped- GRG PTR ENABLED is displayed
estal. The switches and knobs per- on the CDU.
form the following functions:
5B-28

January 2004
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Avionics
RDR CTL – Selects the radar func- modes and have different functions
tion page for display on the CDU. selected. The SECTOR SCAN line
The radar mode selections are dis- selects the 60-degree sector scan ON
played on the left side of the page or OFF and the GND CLTR SPRS
and CHANNEL, SECTOR SCAN, selects the ground clutter suppres-
GND CLTR SPRS, GAIN, HOLD, sion ON or OFF. The radar GAIN is
STABILIZE and TARGET ALERT controlled by the INCREASE and
selections are on the right side. The DECREASE line-keys. The HOLD
radar mode is selected by pushing line selects the radar display HOLD
the line-key beside STBY, WX, ON or OFF. When HOLD is selected
WX+TURB, TURB ONLY, GND ON, the radar display will not update
MAP or TEST. until selected OFF again. The STA-
BILIZE line selects the antenna sta-
The TURB ONLY mode times out
bilization ON or OF and the NOTE: In the TURB ONLY mode,
after 30 seconds and returns to the
TARGET ALERT line selects it ON the radar is not a stormscope; it
WX+TURB mode. With channel detects changes in rain direction
or OFF
selected to SYNC, both radar chan- which would be caused by wind
nels display the same information TILT – Adjusts the radar antenna tilt. shifts.
and in SPLIT, the pilot and copilot
PUSH AUTO – Selects the radar
radar displays may be in different
autotilt mode.

January 2004
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CAE SimuFlite
Enhanced Ground Q ILS or Glideslope Receiver
Proximity Warning IRS, AHRS, VG (attitude)

Q
Q
GPS, FMS or IRS (position)
System (EGPWS) Q Landing Gear and Flaps
The EGPWS is a terrain awareness Q
Stall Warning or AOA (windshear
and alerting system that provides ter- only)
rain alerting and display functions. Q Weather Radar
The system uses inputs for geo- If the data for a particular function is
graphic position, attitude, altitude, not available, then that function is
airspeed and glideslope. These inhibited and annunciated.
inputs are used in conjunction with
internal terrain, obstacles and airport Basic Functions
databases to predict a possible con- Mode 1 – Excessive Descent
flict between the airplane flight path
Rate
and the terrain or obstacle. Any such
conflict will result in a visual and Mode 1 provides alerts for excessive
audio caution or warning alert. descent rates with respect to altitude
AGL and is active for all phases of
The EGPWS also provides alerts for flight. This mode has two alert
excessive glideslope deviation, too boundaries:
low with flaps, or gear not in landing
- When the outer boundary is
configuration.
penetrated, the EGPWS cau-
EGPWS Database tion lights will illuminate and a
“SINKRATE, SINKRATE”
The EGPWS compares the aircraft’s
aural alert is heard. Additional
position to an internal database to
sinkrate messages will occur at
provide additional alerting and dis-
20% degradations.
play capabilities.
- The inner boundary will acti-
The internal database consists of vate the EGPWS warning lights
Q a worldwide terrain database of and change the audio message
varying degrees of resolution, to “PULL UP”. This aural mes-
Q an obstacle database that contains sage will repeat until the inner
a catalog of obstacles that are 100 warning boundary is exited.
feet or higher in North America If a valid ILS glideslope front course
and parts of the Caribbean, is received and the aircraft is above
Q
a worldwide airport database with the glideslope centerline, the outer
information on hard-surface run- (sinkrate) boundary is adjusted to
ways 3,500 feet or longer, and desensitize the sinkrate alerting.
This is to prevent unwanted alerts
Q an envelope modulation database. when the aircraft is safely capturing
The EGPWS is fully active when the the glideslope (or repositioning to
following systems are powered and the centerline) from above the beam.
functioning normally: If the aural declutter feature is dis-
Q
EGPWS abled, the sinkrate alert boundary
will remain fixed and the sinkrate
Q Radio Altimeter
aural message will repeat until the
Q Air Data Systems airplane exits the outer boundary.

January 2004
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Avionics
Mode 2 – Excessive Closure If the aircraft enters the caution
to Terrain envelope during an approach, with
The Mode 2 alert helps protect the air- either the gear or flaps not in the
craft from impacting the ground when landing configuration, an aural
rapidly rising terrain is detected. Mode “TERRAIN, TERRAIN” message is
2 is based on the rate of radio altitude generated and the caution lights illu-
decrease (closure rate). It exists in a minate. If the aircraft continues
Mode 2A and a Mode 2B form. through the envelope, the warning
lights will illuminate and an aural
Mode 2A
“PULL UP” message is repeated
Mode 2A is active during climbout, until the warning envelope is exited.
cruise, and initial approach (flaps If the aircraft penetrates the Mode
not in the landing configuration and 2B envelope with both gear and
the aircraft not on glideslope center- flaps in the landing configuration,
line). If the aircraft penetrates the the aural “PULL UP” messages are
caution envelope, an aural “TER- suppressed and the aural message
RAIN, TERRAIN” message is gen- “TERRAIN” is repeated until the
erated and caution lights will
envelope is exited.
illuminate. If the aircraft continues
through to the warning envelope, the Mode 3 – Altitude Loss After
warning lights will illuminate and Takeoff
the aural warning message “PULL
UP” is repeated until the airplane This mode provides alerts for signif-
exits the warning envelope. icant altitude loss after takeoff or low
altitude go-around (less than 245 ft.
Upon exiting the warning envelope, AGL) with gear or flaps not in the
if terrain clearance continues to landing configuration. This protec-
decrease, the aural message “TER- tion is available until the EGPWS
RAIN” will be given until the terrain
determines that the aircraft has gained
clearance stops decreasing. The
sufficient altitude that it is no longer
visual alert will remain illuminated
until the aircraft has gained 300 ft. of in the takeoff phase of flight. Signifi-
barometric altitude, 45 seconds have cant altitude loss after takeoff or dur-
elapsed, or landing flaps or the flap ing a low altitude go-around activates
override switch is activated. the EGPWS caution lights and the
aural message “DON'T SINK,
Mode 2B
DON'T SINK”. The aural message is
Mode 2B provides a desensitized annunciated only twice unless alti-
alerting envelope to permit normal tude loss continues. Upon re-estab-
landing approach maneuvers close to lishing a positive rate of climb, the
terrain without unwanted alerts. EGPWS caution lights extinguish
Mode 2B is automatically selected and the aural alert will cease.
with flaps in the landing configura-
tion (landing flaps or flap override If the aural declutter feature is dis-
selected) or when making an ILS abled, the warning is annunciated
approach with glideslope and local- continuously until a positive climb is
izer deviation less than 2 dots. It is established.
also active during the first 50 sec-
onds after takeoff.

January 2004
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CAE SimuFlite
Mode 4 – Unsafe Terrain significantly, or the aircraft is not

Clearance descending excessively. It also pro-
Mode 4 provides alerts for insuffi- vides alerting for protection against
an unintentional gear-up landing.
cient terrain clearance with respect
Below 1,000 ft. AGL and above 190
to phase of flight, configuration, and
kt airspeed, the aural alert is “TOO
speed. It exists in Mode 4A, 4B, and
LOW TERRAIN”. Below 500 ft.
4C forms. AGL and less than 190 kt airspeed,
The Mode 4 alerts activate the the aural alert is “TOO LOW
EGPWS caution lights and aural GEAR”.
messages. To reduce nuisance alerts For either Mode 4A alert, further
caused by over-flying another air- alert messages will occur if penetra-
craft, the upper limit of the Mode tion of the envelope increases by
4A/B alerting curve can be reduced 20%. The EGPWS caution lights
(from 1,000) to 800 ft. This happens extinguish and aural messages will
when the aircraft is above 250 kt stop once the aircraft exits the alert
with gear and flaps not in landing envelope.
configuration and a sudden change
in radio altitude is detected. This is Mode 4B
intended to eliminate nuisance alerts Mode 4B is active during cruise and
if an aircraft over-flight occurs while approach, with gear down and flaps
flying a holding pattern (with 1000 not in the landing configuration.
ft. separation). Below 1,000 ft. AGL and above 159
If the aural declutter feature is dis- kt airspeed, the aural alert is “TOO
abled, the mode alert messages are LOW TERRAIN”. Below 245 ft.
repeated continuously until the spe- AGL and less than 159 kt airspeed,
cific mode envelope is exited. the aural alert is “TOO LOW FLAPS”.
Mode 4A For either Mode 4B alert, further
alert messages will occur if penetra-
Mode 4A is active during cruise and
tion of the envelope increases by
approach with gear and flaps up.
20%. The EGPWS caution lights
This provides alerting during cruise
extinguish and aural messages will
for inadvertent flight into terrain
when either the terrain is not rising stop once the aircraft exits the alert
envelope.

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Avionics
Mode 4C “GLIDESLOPE” is annunciated at
half volume. Each 20% increase in
The Mode 4C alert is intended to pre-
the glideslope deviation will cause
vent inadvertent controlled flight into
additional “GLIDESLOPE” mes-
the ground during takeoff climb into sages annunciated at a progressively
terrain that produces insufficient clo- faster rate.
sure rate for a Mode 2 alert. After
takeoff, Modes 4A and 4B provide The second level alert occurs when
this protection. the airplane is below 300 ft. radio
altitude and there are 2 dots or
Mode 4C is active after takeoff when greater glideslope deviation. This is
the gear or flaps are not in the land- called a hard alert because the
ing configuration. It is also active “GLIDESLOPE, GLIDESLOPE”
during a low altitude go-around if message is annunciated louder and
the aircraft has descended below 245 every 3 seconds continuing until the
ft. AGL. hard envelope is exited. The caution
lights will remain illuminated until a
At takeoff, the minimum terrain
glideslope deviation of less than 1.3
clearance (MTC) is zero feet. As the
dots is achieved.
aircraft ascends, the MTC is
increased to 75% of the aircraft's To avoid unwanted below glideslope
radio altitude (averaged over the pre- alerts when capturing the localizer
vious 15 seconds). This value is not between 500 and 1,000 ft. AGL,
allowed to decrease and is limited to alerting is varied in the following
500 ft. AGL for airspeed less than ways:
190 kt. Beginning at 190 kt, the Q Below glideslope alerts are
MTC increases linearly to the limit enabled only if the localizer is
of 1000 ft. at 250 kt. within 2 dots, landing gear and
If the aircraft's Radio Altitude flaps are selected, glideslope can-
decreases to the value of the MTC, cel is not active, and a front
the EGPWS caution lights and the course approach is determined.
aural message “TOO LOW TER- Q The upper altitude limit for the alert
RAIN” are provided. EGPWS cau- is modulated with vertical speed.
tion lights extinguish and aural For descent rates above 500 FPM,
messages cease when the Mode 4C the upper limit is set to the normal
alert envelope is exited. 1,000 ft. AGL. For descent rates
lower than 500 FPM, the upper
Mode 5 - Excessive
limit is desensitized (reduced) to a
Deviation Below Glideslope
minimum of 500 ft. AGL.
There are two levels of alerting for
Mode 5. One is when the aircraft Additionally, both alert levels are
descends below glideslope, which desensitized below 150 ft. AGL, to
results in activation of the EGPWS allow for normal beam variations
caution lights and aural messages. nearer the ground, and to reduce the
possibility of nuisance alerts.
The first level alert occurs when the
airplane is below 1,000 ft. radio alti- The Mode 5 alerts are inhibited dur-
tude and descends 1.3 dots or more ing back course approaches to pre-
below glideslope. This will illumi- vent nuisance alerts due to false fly
nate the caution lights and is called a up lobes from the Glideslope.
soft alert because the audio message

January 2004
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CAE SimuFlite
The EGPWS determines a back Mode 7 – Windshear

course operation if either Alerting
Q the aircraft's magnetic track is Mode 7 is designed to provide alerts
greater than 90 degrees from the if the aircraft encounters windshear.
runways approach course, or Two alerting envelopes provide
either a windshear caution alert or a
Q
a glideslope inhibit discrete is set. windshear warning alert, each with
If the aural declutter feature is dis- distinctive aural and visual indica-
abled, Mode 5 messages are continu- tions to the flight crew.
ously repeated until the airplane Windshear caution alerts are given if
exits the Mode 5 envelope. an increasing headwind (or decreasing
tailwind) and/or a severe updraft
Mode 6 – Advisory Callouts exceed a defined threshold. These are
Mode 6 provides EGPWS advisory characteristic of conditions preceding
callouts for descents below pre- an encounter with a microburst.
defined altitudes or excessive bank This caution will result in the illumi-
angles. These callouts consist of nation of the amber windshear cau-
voice callouts or tones. There is no tion lights and the aural message
visual alerting provided with these “CAUTION, WINDSHEAR”. This
callouts. light remains on for as long as the
aircraft is exposed to conditions in
In some instances, a callout will be excess of the caution alert threshold.
stated twice (e.g., “MINIMUMS, Windshear warning alerts are given
MINIMUMS”) but in all cases a if a decreasing headwind (or increas-
given callout is only annunciated ing tailwind) and/or a severe down-
once per approach. draft exceed a defined threshold.
Decision height (DH)-based call- These are characteristic of condi-
outs (“APPROACHING MINI- tions within or exiting an encounter
with a microburst.
MUMS, MINIMUMS”, etc.) require
the landing gear to be down and Windshear warning will illuminate
occur when descending through the the red windshear warning lights and
radio altitude corresponding to the an aural siren followed by the mes-
selected DH. These also have prior- sage “WINDSHEAR, WINDS-
ity over other altitude callouts when HEAR, WINDSHEAR”. The lights
remain on for as long as the aircraft
overlapping. The callout “BANK
is exposed to conditions in excess of
ANGLE, BANK ANGLE” advises
the warning alert threshold. The
of an excessive roll angle. The aural message will not repeat unless
EGPWS provides excessive bank another separate windshear event is
angle advisories. Bank angle adviso- encountered. The threshold is
ries are produced when the aircraft adjusted as a function of available
banks in excess of climb performance, flight path
angle, airspeeds significantly differ-
Q ±10° between 5 and 30 ft.,
ent from normal approach speeds,
Q ±10 to 40° between 30 and 150 ft., and unusual fluctuations in Static
Air Temperature (typically associ-
Q ± 40 to 55° between 150 and 2450 ft. ated with the leading edge of a
microburst).

January 2004
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Avionics
The Windshear alerting system is on until the TCF envelope is exited.
active
Terrain Look Ahead Alerting
Q During takeoff; from rotation until
an altitude of 1,500 ft. AGL is Terrain look ahead alerting is the
reached, ability to look ahead of the aircraft
and detect terrain or obstacle con-
Q During approach; from an altitude flicts with greater alerting time. This
of 1,500 ft. down to 10 ft. AGL, is accomplished by utilizing the air-
Q During a missed approach; until craft position, flight path angle,
an altitude of 1,500 ft. AGL is track, and speed relative to the ter-
reached. rain database image forward of the
aircraft.
Enhanced Functions
Caution and warning alerts are gen-
Envelope Modulation
erated if terrain or an obstacle con-
Envelope Modulation provides flict with signals projected forward
improved alert protection and of the aircraft. These signals project
expanded alerting margins at identi- down, forward, then up from the air-
fied key locations throughout the craft with a width starting at ºnm and
world. This is automatic and extending out at 3 laterally or more
requires no flight crew action. if turning. The look-down and up
Modes 4, 5, and 6 are expanded at angles are a function of the aircraft
certain locations to provide alerting flight path angle, and the look-down
protection consistent with normal distance a function of the aircraft's
approaches. Modes 1, 2, and 4 are altitude with respect to the nearest
desensitized at other locations to runway. The look-ahead distance is a
prevent nuisance warnings that function of the aircraft's speed, and
result from unusual terrain or of the distance to the nearest runway.
approach procedures. Any terrain conflict of the signal
Terrain Clearance Floor activates the EGPWS caution lights
(TCF) and the aural CAUTION TERRAIN
or TERRAIN AHEAD message. An
When the TCF function is enabled, it obstacle conflict will provide a CAU-
enhances the basic GPWS Modes by TION OBSTACLE or OBSTACLE
alerting the pilot to descent below a AHEAD message. The caution alert
defined terrain clearance floor, is typically given 60 seconds ahead of
regardless of the aircraft configura- the terrain/obstacle conflict and is
tion. The TCF alert is a function of repeated every seven seconds as long
the aircraft's radio altitude and dis- as the conflict remains within the cau-
tance to the center of the nearest run- tion area. When the warning envelope
way in the database. is intruded (typically 30 seconds prior
TCF alerts will illuminate the to the terrain/obstacle conflict),
EGPWS caution lights and the aural EGPWS warning lights activate and
message “TOO LOW TERRAIN”. the aural message “TERRAIN, TER-
The audio message is provided once RAIN, PULL UP” or “OBSTACLE,
when initial envelope is penetrated OBSTACLE, PULL UP” is annunci-
and again for each additional 20% ated with “PULL UP” repeating con-
decrease in radio altitude. The tinuously while the conflict is within
EGPWS caution lights will remain the warning area.

January 2004
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CAE SimuFlite
Terrain Alerting And Display alert is changed to solid yellow

(TAD) (100% density). When a warning
alert is triggered, the terrain/obstacle
The EGPWS Terrain Alerting and that created the alert is changed to
Display (TAD) provides an image of solid red (100% density).
the surrounding terrain, represented
in various colors and intensities. The transition between green and
NOTE: When a TAD caution or
warning alert is active, the display
yellow is below the aircraft in order
Depending on the system installed, to account for altimetry and/or ter-
image (cells) surrounding the target there are two types of TAD displays.
are enlarged (surrounding cells are rain/obstacle height errors. Also, the
The first provides a terrain image transition altitudes between colors
illuminated). This allows a smaller
only when the aircraft is 2,000 ft. or are biased upward proportional to
terrain or obstacle (e.g., a single
tower) to be better seen on the
less above the terrain (standard). A the descent rate when greater than
display. second, called Peaks, enhances the 1,000 ft. per minute. This provides
standard display characteristics to approximately a 30-second advance
provide a higher degree of terrain display of terrain.
awareness independent of the air-
craft's altitude. Terrain and obsta- Essentially, pilots should note that
cles, forward of the aircraft, are any yellow or red painted terrain is
displayed in both instances. Obsta- at or above the aircraft's altitude and
cles are presented on the cockpit dis- appropriate terrain clearance needs
play as terrain, employing the same to be provided.
display-coloring scheme. TAD Pop-up And Autorange
NOTE: With respect to standard or
Standard TAD Based on the display system used,
Peaks display, terrain and or obstacle A standard TAD provides a graphi- there may be additional terrain dis-
presentation is always based on (and cal plan-view image of the surround- play features. These are defined as
scaled for) the geographic area avail- ing terrain as varying density installation options and allow for the
able for display. Consequently, ter- patterns of green, yellow, and red. following:
rain and/or obstacles outside of the
The selected display range is also Q Automatic display of terrain on
selected display range and defined
display sweep do not have any effect
indicated on the display, and an indi- the cockpit display (TAD pop-up)
on the displayed image. cation that TAD is active is either in the event that a caution or
indicated on the display or by an warning alert is triggered. In some
adjacent indicator. cases, an active display must be
Each specific color and intensity selected first.
represents terrain (and obstacles) Q Auto-range when pop-up occurs.
below, at, or above the aircraft's alti- This provides for the automatic
tude, based on the aircraft's position range presentation for terrain as
to the terrain in the database. If no defined for the display system
terrain data is available in the data- configuration (typically 10 nm).
base, then this area is displayed in a In this case, if the terrain auto-
low-density magenta color. Terrain range is different from the display
more than 2,000 ft. below the air- system selected range, the dis-
craft, or within 400 (vertical) ft. of played range value on the cockpit
the nearest runway elevation will not display is flashed or changed
be displayed (black). color until the range is manually
When a caution alert is triggered, the reselected or terrain display is
terrain or obstacle that created the deselected.

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Avionics
Peaks lowest on the bottom. However, in
the event that there is no appreciable
Peaks has all the characteristics of
difference in the terrain/obstacle ele-
the standard TAD but with addi-
vations (flat terrain), only the highest
tional terrain display features for
value is displayed. Additionally, the
enhanced situational awareness
color of the elevation value is pre-
independent of the aircraft's altitude.
sented the same as the color of the
These are the principle additions:
terrain display containing that eleva-
Q
the digital display of the highest tion (i.e., red if the terrain/obstacle
and lowest terrain/obstacle eleva- with that elevation is depicted as red
tions currently displayed, in the terrain plan view, yellow if yel-
Q
the display of additional solid or low, etc.,).
lower density color bands, includ- When the aircraft is 500 ft. (250 ft.
ing the addition of the graphic with gear down) or less above the ter-
representation of sea level (0 ft. rain in view (yellow or red is dis-
MSL). played), the Peaks color scheme is
With Terrain Display selected on, identical to the standard display, with
digital values representing the high- the exception of the addition of sea
est terrain/obstacle elevation and the level when supported by the display.
elevation for the bottom of the low- When the aircraft is more than 500
est color band are displayed. These ft. (250 ft. with gear down) above
are based on the range selected (ter- the terrain in view (no yellow or red
rain in view). displayed), additional (green) color
These elevations are expressed in bands are presented. These added
hundreds of feet above sea level with bands are computed and displayed as
the highest elevation on top and the a function of the highest and lowest
elevations in view.

January 2004
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CAE SimuFlite
Table 5B-C indicates the TAD col- Geometric Altitude

ors and elevations (standard and Based on GPS altitude, geometric alti-
Peaks). tude is a computed altitude designed to
TCF/TAD INOP and INHIBIT reduce or eliminate errors potentially
induced in corrected barometric alti-
TAD/TCF functions may be inhibited
tude by temperature extremes, non-
by manual selection of a cockpit ter-
standard pressure altitude conditions,
rain inhibit switch. Neither loss nor
and altimeter miss-sets. This ensures
inhibited TAD/TCF will affect the
an optimal EGPWS terrain alerting
basic GPWS functions (Modes 1-7).
and display capability. Geometric alti-
If Peaks is not active and TAD tude also allows EGPWS operations in
becomes unavailable due to position corrected barometric altitude relative
error, terrain inoperative or unavail- to field elevation (QFE) environments
able is not indicated if the aircraft is without custom inputs or special oper-
greater than 8,000 ft. above the high- ational procedures.
est terrain or obstacle within a 320
The geometric altitude is designed to
NM radius. If indicated below the
allow continued operation when one
8,000-ft. threshold, it is extinguished
or more of the altitude components
when the aircraft climbs above, and is
are not available. If all component
again displayed once the aircraft
altitudes are invalid or unreasonable,
descends below the 8,000-ft. thresh-
the GPS altitude is used directly. If
old. This eliminates potentially long
GPS altitude fails or is not present,
term illumination of the condition dur-
the EGPWS reverts to using cor-
ing the high en route phase of flight.
rected barometric altitude alone.
Color Indication
Solid Red Terrain/Obstacle Threat Area – Warning.
Solid Yellow Terrain/Obstacle Threat Area – Caution.
50% Red Dots Terrain/Obstacle that is more than 2,000 ft. above aircraft altitude.
50% Yellow Dots Terrain/Obstacle that is between 1,000 and 2,000 ft. above aircraft altitude.
25% Yellow Dots Terrain/Obstacle that is 500 ft. (250 ft. with gear down) below to 1,000 ft. above
aircraft altitude.
Solid Green (Peaks only) Shown only when no Red or Yellow Terrain/Obstacle areas are within range on the
display; Highest terrain/Obstacle not within 500 ft. (250 ft. with gear down) of
aircraft altitude.
50% Green Dots Terrain/Obstacle that is 500 ft. (250 ft. with gear down) below to 1,000 below
aircraft altitude.
(Peaks only) Terrain/Obstacle that is the middle elevation band when there is no Red or Yellow
terrain areas within range on the display.
16% Green Dots Terrain/Obstacle that is 1,000 to 2,000 ft. below aircraft altitude.
(Peaks only) Terrain/Obstacle that is the lower elevation band when there are no Red or Yellow
terrain areas within range on the display.
Black No significant Terrain/Obstacle.
16% Cyan (Peaks only) Water at sea level elevation (0 ft. MSL).
Magenta Dots Unknown terrain. No terrain data in the database for the magenta area shown.
Table 5B-C; TAD Colors and Elevations (Standard and Peaks)

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Avionics
The geometric altitude function is The system operates in these modes:
fully automatic and requires no pilot Q pitch and roll hold
action other than the proper setting of
corrected barometric altitude on the Q heading select
altimeter. Q navigation
Aural Declutter Q approach
The aural declutter feature is installed Q altitude hold
to reduce the repetition of the aural Q altitude preselect
messages. If this function is disabled,
the warning will repeat continuously Q LVL change
until the specific mode envelope is Q speed
exited. Q vertical speed
Automatic Flight Q go-around
Control System Autopilot Panel

(AFCS) The autopilot panel located at the
bottom of the control pedestal (Fig-
The Automatic Flight Control Sys- ure 5B-29) contains the following
tem is a dual independent, fail pas- controls:
sive autopilot, which provides dual
independent flight directors, a 3-axis A/P Lever
autopilot, and automatic pitch and The A/P lever is spring-loaded OFF
roll trim control. The AFCS controls (DISENGAGED) and held ON
consist of the autopilot panel, two (ENGAGED) by a solenoid. To
mode select panels, disengage and engage the autopilot, raise the A/P
sync push buttons on the control lever until the solenoid holds it
wheels, and a GO AROUND push engaged. If it fails to engage, it is
button on the left thrust lever. because the computer has failed, or
The system incorporates two flight has detected a failure. Upon engage-
control computers (FCC). The FCCs ment, if any flight director mode is
are semi-independent. Both must be in use, the autopilot will follow the
working to engage the autopilot, but flight director commands. Other-
each operates its own flight director wise, the autopilot will be in pitch
independently. If one FCC fails, the and roll mode. All mode changes are
AFCS will disengage, but the opera- synchronized to provide smooth
tive FCC will continue to operate its transitioning.
flight director.
5B-29

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CAE SimuFlite
A green AP ← at the upper left cor- holds it engaged. When engaged, if

ner of each PFD annunciates autopi- the FCC detects a yaw damper fail-
lot engagement. When the A/P XFR ure, it disengages the YD. If the con-
is selected, and the autopilot is condition causing the disengagement
trolled by the No. 2 FD and MSP, the was momentary, the pilot can re-
NOTE: Loss of the No. 1 AHRS annunciation changes to AP→. An engage the YD after the condition
will cause the A/P to disengage. A/P disengagement causes an aural passes.
tone and the annunciation to flash
To disengage the yaw damper,
yellow. To cancel the aural tone and
yellow annunciation, depress the Q
Depress the red autopilot discon-
autopilot disconnect switch, the GO nect switch on either control
AROUND switch, or reengage the wheel.
autopilot. Q Move the YD engage lever to the
disengaged position.
To disengage the autopilot, do the
following: A/P XFR Push Button
Q
Depress the red autopilot discon- Normally, the system responds to the
nect switch on either control pilot's mode select panel and flight
wheel (the yaw damper is also dis- director. Depress the A/P XFR but-
engaged). ton to change to the copilot's mode
Q Depress the GO AROUND switch select panel and flight director.
on the left thrust lever (yaw
damper remains engaged). TURB Push Button
Q Actuate the center button on the TURB adapts the autopilot pitch and
control wheel trim switch (yaw roll responses to compensate for tur-
damper remains engaged). bulence. It is automatically cleared if
Q Move the AP engage lever to the a localizer is captured or if the auto-
disengaged position (yaw damper pilot is disengaged.
remains engaged). PITCH Knob
Autopilot disengagement will ini- The pitch knob is spring-loaded to
tiate an aural tone. The tone may be return to center when released. The
canceled by a second actuation of pitch angle attained prior to switch
the following: release will be maintained. The pitch
Q autopilot disconnect switch knob commands AFCS pitch
Q
GO AROUND switch changes. Displacing the switch
clears any vertical mode except
Q center button on the control wheel glideslope capture and returns the
trim switch.
AFCS to the pitch mode.
Yaw Damper (YD) Lever PITCH Mode
The yaw damper (YD) lever is Pitch is the basic vertical mode. The
spring loaded off (DISENGAGED) AFCS is in pitch mode unless another
and held on (ENGAGED) by a sole- vertical mode is selected. It maintains
noid. To engage the yaw damper, the pitch angle at initiation, or as
raise the YD lever until the solenoid commanded by the pitch knob.

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Avionics
TURN Knob Mode Select Panel (MSP)
The TURN knob commands AFCS The MSP contains the autopilot
turns. Moving it clears any lateral mode select switches (Figure 5B-
mode except approach or localizer 30). All switches toggle their func-
capture, returns the AFCS to roll tions on and off with indicator lights
mode, and commands a roll angle, above them to verify switch selec-
up to 30 degrees, proportional to the tion status. Also, mode selections
knob position. The knob remains in and transitions (i.e., armed to cap-
place when released. If out of its ture) are displayed on the PFD by
detent upon autopilot engagement, it flashing the mode for 5 seconds
is ignored until returned to its detent. before becoming steady. Lateral and
Localizer capture disables the turn vertical modes are independent of
knob. each other. The lateral and vertical
Roll Mode switches are separated by a raised
bar. Upon power up, the indicator
Roll mode is the basic lateral mode. lights flash on, and then go off HDG
The AFCS is in roll mode unless
another lateral mode is selected. If Heading mode commands the air-
the roll angle is less than 5 degrees, plane to turn to and maintain the
roll mode levels the wings and holds heading set with the heading knob
the heading. If roll angle is between on the course heading panel. The
5 degrees and 30 degrees when initi- heading bug on the PFD indicates
ated, it holds the roll angle until the the selected heading. The maximum
turn knob is turned. It rolls to an commanded roll rate is 4.5 deg/sec
angle proportional to the turn knob and the maximum bank angle is 27
position. If the roll angle is greater degrees. Selecting another lateral
than 30 degrees at initiation, the roll mode clears heading mode.
angle is reduced to the 30-degree APPR
limit and maintained. The type of approach is determined
AFCS by the active navigation source. The
MODE . . . . PFD ANNUNCIATION APPR mode arms when the button is
Pitch. . . . . . . . . . . . . . PTCH (green) pressed and automatically captures
when capture conditions are met.
Roll . . . . . . . . . . . . . . ROLL (green)
Prior to capture, the system operates
Heading Hold . . . . . . . HDG (green) in the currently active lateral mode.
5B-30

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CAE SimuFlite
VOR/ILS FMS to ILS

Approach mode is available with If a localizer-based approach is
VOR, LOC or FMS navigation selected via the FMS, the FMS will
sources. Set the desired heading automatically tune the NAV receiver
prior to selecting APPR. The to the proper ILS frequency 30 miles
inbound course should be inter- from the airport and the preset
cepted at an angle less than 90 course will be displayed on the HSI
degrees. The annunciation VOR or in cyan. The FMS may be utilized to
LOC will appear on the PFD in fly the depicted procedure turn or the
white. When the inbound course is HDG mode may be utilized to fly
captured, the annunciation changes radar vectors to the final approach
to green. When the glideslope is course. On procedure turn inbound
intercepted, GS will be annunciated or after receiving the vector to inter-
CAUTION: Do not select approach
until aircraft heading is within 90° of
on the PFD in green. Any selected cept the final approach course, select
the inbound course. Otherwise the vertical modes will clear at glides- APPR. The present ILS NAV source
aircraft may intercept the back lope capture. will become active and the aircraft
course. will intercept and fly the localizer/
FMS glideslope.
If an FMS-based non-precision
Lateral Mode Annunciations
approach is being performed, the
FMS will be annunciated on the PFD AFCS
in green. The FMS may be utilized MODE. . . . PFD ANNUNCIATION
to fly the depicted procedure turn or HDG . . . . . . . . . . . . . . HDG (green)
the HDG mode may be utilized to fly HALF BANK . . . . 1/2 BNK (green)
radar vectors to the final approach
course. On procedure turn inbound ROLL . . . . . . . . . . . . ROLL (green)
or after receiving the vector to inter- NAV Arm . . . . HDG or Roll (green)
cept the final approach course, select and FMS, VOR
APPR. When the inbound course is or LOC (white)
intercepted, GP will annunciate in NAV Capture. . . . . . . . . FMS, VOR
white to indicate arming of the FMS- or LOC (green)
defined glidepath. Present vertical Dead Reckoning . . . . . .DR (yellow)
modes will continue to be flown
until the glidepath is intercepted. 1/2 BANK
After glidepath interception, VGP Half bank mode reduces by one half
will be annunciated in green and the the maximum commanded roll
preselector may be set to the missed angle, including FMS steering com-
approach altitude. The aircraft will mands and NAV captures. Over-
level at the MDA for a V-MDA shoots may occur when using a non-
approach or fly to an elevation 50 FMS NAV source or when using an
feet above runway elevation for a V- FMS NAV source without selecting
RWY approach. AUTO LEG.

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Avionics
The 1/2 BANK mode is automati- VS
cally selected when the aircraft
climbs through 18,500 feet. As the Vertical speed mode is selected and
aircraft descends through 18,500, the cleared by pushing the VS switch.
1/2 BANK mode is automatically Upon selection of VS mode, the VS
deselected. Half bank may be manu- reference (displayed on the PFD) is
ally selected or deselected by selec- synchronized to the current vertical
tion of the 1/2 BANK mode select speed. Except when using the cross-
switch on the MSP. Approach mode side air data system, the VS refer-
capture clears the half bank mode. ence value can be changed up, the
The half bank mode selection is indi- maximum value using the VS refer-
cated by illumination of the indicator ence knob. The VS reference is re
above the 1/2 BANK mode select synchronized to the current vertical
switch on the MSP and by display of speed whenever the sync switch is
1/2 BNK on the PFD. pushed while not coupled. Vertical
NAV speed mode is automatically cleared
by selection or automatic capture of
NAV mode couples the active NAV another vertical mode.
course to the autopilot. If the air-
plane is in a position to track a VNAV
course when NAV is selected, the The VNAV switch selects the verti-
AFCS will capture that course and
cal navigation mode. VNAV is avail-
track it. If the airplane is not in posi-
able only when the onside FMS is
tion to track the course, the AFCS
selected as the navigational source.
will arm that mode, but remain in the
ROLL or HEADING mode until the When selected, a green “V” is pre-
airplane starts to intercept the fixed to the current vertical mode.
course. Then, the AFCS will capture The autopilot will continue to fly the
the course and start tracking. Upon present vertical mode until the FMS-
capture, the armed mode, which was defined vertical path is captured.
displayed in white to the right of the After capture, V PATH is displayed
active mode, becomes the active in green on the PFD. The flight man-
mode. The pilot must fly a heading agement computer applies vertical
that will intercept the course at less pitch commands to the flight control
than 90 degrees. computer. When flying to an FMS
If any data or signals necessary to fly VNAV altitude, ALTV is displayed
the selected course are missing or in white on the PFD. A green
lost before capture, the system will VALTV CAP is annunciated during
still arm the selected mode but can- VNAV altitude captures followed by
not capture. If the navigation or a green VALTV indicating VNAV
source mode data is lost or becomes altitude tracking. If the pilot manu-
invalid after capture, the capture ally deviates off the FMS vertical
mode will still be annunciated, but path, “PATH” will annunciate in
the steering is flagged as invalid. amber; “PATH” will rearm and
Changing the active NAV or the lat- annunciate in white when the devia-
eral mode cancels the capture. Dead tion exceeds 1 dot.
reckoning (DR) is annunciated dur-
ing station passage.

January 2004
Table of Contents
CAE SimuFlite
LVL CHG ALT (Altitude Hold)

When LVL CHG mode is selected The ALT mode commands the
manually, the airspeed bug (IAS or AFCS to maintain the pressure alti-
MACH) is set to the current speed tude present at initiation. The alti-
and FLC is annunciated in green on tude hold mode is cleared by the
the PFD. The airspeed bug can be selection of another vertical mode or
manually changed via the IAS knob by glideslope capture.
on the ARP. Power may be adjusted
Altitude Preselect
to climb or descend to the prese-
lected altitude. If the power is set to Altitude preselect is armed by
climb or descend away from the pre- changing the ALT SEL knob on the
selected altitude (i.e., maximum air data select panel when vertical
power set and preselector set for a go-around is cleared or steering
descent) the flight director will com- commands are displayed on the
mand zero vertical speed and not fol- PFD. Altitude preselect mode arm is
low the airspeed bug. During a cleared by altitude capture, glides-
climb, LVL CHG will automatically lope capture, go-around selection, or
transition to MACH hold above when there are no steering com-
29,500 ft. During a descent, LVL mands displayed on the PFD.
CHG will automatically transition to
Altitude preselect capture occurs
IAS hold below 29,500 ft. The pilot
when the altitude of the airplane
can also manually select IAS or approaches the alerter. Capture will
MACH hold via the speed switch.
not occur if the alerter is moved
SPEED (Speed Hold) through the current altitude. The cap-
ture point is a function of closure rate,
The speed switch selects either IAS
with the capture point moving away
or MACH hold, while in LVL CHG
from the preselected altitude for high
mode. closure rates. After capture, the previ-
Overspeed ously active vertical mode is cleared.
If the current airspeed is VMO + 10 or If altitude capture occurs while the
pitch knob is out of the detent, the
MMO + 0.015, LVL CHG is automat-
FCC will clear the altitude capture
ically selected and FLC will flash in and return to pitch knob operation.
yellow. The flight director will pro- The ALTS CAP message will be
vide commands to reduce speed to valid during the altitude capture tran-
VMO -5 or MMO -0.015. FLC will sient. Barometric altitudes are used
return to green below VMO or MMO. for all preselect computations. When
In ALTS, ALTV or ALT mode, LVL captured or in track, altitude preselect
CHG is not automatically selected. mode is automatically canceled by
The autopilot will maintain altitude selection or automatic capture of
in an overspeed condition. another vertical mode.

January 2004
Table of Contents
Avionics
During altitude capture if the preselect PRESELECT ALTITUDE
altitude is changed, pitch mode is auto- TRACK . . . . . . . . . . . ALTS (green)
matically selected and altitude prese- PRESELECT ATTITUDE
lect mode is rearmed. After becoming CAPT . . . . . . . .ALTS CAPT (green)
established on a preselected altitude
(altitude track), if the preselected alti- PRESELECT ALTITUDE
tude is changed, altitude hold mode is TRACK . . . . . . . . . . . ALTS (green)
automatically selected and altitude pre- PRESELECT ALTITUDE
select mode is rearmed. ABORT . . . . ALTS (yellow flashing
FD OFF for 10 seconds
and then removed)
The FD OFF switch removes steer- VNAV ALTITUDE NOTE: Selection of VNAV will
ing and mode information from the ARM . . . . . . . . . . . . .ALTV (white) append V to the current vertical
PFD by selecting basic pitch and roll mode. (i.e., VVS is displayed with
VNAV ALTITUDE
modes when not coupled. VNAV and Vertical Speed selected).
CAPT . . . . . . . VALTV CAP (green)
Vertical Mode Annunciators VNAV ALTITUDE
AFCS TRACK . . . . . . . . . .VALTC (green)
MODE . . . . PFD ANNUNCIATION VNAV ALTITUDE
APPROACH ARM . . . . FMS, LOC, ABORT . . VALTV (yellow flashing
VOR, B/C (white) for 10 seconds
APPROACH CAPT. . . . FMS, LOC, and then removed)
VOR, B/C (green) SYNC. . . . . . . . . . . SYNC (yellow)
GLIDESLOPE ARM. . . GS (white) Flight Control Computer
GLIDESLOPE CAPT . . GS (green) (FCC)
VNAV GLIDEPATH The FCCs, located in the IAPS card
ARM . . . . . . . . . . . . . . . GP (white) cage, receive flight director mode
VNAV GLIDEPATH select data from the MSPs, analog
CAPT. . . . . . . . . . . . . . VGP (green) bleed air pressure from both engines,
VERTICAL SPEED . . . VS (green) attitude and heading data from the
AHCs and manual pitch/roll com-
LVL CHG . . . . . . . . . . FLC (green)
mand and engage logic from the
VNAV PATH ARM . . PATH (white) autopilot panel. It applies this data
VNAV PATH . . . . . . VPATH (green) through the IOCs to be displayed on
PITCH . . . . . . . . . . . . PTCH (green) the PFDs. Flight director commands
and autopilot mode/status indica-
ALTITUDE HOLD . . . ALT (green)
tions are also displayed on the PFDs.
PRESELECT Instrument panel annunciator and
ALTITUDE ARM . . . ALTS (white) rudder boost data is sent to the DAU
PRESELECT ATTITUDE for processing.
CAPT. . . . . . . . ALTS CAPT (green)

January 2004
Table of Contents
CAE SimuFlite
SVO-85 Primary Rudder Boost

Servos The rudder boost switch (Figure
The primary servos are located near 5B-31), located on the center pedes-
the airplane’s elevator, aileron and tal, is labeled “RUD BOOST” with
rudder control surfaces. When ARM and OFF positions. It is a fail-
engaged, the FCC computers apply passive system that deflects the rud-
differential drive to each servo. der to compensate for asymmetrical
Servo motors then run to position the thrust. Asymmetrical thrust is deter-
aircraft control surfaces in response mined by four pressure transducers
to the autopilot command. The (two on each engine) that sense PC
SVO-850(A) elevator servo posi- pressure. If both transducers for an
tions airplane control surfaces in the engine send like signals to the auto-
pitch axis; SVO-85(B) aileron servo pilot computer, the rudder is
positions the airplanes control sur- deflected. The system is not acti-
face in the roll axis; and SVO-85(C) vated when reverse thrust is
rudder servo positions the airplanes selected. When the system fails or
control surface in the yaw axis. the OFF position is selected, the
Automatic Trim RDR BST FAIL annunciator is illu-
minated. The rudder boost, autopilot
Coupler (ATC) and yaw damper all use the same
The ATC, located in the IAPS card rudder servo to deflect the rudder,
cage, monitors the aileron servo but the rudder boost has first prior-
motor drive from the FCCs and auto- ity, the yaw damper has second pri-
pilot engage status. It provides arm ority and the autopilot has last
and command outputs to the roll trim priority.
system that automatically run and
null the aerodynamic forces that the
primary servo is required to hold.
5B-31

January 2004
Table of Contents
Avionics
Flight Hour Meter minutes and seconds. The right dis-

play incorporates four incandescent Indicating/
The flight hour meter (Figure 5B-
32) is located on the right side panel.
digits with a colon separating each
pair. The available functions are Recording
The indicator records operating time
of the airplane and displays the oper-
flight time (FT), elapsed time (ET),
local time (LT) and universal time Systems
ating time in hours and tenths. The (UT).
indicator has a range of 10,000 hours
with automatic recycle to permit Cockpit Voice
continuous, uninterrupted operation.
It indicates time from takeoff to Recorder (CVR)
touchdown. The cockpit voice recorder (Figure
The flight hour meter indicator dis- 5B-34) provides a continuous 30/
plays airplane operating hours when- 120-minute record of all cockpit
ever the battery switch is ON, the voice communications and aural
applicable circuit breakers are warnings. The system is operable
engaged and the main gear strut is when the BATTERY switch is
extended. placed in the ON or EMER position.
The pilot's and copilot's boom mics
Clocks and oxygen mask mics, when
selected, are recorded by the CVR.
Digital clocks with two displays
Transmissions from the hand held
(Figure 5B-33) are installed on the
mic are recorded only when the mic
pilot’s and copilot’s instrument pan-
is keyed.
els. The left display incorporates six
incandescent digits with a colon sep- The CVR cockpit microphone is
arating each pair. The display pre- located in the center of the lower
sents universal time in hours, side of the shroud panel.
5B-33
5B-32 5B-34

January 2004
Table of Contents
CAE SimuFlite
The control panel contains a green tone), and to erase functions. The
TEST button for checking CVR aural output to the headset has a 1/2-
operation. This self-test verifies that second delay and should be heard
the recorder is operating properly without distortion.
when the meter needle moves to the
A red ERASE button is provided. The
“GOOD” area of the dial.
erase cycle will start when the button
A jack, labeled HEADSET 600 is released after being depressed for 3
OHMS, is located on the CVR panel. seconds. The erase cycle takes
A headset plugged into the jack can approximately 12 seconds. A 400-Hz
be used to check microphone opera- tone is available to the headset jack
tion and aural communications, to during the erase cycle. The erase but-
monitor the self-test (a low-pitched ton is inoperative in flight.

January 2004
Table of Contents
Avionics
Preflight Q depressing the go-around button

on the left thrust lever (yaw Preflight and
Verify that the pitot heads and static
ports are clear and free of obstruc- Q
damper remains engaged).
actuation of the center button on
Procedures
tions. Verify that all static wicks and
either control wheel trim switch
dischargers are present and secure.
(yaw damper remains engaged).
Check all accessible antennas for
condition and security. Q
moving the autopilot engage lever
to the disengage position (yaw
Abnormal and damper remains engaged).
Emergency Q selecting the EMER position of
Procedures the pitch trim selector switch (yaw
damper remains engaged).
The following procedures apply to
Autopilot disengagement initiates an
the Beechjet 400A airplane equipped
aural tone. The tone can be canceled
with AMS-5000 Aircraft Manage- by a second actuation of the following:
ment System. Refer to the respective
AFM and supplements for avionics
Q
trim interrupt/AP disengage
equipment installed in a particular switch
aircraft. Q go-around button
The following abnormal and emer- Q center button on the control wheel
gency procedures involve the avion- trim switch.
ics systems. These procedures Autopilot Trim Fail
include the following:
Illumination of the red AP PITCH
CAUTION: When disengaging the
Q
autopilot disengagement TRM FAIL/AP ROLL TRM FAIL autopilot, be prepared for the out-of-
Q
autopilot trim fail annunciators indicates that the pitch trim forces.
or roll follow-up function of the
Q
autopilot overspeed recovery autopilot has failed. Check the trim
Q
flight director malfunctions indicators to ensure that the trims are
in the proper position for the flight
Q
maximum altitude losses
conditions.
Q yaw damper failure
On the control wheel, depress the
Q single RTU fail trim interrupt/AP disengage switch
Q
dual RTU fail and retrim as necessary.
Q
tuning radios with radio remote Autopilot Overspeed
tuning disabled Recovery
Q air data computer failure If the airspeed exceeds VMO +10
Q
electronic flight display messages. KIAS/MMO -0.10 Mach, the autopi-
lot enters an overspeed recovery
Autopilot Disengagement mode. Overspeed recovery mode WARNING: In flight, do not over-
The autopilot can be disengaged by commands a pitch-up to decelerate power the autopilot in pitch or roll.
The trim will operate in the direction
Q depressing the trim interrupt/AP and maintain VMO -5 KIAS/MMO
opposing the overpower force,
disengage switch on either control +0.015 Mach. If an overspeed occurs which will result in large out-of-trim
wheel (yaw damper disengages). while the autopilot is engaged, place forces.
the thrust lever to idle and reselect
the vertical mode as required.

January 2004
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CAE SimuFlite
NOTE: Due to the level of redun- Flight Director Single Radio Tuning Unit
dancy and monitoring in the autopi- Malfunctions (RTU) Failure
lot, only flight director malfunctions
Symptoms of this type of failure If a single RTU has failed, select
can occur.
include a departure from the DSABL on the reversionary panel.
intended flight path, failure to follow Tune the radios using the cross-side
NAV, LOC or GS commands and RTU or either CDU.
NOTE: COMM 2 and NAV 2 attitudes exceeding defined limits.
radios cannot be retuned. ADF fre- Dual Radio Tuning Unit
quencies, DME frequencies and On the control wheel, depress the (RTU) Failure
ATC (transponder) codes cannot be trim interrupt/AP disengage switch
If both RTUs fail, select DSABL for
retuned. Frequencies and codes that and recover the airplane’s attitude. If
the airplane was on an instrument both RTUs on the reversionary
were tuned at the time of failure will
panel. Tune COMM 1 and NAV 1
remain active. approach, initiate a missed approach
using the pilot’s CDU.
procedure.
Maximum Altitude Losses Air Data Computer Failure
NOTE: The automatic trim system These were the maximum altitude When there is an air data computer
will operate correctly, such that no losses observed during flight direc- failure, a red boxed IAS, ALT or VS
excessive control wheel loads will tor malfunctions: will be displayed on the PFD and, if
be present when the autopilot is dis- the pilot’s side ADC fails, the pitch
engaged. Climb . . . . . . . . . . . . . . . . . . .150 ft. trim will revert to a low trim rate.
Cruise . . . . . . . . . . . . . . . . . . .180 ft. Monitor the standby instruments and
Descent . . . . . . . . . . . . . . . . . .200 ft. check the ADC circuit breakers on
the forward circuit breaker panel. If
NOTE: In the event of a balked Maneuvering. . . . . . . . . . . . . .100 ft.
the circuit breaker will not reset,
landing go-around with the pilot’s Approach/ILS Coupled . . . . . .23 ft. select the cross-side ADC on the
ADC inoperative, the low trim rate reversionary switch, use the cross-
may result in control forces higher
One engine
inoperative/ILS coupled . . . . .16 ft. side ADS panel for air data control,
than normal.
and continue with the flight.
Yaw Damper Failure
Flight Display Messages
If the yaw damper fails, first check
the FCS-1 and FCS-2 circuit break- Each of the flight displays are pro-
ers on the forward circuit breaker grammed with messages to indicate
panel. If the circuit breakers are in, specific faults within that system.
try re-engaging the yaw damper. If it Those messages are summarized in
won’t re-engage, leave the yaw following tables.
damper off and continue the flight
below 28,000 ft.

January 2004
Table of Contents
Avionics
Primary Flight Display (PFD)
Message Color Cause Action Required
None None Display failure has occurred. Monitor standby instruments. Select PFD REV.
Note: Copilot may not have reversionary capability,
depending on panel configuration.
DISPLAY TEMP Red boxed PFD overtemp has occurred. Monitor standby instruments. Select PFD REV.
Note: Copilot may not have reversionary capability,
depending on panel configuration.
ATT Red On-side attitude has failed. Monitor standby attitude gyro. Select cross-side
AHRS.
ATT1 or ATT2 Yellow Cross-side attitude is displayed. None. Comparators are OFF. Autopilot cannot be
engaged in a cross-side display mode.
MAG Red boxed Displayed heading has failed. Select cross-side AHRS.
MAG1 or MAG2 Yellow Cross-side heading is displayed. None. Heading comparators are OFF.
PITCH Yellow boxed Pilot’s and copilot's AHRSs Monitor standby attitude gyro. Select cross-side
disagree in pitch attitude. AHRS on reversionary panel with failed AHRS.
ROLL Yellow boxed Pilot’s and copilot's AHRSs Monitor standby attitude gyro. Select cross-side
disagree in roll attitude. AHRS on reversionary panel with failed AHRS.
HDG Yellow boxed Pilot’s and copilot's AHRSs Depress pilot’s and copilot's FAST SLAVE buttons. If
disagree in magnetic heading. condition persists: Select windshield heat to LOW;
defog fans OFF. Monitor magnetic compass. Select
cross-side AHRS on reversionary panel with failed
AHRS.
LOC1/2 Red boxed Displayed localizer has failed. Select another source or use alternate display.
VOR1/2 Red boxed Displayed VOR has failed. Select another source or use alternate display.
FMS Red boxed FMS navigator has failed. Select another NAV source.
GS Red boxed Displayed glideslope has failed. Select another source or use alternate display.
BRG VOR1/2 (Only Red Displayed VOR has failed. Select another source or use alternate display.
VOR 1/2 in red;
boxed)
BRG FMS (Only Red FMS navigator has failed. Select another source or use alternate display.
FMS in red; boxed)
BRG ADF (Only ADF Red Displayed ADF has failed. Select another source or use alternate display.
in red; boxed)
DR Yellow FMS navigator is in dead- Be aware that FMS navigator is in DR mode.

reckoning mode.
RA Red boxed Displayed radio altitude has Use cross-side display, or be aware that decision
failed. height function is not available.
MDA/RPT--- (Only Red MDA/RPT function has failed. Use cross-side display, or be aware that MDA/RPT
dashes red) function is not available.
DH--- (Only dashes Red Decision height function has Use cross-side display, or be aware that decision
red) failed. height function is not available.

January 2004
Table of Contents
CAE SimuFlite
Primary Flight Display (PFD)
IAS Red boxed Air data computer has failed. Monitor standby airspeed. Select cross-side ADC.
ALT Red boxed Air data computer has failed. Monitor standby altimeter. Select cross-side ADC.
VS Red boxed Air data computer has failed. May select cross-side ADC (pilot's option).
RAT/SAT/ISA Red There is no temperature probe Use cross-side display.

dashes data.
Flashing presel alt Yellow/Off There is more than 200-foot Cancel or fly toward preselected altitude.
digits deviation from preselected
altitude.
Flashing presel alt Magenta/Off Within 1,000 feet but more than Cancel alert or fly toward preselected altitude.
digits 200 feet from preselected altitude.
CDU Red boxed On-side CDU or FMS has failed. Select cross-side CDU for display control.
CDU 1 or CDU 2 Yellow Cross-side CDU has been Control display with cross-side CDU.
selected.
CDU 1 or CDU 2 Red boxed Cross-side CDU has failed. Select on-side CDU if on-side CDU has not failed.
E Yellow boxed Pitch servo is applying residual Be prepared to hold residual force in the event of a
force to the indicated control manual or automatic disconnect.
surface.
A Yellow boxed Roll servo is applying residual Be prepared to hold residual force in the event of a
surface.
R Yellow boxed Yaw servo is applying residual Be prepared to hold residual force in the event of a
surface. Message is normal
during conditions of high
asymmetric thrust.

January 2004
Table of Contents
Avionics
Multifunction Display (MFD) and Navigation Display (ND)

None None Display failure has occurred. None.
DISPLAY TEMP Red boxed MFD/ND overtemp has occurred. Pull circuit breaker or be prepared for loss of MFD/
ND display.
RDR FAULT Red Radar has failed. None. Be aware of loss of weather radar.
USTB Cyan Radar stabilization has been Be aware of loss of radar antenna stabilization.
selected OFF. Check stab ON/OFF on CDU.
USTB Yellow Radar stabilization has failed. Be aware of loss of radar antenna stabilization.
RDR CTL FAULT Yellow Display radar control has failed. None. Be aware of loss of weather radar control from
CDU.
MAG Red boxed Displayed heading has failed. Select cross-side AHRS.
MAG1 or MAG2 Yellow Cross-side heading is displayed. None. Heading comparators are OFF.
CDU 1 or CDU 2 Yellow Cross-side CDU has been Control display with cross-side CDU.
selected.
NO FLIGHT PLAN White No FMS flight plan is entered. Enter flight plan into FMS.
MAP CTL FAULT Yellow Map range control has failed. Be aware of loss of map presentations.
NO DATA Yellow There is no text data from FMS Be aware of loss of maps and text data.
AVAILABLE (MFD for maps or text.
only)
Sensor Display Unit (SDU)
Message Color* Cause Action Required

HDG Crossed-out and Displayed heading has failed. Be aware no heading information is available on
boxed SDU.
Bearing Source Crossed-out and Displayed bearing has failed. Select another source or use alternate display.
pointer removed
DME Source Crossed-out and Displayed DME has failed. Select another source or use alternate display.
boxed
VOR 1 VOR 2 ADF1 Crossed-out There is no usable signal. Select another source or use alternate display.
ADF2 FMS
VOR Source Crossed-out scale Displayed VOR has failed, or there Select another source or use alternate display.
and deviation bar is no usable VOR signal.
removed
Deviation Bar Deviation bar There is no usable VOR signal. Select another source or station.
removed
*Sensor display unit is a monochromatic display.

January 2004
Table of Contents
CAE SimuFlite
Control Display Unit (CDU)

CDU FAULT Red CDU has a fault. Select cross-side CDU:
1. Failed CDU will blank, and all CDU functions
should be controlled from operative CDU.
2. Altitude awareness panel (AAP) – Inoperative.
Make selections from AAP on the side with the
operative CDU.
3. Course/heading panel (CHP) – Course knob
inoperative. Make course selections using CRS knob
on the side with the operative CDU.
FMS FAULT Red FMS has a fault. Select cross-side CDU.
SELF-TEST IN Yellow Normal cold start test. None.

PROGRESS
SELF-TEST IN Yellow Normal cold start test. Some Press CONTINUE> (database will need to be
PROGRESS NO portion of the database is reloaded).
DATA BASE corrupted.
CONTINUE >
MSG Yellow New message to read. Press the MSG key and review messages.
Active frequency Red Failed radio. Use other radio.

numerals

January 2004
This section provides a discussion on:

DC electrical system
Electrical
and Lighting
Q
Q
AC electrical system
Q standby power system Systems
Q
lighting systems
Q
master warning system. Chapter 5C
The Beechjet 400A airplane incorporates three electrical power
systems: the DC electrical system, the AC electrical system and
the standby power system. The DC electrical system consists of
two 28.5V DC, 400 ampere-hour, engine-driven starter-genera-
tors, either a 24V DC, 36 ampere-hour nickel cadmium battery or
a 24V DC, 40 ampere-hour lead acid battery, a power distribution
system and a 28V DC external power system. The AC electrical
system consists of two inverters producing 115V AC and 26V
AC, 400 Hz electrical power and a power distribution system. The
standby power system consists of a battery, an ON-ARM switch
and indicators.
The lighting system consists of interior and exterior lights. Inte-
rior lighting includes systems for the flight and passenger com-
partments. Exterior lighting includes the navigation, anti-
collision, landing, taxi, ice detection and logo lights.
The master warning system provides visual and/or aural warnings
of system operation, conditions requiring the operator’s attention,
and emergency conditions requiring immediate operator action.

September 2001
Electrical
CAE SimuFlite

September 2001
Electrical
Electrical System
DC Electrical System Schematic. . . . . . . . . . . . . . . . 5C-6

Table of
DC Power System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-7
DC Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . 5C-7
Contents
Battery System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-7
DC Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-8
DC Electrical Configuration . . . . . . . . . . . . . . . . . . . 5C-11
DC Electrical Configuration Schematic . . . . . . . . . 5C-12
AC Electrical System Schematic. . . . . . . . . . . . . . . 5C-13
AC System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-15
AC Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . 5C-15
AC Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-15
Control and Indications . . . . . . . . . . . . . . . . . . . . . . 5C-15
Bus Fault Protection. . . . . . . . . . . . . . . . . . . . . . . . . 5C-16
AC Inverter Control Circuit . . . . . . . . . . . . . . . . . . . . 5C-16
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-19
External Power System . . . . . . . . . . . . . . . . . . . . . . . 5C-19
Overvoltage Protection (Effectivity: RK-78,
RK-87 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-20
Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-20
Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-21
Standby Power System . . . . . . . . . . . . . . . . . . . . . . . 5C-20
Controls and Indicators . . . . . . . . . . . . . . . . . . . . . . 5C-21
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-21
DC Power Distribution Schematic . . . . . . . . . . . . . 5C-22
CB Panels Schematic. . . . . . . . . . . . . . . . . . . . . . . . 5C-24
Electrical Load Distribution. . . . . . . . . . . . . . . . . . . 5C-25
AC Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . 5C-25
DC Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . 5C-26
Power Source Distribution System. . . . . . . . . . . . . . 5C-26
Primary Power Distribution System . . . . . . . . . . . . . 5C-26
Power Distribution Schematic . . . . . . . . . . . . . . . . . 5C-27
Secondary Power Distribution System. . . . . . . . . . . 5C-28
Emergency Power Distribution System . . . . . . . . . . 5C-29

September 2001
Electrical
CAE SimuFlite
Remote Control Circuit Breakers (RCCB) . . . . . . . . 5C-95

Circuit Breaker Panels . . . . . . . . . . . . . . . . . . . . . . 5C-30
Electrical and Electronic Junction Boxes . . . . . . . 5C-31
Electrical Junction Boxes. . . . . . . . . . . . . . . . . . . . . . 5C-31
Electronic Junction Box . . . . . . . . . . . . . . . . . . . . . . . 5C-31
Lighting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-33
Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-33
Exterior Lighting System . . . . . . . . . . . . . . . . . . . . . . 5C-33
Navigation Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-33
Anti-Collision Lights. . . . . . . . . . . . . . . . . . . . . . . . . 5C-33
Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . . 5C-34
Landing Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-34
Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-35
Tail Floodlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-35
Forward Recognition Light . . . . . . . . . . . . . . . . . . . 5C-35
Interior Lighting System . . . . . . . . . . . . . . . . . . . . . . . 5C-35
Flight Compartment Lighting . . . . . . . . . . . . . . . . . . 5C-35
Passenger Compartment Lighting. . . . . . . . . . . . . . 5C-38
Cargo and Service Compartment Lighting . . . . . . . 5C-40
Emergency Lighting System . . . . . . . . . . . . . . . . . . . 5C-41
Cabin Emergency Lighting . . . . . . . . . . . . . . . . . . . 5C-41
Servicing and Procedures . . . . . . . . . . . . . . . . . . . 5C-43
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-43
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-43
Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . 5C-43

September 2001
Table of Contents
Electrical System CAE SimuFlite
DC Electrical
System
Beechjet 400A Developed for Training Purposes 5C-5 5C-6

October 2001
Table of Contents
CAE SimuFlite
DC Electrical System
MASTER
ENG START L GEN R GEN AHRS AUX BATT STBY BUS
GEN RESET STBY
NORM PWR
NORM
AHRS 1 STBY PWR STBY ATT IND ARM ON
L GEN
O LEFT LOAD BUS AHRS 2 STBY PWR STBY ALT VIB
F L BUS
OFF SELECT FDR FAIL
F COPLT (STBY INST) LT
R L ITT
RESET L START/GEN ANTI SKID
OFF NO. 1 INV PWR LDG GR POS AHRS AUX BATT ENG EFC START
L DEFOG BLOWER RUD TRIM POS COMM 1
L WSHLD ANTI- ROLL TRIM STBY
RTU 1
EMER ICE CONT L THRUST REV PWR
PUSH TO
DISENG L WSHLD ANTI- CONT SUPPLY
LEFT GENERATOR ICE PWR L ENG EFC
CONTROL UNIT LH STAB
DEICE L ENG ANTI-ICE L VIB
L TAIL FLOOD H STAB DEICE L FUEL FLOW
BATT LT PWR MONITOR L OIL TEMP
CUT OFF RECOG LT PWR L LDG LT CONT L FIRE DETECT
LEFT L GAP DEICE PWR 3 PLT WARN LT L WG FUEL QTY INVERTER
STARTER PLT INST LT XFEED VALVE LEFT RADIO BUS NO. 1
GENERATOR HF POWER INST LT CONT FUSLG FUEL QTY
CABIN PRESS L TRANS PUMP SDU 2 ADF 1 PROC 1 HEAT ON
SHUNT LEFT L BLEED VALVE L FUEL TRANS MFD ** RAD ALTM CDU 1 NUMBER 1
MAIN HYD PRESS IND L JET PUMP FCS 1 GPS 1 ATC 1 INVERTER
BUS VENT BLOWER L AUTO BOOST PFD 1 FMS 1 DME 1 OFF HOT BATTERY BUS
EXTERNAL MASTER TEST L BOOST PUMP
POWER L STARTER L GENERATOR
RELAY L BUS ICE DETECTOR A/P TRIM LEFT OVHD BUS BATT VOLT
RELAY LINE CONTACTOR 4 AHRS AUX BATT ROOM LTS
FEED
1 2
3 4
5 RCCB L WIPER 5 AVIONICS ANN/DIM L AOA HEATER ANTI COLL LT GND AUDIO/RTU
EXTERNAL BATTERY
0 X 100 6
DAU A L PITOT HEAT WING INSP LT GND COMM
POWER TIE IN AMPS L BUS PLT CLOCK PILOT STATIC HEAT
2 TIE RCCB ADC 1
RELAY
BATTERY BATTERY LEFT NON-ESSENTIAL BUS EMERGENCY BUS
BATTERY START BUS CHARGE RECOG LT CONT TCAS
RELAY LH BATT RH BUS L LDG LT PWR GALLEY CONT EMERGENCY BUS STBY BATT
GEN GEN HF CONT TIE RELAY BATT FDR PROT
COMPR 0
10 20 30
NO. 2 INV EMER PWR
EMER FEED LOAD EMER WARN LT
FEED RCCB VOLTS BUS FLOOD INST LT
RCCB
VOLT SEL 2 TIE CABIN SIGN
EMER LT
BATTERY EMERGENCY EMER LDG GR POS
RELAY FIRE BELL
BATT FDR FAIL PASS OXYGEN CONT
R STARTER R BUS RIGHT NON-ESSENTIAL BUS
OVHT RIGHT LOAD BUS DOOR SEAL
1 ON
RELAY TIE RCCB R DEFOG BLOWER RADIO PHONE
O EMER BUS L HYD VALVE
F R START/GEN FLAP R WSHLD ANTI- CABIN DISPLAY FDR FAIL R HYD VALVE
F
NO. 2 INV PWR NORM PITCH TRIM ICE CONT L ENG FIRE EXT
EMER PASS READ LT
H STAB DEICE CONT RUD TRIM R ENG FIRE EXT
1 2
3 4
5 R BUS R WSHLD ANTI- ROLL TRIM POS ROTAT BCN CONT L GND SAFE
REFRIG 0 X 100 6
TAIL FLOOD LT CONT
COMPR R GENERATOR FEED ICE PWR R THRUST REV EMER PITCH TRIM
LINE CONTACTOR AMPS RCCB R ENG ANTI-ICE CONT CABIN TEMP IND TRIM WARN
PWR 2 REFRIG AIRCOND CONT
WING ANTI-ICE R ENG EFC L THRUST REV POS
R LDG LT PWR R VIB R WIPER 5 R THRUST REV POS
RIGHT R LDR LT CONT R FUEL FLOW
MAIN L TR EMER STOW
COPLT WARN LT R OIL TEMP R TR EMER STOW
SHUNT BUS CTR INST AND O/H R TURBINE RPM L TURBINE RPM
RIGHT PANEL LT R ITT RIGHT OVHD BUS L FAN RPM
STARTER RH STAB CTR PED LT R FAN RPM L IGN
GENERATOR DEICE C/B PANEL LT R IGN R AOA HEAT NAV LT L FUEL VALVE
R TAIL FLOOD MAP LT R FIRE DETECT R PITOT HEAT ROTAT BCN PWR INVERTER
R FUEL VALVE
LT PWR AIR COND R WG FUEL QTY COPLT STATIC HEAT NO. 2 L STALL WARN
FLT HOUR METER R BLEED VALVE FUEL TEMP
HYD PRESS CONT R TRANS PUMP ON SDU 1
GALLEY PWR COPLT CLOCK
TOILET SPEED BRAKE R FUEL TRANS RIGHT RADIO BUS
LDG GR R JET PUMP AHRS 1
CABIN LT MFD * CDU 2 OFF NAV 1
MASTER
VANITY R GND SAFE R AUTO BOOST
L GEN R GEN GAP DEICE R BOOST PUMP FCS 2 ATC 2 FLT DATA REC
ENG START NORM REFRIG BLOWERS PFD 2 DME 2 AURAL WARN
R GAP DEICE PWR 3 CONT (H STAB CABIN AUDIO
R GEN 3 DEICE BACK UP) DAU B ADC 2 NAV 2 CKPT VOICE REC
OFF
AHRS 2 ADF 2 COMM 2 PLT AUDIO
SELECT R STALL WARN RADAR RTU 2 COPLT STBY AUDIO
GEN RESET
L NORM COPLT AUDIO FMS 2 GPS 2
CABIN SPKRS PROC 2 HEAT ND **
RIGHT GENERATOR OFF O R BUS
CONTROL UNIT F FDR FAIL
F
RESET
* THREE-TUBE SYSTEM
PUSH TO EMER
** FOUR-TUBE SYSTEM
BJ4TM-EL001i
DISENG
NOTES: NUMBER 2
INVERTER
1 AIRPLANES RK-52, RK-65 THRU RK-97. 3 AIRPLANES RK-52, RK-65 THRU RK-107.
2 AIRPLANES RK-108 AND AFTER, RK-52, RK-65 THRU RK-107. 4 AIRPLANES RK-108 AND AFTER.
MODIFIED BY KIT 128-4014-3 OR 128-4014-5.
5 AIRPLANES NOT MODIFIED BY KIT 128-5405.

