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IA-1125 |
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Study Guide
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First flight: Mar 19, 1984. 1 hour +35 minutes flight time.
Gear & Flaps cycled.
Certification
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First Airplanes
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The when checking out in the airplane, I was
told by the instructor that the purpose of the bogus serial numbers was
to deliver the 5th airplane to the first customer, who actually wanted
the 11th one built. The 6th and 7th aircraft, I am told were serial
numbered 14 and 24 for similar reasons. As I understand it, one of
the companies was very angry about this, parked the airplane(s) they bought,
and hung out a "For Sale" sign. This was not a good thing for IAI
in the beginning. Many thought what they did was very unethical.
Regardless of this, I have found the Astra to be a great airplane.
It is hard to beat for going high and fast on not a whole lot of fuel.
It is a fairly reliable LAX - HNL airplane unless the wind is over about
60 knots.
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The Astra Jet is basically an 8 passenger plus 2
crew low wing twin engine jet. It has a maximum cruise altitude of
45,000 feet. and a range of over 2,500 nautical miles. The Astra
Jet is certified for flight into known icing conditions. It cruises
between 400 and 465 knots, depending on the desired range. It has
two over wing emergency exits, and a main cabin door.
The door is equipped with mechanical locks and a
bleed air inflated seal. There is no weight limit on door due to
mechanical door rest. A gas assisted door cyl snubs the door, and
aids in closing the door. The door seal is inflated by the
BSV's. The cabin door light goes out when pressure increases past
25 psi and goes on when it decreases below 20 psi. It regulates to
30 psi & relieves at 38 psi. Two micro switches (one on the door
and one on the frame) verify door is locked. Max altitude is 41,000
ft with cabin door light on if the door is verified locked.
The IA-1125 is 20 in longer & 8 in taller in
cabin than it's ancestor the Westwind. The tail is basically the same except
it has 3 pitch trim motors. The nosewheel axle is slightly aft of
the strut, making steering it on the ground much easier. The Astra was
equipped with solid glass & plastic heated windshields. The early
ones had delamination problems. I know of at least one lawsuit over
this problem. Apparently they fixed the problem. When you hand
fly it, it seems like you are always on trimming, however, the same is
true of a P-51 Mustang. All things considered, if I were not so poor,
I would buy and Astra if I were looking for an airplane in it's class.
The Citation III is a nicer flying airplane from a pilot standpoint, but
it's systems are unnecessarily complex, and it does not have as much range.
The Astra has turned out to be a good airplane.
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Weight Limitations
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Altitude Limitations
| Max Certificated |
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| Cabin Door Light Illuminated |
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| Autopilot & Yaw Damper Inop |
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| Flap and Gear Extended |
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| Take Off & Landing |
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Airspeed Limitations
| Vmo / Mmo - Normal |
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| Vmo / Mmo - Autopilot Off |
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| Va - @ Gross Weight |
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| Va - @ 14,000 lbs |
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| Vfe - Slats & Flaps 12 deg |
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| Vfe -Flaps 20 deg |
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| Vfe - Flaps 40 deg |
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| Vlo / Vle |
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| Vmca |
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| Vmcg |
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Miscellaneous Limitations
| Temperature Limits |
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| Runway Slope |
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| Max Tailwind T.O. / Land |
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| Load Factor / Flaps Retracted |
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| Load Factor / Flaps Extended |
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The 731 engine is now a fairly mature power plant.
On a day to day basis, you should not have much trouble with it.
I would not, however, even think about operating one of these engines without
MSP, as they do just up and come apart now and then, and that can cost
big bucks. I would recomend MSP Gold, as it is worth the extra few
bucks per hour not to get the shaft for engine removal and installation
when something does happen.
When you start these engines, be sure to verify
N1 rotation before advancing the power lever to idle.
The Fan is most likely to stick if the engine has been shut down for more
than a few minutes, but less than a couple of hours.
Garrett TFE 731-3A-200G 3700 lbs Thrust
| N1 | N2 | ITT Deg C | Time | |
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917 C |
No Limit
10 Sec Hot Section |
| Takeoff |
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5 Minutes |
| Max Continuous |
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30 Minutes |
| Max Overspeed |
103.0% to 105.0% |
105.0% |
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1 minute
5 Seconds |
Note: Allow engine to idle below 38% N1 for 3 minutes before shutdown. This is to let the internal engine temperatures stabilize.
