Rockwell
Turbo Commander 690A Training Manud
General AviationDivision Rockwell Interrethnal
OCM(9-74)
ROCKWELL
COMMANDER
TURBO
MANUAL
TRAINING
The
material
contained
only.
purposes
The contents
the official
publications
Maintenance
Manual,
Flight aid
Manual,
during
Commander
herein
but
is are
are
training
for
intended
not
to supersede
the aircraft: Catalogue,
Parts
to be used courses
to be used
with
Illustrated
the training Training
issued
690A
only
conducted
i.
e. and
as an instruction at
the Aero
Center.
DATED:
October
1,
1974
FOR USE OF THIS MANUAL
INSTRUCTIONS
which are sequenced, This Training Manual into sections is divided possible, closely order of classroom presentation. in A the as as for identidivider with precedes each section quick index tab, page, Each section is identified by a number fication. (i. e. 1. Airframe). identified by Text pages code at the in each section two-digit a are which identifies bottom-right, the Section and Page Number:
Example:
Each
Page Page
1-4 3-5
is Section is Section
with an expanded page is provided will pages carry a notation as
Revised
1, Page 3, Page
right-hand
to the date
4 5
for notes. margin of the revision.
TO SECTIONS
INDEX
Section
1.
Aircraft
Section
2.
Flight
Section
3.
Electrical
Section
4.
Powerplant
Section
5.
Hydraulic
Section
6.
Fuel
Section
7.
Environmental
Control
Section
8.
Miscellaneous
Systems
General Control
System
System
System
System System
t
1-
SECTION AIRCRAFT
1
GENERAL
INTRODUCTION The Turbo high wing, 690A is an all metal, Commander twin engine airplane featuring cabin. Power is a pressurized supplied by two Garrett TPE-331-5-251K AiResearch turbofixed shaft engines, equipped with Hartzell three-blade prop, full-feathering, reversible propellers. Engine constant speed, bleed air is used to air condition and pressurize compressor The airplane is the cabin up to 5. 2 PSI differential pressure. anti-ice for all and de-ice equipped with complete systems fuel cells weather operation. Wing and fuselage are interconnected to form a single tank and store 384 gallons of usable The retractable hydraulifuel. tricycle landing gear is operated with an independent cally and is provided pneumatic emergency baggage extension 600 pound capacity A large volume system. in the center fuselage, below the wing. is located compartment AIRFRAME airframe in three major is manufactured semi-monocoque fuselage, sub-assemblies; (1) forward (2) wing, and (3) aft fuselage. The forward and aft fuselage sections are joined at fuse254, and the wing is attached lage station to load carrying fuselage bulkheads stations 178.81 and 209.15. at fuselage When The
an integral
mating and joining is completed, is achieved. structure
fuselage
and
wing
WING ASSEMBLY The
wing
section is constructed in three sections, center panels. Two built-up the spars are used, having extruded 2014 aluminum caps and 2024 aluminum 160 members. extends from Station The center section panels with the outer Station 160 RH across the fuselage ing from Station AN rivets, 160 to the wing tip. Standard bolts and AN and MS hardware the are used to assemble
the two outer
2014
aluminum forged and lower the to spars rugged attachment. gear
gear
are
surface
to provide
Built-up engine extend mounts are attached to the front spar
A removable equipment
1-2
aft nacelle installed in
an extremely
from the front forward and the wing surface.
assembly
provides
the aft nacelle.
web LH to extendhuckwing.
to the wing
attached
trusses
wing
and
spars
ready
access
and
spar
to
FUSELAGE
ASSEMBLY
airframe
in general is fabricated structure alloy aluminum sheet, extrusions 2014 and 7075 billets using conventional chined and is assembled
The
Skin laps
and
compounds. Manual for The
from 2024, and mafasteners.
seams are sealed with 3-M and Coast pro-seal Maintenance Refer to Section 11 of the Aircraft
sealant
data
and
application
techniques.
by ten bayonet and door is secured type latches, locked mechanism when the aircraft is electrically electrical with system is turned on. The door is equipped seal to retain cabin pressure. rubber The door an inflatable seal pressure regulator below the floor, is located forward of fuselage 69. station cabin
the latch
A plug type emergency door. Cabin pressure the hatch seal to retain
opposite exit hatch is located the cabin helps acting hatch on the to compress cabin pressure.
design cabin interiors are attached to the cabin by channeled Velcro upholand slots, structure tape strips This and of design provides installation stery screws. type and re-installation for airframe as required easy removal service All interior fabrics and inspection. reare flame sistant in accordance with the Federal Aviation Regulations. The
modular
floor incorporates The fuselage through which a tunnel-way fluid flight control cables, hydraulic is routed primary the lines and other fluid or pneumatic lines. The enpressure "Controlex" cables and these are gine controls are flexible routed along the windshield centerline of the center post, leading edge wing and out fuselage through the upper to the engine section. laminated The windshields plate glass are Pittsburgh heated. The cockpit side windows and electrically and eyebrow windows plexiglass. The pilots side are single pane acrylic window direct vision window. Double incorporates or vent a acrylic plexiglass windows featured in cabin. the pane are This provides structural redundancy and the air gap between and noise suppression. the panes provides thermal insulation
"aircon"
Load
structural bulkheads carrying in the tail cone provide attach horizontal for and vertical flight structure the the surfaces. flight dual spars, These surfaces incorporate interconnecting ribs and stressed skin.
CORROSION
CONTROL
fabricated parts Commander are treated to resist airframe insuring increased corrosion, service thereby preventative life and reduced The maintenance costs. control is cleaning and etching corrosion by started process The immersed parts. parts into the fabricated are then an solution. This leaves base film coating a chromic This is followed up by a zinc-chromate spray on the parts. of the painting. All these steps are taken prior to assembly The completed aircraft is cleaned, exterior component parts. bath, air dried, and given an alodine then primed spray paint. with painted
Aero
"alodine"
"alumigrip"
1-4
19'
.
Rockwell
Turbo
Commander
46'
l'
-
-
-
9. 30"
690A
6. 64"
2. 24" 15'
5'
-
-
5. 00"
14'
-
11. 35"
7 00"
44'
-
4. 25"
1-5
23'-3" 81'-10"
58'-7"
35'-4"
27'-0"
22
Figure
1-6
1, Minimum
Turning
Distances
23
ENGINE TACHOMETER
20-'-
,6
4
oo 't,,
-
5 40 50
70
so
96-100%
:
PERCENT
80
~
-101%
NORMAL MAXIMUM
Green Arc Red Line
RPM RPM
,
\' ,
28 6
INTERSTAGE TURBINE TEMPERATURE 923°C 1149°C
GX 100 54 30FF
'//76
Red White
TAKEOFF START LIMIT
2837
ENGINE GAGE OIL TEMPERATURE -400C +55°C +55 +93°C +93°C OIL PRESSURE 50 PSI 50-70 PSI 70-120 PSI 120 PSI FUEL PRESSURE 15 PSI 15-25 PSI 25-80 PSI 80-90 PSI 90 PSI -40
-
-
••
es
, *
*
""
Figure
1-2. Instrument
Markings
(Sheet
UNIT
Red Line Yellow Arc Green Arc Red Line
MINIMUM CAUTION NORMAL MAXIMUM
Red Line Yellow Arc Green Arc Red Line
MINIMUM CAUTION NORMAL MAXIMUM
Red Line Yellow Arc Green Arc Yellow Arc Red Line
MINIMUM CAUTION NORMAL CAUTION MAXIMUM
1 of 3)
FAA Approved
1-7
\ KNOTS
\260 aso
40
300 2oo ISO
AIRSPEED
60
60
250
AIRSPEED
---
77
2o
MPH 160
/
40
-
go
ioo
82
160 14o
-
86 140 115 243 243
Knots Knots Knots Knots Knots
Red Line White Arc Blue Line Green Arc Red Line
MIN S. E. CONT. FLAP OPER BEST S.E. ROC NORMAL OPER MAX OPER
N
ioo
2817
HYDRAULIC PRESSURE -o
2ooo-
1250 PSI
HYD PRESS
28
VACUUM N
10
28
Figure FAA Approved
1-8
3. 8 IN. Hg 3. 8-5. 0 IN. Hg 5. 0 IN. Hg
..--
o
MAXIMUM
3
upii
.se
Red Line
Red Line Green Arc Red Line
3
1-2. Instrument
Markings
(Sheet
2 of 3)
MINIMUM NORMAL MAXIMUM
EMERGENCY GEAR EXTENTION
iooo 500
A IR 425 PSI 425-525 PSI 525 PSI
LBS PER SQ lN 2000 o
Red Line Green Arc Red Line
MINIMUM NORMAL MAXIMUM
283
',
so
ALTITUDE AND DIFFERENTIAL PRESSURE
"
DIFF PRE
I5'
40
\
/
5.4 PSI
Red Line
MAXIMUM
20
3025,
17
28
\ ,
4
3,oomm 5
2
"/ 6
7,
SHAFT HORSEPOWER
=
717. 5 HP
Red Line
MAXIMUM
H.P. X 100 28
10
Figure
1-2. Instrument
Markings
(Sheet
3 of 3)
FAA Approved
1-9
ELECTRICAL
LIGHTS
GENERATOR EXT
BATTERY
PWR
L
BUS CONTROL
R
TlE
DOOR
DISTR
BELTS NO SMOKE
LOCK
CABIN
CABIN
PANEL
POS
ANTI-COL
STROBE
PAR-
° F F
NTS
GND START
TE5T SER-
OFF
-
-
-
OFF/RESET
OFF
-
OFF
OFF
UNLOCK
L
BELTS
R
OFF
OPEN
LEFT ENGINE HP
IT
L
FUELNPUMP
FUNEL
VNRD
LANDING
HMYDR L
AIR
EXTEND
5T
GND
O
O
OFF
PUSH
FOR
GND
START
EMER OFF
MOTOR
DO
ICE PROTECTION L
ENG
W5HLD LOW
RUDDER
L
INLET
PITOT R
-
L
FUEL
VENT
R
NOT
-
R W5HLD
INLET
INVERTER
AMP5
O
F
F
F
F
F
F
OFF
1
l
LOW
PROP
RADIO 2
SPKR
AUTO
AMPL
PILOT
O
PROP
HIGH
2
GEN
OFF
-
EMER
---
OFF
OFF
WIPERS
RIGHT ENGINE
BOOT5
WING
DEFOG
LIGHT
ONECY
BLOWER
FUEL-HYDR NORM
IGN OVRD
HP
FUELPUMP ON
AIR
-
L
FA5T
PARK
SLOW
R
EMER OFF MAN
-
OFF
-
MOTOR
PUSH
FOR
GND
START
Overhead
DIMMER-
LIMIT
TEST
OFF
Switch Panel
PARK
RETRACT
EXTEND ABOVE 156 KNOTS
AVIONICS GEN
O
HIGH
OFF
-
OVHD-5UB
SECTION FLIGHT
2
CONTROLS
INTRODUCTION control The Turbo Commander is equipped with dual flight pedals, permitting columns and dual rudder/brake them to be controlled The from either seat. the pilot or co-pilot elevators, rudder and left aileron with conare equipped balanced", assembly The rudder is trollable trim tabs. and the slot between horn and the vertical stabithe rudder lizer is thermally de-iced. The wing flap is single slotted mechanically interconnected, of four sections type, consisting and hydraulic actuated. pressure
"horn
CONTROL
COLUMNS
columns constructed from magnesium Two flight control aluminum alloy tubing are attached and castings to the airroller bearings. craft floor by pillow blocks and structure The control mechanism contained inside each column conmounted Turnand ball bearing sprockets. sists of chains buckles for tension and rigging adjustments. are provided AILERON
CONTROL
(See Page
2-4)
The all metal
ailerons to the aft wing spar at are attached with sealed bearings and are 100¶o statically points of the control wheel moves balanced. Rotary movement a pulleys, bellcontrol cables, sprockets, system of chains, under columns rods from the control cranks and push-pull compartment, the floor to the aft side of the baggage up and belleranks. A out through the wing tunnel to the aileron cable is connected balance between the right and left aileron belleranks Two turnbuckles to complete the system. are cable located in the baggage while the balance compartment nacelle turnbuckle is in the left wing area.
three
RUDDER
CONTROL
(See Page
2-5)
pedals enable the pilot and co-pilot to brakes A system of and nose steering. pilot co-pilot rudder and connect tubes the pedals A rudder cable is attached together. to each inboard aft through the pedal horn under cabin floor, the then passes fuselage rudder assembly which is connected to a torque tube base of between rudder. A balance cable is connected the to the Dual
rudder
control
control the rudder, concentric torque
2-1
(Continued)
CONTROL
RUDDER
the front side up and across the pedals and routed forward, complete forward Three cabin bulkhead the system. the to of and which provide adjustment turnbuckles tension, two are and one in the top of the nose located in the lower aft fuselage of
landing
gear
ELEVATOR
wheel
well.
CONTROL
(See Page
2-6)
by fore and aft movement of the The elevators are operated control column. cast At the base of each column magnea below the cabin floor. Attached sium arm extends to the push-pull The push-pull rods. rods arms are adjustable between floor beams. aft to a transfer extend tube mounted Cables connect the forward transfer tube to a transfer tube push-pull rods attach in the aft f uselage. Adjustable the aft Turnbuckles in the aft transfer tube to elevator tube. torque coil fuselage provide adjustment and tension. Four large holding down action provide springs the elevators a bungee while the aircraft is on the ground and provide better elevator single engine operation. balance during stalls and slow speed .the
TRIM
(See Page
2-7)
and elevator The rudder trim tabs are mounted on the trailing surfaces. Tab movement control is edge of their respective accomplished by rotating hand wheels, of drums, system a pulleys, chains, flexible shafts and screw cables, jacks provide the necessary movement. Adjustable trim tab turnbarrels Electrical in the aft fuselage. for the cable systems are located position mounted adjacent tab trim transmitters to their re spective trim tabs actuate trim tab indicators on the instrument The left aileron panel. actuator, tab is driven by an electrical mounted in the left aileron.
WING FLAP
CONTROL
flaps are hinged Two all metal attached to brackets to the rear each wing. The flaps controlled by a lever of spar are on the control pedestal by a single hydraulic engine and actuated cylocated linder in the aft fuselage. of sheaves and A system cables interconnects The cockpit control lever the four flaps. "UP", "DOWN" provides and "NEUTRAL", three selections, infinite of flap position selections thereby permitting throughelectric flap out the operating position An transmitter range. in the aft fuselage indicator actuates a flap position on the inpanel. Two flow valves mounted in the hydraulic strument lines adjacent cylinder provide slow and smooth to the actuating flap travel.
2-2
TURNBARRELS SLAVE SHEAVE
ACTUATING CYLINDER WING FLAP FLOW CONTROLVALVE
MASTER SHEA E
HYDRAULIC LINES TO LANDING GEAR FLAP CONTROL
AND WING VALVE
LANDING GEAR AND WING FLAP VALVE CONTROL 27
Flap
Control
37
System
2-3
INSPESCTA
BELLCRANK
°
G
MECHA
PULLEY
AILERON PUSHPULL
ELEVATOR
CABLE DRUM
PUSH-PULL ROD
ROD PULLEY
BALANCE TURNBARREL
CABLE
TURNBARRELS
2732
Aileron
2-4
Control
System
TURNBARREL
BALANCE CABLE
TURNBARRELS
ACCESS
DOOR
CE CRENMNOE R
RU
UEDRDEE R
D RUDDER T UBE
TORQUE
o
\ DR NL R
TORQUE ARM
AL
RE
27
Rudder
Control
4
System
2-5
SEE DETAIL B
/
TURNBARRELS
SEE DETAIL A 2734
ELEVATOR FORWARD
TRANSFER TUBE ELEVATOR
TORQUE TUBES ELEVATOR STOPS CONTROL COLUMN
'
\
PUSH-PULL
'
'
ROD
'
IDLER PULLEY PUSH-PULL
ROD
IDLER PULLEY
AFT
TRANSFER TUBE ASSY
ELEVATOR BUNGEE SPRINGS
276
Blevator
2-6
Control
System
27,
SEE DETAIL B
TURNBARRELS
SEE DETAIL A
27 35
ELEVATOR
TRIM TAB
0
ROLLER
CHAIN
BRACKET CABLE DRUM
ROLLER
CHAIN
GEAR AND
PINION
.