October 2001
Table of Contents
Electrical System
DC Electrical Airplanes RK-1 thru RK-97

Only DC Power
Systems
Two 28.5V DC, 400-ampere engine
The battery system in these airplanes
may be equipped with a 20 cell unit
System
driven starter-generators normally nickel-cadmium battery that is rated
supply electrical power to the air- for 24V DC at 36 ampere-hours. It is
plane. On airplanes RK-1 thru RK- used as a secondary source of DC
97, a 24-volt, 36 ampere-hour nickel electrical power on the aircraft.
cadmium (nicad) battery supplies
electrical power for engine starting Battery Overheat Warning
and emergency requirements. On System
airplanes RK-98 and after, a 24-volt, The battery overheat warning system
40 ampere-hour lead-acid battery provides a continuous indication of
supplies electrical power for engine the battery temperature. The system
starting and emergency require- consists of a battery temperature sen-
ments. A 28V DC external power sor, a battery temperature indicator,
receptacle is located on the LH side and BATT OV HT annunciator,
of the aft fuselage for RK-1 thru RK- located on the annunciator panel.
86, except RK-78. For RK-78 and
RK-87 and after, the receptacle is The battery temperature indicator
located on the lower right fuselage. installed on the instrument panel has
is provided for connection of an two warning lights: an amber WARM
external power unit. annunciator that illuminates at 135°F
(57°C) and a red HOT annunciator
Battery System that illuminates at 150°F (65°C). The
The battery power components are battery temperature indicator sends a
the battery relay, battery switch, bat- signal to illuminate the BATT OV HT
tery feeder protection unit, current annunciator on the master warning
transformers, control relays, and panel when the battery temperature
indicating lights. A battery feeder reaches 150°F (65°C).
protection subsystem is provided to Airplanes RK-98 and After
detect a ground fault that may occur
The battery system in these airplanes is
in the secondary power (battery and
equipped with a 24V DC, 40 ampere-
external power) feeder line between
hour lead acid battery (Figure 5C-1).
the main junction box and secondary
It is used as a secondary source of DC
power sources.
electrical power on the aircraft.
5C-1 5C-2 5C-3

September 2001
Table of Contents
CAE SimuFlite
Controls and Indicators power relay loses DC electrical

power.
The BATTERY switch (Figure
5C-2), located on the overhead DC Generation
panel, is a toggle type with ON,
OFF, and EMER positions. During Primary DC electrical power is fed
normal operation, the BATTERY to the airplane buses from two
switch is in the ON position and the engine-driven starter-generators.
battery relay and battery tie-in relay The DC generation and control sys-
remain energized. Generator power tem output is divided by a split bus
is supplied to the battery through the system. The LH and RH systems are
battery charge and start buses. The independent, but operate in parallel
generator also powers the emer- unless a fault condition isolates one
gency bus through the battery relay. side from the other.
Placing the BATTERY switch to the Starter-Generators
EMER position will drop off the bat-
tery relay and battery tie-in relay, The two 28.5V DC, 400 ampere-hour
isolating the battery from the start engine-driven starter-generators,
bus. The battery will supply DC mounted on each engine accessory
power only to the emergency bus gearbox, supply primary DC power to
and the BATT CUT OFF annuncia- the buses after engine starting. Rotat-
tor (Figure 5C-3, previous page), ing power from the engine accessory
located on the annunciator panel, drive pad is transferred to the arma-
will illuminate. ture of the starter-generator through
the drive shaft. The drive shaft has a
If a ground fault on the feeder line shear section that separates the
occurs, the battery feeder protection starter-generator drive from the
unit illuminates the BATTERY FDR engine when torque exceeds 1,600
FAIL light, located on the overhead inch-pounds. This protects the engine
switch panel (Figure 5C-2, previ- from overtorque should an internal
ous page), and drops off the battery failure of the starter-generator occur.
and battery tie-in relays. A BATT
FEED TEST switch located on the Starter-generator output is supplied
overhead switch panel (Figure to the shunt field winding as excita-
5C-2, previous page) is a pushbut- tion voltage. The excitation voltage
ton type, providing a test function is adjusted by the GCU regulator cir-
for the battery feeder fault protection cuit to maintain starter-generator
subsystem on the ground. output at a constant voltage level.
Normally, both starter-generators are
The BATTERY FDR FAIL light will coupled in parallel and operate in
illuminate when a feeder fault sens- conjunction. Paralleling is accom-
ing signal is supplied from the fault plished by an equalizer function
sensing current transformer network built into the GCUs that monitors
to the battery feeder protection unit, each starter-generator's output and
the battery feeder protection circuit adjusts excitation voltage to each
breaker is tripped, or the emergency starter-generator accordingly. The
feed RCCB is tripped. The light also GCUs maintain the starter-generator
illuminates when the system test outputs within 40 amperes of each
switch is depressed. other for the full operating range
The BATT CUT OFF annunciator during normal operation.
will illuminate when the bus con-
necting the battery relay and external

September 2001
Table of Contents
Electrical System
The starter-generators are capable of Refer to Table 5C-A for the respec-
supplying all electrical demands, tive maximum demand. These charts
including ignition and normal bat- take icing conditions into consider-
tery charging current at idle engine ation. The maximum altitude where
speed. With the battery completely icing conditions may be expected is
depleted, the instantaneous battery 22,000 feet; therefore, the icing pro-
charging current will exceed the tective system loads must be sub-
starter-generator output limit. tracted from the output totals when
Should this occur, it will be neces- considering high altitude cruise
sary to disconnect the battery from flight where the engine accessory
the system by placing the BATTERY pad limitation is imposed.
switch in the OFF position.
Generator Control Unit (GCU)
Single Starter-Generator
A generator control unit is installed
Operation
in the airplane for each starter-gener-
Single starter-generator operation is ator. The GCUs utilize solid-state
more critical than single engine oper- integrated circuits and amplifiers to
ation as the loads of the operating provide control in both the starting
engine must also be supplied by the and generating modes.
only operating starter-generator. Max-
The starter-generators are connected
imum flight electrical demands on the
to the main bus by GCUs through
DC generating system occur during
the generator relays. The line-con-
short duration takeoff and landing
tactor-control circuit prevents
regimes. These transients are within
reverse current from flowing into the
the five minute 50% overload capa-
starter-generator windings the
bility of the starter-generator.
instant the generator relay closes.
High altitude cruise flight above
If a generating voltage deficiency is
32,500 feet represents a special case
present and reverse current begins to
under single starter-generator opera-
flow to the starter-generator output,
tion, in view of the fact that it
disconnection of the faulty starter-
reduces starter-generator capacity
generator from the system is auto-
(280 amperes) due to the engine
matically performed by the reverse-
accessory pad limitation.
current-cutout relay.
Flight Phase Paralleled Single Generator
After Start and Taxi 532 amps 280 amps

Takeoff and Climb 760 amps 400 amps
Cruise Below 32,500 ft 760 amps 400 amps
Cruise 32,500 to
532 amps 280 amps
41,000 ft.
Cruise Above 41,000 ft 494 amps 260 amps

Landing 760 amps 400 amps
Table 5C-A; Starter-Generator Capacity

September 2001
Table of Contents
CAE SimuFlite
Several protective functions are incor- DC Voltmeter

porated into the GCU circuitry. These
The DC voltmeter is located on the
functions interrupt starter-generator
overhead instrument cluster (Figure
output and will isolate the starter-gen-
5C-4). It indicates the voltage being
erator from the system should a fault
supplied by the selected voltage
occur. They are as follows:
source. The meter's scale ranges
Q Overvoltage protection detects a from 0 to 35 volts with a red arc
voltage regulation failure. Output ranging from 32 to 35 volts.
voltage is regulated to 28.5 ±2.5%.
DC Ammeters
Q
Feeder-fault protection is pro-
vided by detecting a ground fault The two DC ammeters are located
occurring in the starter-generator between the DC voltmeter and the
power feeder between the starter- DC voltage selector switch (Figure
generator and main junction box. 5C-4). They provide an indication
Q Build-up ground-fault protection is of the current load being carried by
the generators. The meters are iden-
provided to detect flight crew mis-
tical and have graduations from 0 to
handling after a generator is tripped
by the feeder-fault protector. 500 amperes and a red line at 400
amperes.
Generator Controls and
DC Voltage Selector Switch
Indicators
The DC voltage selector switch is
The generator controls and indica-
tors consist of the generator MAS- located with the DC voltmeter and
two DC ammeters (Figure 5C-4).
TER switches, the GEN RESET
The switch has three positions: LH
switches, two generator-off lights,
and an instrument cluster (Figure GEN, BAT, and RH GEN. The volt-
age selector switch is used to trans-
5C-4) containing a DC voltage
fer the DC voltage to the desired DC
selector switch, a DC voltmeter and
two DC ammeters. The controls and voltage supply point while monitor-
ing the DC voltmeter.
indicators provide a means to con-
trol and monitor the DC generators.
5C-4

September 2001
Table of Contents
Electrical System
Generator-Off Lights connected to the emergency bus by
selecting EMER on the BATTERY
Two amber generator-off lights,
switch.
labeled L GEN OFF and R GEN
OFF, are located on the annunciator GEN RESET Switches
panel (Figure 5C-5). These annun-
Two GEN RESET switches are
ciators illuminate whenever a gener-
located on the overhead panel (Fig-
ator has been isolated from its main
ure 5C-7). They are the lever-lock,
bus. The master caution lights also
toggle type with three positions:
illuminate when one of the generator
NORM, OFF, and RESET. With the
off-lights comes on.
generator reset switches in the
Generator MASTER Switches NORM position, control over
starter-generator voltage regulation,
There are two generator MASTER
protection and bus connection is pro-
switches located on the overhead
vided automatically by the GCUs. In
panel (Figure 5C-6). They are tog-
the OFF position, the switches iso-
gle-type, two-position, guarded
late the generators from the main
switches. The two positions are
buses. The momentary RESET posi-
labeled NORM and EMER. For nor-
tion resets a generator that has
mal starter-generator operation, the
tripped due to overvoltage, feeder
switches are placed in the NORM
faults, or engine fire switch actua-
position. The switches are held in
tion.
the NORM position as long as the
switch guards are closed. Lifting the DC Electrical
red guards and placing the MASTER Configuration
switches in the EMER position when
the BATTERY switch is left on iso- Figure 5C-8 illustrates a series of
lates the generators and the battery diagrams providing a visual repre-
from the distribution system. When sentation of DC power sources and
the MASTER switches are in the buses powered on the Beechjet 400A
EMER position, the battery can be aircraft
5C-5 5C-6 5C-7

September 2001
Table of Contents
CAE SimuFlite
DC Electrical Configuration
NORMAL DC OPERATION ONE GENERATOR OUT
LEFT GENERATOR OUT
GENERATOR POWER RIGHT GENERATOR OUT
L GEN OFF OR R GEN OFF FAIL INDICATORS
NO. 1 STBY NO. 2 NO. 1 STBY NO. 2

INVERTER BUS INVERTER INVERTER BUS INVERTER
LH RH LH RH
RADIO RADIO RADIO RADIO
BUS BUS BUS BUS
LH RH LH RH
OVERHEAD OVERHEAD OVERHEAD OVERHEAD
BUS BUS BUS BUS
LH NON- RH NON- LH NON- RH NON-

ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL
BUS BUS BUS BUS
LH LOAD EMERGENCY RH LOAD LH LOAD EMERGENCY RH LOAD

BUS BUS BUS BUS BUS BUS
LH MAIN BATTERY RH MAIN LH MAIN BATTERY RH MAIN

BUS CHARGE BUS BUS CHARGE BUS
BUS BUS
START BUS START BUS
LH RH LH RH
GENERATOR BATTERY GENERATOR GENERATOR BATTERY GENERATOR
BOTH GENERATORS OUT - BATTERY EMERGENCY BATTERY OFF - BATTERY OVERHEAT CONDITION
(RK-1 THRU RK-97 ONLY)
GENERATOR POWER GENERATOR POWER

L GEN OFF R GEN OFF FAIL INDICATORS BAT OV HT FAIL INDICATOR
NO. 1 STBY NO. 2 NO. 1 STBY NO. 2

INVERTER BUS INVERTER INVERTER BUS INVERTER
LH RH LH RH
RADIO RADIO RADIO RADIO
BUS BUS BUS BUS
LH RH LH RH
OVERHEAD OVERHEAD OVERHEAD OVERHEAD
BUS BUS BUS BUS
LH NON- RH NON- LH NON- RH NON-

ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL
BUS BUS BUS BUS
LH LOAD EMERGENCY RH LOAD LH LOAD EMERGENCY RH LOAD

BUS BUS BUS BUS BUS BUS
LH MAIN BATTERY RH MAIN LH MAIN BATTERY RH MAIN

BUS CHARGE BUS BUS CHARGE BUS
BUS BUS
START BUS START BUS

BJTM-EL002i
LH RH LH RH
GENERATOR BATTERY GENERATOR GENERATOR BATTERY GENERATOR
5C-8

September 2001
Table of Contents
Electrical System
AC Electrical System
PRIMARY PRIMARY SECONDARY SECONDARY
115 V AC SHED BUS 26 V AC SHED BUS 26 VAC BUS 115 VAC BUS
• FLAP POS
• LH OIL PRESS
• RH OIL PRESS
AC BUS SHED
(SHROUD PANEL)
PRIMARY PRIMARY
115 V AC BUS 26 V AC BUS
• GPWS • PITCH TRIM POS
• AC SHED IND LT
• FLAP ASYM
AC PRI BUS AC SEC BUS

26 V 115 V 26 V 115 V
2 2 INV SEL
2 2
NO 1
(MAIN CB) (MAIN CB)

A
U
T
O
(ANNUNCIATOR
NO 2 PANEL)
(ANNUNCIATOR INV 2
PANEL) 115V FAIL
INV 1 115V 115V 115V 26V
FAIL
26V 26V 26V
(NO. 2
INVERTER)
NO.1 INV
115V
(NO. 1 115V 26V
INVERTER) NO.2 INV 50 10 0 (MAIN CB
PANEL)
15
26V AC VOLTS
0
NO. 2
0
LEGEND INVERTER
SWITCH
NO. 1 INVERTER
NO. 2 INVERTER BLOCKING
VOLTAGE AC VOLT
PRIMARY 115 V AC AND SELECTOR METER DIODE (2)
26 V AC BUSES SW
SECONDARY BUSES AND
PRIMARY SHED BUSES NO. 2
NO. 1 BATTERY POWER INVERTER
INVERTER RELAY
SWITCH NO. 1 GENERATOR POWER EMER BUS
NO. 2 GENERATOR POWER
EMER EMERGENCY
BUS TIE RELAY
RELAY
LH LOAD BUS RH LOAD BUS
BJ4TM-EL003i
LOAD BUS TIE

CIRCUIT BREAKER
TO EMER
TO LH MAIN BUS FEED RCCB
TO LH MAIN BUS

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Electrical System
AC Electrical Control and Indications

AC System
System The AC electrical system’s controls
and indications allow the crew to
The AC electrical system consists of control and monitor the operation of
two static inverters, six AC buses and the AC system.
the following controls and indicators:
Inverter Switches
Q inverter power switches
The No. 1 and No. 2 INVERTER
Q
voltmeter switches are located on the overhead
Q voltage selector switch switch panel (Figure 5C-9). These
Q annunciators, and toggle switches provide ON/OFF con-
trol over their respective AC inverters.
Q
inverter selector switch An INV SEL switch is wired into the
AC Inverters circuit, allowing the crew to connect
the desired inverter output to the pri-
AC power is supplied by two static mary AC buses. The INV SEL switch
inverters mounted in the nose elec- is located on the main circuit breaker
tronic compartment. These inverters panel (Figure 5C-10) and is a
are designated No. 1 and No. 2 and guarded toggle switch with three posi-
are controlled by INVERTER tions: No. 1, AUTO and No. 2.
Voltmeter
switch panel. The inverters are
designed to produce 115 volts and The AC voltmeter is located on the
26 volts 400 Hz AC, with apparent aft circuit breaker panel (Figure 5C-
power rating of 50 volt-amperes 11) adjacent to the voltage selector
each. The inverter operates when its switch and it indicates the output
respective INVERTER switch is voltage of the inverters. It also con-
placed to the ON position. DC tinuously indicates the voltage of any
one of four AC power sources,
power from the LH load bus is
depending on the position of the volt-
applied directly to the No. 1 inverter.
age selector switch.
Normally, the No. 2 inverter is pow-
ered from the RH load bus through Voltage Selector Switch
the No. 2 inverter relay. If DC power An AC voltage selector switch is
on the RH load bus fails, the No. 2 mounted on the aft circuit breaker
inverter relay is automatically de- panel (Figure 5C-11). The selector
energized and the No. 2 inverter is switch connects one of four possible
powered from the emergency bus. inverter outputs to the AC voltmeter
for display.
5C-9 5C-10 5C-11

September 2001
Table of Contents
CAE SimuFlite
Inverter Fail Annunciators Bus Fault Protection

There are two amber caution annun- An AC bus fault protection circuit is
NOTE: The AC bus fault protection
ciators installed in the annunciator incorporated in the system to protect
circuit only operates when the INV
SEL switch is in the AUTO position.
panel (Figure 5C-12) that indicate both the primary and secondary
a fault in the AC inverter system. buses. If either inverter's 115V AC
They are the INV 1 FAIL and INV 2 or 26V AC bus is shorted to ground,
FAIL annunciators. The annuncia- its respective circuit breaker will
tors receive a ground signal from the open. When the circuit breaker opens,
No. 1 and No. 2 inverter failure a set of auxiliary contacts are closed
monitor relays which energize by a to supply a ground and energize the
fault monitor signal from their AC power interrupt relay, which
respective inverters. If the fault removes inverter output from the
monitor signal is removed, the No. 1 faulted bus by opening its contacts.
or No. 2 inverter fault monitoring
relay is de-energized and either the AC Inverter Control
INV 1 or INV 2 FAIL annunciator is Circuit
illuminated. The annunciators are During normal operation, the INV
illuminated by the inverter monitor- SEL switch is positioned to the
ing circuit any time the respective AUTO position. With the No. 1 and
inverter is subjected to one or more No. 2 INVERTER switches (located
of the following conditions: on the overhead switch panel) ON,
Q no voltage at the AC outputs after DC power is supplied to both invert-
the inverter is selected ON,
ers. Each inverter converts the 28V
Q an undervoltage condition (less DC power input into separate 26 V
than 90V AC) is present, AC and 115V AC, 400 Hz outputs
Q short circuit in system wiring, and which power the primary and second-
Q output signal frequency shifts ary AC buses. With the circuit in the
beyond the limits of 370 and 430 AUTO mode, the primary AC buses
Hz. receive power from the No. 1 inverter
5C-12

September 2001
Table of Contents
Electrical System
while the No. 2 inverter powers the primary buses from the No. 1 or No. 2
secondary AC buses. If the No. 1 inverter as selected with the No. 1 or
inverter 115V AC output fails, both No. 2 positions on the INV SEL
the No. 1 and No. 2 inverter control switch. If the INV SEL switch is in
relays are de-energized. As a result, the No. 2 position and the No. 1
the primary AC buses are powered inverter is operational, the No. 2
from the No. 2 inverter. The second- inverter output is supplied directly to
ary AC buses will lose their AC the primary buses and the No. 1
power source and the No. 1 inverter inverter output is supplied directly to
fault monitoring relay will provide a the secondary buses. In the event of a
ground for illumination of the INV 1 No. 2 inverter failure, the No. 1
FAIL annunciator. inverter is not automatically con-
nected to power the primary AC
Manual control of the AC inverter
buses. The crew would then select
system allows the crew to power the
AUTO or No. 1 to power the primary
AC buses with the No. 1 inverter.

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Electrical System
External Power external power source to the airplane

start bus when it is energized External External
System
The external power system compo-
Power Circuit
Connecting a 28 V DC external
Power
nents provide a means of connecting power source, with the BATTERY
28V DC external power to the air- switch ON, energizes the external
plane electrical system. An external power relay to supply external
power receptacle (Figure 5C-13) is power to the start bus, the battery
located on the LH side of the aft charge bus, and the LH and RH main
fuselage for RK-1 thru RK-86, load buses.
except RK-78. For RK-78 and RK-
87 and after, the receptacle is located The external power relay will energize
on the lower right fuselage. The if the following conditions are met:
external power relay for aircraft RK- Q Power supplied by the external
1 thru RK-48, except RK-45 is power unit is already established
located in the aft fuselage power at 28V DC.
relay box and on airplanes RK-45 Q The polarity of the external power
thru RK-86, except RK-78, the unit matches that of the airplane
external power relay is located in the electrical system.
aft fuselage main junction box. On Q The BATTERY switch has been
airplanes RK-78 and RK-87 and placed in the ON position.
after, the external power relay is
located in the battery power distribu-
Q Both starter-generators are inopera-
tion box on the right side of the air- tive.
plane under the main junction box. Q The battery feeder protection unit NOTE: The external power system
An overvoltage protection system has not been energized by a is also controlled by the feeder fault
has also been added to the external ground fault. protection system.
power circuit. Q RK-78, RK-87 and after-overvolt-
age unit does not sense an over-
The external power receptacle is a
voltage condition.
three-pin receptacle housed in plas-
tic material. The external power After the completion of engine start,
relay is a single-pole, single-throw the external power relay is automati-
relay, and will connect a 28 VDC cally de-energized when either gen-
erator is on-line
5C-13

September 2001
Table of Contents
CAE SimuFlite
Overvoltage Protection The overvoltage switch module

(Effectivity: RK-78, RK-87 receives power from the EXT PWR
and After) circuit breaker.
An overvoltage switch sensor and an Starting Engines
overvoltage switch module have been
The External Power Unit (EPU)
added to the wiring circuit of the
must be capable of supplying 28V
external power relay. These units will
prevent application of external power DC and 1,000 to 1,500 amperes out-
to the airplane if the output of the put. External power can be applied
external power unit is greater than 32 to the DC distribution system only if
±0.25V DC. Both units are located in both generators are off. Following a
the battery power distribution box. start of the first engine, if the associ-
ated generator switch is on, the gen-
The overvoltage switch sensor moni- erator will automatically connect to
tors the output voltage of the exter- the bus system when the start select
nal power unit. If an overvoltage
switch is placed to OFF, or to the
condition occurs, the sensor will
other engine start position, and will
provide a low to the overvoltage
automatically disconnect the exter-
module that will result in the
removal of external power. The sen- nal power. Therefore, to start the
sor can only be reset by removal of second engine using external power,
the input power source by removing the generator switch of the operating
the output of the external power unit. engine must be turned off.

September 2001
Table of Contents
Pneumatic Systems CAE SimuFlite
Standby Power Controls and Indicators

Standby AC Power
System Distribution
Power
The Beechjet 400A controls and
indicators consist of a pushbutton
The standby power system, which is switchlight located to the lower left
mounted in the nose electronics of the SDU (Figure 5C-14). This DC Power
compartment, supplies emergency
power to its loads for a minimum of
switchlight incorporates amber ON
and green ARM lights, which indi-
Distribution
30 minutes. The system provides cate the actual status of the system.
power to the following:
Q
standby attitude indicator and Operation
lighting, When the airplane’s electrical sys-
Q
standby altimeter and lighting, tem is activated and the STBY PWR
Q
the standby magnetic compass button is pressed, the ON annuncia-
lighting, tion is blanked and the ARM annun-
Q left ITT indicator and lighting, ciation is displayed. The airplane’s
electrical system then supplies the
Q standby airspeed indicator lighting, required electrical power. On air-
Q No. 1 COMM, and planes RK-122 and after, there is a
Q No. 1 RTU. 24.5V sensing ARM relay. When the
battery is turned ON, and the STBY
This power is provided when normal
PWR button is pressed, the ON or
and emergency power has failed. An
additional 9 minutes of gyro data is ARMED indication will illuminate,
available after the gyro flags during depending on the battery voltage.
spin-down. If the airplane’s electrical system
The engine electronic fuel control should fail, the annunciation will
(EFC) is powered from the standby display ON and the battery pack,
bus when the engine start select located in the nose compartment,
switch is placed in the left or right will supply the required electrical
start position. This condition will be power. The battery pack is trickle-
annunciated by the illumination of charged by the airplane’s electrical
the EFC AUX PWR ON advisory system.
light on the shroud panel.
5C-14

January 2004
Table of Contents
CAE SimuFlite
DC Power Distribution
POWER SOURCE PRIMARY POWER SECOND POWER

DISRIBUTION SYSTEM DISTRIBUTION SYSTEM DISTRIBUTION SYSTEM
AHRS
AUX BATTERY
MASTER NO.1 NO.1
L GEN
NORM AHRS AUX INVERTER INVERTER
LH GCU A BATT SWITCH
TO AC
EMER
SWITCHING
AND
L BUSSES
L
LH GEN H H
RELAY L
H L
L O
LH STARTER H
O V
GENERATOR LH M H
A R
STARTER A D D
I N A
RELAY
V N O
LN
D
I
LH HE O STBY ATT
EMER S
EXT BUS TIE S T IND
BUS FDR USED BY GCU S STBY
POWER RCCB A
FAIL IF NOT PARALLEL N
PWR
RELAY
EXT PWR RELAY D ARM ON
LOAD EMER B
BATTERY BATTERY Y
BUS BUS
TIE IN TIE TIE
C
S RELAY BH
T AA
BATT A TR
RELAY R TG E
T E M
EMER EMER
E
FEED BUS TIE R
RCCB RELAY G STBY STBY
PWR PWR RCCB
FDR
HB FDR
OAT
T T
BATTERY EMER
FDR FAIL RH BUS PWR
N
STARTER RELAY O ARMING RELAY
ON RH BUS USED BY GCU
O
F
RELAY TIE RCCB IF NOT PARALLEL RN R (24.5V SENSING)
F HE H RK 122 AND AFTER
EMER S
S R
A R
BATT FEED R R H
RH STARTER TEST H H D
RH GEN I
GENERATOR O
RELAY M L O V
A O H
I A D
N D NO.2
INVERTER
MASTER
MAIN
R GEN
NORM DIST. NO.2
BOX G INVERTER TO AC
A ON RELAY
A L
NO.2 SWITCHING
L INVERTER AND
RH GCU GALLEY Y SWITCH BUSSES
RELAY
EMER OFF L
H
GALLEY CB

September 2001
Table of Contents
Circuit Breaker Panels

September 2001
Table of Contents
CAE SimuFlite
Circuit Breaker Panels
ENG INST FLT INST

SDU 2 MFD 2 FCS 1 PFD 1 ADC 1 LEFT
NO.1 INV
5 2 2 2 1 2 2 2 5 3 10 10 10 3 7½
C/B IDENTIFICATION
115V
BUS RING L H
LH LOAD BLUE 115V 26V ENG FUEL OIL OIL TURBINE ITT FAN
50 100 EFC VIB FLOW TEMP PRESS RPM RPM IGN STALL
C/B LT RH LOAD YELLOW NO.2 INV MFD 1 FCS 2 PFD 2 ADC 2 WARN
EMER RED
R H
15
26V AC VOLTS
0
STBY PWR GREEN
NON ESSN WHITE/BLACK 5 2 2 2 1 2 2 2 5 10 10 10 3 7½
AC PRIM PINK/BLACK
DIM BRT AC SHED/SEC GREEN/BLACK RIGHT
AHRS 2 AHRS 1
ICE RAIN SYSTEMS ENG FUEL CO PLT STBY STBY
REFRIG OXYGEN L ENG XFEED FUSLG SDU 1 CLOCK AHRS 2 PWR PWR
L DEFOG H STAB H STAB L WSHLD L L L ENG BLOWER FIRE CONT DOOR CABIN L BLEED HYD L HYD FIRE
BLOWER CONT MONITOR CONT WSHLD WIPER A/I CONT BELL PASS SEAL PRESS VALVE PRESS SOL V EXT
2 2 5 2 15 5 5 2 15 5 3 1 3 3 3
10 5 5 5 60 15 5 5 2 5 2 2 2 2 5 5
LH VALVE QTY LH
FIRE WING TRANS FUEL JET AUTO BOOST SOL
DET QTY PUMP TRANS PUMP BOOST PUMP VALVE PLT STBY
HYD R ENG RH TEMP RH CLOCK AHRS 1 ALT VIB
R DEFOG ICE H STAB R R WSHLD R R ENG WING REFRIG VENT MASTER AIR R BLEED PRESS R HYD FIRE
BLOWER DETECT PROTECT WSHLD CONT WIPER A/I A/I COMPR BLOWER TEST COND VALVE CONT SOL V EXT 2 2 2 15 5 5 2 15 5 1 3 ½
10 15 ½ 60 5 15 5 2 ½ 20 2 7½ 2 2 5 5 AVIONICS
A/P AHRS PLT AVIONICS RADIO PROC 1
LIGHT TRIM AUX BAT AUDIO ANN / DIM DAU A ADF 1 ALTM GPS 1 FMS 1 HEAT CDU 1 ATC 1 DME 1 NAV 1 COMM 1 RTU 1
EMER PITCH RUD
L LDG L LDG PLT PLT INST FLOOD CABIN EMER ANTI LDG GR L GND PITCH FLAP TRIM TRIM ROLL
LT LT CONT WARN INST CONT INST SIGN LT SKID POSN SAFE TRIM POS POS POS TRIM 7½ 15 2 5 2 3 3 3 7½ 10 3 3 3 3 7½ 5
20 2 5 7½ 2 2 2 7½ 2 2 2 7½ 1 1 2 5 AURAL COPLT CABIN PROC 2
FDR WARN AUDIO AUDIO DAU B ADF 2 RADAR GPS 2 FMS 2 HEAT CDU 2 ATC 2 DME 2 NAV 2 COMM 2 RTU 2
ROLL 2 2 5 2 3 7½ 3 7½ 10 3 3 3 3 7½ 5
R LDG R LDG COPLT CTR INST CTR C/B PASS SPEED LDG R GND TRIM PITCH RUD TRIM
LT LT CONT WARN& O/H PANEL PED PANEL MAP READ BRAKE GEAR SAFE WARN FLAP TRIM TRIM POS COPLT CABIN CABIN RADIO
STBY HF EG PWS EG PWS G PWS N1
CVR AUDIO DISPLAY SPKRS PHONE TCAS CONTROL DC AC ADAPTER CMPTR
20 2 5 7½ 7½ 7½ 7½ 7½ 5 2 2 2 2 7½ 5 2
5 2 15 5 5 1 1
AFT CIRCUIT BREAKER PANEL FORWARD CIRCUIT BREAKER PANEL
STBY PWR BACKUP THRUST REV GEN
2 ½ 2 2 5 5 ½ 2
DC PWR
ATT IND PWR EMER LH LH
FDR LDG GR POS CONT EMER GEN START
POSN STOW FLD /GEN
RH RH ¾ ½ ½ ½ ½ ½ ½ ¾ AC PWR & CONT
INV SEL AC PRI BUS NON ESSN
7½ 15 2 5 5 ½ 2 LH NO 1 NO 2 NO 3 NO 1 NO 2 NO 3 RH NO 1 BUS
BUS BUS 35 15 2 15 26 V 115 V
LH BUS FDR RH BUS FDR EMER LH RH
TIE TIE BUS
COPLT STBY 2 2 L R
INST LT BUS ICE ACCOMM BATT LH NO 1 EMER TIE
INV NO 2 INV A
OVHD INV CONT AC SHED U
5 15 5 35 7½ 7½ 2 2 ½ 100 100 100 100 100 100 100 RH NO 2 T AC SEC BUS 50 RADIO
IND LT O 26 V 115 V MASTER
ENG STBY EMER COPLT CKPT CABIN GALLEY FDR EMER NO 1 NO 2 NO 3 NO 1 NO 2 NO 3 LOAD
EFC BATT WARN LT PITOT/ TEMP TEMP PROT BUS FDR
LH BUS RH BUS
BUS
TIE
35 15 2 1 2 2 OFF OFF
START STATIC
BJ4TM-EL009i
HEAT NO 2
FDR OFF
MAIN CIRCUIT BREAKER PANEL

September 2001
Table of Contents
Electrical System
AC Power If the No. 1 inverter fails, the No. 2

inverter transfers power to the pri- Electrical
Distribution
The AC power, supplied by the
mary buses, which leaves the second-
ary buses powerless. In addition, the Load
inverters, is fed to six buses located in
the main circuit-breaker panel in the
INV 1 FAIL annunciator illuminates.
If the distribution circuits fail to auto- Distribution
cockpit. The buses are as follows: matically transfer power, then the No.
2 inverter can be manually selected
Q Primary 115V AC bus by setting the inverter selector switch
Q
Primary 115V AC shed bus to the No. 2 position. This manually
Q
Primary 26V AC bus shifts primary buses to the No. 2
Q Primary 26V AC shed bus inverter.
Q
Secondary 115V AC bus If the loss of AC power to the primary
Q
Secondary 26V AC bus buses is not due to a No. 1 inverter
failure, power can be restored by
All AC-powered systems are con- selecting the No. 1 position of the
nected to one of these buses. inverter selector switch. This con-
The 115V AC and 26V AC power nects the primary AC buses directly
outputs of each inverter are coupled to the No. 1 inverter.
and fed to either the primary or the When the right load bus loses power
secondary buses through distribution and the No. 1 inverter has also failed,
circuits. The distribution circuits the No. 2 inverter automatically
determine which buses receive receives power from the emergency
power from an inverter. The inter- bus. In this condition, the AC BUS
change of the inverters between the SHED annunciator, located on the
buses is accomplished either auto- shroud panel (Figure 5C-15), illu-
matically by these circuits or manu- minates, and the No. 2 inverter pow-
ally by the pilot using the inverter ers only the primary 115 and 26 volt
selector switch. Under normal con- buses, since the 115 and 26 volt shed
ditions, both inverter control buses have been shed.
switches are in the ON position, and
the inverter selector switch is in the AC bus fault protection is provided as
AUTO position. In this configura- a function of the inverters. If either
tion, the No. 1 inverter supplies AC the 115V AC or 26V AC bus devel-
power to the primary 115V AC and ops a ground during inverter opera-
26V AC buses, and the No. 2 tion, a bus fault protection circuit
inverter supplies power to the sec- prevents 115V AC and 26V AC from
ondary 115V AC and 26V AC buses. being applied to the grounded bus.
5C-15

September 2001
Table of Contents
CAE SimuFlite
DC Power The BATTERY switch, located on

the overhead switch panel, controls
Distribution the connection between the start bus
The DC power distribution system and the battery charge bus by con-
includes two independent systems: a trolling the battery tie-in relay. The
left distribution system and a right BATTERY switch has three posi-
distribution system. Each has a tions: ON, OFF and EMER. The bat-
power source and bus system to sup- tery tie-in relay energizes only when
ply DC power to the various electri- the BATTERY switch is placed in
cal system demands in the airplane. the ON position.
The two systems operate in parallel, The battery relay will also energize
and the generators share equally the when the BATTERY switch is
airplane's electrical load. However, placed in the ON position, provided
in an emergency, both systems can that the battery feeder protection unit
be supplied by one power source via has not detected any faults.
the bus tie system.
During normal operation, the left and
The DC power distribution system is right main buses are connected by
further divided into four subsystems: respective RCCBs that normally pro-
Q
power source distribution vide power to the battery charge bus
Q
primary power distribution as well. If there is a generator failure
Q
secondary power distribution on one side, power can crossfeed
from the operating generator to the
Q
emergency power distribution. inoperative side, thus making both
Power Source buses operative from one generator.
Distribution System Primary Power
The power source distribution sys- Distribution System
tem (Figure 5C-16) includes: The primary power distribution sys-
Q
left main bus tem provides a connection between
Q
right main bus the power source distribution system
and the load buses. The system con-
Q
start bus, and
sists of two identical sets of three
Q the battery charge bus feeder cables that are protected by
The left main bus is the distribution circuit breakers. In each set, only two
bus for the left generator and the feeder cables are active, while the
right main bus provides power distri- third is considered a standby feeder.
bution for the right generator. The A 100-ampere RCCB and circuit
start bus provides power distribution breaker at both ends of each wire are
for the battery or for external power. provided to automatically isolate
The battery charge bus acts as a con- faulty circuits. In each set, if either
nection bus for all DC power. All of the active feeder cables fails, the
four buses are located in the main third becomes active and the L or R
junction box. From the junction box, BUS FDR FAIL annunciator illumi-
electrical power is distributed nates. If all three feeder cables fail,
directly to the electrical loads or the annunciator extinguishes.
through circuit breakers located in
the cockpit.

September 2001
Table of Contents
Electrical System
PRIMARY POWER SECOND POWER

DISTRIBUTION SYSTEM DISTRIBUTION SYSTEM
AHRS
AUX BATTERY NO.1 NO.1
AHRS AUX INVERTER INVERTER
BATT SWITCH
TO AC
SWITCHING
AND
L BUSSES
L
H H
L
H L O
L H
O V
M A H
A R D
D N A
I
N O D
LN I
HE O STBY ATT
S
S T IND
USED BY GCU S STDBY
A PWR
IF NOT PARALLEL N
D ARM ON
LOAD EMER B
BUS BUS Y
TIE TIE
LEGEND
BATTERY POWER
NO. 1 GENERATOR E
POWER EMER M
E
NO. 2 GENERATOR BUS TIE R
POWER RELAY G STBY STBY
PWR PWR RCCB
NO. 1 INVERTER FDR FDR
NO. 2 INVERTER EMER
BUS PWR
N
RELAY O ARMING RELAY
USED BY GCU
IF NOT PARALLEL RN R (24.5V SENSING)
HE H RK 122 AND AFTER
S
S R R
R R A H
H H D
I O
M L O V
A O H
I A D
N D NO.2
INVERTER
MAIN
DIST. NO.2
BOX G INVERTER TO AC
A ON RELAY NO.2 SWITCHING
L
L INVERTER AND
GALLEY Y SWITCH BUSSES
B4TM-ELOO7i
RELAY
OFF L
H
GALLEY CB
5C-16

September 2001
Table of Contents
CAE SimuFlite
Secondary Power Nonessential Buses

Distribution System The LH and RH nonessential buses
The secondary power distribution individually receive power from the
system consists of eight buses: LH and RH load buses. These buses
may be manually isolated from the
Q
left and right load bus
load buses by toggle-switch type cir-
Q left and right nonessential bus cuit breakers placarded LH and RH
Q left and right radio bus NON ESSN BUS (Figure 5C-17).
Q
left and right overhead bus. Overhead Buses
Load Buses The two push-pull type circuit
The two load buses receive power breakers marked OVHD LH and
from the primary distribution system OVHD RH are located on the main
through the feeders. The load buses circuit breaker panel. Power for the
are the power distribution points for LH and RH overhead buses comes
the secondary distribution system. from the left and right load buses.
They supply power for engine The exterior lighting systems and air
related electrical subsystems and the data probe anti-icing systems are
airplane control electrical sub- connected to these buses.
systems. It is not possible to power Radio Buses
all electrical systems from these two
buses; therefore, they will supply Two toggle-switch type circuit break-
power to the other buses in the sec- ers located on the radio master cir-
ondary distribution system. cuit breaker panel, are placarded
RADIO MASTER L-R-OFF (Fig-
This distribution system incorporates ure 5C-18). With the circuit breakers
a LOAD BUS TIE circuit which will in the L and R positions, the left and
connect the LH and RH load buses right radio buses will connect to the
together. This bus tie allows current left and right load buses, and in the
flow from one bus to another when OFF position, the radio master bus is
needed to aid in load distribution and isolated from the load bus. The radio
is protected by a 100-amp push-pull master buses supply electrical power
type circuit breaker on the main cir- to the avionics equipment.
cuit breaker panel.
5C-17 5C-18

September 2001
Table of Contents
Electrical System
Emergency Power Remote Control Circuit

Distribution System Breakers (RCCB)
The emergency power distribution The remote control circuit breakers
system continuously supplies DC (RCCB) are used to interrupt major
conductive DC current flow. The
power to the indispensable sub-
RCCB is controlled by a remotely
systems under any conditions. This
located, low current circuit breaker
system consists of the emergency
designated as an Indicator Control
bus, emergency feeder remote control
Unit (ICU). If the RCCB is over-
circuit breaker (RCCB) and associ-
loaded and trips, it will supply a cur-
ated relays and circuit breakers.
rent pulse through the control line to
During normal operation, the emer- trip the ICU, which must be manu-
gency bus is powered by the genera- ally reset in order to reset the RCCB.
tors through the emergency relay The RCCB control circuit breakers
and the emergency feed RCCBs. The are located on the main circuit
circuit is such that the emergency breaker panel (Figure 5C-19) and
bus may receive emergency power are placarded:
directly from the battery. If the Q
LH BUS FDR NO. 1
emergency feeder RCCB faults, the Q
LH BUS FDR NO. 2
EMER BUS FDR FAIL annunciator, Q LH BUS FDR NO. 3
located on the overhead panel, illu-
minates, the emergency relay opens Q RH BUS FDR NO. 1
and the emergency bus receives Q RH BUS FDR NO. 2
power from the left load bus. Q RH BUS FDR NO. 3
During a starter-assisted air start, the During normal operation, two paral-
emergency bus will also be powered lel feeders supply power from the
by the left load bus. With the BAT- main bus to the load bus and the
TERY switch in emergency, the bat- third remains in standby. If one of
tery will power only the emergency the bus feed RCCBs trips, the
bus through the emergency feeder. respective amber L or R BUS FDR
FAIL annunciator will illuminate.
5C-19

September 2001
Table of Contents
CAE SimuFlite
Circuit Breaker Panels The circuit breaker panels contain

The following circuit breaker panels circuit breakers, switches, bus bars,
diodes, a voltmeter and the associ-
are installed in the airplane:
ated insulators and wire harnesses.
Q forward circuit breaker panel All of the circuit breaker panels,
Q aft circuit breaker panel with the exception of the galley cir-
Q
main circuit breaker panel cuit breaker panel, are located on the
Q aft main circuit breaker panel LH side panel in the flight compart-
ment. A lighted panel that is plac-
Q radio master circuit breaker panel arded for individual circuit breaker
Q
galley circuit breaker panel and switch identification illuminates
(mounted in the galley). each circuit breaker panel.

September 2001
Table of Contents
Electrical System
The electrical and electronic junction
boxes (panels) include the main junc-
the RH cabin sidewall forward of the
aft pressure bulkhead. The resistor Electrical and
tion box, LH control junction box,
RH control junction box, radio junc-
and relay panel include both electri-
cal and electronic components. Electronic
tion box, junction panel, relay panels,
and the resistor and relay panel.
Therelay panels are located in the
center pedestal and LH side panel. Junction
Electrical Junction
The battery relay panel is incorpo-
rated into the main junction box. Boxes
Boxes
Electronic Junction
The electrical junction boxes (pan-
els) include the main junction box
Box
mounted in the upper aft tailcone Signals from individual components
area, the LH control junction box and systems that are used to control
mounted on the cabin sidewall adja- or supply information to other com-
cent to the generator control units, ponents or systems are switched or
and the RH control junction box on transferred in the radio junction box.

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Electrical System
Lighting Systems ally controlled by switches located

on the overhead switch panel (Fig- Lighting
The Beechjet 400A airplane incor-
porates three lighting systems: exte-
ure 5C-20) and protected by circuit
breakers located on the aft circuit System
rior lighting, interior lighting and breaker panel (Figure 5C-21).
emergency lighting. The exterior
lighting system includes landing Navigation Lights
lights and other lights normally Navigation lights are installed on the
mounted on the fuselage. The inte- wing tips and the top rear most sec-
rior lighting system includes lights tion of the vertical stabilizer. They
used in the cockpit and the cabin are operated by a switch-type circuit
areas as well as the cargo and service breaker, placarded NAV on the over-
compartments. The emergency light- head switch panel in the EXTERIOR
ing system includes emergency exit LIGHT group. The navigation lights
lights inside the airplane, as well as generate a stationary dual red (left
emergency cabin lights. wing tip) (Figure 5C-22), dual
green (right wing tip) (Figure 5C-
Exterior Lighting 23), and white (tail) light (Figure
System 5C-24) respectively.
The exterior lighting system consists Anti-Collision Lights

of navigation lights, anti-collision Anti-collision lights are installed on
lights, a wing inspection light (right the left and right wing tips (Figure CAUTION: Do not turn the anti-
light optional), landing lights, rotat- 5C-22 and 5C-23) and on the rear collision lights on in clouds.
ing beacon, forward recognition most section of the fuselage. The
light, and optional tail floodlights. lights are operated by a switch type
All the exterior lights are individu-
5C-20 5C-21
5C-24
5C-22 5C-23

September 2001
Table of Contents
CAE SimuFlite
circuit breaker placarded ANTI portion of the overhead panel (Fig-

COLL on the overhead switch panel ure 5C-27) in the LAND LT group.
in the EXTERIOR LIGHT group. Routine extension or retraction is
These lights generate white flashes accomplished by placing the
at 50 to 60 cycles per minute. switches to the EXT/ON or RET/
OFF position, as appropriate. The
Wing Inspection Light landing lights will automatically
The wing inspection light is installed retract when the landing gear handle
on the left side of the fuselage (Fig- is moved to the UP position, even
ure 5C-25), just aft of the entrance though the LAND LT switches are in
door. An optional second light is the EXT/ON position. If the landing
mounted directly opposite on the gear handle is subsequently moved
right side of the fuselage. They are to DN with the LAND LT switches
used to inspect for ice formation on still in the EXT/ON position, the
the leading edge of the wings during landing lights will automatically
night flight. The wing inspection extend. If the landing lights are
lights are operated by a switch-type extended and the landing gear is then
circuit breaker, placarded WING cycled up, the LAND LT switches
INSP on the overhead switch panel must be returned to RET/OFF to arm
in the EXTERIOR LIGHT group. the system for routine operation.
Lights (L and R) aft of the switches
Landing Light
and a LDG LT NOT RETRACT
Linear actuated landing lights are annunciator on the shroud panel
installed on both sides of the air- (Figure 5C-28) will illuminate
plane's nose (Figure 5C-26). They when the landing lights are extended
are individually controlled for exten- and extinguish upon completion of
sion, retraction, and illumination by the retraction cycle. Once extended,
switches located on the upper right the landing lights may be illumi-
5C-25 5C-26
5C-28
5C-27

September 2001
Table of Contents
Electrical System
nated or extinguished as desired (Figure 5C-30) to illuminate the
using the two pushbutton switches identification markings painted on
labeled PUSH OFF/ON, located the vertical stabilizer. These lights
immediately forward of the extend/ should not be turned on while flying
retract switches. These pushbutton in clouds. The TAIL FLOOD switch
switches will illuminate when the in the EXTERIOR LIGHT group on WARNING: The landing lights
landing lights are on and extinguish the overhead switch panel operates become very hot during ground
when they are off. Landing light cir- the lights. operations. Therefore, they should
cuit protection is provided by four be turned off or retracted as soon as
circuit breakers placarded L LDG
Forward Recognition possible after landing.
LT, L LDG LT CONT, R LDG LT,
Light
and R LDG LT CONT located in the A recognition light is installed on the
LIGHT group on the aft circuit top leading edge of the vertical stabi- CAUTION: The forward recogni-
lizer (Figure 5C-31). This light tion light should never be used on
breaker panel.
provides increased airplane visibility the ground. It may cause the lens to
Rotating Beacon from the front while in flight. The
melt.
A rotating beacon is installed on top RECOG switch in the EXTERIOR
of the vertical stabilizer (Figure LIGHT group on the overhead panel
5C-29). It is operated by a switch- activates the light.
type circuit breaker placarded
ROTAT BCN on the overhead Interior Lighting
switch panel in the EXTERIOR System
LIGHT group. The rotating beacon
The interior lighting system consists
generates red flashes at 80 to 90
of various combinations of lighting
cycles per minute. The RH NON-
throughout the cockpit, cabin, and
ESSENTIAL switch must be on for
aft fuselage baggage compartment.
the rotating beacon to operate.
Tail Floodlight Flight Compartment
Lighting
Optional tail floodlights may be
The flight compartment lights
installed on both sides of the hori-
include the instrument lights, map
zontal stabilizer's lower surface
lights and the cockpit room light.
5C-29 5C-30 5C-31

September 2001
Table of Contents
CAE SimuFlite
The primary lighting in the flight ied for individual preference using
compartment consists of white the PLT INST LT, COPLT INST LT,
incandescent lights and electrolumi- CTR INST and O/H PNL, and CEN-
nescent panels. The secondary light- TER PED LT rheostats located on
ing consists of variable-intensity the overhead panel (Figure 5C-33),
map lights, instrument lights, opera- and the C/B PNL rheostat located on
tion lights, advisory lights, the the aft circuit breaker panel (Figure
annunciators and the master warning 5C-34).
and caution lights (the annunciators
and the master warning and caution Standby Instrument Panel
lights are discussed in section 5B, Lights
Avionics). The flight compartment The instrument panel floodlights are
lights provide general and local mounted along the underside of the
lighting for the cockpit and for the instrument panel glareshield. The
instruments, controls and circuit lights are controlled by two switches
breakers. in the INST LIGHT group on the
Instrument Lights overhead panel. One is labeled
INTEG and OFF while the other is
Instrument/circuit breaker panel labeled FLOOD and OFF. Normally
lighting is divided into five groups: the INTEG switch is placed in the
pilot's instrument panel, copilot's INTEG position and the FLOOD is
instrument panel, center instrument placed in the OFF position so that
and overhead panels, center pedes-
when the left load bus loses power,
tal, and circuit breaker panels. Each
or when the INST CONT circuit
group is powered by an individual
breaker trips, the lights automati-
power supply that provides 5V DC
cally illuminate. Placing the FLOOD
for instrument lights and 110V AC
switch in the FLOOD position man-
for the electroluminescent panels.
The INTEG switch located in the ually turns the lights on for mainte-
INST LIGHT group on the overhead nance, for checking the cockpit and
panel (Figure 5C-32) controls for supplementary instrument panel
lighting. Light intensity may be var- lighting.
5C-32 5C-34
5C-33

September 2001
Table of Contents
Electrical System
The standby instrument floodlights protection is provided by a MAP cir-
are protected by the FLOOD INST cuit breaker located in the LIGHT
circuit breaker which receives power group on the aft circuit breaker
from the 28V DC emergency bus. panel.
Electroluminescent Panels Cockpit Room Light
Electroluminescent panels are used The cockpit room light is located on
in three different areas of the cock- the cockpit ceiling. This light is hot-
pit. These panels are made up of a wired to the aircraft’s 24V DC bat-
specially prepared phosphorus sheet. tery and protected by the ROOM
sandwiched between two sheets of LIGHT circuit breaker on the main
plastic. When 110V AC power is junction box in the tail of the air-
applied to the phosphorus sheet, it craft. This light illuminates only if
gives off a soft, cool light. These the COCKPIT LIGHT switch (Fig-
panels give off less heat than an ure 5C-36), located on the cockpit
incandescent lighted panel. The cir- left side wall, is pushed on.
cuit breaker panels, overhead panel Cockpit Side Panel Lights
and center pedestal panel are elec-
troluminescent lighted panels and Additional cockpit lighting is pro-
are controlled by their respective vided by lap/map lights mounted on
rheostats. the pilot and copilot's side panel.
They are attached to the end of a
Map Lights flexible arm and covered by a hood.
Map lights are located in the for- The lamp hood also rotates about the
ward, outboard sections of the over- arm, providing directional control of
head panel (Figure 5C-35). They the light beam. The lamp base con-
are individually illuminated using tains an ON/OFF switch and a dim-
the MAP LT switch located immedi- ming control rheostat. Both lights
ately above the lights. Intensity is are powered through the 28V DC
controlled by dimming rheostats emergency bus through the FLOOD
located adjacent to the lights. Circuit INST circuit breaker.
5C-35 5C-36

September 2001
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CAE SimuFlite
Passenger Compartment The fluorescent lighting is an indirect

Lighting type of general area lighting (Figure
5C-38) in the cabin. Either the cock-
The passenger compartment lights
pit INTERIOR LT CABIN switch or
include ceiling-mounted fluorescent
the INDIRECT LIGHTS ON/OFF
and incandescent general area lights,
switch located on the VIP panel (Fig-
reading lights, sign lights, and the
ure 5C-39) accomplishes control of
lavatory area lights. The passenger
cabin indirect lighting. The cabin
compartment lights provide general
lighting for the cabin and the lights may be illuminated from the
entrance areas. Direct and indirect cockpit by pressing the INTERIOR
lighting are used, as well as utility LT CABIN switch momentarily to
lights and illuminated signs for pas- the ON position and then allowing
senger instruction. the switch to return to the neutral
position. The cabin illumination level
Cabin Lighting can only be controlled by the VIP
All cabin incandescent lighting illu- panel INDIRECT (increase/decrease)
minates when the ROOM LIGHT switch. The fluorescent lights auto-
switch by the entrance door (Figure matically illuminate when the cabin
5C-37) is pushed on. When the depressurizes to an altitude of 12,500
entrance door is unlocked, the ROOM ±500 feet or more.
LIGHT switch is internally illumi-
The cabin courtesy lights and the flu-
nated and will remain illuminated,
orescent lights cannot be on at the
whether the switch is on or off, as
same time. The cold cathode light
long as the door is unlocked. The
control relays are designed to prevent
cabin courtesy lights, aft cabin toilet
both sets of lights being on simulta-
cabinet courtesy light (optional), and
aft cabin vanity footlight (optional) neously. Also, through landing gear
are controlled by the above-men- safety relay actuation, any time the
tioned switch at the entrance door, the airplane becomes airborne with the
CABIN LIGHT CONTROL switch, cabin courtesy lights illuminated,
or the pilot's CABIN LIGHT switch. they are automatically shut off.
5C-37
5C-38
5C-39

September 2001
Table of Contents
Electrical System
Cabin Reading and Table SAFETY position illuminates both
Lights the no smoking and fasten seat belt
Individually controlled reading lights signs. The FSB position illuminates
are installed above each passenger the fasten seat belt sign only.
seat (Figure 5C-40) and above the Should the cabin depressurize for any
card tables in the cabin. These reading reason above 12,500 ±500 feet, the
lights are all powered by the same cir- depressurized cabin light control
cuit and protected by the PASS relay is grounded through the passen-
READ circuit breaker located in the ger oxygen manifold switch mounted
LIGHT group on the aft circuit on the aft cabin ceiling above the
breaker panel. headliner. The relay is energized to
Cabin Sign Lights bypass the CABIN SIGN switch and
automatically illuminate the no
The international cabin sign lights
for no smoking and fasten seat belts smoking signs only. Also both cold
cathode light control relays are ener-
are located on the forward cabin
gized at the same time and provide
bulkhead (Figure 5C-41), rear
cabin bulkhead, and one on the right automatic illumination of the cabin
fluorescent overhead lights.
rear cabin wall in the lavatory.
An audible tone is generated over the
The CABIN SIGN switch, located
cabin speaker system any time the
on the cockpit overhead switch panel
(Figure 5C-42), controls the illu- cabin signs come on or go off to alert
the passengers to the change in the sign
mination of both signs. The switch
messages. This tone is also generated
has three positions: SAFETY, FSB,
and OFF. Placing the switch in the if the cabin depressurizes, because the
no smoking sign illuminates.
5C-40
5C-42
5C-41

September 2001
Table of Contents
CAE SimuFlite
Cargo and Service compartment floodlight switch is on

Compartment Lighting the door frame and the floodlight is
on the ceiling panel of the baggage
RK-1 thru RK-86, except RK-78
compartment.
Cargo and service compartment light-
Airplanes RK-78, RK-87 and
ing includes the aft compartment
After
light and the aft fuselage baggage
compartment light. These lights are Cargo and service compartment
powered directly from the emergency lighting includes the aft compart-
bus (RK-1 thru RK-48, except ment light and the two baggage com-
RK-45) or from the battery bus (RK- partment lights. These lights are
45, RK-49 thru RK-86 except RK- powered from the battery bus and
78) and are used to illuminate their are used to illuminate their respec-
respective compartments. tive compartments.
The aft fuselage door switch is The aft fuselage door switch is
mounted on the upper aft fuselage mounted on the upper aft fuselage
door (Figure 5C-43) and is con- door and is controlled by the posi-
trolled by the position of the lower tion of the lower aft fuselage door.
aft fuselage door. Opening the lower Opening the lower door will supply
door will supply power to the aft power to the aft compartment light
compartment light switch and the switch through the door switch. This
baggage compartment floodlight series circuit arrangement will turn
switch through the door switch. This out the aft compartment light and
series circuit arrangement will turn baggage compartment floodlights
out the aft compartment light and whenever the aft compartment door
baggage compartment floodlight is closed, regardless of the position
whenever the upper and lower doors of the light switch.
are closed, regardless of the position The aft compartment floodlight
of the light switches. switch is on the door frame. The aft
The aft compartment light switch is compartment light is in the overhead
located near the battery box and the area above the aft fuselage doors and
aft compartment light is located in the two baggage compartment lights
the rear of the fuselage. The baggage are on the ceiling panel of the bag-
gage compartment.
5C-43

September 2001
Table of Contents
Electrical System
Emergency The emergency lights are protected

by a circuit breaker placarded
Lighting System EMER LT in the LIGHT group on
The emergency lighting system con- the aft circuit breaker panel.
sists of both cockpit and emergency A guarded EMER LT switch located
cabin lighting. This system supplies on the overhead panel (Figure 5C-
emergency lighting for the airplane 45) controls all emergency lights.
when all normally supplied electrical This switch, placarded TEST/ON,
power is lost, rendering normal ARM, and OFF is positioned to
lighting inoperative. ARM when the guard is closed.
Cabin Emergency Lighting When all power is lost, 6V DC
power is supplied to the emergency
An emergency exit sign light is
lights. The power supplies are
installed above the entrance and
charged by generator power when
escape hatch doors in the cabin (Fig-
the emergency light switch is set in
ure 5C-44). In addition to the
the OFF or ARM position. Charging
lighted exit sign, an emergency out-
is stopped and the emergency lights
side light is mounted in the escape
are illuminated by their power sup-
hatch door frame to illuminate the
ply when the EMER LT switch is set
outside area around the escape
to the TEST/ON position. When the
hatch. There is also an emergency
EMER LT switch is placed in the
outside light mounted near the cabin
OFF or TEST/ON position, the
door frame to illuminate the outside
EMER LT NOT ARM annunciator
area around the cabin door.
on the shroud panel illuminates.
Two power supplies, one installed
With the EMER LT switch posi-
under the floor in the forward right
tioned to TEST/ON and the BAT-
hand cabin and one installed in the
TERY switch in the ON position, a
right hand aft cabin sidewall, contain
green light adjacent to the switch
batteries and supply power to the
will illuminate when the power sup-
emergency lights.
ply batteries are fully charged.
5C-44
5C-45

September 2001
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CAE SimuFlite

September 2001
Table of Contents
Electrical System
Preflight 11.Disengage the BAT TEMP cir-

cuit breaker and observe the follow- Servicing and
During the preflight inspection, turn
the battery on and make sure there is
ing:
- The GO light should extin-
Procedures
a minimum of 22V DC. After check- guish and the NO GO light
ing the voltage, turn the battery off. should illuminate.
Servicing - The BATT OVHT annuncia-
tor light should extinguish.
There is no line-servicing procedure
- The two HOT and WARM
for the battery. Any servicing of the
lights on the indicator should
battery is to be carried out at an
extinguish.
authorized facility.
12.Place the master test switch in the
Battery-Overheat Warning OFF position.
System Operational Test
(RK-1 Thru RK-97) 13.Engage the BAT TEMP circuit
breaker.
1. Verify that the BAT TEMP cir-
cuit breaker is engaged.
Emergency
2. Place the master test switch on
the overhead switch panel in the
Procedures
BATT OV TEMP position. Emergency procedures for the elec-
3. The NO GO light on the over- trical system include:
head switch panel should illumi- Q loss of both generators
nate. It should extinguish when the Q battery overheat
needle reaches 150°F (66°C).
Q battery feeder failure
4. The battery-temperature-indica- Q
emergency bus feeder failure
tor needle should gradually sweep
up the scale. Q
bus feeder failure
5. When the needle reaches 135°F
Q battery cutoff
(57°C), the amber WARM light on Q single generator failure
the indicator should illuminate. Q inverter failure
6. When the needle reaches 150°F Q
pitot heat failure.
(66°C), the MASTER WARNING Q Loss of Both Generators
lights should flash and the following
lights should illuminate:
Q
Illumination of the L and R GEN
OFF annunciators indicates a loss
7. Red HOT light on the indicator. of both generators. Ensure the
8. GO light on the overhead switch GEN FLD and START/GEN cir-
panel. cuit breakers are in. On the over-
head panel, select RESET and
9. Red BATT OVHT warning back to NORM on the L and R
annunciator. GEN RESET switches.
10.Reset the MASTER WARNING Q If only one generator comes back
lights. Both MASTER WARNING on line, perform the single genera-
lights should extinguish. tor failure procedure.

September 2001
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CAE SimuFlite
If neither generator comes back on Q No.1 Radio Tuning Unit

line, set the battery, master generator Q Pilot's Headphone and Hand Mic
switches and pitch trim to EMER. (Interphone will be inoperative)
Avoid any icing environment and Q Copilot's Headphone/Speaker and
land at the nearest suitable airport. Boom Mic/Hand Mic
Set the cabin pressure control and Q No. 1 Nav
standby altimeter and confirm VREF, Q
Pilot’s Sensor Display Unit
N1, and LDG DIST. Turn on the (SDU 1)
cabin sign and carry out a verbal Q Pilot’s Attitude Heading Refer-
briefing. Since the flaps will not ence System (AHRS 1)
extend, set airspeed to VREF +20 Q The following hydraulically pow-
KIAS. Extend the landing gear using ered systems will not be func-
the alternate gear extension method. tional:
When both master generator (MAS- - Landing Gear ALTERNATE
GEAR EXTENSION
TER) switches and the battery
switch are selected to EMER, all - Flaps
electrical power except standby - Speedbrakes
power and the battery fed emergency - Thrust Reversers
bus is lost. - Antiskid System
Normal pitch trim is inoperative.
Q
Landing distance will increase
approximately 40%.
Use emergency pitch trim when
operating on the emergency bus. All RK-45, RK-49 Thru RK-162
right engine instrument indications Q
Standby Attitude Indicator
will be lost. Each engine EFC will
revert to manual with associated
Q
Standby Airspeed Indicator (not
time-limited)
thrust loss. Engine anti-ice valves
will open, and appropriate thrust set-
Q
Standby Altimeter (not time-lim-
tings must be used. ited)
Q
Standby Magnetic Compass (not
The listed equipment will remain time-limited)
operable, some for a limited duration,
after the loss of both generators.
Q Left Engine N1, N2, ITT and
Lighting
RK-1 Thru RK-48, Except Q Instrument Floodlights
RK-45
Q Swivel (gooseneck) Lights or
Q Standby Attitude Indicator Map Lights
Q
Standby Airspeed Indicator (not Q
No.1 Comm
time-limited)
Q
No.1 Radio Tuning Unit
Q Standby Altimeter (not time-lim-
ited) Q
ADF 1 (when modified in accor-
dance with Raytheon Aircraft Ser-
Q Standby Magnetic Compass (not vice Bulletin 24-3199)
time-limited)
Q Interphone
Q Left Engine N1, N2, ITT and
Lighting
Q Pilot's and Copilot’s Headphone/
Speaker and Boom Mic/Hand Mic
Q Instrument Floodlights Q
No. 1 Nav
Q Swivel (gooseneck) Lights Q
Pilot’s Sensor Display Unit (SDU 1)
Q
No.1 Comm

September 2001
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Electrical System
Q Pilot’s Attitude Heading Refer- Q No.1 Radio Tuning Unit
ence System (AHRS 1) Q ADF 1 (when modified in accor-
Q The following hydraulically pow- dance with Raytheon Aircraft Ser-
ered systems will not be func- vice Bulletin 24-3199, and RK-
tional: 230 and after)
- Landing Gear Q Interphone
- Flaps Q Pilot's and Copilot's Headphone/
- Speedbrakes Speaker and Boom Mic/Hand Mic
- Thrust Reversers Q
No.1 Nav
- Antiskid System Q Pilot's Sensor Display Unit (SDU 1)
Q Landing distance will increase
approximately 40%.
Q Pilot's Attitude Heading Refer-
ence System (AHRS 1)
RK-163 And After Q
Copilot Pitot/Static Heat
Q Standby Attitude Indicator
Q The following hydraulically pow-
Q
Standby Airspeed Indicator (not ered systems will not be func-
time-limited) tional:
Q Standby Altimeter (not time-lim-
- Landing Gear
ited)
- Flaps
Q Standby Magnetic Compass (not
- Speedbrakes
time-limited)
Q Left Engine N , N , ITT and
- Thrust Reversers
1 2
Lighting Instrument Floodlights - Antiskid System
Q Swivel (gooseneck) Lights or
Q Landing distance will increase
Map Lights approximately 40%.
Q No.1 Comm

September 2001
Table of Contents
CAE SimuFlite
Battery Overheat 5. If the EMER BUS FDR FAIL

If the battery temperature indicator annunciator is illuminated, ensure
the EMER BUS FDR circuit breaker
amber light illuminates at 120ºF
(DC PWR) is set.
(RK-1 thru RK-48 except RK-45) or
135ºF (RK-45, RK-49 thru RK-97), 6. If neither of the above annuncia-
monitor the battery temperature. tors are illuminated, check that the
Takeoff is not permitted if the tem- battery FDR PROT circuit breaker is
perature continues to rise. set.
If temperature continues to rise and 7. The EMER BUS FDR FAIL
reaches 150ºF (all serials) the BATT annunciator illuminates whenever
OVHT annunciator will illuminate. the circuit between the emergency
Turn the battery off and monitor the relay and emergency feed RCCB
battery temperature. The tempera- opens.
ture should decrease gradually. All
electrical equipment will continue to Emergency Bus Feeder
receive power from the generators.
Failure
When there is a failure of the emer-
If the temperature continues to rise
gency bus feeder, the EMER BUS
with the battery off, land at the near-
FDR FAIL annunciator will illumi-
est suitable airport.
nate. Ensure the EMER BUS FDR
Battery Feeder Failure circuit breaker (DC PWR) is set.
Failure of the battery feeder denotes The emergency bus is powered by
one of three conditions: the left load bus with the emergency
bus feeder circuit breaker disen-
1. Battery ground fault (BATT CUT
gaged. The battery can no longer
OFF and EMER BUS FDR FAIL
power the emergency bus. Should
annunciators will also be illumi-
the left load bus fail in this condi-
nated).
tion, the emergency bus cannot be
2. Emergency bus feeder circuit powered.
breaker disengaged (EMER BUS
FDR FAIL annunciator illuminated). Bus Feeder Failure
Illumination of the L or R BUS FDR
3. Battery feeder protect circuit
FAIL annunciator indicates that the
breaker disengaged.
No. 1 or No. 2 bus feed RCCB has
4. If the BATT CUT OFF annuncia- tripped and the No. 3 bus feed
tor is illuminated, turn the battery off RCCB has energized.
and then back on. If the annunciator
Individually pull and reset the No. 1
re-illuminates, or will not extin-
and No. 2 BUS FDR circuit breakers
guish, turn the battery off.
(DC PWR) (affected side) and moni-
tor the ammeters.

September 2001
Table of Contents
Electrical System
Battery Cutoff Ensure the inverter and inverter con-

Illumination of the BATT CUT OFF trol circuit breakers (AC PWR &
CONT) are set. If the annunciator
annunciator indicates the battery
light remains illuminated, turn the
relay is open.
inoperative inverter off.
Normally, this annunciator illumi-
Monitor the AC volts of the opera-
nates any time the battery switch is
tive inverter. On the pedestal, select
in the OFF or EMER position, and
electrical power is being supplied by the operating inverter, if required
a generator. Battery charging will Illumination of the AC BUS SHED
not occur with the BATT CUT OFF annunciator is advisory only and
annunciator illuminated. indicates a combination inverter/
load bus malfunction that will result
Single Generator Failure in the loss of the flap position indica-
When the L or R GEN FAIL annun- tor and both oil pressure indicators.
ciator illuminates, determine the
voltage of the malfunctioning gener- Pitot Heat Failure
ator. Check that the generator circuit Illumination of the PITOT HT OFF
breakers (GEN) of the affected side annunciator indicates that either the
are set. Select the affected generators pitot heater switches are not on, or
GEN RESET to RESET and then there is a failure in the system.
back to NORM.
Verify the pitot heat is on. If the pitot
If the generator fails to reset, moni- heat is on, check the operating lights
tor the electrical load and reduce it if to determine which system is inoper-
necessary. Turn the affected genera- ative.
tors GEN RESET switch to OFF and
Flight in visible moisture without pitot
ensure that the engine with the oper-
heat may result in erratic operation of
ative generator maintains N2 of 58%
the airspeed and mach indicators.
minimum.
If erratic operation of the airspeed
Inverter Failure and mach indicator is observed,
select the CROSS-SIDE ADC on the
The illumination of INV 1 FAIL or
air data reversion panel. Use the
INV 2 FAIL annunciators indicates
cross-side air data select panel for air
that there is a fault in the AC inverter
data control.
system.

September 2001
Table of Contents
CAE SimuFlite

September 2001
This section describes general coverage of fixed and portable fire

protection systems that detect, indicate, store, and distribute fire- Fire
extinguishing agent into protected areas of the airplane. The fire
protection system is made up of detection, nacelle fire extinguish- Protection
ing, and portable extinguishing subsystems.
The detection system provides fire detection in the engine com- Chapter 5D
partments and alerts personnel with visual and audible indicators.
The detection system consists of two engine fire detector sensor
cables, two fire detection control units (RK-1 thru RK-48, except
RK-45), a single fire detection control unit (RK-45, RK-49 and
after), warning lights for each engine nacelle and an aural warning
tone generator.
The nacelle fire extinguishing system provides an integral fire-
extinguishing bottle for each engine compartment that can be acti-
vated from the cockpit. The extinguishing system consists of an
overboard discharge indicator, two fire extinguisher containers,
delivery tubes, control switches, and indicator lights.
Portable fire extinguishers are located in the cockpit and the
cabin.