Engine Start Limitations
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Engine Oil System
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Note: "Oil Pressure Warning lights come on at and below 25 psi. The warning lights and gauges have separate sensors. Both pressure and temperature are measured downstream of the fuel / oil heat exchanger.
Engine Fuel System
Fuel Heat:
If fuel from the engine driven boost pump is <
50 F, the anti-ice valve modulates and
return fuel passes through the fuel heater then back
to the filter to anti-ice it. Fully open at
32 F. Above 50 F, all bypass goes
to high- pressure engine driven pump inlet.
Fuel Computers:
Powered by the Main Busses. No go items.
Ignition:
Ignitors: 6 & 7 o'clock positions
Excitor Box: 10 o'clock position Instruments:
N1 and N2 powered
by Associated Distribution
Busses. ITT’s 28 VDC powered by Distribution Bus.
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The Thrust Reversers are Hydraulically operated and Electrically controlled. (The left from No.1 Distribution Bus, right from No. 2 Distr. Bus.) They are held open by hydraulic pressure from the Aux Hydraulic System, they are held stowed by over center linkage. A thrust reverser accumulator can provide 1 thrust reverser deployment if necessary. The accumulator is not large enough to stow the reversers after extending them.
Thrust Reverser Limitations
| Thrust Reverser / Min Airspeed for Reverse Above Idle |
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| Airport Elevation Above 5,000 MSL |
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| Thrust Reverser / Max Deploy Time / 15 Minute Period |
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| Thrust Reverser / With Unsafe Light ON |
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Gas Filled Fire Loops:
Fire protection is provided to the engines
by loops containing gases. Halogen gas is released
when Hot spots are sensed in Zone 1, the Cold Section, while helium
gas is released if over-heating
is sensed in Zone 2, the Hot Section. As these gases are released,
the FIRE/OVERHEAT switch light
illuminates. Pushing the switch light does the following:
Closes the Engine Fuel Shut-off
Valve
Closes the Hydraulic Fluid Shut-off
Valve
Arms the Extinguishing System to the associated engine.
Fire Bottles are discharged into Zone
1 only.
Either bottle can be fired into either
engine.
Overheat calls for a reduction of engine
power,
if the light goes out, OK to run at
reduced thrust.
The system is automatically reset when
temps go down. A red blowout disc located on the left aft
fuselage will indicate a thermal discharge of a
fire bottle.
"PRESS-TO-TEST":
The following lights should come on,
each indicating the following:
"BLEED AIR LEAK" should illuminate
on panel
"FIRE/OVERHEAT" switch lights
indicate validity
of detector elements
"ARM/EMPTY" switch lights indicate
validity of
electrical circuitry.
"PRESS-TO-TEST" Four bulbs indicate
validity
of electrical circuits for extinguisher
discharge head detonators.
Note: bulbs are tested with IND TEST.
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Battery:
Two 24 Volt
Ni-Cads (installed rear), 24 or 36 amp hour.
Auto Load Reduct:
Window heat, baggage heat, galley power.
To read volts,
place switch in Bat or Gen and push button for volts. Battery or
Gen need not be on.
Three Bat switches:
2 Bat Disconnect, and 1 Master
Battery (with
Load Reduct Override).
Do not takeoff
with Bat temp 140 or higher.
Generators:
Two Generators:
30 volts, 300 amps (regulated to 28.5v). 300 Amps max continuous ground
& flight. Auto Parallel and Load Equalization. Generator
field weakening to limit battery charging rate after start, etc. (ground
only). First two minutes of generator operation in limited to 26.5v by
GCU. Protection includes: field weakening, normal GCU functions,
and anti-runaway protection for sheared shafts on engine start. Generator
reset resets the field. Overheat light comes on, (330 deg F) must
manually disconnect generator.
External Power::
28VDC / 1000 amps. 250 amp fuse
in line.
Over voltage protection disconnects both batteries. at 29.5 volts.
EPU switch on, both generators are disconnected or inhibited from being
connected. Check EPU volts with Bat position = volts and push button.
Inverters now located in aft compartment. Blowers now cool avionics.
2 Blowers in nose (115 vac Ground Only)
3 Fans in nose (115 vac)
3 Fans in cockpit (28.5 vdc Com & Acc bus, to cool EFIS)
Busses:
Hot Battery:
Bat 2, Pressure refueling, Bat 1, step, baggage, and entrance lighting.
