Hydraulic System:

 Identify the failure and conduct failure management

 Memory items:
o Hydraulic pump switch – OFF
o Check main and emergency accumulators – If MAIN and EMERG both LOW
o CAUTION: LEAVE FLAPS IN ACTUAL POSITION
o Speed – Below 200kts
o Landing gear handle – DOWN
o Emergency landing gear handle – PULL
 Assess performance
o If on the ground, can we set the park brake?
o Other immediately important considerations at early stage
 Check circuit breakers
 Abnormal checklist – hydraulic light on
o Instruct us to EMERG gear extension checklist if required
o Manual flap and gear extension
o Pressurise brake system
o Assess landing performance with factor (varies with flap settings)
 Once checklist complete, we will consider performance and operational considerations
o Diversion to suitable aerodrome
o Climb performance (may not be able to retract gear or may need pumping to
retract)
o Shut down the engine with the fire handles to avoid forward thrust when
propellor feathered during normal shut down procedure

Hydraulic System Knowledge:

Hydraulic power is used to operate the following aircraft systems:

− Flaps.
− Landing gear.
− Brakes.
− Nose wheel steering. − Propeller brake.

An electrically driven pump normally supplies hydraulic pressure to four accumulators. For
emergency and certain maintenance uses, a hand pump is installed.
The electrical pump is controlled by a single switch in the cockpit.

The four hydraulic accumulators provide pressure as follows:

 − One main accumulator supplying flaps, landing gear, nose wheel steering
 − One emergency accumulator supplying landing gear emergency uplock release.
 − Two accumulators for the brake system, one for the outboard brakes and one for
the inboard brakes.

All hydraulic system components are located in the nose area on each side of nose
wheel well (left and right hydraulic compartment).
Electrical system:

Double Gen Failure (complete electrical failure)

 First indication of this will be complete EFIS screen failure and autopilot disconnect
together with association master caution (ELEC – DC GEN LIGHT(S) ON
 Transition to flight on stand-by instruments and begin failure management
 Memory Items:
o Bus tie switch – SPLIT (prevent cross trip of other Gen allowing systems to
operate independently)
o Both Gen switches – Reset then on (Max two reset attempts)
 Asses performance
o Start to consider diversion
o Transition to stand-by flight instruments (FO will fly)
o Avoid IMC
 Check circuit breakers
 Emergency checklist – double gen failure
o We may be able to rectify the issue, or perhaps one DC gen. This will lead to loss
of several systems depending on the gen (ie: hydraulic pump, anti skid, flap
control etc – checklist highlights the applicable systems)
 If no gens come online, battery power will supply power for up to 60 minutes without
load reduction.
 Once L battery bus voltage drops below 24V, the emergency power supply (5amp lead
acid battery) supplies 15 minutes of emergency power (emergency lights and stand-by
instrument back lighting)

Electrical Systems knowledge

The electrical power system is divided into separate parts, namely:

 2 Batteries, 24V each (DC)

 2 DC Gen/starter (DC) (28V)
 External power (DC)
 2 AC generators used for ice protection systems, windshield heat, props, engine
intake ducts located aft of the prop gear box (wild)
 1 emergency battery (avionics rack)
 2 inverters (convert DC into AC)
 DC electrical panel, in overhead cockpit third panel

The left and right power systems are tied together by a bus tie relay thereby enabling a
single battery or generator to supply both power systems.

The emergency power system consists of the previously mentioned EMERGENCY BUS and
EMER AVION BUS. These buses are, in addition to the normal power supply, supplied from
an emergency battery for a limited time as a last power resource.
The AC system consists of a L and R INV BUS 115V AC plus a L and R INV BUS 26 V AC. The AC
buses are normally powered through the main inverter from the L MAIN BUS. The L and R
INV BUS 26V AC may also be powered through the standby inverter from the R MAIN BUS.

“Wild” frequency AC, used for ice protection only, is supplied from two generators, driven
by the respective propeller gearbox, to the L and R GEN BUS 115V AC. Either AC generator
can supply both buses through the use of a load transfer relay. Each engine air intake
anti−icing is supplied from respective AC generator.

Pressurisation system:

 Identify the failure (slow leak/rapid depressurisation) – CABIN PRESS annunciator

when alt about 10,000 or psi exceeds 7.5 – a 7.6, outflow valve automatically opens
 If it’s a rapid depressurisation – cockpit indications would be both the cabin alt and
cabin rate indictors would be off the scale
 Memory items
- Oxygen masks and regulators on and 100%
- Communications establish
- Transponder 7700
- Seatbelt sign on
- Emergency descent initiate – high or low speed
 Performance: Actions for high or low speed: consider structural integrity of plane
 Check circuit breakers
 Emergency checklist – Rapid depressurisation

Pressurisation systems knowledge:

The cabin is pressurized by the two air conditioning packs. The system is so designed that it
is sufficient with one pack for pressurization up to 25000ft

The cabin pressure is either automatically controlled by a pressurization controller, or

manually controlled by means of a control valve operated from the control panel in the
cockpit.

The automatic control system is the one normally used.