September 2001
Fire Protection
CAE SimuFlite

September 2001
Fire Protection
Fire Protection
Fire Detection and Extinguishing Schematic . . . . . 5D-4

Fire Detection/Extinguishing System
Table of
Component Locations Schematic. . . . . . . . . . . . . . . 5D-5 Contents
Nacelle Fire Detection System Component
Locations Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 5D-6
Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-7
Engine Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-7
Nacelle Fire Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-7
Fire Detector Sensor Cable . . . . . . . . . . . . . . . . . . . . 5D-7
Fire Detection Control Unit RK-1 thru RK-48
Except RK-45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-7
Fire Detection Control Unit RK-45, RK-49 and
After . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-7
Fire Detection and Sensor Cable Fault
Discrimination Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 5D-8
Master Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-8
Engine Fire Warning Annunciators. . . . . . . . . . . . . . . 5D-8
Engine Fire Bell Cutoff Switch . . . . . . . . . . . . . . . . . . 5D-9
Fire Extinguishing System . . . . . . . . . . . . . . . . . . . 5D-11
Nacelle Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . 5D-11
Nacelle Fire Extinguisher Containers. . . . . . . . . . . . 5D-11
Fire Extinguisher Actuator Cartridge/Squib . . . . . . . 5D-12
Fire Extinguisher Deployment Tubes . . . . . . . . . . . . 5D-12
Overboard Discharge Indicator . . . . . . . . . . . . . . . . 5D-12
Controls and Indicator Lights . . . . . . . . . . . . . . . . . . 5D-13
Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . 5D-15
Aft Fuselage Baggage Compartment . . . . . . . . . . . . . 5D-15
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . 5D-17
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-17
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-17
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . 5D-17
Engine Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-17
Engine Fire Detector Fail . . . . . . . . . . . . . . . . . . . . . 5D-17
Electrical Fire or Smoke . . . . . . . . . . . . . . . . . . . . . . 5D-18
Environmental System Smoke or Odor . . . . . . . . . . 5D-18
Smoke Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-18

September 2001
5D-4
TEST
ANNUNCIATOR PANEL
AS HORN
IND LTS L FIRE R FIRE
DET FAIL DET FAIL
GO NO GO
LG HORN
OFF
L GEN R GEN
GND FAIL GND FAIL
FLAP SHROUD
R STALL INDICATION
ASYM
CAE SimuFlite
Table of Contents
STBY L FIRE PANEL

BATT DET
R FIRE
DET L H/V L F/V LH ENG RH ENG R F/V R H/V
BOT 1 OPEN OPEN OPEN OPEN BOT 2
L STALL ARMED FIRE FIRE ARMED
PUSH L H/V L F/V R F/V R H/V PUSH
CLOSE CLOSE PUSH PUSH CLOSE CLOSE
MASTER TEST SWITCH
(OVERHEAD PANEL)
LEFT HYDRAULIC RIGHT HYDRAULIC
SHUTOFF VALVE SHUTOFF VALVE
LEFT FUEL RIGHT FUEL

L GEN LEFT GENERATOR
OFF CONTROL UNIT
R GEN RIGHT GENERATOR

OFF CONTROL UNIT FIRE
Fire Detection and Extinguishing
WARNING
BELL
BOTTLE BOTTLE
NO. 1 NO. 2
IN
EXT GUIS
E
HE
FIR
R
Developed for Training Purposes

PRESSURE PRESSURE
OR
D I SC
GAUGE GAUGE
AT
HA
RG
E I ND I C
OVERBOARD
DISCHARGE L/H ENGINE POD R/H ENGINE POD
LEGEND INDICATOR
EXTINGUISHER AND
OVERBOARD DISCHARGE
DISCHARGE NOZZLES
L/H ENGINE
DISCHARGE PATH
FIRE DETECTOR
LOOP FIRE DETECT
R/H ENGINE CONTROL BOX
DISCHARGE PATH
B4TM-FR001i
September 2001
Beechjet 400A
Table of Contents
Fire Protection
Fire Detection/Extinguishing System Component Locations
FIRE DETECTION FIRE DETECTION

CONTROL UNITS CONTROL UNIT
RK-1 THRU RK-48 RK-45, RK-49 AND
EXCEPT RK-45 AFTER
NACELLE FIRE
EXTINGUISHER
CONTAINERS
OVERBOARD
DISCHARGE
INDICATOR
AURAL WARNING FIRE DETECTION

TONE GENERATOR SENSOR CABLE
NACELLE EXTINGUISHER
DISCHARGE DUCTS B4TM-FR002i

September 2001
Table of Contents
CAE SimuFlite
Nacelle Fire Detection System Component Locations
FIRE DETECTOR
SENSOR CABLE
FIRE DETECTION
SUPPORT TUBES
B4TM-FR003i

September 2001
Table of Contents
Fire Protection
Engine Fire The sensor cable is sensitive at all

points along its length and transmits Fire Detection
Detection a signal to the fire detect control unit
which, in turn, activates an alarm.
The engine fire detection system The element is a semiconductor
provides the means to detect a fire or coaxial cable of homogeneous com-
overheat condition in either engine position. A fire is detected by elec-
nacelle. The detection system incor- tronically monitoring the resistance
porates a semiconductor, coaxial of the sensing elements, as measured
cable, fire detection control boxes, from the center conductor cable to
and sensor elements. It forms a the outer tube. In normal operation,
closed loop around all the vital the sensor cable resistance decreases
engine components which are sus-
as temperature rises.
ceptible to fire. The loop has a vari-
able resistance which changes with Fire Detection Control
temperature. It is sensitive along its Unit RK-1 thru RK-48
entire length and transmits a signal Except RK-45
to the cockpit.
There are two fire detection control
Nacelle Fire Zones units located behind the control
These zones contain the engine junction boxes on each side of the aft
accessory, compressor, combustor, cabin. The control units electroni-
and turbine sections. Most of the cally monitor the detector cable
lines and components carry flamma- resistance. Both units are powered
ble fluids. In this area, fire sensing from the LH and RH load buses
elements and fire extinguishing noz- through the LH and RH circuit
zles are provided and materials are breakers on the aft circuit breaker
selected based on their fire resis- panel. The control units consist of
tance. The firewalls provide fire two integral circuits, the fire detec-
resistance for the forward and aft tion circuit and the ground fault dis-
nacelle compartments. criminating circuit.
Fire Detector Sensor Cable Fire Detection Control

Unit RK-45, RK-49 and
The fire detector sensor cable is After
clamped to the support brackets
along the flanges of the engine cas- The separate left and right fire detect
ing and to the support tubes mounted control units are replaced by a single
around the engine (Figure 5D-1). unit. This control unit is installed on
The sensor is an interconnected the left aft cabin sidewall above the
cable which forms a closed loop control junction box. The control
within the engine nacelle. unit is powered from the LH and RH
5D-1

September 2001
Table of Contents
CAE SimuFlite
LOAD BUSES through the LH and by recognizing how the sensor cable
RH FIRE DET circuit breakers. The resistance falls. An instantaneous
control unit consists of four integral change in cable sensor resistance is
circuits, two fire detection circuits rejected as a fire but is accepted as a
and two ground fault discriminating short.
circuits.
Master Test
Fire Detection and Sensor The rotary test switch on the over-
Cable Fault head switch panel has L FIRE DET
Discrimination Circuit and R FIRE DET positions (Figure
During normal operation, the sensor 5D-3). These positions are used to
cable resistance decreases as its tem- perform integrity checks of the
perature rises. As the sensor cable is detection circuits, to test the fire bell
heated and its resistance falls below and to illuminate the GO/NO GO
the fire alarm point (100 +57/-38 lights, according to the condition of
ohms). The output voltage of the the system.
comparator simultaneously disables
Selection of one of these positions
the short discriminating lockout cir-
completes a circuit through the sens-
cuit and energizing the fire warning
ing element and detector control
light and tone generator. Should the
unit, simulating a fire condition. If a
cable resistance continue to fall, the
fault exists in the detector control or
short discriminating comparator
the sensor element is shorted or
V1B will operate but have no effect
open-circuited, the fire warning light
on the alarm.
will not illuminate. In this case, the
If the cable resistance of a fire detec- respective red FIRE DET FAIL light
tion cable's center conductor falls on the annunciator panel and the NO
instantly (ground faults) below the GO light will illuminate. The respec-
fire and discriminating points, elec- tive FIRE DET FAIL light will also
tronic lockout will occur. This illu- illuminate any time a sensor element
minates the L or R FIRE DET FAIL is shorted or open, as the sensor is
(Figure 5D-2) light on the annunci- continuously monitored. The fire
ator panel, disabling the fire alarm. detection circuits and lights are pow-
The basic control discriminates ered by the respective left or right
between a true fire and a short circuit load bus.
5D-2
5D-3
5D-4

September 2001
Table of Contents
Fire Protection
Engine Fire Warning light and can be used to open or

Annunciators close the fuel and hydraulic shutoff
valves to the respective engine. Clo-
Two red fire warning lights, one for sure of the valve is indicated by illu-
each engine, are located on the fire mination of the switchlight. These
extinguisher control panel (Figure switchlights are the sequence type,
5D-4), which is mounted on the cen- so the light illumination will indicate
ter of the instrument panel the last position of the valve.
glareshield. The applicable light will
illuminate when the temperature in Engine Fire Bell Cutoff
that engine nacelle reaches a prede- Switch
termined value. Pressing either fire The engine fire bell cutoff switch is
warning light will arm the No.1 and an illuminated press-to-reset switch NOTE: After an engine fire, the fire
No. 2 fire bottles and will be indi- mounted on the shroud (Figure warning tone generator will continue
cated by the BOT 1 ARMED PUSH 5D-5). When a fire is detected in the to ring. The bell may be silenced by
and BOT 2 ARMED PUSH lights nacelle, the engine fire warning pushing the fire bell silence button
illuminating on the fire extinguisher annunciator illuminates, the tone located on the glareshield.
control panel. At the same time, the generator sounds, and the center of
generator field will be tripped and the ENG FIRE BELL OFF (cutoff)
the L or R F/V CLOSE and L or R switch illuminates. Pressing the cut-
H/V CLOSE switchlights for the off switch activates the fire bell cut-
associated engine will illuminate, off relays that mute the fire bell or
indicating that the fuel shutoff valve tone generator and extinguish the
and the hydraulic shutoff valve have switch light. If a fire is detected in
closed. These switchlights are the other nacelle, the alarm and light
located next to each fire warning will be activated.
5D-5

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Fire Protection
Nacelle Fire extinguishing agent from the other

extinguisher container to the same Fire
Extinguishing nacelle fire area.
Nacelle fire extinguishing controls The fuel/hydraulic valve shutoff

Extinguishing
provide the pilot with a means to
select and discharge either fire extin-
switches are also provided on the
shroud indicator panel to close the System
guisher container to either engine fuel and hydraulic valves. The posi-
compartment. The red LH or RH tion indicator lights on the switch
ENG FIRE PUSH warning annunci- indicate the positions of the fuel and
ator switches are located on the hydraulic shutoff valves.
shroud and will illuminate if a fire or Two fixed fire-extinguishing contain-
overheat condition is present. To ers are installed in the aft fuselage.
extinguish the fire, raise the guard Each container has extinguishing
over the LH or RH ENG FIRE agent with deployment tubes to sup-
PUSH annunciator switch and press ply either the left or the right engine
to arm the extinguisher bottles. This so that these bottles can be fired into
switch will close the respective fuel the left, right, or both nacelles as
and hydraulic shutoff valves, trip the required. The extinguishing agent has
generator, illuminate both the BOT 1 no damaging effects on the engine
and BOT 2 ARMED PUSH switch compartment or components, which
lights, and provide electrical power means no engine components require
to the BOT 1 and BOT 2 ARMED replacement as a result of the extin-
PUSH switch light contacts. guishing agent entering the nacelle.
Upon actuation (pressing) of either All controls and indicator lights for
the BOT 1 or BOT 2 ARMED the nacelle fire extinguishing system
PUSH switch, 28V DC is applied to are located on the shroud indicator
the respective actuator cartridge. panel. The pilot is alerted by the fire
The resulting explosive energy detection system indicators and an
breaks the end of the housing assem- aural warning tone.
bly, removing the mechanical lock-
ing force against the discharge valve. Nacelle Fire Extinguisher
The fire-extinguishing agent is dis- Containers
charged through the valve into the Each extinguisher container (Figure
extinguisher delivery tube and 5D-6) provides one extinguishing
nacelle discharge ducts. The respec- shot. The containers are identical
tive BOT 1 or BOT 2 ARMED and consist of a spherical welded
PUSH switch light will extinguish, container with a pressure gage, com-
indicating the extinguishing con- bination refill port and thermal relief
tainer has been discharged. If the L outlet, and two discharge valves and
or R ENG FIRE PUSH annunciator outlets. The pressure gage indicates
switch remains illuminated, indicat- container pressure from 0 to 1,500
ing fire is still present, the remaining PSIG. A pressure temperature cor-
BOT 1 or BOT 2 ARMED PUSH rection table is located adjacent to
switch may be actuated to release the the pressure gage. The combination
5D-6

September 2001
Table of Contents
CAE SimuFlite
refill port and thermal relief outlet pressurized agent unseats the plug,
contains a fusible check valve that releasing the agent into and through
melts if the ambient temperature the deployment tubes to the nacelle
rises abnormally. The check valve is discharge ducts. The plug and hous-
designed to melt between 215-226°F ing assembly parts are collected in a
(101-107.7°C). The container is strainer basket.
charged with 3 lb. of bromotrifluo-
romethane extinguishing agent, Fire Extinguisher
commonly referred to as Halon Deployment Tubes
1301. The fire extinguisher deployment
tubes (Figure 5D-8) disperse the
WARNING: The cartridge/squib is Fire Extinguisher released extinguishing agent from
a pyrotechnic device. Inadvertent Actuator Cartridge/Squib the containers to the selected nacelle
detonation of the cartridge can cause The fire extinguisher actuator car- area. An individual deployment tube
personnel injury. For safe handling, tridge (Figure 5D-7) is electrically system from each container, a rigid
the electrical connection pins must fired and provides a means for con- tube to the nacelle engine compart-
be shorted together. The shorting trolling the release of the fire-extin- ment and discharge nozzles in the
device must be removed before con- guishing agent. When actuated, the engine compartment serve each
necting the airplane wiring. cartridge produces high-energy pres- nacelle engine compartment area.
sure to rupture the housing assem-
bly, removing the restraining force
from the discharge valve plug. The
5D-7
5D-8 5D-9

September 2001
Table of Contents
Fire Protection
Overboard Discharge the shroud indicator panel (Figure

Indicator 5D-4, page 5D-8). The switches
consist of momentary push and
The overboard discharge indicator push-to-reset types. The left and
(Figure 5D-9) provides a visual ref- right indicator/switch lights are iden-
erence for the condition of the nacelle tical. The indicator/switch lights, LH
fire extinguishers. The indicator is and RH ENG FIRE PUSH, warn the
mounted to the exterior fuselage skin pilot in the event of an engine fire.
aft of the aft fuselage doors. The indi- These indicator/switches energize
cator contains a red disk that is visible the BOT 1 and BOT 2 ARMED
from the exterior. The extinguisher PUSH indicator/switch lights (Fig-
container contains a thermal relief ure 5D-10), close the fuel shutoff
valve which opens between 215- valves, close the hydraulic shutoff
226°F (101-107°C). Extinguishing valves, and trip the generators. The
agent is dumped overboard, breaking LH or RH ENG FIRE PUSH indica-
the seal on the discharge indicator and tor/switches allow the left or right
ejecting the red indicator disk. set of actuator cartridges/squibs to
Controls and Indicator be selected. The BOT 1 ARMED
Lights PUSH and BOT 2 ARMED PUSH
indicator/switch lights allow the for-
All indicator lights used in the fire
ward or aft bottle to be discharged
protection system are combination
by energizing the respective actuator
indicator/switches and are located on
cartridge/squib.
5D-10

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Fire Protection
There are two portable fire extin-
guishers located in the airplane, one
partment so it requires no detection
or extinguishing capabilities. Portable Fire
in the cockpit and one in the cabin.
In the cockpit (Figure 5D-11) there
An enlarged, two-section access
door is installed to simplify loading.
Extinguishers
is a type B-C extinguisher for use
against several classes of fire. There Four small access doors within the
is also a type B-C extinguisher compartment provide access to the
located in the cabin compartment battery connector, engine fire extin-
(Figure 5D-12). guisher pressure gages, and hydrau-
lic reservoir sight gage.
Aft Fuselage The compartment has a capacity of
Baggage 25 cubic feet, including an extended
section to accommodate up to six
Compartment pairs of 200-centimeter skis, and is
certified to a baggage weight of 450
The baggage compartment installed pounds. The aft baggage compart-
in the tail cone is made of light- ment can be increased to a capacity
weight composite material and is of 30 cubic feet by a Hangar One
certified as a class D baggage com- modification.
5D-12
5D-11

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Fire Protection
Preflight Engine Fire

In response to an engine fire (ENG
Servicing and
Check the fire extinguisher bottles
pressure gage. Normal operating
FIRE PUSH annunciators illumi-
nated and fire bell sounding), silence
Procedures
pressure is 580 to 600 PSIG. If the the fire bell then identify the affected
pressure is below 580 PSIG, replace engine before taking action. Imme-
the bottle. diately move the thrust levers of the
Check the overboard discharge indi- affected engine to idle. If the ENG
cator. If the discharge indicator is FIRE PUSH switch remains illumi-
missing, the bottle is empty and nated, move the thrust lever to CUT-
must be replaced before flight. OFF, push the illuminated ENG
FIRE PUSH switch and then push
Check security of the cockpit and either BOT 1 or BOT 2 ARMED
cabin fire extinguishers. Verify ade- PUSH fire bottle switch. Turn the
quate pressure and check the expira- engine sync off and turn off the fol-
tion date. lowing switches for the affected
engine:
Servicing Q generator reset
The fire extinguisher bottles cannot Q

jet pump
be serviced in the aircraft; they must Q
boost pump
be removed and replaced by a ser-
viceable unit or serviced by an
Q
engine EFC
approved agency. Select the OPERATING ENGINE as
WARNING: If fire occurs immedi-
Servicing of the portable fire extin- the cabin pressure source on the
ately after takeoff when using the
guishers consists of checking fire environmental control panel.
ECS (OFF) takeoff procedure, the
extinguisher weight and verifying The FUEL/HYDRAULIC VALVE CABIN PRESS source selector must
adequate pressure. Fire extinguish- CLOSE lights of the affected engine remain in the OFF position to assure
ers are date limited; replace when will be illuminated. airplane performance.
the expiration date occurs.
If there is still indication of fire,
Emergency push the remaining, illuminated fire
bottle switch. WARNING: If it has not, or cannot,
Procedures If fuel crossfeed is required, prior to be visibly verified that the fire has
been extinguished, immediately land
selecting CROSSFEED, turn on the
Emergency procedures involving at the nearest suitable airport.
boost pump of the affected engine.
fire protection include:
Q
engine fire Engine Fire Detector Fail
Q engine fire detector failure If the FIRE DET FAIL annunciator
illuminates following an ENG FIRE
Q
electrical fire or smoke PUSH switch illumination, the fire
Q environmental system smoke or
should be considered to still be burn-
odor ing. Immediately complete the
Q smoke removal ENGINE FIRE PROCEDURE, push
Q rear baggage smoke.
the remaining illuminated fire bottle
switch and land at the nearest suit-
Always refer to the applicable air- able airport.
craft flight manual (AFM) and the
Operating Handbook for emergency
procedures involving the fire protec-
tion system.

September 2001
Table of Contents
CAE SimuFlite
If the FIRE DET FAIL annunciator Q standby altimeter lighting

illuminates without an ENG FIRE Q standby magnetic compass light-
PUSH switch illumination, or any ing
other indication of an engine fire,
then have the fault repaired before
Q No. 1 COMM
the next flight. Q
No. 1 Radio tuning unit (RTU 1)
Electrical Fire or Smoke Q pilot's and copilot's headphones
and hand mic (interphone will be
Upon indication of either an electri- inoperative.).
cal fire or smoke onboard the air-
WARNING: If it has not, or cannot, plane, don the oxygen masks and Engine EFC will revert to manual
be visibly verified that the fire has smoke goggles. Switch the mic and engine thrust loss will be noted.
been extinguished, immediately land selector to OXY MASK and, if nec- Engine anti-ice valves will open and
at the nearest suitable airport. essary, carry out the smoke removal appropriate thrust settings must be
procedures. If the source of the fire used.
or smoke is known, isolate the faulty The following hydraulically pow-
circuits. ered systems will not be functional:
If the source of the fire or smoke is Q
landing gear (use ALTERNATE
unknown, select the battery, master GEAR EXTENSION procedure)
generator and pitch trim switches to Q flaps
EMER. Avoid any icing conditions

Q speedbrakes
and prepare to land at the nearest
suitable airport. Set both the cabin Q thrust reversers
pressure control and standby altime- Q

anti-skid system
ter. Confirm VREF, N1, AOA and
landing distance then give a verbal Landing distance will increase
briefing. Ensure airspeed is VREF + approximately 40%.
20 KIAS, flaps will not extend and RK-45, RK-49 and After changes:
the landing gear will have to be low- Q pilot's and copilot's headphones
ered using the alternate gear exten- and boom mic/hand mic (inter-
sion procedure. phone will be inoperative.).
If the fire or smoke continues, turn Environmental System
WARNING: When both master the battery off, pull the EMER BUS Smoke or Odor
generator switches are placed to FDR & EMER BUS TIE circuit
breakers (DC power). Set the master On first indication of smoke or odor,
EMER and the battery is selected don the oxygen masks and smoke
OFF, all electrical power except generator switches to NORM, set the
battery back to ON and the pitch goggles. Switch the mic selector to
standby power is lost. OXY MASK. Isolate the source by
trim to NORM. If the fire or smoke
continues, then set the master gener- selecting either L ENG or R ENG as
ator switches to EMER and the bat- the cabin pressure source on the
tery to OFF. cabin pressure and cockpit tempera-
ture control panel.
The following equipment will
remain operable, some for a limited Smoke Removal
duration, after the ELECTRICAL To remove smoke from the airplane,
FIRE OR SMOKE procedure is first don the oxygen masks and
completed: smoke goggles. Switch the mic
Q left ITT indicator and lighting selector to OXY MASK. On the
Q standby attitude indicator and
cabin pressure and cockpit tempera-
ture control panel, decrease the man-
lighting ual press control to absolute pressure
Q standby airspeed indicator light-
regulator setting (14,000 ft. max).
ing Descend to 15,000 ft. or the mini-
mum safe altitude.

September 2001
The Beechjet 400A primary flight controls include the rudder,

elevators, and spoilers; all are manually actuated. Electrically Flight
operated trim is provided in all three axes. Pitch trim is accom-
plished by a movable horizontal stabilizer. Control
Secondary flight controls consist of the flaps and speedbrakes,
both electrically controlled and hydraulically actuated. After
System
touchdown, speedbrake surfaces are deflected in unison to pro-
vide lift dump for increased braking capability. Chapter 5E
Beechjet 400A Developed for Training Purposes 5E-1

September 2001
Flight Controls
CAE SimuFlite
5E-2 Developed for Training Purposes Beechjet 400A

September 2001
Flight Controls
Flight Controls
Flight Control Surfaces Schematic. . . . . . . . . . . . . . 5E-6

Table of
Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . 5E-7
Elevator System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-7
Contents
Control Column Assembly . . . . . . . . . . . . . . . . . . . . . 5E-7
Elevator Quadrant Assembly . . . . . . . . . . . . . . . . . . . 5E-7
Spoiler System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-7
Rudder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-8
Rudder Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-9
Rudder Control/Bungee Spring . . . . . . . . . . . . . . . . . 5E-9
Rudder Cable Assembly . . . . . . . . . . . . . . . . . . . . . . 5E-9
Yaw Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-9
Rudder Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-9
Flight Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-10
Spoiler/Speedbrake System Schematic . . . . . . . . . 5E-11
Flap System Schematic . . . . . . . . . . . . . . . . . . . . . . 5E-12
Secondary Control System . . . . . . . . . . . . . . . . . . . 5E-13
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-13
Normal Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-13
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-13
Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . 5E-13
Pitch Trim Warning. . . . . . . . . . . . . . . . . . . . . . . . . . 5E-13
Pitch Trim Position Indicator. . . . . . . . . . . . . . . . . . . 5E-14
Roll Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-14
Normal Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-14
Emergency Control . . . . . . . . . . . . . . . . . . . . . . . . . 5E-14
Roll Trim Position Indicator . . . . . . . . . . . . . . . . . . . 5E-14
Automatic Roll Trim Control System . . . . . . . . . . . . 5E-14
Rudder Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-15
Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-15
Speedbrake Hydraulic Selector Valve
(Valve Package) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-15
Speedbrake Control Switch . . . . . . . . . . . . . . . . . . . 5E-15
Extend Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-16

September 2001
Flight Controls
CAE SimuFlite
Retract Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-16

Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . 5E-16
Automatic Retract . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-16
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-16
Indication and Warning Systems . . . . . . . . . . . . . . . . 5E-17
Preflight and Procedures . . . . . . . . . . . . . . . . . . . . 5E-19
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-19
Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-19
Roll Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-19
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-19
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-20
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . 5E-20
Pitch Trim Runaway or Failure . . . . . . . . . . . . . . . . 5E-20
Roll Trim Runaway or Failure . . . . . . . . . . . . . . . . . 5E-20
Rudder Trim Runaway or Failure . . . . . . . . . . . . . . 5E-20
Speedbrakes Remain Extended . . . . . . . . . . . . . . . 5E-21
Rudder Boost Failure . . . . . . . . . . . . . . . . . . . . . . . 5E-21
Takeoff Mistrim (Horn Sounds) . . . . . . . . . . . . . . . . 5E-21
Main Flap Asymmetry . . . . . . . . . . . . . . . . . . . . . . . 5E-21
Aft Flap Asymmetry (FLAP ASYM Annunciator
Not Illuminated) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-21
Jammed Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-21
Jammed Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-21
Jammed Spoiler . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-21
Jammed Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-21

September 2001
Table of Contents
Flight Controls

September 2001
Table of Contents
CAE SimuFlite
Flight Control Surfaces
ELEVATOR
VARIABLE
HORIZONTAL
STABILIZER
TRIM
DOT
RH ROLL
TRIM
RUDDER
RUDDER
TRIM TAB
OUTBOARD
SPOILER
INBOARD
AFT FLAP
SPOILER
MAIN FLAP
LH ROLL
TRIM
B4TM-FC001I

September 2001
Table of Contents
Flight Controls
The spoilers, rudder, and elevators
are manually operated by either the
Control Column
Assembly Primary Flight
pilot or the copilot through a con-
ventional control column and rudder
Two control columns are located in
the flight compartment to mechani-
Controls
pedal arrangement. Control inputs
cally operate the longitudinal and lat-
are transmitted to the control sur-
eral control surfaces of the airplane.
faces through cables, push-pull rods,
The control columns are connected
and bellcranks.
together by a torque tube located
There are no ailerons on the airplane; beneath the floor panels.
spoilers provide roll control. As the
spoilers on one wing extend, the Elevator Quadrant
spoilers on the other wing move Assembly
below the upper surface of that wing. The elevator quadrant assembly pro-
vides cable, elevator servo and push-
Elevator System rod attaching points. The quadrant
The elevator system is operated assembly converts the rotational
mechanically and provides longitudinal movement provided by the cable
control of the airplane (Figure 5E-1). movement into linear movement. The
The elevator control system consists of downspring, attached to the quadrant
the following major components: support, is connected to the quadrant
and provides control feel to the pilots
Q Elevator – On the trailing edge of and aids in controlling longitudinal
the horizontal stabilizer.
trim at low air speeds. The motion of
Q Control Column Assembly – In the quadrant is transmitted to torque
the flight compartment. tubes attached to the elevator through
Q Quadrant Assembly – In the upper a pushrod, link, lever and horn lever.
vertical stabilizer.
The autopilot computer operates the Spoiler System
elevator when the autopilot is The spoiler system provides direc-
engaged. When the control column tional control, lateral control and roll
is pulled aft, the elevator moves up control in flight and can be simulta-
25 ± 1 degrees and when pushed for- neously deployed for speed braking.
ward the elevator moves downward Two spoilers are located on each
12 ± 1 degrees. upper wing surface (Figure 5E-2).
The spoiler lateral control system is
5E-1 5E-2

September 2001
Table of Contents
CAE SimuFlite
operated by manually rotating the spoiler sector to give improved con-

control wheel. The speedbrake sys- trol feel to the pilots. The motion of
tem is electrically controlled and the spoiler sector is transmitted
hydraulically operated. through four cable assemblies to a
sector inside the spoiler mixer
When the autopilot is engaged, the
located at the lower portion of the
spoilers are electrically operated by
middle fuselage.
the spoiler servo that is mounted on
the lower portion of the aft fuselage. The spoiler mixer housing assembly
is comprised of a sector, bellcranks,
The spoilers are positioned forward
pushrods, speedbrake hydraulic
of the flaps on the upper surface of
actuator, and a speedbrake limit
the wings. They are separated into
switch. The sector has a cable attach
an inboard spoiler and an outboard
point for the cable routed from the
spoiler. Both inboard and outboard
flight compartment and a cable
spoilers are hinged to the upper wing
attach point for the cable routed
rear spar at three points. Each spoiler
from the spoiler servo in the aft fuse-
is actuated by a pushrod attached to
lage. The motion of the sector is
a spoiler actuator sector in the wing.
transmitted by a bellcrank, a pushrod
The pilot and copilot control wheels attached to the bellcrank, cable and
are provided with an A/P TCS sector to a spoiler actuator pulley in
switch, an ATC I/P switch on the the wing.
inboard grip and a TRIM switch,
The inboard and outboard spoilers
TRIM INT A/P DISENG switch and
are actuated by respective sectors
PTT switch on the outboard grip
and pushrods located at the wing
(Figure 5E-3).
rear spar. The motion transmitted by
The motion of the pilot and copilot the spoiler mixer is transmitted to
control wheels is transmitted to the inboard sector through a cable
quadrants under the control columns assembly. A cable assembly inter-
by a cable drum, pulleys and a cross- connects the sectors for the inboard
over cable assembly in each control and outboard spoilers.
column. The left and right quadrants
are interconnected by a rod attached Rudder System
to the quadrants. The motion of the
The direction of the airplane around
interconnecting rods is transmitted the vertical axis is controlled by the
through a bellcrank and pushrod to rudder and the rudder trim tab
the spoiler sector in the sector mod- (Figure 5E-4). The rudder system is
ule under the flight compartment mechanically operated. The rudder
floor. A feel spring is attached to the trim tab is electrically operated. The
5E-3 5E-4

September 2001
Table of Contents
Flight Controls
rudder control system consists of a Yaw Trim System
rudder on the trailing edge of the
Yaw trim is controlled by an electri-
vertical stabilizer, two rudder pedal
cally actuated rudder trim surface.
assemblies and a sector module in
The electrical rudder trim surface
the flight compartment, a rudder
actuator is installed in the vertical
quadrant in the aft section of the tail
stabilizer. The operating time from
cone, and the interconnecting cables.
neutral to full deflection is 48 ±16
Full travel range of the rudder is 30
seconds. The full deflection angle of
degrees ± 1 left and right from the
the rudder trim control is 24 degrees
neutral position.
left and right.
Rudder Pedal Normal Control
The rudder pedals operate the rud-
The RUD TRIM switch is located on
der, nose wheel steering and brakes.
the pedestal (Figure 5E-5). Like the
Pushing on the lower portion of the
roll and pitch trim, the RUD TRIM
rudder pedals operates the rudder
switch requires two separate actions.
and steering; pushing on the upper
The switch must be pushed in and
portion of the pedals operates the
turned to operate the trim. If trim
brakes. The motion of the rudder
runaway should occur, it can be
pedals is transmitted through torque
stopped by pushing and holding the
tubes and pushrods to the sector
TRIM INT & A/P DISENG switch,
module. The brake cylinder is turning the ROLL & RUD TRIM
installed on the pedals. interrupt switch to DISC position,
Rudder Control/Bungee and then releasing the TRIM INT &
Spring A/P DISENG switch.
A rudder control/bungee spring is Rudder Trim Position Indicator
attached to the rudder sector under the
The rudder trim position indicator on
flight compartment. When the rudder
the center pedestal (Figure 5E-6) is
pedals are moved, the bungee spring
powered by the 28V DC left load
is compressed, creating a force against
bus. A pointer indicates rudder trim
the rudder pedals. When the rudder
position.
pedals are released, the bungee spring
returns to its extended position, cen- Rudder Boost
tering the rudder pedals. The rudder boost system is designed
Rudder Cable Assembly to automatically relieve the rudder
pedal pressure that is necessary to
The rudder control system transmits
counter the yaw which occurs when
pilot or copilot interconnected rud-
the thrust from one engine is less
der pedal motion through pulleys
than the thrust from the other engine.
and torque tubes to the control sur-
faces. The rudder surface is fully A passive fail system deflects the
mass-balanced to prevent flutter. rudder to compensate for the effects
5E-5 5E-6

September 2001
Table of Contents
CAE SimuFlite
of unequal engine thrust. Any imbal- signals to the autopilot computer

ance of thrust between the engines which will actuate the rudder servo
(asymmetrical thrust) is measured by to deflect the rudder. The rudder is
two bleed air pressure transducers, then deflected an amount propor-
which are attached to each engine to tional to the bleed air pressure differ-
sense P3 bleed air pressure. ential between the engines. When
the rudder servo is actuated, the yaw
Rudder boost operation is primarily
damper will be automatically dis-
controlled by the RUD BOOST
abled. When the RUD BOOST
switch (Figure 5E-7, previous page).
switch is set to OFF, rudder boost is
However, rudder boost will not oper-
disabled and the RUDDER BOOST
ate unless the thrust reversers are
FAIL annunciator (Figure 5E-8)
stowed and no faults are detected by
illuminates on the warning/caution
the Flight Control Computer (FCC).
annunciator panel.
Moving the RUD BOOST switch to
the ARM position arms the rudder
boost system.
Flight Control Lock
An adjustable, strap-type gust lock,
When the RUDDER BOOST switch
attached to the pilot's control wheel
is selected to ARM and if thrust
and to the structure beneath the for-
from one engine is lost, asymmetri-
ward instrument panel, immobilizes
cal thrust occurs and the airplane
the elevators. Nose wheel steering
will yaw in the direction of the lost
linkage to the rudder pedals acts as a
engine. The bleed air pressure trans-
gust lock for the rudder.
ducers (two on each engine) send
5E-8
5E-7

September 2001
SPEED BRAKE EMER
RET SWITCH CHECK VALVE
VALVE PACKAGE
September 2001
Beechjet 400A
LEFT AND RIGHT
Table of Contents
THRUST SWITCH LEFT AND RIGHT

GROUND SAFETY
SWITCH
CONTROL VALVE
Spoiler/Speedbrake System
VALVE PACKAGE
FLAP FOLLOW UP SWITCH UNIT SPOILER SPOILER
TO CONTROL
UP WHEEL
LEGEND
RETRACT LINE
EXTEND LINE

PRESSURE LINE
RETRACT
RETURN LINE
ELECTRICAL LINE EXTEND
FIXED POINT SPEED
MOVABLE POINT BRAKE
CHECK VALVE RET
SPEED
BRAKE SHROUD
CONTROL SPOILER
SWITCH ANNUNCIATOR SPD BRAKE EXTEND MIXER
PANEL
EXT
TO AUTO PILOT SERVO
B4TM-FC002i
Flight Controls
5E-11
5E-12
UP
FLAP MASTER
F ASYM
FLAP L FUEL
RH LOAD BUS FLAP ASYMMETRY
L 10º
POSITION FEED
- GO / NO GO -
INDICATOR A 20º
Flap System
P 30º
CAE SimuFlite
Table of Contents
FLAP ASYMMETRY
DETECTOR
PRIMARY
FLAP ASYMMETRY SHED BUS
DETECTOR

LOCK
VALVE
THERMAL
RELIEF
VALVE
R
H
L
O
A
SYSTEM PRESSURE D
THRUST CONTROL FLAP CONTROL
SYSTEM RETURN B
U
S
B4TM-FC003i
September 2001
Beechjet 400A
Table of Contents
Flight Controls
The secondary control system con-
sists of electrically operated pitch, roll
tor through the A/P trim down/up
relay and emergency nose-down/up Secondary
and yaw trim systems, speed brake/
lift dump system, and flap system.
control relay.
Control
Emergency Operation
Horizontal Stabilizer The normal trim and emergency trim System
systems are isolated electrically.
The horizontal stabilizer (Figure Emergency trim is activated by
5E-9) provides pitch trim. It is oper- using the PITCH TRIM switch
ated electrically by the TRIM switch installed on the center pedestal
on the pilot or copilot control yoke, (Figure 5E-11). Set the PITCH
or the emergency pitch trim switch TRIM select switch to EMER. To
(marked N. DN and N. UP) on the trim the airplane nose down or nose
center pedestal. The system oper- up, depress the spring-loaded
ates automatically when the autopi- PITCH TRIM switch to N. DN or N.
lot is engaged. UP position. The emergency trim
operates at half the normal speed.
Pitch trim is controlled by changing The normal trim system is powered
incidence of the horizontal stabilizer. from the right load bus and the emer-
Normal operating time from stop to gency trim system is powered from
stop is 22.0 seconds +8.0 or -3.5 sec- the emergency bus. In each circuit, a
onds. Incidence angle is -10.7” nose failure monitor is provided in order
up and -1.5” nose down. to prevent trim runaway. To interrupt
the normal pitch trim system, push
Normal Operation the TRIM INT & A/P DISENG
Normal trim control is accomplished switch on the control wheel. Turn
by using the spring-loaded TRIM the PITCH TRIM select switch on
switch on each control wheel the center pedestal to the DISC posi-
(Figure 5E-10). If a malfunction tion to disengage both the normal
and emergency trim systems.
develops during operation, the entire
normal trim system can be electri- Pitch Trim Warning
cally rendered inoperative.
When the trim arm or activation cir-
Autopilot cuit is energized for more than five
seconds, the pitch trim aural warning
Longitudinal trim of the airplane is
sounds. This warning is also acti-
automatic when the autopilot is
vated when the normal trim system
engaged. Autopilot trim control
or emergency trim system is oper-
power is supplied from the 28V DC
ated continuously for more than five
LH load bus to the autopilot/emer-
seconds.
gency motor in the pitch trim actua-
5E-9 5E-10 5E-11

September 2001
Table of Contents
CAE SimuFlite
The pitch trim aural warning sounds The same trim switch used for pitch
if the thrust levers are advanced past trim is used for roll trim. When the
approximately 80% N1 and the air- ROLL TRIM SELECT switch on the
plane is on the ground with the pitch center pedestal (Figure 5E-14) is
trim not set in the takeoff trim zone. set to BOTH and the TRIM switch is
Pitch Trim Position depressed and held to LWD (left
Indicator wing down) or RWD (right wing
down), the trim actuators move the
The pitch trim position indicator is
roll trim surfaces.
located on the pedestal (Figure
5E-12). The range of the indicator is Emergency Control
-1.3” to -11” nose up. The pointer of
the indicator moves off scale DN If either roll trim surface fails to
when the AC power is cut off. move, turn the ROLL TRIM SEL
switch to the operating side. This
Roll Trim disconnects the left and right roll
trim surfaces from one another and,
The roll trims (Figure 5E-13) pro- allows only the selected side to
vide lateral trim. They are operated move. To interrupt the normal roll
electrically by the TRIM switch on trim, push the TRIM INT & A/P
the pilot or copilot control yoke or DISENG switch on the control
by the ROLL TRIM SEL switch on wheel. Turn the ROLL & RUD
the center pedestal when either roll TRIM switch on the pedestal
trim is inoperative. The roll trims are (Figure 5E-15) to the DISC posi-
also operated by the roll trim com- tion to disengage both the normal
and emergency trim systems.
puter. Operating time from stop to
stop is 25 ±6 seconds. The deflection
angle of the tab control surface is 25
degrees up and down.
Normal Control
5E-13
5E-1
5E-14 5E-15 5E-16

September 2001
Table of Contents
Flight Controls
Roll Trim Position The actuator has a locking device at

Indicator the retract stroke end. When hydrau-
The roll trim position indicator lic pressure is applied to the EXT
(Figure 5E-16) on the pedestal is port, a slide moves against a spring
powered by the 28V DC right load and the key lock can then be released.
bus. Two rotating pointers indicate At the retract stroke end, the key lock
position of the roll trim surfaces in is actuated by spring force.
degrees. The indicator is electrically
positioned by a trim position trans-
Full Full
mitter on the trim actuator. Spoiler Surface
Left Right
Automatic Roll Trim Inboard 68º -14º
Control System LH
Outboard 72º -14º
This system operates in conjunction
with the manual roll trim control sys- Inboard -14º 68º
tem, the roll trim computer coupling, RH
Outboard -14º 72º
and with the autopilot computer.
Table 5E-A; Speedbrake Retracted
Rudder Trim Tab and Control Wheel Fully Rotated
The rudder trim tab (Figure 5E-17) Full Full

Spoiler Surface
provides directional trim. It is oper- Left Right
ated electrically by the RUD TRIM
Inboard 36º 36º
switch on the center pedestal control LH
panel. Outboard 36º 36º
Speedbrake RH
Inboard 36º 36º
Outboard 36º 36º

The spoilers are used as speedbrakes
in addition to roll attitude control. Table 5E-B; Speedbrake Extended
Refer to Tables 5E-A through 5E-C
for speedbrake deflection. The Full Full
speedbrake is electrically controlled Spoiler Surface
Left Right
and hydraulically operated. The
speedbrake system consists of the Inboard 73º 14º
LH
following components: Outboard 76º 14º
Q
spoiler
Inboard 14º 73º
Q
spoiler mixer RH
Q
spoiler actuator Outboard 14º 76º
Q speed brake hydraulic actuator Table 5E-C; Speedbrake Extended
and Control Wheel Fully Rotated
5E-17 5E-18

September 2001
Table of Contents
CAE SimuFlite
Speedbrake Hydraulic Retract Operation

Selector Valve (Valve By setting the SPEED BRAKE switch
Package) to the RET position, electrical power
The selector valve is part of the is applied to the retract solenoid of the
hydraulic valve package. The valve speedbrake control valve, hydraulic
package is mounted on the forward pressure is supplied to the speedbrake
face of the aft bulkhead. actuator retract port, and the spoiler
surfaces are retracted.
Speedbrake Control
Switch Emergency Operation
A speedbrake control switch When normal operation of speed-
installed on the center pedestal panel brake control switch to the RET
(Figure 5E-18, previous page) is position does not retract the spoilers
manually operated with an electro- due to a malfunction, place the
magnetic latching function when guarded speedbrake emergency-
placed in the EXT position. It may retract switch, located on the center
be manually placed in the RET posi- pedestal (Figure 5E-19), to the
tion as required. EMER position. Actuation of this
switch de-energizes safety valves,
Extend Operation shutting off the hydraulic pressure.
When the SPEED BRAKE switch This deactivates the solenoids and
is positioned to EXT, electrical dumps hydraulic pressure. The
power is applied to the extend sole- speedbrakes are blown down by
noid of the speedbrake control aerodynamic force.
valve. This valve supplies hydraulic
pressure to the speedbrake actua- Automatic Retract
tor, located in the spoiler mixer box, When the SPEED BRAKE switch is
which deploys the spoilers up to a set to the EXT position, advancing
maximum of 36 degrees on both either thrust lever to the T.O. posi-
wings. This creates drag and tion or setting flaps beyond 10° de-
reduces lift. The speedbrake actua- energizes the SPEED BRAKE con-
tor uses the same mechanical link- trol switch holding coil. The switch
age as the spoiler system to deploy springs to the retract position and the
the speedbrakes; therefore, the pilot spoilers retract automatically.
can still move the spoiler, using the
control wheel to maintain lateral
control.
5E-20
5E-1
5E-21

September 2001
Table of Contents
Flight Controls
Flaps The flap position transmitters,

located on the flap operating mecha-
The flaps extend to provide addi- nism, send a signal to the AC-pow-
tional lift to the wings for takeoff or
ered flap-position indicator (Figure
to produce drag to slow the airplane
in preparation for landing. The 5E-22). The transmitters also send
fowler-type flaps run approximately signals to the flap asymmetry detec-
the full wing span. The flaps on each tor unit which in turn will stop flap
wing consist of a main flap and an operation if a 5-7 degree discrepancy
aft flap (Figure 5E-20). The main occurs between the two outboard
flap moves along tracks, actuated by sections or the two inboard sections.
push-pull rods in the drive mecha- When this occurs, the FLAP ASYM
nism on the wing rear spar. The aft
annunciator will illuminate and the
flap is mechanically extended by the
main flap as it extends. The wing flap asymmetry detector will operate
flaps are hydraulically actuated with the asymmetry cutout relay. A selec-
one actuator per side and are inter- tor valve in the flap valve module is
connected by a cable system to de-energized to shut off system pres-
ensure symmetrical operation. The sure to the flap actuators and flap
flap system is controlled by a flap movement will stop. The flaps can-
control lever located on the center not be moved from the position
pedestal to the right of the thrust
levers (Figure 5E-21). where the asymmetry occurred.
The flap operating positions are: Indication and

Q Up (0°), takeoff or approach (0°, Warning Systems
10°) and landing (30°) on air-
planes RK-1 thru RK-92 (except Electrically operated indicators are
RK-58) without Beech Kit No. provided to monitor secondary flight
128-5025-1/3 installed. control positions (Figure 5E-23).
Q Up (0°), takeoff (0°, 10° or 20°), The rudder, roll and pitch trim posi-
approach (10°) and landing (30°) tion indicators are located on the
on airplanes RK-1 thru RK-92 center pedestal control panel. The
(except RK-58) with Beech Kit flap position indicator is located on
No. 128-5025-1/3 installed; RK-
the center pedestal control panel. If
58 and RK-93 and after.
flap position asymmetry is detected,
the FLAP ASYM annunciator
Rudder Trim Indicator
5E-23
5E-22 Roll Trim Indicator Pitch Trim Indicator

September 2001
Table of Contents
CAE SimuFlite
(Figure 5E-24) will illuminate. The continuously from the flight com-
SPD BRAKE EXT annunciator, partment speakers. When the trim
located on the shroud indicator panel arm or activation circuit is energized
(Figure 5E-25), illuminates when for more than five seconds, the pitch
the SPEED BRAKE switch is posi- trim warning sounds. The warning is
tioned to EXT and the speedbrake also activated when the normal trim
retract limit switch, installed in the system or emergency trim system is
spoiler mixer box, is de-energized. operated continuously for more than
five seconds.
If the power levers are advanced for
takeoff (while the airplane is on the
ground) and the horizontal stabilizer
is not at the takeoff trim position, an
audible warning tone will sound
5E-2
5E-25

September 2001
Table of Contents
Flight Controls
Preflight lizer moves from the full nose-

down to the full nose-up position Preflight and
During the preflight check, check within 43.5 ±21/-7 seconds. The
the conditions of all flight control warning horn should sound 5 ±1
seconds after the TRIM switch is
Procedures
areas.
pushed, then stop when the switch
Pitch Trim is released.
Carry out the following pitch trim
Q Depress the PITCH TRIM
checks on both the pilot and copilot SPEED TEST and operate the
copilot pitch trim from full nose-
trim switches: up to full nose-down. Ensure that
Q Press the trim arming button for 5 the horizontal stabilizer moves to
seconds and ensure that there is no the full nose-down position within
trim motion and no aural tone 43.5 ±21/-7 seconds. The warn-
sounds. ing horn should sound 5 ±1 sec-
Q Without pressing the trim arming onds after the TRIM switch is
button, move the trim switch to pushed, then stop when the switch
NOSE UP for 5 seconds and is released. Release both the
ensure that there is no trim motion PITCH TRIM SPEED TEST
and no aural tone sounds. switch and the copilot trim switch.
Q
Without pressing the trim arming
Q Set the pitch trim for TAKEOFF.
button, move the trim switch to Roll Trim
LWD and RWD and ensure that
there is no trim motion. Carry out the following roll trim
Q
Move the trim switch to the check before flight:
NOSE UP position and hold while Q
On the copilot yoke, move the
checking for nose up movement. trim to RWD and check for proper
On the pilots yoke, press the trim motion; on the pilot yoke,
TRIM INT/AP DISENG switch push the TRIM INT/AP DISENG
and check that the movement switch and ensure that the trim
stops. motion stops.
Q
On the pilot yoke, while depress- Q
On the pilot yoke, move the trim
ing the arming switch, move the to LWD and check for proper trim
trim switch to NOSE DOWN and motion; on the copilot yoke push
check for nose down movement. the TRIM INT/AP DISENG
On the copilot yoke, depress the switch and ensure that the trim
TRIM INT/AP DISENG switch motion stops.
and check that the movement Q
On the pilots yoke, move the trim
stops. Release the TRIM INT/AP to RWD and select ROLL & RUD
DISENG switch, and, on the pilot TRIM DISC on the center pedes-
yoke, select the PITCH TRIM tal, and ensure that there is no trim
EMER CHECK and ensure there movement.
is no movement.
Q
Set the ROLL & RUD TRIM
Q
Select the EMER PITCH TRIM DISC switch to NORM and the
switch to N. DN & N. UP and roll trim to neutral.
check for proper trim motion.
Then set the PITCH TRIM switch Rudder Trim
to NORM
Carry out the following rudder trim
Q
On the center pedestal, depress the check before flight:
PITCH TRIM SPEED TEST and
operate the copilot pitch trim from Q
With the RUD TRIM knob cen-
full nose-down to full nose-up. tered, depress it and ensure for
Ensure that the horizontal stabi- that the rudder trim does not
move.

September 2001
Table of Contents
CAE SimuFlite
Q Turn the RUD TRIM knob NOSE Pitch Trim Runaway or

L and R without depressing it and Failure
ensure for that the rudder trim
does not move. Push and hold the TRIM INT/AP
Q Depress and turn the RUD TRIM disengage switch, set the pitch trim
knob to NOSE L and R and check selector to DISC and release the
for proper trim motion. While TRIM INT/AP disengage switch.
trim is in motion, press the TRIM
WARNING: If a trim system mal- INT/AP DISENG switch and
Set the pitch trim selector to EMER,
function has occurred, do not check for interruption of trim pitch trim the aircraft with the emer-
attempt to use the failed trim system. motion. gency pitch trim as required. Land
Q
Place the ROLL & RUD TRIM the aircraft as soon as practical.
DISC switch to DISC while rud- Roll Trim Runaway or
der trim is in motion and check for
interruption of trim motion.
Failure
Q Set the ROLL & RUD TRIM Push and hold the TRIM INT/AP
DISC switch to NORM and the disengage switch, set the roll & rud-
rudder trim to neutral. der trim switch DISC and release the
TRIM INT/AP disengage switch.
Speedbrakes Select the roll trim select switch to L
Set the guarded speedbrake emer- or R and the roll & rudder trim
gency retract switch to EMER RET; switch to NORM.
select the speedbrakes to extend and
ensure that the speedbrakes do not If runaway resumes, redo the previ-
extend. Select the guarded speed- ous procedure but select the opposite
brake emergency retract switch to setting on the roll trim select switch
NORM; ensure that the speedbrakes (L or R).
extend and the SPD BRAKE EXT If runaway persists, set the roll &
annunciator illuminates. Retract the rudder trim switch to DISC, pull the
speedbrakes. ROLL TRIM circuit breaker under
SYSTEMS on the aft circuit breaker
Abnormal panel. Set the roll & rudder trim
Procedures switch to NORM and land as soon as
practical.
Abnormal procedures concerning
flight control systems include: Rudder Trim Runaway or
Q pitch trim runaway or failure Failure
Q roll trim runaway or failure Push and hold the TRIM INT/AP
Q
rudder trim runaway or failure disengage switch, set the roll & rud-
der trim switch DISC and release the
Q
speedbrakes remain extended TRIM INT/AP disengage switch.
Q rudder boost failure
Pull the RUD TRIM circuit breaker
Q
takeoff mistrim (horn sounds)
under SYSTEMS on the aft circuit
Q main flap asymmetry breaker panel. Set the roll & rudder
Q aft flap asymmetry (FLAP ASYM trim switch to NORM and land as
annunciator not illuminated) soon as practical.
Q jammed stabilizer
Speedbrakes Remain
Q jammed elevator
Extended
Q
jammed spoiler
Q jammed rudder.

September 2001
Table of Contents
Flight Controls
Select the guarded emergency Aft Flap Asymmetry
speedbrake switch to EMER RET. If (FLAP ASYM Annunciator NOTE: For the Speedbrakes
the speedbrakes remain extended, Not Illuminated) Remain Extended, Aft Flap Asym-
land using the following procedures: metry, Jammed Stabilizer, Elevator
Maintain control using spoilers and
Q Set the flaps to 10 degrees. rudder and retract the speedbrakes if and Spoiler Abnormal Procedures,
Q
Select the guarded LAND SEL extended. Retrim to reduce control the landing distance will increase
switch to FLAP 10º. approximately 20%.
forces and set the airspeed to 160
Q
The airspeed should be VREF + 15 KIAS (MAX). The FLAP ASYM
KIAS. annunciator should be extinguished.
Set the airspeed (flaps 30 degrees) to
Rudder Boost Failure VREF +10 KIAS.
Ensure that the FCS-1 and FCS-2
circuit breakers, under FLT INST on Jammed Stabilizer
WARNING: During operation in
the forward circuit breaker panel, are If the stabilizer is jammed in a nose icing conditions, if the flap position
in. Set the rudder boost switch to down position, move the center of indication is greater than 10°, main-
OFF, then to ARM and ensure that gravity aft by having the passengers tain the flap lever position at 10°.
the RDR BST FAIL annunciator move to aft seats, if possible. Follow Land or exit icing conditions within
extinguishes. If annunciator remains the NO-FLAP APPROACH AND twenty minutes after initial flap
illuminated, set the rudder boost LANDING procedure with help of selections.
switch to OFF. copilot, if necessary, to ease control
forces.
Takeoff Mistrim (Horn
Sounds) If the stabilizer is jammed in a nose
up position, follow normal proce- NOTE: VREF +20 KIAS Landing
Set the thrust to IDLE and ensure
dures for landing. distance will increase approximately
that the pitch trim position is set for 35%.
takeoff. Jammed Elevator
VREF +10 KIAS Landing distance
Main Flap Asymmetry Use pitch trim to control airplane
longitudinally. Fly a flat approach will increase approximately 20%.
Maintain control using spoilers and
rudder; retract the speedbrakes if using 30 degrees flaps and set the
extended; retrim to reduce control airspeed to VREF +10 KIAS (MIN).
forces; set the airspeed to 160 KIAS Plan to touch down with minimum WARNING: If the rudder is
(MAX) and pull the FLAP circuit flare using stabilizer trim in flare. jammed out of the neutral position,
breaker under SYSTEMS on the aft the nose wheel will be cocked on
Jammed Spoiler landing. Move CG aft if possible and
circuit breaker panel.
Use the roll trim for lateral control. hold nose wheel off as long as possi-
Landing approach airspeed should Set the flaps to 30º and airspeed ble during the landing roll. Use dif-
be as followed: ferential braking to maintain
should be VREF +10 KIAS. Land at
Q Flap position indicator 0-15° the nearest suitable airport.
VREF + 20 KIAS
Q Flap position indicator 15-30°
Jammed Rudder
VREF + 10 KIAS. Land on a runway most nearly
aligned with the wind following the
Land at the nearest suitable airport.
normal procedures for landing.

September 2001
Table of Contents
CAE SimuFlite

September 2001
The Beechjet 400A fuel system provides an independent fuel sup-

ply for each engine. It is designed for safe operation between sea Fuel
level and 45,000 feet, and within the temperature range of -40°F
(-40°C) to 122°F (50°C). All components in the fuel system are Systems
compatible with jet fuel grades Jet A/A-1, Jet B, JP-4, JP-5, JP-8,
JP-8 +100 and RP-3 (Chinese). This system is not designed for
use of any grade of avgas. Total usable fuel capacity is 733 US
Chapter 5F
gallons.
The fuel system consists of two independent, integral wing tanks,
two forward fuselage tanks, two mid fuselage tanks, one aft fuse-
lage tank, and one fuselage fill tank. Also included in the system
are controls and indicators for feeding fuel to the engines, trans-
ferring fuel from the fuselage to the wings, cross-feeding fuel
from either wing tank to both engines, fuel temperature, and
quantity monitoring.
Beechjet 400A Developed for Training Purposes 5F-1

September 2001
Fuel Systems
CAE SimuFlite
5F-2 Developed for Training Purposes Beechjet 400A

September 2001
Fuel Systems
Fuel System
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . 5F-6

Table of
Fuel Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-9
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-9
Contents
Fuselage Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-9
Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-9
Fuel Drain Valves Schematic. . . . . . . . . . . . . . . . . . 5F-10
Fuel Tank Filler Ports . . . . . . . . . . . . . . . . . . . . . . . . 5F-11
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-11
Defueling and Draining. . . . . . . . . . . . . . . . . . . . . . . 5F-11
Tank Vent System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-12
Sniffle Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-13
Antivapor System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-13
Fuel Distribution System . . . . . . . . . . . . . . . . . . . . . 5F-15
Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-15
Fuel Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-15
Fuel Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-16
Fuel Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . 5F-16
Fuel Shutoff Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-16
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-17
Fuel Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-17
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-17
Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-18
Fuel Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-19
Fuel Indicating and Warning Systems . . . . . . . . . . 5F-21
Fuel Quantity Indicating System. . . . . . . . . . . . . . . . . 5F-21
Fuel Temperature Indicating System . . . . . . . . . . . . . 5F-21
Fuel Warning System . . . . . . . . . . . . . . . . . . . . . . . . . 5F-22
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . 5F-23
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-23
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-23
Approved Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-23
Fuel Additives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-23
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 5F-23

September 2001
Fuel Systems
CAE SimuFlite
Low Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . .5F-23

Wing Tank Overpressure. . . . . . . . . . . . . . . . . . . . . .5F-23
Jet Pump Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . .5F-23
Low Fuel Transfer Pressure . . . . . . . . . . . . . . . . . . .5F-24
Failure of Aft Fuselage to Transfer . . . . . . . . . . . . . .5F-24
Low Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . .5F-24
Low Engine Fuel Feed Tank Quantity . . . . . . . . . . . .5F-24
Fuel Filter Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . .5F-24

September 2001
Table of Contents
Fuel System CAE SimuFlite
Fuel
System
Beechjet 400A Developed for Training Purposes 5F-5 5F-6

September 2001
Table of Contents
CAE SimuFlite
Fuel System
F TRANSFER F
PRESSURE
LOW LEGEND
LOW LEVEL SWITCH
CROSS
DEFUEL SNIFFLE VALVE FLOW DIRECTION
FEED VENT
VALVE (PRESSURE & VACUUM ACCELERATION
SURGE CHECK VALVE
RELIEF) TANK
FLAPPER VALVE
FLAME
FEED CHECK VALVE
ARRESTOR
FUEL
SHUTOFF VALVE
SOV
ELECTRIC PUMP
AFT MOTIVE FUEL
FUSELAGE SHUTOFF VALVE JET PUMP
TANK DEFUEL DRAIN VALVE
FILTER WITH
F
FEED FUEL BYPASS
MOTIVE FLOW FUEL PROBE

VENT SURGE SUMP DRAIN
VENT LINE TANK
F FUEL FILLER CAP
TRANSFER FUEL
FLOAT CHECK VALVE
DRAINED FUEL FILTER PRESSURE SWITCH
F
STORED FUEL
F AFT F
FILLER FUEL
ENGINE OVERBOARD TANK FILLER ENGINE
DRIVEN FUEL DRIVEN
DRAIN CAP
PUMP FUEL PRES. PUMP
OVERBOARD FILTER LOW
SNIFFLE VALVE DRAIN
FLAME (PRES. & VACUUM RELIEF) BYPASS
ARRESTOR DRAIN BOX
B4TM-FU001i
PRESSURIZED OVERBOARD PRESSURIZED
AIR VENT DRAINS AIR

September 2001
Table of Contents
Fuel System CAE SimuFlite
Fuel
System
Beechjet 400A Developed for Training Purposes 5F-7 5F-8

September 2001
Table of Contents
CAE SimuFlite
Fuel System
LEGEND
FUEL TEMP
°C
-60
-40-20 20 40
60
LOW LEVEL SWITCH
0
6
8
10
FLOW DIRECTION
ACCELERATION
4 12
R
10 12 14 2 14
COLLECTOR TANK
8
16
CHECK VALVE
6 0 16
18 WING
4 FUEL QTY
20
FUEL LEVEL LOW

2 LBS X 100
22
0
FUSELAGE
FLAPPER VALVE
FUEL QTY
LBS X 100
L FUEL R FUEL CHECK VALVE

FEED FEED
SHUTOFF VALVE
L F XFR R F XFR BOOST PUMP
L WG TK PRESS LO PRESS LO
JET PUMP
OV PRESS L FUEL R FUEL DEFUEL DRAIN VALVE
LEVEL LO LEVEL LO
FILTER WITH
F
BYPASS
FUEL PROBE
SUMP DRAIN
BOOST PUMP
F FUEL FILLER CAP
AUTO FLOAT CHECK VALVE
L R
O PRESSURE SWITCH
F
F F F
R WG TK
ON OV PRESS
FUEL XFEED
ON
FUEL FEED FUEL FEED

MOTIVE FUEL MOTIVE FUEL
SHUTOFF VALVE SHUTOFF VALVE RH ENG R F/V R H/V
OPEN OPEN
FIRE R F/V R H/V
PUSH CLOSE CLOSE
JET PUMP
FUEL TRANS L R F
NORM
F F JET PUMP
ON
L R OFF
A L R
U NORM
T
O FUEL XFEED OFF
RESET
NORM
L TANK R TANK
L H/V L F/V LH ENG L FUEL R FUEL

OPEN OPEN PRESS LO PRESS LO
L H/V L F/V
FIRE
CLOSE CLOSE PUSH LH RH
B4TM-FU002i
L F FLTR JET PUMP XFEED JET PUMP R F FLTR
BYPASS BYPASS

September 2001
Table of Contents
Fuel System
Fuel Tanks mid fuselage tank. Feed fuel from

the auxiliary fuselage tanks is grav- Fuel Storage
The fuel storage system in the Beech- ity fed back through the acceleration
jet 400A consists of the following: check valves into the mid fuselage
Q Two auxiliary (forward) fuselage tanks. The left and right mid fuse-
tanks. lage tanks are interconnected and
Q
Two mid fuselage tanks. contain the transfer pumps that are
used to move fuel from the mid fuse-
Q One aft fuselage tank, immedi-
lage tanks into the wing tanks.
ately aft of the aft pressure bulk-
head. The aft fuselage and fuselage fill
tanks are made up of a non-self-seal-
Q
One filler tank, immediately ing bladder inside a metal tank box.
behind and to the right of the aft
fuselage tank. The aft fuselage tank is located just
aft of the rear pressure bulkhead.
Q
Two wing tanks (including the The fuselage fill tank is located on
collector chambers). the right side of the aft fuselage
For fuel quantities, see Table 5F-A. compartment, just aft of the aft fuse-
Fuselage Tanks lage tank.
The fuselage fuel tank system con- The mid fuselage tanks are also non-
sists of an aft fuselage tank, a fuse- self-sealing bladder cells, physically
lage fill tank, two mid fuselage located in the center fuselage under
tanks, and two forward fuselage the cabin floor.
tanks. The forward fuselage tanks are pres-
The fuselage tanks are configured so sure-sealed metal tanks located
that the mid fuselage tanks are under the forward cabin floor.
installed at the lowest position in the Wing Tanks
airplane. Fuel from the filler tank Each wing tank has three fuel bays
flows forward through an accelera- that are interconnected by flapper
tion check valve into the aft fuselage valves. The flapper valves allow fuel
tank. Fuel in the aft fuselage tank to flow inboard, but will prevent fuel
flows forward through a gravity feed near the bottom of the tank from
line, through a flame arrestor and flowing outboard. The collector
into the right mid fuselage tank. chamber contains a boost pump, the
From the right mid fuselage tank, the primary jet pump and two fuel trans-
fuel flows through interconnect fer jet pumps. Fuel is gravity fed into
tubes into the left mid fuselage tank the collector chamber through one-
and the right auxiliary tank. The left way flapper valves.
auxiliary tank is filled from the left
Wing Tanks Fuselage Tanks Total

(US Gal) (US Gal) (US Gal)
Unusable Fuel 7.16 1.19 8.35
Maximum Usable Fuel 427.28 305.81 733.09
Total Fuel Capacity 434.44 307.00 741.44
Note: Fuel remaining in the tanks when quantity indicator reaches zero is not
usable in flight.
Table 5F-A; Fuel Storage Quantities

September 2001
Table of Contents
CAE SimuFlite
Fuel Drain Valves
MID FUSELAGE TANK

FUEL DRAIN VALVE
FUEL DRAIN VALVE FUEL DRAIN VALVE
FUEL FILTER DRAIN FUEL FILTER DRAIN
FUSELAGE TANK
DRAIN VALVE
B4TM-FU003i

September 2001
Table of Contents
Fuel System
Fuel Tank Filler Ports Defueling and Draining

The wing tanks are filled through There is a manual-defueling valve in
filler ports located in the outboard the left fuel feed line, just aft of the
section of each wing near the leading main landing gear wheel well.
edge (Figure 5F-1). The fuselage Defueling may be accomplished by
tanks are filled through a similar removing the access cover and
filler port that is located under a pro- attaching a hose to the defuel valve.
tective door immediately above the Either gravity or boost pump opera-
right engine pylon (Figure 5F-2). tion will provide the defueling flow.
Each filler port is comprised of an
adapter, a cap and a lanyard that The wing tanks are defueled by
anchors the cap to the adapter. The opening the manual defuel valve
filler caps on the wing tanks are installed in the left fuel feed line
recessed for a flush fit. The wing after connecting a defuel hose with a
filler port has a flapper check valve suitable container to hold the fuel.
installed to prevent the loss of fuel if Operate the left boost pump to
the cap does not seal. The filler caps defuel the left wing tanks. To defuel
may be removed by lifting the fold- the right wing tank, place the Cross-
down handle and twisting it counter- feed valve to R TANK position and
clockwise until the cap is released the right boost pump will automati-
from the adapter. The filler port for cally operate to defuel the right wing
the fuselage tanks is accessed the tank. When fuel from the right wing
same way, except that the protective is drained, the FUEL XFEED switch
door must be opened to gain access should be placed in the NORM posi-
to the filler port cap. tion.
Refueling Disconnecting the fuel feed lines
from the engine-driven fuel pumps
Refueling is accomplished by grav-
can also defuel the airplane. After the CAUTION: When switching fuel-
ity flow through the filler ports on
fuel feed lines have been discon- ing grades of jet fuel, a hazard exists
each wing upper surface over the
nected, the fuel is drained from the from electrostatic spark ignition.
outer bay. Cap assemblies cover all
fuel feed lines by actuating the elec- Prior to switching grades of jet fuel,
three filler ports. The fuselage filler
tric boost pumps. The fuselage tanks correct refueling procedures must be
port and cap assembly is accessed
can be drained by transferring fuel followed, such as reducing the rate
through an access panel, which is
from the fuselage tanks to the wing
held closed by a single snap latch. of refueling by 50% and ensuring
tanks, then draining the wing tanks
All fuselage tanks are filled by grav- proper grounding for dissipation of
with either method as outlined above.
ity flow from the fuselage fill tank. electrostatic charge.
When a small quantity of fuel is in
As fuel is being serviced into the
the mid fuselage tanks, the defuel
fuselage fill tank, it gravity-flows to
valves described below can be used.
the aft fuselage tank, then to the
right mid fuselage tank, then to the
left mid tank, and from these two
tanks it flows to the forward tanks.
5F-1 5F-2

September 2001
Table of Contents
CAE SimuFlite
There are three drain valves on the conditions. This allows the tank dif-
lower surface of each wing (Figure ferential air pressure to remain
5F-3). One drain valve is located at within limits during maximum rate
the lowest point (inboard end) of of climb or descent. Each fuel tank,
each main tank bay and one in the along with its surge tank, is vented
surge tank (vent box) for the main separately through its independent
tank. There is also a drain valve col- vent system. Each vent system for
located with the defuel valve. In the main fuel tanks consists of a
addition, a drain valve is located in flush-mounted ram-air scoop, vent
each fuel filter, which is aft of the lines, three float vent valves, a surge
main gear wheel well. Accumulated tank, two flapper valves, and two
water and sediment may be drained pressure/vacuum relief (sniffle)
from the filters at these valves. On valves. The ram-air scoops are
engine shutdown, fuel from the located on the underside of the out-
engine fuel nozzle manifold drains board wing area for the main tanks
into a small tank (EPS canister) at (Figure 5F-5).
the bottom of each engine. When the Vent lines are located in the wing
engine is next started and running, integral tank through the higher
air from the engine fan duct pressur- points of each section from the wing
izes the EPS canister, which pneu- root rib to the wingtip surge tank.
matically transfers the canister fuel These lines are fitted with float vent
to the aft fuselage surge tank. The valves at their inboard ends and ter-
surge tank is connected by tubing to minate in the wing surge tank, out-
the aft fuselage fuel tank, and fuel in board of the main tank. The main
the surge tank gravity-flows into the tank is vented to the surge tank
aft fuselage tank when space through these lines, and the surge
becomes available. tank is vented to the ram-air scoop.
There are four fuel drains on the bot- The outer bay of the main tank is
tom of the fuselage (Figure 5F-4) vented to the surge tank by a float
for the fuselage fuel tanks. There is vent valve and a tube.
one on each side of the bottom cen- The float vent valves prevent fuel
ter fuselage for the left and right mid from entering the vent system when
fuselage tank, respectively. There is the fuel level reaches the vent port.
one drain valve on the bottom aft The fuel that might possibly seep by
fuselage for the aft fuselage tank and the vent valves is collected in the
one for the fuselage fill tank. surge tank and returned to the main
Tank Vent System tank through an interconnecting
hole. The interconnecting hole is fit-
The vent system provides continu- ted with a flapper valve to prevent
ous ambient air pressure to all tank fuel from the main tank from flow-
cells and surge tanks during all flight ing into the surge tank, but will
5F-3 5F-4 5F-5

September 2001
Table of Contents
Fuel System
allow fuel in the surge tank to flow Sniffle Valves
into the main tank when the level in In addition to the vent system, snif-
the main tank permits gravity flow. fle valves are installed in the wing
Another flapper valve is incorpo- tank outboard access covers (Figure
rated in the vent line (in the outer 5F-7) and in the fuselage tank vent
bay) to permit fuel in the vent line to plumbing above the filler tank fuel
drain into the outer bay. filler cap (Figure 5F-8). The sniffle
A small hole in the forward vent valves operate due to internal posi-
valve chamber, mounted in the wing tive pressures increasing above 4 to
root area, is provided as a back pres- 5 PSI, or internal negative pressures
sure relief in case of thermal expan- increasing above 0.1 to 0.3 PSI.
sion. Operation of the wing sniffle valves
due to internal positive pressure
The fuselage tanks are vented to dumps fuel overboard while opera-
atmosphere by two tubes extending tion of the valve due to internal neg-
downward from the bottom of the aft ative pressure pulls air into the wing
fuselage, one on either side of the tanks. Operation of the fuselage snif-
forward portion of the ventral fin fle valve due to internal positive
(Figure 5F-6). Vent lines connected pressure vents air overboard and
to these tubes join together in the aft operation of the valve due to internal
fuselage. At that point, a flame negative pressure pulls air into the
arrester is installed in the vent line to fuselage storage tanks.
protect against a fire hazard due to
the potential of a lightning strike in Antivapor System
the vicinity of the vents. The vent The aft fuselage fuel tanks are
line then continues forward to a snif- equipped with an antivapor vent sys-
fle valve in the filler access and to tem that drains overboard any leak-
the surge tank, which vents to the aft age or vapor that might occur at the
fuselage tank and the forward fuse- fuel line connections.
lage tanks. Another flame arrester is
located in the vent line between the
aft fuselage tank and the forward
tanks. There is yet another flame
arrester in the gravity fill line
between the aft fuselage tank and the
right mid fuselage tank.
5F-6 5F-7 5F-8

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Fuel System
Fuel Distribution 10) use high-pressure fuel flow

(motive flow) for operation. The Fuel
Under normal operation of the fuel engine-driven fuel pump supplies
system, fuel flows from the left feed
system to the left engine and from
motive flow for the primary jet Distribution
pump after routing through the
the right feed system to the right
engine. Each feed system includes a
hydromechanical unit (HMU). The
primary jet pump in each collector
System
main jet pump, a standby, electri- chamber is controlled by a two-posi-
cally driven centrifugal boost pump, tion switch (OFF and NORM). Dur-
a shutoff valve, an airframe fuel fil- ing normal operation, the jet pump
ter, a low-pressure switch, and fuel switch is in the NORM position. For
lines connecting these to the engine in-flight engine restarts, the jet pump
and the Crossfeed line. Both pumps switch must be in the OFF position.
are located in the collector cham- When the jet pump switch is in the
ber, approximately 20 gallons in OFF position, the motive flow shut-
capacity, in the inboard end of each off valve is closed and the boost
main tank. The outboard lower sur- pump (located in the collector cham-
faces of the collector chamber are ber) is automatically actuated by the
equipped with flapper valves, which pressure drop in the engine fuel feed
allow fuel to gravity-flow into but line. Boost pump operation is con-
not flow out of the chamber. The firmed by the illumination of the L
outboard upper surface has openings or R BOOST PUMP operation light.
to the wing tank to allow fuel to flow Another function of the jet pump
outboard to the main tank during switch OFF position is for ground
fuselage-to-wing transfer and to vent testing of the boost pump operation.
the collector. In addition to gravity
Two fuel transfer jet pumps are
feed, two transfer jet pumps serve to
installed in each collector chamber.
transfer fuel from the wing to the
The fuel transfer jet pumps are used
collector.
to pump fuel from the wing tank into
The fuel system control switches are the collector chamber. This is in
located on the overhead control addition to the gravity fed fuel from
panel (Figure 5F-9). the wing tanks to ensure that a con-
Fuel Jet Pumps stant supply of fuel is available
inside the collector chamber. Motive
The primary jet pumps are located
flow fuel pressure for the transfer jet
inside the collector chamber and are
pump mounted in the aft side of the
used to supply fuel to the engines. collector chamber is provided by
The primary jet pumps (Figure 5F-
pressure from the primary jet pump.
5F-9
5F-10

September 2001
Table of Contents
CAE SimuFlite
Motive flow for the fuel transfer jet PRESS LO annunciator (Figure
pump mounted in the forward side of 5F-13) will extinguish. The boost
CAUTION: If an engine fire the collector chamber is provided pump will continue to operate until it
occurs, the JET PUMP switch automatically by the electric boost is manually turned off. The forward
should be placed in the OFF position pump when the fuel level in the col- fuel transfer jet pump will operate
after pushing the BOT 1 or BOT 2 lector chamber drops below full. automatically if the fuel level in the
armed pushbutton. Fuel Boost Pumps collector chamber falls below full.
The electric boost pump provides
A fuel boost pump is located inside motive fuel flow for the forward fuel
each collector chamber and is oper- transfer jet pump during this condi-
ated by the airplane's electrical sys- tion. When this occurs it will be
tem. The boost pump (Figure 5F- shown by the illumination of the L
11) is utilized during engine start- or R FUEL FEED annunciator (Fig-
up, during engine Crossfeed, for ure 5F-14). The ON position of the
wing-to-collector chamber transfer boost pump control switch is used
and as a backup for the primary jet for ground testing the boost pump
pump. operation, for in-flight starts, for
They are automatically energized ground defueling, and as a backup
and then de-energized during the for the automatic switch setting.
engine starting procedure. Once the Fuel Transfer Pump
engine is started and the start select
switch is placed OFF or to the oppo- A fuel transfer pump is installed in
site engine START position, the each mid fuselage fuel tank. The
boost pump automatically shuts off. transfer pumps are electrically oper-
ated and are used to move fuel from
The fuel boost pumps are electrically the mid fuselage tanks to the wing
operated and are controlled by three- tanks. The transfer pumps are identi-
position switches (ON, OFF, cal to the boost pumps.
AUTO). These switches are nor-
mally in the AUTO position. This Fuel Shutoff Valves
provides automatic pump operation
when the fuel feed line pressure falls The fuel shutoff valves are gate-type
below 5 PSI. When this occurs, the L and are operated by an electric motor
or R FUEL PRESS LO annunciators (Figure 5F-15). All five valves are
and the BOOST PUMP L or R oper- identical. The valves are located in
ation lights will illuminate (Figure the fuel feed lines, the motive flow
5F-12). As the fuel feed line pres- fuel lines and the Crossfeed line.
sure climbs above 5 PSI, the FUEL
5F-11 5F-12
5F-13 5F-14
5F-15

September 2001
Table of Contents
Fuel System
The fuel shutoff valves located in the fuel from the filler ports to the stor-
fuel feed lines are to stop fuel flow age system and from the storage sys-
to the engine in the event of engine tem to the power plant disconnect.
fire or fuel leakage downstream of Functionally, the system is divided
the valve. The valve is normally into a fuel transfer system and a fuel
open and is closed when the LH or feed system. The fuel transfer sys-
RH ENG FIRE PUSH button or the tem supplies fuel from the fuselage
L or R FUEL VALVE button (Fig- tanks and wing tanks to the engine
ure 5F-16) is pressed. feed tank. The fuel feed system con-
The fuel shutoff valve located in the trols the flow of fuel within the
fuel Crossfeed line is normally engine feed tank to the engines.
closed and is used only for the trans- Fuel Transfer
fer of fuel from one side to the other. During fuel servicing of the fuselage
The fuel shutoff valves located in the tanks, the fuel gravity-flows to the
motive flow fuel lines are open in mid and forward fuselage tanks first.
normal operation and work in con-
When the mid and forward fuselage
junction with the Crossfeed valve
tanks are full, any additional fuel
during Crossfeed operation.
added to the fuselage is held by the
Fuel Filter aft fuselage and fuselage fill tanks
The fuel filter is an inline-tee type until full.
equipped with a disposable element. Fuel in the mid fuselage tanks (left
The filter bowl is provided with a and right) is transferred to the left
manual drain valve which, when and right main tanks, respectively,
depressed, drains the filter contain- by electric transfer pumps. The fuel
ment bowl (Figure 5F-17). A pres- transfer pump switches have ON,
sure switch is also incorporated into AUTO, and RESET positions. The
the filter assembly. If the filter ele- normal position for these switches is
ment becomes clogged, the filter AUTO. In this position, fuel transfer
bypass pressure switch actuates and is initiated automatically when the
the L or R F FLTR BYPASS annun- first generator comes on line after
ciator will illuminate (Figure 5F- engine start and is terminated auto-
18). If the pressure difference matically when the mid fuselage
exceeds 2.3 PSIG, the bypass valve tank fuel is depleted and the transfer
opens and most of the fuel supplied pump output pressure drops below
to the engine is routed around the fil- 1.3 PSI.
ter element. This system is totally automatic, but
if it fails to operate automatically, the
Fuel Feed System ON position of the transfer switch
The fuel distribution system includes has been provided. The switch ON
the subsystems used to distribute position is used on the ground to
5F-18
5F-16
5F-17 5F-19

September 2001
Table of Contents
CAE SimuFlite
check the transfer pump operation If a transfer pump in one of the mid
and as a backup for the automatic fuselage tanks were to fail, the
system. The operation light above remaining pump would continue
the switch illuminates any time the transfer operation to the main tank
pump is running. If the ON position on the operating pump side. In this
is selected and fuel in the mid fuse- case, the Crossfeed switch should be
lage tanks is exhausted, the L or R F positioned to the same side as the
XFR PRESS LO light illuminates operating pump to keep the main
(Figure 5F-19), and the pilot must
tanks in balance. All fuselage fuel
manually select the AUTO position
can be transferred with one pump
to prevent the pump from running in
a dry tank, which will cause exces- operating.
sive pump vane wear. Fuel Crossfeed
A pilot float valve, located in the During normal operation, the Cross-
outer fuel bay, which hydraulically feed switch (Figure 5F-21) is left in
operates a fuel level control valve the NORM position. Crossfeed
located in the collector tank, controls becomes necessary if one tank must
fuel level in the wing. When the fuel be used for both engines or if one tank
level control valve closes, the trans- must be used to feed an operating
fer pump continues to run at a con- engine on the opposite side from that
stant pressure at zero flow. main tank. Selecting L TANK opens
The system includes annunciator the Crossfeed valve so that the left
tank can supply fuel to both engines.
lights for wing overpressure (3.5
The R TANK position would use the
±0.5 PSI) and low transfer pressure right tank as the source for both
(1.3 PSI) lights (Figure 5F-20). A engines. This Crossfeed capability
wing over-pressure condition, indi- has been provided to maintain fuel
cating a malfunction of the fuel level levels within balance between main
control valve, automatically shuts tanks and ensure that all main tank
down the transfer pump with the fuel can be utilized by either engine.
pump switches in either the ON or The main tanks must be within l00
AUTO position. To re-establish pounds of each other for takeoff and
transfer after a wing overpressure, within 300 pounds of each other dur-
the pump switch must be manually ing all phases of flight operation.
repositioned to RESET. When Placing the selector switch to the L
released, it springs back to AUTO. (or R) TANK position initiates the
The transfer pumps are capable of following:
pumping up to 2,200 pounds per Q The left (or right) boost pump
hour. begins to operate, assisting the left

(or right) main jet pump, and the
5F-20 5F-21

September 2001
Table of Contents
Fuel System
L (or R) BOOST PUMP operation Fuel Return
light illuminates. The environment protection system
Q The fuel Crossfeed valve begins (EPS) returns fuel, drained from the
to open, and while it is in transit, nozzle manifold of each engine dur-
the X FEED in transit light is illu- ing engine shutdown, to the aft fuse-
minated. lage tank. This system consists of
Q
When the Crossfeed valve is fully two drain boxes, return lines, check
open, the FUEL X FEED opera- valves, and pressurization lines.A
tion light illuminates, and the X drain box is installed at the bottom
FEED in transit light extinguishes. of each engine mid section and col-
Q About three seconds after the lects fuel purged from the fuel noz-
Crossfeed valve fully opens, the zle manifold during engine
shutdown. During the next engine
opposite motive-flow shutoff
operation, this box is pressurized
valve starts closing; the RH (or from the fan bypass duct, and fuel in
LH) JET PUMP valve light illu- the box is transferred through the
minates and then extinguishes return lines to the surge tank above
once the valve is closed. the aft fuselage tank. This fuel is
When Crossfeed is completed, the then transferred to the aft fuselage
FUEL X FEED switch must be man- tank by gravity flow. The surge tank
ually positioned to the NORM posi- is vented to atmosphere through the
tion. The preceding steps will occur vent tubes on the bottom of the aft
in reverse order and return the sys- fuselage.
tem to the main-tank-to-engine con-
figuration.