Battery busses:
power Main busses. Flap and slat motors with 150 Amp current limiter.
NEVER run together. BTC opens at 200 Amps to disconnect respective bat
from its main bus. Acts like current limiters.
Main busses power: Distribution busses
and:
standby fuel pumps, inverters, fuel computers,
auto load shed circuits (window heat, baggage
heat, galley power), communication and
access busses, horizontal stab trim heater (left bus), and auxiliary hydraulic
pump (rt bus).
Circuit protection: Inverters 75 Amps
Windshields 70 Amps
Fuel Pumps 25 Amps
Galley
50 Amps
Note: 75 Amps @ 28.5 Volts = 2.865 Horsepower.
The above mentioned items draw lots of power.
Distribution
busses: both supply power to Priority bus. Distribution Bus Tie Circuit
Breaker connects left and right sides when one side dead; all three feeder
circuit breakers out.
Busses:
Priority bus:
powers Flight Director and Auto Pilot enunciators, ADC 1, A/S & mach
co-pilot DC,
com 2 & 3, Audio 2, and... customer options.
Between L & R Distribution busses.
Powered thru diodes to prevent priority bus from powering either Dist bus.
AC SYSTEM
Inverters: 2
115 VAC & 26 VAC, 1000VA, 400 hz solid state inverters (installed aft).
These
inverters power
the following busses, each having 115 v and 26 v busses for each pilot.
Service busses
Avionics busses
DC Communications and Accessory
busses
AC Control Switches:
'NORM' - no. 1 inverter powers left service busses, no. 2 inverter powers
right service busses
'ALT' - opposite inverter powers selected service busses
Note: If both switches are in 'alt'
there are no inverters operating at all, no AC.
'off'
- inverters operate but no AC available
"AC Bus Off" light:
ON &
volts low - Bad Inv.
ON &
volts OK - Fault on bus or bad sensor.
Check EADI flag on EFIS.
Flag = Fault
on bus.
No Flag = Bad sensor.
Master Caution: Lights on Capt. & F/O
glare shield. 2 light powered from different busses. Will activate
for any light except "Nac" & "Surf" ice protection
system. Poorly designed system. Nuisance warnings
will teach pilot to ignore Master Caution
system, especially "Airbrakes" and "Slat Out". Takeoff Warning: Powered
by No 2 Dist Bus. If throttle is above 85% N1, Airbrakes, Slat, Flaps,
and Pitch
trim will activate warning. Can be deactivated for
Trim and Slat bypass. Light will stay on. See AFM
for takeoff procedure with flaps or slats inop.
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Fuel Tank Capacity
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| Left Wing Tank |
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| Right Wing Tank |
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| Central Tank Upper |
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| Central Tank Lower |
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| Extension Tank |
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| Collector Boxes |
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| Total / Normal |
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| Total / Extension Tanks |
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Fuel System Test Should Indicate::
| Left & Right Wing Tank |
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| Central Tank |
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| Central Tank Upper |
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| Central Tank Lower |
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Fuel Usage
Engines receive fuel from collector
boxes only. The collector boxes are just big sumps that are kept
full by the central tank lower and the wings. Starting with full
fuel tanks, the fuel taken from the collector boxes by the engines is replaced
with fuel from the central tank lower. The central tank upper fuel
gravity flows into central tank lower, keeping it full until the central
tank upper reaches the standpipe level, about half it's capacity.
The central tank lower fuel is consumed, and that tank becomes empty. With
the fuel transfer switch in "Auto", a float switch then causes, the left
and right fuel transfer valves open, allowing the remaining fuel in the
central tank upper to gravity flow into the wings. The wings keep
the collector boxes full, until they themselves are empty! At that
time, there is only about 9 gallons, or about 3 minutes of fuel remaining.
Refueling:
Fuel transfer switch must be placed to "Open" prior to
turning off the battery switch. This opens the transfer valves so
normal fueling is possible. The fuel (Single Point) goes through
Central Tank Upper through Transfer Valves (Must open these) to Left and
Right Wings
and Collector Boxes. When these are full, the Central Tank Upper
fills to Standpipe overflows into and fills the Central Tank Lower.
When the Central Tank Lower is full, the Central Tank Upper fills the Extension
Tanks. Over wing and gravity fueling total yields 13.2 gallons less
usable fuel.
Valves:
Fire Shutoff Valves: in line from tank to engine.