ELEVATOR o
/
TRIM TAB
o
ELEVATOR TRIM TAB WHEEL
ELEVATOR INDICATOR
TRIM TAB TRANSMITTER
27 7
27 7
Elevator
Trim Tab Control
System
2-7
SYSTEM
3
ELECTRICAL
GENERAL
SYSTEM
DESCRIPTION
The electrical is designed supply system to provide an abundant regulated direct for operation of voltage of current power the The primary aircraft various systems. components are two Nickel-Cadmium batteries, storage two engine driven starter/ split bus distribution The system with a system. generators automatically devices which disconnect load sensing incorporates fault. overload and isolate any
BATTERIES 40 ampere batteries at 24 volt, The 20 cell air cooled are rated designed and are specifically for jet engine hours, For starts. loads of 1000 amps or more momentary this purpose, may be cells The nylon case battery drawn from the battery. are packed lined stainless The manufacturer's in a neoprene steel case. instructions adhered must be rigidly the batto when servicing The batteries with a temperature monitor, tery. are equipped isolation switch. Refer indication and battery temperature to airplane Flight Manual for test and operating procedures. STARTER/GENERATOR starter/generators 6650The air cooled are wide speed range, for 300 amps 26 volts with 1. 25 ohms in exciter 12000 RPM, rated by Lear Siegler, field. The units are manufactured and are clamp drive pad adaptor. mounted Routine maintenance on to an engine brush and commutator involves The generator is servicing. equipped with internal filters. radio noise -
VOLTAGE
REGULATORS
Electric carbon pile voltage regulators, mounted in the aft fuselage, voltage. regulate used These output generator to are regulators calibration have voltage should adjust be pots and set at 2 28. 7 + and engines VDC when at operating temperature running at 96% RPM. The regulator base assembly contains the generator load paralleling adjustment The generators be should pot. load paralleled within 30 amps.
General
.0
-
.
3-1
D.
C.
BUS AND CONTACTOR
BOX
This box assembly, is designed mounted in the aft fuselage, centrally locate, house and protect the heavy duty battery, relays, relays and starter plus engine control start generator miscellaneous equipment. All and other electrical system wire supports and ties in this box must terminal connections, be kept secure, objects. and the assembly free of foreign identifications in the box, and a layComponent are stenciled identification out diagram may be found in Section X of the Manual. Maintenance
SPEED
ELECTRONIC
to
SWITCHES
receives The engine speed sensor an input front the engine is calibrated for three driven This sensor tach-generator. signals RPM's. These signals selected output engine output at referred 3, 1, No. 2 and No. switch No. occurto as speed are ring RPM. The in sequence at 10%, 50% and 90% of engine is used in the electrical speed autosystem to provide sensor functions. of certain Field starting matic sequencing engine repair assembly. is not permitted sensor on the speed
BATTERY Refer
AND
to Figure
BUS SYSTEM No.
1, Page
3-7
design incorporates The system main bus, a battery-generator bus and start auxiliary bus. Through engine start an external receptacle be powered from an plug bus start may the power If batteries and external is external unit. am on power power applied, parallel with external operating in unit is the the power batteries. Through circuit breakers, heavy duty remote reset via a distribution electrical is supplied loads power to airframe bus. bus and a control The batteries by a BATTERY are controlled however, BATTERY SELECT switch on a pedestal position must be in the NORMAL on.
MASTER switch; engine lever the power have both batteries to
of the battery Activation is accomplished in the following system When BAT MASTER SW is turned on, electrical the sequence. from No. 2 battery Al of BLC-2 at terminal is routed power diode through a to a terminal post and to terminal X1 of BLC-2. Another wire attached to terminal X1 of BLC-2 is routed through D2-D3 of SR-2, also terminals D2-D3 of SR-1 and to terminals X12 of BSC, This terminal X1 and then to terminal X1 of BLC-1. voltage for battery is the control circuit BSC BLC-2, contactors
3-2
BATTERY
AND
BUS SYSTEM
(Continued)
for BLC-2 is The electrical ground path circuit closed 5-6 of X2 through the normally terminals SW to the BAT MASTER SW. The electrical the BAT SELECT X2 of for BSC and BLC-1 is from terminal ground path circuit 1-2 of BAT BLC-1 to terminal X2 of BSC through terminals SW. SELECT SW to the BAT MASTER When these contactors No. 2 battery BLC-2 connects to the main bus, are energized, and BSC connects No. 1 battery to the start bus and BLC-1 Thus the two batinterconnects the start bus and main bus. in parallel. teries are operating and
BLC-1.
from
terminal
SW combines POWER SELECT The START first two functions; OFF-ON switch, secondly it it functions power as an external parallel battery configuration is used to preselect for or series engine from aircraft batteries. Note: starts Always follow airfor engine starting. plane Flight Manual The seriesprocedures 3-1. parallel battery control circuits can be seen on Figure X1 of BSC. There at terminal terminating are two circuits SELECT SW is 24VDC power on one pole of the START POWER BAT start applied to terminal X1 of BSC when EXT PWR/PAR battery holding circuit This provides is selected. a parallel When a series for BSC and BLC-1 during battery engine start. is selected control circuit eminating from start the BSC-BLC-1 by the engine relay start terminal X1 of BLC-2 is interrupted (SR-1 or SR-2) causing Thus No. 1 BSC and BLC-1 to drop out. from the bus is isolated is disconnected and the start battery main bus. Then an electrical start signal from the engine con12-13 of BLC-1 to terminal tactor is routed through terminals X11 of BSC. battery provides This action input power a series relay and start overvoltage An overvolt sensor to the start bus. (SOVR) are incorporated applied to limit start bus voltages to the START AUX BUS. (RCB-2) breaker circuit reset on the main bus is the of electrical distribution bus and power to the aircraft of electrical auxiliary bus is the source power on the start control bus. Each segment of the distribution or to the aircraft control bus is limited loading by circuit breakers and to 35 amperes bus transfer load is limited by the bus tie circuit to 20 amperes breakers.
A remote source RCB-1
ENGINE Refer
STARTING
to Figure
No.
SYSTEM 2, Page
3-8
The engine control circuits and aircraft fuel supply start circuits are integrated switch controls the starting so that a single of the turboprop engine. The engine lever is power or shutdown positioned flight for all ground starts. idle position at The engine
3-3
ENGINE
STARTING
SYSTEM
(Continued)
lever The is positioned at low RPM for starting. profile crank engine with engine is start general the the to and fuel are starter In doing so, ignition up to 50% of RPM. automatically sequenced is turned on at 10% RPM and ignition released The engine at 50% RPM. off and starter then acce1erates For all on to idle RPM on the gas turbine energy. blades propeller Zero at ground starts secured the thrust are pitch angle by ground start propeller blade latches. condition
The electrical relay sequencing for starting the engine occurs diagram). When the order schematic in the following (follow switch -FUEL boost engine rotated ON-, start the pump to (BPR) relay is energized and fuel at boost pump pressure, 15 PSI minimum is supplied to the engine fuel pump adaptor. (SAR) is energized The start auxiliary relay and through the "A" and "B" poles arms (SR) and circuits relay start the to (FR) to field relay the generator through "C" pole causes break" before switch Rotating energize. start the to completes AIR START the circuit through SS-2-50% speed (SR), and from switch, and "B" pole of SAR to the start relay SR through "A" pole of SAR to terminal X1 of SAR. This action and provides holding circuit energizes relay start the to SAR a while engine RPM is below 50% RPM.
"make
relay start through pole "A" arms the ground start circuit, propeller unfeathering through pole "B" causes pump to operate (IR) circuit. and through pole "C" arm the ignition relay If inflight will spool windmilling propeller air is start this the an the engine RPM up. When engine RPM increases to 10% SS-1 (IR). will close and energize ignition relay The IR "A" pole the electrical circuit completes ignitor unit, engine the power to the The
(SPR). fuel valve and start relay The SPR "A" engine pressure pole supplies fuel regulator. Engine start power to the pressure should light off and accelerate with windmilling propeller assist. 50% RPM, WhenRPM increases SS-2 opens. to approximately is The ground start This deactivates all start circuits. sequence fine propeller is latched in air start except that the the same as motor pitch and the starter engine when the is used to crank START. switch is rotated GROUND start through the to Flight Manual procedures for engine Note: Always use airplane starts.
"detent"
"light-off"
Motoring by is accomplished the engine without holding override switch and placing in motor position the ignition (EMR), The engine relay motor the start switch at ground start. when energized, circuits fuel interrupts start pressure to the regulator, engine fuel valve and ignition vibrator, thus fuel and ignition chamber. are not admitted to the combustion
3-4
GENERATOR Refer
to Figure
SYSTEM No.
3,
Page
3-9
includes The generator system two engine driven 300 amp D. C. starter/generators, relays, current two reverse two Hartmann carbon Electric pile voltage regulators and control General recharacteristics lays necessary switching the desired to provide off information by a and fault protection. is provided Generator panel. monitor light in the annunciator voltage regulators and lead paralleling adjustments The generator Manual shall be set in accordance with the airframe Maintenance The carbon regulators procedures. pile voltage must be at operaregulator adjustments. The voltage when making ting temperature be 28. 7 +. 2 VDC when 20 cell batteries setting should are relays should be set at 30. +. 9 VDC. installed. The overvoltage -.0
engine start the field relay (FR) is energized to open the field circuit. This automatic safety circuit protects when the starter-generator is being used as a high torque the system cranking motor. start is completed, After engine the field relay will automatically de-energize. During
generator
field circuit The generator is traced from GEN terminal on the (RCR) relay (CS) current current through sensor reverse to B2of the field relay and L+ of voltage A2 terminals G terminals to regulator regulator and from F+ on voltage to A terminal on field winding generator terminal block and through generator to E terminal circuit is output voltage Generator ground. this on (GCR). relay applied control The to X1 terminal of generator switch when turned "ON" provides master ground generator a If external for the generator control relay. power is off, when control relay from is completed is energized, the generator a circuit of FCR to the switch of GCR through B2-B3 A2 terminal terminals (SW) terminal of the reverse relay. If generator voltage current is 3 to 6 volts higher the RCR will close than main bus voltage, signal connecting the generator to the bus and a D. C. voltage (IND) terminal from the RCR indicator will cause the GEN-OFF light on the annunciator panel to extinguish. .
.
GENERATOR
FAULT
PROTECTION
fault protection includes (1) undervoltage, (2) overvoltage, feeder fault, and (4) field fault. The reverse will relay current disconnect if it goes undervoltage. A field fault or the generator feeder fault or overvoltage fault would allow the field control relay energized. When this occurs, FCR automatically to become turns off, opening The FCR picks up the generator the B2-B3 contacts. circuit and the generator through the A2-Al contacts a holding
Generator
(3)
3-5
GENERATOR
FAULT
PROTECTION
(Continued)
Of course, light will be illumiswitch. master the GEN-OFF annunciator nated on the panel since the reverse relay current The operator under is also de-energized a fault condition. should and if it will not attempt to reset the failed generator he should satisfactorily, failed switch reset generator turn the Flight Manual off and follow airplane procedures pertaining to generator. a failed
Refer
to Section
maintenance
3-6
and
X of
the aircraft troubleshooting
Maintenance procedures.
Manual
for
service,
BUS TlE N/O
24V STA RT C.B. START POWER SELECT
DISTRBUS 20
SW OFF
ON '
g
'
3EXIPW. PARBAT
AT
BUS "CONTDISTR 35
ISTR RESET
BAT
e
SELECT
N/O BUS TIE
35
3§
--
SEOR
BS
CONT BUS)
e
RESET
CONIBUS 35
a
A
L BC
MAIN BUS
---
-
---
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26VAC OXY
LT AUX
ANN 3
HDG2
RMI
NAV1
COM1
ATC1
AUDIO
TRIM
A/P
Y/D
ADF
RADAR
MFD
TCAD
ADC2
HF
ALTM
FUEL
ADC1
AHRS
PFD
FIRE EXT OIL DOOR
INV
GYRO 2
COM 2
UNFEATHER
INV
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F
SECTION
4
POWERPLANT
INTRODUCTION The fixed shaft turboprop engines in the Model AiResearch. manufactured by mander Garrett are is designated Model TPE 331-5-251. This as a horsepower engine, box limited and rated gear facturer The engine incorporates to 725 SHP. box, two stage centrifugal three compressor, bine and a single annular combustion chamber.
690 Turbo ComThe engine is an 840 shaft by the manuan integral gear stage axial tur-
shaft power The turboprop engine produces rotating to drive a propeller, and the accessories for engine and airnecessary heat by converting The engine craft operation. produces power combustion in into rotating mechanical the energy energy gases in the gas turbines. Ambient air is drawn in and compressed by a two stage centrifugal The compressed air compressor. plenum, is collected and delivered in a combustion the to annular combustion chamber where fuel is added and atomized high temperature ignited. The expanded combustion gases are routed imparting stage turbine the three to energy to the turbine wheels, which drive and the reduction the compressor gear train. Spent gases coming off the turbine are delivered back to atmosphere by an exhaust This gas flow creates tailpipe. jet a slight See Figures 4-1, 4-2 and 4-3. thrust. control The principal engine components are the fuel control (Bendix propeller oil transfer DP-K2), pitch control tube servo, operations, and the propeller During ground the fuel governor. maintains required engine speed by moduunderspeed governor fuel flow to the combustion chamber in response lating to engine of the propeller load changes pitch controller caused by movement During flight for forward operations thrust power. taxi or reverse fuel is scheduled lever and the propeller by the power governor propeller blade pitch angle. maintains engine speed by modulating
MOUNTING
PROVISIONS
which are structurally attached primary engine mounts, to isolating of vibration consist system, three torque spar These mounts. are adapted to the engine reduction gear housing. A fourth mount attaches All the turbine case to the nacelle. engine refer mounts must be kept in good condition, to Airframe Maintenance Manual for engine mount installation torque valves. The
the wing
4-1
P1 Ambient
T1 Ambient
Pressure
P2 Compressor
Inlet
P3 Compressor
Discharge
Pressure
P4 Turbine
Inlet
P5 Turbine
Discharge
Pressure
Pressure Pressure
Temperature
T2 Compressor
Inlet
T3 Compressor
Discharge
Air
T4 Turbine
Inlet
T5 Turbine
Discharge
Temperature Temperature
Temperature Temperature
FUEL
l
AMBIENT P1 T1
P3
AIR
DRAWN IN
a
COMBUSTOR
T3
P2
F
2
REDUCTION GEARS
ENGINE STATIONS AND
BASIC GAS FLOW
Figure
4-2
T4
TURBINE
COMPRESSOR
OS
PA
4-1
--
P5 T5
REDUCTION GEAR SECTION
TURBINE SECTION
COMPRESSOR SECTION
INPUT
HOUSING ASSEMBLY INTERMEDIATE GEARBO× HOUSING-
ACCESSORY MOUNT PADS CURVIC COUPLING
En
COMBUSTION CHAMBER
PROPELLER SHAFT FIRST STAGE MPELLER
o
SECOND STAGE
-STATOR ASSEMBLIES
TURBINE PLENUM ASSEMBLY EXHAUST PfPE ASSEMBLY
IMPELLER
TS QUE ASSEMBLY
o
o
HELICAL DRIVE GEARSHAFT
OUTPUT HOUSING ASSEMBLY
'
uLCET MAIN SHAFT
MATCHED HELICAL GEARSHAFT SET (HIGH SPEED PINION) F-44A-20385
i CD
TAIL CONE
TORSIO SHAFT COMPRESSOR HOUSING ASSEMBLY
TRANSITION LINER ASSEMBLY
FIRST STAGE TURBINE WHEEL
SECOND STAGE TURBINE WHEEL
THIRD STAGE TURBINE WHEEL
\d
s
4-4
Figure
4-3
í
ENGINE
COWLING
enclose A nose cowl and inlet duct assembly the forward porcowl panels metal covering tion of the engine with removable installation. panels of the engine Suitable access the remainder for adequate engine A small servicing. access are provided door is provided for lubrication oil tank dip stick and filler. IGNITION
SYSTEM
ignition coil is a 4. 65-joule, radio-noise suppressed, highcapacitor-discharge dual output type which provides The input of from for firing plugs. 10 to 30 volts two igniter vibrator mechanically interrupted de is by the the to achieve The action necessary transformer the voltage. to increase from the transformer secondary current through a passes rectifier and is stored in a tank capacitor. Since the rectifier characteristics, exhibits undirectional will not the current flow back through the transformer secondary to ground, but is stored in the tank capacitor until a voltage level equal to the voltage ionization of the trigger discharge When gap is reached. it changes from device to a conductthe gap ionizes, a blocking from the tank capacitor The first ing device. of current surge flows through the primary of the high-tension and transformer This spike of current into the high-tension capacitors. raises in the high-tension secondary the voltage transformer to approxi18, 000 volts, which in turn ionizes mately the air gap in the spark igniter. With both the trigger air gap and the two igniter in the tank state, the remaining energy gaps in a conducting capacitor is placed where of the spark igniters the airgaps across it ignites mixture in the engine combustion chamthe combustible ber. The
voltage
The output circuit contains in operation of one igniter be open or short-circuited. The
duty
cycle
for
the ignition
(1)
1 minute
(2)
2 minutes 2 minutes
on on
5 minutes
on
(3) The igniter high-voltage bine casing.
a divider
the event
on
1 minute
-
plugs are of applications.
coil
-
-
-
network
which
that the other
the assures should output
is as follows: off.