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Fuel System
The fuel indication system provides
a measurement of the fuel quantity
Each main tank has four tank unit
probes (Figure 5F-22) and a com- Fuel Indicating
and temperature. Included are opera- pensator installed for sensing fuel
tion lights and annunciators which quantity. Each of the wing bays has a and Warning
alert the flight crew to fuel system probe, and the collector in each wing
operations. Operation lights indicate
the operation of fuel pumps and the
inner bay has a probe and a compen-
sator unit. The aft fuselage tank,
Systems
engine feed mode. The low fuel each mid fuselage tank, and the right
level warning system supplies data forward fuselage tank have probes
on fuel levels and operating pres- that sends signals to the fuselage fuel
sures in the lines and tanks. quantity gage.
The fuel quantity indicators are
Fuel Quantity located on the center instrument
Indicating System pane (Figure 5F-23). There is one
fuselage gage and one dual indicator
A capacitance-type system is used to for the main tanks.
indicate fuel quantity. This system is
made up of twelve tank unit probes,
two compensators, two quantity
Fuel Temperature
indicators, and associated indicating Indicating System
lights. The system utilizes 28V DC A fuel temperature indicating system
for operating power. The fuselage is provided to monitor fuel tempera-
fuel quantity and left main tank fuel ture for safe operation within a tem-
quantity receive their power through perature range of -40 to 50°C. The
their respective circuit breakers on system consists of a temperature
the left load bus. The right main tank transmitter and indicator. The tem-
fuel quantity receives its power from perature transmitter is a resistance
the right load bus. bulb type located in the right inboard
Fuel quantity in the tank is converted wing rib forward of the aft spar. The
to electrical signals by electrostatic temperature indicator on the main
capacitance tank units, which are instrument panel (Figure 5F-24)
connected to a bridge circuit that has an arc scale range from -60 to
converts the capacitance into a cur- 60°C. This indicator receives 28V
rent flow signal. The quantity is dis- DC operating power from the right
played on indicators that are actually load bus and 5V DC lighting power
ammeter gages but read in pounds. from the airplane lighting system.
5F-2 5F-23 5F-24

September 2001
Table of Contents
CAE SimuFlite
Fuel Warning sure falls below 1.55 ±0.15 PSI and

illuminate the appropriate L/R XFR
System PRESS LO annunciator.
The fuel warning system comprises The L/R FUEL FEED annunciators
two wing tank overpressure indicate low fuel level in the wing
switches, two transfer line low pres- collector chamber.
sure switches, two fuel feed line low The fuel filter bypass switches
pressure switches, two fuel filter (located on the fuel filters) sense
bypass switches, two wing tank level impending filter bypass situations
switches and the caution/advisory and illuminate the appropriate F
CAUTION: Contaminated fuel is annunciators. The following caution/ FLTR BYPASS annunciator prior to
possible. Land at nearest suitable advisory annunciations are designed an actual bypass condition.
airport. to alert operators to the following
conditions (Figure 5F-25): The fuel pressure switches (located
Q L or R WG TK OV PRESS
in the fuel feed line near the engine)
are actuated when the fuel feed pres-
(amber) – wing tank is overpres-
surized. sure (5 ±0.5 PSI) at the engine is low.
Switch actuation will illuminate the
Q
L or R FUEL FEED (amber) – appropriate red L or R FUEL PRESS
fuel feed tank not full. LO annunciator. If one of these fuel
Q L or R XFR PRESS LO (amber) –
pressure low lights illuminates, the
fuel transfer pressure low. corresponding fuel BOOST PUMP
Q
L or R FLTR BYPASS (amber) – operation light should also illumi-
fuel filter bypassed. nate, provided the BOOST PUMP
Q L or R FUEL PRESS LO (red) –
switch is in the AUTO position, indi-
fuel feed line pressure low. cating that the pump has come on to
bring the pressure back up to normal.
Q L or R FUEL LEVEL LO (amber)
If the pressure light does not go off,
– wing fuel level low. make a precautionary engine
The wing tank overpressure switches shutdown.
are actuated when pressure in the The fuel level low switches (located
wing tanks surpasses 3.5 ±0.05 PSI. in the left and right wing tanks) are
Actuation of the overpressure switch actuated when the fuel level falls
illuminates the appropriate L or R below approximately 225 pounds.
WG TK OV PRESS annunciator. The appropriate L or R FUEL
The fuel transfer line pressure LEVEL LO annunciator is illumi-
switches actuate when the line pres- nated when the switch is actuated.
25
5F-25

September 2001
Table of Contents
Fuel System
Preflight Please refer to the respective Air-

craft Flight Manual and SimuFlite Servicing and
During the exterior preflight inspec- Beechjet Operating Handbook for
tion, examine the wing lower sur-
faces for signs of fuel leaks. The
exact procedures concerning the fuel Procedures
system.
tank drains and quick drains must be
drained at least once daily. Check Low Fuel Pressure
each filler cap to make sure it is on Illumination of either L or R FUEL
securely and ensure all the vents are PRESS LO annunciators indicates
clear of any obstruction. that the fuel feed pressure at the
engine is low. If one of these fuel
Servicing pressure low lights illuminates, the
This section provides a brief listing corresponding fuel BOOST PUMP
of approved fuels and additives. operation light should also illumi-
Refer to the aircraft maintenance nate.
manuals for the current list of Turn the boost pump for the affected
approved fuel supplier brand names engine ON, and the jet pump for the
and additives. affected engine OFF. The FUEL
PRESS LO annunciator should
Approved Fuel extinguish, but if it remains illumi-
The approved jet fuel grades are Jet nated, complete the Engine Shut-
A/A-1, Jet B, JP-4, JP-5, JP-8, JP- down or Failure in Flight procedure.
8+100 and RP-3 (Chinese). This sys-
tem is not designed for use of any Wing Tank Overpressure
grade of avgas. Illumination of the L or R WG TK
OV PRESS annunciator indicates
Fuel Additives that pressure in the wing tanks is
The approved fuel additives are high. Shut off the fuel transfer pump
MIL-I-85470 and MIL-I-27686 for the affected wing. If the annunci-
specification anti-icing and biocidal ator extinguishes, reset, one time
additives. only, the fuel transfer switch.
Refer to the respective AFM and air- If the annunciator re-illuminates or
craft maintenance manuals for cur- the pump fails to shut off automati-
rent additive specifications and cally, pull the FUEL TRANS circuit
blending procedures. breaker, located on the forward cir-
cuit breaker panel, for the affected
Abnormal side. Use fuel Crossfeed, as neces-
Procedures sary, to maintain fuel system balance
until the fuselage tank is empty.
Abnormal procedures involving the
fuel system include the following: Jet Pump Failure
Q
low fuel pressure If a jet pump failure is experienced,
Q wing tank overpressure
turn on the affected engine boost
pump and turn the affected jet pump
Q
jet pump failure off. Repair the fault prior to the next
Q low fuel transfer pressure flight.
Q failure of aft fuselage fuel to
transfer
Q low fuel quantity
Q low engine fuel feed tank quantity
Q fuel filter bypass.

September 2001
Table of Contents
CAE SimuFlite
Low Fuel Transfer If both F XFR PRESS LO annuncia-

Pressure tor lights illuminate, set the fuel
transfer to AUTO. The fuel remain-
If the L or R F XFR PRESS LO
ing in the fuselage tanks is unusable.
annunciator illuminates, shut off the
Recompute range and/or endurance
affected side fuel transfer pump. If
with the remaining wing fuel and
the fuselage tank is empty and the
land using normal landing proce-
pump fails to shut off automatically,
dures.
pull the FUEL TRANS circuit
breaker on the forward circuit Low Fuel Quantity
breaker panel. If there is still fuel in Illumination of the L or R FUEL
the fuselage tank, turn on the fuel LEVEL LO annunciators indicates
transfer switch for the affected side. there is approximately 200 pounds
If the XFR PRESS LO annunciator of fuel remaining. Land at the near-
light remains illuminated, put the est suitable airport.
fuel transfer switch to AUTO and
use fuel Crossfeed as necessary to Low Fuel Feed Tank
maintain fuel system balance until Quantity
the tank is empty. Illumination of the L or R FUEL
Failure of Aft Fuselage to FEED annunciators indicates there is
Transfer approximately 77 pounds of fuel
remaining. Land at the nearest suit-
If the aft fuselage tank fuel fails to able airport.
transfer, place the affected fuel
transfer switch to RESET and then Fuel Filter Bypass
to AUTO. If the fuel transfer pump Illumination of the L or R FLTR
operating lights remain illuminated, BYPASS annunciators indicates that
monitor the wing and fuselage fuel there is a possibility of a clogged
quantity indicators to ensure that the fuel filter. A precautionary landing
fuel is transferring and continue nor- at the nearest suitable airport is
mal operation. advised.
If the fuel transfer pump operating
lights illuminate and then immedi-
ately extinguish, set the fuel transfer
switch to ON.

September 2001
The Beechjet 400A hydraulic system is equipped with a close-

center hydraulic power system that has two engine-driven pumps, Hydraulic
one on each engine, a hydraulic package, two electric shutoff
valves, ground connectors and associated electrical components. System
The system provides pressure for actuation of the landing gear,
flaps, speedbrakes, brakes, and thrust reversers. System operation
pressure is 1,500 PSI (105.5 kg/cm2) and is monitored by a pres-
Chapter 5G
sure gage and caution lights.
Quick-disconnect fittings are provided for ground service and
checking of the hydraulic system. Disconnects are different sizes
to prevent cross-connection.
Hydraulic fluid quantity is indicated by marks (FULL and
REFILL) on the reservoir sight gauge and by a warning annuncia-
tor in the flight compartment that indicates a minimum operating
quantity. The system utilizes MIL-H-5606 hydraulic fluid. The
reservoir is filled through a filler port mounted on the hydraulic
reservoir.
Beechjet 400A Developed for Training Purposes 5G-1

September 2001
Hydraulic System
CAE SimuFlite
5G-2 Developed for Training Purposes Beechjet 400A

September 2001
Hydraulic System
Hydraulic Systems CAE SimuFlite
Hydraulic System Schematic . . . . . . . . . . . . . . . . . . 5G-4

Table of Hydraulic
Main Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . 5G-5 System
Hydraulic Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-5
Contents
Engine Driven Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . 5G-5
Distribution Valve Package. . . . . . . . . . . . . . . . . . . . . . 5G-6
Ground Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-7
Hydraulic Pressure Emergency Release Switch . . . . . 5G-7
Hydraulic Indication . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-9
Hydraulic Warning System . . . . . . . . . . . . . . . . . . . . . . 5G-9
Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-9
Hydraulic Pressure Indicator . . . . . . . . . . . . . . . . . . . . 5G-9
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . 5G-11
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-11
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-11
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 5G-11
Low Hydraulic Fluid Quantity . . . . . . . . . . . . . . . . . . 5G-11
Low Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . 5G-11
High Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . 5G-12
Beechjet 400A Developed for Training Purposes 5G-3 5G-4

September 2001
Table of Contents
CAE SimuFlite
Hydraulic System
AIR FILTER
SHROUD ANNUNCIATORS
ENGINE
VACUUM RELIEF VALVE BLEED AIR
L H/V L F/V LH ENG RH ENG R F/V R H/V
OPEN OPEN FIRE FIRE OPEN OPEN
L H/V L F/V PUSH PUSH R F/V R H/V
CLOSED CLOSED CLOSED CLOSED
RESERVOIR RESERVOIR RELIEF VALVE
LEVEL
LOW SWITCH
LH PMP RH PMP HYD

PRESS LO PRESS LO LEVEL LO
CASE DRAIN RH
VDP
LH <750
VDP FILTER PSI
WITH BYPASS
PCB
<750 GROUND
15 SEC 15 SEC
PSI CONNECTOR
DRAIN VALVE
10 PRESSURE
5
PSI X 100
15 TRANSDUCER
20
HYD
PRESS
HYDRAULIC BY-PASS RELIEF

PRESSURE
INDICATOR
VALVE VALVE
HYD
PRESS
REL
NORM REL
NORM
BRAKES &
THRUST REVERSERS
5A 5A 5A 2A SAFETY
FLAP SELECTOR DUMP CHECK VALVE
LH LOAD EMERGENCY RH LOAD VALVE VALVE VALVE
SAFETY
VALVE
LANDING GEAR DOOR SELECTOR SPEED BRAKE

LEGEND SELECTOR VALVE VALVE CONTROL VALVE
PRESSURE
RETURN
STATIC FLAP CONTROL LANDING GEAR SPEED BRAKES
B4TM-HY001I
BLEED AIR
ELECTRICAL

September 2001
Table of Contents
Hydraulic Systems
The main hydraulic system consists
of a hydraulic package, two electric
line) to catch dirt and foreign parti-
cles that could cause malfunctions in Main
shutoff valves, two engine-driven movable parts. The three filter sets
pumps, ground connectors, and a are easily removed by unscrewing Hydraulic
distribution valve package. The sys- them so that the system can be main-
tem pressure is maintained at
approximately 1,500 PSIG during
tained by replacing the filter sets.
When a filter element becomes
System
engine operation, whether functional clogged, the backup check valve will
systems are actuated or not. Quick open to keep the hydraulic system
disconnects are provided for connec- operative.
tion of a ground service unit for
operation and testing of hydraulic Engine Driven
components. Sleeved hydraulic
tubes are used on all hydraulic lines
Pumps
in the aft fuselage for fire protection. The hydraulic pump is mounted on
the engine gearbox. As the driven
Hydraulic Package shaft rotates, it causes the pistons in
the pump to reciprocate within the
The reservoir (the upper major part of cylinder block bores. The piston
the hydraulic package) (Figure 5G- stroke is controlled by the yoke
1) is a non-separated type pressurized angle, which is controlled by an
to 15 PSIG by engine bleed air. The actuating cylinder that responds to
capacity of the reservoir is approxi- pressure changes. As the load is
mately 1.1 GAL at FULL level and increased, the outlet pressure rises,
0.8 GAL at REFILL level. The total and flow remains maximum until the
volume, including air space, is pressure reaches the pressure setting
approximately 1.4 gallons. of the compensator valve spring at
The lower major part of the hydrau- 1,500 PSIG. This pressure is suffi-
lic package (Figure 5G-2) consists cient to center the compensator
of three sets of filters (one of them valve spool, porting the yoke-actuat-
on each pressure line from the ing cylinder to the pressure. Actu-
engine and one on the system return ally, due to practical considerations,
5G-2
5G-1

September 2001
Table of Contents
CAE SimuFlite
leakage causes a control range of The vacuum relief valve prevents the
100 PSIG as flow decreases from reservoir from developing a vacuum
maximum to zero. If the load is condition when the fluid level
decreased, the system pressure is decreases. Opening pressure is 0.5 to
temporarily reduced, and the com- 1.0 PSIG.
pensator valve spool will be dis-
The pressure relief valve relieves
placed upward, opening the yoke-
excessive pressure built up in the
actuating cylinder to cause pressure. reservoir due to a fluid level
The yoke actuating spring will cause
increase. This valve's cracking pres-
the yoke angle to increase until the
sure is 20 PSI, and full opening pres-
flow is just sufficient to again attain sure is 32 PSI at full flow pressure (6
system pressure of 1,500 PSIG.
GPM) of hydraulic fluid.
These are the ratings of the pump:
Q rated speed - 5,000 RPM
The system relief valve relieves high
pressure into the return line when
Q rated pressure - 1,500 PSIG
excessively high pressure occurs due
Q rated displacement - 0.18 CU. IN./ to a pump failure. Pressure settings
REV of the valve are as follows:
Q Reset pressure: 1,650 PSIG mini-
Q rated flow (5,000 RPM) - 3.9
GPM mum 0.26 GPM
Q
Full Flow Pressure: 1,850 PSIG
Distribution Valve maximum 6.55 GMP
Package The bypass valve is a solenoid-oper-
An electrical shutoff valve is ated two-way valve. A damping ori-
mounted on the suction port of the fice is provided to control the
engine-driven pump. The shutoff operating time of the valve and
valve has a manual override and inhibit surge pressure due to sudden
position indicator and can be oper- opening of the valve. With the sole-
ated manually during ground opera- noid energized, the system is depres-
tions. When the flight crew notices surized.
the fire warning light and pushes the A check valve in the case drain pro-
FUEL/HYD SHUTOFF switch, the tects the pump case from excessively
shutoff valve can be closed by elec- high back pressure due to a large
trical power. flow in the system return line. Open-
The function of the air check valve is ing pressure is 5 ± 3 PSIG.
to shut off the reverse flow of The pressure-line check valve pre-
hydraulic fluid from the reservoir vents interference between pumps.
back into the bleed-air line. Opening Opening pressure is 50 PSID
pressure is 5 PSIG. maximum.

September 2001
Table of Contents
Hydraulic Systems
Ground Connectors Operation

The ground connectors (Figure 5G- The hydraulic fluid comes from the
3) in the pressure and suction lines reservoir through shutoff valves to
are mated with the coupling halves the engine-driven pumps. The fluid
of the external hydraulic power unit is then pressurized to approximately
during ground operation. A self- 1,500 PSIG and flows to the valve
closing device included in the con- package through the filters, bypass
nectors automatically shuts off the valves, and check valves. The case
flow of hydraulic fluid when discon- drain lines are joined to the system
nected. return lines upstream of the filter for
A ground-connection check valve system return. The hydraulic pump
prevents hydraulic fluid from flow- case drain fluid flows into these
ing out during ground connection. lines. The pressurized hydraulic
Opening pressure of the valve is 5 fluid flows to the valve package and
±3 PSIG. is distributed via its valve to each
system. System return lines are
joined in the valve package and con-
nect to the system return port in the
hydraulics package. The returned
hydraulic fluid flows through the fil-
ters and pours into the reservoir. The
5G-3

September 2001
Table of Contents
CAE SimuFlite
hydraulic fluid level in the reservoir

can be monitored through the sight
Hydraulic Pressure
gage (Figure 5G-4). Emergency Release
Pressing the FIRE PUSH switch Switch
closes the applicable hydraulic This manually operated switch (Fig-
valve. It also shuts off engine fuel, ure 5G-6) provides electrical power
trips the generator field and arms the to open the bypass valve when
fire extinguisher system. These placed to the REL position. When
switches are to be actuated only in the valve opens, the hydraulic fluid
the event of a fire. The valves can is bypassed to the reservoir and the
also be opened and closed for main- system is depressurized. Placing the
tenance with the OPEN and CLOSE switch to the NORM position
switches adjacent to the FIRE PUSH removes power from the bypass
switches (Figure 5G-5). valve and it closes, allowing the sys-
tem to pressurize and route hydraulic
fluid through the system. This
switch is located on the main instru-
ment panel.
5G-5
5G-4 5G-6

September 2001
Table of Contents
Hydraulic Systems
The hydraulic pressure indicating
system indicates hydraulic pressure
port, L and R H PUMP PRESS LO
annunciators (Figure 5G-8), and Hydraulic
buildup when either or both hydrau- two time delay relays. This
lic pumps are operating. This system microswitch is actuated when the Indication
consists of a hydraulic pressure hydraulic pressure upstream of the
transducer installed on the hydraulic pressure line filter is below 750
package and a hydraulic pressure ±100 PSIG. The hydraulic fluid low-
indicator installed on the main level warning system warns when
instrument panel. fluid in the reservoir is at minimum
operating volume. Each hydraulic
Hydraulic Warning low-pressure warning system warns
System when pressure upstream of the pres-
sure-line filter is below 750 PSIG.
The hydraulic power warning sys-
tem consists of the hydraulic fluid Pressure
low-level warning and hydraulic Transducer
low-pressure warning system. The
This strain-gage-type pressure trans-
hydraulic fluid low-level warning
ducer senses the hydraulic pressure
system consists of a low-level switch
in the pressure line and transmits an
installed in the hydraulic reservoir
electrical signal to the hydraulic
and a HYD LEVEL LO annunciator
pressure indicator in the flight com-
(Figure 5G-7). The low-level
partment.
switch consists of a float, a piston
and an electrical switch. When fluid Hydraulic Pressure
level decreases below the predeter-
mined level, the float moves down, Indicator
sliding along the piston until the pis- The hydraulic indicator, located on
ton and the electrical switch are the pilot’s instrument panel (Figure
actuated. At switch actuation, 5G-9), indicates the hydraulic pres-
hydraulic fluid volume remaining in sure to the flight crew. The indicator
the reservoir is approximately 0.61 has an arc scale from 0 to 2,000
±0.09 gallon. This volume is enough PSIG with a 100 PSIG minimum
for normal operation of the system graduation that is marked in this
without causing pump cavitation. way:
The fluid level in the reservoir can Q yellow arc: 0 to 400 PSIG
be measured through the sight gage
Q green arc: 1,350 to 1,550 PSIG
installed on the aft face of the
hydraulic package. The hydraulic Q red radial line: 1,850 PSIG
low-pressure warning system con-

The hydraulic pressure indicator is
sists of two pressure switches
supplied 28V DC by the LH load
installed just below the pressure line
bus.
5G-7
5G-8
5G-9

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Hydraulic Systems
Preflight operation of the system without

causing pump cavitation. Servicing and
Always refer to the aircraft mainte-
nance manual before servicing the
hydraulic system for correct proce-
If hydraulic pressure is normal, limit
use of systems requiring hydraulic
Procedures
dures and precautions. power to the minimum necessary to
complete the flight.
During the external preflight inspec-
tion, check the main system reservoir Low Hydraulic Pressure
sight gage for adequate fluid level.
The LH or RH PMP PRESS LO
Servicing annunciators illuminate when the
respective system’s pump output
Service the hydraulic reservoir with pressure drops below 750 ±100
MIL-H-5606 hydraulic fluid. The PSIG.
system reservoir has a 1.1-gallon
capacity. If the hydraulic pressure gage is
indicating normal, continue with the
The hydraulic reservoir is located flight. If the hydraulic pressure is
inside the aft fuselage. zero, set the HYD PRESS REL
1. Check the reservoir fluid level switch to NORM and plan to execute
through the sight gage. the Alternate Gear Extension proce- NOTE: When filling the reservoir,
dure, No-flap Approach and Land- all hydraulic functional components
2. Open aft fuselage door. ing procedure, and the Power Brake must be shut off and engines must be
Failure procedure. shut down.
3. Remove the baggage compart-
ment panels. With the main system failed, the fol-
lowing systems are inoperative:
4. Remove the filler cap and add Q landing gear (use Alternate Gear
hydraulic fluid to the reservoir until Extension procedure)
the fill level is reached.
Q
flaps (use No-flap Approach and
5. Install the filler cap. Landing procedure)
Q speedbrakes
6. Reinstall the baggage compart-
ment panels. Q thrust reversers NOTE: Landing distance will
increase by approximately 90%.
7. Close the door. Q
power brakes (use EMER brakes).
Abnormal
Procedures
Abnormal hydraulic system proce-
dures include
Q
low hydraulic fluid quantity
Q low hydraulic pressure
Q
high hydraulic pressure
Low Hydraulic Fluid

Quantity
Illumination of the amber HYD
LEVEL LO annunciator indicates
the hydraulic level in the reservoir is
at approximately 0.61 ±0.09 gallon.
This volume is enough for normal

September 2001
Table of Contents
CAE SimuFlite
High Hydraulic Pressure

Select the HYD PRESS REL switch
to REL to bypass the hydraulic fluid
to the reservoir and depressurize the
system.
If the hydraulic pressure was less
than 1,850 PSI and when hydraulic
power is required, place the HYD
PRESS REL switch to NORM. After
hydraulic power is no longer
required, place the HYD PRESS
REL switch back to REL.
If hydraulic pressure was 1,850 PSI
or above, then plan to execute the
Alternate Gear Extension proce-
dure, No-flap Approach and Land-
ing procedure, and the Power Brake
Failure procedure.
With the main system failed, the fol-
lowing systems are inoperative:
Q
landing gear (use Alternate Gear
Extension procedure)
Q flaps (use No-flap Approach and
Landing procedure)
Q
speedbrakes
NOTE: Landing distance will Q
thrust reversers
increase by approximately 90%. Q power brakes (use EMER brakes).

September 2001
The ice and rain protection systems prevent, or dispose of, ice or
rain on the following areas and components of the airplane: Ice and Rain
Q
wing leading edges Protection
engine inlet ducts, nose cone, stators, T1 probes and T0 probes
Systems
Q
Q horizontal stabilizer
Q pitot tubes
Chapter 5H
Q true air temperature (TAT) sensors
Q static ports
Q angle-of-attack transmitters
Q pilot’s and copilot’s windshields.
Bleed air is used to protect the wing leading edges and the
engines. Conditioned air is used for window defogging. Electrical
power is used to heat the other components and power the wind-
shield wipers.
Beechjet 400A Developed for Training Purposes 5H-1

September 2001
Ice and Rain
CAE SimuFlite
5H-2 Developed for Training Purposes Beechjet 400A

September 2001
Ice and Rain
Ice and Rain Protection
Heated Component Locations Schematic . . . . . . . . 5H-7

Table of
Ice and Rain Protection System Schematic. . . . . . . 5H-8
Wing Leading Edge Anti-Ice System Schematic . . 5H-10
Contents
Horizontal Stabilizer Deice System Schematic . . . 5H-10
Wing Anti-Ice Systems. . . . . . . . . . . . . . . . . . . . . . . 5H-11
Horizontal Stabilizer Ice Protection Systems. . . . . 5H-13
Horizontal Stabilizer Anti-Ice System
(RK-1 Thru RK-107 Without Beech Kit
No. 128-4014 or 128-4016 Installed) . . . . . . . . . . . . . 5H-13
Anti-Ice System Components. . . . . . . . . . . . . . . . . . 5H-13
Anti-Ice Normal Operation . . . . . . . . . . . . . . . . . . . . 5H-14
Horizontal Stabilizer Deice System
(RK-1 Thru RK-107 Without Beech Kit
No. 128-4014 or 128-4016 Installed) . . . . . . . . . . . . . 5H-14
Deice System Components . . . . . . . . . . . . . . . . . . . 5H-14
Deice Normal Operation. . . . . . . . . . . . . . . . . . . . . . 5H-15
Deice Backup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-15
Deice Sequence Timer Circuit . . . . . . . . . . . . . . . . . 5H-16
Test Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . 5H-16
Deice Fail Test Switch . . . . . . . . . . . . . . . . . . . . . . . 5H-17
Effectivity: RK-1 Thru RK-107 with
Beech Kit No. 128-4014 or 128-4016
Installed; RK-108 and After . . . . . . . . . . . . . . . . . . . . 5H-17
Deice System Components . . . . . . . . . . . . . . . . . . . 5H-17
Deice System Controller . . . . . . . . . . . . . . . . . . . . . 5H-17
Power Relay/Contactor Panel . . . . . . . . . . . . . . . . . 5H-17
OAT Sensor and Biasing Box. . . . . . . . . . . . . . . . . . 5H-17
Ice Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-18
Heating Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-18
Individual Relays and Circuit Breakers
(Effectivity: RK-1 Thru RK-48, Except RK-45) . . . . . 5H-18
Individual Relays and Circuit Breakers
(Effectivity: RK-45 and RK-49 and After) . . . . . . . . . 5H-18
Self-Test and Fault Monitoring Circuits. . . . . . . . . . . . 5H-19

September 2001
Ice and Rain
CAE SimuFlite
Ice Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-19

Self-Test Sequence . . . . . . . . . . . . . . . . . . . . . . . . . 5H-19
Deice-Fail Warning Annunciation . . . . . . . . . . . . . . 5H-19
Flap Delay Indication. . . . . . . . . . . . . . . . . . . . . . . . 5H-20
Normal Deice System Operation. . . . . . . . . . . . . . . 5H-20
OAT Biasing Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 5H-20
Flap Position Monitoring Circuit . . . . . . . . . . . . . . . 5H-21
Parting Strip Control . . . . . . . . . . . . . . . . . . . . . . . . 5H-21
Deice Pattern Control Sequence. . . . . . . . . . . . . . . 5H-21
(RK-108 and After, or Modified by
Kit 128-4014-3 or Kit 128-4014-5) . . . . . . . . . . . . . . . 5H-22
Deice Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-22
Parting Strip. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-22
Deice Pattern Control Sequence. . . . . . . . . . . . . . . 5H-22
Ice Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-23
Air Inlet Anti-Ice and Stator Anti-Ice
Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 5H-24
Engine Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . 5H-25
Engine Air Intakes . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-25
Air Data Systems Anti-Icing . . . . . . . . . . . . . . . . . . 5H-27
Pitot Tube Heating System . . . . . . . . . . . . . . . . . . . . 5H-27
Static Port Heating System . . . . . . . . . . . . . . . . . . . . 5H-27
AOA Transmitter Heating System . . . . . . . . . . . . . . . 5H-27
Current Sensors (RK-1 Thru RK-48,
Except RK-45) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-28
Current Sensors (RK-45, RK-49 and After) . . . . . . . . 5H-28
Windows and Windshield Anti-Icing Systems . . . 5H-29
Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-29
Defog Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-29
Windshield Wipers (RK-1 Thru RK-242) . . . . . . . . . . 5H-30
Servicing and Procedures . . . . . . . . . . . . . . . . . . . 5H-31
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-31
Engine and Wing Anti-Ice Systems Check . . . . . . . 5H-31

September 2001
Ice and Rain
Horizontal Stabilizer Anti-Ice System Check

(Those Airplanes not Modified by
Kit 128-4014-1, Kit 128-4014-3,
Kit 128-4014-5 or Kit 128-4016-1) . . . . . . . . . . . . . . 5H-31
(RK-1 Thru RK-107 not Modified by
Kit 128-4014-1, Kit 128-4014-3,
Kit 128-4014-5 or Kit 128-4016-1) . . . . . . . . . . . . . . 5H-31
(RK-108 and After, and RK-1 Thru RK-107
Modified by Kit 128-4014-1, Kit 128-4014-3,
Kit 128-4014-5 or Kit 128-4016-1) . . . . . . . . . . . . . . 5H-31
Approved Deicing and Anti-Icing Fluids . . . . . . . . . . . 5H-32
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 5H-32
Windshield Overheat . . . . . . . . . . . . . . . . . . . . . . . . 5H-32
Wing Anti-Ice Overheat . . . . . . . . . . . . . . . . . . . . . . 5H-32
Horizontal Stabilizer Ice
Protection System Failure . . . . . . . . . . . . . . . . . . . . 5H-32
Engine Anti-Ice System Inoperative . . . . . . . . . . . . . 5H-33
Defog Overtemp. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-33
Pitot Heat Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-33

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Ice and Rain Protection CAE SimuFlite
Heated Component Locations Ice and Rain

Protection
System
1
12
4
12
10
8 9
7
11
1. ELEVATOR HORN
2. HORIZONTAL STABILIZER LEADING EDGE
3. ENGINE AIR INTAKE DUCT
4. HEATED WINDSHIELD
5. WIPER
6. PITOT TUBE
7. ANGLE-OF-ATTACK TRANSMITTER (BOTH SIDES)
8. WING LEADING EDGE
9. WING ANTI-ICE AIR OUTLET
10. STATIC PORTS (BOTH SIDES)
11. ICE DETECTOR
12. TAT SENSORS (LOWER FUSELAGE)
B4TM-IR001I
Beechjet 400A Developed for Training Purposes 5H-7 5H-8

September 2001
Table of Contents
CAE SimuFlite
Ice and Rain Protection System
WIPER
L ON R 1
O
F
F
PARK
WINSHIELD
L HIGH R
M M 1
HEATER
AOA PITOT STATIC

L R L R PILOT COPLT
LEFT RIGHT
TEMP TEMP
L WSHLD CONTROL. CONTROL.
OV HT LOW OFF
STB ANTI
ICE FAIL
R WSHLD
OV HT
MONITOR Q
DOOR CONTROL Q SWITCH WING
UNLOCK OV HT
SWITCH
PITOT
HT OFF
BL AIR
DCT FAIL
ICE
DEFOG DETECTOR
AIR OV HT
L ENG ICE
TEMP LO
AIR COND ICING
FAIL
RH SHROUD
INDICATOR
PANEL
OAT OAT
SENSOR BIAS R ENG ICE
TEMP LO
FLAP ACM ICE DET
CONTROL FAIL
L R
ENG. 30 PSI 30 PSI ENG.
LDG FLAP DELAY PRSOV
PRSOV
RH SHROUD
FLAPS
INDICATOR
PANEL
DE-ICE
CONTROLLER
ANTI/DEICE
ENGINE WING H STAB

VERY HOT AIR L R
OVERHEAD
HOT AIR SWITCH PANEL
COLD AIR HORIZONTAL

STABILIZER 1 AIRPLANES RK-1 THRU RK-242
ELEVATOR NOT MODIFIED BY KIT 128-5405.
OFF TEST
B4TM-IR002I

September 2001
Table of Contents
Ice and Rain Protection CAE SimuFlite
Wing Leading
Edge Anti-Ice
System
Horizontal
Stabilizer
Deice
System
Beechjet 400A Developed for Training Purposes 5H-9 5H-10

September 2001
Table of Contents
CAE SimuFlite
Wing Leading Edge Anti-Ice System Horizontal Stabilizer Deice System
LEGEND
BLEED AIR SUPPLY
SHROUD DUCT
ELECTRICAL
OVERTEMP SW
EJECTOR
TEMP SW OVERTEMP SW RH ENGINE

H STAB
OVERTEMP SW CHECK VALVE
BLEED AIR DUCT

RUPTURE SENSOR TEST
WING BLEED FLOW
(PRESS SW) AIR VALVE RESTRICTORS
190 KT
FLAP
170 KT OAT
BIAS
180 KT BOX
OVERTEMP SW
OVERTEMP SW LH ENGINE
TEMP SW
CYCLIC
REAR RAT
PRESSURE PROBE
EJECTOR BULKHEAD 10
OVERTEMP SW 0° FLAP DEICE TEMP CONT
CONTROLLER
> 0° FLAP
20
LDG FLAP DELAY
L WSHLD
WING 30 OV HT
ANTI-ICE
RH LOAD BUS 60% H STAB
28V DC ICE FAIL
WING
ANTI-ICE RH BLEED AIRFLOW
SW CONTROL RELAY
60%
LH BLEED AIRFLOW
CONTROL RELAY
B4TM-IR003I
B4TM-IR004I

September 2001
Table of Contents
The wing leading edge anti-ice sys-
tem directs engine bleed air through
delay. When either of the flow con-
trol relays energizes, the wing anti- Wing Anti-Ice
the anti-ice bleed air plumbing to the ice control valve is supplied with
interior surface of the leading edge. 28V DC and the anti-ice system Systems
This provides the heat required for begins operation. The left and right
anti-ice protection of the wing. bleed air flow control relays are
Bleed air is supplied by the engine located on the bleed air control
and regulated by the wing anti-ice printed circuit board in the lower
control valve located in the aft fuse- pedestal equipment rack.
CAUTION: Turning the WING
lage compartment. When 28V DC is Two temperature switches, one
ANTI-ICE/DEICE switch on with
applied to the wing anti-ice control installed on each wing leading edge
significant wing ice accumulation
valve, it opens and regulates air skin, actuate at approximately 140°F
pressure to 41 ±3 PSIG. Fresh ambi- (60°C) to illuminate the operation could result in engine ice ingestion
ent air is introduced into the wing light on the overhead switch panel. and possible flameout.
leading edge by two flush-mounted Four over temperature switches, two
ram-air scoops in each wing leading installed at the front spar of each
edge; one at the wing root (Figure wing, actuate when the temperature
5H-1) and one near the wing tip is above 212°F (100°C). Two over
(Figure 5H-2). This air mixture temperature switches, one installed
flows into a piccolo tube for distri- on the leading edge skin of each
bution along the interior surface of wing, actuate when the temperature
the wing leading edge. The air mix- is above 350°F (177°C). When any
ture then flows through a thin dou- one of the six over temperature
ble-walled passage and is vented switches closes, the WING OV HT
overboard through a port in the bot- annunciator on the annunciator panel
tom of each wing tip. illuminates (Figure 5H-4).
When the WING ANTI-ICE switch, When the WING ANTI-ICE switch
located on the overhead switch panel is placed in the OFF position, or
(Figure 5H-3), is placed in the ON when both thrust levers are set below
position and either one of the thrust 70% N2, voltage is removed from
levers is advanced above 70% N2, the wing anti-ice control valve. The
the respective bleed air flow control valve closes and prevents bleed air
relay energizes after a 3-second flow to the wings.
5H-1
5H-3
5H-4
5H-2

September 2001
Table of Contents
CAE SimuFlite
The ducts in the cabin area for the AIR DCT FAIL warning annuncia-
CAUTION: Do not operate wing wing anti-ice system are enclosed in tor (Figure 5H-5) will illuminate.
heat on the ground except for a pre- insulators. A pressure switch The BL AIR DCT FAIL warning
flight check (refer to the approved installed in the aft cabin just forward annunciator will also illuminate if
airplane flight manual) or for adjust- of the aft pressure bulkhead senses any of the four thermal switches in
ment/test of the wing leading edge leaks in any of the ducts in the cabin the aft bulkhead is activated. These
anti-ice system. area and the connections between thermal switches are set to close at
them. If pressure in the insulator 350ºF (176ºC) and open at 320ºF
increases to 3.5 ±0.5 PSIG, the pres- (160ºC).
sure switch will close and the red BL
5H-5

September 2001
Table of Contents
Airfoil ice protection is provided for
the horizontal stabilizer leading edge
ward portion of the respective eleva-
tor horns. The left and right Horizontal
and elevator horn by electrically horizontal stabilizer heater mats are
heated mats. located on the leading edge of the Stabilizer Ice
respective horizontal stabilizers. The
Horizontal Stabilizer anti-ice temperature controller is Protection
Anti-Ice System mounted aft of the aft fuselage com-
(RK-1 Thru RK-107
partment access door. Systems
The elevator horn heater mats each
Without Beech Kit have four separate heating zones.
No. 128-4014 or Each zone has an electric heating
element installed in it. The zones are
128-4016 Installed) identified as 5, 7, 9 and 11. Zones 7,
Anti-Ice System 9 and 11 are used for deicing, and
zone 5 is used for anti-icing. Each
Components horizontal stabilizer heater mat has
The horizontal stabilizer anti-ice seven separate heating zones. The
system consists of two remotely con- zones are identified as 3, A, B, C, D,
trolled circuit breakers (RCCBs), E and H. Zones 3, A, B, C, D and E
two circuit breakers, a control are used for deicing. Zone H is used
switch, an operation light, a warning for anti-icing and has two variable
annunciator, six relays, four current resistance sensors installed in it; one
sensors, two resisters, four heater is a temperature sensor and the other
mats and a temperature controller. is an over temperature sensor. The
The RCCBs are installed in the main anti-icing system only connects to
junction box. The circuit breakers the temperature sensor and overheat
are located on the aft circuit breaker sensor in the left mat. The tempera-
panel (Figure 5H-6). The control ture sensor and overheat sensor in
switch and operation light are the right mat are not used.
mounted on the overhead switch
The anti-ice temperature controller
panel (Figure 5H-7). The annuncia-
monitors the temperature sensor
tor is located on the center instru-
installed in the left horizontal stabi-
ment panel. The anti-ice power
lizer heater mat. It maintains the
relay, current sensors, and resistors
temperature of the horizontal stabi-
are mounted in the timer and relay
lizer and elevator horn heater mats
box. The left and right elevator horn
between 240 and 260°F (116 and
heater mats are located on the for-
127°C). The controller also monitors
5H-6
5H-7

September 2001
Table of Contents
CAE SimuFlite
the overheat sensor in the left heater to achieve the proper temperature
mat where it prevents the horizontal range. When temperature sensor cir-
stabilizer and elevator horn mats cuit resistance correlates to a tem-
from exceeding 290°F (143°C). perature below approximately 240°F
(116°C), the controller provides 28V
Anti-Ice Normal Operation DC to the temperature control auxil-
The H STAB ANTI ICE control iary relay coil. This causes the anti-
switch has three positions: ON-OFF- ice zones of the heater mats to begin
TEST. The system is activated when heating. When the temperature
the switch is placed in the ON posi- increases to approximately 260°F
tion, connecting 28V DC from the H (127°C), the temperature controller
STAB ANTI-ICE CONT circuit ceases to provide 28V DC to the
breaker to the ground-safety relay. If temperature control auxiliary relay
the ground-safety relay is de-ener- coil and heating stops. If resistance
gized (in flight), 28V DC is applied in the overheat sensor circuit corre-
to the temperature controller. If no lates to approximately 290°F
over temperature or overheat condi- (143°C), the controller's temperature
tion exists, the controller will send control circuit is inhibited and it pro-
an electrical signal to energize the vides a ground to energize the over-
temperature control auxiliary relay. heat relay. When the overheat relay
This will allow the anti-ice power is energized, the RCCBs are opened
relay to energize and also provide a to remove power from the heater
ground to the heater-current-monitor mats. This will cause the red STB
relay coil. The RCCBs are closed ANTI ICE FAIL warning annuncia-
when the overheat relay is de-ener- tor to illuminate after 3 seconds. The
gized; therefore, when the anti-ice heater-current-monitor relay will
power relay is energized, 28V DC also de-energize. As temperature
flows from the RCCBs, through the drops below approximately 270°F
current sensors, to the elements in (132°C), the temperature control cir-
the heater mats. When the current is cuit is enabled, the overheat relay is
flowing through all of the current de-energized, and the red STB ANTI
sensors, the heater-current-monitor ICE FAIL warning annunciator is
relay is energized to illuminate the extinguished. When temperature
anti-ice operation light and remove drops below approximately 240°F
the ground from the time-delay (116°C), the temperature controller
relay. Should current flow through will close the temperature control
any one of the mats be interrupted, auxiliary relay and resume normal
the heater-current-monitor relay will operation of the system. If the tem-
de-energize to extinguish the opera- perature sensor circuit is open or
tion light and energize the time- shorted, or if the overheat sensor cir-
delay relay, thereby illuminating the cuit is shorted, the system reacts the
red STB ANTI ICE FAIL warning same as if an overheat situation has
annunciator after 3 seconds. occurred.
The left horizontal stabilizer heater Placing the H STAB ANTI ICE
mat contains both a variable resis- switch in the momentary TEST posi-
tance temperature sensor and over- tion, either on the ground or in flight,
heat sensor which are monitored by simulates an overheat situation by
the temperature controller. Each sen- opening one leg of the temperature
sor circuit utilizes a 10 ohm resistor sensor circuit.

September 2001
Table of Contents
Horizontal Stabilizer zones. The zones are identified as

zones 3, A, B, C, D, E and H. Zones
Deice System (RK-1 3, A, B, C, D and E are used for
Thru RK-107 deicing, and zone H is used for anti-
icing.
Without Beech Kit
No. 128-4014 or Deice Normal Operation
128-4016 Installed) The H STAB DEICE control switch
has three positions, ON-OFF-TEST.
Deice System The deice system is activated when
Components the H STAB DEICE switch is placed
in the ON position, connecting 28V
The horizontal stabilizer deice sys- DC from the H STAB DEICE
tem consists of three RCCBs, five CONT circuit breaker to the ground-
circuit breakers, a fail test switch, a safety relay. If the ground-safety
control switch, a manual backup relay is de-energized (in flight), volt-
switch, an operation light, a warning age is applied to the deice sequence
annunciator, relays, current sensors, timer, the deice cyclic relay coils,
four heater mats and a sequence and the operation light control relay
timer. The RCCBs are installed in and its coils. The deice sequence
the main junction box. The gap deice timer provides a ground to energize
and gap deice control circuit break- the deice cyclic relay, allowing 28V
ers are located on the aft main circuit DC to flow from the horizontal sta-
breaker panel. The deice and deice bilizer deice time RCCB through the
control circuit breakers and the fail current sensor to the 28V DC IN ter-
test switch are located on the aft cir- minal on the deice sequence timer.
cuit breaker panel. The control As current flows through the current
switch, manual backup switch and sensor, the operation light control
operation light are mounted on the relay is energized to illuminate the
overhead switch panel. The warning deice-operation light. Upon receiv-
annunciator is located on the center ing the 28V DC, the deice sequence
instrument panel. The deice cyclic timer begins distributing current to
relay and the current sensors are the heater mat zones as described
mounted in the timer and relay box. under DEICE SEQUENCE TIMER
The left and right elevator horn CIRCUIT. After each step in the dis-
heater mats are located on the for- tribution of current to the heater
ward portion of the respective eleva- mats, the deice cyclic relay is de-
tor horns. The left and right energized, extinguishing the opera-
horizontal stabilizer heater mats are tion light. It is re-energized at the
located on the leading edge of the beginning of each step. If current
respective horizontal stabilizers. The flow through the current sensor is
sequence timer is mounted on the interrupted for any reason, the hori-
left side of the aft fuselage compart- zontal-stabilizer-deice-fail time-
ment aft of the aft fuselage compart- delay relay energizes, illuminating
ment doors. the amber H STAB DEICE FAIL
The elevator horn heater mats each caution annunciator after a 5-second
have four separate heating zones. delay.
Each zone has an electric heating
element installed in it and are identi- Deice Backup CAUTION: Do not operate the hor-
fied as zones 5, 7, 9 and 11. Zones 7, The H STAB DEICE BACK UP izontal stabilizer deice backup sys-
9 and 11 are used for deicing and switch has three positions, NORM- tem on the ground. Damage to the
zone 5 is used for anti-icing. The OFF-MANUAL. When the system is system will occur.
horizontal stabilizer heater mats not in use, the switch is held in the
each have seven separate heating NORM position by a safety-wired

September 2001
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CAE SimuFlite
switch guard. The switch is accessed to the stepper relay. These steps pro-
by breaking the safety wire and vide sequential control for the flow
opening the switch guard. Placing of electrical power to the 18 heater-
the switch in the MANUAL position element zones. When electrical
activates the system by energizing power is applied to step 1 or step 7
and latching the elevator-horn-gap heater elements, the stepper relay
coil cocks and pre-loads a return
heat control relay, which supplies a
spring, but does not advance the
ground to the gap deice power stepper relay. The timer controls the
RCCBs. This energizes the RCCBs amount of on- and off-time for each
and allows current to flow through step. The amount of on-time for
the current sensors to zones 7 and 9 steps 2 through 6 and 8 through 12 is
of the elevator horn heater mats, and 16 ±1 second each. The amount of
to zone 3 of the horizontal stabilizer on-time for steps 1 and 7 is 30 ±2
heater mats. As current flows seconds each. The amount of off-
through the current sensors, the time between each step is less than 2
deice-operation light is illuminated. seconds, except between steps 12
The MANUAL position on the H and 1 and steps 6 and 7, for which it
STAB DEICE BACK UP switch is is less than 5 seconds. At the end of
each step, the timer signals the relay
momentary and will return to OFF
driver circuit to de-energize the
when released. When the switch deice cyclic relay. When the deice
returns to OFF, power is applied to cyclic relay is de-energized, power is
the elevator horn gap heat time-delay removed from the heater elements.
relay which energizes after a 30-sec- The spring then advances the stepper
ond delay, de-energizing the elevator relay to the next step. The relay
horn gap heat control relay. This driver circuit then re-energizes the
removes current from the heater mats deice cyclic relay. The stepper relay
and extinguishes the operation light. will continue this sequence until
Returning the H STAB DEICE electrical power is removed from the
BACK UP switch to the MANUAL CONTROL terminal on the deice
position will start another manual sequence timer. When power is
removed from the CONTROL termi-
deice cycle of 30 seconds. nal, the stepper relay stops in what-
Deice Sequence Timer ever position it is in at that time.
Circuit When the system is first turned on,
the stepper relay must be in the step
The deice sequence timer is located 1 or step 7 position before deicing
in the aft fuselage compartment. It is can begin. If the auto-homing circuit
installed on the left side aft of the aft detects that the stepper relay is not in
fuselage compartment access door. the step 1 or step 7 position, the
The internal parts of the deice auto-homing circuit sends an electri-
sequence timer include a stepper cal signal to the rapid advance cir-
relay, a timer, a check timer, a relay cuit. The rapid advance circuit then
driver circuit, a rapid advance cir- sends a signal to the timer. The timer
cuit, an auto-homing circuit, and the then advances the stepper relay by
stepper relay stalled-position detec- using the relay driver circuit to
tor circuit. The stepper relay is an quickly energize and de-energize the
electromechanical device that oper- deice cyclic relay. When the stepper
ates with the other parts of the deice relay is in the step 1 or step 7 posi-
sequence timer. Electrical power is tion, the auto-homing circuit disen-
provided to the 18 heater-element gages and the deicing sequence
zones of the horizontal stabilizer and begins. The rapid-advance circuit is
elevator horn heater mats through also used when the horizontal stabi-
the stepper relay. There are 12 steps

September 2001
Table of Contents
lizer deice system is in the test TEST position and the H STAB
mode. The stepper relay stalled- DEICE FAIL TEST switch is
position detector circuit and the depressed, the amber STB DEICE
check timer are used to illuminate FAIL caution annunciator will illu-
the amber STB DEICE FAIL caution minate after a 5-second delay.
annunciator should any of the fol-
lowing occur: Horizontal Stabilizer
Q The stepper relay is stuck in one Deice System
of the steps. Effectivity: RK-1
Q The amount of on-time the stepper
relay spends in steps 2 through 6
Thru RK-107 with
and 8 through 12 exceeds 25 ±3 Beech Kit No.
seconds. 128-4014 or
Q The amount of on-time the stepper
relay spends in steps 1 and 7
128-4016 Installed;
exceeds 40 ±4 seconds. RK-108 and After
Test Mode Operation Deice System
To initiate the test mode, the H Components
STAB DEICE switch is held in the The horizontal stabilizer deice sys-
TEST position. This will apply 28V tem is comprised of a controller,
DC to the system, as described under power relay/contactor panel, an out-
normal operation, except that the side air temperature (OAT) sensor,
ground-safety switch is bypassed OAT bias relay box, ice detector, the
and current is also applied to the heating elements, an operation light,
RAPID ADVANCE terminal of the two annunciators, two indicators and
deice sequence timer. The system the associated circuit breakers,
will step through each of the twelve switches and relays. The system is
heater zones and all of the circuits in designed to provide a controlled cur-
the sequence timer will function as rent to the heating elements in the
described in normal operation, mats on each horizontal stabilizer
except the on-time in each zone will leading edge and elevator horn for
be approximately 0.6 second. During deicing purposes. The system com-
the test cycle, sequence timer opera- ponents continuously monitor OAT,
tion can be verified by observing the airspeed and flap position. Based on
airplane’s DC ammeters and the these inputs, current is adjusted and
deice-operation light. If a malfunc- applied to the heating elements in
tion exists in the system, the amber preselected patterns that best negate
STB DEICE FAIL caution annuncia- the icing conditions the airplane may
tor will illuminate after a 5-second experience.
delay.
Deice System Controller
Deice Fail Test Switch The deice system controller,
The H STAB DEICE FAIL TEST mounted in the aft area of the aft
switch is provided to check the hori- fuselage compartment, is responsi-
zontal stabilizer deice warning sys- ble for processing all system inputs
tem during preflight and is located in and controlling the system compo-
the aft circuit breaker panel. Press- nents. The controller monitors two
ing the H STAB DEICE FAIL TEST resistance temperature devices in the
switch removes the ground from the LH horizontal stabilizer heater mat
sequence timer RCCB, simulating a with an accuracy of ±5°F. It pro-
failure in the system. When the H cesses the OAT readings and flap
STAB DEICE switch is held in the position signals and selects a pre-

September 2001
Table of Contents
CAE SimuFlite
programmed pattern based on these ohm resistors and three relays con-
inputs. The controller then provides trolled by the three pitot-static dif-
all the necessary switching signals to ferential pressure (airspeed Q)
power the heating elements in the switches. The 180-knot Q-switch is
heater mats and deliver the desired connected to the pilot's pitot/static
amount of heat for effective deicing system and the 170 and 190-knot
of the horizontal stabilizer leading switches are connected to the copi-
edges and elevator horns. During lot's pitot/static system in the RH
flight, the controller ensures proper forward avionics compartment.
operation of the system by con-
stantly monitoring the airplane sys- Ice Detector
tem detectors and by performing a The ice detector is centered between
comparative analysis of parameters the forward avionics compartment
internal to itself. doors forward of the windshield
(Figure 5H-8). The ice-detect-fail
Power Relay/Contactor relay (used on airplanes RK-1 thru
Panel RK-107) is mounted adjacent to the
The power relay/contactor panel ice detector in the avionics compart-
assembly houses the ON/OFF relay/ ment. The ice detector functions
contactors capable of sustained independent of the horizontal stabi-
cyclic operations. The unit is capa- lizer deice system. It is designed to
ble of switching an 85-amp electro- alert the pilot to a potential icing
thermal load while providing load condition by monitoring ice forma-
current feedback to the controller. tion over the detector sensor. The
Each relay/contactor is fully detector generates a signal when
switched off before the controller 0.020 ±0.005-inch of ice has formed
switches zones, thereby ensuring over its ultrasonic sensor. As soon as
that the controller current is used ice is detected, an internal heater
only for switching operations. turns on to melt the ice accumulation
and the detector cycles again after
OAT Sensor and Biasing ice clearing.
Box
Heating Elements
The OAT sensor is mounted on the
lower RH outboard skin of the aft The heating elements are contained
fuselage. The OAT bias box is in mats. There are five elements in
mounted just inboard of the sensor in each horizontal stabilizer heater mat
the aft fuselage compartment. The and three elements in each elevator
sensor consists of two resistive ele- horn heater mat. One of the elements
ments with a nominal resistance of in each mat is designated as a parting
500 ohms. The bias box contains strip. Each mat is divided into zones.
two 20K-ohm resistors, two 13K- There is one primary and one sec-
ondary resistance temperature
5H-8

September 2001
Table of Contents
device contained in the horizontal pit, houses the H-stab deice-fail
stabilizer heater mats. The controller relay, H-stab deice-operation relay,
only monitors the temperature sen- flap-lockout-ground relay and the
sors on the LH side. ground-safety relay. The ground-
safety relay is located in a panel
Individual Relays and assembly in the RH aft cabin area.
Circuit Breakers The flap position backup relays are
(Effectivity: RK-1 Thru located in the LH aft cabin electrical
RK-48, Except RK-45) equipment panel assembly. The hori-
The four remote control circuit zontal stabilizer deice system circuit
breakers (RCCBs) are located in the breakers are located on the aft main
main control junction box. The main circuit breaker panel.
control junction box is mounted in
the aft cabin on the aft pressure bulk-
Self-Test and Fault
head on airplanes RK-1 thru RK-19. Monitoring Circuits
For airplanes RK-20 thru RK-48,
except RK-45, the main control Ice Detection
junction box is located in the aft Although it functions separately
fuselage compartment. The LH con- from the deice system circuitry, the
trol junction box houses the H-stab ice detector controls illumination of
deice-fail relay, H-stab deice-opera- an icing-related annunciator and
tion relay, flap-lockout-ground relay, indicator. The amber ICING caution
LH flap position backup relay and indicator (Figure 5H-9), located in
the ground-safety relay. The RH the copilot's shroud indicator panel,
control junction box houses the RH is illuminated by a 28V DC signal
flap position backup relay and the when the ice detector senses the for-
ground-safety relay. The horizontal mation of ice. The amber ICE
stabilizer deice system circuit break- DETECT FAIL caution annuncia-
ers are located on the aft main circuit tor, located in the annunciator panel
breaker panel. (Figure 5H-10), provides an indi-
cation of detector failure or power
Individual Relays and loss to the detector. Airplanes RK-1
Circuit Breakers thru RK-107 use the 28V DC fail
(Effectivity: RK-45 and signal from the ice detector to hold
RK-49 and After) the ice-detect-fail relay in the ener-
The four remote control circuit gized position. If the 28V DC output
breakers (RCCBs) are located in the from the ice detector drops out, the
main control junction box. The main ice-detect-fail relay is de-energized
control junction box is located in the and illuminates the amber ICE
aft fuselage compartment. The DETECT FAIL caution annunciator.
equipment rack, located in the cock- Airplanes RK-108 and after do not
5H-10
5H-9

September 2001
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CAE SimuFlite
have the ice-detect-fail relay. On from the controller energizes the H-

these airplanes the signal from the stab deice-fail relay, and the red H
ice detector is input directly into the STAB ICE FAIL warning annuncia-
annunciator panel. The amber ICE tor is illuminated to indicate a fault
DETECT FAIL caution annunciator in the system. All horizontal stabi-
illuminates when the 28V DC signal lizer deice system faults are indi-
is removed from the annunciator cated by illumination of the red H
panel input. STAB ICE FAIL warning annuncia-
tor. Any time the H-stab deice-fail
Self-Test Sequence relay is energized, the ground is
A built-in self-test feature allows the removed from the four RCCBs and
pilot to perform a check of the hori- the stab deice-operation light. This
zontal stabilizer deice system before prevents application of power to the
flight. When the H STAB deice heating elements and de-energizes
switch, located on the overhead the relay to simultaneously extin-
switch panel, is placed and held in guish the H STAB operation light.
the TEST position, the controller The operation light remains extin-
begins the self-test sequence. The H guished until the fault is removed
STAB operation light will illuminate from the system.
to start the sequence. After 10-17
seconds, the red H STAB ICE FAIL Flap Delay Indication
warning annunciator (Figure 5H- With the deice system ON, if the
11) will illuminate and the H STAB flaps are transitioned from 0° to an
operation light will extinguish. After angle greater than 0°, and the control
three seconds, the red H STAB ICE temperature is below 35°C, or if the
FAIL warning annunciator will flaps transition from 0° to an angle
extinguish and the H STAB opera- greater than 0° while the controller
tion light will illuminate. If the flap is engaged in pattern 5, a signal is
lever switch is moved from the 0º sent by the controller to the flap
position during the test sequence, the lockout relay. When the relay ener-
white LDG FLAP DELAY status gizes it applies 28V DC to the white
indicator will be illuminated until LDG FLAP DELAY status indica-
the red H STAB DEICE FAIL warn- tor (Figure 5H-12). The indicator
ing annunciator illuminates, at illuminates for 11 to 14 seconds, and
which time the status indicator is then is extinguished when the con-
extinguished. troller removes the ground from the
relay. The flap system will not allow
Deice-Fail Warning movement of the flaps past +16°
Annunciation until the controller completes zone
When the H STAB deice switch is Z4.
placed in the ON position, the H
STAB operation light is illuminated.
Normal Deice System
In the event that the deice system Operation
controller senses a fault, a signal
5H-11
5H-12

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The deice system controller will When airspeed increases above 180
receive 28V DC through the H ±5 knots, the LO Q-switch closes
STAB CONT circuit breaker when and applies 28V DC to energize the
the right load bus is powered. With OAT bias relay. The relay connects a
the airplane in flight and the H 13K-ohm resistor in parallel with
STAB switch in the ON position, each Ram Air Temperature (RAT)
28V DC is applied to two separate signal and the controller adjusts the
inputs on the controller. Because control temperature accordingly. The
these signals are routed through the OAT biasing box monitors the 170
ground-safety relays, the airplane and 190-knot Q-switches through
must be in-flight for them to be the HI and LO Q-switch sense relays
applied to the controller. The H in the OAT bias box. If the switch
STAB operation light illuminates to positions are such that conflicting
indicate system operation if there are signals are sent to the controller, it
no system faults. will determine that an airspeed mis-
With no system faults, the H-stab match has occurred.
deice fail relay remains de-ener- Flap Position Monitoring
gized, connecting a ground from the Circuit
0.5A H STAB PROTECT circuit
breaker to each of the four RCCBs. All flap position discrete signals are
The two 75A RCCBs supply current normally provided from the 0° flap
to the relay/contactors that power the selector lever switch. This switch
parting strips. The two 100A RCCBs connects 28V DC to the desired set
supply current to the relay/contac- of contacts on the RH flap position
tors that power the remaining heat- backup relay. In the energized posi-
ing elements. If the flaps are in the tion, both the flap position backup
proper position and the control tem- relay and LH flap position backup
perature is below 35°F, the control- relay provide flap position signals to
ler performs the necessary the controller to indicate when flap
switching, and power from the relay/ position is greater than 0°. In the de-
contactors is applied to the heating energized (failed) position, both the
elements in accordance with the pat- relays route redundant flap position
tern selected. The controller moni- signals from the flap follow-up
tors each relay/contactor at the switch (located in the LH wing) to
individual sense terminals. When the the controller. This ensures that the
load current through a relay/contac- controller has a reliable indication of
tor increases above 40 amps, a 28V flap position during deicing should
DC signal is sent to the controller via the primary flap indicating system
the sense feedback terminals. The fail.
sense feedback signals from the two
parting strip relay/contactors in the Parting Strip Control
elevator horn are routed through Each heater mat has one element
individual current sensors for added designated as a parting strip. The
circuit protection. parting strips are thermostatically
controlled to a set temperature based
OAT Biasing Circuit on deice pattern selected, control
At airspeeds less than 180 ±5 knots, temperature and flap position. Power
the OAT bias relay is de-energized, is applied to the parting strip element
which connects a 20K-ohm resistor until the set temperature is reached,
in parallel with each Outside Air at which time power is removed
Temperature (OAT) signal from the until temperature at the parting strip
OAT sensor. These signals are input drops to 10° below the set tempera-
directly to the controller and con- ture. Below 7°F control temperature,
verted to a control temperature. the set temperature is 180°F. From

September 2001
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CAE SimuFlite
7°F to 35°F control temperature, the Q PATTERN 2 (warm hold) – This

set temperature drops from 100°F at pattern is selected when the H
a linear rate. Above 35°F control STAB switch is ON, control tem-
temperature, the parting strip ele- perature is greater than 2 ±2°F and
ments are not powered. the flaps are at 0°.
Deice Pattern Control Q PATTERN 3 (fast clear warm) –
This pattern is selected for one
Sequence cycle only when the H STAB is
The horizontal stabilizer and eleva- ON, control temperature is greater
NOTE: All patterns are suspended tor horn heater mats are divided into than 2°F and the flaps are transi-
when the control temperature is zones with one heating element tioned from 0° to >0°.
above 35°F, with the exception of located in each zone. Each element
patterns 3 and 6. They will continue Q PATTERN 4 (warm approach) –
is individually controlled by current
until the end of the first application This pattern is selected when the
input from the controller with the H STAB switch is ON, control
of power to the elements in zone Z4. exception of the parting strips. There temperature is greater than 2°F
are six patterns scheduled by the and the flaps are set at >0°.
controller as a function of control
temperature, H STAB switch posi- Q
PATTERN 5 (slow clear) – This
tion and flap position. From these pattern is selected when the H
discretes, the controller is able to STAB switch is moved from ON
select the most effective pattern. to OFF and the flaps are at 0°.
Each pattern consists of a preset Q PATTERN 6 (fast clear cold) –
order or sequence in which the ele- This pattern is selected for one
ments are powered for a specific cycle only when the H STAB
length of time. The conditions switch is ON, control temperature
required to select an individual pat- is less than 2°F and the flaps are
tern are briefly described as follows: transitioned from 0° to >0°. Pat-
Q
PATTERN 1 (cold day) – This tern 6 is also used if the flaps tran-
pattern is selected when the H sition from 0° to >0° during
STAB switch is ON, control tem- pattern 5.
perature is less than 2°F and the
flaps are in any position.

September 2001
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Horizontal Stabilizer During flight in icing conditions,

wait at least 15 seconds (AFM limi-
Deice System tation is 30 seconds) after selecting
(RK-108 and After, 10° flaps before selecting 30° flaps.
This delay provides the stabilizer
or Modified by Kit deice system with the time required
128-4014-3 or Kit to remove any ice accumulation
128-4014-5) from the stabilizer leading edge.
During this delay, the white LDG
Ice protection of the horizontal stabi- FLAP DELAY annunciator will illu-
lizer and elevator is accomplished by minate and the system will limit flap
heater mats bonded to the left and travel to 8-16 degrees.
right leading edges of the stabilizer
and the left and right elevator horns. If a system failure occurs, or the left
The mats consist of five independent and right squat switches disagree,
heating elements molded to each the H STAB DEICE FAIL annuncia-
leading edge: one, a parting strip tor will illuminate and the
(leading edge) that is temperature glareshield-mounted WARNING
controlled, and four mats called flasher switches will flash.
zones (two above Z1, Z2 and two When the H STAB DEICE switch on
below Z3, Z4 the parting strip). The the overhead panel is turned OFF
mats are heated by a cyclic timer
along with four elements molded to and the OAT is below 40°F, the con-
each elevator horn, a parting strip troller will complete its active cycle
(leading edge) that is temperature before shutting down.
controlled, and three mats (top, bot- Parting Strip
tom, and gap) all heated by the
cyclic timer. Each heater mat has one element des-
ignated as a parting strip. The parting
Deice Operation strips are thermostatically controlled
Deicing of the horizontal stabilizer to a set temperature based on deice
leading edges and elevator horns is pattern selected, control temperature
accomplished by a cyclic supply of and flap position. Power is applied to
28V DC power to the heater ele- the parting strip element until the set
ments. When the H STAB DEICE temperature is reached, at which time
switch on the overhead panel is power is removed until temperature
turned on, a white light adjacent to at the parting strip drops to 10°F
the switch illuminates and 28V DC below the set temperature. Below 7°F
power is directed from the H STAB control temperature, the set tempera-
CONTROL circuit breaker (ICE ture is 185°F. At 8°F, the temperature
RAIN) to a controller located in the control is set at 90°F and from 8°F to
aft fuselage. The controller will not 40°F control temperature the set tem-
supply power to the heater elements perature drops from 90°F at a linear
if the OAT is greater than 40°F rate. Above 40°F control tempera-
(approximately 21°C RAT), or if the ture, the parting strip elements are not
aircraft is on the ground. With the powered.
system turned ON and the OAT
below 40°F, the controller processes Deice Pattern Control
RAT, airspeed (to obtain OAT) and Sequence
flap position from the temperature The horizontal stabilizer and eleva-
sensor, Q-switches and flap lever tor horn heater mats are divided into
respectively and follows a predeter- zones with one heating element
mined cyclic sequence of powering located in each zone. Each element
the heating elements. is individually controlled by current
input from the controller, with the

September 2001
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CAE SimuFlite
exception of the parting strips. There Q Pattern 4 (warm approach contin-

are seven patterns scheduled by the uous) – OAT 3°F to 40°F and
controller as a function of control flaps NOT UP. Cycle time is 285
temperature, H STAB switch posi- seconds (4 minutes 45 seconds).
tion and flap position. From these Q Pattern 5 (slow clear) – Any tem-
detectors, the controller is able to perature. Pilot selects H STAB
select the most effective pattern. DEICE OFF. Cycle time is 26 sec-
Each pattern consists of a preset onds.
order or sequence in which the ele-
ments are powered for a specific
Q Pattern 6 (fast clear) – OAT 2°F &
length of time. The conditions below with flaps extended from
required to select an individual pat- 0°. Cycle time is 14 seconds. Flap
tern are briefly described as follows: lockout occurs during this time.
Returns to pattern 1 when com-
Q
Pattern 1 (cold day) – OAT 2°F pleted.
NOTE: During normal operation and below. Cycle time is 538 sec-
onds (8 minutes, 58 seconds).
Q Test Pattern – Cycle time is 8
the stabilizer deice system may seconds.
increase generator load by up to Q
Pattern 2 (warm) – OAT 3°F to
approximately 163 amperes/genera- 40°F and flaps up. Cycle time is Ice Detector
tor depending on OAT. 273.75 seconds (4 minutes, 33.75 The ICE DETECTOR is a system of
seconds). its own, and is not tied to H STAB.
Q Pattern 3 (fast clear warm) – OAT When the ICING annunciator comes
3°F to 40°F and flaps extended on, it is a warning to turn on the ice
from 0°. Cycle time is 58.5 sec- protection equipment. If the ice
onds. FLAP LOCKOUT first 14 detector fails, the ICE DETECT
seconds then goes to pattern 4. FAIL annunciator will illuminate
and the glareshield-mounted CAU-
TION flasher switches will flash.