Transfer Valves:
'open' - manual
'close' - manual
'auto' - arms transfer valves to float switch
in Central Tank Lower; 60 seconds
after
empty transfer valves open connecting
Cent Tank Up (below Standpipe)
to wings.
"Fuel Xfer"
light comes on if 'auto' not selected and fuel level down to appropriate
level
for valves to be open.
Interconnect Valves: for lateral fuel
balance only.
Aft connects collector tanks, forward connects
wings.
Jettison Valves:
automatically stops jettison at 600 pounds per side.
Pumps:
Standby Fuel Pumps: are located in collector
boxes.
Used to boost fuel to engine driven pump AND
supply motive flow for 2 transfer jet pumps.
Normal Ops use standby pumps 'On' for
engine start, then engine driven pump provides
motive flow pressure to booster jet pump. Standby pump to 'Off', then
'Auto'; only comes on < 7 psi.
"Standby On"
light comes on when Standby pump operating.
"Fuel Press" light comes on < 7 psi.
Booster Jet
Pumps: are located in collector boxes. Powered by motive flow from engine
driven pumps. Normally, these pumps are the only pumps on after engines
are started providing fuel pressure to the engines. But if pressure
goes < 7 psi, Standby pump comes on (if in Auto position).
Transfer Jet Pumps: scavenge pumps for
fuel supply.
Powered by motive flow from either Standby
pump or engine driven pump. One each side in Central Tank Lower,
and one each side in Wing Tanks (4).
"Fuel Low" light comes on at 450#/side
or collector
boxes not full.
Lateral Unbalance Limit is 800#.
Fuel Temp Limit (Jet A) -34 to 61C
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Surface De Ice
Boots are pneumatically operated and electrically controlled.
The air source is the LP compressor off both engines. Air is regulated
to 8 psi, relief at 21 psi.
'Norm':
operates wing and slat for 6 sec's, horizontal for 4 sec's, dwell off for
50 sec's, repeated till switched off.
'Alt': identical to 'Norm', use
for 'Norm' failure.
"WING/TAIL" light on at 13 psi
inflation pressure.
Push to Test "WING/TAIL": Tail on, drain
heating
element op (heated during test).
"SURFACE DEICE"
light on indicates pressure regulator failed of jet pump suction low.
Surface De-ice must be off for Takeoff
and Landing.
Nacelle Anti-Ice
The Nacelles are anti-iced by hot air
from the HP
compressor which goes directly to an
electropneu-
matic valve (no manifold). The
valve is elec-
trically controlled and fail-safe open.
Powered by
its associated Distribution Bus.
"ENG PROBE & NACELLE" switch light,
push for ON.
"GRD" indicates normal ground anti-icing
pressure
(low).
"FLT" indicates normal flight anti-icing
pressure,
Throttles must be above 80% N2.
"NACELLE ANTI-ICE" indicates anti-ice
ON, but "FLT"
light out.
Probe Anti-icing:
Anytime "ENG PROBE & NACELLE" selected
ON AND an
engine is running, the Probe is heated.
The Probe supplies air pressure and temperature information
to engine fuel computer. Powered by Distribution
Bus. Located 12 o'clock position in engine inlet.
Pitot Static
2 pitot tubes (L & R), 4 static
ports/side. 3 are heated, small one is unheated (pressurization).
Pitot:
2 pitot tubes, heated 28 vdc when nose wheel is airborne. AOA heated
350 deg F in air & 95 deg ground. Case is also heated on ground
through a resistor as not to overheat,
called 'preheat'. "Auto" position:
Ground: Pitot, Static, SAT/TAS
inop; AOA in
preheat, if right Avionics Bus on.
Flight: Everything on (AOA has another heater for probe.)
"Override" position
turns everything on. Max 30 seconds on the ground.
"PITOT HT", "SAT/TAS", "AOA HT" enunciators
on if
reduced flow or loss of power. "PITOT HT"
light also comes on for static failure.
"AOA PREHT" indicates preheat failure.
Windshield
Anti-icing: Electric heating elements imbedded in
the glass. Only used when actually needed. Powered by the
Main Busses with Auto Load Shed protection.
"WINDSHIELD HT FAIL" indicates a malfunction in
either the left or right system.
"WINDSHIELD HT CONT TEST" turns on "WINDSHIELD HT
FAIL" light and "LH" and "RH"
lights if system
tests are fault free.