2 minutes off. 23 minutes off. 55 minutes
off.
the air-gap
type and are
The
are
igniters
locat
designed ed on
for
the tur-
4-5
IGNITION
SYSTEM
(Continued)
discharged from the ignition unit is applied to the electrode plugs, of the igniter forming center potena voltage between electrode and electrode. center grounded tial the the When the potential between reaches the electrodes a sufficiently The remainhigh level, air separating is ionized. the them gap ing electric charge in the ignition coil discharges the across electrode ionized and creates a high-energy gap to the grounded spark.
Current
The
body of the plug is cooled discharge by the compressor air liner. This air surrounds combustion enters that the through four holes covering in the base of the shroud end the inserted of the plug. The air then flows under shroud, along the the body of the plug, and out the tip. from the ignition The high-tension leads coil Lead sufficiently flexible plugs bending igniter permit to the to are Each lead is covered with a metallic for installation and removal. wire braid. Care should be taken during installation to prevent leads. chafing of the high-tension Ignition
-
by an engine speed switch The ignition system is energized and override switch in the cockpit) at 10% (or by an ignition It is switch is turned off by another engine at 50% RPM. plugs be removed recommended and cleaned that the igniter 200 hours. replaced every
LUBRICATION
or
SYSTEM
90 to 120 psi pressure pump developing lubrication for the various engine gears Three and bearings. in the reduction two scavenge pumps, gear section and oœ in the turbine section, oil to the oil tank. return normal of the scavenge The capacity is such that during pumps engine operation of inside engine operates at the the pressures less than atmospheric. is installed An oil vent solenoid on the RH forward portion of the gear case. The valve is opened when break suction is oil starter the the turned on to pumps on the easily in cold thereby allowing the engine to be motored more weather. In addition providing lubrication for various to the lubricating oil is also used for propeller actuation components, The oil tank is mounted and by the torque sensing components. right side of the reduction The oil on the lower gear section. full mark 6. 00 contains when level quarts at is tank the the on When the level is at the add mark, the dipstick. the tank conoil. Use turbine Type I or Type II synthetic tains 5. 00 quarts.
An internal pressure provides jet and mist
oil is accomplished by the use of a conventional lower oil heat cooler mounted behind and fuel firewall the a installed valve exchanger in the oil tank. bypass A thermostatic
Oil cooling
4-6
SYSTEM
LUBRICATION
(Continued)
in the oil cooler the oil from passing to prevent 1800F. reaches the cooler until the oil temperature side of the reA bypass type oil filter is mounted on the right is installed
through
and it should be serviced in accordance duction gear housing If the oil procedures and intervals. with approved inspection should become filter obstructed to the point that the bypass indicator pin will be exposed opens, on the bypass a bypass filter valve. pin after is replaced. The filter Reset indicator by unscrewing ring, is removed the adaptor then removing the filter housing. When reinstalling the filter, use new packings element and housing. on the filter When preparing to change engine oil and prior to removing which are located portion the drain plugs, on the lower.forward plug) of the reduction housing magnetic base and at the (a gear of the oil tank, it is necessary the propeller to feather to redome. move the oil from the propeller
ENGINE
FUEL
SYSTEM
of the engine fuel system components are the infuel high boost jector type pressure pump, pump, vane type indicator), bypass bypass valve filter and (incorporating a valve, T2 inlet sensor, fuel control, bypass torque limiter regulator, fuel pressure flow divider fuel shutoff valve, start manifolds primary and secondary and nozzle and drain valve, aircraft, assemblies. Prior starting boost to the the pump is turned on, fuel is then supplied into the engine mounted The high pressure is routed output jector pump. pump to the fuel control. Fuel flow to the engine is restrained by the closed valve opens valve. fuel shutoff The fuel shutoff at approximately 10¶o engine fuel to enter and permits speed and the flow divider drain valve. The drain valve closes and fuel is routed the to fuel manifold and nozzle assemblies for primary and secondary (See Figure 4-4). combustion. The
Fuel The
major
Control Bendix
fuel control overspeed contains an engine engine underspeed (USG), main governor metering valve and a bypass valve. Basically the bypass valves function fuel pressure regulator by maintaining as a metered drop across valve, and the main metering pressure a constant (See figure bypassing surplus pump output back to pump inlet. 4-5).
governor
Inlet
DP-K2
(OSG),
Sensor
A TS-R1 temperature inlet inlet air senses
compensator
temperature
located in and provides
the engine
air a compensated
4-7
I
oo
Engine Boost Pump
High
Press Gauge
Press Pump
Start Press Regulator
Filter
Flow Rate Gauge
Primary Manifold
Flow Divider / Drain Valve
O
§ Nozzle
-
Tank
trol Boost PumP & Fuel Valve
Fuel Shutoff Valve Eypass
Return
Line
Torque
Eypass
Limiter Valve
.....(-)
Fuel Heater
-C") Secondary & Nozzles
Manifol
Inlet
(Continued)
Sensor
The two units function signal to the fuel control. fuel fuel schedule for control determines thusly; the the proper engine established by the the power required the to provide as control levers. The TS-R1 engine compensator temperature schedule of the fuel control alters the maximum to compensate inlet Engine variations for in compressor air temperature. changes inlet characteristics in air temperature; vary with fuel schedule must be altered therefore, the maximum to prestall and excessive vent compressor turbine temperature. pneumatic
Start
Fuel
Regulator
fuel control. during engine of fuel supply deactivated at
The
start
the fuel
Fuel
Shutoff
regulator with is plumbed in parallel pressure regulator only This fuel pressure functions for the purpose of assuring start an adequate for light-off and accelerating It is the engine. 5500 ITT, within by circuits the ITT instrument.
Valve
fuel valve acts as a fuel shutoff in the metered The fuel shutoff line to the nozzles. The valve is a dual solenoid type and is mechanically latched in either position. the fuel-on or fuel-off solenoid is energized The fuel-on speed by the 10% RPM engine solenoid switch override switch, and the fuel-off is or ignition energized by placing switch at engine-off the engine control position.
Flow
Divider
and
Drain
Valve
fuel to the primary The flow divider and drain valve directs fuel manifold Initially and secondary and nozzle assemblies. fuel flows through the primary primary manifold port to the fuel flows and nozzles during starting. rises, As fuel pressure manifold and nozzles, port to the secondary through the secondary manifold assemblies and secondary and nozzle now both primary fuel requirement. On the increasing are operating to provide shutdown, loaded engine drain valve will open and the spring manifolds draining vent primary and secondary to atmosphere, the fuel from these manifolds. Fuel
Manifolds
manifold The primary supplies five fuel nozzles cirmounted cumferentially around chamber. The secondary the combustion manifold supplies axially mounted around the ten fuel nozzles aft end of the combustion chamber. The fuel nozzles should be checked and cleaned in accordance with engine Maintenance Manual requirements and schedules.
4-9
Torque
Limiter
receives The torque limiter computer a signal from the engine The torque limiting computer accepts the tortorque sensor. computes the transducer, que signal from the torque pressure
and (if limits generates error, are exceeded) a corrective signal action This electrical is converted signal. to mechanical motion by the torque motor bypass valve assembly, which fuel back to the fuel pump then bypasses some of the metered of 120 PPH), inlet (up to a maximum engine thereby limiting also furnishes The torque transducer torque. a torque signal in the cockpit. indicator to a shaft horsepower
limiting incorporates system an ON/OFF/TEST A limiter function will verify switch. satisfactory torque test operation of the system. With condition lever ín low RPM and depress lever in flight idle, test switch and note a drop power If the system is inoperative, place in fuel flow. switch in OFF position and the operator must monitor tor ue limit as well as will If system ITT limit. is operative and "ON' the operator other engine and monitor ITT limit need to observe gauges. The
torque
,
Fuel
Control
Characteristics
device The Bendix DP-K2 is a mechanical incorfuel control fuel bypass fuel metering valve, engine valve porating and a driven speed Functionally it sensing flyweight governors. pneumatic fuel contains section. Figure section and See a a The pneumatic which measures section, air 4-5. compressor and Py identified flow, Px output provides two as pressures valve these pressures to the main metering are applied governor bellows. Thus these regulated bellows and acceleration presfunction acting valve bellows, on the metering as the sures, valve Through metering of system. servo a system regulated valves, and flapper Px and Py the to pressures are metered fuel schedule. In provide See Figure 4-6. the desired valves, four orifices flapper and schematic this simplified we see and one Px flapper. These flapper valves three Py flappers are closed and are opened by the flyweight at a initially governors predetermined flapper engine RPM. The derichment and enrichRPM's flapper and alter ment the acceleration open at intermediate fuel schedule These the engine surge zone. to bypass two funccalibrated flow bench and are not field adjustable. tions are on the The set points of the RPM overspeed and RPM underspeed flappers field The RPM overspeed adjustable. is adjusted are to provide an overspeed controlled engine RPM of 103. 5% to 104% RPM. governor The RPM underspeed flapper is adjusted to ground idle low RPM idle high RPM. and ground -
-
"orifices"
4-10
Principles
of Operation
of operation is that Px or Py pressure varies The principle as valve orifice function flapper nozzle. relative of position the to a from a ground idle steady condition, For example, state the RPM underspeed flapper is slightly unseated and the Px-Py valve differential has positioned the main metering pressure If we advance lever for ground idle fuel flow. the condition to high RPM, force spring the the speed cam rise increases on and drives flapper it closer Py pressure increases to the nozzle, relative differential force the to Px and the increased on goverstrokes valve further the metering nor bellows open to increase fuel flow and RPM increases As the RPM to the high selection. flyweight forces increases, increase the underspeed governor valve to unseat release and will cause the flapper some Py to steady condition higher and state at the pressure resume sea valve position 1ected RPM. Thus the flapper is determined by flyweight forces against of force balance imbalance the governor or speeder spring forces. governor lever If the power is now advanced from flight idle, the main leaf valve cam rise applied underspeed metering to the governor valve spring, flapper Py again and seat the toward the moves stroking additional increases, valve open to supply the metering fuel scheduling fuel flow. leaf spring force By integrating the force, with the underspeed speeder have, in spring we governor effect, overriden underspeed additional fuel the the governor, flow caused RPM to rise control point to the propeller governor wherein propeller the increa sed engine torque is converted to pitch change action. thrust by propeller governor failed If the propeller to limit RPM or governor in the underspeed occurred Py nozzle, the RPM flapper RPM overspeed point, set then it the to would limit Py pressure increase and the engine 104¶o overspeed 103. 5 RPM. at to governor These
pneumatic
trol unit must
lines be kept
between the inlet sensor free of contamination.
a blockage would increase would unseat to be running on the and
the fuel
con-
4-11/4-12
,
OVERSPEED
O
DISCS T2SENSINGBI-METALLK
DERKH
.................
LO RPM PCDMAX FUEL
T2 SENSOR MS3065
-
POWER
ENRKH
14
Figure Pneumatic
4-6
Section
4-15
Speed
Operation
Lever
-
LOW
RPM Position
is "On the Locks" following the previous Assume that the engine is experiencing a successful start and is accelerating through the 50-55¶o RPM range. Refer to chart. The
propeller
shutdown.
ACCELERAT10N
SCHEDULE 3.6
START SCHEDULE
SURGE ZONE
.......
-
OVERSPEED \/GOVERNOR (MAX POWER)
UNDERSPEED GOVERNOR DROOP LINE WITH SPEED LEVER AT LOW RPM POWER LEVER ATSTART
wf s3
s ( ,¾
4'y
GROUNDIDLE
UNDERSPEED GOVERNOR DROOP LINE wlTH SPEED LEVER AT HIGH RPM POWER LEVER AT START
97.5 100
70
% ENGINE ROTOR SPEED Fuel
Schedule
"On the Locks"
when the Minimum steady state engine speed is requested is position and the speed lever lever in the START power The speed lever is in the LOW RPM position. stop on the adjusted fuel control is so that the USG servo valve starts opening at Point A, reducing fuel flow which slows down the of acceleration until it reaches rate its steady state requirebreak and Point ment at Point B. Point A is called governor GROUND IDLE. B is called The line between these two points droop line. is called the governor
Speed
Lever
Operation
-
HIGH
RPM Position
the speed lever to the HIGH RPM position parincreasing fuel flow and tially closes the USG servo valve, at Point C. This the engine accelerates up to and stabilizes Advancing
of The amount called High Ground Idle. is sometimes only fuel required is normally to provide this acceleration
point
4-16
Speed
Lever
Operation
-
HIGH
RPM
Position
(Continued)
slightly Governor than the steady state requirement. more break place intersection, fuel flow at decreases takes that and the rate of acceleration slows down until Point C is reached. Point B and Point A line is often drawn between C to illustrate Load Line. the "On the Locks" ACCELERATION SCHEDULE
SURGE ZONE
3.6--
OVERSPEED GOVERNOR (MAX.POWER)
Wf/Ps3 INTERMEDIATE UNDERSPEED GOVERNOR DROOP LINE WITH SPEED LEVER AT HIGH RPM.
POWER
Y
POWER LEVER AT FLIGHT IDLE 7'O
O
LEVER
POSITIONS
100
% ENGINE ROTOR SPEED Fuel
Schedule,
Propeller
Governing
of the fuel control operaFLIGHT IDLE and position between Lever The line drawn through Point X and Point Y repreMAX. The working extremities rate. sents the power leaf spring of this line are where it intersects the USG line and the OSG line. Here is how the name Underspeed Governor was deFLIGHT IDLE rived. The Power Lever rise is holding at cam the USG servo valve off of null towards its closed condition. In other words, not fuel the engine is being prop governed, control malfunctions (USG) governed. If the prop governor direction, in the underspeed the USG will eventually take over fuel flow to keep the engine rotor and increase speed up. malfunctions if the prop governor in the overConversely, speed direction, take over and decrease the OSG will eventually fuel flow to prevent overspeed. destructive
Refer to Chart tion for Power
for an illustration
4-17
Power
Operation
Lever
-
FLIGHT
IDLE
to MAX
of the Power Lever from FLIGHT IDLE toAn advance MAX merely wards "walks" the control output up the 100% speed line. The Power Lever cam rise continues increase, spring and further closing loading the leaf to valve. fuel combustion Again, increased the USG servo is converted to higher torque or power. energy Eventually fuel flow by increasing the increased lever equals rise maximum allowed by the the power cam acceleration schedule. This condition Max at Power occurs (Takeoff). Further closing of the USG servo valve is ineffective.