September 2001
Table of Contents
Air Inlet Anti-Ice and Stator Anti-Ice Systems
BLEED AIR
STATOR VALVE
AIR INLET
ASSEMBLY
BLEED AIR LINE
BLEED AIR
INLET VALVE
EJECTOR
LEGEND
BLEED AIR SUPPLY
ENGINE INLET AIR

B4TM-IR005I

September 2001
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CAE SimuFlite

September 2001
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Engine Air Intakes A temperature probe (sensor) (Fig-

ure 5H-13) is located in the inlet of Engine Anti-
The engine air intakes incorporate each engine. The probe has a heater
two anti-ice systems. One system
prevents buildup of ice on the engine
element that is powered by the L or Ice System
R ENG ANTI-ICE switch.
air intake duct by using engine bleed
air and the other system ports heated A bleed air temperature switch is
bleed air onto the engine stator located in the inlet. The switch
vanes. opens on a rising temperature at 150
±5°F (66 ±2.8°C) and closes at a
The engine air intake anti-icing sys- falling temperature at 120 ±5°F (49
tem consists of a pressure regulator ±2.8°C).
and shutoff valve, ejector, piccolo
tube and double skin engine air The ENGINE ANTI-ICE operation
intake duct. lights, located on the overhead
switch panel, illuminate when the
The pressure regulator and shutoff engine anti-ice system is operating
valve is a solenoid-actuated valve and are controlled by the ignition
used to control the inlet duct bleed control relays and the engine anti-ice
air anti-ice system. The valve will
on light control relays and the appro-
close when 18 to 30V DC is applied.
When power is removed, the valve priate ENG ANTI-ICE switch.
will open and regulate air pressure to The LH or RH ENGINE ANTI-ICE
approximately 16 PSIG. switch (Figure 5H-14) controls
The regulated air enters the ejector each engine air intake anti-icing sys-
where it is mixed with outside air tem. When the switch is ON, the
that decreases temperature and pressure regulator shutoff valve
increases mass flow. The air is then solenoid is de-energized and the
discharged through holes in the pic- valve opens. The bleed air inlet
colo tube. valve regulates pressure to 16 PSIG.
At the same time, the LH or RH
A solenoid-actuated bleed air stator ENGINE ANTI-ICE IGNITION
valve is used to control the bleed air relay will be energized and power
to the engine stator anti-ice system. will be removed from the LH or RH
The valve is installed and main- ENGINE ANTI-ICE ON LT control
tained in accordance with the JT15D relay. Current flow through the cur-
Engine Maintenance Manual. rent sensor and heater element will
5H-14
5H-13

September 2001
Table of Contents
CAE SimuFlite
close the current sensor switch and because of the engine stator anti-
apply a ground to the LH or RH ice switch or the bleed air tempera-
ENG ANTI-ICE ON operation light. ture switch closing. The L or R
When the LH or RH ENGINE ENG ICE TEMP LO annunciator
ANTI-ICE switch is placed in the light will extinguish when the
ON position, the LH or RH ENG engine stator anti-ice switch opens
ICE TEMP LO annunciator light and the temperature of the bleed
(Figure 5H-15) will illuminate air temperature switch increases to
150 ±5°F or above.
5H-15

September 2001
Table of Contents
The pitot tubes, static ports and
angle-of -attack (AOA) transmitters
Static Port Heating Air Data
are electrically heated to prevent ice System
formation which would impair nor- A pair of static ports is flush- Systems
mal operation of the associated sys- mounted on each side of the cabin
tems. Each incorporates heating
elements powered by 28V DC, an
lower skin surface (Figure 5H-19). Anti-Icing
The PILOT STATIC HEATER cir-
individual control switch located in cuit breaker switch controls the
the HEATER group on the overhead heater element in the upper left and
panel (Figure 5H-16), and an indi- lower right static ports. The CPLT
cator light for monitoring heater STATIC HEATER switch controls
operation. An additional amber the heater element in the lower left
PITOT HT OFF caution light is and upper right static ports. The sys-
located on the annunciator panel tem is monitored by using the asso-
(Figure 5H-17). ciated white operation light. Current
must flow through the left and right
Pitot Tube Heating heaters to illuminate the operation
System light.
Two pitot tubes are installed on the
external surface of the nose electron-
AOA Transmitter
ics compartment, one on each side Heating System
(Figure 5H-18). The AOA transmitters (Figure
Heat for each pitot tube is controlled 5H-20) are installed one on each
by the applicable L or R PITOT side of the fuselage just below the
HEATER circuit breaker switch on cockpit side windows.
the overhead panel, and monitored Each AOA transmitter contains two
by the white operation lights. Cur- heating elements, one for the probe
rent must flow through the head and and one for the case, which are con-
mast heaters to illuminate the opera- trolled by the applicable L or R
tion light. If the PITOT HT OFF AOA circuit breaker switch and
caution light illuminates, one or both powered by 28V DC. The heating
pitot heat systems are off or have elements in the probes are rated at
failed. 157 watts. This amount of power is
5H-16 5H-17
5H-18 5H-19 5H-20

September 2001
Table of Contents
CAE SimuFlite
required to prevent in-flight ice for- the case and probe current sensor
mation on the probes, but would switches must be closed. To illumi-
result in overheating when the air- nate the pitot operation light, both
plane is on the ground. Therefore, the mast and pitot tube current sen-
resistors are placed in series with the sor switches must be closed.
probe heaters to reduce power con-
sumption (and heat produced) for Current Sensors
ground operation. (RK-45, RK-49, and
The case heater elements are rated at
50 watts. These elements are pro- After)
tected by thermostats that maintain There are six current sensors in this
the internal temperature between system. The current sensors for the
approximately 90 and 125ºF. Current LH and RH pitot mast heaters are
must flow to illuminate the operation located on the left sidewall panel.
light. There are four current sensors
located in the overhead panel for the
Current Sensors LH and RH pitot heaters and the LH
(RK-1 Thru RK-48, and RH static port heaters.
Except RK-45) When power is applied and there is
current flow through the sensor, the
There are ten current sensors in this sensor switch will close and illumi-
system. The current sensors for the nate the operation light.
LH and RH pitot mast heaters are
located in the nose junction box. There are no current sensors for the
There are six current sensors located AOA heaters. Each AOA transmitter
in the overhead panel for the LH and heater circuit has an externally
RH pitot heaters, the LH and RH mounted resistor to sense the current
static port heaters and the RH AOA being drawn by the case and vane
transmitter heaters. The current sen- heating elements. For illumination
sors for the LH AOA transmitter of the AOA operation light, the stall
heaters are located on the cockpit warning computer monitors the cur-
resistor and relay panel on the left rent through the resistors. If the cur-
side of the cockpit. rent flow for the vane and case
heaters exceeds a preset threshold,
When power is applied and there is the computer will turn on the opera-
current flow through the sensor, the tion light. If the current flow for one
sensor switch will close and illumi- heater drops below the threshold, the
nate the operation light. To illumi- operation light will be extinguished.
nate the AOA operation light, both

September 2001
Table of Contents
Windshield SHIELD ANTI-ICE switch (Fig-

ure 5H-22) on the overhead switch Windows and
The windshield is constructed of panel is set to the HIGH or LOW
laminated acrylic plies with a con-
ductive film for the heating element
position, bus voltage is applied to Windshield
the temperature controller. The tem-
and a glass outer ply. The airplane
electrical system supplies power for
perature controller energizes the
windshield anti-ice low or high
Anti-Icing
the heating element. A temperature
control unit monitors the heating ele-
power relay in accordance with the L
or R WINDSHIELD ANTI-ICE/
Systems
ment temperature. The control unit DEICE switch position. DC bus
incorporates an overheat warning voltage is applied to the L or R
circuit which supplies a signal to the WINDSHIELD HEATER operation
L or R WSHLD OV HT (red) annun- light when the windshield tempera-
ciator (Figure 5H-21). ture is below the temperature limit.
The windshield is heated by two The L and R WSHLD OV HT annun-
heating elements in either a high or ciators (coupled with the MASTER
low mode. DC electrical power is WARNING annunciator) will illumi-
supplied to the heating elements nate to warn the pilot of a malfunc-
through the windshield anti-ice high tion in the windshield heating
and low power relays. The tempera- system, such as an open sensor or
ture controller automatically regu- windshield overheat condition requir-
lates the windshield heating cycle
from 104°F (40°C) to 95°F (35°C). ing manual shutoff of the system.
A temperature sensing element Airplanes RK-243 and after have a
embedded in the glass provides an windshield with Surface Seal Coat-
output to the temperature controller. ing which provides a transparent
The controller will generate an over water-repellent coating for efficient
temperature warning signal. All air- rain removal to enhance vision dur-
planes and replacement windshields ing flight.
have two temperature sensors in the
left and right windshields, but only
one is used. The other sensor is a
Defog Systems
spare that can be connected to the Defogging air is supplied by the air-
airplane wiring if required. conditioning system to the wind-
shields and cockpit side windows.
A separate temperature controller for The air going to the windshields is
each windshield is mounted on the directed by the defog valve, which is
junction panel located in the LH side controlled by the FLOOR/DEFOG
panel. When the L or R WIND-
5H-21
5H-22 5H-23

September 2001
Table of Contents
CAE SimuFlite
lever located on each side panel essential bus. Each system is con-
(Figure 5H-23). When moved to trolled by its respective WIPER
DEFOG, this lever directs air to the toggle switch on the overhead panel.
windshields. This system is designed to wipe an
A thermal switch will illuminate the area sufficient for visibility during
NOTE: Once the DEFOG AIR OV
DEFOG AIR OV HT caution light taxiing and at flight speeds up to 200
HT light illuminates, the cockpit/
(Figure 5H-24) if the duct tempera- knots of indicated airspeed. At flight
cabin temperature selectors should ture exceeds 200°F. speeds above 200 KIAS, the wiper
be turned to full cold. Once the light motors will stall out. An automatic
extinguishes, the temperature selec- Additional capability for defogging
the cockpit side windows is provided reset thermoswitch on the motor
tors may be turned to a normal temporarily de-energizes the motor
setting. by an electrically powered heater/
blower mounted behind the side in the event of an overload.
window. This system is activated by Each wiper operates by an indepen-
the DEFOG BLOWER push-button dent motor controlled by the L or R
switch located forward of the defog WIPER switch that has three posi-
system control lever. The left defog tions: PARK-ON-OFF (Figure 5H-
blower is powered by the left load 25). The PARK position provides
bus. The right blower is powered by automatic stowing of the wipers to
the right load bus but will operate provide an unobstructed view when
only when the right nonessential bus the wiper is not in operation (Figure
is powered. 5H-26). When the switch is in the
ON position, the wiper operates at a
Windshield Wipers rate of 10 to 13 cycles per 10 sec-
CAUTION: Operating the wipers

(RK-1 Thru RK-242) onds. When the switch is in the OFF
position, the wiper will be stopped
on a windshield covered with dust The wiper control system removes on the glass at the end of the cycle.
and sand will cause damage to the moisture from the windshield and When the switch is set in the PARK
glass surface. During preflight or aids in ice removal. Each system position, the wiper will cycle once
operation on the ground, lift the consists of a motor-converter, arm and advance to the stow position off
wiper blades off the glass surface, assembly, wiper blade and L or R of the glass.
remove dust, sand or dirt from the WIPER switch. Each wiper is inde-
pendently driven by its own motor, Airplanes RK-243 and after have a
blade section and apply water on the windshield with Surface Seal Coat-
windshield. and each motor is equipped with a
converter. The left motor is powered ing which provides a transparent
from the left load bus and the right water-repellent coating for efficient
motor is powered from the right non- rain removal to enhance vision dur-
CAUTION: Moving the wiper
ing flight.
switch from ON to PARK with wip-
ers operating can result in damage to
5H-24
the wiper system.
5H-25
5H-26

September 2001
Table of Contents
Preflight Horizontal Stabilizer Deice

System Check (RK-1 Thru Servicing and
During the exterior preflight inspec-
tion, check the ice detector (if
installed) for condition and security.
RK-107 not Modified by
Kit 128-4014-1, Kit Procedures
Ensure that the pitot masts and static 128-4014-3, Kit 128-4014-5
ports are clear of any obstructions or Kit 128-4016-1)
and check the condition and security H-Stab Deice . . TEST AND HOLD
of the windshield wipers. Make sure
the wing anti-ice exhaust ports are H-Stab Deice
also clear of any obstructions. Light. . . . . . . . . . . . . . . . COUNT 12
OR MORE FLASHES
Carry out the following preflight
tests. STB DEICE FAIL
Annunciator . . . . EXTINGUISHED
Engine and Wing Anti-Ice H-Stab Deice
Systems Check Fail Test . . . . PRESS AND HOLD
Thrust Levers. . . . . . . . . 60-70% N2 STB DEICE FAIL
Annunciator . . . . .ILLUMINATED
Engine Anti-ice . . . . . . . . . . . . . ON
H-Stab Deice Fail Test. . RELEASE
Wing Anti-ice . . . . . . . . . . . . . . ON
H-Stab Deice . . . . . . . . . . . . . . OFF
Engine ITTs . CHECK INCREASE
ENG ICE TEMP LO Horizontal Stabilizer Deice
Annunciators . . . . . ILLUMINATED System Check (RK-108
MOMENTARILY and After, and RK-1 Thru
Engine Anti-ice RK-107 Modified by Kit
Lights. . . . . . . . . . . ILLUMINATED 128-4014-1, Kit 128-4014-3,
Kit 128-4014-5 or Kit
Ignition Lights . . . . ILLUMINATED
128-4016-1)
Wing Anti-ice
Light . . . . . . . . . . ILLUMINATED, Flaps. . . . . . . . . . . . . . . . . . . . . . . 0º
AFTER WINGS H-Stab Deice . . TEST AND HOLD
HEAT TO
TEMPERATURE H STAB ICE
Engine Anti-ice . . . AS REQUIRED FAIL Annunciator . . . . . . . EXTIN-
GUISHED
Wing Anti-ice . . . . . . . . . . . . . .OFF
H-Stab Deice Light ILLUMINATED
Thrust Levers. . . . . . . . . . . . . . IDLE
After Approximately 10 Seconds:
Horizontal Stabilizer Anti-
Ice System Check (Those H STAB ICE FAIL
Airplanes not Modified by Annunciator . ILLUMINATED FOR
Kit 128-4014-1, Kit 3 SECONDS
128-4014-3, KIT 128- H-Stab Deice
4014-5 or Kit 128-4016-1) Light. . . . . . . . . . EXTINGUISHED
H-Stab Anti-ice . . . . . . . . . . . .TEST H STAB ICE FAIL
STB ANTI ICE FAIL Annunciator . . . . EXTINGUISHED
Annunciator. . . . . . ILLUMINATED H-Stab Deice
H-Stab Anti-ice Light. . . . . . . . . . . .ILLUMINATED
Light . . . . . . . . . .EXTINGUISHED H-Stab Deice . . . . . . . . . . . . . . OFF
H-Stab Anti-ice . . . . . . . . . . . . .OFF H-Stab Deice . . TEST AND HOLD

September 2001
Table of Contents
CAE SimuFlite
Flaps . . . . . . . . . . . . . . SELECT 30° Always refer to the respective air-

craft flight manual (AFM) and the
LDG FLAP DELAY CAE SimuFlite Operating Hand-
Annunciator . . . . . ILLUMINATED book for checklists concerning these
Flaps Travel . . . . .FLAPS STOP AT procedures.
APPROXIMATELY 10° Windshield Overheat
H-Stab Deice . . . . . . . . . . . . . . OFF If the L or R WSHLD OV HT
LDG FLAP DELAY annunciator light illuminates, turn
Annunciator . . . . EXTINGUISHED the affected windshield anti-ice off.
When the light extinguishes, moni-
Flap Travel . FLAPS MOVE TO 30° tor the WSHLD OV HT annunciator.
If the annunciator light remains illu-
Flaps . . . . . . . .SET FOR TAKEOFF minated, pull the WSHLD and
WSHLD CONT circuit breakers on
NOTE: When using deicing/anti- Approved Deicing the aft circuit breaker panel, for the
icing fluids, take-off speeds (V1, VR
and V2) should be increased by 10 kt
and Anti-Icing affected side.
to stop ingestion of the solution into Fluids Wing Anti-Ice Overheat
the engine. Only the following fluids have been If the red WING OV HT annunciator
approved for deicing and anti-icing: illuminates, turn the wing anti-ice
Q SAE AMS 1424 Type I off, reduce the engine thrust and
NOTE: Only 10 degree flap opera- avoid any further icing environ-
tion is permitted when using Type II Q ISO 11075 Type I ments.
or Type IV deicing/anti-icing fluid. Q SAE AMS 1428 Type II
Horizontal Stabilizer Ice
Q ISO 11078 Type II Protection System Failure
Q SAE AMS 1428 Type IV
RK-1 Thru RK-107 Not
NOTE: Landing distance will Only the follow Type IV anti-icing Modified by Kit 128-4014-1, Kit
increase by approximately 20%. fluids are approved: 128-4014-3, Kit 128-4014-5 or
Q
Clariant Safewing MP IV 1957 Kit 128-4016-1)
Q
Clariant Safewing MP IV 2001 If the red STB ANTI ICE FAIL or
Q
UCAR ULTRA+ (Approved for amber STB DEICE FAIL annuncia-
use down to -15ºC) tors illuminate, turn the H-Stab Anti-
ice or H-Stab Deice OFF. On the
Q Octagon Max Flight Type IV backup H Stab Anti-ice switch,
break the safety wire, open the guard
Abnormal and select MANUAL, repeating
Procedures every two minutes.
Abnormal procedures involving the Avoid any icing environments. Set
ice and rain protection systems the flaps to 10º and the land select
include: switch to FLAP 10º. Ensure the
Q
windshield overheat approach speed is VREF +10 KIAS
and complete a FLAPS 10º
Q
wing anti-ice overheat APPROACH AND LANDING
Q
horizontal stabilizer ice protection procedure.
system failure
Q engine anti-ice system inoperative
Q ice detector fail
Q defog overtemp
Q pitot heat failure.

September 2001
Table of Contents
RK-108 and After, and RK-1 Ice Detector Fail (RK-108 and
Thru RK-107 Modified by Kit After, and RK-1 Thru RK-107
128-4014-1, Kit 128-4014-3, Kit Modified by Kit 128-4014-1, Kit
128-4014-5 or Kit 128-4016-1) 128-4014-3, Kit 128-4014-5 or
If the red STB ANTI ICE FAIL Kit 128-4016-1)
annunciator illuminates, pull the H If the amber ICE DETECT FAIL
STAB PROTECT circuit breaker, on annunciator illuminates, monitor the
the aft circuit breaker panel, and turn flight conditions.
the H-Stab Deice OFF.
Defog Overtemp
Avoid any icing environments. Set
the flaps to 10º and the land select If the amber DEFOG AIR OV HT
switch to FLAP 10º. Ensure that the annunciator illuminates, using either
approach speed is VREF + 10 KIAS the MAN or AUTO control, turn the
and complete a FLAPS 10º Cabin\Cockpit Temperature Con-
APPROACH AND LANDING pro- trols to full cold. After the DEFOG
cedure. AIR OV HT annunciator extin-
guishes, adjust the temperature as
Engine Anti-Ice System required using the Cabin\Cockpit
Inoperative Temperature Controls.
If the L or R ENG ICE TEMP LO Pitot Heat Failure WARNING: Flight in visible mois-
annunciator illuminates, increase the
If the amber PITOT HT OFF annun- ture without pitot heat may result in
thrust for the affected engine. Then,
ciator illuminates, verify that the erratic operation of the airspeed and
for the affected engine, turn the
Engine Anti-Ice switch OFF and system is turned on and check the mach indicators.
then ON. overhead operating lights to deter-
mine which system is inoperative.
If erratic operation of the airspeed
and mach indicators is observed,
select CROSS-SIDE ADC on the air
data reversionary panel. For air data
control, use the cross-side air data
select panel.

September 2001
Table of Contents
CAE SimuFlite

September 2001
The Beechjet 400A landing gear is electrically controlled and

hydraulically actuated. It is enclosed by doors that are mechani- Landing
cally and hydraulically actuated. Each inboard-retracting main
gear utilizes five hydraulic actuators: one to extend and retract the Gear and
gear, one for inboard (fuselage) door actuation, and one each for
gear uplock/downlock/inboard door release. The forward-retract- Brake
ing nose gear requires three hydraulic actuators: one to extend and
retract the gear and one for each gear uplock/downlock release. Systems
Colored lights on the landing gear control panel provide gear
position indication. In addition, a warning horn sounds if any gear
is not down and locked when flap position and/or thrust lever set-
Chapter 5I
tings are in the landing configuration.
The power brakes are controlled by pressure from toe-operated
master cylinders. Antiskid, when selected, provides maximum
braking capability without skid under all runway conditions.
The nose wheel steering system, capable of steering 25 degrees
either side of center, is mechanically actuated by rudder pedal
deflection and can be castered to 45 degrees by use of asymmetric
brake application and thrust. The system is disengaged when the
gear is retracted. A steering damper prevents vibration feedback
to the pedals and a separate shimmy damper prevents nose wheel
shimmy.
Beechjet 400A Developed for Training Purposes 5I-1

September 2001
Landing Gear
CAE SimuFlite
5I-2 Developed for Training Purposes Beechjet 400A

September 2001
Landing Gear
Landing Gear
Landing Gear Control System Flow Diagram . . . . . . 5I-6

Table of
Landing Gear System Schematic . . . . . . . . . . . . . . . . 5I-8
Normal Retraction Schematic . . . . . . . . . . . . . . . . . . . 5I-9
Contents
Normal Extension Schematic . . . . . . . . . . . . . . . . . . 5I-10
Emergency Extension Schematic . . . . . . . . . . . . . . . 5I-10
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Nose Landing Gear and Doors. . . . . . . . . . . . . . . . . . . 5I-11
Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Shock Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Drag Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Nose Landing Gear Actuation . . . . . . . . . . . . . . . . . . 5I-11
Nose Landing Gear Doors . . . . . . . . . . . . . . . . . . . . . 5I-11
Main Landing Gear and Doors . . . . . . . . . . . . . . . . . . . 5I-12
Main Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-12
Shock Struts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-12
Side Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-12
Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-12
Main Landing Gear Actuation . . . . . . . . . . . . . . . . . 5I-12
Main Landing Gear Doors . . . . . . . . . . . . . . . . . . . . . 5I-13
Extension and Retraction . . . . . . . . . . . . . . . . . . . . . . . 5I-13
Landing Gear and Door Selector Valves . . . . . . . . . . 5I-13
Landing Gear Actuating Cylinders . . . . . . . . . . . . . . . 5I-13
Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-14
Emergency Gear Control . . . . . . . . . . . . . . . . . . . . . . 5I-14
Nitrogen Storage Bottle . . . . . . . . . . . . . . . . . . . . . . . 5I-15
Uplock Hooks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-15
Landing Gear Control Unit . . . . . . . . . . . . . . . . . . . . . 5I-15
Landing Gear Operation. . . . . . . . . . . . . . . . . . . . . . . 5I-16
Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-16
Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-16
Emergency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-17

September 2001
Landing Gear
CAE SimuFlite
Position and Warning Indication . . . . . . . . . . . . . . . . . 5I-17

Visual Position Indicating and Warning . . . . . . . . . . . 5I-17
RK-1 thru RK-109 except RK-98 . . . . . . . . . . . . . . 5I-18
RK-98 and RK-110 and After . . . . . . . . . . . . . . . . . 5I-18
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-18
Landing Gear Position Indications Schematic . . . . 5I-19
Audible Position Warning. . . . . . . . . . . . . . . . . . . . . . . 5I-20
Ground Safety System . . . . . . . . . . . . . . . . . . . . . . . . 5I-20
Brake System Schematic . . . . . . . . . . . . . . . . . . . . . 5I-22
Wheels and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-23
Main Gear Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-23
Main Gear Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-23
Nose Gear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-23
Nose Gear Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-23
Main Gear Brakes (RK-1 Thru RK-23 Without
Beech Kit No. 128-8001-1 Installed) . . . . . . . . . . . . . . 5I-23
Main Gear Brakes (RK-1 Thru RK-23 With
Beech Kit No. 128-8001-1 Installed; RK-24
and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-24
Hydraulic Brake System . . . . . . . . . . . . . . . . . . . . . . . 5I-25
Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-25
Power Brake Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-25
Anti-Skid Power Brake Mode . . . . . . . . . . . . . . . . . . 5I-26
Wheel Speed Transducers . . . . . . . . . . . . . . . . . . . 5I-26
Anti-Skid Servo Loop . . . . . . . . . . . . . . . . . . . . . . . 5I-26
Anti-Skid System Operation . . . . . . . . . . . . . . . . . . 5I-27
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-28
Emergency Brake System . . . . . . . . . . . . . . . . . . . . . . 5I-28
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-29
Nose wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-29
Preflight and Procedures . . . . . . . . . . . . . . . . . . . . . 5I-31
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-31
Brake System Accumulator Servicing . . . . . . . . . . . . 5I-31

September 2001
Landing Gear
Landing Gear
Emergency Brake and Main Gear Door-Close

Nitrogen Bottle Servicing . . . . . . . . . . . . . . . . . . . . . . 5I-31
Tire Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-31
Nose Gear Tire Inflation Pressure . . . . . . . . . . . . . .5I-31
Main Gear Tire Inflation Pressure . . . . . . . . . . . . . .5I-31
Strut Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5I-31
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . .5I-32
Abnormal and Emergency Procedures. . . . . . . . . . . . .5I-32
Main Landing Gear Ground Safety Switch
Failure On Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . .5I-32
Power Brake Failure. . . . . . . . . . . . . . . . . . . . . . . . . .5I-32
Landing Gear Handle Lock . . . . . . . . . . . . . . . . . . . .5I-32
Alternate Gear Extension . . . . . . . . . . . . . . . . . . . . . .5I-32
Anti-Skid System Failures . . . . . . . . . . . . . . . . . . . . .5I-32
System Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5I-32

September 2001
5I-6
EMERGENCY EMERGENCY
DOOR LEFT/RIGHT
CAE SimuFlite
Table of Contents
CHECK CLOSE
THRUST DOWN
VALVE
LEVER
DUMP
VALVE
GEAR DOOR VENT
SELECTOR SELECTOR
VALVE VALVE
SHUTTLE
VALVE PACKAGE VALVE
DOWN
LOCK NOSE LH GEAR GEAR UPLOCK GEAR UPLOCK RH GEAR
GEAR ACTUATOR RELEASE RELEASE ACTUATOR
UP
ACTUATOR
LOCK LH RH

DOOR DOOR
ACTU- ACTU-
ATOR ATOR
Landing Gear Control System Flow Diagram
LEGEND
VENT LINE
PRESSURE LINE
RETURN LINE
NITROGEN
B4TM-LG001i
September 2001
Beechjet 400A
Table of Contents
Landing Gear CAE SimuFlite
Landing Gear
System
Beechjet 400A Developed for Training Purposes 5I-7 5I-8

September 2001
Table of Contents
CAE SimuFlite
Landing Gear System

VALVE PACKAGE
EMERGENCY GEAR
LEGEND DOWN HANDLE
VENT LINE
EMERGENCY
PRESSURE LINE DOOR CLOSE
DUMP CHECK
RETURN LINE VALVE VALVE
NITROGEN
ELECTRICAL CIRCUIT
GEAR DROP TO NITROGEN
CABLE LINE LANDING EXTEND POSITION
GEAR DOOR BOTTLE
SELECTOR SELECTOR
VALVE VALVE DOOR CLOSE SWITCH
DOOR OPEN SWITCH EMERGENCY

CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
DOOR SELECTOR LEFT & RIGHT
VALVE
DOOR OPEN
SWITCH
UPLOCK
RELEASE NOSE LEFT & RIGHT GEAR GEAR
CYLINDER UPLOCK UPLOCK
GEAR UP- GEAR UP- RELEASE RELEASE
LOCK SWITCH LOCK SWITCH CYLINDER CYLINDER
LEFT & RIGHT

DOOR SELECTOR DOOR CLOSE
VALVE SWITCH LEFT GEAR DOOR LEFT DOOR RIGHT DOOR DOOR RIGHT GEAR
ACTUATING CLOSELOCK ACTUATING ACTUATING CLOSELOCK ACTUATING
NOSE GEAR CYLINDER RELEASE CYLINDER CYLINDER RELEASE CYLINDER
ACTUATING NOSE LEFT & RIGHT CYLINDER CYLINDER
CYLINDER
GEAR DOWN- GEAR DOWN- MAIN LANDING GEAR
LOCK SWITCH LOCK SWITCH LEFT GEAR RIGHT GEAR
DOWNLOCK DOWNLOCK
DOWNLOCK RELEASE RELEASE
RELEASE CYLINDER CYLINDER
CYLINDER
LEFT AND RIGHT
THRUST
SWITCH
VENT
BLOWER
ON/OFF
BOTH NORM LDG GR

L ENG BOTH HIGH
UP
WARN
HORN
CUT
OFF R ENG
DN BEECHJET
LANDING GEAR 400A

EMER
GROUND SAFETY CABIN PRESS
DOWN
LOCK
SWITCH GEAR NOSE
DOWN L R REL
GEAR
WARN HORN CUT
CONTROL SWITCH
UNIT
SILENCE FLAP FOLLOW-UP
(AIRPLANES RK-98 SWITCH UNIT
CABIN DUMP
AND RK-110 AND AFTER) LANDING GEAR
GEAR SELECTOR AURAL WARNING
VALVE B4TM-LG002i

September 2001
LEGEND
VENT LINE
September 2001
EMERGENCY GEAR PRESSURE LINE
VALVE PACKAGE DOWN HANDLE
Beechjet 400A
RETURN LINE EMERGENCY
DOOR CLOSE
NITROGEN
Table of Contents
DUMP CHECK
VALVE VALVE ELECTRICAL CIRCUIT
CABLE LINE
Normal Retraction
GEAR DROP TO
EXTEND POSITION NITROGEN
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE DOOR CLOSE SWITCH
VALVE
CONTROL VENT
SHUTTLE VALVE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER

NOSE GEAR LEFT GEAR RIGHT GEAR
ACTUATING ACTUATING ACTUATING
CYLINDER CYLINDER CYLINDER
LEFT GEAR DOOR LEFT DOOR RIGHT DOOR DOOR RIGHT GEAR
DOWNLOCK CLOSELOCK ACTUATING ACTUATING CLOSELOCK
RELEASE DOWNLOCK DOWNLOCK
RELEASE RELEASE CYLINDER CYLINDER RELEASE RELEASE
CYLINDER CYLINDER
NOSE LANDING GEAR MAIN LANDING GEAR

LH RH
B4TM-LG003I
5I-9
Landing Gear
5I-10
CAE SimuFlite
Emergency
Normal
Extension
Extension
LEGEND
VENT LINE
EMERGENCY GEAR PRESSURE LINE
VALVE PACKAGE DOWN HANDLE
RETURN LINE EMERGENCY
DOOR CLOSE
NITROGEN
Table of Contents
DUMP CHECK
VALVE ELECTRICAL CIRCUIT
Normal Extension
VALVE
CABLE LINE
GEAR DROP TO
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE
CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER

CYLINDER CYLINDER

LH RH
B4TM-LG004I
5I-10
LEGEND
EMERGENCY GEAR
VALVE PACKAGE DOWN HANDLE RETURN LINE
NITROGEN EMERGENCY
DOOR CLOSE
ELECTRICAL CIRCUIT
DUMP CABLE LINE
CAE SimuFlite
VALVE
GEAR DROP TO
LANDING BOTTLE
GEAR DOOR
Emergency Extension
SELECTOR SELECTOR
VALVE
CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER

CYLINDER CYLINDER

LH RH
B4TM-LG005I
Beechjet 400A
September 2001
Table of Contents
Landing Gear
Nose Landing Gear conventional

strut.
air-fluid oleo-type
Landing Gear
and Doors Drag Strut
The nose landing gear assembly con-
sists of several load-carrying compo- The drag strut has a downlock mech-
nents that enable landing gear anism and a hydraulically operated
retraction and extension. They con- downlock release cylinder. When the
sist of the shock strut assembly, the nose landing gear is extended, the
drag strut on which the nose landing downlock mechanism is mechani-
gear downlock mechanism and cally operated to lock the drag strut.
downlock release-devices are Torque Links
installed, the actuating cylinder, the NOTE: The torque links must be
The torque links are used to connect
uplock and uplock release mecha- the shock strut cylinder to the wheel disconnected prior to towing the
nisms, and the nose landing gear fork. The torque links hold the nose airplane.
door actuating mechanism. wheel/fork in alignment with the
Nose Landing Gear shock strut cylinder to allow steering
of the airplane.
The nose landing gear has four
attaching points: at each end of the Nose Landing Gear
shock strut trunnion and each end of Actuation
the drag strut. The nose landing gear
The nose landing gear is hydrauli-
has a mechanical latching mecha-
cally operated. The actuating cylin-
nism in the retracted position and the
der is attached to both the nose gear
drag strut has a self-locking provi-
shock strut and drag strut and is
sion in the extended position. Over-
installed on the forward side of the
center links in the uplock
nose landing gear. When the actuat-
mechanism hold the landing gear in
ing cylinder retracts, it pulls the nose
the fully retracted position without
gear up to the retracted position.
the aid of hydraulic pressure. The
Extension of the cylinder pushes the
nose landing gear automatically cen-
nose landing gear aft to the extended
ters itself during retraction. The nose
position.
landing gear is also used for steering
and towing the airplane. A shimmy Nose Landing Gear Doors
damper is attached to the strut to pre-
vent the wheel from shimmying dur- There are two forward nose landing
ing taxi, takeoff and landing. gear doors that enclose the forward
portion of the nose gear wheel well
Shock Strut when the nose landing gear is
The shock strut assembly (Figure retracted or extended. The forward
5I-1) has a metering pin and is a doors are mechanically linked to the
nose gear trunnion by torque tubes
5I-1

September 2001
Table of Contents
CAE SimuFlite
and are closed when the nose land- locks the main landing gear in the
ing gear is either fully retracted or extended (down) position. The main
extended. The aft nose landing gear landing gear does not require
door encloses the aft portion of the hydraulic pressure to hold it in the
wheel well and is linked directly to retarded or extended position. A
the nose gear strut so that it is rotor-type brake assembly is
opened only when the nose landing installed on each main gear wheel.
gear is extended. The brakes operate on hydraulic
pressure metered by the power brake
Main Landing Gear valve and actuated by the master
and Doors brake cylinders.
Each main landing gear assembly Shock Struts
(Figure 5I-2) consists of several Each shock strut assembly contains a
load-carrying components that metering pin and is a conventional
enable landing gear retraction and air-fluid oleo type strut.
extension. They consist of a shock
strut assembly, side strut assembly, Side Struts
downlock mechanism, downlock Each side strut has a mechanical
release mechanism, main landing downlock mechanism and a hydrau-
gear actuator cylinder, uplock release lically operated downlock release
mechanism and the main landing cylinder. With the landing gear in the
gear door actuating assembly. extended position, the downlock
mechanisms are mechanically oper-
Main Landing Gear ated.
Attachment of the main landing gear Torque Links
is accomplished at three points: one
at the upper end of the shock strut The torque links are used to connect
(wing side), one at the fitting on the each strut cylinder to its piston and
middle fuselage through the side axle. The torque links hold the
strut and link, and one at the wing wheels in alignment.
side through the balancer. A Main Landing Gear Actuation
mechanical latching mechanism
locks the main landing gear in the The landing gear is hydraulically
retracted (up) position and a down- operated by the actuator attached
lock mechanism on the side strut directly to the shock strut and
5I-2

September 2001
Table of Contents
Landing Gear
retracts inboard. When the hydrau- The landing gear control valve is
lic actuator retracts, the landing gear solenoid operated and directs
extends. When the hydraulic actua- hydraulic pressure to the extend or
tor extends, it pushes the landing retract side of the individual landing
gear to the retracted position. gear actuating cylinders and fuselage
main landing gear door actuating
Main Landing Gear Doors cylinders. Hydraulic fluid flows
While in the retracted position, each through the control valve from the
main landing gear is enclosed by two pressure side to the return side only
doors. The wing main landing gear when the control valve solenoid is
doors are mechanically linked to the energized.
main landing gear struts for actua-
tion. The fuselage main landing gear Landing Gear and Door
doors are hydraulically actuated any Selector Valves
time the landing gears are retracted The landing gear and landing gear
or extended. door selector valves are identical.
They are solenoid operated hydrau-
Extension and lic valves that direct hydraulic pres-
Retraction sure to the extend or retract side of
the individual landing gear actuating
Normal extension and retraction of
cylinders and fuselage main landing
the landing gear is accomplished
gear door actuating cylinders.
with a hydraulic actuating cylinder
Hydraulic fluid flows through the
on each gear. Each gear is held control valve from the pressure side
retracted (locked) by a mechanical
to the return side only when the con-
hook that is hydraulically released at
trol valve solenoid is energized.
the same time pressure is applied to
the landing gear actuators. There is a Landing Gear Actuating
mechanical downlock latching mech- Cylinders
anism for when the gear is in the
extended position. The latch holds The main landing gear actuating cyl-
the landing gear extended after any inders (Figure 5I-3) are mounted
extension method, be it hydraulic or inboard of each main landing gear
manual. and move the gear to the extended
position when the actuating cylinder
An auxiliary (emergency) system is retracted. When the actuating cyl-
permits manual release of the inder is fully extended, the main
mechanical hooks for gravity exten- landing gear is fully retracted.
sion of the landing gear. Nitrogen,
from a storage bottle, is used to The nose landing gear actuating cyl-
operate the actuating cylinders and inder is mounted forward of the nose
close the fuselage main landing gear gear and moves the nose gear to the
door. extended position when the actuator
5I-3

September 2001
Table of Contents
CAE SimuFlite
is extended. When the actuating cyl- Dump Valve

inder is fully retracted, the nose gear
is fully retracted. A dump valve is incorporated in the
valve package with the landing gear
The fuselage main landing gear selector valve and main landing gear
door-actuating cylinder (Figure 5I- door selector valve. The dump valve
4) is a double action, cushionless- functions only during emergency
type conventional actuator. When operation of the system. When the
the actuating cylinder is fully emergency gear-down handle is
extended, the main landing gear pulled in the cockpit, the dump valve
door is in the fully open position. A lever is actuated, which blocks
screw locks the actuating cylinder hydraulic pressure from entering the
shaft into the body. main landing gear and gear door
selector valves. A return passage
The main landing gear downlock from the gear and gear door actua-
release actuating cylinder unlocks tors is provided at that time to pre-
the main gear from the downlock vent hydraulic fluid lock while
position to allow retraction of the allowing free-fall operation.
main gear. A screw locks the actuat-
ing cylinder shaft into the body. Emergency Gear Control
The nose landing gear downlock Emergency gear control consists of
release actuating cylinder is a single an emergency gear-down handle that
action, cushionless-type conven- unlocks the uplock hooks and oper-
tional actuator. The actuating cylin- ates the dump valve lever and the
der unlocks the nose gear from the emergency gear-down/main landing
down-and-locked position to allow gear door-close handle (Figure 5I-
retraction of the nose gear. 5) that releases pressure from the
nitrogen storage bottle to close the
The nose and main landing gear doors. The main landing gear door-
uplock release actuating cylinders close handle should not be pulled
are single action type conventional until the three green downlocked
actuators, incorporating a piston lights are illuminated and the emer-
resetting spring. The actuating cylin- gency gear-down handle has been
der unlocks the gear from the uplock returned to the stowed position.
position to allow extension of the
nose and main gear.
The fuselage main landing gear door
NOTE: The fuselage main landing close lock release actuating cylinder
gear door close lock release actuat- is a single action-type conventional
ing cylinder and the nose landing actuator, incorporating a piston
gear uplock release-actuating cylin-
resetting spring. The actuating cylin-
der are identical and interchange-
der unlocks the main gear door to
allow the door to open.
5I-4 5I-5

September 2001
Table of Contents
Landing Gear
Nitrogen Storage Bottle Uplock Hooks

The nitrogen storage bottle is located Five mechanical uplock hooks (Fig-
forward of the forward pressure bulk- ure 5I-9) latch the landing gear and
head (Figure 5I-6). It holds 90 the main landing gear doors in the
cubic-inches (minimum) of nitrogen retracted position. For extension of
at an operating pressure of 1,650 the landing gear, the hydraulic
PSIG (1,500 PSIG on RK-1 thru RK- uplock release actuating cylinders
99). The storage bottle is utilized to move the hooks to the released posi-
supply pressure from the compressed tion before applying pressure to the
landing gear actuating cylinders. For
nitrogen for the main landing gear
emergency extension of the landing
door-close system and the emergency
gear, the emergency gear-down han-
brake system. The lever on the stor- dle is connected by cable to each of
age bottle is connected to the emer- the uplock hooks for manually
gency door-close handle by a push- releasing the landing gear.
pull cable. The emergency door-close
pneumatic lines are connected to a Landing Gear Control Unit
vent line when the storage bottle con- The landing gear control unit has a
trol lever is in the normal position. manually operated handle that elec-
The bleed valve is rotated counter- trically controls the position of the
clockwise to remove moisture and air landing gear. The manually oper-
from the bottle. The bottle pressure ated handle operates four limit
can be monitored by the nitrogen switches which, according to the
gage on the right-hand side of the selected position of the handle,
copilot’s instrument panel (Figure apply 28V DC power to the UP or
5I-7) and the servicing port is in the DOWN solenoid of the hydraulic
LH avionics bay (Figure 5I-8). valve package through the gear posi-
Refer to the airplane’s Maintenance tion-limit switch circuit. The manu-
Manual for the proper servicing pro- ally operated handle has a locking
mechanism in the DOWN position
cedures.
to prevent accidental movement of
5I-6
5I-7
5I-8 5I-9

September 2001
Table of Contents
CAE SimuFlite
the handle. When the airplane is on release actuating cylinders and door
the ground and electrical power is actuating cylinders. The door locks
ON, a solenoid is de-energized to open and the doors open, actuating
lock the handle in the DOWN posi- the door open switches. When both
tion. In flight, when the solenoid is door open switches are actuated, the
energized through the landing gear gear selector valve is electrically
safety (squat) switch, the landing positioned to direct hydraulic pres-
gear control handle downlock is sure to the gear downlock release
released. The LH landing gear safety actuating cylinders and to the up side
(squat) switch keeps the landing gear of the main and nose gear actuating
control unit handle from moving out cylinders. As each gear uplock roller
of the DOWN position when the air- rotates the uplock hook over center,
plane is on the ground. If the switch the uplock mechanism will be
fails to close, the landing gear con- mechanically positioned to the
trol unit handle cannot be moved locked position. When all of the
toward the UP position in flight. On landing gears are up-and-locked and
airplanes RK-1 thru RK-109, except the uplock switches are actuated, the
RK-98, an override switch located landing gear selector valve solenoid
above the landing gear control han- is de-energized and hydraulic pres-
dle (Figure 5I-10A) is provided to sure to the landing gear actuating
release the downlocked handle. On cylinders is shut off. The position of
airplanes RK-98 and RK-110 and the landing gear door selector valve
after, the override switch is located is reversed, which in turn directs
beside the landing gear control han- pressurized hydraulic fluid to close
dle on the copilot’s instrument panel the fuselage main landing gear
(Figure 5I-10B). doors. When the fuselage main land-
ing gear doors are closed and locked,
Landing Gear Operation hydraulic pressure to the door actu-
Retraction ating cylinders is shut off. As each
landing gear unlocks from the down-
With all landing gears down and and-locked position, its respective
locked and the fuselage main land-
green indicator light will extinguish
ing gear doors closed and locked, the
and the red warning light will illumi-
three green indicating lights on the nate. When all landing gears are up
control unit illuminate to indicate a
and locked and the gear doors are
normal condition. The red warning
closed and locked, the red light will
light should be extinguished and the extinguish. Landing gear transit time
audible warning signal should not
from full down to full up is approxi-
sound. Moving the handle to the UP
mately 5 ±2 seconds.
position electrically positions the
gear door selector valve to direct
hydraulic pressure to the fuselage
main landing gear door close lock
5I-10A 5I-10B

September 2001
Table of Contents
Landing Gear
Extension emergency gear-down handle in the
When the landing gear is up-and- cockpit, a control cable connected to
locked and the main gear doors are the fuselage main landing gear door
closed and locked, the three indicat- close locks, main landing gear
ing lights and the red warning light uplocks, the nose landing gear
are extinguished, indicating that the uplock, and the dump valve lever.
system is normal. Moving the land- The initial movement of the emer-
ing gear control handle to the gency gear-down handle pulls the
DOWN position electrically posi- cable to actuate the dump valve
tions the main gear door selector lever, which shuts off hydraulic
valve to direct hydraulic pressure to pressure to the gear selector valve
the fuselage main landing gear door and landing gear door selector valve.
close lock release actuating cylin- Pulling the emergency gear-down
ders and door actuating cylinders. handle to its full travel, approxi-
As each main gear door reaches the mately 9.06 inches (230 mm),
full open position, it actuates the releases the fuselage main landing
door open switch. When all door gear door close locks, main gear
open switches are actuated, the land- uplocks, and nose gear uplock. The
ing gear selector valve is electrically landing gear doors open and the
positioned to direct hydraulic pres- landing gear free-falls (extends)
sure to the gear uplock release actu- assisted by gravity and/or airload.
ating cylinders and to the down side The red warning light illuminates. A
of the main and nose landing gear mechanical latch at each landing
actuating cylinders. Movement of gear downlock locks the landing
the landing gear to the down-and- gear in the extended position. As the
locked position actuates the down- landing gear locks in the down posi-
lock switches, which electrically tion, the respective gear green indi-
position the landing gear door selec- cating light will illuminate and the
tor valve, directing hydraulic pres- red warning light will remain illumi-
sure to the “close” side of the main nated. After confirmation of three
landing gear door actuating cylin- green lights, the emergency gear-
ders and de-energizing the landing down handle is pushed to the stowed
gear selector valve that shuts off the position and the emergency gear
hydraulic pressure to the landing door-close handle is pulled. Pulling
gear actuating cylinders. The door the emergency gear door-close han-
close lock switches are actuated to dle releases pressurized nitrogen
shut off hydraulic pressure to the from the nitrogen storage bottle to
door actuating cylinders. When the close the fuselage main landing gear
door close locks open, the red warn- doors. The red warning light will
ing light will illuminate. As each extinguish when the doors close.
gear downlock switch is actuated, Position and
the respective green light is illumi-
nated. The red warning light will Warning Indication
extinguish when the gear doors are The landing gear position and warn-
closed and locked. Landing gear ing system is installed in the airplane
transit time from full up to full down to provide visual and audible signals
is approximately 5 ±2 seconds. to the crew that indicate the position
Emergency of the landing gear. The ground
safety system is installed to control
The emergency landing gear-down operation of certain systems as
system provides an alternate method related to ground or air operation.
for extending the landing gear
should the normal system malfunc-
tion. The system consists of an

September 2001
Table of Contents
CAE SimuFlite
Visual Position Indicating Indication

and Warning Each green safe light corresponds to
The landing gear visual position an individual landing gear assembly
indicating system is comprised of and is illuminated when that respec-
three downlock switches, three tive landing gear assembly is in the
uplock switches, two door close lock down-and-locked position (Figure
switches and the landing gear con- 5I-13). The red unsafe light illumi-
trol unit. nates to indicate that the landing
RK-1 thru RK-109 except gear is in an unsafe position and/or
RK-98 the main landing gear doors are not
up-and-locked. If one or more of the
Three green safe lights and one red three landing gear assemblies fails to
unsafe (UNLOCKED) light are move to the fully down-and-locked
located on the landing gear control
unit to visually indicate landing gear position, and one or more of the
position. The landing gear control landing gear uplock or door close
unit is located in the lower RH cor- lock switches is not in the uplock or
ner of the pilot's instrument panel close lock position, 28V DC from
(Figure 5I-11). the LH load bus (normal) or emer-
gency load bus (emergency) will
RK-98 and RK-110 and After illuminate the red unsafe light, indi-
On airplanes RK-98 and RK-110 cating an unsafe condition. Each of
and after, the landing gear control the position indicator lights contains
unit is located in the lower LH cor- a self-test switch to verify illumina-
ner of the copilot's instrument panel tion of the internal lamp from the
(Figure 5I-12). The three green cockpit.
indicator lights are located adjacent
to the landing gear handle and the
red warning light is located in the
knob of the landing gear handle.
5I-12
5I-11

September 2001
Table of Contents
Landing Gear
Landing Gear Position Indications
UNLOCKED UNLOCKED
LDG GR
UP UP
DOWN AND LOCKED NOSE NOSE UP AND LOCKED
INBOARD MAIN DOORS CLOSED
DOORS CLOSED
AND LOCKED LH RH LH RH
DN DN
UNLOCKED UNLOCKED
LDG GR
UP UP
NOSE NOSE ONE OR MORE GEARS
NOSE GEAR NOT UP AND LOCKED
NOT DOWN OR INBOARD MAIN
AND LOCKED LH RH LH RH DOORS NOT CLOSED
DN AND LOCKED
DN
AIRPLANE RK-1 THRU RK-109 EXCEPT RK-98
LDG GR
LDG GR
UP
UP
DN
DOWN AND LOCKED DN
INBOARD MAIN
DOORS CLOSED DOWN UP AND LOCKED
LOCK DOWN
AND LOCKED GEAR NOSE
REL GEAR NOSE LOCK DOORS CLOSED
DOWN L R WARN GEAR REL GEAR
DOWN L R WARN
SILENCE
SILENCE
LDG GR LDG GR
UP UP
NOSE GEAR DN DN
NOT DOWN ONE OR MORE GEARS
AND LOCKED NOT UP AND LOCKED
DOWN DOWN OR INBOARD MAIN
GEAR NOSE LOCK GEAR GEAR NOSE LOCK GEAR DOORS NOT CLOSED
DOWN REL DOWN REL AND LOCKED
L R WARN L R WARN
SILENCE SILENCE
B4TM-LG006I
AIRPLANE RK-98, RK-110 AND AFTER

5I-13

September 2001
Table of Contents
CAE SimuFlite
Audible Position Warning both thrust levers are retarded below

60% N2 speed. When the horn cutout
A landing gear warning signal to the
avionics interface signals the avion- switch is pressed, the LH and RH
ics audio system to generate an audi- horn cutout relays are energized and
ble warning tone, alerting the crew to the warning tone is deactivated. The
an abnormal dangerous situation horn cutout relays are reset as the
involving the position of the landing thrust levers are advanced, but will
gear. The audible position-indicat- sound the warning tone again if the
ing-and-warning system includes the thrust levers are retarded below 60%
NOTE: The landing gear warning avionics audio system, two horn cut- N2 speed. When the LAND SEL
tone cannot be deactivated by the out switches, a flap follow-up switch switch (Figure 5I-15) is set to
cutout switches if the flaps are unit, two thrust lever switches, a horn FLAP 10° and the flaps are extended
extended to, or beyond, 10 degrees test switch and the associated relays. to 10 degrees, the warning tone will
and the landing gear is not in the The horn cutout switches are sound. When the LAND SEL switch
down-and-locked position. installed in each control wheel (Fig- is set to FLAP 30° and the flaps are
ure 5I-14) and, on airplanes RK-98 extended to 20 degrees, the warning
and RK-110 and after, there is a tone will sound regardless of the
GEAR WARNING SILENCE button thrust lever switch positions.
on the copilot’s left subpanel. When
pressed, they silence the warning
Ground Safety System
tone by energizing the horn cutout The ground safety system is installed
relays. A horn test switch located on on the airplane to allow safe opera-
the overhead switch panel will sound tion of several airplane systems as
the landing gear warning tone any necessary for either ground or air
time it is placed in the LG HORN operation. Control is accomplished
position. The avionics audio system through the LH and RH landing gear
receives a 28V DC input through the safety switches (Figure 5I-16),
avionics interface from the LH load which influence the ground safety
bus during normal operation and test- system by connecting or removing
ing. It receives 28V DC from the an electrical ground from the coils of
emergency load bus whenever pri- the ground safety relays. The ground
mary power is lost from the LH load safety relays enable or disable their
bus. The warning tone will sound respective systems according to the
any time the landing gear is not in the position of the safety switches.
down-and-locked position and one or
5I-15 5I-16
5I-14

September 2001
Table of Contents
Landing Gear

September 2001
BRAKE FLUID
5I-22
RESERVOIR
COPILOT'S
PILOT'S PILOT'S COPILOT'S RUDDER
RUDDER MASTER MASTER PEDALS
PEDALS CYLINDERS CYLINDERS
1 2 3 4
ACCUMULATOR NITROGEN
Brake System
BOTTLE
CAE SimuFlite
1500 / 1650 PSI

Table of Contents
HYDRAULIC
PACKAGE 900 PSI EMERGENCY BRAKE
± 50 CONTROL VALVE
MIXING VALVES POWER BRAKE
1500 VALVE
PSI VENT
CONTROL
VALVE
PARKING BRAKE
HANDLE
LEGEND
RETURN
EMERGENCY
PARKING VALVES BRAKE
NITROGEN 1500 LEVER
NITROGEN VENT
HYD PRESSURE 900 LEFT WHEEL SPEED RIGHT WHEEL SPEED

TRANSDUCER TRANSDUCER
HYD PRESSURE 1500
LH MLG RH MLG
CONTROL PRESSURE BRAKE BRAKE

ASSEMBLY ASSEMBLY
BRAKING PRESSURE
ANTISKID
FAIL
CONTROL BOX
ANNUNCIATOR
PANEL
ANTI SKID
ON
OFF
TEST
B4TM-LG007I ANTI SKID SWITCH
September 2001
Beechjet 400A
Table of Contents
Landing Gear
Power Brake Control Valves

(WITH HYDRAULIC POWER)
MANUAL MODE
LEFT BRAKE
MASTER RIGHT BRAKE
CYLINDER MASTER CYLINDER
LEFT MLG
RIGHT MLG BRAKE
BRAKE
ASSEMBLY
ASSEMBLY
SHUTTLE VALVE
BRAKE METERING
VALVE
SIGNAL
FROM
ANTISKID
RESTRICTOR
CONTROL
BOX
HYDRAULIC SERVO
CONTROL VALVE
RETURN
PRESSURE
ACCUMULATOR HYDRAULIC
PACKAGE
LEGEND
MASTER CYLINDER PRESSURE

ALL OTHER CIRCUITS DEPRESSURIZED
FILTER
B4TM-LG010i.ai

September 2001
Table of Contents
CAE SimuFlite
Power Brake Control Valves

(WITHOUT HYDRAULIC POWER)
POWER MODE
LEFT BRAKE
MASTER RIGHT BRAKE
CYLINDER MASTER CYLINDER
LEFT MLG
RIGHT MLG BRAKE
BRAKE
ASSEMBLY
ASSEMBLY
SHUTTLE VALVE
BRAKE METERING
VALVE
SIGNAL
FROM
ANTISKID
RESTRICTOR CONTROL
BOX
HYDRAULIC SERVO
CONTROL VALVE
RETURN
PRESSURE
ACCUMULATOR HYDRAULIC
PACKAGE
LEGEND
MASTER CYLINDER PRESSURE
SYSTEM PRESSURE
BRAKE PRESSURE
MODULATED ANTISKID CONTROL PRESSURE
RETURN PRESSURE
FILTER
B4TM-LG011i.ai

September 2001
Table of Contents
Landing Gear
Main Gear Wheels Main Gear Brakes Wheels and

The main landing gear wheels (Fig- (RK-1 Thru RK-23
ure 5I-17) are divided into halves to
facilitate tire removal and installa-
Without Beech Kit Brakes
tion. An O-ring provides an air seal No. 128-8001-1
at the mating surfaces of the wheel Installed)
halves. A valve assembly is installed
on the wheel assembly to inflate and The brake assembly is a tri-metallic
deflate the tire. Fusible plugs are brake. The assembly consists of a
installed in the inboard wheel half housing, a torque tube, a pressure
and melt to release tire pressure plate, three rotating disks, two sta-
should the wheel overheat. The tionary disks, and a backing plate.
wheel assembly is installed on the The housing contains six pistons.
axle and rotates on tapered roller The pressure plate and the rotating
bearings. and stationary disks are situated on
the torque tube between the housing
Main Gear Tires and backing plate subassemblies.
The inside of the pressure plate and
The airplane utilizes two 24 x 7.7,
stationary disks have keyslots that
tubeless, ribbed-tread tires with a engage the keys on the torque tube
speed rating of 210 mph. The design
and prevent them from rotating.
and construction of the tire should
Drive tangs on the outside of the
provide maximum performance and
rotating disks engage drive slots in
service life. the main wheel to transmit the brak-
Nose Gear Wheel ing force to the main wheel.
The nose gear wheel is divided into During operation, hydraulic pressure
halves to facilitate tire removal and is applied to six pistons to clamp the
installation. An O-ring is installed in rotating and stationary disks
the groove on one wheel half to pro- between the pressure plate and the
vide an air seal at the mating sur- backing plates. When hydraulic
faces of the wheel halves. One wheel pressure is released, the pistons and
half has an inflation valve installed the pressure plate are retracted by
for inflating and deflating the tire. the spring capsule to the normal
position.
Nose Gear Tire
The airplane utilizes an 18 x 4.4,
tubeless, ribbed-tread tire with a
speed rating of 210 mph with chines.
5I-17

September 2001
Table of Contents
CAE SimuFlite
Main Gear Brakes the pressure plate to engage the keys

on the torque tube subassembly to
(RK-1 Thru RK-23 prevent the plate from rotating.
With Beech Kit No. The wear indicator pin is secured to
128-8001-1 the pressure plate and permits a fast,
Installed; RK-24 and visual check of wear in the disk
stack. When the end of the wear
After) indicator pin is aligned with the
Each brake has a brake housing sub- brake housing subassembly flange
assembly, a backplate and torque (with the brake applied), the brake
tube subassembly and a steel disk assembly should be removed for
stack. The steel disk stack is maintenance and the wear pads must
installed on the torque tube subas- be replaced.
sembly. The brake housing assembly has five
The backplate and torque tube sub- cylinder sleeve cavities connected
assembly consists of 12 steel wear by fluid passages. The fluid passages
pads riveted to the backplate portion also connect a bleeder port, two inlet
of the subassembly. The backplate ports and two emergency inlet ports.
and torque tube assembly is made Two inlet and emergency inlet ports
from a steel forging and has 12 are provided so the brake can be
machined torque tube keys on the used for either right- or left-hand
outside diameter of the barrel sec- installation on the airplane. A
tion. bleeder valve and screw are installed
in the bleeder port. A shuttle valve is
The steel disk stack has a pressure installed in the inlet port and is con-
plate, five rotating disks, and four nected to the airplane hydraulic sys-
stationary disk subassemblies, in tem. The unused inlet and
addition to the brake pads on the emergency inlet ports are sealed
backplate and torque tube subassem- with plugs.
bly. The pressure plate subassembly Cylinder sleeves are installed in the
consists of 12 steel wear pads riveted cylinder cavities of the brake hous-
to a steel pressure plate. The pres- ing subassembly. A piston is
sure plate has a slot for the installa- installed in each cylinder sleeve. A
tion of a wear indicator pin. Twelve self-adjusting return mechanism is
slots are machined on the inside contained in each piston. The return
mechanism consists of a swage tube
diameter of the pressure plate to subassembly, a spring and spring
engage the keys on the torque tube holder, a return pin and return pin
subassembly to prevent the plate retainer. The self-adjusting return
from rotating. Each rotating disk mechanism releases the brake and
consists of a steel backplate with a adjusts for brake wear.
friction mix lining fused to each During operation, when hydraulic
side. Seven slots are machined in the pressure is applied, fluid enters the
outside diameter of the steel backing housing inlet port and goes through
plate to engage the disk drive keys the fluid passages and into the cylin-
on the wheel assembly and transmit der sleeve cavities in the brake hous-
the braking force to the wheel. Each ing subassembly. This fluid pushes
the five pistons against the pressure
stationary disk subassembly has 24
plate. The movement of the pressure
steel wear pads (12 on each side) riv- plate compresses the disk stack
eted to a steel disk. Twelve slots are against the end plate disk subassem-
machined on the inside diameter of bly and causes friction between the

September 2001
Table of Contents
Landing Gear
mating surfaces of the disks. This exception of the emergency brake
friction decreases the speed of the system, is initiated by the master cyl-
rotating disks which engage the inders. Displacement of each master
wheel keys and transmit the braking cylinder piston transfers hydraulic
force to the wheel. During the brak- pressure to the power brake anti-skid
ing process, kinetic energy is control valve via the mixing valves.
changed into heat in the disk stack. The mixing valves provide a means
When the pistons push the pressure of interconnecting the four master
plate against the disk stack, the wear cylinders in parallel to permit actua-
indicator pin, attached to the pres- tion of the brakes from either the
sure plate, is pulled through the pilot's or copilot's rudder pedals.
brake housing subassembly. As the Hydraulic fluid is provided to the
disk stack wears, the distance from master cylinders from a pressurized
the top of the wear indicator pin to hydraulic reservoir installed on the
the brake housing subassembly forward side of the forward pressure
flange decreases. bulkhead (Figure 5I-18). The
power brake anti-skid control valve
The self-adjusting return mechanism is used to release and apply hydrau-
in each piston automatically adjusts lic pressure to the main gear brake
for brake wear to maintain a constant assemblies. The control valve's three
operating clearance. As the brake modes of operation include manual,
wears, the movement of the piston power and anti-skid.
toward the pressure plate causes the
self-adjusting swage tube to be Manual Mode
pushed over the adjuster swage. The When 1,500 PSI hydraulic pressure
adjuster swage is held in place by the is not available to the power brake
return pin, return pin retainer and a anti-skid control valve, hydraulic
self-locking nut. Because the self- pressure from the master cylinders
locking swage tube continues to will hold the shuttle valves in the
slide over the adjuster swage, the control valve open, thereby allowing
built-in clearance remains the same hydraulic fluid pressure from the
through the life of the disk stack. master cylinders to actuate the brake
Hydraulic Brake assemblies. The power brake anti-
skid control valve acts only as
System plumbing and the anti-skid system is
The main landing gear wheels are nonfunctional in the manual mode.
equipped with disc brakes installed
on the main landing gear axles.
Wheel braking action, with the
5I-18 5I-19

September 2001
Table of Contents
CAE SimuFlite
Power Brake Mode tion of wheel skidding. The anti-skid

control system consists of the power
When 1,500 PSI of hydraulic pres- brake system components, an anti-
sure is available to the power brake skid control box and both the LH
anti-skid control valve (Figure 5I- and RH wheel speed transducers.
19), the internal shuttle valves are
The system also utilizes a hydraulic
moved to the closed position and the servo control valve, which is
control valve functions in the power installed on the power brake anti-
mode. With the shuttle valves in the skid control valve. The power brake
closed position, master cylinder anti-skid control box is located in the
hydraulic pressure is no longer aft compartment and the wheel
applied to the brake assemblies, but speed transducers are mounted
to the metering valves inside the con- inside the hubcaps of their respective
trol valve. The metering valves apply main landing gear wheel assemblies.
the hydraulic system pressure to the
brake assemblies at a 2:1 ratio, as Wheel Speed Transducers
compared to hydraulic pressure from The wheel speed transducers convert
the master cylinders. A brake accu- wheel rotation speed into a fre-
mulator, installed just aft of the LH quency used for reference by the
main landing gear wheel well, pro- anti-skid control box. The shaft of
vides a fluid reserve to stabilize each wheel speed transducer is con-
hydraulic pressure during pressure nected directly to its respective
fluctuations of the hydraulic system. wheel hubcap. The transducers uti-
The accumulator is also equipped lize self-contained bearings and are
with an accumulator charging valve termed variable reactance alterna-
and pressure gage (Figure 5I-20). tors, with each containing 36 poles
Accumulator pressure must be main- on the rotor and matching poles on
tained at 900 ±50 PSIG. Refer to the the stator. Excitation is provided by
Maintenance Manual for proper ser- a coaxial coil in the rotor circuit,
vicing procedures. The power brake which operates on direct current
system will operate with or without from the anti-skid control box.
anti-skid control.
Anti-Skid Servo Loop
Anti-Skid Power Brake The anti-skid control box contains
Mode the circuits necessary to interpret
An anti-skid control system is signals from the LH and RH trans-
installed on the airplane to electroni- ducers. Transducer sine wave signals
cally monitor and control the power are converted to a DC analog voltage
brake system, thereby providing inside the control box, then are suc-
maximum braking efficiency on all cessively modified by the compara-
runway surfaces through the preven- tor, compensator and amplifier
circuits for provision to the valve
5I-20

September 2001
Table of Contents
Landing Gear
driver. The valve driver circuit reads control valve and reduces brake
the input voltage and sends a propor- pressure on each side of the brake
tional current output to drive the system simultaneously. The left and
hydraulic servo control valve. The right brake pressures are reduced
hydraulic servo control valve driver proportionally to maintain any dif-
is designed to eliminate the effects ferential braking inputs that the crew
of servo coil resistance change due may be using.
to temperature variation and will The anti-skid control box contains
prevent the valve command current both a touch-down-protection and
from changing. The hydraulic servo valve-dump-detection circuit. The
control valve converts the valve valve-dump-detection circuit moni-
driver current input into brake pres- tors the anti-skid control valve com-
sure by modulation of the power mand signals. If a valve-dump
brake anti-skid control valve. release command is received for an
Anti-Skid System Operation extended period of time, the valve-
The anti-skid system is powered dump-detection circuit signals the
through the switch placarded ANTI- anti-skid control box to illuminate
SKID, ON-OFF-TEST on the center the amber ANTI-SKID FAIL annun-
pedestal (Figure 5I-21). When the ciator (Figure 5I-22). The touch-
ANTI-SKID switch is in the OFF down-protection circuit prevents the
position, the brake system functions application of brake pressure by the
in either the “manual” or “power” crew until the wheels are on the
mode, as determined by the avail- ground. The positions of two ground
ability of 1,500 PSI of hydraulic safety relays are monitored by the
pressure to the power brake anti-skid anti-skid control box to operate the
control valve. When the ANTI- touch-down protection circuit.
SKID switch is placed in the ON The test terminal on the anti-skid
position, 28V DC from the LH load control box receives 28V DC from
bus is applied to the anti-skid control the RH load bus to power the anti-
box. The momentary TEST position skid warning system. If a fault is
initiates a functional test of the anti- sensed by the anti-skid control box,
skid system. it sends a signal to the warning
Signals from each wheel speed annunciator panel to illuminate the
transducer are inputted to the anti- amber ANTI-SKID FAIL annuncia-
skid control box where control cal- tor, providing the landing gear is
culations are performed. Should a down and locked. When the landing
transducer signal indicate a skid con- gear is retracted, the nose landing
dition, the anti-skid control box pro- gear downlock and uplock switches
vides a signal to the hydraulic servo close their contacts and energize the
gear uplock relay with 28V DC from
5I-22
5I-21

September 2001
Table of Contents
CAE SimuFlite
the LH load bus. Illumination of the on the brakes after the toe brakes
amber ANTI-SKID FAIL annuncia- have been released. The parking
tor is thereby prevented by the nose brakes are released by pushing the
gear uplock relay any time the land- handle in. If the engines are not run-
ing gear is retracted during flight. ning, the parking brake may be set
A loss of electrical power to either by pulling out the parking brake han-
the anti-skid control valve or control dle and depressing the toe brakes
box will disable anti-skid control. two or three times.
The system will continue operation
in the power mode without anti-skid
Emergency Brake
control, providing 1,500 PSI of System
hydraulic pressure is still available. The brake assemblies on the main
If 1,500 PSI of hydraulic pressure is gear wheels are designed to operate
not available, the brake system on pneumatic pressure for emer-
reverts to the manual mode. The gency braking. The emergency
anti-skid system will not operate (pneumatic) braking system is pro-
unless the brake system is in the vided for use should the hydraulic
power mode. brake system malfunction. Emer-
gency braking is controlled by a
Parking Brake hand-operated valve that directs
Two parking brake valves are equal pneumatic pressure to each
installed adjacent to the power brake brake assembly when actuated.
anti-skid control valve. The parking The emergency brake control han-
brake valves (Figure 5I-23) are dle is located on the RH side of the
considered part of the normal brake pedestal under the copilot's instru-
system and employ controllable ment panel (Figure 5I-25) and con-
check valves that prevent the return nects to the emergency brake valve
of fluid after the parking brake has located just aft of the forward pres-
been set. sure bulkhead below the copilot's
The parking brake is manually set floorboards. When the handle is
from the cockpit by depressing the pulled, high pressure nitrogen is
toe brakes and pulling the parking released from the nitrogen storage
brake handle under the pilot's instru- bottle and applied to the shuttle
ment panel (Figure 5I-24). When valves in the main gear brake assem-
the parking brake valves are actu- blies. The brakes will pneumatically
ated, they hold the brakes locked by actuate as the high pressure nitrogen
maintaining hydraulic fluid pressure is applied to the shuttle valves.
5I-24
5I-25
5I-23

September 2001
Table of Contents
Landing Gear
Nose wheel junction with the shimmy damper

(Figure 5I-26), reduces vibration Steering
Steering feedback to the rudder pedals.
The nose wheel steering system is With the nose gear retracted, steer-
mechanically actuated to caster the ing linkage is disconnected from the
nose wheel. With the nose gear rudder pedals, steering is disabled,
extended, a mechanical linkage is and the nose gear is mechanically
completed to transmit rudder pedal centered.
movement to the lower portion of
the strut for steering up to 25 degrees A steering disconnect pin in the scis-
either side of center. Use of differen- sors link must be removed to permit
tial power and brake will allow cast- free deflection of the nose wheel and
ering to 45 degrees in either prevent damage to the strut during
direction. A steering damper, in con- towing (Figure 5I-27).
5I-26 5I-27

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Landing Gear
Servicing When inflating the tires, inspect

them for cuts, cracks, breaks, and Preflight and
Brake System tread wear. The pressure of a ser-
Accumulator Servicing viceable tire that is fully inflated Procedures
should not drop more than 4 percent
Servicing the brake system accumu- over a 24-hour period. Check the
lator consists of maintaining a tires daily for proper inflation on air-
charge of 900 ±50 PSIG in the accu- planes performing more than one
mulator. The accumulator is located NOTE: An ambient temperature
on the LH side of the fuselage aft of flight a day. Tire pressure should be
the wing. The access panel covering checked only when the tires are cool; change of 10°F results in a pressure
the accumulator has a window in it consequently, wait at least two hours change of approximately 2 PSIG.
to allow observation of the accumu- (three hours in hot weather) after a Refer to Aircraft Maintenance man-
lator pressure gage while the panel is flight before checking tire pressure. ual for a temperature compensation
installed on the airplane. Nose Gear Tire Inflation graph.
Emergency Brake and Pressure

Main Gear Door-Close Inflate the nose gear tires to 120 ±5
Nitrogen Bottle Servicing PSIG at 70°F ambient temperature
with no loading. CAUTION: Use only nitrogen for
Servicing the emergency brake and tire inflation.
main gear door-close nitrogen bottle Main Gear Tire Inflation
consists of maintaining the nitrogen Pressure
pressure in the bottle at 1,350 to Inflate the main gear tires to 125 ±5
1,650 PSIG (1,350 to 1,500 PSIG on PSIG at 70°F ambient temperature
RK-1 thru RK-99). Check the bottle with no loading.
pressure by observing the pressure NOTE: Service with the engines off
and external hydraulic power off.
gage on the RH side panel of the Strut Inflation
cockpit. If the gage indicates less Inflate the landing gear struts with
than 1,350 PSI of pressure, add com- nitrogen only.
pressed nitrogen to the bottle.
Examine the strut for oil leakage.
Tire Servicing CAUTION: Tires that have picked
Check the strut pressure with an
appropriate pressure gage. Strut up a fuel or oil film should be
Maintaining the proper tire inflation washed down as soon as possible
will help minimize tread wear and extension should correspond with
the pressure reading shown in Table with a detergent solution to prevent
avoid damage from landing shock or contamination of the rubber.
contact with sharp stones and ruts. 5I-A. If necessary, inflate with nitro-
gen until the pressure/extension is
9
9
8 8
START EXTENSION (INCH)
7 7
START EXTENSION (INCH)
6 6
5
5
4
4
3
3
2
2 1
1 0
0 100 200 300 400 500 600 700 800 900
0
0 100 200 300 400 500 600 700 800 PRESSURE (PSIG±3%)
PRESSURE (PSIG±3%)
B4TM-LG009i
B4TM-LG008i
RK-1 THRU RK-23

RK-1 THRU RK-23 WITHOUT BEECH
WITHOUT BEECH KIT NO. 128-8001-1,
KIT NO. 128-8001-1 RK-24 AND AFTER
Table 5I-A; Main Landing Gear Shock Strut Inflation Chart

September 2001
Table of Contents
CAE SimuFlite
NOTE: Landing distance will

within limits. Shut off the charging Power Brake Failure
supply, disconnect the charging
increase approximately 50%. equipment, and refit the charging If a power brake failure is experi-
valve cap. enced, break the safety wire and
remove the guard clip on the emer-
Preflight Inspection gency brake handle. Gradually apply
the emergency brakes until the air-
During the external preflight inspec-
tion, check the nose and main gear plane comes to a stop.
tires for wear, damage, and inflation. Landing Gear Handle
Unacceptable tire damage visible on
a mounted tire includes:
Lock
Q crown area bulges If the landing gear handle should
Q
open tread joint lock, check that the LDG GEAR cir-
Q sidewall creasing or buckling
cuit breaker, on the aft circuit
breaker panel, is in. On the landing
Q
tread groove base splitting
Q scuffing that exposes casing or
gear control handle, push and hold
the DOWNLOCK RELEASE button
cords.
and select landing gear up.
Abnormal and Alternate Gear Extension
Emergency To extend the landing gear using the
Procedures alternate gear extension procedure,
Procedures involving the landing first select the landing gear down
gear and brake systems include: and then pull the LDG GEAR circuit
Q main landing gear ground safety breaker located on the aft circuit
switch failure on takeoff breaker panel.
Q power brake failure
With the airspeed at a maximum of
Q landing gear handle lock 150 KIAS, pull the EMER L/G
Q alternate gear extension DOWN handle. One red and three
Q anti-skid system failures. green lights should illuminate. If
necessary, yaw the airplane to
Always refer to the applicable air- achieve gear downlock.
craft flight manual, crew manual, and
CAE SimuFlite Operating Handbook Then, push the EMER L/G DOWN
for checklists concerning these handle in and pull the EMER DOOR
abnormal and emergency procedures. CLOSE handle. When the red
UNLOCKED light has extinguished,
Main Landing Gear push the EMER DOOR CLOSE
Ground Safety Switch handle in.
Failure On Takeoff Anti-Skid System Failures
Failure of one or both landing gear System Failure
NOTE: Refer to the landing graph ground safety switches to transfer
in the Airplane Flight Manual. from the ground to flight mode is If the amber anti-skid annunciator
indicated by illumination of both light illuminates, release the pres-
amber TR ARM annunciators and sure on the brake pedals, turn the
flashing MASTER WARNING anti-skid system off and then cau-
lights when the gear is retracted. If tiously reapply brake pressure.
this occurs, do not raise the thrust
reverser levers. In-flight deploy- If the brakes still do not work, break
ment of one or both thrust reversers the safety wire and remove the guard
could occur. On the aft main panel, clip on the emergency brake handle.
pull the thrust reverser CONT circuit Gradually apply the emergency
breakers and land at the nearest suit- brakes until the airplane comes to a
able airport. stop.