Rain Removal: Windshield wipers, speed controls
both sides, sides separate. Pilot's powered by Dist No.1, Co-pilot's
off Dist No.2.
Baggage Compartment Heat: Four heating elements,
each with own thermal switch set at 45 F, overheat at 150. Two heaters
off Main Bus 1, 2 off Main Bus 2 (Auto Load Shed Item). Must be removed
if using extension tanks.
Limitations:
Anti-ice ON
for all ground and flight if icing exists or is anticipated.
Turn on Ignition before anti-ice on.
"ENG PROBE & NACELLE" anti-ice push
buttons must be
activated for ice removal. "FLT" light should
be on.
Limit Anti-ice operation to 10 seconds
per engine
for ground checks when 10 C or higher,
and when icing does not exist.
Activate Windshield Heat only after
recognition of
ice buildup.
Do not operate Surface De-ice below
-40 C.
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Air Sources
'Normal': Manifold interconnecting left
and right
engines pressurized by LP and HP air.
'Ground': Supplied
from HP compressor of right engine.
'Emergency':
Supplied from LP compressor of right engine.
'Emergency Ventilating': Ambient air
from flush scoop
(upper right of fuselage).
Bleed Switching Valves:
The Bleed Switching Valves (one each
engine) control the normal source of air to the manifold.
Electrically controlled and pneumatically operated,
they are fail-safe open. When LP air < 18 psi, HP
supplies. As engine power increases and LP air
reaches 19 psi, LP & HP mix maintaining a pressure
of 18 - 20 psi.
Cabin Air Selector
'Both': Pneumatically
controlled modulated air to 28 psi. Bleed switching valves act as
temperature limiters (400 F).
'L Eng': Left bleed switching valve
only.
'R Eng':
Flight: Same as for left.
Ground: Opens ground bypass to allow
HP air from right engine to ground air condition. Must have the following
circuitry made: Right
throttle < 52% N1, right nacelle anti-ice off,
right strut switch on ground, and T/R's
stowed.
'Ram Pull': Power removed from all valves
-- cabin
will depressurize.
Refrigeration
Standard ACM
with two heat exchangers, pressure
relief at 60 psi. Ram Air Inlet for H.E. cooling.
Water Separator sprays over second H.E. to cool.
Water Separator Anti-icing is by warm bleed air
muff which has a bypass for condenser
sock in case anti-ice inop.
Blowout Discs:
(HP co-axial ducting) in underside of pylons.
Wire Detector: in LP ducting.
"BLEED AIR LEAK": bleed leakage detected
by wire.
"BLEED PRESSURE
HI": Senses temperature &/or pressure limits in bleed line from manifold
to
distribution system.
"DUCT TEMP HI": Sensor downstream of
mixing plenum
in distribution duct plenum. Drives
valve toward cold till duct temp is in normal range.
Refrigeration (Con't):
Manual Temp Controller: No 2 right Distribution
Bus
Auto Temp Controller: No 1 left Distribution
Bus
Refrigeration
Bypass Valve: Determines how much bleed air is allowed to either bypass
or pass through the refrigeration unit.
Distribution:
Cockpit:
Cockpit air outlets, both sides.
Defog, knob on pedestal.
Foot warmer, 'Air Cond Pilots' knob on pedestal
Cabin:
Gasper, cold air from before mix chamber.
Conditioned air, cabin air outlets.
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Normal Air Source: Simultaneous Left and Right
compressors through common manifold. (Both LP & HP.) Emergency
Air: LP compressor off right engine.
Auto: Electropneumatic
Manual: Pneumatic
Cabin Air Selector:
B, set Baro
A, set landing field elevation
R, set rate
of cabin climb/descent (PIP = 600 fpm up, 360 fpm down. Range = 2500 up,
1500 down)
Auto Controller: Auto schedule of cabin t
aircraft altitude (ie. DC-9).
Bite: Self-test at power up; fault light on 2 - 3 sec's,
then out for good test. Bite also monitors system
continuously.
"FAULT": light on indicates test in progress
(2 - 3 sec's) or if on continuously, a fault in the system.
Normal Max Diff Press: is 8.77 psi.
Manual Controller: DEC-INC moves secondary valve to move
cabin air pressure to move outflow valve.
Rate knob controls rate of change. If center position of INC-DEC
knob reselected, auto reselected.
Outflow Valves: Forward is the primary, aft
is secondary. (Fail-safe closed.) In Auto electronic
signals to primary valve, secondary
inhibited. Manual, electric power removed from primary valve and secondary
valve used.