"requested"
.XXg ACCELERATION
SURGE
SCHEDULE
POWER LEVER AT MAX ,
ZONE
3.6 OVERSPEED GOVERNOR (MAX.
POWER)
LEVER AT INTEERMEDIADGEPOERENROR POWER
INTERMEDIATE POWER UNDERSPEED GOVERNOR DROOP LINE WITH SPEED LEVER AT CRUISE (96°)
| | 70 ENGINE ROTOR SPEED
°/o
Fuel
Cruise
Power
Schedule,
Cruise
96
100
Operation
Operation
actually cruise RPM, can be bet ween 96% and power, 100%. simultaneously Retarding speed lever resets the the This is underspeed and the prop governor. accomgovernor connecting plished by linkage the fuel control to the prop govwould operation is also retarded, If the power lever ernor. 100%. If the setting lever mid at be identical to some power ' walk" back along fuel flow will retarded, lever is not power partially will schedule. The enrichment valve maximum the fuel flow so as not to encounter close to lower the surge zone.
Cruise
at many While operation intermediate is possible, by
4-18
the engine
manufacturer.
speed power
lever
and
(speed)
power settings
lever positions must be approved
ACCELERATION
SCHEDULE
SURGE ONE MAX
DNDERSLIENEEDW
s3
LEVER
THESRNEOERD
REVERSE
MIN REVERSE
AT CRUISE (96%) BETA MODE SPEED BY CONTROLLED UNDERSPEED GOVERNOR
I O
96
70
O
100
%ENGINE ROTOR SPEED Fuel
Schedule,
Pitch
Reverse
Reverse
Pitch
Operation
Operation
mode
of operation, the propeller no longer governor into reverse posiMoving the power lever control which in turn changes the propeller blade angle. does not contact The power lever cam the undermode speed governor beta leaf spring during of operation. the and causes Reverse pitch loads the propeller the engine to try and go underspeed. results in The tendency to go underspeed close and flow increase fuel the USG servo valve starting to to maintain If full reverse pitch is selected, fuel flow s eed. will line in its attempt up the underspeed to governor maintain After schedule. speed until it reaches the maximum be avoided. This extreme speed loss cannot this intersection, and even then for only short condition encountered is seldom durations. In this
governs RPM. tions, the pitch
"walk'
Beta
Mode
Operation
Operation below the FLIGHT with the power lever IDLE position is referred Propeller pitch control to as Beta Mode operation. controlled This is manually in this range. by the power lever is in contrast IDLE and above wheree at FLIGHT to operation automatically propeller pitch is maintained by the prop governor. Beta Mode operation during is encountered ground handling (Taxiing) After the engine has been and reverse pitch braking. "On the Locks" and checked and started out with the propeller momentarily it is desired aircraft, lever is the power to taxi the Propeller pulled back towards REVERSE the blades. to unlock pitch is now controlled by the power lever.
4-19
0 L\D
o
POWER MOP
SYNC
FLT IDLE LATCH ARM
ON
R.P.M. OFAU
E
0 EV
THRUST
\
LEVERS
ENG
CONDITION
STOP
EMERGENCY
0
FEATHER
\
FRICTION
LOCKS
Engine
Control
Quadrant
LEVERS
ENGINE
CONTROLS
levers of the Two cockpit the operation are used to control engint: lever. The power the power lever and the condition lever is marked quadrant with the following positions: The Reverse, Ground Idle, Flight Idle and Maximum. condition lever quadrant is marked with the following posilevers Low RPM and High RPM. The power Feather, tions: integral and the condition incorporate flight idle latches, latch" levers between low RPM and Feather. have a
"gate
Engine
Speed
Control
The condition lever is interconnected underto the fuel control (P.Gov.) speed governor and propeller (USG) the governor when operated between the low RPM and high RPM stops on quadrant. the High
RPM Low RPM
Lever
ondition uadrant When it will unseat
Propellor
Underspeed Governor
3overnor
the condition
lever in the feather position, is placed close the engine valve, fuel shutoff then propeller feather valve.
manually
the
High RPM
Fuel
Low R
3hutof
f' \/alve
Feather Condition
Quadrant
Lever Feather
Valve
4-21
Engine
Control
Power
lever The engine interconnects power control and fuel control servo power units have rig pin holes (.125" Dia.) degree gree angle and flight idle -40
Forward
Flt
to the propeller lever quadrant. at full reverse angle.
-0
pitch These de-
Thrust
Idle
Thrust Power
Propellor Pitch control
Lever
Fuel
Quadrant The power lever sets fuel schedules, and through a propeller low pitch stop. pitch control, sets the propeller lever selects The condition engine RPM. Engine RPM may by the propeller be controlled underspeed governor, goverThe controlling is a nor or overspeed governor. governor function of mode of operation or condition. must performance For optimum and handling, the controls maintenance manual specifications. be rigged and trimmed to propeller pitch setting RPM limits, Rigging involves governor (Beta tube adjustment), propeller pitch control to propeller underspeed valve (fuel control), control to main metering and the quadrant levers to propeller to governor governor, NOTE: There engine controls. are three separate controls. adjustments at each end of the push-pull
"push-pull"
making Trimming those permissable the fuel control means for optimum fuel schedules adjustments will provide that the fuel flight idle and cruise, engine maximum start, power, density. adjustments in a specific These are accomplished fuel density setting, is which (1) (2) start fuel flow, sequence, pressure", flight and idle fuel flow. (4) (3) max power or accordance These should be accomplished in strict adjustments with maintenance manual procedures.
"head
4-22
Valve
Lot
og/
/we
4-23
The following for making is a typical procedure (Observe speed checks: Flight Manual procedures engines). starting P/L
Condition 1.
Engine
2.
3.
-
C/L
Data
engine for
Tolerance
Required
F. I.
Low
Time from rise in ITT to 70% RPM.
60 Sec. Max. and within ITT limit.
O. S. G. check
Max.
High
Prop RPM
103. 5%
Unlock
Slight
High
start
prop.
on the locks check.
104%
-
Rev. 4.
U. S. G. Min.
G. I.
Low
Engine RPM: Revload 10 PPH inc. from Min. ITT.
69%
5.
U. S. G. High
G. I.
High
Engine RPM: Revload 10 PPH inc. ITT. from Min.
96%
NOTE:
Oil
be 66oC
to 80oC for prop
gov.
97%
-
RPM
checks.
6.
Prop
Gov.
High
500SHP
High
Engine
RPM
99. 5%
7.
Prop
Gov.
Low
500SHP
High
Engine RPM: Reduce C/L setting until no further drop in RPM
93. 5%
NOTE:
8.
Cruise separation.
4-24
temp must
71%
-
power
For Step 7, the tolerance listed C/L mid-travel before reaching 500SHP
96%
ITT inc.
-
100. 5% 94. 5%
should be obtained position.
P/L to Min. plus 10 PPH WF toward reverse.
Reduce
-
92%
-
93%
ENGINE The
OPERATION
in three different modes: engine may be operated mode; (2) Flight idle; and (3) Flight mode.
(1)
Ground
referred sometimes is selected to as Beta from full reverse by placing the power lever at any position to The fuel flight idle. Figure 4-7. See Beta Mode Schematic, operation supply engine is not sufficient on the proto support peller oil propeller reduces so pressure governor governor angle to the minimum angle selected propeller blade by the propeller pitch control. At this time the Beta Mode light will pitch angle is now selected indicating by illuminate the propeller This mode is used for ground taxi, in either the pitch control. manipulates forward direction. When the operator or reverse the power lever either forward or aft of ground idle propeller by the pitch control blade angle will be changed and the fuel control underspeed sensing load change the on the governor will modulate engine chamber the fuel supply to the combustion condiselected RPM required maintain by engine the that to to 97% RPM. lever, within of of 70 the tion range to mode
Ground
-
-
setting designed specifically for the airFlight Idle is a power landing characteristic and is the minimum in flight power frame Flight Idle incorporates propeller pitch setting. a selected angle (13. 5 degrees) fuel flow. and a predetermined At this should symmetrical setting produce the engines thrust power sink and provide desired rate. a speed is controlled by the propeller Mode or when engine flight lever is advanced beyond when the power occurs governor idle range, and the condition lever is at high RPM or within 96% to 100% RPM. 4-8). cruise (See Figure range Flight
-
Additional
fuel
the propeller tions as a fuel by
governor.
Engine
RPM In
to increase to that selected this mode the power lever func-
and the propeller modulates governor by the the torque power produced to absorb produced this power to propeller thrust.
throttle
propeller blade angle engine and converts
ANTI-ICING
engine
causes
SYSTEM
bleed
air is directed from the turbine plenum through valve solenoid manifold. From to the anti-icing shell the hot bleed air is directed to the anti-icing inlet duct. (which warms the engine inlet duct) and to the nacelle valve The anti-icing solenoid and its associated plumbing are located left side of the engine. is A micro-switch on the lower valve installed in the anti-icing solenoid to provide a cockpit indication when the system is turned on.
the anti-icing the manifold
4-25
1
GEAR PUMP
INOP./BETA
FROM LUBE TANK OIL
VENT CASE
DUMP CASE
TO
LUBE OIL PRESSURE
y
CAM SET
's,
TORQUE R SENS
MIN SPEED ST°"
RESET PISTON
E---ma--mma V#7
,,.
# Æ##
,
..
RANGE NTS REGULATOR 100±5PSIG
UNFEATHERING PUMP
TO
CHECK VALVE
..
Y
7
,
Ma
errv/ CHECK
A
PROPELL GOVERNO
'
IN--a
RELIEF
VALVE
_350
a-
VALVE PSID e-
MAX SPEED STOP
am as am um
CONTROL SPEED LEVER COORDINATED SETTING WITH SPEED SHAFT LEVER ----A em ma
SF PEE 7A
5 VENT CASE
NTS PRESSURE SWITCH NTS
MANUAL PROP FEATHER
TO
L
CKOUT NT (NC) SOLENOID
BETA LIGHT
LVE G VALVE
FEATH VE
OSELOC CH
V
OE
E
SWITCH
CAM
PROPELLER
PROPELLER PROPELLER
OIL
FEATHER
BETA)
PITCH
TUBE
CONTROL
DIRECTION
D
H-#-(+)
CASE
a------
....
...""
c
i
Emissa-same--
FIGURE
7-2
BETA
MODE
TO FUEL CONTROL MANUAL FUEL VALVE
POWER LEVER CONNECTION
e- um mmmmammaamm a- eGEAR CHECK PUMP VALVE VENT
DUMP CASE
TO
1NOP./BETA RANGE NTS REGULATOR 100*5PSIG
FROM LUBE OIL TANK
UNFEATHERING
NTS
BETA
M1N SPEED= STOP
//////
//
o
••
IN
p
-
/
"-
...
CH CK vALVE
PROPELLER GOVERNOR
.
.
MAX SPEED STOP
A
.
/
RELIEF
VALVE
CONTROL SPEED LEVER COORDINATED SETTING WITH SPEED
5
75L
HAELR
O
RES
WS
----
um em
///
LUBE OIL PRESSURE
TORQUE SENS R
PUMP
Ÿ/////
TO
ammmmmmmm RESET PISTON
L
saname
NTS CHECKOUT (NC) SOLENOID
LIGHT a
.a
CHECK VALVE
L
I
J
y
+
L L _a
BETA PRESSURE SWITCH
CHECK
FEATHERI
---7
a
um
...
J
G VALVE
NTS LOCKOUT VALVE ABOVE 35° CLOSED
y
VALVE
--------mus
/
mm CAM
PROPELLER
" PRO
IL
E
(BETA)
OPELCLEORTROL
BE
L \
TO ',
CASE be
==--
mim
TO FUEL CONTROL MANUAL FUEL VALVE
ww.mi
i i
a-ass PROP
GOVERNING
MODE
-
ENGINE
ON
SPEED
POWER LEVER CONNECTION
ANTI-ICING An oil-to-fuel system icing.
and
SYSTEM heat provides
(Continued)
is incorporated exchanger controlled automatically
into the fuel fuel-filter anti-
is taken of heat transferred Advantage to the fuel by the oil-tofuel-filter for anti-icing. Heated fuel heat exchanger providing fuel is supplied unit from the exchanger disto the fuel control Internal in unit and charge side. porting in the the fuel-control high-pressure directs the heated fuel to a thermopump assembly externally unit. The static valve located to the fuel control partially valve all fuel flows is at thermostatic open during and permits mixing of the hot, heatwhich fuel icing can occur fuel with inlet fuel to the boost pump. exchanger discharge of the fuel filter. The fuel mixing upstream occurs
SENSING
TORQUE
SYSTEM
(See Figure
4-9)
by the turbines developed by the engine is recovered The power reduction and transmitted gearing to the output through the shaft. A torsion shaft is used to couple the turbine to the reof duction The torsion shaft resembles gearing. a section 5/8 inches long. about inch in diameter and 24 As loads tubing applied shaft the torsion to the engine, twists a predictable are By measuring amount. this twist, the torque (power) being developed by the engine The torque (twist) may be measured. of forward installed measuring device portion in the lower is reduction capable of measuring both housing and is the gear positive If a negative and negative torque conditions. torque is sensed, measuring device develops the torque an oil pressignal posi·that moves the propeller toward the feather sure loads, if Note: excessive, Negative tion. torque cause very loads to be applied If a positive severe to the airframe. torque device is sensed, develops the torque measuring an oil presin the cockread on an instrument that is ultimately sure signal pit as shaft horsepower. The engine Therefore, unit matched
is matched transducer torque sensing if this unit should require replacement, to the engine will have to be obtained
AiResearch
Manufacturing
A negative
torque pressure
a calibrated from
Company.
switch, light NTS indicator equipment. An NTS operational are standard prior with engine The start. to or concurrent must be operating satisfactory prior to flight.
test switch is made system
to the engine.
and check
NTS
The NTS system is rendered inoperative when the power lever setting is reduced below flight idle. This feature is provided by incorporating torque oil dump valve into the proa negative peller In addition pitch controller. to this, the propeller
4-28
TORQUE
SENSING
(Continued)
SYSTEM
RPM reset with an oil pressure operated is equipped governor oil dumped, When negative is the proppressure torque servo. 4-9). is reset (See Figure to 105% RPM. governor involves checkout of the NTS system check and NTS oil check valve test. functional check procedures are:
A complete
1.
Power
2.
Battery
lever switch
Place
3.
in flight
engine
idle
a rigging The rigging
check,
setting.
on. control switch at "AIR START", observe NTS test light "ON".
engage
NTS test switch,
observe Slowly move power lever toward ground idle, The NTS light must not extinguish NTS test light.
4.
lever until the power reaching and prior to
Slowly
5.
light
just behind
ground
flight
idle
stop,
idle.
lever The NTS move the power to flight idle. before reaching flight idle must stop. come on
See Airframe
test
is
Flight
Manual
for
functional
check
and
check
valve
procedures.