September 2001
The oxygen system provides supplementary oxygen for the crew

and passengers.
Miscellaneous
The Master Warning/Caution system allows the crew to monitor Systems
various aircraft systems’ status and fault conditions.
Information on certain optional equipment is also included in this Chapter 5J
section.
Beechjet 400A Developed for Training Purposes 5J-1

September 2001
Miscellaneous
CAE SimuFlite
5J-2 Developed for Training Purposes Beechjet 400A

September 2001
Miscellaneous
Miscellaneous Systems
Oxygen System Schematic . . . . . . . . . . . . . . . . . . . . 5J-4

Table of
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-5
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-6 Contents
Oxygen System Annunciation . . . . . . . . . . . . . . . . . 5J-7
Oxygen Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-7
Filler Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-7
Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-7
Oxygen Outlet Valve . . . . . . . . . . . . . . . . . . . . . . . . . 5J-8
Overboard Discharge Indicator . . . . . . . . . . . . . . . . . 5J-8
Supply Pressure Regulator . . . . . . . . . . . . . . . . . . . . 5J-8
Flight Crew Oxygen System . . . . . . . . . . . . . . . . . . . . . 5J-8
Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . 5J-9
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . 5J-11
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Master Warning and Caution System . . . . . . . . . . . 5J-13
Master Warning/Caution System . . . . . . . . . . . . . . . . 5J-13
Master Test System . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-15
Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 5J-19

September 2001
Table of Contents
CAE SimuFlite
Oxygen System
OVERBOARD
XY
GEN VEN DISCHARGE
OXYGEN INDICATOR
T
CYLINDER
RE
HI G
H
PRESS
U
FWD
PRESSURE FILLER
BULKHEAD VALVE
OXYGEN
PRESSURE
GAGE
1000
500 1500
0 2000
PSI
OXYGEN
BAROMETRIC SYS READY

SUPPLY PRESSURE
MADE IN USA
20
PRESSURE PASS
OXYGEN
SYS
READY PULL-ON
SWITCH CONTROL KNOB
PUSH/PULL PUSH/PULL
ON/OFF ON/OFF
PASS OXYGEN
PULL-ON
CONTROL KNOB
CREW OXYGEN
RECEPTACLE
OXYGEN MASK
MIC RECEPTACLE
CREW MASK AND PASS OXYGEN

COMMUNICATIONS SHUTOFF VALVE
AND DEMAND (MANUAL AND
REGULATORS SOLENOID
OPERATED)
SHROUD
INDICATOR OXYGEN MASK
PANEL AND CONTAINER
(CONTINUOUS
LEGEND PASS OXY ON FLOW)
CYLINDER
SUPPLY LINE
CREW CONTROL -
INDICATOR
PASSENGER OXYGEN
SUPPLY
MECHANICAL CONNECTION
PASS OXYGEN ON
ELECTRICAL CIRCUIT PRESSURE SWITCH
B4TM-OXY001I
PRESSURE CABIN AREA

September 2001
Table of Contents
Oxygen System outlet ports, oxygen masks, control

cables and necessary plumbing. The Oxygen
The oxygen system consists of a 77- 77-cubic-foot oxygen cylinder-regu-
cubic foot, high-pressure gaseous lator assembly is mounted in the
right electronics bay compartment,
System
cylinder that is located at the bottom
of the right nose electronics bay. while the passenger oxygen shutoff
There are two demand-type oxygen valve is located in the airplane side-
regulators and quick-donning masks wall near the copilot. The supply
for the crew members' supplemental pressure regulator, on the cylinder, is
oxygen, and a continuous-flow gas- capable of delivering up to 300
eous oxygen system for the passen- Liters Per Minute-Normal Tempera-
gers' supplemental oxygen. The ture and Pressure Dry (LPM-NTPD)
crew and passenger systems are sup- regulated oxygen at 70 ±10 PSI with
plied oxygen from the high-pressure cylinder pressure from 200 to 2,000
bottle. PSI. The system shutoff valve is a
part of the pressure regulator assem-
The passenger system masks are
bly. The passenger oxygen shutoff
located in ceiling compartments cov- valve controls oxygen supply to the
ered by doors. The doors will open
passenger masks. Normally closed,
and the masks will drop when the
it may be opened either electrically
passenger system manifold is pres- or manually.
surized.
Table 5J-A shows the average time
The oxygen system provides breath-
of useful consciousness (time from
able oxygen to the flight crew and
loss of cabin pressure until loss of
passengers in the event of a pressur- effective performance) at various
ization system failure and when
cabin altitudes. For oxygen duration
flight altitudes require its use. The
at various altitudes and with various
major system components are the numbers of people on board, refer to
cylinder-regulator assembly, passen-
Table 5J-B (next page).
ger shutoff valve, pressure gages,
Cabin Altitude Average Time of Useful Consciousness
45,000 feet 9 to 15 seconds
40,000 feet 15 to 20 seconds
35,000 feet ½ to 1 minute
30,000 feet 1 to 2 minutes
28,000 feet 2½ to 3 minutes
12,000 – 18,000 feet 30 minutes or more
Table 5J-A; Average Time of Useful Consciousness

September 2001
Table of Contents
CAE SimuFlite
No. of Cabin Altitude (Feet)

Users 10,000 15,000 20,000 25,000 30,000 35,000 40,000
Crew
373 373 292 188 214 292 359
(2)
Pass
207 209 182 136 150 186 211
1
2 143 145 132 107 116 136 150
3 109 111 104 88 94 107 116
4 89 90 86 75 80 89 95
5 74 76 72 65 69 75 80
6 64 65 63 57 61 66 69
7 56 57 56 51 54 58 61
8 50 51 50 47 49 52 55
9 45 46 45 45 45 47 49
NOTE: Based on 100% charge (1,850 PSI) (1,903 usable liters-NTDP) (crew masks
on NORM). Passenger use is based on 3.7 LPM flow rate per mask used. Crew use
is based on altitude schedule for diluter-demand masks.
Table 5J-B; Oxygen Duration
System Operation off valve controls oxygen supply to

the passenger masks. Normally
The oxygen is normally armed prior closed, it may be opened either elec-
to takeoff by pulling out the SYS trically or manually. Electrically, the
READY control knob located on the altitude pressure switch opens the
lower right side of the copilot’s shutoff valve when the cabin pres-
instrument panel (Figure 5J-1). sure altitude exceeds 12,500 ±500
This opens the oxygen pressure reg- feet. Manually, it is opened from the
ulator at the cylinder, then charges cockpit at any cabin altitude by pull-
the lines to the flight crew masks and ing out on the PASS OXYGEN con-
the passenger oxygen shutoff valve. trol knob located adjacent to the
Oxygen is provided immediately to lower right corner of the copilot's
the flight crew upon donning the instrument panel. When the shutoff
masks. The passenger oxygen shut- valve is opened, the masks drop for
5J-1

September 2001
Table of Contents
passenger use. Oxygen is available pressure regulator is mounted to the
to the passenger container control outlet of the oxygen cylinder. The
valve, and when the lanyard pin is pressure regulator is used to start and
pulled, oxygen is available at the stop the flow of oxygen from the
masks. cylinder. It provides high-pressure
oxygen for referencing and provides
Oxygen System Annunciation
low-pressure oxygen (70 ±10 PSIG)
A pressure switch located down- to the flight crew and passenger oxy-
stream of the rear most passenger gen masks.
mask senses when oxygen is being
supplied to the passenger masks and Filler Valve
illuminates a green PASS OXY- Access to the filler valve is gained
GEN ON annunciator (Figure 5J- by opening the right electronics bay
2). Instructions for the use of the compartment door (Figure 5J-4).
passenger masks are located on the When the oxygen supply line is con-
inside of the lid to each oxygen mask nected to the filler valve and supply-
box. ing oxygen, the poppet is open,
Oxygen Cylinder allowing oxygen to flow to the stor-
age cylinder. The poppet reseats to
The oxygen cylinder is mounted in prevent the loss of oxygen when the
the right hand electronics bay com- supply line is removed.
partment (Figure 5J-3). The 77-
cubic-foot cylinder is of composite Pressure Gage
construction and stores oxygen at a The pressure gage is an electrically
maximum pressure of 2,000 PSIG. illuminated, direct-reading pressure
The normal oxygen pressure in the instrument (Figure 5J-5). The gage
cylinder is 1,850 PSIG. The oxygen is located above the SYS READY
5J-2
5J-4
5J-3
5J-5

September 2001
Table of Contents
CAE SimuFlite
push-pull knob. The range markings condition has occurred and the oxy-
CAUTION: Should an overpressure are as follows: gen vents overboard.
condition occur (2,700 to 3,000
Yellow arc – 0 to 200 PSI
PSIG), the cylinder must be Supply Pressure
replaced. Green arc – l,600 to 1,850 PSI Regulator
Red line – 2,000 PSI
A supply pressure regulator is
Oxygen Outlet Valve attached to the cylinder to reduce
high cylinder pressure to a lower
Two identical outlet valves, one for
constant line pressure. The regulator
the pilot (Figure 5J-6) and one for
incorporates a manual shutoff valve,
the copilot (Figure 5J-7), are pro-
ports for a filling line, pressure gage
vided for the crew oxygen system.
line, outlet line and overboard dis-
The valves are located on each side
charge indicator line. The shutoff
of the cockpit. When a mask supply
valve is attached to the supply pres-
line is plugged into the outlet, the
sure regulator. The shutoff valve is
poppet unseats, allowing oxygen to
detented in both the ON and OFF
flow to the mask regulator. When the
positions with a remote control cable
plug is removed, the poppet reseats
operated by the SYS READY con-
and shuts off the oxygen flow.
trol knob in the cockpit.
Overboard Discharge
Indicator
Flight Crew Oxygen
System
The overboard discharge indicator is
located on the right side of the nose Each crew member is provided
(Figure 5J-8) and is mounted flush with an EROS (Scott) or a Puritan
with the airplane skin. A low-pres- Bennet automatic pressure-breath-
sure (60 ±20 PSIG) disc is installed ing, diluter-demand, quick-don-
at the overboard discharge port to ning oxygen mask with integral
prevent dust and contamination from microphones.
entering the oxygen system. The The masks are in cups on the out-
indicator line is connected to the board edge of each seat back (Fig-
high-pressure rupture fitting of the ure 5J-9) for immediate access by
pressure regulator. When the disc is each crewmember in the flight com-
ruptured or missing from the indica- partment.
tor, an oxygen cylinder overpressure
5J-8
5J-6
5J-7
5J-9

September 2001
Table of Contents
To don the mask, remove it from its The Puritan Bennett mask demand
storage cup, inflate the mask harness regulator has three positions:
by squeezing the red lever on the left Q NORM – automatically supplies
side of the regulator, and then don an air-oxygen mixture for cabin
the mask and release the red lever. altitudes between sea level and
When the red lever is released, the 33,000 feet.
oxygen used to inflate the harness is
then vented through the mask to At cabin altitudes between
purge it. The crew masks should 33,000 and 39,000 feet, the mask
always be plugged in during flight so delivers 100% oxygen on
that oxygen will be immediately demand.
available when required.
The EROS mask demand regulator Pressure breathing at altitudes
has three positions: above 39,000 feet, the mask
delivers 100% oxygen at a
Q
NORM – automatically supplies positive pressure relative to
an air-oxygen mixture for cabin altitude in all regulator positions.
altitudes of up to 30,000 feet. Q
100% – Regardless of cabin alti-
At cabin altitudes between 30,000 tudes, the mask delivers 100%
and 35,000 feet, the mask delivers oxygen on demand.
100% (undiluted) oxygen on Q EMER – Regardless of cabin alti-
demand. tude, the mask delivers 100% oxy-
gen at a positive pressure.
NOTE: When stowing the mask,
Pressure breathing at altitudes
follow the instructions placarded in
above 35,000 feet, the mask deliv- Passenger Oxygen the mask cup. Do not tuck the har-
ers 100% oxygen at a positive
pressure relative to altitude in all System ness inside the mask face cone.
regulator positions.
The passenger oxygen system is a
Q 100% – At cabin altitudes below subsystem of the crew oxygen sys-
35,000 feet, the mask delivers tem. The oxygen system automati-
100% oxygen only on demand. cally opens the mask compartment
doors (Figure 5J-10) and presents
At cabin altitudes above 35,000 the masks if the cabin altitude
feet, the mask delivers 100% oxy- exceeds 12,500 ±500 feet. The
gen at a positive pressure. masks may be manually deployed at
Q EMER – Regardless of cabin alti- any altitude by pulling out the PASS
tude, the mask delivers 100% oxy- OXYGEN push-pull knob (Figure
gen at a positive pressure. 5J-11), located beside the SYS
READY knob.
5J-10 5J-11

September 2001
Table of Contents
CAE SimuFlite
There are eleven passenger masks: storage compartment, pulling the

two in the lavatory and one adjacent mask down to don it will pull the
to each of the eight passenger seats; lanyard and, in turn, the pin that
one spare mask is centrally located. opens a valve, allowing a constant
Each passenger mask incorporates a flow of oxygen to the mask. Instruc-
lanyard attached to a pin (Figure 5J- tions for the use of the passenger
12). When the mask falls out of its masks are located on the inside of
each oxygen mask box.
Pin
Lanyard
5J-12

September 2001
Table of Contents
Preflight Check the indication on the pressure

gage before each flight. If the gage Servicing and
During the preflight and initial cock- indicates below 1850 PSIG, recharge
pit inspections, verify that there is an the cylinder to 1,850 PSIG. Procedures
adequate oxygen supply for the To charge the oxygen cylinder,
anticipated flight. When fully
charged, the content indicators 1. Open the right electronic com-
should show 1,850 PSIG. Check partment door.
crew mask operation and ensure that
all passenger service unit doors are 2. Remove the oxygen filler valve
closed. Refer to Tables 5J-A (page cap.
5J-5) and 5J-B (page 5J-6) for oxy- 3. Slowly charge the cylinder with
gen supply duration times. Check
oxygen to 1,850 PSIG.
that the oxygen blowout disc is
present and green. 4. Install the cap back on the filler
valve.
Servicing
5. Close the right electronic com-
The oxygen cylinder is attached to partment door.
the side keel of the nose landing gear
inside the electronic compartment.

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Master Warning/ annunciators will remain illuminated

until the malfunction is corrected. Master
Caution System Refer to the FAA-approved Airplane
A master warning/caution system is
Flight Manual for corrective action
to be initiated. Red MASTER
Warning and
provided to monitor the operating
status of various airplane systems.
WARNING RESET and amber
MASTER CAUTION RESET push-
Caution
This system consists of an annuncia-
tor panel and shroud indicator panel
type switches (Figure 5J-14) are
installed on the glare-shield adjacent System
that utilize lights to provide opera- to the shroud indicator panel directly
tional information and visual indica- above the left and right instrument
tions of fault conditions. The panels. The appropriate switch will
annunciator panel is located on the flash whenever a warning or caution
center instrument panel and has a annunciator illuminates. This flash-
52- annunciator capability (Figure ing light should be extinguished by
5B-13). Illuminated red annuncia- depressing the switch, which will
tors identify warning malfunctions arm the system for any subsequent
which require immediate corrective system failure detection. The annun-
action by the flight crew (Table 5B- ciators are powered from the left and
D). Illuminated amber annunciators right load buses and the emergency
bus through the PLT WARN,
identify caution malfunctions which
COPLT WARN, and EMER LT cir-
require corrective action, but not cuit breakers.
necessarily immediate action (Table
5B-E). Once illuminated, these
5J-14
Nomenclature Reason
CABIN PRESSURE LO Loss of cabin pressure.
CABIN PRESSURE HI Pressure differential exceeds 9.1 PSI.
L/R FIRE DET FAIL Left/right fire detector has failed.
L/R WSHLD OV HT Left/right windshield temperature is high.
H STAB ICE FAIL Horizontal stabilizer deice system failure.
WING OV HT Wing anti-ice temperature is high.
L/R OIL PRESS LO Left/right engine oil pressure is low. 5J-13
L/R FUEL PRESS LO Left/right engine fuel pressure is low.
Table 5J-C; Warning Annunciators (Red)

September 2001
Table of Contents
CAE SimuFlite
Nomenclature Reason
FLAP ASYM Flaps are asymmetric.
L/R FUEL FEED L/R Engine feed tank has less than 11.5 gallons.
L/R F XFR PRESS LO Indicated fuel pressure in transfer lines is low during
transfer operation.
L/R FUEL LEVEL LO Indicated fuel remaining is low.
L/R WG TK OV PRESS Indicated wing tank pressure is high.
L/R F FLTR BYPASS Indicated fuel filter is clogged.
L/R O FLTR BYPASS Indicated oil filter is clogged.
L/R H PMP PRESS LO Left/right hydraulic pump has failed.
L/R ENG EFC OFF Left/right engine EFC is disengaged.
L/R STALL WRN FAIL Left/right stall shaker inoperative.
L/R GEN OFF Indicated generator is inoperative.
L/R BUS FDR FAIL One of three feeders has failed.
BATT CUT OFF Battery relay has released.
EMER BUS FDR FAIL Emer bus feeder has lost power.
INV 1 FAIL Inverter failed.
INV 2 FAIL Inverter failed.
L/R ENG ICE TEMP LO Indicated engine anti-ice temperature is low.
AIR COND FAIL Air conditioning system in emer due to high temp or
pressure.
ICE DETECT FAIL Ice detector has failed.
BL AIR DCT FAIL Hot air leakage from bleed air duct.
DOOR UNLOCK Entrance or aft fuselage door not locked.
DEFOG AIR OV HT Defog air temperature is high.
PITOT HT OFF (1) Pitot heater switches are not on.
(2) Pitot heater system has failed in spite of switches
on.
CABIN AIR OV HT Conditioned air duct over temperature.
HYD LEVEL LO Hydraulic fluid level of reservoir is low.
ANTISKID FAIL Anti-skid system has failed.
RDR BST FAIL Rudder boost is inoperative.
Table 5J-D; Caution Annunciators (Amber)

September 2001
Table of Contents
Shroud Indicator Panels to Table 5B-F and Table 5B-G for

descriptions of the individual annun-
The shroud indicator panels have an
ciator lights.
18- annunciator capability (Figure
5B-15 and 5B-15A). Four different
colored lights are used on the indica-
Master Test System
tor panel: red for warning, amber for A master test rotary switch (Figure
caution, green for advisory, and 5B-16) tests the integrity of nine
white for annunciation of a system primary systems by simulating sys-
condition. Once illuminated, these tem failures. The master test switch
lights will remain illuminated until is located in the TEST group on the
the condition is corrected. The indi- overhead panel. Using this switch to
cator panel lights are tested using the select a system energizes the test
IND LTS switch in the TEST group relay of the selected system to test
on the overhead panel. In the test the system's integrity. The output
condition, power is applied from the signal is sent to the system test GO/
right load bus through the MASTER NO GO sense relay resulting in illu-
TEST circuit breaker. mination of the respective light on
the overhead panel according to the
All annunciator and indicator light condition of the system. See Table
bulbs may be quickly replaced from 5B-H for a list of what systems are
the front by removing the pop out tested and the indications associated
covers, pulling the defective bulb with each test. Power is applied from
straight out and inserting a new bulb. the left load bus through the MAS-
The degree of illumination can be TER TEST circuit breaker.
adjusted for individual preference
using the IND LTS DIM-BRT
switch on the overhead panel. Refer
5J-15 5J-15A
5J-16

September 2001
Table of Contents
CAE SimuFlite
Nomenclature Color Cause

L TR ARM Amber Left thrust reverser is armed.
UNLOCK Amber Left thrust reverser is unlocked.
DEPLOY White Left thrust reverser is deployed.
R TR ARM Amber Right thrust reverser is armed.
UNLOCK Amber Right thrust reverser is unlocked.
DEPLOY White Right thrust reverser is deployed.
LDG L T EXT White Either landing light door is not

closed.
PASS OXY ON Green Oxygen is being supplied to

passenger oxygen masks.
FUEL X FEED ON White Crossfeed valve is fully open.
Table 5J-E; LH Shroud Indicator Panel
Nomenclature Color Cause

AC BUS SHED Amber No. 2 inverter is powered by
emergency bus (BATTERY switch in
EMER position) and AC shed buses
not powered.
--------------
EFC AUX PWR ON White Engine EFCs powered by standby

bus when ENG START SELECT
switch is in L or R position.
SPD BRAKE EXT White Speedbrake is fully extended.
ENG SYNC ON White ENG SYNC switch is placed in FAN

or TURBINE position.
EMER LT NOT ARM Red EMER LT switch is placed in OFF or

TEST/ON position.
ICING Amber Ice detector is sensing ice accretion.
LDG FLAP DELAY White Do not select beyond 10 degrees

flaps.
--------------
Table 5J-F; RH Shroud Annunciator Panel

September 2001
Table of Contents
Switch Annunciator
System Simulating Indications
Position Panel
R GEN GND RH GENERATOR R GEN OFF
FAIL GENERATOR GROUND FAULT
FLAP ASYM FLAP FLAP POSITION FLAP ASYM
ASYMMETRY ASYMMETRY
DETECTOR
L FIRE DET LH FIRE LH ENGINE FIRE LH ENG FIRE FIRE
DETECTION PUSH WARNING
DET SOUNDS
R FIRE DET RH FIRE RH ENGINE FIRE RH ENG FIRE FIRE
DETECTION PUSH WARNING
DET SOUNDS
L STALL LH STALL STALL L STALL WRN AOA
WARNING FAIL INDICATOR
POINTER
MOVES
FROM ZERO
END TO FULL
SCALE,
PILOT
COLUMN
SHAKER IS
ACTUATED
AT.5 AND
AGAIN AT.7
STDY PWR STANDBY INTERRUPTION STBY PWR
POWER OF CHARGING SWITCH
STANDBY ILLUMINATES
BATTERY ON
POWER
R STALL RH STALL STALL R STALL WRN AOA
WARNING FAIL INDICATOR
POINTER
MOVES
FROM ZERO
END TO FULL
SCALE,
PILOT
COLUMN
SHAKER IS
ACTUATED
AT.5 AND
AGAIN AT.7
L GEN GND LH GENERATOR L GEN OFF
FAIL GENERATOR GROUND FAULT
Table 5J-G; Master Test System

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Airshow 400 Cabin Information provided by Airshow is

stored on CD-ROM for output to the Optional
Video Information aircraft monitor.
System AUTO mode is designed to continu- Equipment
ally cycle all of the desired informa-
The Airshow 400 uses an LCD mon- tion available. AUTO mode may be
itor to display a series of maps of interrupted anytime during the cycle
varying resolution to show passen- to select any of the available infor-
gers the aircraft's present position, mation screens.
where the aircraft has been, and esti-
mated time of arrival. Airshow auto- Emergency Locator
matically selects correct maps for
display based on position informa- Transmitter
tion provided by the aircraft's Flight (Optional)
Management System. Present posi-
tion is shown by a white aircraft An Emergency Locator Transmitter
symbol with appropriate heading, (ELT) is provided. The ELT consists
while previous flight path is shown of a transmitter and a battery that
by a series of red squares. provides 9V DC power to the trans-
Individual Airshow functions may mitter. The antenna(s) are located in
be selected by controls on the VIP the dorsal fin. The ELT is controlled
panel. These functions include MAP, by a two-position toggle switch plac-
INFO, LOGO, and AUTO. Data for arded ON/TEST and AUTO located
MAP, INFO, and AUTO modes at the lower right corner of the copi-
comes from the No. 1 flight manage- lot's instrument panel.
ment system. Data for LOGO is The transmitter broadcasts a warble
stored in the unit's memory. A par- tone simultaneously on emergency
ticular mode may be selected by frequencies 121.5 and 243.0 MHz
pressing the AIRSHOW MODE but- when activated. Federal regulations
ton until the desired function dis- authorize an approximately one-sec-
plays on the monitor. MAP mode ond test of this system only between
has a supply of maps stored in the the hour and five minutes after the
computer memory. During flight, the hour. Transmission can be verified
computer automatically selects and by monitoring either the COM 1 or
displays local area maps (USA or COM 2 receiver.
International). High-resolution maps Since the battery pack inspection
of cities and interesting landmarks and replacement schedule is time-
are displayed when the aircraft usage critical, system tests should be
approaches these pre-programmed held to a minimum. Refer to the
locations. Maps of lower resolution Beechjet 400/400A Maintenance
show a 120-degree quadrant of the Manual for complete test and log-
world. Alternately, mileage and rela- ging procedures.
tive location to a fixed point can also
be chosen for display.
INFO mode processes real-time
flight information from the flight
management system. Information
presented includes altitude, outside
air temperature, groundspeed in
miles per hour, and time to destina-
tion.

September 2001
Table of Contents
CAE SimuFlite

September 2001
The pneumatic system distributes bleed air from the engines to

the various pneumatic systems. Bleed air from the engines is used Pneumatic
to operate the engine inlet anti-ice system, air conditioning and
cabin pressurization system, and wing anti-ice system. Bleed air Systems
is also used to inflate the entrance door seal and to pressurize the
hydraulic package.
Chapter 5K
The pressurization and air conditioning systems utilize bleed air
to pressurize and air condition the cabin, and defog the cockpit
windows. During normal operation, most functions are automatic.
The only manual adjustments required are for individual comfort,
such as cabin rate of climb and temperature. Ram air for cabin
ventilation is available when the pressurization system is not in
use.
Beechjet 400A Developed for Training Purposes 5K-1

September 2001
Phneumatics
CAE SimuFlite
5K-2 Developed for Training Purposes Beechjet 400A

September 2001
Phneumatics
Pneumatic Systems
Pneumatic System Schematic. . . . . . . . . . . . . . . . . . 5K-6

Door Seal Valve Schematic . . . . . . . . . . . . . . . . . . . . 5K-6
Table of
Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-7 Contents
Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-7
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-7
Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-8
Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . 5K-8
Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-8
Wing Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-8
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-8
Entrance Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . 5K-8
Cabin Pressurization Control Schematic . . . . . . . . 5K-10
Environmental System Mechanical Schematic . . . 5K-12
Air Distribution Schematic . . . . . . . . . . . . . . . . . . . 5K-14
Environmental Systems . . . . . . . . . . . . . . . . . . . . . . 5K-15
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-15
Cockpit Cold Air Outlets and Water Separators . . . . 5K-15
Defog Select Valves . . . . . . . . . . . . . . . . . . . . . . . . . 5K-15
Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-16
Eyeball Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-16
Cabin Ceiling Outlet . . . . . . . . . . . . . . . . . . . . . . . . . 5K-16
Ventilation Blower System . . . . . . . . . . . . . . . . . . . . . 5K-16
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . 5K-17
Compression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-17
Pressure Regulator and Shutoff Valve. . . . . . . . . . 5K-18
Check Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-18
Emergency Pressure Valve . . . . . . . . . . . . . . . . . . 5K-18
Overpressure Switch . . . . . . . . . . . . . . . . . . . . . . . 5K-18
Over temperature Switch . . . . . . . . . . . . . . . . . . . . 5K-18
Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . 5K-18
Cabin Air Pressure Controller . . . . . . . . . . . . . . . . 5K-19
Pneumatic Relay . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-19
Altitude Pressure Regulator. . . . . . . . . . . . . . . . . . 5K-20
Outflow Safety Valves . . . . . . . . . . . . . . . . . . . . . . 5K-20
Manual Control Valve. . . . . . . . . . . . . . . . . . . . . . . 5K-21

September 2001
Phneumatics
CAE SimuFlite
Dump Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-21

Air Filters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-21
Auxiliary Volume Tank
(Airplanes RK-1 thru RK-35) . . . . . . . . . . . . . . . . . 5K-21
Solenoid Valves . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-21
Cabin Altitude Switches . . . . . . . . . . . . . . . . . . . . 5K-22
Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-22
Ground Operation . . . . . . . . . . . . . . . . . . . . . . . . . 5K-22
Ground Pressure Differential or Takeoff
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-22
In-Flight Operation . . . . . . . . . . . . . . . . . . . . . . . . 5K-23
Positive Pressure Relief Operation . . . . . . . . . . . . 5K-23
Negative Pressure Relief Operation . . . . . . . . . . . 5K-23
Cabin Depressurization Control . . . . . . . . . . . . . . 5K-23
Landing Operation . . . . . . . . . . . . . . . . . . . . . . . . 5K-23
Air Cycle Machine Schematic. . . . . . . . . . . . . . . . . 5K-24
Vapor Cycle Cooling System Schematic . . . . . . . . 5K-25
Water Separator Operation Schematic . . . . . . . . . 5K-26
Air Cycle Cooling and Heating . . . . . . . . . . . . . . . . 5K-27
Air Cycle Cooling and Heating. . . . . . . . . . . . . . . . . . 5K-27
Air Cycle Machine (ACM) . . . . . . . . . . . . . . . . . . . . 5K-27
Temperature Control Valves . . . . . . . . . . . . . . . . . . 5K-27
Ram Air Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-27
Venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-27
Check Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-27
Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-28
Flow Increasing Valve . . . . . . . . . . . . . . . . . . . . . . . 5K-28
System Protection . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-28
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-28
Vapor Cycle Cooling (Effectivity: RK-78,
RK-87 Thru RK-109) . . . . . . . . . . . . . . . . . . . . . . . . 5K-29
Vapor Cycle System (Effectivity: RK-98,
RK-110 and after) . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-33
Auto Load-Shed Module . . . . . . . . . . . . . . . . . . . . . 5K-33
Temperature Control (RK-1 thru RK-109
except RK-98) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-33

September 2001
Phneumatics
Low-Limit Control Valve and Temperature Pneumatic

Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-34
System
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . 5K-34
Temperature Sensor Blower . . . . . . . . . . . . . . . . . 5K-35
Door Seal
Three-Way Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-36
Defog Overheat Temperature Switches. . . . . . . . . 5K-36
Valve
Bleed Air Duct-Fail Temperature Switches . . . . . . 5K-36
Cabin Air Duct High Temperature Switch . . . . . . . 5K-36
Temperature Selectors. . . . . . . . . . . . . . . . . . . . . . 5K-37
Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-37
Temperature-Control Transfer Switches . . . . . . . . 5K-38
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-38
Temperature Control (Effectivity: RK-98,
RK-110 and after) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-39
Temperature Sensing. . . . . . . . . . . . . . . . . . . . . . . 5K-40
Air Cycle Unit Temperature Control . . . . . . . . . . . . 5K-40
Cockpit Temperature Control . . . . . . . . . . . . . . . . . 5K-40
Cabin Temperature Control . . . . . . . . . . . . . . . . . . 5K-41
Cabin Temperature Indicating . . . . . . . . . . . . . . . . 5K-41
Defog-Overheat Temperature Switches. . . . . . . . . 5K-42
Bleed Air Duct-Fail Temperature Switches . . . . . . 5K-42
Cabin Air Duct High-Temperature Switch . . . . . . . 5K-42
Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . 5K-42
Moisture/Air Contaminant Control . . . . . . . . . . . . . . 5K-43
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . 5K-45
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Cabin Decompression . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Over pressurization . . . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Air Conditioning System Overpressure
or Over temperature. . . . . . . . . . . . . . . . . . . . . . . . . 5K-45
Refrigeration Air Conditioning Malfunction. . . . . . . . 5K-46
Bleed Air Duct Failure . . . . . . . . . . . . . . . . . . . . . . . 5K-46
Cabin Air Temperature . . . . . . . . . . . . . . . . . . . . . . . 5K-46
Vacuum Source Failure . . . . . . . . . . . . . . . . . . . . . . 5K-46
Beechjet 400A Developed for Training Purposes 5K-5 5K-6

September 2001
Table of Contents
CAE SimuFlite
Pneumatic System Door Seal Valve
ENG ANTI-ICE
VALVE
SHUTOFF
LEGEND VALVE
UNREGULATED AIR
CABIN
CEILING
15-PSI AIR OUTLET 15 PSI CHECK
EMERGENCY VALVES
PRESSURE
PRESSURIZATION
30-PSI AIR REGULATOR
VALVE
30 PSI
VACUUM PRSOV SHUTOFF
NOTE: IF NOT DUAL VALVE
TEMP AIRCRAFT
ACM
WING CHECK
ANTI-ICE VALVE
SHUTOFF HYDRAULIC
VALVE PACKAGE
15 PSI
PRESSURE RESTRICTOR
TO REGULATOR VALVE
EJECTOR
CHECK
VALVES
ENTRANCE
DOOR SEAL
30 PSI ENG ANTI-ICE

PRSOV VALVE
DOOR SEAL
CABIN VALVE
TEMPERATURE
CONTROL
CABIN RESTRICTOR
PRESSURIZATION VALVE
CHECK
CONTROL SYSTEM
VALVE
HYDRAULIC
PACKAGE
15 PSI
PRESSURE LEGEND
REGULATOR
BLEED AIR SUPPLY
EJECTOR PRESSURE REGULATOR &
ENTRANCE DOOR SEAL VALVE
DOOR SEAL
ENG ANTI-ICE
EJECTOR
VALVE
DISCHARGE
B4TM-PN001i
B4TM-PN002i
DOOR SEAL
VALVE

September 2001
Table of Contents
Pneumatic Systems
Pneumatic System PRESS source switch (Figures 5K-

1 and 5K-1A). Each switch posi- Pneumatics
The pneumatic system extracts hot tion and its effect on bleed-air opera-
engine bleed air and then controls, tion is as follows:
regulates and distributes it. Regu- Q
OFF – No bleed air is supplied.
lated air is supplied to the air condi- Ram air is supplied to the cabin in
tioning, wing anti-ice, hydraulic flight. No temperature control is
reservoir, cabin temperature control, provided.
jet pump and door seal systems. Vac- Q
L ENG – Bleed air is supplied by
uum generated by a jet pump is sup-
plied to the pressurization system. the left engine. The right bleed air
is shut off. Normal temperature
Distribution control is provided.
Q
BOTH NORM – Bleed air is sup-
Engine high compressor discharge plied by both engines. Normal tem-
air is tapped off two extraction pads, perature control is provided.
located at the 5 and 7 o'clock posi- Q BOTH HIGH – Bleed air is sup-
tions on the bypass duct. This gas
generator case air pressure is mani- plied by both engines at a greater
folded and provided for airplane ser- rate than in the BOTH NORM
vices. position by opening the flow-
increasing valve. Normal tempera-
The air is routed from the engines to ture control is provided.
a manifold in such a way that air Q R ENG – Bleed air is supplied by
from each engine feeds all systems
but does not feed into the opposite the right engine. The left bleed air
engine. The use of check valves is shut off. Normal temperature
allows this arrangement, and each control is provided.
system that is fed uses some form of Q EMER – Bleed air is supplied to
pressure or flow regulation. the cabin for emergency pressur-

An ejector-type air pump is mounted ization. No temperature control is
in the wall of the cabin, just forward provided.
of the entrance door. The ejector If contaminated air is suspected from
uses regulated bleed air to produce a one engine, the engine is isolated by
vacuum for the pressurization con- operating the air-conditioning sys-
trol units. The vacuum serves as a tem on the other engine only. Full
reference pressure for the system. cabin pressurization is still available
The vacuum is ported to the vacuum while operating the system on one
regulator in the cabin pressurization engine.
control module.
Should emergency pressurization be
Bleed air to the air cycle machine is selected or automatically actuated by
controlled by a five-position CABIN system failure, hot, unregulated
Airplanes RK-1Thru RK-109 Airplanes RK-109 and After
5K-1 5K-1A

September 2001
Table of Contents
CAE SimuFlite
engine bleed air flows from the wing anti-ice pressure regulator and
cabin ceiling outlet. The air tempera- shutoff valve. The valve is controlled
ture depends on altitude and engine by the anti-ice system, which uses the
RPM, and the cabin temperature air for preventing ice buildup on the
may be reduced by decreasing wing leading edges. Refer to the Ice
thrust. and Rain Protection section of this
manual for a more detailed discus-
Check Valves sion on wing anti-ice.
Check valves are installed in the
Hydraulics
bleed air system input lines to pre-
vent bleed air from one engine enter- Engine bleed air tapped from the
ing the bleed air lines of the other bleed air manifold is used to pressur-
engine. When operating on a single ize the hydraulic system reservoir.
engine, the check valve will prevent This bleed air is regulated to 15 PSI
bleed air from escaping through the and assures a constant head of pres-
inoperative engine. sure on the hydraulic reservoir.
Refer to the Hydraulic Systems sec-
Pressure Regulator tion of this manual for a more
The pressure regulators regulate air detailed discussion on hydraulics.
pressure supplied to the entrance
door inflatable seal, ejector, cockpit Entrance Door Seal
and cabin temperature control sys- This system consists of a pressure
tems, low limit control system and regulator valve, door seal valve,
the hydraulics package. The pressure door seal, and connecting duct.
regulator (Figure 5K-2) is preset to The pressure regulator valve regu-
regulate air pressure to 15 ±1 PSIG. lates the air pressure supplied to the
Adjustment of the pressure regulator door seal, ejector, and air-condition-
is not recommended, since both vol- ing temperature control system. The
ume and pressure are affected by pressure regulator valve is preset to
adjustment. The pressure regulator is regulate air pressure to 15 ±1 PSI.
installed on the bracket in the bleed
air duct assembly. The clearances around the entrance
door, necessary for proper door
Ejector opening and closing, do not allow
The ejector is located forward of the the pressurization system to main-
cabin door. The suction pressure tain the desired cabin altitude, so an
ejector supplies vacuum to the cabin inflatable seal is installed around the
pressurization control system. door frame (Figure 5K-3). The
door seal is inflated and deflated by
Wing Anti-Ice the door seal valve. The door seal
Engine bleed air is tapped from the valve receives regulated air pressure
bleed-air manifold and routed to the from the relief valve. The door
5K-2 5K-3

September 2001
Table of Contents
seal valve is a solenoid-operated

type that is controlled by the left
valve is de-energized and allows the
door seal to be pressurized. When
Cabin
main landing gear safety switch and the door is unlocked or the airplane Pressurization
the entrance door No. 1 lock switch. is on the ground, the door seal valve
If the landing gear safety relay No. 4 is energized and stops pressure from
Control
is in the air position and the door going to the seal. Pressure within the
switch is actuated, the door seal seal is dumped into the cabin.

September 2001
Table of Contents
CAE SimuFlite
Cabin Pressurization Control

UPPER MANIFOLD
SOLENOID VALVE VENT TO VENT TO
(S2) ATMOSPHERE CABIN
CONTROLLER
PNEUMATIC RELAY SOLENOID VALVE
AIR FILTER (S1)
~
BIN
CA LT
ASSEMBLY 2 A 0 10 0
3
1
60
0
F 2
4
1CABIN CLIMB
T
IN
PSI
28
26 2
4 40 5
A
0 .5
FT
1
CA
35
X
THDS FT PER MIN
ACF
-FT
10 0
2
7 0 6
0
30 DIFF
3
6
TEST PORT #3 CABIN PRESS
5 4 10 .5
AIR 25
1 4
C O C AB I N R
N T RO L L E 20 15 2
TEST CABIN
PORT #1 PRESSURE CABIN CABIN
CONTROLLER ALTITUDE/DIFFERENTIAL RATE-OF-CLIMB
CABIN PRESSURE INDICATOR INDICATOR
AIR
< RK 35
MAN PRESS CONT
TEST PORT #2
MANUAL
DEC INC PRESSURE
CONTROL VALVE
AUXILIARY
VOLUME TANK FWD MANIFOLD
SOL. VALVE (S3)
TEST VALVE
RIGHT
ALTITUDE LIMIT
REGULATOR
VACUUM
REGULATOR
CABIN CABIN
AIR LEFT AIR
ALTITUDE LIMIT
REGULATOR
VACUUM
CHECK
VALVE 15 PSI
PNEUMATIC
PRESSURE
SOURCE
LEGEND
DIFFERENTIAL
METERING
VALVE CABIN
LEFT JET PUMP PRESSURE
RIGHT OUTFLOW- EJECTOR
OUTFLOW- SAFETY CABIN
SAFETY VALVE VALVE REFERENCE
PRESSURE
ATMOSPHERE REGULATED
VACCUM
CONTROL
REFERENCE PRESSURE
CHAMBER
CABIN 85% SWITCH
STATIC AIR
PRESSURE
B4TM-PN003i
ATMOSPHERE THRUST LEVER
ELECTRICAL

September 2001
Table of Contents
Environmental
System
Mechanical

September 2001
Table of Contents
CAE SimuFlite
Environmental System Mechanical
RK110
VENT CABIN
BLOWER CEILING
ON/OFF OUTLET
BOTH NORM
L ENG BOTH HIGH
LEGEND OFF R ENG

AIR COND
FAIL
PUSH FOR SPKR
EMER
HOT AIR AUDIO OFF AUTO MAN MAN PRESS CONT
CONTROL
COLD HOT
AUTO MAN ON/OFF SPKR
COLD HOT
BL AIR
TEMPERED AIR DEC INC
DCT FAIL
CD AIRSHOW INDIRECT
AUTO ONLY TEMP LIGHTS INDIRECT DEFOG
COLD AIR DVD MODE ON/OFF AIR OV HT
CABIN PRESS & COCKKPIT TEMP CONT
CABIN DUMP TAKE OFF & LAND UNPRESSURIZED CABIN TEMP CONTROL
MIXED AIR
CABIN AIR
RAM AIR OV HT
CONTROL PRESSURE THRUST

LEVER
CONTROL PRESSURE
SUPPLY PRESSURE LEFT GROUND
SAFETY SWITCH
CONTROL PRESSURE
CABIN
SWITCH TEMPERATURE
INDICATOR
CHECK VALVE
0 20
RIGHT ENGINE
SHUTOFF VALVE -20 50 BLEED AIR
°C
CABIN
3-WAY VALVE TEMP
EMERGENCY
TEMP SENSOR PRESSURE VALVE
ORIFICE
MIXING CHAMBER HIGH TEMP

HIGH SWITCH
COCKPIT LIMIT
ELECTRICAL TEMPERATURE PRESS
CONNECTION SENSOR REGULATOR
SENSOR EJECTOR VALVE
SHUTOFF
VALVE
DUCT WATER SEC PRI
SIDE WINDOW TEMP- SEPARATOR MIX MIX FLOW
DEFOG OUTLET ERATURE
CABIN CEILING SUCTION INCREASING VALVE
SENSOR
OUTLET DOOR
BLOWER OVER PRESS

SWITCH
RAM AIR TO WING
SCOOP ANTI-ICE
COLD AIR EYEBALL

OUTLETS OUTLETS
PRESS
REGULATOR
DUCT OVER OVER TEMP SWITCH SHUTOFF
HEAT SENSOR VALVE
LOW LIMIT LOW LIMIT TEMP

CONTROL VALVE ORIFICE
DEFOG SENSOR
SELECT
LEVER CABIN
TEMPERATURE TO ENTRANCE
TEMPERATURE DOOR SEAL
B4TM-PN004i
SENSOR CONTROL VALVES
LEFT ENGINE
BLEED AIR

September 2001
Table of Contents
Pneumatic Systems

September 2001
5K-14
LEGEND
COLD
WARM
0 20
BL AIR TO CEO CONTROL
CONTROL
DCT FAIL CABIN
PRESSURE
TEMPERED
CABIN CONTROL
VERY COLD
DEFOG
ELECTRICAL
TEMPERATURE -20 50
°C (IN COCKPIT)
AIR OV HT
INDICATOR CABIN
TO REFRIG TEMP
COCKPIT CONTROL
CAE SimuFlite
Air Distribution
Table of Contents
AIRCOND TO FAN
CONTROL BUTTON
COCKPIT
CABIN
TM
MIXING
CHAMBER
DUCT HIGH
TEMP
TEMP LIMIT
SENSOR SENSOR CONTROL
VALVES
AC
CABIN
WS
TEMP
COCKPIT SENSOR

TEMP
SENSOR
WS
AC
DUCT TEMP
HIGH
TEMP CONTROL
LIMIT VALVES
SENSOR SENSOR
MIXING
CABIN AIR CHAMBER
OV HT
ANTISKID
FAIL
TM
VACUUM
TO DOOR SEAL
B4TM-PN005i
September 2001
Beechjet 400A
Table of Contents
Pneumatic Systems
Distribution outlets, or a combination of both.

Another manually controlled valve is Environmental
The air distribution lines consist of provided to meter air for the cockpit
cold air ducts and conditioned air
ducts. The air cycle machine (ACM)
ceiling outlet. A thermoswitch in the
defog duct actuates the DEFOG AIR
Systems
supplies cold air. Conditioned air is a OVHT caution light if duct tempera-
result of mixing the cold air from the tures above 200°F are encountered.
ACM with bleed air from the
engines. Emergency pressure air is supplied to
the cabin through the aft cabin ceiling
Conditioned air is fed through check outlet.
valves at the aft pressure bulkhead to
cabin outlets on both sides and to the The ventilation blower is installed in
cockpit system. These bulkhead the cockpit conditioned air duct.
check valves are provided to prevent Fresh air is supplied to the cockpit by
cabin depressurization in the event of the ventilation blower through the
an upstream duct rupture. ram air duct and cockpit conditioned
air duct.
A mode selector and a temperature
selector control the cockpit tempera- Cockpit Cold Air Outlets
ture. The cabin temperature is con- and Water Separators
trolled by a mode selector and two Two water separators combined with
temperature selectors (one selector is cold air outlets supply cold air to the
in the cockpit and the other is in the cockpit. The water separators remove
cabin). excessive moisture in the cold air.
The cabin system consists of floor
and ceiling outlets and a ceiling out- Defog Select Valves
let control valve. This valve is con- Defog select valves are installed in a
trolled with a switch on the copilot's fork in the cockpit floor outlet duct
lower instrument panel. The ceiling and defog ducts. The defog select
outlet valve supplies only cold air to valve is a butterfly valve used to con-
the cabin ceiling outlet. For maxi- trol defog air to the windshield. The
mum cooling in the cabin, the ceiling valves are controlled by defog select
outlet control valve can be opened levers (Figure 5K-4), located on
with a switch on the air- conditioning each side panel. Positioning the LH
control panel to allow cold air to flow lever to DEFOG will discharge con-
from the outlet above the lavatory. ditioned air to the LH windshield.
The cockpit system includes floor Positioning the lever, located on RH
and ceiling outlets and a windshield side panel, to DEFOG will discharge
and side window defog system. A conditioned air to the RH windshield.
manually controlled selector valve is
provided for selection of defog, floor
5K-4

September 2001
Table of Contents
CAE SimuFlite
Ejector Ventilation Blower

An ejector tube is installed in the
emergency pressure air inlet of the
System
cabin ceiling outlet. The ejector dis- The ventilation blower system is
charges high pressure/high tempera- designed to ventilate the cockpit dur-
ture emergency pressure air into the ing takeoff and landing, and is
duct of the cabin ceiling outlet. Com- installed under the floorboard panel
partment air is induced by the ejector at FS 132.87. The ventilation blower
primary flow to increase the mass system allows the environmental
flow from the cabin ceiling outlet. control system to be turned off during
takeoff and landing to improve the
Eyeball Outlets airplane performance.
An eyeball outlet (Figure 5K-5) is The ventilation blower system con-
provided in each of the upper left and sists of the following components:
right sides of the cockpit and at light
Q ventilation blower
locations in the cabin (Figure 5K-
6). Cockpit and cabin eyeball outlets Q ventilation blower switch with
are of the same type. Rotating the operating light

bezel on the outlet controls the vol- Q ventilation blower current sensor
ume of air released. and relays or printed circuit

Cabin Ceiling Outlet boards.
The cabin ceiling outlet is installed The ventilation blower switch on the
on the forward side of the aft pressure lower RH instrument panel operates
bulkhead (Figure 5K-7). Cold air and the ventilation blower. The system
emergency pressure air are supplied operation power is fed from the LH
to the cabin through this outlet. load bus through the VENT
BLOWER circuit breaker. When the
ventilation blower switch is acti-
5K-7
5K-5
5K-6

September 2001
Table of Contents
Pneumatic Systems
vated (lock position), the ventilation enter the ACM and/or the cabin. Two
blower control relay is energized and pressure regulator and shutoff valves
power is applied to the ventilation regulated to 30 PSI control the vol-
blower via the ventilation blower cur- ume of air that enters the ACM. The
rent sensor. To indicate the blower pilot can select either engine or both
operation, the current sensor switch engines to supply bleed air to the
supplies a ground to illuminate the ACM with the CABIN PRESS
ventilation blower operation light. source switch located on the RH
main instrument panel. An emer-
Pressurization gency pressure valve directs uncondi-
System tioned bleed air from both engines to
the cabin through the emergency
This system uses a variable isobaric pressure duct. Changeover to the
controller to drive two outflow safety emergency system is automatic if the
valves through a compensated-type ACM becomes overheated or over- NOTE: The LH and RH pressure
pneumatic relay. Both outflow safety pressurized. regulator and shutoff valves are in
valves modulate the flow of air dis- The CABIN PRESS source switch the open position until an electrical
charging from the cabin during nor- controls the operation of the LH and signal is applied to energize the sole-
mal operation. Either or both valves RH pressure regulator and shutoff
open automatically, as required, to noid and close the valve. The flow-
valves and the emergency pressure increasing valve is in the open posi-
provide positive or negative pressure- valve. The OFF position energizes
relief protection. Both valves are con- tion until an electrical signal is
both pressure regulator and shutoff applied to energize the solenoid and
nected to cabin altitude pressure reg- valves to close and stop bleed air from
ulators that cause the valves to close close the valve. The emergency pres-
entering the ACM. The L ENG posi- sure valve is in the closed position
if the cabin altitude increases to tion opens the LH valve to allow air to
12,500 ±1,500 feet. until an electrical signal is applied to
flow from the LH engine to the ACM; energize the solenoid and open the
Vacuum, used to control the system, the RH valve is closed. The BOTH valve.
is produced from a jet pump operated NORM position opens both valves,
by engine bleed air. Vacuum pro- allowing air to flow from both engines
duced is regulated to increase system to the ACM. If one of the throttle
accuracy and is routed to the pneu- levers is positioned at less than the
matic relay, manual pressure control- 60% N1 position, the flow-increasing
ler, and cabin pressure controller. In valve will be open. Moving both throt-
the vacuum line between the pump tle levers to a position greater than
and these units are the vacuum regu- 60% N1 will allow the flow-increasing
lator, a test valve, a check valve, and valve to close. The BOTH HIGH posi-
a test port. The test valve and test port tion also opens both valves, allowing
are provided for system checkout by air to flow from both engines to the
maintenance. The check valve is to ACM. This position will open the
ensure a one-direction airflow. flow-increasing valve regardless of the
Compression throttle lever positions. The R ENG
position opens the RH valve to allow
Engine bleed air is used to pressurize
air to flow from the RH engine to the
the cabin. The ACM conditions the
ACM; the LH valve is closed. The
bleed air before entering the cabin.
EMER position energizes the emer-
This section describes that portion of
gency pressure valve to open it and
the environmental system that con-
illuminate the AIR COND FAIL
trols the volume of air allowed to
5K-8

September 2001
Table of Contents
CAE SimuFlite
annunciator (Figure 5K-8). Hot prevent reverse airflow between the

engine bleed air from both engines engines.
flows directly into the cabin. Both the
Emergency Pressure Valve
pressure regulator and shutoff valves
are closed, stopping the bleed airflow A solenoid-actuated shutoff valve
to the ACM. controls flow of air through the emer-
gency pressure line. The valve opens
When excessive heat (approximately
to allow airflow through the emer-
400°F or 204°C) actuates the over
gency pressure line when the sole-
temperature switch or excessive air
noid is energized by 28V DC
pressure (approximately 53 PSIG or
electrical power. The solenoid will
3.7 kg/cm2) actuates the overpressure not actuate the valve when the air-
switch, both the pressure regulator plane is on the ground. A combina-
and shutoff valves are closed. Cabin tion of relays automatically opens the
pressurization is transferred to the valve if the ACM overheats or if the
emergency system. The emergency air is over pressurized. The valve
pressure valve opens and hot engine may also be opened using the CABIN
bleed air will flow directly into the PRESS switch.
cabin, illuminating the AIR COND
FAIL annunciator. Cabin pressuriza- Overpressure Switch
tion is held on the emergency system The overpressure switch is located in
after the over temperature switch or the inlet duct of the cooling turbine in
overpressure switch has returned to the ACM. The switch opens when
normal. To return the system to nor- pressure increases to 53 PSIG (3.7
mal operation from emergency, turn kg/cm2) and closes when pressure
the cabin pressure switch to EMER decreases to 45 PSIG (3.2 kg/cm2).
or OFF and then return it to the
desired position: L ENG, BOTH Over temperature Switch
NORM, BOTH HIGH, or R ENG. The over temperature switch is
The return of the system to normal located in the outlet duct of the cool-
operation will be confirmed when the ing turbine in the ACM. The over
AIR COND FAIL annunciator extin- temperature switch is normally open
guishes and the emergency pressure and will close when the temperature
valve closes. increases to 400° ±10°F (204°
NOTE: The emergency pressure Pressure Regulator and ±5.5°C).
valve will not open, either automati- Shutoff Valve Pressurization Control
cally or by placing the cabin pres- The solenoid-actuated pressure regu-
sure switch to EMER, while the The cabin pressurization control sys-
lator and shutoff valves are installed tem controls the cabin air pressure at
airplane is on the ground. on the LH and RH bleed air supply a specified value by throttling dis-
lines. These valves regulate engine charge air from the cabin. The sys-
bleed air pressure to 30 +3/-4 PSIG tem's major components are outflow
(2.1 + 0.21/- 0.28 kg/cm2) when DC safety valves, cabin air pressure con-
electrical power is removed. The troller, manual control valve, pneu-
valves will close and shut off bleed matic relay, altitude pressure
air to the ACM when DC power is regulator, air filters, solenoid valves
applied. The CABIN PRESS source and a dump valve.
switch controls the valves.
The components of the cabin pressur-
Check Valve ization control system are installed
A check valve is installed down- under the floorboards in the cockpit
stream of each air conditioning ven- area of the airplane.
turi to prevent reverse airflow This system uses a variable isobaric
between the engines. Check valves controller to drive two outflow safety
are also installed in the wing anti-ice valves through a compensated-type
system plumbing. These valves also pneumatic relay. Both outflow safety
valves modulate airflow discharge

September 2001
Table of Contents
Pneumatic Systems
from the cabin during normal opera- interconnecting actuator. The cabin
tion. Either or both valves open auto- rate control selector is connected to
matically, as required, to provide the rate control valve position actua-
positive or negative pressure relief tor. When rotated, this actuator con-
protection. Both valves are connected trols the position of the rate control
to cabin altitude pressure regulators valve located in the rate pressure
that automatically override the valve chamber. The rate pressure chamber
if the control system malfunctions. contains a rate spring, rate control
Ground, takeoff and in-flight opera- valve, and check valve. When the
tion of the system is further con- cabin pressure decreases below the
trolled by the ground safety relay, rated pressure, the check valve opens
thrust lever limit switch and three to allow airflow to the cabin pressure
solenoid valves. chamber from the rate pressure
Vacuum is generated by engine bleed chamber. The reference pressure
air passing through pneumatic tubes chamber contains the pressure-meter-
into a vacuum jet pump and regulator ing valve, metering follower spring,
and then into the atmosphere. The and the necessary ports for connec-
vacuum source from the cabin pres- tion to the cabin pressure control sys-
surization control system contains a tem. The solenoid air valve is
check valve, test valve and vacuum mounted to this chamber and will
regulator. The vacuum regulator render inoperative the cabin climb
maintains vacuum at 4.75 inches Hg change rate function when energized.
(12.065 cm) less than the cabin pres- The controller dial face indicates
sure. The cabin door seal prevents cabin altitude setting and the altitude NOTE: Do not continuously oper-
leakage of cabin pressurization at which the airplane will reach a ate this solenoid valve for mainte-
through the cabin door. maximum differential pressure for nance purposes. The duty cycle for
Cabin Air Pressure Controller the selected cabin altitude pressure this solenoid is eight minutes ON
(Figure 5K-9). and twenty minutes OFF.
The cabin air pressure controller is
mounted in the RH main instrument Pneumatic Relay
panel and controls the cabin altitude The pneumatic relay is mounted
and rate of climb. This unit is con- under the floorboards on the left side
nected to the vacuum source, pneu- of the cockpit. The pneumatic relay
matic relay and cabin ambient controls the outflow safety valve
pressure. The select knobs for cabin control chamber pressure to the
altitude and cabin rate-of-climb are desired level. The relay also controls
located on the controller. The body of cabin prepressurization. This control
the controller comprises three cham- is accomplished by signals from the
bers interconnected with air passages. cabin pressure controller and cabin
The three chambers are the cabin pressure to the pneumatic relay. The
pressure chamber, rate pressure pneumatic relay comprises two hous-
chamber, and reference chamber. The ings, two diaphragms, and a cover.
cabin pressure chamber is open to the The lower housing contains a meter-
cabin air pressure. Rotation of the ing valve and three connections. The
cabin altitude selector actuates the upper housing contains a control
absolute bellows by means of an connection with an air passage to the
5K-9

September 2001
Table of Contents
CAE SimuFlite
cover. A second air passage in the outflow safety valve is divided into
upper housing mates with a lower head and base sections. The head sec-
housing air passage to allow airflow tion contains a relay port (port 2)
from the lower housing into the connecting to a pneumatic relay and a
upper housing chamber. The upper differential control diaphragm con-
and lower diaphragms are connected taining an atmospheric connection
together by a common metering port (port 1). The base section
valve shaft. A spring in the cover encloses a poppet outflow valve. This
holds the metering valve in the valve seats on a surface of the base
closed position. section when in the closed position
and is partially retracted into the head
Altitude Pressure Regulator section when in the open position.
The altitude pressure regulator is One side of the differential control
mounted under the floorboards on diaphragm assembly is exposed to
the right side of the cockpit. The alti- reference pressure and the other is
tude pressure regulator consists of an exposed to atmospheric pressure. The
evacuated capsule, a poppet, and a upper valve diaphragm separates the
valve spring. A filtered cabin air control chamber from the cabin pres-
pressure inlet port is located in the sure while the inner diaphragm sepa-
housing. The valve spring holds the rates the cabin pressure from the
poppet on its seat. The capsule is discharged pressure. Reference pres-
positioned to a calibrated setting by sure from the pneumatic relay is
an adjustment screw to open the pop- applied to the control chamber side of
pet at the calibrated absolute air pres- the upper valve diaphragm and cabin
sure. The altitude pressure regulator pressure is applied to the other side of
senses the cabin pressure. When the the diaphragm. This differential pres-
cabin altitude pressure reaches sure controls the opening and closing
12,500 ±1,500 feet (3,810 ±460 m), of the poppet valve. If the pressure
the evacuated capsule opens the pop- differential between the reference
pet valve to bleed cabin pressure pressure and atmospheric pressure
directly into each outflow safety (across the differential control dia-
phragm) reaches 9.1 PSIG (0.64 kg/
valve control chamber. The outflow
safety valves will close to a modulat- cm2) the metering valve, attached to
ing position, thus preventing further the differential control diaphragm,
cabin depressurization. opens and allows the outflow safety
valve to release cabin air pressure.
Outflow Safety Valves When the atmospheric pressure
Two outflow safety valves are exceeds the cabin pressure, resulting
installed on, and control the airflow in loss of cabin air inflow, a negative
through, the forward pressure bulk- pressure differential exists across the
head (Figure 5K-10). The valves inner diaphragm. When the control
are controlled by a low pressure (vac- chamber-to-atmosphere differential
uum) signal from the cabin pressure pressure overcomes the poppet return
controller through the pneumatic spring force, the poppet valve opens
relay. The valves have a maximum to allow atmospheric air flow into the
(positive) differential pressure relief cabin. When the differential pressure
and a negative relief capability. The is approximately equal, the poppet
5K-10

September 2001
Table of Contents
Pneumatic Systems
valve closes. This operation prevents of the pneumatic relay (Figure 5K-
the negative differential pressure 13). Replaceable air filters are also
from exceeding structural limits. installed on the cabin air pressure NOTE: Do not continuously oper-
controller and the S2 solenoid valve. ate the valve for maintenance pur-
Manual Control Valve poses. The duty cycle for this valve
Insect filters are also installed on the
The manual control valve is located forward side of the forward pressure is 8 minutes ON and 20 minutes
in the lower RH instrument panel bulkhead on the vent lines connected OFF.
(Figure 5K-11). It is used to manu-
to the outflow safety valves.
ally control cabin pressure should an
over pressurization occur or in case Auxiliary Volume Tank
of a control system malfunction. It (Airplanes RK-1 thru RK-35)
may also be used to partially depres- This tank provides additional vol-
surize the airplane to clear out smoke ume to the rate pressure chamber of
or fumes, or to prevent pressurization the cabin air pressure controller. The
during takeoff. This valve is con- additional volume provided by this
nected to the vacuum source and out- tank provides greater accuracy of the
flow safety valve lines. The valve cabin rate-of-change control. The
initiates cabin depressurization when tank is connected to the control port
the MAN pressure control knob is of the pneumatic relay assembly. The
turned counterclockwise. This action auxiliary volume tank is located on
applies vacuum to both outflow
safety valve control chambers, caus- the left aft side of the forward pres-
ing the outflow safety valve poppet sure bulkhead.
valves to open, releasing the cabin air Solenoid Valves
pressure into the atmosphere. There are three solenoid valves acti-
Dump Valve vated by the landing gear safety
The dump valve is mounted on the switches and thrust lever micro-
lower RH instrument panel (Figure switches.
5K-12) and provides rapid cabin Solenoid valve S1 in the controller is
depressurization at high altitude in provided to prevent a rapid cabin
case of an emergency. Turning the pressurization increase in proportion
knob counterclockwise opens this to thrust lever advancement. The
valve. The knob is safety-wired in the valve, normally open, closes when
closed position. Opening the valve electrical power is supplied and one
bypasses the associated altitude pres- thrust lever is advanced above 85%
sure regulator to atmosphere, pre- N1 RPM. The solenoid is closed dur-
venting its altitude limiting function. ing prepressurization.
This allows the airplane to be depres-
surized above the limit of the altitude Solenoid valve S2 is provided to
pressure regulator. maintain the controller reference sig-
Air Filters nal to the pneumatic relay at cabin
ambient pressure. This valve, nor-
A replaceable air filter is installed in mally closed, opens when electrical
the line that connects to the filter port power is supplied and one thrust
5K-11
5K-12 5K-13

September 2001
Table of Contents
CAE SimuFlite
lever is retarded below 85% N1 RPM. safety valves to vacuum. Solenoid S1

The solenoid is closed during pre- deactivates the rate control mecha-
pressurization. nism to maintain the existing signal
at the cabin pressure level existing
Solenoid valve S3 is provided to
just prior to thrust lever advancement
apply vacuum to the control chamber beyond the takeoff position.
of both outflow safety valves. This
vacuum maintains the outflow safety Cabin air flows through the air filter
valves in the open position. The into an orifice in the pneumatic relay.
valve, normally closed, opens when The relay output flows through sole-
electrical power is supplied and one noid valve S3 to the vacuum regula-
thrust lever is retarded below 85% N1 tor to create a controlling pressure.
RPM. The solenoid is closed during Rate pressure in the pneumatic relay
prepressurization. is approximately the same as cabin
pressure, due to the opening of sole-
Cabin Altitude Switches noid valve S2. This allows the control
The cabin altitude low switch is chamber of the pneumatic relay and
mounted on the junction panel the cabin chamber of the controller to
located on the cockpit's LH side equalize with the cabin pressure.
panel. This switch senses cabin alti- Therefore, the pressure difference
tude and activates to illuminate the across the upper diaphragm holds the
CABIN PRESS LO annunciator metering valve closed with the aid of
(Figure 5K-14) to provide a warn- the spring. The outflow safety valve
ing when the cabin altitude exceeds poppet valve opens because the refer-
9,500 ±500 ft. (2,896 ±152 m). ence pressure is lower than the cabin
The cabin pressure high switch is pressure. Hence, cabin air will be dis-
mounted on the left forward side of charged to the atmosphere to main-
the forward pressure bulkhead. This tain an unpressurized condition.
switch senses the cabin pressure and Ground Pressure Differential
activates to illuminate the CABIN or Takeoff Operation
PRESS HI annunciator to provide a When the thrust levers are advanced
warning when the cabin pressure to 85% N1 RPM or above, solenoid
exceeds 9.1 ±0.1 PSIG (0.64 ± 0.07 valve S1 is energized and solenoid
kg/cm2). valves S2 and S3 are de-energized. In
Instruments this condition, all three solenoid
The cabin altitude differential pres- valves are closed. The controller rate-
sure indicator and cabin rate-of-climb of-change function is rendered inop-
indicator are installed on the lower erative when solenoid valve S1
RH instrument panel. closes. The rate of change is con-
trolled by the pneumatic relay
Ground Operation because cabin air is prevented from
When the airplane is on the ground entering the controller rate chamber
and one thrust lever is set below 85% when solenoid valve S2 closes. The
N1 RPM, electrical power will be pneumatic relay line regulated vac-
supplied to solenoid valves S2 and uum is shut off to the outflow safety
S3. Solenoid valve S2 vents the rate valves when solenoid valve S3
chamber of the controller to the closes. Due to regulated vacuum
cabin. Solenoid valve S3 vents the shutoff, the reference
control chambers of both outflow
5K-14

September 2001
pressure in the pneumatic relay and out-

flow safety valves increases to allow the
valves open and allow atmospheric air
pressure to flow into the cabin until the
Air Cycle
outflow safety valve poppets to move cabin pressure and atmospheric pressure Machine
toward the closed position to increase are approximately equal. At the same
the cabin pressure at approximately 500 time, ram air enters the cabin from the
ft./min (152 m/min). When the cabin ram air duct of the ACM. This operation
pressure increases sufficiently to over- prevents negative pressure differential
come the relay assembly, the relay- from exceeding the airplane's structural
metering valve will open. When open, limits.
the regulated vacuum reduces the refer-
ence pressure to stop the closing of the
Cabin Depressurization
outflow safety valve poppets and con- Control
trols the cabin pressure at approximately Depressurization of the cabin in an
100 ±20 feet (30 ±6 m) below the field emergency is accomplished by rotating
pressure. the manual control valve or dump valve
counterclockwise. This action vents the
In-Flight Operation
control chambers of the outflow safety
When the airplane takes off, the ground valves to vacuum, resulting in the open-
solenoid valve S1 opens, permitting reg- ing of the outflow safety valves. The
ulation of the previously trapped rate rate of cabin altitude increase is con-
chamber pressure towards the selected trolled by the open area of the manual
cabin altitude, at the selected rate of control valve. The cabin altitude will
change. With the ground safety switch increase at an even rate until the cali-
in the flight position, any thrust lever brated level of the altitude pressure reg-
position change will have no effect on ulator is reached, at which point the
the cabin pressure control system. The limit control functions to maintain the
cabin pressure will stabilize at the cabin altitude at 14,000 feet (4,267 m)
selected value when reached. A cabin maximum. Opening the dump valve pro-
altitude lower or higher than the selected vides rapid cabin depressurization at
value causes the controller to readjust high altitude in case of an emergency.
the control signal to restore the equilib-
rium value. Landing Operation
When preparing for landing, the crew
Positive Pressure Relief
should select 500 feet (152.4 m) above
Operation the landing field elevation on the con-
If the pressure differential between the troller with a cabin rate change compati-
controlled cabin pressure and the atmo- ble with the intended rate of descent.
spheric pressure reaches approximately When the cabin reaches the selected
9.1 PSIG (0.64 kg/cm2), the outflow landing altitude, the system maintains
safety valves open and discharge cabin the cabin at 500 feet (152.4 m) above
air to prevent over pressurization. field elevation until the airplane
descends below this level. The outflow
Negative Pressure Relief safety valves open as the airplane passes
Operation through the 500 feet (152.4 m) level,
When atmospheric pressure exceeds assuring an unpressurized cabin at
cabin pressure and there is a loss of landing.
cabin air inflow, the outflow safety

September 2001
CAE SimuFlite
Air Cycle Machine
TO RIGHT
WING
L ENG ICE BL AIR
TEMP LO DCT FAIL
AIR COND DEFOG
FAIL AIR OV HT FROM RIGHT
ENGINE
BLEED AIR
TO LAV
3.5 PSI
CEILING OUTLET
EMERGENCY 30 PSI
PRESS VALVE PRESS
TO CABIN REG
PRESSURIZATION SOV
CONTROL
TO TEMP
CONTROL
VALVES
BULK
HEAD
EJECTOR VALVE (OPEN ON GROUND)
TEMP
SW (350°F)
WATER EXTRACTOR FLOW INCREASING VALVE

OPEN < 60 % N2
OR BOTH HIGH
OVER TEMP SW (400°F)
RAM AIR (4)

SCOOP 350°F
TO COLD TO LEFT
AIR 53 PSI OVER PRESS SW WING
OUTLETS WATER
SEPARATOR
LOW-LIMIT TEMP
39°F CONTROL VALVE
LEGEND
TO TEMP COLD
TM
CONTROL 30 PSI
VALVES PRESS COOL
REG
SOV
ENGINE BLEED
15 PSI FROM LEFT
PRESSURE ENGINE TEMPERED
TO CABIN / DUCT REGULATORS BLEED AIR
SENSOR TEMPERED BLEED
REGULATED
PRESSURE
B4TM-PN006I
TO DOOR SEAL / VACCUM TO HYDRAULIC SYSTEM

September 2001
Table of Contents
Pneumatic Systems
Vapor Cycle Cooling System

HIGH PRESSURE LIQUID
MOTOR CONDENSER
RECEIVER FAN
/DRYER
BELT
DRIVE
PRESSURE
SUCTION
COMPRESSOR
HIGH LOW
PRESSURE PRESSURE
SWITCH SWITCH
SERVICE
VALVE SERVICE
(DISCHARGE) VALVE
(SUCTION)
SIGHT
GLASS
AFT PRESSURE
BULKHEAD
ELEVATOR
BLOWER LEGEND
LOW PRESSURE LIQUID

LOW PRESSURE GAS
HIGH PRESSURE LIQUID
HIGH PRESSURE GAS
EVAPORATOR
CABIN
COCKPIT ELEVATOR
BLOWER
QUICK
DISCONNECT
REFRI AIR COND CONTROL
AIR COND BLOWER
+ ON FWD HI AFT +
AIR COND
ON
O O
EXPANSION F
F
F
F
VALVE
+ BLOWER LOW +
EVAPORATOR OPERATION PROHIBITED BELOW 5ºC OAT
B4TM-PN007i

September 2001
Table of Contents
CAE SimuFlite
Water Separator Operation
NOTE: AN ODOR WILL OCCURE

IF ASSEMBLY IS NOT CHANGED
DURING NORMAL INSPECTIONS
HOUSING SHELL
OUTLET
INLET
COLLECTOR
CONDENSER SWIRL TYPE BYPASS

ASSEMBLY SUPPORT VALVE
SUMP
DRAIN
PORT DETAIL A
B4TM-PN008i

September 2001
Table of Contents
Pneumatic Systems
Air Cycle Cooling Temperature Control

Valves Air Cycle
and Heating
The air conditioning system uses
A small portion of hot engine bleed
air is directed to two temperature
Cooling and
engine compressor bleed air as the
source of high-pressure air to oper-
control valves and mixed with the
conditioned airflow downstream of Heating
ate the refrigeration unit. The refrig- the ACM to provide the desired tem-
eration unit, commonly known as an perature.
air cycle machine (ACM), provides
conditioned air to the cabin area. Ram Air Intake
The bleed air coming from the The ram air intake is located on the
engines is routed into the aft fuse- dorsal fin (Figure 5K-16) and the
lage to the ACM. Before reaching outlet is located on the right side of
the ACM, the air passes through a the aft fuselage skin.
combined pressure regulator and
shutoff valve, a venturi, and a check Venturi
valve. The pressure regulator and The in-line venturi is installed in
shutoff valve can be used to shut off each bleed air line to restrict the vol-
the bleed air line from its respective ume of air that can be extracted from
engine to the ACM. It also regulates the engine. Any air extracted from
the air pressure downstream to 30 the engine causes a reduction in
PSI. If the engine is operating at low thrust produced by that engine.
power and bleed air pressure falls Because of this, it is necessary to
below 30 PSI, it will provide what- restrict the amount of air extracted to
ever pressure is available. The pres- the absolute minimum required to
sure-regulating and shutoff valve is operate the ACM.
controlled by the environmental con-
trol system (ECS) selector. Check Valves
A check valve in each bleed air line
Air Cycle Machine (ACM) prevents air loss into the other
The bleed air is directed to the ACM engine when it produces lower pres-
(Figure 5K-15) for cooling. The sure. Thus, the check valve prevents
ACM is located aft of the engine reverse airflow. After the air passes
carry-through in the aft fuselage. It through the shutoff valves and check
consists of a cooling turbine, pri- valves, both bleed air lines tee
mary heat exchanger, secondary heat together and are routed to the ACM.
exchanger, water separator, aspira- Ejector
tor, bypass valves, ejector shutoff
valve, thermal switches and a pres- An ejector is installed in the ram air
sure switch. exhaust duct of the heat exchangers
and is supplied with bleed air by the
5K-15 5K-16