Outflow Safety: 8.9 - 9.0.
Jet Pump: to maintain flow.
"CABIN 10,000": light on aneroid sensor.
Neg diff Press: .35 psi controlled by each outflow valve
Ditching Valve: Manually operated valve (in
cabin floor) which closes both outflow valves for ditching.
Ground Unpress: L eng, R eng, or Both, in Auto, aircraft
on ground, cabin door shut, switches
set for flight, L eng < 85% N2.
Ground Pre-Press: Left throttle > 85% N2,
cabin alt descends 300 fpm to 140' below field elevation.
Pre-press off if: 1) abort, at left throttle at
idle, 2) aircraft lifts off and goes into flight.
Flight: Auto controller uses higher of: auto schedule
altitude, takeoff field elevation, and landing
field elevation. Changes enroute: 100' climb
(aircraft alt) will start controller
up; 500' descent starts cabin down. If touchdown pressur-
ized, outflow opens slowly for 60 sec's then goes to
ground unpress mode.
Power for Auto: 28 VDC No 1 Left Distribution Bus
The following switches must be in these positions
for auto pressurization:
"MAN PRESS" switch light off
"CABIN DUMP" switch light off
"CABIN AIR" selector not in 'RAM
PULL'.
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2 Engine Driven Pumps |
1 Electric Pump |
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Main System:
Two Engine driven
hydraulic pumps (each 6.5 gpm) run the Main system. Main Reservoir:
sight gauge on left aft fuselage, aft of baggage, must be above 1/2. Pressurized
and regulated to 30 psi, 38 psi positive pressure relief, 2 psi neg relief.
Two electrically operated shut-off valves (on res) - "Fire/Overheat".
Case drain cooling. (95cc for neg "g".)
Filters: one
each downstream of pump, pop-out indicator at 80 psi, non bypass.
One each on
return line, pop-out at 60 psi, bypass at 70. System: runs at 3000
psi, relief at 3650 psi.
"Hyd Pump" (amber annunciaor) off at 1500 psi each side.
"Hyd Level"
reservoir level down to .11 gal (300 cc), turns on light and Aux pump.
"Hyd Tank Press"
comes on when tank pressure down to 8.5 -10.5
Aux System:
One electric hydraulic pump (2 gpm)
to run the Auxiliary system.System: pressure 3000 - 3300 psi, relief at
3650.
Reservoir located
on right side aft of baggage. Sight gauge 1/2. Pressurized to 30
psi, bleed
air tapped from main res press system.
Relief of 38 psi. Case drain cooling.
Pump power from
28 vdc No 2 Main bus, 100 amp remote c/b. Control power off No 2 Dist Bus.
Filters: One downstream of pump, 70
psi pop-out, no
bypass. One return line filter,
60 psi pop- out, 70 psi bypass.
Accumulator: pressure for T/R's and
Emergency/
Parking Brake. Good for one T/R deploy -OR-
10 emergency brakes. Nitrogen precharge 1500
psi. Can be read right aft fuselage
at fueling panel. Push release valve button to release hyd press, now gauge
reads accumulator press.
Aux Pump: 'Auto'
1) Aircraft on the ground (t.o and landing).
2) Complete loss of pressure in main system/both pumps out.
3) Low fluid level in main res.
4) Loss of aux system accumulator pressure.
5) Mechanical failure or low hydraulic press in either aileron actuator,
"Aileron Fail" it will also come on.
Note: The pump will go off when the
condition is fixed, except Aileron failure.
'Override':
pump operates continuously.
"Aux Hyd Off" light on when pressure
above 2100
psi then
below 1800, or Aileron < 900 psi for
2 1/2
seconds.
"Aux Hyd Level"
light on when level down to .045 gal (53 cc).
Type fluid: Skydrol LD IV or:
Skydrol 500 B
Chevron W
Aero Safe 2300 W
Chevron Hyjet III
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Powered: Mechanically controlled, hydraulically
actuated. Mechanically locked up and down,
hydraulically unlocked.
Gear Horn: Gear
not down and locked with one or both throttles in idle and airspeed <
156 kts. Also if gear not down and locked and flaps 40 (no silence).
Struts: Nose 2" chromed piston visible,
main 1.6".
Held up by two
uplock springs on each main gear door and one on the nose, and hydraulic
pressure. If pressure lost, springs hold up.