ENGINE Engine stage
INSTRUMENTS exhaust
gas temperature
turbine nozzle turbine temperature"
The system compensator Manual for
vanes, (ITT).
is measured
in
thus it will be referred
incorporates a thermocouple and gauge unit. See Section engine ITT limits.
the second to as "Inter-
harness, engine ITT I of Airframe Flight
instrument The horsepower is a voltmeter movement type involts or power off the instrument strument, and at zero should indicate 700 horsepower. If not, it can be calibrated 700 to horsepower with a calibration screw on the front of the instruThe instrument receives developed by ment. a D. C. voltage Thus the HP instrument is D. C. system the torque transducer. powered. fuel pressure, The engine oil pressure and gauge unit provides oil temperature information. This is a D. C. powered system, consisting of a gauge unit, oil pressure fuel prestransducer, bulb. and a temperature sure transducer
4-29
FLOW SENSOR-TURBINE
TRANSMITTER
FLOW SENSOR-TURBINE
TRANSMITTER
LJ
LJ
SIGNAL CONDITIONING UNIT
FUEL FLOW RATE INDICATOR
4-30
FUEL CONSUMED INDICATOR-TOTALIZER
FUEL FLOW RATE INDICATOR
ENGINE
INSTRUMENTS
(Continued)
The engine RPM gauge is a vernier movement °7o in of RPM, and is powered by a standard meter generator.
instrument
jet engine
scaled
tacho-
provides The fuel flow measuring system an accurate of the fuel flow rate to each engine and the total measurement of a flow fuel consumed The system consists by both engines. conditioner, (transducer) for each engine, sensor a signal a flow rate indicator and a fuel consumed for each engine totalizer. The fuel flowing (turbine transthrough the fuel flow sensors ducer) pulses is converted at a rate that is proto electrical These portional to the volume of fuel flowing to each engine. for conunit, pulses to the signal conditioning are transmitted which drive ditioning and conversion the flow to analog signals The signal conditioning unit through separate rate indicators. channels drives the fuel consumed totalizer.
PROPELLERS The propellers used on the Model 690 Turbo Commander are HC-B3TN-5L/LT10282 full Hartzell speed, H+4 constant feather, 3 blade, capability. The 106 inch diameter reversing propeller has 14. 24 inches and prop tip ground clearance, clearance. 14. 5 inches The propeller is tip to fuselage with bulkhead. The prospinner equipped and spinner a metal peller mounted is flange to the engine output shaft., and rotates when counterclockwise from behind viewed the nac elle. spider The propeller is a one piece unit to which the aluminum blades and indexed by two piece blade clamps, are attached incorporating counterweights, lock and start thrust bearings plates. The blade bearings through grease gun are lubricated zerk fittings. See Figure No. 4-10. forces The pitch change toward high pitch and feather are defrom blade springs counterweights and feathering rived operating against the pitch change piston of the propelle r. Propeller control oil pressure is used to move the blades togovernor ward low pitch and reverse. 4-11. See Figure The propeller by either is controlled the propeller governor pitch control mechanism, depending or the propeller on the operation. When the propeller mode of engine is controlled by the propeller its operation is similar to that on governor, The propeller engine. either allows a reciprocating governor oil to be sent to the propeller (less pitch) or drain from the propeller engine the selected (higher pitch) in order to maintain speed.
4-31
PROPELLERS
(Continued)
by the propeller pitch is being controlled different. unit, its operation is somewhat A long tube (Beta tube) is attached to the front end of the propeller aft through the hollow and extends engine piston output shaft. of The aft end of the Beta Tube contains around ports a group its circumference that mate with a corresponding group of Power propeller pitch control unit. ports When the the on "Reverse" between position and Lever is moved to some "Flight Idle" the propeller will assume pitch control a defiThis places nite position. the ports in such a position that be allowed oil will either to go to the propeller or drain from of illustration, it. For purposes that the Power assume "Reverse" from Lever is moved to "Ground Idle". When control
the propeller
Oil is allowed
to drain from the propeller (a higher pitch is and the propeller piston aft, as the piston moves aft so does the Beta tube. When the propeller moves moves corresponding to the position to a "Ground Idle" blade angle pitch control and on the Beta tube the ports in the propeller will be covered further pitch change. The up thereby stopping until a different blades will now stay in this position Power setting is made. Lever selected)
"Reverse" Power setting between Lever In this manner every "Flight Idle" will result in a predetermined blade angle. and It is extremely important adthat the Beta tube be properly The Beta tube is adjusted by screwing it in or out, justed. being from the forward end of the propeller dome. access service manuals for exact rigging and Consult the applicable procedures. propeller maintenance PROPELLER
SYNCHRONIZATION
SYSTEM
is comprised of a transThe propeller system synchronization istorized synchronization actuator, control box, a speed setting pickups and slave governor with trimmer. Magnetic a master electric pulses in each propeller supply synchthe to governor ronizer box. control will in these pulse rates Any difference lobox to actuate the speed setting actuator the control cause cated on the slave The speed setting actuator, (right) engine. which is connected by a flexdrive shaft to the slave governor rod end fitting and special the governor (trimmer) resets assembly, by the exact synchronize needed amount the to precisely slave engine with the master Propeller (left) engine. governor control and operation remains normal except that; once the pro+ 25 RPM pellers synchronized within are manually (propeller synchronizing speed) and prop sync switch is turned on, match system will automatically the RPM of the slave engine with the master This limited feature engine. prevents range the slave engine from losing more than a fixed amount of RPM in case the master while the prop sync engine is feathered system is turned on. ¯he
4-32
SPINNER
SAFETY FLEXLOCK
BOLT
NUT O-RING OIL TRANSFER (BETA TUBE)
FEATHERING
TUBE
SPRINGS PISTON O-RING REVERSE PITCH STOP TUBE
DUST SEAL BLADE BEARING
o
COUNTERWEIGHT AUTO HIGH PITCH STOP UNITS
OIL SEAL
MOUNT BOLT PROPELLER
SHAFT
FLANGE HARTZELL
PROPELLER
HC-B3TN-5FL/LT
Figure
10282
H
+
4
4-10
4-35
I
mm
VENT CASE FROM LUBE OIL TANK
f
DUMP TO CASE
TO
LUBE OIL PRESSURE
NTS REGULATOR 10015PSIG
------
-------
mm
GEAR PUMP
CHECK VALVE
CAM SET IR7E
TORQUE SENS R
PROPELLE GOVERNOR
-4
-
IN
CH CK VALVE
.)
MIN SPEED STOP
,
,,
ED UNFEATHERING PUMP
a mm
RESET PISTON
RELIEF
NATED SETTING WITH SPEED LEVER SHAFT summmesmaså mm um
VAL E
PSID 300-350 em um em--
SF PE
a -a
LSPEEDCOOND
-
em
5 NTS
VENT CASE
PRESSURE
MANUAL
TO
HER NTS
L
BETA
LI
EC
E
L
CK
H
BETA PRESSURE SWITCH
CHECK
CLOSED
VALVE
BEEG
ALVE
35
CAM
PROPELLER
PROPELLER CONTROL PITCH CT
E
TO FUEL CONTROL MANUAL FUEL VALVE
POWER LEVER CONNECTION PROP
GOVERNING
MODE
-
ENGINE
SPEED
LOW
PROPELLER
SYNCHRONIZATION
SYSTEM
(Continued)
The prop sync system is to be turned off during take-off and landing. slightly After take-off prop RPM should be decreased manually off stop) high cruise RPM the range (back to synchronized and the prop sync switch turned on. See Airframe maintenance Maintenance for preventative Manual and adjustments of this system.
4-37
EREA
PROPELLOR PITCH CONTROL ARM
/
i
COMPRESSOR (REFERENCE)
CASE
PROPELLOR FEATHERING VALVE
ITT COMPENSATOR
690/690A ENGINE CONTROL LINKAGE INSTALLATION
/ '
"
y
4-38
ENGINE FUEL SHUTOFF VALVE
L FUEL-HYD N
G
AUXILIARY HYDRAULIC PUMP HYDRAULIC RESERVOIR
FLEL
PRESSURE WITCH
HYD
DRIVEN
ENG
EYDD U
o
VSHUTOFF
SHUTOFF VALVE
VALVE
ACCUMULATOR-REGULATOR PRESSURE GAGE FLAPS UP LANDING GEAR UP
1
FLAP CYLINDER
LANDItsG G AR WING VAl VE I LAI' COtTHOL
LAfsDING GEAR
S
er
y
PRIORITY VALVE
I I LEFT MAIN GEAR UPLOCK CYLINDER PRIORITY VALVE
WHEEL DOORS CONTROL VA E
,,,,,
a-tr.rry
rr
AIRPRESSURE
PARKING BRAKE VALVE
EMERGENCY AIR STORAGE CYLINDER
ACTUATING
FROM PARKING BRAKE VALVE RRE
SUPPLY
I
TO WHEEL BRAKES
TN ACYNLEAR
-LEGEND-
i
so-77,,
-RIGHT MAIN GEAR UPLOCK CYLINDER
WELL DOORS UA G CYLINDERS
CJI
.
METERING VALVES
-
WHEEL
POWER BRAKE VALVES
w/77477,wwy,
wy, WHEEL WELL DOORS ACTUATING CYLINDERS
R LIEF VALVE (1250 LBS)
W1NG FLAP FLA
RETURN
OWCONTROL
NOSE GEAR CYLINDER
CHECKVALVE
NOSE GEAR STEERING CYLINDER ----
MECHA
OCNAL
T
L
SYSTEM PRESSURE
GEAR UP POSITION
AUXILIARY PRESSURE
RETURN
/
GEAR UP
GEAR UPLOCK
GEAR DOWN
FLAP
UP
FLAP DOWN
PSRESSSEU E
AUXILIARY
RETURN
PRESSURE
†
4
N
GEAR DOWN POSITION GEAR UP
PWÆiWJ FWES'S -
-
-
SYSTEM
GEAR UPLOCK
GEAR DOWN
FLAP UP POSITION
FLAP
FLAP DOWN POSITION
FLAP DOWN
UP
PRESSURE
RETURN -
MECHANICAL
ACTUATION 23 16
Landing
5-2
Gear-Wing
Flap Control
Valve
Schematic
SECTION HYDRAULIC
5 SYSTEM
INTRODUCTION hydraulic hydraulic provides system for operapressure landing flaps, wheel and of wing steering, tion the nose gear, inbrake system systems. Major hydraulic components are nacelle stalled and consist of a hydraulic in the left engine fluid reservoir, shutoff accumulator-regulator valves, and auxiliary hydraulic and switch. system A the pump pressure hydraulic located in system center inthe pressure gauge, panel and connected into the pressure system, strument in psi. hydraulic registers During normal system pressure installed operation, engine driven hydraulic pumps, on the housing of each engine section supply system accessory upper Hydraulic fluid flows from the reservoir through pressure. shutoff valves electrically operated to the engine-driven valves, located in the supply hydraulic The shut-off pumps. provided off the flow line to each hydraulic shut to pump, are in of an of hydraulic fluid to an engine-driven event the pump hydraulic fire and to facilitate maintenance engine on the installed downstream from The accumulator-regulator, system. 900-1075 hydraulic maintains of the a system pressure pumps, pulsations caused by intermittent psi and absorbs pressure fluid flow from the engine-driven hydraulic A prespumps. valve, installed in line at the bottom relief the fluid return sure of the hydraulic reservoir protects the system from overpressure caused by thermal expansion. In the event of normal hydraulic failure, auxiliary hydraulic available is system system the to brakes. brakes, and parking operate the wing flaps, nose steering auxiliary which is supplied hyThe electrically-driven pump, of fluid contained.in draulic fluid from an emergency source produces of 500-570 the bottom of the reservoir, a pressure 30) psi auxiliary operate system. the (+ to The
Hydraulic cylinders actuate the nose and main landing gear, main uplock mechanisms and wing flaps. The cylinders are controlled landing through a (dual-functioning) gear wing flap valve, control mechanically linked to landing gear and wing flap control leverso check valve incorporated in the landing A gearcylinders of wing flap control valve, retains fluid in the uplock when main is retracted. In it event landing of presthe the gear fluid retained the hydraulic system, sure loss in the hydraulic cylinders will prevent in the uplock the main gear from extending until the landing control placed lever is in the down position, gear fluid from the uplock cylinders. releasing The nose landing gear is retained by hydraulic from the in the up position pressure
5-3
INTRODUCTION normal landing locked
(Continued)
If normal is lost the nose system pressure position free-fall and be to the extended down" by action of the nose gear bungee spring. Nose actuating is accomplished wheel steering through a hydraulic A bypass valve installed cylinder attached to the nose gear. in the hydraulic steering system prevents the nose wheel The wheel brakes from being turned when it is retracted. and nose wheel steering through power brake are controlled valves, which are linked pedals. Power to the rudder-brake brake valves by applying pressure to the upper are actuated pedals. portion of the rudder-brake
system. gear will
An air storage bottle containing compressed nitrogen is loand connected cated in the baggage compartment to the main landing actuating cylinders by gear hydraulic-pneumatic nitrogen is utilized Compressed tubing and hoses. to assist in lowering system the hydraulic the main gear during normal and provides needed for emergency the pressure gear operation extension of the main gear in the event of hydraulic system
failure.
RESERVOIR nacelle hydraulic reservoir, installed in the left engine of fluid and inwell, is serviced with 3. 2 U. S. quarts Hycorporates a fluid expansion space equal to 1.06 quarts. draulic installed in the fluid flows through a replaceable filter, of the reservoir bottom into each of the main supply standpipe outlets and on to the engine-driven In the event of a pumps. hydraulic leak in the normal supply of fluid system, a reserve below the reservoir contained flows out through the standpipe outlet hydraulic system emergency to supply fluid to the auxiliary Hydraulic fluid is returned through a pump. to the reservoir The reservoir fluid foaming. port, to decrease tangential return is vented overboard in the reservoir through a vent line installed of the reservoir. A drain plug is located in the bottom cover. Access filler cap is gained through an access to the reservoir located nacelle service door, left engine surface, on the upper "Red" hydraulic with MIL-H-5606, fluid. The
wheel
The hydraulic located in the bottom of the hysystem filter, draulic is held in place by a spring-loaded plate. reservoir To filter, reduce hydraulic system the remove to zero, pressure reservoir retaining bolt and cover, and lift filter remove cover Filters from the reservoir. at should be cleaned or replaced inspection prescribed in the aircraft intervals guide.
5-4
SHUTOFF
VALVES
hydraulic fluid supply line to each engine is connected shutoff attached valve to a to the bottom of the hydraulic fluid reservoir. Each valve is actuated by a reversible d. c. electric which automatically motor, stops the valve gate when it is driven Each to the fully open or closed position. and protected shutoff valve is actuated switch by a guarded breaker, by a 5-amp circuit located push-to-reset on the edge of the trim tab control forward panel. Under normal shutoff valve remain conditions, in the operating switches OPEN position and are protected by a switch guard to preeach switch closing. The guard covering vent accidental is secured with a which is easily safety wire, The hydraulic broken to open the guard and close the switch. make it possible and switch circuit shutoff valves to stop the in the event fluid to the appropriate flow of hydraulic engine of emergency. Hydraulic also facilitate mainshutoff valves of hydraulic by of providing system the tenance a means fluid flow at the reservoir. stopping hydraulic The
"break-away"
ENGINE-DRIVEN
HYDRAULIC
PUMP
hydraulic engine-driven positive-displacement, A gear-type, installed drive In the engine is pad. accessory on an pump becomes inoperative, remaining event one hydraulic the pump of supplying sufficient fluid flow and pressure pump is capable in Check valves installed system. the hydraulic to operate hydraulic and accumulatorlines between supply the pumps the regulator, fluid prevent an operative pump from discharging inoperative through an pump.