Receives info from:
o Power lever position
o Static pressure
o Cabin pressure
o Preselected airfield altitude
o Weight on wheels switch
o Pressure values from the control panel

Primary outflow valve:

o Electrically-pneumatically controlled by the pressurisation controller and is used for
automatic pressure regulation
Secondary outflow valve:
o Pneumatically controlled from the cockpit panel and is used as a manual standby
system
Both outflow valves also incorporated positive and negative relief functions, for relief valve
opening the maximum positive differential is 7.6 psi and maximum negative pressure is
0.5psi

Before landing if operating the system in manual mode – there is a requirement to dump
the pressure as this system is removed when operating in manual mode

Engine System:
o Engine failure:
Memory items:
 Power lever: reduce to 20 – 30%
 Condition lever: fuel off
 If the propeller has not feathered ensure autocoarsen switch is off and set
propeller pump switch to manual feather. Hold the switch until the propeller
is in the full feathered position
o Engine fire:
Memory items:
 Power lever: reduce to 20 – 30%
 Condition lever: fuel off
 Fire handle: pull
 Fire extinguisher switch: on
 If fire indication still exists after 30 secs: discharge opposite bottle
 If the propeller has not feathered ensure autocoarsen switch is off and set
propeller pump switch to manual feather. Hold the switch until the propeller
is in the full feathered position
o Detection of feathering:
 Prop gearbox oil not in green arc
 Dowty props (silver spinner) fluctuating RPM, individual blades can be seen
 Hamilton Sunstrand props: (WT) prop may continue to rotate, no fluctuating
RPM

o Uncommanded engine operation:

- Indicated by cockpit indications and or power fluctuations of ITT,
Torque, fuel flow, NG, NP – note a single fuel flow gauge indicating 0
or fluctuating does not equal uncommanded engine ops
- Torque fluctuations up to 3%
o Memory items:
 Power lever: 20 – 30% or if torque indication unreliable set power lever ½
inch 12mm above flight idle
 Condition lever: Torque motor lockout then reset
- Caution: Keeping condition lever in the tm in the lockout position will
cause a small amount of fuel to be vented overboard – must ensure
 the condition lever is positively returned to the min max range and
does not remain above the min max gate

Engine systems knowledge:

The aircraft is equipped with two General Electric CT7−9B turboprop engines, each
developing a maximum takeoff power of 1870 SHP/1935 ESHP at sea level up to a
temperature of 35C. Each engine drives a 132 inch diameter four bladed Dowty Rotol
propeller/ Hamilton Sunstrand (WT model)

o Engine:
 Gas generator powering a free turbine which is directly coupled to the
propeller gearbox
 Axial centrifugal compressor ( 5 stages )
 Accessory gearbox powers various systems
 Propeller gearbox powers various systems
o Hydromechanical Unit (HMU)
 Provides metered fuel for combustion
 Responds to power lever movement, condition lever input, gas generator
speed, compressor inlet temperature, DECU command signals to the torque
motor
 Torque motor is in the HMU – allows to meter fuel beyond PL movement
(min prop rmp on ground or if APR is used in the air)
o Digital Electronic Control Unit (DECU) similar to a car ECU
 Powered by the engine electrical power
 Np overspeed protection
 Autoignition/flameout protection
 Bottom governing
 CTOT System
 Torque/RPM indication
 ITT indication
o CTOT/APR system (automatic power reserve system)
 In the CTOT system is an integrated Automatic Power Reserve (APR)−function
to provide an extra 7% delta torque push on the good engine, should a power
loss occur on one engine
o Autocoarsen system:
 The autocoarsen system is installed to achieve a fast reduction in windmilling
drag during takeoff, approach and go−around in case of engine failure. The
system also responds to temporary engine malfunctions such as momentary
fuel or air flow interruption.
 The system continues to monitor engine parameters after an autocoarsen,
and it uncoarsens the propeller if both TRQ and P3 return above threshold
values.
- PLA power lever angle position
- NG gas generator speed
- NE starter/generator speed
 - Torque
- P3 compressor discharge pressure
 Will occur if: both PLA are above the 64’ PLA and, toqure on the good engine
> 50%, torque on failed engine < 50%, psi difference is > 120 psi, trq diff: 25%

Fuel systems knowledge:

Fuel is stored in two tanks, referred to as a left and right fuel tank. Total maximum usable
capacity is 2 542kg

A single point pressure fuelling system makes it possible to fill the tanks automatically to full
or to a mid level point. Can also be filled to an intermediate level by setting the fuelling
control switches to off when the desired level is reached. – its located under the right wing,
can also be used for defuelling

Can also fill by overwing refuelling

Normally, the left engine is supplied by the left tank and right engine by the right tank, but
can also crossfeed both engines from either tank, there is an interconnect line between the
tanks to make sure the tank levels are equal

Pumps:

 One engine driven main fuel boost pump on each engine and an electrically driven
standby pump in each tank if the main fails – this will start automatically in case of a
main pump failure
 Standby pumps also provide fuel during engine start until main pump can provide
pressure
 Standby pumps are controlled by pilot operated switches on the overhead panel and
the automatic switches – condition levers

Indicating system:

 Indicated by two gauges on the centre instrument panel and there is a low level
warning for each tank
 on the ground, also have magnetic dipsticks in the undersurface of the wing – only if
respective tank is below 500kg
 also indicated on the fuel panel on the right wing

Memory items

Fuel burn: A: 500kg/hr B/WT: 500kg/hr

Holding rate: A: 460kg/hr B: 450kg/hr WT: 440kg/hr