Brakes applied
after gear up to stop wheels.
Return pressure from retract cycle used. Emergency Extension: Blow
down with nitrogen press.
Handle located in pilot's pedestal,
left side.
Normal indication in cockpit, pin extends
in nose wheel well to indicate blow down. Hyd fluid returns to reservoir,
bypasses main selector. Do not attempt to retract gear. Nitrogen
pressure is 3000 psi, precharge 1500. Check gauge in fueling panel, right
aft fuse.
Nosewheel Steering:
Power: Hydraulically
powered, mechanically controlled. Squat switch disables when
airborne and centers Nose wheel for retraction
with centering spring. Range 58 deg each side
of center.
Bypass Valve:
Loss of main hydraulic pressure actuates a pressure switch opening a bypass
valve. Closed with press on and squat switch
on ground.
Pip pin: releases nose scissors for
towing.
Brakes:
Normal: Main hydraulic system or accumulator.
Parking: Aux hyd system or brake accumulator.
Antiskid: Powered from No 1 & 2 Dist Busses.
ON for T.O. and landing. Inop in-flight, or < 10 kts. Signals transmitted
after 35 kts.
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Floodlights: have own 115v inverter for flood rheostat.
Master Switch: controls all cockpit lighting
except dome lights and map lights.
Emergency Lights:
power: entrance light,
doorstep lights, cockpit
step light, emergency exit lights, and
the light forward of the wing. (Evacuation!)
come on:
with DC failure, if switch in 'Armed' position.
charging: two battery packs (6vdc, 1-2
AH) are
continuously charged when DC is powered,
and the switch is in 'armed' or 'off'
(not 'On') position. (Either the
Master Battery and one bat switch on, or
the generators on line, or EPU on line.)
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Here are some basic flight profiles that I have used over the years. They are not the only way to fly the airplane, but have worked for me since I started giving training and checkrides in biz jets little over 20 years ago. In the event of a difference between this and the Aircraft Flight Manual, the flight manual is the document to follow.
Steep Turns
1. Enter at 250 KTS indicated AIRSPEED.
2. Bank aircraft 45 deg. As you pass 30 deg of bank, pitch
up 2 deg. Add power to maintain AIRSPEED.
3. Lead roll out by 15 deg. Passing 30 deg bank, pitch
down 2 deg to maintain altitude.
4. Maintain 250 KTS and assigned heading.
Stall - Cruise Configuration
1. Compute Vref & set AIRSPEED bugs.
2. Maintain assigned altitude and set power to Idle.
3. Trim for level flight until passing 150 KTS.
Maintain altitude with necessary back pressure.
4. At first indication of a stall, throttles
to " MAX POWER "
5. Call " MAX POWER Flaps 12 deg.
6 Reduce pitch ONLY to the extent necessary
to eliminate symptoms of the stall.
7. Reestablish assigned altitude.
8. At Vref + 30 KTS, call " Flaps Up, After Takeoff
Checklist. "
9. Maintain AIRSPEED and altitude as directed.
Stall - Takeoff Configuration
1. Compute Vref, set AIRSPEED bugs & select flaps 20.
2. Maintain assigned altitude and set power to 50% N1.
3. Trim for level flight until passing 150 KTS.
4. Maintain altitude with necessary back pressure.
5. At first indication of a stall, advance throttles & call
" MAX POWER ".
6. Reduce pitch ONLY to the extent necessary to eliminate symptoms
of the stall.
7. Reestablish assigned altitude.
8. At Vref + 30 KTS, call " Flaps 12 deg, then Up, After Takeoff
Checklist. "
9. Maintain AIRSPEED and altitude as directed.
Stall - Landing Configuration
1. Slow to flap speed, set 60% N1 & Set bug to
Vref.
2. Maintain assigned heading & altitude.
3. Below 250 KTS, " Flaps 12 deg".
4. Below 225 KTS, " Flaps 20 deg".
5. Below 180 KTS, " Gear Down Landing Check ".
6. Below 180 KTS, " Full flaps. " trim to Vref. Establish
a 400-700 feet/min sink rate at Vref.
7. Level off at designated altitude W I T H
O U T increase in power
8. Maintain altitude until first indication
of a stall.
9. Apply MAX power lower nose only as much as required
to eliminate the stall warning.
At Vref minus 10 KTS M I N I M U M speed, call for "
Flaps 20 deg", and increase the
pitch attitude to 10 deg nose up at about 1 deg / sec.