ACCUMULATOR-REGULATOR accumulator-regulator is installed The hydraulic in the left nacelle wheel-well, and consists of a hydraulic engine presvalve, unloader valve, relief valve, pressure sure adjusting and accumulator The hydraulic adjusting piston. pressure valve controls unloader valve, -which regulates hydraulic the received from hydraulic engine-driven the pressure pumps. The unloader valve is adjusted hydraulic system to maintain between 900 psi (minimum) and 1050 (+ 25, psi. pressure When system 1050 exceeds unloader allows psi the pressure the system and return to bypass to the reserpump pressure voir. When system is decreased to 900 psi, the unpressure loader valve permits to be applied to the system. pump pressure The hydraulic relief valve is adjusted fluid to return pressure hydraulic when reservoir 1300 exceeds system to the pressure This protects hydraulic of unloader psi. event in system the the valve malfunction. The piston type accumulator, which is 600 charged with nitrogen psi provides to an air cushion gas, which absorbs for the hydraulic pulsating system the pressure -0)
5-5
(Continued)
ACCUMULATOR-REGULATOR
and operation of hydraulic from regulator modulation regulating in Malfunctions system components. the pressure by usually caused accumulator-regulator of functions the are be of operation and indicative hyvalve faulty poppet may draulic fluid contamination to clean the hydraulic or failure intervals. filter at required resulting
LANDING
GEAR AND FLAP
SELECTOR
VALVE
valve is located The landing on the gear and flap selector floor below control pedestal. immediately engine cabin the of three basic components: The valve consists (1) The valve floor); The assembly above cabin seal plate the (2) (located
(mounted on the cabin floor skin); (located below the cabin floor).
of the system plumbing most and out of the cabin and the when necessary. servicing
assembly (3) the manifold By using a valve of this type, below the floor may be routed accessible for valve is readily
of the assembly consists of steel The actual valve portion nylon seats. A check valve is inplates that bear against of the valve stalled between the landing gear and flap portions from entering system pressure the the emergency to prevent landing gear system. FLAP
SYSTEM
from the flap selector valve through flow control cylinder located to a single flap actuating on the left valves side of the aft fuselage. The flow control are installed in such a manner the return that they are at times restricting cylinder. This allows flow of fluid from the actuating the flaps of whether slow rate regardless they are to travel at a uniform being extended aircraft During cruise when the or retracted. or is parked, is left in the up position exposing the selector one side of the actuating cylinder at all times. to hydraulic pressure
Fluid
flows
valves
If the aircraft for an extended is parked of time, it is period for the flaps to extend normal drops. as the system pressure because This occurs the mass or weight of the flaps is concentrated behind the hinge line.
LANDING The nose
GEAR
SYSTEM
cylinder to extend, a single actuating gear utilizes and lock the nose wheel. retract, To assist in extending the should loss is bungee spring nose wheel pressure occur, a a provided. The spring bungee also helps lock the nose wheel in the down position.
5-6
III 4
lill
\
12
12
h 10
11 UNLOADED
1.
2. 3. 4. 5.
6.
CONDITION
LOADING
ENGINE-DRIVEN HYDRAULIC PUMP PRESSURE SYSTEM PRESSURE VALVE POPPET REGULATED PRESSURE TO SYSTEM (RETURN) PUMP PRESSURE TO RESERVOIR HYDRAULIC PRESSURE RELIEF VALVE UNLOADER VALVE
Hydraulic
10
11
Pressure
7.
8. 9. 10. 11. 12.
CONDITION
HYDRAULIC PRESSURE ADJUSTING VALVE (UNLOADED ADJUSTING) UNLOADER BLEED (RETURN) ACCUMULATOR PISTON AIR PRESSURE VALVE AIR FILLER SCREEN
Regulator
Unit
Schematic
5-7
1
2
26 18
1. 2.
3. 4. 5. 6. 7. 8. 9.
2521
10. 11. 12. 13. 14. 15. 16. 17. 18. 19.
24
20. 21. 22. 23. 24. 25. 26.
¯'
23
SYSTEM PRESSURE CHECKNUT GUIDE POPPET
OUTLET
SPRING POPPET INLET PUMP PRESSURE RETURN POPPET & SEAT ASSY SPRING GUIDE SPRING (Relief) ADJUSTING CAP (Relief) (Transfer) PLUNGER SPRING (Transfer) ADJUSTING CAP (Unloader) PLUNGER SEAT BALL GUIDE
SPRING (Unloader) CAP ACCUMULATOR PISTON CHECKNUT AIR VALVE PISTON GUIDE RINGS BODY LOCK NUT
22 23 5
Accumulator
5-8
-
Regulator
MAIN
GEAR
cylinders Five actuating on each main gear: (1) are utilized actuating The normal cylinder, The actuating emergency (2) Two aft door actuating cylinder, uplock cylinder, (4) (3) The cylinders. cylinder The normal actuating uses hydraulic pressure operate it to both the up and down positions as determined valve position. by the selector
to
operated cylinder is hydraulically actuating The emergency cycle and nitrogen operated during during a gear retraction is stored cycle. The nitrogen in a cylinder a gear extension The system is periodically in the baggage compartment. serviced through a combination gauge and filler pressure is serThe cylinder assembly located in the left nacelle. viced to 425-525 psi when the landing (maxigear is extended cylinders). The pressure rises in the actuating mum volume 500-700 psi as the landing (the process of gear is retracted retraction decreases causing the volume of the nitrogen the within It could be said then the cylinders to rise). pressure is at all times opposing system that the nitrogen gear retraction There and is aiding are no valves or controls gear extension. associated with the nitrogen system; this makes it unnecessary additional operations in order to perform to extend the gear fail. be over utility system Should the nitrogen should the should fluid of inflated enter this portion the system, the or fully. gear will not retract uplock cylinder is hydraulically moved to the locked operated and hydraulically and spring position to the unlocked installed in line leading check valve is A position. the to one from unlocking uplock cylinder of side preventing the gear the until gear cylinders is selected. The door closing well aft wheel doors. and close the open type The
"down"
"clamshell"
of events that occur when the gear is selected sequence Hydraulic follows. is directed to the up position is as pressure cylinder causing it to retract the nose to the nose gear actuating wheel and compress At the same time, the spring bungee. cylinders is directed to the door actuating to open pressure the aft doors and to each cylinder the on the main gear causing and compress uplock cylinder the spring that to move forward cylinder actuating is installed the emergency on it; causing against When the the air or nitrogen to retract pressure. main gear reaches the wheel well door control the up position, valve is actuated to close the aft doors and uplocks are engaged holding the main gear in the locked position. The
utility system fail, the nose wheel would be pressure regardless by the spring bungee of selector valve The main gear, however, would be held up until the position. safe speed and pilot first slowed the airplane to a minimum
Should
extended
5-9
MAIN
GEAR
(Continued)
At this time the springs on the upgear down. cylinders would unlock the main gear and nitrogen presdown, the wheels sure would extend it, as the gear started would contact the aft doors to open them.
then selected
lock
speed to reduce selecting gear down to reduce main gear as much as possible. It is necessary
BRAKE Power
AND brake
NOSE valves
WHEEL are
to 100 to 105 KIAS before by the the drag encountered
STEERING
installed
on
SYSTEM
the front
side
of
-pilot.
the
immediately in front of the The Sta. 5. 5 bulkhead brake valves in brake meter response to power pressure and have a variable of from output pedal pressure zero to full system pressure. first inch of brake pedal travel causes ports the return deflection close; further pedal in the valves to causes prescylinder and nose steering to the brakes sure to be metered simultaneously. At low output pressures, the nose steering but the brakes is effective, fittings not. Restricted are are cylinder installed in the lines to the nose steering to prevent excessively rapid respons e to hard pedal application. The
between is installed the lines linkage with a mechanical valve and the nose wheel trunion. between As the by-pass valve is moved the by-pass the nose gear retracts, to the byallowing turning off the nose wheel steering, pass position, mechanism, internally contained in the strut, the centering of whether the nose wheel regardless to center or not the brake pedal is depressed. by-pass valve steering cylinder, to the nose steering
A nose
Cam-operated
check
valves
to provide parking brakes. to be trapped in the brake EMERGENCY The emergency electric motor
(3) A Control
HYDRAULIC
are installed When actuated lines.
in
the brake they cause
lines fluid
SYSTEM
hydraulic of: (1) An system is composed driven switch, gear type pump, (2) A pressure relay.
switch turns the electric pressure pump "ON" when the drops when the to 500 psi and turns the pump "OFF" pressure rises The electric to 600 psi. pressure pump will normally cycle (turn "ON" and "OFF") 3 to 5 seconds, providing every The
5-10
HYDRAULIC
EMERGENCY
SYSTEM
(Continued)
for the brakes and flaps only. The operation of pressure switch is the electric pump is automatic any time the master "ON" manipulation requiring pilot. by no turned thereby the Approximately in the hydraulic
WHEELS
one quart reservoir
AND
of fluid supplies
trapped below the standpipe system. the emergency
BRAKES
Conventional split rim type wheels are used with either tube-type gears and are equipped specified The by the owner. tires should as inflated excessive to prevent shimmy.
on all three landing tires or tubeless always properly be and nose wheel
"flat-spotting"
On aircraft
11100 through 11194, three the brakes are Goodyear, accomplished single disc assemblies. Braking is spot, by squeezing the brake disc, keyed to the inner wheel half, between have steel The brake linings the sets of brake linings. caps providing increased life of the linings. The brake service in such a manner housing is constructed that the brake linings changed without airplane may be jacking the the or removing wheel. 11195 and subsequent, the brakes are Goodyear disc type consisting Tri-Metallic Multiple principally of abrake and housing, disc stack, plate. The torque back torque tube, and the back plate with the tube is bolted between the housing disc stack installed on the torque tube.
On aircraft
and should have an operating The brakes are self adjusting measured disc clearance plate and first between pressure for overof 0. 030 inch minimum. from service Remove brake haul when end of any brake return 0. 022 inch or pin recedes with brakes applies. into the spring housing more -
-
STRUTS NOSE
GEAR
STRUT
The nose wheel with MIL-H-5606
is a conventional strut fluid and hydraulic
oleo 100 psi
type strut of nitrogen
serviced or dry
air.
5-11
NOSE
GEAR STRUT
(Continued)
wheel centering is accomplished by a centering cam installed pin extending piston and a centering on the strut through As the strut extends, the wall of the strut. the cam engages pin causing and remain in that the centering the strut to center position until it is compressed again.
Nose
is dampened shimmy out through the use of a friction collar assembly. The friction collar assembly of a consists split collar is attached loaded spring devices, brake to which material. made of brake lining The brake devices bear against portion of inhibiting rapid relative strut outer body thereby the a motion between this ass embly and the gear p.iston, to which the must collars friction This assembly be kept are secured. absolutely free from oil and grease to be effective. (See Page 5-12)
Nose
wheel
.
MAIN GEAR STRUT The main with MIL-H-5606 hydraulicgear strut is serviced servicing instructions, fluid and dry air or nitrogen. For proper and follow the instructions consult Manual the Maintenance very extremely closely servicing important. is strut as proper The
main gear struts incorporate strut contains the a contained portion. in the upper extremely strut operate to is that the gear rotates vation being accomplished by the use and The the gear truss. gear with no adjustments its operation (See Page 5-13).
"floating"
two novel innovations. that allows the fluid
piston This
arrangement
allows
while taxiing. "soft" during retraction.
Another
First,
to be the
innorotation
The of a torque link attached to the mechanical in is entirely system being possible or necessary.
attached Forged landing to the wing spars, gear truss members, drag brace asprovide mounting for main and trunnion the gear The drag brace design incorporates knee sembly. an over-center fitted drag and and downstop. cords brace Rubber bungee to the mechanical down latches. strut as serve gear (See Page 5-14).
5-12
NITROGEN
VALVE
BODY
PIN
UPPER
BEARING
CENTERING
CAM
PISTON
CENTERING ATTACH
COLLAR ASSY
\
ROD
PIN BOLT
'
ORIFICE TUBE DOWN STOP
CENTERING ANTI-SHIMMY FRICTION SHOE
AND PIN
\
\
COLLAR BUSHING
CYLINDER BRACKET ATEEAIGNGPOCY
SCISSORS ASSY
-t'
BE ARING GLAND SNAP
STEERING CYL ATTACH POINT
SCISSOR
RING BUSHING
FORK ASSY
26 4
Nose
Landing
Gear
Strut
5-13
TORQUE
*
LINK SHAFT LOCK BOLT
FILLER
PLUG
THRUST RING
/
RETRACT
TORQUE PIN
/<
TORQUE
'
CYLINDER
LINK
LINK
BUSHING LOCK SCREW
THREADED
CLE VIS
DO NOT REMOVE LOCK SCREW AND CHANGE POSITION OF THREADED BUSHING
SN UBBE R
T HR E A DE DB US HIN G
SRpER IANGN ER
SU HNNNGON SN A P COULDLAR
RING
TORQUE LINK SHAFT
SNUBBER SPRING
MOUNTING PIN
NEEDLE BEARING
UPLOCK
BEARING SPACER
PISTON
BRACKET
OUTER BODY
FLOATING PISTON
BEARING SPACER
BUNGEE YS
'
O '
BUSHING
INNER
'
PISTON
OO SNCL
INN R BHO
UPPER SCISSONæK
NGEN
PLUG
PLUG
VALVE BODY
FELT WIPER
NITROGEN VALVE BODY BOLT
BUSHING BEAp
SPGACER
ORLIFICE
.
RRNG BE RENTAINER
BEEAR NG
FORK
G XLE
WASHER SNAP RING
262
Main
5-14
Landing
Gear
Strut Assembly
ADJUST CYLINDER OVEHTRAVEL TO OBTAIN DRAG BRACE PRELOAD REFER HERE. TO INSTRUCTIONS IN TEXT.
NOTE LEFT GEAR SHOWN RIGHT GEAR OPPOSITE +----MAIN GEAR ACTUATING
CYLINDER
I LANDING
GEAR
TRUSS
'O o
,-
UPPER BRACE
TORQUE LINK HYDRAULIC FILLER
STRUT
TRUNNION BUSHINGS
/ y//
FLUID PLUG
BODY
DRAG BRACE PIN RETAINING BOLTS
----g
e
ADJUST SWITCH BY ROTATING JAMB NUTS
LOWER DRAG BRACE
< '
a
DRAG
GEAR SAFE LIGHT SWITCH
DRAG BRACE PINS ==R
BUNGEES
SCISSORS PISTON
UPLOCK BRACKET FORK ASSEMBLY
AIR VALVE WHEEL
AND BRAKE
ASSEMBLY
-
2625
Main
Landing
Gear
Installation
SECTION FUEL
6
SYSTEM
INTRODUCTION Commander consists in the Model 690 Turbo The fuel system cells, light weight fuel interconnected of twenty-two (22) to form a single tank. The tank has a total volume of 389 U. S. of 384 U. S. gallons. volume The tank is gallons and usable fill located fitted with non-siphoning on the top side type caps of the engine nacelle, of of each wing, outboard and inboard nacelle. fuel right engine From section center the the sump, fuel flows through electric boost pumps and gate type fuel shutoff valves to each engine. FUEL
CELLS
(See Figure
6-1)
of the in the wing outboard The twenty (20) fuel cells located plates of installed fuselage the wing. through access on top are in the center fuel The fuel cell located wing and the fuselage directly cell, which is located proof compartment in a vapor opening below the center wing, through an access are installed The cells are held in place cell compartment. in the fuselage The of snap fasteners cord. and nylon lacing by a combination for Maintenance Manual must be referred Airframe proper to interconnect lacing patterns, tube clamp torque valves and bolt torque valves. FUEL
SUMP
below the lower fuselage fuel cell, The fuel sump is installed 6-2). The in the baggage Figure compartment. (See sump boost pumps, incorporates two two submerged a drain valve, valves and a quantity probe, fuel shutoff measuring are all enclosed in a vapor proof Wing cell sump drains compartment. installed of each lower surface inboard and outboard on the are nacelle. The main sump drain quick is accessible through a release door on the fuselage skin under the right wing. VENT
SYSTEM
for The wing inboard and outboard cells are interconnected from and an atmospheric vent purposes vent line is routed the outboard cell through the lower The exposed wing surface. vent perpendicular line protrudes wing and is vent the tube to the scarfed forward at 45 degrees pressure use to provide a slight siphoning. flight and prevent Fuel vent thermal heaters during if installed equipment, the heaters may be installed as optional will function with the airspeed pitot heaters.