September 2001
Table of Contents
CAE SimuFlite
ejector shutoff valve. The ejector opens when the decreasing tempera-
discharges bleed air into the ram air ture at the switch is 310°F (154°C).
exhaust duct, which increases the The switch is connected to the cir-
ram airflow through the heat cuit that controls the operation of the
exchangers. The ejector shutoff ejector shutoff solenoid valve.
valve is solenoid-actuated and will The bleed air over temperature
close when DC electric power is switch is a 400°F (204°C) switch
applied. The valve is controlled by installed in a boss in the ACM. The
the ground safety relay, ejector shut- boss is located at the aft inboard
off valve control relay, ejector shut- upper side of the unit, in the plumb-
off valve control time delay relay, ing that connects the secondary heat
and high temperature switch. The exchanger to the turbine inlet. The
high temperature switch is located in switch closes when the increasing
the duct upstream of the secondary temperature at the switch is 400
heat exchanger. The switch, nor- ±10°F (204 ±5.5°C) and opens when
mally open, will close when the tem- the decreasing temperature at the
perature increases to 350°F (177°C). switch is 360°F (182°C). The switch
Flow Increasing Valve is connected to the circuit that con-
trols the operation of the emergency
The flow increasing valve bypasses pressurization shutoff valve.
bleed air from the bleed air supply
line to the primary heat exchanger The bleed air overpressure switch is
inlet. The valve is a normally open, installed in a boss in the ACM. The
solenoid-actuated valve that closes boss is located at the forward center
to stop airflow when the solenoid is of the unit, in the plumbing that con-
energized. The valve is controlled by nects the primary heat exchanger to
the thrust lever switches, ground the compressor inlet. The switch
safety relay, and bleed air flow con- opens when the increasing bleed air
trol relays. The thrust lever switches, pressure at the switch is 53 PSI and
one for each lever, are mounted on closes when the decreasing bleed air
the thrust lever guide assembly in pressure at the switch is 45 PSI. The
the center pedestal. Both thrust switch is connected to the circuit that
levers must be set to a position controls the left pressure regulating/
greater than 60% N1 to close the shutoff valve, right pressure regulat-
valve. When the CABIN PRESS ing/shutoff valve, and emergency
source switch is in the BOTH HIGH pressure shutoff valve.
position, the flow increasing valve is System Operation
open regardless of the thrust lever
position. Hot engine bleed air is routed to the
primary heat exchanger. Air flowing
System Protection through the primary heat exchanger
Three switches (high temperature, is partially cooled and directed to the
over temperature and overpressure) compressor, where its pressure and
provide protection of the system. temperature are increased. From the
compressor, the air enters the sec-
The bleed air high temperature ondary heat exchanger where it is
switch is a 350°F (177°C) switch partially cooled again. After this sec-
that is installed in a boss in the ond cooling, the air is expanded
ACM. The boss is located at the aft through the cooling turbine, where
outboard upper side of the unit, in its pressure and temperature are
the plumbing that connects the sec- reduced. Energy from the expanding
ondary heat exchanger to the turbine air is converted to shaft power to
inlet. The switch closes when the drive the compressor. At the cooling
increasing temperature at the switch turbine outlet, hot engine bleed air is
is 350° ±10°F (177 ±5.5°C) and injected through the low limit con-

September 2001
Table of Contents
Pneumatic Systems
trol valve to mix with the cold tur- When the airplane is on the ground
bine air flow to maintain an with the engines and ACM opera-
approximate constant temperature of tive, the flow increasing valve opens
39°F (4°C) at the water separator to increase the flow of bleed air in
discharge. This air control tempera- the primary heat exchanger inlet
ture prevents ice buildup at the cool- duct when one thrust lever is posi-
ing turbine outlet and prevents water tioned below 60% N1 RPM. The
separator icing. After leaving the valve is closed whenever the air-
cooling turbine, the air flows plane is in flight or both thrust levers
through the water separator where are positioned to 60% N1 RPM or
condensed moisture is removed. above.
Water from the separator is atomized
by the aspirator and sprayed into the Vapor Cycle Cooling
ram air duct to increase the effi- (Effectivity: RK-78, RK-87
ciency of the heat exchangers. The Thru RK-109)
smaller portion of hot engine bleed
The vapor cycle cooling system con-
air is directed through the bypass
sists of an electric motor-driven fan,
duct to the temperature control
a belt-driven compressor, a con-
valve, then it is returned to the main
denser, a high-pressure and a low-
airflow downstream from the water
pressure switch, a receiver/dryer,
separator. Operation of the control
two evaporators with automatic
valve is regulated by the temperature
expansion valves, two evaporator
control subsystem, as required, to
blowers, two service valves, a sight
increase or decrease the temperature
glass, an hour meter, connecting
of conditioned air being delivered to
plumbing, ducting, an electrical con-
the cabin.
trol panel and a load-shed module
When the engines and ACM are that controls the application of
operative and the airplane is on the power to the motor.
ground, the ground safety relays de-
The vapor cycle cooling system pro-
energize and DC electrical power is
vides an alternate method of cooling
removed from the ejector shutoff
the airplane on the ground and in
valve. The valve allows bleed air to
flight when the outside air tempera-
flow to the ejector. When the air-
ture is above 5°C. Vapor cycle cool-
plane is in flight, the valve is closed
ing uses a refrigerant (R-134a)
by the ground safety relay. If the
routed through a mechanical system
high temperature switch senses high
(Figure 5K-17) to transfer interior
temperature in-flight, the switch
airplane heat to outside of the air-
operates the ejector shutoff valve
plane. The compressor pulls low-
control and time delay relays. The
pressure gaseous refrigerant to it
relay opens the ejector shutoff valve.
from the two evaporator coils. At the
compressor, the refrigerant is com-
5K-17

September 2001
Table of Contents
CAE SimuFlite
pressed into a high-pressure gas and condensing on the cold evaporator

routed to the condenser coil. Cooler coils is drained overboard.
ambient outside air is routed over A receiver/dryer is installed in the
this coil by a fan attached to the plumbing (high-pressure side)
drive motor. Heat is transferred from between the condenser and the two
the refrigerant to the ambient air at evaporator coils. The receiver/dryer
the condenser coil. The refrigerant is a storage container and a filter.
changes from a high-pressure gas to Refrigerant is stored in the receiver/
a high-pressure liquid in the con- dryer to compensate for the effects
denser coil. From the condenser coil, that ambient outside temperatures
the high-pressure liquid refrigerant have on vapor cycle cooling. The
is routed through the receiver/dryer receiver/dryer also removes mois-
to the thermal expansion valve at ture from the refrigerant.
each evaporator coil. These valves
are metering devices that regulate Outside ambient air is introduced
the amount of refrigerant released into the aft fuselage compartment
into the evaporator coils. As the through vents installed in the fuse-
valves release the refrigerant into the lage (Figure 5K-19). The air is
evaporator coils, the refrigerant routed across the condenser coil and
expands and becomes a low-pressure is vented overboard through lou-
liquid. Blowers mounted in the vered openings in the left aft fuse-
evaporator module assemblies pull lage (Figure 5K-20). Vapor cycle
warmer cockpit and cabin air over cooling requires 28V DC for opera-
the evaporator coils. Heat is trans- tion. When on the ground, this
ferred from the cockpit and cabin air power requirement is provided by an
to the refrigerant at the evaporator external power source or by operat-
coils (Figure 5K-18 and Figure ing one of the airplane generators.
5K-18A). The refrigerant changes When in flight, both airplane genera-
from a low-pressure liquid to a low- tors must be operating. A 100-
pressure gas in the evaporator coils ampere remotely controlled circuit
before it is pulled to the compressor breaker protects the compressor/con-
and the cycle is repeated. Moisture denser module assembly from cur-
rent overloads. The auto load-shed
5K-18 5K-18A
5K-19
5K-20

September 2001
Table of Contents
Pneumatic Systems
module controls operation of the airplane is in-flight, there will be an
compressor/condenser module. Plac- absence of 28V DC at the squat
ing the AIR COND ON-OFF- switch input-signal terminal and the
BLOWER switch to the ON position external power input-signal termi-
enables the auto load-shed module to nal. If 28V DC is present at either of
start vapor cycle cooling after spe- these terminals, the auto load-shed
cific conditions have been met. module will not power the vapor
When power is present from an cycle compressor/condenser mod-
external power source or the airplane ule. If 28V DC is present at both the
generators, 28V DC is applied left and right generator-input-signal
through the remotely controlled cir- terminals, the module will then send
cuit breaker to the 28V DC input a signal to start the vapor cycle com-
power terminal of the auto load-shed pressor/condenser module.
module. When the AIR COND ON- There are three additional input con-
OFF-BLOWER switch is placed in ditions that will stop the auto load-
the ON position, 28V DC from the shed module from sending a signal
right nonessential bus, through the to start operation of the compressor/
REFRIG BLOWER CONT circuit condenser module:
breaker, is applied to the auto load- Q When the right engine is being
shed module as the operate com- started, 28V DC is present at the

mand input signal. If all of the right start-relay input-signal ter-
required conditions exist, as moni- minal.
tored by the auto load-shed module, Q When the left engine is being
power is applied to the vapor cycle started, 28V DC is present at the
compressor/condenser module. The left start-relay input-signal termi-
input-power signal applied the auto nal.
load-shed module is not monitored Q When
for a specific voltage. Therefore, a the high-pressure switch
low-external-power-input voltage senses a high system pressure,
will not cause the module to remove 28V DC is present at the high-
pressure switch input-signal ter-
power from the compressor/con- minal.
denser module, as it will do in the
case of low generator voltages. After receiving the output signal
from the load-shed module, the com-
When the airplane is on the ground, pressor/condenser module relay
28V DC will be applied to input-sig- energizes and applies power to the
nal terminal on the auto load-shed fan motor. This also starts the com-
module. The auto load-shed module pressor hour meter and sends 28V
will then send a signal to start the DC to illuminate the AIR COND
vapor cycle compressor/condenser ON operation light (Figure 5K-21).
module if 28V DC is also applied to Placing the IND LT switch in the
one of the external power input-sig- DIM or BRT position can control the
nal terminal, the left or right genera- intensity of the operation light.
tor-input signal terminals. When the
5K-21

September 2001
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CAE SimuFlite
There are two protection devices ate vapor cycle cooling are not
electrically wired in the circuit present, vapor cycle cooling will
between the auto load-shed module stop. To start vapor cycle cooling
and the compressor module. They again, move the AIR COND ON-
are the compressor high-pressure OFF-BLOWER switch to OFF, and
cutout switch and the compressor then back to ON. This will start
low-pressure cutout switch. vapor cycle cooling provided the
The low-pressure cutout switch is correct signals are then present.
located in the aft fuselage compart- The compressor, condenser,
ment just aft of the compartment receiver/dryer, electric motor and
doors and under the baggage com- shrouded fan are assembled as a
partment. The switch is installed in module in the aft fuselage.
the plumbing between the evapora- The evaporator module and blower
tor coils and the compressor. When assemblies are located in the cabin
the refrigerant pressure decreases to area. The forward assembly is
6.0 ±0.5 PSIG, the switch opens and located on the right side between the
de-energizes the vapor cycle mod- chair and the forward partition. It
ule relay. The switch closes on an supplies cooling air through the
increasing pressure below 13 PSIG; ducting above the headliner to the
thus, the normal refrigerant charge cockpit and forward group of cabin
pressure is sufficient to hold the chairs. The aft assembly is located
switch closed. on the left side between the chair and
The high-pressure cutout switch is the aft partition. It supplies cooling
located in the aft fuselage compart- air to the four aft cabin chairs.
ment just aft of the compartment The REFRIG AIRCOND CON-
doors and under the baggage com- TROL panel (Figure 5K-22) has an
partment. The switch is connected to electroluminescent panel with leg-
the plumbing between the condenser ends for the switches and operation
coil and the evaporator coils. This light. The REFRIG BLOWER
switch has redundant circuits (two CONT circuit breaker supplies 28V
sets of contacts). The switch actuates DC from the right nonessential bus
at an increasing pressure of 340 ±10 to the AIR COND ON-OFF-
PSIG to close one set of contacts and BLOWER switch. When the switch
apply 28V DC to the auto load-shed is placed to ON, power is applied to
module. This signal will cause an the auto load-shed module control
automatic shutdown and remove input, the FWD BLOWER switch
power from the compressor module. and the AFT BLOWER switch. The
The second set of contacts opens and FWD BLOWER switch has HI and
removes the output signal of the auto LOW positions, so any time the
load-shed module to the vapor cycle vapor cycle module is operating, the
module relay. The switch resets at a forward evaporator-module blower
decreasing pressure above 250 PSIG. will be operating. The AFT
If any of the signals needed to oper- BLOWER switch has HI, OFF and
5K-23
5K-22

September 2001
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Pneumatic Systems
LOW positions. The blowers may be and RK-87 thru RK-109 except RK- CAUTION: The vapor cycle sys-
used without operation of the com- 98, but the evaporators have been tem should not be operated when the
pressor by placing the AIR COND redesigned, the control relays and outside air temperature (OAT) is
ON-OFF-BLOWER switch to the the aft evaporator have been relo- below 5ºC. This prevents liquid
BLOWER position for ventilation cated, and the appropriate changes refrigerant from being routed
purposes. The AIR COND ON oper- were made to the associated duct-
through the compressor.
ation light will illuminate when work and wiring harness. The aft
power is applied to the fan motor. evaporator was located in front of
A refrigerant liquid-level indicator the left partition, forward of the aft
cabin area. It is now located aft of CAUTION: Do not rapidly cycle
(sight glass) and two refrigerant ser- the AIR COND ON-OFF-BLOWER
vice valves are located under a panel the right partition, outboard of the
right upholstery panel, in the aft switch between on and off.
in the floorboard of the baggage
compartment (Figure 5K-23). The cabin. The control relays that were
valves are used to empty and fill the mounted in the evaporator modules
vapor cycle cooling system with are now installed on the aft evapora- CAUTION: If the air cycle and
refrigerant. The inboard valve is the tor riser assembly and on the aft side vapor cycle systems are to be oper-
low-pressure service valve and is of the right forward partition, by the ated at the same time, place the air-
placarded SUCTION. It is connected forward evaporator module blower. cycle system in the manual mode.
to the refrigerant plumbing between Auto Load-Shed Module
the condenser coil and the evapora-
tor coils. The outboard valve is the The auto load-shed module is
CAUTION: The auto load-shed
high-pressure service valve and is located on the RH side of the air-
module monitors the presence of the
placarded DISCHARGE. It is con- plane forward of the battery (Figure
28V DC from the external power
nected to the refrigerant plumbing 5K-24). The auto load-shed module
unit applied to the coil of the exter-
between the evaporator coils and the monitors the configuration of the air-
nal power relay, not the presence of
receiver/dryer. The sight glass is plane for:
external power being applied to the
Q on-ground or in-air condition
used to view the flow of high-pres- airplane systems. If a generator is
sure liquid refrigerant. The presence Q
external power applied operating and an external power unit
of bubbles in the refrigerant is an Q L or R generator operating is connected to the airplane and
indication of a low-refrigerant operating, the load-shed module will
charge. The sight glass is installed in Q
L or R engine being started monitor the external power unit sig-
the refrigerant plumbing between the Q high refrigerant pressure.
nal over the generator signal. If the
condenser coil and the evaporator generator output is missing or below
The load-shed module monitors the
coils. For refrigerant servicing data, 26V DC, the load-shed module will
squat switch for an “on-ground”
refer to Chapter 12-10-00 of the not sense this condition. This could
condition and for power from an
maintenance manual. result in discharging or overheating
external power source or from one
The hour meter is located next to the operating generator. If the external of the battery. It is recommended
service valves under the baggage power source is removed or the gen- that the vapor cycle system not be
compartment panel. erator output is removed/drops operated with a generator on-line
below 26V DC, the load-shed mod- and the external power unit con-
Vapor Cycle System ule will remove power from the nected to the airplane.
(Effectivity: RK-98, compressor/condenser module. The
RK-110 and after) load-shed module will also remove
The operation of this vapor cycle power from the compressor/con-
system is the same as that of RK-78 denser module if an engine start is
5K-24

September 2001
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CAE SimuFlite
attempted, or if the high pressure a constant 39°F (4°C) temperature at

switch senses a pressure over 340 the water separator discharge.
±10 PSIG. The load-shed module Thermal and pressure switches are
also monitors the squat switch for an used to warn the pilot of an overheat
“in-air” condition and for the pres- or overpressure condition in the
ence of voltage greater than 26V DC ACM by illuminating the AIR
from both generators. If the voltage COND FAIL annunciator (Figure
of one or both generators drops 5K-25).
below 26V DC, the load-shed mod-
ule will remove power from the Low-Limit Control Valve and
compressor/condenser module. The Temperature Control Valve
load-shed module will also remove The low-limit control valve consists
power from the compressor if the of a pneumatic actuator and butterfly
high-pressure switch senses a pres- valve. The valve controls the amount
sure over 340 ±10 PSIG. of hot bleed air mixed with cold air
from the cooling turbine outlet to
Temperature Control prevent ice from forming on the tur-
(RK-1 thru RK-109 except bine.
RK-98)
When the control pressure is less
The temperature control subsystem is than the preset minimum, the closing
pneumatically operated to regulate, spring force is greater than the force
either manually or automatically, the created by the pressure differential
temperature of air delivered to the on the diaphragm; the butterfly is
cabin from the ACM. held in the closed position to block
The temperature control subsystem the flow of air through the valve. As
is composed of two pressure regula- the control pressure increases, the
tors, a low-limit sensor, a low-limit resulting force on the actuator dia-
control valve, two high-limit sen- phragm exceeds the spring force and
sors, two duct-temperature sensors, a drives the butterfly valve toward the
cabin temperature sensor, a cockpit open position. Thus, the butterfly
temperature sensor, two temperature position is a function of control pres-
control valves, three temperature sure.
selectors, two mode selectors, two Two temperature control valves are
orifice tees and a three-way valve. installed upstream of the mixing
The system also includes the cabin chamber and mix bleed air with cold
temperature indicator. air from the turbine to regulate the
Temperature control is obtained by cockpit and cabin temperatures.
modulating the flow of hot bleed air Temperature Sensors
through the temperature control
valve and mixing it with refrigerated The low-limit sensor is located
air in the mixing chamber. downstream of the water separator to
sense the cold air supply temperature
At the cooling turbine outlet, hot and to regulate the low-limit control
engine bleed air is controlled by the valve to maintain a cooling air sup-
low-limit control valve to mix with ply temperature above the freezing
the cold turbine-air flow to maintain point.
5K-25

September 2001
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Pneumatic Systems
This sensor varies the control pres- increasing temperature. This pres-
sure as a function of sensed air tem- sure acts on the bellows area, result-
perature and bias spring preload. ing in a force being transmitted by
The sensing element is filled with a the bellows rod that lifts the flapper
liquid/vapor mixture that has a pre- plate off the nozzle. The balance of
dictable increase in vapor pressure in forces between the bias spring, bias
response to increasing temperature. pressure on the diaphragm, and bel-
This pressure acts on the bellows rod lows rod determines the sensed tem-
to lift the flapper plate off the noz- perature at which the flapper plate
zle. The balance of forces between begins to open the nozzle. The vari-
the balance spring and bellows rod able area of the nozzle, in conjunc-
determines the temperature at which tion with the remote orifice,
the flapper plate begins to open the provides a control pressure that
nozzle. The variable area of the noz- decreases from a maximum to a min-
zle, in conjunction with the orifice, imum value over a small range of
provides a control pressure that temperature. The sensed temperature
decreases from maximum to mini- setting may be varied by varying the
mum value over a small range of bias pressure level.
sensed temperatures. The low-limit The cabin temperature sensor is
sensor is designed to control the located in the LH cabin side panel
temperature of the water separator aft of the entrance door to provide a
within a range of 39-41°F (4-5°C). means of sensing the cabin tempera-
A high-limit sensor is located down- ture and to vary control pressure as a
stream from the mixing chamber. function of sensed cabin tempera-
The limiter is thermostatic to vary ture. This sensor is used only with
the control pressure as a function of the temperature control in the auto-
airflow temperature and calibration matic mode. The sensing element is
adjustment. This unit is installed so filled with a liquid/vapor mixture
the bimetallic sensing element is that has a predictable increase in
exposed to the air stream. As the vapor pressure with increasing tem-
preset temperature is approached, perature. This pressure acts on the
the bimetallic element becomes con- bellows, resulting in a force being
cave, forcing the poppet off the seat. transmitted to the bellows rod to lift
The poppet movement causes the the flapper plate off the nozzle. The
control pressure to decrease from balance of forces between the bias
maximum to minimum over a small spring, bias pressure on the dia-
range of increasing temperature. The phragm, and the bellows rod deter-
high-limit sensor is designed to limit mines the sensed temperature at
the duct temperature within a range which the flapper plate begins to
of 325-375°F (163-191°C). open the nozzle. The variable area of
The duct temperature sensor is the nozzle, in conjunction with the
located downstream of the mixing remote orifice, provides a control
chamber to provide a means of sens- pressure that decreases from a maxi-
ing the temperature of the condi- mum to minimum value over a small
tioned air supply and to vary the range of temperature. Varying the
control pressure as a function of bias pressure level may vary the
sensed temperature, bias spring pre- sensed temperature setting. A cock-
load and bias pressure acting on the pit temperature sensor is installed aft
diaphragm. This sensor is used only of the copilot's seat. The cockpit
with the temperature control in the temperature sensor is similar in
automatic mode. The sensing ele- description and operation to the
ment is filled with a liquid/vapor cabin temperature sensor.
mixture that has a predictable
increase in vapor pressure with

September 2001
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CAE SimuFlite
Temperature Sensor Blower Bleed Air Duct-Fail

A blower is installed in the ducts for Temperature Switches
the cabin and cockpit temperature There are four thermal switches
sensors (Figure 5K-26). Each located in the upper forward area of
blower provides ambient temperature the aft fuselage compartment. These
airflow across each respective tem- switches close when the increasing
perature sensor. The CABIN PRESS temperature is 350 ±10°F (177
source switch in the RH instrument ±5°C), and open when the decreas-
panel controls the blowers. ing temperature is 320 ±12°F (160
Three-Way Valve ±7°C). The switches are connected
in a parallel electrical circuit with
A three-way valve is required to the bleed air duct-rupture pressure
allow transfer of temperature selec- switch in the wing anti-ice tube.
tion control from the cockpit to the These switches will illuminate the
passenger cabin or the reverse. BL AIR DCT FAIL annunciator
When the solenoid is energized, the light (Figure 5K-27) if a bleed air
valve disks are pulled up with the duct fails. Thermal switch No. 1 is
plunger. The inlet pressure port and installed in a bracket located on the
the cabin temperature selector sup- aft upper left side of the aft pressure
ply port are aligned and the cockpit bulkhead. Thermal switch No. 2 is
temperature selector supply port is installed in a bracket located on the
closed. De-energizing the solenoid aft upper right side of the aft pres-
aligns the inlet pressure port and the sure bulkhead. Thermal switch No. 3
cockpit temperature selector supply is installed in a bracket located on
port and closes the cabin tempera- the left upper side of the aft fuselage
ture selector supply port. The tem- compartment aft of the pressure
perature control transfer switches bulkhead. Thermal switch No. 4 is
control the three-way valve. installed in a bracket located on the
Defog Overheat Temperature right upper side of the aft fuselage
Switches compartment aft of the pressure
bulkhead.
Two defog overheat temperature
switches are mounted in the LH and Cabin Air Duct High
RH side window defog air outlets to Temperature Switch
sense the windshield defog air tem- There is a cabin air duct high-tem-
perature. These switches are con- perature switch located in the cabin
nected to the DEFOG AIR OVHT air duct immediately below the high-
annunciator (Figure 5K-27) to limit and duct-temperature sensors.
warn the pilot of excess defog-air This switch closes when the increas-
temperature.
5K-27
5K-26 5K-28

September 2001
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Pneumatic Systems
ing temperature is 390 ±15°F (199 perature selector will control the
±8°C), and opens when the decreas- cabin temperature. This selector is a
ing temperature is 340 ±15°F (171 manually adjustable bleed-off regu-
±8°C). When the switch is closed, lator. A regulated supply pressure
the CABIN AIR OVHT annunciator enters the control chamber through a
(Figure 5K-28) will illuminate to remotely located fixed orifice. This
indicate that the duct temperature pressure acts on the poppet to over-
has exceeded its limits. come the spring force, unseating the
Temperature Selectors poppet and allowing supply pressure
to bleed to the atmosphere to regulate
There are three temperature selectors control pressure. Rotating the knob
in the aircraft. One is mounted in the changes the spring force acting on
RH instrument panel and controls the the poppet, thus changing the control
temperature in the cockpit (Figure pressure.
5K-29). The other two control the
cabin temperature. One is located in Mode Selector
the RH side panel in the cockpit and There are two mode selectors; one is
allows the cabin temperature to be located on the RH instrument panel
controlled from the cockpit (Figure (Figure 5K-32) for temperature
5K-30). The other is mounted in the control in the cockpit and the other is
RH sidewall in the cabin and allows located on the RH sidewall of the
the passengers to control the cabin cockpit for temperature control of
temperature (Figure 5K-31). The the cabin (Figure 5K-33). The
position of the temperature-control mode selector controls switching of
transfer switches selects which tem- the temperature control subsystem
5K-29
5K-31
5K-30
5K-32 5K-33

September 2001
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CAE SimuFlite
between the automatic (AUTO) and temperature selector. When the tur-
manual (MAN) modes. The auto- bine discharge temperature is below
matic position allows the tempera- approximately 37ºF (3ºC), the sens-
ture selector to maintain the ing bellows contract and the nozzle
temperature at a preselected level. is closed. With the nozzle closed,
The manual mode removes the duct control pressure tends to increase,
temperature sensor and cockpit/ thereby increasing the temperature at
cabin temperature sensors from the the low-limit sensor to maintain
system and allows the temperature minimum temperature. If the tem-
selector to directly control the temperature sensed at the duct tempera-
perature control valves. ture sensor is high, the sensing
Temperature-Control Transfer bellows expand and the nozzle
Switches opens. With the nozzle open, control
pressure tends to decrease by bleed-
There are two temperature-control ing the supply pressure to atmo-
transfer switches. One switch is sphere. This action is influenced by
located in the cockpit on the RH side a bias pressure produced by the
panel (Figure 5K-34) and the other cabin temperature sensor. If the
is located on the temperature control cabin temperature is low, bias pres-
panel in the cabin (Figure 5K-35). sure tends to increase, thereby
These switches control the three-way increasing the control point (temper-
valve to select either the cockpit or ature) of the duct temperature sen-
the cabin temperature selector to sor. A bias pressure that is regulated
control adjustment of the tempera- by the temperature selector in the
ture of the cabin air. The tempera- cockpit or cabin similarly influences
ture-control transfer switches are the cabin temperature sensor control
illuminated when in the ON position. point. Clockwise rotation of the tem-
Operation perature selector increases the bias
pressure, thereby increasing the con-
When the mode selector is set to
trol point (temperature) of the cabin
AUTO, the pneumatic line from the
temperature sensor. Conversely,
manually controlled pressure source
counterclockwise rotation of the
to the temperature control valve is
temperature selector decreases bias
closed and the pneumatic line from
pressure, thereby decreasing the
the duct sensor to the temperature
control point (temperature) of the
control valve is open. The low-limit
cabin temperature sensor. When the
sensor will restrict the venting of the
mode selector is set to MAN, the
control pressure to the temperature
pneumatic line from the pressure
control valve. The temperature con-
source to the temperature sensor to
trol subsystem receives supply air at
the temperature control valve closes.
a pressure of approximately 15 PSIG
The temperature selector then regu-
(1.1kg/cm2) at the low-limit sensor,
lates the control pressure. Clockwise
the duct temperature sensor, the
rotation of the temperature selector
cabin temperature sensor and the
increases control pressure, opening
5K-35
5K-34

September 2001
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Pneumatic Systems
the temperature control valve and The temperature is controlled to
increasing the conditioned-air tem- within ±1°F at any steady state con-
perature. Counterclockwise rotation dition and to within 3°F over the
of the temperature selector reduces flight profile at any selected value
control pressure, closing the temper- within the range of 60°F to 90°F,
ature control valve and decreasing provided that the heating and cool-
air temperature. During the manual ing capacity of the supplied air is
mode of operation, the automatic within the range that is required for
mode is completely disabled. The control. This requires duct air tem-
high-limit sensor and low-limit sen- perature control within the range of
sor remain operative. Temperature 0°F and 300°F.
selection control is transferred from Mixing cooled bleed air from the
the cockpit to the passenger cabin or heat exchanger outlet with hot
vice versa by the three-way valve in engine bleed air via a hot air modu-
conjunction with the temperature lating valve controls the duct air
control transfer switches. When a temperature. A current signal from
lamp in the cockpit temperature con- the controller drives the torque
trol transfer switch illuminates, the motor that actuates the modulating
three-way valve is de-energized. De- temperature control valve to the
energizing the three-way valve required position.
opens the pneumatic line from the
pressure source to the cockpit tem- The signal from the temperature sen-
perature selector in the automatic sor is compared with the signal from
mode, or the pneumatic line from the the temperature selector. The differ-
temperature control valve to the ence, the error signal, is amplified
cockpit temperature selector in the and compared with the duct temper-
manual mode. In this case, the cabin ature sensor signal. The difference,
temperature selector is inoperative. the duct error signal, is fed to the
Transfer of temperature selection duct error integrator. The high/low
control is accomplished by pushing limit clamp ensures that the duct
and releasing the cockpit or cabin error signal cannot represent a
temperature control transfer switch. demand for less than 0°F or greater
than 300°F.
Temperature Control The sensed airplane skin tempera-
(Effectivity: RK-98, ture sensor biases the cabin error sig-
RK-110 and after) nal. This tends to stabilize the
The temperature control system is an system, as any change in the external
electric/pneumatic two-zone type air temperature that affects the inside
that senses and controls the tempera- air temperature is accounted for in
ture of the cockpit and cabin individ- the supply air temperature.
ually. The temperature control is For the manual mode of operation,
accomplished using three torque the mode selector switch is set to the
motors. In the automatic mode of MAN position. This operation effec-
operation, the control system is a tively disables all of the temperature
programmed-duct temperature con- sensors and allows the temperature
trol system. The duct air temperature control valve to be operated manu-
is controlled in response to three ally via the rotation of the tempera-
variables: the sensed air temperature selector.
ture, the selected temperature, and
the airplane skin temperature. As the temperature selector knob is
rotated from the COLD to the HOT
For automatic operation, the mode position, the current to the torque
selector switch is set to AUTO and motor varies from 0 ma to 115 ma to
the temperature control selector is modulate the temperature control
set to the desired air temperature.

September 2001
Table of Contents
CAE SimuFlite
valve from a fully closed to a fully blower. This sensor measures the
open position respectively. temperature of the cabin air. The sen-
The temperature control valve con- sor blower is used to move the cabin
trol circuitry employed in the manual air over the temperature sensor.
mode is isolated from that of the Air Cycle Unit Temperature
automatic mode. Control
Temperature Sensing The bleed air input freeze-protection
The low-limit temperature-control proportioning valve is controlled by
sensor in the air cycle unit, located the low limit temperature control
downstream of the water separator, sensor. It is used to maintain the out-
senses the cold air supply tempera- put temperature of the water separa-
ture and regulates the proportioning tor within a range of 39-41°F (4-
valve to maintain a cooling air supply 5°C).
temperature above 35°F. Cockpit Temperature Control
The cockpit temperature controller The temperature selector, placarded
receives input signals from three COLD and HOT, is used to vary the
temperature sensors located at vari- temperature of the cockpit. It is
ous points on the airplane. One tem- located on the CABIN PRESSURE
perature sensor is attached to the AND COCKPIT TEMPERATURE
interior skin of the airplane. This sen- CONTROL panel assembly (Fig-
sor measures the temperature of the ure 5K-29, page 5K-37). The selec-
outside ambient air through the air- tor rotates to the HOT (clockwise) or
plane skin. A second temperature COLD (counterclockwise) position.
sensor, the duct temperature sensor, The selector provides a single control
is installed in a boss located on the of two internal variable resistors.
lower side of the upper right distribu- One variable resistor provides an
tion duct in the aft fuselage. This sen- input signal to the automatic portion
sor measures the temperature of the of the temperature controller; the
conditioned bleed air before it enters other provides an input signal to the
the cockpit. The third temperature manual portion of the temperature
sensor is installed in the airstream of controller. The two-position mode
the temperature sensor blower. This selector switch, placarded AUTO and
sensor measures the temperature of MAN, is used to select which output
the cockpit air. The sensor blower is from the cockpit temperature control-
used to move the cockpit air over the ler is routed to the proportioning
temperature sensor. valve.
The cabin temperature controller The cockpit temperature controller
receives input signals from three processes inputs from temperature
temperature sensors located at vari- sensors and the temperature selector
ous points on the airplane. One tem- to determine output signals to the
perature sensor is attached to the proportioning valve controlling the
interior skin of the airplane. This sen- cockpit temperature. The output sig-
sor measures the temperature of the nals are routed through the mode
outside ambient air through the air- selector switch to the valve.
plane skin. A second temperature Cabin Temperature Control
sensor is installed in a boss located
on the lower side of the upper right The temperature selector, located on
distribution duct in the aft fuselage. the CABIN TEMPERATURE CON-
This sensor measures the temperature TROL panel assembly (Figure 5K-
of the conditioned bleed air before it 30, page 5K-37), is placarded COLD
enters the cabin. The third tempera- and HOT and is used to control the
ture sensor is installed in the air- temperature of the cabin from the
stream of the temperature sensor cockpit. It is effective when the

September 2001
Table of Contents
Pneumatic Systems
PUSH FOR CONTROL switch has Pressing the momentary-action
been pressed and is illuminated. The TEMP up arrow (top portion) of the
selector rotates to the HOT (clock- switch will give temperature control
wise) or COLD (counterclockwise) to the panel and will increase cabin
position. The selector provides a sin- temperature. Pressing the momen-
gle control of two internal variable tary-action TEMP down arrow (bot-
resistors. One variable resistor pro- tom portion) of the switch will
vides an input signal to the automatic likewise give temperature control to
portion of the CEO light and temper- the panel and will decrease cabin
ature control panel; the other pro- temperature. The illuminated LED in
vides an input signal to the manual the bar graph display indicates rela-
portion of the cabin temperature con- tive cabin temperature. The further to
troller. The two-position mode selec- the left the illuminated LED, the
tor switch, placarded AUTO and cooler the temperature. The further
MAN, controls operation of the to the right the illuminated LED, the
cabin temperature control system. warmer the temperature. Control sig-
When in the MAN position, only the nals are routed from the panel to both
cockpit has control. When in the the CEO temperature controller and
AUTO position, either the cockpit or the cabin temperature controller.
cabin can control the temperature. The cabin temperature controller
The PUSH FOR CONTROL switch processes inputs from temperature
is used to switch cabin temperature sensors and the CEO light and tem-
control between the cockpit and the perature control panel. It uses these
cabin. It is a momentary action type signals to provide output signals to
of switch. When pressed, the indica- the proportioning valve controlling
tor portion of the switch will illumi- cabin temperature. The output sig-
nate to indicate control by the panel nals are routed through the mode
mounted in the cockpit. When the selector switch and then to the valve.
indicator is not illuminated, the CEO
light and temperature control panel Cabin Temperature Indicating
in the cabin (Figure 5K-31, page The cabin temperature sensor is
5K-37) has control. mounted in the airflow from the tem-
The five-channel switch control pro- perature sensor blower. It provides a
vides the light dimming ground control signal to the cabin tempera-
return path for the indicator in the ture indicator.
PUSH FOR CONTROL switch. The cabin temperature indicator is
The cabin temperature relay is ener- mounted in the cockpit above the
gized any time the mode selector cabin temperature control panel on
switch is in the AUTO position. the copilot's side panel (Figure 5K-
36). It receives a signal from the
The CEO light and temperature con- cabin temperature sensor and indi-
trol panel is mounted in the cabin to cates the cabin temperature in
allow passengers to override the degrees Celsius (ºC).
cockpit temperature selection if the
cockpit mode-select switch is in the
AUTO position.
5K-36

September 2001
Table of Contents
CAE SimuFlite
Defog-Overheat Temperature Cabin Air Duct

Switches High-Temperature Switch
Two defog-overheat temperature There is a cabin air duct high-tem-
switches are mounted in the LH and perature switch located in the cabin
RH side window defog air outlet, to air duct immediately below the high
sense the windshield defog air tem- limit and duct temperature sensors.
perature. These switches are con- This switch closes when the increas-
nected to the DEFOG AIR OVHT ing temperature is 390 ±15°F (199
annunciator to warn the pilot of ±8°C), and opens when the decreas-
excess defog air temperature. ing temperature is 340 ±15°F (171
Bleed Air Duct-Fail ±8°C). When the switch is closed,
Temperature Switches the CABIN AIR OVHT annunciator
will illuminate to indicate that the
There are four thermal switches duct temperature has exceeded its
located in the upper forward area of limits.
the aft fuselage compartment. These
switches close when the increasing Power Distribution
temperature is 350 ±10°F (177 ± The COCKPIT TEMP circuit
5°C), and open when the decreasing breaker provides 28V DC to the
temperature is 320 ±12°F (160 cockpit temperature sensor blower
±7°C). The switches are connected and the cockpit temperature control-
in a parallel electrical circuit with ler. This turns on the blower and
the bleed air duct rupture pressure temperature controller. The CABIN
switch in the wing anti-ice tube. TEMP circuit breaker provides 28V
These switches will illuminate the DC to the cabin temperature sensor
BL AIR DCT FAIL annunciator blower, the cabin temperature con-
light if a bleed air duct fails. Ther- troller, and the cabin temperature
mal switch No. 1 is installed in a indicator. This turns on the blower
bracket located on the aft upper left and temperature controller. The
side of the aft pressure bulkhead. cabin temperature indicator will
Thermal switch No. 2 is installed in operate only if the optional cabin
a bracket located on the aft upper temperature sensor is installed. The
right side of the aft pressure bulk- ACM AIR COND circuit breaker
head. Thermal switch No. 3 is provides 28V DC to the mode selec-
installed in a bracket located on the tor switch. When the switch is in the
left upper side of the aft fuselage AUTO position, power is routed
compartment aft of the pressure through the switch to the cabin tem-
bulkhead. Thermal switch No. 4 is perature relay, the PUSH FOR
installed in a bracket located on the CONTROL switch, the CEO tem-
right upper side of the aft fuselage perature controller, and the CEO
compartment aft of the pressure light and temperature control panel.
bulkhead. A voltage of 28V DC flows from the
ACM AIR COND circuit breaker,
through the CABIN AIR SELECT
switch, located in the CABIN
PRESS COCKPIT TEMP CONT
and landing gear control panel
assembly, to the low limit tempera-
ture control sensor.

September 2001
Table of Contents
Pneumatic Systems
Moisture/Air Contaminant Air entering the water separator

Control flows through the condenser assem-
A water separator is installed in the bly and is discharged from the outlet
ACM to remove moisture from the duct. Small particles of moisture in
cold air (Figure 5K-37). Water from the air merge into larger particles in
the separator is atomized by the aspi- the condenser assembly and are then
rator and sprayed into the ram air thrown outward by centrifugal force
duct to increase the efficiency of the as they pass the swirl vanes. The
heat exchangers. water particles then collect on the
The water separator consists of a perforated wall of the collector and
condenser assembly, mounted in an accumulate in the space between the
inlet shell, and an outlet housing. collector and the outlet housing.
The shell forms the inlet duct and the Accumulated water passes through a
housing forms the outlet duct. A second set of holes in the outlet
water sump and a drain port are housing, where the water collects in
located at the bottom of the outlet the sump and drains through the
housing. The condenser assembly housing drain port. The remaining NOTE: An odor will occur if the
consists of a coalescer that is dry air is discharged through the out- assembly is not changed during nor-
mounted over a conical support let duct of the water separator. mal inspections.
assembly having swirl vanes. The
collector portion of the support If the pressure differential across the
assembly is a conical, perforated condenser assembly reaches 4.6
shell. A spring-loaded, normally PSID (0.32 kg/cm2), the bypass
closed, bypass valve is located at the valve opens and air flows directly to
inlet end of the condenser assembly. the outlet duct without passing
through the condenser assembly.
5K-37

September 2001
Table of Contents
CAE SimuFlite

September 2001
Table of Contents
Pneumatic Systems
Preflight Inspection and set the Cabin Pressure source

switch to EMER. Servicing and
During the preflight inspection,
check the condition of the door seal. Emergency Descent Procedures
Ensure all inlets and vents are clear To execute an emergency descent,
of any obstruction. set the thrust levers to IDLE. Extend
the speed brakes and turn the autopi-
Abnormal lot off. Initiate a moderate bank of
45 degrees maximum. Select
Procedures SAFETY on the cabin sign. Set the WARNING: The passenger oxy-
maximum airspeed to MMO/VMO gen system is not capable of provid-
Abnormal procedures involving the ing an adequate oxygen supply for
pneumatic systems include: and set the transponder to 7700.
prolonged unpressurized flight at the
Q
cabin decompression Over pressurization maximum operating altitude. The
Q
emergency descent If the red CABIN PRESSURE HI highest recommended cabin altitude
Q over pressurization
annunciator illuminates, immediately to which passengers should be
set the Cabin Pressure Source to OFF. exposed for extended flight is 25,000
Q air conditioning system overpres-
Don the oxygen masks and set the feet. Passenger safety is not assured
sure or over temperature mic selector to OXY MASK. Then for prolong unpressurized flight
Q refrigeration air conditioning
either don the headset or turn the above 34,000 feet, since pressure
malfunction SPKR and INTPH switches to ON. breathing masks are not provided. If
Q bleed air duct failure
When the differential pressure a descent becomes necessary in the
decreases below 9.1 PSI, select L event of cabin decompression,
Q
cabin air temperature allowances should be made for the
Q vacuum source failure.
ENG or R ENG as the cabin pressure
source. Using the Manual Pressuriza- change in range performance at the
Always refer to the respective air- tion Control, set the control differen- lower altitude.
craft flight manual (AFM) and the tial pressure to less than 9.1 PSI.
CAE SimuFlite Operating Hand- If the differential pressure does not
book for checklists concerning these decrease, dump the cabin pressure.
procedures. Initiate an emergency descent and
Cabin Decompression pull the Passenger Oxygen Control
knob.
In the event of a cabin depressuriza-
tion, the red CABIN PRESSURE Air Conditioning System
LO annunciator will illuminate. Overpressure or Over
Immediately don oxygen masks and temperature
set mic selector to OXY MASK.
Then either don the headset or turn If the amber AIR COND FAIL
the SPKR and INTPH switches to annunciator illuminates, switch the
ON. cabin pressure source to EMER and
then to either L ENG or R ENG.
Check the cabin altitude. If the cabin
altitude is between 12,500 feet and If the annunciator remains illumi-
14,000 feet, pull the passenger Oxy- nated, switch the cabin pressure
gen Control knob and then deter- source back to EMER and then to
mine the cause of the pressure loss. the opposite engine.
Ensure that the Cabin Pressure If the annunciator still remains illu-
Source switch is set to BOTH minated and the airplane is at a high
HIGH, the Manual Pressurization altitude, switch the cabin pressure
Control is at the FULL INCR posi- source back to EMER. If the air-
tion and the Cabin Dump Control is plane is at a low altitude, select the
in the proper position. cabin pressure source to OFF.
If the cabin altitude is above 13,000
feet, initiate an emergency descent

September 2001
Table of Contents
CAE SimuFlite
NOTE: Allow approximately two Refrigeration Air If the annunciator remains illumi-
minutes for system purging. Conditioning Malfunction nated, land at the nearest suitable
airport. If it does extinguish, set the
The AIR COND ON light (on the Cabin Pressure Source to BOTH
REFRIG AIRCOND CONTROL NORM. If the annunciator re-illumi-
panel) indicates that the system is nates, set the Cabin Pressure Source
on. If there is a refrigeration air con- to EMER or OFF.
ditioning malfunction, select the
AIR COND to OFF and the light Cabin Air Temperature
should extinguish. If the light does If the amber CABIN AIR OVHT
not extinguish, pull the REFRIG annunciator illuminates, set the
COMPR and REFRIG BLOWER Cabin Temperature Control to MAN
CONT circuit breakers located on or AUTO and FULL COLD. When
the AFT Circuit Breaker panel. the annunciator extinguishes, adjust
Bleed Air Duct Failure the Cabin Temperature Control as
required. If the annunciator remains
Illumination of the amber BL AIR illuminated and the airplane is at a
DCT FAIL annunciator indicates a high altitude, set the Cabin Pressure
failure of the bleed air duct. Reduce Source to EMER or if the airplane is
the thrust and ensure the wing anti- at a low altitude, set the Cabin Pres-
ice is off. If the airplane is at a high sure Source to OFF. Land at the
altitude, set the Cabin Pressure nearest suitable airport.
Source to EMER. If the airplane is at
a low altitude, set the Cabin Pressure Vacuum Source Failure
Source to OFF. If there is a vacuum source failure, 5
to 10 minutes before landing, turn
the Cabin Pressure Source to OFF.

September 2001
The Beechjet 400A is powered by two JT15D-5 turbofan engines,

manufactured by Pratt & Whitney of Canada Ltd. The engines are Powerplant
enclosed in nacelles and are mounted to the airframe on pylons,
one on each side of the aft fuselage. Chapter 5L
The JT15D-5 engine is a lightweight twin spool, front fan, jet pro-
pulsion engine that has a full-length annular bypass duct. Each
engine is rated at 2,965 pounds of thrust static on a standard day
at sea level. Air enters the engine through the low-pressure com-
pressor section, passes through the fan station and the flow is split
into an outer (bypass) stream, and an inner (turbine) stream. The
outer flow passes through the annular duct and exhausts at the
rear. The inner flow is directed through an axial booster stage that
is compressed by an impeller before the flow enters the high-pres-
sure centrifugal compressor. Fuel is then mixed with the inner
flow and the mixture is burned. Expansion of the burning mixture
spins the turbines and provides energy to drive the high and low
compressor turbines. Although some of the energy drives the high
and low compressor turbines, the primary energy is directed
through the inner exhaust duct as the engine thrust component.
In addition to providing thrust, the engines also provide electrical
power for the electrical system, hydraulic power for the hydraulic
system and bleed air for the pneumatic system. The engine driven
accessories (generator, hydraulic pump, etc.) are mounted on the
accessory gearbox and are secured to the underside of the inter-
mediate engine case.
Beechjet 400A Developed for Training Purposes 5L-1

September 2001
Powerplant
CAE SimuFlite
5L-2 Developed for Training Purposes Beechjet 400A

September 2001
Powerplant
Powerplant
JT15D-5 Turbofan Engine Schematic . . . . . . . . . . . . 5L-8

Turbofan Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-9
Table of
JT15D-5 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-9 Contents
Compressor Section. . . . . . . . . . . . . . . . . . . . . . . . . . 5L-9
LP Compressor Case and Stators . . . . . . . . . . . . . 5L-10
Intermediate Case Assembly. . . . . . . . . . . . . . . . . 5L-10
High Pressure Compressor Assembly. . . . . . . . . . 5L-10
Gas Generator Case . . . . . . . . . . . . . . . . . . . . . . . 5L-10
Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . 5L-11
Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . 5L-11
Exit Ducts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-11
Turbine Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-11
HP Turbine Stator Assembly . . . . . . . . . . . . . . . . . 5L-12
Second-Stage LP Turbine Stator Assembly. . . . . . 5L-12
Third-Stage LP Turbine Stator Assembly. . . . . . . . 5L-12
Exhaust Section. . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-12
Engine Driven Accessories . . . . . . . . . . . . . . . . . . . 5L-12
Nacelles/Pylons . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-13
Cowlings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-14
Inboard Cowling. . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-14
Outboard Cowling . . . . . . . . . . . . . . . . . . . . . . . . . 5L-14
Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-14
Engine Indicating Systems . . . . . . . . . . . . . . . . . . . . . 5L-14
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-14
Fan Speed (N1) Indicating . . . . . . . . . . . . . . . . . . . 5L-15
Turbine Speed (N2) Indicating . . . . . . . . . . . . . . . . 5L-15
Interturbine Temperature Indicating (ITT). . . . . . . . . 5L-15
ITT Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-16
ITT Sensing System . . . . . . . . . . . . . . . . . . . . . . . 5L-16
Engine Vibration Monitoring System . . . . . . . . . . . . 5L-16
Accelerometer Transducers. . . . . . . . . . . . . . . . . . 5L-17
Signal Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . 5L-17
Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-17
Fuel Flow Indicating . . . . . . . . . . . . . . . . . . . . . . . . . 5L-17
Oil Temperature and Pressure Indicating. . . . . . . . . 5L-17

September 2001
Powerplant
CAE SimuFlite
Engine Oil Lubrication Schematic . . . . . . . . . . . . . . 5L-18

Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . 5L-20
Ignition System Schematic . . . . . . . . . . . . . . . . . . . . 5L-22
Engine Synchronization Schematic. . . . . . . . . . . . . 5L-22
Engine Start Schematic. . . . . . . . . . . . . . . . . . . . . . . 5L-24
Thrust Reverser Schematics . . . . . . . . . . . . . . . . . . 5L-26
Powerplant Systems . . . . . . . . . . . . . . . . . . . . . . . . . 5L-29
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-29
Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-29
Pressure Oil System . . . . . . . . . . . . . . . . . . . . . . . . . 5L-29
Scavenge Oil System . . . . . . . . . . . . . . . . . . . . . . . . 5L-29
Breather System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-29
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-30
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-30
Centrifugal Breather . . . . . . . . . . . . . . . . . . . . . . . . . 5L-30
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-31
Oil Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-31
Engine Fuel and Control System . . . . . . . . . . . . . . . . . 5L-32
Fuel Flow Indicating . . . . . . . . . . . . . . . . . . . . . . . . . 5L-32
Fuel Flow Transmitter . . . . . . . . . . . . . . . . . . . . . . . 5L-32
Fuel Flow Signal Conditioner . . . . . . . . . . . . . . . . . 5L-33
Fuel-Consumed Totalizing Indicator . . . . . . . . . . . . . 5L-33
Fuel Pump and Filter . . . . . . . . . . . . . . . . . . . . . . . . . 5L-33
Hydro-mechanical Metering Unit (HMU) . . . . . . . . . . 5L-33
Engine Electronic Control (EEC) . . . . . . . . . . . . . . . . 5L-34
Flow Divider Valve (FDV) . . . . . . . . . . . . . . . . . . . . . 5L-34
Fuel Manifolds and Nozzle . . . . . . . . . . . . . . . . . . . . 5L-35
Engine Ignition Systems . . . . . . . . . . . . . . . . . . . . . . . 5L-35
Ignition Exciter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-35
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-36
Ignition Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-36
Spark Igniter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-36
Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-36
Thrust Lever Cutoff Switch . . . . . . . . . . . . . . . . . . . 5L-36
Engine Anti-Ice Switch . . . . . . . . . . . . . . . . . . . . . . 5L-36

September 2001
Powerplant
Powerplant
Stall Warning System. . . . . . . . . . . . . . . . . . . . . . . 5L-36

Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-37
Ignition Operation Light . . . . . . . . . . . . . . . . . . . . . 5L-37
Engine Start Mode . . . . . . . . . . . . . . . . . . . . . . . . . 5L-37
Ignition Manual Mode . . . . . . . . . . . . . . . . . . . . . . 5L-37
Ignition Standby Mode . . . . . . . . . . . . . . . . . . . . . . 5L-38
Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-38
Power Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-38
Engine Synchronizer . . . . . . . . . . . . . . . . . . . . . . . . 5L-39
Starter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-40
Engine Starting Modes . . . . . . . . . . . . . . . . . . . . . . . 5L-41
Ground Starts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-41
Battery Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-41
Generator Assisted Start . . . . . . . . . . . . . . . . . . . . 5L-41
External Power Starts . . . . . . . . . . . . . . . . . . . . . . 5L-42
Air Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-42
Engine Start Controls . . . . . . . . . . . . . . . . . . . . . . . . 5L-42
Thrust Reverser System. . . . . . . . . . . . . . . . . . . . . . . 5L-43
Thrust Reverser Assembly. . . . . . . . . . . . . . . . . . . . 5L-43
Thrust Feedback System . . . . . . . . . . . . . . . . . . . . . 5L-44
Hydraulic Actuating Subsystem . . . . . . . . . . . . . . . . 5L-44
Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-44
Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-44
Actuator Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-45
Pressure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-45
Check Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-45
Restrictors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-45
Cockpit Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-45
Electrical Control System . . . . . . . . . . . . . . . . . . . . . 5L-46
Electrical Indication System . . . . . . . . . . . . . . . . . . . 5L-46
Emergency Stow Switch. . . . . . . . . . . . . . . . . . . . . . 5L-46
Normal System Function . . . . . . . . . . . . . . . . . . . . . 5L-47
Sequence of Operation . . . . . . . . . . . . . . . . . . . . . 5L-47
Engine Servicing and Procedures . . . . . . . . . . . . . 5L-49
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-49

September 2001
Powerplant
CAE SimuFlite
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-49
Engine Oil Capacity. . . . . . . . . . . . . . . . . . . . . . . . . . 5L-49
Engine Oil System Servicing . . . . . . . . . . . . . . . . . . . 5L-49
Oil Level Checking . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-49
Emergency and Abnormal Procedures . . . . . . . . . . . . 5L-49
Engine Failure During Takeoff (Below V1
and Takeoff Aborted) . . . . . . . . . . . . . . . . . . . . . . . . . 5L-50
Engine Failure During Takeoff (Above V1
and Takeoff Continued) . . . . . . . . . . . . . . . . . . . . . . . 5L-50
Engine Shutdown or Failure In Flight . . . . . . . . . . . . 5L-50
Engine Failure in Landing Configuration . . . . . . . . . . 5L-50
Engine Failure With the Autopilot Coupled . . . . . . . . 5L-51
Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-51
Low Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-51
Inadvertent Thrust Reverser Deployment During
Takeoff (Below V1 and Takeoff Aborted) . . . . . . . . . . 5L-51
Inadvertent Thrust Reverser Deployment During
Takeoff (Above V1 and Takeoff Continued) . . . . . . . . 5L-51
Inadvertent Thrust Reverser Deployment In
Flight (Unlock/Deploy Annunciator Illuminated) . . . . 5L-51
False Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-52
Air Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-52
Starter Assisted Start (Inoperative Engine) . . . . . . . 5L-52
Windmilling Start (Inoperative Engine) . . . . . . . . . . 5L-52
Thrust Reverser Arm Annunciator Illuminated
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-52
Thrust Reverser Unlock Annunciator Illuminated
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-52
High Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . 5L-53
Oil Filter Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-53
EFC Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-53

September 2001
Table of Contents
Powerplant CAE SimuFlite
JT15-5 Turbofan Engine
Beechjet 400A Developed for Training Purposes 5L-7 5L-8

September 2001
Table of Contents
CAE SimuFlite
JT15-5 Turbofan Engine

September 2001
Table of Contents
Powerplant
JT15D-5 Engine sor turbine guide vanes to the high-

pressure compressor turbine. The Turbofan
Engines
The JT15D-5 model engine is a light- turbine guide vanes ensure that the
weight twin spool, front turbofan, jet expanding gases impinge on the tur-
propulsion engine with a full-length bine blades at the proper angle, with
annular bypass duct. The low com- maximum velocity and minimum
pressor consists of a front compres- loss of energy. The still expanding
sor (fan) followed by a primary gas gases pass rearward to the two-stage
path booster stage rotor. A concentric low-pressure turbine and associated
shaft system supports the high and guide vanes, then to atmosphere
low rotors. The inner shaft supports through the exhaust duct.
the fan and booster stage and is All engine driven accessories, with
driven by a two-stage turbine sup- the exception of the N1 low-pressure
ported at the rear. The outer shaft rotor speed sensor, are mounted on
supports the high-pressure centrifu- the accessory gearbox secured to the
gal compressor and is driven by a bottom of the intermediate case. The
single-stage turbine. accessories are driven by a tower
Air entering the engine through the drive shaft geared to the high-pres-
low compressor case and fan stage is sure rotor shaft (N2), passing verti-
driven rearward through concentric cally downward through the
dividing ducts. The air at the inlet of intermediate case to mesh with a
the bypass (outer) duct passes bevel gear in the accessory gearbox.
through a row of fan exit stator vanes The N1 speed sensor is an electro-
and flows rearward to discharge magnetic pulse-type indicator
through the annular nozzle. located at the 12 o’clock position on
The inner duct features one row of the intermediate case. The proximity
inlet stator vanes immediately behind of the probe to an integral toothed
the fan, and a second row behind the wheel on the LP compressor shaft
boost rotor. The second row of stator causes a pulse to be generated as the
vanes guides primary air to the cen- shaft rotates. The impulse is con-
trifugal impeller. The high-pressure verted to an electrical signal by the
air from the impeller passes through probe, then transmitted to the EEC
a diffuser assembly, which returns via the engine wiring harness.
flow direction to axial; the air then The engine oil supply is contained
passes around the combustion cham- within the intermediate case and is
ber liner. located between the primary and
The combustion chamber liner con- bypass flow passages. The oil tank is
sists of an annular reverse flow weld- sealed at the rear by a separate dia-
ment provided with varying sized phragm cover.
perforations that allow entry of com-
pressed air. The primary combustion Compressor Section
air enters the combustion chamber The compressor section extends from
liner and mixes with fuel. Secondary the low-pressure (LP) compressor
dilution air enters the liner down- case at the front of the engine
stream to lower the temperature and through the engine intermediate case
smooth temperature peaks. and into the forward part of the gas
Fuel is injected into the combustion generator case. The compressor con-
chamber by 12 dual orifice type noz- sists of two stages, a low-pressure
zles, supplied by a dual manifold. rotor assembly (fan), associated sta-
Two spark igniters that protrude into tors, inlet guide vanes and a high-
the combustion chamber liner ignite pressure (HP) centrifugal impeller
the mixture. The resultant gases and diffuser. A compressor bleed
expand from the combustion cham- valve system is incorporated to bleed
ber liner, reverse direction, and pass high-pressure compressor air to the
through the high-pressure compres- bypass duct, under certain flight con-
ditions.

September 2001
Table of Contents
CAE SimuFlite
LP Compressor Case and The bore at the rear of the intermedi-

Stators ate case supports the No. 2 oil
The LP compressor case consists of damped ball bearing while the front
an annular stainless steel housing face of the bore supports the No. 1
with integral front and rear flanges. bearing housing assembly. The hous-
The front flange provides the means ing assembly projects rearward to
of attachment for the airframe sup- form an integral platform supporting
plied air intake cowling. the N1 sensor that extends up through
the front pad at the 12 o’clock posi-
The stator assemblies, consisting of tion on the intermediate case.
concentric inner and outer vane
rings, divide and direct the airflow High Pressure Compressor
from the LP compressor. The front Assembly
inner stator assembly has a single The high pressure compressor con-
row of 52 guide vanes directing air- sists of a single impeller, incorporat-
flow from the fan rotor onto the ing 16 full vanes and 16 splitter
booster stage. The rear inner stator vanes, an impeller shroud, and a dif-
assembly has a single row of 47 fuser assembly incorporating 24
guide vanes directing airflow tubes with integral cast exit duct.
through the intermediate case to the
high-pressure compressor. The airflow is accelerated and
directed by the impeller to the dif-
The bypass stator assembly has a sin- fuser that converts the kinetic energy
gle row of 60 equally spaced vanes generated by the impeller to high-
that direct airflow through the bypass pressure energy at low velocity. The
duct. airflow is contained within the
The annular space contained within impeller by the impeller shroud. The
the front inner and rear inner stator air leaving the diffuser passes
outer shrouds and the inner shroud of through the deflector assembly to the
the bypass stator forms a hot air anti- combustion chamber liner.
icing cavity. Forward, the impeller is attached to a
Intermediate Case Assembly stub shaft which is supported by the
No. 2 bearing. At the rear, the high-
The intermediate case assembly pro- pressure rotor shaft and the No. 3
vides passage for primary and bypass bearing support the impeller. In this
airflow through concentric annular way, the impeller also serves to link
passages. The case is the main struc- the high-pressure rotor shaft with the
tural member of the engine; it sup- stub shaft.
ports the LP compressor, the bypass
duct and the gas generator case. The Gas Generator Case
accessory gearbox is suspended from The gas generator case consists of a
the intermediate case. Primary air- cylindrical section with front and rear
flow passes through the inner pas- flanges and a one-piece weldment
sage to the HP compressor impeller, containing an inner and outer cone
while secondary airflow passes joined by a diffuser off-take section.
through the outer passage to the The front flange is bolted to the inter-
bypass duct. mediate case and the rear flange sup-
The outer wall of the primary pas- ports the low-pressure turbine stator
sage and the inner wall of the bypass support assembly. A weldment con-
passage are joined at the front and ing inward and rearward from the
diverge rearward to form an annular front flange forms the No. 3 bearing
cavity. The cavity is sealed at the rear housing at its center, and supports the
by a cover to form the engine oil impeller housing, the 24 duct diffuser
tank. The oil filler neck and transfer assembly, and the combustion cham-
tube are located at either the 4 or 8 ber large exit duct assembly. The
o’clock positions to suit the engine impeller housing provides support for
installation. the bleed valve and linkage assembly.

September 2001
Table of Contents
Powerplant
The cylindrical section of the gas tions ensure uniform temperature
generator case forms the outer hous- distribution at the HP compressor
ing for the combustion chamber turbine inlet.
liner. Outer surface bosses are pro- Exit Ducts
vided for the installation of two spark
igniters, two cabin air bleed connec- The large outer exit duct and heat
tions, one compressor discharge shield assembly reverses the gas flow
pressure outlet for the fuel system, from the combustion chamber and
one hot air outlet for the anti-icing directs it to the HP turbine stator
system and two fuel drain outlets. vanes. The heat shield forms a cavity,
which is allowed to breathe with
Combustion Section changing temperature.
The engine combustion section is The small exit duct assembly assists
comprised of the combustion cham- the large exit duct assembly in
ber liner and the small and large exit diverting the gas flow to the HP tur-
ducts. The large exit duct is secured bine stator vanes. It also forms the
at the forward end of the gas genera- housing for the HP turbine stator
tor case. The small exit duct locates assembly and the HP turbine shroud
with the high-pressure turbine stator segments.
assembly and the LP turbine stator
support assembly. The forward end Turbine Section
of the combustion chamber liner The engine incorporates a single-
locates with the small and large exit stage HP turbine and a two-stage LP
ducts, whereas the rear end is located turbine, both arranged as a two-spool
by support pins entered from the LP concentric shaft system. The LP tur-
turbine stator support assembly. bine drives the LP compressor
Compressor discharge air is directed through a common inner shaft and
from the diffuser section and dis- the HP turbine drives the HP impel-
charges into the combustion chamber ler through the outer shaft.
through metered holes, where it is Each turbine stage is preceded by an
mixed with fuel from the manifold inlet guide vane assembly that directs
and ignited. The expanding gases the gas flow to the turbine blades at
flow forward into the exit duct where an angle that ensures the turbines are
they are turned inward through 180 driven with maximum efficiency.
degrees, then through the HP turbine The turbine disk faces and the high-
stator vanes to the HP turbine. pressure inlet guide vanes are air-
Combustion Chamber cooled by HP compressor (P3) dis-
charge air.
The reverse-flow combustion cham-
The HP turbine rotates within a seg-
ber liner is contained within the gas
mented shroud assembly. The HP
generator case. Twelve fuel nozzle
turbine blades, together with the pre-
adapters are inserted equally around
ceding inlet guide vanes, are located
the domed end of the liner through at the combustion chamber exit in the
floating washer housing assemblies. gas generator case. The low-pres-
Two similar housings at the 5 and 7 sure two-stage turbine assembly is
o’clock positions provide for inser- positioned immediately to the rear of
tion of spark igniters. The floating the HP turbine.
housings allow liner expansion and
contraction during engine operation. The gas flow from the combustion
chamber is directed to, and expands
A series of perforations allows air to through, the HP turbine, to rotate the
enter the liner in a manner designed HP rotating assembly. The dis-
to provide the best fuel/air ratios for charged gases next expand through
engine starting and sustained com- the two-stage LP turbine, to rotate
bustion with minimum exhaust the LP rotating assembly and are
smoke. Airflow direction is con- then are vented to the atmosphere
trolled by cooling rings. The perfora- through the exhaust system.