10. When VSI & Altimeter indicate positive rate of climb
call " Positive rate, Gear Up ".
11. Establish 7.5 deg nose up attitude.
12. At Vref + 30 KTS, Call " Flaps 12 deg, then Up, After Takeoff
Checklist ".
13. Return to entry heading and altitude or as directed.
ILS Approach - Two Engines
1. Intercept LOC at 140-160 KTS and Flaps 20 deg.
2. One dot prior to intercepting Glide Slope, call
" Gear Down Landing Check ".
3. When ON the glidepath, call " Full Flaps ".
4. Establish Vref to Vref + 5 KTS & track LOC & GS until
Minimums. Land or Missed Approach as appropriate.
ILS Approach - One Engine
1. Intercept LOC at 140-160 KTS and Flaps 12 deg.
2. One dot prior to intercepting Glide Slope, call " Gear
Down Landing Check ".
3. When ON the glidepath, call "Flaps 20 deg".
4. Establish Vref + 20 KTS & track LOC & GS
5. At 100-150 Ft AGL, Full flaps, power idle & land.
Non Precision Approach - One or Two Engines
1. Intercept Final Approach Course at 140 KTS and
Flaps 20 deg.
2. Crossing Final Approach Fix, call " Gear Down
Landing Check ".
3. Descend to and maintain MDA until Field in Sight
or MAP is initiated. ( As Appropriate ).
4. If Landing is to be made, call " Full Flaps "
when intercepting a glidepath appropriate for a
normal landing. For one engine INOP, Vref + 20 KTS until 100 feet
AGL, then " Full
Flaps" so as to descend thru 50 ft AGL at Vref as in a normal landing.
No Flap Approach
1. Vref + 30 KTS until established on Final Approach.
2. Vref + 20 KTS on final.
3. Approach angle NORMAL. A flat approach will usually
result in a longer landing roll.
Note: See the abnormal procedures checklist for appropriate speeds with slats retracted. If slats will not extend, you are limited to 20 deg of trailing edge flaps. Also, pay close attention to airspeed on final, as the stall characteristics of the Astra are quite different without the slats deployed. I have had more than one student find theirself upside down shortly after their first stall with the slats locked out.
Go Around or Missed Approach
1. "Max Power", Rotate to 10 deg, " Flaps 20 deg".
2. Positive Rate of Climb, " Gear Up ", Vref + 30, " Flaps up,
After Takeoff Checklist ".
3. Climb at 200 KTS.
4. Engine Failure or Fire Checklist if Appropriate.
Note: Due to the engines being mounted far above the center of gravity of the airplane, a substantial nose down pitch moment will be encountered when go around thrust is applied in landing configuration. Be prepared, as it will result in a 15 deg nose down attitude if the appropriate back pressure and elevator trim are not applied.
Takeoff
1. Set V2 on Capt. Airspeed & V1 on Co-Pilots Airspeed.
2. At 80 kts, left hand moves from tiller to Yoke.
3. At V1, right hand moves from throttles to Yoke.
4. Vr, Rotate to 15 deg ( 2 eng ) 12 deg ( 1 eng ).
5. Climb at 15 deg pitch, ( 2 eng ) or V 2 ( 1 eng ).
6. At 400 ft & V2+30 KTS, "Flaps Up After T.O. Check ".
7. Engine Failure or Fire Checklist if Appropriate.
8. Climb 200 KTS to 3000 AGL then 250 Kts.
Rejected Takeoff
1. Proceed as in normal takeoff until malfunction dictates that
the takeoff be rejected.
2. Capt. calls "Abort" (Co-Pilot may call Abort if Capt elects
to delegate that authority).
3. Thrust levers to idle
4. Speedbrakes extend.
5. Wheel brakes as necessary.
6. Thrust Reverse deploy.
7. If another takeoff is contemplated consider brake energy &
appropriate turnaround time.
Emergency Descent
1. Oxygen masks on within 5 sec of cabin pressure
loss.
2. Check passenger oxygen masks deployed.
3. Select Oxygen mask microphone.
4. Ignition ON.
5. Thrust levers to idle.
6. Spoilers Extend.
7. Auto Pilot OFF.
8. Initiate 45 deg bank if desired.
9. Vmo/Mmo minus 10 kts to 14,000 or MEA as
required.
10. Clean up & proceed to nearest suitable airport if appropriate.
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