6-1
FUEL
QUANTITY
GAUGE
SYSTEM
light are indicator and a fuel level low warning A fuel quantity provided fuel quantity. The quantity gauging system to indicate of a quantity installed indicator in the right inis comprised installed panel and three fuel quantity strument transmitters wing). in the wing, (center wing, inboard wing and outboard outboard is also installed with the An auxiliary transmitter optional cells. probe long range The variable resistance type of the fuel transmitters jointly measure the density pressure within Maintenance Manual the fuel tank. See the Airframe for component replacement information and fuel quantity gauge calibration The fuel level low warning procedures. system light is actuated by a float switch, and will illuminate at approximately 31 gallons (217 lbs.) fuel remaining.
FUEL
SHUTOFF
VALVE
AND
BOOST
PUMP
fuel shutoff valve is controlled by the Fuel and The electric S/O shutoff valves left switch. Hyd. Emer The are normally Normal switch position, and are closed in the open position, only for ground maintenance and emergency operating conditions requiring supply be fuel fuel off cut at the the to sump. for continuous duty and output presThe fuel boost pump is rated 50 of is about flow. It at PSIG zero turned off and on by sure On" posicontrol switch. It is started at the "Fuel the engine "Air Start" "Ground and operation is continuous and tion the Start" positions of the switch. It is turned off when the engine Off". control switch is placed at "Engine
6-2
16
16
16
EIEEEFUEL EB FUEL
16
SE 20
19
20
20
19
18
1. 2. 3.
4. 5. 6. 7. 8. 9.
10.
OUTBD FUEL CELLS LEFT FWD OUTBD FUEL CELL LEFT AFT OUTBD FUEL CELL LEFT FWD INBD LARGE FUEL LEFT AFT INBD LARGE FUEL LEFT FWD INBD SMALL FUEL LEFT AFT INBD SMALL FUEL CENTER WING FUEL CELL FUSELAGE FUEL CELL RIGHT FWD INBD SMALL FUEL
Figure
11. CELL CELL CELL CELL
12. 13. 14. 15. 16. 17.
18. CELL
6-1. Fuel
19. 20.
System
FUEL FUEL
'
20
19
SUPPLY VENT SYSTEM PRESSURE SHUTOFF VALVE
20
LOOKING AT FUEL
FWD SYSTEM
RIGHT AFT INBD SMALL FUEL CELL RIGHT FWD INBD LARGE FUEL CELL RIGHT AFT INBD LARGE FUEL CELL RIGHT FWD OUTBD FUEL CELL RIGHT AFT OUTBD FUEL CELL FLAP CHECK VALVE FUEL SUMP FUEL PUMPS FUEL QUANTITY TRANSMITTER FUEL FILLER CAP
Schematic
6-3
BOTTOM
OF
FUSELAGE
BOTTOM
CELL
OF
CENTER WING CELL
TRANSMITTER
USEORGE
SUM
TTER
GASKET
FILTER SCREEN
LD PLATE
L
DRAIN FITTING
FUEL LINE ONNECTION
GASKET
F EL ET
SKET
FUEL
DRAIN VALVE ASSY
SHUTOFF VALVE 2555
Figure
6-4
6-2.
Fuel
sump and
Transmitter
Installation
SECTION
ENVIRONMENTAL
CONTROL
7
SYSTEM
Introduction environmental control provides The Turbo system Commander volume flow aircraft large of compressed air cabin, the to a "Bleed Air" for air conditioning and pressurization purposes. routed from the engine through tubing, shut-off compressors, valves and nozzles air flow multiplying motivates jet pumps. created within The resultant low pressure the jet pumps causes with the engine bleed air atmospheric air to combine ambient velocity. Diffusers high flows it at the through jet pumps as end convert high velocity low pressure on the jet pump discharge high pressure air in the cabin compressor air to low velocity is a heat air, which may be up to 500oF, This compressed unit. is routed If cooling is required, air for cabin. the the source and an expansion turbine (air cycle through heat exchangers machine) cabin. before it enters the during manufacture, aircraft cabin is sealed thus it may be tank" that is to be pressurized. of as an The amount of pressure carried in the (air tank) cabin will be proportional air outlet through a controllable to the amount allowed to escape valve). valve outflow air (cabin The
"air
thought
TERMINOLOGY It will be helpful associated with
with to be familiar pressurized aircraft
a.
CABIN pressure
PRESSURE altitude
b.
AMBIENT PRESSURE This is of the cabin, usually tude outside altitude.
and
understand operations.
This is the actual within the cabin. -
-
standard
the actual aircraft
some
terms
altimeter
pressure altimeter
c.
DIFFERENTIAL PRESSURE The absolute difference between aircraft, its in pressurized two pressures, inch difference between cabin the pounds per square altitude altitude. and aircraft pressure pressure
d.
UNPRESSURIZED of a system range equal to ambient
alti-
-
RANGE in which pressure,
-
Refers
the cabin in other
to the operating remains pressure words, no pressuri-
zation.
7-1
TERMINOLOGY e.
ISOBARIC RANGE Refers pressure, to even or constant from the prefix "ISO" meaning derived even or constant, In this pertaining and "BARIC" pressure. to barometric remains altitude regardconstant the cabin pressure range altitude. less of the ambient pressure
f.
RANGE DIFFERENTIAL differential which the cabin altitude and cabin pressure altitude. craft pressure
g.
RATE OF CHANGE change per unit of PER MINUTE".
h.
CABIN ALTITUDE CONTROLLER An instrument designed reference constant pressure to the to provide a selective also incorporates valve. This instrument cabin air outflow control. a cabin rate of change
AIR Refer
7-2
(Continued) -
of operation is a range in remains constant, pressure changes proportional to air-
This
-
Refers to cabin time. It is usually -
pressure expressed
altitude in "FEET
-
CONDITIONING
to Figure
COMPONENT
DESCRIPTION
7-1.
a.
DUCT This duct is designed RAM AIR INTAKE to provide path for ambient air with engine into and mix to enter a bleed air flow through the jet pumps. It also provides a high volume flow through the cooling turbine heat exchanger, This intake duct also interconnects for cooling purposes. with the cabin air ducts, at the "Ram Air" valve.
b.
GROUND BLOWER This D. C. motor exchanger functions air pump heat as a and ground operations.
c.
RAM AIR VALVE A split flapper type check valve located air unit, transition on the as a cabin check valve serves during air conditioning operation, and as a ram air inlet valve when air conditioning is inoperative.
d.
MACHINE AIR CYCLE This unit consists of two parts air and stage exchanger to air heat a two an expansion This cabin cooling device. air It will is the turbine. 26, 000 provide cooling. BTU's of It is important up to lubrication, receive that the turbine shaft bearing proper The vendors at 50, 000 RPM. as the turbine may rotate service instructions must be adhered to.
e.
BLEED AIR SHUT-OFF These VALVES are butterfly by a reversible operated and D. C. motor type valves, integral is required About 15 seconds to open gear train. or close the valve.
-
-
driven during
axial slow
blower flight
-
--
-
-
CONDITIONING
f.
AUTO-TEMP CONTROLLER A D. C. powered transisbalance principle. controller operating torized on the electrical controller Electrical inputs to the are from the temperature cabin temperature and a duct temperature selector, sensor will It selective of provide range temperature sensor. a 600 to 110oF approximately.
g.
ENVIRONMENTAL CONTROL SWITCH A three position, five deck, switch. Detented positions rotary are (1) OFF/RAM, OVERRIDE. and It is used to turn the air (2) AUTO, (3) "Off" "On", and conditioning and select mode of cabin system control. temperature
h.
TEMPERATURE CONTROL VALVE cycle time A 40 second with integral butterfly valve driven by a reversible D. C. motor This modulating valve gear train and travel limit switches. hot used regulate air duct in the primary is compressor to air that bypasses the amount of conditioning the cooling turWhen this valve is full open all incoming bine. air bypasses fully cooling closed all when incoming air flows turbine, the cooling These positions, respectively, through the turbine. two full hot position and full cold position. represent It generally between and provides operates extremes, someTre these two mixture air of hot and cold desired a to give the temperature.
AIR
COMPONENT
(Continued)
AIR
DESCRIPTION -
-
-
CONDITIONING
OPERATION
variations There in engine bleed air control are several meet desired operation of extreme the the requirements to operations well weather and cold weather as as normal -
normal consider switches arrange sub-panel:
Let's first operation, instrument 1.
Environmental
control
2.
Ground
switch
3.
Bleed
4.
Max
select
Flo/Gnd
Start desired When engine on as follows: 1.
Place
2.
Rotate
blower
switch
switch -
-
environmental
-·
OFF/RAM.
ON.
NORMAL.
Cool Switch
select
hot operations.
operations. To place in the system condition, in the following on the pilot's
NORMAL.
-
engine in accordance stabilizes at ground
bleed
to provide
switch
with Flight idle RPM,
to operating
control
switch
Manual procedures. air conditioning turn
engine.
to
-
AUTO.
7-3
AIR 3.
selector Rotate auto-temp incoming air flow at floor
4.
Start
5.
Place
6.
Adjust
Observe (1) GND
Refer
remaining
bleed
engine. select
auto-temp
annunciator COOL, and
to Figure
(Continued)
OPERATION
CONDITIONING
switch selector
position.
to desired outlets). (When
to
-
engine
reaches
(Note
idle
RPM).
NORMAL.
as desired.
panel, the following MAX FLO. (2)
lights
are
extinguished,
7-1.
mode normal of operation the primary jet pump causes air) bleed air now flows valves engine shutoff to open, (bleed Ambient through the jet pumps and into the primary compressor. ratio 1:1 about mixes with bleed air air in the jet pumps at a to provide air flow into the cabin for air conditioning a high volume and pressurization. The primary air temperature compressor moderate is very at (less than 200oF) when engines are operating Primary air temperature will ground idle power. compressor when engines 4000F, increase at to approximately are operated will have control Thus, system the temperature takeoff power. air through the cooling turbine to to divert some of this incoming from becoming keep the cabin temperature too hot, even in moderately most, cold weather. if not all, of the In hot weather cooling incoming air is routed through the turbine until the cabin valve modulates control down, is cooled then the temperature to variable mixing mode. air some
This
fumes is entering the cabin, the "BLEED or smoke might be used determine which engine switch be may to desired To isolate, place bleed select engine, switch the source. to engine this will cause the jet pump shutoff valve on the opposite minute close, isolating engine. Allow least for the at that to one condition If bleed change. condition persists, place select to switch clears, engine, if condition continue operation to opposite isolated. with faulty If condition doesn't system improve, use Flight Manual approved procedures. If an in-flight emergency shutdown engine becomes the bleed select switch should necessary, feathered be used to isolate engine. the If noxious SELECT"
extremely operation, under cold condition, usually Max Flo encountered cabin begin cool. This is at high altitude, may the to has reached its limit and system that the normal an indication enough heat isn't available. Placing there just the "DIRECT energy BLEED/AUX JET PUMP" switch will control to Max Flo cause the auxiliary jet pump valve to open to supplement the primary jet The additional hot air input will meet rethe cabin heating pumps. for condition quirements When the auxiliary stated. jet pump valve
7-4
AIR
CONDITIONING
OPERATION
(Continued)
in the light will be illuminated is not closed, the "Max Flo The Max Flo selection annunciator panel. can be used during recommended either However, ground or flight operations. for optimum Manual procedures should be followed Flight perand operations. formance
"
implies, is as the name a mode of operamethod of cooling down a expeditious Its use is limited heat soaked cabin in hot weather. to ground below 90% RPM. To gain access operations and engine operations COOL" first select normal air conditioning mode, to "GROUND as outlined, below 80% RPM, previously place then with engines "DIRECT BLEED/AUX control switch JET PUMP' to Ground Cool This selection and auto-temp switch the primary causes to cool. jet pump valves to close and the direct bleed valve to open, thus undiluted direct engine bleed air enters the primary compressor. close to isolate (Air check valves the inlet on the jet pump outlets This high temperature direct bleed air drives air duct). the performance cooling maximum and will turbine at approximately approximately cooling provide 26, 000 BTU/HR. air flow to the cabin. Cooling air is ducted turbine discharge to the cabin overhead "GASPERS" floor ducts. When the as well as to the under valve bleed is not fully closed, direct the "Gnd Cool" light will panel. illuminate in the annunciator Ground
Cool
tion to provide
In warm
operation
the
most
humid weather system the air conditioning with smoke do not confuse in the cabin with the temperature temperature a warmer
"fogging" select
-
-
may cause if this occurs, control system.
should rotate fail to function, If the auto-temp control system the selection. environmental control switch The to "OVERRIDE" regulated by toggling the cabin temperature can then be manually "HOT -COLD" override switch Should temperature as required. he may at his discretion the pilot so desire, use manual temperacontrol, by positioning in lieu of automatic the environture control mental control switch selection, and toggle the HOT / to override COLD selector switch and maintain to establish as required desired cabin temperature.
7-5
PRESSURIZATION
COMPONENT
DESCRIPTION
outCABIN PRESSURE CONTROLLER The cabin air pressure controlling controller flow valve contains pressure two separate variable isobaric, and selective rate of change. systems; pressure cabin altitude, is used to select desired and This controller cabin climb and descent rate of change. schedule -
OPERATION
(See Figure
-
7-2
).
atmosphere condition, enters the controller through chamber air orifice and filter, and rate the reference If the cabin altitude selection is greater pressures are equal. bellows is compressed than field altitude, the isobaric (by spring force) metering valve opens. During and the isobaric take-off if the aircraft rate of climb exceeds rate, the cabin selected reference chamber is reduced, resulting in a pressure pressure because differential the rate diaphragm the rate metering across valve position limits in rate chamber The the reduction pressure. valve tometering rate control diaphragm then moves the isobaric ward close to limit the flow of air from the cabin reference chamber. The outflow valve reacts to the rate of change of reference pressure which controls During descent the rate of change of cabin pressure. if the resultant in cabin reference exceeds rate of increase pressure diaphragm the isobaric the selected rate, the rate control moves air from the valve (toward open) to a metering position and more valve reference The outflow chamber is bypassed to atmosphere. in reacts pressure to limit the rate of increase to the reference cabin pressure. In a static
the cabin
As the cabin
approaches altitude, bellows the isobaric the selected valve expands sufficiently control of the isobaric metering to assume The isoas the rate and cabin reference are equalized. pressures baric reference control system now maintains pressure, a constant reference in the outflow valve remains and variconstant pressure air inflow ations in compressed to the cabin acts direct ly to position altitude. controlling cabin pressure at the selected the outflow valve, 7-3 ). The valve contains (See Figure a control reference chamber, valve, diaphragm and poppet poppet pressure dump/reference sensing return static port, spring, pressure sense differential relief valve. The poppet port and a calibrated pressure negative cabin differential return spring limits to approxipressure mately 0. 25 P. S. I. D. The positive cabin differential relief valve P.S.I.D. is set at 5.2 + located There are two of these valves bulkhead. The two valves on cabin forwird pressure are pneumatically interconnected to act in unison, or as one.