September 2001
Table of Contents
CAE SimuFlite
HP Turbine Stator Assembly ond and third-stage LP turbine disks

The HP turbine stator assembly con- and forms part of the low pressure
sists of 14 vanes located between the turbine rotor balancing assembly.
combustion chamber exit ducts and Exhaust Section
the high-pressure turbine. The vanes The exhaust section (Figure 5L-1)
ensure that the expanding gases are combines the primary gas path and
directed to the high-pressure turbine
the bypass air exhaust and directs
blades at the optimum angle to drive
them into the atmosphere. This equal
the turbine. The vanes are cooled
using compressor delivery (P3) air and opposite reaction force propels
that is passed through the vanes to the aircraft forward.
exit into the gas path through holes in Engine Driven Accessories
the trailing edges.
All engine-driven accessories, except
Second-Stage LP Turbine the N1 (LP compressor) speed sen-
Stator Assembly sor, are mounted on the accessory
The LP turbine stator assembly con- gearbox that is located on the bottom
sists of a stator assembly and an of the intermediate case.
inner baffle assembly. The stator Gearbox-mounted accessories are
assembly is housed in and secured driven by a vertical drive shaft that is
by the LP turbine stator support geared to the HP compressor rotor.
assembly and consists of 47 vanes. The drive shaft passes through a strut
The front of the outer extension fits at the 6 o’clock position on the inter-
into the high pressure turbine shroud mediate case and is splined at both
housing, while the rear extension of ends to engage bevel gears. The
the outer platform forms the first LP upper bevel gear meshes with the
turbine shroud. bevel gear on the HP compressor
The interstage baffle assembly is rotor shaft and the lower bevel gear
supported by the inner circumfer- meshes with the bevel gear on the
ence of the stator assembly. It pre- starter-generator drive shaft in the
vents dissipation of gas heat to the accessory gearbox.
faces of the turbine disks and incor- Two N2 speed sensor units, located in
porates a flexible air seal which pre- the accessory gearbox case (LH
vents ingestion of hot gases. side), generate electrical pulses when
Third-Stage LP Turbine Stator the teeth of the oil pump drive gear
Assembly pass closely to the sensor pole pieces.
The third-stage LP turbine stator An accessory starter-generator
assembly is located between the sec- mounts on the starter-generator pad
5L-1

September 2001
Table of Contents
Powerplant
of the housing, to provide and ers, brackets, and a duct assembly for
receive drive by means of a coupling the surface anti-icing system. The
to the gearbox main shaft assembly. cowling consists of the inboard upper
The fuel pump mounts on a pad and lower doors and the outboard
located on the right of the gearbox upper and lower doors. The tail cone
cover. The left-hand pad is spare and assembly is constructed of outer CAUTION: There are three classes
provides for the mounting of an air- skins, frames, joiners, a tail duct
of tail duct assemblies which are
frame accessory e.g., hydraulic pump assembly, and a tube assembly for
(Figure 5L-2). engine anti-icing bleed air. The tail matched to the engine N1 rating. The
duct assembly is installed inside the correct tail duct assembly must be
The spare pump gear drives a spur installed.
gear, which, in turn, drives the oil aft end of the tail cone assembly and
(pressure and scavenge) pump secured with screws.
assembly mounted on the left-hand Firewalls are constructed of frames
side of the housing. A pad (normally and the inboard upper and lower
blanked off) at the front of the oil cowling. The firewalls are stainless
pump assembly provides for installa- steel. A piccolo tube is installed on
tion of a test high-pressure (N2) com- the intake duct assembly for the anti-
pressor rotor tachometer. icing system.
Nacelles/Pylons Each pylon consists of the forward,
middle and aft pylon assemblies. The
A nacelle is located on each side of forward pylon assembly is con-
the aft fuselage. Included are the left structed of skin, angle, ribs, retainers,
and right engine pylons. The forward seals, splice and scoop assembly. The
and aft engine carry-through beams middle pylon assembly is con-
extend through the fuselage to sup- structed of skins, angles, ribs, a fit-
port the pylons and engines. The for- ting assembly, brackets, retainers,
ward engine support fitting is panels, seals and a firewall rib
installed at each end of the forward assembly. The aft pylon assembly is
engine carry-through beam. The aft constructed of skins, angles, ribs, NOTE: The engine mounts are
engine support fitting is installed on retainers and seals. The firewall rib
the firewall rib of the middle pylon installed on the support fittings of
assembly is constructed of a rib, rein- the pylon. The intake duct and tail
assembly. The forward engine mount forcers, brackets, doublers, plumbing
is joined with the forward engine cone assemblies are bolted on the
and seals. The firewall rib and brack-
support fitting. The aft mount is ets are stainless steel. forward and aft engine flanges.
joined with the aft engine support fit-
ting that is supported by the forward Cowlings
and aft engine carry-through beams The engine cowling consists of four
and the fuselage frame. removable sections that enclose the
Each nacelle consists of the intake engine by forming the midsection of
duct assembly, cowling, and tail cone the nacelle. The nacelle protects the
assembly. The intake duct assembly engine accessories from dust, etc.,
is constructed of outer skins, splices, and provides a smooth contour for
inner skins, frames, doublers, stiffen- airflow around the engine during
5L-2

September 2001
Table of Contents
CAE SimuFlite
flight. The nacelle consists of an aft point. At each mounting position

intake duct assembly, a bypass outlet (engine mount), an isolator is fitted
duct assembly (tail cone), the over the pin between the engine and
inboard upper and lower cowling, pylon to reduce vibration transfer to
and the outboard upper and lower the airframe. The rear mount fitting,
cowling. with a vibration isolating unit, is
Inboard Cowling bolted to the pylon. The forward
mount fittings, upper and lower
The inboard cowling covers the (each with an isolator), are bolted to
inboard portion of the engine, and the engine.
extends from the intake duct assem-
bly to the bypass outlet duct assem-
bly. It is made up of two separate
Engine Indicating
sections, the inboard upper cowling Systems
and the inboard lower cowling. The
inboard cowling is held in place by The engine indicating systems pro-
screws and camloc stud fasteners. vide the visual indications of engine
Outboard Cowling performance throughout the engine's
operating range. The instruments,
The outboard cowling encloses the located on the instrument panel, are
outboard portion of the engine, and arranged according to the impor-
extends from the intake duct assem- tance of each indication. The engine
bly to the bypass outlet duct assem- indicating systems consist of the dial
bly. It is made up of two separate indicators and warning/annunciators.
sections, the outboard upper cowling
and the outboard lower cowling. The Power
outboard cowling sections are held in Indications relating to power or
place by camloc stud fasteners. An thrust are fan speed (N1) and turbine
oil filler access door (Figure 5L-3) speed (N2) percentage displays for
is installed in the outboard upper
cowling section for servicing the each engine. The operation and
engine oil system. A cover assembly instrumentation of the two systems
is fitted to the outboard lower cowl- are quite similar. Each system con-
ing. Ports from the engine drain sists of two indicators (LH and RH)
tubes and overboard breather tube, and two tach-generators (LH and
protrude through the cover assembly RH). The power indicating system is
in the outboard lower cowling. These interfaced with the engine synchro-
drain tubes and ports provide over- nizing system.
board venting for the engine drain Fan Speed (N1) Indicating
and breather systems.
The fan speed (N1) indicating system
Engine Mounts consists of an indicator and speed
Each engine is attached to the air- sensor for each engine. The N1 speed
frame at two forward points and one sensor is located on a platform that is
5L-3

September 2001
Table of Contents
Powerplant
an integral part of No. 1 bearing graduation. The digital display has
housing. The fan speed indicator is a display range 00.0 to 110.0% RPM.
dual display type, pointer and digital An indication of 100% corresponds
display installed on the instrument to a turbine speed of 32,760 RPM. A
panel (Figure 5L-4). The pointer synchronous motor in the indicator
dial has an arc scale from 0 to 110% operates on a pulsating electromag-
RPM with 5% RPM minimum grad- netic frequency (EMF) from the
uations. The digital display has dis- speed sensor. The indicator uses 5V
play range 00.0 to 110.0% RPM. An DC airplane lighting power and 28V
indication of 100% RPM corre- DC for operating voltage.
sponds to a fan speed of 15,900
RPM. The indicator utilizes 5V DC Interturbine Temperature
airplane lighting power and 28V DC Indicating (ITT)
for operating voltage. The N1 setting Each interturbine temperature (ITT)
indexer is installed on the main indicating system consists of an indi-
instrument panel (Figure 5L-5). cator and an engine harness with
This indexer is set by the flight crew probes and thermocouples. A harness
as a reminder for optimum flight per- connects the thermocouple probes
formance based on airplane flight comprised of the front group which
manual performance data. It is measures fan air temperature (T1)
thumb-wheel operated with no elec- and the rear group that measures tur-
trical connection to the fan speed bine temperature (T6). A simulated
indicating system. interturbine temperature (T5) read-
out is computed by adding three
Turbine Speed (N2) Indicating times the air temperature rise across
The turbine speed (N2) indicating the bypass duct to the exhaust tem-
system consists of an indicator and perature and adjusting this tempera-
N2 speed sensors for each engine. ture range through a variable resistor.
By sensing the inlet and outlet tem-
The N2 speed sensor is mounted on peratures of the bypass air stream,
the engine accessory gearbox (Fig- rise in air temperature through the
ure 5L-6). The turbine speed indica- bypass duct can be established by
tor is a dual-display-type, pointer and subtracting inlet temperature from
digital display (Figure 5L-7). The outlet temperature. This is accom-
pointer dial has an arc scale from 0 to plished through the T1 probes and, as
110% RPM with 5% RPM minimum each probe contains three thermocou-
5L-4 5L-5
5L-6 5L-7

September 2001
Table of Contents
CAE SimuFlite
ples connected in series, rise in tem- indicator has an arc scale which is
perature is multiplied by three to expanded in the critical area of
provide the required readout. The T6 600°C to 900°C. The total scale
thermocouple probes are connected range is 0°C to 1,000°C. The LH ITT
in parallel through the wiring harness indicator receives 28V DC system
to provide an average exhaust tem- power from the emergency bus while
perature and, with the T6 and T1 har- the RH receives 28V DC from the
nesses connected in series, a total RH load bus. Both ITT indicators
readout of T6 plus three times the rise receive 5V DC lighting power from
in bypass air temperature is provided the lighting system.
as the output signal. This signal is ITT Sensing System
supplied to the indicator. The voltage
signal, proportional to ITT, is sent to The ITT sensing system is a
the indicator signal conditioner and chromel-alumel thermocouple trans-
compensated by a cold junction com- mitting system. The engine thermo-
pensator. This compensated voltage couple/harness is provided by the
is applied to the torque motor through engine manufacturer. The wiring
the expanded-scale-function genera- from the engine thermocouple har-
tor and amplifier in the indicator. The ness to the airframe, including the
pointer and rebalance potentiometer indicator, is airplane-related equip-
are mechanically connected to the ment.
torque motor. The amplifier provides
a voltage amplification of the error
Engine Vibration
signal feedback by the rebalance Monitoring System
potentiometer. This signal drives the An engine vibration monitoring sys-
servo to its null position. A null tem is utilized to monitor left and
occurs when both the rebalance right engine vibration during opera-
potentiometer and conditioned input tion. The system consists of two
signal are equal in amplitude. accelerometer transducers, a dual
ITT Indicator channel signal conditioner, a dual
pointer indicator, special low noise
Two indicators, installed on the main cables and connectors. The system is
instrument panel (Figure 5L-8), composed of two separate and inde-
display the interturbine temperature pendent channels, each electrically
(ITT) in degrees centigrade. Each isolated from the other with separate
5L-8

September 2001
Table of Contents
power and vibration inputs. Operat-

ing power (28V DC) for each chan-
Indicator Engine Oil
The indicator provides two indica- Lubrication
nel is supplied from the respective tions of vibration (Figure 5L-9).
LH and RH load buses through the
The indicator is a dual-moving-coil
LH or RH VIB circuit breaker.
indicator which operates proportion-
Accelerometer Transducers ally to the input signal and indicates
by means of two pointers. Its dial has
Two piezoelectric accelerometers
two scale ranges 0 to 10. The indica-
are utilized as the transducers which
tor lighting power is supplied by the
sense vibration and develop a pro-
airplane 5V DC lighting system.
portional electric charge. This
charge is converted to an electric Fuel Flow Indicating
current in the signal conditioner. The
accelerometer also incorporates spe- Refer to the Engine Fuel and Control
cial internal damping to prevent res- System in this chapter for a descrip-
onance mode failure. tion of the engine fuel flow indicat-
ing.
Signal Conditioner
The dual-channel signal conditioner Oil Temperature and
is a solid state component. The sig- Pressure Indicating
nal conditioner receives an electrical
Refer to the Lubrication System in
charge proportional to the engine
this chapter for a description of the
vibrating acceleration from the
engine oil temperature and pressure
accelerometer and transforms it into indicating.
a linear DC current proportional to
the engine vibration velocity. Failure
of one channel will not affect the
operation of the other.
5L-9

September 2001
Table of Contents
CAE SimuFlite
Engine Oil Lubrication

NO. 2 BEARING
OIL TANK VENT
FILLER NECK
LEGEND STRAINERS
OIL JET STRAINER

PRESSURE OIL NO. 1 BEARING
NO. 4 BEARING
BYPASS OIL
SCAVENGE OIL
STATIC
SCREEN
NO. 3 BEARING
TRAINER NO.3 1/2
BEARING
CHECK VALVE STRAINER

TYPICAL
PRESSURE BYBASS
OIL TANK
PRESSURE
REGULATOR
VALVE
OIL FILT
BYPASS GEARBOX SCAVENGE BREATHER
SW ADAPTER
ACCESSORY GEARBOX
STRAINER ELEMENT
OIL PUMP
TYPICAL
ASSEMBLY RETURN TO TANK
OIL
SCAVENGE NO.4 BEARING
COOLER
DRAIN
R O FLTR
OIL PRESS INDICATOR OIL BYPASS
X 10
15 15 R H PMP
10 °C PSI
10 PRESS LO
OIL PRESS SW 5
B4TM-PP002i
5 R OIL
0
OIL TEMP TRANSMITTER -5 0 PRESS LO
T P R FUEL
PRESS LO
TO BEARING NO.4 & NO.3 1/2

September 2001
Table of Contents
Fuel
System

September 2001
Table of Contents
CAE SimuFlite
Fuel System
ENGINE ELECTRICAL
CONTROL
PRIMARY
IGNITER
SECONDARY
EXCITER
PRIMARY LINE
AUTO SECONDARY LINE
STARTER GENERATOR SHUTOFF
VALVE
LEGEND
OIL COOLER P3 FUEL FLOW
INDICATORS FUEL
OIL IN FLOW (LBS/HOUR)
DIVIDER SIGNAL FROM THE RETURN
CONDITIONER OTHER ENGINE
OIL OUT
HI PRESSURE FUEL
CONSUMED LOW PRESSURE FUEL
FUEL
P3 AIR
FUEL FLOW
TRANSMITTER
LF/V
OPEN
LF/V
CLOSE
FILTER VENT
DRAIN
MIN PRESS
VALVE
BOOST PUMP
HP
RELIEF
HP PUMP
MOTIVE
FLOW
L WG TK
OV PRESS
L OIL
PRESS LO
LH ENG
HMU FIRE
B4TM-PP003I
L F FLTR L FUEL
BYPASS PRESS LO PUSH

September 2001
Table of Contents
Powerplant
Ignition System
IGNITER PLUGS
IGNITION
EXCITER
IGNITION NOTES:
LIGHT
1 AIRPLANE NOT MODIFIED
BY KIT 128-3055-3
1 2 AIRPLANE MODIFIED
BY KIT 128-3055-3
LEGEND
CUTOFF IDLE
NORMAL POWER
THRUST LEVER STANDBY CIRCUIT

SWITCH 2
START CIRCUIT
28 V DC PATH
IGNITION
CONTROL HIGH VOLTAGE PATH
START
CONTROL
STALL
ANTI-ICE WARN
IGNITION IGNITION
IGNITION ON
SWITCH
OFF
STBY
BATTERY CHARGE BUS
RIGHT DC LOAD BUS (RIGHT ENGINE) (LEFT ENGINE) EMERGENCY BUS
B4TM-PP004I

September 2001
Table of Contents
CAE SimuFlite
Engine Synchronization
FUEL CONSUMED LBS FUEL FLOW
SIGNAL
CONDITIONER
LEFT ENGINE RIGHT ENGINE N1 SPEED SENSOR

INDICATORS INDICATORS
EFC
N2 SPEED SENSOR
FUEL FUEL
20 FLOW 20 FLOW
18
PPH
18
PPH IGNITER
16 X 100 16 X 100
14 0 14 0
12 2 12 2
10 4 10 4
8 6 8 6
RIGHT
ENGINE EXCITER
ENG SYNC ON
X1 X1
OFF
11 0 11 0
10 TURB 10 TURB
FAN TURBINE
9 % RPM 2 9 % RPM 2
8 X 10 3 8 X 10 3 GEAR OIL FUEL FLOW
7 6 5 4 7 6 5 4 BOX FUEL COOLER DIVIDER VALVE
ENG
SYNC PUMP
SWITCH FROM
FUEL FLOW STARTING
TRANSMITTER SYSTEM
HYDROMECHANICAL
METERING UNIT
X1 X1
11 0 11 0
10 FAN 1 10 FAN 1
9 % RPM 2 9 % RPM 2
8 X 10 3 8 X 10 3
7 6 5 4 7 6 5 4
LEFT
ENGINE
LEGEND
ELECTRICAL LINE
MECHANICAL LINE
RIGHT LEFT
THRUST THRUST
LEVER LEVER
BJ4TM-PP005I

September 2001
Table of Contents
Engine
Start

September 2001
Table of Contents
CAE SimuFlite
Engine Start
TO BATTERY TO LEFT
SWITCH ENGINE START ENGINE START
DISENGAGE SELECT
BUTTON SWITCH TO IGNITION
SWITCH
EMERGENCY BUS
RIGHT LOAD BUS
BATTERY ENGINE
STANDBY ANTI-ICE
START
BUTTON IGNITION
LEFT STANDBY STALL

START BUS BOOST PUMP
EXTERNAL POWER STARTER ON OR ARM WARNING
RELAY
ON
RIGHT LEFT GCU
STARTER
RIGHT STARTER RELAY OFF
ON
GENERATOR LEFT 2 STANDBY OR ON
ENGINE STARTER
ELECTRONIC RELAY 1
CONTROL
1 AIRPLANES NOT MODIFIED

BY KIT 128-3055-3.
2 AIRPLANES MODIFIED
BY KIT 128-3055-3. LEGEND
FUEL
TO THRUST RETURN
LEVER
HI PRESSURE FUEL
LOW PRESSURE FUEL

LEFT STARTER
GENERATOR SHUTOFF VALVES P3 AIR
P3
CUTOFF
SECONDARY PRIMARY SWITCH
OIL
COOLER
IN FLOW
DIVIDER VENT
OUT
VALVE FUEL FILTER LINE
FUEL
FUEL FLOW FLOW FUEL FEED LINE
TRANSMITTER INDICATOR
FILTER FUEL FILTER BOOST

BYPASS VALVE
PUMP
HYDROMECHANICAL FUEL PUMP
METERING UNIT
FUEL MOTIVE LINE
JET PUMP
B4TM-PP006I

September 2001
Table of Contents
Thrust
Reverser
System

September 2001
Table of Contents
CAE SimuFlite
Thrust Reverser System
LEGEND
L TR ARM R TR ARM PRESSURE LINE
LEFT L TR PUSH R TR PUSH RIGHT UNLOCK UNLOCK
EMERGENCY EMERGENCY RETURN LINE
STOW STOW DEPLOY DEPLOY
SWITCH EMER STOW EMER STOW SWITCH MECHANICALLY LINKED LINE
ELECTRICAL CIRCUIT
RESTRICTOR
THRUST REVERSER
CONTROL BOX
PRESSURE SWITCH
LEFT RIGHT
REVERSER REVERSER
LEVER LEFT RIGHT LEVER
CONTROL CONTROL
VALVE VALVE
TO HYDRAULIC
PACKAGE
LEFT STOW
THRUST
INTERLOCK
SOLENOID RIGHT
THRUST
INTERLOCK
SOLENOID
LEFT RIGHT
ENGINE ENGINE
STOW STOW STOW STOW
PORT PORT PORT PORT
LEFT RIGHT
DEPLOY ISOLATION ISOLATION DEPLOY
VALVE VALVE
DEPLOY
DEPLOY DEPLOY PORT DEPLOY
PORT PORT PORT
LEFT RIGHT
GROUND GROUND
SAFETY SAFETY
SWITCH SWITCH
ACTUATOR ACTUATOR ACTUATOR ACTUATOR

ROD ROD ROD ROD
LEFT THRUST RIGHT THRUST

REVERSER REVERSER
DEPLOY DEPLOY
LIMIT SWITCH LIMIT SWITCH
LEFT THRUST
REVERSER RIGHT THRUST
STOW LIMIT REVERSER
SWITCH STOW LIMIT
SWITCH
BJ4TM-PP007I

September 2001
Table of Contents
Thrust
Reverser

September 2001
Table of Contents
CAE SimuFlite
Thrust Reverser
THRUST REVERSER
CONTROL BOX
GEAR
PCB REVERSER LEVER
THRUST
INTERLOCK
SYSTEM
ISOLATION CONTROL
VALVE VALVE
GEAR
PCB
DEPLOY LIMIT SWITCH
B4TM-PP010i
September 2001
Table of Contents
Powerplant
Lubrication System An external transfer tube routes oil to

a boss located in the 5 o’clock posi- Powerplant
Systems
The engine oil system is a closed- tion at the rear of the engine, and an
cycle oil system whose major com- internal transfer tube takes the oil to
ponents are the oil tank, pressure the No. 4 bearing housing. In the No.
pump, scavenge pump, filter and 4 bearing housing, part of the oil is
screens, check valves, bypass valves, passed through two calibrated lubri-
cooler, plumbing and galleys. The oil cation nozzles that spray the No.4
access door on each nacelle provides bearing cage and rollers. Pressure oil
access to the oil filler cap and oil is also directed through a central port
filler neck. The engine should only in the bearing housing cover directly
be serviced with oil meeting the into the intershaft oil transfer tube.
requirements of Pratt Whitney Can-
ada Service Bulletin No.7001. If the A second external transfer tube
oil system should become contami- routes oil to a boss in the 4 o’clock
nated, it should be drained, flushed position on the intermediate casing,
and filled with approved engine oil. to provide lubrication for the Nos. 1,
The system capacity is 2.03 US gal- 2 and 3 bearings.
lons. Each engine oil system is moni- An internal transfer tube located
tored by two separate methods between the oil filter housing and the
(pressure and temperature) with indi- accessory gearbox routes pressure oil
cators mounted in the instrument to the gearbox for gearbox bearing
panel. There are also two warning lubrication.
systems (oil filter bypass and low oil
pressure) with lights in the annuncia- Scavenge Oil System
tor panel. Refer to the appropriate The function of the scavenge oil sys-
Pratt Whitney Canada Maintenance tem is to return used oil to the tank.
Manual for a more complete descrip- This is achieved by allowing the oil
tion of the oil system. from Nos. 1, 2, 3 and 3-1/2 bearings
Oil Tank to drain into the accessory gearbox.
The No.4 bearing scavenge oil is
The oil tank is an integral part of the pumped by a separate pump element
intermediate case. The tank is pro- in the oil pump assembly.
vided with an oil filler-neck, dipstick
and cap assembly, which can be The scavenge oil returns to the acces-
mounted to either side of the interme- sory gearbox and collects in a sump
diate case. The oil level in the tank is at the bottom of the housing. Sump
equal to the level in the filler-neck oil is pumped out by a separate and
and is indicated by the dipstick. The larger scavenge pump element. This
tank vents to the intermediate case. pump element returns gearbox-scav-
enged oil to the oil tank. Scavenge oil
Pressure Oil System is returned to the oil tank through an
Oil drawn from the tank by the pres- external transfer tube on the left-hand
sure oil pump element is ducted side of the engine.
through a check valve to the pressure
relief valve inlet of the oil filter Breather System
assembly. The oil is then passed Breather air from the engine bearing
through the oil cooler, which is compartments and from the acces-
mounted on the oil filter housing and sory gearbox is vented overboard
the filter element, which, in the event through an impeller-type centrifugal
of clogging, is bypassed by a valve. breather installed in the accessory
Oil pressure in excess of specifica- gearbox. The bearing compartments
tion pressure at the oil filter outlet are connected to the accessory gear-
opens the pressure-regulating valve box by cored passages and existing
and some of the oil is bypassed and scavenge oil return lines.
ducted externally through a second
check valve to the oil pressure pump
inlet.

September 2001
Table of Contents
CAE SimuFlite
Oil Pump not running and also allow oil sys-

tem components, such as the oil fil-
Pressure oil is circulated from the
ter and external transfer tubes
integral oil tank through the engine
downstream of the check valves, to
lubrication system by the oil pump
be removed for servicing without
pressure spur gears. The oil pump
draining the oil tank.
scavenge spur gears operate to pump
scavenge oil from the accessory A spring-loaded piston-type valve
gearbox and the No. 4 bearing hous- that operates in a ported sleeve regu-
ing to the tank via a boss at the top lates engine oil pressure. The valve
left engine mount pad. senses oil pressure downstream of
the filter and all excess oil in excess
The oil pump assembly is mounted
of the regulated pressure is returned
on and driven by a gear in the acces-
directly to the tank.
sory gearbox (Figure 5L-10). The
oil pump housing incorporates a Centrifugal Breather
drain plug for draining the oil tank,
which must be accomplished before Air from the engine bearing com-
the pump assembly is removed. partments and the accessory gearbox
is extracted from the air/oil mist and
Oil Filter vented overboard through the impel-
ler-type centrifugal breather. The
The oil filter housing assembly is
breather is mounted on the main
mounted on the accessory gearbox
shaft assembly of the gearbox. The
(Figure 5L-11), on the right side of
pressure difference between the air
the engine. The housing contains the
in the gearbox and the ambient
10-micron oil filter that may be
atmosphere causes the air/oil mist in
cleaned and reused. Oil passes from
the gearbox to flow radially inward
the outside of the filter to the center
through the impeller. As the mist
and then out through the housing at
passes through the impeller, the oil
the top. In the event that the oil filter
particles adhere to the vanes and are
becomes blocked, the bypass valve
thrown radially outward by centrifu-
in the housing will open, allowing
gal force. The relatively oil free air
unfiltered oil to pass through to the
passes through the hollow main shaft
engine. A plug at the bottom of the
to a breather adapter, mounted at the
cover allows the filter assembly to
rear on the gearbox cover. An air-
be drained before removal.
frame-supplied overboard vent line
The two check valves in the system must be connected to the gearbox
close under spring loading to prevent breather adapter.
gravity oil flow when the engine is
5L-11
5L-10

September 2001
Table of Contents
Powerplant
Oil Cooler The temperature indicator has a scale

reading from -50°C to 150°C. There
The oil cooler is secured to the oil
is a red radial mark at 121°C and a
filter and relief valve housing (Fig-
red and white triangle at 135°C.
ure 5L-12) located on the interme-
There is a yellow indicator arc from -
diate case at the right-hand lower
40°C. to 10°C. The green arc for the
side of the engine. The cooler is
temperature indicator is from 10°C
essentially an oil-to-fuel heat
to 121°C. The oil pressure indicator
exchanger and is considered ade-
receives its electrical power from the
quate to handle all the cooling
26V AC 400 Hz Shed Bus through
requirements of the engine. For this
the circuit breaker in the forward cir-
reason it is not necessary to install an
cuit breaker panel. The power to
oil cooler in the airframe.
operate the temperature indicators
The oil cooler consists of an assem- comes from the right (or left) load
bly of passages for oil flow sur- bus through the circuit breakers in
rounding a separate fuel flow the forward circuit breaker panel.
chamber core. Hot engine oil is The instrument lights receive their
channeled through passages sur- power from the 5V DC airplane
rounding the fuel chamber core. lighting system.
Pressure fuel from the HMU circu-
The oil pressure transmitter is of the
lates through the tubes within the
reluctance type. The oil temperature
core and absorbs heat from the
transmitter is of the resistance type.
engine oil through the core walls.
The indicators use bridge circuits
During the heat exchange, engine oil
within the indicator to compare with
is cooled before it is distributed back
the incoming signals to produce
into the engine bearings and the
indicator movement. Each engine
accessory gearbox.
has two warning annunciators to
Oil Indicating indicate an oil system malfunction.
The R (or L) O FLTR BYPASS
Each engine is monitored by one annunciators (Figure 5L-14) indi-
indicator with dual pointers (Figure cates the oil filter is clogged and the
5L-13), one pointer for oil tempera- oil is bypassing the filter. The R (or
ture and the other for oil pressure. L) OIL PRESS LO annunciators
The indicator ranges in scale from 0 (Figure 5L-15) indicate the oil
to 150 PSI with red radial marks at pressure at the oil filter is low
40 and 83 PSI and a red triangle at (below 37 ±2 PSI) and the engine
150 PSI. The engine should not be should not be operated. The oil indi-
run with less than 40 PSI, or more cating transmitters and warning
than 83 PSI oil pressure. switches are located on the lower,
forward, right hand side of the
engine.
5L-12 5L-13
5L-15
5L-14

September 2001
Table of Contents
CAE SimuFlite
Engine Fuel and Fuel Flow Indicating

Control System The engine fuel flow rate indicating
system is provided for both engines
The engine fuel distribution system and consists of two transmitters, two
is comprised of fuel feed lines, flow indicators, a fuel flow signal
hydromechanical metering unit conditioner and a fuel consumed
(HMU), flow divider valve, noz- totalizer indicator. Two fuel flow
zles, manifolds and motive flow indicators, located on the main
instrument panel (Figure 5L-16),
pressure lines.
are utilized to display fuel flow in
Fuel feed lines supply fuel to the pounds per hour. The indicator's 500
engines. After routing through the microampere (DC), full deflection
HMU, the fuel returns as motive ammeters are illuminated by the 5v
flow to the jet pump that raises the dc airplane instrument lighting
power. The fuel flow indicator has
pressure of the fuel to a level capable an arc scale from 0 to 2,000 lb./hr.
of gathering and supplying fuel even
during low fuel conditions. Fuel Flow Transmitter
If a fire breaks out in either engine A fuel flow transmitter is located on
area, the materials used in the con- the forward right side of each
engine. The fuel flow transmitter has
struction of the firewall, hoses, fit- a turbine fuel flow-rate sensor and a
tings and lines are capable of resistance-bulb-type temperature
withstanding the excess temperature sensor.
until the fire extinguishing system
The turbine fuel flow-rate sensor
can be activated.
provides a frequency signal repre-
The engine fuel supply is controlled senting the volumetric flow rate and
by a Hydromechanical Metering the temperature sensor provides a
Unit (HMU) supervised by an varying resistance signal to compen-
Engine Electronic Control (EFC) sate for fuel density. Both of these
and a flow divider valve (FDV). The signals are electrically combined in
HMU determines the proper fuel the fuel flow signal conditioner and
schedule for engine steady-state a DC level, true mass, flow signal is
operation, acceleration and decelera- supplied to the indicator which dis-
tion. The FDV separates the metered plays fuel flow in pounds per hour.
fuel flow from the HMU between The transmitter, which supplies an
the primary and secondary fuel man- electrical signal to the fuel flow sig-
ifolds. It also provides the minimum nal conditioner, has two functions.
back pressure on the fuel control that The first is sending frequency sig-
is required for proper metering head nals proportional to the rate of fuel
regulation. A dump valve, sensitive flow through the transmitter. The
to primary manifold flow, serves to other function is sending a signal to
drain both manifolds overboard after compensate for the variations in the
shutdown. fuel density due to the temperature
changes of the fuel flowing through
the transmitter.
5L-16

September 2001
Table of Contents
Powerplant
Fuel Flow Signal Conditioner it to unseat, allowing unfiltered fuel
to enter the pump element. Similarly,
The signal conditioner is a dual
obstructions to the discharge filter
channel type and receives 28v dc
will open the bypass valve allowing
system power from the LH and RH
pump delivery fuel to bypass the fil-
LOAD BUSes respectively. The
ter. At the same time, a pressure
conditioner adds left and right sig-
switch on the filter will illuminate
nals in order to supply a pulse cur-
either the L or R FLTR BYPASS
rent to the fuel-consumed totalizer
annunciator (Figure 5L-18).
indicator. One fuel flow signal con-
ditioner, located in the aft cabin Pressure switches will illuminate the
compartment, senses two signals appropriate L or R FUEL PRESS
from each transmitter and provides LO annunciator (Figure 5L-19), if
analogue current to the indicators. any decrease in fuel pressure is
sensed. The pressure switch will also
Fuel-Consumed Totalizing activate the boost pump if the boost
Indicator pump switch is in AUTO.
A fuel-consumed totalizer indicator,
located on the main instrument panel Hydromechanical
(Figure 5L-17), provides a digital Metering Unit (HMU)
display of the consumed fuel. This is The HMU (Figure 5L-20), in con-
a total of the fuel consumed by both junction with an engine electronic
engines. control (EEC), provides fuel sched-
uling for engine operation at all alti-
Fuel Pump and Filter tudes.
The engine-driven fuel pump is The engine control linkage installa-
mounted on and driven from the tion consists of a pilot’s single power
engine accessory gearbox. It is a lever on the cabin control pedestal
two-stage low-pressure and high- that imparts a push-pull action to the
pressure pump. The pump housing rotary valve in the HMU. The single
contains a 74-micron inlet screen lever action provides an engine oper-
with an internal bypass feature, and ating range from cutoff to full
a 10-micron disposable element dis- power.
charge filter with a bypass valve.
The metering section of the HMU
Should the inlet screen on the pump, consists of a variable area rotary
become restricted, the increased pres- valve, positioned by the pilot’s
sure drop across the screen will cause power lever.
5L-17
5L-18
5L-20
5L-19

September 2001
Table of Contents
CAE SimuFlite
High-pressure fuel from the engine- Once the processor has converted all
driven fuel pump enters the HMU input data into digital form, it will
passing through a combination ejec- perform the necessary computations
tor/high pressure relief valve. This and then output appropriate control
valve establishes required pump out- and/or fault signals to the output cir-
put and returns flow in excess of cuitry. The EEC outputs are to the
engine-computed requirements to fuel flow torque motor located in the
the ejector valve. HMU (changes in the torque motor
input current alter the HMU fuel
Engine Electronic Control flow schedule), output to EEC fault
(EEC) to inform the pilot that the EEC has
The EEC is a limited authority con- sensed a fault within itself, output to
trol working in conjunction with the the reversion lamp to inform the
HMU to schedule fuel flow to the pilot that the EEC is no longer con-
engine. Located on top of the LP trolling the HMU torque motor and a
compressor and intermediate cases number of test mode outputs for trim
(Figure 5L-21), it is a microproces- and fault isolation.
sor-controlled unit that executes a During starting and up to 26% N2,
program containing instructions to the HMU is solely responsible for
acquire and convert data into digital engine fuel flow. Once started, the
words, evaluate the data and com- EEC assumes responsibility for all
pute to control the engine within cer- engine-operating modes of accelera-
tain specified parameters. tion, deceleration, speed governing
The analog inputs received come and limiting. The EEC, however,
from the power lever angle (via will only control above the HMU
potentiometer in HMU), ambient air minimum fuel flow for a specific
temperature sensor (T0), ambient air power lever angle (PLA) position.
pressure sensor (P0) and the differen- Flow Divider Valve (FDV)
tial between ambient air pressure and
total air pressure (ΔP) The FDV (Figure 5L-22) divides
the metered fuel flow between the
The frequency inputs derived from primary and secondary manifolds as
speed sensors supply LP and HP a scheduled function of primary fuel
compressor rotor speed (N1 and N2) pressure. It also provides the mini-
data to the EEC. Other EEC inputs mum back pressure on the fuel con-
provide N1 engine trim, a reversion trol that is required for proper
feature should it be necessary to metering head regulation. A dump
remove the ECU from control, an valve, sensitive to primary manifold
anti-icing input from the solenoid- flow, serves to drain both manifolds
operated anti-icing valve to inform overboard after shutdown. A starting
the EEC of additional P3 (compres- pressure regulator is included which
sor delivery air) loads and an N2 limits the primary manifold fuel pres-
overspeed test function. sure during light off and acceleration
to idle, as a function of compressor
pressure rise.
5L-21 5L-22

September 2001
Table of Contents
Powerplant
The excess flow is spilled to bypass. capable of continuous operation if
This function provides the optimum required by flight conditions.
starting fuel schedule that cannot be
readily accomplished in the simple Ignition Exciter
mechanics of the HMU. A cross The ignition exciter (Figure 5L-23)
manifold bleed keeps the secondary generates the high voltage electrical
fuel manifold full and provides energy required to ignite the fuel/air
smooth engine handling. mixture in the engine combustion
chamber.
Fuel Manifolds and Nozzle NOTE: On pre-SB7493 and pre-
The ignition exciter is a sealed unit SB7526 engines, the dual orifice fuel
The fuel manifold delivers metered
containing electronic components nozzle has a swirl-type tip, and a
fuel from the flow divider valve to
encased in an epoxy resin. The unit
the primary and secondary pas- separate sheath.
is energized only during the engine
sages in the 12 dual orifice-type
starting sequence to initiate combus-
fuel nozzles. The manifold consists
tion in the combustion chamber. The
of 12 adapter assemblies, one of
exciter transforms the DC input to a
which is an inlet adapter, intercon-
pulsed high voltage output through
nected by transfer tubes. The inlet
solid state circuitry, a transformer
adapter incorporates an integral
and diodes.
section that houses components of
an automatic fuel shut-off valve. A When the unit is energized, a capaci-
fuel manifold adapter houses each tor on the high voltage side of the NOTE: On post-SB7493 and post-
dual orifice fuel nozzle. The mani- output transformer is progressively SB7526 engines, each fuel nozzle
fold adapters project the nozzle charged, until the energy stored, assembly consists of a secondary
assemblies through the low-pres- approximately four joules, is suffi- swirler assembly and primary stem
sure turbine stator support assem- cient to ionize a spark gap in the unit assembly.
bly into the combustion chamber and discharge the capacitor across
liner. the two spark igniters through a
dividing and step-up transformer
Engine Ignition network. The network is designed so
Systems that if one igniter is open or shorted,
the remaining igniter will continue
The engine ignition system is a high- to function. The network also
energy-type capable of quick light- enables the capacitor to discharge
ups over a wide temperature range. automatically in the event of either
An identical system is provided for or both igniters becoming inopera-
each engine. The engine ignition tive, or if the input voltage is
system consists of the engine igni- switched off.
tion switching components along Distribution
with the ignition exciter unit, two
individual high voltage cables, and Distribution is that portion of the
two spark igniters. The system is ignition system which conducts the
energized from the airplane nominal high voltage electrical energy from
28-volt DC supply and will operate the electrical power supply to the
in the 9 to 30-volt range (airplane spark igniters providing the sparks in
supply drops to about 10V DC dur- the combustion chamber for engine
ing battery start). The system is ignition.
5L-23

September 2001
Table of Contents
CAE SimuFlite
Ignition Cable inoperative. This includes items

such as control switches, relays, wir-
The two individual ignition cable
ing, etc.
assemblies carry the high voltage
NOTE: Airplanes without Beech electrical energy output from the Thrust Lever Cutoff Switch
Kit No. 128-3055-1/-3 or 128-3056- ignition exciter to the engine- The thrust lever ignition cutoff
1/-3 installed, the thrust lever cutoff mounted spark igniters. Each cable microswitches are located on the
switch interrupts the 28V DC supply assembly consists of an electrical thrust lever quadrant in the center
to the ignition exciter when the lead contained in a flexible metal pedestal control panel and are actu-
thrust lever is in the CUTOFF braiding. Coupling nuts at each end ated by movement of the thrust
position. of the assembly facilitate connection levers. The switches are adjustable
to respective connectors on the igni- and remain closed throughout the
tion exciter and spark igniter. range of thrust lever movement,
NOTE: Airplanes with Beech Kit Spark Igniter except in the CUTOFF position.
No. 128-3055-1/-3 or 128-3056-1/-3 Two spark igniters, positioned at 5 Engine Anti-Ice Switch
installed and RK-221 and after, the and 7 o'clock respectively on the
thrust lever cutoff switch interrupts
The ENGINE ANTI-ICE switches
bypass duct, are screwed through are located on the overhead switch
the 28V DC supply to the ignition bosses on the gas generator case to panel (Figure 5L-24). With the
exciter when the thrust lever is in the locate in the floating washer igniter IGNITION switches in STBY, actua-
CUTOFF position except in the housings on the combustion cham- tion of either ANTI-ICE switch pro-
Engine Start Mode. ber. The igniters are in the form of a vides continuous 28V DC power
threaded plug with a central positive through the thrust lever cutoff switch
electrode enclosed in an annular to the associated engine ignition
semiconducting material. The elec- exciter.
trical potential developed by the
ignition exciter is applied across the Stall Warning System
gap between the central conductor Power for the pilot's and copilot's
and the igniter shell (ground). As stall warning systems is provided
this potential increases, a small cur- through the L and R STALL WARN
rent passes across the air gap. This circuit breakers in the FLT INST
current increases until the air group on the forward circuit breaker
between the central conductor and panel. With the IGNITION switches
the shell ionizes. When ionization in STBY, the stall warning system
occurs, high energy discharges will provide continuous 28V DC
between the electrode and the shell. power to both engine ignition excit-
The spark always occurs somewhere ers when the airplane angle of attack
in the annular space between the exceeds a predetermined value.
central conductor and shell.
Ignition Switch
Switching Ignition is controlled primarily by a
Ignition switching is that portion of three-position switch for each
the ignition system that provides a engine. They are located on the over-
means of rendering the electrical head switch panel and marked ON,
power supply to the ignition units OFF, and STBY (Figure 5L-25).
5L-24

September 2001
Table of Contents
Powerplant
For airplanes without Beech Kit No. flights. Engine ignition is divided
128-3055-1/-3 or 128-3056-1/-3 functionally into the following three
installed, when the switch is in the modes:
STBY position, ignition operation is ■
engine start mode,
automatic during engine ground start-
■ manual mode, and
ing when the start switch is pushed
and the affected thrust lever is ■ standby mode for conditions
advanced to IDLE. Ignition will con- which might cause engine flame-
tinue until the engine start select out.
switch is turned OFF. When the igni-
tion switch is in the ON position, Engine Start Mode.
ignition operation is continuous as With the IGNITION switch in the
long as the thrust lever is out of the OFF position, ignition operation is
CUTOFF position. Selecting the sequential during engine ground
STBY position arms the ignition sys- starting. Depressing the respective NOTE: On airplanes without Beech
tem for continuous operation if the ENG START switch (Figure 5L-26) Kit No. 128-3055-1/-3 or 128-3056-
engine anti-ice system is turned ON energizes the engine start control 1/-3 installed, the ignition 28V DC
and/or if the airplane approaches a relay. power is supplied through the start
stall condition. ignition fuse, engine start control
The associated ignition operation
For airplanes with Beech Kit No. relay, and thrust lever cutoff switch
light will illuminate. Power will be
128-3055-1/-3 or 128-3056-1/-3 supplied to the ignition exciter until to the ignition exciter from the bat-
installed and RK-221 and after, the ENG START SELECT switch is tery charge bus.
when the switch is in the OFF posi- turned OFF or the ENG START
tion, electrical power is removed and DISENGAGE switch (Figure 5L-
the system will not operate. When 27) is depressed. NOTE: On airplanes with Beech
the ignition switch is in the ON posi- Kit No. 128-3055-1/-3 or 128-3056-
Ignition Manual Mode 1/-3 installed and RK-221 and after,
tion, ignition operation is continuous
as long as the thrust lever is out of With the IGNITION switch in the the ignition 28V DC power is sup-
the CUTOFF position. Selecting the ON position, ignition 28V DC plied through the ignition circuit
STBY position arms the ignition power is supplied through the igni- breaker and the engine start control
system for the Engine Start Mode tion circuit breaker and the thrust relay to the ignition exciter from the
and for continuous operation if the lever cutoff switch to the ignition battery charge bus.
engine anti-ice system is turned ON exciter from the emergency bus in
and/or if the airplane approaches a the LH system or RH load bus in the
stall condition. RH system. In this case, ignition will
Ignition Operation Light be continuous until the IGNITION
switch is positioned to OFF or the
A white indicator light is located thrust lever is moved to CUTOFF.
above each ignition switch. These Ignition Standby Mode
lights illuminate whenever the asso-
ciated ignition system is powered. The normal position of the IGNI-
The ignition lights incorporate a TION switch is in the STBY posi-
dimming circuit that allows the tion. In this position, ignition
lights to be dimmed during night operation during ground starting is
5L-25 5L-26 5L-27

September 2001
Table of Contents
CAE SimuFlite
controlled by the engine starting cir-

cuits and the system then remains
Engine Controls
armed for continuous operation dur- Engine controls are also known as
ing in-flight conditions where the thrust controls, engine power con-
ignition system is turned on to avert trols or power controls. They are
a possible engine flameout. An igni- linked to the engine fuel control by a
tion relay is included as a part of the system of cables and bell cranks.
engine anti-ice system for each Similar systems are symmetrically
engine. Actuation of the L or R provided for the left and right
engine ANTI-ICE switch will ener- engines.
gize the associated ignition relay
providing 28V DC power, through Power Controls
the thrust lever cutoff switch, to the The engine control system consists
ignition exciter. Ignition operation of a lever base assembly, two
will be continuous until the engine bellcrank assemblies and two engine
icing threat has passed and the control cable assemblies for each
ANTI-ICE switch is returned to the engine.
OFF position. An ignition relay is
also included as a part of the pilot Two thrust levers assembled in the
and copilot stall warning systems. lever assembly are located on the
When the airplane approaches an center pedestal control panel (Fig-
impending stall (angle of attack ure 5L-28). A forward engine con-
exceeds a predetermined value), the trol cable connects to the forward
pilot or copilot stall warning com- bellcrank under the lever base
puter will provide a power output assembly and routes under the cabin
energizing its associated ignition floor to an aft bellcrank mounted on
relay providing 28V DC power, the forward face of the aft engine
through the thrust lever cutoff pylon carry-through. The aft engine
switches, to the ignition exciter on control cable connects to the
each engine. Ignition operation will bellcrank and routes through the
be continuous until the angle of pylon and connects to the fuel con-
attack is such that a stall is no longer trol lever of the Hydromechanical
imminent. Metering Unit (HMU) on the engine.
5L-28

September 2001
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Powerplant
The lever base assembly consists of synchronizer is in the FAN or TUR-
two thrust levers, a flap control BINE position. Normal RPM set-
lever, a friction lever, two guide ting and procedures are unchanged.
assemblies and a shaft assembly. The engine synchronization system
The thrust lever is manually oper- consists of the engine EECs, ENG
ated to obtain the desired engine SYNC switch and ENG SYNC ON
power. Angular displacement of the operation light. The engine EEC is
thrust lever is converted to stroke installed on the engine top. For fur-
displacement of the cable connected ther detail, see JT15D-5 Engine
to the fuel control lever in the Maintenance Manual.
engine. The operation of synchronization is
When the thrust lever is moved for- established by the selection of the
ward, the engine thrust increases and ENG SYNC switch on the center
when moved aft, the engine thrust pedestal control panel (Figure 5L-
decreases. There are four positions 29). Assuming both thrust meter
in the thrust lever assembly: CUT readings are identical at time of
OFF, IDLE, NORM TAKE OFF and selection, the slave engine's speed
TAKE OFF. will reduce with consequent reduc-
tion in power meter indication. The
A friction lever is adjacent to the change should be in the order of -
thrust lever to prevent lever move- 1.0%. Master engine speed can be
ment when both are set. Two guide used at this time to modulate both
assemblies, with detent positions, engines.
are provided for the thrust levers and
flap lever. A shaft assembly is uti- Synchronization limits are set to
lized as a pivot for the thrust levers give authority down to idle (17,000)
and flap lever. N2 (52%) and 10,600 RPM N1
(66%) with a max. range of ±864
Engine Synchronizer RPM (N1 ±5.43%, N2 ±2.64%) on
The synchronizer principle is based both speeds. If synchronization is
on a master engine and a slave attempted with engine speed mis-
engine to automatically synchronize match greater than ±864 RPM, slave
the speeds of the fans/turbines of the engine speed will change by ±5.4 N1
left and right engines. The speed of and ±2.6% N2 and stabilize without
the slave (right) engine will follow synchronizing. Slave engine will not
changes in the speed of the master synchronize up in speed if master
(left) engine over a predetermined engine is running faster at time of
limited RPM range. This limited synchronization. If master engine is
range in synchronizing prevents the at idle, slave engine speed will
slave engine from losing more than a reduce down by -864 RPM from
fixed amount of RPM in case the speed at time of synchronization or
master engine is shut down while the to HMU only fueling level, which-
ever is higher.
5L-29

September 2001
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CAE SimuFlite
Starter System cally connected to the DC bus sys-

tem when the ENG START
The starter and electrical generator SELECT switch is placed in the OFF
are combined into a single unit. The position.
starter-generator is mounted on the The 28V DC, 400-ampere starter-
forward center pad of the engine generator units are utilized for start-
accessory gearbox of each engine ing the engines and to generate DC
(Figure 5L-30). An integral fan power for airplane electrical sys-
that pulls air through the starter-gen- tems. The starter-generators both
erator accomplishes ground cooling function with a generator control
of the starter-generator. During for- unit (GCU). The GCU (Figure 5L-
ward movement of the airplane, 31) provides the regulation, control,
cooling ram air enters the front and and protective functions required for
exhausts overboard at the rear of the overall electrical system operation.
starter- generator. The starter portion of the starter-gen-
Engine starting (cranking) is a semi- erator operates from electrical power
automatic operation. Once power is supplied by the airplane battery,
applied to the airplane and the ENG external power, or by generator
START button is actuated, the assist. An electrical terminal block
starter-generator operates as a starter and receptacle is located on the
until engine speed (N2) reaches starter-generator housing for electri-
approximately 35 to 40 RPM. At this cal power connections. The starter-
time, the starter ceases to turn the generator drive shaft is splined to
engine and power is automatically match the output shaft of the engine
removed from the starter by the gen- accessory gearbox. A drive cou-
erator control unit. As engine RPM pling with a shear section is incorpo-
increases, the starter-generator rated in the starter-generator
begins to function as a generator. between the drive spline and the
The generator output is automati- armature to prevent damage to the
accessory gearbox.
5L-30 5L-31

September 2001
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Powerplant
Engine Starting Modes Generator Assisted Start

Engine starting is divided into Because the external power unit is
ground starts and air starts. automatically taken off line when a
Ground Starts generator comes on the line, the sec-
ond engine start is normally powered
Ground starts are divided into bat- by the battery with the operating
tery starts, generator-assisted starts, generator assisting even though
and external power starts. external power is connected. The
Battery Start only difference between a generator CAUTION: During generator
assisted start and a battery only start assisted starts do not start the second
RK-118, RK-140 thru RK-220 is that the operating engine must engine until the operating generator's
Not Modified By Kit 128-3055-3 have the MASTER GEN switch in load is below 150 amps.
the NORM position, GEN RESET
During a battery start, the BAT- switch in the NORM position and
TERY switch must be ON with the the engine N2 set at 52 to 54%.
battery supplying a minimum of 22
volts. Turn the ENG EFC switch External Power Starts
(Figure 5L-32) ON and select the The GEN RESET switch of the
engine (left or right) to be started operating engine must be turned NOTE: An external power unit
with the ENG START SELECT OFF to start the second engine with used for starting the engine must be
switch. Momentarily press the external power. If the associated capable of between 1,000 to 1,500
respective ENG START button, then GEN RESET switch is in the NORM amperes with a regulated voltage of
release. Verify illumination of the position following a start of the first 28.0 ± 0.5V DC.
ENG START button and the BOOST engine, the generator will be auto-
PUMP light and monitor N2 RPM. matically connected to the bus sys-
At 8% N2 RPM, move the thrust tem and the external power unit will
lever to IDLE and check that the be disconnected when the start select
IGNITION operation light illumi- switch is placed to OFF.
nates. Monitor N1, N2, ITT, and oil Air Starts
pressure during start.
Air starts are divided into two
RK-221 and After or RK-118, modes: CAUTION: An air start should not
RK-140 thru RK-220 Modified ■ starter-assisted air starts and
be attempted if the engine shutdown
By Kit 128-3055-3 ■ windmilling air starts.
was due to obvious mechanical
difficulties.
The battery start for airplanes RK-
All air starts must be performed
221 and After or RK-118, RK-140
within specific airspeed/altitude lim-
thru RK-220 Modified By Kit 128-
its in accordance with the air start
3055-3 is identical to airplanes RK-
envelope in the FAA Approved Air-
118, RK-140 thru RK-220 Not Mod-
plane Flight Manual.
ified By Kit 128-3055-3. The only
difference between these aircraft is
the illumination of the IGNITION
operation light when the ENG
START button is pressed.
5L-32

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CAE SimuFlite
Engine Start Controls OFF position the switches isolate the

generators from the main buses. The
Control switches associated with the
momentary RESET position resets a
engine starting system are located on
generator that has tripped due to
the overhead switch panel (Figure
overvoltage, feeder faults, or engine
5L-33) and the forward left side of
fire switch actuation.
the center pedestal control panel
(Figure 5L-34). The BATTERY switch, located on
the overhead switch panel, is a tog-
There are two generator MASTER
gle-type with three positions: ON,
OFF, and EMER. During normal
panel. They are toggle-type, two-
operation, the BATTERY switch is
position, guarded switches. The two
in the ON position. Placing the
positions are labeled NORM and
switch in the EMER position isolates
EMER. When the guard is closed,
the battery from the start bus and
the applicable switch is in the
allows the battery to supply DC
NORM position. Lifting the red
power to the emergency bus. In addi-
guards and placing the MASTER
tion, the BATTERY CUTOFF
switches in the EMER position when
annunciator comes on when the
the battery switch is left ON isolates
switch is in the EMER position.
the generators and the battery from
the distribution system. When the A three-position switch for each
MASTER switches are in the EMER engine marked ON, OFF, and STBY
position, the battery can be con- controls ignition. When the switch is
nected to the emergency bus by in the OFF position, ignition opera-
selecting EMER on the BATTERY tion is automatic during engine
switch. ground starting when the start switch
is pushed and the affected thrust
Two GEN RESET switches are
lever is moved from cutoff to idle.
located on the overhead panel. They
Ignition will continue until the
are the lever-lock, toggle type with
engine start select switch is turned
three positions: NORM, OFF, and
OFF. When the ignition switch is in
RESET. With the switches in the
the ON position, ignition operation
NORM position, the generator con-
is continuous as long as the thrust
trol functions automatically. In the
5L-33 5L-34

September 2001
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Powerplant
lever is out of the cutoff position. trol panel. This is a toggle-type with
Turning the ignition switch to the three positions: L, OFF, and R. This
STBY position arms the ignition switch selects the engine to be
system for continuous operation if started when the ENG START
the engine anti-ice system is turned switch is depressed.
on, and/or if the airplane approaches A momentary push-type ENG
a stall condition. A white light above START DISENGAGE switch is
each ignition switch will come on located on the center pedestal con-
whenever the associated ignition trol panel. The light in the switch is
system is powered. illuminated when the ENG START
Two BOOST PUMP switches are switch is depressed and the engine
located on the overhead panel. They start control relay is energized. Man-
are the lever-lock, toggle type with ually depressing the switch will turn
three positions: AUTO, OFF, and off the integral light, interrupt the
ON. The boost pump is used for selected start circuit, and cause the
engine starting and as a backup for ENG START switch light to extin-
the jet pump. In the AUTO position guish. This switch is used to abort a
the boost pump is automatically start or to disengage the starter if the
energized during the starting proce- automatic starter dropout fails.
dure. Once the engine is started and
the engine start select switch is Thrust Reverser
placed to OFF or the opposite engine
start position, the boost pump is System
automatically shut off. The boost
pump switches are usually placed in The thrust reverser system consists
the AUTO position to provide auto- of the thrust reverser assembly,
matic pump operation if the fuel feed hydraulic actuating subsystem,
line pressure drops below 6 PSI and cockpit controls and electrical con-
the red L or R FUEL PRESS LO trol/warning subsystems. The thrust
warning light illuminates. When the reverser assembly replaces the
boost pump is automatically actu- nacelle tailcone assembly. The thrust
ated, the white BOOST PUMP L or reverser assembly is mounted on the
R operation light illuminates. The aft end of each engine over the
low-pressure warning light will engine exhaust nozzle and is
extinguish when the pressure intended for ground operation only.
increases to 6 PSI or above. The When deployed, the reverser doors
pump will continue to run until it is travel from the stowed position to
manually turned off. join behind the exhaust nozzle and
deflect the engine exhaust forward,
Two engine electronic-fuel-control over and under the nacelle.
(EFC) switches are located on the
center pedestal control panel. They Thrust Reverser
are the toggle-type with two posi- Assembly
tions: ON and OFF. These switches The thrust reverser is a four-bar tar-
supply 28V DC power to the elec- get-type unit. The connection
tronic fuel control units. between the doors and the support
Two momentary pushbutton ENG beam structures is accomplished by
START switches are located on the four interconnecting links per door
center pedestal control panel. When assembly. Two of the links are active
the ENG START switch is (driver) and two are passive (idler)
depressed, the corresponding start links. The driver links are connected
auxiliary relay energizes, starting the to a sliding carriage through over
semiautomatic start sequence and center locking-type linkage. The
illuminating the light in the switch. hydraulic actuator piston rod
attaches through a clevis to the car-
An ENG START SELECT switch is
riage assembly.
located on the center pedestal con-

September 2001
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CAE SimuFlite
The reverser is deployed by an elec- reverser driver link. The cam is so

tromechanical command from the configured that the feedback cable is
cockpit. Hydraulic pressure is pulled when the thrust reverser door
directed to the deploy ports of the is not in the fully opened or fully
two hydraulic actuators, causing their closed position. This cable actuates
piston rods to retract, which in turn the thrust cam located on the engine
slides the carriage mechanism for- near the HMU. The thrust cam
ward on the guide rods. As the car- moves the HMU lever (and the
riage moves forward, the over center whole engine throttle control system
links are moved past center and the including the thrust lever) to near the
driver links raise the leading edge of idle position when the feedback
the reverser doors into the airstream cable is pulled.
and to full deployment of the reverser
doors (Figures 5L-35 and 5L- Hydraulic Actuating
35A). The exhaust gas stream is Subsystem
directed over the top and along the This subsystem function is self-
bottom of the nacelle in a forward explanatory using the system sche-
direction. The amount of reverse matic and description of system
thrust can be controlled from the operation. A description of major
cockpit by the thrust reverser levers. hydraulic components follows.
On receipt of a stow signal from the Isolation Valve
cockpit, hydraulic pressure is
directed to the stow ports of the two The isolation valve isolates the
hydraulic actuators, causing their control valve and actuators from
piston rods to extend the carriage the hydraulic system high-pressure
mechanism aft over the guide rods. line when the reverser is not in use.
The carriage pulls the overcenter The isolation valve is a three-way
links up and overcenter to a locked two-position valve that is operated
position as the driver links pull the by a solenoid moving a spring-
leading edge of the doors into a loaded shaft to open and close pop-
stowed flush position. The combina- pet valves. In operation, the isola-
tion of the actuator and the over- tion valve solenoid is energized
center links provides a lock in the
stowed position. when it receives a signal and high
hydraulic pressure is applied to the
Thrust Feedback System control valve.
This is a mechanical system which Control Valve
ensures that the engine power level
will be reduced to near idle should The control valve is a hydraulic,
inadvertent deployment or stow four-way, three-position spool valve
occur. The cam follower is moved with two independently energized
by a cam integral to the thrust solenoids. This valve directs hydrau-
lic pressure to the actuator deploy or
5L-35 5L-35A

September 2001
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Powerplant
stow ports as each mode is selected. tion, normal thrust control is
When one port is pressurized, the possible. The thrust reverser lever
other port is vented to the low-pres- position is assured by a spring-
sure hydraulic return. Both solenoids loaded detent in addition to the near
are never energized at the same time. dead-center control-linkage arrange-
Actuator Cylinder ment. When the thrust reverser lever
is placed in the idle position, both
Two actuator cylinders are assem- the arming switch and directional
bled in each thrust reverser (Figure control switch are ON and the thrust
5L-36). reverser doors are actuated to the
Pressure Switch fully open position. The TR ARM
and UNLOCK annunciators on the
Each thrust reverser system has a shroud indicator panel will be illu-
pressure switch connected to the minated as soon as the thrust
high-pressure line between the isola- reverser doors start opening. When
tion valve and the control valve. The the doors reach the fully deployed
purpose of the pressure switch is to position, interlock slide is removed
monitor the isolation valve position by interlock solenoid and the
by sensing the pressure and illumi- DEPLOY annunciator will be illu-
nating the TR ARM light in the cock- minated. Then the thrust reverser
pit. The pressure switch contacts lever piggyback is free and can be
close at 200 psi and open at 100 psi. lifted to the full reverse power posi-
Check Valve tion. When the airplane is deceler-
ated to a predetermined cutoff speed,
A check valve is installed in the the thrust reverser lever must be
return line adjacent to the hydraulic moved to the reverse idle detent
package. This valve prevents position set by spring detent. The
hydraulic fluid reservoir depletion in thrust reverser doors are still open at
the event of a hydraulic leak in the this position. When the pilot further
reverser system. pushes the thrust reverser lever to
Restrictors stowed, both the TR arming switch
and directional control switch are
A restrictor is installed at the bulk- switched to stowed position, and the
head fitting. The restrictor creates a doors are actuated to the stowed
reduction in hydraulic flow to con- position. When stow is completed
trol door actuation speed. and the doors are locked, the
Cockpit Controls UNLOCK and TR ARM annuncia-
tors will extinguish. The interlock
When the thrust reverser lever (Fig- slide is also returned to the interlock
ure 5L-37) is in the stowed posi- position. By virtue of the interlock
5L-36
5L-37

September 2001
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CAE SimuFlite
plate, operation of the thrust reverser thrust reverser doors by using stow
lever is prohibited when the thrust and deploy switches respectively.
lever is in a non-idle position. The The TR ARM annunciator illumi-
thrust lever is also retained in the nates when the control valve pressure
idle position when the thrust reverser port is pressurized, or when the
is in use. deploy solenoid circuit is grounded
as the landing gear is retracted. The
Electrical Control System annunciators illuminate during the
The electrical control system directs deploy cycle and extinguish during
the hydraulic flow to the actuators the stow cycle. See SEQUENCE OF
by means of a series of switches and OPERATION for actuation and
solenoid valves which serve as an sequencing of indicator lights.
interlock to prevent an unintentional
actuation of the system. A signal to Emergency Stow Switch
the control system starts the hydrau- This switch is a push-button type
lic flow to the actuators. In normal light/switch located on the shroud
operation, a signal is supplied to the indicator panel (Figure 5L-40).
hydraulic isolation and control This switch is to be used by the
valves. The deploy solenoid in the pilots should an inadvertent deploy
control valve is grounded by closing occur or by maintenance personnel
the landing gear safety relay through during a ground checkout of the
the emergency stow switch contacts. thrust feedback system. The lights in
The stow limit switches (Figure the TR PUSH and EMER STOW
5L-38) provide the path for the sig- switches illuminate should ARM or
nal to the isolation valve and stow UNLOCK condition occur when the
solenoid of the control valve to airplane is in the air. Further, the
cause the reverser to stow. MASTER WARNING light (red)
flashes at the same time. The indica-
Electrical Indication tion TR PUSH (upper half of switch)
System may be extinguished by pushing the
The left and right TR ARM (amber), switch.
UNLOCK (amber) and DEPLOY
(white) annunciators are on the Normal System Function
shroud indicator panel (Figure 5L- For the thrust reverser actuator cyl-
39). UNLOCK and DEPLOY annun- inder to be pressurized to the deploy
ciators indicate the position of the direction, two separate valves, the
5L-39
5L-3 5L-4

September 2001
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Powerplant
isolation valve and the control valve position. Forward movement of the
(deploy side), must be energized. reverser carriage releases a normally
These valves are located in the aft closed limit switch that transmits a
fuselage compartment. The direc- signal indicating the thrust reverser
tional control switch and arming is unlocking and starting to deploy.
switch, located in the thrust lever Completion of the deploy cycle
control mechanism, control these causes an idler link to depress the
valves. When the pilot uses the plunger of the stow limit switch
thrust reverser lever for thrust (Figure 5L-41). on the aft end of
reverser deployment, both switches the mechanism support. This trans-
are energized. In addition, the air- mits a signal indicating the thrust
plane must be on the ground and the reverser is deployed. The deploy
air/ground safety circuit must be ON cycle time after actuation of the
GROUND to complete the deploy reverser lever is approximately 1.6
solenoid circuit. seconds.
Sequence of Operation Upon completion of the deploy
Actuation of the thrust reverser is cycle, the thrust reverser lever is
initiated when a signal is received released by a signal through the
which directs the hydraulic supply to deploy limit switch to the thrust
the deploy port of the reverser actua- interlock solenoid (located in the
tor while acting upon a pressure center pedestal in the cockpit) allow-
switch in the system. The pressure ing movement of the thrust linkage.
switch transmits a signal that indi- When the thrust reverse cycle is
cates the thrust reverser is armed. completed, a signal is received
Hydraulic pressure to the deploy which reverses the mechanism actu-
port of the reverser actuator causes ation returning the reverser doors to
the actuator piston to retract and pull the stowed and locked position. Dur-
the reverser carriage forward to ing the stow cycle the DEPLOY,
unlock the linkage mechanism and UNLOCK, and TR ARM signals are
rotate the driver links, driving the generated.
reverser doors towards the deployed
5L-41

September 2001
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CAE SimuFlite

September 2001
Table of Contents
Powerplant
Preflight Servicing Engine

During the preflight inspection,
visually inspect the engine inlet for
Engine Oil Capacity Servicing and
Refer to Table 5L-A for engine oil
Procedures
foreign objects. Inspect the fan
blades for any evidence of damage capacities.
(e.g., nicks, cracks, dents). Check
the slip marks on the engine inlet Engine Oil System
screws to ensure the screws have not Servicing
turned. Verify that the generator The oil system servicing provisions
cooling air exhaust and fuel drain on the LH and RH engines are iden-
masts are clear. tical. The oil tank is an integral part
Check the engine exhaust and of the intermediate case and includes
bypass ducts for condition and for- an oil filler neck, dipstick and cap
eign objects. Check for fuel leakage, assembly. Oil level in the tank is the
damaged turbine blades, cracks and same as the oil level in the filler neck
general security of the entire area. and is measured by the dipstick
WARNING: Jet engine oil may
Check that the oil filler cap and (marked to correspond to U.S.
quarts). cause severe skin irritation. Wash
access door are secure. skin thoroughly after exposure.
Check engine oil level within 10 Oil Level Checking
minutes after engine shutdown. To ensure that the tank contains the
After 10 minutes, oil may begin maximum amount of actual system
draining from the oil tank into the oil and to reduce the possibility of
accessory gearbox. The oil remains over servicing, check the engine oil CAUTION: Use only approved jet
in the engine, but gives a false read- level within 10 minutes after engine engine oil when servicing the engine
ing on the dipstick. If the oil level shutdown. To check the oil level, oil system. Refer To The Latest
reads low after 10 minutes of engine open the oil access doors, located Revision Of Pratt Whitney Service
shutdown, run the engine for fifteen forward and outboard on the upper Bulletin NO. 7001 for approved oils
minutes and then shut down and nacelle, unlock the filler cap and and for information regarding the
recheck. withdraw the dipstick. Check the oil mixing of different oil brands.
level against the marking on the dip-
stick. If necessary, add oil to raise
the oil level to the MAX HOT mark.
Insert the dipstick in the filler neck
and lock the filler cap and close the NOTE: If the oil level is too low to
oil access doors. register on the dipstick due to exces-
sive consumption, or if low or fluc-
tuating pressures have been
recorded, refer to the Pratt Whitney
JT15-5D Engine Maintenance Man-
Quantity U.S. Quantity Imperial Name, Number
System ual to determine the probable cause
Gallons (Liters) Gallons or Type
and correct.
Engine Oil Refer to the latest
revision of the
Pratt and Whitney
Service Bulletin
7001.
Oil Tank (Total
2.03 (7.68) 1.69
Capacity)
Usable Quantity 1.20 (4.54) 1.00
Table 5L-A; Engine Oil Capacities

September 2001
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CAE SimuFlite
Emergency and aborted, immediately apply the

brakes and reduce the thrust levers to
Abnormal IDLE. Extend the speed brakes and
deploy the thrust reverser(s). Ensure
Procedures the reverser lights have illuminated
and apply as much reverse power as
Procedures involving the power required.
plant systems include:
■ engine failure during takeoff
Engine Failure During
(below V1 and takeoff aborted) Takeoff (Above V1 and
Takeoff Continued)
■ engine failure during takeoff
(above V1 and takeoff continued) Immediately bring the nose pitch
attitude to 13-15 degrees nose up at
■
engine shutdown or failure in rotation VR. When positive climb
flight has been established, retract the
■ engine failure in landing configu- landing gear while maintaining V2
ration airspeed and retract the landing
■ engine failure with the autopilot lights. At 400 ft. AGL and flaps are
coupled at 10º, accelerate to V2 +10 KIAS. If
flaps are at 20º, accelerate to V2 +20
■ low oil pressure
KIAS. When at the correct airspeed,
■ low fuel pressure select flaps to 0º and increase air-
■ inadvertent thrust reverser deploy- speed to 140 KIAS while continuing
ment during takeoff (below V1 with the planned takeoff flight path.
and takeoff aborted) Use the Anti-ice/deice systems as
required and at 1500 ft. AGL, com-
■ inadvertent thrust reverser deploy- plete the Engine Shutdown or Fail-
ment during takeoff (above V1 ure In Flight procedure.
and takeoff continued)
Engine Shutdown or
■ inadvertent thrust reverser deploy- Failure In Flight
ment in flight (unlock/deploy
annunciator illuminated) To shut an engine down or an engine
failure is experienced in flight, move
■ false engine start the thrust lever of the affected
■ air start engine to CUTOFF. On the inopera-
■
thrust reverser arm annunciator tive engine, select the engine anti-
illuminated in flight ice, generator reset and the ignition
switch to OFF. Select the boost
■ thrust reverser unlock annunciator pump for the affected engine to ON.
illuminated in flight Use the fuel crossfeed as required
■ high oil temperatures and select the operating engine as
the cabin pressure source. Turn off
■ oil filter bypass the engine sync and the EFC of the
■ EFC failure inoperative engine. Switch the
TCAS to TA only and ensure the
Always refer to the applicable air- electrical load of the operating
craft flight manual, crew manual, engine remains within limits.
and the Operating Handbook for
checklists concerning these abnor- Engine Failure in Landing
mal and emergency procedures. Configuration
WARNING: If engine fire indica- Engine Failure During If an engine failure is experienced
tions exist, do not deploy the thrust Takeoff (Below V1 and while in the landing configuration,
reverser on the affected engine.
Takeoff Aborted) immediately adjust the thrust of the
operating engine as required and set
If an engine failure is experienced the airspeed at VREF. Set the thrust
below V1 and takeoff is being

September 2001
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Powerplant
lever on the inoperative engine to Inadvertent Thrust
CUTOFF and the boost pump to Reverser Deployment
ON. Carry out the Before Landing During Takeoff (Above V1
procedure. and Takeoff Continued)
Engine Failure with the Illumination of the L or R UNLOCK
Autopilot Coupled and DEPLOY annunciators and L or WARNING: Planned takeoff flight
The autopilot is able to control the R TR PUSH/EMER STOW annun- path performances may not be
airplane in the event of an engine ciators indicate a thrust reverser has achieved.
failure. If on an instrument been deployed. If the speed is above
approach, advance the thrust lever V1 and takeoff is being continued,
on the operating engine to maintain a push the EMER STOW push-switch
minimum speed of VREF +5 KTS. of the affected engine. At VR select a
nose up pitch attitude of 13-15
Low Oil Pressure degrees. When positive climb has
If the oil pressure is between 40 and been established, select the landing
60 PSI, reduce the power of the gear up and maintain a minimum of
affected engine to 60% N2. V2.
If the red L or R OIL PRESS LO If the reverser will not stow and
annunciator illuminates and the pres- lock, retard the thrust lever of the
sure is below 40 PSI carry out an affected engine to CUTOFF. Ensure
Engine Shutdown Or Failure In the thrust reverser POS/CONT/
Flight procedure. EMER STOW circuit breakers,
located on the AFT MAIN panel, are
Low Fuel Pressure all in. Ensuring that the airspeed
If the red L or R FUEL PRESS LO does not exceed 200 KIAS, land at
annunciator illuminates, on the the nearest suitable airport using the
affected engine, turn the boost pump One Engine Inoperative Approach
on and the jet pump off. The FUEL And Landing With A Reverser
PRESS LO annunciator should extin- Deployed procedure.
guish. If it remains illuminated carry Inadvertent Thrust
out an Engine Shutdown Or Failure Reverser Deployment In
In Flight procedure. Flight (Unlock/Deploy
Inadvertent Thrust Annunciator Illuminated)
Reverser Deployment Illumination of the L or R UNLOCK
During Takeoff (Below V1 and DEPLOY annunciators and L or
and Takeoff Aborted) R TR PUSH/EMER STOW annun-
ciators indicate a thrust reverser has
Illumination of the L or R TR ARM,
been deployed. Immediately push
UNLOCK and DEPLOY annuncia-
the EMER STOW push-switch of
tors indicate a thrust reverser has
the affected engine. Decrease alti-
been deployed. If the speed is below
tude to below 30,000 ft. and, until
V1 and takeoff is being aborted,
the reverser stows/locks, keep air-
immediately apply the brakes and speed below 135 KIAS. Retard the
reduce the thrust levers to IDLE. thrust lever to IDLE and check the
Extend the speed brakes and deploy thrust reverser POS/CONT/EMER
the both thrust reversers. Ensure the STOW circuit breakers, located on
reverser lights have illuminated and the AFT MAIN panel.
apply as much reverse power as
required.

September 2001
Table of Contents
CAE SimuFlite
NOTE: A relight should normally

If the reverser will not stow and the Windmilling Start (Inoperative
lock and UNLOCK/DEPLOY Engine)
be obtained within 10 seconds after
annunciators and the EMER STOW
the thrust lever is positioned to IDLE When N2 is at 8% or above, advance
light are illuminated, set the thrust
and will be confirmed by fuel flow lever of the affected engine to the thrust lever to IDLE. Monitor the
indication and an increase in RPM CUTOFF. Ensure the airspeed does engine instruments to ensure all indi-
and ITT. not exceed 200 KIAS and land at cations are within limits.
the nearest suitable airport. Refer After the affected engine has been
to the One Engine Inoperative restarted, carry out the following
Approach and Landing with a post-start check. Adjust the thrust
Reverser Deployed procedure. levers as required. Turn the Engine
If the reverser stows and the locks Start Select switch to OFF and set
and UNLOCK/DEPLOY annuncia- the Cabin Pressure Source to BOTH
tors and the EMER STOW light NORM. Select the engine anti-ice as
extinguish, set the thrust lever of the required and set the generator reset
affected engine as required. Pull the switch to RESET/NORM. Switch
thrust reverser CONT circuit the ignition to STBY and turn the jet
breaker, located on the AFT MAIN pump switch to NORM and the
panel, and land at the nearest suit- boost pump to AUTO.
able airport. Thrust Reverser Arm
NOTE: When the battery switch False Engine Start Annunciator Illuminated
has been turned OFF due to a In Flight
depleted or overheated battery, air If carrying out a Ground Start or a
Starter Assisted Air Start, move the If the L or R amber TR ARM annun-
start should be accomplished by the ciator illuminates in flight, ensure
Windmilling Start procedure.
thrust lever to CUTOFF. Motor the
engine for 15 seconds to purge the the thrust reverser lever is in the
fuel and then press Engine Start Dis- stowed position. Check that the
engage (PUSH TO DISENGAGE) Emergency Stow push-button and
button. thrust reverser UNLOCK light are
not illuminated. Make sure the thrust
If carrying out a windmilling start, reverser POS/CONT/EMER STOW
move the thrust lever to CUTOFF. circuit breaker, on the AFT MAIN
Before attempting another start, panel, is in.
windmill the engine for 30 seconds.
If the ARM annunciator remains
CAUTION: Do not attempt to
Air Start illuminated, pull the thrust reverser
restart an engine that has been shut Prior to doing an airstart, carry out POS/CONT/EMER STOW circuit
down due to obvious mechanical the following pre-start check of the breaker. Ensuring the airspeed does
difficulties. inoperative engine. Turn the engine not exceed 200 KIAS, land at the
EFC to OFF then ON and move the nearest suitable airport.
thrust. Select the operating engine as
the cabin pressure source. Turn the Thrust Reverser Unlock
boost pump On and the jet pump Annunciator Illuminated
OFF Turn the ignition ON and the In Flight
engine anti-ice OFF. Check Air Start If the L or R amber UNLOCK
Envelope graph for the proper air- annunciator illuminates in flight,
speed and altitude. the T/R PUSH/EMER STOW push-
Starter Assisted Start switch should also be illuminated.
NOTE: In flight, starter assisted air Push the emergency stow push-
starts are accomplished with the bat-
(Inoperative Engine)
switch to actuate for the affected
tery, regardless of the position of the Set the Engine Start Select switch to engine. The T/R PUSH/EMER
generator reset switches. the inoperative engine. Depress the STOW push-switch should extin-
Engine Start switch and at 8% N2, guish. Check that the thrust reverser
advance the thrust lever to IDLE. lever is in the stowed position.
Monitor the engine instruments to Maintain an altitude of 30,000 ft. or
ensure all indications are within lower and reduce the airspeed to
limits.

September 2001
Table of Contents
Powerplant
135 KIAS or lower until the thrust Oil Filter Bypass NOTE: Illumination of the O FLTR
reverser stows and locks. If the L or R O FLTR BYPASS BYPASS annunciator indicates the
If the UNLOCK annunciator annunciator illuminates, check the oil filter element is being bypassed
remains illuminated, ensure the affected engine oil pressure. If it is due to contaminates.
thrust reverser POS/CONT/EMER normal, continue with the flight. If it
STOW circuit breaker is in and pull is below normal, carry out the Low
the thrust reverser CONT circuit Oil Pressure procedure.
NOTE: If attempting to restore nor-
breaker (AFT MAIN circuit breaker
panel). While not exceeding 200 EFC Failure mal engine EFC operation, turn the
KIAS airspeed, land at the nearest An EFC failure is indicated by the EFC ON only with the thrust lever
suitable airport. illumination of either the L or R EFC below NORM T.O. position. If nor-
OFF annunciator. On the affected mal EFC operation is not recovered,
High Oil Temperatures engine, turn the EFC switch first then the EFC should be placed to
If high oil temperatures are experi- OFF and then back to ON. OFF and the flight completed in the
enced, increase the thrust of the manual mode. When restoring thrust
If the annunciator remains illumi- with the EFC OFF, thrust lever
affected engine to within the N1 lim- nated, turn the affected engine’s EFC
its. Avoid any rapid thrust reduction. movement from idle to maximum
off and advance the thrust lever to
restore the required thrust. Turn off power should be accomplished
the engine synch. slowly (minimum 1.5 seconds) to
avoid possible compressor stall.
ALL FUELS EXCEPT

JP-4 AND JET B
40,000
36,000
ALL FUELS EXCEPT

JP-4 AND JET B 30,000
30,000
ALL FUELS
ALL FUELS
Altitude – Feet
Altitude – Feet
20,000
20,000
STARTER WINDMILL
STARTER WINDMILL ASSISTED OR
ASSISTED OR STARTS STARTER
STARTS STARTER 10,000 ONLY ASSISTED
10,000 ONLY ASSISTED STARTS
STARTS
SL
SL 100 150 200 250
100 150 200 250
KIAS
KIAS
Air Start Envelope 2
Air Start Envelope 1 RK-212 or After, or Those Airplanes
Airplanes Prior to RK-212 Modified by Raytheon Aircraft Service Bulletin 28-3203
Not Modified by Raytheon Aircraft Service Bulletin 28-3203 and Pratt & Whitney Service Bulletin 7526R1
and Pratt & Whitney Service Bulletin 7526R1
B4TM-PP008i
B4TM-PP009i

September 2001
Table of Contents
CAE SimuFlite

September 2001

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Beechjet 400A

NOTICE: This Beechjet 400A Training Manual is to be used

Copyright © 2005, CAE SimuFlite, Inc.

Excerpted materials used in this publication

Printed in the United States of America.

We urge you to participate actively in all training activities.

Thank you for choosing CAE SimuFlite. We recognize that

The Staff of CAE SimuFlite

Beechjet 400A Developed for Training Purposes 1-1

1-2 Developed for Training Purposes Beechjet 400A

This manual is a stand-alone document appropriate for various

servicing procedures, and abnormal and emergency procedures.

IGNITION JET PUMP

At the beginning of the Systems section, a list of systems is cross- ST

referenced to ATA codes to facilitate further self study, if desired,

with the manufacturer’s manuals.

Two graphics (right) in this manual direct your attention to a spe- 1

cific location in the cockpit. They illustrate both the three-tube L

and four-tube cockpit layouts.

IGNITION JET PUMP

ANNUNCIATOR PANEL ASSY

FUEL & FUEL &

Beechjet 400A Developed for Training Purposes 1-3

1-4 Developed for Training Purposes Beechjet 400A

This reference contains the aircraft’s operating limits and require-

Beechjet 400A Developed for Training Purposes 2-1

2-2 Developed for Training Purposes Beechjet 400A

General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

Beechjet 400A Developed for Training Purposes 2-3

2-4 Developed for Training Purposes Beechjet 400A

Cabin Emergency Exit General

Engine Instrument Markings

Beechjet 400A Developed for Training Purposes 2-5

NOTE: Do not use ammonia-

2-6 Developed for Training Purposes Beechjet 400A

Airspeed Limitations Operational

Beechjet 400A Developed for Training Purposes 2-7

Figure 2-1; Airspeed Limitations Graph

2-8 Developed for Training Purposes Beechjet 400A

FUSELAGE FUEL IS RESTRICTED AS SPECIFIED FOR

17.6% MAC MAX RAMP WT W/ KIT 31.7% MAC

258.4 262.1 265.7 269.4 273.0 276.7

Figure 2-2; Loading Envelope Graph

Beechjet 400A Developed for Training Purposes 2-9

Compartment Loading Limitations

Maneuvering Load Factor

Takeoff Weight Limitations

2-10 Developed for Training Purposes Beechjet 400A

Beechjet 400A Developed for Training Purposes 2-11

2-12 Developed for Training Purposes Beechjet 400A

Beechjet 400A Developed for Training Purposes 2-13

Do not operate the Refrigeration Air Conditioning if any of the

2-14 Developed for Training Purposes Beechjet 400A

Refrigeration Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . OFF

Beechjet 400A Developed for Training Purposes 2-15

2-16 Developed for Training Purposes Beechjet 400A

Avionics System System

Beechjet 400A Developed for Training Purposes 2-17