OUTFLOW
VALVE
-
.1
SOLENOID OPERATED DUMP VALVE (See Figure valve interconnects controller, to the cabin pressure (dump) source and the outflow safety valves. vacuum is energized controller is rendered the cabin pressure -
7-6
7- 4 ). This instrument When the solenoid inoperative,
PRESSURIZATION
COMPONENT
DESCRIPTION
(Continued)
is vented and a vacuum pressure to the outflow valves reference chamber, this action causes the valves to unseat to dump cabin cabin pressurization. to prevent pressure or, if unpressurized, by means switch of a cabin depress The solenoid is energized switch mounted on left main landing or ground contact gear scissor link. When the solenoid is de-energized is pressure vacuum removed from the control system and the outflow valves are referenced controller. to the cabin pressure CABIN PRESSURE CONTROL SYSTEM OPERATION After Before engine is turned on. start cabin air conditioning take-off and cabin rate control set cabin altitude (1) For as follows of 27, 000 feet or less, flight plan altitudes set cabin pressure controller by rotating the, cabin altitude to flight plan altitude until desired aligns with index knob clockwise flight plan altitude pointer. (2) For flights above 27, 000 feet, select a 10, 000 feet controller. cabin altitude with the cabin pressure Utilizing this 27, 000 feet would be method all operations above approximately differential maximum basis. pressure on a constant (3) Set cabin rate control rate for take-off and after take-off, to minimum cabin rate proportional readjust rate schedule to actual aircraft of climb. This should provide that would cause the a schedule slightly cabin to reach planned before altitude or at the same time altitude. The following reaches planned formula the aircraft may cabin rate schedule: be used as a guide in determining -
-
Cabin
Aircraft
Change-Thousands Change-Thousands
Feet Feet
X Aircraft
Rate
of Climb=Cabin
Rate
and landing, For descent in the controller set cabin altitude to NOTE: landing and set cabin rate as required. pattern altitude, comfort cabin rate of climb should be no For passenger or descent greater than what is necessary to cause the cabin to reach planned altitude reaches slightly ahead of or at the same time the aircraft altitude. the planned
7-7
CABIN AIR ORIFICE
WITH
FILTER
ATMOSPHERE PRESSURE SENSING CONNECTION
VALVE OUTFLOW CONNECTION
RATE CHAMBER AIR FILTER
REFERENCE
CHAMBER ISOBARIC METERING VALVE
RATE CONTROL DPRING CAPILLARY
RATE CONTROL DIAPHRAGM
TUBE-
AOLŒR
RATE CHAMBER
TION
SPRING
Ë'TEERC AMB RVE
AOLŒRRACTION
L RATE
SELECTOR
SCREW
KNOB
CABIN ALTITUDE SELECTOR KNOB
CABIN ALTITUDE
POINTER ISOBARIC CONTROL
Figure
7-10
7-2
Cabin
Pressure
Controller
Schematic
BELLOWS
STA. 5. 5 BULKHEAD OUTFLOW VALVE DIAPHRAGM (ACTUATOR PORTION)
I i
REFERENCE CHAMBER
BASE ASSY POPPET VALVE
OUTFLOW
OUTFLOW VALVE COVER PLATE
PLUG
POPPET VALVE RETURN SPRING
-
ADJUSTING SCREW CHECK NUT ADJUSTING SCREW
:
STATIC PRESSURE i
DUMP
do
OUTFLOW GUIDE
CONNECTION
BAFFLE
TO CONTROLLER
VALVE PLATE
OUTFLOW
VALVE
PILOT HEAD
OUTFLOW VALVE
ASSY
DIAPHRAGM
(VACUUM RELIEF AND BALANCE PORTION) AMBIENT REFERENCE
PRESSURE PRESSURE
CABIN PRESSURE
Figure
7-3
Outflow
Valve
Schematic
7-11
SAFETY-OUTFLOW VALVE
FWD PRESSURE
BULKHEAD SAFETY-OUTFLOW VALVE
STATIC AIR (SEE NOTE)
--
STAATICCPORRT STATIC
AIR
STATIC
PORT
REF CHAMBER PORTS THORENE-WAY SOLE
VACUUM
OID
SOURCE
CABIN PRESSURE CONTROLLER
EFFECTIVE A C 11121 AND SUBS
OUTFLOW PORT
MAX FLO
N
GROUND
GND COOL
INTERNAL
CHECK
CONTACT
FILTER)
STATlc PORT
VALVE
ENVIRONMENTAL 00FO
AUTOTEMP
ovaan
stansa
0 0E WARM
¢OOL
RATE A
NOR
L
CAABIN
COOL GND (0DL PRESSUWilATl0R ROT PERMlTTED ouRING TAKEOFF AND LARolNG
NOTE
CABIN PRESSURE CONTROLLER
STATIC SOURCE FOR CONTROLLER IS LOCATED ON 5.5 PRESSURE BULKHEAD
Figure Cabin
7-12
Pressure
Control
Schematic
7-4
t
a
oommo
le
7-13
a
13
14
12
11
10
9
8
29
27
23
25
21
19
17
6
7
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5
13
15
4
11
3
9
2
7
5
3
-40,000 --
35,000
-
3C, COO
I
\
|
\
ll \\
|
\
|
\
IIIlill llIIll!\
\
\
\
\ \
\ \
\ \
\ \
\
ll
ll
I
I
I I I II llllml M I MI IW1\\\l
¯
¯
¯¯
20, 000
15, 000
10,000
¯ -
--
-5,
000
SL.
5
10
15 AIRCRAFT
ALTITUDE--THOUSAND
20
25
FEET
30
35
40
50
( J
SECTION MISCELLANEOUS
8 SYSTEMS
SYSTEM
VACUUM
provides instrument system vacuum vacuum a filtered instruments, of the air operated for operation source aircraft engine is operating. when either Vacuum is obtained The air ejector has from the venturi port of an air ejector. by pressure regulated engine and is powered parts no moving bleed air. Air flow through the ejector creates a high vacuum at the venturi This high vacuum is then regulated port. to deSee Figure sired valve for the instrument No. 1. system. The
(suction)
BLEED
AIR PRESSURE
REGULATOR
located The bleed air pressure behind regulator, the rear wing used to restrict is a mechanical poppet type regulator spar, An interthe bleed pressure (30-150 psig) down to 18+ 1 psig. nal relief valve should regulator fail, protects the the system A cockpit by limiting instrument 21+ 1 psig. the pressure to indicates at the inlet to the vacuum the regulated pressure 18 and 19 ejector. The instrument has a green are between normal yellow 19 between psig indicating and are pressure a is operating and 22 psig indicating that the regulator on the relief setting.
VACUUM
EJECTOR
containaluminum assembly is a forged ejector venturi chamber. mixing Air and passes a a into the throat of the venturi thereby creating through the nozzle Ports connect this area to the vacuum area. a low pressure it is directed After the air passes system. through the venturi value where its velocity is reduced to the diffuser to a suitable The air is exhausted for exhausting through to the atmosphere. side of the fuselage below the wing. an opening on the right The vacuum ing a nozzle,
VACUUM
RELIEF
VALVE
valve relief is adjusted The vacuum the vacuum to maintain being 3.8 and 5.0 inches level at between Hg. The usual value periodiThe poly-foam 5. O inches Hg. type filter is cleaned operation. cally in soap and water improper system to prevent
8-1
VACUUM
INSTRUMENT
SYSTEM
The inlets instruments together to the vacuum are manifold and are connected located in the compartfilter to a common Restrictor ment on the right side of the nose wheel well. valves installed bank and adjacent indicators to the turn are 2. inches reduce Hg. 1 the vacuum to them to to DE-ICER
SYSTEM
BOOT
boots edges of de-icer to the leading are bonded and empennage. controls disAn electric timer a valve, located behind the rear wing spar, which directs or pressure to the boots as required vacuum
Pneumatic the wing
tributor either
for system
operation.
valve is in the normally closed position boots deflating and holding is directed them to the edges. When the boots them against the leading are cycled "ON" an electric valve solenoid position the moves to a and directs from the turning "OFF" the vacuum pressure bleed regulator boots. air pressure to the When vacuum
the distributor
STATIC
SYSTEM
side of the aft fuselage on either are located horizontal stabilizer Plumbing edge. leading the is routed from the static ports up to the top of the aft fuselage beside the then forward and down to a static drain port located Plumbing right rudder co-pilots pedal. is then routed up to instruments. It is imperative the various that the static system of cabin be absolutely into the leakage pressure as any secure affect would of flight seriously instrusystem the accuracy the alternate with a heated The aircraft is also equipped ments. head located side of the forward static source on the right Two
static
forward
ports
of
fuselage. OXYGEN The
SYSTEM
of a 22 cu. ft. bottle is composed located manual regulator located compartment, on the a co-pilots side panel, When and built-in boxes. face mask storage mask box mask is opened, will drop and out when storage the the pin is pulled, continuous flow oxygen is available. the lanyard
system
oxygen
in the baggage
OXYGEN
STORAGE
The 22 cu. ft. ward bulkhead
8-2
CYLINDER
storage oxygen of the baggage
cylinder is mounted on the forcompartment and is removed for
OXYGEN
STORAGE
CYLINDER
(Continued)
filling. The oxygen supply valve must be turned on prior valve is flight as access gained through the baggage to the compartment.
OXYGEN
to
REGULATOR
is mounted The Scott oxygen regulator panel. Two gauges and an adjustment the regulator to be used in regulating operation. A pressure gauge indicates regulator is adjusted. the
side on the co-pilots knob are provided on and monitoring system the altitude to which
knob To operate the system the pilot rotates the regulator until the altitude corresponds with indicated the on the gauge existing cabin altitude. Oxygen is delivered in a continuous flow to the user in an amount with the existing commensurate cabin altitude.
FIRE
DETECTOR
SYSTEM
radially around Three (3) Fenwall thermo-switches are located normally engine firewall. The contacts thermo-switch the are Should the temperature rise. open and close on a temperature surrounding rise above a preany one of the thermo-switches value, close and turn on a fire determined the switch contacts panel. light in the annunciator warning
WINDSHIELDS
HEATED
electrically heated The aircraft is equipped with glass laminate windshields. include high and low heat Electrical components felays located in the right side of the fuselage nose section controllers located and automatic on the right temperature bulkhead side of cabin aft pressure (fuselage station 178). The electrical 1 through 5 terminals on windshields are numbered and terminal 3 is ground. At normal the room temperature, low heat element 1. 24 ohms (terminal 5 and 3) should read + 15% and high heat element (terminal 4 and 3) should read 799 ohms + 15%, terminals 1 and 2 are for the temperature 310 ohms + 3. There and at 700F should measure sensor are repairs field adjustments permitted no or on tEe temperature controllers. -
-
-
-
RUDDER
ANTI-ICING
SYSTEM
consists electric heated This system of three separate slot has two heater elements, The rudder one mounted rudder horn rib and one mounted side of on the upper
elements. on the the antenna
8-3
(Continued)
SYSTEM
RUDDER
ANTI-ICING
housing. horn. If
The third element is located on the rudder elements, in the heating trouble is suspected be made.
check of each element sistance should check: should meet the following Trim
tab horn
element
Upper
rudder
slot
Lower
rudder
slot
2. 32
3.18 -
+
0.05
forward aft leads
-
8-4
a reElements
2. 72 ohms. ohms.
leads 3. 25
of the rudder Operation slot heat system Flight Manual procedures. Airplane
with
trim tab
1. 64 + 0.05 0. 05~ohms.
ohms
.
+
must
be in accordance
l
VACUUM FILTER ATTITUDE
AIR
GYRO VACUUM MANIFOLD
TURN & BANK INDICATOR
VACUUM GAGE
VACUUM CONTROL VALVE
DIRECTIONAL
GYRO
y
,
INSTRUMENT VACUUM MANIFOLD
LEFT ENGINE
RIGHT ENGINE
VACUUM RELIEF VALVE
PRESSURE REGULATOR AND RELIEF VALVE TO REGULATED GAGE PRESSURE
EJECTOR PUMP
//)
CHECK
,
EXHAUST
VALVE
BLEED
AIR LINE
BLEED AIR PRESSURE
TO ENVIRONMENTAL SYSTEM (REF)
VACUUM 288
Vacuum
System
Schematic
8-5
INSTRUMENT
PANELS
OVERHEAD
SWITCH PANEL
BOOTS ONECY
PRESSURE GAGE
MAN
LEFT WING DEICER BOOT
RIGHT WING
TIMER LEFT ENGINE
RIGHT ENGINE FROM VACUUM INSTRUMENTS
,,
PRESSURE REGULATOR
FUSELAGE
/
SKIN
/
AIR EJECTOR
i
DISTRIBUTOR VALVE
CHECK VALVE
TO JET BLEED
EMPENNAGE DEICER BOOTS
PUMPS
AIR
REGULATED
PRESSURE
SUCTION
----
REGULATED
PRESSURE
ELECTRICAL
ACTUATION
AND SUCTION
Wing
8-6
R211
and
Empennage
Deicer
System
Schematic
20
COPILOT'S OUTLET
OXYGEN REGULATOR
PASSENGER (TYP) OUTLETS
OXYGEN SUPPLY
¯
PILOT'S OUTLET
OXYGEN MASK
FLOW INDICATOR RED TO GREEN R211
Figure
9-10.
Oxygen
System
8-7
9
CHECK
Make Inc. Break
Make Inc. Break
3/O PSI PSI
Dec·25o
Dec.
75 PSI
'*"CHCONNECTION
IVE TO O
NEG
60 PSI
VALVE
SWITCH
CONNECTION
UNPEATHERING PUMP CONNICTION
NEGATIVE yogogg CHECKOUT
-i---------Ei---------Illi MP
CLOSED)
CASE
NEGATIVE
1
MALY .
CHECK g VALVI E
TOROUE SEN50R PRESSURE
REGULATOR
FILTERED ENGINE OIL
SSURE \ DUMP
RESET PISTON
CHECK VALVE
MIN SPEED STOP
DUMP
CAM
su
TO UE INSOR PMSSURE
UM
5E
AIN mÕ!
o TORSION u
-
-
SE
HYDRAULIC
5HAFT
Rotot
ULATOR
-
-
D
RAW
SHAFT -
SPEED CONTROL LEVER COORDINATED WITH SPEED SETTING LEVER SHAFT
TOROUS SIGNAL HIGH FRESSURE RELIEF VALVE
TORQUE
SENSING SE CT10N
CASE
ZEROASLOPE ,,,,,,,,,,,^¿UMMENT
--8-851
r
-ELECTRIC PRESSURE TRANSDUCER PAD
-lilli-5
Mililil-Illililim
--
-
DUMP
MANUAL PROP FEATHER
CASE
DIFFERENTIALPRESSURE TRAN5DUCER
PROPELLER GOVERNOR r
PROPELLER SERVO PO$lTIONING
--
PliTON
Elisillii
1-5
Ilillipas---Hiiiinliinill---
-
(NOT FURNISHED) .
. /
•
TOROUE VALVE
.
.
.
SENSOR
FEATHERINC VALVE
PROPELLER OIL FLOW TUBE
•
FEATMit
e
-NEGATIVE LOCKOUT
.
/
s
PROPELL ER ONCHROL
I
DIBECTION ,
C
& ---me
-
-
a-aPITCH CONTROL LEVER COORDINATED WITH POWER SETTING SHAFT
Figure
COCKPIT POWER LEVER CONNICilON
4
9
4-33 4-34
CAVENGE
OIL
OIL-FUEL HE A T EXCHANGER
f.'"JPENEED
FLIGHT
--
TNIN
IDLE FLOW ADJ
INCREASE -POWER SEHA TMG
NCREÅ5E
BODY VENT
FU EL CONT ROL
PROPELLER PITCH CONTROL LEVER CONNECTION
ANL EICINC
:'N
E
THERMOSTAT
FUEL PUMP
ON
R START
FUEL F ILT ER
RD
FLOW
ADJ
OW ::CHMENT-
--
OO
METERING VALVE
PROPELLER GOVERNOR SPEED CONTROL LEVER CONNECTION
MIN FLOW ADJ
FUEL INLEy-
OVERSPEED GOVERNOR
.MPSOOST (INJE h
55URE FILTER VALVE
VANE TYPE)
BYPA
-HIGH PRESSURE RELIEF VALVE
•
-
MAXW ESSEURIZING
CHMENT
STOP OVERBOARD
o
.
L
oDERR
DRAIN --
OVERSPEED
---
Psa
ARD
TO ATMOSPHERE
EXHAUST
--
Li
EUE MO
..
PASS
R
¯¯
iiiii
INLET VISCO ........
FLOW DIVIDE A ND DRAIN VALVE
.
......
...
....-.\..
4-13 4-14
A
FLOW DIVIDER VALVE OVERBOARD
-R
-
-
'MANIF OR41N
4
TURBINE PLENUM DRAIN VALVE
/
/
L FUEL
=
FUEL SHUT OFF VALVE
Figure
TEMPERATURE SENSOR
INLET
FLOW METER
DRAIN
JET
ANTI-ICINC VA LVE
L
†
